Pro Line 4 - Hawker 400A

Beechjet 400A
Avionics System
system manual
Volume 1
.. ,
Business and Regional Systems

Roekwelll
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Beechjet 400A
Avionics System
Volume 1 system manual
Volume I includes:
General Informatlon 523-0775808

Operation 523-0775809
Volume 2 includes:
Theory of Operation 523-07758IO

Maintenance 523-07758I I
Bulletins 523-0775812
Supplement (2-Tube System) 523-07763069
Notice
Specialized sophisticated test equipment and extensive depot level repair training are required for testing the equipment
covered in this manual. Therefore, this manual may not be used to test or repair the subject equipment unless the using
facility has been specificallyauthorized by Rockwell Collins to do so. This manual does not need to be kept current if it is
only used for reference purposes.

Rockwell Collins, Inc.
Cedar Rapids, Iowa 52498
Printed in the United Sfatesof America 523-0775807-00411A
4th Edition, 12 March 1997
~l~~~~l~~l~llllllmlwmlrllnnllllll~l~llll11ll1ll
BEECHJET SM MAR 1 2 / 9 7
I
WARNtNG
INFORMATION SUBJECT TO EXPORT CONTROL LAWS
This document may contain information subject to the International Tr&c in A n z s

Regulation (ITAR) or the Export Administration Regulation WAR) of 1979 which may
not be exported, released, or disclosed to foreign nationals inside or outside of the
United Stateswithout f i s t obtaining an export license. A violation of the ITAR or EAR
may be subject to a penalty of up to 10 years imprisonment and a h e of up to
$1,000,000under 22 U.S.C.2778 of the Arms Export Control Act of 1976 or section
2410 of the Export Administration Act of 1979. Include this notice with any repro-
duced portion of thisdocument.
CAUTI0N
The material in this publication is subject to change. Before attempting any

maintenanceoperation on the equipment covered in this publication, verify that
you have complete and up-to-date publications by referring to the applicable
Publicatjons and Service Bulletin Indexes.
SOFTWARE COPYRIGHT NOTICE
0 1997 Rockwell Collins, Inc.
All Software resident in this equipment is protected by copyright.
We welcome your comments concerning this publication. Although every effort

has been made to keep it free of errors, some may occur. When reporting a
specific problem, please describe it briefly and include the publication part num-
ber, the paragraph or figure number, and the page number.
Send your comments to: Publications Department MS 106-124
Collins General Aviation Division
or by Internet E-Mail to:
GENAVPUB@COLLINS.ROCKWELL.COM
ADVISORIES
Iwarning 1
Rockwell Collins, Inc. does not take the responsibility for certification of the APS-850 when used with equipment
other than those covered by the Rockwell Collins, Inc. safety analysis. The APS-850 Autopilot System has been
certified with a safety analysis based on the use of the AHS-85 attitude system. The use of any other attitude
system requires a new safety analysis to ensure that the safety requirements of the autopilot system are met.
1-
Electronic control systems, such as autopilots, engine controls, fie1 controls, temperature sensors, etc, used for
aircraft control can be susceptible to transmissions from communications transceivers, DME's, transponders,
etc, that can interfere with aircraft operations. If such a situation occurs, discontinue transmission or select
a different frequency. If necessary, turn off the radio.
-1
The area within the scan arc and within 0.65 meters (2 feet) of an operating RTA-844/854Weather Radar
System constitutes a hazardous area. Do not operate the system in any mode other than standby (STBY) or
test (TEST)when the antenna might scan over personnel within that range. Never turn on the transmitter
while in a hanger. FAA Advisory Circular 20-68B, or superseding documents, provide additional details
regarding the radiation hazards associated with ground operation of airborne weather radar.
lwarningl
Service personnel are to obey standard safety precautions, such as wearing safety glasses, to prevent personal
injury while installing or doing maintenance on this unit.
Use care when using sealants, solvents, and other chemical compounds. Do not expose to excessive heat or open
flame. Use adequate ventilation. Avoid prolonged breathing of vapors and avoid prolonged contact with skin.
Observe all cautions and warnings given by the manufacturer.
Remove all power to the unit before disassembling it. Disassembling the unit with power connected is
dangerous to life and may cause voltage transients that can damage the unit.
I Warning I
This unit may have components that contain materials (such as beryllium oxide, acids, lithium, radioactive
material, mercury, etc) that can be hazardous to your health. If the component enclosure is broken, handle the
component in accordance with OSHA requirements 29CFR 1910.1000 or superseding documents t o prevent
personal contact with or inhalation of hazardous materials. Since it is virtually impossible t o determine which
components do or do not contain such hazardous materials, do not open or disassemble components for any
reason.
i
ADVISORIES (Cont)
This unit exhibits a high degree of functional reliability. Nevertheless, users must know that it is not practical
to monitor for all.conceivable system failures and, however unlikely, it is possible that erroneous operation could
occur without a fault indication. The pilot has the responsibility to find such an occurrence by means of cross-
checks with redundant or correlated data available in the cockpit.
I Caution I
Be extremely careful when handling the AHC-85E, especially when setting the unit down on a fixture, work-
bench, etc. Dropping one end as little as 19 mm (3/4in) can damage gyro bearings. Store the unit in its original
shipping container when not in use and when carrying the unit between shops or to the aircraft for installation.
I caution I
Turn off power before disconnecting any unit from wiring, Disconnecting the unit without turning power off
may cause voltage transients that can damage the unit.
1-
This unit contains electrostatic discharge sensitive (ESDS) components and ESDS assemblies that can be
damaged by static voltages. Although most ESDS components contain internal protection circuits, good
procedures dictate careful handling of all ESDS components and ESDS assemblies.
Obey the precautions given below when moving, touching, or repairing all ESDS components and units
containing ESDS components.
a. Deenergize or remove all power, signal sources, and loads used with the unit.
b. Place the unit on a work surface that can conduct electricity (is grounded).
C. Ground the repair operator through a conductive wrist strap or other device using a 470-kQor 1-Mi2 series
resistor t o prevent operator injury.
d. Ground any tools (and soldering equipment) that will contact the unit. Contact with the operator's hand
is a sufficient ground for hand tools that are electrically isolated.
e. All ESDS replacement components are shipped in conductive foam or tubes and must be stored in their
shipping containers until installed.
f. ESDS devices and assemblies, that are removed from a unit, must immediately be put on the conductive
work surface or in conductive containers.
g* Place repaired or disconnected circuit cards in aluminum foil or in plastic bags that have a layer of, or are
made with, conductive material.
h. Do not touch ESDS devices/assemblies or remove them from their containers until they are needed.
Failure to handle ESDS devices as described above can permanently damage them. This damage can cause
immediate or premature device failure.
The conditions and tests required for TSO approval of this article are minimum performance standards. It is
the responsibility of those desiring to install this article either on or within a specific type or class of aircraft
to determine that the aircraft installation conditions are within the TSO standards. The article may be
installed only if further evaluation by the applicant documents an acceptable installation and is approved by
the administrator.
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
RECORD OF TEMPORARY REVISIONS
TEMPORARY DATE DATE

PAGE NUMBER BY BY
REV NO ISSUED REMOVED
Volume 1
2 1-26 Apr 8/02 Rockwell Collins Jun 20/03 Rockwell Collins
4 1-26 Jun 20/03 Rockwell Collins
6 3-234 Oct 21/04 Rockwell Collins
8 1-6 May 10/05 Rockwell Collins
Volume 2
2 5-1 Apr 8/02 Rockwell Collins
3 5-266 Feb 19/02 Rockwell Collins
5 4-180 Mar 10/04 Rockwell Collins
5 5-221 Mar 10/04 Rockwell Collins Oct 25/05 Rockwell Collins
Temporary Revision 9 RTR-1

523-0775807-09411A Oct 25/05
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
TEMPORARY DATE DATE

PAGE NUMBER BY BY
5 5-222 Mar 10/04 Rockwell Collins Oct 25/05 Rockwell Collins
7 4-172 Dec 2/04 Rockwell Collins

523-0775807-09411A Oct 25/05
1523-0775808-0041 18
@!! RocfaueM Avionics & Communications

Collins
Beechjet 400A
Avionics System
general information
table of contents
Parffgruph
1.1 INTRODUCTION . . . . . . . f . . . . . f . . . . f . . . . . . . . . . . . . . . . . . ~ . f . . . . . . . . . . ~ . . . . . f . . . . . . . . + . l . . . . . . . . . . . . . . . . .1-1

..
1.2 PURPOSEOFEQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.3 PURPOSEOFEQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.4 EQUIPMENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.5 EQUIPMENTDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.6 EQUIPMENTSPECIFICATIONS . . . . . . . . . . . . . . I . . . . . . . . . . f . t . t . . . . . . . . f . t . t . . . . . . . . . . . . . . . . . . . 1 . . . f . . . . . .1-6
1.7 ASSOCIATEDEQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1.8 STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1.9 ABBREVlATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1.10 LICENSINGREQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
NOTICE: This section replaces third edition dated 30 November 1994.

List of Effective Pages *The asterisk indicates pages changed. added. or deleted by the current change.
Page Issue
Title . . . . . . . . . . . . . . . . . . . 12 Mar 97
List of Effective Pages . . . . . 12 Mar 97
1-1thru 1-124 . . . . . . . . . . . 12 Mar 97
8
section I
general information
1.1 INTRODUCTION XAPS assembly is in the left bay. The DBU data base
unit (disk drive) is in the partition behind the pilot's
This publication provides specifications, operating seat. The FDU flux detector units are in the wing-
instructions, system schematic diagrams, and flight- tips. The SVO servos are in the fuselage as shown on
line fault isolation procedures for the 3-tube and 4- sheets 1and 7 of figure 1-2. If a second VLF receiver
tube configurations of the Beechjet 400A Avionics (CMA) is installed, it is in the tail cone of the air-
System. This version of Collins Pro Line 4 avionics craft.
is installed exclusively on the Beechjet (Beech Model
400A) aircraft, Supplement CPN 523-0776069 The avionics system uses several antennas. The
covers the 2-tube configuration of this avionics number 1COM (fore),the ANT-462NB (aft), and the
system. optional GPS-ANT antennas are on the top of the
aircraft. The glideslope antenna is a dual unit that
Use this manual when performing avionics trouble- is mounted with the RTA in the radome. The
shooting and maintenance h c t i o n s onboard the air- VOR/LOC antennas are on either side of the vertical.
craft, and as a training tool t o teach the system stabilizer (tail), The VLF-ANTS are inside the tail
functions and integration. This system manual does cone. The remaining antennas are mounted along
not replace LRU bench-level repair manuals. the bottom of the aircraft and are identified as
follows from front to rear: marker beacon (dual),TDR
1.2 PURPOSE OF EQUIPMENT 1,TDR 2, ALT transmit, DME 2, ALT receive, DME
1 1, and COM 2. The air data temperature sensor is
Table 1-1lists the equipment covered in this manual. near the DME antennas.
Figure 1-1shows each unit.
1.5 EQUIPMENT DESCRIPTION
1.3 PURPOSE OF EQUIPMENT
The Beechjet 400A Avionics System has an LAPS
The Beechjet 400A Avionics System is a fully inte- assembly and the following eight subsystems:
grated aircraft system. State-of-the-art technology
and manufacturing techniques are used to design IDS Instrument Display System
and build this new generation of compact, ADS Air Data System
sophisticated, and reliable avionics. Easy-to-use, A€€S Attitude Heading System
built-in diagnostics dynamically report the system FCS Flight Control System
operating status. This simplifies system FMS Flight Management System
maintenance and minimizes use of carry-on test RSS Radio Sensor System
equipment. The avionics system contains an WXR Weather Radar System
enhanced version of the traditional avionics and also ADAS Aircraft Data Acquisition System
features an integrated avionics processor assembly
1 (IAPS), a Mode-S transponder, TCAS 11, global This manual covers the 3-tube and 4-tube configura-
I positioning system, and advanced EFIS electronic tions of the Beechjet 400A Avionics System. Each
flight instrumentation. configuration has distinct customer options.
1.4 EQUIPMENT LOCATION The 3-tube system is a nonspmetrical configura-

tion. An EFD-871 (PFD)and an MFD-871 are on the
Figure 1-2 shows the location of each unit in the pilot side of the instmvnent panel; an EFD-871(PFD)
aircraft. The RTA weather radar assembly is in the is on the copilot side on the panel. This system fea-
radome. The avionics bays are behind the radome. tures dual PFD instrumentation, dual flight gui-
Access the bays from either side of the nose; the dance, dual FMS controllers, dual air data
Revised 12 March 1997 I -I

aeneral information 523-0775808
computers, dual attitude heading reference (AHRS) aileron servo torque and provides automatic roll trim
computers, and several dual comdnavlpulse radios. outputs to the Beech trim interface. The FMC-
Options include VNAV (vertical navigation) mode, 851( )/852( ) Flight Management Computer(s)provide
dual ADF, a GPS sensor, and turbulence detecting multisensor navigation, cockpit management, flight
radar. plan management, and diagnostic functions. The
CDC-850( ) Control Display Coupler allows a second
The 4-tube system is a symmetrical configuration. CDU t o function with a single FMC installation.
Two EFDdisplace (PFD and ND) are on the pilot side
of the instrument panel; an EFD-871 (PFD) and an The ICC-4008 W S Card Cage assembly has a fully
MFD-871 are on the copilot side of the panel. This wired card cage containing two environmental
system features PFD backup and radar displays for controllers, two lightning/HIRF protectors, four
both pilot and copilot and the same dual systems independent power supplies, four independent
listed above for the 3-tube system. Options include input/output data concentrators, two configuration
VNAV, dual ADF, dual VLF, dual FMS, a second strapping units, two flight control computers (part of
MFD display (installed instead of an ND on the pilot FCS system), one automatic trim coupler, two flight
side), a GPS sensor, and turbulence detecting radar. management computers (part of FMS system), and
the maintenance diagnostic computer.
1.5.1 IAPS Integrated Avionics Processor
Assembly The ICC-4008 W S Card Cage contains hardware to
mount and interconnect all resident LRMs (line
The IAPS assembly performs a part of the integra- replaceable modules). Temperature sensors are
tion function required to interconnect and manage installed on each quadrant of the ICC motherboard.
the various avionics subsystems in the aircraft. The The IEC-4000 W S Environmental Controllers
LAPS may be considered a part of the aircraft wiring monitor the temperature sensors and operate cooling
that physically houses some avionics units. The fans t o automatically regulate the W S environ-
IAPS card cage provides an isolated interface ment. The LHP-4000 (left side) and LHP-4001 (right
between the resident LRMs (line replaceable side) LightninWIRF Protectors provide an isolation
modules) and external units. interface between the resident LRMs and external
units. The PWR-4000 Power Supplies provide four
The ICC-851 IAPS Card Cage assembly has a fully separate sources that independently power the left
wired card cage containing four independent power FCC, the right FCC, the left FMC, and the right
supplies, four independent input/output data FMC.
concentrators, two flight control computers (part of
FCS system), the automatic trim coupler (part of The IOC-4000 I/O Concentrators provide a data
FCS system), the single or dual flight management management function by acting as a central data
computers (part of FMS system), and the control collection and distribution point. These concentra-
display coupler (part of FMS system, if installed). tors receive data bus inputs from each major LRU on
the airplane, process (sort) the data words, and then
The ICC-851 contains temperature sensors and transmit (only) the words of interest to each
heatedfan assemblies to automatically regulate the receiving LRU. The CSU-4000 Configuration Strap-
IAPS environment. The PWR-851A Power Supplies ping Units provide a matrix of configuration shunts
provide four separate sources that independently that program the LAPS specifically for operation on
power the left FCC, right FCC, left FMC, and right the Beechjet 400A airplane. The MDC-4000 Mainte-
FMC/CDC functions. The ATC-850 receives both left nance Diagnostic Computer receives diagnostic
and right side lApS power. The IOC-851( ) YO words from the airplane LRUs through the IOCs.
Concentrators function as a central data gathering The MDC processes and records the data for fault
and distribution point. These concentrators receive messages and LRU fault history. The stored mainte-
data bus inputs from each major LRU on the aircraft, nance data can be downloaded to a diskette in the
process (sort) the data words, and then transmit DBU-4100.
(only) the words of interest to each receiving LRU.
Note that the (empty)ICC-851/4008 IAPS card cage
The FCC-850 Flight Control Computers provide 3- is a line replaceable unit. Each power supply,
axis autopilot and dual flight guidance functions. concentrator, computer, and coupler installed in the
The ATC-850 Automatic Trim Coupler monitors the card cage is an individual line replaceable module. If
Revised 12 March 1997 1-2

any of these modules fail, replace that module and The ADC-850( ) Air Data Computer is remote
the entire IAPS assembly mounted and connects to a pitothtatic air input port
and to a temperature sensor. The ADC-850( ) pro-
1.5.2 IDS Instrument Display System vides air data parameters t o the large displays, atti-
tude heading computer, and the IAPS concentrators.
The IDS system contains three or four large crts, two The ADM-850 Air Data Module mounts t o the top of
smaller sensor display crts, and the sensor display the ADC-850; this memory module configures the
driver. The large crt with no line keys on the bezel is computer specifically for the Beechjet 400A aircraft.
an EFD-871 Electronic Flight Display. Each EFD- The ADC-850D contains an internal memory module,
871 is a composite color display that is strapped to and does not require an ADM-850.
function as a primary flight display (PFD) or a
navigation display (ND). The PFD replaces a The A1RP-850/851Air Data Reference Panel provides
conventional attitude director indicator (ADI), controls to set the various airspeed references, a ver-
horizontal situation indicator (HSI), altitude tical speed reference, the preselect altitude, the
indicator (&I), airspeed indicator (ASI), vertical amount of bar0 pressure correction, and the temper-
speed indicator (VSI), and Mach speed indicator ature display format. Drivers apply this data to the
(MSI). Each PFD displays aircraft attitude, flight onside ADC computer.
director commands, FCS annunciations, heading
(compass), course (navigation), bearing, vertical The SIA-850 signal interface adapter converts the
speed, airspeed, barocorrected altitude, radio angle-of-attacksignal from the (Beech supplied) stall
altitude, preselect altitude, minimum warning system into ARINC 429 format. Drivers
decisionlreporting altitude, decision height, and apply this data through the DAU and W S data
temperature infomation. The ND displays radar concentrators t o the large displays. The PFDs use
and comprehensive navigation information this information t o position the “low speed cues.”
(HSUpasition map).
1.5.4 AHS Attitude Heading System
The large crt with line keys on the bezel is an MFD-
871 Multifunction Display This versatile unit is a The AHS is a dual strap-down (AHRS) reference
composite color display that shows radarhavigation system that senses the aircraft attitude, heading,
data (also displayed on ND), checklist pages, system and 3-axis ratdaccelerations. The pilot system is the
diagnostic pages, a plan map pictorial, and several same as the copilot system. Each system contains a
pages of FMS data. Refer t o paragraph 1.5 for a computer (with compensation module) and a flux
description of available PFDNDiMFD detector.
configurations.
The AHC-85E Attitude Heading Computer is
The SDU-640( ) Sensor Display Units are identical installed in a precisely leveled mount. The AHC
monochrome crts that replace a conventional RMI. replaces a conventional vertical gyro, directional
The SDU-640( ) displays compass and backup NAV gyro, three rate gyros, and three linear accelerome-
information in several selectable formats. The SDD- ters. The AHC-85E provides attitude and heading
640( ) Sensor Display Driver is a remote mounted parameters to the large displays, a sensor display
unit that receives navigationlcompass data and unit, the flight control computer, and to the IAPS
reformats it for display on the SDUs. concentrators. The ICU-85 Internal Compensation
Unit mounts in the front end of the AHC. The ICU
1.5.3 ADS Air D a t a System module contains offset adjustments that electrically
cancel flux detector alignment error and magnetic
The ADS is a dual system that senses and processes effects caused by the airfirame. The FDU-70 Flux
data derived from the air mass around the aircraft. Detector Unit mounts in the wingtip of the aircraft
Both the pilot and copilot systems contain an ADC and provides magnetic flux measurements to the
computer (with configuration module) and an ARP AHC for use in computing aircraft heading.
selector panel. One SLA-850 signal interface adapter
is also installed. Note that air data displays on the 1.5.5 FCS Flight Control System
PFD; traditional dedicated instruments (ALI/ASL/
VSI/MSI) are not required. The FCS system provides fail-passive autopilot and
dual flight guidance functions. The FCS has two

qeneral information 523-0775808
identical computers, two identical flight guidance 1 system consists of the FMC-851( ) Flight
mode select panels, one autopilot control panel, a 1 Management Computer, FMC-852( ) Navigation
trim coupler, and three primary servos. I Computer, CDC-850( ) Control Display (CDU)
1 Coupler, CDU-851/860/860A Control Display Units,
1 The two FCC-850 or FCC-4007 Flight Control 1 AAp-850/851 Altitude Awareness Panels, CHP-850
Computers are in the LAPS card cage. These I CoursdHeading Panel, and DBU-$50 or DBU-4000
computers provide independent flight guidance 1 Data Base Unit.
functions and operate together to provide 3-axis
autopilot, pitch trim, and rudder boost functions. The FMS has a computer, a right-side CDU coupler
(or a second computer),two control display units, two
The FCC receives critical AHRS data directly from altitude control panels, a coursehading panel, and
the AHC,and ADS air data through the IAPS con- a disk drive.
centrators. The PFDs display FCS mode and
autopilot information. Note that the FCC pitch trim The FMC-851( ) Flight Management Computer,
outputs are provided to the Beech trim interface; this FMC-852( ) Navigation Computer, and CDC-850( )
interface drives the trim servo. Control Display (CDU) Coupler are in the IAPS card
cage. The FMC-851( ) and FMC-852( ) computers
The MSP-85OA Mode Select Panels are in the center function together as one FMS computer. The FMS
pedestal. Each MSP contains two rows of pushbut- computer is a lateral navigator used by the autopilot
tons that allow the operator to select on-side flight t o fly a programmed lateral flight plan. The FMC-
guidance modes. If VNAV is installed, the MSP con- 851C computer may also supply vertical navigation
tains a VNAV pushbutton. data that is used by the autopilot to fly a program-
med vertical flight path. The FMC also provides
The APP-85 Autopilot Panel is in the center pedestal. route library, navaid data base storage, and several
The APP provides controls t o engage the controllplanningfunctions. The CDC-SSO( ) is a par-
autopilot/yaw damper, manually slew the pitch and tially configured version of the FMC-851( ) and is
roll references, select turbulence mode, and select left installed so that a second CDU control display unit
or right flight guidance input t o the autopilot. can function with a single FMS. The CDC coupler is
not required if a dual FMS is installed (two FMC-
1 The ATC-850 or ATC-4000 Automatic Trim Coupler 851's and two FMC-852's).
is in the IAPS card cage. The ATC monitors aileron
servo torque and automatically provides roll trim The CDU-851/860/860AControl Display Units are in
outputs to the Beech trim interface; this interface the center pedestal. Each CDU may be the primary
drives the trim servo. controller for the FMS navigator, large displays, and
one channel of the WXR system. Each CDU also pro-
The SV0-85( ) Primary Servos are near the aircraft vides secondary control of the COM, NAV, ADF, and
elevator, aileron, and rudder control surfaces. When ATC radios. Only the CDU-860A provides control of
engaged, the FCC computers apply differential drive the MIS system.
to each servo. The servo motors then run t o position
the aircraft control surfaces in response to the The AAP-850/851 Altitude Awareness Panels are in
autopilot command. the instrument panel near the PFDs. Each AAP con-
tains controls t o select a decision height and report-
1.5.6 FMS Flight Management System ing altitude (or minimum descent altitude). These
values display on the PFD.
The FMS system provides multisensor navigation,
cockpit management, flight plan management, and The CHP-850 Course/Heading Panel is in the center
diagnostic functions. pedestal. The CHP provides control knobs t o select
desired heading and course, and contains a joystick
The AMs-850 Avionics Management System for use with the MFD.
consolidates the cockpit management functions and
provides lateral navigationlguidance, navigation The DBU-850 Data Base Unit is a 3.5-inch (DSDD)
sensor management, flight planning, route file disk drive used primarily t o load data base updates
management, vertical navigation, GPS flight t o the FMS. This unit is also used t o loadlstore
management, and fuel management. The AMs-850 route, checklist, and maintenance files. The DBU-

Qenera1 information 523-0775808
4000 Data Base Unit is a high-density disk drive munications. The TDR-94 Mode-S Transponders are
used in a dual FMS installation. remote mounted units that automatically provide
identification, altitude, and select information to air
The AMS-5000 Avionics Management System traffic control radar beacon systems. Jumper wires
provides multisensor navigation, cockpit in the aircraft interconnect determine the Mode-S
management, and flight plan management. The identification. Some installations contain TDR-90
AMS-5000 Flight Management System contains two Transponders and CAD-870 Transponder Adapters
FMC-5000 Flight Management Computers, two instead of the TDR-94/94D Mode-S units. The TDR-
CDU-5000 Control Display Units, and a DBU-4100 90 is a mode-A/C transponder; the CAD-870 provides
Data Base Unit. ARINC 429 data conversion for the TDR-90.
The FMC-5000 Flight Management Computers are The optional TTR-920 TCAS I1 Transmitter-Receiver
located in the IAPS card cage. The FMC is a lateral functions with two TDR-94D transponders to inter-
and vertical navigator used by the autopilot to fly a rogate transponders in nearby airplanes and deter-
programmed flight plan. The FMC also provides mine if there is a potential collision threat. If the
navaid data base storage and several con- intruder airplane (also) has a mode-S transponder,
trol/planning functions. the TTR establishes a transponder link to coordinate
avoidance maneuvers. The TTR supplies traffic and
The CDU-5000 Control Display Unit controls the resolution advisory display data to the PFD and
FMS navigator. The CDU can also remotely tune the MFD. The TRE-920 "CAS TI Directional Antenna
vhf COMM, vhf NAV, ADF, and ATC transponder functions with the TTR-920.
(TDR). These radios are normally tuned by the
RTUs. Each VIR-432 VHF NAV receiver is a remote
mounted unit that contains VORLOC, glideslope,
The DBU-43.00Data Base Unit is a data loader con- and marker beacon receivers. Each DME-442 trans-
taining a 3-1/2-inch high density disk drive used pri- ceiver is a remote mounted unit that computes line-
marily to load monthly data base updates to the of-sight distance from the aircraft to a ground sta-
FMC and to download maintenance data from the tion, relative closure rate, and station identification.
MDC maintenance computer. This unit is also used Each ADF-462 Automatic Direction Finder receiver
to load maintenance files for the MDC. Both 1.44 Mb determines the relative bearing from the aircraft t o
double-sided high density and 720 kb double-sided a selected ground station. The ANT-462A ADF
double density diskettes are supported by the DBU. antenna is installed with a single ADF receiver; the
ANT-462B is installed when the aircraft has two
1.5.7 RSS Radio Sensor System ADF receivers.
The RSS is a dual communication and navigation The ALT-55B Radio Altimeter transceiver is a
system. The communication portion of the system remote mounted unit that measures the aircraft
has left and right side vhf COM transceivers and radio altitude (up to 2500 feet) above the terrain dur-
Mode-S transponders. The navigation portion of the ing approach mode. The MC-870 Radio Altitude
system has left and right side vhf NAV receivers, Converter is a remote mounted unit that provides
DME transceivers, ADF receivers (right ADF is ARINC 429 data conversion for the ALT-55B.
optional), also a radio altimeter and a VLF/Omega
NAV receiver. A single integrated control head pro- The CMA-764( ) VLF/Omega receiver is a navigation
vides onside COMNAV radio tuning and control. sensor. The FMS automatically operates the CMA to
determine present position. The VLF-ANT H-field
The RTU-87ON870T Radio Tuning Units are the pri- Antenna Coupler completes the VLF NAV function.
mary controllers of the vhf COM, vhf NAV, ADF, and The CMA-764-1 and CMA-764-2 receivers provide
ATC radios. Each RTU can display the active fre- VLF/ Omega and GPS Sensors. The GPS-ANT is
quencies of all radios. The RTU is normally used to (also) installed with the CMA-764-1.
select operating frequency (or ATC code), operating
mode, and self-test functions of the onside radios. 1 The GPS-4000 GPS Navigation Receiver system pro-
[ cesses the GPS satellite signals to provide navigation
The VHF-422AVHF COMM Transceivers are remote 1 data outputs. The GPS system contains two GPS
mounted units that provide multichannel voice com- 1 receivers and two GPS Antennas. The GPS Naviga-

general information 523-0775808
tion Receiver processes the GPS signals received relative humidity should never exceed 95 percent. If
from the antenna together with inputs from other a unit has been stored for an extended period, retest
aircraft sensors to provide position, velocity, and time it before returning it to service. This ensures that
outputs through the IOCs t o the FMS system. The possible component degradationhas not affected unit
active GPS Antenna amplifies and filters the GPS performance.
satellite signals.
1.9 ABBREVIATIONS
1.5.8 WXR Weather Radar System
Table 1-70 lists abbreviations, acronyms, and mne-
The WXR is a fully integrated radar system. The monics that are used in this publication to describe
entire system is a single unit that is mounted on a the avionics system.
precisely aligned surface in the radome. The RTA-
844 Receiver/Transmitter/Antenna is an X-band 1.10 LICENSING REQWRERIENTS
radar that detects wet precipitation in front of the
aircraft. The RTA-854 detects wet precipitation and Aircraft equipped with any radio transmitting sys-
moisture-base turbulence in front of the aircraft. tems must be licensed by the FCC. Licensing
The radar control page of either CDU (part of the requirements are outlined in FCC document 47 CFR
FMS) provides WXR control and mode selection. chapter I, part 87. A copy of FCC form 404,
Detected radar targets may be displayed on the MFD “Application for Aircraft Radio Station License,” is
(or ND). included at the end of this section as figure 1-4. A
copy of form 404A, “Temporary Aircraft Radio
1.5.9 ADAS Aircraft Data Acquisition System Station Operating Authority,”also is included as part
of figure 1-4.Call the local FCC office to obtain the
The ADAS digitizes aircraft sensor data for input to current license fee and the correct mailing address
the avionics system, and converts digital autopilot for FCC form 404.
and advisory data into discrete outputs to drive air-
craft annunciators and aural horns. Figure 1-5 is a copy of FCC form 753, “Restricted
Radiotelephone Operator Permit Application.” This
The ADAS consists of a single DAU-650 Data Acqui- permit is required only if pilots plan to fly outside of
sition Unit. The DAU converts aircraft sensor infor- the United States (ie., Canada, Mexico, etc). Call
mation (analog fuel flow, strut status, etc) into the local FCC office to obtain the current license fee
ARINC 429 format and applies these data words t o and the correct mailing address for FCC form 753.
the LclpS concentrators. The DAU-650 also converts
ARINC 429 cautiodwarning advisory information Figures 1-6 and 1-7 are copies of FAA advisories
from the FCC computers into discrete outputs. concerning radar systems. Figure 1-6 is titled
These discretes are applied to aircraft annunciator “Recommended Radiation Safety Precautions For
lights and audio drivers. Ground Operation of Airborne Weather Radar.”
Figure 1-7 is titled “Maintenanceof Weather Radar
1.6 EQUIPMENT SPECIFICATIONS Radomes.”
Table 1-2 lists equipment specifications.
1.7 ASSOCIATED EQUIPMENT
Table 1-69lists associated equipment (mounts).
1,8 STORAGE
Store each LRU in its original packing materials and

shipping container. If a unit is to be stored for a long
period, put it in an airtight bag with sufficient desic-
cant t o absorb moisture. The ambient temperature
of the storage area should not exceed the range speci-
fied in the environmental qualifications tables. The

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
Beechjet 400A
SYSTEM MANUAL (523-0775807, 4TH EDITION, DATED MAR 12/97)
TEMPORARY REVISION NO. 08

Insert facing page 1-6.
Subject: Elementary/Enhanced information and equipment added.
The following text is added at the end of paragraph 1.5.7 and before paragraph 1.5.8.
1.5.7.1 Elementary Surveillance (Flight ID)
The Radio Sensor System may be adapted to provide Elementary Surveillance, or Flight ID,
capability with the installation of specially configured TDR-94( ) Mode S Transponders, IOC-
851A/4000 I/O Concentrators, and RTU-870F Controls that provide the aircraft with a unique,
tunable 8-digit Flight ID code. Elementary Surveillance is a subset of Enhanced Surveillance which
is discussed in paragraph 1.5.7.2.
A CSU “configuration strap” determines if the Flight ID function is operational.
Elementary Surveillance functionality requires the TDR-94( ) to provide certain data to ground or
airborne interrogators. Some of the data is generated by the transponder itself while other data
must be provided to the transponder by external systems.
Refer to All Avionics Service Information Letter 1-02: Elementary Surveillance (Flight ID) Installation
Guidelines (523-0790073) for more detailed installation, interconnect, operation, and
troubleshooting information of Elementary Surveillance/Flight ID equipment, listed in Table 1-1, for
the Beechjet 400A aircraft.
1.5.7.2 Enhanced Surveillance
The Radio Sensor System may be augmented beyond Elementary Surveillance with the addition of
Enhanced Surveillance capability by installing specially configured TDR-94( ) Mode S
Transponders, IOC-851A/4000 I/O Concentrators, and RTU-870F Controls. Additional aircraft
parameters are supplied to the transponder via ARINC 429 buses to be added to the information the
transponder sends to the air traffic control (ATC) system.
With the additional aircraft parameters, Enhanced Surveillance will enable ATC to increase their
efficiency in tactically separating aircraft. Information that is available to ATC is improved by
providing actual aircraft derived data such as Magnetic Heading, Air Speed, Selected Altitude and
Vertical Rate.
A left IOC and right IOC bus is provided to each transponder. All enhanced surveillance parameters
are processed and transmitted from these buses. The proper status IOC is required to ensure the
required parameters are provided to the transponder. Figure 1-1A displays a typical interconnect
diagram for the Enhanced Surveillance capable TDR-94( ).
Temporary Revision 8 Page 1 of 4

523-0775807-08411A May 10/05
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
(continued from Temporary Revision 8 page 1)
Refer to All Avionics Service Information Letter 1-04: Enhanced Surveillance General Interconnect
Guidelines (523-0807214) for more detailed installation, interconnect, operation, and
troubleshooting information of Enhanced Surveillance equipment, listed in Table 1-1, for the
Beechjet 400A aircraft.
Figure 1-1A. Collins Pro Line 4/21 Connections to a -008 TDR-94D.
Temporary Revision 8 Page 2

523-0775807-08411A May 10/05
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
Beechjet 400A

Changes/additions to Table 1-1 are shown below in bold text.
Table 1-1. Equipment Covered.
UNIT DESCRIPTION COLLINS 3-TUBE 4-TUBE 4-TUBE

PART NUMBER SYSTEM QTY SYSTEM DUAL FMS
QTY QTY
IAPS ASSEMBLY (AMS-850)
IOC-851 I/O Concentrator 622-7405-003/-004 4 4 4

or
IOC-851A I/O Concentrator 622-9343-101/-102/-104

or
IOC-851A I/O Concentrator (Elementary Surveillance) 622-9343-106

or
IOC-851A I/O Concentrator (Enhanced Surveillance) 622-9343-116
IAPS ASSEMBLY (AMS-5000)
IOC-4000 I/O Concentrator 622-9814-511 4 4 4

or
IOC-4000 I/O Concentrator (Elementary Surveillance) 622-9814-513

or
IOC-4000 I/O Concentrator (Enhanced Surveillance) 622-9814-514

523-0775807-08411A May 10/05

PART NUMBER SYSTEM SYSTEM DUAL FMS
QTY Qm QTY
LiZpS ASSEMBLY (AMs-850)
ICC-851 IAPS Card Cage 622-9342-001/-002

PWR-851A LAPS Power Supply 622-8365-002/-003
IOC-851 I/O Concentrator 622-7405-003/-004
or
I IOC-851A YO Concentrator I 622-9343-101/-102/-104 I

I LAPS ASSEMBLY (AMs-5000)
I ICC-4008 W S Card Cage 822-1029-101
I IEC-4001 LAPS Environmental Controller 822-0333-001
I IOC-4000 I/O Concentrator 822-9814-511
I LHP-4000 LightninmIRF Protection (Left) 822-0287-801
I LHP-4001 LightningLHIRF Protection (Right) 822-0332-801
I PWR-4000 IAPS Power Supply 622-9945-001
I csu-4000 Configuration Strapping Unit 822-0049-002
I MDC-4000 Maintenance Diagnostic Computer 622-9818-751

IDS INSTRUMENT DISPLAY SYSTEM
EFD-871 Electronic Flight Display 622-9345-001/-003/-005/
I or (PFD and ND) -021/-025/-027
I EFD-87 1
MFD-871
Electronic Flight Display
(PFD and ND) (PI0 AMs-5000)
Multifunction Display
622-9345-201
622-9434-001/-003/-Oll/
I or -031/-035/-037
I MFD-871 Multifunction Display (PI0 AMs-5000) 622-9434-211

SDU-640A Sensor Display Unit 622-8336-011
Or (Use with SDD-640)
SDU-640B Sensor Display Unit 622-9735-001
(Use with SDD-64OA)
SDD-640 Sensor Display Driver 622-7207-002
or
SDD-640A Sensor Display Driver 622-9347-001

Table 1-1.Equipment Covered.

QTY QrIrJr QTY
ADC-850D Air Data Computer (Internal ADM) 822-0389-110/-112/-118

or
ADC-850D Air Data Computer (Internal ADM) 822-0389-129 (US)
or (P/O AMs-5000) 822-0389-130 (a)
ADC-850 Air Data Computer (without ADM) and 622-7208-002
ADM-850 Air Data Module (Use with ADC-850) 622-7737-007
ARP-850 Air Data Reference Panel 622-9292-001
or
ARP-851 Air Data Reference Panel 622-9500-011
SIA-850 Signal Interface Adapter 622-9732-OOU-002
A H S ATTITUDE HEADING SYSTEM
AHC-85E Attitude Reading Computer 622-9336-002/-400 2 2 2
ICU-85 Internal Compensation Unit 622-6189-002 2 2 2
FDU-70 Flux Detector Unit 622-5812-001 2 2 2
MSP-850A Mode Select Panel (Without VNAW 622-8330-004

or
MSP-850A Mode Select Panel (With W A Y ) 622-8330-003
APP-85 Autopilot Panel 622-6208-204
FCC-850 Flight Control Computer 622-7410-102/-202/-302
ATC-850 Automatic Trim Coupler 622-9377-001
FCC-4007 Flight Control Computer (P/O AMs-5000) 822-1019-013
ATC-4000 Automatic Trim Coupler (P/O AMs-5000) 622-9817-001
SVO-85B Aileron Servo 622-5027-002

SVO-85C Elevator and Rudder Servo 622-6717-004

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
Beechjet 400A

Changes/additions to Table 1-1 are shown below in bold text.

PART NUMBER SYSTEM QTY SYSTEM DUAL FMS
QTY QTY
RSS RADIO SENSOR SYSTEM

RTU-870A Radio Tuning Unit 622-9346-012 2 2 2
or
RTU-870T Radio Tuning Unit 622-9856-111/-131
or
RTU-870F Radio Tuning Unit (Elementary/Enhanced 822-1825-111
Surveillance)
TDR-90 Transponder (Use with CAD-870) 622-1270-001 2 2 2

with
CAD-870 Transponder Adapter (Use with TDR-90 only) 622-7346-001 2 2 2
or
TDR-94 Mode S Transponder 622-9352-003
or
TDR-94 Mode S Transponder (Elementary Surveillance) 622-9352-007
or
TDR-94 Mode S Transponder (Enhanced Surveillance) 622-9352-008
or
TDR-94D Mode S Transponder (Diversity, use with TCAS) 622-9210-003
or
(Elementary Surveillance)
or
(Enhanced Surveillance)

523-0775807-08411A May 10/05
general informa tion 523-0775808
I
I DESCRIPTION
FMS FLIGHT I"AGEMENT

COLLINS
PART NUMBER
3-TUBE
SYSTEM
SYSTEM (AMs-850)
QTY I 4-TUBE
SYSTEM
QW I 4-TUBE
DUAL FMS
QW
CDU-851 Control Display Unit 622-9578-001

or
or
CDU-860A Control Display Unit 622-9957-011
CHP-850 Coursemeading Panel 622-7397-002
AGP-850 Altitude Awareness Panel 622-7398-002
or
AAP-851 Altitude Awareness Panel 822-0328-011
FMC-851B "Flight Management Computer 622-9338-001
or
I FMC-851C "Flight Management Computer 622-9925-002/-101/-207

FMC-852B *Navigation Computer 622-9339-001
or
I FMC-852C "Navigation Computer 622-9926-002/-101/-207

CDC-850B "Control Display Coupler 622-9337-001
or
CDC-850C *Control Display Coupler 622-9924-002/-101
DBU-850 Data Base Unit (DSDD) 622-7400-004
or
DBU-4000 Data Base Unit (High-density) 622-9865-001
I FMS FLIGHT MANAGEMENT SYSTEM (AMs-5000)
I FMC-5000 Flight Management Computer 822-0891-001 2 2 2
1 CDU-5000 Control Display Unit 822-0892-011 2 2 2
I DCF-5000 Display Control Panel 822-1028-011 2 2 2
I AAP-851 Altitude Awareness Panel 822-0328-011 2 2 2
I DBU-4100 Data Base Unit 822-0014-002 1 1 1.
RTU-870A 622-9346-012
or
I RTU-870T ~ Radio Tuning Unit 622-9856-111/-131

TDR-94D Mode S Transponder or 622-9210-003
TDR-94 ~ Transponder or 622-9352-003
TDR-90 ~ Transponder (Use with CAD-870) 622-1270-001
CAD-870 Transponder Adapter (Use with TDR-90) 622-7346-001
TRE-920 1 TCAS I1 Directional Antenna 622-8973-001 0 or 1or 2 0 or 1 or 2 0 or 1 or 2
TTR-920 , TCAS I1 Transmitter-Receiver 622-8971-120 0 or 1 0 ox 1


QTY QTY QTY
VHF-422A VHF COMM Transceiver 622-7292-101 2 2 2
VIR-432 VHF Navigation Receiver 622-7194-101 2 2 2
DME-442 DME Transceiver 622-7309-101 2 2 2
ADF-462 ADF Receiver 622-7382-101 1or 2 10r2 1or 2
ANT-462A ADF Antenna (Single) or 622-7383-001 1 1 1
ANT-462B ADF Antenna (Dual) 622-7384-001

fiT-55B Radio Altimeter 622-2855-001/-011 1 1 1
RAC-870 Radio Altitude Converter 622-7209-001/-002 1 1 1
CMA-764 VLF/Omega Receiver 270-1306-010/-060 1 1 2

or (Canadian Marconi)
CMA-764-1 VLF/OmegdGPS Receiver 270-1306-070
Or (Canadian Marconi)
CMA-764-2 VLF/Omega/GPS Receiver 270-1306-110
(Canadian Marconi)
GPS-ANT GPS Antenna (Use with -070) 270-1306-080
(Canadian Marconi)
GPS-ANT GPS Antenna (Use with -110) 270-1306-120
(Canadian Marconi)
VI;F-ANT Antenna Coupler (H-field) 270-1306-020 1 1 2
(Canadian Marconi)
GPS-4000 Global Positioning System 822-0931-002 2 2 2
GPS-ANT GPS antenna (Use with GPS-4000) 847-0006-010 2 2 2
WXR WATHER RADAFt SYSTEM
RTA-844 Receiver/Transrnitter/Antenna 622-9302-003/-011 I 1 1
Or (Without Turbulence)
RTA-854 I Receiverflransrnitt er/Antenna

(With Turbulence)
I 622-8440-003/-011
I 1 I I
DAU-650 Data Acquisition Unit 622-9344-001 1 1 1

or
DAU-650 Data Acquisition Unit (F/OAMs-5000) -
622-9344-101

CHP-850 AAP-850 ARP-850
APP-85 AAP-851 ARP-851
RTU- 870A/870T MSP-850A SDU-640A/640B
EFD-871 MFD-871
CGO-4481-08-AC-1
Beechjet 400A Avionics System

Figure 1-1(Sheet 1 of 8)

DBU-850
CDU- 851
DBU- 4000
CDU-860 CDU- 860A
OCP-5000
CDU - 5000 Beechjet 400A Avionics System DBU-4100

Figure 1-1 (Sheet 2 of 8)
CGO-4481-08-AC-2
Revised 12 March 1997

generaI information 523-0775808
\
FMC-8516/851 C FMC- 8528 /852C IOC-851/851 A PWR-8SlA ATC-850
FCC-850
CGO-4481-08-AC-3


0 0
IEC-4001 LHP-4000/4001 csu- 4000 IOC-4000 PWR-4000 ATC-4000
FMC- 5000 MDC-4000
1,, I 0
e
le
i
9
FCC-4007 1 CC -4008
CGQ-4481-08-AC-4


ALT-55B SIA-850 RAC-870
ANT- 462A/4626
ADF-462 VIR-432
VHF- 422A
USED WITH ADC-850 ONLY)
DME-442
CGO-4481-08-AC-5


general information523-0775808
FDU-70
ICU-85
AHC-85E
TRE-920
TCAS ANTENNA
DAU-650
TTR-920
CGO-4481-08-AC-6


qen era I informa tion 523-0775808
SMT-85( )j87( )
\
TDR-90
RTA- 844/854
CGO-4481-08-AC-7


CMA-764 CMA-764-1/-2
CMA- 7 6 4 A N CMA-764GA
VLF-ANT GPS-ANT
GPS-4000 ANT
GPS-4000
CGO-4481-08-AC-8


RTA (RADOME)
PITOT/STATIC FORTS
LEFT AVIONICS BAY RIGHT AVIONICS BAY

(SHEET 2) (SHEET 2 )
-
INSTRUMENT PANEL
(SHEET 3 OR 4)
IAPS (SHEET 5)
(ON TOP SHELF OF
LEFT AVIONICS BAY)
DBU
(ON PARTITION
BEHIND PILOT'S SEAT)
\ / D
ql I
ACCESS
LUGGAGE
COMPARTMENT
RUDDER (YAW) SVO

(PULL TAIL CONE
/ i0 ACCESS)
BEECHJET, TOP VIEW CGO-0683-06- AC-1
Equipment Locations

TOP SHELF
RIGHT AVlONlCS BAY

i I
It
ICC
(BOTTOM) (TOP) (IAPS,
SHEET 5)
1 AHC NO. 1
I
MOUNTED
UNDER THE
SHELF
I SDD
BOTTOM SHELF
LEFT AVlONlCS BAY

BOTTOM SHELF
NOTE:
ADM MOUNTS TO
TOP OF ADC-850.
ICU MOUNTS IN
FRONT END OF AHC.
CAD MOUNTS
WlW TDR-90.
AVIONICS BAYS, TOP VIEW
CCO-0683-06- AC-2
Equipment Locations

ARP M FD ARP
NO. 1 NO. 1 NO. 2
RTU
NO, 1
CLOCK
NO. 1
(BEECH)
I (BEECH)
No.
NO. 1
I NO. 2
CD"
NO+ 2
I
CHP
APP
3- TUBE SYSTEM
INSTRUMENT PANEL, FORWARD VIEW
CGO-0683-06-AC-3
Equipment Locations

NO NO. 1
ARP OR MFD ARP
NO. 1 MFO NO. 1 NO. 2 NO. 2
CLOCK P-
I
-* CLOCK
I I (BEECH)
No.
M SP
NO. 1
CDU /
I
NO. 1 NO. 2
RTU R TU
NO. t NO. 2
CHP /
APP
4-TUBE SYSTEM
CGO-0683-06-AC-4
Equipment Locations

PWR-851A 1B
FMC-851B/C NO. 1 CDC-850B/C (OR FMC-8513/C NO. 2)

FMC-852B/C NO. 1 EMPTY (OR FMC-852B/C NO. 2)
IOC-SSl( ) 1B IOC-851( ) 26
ICC-851
HINGE EDGE
(CONNECTORS)
FCC-850 NO. 1
FWR-851A 1A
IOC-851( ) 1A
IAPS ASSEMBLY, FRONT MEW

CGO-0683-06- AC-5
Equipment Locations

FMC - 5000 FMC- 5000
NO. 1 \ f NO. 2
PWR - 4000 PWR - 4000
NO. 1B \ NO. 20
/f
IOC- 4OOO IOC- 4000

NO. 28
CSU- 4000
I ' \ I /-
NO. 1 \
csu -4000
[NO. 2
I
FCC- 4007
FCC- 4007
NO. 1
f NO. 2
MDC-4000
/-ATC-4000
P W - 4000 PWR-4000
NO. 1A
NO. 2 A
IOC - 4000 iac-4ooo

NO. 1A NO. 2 A
LHP-4000 ' HINGE LHP-4001

EDGE
SIDE 1 SIDE 2
LEFT SIDE RIGHT SIDE
AI R CR A FT AIRCRAFT
WlRlNG WRING
IAPS ASSEMBLY, FRONT VIEW

CGO- 4498-01 -AC- 1
genera1 information 523-0775808
Equipment Locations

Table 1-2. Equipment Specifications.
CHARACTERISTIC SPECIFICATION
Certification
TSO
FAA Refer to table 1-3.
Environmental Refer to table 1-3and to the environmental quaIification forms provided in tables 1-5 through
1-68.
Physical
Size Refer to table 1-4.
Weight Refer to table 1-4.
Power requirements Refer to table 1-4(typical values).
Maintenance requirements On condition, except for the following:
SMT-85( )/87( ) 14 000 flight hours (also inspect as defined below).
SV0-85( 1, SMT-85( )/87( 1 Inspect each servo and servo mount concurrent with each aircraft
major overhaul, rigging maintenance, or the Beech recommended control system inspection
period. Refer to the maintenance section of this publication for the inspection procedure,
RTA-844/854: Inspect the mechanical portion of this unit concurrent with each maintenance
operation. Refer to the maintenance section of this publication for the inspection procedure.
ADC-850( 1: Every two years, recertify each computer according to FAR part 91. Refer to the
maintenance section of this publication for details.
VIR-432: Every 30 days, perform a VOR accuracy check according to FAR part 91. Refer to
the maintenance section of this publication for details.
TDR-9494D: Every two years, check each transponder according to FAR part 91. Refer to the

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A

SYSTEM MANUAL (523-0775807,4TH EDITION, DATED MAR 12/97)

Insert facing page 1-26, Volume 1.
This temporary revision supersedes Temporary Revision 2 page 1.
Subject: Update to Table 1-2. Equipment Specifications.
Changes are shown in bold text. Latest changes idenitified by a black bar in the margin.
Table 1-2. Equipment Specifications.
Certification
TSO
FAA Refer to table 1-3.
Environmental Refer to table 1-3 and to the environmentalqualification forms provided in tables 1-5 through 1-68.
Physical
Size Refer to table 1-4.
Weight Refer to table 1-4.
Power requirements Refer to table 1-4 (typical values).
Maintenance requirements On condition, except for the following:

SMT-85( )/87( ) 14 000 flight hours (also inspect as defined below).
SVO-SS( ), SMT-85( )/87( ) Inspect each servo and servo mount concurrent with each aircraft major
overhaul, rigging maintenance, or the Beech recommended control system inspection period. Refer to the
maintenance section of this publication for the inspection procedure.
SVO-85B/85C, Clean and lubricate engage clutch teeth (SVO-SSBl85C) per SIL 1-01. Refer to the
maintenance section of this publication for the inspection procedure.
RTA-844/854: Inspect the mechanical portion of this unit concurrent with each maintenance operation. Refer
to the maintenance section of this publication for the inspection procedure.
ADC-850( ): Every two years, recertify each air data system according to FAR part 91. Refer to the
VIR-432: Every 30 days, perform a VOR accuracy check according to FAR part 91. Refer to the
TDR-94194D: Every two years, check each transponder according to FAR part 91. Refer to the maintenance
section of this publication for details.

523-0775807-04411A Jun 20/03
general information5234775808
Table 1-3. Certification Categories.
UNIT FAA TSO SYSTEM ENVIRONMENTAL CATEGORIES

TSO
AAP-850 C113 (Electronic Display) FMS-850A DO-160B /A2Fl/BB/PKS/El/XXXXXA/BWAZMA
AAP-851 C113 (Electronic DispIay) FMS-850A DO-160B /A2Fl/BB/PKS/El/XXXXXA/I3Z/MAZA
ADC-850 C8c (Vertical Speed) KDS-850 DO-160B /A2F2/BMJY/El/XXXZMZ/BZ/AZZZZX

ClOb (Altimeter)
C43a (Temperature)
C46a (MaxAllowable Airspeed)
C95 (Mach Meters)
ClOl (Over Speed Warning)
C106 (Air Data)
Software: DO-178A level 2
ADC-850D C8c (Vertical Speed) QS-850 DO-1603 /A2F2/BA/JY/ZlIXXXXXWBZIAZZZZX

ClOb (Altimeter)
C43a (Temperature)
C46a (MaxAllowable Airspeed)
C95 (Mach Meters)
Cl06 (Air Data)
ADF-462 C41d Class A (ADF Receiver) DO-1603 /A2El/BB/JY/E2XZWMZ/BZ/AZAAA

Software: DO-178 essential
ADM-850 C8c (Vertical Speed) 4DS-850 DO-1603 /A2F2/BA/JY/ElflWMXWBZ/AZZZZX

ClOb (Altimeter)
C43a (Temperature)
C46a (Max Allowable Airspeed)
C95 (Mach Meters)
C106 (Air Data)
AHC-85E C4c (Bank and Pitch Instruments) DO-160A /A24F2/AJ'EXXXXXABWAZ/AZ/

C6c (Directional Instrument, Magnetic
Gyro)
Software: DO-178 critical
UT-55B C87 (Radio Altimeter) DO-138 /AG/A/JN/AGAEXXXMZ
ANT-462A C41d Class A (ADF Receiver) DO-160B /ME l / B B / J Y / E 2 S ~ W A Z A A A
ANT-462B C41d Class A (ADF Receiver) DO-160B / A 2 E 1 / B B / J Y / E 2 S X X X X X / B W ~
APP-85 C52a (Flight Director) 'APS-850 DO- 160A /A2F2/B/PKS/EXXXXXA/BUAZZ

C9c (Autopilot)
Sofiware: DO-178A level 1
AaP-850 ClOb (Altimeter) 4DS-850 DO-160B /A2F2/BB/PKSEIIXMZXXAIBWAZAZAX

C43a (Temperature)
ARP-851 C8c (Vertical Speed) QDS-850 DO-160C [A2Fl]-BB[BNMPS]ElXXXXXZ[BZYIZZWZXXX

ClOb (Altimeter)
C43a (Temperature)
C95 (Mach Meters)
C106 (Air Data)

Table 1-3.Certification Categories.

TSO
ATC-850 C9c (Autopilot) 'APS-850 DO-160C
[A2F2WB[C L M ] E l ~ [ B Z l A Z Z W Z [ Z 3 ZJXA
3
I ATC-4000 C9c (Autopilot) 4PS-4000 DO-160C

[AZFZJYBB[CLM]ElXBXXZ[BZlAZZWZ[Z3Z3IXA
CAD-870 C74c (Transponder) DO-16OA /A2El/B/JY/EXXXXXWBWAZA

I Software: DO-178 essential
CDC-850B C115 (Multisensor Navigator) FMS-850A DO-160B /A2F2/BB/JY/ElXXXXXZ/BZ/AZAZBX

C94a (Airborne Omega Receiver)
I Software: DO-178A level 2 and 3
CDC-850C C115 (Multisensor Navigator) FMS-850A DO-160C

C94a (Airborne Omega Receiver) [A2F2JYBB[C L M ] E l ~ [ B Z l A Z Z W Z [ Z 3 Z 3 l X A
I Software: DO-178A level 2 and 3
CDU-851 C113 (Electronic Display) FMS-850A DO-160B /A2F1/BB/PKSiE1/XXXXXA/BZ/AZAZAX

C115 (Multisensor Navigator)
I Software: DO-178A level 2
CDU-860 C113 (Electronic Display) FMS-850A DO-160B /A2F1/BB/l'KS/E1XXXXXA/BZ/AZAZAK

1 Software: DO-178A level 2
CDW-860A C113 (Electronic Display) AM.S-850A DO-160C [A2FllX133[3MSlE1XXXXXA[BZ]AZAVAXXX

I CDU-5000 C115a (Multisensor Navigator)

FMS-5000 DO-160C
[A2Fl]-BB[3MS]ElXXXXXZ[BZ]AZAWA[Z3Z3]XX
CHP-850 C113 (Electronic Display) FMS-850A DO-160B /A2Fl/BB/PKS/E l/xxxXxA/BWAZA!ZA
CMA-764 Canadian Marconi holds TSO
CMA-764-1 Canadian Marconi holds TSO
I CMA-764-2 Canadian Marconi holds TSO
I csu-4000 TC on airplane (PMA) DO-160C

[A2FZ~B[CLM]ElXXXIMZ[BZlAZZWZtZ3Z31XA
DAU-650 TC on aircraft (PMA)
DBU-850 C115 (Multisensor Navigator) FMS-850A DO-160B /AlFl/BAO/E 1IXXXXXWBUAZAZA
DEW-4000 C115 (Multisensor Navigator) FMS-850A DO-160C [ A l F l l - B B [ J 3 J E l ~ [ B Z ] A . Z A T ~

I DBU-4100 C113 (Electronic Display)

EFIS-4000 DO-160C [AlFl]-BB[B]ElXXXXXz[BZ]AZATAKXX
I
DCP-5000 C6c (Direction Instrument, Magnetic Gy- EFIS-4000 DO-160C
ro) [MFl]-BB[BMS]E lXXXK4[BZ]AZAWA[Z3Z3~
C52a (Flight Director)


TSO
DME-442 C66b (DME Transceiver) DO-160A /MEl/B/JY/EXXXXXZ/IBZ/AZZ

software: DO-178 essential
EFD-871 C3d (Turn and Slip Instrument) EFIS-4000 DO-160B /AlF l/CB/PKS/E lKXXXXBBZ/AZAZAX
C4c (Bank and Pitch Instruments)
C6d (Direction Instrument, Magnetic
Gyro)
C8c (Vertical Speed)
C9c (Autopilot)
ClOb (Altimeter)
C34e (ILS Glideslope Receiver)
C35d (Marker Beacon Receiver)
C36e (ILS Localizer Receiver)
C40c (VOR Receiver)
C41d (ADFReceiver)
C43a (Temperature)
C52a (Flight Director)
C63c (Weather Radar)
C66b (DME Transceiver)
C87 (Radio Altimeter)
C95 (Mach Meters)
C104 (MLS Receiver)
C105 (Radar Display)
C113 (Electronic Display)
C120 (Airborne Area Navigator,
OmegaNLF Receiver)
Software: DO-178A level 1and 2
FCC-850 C52a (Flight Director 1 *APS-850 - 102/-202:

C9c (Autopilot) DO-160B /A2F2/BB/JYE1IXXXXXWBWAZAZBX
Software: DO-178A level 1and 2 -302:
DO-160C
[A2F2JYBB[CLM]ElX;rWarzEBZlAZZWZ[Z3Z3J~
FCC-4007 C9c (Autopilot) APS-4000 DO-160C

C52a (Flight Director) [A2F2TYBB[CLM]ElXXXXXZ[BZ]AZZYZ[Z3Z31XA
Software: DO-178A level 1and level 2
FDU-70 C6c (Direction Instrument, Magnetic DO-160A /A2FB/B/VR/EXMMXZ/BZIAZA

Gyro)
FMC-851B C115 (Multisensor Navigator) FMS-850A DO-160B /A2F2/BB/JYmlflWMXZ/BZ/AZAZBX

Software: DO-178A level 2 and 3
FMC-851C C115 (Multisensor Navigator) FMS-850A DO-160C

C94a (Airborne Omega Receiver) ~A2F21YBB[CLMlElXMMXZ[BZlAZZWZ~Z3Z3lXA
Sofiware: DO-178A level 2 and 3
FMC-852B C115 (Multisensor Navigator) FMS-850A DO-160C

C94a (Airborne Omega Receiver) [A2F2]YBB[CLMlElIWIEMZ[BZ]AZZWZ[Z3Z3lXA
FMC-852C C115 (Multisensor Navigator) FMS-850A DO-160C

C94a (Airborne Omega Receiver) ~A2F2]Yl3B[CLM]E1~[BZ]AZZWZ[Z3231XA


TSO
I FMC-5000 C115a (Multisensor Navigator)

FMS-4100 DO-160C
[A2F2lYBB[CLMlElX[BZlAZZWZ[Z3Z3lXA
I GPS-4000 C129 class B l

Software: DO-178B level C
I GPS-4000
ANT
C115a (Multisensor Navigator)
c129
DO-160C
[FZ]-~[CLMy1ElSFDFSS~BZlAzmz[z4z.41[Z4Z4l~ZAlC
GPS-ANT Canadian Marconi holds TSO
ICC-851 C115 (Multisensor Navigator) *AJ?S-850 DO- 160C [A2F2JYBB[CLMIElXXXXXZ[BZ]AZAZBX

C52a (Flight Director) FMS-850A
C9c (Autopilot)
I
ICC-4008 C9c (Autopilot) APS/FMS DO-160C
C52a (Flight Director) [A2F2]YBB[CLM]El~[BZlAZZWZCZ3Z31XA
ICU-85 C6c (Direction Instrument, Magnetic DO-160A /A2F2/AJEXXXXXA/BZ/AZ/AZ/

Gyro)
I
IEC-4001 C9c (Autopilot) APS/FMS DO-160C
C52a (Flight Director) [A2F21~B[CLMlElXXXXXZ[BZlAZZWZ[Z3Z31XA
IOC-851 C115 (Multisensor Navigator) *US-850 DO-160B

C52a (Flight Director) FMS-850A [A2F2lYBB[CLMlEl;rWMXZ[BZ3AZZWZ[Z3Z3lXA
C9c (Autopilot)
IOC-851A (2115 (Multisensor Navigator) *APS-850 DO-160C

C52a (Flight Director) FMS-850A lMFZTYBB[CLMlElXXXXXZCBZlAZZWZCZ3Z3lXA
C9c (Autopilot)
I
IOC-4000 C9c (Autopilot) APSE'MS DO-160C
C52a (Flight Director) [A2FZTYBB[CLMlElrwwrZ[BZlAZZWZ[Z3Z3lXA
I
LHP-4000 C9c (AutopiIot) APS-4000/ DO-16OC
C52a (Flight Director) FMS [A2F2lYBB[CLMlElXXXXXZ[BZlAZZWZ[Z3231XA
I
LHP-4001 C9c (AutopiIot) APS-40001 DO-160C
C52a (Flight Director) FMS [AZF2JYBB[CLM]E lXXXKXZ[BZlAZZWZ[Z3Z3lXA
I MDC-4000 C113 (Electronic Display)

EFIS-4000 DO-160C
[A2F2JYBB[CLMlElXXXXXZ[BZlAZZWZ[Z3Z3lXA


TSO
IFD-871 23d (Turn and Slip Instrument) EFIS-4000 D0-160B /A1F l/CB/PKS/E l/XXXXXZ/BZ/AZAZAX
z4c (Bank and Pitch Instruments)
Z6d (Direction Instrument, Magnetic
h-l-0)
2% (Vertical Speed)
29c (Autopilot)
XOb (Altimeter)
234e (ILS Glideslope Receiver)
235d (Marker Beacon Receiver)
236e (ILS Localizer Receiver)
Z40c (VOR Receiver)
Z41d (ADF Receiver)
:43a (Temperature)
246a (Max Allowable Airspeed)
252a (Flight Director)
263c (Weather Radar)
Z66b (DME Transceiver)
287 (Radio Altimeter)
Z94a (Airborne Omega Receiver)
E95 (Mach Meters)
C104 (MLS Receiver)
C105 (Radar Display)
C120 (Airborne Area Navigator,
OmegaNLF Receiver)
Software: DO-178A level 1and Ievel2
vISP-850A C52a (Flight Director) *APS-850 DO-160B / A 2 F l / B B / P K S / E l m Z / A Z A Z A

C9c (Autopilot)
?WR-851A C 115 (Multisensor Navigator) *APS-850 DO-160C

C52a (Flight Director) FMS-850A [A2F2lYBB[CLM]ElX[BZlAZZWZ[Z3Z3lXA
C9c (Autopilot)
?WR-4000 C9c (Autopilot) APS-4000/ DO-16OC

C52a (Flight Director) FMS [A2F2lYBB[CLM]ElDXXXZ[BZ]MZWZ[Z3Z31~
WC-870 C87 (Radio Altimeter) DO-160A / A Z E l / B / J Y / E ~ W A Z A
3TA-844 C63c Class 7 (Weather Radar) **WXR-840 DO-160B &'2/BB/J/El/XXXXXZ/BZ/AWIZAX

RTA-854 C63c Class 7 (Weather Radar) "*TW€t-850 DO-160B /F2/BB/JLE1/MwMz/Bz/AZAZAX

RTU-87OA C34d (ILSGlideslope Receiver) DO-160A /AZFl/B/PKS/EXIWMZ/BWMZ

C36d (ILS Localizer Receiver)
C37c (VHF Transmitter)
C38c (VHF Receiver)
C40b WOR Receiver)
C41c (ADF Receiver)
C74c (Transponder)
Software: DO-178A essential

Qeneralinforma tion 523-0775808
~

TSO
RTU-870T C34d (ILS Glideslope Receiver) %TU-870T DO-160C [A2FZ]-BB[BMN]ElXXXXXZ[BZ]AZZVZ~

C38c (VHFReceiver)
C40b (VOR Receiver)
C41c (ADFReceiver)
C74c (Transponder)
C104 (MLS Receiver)
C112 (ATCRBS/Mode S
Airborne Equipment)
C119a (TCAS I1 Equipment)
SDD-640 C6c (Direction Instrument, Magnetic MND-640 DO-160B / F Z / B B / J Y E l / W A Z A Z A

Gyro)
C40b WOR Receiver)
C41d (ADFReceiver)
C104 (MLS Receiver)
3DD-640A C6d (Direction Instrument, MND-640B DO-160B /F2/BBIJYBl/XXXXXZ/BZ/AZAZAX

Magnetic Gyro)
C40c (VOR Receiver)
C41d (ADF Receiver)
C74c (Transponder)
C104 (MLS Receiver)
C115 (MuItisensor Navigator)
SDU-640A C6c (Direction Instrument, Magnetic MND-640 DO-160B /AZD1/BB/PKS/E1IXXXXXAIB2YAMZA

Gyro)
C40b (VOR Receiver)
C41d (ADF Receiver)
C104 (MLS Receiver)
Reuised 12 March 1997 1-32

~~ ~

TSO
3DU-640B C6d (Direction Instrument, MND-640B DO-160B /A2Dl/BB/PKS/ElKXXXXNBWAZMAX

Magnetic Gyro)
C40c (VOR Receiver)
C41d (ADF Receiver)
C104 (MLS Receiver)
SIA-850 C52a (Flight Director) QDS-850 DO-160B /F'B/BB/JY/El/XXXXXZIBWAZAZAX

SMT-85B C9c (Autopilot) 'APS-850 DO-160A /A2F2/B/RY-
SMT-85C C9c (Autopilot) 'AF'S-850 DO-160A /A2F2/B/RY/XXXMWWWT.
SMT-8713 C9c (Autopilot) 'APS-850 DO-160C [ M F 3 ] - B B [ E T ] P
SVO-85B C9c (Autopilot) 'APS-850 DO-160A/ A 2 F 2 / B / R Y ~ W A Z Z
SVO-85C C9c (Autopilot) 'AFS-850 DO-160A /AZF2/BLRY/EXXXXXA/BZ/AZZ
TDR-90 C74c Class 1A (Transponder) DO-138 /AD/A[JN/GIAWCQXXX
TDR-94 C112 (ATCRBSNode S Airborne DO-l6OB /ME l/BB/JY/E l/XXXXXZ/Z/AZZZZ

Equipment)
TDR-94D Cl12 (ATCRBSMode S Airborne DO-160B / M E l/BB/JYLE l/XXXXXZ/Z/AZZZZ/LLK

Equipment)
TRE-920 C119a (TCAS Transceiver) TCAS I1 DO-160B DZ/AB/JY/XSFDFSXXXXXXXX
TTR-920 C119a (TCAS Transceiver) rCAS I1 DO-160B MDZ/CA/JY/MWMXAAAAAAAK

C112 (ATCRBS/Mode S Airborne
Equipment)
VHF-422A C37c (VHFTransmitter) DO- 160A /A2E l/B/JY/lTXXXXXZBZ/AZA

C38c (VHF Receiver)
VIR-432 C34d (ILS Glideslope Receiver) DO-160A /ME l/B/JYA3XXXXXUWAZA

C40b (VOR Receiver)
VLF-ANT Canadian Marconi holds TSQ
*The APS-850 system TSO approval is valid only when the system configuration contains two or more AHC-85E Attitude Heading
Computers or other attitude heading reference sensors which meet ARINC 429 (Mark 33 Digital Information Transfer System)
specification digital interface requirements.
**Panel control functions for the TWR-850 and WXR-840 systems are provided by the CDU.

Table 1-4.Unit Weight, Normal Power Requirements, and Size.
28 V DC SIZE (H x W x L)
UNIT POWER mm (in)
(W)
AAP-850 0.18 (0.4) NA 24 x 106 x 94 (0.95 x 4.18 x 3.70)
AAP-851 0.18 (0.4) NA 24 x 106 x 94 (0.95 x 4.18 x 3,701
ADC-850 2.45 (5.4) 11 85 x 130 x 355 (3.36 x 5.10 x 13.97)(1/2 ATR, short-low)
ADC-850D 2.55 (5.6) 15 85 x 130 x 355 (3.36 x 5.10 x 13.97)(112 ATR, short-low)
ADF-462 1.82 (4.0) 16 85 x 97 x 355 (3.36 x 3.80 x 13.97) (3/8 ATR, short-low)
ADM-850 0.05 (0.1) NA 49 x 37 x 2U1.91 x 1.46 x 0.84)
AHC-85E 6.14 (13.5) 48 194 x 130 x 355 (7.63 x 5.10 x 13.97) (1/2 ATR, short-full height)
ALT-55B 2.55 (5.6) 30 85 x 97 x 355 (3.36 x 3.80 x 13.97)(3/8 ATR, short-low)
ANT-462A 1.41 (3.1) NA 42 x 219 x 432 (1.65 x 8.62 x 17.00)
ANT-462B 2.50 (5.5) NA 28 x 270 x 605 (1.10 x 10.62 x 23.81)
APP-85 0.64 (1.4) 10 48 x 146 x 144 (1.88 x 5.75 x 5.69)
ARP-850 0.68 (1.5) 1 43 x 157 x 166 (1.71 x 6.18 x 6.55)
ARP-851 0.68 (1.5) 1 43 x 157 x 166 (1.71 x 6.18 x 6.55)
ATC-850 0.45 (1.0) *ICC 222 x 139 x 17 (8.73 x 5.48 x 0.65)
ATC-4000 0.45 (1.0) **ICC 222 x 151 x 17 (8+73x 5.95 x 0.68)
CAD-870 0.36 (0.8) 3.5 85 x 26 x 243 (3.33 x 1.04 x 9.56)
CDC-850B 0.41 (0.9) "ICC 222 x 139 x 17 (8.73 x 5.48 x 0.65)
CDC-850C 0.41 (0.9) "ICC 222 x 139 x 17 (8.73 x 5.48 x 0.65)
CDU-851 2.95 (6.5) 30 162 x 146 x 254 (6.37 x 5.75 x 10,OO)
CDU-860 3.26 (7.2) 30 190 x 146 x 254 (7.50 x 5.75 x 10.00)
CDU-860A 3.40 (7.5) 34 190 x 146 x 254 (7.50 x 5.75 x 10.00)
CDU-5000 1.90 (4.2) 28 162 x 146 x 131 (6.37 x 5.75 x 5.17)
CHP-850 0.36 (0.8) NA 37 x 182 x 112 (1.45 x 7.18 x 4.41)
CMA-764 3.18 (7.0) 11 194 x 61 x 355 (7.63 x 2.42 x 13.97) (114 ATR, short-full height)
CMA-764-1 3.59 (7.9) 19 194 x 61 x 355 (7.63 x 2.42 x 13.97) (1/4 ATR,short-full height)
csu-4000 0.41 (0.9) N/A 222 x 151 x 14 (8.73 x 5.95 x 0.54)
DAU-650 1.27 (2.8) 18 85 x 61 x 355 (3.36 x 2.42 x 13.97) (114 ATR, short-low)
DBU-850 0.77 (1.7) *ICC 48 x 146 x 191 (1.88 x 5.75 x 7.52)
DBU-4000 1.5 (3.3) "ICC 48 x 146 x lgl(1.88 x 5.75 x 7.52)
DBU-4100 1.2 (2.6) 12 57.2 x 146 x 177 (2.25 x 5.75 x 6.95)
DCP-5000 0.7 (1.5) 6.0 29 x 146 x 183 (1.12 x 5.75 x 7.19)
DME-442 2.41 (5.3) 18 85 x 130 x 355 (3.36 x 5.10 x 13.97) (112 ATR, short-low)


-. .
WEIGHT 28 V DC SIZE (H x W x L)
UNIT kg (lb) POWER mm (in)
(W)
EFD-871 7.73 (17.0) 140 183 x 157 x 362 (7.20 x 6.20 x 14.26)
FCC-850 0.95 (2.1) *ICC 222 x 139 x 52 (8.73 x 5.48 x 2.03)
I FCC-4007 1.04 (2.3) ""ICC 222 x 151 x 53 (8.73 x 5.95 x 2.07)
FDU-70 0.41 (0.8) NA 69 x 121 x 121(2.70x 4.76 x 4.76)
FMC-851B 0.73 (1.6) "ICC 222 x 139 x 34 (8.73 x 5.48 x 1.35)
FMC-851C 0.73 (1.6) "ICC 222 x 139 x 34 (8.73 x 5.48 x 1.35)
FMC-852B 0.45 (1.0) "ICC 222 x 139 x 17 (8.73 x 5.48 x 0.65)
FMC-852C 0.45(1.0) *ICC 222 x 139 x 17 (8.73 x 5.48 x 0.65)
I FMC-5000 0.86 (1.9) **ICG 222 x 151 x 53 (8.73 x 5.95 x 2.07)
I GPS-4000 2.86 (6.3) 15 194 x 62 x 369 (7.63 x 2.43 x 14.52)
I GPS-4000
ANT
(0.26) NA (0.3 x 3.0 x 4.7)
GPS-ANT 0.31 (0.7) NA 60 x 73 x 119 (2.38 x 2.90 x 4.70)

(CMA)
ICC-851 7.27 (16.0) "190 155 x 521 x 366 (6.10 x 20.50 x 14.40)
(fans on)
"505
(heaters on)
I
ICC-4008 4.63 (10.2) **(To be supplied) 197 x 376 x 518 (7.8 x 14.8 x 20.4)
(fans on)
**(To be supplied)
(heaters on)
ICU-85 0.09 (0.2) NA 68 x 102 x 15 (2.67 x 4.02 x 0.60)
I IEC-4001 1.18(2.6) ""ICC 53 x 180 x 234 (2.10 x 7.10 x 9.20)
IOC-851 0.41 (0.9) "ICC 222 x 139 x 17 (8.73 x 5.48 x 0.65)
IOC-851A 0.41 (0.9) "ICC 222 x 139 x 17 (8.73 x 5.48 x 0.65)
I IOC-4000 0,45 (1.0) ""ICC 222 x 151 x 17 (8.73 x 5.95 x 0.68)
I LHP-4000 0.59 (1.3) **ICC 27 x 180 x 234 (1.08 x 7.10 x 9.20)
I LHP-4001 0.59 (1.3) *"ICC 27 x 180 x 234 (1.08 x 7.10 x 9.20)
I MDC-4000 0.45 (1.0) **ICC 222 x 151x 17 (8,73 x 5.95 x 0.68)
MFD-871 7.73 (17.0) 122 183 x 157 x 362 (7.20 x 6.20 x 14.26)
MSP-850A 0.32 (0.7) "ICC 51 x 106 x 15U2.00 x 4.18 x 5.96)
PWR-851A 0.50 (1.1) "ICC 222 x 139 x 34 (8.73 x 5.48 x 1.35)
I PWR-4000 0.59 (1.3) ""ICC 222 x 151 x 34 (8.73 x 5.95 x 1.34)
RAC-870 0.18 (0.4) 4 85 x 26 x 142 (3.33 x 1.04 x 5.58)
RTA-844 9.23 (20.3) 85 381 x 373 x 222 (15.00 x 14.68 x 8.74)

WEIGHT 28 V DC SIZE (H x W x L)
UNIT kg Ob) POWER mm (in)
(W)
RTA-854 9.23 (20.3) 85 381 x 373 x 222 (15.00 x 14.68 x 8.74)
RTU-870A 1.05 (2.3) 9 116 x 86 x 195 (4.58 x 3.38 x 7.67)
RTU-870T 1.05 (2.3) 9 116 x 86 x 195 (4.58 x 3.38 x 7*67)
SDD-640 1.27 (2.8) 11 85 x 61 x 355 (3.36 x 2.42 x 13.97) (1/4 ATR, short-low)
SDD-640A 1.27 (2.8) 11 85 x 61 x 355 (3-36x 2.42 x 13-97](114ATR, short-low)
SDU-640A 2.05 (4.5) 19 107 x 107 x 275 (4.20 x 4.20 x 10.84)
SDU-640B 2.05 (4.5) 19 107 x 107 x 275 (4.20 x 4.20 x 10.84)
SIA-850 0.36 (0.8) 2 85 x 26 x 243 (3.33 x 1.04 x 9.56)
SVO-85E3, 2.6 (5.8) 77 86 x 109 x 199 (3.37 x 4.30 x 7.85)

SMT-85B
SVO-85B, 2.40 (5.3) 77 86 x 109 x 207 (3.4 x 4.3 x 8.1)
SMT-87B
SVO-85C, 3.00 (6.6) 77 86 x 109 x 202 (3.37 x 4.30 x 7.94)

SMT-85C
TDR-90 1.59 (3.5) 25 85 x 61 x 355 (3.36 x 2.42 x 13.97) (1/2 ATR, short-low)
TDR-94 3.20 (7.0) 23 95 x 124 x 353 (3.73 x 4.90 x 13.91) (1/2 ATR, short-low)
TDR-94D 3.20 (7.0) 23 95 x 124 x 353 (3.73 x 4.90 x 13.91) (1/2 ATR, short-low)
TRE-920 0.95 (2.1) NA 33 x 160 x 285 (1.30 x 6.30 x 11.22)

TTR-920 9.52 (21.0) 80.0 194 x 191x 388 (7.62 x 7.50 x 15.26)
VHF-422A 2.14 (4.7) 16 (rev) 85 x 97 x 355 (3.36 x 3.80 x 13.97) (3/8 ATR, short-low)
137 (xmt)
VIR-432 2.05 (4.5) 17 85 x 97 x 355 (3.36 x 3.80 x 13.97) (3/8 ATR, short-low)
VLF-ANT 1.77 (3.9) NA 47 x 163 x 169 (1.85 x 6.43 x 6.68)
"ICC-851 power includes requirements for IOC,PWR, FCC, ATC, FMC, CDC, MSP, and DBU units.
""ICC-4008 power includes requirements for IEC,IOC,LHP, PWR, FCC, ATC, and FMC units.

Table 1-5.AAP-850and AAP-852 Environmental Qualification Form.
CONDITIONS DO-160B EQUIPMENT QUALIFICATIONS

SECTION AND REV CATEGORIES OF CONDUCTED TESTS
TEMPERATURE AND ALTITUDE 4.0 A2 and F1
TEMPERATURE
LOW OPEMTING TEMPERATURE -20 "C(-4 O F )
HIGH OPEMTING TEMPERATURE +70 "C(.e158 O F )
LOW STORAGE TEMPERATURE -55 "C (-67 O F )

HIGH STORAGE TEMPERATURE +85 "C (+185 O F )
ALTITUDE 16 800 m (55 000 fb)
TEMPERATURE VARTATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak

CRASH SAFETY Tested at 15 g (11ms duration)
VIBRATION 8.0 P, K, and S
EXPLOSION 9.0 El
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 3 and Z
VOLTAGE SPIKF, CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED SUSCEPTIBILITY 18.0 z
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
M I 0 FREQUENCY SUSCEPTIBILITY 20.0 Z
RADIO FREQUENCY EMISSION 21.0 A

Table 1-6.ADC-850, ADM-850, and ADC-850C Environmental Qualification Form.

TEMPERATURE
LOW OPERATING TEMPERATURE -55 "C (-67 O F )
HIGH OPERATING TEMPEMTURE 1-70"C ( + E 8 "F)
LOW STOMGE TEMPERATURE -55 "C (-67 OF)
HIGH STOMGE TEMPERATURE +85 "C (+185 O F )
ALTITUDE 16 800 m (55 000 ft)

TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 A
SHOCK 7.0
VIBRATION 8.0 JandY
EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPMY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 3 and 2
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED SUSCEPTIBILITY 18.0 Z
INDUCED SIGNAL SUSCEPTIBILITY 19.0
RADIO FREQUENCY SUSCEPTIBILITY 20.0
RADIO FREQUENCY EMISSION 21.0
LIGHTNING INDUCED SUSCEPTIBILITY 22.0

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

TEMPERATURE AND ALTITUDE 4.0 A2 and E l

TEMPERATURE
HIGH OPERATING TEMPERATURE 1-70 "C (+158 OF)
LOW STOFLAGE TEMPERATURE -55 " C (-67 "F)
HIGH STORAGE TEMPERATURE +85 "C (+185 "F)
ALTITUDE 21 300 m (70 000 ft)
TEMPERATURE VAFUATION 5.0 3
HUMIDITY 6.0 3
SHOCK 7.0

VIBRATION 8.0 J and Y
EXPLOSION 9.0 E2

FUNGUS 13.0 X
SALT SPRAY 14.0 X
nClGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 BandZ
AUDIO FREQUENCY CONDUCTED SUSCEPTIBILITY 18.0 2
RADIO FREQUENCY SUSCEPTIBILITY 20.0 A


general information 5234775808
Table 1-8. AHC-85E and ICU-85 Environmental Qualification Form.
CONDITIONS DO-16OA EQUIPMENT QUALIFICATIONS

TEMPERATURE AND ALTITUDE 4,O A2 and F2
TEMPERATURE
LOW OPERATING TEMPERATURE -55 "C (-67 OF)
HIGH OPERATING TEMPERATURE +70 "C (+E58O F )
LOW STORAGE TEMPERATURE -55 "C(-67 O F )
HIGH STOMGE TEMPERATURE +85 "C (+185O F )

ALTITUDE 16 800 m (55 000 ft)
HUMIDITY 6.0 A
SHOCK 7.0

CRASH SAFETY Tested at 15 g (11rns duration)
VIBFiATION 8.0 3
EXPLOSION 9.0 E
FUNGUS 13.0 X
SALT SPRAY 14.0 X
P O W R INPUT 16.0 B and Z
VOLTAGE SPIKE: CONDUCTED 17.0 A
AUDIO FREQUENCY SUSCEPTIBILITY 18.0 Z
ELECTROMAGNETIC COMPATIBILITY 19.0 A2

9 8
Table 1-9.ALT-55B Environmental Qualification Form.
CONDITIONS DO-138 EQUIPMENT QUALIFICATIONS

TEMPERATURE AND AIITITUDE 4.0 A and G

TEMPERATURE
LOW OPERATING TEMPEMTURE -54 "C(-65 "F)
HIGH OPERATING TEMPERATURE +71 "C (+160 O F )
LOW STORAGE TEMPEFLATURE - (not applicable)

HIGH STORAGE TEMPERATURE - (not applicable)
ALTITUDE 13 716 rn (45 000 ft)
HUMIDITY 5.0 A
SHOCK 6.0
OPERKTIONAL Tested at 6 g peak

VI3RATION 7.0 J and N
AUDIO FREQUENCY CONDUCTED SUSCEPTIBILITY 12.0 A

FtADIO FREQUENCY SUSCEPTIBILITY 13.0 A
RADIO FREQUENCY EMISSION A

EXPLOSION 14.0 E

FUNGUS 18.0 X
SALT S P M Y 19.0 X

Table 1-10,AiVT462() Environmental Qualification Form.
CONDITIONS DO-160B EQUIPMENT QUALJFICATIONS

TEMPERATURE
LOW OPERATING TEMPERATURE -55 "C(-67 OF)
HIGH OPERATING TEMPERATURE +70 "C (+158 "F)
LOW STORAGE TEMPERATURE -55 "C(-67 OF)
HIGH STORAGE TEMPERATURE +85 "C (+I85 O F )
ALTITUDE 21 300 m (70 000 ft)
HUMIDITY 6,O B
SHOCK 7.0
OPEMTIONAL Tested at 6 g peak

CRGSH SAFETY Tested at 15 g (11ms duration)
VIBRATION 8.0 JandY
EXFLOSION 9.0 E2
WATERPROOFNESS 10.0 S
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 X
POWER INPUT 16.0 B and 2


Table 2-11. APP-85 Environmental Qualification Form.
CONDITIONS DO-160A EQUIPMENT QUALIFICATIONS

TEMPEFUTURE AND ALTITUDE 4.0 A2 and F2
TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C (+158OF)

HIGH STORAGE TEMPERATURE +85 "C(+185 "F)

ALTITUDE 16 800 M (55 000 fi)
HUMIDITY 6.0 B
SHOCK 7.0

EXPLOSION 9.0 E
FUNGUS 13.0 X
SALT SPRAY 14.0 X
POWER INPUT 16.0 B and Z
AUDIO FREQUENCY SUSCEPTIBILITY 18.0 z
ELECTROMAGNETIC COMPATIBILITY 19.0 Z

general informafion 523-0775808
Table 1-12. ARP-850 Environmental Qualification Form.
CONDITIONS DO-16OB EQUIPMENT QUALIFICATIONS

TEMPERMURE AND ALTITUDE 4.0 A2 and F2
TEMPERATURE
LOW OPERATING TEMPERATURE -55 "C (-67 "F)
HIGH OPERATING TEMPERATURE c70 "C(+158 OF)
HIGH STORAGE TEMPERATURE +85 "C (1-185 O F )
ALTITUDE 16 800 m (55 000 ft)
TEMPEFUTURE VARIATION 5.0 B
HUMIDITY 6.0 13
SHOCK 7.0
EXPLOSION 9.0 El
FUNGUS 13.0 X
SAIT SPRAY 14.0 X
VOLTAGE SPIKl3 CONDUCTED 17.0 A

RADIO FREQUENCY SUSCEPTIBILITY 20.0 2
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 X

Table 1-23. ARP-851 Environmental Qualification Form.
CONDITIONS DO-160C EQUIPMENT QUALIFICATIONS


TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C (+158 OF)
HIGH STORAGE TEMPERATURE c85 "C (+185 O F )

HIGH (SHORT TIME) OPERATING TEMPERATURE +70 "C (t158 O F )
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)

TEMPERATURE VARIATION 5.0 3
HUMIDITY 6.0 B
SHOCK 7.0

VIBMTION 8.0 B, N, M, P, and S
EXPLOSION 9.0 El

FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 2

INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X

Table 1-14. ATC-850 Environmental Qualification Form.
CONDITIONS DO-16OC EQUIPMENT QUALIFICATIONS

TEMPERATURE
LOW STORAGE TEMPERATURE -55 "C(-67 "F)

HIGH STORAGE TEMPERATURE +85 "C (+185O F )
HIGH (SHORT TIME) OPEMTING TEMPERATWE +70 "C(+158 OF)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING Y
HUMIDITY 6.0 B
SHOCK 7.0
OPEMTJONAL Tested at 6 g peii,

VIBRATION 8.0 C, L, and M
EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPMY 14.0 X
POWER INPUT 16.0 Band2

RADIO FREQUENCY SUSCEPTIBILITY 20.0 w
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 2323

ICING 24.0 A
Rewised 12 March 1997 1-46

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

I
I CONDITIONS DO-160C
SECTION AND REV
EQUIPMENT QUALIFICATIONS
CATEGORIES OF CONDUCTED TESTS
I TEMPERATURE AND ALTITUDE 4.0 A2 and F2

1 TEMPERATURE
1 LOW OPERATING TEMPERATURE -20 "C (-4 "F)
1 HIGH OPERATING TEMPERATURE +70 "C (+158 O F )
I LOW STORAGE TEMPERATURE -55 "C (-67 O F )
I HIGH STORAGE TEMPERATURE +85 "C (+185"F)
I HIGH (SHORT TIME) OPERATING TEMPEWTURE +70 "C( + E 8 O F )
I LTITUDE 16 800 m (55 000 ft)
I IN-FLIGHT LOSS OF COOLING Y
I TEMPERATURE VARIATION 5.0 B
I HUMIDITY 6.0 B
I SHOCK 7.0
I OPERATIONAL Tested a t 6 g peak
I CRASH SAF'ETY Tested at 15 g (11ms duration)
I VIBRATION 8.0 C, L, and M
I EXPLOSION 9.0 El
I WATERPROOFNESS 10.0 X
I FLUIDS SUSCEPTIBILITY 11.0 X
I SAND AND DUST 12.0 X
I FUNGUS 13.0 X
I SALT SPMY 14.0 X
I MAGNETIC EFFECT 15.0 Z
I POWER INPUT 16.0 BandZ
I VOLTAGE SPIKE: CONDUCTED 17.0 A
1 AUDIO FREQVENCY CONDUCTED SUSCEPTIBILITY 18.0 2
I INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
I RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
I RADIO FREQUENCY EMISSION 21.0 Z
I LIGHTNING INDUCED SUSCEPTIBILITY 22.0 2323
I LIGHTNING DIRECT EFFECTS 23.0 X
I ICING 24.0 A

Table 1-16. CAD-870Environmental Qualification Form.

TEMPEMTURE

ALTITUDE 21 300 m (70 000 ft)

HUMIDITY 6.0 B
SHOCK 7.0

CRclSH SAFETY Tested at 15 g (11rns duration)
VIBRATION 8.0 J andY
EXPLOSION 9.0 E
FUNGUS 13.0 X
SALT SPRAY 14.0 X
POWER INPUT 16.0 3 and Z

ELECTROMAGNETIC COMPATIBILITY 19.0 A

Table 1-I 7. CDC-85OBEnvironmental Qualification Form.

SECTION AM) REV CATEGORIES OF CONDUCTED TESTS
TEMPERATURE
LOW OPERATING TEMPERATURE -55 " C (-67 O F )
HIGH OPERATING TEMPERATURE t.70 "C(i-158 OF)

LOW STOFLAGE TEMPERATURE -55 "C(-67 OF)
HIGH STORAGE TEMPERATURE +85 "C (i-185 OF)
ALTITUDE 16 800 m (55 000 ft)

TEMPEMTUFtE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
EXPLOSION 9.0 El
FLUIDS SUSCEFTIBILITY 11.0 x
FUNGUS 13.0 X
SALT SPRAY 14.0 x
MAGNETIC EFFECT 15.0 z

RADIO FREQUENCY SUSCEPTIBILITY 20.0 z
RADIO FREQUENCY EMISSION 21.0 B

Table 1-18. CDC-85OCEnvironmental QualificationForm.
CONDITIONS DO-160C EQUIPMENT QUALIFICAT1ONS

TEMPERATURE
LOW OPERGTING TEMPERATURE -55 "C (-67 O F )
HIGH OPERATING TEMPERATURE +70 "C (+158O F )
LOW STORAGE TEMPERATURE -55 "C (-67 OF)
HIGH (SHORT TIME) OPERATING TEMPERATURE +70 "C (+158 OF)
HUMIDITY 6.0 B
SHOCK 7.0

EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPRAY 14.0 X


INDUCED SIGNAL SUSCEPTIBILITY 19.0 z
aADI0 FREQUENCY EMISSION 21.0 Z
ICING 24.0 A

Table 1-19. CDU-851 Environmental Qualification Form.
~~~~

~

TEMPERATURE
LOW OPERATING TEMPEMTURE -20 "C (-4 "F)
HIGH OPERATING TEMPERATURE +70 "C(+158 "F)

AILTITUDE 16 800 m (55 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0

EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPRAY 14.0 X
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Z

Table 1-20. CDU-860Environmental Qualification Form.

TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C (t.158 OF)
LOW STORAGE TEMPERATURE -55 "C (-67 "F)

ALTITUDE 16 800 m (55 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAI., Tested at 6 g peak
CMSH SAFETY Tested at 15 g (11ms duration)
EXPLOSION 9.0 El
FUNGUS 13.0 X
SAIT SPRAY 14.0 X
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 K

Table 1-21. CDU-860A Environmental QuaEification Form.

~


TEMPEMTURE
LOW OPEMTING TEMPERATURE -20 "C (-4 O F )
HIGH OPERATING TEMPEMTURE +70 "C (+158 OF)
HIGH (SHORT TIME) OPERATING TEMPERATURE +70 "C (+158"F)

ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING X
HUMIDITY 6.0 B
SHOCK 7.0
VIBRATION 8.0 B, M, and S
EXPLOSION 9.0 El
FLUIDS SUSCEF'TIBILITY 11.0 X

FUNGUS 13.0 X
SALT SPRAY 14.0 X


RADIO FREQUENCY SUSCEPTIBILITY 20.0 V
ICING 24.0 X

I Table 1-22. CDU-5000Environmental Qualification Form.
SECTION AND REV
EQUIPMENT QUUIFICATIONS

I TEMPERATURE
I LOW OPEMTING TEMPERATURE -20 "C(-4O F )
1 HIGH OPERATING TEMPERATURE +70 "C (+E8OF)
I LOW STORAGE TEMPERATURE -55 "C (-67 "F)
1 HIGH STORPIGE TEMPERATURE 4 5 "C(+185 "F)

I HIGH (SHORT TIME) OPERATING TEMPERATURE +70 "C (+158 OF)
I AITITUDE 16 800 m (55 000 ft)
I IN-FLIGHT LOSS OF COOLING - (not applicable)

I TEMPEMTURE VAZZIATION 5.0 B
I HUMIDITY 6.0 B
I SHOCK 7.0
I OPERATIONAL Tested at 6 g peak
I CRASH SAFETY Tested at 15 g (11rns duration)
I VIBRATION 8.0 B, M, and S
I EXF'LO SION 9.0 El
I FUNGUS 13.0 X
I SALT SPMY 14.0 X
I POWER INPUT 16.0 B and Z
I VOLTAGE SPIKE CONDUCTED 17.0 A
I AUDIO FREQUENCY CONDUCTED SUSCEPTIBILITY 18.0 Z
I INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
I RADIO FREQUENCY EMISSION 21.0 A
1 ICING 24.0 x
fr

peneraI information 523-0775808
Table 1-23. CHP-$50 Environmental Qualification Form.

TEMPERATURE AND AETITUDE 4.0 A2 and F1
TEMPERATURE
LOW OPERATING TEMPERATURE -20 "C(-4"F)

HIGH STOMGE TEMPERATURE +85 "C (+185 OF)
AETITUDE 16 800 m (55 000 fi)
TEMPEMTURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
EXPLOSION 9.0 El
FLUIDS SUSCEPTIBILITY 11,o X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
VOLTAGE SPIKF: CONDUCTED 17.0 A
INDUCED SIGNAL SUSCEFTIBLLITY 19.0 A
M I 0 FREQUENCY SUSCEPTIBILITY 20.0 2

I Table 1-24. CSU-4000 Environmental Qualification Form.
SECTION AND REV
I TEMPERATURE AND ALTITUDE 4.0 A2, C4, and Fl
I TEMPERATURE
I LOW OPERATING TEMPERATURE -40 "C (-40 "F)
I HIGH OPERATING TEMPEWTURE +70 "C (+158"F)
I LOW STORAGE TEMPEMTURE -55 "C(-67 O F )
I HIGH STORAGE TEMPERATURE +85 "C (+185 "F)
I HIGH (SHORT TIME) OPERATING TEMPERATURE +70 "C (+158 "F)
I AZTITUDE 16 800 m (55 000 fV
I TEMPERATURE VARIKTION 5.0 B
I HUMIDITY 6.0 B
I SHOCK 7.0
I CRASH SAFETY Tested at 15 g (I1 ms duration)
I EXPLOSION 9.0 El
I FUNGUS 13.0 X
I SALT SPRAY 14.0 X
I P O W R INPUT 16.0 B and Z
I VOLTAGE SPIKF, CONDUCTED 17.0 A
I ICING 24.0 A

Table 1-25. DBU-850 Environmental Qualification Form.
~


TEMPERATURE
LOW OPERATING TEMPERATURE -20 "C(-4 "F)
HIGH STORAGE TEMPERATURE +85 "C (+I85 "F)
AZTITUDE 16 800 rn (55 000 R)

HUMIDITY 6.0 A
SHOCK 7.0
VIBRATION 8.0 0
EXPLOSION 9.0 El

FUNGUS 13.0 X
SALT SPRAY 14.0 X


Revised 12 Murch 1997 1-57

Table 1-26. DBU-4000Enuironmental Qualification Form.
.. . -..

TEMPERATURE
LOW OPERATING TEMPERATURE -20 "C (-4O F )
HIGH OPERATING TEMPERATURE +70 "C (+158OF)
HIGH (SHORT TIME) OPERATING TEMPERATURE +70 "C( a 8 O F )
ALTITUDE 16 800 rn (55 000 R)

HUMIDITY 6.0 B
SHOCK 7.0

CRASH SAFETY Tested a t 15 g (11ms duration)
VIBRATION 8.0 B
EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPRAY 14.0 X
RADIO FREQUENCY SUSCEPTIBILITY 20.0 T
ICING 24.0 X

Table 1-27. RBU-4100Environmental Qualification Form.

I
SECTION AND REV
I TEMPERATURE
I LOW OPERATING TEMPERATURE -20 "C (-4"F)
I HIGH OPERATING TEMPEFUTURE +70 "C (+158 O F )
I LOW STOFUGE TEMPERATURE -55 "C (-67 O F )
I HIGH STORAGE TEMPERATURE +85 "C(+185 O F )
I HIGH (SHORT TIME) OPEMTING TEMPERATURE +70 "C(+E8O F )
I ALTITUDE 16 800 rn (55 000 ft)

I TEMPERATURE VARIATION 5.0 3
I HUMIDITY 6.0 3
I SHOCK 7.0
I CRASH SAFETY Tested at 15 g (11ms duration)
1 VIBRATION 8.0 B
I EXPLOSION 9.0 El
I FUNGUS 13.0 X
I SALT SPRAY 14.0 X
I MAGNETIC EFFECT 15.0 z

1 POWER INPUT 16.0 B and Z
1 VOLTAGE SPIKE CONDUCTED 17.0 A
I RADIO FREQUENCY SUSCEPTIBILITY 20.0 T

I W I O FREQUENCY EMISSION 21.0 A
I LIGHTNING INDUCED SUSCEPTIBILITY 22.0 K
I ICING 24.0 X

general informafion 523-0775808
I Table 1-28. DCP-5000Enuiranmsntal Qualification Form.
SECTION AND REV
I TEMPERATURE
I HIGH OPERATING TEMPERATURE +70 "C ( + E 8"F)
I LOW STORAGE TEMPERATURE -55 "C (-67 OF)
I HIGH (SHORT TIME) OPERATING TEMPERATURE +70 "C (+I58 OF)
I ALTITUDE 16 800 m (55 000 ft)

I HUMIDITY 6.0 B
I SHOCK 7.0
I VIBRATION 8.0 B, M, and S
I EXPLOSION 9.0 El
I FUNGUS 13.0 X
I SALT S P M Y 14.0 X
I MAGNETIC EFFECT 15.0 A
I POWER INPUT 16.0 B arid Z
I AUDIO FREQUENCY CONDWCTED SUSCEPTIBILITY 18.0 Z
I RADIO FREQUENCY SUSCEPTIBILIW 20.0 W
I RADIO FREQUENCY EMISSION 21.0 A
1 LIGHTNING DIRECT EFFECTS 23.0 X
1 ICING 24.0 X

Table 1-29. DME-442 Environmental Qualification Form.


TEMPERATURE
LOW OPERATING TEMPERATURE ,
-55 "C(-67 OF)
HIGH OPERATING TEMPERATURE +70 "C (+158"F)
LOW STOWGE TEMPERATURE -55 "C (-67 "F)
HIGH STOMGE TEMPERATURE +85 "C (+185 O F )

ALTITUDE 21 300 m (70 000 ft)
HUMIDITY 6.0 3
SHOCK 7.0
C M S H SAFETY Tested at 15 g (11ms duration)
VIBFATION 8.0 JandY
EXPLOSION 9.0 E
FUNGUS 13.0 X
SALT SPRAY 14.0 X


generaI information 523-0775808
Table 1-30. EFD-871 and MFD-871 Environmental Qualification Form.
~~~~~~ ~~

TEMPEFLTURE AND ALTITUDE 4.0 A1 and F1
TEMPERATURE
LOW OPEMTING TEMPERATURE -20 "C (-4"F)
HIGH STORAGE TEMPERATURE +85 "C (+185"F)
ALTITUDE 16 800 m (55 000 ft)
TEMPERATURE VARIATION 5.0 C
HUMIDITY 6.0 B
SHOCK 7.0
CMSH SAFETY Tested at 15 g (11 ms duration)
EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15+0 Z
VOLTAGE SPIKIZ CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED SUSCEPTIBILITY 18,O z

Table 1-31, FCC-850 (- 1021-202Status) Environmental Qualification Form.


TEMPERATURE
HIGH OPEFXTING TEMPEaATURE +70 "C(+158O F )
ALTITUDE 16 800 rn (55 000 Et)
HUMIDITY 6.0 B
SHOCK 7.0
OPEWTIONAL Tested at 6 g peak

VIBRATION 8.0 JandY
EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPRAY 14.0 X
POWEX INPUT 16.0 B and Z

I Table 1-32. FCC-850 (-302 Status) Environmental QualificationForm.
SECTION AND REV
I TEMPERATURE
I LOW OPERATING TEMPERATURE -55 "C (-67 O F )
I HIGH OPERATING TEMPERATURE +70 "C ( + E 8O F )
I LOW STORAGE TEMPERATURE -55 " C (-67 OF)
I ALTITUDE 16 800 m (55 000 ft)
1 IN-FLIGHT LOSS OF COOLING Y
I HUMIDITY 6.0 B
I SHOCK 7.0
I OPEMTIONAL Tested at 6 g peak
I CRASH SAFETY Tested at 15 g (I1ms duration)
I VIBRATION 8.0 C , L, and M
I EXPLOSION 9.0 El
I FUNGUS 13.0 X
I SAIT SFMY 14.0 X
I AUDIO FREQUENCY CONDUCTED SUSCEPTIBILITY 18.0 z

I INDUCED SIGNAL, SUSCEPTIBILITY 19.0 Z
I RADIO FREQUENCY SUSCEPTIBILITY 20.0 w

I ICING 24.0 A

Table 1-33. FCC-4007Environmental Qualification Form.
I ~~ ~~
SECTION AND REV
I TEMPERATURE
I HIGH OPERATING TEMPERATURE +70 "C ( 4 5 8 OF)
I HIGH STORAGE TEMPERATURE +85 "C (+185 O F )
I AI;TITUDE 16 800 m (55 000 ft)
I HUMIDITY 6.0 B
I SHOCK 7.0
I OPERATIONAL Tested a t 6 g peak
I CRASH SAFETY Tested at 15 g (11 ms duration)
I EXPLOSION 9.0 El
1 FUNGUS 13.0 X
I SALT SPRAY 14.0 X
I VOLTAGE SPIKE CONDUCTED 17-0 A
I RADIO FREQUENCY SUSCEPTIBILITY 20.0 Y

I RADIO FREQUENCY EMISSION 21.0 2
I ICING 24.0 A

Table 1-34.FD U-70Environmental Qualification Form.
CONDITIONS D0-160A EQUIPMENT QUALIFICATIONS

TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C(+158O F )
HIGH STORAGE TEMPERATURE +85 "C (+I85 O F )
AJLTITUDE 16 800 m (55 000 12)

HUMIDITY 6.0 B
SHOCK 7.0

VIBRATION 8.0 VandR
EXPLOSION 9.0 E
FUNGUS 13.0 X
SALT SPRAY 14.0 X
POWER INPUT 16.0 13 an1 Z


Qeneralinformation 523-0775808
Table 1-35. FMC-851B Enuironmental QualificationForm.

TEMPERATURE AM3 ALTITUDE 4.0 A2 and F2
TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C (1-158OF)
HIGH STORAGE TEMPERATURE +85 "C(+185"F)

ALTITUDE 16 800 m (55 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0
CRASH SAFETY Tested at 15 g (11 ms duration)
EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPMY 14.0 X
AUDIO FREQUENCY CONDUCTED SUSCEF'TIBILITY 18.0 z

Table 1-36. FMC-851C and FMC-852C Environmental Qualification Form.

TEMPERATURE AM3 ALTITUDE 4.0 A2 and F2
TEMPERATURE
LOW STORAGE TEMPETZATURE -55 "C (-67 OF)
ALTITUDE 16 800 m (55 000 ft)
TEMPERATURE VARLKTION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
VIBRATION 8,O C, L, and M
EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPRAY 14.0 X
VOLTAGE SPIKJ3 CONDUCTED 17.0 A

M I 0 FREQUENCY EMISSION 21.0 Z

ICING 24.0 A

Table 1-37. FMC-$5223 Environmental Qualification Form.


TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C (-1-158
O F )
LOW STORAGE TEMPEMTURE -55 "C (-67 "F)
HIGH STORAGE TEMPEFUTURE +85 "C (+185O F )

AETITUDE 16 800 rn (55 000 ft)

TEMPERATTJRE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0

EXPLOSION 9.0 El
SAND AND DUST 12,o X
FUNGUS 13.0 X
S&T SPRAY 14.0 X


RADIO FREQUENCY SUSCEPTIBILITY 20.0 w

ICING 24.0 A

I Table 1-38. FMC-5000Environmental QualificationForm.
SECTION AND REV

I TEMPERATURE
I HIGH OPERATING TEMPERATURE +70 "C (+158 O F )
I HIGH STORAGE TEMPERATURE t85 "C(+185 O F )
I ALTITUDE 16 800 m (55 000 Et)
I HUMIDITY 6.0 B
I SHOCK 7.0
I CRASH SAFETY Tested a t 15 g (11ms duration)
I EXPLOSION 9.0 El
I FUNGUS 13.0 X
I SALT SPRAY 14.0 X
I POWER INPUT 16.0 €3 and Z

I M I 0 FREQUENCY SUSCEPTIBILITY 20.0 W
I ICING 24.0 A

Table 1-39. GPS-4000Environmental Qualification Form.
I
DO-160C EQUIPMENT QUALIFICATIONS
CONDITIONS SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE
LOW OPERATING TEMPERATURE -40"C (-40OF)
HIGH OPERATING TEMPERATURE t 7 0 "C (+158O F )
HIGH STORAGE TEMPERATURE +85 "C (+185 OF)
&TITUDE 16 800 rn (55 000 ft)

HUMIDITY 6.0 B
SHOCK 7.0

C M S H SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B, L, M, and Y

EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPRAY 14.0 X

VOLTAGE SPIKF, CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 z
SUSCEPTIBILITY
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Y
ICING 24.0 X

TabEe 1-40. GPS ANTENNA Environmental Qualification Forms.
DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS SECTION AND REV CATEGORIES OF CONDUCTED TESTS
TEMPERATURE AND ALTITUDE 4.0 F2
TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C (+E8"Fj
HIGH STORAGE TEMPERATURE +85 "C (+185"Fj

AITITUDE 16 800 M (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable j

TEMPERATURE VARIATION 5.0 A
HUMIDITY 6.0 B
SHOCK 7.0

C M S H SAFETY Tested at 15 g (11ms duration)
VIBRATION 8.0 C, L, M, and Y

EXPLOSION 9.0 El
FLUIDS SUSCEPTIBILITY 11.0 F

SAND AND DUST 12.0 D
FUNGUS 13.0 F
SALT SPRAY 14.0 S
MAGNETIC EFFECT 15.0 B
AUDIO FREQUENCY CONDUCTED 18.0 2

SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 2
RADIO FREQUENCY SUSCEIYTIBILIT? 20.0 Y

M I 0 FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILIT?' 22.0 2424
LIGHTNING DIRECT EFFECTS 23.0 Z and A
ICING 24.0 C

Table 1-41.ICC-851 Environmental Qualification Form.
I
SECTION AND REV
1 TEMPERATURE
I LOW OPERATING TEMPERATURE -40 "C (-40 O F )
I HIGH OPERATING TEMPERATURE +70 "C (+I58 "F)
I LOW STORAGE TEMPERATURE -55 "C (-67 OF)
I HIGH STORAGE TEMPERATURE +85 "C (+185O F )
I ALTITUDE 16 800 m (55 000 ft)

I HUMIDITY 6.0 B
I SHOCK 7.0
I VIBRATION 8.0 C, I;, and M
I EXPLOSION 9.0 El
I FUNGUS 13.0 X
I SALT SPMY 14.0 X
I MAGNETIC EFFECT 15.0 2
I P O m R INPUT 16.0 Band2
I RADIO FREQUENCY SUSCEPTIBILITY 20.0 Z
I RADIO FREQUENCY EMISSION 21.0 B
I LIGHTNING INDUCED SUSCEPTIBILITY 22.0 X

I Table 1-42.ICC-4008Environmental Qualification Form.
SECTION AND REV
I TEMPERATURE AND AETITUDE 4.0 A2 and F2

I TEMPERATURE
I HIGH OPERATING TEMPERATURE +70 "C ( + E 8 OF)
I HIGH STORAGE TEMPERATURE 4 5 "C (+185O F )
I ALTITUDE 16 800 rn (55 000 Et)
I HUMIDITY 6.0 B
I SHOCK 7.0
I OPEFLATIONAI, Tested at 6 g peak
I CRASH SAFETY Tested at 15 g (11M S duration)
I EXPLOSION 9.0 El
I FUNGUS 13.0 X
I SALT SPRAY 14.0 X
I MAGNETIC EFFECT 15.0 z

I VOLTAGE SPIKE: CONDUCTED 17.0 A


I ICING 24.0 A

Table 1-43. IEC-4001Environmental Qualification Form.

I
DO-160C
I CONDITIONS
SECTION AND REV

I TEMPERATURE
I HIGH OPERATING TEMPERATURE +70 "C (+158O F )
I ALTITUDE 16 800 m (55 000 ft)
I TEMPEMTURE VARIATION 5.0 B
I HUMIDITY 6.0 B
I SHOCK 7.0
I OPETCATIONAL Tested at 6 g peak
1 CRASH SAFETY Tested at 15 g (11 ms duration)
I EXPLOSION 9.0 El
I FUNGUS 13.0 X
I SALT SPMY 14.0 X
I P O W R INPUT 16.0 B and 2
I AUDIO FREQUENCY CONDUCTED SUSCEF'TIBILITY 18.0 Z
I ICING 24.0 A

aeneral information 523-07758O8
Table 1-44.IOC-851 Environmental QualificationForm.

TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C(+E8 "F)
LOW STOMGE TEMPERATURE -55 "C (-67 O F )
ACTITUDE 16 800 rn (55 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0
EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPMY 14.0 X


general infurma tion 523-0775808
Table 1-45. IOC-851AEnvironmental Qualification Form.


TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C ( + E 8 O F )
ALTITUDE 16 800 m (55 000 ft)

HUMIDITY 6.0 B
SHOCK 7.0
CRASH SAFETY Tested at 15 g (11 rns duration)
EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPRAY 14.0 X

VOLTAGE SPIKX CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED SUSCEPTIBILITY 18.0 2
INDUCED SIGNAL SUSCEPTIBILITY 19.0 z

W I O FREQUENCY EMISSION 21.0 Z

ICING 24.0 A

I Table 1-46.IOC-4000Environmental Qualification Form.
SECTION AND REV

I TEMPERATURE
I LOW OPERATING TEMPEMTURE -55 "C(-67 "F)
I HIGH OPERATING TEMPEMTURE +70 "C (+158 OF)
I LOW STORAGE TEMPEMTURE -55 "C(-67 "F)
I HIGH STORAGE TEMPERATURE +85 "C (+185 O F )
I ALTITUDE 16 800 rn (55 000 ft)
I HUMIDITY 6.0 13
I SHOCK 7.0
I CRASH SAF'ETY Tested at 15 g (11 ms duration)
I EXPLOSION 9.0 El
I FUNGUS 13.0 X
I SAET SPRAY 14.0 X
I ICING 24.0 A

I Table 1-47.LHP-4000 and LHP-4001 Environmental Qualification Form.

~~
SECTION AND REV
I TEMPERATURE
I LOW OPERATING TEMPERATURE -40"C (-40OF)
1 HIGH OPERATING TEMPERATURE +70 "C (+158 "F)
I ALTITUDE 16 800 m (55 000 ft)
I HUMIDITY 6.0 B
I SHOCK 7.0
I EXPLOSION 9.0 El
I FUNGUS 13.0 X
I SALT SPRAY 14.0 X
I VOLTAGE S P I m CONDUCTED 17.0 A
I AUDIO FREQUENCY CONDUCTED SUSCEPTIBILITY 18,O Z
1 RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
1 RADIO FREQUENCY EMISSION 21.0 Z

I ICING 24.0 A

I Table 1-48. MDC-4000Environmental Qualification Form,
SECTION AND REV
EQUIPMENT QUALIFICATIONS CATE-
GORIES OF CONDUCTED TESTS

I TEMPERATURE
I LOW OPERATING TEMPERATURE -40 "C(-40"F)
I HIGH OPERATING TEMPERATURE +70 "C (+E8O F )
I LOW STORAGE TEMPERATURE -55 "C(-67 "F)
I ALTITUDE 16 800 m (55 000 R)
I HUMIDITY 6.0 B
I SHOCK 7.0
I EXPLOSION 9.0 El
I FUNGUS 13.0 X
I SALT SPRAY 14.0 X
I VOLTAGE SPIKF: CONDUCTED 17.0 A
I AUDIO FREQUENCY CONDUCTED SUSCEF'TIBILITY 18.0 Z

I ICING 24.0 A

Table 1-49.MSP-850A Environmental Qualification Form.

________~


TEMPERATURE
HIGH OPERATING TEMPERATURE e70 "C ( + E 8 "F)

ALTITUDE 16 800 m (55 000 R)

HUMIDITY 6.0 3
SHOCK 7*0

EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPRAY 14.0 X


aeneral informafion523-0775808
Table 1-50. PWR-851A Environmental Qualification Form.


TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C (+I58 OF)
AILTITUDE 16 800 m (55 000 Et)

HUMIDITY 6.0 B
SHOCK 7.0
CRASH S M E W Tested at 15 g (11ms duration)
VIBWTION 8.0 C, L, and M
EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPFWY 14.0 X


INDUCED SIGNAL SUSCEPTIBILITY 19,o z
RADIO FREQUENCY EMISSION 21.0 2

ICING 24.0 A

Table 1-51. PWR-4000Environmental Qualification Form.

I
SECTION AND REV

I TEMPERATURE
I HIGH OPEMTING TEMPERATURE +70 "C (+158OF)
I LOW STOMGE TEMPEMTURE -55 "C(-67 O F )
I HIGH STORAGE TEMPERATURE +85 "C(+185 "F)
I ALTITUDE 16 800 m (55 000 f%)
I HUMIDITY 6.0 B
I SHOCK 7.0
I EXPLOSION 9.0 El
I FUNGUS 13.0 X
I SALT SPRAY 14.0 X

I INDUCED SIGN& SUSCEPTIBILITY 19.0 z

1 RADIO FREQUENCY SUSCEPTIBILITY 20.0 w
I ICING 24.0 A

Table 1-52.RAC-870 Environmental Qualification Form.

~

TEMPERATURE AND AILTITUDE 4.0 A2 and E l
TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C (-e158 O F )

ALTITUDE 21 300 m (70 000 R)
HUMIDITY 6.0 B
SHOCK 7.0

EXPLOSION 9.0 E
FUNGUS 13.0 X
SALT SPRAY 14.0 X

Table 1-53. RTA-844 and RTA-854 Environmental Qualification Form.
_ _ _ _ _ _ _ _ _

TEMPEFWWRE AND ALTITUDE 4.0 F2
TEMPERATURE
LOW OPERATING TEMPEFtATURE -55 "C(-67 OF)
HIGH OPERATING TEMPERATURE +70 "C(+158 O F )

LOW STORAGE TEMPERATURE -55 " C (-67 O F )
HIGH STORAGE TEMPERATURE +85 "C(+185 O F )

ALTITUDE 16 800 m (55 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0

VIBRATION 8.0 J
EXPLOSION 9*0 El
FLUIDS SUSCEFTIBILITY 11.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X

Table 1-54. RTU-870A Environmental Qualification Form.


TEMPERATURE
LOW OPERATING TEMPERJTURE -20 "C (-4 "F)
HIGH OPERATING TEMPEMTURE +70 "C ( + E 8"F)

HIGH STORAGE TEMPERATURE +85 "C (+I85 OF)
ALTITUDE 16 800 m (55 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0

VIBRATION 8.0 P,K,andS
EXPLOSION 9.0 E

FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15,O 2


Table 1-55. RTU-870T Environmental Qualification Form.


TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C ( + E 8 "F)

ALTITUDE 16 800 m (55 000 R)

HUMIDITY 6.0 B
SHOCK 7.0

VIBRATION 8.0 B, M, and N
EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPRAY 14.0 X
M I 0 FREQUENCY SUSCEPTIBILITY 20.0 V

ICING 24.0 X

.aeneral ki-formation 523-0775808
Table 1-56. SDD-640 and SDD-64OAEnvironmental Qualification Form.

TEMPERATURE AND AETITUDE 4.0 F2
TEMPERATURE
LOW OPERATING TEMPERATURE -55 "C(-67 O F )
HIGH OPERKTING TEMPERATURE +70 "C (+158 O F )

HIGH STORAGE TEMPEMTURE +85 "C (+185"F)
ALTITUDE 16 800 m (55 000 ft)
TEMPERATURE VARIATION 5.0 3
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested a t 6 g peak
CRASH SAFETY Tested a t 15 g (11ms duration)
VIBRATION 8.0 JandY
EXPLOSION 9.0 El
FUNGUS 13.0 X
SAET SPRA'Y 14.0 X

general inf o r m a t h 523-0775808
Table 1-57. SDU-64OA and SDU-64OB Environmental Qualification Form.

TEMPERATURE AND ALTITUDE 4.0 A2 and D1

TEMPEMTURE
LOW OPERATING TEMPERATURE -20 "C (-4O F )
HIGH OPEFLATING TEMPERATURE +70 "C (+158OF)
HIGH STORAGE TEMPERATURE +85 "C (+E35 O F )
ALTITUDE 15 200 m (50 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0

EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT S P M Y 14.0 X

Table 1-58.SIA-850 Environmental Qualification Form.

TEMPERATURE AND &TITUDE 4.0 F2
TEMPERATURE
LOW OPERATING TEMPEMTURE -55 "C (-67 O F )
HIGH STOMGE TEMPERATURE +85 "C (-1-185O F )
ALTITUDE 16 800 m (55 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0

VIBRATION 8.0 JandY
EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPRAY 14.0 X
POWER INPUT 16.0 €3 and Z


Table 1-59. SMT-85B and SMT85G Environmental Qualification Form.


TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C (+E8"F)
HIGH STORAGE TEMPERATURE +85 "C (+185OF)
ALTITUDE 16 800 m (55000 ft)
HUMIDITY 6.0 B
SHOCK 7.0

VIBFLATION 8.0 Randy
EXPLOSION 9.0 X
FUNGUS 13.0
SALT SPRAY 14.0
MGGNETIC EFFECT 15.0

POWER INPUT 16.0
VOLTAGE SPIKF: CONDUCTED 17.0
AUDIO FREQUENCY SUSCEPTIBILITY 18.0
ELECTROMAGNETIC COMPATIBILITY 19.0. X

Table 1-60. SMT-87B Environmental Qualification Form.
CONDITIONS DO-16OC EQUIPMENT QUALIFICATIONS

TEMPERATURE
HIGH STOFWGE TEMPERATURE +85 "C (+185 O F )
HUMIDITY 6.0 B
SHOCK 7.0
VIBRATION 8.0 E and T
EXPLOSION 9.0 X
WATERPROOFNESS 10.0 w
FLUIDS SUSCEPTIBILITY 11,o F
FUNGUS 13.0 X
SALT SPRAY 14.0 X
POWER INPUT 16.0 X
VOLTAGE SPIKE CONDUCTED 17.0 X
AUDIO FREQUENCY CONDUCTED SUSCEPTIBILITY 18,O X
INDUCED SIGNAL SUSCEPTIBILITY 19.0 X
RADIO FREQUENCY SUSCEPTIBILITY 20.0 X
RADIO FREQUENCY EMISSION 21.0 X
LIGHTNING INDUCED SUSCEF'TIBILITY 22.0 X
ICING 24.0 B

Table 1-61. SVO-85B and SVO-85C Environmental Qualification Form.

TEMPERATURE
HIGH OPERATING TEMPERATURE OF)
+70 "C (-1-158
ALTITUDE 16 800 m (55 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0
OPEMTIONAI, Tested at 6 g peak

VIBRATION 8.0 Randy
EXPLOSION 9.0 E
FUNGUS 13.0 X
SALT SPRAY 14.0 X
VOLTAGE SPIKE: CONDUCTED 17.0 A
ELECTROMAGNETIC COMFATIBXLITY 19.0 2

aeneral information523-0775808
Table 1-62. TDR-90Environmental QualificationForm.
CONDITIONS DO-138 EQUIPMENT QUALIFICATIONS

TEMPERATURE AND ALTITUDE 4.0 AandD
TEMPERATURE
LOW STORAGE TEMPERATURE - (not applicable)

HIGH STORAGE TEMPERATURE - (not applicable)
ALTITUDE 13 716 m (45 000 ft)
HUMIDITY 5.0 A
SHOCK 6.0

VIBRATION 7.0 J and N (GI
RADIO FREQUENCY EMISSION A
EXPLOSION 14.0 E
FUNGUS 18.0 X
SALT SPRAY 19.0 X

Table 1-63. TDR-94 Environmental Qualification Form.
CONDITIONS DO-160'3 EQUIPMENT QUALIFICATIONS

TEMPERATURE
LOW OPEMTING TEMPERATURE -55 "C (-67O F )

LOW STORAGE TEMPEaATURE -55 "C (-67 O F )
HIGH STORAGE TEMPERATURE +85 "C (t185 O F )
ALTITUDE 21 300 m (70 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0
CIRASH SAFETY Tested at 15 g (11ms duration)
EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPMY 14.0 X
POWER INPUT 16.0 Z
INDUCED SIGNAL, SUSCEPTIBILITY 19.0 z


9 8
Table 1-64. TDR-94D Environmental Qualification Form.
CONDITIONS DO-160B EQUIPMENT QUALJFICATIONS

TEMPEMTURE AND ACTITUDE 4.0 A2 and E l

TEMPEMTURE
HIGH OPERATING TEMPERATURE +70 "C(+158 OF)

HIGH STORAGE TEMPERATURE +85 "C(+185OF)

ALTITUDE 21 300 m (70 000 ft)
TEMPERATURE VAFUATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0

EXPLOSION 9.0 El
FUNGUS 13.0 X
SALT SPRAY 14.0 X
POWER INPUT 16.0 Z

INDUCED SIGNAL, SUSCEPTIBILITY 19.0 z

LIGHTNING INDUCED SUSCEPTIBILITY 22.0 LLK

Table 1-65. TRE-920 Environmental QualificationForm.

TEMPERATURE AND ALTITUDE 4.0 D2

TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C (1-158O F )
LOW STOFLAGE TEMPERATURE -55 "C (-67 "F)

A1LTITUDE 15 200 m (50 000 ft)
TEMPERATURE VARIATION 5.0 A

HUMIDITY 6.0 B
SHOCK 7.0

VI3RATION 8.0 J and Y
EXPLOSION 9.0 X
FLUIDS SUSCEPTIBILITY 11.0 F
SAND AND DUST 12.0 D
FUNGUS 13.0 F
SALT SPRAY 14.0 S

POWER INPUT 16.0 x
VOLTAGE SPIKF, CONDUCTED 17.0 X
AUDIO FREQUENCY CONDUCTED SUSCEPTIBILITY 18.0 X
INDUCED SIGNAL SUSCEPTIBILITY 19.0 X
RADIO FREQUENCY SUSCEPTIBILITY 20.0 X
RADIO FREQUENCY EMISSION 21,o X

Table 1-66. TTR-920Environmental Qualification Form.

TEMPERATURE
HIGH OPERATING TEMPERATURE +70 " C (+158"F)
LOW STORAGE TEMPERATURE -55 " C (-67 "F)

ALTITUDE 15 200 rn (50 000 f!t)

TEMPERATURE VARIATION 5.0 C
HUMIDITY 6.0 A
SHOCK 7.0

EXPLOSION 9.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
POWER INPUT 16.0 A

Table 1-67. VHF-422AEnvironmental Qualification Form.

TEMPERATURE AND ALTITUDE 4.0 A2 and El

TEMPERATURE
LOW OPEFWTING TEMPERATURE -55 "C (-67 "F)
HIGH OPEMTING TEMPERATURE +70 "C (+158 O F )


HUMIDITY 6.0 B
SHOCK 7.0

EXPLOSION 9.0 E
FUNGUS 13.0 X
SALT SPRAY 14.0 X

Table 1-68. VIR-432Environmental Qualification Form.
CONDITIONS D0-160A EQUIPMENT QUALIFICATIONS

TEMPERATURE AND ALTITUDE 4.0 A2 and El

TEMPERATURE
LOW OPERATING TEMPEWTURE -55 "C (-67 O F )
HIGH OPERATING TEMPERATURE +70 "C (+158"F)
HIGH STORAGE TEMPERATURE +85 "C(+185"F)
ALTITUDE 21 300 m (70 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0
VIBRATION 8.0 JandY
EXFLOSION 9.0 E
FLUIDS SUSCEPTIBILITY 11.0
SAND AND DUST 12.0
FUNGUS 13.0
~ SALTSPRAY 14.0
~ MAGNETIC EFFECT 15.0 z

AUDIO FREQUENCY SUSCEPTIBILITY 18.0 2

Table 1-69. Associated Equipment.
COLLINS
EQUIPMENT PART NUM3ER DESCRIPTION
~~ ~
IMT-871 622-9430-002 Mounting tray (with HIRF filter) for the EFD-871 and MFD-871
MMT-150 622-9672-001 M ATR mount for the TDR-94/94D
NA 827-1717-001 Dual mount adapter that holds the TDR-90 and CAD-870 units,
and installs directly into the piggyback TDR-94 mount.
UMT-11 622-5211-003 1/4 ATR mount for the SDD-640( ) and DAU-650
UMT-12 622-5212-003 3/8 ATR mount for the VHF-422A, VIR-432, ADF-462, and
ALT-55B
UMT-13 622-5213-003 sf! ATR mount for the ADC-850( ) and DME-442
NA 827-1385-001 HIRF adapter for ADC-850mount (not required for ADC-850D)

UMT-16C 622-9842-001/-002 M ATR AHC mount (with HIRF filter) for the AHC-85E(-002)
UMT-16A 622-8304-400 VZ ATR mount for the AHC-85E (-400)

NA 653-9015-001 Mounting tray for the RAC-870
NA 653-9015-002 Mounting tray for the STA-850
SMT-85B or 622-5029-10I./- 111 2-inch capstan mount for the SVO-85B aileron servo
SMT-87B 822-0260-001
SMT-85C 622-6718-101 2-inch capstan mount for the SVO-85C elevator and rudder
servos
VLF-MT 270-1306-030 Mounting tray for the CMA-764( 1

Table 1-70. Abbreuiations,Acronyms, and Mnemonics.
TERM MEANING
A Aileron
AAP Altitude awareness panel
ADAS Aircraft data acquisition system
ADC Air data computer
ADF Automatic direction finder or ADF receiver
AD1 Attitude director indicator
ADLP Airborne data link processor
ADM Air data module
ADS Air data system
ADV Advance
AFIS Automatic or Airborne flight information system
AHC Attitude heading computer
AHRS Attitude heading reference system
AHS Attitude heading system
AIL Aileron
ALI Altitude indicator
AET Altitude or radio altimeter
ALT SEL Altitude, preselect
AXTS Altitude select
AMs Avionics management system
ANT Antenna
AOA Angle of attack
AP Autopilot
APP Autopilot panel
APPR Approach
APU Auxiliary power unit
ARINC Aeronautical Radio Incorporated
ARP Airport reference point or air data reference panel
AS1 Airspeed indicator
ATC Air traffic control or automatic trim coupler
ATCRBS Air traffic control radar beacon system
ATT Attitude
AUT Automatic or autotune
B/C Back course (localizer)
BAR0 Barometric pressure
BAT Battery
BFO Beat frequency oscillator
BNK Bank
BOC Bottom of climb
BRG Bearing
BRT Brightness (stroke intensity control)
BZL Bezel
CAD Transponder tuning adapter
CAL Calibrate
CAP Capture
ccw Counter-clockwise
CDC Control display coupler
CDI
CDU

Table 1-70. Abbreviations, Acronyms, and Mnemonics.
TERM MEANING
CH Channel
CHP Course heading panel
CLM Climb
CLR Clear
CMA VLF/Omega receiver
COM Communication
COMM Communication
CONFIG Configuration
CPN Collins part number
CRS Course
CRT Cathode ray tube
csu Configuration strapping unit
CTL Control or COMIWNAV tuning unit
cw Continuous wave or clockwise
DA Drift angle
DAU Data acquisition unit
DBU Data base unit
DCP Display control panel
DEG Degree
DES Descend
DEST Destination
DEV Deviation
DH Decision height
DIR Direct
DIS Distance
DISC Disconnect
DISP Display
DIST Distance
DME Distance measuring equipment or DME transceiver
DME HLD DME hold
DMU Data management unit
DN Down
DR Dead reckoning
DSABL Disable
DSDD Double-sided double-density
DSPL Display
E Elevator
EFD Electronic flight display
EFIS Electronic flight instrument system
EGT Exhaust gas temperature
ELEV Elevator
EM Emergency channel
EMG Emergency
EM1 Electromagnetic interference
ENABL Enable
ENG Engage
ENT Enter
ET Elapsed time
ETA Estimated time of arrival

TERM MEANING
ETD Estimated time of departure
ETE Estimated time en route
FAR Federal aviation regulation
FCC Flight control computer
FCS Flight control system
FD Flight director
FDR Flight data recorder
FDU Flux detector unit
FL Flight level
FLT PLAN Flight plan
FMC Flight management computer
FMS Flight management system
FPA Flight path angle
FPLN Flight plan
FPM Feet per minute
FR From
G Gain
GA Go-around
GCS Ground clutter suppression
GMT Greenwich mean time
GND Ground
GND CLTR SPRS Ground clutter suppression
GPS Global position system
GS Glideslope or ground speed
H Hold or high-speed profile
HDG Heading
HF High frequency
HIRF High intensity radiated fields
HLD Hold
HPA Hecto Pascals
HST Horizontal situation indicator
UO Input/output
UPS Integrated Avionics Processor System
PAS Indicated airspeed
ICAO International civil aviation organization
ICC W S card cage
ICU Internal compensation unit
ID Ident
IDS Instrument display system
IDX Index
IEC U P S environmental controller
ILS Instrument landing system
IM Inner marker
IMT Instrument mounting tray
IN HG Inches of mercury
IOC Input/output concentrator
IRS Inertial reference system
ISA International standard atmosphere temperature
ITT Interstage turbine temperature

TERM MEANING
ITU International Telecommunications Union
WS Initial vertical speed
JS Joystick
KN Knots
L Left, number 1,ox pilot side
LADV Line advance
LAT Latitude
LCD Liquid crystal display
LG Leg
LHP LightningmIRF protector
LNAV Lateral navigation
LOC Localizer
LON Longitude
LRM Line replaceable module
LRN Long-range navigation
LRU Line replaceable unit
LTR Letter
LVL CHG Level change
M Mach
MAG Magnetic
MAN Manual
MB Marker beacon or millibars
MDA Minimum descent altitude
MDC Maintenance diagnostic computer
MEM Memory module
MFD Multifunction display
MGMT Management
MGP Microwave glidepath
MIC Microphone
MKR BCN Marker beacon
MLS Microwave landing system
MM Middle marker
MMO Mach, max operating
MN Menu
MOD Modified
MSG Message
MSI Mach speed indicator
MSP Mode select panel
MUX Multiplexer
N1 Engine gas compressor speed (engine pressure)
N2 Engine gas compressor speed (engine pressure)
NA Not applicable
NAV Navigation
NCD No computed data
ND Navigation display
NDB Nondirectional beacon
NEG Negative
NG Gas generator speed
NIU Nacelle interface unit

aenera1 information 523-0775808
Table I-70. Abbreviations, Acronyms, and Mnemonics.
TERM MEANING
*
NMI Nautical miles

NORM Normal
NP Propeller speed
NVI Nonvectored interrupt
NVM Nonvolatile memory
OBS Omni-bearing station
OM Outer marker
PFD Primary flight display
PIT Pitch
PMA Part manufacturing authorization
PMU Power management unit
POS Position (vertical scroll)
PPOS Present position
PRE Preset or preselect
PRI Primary
PRIM Primary
PTCH Pitch
ETPR Pointer or production test requirement
PWR IAF'S power supply or power
R Right, number 2, or copilot side; rudder
RA Radio altitude or TCAS Resolution Alert
RAC Radio altitude converter
RAD Radial
RAT Ram air temperature
RCL Recall
RDR Radar
REV Reversion
RMI Radio magnetic indicator
RMT Remote
ROL Roll
RPM Revolutions per minute
RPT Reporting altitude
RSS Radio sensor system
RT UHF COMM receiver transmitter
RTA Weather radar receiverhansmittedantenna
RTN Return
RTU Radio tune unit
RUT, Rudder
RVDT Rotary voltage differential transducer
RWY Runway
SAT Static air temperature
SDD Sensor display driver
SDI Source data indicator
SDU Sensor display unit
SEC Sector
SEL Select
SIA Signal interface adapter
SID Standard instrument departure
SMT Servo mounting tray

TERM MEANING
sov Shut off valve
SPD Airspeed
SQ Squelch
SSM Sign status matrix
STAB Stabilization or stabiIizer
STAR Standard terminal arrival route
STAT Status
STBY Standby
STC Sensitivity time control
STD Standard
svo Servo
SYNC Synchronize
SYS CTRL System control
T Tilt
TA TCAS Traffic Alert
TACAN Tactical air navigation
TAS True airspeed
TAT Total air temperature
TCAS Traffic Alert and Collision Avoidance System
TDR Transponder
TEMP Temperature
TFC Traffic
TGT Target
TK Track
TOGA Take off-go around
TOD Top of descent
TRE TCAS 11directional antenna
TRB Turbulence
TRK Track
TSO Technical standard order
TST Test
TTG Time to go
TTR TCAS I1 transmitter receiver
TURB Turbulence
TWR Turbulence weather radar
UART Universal asynchronous receiver/transmitter
UHF Ultra-high frequency
UMT Universal mounting tray
USTB Unstabilized
UTC Universal time coordinated
VI Takeoff decision reference airspeed
v
2 Takeoffsafety airspeed reference
VHF Very high frequency or VHF communications transceiver
VIR W F navigation receiver
VLF Very low frequency or VLF/Omega navigation receiver
VMO Airspeed, max operating
VNAV Vertical navigation
VNV Vertical navigation
VOR VHF omnirange

TERM MEANING
vi? Takeoff rotation reference airspeed
vs Stall airspeed
vs Vertical speed
VSI Vertical speed indicator
VSPDS Airspeed reference bugs
WPT Waypoint
wx Weather radar
WXP Weather radar panel
WXR Weather radar
XFR Transfer
XTK Crosstrack
YD Yaw damper

Appovmd by O M 0
UNITED STATES OF AMERICA 3mo-Qo40
FEDERAL COMMUlNlCATlONS COMMISSION Expiroo f l l l i S 4
So@below for plblic
bWdwr O O t i t M t .
APPLICATION FOR AIRCRAFT RADIO STATION LICENSE
Rudget, Office mf Informtion 4 AeguhWy Affairs, Papemwk Reduction Project (3060-00403, Weshington. M: 20503.
GENERAL INFORMATION
RULES AND REOULATIONS
Bofws pryrrivq this gpliution, r o f w to FCC Rules Pm-t 87, 'Aviation Swvices". ContrCt tho US. Govermmt Printing
Office. Washington. DC 20402. tol.phoncr (202) 783-3238 for th+ corroct p i c a
CORRECT FORM
ut0 FCC 404 to rppiy for:
.A nm station liceruo whul th. station &oud m aircrrft is first licmred or tha ownership of tha aircraft is chnged n d
ttw proviow ownu is not to continw as tho licsnsoe of tho station
.A moditiod rhtion licmro whrn th. licmtaa r d n s tho m e . but the opration is to be different from that provided in
tho Iitwc If tha licensee's nwrw or msiting addross chmger. notify the Commission by letter, tee FCC Rulsr, P r t 87.
To r0n.w your ticanso use FCC 405-8 which it normrlty sent to each licensee at the ~ d d f o s tof record rpproximrtdy 60
days priw to licenu oxpiration If you hwo not rocoivod FCC 405-8, you m y use FCC 404.
Do not use FCC 404 wh.n .pplying for trmsmittws or rdia froqueneier in rrdio services other thm the aviation services
(as, Anutou. Industrid) oven though t b r e flcilitior m y be p1rc.d r b o r d the +rcrrft. FCC 404 cannot be urod to file
for a Grwnd Radio Station L i c m o or Restricted Rdiotmlmphow Op.lator't Prrnrt
NUMBER OF APFLICATIONS
Submit a soprate P p l i u t i o n form for UCh aircraft and tor o.ch p 6 l o radio [tee COMPLETING THE APPLICATION. Item
141, d o s s Uu rppliutiorr is for a f l w t l i c m a Sea FCC Ruloi. P r t 87 for thoso digible fqr a tteet license.
FEES AND MAILING INSTRUCTfONS
Gch appticitiotl must be rccompniad by tingle check or momy ordw ply&le to th. FCC for the TOW Foe Oua Mail
your lpplicrtion md foa t# FEDERAL COMMUNICA'TlONS COMMISSlON, AVIATION AIRCRAFT SERVICE, P. 0. BOX
3~8280,PITTSBURGH, PA tr52si-s2sa
FEE EXEMPTIONS No feo is required for governrncmtd entitiosFoo oxrmpt applications should be mailed to:
FEDERAL CQMMUNKATIONS COMMISSION, 1270 FA1RFlEI.D ROAD, GETTYSBWIG, PA 17325-7245.
COMPLETlNG THE APPllCATlON

ITEM 1. Entor tho fogd rima of tho p r r o n or ontity inrwt tho nuns of the .trociation as it g p w t in the
applying for the Iicma. If y w 10 m individurl doing Articles of Association or By-law% If you . r m a
business in y o u own m. antor you full indiuidud m e , gov.mm?tai ontity, insort the m e o f th. Gavomment
(last nmcr, first m,rrd middlo initial). ontity W i n g jurisdiction of tho station
EXAMPLE Smith,JohnA €XAMPLE State of California City of Houston TX

It you 10 rn individual doing business under Ifirm or trdo County of Fairfax. VA
n m o (role proprietorship). entor both your nuno nd ttW
firm M trrd. nm(c
ITEMS 2-8. Enter I permanent miling address in the United
Statas to which the utharization md my future
EXAMPLE Doe+ John H DBA 00. Construction Ca carrespondeoce related to yow station is to be mulod
Do not *ply in the m e o f more thrn w individud, ITEM 7. Tho FAA rogistration number must bo ontorod on
rxcopt on beMf of a legrlly recognizad p r t w r s h i i If th. rgplicrtionr tubmittad for I new statim liconsa excopt
pplicrrt is a pxtnorthip. list tho n m o of the W thoro for which FAA rugisbation is not raquired or those
whore address appws in itorns 2 through 6. List th. for a fleet or port&le licensq. It exempt from FAA
other pwtnsrs in itom 15. If you 10 a membor of a registration. provide m explanation in itom 15. Whon a
prtrarrthip doing businass under I firm or compny m a . fleot or porthie license is involved. a control nrynbrr will
insort the full n w of ~ orch prtner having I\ interest in be usignod by the Commission When pplying for
the burinors n d tho firm or company trade nunc modification w renewal of n existing aircraft radio station
EXAMPLE Oor. J d n H & Doe. Richrd A DBA licontr, the FAA togistration number or the control number
rppcring on tho licenro must bo entered in itam 7.
Do0 Construction Cwnpny
It you W Q filing as I corporation insert tho o x r t m e of GOVERNMENTAL ENTmES ARE EXEMPT FROM FEE
tb cwporatipn as it -our in tho Artielor of REQWREMENTS AN0 SHOULD SKIP ITEMS 8 THROUGH
hwporrtlm If you I . n unincorpwated association 10 OF iM APPLlCAYlON
FCC 404 INSTRUCTIONS

SEPTEMBER 1991
(CONTINUED ON REVERSE)
Application For Aircraft Radio Station License (FCC 404)


COMPLETlNG Tm APPLICATION (COMIMJED)
m M & Ref* to tho Privat~ Radio Snvicos Foe Filing &lo to m y aircraft oxcopt those wdqhing
Guide for tho rpproprute Fee Type Code to sntw for this 12,500 pounds which I, used in wrying p . r s m g . r t or
Qplicatiorr c r g o for hira Do not upply far private aircraft f r o w i a s
i f th. aircraft fdb within th. k t t ~
E.~o~wY.
WEM 9. €nter the numbor of aircraft to bo licensed as th. AIR CARRIER Refor to P a 87 of th. Rular for specific
Foo Multiplt Normally. the Foo Multiplo will bo 1". unless frequencies av.il.bla
th. pplication is for a float licento, in which w 4 a you
must show the number of aircraft in the fleet lor a new DO NOT CHECK BOTH PRIVATE AIRCRAFT AIR
station license, or the number to be ddod i f pplication is CARRIER IN ITEM 14A
for 1 modification
FLIGHT TEST W OR VHF OR BOTH: Submit a s t r t o m t
ITEM 10. Refr to the Privato Rdio Sorvicos Foe Filing showing that th. q p l i u n t is a nunufxcturw of i r c r a f t OT
Guide to deterrninr tho too mount assocutad with tho Feo major aircraft compo~srts. Any request for VHF flight test
Typo Cod. in itom 8. Multiply tho foe rnount by tho Fmo frequencies must bo ucompaniod by AFTFlCC Coordinrtion
Multiple in itom 9. o n t r th. rotult in itwn IO. Foe Dua
Y o u check or m m y order should be for this mount We PORTABLE Submit stat.nrmt that it is nocossa+v for Ifm
will not r e o p t multipl& checks g p l i c r r t to movo tho transmitting .quiprn.rrt r b w d vrious
ITEM 11. Check only one block for the ppcopriatcr type of US. rrgirtwod aircraft. NOTE No liconro is requirod for a
qplicmt portrble rdio mod only . IJ back-up on m i r c r r f t which
hrt I rution liconscr.
tTEM 12. C h c k the rppropriate block for the purpose of
f i h Q this application, if f w a modification, briefly explain OTHER Spocify m y othor frequoncior you r.quir8 tM we
proposed modifications not rogulrly ~vailrblo for US. in accorbnca with th.
provisions of P r t 87 of tho Rulor E.ch request f w
ITEM 13. Indicate if pplication is for a fleet license. if 'Othor' froqu.nci01; must bo .ccompnid by J t W m t
'YES'. show the total number of aircraft for a new flaot showing th. need for assignment including r o f n m c a to m y
liconse. or show tho number of aircraft being &dad OT govornmentrl contracts which m y be invotvd md 8
delotad for I rnodificatim doscription of tho proposed UXL. Tho emirsian. power,
paints of cMmwniutiorl rrd IU of opnation *hould alto
be included in tha rtatwnant In corbin w o s , AFTRCC
ITEM 14. Check tho dssirod frequmcies based on tho Coodinstion is roquired
following informtiom
PRNATE AIRCRAFT: These frcrqumcier include thoro Application must bow an original rignahrr Failuo to
normrlly wril&le for air traffic control, m r o m t i c d sign #e application may result in dirrnirrrl of tho
advirwy,aeronwtid multicom. ground traffic control. md application and f o r h i t w o of r y fear p a i d
navigation Refu to Pwt 87 of the Rules for thm specific
frequencies wrilrblr, Private aircraft frequencies r e rrvzil- FCC 404 INSTRUCTIONS
UNITED STATES OF AMERICA

FEDERAL COMMUNlCATlONS COMMISSION
s.0 In8uuatioM for
TEMPORARY AIRCRAFT RADIO STATION prbllC buhn ..tinut..
OPERATING AUTHORITY
U t 0 this fwm if you wmt t.mporry opuating uthority whilo y o u rogukr ppliclrtion, FCC 404, is baing procosrod by th. FCC.
This utharity uthariras the use of Wntmittorr opnating on th. rp9ropriato frequ.rrcios littod h Pwt 87 o f Uw Commission's
W NOT us0 this form i f you Jr& haw II vdid aircraft station l i c m r a
00 NOT f w m when rmwving y o v &craft tic.n*a.
u ~ l rthis
DO NOT use this form if you arm applying for J ftort tieansa
DO NOT usa this form i f yw do not have m FAA Ragistration Nvnbw.
Nms of Applim Print or Type) Simturr of Appliunt
FAA Rsgittrution Number &$e as Trmporry Call Signl Me FCC 404 Wlrd
1 J
Your uRharity to o p w r t a yow Aircraft Radio Station 4s subject t o aII appllcabla law$, troattor and ragulrtionr and le
subject to tho right of control of the Govornmont of the United Stat.& T M s .uthority is d i d for 90 d y s from th. data
FCC 404 in mailed to tho FCC.
I YOU MUST POST THIS TEMPORARY OPERATING AUTHORITY ON BOAR0 Y O U I AIRCRAFT 1 FCC M - A
aw.rJr lael


%%r
e$.
-
Expkar 7/ 3 1/91
inrauctionr for
public krdm eninwtr UNITED STATES OF AMERICA
FEDERAL COMMUNICATIONS COMMISSION
FOR
FCC
USE
0N.Y
I
t
I APPLICATION FOR AIRCRAFT RADIO STATION LICENSE
5. STATE 6. ZIP CoI# 7. FAA STRATIO ON OR FCC CoNTRoC NUUBER

Uf FAA r.girtr.tion is not r.quir.d
for y w airwatt explain in i t m 15) N
8.FEETYPECOOE 9. FEE MULTIPLE 10. FEE WE MRFCCUSEONLY
i
s
I 13. IS APPLICATION FOR A FLEET LlcENw

A If moditying a floot liccmtr. give,t)w nunby of
B. If rpplyhg fw a naw' or Rl0djfi.d flaot license,
aircraft to ba
givm th. t o t l nunb.r of &Cf8ft
0MS UNO
0SIGNATURE DATE
1 fA#tlRE TO SIGN M1S APPLICATION MAY RESUT H MSMlSSAL OF THE APPLlUTloN AN0 FORFEfWE OF ANV FEES PUO.
Fcc ro1
SaQtumbar 1991

aeneral informa fion 523-0775808
RETURN ADDRESS
Sometimes it becomes necessary to return an application. Please print your name and mailing
address in the space provided below. By putting your name and address in this area, you will
enable the Commission to return quickly any application which needs correction or clarification.
r -l
L J
NOTICE TO INDIVIOUALS REQUIRE0 BY WE PRIVACY ACT OF 1974 AND THE PAPERWORK REDUCTION ACT OF 1980
Sections 301, 303, n d 308 of the Communications Act of 1934, . Imendad (licensing powers), uthorira the FCC
to request the information on this .pplication The purpose of the information is to dotermiw your eligibility for a
k e n s & Tha information will be used by FCC staff to evaluate the qplicrtion. to determine statim location, to provide
information for enforcement +Id rulerding proceedings n d to maintain a cwrent invantory of licensees No licente
cm be grntsd unless all information requested is provided All infornution provided in this form will ba #ilrbl# for
public inspection pwsumt to the Freedom of Information Act, 5 USC Section 552(3(33. Your responsa is rquired to
obtain this authorization
FCC 404
SeptHnbr 1931
Application For Aircrafi Radio Station License (FCC 404)

Figure 2-4 (Sheet 4 o f 4 )

Approved by OM3 FEDERAL COMMUNlCATlONS COMMl SS ION
3060.0049
Expires 5$31&4 RESTRICTED RADIOTELEPHONE OPERATOR PERMIT
See reverse lor
publlc burdsn astlmate
APPLICATION
See instnrcljonson revers. FEE PAYMENT REQUIRED 1 CFRTFY THAT;

Ican keep at least a rough written log.
0 Name (Lasl) (FhU (Middle Inillal) am familiar with the provisions of applicable treaties. taws. rules and
regulations governing the radio station which I will operate.
Ican speak and hear.
@ Address Number and Streel I am legally eligible for employment in the United States.
I need this permit because I intend to engage in international flights or
Cily Slate ZIP code voyages (Aviation & Marine Services only).
The statements made on this apptication and any attachments are
true to the best of my knowledge.
@ Fees By checking "Yes", the applicant certifies that he or she is not subject
to a denial of federal benefits, that includes FCC benefits, pursuant to
Section 5301 of the Anti-Drug Abuse Act of 1988,21 U.S. Code 862.
DOES APPLICANT SO CERTIFY? YES 0 NO 0
0 Signature Date
FEDERAL COMMUNICATIONS COMMISSION

I270 FAIRFIELD ROAD
GETIYSBURG PA 17325-7245
OFFICIALBUSINESS
-----____-------------------------------------------
UNITED STATES OF AMERICA I
FEDERAL COMMUNICATIONS COMMISSION II
r
I
RESTRICTED RADIOTELEPHONEOPERATOR PERMIT
Printor
+;:!&g:
I
Is authorized lo operale any radio station which m y be operated by a person 1
holding this dass of license. This permi! is issued in conformity with Paragraphs I
3454 and 3945 of the Radio Regulations,Geneva 1987, and is valid !or the l i b -
lime at the holder unkss suspended by the FCC. I
DETACH HERE Approved by OMB

3060-0049
FEDERAL COMMUNlCATlONS COMMISSION Explres 5 D l N
TEMPORARY RESTRICTED RADlOTELEPHONE OPERATOR PERMIT
If you need a Temporary Restricted Radiotelephone Operator Permit Read, Fill in the Blanks, and Sign:
while your applicationis being processed, do the following:
Complete Parts 7 and 2 of this form and mail to the FCC.
Complete this part of the form and keep it.
If you have done the above, you now hold a Temporary Restricted
Date FCC Form 753, Parts 1
Radiotelephone Operator Permit. and 2 mailed to the FCC
You must obey all applicablelaws, treaties, and regutations.
I Certify that:
The above informationis true.
This permit is valid for 60 days from the date Parts +
i have completedand signed FCC Form 753, Parts 1 and 2, and

1 and 2 of this form were mailed to the FCC.
mailed it to the FCC.
I have never had a license suspended or revoked by the FCC.
DO NOT MAIL THIS PART 3 OF THE FORM If you cannot certrfy to all of the above, you are not
IT IS YOUR TEMPORARY PERMIT eligible for a temporary permit
-- -_... - .
S1GNATURE DATE
FCC 753 PART 3, October 1993

Restricted Radiotelephone Operator Permit Application (FCC 753)
Figure 1-5 (Sheet 1 of21

IN STRUCTIONS
Complete Part 1, items 1 through 5, and Part 2, items 6 through 8. If NOTE: All U.S. citizens are considered, for the purposes of thls
y w need a temporary permit, complete and retain Part 3 of this form. application. to be legally eligible for empioyment in the United
States. If you are not a U.S. citizen, and you are not eligible for
See the Private Radio Bureau or Field Operations Bureau Fee Filing employment in the U S . . but you need an operator permit because:
Guide for the Fee Due to enter in item 3. You may also find this infor-
mation in FCC Fom 1070-R.Payment must be in the form of a check 1. You hold an FAA pilot certificate and need to operate
or money order, payable to the FCC.Do not send cash. aircraft radio stations,
OR
2 , You hold an FCC radio station k e n s issued in your
Mail your application and payment to: name, and will use the permit for operation of that
particular station.
Federal Communications Commission
Restricted Permit then use FCC FORM 755 to apply for the permit, instead of this form.
P.0.Box 358295
Pittsburgh, PA 15251-5295 WILLFUL FALSE STATEMENTS MADE ON THIS FORM ARE PUNISH-
ABLE BY FINE AND/OR IMPRISiONMENT (US. CODE, TITLE 18. SEC-
Questions regarding this form may be directed to the FCCs Private TION 1001), AND/OR REVOCATION OF ANY STATION LICENSE OR
R a d i o B u r e a u , C o n s u m e r Assistance Branch, Gettysburg, CONSTRUCTION PERMIT (US. CODE. TITLE 47. SECTION 312(A)( I)),
Pennsylvania, at (717) 337-1212. AND/OR FORFEITURE (US.CODE, TITLE 47,SECTION 503).
The solicitation of personal information requested in this form is authorized

by the Communications Act of 1934, a s amended. The Commission
will use the information provided in this form to determine whether
grant of this application i s in the public interest. In reaching that deter-
mination, or for law enforcement purposes, it may be necessary to
refer personal information contained in this form lo another govern- I
1 TERMS AND CONDITIONS
ment agency. In addition, all information provided in this form, as well I
as the form itself, win be available for public inspection, If information It is your responsibility to know the laws, treaties, rules and regulations
requested o n h e form i s not provided, processing of the application I which wflent?ygovern any station you operate. Do not operate any radlo
may be delayed or the application may be returned without action pur- !I lransmilter unless such operation is authorized by a valid radio station
suant to Commission Rules. The foregoing notice is required by the license. Operation ot an unlicensed radio transmitter is a violation of
Sedion 301 of Ihe Communications Act ot 1934. as amended. and is pun-
Privacy Act of 1974, 5 U.S. C. Sec. 522a(8)(3).
; ishable by tine andlor iqrisonmenl.
I As a licensed radio operator. it is iliegat lor you 10:
I willlulty inledere with any radio communicationor signal.
! 4 t r a m i t fake or deceptive signals or communications by radio.
PubIc repofling burden tor this collection 01 information is estimaled to be 20 tabeiy ldenlify a radio station by transmitting a call sign which
mlnules per response, induding the time lor reviewing instruclions. searching I has not been assigned by proper authority to that station.
existing data sources, galhering and maintaining the data needed, and complel- transmit unidenlflied radio communicationsor signals.
II
Ing and reviewing the collection of Information. Send comments regarding this whnOul authorizalion. divulge. publish, of use far your benefit or
burden &hate, or any other asp- 01 ths cokdion of intormalion, including I the benetit of another not entitled hereto, !he existence. contents,
suggesllons lor redudng tke burden to Federal ComrnunicaIlons Commission. substance. purport, elled.or meaning ot any inletstate or toreign
Records Managemenl Division. AMD-PIRS, Washington. Dc 20554.and to the I communications by radio. other than transmissions intended lor tha
Onlw d Management and Budget. oflice of Inlomation and Regulatory Allain. use 01 the general public. transmissions relaling lo ships. aircralt,
Paperwork Reductbn Proled (3060-0049).Washington. Dc 20503. t vehicles. or persons in distress. or transmissions by an amateur
or dtizens band radio operator.
TERMS AND CONDITIONS

It is your responsibilityto know the laws, treaties, rules and regulations which currently govern any station you operate.
Do not operate any radio transmitter unless such operation is authorized by a valid radio station license. Operation of
an unlicensed radio transmitter is a violation of Section 301 of the Communications Act of 2934, as amended, and is
punishable by fine andor imprisonment.
As a licensed radio operator, it is itlegal for you to:
willfully interfere with any radio communication or signal.
transmit false or deceptive signals or communications by radio.
falsely identify a radio station by transmitting a call sign which has not been assigned by proper
authority to that station.
transmit unidentified radio communications or signals.
without authorization,divulge, publish, or use for your benefit or the benefit of another not entitled
hereto, the existence, contents, substance, purport, effect, or meaning of any interstate or foreign
communications by radio, other than transmissions intended for the use of the general public,
transmissions relating ta ships, aircraft, vehicles, or persons in distress, or transmissions by an amateur
or citizens band radio operator.
Restricted Radiotelephone Operator Permit Application (FCC 753)

Revised I 2 March 1997 1-114

AC 20-68B
DATE 8/8/80
ADVISORY CIRCULAR
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
Washington, D.C.
RECOMMENDED RADIATION SAFETY PRECAUTIONS FOR GROUND OPERATION

subject: OF AIRBORNE WEATHER RADAR
1. PURPOSE. This circular sets f o r t h recommended radiation safety
precautions to be taken by personnel when operating afrborne weather radar on
the ground.
2* CANCELLATION. AC 20-68A, dated April 11, 1975, is canceled.
3. RELATED READING MATERIAL.
a. Barnes and Taylor, Radiation Hazards and Protection (London: George

Newnes Limited, 1963), p. 211.
b. U.S, Department of Health, Education and Welfare, Public Health

Service, Consumer Protection and Environmental Health Service, "Environmental
health microwaves, ultraviolet r a d i a t i o n and r a d i a t i o n from lasers and
television receivers -
An Annotated Bibliography," FS 2*300: RH-35,
Washington, U. S. Government Printing Off ice , pp. 56-57.
C. Mumford, W. W. , "Some technical aspects of microwave r a d i a t i o n

hazards )'' Proceedings of the IRE, Washington, U. S. Government Printing
Office, February 1961, pp. 427-447.
4. BACKGROUND. Dangers from ground operation of airborne weather radar

include the p o s s i b i l i t y of human body damage and i g n i t i o n of combustible
materials by radiated energy. Low t o l e r a n c e parts of the body include the
eyes and t e s t e s .
5. PRECAUTIONS. Management and supervisory personnel should establish

procedures f o r advising personnel of dangers from operating a i r b o r n e weather
radars on the ground. Precautionary signs should be displayed in affected
areas t o a l e r t personnel of ground testing.
a. General.
(1) Airborne weather radar should be operated on t h e ground only by
qualified personnel.
Initiated by: f;1"c)-512
FAA Advisory Circular 20-68B

AC 20-6813 8/8/80
(2) Installed airborne radar should n o t be operated while t h e

aircraft i s in a hangar or other enclosure unless the radar transmitter is
n o t operating, or the energy is d i r e c t e d toward an absorption shield which
dissipates the radio frequency energy. Otherwise, radiation within t h e
enclosure can be reflected throughout the area,
b. Body Damage. To prevent p o s s i b l e human body damage, t h e following

precautions should be. taken:
(1) Personnel should never stand nearby and in front of a radar

antenna which is transmitting. When t h e antenna i s not scanning, the danger
increases.
(2) A recommended safe distance from o p e r a t i n g airborne weather

radars should be established. A safe distance can be determined by using the
equations in Appendfx 1. or the graphs of figures 1 and 2. This criterion is
now accepted by many industrial organizations and i s based on limiting
exposure of humans t o an average power d e n s i t y not greater than 10 milliwatts
per square centlmeter.
( 3 ) Personnel should be advised to avoid the end of an open

waveguide unless the radar is turned o f f .
( 4 ) Personnel should be advised to avoid looking i n t o a waveguide,

or i n t o the open end of a coaxial connector or line connector tu a radar
transmitter output, as severe eye damage may result.
( f ) Personnel should be advised that when high power radar

transmittera are operated out of their protective cases, X-rays may be
emitted. Stray X-rays may emanate from the glass envelope type pulser,
o s c i l l a t o r , clipper, or rectifier tubes, as we11 as magnetrons.
C. Combustible Materials. To prevent p o s s i b l e f u e l ignition, an

installed airborne weather "radar should not be operated while an a i r c r a f t
is being refueled or defueled.
Director of Aitworthinesa
Par 5
F M Advisory Circular 20-68B

8/8/80 AC 20-68B
Appendix 1
APPENDXX 1.SAFE DISTANCE DETERMINATION
The f o b w i n g information can be used in establishing a minimum safe distance
from the antenna for personnel near an operating airborne weather radar, Aa
applicable graph is shown in figure 1.
1. NEAR FI&D/FAR FIELD INTERSECTION, The distance t o the near field/far
f i e i d "intersectioncan be computed by:
Ri = SA
81r
where Ri - Intersection distance from the antenna (in meters)
= Wave length (in meters)
G = Antenna gain
2, DISTFCE TO 10 mw/cm2 SAFE LIMIT. For a far f i e l d power density of
10 mw/cmL, the distance (in meters) from the antenna may be calculated by:
where = The minimum safe distance in meters.

P = Transmitted average power in watts.
G = Antenna gain
An applicable graph i s shown in figure 2.
3. PROCEDURES. The above formulas or the graphs of figures 1 and 2 may be

used to determine the minimum safe distance. In either case the following
procedures apply:
a. Determine the distance (Ri) to the near ffeld/far f i e l d intersection

(paragraph I),
b e Determine the distance (Rs) to 10 mw/cm2 power density (paragraph 2).

C. If the distance (Rs) determined in 3b above is less than (Ri) found
in 3 a above, use distance (Ri) as the minimum safe distance.
d. If the distance (R,) determined in 3b above is greater than (Ri)

found in 3a above, use distance (R,) as the minimum safe distance.
1
Figure 1-6 (Sheet 3 of 61

AC 20-688 8/8/80
Appendix 1
4. EXAMPLE
a. -
Data. The following is typical data f o r an airborne weather radar.
Antenna Diameter 22 inches = 56 cm

Transmitter Frequency : 9375 + 30 MHz
Wave Length 3.2 ci
Pulse Length 1.5 microseconds (search)
Pulse R e p e t i t i o n .. 400 Hz
Peak Power 40 kilowatts
Average Power & 24 w a t t s (search)
Antenna Gain 1000 (30db)
b Calculations
(1) Distance (Rd) to the near field/far f i e l d intersection.
Ri = L A
8.rr
-
1000 x 0.032
8.rr
= 1.27 meters = 4.2*feet
(2) Distance (R,) t o 10 mw/cmz safe limit.
-
= JGP/400rr
h 0 0 0 x 24/400~
= 4.33 meters = 1 4 . 3 feet
The distance ( b )is greater than (Ri), therefore, t h e minimum safe distance
is 14.3 f e e t .


8/8/80 Appendix 1
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AC 20168B general information 523-0775808
Appendix I 8/8/8r;
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l+U.S. GOVERkMENT PRINTING OFF'ICEt 1980-31 $ - 5 4 6 / 2 7 8


AC NO: 43-14
2/24/77
ADVISORY
CIRCULAR
DEPARTMENT OF TRAWSPORTATIOW
FEDERAL AVIATION AQMIWISTRATION
I, P~JRPOSE, This advisory circular provides guidance material useful t o

repair facilities in the maintenance of weather radar radomes.
2,
ate -came ed .
CANCELLATION, AC 43-202, dated 6/11/65* and AC 90-20, dated 11/12/64,
3, GENERAL. A radome i s 6, covering whose primary purpose is t o protect a

radar antenna from the elements. It is a part of the airframe and,
thertfare,should have certain physical as well as electrical properties.
Physically, a rad- should be strong enough t o withstand the airloads
that it will encounter and i t should be contoured t o minimize drag.
These proptrtias vary with the shape, design speed, and s i z e of the
airplane on which i t is t o be installed. E l e c t r i c a l l y , a radome should
pernit the passage of the radar's transmitted signals and return echoes
with minimum distortion and absorption. I n order t o do t h € a , i t should
have a csrtaia electrical thickness. The electrical thickness of a
radome is related to the physical thickness, operating frequency, and the
types of material and construction used. This relationship i s defined by
a numbcr of complex mathemsticaL equations which are o f interest only t o
radome design engineers. These equations show t h a t , f o r given physical
proparties,a radome should have a certain electrical thickness for a
certain natruw range of operating frequencies. (This is the reason why
C-band radomes w i l . 1 not gfvc o p t h a m performance with X-band radars and
vice versa,) Also, a very -11 variation in physfcal thickness may cause
a simble variation in electrical thickness. Radar efficiency, deflnftion,
and accuracy of display depend upon a clear, nondistorted, reflecthn-free
antenna view through the rsdcme. Consequently, a radome should be
precisely b u i l t for optimum performance.
4. RADOME CHARACTERISTICS. There a t e two general types of radomes, the

nthin wall" and "sandwich" types. Thin wall radomes are considered t o be
thin relative t o the wavelength of the radar. They are generally useful
when the rrdar frequency i s low enough t o permit a skin thickness which
wfll s a t l s f y the structural requirements. Sandwich radomes consfst of two
FAA Advisory Circular 43-14


AC 43-14 2 / 2 4 177
or more p l a s t i c skins separated by a dielectric core. The core m y

consist of honeycomb p l a s t i c sections, hollow f l u t e s , or faam p l a s t i c .
The dielectric and separation of the s k i n s will depend upon the wave-
length of the radar frequency or frequencies.
5. RADOME DAMAGE, Probably the most frequent damage to radomes is hales in
the structure caused by static discharges. These can be large holes that
are readily apparent, or small p i n holes that a r e a l m o s t imperceptible.
Any hole, regardless of size, can cause major hamage t o a radome since
inoisture can e n t e r the radome wall and cause internal delamination. If
the moisture freezes, more serious damage may occur. If enough moisture
collects, the radiation pattern will be distorted and the transmitted-
signals and return echoes seriously attenuated. Ram a i r through hole
can delaminate and break the inner surface of the radome and result in
separation o f the skins or f a c e s , o f the material from the core, weakening
the radome structure. Other types of damage are c h a r a c t e r i z e d as d e n t s
and scratches caused by impact w i t h stones and b i r d s and improper
handling of the radome when it is removed for maintenance o f the radar
antenna. This t y p e of damage i s easily found by inspection.
6. MAINTENANCE.
a. High performance radar radomes a r e very precisely constructed and

sometimes the s l i g h t e s t change in their p h y s i c a l characteristics,
such as excessive l a y e r s of. paint, can adversely a f f e c t radar system
performance. A l l repairs t o radomes, no matter how minor, should
r e t u r n the radome to its original o r properly altered condition,
both electrically and structurally, The performance of
proper maintenance t o precision radomes requires s p e c i a l knowledge
and techniques and the use of proper tools and materials. An
improper minor repair can eventually lead t o an expensive major
repair. A radome having undergone major repairs should be tested to
ascertain t h a t i t s electrical properties have not been impaired,
The t e s t i n g of radomes requires t e s t equipment that u s u a l l y is found
only in repair f a c i l i t i e s specializing in radome maintenance. Even
minor repairs may a f f e c t one o r a11 of the following:
Transmissivity. Which i s the ability of a radome t o pass radar

energy through i t .
Reflection. Which is the return or reflection o f the outguing

radar energy from the radome back i n t o the antenna and waveguide
system.
Diffraction. Which i s the bending of the radar energy 8 s it

passes through the radome.
b. These e l e c t r i c a l p r o p e r t i e s , when a l t e r e d by improper repair, m y

cause loss of signal, distortion and displacement of targets, and
can c l u t t e r the d i s p l a y to obscure the target, Poor radome
Page 2 Par 4

Figure 1- 7 (Sheet 2 of 4)

2/24/77 AC 43-14
electrical performance can produce numerous problems which may

appear t o be symptoms of deficiencies in other units of the radar
system. The following arc examples of improper repair:
Use of wrong materials - not compatible w i t h original radome

materia 1s.
Patches of d i f f e r e n t thickness.
Poor fabrication techniques.
Nanvoid-free patches.
Repairs overlapping.
Holes plugged with resin, screws, metal, wood, and p l a s t i c

pLugs.
Cuts or cracks simply coated w i t h resin.
Tape (including electrical tape) over hole or crack and

covered w i t h r e s i n .
Oversize patches.
TOO much or t o o l i t t l e resin.
Exterior c o a t i n g s t o o many c o a t s , too thick, uneven

thickness - metallic base p a i n t s .
Filled honeycomb cells,
Repairs made without removing moisture or moisture contamina-

tfon from i n s i d e of radome w a l l .
Abrupt changes in cross-sectional areas,
Patches p r o j e c t i n g above outside c o n t o u r lines.
Improper c u r e .
Wrong s i z e cells O T d e n s i t y o f honeycomb.
Excessive overlap in honeycomb j o i n t s ,
Poor bonding of skin to core.
a p s In honeycomb core.
Prr 6 FAA Advisory Circular 43-14 Page 3

Figure 1-76Fh.et3 ~$4)

AC 43-14 2/24/77
7, RECOMMENDATION. Both the physical and electrical properties of radomes

should b& given careful consideration during repalr operations. These
properties are carefully controlled during manufacture and should not be
a1tcred by improper rcpai f a .
4 . a A.' F E W S E
i Acting Director, Flight Standards Service

Egure 1-7(Sheef4 of 4)

1523-0775809-004f 18
4th Edition. 72 March 1997
g!!!!! Rockwe11 Avionics & Communications

Collins
Beechjet 400A
Avionics System
operation
list of illustrations
Figure Puge
3-1 AAP-850AltitudeAwarenessPanel .......................................................................... 2

3 -2 AAP-851 Altitude Awareness Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3-3 APP-85AutopilotPanel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3-4 AlZP-850AirDataReferencePanel ................................................................ ;. ........ 6
3-5 ARP-851AirDataReferencePanel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3-6 CDU-851 Control Display Unit ............................................................................. 10
3-7 CDU-860 Control Display Unit ............................................................................. 40
3-8 CDU-860A Control Display Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
3-9 CDU-5000 Control Display Unit ........................................................................... 102
3-10 CHP-850 Coursemeading Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
3-1 1 DBU-850, DBU-4000, and DBU-4100 Data Base Units ........................................................ 148
3-12 DCP-5000DisplayControlPaneI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
3-13 MFD-871 Multihnction Display (AMs-850) ................................................................. 152
3-14 MFD-871 Multihnction DispIay (AMs-5000) ................................................................ 172
3-15 MSP-850A Mode Select Panel ............................................................................ 192
3-16 ND Navigation Display .................................................................................. 198
3-17 PFD Primary Flight Display .............................................................................. 210
3-18 RTU-S7OA/TRadioTuningUnit ........................................................................... 224
3-19 SDU-640AA3 Sensor Display Unit ......................................................................... 236
3-20 Cockpitswitches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248

L
List of Effective Pages *The asterisk indicates pages changed, added, or deleted by the current change.
Page Issue
Title . . . . . . . . . . . . . . . . . . . 12 Mar 97
List of Effective Pages . . . . . 12 Mar 97
3-1t h m 3-251 . . . . . . . . .
+ 12 MEW97
3-252 Blank . . . . . . . . . .
+ 12 Mar 97
RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF

Record of Revisions REVISIONS, INSERT REVISED PAGES IN THE MANUAL, AND ENTER DATE
INSERTED AND INITIALS.
REV
NO I EVI3ION
I INSERTION
DATEBY
SB NUMBER
INCLUDED
REV
NO
1 REVISION
DATE
I INSERTION
DATE/BY
I SB NUMBER
INCLUDED
1st 25Apr90 -1 I None
2nd 15 JuI 92 None
3rd 30 Nov 94 None
4th 12 Mar 97 None
,
section I11
operation
3,l GENF,RAL FIGURE UNIT

3-1 AAP-850 Altitude Awareness Panel
This section shows the operating controls and dis- 3-2 AAP-851 Altitude Awareness Panel
plays available in the 3-tube and 4-tube configura- 3-3 APP-85 Autopilot Panel
tions of the Beechjet 400A Avionics System. Tables 3-4 ARP-850 Air Data Reference Panel
describe each control or display in sufficient detail so 3-5 ARP-851 Air Data Reference Panel
that the flight line technician can operate the equip- 3-6 CDU-851 Control Display Unit
ment and troubleshoot the complete system. 3-7 CDU-860 Control Display Unit
3-8 CDU-860A Control Display Unit
Note that this section is not intended t o be a pilot's I 3-9 CDU-5000 Control Display Unit
guide, but is written to provide a basic knowledge 3-10 CHP-850 CoursdHeading Panel
I
and understanding of operating procedures for this 3-11 DBU-850 Data Base Unit
aircraft. 3-11 DBU-4000 Data Base Unit
3-11 DBU-4100 Data Base Unit
3.2 CONTROLS AND DISPLAYS 3-12 DCP-5000 Display Control Panel
3-13 MFD-87 1Multifunction Display
Figures 3-1 through 3-19 show the controls and dis- 3-15 MSP-850A Mode Select Panel
plays of each avionics LRU located in the cockpit. 3-16 ND Navigation Display
Figure 3-20 shows aircraft reversion panel and 3-17 PFD Primary Flight Display
cockpit controls that directly relate to the operation 3-18 RTU-870NT Radio Tuning Unit
of the avionics system. Associated tables describe 3-19 SDU-640A/B Sensor Display Unit
each control or display. 3-20 Cockpit Switches

meration 523-0775809
RA EST BUTTON RPT/MDA SELECT SWITCH
CGO-0229- 01- AC- 1
AAP-8.70 Altitude Awareness Panel, Controls

Figure 3-I
Table 3-1. AAP-850 Altitude Awareness Panel, Controls.
CONTROL FUNCTION/DESCRIPTION
DH display odoff switch Push this center switch to alternately select and deselect the decision height display(s)on the
PFD.
Decision height digitally displays and may also display as an analog bar.
DH SET knob Turn the DH SET knob to select the decision height display(s1 on the PFD and change the
decision height value. Clockwise rotation increases the decision height.
RA TEST button Push and hold the RA TEST button to initiate the radio altimeter self-test function. The radio
altitude indication on the PFD should change t o 50 feet.
RPT/MDA select switch The RPT/MDA toggle switch selects the function of the right SET knob and switch. Raise the
RPTMDA switch to select the reporting altitude (RPTj function. Lower the RF'TMDA switch to
select the minimum descent altitude (MDA)function.
RPT (MDA) display o d o f f Push this center switch t o alternateIy select and deselect the reporting altitude (or minimum
switch descent altitude) display(s)on the PFD,,
The selected RPT or MDA altitude digitally displays. MDA also displays as a pointer on the
altitude tape.
RPT (MDA) SET knob Turn the SET knob t o select the RPT (or MDA) display(sj on the PFD and change the altitude
value (displayed in feet). Clockwise rotation increases the RPT (or MDA) altitude.

operation 523-0775809
RPT/MDA
SELECT SWITCH R A TEST BUTTON
\ DH DISPLAY
ON/OFF SWITCH
DH SET KNOB
RPT (MDA) DISPLAY

\
RPT (MDA)
ON/OFF SWITCH SET KNOB
CGO-1876-01-AC-1
AAP-8.51 Altitude Awareness Panel, Controls
Figure 3-2
Table 3-2. AAP-$51Altitude Awareness Panel, Controls.
DH display o d o f f switch Push this center switch to alternately select and deselect the decision height display(s1 on the
PFD.
Decision height digitally displays and may also display as an analog bar.
DH SET knob Turn the DH SET knob to select the decision height display(s)on the PFD and change the
decision height value. Clockwise rotation increases the decision height.
RA TEST button Push and hold the RA TEST button to initiate the radio altimeter self-test function. The radio
altitude indication on the PFD should change to 50 feet,
RPT/MDA select switch The RPT/MDA toggle switch selects the function of the left SET knob and switch. Lower the
RPT/MDA switch to select the reporting altitude (RPT) function. Raise the RPTMDA switch to
select the minimum descent altitude (MDA) function.
RPT (MDA) display o d o f f Push this center switch t o alternately select and deselect the reporting altitude (or minimum
switch descent altitude) display(s1on the PFD.
The selected RPT or MDA altitude digitally displays. MDA also displays as a pointer on the
altitude tape.
RPT (MDA) SET knob Turn the SET knob to select the RPT (or MDA) display(s)on the PFD and change the altitude
value (displayed in feet). Clockwise rotation increases the RPT (or MDA) altitude.

r AP XFR INDICATOR
TURB INDICATOR AP XFR BUTTON
1 \ I r
ENGAGED
A AP
DN
UP
7
I I I Collins
ENGAGE
yD 1 AP ENGAGE LEVER \
TURN KNOB LEVER
TURB BUTTON J
CGO-0221-01 -AC-1
APP-85 Autopilot Panel, Controls and Displays

Figure 3-3

Table 3-3. APP-85 Autopilot Panel, Controls and Displays.
CONTROL OR DISPLAY FUNCTION/DESCRIP"ION
YD engage lever Raise the YD lever to engage the yaw damper. The lever will remain engaged if FCC monitoring
does not detect any yaw damper or rudder boost faults. When engaged, the FCC computers
provide yaw damping and turn coordination. The PFD does not display any YD engage message.
Push the autopilot disconnect button ox manually lower the YD lever to disengage the yaw
damper; a mechanical interlock also disengages the autopilot. The yaw damper automatically
disengages if the FCC monitors detect a failure condition. The PFD displays a flashing yellow YD
annunciation after a yaw damper disengage; the annunciation becomes steady after 10 seconds.
Push the autopilot disengage button to cancel the YD disengage annunciation.
AP engage lever Raise the A p engage lever t o engage the autopilot; a mechanical interlock also engages the yaw
damper. The lever will remain engaged if FCC monitoring does not detect any autopilot faults.
When engaged, the autopilot flies flight director commands from the coupled side. The PFD
displays a green AI? + (coupled t o left side) or AP 4 (coupled to right side) annunciation when
engaged.
Push the autopilot disconnect button, the go-around button, or the manual trim switch, or
manually lower the AF' lever to disengage the autopilot. The autopilot automatically disengages
if the FCC autopilot monitors detect a failure condition. The PFD displays a flashing yellow AP
C (coupled to left side) or AP 4 (coupled to right side) annunciation after an autopilot disengage.
Push autopilot disengage or trim button to cancel flashing and aural disengage warnings.
Pitch wheel Turn the pitch wheel to apply a pitch "take command" t o the autopilot. Push the wheel forward
t o command pitch-down or backward t o command pitch-up. The amount of pitch rate command is
proportional to the amount of pitch wheel displacement from the center detent position. The
wheel is spring loaded to return to center detent, at which time the current pitch angle is held.
The pitch wheel is functional onIy when the autopilot is engaged. Turn the pitch wheel t o clear
any active vertical mode (except GS capture) and select pitch hold mode. In pitch hold mode, the
PFD dispIays a green PTCH annunciation.
Turn knob Turn the turn knob to apply a lateral "take command'' to the autopilot. Turn the knob clockwise
to command roll right or counterclockwiseto command roll left. The amount of rolI position
command is proportional to the amount of turn knob displacement from the center detent
position. The knob is not spring loaded and retains its position when released.
The turn knob is functional only when the autopiIot is engaged. Turn the turn knob to clear any
active lateral mode (except approach or LOC captures) and select roll hold mode. The PFD
displays a green ROLL annunciation.
AP XFR button Push the AP XFR button to alternately select and deselect autopilot transfer mode. Normally,
the autopilot flies flight guidance commands from the left side FCC, indicated by + annunciated
in white (autopilot disengaged) or by A p C annunciated in green (autopilot engaged). When AF'
XFR mode is selected, the autopilot flies flight guidance commands from the right side FCC,
indicated by + annunciated in white (autopilot disengaged) or by AP 4 annunciated in green
(autopilot engaged).
AP XFR indicator This indicator is in the A€' XFR button and lights when autopilot transfer is selected (right side
control).
TUX3 button Push the TURB button t o alternately seIect and deselect turbulence mode. When TURB mode is
selected, the FCC adapts autopilot gains for turbulent flight conditions. This mode automatically
clears when the autopilot is disengaged or at LOC capture.
TiJRB indicator This indicator is in the TURB button and lights when TURB mode is selected.

qperation 523-0775809
REFERENCE
ON/OFF ALTITUDE ALERT
VS REFERENCE S WI TCH CANCEL SWITCH 8 AROM ETR IC
KN08 CORRECTION
KNOB
IAS ALTITUDE
REFERENCE PRESELECT
KNOB KNOB
TEMPERATURE BAROMETR tC
SELECT CORRECTION
BUTTON FORMAT
AIRSPEED SELECT STANDARD BUTTON
BUTTON BAROMETRIC
CORRECT1ON
BUTTON
CGO-0807-01-AC-1
ARP-850 Air Data Reference Panel, Controls

Figure 3-4

Table 3-4. ARP-850 Air Rata Reference Panel, Controls.
Barometric correction knob Turn the outer BAR0 knob to change the amount of barometric pressure correction. Clockwise
rotation increases the bar0 pressure setting (displayed on PFD).
Altitude preselect knob Turn the inner ALT SEL knob to change the preselect altitude. Clockwise rotation increases the
preselect altitude (displayed on PFD).
Altitude alert cancel switch Push the center CANCEL switch to cancel altitude alerts (flashing displays). If no alerts exist,
push this switch to test the preselect aural warning system.
Barometric correction format Push the IN HGMB button to alternately select the barometric correction format as inches of
button mercury (IN HG) or millibars (MB).
Standard barometric Push the STD button to select standard barometric pressure correction (29.92 inches of mercury
correction button or 1013 millibars).
Temperature select button Push the TEMP button to select one of three (PFD) temperature display formats. Push the
button once to select SAT (static air temperature). Push the button again to display ISA
(international standard atmosphere temperature). After approximately 5 seconds, the display
reverts to RAT (ram air temperature).
VS reference knob If a VS reference displays in the FCS mode window of the PFD, turn the outer VS knob to change
the VS reference value. Clockwise rotation increases the VS reference.
Airspeed select button Push the VSPDS button t o alternately select one of four adjustable airspeed reference bugs.
These bugs represent the V1, VR,V2, and IAS reference airspeeds and display in the speed
reference fieldtable on the PFD.
After a reference is selected, turn the U S reference knob to change the airspeed value or push
the reference o d o f f switch t o enable/disable display of that airspeed bug (except the IAS bug).
These controls are described below.
IAS reference knob Turn the inner U S knob t o change the IAS (or selected V1, VR, or V2) airspeed reference value.
Clockwise rotation increases the airspeed reference. Refer to the description of the airspeed
select button above.
Reference onloff switch Push the center ON/OFF switch t o alternately enable or disable display of the selected V1, VR, or
V2 airspeed bug on the PFD. Note that the LAS bug display is not removable. Refer to the
description of the airspeed select button above.

B A ROMETR IC BAROMETRIC
CORRECTION CORRECTION
KNOB FORMAT SWITCH
vs ALTl TU DE
REFERENCE PRESELECT
KNOB KNOB
IAS ALTITUDE ALERT

REFERENCE CANCEL SWITCH
KNOB
/ I
REFERENCE’
ON /OFF
SWITCH /
AIRSPEED
I
STANDARD TEMPER A TU RE
SELECT E AROM ETR IC SELECT BUTTON
B U TTON CORRECTION
SWITCH
-
CGO- 1877- 01 AC- 1
ARP-851 Air Data Reference Panel, Controls

Figure 3-5

Table 3-5. ARP-851 Air Data Reference Panel, Controls.
Altitude preselect knob Turn the ALT SEL knob to change the preselect altitude, Clockwise rotation increases the
preselect altitude (displayed on PFD).
Altitude alert cancel switch Push the center PUSH CANCEL switch to cancel altitude alerts (flashing displays). If no alerts
exist, push this switch to test the preselect aural warning system.
Barometric correction format Turn the skirted BARO switch to select the barometric correction format as inches of mercury (IN
switch HG) or hecto Pascals (HPA).
Barometric correction knob Turn the inner BARO knob to change the amount of barometric pressure correction. Clockwise
rotation increases the bar0 pressure setting (displayed on PFD).
Standard barometric Push the center PUSH STD switch to select standard barometric pressure correction (29.92
correction switch inches of mercury or 1013 hecto Pascals).
Temperature select button Push the TEMP button to select one of three (PFD) temperature display formats. Push the
button once t o select SAT (static air temperature). Push the button again to display ISA
(international standard atmosphere temperature). After approximately 5 seconds, the display
reverts to RAT (ram air temperature).
VS reference knob If a VS reference displays in the FCS mode window of the PFD, turn the outer VS knob to change
the VS reference value. Clockwise rotation increases the VS reference.
Airspeed select button Push the VSPDS button to alternately select one of four adjustable airspeed reference bugs.
These bugs represent the V1, VR,V2, and IASreference airspeeds and display in the speed
reference fielatable on the PFD.
After a reference is selected, turn the U S reference knob to change the airspeed value or push
the reference odoff switch to enable/disable display of that airspeed bug (except the IAS bug).
These controls are described below,
IAS reference knob Turn the inner IAS knob to change the IAS (or selected V1, VR, or VZ) airspeed reference value.
Clockwise rotation increases the airspeed reference. Refer t o the description of the airspeed
select button above.
Reference odoff switch Push the center PUSH ON/OFF switch to alternately enable or disable display of the selected V1,
VR, or V2 airspeed bug on the PFD. Note that the IAS bug display is not removable. Refer to the
description of the airspeed select button above.

BRIGHTNESS POSlTI ON
KNOB
1 / KNOB
\ LINE KEY
(QUANTIN 10)
1.1-1
.------*c_ MESSAGE
ANN UNCIATOR
BRG
;EE
mi
IW"]
m'
El-+
.--
SCRATCH
PAD LINE
VNAV MESSAGE ALPHANUMERIC

KEY KEY KEYS
CG 0- 0806- 1 2- AC-1
CDU-851 Control Display Unit,Controls and Display3

Figure 3-6 (Sheet I of 12)

o-peration 523-0775809
Table 3-6. CDU-851Control Display Unit, Controls and Displays.
CONTROL OR DISPLAY FUNCTION/DESCRIPTION
Line keys Push 1of the 10 line keys to select the function displayed on that line. The line functions (and
use of the line keys) depend on which page is displayed.
Scratch-pad line This line displays data entered by the alphanumeric keys. Outward-pointing chevrons identify
this line+ Operator keyed data displays on this line so that it can be visually verified before being
transferred t o a selected data field.
Alphanumeric keys Push these keys to enter data on the scratch-pad line of the display. To enter a number, push the
alphanumeric key To enter a letter, push the alphanumeric key; then push the LTR key once,
twice, or three times, (To enter K, push 4-LTR-LTR.) The CLR key functions like a destructive
backspace.
Message annunciator MSG annunciates when a system message exists. The MSG annunciation flashes yellow when a
new message is received and becomes steady white after the message key is pushed and all
messages have been reviewed.
Message key Push the MSG key once to display the message page. Push the MSG key again to return to the
previous display page; the MSG annunciator stops flashing until a new message is received.
VNAV key The VNAV key is active only if an FMC-851C computer is installed. Refer to sheet 12.
Brightness knob Turn the BRT knob to change the brightness of the display. Clockwise rotation increases
brightness.
Position knob Turn the POS knob t o vertically position the CDU display. Use this control to adjust the
alignment of displayed menu items and the adjacent line keys. Clockwise rotation moves text
upward.
BRG page key Push the BRG key t o select the BRG PTRS display page. This page shows the sources that may
be selected to drive bearing pointers on the PFD/ND/MFD. The left column lists sources for the
single-bar pointer; the right column lists sources for the dual-bar pointer. The active source
displays in green and is underlined; other sources are white. Push the adjacent line key to select
a pointer source or t o turn off the pointer display.
When a single source (ADF or FMS) is installed on the aircraft, this source is available to drive
either bearing pointer. When dual sources are installed, a 1or 2 suffix identifies each selectable
source in the proper column (VOR 1,VOR 2, ADF 1,ADF 2, FMS 1,or FMS 2).
The PTR OFF selection removes that bearing pointer display
Revised 12 March 1997 3-1I

o-peration523-0775809
NAV SOURCE
PAGE KEY
1
77
lel
7- 1
SOURCE
[ ]
BRG
FMS
<< >> c DATA

WlNDOW
KEY
MAP
FORMAT
KEY
9[-] J HSI
FORMAT
KEY
CGO- 0806 - 12 - AC- 2
CDU-851 Control DispIay Unit, ControIs and Displays

Figure 3-6(Sheet 2 of12)

Table 3-7. CDU-851 Control Display Unit, NAV Source Page.
In a 3-tube system, the MFD responds to the DATA, MAP, and HSI control keys on both CDUs.
The radar controls on both CDUs are also active.
Data window key Push the DATA key to alternately select or deselect the FMS data window display on the
NDNFD. This key is active only if the NDNFD is in radar, (present position) map, or HSI
format.
Map format key Push the MAP key to display a dynamic "present position" map on the ND/MFD. This key also
removes the radar overlay from the map display; refer to map description in tables 3-66 and 3-77.
This moving map pictorial shows the aircraft position relative to selectable navaid stations and
radar targets. The RANGE knob selects the map distance (10to 300 NM).
HSI format key Push the HSI key to display a conventional full-compass rose on the NDMFD.
This navigation pictorial shows a traditional horizontal situation indicator. Radar targets do not
display in the HSX format.
NAV SOURCE page key Push this key to select the ACTnTE NAV SOURCE display page. This page shows the NAV
sources that may be selected to supply active course information to onside systems.
The active NAV source displays in green and is underlined; other sources are white. Push the
adjacent line key to select a NAV source.
Possible NAV sources are VOR 1(LOC 1if ILS tuned), VOR 2 (or LOC 21, or FMS. If dual FMS is
installed, FMS 1and FMS 2 sources are available; FMS 1displays on the left CDU and FMS 2 on
the right CDU.

RTA-854 INSTALLED:
j*$ NEXT PAGE+ m-

- m
P -.,,,,,,,:I’
STAB 1 L IZE
<<
TARGET ALERT
&F/TGT+
>>
1 @
.-.. ‘-r
,TILT ZERO
- 4
--
NOTE: OLDER SYSTEMS MAY NOT CONTAIN AUTOTILT
AND TARGET ALERT FUNCTIONS.
SMTCH
(PHASE 1 SYSTEMS)
‘TILT KNOB
GAIN +2 t
RADAR
CONTROL
/
PACE KEY RTA-844 INSTALLED: (PHASE 1 SYSTEMS)
NEXT PAGE + -
-/ON*
STAB I L IZE
U / O N + - leD] +GND MAP =/ON+
GAIN
+TEST MODE
GAIN CALc
CGO-0806- t 2-AC-3
CDU-851 Control Display Unit, Controls and Displays


Tuble 3-8. CDU-851 Controt Display Unit, RDR FUNCTIONS Page.
I CONTROL OR DISPLAY FUNCTION/DESCRIPTION

.
I I
Note
In a 3-tube system, the MFD responds to radar controls on CDUs. The DATA, MAP, and
HSI control keys on both CDUs are also active.
RDR display switch Push the center PUSH RDR ON switch t o display a radar pictorial on the NDMFD. This switch
also adds a radar overlay to the (present position) map display and TCAS traffic map display;
refer to map description in tables 3-65 and 3-76. Push this switch again to remove the radar
display.
TILT knob Turn the TILT knob to select the RTA (antenna) vertical tilt angle (-14 to +14 degrees). The
selected angle annunciates with the letter T on the ND/MFD radar mode line. The TILT knob is
not operational in STBY mode.
TILT zero switch Push the center PUSH ZERO switch to set the RTA vertical tilt angle to 0 degree.
Turn the RANGE knob to select the radar/map display range ( 5 to 300 NM). The appropriate
range annunciations display on the NDMFD.
Push this key to display the RDR FUNCTIONS page. Use this page to select radar control
functions. On some systems, push this key again to display a second page.
This display page shows the selectable RTA modes and some available radar control functions.
Mode selections display on the left side of the page. The active mode displays in green and is
underlined; other modes are white, Push the adjacent line key to select the active mode. The
seIected mode annunciates on the ND/MFD radar mode line.
Standby mode inhibits the RTA transmitter and parks the antenna at the boresight (0-degree)
position.
Weather mode enables the RTA to detect weather targets.
Weather + turbulence mode enables the RTA-854 t o detect both weather and turbulence (within
the 50 NM range) targets.
Turbulence mode enables the RTA-854 to detect turbulence targets within the 50 NM range. This
mode reverts to WX +. TURB after 30 seconds.
Ground map mode enables the RTA to detect prominent (ground) terrain features.
Active radar control functions display in green (or yellow) and are underlined; other functions are
white. Push the adjacent line key t o select the active function.
This function is available only in a 4-tube system.
CHANNEL SYNC causes the onside CDU and ND/MFD radar dispIay functions to sync to the
offside CDU. A change on either CDU then changes both of the radar pages and the radar
displays.
CHANNEL SPLIT causes left and right CDU radar control functions to operate independently
HOLD ON freezes the radar image on the display and causes HOLD to annunciate. The held
display does not update. This function is not available in STBY mode*
GND CLTR SPRS ON suppresses the intensity of ground returns (clutter) in WX and WX +
TURB modes to help identify precipitation targets. GCS annunciates on the NDMFD radar mode
line.
Push the scroll keys t o select the amount of RTA receiver gain (-3, -2,-1, NORM, +1,c2, +3). A
scroll arrow displays to indicate that the scroll keys are active.

operafion 523-0775809
Table 3-8. CDU-851 Control Display Unit, RDR FUNCTIONS Page.
*GAIN (phase 1systems) GAIN CAL causes the RTA receiver gain to automatically calibrate to a preset value. The
scratch-pad line is blank,
GAIN MAN allows the operator to manually select the amount of receiver gain. The gain vaIue
displays on the scratch-pad line and is changed (-3 to +3) using the scroll keys.
NEXT PAGE Push this line key to select page 2 of the RDR FUNCTIONS display.
RDR FUNCTIONS display This display page shows the rest of the available radar control functions.
(page 2)
TEST MODE TEST ON initiates the RTA functional self-test. During test, several colored arcs display across
the full sector of the NDMFD. TEST annunciates on the radar mode line.
STABILIZE STAEXLIZE ON automaticaIly stabilizes the radar antennddisplay with attitude data from the
AHS system. If an AHRS failure occurs, select STABILIZE OFF; USTB annunciates on the
ND/MFD radar mode line. Note that on some systems STABILIZATION (not STABILIZE)
displays on the CDU.
PREV PAGE Push this line key t o return t o page 1of the RDR FUNCTIONS display.
AUTOTILT AUTOTILT ON automatically adjusts the RTA vertical tilt angle to compensate for altitude or
selected range changes. When autotilt is on, an A annunciates after the tilt angle displayed on
the NDMFD radar mode line.
TARGET ALERT TARGET AtERT TGT enables a warning annunciation if a weather target and/or turbulence
target (RTA-854) is detected and radar data is not currently seIected for display The NDMFD
radar mode line annunciates TGT if a weather target is detected or TRB if a turbulence target is
detected. The annunciation alternates between TGT and TRB if the RTA-854 detects both kinds
of targets. If TGT or TRB annunciates, display a radar format on the ND/MFD and identify the
targets.
*Refer to the note at the end of table 5-3 for a definition of phase 1and phase 2 systems.

This page intentionally left blank.

operafion523-0775809
- + 126.20 ACTIVE 120.35 + - [81

I/ 118.20 RECALL 119.45 + I@I- 118.20 RECALL 119.45 --IQI
1 I+ 135.97 PRE 1 126.32 f m- + 135.97 PRE 1 126,32 -m

1 -/ 3. 121.50 PRE 2 128.05 + m- 121.50 PRE 2
.) 128.05 +m
lp 128.20 PRE 3 127.50
<< >>
+ m- + 128.20 PRE 3
1 << 11825
127.50 +
>> ',
-=
b
CGO-0806-12-AC-4


Table 3-9. CDU-851 Control Display Unit, COM Page.

COM page key Push this key to display the (WF) COM tuning page.
COM tuning page This display shows the left and right side VHF-422A active frequencies and the available recall
and preset frequencies, This page provides two secondary methods of tuning the COM radios.
The RTU is the primary radio controller.
Method 1 The active frequency load method is available when the scratch-pad line is blank. In this mode,
eight white upward-pointing arrows display beside the recall and preset line keys.
Push the line key next to the displayed RECALL, PRE 1, PRE 2, or PRE 3 frequency t o tune the
COM 1or COM 2 radio to that frequency. The frequency on the selected line is copied to the
ACTrVE line, the old active frequency is transferred to the RECALL line, and the old recall
frequency is discarded.
Note that the ACTIVE frequency display line updates automatically if a radio is retuned by the
RTU; the old ACTIVE frequency transfers to the RECALL line if it had been active for at least 5
seconds.
Frequencies on the ACTrVE line normally display in green. Red dashes replace the active
frequency if that radio is inoperative. TEST displays in green (instead of the active frequency) if
a radio is performing self-test.
Method 2 Push an alphanumeric key to select the enter datdtransfer method (data is entered onto the
scratch-pad line). In this mode, eight yellow inward-pointing arrows display beside the active and
preset line keys.
Enter a new COM frequency on the scratch-pad line using the alphanumeric keys, and then push
a leR or right ACTIVE, PRE 1,PRE 2, or PRE 3 line key. The new frequency (if valid) transfers
to the selected line on both CDUs. If transfer is to the ACTTVE line, the radio retunes, the old
active frequency transfers to the RECALL line, and the old recall frequency is discarded.
Note that decimal points are not entered. For example, enter 11825 to select 118.25 MHZ. Enter
1267 to select 226.70 MHZ.

114.10 ACTIVE 112.50
+ 1 1 5 . 8 0 PRE 1 114.60+
("""'r
+ 1 1 4 . 1 0 A C T I V E 112.50
+ 115.80 PRE 1 114.60+

f
+ 1 1 7 . 6 0 PRE 2 117.70C
+ 1 1 6 . 2 0 PRE 3 113.90*
flA1
+ 1 1 4 . 1 0 A C T I V E 112.50 +
<< STF >>
CGO-0806-12-AC-5
CDU-851 Control DispIay Unit, Controls and Displays

Figure 3-6 (Sheet 5 of12)
Table 3-10. CDU-851 Control Display Unit, NAV Page.
CONTROL OR DISPLAY FUNCTJON/DESCRIPTION
NAV page key Push this key t o display the (VHF)NAV tuning page.
NAV tuning page This display shows the left and right side VIR-432 active frequencies, the available preset
frequencies, and FMS autotune selection. This page provides three secondary methods of
manually tuning the NAV radios. The RTU is the primary radio controller.
Method 1 The active frequency load method is avaiIable when the scratch-pad line is blank. In this mode,
six white upward-pointing arrows display beside the preset line keys.
Push the line key next to the displayed PRE 1,PRE 2, or PRE 3 frequency t o tune the NAV 1or
NAV 2 radio to that frequency. The frequency on the selected line is copied t o the ACTrVE line;
the old active frequency is discarded.
Note that the ACTIVE frequency display line updates automatically if either radio is retuned by
an RTU.
Frequencies on the ACTIVE line normally display in green. Red dashes replace the active
Method 2 Push a n alphanumeric key to select the enter datdtransfer method (data is entered onto the
scratch-pad line). In this mode, eight yellow inward-pointing arrows display beside the active line
keys.

Table 3-10. CDU-851 Control Display Unit, NAV Page.
Enter a new NAV frequency on the scratch-pad line using the alphanumeric keys, and then push
a left or right ACTWE, PRE I,PRE 2, or PRE 3 line key. The new frequency (if valid) transfers
to the selected line on both CDUs. If transfer is to the ACTIVE line, the radio retunes and the old
active frequency is discarded.
Method 3 Push an alphanumeric key to select the station ident search method (data is entered onto the
scratch-pad line). In this mode, eight yellow inward-pointing arrows display beside the active line
keys.
Enter a 3-letter navaid station ident code (such as STL) on the scratch-pad line using the
alphanumeric keys. Push a left or right ACTIVE, PRE 1,PRE 2, or PRE 3 line key. The CDU
then searches the FMS data base for all stations with the entered ident.
After a successful search, the navaid station frequency displays on the selected destination line of
both CDUs, If the selected line is the ACTIVE line, the radio retunes and the old active frequency
is discarded. If the selected line is a preset, the station ident displays above the station
frequency.
If a station with the entered ident is not found in the data base, an error message displays and
the operation aborts. If more than one station is found, prompts display t o alert the operator; the
operator then selects a station from the list of duplicates using the scroll keys.
FMS autotune The NAV radios can be manually tuned using the CDURTUs or automatically tuned by the FMS
computer. Line keys select MAN or AUT tuning. The selected tuning method displays in green
and is underlined.
NAV TUNING MAN selects manual tuning. The VIR-432 retunes only in response to operator
action on the CDU or RTU.
NAV TUNING AUT selects automatic tuning. The VIR-432 automatically retunes in response t o
FMC-851( ) computer commands. This alIows the FMS to select en route stations and maintain
valid position information throughout the flight. AUT cancels if the operator retunes the radio
using the CDU or RTU.
Note that while the FMS is tuning the radio, AUT repIaces the VOR or ILS line display on the
RTU.

I
Collins Collins
/
ADF '+ 1600.0 ACTIVE

ADF
1600.0 ACTIVE -El lel
f 190.5 PRE 1 -El + 190.5 PRE 1 lo]
9 1749.5 PRE 2 -El .) 1749.5 PRE 2 Isl

+ 600.0 PRE 3 -El + 600.0 PRE 3 lo]
+ 1450.0 PRE 4 +7450.0 PRE 4 le]
>> \ << 16005
I J
CDU SCREEN WHEN DUAL

,r ADF'S AR<,:NSTALLED
F
Collins
loI
loI 9 190.5 PRE 1 326.09
I
ADF
* 1 7 4 9 . 5 PRE 2
+ 600.0 PRE 3
600.0+
720.0+
PAGE
KEY
+ 1450.0 PRE 4 190.0
<< >>
CCO-0806-12-AC-6


Table 3-11. CDU-851 Control Display Unit, ADF Page.
ADF page key Push this key to display the ADF tuning page. A single ADF installation is described below
ADF tuning page This display shows the ADF-462 active frequency and the available preset frequencies. This page
provides two secondary methods of tuning the ADF radio. The RTU is the primary radio
controller.
Method 1 The active frequency load method is available when the scratch-pad line is blank. In this mode,
four white upward-pointing arrows display beside the preset h e keys.
Push the line key next to the displayed PRE 1,PRE 2, PRE 3, or PRE 4 frequency to tune the
ADF radio to that frequency. The frequency on the selected line is copied to the ACTIVE line; the
old active frequency is discarded.
Note that the ACTrVE frequency display line updates automatically if the radio is retuned by an
RTU.
The active frequency normally displays in green but is replaced by red dashes if the radio is
inoperative. TEST dispIays in green (instead of the active frequency) if the radio is performing
self-test.
scratch-pad line). In this mode, five yellow inward-pointing arrows display beside the active line
keys.
Enter a new ADF frequency on the scratch-pad line using the alphanumeric keys, and then push
the ACTIVE, PRE 1,PRE 2, PRE 3, or PRE 4 line key. The new frequency (if valid) transfers to
the selected line on both CDUs. If transfer is to the ACTIVE line, the radio retunes and the old
Note that decimal points are not entered. For example, enter 16005 to select 1600.5 kHz. Enter
72 to select 720.0 kHz.

' ATC TRANSPONDER

- +3310 ACTIVE
m- + 1200 PRE 1
95563 PRE 2 m- +5563 PRE 2
m- + 7 7 7 7 PRE 3
lp 1457
<<
PRE 4
>>
I,,,[
b
[XI
I-[ [F]
ATC
PAGE
KEY
CGQ-0806-12-AC-7
CDU-851 Control Displuy Unit, Controls and Displays


Table 3-12. CDU-852 Control Display Unit,ATC TRANSPONDER Page.
CONTROL OR DISPMY FUNCTION/DESCRIPTION
ATC page key Push this key to display the ATC tuning page.
ATC tuning page This display shows the transponder active reply code and the available preset codes. This page
provides two secondary methods of selecting the ATC transponder reply code. The RTU is the
primary ATC code selector.
Only one TDR-94 is active at any specific time. A remote reversion switch selects the left or right
TDR.
Method 1 The active code load method is available when the scratch-pad Iine is blank, In this mode, four
white upward-pointing arrows display beside the preset line keys.
Push the line key next to the displayed PRE 1,PRE 2, PRE 3, or PRE 4 code to channel the
transponder to that code. The code on the selected line is copied to the ACTIVE line; the old
active code is discarded.
Note that the ACTIVE code display line updates automatically if the transponder code is changed
by an RTU.
The active code normally displays in green but is replaced by red dashes if the transponder is
inoperative. STANDBY displays in white (instead of ACTTVE) if standby mode is selected on the
RTU ATC page.
scratch-pad line). In this mode, five yellow inward-pointing arrows display beside the active line
keys.
Enter a new ATC reply code on the scratch-pad line using the alphanumeric keys, and then push
the ACTIW, PRE 1,PRE 2, PRE 3, o r PRE 4 line key, The new code (if valid) transfers to the
selected line on both CDUs. If transfer is to the ACTIVE line, the transponder active reply code
updates and the old active code is discarded.
Note that trailing zeros are assumed. For example, enter 27 t o select 2700. Enter 001 to select
0010.

Collins
FLIGHT PLAN SELECT CHANGE TYPE

KC I D/LAX
N33'55.9' W118'25.8'
i
FROM CRS/D I S
EMP Igl
AFTER
TO 28014 1a
DEN E! 0 DELETE
WPT
ADD RAD/+
D I S OFFSET
235/739
+LAX lel +INSERT RPT ERASE+
POINT AFTER FPL
ADV WPT+
>> 6 C O R D I NATES
SCROLL
DISPLAY
/
FLT PLAN
PAGE KEY
I
SCROLL
KEYS CGO-0806-12-AC-8


Table 3-13. CDU-851 Control Display Unit, FLIGHT P W Page.
CONTROL OR DISPZAY FTJNCTION/DESCRIPTION
Scroll display This arrow display shows that additional parameters, values, or pages are available and may be
selected using the scroll keys. The arrow may point up, down, or up and down.
Scroll keys Push the up or down key to scroll the display up/down one line, change a value, or select a related
display. These keys are functional only when the scroll arrow is displayed.
FLT PLAN page key Push this key to display the FLIGHT PLAN page.
FLIGHT PLAN page This display lists the waypoints in the current FMS flight plan. Each waypoint ident displays
with course and distance between waypoints.
There are two ways to load a flight plan into the system. One way is to sequentially load a series
of waypoints (one at a time) using the ADD WPTS line key. The other way is t o load a stored
route (from the route library). Load a route as follows: Push the ADD WPTS line key, enter the
2-digit route number (refer to sheet 10 of this figure), select (normal) load order, and then push
the END FPL line key.
The current flight plan may be saved into the route library before the system is powered down.
To store the flight plan as a route, select the ROUTE LIBRARY page (refer to sheet 10 of this
figure) and enter 00. The flight plan becomes a numbered route stored in nonvolatile memou.
The second line of the FLIGHT PLAN page shows the first/last waypoints in the current flight
plan.
The remainder of this page shows three waypoints from the flight plan. When the flight plan
contains more than three waypoints, the scroll arrow appears on the lower left of the display
Push the scroll keys to slew the list up/down one waypoint per push.
TO and FROM labels display above the waypoints that define the selected leg of the flight plan.
The TO waypoint displays in magenta; others display in white. These labels move with the
associated waypoints as the list is slewed. Push the FLT PLAN page key twice to slew the TO
waypoint directly to the middle of the page.
The right portion of this page displays computed CRS/DIS parameters by each waypoint
identifier. The course (CRS) between consecutive waypoints is displayed in degrees. The distance
(DIS) between consecutive waypoints is displayed in nautical miles. The total distance between
the waypoints along the flight plan displays after the last waypoint.
Push the ADV WPT line key to advance to the next leg of the flight plan. If MAN LEG or SEL
CRS is the selected navigator mode, push ADV WPT t o cancel the current TO waypoint and cause
the next waypoint in the flight plan to become the new (active) TO waypoint.
The last display screen shows the total distance between the waypoints along the flight plan and
provides an ADD WPTS option. Push this line key t o add waypoints to the end of the flight plan.
The procedure is as described below for INSERT WPT AFTER.
To change the flight plan, scrolI through the list and display the waypoint where the change is to
be made. Then push the line key by that waypoint to display the SELECT CHANGE TYPE page.
This page can be selected by only one CDU at a time.
SELECT C " G E TYPE This display shows options that are available to change the flight plan at the selected waypoint.
Page Push the adjacent line key to select an option. Pages display to effect the change. Note that
CRSLDIS parameters automatically update when a change is made.
The second line of the display shows the waypoint where the flight plan will be altered. The next
line displays the waypoint latitude and longitude,
Note that the scroll arrow displays on the lower left of this page. Push the scroll keys t o slew
through the waypoint list and move the point of flight plan modification.
INSERT WPT AFTER Push this line key to add a new waypoint just after the selected waypoint.

ooeration 5234775809
Table 3-13. CD U-851Control Display Unit,FLIGHT PLAN Page.
Then, enter a route number o r an ident for the new waypoint. If the ident is user defined (not
found in the data base), a boxed-x displays with the new ident. Prompts display to define the
waypoint location or to add an offset from the station (if desired). Note that an NDB is entered as
the ident followed by "NB" (e.g.: enter "OWt as "OWNB").
The CHP joystick and the MFD map display may also be used to add a waypoint. Position the
joystick symbol on the desired waypoint location; then push the ENT Iine key on the MFD. The
waypoint ident (if a navaid) or JOY then appears on the CDU; push the ENTER and OK line keys
to complete the operation.
DELETE WPT Push this line key to remove the selected waypoint from the flight plan.
INSERT RPT POINT AFTER Push this line key to add a reporting point to the flight plan. The procedure is similar to that for
inserting a waypoint.
NO CHANGE Push this line key to return t o the FLIGHT PLAN page without making a change.
REPLACE WPT Push this line key to remove the selected waypoint and add a new waypoint in its place. The
procedure is similar to that for inserting a waypoint.
ADD RAD/DIS OFFSET Push this line key to add a radiavdistance offset to the selected (already existing) waypoint or to
change the offset already assigned to the selected waypoint.
Enter the offset values, push the OFFSET COMPLETE line key,verify the waypoint coordinates,
and push the OK line key. The waypoint (with offset) is then inserted into the flight plan. The
waypoint ident now displays with an asterisk followed by the offset values.
ERASE FFL Push this line key to erase the entire flight plan.
A verification page then displays. Push the YES, ERASE ALL WPTS line key to delete every
waypoint in the flight plan. Note that stored routes are not affected when the flight plan is
erased.
CHANGE COORDINATES This option is available only if the waypoint selected for change is a user-defined waypoint, no
offset is defined, and the waypoint is not used elsewhere in the flight plan or in any route. If
these conditions are met, a page displays t o change the coordinates of this waypoint.


I,
I Collins
\
-m -
LEG COORD MODE

NOTE: COORD MODE SELECTION
4 f
/SEL CRS
POS I T I ON 3
APPLIES TO DUAL FMS
SYSTEMS ONLY.
HOLD
SEL CRS
I l e l f. 223 UPDATE *
VLF
SENSORS +
<< >>
[GI
[BRG] [‘:“1 [MAP]
[F] @
SYS CTRL
PAGE KEY
CGO-0806-12-AC-9


Table 3-14. CDU-851 Control Display Unit, SYSTEM CONTROL Page.
CONTROL OR DISPLAY FUNCTIONOIESCRIPTION
SYS CTRL page key Push this key to dispIay the SYSTEM CONTROL page.
SYSTEM CONTROL page This display provides primary control selections for the FMS system. These control functions are
the selected navigator mode, selected course angle, position furing, VLF position update, and NAV
sensor selections. Available navigator modes are AUTO LEG, MAN LEG, and SEL CRS. The
selected mode is underlined and displayed in green; other modes are white. This mode also
annunciates on the PFD if FMS is selected as the active NAV source.
AUTO LEG mode Push this line key to select AUTO LEG mode. This is the normal navigator mode. In this mode,
the list of waypoints in the flight plan is flown sequentially; the FMS automatically advances
waypoints throughout the flight.
MAN LEG mode Push this line key to select MAN LEG mode. In this mode, the list of waypoints in the flight plan
is flown sequentially (as in AUTO LEG mode) but the FMS does not automatically advance
waypoints.
When the FMS determines that a leg of the flight plan has been completed, the station ident and
distance displays on the crt’s flash. The operator then changes legs by pushing the ADV WPT
line key on the FLIGHT PLAN page. Note that the aircraft will continue through the waypoint
and leave the flight plan if the waypoint is not advanced.
SEL CRS mode Push this line key to select SEL CRS mode. In this mode, the flight plan consists of a selected
course through the TO waypoint and beyond. There is no return to the rest of the flight plan
(other waypoints) in this mode.
When SEL CRS mode is selected, a line of dashes displays after the current TO waypoint on the
FLIGHT PLAN page to show a break in the flight plan. Push the ADV WPT line key (on FLIGHT
PLAN page) to cancel the current TO waypoint and cause the next waypoint in the flight plan to
become the new TO waypoint.
SEL CRS This display appears only when SEL CRS mode is selected. A selected course angle displays that
is the recommended course angle to the current TO waypoint. Push the line key by this display
to enter a different course angle. The CHP CRS knob and PUSH DIRECT switch also change the
course angle.
POSITION HOLD Push this line key to check or update aircraft present position. Push this key when exactly over a
position fu. A page displays that shows the aircraft position at the time the line key was pushed.
The operator then enters the ident of the fm or latitude/ longitude coordinates to update the FMS
position value. A CANCEL UPDATE line key aborts any change and returns display to the
SYSTEM CONTROL page.
UPDATE VLF Push this line key to check or update the VLF NAV position value. A page displays that shows
the difference from the FMS position to the VLF position in nautical miles and degrees. Push an
UPDATE VLF FROM FMS line key to cause the FMS to send a position update to the CMA-764;
push the CANCEL UPDATE line key to abort any change and return display to the SYSTEM
CONTROL page.
SENSORS Push this line key to check or change the VORLDME and VLF/OMEGA navigation sensors
enabled for use by the FMS. The VOR/DME sensors and the VLF/OMEGA sensors may be
selected or deselected as functional groups. VLF/OMEGA stations may also be selected or
deselected individually VLF/OMEGA received signal strength may also be displayed.
COORD MODE If dual FMS is installed, a coordinated mode is available. Use the COORD MODE line key to
select SYNC or SPLIT operation.
SYNC operation causes both systems to contain the same flight plan. Edits are accepted from
either FMS. When SYNC is selected, prompts display to select transfer of the flight plan and
routes into the cross-side FMS.
SPLIT operation causes the dual FMS to function as two separate systems with separate flight
plans.

,-
FMS INDEX ROUTE LIBRARY
SEL LINE OR ENTER #
+ROUTE READMITE+
L [ BRARY DISKETTE
I@I INlTlALlZE INSPECT+
SYSTEM WPTS
m 6 FUEL
MGMT
TRIP
PLANN I NG
6 FMSSFP
<< >>
b
[BRG] [Y] NOTE: "FUEL MGMT" MAY
BE LABELED "FUEL"
IN SOME SYSTEMS.
I-[ ["SI]
1DX
PAGE CGO-0806- 12- AC-10
KEY

Figure 3-6 (Sheet 10 of I2)
Table 3-15. CDU-851 Control Display Unit, FMS INDEX Page,
I CONTROL OR DISPLAY FUNCTIONDESCRIPTION
IDX page key Push this key to display the FMS INDEX page.
FMS INDEX page This display accesses the index functions of the FMS system. These include the route library,
system initialization, fueI management, disk drive control, waypoint inspection, and trip planning
functions.
ROUTE LIBRARY Push this line key to display the ROUTE LIBRARY page. This page shows routes that have been
stored in nonvolatile memory and are available for loading into the flight plan. Any route may be
selected for display or modification.
The ROUTE L I B W Y page displays four routes per screen. Each route display line has the
route number (left of the screen) followed by the route name. Push the scrolI keys to view four
different routes. Routes are also scrolled by entering the 2-digit desired route number and then
pushing the active right line key
Route names are normally defined as the firsflast waypoint in the route. Empty routes display
as dashes. Routes may be named by alphanumerics (10 characters m a ; character 1 must not be
a number),
To display or modify a route, scroll through the list until the route displays. Then push the left
line key by the route. A route page displays that shows the first three waypoints in the selected
route. Display, create, or modify the route using procedures similar to those described for the
FLIGHT PLAN pages.
To load the active flight plan into any route, push a numbered line key and then enter DO as the
waypoint or route number.

Table 3-15. CDU-851 Control Display Unit,FMS INDEX Page.
INITIALIZE SYSTEM Push this line key to display the initialization page. This page shows the current tirne/date, data
base expiration date, present position estimate, and the ident of the nearest navaid station. Push
the ALL DATA OK line key if this page is correct.
If the time/date line is incorrect, update the external clock. If this clock has failed or is not
installed, push the CHANGE FMS GMTLDATE line key to enter a time and date on the CDU.
If the data base has expired, a warning message displays to alert the operator. Push a line select
key either to use the expired data base or to update the data base a t this time (using DBU).
If the present position estimate is incorrect, push the CHANGE POSITION line key. A page
displays to update the current aircraft position by entering a latitudeAongitude, a waypoint ident,
or a VOFUDME fw or to accept the current system position.
The ident of the nearest navaid station displays for pilot verification of position. This ident is
followed by the computed radial and distance from the station.
FUEL MANAGEMENT Push this line key to monitor continuously updating fuel used, fuel remaining, and endurance
parameters. Enter the fuel remaining weight (in pounds) to initiate this function.
In a dual FMS system, enter several weight parameters. The system then continuously computes
pounds of fuel used, pounds of fuel on board, and airplane weight.
FMSSFP This line key selects a system troubleshooting tool. Further description is not provided at this
time.
READNVRITE DISKETTE Push this line key to read or write data files using the DBU. This unit may be used to upload
route, checklist, and data base files to the FMS. The DBU can also be used to download route and
fault history files onto a diskette.
The READNVRITE DISKETTE operation is available only on the pilot's CDU.
When READ FILE FROM DISKETTE is selected, a directory of the disk displays. Push the
adjacent line key to read a selected file from the disk. Note that the data base update procedure
is described in the maintenance section of this manual.
When WFtITE FILE TO DISKETTE is selected, a list of files that may be stored displays. Push
the adjacent line key to write a selected file onto disk.
INSPECT WPTS Push this line key to display the INSPECT WPTS page. This page displays the parameters
defining each stored waypoint or is used to display (delete) operator defined waypoints no longer
used in any route or flight plan,
To inspect the stored parameters for a specific waypoint, enter the ident of the waypoint and then
push the ENTER line key. The following parameters for that waypoint are then recalled from
memory and displayed: WPT, TYPE, CLASS, ICAO, LOCATIONyFREQ, ELEV, and VAR. Two
line keys are active on this page, Push the USE NAVAID line key to enable (or disable) use of the
waypoint as a source of navigation data. Push the DIFF WPT line key to return to the previous
page so a different waypoint can be inspected.
To display/delete operator defined waypoints not presently used in any route or flight plan, push
the left labeled line key These waypoints display alphabetically; the total number of unused
waypoints displays on the last line. Push the scroll keys to slew through the list; push 1eWright
line key to display the waypoint descriptioddelete the waypoint from memory.
TRIP PLANNING Push the TRIP PLANNING line key to calculate direct bearing, distance, estimated time en route
between waypoints or along routes, and the estimated amount of fuel required for the trip.
Push left line keys to enter a FROM waypoint, a TO waypoint, an estimated ground speed (EST
GS), and an estimated fuel flow rate (EST LBS/HR). BRG/DIS, ETE, and FUEL RQD parameters
are then computed and displayed.

F \
DIRECT TO
FROM/TO +
WPT LEG
ENTER 3
+ KCID
f OSM
CLOSEST CANCEL 3
A 1 RPORTS LEG CHG
,+ << KDSM >> I
P
[BRG]
9
DI R
PAGE
KEY
CGO-0806-12-AC-11
CDU-851 Confrol Display Unit, Controls and Displays

Figure 3-6 (Sheet I 1 of 12)

Table 3-16. CDU-851 Control Display Unit, DIRECT TO Page.
CONTROL OR DISPLAY FUNCTIONLDESCRIFTION
DIR page key Push this key to display the DIRECT TO page.
DIRECT TO page This display provides four methods of initiating a course to a selected location.
A direct-to course may be executed to a waypoint not on the flight plan, to a waypoint on the
flight plan (direct to any waypoint or establish a FROMA'O leg between any two waypoints), or to
a nearby airport. When a direct-to course is selected, DIRECT TO displays above the TO
waypoint ident on the FLIGHT PLAN page.
Push the CANCEL LEG CHG line key at any time to abort the direct-to operation.
Off-flight-plan waypoint Leave the flight plan on a course direct to an off-flight-plan waypoint using the following
methods,
Enter the ident of the destination waypoint and then push the ENTER line key. A page displays
to verify waypoint coordinates; a radialldistance offset may be added if desired. Push the OK line
key to complete the operation.
If no ident is entered or if the destination waypoint is not defined in the data base, a page
displays to define the direct-to point. A radialldistance offset may be added if desired. Push the
OK line key to complete the operation.
If the ident of a destination waypoint is already displayed on the scratch-pad line, push the WPT
line key t o transfer this ident to the WPT line. Then push the ENTER and OK line keys to
complete the operation.
The CHP joystick and the MFD map display may be used to select a destination waypoint.
Position the joystick symbol on the desired direct-to location; then push the ENT line key on the
MFD. The waypoint ident (if a navaid) or JOY appears on the scratch-pad line of the CDU. Push
the WPT, ENTER, and OK line keys to complete the direct-to operation.
On-flight-plan waypoint Push the left side (3 or 4)line key by a displayed waypoint ident t o immediately initiate a course
direct to that point.
The scroll arrow displays on the lower left of this page. Push the scroll keys to slew through the
waypoint list and display any waypoint in the flight plan by line key 3 or 4. The current TO
waypoint displays in magenta; others are white,
FROM/TO leg Push the FROM/TO LEG line key to establish a new direct flight leg between any two waypoints
in the flight plan. Note that all waypoints in the flight plan between the selected TO and FROM
waypoints are now erased from the flight plan.
Pages display to select the FROM and then the TO waypoint that define the new leg. Use the
scroll keys and left side line keys to select waypoints from the flight plan. Note that the TO
waypoint must be after the FROM waypoint in the flight plan (a reverse direction leg is not
permitted).
CLOSEST AIRPORTS Push the CLOSEST NRPORTS line key to display the idents of the three nearest airports,
followed by bearingjdistance to the airport and the length of the longest runway (if available).
The airports are listed in order of increasing distance from present position.
Push the line key by an airport ident to initiate a course direct to that airport, The FLIGHT
PLAN page then displays.

PATH EDIT PAGE

I
Collins
I
VSR VNAV
+ V DIR-TO 210 FPM
PATH TO VWPT
210 FPM 2 . 8 DEG+ VERT DIR-TO
210 FPM 2 . 8 DEG
PATH TO W T
ENTER RATE
----FPM
EDIT
bI - [
[BRG] \ Collins
lei
\
W A V PAGE KEY
VERT DIR-TO
210 FPM 2 . 8 DEG
PATH TO VWPT
ENTER ANGLE
- *- DEG ENTER 3 1
EDIT
CANCEL .) 1 181 @
a Collins
ENTER VWPT ALT
f VNAV WPT E D I T 3
- I
DEN 12000 FT
- -
ENTER W T OFFSET
- --*-NM ENTER + -
- + @FFORF/AFtER -
1 CANCEL +
ED1 T 1 CGO-0806-12-AC-12

Figure 3-6 (Sheet 12 ofI2)

Table 3-17. CDU-851 Control Display Unit, W A V Page.
CONTROL OR DTSPIAY FUNCTION/DESCRIPTION
VNAV page key Push this key to display the VNAV page. This key is active only if an FMC-851C computer is
installed.
VNAV page This display provides control selections for the vertical navigation system (part of FMS). The
VNAV waypoint and the vertical flight path to the waypoint are displayed and edited from this
page. Use this top level VNAV page to select the VNAV dispIays on the PFDI ND/MFD, select a
direct-to or a user-edited VNAV path, and to view/modify the vertical waypoint.
The VNAV functions are available when FMS is the active NAV source and a lateral flight plan is
entered. The FMC outputs vertical steering commands if the aircraft course is within 70" of
desired track and lateral deviation is less than 10 miles. Select VNAV mode on the MSP mode
select panel to enable flight director display and autopilot use of VNAV data.
DISP line key Push the DISP line key to select (ON) ox deselect (OFF)display of VNAV data on the large
displays.
DISP ON selects the VNAV displays. If VNAV data is available: the NDMFD present position
map shows the vertical waypoint location, the ND/MFD HSI format displays VNAV data
readouts, and various PFDLNDMFD displays show W verticaI deviation (if the VWPT is
referenced to the lateral TO waypoint).
DISP OFF deselects the VNAV displays and flags the FMS vertical steering command output to
autopilot.
V DIR-TO line key Push the V DIR-TO line key to select a vertical flight path from the aircraft present position
directly to the vertical waypoint. This direct-to function is enabled only when the vertical
waypoint is referenced to the TO waypoint. Note that the VSR display shows the vertical speed
required to reach this waypoint at current flight conditions.
When direct-to is selected: the VNAV displays automatically turn on, VNAV immediately
captures (if VNAV mode was armed), the FMS supplies vertical steering commands to the
autopilot, and the "PATH TO VWPT" message on CDU changes to "SELECTED V PATH." This
message means that a vertical flight path has been selected, and that the FPM and DEG
parameters on the next lower line apply to this path.
PATH TO VWPT Push the left or right third line key to edit the vertical flight path to the VERT WPT. This line
shows the vertical rate (FPM) and vertical angle (DEG) to the vertical waypoint. Either
parameter can be changed to define a user-edited path.
Push the left line key to display the path edit page and then enter a new vertical rate. Push the
right line key to display the path edit page and then enter a new vertical angle. When the top
level VNAV page redisplays, the manually entered data is fured. The other path parameter is
continuously updated using current ground speed data.
The FMS computes the vertical path capture point and supplies vertical steering commands to
the autopilot (used if VNAV mode is selected). The distance (in nautical miles) to this W A V
capture point may display on the CDU with a BOC (bottom of climb) or TOD (top of descent) label.
The "PATH TO VWPT" message changes to "SELECTED V PATH". This message means that a
vertical flight path has been selected, and that the FPM and DEG parameters on the next lower
line apply to this path.
CANCEL line key Push the (top right) CANCEL line key to cancel the selected vertical flight path. The default
vertical waypoint becomes the TO (lateral) waypoint of the flight pIan at the preselect altitude.
The default path becomes the direct-to path to this waypoint.
VSR display The VSR display shows the vertical speed required to fly the aircraft from present position (at
current barometric altitude) to the vertical waypoint. Green dashes display if no lateral flight
plan is entered, the vertical waypoint is not referenced to the TO waypoint of the flight plan, or if
the vertical waypoint altitude is within 200 feet of the barometric altitude.
Revised 12 March I997 3-37

Table 3-17. CDU-851 Control Display Unit, WAV Page.
CONTROL OR DISPLAY FUNCTXONDESCRIPTION
The vertical waypoint is displayed on the bottom of the page. This display shows the vertical
waypoint lateral identifier and altitude. The default VERT WPT is the TO (lateral) waypoint of
the lateral flight plan a t the current preselect altitude. The lateral andlor the altitude parameter
can be edited to select a user-defined vertical waypoint.
Push the left line key to display the lateral VNAV WPT EDIT page. First select; a reference
lateral waypoint; this may be the TO waypoint or any subsequent waypoint in the flight plan.
Then a page displays to enter an offset distance before or after the selected waypoint. Then the
altitude W A V WPT EDIT page displays to enter the altitude value for the vertical waypoint.
When the top level VNAV page redisplays, the manually entered location (with offset) appears by
the bottom left line key. Altitude displays by the bottom right line key.
Push the right line key to display the altitude W A V WPT EDIT page. There are two ways to
select a n altitude value. Push the third line key (by the altitude display) to manually key-in and
enter a new altitude value. Push the USE PRESELECT ALTITUDE line key to enter the
preselect altitude (set by ARP and displayed on PFD). When the top level VNAV page redisplays,
the manually entered altitude appears by the bottom right line key.


BRIGHTNESS POSITION
KNOB KNOB
LINE KEYS
(QTY 10) \
E
-lo]
TCAS TRAFFIC
SCRATCH 1 DISPLAY KEY
PAD LINE
>-,SCROLL
lo]-""- KEYS
SCROLL 1
DISPLAY lo]-
/MESSAGE
M A P 1 >\,
ANNUNCIATOR
FORMAT
KEY
HSI*-
FORMAT
KEY
ALPHANUMERIC
KEYS
\MESSAGE KEY
CGO-1878-12-AC-1

Figwe 3-7 (Sheet I of 12)

Table 3-18. CDU-860 Control Display Unit, Controls and Displays
Brightness knob Turn the BRT knob to change the brightness of the display Clockwise rotation increases
brightness.
Position knob Turn the POS knob to vertically position the CDU display. Use this control to adjust the
alignment of displayed menu items and the adjacent line keys. Clockwise rotation moves text
upward.
Line keys Push 1of the 10 line keys to select the function displayed on that line. The line functions (and
use of the line keys) depend on which page is displayed.
Scratch pad line This line displays data entered by the alphanumeric keys. Outward pointing chevrons identify
this line. Operator keyed data displays on this line so that it can be visually verified before being
transferred to a selected data field,
Alphanumeric keys Push these keys to enter data on the scratch pad line of the display The CLR key functions like a
destructive backspace.
Scroll display This arrow display shows that additional parameters, values, or pages are available and may be
selected using the scroll keys. The arrow may point up, down, or up-and-down.
Scroll keys Push the up or down key to scroll the display up/down one line, change a value, or select a related
display. These keys are functional o n l y when the scroll arrow is displayed.
Message annunciator MSG annunciates when a system message exists. The MSG annunciation flashes yellow when a
new message is received, and becomes steady white after the message key is pushed and all
messages have been reviewed.
Message key Push the MSG key once to display the message page. Push the MSG key again to return to the
previous display page; the MSG annunciator stops flashing until a new message is received.
In a 3-tube system, the MFD responds to the MAP, HSI, and TFC keys on CDUs. The radar
controls on both CDUs are also active.
Map format key Push the MAP key to display a dynamic “present position” map on the NDMFD. This key also
removes the radar overlay from the map display; refer to map description in tables 3-6 and 3-8.
This moving map pictorial shows the aircraft position relative to selectable navaid stations and
radar targets. The RANGE h o b selects the map distance.
HSI format key Push the HSI key to display a conventional full-compass rose on the NDMFD.
This navigation pictorial shows a traditional horizontal situation indicator. Radar targets do not
display in the HSI format.
TCAS traffic display key Push the TFC key to display the TCAS traffic map display key on the NDMFD. This key is
active only if TCAS is installed on the aircraft. The TCAS traffic map display defaults to the 10
nmi range each time the TFC key is pushed.
This dynamic pictorial shows relative locations of nearby transponder equipped aircraft. The
display shows intruder status information for every aircraft that is detected within a selected
window of airspace around the aircraft.

operat/on523-0775809
Collins
--> BRG PTRS <==

+VOR 1 VOR 2 +
ADF ADF +
BEARING POINTER
SOURCE PAGE KEY
+PTR OFF PTR OFF+ -m /

<< >>
. . -- I$ Collins
ACTIVE NAV SOURCE
NAV SOURCE
/ PAGE KEY
Irl
El
I'
CCO-1878-12-AC-2


Table 3-19. CDU-860 Control Display Unit, Bearing Pointer and NAV Source Pages.
~- .. . ._.
CONTROL OR DISPLAY FUNCTTON/DESCRIPTION
Bearing pointer source page Push the BRG SRC key to select the BRG PTRS display page. This page shows the key sources
that may be selected to drive bearing pointers on the PFDNDNFD. The left column lists sources
for the single-bar pointer; the right column lists sources for the dual-bar pointer. The active
source displays in green and is underlined, other sources are white. Push the adjacent line key to
select a pointer source, or to turn off the pointer display.
When a single source (ADF or FMS) is installed on the aircraft, this source is available t o drive
either bearing pointer. When dual sources are installed, a 1 or 2 s u f f i identifies each selectable
source in the proper column (VOR 1,VOR 2, ADF 1,ADF 2,FMS 1,or FMS 2).
The PTR OFF selection removes that bearing pointer display
NAV source page key Push the NAV SEC key to select the ACTrVE NAV SOURCE display page. This page shows the
NAV sources that may be selected to supply active course information to onside systems. This
page also selects the data windgw display on the ND or MFD.
The active NAV source dispIays in green and is underlined, other sources are white. Push the
adjacent line key to select a NAV source.
Possible NAV sources are VOR 1(LOC 1if ILS tuned), VOR 2 (or LOC 21, or FMS. If dual FMS is
installed, FMS 1and FMS 2 sources are available; FMS 1 displays on the left CDU and FMS 2 on
the right CDU.
NAV data window key Push the NAV DATA WINDOW line key to alternately select (ON) or deselect (OFF)the FMS
data window display on the NDMFD. This key is active only if the ND/MFD is in radar, (present
aosition) m a n or HSI format.

RTA-854 INSTALLED:
Collins
-
/f RDR FUNCTIONS 3
PREV PAGE+ -
TEST MODE AUTOTILT
- CQfE/ON EF/TILT+ -
- STAB1 L I ZE
m/ON+ -
- -
RADAR
CONTROL - TARGET ALERT
E/TGT+ -
PAGE
KEY << >> /
RADAR
DISPLAY
SWlTCH
...
'TILT ZERO
1
NOTE: OLDER SYSTEMS MAY NOT CONTAIN AUTOTILT
AND TARGET ALERT FUNCTIONS.
SWlTCH
'TILT KNOB (PHASE 1 SYSTEMS)
RTA-844 INSTALLED: (PHASE 1 SYSTEMS)

Collins
RDR FUNCTIONS RDR FUNCTIONS

lol - +STBY NEXT PAGE4 -
CHANNEL
lol - +w SYNC/SPI I T + -
HOLD
m- +GND MAP EF/ON+ - -OR-
[ol -
GND CLTR SPRS
=/ON+ -
lol -
GAIN
NORM Z -
CGO-1878-12-AC-3
CDU-860 Control Displuy Unit, Controls and Displays



~~~~ ~
In a 3-tube system, the MFD responds to radar controls on both CDUs. The MAP, HSI, and TFC
keys on both CDUs are also active.
RDR display switch Push the center PUSH RDR ON switch to display a radar pictorial on the ND/MFD. This switch
also adds a radar overlay to the (present position) map display and TCAS trafFic map display;
refer to map description in tables 3-65 and 3-76. Push this switch again to remove the radar
display
TILT knob Turn the TILT knob to select the RTA (antenna) vertical tilt angle (-14 to +14 degrees). The
selected angle annunciates with the letter T on the ND/MFD radar mode line. The TILT knob is
not operational in STBY mode.
TILT zero switch Push the center PUSH ZERO switch to set the RTA vertical tilt angle to 0 degree.
RANGE knob Turn the FLANGE knob to select the r a d a r h a p display range ( 5 to 300 NM). The appropriate
range annunciations display on the ND/MFD.
RDR CONTROL page key Push this key t o display an RDR FUNCTIONS page. Use this page to select radar control
functions. On some systems, push this key again to display a second page.
RDR FUNCTIONS display This display page shows the selectable RTA modes and some available radar control functions.
(page 1)
Mode selections display on the left side of the page. The active mode displays in green and is
underlined, other modes are white. Push the adjacent line key to select the active mode. The
selected mode annunciates on the ND/MFD radar mode line.
STBY Standby mode inhibits the RTA transmitter and parks the antenna at the boresight (0") position.
wx Weather mode enables the RTA to detect weather targets.
WX + TURB Weather + turbulence mode enables the RTA-854 to detect both weather and turbulence (within
the 50 NM range) targets.
TURB ONLY Turbulence mode enables the RTA-854 to detect turbulence targets within the 50 NM range. This
mode reverts to WX + TURB after 30 seconds.
GND MAP Ground map mode enables the RTA to detect prominent (ground) terrain features. Active radar
control functions display in green (or yellow) and are underlined, other functions are white. Push
the adjacent line key to select the active function.
CHANNEL This function is available only in a 4-tube system.
CHANNEL SYNC causes the onside CDU and ND/MFD radar display functions to sync to the
offside CDU. A change on either CDU then changes both of the radar pages and the radar
displays.
CHANNEL SPLIT causes left and right CDU radar control functions to operate independently.
HOLD HOLD ON freezes the radar image on the display, and causes HOLD to annunciate. The held
display does not update. This function is not a v d a b l e in STBY mode.
GND CLTR SPRS GND CLTR SPRS ON suppresses the intensity of ground returns (clutter) in WX and WX +
TURB modes to help identify precipitation targets. GCS annunciates on the ND/MFD radar mode
line.
*GAIN (phase 2 systems) Push the scroll keys t o select the amount of RTA receiver gain (-3, -2, -1,NORM, +1,+2, +3). A
scroll arrow displays to indicate that the scroll keys are active.
*GAIN (phase 1systems) GAIN CAL causes the RTA receiver gain to automatically calibrate to a preset value. The scratch
pad line is blank.

CONTROL OR DISPMY FUNCTION/DESCRIPTION
GAIN MAN allows the operator to manually select the amount of receiver gain. The gain value
displays on the scratch pad line, and is changed (-3 to +3) using the scroll keys.
NEXT PAGE Push this line key to select page 2 of the RDR FUNCTIONS display
RDR FUNCTIONS display This display page shows the rest of the availabIe radar control functions.
(page 2-21
TEST MODE TEST ON initiates the RTA functional self-test. During test, several colored arcs display across
the full sector of the NDMFD. TEST annunciates on the radar mode line.
STABILIZE STABILIZE ON automatically stabilizes the radar antennddisplay with attitude data from the
AI3[S system. If an AHRS failure occurs, select STABILIZE OFF; USTB annunciates on the
ND/MFD ;adar mode line. Note that on some systems STAE3ILIZATION (not STABILIZE)
displays on the CDU.
PREV PAGE Push this line key to return to page 1of the RDR FUNCTIONS display.
AUTOTILT AUTOTILT ON automatically adjusts the RTA vertical tilt angle to compensate for altitude or
selected range changes. When autotilt is on, an A annunciates after the tilt angle displayed on
the NDMFD radar mode line.
TARGET ALERT TARGET ALERT TGT enables a warning annunciation if a weather target and/or turbulence
target (RTA-854) is detected and radar data is not currently selected for display. The NDMFD
radar mode line annunciates TGT if a weather target is detected or TRB if a turbulence target is
detected. The annunciation alternates between TGT and TRB if the RTA-854 detects both kinds
of tafgets. If TGT or TRB annunciates, display a radar format on the ND/MFD and identify the
targets.
*Refer to the note at the end of table 5-3for a definition of phase 1 and phase 2 systems.


ColIins
=3
COM 1 COM 2
191 41
41
126,ZO A C T I V E 120.35
Io] +r118.20 RECALL 119.45 +
"111
+ 135.97 PRE 1 126.32 +
lol
1\ 121.50 PRE 2 128.05 +
lo] 41 + 128.20 PRE 3 127.50 f

I! >>
L
ENTER DATA/TRANSFER PAGE:
I,
Collin5
' COM 1 COM 2

+126.20 ACTIVE 120.35 +
m 118.20 RECALL 119.45
m 9 135.97 PRE 1 126.32 f
lo] + 121.50 PRE 2 128.05+
lo[ +128.20 PRE 3 127.50 f
\ <( 11825 >>
CGO-1878-12-AC-4

Revised 12 M ~ c 1997
h 3-48
Table 3-21. CDU-860 Control Display Unit, COM Page.
COM page key Push this key to display the (WF) COM tuning page.
COM tuning page This display shows the left and right side VHF-422A active frequencies, also available recall and
preset frequencies. This page provides two secondary methods of tuning the COM radios. The
RTU is the primary radio controller.
Method 1 The active frequency load method is available when the scratch pad line is blank. In this mode,
eight white upward pointing arrows display beside the recall and preset line keys.
Push the line key next to the displayed RECALL, PRE 1,PRE 2, or PRE 3 frequency to tune the
COM 1or COM 2 radio to that frequency. The frequency on the selected line is copied to the
A C T m line, the old active frequency is transferred to the RECALL line, and the old recall
frequency is discarded.
Note that the ACTrVE frequency display line updates automatically if a radio is retuned by the
RTU; the old ACTIVX frequency transfers to the RECALL line if it had been active for at least 5
seconds.
scratch pad line). In this mode, eight yellow inward pointing arrows display beside the active and
preset line keys.
Enter a new COM frequency on the scratch pad line using the alphanumeric keys, and then push
a left or right ACTIVE, PRE 1,PRE 2, o r PRE 3 line key The new frequency (if valid) transfers
to the selected line on both CDUs. If transfer is to the ACTIVE line, the radio retunes, the old
active frequency transfers to the RECALL line, and the old recall frequency is discarded.

opera tion 523-0775809
Collins
NAV TUNING
<< >>
NAV
PAGE
KEY
[YjIL

Collins
NAV 1 NAV 2
STATION IDENT/SEARCH PAGE:
+ 117.60 PRE 2 117.70+ NAV2

- + 114.10 ACTIVE 112,50 + -
NAV TUNING
- +115.80
DBQ PRE 1 114.60C
I RK -
- -
D -
+117,60
CID
+116.20
ICW
PRE 2 1 1 7V.I7H0 +
PRE 3 113.90+
LIT -
NAV TUNING
- +w/AUT W/AUT + -
CGO-1878-12-AC-5

Figure 3- 7 (Sheet 5 of 12)

Table 3-22, CDU-860 Control Display Unit, NAV Page.
FUNCTION/DESCRIPTION
Push this key to display the (VHF)NAV tuning page.
This display shows the left and right side VIR-432 active frequencies, also available preset
Frequencies and FMS autotune selection. This page provides three secondary methods of manually
tuning the NAV radios. The RTU is the primary radio controller.
The active frequency load method is available when the scratch pad line is blank. In this mode, six
white upward pointing arrows display beside the preset line keys.
Push the line key next t o the displayed PRE 1,PRE 2, or PRE 3 frequency t o tune the NAV 1or
NAV 2 radio to that frequency The frequency on the selected line is copied t o the ACTIVE line;
the old active frequency is discarded.
Note that the ACTIVE frequency display line updates automatically if either radio is retuned by an
RTU.
frequency if that radio is inoperative. TEST displays in green (instead of the active frequency) if a
radio is performing self-test.
Push an alphanumeric key to select the enter datdtransfer method (data is entered onto the
scratch pad line). In this mode, eight yellow inward pointing arrows display beside the active line
keys.
Enter a new NAV frequency on the scratch pad line using the alphanumeric keys, and then push a
left or right ACTIVE, PRE 1,PRE 2, or PRE 3 line key. The new frequency (if valid) transfers t o
the selected line on both CDUs. If transfer is to the ACTIVE line, the radio retunes and the old
1174 to select 117-40MHZ,
Push an alphanumeric key to select the station ident search method (data is entered onto the
scratch pad line). In this mode, eight yeIlow inward pointing arrows display beside the active line
keys.
Enter a 3-letter navaid station ident code (such as STL) on the scratch pad line using the
alphanumeric keys. Push a left or right ACTIVE, PRE 1,PRE 2, or PRE 3 line key. The CDU
then searches the FMS data base for all stations with the entered ident.
After a successful search, the navaid station frequency displays on the selected destination line of
both CDUs. If the selected line is the ACTTVE line, the radio retunes and the old active frequency
is discarded. If the selected line is a preset, the station ident displays above the station frequency
If a station with the entered ident is not found in the data base, an error message displays and the
operation aborts, If more than one station is found, prompts display to alert the operator; the
operator then selects a station from the list of duplicates using the scroll keys.
The NAV radios can be manuaIly tuned using the CDU/'RTUs or automatically tuned by the FMS
computer. Line keys select MAN or AUT tuning. The selected tuning method displays in green
and is underlined.
NAV TUNING MAN selects manual tuning. The VIR-432 retunes only in response t o operator
action on the CDU or RTU.
NAV TUNING AUT selects automatic tuning. The VIR-432 automatically retunes in response to
FMC-851( ) computer commands. This allows the FMS to select en route stations, and maintain
valid position information throughout the flight. AUT cancels if the operator retunes the radio
using the CDU or RTU.
Note that while the FMS is tuning the radio, AUT replaces the VOR or ILS line display on the
RTU.

1600.0 A C T I V E
[.I -r 190.5 PRE 1
[01 + 1749.5 PRE 2
[01 -r 600.0 PRE 3 El

m:
lo] + 1450.0 PRE 4 El
P%
KEY
\

Collins
CDU SCREEN WHEN
I
- DUAL ADF'S ARE INSTALLED:
+ 1600.0 ACTIVE
- + 190.5 PRE 1
Collins
- + 1749.5 PRE 2
- + 600.0 PRE 3 lol
- + 1450.0 PRE 4 I.J + 190.5 PRE 1 326.0 f
m + 1749.5 PRE 2 600.0 +
[.I + 600,O PRE 3 720.0 f
lol 'p. 1450.0 PRE 4 190.0 +r

L << >> I
CGO-1878-12-AC-6


Table 3-23. CDU-860 Control Display Unit, ADF Page.
ADF page key Push this key to display the ADF tuning page. A single ADF installation is described below.
ADF tuning page This display shows the ADF-462 active frequency, also the available preset frequencies. This
page provides two secondary methods of tuning the ADF radio. The RTU is the primary radio
controller.
Method 1 The active frequency load method is available when the scratch pad line is blank. In this mode,
four white upward pointing arrows display beside the preset line keys.
Push the line key next to the displayed PRE 1,PRE 2, PRE 3, or PRE 4 frequency to tune the
ADF radio to that frequency The frequency on the selected line is copied to the A C T m line; the
old active frequency is discarded.
Note that the ACTIVE frequency display line updates automatically if the radio is retuned by an
RTU.
The active frequency normally displays in green, but is replaced by red dashes if the radio is
inoperative. TEST displays in green (instead of the active frequency) if the radio is performing
self-test.
scratch pad line). In this mode, five yellow inward pointing arrows display beside the active line
keys.
Enter a new ADF frequency on the scratch pad line using the alphanumeric keys, and then push
the ACTIIX, PRE 1,PRE 2, PRE 3, or PRE 4 line key The new frequency (if valid) transfers to
the selected line on both CDUs, If transfer is t o the ACTIVE line, the radio retunes and the old
Note that decimal points are not entered. For example, enter 16005 to select 1600.5 kHz. Enter
72 to select 720.0 kHz.

c
operation 5234775809
ColIin s
p
ATC TRANSPONDER
El 3310 ACTIVE
[.1 * 1200 PRE 1
Io] T5563 PRE 2
[ol T7777 PRE 3
[ol + 1457 PRE 4

>>
<(
4 Q

If Collins
I
9 9
ATC TRANSPONDER
Iol +3310 ACTIVE -[ol
Io] + 1200 PRE 1 -El piJ

lo] 35563 PRE 2
-(01
[oj +7777 PRE 3 -lo]
El -3 1457 PRE 4 -lo]

&
< 27 >>
CGO- 1 878- 1 2-AC- 7


Table 3-24. CDU-860 Control Display Unit, ATC TRANSPONDER Page.
FUNCTION/DESCRIF'TION
Push this key to display the ATC tuning page.
This display shows the transponder active reply code, also the available preset codes. This page
provides two secondary methods of selecting the ATC transponder reply code. The RTU is the
primary ATC code selector.
Only one TDR-94 is active at any specific time. A remote switch selects the lefi or right TDR.
The active code load method is available when the scratch pad line is blank. In this mode, four
white upward pointing arrows display beside the preset line keys.
Push the line key next to the displayed PRE 1,PRE 2, PRE 3, or PRE 4 code to channel the
transponder to that code. The code on the selected line is copied to the ACTIVE line; the old
active code is discarded.
Note that the ACTIVE code display line updates automatically if the transponder code is changed
by an RTU.
The active code normally displays in green, but is replaced by red dashes if the transponder is
inoperative. STANDBY displays in white (instead of ACTIVE) if standby mode is selected on the
RTU ATC page.
Push an alphanumeric key to select the enter datdtransfer method (data is entered onto the
scratch pad line). In this mode, five yellow inward pointing arrows display beside the active line
keys.
Enter a new ATC reply code on the scratch pad line using the alphanumeric keys, and then push
the ACTrVF,, PRE 1,PRE 2, PRE 3, or PRE 4 line key. The new code (if valid) transfers to the
selected line on both CDUs. If transfer is to the ACTTVE line, the transponder active reply code
updates and the old active code is discarded.
Note that trailing zeros are assumed. For example, enter 27 to select 2700. Enter 001 to select
0010.

Cdlins
FLIGHT P L A N
[ol
FLIGHT PLAN
1
.1
PAGE KEY
CHANGE PAGE:
Collins
ff SELECT CHANGE TYPE
I
LAX
N 3 3 ' 5 5 . 9 ' W118'25.8'
lo]
f INSERT WPT REPLACE+
AFTER WT
+DELETE ADD RAD/+
WT D I S OFFSET
INSERT RPT ERASE 3
POINT AFTER FPL
$NO CHANGE CHANGE:
COOR D I NATES
D
CGO-1878-12-AC-8


Table 3-25. CDU-860 Control Display Unit, FLIGHT PLAN Page.
Flight plan page key Push the FLT PLN key to display the FLIGHT PLAN page.
FLIGHT PLAN page This display lists the waypoints in the current FMS flight plan. Each waypoint ident displays
with course and distance between waypoints.
There are two ways to load a flight plan into the system. One way is to sequentially load a series
of waypoints (one-at-a-time)using the ADD WPTS line key. The other way is to load a stored
route (from the route library). Load a route as follows: Push the ADD WPTS line key, enter the
2-digit route number (refer to sheet 10 of this figure), select (normal) load order, and then push
the END FPL line key.
The current flight plan may be saved into the route library before the system is powered down.
To store the flight plan as a route, select the ROUTE LIBRARY page (refer t o sheet 10 of this
figure) and enter 00. The flight plan becomes a numbered route stored in nonvolatile memory.
The second line of the FLIGHT PLAN page shows the firsflast waypoints in the current flight
plan.
The remainder of this page shows three waypoints from the flight plan. When the flight plan
contains more than three waypoints, the scroll arrow appears on the lower-left of the display
Push the scroll keys to slew the list up/down one waypoint-per-push.
TO and FROM labels display above the waypoints that define the selected leg of the flight plan.
The TO waypoint displays in magenta, others display in white. These labels move with the
associated waypoints as the list is slewed. Push the FLT PLAN page key twice to slew the TO
waypoint directly to the middle of the page.
The right portion of this page displays computed CRS/DIS parameters by each waypoint
identifier. The course (CRS)between consecutive waypoints is disprayed in degrees. The distance
(DIS) between consecutive waypoints is displayed in nautical miles. The total distance between
the waypoints along the flight plan displays after the last waypoint.
The ADV WPT line key is available only when MAN LEG or SEL CRS is the selected navigator
mode. Push the ADV WPT line key to advance (cancel the current TO waypoint and cause the
next flight plan waypoint to become the new active waypoint) to the next leg of the flight plan.
The last display screen shows the total distance between the waypoints along the flight plan, and
provides an ADD WPTS option. Push this Iine key to add waypoints t o the end of the flight plan.
The procedure is as described below for INSERT WPT AFTER.
To change the flight plan, scroll through the list and display the waypoint where the change is to
be made. Then push the line key by that waypoint to display the SELECT CHANGE TYPE page.
This page can be selected by only one CDU at a time.
SELECT CHANGE TYPE This display shows options that are available to change the flight plan at the selected waypoint.
Page Push the adjacent line key to select an option. Pages display t o effect the change. Note that
CRSiDIS parameters automatically update when a change is made.
The second line of the display shows the waypoint where the flight plan will be altered. The next
line displays the waypoint latitude and long-itude.
Note that the scroll arrow displays on the Iower-left of this page. Push the scroll keys to slew
through the waypoint list, and move the point of flight plan modification.
INSERT WPT AFTER Push this line key to add a new waypoint just after the selected waypoint.
Then, enter a route number or an ident for the new waypoint. If the ident is user defined (not
found in the data base), a boxed-x displays with the new ident. Prompts display t o define the
waypoint location or to add an offset from the station (if desired). Note that an NDB is entered as
the ident followed by "NB" (e.g.: enter "OW1as "OWNB").

Table 3-25. CDU-860 Control Display Unit, FLIGHT PLAN Page.
The CHP joystick and the MFD map display may also be used to add a waypoint. Position the
joystick symbol on the desired waypoint location; then push the ENT line key on the MFD. The
waypoint ident (if a navaid) or JOY then appears on the CDU, push the ENTER and OK line keys
to complete the operation.
DELETE WPT Push this line key to remove the selected waypoint from the flight plan.
INSERT RPT POINT AFTER Push this line key to add a reporting point to the flight plan. The procedure is similar t o that for
inserting a waypoint.
NO CHANGE Push this line key to return to the FLIGHT PLAN page without making a change.
REPLACE WPT Push this line key to remove the selected waypoint, and add a new waypoint in its place. The
procedure is similar t o that for inserting a waypoint.
ADD RAD/DIS OFFSET Push this line key to add a radiaydistance offset to the selected (already existing) waypoint, or t o
change the offset already assigned t o the selected waypoint.
Enter the offset values, push the OFFSET COMPLETE line key, verify the waypoint coordinates,
and push the OK line key. The waypoint (with offset) is then inserted into the flight plan. The
waypoint ident now dispIays with an asterisk followed by the offset values.
ERASE FPL Push this line key to erase the entire flight plan.
A verification page then displays. Push the YES, E M S E ALL WPTS line key to delete every
waypoint in the flight plan. Note that stored routes are not affected when the flight plan is
erased. This action ends up on origiddestination page.
CHANGE COORDINATES This option is available only if the waypoint selected for change is a user-defined waypoint, no
offset is defined, and the waypoint is not used elsewhere in the flight plan or in any route. If
these conditions are met, a page displays to change the coordinates of this waypoint.


Collins
SYSTEM CONTROL
-El
[ol
~~ 41 +
LEG COORD MODE
MAN LEG
/SEL CRS
SYNC/SPL I T + -[el NOTE: COORD MODE SELECTION
APPLIES TO DUAL FMS
SYSTEMS ONLY.
c POS I T I ON + -la]
HOL0
SEL CRS
223 UPDATE + -[ol
VLF
SENSORS + -El
<< >>
El rl CTRL
[DI El m
IJ/ IKI m
IPI [QI m
IVI IWI p
J


Table 3-26. CDU-860 Control Display Unit, SYSTEM CONTROL Page.
CONTROL OR DISPLAY FUNCTIONiDESCRIPTION
System control page key Push the SYS CTRL key to display the SYSTEM CONTROL page.
SYSTEM CONTROL page This display provides primary control selections for the FMS system. These control functions are
the selected navigator mode, selected course angle, position fixing, VLF position update, and NAV
sensor selections.
Available navigator modes are AUTO LEG, MAN LEG, and SEL CRS. The selected mode is
underlined and displayed in green, other modes are white. This mode also annunciates on the
PFD, if FMS is selected as the active NAV source.
AUTO LEG mode Push this line key to select AUTO LEG mode, This is the normal navigator mode. In this mode,
the Iist of waypoints in the flight plan is flown sequentially; the FMS automatically advances
waypoints throughout the flight.
h!lAN LEG mode Push this line key to select MAN LEG mode. In this mode, the list of waypoints in the flight pIan
is flown sequentially (as in AUTO LEG mode), but the FMS does not automatically advance
waypoints.
When the FMS determines that a leg of the flight plan has been completed, the station ident and
distance displays on the crt's flash. The operator then changes legs by pushing the ADV WPT
line key on the FLIGHT PLAN page- Note that the aircraft wilI continue through the waypoint
and leave the flight plan if the waypoint is not advanced.
SEL CRS mode Push this line key to select SEL CRS mode. In this mode, the flight plan consists of a selected
course through the TO waypoint and beyond, There is no return to the rest of the flight plan
(other waypoints) in this mode,
When SET, CRS mode is selected, a line of dashes displays after the current TO waypoint on the
FLIGHT PLAN page to show a break in the flight plan. Push the ADV WPT line key (on FLIGHT
PLAN page) to cancel the current TO waypoint, and cause the next waypoint in the flight plan to
become the new TO waypoint.
SEL CRS This display appears only when SEL CRS mode is selected. A selected course angIe displays that
i s the recommended course angle to the current TO waypoint. Push the line key by this display
to enter a different course angle. The CHP CRS knob and PUSH DIRECT switch also change the
course angle.
POSITION HOLD Push this line key to check or update aircraft present position. Push this key when exactly over a
position fm. A page displays that shows the aircraft position at the time the line key was pushed.
The operator then enters the ident of the fm,or latitude/ longitude coordinates to update the FMS
position value. A CANCEL UPDATE line key aborts any change and returns display to the
SYSTEM CONTROL page.
UPDATE VLF Push this line key to check or update the VLF NAV position value. A page displays that shows
the difference from the FMS position to the VLF position in nautical miles and degrees. Push an
UPDATE VLF FROM FMS line key to cause the FMS to send a position update to the CMA-764;
push the CANCEL UPDATE h e key to abort any change and return display to the SYSTEM
CONTROL page.
SENSORS Push this line key t o check or change the VORIDME, VLF/OMEGA, and GPS navigation sensors
enabled for use by the FMS. The VOR/DME sensors, VLF/OMEGA sensor, and GPS sensor may
be selected or deselected as functional groups. VLF/OMEGA stations may also be selected or
deselected individually VLF/OMEGA received signal strength may also be displayed. Note that
a STATUS page for each sensor group may be displayed on the MFD.
COORD MODE If dual FMS is installed, a coordinated mode is available. Use the COORD MODE line key to
select SYNC or SPLIT operation. SYNC operation causes both systems to contain the same flight
plan. Edits are accepted from either FMS. When SYNC is selected, prompts display to select
transfer of the flight plan and routes into the cross-side FMS. SPLIT operation causes the dual
FMS to function as two separate systems with separate flight plans.

Cdlins
f =q
FMS INDEX
f ROUTE READ/IIIIR I TE +
L I BRARY 0 I SKETTE
t. I N I T I A L ZE INSPECT+
SYSTEM WPTS
+FUEL
MGMT
TRIP+
PLANNI NG
-m NOTE: "FUEL MGMT" MAY
BE LABELED "FUEL"
+ FMSSFP -m IN SOME SYSTEMS.
<<
\ INDEX
PAGE KEY
CoilEns
ROUTE LIBRARY
SEL LINE OR ENTER #
E
-I.]
e1 CID/MLB
--
4
-El
+2 -- --- -/-- - - - - -
-lo]
C 3 THEWAYHOME -m
474 M L W C I D -lo]
Q
CGO-1878-12-AC-10

Figure 3-7 (Sheet IO of 12)

Table 3-27. CDU-860 Control Display Unit, FMS INDEX Page.
CONTROL OR DISPLAY FUNCTION/DESCRIFTION
Index page key Push the IDX key to display the FMS INDEX page.
FMS INDEX page This display accesses the index functions of the FMS system. These include the route library,
system initialization, fuel management, disk drive control, waypoint inspection, and trip planning
functions,
ROUTE LIBRARY Push this line key to dispIay the ROUTE LIBRARY page. This page shows routes that have been
stored in nonvolatile memory and are available for loading into the flight plan. Any route may be
selected for display or modification,
The ROUTE LIBRARY page displays four routes per screen. Each route display line has the
route number (left of the screen) followed by the route name. Push the scroll keys to view four
different routes. Routes are also scrolled by entering the 2-digit desired route number, and then
pushing the active right line key.
Route names are normally defined as the firstilast waypaint in the route. Empty routes display
as dashes. Routes may be named by alphanumerics (10 characters max, character 1must not be
a number).
To display or modify a route, scroll through the list until the route displays. Then push the left
line key by the route. A route page displays that shows the first three waypoints in the selected
route. Display, create, or modi@ the route using procedures similar to those described for the
FLIGHT PLAN pages.
To load the active flight plan into any route, push a numbered line key and then enter 00 as the
waypoint or route number.
INITIALIZE SYSTEM Push this line key to display the initialization page. This page shows the current tirnejdate, data
base expiration date, present position estimate, and the ident of the nearest navaid station. Push
the ALL DATA OK line key if this page is correct.
If the timejdate line is incorrect, update the external clock. If this clock has failed or is not
installed, push the CHANGE FMS GMT/DATE line key to enter a time and date on the CDTJ
If the data base has expired, a warning message displays to alert the operator. Push a line select
key either to use the expired data base or to update the data base a t this time (using DBU).
If the present position estimate is incorrect, push the CHANGE POSITION line key. A page
displays to update the current aircraft position by entering a latitudeAongitude, a waypoint ident,
a VO€UDME fix, or to accept the current system position.
The ident of the nearest navaid station displays for pilot verification of position. This ident is
followed by the computed radial and distance from the station.
FUEL MANAGEMENT Push this line key to monitor continuously updating fuel used, fuel remaining, and endurance
parameters, Enter the fuel remaining weight (in pounds) to initiate this function.
In a dual FMS system, enter several weight parameters. The system then continuously computes
pounds of fuel used, pounds of fuel on board, current airplane weight, and airplane weight at final
waypoint.
FMSSFP This line key selects a system troubleshooting tool. Further description is not provided at this
time.
READ/WRITE DISKETTE Push this line key to read or write data files using the DBU. This unit may be used to upload
route, checklist, and data base files to the FMS. The DBU can also be used to download route and
fault history files onto a diskette.
When READ FILE FROM DISKETTE is selected, a directory of the disk displays. Push the
adjacent line key to read a selected file from the disk. Note that the data base update procedure
is described in the maintenance section of this manual.

Table 3-27. CDU-860 Control Display Unit, FMS INDEX Page.
When WRITE FILE TO DISKETTE is selected, a list of files that may be stored displays. Push
the adjacent line key to write a selected file onto disk,
INSPECT WPTS Push this line key to display the INSPECT WPTS page. This page displays the parameters
defining each stored waypoint, or t o display (delete) operator defined waypoints no longer used in
any route or flight plan.
To inspect the stored parameters for a specific waypoint, enter the ident of the waypoint and then
push the ENTER line key The following parameters for that waypoint are then recalled from
memory and displayed: WPT, TYPE, CLASS, ICAO, LOCATION, FREQ, ELEV, and VAR. Two
line keys are active on this page. Push the USE NAVAID line key to enable (or disable) use of the
waypoint as a source of navigation data. Push the DIFF WPT line key to return to the previous
page, so a different waypoint can be inspected.
To display/delete operator defined waypoints not presently used in any route or flight plan, push
the left labeled line key. These waypoints display alphabetically; the total number of unused
waypoints displays on the last line. Push the scroll keys to slew through the list; push 1efVrigh.t
line key to display the waypoint descriptioddelete the waypoint from memory.
TRIP PLANNING Push the TRIP PLANNING line key to calculate direct bearing, distance, estimated-time- en
route between waypoints or along routes, and the estimated amount of fuel required for the trip.
Push left line keys to enter a FROM waypoint, a T O waypoint, an estimated ground speed (EST
GS), and an estimated fuel flow rate (EST LBSMR). BRGDIS, ETE, and FUEL RQD parameters
are then computed and displayed,


m- FROM/TO+
LEG
-
WPT
m- 3c---- ENTER + -
m- +KCID
-lo] pJ
m- +DSM -El
\
DIRECT TO
PAGE KEY


Table 3-28. CDU-860 Control Display Unit, DIRECT TO Page.
Direct to page key Push the DIR key to display the DIRECT TO page.
DIRECT TO page This display provides 4 methods of initiating a course to a selected location.
A direct-to course may be executed to a waypoint not on the flight plan, to a waypoint on the
flight plan (direct t o any waypoint or establish a FROM/TO leg between any 2 waypoints), or to a
nearby airport. When a direct-to course is selected, DIRECT TO dispIays above the TO waypoint
ident on the FLIGHT PLAN page.
Push the CANCEL LEG CHG line key at any time to abort the direcbto operation.
Off-flight-plan waypoint Leave the flight plan on a course direct-to an off-flight-plan waypoint using the following
methods.
Enter the ident of the destination waypoint and then push the ENTER line key A page displays
to verify waypoint coordinates; a radiaydistance offset may be added if desired. Push the OK line
key to complete the operation.
If no ident is entered or if the destination waypoint is not defined in the data base, a page
displays to define the direct-to point. A radiaydistance offset may be added if desired. Push the
OK line key to complete the operation.
If the ident of a destination waypoint is already displayed on the scratch pad line, push the WPT
line key to transfer this ident to the WPT line. Then push the ENTER and OK line keys to
complete the operation.
The CHP joystick and the MFD map display may be used to select a destination waypoint.
Position the joystick symbol on the desired direct-to location; then push the ENT line key 011the
MFD. The waypoint ident (if a navaid) or JOY appears on the scratch pad line of the CDU. Push
the WPT, ENTER, and OK line keys to complete the direct-to operation.
On-flight-plan waypoint Push the left side (3 or 4) line key by a displayed waypoint ident to immediately initiate a course
direct-to that point.
The scroll arrow displays on the lower-left of this page. Push the scroll keys to slew through the
waypoint list, and display any waypoint in the flight plan by line key 3 o r 4. The current TO
waypoint displays in magenta, others are white.
FROhWTO leg Push the FROM/TO LEG line key to establish a new direct flight leg between any two waypoints
in the flight plan. Note that all waypoints in the flight plan between the selected TO and FROM
waypoints are now erased from the flight plan.
Pages display to select the FROM and then the TO waypoint that define the new leg. Use the
scroll keys and left side line keys to select waypoints from the flight plan. Note that the TO
waypoint must be after the FROM waypoint in the flight plan (a reverse direction leg is not
permitted).
CLOSEST AIRPORTS Push the CLOSEST AIRPORTS line key to display the idents of the three nearest airports,
followed by bearingldistance to the airport and the length of the longest runway (if available).
The airports are listed in order of increasing distance from present position.
Push the line key by an airport ident to initiate a course direct-to that airport. The FLIGHT
PLAN page then displays.

PATH EDIT PAGE

VNAV
m- DlSP m / O N CANCEL 9 -m Collins
VSR
m- + V DIR-TO
PATH TO
210 FPM
VWPT
-@J@ VNAV
la]- + 210
m-
FPM 2.8 DEG+ -
q- m-
VERT DIR-TO
-m
VERT WPT
-Ea El- 2 t 0 FPM 2 . 8 DEG
PATH TO VWPT
- q7i-J
_.-@ - e DEN 12000 FT + -m- lol-
210 FPM 2.8 DEG
-
mpJ
ENTER RATE
m- ----FPM ENTER 9 --[01
CANCEL
EDIT )-
+ lo]
Collins
VNAV
1
VERT DIR-TO
/ 210 FPM 2 . 8 DEG
VNAV PAGE KEY
PATH TO W T
210 FPM 2 . 8 DEG
Cdlins ENTER ANGLE
-*-DEG ENTER .$ @
B
lo]
tALo J. <<
CANCEL
$?IT)
+ [01 Collins
lol
Coltins
lol
CGO-1878-12-AC-12
CDU-860 Control Display Unit,Controls and Displays


Table 3-29. CDU-860 Control Display Unit, W A Y Page.
W A V page key Push this key to display the VNAV page. This key is active only if an FMC-851C computer is
installed.
VNAV page This display provides control selections for the vertical navigation system (part of FMS). The
VNAV waypoint and the vertical flight path to the waypoint are displayed and edited from this
page. Use this top level VNAV page to select the VNAV displays on the PFD/ ND/MFD, select a
direct-to or a user-edited VNAV path, and to viewhodify the vertical waypoint.
The VNAV functions are available when FMS is the active NAV source and a lateral flight plan is
entered. The FMC outputs vertical steering commands if the aircraft course is within 70" of
desired track and lateral deviation is less than 10 miles. Select VNAV mode on the MSP mode
select panel to enable flight director display and autopilot use of VNAV data.
DISP line key Push the DISP line key to select (ON) or deselect (OFF) display of VNAV data on the large
displays.
DISP ON selects the VNAV displays. If VNAV data is available: the N D N F D present position
map shows the vertical waypoint location, the ND/MFD HSI format displays VNAV data
readouts, and various PFD/ND/MFD displays show VNV vertical deviation (if the VWPT is
referenced to the lateral TO waypoint).
DTSP OFF deselects the VNAV displays and flags the FMS vertical steering command output to
autopilot.
V DIR-TO line key Push the V DIR-TO line key to select a vertical flight path from the aircraft present position
directly to the vertical waypoint. This direct-to function is enabled only when the vertical
waypoint is referenced to the TO waypoint. Note that the VSR display shows the vertical speed
required to reach this waypoint at current flight conditions.
When direct-to is selected: the VNAV displays automatically turn on, VNAV immediately
captures (if VNAV mode was armed), the FMS supplies vertical steering commands to the
autopilot, and the "PATH TO VWPT'message on CDU changes to "SELECTED V PATH". This
message means that a vertical flight path has been selected, and that the FPM and DEG
parameters on the next lower line apply to this path.
PATH TO W T Push the left or right third line key to edit the vertical flight path to the VERT WPT. This line
shows the vertical rate (FPM)and vertical angle (DEG) to the vertical waypoint. Either
parameter can be changed to define a user-edited path,
Push the left line key to display the path edit page and then enter a new vertical rate.
Push the right line key to display the path edit page and then enter a new vertical angle.
When the top level VNAV page redisplays, the manually entered data is fmed, The other path
parameter is continuously updated using current ground speed data.
The FMS computes the vertical path capture point and supplies vertical steering commands to
the autopilot (used if VNAV mode is selected). The distance (in nmi) to this W A V capture point
may display on the CDU with a BOG (bottom of climb) or TOD (top of descent) label. The "PATH
TO VWPT" message changes to "SELECTED V PATH". This message means that a vertical flight
path has been selected, and that the FPM and DEG parameters on the next lower line apply to
this path.
CANCEL line key Push the (top right) CANCEL line key to cancel the selected verticaI flight path. The default
vertical waypoint becomes the TO (lateral) waypoint of the flight plan at the preselect altitude.
The default path becomes the direct-to path to this waypoint.
VSR display The VSR display shows the vertical speed required to fly the aircraft from present position (at
current barometric altitude) to the vertical waypoint. Green dashes display if no lateral flight
plan is entered, the vertical waypoint is not referenced to the TO waypoint of the flight plan, or if
the vertical waypoint altitude is within 200 feet of the barometric altitude.

Table 3-29. CDU-860 Control Display Unit, WAVPage.
I CONTROL OR DISPLAY
I VERTWPT
The vertical waypoint is displayed on the bottom of the page. This display shows the vertical
waypoint lateral identifier and altitude. The default VERT WPT is the TO (lateral) waypoint of
the lateral flight plan at the current preseIect altitude. The lateral and/or the altitude parameter
can be edited to select a user-defined vertical waypoint.
Push the left line key to display the lateral VNAV WPT EDIT page. First select a reference
lateral waypoint; this may be the TO waypoint or any subsequent waypoint in the flight plan.
Then a page displays to enter an offset distance before or after the selected waypoint. Then the
altitude W A V WPT EDIT page displays to enter the altitude value for the vertical waypoint.
When the top level VNAV page redisplays, the manually entered location (with offset) appears by
the bottom left line key. Altitude displays by the bottom right line key.
Push the right line key t o display the altitude VNAV WPT EDIT page. There are two ways to
select a n altitude value. Push the third line key (by the altitude display) to manually key-in and
enter a new altitude value. Push the USE PRESELECT ALTITUDE line key to enter the
preselect altitude (set by ARP and displayed on PFD). When the top level VNAV page redisplays,
the manually entered altitude appears by the bottom right line key


Colllns
A F l S STATUS
CONFIGURATION OK
Collins
- +CLEAR -
- FROM
(KCID ) -
- TO
(KLAX ) -
- DISPLAY SIGMETS -
- +XMlT RETURN+ -
REC)$EST
@
&l
m
@
+
STATUS
SIGMETS
+*TERMINAL
WEATHER
6 DISPLAY
MESSAGE
CONFIG +
SETUP
:::::
OPERATING +
WINDS*+
CCMPOSE
MESSAGE
-)
1
@
m
m-
TRANSPORTATION
-
ARRANGED FOR NEW ETA.
m- PLEASE ADVISE I F
FURTHER DELAY.
RETURN+ -
KLAX/KORD 1 JAN 95
KLAX
N33'56.6' W118'24.4'
HEC
N34'47.8' W116'27.7'
PGS
N35'37.5' W113'32.6'
RETURN+
CGO-4536-02- AC-1
CDU-86OA Control Display Unif,Controls and Displays

Figure 3-8 (Sheet I of13)

Table 3-30. CDU-86OAControl Display Unit, M I S MENU Page.
The CDU-860A ControI Display Unit performs both FMS and AF'IS control and display functions.
The FMS keys and operation are identical to that described for the CDU-860 Only the CDU-860A
performs AFIS control and display functions (described on the following pages).
This page describes entering AFIS mode and selecting an MIS function.
1 Note I
Active keys on M I S pages are indicated by an + or +. If an inactive key is pushed, KEY NOT
ACTNE is shown.
AFIS key Push the AFIS key to enter AFIS mode and show the AFIS MEN" page.
M I S MENU page The M I S MENU page is used t o select the fallowing M I S functions:
Unread data related to a function is indicated by an asterisk (yellow) next to the display for that
function.
STATUS line and key Push the STATUS key t o show the AFIS STATUS page (see sheet 2).
SIGMETS line and key Push the SIGMETS key to show the REQUEST SIGMETS page (see sheet 3).
TERMINAL WEATHER line Push the TERMINAL WEATHER key to show the TERMINAL WX (menu) page (see sheet 4).
and key
DISPLAY MESSAGE line and Push the DISPLAY MESSAGE key to show the DISPLAY AFIS MSG page (see sheet 5).
key
FLT PLAN DISPLAY line and Push the FLT PLAN DISPLAY key to show the AFIS FLT PLN page (see sheet 6).
key
MSG key Push the MSG key to show FMS messages without leaving MIS mode. Showing FMS messages
has been described earlier. Push the MSG key again t o return to the last AFIS page shown.
M I S exit keys Push the COM, NAY ADF, ATC, RDR CTRL, NAV SRC, BRG SRC,FLT PEN, DIR, VNAY SYS
CTRL,or IDX key to exit AFIS mode, enter FMS mode, and show the FMS page associated with
that key

ooeration 523-0775809
P
-b a FLIGHT OPS
CONTACT #
3195551212
+XMI T
MESZAGE
Collins
\
- RECALL AF I S FPL
+CLEAR -
- FPL 4 FFT PLN
LIST+ -
- FROM
(KADS) (092%$ -
- TO
(KCID)
ETD
(1445) -
- GXMlT
REQpf
RETURN+ -
B J
k
CGO-4536-02-AC-2
CDU-MOA Control Display Unit, Controls and Displays


Table 3-31. CDU-86OA Control Display Unit,M I S MENU Page.
CONTROL OR DISPLAY FITNCTIONDESCRIPTI ON
The CDU-860A Control Display Unit performs both FMS and AFIS control and display functions.
The FMS keys and operation are identical to that described for the CDU-860. Only the CDU-
860A performs AFIS control and display functions (described on the following pages).
This page describes entering AFIS mode and selecting an AFIS function.
Active keys on AFIS pages are indicated by an or 4. If an inactive key is pushed, KEY NOT
ACTIVE is shown.
AFIS key Push the AF'IS key to enter M I S mode and show the AFIS MENU page.
MIS MENU page The AFIS MENU page is used to select the following AFIS functions:
Unread data related to a function is indicated by an asterisk (yellow) next to the display for that
function.
CONFIG SETUP line and key Push the CONFIG SETUP key to show the first CONFIGURATION page (see sheet 12).
The maintenance jumper must be installed on the DMW to show the CONFIG SETUP line.
OPEWTING MODES line Push the OPERATING MODES key to show the AFIS OPER MODES page (see sheet 7).
and key
WINDS ALOFT line and key Push the WINDS ALOFT key to shaw the WINDS ALOFT page (see sheet 8).
COMPOSE MESSAGE line Push the COMPOSE MESSAGE key to show the COMPOSE AFIS MSG page (see sheet 9). Sheet
and key 10 shows the PPM M E W page.
RECALL FLT PLAN line and Push the RECALL FLT PLAN key to show the RECALL AF'IS FPL page (see sheet 11).
key
MSG key Push the MSG key to show FMS messages without leaving MIS mode. Showing FMS messages
has been described earlier. Push the MSG key again to return to the last AFIS page shown.
M I S exit keys Push the COM, NAV, ADF, ATC, RDR CTRL, NAV SRC, BRG SRC, FLT PLN, DIR, W A Y SYS
CTRL, or IDX key to exit AFIS mode, enter FMS mode, and show the FMS page associated with
that key.

Collins
A F I S STATUS
[ol
CONFIGURATION OK
El VHF MODEM OK
Isl COMMUNICATION FAIL
DATA L NK OK
m D I SK NOT A V A I L A B L E
-m
lal RETURN+ -Io]
I
CGO-3216-12-AC-2
CDU-86OA Control Display Unit, Controls and Displays
Revised 12 March 1997 3- 76

Table 3-32. CDU-86OAControl Display Unit,AFIS STATUS Page.
CONTROL OR DISPLAY FUNCTION/DESCRIF'TION
This page describes the AF'IS status function.
AFIS STATUS page Show the AFIS STATUS page as described earlier. This page shows the status of the AFIS
functions listed below. If the DMU is not available, only DMU NOT AVAILABLE (yellow) is
5hOWIl.
CONFIGURATION line The CONFIGURATION line shows the status (OK or FAIL) of the MIS configuration data.
VHF MODEM line The VHF MODEM line shows the status (OK or FAIL) of the VHF modern.
COMM?JNICAT1ON line The COMMUNICATION line shows the status (OK or FAIL) of the VHF and satellite
communication systems.
DATA LINK line The DATA LINK line shows the status (OK or FAIL) of the data links (uplink and downlink).
DISK line The DISK line shows the status (AVAILABLE or NOT A V A I M L E ) of the disk drive.
OK display The OK display (green) shows that no failure has been detected for that system by the DMU.
FAIL display The FAIL display (yellow) shows that one or more failures have been detected for that system by
the DMU.
AVAILABLE display The AVAILABLE display (green) shows that there is a floppy disk in the DTU.
NOT AVAILABLE display The NOT AVAILABLE display (white) shows that there is not a floppy disk in the DTU, the DTU
is not installed, or there is a communication problem between the DTU and DMU.
RETURNAFIS keys Push the RETURN or AFIS key to show the AFIS MENU page.

Collins 71
m]l H-m
REQUEST SIGMETS
+CLEAR
II
-m
-m
D I SPLAY S I GMETS -m
lol 41 G REQUEST
XMlT RETURN3 -m
<< >>
CGO-3216- 12-AC-3


Table 3-33. CDU-86OAControl Display Unit, AFIS REQUEST SIGMETS Page.
CONTROL OR DISPLAY FUNCTIONLIESCRIPTION
This page describes the AF'IS SIGMETS function.
REQUEST SIGMETS page Show the REQUEST SIGMETS page as described earlier. This page is used to search for and
show reported SIGMETS for the area between the FROM and TO identifiers.
FROM line and key The FROM line shows the identifier where the search for SIGMETS is to start. Use the CDU
scratchpad to enter the FROM waypoint identifier.
TO line and key The TO line shows the identifier where the search for SIGMETS is to end. Use the CDU
scratchpad to enter the TO waypoint identifier.
CLEAR line and key Push the CLEAR key to enter the clear operation, indicated by CLEAR changing to CLEAR?
(yellow). Then push the CLEAR? key to clear the FROM and TO identifiers, or push any other
key to exit the clear operation.
XMIT REQUEST line and key Push the XMIT REQUEST key to start the search for SIGMETS. The XMIT REQUEST line
changes to REQUEST ACTIVE (green) while the search is in progress. If the DMU is not
availabIe, DMU NOT AVAILABLE is shorn.
DISPLAY SIGMETS line and Push the DISPLAY SIGMETS key to show the SIGMETS page. This key is inactive if no sigmet
key data is available.
RETURN/AFIS keys Push the RETURN or AFIS key to show the MIS MENU page.
SIGMETS page The SIGMETS page shows all SIGMETS found for the last request.
Scroll active display An arrow (scroll active) is shown if the SIGMETS page consists of more than one page.
Scroll keys Push the A or v key to show the previous or next page.
RETURN/AFIS keys Push the RETURN key to show the REQUEST SIGMETS page or the MIS key to show the AFIS
MENU page.

qperafion523-0775809
Collins
T E R M I N A L WX
Io] - +DELETE 3
m
I DENT
m - KCID KALO -j -
n
- f KRST KORD -
-[ol - KMSP - OpJ
[Ql - fXMIT RETURN+ - lgl
REQUEST
<< >>
Collins
Io] - KMSP 19APR94 - lel

SA-
0 6 Z CLR 1308. - lol
122 VFR C L R . .
NOTAMS :
!MSP 03/005 2U5
[(Bl
- ARPT CLSD
!MSP 04/044 S T I
- 0p-J
Is] - RETURN+ - Iol
CGO-3216- 12- AC-4


Table 3-34. CDU-86OA Control Display Unit, M I S TERMINAL WX Page.
This page describes the M I S terminal weather function.
TERMINAL WX (menu) page Show the TERMINAL WEATHER (menu) page as described earlier. This page is used to search
for and show terminal weather data for up to six terminal identifiers.
TERMINAL IDENTIFIER Up to six terminal identifiers may be manually entered using the CDU scratchpad. Push the key
lines and keys next to a TERMINAL IDENTIFIER to show the weather data for that identifier on the
TERMINAL WX (data) page.
DELETE IDENT/CANCEL Push the DELETE IDENT key to enter the delete operation, indicated by DELETE IDENT
DELETE line and key changing to CANCEL DELETE (magenta), Then push the key next to a terminal identifier to
delete that identifier and exit the delete operation, or push the CANCEL DELETE key to exit the
delete operation.
XMIT REQUESTLREQUEST Push the XMIT REQUEST key t o start the search far terminal weather data. XMIT REQUEST
ACTIVE line and key changes t o REQUEST ACTIS% (green) while the search is in progress. If the DMU is not
available, DMU NOT AVAILABLE is shown.
RETURN/AFIS keys Push the RETURN or AFIS key to show the AFIS MENU page.
TERMINAL WX (data) page The TERMINAL WX (data) page shows all terminal weather data (SA, FT, METAR, TAF,
NOTAMS, and PIREPS) found for the selected terminal identifier.
Scroll active display An arrow (scroll active) is shown if the TERMINAL WX (data) page is longer than one page.
Scroll keys Push the or v scroll key to show the previous or next page.
RETURN/AF'IS keys Push the RETURN key to show the TERMINAL, WX (menu) page or the M I S key to show the
AFIS MENU D a m .

t
Collins
D I S P L A Y A F I S MSG
lo] MSG # I PG 1/2
TRANSPORTATION
lol ARRANGED FOR NEW E T A .
lol PLEASE ADVISE IF
FURTHER DELAY.
lol
[ol +NEXT RETURN+
MESSAGE
CGO-3216- 12-AC-5
CDU-86OA Control Display Unit,Controls and Displays

Table 3-35. CDU-86OAControl Display Unit. DISPLAY M I S MSG Page.
CONTROL OR DISPLAY
-~
This page describes the AFIS display message function.
DISPLAY AFTS MSG page Show the DISPLAY AFTS MSG page as described earlier. The CDU stores and can show the last
four messages received. If the CDU is powered down, these messages are lost.
The DMU stores only the last message received. If the DMU is powered down, this message is
lost. If there are no messages, NO MESSAGES is shown.
NEXT MESSAGENEW The DISPLAY AFIS MSG page initially shows the last message received. Subsequent pushes on
MESSAGE line and key the NEXT MESSAGE key shows up to three additional messages (in descending order of their
receipt). If a new message is received while a message is being shown, NEXT MESSAGE changes
to NEW MESSAGE. Push the NEW MESSAGE key to show the message just received.
Scroll active display An arrow (scroll active) is shown if the DISPLAY AFIS MSG page is longer than one page.
Scroll keys Push the A or v scroll key to show the previous or next page.
RETURN/AFIS keys Push the RETURN or MIS kev to show the M I S MENU page.

operation 523-07'75809
I Collins
A F I S F L T PLN 1/3
[el KLAX/KORD 1 JAN95
lol KLAX
N33'56.6 ' W118'24.4'
[GI m HEC
N34 " 4 7 . 8 ' W116'27.7'
lel PGS
N 3 5 " 37 5 ' W113"32.6'
lol RETURN+
P
CGO- 3216- 12-AC-6
CDU-86OA C o n t d Display Unit, Controls and Displays

Table 3-36. CDU-860A Control Display Unit, AFIS FLT PLAN Page.
I CONTROL OR DISPLAY ~
This page describes the AF'IS flight plan display function.
Show the M I S FLT PLN page as described earlier. This page shows the waypoint data for the
requested flight plan. If there is no flight plan, NO FLIGHT PLAN is shown.
Flight plan line The flight plan line shows the first and last waypoint identifiers of the flight plan being shown.
Date line The date line shows the issue date of the flight plan being shown.
Waypoint lines Each waypoint line shows the identifier, latitude, and longitude for one of the waypoints in the
flight plan being shown.
Scroll active display An arrow (scroll active) is shown if the MIS FLIGHT PLAN page is longer than one page.
Scroll key Push the A or v scroll key t o show the previous or next page.
RETURN/AFIS keys Push the RETURN or AFTS key to show the AFIS M E W page.

Collins
$s q
A F l S OPER MODES
P O S I T I O N REPORTING
=/AUTO+
WEATHER UPDATE
OFF/=+
VHF SATELL I TE
+CONTROL CONTROL +
+UPDATE RETURN+
MODES
+ 4
Collins
VHF L I N K CONTROL
SITA/AVICOM
+W/AUTO MANUAL3 - [ol
AR I NC
+OFF/m
A I R CANADA
+OFF /AUTO
+UPDATE
VHF L I N K
%
Collins
S A T E L L I T E CONTROL
-m
+ALL OFF+
cWEST EAST+
ATLANT I C AT1 ANT I C
+PAC I F 1 C I ND I AN+ -!XI
+UPDATE
SATELL I TE
RETURN+ -101
CGO-3216- 12-AC-8

Figure 3-8 (Sheet 8 of 1.3)

Table 3-37. CDU-86OAControl Display Unit,M I S OPER MODES Page.
Phis page describes the AFIS operating modes function.
piG-1
3perating modes selected are shown green or yellow, and underlined. Operating modes not
selected are shown white and no underline.
WIS OPER MODES page Show the MIS OPER MODES page as described earlier. This page is one of three pages used to
show and set up the AFIS operating modes.
POSITION REPORTING line Push the POSITION REPORTING key to alternately switch the position reporting mode between
md key OFF and AUTO,
WEATHER UPDATE line and Push the WEATHER UPDATE KEY to alternately switch the weather update mode between OFF
iey and AUTO.
VHF CONTROL line and key Push the VHF CONTROL key to show the VHF LINK CONTROL page.
SATELLITE CONTROL line Push the SATELLITE CONTROL key to show the SATELLITE CONTROL page.
m d key
I Note I
If the configuration module is set for no satellites, the SATELLITE CONTROL line is blank and
the key is inactive.
UPDATE MODES key Selected UPDATE MODES are shown green if they match (or yellow if they do not match) the
modes stored in the DMU. The DMU does not respond to the mode changes shown until the
DMU is updated. Push the UPDATE MODES key to update the DMU.
RETURN line and key Push the RETURN or AFIS key to show the AFIS MENU page. If this key is pushed while
UPDATE MODES is yellow, the pending mode changes are lost.
WF LINK CONTROL page The VHF LINK CONTROL page shows and controls the operating modes of the VHF
communication systems. If one option (SITNAMCOM, ARINC, or AIR CANADA) is set to
MANUAL, all remaining options revert to OFF. If any option is set to AUTO, any MANUAZ
selection is set to OFF.
SITNAVICOM line and keys Push the left SITNAWCOM key to alternately switch the VHF link control mode between OFF
and AUTO, or push the right key to switch the mode to MANUAL.
ARINC line and keys Push the left ARINC key to alternately switch the ARINC mode between OFF and AUTO, or push
the right key to switch the mode to MANUAL.
AIR CANADA line and keys Push the left ARINC key to alternately switch the ARINC mode between OFF and AUTO, or push
the right key to switch the mode to MANUAL.
UPDATE VHF LINK key The selected UPDATE VHF LINK modes are shown green if they match (or yellow if they do not
match) the modes stored in the DMU. The DMU does not respond to the mode changes shown
until the DMU is updated. Push the UPDATE MODES key to update the DMU.
RETURN/AFIS keys Push the RETURN key to show the AFIS OPER MODES page or the AFIS key to show the M I S
MENU page* If either key is pushed while UPDATE VHF LINK is yellow, the pending mode
changes are lost.
SATELLITE CONTROL, page The SATELLITE CONTROL page shows and controls the operating modes of the satellite
communication systems.
WEST ATLANTIC key Push the WJ3ST A T W T I C key to select the West Atlantic satellite communications.
EAST ATLANTIC key Push the EAST ATLANTIC key to select the East Atlantic satellite communications.
PACIFIC key Push the PACIFIC key to select the Pacific satellite communications.

Table 3-37. CDU-860A Control Display Unit,AFIS OPER MODES Page.

~~
CONTROL OR DISPLAY FUNCTIONDESCRIPTION
INDIAN key Push the INDIAN key to select the Indian satellite communications.
ALL key Push the ALL key to select all satellite communications ON.
OFF key Push the OFF key to select all satellite communications OFF.
UPDATE SATELLITE key The selected UPDATE SATELLITE modes are shown green if they match (or yellow if they do not
match) the modes stored in the DMU. The DMU does not respond to the mode changes shown
until the DMU is updated. Push the UPDATE MODES key t o update the DMU.
RETURN/AFIS keys Push the RETURN key t o show the AFIS OPER MODES page or the AFIS key to show the AFIS
MENU page. If either key is pushed while UPDATE SATELLITE is yellow, the pending mode
changes are lost.


Collins
WINDS ALOFT
%KE m
+(KDBQ ) t
41 KFSD
05000
WINDS ALOFT
330/
01 1410Z
4 16
10000
18000
260/
240/
8
23 -11
8 -191
24000 240,' 38 -24
30000 220/ 45 -39
34000 220/ 47 -43
39000 220/ 49 -59
45000 2301 53 -65
[el iI RETURN+
CGO-3216-12-AC-9


oioeratjon 523-0775809
Table 3-38. CDU-860A Control Display Unit, M I S WINDS ALOFT Page.
This page describes the MIS winds aloft function.
WINDS ALOFT (menu) page Show the WINDS ALOFT (menu) page as described earlier. This page is used to search for and
show winds aloft data for up to six waypoints.
Waypoint identifier line and Up to six waypoint identifiers may be entered manually using the CDU scratchpad. Push the key
key next t o a waypoint identifier t o show the winds aloft associated with that waypoint.
DELETE IDENT/CANCEL Push the DELETE IDENT key t o start the delete operation, indicated by DELETE
DELETE line and key IDENT changing t o CANCEL DELETE (magenta). Then push the key next to a waypoint
identifier to delete that identifier and end the delete operation, or push the CANCEL DELETE
key to end the delete operation.
XMIT REQUESTREQUEST Push the XMIT REQUEST key t o start the search for winds aloft data. The XMIT REQUEST line
ACTrVE line and key changes to REQUEST ACTIVE (green) while the search is in progress. If the DMU is not
available, DMU NOT AVAILABLE is shown.
RETUXN/AFIS keys Push the RETURN or AF'IS key to show the MIS MENU page.
WINDS ALOFT (data) page The WINDS &OFT (data) page shows the winds aloft data found by the DMU. This data is
shown as altitude (feet), true wind direction (degrees),wind velocity (knots), and temperature
(degrees C). The identifier, date, and time for this data is shown on the first line below WINDS
ALOFT
RETURN/AFIS keys Push the RETURN key to show the WINDS ALOFT (menu) page or the MIS key to show the
M I S MENU Page.

Collins
3 - 41
[81 COMPOSE AF I S MSG
+CLEAR LOAD PPM+ -lol
ED I T -lo]-
MSG-'
[el dl CONTACT #
3195551212
Collins
p *
EDIT A F l S MSG
&CLEAR
NEW ETA I S 14002.
e
PLEASE ARRANGE
GROUND c
TRANSPORTATION FOR
+
2 PEOPLE,
RETURN+
'%=' . : +<>-
$ [ P"&b;\-[ 3
3 3
PUNCTUATION MARK/HOT K E Y TABLE
= o & =
= H $ =
= E # =
= I @ =
= x / =
= Q \ =
=m + =
= c c =
= K I =
CGO- 3216- 12 - AC- 10

Figure 3-8 (Sheet IO of 13)

Table 3-39. CDU-860A Control Display Unit, COMPOSE AFIS MSG Page.
I CONTROL OR DISPZAY FUNCTION/DESCRIPTION
This page describes the AFIS compose message function.
COMPOSE AFIS MSG page Show the COMPOSE AFIS MSG page as described earlier. This page is used to compose and
transmit messages through the Global Data Center
FROM line and key The FROM line shows the originator of the message. Use the CDU scratchpad to enter the
originator. If this page is cleared, the aircraft tail number is automatically entered in this line.
TO line and key The TO line shows the intended recipient of the message. Use the CDU scratchpad to enter the
intended recipient.
CONTACT # line and key The CONTACT # line shows the contact number of the intended recipient. Use the CDU keypad
to enter the number in the scratchpad, then push the CONTACT # key to enter the number.
Push the CLEAR key to enter the clear mode, indicated by CLEAR changing t o CLEAR? (yellow).
Push the CLEAR? key to set the FROM line to the default airplane tail number and clear the TO
and CONTACT # lines, or push any other key to exit the clear mode.
EDIT MSG key Push the EDIT MSG key to show the EDIT MIS MSG page.
LOAD PPM key Push the LOAD PPM key to show the PPM MENU page (see sheet 10).
XMIT MESSAGE key Push the XMIT MESSAGE key to transmit the message shown.
Valid entries in the TO or CONTACT # data lines are required before the message can be
transmitted.
RETURN/AFIS keys Push the RETURN or AFIS key to show the AFIS MENU page.
EDIT AFIS MSG page The EDIT AFIS MSG page allows editing of the AFIS message. A message consists of up to 300
characters. Each character may be alphanumeric (entered using the CDU keys directly), a
punctuation mark (entered using punctuation mode), or a blank space (entered using the key).
Push the CLR key to move the cursor one space to the left and clear the character in the space
where the cursor stops.
Push the punctuation key to enter punctuation mode. Then select the desired punctuation mark
and push the punctuation key again to enter that punctuation mark in the message, or push the
CLR key to exit punctuation mode.
Not in punctuation mode: a scroll active arrow (white) is shown if the EDIT M I S MSG page is
longer than one page.
In punctuation mode: a scroll active arrow (yellow) is always shown.
Scroll keys Not in uunctuation mode: push the C , +,A , or v scroll key to move the cursor (insertion point)
within the message.
In punctuation mode: push the t,4, A, or v scroll key to select a punctuation mark (turns yellow)
for entry (by pushing the punctuation key) at the cursor position.
Hot keys When in punctuation mode, some alphanumeric keys function as hot keys for punctuation mark
entry. The punctuation mark assigned t o each of these keys is shown in a table on sheet 9.
CLEAWCLEAR? key Push the CLEAR key to enter the clear mode, indicated by CLEAR changing to CLEAR? (yellow).
Then push the CLEAR? key to clear the message and exit clear mode, or push any other key to
exit the clear mode.
RETURNIAF'IS keys Push the RETURN key to show the COMPOSE MIS MSG page or the AFIS key to show the
AFIS MENU page. .
Revised I 2 Murch 1997 3-93

Collins
SECOND
PUSH
-
FIRST
PUSH
Collins
PPM E D I T
NEW ETA
FROM EDIT
N823BF MSG
TO
ADS FLIGHT OPS
CONTACT I
2145551212
+CLEAR RETURN
<< >>
Collins
E D I T PRE-PR GM-MSG
MSG # 1
' '
NEW ETA I S z. PLEASE

ARRANGE GROUND
TRANSPORTATION C '
END OF TEXT
3 '
+STORE RETURN+
CNEW ETA
CGO-3216- 12-AC- t 1

Figure 3-8 (Sheet I 1 of 13)

Table 3-40. CDU-86OAControl Display Unit, AFIS PPM MENU Page.
I CONTROL OR DISPLAY FUNCTION/DESCRIF'TION
This page describes the AFIS pre-programmed message function.
PPM MENU page Show the PPM MENU page as described earlier (sheet 9). This page is used to store, recall, and
edit up to four commonly used M I S messages.
Message name line and key The names of up to four pre-programmed messages may be shown on this page. Push the key
next to one of the messages to show that message on the EDIT AFIS MSG page. This message
may be edited and transmitted as previously described without affecting the original pre-
programmed message.
EDIT PPWCANCEL EDIT Push the EDIT PPM key to enter the edit mode, indicated by EDIT PPM changing to CANCEL
key EDIT (magenta). Push the key next to one of the messages to show that message on the PPM
EDIT page, or push the CANCEL EDIT key to exit the edit mode.
RETURN/AFIS keys Push the RETURN key to show the COMPOSE AFIS MSG page or the AFIS key to show the
AFIS MENU page.
PPM EDIT page The PPM EDIT page is used to edit the header portion of pre-programmed messages.
PPM name line and key The PPM name line shows the name of the pre-programmed message being edited. If creating a
new message, a name must be entered before the message can be stored. Use the CDU
scratchpad to add or change the name.
FROM line and key The FROM line shows the originator of the message. Use the CDU scratchpad to edit this line.
TO line and key The TO line shows the intended recipient of the message. Use the CDU scratchpad to edit this
Iine.
CONTACT # line and key The CONTACT # line shows the contact number of the intended recipient. Use the CDU
scratchpad to edit this line.
1 Note I
If any of the FROM, TO, or CONTACT # lines are left blank, the original line on the COMPOSE
AFIS MSG page is preserved when this PPM is loaded into the EDIT M I S MSG page. Any
entries for the FROM, TO, or CONTACT # lines on this page will repIace the original lines on the
COMPOSE AFIS MSG page when this PPM is loaded into the EDIT MIS MSG page.
CLEMCLEAR? key Push the CLEAR key to enter the clear mode, indicated by CLEAR changing to CLEAR? (yellow).
Then push the CLEAR? key to clear the PPM name, FROM, TO and CONTACT # lines and exit
the clear mode; or push the CLEAR? key t o exit the clear mode,
EDIT MSG line and key Push the EDIT MSG key to show the EDIT PRE-PRGM-MSG page.
RETURN/AFIS keys Push the RETURN key to show the PPM MENU page or the AFIS key to show the MIS MENU
key.
EDIT PRE-PRGM-MSG page. The EDIT PRE-PRGM-MSG page is used to edit the text portion of pre-programmed messages.
Each character may be alphanumeric (entered using the CDU keys directly), a punctuation mark
(entered using punctuation mode), or a blank space (entered using the key). Push the CLR key to
move the cursor one space to the left and clear the character in the space where the cursor stops.
STORE line and key STORE is shown white if the message shown is the same as, or yellow if the message shown is
different from, the stored message. Push the STORE key to store the message (including cursor
position) shown. The EDIT PRE-PRGM-MSG page remains shown t o allow additional editing.
Punctuation key Operation is the same as described on the previous page.
Scroll active display Operation is the same as described on the previous page.
Scroll keys Operation is the same as described on the previous page.

Table 3-40. CDU-860A Control Display Unit, M I S PPM MENU Page.
CONTROL OR DISPlLAY I FUNCTION/DE SCRIPTION I

Hot keys When in punctuation mode, some alphanumeric keys function as hot keys for punctuation mark
entry. The punctuation mark assigned t o each of these keys is shown in a table on sheet 9.
CLEMCLEAR? key Push the CLEAR key to enter the clear mode, indicated by CLEAR changing to C L E m ? (yellow).
Push the CLEAR?key to clear (blank) the entire text message and exit clear mode, or push any
other key to exit the clear mode.
RETURN/AFIS keys Push the RETURN key to show the PPM EDIT page or the AFIS key to show the AFIS MENU
page*


Collins
RECALL A F l S FPL
rn +CLEAR -El
[el
FPL # FLT PLAN
LIST+ -m-
FROM DATE
( KADS ) (092 193)
TO ETD
(KCID) (1445)
RETURN+
f f A F l S FPL L I S T 12,\
lol - -El
lo] - -m
FROM DUPL I CAT€
lo] - KClD 0 -El
TO DATE
lebl - KORD 09 1593 -m
m- +LOAD
FLT PLAN
RETURN3 -[ol
CGO- 3216-1: 2-AC- 12

CEI . -.,?A Control Display Unit, Controls and Displays

Table 3-41 CDU-860A Control Display Unit, RECALZ M I S FPL Page.

a
This page describes the AFIS recall flight plan mode.
RECALL AF'IS FPL page Show the RECALL AFTS FPL page a5 described earlier, This page is used to search for and show
pre-defined flight plans, Recall a pre-defined flight plan by using the flight plan number,
specifying the flight plan (FROM, TO, DATE, and ETD), or by reviewing the data stored on the
disk.
FPL # line and key The Global Data Center assigns a number to each flight plan as it is created. Use the CDU
scratchpad to enter the number.
FROM line and key The FROM line shows the start waypoint of the flight plan to be recalled. Use the CDU
scratchpad to enter the FROM waypoint,
TO line and key The TO line shows the end waypoint of the flight plan t o be recalled. Use the CDU scratchpad to
enter the TO waypoint.
DATE line and key The DATE line shows the issue date of the flight plan t o be recalled. Use the CDU scratchpad to
enter the date in DAY/MO/YR format.
ETD line and key The ETD line shows the estimated time of departure of the flight plan to be recalled. Use the
CDU scratchpad to enter the estimated time of departure.
CLEMCLEAR? line and key Push the CLEAR key to start the clear operation, indicated by CLEAR changing to CLEAR?
(yellow). Push the CLEAR key t o clear all entry fields and exit the clear mode, or push any other
key to exit the clear mode.
XMlT REQUESTREQUEST If the flight number (FPL #) or flight plan (FROM, TO, DATE, and ETD) is specified, push the
ACTrVE line and key XMIT REQUEST key to request that flight plan. The XMIT REQUEST line changes to
REQUEST ACTIVE (green) while the DMU is searching.
FLT PLAN LIST line and key Push the FLT PLAN LIST key to show the AFIS FPL LIST page.
AFIS FPL LIST page The M I S FPL LIST page shows a11 flight p l q s immediately available to the DMU. If there are
no flight plans immediately available to the DMU, NO FLT PLN LIST is shown.
FROM line The FROM line shows the start waypoint of the selected flight plan.
TO line The TO line shows the end waypoint of the selected flight plan.
DATE line The DATE line shows the issue date of the selected flight plan.
DUPLICATE If there are multiple flight plans that have the same FROM and TO identifiers, the number of
duplicates is shown in the DUPLICATE line. If there are no duplicate flight plans, a "0"is shown
in this line.
LOAD FLT PLAN Push the LOAD FLT PIAN key to copy the selected flight plan from the DMW.
ScroIl active display An arrow (scroll active) is shown if more than one flight plan is immediately available to the
DMU.
ScrolI keys If more than one flight plan is available, push the A or key t o show the previous or next flight
plan.
RETURNjAFIS keys Push the RETURN key t o show the RECALL AFIS FPL page or the AF'IS key to show the AFIS
MENU page

Collins Collins
CONF I G U R A T 1 ON 1/8 CONF I GURAT I ON 2/8

[.I I,J
BASIC OPER. WT.
Iel j A&EL I N E I D
DEFAULT NETWORK
[ol
D >>
D >>
Collin5
El- -[.I
POSN REPT INTERVAL
I.]- 28 --[.I
[el-
T A I L NUMBER
N1701D -[.I B
# OF ENGtNES VHF ANTENNA
2 I.]- 1 -El @
<< >> Irn
B
Iol- -lo]
Collins
r
CONFIGURATION 5/8
429 PORT 1
1
429 PORT 2
3
429 PORT 3
3
I !
I << >>
Collins Collins
- - I
.l 1 CONF I GURAT I ON 8 / 8
1I
MASTER 422 SAVE WEATHER
- 1 - [.I- 1 -El
-
OPT IONS
3 - @a- AUTO W STATE
1 -El Eil
-
AUTO REPT C O N F I G
1 - m- S A T E L L I T E SYSTEM
2 -El p
J
- - m- +UPDATE
CONF I G
RETURN+ --[.I
<< >>
CGO-3216-12-AC-7

Figure 3-8 (Sheet 13 oJ13)

Table 3-42. CD U-86OAControl Display Unit, AFIS CONFIGURATION Pages.
CONTROL OR DISPIAY FUNCTION/DESCRIPTION
This page describes the AFIS configuration setup function.
pGq
The maintenance jumper must be installed on the DMU to show the CONFIGURATION pages.
CONFIGURATION pages Show the first CONFIGURATION page as described earlier. This page is one of eight pages used
to show and change installation specific data.
Configuration lines and keys Up to three configuration lines are shown on each page. Use the CDU scratchpad to enter any
desired configuration setup changes.
Operation of the DMU may be adversely affected if improper data is entered.
Scroll active display An arrow (scroll active) is shown indicating that the CONFIGURATION page is longer than one
page-
Scroll keys Push the A or v scroll key to show the previous or next CONFIGUMTION page.
UPDATE CONFIG line and UPDATE CONFIG is white if the data shown matches (or yellow if it does not match) the data
key stored in the configuration module. The DMU does not respond to all of the mode changes shown
until the configuration module and DMU are both updated. Push the UPDATE CONFIG key to
update the configuration module. The DMU verifies that all new mode values are correct. If a
new mode value is incorrectly entered, that mode is not updated and CONFIG FAIL (yellow) is
shown. When the configuration module is updated, cycle DMU power to update the DMU
RETURN/AFIS keys Push the RETURN or AFIS key to show the AFIS MENU page. If this key is pushed while
UPDATE CONFIG is yellow, the pending configuration changes are lost.

TITLE LINE
\ LABEL/DATA
I '\ COllU l/ LINE P A I R S
- DATAIL
TITLE
L A B E L 1 L
LINE
L A B E L
OATA1R
1 /3
1R -'-
- DATAZL
L A B E L 2L L A B E L
DATA2R
2R
-
- DATA3L
L A B E L 3L L A B E L 3 R
DATA 3 R - [--1
LINE KEYS / - L A B E L
DATA4L
4L L A B E L
DAT
4 R
SCRATCHPAD LINE
(QTY 12) - L A B E L
DATASL
5L L A B E L
DAT
- Dr A T A SG CL R A T C H P A D
L A B E L 6L L A B E L
DAT
LINE
IMSG OFFSET EXEC,(
FUNCTlON /
KEYS \ ANNUNCIATOR LINE
ALPHANUMERIC /
KEYS
CGQ- 4548-1 6 - A C - 1


Brightness trim button Push the BRT DIM trim button to set the brightness of the crt display.
Title line This line displays the page title and page number. The page number shows the current page
number followed by a slash and the total number of pages.
Line keys Push 1of the 12 line keys to select the hnction displayed on that line. The line functions
(and use of the line keys) depend an which page is displayed.
The bottom pair of line select keys are sometimes used as control keys. On these pages, a
dashed line separates the display partion of the CDU screen from the control portion of the
screen.
Labeydata line pairs Two display lines are associated with each line key One line is normally a label for the
information that is shown on the data line.
The data line can display large or small characters. When the data can be defined by either
the system or the operator, the data display is small (system generated) or large (operator
generated). When the data shows a selected mode, the displayed mode is smaIl (inactive) or
large (active).

CONTROL OR DISPLAY FUNCTIONLlESCRIPTTON

Scratch pad line This line displays data entered by the alphanumeric keys or selected for transfer by a line
key Brackets identifjr this line. Data displays on this line so that it can be visually verified
before being transferred to a selected data field.
Annunciator line A single annunciator line is reserved at the bottom line on every page for annunciation of
conditions requiring operator attention or knowledge.
Alphanumeric keys Push these keys to enter data on the scratch pad line of the display The data entry keys
are the 0-9 number keys, the A-Z letter keys, the period key, the plushinus key, the SP
(space)key, the slash key, and the CLR (clear)/DEL(delete) key
Push the CLR key t o clear the last entered character, like a destructive backspace. Push
and hold the CLR key to clear the entire scratch pad line. Also, push the CLR key ta clear a
system message or a DELETE command.
The DEL key deletes system data. Push the DEL key t o write DELETE on the (empty)
scratch pad line. Then push a line key to delete the adjacent data; this action transfers the
delete command to a selected data field. Note that some data fields cannot be deleted, and
that the delete action sometimes deletes the current value and recalls the system default
value.
Function keys The function keys are used to directly access data pages and control selections. These keys
are briefly described below.
IDX Push the IDX (index) key to display a menu of system status, position initialization, sensor
control, FMS control, data base inspection, and data base load functions. Refer to sheets 2
through 6.
FPLN Push the FPLN key to display the active (or first) flight plan. Use these pages to enter,
review, or modify the active flight plan. Refer to sheet 7.
LEGS Push the LEGS key to display the legs page. Use this page t o enter, review, or modify legs
of the flight plan. Refer to sheet 8.
DIR Push the DIR key to display the active direct-to page. Refer to sheet 9.
DEP ARR Push the DEP ARR key to display the departure/arrival index page. Use this page to select
departure or arrival segments. Refer to sheet 10.
PERF Push the PERF key to display the performance menu page. Use these pages to input cruise
altitude or t o set the transition aItitude/flight level. Refer to sheets 11and 12.
MSG Push the MSG key to display the system message page. Refer t o sheet 13.
TUN Push the TUN key to display the radio tuning page. Use this page as a secondary way to
tune the communication, navigation, and ATC transponder equipment. Refer to sheet 14.
PREV Push the PREV PAGE key to display the previous page when the current CDU function has
..
multiple pages.
NEXT Push the NEXT PAGE key t o display the next page when the current CDU function has
multiple pages.
EmC Push the EXEC key t o execute the modified flight plan. EXEC annunciates on the CDW
when the active flight plan has been modified and the changes have not been confirmed.
Push the EXEC key t o confirm the modification and activate the modified flight plan.
MFD MENU Push the MFD MENU key to display the MFD MENU page on the CDU. The MFD MENU
page displays a menu of the possible text data pages.
MFD ADV Push the MFD ADV key t o display the MFD ADVANCE page on the CDU. The MFD
ADVANCE page displays a menu t o move t o the next or previous text data page.
MFD DATA Push the MFD DATA key to alternately display a text data page on the MFD or to display
the previous MFD format. The text data page that displays is the one last selected from the
MFD MENU aaae. Refer to sheet 15.

I A F l S MENU 1 INDEX 1/2 *

- <DISP REPORT
MSG SIGMETS> -F
J @ - MENU
<AFIS GPSl POS> - @
I--] - <EDIT MSG

REQUEST
TERM W X > -a @ - <STATUS FIX> -a
[--I - <MODES
REPORT
WINDS> - -= - <POS I N l T HOLD> -
[--1 -1 ( S T A T U S m- -@
FMS 1
-El <VOR CTL PROG>
-B @ - <GPS
FMS 1
CTL SEC FPLN> -a
I -El - <c F M S CTL ROUTE M E N U >
1
- @
s i
STATUS 1/1 I I POS INlT 1/2 1

WORLD
NAV DATA
F
J - FMS
N33'56.60
POS
W118'26.80 -E!
A C T I V E
100CT96 06NOV96
DATA BASE
- KLAX N 3 3 ' 5 6 . 6
A I RPORT
W118'24.5 -a
SEC DATA BASE
12SEP96 0 9 0 C T 9 6
UTC DATE
PILOT/REF
@ - LAX02 N33'56.6
WPT
W118'26.0 -
15:06 0 1NOV96 El- -EJ
PROGRAM
S C l D PREL BE1029 0 0 ' 0 0 . 0 0
S E T POS
El- ------------------------
0 0 000'00.00 @ -
- <INDEX -@
El -I ?INDEX
POS INIT>
] I- @
[
FPLN>
1
c POS INlT 2/2 1

FMS Pos
N 3 3 * 56 .60 W 1 1 8 " 2 6 . 0 1 C2
2 S0 -
GPS 1 POS
N 3 3 ' 5 6 . 6 0 W118'26.02 220 -@
220 - a
GPS 2 POS
N 3 3 ' 5 6 . 6 0 W118'26.01
VLF Pos
N 3 3 * 5 6 . 6 0 W118'26.02 220 -
UPDATE D
<NAVA I D
-I---I
FROM
----
NAVA I D
LON> -a
< I NDEX
r
INDEX PAGE 1
CGO-4548-16-AC-2
CDU-5000 ControI Display Unit,

Controls and Displays

Table 3-44. CDU-5000ControZ Display Unit,Index Page M I S MENU.
CONTROL OR DISPLAY FUNCTIONLDESCRIPTION
Index page key Push the IDX key to display the INDEX page. Some installations have two index pages;
refer to sheet 2.
The INDEX page(s) provide a list of FMS functions. Some of the INDEX page items access
the sensor control pages. The particular index page displayed on a CDU varies according to
the number and type of sensors installed on the airplane. For this reason, the INDEX page
may not look the same on all installations. The following paragraphs describe a typical
installation.
INDEX page 1 This display is an index of FMS functions. The page 1 index functions include AFIS MENU,
(Left side line keys) STATUS, and POS INIT (position initialization). Note that control functions labeled FMSl
are Iabeled FMS2 for the number 2 FMS system.
M I S MENU Push this line key to display the AFIS MENU page. All M I S functions may be accessed
through the AFIS menu except flight pIan transfer. The MIS flight plan transfer functions
may be accessed through the RTE PLAN page.
Prompts are displayed on the menu page to inform the pilot that new AFIS data is available
that has not been examined or t o remind the pilot that a request for data is still
outstanding, REQUEST annunciates t o show that a request has been sent to MIS, but a
response has not been received. REPORT annunciates to show that an AFIS message has
been received, but has not been viewed. Whenever the AFIS DMU (Data Management Unit)
transmits a message to ground, an acknowledge is received from the ground. ACK
annunciates near the bottom of all M I S pages whenever an acknowledge is received from
the ground. When the maintenance plug is installed in the M I S DMU, the AFIS CONFIG
line appears on the menu. This allows the AFIS configuration to be examined and modified.
If an M I S page is not displayed and new data or messages are available and have not been
viewed, the CDU displays the word AFIS on the CDU message line.
STATUS Push this line key to display the STATUS page. The STATUS page is the first page present-
ed after power up. This page displays the name of the navigation data base, the period of
effectivity for the active and second data base, time (UTC), date, and the FMC program
software configuration number. The STATUS page 2/52 displays airplane performance data
base status information. Under certain conditions, line keys may be used t o update the time
and date displays,
If the data base is aut of date, the display is yellow. If either data base is corrupted, the
effective date is dashed. If the data base has not been loaded, the effective date is blank.
Use this page to change the active data base (when the airplane is on the ground). Push the
SEC DATA BASE line key t o copy these dates to the scratch pad line. Then push the
ACTITTI3 DATA BASE line key to transfer these dates from the scratch pad to the active
data base line. This interchanges the active and second data bases. Note that changing the
active data base erases the flight plan.
POS INIT Push this line key t o display the first position initialization page. The POS INIT pages
allow initialization of position data for the FMS computer and installed long range
navigation sensors. A n entry into the SET POS line causes the position value of the FMS
computer and all sensors capable of being updated to initialize t o the SET POS value.
The first POS INIT page displays a line that shows current FMS position data and a line
that can be used t o enter a desired airport ICAO identifier. When on the ground, the
AIRPORT entry line contains the destination airport from the last flight if one had been
defined. The operator may enter the identifier for any airport in the data base. After an
airport is entered, the location of the airport reference point displays to the right of the
identifier. This location may be copied into the scratch pad and entered into the SET POS
line for position initialization.

I
~
Table 3-44. CDU-5000Control Display Unit, Index Puge M I S MENU:
-~
The PILOTREF WPT line is used to enter a pilot data base or navigation data base
waypoint identifier. When on the ground, the PILOTiREF WPT entry field is prefilled with
a pilot-defined waypoint identifier if one exists within 3 nmi of the current FMS position.
Whenever an identifier is displayed in the PILOTREF WPT line, the location of the
waypoint is displayed to the right of the identifier. This location may also be copied into the
scratch pad for position initialization. The display of PILOTREF WPT identifier and
location is cleared at lift-off.
The second POS INIT page displays the current position and ground speeds of the FMS
computer and the installed long range navigation sensors. Any of the displayed positions
may be copied into the scratch pad for transfer into the SET POS line. This page also allows
a position update using a nearby VOR/DME station. Enter an acceptable navaid identifier
into the NAVAID line, push the UPDATED FROM NAVAID key, and then push the
CONFIRM POS line key, If more than one LRN type is installed in the airplane, additional
POS INIT pages are provided, The pages present the LRN types in the following order:
global positioning system (GPS) and then inertial reference system (IRS).

operafion 523-077zW9

r INDEX 1/27
I--) MENU
I--] <STATUS
<POS INlT HOLD>
F M S l
PROG>
FMS1
SEC FPLN>
a- <FMS
[
CTL ROUTE MENU>
1
-a
El-
El
El
I--]
t
F M S l VOR C O N T R O L
N A V A I D INHIBIT
---
-[--I
-I--]
-[--I
-El
El-
m-
-
r
- GPSl
- GPS2
--
SAT
DEST
FMS1
DESELECT
APPR R A l M
GPS
<ENABLED>
<ENABLED>
ETA
CONTROL
POS
-El
-El
D I F F
038"/0.0
076"/0.0
-
-
I--] -El CYUL UNAVA I L 2 1 : 3 7 -El

------------------------
I--] -EJ El - <INDEX F P L N > -El
[ 1
f FMS CONTROL 7
- MAG/TRUED I S P L A Y MODE
- S Y N C / ICNODOERPD
FMS MODE
I-1- -El
I--]- -El
I--] - <........................
S I M U L A T I O N CONTROL -El
[--) - <c I N D E X 1
-El
INDEX PAGE 1
CGO-4548-16-AC-3
CDU-5000 Control Display Unit,

Covtfrolsand Displays

I Table 3-45. CDU-5000Control Display Unit, Index Page VOR CONTROL
refer to sheet 3.
may not look the same on all installations. The following describes a typical installation.
I INDEX page 1
(Left side line keys)
This display is an index of FMS functions. The page 1index functions include FMSl VOR
CONTROL, FMSl GPS CONTROL, FMS CONTROL. Note that control functions labeled
FMSl are labeled FMSZ for the number 2 FMS system.
I
FMSl VOR CTL Push this line key to display the FMSl VOR CONTROL page. This page is used for NOTAM
entry, and allows the operator to inhibit up to two navaid stations. The system then
excludes data from these stations when performing position estimate computations. Inhibit
the use of a navaid by entering the navaid identifier on the scratch pad line. Then push
either NAVMD INHIBIT line key to transfer the identifier to that line data field.
I
This page also allows the operator to exclude VOR and DME data from the system
computations. Push the line key by the VOR AND DME USAGE DISABLE line to disable
system use of all VOR and DME data. Push this line key again to enable system use of all
VOR and DME data,
FMSl GPS CTL Push this line key to display the FMSl GPS CONTROL page. This page is used to select a
GPS sensor for position data and to deselect all usage of GPS position data, The GPS
CONTROL page shows the position difference between each GPS sensor position and the
FMC computed position. The POS DIFF entry is dashed if insufficient data is avaiIable to
determine the position difference.
When GPS position usage is enabled the <ENABLED> indication appears adjacent to one of
the GPS names. Pushing the line select key adjacent to a disabled GPS causes it to be
<ENABLED>. Pushing the line select key adjacent to an enabled GPS causes that GPS to
be <DISABLD>.
I FMS CTL Push this line key to display the FMS CONTROL page. The FMS CONTROL page provides
DISPLAY MODE, FMS COORD MODE, and SIMULATION CONTROL selections.
I
Push the DISPLAY MODE line key to select MAG or TRUE display reference. This
selection toggles the CDU and IDS units to display course and bearing information that is
referenced to either magnetic north or true north. When coursehearing is referenced to
true north, the degree symbol is replaced with a T.
I Dual FMS systems may operate in either independent or synchronized mode. Push the FMS
COORD MODE line key to select SYNC or INDEP mode of operation. This option is
available only when the airplane is on the ground.
II
In SYNC mode, both FMS systems automatically share data to provide synchronous control
of the flight plans and certain initialization and selection data. When a flight plan is
modifiedexecuted, it is automatically copied to the offside FMS. Position initialization,
active data base selection, and navaidsensor deselections are also automaticaIly copied to
the other FMS.
In INDEP mode, the two FMS systems operate independently. Each system can maintain
different flight plans, initialization, and selection data. Transfer of information between
systems is not done automatically.
Push the SIMULATION CONTROL line key to access the SIMULATION CONTROL page
(when the airplane is on the ground). This page provides operator control selections for a
system generated flight simulation. Use this page to input true airspeed, heading, altitude,
flight director mode, half bank mode, and o d o f f selections for the simulation. This feature
simulates a flight along the active flight plan; leg sequencing occurs as if the airplane were
in actual flight. The FMS output to the electronic flight displays is inhibited.

oDerafion 5234775809
I NDEX 16:40 GPS 1 12/09/96]

<AFIS MENU GPS1 POS> -El - LATITUDE
N 4 1 ' 5 3 . 2
LONG I TUDE
W091'47.1
SPD
-@
<STATUS F I X> -I--] a-
TRA$K
152
ANGLE
TRUE
GND
214 -
- m- HFOM
<POS
<VOR
FMS 1
FMSt
INlT
CTL
HOLD>
PROG> m
El- -I
-1
<GPS CTL SEC FPLN>
GPS MODE: NAV
<FMS
[
CTL [-I - S A T E L L I T E S : 4
3
MEASURED PROGRESS 1/2 FIX

LAST D l S T
10
ETE FUEL-LB
- -_--- REF
RAD CROSS
I U
CAP 97 0:20 I--1 El-
NEXT D I S CROSS
BIB 176 0 : 37 l.3 El-
DEST
KBNA 365 1 : 17 El - <ABEAM REF I- E l
-. _ _ El D I R E C T TO -E3
ETE FUEL
-a
-r
NAVIGATION
DME/DME GPS1 VLF El FPLN>
[ 1
f MEASURED PROGRESS 2/2 I ( ACT FPLN 1/1 1

@ -
HEADW I ND
32 K T
CROSSWIND
L 23 K T -@ VTINB
F I X ENTRY
TEARDP c
@ -
W I N D
023T/ 4 KT
SAT/ISA DEV
-25.C/+5*C-m SW/156
QUAD/!ADIAL MAX K I A 5
200 -
B- L
XTK
0 . 2 1 NM
TAS
325 KT -@ 336'/R
INBD CRS/DIR
TURN
F I X ETA
11:52 -
- E l
LEG
1.5 M I N
TIME EFC T I M E
11:56 -
El- -El 6.6
LEG D l S T
NM NEW HOLD> -
m- c -El
_ _ _ - - _ I _ _ - - - - - - - - - - - - - - -
-
1 [ 1
INDEX PAGE 1
CGO-4548- 16- AC- 4

ControIs and Displays

I Table 3-46. CDU-5000Control Display Unit, Index Page GPSl POS.
I Index page key Push the IDX key to display the INDEX page. Some installations have two index pages;
refer to sheet 4.
II
installation.
INDEX page 1 This display is an index of FMS functions. The page 1index functions include GPSl POS,
(Right side line keys) FIX, HOLD, and PROG (progress).
GPSl POS key Push the GPSl POS key to display the GPSl POS page. The GPSl POS line key selection
displays on the left CDU. GPSP POS is displayed on the right CDU if two GPS receivers are
installed. The GPS position page displays GPS data from the onside GPS receiver. The
page displays GPS time and date, latitude, longitude, true track angle, groundspeed, figure
of merit values, the GPS operating mode, and the number of GPS satellites currently being
used.
I FIX page key Push the FIX key to display the FIX INFO page.
I FIX INFO page Use the fix information page to create a user-defined waypoint along the Right plan. The
operator defines this waypoint as an offset from a reference waypoint. Note that this
reference waypoint cannot be a user-defined waypoint.
I
Key the reference waypoint identifier onto the scratch pad line. Then push the top left line
key to transfer this ident to the REF field. The CRS and DIST fields then display the course
and distance from the reference waypoint to the airplane. The reference waypoint displays
on the MFD map as a circled waypoint symbol.
I Create an along-track waypoint by specifying a bearing from the reference waypoint, a

distance from the reference waypoint, or a location abeam the reference waypoint. Each
method is described below.
I
Enter a bearing from the REF waypoint by keying DDD (degrees)into the scratch pad and
pushing the FLAD CROSS line key. The MFD map displays the bearing radial line from the
reference waypoint. The FMS computes DIST, ETE, and FUEL values that apply to the
(first) intersection of the bearing radial line with the flight plan track line. This intersection
is the FIX waypoint; push the REF line key to display this waypoint definition on the
scratch pad line.
I
Enter a distance from the REF waypoint by keying "N(nautical miles) into the scratch
pad and pushing the DIS CROSS line key. The MFD map displays a distance circle,
centered at the reference waypoint. The FMS computes DIST, ETE, and FUEL values that
apply to the closest intersection of the distance circle with the flight plan track Iine. This
intersection is the FIX waypoint; push the REF line key t o display this waypoint definition
on the scratch pad line.
I
Enter a location that is abeam the REF waypoint by pushing the B E A M REF line key. The
MFD map displays intersection of the radial line centered at the reference waypoint. The
FMS computes DIST,ETE, and FUEL values that apply to the (first) down-track point that
is abeam (at right angles to) the flight plan track line. This point is the FIX waypoint; push
the REF line key to display this waypoint definition on the scratch pad line.
I If a fix cannot be computed from the entered data, a NO INTERSECTION message displays
on the scratch pad line. This happens if there is no point of intersection using the input
data.

I
Use the DEL key to clear a computed fm or to clear the FIX INFO page, Push the DEL key
to display DELETE on the scratch pad line. Push the RAD CROSS or DIS CROSS line key
to delete all fur information except the REF waypoint and the CRS/DIST data, Push the
REF line key to delete all fix information from this page.
I HOLD page key Push the HOLD line key t o display the flight plan HOLD page or a LEGS page with HOLD
AT input prompts. This key is used to define or edit a holding pattern. Up to six holding
patterns may be defined for each flight plan.
I
LEGS page If the flight plan does not already contain a holding pattern, push the HOLD key to display a
LEGS page with HOLD AT prompts to define the hold fix. The operator selects a flight plan
waypoint, an off-flight plan waypoint, or present position (PPOS) as the hold fix. These
options are described below.
I Select a flight plan waypoint: Push a left line key to select the desired waypoint, edit the
MOD FPLN HOLD page, and then push the EXEC key to execute the modification and
insert the holding pattern into the flight plan.
II
Select an off-flight plan waypoint: Key the waypoint identifier onto the scratch pad line and
then push the bottom left HOLD AT line key The scratch pad displays a HOLD AT WPT
message. Push a left line key to select the insertion point, edit the MOD FPLN HOLD page,
and then push the EXEC key to execute the modification.
Select present position: Push the bottom right PPOS line key, edit the MOD FPLN HOLD
page, and then push the EXEC key to execute the modification.
I HOLD page If the flight plan contains a holding pattern, push the HOLD key to display the HOLD page.
This page also displays after a hold fix is selected.
I Use the HOLD page to specify holding pattern parameters. The hold FM identifier displays
near the top of the page.
I
The inbound coursddirection for the hold displays below the FIX line. Use the left line key
to transfer a new desired courselturn direction from the scratch pad to the INBD CRS/DIR
field. Valid formats are DDD, DDDL,or DDDR where DDD is degrees and /L or /R
designates a left or right hand pattern. If no turn direction is specified, a right turn selects.
II
Holding speed (FMCAO), MAX KIAS, and LEG TIME values display that are based on the
current altitude. Either value may be changed. The length of the inbound leg may be
defined by a LEG TIME or LEG DIS entry. When either LEG parameter is entered, the
other is dashed.
If a hold is active, the FIX ETA field shows the estimated-time-of-arrivalt o the flx. This
time is recomputed at each cycle of the holding pattern.
I The expect-further-clearance(EFC) time may be entered on this page* Entry format is

HHMM, where H is hours and M is minutes.
If a hold is active, the HOLD page displays an EXIT HOLD option by the lower right line
key. Push the EXIT HOLD line key; this label changes t o EXIT ARMED. Push the EXEC
key t o confirm exit from the holding pattern. EXIT <SEL> displays by the lower right line
key, The FMS then steers the airplane t o the hold fix. After passing the fix, the FMS
advances to the next leg in the flight plan. Note that a holding pattern may be immediately
exited using a direct-to edit.

Push the PROG line key to display the PROGRESS page.
PROGRESS page The PROGRESS pages automatically display flight progress parameters. These pages are
for display only; data cannot be entered on either page.
The first PROGRESS page displays parameters for the last passed (LAST) waypoint, the TO
waypoint, the (NEXT) waypoint after the TO waypoint, the destination (DEST) waypoint,
and the alternate (ALTN) destination. Computed parameters include distance (DIS),
estimated-time-en route (ETE), and fuel remaining (FUEL). The NAVIGATION status line
lists the primary sensors being used to compute present position.
The second PROGRESS page displays wind, temperature (SAT/ISA),cross-track distance,

and true airspeed (TAS) parameters. The wind displays include TAILWIND (or
HEADWIND), CROSSWIND, and WIND. L or R indicates left or right direction. If wind
speed is less than 5 knots, the wind speed display is zero and the L/Rwind direction display
is blank. The cross-track distance (XTK) display includes a L or R to indicate the airplane is
left or right of intended track.

11
+
r
INDEX 1/2 SEC FPLN D E1 S'
/ 3T
a- <AFIS MENU GPS1 P O S > -a @ - KClD
ORIGIN D l S T
1200 KDEN -@
F
J- <STATUS FIX> -@ - --__-----
ROUTE
---- - El
ALTN
- <POS INlT HOLD> - - 0o:ooETD O R l G RWY

RW34 -
a- <VOR
FMS 1
CTL PROG> - - V I A
DIRECT
TO
IRK-a
- <GPS FMS 1
CTL SEC FPLN> - F
J - J87 TYGER -a
- <[ F M S CTL ROUTE MENU>
1
- @ @ - <[ R T E
____--_____-l-----------
PLAN PERF IN[T -

I
\ 4 L J
I1
f \
ROUTE M E N U
@ - <PILOT ROUTE L I S T -El
a - <DISK ROUTE L I S T -El
(3- -El
El- -El
El- -@
I--] -[ <INDEX
3
-El
L 1
/
PILOT ROUTE L I S T 1/1 '
- LOAD
<KLAS:KCID
PLAN LOAD PLAN
KMEM:KORD> -
- <KLAX:KDEN KPHX:KCID> - I--]
@ - <KLAX:KMSPl KPTG:KORD> -
a - <KMEM:KDEN K S T L :KORD> -
@ - <-K-M_E-M-: K- L_A _
X KSTL :KSAN>
-_-_ _ _ -S -T -O -R E -@
@ - <AFIS PLAN KLAXKMSPl> -
[ 3
i I
CGO- 4548-1 6-AC-5

Table 3-47. CDU-5000Control Display Unit, Index Page SEC FPLN.

~~

refer to sheet 5 .
the sensor control pages. The particular index page dispIayed on a CDU varies according t o
installation.
INDEX page 1 This display is an index of FMS functions. The page 1index functions include SEC FPLN
(Right side line keys) (second flightplan) and ROUTE MENU.
SEC FPLN key Push the SEC FPLN line key to display the second flight plan page.
Second flight plan page SEC FPLN (second flight plan) appears at the top of the page with the page number. The
ROUTE field allows the operator to enter a company route. The route may contain an origin
airport, destination airport, arrivalldeparture runways, and connecting legs. The ORIG,
DEST, and ALTN fields allow the operator t o enter the origin, destination, and alternate
airports (KCIDAXDEN). This allows the system to present specific runway information that
can be edited into the flight plan. Enter ROUTE, ORIG, DEST, or &TN information by
keying data onto the scratch pad line and then pushing a line key ta transfer data to the
selected field.
Flight pIans are direct legs between waypoints or runways. The flight plan may include
airways, standard instrument departures (SIDs),and standard terminal arrival routes
(STARS),approaches, holding patterns, direct legs, origin and destination airport informa-
tion, pilot waypoints, and parallel offsets. Each entry below the VLA label represents a
direct leg terminating at the waypoint shown in the corresponding TO field. The current leg
of the active flight plan is the entry just below the VIA label.
ROUTE MENU line key Push the ROUTE MENU line key to display the ROUTE MENU page. This page is used to
select the PILOT ROUTE LIST or the DISK ROUTE LIST.
PILOT ROUTE LIST Push the PILOT ROUTE LIST line key to display the route list page. All route names in the
PILOT ROUTE LIST appear in alphabetical order with a colon separating the origin and
destination. On the PILOT ROUTE LIST page, pushing the line select key adjacent to any
name loads that route and recalls the SEC FPLN page with the selected name inserted in
the SEC FPLN title field and route plan waypoints and associated data automatically
inserted on the respective CDU pages.

mera t'ion 523-0775809
! f D A T A BASE I
[--I - [DENT
CEDGO
LOCAT I ON
P I LOT WPT
MAG VAR
-El
@- N45'47.41
PLACE BRG/DIST
W093'49.72 E 1 2 -GJ
a- CEDAR 3 6 0 . 0 ' / 6 0 . 0 -El
El- _ _ _ _ - - - - - - - - - - - -P-I L O T -El
m- -
I--]-
El -I ?INDEX
WPT L I S T >
D E F I N E WPT; I- m7
4 < VF LMFS 1 C T L
INDEX
DATA B :
D B D I S K OPS>
~ ~ m-
> ~
[DENT
DEFINE P I L O T WPT
DEFAULTS> @
I--] -1 ?STORE WPT
-
I--]
-
I--]
@ -
a-
[--I -
r
I
ALPHA
BETA
CAMP
DELTA
ECHO
L
PILOT WPT LIST 1/1
FOX
GO
HELLO
IDA
WPT T R A N S F E R
FROM XS I DE>
J
>
-F
I
J
-a
-F
J
-a
-a
INDEX PAGE 2 CGO-4548-16-AC-6


Table 3-48. CDU-5000Control Display Unit, Index Page DATA BASE.
CONTROL OR DISPLAY FUNCTIONAIESCRIPTION

Index page key Push the IDX key to display the first INDEX page; refer t o sheet 6. If the installation
contains two index pages, push the NEXT PAGE key to display the INDEX page 2. Push the
NEXT PAGE or PREV PAGE key to display INDEX page 1,
INDEX page 2 This display is a continuation of the index of FMS functions. This sheet shows a typical
installation. The functions that display on this page depend on the number and type of
sensors installed on the airplane. The sensor control functions are listed together;
remaining index functions rollover to page 2 as necessary. This display is an index of FMS
functions. The page 2 index functions incIude DATA BASE.
DATA BASE line key Push this line key to display the DATA BASE page. Use this page to inspect data stored in
the navigation data base. Enter the identifier of an en route waypoint, nondirectional
beacon, navaid, or airport on the scratch pad and then push the IDENT line key.
Enter the ident of an en route waypoint to display the location and ICAO country code for
that waypoint. Enter the ident of a nondirectionalbeacon t o display the location and ICAO
country code for the beacon. Enter the ident of a navaid station to display the navaid type
(VOR, DME, VOlUDME, TACAN,or VORTAC), the location of the VOR facility, the location
of the DME facility, the frequency of the navaid signal, the magnetic variation of the VOR,
and the elevation of the DME, Data displays as applicable for the navaid type. Use line
keys t o copy a desired location t o the scratch pad line for transfer to another data field.
DEFINE WPT line key Push this line key to display the DEFINE PILOT WPT page. When the DEFINE PILOT
WPT page first appears, the waypoint name and position fields are dashed. The pilot may
enter a waypoint identifier and a position. If the waypoint identifier already exists in the
pilot data base, entering the waypoint identifier before any position is entered causes the
current pilot-defined data base position to be displayed for possible edit. If the pilot stored
the original waypoint as a place bearing/distance waypoint referenced to a NAV database
waypoint, the position is displayed as the pilot stored it and also as 1atitudeAongitude. If the
pilot stored the waypoint as a place bearindplace bearing waypoint, the position is displayed
as a place bearing/distance waypoint and also as latitudefiongitude. If the pilot defined the
original waypoint relative t o another pilot defined waypoint, the waypoint display references
the navigation database waypoint. Editing a position field causes the other position fields to
be dashed, except for the latitudellongitudewhich is updated to the newly entered position.
A new waypoint definition is not stored until the pilot pushes the STORE WPT line key. If a
waypoint with the same identifier is already defined, the pilot is prompted t o confirm the
store command to overwrite the current definition.
WPT LIST line key Push this line key to display the PILOT WPT LIST page. This page shows the pilot defined
waypoints that are stored in the data base. Push the line key next to the desired waypoint
to view or edit the waypoint data.

+
r
D A T A BASE DISK O P S r DEFAULTS 1/3 1
El- I NSERT D I SKETTE -El @ - BOWGIN
31085~B
D l S T
1200 -a
- - - _ _ _ _ _ _ _ _ _ _ _ _ - - - _-_= --
INTO D I S K D R I V E AVE PASS WT
El- ---- @ 170LB -E3
RESERVE FUEL
El- -El 7 3 0 ~ B -El
- <READ DISK WRITE RTES> -
El- WRITE W P T S > -
El-
E
INDEX>
1
-@
t
I NDEX 2/2 r DEFAULTS 2/3 1
- <VLF FMS 1
CTF DATA BASE> - - 2 C9 R0 U/ .I7S0E
CLIME SPEED
-El
- D B DISK O P S > - - 300/.74 SPEED
-E3
- DEFAULTS> - - DESCENT
.70/290
SPEED
-El
- - - 3.0 DE5CENT ANGLE
-El
- - - 250/10000
SPD/ALT L I M I T
-El
-[ 1
-
\ 4
[ FMSl VLF CONTROL

1 I DEFAULTS 3/3 1
VLF <ENABLED>
POS D l F F
143'/1.3 t- Q m
El - -1
El- -H
J=lEl -I
-
REDVCED HALF BANK
I-
El- - - - _ _ - _ _ _ _ - - _ _ _ _ _ _ _ - - - - - -@ 12.5
El- VLF STN S E L > - -B

=- r <INDEX UPDATE VLF POS> - m
3
3 I 3
INDEX PAGE 2 CEO-4548-1 6-AC- 7
CDU-5000 ControI Display Unit,


Table 3-49. CRU-5000Control Display Unit, Index Page DB DISK OPS.
CONTROL OR DISPIAY FUNCTION/DESCRIPTION

Index page key Push the INDEX key to display the first INDEX page; refer to sheet 7. If the installation
contains two index pages, push the NEXT PAGE key to display the INDEX page 2. Push the
NEXT PAGE or PREV PAGE key to display INDEX page 1.
INDEX page 2 This display is a continuation of the index of FMS functions. This sheet shows a typical
installation. The functions that display on this page depend on the number and type of
sensors installed on the airplane. The sensor control functions are listed together;
remaining index functions rollover to page 2 as necessary. This display is an index of FMS
functions. The page 2 index functions include DB DISK OPS, DEFAULTS, and FMSl VLF
CTL.
DB DISK OPS Push this line key to display the DATA BASE DISK OPS page. Use this page to upload new
performance data base, route, waypoint, or navigation data base from diskette into the
system memory. The FMC can store both a n active and a second navigation data base- The
route and pilot waypoint data bases may be downloaded to diskette from the FMS. Each
FMC must be loaded separately except for the navigation data base which may be loaded
into one, two, or three FMCs simultaneously The disk operations may be performed only
when the airplane is on the ground.
The navigation data base contains waypoint information on VORs, DMEs, en route
intersections, nondirectional beacons, and airports (including airport reference points,
airport runway thresholds, and airport terminal waypoints). The region of data base
coverage is customized to meet the needs of the user.
The CDU first displays a page instructing the operator to insert the diskette into the disk
drive (DBU). Then push the READ NAV DB line key to cause the FMC to read the diskette.
If a navigation data base is found, a page displays to select that data for input to the system.
Sometimes more than one diskette is required to hold the complete set of data. Then,
prompts display that instruct the operator to insert the additiond diskettes at the proper
time. After the data base is loaded, a COMPLETE message displays for five seconds. Then,
the STATUS page automatically displays; this page shows the data base effective dates.
Refer to sheet 2.
If a data base read operation is not successful, a n error message displays on the scratch pad
or annunciator line. These messages are described below.
MESSAGE MEANING
NO NAV DATA BASE IncompIete load of data base; old data base is erased,
DISK READ ERROR Read error is detected; retry from INDEX page.
NO LOADABLE FILES Disk in the DBU is not a data base disk.
WRONG DISK Specific disk requested is not in the DBU.
DISK D R m COLD DBU is too cold for operation.
DISK DRrVE NOT READY No disk in the DBU.
DISK D R m FAULT DBU detected internal fault or power failed.
DISK DRIVE UNAVAILABLE DEW is being used by another device.
FMC FAULT FMC detected a fault that prevents storage of the data
base.
DEFAULTS ~ initial values for many performance and VNAV related quantities
The pilot may s p e c i the
on the DEFAULTS page. When a new flight plan is loaded, the default values are
automatically loaded, however the pilot may change these values on any specific flight
without changing the way the next flight is initialized. Default values may be specified for
the following: basic operating weight (BOW), average passenger weight (AVG PASS WT),
RESERVE FUEL allocation, CLIMB SPEED targets (IAS/Mach), CRUISE SPEED targets
(IASLMach), DESCENT SPEED targets (IASMach), DESCENT ANGLE, and speed/altitude
restriction (SPD/ALTLIMIT).
The DEFAULTS page also allows the pilot to specifj. the operating mode for certain
functions. Enter a bank angle to select a reduced bank angle target for turn anticipation
maneuvers conducted in half bank mode.

1 Table 3-49, CDU-5000Control Display Unit, Index Page DB DISK OPS.
Push this line key to display the FMSl VLF CONTROL page. This page is used to select a
VLF sensor for position data and to deselect all usage of VLF position data. The VLF
CONTROL page shows the position difference between each VLF sensor position and the
FMC computed position. The POS DIFF entry is dashed if insufficient data is available t o
determine the position difference.
When VLF position usage is enabled the <ENABLED> indication appears adjacent to one of
the VLF names. Pushing the line select key adjacent t o a disabled VLF causes it to be
<ENABLED>. Pushing the line select key adjacent to an enabled VLF causes that VLF t o
be <DISABLD>.
The UPDATE VLF POS line key allows the crew t o update the position of the VLF sensor
from the current FMC computed position. After selectingthe UPDATE VLF POS option,
the word COMPLETE annunciates above the UPDATE VLF POS line when the update is
finished.
The VLF STN SEL line key allows the crew to deselectkelect individual VLF or OMEGA
stations. All stations are selected a t powerup. The legend &EL> appears next t o the
stations that are selected. The legend is removed when a station is deselected.


I---]
El-
-1
r
KC I D
- -
ACT
O R I G I N
ROUTE
- - - - - I
FPLN
C
tollln.
D l S T
1200
:'::0
ALTN
KDEN
---- I-
1-
B- D I RECT
V I A TO
IRK -
I--.]- l-
[--1- <COPY ACTIVE
-
[--I - <c S E C FPLN
-
1
L J
FLIGHT / [Z]
PLAN
KEY
[E]
ACTIVE FLIGHT PLAN PAGE
CGO-4548-16-AC-8

Controls and Dispkys

Table 3-50. CDU-5000Control Display Unit, Active Flight Plan.
CONTROL OR DISPLIIY FUNCTION/DESCRIPTION
Flight plan page key Push the FPLN key to display the active flight plan page. If a flight plan has not been
activated by the crew, this key selects the first flight plan page. The first flight plan page
has an ACTNATE line key; push this line key and then the EXEC key t o make the first
flight plan the active flight plan. Only the active flight plan can provide FMS flight
guidance steering command outputs.
Flight plan page ACT FPLN (active flight plan) or FPLN (first flight plan) appears at the top of the page with
the page number. The ROUTE field allows the operator to enter a company route. The
route may contain an origin airport, destination airport, arrival/departure runways, and
connecting Iegs. The ORIG, DEST, and ALTN fields allow the operator to enter the origin,
destination, and alternate airports (KCIDAXDEN). This alIows the system to present
specific runway information that can be edited into the flight plan. Enter ROUTE, ORIG,
DEST, or ALTN information by keying data onto the scratch pad line and then pushing a
line key to transfer data to the selected field.
Flight plans are direct legs between waypoints or runways. The flight plan may include
airways, standard instrument departures (SIDs),and standard terminal arrival routes
(STARS), approaches,holding patterns, direct legs, origin and destination airport informa-
tion, pilot waypoints, and parallel offsets. Each entry below the VLA label represents a
direct leg terminating at the waypoint shown in the corresponding TO field. The current leg
of the active flight plan is the entry just below the VIA label. The active flight plan
automatically sequences as the airplane progresses along the flight path, if FMS is selected
as the active navigation source. Flight plan waypoints are deleted from the flight plan as
they are passed.
Flight Plan Edit If the active flight plan is edited, the system creates a "modify" copy of the active flight plan.
The flight plan page title changes t o MOD FPLN. The edit is performed on this modified
flight plan. There is no access to the active flight plan when a modified flight plan exists.
The modified flight plan allows the operator to edit the flight plan and see the results before
making the change active. Push the E m C key t o execute the modified flight plan and make
it the new active flight plan. Note that this causes the first waypoint of the edited flight
plan to become active; be sure this waypoint is correct before executing the change. Push
the CANCEL MOD line key to cancel the modified flight plan.
If the first (or second) flight plan is edited, changes are immediate and the EXEC key is not
used. Other edit procedures are identical.
Waypoint identifiers (CID, KFNB, etc) are stored in the system navigation data base.
Create or modify a flight plan by first keying a waypoint identifier onto the scratch pad line.
Then push a right side line key to transfer the ident to the selected line. This line defines a
direct leg to that waypoint. Repeat for each waypoint in the flight plan. Use the DEL key in
a similar way to delete a line of the flight plan.
User defined waypoints can be entered in several ways, as described in the next paragraph.
The system assigns an identifier t o user defined waypoints as either a latitude-longitude
name (N40W003) or the associated waypoint name with a numeric extension (CIDOB).
Transfer the system assigned identifier t o the scratch pad line to see the complete coordi-
nates of the waypoint (N40 15.3 WOO3 05.5)
User defined waypoints may be entered in several formats. Enter the latitude and
longitude: (N or S ) DDMM.M (W or E) DDDMM.M where D is degrees and M is minutes.
Enter the base waypoint ident and bearing/distance offset: WPTBBB.B/DDD.D where WPT
is an ident, B is bearing, and D is distance. Enter the intersection of radiaIs from two base
waypoints: WPTIBBB.B/WPTBBBB.B where WPT is an ident and B is bearing. Enter a
flight plan waypoint and an along-trackdistance to or from this waypoint: WPTLIDD.D
where WPT is an ident and D is the + or - distance offset. If desired, this along-track
waypoint may be named by adding /NAME to the entry.

Table 3-50. CDU-5000Control Display Unit,Active Flight Plan,
Flight Plan Transfer Dual FMS systems may operate in synchronized or independent mode. Refer to the FMS
CONTROL page on sheet 3.
In SYNC mode, edits to an inactive flight plan immediately transfer to the offside FMS,
Edits to the active flight plan transfer to the offside FMS only after the EXEC key is pushed.
In INDEP mode, flight plan edits do not transfer unless the operator requests a transfer.
The end of the last active, first, or second flight plan page contains a transfer option. Push
the FPLN T M S F E R FROM XSIDE line key to transfer the flight plan.


- RW34 SEQUENCE
AUTO/I NH I B
-a
[--1 - IRK
210" 105NM
---/ F L 2 1 0 --El
- 213"
SAAGS
52NM
- - -/ F L 2 1 0 -El
213"
I--] - DRlVL 213"
20NM
---/ F L 2 1 0 --El
I--] - T Y G E R
39NM
---/ F L 2 1 0 --El
El -I [
LEG WIND>
1 J - Hll
LEGS
KEY
ACTIVE LEGS PAGE
CGO-4548-16-AC-9


Table 3-51. CDU-5000Control Display Unit,Active Legs Page.

LEGS page key Push the LEGS key to display a flight plan LEGS page. The title line on this page may be
LEGS, ACT LEGS, or MOD LEGS. Refer to sheet 9.
If no flight plan is active, push the LEGS key to display the (first flight plan) LEGS page. If
a flight plan has been activated, push the LEGS key to display the ACT LEGS page. If a
modified flight plan exists, push the LEGS key to display the MOD LEGS page,
LEGS page The flight plan is presented on the CDU using FPLN and LEGS pages. The FPLN pages
show the flight plan as a series of direct legs. The LEGS pages show NAV data for each leg
in the flight plan. Legs may be edited on this page; the edit procedure is similar to that
described for the flight plan pages. The SEQUENCE line key may be used to inhibit the
sequencing of the legs display.
The LEGS page contains a line for each leg of the flight plan. This line lists the waypoint
identifier for that leg with course and distance information. Each line also contains two
data fields that may be used to enter airspeed and/or altitude restrictions a t that waypoint.
These values are for crew reference only and are not used by the FMS for computations.
Use the right line keys to transfer keyed data from the scratch pad to the selected data field.
Enter airspeed in knots L4S (KKW) or Mach number (.MM/). Enter altitude in feet (/FFFF)
or flight level (/LLL). Add an A or B to the altitude entry if value is at-or-above (A) or at-or-
below (B). Examples: .65/FL330 means .65 Mach a t flight level 330. 325/means 325 knots.
/2460A3440B means at-or-above 2460 feet and at-or-below 3440 feet.
When a plan map is displayed on the MFD, the LEGS page contains a <CTR> label and a
MAP CTR STEP line key. The <CTR> label marks the waypoint selected as the center of
the plan map. Push the MAP CTR STEP line key to select the next waypoint on the page as
the map center.
The ACT LEGS page displays the active leg of the flight plan as the first leg. Active leg data
is magenta; other waypoint data is white. The active leg distance is the great circle distance
from the airplane to the active waypoint.
The MOD LEGS page contains a CANCEL MOD line select key and displays an EXEC
message. ODeration is the same as described for the modified flight plan.

[--I
053 O
I--] <OBH
017" 0.
-
a --11
FL270>
<F
0S D' 0 . 9 ' 571.L
10000> - a
46
<RWF
065" 1 . 1 " 5435.
4< M S P 2500> 1- El
I--]
[EXEC]
DIRECT-TO
KEY
/
1
ACTIVE DIRECT- TO PAGE


Table 3-52. CDU-5000Control Display Unit, Direct To Page.
CONTROL OR DISPUY FUNCTION/DESCRIPTION

-
DIR key Push the DIR key t o display the ACT DIRECT-TO page. A direct-to edit or a course edit
may be performed (only) on the active leg of the active flight plan.
ACT DIRECT-TO page The ACT DIRECT-TO page is similar to the LEGS page with the lateral waypoints on the
left side and vertical information on the right side of the display. Entry of an off-flight plan
waypoint on the scratchpad and selection of the top left line key creates a direct-to course t o
the diversion waypoint. Selection of the remaining left keys performs a lateral direct-to the
adjacent flight pIan waypoint. Selection of a right line select key performs a vertical direct-
to the altitude at the associated lateral waypoint. The vertical direct-to preserves the
original lateral path but initiates an immediate descent to the selected vertical point.
A direct-to edit to the flight plan creates an active leg that is a great circle path from the
airplane position t o the desired waypoint. The computed great circle path allows space to
turn the airplane from the current heading to the required heading. Use the INTC CRS line
key t o enter an intercept course angle to this waypoint. An intercept course is the great
circle path into the desired waypoint.
If the selected direct-to waypoint is on the flight plan, all waypoints between the previous
active waypoint and the direct-to waypoint are deleted. If the selected direct-to waypoint is
not on thd flight plan, a discontinuityis inserted after this waypoint.
Perform a course edit as follows. First, select a direct-to waypoint as described above. If the
selected waypoint is on the flight plan, the INTC CRS field shows the computed course angle
from the flight plan leg leading into the waypoint. Enter the desired intercept course and
then push the INTC CRS line key. This angIe will be used to define the great circle course
leading into the desired waypoint. Push the EXEC key to execute the course edit.

DEP/ARR INDEX
A C T PPLN
<DEP KLAX ARR>
KMSP ARR>
RTE PLAN
<DEP EGPD ARR>
El EGPF ARR>
r
KLAX DEPART 1/2 KMSP A R R I V A L 1/2
SlDS ACT FPLN RWYS STARS ACT FPLN APPR
G
J - GABRE5 R W O G L -[--I BUNKR7 <ACT> < A C T > I L S 0 4
- GMN1 RWOGR -El DAYLE4 I L S l l L
B- IPL3 R W O 7 L -[--I ME I N Z 6 ILSl1R

- LOOP9 R W 0 7 R -[--I N ICKL2 I LS22
J=i - SL12 RW24L -El I LS29L

- - - I - - - - _ _ _ _ _ _ _ _ - - - - - - - 1
<DED/ARR IDX -[--I

- 1----1--1-1-___-__--____
<DEP/ARR IDX
[ 1 [ 1
c
DEPARTURE/ARRIVAL PAGES CGO-4548-16-AC-11

Figure 3-9 (Sheef I 1 o f 1 7)

Table 3-53. CDU-5000Control Display Unit, Departure /Arrival Index Page.
CONTROL OR DISPUY FUNCTIOWDESCRIPION

DEP ARR page key Push the DEP ARR key to display the DEP/ARR INDEX page. Sometimes this key directly
displays the DEPART page or the ARRIVAL page of the active flight plan.
DEP/ARR INDEX page The departure/arrival index page shows the names of the origin and destination airports (if
entered) for both flight plans. These airports are entered on the flight plan pages. Active
flight pIan airports are shown above the route plan airports.
Use this page t o select a departure page or an arrival page for a listed airport or for any
OTHER airport. These pages show the runways, SIDs, and STARSthat may be edited into
the flight plan.
The departure or arrival page for any OTHER airport in the data base may also be displayed
from this page. Key the airport identifier onto the scratch pad line and then push the
bottom DEP or ARR line key. Operation is as described below.
DEPART page Push the DEP line key by the desired airport to select the DEPART page for that airport.
The departure page lists the names of availabIe SIDs (standard instrument departures) in
alphabetical order and the available runways in numerical order.
Push a line key to select a SID or runway. A <SEL> label displays to identifjr the selected
line; SIDs/runways not associated with the selection automatically clear. Push the EXEC
key to execute this modification and insert the selected departure SID/runway into the flight
plan. Push the CANCEL MOD line key t o cancel the modification.
ARRIVAL page Push the ARR line key by the desired airport to select the ARRNAL page for that airport.
The ARRWAL page lists the names of available STARS(standard terminal arrival routes) in
alphabetical order and the available runways in numerical order.
Push a line key to select a STAR or runway. A &EL> label displays to identifj. the selected
line; STARs/runways not associated with the selection automatically clear. Push the EX1EC
key t o execute this modification and insert the selected anrival STWrunway into the flight
plan. Push the CANCEL MOD line key to cancel the modification,

r-
ACT PERF INIT PERF MENU
F
J - <PERF INlT FUEL MGMT>
- 5/170
PASS/WT ALT CRZ
=
ALT
10000 -@ a- <VNAV SETUP FLT LOG>
- 3450CARGO
FUEL
ZFW
2 8 3 0 0
= GWT
-@ El-
@ - ------------------------
12300 40600 - @ El-
El- -!a El-
El-
[
VNAV SETUP>
1
- F
J -[ VNAV
<RESUME
PLAN SPD
1
I J *
f FUEL MGMT 1/2 I

-I FUEL
12000
T I M E TO RE’SV
I-
4 : 15
- 1 4 6 7 N ~-
FUEL FLOW RNG TO RESV
2130
- RESERVES
2000
SP RNG
-
-1
.26NM/LB
GND SPD
293
I-
t
FUEL MGMT
ENGINE
El- LB/HR
1050 6505
-@
@
El- -I TOTAL
2 1080
2130
6555
13010
I- El
PERFORMANCE MENU PAGE CGO-4548-16-AC-12

Controls and DispIays

q e r ation 5234775809
Table 3-54. CDU-5000Control Display Unit, Performance Menu Page.

PERF key Push the PERF key t o display the performance menu (PERF MENU) page.
PERF INIT page Push the PERT INIT line key to view the performance initialization pages. Use the
performance initialization page to enter a cruise altitude and to select a transition altitude
or flight level.
Basic operating weight (BOW) and average passenger weight are initialized to the default
values. Enter a cruise altitude by keying the desired altitude onto the scratch pad line and
then pushing the CRZ ACT line key. Entry may be in altitude (0000 to 65000 feet) or as a
flight level (FL1 to FL650). The cruise altitude value is transmitted t o the pressurization
system and is not used for any FMS function. The alternate cruise altitude may be specified
for planning purposes. Zero fuel weight (ZFW) may be entered directly or calculated from
the basic operating weight, number of passengers, passenger weight, and cargo weight.
Gross weight is obtained from direct entry or from zero fuel weight entry after fuel weight
has been initialized.
FUEL MGMT page Push the FUEL MGMT line key to select the fuel management page. The FUEL MGMT
page shows the current fuel on-board, selected fuel flow (measured total fuel flow or pilot
specified fuel flow), selected ground speed (measured ground speed or pilot specified ground
speed),reserve fuel allocation, specific range (nm/lb), time to reserves, range to reserve fuel,
measured fuel flow per engine, total fuel used per engine, and measured total fuel flow

ACT VNAV CLIMB 1/ 3 PERF MENU

TGT SPEED TRANS ACT
@ - 260/.70 18000 -EJ <PERF INlT FUEL MGMT>
a - 250/10000
SPD/ALT L I M I T
-El <VNAV SETUP FLT LOG>
-E!
-El
-I--]
VNAV PLAN SPD
-El <RESUME
[ 3
+ I
I ACT VNAV CRUISE 2/3 I FLIGHT LOG
ENROUTE LDG
@ - 260/.80 TGT SPEED CRZ ALT
FL350 -El B-
T/O
15:20
FUEL USED
1:45
AVG
17:05
TAS/GS
- I--]
-El B- 1 3 0 1 0 ~ B 450/480 -FJ
-El - A I R D l S T
1499NM
GND D l S T
1200NM -@
-I--]
-El
m -1 [
PERF INIT>
1
-El
( ACT VNAV DESCENT

TRANS
3/3
'FL
7
a-
TGT SPEED
.74/290 FLl80I- F
J
LIMIT
@ - 250/10000 SPD/ALT
-El
VPA
3.0" J= l
VS
-
l N l T
2383 -a
-
PERF INIT>
]I
PERFORMANCE MENU PAGE CGO-4548-16-AC- 13

Figure 3-9 (Sheet 13 of I?)

oDeration 523-0775809
Table 3-55. CDU-5000Control Display Unit, Performance Menu Page 2.

PERF key Push the PERF key to display the performance menu (PERF MENU) page.
VNAV SETUP Push the VNAV SETUP line key to select the VNAV CLIMB page. Push the PREV or NEXT
key to select the VNAV CRUISE and W A V DESCENT pages. The TGT SPEED for each
flight phase may be modified on the VNAV setup page for the current active flight plan. The
SPD/ALT LIMIT for the climb and descend flight phases may be modified or deleted.
FLT LOG Push the FLT LOG line key t o select the FLIGHT LOG page. The FLIGHT LOG page
provides a summary of the flight until power is removed or the airplane takes off on another
flight, Fuel used is not automatically reset upon takeoff but may be reset by the pilot by
entering DELETE or zero in the scratchpad and then pushing the line key adjacent to FUEL
USED. No other data entry is allowed.

CoDlnr
NEW MESSAGES------
-El
------O L D MESSAGES------
-El
[--1 _I r 1
I_ E l
M5G1
J
kh S G I [EXEC
L
MESSAGE
KEY
/
MESSAGES PAGE
CGO-4548-16-AC-14


I Table 3-56. CDU-5000Control Display Unit, Messages Page.
iI
Message page key Push the MSG key to display the MESSAGES page or to acknowledge a single system
message. When the MESSAGES page is displayed, push this key again t o display the
previous CDU page.
MESSAGES page The MESSAGES page is a list of FMS generated messages. Use the MSG key to acknowl-
edge new messages.
If a single new message exists, this message displays on the annunciator line. Push the
MSG key to acknowledge the message and clear it from the annunciator line. If multiple
new messages exist, push the MSG key to display the MESSAGES page. New messages are
yellow; acknowledged messages are white. M e r a MESSAGES page has been displayed, all
messages on that page are considered acknowledged. Note that MSG displays on the
annunciator line when messages exist on the MESSAGES page.
I The following messages may appear on the CDU annunciator line and/or the MESSAGES
page.
I AFIS FPLN LOADED indicates the M I S flight plan requested by the pilot has been loaded
and has not yet been viewed.
I APPR FOR REF ONLY indicates a n approach has been selected that is not qualified for
FMS guidance.
I BEGIN POLR STEERING indicates the airplane is within the vicinity of either pole (20
nmi) and steering wilI be terminated in two minutes.
I CHECK FPLN ALT indicates there may be an error in the altitude constraints appearing in
the flight plan.
I CHECK LOC TUNING indicates ILS approach has been selected, the FMS has attempted t o
tune the localizer and tuning has failed.
I CHECK NAV SOURCE indicates the EFIS NAV source is not FMS or LOC after FMS
initiated ILS capture.
I CHECK NAV TUNING indicates RNAV approach has been selected, the FMS has attempted
t o tune the reference navaid and tuning has failed,
I CHECK PRESELECTOR indicates preselector has not been reset to next target altitude 45
second before reaching the vertical switch point.
iI
CHECK SPEED indicates airspeed is too high for hold pattern or VNAV speed limit.
CHK DATA BASE DATES indicates the active data base date of the cross-side FMS is not
the same as the active data base date.
CHK PERF DATA BASE indicates the FMS performance data base version does not match
the airplane type or onside and cross-side versions are different.
I CHK POS indicates the FMC has determined that the current accuracy may not meet the
certification requirements for the current phase of flight.
I CRS REVERSAL IN FPLN indicates the flight plan has a course reversal of more than 160
degrees at the TO waypoint.
I DME-FMS DISAGREE indicates the FMS has determined that the DME measurements are
inconsistent.
iI
EXCESS IRS MOTION indicates the IRS detects excessive motion during alignment.
EXEC FPLN MOD indicates a modified flight plan exists and no CDU keyboard activity has
been observed for 15 seconds.
FMS DR indicates the FMS is in dead reckoning mode because of loss of position sensor
data.
I FMS DR FOR 5 MIN indicates the FMS has been in dead reckoning mode for more than 5
minutes while airborne.
I FMS-FMS DISAGREE indicates the cross-side FMS position is significantly different than
the onside FMS position.

i
CONTROL OR DISPLAY FUNCTIONLDESCRIPTION
FMS INDEPENDENT OP indicates that coordinated operation of the dual FMS system was
lost while airborne.
iI
FMS NAV INVALID indicates the FMS has been in the dead reckoning mode too long.
FPLN DISCONTINUITY indicates the flight plan has sequenced past a waypoint to a flight
plan discontinuity
GPS DISABLED indicates the crew has disabled usage of GPS data on the GPS CONTROL
page. This may degrade navigation capability
I GPS-FMS DISAGREE indicates the GPS to be used for position estimation has data that is
significantly different than that of the FMS.
I GPS NOT AVAILABLE indicates the GPS position measurements are not being used in the
FMS position solution.
iI
GPS ONLY indicates the FMS is only using position data from the GPS sensors.
HALF-BANK SELECTED indicates half-bank is selected and the airplane will arrive at the
hold fix in less than one minute.
HOLD EFC EXPIRED indicates the pilot did not receive clearance from ATC within the
allotted time t o exit the holding pattern.
iI
INITIALIZE POSITION indicates the inertial navigation unit needs position initialization.
IRS DISABLED indicates the crew has disabled usage of IRS data on the IRS CONTROL
page. This may degrade navigation capability.
IRS-FMS DISAGREE indicates the IRS t o be used for position estimation has data that is
significantly different than that of the FMS.
I IRS ONLY indicates the FMS is only using position data from the IRS sensors.
II IRS REVERTED indicates FMS has reverted from triple IRS usage to single IRS usage and
onside IRS is not used.
LAST WAWOINT indicates the last waypoint of the flight plan has been passed.
I NO APPR GPS RAIM indicates that approach GPS M M is unavailable.
I NO FLIGHT PLAN indicates no active flight plan has been entered.
I NO GPS RAIM indicates that GPS RAIM is unavailable.
I NO NAV DATA BASE indicates there is no navigation data base stored in the FMC.
i
NO PERF DATA BASE indicates there is no performance data base stored in the FMC.
NOT ON INTERCPT TRK indicates the FMS is steering the airplane back t o the active leg,
but the current track will not intercept the active flight plan leg. This message may also
indicate that the FMS has been armed for capture, but a t the current heading the airplane
path will not intercept the active flight plan leg.
iI
OFFSET TERMINATED indicates steering t o a parallel offset path is terminated.
OFFSET WILL END indicates steering to a parallel offset path will be terminated in two
minutes.
PERT OUT OF RANGE indicates performance prediction conditions such as airspeed,
weight, or altitude exceed limits of performance data base contents.
I POLAR NAV indicates the airplane is within the vicinity of either pole (20 nmi) and output
of valid steering is interrupted and FMS will cause the airplane to fly straight and level.
I
POLAR STEERING indicates the airplane is within the vicinity of either pole (20 nmi) and
output of valid steering is interrupted and FMS will cause the airplane to fly straight and
level.
i
PROGRAM DIFFER indicates the dual FMCs have incompatible software programs.
RE-ENTER SET POS indicates the IRS or other LRN requests initialization (or reconfirma-
tion of initialization), and the SET POS procedure has already been performed+

iI
RESET INITIAL POS indicates the position data needs t o be updated via the POS INIT
page,
SET IRS BDG indicates the IRS needs a heading value t o continue supplying heading in the
attitude mode.
I UNABLE CRZ &T indicates the performance predictions indicate the airplane is unable to
reach cruise altitude.
I UNABLE FPLAN ALT indicates performance predictions indicate the airplane is unable to
reach climb or descent constraint altitude in time.
iI
UNABLE NEXT ALT indicates an altitude constrain will be exceeded.
UNABLE TO SEQ FPLN indicates the FMS is unable to sequence the flight plan because
the terminator of the active leg is indeterminate.
UNABLE VHF NAV TUNE indicates the FMS attempted to auto-tune the ILS approach
station.
iI
VNAV SENSOR FAIL indicates critical VNAV sensor data is not availabIe.
VOFUDME DISABLED indicates the crew has disabled usage of VOR and DME data on the
VOR CONTROL page. This may degrade navigation capability.
VOrCrDME DIST > 75 NM indicates the FMC is navigating in the terminal area and is using
a single VOR/DME whose distance is greater than 75 nmi.
I1 VOR-FMS DISAGREE indicates the FMC had determined that all received VOR measure-
ments are not consistent with current position estimate.
XTALK FAIL indicates the dual FMS system cross-talk communicationhas failed.

meration 523-0775809
Mn
f c
R A D I O TUNING RADIO TUNING
COU
123.45
1 COM
122.35
2
- COM
123.45
1 COU
122.35
2
i--1
PRE
118,OO
1 PRE
118.00
2
- COM
122.13
3
1-1
NAV 1
113.60
-- --
NAV
116.20
2
- NAV 1
113.60
--
NAV
117.60/CID
-- NAV 2
2
1--1
NAV 1
AWTO/MAN
MODE 2
NAV
AUTO/MAN - NAV 1
AUTO/MAN
MODE
AuT ~ / M A N [--1
ADF'
195.5
ATC 1 ATC 2
- 195.5
ADF 1 ADF 2
1785+5
ATC 2
[--1
1600 [--1
r 1
3
3 COM RADIOS INSTALLED
RADIO
TUNE
/
KEY 1
I
RADIO TUNING PAGE

CGO-4548-16-AC- 15

Controis ana' Displays
Figure 3-9 (Sheet 15 Of 17)

Table 3-57. CDU-5000Control Display Unit, Radio Tune Page.

Radio Tune page key Push the TUN key t o display the W I O TUNING page.
RADIO TUNING page Use the RADIO TUNING page to tune the COM, NAY and ADF radios and also to select
the active transponder code. The operator may also select manual or automatic tuning of
the NAV radios from this page. Note that the RTUs (not CDUs) are the primary radio
controllers. Use the RTUs t o select radio modes (COM SQUELCH, DME HOLD, ADF
TONE, etc).
Tune a COM, NAV, or ADF radio by keying the desired frequency onto the scratch pad line.
Then push a line key to transfer this frequency to the seIected field. If the frequency is
valid, it displays in the data field and the radio immediately retunes.
Select the active transponder code using the same method described above. Transfer the
desired code from the scratch pad line to the ATC 1or ATC 2 line. Note that only one
transponder is active at a time. The data field below the inactive transponder label is blank;
data cannot be transferred to this field.
The NAV radios may also be tuned by entering a station identifier (such as CID). Key the
desired identifier onto the scratch pad line and push the NAV 1or NAV 2 line key. Both the
frequency and the station identifier display in the NAV data field (117,60/CID).
Push the A U T O M line key to select automatic or manual NAV tuning mode. The
selected mode displays in large letters. When MAN tuning is selected, the NAV radio
retunes only in response to operator action on the RTU or CDU. When AUT tuning is
selected, the NAV radio automatically retunes in response to commands from the FMS
computer. The FMS tunes the NAV radio to en route stations throughout the flight to
maintain valid position information. Note that the pedestal RMT TUNE DSABL switch
must be set to NORM (not DSABL)position to enable autotune; refer to figure 3-20.

wl*.
r
) @[ --[
@
FPLN FROG
NAV STATUS
MFD MENU
LO
NR
A VM
A A
I DP S-
NAVAtDS
-@
-@
a-
El-
L
VLF
MFD MENU
TEXT PG
STATUS
R
2/3
MAP
NDBS
ETA
-El
-I--)
- POS SUMMARY INTERS - El- SPEED -E3
- VOR STATUS ARPTS
- 9 / $k.l KEY El-
RNG
A L T l TUDE
TO ALT
-I--]
-El
OFF/ON/VN v -- LRN POS
1
-El
EXEC
\ MFD
ADVANCE
KEY
MFD MENU PAGE
f
MFD ADVANCE
L TEXT PG R MAP CTR
F
J - <PREV PAGE PREV WPT> -I--]
a - <NEXT PAGE N E X T W P T > -El El- l- El
T O W P T > -[--I
CTR WPT
El-
----- > -[--I El-
-!3 El-
-El
1
CGO- 4548- 16-AC-16
CDU-5000 Control Display Unit


Table 3-58. CDU-5000Control Display Unit, MFD MENU Page.
CONTROL OR DISPLAY
MFD MENU page key Push the MFD MENU key to display the MFD MENU page.
MFD MENU page The MFD MENU page shows a list of selections that are available for the current MFD
displays. This page is divided into L MFD and R MFD columns. Use the left or right line
keys to independently select menu items related to the left or right MFD display Three
different menus can display These menus apply to the MFD present position map, MFD
plan map, and text data MFD displays. Each menu is described below.
If a MFD is displaying a present position map, that side of the MFD MENU page lists
availabIe background map symbols and options related to the present position map.
Selected items display in Iarge green characters. The MFD MENU for the present position
map lists HI NAVMDS, LO NAVMDS, INTERS (airway intersections), ARPTS (airports),
TERM WPTS (terminal waypoints), ALTETA (altitude/estimated time of arrival at
waypoints), VOR/DME POS, and LRN POS. This menu page also contains a WINDOW line
key. Push this line key to alternately toggle the MFD data window display ON or OFF.
If the MFD is displaying a plan map, that side of the MFD MENU page lists available
background map symbols and an &T/ETA option. Selected items display in large green
characters. The MFD MENU for the plan map lists HI NAVADS, LO NAVAIDS, INTERS,
ARPTS, TERM WPTS, and ALTETA.
If the MFD is displaying text data, that side of the MFD MENU page lists the available text
data pages. Selected items display in large green characters. The MFD MENU lists PROG-
RESS, NAV STATUS, POS SUMIVKRY, V/D STATUS, and LRN STATUS (if LRN sensors
are installed). Use the MFD DATA key (described below) to display text data and enable the
MFD MENU page to display available text data pages.
If the MFD is not displaying a map or text data, the MFD MENU page far the present
position map displays as a default.
MFD DATA page key Push the MFD DATA key to display text data on the onside MFD. Push this key again to
display the previous MFD format.
MFD ADV key If the text data displayed on the MFD contains multiple pages, push the MFD ADV key to
advance the MFD display to the next page. This key is not active if the selected text data
consists of a single page.

RANGE
[I
I
I R A D A R F U N C T I ON5 7/21
a- TEST
STBY
MODE CHANNEL
SYNC/SPLIT -a
J=l - wx
SECTOR SCAN
OFF/ON -a
@ - WX+TURB
GND C l T R SPRS
OFF/ON - (=J
t
NAV SOURCE
I RADAR FUNCT IONS 2 / 2 1
- VOR 1 VOR 2 -@ - TESf/OFF
TEST MODE H O’L D
OFF/ON -
a- FMS 1 FMS 2 - El-
STAB I L I ZE
-
- GPS 1 GPS 2 - El-
TARGET
OFF/ON
ALERT
OFF/ON -m
- -
-I
MLS 1 MLS 2
- TCN 1 TCN 2 - El
El-
- OFF -El
-@
-I STAB TRIM>
I -l
BRG SOURCE
<----- -----
-----
- VOR 1 VOR 2 -@
@ - FMS 1 FMS 2 -a
@ - ADF 1 ADF 2 -Q
@ - TCN 1 TCN 2 -
- OFF OFF -
@ -I I-
INDEX PAGE 1 CGO-4761-01 - A C - l

Controls and DispIays
Figure 3-9 (Sheet I7 of 17)

Table 3-59. CDU-5000Control Display Unit, DCP Pages

~~
CONTROL OR DISPLAY I FUNCTION/DESCRIPTION I

NAV SOURCE page On the DCP-5000 Display Control Panel, push the NAV SRC button and the CDU displays
the NAV SOURCE page. The NAV SOURCE page displays the available navigation sensors
selected by the CSU strapping, Possible navigation sources are VOR/LOC, FMS, GPS, MLS,
TACAN, and OFF. The number 1 sensors are displayed on the left side of the page with
OFF as the bottom selection. The number 2 sensors are displayed on the right side of the
page. GPS appears as a possible selection only if the CSU strapping indicates that the
installed GPS is an approach sensor.
BRG SOURCE page On the DCP, push the BRG SRC button and the CDU displays the BRG SOURCE page. The
BRG SOURCE page displays the available bearing sensors selected by the CSU strapping.
Possible bearing sources are VOR, FMS, ADF, TACAN, and OFF. The number 1sensors
associated with the single-bar bearing pointer are displayed on the left side of the page with
OFF as the bottom selection. The number 2 sensors associated with the double-bar bearing
pointer are displayed on the right side of the page with OFF as the bottom selection. If no
bearing pointer is selected in the CSU strapping or an invalid bearing pointer seIection has
been selected, the CDU annunciated NO BRG PTR ENABLED.
W A R FUNCTIONS page On the DCP, push the RDR CTL button and the CDU displays the RADAR FUNCTIONS
page. The left CDU provides control of the left radar channel and the right CDU provides
control of the right radar channel. The RADAR FUNCTIONS consists of two pages. Use the
CDU PREV and NEXT keys to move between the two pages.
The radar mode selections are displayed on the left side of the page and CHANNEL,
SECTOR SCAN, GND CLTR SPRS, GAIN, HOLD, STABILIZE, and TAFtGET ALERT
selections on the right side of the page. The radar mode is selected by pushing the line key
next to STBY, WX, WX+TURB, TURB ONLY, GND MAF', or TEST The TURB ONLY mode
has a 30 second time-out and returns to the WX+TURB mode.
The CHANNEL line selects SYNC or SPLIT channel operation. When SYNC is selected,
both radar channels display the same information. When SPLIT is selected, the pilot and
copilot radar displays may be in different modes and have different functions selected.
The SECTOR SCAN line selects the 60-degree sector scan OFF o r ON.
The GND CLTR SPRS line selects the ground clutter suppression OFF or ON. The GND
CLTR SPRS has a 30 second time-out. Ground clutter suppression is automatically turned
off when GND MAP mode is selected.
The radar GAIN is changed by pushing the line keys adjacent to the INCREASE or
DECREASE lines.
The HOLD line selects the radar display HOLD OFF or ON. The radar display does not
update when HOLD is selected ON.
The STABILIZE line selects the antenna stabilization OFF or ON.
The TARGET ALERT line selects the TARGET ALERT function OFF or ON.

r
I
I
/
/ / / / I
/
/ /
/ I
CRS 1
I
/
J
CRS 1 DIRECT-TO SWITCH HDG SYNC SWITCH CRS 2 DIRECT-TO SWlTCH
CGO-0225-01 -AC-l
CHP-850 Course/Heading Panel, Controls

Figure 3- IO

Table 3-60. CHP-850 CoursslHeading Panel, Controls.
Joystick Move the joystick to scroll MFD page data or to select a location on an MFD map display.
CRS 1 select knob Turn the CRS 1knob to change the left side active course (shown by the course arrow on the left
crt's). Clockwise rotation increases the selected course angle.
When $EL CRS is the FMS navigator mode and (onside)FMS is the active NAV source, this knob
selects the course angle to the TO waypoint. This knob is not active in other FMS modes.
CRS 1direct-to switch Push this center PUSH DIRECT switch to zero course deviation and establish a course directly to
the active NAV source.
When SEL CRS is the FMS navigator mode and (onside)FMS is the active NAV source, this
switch selects a course directly to the TO waypoint. This switch is not active in other FMS
modes.
HDG select knob Turn the HDG knob to change the selected heading, indicated by the heading bug on the crts.
This knob simultaneouslycontrols the heading bug on both left and right displays. Clockwise
rotation increases the selected heading angle,
HDG sync switch Push this center PUSH SYNC switch t o synchronize the heading bug to the current aircraft
heading (read under the lubber line). This switch syncs the heading bug on both left and right
displays.
CRS 2 select knob Turn this knob to change the right side active course, as described above for the CRS 1knob.
CRS 2 direct-to switch Push this switch to establish a direct course, as described above for the CRS 1switch.

DISK DRIVE IN-USE LAMP
DBU-850 \ DISKETTE EJECT BUTTON
DISK DRIVE IN-USE LAMP
DBU-4000
POWER INDICATOR LAMP DISKETTE EJECT BUTTON
FAIL INDICATOR LAMP
c 1
D BU-4100
DISK DRIVE IN-USE LAMP DISKETTE EJECT BUTTON
CGO- 4540- 01-AC- 1
DBU-850, DBU-4000, and DBU-4100 Data Base Unit, Controls

Figure 3-11

II CONTROL FUNCTION/DESCRIPTION
i
Diskette eject button This button is used to eject the 3.5-inch diskette from the disk drive.
Disk drive in-use lamp The drive in-use indicator turns on when a file transfer operation is attempted. The drive
in-use indicator turns on when data is being read from or written to the diskette.
I
I pl
The DBU-4000 Data Base Unit is a data loader containing a 3.5-inch disk drive. The unit
uses two types of diskettes, high density (2 MB unformatted, 1.44 MB formatted) and double
density (1MB unformatted, 720 kB formatted). The DBU can read directories, read files,
write files, rename files, and delete files stored on diskette. Format the diskettes on any
IBM compatible PC with MS-DOS 3.30 or later. The DBU is used primarily to load data
base updates to the FMC, load maintenance tables to the FMC, and download maintenance
data from the FMC.
I POWER indicator lamp The green POWER indicator lamp illuminates if the internal +5-V dc supply voltage is
present within the data base unit.
I FAIL indicator lamp The red FAIL indicator lamp illuminates when a n internal fault is detected by the data base
unit. If a PROM checksum error has been detected, the FAJL indicator flashes.
i
Disk drive in-use lamp The drive in-use indicator turns on when a file transfer operation is attempted. The drive
in-use indicator turns on only when data is actually being read or written to the diskette.
I DBU-4100 Data Base Unit (used with FMC-5000 (AMs-5000 system))
The DBU-4100 Data Base Unit is a data loader containing a 3.5-inch disk drive. The unit
uses two types of diskettes, high density (2 MB unformatted, 1.44 MB formatted) and double
density (I MB unformatted, 720 kB formatted). The DBU can read directories, read files,
write files, rename files, and delete files stored on diskette. Format the diskettes on any
IBM compatible PC with MS-DOS 3.30 or later. The DBU is used primarily to load data
base updates to the FMC, load maintenance tables to the MDC, load checklist data to the
MDC, and download maintenance data from the MDC maintenance computer.
Drive in-use lamp The drive in-use indicator turns on when a file transfer operation is attempted. The drive
in-use indicator turns on only when data is actualIy being read or written to the diskette,

CGO-4541-01-AC-1
DCP-5000 Display Control Panel, Controls

Figure 3-12

Table 3-62. DCP-5000 Display Control Panel, Controls
Range knob Turn the W G E knob to select the display range for the MFD map and radar pictorials. Range
annunciations display on the MFD.
Radar ON/OFF button Push the RDR ON/OFF button to select the weather radar pictorials on the MFD. This button
can select the MFD weather radar overlay or add a radar overlay to a dynamic map display
NAV SRC button Push the NAV SRC button and the CDU displays the NAV SOURCE page. The NAV SOURCE
page displays the available navigation sensors selected by the CSU strapping. Possible
navigation sources are VORLOC, FMS, GPS, MLS, TACAN, and OFF. The number 1 sensors are
displayed on the left side of the CDU page with OFF as the bottom selection. The number 2
sensors are disprayed on the right side of the CDU page. GPS appears as a possible selection only
if the CSU strapping indicates that the installed GPS is a n approach sensor.
BRG SRC button Push the BRG SRC button and the CDU displays the BRG SOURCE page, The BRG SOURCE
page displays the available bearing sensors selected by the CSU strapping. Possible bearing
sources are VOR, FMS, ADF, TACAN, and OFF. The number 1sensors associated with the
single-bar bearing pointer are displayed on the left side of the CDU page with OFF as the bottom
selection. The number 2 sensors associated with the double-bar bearing pointer axe displayed on
the right side of the CDU page with OFF as the bottom selection. If no bearing pointer is selected
in the CSU strapping or an invalid bearing pointer selection has been selected, the CDU
annunciated NO BRG PTR ENABLED.
RDR CTL button Push the RDR CTL button and the CDU displays the RADAR FUNCTIONS page. The left CDU
provides control of the left radar channel and the right CDU provides control of the right radar
channel. The RADAR FUNCTIONS consists of two pages. Use the CDU PREV and NEXT keys
to move between the two pages.
The radar mode selections are displayed on the left side of the CDU page and CHANNEL,
SECTOR SCAN, GND CLTR SPRS, GAIN, HOLD, STABILIZE, and TARGET ALERT selections
on the right side of the CDU page. The radar mode is selected by pushing the line key next to
STBY, WX, WX+TURB, TURB ONLY, GND MAP, or TEST. The TURB ONLY mode has a 30
second time-out and returns to the WX+TURB mode.
Tilt knob Turn the TILT knob to select the RTA (antenna)vertical tilt angle. The selected angle (-15to +15
degrees) annunciates with the letter T on the MFD. Clockwise rotation selects a positive tilt
angle.
Autotilt switch Push the (center) PUSH AUTO switch to select or deselect automatic tilt control. The letter A
annunciates with the tilt angle to indicate auto tilt is selected. The autotilt function compensates
for airplane attitude changes, range changes, and adjusts the tilt angle to maintain the selected
reference-to-ground.
Revised I 2 March 1997 3-151

BRT KNOB
1
RADAR
MODE \
LINE
-w
CNCRMAL PROCEDURES
1 KEY
CABNCIRMAL PRKEDlRES CREW NOTES >
AVIONICS STATUS>
<PLAN MAP
C FMS
M FD
MAINTENANCE >
MODE 1
LINE
- IDX RCL EMG
0:
INDEX PAGE
MESSAGE MEANING
CDU # OFFSIDE CDU CONTROLS M E MFD.

DISPLAY TEMP THE MFD IS OVERHEATING.
MAG, DG (BOXED) HEADING FAILURE IS DETECTED.
MAG, DG # OFFSIDE HEADING SOURCE IS SELECTED.
MAP FMS MAP DATA IS INVALID.
MAP CTL FAULT FMC/CDU RANGE DISCREPANCY IS DETECTED.

MAP INCOMPLETE MAP CONTAINS MORE NAVAIDS THAN CAN BE DISPLAYED.
NO FLIGHT PLAN NO FMS FLIGHT PLAN IS ENTERED.
RDR CTL FAULT WXR/CDU RANGE DISCREPANCY IS DETECTED.
RDR FAULT RTA INTERNAL FAILURE OR FAILED CDU INPUT.
RDR OFF WXR DATA IS INVALID

TCAS-FAIL TCAS SYSTEM FAILURE
TD-FAIL TCAS DATA IS INVALID
IF FAULT OR FAIL MESSAGE DISPLAYS, CHECK DIAGNOSTICS TO DETERMINE CORRECTIVE ACTION.
CGO-0803-06- AC- 1
MFD-8 71 Multifunction Display (AMS-850), Controls and Displays


Table 3-63. MFD-871 Multifunction Display (AMS-850),Controls and Displays
BRT knob Turn this knob to adjust display brightness.
Index page This page is the top-level MFD menu. Push the IDX line key to display the index page. Then
push a labeled line key to select a page or plan map display.
Radar mode line This line displays the RTA operating mode, RDR OFF, or RDR FAULT
MFD mode line This line labels the bottom row of MFD line keys according to available functions. The RCL and
EMG functions are available on the index page. The IDX label also displays on this page for
consistency.
Possible MFD bottom line key labels are IDX, HDG, ENT, up and down line scroll arrows, MNU,
DSPL, SKP, RCL, and EMG. These line keys are briefly described below and referenced
throughout this table as applicable.
Push IDX to display the index page. Push HDG to toggle the heading vector display odoK Push
ENT to enter joystick position coordinates from a map display to the FMS. Push an up/dom
arrow key to scroll page data. Push MNU to display the previous menu (or the map menu). Push
DSPL to display the pladposition map from a map menu page. Push SKP to skip lines of page
data. Push RCL to recall the previously used checklist (if not currently in a checklist format) or
to find the first unchecked item in the present checklist. Push EMG to display the emergency
checklist menu.
NORMAL, PROCEDURES Push this line key to display the normal procedure checklist page. A menu shows the available
line key normal procedure checklists. Push the adjacent line key to display that checklist.
A checklist displays in three colors. Unchecked lines are cyan, the cursor line is magenta, and
checked lines are green. Active controls are the bottom row of MFD line keys, the yoke page
advancefline advance switches, and the CHP joystick.
MFD mode line labels are IDX, up arrow, down arrow, SKF', RCL, and EMG. Push the IDX line
key to display the index page. Push the up arrow line key to uncheck the cursor line and scroll up
one line. Push the down arrow line key to check the cursor line and scroll down one line. Push
the SKP line key to scroll down one line without checking the old cursor line. Push the RCL line
key to display the first unchecked line in the list as the cursor line. Push the EMG line key to
display the emergency menu page.
The CHP joystick may be used with checklist pages. Move the joystick down to dispIay the next
checklist page. Move the joystick up to display the previous checklist page. Move the joystick
right to exit the checklist and select the next checklist on the normal procedure menu. Move the
joystick left to exit the checklist and select the previous checklist on the normal procedure menu.
Optional yoke-mounted line advance and page advance buttons may be used with checklist pages.
Push the line advance button to check the cursor line and scroll down one line. Push the page
advance button to exit the checklist and select the next checklist on the normal procedure menu.
ABNORMAL PROCEDURES Push this line key to display the abnormal procedure checklist page. A menu shows the available
line key abnormal procedure checklists. Operation is as described above for normal procedure checklists.
PLAN MAP line key Push this line key to display the plan map. The plan map is a static true-north-up map that
geographically shows a section of the flight plan or a selected route. The plan map is described on
sheet 2.
FMS line key Push this line key to display the FMS page. A menu shows FMS parameters that may be
monitored. These include FMS performance, progress, route list, VOIUDME status, VLFI
OMEGA status, position summary, and GPS STATUS (optional). Push the adjacent line key t o
display these parameters.
PERFORMANCE dynamically displays the folIowing flight parameters: TTG, ETA, GS, TAS,
HDG, BRG, DIST, WIND, CRS, TK, XTK, and DA. The following VNAV parameters may also
display: distance to VWPT, WS,VSR, FPA, ALT, ALTS, and VDEV.

Table 3-63. MFD-871 Multifunction Display (AMS-850), Controls and Displays
PROGRESS dynamically displays the following flight progress (between waypoint) parameters:
DIST, TTG, ETA, and FUEL management data.
ROUTE LIST displays stored FMS routes by route number and name identifier.
VOFUDME STATUS dynamically dispIays the following V O W M E sensor parameters: type of

sensor, data base ident, received frequency, and received data (VORradial or DME distance).
VLF/OMEGA STATUS dynamically displays the following VLF/OMEGA sensor parameters:

present position, position uncertainty, NAV mode, and the current use (enable) status of the VLF
and OMEGA sensors.
POSITION SUMMARY dynamically displays the aircraft present position coordinates and the
difference between this FMS determined position and the position computed using the listed
input sensors.
GPS STATUS dynamically displays the following GPS sensor parameters: present position,
horizontal FOM, time/date, use status, and satellite number. MFD mode line labels available on
this page are IDX, RCL, and EMG.
CREW NOTES line key Push this line key to display the CREW NOTES page. This page dispIays a user defined checklist
that has been entered into system memory using the DBU.
AVIONICS STATUS line key Push this line key t o display the AVIONICS STATUS page. This page provides a dynamic list of
nonfunctioning avionics LRUs. Each entry lists the LRU name, failure status, and a fault code
number. Use this page for flight line troubleshooting. The maintenance section of this
publication describes this page in detail.
MFD mode line labels available on this page are IDX, RCL, and EMG.
MAINTENANCE line key Push this line key to display the MAINTENANCE page. A menu shows maintenance parameters
available for display. These include LRU diagnostic data, LRU fault history, and FCS
diagnostics. Use this page for flight line troubleshooting. The maintenance section of this
publication describes this page in detail.
MFD mode line labels available on this Dage are IDX, RCL, and EMG.

This page intentionally left,blank.

RADAR
RANGE
/ DISTANCE
\
FLIGHT PLAN/
ROUTE LINE \ lol RANGE
\ / RING
lol
lol
lol
JOYS TI CK
lol POSITION
MFD
MODE
LINE
lol
1
IDX ENT W RCL EMG
0 3
PLAN MAP
MAP SYMBOLS:
0 VOR 4 FLIGHT PLAN WAYPOINT
0 AIRPORT [XI USER DEFINED WAYPOINT
v TACAN OR DME // RUNWAY (DISPLAYED WITH LOC LINE)
K3 VOR/DME OR VORTAC @ NDB
d3 JOYSTICK A INTERSECTION
CGO-0803-06-AC-2
MFD-871 Multifinction Display (AMS-850), Controls and Displays


Table 3-64. MFD-871 Multifunction Display (AMs-8501,

Plan Map Page.
Plan map Push the PLAN MAP line key (on the MFD index page) to display a static geographic pictorial of a
current section of the flight plan or a selected route. This display provides a convenient way to
plan and map a deviation from the flight plan or any route,
The center of the map depends on what is currently being displayed on the controlling CDU.
When a flight plan page is displayed on the CDU, flight plan waypoints are shown on the MFD.
When a route page is displayed on the CDU,route waypoints are shown on the MFD.
The map is always presented with true north a t the top of the screen. This display shows the
selected navaids within range and the flight pladroute waypoints. Note that radar and TCAS
cannot be superimposed on the plan map.
A variety of navaids may be selected or deselected for display on the plan map. SeIect these
navaids from a map menu page. Push the MNU line key to access this page.
On the map menu page, push MFD line keys to select (or deselect) the navaids to be displayed.
Available navaids are HIGH LEVEL VORS, LOW LETEL VORS, INTERSECTIONS, NDBS,
AIRPORTS, and TERMINAL WAWOINTS. Selected items display in green and are underlined;
other items are white.
After the navaids are selected, push the bottom DSPL line key to display the plan map.
Radar mode line This line displays the RTA operating mode, RDR OFF, or RDR FAULT.
Range ring A range ring provides a distance measuring scale. This ring shows distance from the center
waypoint.
Range distance A numeric distance label displays by the range ring. Change the display range by turning the
FLANGE knob on the controlling CDU.
Flight pladroute line The flight plan (or route) displays on the map as a white line. This track line consists of straight
line segments connecting consecutive flight plan or route waypoints.
Joystick position The CHP joystick is active when the plan map is displayed. A circled crosshair symbol displays
when the joystick is moved from detent. A dashed line shows movement from the center symbol.
Offset coordinates (referenced to magnetic north) display by the joystick symbol; these are
converted to geographic coordinates and supplied to the FMS when the ENT line key is pushed.
MFD mode line This line labels the bottom row of MFD line keys. Available keys on this page are IDX, ENT,
MNU, RCL, and EMG. Push the IDX line key to display the index page. Push the ENT line key
(displayed only after the joystick is moved) to enter joystick position into the FMS. Push the
MNU line key to display the map menu page. Push the RCL line key to recall and display the
last used checklist. Push the EMG line key to display the emergency menu page.

R A D A R MODE L I N E .
WX+TRB+GCS W3 USTB T+10.7A TG1

11:422 TAS 250 GS 254 RAT 5M
- - - - -
1
WPT DIS TTG ETA(Z) FUEL
STATUS
ClD 45 :07 11:49 4200 D A T A WINDOW
LINE
DBQ 190 :37 12:19 3773
FOREVER 975 2:30 14:12 1020
HOLD
\
I
--_ H E A D I N G VECTOR
RADAR HOLD
__t RANGE DISTANCE
AN NUNCIA TOR
/-\ _*L R A N G E RING
/ /-\y I1
AIRCRAFT SYM3OL
(HEADING-UP)
-------IT
IDX HDG RCL EMG
\ 0' A IGLE h 4RK
MFD MODE LINE

RADAR
CGO-0803-06-AC-3
MFD-871 Multijbnction Display (AMS-850), Controls and Displays


Table 3-65. MFD-871 Multifunction Display (AMs-8501,Radur Page.

. -.
CONTROL OR DISPLAY FUNCTION/DESCRII?TION

Radar display In HSI, PLAN MAP, or text format; push the PUSH RDR ON switch (on the CDU) to display or
remove the radar format on the MFD, The radar format is a dynamic, heading-up pictorial that
shows weather/ground targets relative to aircraft position. Navigation, map, and joystick
functions are not available on this screen.
The display presents a forward view, -c60degrees of the aircraft heading. The display updates
with every sweep of the antenna.
Aircraft symbol This stationary symbol provides a reference point, used to estimate the relative position of radar
targets with respect to the aircraft.
Range ring Four range rings provide a distance measuring scale. These rings show distance from the
aircraft.
Range distance Numeric distance labels display by two of the range rings. Change the display range (and
distance labels) by turning the RANGE knob on the CDU.
30" angle mark Three angle marks display on each range ring. These marks provide a directional scale relative
to aircraft heading. The center mark shows dead ahead. The other two angle marks show 30
degrees left and right of aircraft heading.
Radar mode line This line displays the RTA operating mode and selected radar parameters (or RDR OFF).
Parameters which may be displayed on this line include: mode, ground clutter suppression (GCS),
gain (G value), stabilization deselected (USTB), and tilt (T value). Some models also display
mtotilt (T value A) and target alert (TGT or TRB).
Status line This line displays the current time, true airspeed, ground speed, and temperature.
Heading vector The heading vector display is a dashed line that originates from the aircraft symbol to show the
selected heading angle (selected on the CHP). The HDG line key toggles this display on and off.
Data window The data window displays FMS progress parameters for the next three waypoints in the flight
plan. These parameters include name (WPT), distance to the waypoint (DIS), time to go (TTG),
estimated time of arrival (ETA), and pounds of fuel remaining a t the waypoint (FUEL #). The
DATA window key on the CDU toggles this display on and OERefer to figure 3 4 4 A sheet 2.
Radar HOLD annunciator HOLD annunciates on the MFD when HOLD ON is selected on the CDU radar page. The radar
display does not update when HOLD is selected.
RDR FAULT annunciates at this position if the RTA detects an internal fault or failed CDU
input.
MFD mode line This line labels the bottom row of MFD line keys. Available keys on this page are IDX, HDG,
RCL, and EMG. Push the IDX line key to display the index page. Push the HDG line key to
toggle the heading vector display o d o f f . Push the RCL line key to recall and display the last used
checklist. Push the EMG line key to display the emergency menu page.

RADAR f \
STATUS
LINE -------
DATA WINDOW
RADAR HOLD HEADtNG

ANNUNCIATOR / VECTOR
RANGE
RING
JOYSTICK
POSl TlON
_____ - -
RANGE
DISTANCE
AIRCRAFT SYMBOL
WlND
DISPLAY
/ I____
(HEADING- UP)
YIDX Hxj ENT WU RCL

L
\ FLIGHT
MFD MODE
LINE
/ PLAN LINE
PRESENT POSITION MAP
MAP SYMBOLS:
0 VOR
0 AIRPORT
v TACAN OR DME
VOR/DME OR VORTAC
G3 JOYSTICK
0 FLIGHT PLAN WAYPOINT lol
USER DEFINED WAYPOINT VERTICAL
.’/ RUNWAY (DISPLAYED WlTH LOC LINE) lo] RANGE
@NDBI ARC
INYERSECTION
Io[ VERTICAL
WAYPOINT
DISPLAY
lol
VERTICAL
PATH
-\
El CAPTURE
POINT
Lol
VNAV OVERLAY TO PRESENT POSITION MAP
CGO-0803- 06- AC- 4
MFD-8 71 Multfunction Display (AMS-850), Controls and Displays


Table 3-66. MFD-871 Multifunction Display (AMS-SSO), Present Position Page.
Push the MAP format key (on the CDU) to display the present position map. This map is a
dynamic geographic pictorial of the flight as it occurs. The map display is always centered on the
aircraft present position, with current heading toward the top of the screen. The screen shows a
moving-map display relative to aircraft present position.
A variety of navaids may be selected or deselected for display on the map. Select these navaids
from a map menu page (on the MFD). Push the MNU line key to access this page.
On the map menu page, push MFD line keys to select (or deselect) the navaids to be displayed
and a TCAS overlay (described in a later paragraph). Available navaids are HIGH LEVEL VORS,
LOW LEVEL VORS, INTERSECTIONS, NDBS, AIRPORTS, and TERMINAt WAYPOINTS.
Selected items display in green and are underlined; other items are white.
After the navaids are selected, push the bottom DSPL line key to redisplay the present position
map.
TCAS detected intruders may be superimposed onto the map display. On the map menu page,
push the TFC line key to add or remove the TCAS tr&c overlay.
Radar targets may be superimposed onto the map display; the radar overlay updates with each
antenna sweep. If radar is not displaved on the map, push the PUSH EDE ON center switch (on
CDU) to add the radar overlay. If radar is displayed on the map, push the PUSH RDR ON switch
(again) to remove the radar overlay.
Aircraft symbol This symbol is a reference used to visualize aircraft position relative to the geographic map and
radar targets. The aircraft symbol is stationary and always displayed in the center of the screen.
The navaid symbols, radar targets, and flight plan line move down the screen as the flight
progresses.
Range ring Two range rings provide a distance measuring scale. These rings show distance from the aircraft.
Range distance A numeric distance label displays by each range ring. Change the display range (and distance
labels) by turning the RANGE knob on the controlling CDU.
Heading vector The heading vector display is a dashed line that originates from the aircraft symbol t o show the
selected heading angIe (selected on the CHP). The HDG line key toggles this display on and off
Flight plan line The FMS flight plan displays on the map as a white line (even if FMS is not the active NAV
source). This track line consists of straight line segments connecting consecutive flight plan
waypoints. The TO waypoint displays in magenta.
RDR FAULT annunciates a t this position if the RTA detects an internal fault or failed CDU
input.
Joystick position The CHP joystick is active when the present position map displays. A circled crosshair symbol
displays when the joystick is moved from detent. A dashed line shows movement from the
aircraft symbol. Screen offset coordinates display by the joystick symbol; these are converted to
geographic coordinates and supplied to the FMS when the ENT line key is pushed.
Wind display A wind vector and speed readout display if the FMS detects a significant amount of wind. The
vector is an arrow which turns to show the wind direction. Wind speed numerically displays (in
knots) next to the arrow

operatiun 523-0775809
Table 3-66. MFD-871 Multifunction Display (AMs-850),Present Position Page,
CONTROL OR DISPLAY FUNCTION/DESCRIPTTON
estimated time of arrival (ETA), and pounds of fuel remaining a t the waypoint (FUEL #I. The
DATA window key on the CDU toggles this display on and off.
MFD mode line This line labels the bottom row of MFD line keys. Available keys on this page are IDX, HDG,
ENT, M W , RCL, and EMG. Push the IDX line key to display the index page. Push the HDG
line key to toggle the heading vector display odoff. Push the ENT line key (displayed only after
the joystick is moved) to enter joystick position into the FMS. Push the MNU line key to display
the map menu page. Push the RCL Iine key to recall and display the Iast used checklist. Push
the EMG line key to display the emergency menu page.
VNAV displays If an FMC-851C computer is installed, a VNAV overlay may be added to the present position map.
Select the VNAV overlay from the VNAV page on the CDU.
Vertical waypoint display The W T display consists of a star shaped symbol and a numeric readout of the vertical
waypoint altitude (in feet). The vertical waypoint is defined on VNAV page of the CDU.
Vertical range arc This arc displays in VNAV CAPT mode and provides a visual indication of where the current
vertical flight path wilI intersect the VWPT altitude. The arc is beyond the VWPT symboI if the
aircraft's instantaneous vertical rate is not steep enough to arrive a t the vertical waypoint. The
arc displays before the VWPT symbol if the aircraft's instantaneous vertical rate is so steep that
the aircraft will arrive at the VWlT altitude too soan.
Vertical path capture point This small circle displays in VNAV ARM (not W A V CAPT) mode and shows lateral closure to the
computed vertical path capture point. This symbol displays with a TOD (top of descent) or BOC
{bottom of climb) label to indicate where the VNAV capture will occur.


BEARING POINTERS LUBBER LINE
RADAR
\ /
MODE LINE
STATUS
LINE
DATA WINDOW
COURSE
-, SELECTED HEADING DISPLAY
DISPLAYS
DRIFT ANGLE POINTER
LATERAL
DEV SCALE COURSE POINTER
LATERAL
------- SELECTED HEADING
BUG
DEV BAR
___c VERTICAL DEV DISPLAY
OR ‘BACK CRS’
WND
DISPLAY
TO/FROM SYMBOL
BEARING POINTER AIRCRAFT SYMBOL

SOURCES
\ T O R +
MFD MODE VNAV DISPLAY

LINE
HSI
FULL-COMPASS
ROSE
’
CGO- 0803-06-AC- 5
MFD-871 Multrfiznction Display (AMS-850), Controls and Displays


Table 3-67. MFD-871 Multifinction Display IAMS-850),HSI Page.
HSI display Push the HSI format key (on the CDU) to display navigation information on the MFD in the
traditional 360-degree full-compass rose format. Note that radar targets are not displayed in the
HSI format.
estimated time of arrival (ETA), and pounds of fuel remaining at the waypoint (FUEL #). The
DATA window key on the CDU toggles this display on and off.
Full-compass rose The compass rose contains index markings every 5 degrees; alphanumeric markings display a t
30-degree intervals. Additional fmed index marks display outside the rose perimeter at 45-degree
intervals with respect to the lubber line, The compass rose turns to show the aircraft magnetic
heading (read under the lubber line).
Aircraft symbol A stationary aircraft symbol displays in the center of the rose. This symbol points directly toward
the lubber line.
Lubber line The lubber line is a fLxed triangle symbol at the top of the compass rose. The present aircraft
heading is the compass reading directly under the lubber line.
Selected heading bug A heading bug symbol displays to show a selected heading reference. This symbol rotates around
the compass rose when the HDG knob on the CHP is turned.
Selected heading display This display numerically shows the position of the selected heading bug.
Drift angle pointer This pointer is a small circle that rotates around the compass rose t o show the aircraft drift angle.
The amount of aircraft drift is the angular difference between the pointer position (circle) and the
aircraft heading (read under the lubber line). When the pointer is under the lubber line, the drift
angle is zero.
Bearing pointers Two bearing pointers may be selected far display (BRG PTRS page on CDU). One pointer is a
single-bar, V-head pointer with a reciprocal tail. The other pointer is a dual-bar, V-head pointer
with reciprocal tail. Each pointer shows the bearing to a selected navaid station or the next FMS
waypoint.
Bearing pointer sources This display annunciates the NAV source selected t o drive each bearing pointer. If the selected
source fails, the source annunciation becomes boxed and turns red.
Course displays Two alphanumeric course displays are presented near the upper left of the rose. These displays
show active NAV course parameters. The active course is determined by which NAV source is
selected as active on the CDU and is calculated by the FMS or selected by the CRS knob (or
direct-to switch) on the CHI?.
The top course display is a numerical course and distance readout. The CRS readout shows the
active course through the selected navaid station or next waypoint (also indicated by the course
pointer). The NM readout shows the distance to the tuned navaid or next waypoint (in nautical
miles). Note that an H replaces the NM distance label if VOR is the active NAV source and the
DME is in DME hold mode. The NM label is replaced by dashes or blanked if valid data is not
available.
The lower course display annunciates the active NAV source and the station ident of the selected
navaid station or next waypoint. If FMS is the active source, the FMS navigator mode (AUTOLG,
MAN LG, or SEL CRS) and DR (if FMS is in dead reckoning)NLF (if
FMS is in VLF only mode) also annunciate. If the selected active NAV source fixils, the source
annunciation becomes boxed and turns red.
Course pointer The course pointer is a solid-line, triangle-head pointer with a reciprocal tail. This pointer shows
the active NAV course and is numerically repeated in the course display.

Table 3-67. MFD-871 Multifunction Display (AMS-850),HSI Page.
CONTROL OR DISPLAY FUNCTIONT/DESCRIPTION
To/from symbol A triangle symbol shows "to" or "from" direction. This symbol rotates as a part of the course
pointer and points toward the tuned station or next waypoint.
Lateral dev bar The lateral deviation bar is the center portion of the course pointer. This bar moves left or right
from the pointer head and tail t o show lateral deviation from the active NAV course. The amount
of deviation is read against a deviation scale. The bar aligns with the head and tail to form a
complete pointer when the aircraft is on course.
Lateral dev scale The lateral deviation scale consists of four dots that are displayed perpendicular to the lateral
deviation bar. Two dots display on either side of the aircraft symbol. In FMS modes, distance
labels display by the outer dots.
Wind display A wind vector and speed readout displays if the FMS detects a significant amount of wind. The
vector is an arrow which rotates to show the wind direction, Wind speed numerically displays (in
knots) next to the arrow.
Vertical dev display The vertical dev display can show glideslope deviation or VNAV deviation. VNAV is available
only if an FMC-851C computer is installed.
The glideslope deviation display automatically appears when LOC is the active NAV source and a
localizer frequency is tuned. When making a back course approach, this display is replaced with
a BACK CRS annunciation. If deviation data becomes invalid, this display is replaced with a red
GS annunciation.
Deviation above or below the glidepath is indicated by the position of a diamond shaped pointer
relative to the deviation scale. The scale consists of a center mark, 2 dots above center, and 2
dots below center. Each dot represents 75 p A of deviation. If deviation becomes excessive, the
pointer flashes.
Select the VNAV deviation display from the VNAV page on the CDU. If deviation data becomes
invalid, this display is replaced with a red VNV annunciation.
Deviation above or below the vertical flight path is indicated by the position of a star shaped
pointer relative to the deviation scale. The scale consists of a center mark, 2 dots above center,
and 2 dots below center. Each dot represents 250 feet of deviation.
MFD mode line This line labels the bottom row of MFD line keys. Available keys on this page are IDX, RCL, and
EMG. Push the IDX line key t o display the index page. Push the RCL line key to recall and
display the last used checklist. Push the EMG line key t o display the emergency menu page.
VNAV display If an FMC-851C computer is installed, a VNAV display may be added to the HSI format. Select
the VNAV display from the VNAV page on the CDU.
VSR X.X appears when VNAV display is selected and no vertical path is defined (on CDU). This
value is the current vertical speed required to fly directly to the vertical waypoint. The VSR
display value is in 1000 FPM, for example VSR 1.4 means the current vertical speed required is
1400 FPM.
VTK XXX NM appears when VNAV display is .selected and W A V mode is armed but not
captured. This value is the current distance t o the vertical path capture point. This distance to
vertical track displays in nautical miles.
VWPT XXMM FT X.X NM appears when VNAV display is selected and VNAV mode is captured.
This display shows the altitude of the vertical waypoint (in feet) and the distance to this waypoint
(in nautical miles).
Note that these W A V displays are blank if no computed data is received, and dashed if the input
data has failed.


RADAR
MODE LINE
TO.0
'11:42Z TAS 250 GS 254 RAT 50C/
TCAS MODE --TA ONLY ALTL 180/
AN NU NCIATlON < AWV/BLO REL/ABS >
ALT WINDOW /
\,
LINE KEY .at
RADAR HOLD
ANNUNCIATOR
TRAFFIC SYMBOL /
EX AMP LE:
TA TRAFFIC ALERT-
INTRUDER AT 1:OO;
7 MILES AWAY;
200 FEET BELOW
CLIMBING GREATER
THAN 500 FPM.
/ \MFD MODE
NO BEARING TABLE / TCAS TRAFFIC MAP
LINE
TRAFFIC DETAIL: THE FOLLOWING TCAS MESSAGES MAY DISPLAY ON THIS SCREEN:
VS ARROW
/(IF VS>SOO FPM) MESSAGF MEANING
TCAS- FAIL TCAS SYSTEM FAILURE

TCAS- TEST TCAS COMPUTER IS IN TEST MODE
TD-FAIL TCAS DATA NOT RECEIVED
INTRUDER
,/"'-'\'ALT (REL/ABS
DATA ALTITUDE
SYMBOL X I00 FEET)

.1
(RED) = RA TRAFFIC
(YELLOW) = TA TRAFFIC
(CYAN) = PROXIMATE TRAFFIC
O ( C Y A N ) = OTHER TRAFFIC CGO-0803-06-AC-6
MFD-8 71 Multifunction Display (AMS-850), Controls and Displays


Table 3-68. MFD-871 Multifunction Display (AMS-850),TCAS Page.
TCAS traffic map Push the TFC format key (on CDU) t o display the TCAS traffic map. This map is a dynamic,
heading-up pictorial that shows nearby transponder equipped aircraft. This screen displays
traffic symbols that alert the crew to potential and predicted collision threats.
Note that navigation, background navaid symbols, and joystick functions are not avaiIable for
display on this map.
Radar targets may be superimposed onto the traffic map display; the radar overlay updates with
each antenna sweep. If radar is not displayed on the map, push the PUSH RDR ON center switch
(on CDU) to add the radar overlay. If radar is displayed on the map, push the PUSH RDR ON
switch (again) to remove the radar overlay
The FMS supplies Zulu time and GS data. The ADS supplies TAS and RAT/SAT/ISA temperature
data. Temperature format is selected on the ARP. A readout is replaced by dashes or blanked, if
valid data is not available.
Aircraft symbol This symbol is a reference that represents (your) own aircraft. This symbol is used to visualize
the relative positions of intruder aircraft. The aircraft symbol is stationary and always displays
in the center of the screen.
Intruder traffic symbols display and move about the screen as long as valid bearing information is
received, and the aircraft is within the selected range and relative altitude window.
Range rings Three range rings provide a distance measuring scale. These rings show distance from the
aircraft.
The outer ring is a full-intensity circle with a tic mark every 30 degrees, This ring represents the
selected full-scale range. The middle ring is a half-intensity circle with a tic mark every 30
degrees. This ring marks the half-scale range (not displayed when full- scale range is 5 miles).
The inner ring consists of (only) tic marks every 30 degrees. This ring normally marks a range of
3 miles, but blanks when the full-scale range is more than 25 miles.
Range distance A numeric distance label displays by the outer range ring. Turn the RANGE knob on the CDU to
select the desired Eull-scale display range.
TCAS mode annunciation The selected TCAS operating mode annunciates near the top-left of the screen. Select the TCAS
mode from the ATC page on the RTU.
When TA/RA mode is selected, this field is blank; TA and Rsl symbols may display. Note that
TA/RA mode is inhibited when the aircraft is on the ground. When STBY mode is selected, TCAS
OFF annunciates in white. When TA mode is selected, TA ONLY annunciates in white (no
intruders) or flashes yellow (TA intruder detected). FLA symbols are not displayed in this mode.
ACT window line key Push the top left line key to select the TCAS altitude protection window. This window defines a
zone of vertical air space relative to the aircraft. Intruders into this zone are tracked and
considered potential threats. Four selections are possible; the selected option is green and
underlined. After five seconds, the unselected option(s) are removed from display and the
selected option(s) become green with no underline.
ABV03LO: The protection window is 2700 feet above and 2700 feet below the aircraft.
ABV/BLO: The protection window is 9900 feet above and 2700 feet below the aircraft.
ABV/BLO: The protection window is 2700 feet above and 9900 feet below the aircraft.
ABVlBLO: The protection window is 9900 feet above and 9900 feet below the aircraft.

Table 3-68. MFD-871 Multifunction Display (AMS-850),TCAS Page.

~~
ALT type line key Push the top right line key to display relative or absolute altitude in the AlT DATA field by each
intruder symbol. Refer to the traffic symbol description. The selected format is green and
underlined. After five seconds, A B S displays in green with no underline (if ABS selected) or the
field blanks (if REL selected).
TCAS AkT display When ABS altitude is selected, (your) own aircraft absolute altitude displays in hundreds of feet.
This field is blank when REL altitude is selected.
Traffic symbol Refer to the traffic detail on sheet 6. This detail shows a typical intruder display Each traffic
display consists of an intruder symbol, an ALT DATA field, and a VS trend arrow (if appropriate).
The altitude and arrow displays are the same color as the intruder symbol. Each dispIay is
described below.
Intruder symbol Four kinds of intruder symbols may display. A cyan open-diamond symbol shows an aircraft that
is in the protected air space volume, but is not considered to be a collision threat. The cyan solid-
diamond symbol is a proximate traffic symbol. This symbol shows an aircraft that is nearby
(+I200 feet relative altitude), but not close enough to be considered advisory traffic,
The yellow solid-circle is a TA traffic symbol. This is a traffic advisory that means the intruder
aircraft is a potential threat.
The red solid-square is an RA tr&c symbol. This is a resolution advisory that means the
intruder aircraft is an immediate threat. Take corrective or preventive action to maintain
minimum air space separation.
Note that if a TA or RA intruder is detected that is beyond the selected display range, (only) half
of the TA or RA trafic symbol displays. This half-symbol appears on the outer ring at the
appropriate bearing.
ALT DATA field The ALT DATA field shows the relative or absolute altitude of the intruder. Push the REUABS
line key to select altitude format.
Relative altitude is the difference between the intruder aircraft altitude and (your) own aircraft
altitude. This 2-digit numeric display shows relative altitude in hundreds of feet. A t value
means the intruder is above; a - value means the intruder is below.
Absolute altitude is the MSL (mean sea level) altitude of the intruder aircraft. This 3- digit
numeric display shows absohte altitude in hundreds of feet. "xxx"displays if the absolute
altitude is negative.
VS arrow The VS arrow display shows the vertical trend of the intruder, if this rate is greater than 500 feet
per minute. The arrow points up if the intruder is climbing, and down if descending. A n arrow is
not displayed if the VS rate is less than +500 feet per minute.
No bearing table This two line table automatically displays when the TCAS computer detects an RA or TA
intruder, but does not receive valid bearing information. This table shows data for the first two
TA/RA intruders for which bearing information is not available.
Each line lists the M A advisory type, distance/altitude, and a VS trend arrow (if trend is more
than 500 FPM). The line is red (RA)or yellow (TA).
MFD mode line This line labels the bottom row of MFD line keys. Available keys on this page are IDX, RCL, and
EMG, Push the IDX line key to display the index page. Push the RCL line key to recall and
display the last used checklist. Push the EMG line key to display the emergency menu page.


BRT KNOB
RADAR
MODE \
LINE
-wx T G 2
MFD INDEX
c NORMAL CKLIST MAINTENANCE >
/ KEY
< ABNORMAL C K L I S T
c CREW NOTES
C EMERGENCY C K L I S T
HSI >
MFD
MODE
FCC DIAGNOSTICS >
LINE
MFD INDEX PAGE
MESSAGE MEANING
CDU # OFFSIDE CDU CONTROLS M E MFD.

DISPLAY TEMP THE MFD IS OVERHEAllNG.
MAP FMS MAP DATA IS INVALID.
MAP CTL FAULT FMC/COU RANGE DISCREPANCY IS DETECTED.

MAP INCOMPLETE M A P CONTAINS MORE NAVAIDS THAN CAN BE DISPLAYED.
RDR c n FAULT WXR/CDU RANGE DISCREPANCY IS DETECTED.
RDR FAULT R I A INTERNAL FAILURE OR FAILED CDU INPUT.
RDR OFF mR DATA IS INVALID

TCAS- FAIL TCAS SYSTEM FAILURE
TD-FAIL TCAS DATA IS INVALID
CGO-4792- 06- AC- 1
MFD-871 Mzalttfunction Display (AMS-5000), Controls and Displays

Figure 3-14 (Sheet I of 6
)

I
I Table 3-69. MFD-871 Multifunction Display (AMS-5000),
I BRT knob Turn this knob to adjust display brightness.
I MFD INDEX page This page is the top-level MFD menu. Push the IDX line key to display the MFD INDEX page.
Then push a labeled line key to select a page or plan map display
I Radar mode line This line displays the RTA operating mode, RDR OFF, or RDR FAULT.
I MFD mode line This line labels the bottom row of MFD line keys according to available functions, The PLAN,
MAF', TFC, and RCL functions are available on the index page. The IDX labe1 also displays on
this page for consistency
I Push the PLAN line key to display the plan map. The plan map is a static true-north-up map
that geographically shows a section of the flight plan or a selected route. The plan map is
described on sheet 2.
I Push the MAP Iine key to display the present position map page. The present position map is a
dynamic geographic pictorial of the flight as it occurs. The present position map is described on
sheet 4.
I Push the TFC line key to display the TCAS traffic map. The TCAS traffic map is a dynamic
heading-up pictorial that shows nearby transponder equipped aircraft. The TCAS tr&ic map is
described on sheet 6.
I Push the RCL line key to recall the previously used checklist (if not currently in a checklist
format) or to find the first unchecked item in the present checklist.
I NORMAL CKLIST line key Push the NORMAL, CKL,IST line key to display the normal procedure checklist page. A menu
shows the available normal procedure checklists. Push the U P D N (R5/R6) line keys to move the
cursor to the desired checklist. Push the SEL line key to select the checklist.
I
A checklist displays in three colors. Unchecked lines are cyan, the cursor line is magenta, and
checked lines are green. Active controls are the bottom row of MFD line keys, the UP (R5) line
key, DN (R6) line key, SKP (R2)line key, MENU (R4)Iine key, the yoke page advanceAine
advance switches, and the CHP joystick.
I
Push the Up arrow line key to uncheck the cursor line and scroll up one line. Push the DN arrow
line key to check the cursor line and scroll down one line. Push the SKP line key to scroll down
one Iine without checking the old cursor line. Push the RCL line key to display the first
unchecked line in the list as the cursor line.
I
The CHP joystick may be used with checklist pages. Move the joystick down to display the next
checklist page. Move the joystick up to display the previous checklist page. Move the joystick
right to exit the checklist and select the next checklist on the normal procedure menu. Move the
joystick left to exit the checklist and select the previous checklist on the normal procedure menu.
I Optional yoke-mounted line advance and page advance buttons may be used with checklist pages.
Push the line advance button to check the cursor h e and scroll down one line. Push the page
advance button t o exit the checklist and select the next checklist on the normal procedure menu.
I ABNORMAL CKLIST line key Push the ABNORMAL CKLIST line key to display the abnormal procedure checklist page. A
menu shows the available abnormal procedure checklists. Operation is as described above for
normal procedure checklists.
I CREW NOTES line key Push this line key to display the CREW NOTES page. A menu shows the available crew notes
procedure checklists. Operation is as described above for normal procedure checklists.
I EMERGENCY CK1;IST line

key
Push the EMERGENCY CKLIST line key to display the emergency procedures page. A menu
shows the available emergency procedure checklists. Operation is as described above for normal
Drocedure checklists.

Table 3-69. MFD-871 Multifunction Display (AMS-5000),

MAINTENANCE line key Push the MAINTENANCE line key to display the MATNTENANCE MENU page. A menu shows
maintenance parameters available for display. These include LRU STATUS, LRU FAULT
HISTORY, LRU DIAGNOSTIC DATA, DISK OPERATIONS, CLOCK SET OPERATION,
AIRCRAFT IDENT SET OPERATION, and CONFIGURATION STRAPPING UNIT. Use these
pages for flight line troubleshooting. The maintenance section of this publication describes these
pages in detail.
HSI Iine key Push the HSI line key to display the HSI format navigation display. The €€SI format displays
navigation information in the traditional 360-degree full-compass rose format, The HSI format is
described on sheet 5,
FCC DIAGNOSTICS line key Push the FCC DIAGNOSTICS line key to enter the FCC diagnostics. A page of instructions is
displayed how to enter FCC diagnostics. The diagnostic pages include REPORT MODE, INPUT
MODE, and OUTPUT MODE pages. Use these pages for flight line troubleshooting. The
maintenance section of this publication describes these pages in detail.


,wx TGT '

UTC11:42 TAS 250 GS 254 SAT 12C TAT-15C
WP T DIS TTG ETA
CID 56.2 :07 1 1 :49
DBQ 145 37 12:29
ATY 340 1:12 13: 12
ORD 590 2:32 1 4 : 14
JOYSTICK
I
/ SYMBOL
,f/- \
TNU fAh
AIRPLANE
SYMBOL
IDX PLAN MAP TFC RCL ENT I
PLAN M A P MODE
CGO-4792-06-AC-2
MFD-8 71 Multi&nction Display (AMMOOO), Controls and Displays


I
I Table 3-70. MFD-871 Multifhction Display (AMs-50001,Plan Map Page.
I CONTROL OR DISPLAY FUNCTION4lESCRIPTION
I Plan map Push the PLAN line key (on the MFD mode line) to display a static geographic pictorial of a
current section of the flight plan or a selected route. This display provides a convenient way to
plan and map a deviation from the flight plan or any route.
I The center of the map depends on what is currently being displayed on the controlling CDU.
When a flight plan page is displayed on the CDU, flight plan waypoints are shown on the MFD.
When a route page is displayed on the CDU, route waypoints are shown on the MFD.
I The map is always presented with true north at the top of the screen. This display shows the
selected navaids within range and the flight pladroute waypoints. Note that radar and TCAS
cannot be superimposed on the plan map.
I A variety of navaids may be selected or deselected for display on the plan map. Select these
navaids from a CDU MFD MENU page. Push the CDU MFD MENU key to access this page.
On the CDU, push the MFD MENU key to display the MFD MENU page on the CDU. Push the
CDU line keys to select (or deselect) the navaids to be displayed. Available selections are HI
NAVAIDS, LO NAVAIDS, INTERS (intersections), ARPTS (airports), TERM WPTS (terminal
waypoints), data WINDOW OFFIONNNAV, NDBS (non-directional beacon system), ETA
(estimated time of arrival), SPEED, ALTITUDE, RNG TO ALT, and LRN POS. Selected items
display in green and are larger; other items are white.
I Radar mode line This line displays the RTA operating mode, RADAR OFF, OF RADAR FAULT,
I Status line This line displays the current time, true airspeed, ground speed, static air temperature, and total
air temperature.
I Data window The data window displays FMS progress parameters for the from, to, to + 1,and destination
waypoints in the flight plan. Use the CDU MFD MENU key to display the MFD MENU page to
toggle this display on and off.
I The FMS progress parameters include name (WPT), distance to the waypoint (DIS), time to go
(TTG),and estimated time of arrival (ETA) to the waypoint.
I Range ring A range ring provides a distance measuring scaIe. This ring shows distance from the center
waypoint.
I Range distance A numeric distance label displays by the range ring. Change the display range by turning the
RANGE knob on the controlling DCP.
I Flight pladroute line The flight plan (or route) displays on the map as a white line. This track line consists of straight
line segments connecting consecutive flight plan or route waypoints.
I
Joystick position The CHP joystick is active when the plan map is displayed. A circled crosshair symbol displays
when the joystick is moved from detent. A dashed line shows movement from the center symbol.
Offset coordinates (referenced to magnetic north) display by the joystick symbol; these are
converted to geographic coordinates and supplied to the FMS when the ENT line key is pushed.
MFD mode line This line labels the bottom row of MFD line keys. Available keys on this page are IDX, PLAN,
MA€', TFC, RCL, and ENT. Push the IDX line key t o display the index page. Push the PLAN
line key to display the PLAN map page. Push the MAE' line key to display the present position
map page. Push the TFC line key to display the TCAS traffic page. Push the RCL line key to
recall and display the last used checklist. Push the ENT line key (displayed only after the
joystick is moved) to enter joystick position into the FMS.

BRT
KNOB \
RADAR 1
MODE LINE \ WR SWEEP
.WX+TRB-t-GCS G+3 USTB T+ 1 0 . 7 MARK
.UTC11:42 TAS 250 GS 254 SAT 12C TAT-15C
STATUS
LINE
WXR / RANGE
RING
HOLD
RANGE /
DISTANCE
MODE
MFD
LINE
\
'IDX PLAN MAP +-.T AIRPLANE
SYMBOL
RADAR FORMAT
CGO-4792-06-AC-3
MFD-871 MultrJitnctionDisplay (AMS-5000), Controls and DispIays

Figwe 3-14 (Sheet 3 of 6)

I
Radar Page.
- .~ . . .. .
II
Radar display In HSI, PLAN MAP, or text format; push the DCP RDR ON/OFF switch to display or remove the
radar format on the MFD. The radar format is a dynamic, heading-up pictorial that shows
weathdground targets relative to aircraft position. Navigation, map, and joystick functions are
not available on this screen.
The display presents a forward view, c60 degrees of the aircraft heading. The display updates
I Aircraft symbol This stationary symboI provides a reference point, used to estimate the relative position of radar
targets with respect to the aircraft.
I Range ring Four range rings provide a distance measuring scale. These ring5 show distance from the
aircraft.
I Range distance Numeric distance labels display by two of the range rings. Change the display range (and
distance labels) by turning the RANGE knob on the DCP.
I 30" angle mark Three angle marks display on each range ring. These marks provide a directional scale relative
to aircraft heading. The center mark shows dead ahead. The other two angle marks show 30
I Radar mode line This line displays the RTA operating mode and selected radar parameters (or RADAR OFF).
RDR FAULT annunciates at this position if the RTA detects a n internal fault or failed CDU
input.
I Parameters which may be displayed on this line include: mode, ground clutter suppression (GCS),
gain (Gvalue), stabilization deselected (USTB), and tilt (T value). Some models also display
autotilt (T value A) and target alert (TGT or TRB).
air temperature.
I Radar HOLD annunciator HOLD annunciates on the MFD when HOLD ON is selected on the CDU radar page. The radar
I WXR sweep mark The WXR sweep mark shows the position of the radar antenna as it moves through its scan.
MAP, TFC, RCL, and ENT. Push the IDX line key to display the index page. Push the PLAN
line key to display the PLAN map page. Push the MAP line key to display the present position

uperatlon 523-0775809
BRT
KNOB
RADAR
MODE LINE
/--
/-
WX+TRB+GCS G+3 USTB TI-10.7 TGT'

a
UTCll:42 TAS 250 GS 254 SAT 12C TAT-15C
STATUS
LINE
< BLO HDG 3 / KEY
RANGE
RINGS
M FD
MODE
LINE
A D F l .f
y2'
'IDX
1
'
FMS
PLAN
OSlTlON
MAPI
RROR
TFC
MAY E
TCAS ON >
> 3 NM/
,
PRESENT POSITION M A P
CGO-4792-06-AC-4
MFD-871 Multrjknction Display (AMS-5000), Controls and Displays


I
Present Position Page.
II
Present position map Push the MAP line key (on the MFD) to display the present position map. This map is a dynamic
geographic pictorial of the flight as it occurs. The map display is always centered on the aircraft
present position, with current heading toward the top of the screen. The screen shows a moving-
map display relative to aircraft present position.
A variety of navaids may be selected or deselected for display on the plan map. SeIect these
navaids from a CDU MFD MENU page. Push the CDU MFD MENU key to access this page.
On the CDU,push the MFD MENU key to display the MFD MENU page on the CDU, Push the
CDU line keys to select (or deselect) the navaids to be displayed. Available selections are HI
NAVAIDS, LO NAVAIDS, INTERS (intersections), ARPTS (airports), TERM WPTS (terminal
waypoints), data WINDOW OFF/ON/"AY NDBS (non-directional beacon system), ETA
(estimated time of arrival), SPEED, ALTITUDE, RNG TO U T , and LRN POS. Selected items
display in green and are larger; other items are white.
I After the navaids are selected, push the MFD MAP line key to redisplay the present position map.
I TCAS detected intruders may be superimposed onto the map display. On the MFD present
position map page, push the TCAS ON line key to add or remove the TCAS traffrc overlay.
I
antenna sweep. If radar is not disdaved on the map, push the RDR ON/OFF center switch (on
DCP) to add the radar overlay If radar is displayed on the map, push the RDR ON/OFF switch
(again) to remove the radar overlay
I Radar mode Iine This line displays the RTA operating mode and selected radar parameters (or RADAR OFF).
RADAR FAULT annunciates a t this position if the RTA detects an internal fault or failed CDU
input.
air temperature.
I
Aircraft symbol This symbol is a reference used to visualize aircraft position relative to the geographic map and
radar targets. The aircraft symbol is stationary and always displayed in the center of the screen.
progresses.
I Range ring Two range rings provide a distance measuring scale. These rings show distance from the aircraft.
I Range distance A numeric distance label displays by each range ring. Change the display range (and distance
labels) by turning the RANGE knob on the controlling DCP.
I Flight plan line The FMS flight plan displays on the map as a white line (even if FMS is not the active NAV
source). This track line consists of straight line segments connecting consecutive flight plan
waypoints. The TO waypoint displays in magenta.
I Radar HOLD annunciator HOLD annunciates on the MFD when HOLD ON is selected on the CDU radar page. The radar
I
Joystick position The CHP joystick is active when the present position map displays. A circled crosshair symbol
displays when the joystick is moved from detent. A dashed line shows movement from the
aircraft symbol. Screen offset coordinates display by the joystick symbol; these are converted to
geographic coordinates and supplied to the FMS when the ENT line key is pushed.
I Wind display A wind vector and speed readout display if the FMS detects a significant amount of wind. The
I
estimated time of asrival (ETA), and pounds of fuel remaining at the waypoint (FUEL #>. The
MFD MENU key on the CDU displays the MFD MENU page. The WINDOW OFF/ON/VNAV line
key toggles this display on and o b

Table 3-72.MFD-871 Multifunction Display CAhIS-5000),Present Position Page.
CONTROL OR DISPLAY FUNCTION/DESCRIPTTON
MA€', TFC, RCL, and ENT. Push the IDX line key t o display the index page. Push the PLAN
line key to display the PLAN map page. Push the MAP line key to display the present position
VNAV data window The VNAV data window displays vertical data that relates t o the next VNAV climb o r descent in
the flight plan. These parameters include climb or descent window, time and distance to the BOC
(bottom of climb) or TOD (top of descent), angle of descent, and vertical speed. The MFD MENU
key on the CDU displays the MFD MENU page. The WINDOW OFF/ON/VNAV line key toggles
this display on and off
Altitude intercept arc This arc displays in VNAV CAPT mode and provides a visual indication o f where the current
vertical flight path will intersect the VWPT altitude. The arc is beyond the W T symbol if the
aircraft instantaneous vertical rate is not steep enough to arrive at the vertical waypoint. The
arc displays before the VWPT symbol if the aircraft instantaneous vertical rate is so steep that
the aircraft will arrive at the VWPT altitude too soon.


BRT
KNOB
RADAR OFFSIDE
MODE LINE COURSE
WX+TRB+GCS G+3 USTB T+10.7 TGT DISPLAY
STATUS
LINE LUBBER LINE
ONSIDE COURSE DRIFT ANGLE

DISPLAY POINTER
SELECTED COURSE
HEADING DISPLAY POINTERS
SELECTED
AIRCRAFT
HEADING BUG
SYMBOL
BEARING
POlN TERS
V E R T l C A l DEV
DISPLAY
COMPASS ROSE
LATERAL DEV
SCALE
TO/FROM SYMBOL
LATERAL DEV
BARS
BEARING POINTER WIND

SOURCES DISPLAY
MFD MODE
LINE
HSI FORMAT
CGO-4792-06- AC-5
MFD-871 Multfu furtctr'onDisplay (AMS-5000), Controls and Displays


I
I Table 3-73. MFR-871 Multifunction Display (AMS-5000),
HSI Page.
II HSI display
Radar mode line

Push the IDX line key to display the MFD INDEX page. Push the HSI line key (on the MFD) to
display navigation information on the MFD in the traditional 360-degree full-compass rose
format. Note that radar targets are not displayed in the HSI format.
This line displays the RTA operating mode, RADAR OFF, or RADAR FAULT.
air temperature.
I Onside course display The (left) display window shows onside course information in green, yellow, or white. This
information is the active NAV course data displayed on the onside PFD.
The top line annunciates the NAV source and shows a numeric course readout. The NAV source
is selected on the DCP. The CRS readout shows the course through the selected navaid station or
next waypoint (also indicated by a single-line course pointer). The next line is a station identifier
and numeric distance readout. The station ident of the tuned navaid or next waypoint displays
with the distance to that position (in nautical miles). The NAV source is boxed and red if the
NAV data is invalid.
I Offside course display The (right) display window shows offside course information in cyan. This information is the
active NAV course data displayed on the offside PFD. Offside course is also indicated by a dual
dashed-line course pointer. Operation is as described above.
II
Full-compass rose The compass rose contains index markings every 5 degrees; alphanumeric markings display at
30-degree intervals. Additional fEed index marks display outside the rose perimeter a t 45-degree
intervals with respect to the lubber line. The compass rose turns to show the aircraft magnetic
the lubber line.
I Lubber line The lubber line is a fixed symbol at the top of the compass rose. The current aircraft heading is
the compass reading directly under the lubber line. The aircraft heading value numerically
displays inside the lubber line symbol.
I Selected heading bug A heading bug symbol displays to show a selected heading reference. This symboI rotates around
the compass rose when the HDG knob on the CHP is turned.
I Selected heading display This display numerically shows the position of the selected heading bug.
I
Drift angle pointer This pointer is a small circle that rotates around the compass rose to show the aircrafe drift angle.
The amount of aircraft drift is the angular differencebetween the pointer position (circle) and the
angle is zero.
II
Bearing pointers Push the BRG SRC button on the DCP to display the BRG SOURCE menu page on the CDU.
Two bearing pointers may be selected for display One pointer is a single-bar, V-head pointer
with a reciprocal tail. The other pointer is a dual-bar, V-head pointer with reciprocal tail. Each
pointer shows the bearing to a selected navaid station or the next FMS waypoint.
Bearing pointer sources This display annunciates the NAV source selected to drive each bearing pointer. If the selected
I Course pointer The onside course pointer is a solid-line, triangle-head pointer with a reciprocal tail. This pointer
shows the active NAV course and is numerically repeated in the course display
I The offside course pointer is a dual dashed-line, triangle-head pointer (with straight-line tail).
This pointer shows the offside NAV course. This value is numerically repeated in the offside
course display.
I To/from symbol A triangle symbol shows "to" or "from" direction. This symbol rotates as a part of the course

Table 3-73. MFD-871 Multifunction Display (AMS-5000),

HSI Page.
[I ~ ~ ~
I CONTROL OR DISPLAY FUNCTIONiDESCRIPTION
I
from the pointer head and tail to show lateral deviation from the active NAV course. The amount
I Lateral dev scale The lateral deviation scale consists of four dots that are displayed perpendicular to the lateral
deviation bar. Two dots display on either side of the aircraft symbol. In FMS modes, distance
labels display by the outer dots.
I Wind display A wind vector and speed readout displays if the FMS detects a significant amount of wind. The
vector is an arrow which rotates to show the wind direction. Wind speed numerically displays (in
I Vertical dev display The vertical dev display can show ILS glideslope deviation, MLS glidepath deviation, or VNAV
deviation,
I
GS annunciation.
II
relative to the deviation scale. The scale consists of a center mark, 2 dots above center, and 2
dots below center. Each dot represents 75 pA of deviation. If deviation becomes excessive, the
pointer flashes.
The VNAV pointer is displayed if VNAV is enabled for display and valid. If deviation data
becomes invalid, this display is replaced with a red VNAV annunciation.
I MFD mode Iine

This line labels the bottom row of MFD line keys. Available keys OR this page are IDX, PLAN,
MAI?, TFC, and RCL. Push the IDX line key to display the index page. Push the PLAN line key
to display the PLAN map page. Push the MAP line key to display the present position map page.
Push the TFC line key to display the TCAS traffic page. Push the RCL line key to recall and
display the last used checklist.


TCAS ALT
DISPLAY
STATUS \
LINE ALT TYPE
‘wx LINE KEY
a T C 1 1 : 4 2 TAS 250 GS 254 SAT 12C TAT-15Y
AN TCAS MoDE-ltttEl
NUNCIATION
-TA ONLY
RANGE DISTANCE
RANGE RINGS
LADX /PLAN MAP TFC RCL ’ AIR CRAFT

SYMBOL
NO BEARING TABLE / TCAS TRAFFIC MAP
/:: FPM) MFSSAGF MEANING
TCAS-FAIL TCAS SYSTEM FAILURE

TCAS-TEST TCAS COMPUTER IS IN TEST MODE
TD - FAIL TCAS DATA NOT RECEIVED
INTRUDER (REL/ABS ALTITUDE

SYMBOL X 100 FEET)
.1
(RED) = RA TRAFFIC
(YELLOW) = TA TRAFFIC
*(CYAN) = PROXIMATE TRAFFIC
0 (CYAN) = OTHER TRAFFIC -

C GO- 4792 06- AC- 6
MFD-871 Multr@nction Display (AMS-5000), Controls and Displays


I
I TCAS Page.
Table 3-74. MFD-871 Multifunction DispLay (AMS-5000),
I TCAS traffic map Push the TFC format key (on CDU) to display the TCAS trafic map. This map is a dynamic,
I Note that navigation, background navaid symbols, and joystick functions are not available for
I
(on CDU) t o add the radar overlay. If radar is displayed on the map, push the PUSH RDR ON
switch (again) to remove the radar overlay.
I Radar mode line This line displays the RTA operating mode and selected radar parameters (or RADAR OFF).
air temperature.
I The FMS supplies UTC time and GS data. The ADS supplies TAS and SAT/TAT temperature
data. A readout is replaced by dashes or blanked, if valid data is not available.
I Aircraft symbol This symbol is a reference that represents (your) o w n aircraft. This symbol is used to visualize
I Intruder t r a E c symbols display and move about the screen as long as valid bearing information is
I Range rings Three range rings provide a distance measuring scale. These rings show distance from the
aircraft.
II
The outer ring is a full-intensity circle with a tic mark every 30 degrees, This ring represents the
degrees. This ring marks the half-scale range (not displayed when full- scale range is 5 miles).
3 miles, but blanks when the fuI1-scale range is more than 25 miles.
Range distance A numeric distance label displays by the outer range ring. Turn the RANGE knob on the DCP to
select the desired full-scale display range.
I TCAS mode annunciation The selected TCAS operating mode annunciates near the top-left of the screen. Select the TCAS
I
When TA/Rc1 mode is selected, this field is blank; TA and RA symbols may display. Note that
TA/RA mode is inhibited when the aircraft is on the ground. When STBY mode is selected, TCAS
intruders) or flashes yellow (TA intruder detected). RA symbols are not displayed in this mode.
I
ALT window line key Push the top left line key to select the TCAS altitude protection window. This window defines a
zone of vertical air space relative to the aircraft. Intruders into this zone are tracked and
considered potential threats. Four selections are possible; the selected option is green and
underlined. After five seconds, the unselected option(s) are removed from display and the
selected option(s) become green with no underline.
I ABViBLO: The protection window is 2700 feet above and 2700 feet below the aircraft.
I rn/BLO: The protection window is 9900 feet above and 2700 feet below the aircraft,
I ABVBE!: The protection window is 2700 feet above and 9900 feet below the aircraft.
I ABV/BLO: The protection window is 9900 feet above and 9900 feet below the aircraft.

I -
Table 3-74. MFD-871 Multifimction Display (AMs-50001,
TCAS Page.
II
ALT type line key Push the top right line key to display relative or absolute altitude in the ALT DATA field by each
intruder symbol, Refer to the traffic symbol description. The selected format is green and
underlined. After five seconds, ABS displays in green with no underline (if ABS selected) or the
field blanks (if REL selected).
TCAS ALT display When ABS altitude is selected, (your) o w n aircraft absolute altitude displays in hundreds of feet.
This field is blank when REL altitude is selected.
I
Traffic symbol Refer to the traffic detail on sheet 6 . This detail shows a typical intruder display. Each traffic
The altitude and arrow displays are the same color as the intruder symbol. Each display is
described below.
II
Intruder symbol Four kinds of intruder symbols may display A cyan open-diamond symbol shows an aircraft that
diamond symbol is a proximate traffic symbol, This symbol shows an aircraft that is nearby
(+.1200 feet relative altitude), but not close enough to be considered advisory traffic.
I The red solid-square is an RA traffic symbol. This is a resolution advisory that means the
I Note that if a TA or RA intruder is detected that is beyond the selected display range, (only) half
of the TA or RA traffic symbol displays. This half-symbol appears on the outer ring at the
appropriate bearing.
I ALT DATA field The ALT DATA field shows the relative or absolute altitude of the intruder. Push the REUABS
line key to select altitude format.
I Relative altitude is the difference between the intruder aircraft altitude and (your) own aircraft
altitude. This 2-digit numeric display shows relative altitude in hundreds of feet. A + value
I Absolute altitude is the MSL (mean sea level) altitude of the intruder aircraft. This 3- digit
numeric display shows absolute altitude in hundreds of feet. "XXX" displays if the absolute
I VS arrow The VS arrow display shows the vertical trend of the intruder, if this rate is greater than 500 feet
per minute. The arrow points up if the intruder is climbing, and down if descending. An arrow is
not displayed if the VS rate is less than k500 feet per minute.
I No bearing table This two line table automatically displays when the TCAS computer detects an RA or TA
TALRA intruders for which bearing information is not available.
I MFD mode line

Each line lists the RAPTA advisory type, distance/altitude, and a VS trend arrow (if trend is more
than 500 FPM). The line is red (RA) or yellow (TA).
This line labels the bottom row of MFD line keys. Available keys on this page are IDX, PLAN,
MAP, TFC, and RCL. Push the IDX line key to display the index page. Push the PLAN line key
to display the PLAN map page. Push the MAP line key to display the present position map page.
Push the TFC line key to display the TCAS traffic page. Push the RCL line key to recaIl and
display the last used checklist.


MODE BUTTON MODE INDICATOR
r
h
HDG 1/2 BAN LVL CHG ALT

* A - _-_
APPR SPEED FD OFF
CGO-0802-01 -AC-1
MSP-85OA Mode Select Panel, Controls and Displays
Figure 3-15

Table 3-75. MSP-85OAMade Select Panel, Controls and Displays.
Mode button Two rows of pushbuttons select flight guidance (flight director) modes for the FCS, Each "mode
select" button is a push odpush off control. When a mode is selected, incompatible modes
automatically clear. A raised divider separates the lateral and vertical modes.
LateraI modes are roll, HDG, s/z BANK, AF'PR, and NAY Vertical modes are pitch, VS, ALT,
VNAV (optional), climb, descend, US,Mach, and altitude preselect. Go-around is also a lateral
and vertical mode; this function is described in figure 3-20.
Note that the roll, pitch, climb, descend, US,Mach, and altitude preselect modes are not directly
selected by an MSP pushbutton. The FD OFF, LVL CHG, and SPEED buttons are switches and
operate differently than simple ''mode select'' buttons. Operation is described below.
Mode indicator A discrete mode indicator lamp is directly above each mode button. When a "mode select" button
is pushed, the MSP transmits a request for that mode to the onside FCC. If the FCC determines
that conditions are acceptable for that mode, an acknowledge is returned to the MSP that lights
the mode indicator. The selected mode also annunciates on the onside PFD.
FD OFF switch When the autopilot is not coupled, push the FD OFF button to remove flight director steering and
mode information from the PFD. Pitch and roll modes select. -102 FCCs clear all previous modes
except 4i BANK and -202 FCCs clear all previous modes. When coupled, the FD OFF switch is
not functional.
Note that the FD OFF switch is not a "mode select" button. This switch is not a push odpush off
control, and the lamp above the switch does not light.
Roll mode Roll mode is the basic lateral operating mode and occurs automatically on the coupled side or
when a vertical mode is selected and no other lateral mode is active. ROLL annunciates on the
PFD.
If roll attitude is more that 5 degrees from level when the autopilot is engaged, the FCC
generates commands to maintain roll attitude. If roll attitude is less than 5 degrees (level), the
FCC generates commands to maintain heading.
Use the APP turn knob to manually apply roll position commands. When not coupled, push the
remote SYNC button to synchronize the roll reference to the current roll angle (or heading).
HDG)(; mode Push the HDG button to alternately select or deselect heading mode. HDG annunciates on the
PFD. The FCC generates commands to capture and maintain the selected heading (indicated by
the heading bug on the large displays). The heading bug is positioned by the HDE knob on the
CHP.
yi BANK mode Push the 35 BANK button to alternately select or deselect half-bank mode. y2 BNK annunciates
on the PFD. This mode limits the maximum bank angle command to half the normal value.
APPR mode Push the APPR button to alternately select or deselect approach mode. The type of approach is
determined by the active navigation source (selected on the CDU) and annunciates on the PFD
(FMS, VORl, LOC2, etc). APPR mode arms when the button is pushed and automatically
captures when capture conditions are met. Before capture, the system operates in the currently
active lateral mode.
In an FMS approach, the FMC determines the capture point. After capture, the FMC applies
lateral bank commands to the FCC.
In a non-FMS approach, the FCC performs an all-angle adaptive capture. The FCC arms for
glideslope capture (if GS is valid) after a front-course localizer capture. GS annunciates in white
on the PFD. After gIideslope capture (GS annunciates in green), the FCC generates commands to
maintain flight on the glidepath.
Back-course mode automatically selects during a localizer approach if the selected course differs
from heading by more than 105 degrees. "BACKCRS" annunciates on the PFD/ NDMFD vertical
deviation display

Table 3-75. MSP-85OA Mode Select Panel, Controls and Displays.
In an RNAV approach, the APPR button may be used to set full-scale deviation (2 dots) on the
HSI to represent 2 nmi.
NAV mode Push the NAV button to alternately select or deselect navigation mode. The FCC generates
lateral commands to fly the active navigation course. The (active course) NAV identifier
annunciates on the PFD (FMS, VOR1, LOC2, etc). NAV mode arms when the button is pushed
and automatically captures when capture conditions are met. Before capture, the system
operates in the currently active lateral mode.
If FMS is the active NAV source, the FMC determines the capture point. After capture, the FMC
applies lateral bank commands to the FCC.
If FMS is not the active NAV source, the FCC performs an all-angle adaptive capture. After
capture, the FCC generates commands to maintain the VOR course.
Pitch mode Pitch mode is the basic vertical operating mode and occurs automatically when no other vertical
mode is active. PTCH annunciates on the PFD. The FCC generates commands t o maintain the
pitch angle existing when pitch mode is selected.
When coupled, turn the APP pitch wheel to change the pitch reference value. When not coupled,
push the remote SYNC button to synchronize the pitch reference to the current pitch angle.
VS mode Push the VS button to alternately select or deselect vertical speed mode. VS and the vertical
speed reference value annunciate on the PFD. An up arrow also annunciates for positive VS; a
down arrow annunciates for negative VS. The FCC generates commands to maintain the vertical
speed existing when VS mode is selected.
Turn the VS reference knob on the ARP t o change the vertical speed reference value (if using
onside air data). When not coupled, push the remote SYNC button to synchronize the VS
reference to current vertical speed.
LVL CHG switch Push the LVL CHG button to automatically fly a customized vertical profile toward the preselect
altitude (set on the ARP). Either climb mode or descend mode results. Climb mode results if
aircraft altitude is below the preselect altitude. Descend mode results if the aircraft altitude is
above the preselect altitude. Refer to the climb and descend mode descriptions.
Climb mode When the aircraft is below the preselect altitude, push the LVL CHG button to select the normal
climb profile. Push the LVL CHG button again to select the high-speed climb profile. Push the
LVL CHG button a third time to deselect climb mode.
When climb mode is selected, the FCC generates commands to fly either an IAS climb profiIe or a
Mach climb profile (or a default minimum climb rate). A n IAS profile is used at lower altitudes
and a Mach profile is used at higher altitudes. An IAS to Mach transition occurs automatically
within the normal climb mode.
CLM and either the IAS profile value (XXX) or the Mach profile value (.XX) annunciate on the
PFD. An H also annunciates when the high-speed climb profile is selected.
Descend mode When the aircraft is above the preselect altitude, push the LVL CHG button to select a descend
profile mode. Either an LASMach or a VS based mode results. An IAS/Mach based mode selects
if the aircraft altitude is above 5000 feet. A VS based mode selects if aircraft altitude is below
5000 feet.
Above 5000 feet: Push the LVL CHG button to select the (IASMach) normal descend profile.
Push the LVL CHG button again to select the high-speed descend profile. Push the LVL CHG
button a third time to deselect descend mode.
When descend mode is selected, the FCC generates commands to fly either an LAS descend profile
or a Mach descend profile (or a default minimum descent rate). The IAS profile is used at lower
altitudes and the Mach profile is used at higher altitudes. A Mach to LAS transition occurs
automatically within the normal descend mode.

Table 3-75. MSP-85OAMode Select Panel, Controls and Displays.
CONTROL OR DISPLAY FUNCTION/DE SCRIPTION
DES and either the IAS profile value (XXX) or the Mach profile value (.XX) annunciates on the
PFD. An H also annunciates when the high-speed descend profile is selected.
Below 5000 feet: Push the LVL CHG button to select the (VS)descend profile mode. Push the
LVL CHG button again to deselect descend mode.
DES and the VS profile value (with down arrow) annunciate on the PFD. When descend mode is
selected, the FCC generates commands to fly the vertical speed descend profile (or a default
minimum descent rate).
Turn the VS reference knob on the ARP to change the vertical speed profile value (if using onside
air data), When not coupled, push the remote SYNC button to resynchronize the VS value to
current vertical speed.
ALT mode Push the L T button to alternately select or deselect altitude hold mode. ALT annunciates on
the PFD. The FCC generates commands to maintain the pressure altitude existing when ALT
mode is selected.
When not coupled, push the remote SYNC button t o synchronize the altitude reference to current
altitude. Altitude hold mode automatically selects if the preselect altitude setting is changed (on
ARP)while in altitude preselect track.
Altitude preselect mode Altitude preseIect mode automatically arms when the PFD V-bars come into view except in go-
around mode (arms when vertical go-around is cleared). Preselect mode also arms when the ALT
SEL knob on the ARP is turned. ALTS annunciates in white on the PFD.
Altitude preselect capture occurs when the aircraft altitude nears the preselect altitude. The
capture point depends on closure rate. ALTS CAP annunciates in green on the PFD. If the ALT
SEL knob is turned during the capture maneuver, altitude preselect mode rearms and pitch mode
results. If ALTS CAP has been annunciated and then is cleared without going to arm or track
mode, an ALTS annunciation flashes yellow for 10 seconds to show altitude abort.
Altitude preselect track occurs after the aircraft becomes established a t the preselected altitude.
ALTS annunciates in green on the PFD. If the ALT SEL knob is turned during track, altitude
preselect mode rearms and altitude hold mode results.
VNAV mode Push the (optional) VNAV button to alternately select or deselect vertical navigation mode. VNV
annunciates in white on the PFD to show the mode is armed. The FMC determines the VNAV
capture point. After capture (VNV annunciates in green), the FMC applies vertical pitch
commands to the FCC.
SPEED switch Push the SPEED button to select a speed hold mode. Either IAS mode o r Mach mode selects.
U S mode selects if the aircraft altitude is below 29 000 feet. Mach mode selects if the aircraft
altitude is above 29 000 feet. Push the SPEED button again to select the other (MacMAS) speed
hold mode (transition is not automatic). Push the SPEED button a third time t o deselect the
speed hold modes.
p6q
Anytime an overspeed condition occurs, IAS or Mach mode will automatically select. Push the
SPEED button once to deselect the speed hold mode. Refer to the IAS and Mach mode
descriptions.
IAS mode When the aircraft altitude is below 29 000 feet, push the SPEED button to select US hold mode.
L4S and the airspeed reference value annunciate on the PFD. The FCC generates commands to
maintain the airspeed existing when U S mode is selected. Turn the IAS knob on the ARP t o
change the airspeed reference value (if using onside air data). When not coupled, push the
remote SYNC button t o resynchronize the IAS reference to current airspeed.
IAS mode automatically selects if a significant overspeed condition occurs and altitude is below
29 000 feet. If the VMO is exceeded by 10 knots, IAS mode selects. The airspeed reference value
is set to the current VMO - 5 knots to command the aircraft back under the VMO.

Table 3-75. MSP-85OAMode Select Panel, Controls and Displays.
CONTROL OR DISPUY FUNCTION/DESCRIPION
Mach mode When the aircraft altitude is above 29 000 feet, push the SPEED button to select Mach hold
mode. MACH and the Mach reference value annunciate on the PFD. The FCC generates
commands to maintain the Mach speed existing when Mach mode is selected, Turn IASknob on
the ARP to change the Mach reference value.
When not coupled, push the remote SYNC button to resynchronize the Mach reference to current
Mach speed.
Mach mode automatically selects if a significant overspeed condition occurs and altitude is above
29 000 feet. The FCC automatically sets the Mach reference value to command the aircraft back
under the MMO.


BRT KNOB
RADAR
MODE
LINE
lW+TR&cGCS G+3 VSTB T+10.7
l - - - - . - -
STATUS
lZ2- - - -
-
TAS 250
DIS
cis 254
TTC ETA(Z)
RAT 5OC
FUEL #
1
CID 45 :07 11:49 4200
LINE
190 :37 12:19 3773
) DATA WNDOW
OB2
FOREVER 975 2:30 14:12 1020
,HOLD
RANGE
/ / DISTANCE
RADAR HOLD RANGE
ANNUNCIATOR / RING
50
30' ANGLE
MARK ------- AIRCRAFT SYMBOL
(HEADING-UP)
0
0-
RADAR
THE FOLLOMNG MESSAGES M A Y DISPLAY:
MESSAGE MEANING
CDU # OFFSIDE CDU CONTROLS THE MFD.

DISPLAY TEMP THE ND IS OVERHEATING.
RDR CTL FAULT WXR/CDU RANGE DISCREPANCY IS DETECTED.
RDR FAULT RTA INTERNAL FAILURE OR FAILED CDU INPUT.
CGO-0804- 04- AC- 1
ND Navigation Display, Controis and Displays


Table 3-76. ND Navigation Display,Radar Display.

- ~~
~_____
Turn this knob to adjust display brightness.
In HSI format, push the PUSH RDR ON switch (on the CDU) to display or remove the radar
format on the ND. The radar format is a dynamic, heading-up pictorial that shows
weathedground targets relative to aircraft position. Navigation and map functions are not
available on this screen.
The display presents a forward view, +60 degrees of the aircraft heading. The display updates
This stationary symbol provides a reference point, used to estimate the relative position of radar
targets with respect t o the aircraft.
Four range rings provide a distance measuring scale. These rings show distance from the
aircraft.
Range distance Numeric distance labels display by t v o of the range rings, Change the display range (and
distance labels) by turning the RANGE knob on the CDU.
30” angle mark Three angle marks display on each range ring. These marks provide a directional scale relative
t o aircraft heading. The center mark shows dead ahead. The other two angle marks show 30
Parameters which may be displayed on this line include: mode, ground clutter suppression (GCS),
gain (Gvalue), stabilization deselected (USTB), and tilt (T value). Some models may also display
autotiIt (T “value”A) and target alert (TGT or TRB).
This h e dispIays the current time, true airspeed, ground speed, and temperature.
The data window displays FMS progress parameters for the next three waypoints in the flight
plan. These parameters indude name ( W T ) , distance to the waypoint (DIS), time to go (TTG),
estimated time of arrival (ETA), and pounds of fuel remaining at the waypoint (FUEL #I. The
DATA window key on the CDU toggles this display on and off. Refer to figure 3 4 4 A sheet 2.
Radar HOLD annunciator HOLD annunciates on the ND when HOLD ON is selected on the CDU radar page. The radar
input.

RADAR MODE LINE
\
/ 11:422
#T
TAS 250
DIS
- TfG
- -
Gs 254
-FUEL
ETA(Z)
RAT 5OC
#
CID 45 :07 11:49 4200 DATA WINDOW
STATUS LINE / DBO

FOREVER
190
975
:37
2:m
12:19 3773
1 4 : ~ 1020
/ RANGE
RADAR HOLD
ANN UNClA TOR
/ / RANEE DISTANCE
WlND DISPLAY / - FLIGHT PLAN LINE
\
AIRCRAFT SYMBOL
(HEADING-UP)
/
PRESENT POSITION MAP
wx T 0.0
11:422 TAS 250 GS 254 RAT 5OC
- - - - -
WPT DIS TTG ETA(2) FUEL #
CID 45 :07 11:49 4200
DBQ 190 :37 12:19 3773
FOREVER 975 2:30 14:12 1020 VERTICAL
/RANGE ARC
VERTlCAL WAWOINS
DISPLAY
VER n CAL PATH

CAPTURE POINT
VNAV OVERLAY TO PRESENT POSITION MAP

CGO-0804-04-AC-2
ND Navigation Display, Controls and Displays


omra tion 523-0775809
Table 3-77. ND Navigation Display,Present Position Map Display.
Present position map Push the M A P format key (on the CDU)to display the present position map on the ND. This map
is a dynamic geographic pictorial of the flight as it occurs. The map display is always centered on
the aircraft present position, with current heading toward the top of the screen. The screen
shows a moving-map display relative to aircraft present position.
The only navaid symbols displayed on the ND in this format are the ones that represent the next
three waypoints in the FMS flight plan (if within range). Refer to the description of the flight
plan line provided later in this table.
antenna sweep. If radar is not displayed on the map, push the PUSH RDR ON center switch (on
CDU) to add the radar overlay If radar is disdaved on the map, push the PUSH RDR ON switch
(again) to remove the radar overlay,
Radar mode line This line displays the RTA operating mode or RDR OFF,
Aircraft symbol This symbol is a reference used to visualize aircraft position d a t i v e to the geographic map and
radar targets, The aircraft symbol is stationary and always displayed in the center of the screen,
progresses.
Range ring Two range rings provide a distance measuring scale. These rings show distance from the aircraft.
Range distance A numeric distance label displays by each range ring. Turn the RANGE knob on the CDU to
change the display range (and distance labels).
Flight plan line The FMS flight plan displays on the map as a white line (even if FMS is not the active NAV
source). This track line consists of straight line segments connecting (up t o three) consecutive
flight plan waypoints. The TO waypoint displays in magenta.
input.
Wind display A wind vector and speed readout displays if the FMS detects a significant amount of wind. The
knots) next to the arrow,
plan. These parameters include name (WPT), distance to the waypoint (DIS), time t o go (TTG),
estimated time of anival (ETA), and pounds of fuel remaining at the waypoint (FUEL #). The
DATA window key on the CDU toggles this display on and off. Refer to figure 3-6 or 3-7 sheet 2.
VNAV displays If an FMC-851C computer is installed, a VNAV overlay may be added to the present position map.
Select the W A V overlay from the VNAV page on the CDU. Refer to figure 3-6 Or 3-7 sheet 12.
Vertical waypoint display The VWPT display consists of a star shaped symbol and a numeric readout of the vertical
waypoint altitude (in feet). The vertical waypoint is defined on VNAV page of the CDU.
Vertical range arc This arc displays in VNAV CAF'T mode and provides a visual indication of where the current
vertical flight path will intersect the VWPT altitude, The arc is beyond the VWPT symbol if the
aircraft's instantaneous vertical rate is not steep enough to arrive at the vertical waypoint. The
arc displays before the VWFT symbol if the aircraft's instantaneous vertical rate is so steep that
the aircraft will arrive a t the VWPT altitude too soon.
Vertical path capture point This small circle displays in VNAV ARM (not VNAV CAPTI mode and shows lateral closure to the
computed vertical path capture point. This symbol displays with a TOD (top of descent) or BOG
(bottom of climb) label to indicate where the VNAV capture will occur.

BE ARlN G LUBBER
POINTERS LINE
RADAR
STATUS
LINE
\
COURSE
DISPLAYS
\ 1
I
DATA WlNDOW
SELECTED
HEADING DISPLAY
HDG 040-
DRIFT
ANGLE POINTER
LATERAL A COURSE POINTER

DEV SCALE -----___T
LATERAL SELECTED
HEADING BUG
DEV BAR
WIND
DISPLAY
/ \ GS DEV DISPLAY
OR ‘BACK CRS’
/
AIRCRAFT
SYU BOL
\ TO/FROM SYMBOL
/ VNAV DISPLAY
BEARING
POINTER
/
SOURCES
FULL-COMPASS ROSE ’ CGO- 0804-04- AC- 3
ND Navigation Dzsplay, Controls and DispZays

Figure 3-1 6 (Sheet 3 of 4)

Table 3-78. N R Navigation Display, €€SIDisplay.
CONTROL OR DISPLAY FUNCTIOWDESCRIPTION
HSI display Push the HSI format key (on the CDU) to display navigation information on the ND in the
traditional 360-degree full-compass rose format. Note that radar targets are not displayed in the
BSI format.
estimated time of arrival (ETA), and pounds of fuel remaining a t the waypoint (FUEL #>. The
DATA window key on the CDU toggles this display on and off. Refer to figure 3-6 or 3-7 sheet 2.
Full-compass rose The compass rose contains index markings every 5 degrees; alphanumeric markings display at
30-degree intervals. Additional fixed index marks display outside the rose perimeter at 45-degree
intervals with respect to the lubber line. The compass rose rotates to show the aircraft magnetic
the lubber line.
Lubber line The lubber line is a fmed triangle symboI at the top of the compass rose. The present aircraft
Selected heading bug A heading bug symbol marks a selected heading reference. Turn the HDG knob on the CHP to
move the heading bug around the compass arc.
Drift angle pointer This pointer is a small circle that rotates around the compass rose to show the aircraft drift angle.
angle is zero.
Bearing pointers Two bearing pointers may be selected for display (BRG PTRS page on CDU). One pointer is a
single-bar, V-head pointer with a reciprocal tail. The other pointer is a dual-bar, V-head pointer
with reciprocal tail. Each pointer shows the bearing to a selected navaid station or the next FMS
waypoint.
Course displays Two alphanumeric course displays are presented near the upper left of the rose. These displays
show active NAV course parameters. The active course is determined by which NAV source is
selected as active on the CDU. The course value is calculated by the FMS or selected by the CRS
knob (or direct-to switch) on the CHP.
miles). Note that an H replaces the NM distance label if VOR is the active NAV source and the
available.
The lower course dispIay annunciates the active NAV source and the station ident of the selected
MAN LG, or SEL CRS) and DR (if FMS is in dead reckoning)NLF (if FMS is in VLF only mode)
also annunciate. If the selected active NAV source fails, the source annunciation becomes boxed
and turns red.
Course pointer The course pointer is a solid-line, triangle-head pointer with a reciprocal tail. This pointer shows
the active NAV course and is numerically repeated in the course display.
Revised 12 March 1997' 3-203

Table 3-78. ND Navigation Display, HSI Display.
CONTROL OR DISPLAY FWNCTIONiDESCRIPTXON
Lateral dev scale The lateral deviation scale consists of four dots that display perpendicular to the lateral deviation
bar. Two dots display on either side of the aircraft symbol. In FMS modes, distance labels
display by the outer dots.
Wind display A wind vector and speed readout display if the FMS detects a significant amount of wind. The
vector is an arrow which rotates to show the wind direction. Wind speed numerically displays (in
VerticaI dev display The vertical dev display can show glideslope deviation or VNAV deviation. VNAV is available
GS annunciation.
relative t o the deviation scale. The scale consists of a center mark, 2 dots above center, and 2
dots below center. Each dot represents 75 p A of deviation. If deviation becomes excessive, the
pointer flashes.
Select the VNAV deviation display from the VNAV page on the CDU. Refer to figure 3-6 or 3-7
sheet 12. If deviation data becomes invalid, this display is replaced with a red VNV annunciation.
VNAV display If an FMC-851C computer is installed, a WAV display may be added to the HSI format, Select
the VNAV display from the VNAV page on the CDU. Refer to figure 3-6 OX 3-7 sheet 12.
VSR X.X appears when VNAV display is selected and no vertical path is defined (on CDU). This
value is the current vertical speed required to fly directry to the vertical waypoint. The VSR
display value is in 1000 FPM; for example VSR 1.4 means the current vertical speed required is
1400 FPM.
VTK XXX NM appears when VNAV display is selected and VNAV mode is armed but not
captured. This value is the current distance to the vertical path capture point. This distance to
vertical track displays in nautical miles.
VWPT FT X.X NM appears when W A V display is selected and VNAV mode is captured.
This display shows the aItitude of the vertical waypoint (in feet) and the distance to this waypoint
(in nautical miles).
Note that these VNAV displays are blank if no computed data is received, and dashed if the input
data has failed.

upera tiun 523-0775809

RADAR --..
MODE LINE
STATUS LINE
wx TO.0 RANGE DISTANCE
1' 1:422 TAS 250 GS 254 RAT 50C
TCAS MODE TA ONLY
AN NUNCIATlON
RANGE RINGS
RADAR HOLD
ANNUNCIATOR
TRAFFIC SYMBOL
EXAMPLE:
TA TRAFFIC ALERT-
INTRUDER AT 1: 00:
7 MILES AWAY:
200 FEET BELOW
CLlMBtNG GREATER
THAN 500 FPM.
\.
rl
\\ Ai R c RAF T
SYMBOL
NO BEARING TABLE'
TCAS TRAFFIC MAP
/{: %!grO FPM) MESSAGE MEANING
TCAS- FA1L TCAS SYSTEM FAILURE

-
TCAS TES T TCAS COMPUTER IS IN TEST MODE
TD-FAIL TCAS DATA NOT RECEtVED
INTRUDER (REL/ABS ALTITUDE

SYMBOL X 100 FEET)
1
G
(RED) = RA TRAFFIC
(YELLOW) = TA TRAFFIC NOTE: ON THE ND, ABV/BLO WINDOW AND REL

ALTITUDE OPTIONS ARE ALWAYS SELECTED
(CYAN) = PROXIMATE TRAFFIC BUT ARE NOT ANNUNCIATED.
0 (CYAN) = OTHER TRAFFIC

CGO-0804- 04- AC- 4
ND Navigation Display, Controls and Displays

Figure 3-I 6 (Sheet 4 of 4)

Table 3-79. N D Navigation Display, TCAS Display.
I CONTROL OR DISPLAY
~~~~~
TCAS traffic map Push the TFC format key (on CDU) to display the TCAS traffic map. This map is a dynamic,
Note that navigation, background navaid symbols, and joystick functions are not available for
(on CDU) t o add the radar overIay If radar is displayed on the map, push the PUSH RDR ON
switch (again) to remove the radar overlay
The FMS supplies Zulu time and GS data. The ADS supplies TAS and RAT/SAT/ISA temperature
data. Temperature format is selected on the ARP. A readout is replaced by dashes or blanked, if
valid data is not available.
Aircraft symbol This symbol is a reference that represents (your) own aircraft. This symbol is used to visualize
Intruder traffic symbols display and move about the screen as long as valid bearing information is
Range rings Three range rings provide a distance measuring scale. These rings show distance from the
aircraft
The outer ring is a full-intensity circle with a tic mark every 80 degrees. This ring represents the
degrees. This ring marks the half-scale range {not displayed when full- scale range is 5 miles).
3 miles, but blanks when the full-scale range is more than 25 miles.
Range distance A numeric distance label displays by the outer range ring. Turn the RANGE knob on the CDU to
select the desired full-scale display range.
TCAS mode annunciation The selected TCAS operating mode annunciates near the top-left of the screen. Select the TCAS
When TA/RA mode is selected, this field is blank; TA and RA symbols may display. Note that
TALRA mode is inhibited when the aircraft is on the ground. When STBY mode is selected, TCAS
intruders) or flashes yellow (TA intruder detected). RA symbols are not displayed in this mode.
Traffic symbol Refer to the traffic detail on sheet 4. This detail shows a typical intruder display Each traffic
The altitude and arrow displays are the same color as the intruder symbol. Each display is
described below.
Intruder symbol Four kinds of intruder symbols may display A cyan open-diamond symbol shows an aircraft that
diamond symbol is a proximate traffic symbol. This symbol shows an aircraft that i s nearby
(+1200 feet relative altitude), but not close enough to be considered advisory traffic.
The red solid-square is an RA traffic symbol. This is a resolution advisory that means the

Tabk 3-79. ND Navigation Display, TCAS Display.

Note that if an intruder is detected that is beyond the selected display range, (only) half of the TA
or FLA traffic symbol displays. This half-symbol appears on the outer range at the appropriate
bearing.
ALT DATA field The ALT DATA field shows the relative or absolute altitude of the intruder.
Relative altitude is the difference between the intruder aircraft altitude and (your) own aircraft
altitude. This 2-digit numeric display shows relative altitude in hundreds of feet. A + value
Absolute altitude is the MSL (mean sea level) altitude of the intruder aircraft. This 3-digit
numeric display shows absolute altitude in hundreds of feet. "xxx"displays if the absolute
VS arrow The VS arrow display shows the vertical trend of the intruder, if this rate is greater than 500 feet
per minute. The arrow points up if the intruder is climbing, and down if descending. A n arrow is
not displayed if the VS rate is less than 4 0 0 feet per minute.
No bearing table This two line table automatically displays when the TCAS computer detects an RA or TA
TA/RA intruders for which bearing information is not available.
Each line lists the RA/TA advisory type, distancehltitude, and a VS trend arraw (if trend is more
than 500 FPM). The line is red (FLA) or yellow (TA).


operaiion 523-0775809
AD1 DISPLAY
BRT KNOB i'
AS1 DISPLAY
/ AL1
HSI DISPLAY
THE FOLLOWING MESSAGES MAY DISPLAY:
MESSAGE MEANING
ADC # OFFSIDE AIR DATA SOURCE IS SELECTED.

ALT ALTITUDE DATA IS INVALID.
A T # OFFSIDE AlllTUDE SOURCE IS SELECTED.
ATT (BOXED) ATTITUDE FAILURE IS DETECTED.
ATT/HDG ALIGNING THE AHC IS ALIGNING.
CDU (BOXED) CDU FAILURE IS DETECTED.
CDU # OFFSIDE CDU CONTROLS THE PFD.
DH DECISION HEIGHT ALERT.
DISPLAY TEMP PFD IS OVERHEATING.
E, A, OR R (BOXED) ELEVATOR, AILERON, OR RUDDER MISTRIM ANNUN.
FD (BOXED) FLIGHT DIRECTOR FAILURE IS DETECTED.
GS (BOXED) GLIDESLOPE DEVIATION COMPARE ANNUN (YELLOW).
HDG (BOXED) HEADING DEVIATION COMPARE ANNUN (YELLOW).
IAS AIRSPEED DATA IS INVALID.
LOC (BOXED) LOCALIZER DEVIATION COMPARE ANNUN (YELLOW).
MAG, DG (BOXED) HEADtNG FAILURE IS DETECTED (RED).
MAG, DG # OFFSIDE HEADING SOURCE SELECTED.
MDA MINIMUM DESCENT ALTITUDE ALERT.
PIT (BOXED) PITCH DEVIATION COMPARE ANNUN (YELLOW).
ROL (BOXED) ROLL DEVIATION COMPARE ANNUN (YELLOW).
v/s VERTICAL SPEED DATA IS INVALID.
WlNDSHEAR WlNDSHEAR CAUTION ANNUN (YELLOW).
WINDSHEAR WlNDSHEAR WARN ANNUN (RED).
YO YAW DAMPER IS DISENGAGED.
IF FAULT OR FAIL MESSAGE DISPLAYS. CHECK DIAGNOSTICS TO DETERMINE CORRECTIVE ACTION.
CGO-0805-05-AC- 1
PFD Prima? Flight Display, Controls and Displays

Figure 3-1 7 (Sheet I oj5)

Table 3-80. PFD Primary Flight Display, Controls and Displays
CONTROL OR DISPLAY FUNCTTONLDESCRIPTION
The PFD combines the display functions of the “Basic-TI’instruments into a single integrated
presentation. The PFD displays ADI,ASUMSI, ALWSI, and HSI information.
AD1 display The AD1 display shows primary flight data. This portion af the PFD displays aircraft attitude,
flight director steering commands, flight control statudmode annunciations, vertical deviation,
and marker beacon annunciations. Refer to sheet 2.
AS1 display (and MSI) The AS1 display shows airspeed data. This portion of the PFD displays current US,current
Mach, several U S markers (bugs), an U S trend vector, and lowhigh-speed cues. Refer to sheet
3.
ALl display (and VSI) The ATJ display shows altitude and vertical speed data. This portion of the PFD displays
barometric corrected altitude, preselect altitude, radio altitude, minimum descent/ reporting
altitude, decision height, and current vertical speed. Refer to sheet 4.
HSI display The HSI display shows navigation data. This portion of the PFD displays a compass arc, aircraft
heading, active course, selected bearings, selected heading, temperature, drift angle, and system
message annunciation. Refer to sheet 5 .

operatbn 523-0775809
FCS MODE
ANNUNCIATION ROLL POINTER ROLL SCALE
AP ENGAGE
ANNUNCIATION \ MARKER BEACON
\ ANNUNCIAION
SLIP/SKID
INDICATOR
WING TIPS
1
PITCH SCALE
VERTICAL DEV
DISPLAY OR
'BACK CRS'
AIRCRAFT
SYMBOL
/
HORIZON LINE
CGO- 0 8 0 5 - 0 5 - A C - 2
PFD Primary Flight Display, Controls and Displays


Table 3-81. PFD Primary Flight Display, ADI Display.
Aircraft symbol The aircraft symbol is a stationary chevron marker used as a reference for viewing FD steering
commands and pitcldroll attitudes.
Wing tips A short yellow line on each end of the display represents the wingtips of the aircraft. The
wingtips are used with the aircraft symbol as an attitude reference.
Horizon line The horizon line is the groundhky boundam. The horizon line pitches and rotates about the
aircraft symbol to show the aircraft attitude.
Pitch scale The pitch scale shows the amount of aircraft pitch attitude. The scale consists of a series of
horizontal lines and numeric pitch angle (degree) markings. The aircraft pitch attitude is the
scale indication at the aircraft symbol.
Roll scale A stationary roll scale consists of index and triangIe marks along an arc centered at the aircraft
symbol. Scale marks are a t lo-, 20-, 30-, 45,and 60-degree lefuright roll angles.
Roll pointer The roll pointer rotates around the roll scale to show the amount of aircraft roll attitude.
Sliphkid indicator The slip/skid indicator is a white trapezoid symbol that rotates with the roll pointer but moves
laterally from the pointer t o show aircraft slip/skid movement. This indicator is driven by lateral
body accelerations (sensed in the AHC) and replaces a traditional glass-tube incIinometer.
FD steering command bars Integrated V-bars display whenever a flight guidance mode is selected on the onside MSP. The
V-bars rotate from the apex of the aircraft symbol to show computed pitch and roll flight director
steering commands.
FCS mode annunciation Flight control system modes annunciate in the upper left of the display. Lateral modes display
above vertical modes. Active modes display in green and annunciate to the left of a divider line.
Armed modes display in white and annunciate t o the right of the divider line. A red horizontal
line appears through a mode annunciation if the data source (VOR, etc) for that mode is invalid.
AP engage annunciation When the autopilot is engaged, "Ap"annunciates in green, with a horizontal arrow pointing to the
coupled side. When the autopilot disengages, this annunciation flashes yellow for 5 seconds or
until the aircraft autopilot disengage button is pushed.
Vertical dev display The vertical dev dispIay can show glideslope deviation or VNAV deviation. VNAV is available
localizer frequency is tuned. 'When making a back course approach, this display is replaced with
GS annunciation.
relative to the deviation scale. The scaIe consists of a center mark, 2 dots above center, and 2
dots below center. Each dot represents 75 pA of deviation. If deviation becomes excessive, the
pointer flashes.
Select the VNAV deviation display from the VNAV page on the CDU. Refer to figure 3-6 or 3-7
sheet 12. If deviation data becomes invalid, this display is replaced with a red VNV annunciation.
Marker beacon annunciation Marker beacon status is annunciated by a boxed "OM" (outer marker), boxed "MM" (middle
marker), or an em& box (inner marker).

operatiun 523-0775809
OVERSPEED CUE
MACH DISPLAY
I
\ I
IAS SCALE
1/2BNK MDA 7850 DH 100

IAS TREND VECTOR
I A f POINTER \ [oul 15000
IAS BUG \
VR BUG
1.3 V s LINE
------- V1 BUG
LOW SPEED CUE -------
SPEED REFERENCE
(BUG) FIELD
/
IAS < 40 DETAIL:
80
IAS SCALE
V2 BUG VALUE
SPEED REFERENCE v2 1441 VR BUG VALUE

,,-
V1-BUG VALUE
(BUG) TABLE
. VR
V1
1371
'
2
3
1 IAS BUG VALUE
150 I
CGO-0805-05- AC- 3
PFD Primaty Flight Display, Controls and Displays

Table 3-82, PFD Primary Flight Display, AS1 Display.
FUNCTION/DESCRIPTION 1
Mach display The current indicated Mach speed autamatically dispIays with an M label as Mach increases
above 0.45. This 2 ox 3 digit display is removed when Mach decreases below 0.40. The speed
value is replaced with red dashes if Mach speed data becomes invalid.

qperafion 523-0775809
Table 3-82. PFD Primary Flight Display, MI Display.
TAS scale The indicated airspeed scale is a vertical "moving tape" display. The display window is 80 knots.
The U S scale contains a line marking every 5 (or 10) knots and a numeric label every 20 knots.
If airspeed data becomes invalid, the scale is replaced with a red IAS annunciation.
IAS pointer This stationary yellow triangle displays by the center of the US window. The current indicated
airspeed is the LAS scale indication a t the pointer.
LAS trend vector The U S trend vector is a magenta line that extends from the U S pointer to predict future
airspeed. The head of the trend vector aIigns with the IAS scale to predict what airspeed will be
in 10 seconds (if present acceleration is maintained). The vector extends up when airspeed trends
faster and down when airspeed trends slower. The trend vector is not displayed when the aircraft
is on the ground.
Overspeed cue This red and black checkered bar moves up or down the IAS scale to show the maximum
operating airspeed for current flight conditions. This value (VMOIMMO) is provided by the air
data computer.
The 1.3 VS line and a Iow-speed cue display on the airspeed scale to show impending stall speed.
These indications do not replace the stall warning system but provide a visual indication of
approaching stall conditions. Both displays are calculated using angle of attack data (from the
SIA); default values are stored in the ADM module.
1.3 VS line This green line shows 1.3 times the computed stall speed. The 1.3 VS line does not display when
the aircraft is on the ground, Note that if the SIA fails, this line is replaced by a yellow vertical
bar that represents the ADM default value.
Low speed cue This red and black checkered bar descends from the computed stall speed value to the bottom of
the IAS window. This cue is not displayed when the aircraft is on the ground.
IAS bug This magenta notched-box symbol is the IAS reference marker. The U S bug is always selected
for display and set as described below.
V1 bug This reference marker is a cyan line followed by a 1. The V l bug is the takeoff decision speed
reference and may be manually selected for display and set as described below. This bug display
is automatically removed at takeofT
V2 bug This reference marker is a cyan line followed by a 2. The V2 bug is the takeoff safety speed
reference and may be manually selected for display and set as described below. This bug display
is automatically removed at takeoff
VR bug This reference marker is a cyan line followed by an 12. The VR bug is the rotate (raise nose for
takeoff) speed reference and may be manually selected for display and set as described below.
This bug display is automatically removed at takeoff
Speed reference (bug) field This I-line display shows a selected reference (bug) value. Push the VSPDS button (onside ARP)
to sequentially select one of the four avaiIable bugs for display in this field. After 10 seconds of
inactivity, the IAS bug display automatically selects. Note that when the IAS reference is
contrdled by the FCS system, the U S value does not display in this field but appears in the FCS
vertical capture window on the PFD.
The selected bug vaIue numerically displays in this field. Turn the U S reference knob (on ARP)
to change this value. Push the reference ON/OFF switch (on ARP)to enable/ disable display of
this bug, The bug position on the IAS scale automatically updates. Note that the IAS bug cannot
be deselected.
Speed reference (bug) table This table displays on the lower portion of the IAS scale when airspeed is less than 40 knots.
When this table is displayed (aircraft is on the ground), push the VSPDS button on the ARP to
select one of the four available bugs. The selected bug and its numeric value are underlined. The
selected bug value may be changed (as described above) using the onside ARP.

RADIO ALTITUDE
DISPLAY
RADIO ALTITUDE < 1100 FT:
1100 FT SCALE: ANALOG DECISION

0 FT - / HEIGHT BAR
I RA = 700 FT I
500 FT - - 1 - -------ANALOG RADIO
ALTITUDE BAR
1100 FT
CGO-0805-05-AC-4

Figure 3-I 7 (Sheet 4 of 5)

Table 3-83. PFD Primary Flight Display, ALJ Display,

I
This display simulates a rolling drum mechanism and is outlined by a yellow window The
present barometric corrected altitude is the summation of the numeric I'thousands'l readout and
the "hundreds"moving tape indication at the window,
If barometric altitude is negative, NEG annunciates in yellow on the coarse barometric altitude
scale.
If barometric altitude data becomes invalid, the altitude displays are replaced with a red ALT
annunciation.
Fine bar0 altitude scale This scale is a vertical "moving tape" display. The display window range is 450 feet. The scale
contains a line marking every 20 feet and a numeric label every 100 feet. The scale moves down
for increasing altitude.
Coarse bar0 altitude scaIe This scale is a nonnumbered vertical "moving tape" dispIay that helps visualize (preselect)
altitude captures. Large rectangles on the scale represent 1000-foot altitude increments; small
rectangles represent 500-foot increments. The display window is 2200 feet. The scale moves
down for increasing altitude. Refer to the description of the preselect altitude bug provided later
in this table.
Barometric pressure display Barometric pressure correction is numerically displayed in inches of mercury, millibars, or hecto
Pascals. The correction value and format are set by the onside ARP
This display flashes during an FL 180 alert (18000 feet). The numeric portion of the readout is
replaced with red dashes if data becomes invalid.
Preselect altitude display The preselect altitude is numerically displayed in magenta above the barometric altitude scales.
This value is set by the onside ARF!
Preselect altitude bug This 4-line marker displays on the coarse and/or fine barometric altitude scales to mark the
preselect altitude value. This value is numerically repeated in the preselect altitude display.
The preselect altitude display and bug both change colors and/or flash as the FCS does an altitude
capture. These displays are normally magenta. Both displays flash magenta when the aircraft
approaches the preselect altitude and then become steady again at altitude capture. After
capture, the bug (only) flashes magenta for minor altitude deviations, The bug and the numeric
display both flash yellow for major altitude deviations.
The displays become cyan if the left and right preselect values do not track with each other.
Radio altitude display This green numeric display appears as the aircraft descends through 2500 feet. If radio altitude
data becomes invalid, this display is replaced with a red RA annunciation.
Analog radio altitude bar An analog radio altitude pictorial displays as the aircraft descends through 1100 feet. A brown
(ground reference) bar appears with an 1100-footradio altitude scale. At 0 foot radio altitude, the
ground reference bar has risen to align with the center of the barometric altitude window.
Decision height display Selected decision height is numerically dispIayed with a DH label. The decision height value is
selected for display and set by the onside AAP. This value is replaced with red dashes if decision
height data becomes invalid.
A DH alert displays when the aircraf't is at or below the set decision height. Near the center of
the display, DH annunciates in yellow.
Analog decision height bar Decision height also dispIays on the analog radio altitude pictorial. A cyan bar extends from the
top of the brown (ground reference)bar to show decision height. The DH value is the bar length,
read against the 1100-foot scale.
VS display Current vertical speed is shown by a pointer on a semicircular scale and is numerically repeated
in the center of the scale. If vertical speed data becomes invalid, this display is replaced with a
red V/S annunciation.

Table 3-83. PFD Primary Flight Display, ALJ Display.

~.
FUNCTION/DESCRIFTION
The white VS scale contains nonlinear markings to increment vertical speeds between -4000 and
4000 feet per minute. A green pointer turns along the scale t o show the current verticaI speed
value. The VS value (k15.0) is numerically repeated in the center of the scale.
The TCAS system displays resolution advisory vertical speeds and ranges on this arc. Normally
this arc is not displayed. If TCAS detects an FiA intruder and computes collision avoidance data,
red and/or green arcs display to show warning and safe vertical speed ranges.
A red arc marks a warning vertical speed range. If the aircraft vertical speed (indicatedby the
VS pointer) is not along the red arc, a preventive (avoidance)RA exists. Maintain present VS and
heading to keep the pointer away from the red arc. If the aircraft vertical speed is within the
range defined by the red arc, a corrective RA exists. Immediately exit the red arc range and fly
the aircraft to the vertical speed indicated by the green arc.
A green arc marks a safe (fly to) vertical speed range. This arc displays with a corrective RA t o
show the recommended vertical speed range that will resoIve the conflict. Immediately fly the
aircraft to this vertical speed.
The TCAS system may display a TRAFFIC advisory annunciation and a statudmode display
message near the vertical speed scale. The advisory annunciation displays above the TCAS
message.
TRAFFIC annunciates if TCAS detects an intruder and issues a traffic advisory or resolution
advisory. This annunciation is yellow for a traffic advisory (TA) and red for a resolution advisory
(W.
A TCAS status message or the selected TCAS mode may display below the TRAFFIC annunciator
field. Only one message can be displayed; messages are listed below in order of descending
priority:
MESSAGE MEANING
TCAS FtA FML PFD cannot display resolution advisories
TCAS FAIL TCAS system failed
TCAS TEST TCAS system is in test mode
TCAS OFF TCAS is in STBY mode
TA ONLY TCAS is in TA mode (messageis yellow if TA intruder is present; white

otherwise)
(blank) TCAS is in TA/RA (normal) mode
Either minimum descent altitude or reporting altitude may be numerically displayed on the top
center of the screen, MDA/RPT selection and setting are controlled by the onside AAP.
An MDA alert displays when the aircraft is at the minimum descent altitude. Near the center of
the display, MDA annunciates in yellow.
An RPT alert displays when the aircraft is at the reporting altitude. The numerical RPT display
flashes and then becomes steady
A cyan pointer marks the selected minimum descent altitude on the fine barometric altitude
scale. This pointer displays when MDA is selected on the ARP and flashes during an MDA alert.


COURSE
POINTER
F
/
1/2BNK MDA 7850
COURSE DISPLAYS
MESSAGE
3
1 40
0
I
L
0
0
0
I
I
--
0%
-
-
/ LUBBER
/ HEADING
SELECTED
SELECTED
DISPLAY
HEADING BUG
\
ANNUNCIATOR
\ DRIFT ANGLE
BEARING POINTER
POINTER
SOURCES
TEMPERATURE
DISPLAY
------- BEARING POINTERS
COMPASS TO/FROM AIRCRAFT LATERAL LATERAL

ARC SYMBOL SYMBOL DEV BAR DEV SCALE
CGO-0805- 05- AC-5


Table 3-84. PFV Primary Flight Display, HSI Display.
I DISPLAY
Compass arc A partial section of the compass rose displays on the lower portion of the PFD. This compass arc
is a 200-degree section of the full-compass rose that displays on the ND/MFD when HSI format is
selected.
The compass arc contains index markings every 5 degrees; alphanumeric markings display at 30-
degree intervals. Additional fmed index marks display outside the arc perimeter at 45-degree
intervals with respect to the lubber line.
The compass arc rotates to show the aircraft magnetic heading (read under the lubber line).
Aircraft symbol A stationary aircraft symbol displays in the center of the arc. This symbol points directly toward
the lubber line.
Lubber line The lubber line is a fmed triangle symbol at the top of the compass arc. The present aircraft
Selected heading bug A heading bug symbol marks a selected heading reference. Turn the HDG knob on the CHP t o
move the heading bug around the compass arc.
When the bug is positioned outside the 200-degree arc display range, a dashed line extends from
the aircraft symbol to provide an angular indication of the selected heading value.
Drift angle pointer This pointer is a small circle that rotates around the compass arc to show the aircraft drift angle.
angle is zero.
Bearing pointers Two bearing pointers may be selected for display (BRG PTRS page on CDU). One pointer is a
single-bar, V-head pointer (or the reciprocal tail). The other pointer is a dual-bar, V-head pointer
(or the reciprocal tail). Each pointer shows the bearing to a selected navaid station or the next
FMS waypoint.
Course displays Two alphanumeric course displays are presented near the upper left of the compass arc. These
displays show active NAV course parameters. The active course is determined by which NAV
source is selected as active on the CDU. The course value is calculated by the FMS or selected by
the CRS knob (or direct-to switch)on the CHP.
miles). Note that an H replaces the N M distance Iabel if VOR is the active NAV source and the
available.
The lower course display annunciates the active NAV source and the station ident of the selected
MAN LG, or SEL CRS) and DR (if FMS is in dead reckoning)NLF(if FMS is in VLF only mode)
also annunciate. If the selected active NAV source fails, the source annunciation becomes boxed
and turns red. APPR annunciates for an RNAV approach.
Course pointer The course pointer is a solid-line, triangle-head pointer (or the straight-line tail). This pointer
shows the active NAV course and is numerically repeated in the course display.

Table 3-84. PFD Primary Flight Display, HSI Display.
Lateral dev scale The lateral deviation scale consists of four dots that display perpendicular to the lateral deviation
bar, Two dots display on either side of the aircraft symbol. In FMS modes, distance labels
display by the outer dots.
Temperature display This green temperature display shows the RAT (ram air temperature), SAT (static air
temperature), or ISA (international standard atmosphere temperature). The displayed
temperature is selected by the onside AEtP and is repeated on the NDMFD status line.
Message annunciator MSG annunciates when an unread system message exists. Push the MSG key on the CDU to
review system messages.
Refer to figure 3-6 or 3-7 for a description of system message annunciation on the CDU and use of
the MSG key.


SELECTOR STAR
DME HOLD
ATC REPLY ANNUNCIATOR
/ BRIGHTNESS CONTROL
- LINE KEYS
COM DISPLAY
COM PRESET DISPLP
NAV DISPLAY-
-4
35197
x
----1 1 8100 PRE a 7 '1
C'OM
/COM
/NAV
KEY
SELECT KEY
PRESET SELECT
SELECT KEY
----108,OO VOR 1
ADF DISPLAY --- /ADF SELECT KEY
-1 749,5 ADF 1 /ATC SELECT KEY

ATC DISPLAY-
*
-1200 A T C 1,
ATC IDENTI FICAT1ON
BUTTON FREQUENCY/CODE SELECT
/KNOBS (2)
ATC STANDBY/ON -
BUTTON
DME HOLD BUl-rON A LCOM SQUELCH BUTTON

(MOMENTARY BREAK)
NOTES
\I 1/2 BUTTON
ADF TEST BUTTON
(LEFT/RIGHT SIDE SELECTOR)
1, THE UPPER-HALF OF THE LEFT-MOST DISPLAY DIGIT BLINKS IF THE ECHO FREQUENCY
FROM THE IAPS DOES NOT MATCH THE TUNE FREQUENCY STORED IN RTU MEMORY.
MAIN MENU PAGE
CGO-0224-06-AC-1
RTU-870A/T Radio Tuning Unit, Controls and Displays

Figure 3-I8 (Sheet I of 5)

Table 3-85. RTU-870Al T Radio Tuning Unit,Controls and Displays
I CONTROL OR DISPLAY FTJNCTION/DESCRIF'TION
Brightness control Turn the BRT knob to adjust display brightness.
Line keys Push one of the five line keys to select a COM, PRE, NAV (VOR or ILS), ADF, or ATC
tune/control head function. These line keys select a radio for retuning and access the mode
control pages.
Push a line key next to a line not marked by the selector star to display the star on that line.
Turn the frequencylcode select knobs to change that frequency or code display. The knobs
directly retune the radio when the star is at the COM, NAV, ADF, or ATC line. Note that the
ATC line key is active only on the RTU that is controlling the selected transponder,
Push the line key again (while that line is marked by the selector star) to display the
COMXNAVIADFIATC mode page for that radio. These mode pages are used to select a variety of
control head functions. The PRE function is described later in this table.
Selector star The selector star shows the radio that can be tuned by the frequency/code select knobs and the
mode page that can be displayed using a line key. The selector star normally displays on the PRE
line and automatically returns to this line after approximately 15 seconds of inactivity.
COM display Push the COM line key to display the selector star on the COM display line* The frequency
displayed on this line is the VHF COM radio active frequency. Turn the frequency select knobs to
change the displayed frequency and directly retune the radio. Push the COM key again (while
star is displayed) to view the COM mode page. Refer to sheet 2.
The digit to the right of the COM legend (1or 2) shows which radio is tuned to the displayed
frequency Refer to the description of the Y,button.
COM preset display Push the PRE line key to display the selector star on the COM preset display line (if not already
there). Turn the frequency select knobs to change the displayed preset frequency. Push the PRE
line key again (while star is displayed) to interchange the preset and active COM frequencies.
The W F COM radio retunes to the new COM frequency (top line) and the previous COM
frequency becomes the new preset frequency (second line). The old frequency is available for
instant recall by pushing the PRE line key again.
An upward-pointing arrow displays to the right of the PRE legend while this line is selected. This
arrow indicates that the preset frequency can be moved upward and become the active frequency.
NAV dispIay Push the NAV (VOR or ILS) line key to display the selector star on the NAV display line. The
frequency displayed on this line is the active VIE (also DME, unless held) radio frequency. Either
"VOR"or "ILS" displays, depending on the tuned frequency; "AUT"displays when the radio is
being tuned by the FMS. Turn the frequency select knobs to change the displayed frequency and
directly retune the radio. Push the NAV key again (whiIe star is displayed) to view the NAV
mode page, Refer to sheet 3.
The digit to the right of the VOR or ILS legend (1or 2) shows which radio is tuned to the
displayed frequency, Refer to the description of the ?4button.
ADF display Push the ADF line key to display the selector star on the ADF display line. The frequency
displayed on this line is the ADF radio active frequency. Turn the frequency select knobs to
change the displayed frequency and directly retune the radio. Push the ADF key again (while
star is displayed) tQ. view the ADF mode page. Refer to sheet 4.
The digit to the right of the ADF legend (1or 2) shows which radio is tuned to the displayed
frequency. Refer to the description of the 4/2 button. If a single ADF receiver is installed, the
right RTU does not display a n ADF 2 line.
ATC display This line displays only on the RTU that is controlling the active transponder. Push the ATC line
key to display the selector star on the ATC display line. The ATC code displayed on this line is
the active transponder reply code. Turn the code select knobs t o change the displayed code; the
transponder immediately responds to the new code. Push the ATC key again (while star is
displayed) to view the ATC mode page. Refer to sheet 5.

Table 3-85.RTU-870A/ T Radio Tuning Unit, Controls and Displays
I CONTROL OR DISPLAY FUNCTIONflDESCRIPTION
The digit to the right of the ATC legend (1or 2) shows which transponder is active. Select the
active transponder using the ATC M switch on the center reversion switching panel.
Frequency/code select knobs Turn these two concentric knobs to change the frequency or code displayed on the starred display
line. The larger knob changes the most significant (left) digits, and the smaller knob changes the
two least significant (right) digits of the display
COM squelch button Push the COM SQ button to momentarily disable the VHF COM receiver squelch circuits. When
the button is released, squelch returns to normal+
ADF test button Push the ADF TEST button to initiate the ADF radio self-test routine. Note that "TEST" displays
(instead of IIADFI) on the ADF display line while the button is pushed.
% button Normally, each RTU controls & the onside COhWNAV/ADF radios. Push and hold the % button
to display the cross-side frequencies; these frequencies can only be changed by the cross-side
RTU.
The RTU becomes enabled t o control the left (1)and right (2) radios when the cross-side
RTU is in reversion mode (remote RTU switch set t o DSABL). Push the M button to select either
the left (1j or right (2) bank of COI"AV/ADF radios to be controlled by the RTU. ATC ?h
selection is made on the center reversion switching panel.
The COM,NAY ADF, and ATC display lines show the selected side next t o the line keys.
DME hold button Push the DME HLD button to hold the DME to the current frequency and allow the NAV receiver
to be independently retuned. When this button is pushed, the DME HOLD annunciator (located
on top center of the RTU) lights. Push the DME HLD button a second time to cancel hold; the
DME then retunes to the active NAV frequency
DME hold annunciator The DME HOLD annunciator lights to show that the DME is being held t o the NAV frequency
that was active when DME hold was selected. The DME hold frequency is displayed on the NAV
mode page.
ATC standby/on button The ATC STBY button is active only on the RTU that is controlling the selected transponder.
Push this button to apply power t o the TDR transponder but prevent it from transmitting replies.
Push this button only during taxi or when requested by ATC. Note that "STBY" displays (instead
of "ATC")on the ATC display line when this button is pushed.
ATC identification button The ATC ID button is active only on the RTU that is controlling the selected transponder. Push
this button to transmit a special identification pattern that displays on the ground controller's
radar screen. Push this button only when requested to "squawkident" by the ground controller.
Note that "ID" displays (instead of "ATC")on the ATC display line for about 20 seconds when this
button is pushed.
ATC reply annunciator The REPLY annunciator lights when the TDR transponder replies to an interrogation.


SELECTOR STAR
/-
(COM OR PRESET DISPLAY)
COM ACTIVE FREQUENCY

Dl SPLAY \ / ~ l ! ~ U ~ ~ y ~ OMAIN MENU
COM PRESET FREQUENCY -.--

A R T i
/COM
SELECT KEY
PRESET KEY
DISPLAY
PRE
SQUELCH ANNUNCIATOR ---- /SQUELCH KEY
COM TEST ANNUNCIATOR ---- /COM TEST KEY
COM SOURCE ------______

ANNUNCIATOR
COM PAGE
CGO-0224-06- AC- 2
RTU-8 7OA/T Radio Tuning Unit, Controls and Displays

Figure 3-18 (Sheet 2 o f s j

Table 3-86. RTU-870A!T Radio Tuning Unit, COM Page Display.
COM mode page Push the COM line key twice to select the COM mode page. The RTU will automaticaIlyreturn
to the main menu page after approximately 15 seconds of inactivity
COM active frequency dispIay This display shows the active VHF COM radio frequency
COM preset frequency display This display shows the preset COM frequency that is available t o immediately retune the VHF
radio.
COM source annunciator The COM source annunciator shows which radio (COM 1or COM 2) is being tuned by the RTU.
Selector star The selector star shows which COM frequency can be changed by the frequency select knobs.
Line keys move the star to either the active COM (RTN) or preset COM (PRE) line.
Return to main menu select Fush the RTN key to move the seIector star t o the active frequency display line (if not already
key there). Turn the frequency select knobs to change the displayed COM frequency and directly
retune the radio.
Push the RTN key again t o return t o the RTU main menu page.
COM preset key Push the PRE key to move the selector star to the preset frequency display. A n upward-pointing
arrow appears t o the right of the PRE legend. Turn the frequency select knobs to change the
displayed preset frequency.
Push the PRE key again to interchange the preset and active COM frequencies. The radio
retunes t o the new COM frequency (top line); the previous COM frequency becomes the new
preset frequency (second line). The old frequency is available for instant recall by pushing the
PRE key again.
Squelch key and annunciator Push the SQ key to alternately enable (ON SQ) or disable (OFF SQ) the receiver squelch circuits.
COM test key and Push the TST key to initiate the VHF radio self-test routine (ON TST). When the key is released,
annunciator test mode turns off (TST).

DME HOLD DISPLAY 1
-1 17,OO HOLD LINE KEYS

NAV FREQUENCY DISPLAY --+
'RETURN TO MAIN MENU
NAV TEST ANNUNCIATOR - -108,OO RTN

/NAV
SELECT KEY
TEST KEY
\TST
NAV SOURCE ANNUNCIATOR -
-------VOR 1
NAV PAGE
CGO-0224-06- AC- 3
RTU-870A/T Radio Tuning Unit, Controls and Displws


Table 3-87. RTU-870AIT Radio Tuning Unit,NAV Display.
CONTROL OR DISPLAY I FUNCTION/DESCRIFTION
NAV mode page Push the NAV (VOR or ILS) line key twice to select the NAV mode page. The RTU will
automatically return to the main menu page after approximately 15 seconds of inactivity
NAV frequency display This display shows the active VHF NAV frequency that can be directly changed by the frequency
select knobs.
NAV source annunciator The NAV source annunciator shows which radio WORl, ILS1, VOR2, or ILSB) is being tuned by
the RTU. VOR or ILS annunciates, depending on the selected NAV frequency; AUT annunciates
when the radio is being tuned by the FMS.
Return to main menu select Push the RTN key t o return t o the RTU main menu page.
key
NAV test key and annunciator Push the TST key to initiate the VIR radio self-test routine (ON TST). When the key is released,
test mode turns o f f(TST).
DME hold display This display shows the frequency that the DME is held to. This display is presented only if the
DME is in hold mode (DME HLD button pushed).

LINE KEYS
BFO ANNUNCIATOR \ B'FO SELECT KEY
---OFF BFO /ADF SELECT KEY
ADF MODE LINE '__c__
_c_
ADF
ANT MODE LINE'% /ANT SELECT KEY
%ANT
TO MAIN MENU
ADF FREQUENCY DISPLAY -- /RETURN
SELECT KEY
1749,5x RTN
ADF SOURCE ANNUNCIATOR - -ADF 1
ADF PAGE
CGO-0224-06-AC-4


Table 3-88. RTU-870Al T Radio Tuning Unit, ADF Display.
CONTROL OR DISPLAY I FUNCTIONDESCRTPTTON
ADF mode page Push the ADF line key twice to select the ADF mode page. The RTU will automatically return to
the main menu page after approximately 15 seconds of inactivity.
ADF frequency display This display shows the active ADF frequency that can be directly changed by the frequency select
knobs.
ADF source annunciator The ADF source annunciator shows which radio (ADF 1or ADF 2) is being tuned by the RTU. If
a single ADF receiver is installed, the ADF 2 functions are not available.
ADF line key and mode line Push the ADF line key to select the ADF mode. A selector star on this line annunciates ADF
mode selection. The ADF radio provides bearing to the station and aural outputs in ADF mode.
ANT line key and mode line Push the ANT line key to select the ANT mode. A selector star on this line annunciates ANT
mode selection. The ADF radio provides only an aural output in ANT mode.
BFO line key and annunciator Push the BFO key to select (ON BFO) or deselect (OFF BFO) the BFO mode. The ADF radio
provides a 1000-Hz aural output tone in BFO mode when a keyed CW signal is received.
Return to main menu select Push the RTN key to return to the RTU main menu page.
key

operaiion 523-0775809
ATC ALT ANNUNCIATOR LINE KEYS

A'TC ALT
ALT DISPLAY SELECT KEY
TCAS MODE ANNUNCIATOR

/TCAS MODE SELECT KEY
TDR/TCAS TEST
ANNUNCIATOR /TDR/TCAS TEST KEY
ATC CODE DISPLAY /RETURN TO MAIN MENU

SELECT KEY
ATC PAGE
( TDR/TCAS)
CGO-0224- 06-AC-5


ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


Subject: Various updates.
The following information for RTU-870F controllers equipped with Elementary Surveillance, or Flight
ID, capability is added.
Operation
Figure 3-18A Sheet 1 illustrates the steps needed to access the Flight ID page on the RTU-870F.
The Flight ID characters can only be displayed or changed from the Flight ID page.
Upon power-up of the RTU-870F, the previously saved Flight ID will be retrieved from NVM. A new
unit from the factory or a unit serviced from a repair facility will default on power-up to "all zero"
characters. This display indicates an entry for Flight ID is required. The cursor on the Flight ID page
will be represented as a blinking character. The character will blink at a 1 Hz rate. The blinking
character is the only character on the page that can be altered.
After changing a Flight ID, allow a 5 second interval before changing transponders. The
RTUs require 5 seconds to sync to the same Flight ID.
The small tune and large tune knobs select the Flight ID characters as follows:
Small tune knob:
The initial cursor position after arriving on the Flight ID page is on the second line and is the fifth
segment lamp from the right. When a character is "selected" (blinking cursor), rotation of the small
tune selector knob cycles the selected character through all available choices. Clockwise rotation
increases the characters, Blank Space, 0-9, A-Z. Counterclockwise rotation reverses the sequence.
Wraparound of character data is provided (Z <—-> Blank Space). A blank space is displayed by an
underscore.
The following is the procedure to access the Flight ID page on the RTU-870F.

523-0775807-06411A Oct 21/04
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
Top Level Flight ID Page

Figure 3-18A (Sheet 1)

523-0775807-06411A Oct 21/04
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
Large tune knob:
Rotation of the large tune knob moves the blinking "cursor" - clockwise rotation moves the cursor to
"the right," counterclockwise to "the left," with wrapping between lines as shown below in figure 3-
18A Sheet 2.
Flight ID Cursor Rotation

Figure 3-18A (Sheet 2)

523-0775807-06411A Oct 21/04
Table 3-89. RTU-870m Radio Tuning Unit, ATC Display
CONTROL OR DISPLAY FUNCTION/IDESCRIPTION
ATC mode page (TDFVPCAS) Push the ATC line key twice to select the ATC mode page. The RTU automatically redisplays the
main menu page after approximately 15 seconds of inactivity.
ATC code display This display shows the selected transponder reply code that can be directly changed by the code
select knobs. Turn the small tuning knob to change the left two digits and turn the large tuning
knob to change the right two digits.
ATC AIiT key and Push the ALT line key to alternately select altitude reporting (ON ALT) or ident (OFF ALT)
annunciator mode. Select ON ALT mode for TCAS operation.
Altitude reporting (ON ALT) mode is the normal operating mode. The transponder replies to
interrogation pulses, and transmits uncorrected barometric altitude (mode C).
Reply (OFF ALT) mode is normally used only when requested by ATC. The transponder replies
t o interrogation pulses (mode A), but does not transmit altitude data.
pq
The TDR-94 automatically replies to ATCRBSECAS interrogations (mode S). No operator action
is required.
A1;T display This display shows the uncorrected barometric altitude that is transmitted in the ON ALT mode.
TCAS mode key and Push the third line key to select the TCAS operating mode (STBY, TA/RA, or TA). The selected
annunciator (RTU-870Tonly) mode annunciates by the line key.
In STBY mode the TCAS does not transmit. In TA/RA mode, both t r f i c and resohtion
advisories may display on the PFDMDMFDs. In TA mode, traffic advisories (only) may display.
TDFUTCAS test key and Push the TST key to initiate the TCAS and TDR self-test routines (ON TST). When the key is
annunciator released, test mode turns off (TST).
The RTU-87OA does &test TCAS since TCAS requires installation of a RTU-87OT
Return to main menu select Push the RTN key to display the RTU main menu page. Note that "STBY" displays instead of
key "RTN"when the ATC STBY button is pushed on. "ID" displays instead of "RTN" (for about 20
seconds) when the ATC ID button is pushed.

LUBBER LINE FORMAT KNOB

\ TURN INDICATOR
FORMAT SELECT KNOB

/
ASINGLE-BAR
BEARING
POINTER
-.,---- DUAL- BAR

BEARING
POINTER
/~DUAL-BAR
BEARING
POINTER
SOURCE
ANNUNCI A TOR
\
POINTER
SOURCE RMI FORMAT
KNOB
DUAL-BAR
BEARING
POINTER
SOURCE KNOB
\ALL FORMATS:]
IF A NAV SENSOR FAILS, THE SDU DISPLAYS AN 'X' OVER THE

SENSOR ANNUNCIATOR (HXG. VHR, @, ETC). NOTE THAT THIS
ANNUNCIATION ALSO DISPLAYS IF 'NO COMPUTED DATA' IS
RECEIVED BY AN SDU-6406 (ONLY). CGO-0232-07-AC- 1
SDU-64OA/B Sensor Display Unit, Controls and Displays

Figure 3-I9 (Sheet I of 6)

Table 3-90. SDU-640AA3 Sensor Display Unit, Controls and Displays
Compass display The compass display is a full 360-degree rose in all formats. The compass rose contains index
markings every 5 degrees; alphanumeric markings display at 30-degree intervals. Additional
fured index marks display outside the rose perimeter at 45-degree intervals with respect to the
lubber line.
Lubber line The lubber line is a fmed triangle symbol at the top of the compass rose. The present aircraft
Marker beacon annunciation Marker beacon status is shown by a flashing and boxed "OM" (outer marker), "MM" (middle
marker), or "17"(inner marker) annunciation. This annunciation displays in all formats.
Format select knob and Turn the FORMAT knob to select the display format of the center section of the indicator.
annunciator Available formats in (clockwise) order of selection are RMI, VLF, FMS, VOR 1(or LOC l),DME,
VOR 2 (or LOG 21, and RMI (again). After RMI format is selected, turn the knob in the opposite
direction to select a different format.
The selected format annunciates in the upper left of the screen. VOR or LOC annunciates (not
both), depending on the tuned NAV frequency.
If dual VLF and FMS are installed, available formats in (clockwise) order of selection are RMI,
VLF1, FMS1, VORl (or LOCl), DME, VOR2 (or LOC2), FMSB, VLF2, and RMI (again).
RMI format A full-screen RMI displays in the RMI format. No additional data is displayed in the center
section of the indicator, Bearing pointers (when displayed) appear as full-length single- o r dual-
bar pointers.
Format knob turn indicator In the RMI format, a clockwise or counterclockwise. pointing arrow displays to show the direction
in which the FORMAT knob must be turned to select a different format.
Single-bar bearing pointer A single-bar pointer may be selected for display. This pointer shows bearing to a selected NAV
station.
Single-bar bearing pointer Turn the lower left knob to display the bearing pointer and select the NAV source that drives the
source knob and annunciator pointer. The selected source (none, VOR 1,ADF (or ADF 11, and FMS (or FMS 1j) and a pointer
icon annunciate near the knob.
If a Iocalizer frequency is tuned while VOR bearing is displayed, LOC 1annunciates and the
pointer is removed. If valid bearing data is not available, the pointer is not displayed.
Dual-bar bearing pointer A dual-bar pointer may be selected for display This pointer shows bearing to a selected NAV
station.
Dual-bar bearing pointer Turn the lower right knob to display the pointer and select the NAV source that drives the
source knob and annunciator pointer. The selected source (none, VOR 2, ADF (or ADF Z), and FMS (or FMS 2)) and a pointer
icon annunciate near the knob.
If a localizer frequency is tuned while VOR bearing is displayed, LOC 2 annunciates and the
pointer is removed. If valid bearing data is not available, the pointer is not displayed,

DUAL-BAR
BEARING POINTER
I
/ SINGLE-BAR
BEARING
FORMAT 1 POINTER
ANNUNCIATOR
GROUND SPEED\-
DISPLAY
TRACK DISPLAY
POSITION DISPLAY
/DUAL-BAR
BEARING
POINTER
SOURCE
SINGLE-BAR---- ANNUNCIA OR
BEARING
POIN TER
SOURCE
SINGLE- BAR
BEARING
POlN TE R
SOURCE M F FORMAT
KNOB
BAR
BEARING
POINTER
SOURCE KNOB
CGO-0232- 07-AC-2
SDU-640N3 Sensor Display Unit, Controls and Displays


Table 3-91. SDU-640AIB Sensor Display Unit, VLF Display.

~

~
VLF format Ground speed, magnetic track, and present position coordinates from the CMA digitally display in
the center section of the indicator. Bearing pointers (when selected) are only partially displayed,
so the VLF data is not overwritten.
Format annunciator "VLF"annunciates in the upper left of the screen when VLF format is selected. "VLF 1"or "VLF
2" annunciates if dual VLFs are installed.
Ground speed display The GS display numerically shows the VLF computed ground speed (in knots).
Track display The TRK display numerically shows the VLF magnetic track angle (in degrees).
Position display VLF computed present position latitude and longitude coordinates numerically display (in
degrees and minutes).
Single-barbearing pointer A single-bar pointer may be selected for display The pointer head and reciprocal tail show the
bearing to a selected NAV station.
Single-barbearing pointer Turn the lower left knob t o display the bearing pointer and select the NAV source that drives the
source knob and annunciator pointer. The selected source and a pointer icon annunciate near the knob.
Dual-bar bearing pointer A dual-bar pointer may be selected for display. The pointer head and reciprocal tail show the
Dual-bar bearing pointer Turn the lower right knob to display the bearing pointer and select the NAV source that drives
source knob and annunciator the pointer. The selected source and a pointer icon annunciate near the knob.

SELECTED HEADING BUG DME DISTANCE DISPLAY

\
/AIRPLANE SYMBOL
TO/FROM SYMBOL \-
LATERAL DEV BAR-

/SELECTED COURSE
LATERAL DEV SCALE-, POINTER
-COURSE KNOB
ANNUNCIATOR
HEADING KNOB-------
ANNUNCIATOR
HEADING
SELECT
/
KNOB
VOR FORMAT
SELECTED COURSE
COURSE SELECT
DISPLAY KNOB
CGO-0232- 07- AC-3


Table 3-92. SDU-640AlB Sensor Display Unit, VOR Display.
VOR format The center section of the indicator simulates an HSI display in the VOR and LOC formats.
Bearing pointers are not displayed in VOR format.
Format annunciator TOR 1"or "VOR 2" annunciates in the upper left of the screen when VOR 1or VOR 2 format is
selected.
Airplane symbol A fmed airplane symbol displays in the center of the rose. This reference symbol points toward
the lubber line.
Selected heading bug A bug symbol displays to show a selected heading reference. This symbol rotates around the
compass rose when the heading select (HDG) knob is turned.
Heading knob annunciator "HDG" annunciates near the heading select knob (instead of a bearing pointer source
annunciation) in this format.
Heading select knob Turn the lower left (HDG) knob t o move the selected heading bug symbol around the compass
rose.
Selected course pointer and The selected course pointer is a triangle-head pointer with a reciprocal tail. This pointer shows a
display selected course angle through the tuned VOR 1or VOR 2 station and is numerically repeated in
the selected course display.
Course knob annunciator "CRS" annunciates near the course select knob (instead of a bearing pointer source annunciation)
in this format.
Course select knob Turn the lower right (CRS) knob t o select the desired course angle. This angle is shown by the
selected course pointer and display.
To/from symbol A wedge-shaped symbol displays t o annunciate selected course to/from direction. This symbol
rotates as a part of the course pointer and points toward the tuned VOR station. The wedge
switches direction when the course differs from the selected VOR radial by more than 90 degrees.
Lateral dev bar and scale The lateral deviation bar is the center portion of the selected course pointer. This bar moves left
or right from the pointer head and tail t o show lateral deviation from the selected course. The
amount of deviation is read against a deviation scale, which consists of four dots displayed
perpendicular to the lateral deviation bar. Each dot represents 5 degrees of deviation.
DME distance display The DME distance (in nautical miles) from the aircraft to the tuned VOR station displays in the
upper right of the screen. If DME data is invalid, the distance display is repIaced by a boxed
DME fail annunciation.
DME hold annunciator A boxed "H" annunciates under the DME distance display when DME hold is selected.

oDeratjon 523-0775809
SELECTED COURSE POINTER
SELECTED HEADING BUG DME DISTANCE DISPLAY
EMD , HOLD
ANNUNCIATOR
FORMAT 1
ANNUNCIATOR
/AIRPLANE SYMBOL
LATERAL DEV SCALE--
LATERAL DEV BAR-*

-----GS DEV DISPLAY
OR B/C
-COURSE KNOB
ANNUNCIATOR
HEADING KNOB-------
ANNUNCIATOR
HEADING
SELECT
/
KNOB
SELECTED COURSE
COURSE SELECT
DlSPLAY KNOB
CGO-0232- 07 - AC- 4


Table 3-93. SDU-640AlB Sensor Display Unit, LOG Display.
LOG format The center section of the indicator simulates an HSI display in the VOR and LOC formats.
Bearing pointers are not displayed in LOC format.
Format annunciator "LOC 1" or "LOC 2" annunciates in the upper left of the screen when LOC 1 or LOC 2 format is
selected.
Airplane symbol A fmed airplane symbol displays in the center of the rose. This reference symbol points toward
the lubber line.
Selected heading bug A bug symbol displays t o show a selected heading reference. This symbol rotates around the
Heading knob annunciator "HDG" annunciates near the heading select knob (instead of a bearing pointer source
annunciation) in this format+
Heading select knob Turn the lower left (HDG) knob to move the selected heading bug symbol around the compass
rose.
Selected course pointer and The selected course pointer is a triangle-head pointer with a reciprocal tail. This pointer shows a
display selected course angle through the tuned LOC 1or LOC 2 station and is numerically repeated in
the selected course display.
Course knob annunciator "CRS" annunciates near the course select knob (instead of a bearing pointer source annunciation)
in this format.
Course select knob Turn the lower right (CRS) knob to select the desired course angle. This angle is shown by the
selected course pointer and display.
Lateral dev bar and scale The lateral deviation bar is the center portion of the selected course pointer. This bar moves left
or right from the pointer head and tail to show localizer deviation. The amount of deviation is
read against a deviation scale, which consists of four dots displayed perpendicular t o the lateral
deviation bar. Each dot represents 0.0775 DDM of deviation.
GS dev display The GS deviation display automatically appears when a localizer (1 or 2) frequency is tuned.
When making a back-course approach,this display is replaced with a BIC annunciation. The B/C
annunciation displays when the selected course differs from the aircraft heading by more than 90
degrees.
Deviation above or below the glidepath is shown by the position of a triangular pointer relative to
the deviation scale. The scale consists of a center mark, two dots above center, and two dots
below center. Each dot represents 0.0875 DDM of deviation.
DME distance display The DME distance (in nautical miles) from the aircraft to the tuned LOC station displays in the
upper right of the screen. If DME data is invalid, the distance display is replaced by a boxed
DME fail annunciation.
DME hold annunciator A boxed "H" annunciates under the DME distance display when DME hold is selected.

DUAL- BAR SINGLE- 3 A R

BEARING POINTER BEARING POINTER
FORMAT
ANNUNCIATOR
\
/ NDATA
0 . 2 DME
COLUMN
-
NO. 1 DME-\-
DATA COLUMN
IOEN T/FREQ -
-
\
110.45
L
ICT a-
c
DISTANCE
/--
/ DUAL-BAR
BE A R IN G
POINTER
SOURCE
SN
IGLEB
-AR
--
ANNUNCIATOR
BEARING
POINTER
SOURCE
ANNUNCIATOR
SINGLE-BAR
BEARING
POINTER
SOURCE
KNOB
DME FORMAT
\
D U A L - BAR
BEARING
POINTER
SOURCE KNOB
CGO-0232-07- AC- 5


Table 3-94. SRU-640AIB Sensor Display Unit,LIME Display.
DME format Channel 1DME data from both DME transceivers digitally displays in the center section of the
indicator in two data columns. Column 1shows number 1(left side) DME parameters; column 2
shows number 2 (right side) DME parameters.
Bearing pointers (when selected) are only partially displayed so the DME data is not overwritten.
Format annunciator "DME" annunciates in the upper left of the screen when DME format is selected.
Idenufreq display The ident/frequency display line shows the DME ident codes of the tuned stations. If a valid ident
is not available, the DME frequency displays. If DME hold is selected, the identlfrequency is
replaced with a boxed "HOLD"annunciation.
Distance display The distance display line shows the computed DME distance (in nautical miles) to the tuned
stations. If DME data is invalid, the distance display is replaced by a boxed DME fail
annunciation.
Single-barbearing pointer A single-bar pointer may be selected for display. The pointer head and reciprocal tail show the
Single-barbearing pointer Turn the lower left knob t o display the bearing pointer and select the NAV source that source
and annunciator knob drives the pointer. The selected source and a pointer icon annunciate near the knob, If a
localizer frequency is tuned while VOR bearing is displayed, LOC 1annunciates and the pointer
is removed. If valid bearing data is not available, the pointer is not displayed.
Dual-bar bearing pointer A dual-bar pointer may be selected for display The pointer head and reciprocal tail show the
Dual-bar bearing pointer and Turn the lower right knob t o display the bearing pointer and select the NAV source that source
annunciator knob drives the pointer. The selected source and a pointer icon annunciate near the knob. If a
localizer frequency is tuned while VOR bearing is displayed, LOC 2 annunciates and the pointer
is removed. If valid bearing data is not available, the pointer is not displayed.

DESIRED TRACK POINTER
SELECTED HEADING BUG TO WAYPOINT DISTANCE DISPLAY
RECKONING
ANNUNCIATOR
FORMAT
ANNUNCIATOR
/AIRPLANE SYMBOL
CROSS TRACK
DEV SCALE\
/ TO/FROM ARROW
.-.
CROSS TRACK
DEV BAR
y MESSAGE
AN NUNCIATOR
CROSS TRACK -\,
ANNUNCIATOR
HEADING KNOB----”-
ANNUN CIATOR
HEADING
SELECT
/
KNOB
FMS FORMAT
\\
DESIRED
TRACK
0ISP LAY
CGO-0232- 07-AC- 7
SDU-64OA/B Sensor Dispiay Unit, Controls and Displays

Figure 3-I9 (Sheet 6 of 6)

Table 3-95. SDU-640- Sensor Display Unit, FMS Display
F
I
The SDU-640A does not display the FMS format
FMS format The center section of the indicator simulates an HSI display in the FMS format. Bearing pointers
are not displayed in FMS format,
Format annunciator "FMS"annunciates in the upper lefe of the screen when FMS format is selected. "FMSI"or
"FMSZ" annunciates if dual FMS is installed.
Airplane symbol A fixed airplane symbol displays in the center of the rose. This reference symbol points toward
the lubber line.
Selected heading bug A bug symbol displays t o show a selected heading reference. This symbol rotates around the
Heading knob annunciator "HDGtannunciates near the heading select knob (instead of a bearing pointer source
annunciation) in this format.
Heading select knob Turn the lower left (HDG) knob to move the selected heading bug symbol around the compass
rose.
Desired track pointer and The desired track pointer is a triangle-head pointer with a reciprocal tail. This pointer
display shows a desired track angle and is numerically repeated in the desired track display. Note that
desired track is automatically set, so that the lower right knob is not active.
To/fiom arrow The to/from arrow shows the relative direction of the "to" waypoint in relation to the desired track
pointer. The to/from arrow rotates with the desired track arrow.
Cross track dev bar and scale The cross track deviation bar is the center portion of the desired track pointer. This bar moves
left or right from the pointer head and tail to show cross track deviation. The amount of
deviation is read against a deviation scale, which consists of four dots displayed perpendicular t o
the cross track deviation bar. Depending upon interconnect strapping options; full-scale deviation
(2 dots) represents 1.25 or 2.0 nmi when in approach mode, and 7.5 or 10 nmi when in en route
mode.
To waypoint distance display The distance to waypoint display shows the distance (in nautical miles) to the waypoint
associated with the desired track pointer. If the distance exceeds 9999 nmi, the distance shows
9999 and flashes continuously.
Approach annunciator The approach (APPR) annunciator shows that VLF/FMS/LRN/LNVAPPR mode is selected on the
long range navigation system.
Cross track annunciator The cross track (XTK) annunciator shows that a cross track warning is being received from a
navigation receiver. The "XTKI annunciation is removed if the "NO FLIGHT PIAN"
annunciation is shown.
Dead reckoning annunciator The dead reckoning (DR) annunciator shows when FMS is in dead reckoning mode. The "DR"
annunciation is not removed if the "NO FLIGHT PLAN" annunciation is shown.
Message annunciator The message (MSG) annunciation shows that an unread FMS message exists. This annunciation
flashes until acknowledged by the pilot. The "MSG"annunciation can be shown on all SDU-640B
display formats.

LEFT DISPLAY CONTROLS RIGHT DISPLAY CONTROLS
\ i
\ \
FAST
SLAV€
k5-l
LEFT PANEL
RIGHT PANEL
3 - T U B E SYSTEM
CENTER PANEL
GAO-081 I - 024
Cockpit Switches, ControIs


Table 3-96. Cockpit Switches, Controls.
Display controls Pushbutton switches above each ARP toggle input discretes to the leR or right side large displays.
These pushbuttons select the attitudeheading input source, air data input source, and CDU
control source and enable PFD backup reversion (if an onside ND or MFD is installed).
AHRS buttons Push the AHRS button to select the left or right AHC computer as the active source for attitude
and heading dispIay data. The 1(left) or 2 (right) button annunciator lights to show the selected
MC.
AIR DATA buttons Push the AIR DATA button t o select the left or right ADC computer as the active source for
airspeed, altitude, and vertical speed display data. The 1(Ieft) or 2 (right) button annunciator
lights to show the selected ADC.
CDU buttons Push the CDU button to select the onside or offside CDU as the active display controller. The
NORM (onside) or REV (offside) button annunciator lights to show the selected CDU. When REV
is selected, the onside CDU is disabled (blanked).
PFD buttons Push the PFD button t o select the normal operating mode or PFD backup mode. The NORM
(normal) or REV (backup)button annunciator lights to show the selected mode.
If the PFD fails, select REV mode to blank the PFD and display primary flight data on the ND or
MFD. Note that this pushbutton is not installed on the right side of a 3-tube system.
Side panels LeR and right side reversion switching panels are installed below the large displays. These
panels independently select fast slave, battery test, FL 180 alert, and display dim functions.
FAST SLAW3 button Push the FAST SLAW button t o force the AHC to fast slave to the FDU heading.
AHRS BAT TEST button Push the AHRS BAT TEST button to test the AHC backup battery. This button is not installed
on the right panel.
FL 180 switch The FL 180 toggle switch enables or disables the flight level 180 alert. At the ENABL position,
the PFD barometric pressure display flashes when aircraft altitude is 18 000 feet. At the DSABL
position, this alert is canceled or inhibited.
DSPLY DIM knob Turn the DSPLY DIM knob t o adjust the display brightness of the onside instruments.
Center panel The center reversion switchingpanel selects RTU reversion, remote radio tune disable, the active
transponder, marker beacon receiver sensitivity, and individual COlWNAV audio levels.
1RTU reversion switch The 1RTU toggle switch enables or disables the left RTU. At the NORM position, the RTU
controls the COM, NAY ADF, and ATC (if selected) radios. At the DSABL position, the RTU is
disabled (blanked). Refer t o figure 3-10, M button description.
2 RTU reversion switch The 2 RTU toggle switch enables or disables the right RTU. Operation is as described above.
RMT TUNE switch The RMT TUNE toggle switch enables or disables the remote radio tune function. At the NORM
position, the RTUs accept tune words from the M S . This allows the CDUs to remote tune the
radios and enables the FMS autotune function. At the DSABL position, the RTUs ignore remote
tune words.
ATC switch The ATC toggle switch enables one of the two transponders. Only one transponder may be active
at a time. The enabled transponder (1 or 2) is controlled by the onside RTU (unless the RTU is in
reversion mode).
MKR switch The MKFi toggle switch selects HI or LO sensitivity for both of the marker beacon receivers (part
of the VIR radios).
VOL controls A row of VOL knobs independently adjust the audio output levels of the COMM 1,COMM 2,
NAV, MIZR BCN, DME, and ADF receivers.

NOTE: AN OPTIONAL PAOV BUTTON MAY ALSO
BE INSTALLED.
AP DISC BUTTON
MANUAL TRIM SWITCH
r M l C BUTTON
SYNC BUTTON
AP DISC BUTTON
MANUAL TRIM SWTICH,-
MIC BUTTON-,
7
HORN OUT BUTTON LADV BUTTON
(OPTIONAL)
P I LOT COPlLOT
CONTROL WHEEL CONTROL W H E E L
GAO-0811-024
Cockpif Switches, Controls

Table 3-97. Cockpit Switches, Control Yokes.
Go around button(s) The GA buttons are on the outboard sides of the throttle handles. The copilot's GA button is
optional. Push either GA button to disengage the autopilot (but not the yaw damper) and clear all
flight guidance modes. If the aircraft is on the ground when go around is selected, the flight
director generates fixed pitch-up, wings level commands until go around is canceled or until go-
around is reselected when in the air. If the aircraft is in the air when go around is selected, the
flight director generates fEed pitch-up, heading hold commands until go around is canceled.
Trim indicators The pitch and roll trim indicators are on the pedestal. Each indicator contains center and
directional markings that show the amount of trim in that axis.
RUD BOOST switch The RUD BOOST toggle switch enables or disables the rudder boost function. At the OFF
position, rudder boost is disabled and the RUDDER BOOST FAIL annunciator lights. At the
ARM position, the autopilot is enabled to automatically engage and run the rudder servo to
compensate for unequal leftkight engine pressures. The RUDDER BOOST FAIL annunciator
lights if a failure is detected. Refer to the theory of operation section for details on rudder boost.
Control wheels The pilot and copilot control wheels contain identical switches but in mirror image locations. The
following description applies to both control wheels.
Inboard horn The inboard horn of each control wheel is the grip toward the center of the aircraft.
SYNC button Push the SYNC button (on the uncoupled side) to synchronize flight director vertical and lateral
references to those currently being flown. When coupled, this button is not functional.
IDENT button Push the IDENT button to cause the transponder t o transmit an ATC identification pulse.
Line advance button An optional LINE ADV button may be used when a checklist is displayed on the MFD. Push the
LINE ADV button to check the cursored line and scroll down one line on the page. MFD line keys
and the CHP joystick also provide this function.
Outboard horn The outboard horn of each control wheel is the grip toward the nearest side of the aircraft.
AP DISC button Push the AI? DISC button to disengage the autopilot and yaw damper. Push this button again to
cancel the flashing and aural disengage warnings.
MANUAL TRIM switch The manual trim switch consists of a pushbutton enable and directional slide controls. Operate
either trim switch t o disengage the autopilot (but not the yaw damper) and apply manual pitch or
roll trim command. Push the trim switch again to came1 the flashing and aural disengage
warnings (without disengaging the yaw damper).
Push the trim switch and slide forward to apply nose-down trim. Push and slide backward to
apply nose-up trim. Push and slide right to apply roll-right trim. Push and slide left to appIy roll-
left trim.
HORN OUT button Push the horn out button to cancel an autopilot disengage or overspeed aural warning.
MIC button Push the MIC button to key the COM transceiver to transmit voice communication.
Page advance button An optional PAGE ADV button may be used when a checklist is displayed on the MFD. Push the
PAGE ADV button t o exit the displayed checklist and seIect the next checklist on the NORMAL
(or ABNORMAL) PROCEDURE menu page. The CHP joystick also provides this function.

I ... , ".."
" ,
Beechjet 400A
Avionics System
system manual
Volume 2

Rockwell
llYllillIl1llll11lllllll~llllllllllllll1ll
* 5 2 3 - 0 7 7 5 8 0 7 - 0 0 4 1 1 A *
Collins
Rockwell
Coltins
Beechjet 400A
Avionics System
..l___ . - .. . . . . . ... _. .... _.-
I. .^. , . . . . . . .
. . . i . .
. . . .
. .
. . . . ......... . . . . . -
Volume 2 system manual
Volume 1 includes:
Genera1 Information 523-0775808

Operation 523-0775809
Volume 2 includes:
Theory of Operation 523-0775810

Maintenance 523-077581I
Bulletins 523-07756 12
Supplement @-Tube System) 523-0776069
Notice
Specialized sophisticated test equipment and extensive depot level repair training are required for testing the equipment
covered in this manual. Therefore, this manual may not be used to test or repair the subject equipment unless the using
facility has been specifically authorized by Rockwell Collins to do so. This manual does not need to be kept current if it is
only used for reference purposes.

Prinfed in the United States of America 523-0775807-00411A
0 1997 Rackwell Collins, Inc.
.- - - - -
BEECHJET SM MAR 12197
ADVISORIES
Rockwell Collins, Inc. does not take the responsibility for certification of the APS-850 when used with equipment
other than those covered by the Rockwell Collins, Inc. safety analysis. The APS-850 Autopilot System has been
certified with a safety analysis based on the use of the AHS-85 attitude system. The use of any other attitude
system requires a new safety analysis to ensure that the safety requirements of the autopilot system are met.
I-GZJ
Electronic control systems, such as autopilots, engine controls, he1 controls, temperature sensors, etc, used for
aircraft control can be susceptible t o transmissions from communications transceivers, DME's, transponders,
etc, that can interfere with aircraft operations. If such a situation occurs, discontinue transmission or select
a different frequency. If necessary, turn off the radio.
The area within the scan arc and within 0.65 meters (2 feet) of an operating RTA-844/854 Weather Radar
System constitutes a hazardous area. Do not operate the system in any mode other than standby (STBY) or
test (TEST) when the antenna might scan over personnel within that range. Never turn on the transmitter
while in a hanger. FAA Advisory Circular 20-68B, or superseding documents, provide additional details
regarding the radiation hazards associated with ground operation of airborne weather radar.
Service personnel are to obey standard safety precautions, such as wearing safety glasses, to prevent personal
injury while installing or doing maintenance on this unit.
Use care when using sealants, solvents, and other chemical compounds. Do not expose to excessive heat or open
flame. Use adequate ventilation. Avoid prolonged breathing of vapors and avoid prolonged contact with skin.
Observe all cautions and warnings given by the manufacturer.
Remove all power to the unit before disassembling it. Disassembling the unit with power connected is
dangerous to life and may cause voltage transients that can damage the unit.
I-iGZJ
This unit may have components that contain materials (such as beryllium oxide, acids, lithium, radioactive
material, mercury, etc) that can be hazardous to your health. If the component enclosure is broken, handle the
component in accordance with OSHA requirements 29CFR 1910.1000 or superseding documents to prevent
personal contact with or inhalation of hazardous materials. Since it is virtually impossible to determine which
components do or do not contain such hazardous materials, do not open or disassemble components for any
reason.
i
ADVISORIES (Cant)
This unit exhibits a high degree of functional reliability. Nevertheless, users must know that it is not practical
to monitor for all conceivable system failures and, however unlikely, it is possible that erroneous operation could
occur without a fault indication. The pilot has the responsibility to find such an occurrence by means of cross-
checks with redundant or correlated data available in the cockpit.
1-1
Be extremely careful when handling the AHC-85E, especially when setting the unit down on a fix.ture, work-
bench, etc. Dropping one end as little as 19 mm (3/4 in) can damage gyro bearings. Store the unit in its original
shipping container when not in use and when carrying the unit between shops or to the aircraft for installation.
I-iGZJ
Turn off power before disconnecting any unit from wiring. Disconnecting the unit without turning power off
may cause voltage transients that can damage the unit.
I Caution I
This unit contains electrostatic discharge sensitive (ESDS) components and ESDS assemblies that can be
damaged by static voltages. Although most ESDS components contain internal protection circuits, good
procedures dictate careful handling of all ESDS components and ESDS assemblies.
Obey the precautions given below when moving, touching, or repairing all ESDS components and units
containing ESDS components.
a. Deenergize or remove all power, signal sources, and loads used with the unit.
b. Place the unit on a work surface that can conduct electricity (is grounded).
C. Ground the repair operator through a conductive wrist strap or other device using a 470-kQ or I-MQ series
resistor t o prevent operator injury.
d. Ground any tools (and soldering equipment) that will contact the unit. Contact with the operator's hand
is a sufficient ground for hand tools that are electrically isolated.
e. All ESDS replacement components are shipped in conductive foam or tubes and must be stored in their
shipping containers until installed.
f. ESDS devices and assemblies, that are removed from a unit, must immediately be put on the conductive
work suxface or in conductive containers.
g. Place repaired or disconnected circuit cards in aluminum foil or in plastic bags that have a layer of, or are
made with, conductive material.
h. Do not touch ESDS deviceslassemblies ox remove them from their containers until they are needed.
Failure to handle ESDS devices as described above can permanently damage them. This damage can cause
immediate or premature device failure.
I TSONote I
The conditions and tests required for TSO approval of this article are minimum performance standards. It is
the responsibility of those desiring t o install this article either on or within a specific type or class of aircraft
t o determine that the aircraft installation conditions are within the TSO standards. The article may be
installed only if further evaluation by the applicant documents an acceptable installation and is approved by
the administrator.
..
zz
WARNING
INFORMATION SUBJECT TO EXPORT CONTROL LGWS
This document may contain information subject to the International TrafEc in Arms
Regulation (ITA&) or the Export Administration Regulation (EAR)of 1979 which may
not be exported, released, or disclosed to foreign nationals inside or outside of the
United States without firstobtaining an export license. A violation of the ITAR or EAR
may be subject to a penalty of up to 10 years imprisonment and a fine o f up to
$1,000,000 under 22 U.S.C.2778of the A r m s Export Control Act of 1976 or $&on
2410 of the Export Administration Act of 1979. Include this notice with any repro-
duced portion of this document.
CAUTION
The material in this publication is subject to change. Before attempting any

maintenance operation on the equipment covered in this publication, verify that
you have complete and up-to-date publications by referring to the applicable
Publications and Service Bulletin Indexes.
SOFTWARE COPYRIGHT NOTICE
0 1997 Rockwell Collins, Inc.
All Software resident in this equipment is protected by copyright.
We welcome your comments concerning this publication. Although every effort

has been made to keep it free of errors, some may occur. When reporting a
specific problem, please describe it briefly and include the publication part num-
ber, the paragraph or figure number, and the page number.
Send your comments to: Publications Department MS 106-124
Collins General Aviation Division
or by Internet E-Mail to:
GENAVPUB@COLLINS.ROCKWELL.COM
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
TEMPORARY DATE DATE

PAGE NUMBER BY BY
Volume 1
2 1-26 Apr 8/02 Rockwell Collins Jun 20/03 Rockwell Collins
Volume 2

523-0775807-06411A Oct 21/04
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
TEMPORARY DATE DATE

PAGE NUMBER BY BY

523-0775807-06411A Oct 21/04
1523-0775810-004I 18
@Ab RockuwefI Avionics & Communications
Beechjet 400A
Avionics System
theory of operation
table of contents
Paragraph Page
4.1 GENERAL .............................................................................................. 4-1
4.2 OVERVIEW ............................................................................................ 4-1

4.2.1 Bus Types ............................................................................................. 4-1
4.2.2 Block Diagram ......................................................................................... 4-1
4.3 FUNCTIONALTHEORY ............................................................................... 4-13

4.3.1 IAPS (Integrated Avionics Processor System) ICC-85 1 ........................................................ 4-20
4.3.2 IAPS (Integrated Avionics Processor System) ICC-4008 ....................................................... 4-50
4.3.3 IDS (Instrument Display System) .................................................... ; .................... 4-92
4.3.4 ADS (Air Data System) ................................................................................ 4-126
4.3.5 AHS (Attitude Heading System) ......................................................................... 4-146
4.3.6 FCS (Flight Control System) FCC-850 .................................................................... 4-158
4.3.7 FCS (Flight Control System) FCC-4007 ................................................................... 4-180
4.3.8 FMS (Flight Management System) FMC-85X .............................................................. 4-202
4.3.9 FMS (Flight Management System) FMC-5000 .............................................................. 4-238
4.3.10 RSS (Radio Sensor System) ............................................................................ 4-266
4.3.1 1 WXR (Weather Radar System) .......................................................................... 4-322
4.3.12 ADAS (Aircraft Data Acquisition System) ................................................................ 4-330

List of Effective Pages *The asterisk indicates pages changed,added, or deleted by the current change.
Page Issue
Title ..................... 12 Mar 97

List of Effective Pages ...... 12 Mar 97
4-1 t h 4-337 ............. 12 Mar 97
4-338Blanlr ...............12 M a 97
RETAIN THIS RECORD IN THE FRONT OF TWE MANUAL. ON RECEIPT OF

Record of Revisions REVISIONS,INSERT REVISED PAGES M TIlE MANUAL, AND ENTER DATE
REV
NO DATIE/BY INCLUDED
1st Ed 25 Apr 90 None
2nd 15Jul92 NNOYel
3rd 30 Nov 94 None
4th 12 Mar 97 None

I
. ..... . , I -
‘L . *
section
theory of operation
w
4.1 GENERAL The four PWR-851A modules independently power
the left flight control computer, right flight control
This section provides a system-level explanation of computer, left flight management computer, and
how the Beechjet 400A Avionics System operates. right CDU coupler (or right flight management
Several pages of schematic representation show two computer). Each PWR module also powers one IOC
levels of cross-indexed block diagrams, all data concentrator. The roll trim coupler receives
interconnections, and the interface paths for all both left and right side power from two PWR
controls and displays. modules.
4.2 OVERVIEW The four IOC-851( ) inputioutput data concentrators

receive data bus inputs from the left and right side
4.2.1 Bus Types air data computers, attitudeheading computers,
flight control computers, flight management
The various LRUs in the system interface with each computers, com/nav/pulse radios, large displays,
other using several 2-wire digital data buses. Each radio altimeter, and data acquisition unit. IOC
bus has a unique name. The buses are primarily output data buses supply the appropriate data words
ARINC 429 format, with some private RS-422 buses to each large display, weather radar assembly,
and an ARINC 453 (radar) bus. Table 4-1 lists each sensor display driver, radio tuning units, primary
digital bus and the corresponding bus type. com/NAV radios, air data computers, flight control
computers, flight management computers, and data
4.2.2 Block Diagram acquisition unit.
Figure 4-1is a comprehensive block diagram of the The upper portion of the block diagram shows the
Beechjet 400A Avionics System. Individual sheets panel and pedestal mounted LRUs, each positioned
show the 3-tube, 4-tube (single MFD), 4-tube (dual approximately where mounted in the cockpit. The
1 MFD/FMSNLF), and 4-tube AMs-5000 (dual large (color) displays are the EFD-871 and the
1 MFD/FMS/GPS) configurations. The following MFD-871. Each EFD-871 is configured by mount
paragraphs describe the signal flow between LRUs in strapping to function as either a PFD (primary flight
the system. display) or an ND (navigation display). The ND
configuration is not used in the 3-tube system. Each
Refer to figure 4-1,sheet 1. This page shows a block PFD receives inputs from both left and right
diagram of the 3-tube system. attitudeheading computers, left and right air data
computers, and from each inputloutput concentrator
The LAPS is the central item in the diagram, and is (in the ZAPS). Each PFD provides an output bus to
shown as two large blocks labeled "P10 ICC-851." the onside pair of IAPS data concentrators.
The ICC-851 U P S card cage contains four
independent PWR-851A power supplies, four The MFD-871 receives inputs from both left and
IOC-851( ) inputhutput data Concentrators, flight right attitudeheading computers, left and right air
control system computers, a roll trim coupler, flight data computers, each IAF'S concentrator, flight
management system computers, and a CDU coupler. management computer, weather radar assembly, and
Note that each of these units is an individual LRM from the joystick on the CHP courseheading panel.
(line replaceable module). Each major avionics unit The MFD-871 provides an output bus to the onside
on the airplane loads data onto a bus that is input to pair of IAPS data concentrators, and to the data
the U P S for processing and distribution to acquisition unit. The MFD can display primary
appropriate units (critical AHS and ADS data is also flight data if the number 1PFD fails. In the 3-tube
applied directly t o the displays). system, an MFD is installed on the pilot side only

theoty of operation 523-0775810
The SDU-640( ) is a monochrome display unit The TTR provides an audio output to the airplane
installed on both the left and right sides of the panel. audio system and traffidresolution advisory outputs
Each unit displays backup navigation and sensor to the PFD and MFD.
information. The SDD-640( ) is a 2-channel
processor that receives inputs from the left side NAV The MSP-850A panels provide flight guidance mode
radios, the right side NAV radios, both selection for the FCC-850 flight control computers
attitudeheading computers, and an IAJ?S data (resident in the LAPS assembly). The FCC then
concentrator. Each channel of the SDD provides returns a mode interlock that lights an MSP button
drive for one SDU display annunciator. The APP-85 provides autopilot control
input to both flight control Computers. The
The ARP-850/851 is a control panel installed above computers then independently calculate command
each PFD. The ARP allows the operator t o select air outputs and together apply redundancy-monitored
data references and displays. servo drive to the elevator, aileron, and rudder
servos. The FCC computers also function together to
The ADC-850( ) air data computer receives ARP monitor elevator servo torque and automatically
data, onside W S concentrator data, and cross-side generate pitch trim outputs. The FCCs monitor left
ADC data. The ADC provides outputs t o the onside and right engine pressure and generate rudder boost
attitudelheading computer, onside TAPS data servo commands to compensate for pressure
concentrators, cross-side ADC computer, and to each imbalance. The computers apply flight director
large display commands and autopilot status t o the PFD displays.
The ATC-850 monitors the aileron servo motor drive
The left and right RTTJ-870( >sare the primary radio and automatically generates roll trim outputs.
controls. Each RTTJ receives an input bus from both
of the onside IAF'S data concentrators, and from one Each CDU-851/860/860Ais the primary controller for
cross-side concentrator. Each RTU provides a tune the onside PFD (and ND, if installed), one channel of
bus output t o both the left and right side the weather radar assembly, and the flight
com/nav/pulse radios. management system. The CDU can also tune any
nav/com/pulse radio. Inputs to each CDU include
Normally the onside RTU tunes the VHF-422A COM DH/MDA/RPT ALT from the appropriate
transceiver, VIR-432 VHF NAV receiver, DME-442 AAP-850/851,course and heading selection from the
DME transceiver, ADF-462 automatic direction CHP-850, and a data bus input from the left flight
finder, and the TDR-94/94D (or TDR-QO/CAD-870) management computer or right CDU coupler. The
transponder. In reversion mode, these radios can be CDU applies output data to the onside FMS
tuned by the cross-side RTU. The left VHF-422A computer/CDU coupler. The CDU-860A also
and VIR-432 may also be burst-tuned by a bus from provides AFIS capability
the W S . The COM/NAV/pulse radios apply data
bus outputs to the IAPS; NAV radios also apply data The left flight management computer is the
to the SDD sensor display driver. The COMZNAV FMC-851( ) and FMC-8520 (contains DBU interface);
radios apply audio outputs to the airplane audio these two modules are installed in the TAPS and
system. The CMA-764( ) receiver monitors control function together as one computer. The CDC-850( )
data from both sides of the U P S , and provides an control display coupler resides in the IAPS and is
output bus to the IAPS and the sensor display driver. installed so that two CDUs can operate with one
The CMA-764 is a VLF/Omega receiver; the FMS computer. The FMG (or CDC coupler) receives
CMA-764-1/-2also contains a GPS receiver. an input bus kom its cross-side CDCFMC
counterpart, onside CDU, and from each IAPS
The optional TTR-920 TCAS I1 Transmitter-Receiver concentrator. The FMC (or CDC coupler) provides
fitnctions with the TDR-94D Mode-S Transponder to an output bus to its cross-side counterpart, onside
provide TCAS I1 operation. The TDR receives air CDU, onside IAPS data concentrators, and t o the
data inputs from both ADC computers through the MFD-871.
IAPS data concentrators. The TTR receives an input
bus from the RAG-870 Radio Altitude Converter and The RTA-844 (or RTA-854) is a complete weather
from the left AHC-85E Attitude Heading Computer. radar system in a single LRU. The CDUs select
The TTR uses the transponder to establish a Mode-S radar control functions and apply radar control
-
communication link with a cooperating airplane.

ARP-850/851 NO. 1
L-ARP
r
-(TO AOC) L-AHC
R-AHC
4 L-AOE
R-AHC
L-AHC
R-AOC
L-AOC
TCAS
I RTU-870A/T RT!J-870A/T
NO. 2 P
PFD NO. 2
?
1
SDU-640A/B 3-TUBE SYSTEM SDU-640A/B
NO. 1 NO. 2
r I
I
I
t
L-RN
(TO RADIO'S)
t
R-RTU I
I
I
- I0
t
HSP-850A NO. 1 MSP-85OA N0.2

AAP-850/851 AAP-850/851
-
NO. 2
1
p/o
L
OPTIONAL OPTIONAL
.
4 2 9 CLOCK ICC-851 ICC-851 429 CLOCK
NO. 1
1-( IAPS
SIDE 1:
IAPS
SIDE 2 . IAPS
NO. 2
PWR-851A 1A PUR-851A 2A
4 RAC- PWR-851A 1B PWR-851A 2 8
SIDE 1 4
L-CLK
(TO OAU)
OAU-
-
A P P d
IOC-851/A 1A
IOC-851/A 1B
IOC-851/A 2A
lOC-85l/A 2 8
1 f- (TO
R-CLK
OAU)
r+,
SVO FCC-850 NO. 1 FCC-850 NO. 2
I n FMC- 851B/C CDC-85OB/C TO TTR
CABIN FMC-852B/C ATC-850
OISCRETES
SOD-640/A RTA-854
L-GROUP BUS
I I I I
I
1
'R-GROUP
f
BUS I
I
T SIDE 1
CAUTIONS/
WARNINGS
L-CLK
IAPS
JOYSTICK R-CLK
(TO MFO)
+ CHP-850
APP-85 f' SA-850 STALL WARNING SYSTEM
-
SIDE 1
R-NAV RADIOS
L-NAV RADIOS
I
I TO DISPLAYS
4 w F - 4 2 2 A' 1 h I I I I
TO DISPLAYS
AOM-850 IS INSTALLED IN AOC-850 (NOT IN AOC-8500). R-AHC R-AOC
L-ADC L-AHC
I NO. 1 Q ICU-85 IS INSTALLED IN AHC-85E. Q t
t 1
'Ill
3 AOF-462 NO. 2 IS OPTIONAL. USE AOF ANTENNA
4,
ANT-462A (SINGLE) OR ANT-4628 (DUAL).
@ GPS-ANT IS INSTALLED WllH CMA-764-1 ONLY.
OM€-442
Q TO TTR
NO. 1
AUDIO
L-ARP
X-CHAN TRE-920 TRE-920 ANT-462B 1

ADC
-RW
-RW
--c
2
-1
CGO-0491-03-AC- 1
L-AHC RAC
MF-ANT CPS-ANT
I I I - AUDIO
TCAS (TO DISPLAYS)
3-Tube Beechjet 400A Avionics System, Block Diagram


theov of operation 523-0775810
words through the IAPS to the RTA. The RTA into discrete outputs that are applied t o airplane
applies WXR video output to the MFD-871. annunciator shams.
Each AHC-85E Attitudemeading Computer Refer to figure 4-1, sheet 2. This page shows a block
functions as a vertical gyro, a directional gyro, and diagram of the 4-tube (single MFD) system.
a 3-axis rate/acceleration sensor. The onside FDU-70
provides flux measurement input and the onside This configuration is like the 3-tube system except
ADC provides TAS data input to each AHC that the MFD-871 is moved to the copilot side and an
computer. Each AHC-85E applies output data to the additional EFD-871 is installed on the pilot side of
large displays, sensor display driver, and t o both the instrument panel. The pilot primary
onside IAPS data concentrators. instruments are a PFD and an ND. The copilot
primary instruments are a PFD and an MFD.
The ALT-55B radio altimeter computes the airplane
altitude above ground (up to 2500 feet). The The ND provides navigation and radar displays for
altimeter provides an analog dc output to the the pilot and is available to display primary flight
RAC-870. The RAC-870 converts this dc signal to data if the number 1 PFD fails. The ND receives
ARINC format, and applies it to the IAPS data inputs from both left and right attitudeheading
concentrators. computers, left and right air data computers, each
W S concentrator,and the weather radar assembly
The DAU-650 data acquisition unit digitizes airplane The ND provides an output bus to the left side pair
discrete data inputs for use by the avionics system. of IAJ?S data concentrators.
The DAU contains two identical channels. Each
channel receives time/date input from an optional The PFD and MFD function as previously described,
ARINC-429 clock, angle of attack from the SIA-850, except that the MFD connects to right side LRUs.
discrete data from airplane systems, and The MFD now provides full-feature map, radar,
cautiodwarn data through the M S data checklist, and flight plan displays to the copilot and
concentrators. The DAU codes the airplane data is available to display primary flight data if the
onto AFUNC bus outputs to the IAPS data number 2 PFD fails.
concentrators. The DAU decodes cautiodwarn data

ARP-850/851 NO. 1 ARP-850/851 NO. 2
L-ARP R-ARP
-(TO ADC) L-AHC R-AHC -(TO ADC)
R-AHC L-AHC
L-ADC R-ADC
R-ADC PFO NO. 2
TCAS
Y)U-64OA/B SOU-640AD
NO. 1 4-TUBE SINGLE MFD SYSTEM NO. 2
JOYSTICK -
WXR -
I
I
4 I
I MSP-850A NO. 1 MSP-850A N 0 . 2
AAP-850/851 AAP-850/851
NO. 1
LF&mF+-- I 1 I I
L
P/O P/O
opnwa ICC-851 COU-851/860/86OA COU-851 860/860A ICC-851
OPTlONAL
429 CLOCK N X 7
4 2 9 CLOCK
NO. 1 NO. 2
1-6 _e
IAPS
SIDE 2:
IAPS
i PWR-851A 2A SIDE 1 i
L-CLK
(TO DAU) c
PWR-851A 22A
lOC-85l/A 6 ! R-CLK
(TO DAU)
lOC-SSl/A 28
'm'-r-k
CDC-LI%E/CNO. 2
FCC-850 10 TTR
NOTES:
fL
ATC-850
@ AOM-850 IS INSTALLED IN ADC-850 (NOT IN ADC-8MD). AIRCRAFT
DAU-6% DISCRETES
CAUnONS/
@
3
ICU-85 IS INSTALLED IN AHC-85E.
ADF-462 NO. 2 IS OPTIONAL. USE ADF ANTENNA L-GRWP BUS t! I I

1 -
SIDE 1
. - WARNINGS
L-CLK
I
R-GROUP BUS
ANT-462A (SINCLE) OR ANT-4628 (DUAL). I
.c-R-CLK
@ GPS-ANT IS INSTALLED I T H CMA-764-1 ONLY.
RTU-870A/T RTU-870A/T
NO. 1 NO. 2
L-c7-
5 SOME INSTALLATIONS USE A TDR-90 AND CAD-870 DBU-850
INSTEAD OF TDR-94/94D: SIA-850 STALL WARNING SYSTEM
r--------------- c
R-NAV RADIOS
NO. 1 NO. 2 I '
TO DISPLAYS
' t t t t t i L-RTU R-RW I I-! TO DISPLAYS
JOYS,,CK (TO RADIOS)

(TO MFD)
L-ADC L-AHC t CHP-LIS0
t II I
FDU-70 AHC-85E IAPS
APP-85 SIDE 1
ADC-B50/D
NO. 1
ANT-4628
mo
X-CHAN TRE-920 TRE-920
ADC
II I I I
b CGO-0491-03-AC-2
I
I I I I
TCAS (TO DISPLAYS) I
4-Tube Single MFD Beechjet 400A Avionics System,

Block Diagram

theory of operation 523-0775810
Refer to figure 4-1, sheet 3. This page shows a block serial-interface DBU-4000 is used instead of the
diagram of the 4-tube (dual MFDIFMSNLF) system. parallel-interface DBU-850 data base unit.
This configusation is like the 3-tube system, except The right flight management computer consists of a
the following differences: a second MFD-871 is second FMC-851( ) and FMC-8520. These two
installed on the right side of the instrument panel, a modules are installed in the IAPS and function as
dual FMS system is installed, and a dual one computer. A CDC-850( ) CDU coupler is no
VLF/Omega (or VLF/Omega/GPS) system is longer required since the FMC contains a CDU
installed. interface circuit. The number 2 FMC computer
receives an input bus from the right CDU, the
The MFD number 2 provides independent number 1 FMC, and from each IAPS concentrator.
navigation, radar, map, page, diagnostic, and FMS The computer provides output buses to the number
data displays for the copilot. This tube is also 1 FMC, the right CDU, the right pair of LAPS data
available to display primary flight data to the copilot concentrators, and t o the right MFD-871. The
if the number 2 PFD fails. DBU-4000 is used with a dual FMS system so that a
single disk drive can simultaneously update the data
The MFD receives inputs from both left and right base memories of both FMC computers.
attitudeheading computers, left and right air data
computers, each IAPS concentrator, the number 2 In a dual VLF/Omega system, two CMA-764
flight management computer, the weather radar receivers and VLF-ANT antennas are installed. In
assembly, and from a joystick. The MFD provides an a dual VLF/OmegdGPS system, two CMA-764-1
output bus t o the onside pair of IAF'S data receivers, two VLF-ANT antennas, and two
concentrators, and to the data acquisition unit. GPS-ANT antennas are installed. Each CMA
receiver monitors tune data from an onside LAPS
In a dual FMS system, two pairs of FMC computers concentrator, and outputs a bus,to the LAPS and to
are installed, the CDC-850( ) is removed, and a the sensor display driver.

ARP-850/851 NO. 1 ARP-850/851 NO. 2
-L-ARP
(TO ADC) L-AHC
R-AHC
R-AHC
L-AHC
1 -(TO
R-ARP
ADC)
SOU-640A/B
PFO NO. 1 MFD-871 NO. 1
L-ADC
R-ADC
TCAS
R-ADC
L-ADC
TCAS
1 MFD-871 NO. 2 PFD NO. 2
NO. 1
t t
AAP-850/851
p&q
OPTIONAL
P/O P/O OPTIONAL
1-1
429 CLOCK
NO. 1
- ICC-851
IAPS
SIDE 1:
-c
-
COU-851/860/806A
NO. 1
CDU-851 860/860A
N6. 2
ICC-851
IAPS
SIDE 2 173652_-1
429 CLOCK
NO. 2
+ IAPS
4
L-CLK
(TO DAU)
RAC-
DAU-
~pp-
~"0-
PWR-851A 1A
PWR-851A 1 8
l O C 4 5 l / A 1A
lOC-S5l/A 18
FCC-850 NO. 1
c
PWR-851A 2A
PWR-851A 2 8
lOC-S5l/A 2A
lOC-85l/A 2 8
FCC-850 NO. 2
-cDSu
f
SIDE I
To Tm
R-CLK
(TO DAU)
FMC-8518/C NO. 1 FMC-851B/C NO 2
tInI
NOTES FMC-852B/C NO. 2
FMC-852B/C NO. 1
@ A D M - 8 9 IS INSTALLED IN ADC-850 (NOT IN AOC-85DD). R ATC-850 -/ AIRCRAFT
r i DAU-650 +DISCRETES Sv0-85( )
ICU-85 IS INSTALLED IN AHC-85E.
SDD-64O/A
I ' IAPS
SIDE 1
- - CAUTIONS/
WARNINGS
-
(ON 3)
3;
L-CROUP BUS
3 ADF-462 NO. 2 IS OPTIONAL. USE ADF ANTENNA
ANT-462A (SINGLE) OR ANT-462B (DUAL). 1 1- T R-GROUP BUS -
* - c
L-CLK
IAPS
@ GPS-ANT IS INSTALLED MTH CMA-764-1 ONLY. I I I I I

-c- R-CLK SIDE 1
5 SOME INSTALLATIONS USE A 'TDR-90 AND CAD-870

INSTEAD OF A TDR-94/94D:
I II lAPS
SIDE 2
I L-61 SA-850 STALL WARNING SYSTEM
I R-NAV RADIOS
L-NAV RADIOS
I
I
I
L-RTU R-RTU TO DISPLAYS

TO DISPLAYS (TO RADIO'S) R-AHC R-ADC
JOYSTICK
L-ADC L-AHC t
(TO MFD) CHP-850
Q
t t II NO. 2
FDU-70
NO. 2
IAPS
APP-85
I - l
SIDE 1
F ADC-850/0
X-CHAN
ADC L-ARP
'RE-920
L-AHC
TRE-920
RAC
ANT-4628
MF-ANT NO. 2
CMA-764/
CMA-764-1
R-ARP
CGO-0491-03-AC.
-5
MF-ANT NO. 1 GPS-ANT NO. 1 AUDIO
TCAS
GPS-ANT NO. 2
(TO DISPLAYS)
I - ' I
4-Tube Dual MFDIFMSIVLF Beechjet 400A

Avionics System, Block Diagram

Refer to figure 4-1, sheet 4. This page shows a block set the system configuration discretes for the
diagram of the 4-tube AMS-5000 Avionics Beechjet 400A airplane. Each CSU provides
Management System (dual MFD/FMS/GPS). configuration strapping for half of the LAPS assem-
bly
The IAPS is the central item in the diagram, and is
shown as two large blocks labeled "P/O ICC-4008." The MDC-4000 Maintenance Diagnostic Computer
The ICC-4008 IAPS card cage contains two LHP- module monitors the airplane avionics and stores
4000/-4001 LightningBIRF Protection, two IEC- diagnostic data in memory The MDC receives
4001 IAPS Environmental Controllers, four inputs from. each input/output concentrator (in the
independent PWR-4000 power supplies, four IAPS) and the data base unit. The MDC outputs
IOC-4000 inputloutput data concentrators, two FCC- data buses t o the onside pair of IAPS data
4007 Flight Control Computers, one ATC-4000 concentrators, both left and right MFDs, and the
Automatic Trim Coupler, two FMC-5000 Flight data base unit.
Management Computers, one MDC-4000
Maintenance Diagnostic Computer, and two CSU- The upper portion of the block diagram shows the
4000 Configuration Strapping Units. Note that each panel and pedestal mounted LRUs, each positioned
of these units is an individual LRM (line replaceable approximately where mounted in the cockpit. The
module). Each major avionics unit on the airplane large (color) displays are the EFD-871 and the
loads data onto a bus that is input to the IAFS for MFD-871. Each EFD-871 is configured by mount
processing and distribution to appropriate units strapping to function as either a PFD (primary flight
(critical AHS and ADS data is also applied directly to display) or an ND (navigation display). Each PFD
the displays). receives inputs from both left and right
attitude/heading computers, left and right air data
Each IEC-4001 IAPS environmental controller computers, and from each input/output concentrator
monitors a pair of ICC temperature sensors and (in the LAPS). Each PFD provides an output bus to
operates a heaterlcooling fan to regulate the the onside pair of LAPS data concentrators.
environment in that half of the W S . The LHP-4000
provides a lightning/HIRF protection interface The MFD-871 receives inputs from both left and
between the left side LRMs and external (non-IAPS) right attitudeheading computers, left and right air
units. The LHP-4001 provides a similar interface for data computers, each LAPS concentrator, flight
the right side LRMs. management computer, weather radar assembly, and
from the joystick on the CHP courseheading panel.
The four PWR-4000 modules independently power The MFD-871 provides an output bus t o the onside
the left flight control computer, right flight control pair of W S data concentrators, and to the data
computer, left flight management computer, and acquisition unit. The MFD can display primary
right flight management computer. Each PWR flight data if the number 1PFD fails.
module also powers one IOC data concentrator. The
roll trim coupler receives both left and right side The MFD number 2 provides independent
power from two PWR modules. navigation, radar, map, page, diagnostic, and FMS
data displays for the copilot. This tube is also
The four IOC-4000 input/output data concentrators available to display primary flight data to the copilot
receive data bus inputs from the left and right side if the number 2 PFD fails.
air data computers, attitudeheading computers,
flight control computers, flight management The SDU-640( ) is a monochrome display unit
computers, com/nav/pulse radios, large displays, installed on both the left and right sides of the panel.
radio altimeter, and data acquisition unit. IOC Each unit displays backup navigation and sensor
output data buses supply the appropriate data words information. The SDD-640( ) .is a 2-channel
t o each large display, weather radar assembly, processor that receives inputs from the left side NAV
sensor display driver, radio tuning units, primary radios, the right side NAV radios, both
comNAV radios, air data computers, flight control attitudeheading computers, and an IAPS data
Computers, flight management computers, and data concentrator. Each channel of the SDD provides
acquisition unit. drive for one SDU display
The two CSU-4000 Contigumtion Strapping Units The ARP-851 is a control panel installed above each

theory of operation 523-07758IO
PFD. The ARP allows the operator to select air data The MSP-850A panels provide flight guidance mode
references and displays. selection for the FCC-4007 Flight Control Computers
(resident in the U P S assembly). The FCC then
The ADC-850D air data computer receives ARP data, returns a mode interlock that lights an MSP button
onside IAPS concentrator data, and cross-side ADC annunciator. The APP-85 provides autopilot control
data. The ADC provides outputs to the onside input to both flight control computers. The
attitude/heading computer, onside LAPS data computers then independently calculate command
concentrators, cross-side ADC computer, and t o each outputs and together apply redundancy-monitored
large display. servo drive to the elevator, aileron, and rudder
servos. The FCC computers also function together to
The left and right RTU-870( >s are the primary radio monitor elevator servo torque and automatically
controls. Each RTU receives an input bus from both generate pitch trim outputs. The FCCs monitor left
of the onside IAPS data concentrators, and from one and right engine pressure and generate rudder boost
cross-side concentrator. Each RTU provides a tune servo commands t o compensate for pressure
bus output to both the left and right side imbalance. The computers apply flight director
corn/nav/pulse radios. commands and autopilot status t o the PFD displays.
The ATC-4000 monitors the aileron servo motor
Normally the onside RTU tunes the VHF-422A COM drive and automatically generates roll trim outputs.
transceiver, VIR-432 VHF NAV receiver, DME-442
DME transceiver, ADF-462 automatic direction Each CDU-5000 is the primary controller for the
finder, and the TDR-94/94D (or TDR-90KAD-870) onside PFD and ND, one channel of the weather
transponder. In reversion mode, these radios can be radar assembly, and the flight management system.
tuned by the cross-side RTU. The left VHF-422A The CDU can also tune any NAV/COM/pulse radio.
and VIR-432 may also be burst-tuned by a bus from The DCP-5000 receives DH/MDA/RPT ALT inputs
the LAPS. The COMlNAV/pulse radios apply data from the appropriate AAP-850, course and heading
bus outputs to the IAPS; NAV radios also apply data selection from the CHP-850. The DCP outputs
to the SDD sensor display driver. The COM/NAV AAP/CHP data, NAV source, BRG source, and radar
radios apply audio outputs to the airplane audio control data t o the CDU. The CDU-5000 receives
system. In a dual VLF/Omega system, two CMA-764 data bus inputs from the left and right flight
receivers and VLF-ANT antennas are installed. In management computers. The CDU applies output
a dual VLF/Omega/GPS system, two CMA-764-1/-2 data to the onside FMS computer. The CDU-5000
receivers, two VLF-ANT antennas, and two also provides MIS capability.
GPS-ANT antennas are installed. Each CMA
receiver monitors tune data from an onside IAPS The number 1flight management computer is the
concentrator, and outputs a bus t o the IAPS and t o FMC-5000 this module is installed in the IAPS card
the sensor display driver. The CMA-764 is a cage. The FMC receives an input bus from its
VLF/Omega receiver; the CMA-764-1/-2 also contains cross-side FMC counterpart, onside CDU, and from
a GPS receiver. The optional dual GPS-4000 GIobal each LAPS concentrator. The FMC provides an
Positioning System units process the GPS signals output bus to the cross-side FMC, onside CDU,
received from the GPS antennas t o provide various onside IAPS data concentrators, and to the
navigation data to the flight management systems. MFD-871.
The optional 'ITR-920 TCAS I1 Transmitter-Eeceiver The number 2 FMC computer receives an input bus
functions with the TDR-94D Mode-S Transponder to from the right CDU, the number 1 FMC, and from
provide TCAS I1 operation. The TDR receives air each IAPS data concentrator. The computer
data inputs from both ADC computers through the provides output buses to the number 1 FMC, the
W S data concentrators. The TTR receives an input right CDU, the right pair of IAPS data
bus from the RAC-870 Radio Altitude Converter and concentrators, and to the right MFD-871. The
from the left AHC-85E Attitude Heading Computer. DBU-4100 is used with a dual FMS system so that a
The TTR uses the transponder to establish a Mode-S single disk drive can simultaneously update the data
communication link with a cooperating airplane. base memories of both FMC computers.
The TTR provides a n audio output to the airplane
audio system and trafficlresolution advisory outputs The RTA-844 (or RTA-854) is a complete weather
to the PFD and MFD. radar system in a single LRU. The DCP-5000

1 Display Control Panel selects radar control functions RAC-870. The RAC-870 converts this dc signal to
1 and applies radar control words through the CDU AFUNC format, and applies it t o the LAPS data
1 and Kf?S to the RTA. The RTA applies WXR video concentrators.
1 output t o the MFD-871.
The DAU-650 data acquisition unit digitizes airplane
Each AHC-85E AttitudeMCeading Computer discrete data inputs for use by the avionics system.
functions as a vertical gyro, a directional gyro, and The DAU contains two identical channels. Each
a 3-axisratelacceleration sensor. The onside FDU-70 channel receives timeldate input from an optional
provides flux measurement input and the onside ARINC-429 clock, angle of attack from the SIA-850,
ADC provides TAS data input to each AHC discrete data from airplane systems, and
computer. Each AHC-85E applies output data to the cautiodwam data through the IAPS data
large displays, sensor display driver, and t o both concentrators. The DAU codes the airplane data
onside W S data concentrators. onto ARINC bus outputs t o the IAPS data
concentrators. The DAU decodes cautiodwarn data
1 The ALT-55B radio altimeter computes the airplane into discrete outputs that are applied to airplane
1 altitude above ground (up t o 2500 feet). The annunciators h o r n s .
1 altimeter provides an analog dc output to the

ARP-851 NO. 1 ARP-851 NO. 2
I
L-ARP R-ARP
-)(TO ADC) L-AHC R-AHC -(TO ADC)
-
I
R-AHC L-AHC
L-AOC R-ADC
PFD NO. 1 MFO-871 NO. 1 R-ADC L-ADC MFO-871 NO. 2 PFD NO. 2
TCAS TCAS
q - 2 6I
1 1
\ SDU-640A/8
SDU-640A/B
NO. 1 NO. 2
4-TUBE SYSTEM WlTH
- JOYSTICK
(CHV
DUAL MFD. DUAL FMS.
AND DUAL MF/GPS RECEIVERS
JOYSTICK - 4
(CHP)
r 1
I I I ' MSP-850A NO. 1 MSP-850A N0.2
NOTES
@ ICU-85 IS INSTALLED IN AHC-85E.
2 AOF-462 NO. 2 IS OPTlONAL USE ADF ANTENNA

ANT-462A (SINGLE) OR A N T l 4 6 2 6 (DUAL).
@ GPS-ANT IS INSTALLED WlTH CMA-764-1/-2 ONLY.
4 SOME INSTALLATIONS USE A TDR-90 AND CAD-870 I I RTU-870A/T RTU-870Afl
1I
INSTEAD OF A TDR-94/94D NO. 1 NO. 2
AAP-850 OCP-5000
NO. 1 NO. 1
SlDE 2
R-NAY RADIOS
L-NAV RADIOS
I
ll
TO DISPLAYS
TO DISPLAYS
L-RTU R-RTU
-
(TO RADIO'S) R-ADC
JOYSTICK
L-nDC L-AHC 11
r (TO MFO)
4 CHP-850
CI)
Y
t
t t NO. 2
FOU-7D
NO. 2
I I I I I - I I I
I
I
II
ANT-462A/B
W - A N T NO. 1 GPS-ANT NO. 1 CGD-4554-01 -AC-1

GPS-ANT NO. 2
NO. 1
4IP
I
-- I
GPS-4000
I
CPS ANT NO. 1
TI7
I I
GPS ANT NO. 2
, I I
4-Tbbe AMS-5000 with Dual MFDIFMSIGPS

Beechjet 400AAvionics System, Block Diagram

theoy of operation 5234775810
Table 4-1.Digital Bus Nomenclature and Q p e .
BUS NAME TYPE I BUS NAME TYPE
L-ADC-1 ARINC 429 LO-SPEED **R-FMS-5 RS-422
L-ADC-2 ARINC 429 LO-SPEED **R-FMS-6 ARINC 429 LO-SPEED
L-ADC-3 ARJNC 429 LO-SPEED **R-FMS-7 ARINC 429 LO-SPEED
L-ADC-4 RS-422 (xtlk) **L-GPS-1 ARINC 429 LO-SPEED
R-ADC-I ARINC 429 LO-SPEED **L-GPS-2 ARINC 429 LO-SPEED
R-ADC-2 ARINC 429 LO-SPEED **R-GPS-1 AaINC 429 LO-SPEED
R-ADC-3 ARINC 429 LO-SPEED **R-GPS-2 ARINC 429 LO-SPEED
R-ADC-4 RS-422 (xtlk) LA-GP BUS 1 ARINC 429 LO-SPEED
I L-ADF-1 ARINC 429 LO-SPEED **LA-GP BUS 4 ARINC 429 LO-SPEED
L-ADF-2 ARINC 429 LO-SPEED LA-IOC-1 ARINC 429 HI-SPEED
R-ADF-1 ARINC 429 LO-SPEED LA-IOC-3 ARINC 429 HT-SPEED"
R-ADF-2 ARINC 429 LO-SPEED LA-IOC-4 ARINC 429 HI-SPEED"
L-AHC-1 ARINC 429 HI-SPEED LB-GP BUS 2 ARINC 429 LO-SPEED
L-AHC-2 ARINC 429 HI-SPEED LB-GP BUS 3 ARINC 429 LO-SPEED
L-AHC-3 ARINC 429 HI-SPEED LB-IOC-1 ARINC 429 HI-SPEED
R-AHC-1 ARINC 429 HI-SPEED LB-IOC-3 ARINC 429 HI-SPEED"
R-AHC-2 ARINC 429 HI-SPEED LB-IOC-4 ARINC 429 HI-SPEED"
R-AHC-3 ARINC 429 HI-SPEED RA-GP BUS 1 ARINC 429 LO-SPEED
I L-ARP-1 RS-422 **RA-GP BUS 4 ARINC 429 LO-SPEED
R-ARP-1 RS-422 RA-IOC-1 ARINC 429 HI-SPEED
L-CDU-1 RS-422 RA-IOC-3 ARINC 429 HI-SPEED"
**L-CDU-1 ARINC 429 LO-SPEED RA-IOC-4 ARINC 429 HI-SPEED*
**L-CDU-2 ARINC 429 LO-SPEED RB-GP BUS 2 ARINC 429 LO-SPEED
**L-CDU-3 ARINC 429 LO-SPEED RB-GP BUS 3 ARINC 429 LO-SPEED
""1;-CDU-4 ARINC 429 LO-SPEED RB-IOC-1 ARINC 429 HI-SPEED
L-CDU-AFIS ARINC 429 LO-SPEED RB-IOC-3 ARINC 429 HI-SPEED*
R-CDU-1 . RS-422 RB-IOC-4 ARINC 429 HI-SPEED"
**R-CDU-1 ARINC 429 LO-SPEED CABIN DSPL ARINC 429 LO-SPEED
**R-CDU-2 ARINC 429 LO-SPEED **L-MDC-1 ARINC 429 LO-SPEED
**R-CDU-3 ARINC 429 LO-SPEED **L-MDC-2 ARINC 429 LO-SPEED
**R-CDU-4 ARINC 429 LO-SPEED **R-MDC-3 RS-422
R-CDU-AFIS ARINC 429 LO-SPEED L-MFD-1 ARINC 429 LO-SPEED
L-CLK-1 ARINC 429 LO-SPEED R-MFD-1 ARINC 429 LO-SPEED
R-CLK-1 ARINC 429 LO-SPEED **L-MLS-1 ARINC 429 LO-SPEED
A-DAU-2 ARINC 429 LO-SPEED **R-MLS-I ARINC 429 LO-SPEED
B-DAU-2 ARINC 429 LO-SPEED L-MSP-1 RS-422
DBU-1 RS-422 R-MSP-1 RS-422
DBU-2 RS-422 L-ND-1 ARINC 429 LO-SPEED
DBUS 138-422 L-PFD-1 ARINC 429 LO-SPEED
**DBU-9 ARINC 429 LO-SPEED R-PFD-1 ARINC 429 LO-SPEED
**DBU-10 ARINC 429 LO-SPEED RAC-1 ARINC 429 LO-SPEED
**DBU-11 ARINC 429 LO-SPEED L-RTU-1 ARINC 429 LO-SPEED
**L-DCP-1 ARJNC 429 LO-SPEED L-RTU-2 ARINC 429 LO-SPEED
**R-DCP-1 ABINC 429 LO-SPEED R-RTU-1 ARTNC 429 LO-SPEED
L-DME-1 ARIINC 429 LO-SPEED R-RTU-2 ARINC 429 LO-SPEED
L-DME-2 ARINC 429 LO-SPEED A-SDD-1 ARINC 429 LO-SPEED
R-DME-1 ARINC 429 LO-SPEED B-SDD-1 ARINC 429 LO-SPEED
R-DME-2 ARINC 429 LO-SPEED SIA-1 ARINC 429 LO-SPEED
DMU-1 ARINC 429 LO-SPEED L-TDR-1 ARINC 429 LO-SPEED
DMU-2 ARINC 429 LO-SPEED R-TDR-1 ARINC 429 LO-SPEED

Table 4-1.Digital Bus Nomenclature and Qpe.
BUS NAME TYPE BUS NAME TYPE
L-FCC-1 ARINC 429 HI-SPEED" L-TDR-XT ARINC 429 HI-SPEED
L-FCC-2 RS-422 R-TDR-XT ARINC 429 HI-SPEED
L-FCC-3 RS-422 (xtlk) TTR-TA/RA-l ARINC 429 HI-SPEED
R-FCC-1 ARINC-429 HI-SPEED* TTR-TNRA-2 ARINC 429 HI-SPEED
R-FCC-2 RS-422 TTR-TX-1 ARINC 429 HI-SPEED
R-FCC-3 RS-422 (xtlk) TTR-TX-2 ARINC 429 HI-SPEED
L-FMS-1 ARINC 429 HI-SPEED* L-VHF-1 ARINC 429 LO-SPEED
L-FMS-2 ARINC 429 HI-SPEED R-VHF-1 ARINC 429 LO-SPEED
L-FMS-3 RS-422 L-VIR-1 ARINC 429 LO-SPEED
L-FMS-4 RS-422 (xtlk) L-VIR-2 ARINC 429 LO-SPEED
""L-FMS-5 RS-422 R-VIR-1 ARINC 429 LO-SPEED
**L-FMS-6 ARINC 429 LO-SPEED R-VIR-2 ARINC 429 LO-SPEED
**L-FMS-7 ARINC 429 LO-SPEED L-VLF-1 ARINC 429 LO-SPEED
R-FMS-1 ARINC 429 HI-SPEED* L-VLF-2 ARINC 429 LO-SPEED
R-FMS-2 ARINC 429 HI-SPEED R-VLF-1 ARINC 429 LO-SPEED
R-FMS-3 RS-422 R-VLF-2 ARINC 429 LO-SPEED
R-FMS-4 RS-422 (xtlk) WXT-1 m I N C 453 VERY HI-SPEED
*Modified bus; interna to LAPS.
**Appliesto airplanes with AMs-5000 system installation.
Most units report maintenance information (in a diagnostic word) t o the built-in diagnostic system. This section does not refer to
these diagnostic words; refer to the maintenance section of this manual for diagnostic information.
4.3 FUNCTIONAL THEORY detail). This numbering technique is illustrated

below.
The Beechjet 400A Avionics System has an LAPS
assembly and eight subsystems. Figures 4-2 through Note that the system schematics are not intended t o
4-13 provide an overview and then a system replace bench level repair coverage. Component
schematic for the IAPS and each subsystem. Each level coverage is provided in the applicable repair
figure is presented in view-cell sized image area, for manual.
easy use in other documentation and as an aid in
customer training. Additional information is shown Heavy solid black borders identify all system units.
on the apron of some sheets, When applicable, the Slashed border outlines identify the interfacing
figures show signal paths from operating controls systems. All boxes with slashed borders contain a
(knobs, pushbuttons, etc) to the resulting indication figure number reference that directs the reader to a
(displays, airplane control surfaces, etc). set of drawings which show the interfacing system in
similar detail. Table 4-2 provides a list of
Figures are numbered to quickly identiify a drawing illustrations. Table 4-3 provides an index that
as a system overview or a system schematic (level 1 references each unit to the applicable figure.
Figure 4-X System Overview Contains broad scope; shows the units in a
system and the other systems it interfaces with.
Figure 4-X-1 System Schematic Shows a schematic representation of each unit

(level 1detail) in a system; all airplane wiring (including pin
numbering) is shown for each unit and
interfacing system; depth of coverage is tailored
to the airplane flight-line maintenance level.

theory of operation 5234775810
Table 4-2. List of Illustrations.
FIGURE TITLE
~~
4-1 Beechjet 400A Avionics System, Block Diagram
I 4-2 LAPS (Integrated Avionics Processor Assembly) ICC-851Overview
I 4-2-1 LAPS (ICC-851)

System Schematic
I 4-3 IAPS(Integrated Avionics Processor Assembly) ICC-4007Overview
I 4-3-1 IAPS (ICC-4007)

System Schematic
I 4-4 IDS (Instrument Display System) Overview
I 4-4-
1 IDS System Schematic
I 4-5 ADS (Air Data System) Overview
I 45-1 ADS System Schematic
I 4-6 AHS (Attitude Heading System) Overview
I 4-6-1 A H S System Schematic
I 4-7 FCS (Flight Control System) FCC-850 Overview
I 4-7-1 FCS (FCC-850)System Schematic
I 4-8 FCS (Flight Control System) FCC-4008Overview
I 4-8-1 FCS (FCC-4008)

System schematic
I 4-9 FMS (Flight Management System) FMC-85X Overview
1 4-9-1 FMS (FMC-85X)System Schematic
I 4-10 FMS (Flight Management System) FMC-5000 Ovemiew
I 4-10-1 FMS (FMC-5000)

System Schematic
I 4-11 RSS (Radio Sensor System) Overview
I 4-11-1. RSS System Schematic
I 4-12 WXR (Weather Radar System) Overview
I 4-12-1 WXR System Schematic
I 4-13 ADAS (Aircraft Data Acquisition System) Overview
I 4-13-1 ADAS System Schematic

theory of operation 52347758IO
UNIT TITLE FIGURE NUMBER
I
ICC-851 IAPS Card Cage 4-2
PWR-851A IAPS Power Supply 4-2
IOC-851/851A YO Concentrator 4-2
I
I ICC-4008 IAPS Card Cage 4-3
I IEC-4001 IAPSEnvironmental Controller 4-3
I IOC-4000 I/O Concentrator 4-3
I LHP-4000 L i g h t n i n e I R F Protection (Left) 4-3
I LHP-4001 LightninmIRF Protection (Right) 4-3
I PWFt-4000 IAPS Power Supply 4-3
I csu-4000 Configuration Strapping Unit 4-3
I MDC-4000 Maintenance Diagnostic Computer 4-3
EFD-871 Electronic Flight Display (PFD, ND) 4-4
MFD-871 Multifunction Display 4-4
SDU-640U Sensor Display Unit 4-4
SDD-640J640A Sensor Display Driver 4-4
ADC-850/850D Air Data Computer 4-5
ADM-850 Air Data Module 4-5
ARP-850/851 Air Data Reference Panel 4-5
SIA-850 Signal Interface Adapter 4-5
AHC-85E Attitude Heading Computer 4-6
ICU-85 Internal Compensation Unit 4-6
FDU-70 Flux Detector Unit 4-6
1
MSP-850A Mode Select Panel 4-7
APP-85 Autopilot Panel 4-7
FCC-850 Flight Control Computer 4-7
SVO-85B Aileron Servo 4-7
SVO-85C Elevator and Rudder Servo 4-7
ATC-850 Automatic Trim Coupler (Roll "rim) 4-7

n b l e 4-3. Unit to Figure Number Index.
I 1
~~
I FCS FLIGHT CONTROL SYSTEM (FCC-4008)
I MSP-850A Mode Select Panel 4-8
I APP-85 Autopilot Panel 4-8
I FCC-4007 Flight Control Computer 4-8
I SVO-85B Aileron Servo 4-8
I SVO-85C Elevator and Rudder Servo 4-8
I ATC-4000 Automatic Trim Coupler (Roll Trim) 4-8
I FMS FLIGHT MANAGEMENT SYSTEM (FMC-85X)
CDU-851/860/860A Control Display Unit 4-9

CHP-850 CourselHeading Panel 4-9
AAP-850/851 Altitude Awareness Panel 4-9
FMC-851BIC Flight Management Computer 4-9
FMC-852BK Navigation Computer 4-9
CDC-850BIC Control Display Coupler 4-9
DBU-850 Data Base Unit (Single FMS) 4-9
DBU-4000 Data Base Unit (Dual FMS) 4-9
I FMS FLIGHT MANAGEMENT SYSTEM (FMC-5000)
I CDU-5000 Control Display Unit 4-10
I FMC-5000 Flight Management Computer 4-10
I DCP-5000 Display Control Panel 4-10
I CHP-850 CourseAIeading Panel 4-10
I AAP-850 Altitude Awareness Pane1 4-10
I DBU-4100 Data Base Unit 4-10

RSS RADIO SENSOR SYSTEM
-..
RTU-8?0A/T Radio Tuning Unit 4-11

TDR-94/94D Transponder 4-11
TDR-90 Transponder 4-11
TTR-920 TCAS I1 Transmitter-Receiver 4-11
TRE-920 TCAS TI Directional Antenna 4-11
CAD-870 Transponder Adapter 4-11
VHF-422A VHF COMM Transceiver 4-11
VIR-432 VHF Navigation Receiver 4-11
DME-442 DME Transceiver 4-11
ADF-462 ADF Receiver 4-11

Table 4-3. Unit to Figure Number Index.

~~ ~
ANT-462A ADF Antenna (Single ADF) 4-11
ANT-462B ADF Antenna (Dual ADF) 4-11

ALT-55B Radio Altimeter 4-11
R4C-870 Radio Altitude Converter 4-11
CMA-764764-1/764-2 VLF/OmegdGPS Receiver 4-11
VLF-ANT Antenna Coupler 4-11

GPS-ANT GPS Antenna 4-11
GPS-4000 Global Positioning System 4-11
WXR WEATHER RADAR SYSTEM
RTA-844 Receiver/Transmitter/Antenna(Without Turbulence) 4-12

RTA-854 Receiver/Transmitter/Antenna(With Turbulence) 4-12
ADAS AIRCRAFT DATA ACQUISITION SYSTEM
DAU-650 Data Acquisition Unit I 4-13


theoty of operation 523-077587 0

4.3J ZAP$ (Integrated Avionics Processor The IOC-851/851A 1A module is one of the lefl (pilot)
System) ICC-851 side inputloutput data concentrators. This module
reads data bus inputs from the left IDS, ADS, AHS,
4.3.2.1 Overview FCS, FMS, RSS, and ADAS systems. The IOC
processes the data words and then transmits output
The IAPS does part of the integration function buses to the IDS, ADS, FCS, FMS, RSS, and ADAS
required to interface the various avionics systems on systems.
the airplane. The IAPSmay be thought of as part of
the wiring harness that physically houses some The IOC-851/851A 1B module is the other left side
avionics units. The W S is partitioned to provide inputloutput data concentrator. This module
signal redundancy and independent power receives the same left side data bus inputs that are
distribution. The LAPS also concentrates data by applied t o the 1A concentrator. The IOC processes
reading several avionic buses and distributing data the data and transmits output buses to the IDS,
words to the LRUs requiring that information. FCS, FMS, RSS, and WXR systems.
The IAPS assembly consists of a card cage, four The IOC-851/851A 2A module is one of the right
inputloutput data concentrators and four power (copilot) side input/output data concentrators. This
supplies. The flight control computers, roll trim module reads data bus inputs from the right IDS,
coupler, and flight management computerslCDU ADS, AHS, FCS, FMS, RSS, and ADAS systems.
coupler are mounted also in the IAPS card cage. The IOC processes data words and transmits output
Each of these modules is a line replaceable unit. buses t o the IDS, ADS, FCS, FMS, RSS, and ADAS
Refer to figure 4-2. Each LRU installed in the LAPS systems.
is described below:
The IOC-851/851A213 module is the other right side
ICC-851 IAPS Card Cage inputloutput data concentrator. This module
IOC-85m 5 1 A Number 1A I/O Concentrator receives the same right side data bus inputs that are
IOC-85 1/851A Number 1B I/O Concentrator applied to the 2A data concentrator. The IOC
IOC-851/851A Number 2A VO Concentrator processes data and transmits output buses to the
IOC-851/851ANumber 2B I70 Concentrator IDS, FCS, FMS, RSS, and WXR systems.
PWR-851A Number 1A IAPS Power Supply
PWR-851A Number 1B IAPS Power Supply Note that the IOC-851A is a n enhanced version of
PWR-851A Number 2A IAPS Power Supply the IOC-851. The IOC-861A is an improved model
PWR-851A Number 2B IAF'S Power Supply that is capable of servicing additional units that may
"FCC-850 Flight Control Computer (quantity 2) be added to the system in the future.
*ATC-850 Automatic Trim Coupler
*FMC-851B/C Flight Management Computer The PWR-851 1A module is one of the left (pilot) side
(quantity 1or 2) power supply modules. This module provides power
*FMC-852B/CNavigation Computer (quantity 1or 2) to the IOC IA, number 1 FCC-850, and to one
*CDC-850B/C Control Display Coupler (quantity 1 channel of the ATC-850. Separate power outputs are
or 0) also provided to the left MSP and to the engine
pressure sensors.
*These LRMs are installed in the U P S card cage,
but are documented in this manual as part of the The PWR-851 1B module is the other left side power
FCS and FMS systems. supply module. This module provides power to the
IOC lB, the number 1FMC-851( ), and the number
The ICC-851 is the card cage that houses the 1 FMC-8520. A separate power output is also
concentrators, power supplies, and resident provided to the DBU.
computers/couplers. An internal motherboard
provides interconnections between all units in the The PWR-8512A module is one of the right (copilot)
card cage. Eight circular connectors provide power side power supply modules. This module provides
and I/O interface between the IAPS internal units power to the IOC 2A, nurnber 2 FCC-850, and t o one
and all external units. The ICC-851 contains channel of the ATC-850. Separate power outputs are
temperature sensors, heaters, and fans t o control provided also to the right MSP and t o the engine
environmental conditions in the IAPS. pressure sensors.

theow of oDeration 523-0775810
The PWR-851 2B module is the other right side

power supply module. This module provides power
to the IOC 2B and the CDC-850( ) (or to the number
2 FMC computers in a dual FMS installation). APP. MSP'S, SVO'S
c -11
R- ADF- 1
PITCH TRIM R-MFD-1
L-MFD-1 OR L-ND-1 LA-GP BUS 1 ENGINE PRESSURE SENSORS RA-GP BUS 1
A- DAU- 2 E-DAU-2
LA-IOC-1 A/C SWTCHES RA-IOC-1
RAC- 1 R-VHF-1
L-VHF-1 R-PFD-1
L-PFD-1 ROLL TRIM I _- R-VIR-1
r L-ADF-1
L- VLF- 1 LEFT SIDE + RIGHT SIDE I R-TDR-1
RAC-1
R- AHC- 1
I L-VIR-1
L-TDR-1 R/L-ADC-I
R-DME-1
I L-AHC-1
L/R-ADC- 1 R-MF-1
I L-DME-1
- ---cLA-IOC-4 RA-IOC-4
IOC
1A LA- IOC-3
L-FCC-1
-0 *
t -- * L-FMS-1 R-FMS-1
t t
FCS A PWR - LE-IOC-3 RE-IOC-3 - FCS B PWR I
DUAL FMS OPTION:
MSP NO. 1,
PRESS. SENSORS
- -
ISOL PWR
(FCS A)
ICC CARD CAGE ISOL PWR
(FCS E)
+ MSP NO. 2,
PRESS. SENSORS
I
I
I
*
1
rq-
/12
CDU
NO. 1
CDU
NO. 2
R-FMS-1
PWR
28
DBu
FMS A P W
{ c
-
a
- DISK DATA
I
ISOL PWR
r pWR
I4
IOC-4
- FMS B PWR
LE-GP BUS 3
%r RB-GP BUS 2
L --------- _I
I -- RB-IOC-1
RE-GP BUS 3
-
TO CABIN DISPLAY-
NOTE: A
L I C I
REFER TO FIGURES 4-7 AND 4-9 FOR Nl 1 N( 2
@ COVERAGE OF FCS AND FMS UNITS. -
CGO- 0681 07- AC- 1
IAPS (Integrated Avionics Processor Assembly)

ICC-851 Overview
Figure 4-2
..
. -
4.3.1.2 System Schematic airplane configuration and options. Pin numbers are
listed on sheet 4 of the interconnect wiring diagram
Refer to figure 4-2-1, sheet 1. This sheet shows the (maintenance section). Straps are not t o be altered
left side ICC-851 card cage circuits. Pilot side IAPS by unauthorized personnel. The left program straps
data interfaces with all external systems through the are read by resident computers and the 1 M i B
connectors shown on this sheet. External system concentrators (for redundancy).
data is routed through a signal conditioning card in
the ICC and input to or output from the appropriate The number 1 FCC receives the following IAPS
IOC or PWR module. The left side IAPS units are 1A inputs: power, power valid, L-AHC-1 data, LA-IOC-3
IOC, 1B IOC, 1A PWR, and 1B PWR. Resident data, and LB-IOC-3 data. The 1A PWR provides
computers in this half of the ICC are the FCC-850 FCC operating power and a power-valid logic input.
number 1flight control computer (FCS system) and L-AHC-1 attitude heading data is input t o the FCC
the FMC-851( )/852( ) number 1flight management and to both left side IOCs. The LA-IOC-3 and
computer (FMS system). LB-IOC-3 data buses provide redundant
concentrated data input to the FCS system from 1A
The left side IAPS circuits derive power from the and 1B IOCs. The L-FCC-1 data output bus is
FCS A and FMS A number 1 +28-V dc airplane applied t o both 1A and 1B concentrators (for
supplies. Each +28-V dc power input is emi filtered redundancy). A wide, bidirectional path on the
and applied through an isolation diode to the 1A or drawing shows FCC communication with other units
1B PWR module. Each PWR module independently in the FCS system. MSP isolated power (+5-V dc)
generates supply levels required by units in that and pressure sensor auxiliary power (+12-V dc) are
IAPS quadrant. also applied from the 1A PWR through this path.
Refer to figure 4-6 for ICC pin numbers and
The IAPS contains a pair of environmental control functions that apply to these FCS connections.
cards that operate heater and fan assemblies in the
ICC-851. The left heater and fan control card The FMC-851( ) receives the following IAPS inputs:
receives +28-V dc input power, current input from power, power valid, discrete warn, LA-IOC-4,
the 1A and 1B temperature sensing transducers, and LB-IOC-4, RA-IOC-4, and RB-IOC-4 data. The 1B
an overtemperature discrete input from the heater. PWR provides FMC operating power, power-valid
The control card monitors the IAPS temperature and logic, and discrete warn logic inputs. The IOC-4 data
provides 2-speed fan control, ordoff heater control, buses provide redundant data input to the FMS
and a discrete fail monitor output to the 1A and 1B system from all four IOC concentrators. The
concentrators (for redundancy). If IAPS temperature L-FMS-1 data output bus is applied to both 1A and
is less than a minimum limit, the heater turns on 1B concentrators (for redundancy). The wide,
and the fan operates at low speed. When bidirectional path on the drawing shows FMC-851(
temperature is normal (between minimum and ) communication with other units in the FMS
maximum limits), the heater and fan assemblies are system. DBU isolated power (+5-V dc) is applied also
off. If temperature is greater than a maximum limit, from the 1B PWR t o the DBU through this path.
the heater is off and the fan operates at high speed. Refer to figure 4-7 for ICC pin numbers and
functions that apply to these FMS connections.
All data bus inputs from external systems are
received through an isolation resistor and then The ICC also contains two 50-pin breakout
applied to both 1A and 1B input/output data connectors that may be used to troubleshoot within
concentrators (for redundancy). All data bus outputs the IAPS assembly Connect a breakout box to
from the IOC inputloutput concentrators are applied connector UP5 t o monitor internal left side W S
through an isolation resistor t o the LRUs specified functions. A pidfunction chart is next to the system
on the drawing. An asterisk (*) on the drawing schematic. The other breakout connector (R/P5) is
denotes ARINC 429 high-speed data buses; other used to monitor right side IAPS functions; refer to
data buses are ARINC 429 low-speed buses. Note sheet 4 for a pidfunction chart.
that "GP" output buses are general purpose buses
and are applied to more than one external system.
A n internal plug contains the left, side program

straps. This plug provides hard grounds that set the

theow of operation 523-0775810
LEFT SIDE
n
L/P4 P/O ICC
1 L/P5 IAPS BREAKOUT CONNECTOR I
NO. 1 + 2 8 V DC FCS A POWER c H 4 EM1 I I
J - FILTER
- L +28 V DC PWR 1A
-
PIN FUNCTION
K EM1
I
+ 2 8 V DC PWR 1B
L-PFD-1 (TO IOC l A / l B )
L
F
FILTER
- . IC
:735
7/6
L-GRW-3 (RESERVED BUS TO IOC 1A/lE)
LE-IOC-4 (TO CDC/FMC'S)
POWER BUS GND G
-
3 [s$,$Rsk OVERTEMP
( SH
1 9/8
11/10
LE-IOC-3 (TO FCC #l)
L-FMS-1 (TO 1OC l A / l B )
-
c~~~~ 14/12 L-FCC-1 (TO 1OC l A / l B )
p L - H T R / F A N MON
% = 15/13 LA-IOC-4 (TO CDC/FMC'S)
IDS -. _, 16/5 LA-IOC-3 (TO FCC #1)
z: E}-
I /P1
, ,
r/ 17 MOTHER BOARD GND
ND/MFD NO.
10K
11K
-!-
+I IN
M
{L
D
--/F
~
D
-- SIGNAL -A L-ND/MFD-1 - 18 YAW TRIM CMD LEFT + (REKRVED OUTPUT FROM YAW ATC 1A)
PFD NO.
10K - CONDITIONING 1 L-PFD-1 - 19 Y A W TRIM CMD RIGHT+ (RESERVED OUTPUT FROM YAW ATC 1A)
11K 1) CARD L-MSP-1 (TO FCC #1)
LA-IOC-1' -
20/3
PFD NO. 21 / 3 7 L-ND/MFD-1 (TO IOC l A / l 8 )
23 SYNC SWITCH INPUT (TO FCC #l)
ND/MFD NO. 1 LB-lOC-1'- 24 SPARE DISCRETE INPUT (TO FCC #l)
PFD NO. 25 SPARE DISCRETE INPUT (TO FCC #I)
----
26 LE-GP
AP ENGAGE
BUS LEVER
3 (TO UP
RTA.INPUT (TOVHF
VIR #1. FCC#1)
#l)
MFD NO. 27/31
\ RAC-1 - 28/39
29 RUD BOOST
L-FCC-2 (TOARM
MSPSWITCH
81) INPUT (TO FCC #1)
L-ADF-1 -
8J - 32/33 LA-GP BUS 4 (RESERVED BUS FROM IOC 1A)
LB-GP BUS 2 (TO CMA. RTU #1. RTU #2. SDD)
--
PFD NO. L-VIR-1- 34/30
8J - :i k}-- -{Iii I}-
40/22
41
L-AHC-1 (TO IOC-lA/lB, FCC #1)
AP DISENGAGE SWlTCH INPUT (TO FCC #l)
ND/MFD NO.
->-' L-DME-1-
PFD NO.
MFD NO.
9J
8J
9J
8J
9J
-
-}-'
-
-1-
DME NO. 1
CMA NO. 1 :zt e}-- L-DME-1
L-MF-1 *{IL/P3 I}-

L
- L-VLF-1-
43
44
45/42
GO AROUND SWITCH INPUT (TO FCC #1)
YD ENGAGE LEVER UP INPUT (TO FCC # l )

I - A D C - I (TO IOC l A / l B )
P1 DISPLAY
BUS
-{t 54
55
-}-
-
ISOLATION
RESISTORS
46/38
47/36
48
A-DAU-2 (TO IOC l A / l B )
LA-GP BUS 1 (TO RTU #l.
PITCH TRIM DOWN CMD (FROM FCC #I)
DAU-A. ADC #I)
D OUTPUT L/P1
32/49 LA-IOC-1 (TO LARGE DISPLAYS)
REFER TO SHEET 8 OF INTERCONNECT

DIAGRAM IN MAINTENANCE SECllON
c FOR STRAPPING PLUG FUNCTIONS.
RTU NO. 2 53:

31-}$=} N/C { 1.7 4 -> LA-GP BUS 4
MSP ISOL/PRES SENS 1A
RTU NO. I 32 -
W F NO. 1 zi e} L-WF-1 *{IE; z}
LA-GP BUS 1
-
LA-lOC-3*-
LA-lOC-4.-
BU S O L 1 8 -
Ll
I FIG 4-12 ~ ' NOTE: BUSSES WlTH AN ASTERISK ( a ) ARE ARINC 4 2 9 HI-SPEED:
OTHER BUSSES ON MIS SHEET ARE ARINC 4 2 9 LO-SPEED.
CGD-0681-07-AC-2
U P S (ICC-851) System Schematic (ICC)

Figure 4-2-1 (Sheet 1 of 6)

Refer t o figure 4-2-1, sheet 2. This diagram shows the input data. All received data is input to the
the 1A IOC-851/851A inputloutput concentrator and microprocessorthrough this interface and all output
the 1A PWR-851A power supply These modules data generated by the microprocessor is transmitted
provide half the left side IAPS function. Note that through this interface.
no pin numbers are shown on this sheet since the
IOC and the PWR modules are internal to the IAPS Eleven ARINC 429 low-speed data buses are received
card cage. Refer t o sheet 1 for IAPS left side 1/0 by the 1A IOC. This data is applied t o the receive
connector (L/Pl-L/P4)and breakout connector (L/P5) port of an ARINC multiplexer or UART and input to
pin numbering. the microprocessor on the 1/0 data bus. Three
ARINC 429 high-speed data buses are received by
Either the IOC-851 or the IOC-851A may be the 1A IOC. This data is applied to the receive ports
installed. The IOC-851A is the preferred model. of three UARTs, and input t o the microprocessor on
This unit is an improved version that provides the YO data bus. Note that these 14 data bus inputs
additional (mapping) capability for hture expansion. are also applied to the other left side IOC (1B).
The 1A IOC receives ARINC 429 input data, sorts The microprocessor generated output data is applied
the data words and sends selected words t o the t o the five UARTs. When a UART is enabled to
appropriate LRUs. The IOC controls the 1/0 data transmit, output data is applied through a buffer to
bus interface and maintains the label mapping the resident FCS/FMS computer or to an ARINC bus
process to transmit only needed data to each driver. The buffered LA-IOC-4 and LA-IOC-3
receiving LRU. ARINC 429 high-speed data buses are applied t o the
internal FMC/CDC and number 1 FCC computers
A 16-bit microprocessor controls the IOC operation. respectively The other outputs from the buffer are
The central function of this processor is to channel applied to two low-speed drivers and one high-speed
appropriate data from the total complement of input driver. The LA-GP BUS 1 and the LA-GP BUS 4
buses to a particular output bus as that data becomes ARINC 429 low-speed buses are applied through the
available. A n address latch decodes I/O device ICC signal conditioning card t o various external
control, and a data transceiver provides 2-way systems. The LA-IOC-1ARINC 429 high-speed bus
communication between the processor and the IOC is applied through the signal conditioning card to the
data bus. System memory consists of the data map IDS system.
PROMS and RAM storage memory. The
microprocessor reset pin is tied t o the power valid The 1A PWR-851A provides current limited voltage
output from the PWR. If a transient causes the outputs t o the 1A IOC, the number 1FCC computer,
power supply output to drop below preset limits, the and t o one channel of the ATC trim coupler. A
reset line pulls low and causes the processor to separate circuit applies independent, isolated voltage
execute its initialization routines. The IOC does not output t o the external number 1 MSP mode select
transmit (erroneous)data when the reset line is low panel. An auxiliary circuit generates voltage output
or during the reinitialization sequence. t o the external engine pressure sensors (part of the
rudder boost function). Internal monitors ensure
Configuration strap discretes, the heatedfan fail that no single point PWR failure can damage
monitor discrete, a temperature monitor discrete external units.
(from 1B PWR) and IOC ident strap discretes are
buffered onto the IOC data bus. The configuration The power input t o the PWR is the emi-filtered FCS
straps provide system program data. The heatedfan A (+28-Vdc) level from the ICC. This power input is
monitor provides environmental control integrity independent from the +28-V dc levels applied t o the
logic. The temperature monitor provides other three PWR modules. An internal series
(x-quadrant) power supply overheat logic. The ICC regulator develops supply levels required by the
I
card cage sets the A/B quadrant and L/R unit ident PWR itself The +28-V dc input is applied also to one
straps for each IOC. end of the primary winding of a power transformer
and t o a temperature sensor.
IOC-851 Only: An I/O bus interface circuit provides
bidirectional control of the data transfer between the
IOC data bus and the I/O bus. A n I/O request
prioritizer circuit controls the protocol for handling

theory of oDeration 523-0775810
The power transformer contains three secondaries

that generate the PWR output voltages. Each
secondary winding feeds a diode rectifier and
capacitor circuit that charges to a precalculated LEFT SIDE DETAIL: P/O ICC
voltage level. The voltage outputs from these SHEET 1 I
REGULATOR/ ,
1
circuits are applied through a regulator/filter +28 V DC PWR 1A - REGULATOR
network to provide the +5-, +28-, +12-, -12-,
+12-(aurriliary),and +&(isolated)V dc PWR outputs. +5 -40' c .+5 V D C A
O C T
Five LEDs light when output voltages are present. SENSOR
The +12-V dc auxiliary output is applied to the CONFIG STRAF r-

engine pressure sensors, and the +5-V dc isolated
output is applied to the number 1 MSP. The other
power outputs are applied t o the IOC, FCC, and
L-HTR/FAN M(
L-ND/MFD-' 4
LOW-SPEED
RECEIVERS
4
- '
r -ijc&5i-0&1
I
(I/O REQUEST1
PRlORlTlZER
~
I
'
+12 DC
T
r- ' +28 V DC
ATC. -12 V DC
A pulse-width modulator provides variable duty cycle

drive t o the other end of the power transformer
primary winding. The drive output is current
L-PFD-1
RAC-1
A-DAU-2
-
-
-
-m
-0
4 4
L----__I
-3T
T
0 DELAY PWR/
VALID
1A
monitored by the I-sense input of the modulator.

L-VHF-1 - 4 4
-
- +5 V DC ' +12 V DC
(SH 1.4)
DATA
The modulator also monitors the +5-V dc output XCVR
* A B
-L/K
voltage level and increases or decreases the output L-TDR-1 - .PARITY
-BIT
duty cycle to compensate for any fluctuation on the L-ADF-1 - -TEMP-
45-V dc line. A monitor network regularly checks L-VIR-1 - MEMORY MON
18
the +5-, +28-, +12-, and -12-V dc outputs. This
monitor shuts down the power supply if output L-MF-t - ADDR
current capability is exceeded. This disc warn L-DME-1-
- (shutdown) discrete is not used by the FCC (used L/R-ADC-I
CONTROL
only by FMS). The monitor sets this discrete

approximately 1 ms before switching off the +12 V DC- PRES SENS
modulator.
The monitor network also provides a reference level HIGH- SPEED I n l I

AUX
. GND
+5 V DC
-
-
3
.
-I
(SHEET
AUX 1A 1)
(L/P2-25/26)
that is compared with the +5-V dc output. If an RECEIVERS ISOL
output should fail or if a transient is of sufficient

length to cause an output t o exceed tolerance limits,
the reference voltage level will rise and cause the
power valid discrete to drop low. This discrete resets
*-
L- AHC-i
L-FCC-1.-
. INHIBIT
BUFFER
ISOL
GND
- --I t MSP ISOL
1A (SH 1)
(L/P2- 13/12:
-
L-FMS-1'-
the microprocessor in the 1A IOC and in the left - DISC WARN 4OT
-
SHEET 4 ZONNECTED
MONITOR (SHUT DOWN)
FCC. A 120-ms power-up delay allows the monitor
LA-IOC-4%
FMC INTERNAL IAPS BUS --
to initialize properly
LA-IOC-3 2 FCC INTERNAL IAPS BUS - osc/ 'PWR VALID-
COUNTER
The PWR also contains two temperature sensors. If
120 MS
the IAPS temperature falls to less than -40 "C, an LA-GP C-
PWR-UP
BUS 4
undertemperature sensor holds the PWR off. If the PWR 1A DELAY IOC 1B
( S H L T 3)
temperature rises above a preset limit, an LA-IOC-1 *- HIGH-SPEED
-
DRIVER
overtemperature sensor switches a transistor to open I
the discrete TEMP MON 1A output to the 1B IOC. LOW-SPEED
LA-GP -
This open warns that the power supply is BUS 1 DRIVER
IOC 1A NOTE: BUSSES WITH AN ASTERISK (*) ARE ARINC 429 HI-SPEED:
approaching its maximum safe operating limit. If OTHER BUSSES ON THIS SHEET ARE ARINC 4 2 9 LO-SPEED.
operation continues and the temperature rises to the
upper safe operating limit, the PWR automatically CGO-0681-07-AC-3
shuts down.
LAPS (ICC-851)System Schematic (IOCIPWR 1A)

theon/ of operation 523-0775810
Refer t o figure 4-2-1, sheet 3. This diagram shows

the 1B IOC-851/851A inpuUoutput concentrator and
the 1B PWR-851A power supply These modules
provide the other half of the left side IAPS function.
Eleven ARINC 429 low-speed and three ARINC 429

high-speed data buses are received by the 1B IOC.
Note that these same 14 data bus inputs are applied
also to the other left side IOC (1A).
The buffered LB-IOC-4 and LB-IOC-3 ARINC 429

high-speed data bus outputs are applied t o the
internal FMC/CDC and number 1 FCC computers
respectively The LB-GP BUS 2 and the LB-GP BUS
3 ARINC 429 low-speed buses are applied through
the ICC signal conditioning card to various external
systems. The LB-IOC-1 ARINC 429 high-speed bus
is applied through the signal conditioning card to the
IDS system.
The 1B PWR provides current limited voltage

outputs to the 1B IOC and the number 1 FMC
computer. A separate circuit applies independent,
isolated voltage output to the external DBU data
base unit.
A previous page describes internal IOC and PWR

operation.

,--
SHEET 1
+28 V DC PWR 1B
LEFT SIDE DETAIL: P/O ICC I
INTERNAL
REGULATOR/
FILTER NETWORK
\
-
- I
I
A A b A
t5 V DC +5 V DC 2
+5
DcT
I -4VC
SENSOR !:
OFF
CONFIG STRAI I SENSE #I =
L-HTR/FAN MI 1
PULSE DRIVE
MDTH . -
-
L-ND/MFD- + 2 8 V DC
L-PFD-1 - I
1 MS
RAC-1 - DELAY
'WR/
A-DAU-2- t /ALID/
NARN 1B
L-VHF-I - +5 V DC
SHEET 1
+12 V DC :
PWR SENSOR
L-TDR-1 - VALID BUFFER
-BIT
-
L-ADF-1 - SYSTEM I- -TEMP - -
MEMORY MON GND
L-MR-1 - 1A
L-MF-1 -
L-DME-1-
- CONTROL
-12 V DC
I
lr
=
a
e
L/R-ADC-1
I
UART
I
I
UART - +12 V DC
AUX
. GND
IIGH-SPEED +5 V DC L
RECEIVERS I ISOL
BUFFER
IGAT DBU ISOL 18
(SHEET 1)
L-AHC-I*- (L/P3-14/15
I
L-FCC-1.- SOL
' v
c5
GND
c
b28 V - LINE
L-FMS-1.- C12 V 4 MONITOR
-12 v 4
MONITOR
- DISC WARN
(SHUT DOWN)
I
-
SHEET 4 r.
FMC INTERNAL IAPS BUS
LE-IOC-4 'I
FCC INTERNAL IAPS BUS -- osc/ -PWR V A L l D A
LE-IOC-3 % COUNTER
LB-GP LOW-SPEED
BUS 3 DRIVER
I PWR 1B I PWR-UP
DELAY I IOC 1A
(SHEET 2)
LE-GP
BUS 2
HIGH-SPEED
DRIVER L E M P MON 1B
-fl PWR 1A
(SHEET
I 2)
IOC 1B
CGD-0681-07-AC-4
IAPS (ICC-851) System Schematic (IOCIPWR 1B)


Refer to figure 4-2-1, sheet 4. This sheet shows the straps. This plug provides hard grounds which set
right side ICC-851 card cage circuits. Copilot side the airplane configuration and options. Pin numbers
IAPS data interfaces with all external systems are listed on sheet 4 of the interconnect wiring
through the connectors shown on this sheet. diagram (maintenance section). Straps are not t o be
External system data is routed through a signal altered by unauthorized personnel. The right
conditioning circuit in the ICC, and input t o or program straps are read by resident computers and
output from the appropriate IOC or PWR module. the 2N2B concentrators (for redundancy).
The right side IAPS units are 2A IOC, 2B IOC, 2A
PWR, and 2B PWR. Resident computers in this half The number 2 FCC receives the following IAPS
of the ICC are FCC-850 number 2 flight control inputs: power, power valid, R-AHC-1 data, RA-IOC-3
computer (FCS system), ATC-850 automatic trim data, and RB-IOC-3 data. The 2A PWR provides
coupler (FCS system), and CDC-850( ) CDU coupler FCC operating power and a power valid logic input.
(FMS system). The FMC-851()/852() number 2 flight R-AHC-1 attitude heading data is input t o the FCC
management computer may be installed instead of and t o both right side IOCs. The RA-IOC-3 and the
CDC-850( ). RB-IOC-3 data buses provide redundant
concentrated data input t o the FCS system from the
The right side IAPS circuits derive power from the 2A and 2B IOCs. The R-FCC-1 data output bus is
FCS B and FMS B number 2 +28-V dc airplane applied t o both the 2A and 2B concentrators (for
supplies. Each +28-V dc power input is emi filtered redundancy). The wide, bidirectional path on the
and applied through an isolation diode to the 2A or drawing shows FCC communication with other units
2B PWR module. Each PWR module independently in the FCS system. MSP isolated power (+5 V dc)
generates supply levels required by units in that and pressure sensor auxiliary power (+12 V dc) are
IAPS quadrant. also applied from the 2A PWR through this path.
Refer t o figure 4-6 for ICC pin numbers and
The IAPS contains a pair of environmental control functions that apply t o these FCS connections.
cards that operate heater and fan assemblies in the
ICC-851. The right heater and fan control card The ATC receives the following LAPS inputs: power,
receives +28-V dc input power, current input from power valid, and right side program straps. The 1A
the 2A and 2B temperature sensing transducers, and and 2A PWR modules provide ATC operating power
an overtemperature discrete input from the heater. and power valid logic inputs. The right strapping
The control card monitors the IAPStemperature and plug provides program information. The wide,
provides 2-speed fan control, o d o f f heater control, bidirectional path on the drawing shows ATC
and a discrete fail monitor output to the 2A and 2B communication with other units in the FCS system.
concentrators (for redundancy). If LAPS temperature Refer t o figure 4-6 for ICC pin numbers and
is less than a minimum limit, the heater turns on functions that apply t o these FCS functions.
and the fan operates at low speed. When
temperature is normal (between minimum and The CDC-850( ) (or number 2 FMC) receives the
maximum limits), the heater and fan assemblies are following IAPS inputs: power, power valid, discrete
off. If temperature is greater than a maximum limit, warn, RA-IOC-4, RB-IOC-4, LA-IOC-4, and
the heater is off and the fan operates at high speed. LB-IOC-4 data. The 2B PWR provides CDC/FMC
operating power, power valid logic, and discrete
All data bus inputs from external systems are warn logic inputs. The IOC-4 data buses provide
received through an isolation resistor and then redundant data input to the FMS system from all
applied to both the 2A and 2B input/output data four IOC concentrators. The R-FMS-1 data output
concentrators (for redundancy). All data bus outputs bus is applied t o both the 2A and the 2B
from the IOC inputdoutput concentrators are applied concentrators (for redundancy). The wide,
through an isolation resistor to the LRUs specified bidirectional path on the drawing shows CDC/FMC
on the drawing. An asterisk (*) on the drawing communication with other units in the FMS system.
denotes ARINC 429 high-speed data buses; other Refer t o figure 4-7 for ICC pin numbers and
data buses are ARINC 429 low-speed buses. Note functions that apply to these FMS connections.
that "GP'output buses are general purpose buses
and are applied to more than one external system.
An internal plug contains the right side program

The ICC also contains two 50-pin breakout

connectors that may be used t o troubleshoot within
the LAPS assembly Connect a breakout box t o .
R/P4 n
P/O ICC I R/P5 IAPS BREAKOUT CONNECTOR
connector R/P5 t o monitor internal right side IAPS

functions. A pidfunction chart is next t o the system -
PIN FUNCTION
schematic. The other breakout connector (ID51 is 3 3 5

R-PFD-1 (TO IOC 2A/2B)
R-GRW-3 (RESERVED BUS TO IOC 2A/2B)
used to monitor left side IAPS functions; refer to 7/6 RE-IOC-4 (TO CDC/FMC’S)
9/B RE-IOC-3 (TO FCC 12)
sheet 1for a pidfunction chart. 11/10 R-FMS-1 (TO IOC 2A/2B)
14/12 R-FCC-1 (TO IOC 2A/2E)

15/13 RA-IOC-4 (TO CDC/FMC’S)
16/5 RA-IOC-3 (TO FCC #2)
17 MOTHER BOARD GND
18 ROLL TRIM CMD LEFT + (FROM ROLL ATC 2A)
19 ROLL TFlM CMD RIGHT + (FROM ROLL ATC 2A)

20/3 R-MSP-1 (TO FCC #2)
21/37 R-MFD-1 (TO IOC 2A/2B)
23 SYNC SWITCH INPUT (TO FCC #2)
24 SPARE DISCRETE INPUT (TO FCC #2)
25 SPARE DISCRETE INPUT (TO FCC 12)

26 AP ENGAGE LEVER UP INPUT (TO FCC #2)
27/31 RE-GP BUS 3 I T 0 RTA)
28/59 R-FCC-2 (TO MSP #2)’
29 RUD BOOST ARM SWITCH INPUT (TO FCC #2)
32/33 RA-GP BUS 4 (RESERVED BUS FROM IOC 2A)

34/30 RE-GP BUS 2 (TO CMA. RTL #l. RTL #2. SOD)
40/22 R-AHC-1 (TO IOC-2A/2B. FCC # 2 )
41 AP DISENGAGE SMTCH INPUT (TO FCC #2)
43 GO AROUND SWITCH INPUT (TO FCC # 2 )
44 YO ENGAGE LEVER UP INPUT (TO FCC #2)

45/42 R-ADC-1 (TO IOC 2A/2B)
46/38 E-DAU-2 (TO IOC 2A/2B)
47/36 RA-GP BUS 1 (TO RTU #2. DAU-E. ADC #2)
48 PITCH TRIM UP CMD (FROM FCC #2)
50/49 RA-IOC-1 (TO LARGE DISPLAYS)
REFER TO SHEET 8 OF INTERCONNECT

DIAGRAM IN MAINTENANCE SECTION
FOR STFAPPING PLUG FUNCTIONS.
FIG 4-12 NOTE BUSSES MTH AN ASTERISK (*) ARE ARINC 4 2 9 HI-SPEED
-
OTHER BUSSES ON THIS SHEET ARE ARINC 4 2 9 LO-SPEED. CGO-0681-07-AC-5
IAPS (ICC-851)System Schematic (ICC)

Figure 4-2-1(Sheet 4 of 6)

Refer to figure 4-2-1, sheet 5. This diagram shows

the 2A IOC-851/851A input/output concentrator and
the 2A PWR-851A power supply These modules
provide half the right side IAPS function. Note that
no pin numbers are shown on this sheet since the
IOC and the PWR modules are internal to the IAPS
card cage. Refer to sheet 4 for IAPS right side I/O
connector (lUPl-WP4) and breakout connector (wP5)
pin numbering.

high-speed data buses are received by the 2A IOC.
Note that these same 14 data bus inputs are also
applied to the other right side IOC (2B).
The buffered RA-IOC-4 and RA-IOC-3 ARINC 429

high-speed data bus outputs are applied to the
internal CDCD'MC and number 2 FCC computers
respectively The RA-GP BUS 1and the RA-GP BUS
systems. The RA-IOC-1 ARINC 429 high-speed bus
is applied through the signal conditioning card to the
IDS system.
The 2A PWR provides current limited voltage

outputs to the 2A IOC, number 2 FCC computer, and
to one channel of the ATC trim coupler. A separate
circuit applies independent, isolated voltage output
to the number 2 MSP mode select panel. An
auxiliary circuit generates voltage output to the
external engine pressure sensors (part of the rudder
boost function).

operation.

- SHEET 4
RIGHT SIDE DETAIL:
-
P/O ICC
INTERNAL
REGULATOR/
FILTER NETWORK
.I .
L-
d
+28 V DC PWR 2A
I b I
-
r k 5 V DC
CONFIG STF 1 SENSE

I -
R-HTR/FAN
R-MFD-1 e -c
- 'GGGGt-
I PRIORITIZER
r- t 2 8 V DC
R-PFD-1
RAC-1 -
c
c --
4
LSI
MUX c
E
PWR/
E-DAU-2 c
- -
p-w-pY
VALID
2A
(SHEET 4
I
R-VHF-1 c
+5 V DC
- DATA 1 A B SENSOR
+12 V DC
XCVR
P W
R-TDR-1
R-ADF-1
R-VIR-1
e
c
-
--c
LSI c
MUX
VALID
SYSTEM
MEMORY
4- BUFFER
BIT
TEMP
MON
2B
-
- -
R-MF-1
R-DME-1
c
c
-.
I
- pJ-l-1 ADO-AD15 LATCH pr;N,L
DEVICE
R/L- ADC- c n
PRES SENS
AUX 2A
- GND (SHEET 4)
(R/P2- 25/26)
{IGH-SPEED +5 v DC
RECEIVERS XM T
G-K
INHIBIT MSP ISOL
BUFFER 2A (SH 4)
R-AHC-~( (R/P2-13/12
R-FCC- 1* +5 v - o
R-FMS- 1'
t28 V - o LINE 1
+12 V- MONITOR DISC WARN
U I -12 v- - .(
NOT
CONNECTED
SHEET 1 (SHUT DOWN)
RA-IOC-d
FMC INTERNAL IAPS BUS --
FCC INTERNAL IAPS BUS
- osc/ -PWR VALID
RA-IOC-; COUNTER
I I
RA-GP .
I
BUS 4
PWR 2 A I PWR-UP
DELAY 1 IOC 28
(SHEET 6)
RA-IOC-1 -- TEMP MON 2A
RA-GP& LOW-SPEED
BUS 1 DRIVER
IOC 2 A NOTE: BUSSES WTH AN ASTERISK (e) ARE ARINC 429 HI-SPEED: U
OTHER BUSSES ON THIS SHEET ARE ARINC 429 LO-SPEED.
CGO-0681-07-AC-6
IAPS (ICC-851)System Schematic (IOCIPWR 2A)

*re 4-2-1 (Sheet 5 of 6)


the 2B IOC-851/851A input'output concentrator and
the 2B PWR-851A power supply These modules
provide the other half of the right side IAPS
function.

high-speed data buses are received by the 2B IOC.
Note that these same 14 data bus inputs are also
applied to the other right side IOC (2A).
The buffered RB-IOC-4 and RB-IOC-3 ARINC 429

high-speed data buses are applied to the internal
CDCE'MC and number 2 FCC computers
respectively The RB-GP BUS 2 and the RB-GP BUS
systems. The RB-IOC-1 ARINC 429 high-speed bus
is applied through the signal conditioningcard t o the
IDS system.
The 2B PWR provides current limited voltage

outputs to the 2B IOC and the number 2 CDCLFMC
computer. A separate circuit applies independent,
isolated voltage output.

operation.

-
-
-
RIGHT SIDE DETAIL: P/O ICC I
Y-IEET 4 REGULATOR/
INTERNAL FILTER NETWORK
+28 V DC PWR 2 8 -
-40' c +5 V D C -
CONFIG STRAI
R-HTR/FAN M(
+12 V DC
.OW-SPEED T
R-MFD-1 -
RECEIVERS r- + 2 8 V DC
-12 V DC
-3.T
R-PFD-1-
-
T
RUT
RAC-1
E-DAU-2 - GNDc
- 'WR/
'ALID/
VARN 2 8
R-VHF-1- SHEET 4
+5 V DC +12 V DC
AB-
R-TDR-1-
PWR
BUFFER
L/R-
PARITY-
VALID
BIT '
R-ADF-1- SYSTEM I- TEMP-
MEMORY MON
R-VIR-1- 2A
R-MF-1 -
R-DME-1-
1 t--I CONTROL
-12 V DC
I
R/L-ADC-1
lr
+5 V DC
I;
ISOL
R-AHC-I*- - -'-
-
-
-
INHIBIT
BUFFER
-
NOT
CONNECTED
R-FCC- if-
R-FMS- 1
-.
-P-
.
I
-
-
UART
t2
+5 "3-J
8 V
SOL
GND
DISC WARN
SHEET 1 I -
UART
MONITOR - (SHUT DOWN)
I
RB-IOC-4%
RE-IOC-3%
osc/
COUNTER
-PWR VALID -
RE-GP LOW-SPEED
BUS 3 DRIER
PWR 2B I PWR-UP
DELAY I IOC 2A
(SHEET 5)
RE-IOC-IL
HIGH-SPEED n
-
-
DRIER TEMP MON 28
(SHEET 5)
RE-GP LOW-SPEED
BUS 2 DRIER
IOC 2B NOTE: BUSSES MTH AN ASTERISK (*) ARE ARINC 4 2 9 HI-SPEED; U
OTHER BUSSES ON THIS WEET ARE ARINC 429 LO-SPEED.
CGO-0681-07-AC-7
System Schematic (IOCIPWR 2B)

IAPS (ICC-851)
i 'w Figure 4-2-1 (Sheet 6 of 6)

theorv of oDeration 523-0775810
PWR-851A 18
7 r
\\
FMC-85lB/C NO. 1 7 ~ ~ C ~ ~ (OR O E / C NO. 2)
~ FMC-85lB/C
EMPTY (OR FMC-852E/C NO. 2)

lOC-8Sl( ) ZB
ICC-851
///
I / /
\
HINGE EDGE
(CONNECTORS)
\\\\
FCC-850 NO. 1 FCC-850 NO. 2
PWR-851A 1A
lOC-851( ) 1A PWR-851A 2A
lOC-851( ) 2A
IAPS ASSEMBLY, FRONT MEW

CGO-0683-06-AC-5
IAPS Assembly
Figure 4-24
36. w2.
35. 1..
PIN FIELD FOR PWR lA/lB/2A/2B
130. m
2.
129. 1..
PIN FIELD FOR OTHER LRMS
NOTE: PIN FIELDS ORIENTED AS SHOWN IN FIGURE AT TOP OF PAGE
LRM TABLE
ATC-850 4-4
CDC-850B 4-5
CDC-850C 4-6
FCC-850 4-7
FMC-851B 4-8
FMC-851C 4-9
FMC-852B 4-10
FMC-852C 4-11
IOC-851 4-12
PWR-851A 4-13

Table 4-4. ATC-850 Automatic Trim Coupler Connector Pin Descriptions.

PIN A1J4 __ - - - - -
DESCRIPTION PIN A1J4 DESCRIPTION
1 SPARE 2 SPARE
3 SPARE 4 SPARE
5 TRIM RATE TEST B 6 TRQ NO TRIM TEST 3
7 POWER GND 8 TRIM CMD LT (GND)
9 DC MAX TEST B 10 TWO-WAY TRIM TEST B
11 +28V DC POWER B 12 POWER VALID A
13 TRIM ARM RT FBK (28V) B 14 ANNUNCIATOR TEST A
15 TRIM RELAY TEST B 16 SVO TRQ TEST B
17 +12 V DC POWER A 18 +12V DC POWER A
19 SPARE 20 TRIM CMD LT (28V)
21 -12V DC POWER B 22 -12 V DC POWER B
23 POWER GND 24 TRIM CMD RT FBK (28V) B
25 EXT TRIM SIG (H)B 26 EXT TRIM SIG (L) B
27 TRIM CMD RT FBK (GND) B 28 CONFIG STRAP 0
29 TRIM CMD LT FBK (28V) B 30 TRIM ARM RT (28V)
31 CONFIG STRAP 2 32 TRM CMD LT FBK (GND) B
33 TRIM POWER OUT B 34 CONFIG STRAP 4
35 TRIM FAIL TEST B 36 AP/YD ENG TEST B
37 CONFIG STRAP 1 38 CONFIG STRAP 3
39 CONFIG SELECT 40 TRIM POWER IN B
41 +5 V DC POWER A 42 +5 V DC POWER A
43 CLOCK 2 TEST 44 CLOCK 1TEST
45 TRIM FAIL TEST B 46 TRIM RELAY CNTL B
47 POWER GND 48 CFC VALID TEST
49 PEQQ TEST 50 PGTQ TEST
51 TRIM RATE (H) B 52 TRIM RATE (1;)B
53 SPARE 54 CMD RT TEST 1
55 TRIM NO TRQ TEST B 56 ENGAGE LOGIC (28V) A
57 ARM LT TEST 58 SPARE
59 SPARE 60 TRIM F M L A" (GND) A
61 CMD LT TEST 2 62 SPARE
63 SPARE 64 TRIM FAIL ANN (END) B
65 FILMOTVLT TEST 66 ABSFILMOTVLTTEST
67 POL TEST 68 TRIM ENAl3LE
69 TRIM RELAY POWER (28V) B 70 SPARE
71 ENGAGE LOGIC (28 V) B 72 TRIM ARM LT FBK (28V) B
73 TRIM RATE TEST A 74 TRIM NO TRQ TEST A
75 DC MAX TEST A 76 TWO-WAY TRIM TEST A
77 SPARE 78 TRIM RELAY TEST A
79 SVOTRQTESTA 80 SPARE
81 TRIM RATE (L) A 82 TRIM RATE (H) A
83 +5 V DC POWER B 84 +5 V DC POWER B
85 ARM RT H TTL TEST 86 ARM LT H TTL TEST
87 CMD RT L TTL TEST 88 CMD LT L TTL TEST
89 TRIM RELAY POWER (28V) A 90 TRIM POWER IN A
91 POWER GND 92 SPARE
93 EXT PROGRAM 0 94 EXT PROGRAM 1
95 TRIM FAIL TEST A 96 AF/YD ENG TEST A
97 TRIM POWER OUT A 98 TRIM ARM LT (28V)
99 TRIM FAIL TEST A 100 TRIM RELAY CNTL A

Table 4-4. ATC-850 Automatic Trim Coupler Connector Pin Descriptions.

PIN A154 DESCRIPTION I PINAlJ4 DESCRIPTION
~~
101 POWER GND 102 TRIM CMD RT FBK (28 V) A

103 INT TRIM SIG (H) A 104 INT TRIM SIG (L)B
105 EXT TRIM SIG (H) A 106 EXT TRIM SIG (L)A
107 -12 V DC POWER A 108 -12 V DC POWER A
109 INT TRIM SIG (L)A 110 INT TRIM SIG (H) B
111 TRIM CMD LT FBK (GND) A 112 ANNUNCIATOR TEST B
113 +12 V DC POWER B 114 +12 V DC POWER B
115 TRIM CMD LT FBK (28V) A 116 POWER VALID B
117 TRIM ARM RT FBK (28 V) A 118 +28 V DC POWER A
119 TRIM ARM LT FBK (28 Vj A 120 TRIM CMD RT (28 V)
121 ' TRIM CMD RT FBK (GNDjA 122 TRIM CMD RT (GND)
123 POWER GND 124 ARM RT TEST
125 EXT PROC 0 TEST 126 EXT PROC 1TEST
127 CMD RT TEST 2 128 CMD LT TEST 1
129 TRQ NO TRIM TEST A 130 SPARE
Table 4-5. CDC-85OB Control Display Coupler Connector Pin Descriptions.

PIN AlJlO DESCRIPTION PIN AlJlO DESCRIPTION
1 SPARE 2 SPARE
3 SPARE 4 SPARE
5 SPARE 6 SPARE
7 POWER GROUND 8 POWER GROUND
9 SPARE 10 SPARE
11 SPARE 12 POWER VALID IN
13 SPARE 14 SPARE
15 SPARE 16 SPARE
17 +12 V DC POWER 18 +12 V DC POWER
19 SPARE 20 SPARE
21 SPARE 22 SPARE
23 POWER G R O W 24 POWER GROUND
25 SPARE 26 SPARE
27 SPARE 28 SPARE
29 SPARE 30 SPARE
31 SPARE 32 SPARE
33 SPARE 34 SPARE
35 SPARE 36 SPARE
37 SPARE 38 SPARE
39 SPARE 40 SPARE
41 +5 V DC POWER 42 .e5 V DC POWER
43 SPARE 44 SPARE
45 SPARE 46 SPARE
49 SPARE 50 SPARE
51 SPARE 52 SPARE
53 POWER SHUTDOWN WARN IN 54 SPARE
55 SPARE 56 SPARE
57 SPARE 58 SPARE
59 RB-IOC-4 (H) 60 SPARE
61 RA-IOC-4 (L) 62 SPARE

Table 4-5. CDC-85OB Control Display Coupler Connector Pin Descriptions.
PIN AlJ10 DESCRIPTION PIN AlJlO DESCRIPTION
63 PTR TEST WATCHDOG INHIBIT F 64 SPARE
65 SPARE 66 SPARE
67 SPARE 68 LB-IOC-4 (H)
69 SPARE 70 LB-IOC-4 (L)
71 SPARE 72 LA-IOC-4 (L)
73 PTR TEST A2 BATT 74 PTR TEST A1 3ATT
75 REV SW LOGIC IN (GND/OPEN) 76 SPmE
77 SPARE 78 F'TR TEST HOLD 186 F
79 RB-IOC-4 (L) 80 SPARE
81 SPARE 82 RA-IOC-4 (H)
83 +5 V DC POWER 84 +5V DC POWER
85 SPARE 86 SPARE
87 SPARE aa SPARE
89 SPARE 90 LA-IOC-4 (H)
93 FMS-1 (L) 94 FMS-1 (El)
95 SPARE 96 SPARE
97 SPARE 98 SPARE
99 SPARE 100 SPARE
101 SPARE 102 POWER G R O W
103 SPARE 104 SPARE
105 XSIDE FMS-4 (H) 106 B I D E FMS-4 (L)
107 -12V DC POWER 108 -12V DC POWER
109 CDU-1 (H) 110 CDU-1 (L)
111 FMS-3 (L) 112 FMS-3 (H)
113 FMS-4 (H) 114 FMS-4 (L)
115 SPARE 116 SPARE
117 SPARE 118 +28V DC POWER
119 SPARE 120 SPARE
121 LEFTLRIGHT FMS 122 INTERPROC INT IN
125 INTERPROC INT OUT 2 126 SPARE
129 SPARE 130 SPARE
Table 4-6.CDC-85OC Control Display Coupler Connector Pin Descriptions.

1 BCLK-F 2 SPARE
3 BUSY-F 4 SPARE
5 SA16 6 CBRQ-F
9 SA18 10 SA19
11 SAMWC-F 12 POWER VALID IN
13 SA17 14 SPARE
15 SBHE-F 16 SYS RAM CS-F
17 +12V DC POWER 18 +12V DC POWER
19 CONFIE 0 20 CONFIG 1
21 CONFIG 2 22 SA15
25 SA13 26 SA14

Table 4-6. CDC-85OC Control Display Coupler Connector Pin Descriptions.
27 SA8 28 SA9
29 SA12 30 SA10
31 SA6 32 SA11
33 SMRDC-F 34 SA7
35 BANK SEL 0 36 SA5
39 SA2 40 SA1
43 SA3 44 SA4
45 SD9 46 SD8
49 SD12 50 SDlO
51 SD 13 52 SDll
53 POWER SHUTDOWN WARN IN 54 BANK SEL 2
55 SD15 56 SD14
57 SPARE 58 SDO
59 RB-IOC-4 (H) 60 SD1
61 FtA-IOC-4 (L) 62 SD2
63 PTR TEST WATCHDOG INHIBIT F 64 SD4
65 SD3 66 SD6
67 SD5 68 LB-IOC-4 (H)
69 SD7 70 LB-IOC-4 (L)
73 PTR TEST A2 BATT 74 PTR TEST A1 BATT
75 SPARE 76 SPARE
77 SPARE 78 PTR TEST HOLD 186 F
81 CONF'IG 4 82 RA-IOC-4 (H)
85 SPARE 86 SPARE
87 SPARE 88 CONFIG 3
93 FMS-1 (L) 94 FMS-1 (H)
95 SPARE 96 SPARE
97 SPARE 98 SPARE
99 SPARE 100 SPARE
101 POWER GROUND 102 SPARE
103 SPARE 104 SPARE
105 B I D E FMS-4 (H) 106 XSIDE FMS-4 (L)
109 CDU-1 (H) 110 CDU-I (E)
111 FMS-3 (L) 112 FMS-3 (H)
113 FMS-4 (H) 114 FMS-4 (L)
115 SPARE 116 SPARE
119 SPARE 120 SPAFtE
121 LEFTMGHT FMS 122 INTERPROC INT IN

129 SPARE 130 SPARE
Table 4-7. FCC-850 Flight Control Computer Connector Pin Descriptions.

PIN A155 DESCRIPTION PIN A155 DESCRIF'TION
1 SIGNAL GROUND 2 SIGNAL GROUND
3 AIL SERVO MOTOR OUT 4 AIL SERVO MOTOR OUT
5 AIL SERVO BIAS (28V) 6 SPARE
9 SPARE 10 SPARE
I1 AIL OTHER CHAN SERVO ERROR 12 POWER V L I D IN
13 #2 IOC TO FCC (B) 14 MSP TO FCC (L)
15 #2 IOC TO FCC (A) 16 MSP TO FCC (HI
19 SERVO POWER GROUND 20 SERVO POWER GROUND
21 AIL SERVO POWER (28V) 22 AIL SERVO POWER (28V)
23 POWER GROUND 24 KEY
25 ELE SERVO MOTOR OUT 26 ELE SERVO MOTOR OUT
27 YD ENG LEVER UP 28 CONFIG STRAP 0
33 ELE SERVO BLAS (28V) 34 CONFIG STRAP 4
35 #1 IOC TO FCC (B) 36 #1 IOC TO FCC (A)
37 CONFIG STRAP 1 38 CONFIG S T W 3
39 ELE SERVO POWER (28V) 40 ELE SERVO POWER (28V)
43 FCC TO MSP (L) 44 FCC TO MSP (H)
45 FCC TO IOC (B) 46 FCC TO IOC (A)
47 POWER GROUND 48 IzlEY
49 FROM OTHER FCC (L) 50 FROM OTHER FCC (H)
51 TO OTHER FCC (L) 52 TO OTHER FCC (H)
53 SPARE 54 SPARE
55 SPARE 56 SPARE
57 RUD SERVO MOTOR OUT 58 RUD SERVO MOTOR OUT
59 RUD SERVO BIAS (28V) 60 PITCH TRIM FAIL ANN (GND)
61 SERVO POWER GROUND 62 SERVO POWER GROUND
63 RUD SERVO POWER (28V) 64 RUD SERVO POWER (28V)
65 PITCH KNOB IN (C) 66 PITCH KNOB IN (H)
67 OPTION STRAP 4 68 MANUAL TRIM DN SW
69 ROLL KNOB IN (C) 70 ROLL KNOB IN (H)
71 AP ENG LEVER U p 72 MANUAL TRIM UP SW
73 RT BLEED AIR (C) 74 RT BLEED AIR (H)
75 RUDDER BOOST ARM SWITCH 76 SYNC SWITCH
77 AHC TO FCC (A) 78 A H C TO FCC (B)
79 GA SWITCH 80 DISENG SWITCH
81 PITCH TRIM U T E (C) 82 PITCH TRIM RATE (H)
85 A p MONITOR IN 86 LT BLEED AIR (H)
87 LT BLEED AIR (C) 88 OPTION STRAP 5
89 PITCH TRIM RELAY POWER (28V) 90 PITCH TRIM POWER IN

Table 4- 7. FCC-850 Flight Control Computer Connector Pin Descriptions.
PIN A155 DESCRIPTION PIN A155 ~
DESCRIPTION
93 YD MONITOR IN 94 OPTION STRAP 6
95 ELE OTHER CHAN SERVO ERROR 96 RUD OTHER CHAN SERVO ERROR
97 PITCH TRIM POWER OUT 98 PITCH TRIM ARM A=UP, B=DN
99 OPTION STRAP 7 100 OPTION STRAP 1
103 AIL OTHER CHAN SERVO MOTOR 104 OPTION STRAP 3
105 ELE OTHER CHAN SERVO MOTOR 106 OFTION STRAP 0
109 RUD OTHER CJUN SERVO MOTOR 110 AIL TORQUE OUT
111 RUD SERVO ERROR OUT 112 OPTION STRAP 2
113 AIL SERVO ERROR OUT 114 ELE SERVO ERROR OUT
115 ELE TORQUE PROG 116 AIL TORQUE PROG
117 RUD TORQUE PROG 118 +28V DC POWER
119 ELE TORQUE CMD 120 PITCH TRIM CMD (28V) A=DN, B=UP
121 RUD TORQUE CMD 122 PITCH TRIM CMD (GND) A=DN, B=UP
123 POWlER GROUND 124 KI3Y
125 AIL SERVO TACH (C) 126 AIL SERVO TACH (HI
127 ELE SERVO TACH (C) 128 ELE SERVO TACH (H)
129 RUD SERVO TACH (C) 130 RUD SERVO TACH (HI
Table 4-8.FMC-851B Flight Management Computer Connector Pin. Descriptions.

1 BCLK-F 2 BPRN-F
3 BUSY-F 4 BPRO-F
5 SA16 6 CBRQ-F
9 SA18 10 SA19
11 SMC-I? 12 POWER VAlLID IN
13 SA17 14 SPGRE
19 SPARE 20 SPARE
21 SPARE 22 SA15
25 SA13 26 SA14
27 SA8 28 SA9
29 SA12 30 SA10
31 SA6 32 SA11
33 SMRDC-F 34 SA7
39 SA2 40 SA1
43 SA3 44 SA4
45 SD9 46 SD8
49 SD12 50 SDlO
51 SD13 52 SD11

Table 4-8. FMC-851B Flight Management Computer Connector Pin Descriptions.
55 SD15 56 SD14
57 SPARE 58 SDO
59 RB-IOC-4 (H) 60 SDl
61 RA-IOC-4 (L) 62 SD2
65 SD3 66 SD6
67 SD5 68 LB-IOC-4 (H)
69 SD7 70 LB-IOC-4 (L)
75 REV SW LOGIC IN (GND/OPEN) 76 SPARE
81 SPARE 82 'RA-IOC-4(H)
85 SPARE 86 SPARE
87 SPARE 88 SPARE
91 POWER GROUND 92 P O m R GROUND
93 FMS-1 (L) 94 FMS-1 (H)
95 SPARE 96 FMS-2 (A)
97 SPARE 98 FMS-2 (B)
99 SPARE 100 SPARE
101 SPARE 102 POWER GROUND
103 SPARE 104 SPARE
105 XSIDE FMS-4 (H) 106 XSIDE FMS-4 (L)
109 CDU-1 (H) 110 CDU-1 (L)
111 FMS-3 (L) 112 FMS-3 (H)
113 FMS-4 (H) 114 FMS-4 (L)
115 SPARE 116 SPARE
119 SPARE 120 SPARE
121 LEFTRIGHT FMS 122 INTERPROC INT IN
129 SPARE 130 SPARE

1 BCLK-F 2 BPRN-F
3 BUSY-F 4 BPRO-F
5 SA16 6 CBRQ-F
9 SA18 10 SA19

Table 4-9. FMC-851 C Flight Management Computer Connector Pin Descriptions.
13 SA17 14 SPARE
19 CONFIG 0 20 CONFIG 1
21 CONFIG 2 22 SA15
23 POWER GROUND 24 P O W R GROUND
25 SA13 26 SA14
27 SA8 28 SA9
29 SA12 30 SA10
31 SA6 32 SA11
33 SMRDC-F 34 SA7
39 SA2 40 SA1
43 SA3 44 SA4
45 SD9 46 SD8
49 SD12 50 SDlO
51 SD13 52 SD11
55 SD15 56 SD14
57 SPARE 58 SDO
59 RB-IOC-4 (H) 60 SD1
61 FtA-IOC-4 (L) 62 SD2
65 SD3 66 SD6
67 SD5 68 LB-IOC-4 (H)
69 SD7 70 LB-IOC-4 (L)
75 SPARE 76 SPARE
77 SPARE 78 FTR TEST HOLD 186 F
79 RB-IOC-4 (L) 80 CONFIG 3
81 CONF'IG 4 82 RA-IOC-4 (H)
85 SPARE 86 SPARE
87 SPARE 88 SPARE
93 FMS-1 (L) 94 FMS-1 (H)
95 SPARE 96 FMS-2(A)
97 SPARE 98 FMS-2 (B)
99 SPARE 100 SPARE
103 SPARE 104 SPARE
105 XSIDE FMS-4 (H) 106 S I D E FMS-4 (L)
109 CDU-1 (H) 110 CDU-1 (L)

Table 4-9. FMC-851C Flight Management Computer Connector Pin Descriptions.
1 PIN AlJlO DESCRIPTION PIN AlJlO DESCRIPTION
111 FMS-3 (L) 112 FMS-3 (H)
113 FMS-4 (H) 114 FMS-4 (L)
115 SPARE 116 SPARE
119 SPARE 120 SPARE
123 P O W R GROUND 124 POWl3R GROUND
129 SPARE 130 SPARE
n b l e 4-10. FMC-852B Flight Management Computer Connector Pin Descriptions.

PIN A1J8 DESCRIPTION PIN A158 DESCRIPTION
1 BCLK-F 2 SPRN-F
3 BUSY-F 4 BPRO-F
5 SA16 6 CBRQ-F
7 SPARE 8 SPARE
9 SA18 10 SAT9
11 SAMWC-F 12 POWER VGLID IN
13 SA17 14 SPARE
19 SPARE 20 SA0
21 SPARE 22 SA15
25 SA13 26 SA14
27 SA8 28 SA9
29 SA12 30 SA10
31 SA6 32 SA11
33 SMRDC-F 34 SA7
39 SA2 40 SA1
43 SA3 44 SA4
45 SD9 46 SD8
49 SD12 50 SDlO
51 SD13 52 SDll
55 SD15 56 SD14
57 SPARE 58 SDO
59 SPARE 60 SD1
61 SPARE 62 SD2
63 SPARE 64 SD4
65 SD3 66 SD6
67 SD5 68 SPARE
69 SD7 70 SPARE
71 SPARE 72 SPGRE

Table 4-10. FMC-852B Flight Management Computer Connector Pin Descriptions.
PIN A158 DESCRIPTION PIN A l J 8 DESCRIPTION
73 SPARE 74 V BAT
75 SPARE 76 DBS/2-F
79 SPARE 80 MOTOR ON-F
81 DIR-F 82 SPARE
85 SPARE 86 SPARE
87 WPRT-F 88 SPARE
89 SPARE 90 SPARE
93 SPARE 94 SPARE
95 SPARE 96 SPARE
97 TRKO-F 98 SPARE
99 HDSEL-F 100 STEP-F
103 SPARE 104 WR DATA-F
105 SPARE 106 SPARE
109 SPARE 110 SPARE
111 SPARE 112 SPARE
113 SPARE 114 SPARE
115 WR GATE-F 116 INDEX-F
117 SPARE 118 SPARE
119 RDY-F 120 RD DATA-F
129 130 SPARE

PIN A158 DESCRIPTION PIN A158 DESCRIPTION
1 BCLK-F 2 BPRN-F
3 BUSY-F 4 BPRO-F
5 SA16 6 CBRQ-F
7 SPARE 8 SPARE
9 SA18 10 SA19
13 SA17 14 SPARE
15 SBHE-F 16 SYS FL4.M CS-F
19 SPARE 20 SPARE
21 SPARE 22 SA15
25 SA13 26 SA14
27 SA8 28 SA9
29 SA12 30 SA10
31 SA6 32 SA11
33 SMRDC-F 34 SA7
4-44
PIN A1J8 DESCRIPTION PIN A1J 8 DESCRIPTION
39 SA2 40 SA1
43 SA3 44 SA4
45 SD9 46 SD8
47 P O m R GROUND 48 SPARE
49 SD12 50 SDZO
51 SD13 52 SDll
55 SD15 56 SD14
57 SPARE 58 SDO
59 SPARE 60 SD1
61 SPARE 62 SD2
63 SPARE 64 SD4
65 SD3 66 SD6
67 SD5 68 SPARE
69 SD7 70 SPARE
71 SPARE 72 SPARE
73 SPARE 74 V BAT
75 SPARE 76 DBS/Z-F
79 SPARE 80 MOTOR ON-F
81 DIR-F 82 SPARE
85 SPARE 86 SPARE
87 WPRT-F 88 SPARE
89 SPARE 90 SPARE
93 SPARE 94 SPARE
95 SPARE 96 SPARE
97 TRKO-F 98 SPARE
99 HDSEL-F 100 STEP-F
103 SPARE 104 WR DATA-F
105 DBU-1 (H) 106 DBU-1 (L)
109 SPARE 110 SPARE
111 FMS-5 (L) 112 FMS-5(H)
113 SPARE 114 SPARE
115 WR GATE-F 116 INDEX-F
117 SPARE 118 SPARE
119 RDY-F 120 RD DATA-F
121 LEFTBIGHT FMS 122 INTERPROC INT IN
129 SPARE 130 SPARE

Table 4-12.IUC-851 Input 1Output Concentrator Connector Pin Descriptions.
PIN AlJ2, DESCRIPTION PIN AlJ2, DESCRIPTION
A137 A1J7
1 LRNTYPE 1 2 SPARE
3 WD2 SPR 3 4 SPARE
5 MLB CONFIG 1 6 SPARE
9 WD2 SPR 2 10 s/DADC
11 S D DME 12 POWER VALID
13 WD1 SPR 1 14 LRN TYP 0
15 RATYPO 16 XSIDE NAV
17 +12V DC POWER IN 18 +12V DC POWER IN
19 WXR INST 20 AHRSANS
21 FMS CONFIG 0 22 3RD COMM
25 RATYP1 26 FMS CONFIG 1
27 WD2 SPR 1 28 BIT CODE 3
29 SLD ADF 30 S/D INST
31 SPARE 32 LRN TYP 2
33 SPARE 34 VNAV MODE
35 BRG PTR 1 36 FD XFER
37 CERT 1 38 VBAWXPRT
39 MLB CFIG 0 40 BRG FTR 0
43 wD2 PAR 44 FST/SLO 0
45 CERT 0 46 FST/SLO 1
49 SPARE 50 LPPO A/B
51 OVERHEAT MON OFFSIDE 52 LPP2 PAR
53 LPPl L/R 54 ENVIRON MON
55 LPP3 BIT 56 BIT CODE 0
57 WDI PAR 58 SPARE
59 SFARE 60 SPARE
61 GRW-2 (B)IN 62 GRW-2 (A) IN
63 GRW-3 (B) IN 64 GRW-3 (A) IN
65 GRW-4 (B) IN 66 GRW-4 (A) IN
67 GRW-5 (B) IN 68 GRW-5 (A) IN
69 SPARE 70 SPARE
71 ADC-1 (B) IN 72 ADC-1 (A) IN
73 IOC-4 (L) OUT 74 IOC-3 (H) OUT
75 IOC-4 (HI OUT 76 IOC-3 (L) OUT
77 BIT CODE 1 78 IOC-5 (A) HI SPEED OUT
79 3TT CODE 2 80 IOC-5 (B)HI SPEED OUT
81 GRW-7 (A) IN 82 GRW-7 (B) IN
85 VHF-1 (A) IN 86 VHF-1 (B) IN
87 VIR-1 (B)IN 88 VIR-1 (A) IN
89 RAC-1 (B) IN 90 RAC-1 (A) IN
93 MFD/ND-l (B) IN 94 M F D N - 1 (A) IN
95 FMS-1 (L) IN 96 FMS-1 (H) IN
97 FCC-1 (L) IN 98 FCC-1 (H) IN

Table 4-12. IOC-851 Input loutput Concentrator Connector Pin Descriptions.
PIN AlJ2, DESCRIPTION PIN AlJ2, DESCRIPTION
A1J7 A1J7
99 GRW-6 (B) IN 100 GRW-6 (A) IN
101 POWER GROTJND 102 SPARE
103 IOC-2 (B) LO SPEED OUT 104 IOC-2 (A) LO SPEED OUT
105 IOC-1 (B) HI SPEED OUT 106 IOC-1 (A) HI SPEED OUT
107 -12V DC POWER IN 108 -12V DC POWER IN
109 CAD-I (A) IN 110 CAD-1 (B) IN
111 GRW-1 (A) IN 112 GRW-1 (B) IN
113 DME-1 (B) IN 114 DME-I(A) IN
115 ADF-1 (B) IN 116 ADF-1 (A) IN
117 VLF-1 (B) IN 118 VLF-1 (A) IN
119 IOC-6 (A) LO SPEED OUT 120 IOC-6 (B) LO SPEED OUT
121 AHC-1 (B) IN 122 AHC-1 (A) IN
125 MLS-1 (B) IN 126 MLS-1 (A) IN
127 PFD-I (B) IN 128 PFD-1 (A) IN
129 DAU-2 (13) IN 130 DAU-2 (A) IN

theoy of operation 523-07758IO
Table 4-13.PWR-851A Power Supply Connector Pin Descriptions.
PIN AlJ3, DESCRIIYTION PIN AlJ3, DESCRIPTION
AlJll AlJ11
7 IS0 +5V DC POWER OUT 8 IS0 +5V DC POWER OUT
9 SPARE 10 SPARE
11 SPAFtE 12 +28V DC POWER OUT
15 -12V DC POWER OUT 16 -12V DC POWER OUT
17 SPARE 18 SPARE
19 +12V DC POWER OUT 20 +12V DC POWER OUT
21 SPARE 22 POWER GROUND
25 SPARE 26 POWER VALID OUT
27 POWER SHUTDOWN WARN OUT 28 PWR OVERHEAT MON OUT
29 FCS MODE LOGIC POWER 30 PWR INHIBIT IN
33 IS0 +5V DC POWER GROUND 34 IS0 +5V DC POWER GROUND
35 AUX +12V DC POWER OUT 36 AUX +12V DC POWER OUT
Revised 12 March 1997 - i 4-48


~
I 4.3.2 LAPS (Integrated Avionics Processor modules. An internal mother board provides inter-
I Sy~;t.em)
ICC-4008 connection between all units that reside in the card
I cage. The LHP-4000/4001modules contain the LAPS
I 4.3.2.1 Overview I/O connectors, and provide a protection interface
II The W S does part of the integration function

required to interface the various avionics systems on
between the resident LRMs and all external units.
The LHP-4000 provides left side protection; the
LHP-4001 provides right side protection. The
e
I
the airplane. The XAPS may be thought of as part of
the wiring harness that physically houses some
avionics LRUs. The U P S is partitioned to provide
IEC-4001modules monitor ICC temperature sensors
and operate heaters or cooling fans to control the
LAPS environment. The number 1IEC provides left
1 signal redundancy and independent power side heatingkooling and the number 2 IEC provides
I distribution. The IAPS also concentrates data by right side heatingkooling.
II reading several avionic buses and distributing data

words to the LRUsLRMs requiring that information. The IOC-4000 1A module is one of the left side
input/output data concentrators. This module reads
II The LAPS assembly consists of a card cage, two

environmental controllers, two lightning/HIRF
protectors, two configuration strapping units, four
data bus inputs from the left side IDS, EICAS, ADS,
AHS, FCS, FMS, and RSS systems. The IOC
processes the data words and then transmits output
I input/output data concentrators, a maintenance buses to the IDS, EICAS, ADS, FCS, FMS, and RSS
I diagnostic computer, and four power supplies. The systems.
I flight control computers, automatic trim coupler, and
I flight management computers are also mounted in The IOC-4000 113 module is the other left side
I the LAPS card cage. Each of these modules is a line input/output data concentrator. This module
I replaceable unit. Refer to figure 4-3. Each line receives the same left side data bus inputs that are
I replaceable module (LRM) installed in the IAPS is applied t o the 1A concentrator. The IOC processes
I described below: the data and transmits output buses to the IDS,
I EICAS, FCS, FMS, RSS, and WXR systems.
I ICC-4008 IAPS Card Cage
I IEC-4001 Number 1 LAPS Environmental Controller The IOC-4000 2A module is one of the right side
II IEC-4001 Number 2 IAPS Environmental Controller

LHP-4000 LightninglHIRF Protector (left side)
LHP-4001LightninglHIRF Protector (right side)
input/output data concentrators. This module reads
data bus inputs from the right IDS, EICAS, ADS,
AHS, FCS, FMS, and RSS systems. The IOC
I IOC-4000 Number 1A I/O Concentrator processes data words and transmits output buses to
I IOC-4000 Number 1B I/O Concentrator the IDS, EICAS, ADS, FCS, FMS, and RSS systems.
I IOC-4000 Number 2A YO Concentrator
I IOC-4000 Number 2B I/O Concentrator The IOC-4000 2B module is the other right side
I PWR-4000 Number 1A IAPS Power Supply inputloutput data concentrator. This module
II PWR-4000 Number 1B LAPS Power Supply

PWR-4000 Number 2A IAPS Power Supply
PWR-4000 Number 2B IAPS Power Supply
receives the same right side data bus inputs that are
applied to the 2A concentrator The IOC processes
data and transmits output buses to the IDS, EICAS,
I CSU-4000 Number 1 Configuration Strapping Unit FCS, FMS, RSS, and WXR systems.
I CSU-4000 Number 2 Configuration Strapping Unit
I MDC-4000 Maintenance Diagnostic Computer The PWR-4000 1A module is one of the left (pilot)
I *FCC-4007 Number 1Flight Control Computer side power supply modules. This module provides
II *FCC-4007 Number 2 Flight Control Computer

*ATC-4000 Automatic Trim Coupler
*FMC-5000Number 1Flight Management Computer
power to the IOC-4000 1A module and the number 1
FCC-4007. Isolated power is also provided to the left
side of the FCP.
I *FMC-5000Number 2 Flight Management Computer
I The PWR-4000 1B module is the other lefi side
I *These LRMs are installed in the IAPS card cage but power supply module. This module provides power
II are documented in this manual as part of the FCS

and FMS systems.
to the IOC-4000 1B module, the number 1
FMC-5000, and the MDC-4000.
I The ICC-4008 is a card cage that houses the W S

The PWR-4000 2A module is one of the right side

power supply modules. This module provides power APP, MSP'S, SVO'S. PITCH TRIM.
t o the IOC-4000 2A module and the number 2 ENGINE PRESSURE SENSORS.
A/C SWlTCHES
FCC-4007. Isolated power is also provided to the
right side of the FCP, L-MFD-1
LA-GP GUS L-RAC-1
LA-IOC-1 ll- LEFT SIDE RIGHT SIDE RA-IOC-1 R-ADF-1
L-RAC-1 L
I I I R-MFD-1
L-VHF-1 R-VHF-1
The PWR-4000 2B module is the other right side L-PFD-1
L-ADF-1
IP-4000 II LHP-4001 R-PFD-1
R-VIR-1
power supply module. This module provides power L-VIR-1
to the IOC-4000 2B module. L-TDR-1
L-AHC-1 -L-MDC-2 L-MDC-2-
r-- R- TDR- 1
R-AHC-1
R-ADC-1
L-ADC-1
I R-DME-1
L-DME-1 I B-DAU-2
The number 1CSU-4000 contains a strapping matrix A-DAU-2 I R-VLF-1
L-MF-1 R-GPS-1
that sets the left IAPS configuration for the Beechjet L-GPS-1 I
400A installation. The CSU provides configuration I
I
strapping for the IOC 1A module, the IOC 1B I
module, the number 1FCC, the number 1FMC, and I
the MDC. I
a
I
I
The number 2 CSU-4000 sets the right IAPS
configuration strapping. The CSU provides t
configuration strapping for the IOC 2A module, the FCS A PWR - LB-IOC-3 RB-IOC-3
-FCS' B PWR
IOC 2B module, the number 2 FCC, the number 2
-
-
ISOL PWR L-MDC-1 ISOL PWR-
FMC, and the ATC. MSP NO. 1. c (FCS A) (FCS B)
MSP NO. 2.
PRESS SENSORS
'RESS SENSORS L-MDC-2
The MDC-4000 is housed in the IAPScard cage and

provides computation and storage of maintenance '16 ICC CARD CAGE
1
'15
parameters for the avionics LRUs. Additional
storage is available for engine trendexceedance data ENV B PWR
ENV A PWR-
and maintenance data from other airplane systems. P
P/O FMS
The MDC receives inputs from all four IAPS FIG 4-10
concentrators. The MDC outputs data buses t o the
left side IAPS concentrators and to both MFDs. The { -DISK DATA
-
-DISK DATA
I Q
MDC also interfaces with the DBU-4100 data loader
c
1 I
-0
t o download maintenance data to a diskette or
upload maintenance diagnostic equations from a FMS A PWR - FMS 8 PWR
NO. 1 NO. 2
diskette.
The number 1IEC-4001controls the temperature for

the left side of the IAPS card cage. The IEC r pWR I
monitors the temperature transducers in the 1A and
1B quadrants. If the temperature is below -35 "C (-
31 OF) the heater turns on. If either temperature
transducer reaches +23 "C (+73 OF), then the IEC
turns on the cooling fan.
The number 2 IEC-4001 controls the temperature for

the right side of the LAPS card cage. The IEC
monitors the temperature transducers in the 2A and
LE-GP BUS 2
LB-GP BUS 3
LB-IOC-1
re, _-
RB-GP BUS 2
2B quadrants. If the temperature is below -35 "C (-

31 O F ) the heater turns on. If either temperature
transducer reaches +23 "C (+73 OF), then the IEC NOTE:
REFER TO FIGURES 4 - 8 AND 4-10 FOR CDU CDU
turns on the cooling fan. @ COVERAGE OF FCS AND FMS UNITS. NO. 1 NO. 2 CGO-4603-11- AC-11
LAPS (Integrated Avionics Processor Assembly)

ICC-4008 Overview
Figure 4-3

4.3.2.2 System Schematic contains DIP switches that are set t o program
system operation for the Beechjet 400A airplane.
Refer to figure 4-3-1, sheet 1. This sheet shows the The CSU programming is not to be changed by
left side ICC-4008 card cage circuits. Pilot side IAPS unauthorized personnel. The left configuration
data interfaces with all external systems through the straps are read by the 1N1B IOC data concentrators
connectors shown on this sheet. External system (for redundancy) and by the resident computer
data is routed through a LHP-4000 LightningMIRF (FCC).
Protector module and input to or output from the
appropriate IOC, MDC, or PWR module. The left The number 1 FCC receives the following IAPS
side IAPS LRMs are the 1A IOC, the 1B IOC, the 1A inputs: configuration strapping, power, power valid,
PWR, the 1B PWR, number 1 IEC, number 1CSU, power shutdown warn, L-AHC-1 data, LA-IOC-3
LHP-4000, and MDC modules. Resident computers data, and LB-IOC-3 data. Configuration is set by the
in this half of the ICC are the number 1FCC-4007 CSU. The 1A PWR module provides FCC operating
Flight Control Computer (FCS system) and the power, a power valid, and power shutdown warn
number 1FMC-5000 Flight Management Computer logic inputs. L-AHC-1 attitude heading data is input
(FMS system). t o the FCC and both left side IOCs. The LA-IOC-3
and LB-IOC-3 data buses provide redundant
The left side IAPS circuits derive power from the concentrated data input to the FCS system from the
FCS A and FMS A number 1 +28-V dc airplane 1A and 1B IOCs. The L-FCC-1 data output bus is
supplies. Each +28-V dc power input is emi filtered applied t o both the 1A and 1B concentrators (for
and applied through an isolation diode to the 1A or redundancy). A wide, bidirectional path on the
1B PWR module. Each PWR module independently drawing shows FCC communication with other units
generates the supply levels required by units in that in the FCS system. FCP isolated power (+5 V dc) is
IAPS quadrant. also applied from the 1A PWR module through this
path. Refer to figure 4-8 for IAPS LHP pin numbers
The ICC contains a pair of IEC-4001 environmental and functions that apply t o these FCS connections.
controllers. Each IEC operates an internal IAPS
heaterkooling fan and provides a discrete output t o The number 1FMC-5000 receives the following IAPS
each onside IOC and PWR module. Inputs to the left inputs: configuration strapping, power, power valid,
IEC are number 1 +28 V dc ENV power and power shutdown warn, LA-IOC-4, LB-IOC-4,
temperature analogs from sensors mounted in the 1A RA-IOC-4, and RB-IOC-4 data. Configuration is set
and 1B quadrants of the ICC. The left IEC monitors by the CSU. The 1B PWR module provides FMC
the 1N1B temperatures, and turns on the cooling operating power, power valid logic, and shutdown
fan if either temperature reaches +23"C. The IEC is warn logic inputs. The IOC-4 data buses provide
self-monitoringand applies a discrete L-ENV MON redundant data input t o the FMS system from all
output to the 1A and 1B IOC concentrators (for four IOC concentrators. The L-FMC-1 data output
redundancy). If the temperature is below -35 "C (-31 bus is applied t o both the 1A and 1B IOC data
OF) the heater turns on. If the sensed temperature concentrators (for redundancy). The wide,
falls to -4O"C, a discrete PWR OFF output is applied bidirectional path on the drawing shows FMC
to the appropriate PWEt module. communication with other units in the FMS system.
Refer t o figure 4-10 for IAPS LHP pin numbers and
The LHP-4000 contains the left side YO connectors functions that apply to these FMS connections.
and provides a protection interface for the left side
LRMs. All data bus inputs from external systems
are received through an isolation resistor and then
applied to both the 1A and the 1B input'output data
concentrators (for redundancy). All data bus outputs
from the IOC input/output concentrators are applied
through an isolation resistor to the LRUs specified
on the drawing. Power outputs are filtered and
varistor protected.
The number 1 CSU-4000 defines system

configuration for the left side of the IAPS. This LRU

-
theorv of operation 523-0775810
LEFT SIDE: P/O ICC-4008 PWR
NO. 1 +28 V DC FCS A POWER

(
A
- t
+28 V DC PWR 1A
+28 V DC PWR 1B
NO. 1 c28 V DC FMS A POWER
-1 t
IEC NO. 1
fl
4
+28 v DC ENVIRONMENTAL PWR A HEATER CN/HI S P D A O SPD I(
POWER BUS GND
AND FAN ON/OFF
%
' 1
MFD NO. 1
i:
L-MDC-3
DBU-3
L-MDC-2
4-E ("' 8,
PWR/VALID/WARN
RA-IOC-4'
RB-IOC-4.
LA-IOC-4.
LB-lx-4'
L-ENV MON
1A
MFD NO. 2 E; G} L-MDC-1
-
ND/MFD
PFD
NO. 1
NO. 1 :
$}
E} - L-PFD-1 -- L
L-ND/MFD-l
L-PFD-1 -
-
-e
PFD NO. 1 i:i I}-7

. .
LA-IOC-I.
ND/MFD NO. 1 i: I} LB-IOC-I* -

i:: I}
--
PFD NO. 2
I} -
MFD NO. 2 -RAC-1
-L-ADF-1 -{I i;E}
-
- RAC-1
L-ADF-1
-L-VIR-1 -{= i:I} L-VIR-1 c
PFD NO. 1 i; I} -L-DME-l-{= I} ::

:j I} RESISTORS
1
ND/MFD NO. 1 L/P3
PFD NO. 2 j: I} CABIN DISPLAY
BUS OUTPUT zz z}
SDD ::
..
+ L-TDR-1 4
ADC NO. 1
P2
A
- L-GPS-1 -
ADC NO. 2 A G} R-ADC-1 -O '
LE-GP BUS 2 -
PILOT AIR
DATA XFR SW
ADC NO. 1 zi LA-GP BUS 4 -
MSP ISW'PRES SENS 1A -
PWR/VALID/WARN 1A -
P1
AHC NO. 1 ,", f}-
- CONFIG STRAPS
r L/R-ADC-1
RTA
L-1 e
27
I CGO-4603-11-AC-1
FIG 4-12 NOTE BUSSES WTH AN ASTERISK (*) ARE ARINC 4 2 9 HI-SPEED
OTHER BUSSES ON MIS SHEET ARE ARlNC 4 2 9 LO-SPEED
IAPS (ICC-4008)System Schematic (ICC-L)


Refer to figure 4-3-1, sheet 2. This diagram shows ARBITER line is grounded to inhibit the other IOC
the 1A IOC-4000 inputloutput concentrator and the from strobing the CSU at the same time. An UO
1A PWR-4000 power supply These modules provide request buffer provides information (word ready and
half of the left side LAPS function. Note that no pin transmit ready) from the I/O to the microprocessor.
numbers are shown on this sheet since the IOC,
CSU, and PWR modules are internal to the IAPS Thirteen ARINC 429 low-speed data buses are
card cage. Refer to sheet 1 for IAPS left side I/O received by the 1A IOC. This data is applied to the
connector (L/Pl-L/P4) pin numbering. receive port of an ARINC multiplexer o r UART
(accessed by the data bus) for input to the
The 1A IOC receives ARINC 429 input data, sorts microprocessor. Three ARINC 429 high-speed data
the data words, and sends selected words to the buses are received by the 1A IOC. This data is
appropriate LRMs. The IOC controls the I/O data applied to the receive ports of three UARTs (accessed
bus interface and maintains the label mapping by the data bus) for input to the microprocessor.
process t o transmit only needed data t o each Note that these 16 data bus inputs are applied to the
receiving LRM. other left side IOC (1B).
A 16-bit microprocessor controls the IOC operation. The microprocessor generated output data is applied
The central function of this processor is to channel through the data bus interface t o the six UARTs.
appropriate data from the total complement of input When the UARTs are enabled to transmit, this
buses to a particular output bus as that data becomes output data is applied through a buffer t o the
available. An address latch decodes I/O device resident FCSLFMS computers or to bus drivers. The
control and a data transceiver provides 2-way buffered LA-IOC-4 and LA-IOC-3 ARINC 429
communication between the processor and the I/O high-speed data buses are applied t o the internal
data bus. System memory consists of the data map number 1 FMC-5000 and number 1 FCC-4007
PROMS and RAM storage memory. The computers respectively The other outputs from the
microprocessor reset pin is tied to the power valid buffer are applied to two low-speed drivers and two
output from the PWR module. If a transient causes high-speed drivers. The LA-GP BUS 1ARINC 429
the power supply output to drop below preset limits, low-speed bus is applied through the I/O protection
the reset line pulls low and causes the processor to circuits to various external systems. The LA-GP
execute its initialization routines. The IOC does not BUS 4 ARINC 429 low-speed bus and the LA-GP
transmit (erroneous) data when the reset line is low BUS 5 ARINC 429 high-speed bus are not used in
or during the reinitialization sequence. this system. The LA-IOC-1 ARINC 429 high-speed
bus is applied through the I/O protection circuits to
Configuration strap discretes, the environmental the IDS system.
monitor discrete, a temperature monitor discrete
(from the 1B PWR module), IOC ident strap The 1A PWR-4000 power supply provides current
discretes, and an IOC arbiter discrete are buffered limited voltage outputs to the 1A IOC and to the
onto the I/O data bus. The configuration straps number 1 FCC. A separate circuit applies
provide program data, the environmental monitor independent, isolated voltage output to the external
provides environmental control integrity logic, and number 1 MSP. Internal monitors ensure that no
the temperature monitor provides power supply single-point PWR module failure can damage
overheat logic input t o the microprocessor. The IOC external units.
sequentially applies a ground strobe to a row of
program links in the number 1 CSU. The IOC The power input to the PWR module is the emi
detects any programmed (open) links as it reads the filtered FCS A (+28-V dc) level from the LHP. This
corresponding configuration word. The L-ENV MON power input is independent of the +28-V dc levels
discrete provides IAF'S environmental controller applied to the other three PWR modules. An
integrity logic. The TEMP MON discrete provides internal series regulator develops the supply levels
(cross-quadrant) power supply overheat logic. required by the PWR module itself. The +28-V dc
input is also applied to one end of the primary
The ICC card cage sets the A/J3 quadrant and L/R winding of a power transformer.
unit ident straps for each IOC. The 1A and 1B IOCs
both read configuration data from the number 1 The power transformer contains three secondaries
CSU. When an IOC reads the CSU, the IOC that generate the PWR module output voltages.

theow of meration 523-0775810
Each secondary winding feeds a diode rectifier and The power supply protects itself and other LRMs
capacitor circuit that charges t o a precalculated from operation at excessive current levels or
voltage level. The voltage outputs from these excessively high or low voltages and temperature
circuits are applied through a regulatorlfilter through internal monitoring and shutdown circuitry.
network t o provide the +5-, +28-, +12-, -12-, +12- If a short circuit should occur to any of the four
(auxiliary), and +5- (isolated) V dc PWR module primary outputs (+5-, +12-, -12-, and -t-28-Vdc), the
outputs. Four green LEDs light when output power supply will shut down and requires a power
voltages are present. The +12-V dc auxiliary output interrupt t o reset.
is connected to the onside engine pressure sensor.
The +5-V dc isolated output is applied t o the number If a short circuit should occur to the unmonitored
1MSP. The other power outputs are applied to the outputs (+5-V dc isolated and auxiliary +12-V dc),
IOC, FCC, and MDC. only the unrnonitored output is lost. If the short
circuit is removed, the output will resume.
A pulse-width modulator provides variable duty cycle
drive t o the primary winding of the power In the event of cooling air failure, a ground/open
transformer. The input current is monitored by the overtemperature discrete output is opened,
I-sense input of the modulator. The modulator also indicating that the hottest point in the power supply
monitors the +5-V dc output voltage level and has reached its maximum safe internal operating
increases or decreases the output duty cycle to temperature (110 "C). If operation continues in an
compensate for any fluctuation on the +5-V dc line. overtemperature condition, the power supply
automatically shuts itself down within four minutes.
The PWR-4000 provides PWR VALID and PWR Operation resumes only when the PTNR internal
SHUTDOWN WARN signals to be used by the other temperature falls below +90 "C and the primary
IAPS LRMs to effect initialization and shutdown. power source has been interrupted and re-
The PWR SHUTDOWN WARN indicates that the established.
power supply can maintain regulated output for only
another 300 psec guaranteed. This discrete is used An external shutdown control input is available.
by the FCC and MDC to allow time for storing When this PWR OFF input is grounded, power
information into nonvolatile RAM. The POWER supply operation is inhibited. This control input
VALID signal is driven by a monitor which compares allows the IEC-4000 IAPS Environmental Controller
the +5 V dc output to a reference level. If the +5 V to control the cold temperature shutdown.
dc should drop below the allowed threshold, the
POWER VALID is asserted low. The POWER
VALID discrete resets the microprocessor in the IOC,
FCC, and MDC computers. After the power supply
has achieved regulated operation, POWER VALID is
set high to allow proper initialization of the IOC,
FCC, and MDC.
, Upon application of the +28 V dc input, regulated

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

I This page intentionally left blank,

LEFT SIDE DETAIL: P/O ICC

GND STROBE
CSU NO. 1
(SHEET 4)
k G l
1
El
MDC
DECODER (SHEET 8)
r-CONFIG STRAPS I
+2a v DC
REGULATOR/
(SHEET 1) 1 - 1 FILTER NETWORK
SHEET 1
-
L-ENV MON -
+5 V DC
I/O DATA BUS +5 V DC
T
V SENSE +* 1
.+5 V DC
- .+za v DC
L-PFD-1-
L-DME-1-
L-VHF-1 - -
RAC-1 -
-
A-DAU-2 -
NC -
NC
. A B OUAD
-I-
I SENSE
100 MS
.+12 V DC
-GND-t
~
NC - .L/K UNIT
J
NC - 'PARITY
NC ~
.BIT -OVER- I
L-ND/MFD-l-
L-TDR-1 - .TEMP
MON 16
- 110%
L-GPS-1 - SENSOR
L-ADF-1 -
L-MF-1 -
L-VIR-1 -
L/R-ADC-1 -
-
NC -
o*
- MDC INTERNAL IAPS BUS UART
L-MDC-1
HIGH-SPEED
RECEIVERS
I I Y L l T
ENV
-40%
+b-
L-AHC-I*- A 1 PWR-
1A
I I I U I OFF
(SH 9) +28 v
L-FCC-I*- MONITOR POWER
+12 v SHUTDOWN
L-FMC-I*- MDC (SH a)
- 1 2 v 4
-{ FCC NO. 1
+5 v DC
III
LA-IOC-4'
SHEET 2 FMC INTERNAL IAPS BUS

100 MS
PWR-UP
.PWR VALID -
LA-IOC-3.-
DELAY
LA-GP
-
BUS 5' PWR 1A
LA-GP c-
BUS 4
LA-IOC-I*-
LA-GP - - - LOW-SPEED
L -.)--
I TEMP MON 1A
IOC ARBITER 4~-
IOC 1B
(SHEET 3)
PWlB
(SHEET 3)
n
II
DRIVER
BUS 1 IOC 1A NOE BUSSES WlTH AN ASTERISK (*) ARE ARINC 429 HI-SPEED
U
OTHER BUSSES ON M I S SHEET ARE ARINC 429 LO-SPEED.
CGO-4603-1 I-AC-
LAPS (ICC-4008) System Schematic (IOCIPWR 1 4


Refer t o figure 4-3-1, sheet 3. This diagram shows buffer are applied t o two low-speed drivers and two
the 1B IOC-4000 inputloutput concentrator and the high-speed drivers. The LB-GP BUS 2 and LB-GP
1B PWR-4000 power supply These modules provide BUS 3 ARINC 429 low-speed buses are applied
the other half of the left side IAPS function. through the protection circuit to various external
systems. The LB-GP BUS 5 ARINC 429 high-speed
Thirteen ARINC 429 low-speed data buses and three bus is not connected in this system. The LB-IOC-1
ARINC 429 high-speed data buses are received by ARINC 429 high-speed bus is applied through the
the 1B IOC. Note that these same 16 data bus protection circuit to the IDS system.
inputs are also applied to the other left side IOC
(14. The 1B PWR module provides current limited
voltage outputs t o the 1B IOC and number 1FMC.
The buffered LB-IOC-4 and LB-IOC-3 ARINC 429
high-speed data bus outputs are applied to the A previous page describes internal IOC and PWR
internal number 1 FMC-5000 and FCC-4007 module operation.
computers respectively The other outputs from the

LEFT SIDE DETAIL: P/O ICC
-
GND STROBE
j U NO.
iHEET 1
-a-
DECODER
'-E
(RIPPLER)
CONFIG STRAPS I
+28 V DC I
- REGULATOR/
FILER NEMlORK
a
BUFFER
+5 v DC +5 v DC
I
T
SHEET 1
L-ENV MON - BUFFER
OATA Bus
T & r-
+12 v DC
-3z
T V SENSE
-12 V DC
- -37 .+28 V OC---.
L-PFO-1
L-DME-1-
LATCH
T
'
GND 7
L-VHF-1-
RAC-1 - I B
4
PWR VALID SH 1)
A-DAU-2 - MEMORY . +12 V DC+-
NC - +5 V DC
. A / B OUAD
..- 100 MS
NC - ,L/K UNIT DELAY
NC -
t
I
,PARITY
NC -
BUFFER
,BIT
gw::
. -12
L-ND/MFD-1-
L-TDR-1
L-GPS-1
L-ADF-1-
L-MF-1
-
-
-
- LATCH
,TEMP
MON 1A
- 110%
SENSOR
V DC
7
L-VIR-1
L/R-ADC-1 -
NC -
J- - I
-
UART
I
-
L-MDC-1-
MDC INTERNAL IAPS BUS -
-
-
UART -
&--
L- AHC- I*-
HIGH-SPEED
RECEIVERS
- -
-
-
UART
XMT
INHIBIT
BUFFER - PW-
=-I-
-40% I
- -
1B
- OFF
L-FCC-1.-
UART - (SH 9)
POWER 6-
-
- -
SHUTDOWN
L-FMc-~*- -
I UART +5 v DC
-
LE-IOC-4'
SHEET 11 FCC INTERNAL IAPS BUS
.PWR VALID J
LB-IOC-3*+ II
HIGH-SPEED
LE-GP C-
PWR 1B
-
DRIER
BUS 5'
IOC 1A
LE-GP (SHEET
n
2)
BUS 3
LB-IOC-I*- IOC ARBITER
LOW-SPEED
LE-GP
BUS 2 DRIVER
IOC 1B
CGO-4603-11-AC-
IAPS (ICC-4008)System Schematic (IOCI PWR 1B)


Refer to figure 4-3-1, sheet 4. This diagram shows cathode of 16 diodes. The anode of each of these
the CSU-4000 Configuration Strapping Units. The diodes is connected through a DIP switch t o an
number 1CSU sets the left side IAPS configuration output that is read through a buffer by the IOC
straps for the Beechjet 400A airplane. The number processor. Each of the 16 diode/DIP switches provide
2 CSU sets the right side IAPS configuration straps. 1bit of data (16-bit data word) to the IOC. The IOC
Note that no pin numbers are shown on this sheet reads this data word and then applies a ground
since the CSUs and all interfacing units are internal strobe t o the next row of program switches. This
t o the IAPS card cage. The number 1 CSU is continues until all 16 rows are strobed and the
described below, followed by the interface differences program data is read. The IOC applies a +12-V dc
for the number 2 CSU. pullup voltage to each data input line. When a
switch is closed (ON), that data bit is logic 0 (gnd);
The number 1 CSU consists of a 16 x 16 diode/DIP when the switch is open (OFF), the bit is logic 1(+5-
switch matrix and three banks of eight DIP switches V dc).
each. The 1A and 1B (left) IOCs use the matrix t o
read the programmed system configuration. The The three 8-switch configuration banks return either
number 1 FCC and MDC each read configuration an open or a configuration ground to an LAPS
data from one of the &switch banks. The third bank resident computer. Left configuration data is read
(yaw ATC) is reserved. The CSU is programmed by by the microprocessor in the number 1 FCC and
physically setting each switch on or off. MDC.
The 1A and 1B IOCs both use the 16 x 16 diode/DIP The number 2 CSU configuration strapping unit
switch matrix to read the Beechjet 400A Avionics operates as described above. The diode/DIP switch
System configuration. Note that both IOCs cannot matrix is read by the 2A and 2B IOCs. The number
read the CSU matrix at the same time; refer to the 2 FCC and roll ATC each read configuration data
IOC ARBITER description (sheet 2). The interested from one of the 8-switch configuration banks. The
IOC applies a ground strobe t o a row of program third bank (number 2 FMS) is reserved.
switches in the CSU. This ground appears on the

I P/O ICC
C
?\ ARBITER I I
(CSU CONTROL)
3
IOC IOC
CSU NO. 2
4 5 6 7 8 9 10 11 12 13 14 15 16
CONFIG 2 (RE-
CONFIG 3 SERVED)
+
CONFIG 4
CONFIG 5
- CONFIG 6
CONFIG GND
- CONFIG 0
16 X 16 DIODE/SWITCH MATRIX
4 FCS
CONFIG
- CONFIG 2
GNO STROBE TO
1 ROW OF MATRIX
(16 STROBES TO
READ ENTIRE MATRIX)
q'''
4
- CONFIG 4
- CONFIG 5
- CONFIG 6
* CONFIG GND
- CONFIG 0
16 DISCRETES
FOR EACH STROBE ATC
CONFIG - CONFIG 2
A - CONFIG 3 4
\
- CONFIG 5
- CONFIG 6
I \lOC ARBITER
(CSU CONTROL)
CGO-4603-11 - AC-4
IAPS (ICC-4008)System Schematic (CSUs)

Figure 4-3-1
(Sheet 4 of 10)

Refer t o figure 4-3-1, sheet 5 . This sheet shows the The CSU programming is not t o be changed by
right side ICC-4008 card cage circuits. Copilot side unauthorized personnel. The right configuration
IAPS data interfaces with all external systems straps are read by the 2N2B IOC data concentrators
through the connectors shown on this sheet. (for redundancy) and by the resident computers
External system data is routed through the (FCC).
LHP-4000 LightningMIRF Protector and input t o or
output from the appropriate IOC or PWR module. The number 2 FCC receives the following LAPS
The right side IAPS LRMs are the 2A IOC, the 2B inputs: configuration strapping, power, power valid,
IOC, the 2A PWR, the 2B PWR, number 2 IEC, power shutdown warn, R-AHC-1 data, RA-IOC-3
number 2 CSU, and LHP modules. Resident data, and RB-IOC-3 data. Configuration is set by the
computers in this half of the ICC are the number 2 CSU. The 2A PWR module provides FCC operating
FCC-4007 Flight Control Computer (FCS system), power, power valid and power shutdown warn logic
ATC-4000 Automatic Trim Coupler (FCS system), inputs. R-AHC-1 attitude heading data is input t o
and number 2 FMC-5000 Flight Management the FCC and to both right side IOCs. The RA-IOC-3
Computer. and RB-IOC-3 data buses provide redundant
concentrated data input to the FCS system from the
The right side IAPS circuits derive power from the 2A and 2B IOCs. The R-FCC-1 data output bus is
FCS B and FMS B number 2 +28-V dc airplane applied t o both the 2A and 2B concentrators (for
supplies. Each +28-V dc power input is emi filtered redundancy). The wide, bidirectional path on the
and applied to the 2A or the 2B PWR module. Each drawing shows FCC communication with other units
PWR module independently generates the supply in the FCS system. FCP isolated power (+5-V dc) is
levels required by units in that IAPS quadrant. also applied from the 2A PWR module through this
path. Refer to figure 4-8 for I N S LHP pin numbers
The ICC contains a pair of IEC-4000 environmental and functions that apply to these FCS connections.
controllers. Each IEC operates an internal IAPS
heaterkooling fan, and provides a discrete output to The number 2 FMC-5000 receives the following LAPS
each onside IOC and PWR module. Inputs to the inputs: power, power valid, power shutdown warn,
right IEC are number 2 +28 V dc ENV power and LA-IOC-4, LB-IOC-4, RA-IOC-4, and RB-IOC-4 data.
temperature analogs from sensors mounted in the 2A The 2B PWR module provides FMC operating power,
and 2B quadrants of the ICC. The right IEC power valid logic, and shutdown warn logic inputs.
monitors the 2M2B temperatures, and turns on the The IOC-4 data buses provide redundant data input
cooling fan if either temperature reaches +23"C. The to the FMS system from all four IOC concentrators.
IEC is self-monitoring and applies a discrete R-ENV The R-FMC-1 data output bus is applied t o both the
MON output to the 2A and 2B IOC concentrators (for 2A and 2B IOC data concentrators (for redundancy).
redundancy). If the temperature is below -35 "C (-31 The wide, bidirectional path on the drawing shows
O F ) the heater turns on. If the sensed temperature FMC communication with other units in the FMS
falls to -4O"C, a discrete PWR OFF output is applied system. Refer to figure 4-10 for IAPS LHP pin
t o the appropriate PWR module. numbers and functions that apply to these FMS
connections.
The LHP-4001 contains the right side YO connectors
and provides a protection interface for the right side
LRMs. All data bus inputs from external systems
are received through an isolation resistor and then
applied to both the 2A and the 2B input/output data
concentrators (for redundancy). All data bus outputs
from the IOC inputdoutput concentrators are applied
through an isolation resistor to the LRUs specified
on the drawing. Power outputs are filtered and
varistor protected.
The number 2 CSU-4000 defines system

configuration for the right side of the U P S . This
LRU contains DIP switches that are set to program
system operation for the Beechjet 400A airplane.

I LHP-4001 I P/O ICC-4008

n
RIGHT SIDE: NO, 2 +28 V DC FCS E POWER CP
NO. 2 +28 V DC FMS E POWER C P
+26 V DC ENVIRONMENTAL PWR B )C

POWER BUS GND
F L A
I f
- h-
-- R-MFD-1
R-PFD-1
-
-
i
:i =}A
ri
MFD NO. 2 - L- RAC-1 -
PFD NO. 1 ;;=} \
R-ADF-1 -
ND/MFD NO. 1 2'; I} - -
R-VIR-1
::=}
>-
PFD NO. 2 R-DME-1 -

MFD NO. 2 ::=} ~-
t R-MF-1 -
I
P2 I
ISOLATION
SDO l; = } I RESISTORS
I
- - ;-
i
RE-GP
R-TDR-1
~
RE-GP BUS 2 .
RA-GP BUS 4 .
MSP ISOL/PRES SENS 2A
RTU NO. 2 $ =} PWR/VALID/WARN 2A
W F NO. 2 zi e}
RA-GP BUS 1-
RA-IOC-3' -
RA-lOC-4'-
R-FMS-1'
RE-IOC-4. -
-
.-
I
P?
DAU
DAU ,!:
PI
RTA I}- I 1 I CGO-4603-11-AC-5
FIG 4-12 NOTE: BUSSES WlTH AN ASTERISK (.) ARE ARINC 429 HI-SPEED:
OTHER BUSSES ON THIS SHEET ARE ARINC 429 LO-SPEED.
IAPS (ICC-4008)System Schematic (ICC-R)



the 2A IOC-4000 input/output concentrator and the
RIGHT SIDE DETAIL: P/O ICC
2A PWR-4000 power supply These modules provide SU NO. 2
r G N D STROBE
half of the right side IAPS function. Note that no pin
numbers are shown on this sheet since the IOC,
CSU, and PWR modules are internal t o the IAPS
SHEET 4)
&pi&+ (RIPPLER)
card cage. Refer to sheet 5 for IAPS right side YO r C O N F l G STRAPS
connector (R/Pl-R/P4) pin numbering.
Eleven ARINC 429 low-speed data buses and three

I
11
C
-
- 7 REGULATOR/
FILTER NETWORK
\
BUFFER INTERNAL
'16 SERIES SUPPLY
ARINC 429 high-speed data buses are received by
the 2A IOC. Note that these same 14 data bus - -+5 V DC
inputs are also applied to the other right side IOC SHEET 5
+5 v DC
-r k v j
-g
$*I
(2B). 'R-ENV MONL - -
+12 v DC
-r
The buffered RA-IOC-4 and RA-IOC-3 ARINC 429
high-speed data bus outputs are applied to the
LOW-SPEED
RECEIMRS pp
-12 v DC
-g
T -
.- V SENSE
-+28 V DC
R-PFD-1 -
internal number 2 FMC-5000 and FCC-4007 R-DME-1 -
$RO
-
computers respectively The other outputs from the R-VHF-1 -
RAC-1 -
GND r PW/
VALID
2A
buffer are applied to two low-speed drivers and two - I SENSE (SH f
E-DAU-2 - - +12 V DC
high-speed drivers. The RA-GP BUS 1ARINC 429 NC -
low-speed bus is applied through the protection NC - 100 US
- GND -
circuit to various external systems. The RA-GP BUS
4 ARINC 429 low-speed and RA-GP BUS 5 ARINC
NC -
NC -
NC -
-
41 z BUFFER
. DELAY
J
429 high-speed buses are not connected in this

-b
r-OVER- I
system. The RA-IOC-1ARINC 429 high-speed bus is
applied through the protection circuit t o the IDS
NC -
R-ND/MFD-1
R-TDR-1-
LSI
MUX
-,
I- 110'
SENSOR
c - -12 V DC-
system. R-GPS-1-
+12 V DC
R-ADF-1-
PRESS SENS
R-VlR-1-
The 2A PWR module provides current limited R-ADC-1- '
AUX 2A
(SHEET 5)
voltage outputs t o the 2A IOC and number 2 FCC. NC - (R/P2-25/26
A separate circuit applies independent isolated

voltage output to the FCP channel B. NC - +5 V DC
HIGH-SPEED , ISOL
I A previous page describes internal IOC and PWR RECEIVERS

-40%
MSP ISOL
2A (SH-5)
1 module operation. R-AHC-I'- 4
ISOL
(R/P2-13/12,
-12v
R-FCC-1'- -rft +12 v
POWER
SHUTDOWN
GND
R-FUC-I*- 4 FCC NO. 2

+5 V DC
3
-
RA-IOC-4.
SHEET 100 MS
-PWR VALID
FCC INTERNAL IAPS BUS PWR-UP
RA-IOC-3'-
DELAY
RA-GP-
+
DRIVER PWR 2A
BUS 5 .
RA-GP-
BUS 4
4 LOW-SPEED
DRIVER 1 IDC 2 8
(SHEET 7)
TEMP MON 2A
RA-IOC-I*- - IOC ARBITER PWR 2 8
(SHEET 7)
RA-GP-
LOW-SPEED
n
BUS 1 DRIVER
IOC 2A NOTE: BUSSES WITH AN ASTERISK (*) ARE ARINC 429 HI-SPEED
Y
OTHER BUSSES ON MIS SHEET ARE ARINC 429 LO-SPEED.
CGO-4603-11-AC
I IAPS (ICC-4008)System Schematic (IOCIPWR 2 4


theoty of operation 523-07758IO
Refer t o figure 4-3-1, sheet 7. This diagram shows

the 2B IOC-4000 input/output concentrator and the
RIGHT SIDE DETAIL P/O ICC
2B PWR-4000 power supply These modules provide j U NO. 2
the other half of the right side IAPS function. SHEET 4)
B-
DECODER
(RIPPLER)
Eleven ARINC 429 low-speed data buses and three
ARINC 429 high-speed data buses are received by CONFIG STRAPS
the 2B IOC. Note'that these same 14 data bus +28 V DC
PWR 28
inputs are also applied to the other right side IOC V DC (SH
(2A). BUFFER
The buffered RB-IOC-4 and RB-IOC-3 ARINC 429 +5

high-speed data buses are applied t o the internal
number 2 FMC-5000 and FCC-4007 computers
SHEET 5
R-ENV MDN-
i
1
Dc
BUFFER
IP0 DATA BUS
+5 V DC --q-
L
respectively The other outputs from the buffer are = XCVR

.OW-SPEED
applied to two low-speed drivers and two high-speed RECEIVERS
fl
drivers. The RB-GP BUS 2 and RB-GP BUS 3 R-PFD-1-
ARINC 429 low-speed buses are applied through the R-DME-1-
protection circuit t o various external systems. The R-VHF-1-
RB-GP BUS 5 ARINC 429 high-speed bus is applied RAC-1 - G

MUX
PWR VALID
through the protection circuit t o various external -

B-DAU-2
1.
NC -
+5 V DC ,
-I r-4 , A B OUAD
systems. The RB-IOC-1 ARINC 429 high-speed bus NC ~
100 MS
is applied through the protection circuit to the IDS NC - n
,L/R UNIT DELAY
system . NC - PARITY
NC
BIT
~
NC - -12 V DC-
The 2B PWR module provides current limited R-ND/MFD-1 - TEMP - ll0'C
MDN 2A
c
voltage outputs to the 2B IOC and number 2 FMC. R-TDR-1-
SENSDR
R-GPS-1-
A previous page describes internal IOC and PWR R-ADF-1-

R-VlR-1-
module operation. -
R-ADC-1 I
NC - ~
NC - HIGH-SPEED '-
-
-
-
UART
R-AHC-I'
RECEIVERS
-0
-
-
-
UART
XMT
INHIBIT
BUFFER - PWR-
28
-40'c
- OFF
'- (SH 10)
R-FCC-1 - -0B -
UART 4
R-FMC-1 - 4
- - -
-
UART
+12 v

RB-IDC-3'-
HIGH-SPEED
I
R8-GP.a
PWR 28
-
BUS 5 DRIVER
IDC 2A
RB-GP LOW-SPEED
( S H L T 6)
BUS 3 DRIVER
HIGH-SPEED TEMP MDN 28
RB-IOC-I*- IDC ARBITER PWR 2A
DRIVER (SHEET 6)
RB-GP- LOW-SPEED
BUS 2 DRIVER
IOC 28 NOTE BUSSES WITH AN ASTERISK ( a ) ARE ARINC 429 HI-SPEED
U
OTHER BUSSES ON ' P I S SHEET ARE ARINC 429 LO-SPEED.
CGD-4603-11-AC-7
IAPS (ICC-4008) System Schematic (IOCIPWR 2B)


theoy of operation 523-0775810
Refer to figure 4-3-1, sheet 8. The MDC-4000 level monitor discrete inputs. The power supply
provides computation and storage of maintenance shutdown warn input from the 1A PWR module
parameters for the avionics LRUs. The LRU fault becomes a ground level t o warn the processor that
history data can be displayed on the MFD or loaded the PWR module is preparing to shut down. The
onto a diskette via the DBU-4100. ident strap is set t o +5-V dc, since the MDC resides
in the left side of the IAPS. The A1 LOW BATT
Note that the MDC-4000 is inside the IAPS card discrete becomes a ground level when the local RAM
cage. IAPS LHP pin numbers are shown on this keep-alive battery becomes weak.
figure whenever a function can be accessed on an
external connector. Other connections are internal The four UARTs allow the MDC t o communicate
to the IAPS. with other LRUsLRMs in the airplane. A dual
UART controls RS-422 communication with the
The MDC contains the microprocessor, DBU I/O, DBU. The DBU-3 data bus is input through a UART
ARINC 429 I/O, and maintenance data storage. The receive port; this bus brings in fault equations and
1A PWR module in the IAPS supplies the required maintenance tables to the MDC from a 3.5-inch
*12/+5-V dc power levels. diskette. The transmit port of this section of the
UART applies the L-MDC-3 data bus back t o the
A 16-bit microprocessor controls MDC operation DBU; this bus provides a path for maintenance
through a bidirectional addresddata bus that history data t o be downloaded onto the DBU
interfaces with a latchkransceiver circuit. The diskette. The other section of this UART is not
latchhransceiver circuit provides communication connected.
with the local address and data bus. The processor
also generates parallel SBUS outputs that are A pair of UARTs provides the ARINC 429 high-speed
decoded to provide local bus control. A PWR VALID communication with the IAPS input/output
discrete from the 1A PWR module resets the concentrators and MFD displays. The LA-IOC-4 and
processor if any power output varies from preset the LB-IOC-4 data buses are applied through
limits. receivers and alternately switched to the receive port
of the IOC UART These two buses provide
The local latch decodes local address from the redundant left side IAPS data t o the MDC. Bus
ADO-AD15 bus. The local transceiver provides 2-way switching occurs approximately at 4-second
data transfer between the 16-bit local data bus and intervals, allowing the processor to take in data from
the ADO-AD15 bus. This data bus gathers program both left side buses. Input data includes display
data from local RAM and PROM memory, discrete control, airplane strapping, and diagnostic codes
data from an input latch, received data from the four from the left side avionics. The transmit port of this
UARTs, and stored time/date from the clock chip. UART returns a L-MDC-1 data bus to the 1A and 1B
The data bus also supplies processed data to the local concentrators in the IAPS.
RAM, an IOC select latch, the four UARTs, and the
clock chip (manual clock input). The RA-IOC-4 and the RB-IOC-4 data buses are
applied through receivers and alternately switched
Local memory consists of PROM and nonvolatile t o the receive port of the MFD UART These two
RAM. Local address is applied through decoder buses provide redundant right side IAPS data t o the
circuits to access the local memory. The PROM MDC. Bus switching occurs approximately at
contains executable routines required to perform the 4-second intervals, allowing the processor to take in
MDC function. The nonvolatile local RAM stores data from both right side buses. Input data includes
software variables, maintenance tables, fault display control, airplane strapping, and diagnostic
equations, and maintenance history logs. An codes from the right side avionics. The transmit port
on-board battery provides backup for the +5-V dc of this UART outputs a L-MDC-2 data bus to the
level that normally is used t o power the RAM (also MFDs. The L-MDC-2 is a dedicated bus that
the clock chip). A battery level monitor and power supplies maintenance/diagnostic page data directly
switch determines whether the battery or the +5-V t o the MFDs for display This bus provides
dc supplies power to the RAM. The battery voltage diagnostic page data information. Push the MFD
level (A1 LOW BATT) is monitored by the processor. IDX Line key and then the MAINTENANCE line key
to display the maintenance menu page.
An input latch reads the ident strap and the battery

P/O ICC
-PWR VALID-
-
L
SBUS
. LOCAL
MDC
ADD-AD15 pp 9 BUS
CONTROL
LOCAL
AO-A19
ADDRESS
DATA
LOCAL eE'
L i
1 A7 ?
LATCH2:
5 CLOCK
DO-D15 V/BATT PWR
I I RS-422 1
.JOT CONNECTED
I
'
-
ARINC 4 2 9
RCVRS IOC 1A
ARINC 4 2 9
:+
RCV
- IOC
XMT IOC
- L-MDC-1
LA/LB
A ,, UART
ARINC 429
LO-SPEED
- -
1
LATCH :: - MEMORY DECODE MEMORY

MODULE PAL f MODULE
A B
i
'I ARINC 4 2 9
IOC 2 A RA-IO?-4 HI-SPEED
ARINC 429 RCV XMT

HI-SPEED MFD -L-MDC-2
UART 53 -
IOC 28 RB-lbC-4
- 4
- LOCAL TICS
ADDRESS
PWR VALID
PS SHUTDOW WARN-
PWR 1 6
(SH 3 ) +12 V DC- +12 V DC +5 V DC BATTERY TO CLOCK CHIP
-12 V DC- -12 V DC
+5 V DC- +5 V DC MON/PWR SW A1 LOW B A V
+
GND 8 8 8 8 8 8
MFD
CGO-4603-11-AC-8
IAPS (ICC-4008) System Schematic (MDC)


Refer to figure 4-3-1, sheet 9. This diagram shows the IAPS PWR-4000 modules. The +28-V dc QA
the number 1 IEC-4001 IAPS Environmental PWR applied t o the 10 V REF SUPPLY circuit
Controller. The IEC operates an internal heater and generates a 10 V reference signal for the monitor
a 2-speed fan to maintain a suitable temperature circuits.
environment for the LRMs in the left half of the
IAPS. The number 1IEC module is mounted in the The QA SHORTED TRANSDUCER MONITOR,
IAPS card cage and monitors the operating monitors the transducer for a short circuit. If
temperature in the 1A and 1B quadrants. Normal excessive transducer current (greater than 127 "C)
operating range is -55 "C t o +70 "C (-67 "F t o 158 is present, the QA SHORTED TRANSDUCER
OF). When the IAPS temperature is between -35 "C MONITOR output drops to ground voltage, turning
and +23 "C, the fan and the heater are both off The on QA XDCR failed LED and dropping the XDCR
IEC runs the (cooling) fan at high-speed if the FAULT line voltage t o two diode voltages above
temperature in either quadrant rises above +23 "C. ground. The QA OPEN TRANSDUCER MONITOR,
The IEC turns on the heat exchanger and runs the monitors the transducer for an open circuit. If the
fan (at low speed) if the IAPS temperature falls transducer current (less than -69 "C) is present, the
below -35 "C. The external 37-pin PTR test QA OPEN TRANSDUCER MONITOR output drops
connector 58 is for factory use only t o ground voltage, turning on QA XDCR failed LED
and dropping the XDCR FAULT line voltage to two
The IEC consists of a power supply, quadrant A/B diode voltages above ground. This low voltage on the
thermostats and transducer monitor circuits, a 2- XDCR FAULT line forces the (normally ground) L-
speed fan, and a heat exchanger. Inputs t o the left ENV MON output to float (open) by turning off the
IEC are number 1+28-V dc ENV power, +28-V dc QA output transistor. A pullup resistorhener diode
power from PWR lA, +28-V dc QB power from PWR circuit on the output sets the L-ENV MON discrete
lB, and analog temperature signals from to +5 V dc.
transducers mounted in the 1A and 1B quadrants of
the ICC. The number 1+28-V dc ENV power input The QA -40 "C PWR SHUTDOWN circuit turns off
to the power supply generates the required internal the QA PWR when the QA transducer temperature
supply voltages and cooling fan power. falls below approximately -40 "C. When this
condition is met, the QA PWR SHUTDOWN outputs
External temperature transducers are powered +28 V dc and turns on a transistor. This grounds the
individually by the IEC. The quadrant A (&A) QA PWR INHIBIT line and inhibiting PWR
transducer receives +12 V dc from the IEC. The operation. When the transducer temperature rises
external QA +28-V input and a 12-V zener diode above -40 "C, the QA PWR SHUTDOWN output
produce the QA +12 volt signal (QAl2V). The returns to near ground potential, allowing the QA
microampere output current of the transducer is PWR OFF line to float to +12 V dc and enable PWR
directly proportional to its temperature in degrees 1A operation.
Kelvin (K). The ratio of microampere current to
Kelvin temperature is one t o one. For example, a The QA HIGH TEMP THERMOSTAT circuit enables
transducer temperature of 20 "C, which is 293 K the fan and selects high (cooling) speed when the
(K = "C + 273), produces a 293 microampere transducer temperature exceeds 23 "C. When this
transducer output current (1uA/K). condition exists, the QA HIGH TEMP
THERMOSTAT outputs a +28-V dc level. During a
The IEC uses operational amplifier (op-amp) cooling cycle, this level holds the FAN POWER
comparators and transistor switches to control the SWITCH on and activates the FAN HI-SPEED
logic states of the 2-speed fan, the heater, and SWITCH. This runs the fan at approximately 4800
individually monitors the transducers for rpm. The output returns to near ground potential
temperature as well as open and short-circuits. The once the transducer temperature falls below
output current of the QA transducer shunts through approximately 20 "C.
a resistor creating a 10 mV/K signal at the input t o
the op-amp. The op-amp increases the shunt voltage The FAN VELOCITY FEEDBACK line is applied t o
by a factor of 4.01 for use by the four temperature the FREQUENCY TO VOLTAGE CONVERTER
transducer monitoring circuits. These circuits circuit. The fan velocity square wave is converted t o
monitor the transducer for short and open circuits, a proportional voltage signal. The fan is monitored
control the cooling fan, and control the shutdown of for underspeed and overspeed faults. If the fan

speed is not within limits, the FAN SPEED

MONITOR output drops to ground voltage. This
ground turns on the FAN SPEED MON failed LED PWR 1 A
and forces the (normally ground) L-ENV MON
OA PWR +28 V DC
output to float (open) by turning off the output
transistor. A pullup resistor/zener diode circuit on
the output sets the L-ENV MON discrete t o +5 V dc.
The QA LOW TEMP THERMOSTAT circuit enables

the fan, selects low-speed mode, and enables the heat
exchanger when the transducer temperature falls
below -35 "C. When this condition exists, the &A L
LOW TEMP THERMOSTAT comparator outputs a NO. 1 +28 V DC
ENV POWER
4
+28-V dc level. During a heating cycle, this level

holds the FAN POWER SWITCH on, activates the
FAN LO-SPEED SWITCH, and engages the
HEATER CMD SWITCH. This runs the fan at
approximately 1200 rpm and applies power t o the
heat exchanger. The comparator output returns t o
near ground potential once the transducer
temperature rises t o approximately -35 "C.
The HEATER CMD SWITCH applies power t o one

side of the heat exchanger. This switch is controlled
by the LOW TEMP THERMOSTAT comparator
(described above). The other side of the heat
exchanger is connected to a HEATER ARM
SWITCH. Normally this switch is closed and the
heat exchanger is armed and ready t o be activated
by the command switch. A sensor monitors the
temperature of the heat exchanger. If an overheat
condition occurs, the sensor circuit opens the
HEATER ARM SWITCH to prevent the heat
exchanger from overheating (thermal runaway) and
applies a ground that turns on the HTR OVER
TEMP failed LED.
The HEATER CMD SWITCH and the HTR ARM

SWITCH are monitored for failures. If a switch
failure is detected, a ground turns on the HTR ARM PWR 10
or the HTR CMD failed LED and forces the
(normally ground) L-ENV MON output to float
(open) by turning off the output transistor. A pullup
resistodzener diode circuit on the output sets the
L-ENV MON discrete to +5 V dc.
Quadrant B circuits in the IEC operate the same way

as the quadrant A circuits that are described above. 08 PWR +28 V OC
Note that the &A and QB thermostat comparators

are diode ORed together so that either monitor can
operate the fan and the heater.
CG0-4603-11- AC-9
IAPS (ICC-4008) System Schematic (IEC 1)


-
the number 2 IEC-4001 IAPS Environmental P/O E C
Controller. The IEC operates an internal 2-speed fan QA 28 V
IEC NO. 2
and a heater assembly t o maintain a suitable
- QA PWR +28
temperature environment for the IAPS LRMs. The
IEC module is mounted in the IAPS card cage and
monitors the operating temperature in the 2A and
OA
TEMP
TRANSDUCER
I I LOW TEMP
THERMOSTAT 6-
- QA PWR RlN
I,
2B quadrants. The external 37-pin PTR test
connector 58 is for factory use only. The internal
operation of the IEC is identical to that described on
a previous page. LHP-4001
-(SH ij
P INTERNAL
-40% PWR
SHUTDOWN
+12 V DC
- QA PWR OFF
(OFF=GND)
SUPPLY
- R T u Ip
TRANSDUCER
NO. 2ENV
+28POWER
V DC +28 V DC MONITOR
V DC
V DC QA 28 V QB 28 V
TRANSDUCER
MONITOR
HIGHTEMP
THERMOSTAT
1;p
I I
HALL SW PWR +28 DC
VELOCITY
FEEDBACK
FREQUENCY
VOLTAGE SPEED
MONITOR IOC 2A
CONVERTOR (SH 6 )
HEATER
CMD
SWITCH
- I
THERMOSTAT
HIGH TEMP +18 DC
--
V (SH 7)
+28 V DC
+
HEATER ARM/CMD
SWITCH
MON
-
OPEN
TRANSDUCER
MONITOR
R-ENV MON
(FAULT-+5 V DC)
( 4,
HEATER
ARM
mAqm
d - \ SHORTED
TRANSDUCER
SWITCH -, MONITOR
f---e.---l
HEAT
XCHGR
TEMP
\
+28 V DC -40% PWR
SHUTDOWN
+12 V DC
f - OB PWR OFF.
SENSOR (OFF-GND)
1n y - - 6 6
LOW TEMP
TgiP OB 28 v
TRANSDUCER I
OB 28 v
P 10 V REF
SUPPLY - aB PWR +z8
- OB PWR RTN
CGO-2506-1 I-AC-10
IAPS (ICC-4008) System Schematic (IEC 2)


4.3.2.3 I N S Backplane Pin Connectors backplane HDI connector pin descriptions for each
IAPS LRM. Refer to tables 4-14and 4-15 for the
The ICC-4008 is symmetrically divided into left and Lightning HIRF Protectors (LHP), tables 4-16,4-17,
right side IAPS circuits: Interconnect Circuit Card 4-18, and 4-19 for the YO Concentrators (IOC),tables
ALI and Interconnect Circuit Card Nil, 4-20 and 4-21 for the Power Supply (PWR), table
respectively Line Replaceable Modules mate to 10 4-22 for the Maintenance Diagnostic Computer
High Density Interconnect (HDI) connectors on each (MDC), table 4-23 for the Automatic Trim Coupler
Interconnect Circuit Card, AL1 and AR1. The (ATC), tables 4-24 and 4-25 for the Flight Control
following extender cards are used with the ICC: Computers (FCC-4007), table 4-26 for the
2-row extender card (CPN 687-0969-001) and &row Configuration Strapping Unit (CSU),tables 4-27 and
LHP module extender card (CPN 828-2626-001). 4-28 for the Flight Management Computers
(FMC-5000), and table 4-29 for the W S
The tables on the following pages describe the A1 Environmental Controller (IEC).

0
n l -
!r
w ::
0 ::
gj::
d ::
2 .-
r. *.
q ::
L
....
*I a
OD
0
*
0
I
0
0
CGO-4610-01 -AC-I
REF 828-2875-002- (2)
IAPS Assembly Backplane Connectors

Figure 4-3-2

theoty of o-peration523-07758IO
I Table 4-14. AI JLl Backplane HDI Connector Pin Descriptwm far the LHP-4000.
I -
II J1-1
NO
t28-V DC FMS-A PWR

A
+28-V DC FMS-A PWR
B
DESCRIPTION
.
I
I+28-V DC FMS-A PWR
C I
I+28-V DC FMS-A PWR
D
I
I RUD TORQUE PROGRAM A TO FCC END ~~~
IGND I
I GND GND GND GND
I PITCH TRIM DN CMD GND RES (ROLL TRIM CMD RIGHT +)
I AIL TORQUE PROGRAM A TO FCC ELE TORQUE PROGRAM A TO FCC DBU-10 (B) TO FMC 1 GND
I FCC OPTION STRAP 1A RES (MDC IN (H)) RES (MDC IN (L)) DBU-1 (L) R5422 TO FMC
I DBU-10 (A) TO FMC 1 FCC OPTION STRAP 3 A PITCH TRIM POWER A (IN) TO FCC
I
1 I I I
I 8 FCC OPTION STRAP 4 A LEFT ENGINE A (L) FCC ANALOG FCC OPTION STRAP 6 A I
I ~~
9 1AIL SVO TACH-A (L) TO FCC AIL SVO TACH-A (HITO FCC ELE SVO TACH-A (H) TO FCC ELE SVO TACH-A (L) TO FCC
I 10 1YD POSITION A (L) TO FCC M POSITION A (HITO FCC RUD SVO TACH-A (L) TO FCC RUD SVO TACH-A (L) TO FCC
I A-DAU-2 (A) QA IOC PORT20 IA-DAU-2 (B) QB IOC PORT20

~~
IA-DAU-2 (A) QB IOC PORT20 I
I L-PFD-1 (A) QA IOC PORT16 L-PFD-1 (B) QB IOC PORT16 L-PFD-1 (A) QB IOC PORT16
I L-MLS-1 (A) QA IOC PORT13 L-MLS-1 (B)QB IOC PORT13 L-MLS-1 (A) QB IOC PORT13
I SPARE FMC RCV-2 (A) PITCH TRIM CMD GND
I 15 L-AHC-1 (B) QA IOC PORT6

r
L-AHC-1 (A) QA IOC PORT6
I
L-AHC-1 (B) QB IOC PORT6
I
L-AHC-1 (A) QB IOC PORT6
I I
16 LA-GPBUSY. (A) QA IOC PORT6 OUT iLA-GPBUSi(B) &A IOC PORT6 OUT LB-GPBUS2 (A) QB IOC PORT6 OUT LB-GPBUS2 (B) QB IOC PORT6 OUT
I 1
17 L-VLF-1 (B) QA IOC PORT12 IL-VLF-1 (A) QA IOC PORT12 LVLF-1 (B) QB IOC PORT12 L-VLF-1 (A1 QB IOC PORT12
I ~LADF-1(A) QA IOC PORT14 ILADF-1 (B) QB IOC PORT14 ILXlF-1 (A) QB IOC PORT14
I L-DME-1 (A) QB IOC PORT22
I
I
I
I LB-IOC1-IDS (A) QB IOC PORT1 OUT
I LB-GPBUS3 (B) QB IOC PORT2 OUT
I L-MC-5 (L) RS422 FROM FMC
I 26 IRCV (B)QA IOC PORT2 HI-SPD SPARE RCV (A) QA IOC PORT2 HI-SPD SPARJ3
I X P I T C H TRIM POWER OUT A

-
PITCH TRIM ARM DOWN RES (ROLL TRM POWER OUT A) LFMC-2 (B) FROM FMC
I -
28 L-FMC-2 (A) FROM FMC SPARE FMC RCV-2 (B) ,DBU-1(H)
RS422 TO FMC
I - 29 L-NDMFD-1 (B) QA IOC PORT8 L - N D M D - 1 (A) QA IOC PORT8 L-PITI)/MFD-l (B) QBIOC PORT8 ~ I,-ND/MFD-l (A) QB IOC PORTS
I -M 30 MONITOR A TO FCC FCC OPTION STRAP 7 A RES (ROLL TRIM PROG 0)
I 31 RAC-1 (B) &A. IOC PORT21

- RAC-1 (A) QA IOC PORT21 RAC-1 (B) QB IOC PORT21
I - 32 L-VIR4 (B) QA IOC PORTlO LVZR-1 (A) QA IOC PORT10 L-VIR-1 (B)QB IOC PORT10
I ~ ~ C O M - &A1 IOC PORT17

33 (A) LVHFCOM-1 (A) Ioc PORT17
L W C O M - 1 (B)QA IOC PORT17
I 34 PITCH RAm (L) FCC ANALOG PITCH TRIM RATE A (B)FCC ANALOG AP MON INTEK A TO FCC
TRIM A LEFT ENGINE (H) FCC ANALOG A
I 35 RES (OTHER SVO MOTOR) WLED GROUND MDC-2 (B) TO MFD MDC-2 TO MFD (A)
I 36 LB-GPBUSS (B) QB IOC OUT ]LA-GPBUS5 (E) QA IOC PORT 2 OUT GO-AROUNDSWITCH A DISC TO FCC DISENGAGE A DISC TO FCC
PORT 2
I -
37 LB-GPBUS5 (A) QB IOC PORT2 ILA-GPBUSB IOC PORT2 OUT
OUT IRES (ROLL TRM RATE A (L))
~~
(A) QA IRES (ROLLTRIM RATE A (H))
I - RUD BOOST A FCC

38 SYNC SWITCH A DISC TO FCC
ARM TO L-FMC-7 (A) FROM FMC FCS-A MODE LOGIC POWER

ITlzble 4-14.AI JLl Backplane HDI Connector Pin Descriptions for the LHP-4000.
J1 I DESCRIPTION
NO A B C D
39 RIGHT ENGINE A (L) FCC ANALOG RIGHT ENGINE A (H) FCC ANALOG L-ANC-1 (A) TO FCC L-AHC-1 (B) TO FCC
40 L-ADC-l(B) QA IOC PORT7 LADC-1 (A) QA IOC PORT7 L-ADC-1 (B) QB IOC PORT7 L-ADC-1 (A) QB IOC PORT7
ROLL KNOB (L) FCC ANALOG IN ROLL KNOB (H) FCC ANALOG IN AP ENGAGE LEVER Up A TO FCC SPARE DISCRETE IN A TO FCC
42 IL-GPS-1 (B) QA IOC PORT15 f L-GPS-1 (A) QA IOC PORT15 IL-GPS-1 tB) QB IOC PORT15 IL-GPS-1 (A) QB IOC PORT15
I
43 SPARE IN (B) QA IOC PORT23 ISPARE IN (A) QA IOC PORT23 ISPARE IN (B) QB IOC PORT23 1SPARE IN (A) QB IOC PORT23
44 SPARE IN (B)QA IOC PORT19 SPARE IN (B)QB IOC PORT19 SPARE IN (A) QA IOC PORT19 SPARE IN (A) 6
33IOC PORT19
45 SPARE IN (3)QA IOC PORT11 SPARE IN (13) QB IOC PORTll SPARE IN (A) QA IOC PORTll SPARE IN (A) QB IOC PORT11
46 RES (ROLL TRIM FAIL A ANN -1 PITCH TRIM FAIL ANN A TO FCC SPARE DISCRETE IN A TO FCC FCC OPTION STRAP 5 A
47 PITCH KNOB A (L) FCC ANALOG IN PITCH JCNOB A (H) FCC ANALOG IN L-FMC-7 (B) FROM FMC RES (ROLL TRIM FML B ANN -1
-
48 YD DRrVE (H) FROM FCC YD D R I W (L) FROM FCC AP ENGAGE LEVER UP A
-
49 +5-V DC ISOL POWER OUT EXTERNAL FMC (A) TO IOC 1 N l B EXTERNAL FMC (B) TO IOC 1MlB
-
-50 RES (ROLL TRIM RATE B (HI) RES (ROLL TRIM RATE B (L) L-FMC-6 (A) FROM FMC L-FMC-6 (B) FROM FMC
51 RUD SERVO MOTOR A RUD SERVO MOTOR A GND
IELE SERVO MOTOR IELE SERVO MOTOR A IRES (LA-IOC4 (A)) I RES (LA-IOC4 (B))
'
52 A
53 +2a-v DC RUD svo PWRA I+28-V DC RUD SVO PWR A +28-V DC RUD SVO PWR A +2a-v DC RUD svo PWRA
54 RES (U-IOC3 (A)) RES (LA-IOC3 (B))
-
-55
+za-v DC ELE svo PWRA

-
56 +28-V DC ELE SVO PWR A
57
-
58 +2a-v DC AIL svo PWRA +28-V DC AIL SVO PWR A +28-V DC AIL SVO PWR A I+28-V DC AIL SVO PWR A
59 IRES (ROLL TRIM P O m R OUT B) 1AIL TRIM SIGNAL A TO ATC IGND IGM)
I+28-V DC PITCH TRIM RELAY PWR I+28-V DDC PITCH TRIM RElLAY PWR A 1+28-V DC PITCH TRIM RELAY PWR A
~~ ~
60 A 1+28-Y DC PITCH TRIM RELAY PWR A
- RES (ROLL TRIM

61 POWER w A) IRES (ROLLTRIM ARM RIGHT +)
~ ~~~~
-62 GND GND GND GND
63 RES (ATC YAW/ROLL GND) YD ENGAGE LEVER UP A TO FCC GND

I
-64 GND GND GND GND
65 RES (OTHER RUD SVO MOTOR) GND -12-V DC ISOL GND RTN
I
-66 RES (ROLL

TRIM CMD LEFT +) +5-V DC ISOL GND RTN +12-V DC ISOL GND RTN
- mc-3(L) ow
67 Rs422 +12-V DC ISOL PWR OUT L-MDC-3 (B)RS422 OUT I
68 DBU-3 (HI RS422 TO MDC DBU-3 (L) W 2 2 TO MDC -12-V DC ISOL PWR OUT IL-MSP-I(H)TO FCC
. -~
70 +2a-v DC FCS-A POWER +2a-v DC FCS-A POWER +2a-v DC FCS A POWER +28-V DC FCS A POWER
71 AIL SERVO MOTOR A AIL SERVO MOTOR A

72 RES (ROLL TFUM CMD LEFT -1
73 +2s-v DC YAW TRIM RELAY PWR A +2a-v DC YAW TRIM RELAY PWRA +28-v DC YAW TRIM RELAYPWR A + 2 w DC YAW TRIM RELAY PWRA
74 GM) GND GND GND
75 +28-V DC ENV PWR A TO IEC +28-V DC ENV PWR A TO IEC + z w DC ENVPWRA TO IEC +28-V DC ENV PWR A TO IEC

I Table 4-15.AlJRl Backplane HDI Connector Pin Descriptions for the LHP-4001.
1
I,
II - J1
L 11.
NO
-
I. +28-V DC FMS-B PWR
A
I
i28-V DC FMS-B PWR

B
DESCRIPTION
I
+2%V DC FMS-B PWR

c
I 2 RUD TORQUE PROGRAM B TO FCC

- GND GND
I 3 GND GND GND GND I

I 4 IPITCH TRIM up CMD IGND IROLL TRIM CMD RIGHT (+) I -- I
I 5 1AlL TORQUE PROGRAM B TO FCC IELE TORQUE PROGRAM B TO FCC IDBU-11 (B) TO FMC 2 IGND
IRES (MDC IN (H))
I
I
I
6
8
IFCC OPTION STRAP B
DBU-11 (A) TO FMC 2
FCC OPTION STRAP 4 B

1
LEFT ENGINE B (L)FCC ANALOG

. .~
PITCH TRIM POWER B (IN) TO FCC

;
DBU-1 (L) RS422 TO FMC
I 9 AIL SVO TACH-B (L) TO FCC AIL SVO TACH-B (H)

TO FCC ELE SVO TACH-B (HI TO FCC ELE SVO TACH-B (L) TO FCC
I 10 YD POSITION B (L)TO FCC YD POSITION B (HI TO FCC RUD SVO TACH-B (L) TO FCC
I 11 B-DAU-2 (B) QA IOC PORT20 B-DAU-2 (A) QAIOC PORT20 B-DAU-2 (B) QB IOC PORT20 B-DAU-2 (A) QB IOC PORT20 I
I 12 R-PFD-1 (B) QA IOC PORT16 R-PFD-I. (A) QA IOC PORT16 R-PFD-1 (B) QB IOC PORT16 R-PFD-1 (A) QB IOC PORT16 I
I I
13 R-MLS-1 (B) QA IOC PORT13 IR-MLS-1 (A) QA IOC PORT13 I R-MLS-1 (B) QB IOC PORT13 IR-MLS-1 (A) QB IOC PORT13 I
I I
14 ROLL TRIM CMD RIGHT (-1 ISPARE FMC RCV-2 (A) IPITCH TRIM CMD GND ~~
I
I 15 R-AHC-1 (B) QAIOC PORT6 R-AHC-1 (A) QA IOC PORT6 R-AHC-1 (B) QB IOC PORT6 R-AHC-1 (A) QB IOC PORT6
I 16 m - G P B U s 1 (A) &cl IOC PORT6 OUT RA-GPBUS1 (B) QA IOC PORT6 OUT RB-GPBUS2 (A) QB IOC PORT6 OUT RB-GPBUSZ (B) QB IOC PORT6 OUT
I 17 R-VLF-1 (B) QA IOC PORT12 R-VLF-I (A) QA IOC PORT12 R*VLF-l (B) QB IOC PORT12 R-VLF-1 (A) QB IOC PORT12
I 18 R-ADF-1 (B)QA IOC PORT14 R-ADF-1 (A) QA IOC PORT14 R-ADF-1 (B) QB IOC PORT14 R-ADF-1 (A) QB IOC PORT14
I 19 R-DME-1 (B) QA IOC PORT22 R-DME-1 (A) QA IOC PORT22 R-DME-1 (B) QB IOC PORT22 R-DME-1 (A) QB IOC PORT22
I 20 SPARE IN (A) QA IOC PORT18 SPARE IN (B) QA IOC PORT18 SPARE IN (A) QB IOC PORT18 SPARE IN (B) QB IUC PORT18
I 21 R-TDR-1 (A) QA IOC PORT9 R-TDR-1 (B) QA IOC PORT9 R-TDR-1 (A) Ql3 IOC PORT9 R-"DR-1 (B) QB IOC PORT9
I 22 IR-CDU-1 TO FMC(A) IR - C D (B)~ TO FMC IR-FMC-3 (B) FROM FMC IR-FMC-3 FROM FMC 1 (A)
I 23 IRA-IOCL-IDS (B) IOC PORTl OUT IRA-IOC1-IDS

QA &A IOC PORTl OUT RB-IOC1-IDS (B) QB IOC PORTl OUT RB-IOCl-IDS QB IOC PORT1 OUT
(A) (A)
I 24 RA-GPBUS4 (B) QA IOC PORT2 OUT RA-GPBWSC (A) QA IOC PORT2 OUT RB-GPBUS3 (A) QB IOC PORT2 OUT RB-GPBUS3 (B) QB IOC PORT2 OUT
-
I 25 FCC OPTION STRAP 8 B FCC OPTION STRAP 2 B ~ R-FMC-5 (HI RS422 FROM FMC R-FMC-5 (L)RS422 FROM FMC
I 26 RCV (B) QA IOC PORT2 HI-SPD SPARE RCV (A) QA IOC PORT2 HI-SPDSPARE
I 27 PITCH TRIM POWER OUT B PITCH TRIMARM UP ROLL TRIM POWER OUT A R-FMC-2 (B) FROM FMC
I 28 ROLL TRIM ARM LEFI' (+) R-FMC-2 (A) FROM FMC SPARE FMC RCV-2 (B) DBU-1 (H) RS422 TO FMC
I 29 R-M)/MFD-1 (B) QA IOC PORT8 R-ND/MFD-1 (A) QA IOC PORTS R-NDNFD-1 (B) QB IOC PORTS R-ND/kfFD-l (A) QB IOC PORTS
I 30 YD MONITOR B TO FCC FCC OPTION STRAP 7 B ROLL TRIM PROG 0 IROLL T R ~ PROG
~M 1 I
I 31 RAC-103) QA IOC PORT21 RAC-1 (A) QA IOC PORT21 RAC-1 (B) QB IOC PORT21 IRAC-1 (A) QB IOC PORT21 I
I I
32 R-VIR1 (B) QA IOC PORTlO IR-VIR-1 (A) QA IOC PORTlO IR-VIR-1 (B) QB IOC PORTlO IR-VIR-1 (A) QB IOC PORT10 I
I 33 IRVHFCOM-1 (A) QA IOC PORT17 [ R-VHFCOM-1 (B) QA IOC PORT17 R-WFCOM-1 (A) QB IOC PORT17 IR=VHFCOM-l (B) QB IOC PORT17 I
I I I
34 PITCH TRTM urn B (L) FCC ANALOG PITCH TRIM RATE B (H)
FCC ANALOG
I ~~~ ~~
I 36 RB-GPBUS5 (B) QB IOC PORT 2 OUT RA-GPBUSS (B)QA IOC PORT 2 OUT
I 37 RB-GPBUS5 (A) QB IOC PORT2 OUT RA-GPBUSS (A) QA IOC PORT2 OUT
I 38 RUD BOOST ARM B TO FCC SYNC SWITCH B DISC TO FCC R-FMC-7 (A) FROM FMC FCS-B MODE LOGIC POWER

theory of operation 523-U7758IO
I Table 4-15. AlJRl Backplane HDI Connector Pin Descriptions for the LHP-4001.
- . . -
I 1
I1 61
PIN
NO
. . .
A
. .
I B
DESCRIPTION
R-AHC-1 (A) TO FCC

C I
R-AHC-1 (B) TO FCC
D
I 40 R-ADC-1 (B) QA IOC PORT7 RADC-1 (A) QA IOC PORT7 R-ADC-1 (B) QB IOC PORT7 R-ADC-1 (A)QB IOC PORT7
I 41 ROLL KNOB (L)FCC ANALOG IN FCC ANALOG IN

ROLL KNOB (H) AP ENGAGE LEVER UP B TO FCC SPARE DISCRETE IN B TO FCC
I 42 RGPS-1 (B) QA IOC PORT15 R-GPS-1 (A) QA IOC PORT15 R-GPS-I (B) QB IOC PORT15 R-GPS-1 (A) QB TOC PORT15
I 43 SPARE IN (B) QA IOC PORT23 SPARE IN (A) QA IOC PORT23 SPARE IN (B) QB IOC PORT23 SPARE IN (A) QB IOC PORT23
I 44 SPARE IN (B) QA IOC PORT19 SPARE IN (B) QB IOC PORT19 SPARE IN (A) QA IOC PORTIS SPARE IN (A) QB IOC PORT19
I 45 SPARE IN (B) QA IOC PORT11 SPARE IN (B) QB IOC PORT11 SPARE IN (A) Q+4IOC PORT11 SPARE IN (A) QS IOC PORT11
I 46 IROLL TRIM FAIL (-1

A ANN IPITCH TRIM FAIL B TO FCC A" SPARE DISCRETE IN B TO FCC IFCC OPTION STRAP 5 B I
I 47 IPITCH KNOB B (L) FCC ANALOGIN IPITCH KNOB B (HIFCC IN ANALOG R-FMC-7 (B) FROM FMC IROLL TRIM FAIL B ANN (-1 I
I 48 YD D I W T (R)FROM FCC M DRIVE (L) FROM FCC AP ENGAGE LEVER W B
I 49 +5-V DC ISOL POWER OUT EXTERNAL FMC (A) TO IOC 1 M B EXTERNAL FMC (B)TO IOC 1MlB --
1 50 ROLL TRIM U T E B (H) ROLL TRIM RATE B (L) R-FMC-6 (Aj FROM FMC R-FMC-6 (B) FROM FMC
1 51 RUD SERVO MOTOR B RUD SERVO MOTOR B GND
1 52 ELE SERVO MOTOR B ELE SERVO MOTOR B RES (RA-IOC4 (A)) RES (RA-IOC4 (€3))
I 53 +28-V DC RUD SVO PWR B +28-V DC RUD SVO PWR B +28-V DC RUD SVO PWR B +28-V DC RUD SVO PWR B
I 54 R-FCC-2 (L) TO MSP R-FCCS (H) TO MSP RES (RA-IOC3 (A)) RES (RA-IOC3 (B))
I 55 1+28-V DC ROLL TRIM RELAY PWR B I+28-V DC ROLL TRIM RELAY PWR B I+28-VDC ROLL TRIM RELAY PWR B I+28-V DC ROLL TRIM RELAY PWR B I
I +28-V DC ELE SVO PWR B +28-V DC ELE SVO PWR B +28-V DC ELE SVO PWR B +28-V DC ELE SVO PWR B
I 57 ROLL TRIM POWER IN B GND
I 58 +28-V DC AIL SVO PWR B +28-V DC AIL SVO PWR B +28-V DC AIL SVO PWR B +28-VDC AIL SVO PWR B
I 59 ROLL TRIM POWER OUT B AIL TRIM SIGNAL B TO ATC GND GND
I 60 +2$-V DC PITCH TRIM RELAY PWR B +28-V DC PITCH TRIM RELAY PWR B +28-V DC PITCH TRM RELAY PWR B +28-V DC PITCH TRIM REMY PWR B
I 61 ROLL TRIM POWER IN A ROLL TRIM ARM RIGHT (+j
I GND GND GND
I 1
63 ATC YAW/ROLL GND I-- IYD ENGAGE LEVER UP B TO FCC IGND I
I
I 65 IRES (OTHER RUD SVO MOTOR) ~~~
IGND
~
I-12-V DC ISOL GND RT" I
**
~~ ~
I 66 ROLL TRIM C M D LEET (+) +5-V DC ISOL GND RTN +12-V DC ISOL GND RT"
I 67 MDC-3 (L) RS422 OUT +12-V DC ISOL PWR OUT MDC-3 (H)
RS422 OUT
I 68 DEW-3 (H) RS422 TO M D C DBU-3 (L) R S 2 2 TO MDC -12-V DC ISOL PWR OUT R-MSP-1 (H)
TO FCC
I 69 SPARE (MDC-4 (H)) SPARE (MDC-4 (L)) ROLL TRIM ANN TEST B (GNDj RMSP-1 (L) TO FCC
I 70 +28-V DC FCS-B POWER +28-V DC FCS-B POWER +28-V DC FCS B POWER +28-V DC FCS B POWER
I 71 AIL SERVO MOTOR B An SERVO MOTOR B
I 72 ROLL TRIM CMD LEFT (-)
I 73 +28-V DC ROLL TRIM RELAY PWR A +28-V DC ROLL TRIM RELAY PWR A +2&V DC ROLL TRIM RELAY PWR A +28-V DC ROLL TRIM RELAY PWR A
i +28-V DC ENV PWR B TO IEC +28-V DC ENV PWR B TO IEC +28*V DC ENV PWR B TO IEC +28-V DC ENV PWR B TO IEC

I Table 4-16. A1JL2 Backplane HDI Connector Pin Descriptions for the Number 1A IOC-4000.
I
II J2
FIN
NO
1
I
STRAPBIT1
A
DESCRIPTION
SPARE
B
I 52 I
PIN
NO
39 NC
A
DESCRIPTION
B
i
I 2 ISTRAP STROBE WORD 14 ISPARE I 40 INC
I 3 ISTRAP STROBE WORD 11 ISPARE I 41 IMDC-1 (H)

TO QA IOC MDC-1 (L) TO QA IOC
I 4 QA-PWRGND SPARE 42 QA-PWR +5 V DC2 QA-PWR +5v DC2
I 5 STRAP STROBE WORD 13 STRAP BIT6 43 L-WFCOM-1 (A) QA IOC PORT17 L-VHFCOM-1 (B)QA IOC PORT17
I 6 STRAPBIT4 QA*PwRVALID IN 44 LVIR-1 (B) QA IOC PORTIO L-VIR-1 (A) QA IOC PORT10
I 7 STWBIT7 STRAP BIT0 45 RAC-1 (B) QA IOC PORT21 RAC-1 (A) QA IOC PORT21
I 8 STRAPBIT8 STRAP STROBE WORD 0 46 QA +5 V DC PWR GND QA +5 VDC PWR GND
I 9 QA+12VDCPWR QA+12VDCPWR 47 L-ND/MFD-1 (B) QA IOC PORT8 L-NDiMFD-1 (A) QA IOC PORT8
I 10 ISTRAPBIT14 ISTRAP BIT10 I 4 s 1L-FMC-~TO‘IOC QA (B) L-FMC-1 TO IOC QA (A)
ISTRAP BIT11 I 49 1L-FCC-1 (L) TO IL-FCC-1 (H)TO QA IOC 1

i
11 [STRAPBIT12 QA IOC
I
12 QA 4-12 V DC PWR GND
I QA +12 V DC PWR GND
I I 50
RCV (B) QA IOC PORT2 HI-SPD
SPARE
I 13 STRAPBIT9 STRAP BIT13 51 &A-PWRGND SPARE
I 14 STRAP STROBE WORD 12 NC 52 LA-GPBUS4 (B) QA IOC PORT2 OUT LA-GPBUS4 (A) QA IOC PORT2 OUT
I 15 STRAPBIT5 STRAP BIT3 53 LA-IOC1-IDS (B) Q,A IOC PORTl OUT LA-IOC1-IDS (A) QA IOC PORTl OUT
I 16 ISPARE ISTRAP BIT2 1 54 IQA-12VDCPWR IQA-12VDCPWR 1

I 17 IWQB csu MLTX ARBITER ISTRAP STROBE WORD 1 1 IL-TDR-1 IOC PORT9
55 (A) QA I L-TDR-1 (B)QA IOC PORT9
I 18 STRAP STROBE WORD 5 STRAP STROBE WORD 2 56 SPARE IN (A) QA IOC PORT18 SPARE IN (B)QA IOC PORT18
I 19 STRAP STROBE WORD 9 STRAP STROBE WORD 3 57 L-DME-1 (B) QA IOC PORT22 L-DME-1 (A) QA IOC PORT22
I 20 STRAP STROBE WORD 10 STRAP STROBE WORD 4 58 L-ADF-1 (B)QA IOC PORT14 L-ADF-1 (A) &A IOC PORT14
I 21 QA+5VDCLPWR QA+5VDClPWR 59 LVLF-1 (B)QA IOC PORT12 L-VLF-1 (A) QA IOC PORT12
I 22 STRAP STROBE WORD 15 STRAP STROBE WORD 6 60 LA-GPBUS1 (A) QA IOC PORT6 OUT LA-GPBUS1 (B)QA IOC PORT6 OUT
I 23 STRAP STROBE WORD 8 STRAP STROBE WORD 7 61 LAHC-1 (B) QA IOC PORT6
I 24 QA-PWRGND SPARE 62 QA -12 V DC PWR GND $A-12 v DC PWR GND

I 63 IL-MLS-1 (B) QA IOC PORT13
~~
I 25 ISPARE 1%-IOC CONFIG 0 A@ (OPEN) IL-MLS-1 (A) QA IOC PORT13

-
1
I IQA-IOC CONFIG 2 PARITY (OPEN) I 64 IL-PFD-1 (B)QA IOC PORT16 1
i
26 QB-PWR 1B OVERHEAT MON IL-PFD-1 (A) QA IOC PORT16
I)
I I I I
27 QA*roc LEmIRIGHT IEC EMRONMENTAL MONITOR IN 65 A-DAU-2 (B)QA IOC PORT20 A-DAU-2 (A) QA EOC PORT20
(OPEN)
I 28 NC NC 66 SPARE
I 29 STRAPBIT15 LA-IOC4 (A) QA TO FMC/EXT FMS 67 SPARE SPARE
I 30 QA-PWR SHUTDOWN WARN IN LA-IOC4 (B) &A TO FMC/EXT FMS 68 SPARE SPARE
I 31 SPARE IN (B) QA IOC PORT11 SPARE IN (A) QA IOC PORT1 1 69 SPARE SPARE
I 32 SPARE IN (B) QA IOC PORT19 SPARE IN (A) QA IOC PORT19 70 SPARE SPARE
I 33 SPARE IN (E) QA IOC PORT23 SPARE IN (A) QA IOC PORT23 71 SPARE SPARE
I 34 L-GPS-1 (B)QA IOC PORT15 L-GPS-1 (A) QA IOC PORT15 72 SPARE SPARE
1 35 SPARE SPARE 73 SPARE SPARE
I 36 L-ADC-1 (B)QA IOC PORT 7 L-ADC-1 (A) QA IOC PORT 7 74 SPARE SPARE
1 37 LA-I0C.I (WQA TO MDC LA-IOC3 (H) QA TO FCC 1 75 SPARE SPARE
I 38 LA-IOC4 (HI QA TO MDC LA-IOC3 (L) &A TO FCC 1

I Table 4-17.AI JL7 Backplane HDI Connector Pin Descriptions for the Number 13 IOC-4000.
I
II J7
PIN
NO
1 STRAPBlTl
A
DESCRIPTION
1
SPARE
B
57
PIN
NO
39 NC
A
DESCRIFTION
I B
LA-GPBUS5 (A) QB IOC PORT 2
I 2 STRAP STROBE WORD 14 SPARE 40 NC

~
LA-GPBUSS (B) QB IOC PORT 2
~~~
I 3 STRAP STROBE WORD 11 SPARE 41 MDC-1 (H) TO OB IOC MDC-1 (L) TO OB IOC
I 4 OB-PWRGND SPARE 42 QB +5 V DC2 PWR OB +5 V DC2 PWR
I 5 STRAP STROBE WORD 13 STRAP BIT6 43 L-VHFCOM-1 (A) QB IOC PORT17 L-VHFCOM-1 (8) QB IOC PORT17
I 6 STRAPBIT4 QB-PWR VALID IN 44 L-VIR-1 (B) QB IOC PORT10 L-VIR-1 (A) QB IOC PORT70
I 7 STRAPBIT7 STRAP BIT0 45 RAC-1 (B) QB IOC PORT21 RAC-I (A) QB IOC PORT21
I 8 STRAPBIT8 STRAP STROBE WORD 0 46 QB 4-5 V DC PWR GND QB +5 V DC PWR GND
I 9 QB +12 V DC PWR QB +12 V DC PWR 47 L-NDIMFD-1 (B) QB 1OC PORT8 L-NWMFD-1 (A) QB IOC PORT8
I 10 STRAP BIT14 STRAP BIT10 48 L-FMC-1 (B)TO QB IOC L-FMC-1 (A) TO QB IOC
I I 1
~ ~~~
I 11
~
STRAP BIT12
~ ~~~
STRAP BIT11
~
49 IL-FCC-1 (L) TO QB IOC
~~~~
L-FCC-1 (H)TO QB IOC
I 12 QB +12 V DC PWR GND QB +12 V DC PWR GND 50 RCV (B)QB IOC PORT2 HI-SPD SPARE RCV (A) QB IOC PORT2 HI-SPD SPARE
I 13 STRAP BIT9 STRAP B l T l 3 51 QB-PWRGND SPARE
I 14 STRAP STROBE WORD 12 NC 52 LB-GPBUS3 (B) OB IOC PORT2 OUT LB-GPBUSS (A) QB IOC PORT2 OUT
I 15 STRAP BIT5 STRAP BIT3 53 LB-IOC1-IDS (B) QB IOC PORT1 OUT LB-IOC1-IDS (A) Q3 IOC PORT1 OUT
I 16 SPARE STRAP BIT2 54 QB-PWR -12 V DC QB-PWR -12 V DC
I 17 I QNQB csu MUX ARBITER I STRAP STROBE WORD i I 55 I (A) QB IOC PO FIT^
L-TDR-1
I
I I STRAP STROBE WORD 3 I I 57 L-DME-1 (B) OB IOC PORT22
- -
L-DME-1 (A) OB [OC PORT22
I 1
STRAP STROBE WORD 10
I
STRAP STROBE WORD 4 58 L-ADF-1 (B) QB IOC PORT14 L-ADF-1 (A) QB IOC PORT14
I -
21 QB-PWR +5 V DC1 OB-PWR +5 V DCl 59 L-VLF-1 (B) QB IOC PORT12 L-VLF-1 (A) QB IOC PORT12
I -
22 STRAP STROBE WORD 15 STRAP STROBE WORD 6 60 LB-GPBUS2 (A) QB IOC PORT6 OUT LB-GPBUS2 (B) QB IQC PORT6 OUT
I -
23 STRAP STROBE WORD 8 STRAP STROBE WORD 7 61 L-AHC-1 (B) QB IOC PORT6 L-AHC-1 (A) QB IOC PORT6
I 24 QB-PWR GND SPARE 62 QB -12 V DC PWR GND QB -12 V DC PWR GND
I 25 SPARE QB-IOC CONFIG 0 A/B (GND) 63 L-MLS-1 (8)

QB IOC PORT13 L-MLS-1 (A) QB IOC PORTl 3
I -
26 QA-PWR 1A OVERHEAT MON OUT QB-IOC CONFIG 2 PARITY (GND) 64 L-PFD-1 (B) QB IOC PORT16 L-PFD-1 (A) QB IOC PORT16
I - QB-IOC
27 CONFIG 1 LEFT/RIGHT (OPEN) IEC ENVIRONMENTALMONITOR IN 65 A-DAU-2 (8)QB IOC PORT20 A-DAU-2 (A) QB IOC PORT20
I -
28 NC NC 66 SPARE SPARE
I -
29 STRAP B l T l 5 LB-lOC4 (A) QB TO FMClEXT FMS 67 SPARE SPARE
I -
30 QB-PWR SHUTDOWN WARN QB TO FMClEXT FMS
LB-IOC4 (5) 68 SPARE SPARE
I -
31 SPARE IN (3)QB IOC PORTl 1 SPARE IN (A) QB IOC PORTl 1 69 SPARE SPARE
I 32 SPARE IN (B) QB IOC PORT19

- SPARE IN (A) QB IOC PORT19 70 SPARE SPARE
I 33 SPARE IN (8) QB IOC PORT23

- SPARE IN (A) QB IOC PORT23 71 SPARE SPARE
I -
34 L-GPS-1 (B) QB IOC PORT15 L-GPS-1 (A) QB IOC PORT15 72 SPARE SPARE
I 35 SPARE SPARE 73 SPARE SPARE
I 36 L-ADC-1 (e) QB IOC PORT7 L-ADC-1 (A) QB IOC PORT7 74 SPARE SPARE
1 37 L B - I O U (L) QB TO MDC LB-IOC3 (H) QB TO FCC 1 75 SPARE SPARE
I
1

1 Table 4-18.AlJR2 Backplane HDI Connector Pin Descriptions for the Number 2A IOC-4000.
I ~ -.
II 52 DESCRIPTION 52 DESCRIPTION
?IN PIN
NO A B NO A I B
1 STRAE'BITl SPARE 39 RA-GPBWS5 (A) QA IOC PORT 2
I 2 STRAP STROBE WORD 14 SPARE 40 RA-GPBUS5 (B) QA IOC PORT 2
I 3 STRAP STROBE WORD 11 SPARE 41
i
I 4 QA-PWRGND SPARE 42 QA-PWR +5 V DCZ QA-PWR +5 V DC2
I 5 STRAP STROBE WORD 13 STRAP BIT6 43 R-VHFCOM-1 (A) QA IOC PORT17 R-VHFCOM-2 (B) QA IOC PORT17
I STRAP BIT4 QA-PWR VALID IN 44 R-VIR-1 (B) QA IOC PORTlO R-VIR-1 (A) QA IOC PORTlO
I STRAP BIT7 STRAP BIT0 45 M C - 1 (B) QA IOC PORT21 RAC-1 (A) QA IOC PORT21
I STRAP BIT8 STRAP STROBE WORD 0 46 QA +5 V DC PWR GND QA +5 V DC PWR GND
I 10 QA +12 V DC PWR QA c12 V DC PWR 47

-
I STRAP BIT14 S T W BIT10
-48 R-FMC-1 TO IOC &A (B) R-FMC-1. TO IOC QA (A)
i -
11 STRAP BIT12 STRAP BIT11 49 R-FCC-1 (L) TO QA IOC R-FCC-1 (H)
TO QA IOC
RCV (B) QA IOC PORT2 HI-SPD RCV (A) QA IOC PORT2 HI-SPD
QA +12 V DC PWR GM) lQA+1pVDCPWRGND 50
I STRAP BIT9 STRAP BIT13

-51 QA-PWR GND SPARE
I STRAP STROBE WORD 12 NC 52
I STRAP BIT5 STRAP BIT3

-
53
I SPARE STRAP BIT2

-
54 QA -12 V DC PWR QA -12 v BC PWR
I QA/QB CSU MUX ARBITER STRAP STROBE WORD 1

-55 R-TDR-1 (A) QA IOC PORT9 R-TDR1 (B) QA IOC PORTS
I 18 STRAP STROBE WORD 5 S T W STROBE WORD 2 56 SPARE IN (A) QA IOC PORT18 SPARE IN (Bj QA IOC PORT18
I 19 STRAP STROBE WORD 9 STRAP STROBE WORD 3 57 RDME-1 (B) QA IOC PORT22 RDME-1 (A) QA IOC PORT22
1 RADF-1 (A) &A I o c PORT14
I R-VLF-1 (A) QA IOC PORT12
I RA-GPBUS1 (B) QA I o c PORT6 oU"J!
I R-AHC-1 (A) QA IOC PORT6
I ($4 -12 V DC PWR G"D
I R-MLS-1 (A) QA IOC PORT13
i
RPFD-1 (A) QA IOC PORT16
B-DAU-2 (A) &A Ioc PORT20
I SPrn
I SPARE
I 30 QA-PUTR SHUTDOWN WARN IN RA-IOC4 (B)QA TO FMClEXT M S 68 SPARE SPARE
I 31 SPARE IN (B) &A IOC PORTll SPARE IN (A) QA LOC PORTll 69 SPARE SPARE
I 32 SPARE IN (B) QA IOC PORT19 SPARE IN (A) QA IOC PORT19 70 SPARE SPARE
I 33 SPARE IN (B) QA IOC PORT23 SPABE IN (A) QA IOC PORT23 71 SPARE SPARE
I 34 R-GPS-1 (B) QA IOC PORT15 RGPS-1 (A) QA IOC PORT15 72 SPARE SPARE
I 35 SPARE SPARE 73 SPARE SPARE
I 36 RADC-1 (B) QA IOC PORT 7 R-ADC-1 (A) QA IOC PORT 7 74 SPARE SPARE
I 37 FiA-IOC4 (L)QA TO MDC W-IOC3 (H)

QA TO FCC 2 75 SPARE SPARE
I
I

theow of operation 52347758IO
I Table 4-19. AlJR7 Backplane HRI Connector Pin Descriptions for the Number 2B IOC-4000.
I
II 57 DESCRIPTION 37 DESCRIPTION
PIN PIN
NO A B NO A B
1 STRAPBlTl SPARE 39 NC RA-GPBUS5 (A) QB IOC PORT 2
I 2 STRAP STROBE WORD 14 SPARE 40 NC RA-GPBUS5 (B) QB IOC PORT 2
I 3 STRAP STROBE WORD 11 SPARE 41 NC NC
I 4 QB-PWRGND SPARE 42 QB +5 V DC2 PWR QB +5 V DC2 PWR
I 5 STRAP STROBE WORD 13 STRAP BIT6 43 R-VHFCOM-1 (A) QB IOC PORT17 R-VHFCOM-1 (B) QB IOC PORT17
I 6 STRAPBIT4 QB-PWR VALID IN 44 R-VIR-1 (5) Q6 IOC PORTlO R-VIR-1 (A) QB IOC PORTlO
I 7 STRAPBIT7 STRAP BIT0 45 RAC-1 (B) QB IOC PORT21 RAC-1 (A) QB IOC PORT21
I 8 STRAPBIT8 STRAP STROBE WORD 0 46 QB +5 V DC PWR GND QB +5 V DC PWR GND
I
I
1
1
I
I
I
I
I
I
I
I
I 21 lQB-PWR +5 V DC1 QB-PWR +5 V DC1 59 R-VLF-1 (B) QB IOC PORT12 R-VLF-1 (A) QB IOC PORT12
I 22 I
STRAP STROBE WORD 15 STRAP STROBE WORD 6 60 RB-GPBUS2 (A) QB IOC PORT6 OUT RB-GPBUS2 (B) QB IOC PORT6 OUT
I 23 STRAP STROBE WORD 8 STRAP STROBE WORD 7 61 I

R-AHC-1 (B) QB IOC PORT6 R-AHC-1 (A) QB IOC PORT6
I 24 QB-PWRGND SPARE 62 l a B -12 V DC PWR GND QB -12 V DC PWR GND
I 25 SPARE QB-IOC CONFIG 0 N B (GND) 63 I

R-MLS-1 (8) QB IOC PORT13 R-MLS-1 (A) QB IOC PORT13
I 26 QA-PWR 2A OVERHEAT MON OUT QB-IOC CONFIG 2 PARITY (OPEN) R-PFD-1 (A) QB IOC PORTl 6
I 27 QB-IOC CONFIG 1 LEFT/RIGHT (GND) IEC ENVIRONMENTALMONITOR IN B-DAU-2 (A) QB IOC PORT20
I 28 NC NC SPARE
I 29 STRAP BIT15 RB-IOC4 (A) QB TO FMCEXT FMS SPARE
I 30 IQB-PWR
SHUTDOWN WARN RB-IOC4 (B) QB TO FMClEXT FMS SPARE
I 31 [SPARE IN (B) QB IOC PORT^^ SPARE IN (A) QB IOC PORTl 1 SPARE
I 32 ISPARE IN (B) QB IOC PORT99 SPARE IN (A) QB IOC PORT19 SPARE
I 33 SPARE IN (B) QB IOC PORT23 SPARE IN (A) QB IOC PORT23 ~ SPARE
I 34 R-GPS-1 (B) QB IOC PORTl 5 R-GPS-1 (A) QB IOC PORT15 72 ISPARE I SPARE
I 35 SPARE I SPARE
I 36 R-ADC-1 (B) QB IOC PORT7 R-ADC-1 (A) QB IOC PORT7
I 37 RB-IOC4 (L) QB TO MDC SPARE
I 38 RB-IOC4 (H)QB TO MDC RB-IOC3 (L) QB TO FCC 1

e
II
I
I
I 4-
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
i
I
I
I
I
I
I
I
I
I
I
1
--
53
PIN
NO
12
13
14
15
16
17
24
RESERVED
RESERVED
RESERVED
RESERVED
RESERVED
~~
RESERVED
RESERVED
QA-PWRGND
RESERVED
RESERVED
QA-PWR +28 V DC
IRESERVED
25 lQA-PWR GND
27
28
29
30
RESERVED
RESERVED
RESERVED
QA-PWRGND
A
DESCRIPTION
RESERVED
RESERVED
RESERVED
IRESERVED
~~~
RESERVED
RESERVED
RESERVED
RESERVED
RESERVED
RESERVED
~
RESERVED
RESERVED
RESERVED
QA-PWR GND
RESERVED
RESERVED
QA-PWR +28 V DC
RESERVED
RESERVED
RESERVED
RESERVED
QA-PWR -12 V DC
3
UR-QA-IAPS ISOL +5V GND RTN TO

MSP
RESERVED
QA-PWR GND
UR-QA-IAPS IS0 +5V TO MSP
RESERVED
RESERVED
1 RESERVED
QA-PWR GND
RESERVED
UR-QA IAPS AUX -1 2 GND RTN RSVD
RESERVED
I
I
53
PIN
NO
39
41
I 42 IRESERVED
43 IRESERVED
~~~~
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
62
63
I M IQA-PWR
66
67
68
69
1
GND
I 65 IRESERVED
RESERVED
40 UR-QA IAPS AUX +12V GND RTN
RESERVED
RESERVED
RESERVED
RESERVED
RESERVED
RESERVED
RESERVED
QA-PWR +5 V DC1
RESERVED
RESERVED
RESERVED
RESERVED
RESERVED
RESERVED
QA-PWR +12 V DC
RESERVED
RESERVED
70 QA-PWR VALID OUT
71
72
RESERVED
QA-PWRGND
A
QA-PWR SHUTDOWN WARN OUT
QA-PWR OVERHEAT MON OUT
RESERVED
QA-PWRGND
RESERVED
theory of operation 523-077587 0
DESCRIPTION
RESERVED
RESERVED
IRESERVED
I
RESERVED
RESERVED
RESERVED
RESERVED
RESERVED
RESERVED
RESERVED
~~
RESERVED
QA-PWR +5 V D C l
RESERVED
RESERVED
1
RESERVED
RESERVED
RESERVED
1 RESERVED
1 RESERVED
IQA-PWR GND
IRESERVED
RESERVED
QA-PWR + I 2 V DC
RESERVED
RESERVED
QA-PWR VALID OUT
RESERVED
QA-PWR GND
B
UR-QA IAPS AUX +12V GND RTN
QA-PWR SHUTDOWN WARN OUT
QA-PWR OVERHEAT MON OUT
RESERVED
QA-PWR GND
1 35 I ~ A P sAUX -12 RSVD UR-QA IAPS AUX -12 RSVD 73 QA-PWRGND QA-PWR GND
I 36 1
FCS-MODE LOGIC POWER A/B ~ FCS-MODE LOGIC POWER AI6 74 QA-PWR +28 V DC POWER QA-PWR +28 V DC POWER
I 37 IRESERVED 1 RESERVED 75 QA-PWR +28 V DC POWER QA-PWR +28 V DC POWER
I
I

theory of qperation 523-077587 0
e Table 4-21.AlJL8I JR8 Backplane HDI Connector Pin Descriptions for the Number lBI2B PWR-4000.
II RESERVED
A
DESCRIPTION
RESERVED
B
J8
PIN
NO
39 RESERVED
A
DESCRIPTION
RESERVED
B
I
I ~ RESERVED RESERVED 41 RESERVED RESERVED
I ~ RESERVED RESERVED 42 RESERVED RESERVED
I RESERVED 43 RESERVED RESERVED
I RESERVED RESERVED 44 RESERVED RESERVED
I RESERVED 48 RESERVED RESERVED
I RESERVED RESERVED I 49 IQB-PWR SHUTDOWN WARN OUT QB-PWR SHUTDOWN WARN OUT
I
I QB-PWR GND QB-PWR GND 52 QB-PWRGND QB-PWR GND
I QB-PWR +28 V DC QB-PWR +2a v DC 55 QB-PWR +5 V DCl QB-PWR +5 V DC1
I RESERVED IRESERVED I 56 IRESERVED IRESERVED

I RESERVED IRESERVED I 57 IRESERVED IRESERVED
I RESERVED IRESERVED I 58 RESERVED RESERVED
i
RESERVED RESERVED 59 RESERVED RESERVED
QB-PWR -12 V DC QB-PWR -12 V DC 60
i
RESERVED RESERVED 61 QB-PWR INHIBIT QB-PWR INHIBIT
LIR-QB-UPS IS0 +5 GND SENSE TO L'R-QB-LAPS IS0 +5 GND SENSE TO

RESERVED RESERWD 62
DBU RSVD DBU RSVD
I QB-PWR GND QB-PWR GND 63 RESERVED RESERVED
i
RESERVED RESERVJ3D 64 ~ QB-PWR GND QB-PWR GND
IS0 +5V SENSE TO DBU L'R-QB-IAPS I S 0 +NSENSE TO DBU

JJR-QB-IAPS
RESERVED RESERVED 65
RSVD RSVD
I RESERVED RESERVED 66 LIR-QB-IAPS IS0 +5V TO DBU IIJR-QB-LAPS I S 0 +5VTO DBU

I RESERVED RESERVED 67 QB-PWR+12 V DC IQB-PWR+12 v DC
-
I QB-PWR GND IQB-PWR GND RESERVED [RESERVED
I
I
~
I LQB-UPS AVX -12V GND RTN RSVD L-QB-IAPS AUX -12V GND RTN RSVD
- 70 QB-PWR VALID QB-PWR VALID
I - 71 RESERVED RESERVED
I QB-PWR +5 V DC2 QB-PWR +5 V DC2

- 72 QB-PWR GND QB-PWR G.ND
I -
73 QB-PWR GM) QB-PWR GND
I 74 QB-PWR +28 V DC POWER

- QB-PWR +28 V DC POWER
I RESERVED RESERVED 75 QB-PWR +28 V DC POWER QB-PWR +2$ V DC POWER
I
I
I
I
II ALlJ4
PIN NO
FIRESERVED
A
DESCRIPTION
I
IRESERVED
-
B
I
ALlJ4
PIN NO
39 IRESERVED
A
DESCRIPTION
I
IRESERVED
B
I
I 4
. RESERVED RESERVED 40 RB-IOC4-FMC (L) RESERVED
I 3 RESERVED RESERVED 41 RESERVED RA-IOCCFMC (HI
I 4 GND
QA-PWR QA-PWR GND 42 QA-PWR+5 V DC2 QA-PWR +5 V DC2
I -5 RESERVED RESERVED 43 RESERVED RESERVED
I - RESERVED
6 QA-PWR VALID 44 RESERVED RESERVED
I RESERVED
7 RESERVED 45 RESERVED LA-IOCPFMC (H)
I a IRESERVED IRESERVED I 46 IQA-PWRGND 1QA-PWRGND I

I 9 - 1QA-PWR+12 DC V ~~
IQA-PWR +12 V DC I
I 10 RESERVED CSU MDC CONFIG 0 48
I 11 CSU MDC CONFIG I RESERVED 49
I 12 QA-PWRGND QA-PWRGND 50
I 13 RESERVED RESERVED 51 QA-PWRGND QA-PWR GND
I 14 RESERVED RESERVED 52
I RESERVED
15 RESERVED 53
I 16 IRESERVED RESERVED 54 QP-PWR-12 V DC QA-PWR-12 V DC
I __
IRESERVED I 55 ISPARE IN (HI RS422 ISPARE IN (L) RS422 I
I IREsER~D
18 IRESERVED I 56 ISPARE OUT (H) RS422 ISPARE OUT (L)RS422 I
I RESERVED
19 RESERVED 57 IMDC3 (H) E 4 2 2 TO DBV IMDC-3 (L)RS422 DBU
TO
I 20 RESERVED RESERVED 58 RESERVED RESERVED
I QA-PWR
21 DC1 +5 V QA-PWR 4-5 V DC1 59 RESERVED QA-PWR+28 V DC
I 24 QA-PWRGND 'QA-PWRGND 62 QA-F'WRGND QA-PWR G-ND
I 25 IRESERVED RESERVED 63 RESERVED RESERVED
I IRESERVED
26 i RESERVED 64 RESERVED RESERVED
I 65 IRESERVED IRESERVED
I
I RESERVED
29 RESERVED 67 RESERVED RESERVED
I 30 RB-IOC4-FMC(HI RESERVED 68 RESERVED RESERVED
I RA-IOC4-FMC (L)
I RESERWD
I 34 RESERVED LB-IOC4-FMC (H) 72 RESERVED RESERVED
I 35 RESERVED LB-IOC4-FMC (L) 73 RESERVED RESERVED
I RESERVED
36 LA-IOCCFMC (L) 74 RESERVED RESERVED
I RESERVED
I 38

theorIy of operation 523-0775810
I
I
II M DESCRIPTION 54 DESCRIPTION
?IN PIN
NO A B NO A B
1 RESERVED QA-PWR lA -12 v DC 59 ROLL ATC CONFIG 1 ROLL ATC CONFIG 2
I 2 RESERVED QA-PWR I A -12 VDC 40 ROLL ATC CONFIG 3 ROLL ATC CONFIG 4
I 3 QA-PWR LA +28 DC V RESERVED 41 R O M A W CONFIG B RESERVED
I 4 QA-PWRGND ATC SPARE 0 42 QA-PWR2A +5 V DC2 QA-PWR 2A +5 v DC2
I RESERVED
I I
QA-PWR 1A VALID IN
I I I I
RESERVED
I IRESERVED
7
- ..
IRESERVED I 45 IRESERVED IRESERVED
I 8 ROLL TRIM CMD RIGHT (GND) ROLL TRIM CMD RIGHT (+) 46 ATCPWRGNDA RESERVED
I 9 QA-PWR 2A +12 DC V &A-PWR2A +12 V DC 47 RESERVED ROLL TRIM ARM RIGHT (+I
I 10 RESERVED RESERVED 48 RESERVED ROLL TRIM FAIL AN" A GND
I RESERVED
I 12 QA-PWRGND RESERVED 50 ROLL TRIM RATE A (W) ROLL TRIM RATE A (L)
I RESERVED
13 RESERVED 51 ATCPWRGNDA AP ENGAGE LEVER UP A
I 14 RESERVED ROLL TRIM POWER OUT B 52 RESERVED RESERVED
I 15 ROLL TRIM POWER IN B RESERVED 53 RESERVED RESERVED
IRESERVED I IQA-PWR
~~ ~
I 16 ROLLTAW CONFIG A 54 lQA-PWR2A-lZVDC 2A -12 V DC
I RESERVED
I 19 RESERVED RESERVED 57 AIL TRIM SIGNAL B (H) AIL TRIM SIGNAL A (L)
I 20 ROLL TRIM RELAY POWER B RESERVED 58 RESERVED ROLL TRIM RELAY POWER A
I 21 I&A-PWR IA +5 DC1 V IQA-PWR 1A +5 V DC1 59

-
I 22 IROLL TRLMARM LEFT (+) IROLL TRIM FAIL AN" B (GND) 60
I IRES SERVED IATC SPARE2 61
I QA-PWRGND
24 RESERVED 62 ATC PWR GND A IROLL TRIM POWER OUT A
I 25 AIL TRIM SIGNAL B (H) AIL TRIM SIGNAL A (L) 63 RESERVED IRESERVED
I 26 RESERVED RESERVED
- ROLL TRIM POWER IN A
64
-
IRESERWD
- 65 RESERVED RESERVED
I 28 RESERVED AP ENGAGE LEVER TJP B

-
66 QA-PWR 1A +12 V DC $A-PWR IA +I2 V DC
I 29 ROLL TRIM RATE B (W) R O U "'RIM RATE B (L)

I 30 ROLL TRIM AN" TEST B RESERVED

- RESERVED
68 RESERVED
I RESERVED
31 RESERVED
-
69 RESERVED RESERVED
1 32 RESERVED RESERVJ3D
-
1 71 RESERVED RESERVED
1 34lEkVED [RESERVED 72 RESERVED IRESERVED

IRESERVED
~~
I 35 ROLL TRIM AN" TEST A RESERVED 73 RESERVED
I 36 QA-PWR2AV'KlIN RESERVED
i
37 ROLL TRIM C M D LEFT (GND) ROLL "RIM CMD LEFT (+) 75 RESERVED RESERVED

theoy of omperation523-0775810
1 Table 4-24,AlJL5 Backplane HDI Connector Pin Descriptions for the Number 1 FCC-4007-
I
I IFIN
J5 I
I 55
PIN
NO A
DESCRIPTION
B NO A
DESCRIPTION
B
i
1 FCCYDDRrVEREFA FCC M DRIVE REF A 39 L-AHC-1 (A) TO FCC L-AHC-1 (B) TO FCC
2 AIL SVO MOTOR A TO SVO AIL SVO MOTOR A TO SVO 40 FCC DISC IN 1 GO-AROUND SWITCH :ggc * IN DISCoNNECT
I 3QA-PWR+28VDC POSITION (L)

YD A 41 FCC PITCH TRIM RATE
ANA 2 (L)A FCC ANA 2 (H) A PITCH TRIM RATE
I 4 QA-PWRGND YD POSITION (H) A 42 QA-PWR +5 V DC2 QA-PWR +5 v DC2
I 5 RESERVED RESERVED 43 MONITOR APAPP A TO FCC AN&OG 3 (HIA LEFT ENGINE
I IAIL
6 SVO ERROR B IN IQA-PWRVALID w I 44 IFCC ANALOG (L) A LEFT ENGINE 3 IFCC OPTION STRAP 5 A
I 7 ILB-IOC3 (L) IL-MSP-1 (L)A TO FCC RS422 I 45 IPITCH TRIM RELAY PWR +28V A IPITCH TRIM PWR IN A
I IL-MSP-1 (H)A TO FCC RS4.22 I 46 IQA-PWRGND IBESERrnD
I 7
9QA-PWR +12 v DC QA-PWR V DC +12
- YD MONITOR A TO APP
47 FCC OPTION STRAP 6 A
I - SERVO POWER GND RTN

10 SERVO POWER GND RTN
- 4% ELE SVO ERROR I3 IN RUD SVO ERROR B IN
I - AIL
11 SVO PWR A AIL SVO PW R A
- 49 PITCH TRIM OUT PWR A PITCH TRIM ARM DOWN
I 7
QA-PWRGND
12 RESERVED
- FCC OPTION STRAP
50 7A FCC OPTION STRAP 1A
I -
18 ELE SVO MOTOR ATO SVO ELE SVO MOTOR A TO
- 51 QA-PWR GND
SVO RESERVED
I 14 FCC DISC IN YD ENG LVR U P FCC CONFIG STRAP

6A 052 OTHER AIL MOTOR 3 IN SVO FCC OPTION STRAP 3 A
I 15 IFCC CONFIG STRP PILOT

7 IFCC CONFIG
(GND) STRAP I553 I OTHER ELE SVO MOTOR B IN IFCC OPTION STRAP 0A
I 16 IFCC CONFIG 2 STRAP

~ _ _ _ _ _ ~
IFCC CONFIG 6
~~~~
STRAP IQA-Prn -12 v DC
I FCC CONFIG 4 STRAP 55 OTHER RUI) SVO MOTOR B IN
-
I LA-IOC3 (H) 56
-
I FCC CONFIG STRAP 3 57
I ELE SVO PWR A

-
58 ELE TORQUE PROGRAM A
I 21 &A-PWR +5 V DC1 QAPWR +5 V DC1 59 RUD TORQWE PROGRAM A QA-PWR+28 V DC
I 22 L-FCC-1 TO MSP (L) RS422 A LFCC-1 TO MSP (H) A 115422 FCC ELE TORQUE COMMAND
60 A PITCH TRIM DOWN CMD
I 23 ILFCC-1 (L)TO IOC 1 N l B ILFCC-1 (H)TO IOC 1 N l B

I 24 QA-PWRGND RESERVED RESERVED
I 25 R-FCC-3 CROSS CHAN BUS (L) IN R-FCC-3 CROSS C W BUS (H) IN

I 26 LFCC-3 CROSS CfIAN BUS (L) OUT LFCC-3 CROSS CHAN BUS (H)OUT
I 27 QA-PWR SHUTDOWN WARN IN RESERVED
I 29 RWD SVO MOTOR TO ASVO RUD SVO MOTOR A TO SVO
I QA-PWR
30 V DC
+28 PITCH TRIM FAIL AN" A
I 31 SERVO POWER GM) RTN SERVO POWER GND RTN
I 32 RUDSVOPWRA RUD SVO PWR A
I 33 IFCC ANALOG 0 (L) PITCH

A KNOB IFCC A N ~ O oG(H) PITCH KNOB A
I lFCC OPTION STRAP 4

34
~~ ~
A IFCC DISC 4ASPARE IN 1 72 ISPARE
2
~ ~ ~ ~~~~ ~~~
[SPARE
I 35 FCC ANALOG IN 1(L) A ROLL KNOB FCC ANALOG IN 1(H)A ROLL KNOB 73 SPARE SPARE
I 36 FCC DISC IN A AF' ENG LVR U P FCC DISC IN 3 A SPARE

5 74 SPARE
1 SPARE
I 37 FCC ANALOG (L)4 RIGHT

A ENGINE FCC ANALOG (H) A RIGNT ENGINE
4 75 SPARE SPARE
I
c Table 4-25. A1JR5 Backplane HDI Connector Pin Descriptions far the Number 2 FCC-4007.
I 55
PIN
NO A
DESCRIPTION
I B
IFCC YD DRNE REF B

55
PIN
NO
I 39 IR-AHC-1 (A) TO FCC

A
DESCRIPTION
I ~~
B
i
1 ~FCCYDDRNEREFB IRAHC-1 (B) TO FCC
2
I
AIL SVO MOTOR B TO SVO I
AIL SVO MOTOR B TO SVO
I 3 Q&PWR+28VDC YD POSITION B (L) 41 FCC ANA 2 (L) B PITCH TRIM RATE FCC ANA 2 (HI B PITCH TRIM RATE
I 4 QA-PWRGND M POSITION B (HI 42 QA-PWR +5 v DC2 QA-PWR +5 V DC2
I 5 RESERVED RESERVED 43 AF' MONITOR B TO APP IFCC ANALOG 3 wj B LEFT ENGINE

I 6 1AIL SVO ERROR A IN IQA-PWRVALID IN I 44 IFCC ANALOG 3 (L) B LEFT ENGINE IFCC OPTION STRAP B 5
I 7 IRB-1oc3 (L) IR-MSP-1 (L) B TO FCC RS422 I 45 IPITCH TRIM R E M . PWR B IPITCH TRIM PWR IN B
+28V
I 8 RB-IOC3 (H) R-MSP-1 (HI B TO FCC RS422 46 &A-PWR GND RESERVED
I QA-PWR+12 v DC QA-PWR+12 v DC 47 YD MONITOR B TO APP FCC OPTION STRAP 6 B
1 SERVO POWER GND RTN SERVO POWER GND RTN 48 ELE SVO ERROR A IN RUD SVO ERROR A IN
1 AIL SVO PWR B AIL SVO PWR B 49 PITCH TRIM P W OUT B PITCH TRIM ARM DOWN
I QA-PWR GND RESERVED 50 FCC OPTION STRAP 7 B IFCC OPTION STRAP 1B

I ELE SVO MOTOR B TO SVO ELE SVO MOTOR B TO SVO 51
I 14 IFCC DISC IN 6 B YD ENG LVR UP

- IFCC CONFIG STRAP 0 I 52 IOTHER AIL SVO MOTOR A IN IFCC OPTION STRAP 3B
I 15 FCC CONFIG STRP 7 PILOT (GND)

- IFCC CONFIG STRAP 5 53 OTHER ELE SVO MOTOR A IN FCC OPTION S T W 0 B
I -16 FCC CONFIG STRAP 2 IFCC CONFIG STRAP6 54 QA-PWR -12 V DC QA-PWR -12 v DC
I -17
-
55 OTHER RUD SVO MOTOR A IN FCC B AIL TORQUE COMMAND
I -
18 RA-IOC3 (L) RA-IOC3 (H)
- 56 RWD SVO ERROR B OUT TO FCC 1 FCC OPTION S T M 2 B
I 19
- -
57 AIL SVO ERROR B OUT TO FCC 1 ELE SVO ERROR B OUT TO FCC 1
I -
20
-
58 ELE TORQUE PROGRAM B AIL TORQUE PROGRAM B
I 21
- QA-PWR +5 v DC1 QA-PWR+5 v DC1
- 59 RUD TORQUE PROGRAM B IQA-PWR +28 V DC
I I
22 R-FCC-1 TO MSP (L)B RS422 RFCC-1 TO MSP (Hj B RS422 60 FCC B ELE TORQUE COMMAND IPITCH TRIM up cMD
-
I -23 R-FCC-1 (L) TO IOC 2N2B R-FCC-1 (H)TO IOC 2M2B 61 FCC B RUD TORQUE COMMAND PITCH TRIM CMD GND
I 24 QA-PWR GND IRESERVED 62 QA*PWR GND RESERVED
I 25 L-FCC-3 CROSS CHAN BUS (L)IN GFCC-3 CROSS CHAN BUS (a)
IN 63 AIL SVO TACH B (L)]FROM SVO AIL SVO TACH B (H)FROM SVO
I 26 R-FCC-3 CROSS CKAN BUS (L) OUT R-FCC-3 CROSS CHAN BUS (H) OUT 64 ELE SVO TACH B (L)FROM SVO ELE SVO TACH B (El) FROM SVO
I 27 QA-PWR SHUTDOWN WAZW IN RESERVED 65 RUD SVO TACH B (L) FROM SVO RUD SVO TACH B (H) FROM SVO
I 28 RESERVED RESERVED 66 SPARE SPARE
I 29 RUD SVO MOTOR B TO SVO RUD SVO MOTOR B TO SVO 67 SPARE SPARE
I 30 QA-PWR +28 V DC PITCH TRIM FAIL AN" B 68 SPARE SPARE
I 31 SERVO POWER GND RTN SERVO POWER GND RTN I 69 ISPARE ISPARE
I 32 RUDSVOPWRB RUD SVO PWR B I 70 ISPARE ISPARE
I 33 IFCC ANALOG (L) B PITCH KNOB
0 FCC ANALOG 0 (H) B PITCH KNOB I 71 ISPARE
34 IFCC OPTION STRAP 3
~~
I 4 FCC DISC IN 4 B SPARE 2 72 SPARE SPARE
I 35 IFCC ANALOG IN (L)B ROLL KNOB

1 FCC ANALOG IN 1(HjB ROLL KNOB 73 SPARE SPARE
I FCC DISC IN 3 B SPARE 1 74 SPARE SPARE
i
FCC ANALOG 4 (H) B RIGHT ENGINE 75 SPARE SPARE
1
I 1 I
FCC DISC N 7 B RUD BOOST ARM FCC DISC IN 2 B SWJC SWITCH

theoty of qperafion 523-0775810
I Table 4-26. A1JL6 I JR6 Backplane NDI Connector Pin Descriptions for the Number 1/2 GSU-4000.
I ~~
II J6
PIN
NO
1 STRAPBITO
A
DESCRIPTION
STRAP BIT1
B
J6
PIN
NO
39 RESERVED
A
DESCRIPTION
RESERVED
B
I 2 STRAPBIT2 STRAP BIT3 40 RESERVED RESERVED
I 3 STRAPBIT4 STRAP BIT5 41 STRAP STROBE WORD 2 STRAP STROBE WORD 6
I 4 STRAPBIT6 STRAP BIT7 42 STRAP STROBE WORD 10 STRAP STROBE WORD 14
I 6 STRAP STROBE WORD 4 STRAP STROBE WORD 0 44 STRAP STROBE WORD 3 STRAP STROBE WORD 7
I 7 S T W STROBE WORD 12 STRAP STROBE WORD 8 45 STRAP STROBE WORD I1 STRAP STROBE WORD 15
I s IRESERVED IRESERVED I 46 IRESERVED IRESERVED

I 9 IRESERVED ISTRAP GND
~~ ~
I 10 FCC CONFIG STRAP 0 FCC CONFIG STRAP 1 48 RESERVED RESERVED
I I1 RESERVED RESERVED 49 RESERVED RESERVED
I 12 FCC CONFIG STRAP 2 FCC CONFIG STRAP 3 50 RESERVED RESERVED
I 13 RESERVED RESERVED 51 RESERVED STRAP GND
I 14 FCC CONFIG STRAP 4 FCC CONFIG S T W 5 52 YAWiROLL ATC CONFIG 0 A YAWROLL ATC CON??IG 1A
I 16 IFCC CONFIG STRAP 6 IRESERVED I 54 IYAW/ROLL ATC CONFIG 2 A IYAWROLL ATC CONFIG 3 A
I X'ilKE&D IRESERVED ~~ ~
I 18 RESERVED STRAP GND 56 YAWBOLL ATC CONFIG 4 A RESERVED
I 19 FMSCONFIGO FMS CONFIG 1 57 RESERVED RESERVED
I 21 FMS CONFIG 2 FMS CONFIG 3 59 RESERVED RESERVED
I 22 RESERVED RESERVED 60 RESERVED STRtlp GND
I 23 FMSCONFIG4 RESERVED 61 YAWAXOLL ATC CONFIG 0 B YAWiROLL ATC CONFIG 1B
I IRESERVED I 63 IYAWBOLL ATC CONFIG 2 B IMWLROLL ATC CONFIG 3 B
I IRESERVED I 64 IRESERVED IRESERVED
I
I
I
I
I
I
I
I
I
I 74 RESERVED
I 37 STRAP STROBE WORD I3
I
theoty of operation 52347758IO
I Table 4-27.A1JL9 Backplane HDI Connector Pin Descriptions for the Number 1 FMC-5000.
I
II 69
PIN
NO
RESERVED
A
DESCRIPTION
RESERVED
B
J9
PIN
NO
39 IRESERVED
A
DESCRIF'TION
I
IRESERVED
B
- - - - - . .-
I
I RESERVED RESERVED
I RESERVED RESERVED
I QB-PWR GND QB-PWR G-ND
I RESERVED RESERVED RESERVED
I RESERVED QB-PWR VALID IN 44 SPAFtEINW RESERVED
I RESERVED RESERVED 46 QB-PWRGND QB-PWR GND
I QB-PWR+12 V DC QB-PWR+I2 V DC 47 RESERVED RESERVED
I FMC CONFIG STRAP 1 (OPEN) RESERVED 48 RESERVED L-FMC-2 (A) MAP BUS TO MFD
I RESERVED RESERVED 49 RESERVED L-FMC-2 (B)MAP BUS TO MFD
I QB-PWR GND QB-PWR GND 50 RESERVED RESERVED
I RESERVED RESERVED 51 QB-PWRGND QB-PWR GND
I RESERVED RESERVED 52 RESERVED DBU-10 (A) FROM DBU (MIS)
I RESERVED RESERVED 53 CROSS-SIDE R-FMC-4 IN (H) RS422 CROSS-SIDE R-FMC-4 IN (L)RS422
I RESERVED RESERVED 54 QB-PWR -12 V DC QB-PWR -12 V DC
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I 37 RESERVED RESERVED I
I
I Table 4-28.AI JR9 Backplane HDI Connector Pin Descriptions for the Number 2 FMC-5000.
I
II J9
'IN
NO
1 RESERVED
A
DESCRIPTION
RESERVED
B
J9
PIN
NO
39 RESERVED
A
DESCRIPCION
I
IRESERVED
B
I 2 RESERVED RESERVED 40 RESERVED IR-FMC-6 (A) TO CROSS-SIDE MFD

I 3 RESERVED RESERVED 41 R-FMC-6 (B)TO CROSS-SIDE MFD RESERVED
I 4 QB-PWRGND QB-PWRGND 42 QB-PWR +5 V DC2
I 6 RESERVED QB-PWR VALID IN 44 SPARE IN (B) RESERVED
I I 45 RESERVED RESERVED
I - I 46 QB-PWR GND QB-PWR GND
I 9 QB-PWR +12 V DC
- QB-PWR +12 V DC 67 RESERVED RESERVED
I -
10 FMC CONFIG STRAP 1 (OPEN) RESERVED 48 RESERVED IR-FMC-2 (A) MAP BUS TO MFD
I 11 RESERVED
L
RESERVED 49
I -
12 QB-PWR GND QB-PWR GND 50 RESERVED RESERVED
I 13 RESERVED
- RESERVED 51
I 14 RESERVED RESERVED 52
I 15 RESERVED RESERVED 53 CROSS-SIDE E-FMC4 IN (H) RS422 CROSS-SIDE L-FMC-4 IN (L)RS422
I 16 RESERVED RESERVED 54 QB-PWX -12 V DC QB-PWR -12 V DC
I
I R-FMC-3 (A) TO CDU
I
I
1 QB-PWR +5 V DC1
1
I
I
I -
25 RESERVED RESERVED IRESERVED
I -
26 RESERVED RESERVED IRESERVED
I 27 QB-PWRSJXJTDOWN WARN-F
- RESERVED I 65 IRESERVED IRESERVED
I - 28 RESERVED RESERVED 66 RESERVED RESERVED
I 29 R-FMC-1 (A) TO IOC

- RESERVED 67 RESERVED RESERVED
I -
30 RESERVED RESERVED 68 RESERVED RESERVED
I 31 RESERVED
- RESERVED 69 RESERVED RESERVED
I -
32 RESERVED RESERVED 70 DBU-2 IN (L)RS422 DBU-2 IN (H) RS422
I -
33 RESERVED RESERVED 71 R-MC-5 (H)TO DBU RS422 It-FMC-5 (L)TO DBU RS422
I -
34 RESERVED RESERVED 72 LA-IOC.Q(A) lA-IOC4 (B)
I -35 RESERVED RESERVED 73 LB-IOC4 (A) LB-IOC4 (B)
I 36 R-FMC-1 (B)TO IOC RESERVED 74 RA-IOC4(A) RA-IOC4 (B)
I 37 RESERVED RESERVlED I 75 IRB-IOC4(A)
I
I
I
II ru-i
J10
NO
1
A
~ ~~
+28V ENV PWR ACB (HTItrFAN)

DESCRIPTION
3
+28V ENV PWR AIS (HTWIXN)
-
J10
PIN
NO
39 RESERVED
-
A
DESCRIPTION
RESERVED
B
I 2 +28V E N V PWR AIS (HTRIFAN) +28V ENV PWR A/B ~HTR/FAN) 40 ENV SPARE0 ENV SPARE3
I
I ~ ~ ~ ~ _ _ _ _ _ - 42 ENV SPARES
~~~ ~~
IENV SPARE5
I 5 &A-PWR POWER i+28 V DC) QA-PWRPOWER (+2a v DC) 43 RESERVED Em SPARE6
I 6 QA-PWRGND QA-PWR GND

1 7 QB-PWR POWER i+28 V DC) QB-PWR POWER (+28 V DC)

-
I 8 QB-PWRGND QB-PWR GND

-
I LO TEMP SENSOR QA (W) TEMP SENSOR QA (L) 48 RESERVED RESERVED
I 50 RESERVED IRESERVED
I ~~ ~ ~~
RESERVED IRESERVED ~ _ _ _ _ _
I 14 RESERVED RESERVED RESERVJ3D RESERVED
I 15 &A-PWRINHIBIT OUT &A-PWR INHIBIT OUT RESERVED RESERVED
I 16 RESERVED RESERVED RESERVED RESERVED
I 19 IRESERVED IRESERVED I 57 RESERVED RESERVED
I 20 IRESERVED IRESERVED 1 58 RESERVED 1RESERVED

I IRESERVED ~ _ _ _ _
IRESERVED I 59 RESERVED IRESERVED
- 60
I 23 RESERVXD RESERVED
- QB-PWRINHIBIT
61 OUT QB-PWR INHIBIT OUT
- 62
I 27 RESERVED IEC ENV MONITOR OUT TO IOC 65 RESERVED RESERVIED
I
I 30 ITEMP SENSOR QB (H) TEMP SENSOR QB (L) 68 IRESERVED IRESERVED
I ~~
I I RESERVED
I 34 RESERVED RESERVED 72 PWRGND PWR GND
I 35 RESERVED RESERVED 73 PWRGND PWR GND
I 37 RESERVED
I
RESERVED
I
75 RESERVED
' I
RESERVED
I RESERVED


4.3.3 IDS (Instrument Display System) the four input/output concentrators ( W S ) , both
attitude heading computers (AHS),both air data
4.3.3.1 Overview computers (ADS), and the TCAS I1
transmitter-receiver (RSS). The PFD provides a data
The IDS contains the large color displays, a sensor bus output to the LAPS. In a 3-tube system,
display driver, and two monochrome sensor displays. reversion switching is similar to that described for
Refer to figure 4-4. This figure shows 3-tube, 4-tube the pilot displays except that a PFD backup switch is
(single MFD), and 4-tube (dual MFDlFMSNJLF) not installed.
systems.
The SDD-640/640A receives compass and navigation
Refer to sheet 1. Each LRU in a 3-tube system is data and then formats this data for display on the
described below: sensor display units. The left channel of the SDD
receives data bus inputs from the left VIR, DME,
3-Tube Svstem VLF, and ADF radios, from a left input/output
concentrator (IAPS), and from the left attitude
PFD Number 1Primary Flight Display (EFD-871) heading computer. The right channel of the SDD
MFD-871 Number 1 Multifunction Display receives data bus inputs from the right VIR, DME,
PFD Number 2 Primary Flight Display (EFD-871) and ADF (optional) radios and from the right
SDD-640/640A Sensor Display Driver attitude heading computer. The SDD provides a
SDU-640m Number 1 Sensor Display Unit dedicated output bus to each SDU display unit.
SDU-640AiB Number 2 Sensor Display Unit
The SDU-640ABdisplays backup navigation (RMI,
The PFD Number 1 displays attitude, distance, position, and course) infomation. The
navigatiodcompass, flight control, and primary air SDU receives a data bus input from the left or right
data (altitude/airspeed/vertical speed) functions for channel of the SDD display driver. If an internal
the pilot. The PFD receives data bus inputs from the failure is sensed, the SDU sets a fail discrete output
four inputloutput concentrators (WS),both attitude to the SDD.
heading computers (AHS),both air data computers
(ADS),and the TCAS 11transmitter-receiver (RSS). The SDD-640 is used with the SDU-640A displays;
The PFD provides a data bus output to the W S . the SDD-640A is used with the SDU-640B displays.
Do not installheplace these units in any other
The MFD-871 Number 1 displays navigation, combination. The SDD-640NSDU-640B units are
compass, radar, flight management (map/summary), the preferred models, but function the same as the
checklist, and diagnostic information for the pilot. older SDD-640/SDU-640Aunits in the Beechjet 400A
The MFD also provides a reversion backup for the installation.
left PFD if that display fails. The MFD receives the
same data bus inputs that are applied to the lea
PFD, and also receives input buses from the weather
radar assembly and the flight management computer
(inside LAPS). Optional LADV and PADV switches
provide line advance and page advance selection for
the MFD. The course heading panel (FMS) provides
joystick input. The MYD provides a data bus output
to the LAPS and to the ADAS.
Remote reversion switches allow the pilot to select

normal or offside AHRS source input, CDU control
input, and AIR DATA source input. A reversion
switch enables PFD backup display
The PFD Number 2 displays attitude,

navigatiodcompass, flight control, and primary air
data (altitude/airspeed/verticalspeed) functions for
the copilot. The PFD receives data bus inputs from

theor?/of operation 523-0775810
13-TUBE SYSTEM I
IOC-1 7
4
IOC-1
-
+ L-MFD-1 R-PFD-1
--
L-AHC-2 + L-AHC-3- PFD
NO. 2
R-AHC-3- R-AHC-2
---L
L-ADC-3
R-ADC-2 -
4 L-ADC-2
R-ADC-3 --t
TCAS-TA/h TCAS-TA/h
,‘qI rA;p
RA-1 RA-2
SDU
NO. 1
-
- -
+ SDU
NO. 2
SWITCH SWTCH
CDU I CDU
c
AIR DATA AIR DATA
SWITCH SMTCH
LJ-
WXT-1
L-AHC-2 L-ADC-2
L N S G
L-PFD- LA-IOC-1 -
L-AHC-3
R-AHC-2
L-ADC-3
R- ADC- 2
L-FMS-2
JOYSTICK
L-MFD-
R-PFD- RA-IOC-1
RB-IOC-1
--
R-AHC-3 R-ADC-3
LE-GP BUS 2
CGD-0513-16-AC- 1
IDS (Instrument Display System) Overview


Refer to sheet 2. Each LRU in a 4-tube (single MFD)

system is described below:
4-Tube System (Single MFD)
PFD Number 1Primary Flight Display (EFD-871)

ND Number 1Navigation Display (EFD-871)
PFD Number 2 Primary Flight Display (EFD-871)
MFD-871 Number 2 Multifunction Display
SDD-640/640A Sensor Display Driver
SDU-640- Number 1Sensor Display Unit
SDU-640m Number 2 Sensor Display Unit
In a 4-tube single MFD system, an ND is installed on

the pilot side of the instrument panel and the MFD
is installed on the copilot side of the panel. Each side
also contains a PFD and an SDU display (as
previously described).
The ND Number 1 provides NAY map, and radar

displays for the pilot. The ND also provides a
reversion backup for the left PFD. The ND receives
the same data bus inputs that are applied to the left
PFD, also a bus from the weather radar assembly
The ND provides a data bus output to the W S .
Reversion switching is similar to that described for
a 3-tube system.
The MFD Number 2 displays navigatiodcompass,

radar, flight management (map/summary),checklist,
and diagnostic information for the copilot. The MFD
also provides a reversion backup for the right PFD.
The MFD receives the same data bus inputs that are
applied t o the right PFD, and also receives input
buses from the weather radar assembly and the
flight management computer (inside W S ) . The
MFD provides a data bus output to the W S and t o
the ADAS. Switching and joystick control is similar
to that described for a 3-tube system.

IOC-1
L-AHC-3 - 4-TUBE (SINGLE MFD) SYSTEM
- -
1
IOC-1
L-AHC-2
7
4
--L
PFD
NO. 1
- L-PFD-1 L-ND-1
R-AHC-2-
L-ADC-2
R-ADC-3-
- -I, 1
MFD
NO. 2
R-MFD-1
PFD
NO. 2
R-PFD-1
R-AHC-3-
L-ADC-3
R-ADC-2-
-I > - -
A
WXT-1-0 TCAS-TA/-
RA-2
L-FMS-2-
WXT-1-
SWITCH
TCAS-TA/- J
RA-1
--L
1
-
- - 11- '11
qsz;-
SDU I-
NO. 1
-
i
AHRS
SWITCH REV SWITCH
CDU
LI- CDU
AIR DATA I AIR DATA

SWITCH
r i
LP
"ITCH
A-SDD-1
SDU FAIL
L-AHC-3
L-VIR-2
--TCAS-TA/RA-l
L-DME-2
--TCAS-TA/RA-Z
L-VLF-2
--L-VIR-2
L-ADF-2 R-ADF-2 (OPTIONAL)
+L-DME-2
-
LB-GP BUS 2
*L-MF-2
L- ADF-2
*R-VIR-2
WXT- 1
R-DME-2
(OPTIONAL)
R-ADF-2
LNsIDE IAps1
-
I-
L-AHC-2 L-ADC-2 L-PFD-1 LA-IOC-1
L-FMS-2 LB-IOC-1 IOC-1
L-AHC-3 L-ADC-3 R-PFD-1
L-ND-1 RA-IOC-1 --L
R-AHC-2 R-ADC-2 JOYSTICK R-MFD-1 RB-IOC-1 ---)
R-AHC-3 R-ADC-3
LB-GP BUS 2
CGO-0513-16-AC-2


Refer to sheet 3. Each LRU in a 4-tube (dual

MFDIFMSNLF) system is described below:
4-Tube System (Dual MFDIFMSNLF)
PFD Number 1Primary Flight Display (EFD-871)

MFD-871 Number 1Multifunction Display
PFD Number 2 Primary Flight Display (EFD-871)
MFD-871 Number 2 Multifunction Display
SDD-640/640A Sensor Display Driver
SDU-640- Number 1Sensor Display Unit
SDU-640- Number 2 Sensor Display Unit
In a 4-tube dual MFD system, an MFD-871 is

installed on both sides of the instrument panel.
Each side also contains a PFD and an SDU display
(as previously described). Dual FMS computers and
dual VLF/GPS receivers (Ch'IAs) are also installed in
this configuration.
The MFD Number 2 displays navigation/compass,

radar, flight management (map/summary),checklist,
and diagnostic information for the copilot. The MFD
also provides a reversion backup for the right PFD.
The MFD receives the same data bus inputs that are
applied t o the right PFD, and also receives input
buses from the weather radar assembly and the
flight management computers (inside LAPS). The
MFD provides a data bus output to the IAPS and to
the ADAS. Switching and joystick control is similar
to that described for a 3-tube system.
The SDD sensor display driver is as described for a

3-tube system, and it also receives input buses from
the right VLF (or VLF/GPS) receiver and from a
right U P S concentrator (FMS 2 bearing data). This
input is available for display on either SDU.

IOC-1 7
4 1 k-TUBE (DUAL MFD/FMS/VLF) SYSTEM I
IOC-1 f-'
L-AHC-3
R-AHC-2
*
f 1 7
-MFD-1 1 R-PFD-1
' L-MI
PFD
L-AHC-2 *
NO. 2
R-AHC-3
L-ADC-3
R-ADC-2 -.L
TCAS-TA/*
RA-1
I- ' I
11-
I-
-
-
SDU
NO. 2
AHRS PFD AHRS

SWITCH
1
iF- -
CDU
- SWITCH
NORM
REV
AIR DATA AIR DATA

SWITCH
- SWITCH 1
:irFlY:
L-AHC-3
-E
SDD
B-SDD-1
R-AHC-3
it--
0 L-VIR-2 R-VIR-2
TCAS- TA/RA- 1
L-DME-2 R-DME-2
TCAS-TA/RA-2 L-MFD-1
L-VIR-2 L-VLF-2 R-VLF-2
L-DME-2 L-ADF-2 R-ADF-2 (OPTIONAL) R-MFD-1
L-VLF-2 LE-GP BUS 2 RB-GP BUS 2
L-ADF-2
R-VIR-2
R-DME-2
WXT-1
R-MF-2
(OPTIONAL)
R-ADF-2
- LA-IOC-1-
L-AHC-2
L-AHC-3
R-AHC-2
R-AHC-3
L-ADC-2
L-ADC-3
R-ADC-2
R-ADC-3
L-FMS-2
R-FMS-2
JOYSTICK
L-PFD-1
L-MFD-1
R-PFD-1
R-MFD-1
- LB-IOC-1
- RA-IOC-1
- RB-IOC-1
4
--c
*
4
LB-GP BUS 2
* RB-GP BUS 2
t-
IOC-1
CGD-0513-16- AC-3


4.3.3.2 System Schematic These discretes include four configuration inputs and
three reversion switch inputs. All discrete inputs are
The number 1PFD is an EFD-871 Electronic Flight diode isolated and tied t o a pullup resistor. The
Display that is configured by mount strapping t o discretes are applied to a pair of multiplexers. Each
function as a PFD (not an ND). The PFD displays multiplexer output is applied t o a buffer circuit that
the following primary flight information: attitude, is read by the microprocessor through the I/O data
heading, navigation, and air data. Refer to figure bus.
4-4-1, sheet 1.
The four configuration inputs define the EFD-871
The left PFD receives redundant noncritical flight function (PFD/ND) t o internal software. For the
data from each of the four input/output pilot PFD configuration, inputs 1,2, and 3 are hard
concentrators in the IAPS. These four ARINC 429 wired t o ground and input 4 is tied t o the PFD
high-speed buses are applied to each large display reversion switch. This switch opens input 4 in the
The LA-IOC-1 and the LB-IOC-1 buses are from the NORM setup and grounds input 4 in the REV setup.
left side of the IAPS. The RA-IOC-1 and the Normally, input 4 is open and the PFD displays PFD
RB-IOC-1 buses are from the right side of the IAPS. data. In the REV setup, the PFD blanks and the
Each pair of buses is input through a receiver and MFD (or ND) displays the PFD data. This setup is
multiplexed to the receive port of a UART This data used if the PFD fails.
is read from the UARTs on the I/O data bus.
The three reversion switch inputs select cross-side
The I/O data bus also brings microprocessor attitude heading input, cross-side air data input, and
generated output data to the left UART The UART cross-side CDU control. The AHRS reversion switch
reads this data and applies serial output t o an applies a ground to the PFD (and to the left
ARINC 429 low-speed transmitter, and applies MFDND) when set t o the 2 position. At this
wraparound transmit data through the right UART position, the PFD displays attitude heading data
back to the processor. The transmitted L-PFD-1 from the right side AHC. Normally, this input is
data bus is applied to the 1A and 1B concentrators in open and the PFD displays attitude heading data
1 the IAPS. The AMS-5000 system also applies the from the left (onside) AHC. The AIR DATA
I L-PFD-1 data bus to the CDU-5000 Control Display reversion switch applies a ground to the PFD (and to
1 Unit. the left MFD/ND) when set to the 2 position. At this
position, the PFD displays air data from the right
The PFD receives ARINC 429 high-speed data bus side ADC. Normally, this input is open and the PFD
inputs from both attitude heading computers and the displays air data from the left (onside) ADC. The
TCAS transmitter-receiver. These three buses are CDU reversion switch applies a ground t o the PFD
applied also to the left MFDND. The L-AHC-2, (and t o the left MFDND) when set to the REV
b
R-AHC-3, and TCAS-TA/RA-l buses are input position. At this position, the right side CDU
through a receiver and multiplexed to the receive controls the PFD (and MFDND). Normally, this
port of a UART Data is read from the UART input is open and the left (onside) CDU controls the
through the I/O data bus. The EFD-871 contains two PFD. This switch is also wired t o blank the onside
additional data bus input circuits that connect to this I CDU. Windshear inputs are applied from the
AHC multiplexer. These circuits are not used in the I windshear warning system to all PFDs and MFDs.
PFD configuration.
The I/O data bus interfaces with the 16-bit UO
The PFD receives ARINC 429 low-speed data bus microprocessor data bus through a transceiver. The
inputs from both air data computers. These two UO data bus carries input, attitude heading
buses are applied also to the left MFDND. The input, air data input, and discrete data input to the
L-ADC-3 and R-ADC-2 buses are input through a microprocessor. The I/O data bus also carries output
I receiver to an ARINC multiplexer. The AMS-5000 data from the YO microprocessor to a UART for
I system also inputs the L-CDU-4 and R-CDU-3 buses transmission on the L-PFD-1 data bus.
1 through receivers to the ARINC MUX. Data is read
through a mUx unloader onto the I/O data bus. The PFD contains an I/O microprocessor and a
display microprocessor. The I/O processor controls
Several discrete inputs are applied t o the PFD and external data flow as described above. The display
read by the microprocessor through the UO data bus. processor controls the crt display functions of the

unit. Both processors apply an address output

through a latch onto the system address bus. Both M PFD MFD
processors also read and write data through a
dedicated transceiver to/from the system data bus.
These system buses allow the two processors to
communicate with each other and with the MEM
module. The MEM module contains program data ARINC 429
XMTR
which configures the EFD-871 for proper operation
in the Beechjet 400A airplane.
The 16-bit display microprocessor data bus interfaces T

with the 8-bit display data bus through a second T
transceiver. This is not the same transceiver - 1DcCONFlG 1
described in the previous paragraph. The display 1

data bus carries weather radar data (not used in the - 1C -CONFIG 2 i
PFD), display memory data, intensity data, various ! A7

- 8H-CONFIG 3
monitor data, and line key data (not used in the
PFD) to the microprocessor. The display data bus
- 6!K c C O N F I G 4 __O
also carries weather radar control data (not used in m

J
the PFD), raster data, stroke data, brightness data, I/o I * SWlTCH
I"S"*G0
DATA
and various control data from the microprocessor t o l n ~ ~ sSECTION
l C2
crt related circuits within the unit.
T + 12 V DC % SHEET 3/5.
SHOWN ON
k}-L-AHC-2
4 -* rh
c
The EFD-871 contains a weather radar input circuit.
No input is applied t o this circuit in the PFD, but it
will be described briefly for completeness. The
circuit contains an ARINC 453 receiver that applies
input data to the WXR input chip. This chip decodes
a WXR video output for use by the raster draw
k}-R-AHC-3
ARINC 429
LO-SPEED:
t:
t
NOT CONNECTED
NOT CONNECTED
{I::!
:;{: a- t-@ UNLOADER
BUFFER
-
-6
-
H d
5Ka-0
/+""
- A 7
(TO MFD/ND NO. 1)
circuit, and a data output for use by the display

microprocessor. A dedicated transceiver allows the
t
processor t o apply control t o the WXR input chip,
and t o read WXR information onto the display data
bus. - 6G -NOT CONNECTED
XCVR LATCH REGISTER - 6F -NOT CONNECTED
- - 1E -WINDSHEAR
Display memory provides required executable - 7H cWINDSHEAR
WARN
CAUTION
routines. This block represents the control - 8K -WINDSHEAR MONITOR
algorithms that regulate EFD-871 unit operation.

The MEM memory module contains algorithms that I
regulate PFD operation in the Beechjet 400A.
- -7 F - m
,
DIS- - -- SYSTEM DATA BUS -
I
- liDO-ADl5,
- XCVR
(TO MFD/ND
PLAY
Pp A16-Al9 -
-
MEMORY
MODULE
NO. 1)
- -4 SYSTEM ADDRESS BUS-
(MEMI
(SHEET 3/5)
,LATCH* e
I NO. 1 TA/RA
- DISPLAY STATUS PIE

7E TTR
NOT CONNECTED
r
0
ARINC 453
RCVR -
- - WXR
INPUT
XCVR =
OlSPLf DATA
DISPLAY
DSPL DATA BUS
(SHEET 2)
MFD/ND-I
"IP 4WXR V l D U
CGO-0513-16-AC-4
IDS System Schematic (PFD1)

.-
theoty of oDeration 523-0775810
Refer to figure 4-4-1, sheet 2. The number 1+28-V multiplexed with the position output ( X / Y ) from the
dc airplane supply powers the left PFD. The IMT stroke circuit and applied to the raster memory. The
mounting tray contains a cooling fan that runs input generator controls raster memory so that both
whenever power is applied to the unit. A zener diode raster and stroke XrY position data outputs are
regulates the power input, which is applied through properly stored and then input to the raster data
an emi filter to the low-voltage power supply The processor. The raster data processor provides
low-voltage power supply generates the internally processed video output to the video control circuit.
required voltage levels, provides a temperature
monitor output, and applies a +32-V dc output to The stroke circuit generates the video drive t o
both the high-voltage power supply and the video illuminate small precise images on the screen (such
power supply as the alphanumerics and symbols). The stroke data
is read through a FIFO (first in, first out) memory
The high-voltage power supply generates the anode circuit. The buffered FIFO output is applied to a
(18-kV dc) and focus (4.6- to 6.2-kV dc) outputs to the stroke state machine, a character latch, an angle
crt. The high-voltage supply also provides an HV integrator, and the video control circuit. The stroke
ON monitor output that is buffered onto the display state machine generates retrace and rasterhtroke
data bus. A static focus input and an odoff input are video mode control. The character latch decodes
applied also to the high-voltage supply The static character data and applies it t o a map PROM. The
focus input from the display data bus is used to character (with mapped location) is then applied t o
determine the proper focus voltage output applied to a sequence counter and PROM. The screen position
the crt. The control odoff input from the regulator is counted out and applied t o an angle integrator.
blanker circuit turns off the supply if monitored FIFO memory strobes the angle integrator to apply
conditions become excessive. display angle data to the sidcos PROMs.
The video power supply generates the screen (400-V The sidcos PROMs convert the angle input into a
dc) and filament (6.2-V addc) outputs to the crt. The sine X output and a cosine Y output. The sine X
video supply also provides a B+ monitor output to output is then integrated t o produce the X
the video monitor and to the regulator blanker (horizontal) position value. A strobe from the FIFO
circuit. The B+ voltage is used as a reference level memory controls the integrator. The X POS value is
by the video monitor. The regulator blanker applied to the raster address multiplexer (described
provides a blanking output t o shut off the in a previous paragraph), the video control circuit,
high-voltage supply if the B+ monitor or the screen and the X-position latch. The cosine Y output from
voltage exceeds preset limits. the sidcos PROMs is processed similarly FIFO
strobes a vertical integrator to produce the Y POS
The display data bus provides microprocessor value. This value is applied to the raster address
generated information t o the raster circuit, the multiplexer (previously described), the video control
stroke circuit, a control decoder, a static focus circuit, and the Y-position latch. The X/Y screen
decoder, a brightness decoder, and a deflection position is latched, digital-to-analog converted, and
control circuit. The display data bus also gathers then adjusted for proper gain, track, offset, and
selected intensity, high-voltage supply monitor (HV linearity Deflection power amplifiers convert the
ON) status, video monitor status, deflection monitor resultant horizontal and vertical screen position
status, and line key activity (not used on the PFD) voltages to current outputs. The amplified current
information for use by the microprocessor. outputs are applied to the yoke of the crt assembly,
which deflects the electron beams to the proper X
The raster circuit provides the video drive to and Y coordinates on the screen. A deflection
illuminate large portions of the screen (such as the monitor senses the deflection power amplifier
sky background). The raster data is read through a current. If the amplifier current or the low-voltage
FIFO (first in, first out) memory circuit. The supply temperature become excessive, an alert is
buffered FIFO output is applied to a raster input provided t o the microprocessor through the display
generator. This generator develops video and data bus.
position outputs and also controls the raster memov.
The raster video output is multiplexed with the WXR The video control circuit receives raster video, stroke
video (not used by the PFD) and applied to the raster video, and X / Y screen deflection data inputs. The
data processor. The raster position output ( X / Y ) is video control circuit output is used t o derive the crt

cathode drive signals. The stroke state machine

provides odoff logic used to load rasterlstroke video.
The control circuit output is applied to the color I
PROMs. These PROMs apply red, green, and blue MOUNT
P/O PFD NO. 1
data outputs to correspond with the control input. P2
B -778-
P1 1A
This color data is digital-to-analog converted and

applied to the video amplifier. The amplified red,
-
I ,- TEMP MON
green, and blue video is applied to the cathodes of

NO. 1 +28 V DC
- L
LOW
VOLTAGE
the crt and to a video monitor. The video monitor EM1
FILTER
POWER
SUPPLY
compares the three color videos to the B+ reference
from the video power supply. If video becomes
excessive, an o d o f f control output is generated t o
disable the color PROMs, and a monitor output is m
generated and buffered onto display data bus t o
POWER BUS GND
-Cr6A-m-t
report this condition t o the microprocessor.
A convergence and purity set circuit provides fine

adjustments for the electron beam deflections. This
circuit provides outer beam, inner beam, and purity
outputs to the crt assembly.
A control decoder circuit reads the display data bus

CHASSIS GND
-€::n
+28 V D C * 2 ; :
n I
Q9 BUFFER
-b-
LATCH
and applies control logic to various circuits in the

LTG BUS
)SPL DATA-
BUS
-
1 -
1 -
1 -
1
PFD. This circuit also decodes a video enable from (SHEET 1)

the data bus and applies it to the video amplifier. CONTROL OUTER BEAM
This VID ENBL line allows the microprocessor to
slFf?:
E?
-
control amplifier bias.
&
-
R S MODE CONTROL
c RASTER
MACHINE RETRACE
The front panel BRT knob functions with the +28-V WXR VlDEO
I I ~N/OFF-
I
LCAHTACRH
(SHEET 1)
dc lighting bus input to control the crt display t
I ip
I I
intensity. The BRT knob applies a variable 0- to
9.5-V dc input t o a multiplexer. The +28-V dc F I V l D E O I I
BEZEL LTG
-I
lighting bus is applied also to this multiplexer. The
IFt
GENERATOR
PROM
multiplexer output is analog-to-digital converted and
I"\"
loaded onto the display data bus. The display
microprocessor then reads this intensity select data
from the bus and applies corresponding control data
output onto the bus. This data is latched from the c I I
-I-
AND PROM
--py I SENSE
5 A K
7A c}
115 V AC
LTG B U S
bus, digital-to-analog converted, and then applied as RASTER DATA

RASTER ANGLE
the brightness control to the color d/a converters. MEMORY DATA I VlDEO
PROCESSOR
A line key encoderhuffer circuit provides line key I

4
DEFLECTION
PWR AMPLS
interface with the display microprocessor. This
circuit is not used on a PFD, but is described here for
completeness. The encoderhuffer circuit applies
GAIN.
OFFSET.
TRACK, _fc
I I LINEARITY I
+5-V dc strobe voltages t o one side of each line key ADJUST
Y VERT Y POS
switch. Sense lines are wired to the other side of the INTEG
4
switches, so that any line key action is detected and

encoded onto the display data bus.
r- I RETRACE
CGO-0513- 1 6 - A C - 5
IDS System Schematic (PFD 1)


The number 1MFD-871 displays NAY radar, map, multiplexers. Each multiplexer output is applied to
FMS data, page data, and diagnostic data. Refer to a buffer circuit, which is read by the microprocessor
figure 4-4-1, sheet 3. through the I/O data bus.
The left MFD receives redundant noncritical flight The four configuration inputs define the unit
data from each input/output concentrator in the function (MFDPFD) to internal software. For the
IAPS. The LA-IOC-1 and the LB-IOC-1 buses are pilot MFD configuration, inputs 2 and 3 are hard
from the left side of the IAPS. The RA-IOC-1 and wired to ground, input 4 is open, and input 1is tied
the RB-IOC-1 buses are from the right side of the t o the PFD reversion switch. Normally, input 1 is
IAPS. Each pair of buses is input through a receiver open and the MFD displays MFD data. In the REV
and multiplexed to the receive port of a UART. This setup, the PFD blanks, and the MFD displays the
data is read from the UARTs on the I/O data bus. PFD data. This setup is used if the PFD fails.
The I/O data bus also brings microprocessor
generated output data to the left UART. The UART The three reversion switch inputs select cross-side
reads this data and applies serial output t o an attitude heading input, cross-side air data input, and
ARINC 429 low-speed transmitter and applies cross-side CDU control. The AHRS reversion switch
wraparound transmit data through the right UART applies a ground t o the MFD when set to the 2
back t o the processor. The transmitted L-MFD-1 position. At this position, the MFD displays attitude
data bus is applied to the 1A and 1B concentrators in heading data from the right side AHC. Normally,
the IAPS and t o the data acquisition unit (ADAS). this input is open and the MFD displays attitude
I The AMS-5000 system also applies the L-MFD-1 data heading data from the left (onside) AHC. The AIR
I bus to the number 1CDU. DATA reversion switch applies a ground t o the MFD
when set to the 2 position. At this position, the MFD
The MFD receives ARINC 429 high-speed data bus (in PFD reversion mode) displays air data from the
inputs from both attitude heading computers, from right side ADC. Normally, this input is open and the
the flight management computer, and the TCAS MFD displays air data from the left (onside) ADC.
transmitter-receiver. The L-AHC-2, R-AHC-3, The CDU reversion switch applies a ground t o the
I L-FMS-2, R-FMC-6 (AMS-5000),and TCAS-TA/RA-1 MFD when set t o the REV position. At this position,
buses are input through a receiver and multiplexed the right side CDU controls the MFD. Normally,
t o the receive port of a UART. Data is read from the this input is open and the left (onside) CDU controls
UART through the I/O data bus. the MFD.
The MFD receives ARINC 429 low-speed data bus The two optional pushbutton switch inputs apply
inputs from both air data computers. The L-ADC-3 momentary grounds. The LADV switch provides line
and the R-ADC-2 buses are input through a receiver advance selection, and the PADV switch provides
I to an ARINC multiplexer. The AMS-5000 system [ page advance selection. Windshear inputs are
I also inputs the L-CDU-4 and R-CDU-3 buses I applied from the windshear warning system t o all
I through receivers t o the ARINC MUX. Data is read [ PFDs and MFDs.
through a mux unloader onto the I/O data bus.
The MFD receives an ARINC 453 data bus input The four joystick inputs apply position data from the
from the RTA radar assembly. The WXT-1 bus is CHP course heading panel. A JS COM line ties the
received through a special input chip and read MFD ground to the joystick switch common in the
through a transceiver onto the display data bus. The CHI?. Joystick action returns this JS COM ground
WXT-1 data bus is applied also to the right MFD (if reference t o the JS UP, JS LT, JS DN, or the JS RT
installed). input of the MFD.
Several discrete inputs are applied to the MFD and Internal MFD operation is identical to that described
read by the microprocessor through the I/O data bus. on a previous page for the PFD.
These discretes include four configuration inputs,
three reversion switch inputs, two optional
pushbutton switch inputs, and four joystick inputs.
AI1 discrete inputs are diode isolated and tied t o a
pullup resistor. The discretes are applied t o a pair of

ARINC 429
HI-SPEED
(SHEET 1):
I
pi
ARINC 429
RCMZS
P/O MFD NO. 1
LA-IOC-1 -{ zizi-
(L/P1-15/16)
LB-IOC-1
(L/Pl-l3/14)
-{ 1 ::
ARlNC 429
XMTR
RA-IOC-1
(R/P1-15/16) -{ 1
;
;;
- MUX RCV UART =
I
(R/P1-13/14)
RB-IOC-1 -{1:; - 6K- CONFIG 4
1 (NOT CONNECTED)
-{ - 8H-
-
L-AHC-2 CONFIG 3 7
(Pl-5/7)
INSIDE IAPS j TCAS-TA/RA-~ -{ - 1Ci CONFIG 2

(P1 E-7C/7D)
(Pl-15/51)
R-AHC-3 -{ ~~~~~
- ID-i CONFIG 1 4
-2G
P
I
L-FMC-2 -{-2H-
lAHRSl * SWlTCH
SECTION C1
- R-FMC-6 - e SHOW ON
SHEET 1.
TCAS-TA/RA-1 +
-;-Po * A
,?,L
12 V DC
-B
I
(P1 E- 7C/7D) H A
ARINC 429
(SHEET
LO-SPEED
1): - 5K-0
(SHEET 1)
(FROM PILOT CDU
FMC- R/P3 1 L-ADC-3 -{ -2F
XFR SWITCH)
5000
NO. 2 24Bh
2zA (P2-1/2)
R-ADC-2
(P2-29/30) -{
BUFFER
L
O/ l , DATA
- 1E c WlNDSHEAR WARN
LATCH REGISTER - 7H-
8K- WlNDSHEAR CAUTION
MONITOR
ADO-AD15 E
- 7F-XZ-TR (SHEET 1)
(FROM PILOT ADC .
XFR SWITCH)
-
-
5J-JS UP-
MFD
NO. 2
(SHEET 9)
-ADO-AD15
DIS-
PLAY -
-
XCMi
SYSTEM DATA BUS - MEMORY
MODULE
(MEW
I - 5G-JS
- 5H-JS
- 5F-JS
-9F-
LT
DN-
RT-
-
JS COM-
uI
21
22
9 FIG 4-9
FIG 4-10
"LATCH- = SYSTEM ADDRESS BUS
- L
NO. 1 TA/RA
I I - DISPLAY STATUS P1E
DSPL DATA BUS
p FIG 4-11
ARINC 4 5 3
(SHEET 4)
I I
Q-1
PFD-1
INPUT DISPLAY
MEMORY
WXR VlDEO
(SHEET 4)
I I CGO-0513-16-AC-6
IDS System Schematic (MFD 1)


Refer to figure 4-4-1,

sheet 4.
The number 1+28-V dc airplane supply powers the

left MFD. Internal operation is identical to that
described on a previous page for the PFD.

I P/O I I
Pl 1A
P/O MFD NO. 1
NO. 1 +28 V DC
POWER BUS GND
CHASSIS GND
FILAMENT (CATHODES)
HEATER &
BUS
(SHEET 3)
1
OUTER BEAM
I I"
RASTER
RASTER
WXR VIDEO
,b )='FI -
MACHINE
-
. . .-. .
*Lt CONTROL
RETRACE I
+5 V DC
-
7
--=
MEMORY (SHEET 3) ON/OFF
I LATCH
I
RASTER
I I
3
k
- CONTROL
I
BUFFER
GENERATOR
PROM
RASTER
MEMORY SCREEN
-
COUNTER I SENSE
INTEG
AND PROM
I I
I RASTER I DATA
RASTER
DATA
b
I
ANGLE
VIDEO
I
I
MEMORY
PROCESSOR
I I '-l-DEFLECTIoN PWR AMPLS
HORIZ
INTEG
SIN/COS
PROMS
LINEARITY
w
ADJUST
Y VERT Y POS
INTEG
t- RETRACE J
CGO-0513- 16-AC- 7


The number 1 ND is an EFD-871 electronic flight which is read by the microprocessor through the I/O
display that is configured by mount strapping t o data bus.
function as an ND (not a PFD). The ND displays
navigation, radar, and map data. The ND is The four configuration inputs define the EFD-871
installed only in a 4-tube (single MFD) system. function (PFD/ND) t o internal software. For the
Refer t o figure 4-4-1, sheet 5. pilot ND configuration, inputs 1 and 3 are hard
wired to ground, input 4 is open, and input 2 is tied
The left ND receives redundant noncritical flight to the PFD reversion switch. Normally, input 2 is
data from each input/output concentrator in the open and the ND displays ND data. In the REV
IAPS. The LA-IOC-1 and the LB-IOC-1 buses are setup, the PFD blanks, and the ND displays the PFD
from the left side of the IAPS. The RA-IOC-1 and data. This setup is used if the PFD fails.
the RB-IOC-1 buses are from the right side of the
IAPS. Each pair of buses is input through a receiver The three reversion switch inputs select cross-side
and multiplexed to the receive port of a UART. This attitude heading input, cross-side air data input, and
data is read from the UARTs on the I/O data bus. cross-side CDU control. The AHRS reversion switch
The YO data bus also brings microprocessor applies a ground to the ND when set t o the 2
generated output data to the left UART. The UART position. At this position, the ND displays attitude
reads this data and applies serial output t o an heading data from the right side AHC. Normally,
ARINC 429 low-speed transmitter, and applies this input is open and the ND displays attitude
wraparound transmit data through the right UART heading data from the left (onside) AHC. The AIR
back to the processor. The transmitted L-ND-1 data DATA reversion switch applies a ground to the ND
bus is applied to the 1A and 1B concentrators in the when set to the 2 position. At this position, the ND
IAPS. (in PFD reversion mode) displays air data from the
right side ADC. Normally, this input is open and the
The ND receives ARINC 429 high-speed data bus ND displays air data from the left (onside)ADC. The
inputs from both attitude heading computers and the CDU reversion switch applies a ground to the ND
TCAS transmitter-receiver. The L-AHC-2, R-AHC-3 when set to the REV position. At this position, the
and TCAS-TmA-1 buses are input through a right side CDU controls the ND. Normally, this
receiver and multiplexed t o the receive port of a input is open and the left (onside) CDU controls the
UART Data is read from the UART through the I/O ND.
data bus. The EFD-871 contains two additional data
bus input circuits that connect t o the AHC Internal ND operation is identical t o that described
multiplexer. These circuits are not used in the ND on a previous page for the PFD.
configuration.
The ND receives ARINC 429 low-speed data bus

inputs from both air data computers. The L-ADC-3
and the R-ADC-2 buses are input through a receiver
to an ARINC multiplexer. Data is read through a
muX unloader onto the I/O data bus.
The ND receives an ARINC 453 data bus input from

the RTA radar assembly The WXT-1 bus is received
through a special input chip and read through a
transceiver onto the display data bus. This bus is
also applied t o the right MFD.
Several discrete inputs are applied t o the ND and

read by the microprocessor through the I/O data bus.
These discretes include four configuration inputs and
three reversion switch inputs. All discrete inputs are
diode isolated and tied t o a pullup resistor. The
discretes are applied to a pair of multiplexers. Each
multiplexer output is applied t o a buffer circuit,

ARINC 4 2 9
HI-SPEED
(SHEET 1):
1
pi
ARINC 429
RCVRS
P/O NO NO. 1 ARINC 429
XMTR
I
LA-IOC-1
(L/P1-15/16)
LB-IOC-1
(L/P1-13/14)
LO-SPEED
- 6K-CONFlG 4
E (NOT CONNECTED)
RA-IOC-1
(R/P1 -1 5/16)
RB-IOC-1
-
(R/P1 13/14)
-{
-{
1;:;
122
;
- 8H-CONFIG
B
- 1C-CONFIG
1
31
2 - lNoRMl
--
-
TCAS- TA/RA- 1
- 1D-CONFIG 1
-
(Pl€-7C/7D)
L-AHC-2
* SWITCH
SECTION C1
(P1-5/7)
R-AHC-3
(Pl -15/51)
- + 12 V DC
- 6J
SHOWN ON
SHEET 1.
NOT CONNECTED -{=:E+ MUX/ I

- 6B H
-
d
BUFFER 110
NOT CONNECTED
I I -
TCAS- TA/RA- 1
(P1€-7C/7D) -{ -10G
- 1 l G D
ARINC 429
LO-SPEED
-
(SHEET 1):
L-ADC-3
(P2-1/2) UNLOADER
R-ADC-2 1/0 DATA

(P2-29/30)
a
LATCH - 6G-NOT CONNECTED
ADO-AD15
-
LATCH
- 6F-NOT CONNECTED
-
- 7 F - X E T F R(FROM
-
(SHEET 1)
PILOT ADC .
I
ADO-AD1 5 SYSTEM DATA BUS XFR SWITCH)
DIS- XCVR
-
p
MEMORY
A16-Al9
pP MODULE
'- LATCH
SYSTEM ADDRESS BUS
(MEW
NO. 1 TA/RA
DISPLAY STATUS P1E
-
12E
DISPLAY DATA
-0 XCVR -DSPL DATA BUS
(SHEET 6)
1-Q
PFD-1
-
A WXR XCVR
-
B INPUT DISPLAY
MEMORY
d W X R V I D T
(SHEET 6)
CGO-0513-16-AC-8
IDS System Schematic (ND 1)



sheet 6.
The number 1+28-V dc airplane supply powers the

left ND. Internal operation is identical to that
described on a previous page for the PFD.

MOUNT I P/O ND NO. 1
POWER BUS GND-)t6A,-
-€ELL
CHASSIS GND
HEATER
, VlDEO GUNS
(CATHODES)
DSPL DATA
BUS FILAMENT
(SHEET 5)
CONTROL
VID ENBL
" . ..
MEMORY
CONTROL 1
RETRACE
I
WXR VIDEO
(SHEET 5 )
ON/OFF
I I I I
BEZEL LTG
I W I I
ll DEFL
MON I SENSE
II
COUNTER INTEG
AND PROM
I
RASTER
MEMORY
DATA
t
RASTER
DATA r"";"yi ANGLE
4 DEFLECTION
CONTROL
I
I
PROCESSOR
I DEFLECTION
PWR AMPLS I
HORIZ ruai IIC
SIN/COS INTEG
PROMS
INTEG Y-l ATf'U
I RETRACE J
CGO-0513-16-AC-9
IDS System Schematic (ND 1)


The number 2 PFD is an EFD-871 electronic flight discretes are applied to a pair of multiplexers. Each
display that is configured by mount strapping to multiplexer output is applied t o a buffer circuit,
function as a PFD (not an ND). The PFD displays which is read by the microprocessor through the I/O
the following primary flight information: attitude, data bus.
heading, navigation, and air data. Refer to figure
4-4-1, sheet 7. The four configuration inputs define the EFD-871
function (PFDND) t o internal software. For the
The right PFD receives redundant noncritical flight copilot PFD configuration, inputs 1, 2, and 3 are
data from each input/output concentrator in the open. In a 3-tube system, input 4 is also open. In a
IAPS. The LA-IOC-1 and the LB-IOC-1 buses are 4-tube system, input 4 is tied t o the PFD reversion
from the left side of the IAPS. The RA-IOC-1 and switch. This switch opens input 4 in the NORM
the RB-IOC-1 buses are from the right side of the setup, and grounds input 4 in the REV setup.
LAPS. Each pair of buses is input through a receiver Normally, input 4 is open and the PFD displays PFD
and multiplexed to the receive port of a UART. This data. In the REV setup, the PFD blanks and the
data is read from the UARTs on the I/O data bus. right MFD displays the PFD data. This setup is
The I/O data bus also brings microprocessor used if the PFD fails.
generated output data t o the left UART. The UART
reads this data and applies serial output t o an The three reversion switch inputs select cross-side
ARINC 429 low-speed transmitter, and applies attitude heading input, cross-side air data input, and
wraparound transmit data through the right UART cross-side CDU control. The AHRS reversion switch
back to the processor. The transmitted R-PFD-1 applies a ground to the PFD (and to the optional
data bus is applied to the 2A and 2B concentrators in right MFD) when set t o the 1 position. At this
I the LAPS. The AMS-5000 system also applies the R- position, the PFD displays attitude heading data
I PFD-1 data bus t o the number 2 CDU-5000. from the left side AHC. Normally, this input is open
and the PFD displays attitude heading data from the
The PFD receives ARINC 429 high-speed data bus right (onside)AHC. The AIR DATA reversion switch
inputs from both attitude heading computers and the applies a ground to the PFD (and to the optional
TCAS transmitter-receiver. These three buses are right MFD) when set to the 1 position. At this
applied also t o the (optional) right MFD. Note that position, the PFD displays air data from the left side
these are not the same buses that are applied t o the ADC. Normally, this input is open and the PFD
left displays. The L-AHC-3, R-AHC-2, and displays air data from the right (onside) ADC. The
TCAS-TA/RA-2 buses are input through a receiver CDU reversion switch applies a ground t o the PFD
and multiplexed to the receive port of a UAR'I! Data (and to the optional right MFD) when set to the REV
is read from the UART through the YO data bus. position. At this position, the left side CDU controls
The EFD-871 contains two additional data bus input the PFD. Normally, this input is open and the right
circuits that connect to this AHC multiplexer. These (onside) CDU controls the PFD. This switch is also
circuits are not used in the PFD configuration. 1 wired t o blank the onside CDU. The windshear
1 system applies windshear discretes t o the PFD.
The PFD receives ARINC 429 low-speed data bus
inputs from both air data computers. These two Internal PFD operation is described on a previous
buses are applied also to the (optional) right MFD. page.
Note that these are not the same buses that are
applied t o the left displays. The L-ADC-2 and the
R-ADC-3 buses are input through a receiver t o an
I ARINC multiplexer. The AMS-5000 system applies
the L-CDU-3 and R-CDU-4 buses through receivers
to the ARINC multiplexer. Data is read through a
mux unloader onto the I/O data bus.
Several discrete inputs are applied t o the PFD and

read by the microprocessor through the UO data bus.
These discretes include four configuration inputs and
three reversion switch inputs. AU discrete inputs are
diode isolated and tied to a pullup resistor. The

ARINC 4 2 9
HI-SPEED
(SHEET 1):
1
pi
ARINC 429
RCVRS
P/O PFD NO. 2
LA-IOC-1
-
( L/P 1 15/16)
LB-IOC-1
(L/Pl -1 3/14)
ARINC 429
XMTR
L
RA-IOC-1
R/Pl-15/16) 1
- 1DcCONFlG 1
RB-IOC-1
(R/Pl -1 3/14)
1 (NOT CONNECTED)
- 11 C(NOTc CONFIG 2
CONNECTED)
- 8 H c CONFIG 3 lNoRMl
+ 12 V DC 1 (NOT CONNECTED) o + p
MUX/
I - 6K c CONFIG 4 ___O
TUBE SYSTEM ONLY) lREVl
BUFFER lAHRSl * SWlTCH
SECTION C2
S H O W ON
t: SHEET 9.
t: -11A
'JOT CONNECTED { 1i: -6 H d
ARINC 429
LO-SPEED - 5K
-t (TO MFD N0.2)
(SHEET 9)
t / DATA
r"
LATCH REGISTER
-
- 6 G c NOT CONNECTED
- L-CDU-3 - 6F c NOT CONNECTED
't -
n
1E- WINOSHEAR WARN
- R-CDU-4 ADO- AD1 5 -
- 87 KH c WINDSHEAR CAUTION
t c WlNDSHEAR MONITOR
-7
I F - n
-1
I
DIS- ADO-AD15
I- = =- XCVR
SYSTEM DATA BUS -
-
-
PLAY MEMORY
'- - MODULE
(MEMI
LATCH -.) = SYSTEM ADDRESS BUS
II -- DISPLAY STATUS
DISPLAY DATA DSPL DATA BUS

(SHEET 8 )
MFD-2
NOT CONNECTED {& INPUT DISPLAY

MEMORY
WXR VIDEO
(SHEET 8)
I I CGO-0513-16-AC-10
IDS System Schematic (PFD 2)



sheet 8.
The number 2 +28-V dc airplane supply powers the

right PFD. Internal PFD operation is described on
a previous page.

MOUNT 1 P/O PFD NO. 2

I& P2 P1 1A
INTERNAL HIGH ANODE (18 k V DC)

:gzbl
-
VOLTAGE
VOLTAGE
NO. 2 +28 V DC
FILTER
SUPPLY - +32 DC
POWER
SUPPLY
FOCUS (4.6 TO 6.2 k V DC)
S. FOCUS
1OFF
m-
SCREEN (400 V DC)
VlDEO I T FILAMENT (6.2 V AC/DC)
POWER
4
POWER BUS GND
/
\ +9.5 V DC SUPPLY - REGULATOR
BLANKER
rB+
)iiW
BRIGHTNESS
S. FOCUS D/A BUFFER
f%3
CHASSIS GND
f t COLOR G
+PROMS-
-
DlA
VIDEO GREEN
AMPL
VI DE^
= *
1 1
BLUE VIDEO
+28 V D C + e
LTG BUS
8D
9D
BUFFER
LAYH
i, -%FA,
MD ENBL
HEATER
,
/
VlDEO GUNS
(CATHODES)
I
-
BUS FILAMENT
(SHEET 7)
CONTROL STROKE
DECODER FIFO
MEMORY
-
RASTER - .
I
STROKE
STATE
MACHINE
R/S MODE)
c RETRACE
J
RASTER
WXR VlDEO +5 V DC
MEMORY (SHEET 7)
I I CHAR
LATCH
LATCH I ON/OFF
It
p q !-t . . .-
115 V AC
c,LTG BUS
-
7A
-
CONTROL
I SENSE
COUNTER
b
AND PROM
INTEG
II
RASTER ANGLE
RASTER DATA
DATA
MEMORY
PROCESSOR
HORlZ
SIN/COS INTEG GAIN, TRACK,
PROMS OFFSET,
LINEARITY
INTEG
-,
<I -
I-
CGD-0513-16-AC-ll
IDS System Schematic (PFD2)


The number 2 MFD-871 displays NAV, radar, map, inputs. AI1 discrete inputs are diode isolated and
FMS data, page data, and diagnostic data. The right tied to a pullup resistor. The discretes are applied t o
MFD is installed only in a 4-tube system. Refer to a pair of multiplexers. Each multiplexer output is
figure 4-4-1, sheet 9. applied t o a buffer circuit, which is read by the
microprocessor through the I/O data bus.
The right MFD receives redundant noncritical flight
data from each input/output concentrator in the The four configuration inputs define the unit
IAPS. The LA-IOC-1 and the LB-IOC-1 buses are function (MFDPFD) t o internal software. For the
from the left side of the LAPS. The RA-IOC-1 and copilot MFD configuration, inputs 1, 3, and 4 are
the RB-IOC-1 buses are from the right side of the open and input 2 is tied to the PFD reversion switch.
IAPS. Each pair of buses is input through a receiver Normally, input 2 is ground and the MFD displays
and multiplexed t o the receive port of a UART. This MFD data. In the REV setup, the PFD blanks and
data is read from the UARTs on the I/O data bus. the MFD displays the PFD data. This setup is used
The I/O data bus also brings microprocessor if the PFD fails.
generated output data to the left UART. The UART
reads this data and applies serial output to an The three reversion switch inputs select cross-side
ARINC 429 low-speed transmitter, and applies attitude heading input, cross-side air data input, and
wraparound transmit data through the right UART cross-side CDU control. The AHRS reversion switch
back t o the processor. The transmitted R-MFD-1 applies a ground to the MFD when set to the 1
data bus is applied to the 2A and 2B concentrators in position. At this position, the MFD displays attitude
the IAPS and t o the data acquisition unit (ADAS). heading data from the left side AHC. Normally, this
I The AMS-5000 system also applies the R-MFD-1 input is open and the MFD displays attitude heading
I data bus to the number 2 CDU-5000. data from the right (onside) AHC. The AIR DATA
reversion switch applies a ground to the MFD when
The MFD receives ARINC 429 high-speed data bus set t o the 1position. At this position, the MFD (in
inputs from both attitude heading computers, the PFD reversion mode) displays air data from the left
flight management computer, and the TCAS side ADC. Normally, this input is open and the MFD
transmitter-receiver. The L-AHC-3, R-AHC-2, displays air data from the right (onside) ADC. The
R-FMC-2, L-FMC-6 (AMS-5000),and TCAS-TADU-2 CDU reversion switch applies a ground to the MFD
buses are input through a receiver and multiplexed when set to the REV position. At this position, the
to the receive port of a UART. Data is read from the left side CDU controls the MFD. Normally, this
UART through the I/O data bus. Note that the input is open and the right (onside) CDU controls the
L-FMS-2 bus provides FMS data in single FMS MFD.
systems. If dual FMS is installed, the number 2
FMC-851C provides FMS data on the R-FMS-2 bus. The two optional pushbutton switch inputs apply
momentary grounds. The LADV switch provides line
The MFD receives ARINC 429 low-speed data bus advance selection, and the PADV switch provides
inputs from both air data computers. The L-ADC-2 I page advance selection. The windshear system
and the R-ADC-3 buses are input through a receiver I applies discrete inputs to the number 2 MFD.
I to an ARINC multiplexer. The AMS-5000 system
I applies the L-CDU-3 and R-CDU-4 buses through The four joystick inputs apply position data from the
1 receivers to the ARINC multiplexer. Data is read CHP course heading panel. A JS COM line ties the
through a mux unloader onto the I/O data bus. MFD ground t o the joystick switch common in the
CHF? Joystick action returns this JS COM ground
The MFD receives an ARINC 453 data bus input reference to the JS UP, JS LT, JS DN, or the JS RT
from the RTA radar assembly The WXT-1 bus is input of the MFD. In a dual FMS system an
received through a special input chip and read external joystick may be installed.
through a transceiver onto the display data bus.
Internal MFD operation is described on a previous
Several discrete inputs are applied to the MFD and Page.
read by the microprocessor through the I/O data bus.
These discretes include four configuration inputs,
three reversion switch inputs, two optional
pushbutton switch inputs, and the four joystick

ARINC 429
HI-SPEED I ARlNC 429 P/O MFD NO. 2
I
(SHEET 1):
LA-IOC-1 - p1 RCVRS
(L/P1-15/16)
LB-IOC-1
(L/Pl-13/14)
-{=:ED-- - ARlNC 429
XMTR
' I
R/P1-15/16)
RB-IOC-1
(R/P1 -1 3/14)
-{ 1
: - 6KcCONFIC 4
1 (NOT CONNECTED)
P - 81H c(NOT
CONFIG 3
CONNECTED)
- 1CI +CONFIG 2
- 1DI -CONFIG 1
II
+ I
12 v DC 1 (NOT CONNECTED)
MUX/
BUFFER
I (AHRSI
* SMTCH
SECTION C1
SHOWN ON
SHEET 7.
-6 H d
1
-5
TCAS-TA/RA-2
(P1 E-7G/7H)
- I n -
U I --
K - m (SHEET 7)
(FROM COPILOT CDU
XFR SMTCH)
I -6G-
L-ADC-2
(P2-29/30)
-
€3-
UNLOADER - 6F-
I -I
/iJ7
1
-
- 7H1 E
8 K c
c MNOSHEAR WARN
c MNDSHEAR MONITOR
CAUTION
p
J
-Xmp
7
- ADO-AD15
/
LATCH REGISTER
-
- 7B
1
I
F - n (SHEET 7)
(FROM COPILOT ADC
XFR SMTCH)
-202 3
I
5J-JS UP- CHP
5'2-JS LT (OR
5H-JS DN- Z1 EXT
5F-JS RT-
9F - JS COM-
22
9
JS)
I NO. 2 TA/RA
DISPLAY STATUS
DISPLAY DATA - - -DSPL DATA BUS

ARINC 453
-
(SHEET 3/5): PFD-2
WXT-1
(Pl -13/14) I "'I' b W(SHEET
R VlDEO
10)
4
CGO-0513-16-AC-12
IDS System Schematic (MFD2)



sheet 10.

right MFD. Internal operation is described on a
previous page.

P/O MFD NO. 2
-
E
P1 1A
-7By TEMP MON

INTERNAL
A t 7 C - LOW ANODE (18 k V DC)
--
FAN SUPPLY HIGH .
VOLTAGE
D POWER LEVELS VOLTAGE
FOCUS (4.6 TO 6.2 k V DC)
POWER
--
NO. 2 +28 V DC EM1 SUPPLY +32 DC
FILTER SUPPLY
S. FOCUS
7 OFF SCREEN (400 V DC)
4D VlDEO I T FILAMENT (6.2 v AC/DC)
POWER I I
REGULATOR
BLANKER
rB+ I II
S. FOCUS
CHASSIS GND
CRT
LTG BUS
- -
I
HEATER'
FILAMENT
L1 I I
-
STROKE
FIFO
-
MEMORY
-- STROKE R/S MODE) CONTROL
RASTER
MEMORY
RASTER
WXR WOE0
(SHEET 9 )
f
CHAR
STATE
MACHINE RETRACE
+5 V DC
I
LATCH ON/OFF
RASTER
I
STROKE 4,
- 14- CONTROL II BEZEL LTG
GENERATOR
I I I
MAP
PROM
I I
I I
It
CONTROL
I
SEQUENCE
COUNTER a
ANGLE
*
I SENSE
5AK
7A I>
LTG
1 1 5 V AC
BUS
INTEG
AND PROM
b b
RASTER ANGLE
RASTER DATA DEFLECTION
MEMORY
DATA I VlDEO CONTROL
PROCESSOR
SIN/COS
PROMS
X HORIZ
INTEG '7 r v a , IIVI"
X-LATCH
GAIN, TRACK,
OFFSET,
1 LINEARITY
Y VERT
INTEG
Y POS - n ADJUST
I RETRACE J -
CGO-0513-16-AC-13


The number 1 SDU-640A43 displays left side The control decoder circuit reads the ADO-AD7 data
navigation and sensor data. Refer to figure 4-4-1, bus and applies control and enable logic t o various
sheet 11. Either the SDU-640A or the SDU-640B devices in the SDU. The character generator
may be installed. The SDU-640B is the preferred provides the display function and is described in a
model. This unit can display additional formats that subsequent paragraph. Program memory contains
may be used for future expansion. executable routines for the SDU; this function is
represented by the program PROM block. The
pG-1 A-SDD-1 input data bus is applied from the left
channel of the sensor display driver. This bus brings
The SDD-640 is used with the SDU-640A the navigation and sensor information t o the SDU.
displays. The SDD-640A is used with the The A-SDD-1 data bus is input through an ARINC
SDU-640B displays. 429 low-speed receiver, converted to parallel format,
and buffered through a FIFO (first in, first out)
The number 1+28-V dc airplane supply powers the memory onto the ADO-AD7 microprocessor data bus.
left SDU. A zener diode regulates the power input,
which is applied to the low-voltage power supply The character generator is a stroke draw circuit that
The low-voltage power supply generates internally provides the video drive to illuminate images on the
required voltage levels and provides drive for the screen. A transceiver provides data transfer between
video power supply The video power supply the microprocessor (ADO-AD71 and the stroke draw
generates additional voltage levels required by the circuits (BO-B7). Character select and character
video circuits. The video power supply also offset angle display information is decoded from the
generates the focus (0- t o 300-V dc), screen (400-V microprocessor bus.
dc), and filament (heat) outputs to the crt. A power
output is provided to the high-voltage regulator. The character select information is applied to a
character address sequencer. This circuit is clocked
The high-voltage regulator provides drive to the by the draw time counter to count out the address of
high-voltage power supply A feedback (V sense) line the selected character. Character PROMs "look up"
provides a monitor return used to regulate the the character associated with this address and apply
amount of drive. The high-voltage supply output is the appropriate video, timing, and draw angle
the anode (8- kV dc) level applied to the crt. A power outputs. The character video is applied t o the video
monitor circuit provides a shutdown control, which gate circuit to be used in applying cathode drive to
disables the high-voltage supply (blanks the display) the crt. Timing associated with the selected
if power limits or phosphor protect limits are character is applied as a control input to the draw
exceeded. time counter. This counter applies an integrator
output used to clock the character address sequencer
A single microprocessor controls SDU operation. and to activate an integrator select circuit. The
This processor strobes the FORMAT and pointer character draw angle output is applied t o an adder
knobs (to detect knob motion and position), generates circuit.
video gate logic, provides port address to the
program memory, and controls both YO and display The adder circuit sums the character offset angle
functions using an 8-bit bidirectional data bus. A information with the character draw angle t o
dedicated microprocessor port directly monitors front produce the display angle (theta). Sidcos PROMs
panel knob data. Video gate logic (VG 1/2) is convert the display angle input into sine iiii and cosine
generated and applied as control input to the cathode .. outputs. A control output is applied also to the
iiii
drive circuits. The port address output allows the integrator select circuit. The sine :.ti data from the
processor t o access the program PROM. PROM is digital-to-analog converted and applied t o
the horizontal integrator. This integrator is
The ADO-AD7 bidirectional data bus provides controlled by a lemright enable from the integrator
microprocessor generated information to a control select circuit, and applies a horizontal position
decoder and to the character generator (through a voltage to the deflection circuits. The cosine .iii
transceiver). The data bus also gathers program PROM output is similarly d/a converted and
memory data and A-SDD-1 input data for use by the integrated to apply a vertical position voltage to the
microprocessor. deflection circuits. The vertical integrator is
controlled by an up/down enable from the integrator

select circuit. The horizontal and vertical position

voltages are then adjusted for proper offset, gain,
and linearity The deflection power amplifiers
convert the resultant horizontal and vertical screen INTERNAL SDU NO. 1
LOW
position voltages t o current outputs. These current VOLTAGE
c POWER
outputs are applied to the yoke of the crt assembly SUPPLY REGULATOR
and deflect the electron beam t o the proper X and Y SUPPLY
coordinates on the screen. SHUT DOWN L

CRT
Character video (from the character generator), VG POWER BUS GND - VIDEO
?h video gate logic (from the microprocessor), and POWER *
vertical deflection return (from the yoke) are applied
to the video gates. The video gates produce the CHASSIS GND -
% - SUPPLY VIDEO
SUPPLY
LEVELS
CHAR ADDR TIMING
VIDEO-
cathode drive after an appropriate delay, so that the
cathode drive and the deflection outputs are ARINC 429
simultaneously applied to the crt assembly
DRAW ANGLE
The delayed video (cathode drive) is applied through
a video amplifier to the crt cathode. Video amplifier
bias is controlled by an intensity circuit, as described
below. ADDER
SDU FAIL
The front panel DIM knob input and the +28-V dc
lighting bus input are applied to an intensity control
circuit. This circuit provides analog screen intensity
1
bias output t o the video amplifier.
- POSITION
The vertical deflection return voltage (from the yoke)

and a +24-V dc power reference level are monitored
t o protect the crt and to report SDU failure t o the
I
I
sensor display driver. The vertical deflection return

is monitored by a phosphor protect circuit. If the
return voltage becomes excessive, damage t o the crt
may result and the phosphor protect circuit trips the +15 V DC
power monitor. If power becomes too low, the +24-V .I

dc reference level drops and trips the power monitor. - I
When either of these conditions occurs, the power +28 V DC
LTG BUS -7-
monitor shuts down the high-voltage regulator (to -15 V DC
prevent damage to the crt) and toggles a transistor

to report an SDU FAIL condition t o the SDD. The I I
+24 V DC
pullup resistor for this discrete is in the SDD.
PHOSPHOR
PROTECT MONITOR
8 =
SDU FAIL C
P I
IDS System Schematic (SDU 1)


The number 2 SDU-640MB displays right side

navigation and sensor data. Refer t o figure 4-4-1,
sheet 12.

right SDU. The B-SDD-1 bus brings navigation and
sensor data from the right channel of the SDD. A
discrete SDU FAIL output is provided to the SDD.
Internal SDU operation is described on a previous
page.

theorv of operation 523-07758IO
b
SOU NO. 2
NO. 2 +28 V DC
POWER
- P1
11
SENSE HIGH ANODE
VOLTAGE . (8 k V DC)
POWER
SUPPLY
SHUT DOWN + CRT
POWER BUS GND

1 3 1 VIDEO
POWER
FOCUS (0 TO 300 V DC)
SCREEN (400 V DC)
FILAMENT (HEAT)
--
CHASSIS GND
I - SUPPLY WDEO
SUPPLY
CHAR ADDR TIMING
VIDEO-
P d-t CHAF
~
DRAW
TIME INTEG
ARINC 429 COUNTER
RCVR
- ADO-AD7
SDU FAIL
$: ,
VG 1/2
I
U
CHAR
u
PORT ADDR PROM
CONTROL
FORMAT
It - G1
,I I
---c
G2 G3
I +15 V DC I I I
4 I 1 I
CRT
- VG l/2@ GATES
'T" I I I YOKE
;
INTENSITY lNTENSITY
+28 V DC -
CONTROL
1 /
4
LTG BUS DELAYED
-15 V DC FILAMENT
HEATER WDEo GUN
' I II
VIDEO
I -
I 1 VERT RTN
+24 V DC T I
HORlZ RTN
I I DEFLECTION
PWR AMPLS
OFFSET,
GAIN.
LINEARITY
SDU
I
-- I/
8 :
D CCO-0513-16-AC-15
IDS System Schematic (SDU 2)


The SDD-640/640A processes navigation and sensor ADO-AD7 bus and read by the ARINC UART. The
data for display on the SDUs. Refer to figure 4-4-1, SDD-640A does not require an output latch. The
sheet 13. Either the SDD-640 or the SDD-640A may UART applies serial output t o an ARINC 429
be installed. The SDD-640A is the preferred model. low-speed transmitter. The transmitted A-SDD-1
This unit is an improved version that provides data bus is applied to the left SDU.
additional capability for future expansion.
The microprocessor directly reads the SDU FAIL
I Note I input from the left SDU. This fail discrete is
normally a ground dc level, and switches t o greater
The SDD-640 is used with SDU-640A displays. than +9-V dc or open when the SDU senses an
The SDD-640A is used with SDU-640B displays. internal failure. The pullup resistor for this discrete
is inside the SDD.
The SDD contains two functionally identical and
independent channels. The left channel provides The two microprocessors transmit received
SDD functions for the pilot SDU. The right channel navigation (not heading) data t o each other on
provides SDD functions for the copilot SDU. The left cross-channel data buses. This connection allows
channel is described first. both SDD output buses t o contain pilot and copilot
NAV data.
A microprocessor controls the operation of the left
channel. The processor reads the navigatiodsensor The number 1+28-V dc airplane supply powers the
input data and bus strapping data on the ADO-AD7 left channel of the SDD. An internal power supply
bus. This bus also applies processor generated generates all voltage levels required by the left
output data t o an ARINC UART. Associated RAM, channel circuits. This power supply is completely
PROM, and decoder circuits support the processor. independent from the SDD right channel power
A reset timer monitors execution time. SUPPlY.
The left channel of the SDD receives ARINC 429 The right channel of the SDD is functionally
low-speed data bus inputs from the left NAV identical to the left channel. Differences are
receivers and from a left side IAPS input/output described below.
concentrator. The L-ADF-2, L-DME-2, L-VIR-2,
1 L-GPS-2, L-VLF-2, and LB-GP BUS-2 data buses are The right SDD channel receives data bus inputs
input through ARINC receivers and applied to a from the right NAV receivers, a right side IAPS
multiplexer. The multiplexer output is buffered onto input/output concentrator, and the right side
the ADO-AD7 data bus. The SDD-640A does not attitude heading computer. The R-ADF-2 (optional),
require an input buffer. I R-DME-2, R-VIR-2, R-GPS-2, R-VLF-2 (optional),
RB-GP BUS-2 (optional), and R-AHC-3 data buses
The on-side attitude heading computer applies an are applied t o connector P2. Rear connector bus
ARINC 429 high-speed data bus t o the left channel enable pins are strapped to read applicable buses.
of the SDD. The L-AHC-3 bus is input through an Note that the RB-GP BUS 2 data bus is read through
ARINC receiver and applied t o the receive port of a a multiplexer (SDD-640) or through a UART
UART. Data is read from the UART onto the (SDD-640A).
ADO-AD7 data bus.
Processed output display data is transmitted on the
The microprocessor reads input configuration data B-SDD-1 data bus to the right SDU. A n SDU FAIL
through a unit strap latch. The SDD can read discrete is directly monitored by the right channel
several different input data buses. Each possible SDD processor.
input has a unique bus enable rear connector (Pl)
pin. When this rear connector pin is hard wired to The number 2 +28-V dc airplane supply powers the
ground, the processor reads (instead of ignores) that right channel. An internal power supply generates
input bus. The left channel of the SDD is strapped all voltage levels required by the right channel
I t o read the ADF, DME, NAV (VIR), GPS, VLF circuits.
(CMA), and GP BUS (FMS 1)data buses.
Processed output display data is latched from the

theotv of operation 523-0775810
SDD
I IN
BUFFER
474 BUFFER
4
I
%)--
- R-AHC-34:
SOU NO. 1
(SH 11)
1 ARlNC 4 2 9 q
I -
ARlNC 429
LO-SPEED
SDU NO. 2
(SH 12)
I +5 V DC
- STRAP +5 V DC 1
LATCH
4 -24- GPS 2
(c17-AOF 2 2
'
OPTIONS:
ADFP. VLF2.
NAV 1 -40- OR GP BUS
MF 1 - 4 1 4 2 PIN IS
GP - 4 2 4 STRAPPED TO
GND IF THAT
OPTlON IS
INSTALLED.
31 lb - D:t:ER DCONTROL CONTROLC D,"db",",R*

I & - S O L
+5 v OC
A8-Al5
rp - ADO-AD7
=
ADO-AD7
- PP
A8-Al5
+5 v DC
+12 v DC
-SDU FAIL CROSS-CHANNEL
RESET
TIMER
NO. 1 +28 V DC POWER -57

POWER BUS GND -59
CHASSIS GND - 6 0 7 -
INTERNAL
SUPPLY
(LEFT SIDE)
INTERNAL
SUPPLY
LEMLS
(RIGHT SIDE)
SUPPLY
F P r
4
2
r -1 -
-
- NO. 2 +28 V DC POWER
POWER BUS GND
CHASSIS GND
NOTE ALL BUSSES ON THIS SHEET ARE ARINC 429 LO-SPEED, -

EXCEPT THE AHC BUSSES (ARINC 429 HI-SPEED).
CGO-0513-16-AC- 16
IDS System Schematic (SDD)



theoty of operation 523-077587 0

fheotyof operation 523-0775810
4.3.4 ADS (Air Data System) contains an improved panel layout.
4.3.4.1 Overview The copilot (number 2) ADS system operates

identically t o the number 1system described above.
The ADS contains two air data computers/rnodules, The only difference at this level of description is that
two reference control panels, and an independent the copilot AIR DATA reversion switch disconnects
signal interface adapter. The ADS is a dual system; the right ADC bus outputs; the IDS, U P S , and AHS
number 1(pilot side) system is identical to number 2 systems then useldisplay cross-side air data input
(copilot) system. Refer to figure 4-5. Each LRU is from the left ADC computer.
described below:
The SIA-850 signal interface adapter converts the
ADC-850/850D Number 1Air Data Computer analog angle-of-attack signal from the (Beech
*ADM-850 Number 1Air Data Module supplied) stall warning system into ARINC 429
ARP-850/851 Number 1Air Data Reference Panel format for input to the Collins avionics system. The
ADC-850/850D Number 2 Air Data Computer SIA output is applied through the ADAS and the
*ADM-850 Number 2 Air Data Module IAPS inputloutput data concentrators to the PFDs.
ARP-850/851Number 2 Air Data Reference Panel The ADM modules store a backup reversion value for
SIA-850 Signal Interface Adapter angle-of-attack.
*ADM-850 is not required if ADC-850D is installed.
The number I ADC-850/850D is an instrument grade

air data sensor/processor. Pitot and static pneumatic
inputs and a temperature probe input provide raw
air data information to the computer. The ADC also
receives operator/display select input (from the
ARP), reference inputs (from the W S ) , and
crass-side air data (from the number 2 ADC). The
ADC applies processed air data to the large displays
(IDS), t o a pair of inputloutput data concentrators
(IAPS),to an attitude heading computer (AHS),and
t o the cross-side air data computer.
A remote AIR DATA reversion switch disconnects

the left ADC bus outputs to the IDS, W S , and A H S
systems (also to the cross-side ADC). These systems
then use or display air data input from the number
2 ADC computer.
The number 1 ADM-850 is a configuration module

that plugs into the top of the number 1 ADC-850
computer. This module contains unique
configuration data for the Beechjet 400A airplane.
The ADC-850D contains an internal ADM circuit; an
ADM-850 is not required.
The number 1ARP-850/851is a reference panel that

provides operator input to the air data system. The
ARP contains VS/airspeed reference select,
barometric pressure correction, preselect altitude,
and temperature controls. The ARP applies these
inputs (and input from a remote FL180 disable
switch) to the left ADC computer. The ARP-850 and
ARP-851 are functionally the same; the ARP-851

theow of operation 523-077sl10
FL 1 8 0
SWITCH
DSABL
ENABL
AIR DATA
SWITCH
I
L- ARP- 1
I l l R- ARP- 1
L-AOC-3 R-ADC-
ADC ADC
NO. 1 RA-GP BUS 1- NO. 2
LA-GP BUS 1
L-AOC-1 R-ADC-1
PITOT AIR -PITOT AIR

STATIC AIR t
L-ADC-2
RIGHT DISPLAYS LEFT R-ADC-2T
DISPLAYS -STATlC AIR
TEMP SENSOR
CROSS TALK**
(L/R-ADC-4) -TEMP SENSOR
ANGLE OF ATTACK
SIA-1
* ADM IS REQUIRED MTH ADC-850 ONLY.

THE ADC-850D CONTAINS AN INTERNAL ADM CIRCUIT.
t* ON PHASE II AIRPLANES WlTH -110 OR -112 AIR DATA COMPUTERS. THE

RELAYS USED TO SWITCH THE CROSS TALK BUSES HAVE BEEN DISABLED. CGO-0510-09-AC-1
ADS (Air Data System) Overview

Figure 4-5

4.3.4.2 System Schematic t o the cross-side large display(s). This bus provides
TAS data to the AHRS and secondary air data t o the
Refer t o figure 4-5-1, sheet 1. This sheet shows the right display(s). The L-ADC-3 output bus is applied
ADM-850 air data module, and the front assembly t o the onside large displays. This bus provides
pneumatic sensors and ARINC 429 I/O interfaces of primary air data display information. The X-side
the left side ADC-850/850D. The next sheet shows relay is described on a later page.
the two microprocessors (absolute and differential)
controlling these functions. The front assembly of the ADC contains the absolute
(Ps) and the differential (Qc) air data sensors and
Either the ADC-850 (with ADM-850) or the supporting circuitry. Two absolute sensors form an
ADC-850D may be installed. The ADC-850D is the altitude sensor. Each of these absolute sensors
preferred model. This unit contains internal HIRF receives air from the onside static port.
protection and an internal ADM circuit (instead of
an external ADM module). A single differential sensor contains two independent
sensors that together form an airspeed sensor.
This sheet shows the following ADC absolute One-half of the differential sensor receives air from
circuits: ADM interface, ARINC 429 low-speed the onside static port, and the other half receives air
interfaces, and absolute air data sensor circuit. This from the onside pitot port. The supporting circuitry
sheet shows the following ADC differential circuits: for both the absolute and the differential sensors is
ADM interface and differential air data sensor identical.
circuit. Note that other absolute and differential
circuits are shown on sheet 2. The two absolute sensors operate together to detect
and load an altitude air data input onto the absolute
The ADM module (or circuit) contains an absolute data bus. Each sensor receives bias (bridge
PROM and a differential PROM. These PROMS voltage/chop) from a control circuit. The sensor
contain airplane typehinary codes, temperature contains loops that return pressure (P) and
probe coefficients, maximum VMOLMMO, and temperature (T) signals to the controller. These
various other airplane peculiar configuration data. signals are received and processed to apply variable
The absolute PROM is addressed by the absolute duty cycle pulse-width outputs t o a multiplexer at an
microprocessor through a decoder circuit. Absolute 80-Hz rate.
PROM data is read directly onto the absolute data
bus. The differential PROM is addressed by the An 80-Hz multiplexer provides calibration logic to
differential microprocessor through a similar decoder both absolute sensors. A latch decodes calibration
circuit. Differential PROM data is read directly onto control data from the absolute data bus. This data is
the differential data bus. applied to the 80-Hz multiplexer, which functions as
a calibration timer for both sensors. This circuit
The ADC handles all ARINC 429 interfaces using a ensures that either sensor 1or sensor 2 (never both)
single ARINC UART This UART is accessed by the is in calibration mode. Every 15 seconds, one sensor
absolute microprocessor through a transceiver is put into calibration mode. During this calibration
circuit. The LA GP BUS 1data bus input from the period, the other sensor applies valid pressure and
IAPS supplies FCS selected air data reference temperature outputs. Then the previously active
values. This ARINC input and a sampling of the sensor is put into calibration mode and the other one
UART output are multiplexed to the receive port of (previously being calibrated) becomes active. This
the UART. This data is then read by the ensures that the active sensor is always properly
microprocessor through the absolute data bus. When calibrated.
the UART is enabled to transmit, microprocessor
generated data is applied to the UART and then The multiplexer circuit receives the pressure and the
serially transmitted to three ARINC drivers. temperature pulse-width signals from both absolute
sensors. Latch logic enables the multiplexer to apply
The L-ADC-1 output bus is applied through a relay this data to a counter network. This counter
t o inputJoutput concentrators in the IAPS. This bus network formats the data for use by the
provides air data parameters for use by other microprocessor and ensures the integrity of the
systems. The L-ADC-2 output bus is applied through sensor data. The multiplexed data is sequenced
a relay to the onside attitude heading computer and through this network in a way that recognizes the

active (not calibration) signals; the counter output is

then applied onto the absolute data bus.
The differential sensor circuit is nearly identical t o

that described above. The two halves of the
differential sensor operate like individual absolute
sensors. Inputs from the static and the pitot ports
are used to provide the airspeed sensor function.
This circuit is controlled by, and provides data to, the
differential microprocessor using the differential
data bus.
I
FRONT ASSEMBLY
I
UI
ct, I
I
I
- I
I
-- I
D3
P/T LOOPS -o 13 13
- * D4
(STATIC] - _I
ABSOLUTE BRIDGE V/CHOP
PULSE ABS-P1 I
I_
15
16
D5
15
16 I
PORT - 4 * CALIBRATE (15s) WIDTH ABS-T1 I 14
06
14
I
- -
CONTROL Io MUX COUNTER
NETWORK
OP CODES
12
D7
GND
12
10
CAL-1 t
10
A0
0
I
I
ALTITUDE
80 HZ DECODER
2
1 -.
AI
c 1
c 2 I
A2
U
3
4
A3
0
c 4
3 I
-ABS-P2 A4
1
ADDRESS
5 0 5 I
;1
A5
ABSOLUTE P/T LOOPS PULSE 6 0 6
+
4
BRIDGE V/CHOP
MDTH ABS-T2 7
8
A6
A7
0
c 8
7 I
~
2 ,- CONTROL
24
A8 0 24 I
CHIP ENABLE E
18 c 18
I
CHIP ENABLE -
A4P401
A6P6D1
is
E
.-
AU
-P1801
P1802
18 I
- 1 -
- 2 -
I
I
I
- 3 - I
P l / T l LOOPS I -
-
4 -
5 - I
BRIDGE V/CHOP 1 P u r DIF-P1 II o - 6 -
MOTH OIF-T1 - 7 - I
4
CALIBRATE 1 (15s)
CONTROL MUX COUNTER
NETWORK
I I
.- 24
8 -
24 - I
CAL-1
DECODER I
DIFFERENTIAL
SENSOR
AIRSPEED
+ I
AClA I
I
I
CALIBRATE 2 (15s)
P2/T2 LOOPS
-cz$oL
BRIDGE V/CHOP 2 *
P U L S E DIF-P2
DIF-T2 -
- LATCH .
u- DIFFERENTIAL
DATA BUS
' A6P601
I
I
P1802
I
I I
CGO- 0510- 09-AC- 2

I
I
I
ADS System Schematic (ADCIADM 1)

- .. . .. .. -
Refer to figure 4-4-1, sheet 2. The absolute processor applies FIFO control through
a decoder t o read differential data and also to write
The number 1+28-V dc airplane supply powers the the above described absolute data into the FIFO for
left ADC. A separate pin provides +28-V dc standby use by the A7 processor. Both processors share data
power. The input power is filtered, varistor with each other. The absolute microprocessor also
protected, and applied t o a pulse-width modulator applies annunciator control through a decoder
power supply The pulse-width modulator generates circuit. The decoder applies a voltage to turn on a
internally required voltage levels and the power transistor switch, which lights the applicable FAULT
levels required by the sensors. or VALID annunciator. These annunciators light
after the TEST button is pushed to show the self-test
The absolute microprocessor (A3) is an interrupt result.
driven system. Foreground task execution is
regularly initiated by a 50-ms NVI interrupt. These The differential microprocessor (A71 is also an
normal routines execute until a vectored interrupt interrupt driven system. A 50-ms NVI interrupt and
requests a microprocessor action. These vectored various vectored interrupts function as previously
interrupts occur whenever a designated task described for the A3 processor. The differential
requires microprocessor attention (ie, ARINC microprocessor operates a 16-bit bidirectional data
transmit buffer becomes empty). bus. An address latch functions with a decoder
circuit to generate the required address and chip
The absolute microprocessor operates a 16-bit enables from this microprocessor bus. A data
bidirectional data bus. An address latch functions transceiver provides 2-way data flow between the
with a decoder circuit to generate the required microprocessor bus and the differential data bus.
address and chip enables from this microprocessor The differential data bus gathers the following
bus. A data transceiver provides 2-way data flow information for use by the processor: sensor PROM
between the microprocessor bus and the absolute data, nonvolatile FUM data, ARP input data,
data bus. The absolute data bus gathers the cross-side ADC input data, temperature probe data,
following information for use by the processor: sensor and FIFO data. Note that this bus also gathers ADM
PROM data, nonvolatile RAM data, altitude offset and airspeed sensor data as described previously for
data, test mode data, discrete strap data, sheet 1 of the system schematic. The differential
identification data, and FIFO data. Note that this data bus provides microprocessor generated FIFO
bus also gathers ARINC I/O data, ADM data, and control, FIFO data, and ADC crosstalk output
altitude sensor data as described previously for sheet information.
1 of the system schematic. The absolute data bus
provides microprocessor generated FIFO control, An addressable sensor data PROM provides sensor
FIFO data, and annunciator control output related parameters required by the processor.
information. Nonvolatile RAM memory retains key data
parameters (baroset and pressure altitude) between
An addressable sensor data PROM provides sensor flights. The RS-422 L-ARP-1 data bus provides
related parameters required by the processor. operator input t o the system. This L-ARP-1 data is
Nonvolatile RAM memory retains key data received and applied through an ACIA onto the
parameters between flights (power-down). A differential data bus. The R-ADC-4 RS-422 data bus
dipswitch (S501) sets an altitude offset to provides crosstalk input from the right ADC. This
compensate for variations in sensor hardware. The data bus is received and applied through a different
TEST button applies a discrete ground when ACIA onto the differential data bus. This ACIA also
requesting self-test mode. Rear connector straps reads microprocessor generated output data and
provide source ident (open for left ADC) and applies a serial output t o an RS-422 driver. This
configuration select discrete data. A strut switch driver applies the L-ADC-4 crosstalk output to the
input provides a discrete ground (when airplane is right ADC.
on ground). These discretes are buffered onto the
data bus. A dipswitch (S201) sets an LRU An external temperature probe provides a variable
identification code required by the processor. The 500-1 impedance level input to the ADC. The
FIFO circuit brings temperature probe, RS-422 specific probe impedance varies with temperature.
related data, and airspeed sensor data to the A3 This impedance level is sensed, converted t o a
microprocessor. frequency, and loaded onto the differential data bus

theom of operation 523-0775810
by a 16-bit counter. The FIFO circuit brings discrete

data, ARINC 429 related data, and altitude sensor
data to the A7 microprocessor. This processor
generates FIFO control through a decoder to read P/O ADC NO. 1
data and also to write data into the FIFO for use by ~3 n
-.
--. .. - -
I \
+28 PoWER-t
NO. 1 51
the A3 processor. PULSE INTERNAL SUPPLY LEVELS
VDC 52 I.
WlDTH SENSOR POWER I
-
MODULATOR
1
+28 V DC BATTERY POWER- 48 -+ DECODER --c
POWER BUS GND

I
55
50 MS
NVI
--
-
ABS
PP
ADO-AD15 ADDRESS
LATCH
,. AO-A15
2.8 v RAM
ADDRESS/
ENABLES
56 BATTERY
(A31
SENSOR RAM
CHASSIS GND- 60
P3
I, , ,(
t+?-
-.
)
R
m h
m -
N
I MCTORED ,~4 1-I LATCH =
ABSOLUTE DATA BUS = -(SHEET 1)
+5 v
DC
2 INTERRUPTS
v
8
v
I
8In
v
I
n
0
+5 V DC
f -
DECODER --I I
I
m m m
In
1
I
OFFSET
I
0 0
I
u DIP SWlTCH - P3
n n -
0 l
5501 DISCRETES xcVR XCVR 7 7 1
uco
I-
kkk-
0
OPEN = < 100 KIAS

12
TO
STRUT SW - 16 - FIFO MEMORY OPEN = > 250 KIAS BEECH
SOURCE IDENT - 19 - (DATA SHARE) SYSTEMS
(OPEN = NO. 1)
P L
.
ADC NO. 2
(SHEET 5)
p-- SENSOR
5-
X-SIDE RELAY
1
60
i
-L
IMPEDANCE
SENSE
Lzs 16-BIT
-
TO
FREO
RS-422
COUNTER
,
,,,
I
U
DECODER -fi
-fi
&
l
+ 2 8 V DC
NO
35
1
OVERSPEED WARN
P3
9
10
RCVRS
RCV . . -
XMT
'-
11
DECODER/
DRIVER /
RS-422
+28 V DC
72 ADC NO. 2
(SHEET 5)
ARP NO. 1
(SHEET 0 -
I -DRVR
X-SIDE RELAY
P1 -L-ADC-4
5 -
D
SENSOR
0 DATA P3
PROM
P3
t r 2.8 V RAM
BATTERY
NOTE: ALL BUSSES ON
1- THIS SHEET ARE RS-422.
VECTORED
INTERRUPTS
NOR
/8
- L
LATCH
- f DIFFERENTIAL DATA BUS = D(SHEET 1)
I I CGO- 0510-09- AC-3
ADS System Schematic (ADC 1)


The ARP-850/851 is a control panel that provides

operator input t o the air data system. Each ARP
contains VS reference, airspeed reference,
barometric pressure correction, preselect altitude,
and temperature controls. Each ARP supplies
control panel switch position and remote switch
position information to the onside ADC computer.
Refer to figure 4-5-1, sheet 3.
Either the ARP-850 or the ARP-851 may be installed.

The ARP-851 is the preferred model. The ARP front
panels are laid out differently; refer t o the operation
section of this manual.
The number 1ARP is described below: The number

1+28-V dc airplane supply powers the left ARE The
input power is varistor protected and applied to a
power supply circuit. The power supply generates
the internally required voltage levels.
A microprocessor reads discrete switch inputs and

formats this information for transmission to the left
air data computer. The ARP front panel knobs and
switches are internally scanned by the processor.
External FL180 and overspeed warn switches are
also wired to the ARP and read by the processor.
These remote switches enable or disable the flight
level 180 alert indication, and test the overspeed
warn system.
The microprocessor applies formatted data to an

RS-422 driver. The driver applies this left side
operator input data on the L-ARP-1 bus t o the left
ADC.
The number 2 +28 V dc airplane supply powers the

right ARF? This control panel provides formatted
right side operator input data on the R-ARP-1 bus t o
the right ADC.

6,
POWER INTERNAL
ARP NO. 1
NO. 1 + 2 8 V DC POWER 1 SUPPLY SUPPLY
LEVELS
-
FL180 DSBL
PP
POWER BUS GND
OVSPD WARN TEST
TEMP SEL
VS REF SET
:
I
RS-422
DRIVER
ADC NO. 1
(SHEET 2)
REF REF
SPD SET
ON/OFF
VSPDS SEL
PILOT
/
rn
-ANN DISABLE - 14 7
STD SEL
BAR0 SET
ALT SEL
CANCEL
IN/MB/HPA SEL
:
-
I
+ 5 V DC
-
d
A7
OMRSPEEO
WARN
RELAY TEST
11 A
T
1
PANEL
115 V AC
LTG BUS { HL
c 13
-4
Q LIGHTS
ARP-850 ARP-851
r ,
POWER INTERNAL ARP NO. 2
NO. 2 + 2 8 v OC POWER 1 SUPPLY SUPPLY
LEVELS
ADC NO. 2
POWER BUS GND I RS-422
DRIVER
(SHEET 5)
lENABLl I +5 V DC I
COPILOT
m
-I+
/
-ANN DISABLE - 14
KNOB/SWITCHES
115 V AC H ARP-850 ARP-851

LTG BUS { L- 4
CGO-0510-09-AC-4
ADS System Schematic (ARP1 12)


Refer to figure 4-5-1, sheet 4. This sheet shows the

ADM-850 air data module, and the front assembly
pneumatic sensors and ARINC 429 I/O interfaces of
the right side ADC-850/850D. The next sheet shows
the two microprocessors (absolute and differential)
controlling these functions.
This sheet shows the following ADC absolute

circuits: ADM interface, ARINC 429 low-speed
interfaces, and absolute air data sensor circuit. This
sheet shows the following ADC differential circuits:
ADM interface and differential air data sensor
circuit. Note that other absolute and differential
circuits are shown on sheet 5.
The ADC handles all ARINC 429 interfaces using a

single ARINC UART. This UART is accessed by the
absolute microprocessor through a transceiver
circuit. The RA GP BUS 1data bus input from the
LAPS supplies FCS selected air data reference
values. This ARINC input and a sampling of the
UART output are multiplexed to the receive port of
the UART. This data is then read by the
microprocessor through the absolute data bus. When
the UART is enabled to transmit, microprocessor
generated data is applied to the UART and then
serially transmitted t o three ARINC drivers.
The R-ADC-1 output bus is applied through a relay

t o inputdoutput concentrators in the IAPS. This bus
provides air data parameters for use by other
systems. The R-ADC-2 output bus is applied
through a relay to the onside attitude heading
computer and to the cross-side large displays. This
bus provides TAS data to the AHRS and secondary
air data to the left displays. The R-ADC-3 output
bus is applied to the onside large displays. This bus
provides primary air data display information. The
X-side relay is described on a later page.
Internal ADM and ADC operation is described on a

previous page.

NOTE: ALL BUSES ON M I S SHEET ARE ARINC 429 LO-SPEED.

X-SIDE RELAY
ARINC P/O ADC NO. 2
MUX
ABSOLUTE
---
I
1
I
UI I
FRONT ASSEMBLY
I
t
I I I
* ABS-PI
I I
- PULSE I-
I
PORT - WIDTH ABS-TI UART
- CONTROL MUX OP CODES I
NETWORK
t A0
I
1
2
A1
a
c
1
2 I
%- I
A2
3
4
A3
c
c
3
4
I
A4
CALIBRATE (15s) 5 c 5 I
;1
I ABS-P2 A5
. PULSE 6 c 6
A6
4 - CONTROL ABS-T2
7
A7
c 7 I
-
-
ABSOLUTE BRIDGE
P/T V/CHOP
LOOPS 8 c 8
2 LATCH 24
A8 c 24 I
CHIP ENABLE c7 18 I
18
A4P401 P1801
I
CHIP ENABLE *
A6P601 a P1802 I
UI I-
-2 1 ..
AD
HI
*
I
-
- 34
A2
-
c 3
2
I
--
P l / T l LOOPS
BRIDGE V/CHOP 1 DIF-P1
I
I-
ADDRESS -
- 56
A3
A4
A5
*
4
5 I
- - -c6
CALIBRATE 1 (15s) WlDTH DIF-T1 I A6
7 I
-
-
c
-
-
A7
CONTROL MUX COUNTER
NETWORK
-8 24
A8
c 8
c 24 I
CAL-1
t CLK
DECODER
+5 V DC I
DIFFERENTIAL
SENSOR AIRSPEED
# L2 0 vcc
DO
'L20 I
17 17
AClA D1 I
-:
9 * 9
D2 11
11
I PITOT 1 - 4 13
* D3
D4
13 I
15 15
I
PORT
I 1
16
14
12
10
05
,.-.
D6
V I
GND
16
14
12
c 10
I
I
U
& A6P601 P1802
DIFFERENTIAL
(SHEETBUS
DATA 5) _ _ _ _ _ _
e
_I
_ _ _ _ _ I
I
I
ADS System Schematic (ADCIADM 2)


Refer to figure 4-5-1, sheet 5.

right ADC-850/850D. Internal ADC operation is
described on a previous page.

I P/O ADC NO. 2

NO. 2 +28 V DC POWER
71 I I I
+28 V OC BATTERY POWER-
POWER BUS GND

L
CHASSIS GND-
I-
n
0 n
0 n
0 0
n 8 v 0
8 8 8 8I 8 I 8I
c!l c!l 0 0 0 2 P3
2 2 2 2 9 9 7 7
c
OPEN = < 100 KlAS
-$ +28 V DC
12
c TO
STRUT SW -
- F+28 16 OPEN = > 250 KlAS e
BEECH
-
SYSTEMS
SOURCE IDENT DC
(GNO = NO. 2)
I
I yx -
33 0
~EZLR
I
IMPEDANCE
SENSE LGs-
TO
COUNTER
16-BIT DECODER
I L-=t No 43
! e
-
FREO
ADC NO. 1
(SHEET 2) X-SIDE RELAY 1 RS-422
U
-/ +28NO
V DC
!
36 ADC NO. 1
(SHEET 6) p3 RCVRS DECODER/
I
-1
DRIVER /4 (SHEET 2)
RCV -
-
P3
@L-ADC-4*{- - 10 I I. 1)
X-SIDE
L XMT RS-422 (SHEET
RELAY6)
ARP NO. 2
DRVR
(SHEET 3) II - 6
P1 -R-ADC- .4
-
SENSOR 5
RCV I
0 DATA P3
PROM
-2.8 v RAM
in-
50MS
NVI
- DIF
PP
ADO-AD15 -
- 4
ADDRESS
LATCH
I +
A O - A ~ ~
. DECODER ADDRESS/
- -
1
RAM
BATTERY
ENABLES
(A7)
I1 NOE ALL BUSSES ON
THIS SHEET ARE RS-422.
xcVR 00-Dl5
VECTORED
INTERRUPTS
NOR
/s
- - LATCH
-
1)
- DlFFERENllAL DATA BUS - *(SHEET 4)
CGO-0510-09-AC-6
ADS System Schematic (ADC2)


Two remote mounted switches and several airplane

relays provide cross-side air data reversion
switching. Refer to figure 4-5-1, sheet 6 for AMS-850
reversionary switching.
Normally, each ADC computer provides data bus

outputs to the onside large displays, IAPS data
concentrators, AHC computer, and to the other ADC
(xtlk). Each ADC also provides a data bus to the
cross-side large displays for use (only) in reversion
mode.
An AIR DATA reversion switch is installed on each

side of the cockpit. The pilot or copilot uses his
switch t o select cross-side ADC input to his
instruments and computers if the onside ADC fails.
When the pilot AIR DATA reversion switch is set to

2, discrete grounds are applied t o the left displays
and t o airplane relays. A ground on pin P1-7F
(X-ADC SEL) causes the left PFD and ND/MFD t o
display right side air data (read from R-ADC-2 bus,
shown on sheet 4). A second ground causes two
airplane relays to energize. These relays switch the
ADC data buses as follows:
a. Opens L-ADC-4 connection to the right ADC

(crosstalk).
b. Opens R-ADC-4 connection from the right ADC
(crosstalk).
c. Opens L-ADC-1 connection t o the 1 N l B IOCs
(left IAPS);closes R-ADC-1 connection from right
ADC t o 1 N l B IOCs (bus also goes to the 2N2B
IOCs).
The copilot AIR DATA reversion switch operates in

a similar way When this switch is set to 1, discrete
grounds are applied t o the right displays and to
airplane relays. A ground on pin P1-7F (X-ADC
SEL) causes the right PFD (and MFD, if installed) to
display left side air data (read from L-ADC-2 bus,
shown on sheet 1). A second ground causes two
airplane relays to energize. These relays switch the
ADC data buses as follows:
a. Opens L-ADC-4 connection from the l e e ADC

(crosstalk).
b. Opens R-ADC-4 connection to the left ADC
(crosstalk).
C. Opens R-ADC-1 connection to the 2N2B IOCs
(right IAPS);closes L-ADC-1 connection from left
ADC t o 2N2B IOCs (bus also goes to the 1N1B
IOCs).
..-
theorv of ooeration 523-0775810
ADC NO. 1 CROSS-SIDE AIR DATA SWTCHINC ADC NO. 2

(SHEET 1) (SHEET 2) (AMs-850) (SHEET 4) (SHEET 5)
L
3 oz I d
P2 P3
(XTLK IN)
-L-ADC-4
I
- (XTLK IN) R-ADC-4-
R-ADC-1-
Dl I I El
+28 V DC +28 v DC
n --
I
I
I
-
I
PILOT ' COPILOT
X-ADC SEL -7
X-ADC SEL 4
-7
iiJ7
El J El
CGO- 0510- 09- AC- 7
ADS System Schematic


Two remote mounted switches and two airplane

relays provide cross-side air data reversion
switching. Refer to figure 4-5-1, sheet 7 for
AMs-5000 reversionary switching.
Normally, each ADC computer provides data bus

outputs t o the onside large displays, IAPS data
concentrators, AHC computer, and to the other ADC
(xtlk). Each ADC also provides a data bus to the
cross-side large displays for use (only) in reversion
mode.
An AIR DATA reversion switch is installed on each

side of the cockpit. The pilot or copilot uses his
switch to select cross-side ADC input t o his
instruments and computers if the onside ADC fails.
When the pilot AIR DATA reversion switch is set t o

2, discrete grounds are applied to the airplane relays.
The relay switches the ADC data buses as follows:
a. A ground on pin P1-7F (X-ADC SEL) causes the

left PFD and ND/MFD t o display right side air
data (read from R-ADC-2 bus, shown on sheet 4).
b. Opens L-ADC-1 connection to the 1MlB IOCs
(left LAPS);closes R-ADC-1 connection from right
ADC t o 1MlB IOCs (bus also goes t o the 2M2B
IOCS).
The copilot AIR DATA reversion switch operates in

a similar way When this switch is set to 1, discrete
ground is applied t o energize the airplane relay.
These relays switch the ADC data buses as follows:
a. A ground on pin P1-7F (X-ADC SEL) causes the

right PFD (and MFD, if installed) to display left
side air data (read from L-ADC-2 bus, shown on
sheet 1).
b. Opens R-ADC-1 connection to the 2M2B IOCs
(right IAPS);closes L-ADC-1 connection from left
ADC to 2M2B IOCs (bus also goes to the 1MlB
IOCS).
C. Copilot ADC XFER RELAY power is interlocked
through the pilot side ADC XFER RELAY to
prevent dual cross-side ADC selection.

theory of uoeratiun 523-0775810
CROSS-SIDE AIR DATA SWITCHING

(AMS- 5000)
ADC NO.l
- e}
(SHEET 1)
P2
29 -L-ADC-2
30
-2F MFD
-2E N0.2
-
- 3
2
AHC
N0.1
-
9
10
} -L-ADC-1
NO.l +28 V DC ;
I
NO.t +28 V DC PWR

I O
PILOT
-7F PFD N0.2
-7F MFD N0.2
NO. 1 - -2F PFD

-2E NO.l
XFER
RELAY -2F ND/MFD
-2E NO.l
ADC N0.2 I
(SHEET 4)
I
N0.2 +28 V DC PWR
} -R-ADC-l
0 :
-
- 3
2
AHC
N0.2
I
COPILOT
ADC ADCZ-
XFER
RELAY
30
2} -R-ADC-2
CGO-0510-09-AC-9
ADS System Schematic


The SIA-850 signal interface adapter is an

independent unit that converts an analog dc
angle-of-attack (AOA) signal t o ARINC 429 format
for use by the avionics system. Refer to figure 4-5-1,
sheet 8.

SIA. The input power is filtered and applied to a
power supply circuit. The power supply generates
the internally required voltage levels.
The Beech supplied stall warning system provides an

analog dc voltage input and a discrete flag input to
the SIA. The analog input consists of three wires
from a potentiometer circuit. The reference voltage
(REF V) is a nominal +I5 V dc. The ground return
(AOA GND) provides a common ground reference.
The wiper voltage (AOA SIGNAL) is an analog
voltage that varies with the normalized
angle-of-attack. This AOA signal is processed by an
input buffer, digitized, and then loaded onto the
ADO-AD7 microprocessor data bus.
The microprocessor also reads two discrete inputs.

The AOA FLAG input (Pl-40) is normally high, and
changes to a ground level if the AOA input signal
becomes invalid. The SOURCE IDENT strap input
(Pl-23) is open for the left SIA.
A reset timer and a crystal oscillator support the

microprocessor. The timer resets the processor if
execution time becomes excessive or if input power
becomes too low. The crystal provides a precise clock
input for the processor.
The processor writes formatted AOA information

onto the internal ADO-AD7 bus. When an ARINC
UART is enabled to transmit, the normalized AOA
data is read from the bus by the UART and serially
transmitted to an ARINC driver. The driver applies
AOA data on the SIA-1bus to both channels of the
DAU.
This normalized angle of attack data is applied

through the DAU (and IAPS)to the PFD. The ADC
supplies AOA programmable constants stored in the
ADM module to the PFD. The PFD uses this data to
compute the stall airspeed range, and generates the
"low speed cues." Note that the SL9 does not provide
the stall warning function for the airplane; this
function is provided by an independent Beech
supplied stall warning system.

,I 0
~
theov of operatjon 523-0775810
4.3.5 AH$ (Attitude Heading System) The copilot (number 2) AHS system operates
identically to number 1system described above. At
4.3.5.1 Overview this level of description, the only difference between
the two systems is the WR designation of the digital
The AHS system provides attitude gyro, directional data bus outputs from the computers and the
gyro (compass), and accelerometer functions. The number 2 AHC-85E does not apply a data bus output
AHS contains two remote mounted attitude heading to the TCAS transmitter-receiver.
computers, two internal compensation modules, and
two flux detector units. The AHS is a dual system;
number 1(pilot side) system is identical to number 2
(copilot) system. Refer to figure 4-6. Each LRU is
described below:
AHC-85E Number 1Attitude Heading Computer

ICU-85 Number 1 Internal Compensation Unit
FDU-70 Number 1Flux Detector Unit
MC-85E Number 2 Attitude Heading Computer
ICU-85 Number 2 Internal Compensation Unit
FDU-70 Number 2 Flux Detector Unit
The number 1 AHC-85E provides pitch, roll, and

stabilized magnetic heading data for display and for
use by the flight control system. The AHC also
generates 3-axis body rate and linear acceleration
outputs for use by the flight control system. A
battery provides backup power to sustain the A H C
through short power outages.
The AHC receives digital true airspeed (TAS) from

the selected air data system, magnetic flux sensor
input from the onside FDU-70, compass
compensation f o m the onside ICU-85, FAST SLAVE
logic from a remote switch, and STRUT switch logic
from the airplane data acquisition system. This
input data and internal piezoelectric sensor data are
processed by the AHC. The computer applies data
bus outputs to the left side IAPS inputloutput data
concentrators, the left flight control computer, the
TCAS transmitter-receiver, and to the displays. A
discrete initialization output is provided to the ADAS
system.
The number 1ICU-85 is a compensator module that

plugs into the fiont of number 1AHC-85E. The ICU
contains potentiometers that are adjusted to
electrically compensate for hard iron errors and flux
detector misalignment.
The number 1 FDU-70 senses the horizontal

component of the earth’s magnetic field. The FDU
provides flux sense outputs t o number 1 AHC-85E,
which are used to compute the airplane magnetic
heading angle.

L-ADC-2
R-ADC-2
AIR DATA
SWITCH
AIR DATA
- SWlTCH -
2
1
-
.c-L-ADC-2
(X-SIDE)
I
el-^ FLUX SENSE -
4
- L-AHC-1 -
4
- FLUX SENSE -
pq pFq
c R-AHC-1
&
L
BACKUP
BATTERY -
AHC
NO. 1
AHC
NO. 2
- BACKUP
BATTERY
D
- L-AHC-2 R-AHC-2-
1
FAST SLAVE R-AHC-3 - FAST SLAVE

SWl TCH
SWl TCH
L *
-rYl
A
R-STRUT SW
R-INIT
@ APPLIES TO 4-TUBE SYSTEM ONLY.

CGO-0492- 05- AC- 1
AHS (Attitude Heading System) Overview

Figure 4-6
..
4.3.5.2 System Schematic bias corresponding to the sine, cosine, and index
compensations for that installation. Sine
Refer t o figure 4-6-1, sheet 1. This sheet shows compensation cancels northhouth "hard iron" error.
number 1FDU-70; number 1ICU-85; and heading, Cosine compensation cancels east/west "hard iron"
compensation, initialization, and ARINC 429 I/O error. Index compensation cancels FDU
interface circuits of number 1AHC-85E. The next misalignment (heading) error. M e r these three
sheet shows the microprocessor controlling these potentiometers have been properly adjusted, the
AHC functions. setup switch is turned off.
Note that the AHC system schematics contain two The ICU interface is controlled by the ICU
sets of pin numbers. Numbers in-line with the solid compensation circuit. This circuit contains a buffer
bar are for the UMT mount that is used with and a multiplexer. The ICU provides a setup mode
AHC-85E 622-9346-002; this UMT has circular discrete and the sine/cosine/index compensation
connectors. The (pin numbers) in parenthesis are for voltages to this circuit. The setup mode logic
the UMT mount used with AHC-85E 622-9346-400; discrete is applied through a buffer onto the
this UMT has rectangular connectors. The (pin microprocessor data bus. The three compensation
numbers) also apply to the AHC-85E unit connectors. voltages are applied through the compensation
multiplexer and d d converter to the processor.
The FDU is a 2-axis sensor that measures the
horizontal component of the earth's magnetic field The initialization interface consists of a +28-V dc
and generates outputs that are used to detect the driver controlled by the microprocessor. Data is
sine and cosine of the airplane magnetic heading generated to apply a discrete +28-V dc (100-mA)
angle. The FDU consists of two orthogonally L-AHC INIT output to the DAU data acquisition unit
positioned coils, each suspended in the horizontal during AHC initialization. This pulsed output
plane. Each coil contains a primary (excitation) and causes the DO NOT TAXI message t o display while
a secondary (sensing) winding. the AHC is aligning.
The primary winding of each coil is excited by a The ARINC 429 I/O interface consists of an air data
400-Hz signal generated in the AHC. These SIN receiver circuit and three high-speed transmitter
EXC and COS EXC excitation signals are 400-Hz circuits. An ARINC UART controls this interface.
triangle waves. The FDU secondary coil windings The microprocessor data bus brings air data input
return SIN SIG and COS SIG signals to the AHC. from the UART t o the processor during receive mode
The duty cycle of these FDU output signals is and carries AHC output data from the processor to
maintained at 50% by adjusting the dc current flow the UART during transmit mode. The processor
through each coil t o cancel the effect of the earths generates UART control to select receive or transmit
magnetic field. A flux detector electronics circuit mode.
and two summing circuits control this loop. The two
dc current values are proportional t o the sine and Normally the number 1air data computer applies a
cosine of the airplane magnetic heading angle. L-ADC-2 ARINC 429 low-speed data bus to a receiver
Corresponding DC SIN HDG and DC COS HDG circuit in the AHC. If the pilot selects cross-side air
voltages are applied through a heading multiplexer data display, the R-ADC-2 bus is switched to this
and d d converter to the microprocessor. receiver circuit instead. The air data bus contains
TAS idormation that is used to compensate for false
The ICU is a plug-in module that provides the AHC alignment errors that can occur during maneuvers.
compensation function. Compensation cancels "hard This data is applied to the receive port of the UART
iron" errors (single cycle compensation) and flux and read by the processor on the data bus.
detector misalignment (index compensation). The
AHC provides +/-5-V dc excitation to all three Microprocessor generated output data is applied t o
potentiometers in the compensator. A switch on the the UART This data contains processed pitcldroll
ICU module selects setup mode. This mode slows attitude, heading, body rate, and linear acceleration
down the multiplexing, so that dc compensation parameters. When the UART is enabled to transmit,
voltages can be read on a voltmeter. In setup mode, this output data is applied t o three ARINC 429
the potentiometers are adjusted (according to an high-speed drivers. The L-AHC-1data bus is applied
alignment procedure) to provide specific dc voltage

2-3V-SO-26t0-033
ajd nos ‘WUSAS 000S-SWV
3 H l HLwi 03Sn I O N 3 W H31wiS
301s-X 3OV 1011d QNV Sn8 2-30V-8 ** ** H31W
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INIlOW 01 A l d d V (SY38WnN Nld) IOlld
‘200-9SS6-229 K 8 - 3 H V Hlwi
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033dS-01
I 62P 3NIYV
--
1
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xnw ,I 1, dW03 SO3
I dW03
-
- dW03 NIS
30 A s+ -02 3a A S+
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sna vivo
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WO3 3 6
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3x3 so3 c
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I
Refer t o figure 4-6-1, sheet 2. This sheet shows the Each sensor assembly receives independent wheel
other half of the number 1AHC-85E computer. This power and motor drive excitation for individual
portion of the AHC contains the power supply, integrity
microprocessor, inertial sensors, and discrete I/O
interface. Sensor operation is based on the use of piezoelectric
accelerometers. Each sensor contains four miniature
The number 1+28-V dc airplane supply powers the piezoelectric elements mounted on a spinning
left AHC. A separate set of pins provides +28-V dc structure. A synchronous motor ensures a constant
battery backup power. The power supply circuits spin speed. Two rate-sensing elements are mounted
use switching and linear regulators to generate orthogonal to the spin axis and two acceleration
internally required voltage levels. sensing elements are mounted along the spin axis of
the sensor assembly. Each sensor element is a
The battery backup circuit will switch on and power cantilevered piezoelectric "bender" that generates a
the AHC for up to 11 minutes should the primary voltage proportional t o the bending moment caused
+28-V dc input power level drop below a preset limit. by acceleration force on the mass of the element. An
An internal battery powers RAM memory t o retain alignment circuit maintains sensor calibration. The
key parameters during a power loss. Note that the resultant rate and acceleration voltages are FM
AHC will not initialize on battery power alone. converted and applied to gyro I/O cards. These cards
demodulate the dual rate and acceleration signals.
The power supply also contains a power monitor The sensor 1 and sensor 2 signals are applied
circuit. This circuit causes the data bus outputs to through an attitude multiplexer and a/d converter t o
indicate "invalid" data should any of the various the processor.
power supply outputs exceed preset limits.
Discrete I/O data is read through a latch by the
The microprocessor controls AHC operation using a processor. This discrete data consists of strut switch
16-bit bidirectional data bus. This data bus gathers logic, parity logic, box orientation logic, and source
the following information for use by the processor: identification logic. Each of these inputs is tied t o a
nonvolatile RAM data, EPROM memory data, air pullup resistor at the latch input. A FAST SLAVE
data valid logic, sensor attitude data, and discrete switch logic input is applied also to this latch circuit.
data. Note that this bus also gathers heading,
compensation, and ADS data as described previously The strut switch logic input is applied from the
for sheet 1of the system schematic. This data bus ADAS system. This airplane discrete is a logic
also provides microprocessor generated initialize ground when the airplane is on the ground and an
logic and ARINC output information as described for open when the airplane is airborne. The parity logic
sheet 1. A timing control circuit allows the straps are wired to ground in this airplane. The box
microprocessor to apply chip select enables to various orientation logic straps are open since the AHC is
devices in the AHC. mounted with its front facing t o the right; these
straps define sensor axes t o the processor. The
The nonvolatile RAM retains key AHS parameters source ident straps are wired as shown for number 1
during a power loss. EPROM memory contains AHC.
executable routines and control algorithms required
by the processor to perform the AHC function. The A remote mounted FAST SLAVE switch applies a
digital air data valid input is a strap that selects momentary +28-V dc to cause the AHC to fast slave
(normal)digital ADC operation. Sensor attitude data to the FDU heading. This switch input is applied
provides pitch rate, roll rate, yaw rate, and 3-axis directly t o the latch input (no pullup resistor).
acceleration information to the processor. The
discrete data input provides selectable options and The AHC also provides extensive in-line monitoring
configuration information to the processor. t o detect failures affecting attitude or heading data.
These monitors include sensor rate comparison,
sensor acceleration comparison, ROM (checksum)
Attitude data is sensed by two identical inertial monitor, RAM (bit pattern) monitor, bias
sensors. Each inertial sensor contains combinational compensation (initialization) monitor, watchdog
rate/acceleration sensors (bimorphs) t o provide timer (processor cycle time), power supply (output
2-channel redundancy for monitoring purposes. levels) monitor, wheel speed (sensor spin tolerance)

monitor, and a flux detector (sindcosine relationship)

monitor. These monitors cause the microprocessor to ~~
flag the data outputs as "invalid" if an internal

failure is detected. * P/O AHC NO. 1
P1
INTERNAL r SENSOR 1
z_ SUPPLY
I
POWER BUS GND
r 25
26 SUPPLY
LEMLS
I ACCEL
-
BIMORPHS
17
MONITOR I
I
- + L_ 1 8
I
- 2 8 V DC
DATA BUS
BATTERY - I
W I
28
ALIGNMENT
I
55 m+ 1 0 V DC
BUFFER
1
L
*
DIGITAL AIR DATA V A L I D - 4
P2
P1
(38)
CHASSIS GND
-
TIMING
CONTROL
L-STRUT SW
CHIP SELECTS
++ 1 5 V DC
ORIENTATION STRAP
FRONT FACING RIGHT
-
-
LATCH - I
ALIGNMENT
I
I
(NOT CONNECTED) __L
RATE
(NOT CONNECTED) BIMORPHS
NO. 1 I
POWER
-
+28 V DC -0
IFASTI
PILOT
52
P1
I
I
* PIN NUMBERS APPLY TO MOUNT USED

WTH AHC-85E 622-9336-002.
(PIN NUMBERS) APPLY TO MOUNT USED
hlTH AHC-85E 622-9336-400.
CGO-0492- 05- A C - 3
AHS System Schematic (AHC1)



number 2 FDU-70; number 2 ICU-85; and heading,
compensation, initialization, and ARINC 429 UO
interface circuits of number 2 AHC-85E. The next
sheet shows the microprocessor controlling these
AHC functions.
Internal FDU, ICU, and AHC operation is described

on a previous page. The R-AHC-1 data bus is applied
to both of the right input/output concentrators (and
t o the right FCC) in the IAPS. The R-AHC-2 output
bus is applied t o the onside primary flight displays.
The R-AHC-3 output bus is applied t o the cross-side
primary flight displays and t o side 2 of the sensor
display driver.

1
1 FDU NO. 2
P1
* I P/O AHC NO. 2
+28 V
DRIVER
L-AHC-INIT - 7
-- EXC COM
SIN EXC
IC\
* COS EXC
SIN SIG 7
COS SIG -
SIG COM -
____-------
:OM
ICU NO. 2
COS SIN
1_ _ _ _ _ _ - - - - - I
INTERNAL
P~NN
INTERNAL
CONN
d
Ill
,
SIN ANALOG ___ l4
COM ANALOG ~ 12
10 ANALOG RTN BUFFER
3
~
lo - h
COMP OATA SHEET 4

19
SETUP
20 : +5 v DC 20 -+5 v DC
,, ,
V
6 SIN COMP
INDEX
4 COS COMP - 4
2 INDEX COMP - 2
8 < -5 v DC 8
INTERNAL
- -5VDC
-
11A ND/MFD
P1
ARINC 429
LO-SPEED I
MTH AHC-85E 622-9336-002.
(PIN NUMBERS) APPLY TO MOUNT
USED M T H AHC-85E 522-9336-400.
** L-ADC-2 BUS AND COPILOT ADC X-SIDE
SWTCH ARE NOT USED M T H THE
A M s - 5 W D SYSTEM. PFD YFD
CGO-0492-05-AC-4
AHS System Schematic (AHCIICUIFDU2)


\
I'
Y
(D
4.
0
c
rn
I P/O AHC NO. 2

P1 -----
NO. 2 + 2 8 V' DC POWER 32
INTERNAL
SUPPLY :SENSOR 1
-1
40 LEVELS I
POWER BUS GND ,L_
25
26 SUPPLY I ACCEL
BIMORPHS
BATTERY + MONITOR I
T 1718 52
DATA BUS I
V DC
BATTERY -
T22 78
55 =+ 1 0 V DC
I
RATE
a
ALIGNMENT
BIMORPHS
BUFFER
L DIGITAL AIR DATA VALID- 4 --

1
SENSOR 1 - RATE
ATT
P1 MUX SENSOR 2 - RATE
CHASSIS GND -- - * SENSOR 2 - ACCELERATION
I TIMING
CONTROL
r---------------------
I
* -
1
I
GYRO
I/O
ii!-STRUT SW 8
I ACCEL I f
I
BIMORPHS
CHIP SELECTS I I
++15 V DC I a I
I I
PARITY STRAP
&- PARITY STRAP I ALIGNMENT
I
A BOX LATCH I I
ORIENTATION STRAP
FRONT FACING RIGHT
(NOT CONNECTED)
SOURCE IDENT 1
(NOT CONNECTED)
*
50
39
- I
I
I
-
I
I t
RATE
P = n I BIMORPHS
NO. 2
+28 V DC -0
I
52
P1
(26),,, I EPROM
MEMORY I
I
I'
FAST SLAVE1 0
COPILOT
I

WlTH AHC-85E 622-9336-002.
(PIN NUMBERS) APPLY TO MOUNT USED
WlTH AHC-85E 622-9336-400. CGO-0492-05-AC- 5
AHS System Schematic (AHC 2)



4.3.6 FCS (Flight Control System) FCC-850 FCC computers. Rudder boost automatically relieves
the pedal force required to hold yaw if an engine is
4.3.6.1 Overview lost. This function is armed when the following
conditions occur: the remote RUDDER BOOST
The FCS system provides 3-axis autopilot/yaw switch is armed, thrust reversers are stowed, and no
damper, flight director, rudder boost, and automatic faults are detected by FCC monitors. Then if the
pitchlroll trim functions. The FCS contains two FCCs detect unequal leftlrjght engine bleed air
flight control computers, two flight director mode pressures, a rudder boost request is applied through
select panels, an autopilot control panel, three the IOCs to the DAU. The DAU toggles a relay to
primary servos, and a trim coupler. The FCS is a engage the rudder servo. The FCCs drive the rudder
dual system; the number 1 (pilot side) system is servo an amount proportional to the differential
identical to the number 2 (copilot) system. Each engine pressure. If FCC monitors detect a boost
MSP-850A controls one FCC-850; the APP-85 failure, data is applied through the IOCs and the
controls both systems. The two systems operate DAU t o light the airplane rudder boost fail
together to drive the servos and trim coupler. Refer annunciator.
to figure 4-7. Each LRU is described below:
The number 1 MSP-850A is a panel mounted unit
FCC-850 Number 1Flight Control Computer used by the pilot to select lea side flight director
MSP-850A Number 1 Mode Select Panel modes. When a pushbutton is pushed, an FD mode
FCC-850 Number 2 Flight Control Computer request is applied to the left FCC-850. If conditions
MSP-850A Number 2 Mode Select Panel are appropriate, the mode selects and an
APP-85 Autopilot Panel acknowledge is returned to light an annunciator in
SVO-85C Elevator Servo that MSP button. AF'P-85 pushbutton mode request
SVO-85B Aileron Servo logic is applied also through the MSPs to the FCC.
SVO-85C Rudder Servo
ATC-850 Automatic Trim Coupler The number 2 FCC-850 operates as described above
for the number 1computer except that it functions
The number 1 FCC-850 is in the IAPS card cage. with right side LRUs.
Computation circuits receive flight director mode
select data from the left mode select panel, analog The number 2 MSP-850A operates as described
bleed air pressure from both engines, attitude and above for the number 1. panel, except that it
heading data from the left AHC computer, discrete functions with the right side FCC. The number 2
mode data from cockpit switches, concentrator data MSP also supplies pushbutton annunciator logic to
from the IOCs, manual pitchholl command and the APF! Note that the MSPs are completely
engage logic from the autopilot panel, and crosstalk independent from each other.
data fiom the right FCC. The FCC applies processed
serial output through the IOCs to the large displays The pilot and copilot use the APP-85 to input
and to the DAU-650. Flight director command and autopilot commands. The AP and YD levers apply
autopilot mode/status indications are applied engage request logic to both FCC computers; if
through the IOCs to the large displays. Instrument conditions are appropriate to engage, both computers
panel annunciator and rudder boost data is applied respond with proper interlock logic that allows the
through the IOCs to the DAU for processing. The APP to engage the servos. The pitch and roll knobs
FCC also supplies discrete monitor interlock logic to apply analog attitude commands to both computers.
the APP-85 and crosstalk data to the right FCC. TURB and AF' XFR buttons apply mode request logic
(through the MSPs) to both FCC computers; button
The FCC-850 also contains servo-amplifier circuits. annunciators are lit by the right FCC (through the
These circuits apply motor drive to one side of each MSP). pilot/copilot airplane switches and logic from
SVO-SS( ) servo and process rate feedback from each the trim system apply disengage discretes to the
servo. A trim circuit applies arm and command logic APP.
to one channel of the pitch trim system and processes
pitch trim rate feedback. A discrete output controls The SVO-85C elevator servo physically positions
the airplane pitch trim fail annunciator. airplane control surfaces in the pitch axis.
Differential motor drive is applied from each FCC
A proportional rudder boost function is built into the computer. A rate feedback analog is applied to

computation circuits in both computers. The APP

applies clutch (engage) power.
The SVO-85B aileron servo physically positions

MSP
NO. 1
0 TURB\AP XFR MODE -- TURB/AP XFR MODE . MSP
NO. 2
T,
airplane control surfaces in the roll axis. Operation
is as described above. r
I
-----1 PITCH/ROLL KNOB - -PITCH/ROLL KNOB
r-----
1
I
I. FD MODES- AP/YD ENGAGED APP -AP/YD ENGAGED -FD MODES c
The SVO-85C rudder servo physically positions I I MODE ANN * e S V 0 ENG I I MODE ANN
airplane control surfaces in the yaw axis. Clutch

I (MSP NO. 2)
t I I
I I
4 b L
I
(engage) power is applied by the APP or by the
rudder boost relay (if rudder boost is armed). LEFT PRESS A
I
- I
MON INTLK
DISENGAGE I I RIGHT PRESS
- B PRESSURE
PRESSURE
Operation is as described above. RIGHT PRESS A-
I
I I I
(X-SENSOR) I I
*
I
LEFT PRESS B MOTOR A MOTOR B
The FCC-850 computers provide arm and command ELEVATOR
logic to the pitch trim system. This system is (FCC NO. 2) I I RATE -- svo RATE
I I (FCC NO. 1)
supplied by Beech. The pitch trim arm and I 4 I I

E"G
command outputs cause the trim system to
automatically run and null the aerodynamic forces
FCC
NO. 1
I FCC
NO. 2
I R-AHC-1
-
that the primary servo is required to hold. As pitch
I
AILERON
trim runs, rate feedback is generated and applied to svo
monitor circuits in both computers. Manual trim A/C PITCH c -c A/C PITCH TRIM FAIL ANN
switches (in the control wheels) apply operator input TRIM FAIL ANN
r
PILOT COPILOT
commands t o the system. A disengage output is SWlTCHES
applied to the APP if a trim failure is detected.
MANUAL TRIM MOTOR A * -MOTOR B MANUAL TRIM
I- 1
RUDDER
A : z F - (TRIM SYSTEM)
svo AP DISC
The ATC-850 automatic trim coupler is in the LAPS RATE -- RATE
(TRIM SYSTEM)
4
-MODE GO AROUND
card cage. The ATC monitors the aileron servo
L
motor drive from the FCCs and autopilot engage I I I

A/C ROLL TRIM FAIL ANN'S
status. The ATC provides arm and command voltage ___-_____----_I
outputs to the Beech supplied roll trim system. Roll
trim operation is similar to that described above for ENG a
pitch trim. The ATC also applies discrete outputs ATC ARM/CMD (+)
_L/R_-ADC-
-RA L e - - - R/L-ADC-
-- 1
that control the airplane roll trim fail annunciators. I _ 1-_ ___J -L
INSIDE IAPS INSIDE IAPS

L-FCC-1 CROSS TALK -R-FCC- 1 '
e
/
- RUD BOOST ARM 55 IAPS
T-
LA-IOC-3 - ARM/CMD (+I- 1- -ARM/CMD (+) -RA-IOC-3 (roc)
LE-IOC-3 -
____-___--__------- 1I I rRATET -
______-
RE-IOC-3
- BOOST - RUD
SWlTCH
RUD SVO
ENG (APP)
0
\J
DISENGAGE
UNEQUAL PRESS B
ARM "
(ADAS)
OFF A/C 4c
RELAY
M A N U ~ LTRIM MANUAL TRIM U

- UNEOUAL PRESS A
UNEOUAL PRESS B
A/C RUDDER BOOST FAIL ANN CGO-0682-10-AC-1
FCS (FlightControl System)

FCC-850Overview
Figure 4-7
___
4.3.6.2 System Schematic right FCC

-
K1:
Refer t o figure 4-7-1, sheet 1. This sheet shows the P l - l = +28-V dc Neither AP DISC switch pushed
APP-85 autopilot panel and the GO AROUND (both A sections) and neither
switches. The copilot GO AROUND switch is TRIM switch pushed
optional. P1-11 = open Neither GO AROUND switch
pushed (both A sections)
The APP contains pushbuttons t o select/deselect P1-19 = open Valid TRIM DISC A logic from
TURB and AP XFR modes, interlocked AP and YD Beech trim system (no manual
engage levers, and pitcwturn knobs t o manually trim)
input attitude commands. These are the pilot and -
K2:
copilot autopilot controls. P1-23 = +28-V dc Neither AP DISC switch pushed
(both B sections) and neither
Select TURB mode to soften autopilot gains during TRIM switch pushed
turbulent conditions. One side of the 2-section P1-21= open Neither GO AROUND switch
TURB switch is wired to +28-V dc A B power. When pushed (both B sections)
the button is pushed, +28-V dc A power is applied P1-15 = open Valid TRIM DISC B logic from
momentarily to the left MSP and +28-V dc B power Beech trim system (no
is applied momentarily t o the right MSP. These emergency trim)
voltages are applied through the MSPs to both FCC -
K3:
computers to request TURB mode. The right FCC P1-3 = +28-V dc Neither AP DISC switch pushed
computer then returns acknowledge data, which (both A sections)
causes the right MSP t o apply a TURB ANN logic K4:
ground that lights the annunciator lamp in the P1-7 = +28-V dc Neither AP DISC switch pushed
TURB button. Push the button again to deselect (both B sections)
TURB mode.
If all the above conditions occur, the AP (and YD)
Select AP XFR mode to cause the autopilot to fly levers are held magnetically in the raised
flight guidance commands from the right FCC ENGAGED position. The AP engage switch then
computer. Operation of the AP XFR switch and provides valid AP lever logic and ailerodelevator
annunciator is identical to that described above for clutch power outputs. +28-V dc A (number 1
TURB mode. Push the button again t o deselect AP airplane power) is passed through the switch as valid
XFR mode and cause the autopilot to fly flight AP ENG LEVER UP A logic (to left FCC and the
guidance commands from the left FCC computer. ATC), AIL ENG CLUTCH power (to aileron servo),
and ELEV ENG CLUTCH power (to elevator servo).
The APP has interlocked AP and YD engage levers. +28-V dc B (number 2 airplane power) is passed
When the AP lever is raised, the YD lever also through the switch as valid AP ENG LEVER UP B
raises. When the YD lever is lowered, the AP lever logic (to right FCC and the ATC).
also drops.
The YD engage lever (only) may be raised by the
Raise the AP engage lever to engage the autopilot operator to engage just the yaw damper and not the
(also the yaw damper since the levers are autopilot. Relays K3 and K4 must be energized or
interlocked). Relays K1 through K4 must all be the YD engage coil cannot hold the lever up. All the
energized or the AP engage coil cannot hold the lever following conditions must occur for the yaw damper
up. All the following conditions must occur for the to remain engaged:
autopilot t o remain engaged
P1-10 = +28-V dc Number 2 airplane power
P1-13 = +28-V dc Number 1 airplane power present P1-30 = +28-V dc Valid
present YD MON A logic from left FCC
P1-25 = +28-V dc Valid AP MON A logic from left P1-32 = +28-V dc Valid YD MON B logic from
FCC right FCC
P1-29 = +28-V dc Valid AP MON B logic from right K3:
FCC P1-3 = +28-V dc Neither AP DISC switch pushed
P1-32 = +28-V dc Valid YD MON B logic from (both A sections)

K4:
P1-7 = +28-V dc Neither AP DISC switch pushed
(both B sections) I
If all the above conditions occur, the YD lever is held

magnetically in the raised ENGAGED position. The
YD engage switch then provides valid YD lever logic
and rudder clutch power outputs. +28-V dc A
(number 1 airplane power) is passed through the
switch as valid YD ENG LEVER UP A logic (to left
MSP NO. 1
$7
I
2)
+28 V DC H
LTG BUS { L
I-
2‘i
P1
41
4
PANEL
AP XFR ANN-
TURB ANN -
I
I
I
I
I
0’s
FCC). +28-V dc B (number 2 airplane power) is I

passed through the switch as valid YD ENG LEVER - AP XFR MODE B -
UP B logic (to right FCC) and as RUD ENG 9 -
I
CLUTCH power (through a relay to the rudder I
servo). - TURB MODE B
I
-
The pitch knob is a wheel assembly that is tied - AP ENG LEVER U P A I
-
mechanically to the wiper of a potentiometer. Turn I
the pitch wheel to command an attitude change in I
the pitch axis. The amount of pitch command is - AP ENG LEVER U P B-
I
proportional to the amount of knob displacement. I
This analog voltage is derived from the number 1 I
airplane power input and varies approximately -AIL ENG CLUTCH -
I
+I-2-V dc. A positive voltage corresponds to a I
pitch-up command. The 2-wire analog is applied to I
both FCC computers. - ELEV ENG CLUTCH -
I I
I I
The roll knob is a turn assembly that is tied r----
I
mechanically to the wiper of a potentiometer. Turn I FCC FC( I
NO. 1
I (SH 3/71 I I
the roll knob to command an attitude change in the
roll axis. The amount of roll command is
I L/P2 I I
proportional to the amount of knob displacement. I I
This analog voltage is derived from the number 1 37 - PITCH KNOB L I
airplane power input and varies approximately I
roll-right command. The 2-wire analog is applied to
36 - PITCH KNOB H
I
I
both FCC computers. - ROLL KNOB L
I
I
I
I
34 - ROLL KNOB H I
I
I
14 - RUO ENG CLUTCH
(TO RELAY) (SH 9)
I
I
I
I
I
I INSIDE I I
I IAPS 26 -YD ENG LEVER UP A -
I
I
I I
m B - 7 I I
I -YD ENG LEVER UP B-
I
I
I L------l I
I
CGO-0682-10-AC-2
FCS (FCC-850) System Schematic (APP)

.
. - .
Refer to figure 4-7-1, sheet 2. This sheet shows both XFR switches. Annunciator driver outputs are wired
of the MSP-850A mode select panels. The pilot t o apply mode acknowledge logic to the pushbutton
pushes pushbuttons on the left MSP to annunciators in the APP, as well as to those in the
selectldeselect flight director modes for the left flight MSF? A power supply in the right side of the U P S
control computer. The copilot pushes pushbuttons provides isolated MSP power.
on the right MSP to select/deselect flight director
modes for the right flight control computer. The
flight directors operate independently The AF' XFR
mode button on the APP selects which MSP supplies
active flight director modes to the autopilot.
The number 1MSP is described below, followed by a

brief list of differences for the number 2 mode select
panel.
A UART circuit controls the MSP input and output

data transfer. Inputs t o the UART include mode
select discrete logic from the MSP/APP buttons and
an RS-422 data bus input from the onside FCC
computer. UART outputs include annunciator logic
and an RS-422 data bus output to the onside FCC
computer. A control circuit provides required chip
enables and UART timing.
Mode select discrete logic from the MSP pushbuttons

and from the APP pushbuttons is input through a
latch circuit t o the UART When an MSP button is
pushed, +5-V dc is applied to the corresponding latch
input. Comparators convert the 28-volt TURB
MODE A and AP XFR MODE A logic inputs from the
APP into &volt logic levels. This pushbutton activity
is latched, read by the UART, and transmitted on the
L-MSP-1 bus to the FCC computer.
The FCC processes this mode request data and

returns acknowledge information on the L-FCC-2
data bus. This data bus is applied through an
RS-422 line receiver to the receive port of the UART
A parallel decoder then applies appropriate logic to
an annunciator driver circuit. This circuit applies a
discrete ground to light the annunciator lamp above
the pushed pushbutton.
An isolated supply in the left side of the U P S

provides MSP power. Panel lights are dimmed by
the 115-volt lighting bus. Pushbutton annunciator
lights are dimmed by the 28-volt lighting bus. The
number 2 MSP operates the same as the number 1
MSP described above with the following differences.
The number 2 MSP communicates with the number

2 FCC computer using the R-MSP-1 and the
R-FCC-2 data buses. APP pushbutton logic is
received from the "B" sections of the TURB and AP
-
NOTE ALL BUSSES ON THIS

SHEET ARE RS-422.
- +28 V DC
LTG BUS
2 ENSIDE 1-
I ACP:l NO. 1 I
APP
(SHpl 1)
TURB MODE A-
I I
I I
I L-FCC-2- I
I
I
I
115 V
LTG
fu -
2
I
I
I
BUS I
I I I
v
I +5 ISOL-
- POWER GND I I
I -GND ISOL - CHASSIS GND I I
I I I
I I I
I
I MSP N0.2 1 I
I
I
I
I
I
I
I
I
P1
-+28 V DC
I
I
I
I
I
I I
LTG BUS
I
I I I
I I
I I
I 2
I
I
I
I APP
LATCH
,+I MODE ANN GND
I
I (SH 5) I
I
I FCC NO. 2 I
I
I
TURB MODE B - I
R/P2
I
AP XFR MODE B -
PANEL
_____. - TURB ANN
LIGHTS
LINE
,
DRIVER
ENABLES*
-
CIRCUIT
v +5 V DC
-+5 ISOL
-
GND ISM.-
*I%
-- -
(ISOCATED)
-
POWER GND
CHASSIS GND
CGO-0682-10-AC-3
FCS (FCC-850)System Schematic (MSP 1/29


Refer to figure 4-7-1, sheet 3. This sheet shows the microprocessor through a receiverllabel remapper
I/O processor circuits of the number 1FCC-850 flight (decoder) circuit. The LA-IOC-3 bus supplies ADS
control computer. Sheet 4 shows the servo amplifier and FMS parameters from the 1A IAPS
and the main processor circuits. Sheet 7 shows concentrator. The LB-IOC-3bus supplies redundant
additional monitors and the pitch trim circuits. data from the other left IAPS concentrator. A
multiplexer is switched by the processor to select an
Note that the FCC is inside the IAPS card cage. IOC bus and load the concentrator data onto the I/O
ICC-851 card cage pin numbers are shown on this data bus. The processor alternately selects between
figure whenever a function can be accessed on an the two IOC buses approximately every 10 seconds.
external connector. Refer t o the LIP5 breakout
connector pin functions listed in figure 4-2; other The FCC generates an ARINC 429 high-speed data
connections are internal t o the IAPS. bus output to both the left side IOC data
concentrators. Computed output data is read from
The &bit I/O processor controls the RS-422, ARINC the YO data bus, converted t o serial format, and
429, analog, and discrete data interfaces. This applied through a transmitter t o the IOCs. This
processor also reads configuration PROM data, L-FCC-1 output bus contains flight director mode
computes pitch trim relaylannunciator control, and and steering information (mapped t o the large
generates servo cutout and the 65 APIYD monitor displays), rudder boost request data (mapped to the
logic discretes. The I/O processor shares information DAU), and panel annunciator data (mapped t o the
with the main processor through addressable DMA DAU).
RAM and fast data link circuits.
Analog and discrete input data is multiplexed t o the
The YO processor reset pin is controlled by power I/O processor. This data consists of configuration
valid logic from the 1A PWR module; the processor and option status from the IAPS strapping plug and
automatically reinitializes if the FCC input power several external (non-IAPS) inputs. The strapping
(+281+51+121-12-Vdc from 1A PWR) varies from data is read by the YO processor through a dedicated
preset tolerances. multiplexer. The external inputs consist of 2-wire
analog signals and discrete logic lines. These inputs
RS-422 input and output data is handled by a dual are level converted and read by the processor
ACIA. The number 1MSP supplies MSPIAPP mode through a multiplexer network. The following input
request data on the L-MSP-1 data bus input. This data is read through the multiplexer network
input is applied through a receiver t o the number 1
ACIA receive port. The right FCC supplies .DISC A logic from the A sections of airplane
cross-side data on the R-FCC-3 data bus input. This switches and through a trim relay When either AI?
input is applied through a receiver t o the number 2 DISC switch is pushed, +28-V dc is removed and the
ACIA receive port. The RS-422 received data is read autopilot disconnects. When either MANUAL TRIM
from the I/O data bus by the processor. switch is pushed, an airplane relay removes the
+28-V dc from this input and the autopilot
When the ACIA transmit mode is enabled, disconnects. If the MANUAL TRIM switch is
microprocessor generated data is read from the I/O pushed a second time, the FCC cancels the flashing
data bus and formatted for serial transmission. The and aural disengage alerts.
ACIA applies MSP mode acknowledge output data *GO AROUND A logic from the A sections of both
from its number 1transmit port. This serial output airplane switches. When either switch is pushed,
is applied through a transmitter as the L-FCC-2 data +28-V dc is applied t o select go-around mode.
bus output to the number 1MSP. The ACIA applies *SYNC A logic from the pilot airplane switch. When
serial cross-side output data from its number 2 the switch is pushed, +28-V dc is applied to change
transmit port. This output is applied through a mode references t o current flight values.
transmitter as the L-FCC-3 data bus output t o the .SVO MON and YD MON (interlock) logic to the
right FCC. APP (sheet 7). This logic disengages the autopilot if
internal monitors detect a failure.
ARINC 429 high-speed data is received from the *TRIM FB logic from the pitch trim driver circuit
A H S system and from both left side IOC data (sheet 7). This input allows the processor t o monitor
concentrators. The L-AHC-1 bus supplies airplane the trim arm and trim command outputs.
attitude and heading information to the .SVO MON FB logic from the servo monitor circuit

I
INSIDE IAPS
(sheet 7). This monitor becomes invalid if a failure MSP NO. 1
(SHEET 2)
I
is detected by servo-amplifier circuits, I/O processor, I
or the main processor.
oSVO CMD A analog from the d/a converter (sheet
4). This input allows the processor to monitor the
three left (channel A) computed servo-command
signals.
oSVO ERROR A analog from the summing
amplifiers (sheet 4). This input allows the processor L------ 1
to monitor the three left channel servo-correction
signals. I
oSVO MOTOR B analog from the cross-side servo
amplifiers (sheet 4). This input allows the processor
t o monitor the three servo-drive signals from the ~ R I N C
4291
HI-SPEED
other FCC. I l i m I
oAP ENG LEVER U P A logic from the APP. When
the AP engage lever is raised, +28-V dc is applied to
p O D - D l 5 I
1 1 - I
request autopilot engage.
oYDENG LEVER UP A logic from the APF? When
the YD engage lever is raised, +28-V dc is applied to
request yaw damper engage.
*PITCH KNOB WL analog from the APP. This
'
i------J
MAIN PROCESSOR
INTERFACE (SH 4)
1
input applies manual pitch axis commands to the CUTOUT

MUX
autopilot. NETWORK
(SVO CUD)
.ROLL KNOB WL analog from the APF? This input

applies manual roll axis commands to the autopilot. (TO TRIM LATCH)
.PITCH TRIM RATE analog from the Beech
supplied pitch trim system (sheet 7). This input BUS SELECT
allows the processor to monitor the trim servo-motor

speed and direction of rotation. * FCC AND ATC MODULES
ARE LOCATED IN THE
oRUD BOOST ARM logic from the remote mounted IAPS CARD CAGE.
(REFER TO FIGURE 4-2).
airplane switch (sheet 9). This input is +28-V dc
when the switch is set t o arm position.
oL-ENGINE PRESS A analog from the left engine (A
channel) pressure sensor (sheet 9). This input allows
the processor to monitor bleed air pressure in the left
engine. This input is part of the rudder boost
function.
OR-ENGINEPRESS A analog from the right engine
(A channel) pressure sensor (sheet 9). This input I
allows the processor to monitor bleed air pressure in I * MODE/STEERING -
the right engine. This input is part of the rudder I
boost function.
RUD BOOST - 30
I
I
I RUD BOOST REQUEST/ANN
L-ENGINE
PRESS A
I
(SH 9) I
I I
R-ENGINE
PRESS A
(SH 9)
{ '
I
I PFD
I I I
I I
CGO- 0682- 10- AC- 4
FCS (FCC-850) System Schematic (FCC 1)

-
Refer to figure 4-7-1, sheet 4. This sheet shows the limiter limits the peak command voltage; the torque
main processor and servo-amplifier circuits of the rate limiter integrates the voltage input to cause it to
number 1FCC-850 flight control computer and the build at a precisely controlled rate. The resulting
three SVO-85( ) primary servos. programmed torque command voltage is power
amplified and applied as the SVO MOTOR A voltage
The 16-bit main processor performs the FCC to pin P1-A of the elevator servo. The SVO MOTOR
computation functions and generates the channel A A voltage also is applied t o the servo monitor and to
elevator, aileron, and rudder servo commands. This the cross-channel FCC.
processor also reads configuration PROM data,
computes pitch trim control, and generates the 86 The power amplifier converts the torque command
AP/YD monitor logic discretes. The main processor voltage input to a current output to drive the servo
shares information with the I/O processor through motor. When no input is applied to the amplifier, the
addressable DMA RAM and fast data link circuits. output is biased at approximately +14-V dc (half the
+28-V dc bus voltage). Since both motor terminals
Computed servo commands are applied through a are at +14-V dc, there is no motor current. When a
digital-to-analog converter to the three nonzero torque command voltage is applied, the
servo-amplifier circuits. Command is removed by power amplifier converts this voltage to a specific
the I/O processor during cutout conditions. The servo-motor drive current. Because the B channel
enabled servo amplifier processes this command and servo command is of the opposite polarity, one power
applies drive to one of the servo-motor terminals. amplifier sources current and the other sinks
The B channel of the servo amplifier (FCC number 2) current. The resulting current flow causes the motor
operates the same way, but generates a servo-motor t o run in the corresponding direction until the
command that is equal in value but opposite in servo-rate feedback equals the computed servo
polarity t o the channel A command. The voltage command (plus position), and the amplifier nulls.
differential at the two motor terminals is what
ultimately causes the motor t o run. The SVO-85C elevator servo and the SMT servo
mount function as a precise drive mechanism t o
The analog elevator servo command is applied to an control the displacement of the airplane primary
inverting input of the summing amplifier. The SVO elevator control surfaces. The SVO consists of a
RATE A analog feedback from the rate generator in permanent magnet dc motor, a dual rate generator,
the elevator servo is applied to a noninverting input an electromechanical engage clutch, and a precision
of the summing amplifier. This SVO RATE A analog multistage gear train. The servo mount consists of
is integrated to derive a servo-position reference, an override safety slip clutch and a capstan that
which is applied t o an inverting input of the connects the servo to the airplane control surface.
summing amplifier. The result of this summing
operation represents the channel A servo-error Servo-motor drive is applied from both channels of
correction required t o properly position the elevator the servo amplifier as previously described. Channel
servo. When the servo moves the airplane elevators A motor drive is provided by the left FCC, and
to the angular position specified by the computed channel B motor drive is provided by the right FCC.
servo command, the summing amplifier zeros and The voltage differential across the motor leads
the servo nulls. The SVO ERROR A voltage is causes current to flow, which turns the servo motor.
applied to the servo monitor and t o midvalue voter
circuits in both FCC computers. When the motor runs, the dual rate generator also
runs a corresponding amount. This generator
The midvalue voter circuit compares the SVO provides two individual feedback outputs to the FCC
ERROR A voltage, the SVO ERROR B voltage (from servo-amplifiercircuits. The SVO RATE A output is
the other FCC), and ground. The voter passes the applied t o a summing amplifier in the left FCC; the
middle voltage level to the torque limiter. The voter SVO RATE B output is applied to a summing
is a safety device that prevents faults from causing amplifier in the right FCC.
servo rotation.
When the autopilot is engaged, +28-V dc engage
The torque limiter functions with the torque rate clutch power is applied from the APP to energize the
limiter to generate and apply programmed torque SVO clutch coil. When this coil is energized, the
command voltage to the power amplifier. The torque clutch couples the motor torque through the

precision gear train t o turn the capstan. The

capstan mechanically moves the linkage connected to
the airplane control surface.
FCC
The aileron and the rudder servo-amplifier circuits
are identical t o those described for the elevator
amplifier. The main microprocessor generates
aileron and rudder servo commands and applies
them t o the proper summing amplifier. These PITCH UP
CMD=CW
I . ELEV SVO - ROTATION.
circuits apply channel A motor drive to the aileron ERROR A MEWED
FROM
and the rudder servos respectively I CAPSTAN END.
I 7 0
The aileron SVO-85B servo and its associated SMT I - ELEV SVO -
mount control the displacement of the airplane I ERROR B
/
primary aileron control surfaces. The ATC-850 I K-
monitors the aileron servo-motor voltages and I 6 c SVO RATE A -

L/P1
generates roll trim. I INTEGRATOR RAT1
GEN
I
I
*
75 + SVO RATE A - H -
b - L W 4
The rudder SVO-85C servo and its associated SMT
mount control the displacement of the airplane I
SVO CMD
13
I I
-1
primary rudder control surfaces. Engage clutch I P1
power is applied from either the APP (YD lever I I/O PROCESSOR I
I INTERFACE
raised) or the rudder boost relay circuit shown on I (SH 3) L - -3)- - J
(SH
sheet 9. I
I ROLL RIGHT
I - AIL SVO-
CMD=CCW
ROTATION.
ERROR A MEW0
I FROM
CAPSTAN END.
I
I 0
I
I
I
- AIL SVO-
ERROR B
-
4
SVO ERROR B
INTEGRATOR 4 I
-,. .
I /P1
10 + SVO RATE A -
I
SVO RATE E- H
GEN
I
I
I I RUDDER
I I ,! svo
I
I - RUD SVO-
ERROR A
I
I RUD ' svo
PWR A
I
E$?$-
LEFT PEDAL
L P 4 CMD=CW
I I
SVO MOTOR A
rN I 'ROTATION.
I MEWED
FROM
I SVO ERROR B CAPSTAN END.
I - RUD SVO -
I
II
I
ERROR B
I
I
1
SVO MOTOR B B /
/
I SVO RATE B -K
/
,/
I
I INTEGRATOR - SVO RATE A -
I U 7 +SVO RATE A-
I "1
I
CGO-0682-10-AC-5
FCS (FCC-850) System Schematic (FCC 1 ISVOs)



YO processor circuits of the number 2 FCC-850 flight
control computer. Sheet 6 shows the servo amplifier
and the main processor circuits. Sheet 7 shows
additional monitors and the pitch trim circuits.
Note that the FCC is inside the IAPS card cage.

ICC-851 card cage pin numbers are shown on this
external connector. Refer to the R/p5 breakout
connector pin functions listed in figure 4-2; other
connections are internal to the IAPS.
Internal FCC operation is described on a previous

page.

T/17m777Tm
* IAPS
PWR 2A
R-PGM
- --- I r------1
I DO-Dl5 I
I I
I i
AP DISC B 37
(SHEET 7) I
GO AROUND E - R-PGM
(SHEET 1) I
MAIN PROCESSOR I
I TRIM FB
INTERFACE (SH 6)
I SVO MON FB
I SVO CMD B
MUX
LATCH CUTOUT
SVO ERROR B (SVO CMD)
I SVO MOTOR A
NETWORK
PWR 2A
I
I
SYNC B
r -_I
-
(SH 3) I
5
I
t DO-D7
(TO TRIM LATCH)
BUS SELECT
MUX RCVR I ARINC 429
Hi-SPEED 7
APP
I * FCC AND ATC MODULES
IOC 2A
ARE LOCATED IN THE
UP B - IAPS CARD CAGE.

(REFER TO FIGURE 4-2).
IOC 28
*
UP B - R-FCC-1
(SHEET 3)
I
FIG 4-2
r---- 177TT777777m
I CGO-0682-10-AC-6
I
I
I I
RUD BOOST
ARM B
(SH 9)
I I
I I
L-ENGINE
PRESS B { I I
(SH 9)
I I
I FCS (FCC-850) System Schematic (FCC 2)
-
R ENGINE
I Figure 4-7-1 (Sheet 5 of 9)
PRESS B
{ I 38 I
(SH 9)
I I
I

main processor and servo-amplifier circuits of the
number 2 FCC-850 flight control computer.

page.

d
n - P/O FCC-850 NO. 2
rl
R/P4
S - NO. 2
+28 V DC
POWER
CONFIG (SHEET 4)
PROMS
ELEV/ 3R
DO-015 svo
ELEV
PWR svo
+(TO TRIM LATCH) 4)
. ELEV SVO
I
ERROR B
i V SVO CMD - SUM^^^
ERROR B
MIDVALUE
-
VOTER LIMIT
SVO ERROR A
.ELEV SVO
ERROR A
I4 INTEGRATOR -
R/Pl
6 -- SVO RATE B '
r----i
SVO CMD B
' svo RATE
qpTE4-
SVO CMD
(SH 5) k D O - D l 5
I I
&--
CUTOUT
3 LOGIC
(SH 5)
' 1/0 PROCESSOR
INTERFACE
I
I
R P 4
B - NO. 1
7 +28 V DC I AILERON
svo
-
I
AIL SVO
AIL SVO-
ERROR B
PWR A
(SHEET 4)
I (SHEET 4)
w
P1
-SVO MOTOR B I - A
c
C I I
- AIL
I
-
SVO-
ERROR A I
R/Pl
10 * SVO RATE B I
4 INTEGRATOR 1 1 I
H J
9 * SVO RATE B L H
I
I
-
*fSVO MOTOR A -
I
I
I
- RUD SVI
ERROR I
I
I RUD'SVO I I RUDI
*
..
n
-
N
PWR
8 I
R /P4 I
S\
(SHEE
I
J EL -SVO MOTOR 8 I P
- E
I
- RUO Sv[
SVO ERROR A I
ERROR
I
I
I
R/Pl I
8 *SVO RATE B H 1
I
U L L
&- i* svo RATE

I
I J
I
CGO-0682-10-AC-7


Refer to figure 4-7-1, sheet 7. This sheet shows both dc trim power to the ardcommand circuits and
FCC-850 servo-monitor, interlock monitor, and pitch passes the W2-62 voltage to the channel B trim
trim circuits. circuits. This relay functions as part of an interlock
between the FCC trim channels to the trim system if
Each FCC computer contains a servo-monitor circuit connected.
that checks the validity of various functions in the
servo-amplifier circuits. The elevator SVO ERROR A second latch in the left FCC decodes trim arm
A and SVO ERROR B voltages are compared to enable and trim command enable logic from the
check that they are approximately equal to each DO-D15 main processor bus. The decoded trim arm
other and of opposite polarity. The elevator SVO enable activates the trim arm circuits. Number 1
MOTOR A and SVO MOTOR B voltages are added trim power from the energized trim relay is applied
together and compared with the elevator servo power as the TRIM ARM DN A output to the trim system.
level; this comparison checks that the two motor The decoded trim command enable activates the trim
voltages vary from the null level (+14V dc) by an command circuits. Number 1trim power from the
equal and opposite amount (ie, +15 V dc and +13 V energized trim relay is chopped at a l-Hz rate. The
dc). If the error check and the torque (motor) check resulting variable duty cycle (+28-Vdc/open pulses)
are both within acceptable tolerances, the elevator TRIM CMD DN A output is applied t o the trim
SVO MON FB logic is valid. This discrete is read by system. The arm and command trim outputs are
the I/O processor through a multiplexer (sheet 3/51. monitored by the YO processor through a
Identical monitor checks are performed on the multiplexer (sheet 36).
aileron and the rudder servo voltages.
The right FCC provides the channel B pitch trim
The FCC interlock monitor circuit performs control. This circuit generates the copilot pitch trim
combinational logic checks to generate the interlock fail annunciation, TRIM ARM UP B output, and
discretes that enable the APP engage relays. These TRIM CMD UP B output. Operation is as described
monitors consist of the three SVO MON FB servo above for the channel A circuits.
monitors (described above) and four internal
processor monitors. The elevator SVO MON FB, The pitch trim system contains a rate generator that
aileron SVO MON FB, 65 AP MON (I/O processor returns pitch trim servo feedback t o both FCC
autopilot monitor), and 86 AP MON (main processor computers. This PITCH TRIM RATE analog signal
autopilot monitor) conditions must all be valid to is applied t o the 1/0processor circuit in both FCCs.
apply a valid +28-Vdc AP MON INTLK output to the Note the Beech pitch trim interface shorts these two
AP engage circuit in the autopilot panel. The rudder pins unless trim is running.
SVO MON, 65 YD MON (YO processor yaw damper
monitor), and 86 YD MON (main processor yaw This sheet also shows the AP DISC switches. +28-V
damper monitor) conditions must all be valid to dc power is applied through the AP DISC switches t o
apply a valid +28-V dc YD MON INTLK output to the APP and to an airplane trim relay. Normally
the YD engage circuit in the autopilot panel. These this relay is off, and power is applied through the AP
interlocks are also read by the I/O processor through DISC switches and the relay t o APP and FCC
a multiplexer (sheet 3/51. discrete inputs. When either AP DISC switch is
pushed, power is removed, and the autopilot and yaw
Both FCC computers function together to apply pitch damper disengage.
trim control to the Beech supplied pitch trim system.
Each FCC contains two decoding latches, a trim When either MANUAL TRIM switch is pushed, the
relay, trim arm circuits, and trim command circuits. relay (momentarily)energizes and the autopilot (but
not the yaw damper) disengages. If the MANUAL
The left FCC generates channel A pitch trim control. TRIM switch is pushed again, the relay energizes
A latch circuit decodes trim fail logic and trim relay again. The FCCs then provide an output (through
enable logic from the DO-D7 1/0processor bus. If the the IOCs and the DAU) to cancel the flashing and
processor detects a failure, trim fail logic switches a aural disengage alerts. This function allows the
transistor to apply a TRIM FAIL ANN A ground operator to cancel the autopilot disengage warnings
output t o the pitch trim fail annunciator. Decoded without disengaging the yaw damper.
trim relay enable logic energizes a 2-pole trim relay.
When energized, this relay passes number 1+28-V

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


Subject: System schematic and associated text revised.
On page 4-172, right column – 2nd paragraph, “TRIM ARM DN A” is changed to “TRIM ARM UP A”.
In the right column - third paragraph, “TRIM ARM UP B” is changed to “TRIM ARM DN B”.

523-0775807-07411A Dec 2/04
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


Figure 4-7-1 (Sheet 7 of 9) is revised as shown in the partial diagram below.

523-0775807-07411A Dec 2/04
The trim system also applies two discrete disengage

outputs directly t o the APP. The TRIM DISC A r---------------------------- 1
output applies a disengage ground to the APP when INSIDE IAPS LECH PITCH
manual trim is applied. The TRIM DISC B output rl INTERFAI
P/O FCC-850 NO. 1
applies a disengage ground to the APP when
emergency trim is applied.
+28 V OC
+28 V DC NO. 1
TRIM RELAY PWR A
(SHEET 4)
(069-Xl
-
TRIM FB
(TO MUX) c -
- I
I
(1 11-xl
I
I
I
I
I
+28 V D C
Q
I - I
42 -
I
-AP
--W
I
I
I
I
MON (INTLK) I
MON ( I N W ) I
I
+28 V OC NO. 2
TRIM RELAY PWR B
I
I
+,
(SHEET 4)
I I ! ! 62 . I
' I
I TRIM
ARM (+)
-
w
+28 v OC
=
I
6:I -TRIM
II ARM (UP) B
NOT CONNECTED --Rg t 1L
I
I -- I
I I
-
BEECH PITCH
I
I
I
-
DO- D15
(SHEET 6)
LATCH
t
PULSES
j -TRIM
I
I
CMD (UP) E K112-X1
TRIM INTERFACE
I I
n I
KO59-C1 (EMERG) TRIM DISC B (DISENG)
K058-Cl (MAN) TRIM DISC A (DISENG)
(SHEET 1)
NO. 1
+28 V DC PWR
NO. 2
- I
I
+28 V OC PWR ----a-LL)
a-Lo
u
I
I
I+
TI
1
YD DISC A
YD DISC 6-
AP DISC A
m-m€B-
-
- } FIRST PUSH OF
(AP
TRIM DISCONNECT)
BUTTON
SECOND PUSH OF
TRIM BUTTON
TRIM BUTTON PUSHED
(CANCELS ALERT)
CGO-0682-10-AC-8
FCS (FCC-850) System Schematic (FCC 1/21


Refer t o figure 4-7-1, sheet 8. The ATC-850 The channel A trim driver circuit consists of FET
automatic trim coupler generates roll trim arm and transistor drivers and a cutout relay. Computed
command outputs to the Beech supplied roll trim trim ARM RT logic and CMD LT duty cycle output
system. This system automatically nulls from the computation circuit are applied to the gate
aerodynamic forces that the aileron primary servo is inputs of FET drivers. These output drivers are
required to hold when the autopilot is engaged. powered by "switched"+28 V-dc applied through the
cutout relay The relay is controlled by the trim
Note that the ATC is inside the IAPS card cage. monitor, and ensures that the arm and command
ICC-851 card cage pin numbers are shown on this outputs to the roll trim system are simultaneously
figure whenever a function can be accessed on an removed if a failure occurs.
external connector. Refer t o the L/P5 or RR5
breakout connector pin functions listed in figure 4-2; Trim arm results in +28-V dc output logic from the
other connections are internal to the IAPS. ATC (ARM RT = +28 V dc at pin RR3-40). Trim
command results in a l-Hz variable duty cycle
The ATC consists of a computation circuit, and two (+28-V dc/open pulses) output from the ATC (CMD
identical drivedmonitor channels that operate LT = pulse output at pin RR3-41).
together t o provide the roll trim outputs. The
computation circuit is described below, followed by a The channel A trim monitor circuit contains
description of the channel A driver and monitor threshold detectors and two trim monitor PALS.
circuits, and by a list of channel B operational This circuit generates discrete cutout relay control
differences. and trim fail outputs.
The computation circuit monitors configuration The threshold detectors monitor aileron servo motor
strapping and the aileron servo motor drive from the drive from the FCC computers, roll trim rate from
FCC computers. This circuit calculates directional the trim system, and an internal reference voltage.
arm and command outputs that are applied through Input comparators apply both magnitude and
drivers to the roll trim system. directional motorhate information t o the detectors.
Detected parameters are applied to the 1A trim
The LAPS configuration (R-PGM straps) and internal monitor PAL.
ATC configuration (dipswitch settings) discretes are
applied to the input of a compare PAL. If the The 1A trim monitor PAL functions with the
configurations are both valid and compatible, threshold detectors t o recognize the following
discrete outputs are applied to address a PROM and failures: inoperative trim (servo holding torque and
to enable roll trim calculation (CONFIG VALID). no detected trim motion), runaway trim (trim motion
and no servo torque), trim in the wrong direction
The aileron servo motor drive from the FCCs is (incompatible torqueltrim polarity), trim command
applied t o a servo force amplifier (drive is applied timeout (trim commanded for an excessive amount of
also to the trim monitors). The force amplifier senses time), and 2-way trim (trim arm or command in both
the amount and direction of primary servo torque directions at the same time). This PAL also monitors
output. This analog signal is converted t o digital the power valid logic output from the 2A PWR
format and applied t o the remaining PROM address module. A discrete TRIM FAIL 1A output is applied
inputs. to the 2A trim monitor PAL.
The PROM is a lookup table that provides trim The 2A trim monitor PAL monitors the TRIM FAIL
output data corresponding to configuration and the 1A discrete (described above), AP ENGAGE logic
current servo torque value. The PROM data output from the APP (disables automatic trim if autopilot is
and a digital sawtooth from a free-running counter not engaged), and roll trim feedback from all four
are applied to the roll trim calculator circuit. This arm and command output drivers. If a failure is
circuit contains a magnitude comparator that detected, the TRIM RELAY CONTROL A output
compares the PROWcounter values, and then deenergizes the cutout relay to remove the trim
applies programmed arm logic (ARM RT/ARM LT) outputs. A discrete TRIM FAIL A output from the
and command duty cycle (CMD RT/CMD LT) outputs PAL also switches a transistor to ground pin RR3-4
to the A and B channel trim drivers. and light an external roll trim fail annunciator.

The 2A PWR module in the IAPS provides ATC

channel A operating power. This power originates
from number 2 +28-V dc airplane input.
The 1A PWR module in the LAPS provides ATC

channel B operating power. This power originates
BEECH ROLL
TRIM INTERFACE
-
I
I
I
+5 v oc - ATC-850
-
TRIM INTERFACE
from number 1+28-V dc airplane input. Channel B I -

contains trim monitor circuits and output drivers I IAPS-
R-PGM /5
0
that process the ARM LT and CMD RT outputs t o I STRAPS 0 K21-X2

-CMD LT *
the roll trim system. I
AIL SVO
I MOTOR A
(SHEET 4)
Internal operation is independent, but identical to I (L/P4-C)--
that described above for channel A. I AIL SVO-

MOTOR B
I (SHEET 4)
(R/P4-C)
I
I
AP ENG-
I LEVER UP A
(SHEET 1)
I (L/P2-32)
I COMPARATORS
R/P3
074-X .ROLL TRIM RATE (H)+ 5 -
075-X I L L TRIM RATE (L)- 6 -
TRIM FEEDBACK
PWR VALID 2 A u
- - -CHANNEL
A
-- --- -
CHANNEL B
FIG 4 - 2
I
I
I
I
I
I
I
I
I
I COMPARATORS
I
I
I
FCS (FCC-850) System Schematic (Al'c)


theoiy of operation 523-0775810
Refer t o figure 4-7-1, sheet 9. This sheet shows the

rudder boost sensors and related airplane switch
wiring. The integrated rudder boost function is built
into the FCC computers. Rudder boost is designed to
reduce the operator pedal force that is required
during an engine-out situation. Engine-out sensing
is based on dual engine bleed air pressure sensors
that are installed on each engine. When the sensed
differential bleed air pressure exceeds a
predetermined level, the FCCs command the yaw
servo t o run an amount proportional to the
differential pressure.
The dual engine pressure sensors are schematically

represented by A and B potentiometers located at
each engine. These potentiometers are powered by
auxiliary +12 V dc from the 1A and 2A PWR modules
in the IAF'S. The wiper voltage is proportional to the
engine bleed air pressure. This pressure voltage
(and a ground reference) fkom each sensor is applied
to an analog receiver in one FCC computer. Note
that both FCCs receive an input from each engine.
A remote RUD BOOST switch arms or disables the

rudder boost function. This switch applies a +28-V
dc arm voltage to both FCCs (monitor input discrete)
and t o a pair of airplane relays.
When the RUD BOOST switch is set t o OFF, rudder

boost is disabled and a remote RUDDER BOOST
FAIL annunciator lights. The FCC controls this
annunciator through the DAU.
When the RUD BOOST switch is set to ARM, rudder

boost is enabled. The RUDDER BOOST FAIL
annunciator is normally off (if thrust reversers are
stowed and no failures are detected by FCC boost
monitors). The FCC lights this annunciator if a
rudder boost failure is detected.
The rudder boost airplane relays are operated by

RUD BOOST REQUEST discrete logic from the
DAU. When the FCCs detect excessive bleed air
pressure differential, a request for rudder boost is
coded onto the FCC output bus. The IOCs map this
data to the DAU, which applies discrete ground
outputs to energize the relays.
When the relays actuate, +28 V dc is applied t o

engage the rudder servo. The rudder servo engage
clutch may be powered by the APP autopilot panel or
by the rudder boost relay Either source energizes
another relay to apply APPBOOST ENGAGE power
t o the servo.
_ _ - -
I 1 I I
RIGHT ENGINE
+12 v
+12 V DC AUX 1A
GND 1A
I
R-ENGINE PRESS A {
+12 v
I
B L-ENGINE PRESS B R-ENGINE PRESS B {
+12 V DC AUX 2A
GND 2A-
FCC NO. 1 FCC NO. 2

(SH 3)
J
L /P2
}
NO. 1 RUD BOOST ARM A
+28 V DC
NO. 2 RUD BOOST ARM B -

+2a v DC POWER
APP RUDDER
(SHpl 1) svo
(SH. 4)
-9w
+28 V = ARM P1
RUD BOOST REQUEST A

- RUD
RUD BOOST REQUEST B -
34
THRUST REVERSER POSITION RUDDER BOOST
(GND=DEPLOYED). REVERSERS
MUST BE STOWED FOR RUDDER
BOOST OPERATION.
RUD BOOST FAIL +28 V DC LTG BUS

CGO-0682-10-AC-10
FCS (FCC-850)System Schematic



theon/ of operation 523-07758IO

4.3.7 FCS (Flight Control System) FCC-4007 FCC computers. Rudder boost automatically relieves
the pedal force required to hold yaw if an engine is
4.3.7.1 Ovemiew lost. This function is armed when the following
conditions occur: the remote RUDDER BOOST
The FCS system provides 3-axis autopilot/yaw switch is armed, thrust reversers are stowed, and no
damper, flight director, rudder boost, and automatic faults are detected by FCC monitors. Then if the
pitcldroll trim functions. The FCS contains two FCCs detect unequal lefthight engine bleed air
flight control computers, two flight director mode pressures, a rudder boost request is applied through
select panels, an autopilot control panel, three the IOCs to the DAU. The DAU toggles a relay t o
primary servos, and a trim coupler. The FCS is a engage the rudder servo. The FCCs drive the rudder
dual system; the number 1 (pilot side) system is servo an amount proportional to the differential
identical to the number 2 (copilot) system. Each engine pressure. If FCC monitors detect a boost
MSP-850A controls one FCC-4007; the APP-85 failure, data is applied through the IOCs and the
controls both systems. The two systems operate DAU to light the airplane rudder boost fail
together t o drive the servos and trim coupler. Refer annunciator.
to figure 4-8. Each LRU is described below:
The number 1 MSP-850A is a panel mounted unit
FCC-4007 Number 1Flight Control Computer used by the pilot to select left side flight director
MSP-850A Number 1Mode Select Panel modes. When a pushbutton is pushed, an FD mode
FCC-4007 Number 2 Flight Control Computer request is applied t o the left FCC-850. If conditions
MSP-850A Number 2 Mode Select Panel are appropriate, the mode selects and an
APP-85 Autopilot Panel acknowledge is returned to light an annunciator in
SVO-85C Elevator Servo that MSP button. APP-85 pushbutton mode request
SVO-85BAileron Servo logic is applied also through the MSPs to the FCC.
SVO-85C Rudder Servo
ATC-4000 Automatic Trim Coupler The number 2 FCC-4007 operates as described above
for the number 1 computer except that it functions
The number I FCC-4007 is in the IAPS card cage. with right side LRUs.
Computation circuits receive flight director mode
select data from the left mode select panel, analog The number 2 MSP-850A operates as described
bleed air pressure from both engines, attitude and above for the number 1 panel, except that it
heading data from the left AHC computer, discrete functions with the right side FCC. The number 2
mode data from cockpit switches, concentrator data MSP also supplies pushbutton annunciator logic t o
from the IOCs, manual pitcldroll command and the APE Note that the MSPs are completely
engage logic from the autopilot panel, and crosstalk independent from each other.
data from the right FCC. The FCC applies processed
serial output through the IOCs to the large displays The pilot and copilot use the APP-85 to input
and to the DAU-650. Flight director command and autopilot commands. The AP and YD levers apply
autopilot mode/status indications are applied engage request logic to both FCC computers; if
through the IOCs to the large displays. Instrument conditions are appropriate to engage, both computers
panel annunciator and rudder boost data is applied respond with proper interlock logic that allows the
through the IOCs to the DAU for processing. The APP to engage the servos. The pitch and roll knobs
FCC also supplies discrete monitor interlock logic t o apply analog attitude commands t o both computers.
the APP-85 and crosstalk data t o the right FCC. TURB and AP XFR buttons apply mode request logic
(through the MSPs) to both FCC computers; button
The FCC-4007 also contains servo-amplifier circuits. annunciators are lit by the right FCC (through the
These circuits apply motor drive to one side of each MSP). Pilot/copilot airplane switches and logic from
SVO-S5( ) servo and process rate feedback from each the trim system apply disengage discretes t o the
servo. A trim circuit applies arm and command logic AFT
to one channel of the pitch trim system and processes
pitch trim rate feedback. A discrete output controls The SVO-85C elevator servo physically positions
the airplane pitch trim fail annunciator. airplane control surfaces in the pitch axis.
Differential motor drive is applied from each FCC
A proportional rudder boost function is built into the computer. A rate feedback analog is applied to

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


Subject: Various changes and corrections.
Section 4.3.7.1 Overview, right colum, second paragraph from top, second sentence is revised.
Change shown below in bold text.
“When a pushbutton is pushed, an FD mode request is applied to the left FCC-4007.”

523-0775807-05411A Mar 10/04
computation circuits in both computers. The AJ?P

applies clutch (engage) power.
The SVO-85B aileron servo physically positions

airplane control surfaces in the roll axis. Operation
is as described above.
Ftp TURB\AP
I------
XFR MODE
1
7
I I -
I IT L
TURB/AP
r - -- - - 1I
XFR MODE MSP
NO. 2
PITCH/ROLL KNOB
- PITCH/ROLL KNOB
-FD
The SVO-85C rudder servo physically positions
airplane control surfaces in the yaw axis. Clutch
'D MODES-
I
I
AP/YD ENGAGED
MODE ANN
(MSP NO. 2 )
APP -AP/YD ENGAGED
I
I I
I
MODES
MODE ANN
(APP)
- -
m
(engage) power is applied by the APP or by the I I

rudder boost relay (if rudder boost is armed). I
- I
MON INTLK
DISENGAGE I I
-
Operation is as described above.
PRESSURE LEFT PRESS A
RIGHT PRESS A-
(X-SENSOR)
I
I ' I
-
I
I
RIGHT PRESS 8
LEFT PRESS B
(X-SENSOR)
PRESSURE
LEFT PRESS B MOTOR A IC- MOTOR B (FCC NO.

RIGHT PRESS
1) A
The FCC-4007 computers provide arm and command ELEVATOR
logic to the pitch trim system. This system is (FCC NO. 2) I I
RATE
svo RATE
I I
supplied by Beech. The pitch trim arm and I t I
command outputs cause the trim system t o ENG
FCC I I FCC
automatically run and null the aerodynamic forces NO. 1 NO. 2
that the primary servo is required to hold. As pitch MOTOR A * MOTOR B
I -_
AILERON
trim runs, rate feedback is generated and applied to
monitor circuits in both computers. Manual trim
switches (in the control wheels) apply operator input
A/C PITCH -
TRIM FAIL ANN
RATE --- svo
ENG
RATE
I
I + A/C PITCH TRIM FAIL ANN
commands t o the system. A disengage output is PILOT I COPILOT
applied to the APP if a trim failure is detected. SWITCHES 1

I
MANUAL TRIM MANUAL TRIM TRIM
(TRIM SYSTEM) (TRIM SYSTEM) AP DISC
The ATC-4000 automatic trim coupler is in the IAPS GO AROUND
card cage. The ATC monitors the aileron servo I - MODE SYNC
I
L
motor drive from the FCCs and autopilot engage 1 I
status. The ATC provides arm and command voltage L

outputs to the Beech supplied roll trim system. Roll
trim operation is similar to that described above for
pitch trim. The ATC also applies discrete outputs ARM/CMD (+)
that control the airplane roll trim fail annunciators.
INSIDE IAPS INSIDE IAPS
- --
-
L-FCC-1 CROSS TALK I I R FCC- 1
LA-IOC-3 - - RUD BOOST ARM

ARM/CMD (+)
I ,
RA-IOC-3
RATE
LB-IOC-3 - RB-IOC-3
c--
-
RUD BOOST
SWITCH - RUD SVO * * DISENGAGE *
ENG (APP) PITCH TRIM ( A W ROLL TRIM UNEQUAL PRESS B
ARM
OFF "
A/C
4c (BEECH - (BEECH (ADAS)
SUPPLIED) SUPPLIED)
t t
MANUAL TRIM MANUAL TRIM
UNEQUAL PRESS A
UNEQUAL PRESS B
A/C RUDDER BOOST FAIL ANN CGO-4644-10-AC-10
FCS (FlightControl System)

FCC-4007 Overview
Figure 4-8

4.3.7.2 System Schematic right FCC

-
K1:
Refer to figure 4-8-1, sheet 1. This sheet shows the P1-1 = +28-V dc Neither AP DISC switch pushed
APP-85 autopilot panel and the GO AROUND (both A sections) and neither
switches. The copilot GO AROUND switch is TRIM switch pushed
optional. P l - l l = open Neither GO AROUND switch
pushed (both A sections)
The APP contains pushbuttons t o selectjdeselect P1-19 = open Valid TRIM DISC A logic from
TURB and AP XFR modes, interlocked AP and YD Beech trim system (no manual
engage levers, and pitcwturn knobs to manually trim)
input attitude commands. These are the pilot and K2:
copilot autopilot controls. P1-23 = +28-V dc Neither AP DISC switch pushed
(both B sections) and neither
Select TURB mode to soften autopilot gains during TRIM switch pushed
turbulent conditions. One side of the 2-section P1-21= open Neither GO AROUND switch
TURB switch is wired to +28-V dc A/B power. When pushed (both B sections)
the button is pushed, +28-V dc A power is applied P1-15 = open Valid TRIM DISC B logic from
momentarily to the left MSP and +28-V dc B power Beech trim system (no
is applied momentarily t o the right MSP. These emergency trim)
voltages are applied through the MSPs to both FCC -
K3:
computers t o request TURB mode. The right FCC P1-3 = +28-V dc Neither AP DISC switch pushed
computer then returns acknowledge data, which (both A sections)
causes the right MSP t o apply a TURB ANN logic -
K4:
ground that lights the annunciator lamp in the P1-7 = +28-V dc Neither AP DISC switch pushed
TURB button. Push the button again to deselect (both B sections)
TURB mode.
If all the above conditions occur, the AP (and YD)
Select AP XFR mode to cause the autopilot to fly levers are held magnetically in the raised
flight guidance commands from the right FCC ENGAGED position. The AP engage switch then
computer. Operation of the AP XFR switch and provides valid A P lever logic and ailerodelevator
annunciator is identical to that described above for clutch power outputs. +28-V dc A (number 1
TURB mode. Push the button again to deselect AP airplane power) is passed through the switch as valid
XFR mode and cause the autopilot to fly flight AP ENG LEVER UP A logic (to left FCC and the
guidance commands from the left FCC computer. ATC), AIL ENG CLUTCH power (to aileron servo),
and ELEV ENG CLUTCH power (to elevator servo).
The APP has interlocked AP and YD engage levers. +28-V dc B (number 2 airplane power) is passed
When the AP lever is raised, the YD lever also through the switch as valid AP ENG LEVER UP B
raises. When the YD lever is lowered, the AP lever logic (to right FCC and the ATC).
also drops.
The YD engage lever (only) may be raised by the
Raise the AP engage lever t o engage the autopilot operator to engage just the yaw damper and not the
(also the yaw damper since the levers are autopilot. Relays K3 and K4 must be energized or
interlocked). Relays K1 through K4 must all be the YD engage coil cannot hold the lever up. All the
energized or the AP engage coil cannot hold the lever following conditions must occur for the yaw damper
up. All the following conditions must occur for the to remain engaged:
autopilot to remain engaged:
P1-10 = +28-V dc Number 2 airplane power
P1-13 = +28-V dc Number 1 airplane power present P1-30 = +28-V dc Valid
present YD MON A logic from left FCC
P1-25 = +28-V dc Valid AP MON A logic from left P1-32 = +28-V dc Valid YD MON B logic from
FCC right FCC
P1-29 = +28-V dc Valid AP MON B logic from right K3:
FCC P1-3 = +28-V dc Neither AP DISC switch pushed
P1-32 = +28-V dc Valid YD MON B logic from (both A sections)

K4:
P1-7 = +28-V dc Neither AP DISC switch pushed
(both B sections)
If all the above conditions occur, the YD lever is held

-1
IAPS ,
I
MSP
magnetically in the raised ENGAGED position. The I NO. 2
(SH 2)
1n:
YD engage switch then provides valid YD lever logic
and rudder clutch power outputs. +28-V dc A
(number 1 airplane power) is passed through the
switch as valid YD ENG LEVER U P A logic (to left
FCC). +28-V dc B (number 2 airplane power) is
passed through the switch as valid YD ENG LEVER
UP B logic (to right FCC) and as RUD ENG
CLUTCH power (through a relay to the rudder
servo).
-- 1
The pitch knob is a wheel assembly that is tied (2H% I
mechanically to the wiper of a potentiometer. Turn
the pitch wheel to command an attitude change in
the pitch axis. The amount of pitch command is I
proportional to the amount of knob displacement.
airplane power input and varies approximately
+/-2-V dc. A positive voltage corresponds to a
pitch-up command. The 2-wire analog is applied to
both FCC computers.
L
I
The roll knob is a turn assembly that is tied I
mechanically to the wiper of a potentiometer. Turn ' FCC I
the roll knob to command an attitude change in the
NO. 1
I (SH 3/7) I
roll axis. The amount of roll command is
I L/P2 I
proportional to the amount of knob displacement. I
airplane power input and varies approximately I
roll-right command. The 2-wire analog is applied to I
both FCC computers. I
I
I
I
I
I
I
I I
I INSIDE I
I IAPS
I
I I
I I
I .-J
I
CGO-4644-10-AC-1
FCS (FCC-4007) System Schematic ( u p )


Refer to figure 4-8-1, sheet 2. This sheet shows both 1 XFR switches. Annunciator driver outputs are wired
of the MSP-850A mode select panels. The pilot 1 t o apply mode acknowledge logic to the pushbutton
pushes pushbuttons on the left MSP to 1 annunciators in the APE as well as to those in the
selecUdeselect flight director modes for the left flight 1 MSP. A power supply in the right side of the IAPS
control computer. The copilot pushes pushbuttons 1 provides isolated MSP power.
on the right MSP to selectJdeselect flight director
modes for the right flight control computer. The
flight directors operate independently The AP XFR
mode button on the APP selects which MSP supplies
active flight director modes to the autopilot.
The number 1MSP is described below, followed by a

brief list of differences for the number 2 mode select
panel.
A UART circuit controls the MSP input and output

data transfer. Inputs to the UART include mode
select discrete logic from the MSP/APP buttons and
an RS-422 data bus input from the onside FCC
computer. UART outputs include annunciator logic
and an RS-422 data bus output to the onside FCC
computer. A control circuit provides required chip
enables and UART timing.
Mode select discrete logic from the MSP pushbuttons

and from the APP pushbuttons is input through a
latch circuit t o the UART. When an MSP button is
pushed, +5-V dc is applied to the corresponding latch
input. Comparators convert the 28-volt TURB
MODE A and AP XFR MODE A logic inputs from the
APP into 5-volt logic levels. This pushbutton activity
is latched, read by the UART, and transmitted on the
L-MSP-1 bus to the FCC computer.
The FCC processes this mode request data and

returns acknowledge information on the L-FCC-2
data bus. This data bus is applied through an
RS-422 line receiver to the receive port of the UART.
A parallel decoder then applies appropriate logic t o
an annunciator driver circuit. This circuit applies a
discrete ground t o light the annunciator lamp above
the pushed pushbutton.
A n isolated supply in the left side of the IAPS

provides MSP power. Panel lights are dimmed by
the 115-volt lighting bus. Pushbutton annunciator
lights are dimmed by the 28-volt lighting bus. The
number 2 MSP operates the same as the number 1
MSP described above with the following differences.
The number 2 MSP communicates with the number

2 FCC computer using the R-MSP-1 and the
R-FCC-2 data buses. APP pushbutton logic is
received from the "B" sections of the TURB and AP

- +28 V DC
LTG BUS
I +5p-0;1pn
I
I
I
I
I
APP
(SH 1)
io
LATCH
'I
+a- CIRCUIT
MODE ANN GND
.MSP-
I
I
I
I
I
I
I
I
I
I
I -1 I
I
I -GND ISOL - +5 V DC
(ISOLATED) TIMING J
- CHASSIS GND I
I
I
I
I I
I
I
I I
I I I
I
I I I
I I
I I I
I I
I
I I - +28 V DC 'I
I LTG BUS
I
I I I
I I
I I I
I 2
I I I
I
I APP
LATCH
I FCC NO. 2 I
I > I I I
I
I
TURB MODE B - I I . XMTR I
I
AP XFR MODE B -
- AP
TURB
XFR
ANN
ANN
-+5 v ISOL -c
- POWER GND
- CHASSIS GND
CGO-4644-10-AC-2
FCS (FCC-4007) System Schematic (MSP112)


, theon/ of operation 523-0775810
Refer t o figure 4-8-1, sheet 3. This sheet shows the (decoder) circuit. The LA-IOC-3 bus supplies ADS
YO processor circuits of the number 1 FCC-4007 and FMS parameters from the 1A IAPS
flight control computer. Sheet 4 shows the servo concentrator. The LB-IOC-3 bus supplies redundant
amplifier and the main processor circuits. Sheet 7 data from the other left IAPS concentrator. A
shows additional monitors and the pitch trim multiplexer is switched by the processor t o select an
circuits. IOC bus and load the concentrator data onto the YO
data bus. The processor alternately selects between
Note that the FCC is inside the IAPS card cage. the two IOC buses approximately every 10 seconds.
figure whenever a function can be accessed on an The FCC generates an ARINC 429 high-speed data
external connector. bus output t o both the left side IOC data
concentrators. Computed output data is read from
The %bit I/O processor controls the RS-422, ARINC the YO data bus, converted t o serial format, and
429, analog, and discrete data interfaces. This applied through a transmitter t o the IOCs. This
processor also reads configuration PROM data, L-FCC-1 output bus contains flight director mode
computes pitch trim relay/annunciator control, and and steering information (mapped to the large
generates servo cutout and the 65 APMI monitor displays), rudder boost request data (mapped t o the
logic discretes. The I/O processor shares information DAU), and panel annunciator data (mapped t o the
with the main processor through addressable DMA DAU).
RAM and fast data link circuits.
Analog and discrete input data is multiplexed t o the
The I/O processor reset pin is controlled by power I/O processor. This data consists of configuration
valid logic from the 1A PWR module; the processor and option status from the IAPS strapping plug and
automatically reinitializes if the FCC input power several external (non-IAPS) inputs. The strapping
(+28/+5/+12/-12-V dc from 1A PWR) varies from data is read by the 1/0processor through a dedicated
preset tolerances. multiplexer. The external inputs consist of 2-wire
analog signals and discrete logic lines. These inputs
RS-422 input and output data is handled by a dual are level converted and read by the processor
ACIA. The number 1MSP supplies MSP/APP mode through a multiplexer network. The following input
request data on the L-MSP-1 data bus input. This data is read through the multiplexer network:
input is applied through a receiver t o the number 1
ACIA receive port. The right FCC supplies .DISC A logic from the A sections of airplane
cross-side data on the R-FCC-3 data bus input. This switches and through a trim relay When either AP
input is applied through a receiver t o the number 2 DISC switch is pushed, +28-V dc is removed and the
ACIA receive port. The RS-422 received data is read autopilot disconnects. When either MANUAL TRIM
from the I/O data bus by the processor. switch is pushed, an airplane relay removes the
+28-V dc from this input and the autopilot
When the ACIA transmit mode is enabled, disconnects. If the MANUAL, TRIM switch is
microprocessor generated data is read from the I/O pushed a second time, the FCC cancels the flashing
data bus and formatted for serial transmission. The and aural disengage alerts.
ACIA applies MSP mode acknowledge output data .GO AROUND A logic from the A sections of both
from its number 1transmit port. This serial output airplane switches. When either switch is pushed,
is applied through a transmitter as the L-FCC-2 data +28-V dc is applied to select go-around mode.
bus output to the number 1MSF! The ACIA applies .SYNC A logic from the pilot airplane switch. When
serial cross-side output data from its number 2 the switch is pushed, +28-V dc is applied to change
transmit port. This output is applied through a mode references to current flight values.
transmitter as the L-FCC-3 data bus output to the oSVO MON and YD MON (interlock) logic t o the
right FCC. APP (sheet 7). This logic disengages the autopilot if
internal monitors detect a failure.
ARINC 429 high-speed data is received from the .TRIM FB logic from the pitch trim driver circuit
AHS system and from both left side IOC data (sheet 7). This input allows the processor t o monitor
concentrators. The L-AHC-1 bus supplies airplane the trim arm and trim command outputs.
attitude and heading information to the *SVO MON FB logic from the servo monitor circuit
microprocessor through a receiverAabe1 remapper

(sheet 7). This monitor becomes invalid if a failure

is detected by servo-amplifier circuits, I/O processor,
or the main processor.
.SVO CMD A analog from the d/a converter (sheet I
MSP NO. 1
4). This input allows the processor to monitor the
MSP NO. 1
(SHEET 2)
INSIDE IAPS I (SHEET 2)
RS-422
three left (channel A) computed servo-command P/O FCC-4007 NO. 1 XMTR'S
L/P2
RXl 1x1
signals.
AClA
.SVO ERROR A analog from the summing
amplifiers (sheet 4). This input allows the processor RS-422
RX2
to monitor the three left channel servo-correction L-FCC-3 I
I
signals. 6
CONFIG r-----l
PROMS
.SVO MOTOR B analog from the cross-side servo L------
amplifiers (sheet 4). This input allows the processor 1 I
1 v
t o monitor the three servo-drive signals from the
RCVR
'v DO47 I/O AO-A15 * IAPS
Up ADDRESS PWR VALID - PWR 1A
other FCC. LABEL -
REMAPPER
-4)
t
1
.AP ENG LEVER UP A logic from the APP. When
I
MUX
the AP engage lever is raised, +28-V dc is applied to HI-SPEED .
NFl--- / CONFIG STRAPS L-PGM
-I
I \
request autopilot engage. I DO415
.YD ENG LEVER UP A logic from the APl? When I --c
the YD engage lever is raised, +28-V dc is applied to SWITCH INPUTS;

L/P
-
AP DISC A I 37
request yaw damper engage. (SHEET 7) I E r-
GO AROUND -A 36 OPTION STRAPS L-PGM
.PITCH KNOB WL analog from the APP. This (SHEET 1) I I
MAIN PROCESSOR
input applies manual pitch axis commands to the NO. 2 +28
(SHEET 1) V DC POWER
I INTERFACE (SH 4)
autopilot. L-------
.ROLL KNOB WL analog from the APl? This input I MUX
CUTOUT
(SVO CMD)
applies manual roll axis commands t o the autopilot. I NETWORK INTERNAL
SUPPLY +28/+5/*12 V DC POWER PWR 1A
LEVELS
.PITCH TRIM RATE analog from the Beech
c
supplied pitch trim system (sheet 7). This input

allows the processor to monitor the trim servo-motor
t DO47
(TO TRIM LATCH)
BUS SELECT
speed and direction of rotation.

.RUD BOOST ARM logic from the remote mounted (SHEET
APP 1) * ARE
FCC AND
LOCATED
ATC IN
MODULES
THE
1OC 1A
airplane switch (sheet 9). This input is +28-V dc P1

I IAPS CARD CAGE. RCVR
I (REFER TO FIGURE 4-3).
when the switch is set t o arm position. AP ENG L E E R UP A 32 IOC 1B
.L-ENGINE PRESS A analog from the left engine (A I

channel) pressure sensor (sheet 9). This input allows
the processor to monitor bleed air pressure in the left
I
YD ENG L E E R UP A - 31 IOC l A / l B
engine. This input is part of the rudder boost

function.
I
I
PITCH KNOB H
I
44 ,IOC 2A/2B
FIG 4-3
.R-ENGINE PRESS A analog from the right engine PITCH KNOB L
(A channel) pressure sensor (sheet 9). This input I

ROLL KNOB H 46
allows the processor to monitor bleed air pressure in I .
the right engine. This input is part of the rudder
boost function. RUD BOOST
ROLL KNOB L
I
I
9
45
30
-'I'
'I.--- MODE/STEERING
7
ARM A
I
(SH 9)
I I
55
56
I
I
I PFD
I I I
CGO-4644-10-AC-3


theoiy of operation 523-0775810
Refer to figure 4-8-1, sheet 4. This sheet shows the limiter limits the peak command voltage; the torque
main processor and servo-amplifier circuits of the rate limiter integrates the voltage input to cause it to
number 1FCC-4007 flight control computer and the build at a precisely controlled rate. The resulting
three SV0-85( ) primary servos. programmed torque command voltage is power
amplified and applied as the SVO MOTOR A voltage
The 16-bit main processor performs the FCC to pin P1-A of the elevator servo. The SVO MOTOR
computation functions and generates the channel A A voltage also is applied to the servo monitor and to
elevator, aileron, and rudder servo commands. This the cross-channel FCC.
processor also reads configuration PROM data,
computes pitch trim control, and generates the 86 The power amplifier converts the torque command
AP/YD monitor logic discretes. The main processor voltage input t o a current output t o drive the servo
shares information with the I/O processor through motor. When no input is applied to the amplifier, the
addressable DMA RAM and fast data link circuits. output is biased at approximately +14-V dc (half the
+28-V dc bus voltage). Since both motor terminals
Computed servo commands are applied through a are at +14-V dc, there is no motor current. When a
digital-to-analog converter t o the three nonzero torque command voltage is applied, the
servo-amplifier circuits. Command is removed by power amplifier converts this voltage to a specific
the I/O processor during cutout conditions. The servo-motor drive current. Because the B channel
enabled servo amplifier processes this command and servo command is of the opposite polarity, one power
applies drive t o one of the servo-motor terminals. amplifier sources current and the other sinks
The B channel of the servo amplifier (FCC number 2) current. The resulting current flow causes the motor
operates the same way, but generates a servo-motor t o run in the corresponding direction until the
command that is equal in value but opposite in servo-rate feedback equals the computed servo
polarity t o the channel A command. The voltage command (plus position), and the amplifier nulls.
differential at the two motor terminals is what
ultimately causes the motor to run. The SVO-85C elevator servo and the SMT servo
mount function as a precise drive mechanism to
The analog elevator servo command is applied t o an control the displacement of the airplane primary
inverting input of the summing amplifier. The SVO elevator control surfaces. The SVO consists of a
RATE A analog feedback from the rate generator in permanent magnet dc motor, a dual rate generator,
the elevator servo is applied to a noninverting input an electromechanical engage clutch, and a precision
of the summing amplifier. This SVO RATE A analog multistage gear train. The servo mount consists of
is integrated to derive a servo-position reference, an override safety slip clutch and a capstan that
which is applied t o an inverting input of the connects the servo t o the airplane control surface.
summing amplifier. The result of this summing
operation represents the channel A servo-error Servo-motor drive is applied from both channels of
correction required t o properly position the elevator the servo amplifier as previously described. Channel
servo. When the servo moves the airplane elevators A motor drive is provided by the left FCC, and
t o the angular position specified by the computed channel B motor drive is provided by the right FCC.
servo command, the summing amplifier zeros and The voltage differential across the motor leads
the servo nulls. The SVO ERROR A voltage is causes current to flow, which turns the servo motor.
applied to the servo monitor and t o midvalue voter
circuits in both FCC computers. When the motor runs, the dual rate generator also
runs a corresponding amount. This generator
The midvalue voter circuit compares the SVO provides two individual feedback outputs to the FCC
ERROR A voltage, the SVO ERROR B voltage (from servo-amplifier circuits. The SVO RATE A output is
the other FCC), and ground. The voter passes the applied to a summing amplifier in the left FCC; the
middle voltage level to the torque limiter. The voter SVO RATE B output is applied t o a summing
is a safety device that prevents faults from causing amplifier in the right FCC.
servo rotation.
When the autopilot is engaged, +28-V dc engage
The torque limiter functions with the torque rate clutch power is applied from the APP t o energize the
limiter t o generate and apply programmed torque SVO clutch coil. When this coil is energized, the
command voltage to the power amplifier. The torque clutch couples the motor torque through the

precision gear train to turn the capstan. The

capstan mechanically moves the linkage connected to
the airplane control surface.
-
FCC FCC APP
0. 2 NO. 2 ATC (SH 1).
I :H 6 (SH 7 I S H 8)
.
The aileron and the rudder servo-amplifier circuits I ELEV ENG

P1
are identical to those described for the elevator I R/P4

CLUTCH
amplifier. The main microprocessor generates I R/P4

- - r R
- - r N
aileron and rudder servo commands and applies I
them t o the proper summing amplifier. These I PITCH UP
circuits apply channel A motor drive to the aileron I - ELEV SVO . I N-’
CMO=CW
ROTATION.
I
and the rudder servos respectively. I
I
ERROR A
I
SVO MOTOR A
f %%’
CAPSTAN END.
I
The aileron SVO-85B servo and its associated SMT
mount control the displacement of the airplane
I
I
- ELEV SVO .
ERROR B
’
I
I
SVO MOTOR E
7 0
1 primary aileron control surfaces. The ATC-4000 I I

-
J
i
SVO RATE B
I monitors the aileron servo-motor voltages and I I SVO RATE 8 -

-
L/Pl
1 generates roll trim. I
u 6 -SVO RATE A -
GEN
*
I
I I SVO CMD A
,.r----1 75 SVO RATE A - H
The rudder SVO-85C servo and its associated SMT I SVO CMD
(SH 3)
I
DO-015
I I APP
s
- I
I
:
(SHEET 1)
mount control the displacement of the airplane 13
I
primary rudder control surfaces. Engage clutch @;w+ P1
I
- E
!I3
power is applied from either the APP (YD lever I I
1/0 PROCESSOR
INTERFACE
L/PZ
raised) or the rudder boost relay circuit shown on I

CUTOUT
I
62 I
I - N
L/P4
R/P4 I
sheet 9. - p
I
I
I
I
- AIL SVO-
ERROR A
+28 V OC
- SVO MOTOR E 5
ROLL RIGHT
CMO=CCW
ROTATION.
VlEWEO
p
FROM
CAPSTAN END.
I ,------J I -
I 0
I - AIL SVO-
ERROR B
SVO ERROR E
H I
”
-SVO MOTOR A
SVO RATE E-
I L/P1 LI SVO R A E B-
I I 1 0 e SVO RATE A -
~
I I
I I
I I I RUDDER
I I D1 svo
APP/BOOST -c
I
I - RUD SVO
ERROR A
I
I
I I r N A’
I
SVO MOTOR A
I I
I - RUD SVO
I ERROR E
II SVO MOTOR E E
/
/
I HI
I
I SVO RATE E -K - /
I
I
‘r-
i SVO R A E A -
+ SVO RATE A -
I
SVO RATE B -
= H
J
k
I
I
CGD- 4 6 4 4 - 10- AC- 4
FCS (FCC-4007) System Schematic (FCC 1 ISVOs)


theon/ of operation 523-0775810

YO processor circuits of the number 2 FCC-4007
flight control computer. Sheet 6 shows the servo
amplifier and the main processor circuits. Sheet 7
shows additional monitors and the pitch trim
circuits.
Note that the FCC is inside the LAPS card cage.

external connector.

page.

INSIDE IAPS
MSP NO. 2
(SHEET 2)
I RS-422 RS-422
I RjP2 RCVR P/O FCC-4007 NO. 2 XMTR'S
RX1 , R-FCC-2
k F R - T - 1 -'16IP; AUA 1
. R-FCC-3
I RCVR :I ~AO-AIS
ADDRESS
, n
I PWR VALID -
L
-
I IAPS
'WR 2A
REMAPPER
MUX
L RHI-COCC"
I N C 429; R-PGM
2rLC.Y
I I 1TI
I
$MTCH INPUTS
AP DISC B
(SHEET 37
GO AROUND
7) I 36
R-PGM
I
1 I U I
(SHEET 1)
I I
1
AP MON- MAIN PROCESSOR
I YD MON- INTERFACE (SH 6) I
TRIM FB-
SVO MON F B T
SVO CMD B T
MUX
SVO ERROR B+j- P T k C U , T O (SVO
U TCMD) INTERNAL
SUPPLY
NETWORK +28/+5/f12 V DC POWER PWR 2A
LEVELS
35 SVFRIA+j-
(TO TRIM LATCH)
BUS SELECT
-
IOC 2A
(SHEET
APP 1)
I 8 FCC AND ATC MODULES
ARE LOCATED IN THE
I
-
IAPS CARD CAGE.
I (REFER TO FIGURE 4-3).
IOC 28
AP ENG LEVER UP B
- -@-I-
I *
I [
3
YD ENG LEVER UP B
PITCH KNOB H
PITCH KNOB L
I
I IT
>
43
44 - FIG 4-3
I 1
> I CGO- 4644- IO-AC-5
;*
ROLL KNOB H
ROLL KNOB L 45
46 PITCH
I
I TRIM- I
I
I
I
I
56 I
I
I
I

. . . . . . .. .. . . __ i-
I Refer t o figure 4-8-1, sheet 6. This sheet shows the

I main processor and servo-amplifier circuits of the
I number 2 FCC-4007 flight control computer.
I
I Internal FCC operation is described on a previous
I page.

INSIDE IAPS
J
P/O FCC-4007 NO. 2 R/P4
7 s - NO. 2
+28 V OC
I I POWER
(SHEET 4)
DO-D15
I
ELEV
svo
ELEVI 3R
sv
(TO TRIM LATCH) PWR (SHEE 4)
- ELEV SVO
ERROR B
I 1 - 1
I
I
I
I
- ELEV SVO
I ERROR A
I
I
I
I
I
I
I
I
1
I
'
13
-
SVO= CMO
svo
(SH 5) DO-015
I
I
&-
R/Pl
6
-
* SVO
svo
RATE B .
RATE B '
I 1 I/O PROCESSOR I
CUTOUT INTERFACE
I I
(SH 5 )
I
R P 4
I .T6 - NO. 1
+28 V DC I AIL[
S
I -
I
AIL SVO
AIL SVO-
ERROR B (SHEET 4)
I (SHE
I -SVO MOTOR B I I
I
I c r I
I
I
I - AIL SVO-
ERROR A
I I - I
SVO ERROR A
I 4 INTEGRATOR L
4
I
I
R/Pl
1 0 * SVO RATE B
I
I
I H
I I L
I I
I I
.SVO MOTOR A -
I -/3 I
I I I
I I
I - RUD SV(
ERROR t
I
I
I
I
I
I - RUD SVO
SVO ERROR A
ERROR
I 1
I J
I
I
I INTEGRATOR -
R/Pl
8 -SVO RATE B
I
I
I


Refer to figure 4-8-1, sheet 7. This sheet shows both dc trim power to the adcommand circuits and
FCC-4007 servo-monitor, interlock monitor, and passes the W2-62 voltage t o the channel B trim
pitch trim circuits. circuits. This relay functions as part of an interlock
between the FCC trim channels to the trim system if
Each FCC computer contains a servo-monitor circuit connected.
that checks the validity of various functions in the
servo-amplifier circuits. The elevator SVO ERROR A second latch in the left FCC decodes trim arm
A and SVO ERROR B voltages are compared to enable and trim command enable logic from the
check that they are approximately equal to each DO-Dl5 main processor bus. The decoded trim arm
other and of opposite polarity The elevator SVO enable activates the trim arm circuits. Number 1
MOTOR A and SVO MOTOR B voltages are added trim power from the energized trim relay is applied
together and compared with the elevator servo power as the TRIM ARM DN A output to the trim system.
level; this comparison checks that the two motor The decoded trim command enable activates the trim
voltages vary from the null level (+14 V dc) by an command circuits. Number 1trim power from the
equal and opposite amount (ie, +15 V dc and +13 V energized trim relay is chopped at a 1-Hz rate. The
dc). If the error check and the torque (motor) check resulting variable duty cycle (+28-Vdc/open pulses)
are both within acceptable tolerances, the elevator TRIM CMD DN A output is applied t o the trim
SVO MON FB logic is valid. This discrete is read by system. The arm and command trim outputs are
the I/O processor through a multiplexer (sheet 3/5). monitored by the 1/0 processor through a
Identical monitor checks are performed on the multiplexer (sheet 315).
aileron and the rudder servo voltages.
The right FCC provides the channel B pitch trim
The FCC interlock monitor circuit performs control. This circuit generates the copilot pitch trim
combinational logic checks to generate the interlock fail annunciation, TRIM ARM UP B output, and
discretes that enable the APP engage relays. These TRIM CMD UP B output. Operation is as described
monitors consist of the three SVO MON FB servo above for the channel A circuits.
monitors (described above) and four internal
processor monitors. The elevator SVO MON FB, The pitch trim system contains a rate generator that
aileron SVO MON FB, 65 AP MON (YO processor returns pitch trim servo feedback t o both FCC
autopilot monitor), and 86 AP MON (main processor computers. This PITCH TRIM RATE analog signal
autopilot monitor) conditions must all be valid to is applied t o the I/O processor circuit in both FCCs.
apply a valid +28-V dc AP MON INTLK output to the Note the Beech pitch trim interface shorts these two
AP engage circuit in the autopilot panel. The rudder pins unless trim is running.
SVO MON, 65 YD MON (YO processor yaw damper
monitor), and 86 YD MON (main processor yaw This sheet also shows the AP DISC switches. +28-V
damper monitor) conditions must all be valid to dc power is applied through the AP DISC switches to
apply a valid +28-V dc YD MON INTLK output to the APP and to an airplane trim relay. Normally
the YD engage circuit in the autopilot panel. These this relay is off, and power is applied through the AP
interlocks are also read by the I/O processor through DISC switches and the relay t o APP and FCC
a multiplexer (sheet 36). discrete inputs. When either AP DISC switch is
pushed, power is removed, and the autopilot and yaw
Both FCC computers function together to apply pitch damper disengage.
trim control to the Beech supplied pitch trim system.
Each FCC contains two decoding latches, a trim When either MANUAL TRIM switch is pushed, the
relay, trim arm circuits, and trim command circuits. relay (momentarily) energizes and the autopilot (but
not the yaw damper) disengages. If the MANUAL
The left FCC generates channel A pitch trim control. TRIM switch is pushed again, the relay energizes
A latch circuit decodes trim fail logic and trim relay again. The FCCs then provide an output (through
enable logic from the DO-D7 1/0processor bus. If the the IOCs and the DAU) to cancel the flashing and
processor detects a failure, trim fail logic switches a aural disengage alerts. This function allows the
transistor to apply a TRIM FAIL ANN A ground operator to cancel the autopilot disengage warnings
output t o the pitch trim fail annunciator. Decoded without disengaging the yaw damper.
trim relay enable logic energizes a 2-pole trim relay
When energized, this relay passes number 1 +28-V

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


On page 4-194, right column – 2nd paragraph, “TRIM ARM DN A” is changed to “TRIM ARM UP A”.
In the right column - third paragraph, “TRIM ARM UP B” is changed to “TRIM ARM DN B”.

523-0775807-07411A Dec 2/04
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


Figure 4-8-1 (Sheet 7 of 9) is revised as shown in the partial diagram below.

523-0775807-07411A Dec 2/04
The trim system also applies two discrete disengage

outputs directly t o the APE The TRIM DISC A
r---------------------------- 1
output applies a disengage ground to the APP when INSIDE IAPS EECH PlTCl
manual trim is applied. The TRIM DISC B output M INTERFA
applies a disengage ground to the APP when P/O FCC-4007 NO. 1 +28 v DC
emergency trim is applied.

+28 v DC
65 A P / m M O N A
+28 V DC NO. 1
TRIM RELAY PWR A 86 A P / m MON-
(SHEET 4)
I
I
I <069-X1
I
I
I
I DO-Dl5- LATCH = 65 I
BEECH PITCH
TRIM ACTUATOR:
II (SHEET 4) TRIM
CMD (+) c/ +a v D~/OPEN
-TRIM
I
CMO (ON) A r(lll-XI
PULSES
J925-E
J925-K
- 48
- 47 }
-c
-c
PITCH
TRIM
RATE
?
i
rL
-
(SHEET 3)
- PITCH
I I I b 3
R/P2 P/O FCC-4007 NO. 2
FAIL B
-1 PITCH
1 47 -.
+28 v DC I
(SHEET 5) I
+28 v DC L I
I
SVO MON FB -AP
I
I
MON (INTLK) I
I
I 57 - Lm MON (INlLK) I
I
+28 V DC NO. 2
TRIM RELAY PWR B 86 A P / m M O N A
I
(SHEET 4) I
I 62 - I
+28 v DC I I
: 63 -TRIM ARM
I
NOT CONNECTED
-Rg 71.
I
I -- I
I I
I LATCH I
II
OO-DIS-
+28 v OQOPEN -- 6 5 -TRIM
I
CMD K112-X1
QI
(SHEET 6) PULSES
BEECH PITCH
TRIM INTERFACE
I I
n I
- I
>
I
L J. . . . . . . . . . . . . . . . . . . . . . . . . . (EMERG) TRIM DISC 8 (DISENG)
L A Y
K059-C1
K058-Cl - (MAN) TRIM 01% A (DISENG)

m DISC A -
"
m DISC B' -
r"j AP DISC A-
FIRST PUSH OF
-
TRIM BUTTON
0 AP DISC B- (AP DISCONNECT)
(SHEET 1)
1 NO. 2
+28 v DC PWR
I
TRIM BUTTON PUSHED h SECOND PUSH OF

TRIM BUTTON
U & (CANCELS ALERT)
CGD-4644-ID-AC-7


theor?/of operation 523-07758IO
Refer to figure 4-8-1, sheet 8. The ATC-4000 trim ARM RT logic and CMD LT duty cycle output
automatic trim coupler generates roll trim arm and from the computation circuit are applied to the gate
command outputs to the Beech supplied roll trim inputs of FET drivers. These output drivers are
system. This system automatically nulls powered by "switched"+28 V-dc applied through the
aerodynamic forces that the aileron primary servo is cutout relay. The relay is controlled by the trim
required to hold when the autopilot is engaged. monitor, and ensures that the arm and command
outputs to the roll trim system are simultaneously
Note that the ATC is inside the IAPS card cage. removed if a failure occurs.
figure whenever a function can be accessed on an Trim arm results in +28-V dc output logic from the
external connector. ATC (ARM RT = +28 V dc at pin W3-40). Trim
command results in a l-Hz variable duty cycle
The ATC consists of a computation circuit, and two (+28-V dc/open pulses) output from the ATC (CMD
identical driver/monitor channels that operate LT = pulse output at pin RP3-41).
together t o provide the roll trim outputs. The
computation circuit is described below, followed by a The channel A trim monitor circuit contains
description of the channel A driver and monitor threshold detectors and two trim monitor PALS.
circuits, and by a list of channel B operational This circuit generates discrete cutout relay control
differences. and trim fail outputs.
The computation circuit monitors configuration The threshold detectors monitor aileron servo motor
strapping and the aileron servo motor drive from the drive from the FCC computers, roll trim rate from
FCC computers. This circuit calculates directional the trim system, and an internal reference voltage.
arm and command outputs that are applied through Input comparators apply both magnitude and
drivers to the roll trim system. directional motorhate information to the detectors.
Detected parameters are applied t o the 1A trim
The IAPS configuration (R-PGM straps) and internal monitor PAL.
ATC confguration (dipswitch settings) discretes are
applied to the input of a compare PAL. If the The 1A trim monitor PAL functions with the
configurations are both valid and compatible, threshold detectors to recognize the following
discrete outputs are applied to address a PROM and failures: inoperative trim (servo holding torque and
to enable roll trim calculation (CONFIG VALID). no detected trim motion), runaway trim (trim motion
and no servo torque), trim in the wrong direction
The aileron servo motor drive from the FCCs is (incompatible torque/trim polarity), trim command
applied to a servo force amplifier (drive is applied timeout (trim commanded for an excessive amount of
also to the trim monitors). The force amplifier senses time), and 2-way trim (trim arm or command in both
the amount and direction of primary servo torque directions at the same time). This PAL also monitors
output. This analog signal is converted to digital, the power valid logic output from the 2A PWR
format and applied to the remaining PROM address module. A discrete TRIM FAIL 1A output is applied
inputs. to the 2A trim monitor PAL.
The PROM is a lookup table that provides trim The 2A trim monitor PAL monitors the TRIM FAIL
output data corresponding to configuration and the 1A discrete (described above), A p ENGAGE logic
current servo torque value. The PROM data output from the APP (disables automatic trim if autopilot is
and a digital sawtooth from a free-running counter not engaged), and roll trim feedback from all four
are applied to the roll trim calculator circuit. This arm and command output drivers. If a failure is
circuit contains a magnitude comparator that detected, the TRIM RELAY CONTROL A output
compares the PROWcounter values, and then deenergizes the cutout relay t o remove the trim
applies programmed arm logic (ARM RT/ARM LT) outputs. A discrete TRIM FAIL A output from the
and command duty cycle (CMD RT/CMD LT) outputs PAL also switches a transistor to ground pin lUP3-4
to the A and B channel trim drivers. and light an external roll trim fail annunciator.
The channel A trim driver circuit consists of FET

transistor drivers and a cutout relay. Computed

I The 2A PWR module in the U P S provides ATC
channel A operating power. This power originates
I from number 2 +28-V dc airplane input.
I
INSIDE IAPS
I
I BEECH ROLL
TRIM INTERFACE
- I + 5. V DC
.. ATC-4000 I
BEECH ROLL
TRIM INTERFACE
-
The 1A PWR module in the IAF'S provides ATC
channel B operating power. This power originates I R/P3 I
from number 1+28-V dc airplane input. Channel B I -
contains trim monitor circuits and output drivers I -
IAPS-
15
c
-ARM RT--
I
R PGM
STRAPS $2; (;PNFIG VALID f CALCULATOR
CIRCUIT -ARM LT--
RT * 21 - x2
that process the ARM LT and CMD RT outputs to PAL
-CMD
- - -CMD LT +
the roll trim system. I CONFIG
SWlTCHES 21 - x l
AIL SVO
I MOTOR A PROM
-
i Internal operation is independent, but identical t o I (SHEET 4)
(L/P4-C)-=
I that described above for channel A. I AIL SVO-

MOTOR 8
I
I
(SHEET 4)
(R/P4-C) I SERVO
FORCE
AMPL
REF V
I
41 -ROLL TRIM- 20-82
I
- AP ENGAGE A T
I
I
AP ENG-
LEVER UP A
(SHEET 1)
(L/P2- 32)
I
1s
TRIM
074-X
I
I
I
I
-ROLL TRIM RATE (H)+
R
5 -
COMPARATORS &
RT/LT
TRIM M S
I TRIM FAIL 1A
075-X JLL TRIM RATE (L)- 6 - RT/LT
PWR VALID 2 A
CHANNEL B
46 20-xi
I .2D-X1
I
I
I
2 1 -Bi
I
I
I
I REF V
I -PWR VALID 1A-

I COMPARATORS
I
I
I -
I
I
I
* 44
45
TRIM M S - r
RT/LT - 50 c
I A / C ANN
TEST SWlTCH
(GND = TEST)
I
AP ENG
LEVER UP B
I
(SHEET 1
I
I
I
(R/P2-321
I I
CGD-4644-10-AC-8
FCS (FCC-4007) System Schematic (ATC)


Refer t o figure 4-8-1, sheet 9. This sheet shows the

rudder boost sensors and related airplane switch
wiring. The integrated rudder boost function is built
into the FCC computers. Rudder boost is designed to
reduce the operator pedal force that is required
during an engine-out situation. Engine-out sensing
is based on dual engine bleed air pressure sensors
that are installed on each engine. When the sensed
differential bleed air pressure exceeds a
predetermined level, the FCCs command the yaw
servo t o run an amount proportional t o the
differential pressure.
The dual engine pressure sensors are schematically

represented by A and B potentiometers located at
each engine. These potentiometers are powered by
auxiliary +12 V dc from the 1A and 2A PWR modules
in the LAPS. The wiper voltage is proportional to the
engine bleed air pressure. This pressure voltage
(and a ground reference) from each sensor is applied
to an analog receiver in one FCC computer. Note
that both FCCs receive an input from each engine.
A remote RUD BOOST switch arms or disables the

rudder boost function. This switch applies a +28-V
dc arm voltage to both FCCs (monitor input discrete)
and t o a pair of airplane relays.
When the RUD BOOST switch is set to OFF, rudder

boost is disabled and a remote RUDDER BOOST
FAIL annunciator lights. The FCC controls this
annunciator through the DAU.
When the RUD BOOST switch is set to ARM, rudder

boost is enabled. The RUDDER BOOST FAIL
annunciator is normally off (if thrust reversers are
stowed and no failures are detected by FCC boost
monitors). The FCC lights this annunciator if a
rudder boost failure is detected.
The rudder boost airplane relays are operated by

RUD BOOST REQUEST discrete logic from the
DAU. When the FCCs detect excessive bleed air
pressure differential, a request for rudder boost is
coded onto the FCC output bus. The IOCs map this
data t o the DAU, which applies discrete ground
outputs to energize the relays.
When the relays actuate, +28 V dc is applied t o

engage the rudder servo. The rudder servo engage
clutch may be powered by the APP autopilot panel or
by the rudder boost relay. Either source energizes
another relay to apply APP/BOOST ENGAGE power
to the servo.

LEFT ENGINE I RIGHT

PRESSURE
ENGlNE
PRESSURE
SENSOR I - +12 v
SENSOR
; ; : , i r -+
+ ~
V DC AUX 1A
1A -
L-ENGINE PRESS A
+12 v - -1+12
~ v
I
II
3 }L-ENGINE PRESS B = cR-ENGINE PRESS B {
*qB
FCC NO. 2
,‘5”,?
NO. 2 RUD BOOST ARM B

+28 V DC POWER
I &dLQ- +28 V DC ANN DIM BUS
RUDDER
svo
+28 v (SH. 4)
+28 V = ARM = ARM
ENG CLUTCH
APP/BOOST ENGAGE
(+v = ENGAGE)
RUD BOOST REOUEST A -
I - RUD BOOST REOUEST
34
RUD BODST REOUEST B -
THRUST REVERSER POSITION RUDDER BOOST
(GND=DEPLOKD). REVERSERS
MUST BE STOWED FOR RUDDER
BOOST OPERATION.
RUD BODST FAIL +28 V DC LTG BUS

CGO-4644-10-AC-9
FCS (FCC-4007) System Schematic


theov of operation 523-0775810

Bevised 12 March 1997 4-201

4.3.8 FMS (Flight Management System) The number 2 CDU-851/860 is on the copilot side of
FMC-85X the instrument panel and provides mode selection for
the right side PFD, weather radar, and flight
4.3.8.1 0vervie w management functions. Note that this CDU allows
the copilot to conveniently and independently control
The FMS system provides cockpit management, WXR/FMS functions, even though the WXR and
flight management, diagnostic, and optional MIS (usually) FMS are not dual systems. The CDU
information functions. Cockpit management applies mode selection and control data through the
functions include: large display mode/parameter CDC (or right FMC) to the IAPS data concentrators.
control, weather radar control, radio altimeter A reversion switch blanks the CDU when set to REV.
control, and (secondary) radio sensor tuning control.
Flight management functions include: lateral Note that the CDU-860 is an enhanced version of the
point-to-point navigation (using multiple NAV CDU-851. The CDU-860 is an improved model that
sensors), lateral flight plan management, and has a full-alphanumeric keyboard and additional
lateralhertical steering command output to the flight capabilities for future expansion. The CDU-860A is
control system. Most of the avionic system the same as the CDU-860, but also contains an AFIS
diagnostic functions are resident in the FMS interface card for use with the non-Collins AFIS
computers (refer to the maintenance section for DMU data management unit. An MIS button
details). AFIS is a non-Collins airborne flight causes the CDU to display MIS page data. Other
information system that provides message exchange CDU controls are the same.
and reception of weathedflight plan data.
The number 1AAP-850/851 provides radio altitude
The normal FMS contains two control display units, control functions. Use the AAP t o select decision
two altitude awareness panels, a course heading height altitude, reporting altitude, and minimum
panel, a flight management computer (consists of two descent altitude. This data is applied through the
LRMs), a data base unit, and a copilot CDU coupler. left CDU t o the FMC-851B/C (in the U P S ) . The
This FMS is a single (not dual) system that uses two AAP also contains an RA TEST button that applies
CDU controllers. An optional dual FMS system may a discrete output (to the RAC-870) to initiate self-test
be installed; this system includes two computers mode in the ALT-55B radio altimeter.
(four LRMs), a serial DBU, and no CDU coupler.
Refer to figure 4-9. Each LRU is described below: The number 2 AAP-850/851 is on the copilot side of
the instrument panel. Radio altitude control data is
CDU-$51/860/860A Number 1Control Display Unit applied through the right CDU to the CDC (or right
CDU-851/860/860A Number 2 Control Display Unit FMC). A n RA TEST button also applies a discrete
AAl?-850/851 Number 1Altitude Awareness Panel output (to the RAC-870) t o initiate self-test mode in
AAP-850/851 Number 2 Altitude Awareness Panel the ALT-55B.
CHP-850 CourseLHeading Panel
FMC-851B/C Flight Management Computer Note that the AAP-851 and the AAP-850 are
(quantity 2 for dual FMS) functionally the same; the AAP-85 1 contains an
FMC-852BIC Navigation Computer (quantity 2 for improved panel layout.
dual FMS)
DBU-850 Data Base Unit (or DBU-4000 for dual The CHP-850 provides course selection, heading
FMS) selection, and joystick control outputs. Two course
CDC-850B/C Control Display Coupler (not installed knobs allow independent lewright courses to be
for dual FMS) selected through the CDUs. A single, ganged
heading knob provides selected heading outputs to
The number 1CDU-851/860 provides primary mode both of the CDUs. The joystick scrolls MFD page
selection for left side PFD, weather radar, and flight data or selects a position on an MFD map display.
management functions. The CDU also provides a
secondary method of entering radio freque'ncies and The number 1 FMC-851BIC and the FMC-852B/C
codes (applied to the onside RTU). The CDU applies computers are in the U P S card cage and function
mode selection and control data through the together as one airplane flight management
FMC-851B/C to the IAJ?S data concentrators. A computer. This integrated computer communicates
reversion switch blanks the CDU when set t o REV. with the left CDU, cross-side coupledcomputer, W S

data concentrators, MFD display, and a DBU disk

drive. Note that the FMC-851C and FMC-852C are RA TEST-1
T
P-
enhanced versions of the FMC "B" units. The 'IC" TEST
RA TEST-2
computers are improved models that provide vertical

navigation (VNAV) and contain additional
RPT ALT/MDA
capabilities for future expansion. DH
i I
SET DH SET
The FMC-851BlC receives CDU keyboard and

SET
sT
; I
AAFVCHP control words on the L-CDU-1 bus;
processed page data is then returned to the left CDU
on the L-FMS-3 bus. Cross-channel data is
exchanged with the CDC/FMC on the L-FMS-4 and
R-FMS-4 buses. All four LAPS data concentrators
LB-GP BUS 3
supply information to the FMC-851BlC on the IOC-4 I OF CDU-860A.
INSTALLATION
(SINGLE FMS) I
buses; these four buses provide a redundant set of CDU L_--_-___--_--_--___~ CDU
- SWlTCH - -SWlTCH -
lefthight parameters required by the FMS and
diagnostic systems. The FMC-851BlC applies . - - CRS-1 SEL CRS-2 SEL 0
.
NORM NORM
display control data on the L-FMS-1 data bus REV
* HDG-1 E L HOG-2 SEL
REV
(through LAPS data concentrators) to the large

SWTCHES ARE PART
displays. The FMC-851BlC also generates t
OF IDS SYSTEM JOY
geographic map, FMS page, and diagnostic data.
II I I II
This information is transmitted t o the MFD (on the
L-FMS-2 data bus) when requested.
The FMC-852BlC provides the navigation and flight

DUAL FMS OPTION:
JOY
STICK
I
L-CDU-1 1
L-FMS-3
r L-FMS-2
R-FMS-5
R-CDU-1
guidance function for the FMS computer. The 1 t t INSIDE IAPS t I

FMC-852BlC also contains the disk drive controller. I I
- L-FMS-4 I
I I
The DBU-850 is a 31l2-inch (DSDD) disk drive that -_ _ --- -- -- FMC- 851B/C
NO. 1
CDC-85OB/C
I
I c R-FMS-4 -
is used to load data base updates (etc) into the FMS I I I
L-FMS-4
or to download diagnostic data (etc) onto a disk. The FMC-851C I I IOC-4
I
NO. 2
R-FMS-4 I I I I II
FMC-852BlC controls the disk drive interface. I L-FMS-1
I DATA XFR I
I IOC-4
The CDC-850BlC CDU coupler is in the IAPS card I DATA XFR I
cage. This LRM processes keyboard and AAPlCHP I II _I
data from the right CDU and returns page formatted
FMC-852B/C
display data to the CDU just like the FMC-851BlC.
However, the CDC does not contain any flight
management processing circuits. Communication
with the cross-side FMC circuits and the IAPS data CGO-0656-17-AC-17
concentrators is as described above for the

FMC-851BlC. Note that the CDC-850C is an
enhanced version of the CDC-850B. Use the
CDC-850C in a single FMS system with the
FMC-851C and FMC-852C computers.
In a dual FMS system, a second pair of FMC

computers is installed in the IAPS instead of the
CDC-850BlC coupler. These computers provide a
complete and independent FMS system for the
copilot. A serial DBU-4000 data base unit is also
installed so that data base updates can be loaded into
both left and right FMS systems. FMS (Flight Management System)
FMC-85X Overview
@re 4-9

4.3.8.2 System Schematic When set to MDA, the knob sets the minimum
descent altitude value.
AAP-850/851 altitude awareness panels. This knob is a rotary knob and pushbutton switch
assembly, similar to the DH knobhwitch assembly
Each AAP contains knobs and switches that allow previously described. This control selects onside
the operator to select radio altitude related reporting altitude or minimum descent height, as
parameters. The number 1AAP inputs commands to determined by the RPTMDA toggle switch. Push
the pilot side CDU (and then into the FMC-851BE). the SET switch t o apply a momentary ground
The number 2 AAP inputs commands to the copilot discrete to the onside CDU. This discrete selects or
side CDU (then into the CDC-850BK or right deselects the PFD reporting altitude (or minimum
FMC-851BK). AAP controls include a decision descent altitude) display; turn the knob to apply SET
height (DH) knob and SET switch, RA TEST button, A and SET B 3-state logic to change the displayed
RPTMDA function selector, and a reporting altitude value. The SET A and SET B voltage outputs (pins
(or minimum descent altitude) knob and SET switch. P1-7/8) are as previously described for the DH knob.
Either the AAP-850 or the AAP-851 may be installed.

The AAP-851 is the preferred model. The AAP front
panels are laid out differently, but operation and
rear connector pin functions are the same for both
units. The following paragraphs apply to both AAP
panels.
The DH knob and SET switch is a rotary knob and

pushbutton switch assembly that selects the onside
decision height value. Push the SET switch to apply
a momentary ground DH SET ON/OFF discrete to
the CDU. This discrete is transmitted through the
CDU to the FMC or CDC and selects or deselects the
PFD decision height display. When decision height
is displayed, turn the DH knob to apply DH SET A43
logic to change the value displayed on the PFD. The
DH SET A/B outputs consist of 0.5- or 5.0-V dc
discrete levels set by a rotary 3-state logic generator.
One of the three following voltage pairs is
sequentially generated at the SET A (Pl-1)and SET
B (Pl-2) output pins as the knob is turned.
SET A SET B
0.5-V 0.5-V
5.0-V 0.5-V
0.5-V 5.0-V
The RA TEST button is a momentary switch used t o

select radio altimeter self-test mode. When this
button is pushed (on either of the AAP panels), a
discrete ground is applied t o the RAC in the radio
sensor system. The RAC then initiates the ALT
self-test mode.
The RPTMDA toggle switch selects the function of

the adjacent rotary knob/pushbutton switch
assembly. When this switch is set t o RPT, the
adjacent knob sets the reporting altitude value.

AAP NO. 1 AAP NO. 2
AAP-851 AAP-851
OR OR
AAP-850 AAP- 850
--
CDU CDU
NO. 1 NO. 2
(SH 4 OR 14) (SH 6 OR 16)
' I ' I f I
I ! ! I
P1 P1 I ' i I
-OH SET A : ! I ROTARY I
-
P1 I !
17 OH SET A 17 1 -
16 OH SET B 16
14 - OH SET ON/OFF 14 -OH SET ON/OFF l l
32 - RPTIMDASEL 32 -=/MOA SEL 6

P
I
I
I
I
I
I
50
49
-
- RPT/MDA SET A
RPT/MDA
-
SET B -
50
49
-RPT/MDA
-RPT/MOA
SET A
SET B
-7
-8
47 - RPT/MDA SET ON/OFF - 47 -RPTIMDA SET ON/OFF -15
E
- 33 - SWITCH COM 33
I
115 V AC
LTG BUS
I H - m
L - m
115 V AC
LTG BUS
I
L - - 5
I
CHASSIS GND
SELF TEST
-
- -
CHASSIS GND
SELF TEST
- 10
-3 I- - _______ J
I
I
I
I 7 11
CGO-0656-17-AC-1
FMS (FMC-85X) System Schematic (AAP112)


Refer to figure 4-9-1, sheet 2. This sheet shows the SEL A/B logic and HDG-2 SEL A/Blogic are applied
CHP-850 course/heading panel. The CHP contains through the CDUs to the FMC and the CDC (or right
a joystick, two course select controls, and a heading FMC) respectively This HDG SEL A and SEL B
select control. voltage output is identical t o the CRS SEL A and
SEL B output described above.
The joystick applies up/left/down/right directional
commands to control the MFD display The JS COM Push the HDG control to apply momentary HDG-1
center lead of the joystick is connected to a ground in SYNC and HDG-2 SYNC ground discretes through
the MFD. This reference level is returned directly as the CDUs to the FMC and the CDC (or right FMC).
the JS UP, JS LT, JS DN, or JS RT cursor command This action zeros any heading error and makes the
to the MFD. selected heading the active heading.
The CHP provides two identical course knob Note that the left and right CDU interfaces are
assemblies. The CRS 1knoblswitch provides course completely separate from each other. Each interface
control inputs to the pilot side CDU. The CRS 2 ground is isolated from the other and tied t o an
knoblswitch provides course control inputs t o the internal ground in the appropriate CDU.
copilot side CDU.
The CRS 1 knobhwitch is a rotary knob and

pushbutton switch assembly Turn this knob to
change the selected course display on the pilot side
displays. When the knob is turned, CRS-1 SEL A/B
logic is applied from the CHP through the left CDU
to the FMC-851BK. This CRS-1 SEL A/Boutput
consists of 0.5- or 5.0- V dc discrete levels set by a
rotary 3-state logic generator. One of the three
following voltage pairs is sequentially generated at
the SEL A (Pl-8) and SET B (Pl-7) output pins as
the knob is turned.
SEL A SEL B
0.5-V 0.5-V
5.0-V 0.5-V
0.5-V 5.0-V
Push the CRS-1 control t o apply a momentary

ground CRS-1 DIRECT TO discrete to the CDU.
This discrete is transmitted through the CDU to the
FMC-851B/C and causes the selected course value to
be replaced with the active (and valid) bearing t o the
station.
The CRS 2 knob/switch operates like the CRS 1

assembly, but applies 3-state CRS-2 SEL A and SEL
B (pins P1-2/1)voltage and a discrete CRS-2 DIRECT
TO ground through the right CDU t o the
CDC-850B/C (or right FMC). This control changes
the selected course display on the copilot side
displays.
The HDG knobhitch is a dual-control rotary knob

and pushbutton switch assembly. Turn this knob to
change the selected heading value on both left and
right side displays. When the knob is turned, HDG-1

CHP
CRS 2 9
//
// --------- J
I I
I I
I I I I
I I I I I PANEL
I I I I LIGHTS
-
I n
P1 I~ ouP
I I
-
I I
!
-
I I P1
5J JS UP I I 25- H
MFD 5G
NO. 1 / 2 5H
5F
9F
-
-
JS LT
JS DN
JS RT
JS COM
21
22
9 1
I
I
I
I
I
I
I
I
I
I
I
I
115 V AC
’ LTGBUS
L FIG 4 - 4
I
I
I
I
I
I
I
I
I
I 13 - L
I I CDU
CDU I I
NO. 1
(SH 4 OR 14)
I
I
I
I
11
I -CHASSIS GND I. 2
OR 16)
I I
I
I P1
I
I 2 CRS-2 SEL A 1
3-STATE
I I
I I LOGIC CRS-2 SEL B 2
1
I I
I
I
I
I P
_----
L
- I-
I
i_---l---’
L--.
I
I i
18
CRS-1 DIRECT TO
SWITCH-1 COM - 18
19
*
GND REF
0 I
I
I
I
,4‘
4 0
GND REF
15
14
CRS-2 DIRECT TO
SWITCH-2 COM
4
18
,’ I ‘\
,,‘
,
I
I
‘\
,
,
, I ‘
35
HDG-1 SEL A
HDG-1 SEL B
-
0 ’ ROTARY
3-STATE
LOGIC
GEN
&,
,, I
I
I
I
I
I
‘\
I ROTARY 4 HDG-2 SEL A 34
35
37 HDG-1 SYNC 37
J I
CGO-0656-17-AC-2
FMS (FMC-85X) System Schematic (CHP)


Refer to figure 4-9-1, sheet 3. This sheet shows the decoder.

power, data bus YO, and display portions of the
number 1CDU-851/860 control display unit. Sheet The character generator is a stroke draw circuit that
4 shows the panel I/O and the keyboardfline key provides the video and deflection drive to illuminate
portions of the unit. Refer to sheets 13 and 14 for images on the screen. A FIFO (first in, first out)
the number 1CDU-860A. memory circuit provides data transfer between the
microprocessor (DO-D7)and the stroke draw circuits
Either the CDU-851 or the CDU-860 may be (char). Character color and character select display
installed. The CDU-860 is the preferred model. This information are decoded from the microprocessor
unit has an improved keyboard and additional bus.
capabilities that may be used for future expansion.
The character color information is applied to a video
The number 1+28-V dc airplane supply powers the generator. The video generator converts this
left CDU. The low-voltage power supply generates information into red, green, and blue video color
internally required voltage levels, powers the video outputs. These color outputs are applied to the three
power supply, and provides drive to the high-voltage cathode drivers in the video amplifier. A video delay
regulator. The video power supply generates is added to sync the cathode drive with the yoke
additional voltage levels required by the video deflection signals.
circuits, as well as the screen (300-V dc) and filament
(heat) outputs to the crt. A discrete ground from the The character select information is applied t o a
onside CDU reversion switch disables the power character sequence counter. This circuit counts out
supply when the switch is set to REV position. the address of the selected character. Character
PROMs "look up" the character associated with this
The high-voltage regulator provides drive to the address and apply appropriate timing and digital
high-voltage power supply A feedback (V sense) line deflection outputs. The timing associated with the
provides a monitor return used to regulate the selected character is applied as a control input to the
amount of drive. The high-voltage supply outputs draw time counter. This counter generates
are the anode (15-kV dc) and focus (2.7- to 4.3-kV dc) appropriate video delay and multiplexer control
levels supplied t o the crt. A power monitor circuit logic. The video delay is applied t o the video
provides a shutdown control, which disables the generator and the video amplifiers to ensure that the
high-voltage supply (through the regulator) and cathode drive and deflection outputs are applied
blanks the display if power limits or phosphor simultaneously to the crt assembly
protect limits are exceeded.
The digital deflection output from the character
A single microprocessor directly reads the L-FMS-3 PROMs is applied to two multiplexer circuits. These
input bus, directly writes the L-CDU-1 output bus, multiplexers are enabled by control logic from the
and controls the crt display operation. This draw time counter t o decode horizontal and vertical
processor also reads input data from the control analog deflection voltages. The POS knob signal is
panels and the keyboard assembly The L-FMS-3 added t o the vertical analog deflection voltage (POS
RS-422 input bus brings page formatted display data adjusts CDU displayAine key relative positioning).
from the FMC-851B/C computer. The L-CDU-1 The position voltages are integrated and then
RS-422 output bus supplies CDU keyboard control adjusted for proper offset, gain, and linearity. The
data and AAP/CHP panel control data t o the resultant horizontal and vertical screen position
FMC-851B/C computer. The microprocessor uses voltages are converted to current outputs by the
three ports to control CDU operation. Port 0 sources deflection power amplifiers. These current outputs
the primary internal 8-bit bidirectional data bus. are applied t o the yoke of the crt assembly and
This DO-D7 bus provides display information to the deflect the electron beam t o the proper X and Y
character generator through a FIFO and gathers coordinates on the screen.
program memory data, AAP/CHP panel control data,
and CDU keyboard data for use by the processor. The front panel BRT knob input and the +28-V dc
Port 1 is used to read RPT/MDA knob function lighting bus input are applied to an intensity control
selection from the onside AAP,to read internal FAIL circuit. This circuit provides analog screen intensity
logic, and t o address a control decoder. Port 2 is bias output t o the video amplifiers.
used t o address the program PROM and the control

A power monitor circuit generates shutdodfail

protection outputs if crt levels or power levels exceed
preset limits. The vertical deflection return voltage II
NO. 1 P I 0 CDU-851/860 NO. 1
(from the yoke) and a sampling of the red, green, and +28 V DC P1
(NON-AFIS UNITS)
7 z ;:
HIGH V SENSE
blue video drive signals are applied t o a phosphor LOW VOLTAGE SUPPLY LEVELS VOLTAGE HIGH
protect circuit. If any of these signals become
--- 23
-
DSBL
PWR SUPPLY
REGULATOR ' VOLTAGE
POWER
ANODE (15 k V DC)
excessive or get lost, damage to the crt could result. SHUT SUPPLY FOCUS (2.7 TO 4.3 k V DC)
The phosphor protect circuit then applies a discrete VlDEO DOWN
which trips the power monitor. The +24-V dc power

SUPPLY LEVELS
I
.. -~ (30
SCREEN .-- d DC)
-
POWER BUS GND 9 71 FILAMENT (t ,T)
reference level is also monitored and will trip the
CHASSIS GND 41 1
- I I I
power monitor should this level become
I
/iJ7
unacceptable. When either of these two conditions h C ~ 8 5 1 B / c O ~ 1
occurs, the power monitor shuts down the I (SHEET 7)
I
high-voltage regulator (to prevent damage to the crt) I 6
L-FMS-3
and toggles a transistor to report a fail condition to
the microprocessor.
I 7
I I
39
I DECODER CONTROL
40
I n
L -INSIDE
- -IAPS
-_l I I
NOTE BUSSES ARE RS-422.
CHAR -
+5 V DC
+15 V DC
PHOSPHOR
INTENSITY PROTECT
+28 V DC- CONTROL
LTG BUS
-15 V DC
FILAMENT SCREEh -0cus ANODE
VlDEO GUNS
4
(CATHODES)
BRT KNOB
(SHEET 4)
q 5
CHAR COLOR
1 I CONVERGENCE/ IIt
TIMING DRAW TIME
COUNTER
I --
P U R l n MAGNETS
CHAR
SELECT 1I Fc&T: II CHAR
ADDR PUAP
DEFLECTION
A'4PLS
DlI,u
COUNTER DEFL HORlZ HORIZ _] DEFL
T
INT
I POS KNOB LINEARITY

(SH. 4) ADJUST
VERT DEFL
INTEGRATOR
CGD-0656-17-AC-3
FMS (FMC-85X) System Schematic (CDU 1)


Refer to figure 4-9-1, sheet 4. This sheet shows the onto the DO-D7 microprocessor data bus.
panel I/O and the keyboaraine key portions of the
number 1CDU-851/860 control display unit. Sheet Note that discrete outputs from the two large knobs
3 shows the rest of the unit. Refer to sheets 13 and are latched onto the data bus, not read through the
14 for number 1CDU-860A. keyboard encoder. The line keys are used primarjly
t o input menu selections. The keyboard contains
Discrete data from the pilot side AAP and the CHP format select keys, radio tune keys, FMSNAV
is applied t o a latch circuit. This panel 1/0 data is control keys, scroll keys, and a set of alphanumeric
read from the latch onto the DO-D7 bus by the keys.
microprocessor and supplied t o the FMC-851BlC
computer. A brightness control knob and a position control
knob provide potentiometer inputs to circuits shown
The following discrete inputs are received from the on sheet 3. The BRT knob controls display intensity.
AAP. RPT (ground)/MDA (open) SEL logic is read The POS knob controls text display and line key
directly by port 1 of the processor; this discrete relative positioning.
defines the function of the AAP unlabeled control
knob as either reporting altitude (RPT ALT) or as
minimum descent altitude (MDA). SET ON/OFF
logic is read through the latch; this momentary
ground requests the reporting altitude or minimum
descent altitude display. SET A/B logic is read
through the latch; this 3-state logic input changes
the reporting altitude or minimum descent altitude
display. DH SET ON/OFF logic is read through the
latch; this momentary ground requests the decision
height display. DH SET A/B logic is read through
the latch; this 3-state logic input changes the
decision height display. The SWITCH COM ground
is wired t o the AAP ground to ensure common
reference.
The following discrete inputs are received from the

CHP. The SWITCH COM-1 ground is wired t o the
left CHP ground to ensure common reference. CRS-1
SEL A/B logic is read through the latch; this 3-state
logic input changes the number 1 selected course.
CRS-1 DIRECT TO logic is read through the latch;
this momentary ground requests the direct-to-course
function. HDG-1 SEL A/B logic is read through the
latch; this 3-state logic input changes the number 1
selected heading. HDG-1 SYNC logic is read
through the latch; this momentary ground requests
the heading-synchronize function.
The CDU-851 and CDU-860 contain different

keyboarfline key assemblies. Refer to the operation
section for a view of the CDU front panels.
The CDU keyboard and line key assembly is

controlled by a keyboard encoder. This encoder
applies discrete drive logic to the keyboard, line keys,
and the two large knobs. The encoder monitors
discrete sense returns from these controls t o detect
activity. Any keyboard or line key action is encoded

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


Figure 4-9-1 (Sheet 4 of 16) contains the wrong illustration. The correct illustration is shown below.

523-0775807-05411A Mar 10/04
NO. 2 -
-
-
+20 v DC P1 INTERNAL HIGH
V SENSE
(NON AFlS UNITS)
LOW VOLTAGE
POWER
-t= 25 SUPPLY LEVELS VOLTAGE 2
ANODE (15 k V DC)
'-
26
23
-
DSBL
PWR SUPPLY
11
REGULATOR
6
SHUT
' VOLTAGE
HIGH
SUPPLY
POWER FOCUS (2.7 TO 4.3 k V DC)
VlDEO DOWN
f DC)
r)
POWER BUS GND
CHASSIS GND -
--tZ
41 DO-D7
I
(SHEET 6)
FMCZSle//C<O> 7
I (SHEET 9/10)
I
R /P1
6
7
XM TR I. I
39
I
P1- DECODER CONTROL
40
-
I - - - - - INSIDE
NOTE
-. IAPS
BUSSES ARE RS-422.

KF~T/MDA
SEL
J CHAR
1- +5 V DC =
-
(SHEET 6)
FAIL
-
- +24 V DC
+15 V DC
{ PHOSPHOR
+28 V DC-
LTG BUS
!-o 42
43 1 -aJ-l CONTROL
-15
1
V DC
I
- INTENSITY
mPROTECT
FILAMENT SCREE1 FOCUS ANODE
Lf
VlDEO GUNS
(CATHODES)
BRT KNOB
(SHEET 6)
G ;2 G3
-- RED VlDEO 7
- GREEN MDEO
BLUE MDEO : CR T
I
I
VlDEO DELAY HEATER FILAMENT

-
-
/
CONVERGENCE
DRAW TIME P u p i n MAGNE/S VERT RTN
-
COUNTER
CHAR CHAR I I DEFLECTION
SELECT ~ ADDR PROMS
CHAR PWR AMPLS
DIGITAL
I
COUNTER .-...-
.HnR17 HOR17
.. -.
INTEGRATOR OFFSET,
GAIN,
POS KNOB LINEARITY
(SH. 6)
VERT VERT ---c
INTEGRATOR
CGO-0656-17-AC- 5


Refer t o figure 4-9-1, sheet 5 . This sheet shows the

power, data bus I/O, and the display portions of the
number 2 CDU-851/860 control display unit. Sheet
6 shows the panel I/O and the keyboard/line key
portions of the unit. Refer to sheets 15 and 16 for
number 2 CDU-860A.
Internal CDU operation is described on a previous

page.

NO. 2
+28 V DC
I
P1 A
--*t= 2526 _T- -. . -

P W >UPPLY
-. . ..
INTERNAL
SUPPLY LEVELS
4
-
I 1
-
t - HIGH
VOLTAGE
REGULATOR 1-
,, rCLlrC
VOLTAIE; ANODE (15 k V DC)

. - - NO. 2
P/O CDU-851/860
(NON-AFlS UNITS)
-m- 23
DSBL
SUPPLY
POWER FOCUS (2.7 TO 4.3 k V DC)
P
8
PWR SUPPLY
VlDEO
SUPPLY LEVELS
I
POWEF1 BUS GND
CHASSIS GND - 41 1
-
(SHEET 6)
DO-07
I FILAMENT (H
FMC-85G/C<O?2 1
I
LATCH
I -
P1- DECODER H C O N T R O L
I
L -INSIDE
- -IAPS
NOTE:
--l
BUSSES ARE RS-422.
I KF~T/MDA
SEL
(SHEET 6)
:HAR
+5 V DC
+ 2 4 V DC
+ 1 5 V DC
PHOSPHOR
PROTECT
- INTENSITY
CONTROL L
SCREEb 'OCUS ANODE

- 1 5 V DC
VlDEO GUNS
(CATHODES)
BRT KNOB
(SHEET 6)
A n Gi
q d
VlDEO DELAY
HEATER FILAMENT 2
C
DRAW TIME Pl
COUNTER
I I I
g;t$T 4
CHARACTER
SEQUENCE
CHAR
ADDR CHAR
PROMS DIGITAL
DEFLECTION
PWR AMPLS
I
COUNTER HORlZ HORlZ DEFL I
INTEGRATOR OFFSET,
GAIN,
LINEARITY
ADJUST
INTEGRATOR
VERT VERT DEFL



panel I/O and the keyboard/line key portions of the
number 2 CDU-851/860 control display unit. Sheet
5 shows the rest of the unit. Refer t o sheets 15 and
16 for number 2 CDU-860A.

page.

H -I P1
28
LIGHTING -
P/O CDU-851/860
-
NO. 2
(NON AFlS UNITS)
115 V AC
LTG BUS
AAP
NO. 2
(SHEET 1)
~ / M D A
SEL
(SHEET 5 )
J
P1
6 L 32
15 RPT ALT/MDA SET ONIOFF L 47
8 RPT ALT/MDA SET B 49
e CDU-851
7 - RPT ALT/MDA SET A c 50
KEYBOARD
c IS SHOWN. HAS
CDU-860
9 DH SET ON/OFF c 14
FULL-ALPHA
2 DH SET B L 16
KEYBOARD.
1 DH SET A L 17
+5 V DC
14 SWITCH COM 33
CHP
(SHEET 2)
I
P1
14 - SWITCH-2 COM 18 I
LATCH
SENSE
I
KEYBOARD
I DRIVE,
ENCODER
2 - CRS-2 SEL A - 1 a
1 -CRS-2 SEL B - 2 c
15 -CRS-2 DIRECT TO - 4 c
-1 DO-D7
* (SHEET 5)
4 -HDG-2 SEL A 34 L
16
I
-HDG-2
-
SEL B
HDG-2 SYNC
*
* 37
35
-
e
~~ CGO-0656-17-AC-6


Refer to figure 4-9-1, sheet 7. The number 1 battery level monitor and power switch. An on-board
FMC-851BlC operates with the FMC-852BlC to battery provides backup for the +5-V dc level that
function as one complete left side FMS computer. normally is used to power the RAM (also the clock
Sheet 7 shows the FMC-851BlC; sheet 8 shows the chip). The battery voltage level (A1 LOW BATT) is
FMC-852BlC. Either the FMC-851B or the monitored by the processor.
FMC-851C may be installed. The FMC-851C is the
preferred model. This unit provides VNAV An input latch reads the discrete warn, ident strap,
computations and contains additional capabilities and the battery level monitor discrete inputs. The
that may be used for future expansion. The DISC WARN input from the 1B PWR module
FMC-851C is used with the FMC-852ClCDC-852C becomes a ground level to warn the processor that
models. The FMC-851B is used with the the PWR module is preparing to shut down. The
FMC-852BlCDC-850Bmodels. ident strap is +5-V dc since this is the left side FMS
computer. The A1 LOW BATT discrete becomes a
The FMC-851BlC contains the CDU YO, ARINC 429 ground level when the local RAM keep-alive battery
I/O, and data base processor portions of the FMS becomes weak. The A2 LOW BATT discrete becomes
computer. The 1B PWR module in the IAPS supplies a ground level when the system data base RAM
the required +/-12/+5-Vdc power levels. keep-alive battery becomes weak.
A 16-bit microprocessor controls FMC-851BlC The four UARTs allow the FMC-851BlC t o
operation using a bidirectional addressldata bus that communicate with other LRUs in the airplane. A
interfaces with two latcldtransceiver circuits. One dual UART controls RS-422 communication with the
latcldtransceiver circuit provides communication left CDU and with cross-side circuits in the
with the local address and data bus and the other CDC-850BlC (or right FMC). The L-CDU-1data bus
provides communication with the system address is input through a UART receive port; this bus
and data bus. The processor also generates parallel brings CDU keyboard and AAPlCHP panel control
SBUS outputs that are used to provide both system input data to the FMC-851BlC. The transmit port of
and local bus control. An INTERRUPT discrete from this section of the UART applies the L-FMS-3 data
the FMC-852BlC provides a direct access line to the bus back t o the onside CDU this bus provides page
processor. A PWR VALID discrete from the 1B PWR data for display on the CDU. The other section of
module resets the processor if any power output this UART controls crosstalk with the CDC (or right
varies from preset limits. FMC). The R-FMS-4 data bus is input through a
UART receive port; this bus brings right side
The local latch decodes local address from the requests for FMS data and performs part of a
ADO-AD15 bus. The local transceiver provides 2-way general data transfer function. The transmit port of
data transfer between the 8-bit local data bus and this UART section applies the L-FMS-4 data bus
the ADO-AD15 bus. This data bus gathers program back to the CDC (or right FMC); this bus supplies
data from local RAM and PROM memory, discrete the requested FMS data and completes the data
data from an input latch, received data from the 4 transfer function.
UARTs, and stored timeldate from the clock chip.
The data bus also supplies processed data to the local A pair of UARTs provide the ARINC 429 high-speed
RAM, a bank select latch (data base memory communication with the LAPS input/output
function), an output latch (direct INTERRUPT concentrators and MFD displays. The LA-IOC-4 and
access to the FMC-852BIC processor), the four the LB-IOC-4 data buses are applied through
UARTs, and the clock chip (manual clock input). receivers and alternately switched to the receive port
of the IOC UART! These two buses provide
Local memory consists of PROM and nonvolatile redundant left side IAPS data t o the FMC-851BlC.
RAM. Local address is applied through a decoder t o Bus switching occurs approximately at 10-second
access the local memory. The PROM contains intervals, allowing the processor to monitor (switch
executable routines required to perform the to) the backup bus. Input data includes radio
FMC-851BlC function. The nonvolatile local RAM parameters, MFD map request data, and diagnostic
stores selected course, selected heading, DH alert codes from the left side avionics. The transmit port
value, MDA value, RPT ALT value, WXR control of this UART returns an L-FMS-1 data bus to the 1A
words, flight plan data, radio tune preset values, and and 1B concentrators in the LAPS. This bus supplies
diagnostic data. The local RAM is powered by a radio tune data, flight plan (waypoint)data, FMS

(latitude, longitude, track, position) data, control
panel (course, heading, altitude) data, PFD mode
select data, and weather radar control data. INSIDF IAPS
FMC- I/C I
The RA-IOC-4 and the RB-IOC-4 data buses are ( ) I

- I
-
c- SYSTEM
applied through receivers, and alternately switched
t o the receive port of the MFD UART. These two I
I ADDR B U S
I
1- RAM BANK 0
I I
buses provide redundant right side IAPS data to the L----
FMC-851B/C. Bus switching occurs approximately i r PWR VALID VRAM-2 I I
at 10-second intervals, allowing the processor t o
I FMC AND CDC
MODULES ARE LOCATED
I
monitor (switch to) the backup bus. Input data
+ RAM BANK 1 Y- I IN THE I A P S CARD CAGE.
REFER TO FIGURE 4-2.
I
includes radio parameters, MFD map request data, I I
I I -1 RAM BANK 0
I I
and diagnostic codes from the right side avionics.
I I
The transmit port of this UART returns an L-FMS-2
data bus t o the MFD; this is a dedicated bus that 'I CDC/ /
CLOCK LATCH
I II I -- I
I
I
supplies requested FMS maplpage data directly t o
FMC-851( )
NO. 2
I
I I
[ I
(SHEET 9/10]
I
the MFD for display This bus provides geographic
-
XCVR
I 1 I
map data, checklist page data, diagnostic page data,
and FMS related page data information.
The system data base memory is contained on board

I
I
I
R-FdS-4
+5 V/BATT
PWR
RS-422
LOCAL
DATA
1
-
1 LATCH -I
BANK SEL LOGIC
1)
I
I
I
A 2 LOW B A l I I I
-
I
a SYSTEM
-
DATA BUS
-
I
I
I
I
-[Y
:6
;
L- 7 L/P1
51
RCVR
BANK SEL LOGIC
I
A2. This memory consists of two banks of RAM, 2WR 1 8
RCV
DUAL XMT
which may be accessed by both the FMC-851B/C and

-[:52D UART
SBUS-
SYSTEM BUS
CONTROL/ *= - -BUS CONTROL z
I
I
I CDU ARBITER
the FMC-852BIC using the system address and data 1
-
bus. This nonvolatile memory stores checklist, route,

and data base information.
IAPS
RS-422
RCVR
RCV
*
---
XTLK
plCLOCK
I
BCLOCK I
I
I
I
L
A latcldtransceiver circuit provides communication 1

-
I
between the ADO-AD15 microprocessor bus and the ARINC 4 2 9 ARINC 4 2 9
system buses. System address (SAO-SA191 is latched

OUTPUT
LATCH INTERRUPT I
I
IOC 1A
from the ADO-AD15 bus and used to access both RS-422
CDU NO. 1
Rs-422
banks of RAM and the bank selector. The XMTRS
L/P1
I (SH 3) (SH 13)
transceiver allows the FMC-851BK processor to read IOC

XMT
IOC 1B
from and write to the addressed RAM, using the UART
SDO-SD15 system data bus. A bank selector I ."" MFD
generates the protocol that allows either FMC

module access to this memory This selector receives
IOC 2 A - RA-IOC-4
U
LOCAL
PROM
- c I I
I
If I- \ 1
+
I
bank select logic and bus control from both modules,

as well as system address information. Control is - XMT MEMORY
generated to enable the appropriate bank and byte of

IDC 28 - RB-IOC-4 - MFD
UART
DECODER
ARINC 4 2 9
RAM. The bank selector also passes VRAM-2 battery
power to both banks of RAM; a battery level monitor
provides an A2 LOW BATT ground discrete to the 'WR
aw 18
18
t.L
LOCAL
RAM
- LOCAL
ADDRESS
L-FMS-1
\
B B B B B B
FMS MAP,
processor if the battery level become too low. 1m ~ t 4 - i ~ T PWR T ARlNC PAGE DATA,
I HI-SP DIAGNOSTICS
1)- '
MFD
A system bus controkrbiter circuit functions with a L-FMS-2
similar circuit in the FMC-852BK to ensure that 'WR 18

'WR 1E -- TO CLOCK CHIP
both modules can use this shared memory. Parallel 'WR 1 8 - +5 V DC +5 v DC MON/PWR sw
I
SBUS data provides microprocessor direction to this - GND I
circuit. A dedicated bus clock supplies 8-MHZ g FMC-851B/C NO. 1
I
synchronized timing t o the system bus 'IG 4 - 2
nzzz?
controYarbiters in both modules. RAM status is
monitored and memory enable is administered FMS (FMC-85X) System Schematic (FMC-851BI C
through the bank selector. Figure 4-9-1 (Sheet 7 of 16)

Refer to figure 4-9-1, sheet 8. This sheet shows the and a motorkeset output latch. DBU write data is
number 1FMC-852BK computer and the DBU-850 applied to a disk controller circuit (parallel DBU) or
data base unit. The FMC-852BK operates with the a UART (serial DBU).
number 1FMC-851B/C t o function as one complete
left side FMS computer. Sheet 7 shows the Local memory consists of PROM and nonvolatile
FMC-851B/C. RAM. Local address is applied through a decoder to
access the local memory. The PROM contains
Either the FMC-852B or the FMC-852C may be executable routines required t o perform the
installed; refer t o description for sheet 7. The FMC-852BK function. The nonvolatile local RAM
DBU-850 may be used with either model. The stores the FMS track value and NAV/flight guidance
DBU-4000 is used in a dual FMS installation (two parameters. The local RAM is powered by a battery
FMC-852C's). level monitor and power switch. An on-board battery
provides backup for the +5-V dc level that normally
Note that the FMC-852BK is inside the IAPS card is used to power the local RAM. The battery voltage
cage. ICC-851 card cage pin numbers are shown on level (LOW BATT) is monitored by the processor.
this figure whenever a function can be accessed on
an external connector. Refer t o the L/p5 breakout An input latch reads the discrete warn, ident strap,
connector pin functions listed in figure 4-2; other and the battery level monitor discrete inputs. The
connections are internal to the IAPS. Refer to figure DISC WARN input from the 1B PWR module
4.2.2 and the LRM tables for FMC pin functions. becomes a ground level to warn the processor that
the PWR module is preparing to shut down. The
The FMC-852B/C contains the navigatiodflight ident strap is +5-V dc, since this is part of the left
guidance processor and the disk drive controller side FMS computer. The LOW BATT discrete
portions of the FMS computer. The 1B PWR module becomes a ground level when the local RAM
in the IAPS supplies the required +5-V dc power keep-alive battery becomes weak.
level.
A latcldtransceiver circuit provides communication
A 16-bit microprocessor and an associated between the ADO-AD15 microprocessor bus and the
coprocessor control FMC-852B/C operation using a system buses. System address (SAO-SA19)is latched
bidirectional addresddata bus and two from the ADO-AD15 bus and used to access the data
latcldtransceiver circuits. One latcldtransceiver base RAM resident on the FMC-851BK. The
circuit provides communication with the local transceiver allows the FMC-852BK processor to read
address and data bus, while the other provides from and write to the addressed RAM,using the
communication with the system address and data SDO-SD15 system data bus. System RAM provides
bus. The processor also generates parallel SBUS storage memory that is used during a data transfer.
outputs that are used to provide both system and
local bus control. An INTERRUPT discrete from the A system bus controlhbiter circuit functions with a
FMC-851B/C provides a direct access line t o the similar circuit in the FMC-851B/C to ensure that
processor. A PWR VALID discrete from the 1B PWR both modules can use the shared memory. Parallel
module resets the processor if any power output SBUS data provides microprocessor direction to this
varies from preset limits. A DISC WARN discrete circuit. The 8 MHZ BCLOCK from the FMC-851BK
ground warns the processor that the PWR module is supplies synchronized timing to the system bus
preparing to shut down. controVarbiters in both modules.
The local latch decodes local address from the A disk controller circuit regulates data transfer
ADO-AD15 bus. The local transceiver provides 2-way between the parallel DBU-850 and the FMC-852BK.
data transfer between the 8-bit local data bus and A UART circuit controls data transfer between the
the ADO-AD15 bus. This data bus gathers program serial DBU-4000 and both FMC-852Cs in a dual FMS
data from local RAM and PROM memory, discrete installation. The UART circuit is described in a later
data from an input latch, and read data from the paragraph.
DBU disk drive. The data bus also supplies
processed data to the local RAM,a bank select latch The DBU-850 is a 31/2-inch disk drive (720K)that is
(data base memory function), an output latch (direct used to upload route, checklist, and data base
INTERRUPT access to the FMC-851B/C processor), information. The DBU-850 also may be used t o

download route and fault history data onto a disk.
Isolated +5-V dc DBU power is provided by the 1B
PWR IAPS module.
INSIDE IAPS FMC-85lB/C
NO. 1
'I
The F M C disk controller circuit is addressed by the
- +5 v D C -
- GND - SAO-SA19
FMC-852B/C NO. 1
I 9 SYSTEM-
(SHEET 7)
I
I
processor through a disk decoder circuit. The - DISC WARI l5 LATCH 2 SDO-SDl5
ADDR BUS
I
processor also operates the controller reset function - P W VALIC I I
9 SYSTEM-
-IIATA RUS
_..
I
1 1
and the DBU-850 motor enable through an output II L/P3 -}-
- ]<8
D I
IC
32
latch. The local data bus provides bidirectional data
J'B
I
transfer with the disk controller. I FMC-851B/C 1 - I I
NO. 1
I (SHEET 7) I RS-422
I
The F M C disk controller provides conventional
parallel interface with the DBU-850. Inputs t o the
I
I - INTERRUPT
PROC
LATCH
-
. LOCAL ADDR
I
I -- 28 L}-
26 _I_
L-FMS-5
cc
DD
I
I
DBU are MOTOR ON (drive motor enabled), DR I LOCAL DATA ~ ~*
I
Pl I
I I DBU-4000
SEL (drive select), DIR (direction select), WR GATE (SHEET 12) I
I I
(write gate), HD SEL (head select), STEP (step I
XCVR
- LATCH BANK SEL
9
LOGIC
~
I
pulse), and WR DATA (write data). Outputs from I I
the DBU are WPRT (write protect), TRKO (track I
zero), RDY (ready), INDEX (indedsector), and RD - BUS - CONTROL/ 41 OUTPUT . - 9 INTERRUPT I
I CONTROL
LATCH
DATA (read data). r - -----7

I
I - BCLOCK- LOCAL
I I I I . L/P3
Q
The DBU-4000 is installed instead of a DBU-850 in I BUS
CONTROL
I
'f $E
a dual FMS installation. A dual UART provides I :;-WPT-F-{- - 33
l6
serial data transfer with the DBU-4000. The I
I ,-
DBU-4000 contains a disk drive and disk controller
circuits. The processor applies (write) disk data I
LOCAL
PROM
MEMORY
1,
+ TRKD-F -[ - l5
- 32
through a UART transmit port on an RS-422 I - LEFT,REF -1
DECODER
- - 19
-}-
transmitter to the DBU. The processor receives I STRAP (+5 '
- 34
ROY-F -{- 36
35
(read) disk data from the UART through an RS-422 I -1 DISK
32 -}- INDEX-F -
a DE-
I CODER
+
33 -
receiver and a UART receive port. :2
I c _
- 20 -
21 - }- OR S E L - F N { - 26
8 FMC AND CDC MODULES ARE - 9
I LOCATED IN THE IAPS CARD CAGE.
VRAM
I
I 1 DBU-850 OR DBU-4000
I 1
24 -}- DIR-F -{ -- 11
I
IS INSTALLED (NOT BOTH). 25 - 28
DISK 18 - - 14
I - 31
-}-w
- -
CON- GATE-F--..[
I lROLLER 19
E
+5 V/BATT P W
I +5 v DC BATTERY
LEVEL 28 -
I MON/
PWRSW m 29 - - 35
+
I
I
I
I
I +5 v DC
I
I
I I
I
I
I
I----- __--
CGD-0656-17-AC-8
FMS (FMC-85x1System Schematic

(DBU-85OfFMC-852BlC 1)

Refer to figure 4-9-1, sheet 9. This sheet shows the DISC WARN input from the 2B PWR module
CDC-850B/C CDU coupler. This LRU is used in a becomes a ground level to warn the processor that
single FMS installation t o allow a second CDU the PWR module is preparing to shut down. The
control display unit t o function with a single flight ident strap is grounded since this is a right side
management computer (FMC-851B/C and coupler. The A1 LOW BATT discrete becomes a
FMC-852BK). In a dual FMS installation, the ground level when the local RAM keep-alive battery
CDC-850B/C is not used. Refer to the description for becomes weak.
sheet 7.
The four UARTs allow the CDC to communicate with
Note that the CDC-850B/C is inside the IAPS card other LRUs in the airplane. A dual UART controls
cage. ICC-851 card cage pin numbers are shown on RS-422 communication with the right CDU and with
this figure whenever a function can be accessed on cross-side circuits in the left FMC. The R-CDU-1
an external connector. Refer t o the R/P5 breakout data bus is input through a UART receive port; this
connector pin functions listed in figure 4-2; other bus brings CDU keyboard and AAP/CHP panel
connections are internal to the IAPS. Refer to figure control input data to the CDC. The transmit port of
4-2-2 and the LRM tables for CDC pin functions. this section of the UART applies the R-FMS-3 data
bus back t o the onside CDU this bus provides page
The CDC contains CDU processing and ARINC 429 data for display on the CDU. The other section of
I/O circuits. The 2B PWR IAPS module supplies the this UART controls crosstalk with the left FMC
required +/-12/+5-Vdc power levels. computer. The transmit port of this UART section
applies the R-FMS-4 data bus to the left
A 16-bit microprocessor controls CDC operation FMC-851B/C; this bus requests FMS data and
using a bidirectional addresddata bus. The performs part of a general data transfer function.
processor also generates parallel SBUS outputs that The L-FMS-4 data bus from the left FMC-851B/C is
are used to provide local bus control. A PWR VALID input through the UART receive port; this bus brings
discrete from the 2B PWR module resets the the requested FMS data and completes the data
processor if any power output varies from preset transfer function.
limits.
A pair of UARTs provides the ARINC 429 high-speed
A latch decodes local address from the ADO-AD15 communication with the LAPS input/output
bus. A transceiver provides 2-way data transfer concentrators. The LA-IOC-4and the LB-IOC-4 data
between the 8-bit local data bus and the ADO-AD15 buses are applied through receivers and alternately
bus. This data bus gathers program data from local switched to the receive port of the IOC UART These
RAM and PROM memory, discrete data from an two buses provide redundant left;side IAPS data t o
input latch, and received data from the four UARTs. the CDC. Bus switching occurs approximately at
The data bus also supplies processed data to the local 10-second intervals, allowing the processor t o
RAM and to the four UARTs. monitor (switch to) the backup bus. Input data
includes radio parameters and diagnostic codes from
Local memory consists of PROM and nonvolatile the left side avionics. The transmit port of this
RAM. Local address is applied through a decoder t o UART returns an R-FMS-1 data bus to the 2A and
access the local memory. The PROM contains 2B concentrators in the IAPS. This bus supplies
executable routines required to perform the CDC radio tune data, control panel (course, heading,
function. The nonvolatile local RAM stores selected altitude) data, PFDND mode select data, and
course, selected heading, DH alert value, MDA weather radar control data.
value, RPT ALT value, WXR control words, radio
tune preset values, and NAV data. The local RAM is The RA-IOC-4 and the RB-IOC-4 data buses are
powered by a battery level monitor and power applied through receivers, and alternately switched
switch. An on-board battery provides backup for the t o the receive port of the MFD UART. These two
+5-V dc level that normally is used to power the buses provide redundant right side IAPS data to the
RAM. The battery voltage level (A1 LOW BATT) is CDC. Bus switching occurs approximately at
monitored by the processor. 10-second intervals, allowing the processor to
monitor (switch to) the backup bus. Input data
An input latch reads the discrete warn, ident strap, includes radio parameters and diagnostic codes from
and the battery level monitor discrete inputs. The the right side avionics.

JTT
INSIDE I A P S
I I
I ADO-AD15 CDC-SSOS/C I
I I
I I
PWR VALID I
CDU NO. 2
I I
(SH 5) (W 15) I I FMC AND CDC MODULES I
I LOCAL
ARE LOCATED I N THE
I A P S CARD CAGE. I
I REFER TO FIGURE 4-2.
I
CONlROL
\
RS-422 I I
_I
I
I
LOCAL I
DATAIF
I
I
L I
1 I
O I-F 52 D*
'1 . RS-422
RCVR
UART
DUAL
I
I
I
I
I
I
I
I
ARINC 4 2 9 - ARINC 4 2 9 I
HI-SPEED
/ I
- LA-IOC-4.
I
I
I
I I, I
- LE-IOC-4
/ I
I,
-
/I
RS-422 COU NO. 2
- RA-IOC-4 I1I
XMTRS
LOCAL
PROM
I MEMORY
DECODER
I -
XMT PAL
- RE-IOC-4
MFD
-. LOCAL
RAM
.c- - LOCAL
ADDRESS
VRAM-1 +5 V/BATT P W
0
-
--
+12 V DC.
12 V DC.
+12 v
-12 V DC
DC
+5 v DC BATTERY
- +5 V D C - +5 V DC
-
- GND
I
CGO-0656-17-AC-9
FMS (FMC-85X)System Schematic (COO



optional number 2 FMC-851C flight management
computer. The number 2 FMC-851C operates with
the optional number 2 FMC-852C to function as one
complete right side FMS computer. Sheet 11shows
the right FMC-852C.
The number 2 FMC-851C and FMC-852C computers

are installed only in a dual FMS installation; the
CDC-850B/C is not installed.
Note that the FMC-851C is inside the IAPS card

cage. ICC-851 card cage pin numbers are shown on
an external connector. Refer t o the R/P5 breakout
connections are internal to the IAPS. Refer to figure
4-2-2 and the LRM tables for FMC pin functions.
Internal FMC-851C operation is described on a

previous page.

INSIDE IAPS
I FMC-852C FL
I
I
I
NO. 2
(SH 11)
INTERRUPT
II
- SYSTEM
ADDR BUS
(
I 4- RAM BANK 0 C
I
W
' R VALID VRAM-2 I
CDU NO. 2 I
I
L
--L RAM BANK 1 - I
I
I
8 FMC AND CDC
MODULES ARE LOCATE0
IN THE IAPS CARD CAGE
RAM BANK 0
ODD/EVEN
I
SELECTOR ODD/E
RAM BANK
MN 1 I
I
SYSTEM
I
' DATA BASE
MEMORY I
I
I L-Ft.4;-4 - I
I M I LATCH BANK
SEL LOGIC
I
I
A 2 LOW B A l 1 I I
- - SYSTEM
DATA BUS
L-
I-
I - BANK SEL LOGIC-
-BUS CONTROL -
-
w r
BCLOCK
I CLOCK
n I
U OUTPUT
INTERRUPT
ARlNC 4 2 9 - ARINC 4 2 9 " LATCH
- LE-IOC-4 It
II
- RA-IOC-4 I-
I
- RE-IOC-4
I-
- DISC WARN -
-LEFT/RT~TT -
STRAP
- +12 V D C -
- - 12 v OC-
- +5 V DC-
- - GND
-
CGD-0656-17-AC-10
FMS (FMC-85X)System Schematic (FMC-851C 2)



optional number 2 FMC-852C computer. The
number 2 FMC-852C operates with the number 2
FMC-851C t o function as one complete right side
FMS computer. Sheet 10 shows the right
FMC-851C.
Note that the FMC-852C is inside the IAPS card

cage. ICC-851 card cage pin numbers are shown on
an external connector. Refer t o the R/P5 breakout
connections are internal to the IAPS.Refer to figure
4-2-2 and the LRM tables for FMC pin functions.
Internal FMC-852C operation is described on a

previous page.
In a dual installation, the serial DBU-4000 data base

unit is used. This unit is installed so that data base
updates can be simultaneously loaded into both left
and right side FMS systems.

INSIDE I A P S
FMC-851C
- V +5 DC-
- - GND
-- DISC WAR1
PWR VAL11
r-l I
I FMC-851C I
NO. 2
I (SHEET 10) I
I I
I .INTERRUPT I
I I
I I
I I
I I
I I
I I
I - BUS - I
CONTROL
I I
I ' BCLOCK - LOCAL I
I CONTROL I
I I
I I
_______J
I LOCAL
I
+5 V DC -4 PROM I
I INPUT
MEMORY
DECODER I
. LEFT/RER 41
I STRA
LATCH I
I LOCAL
I
I
LOW BATT
--L_ RAM
CODER
I
I
I
I
t FMC AND CDC MODULES ARE
LOCATED IN THE I A P S CARD CAGE.
7 VRAM
I
I
I
I
I
I - NOT USED
I
I
I DISK
CON- f I
I
I
l _T
I rROLLER
I +5 v OC I
I P W sw LOW EA
I
I I
I I
I +5 v DC I
I I
I I
I I
I I

Refer to figure 4-9-1, sheet 12. This sheet shows the device control logic and address t o internal memory.
DBU-4000 data base unit. The DBU-4000 contains A transceiver provides interface with the disk
a 3-1/2-inch high density disk drive that is used to controller. The processor also generates a REFRESH
upload route, checklist, and data base information clock to the monitor and a DRV PWR ENBL discrete
into a dual FMS system. The DBU-4000 is also used t o the power supply
to download route and fault history data onto a disk.
Note that the DBU-850 is installed (not a DBU-4000) The heartbeat and power monitor resets the
in a single FMS system. processor and lights the FAIL indicator if a problem
is detected. The monitor receives a REFRESH clock
The DBU-4000 contains eight full-duplex RS-422 from the processor and PWR VALID logic from the
serial interfaces, a power supply, microprocessor, power supply The monitor resets the processor if
and disk drive assembly In the Beechjet 400A program execution time becomes excessive, the
installation, only two serial interfaces are used. internal self test fails, or if +5 V dc power is invalid.
If a hardware failu.re is detected, the monitor lights
The left FMC-852C applies (write) file data on the the FAIL indicator; the indicator turns off if the
L-FMS-5bus to the DBU-4000. The right FMC-852C failure clears. The FAIL indicator flashes if a PROM
applies (write) file data on the R-FMS-5 bus. These checksum error is detected.
input buses are applied through a protection circuit
and RS-422 receivers to a 1-of-8 select multiplexer. A disk controller operates the disk drive assembly
The other six inputs are not used. The multiplexer The disk controller handles the protocol and data
is enabled t o select the L-FMS-5 input or the transfer functions required to operate the disk drive
R-FMS-5 input, and applies this data through a and communicate with the processor. The disk drive
UART t o the processor. During a disk read assembly accepts high density and double density
operation, the processor applies the (read) file data to 3.5-inch disks. This unit contains a standard "drive
the UART and enables the UART to transmit this in-use" indicator and a disk eject button.
data t o a 1-of-8 select multiplexer. The multiplexer
applies this data to the selected RS-422 transmitter
and protection circuits. The DBU-1 bus is applied to
the left FMC-852C; the DBU-2 bus is applied to the
right FMC-852C.
+28 V dc airplane power is applied through a

protection circuit t o an internal power supply The
power supply generates required voltages and
provides discrete monitodvalid outputs. The power
supply provides a regulated +5 V dc voltage for
general use and a separate +5V dc VDRV voltage t o
power the disk drive. The +5 V dc output lights a
POWER indicator whenever voltage is present. The
VDRV PWR output is enabled during disk
operations. The PWR WARN discrete alerts the
processor to an undervoltage condition; the processor
inhibits disk drive operation while the voltage is
unstable. The PWR VALID discrete provides a +5 V
dc valid input to the monitor circuit. A temperature
monitor alerts the processor to an under-temp
condition; the processor inhibits disk drive operation
if the temperature is below 0 "C.
A microprocessor controls internal operation using a

bidirectional addresddata bus. The processor uses
this ADO-AD7 bus t o transfer I/O data with the
UART, memory data with PROM/RAM, and disk
data with the disk drive assembly A latch decodes
Revised 12 March 1997 41226

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


In Figure 4-9-1 (Sheet 12 of 16), the “INSIDE IAPS” section is corrected. Correction is shown in the
partial diagram below, identified at the arrows.

523-0775807-05411A Mar 10/04
FMC-85lB/C I DBU- 4000

NO. 1 I
(SHEET 8 )
RS-422 4
*
1
RS-422
RCV A DUAL
UART
SELECT
s RS-422
RS-422
XMTR .
+ 5 V DC
A
I
POWER BUS GND -L
I
D 1
POWER
CONTROL
SUPPLY PWR WARN
c
PWR VALID REFRESH A8-Al5
HEARTBEAT
AND POWER
1
MONITOR
+5 y DC
+ 5 v DC
VDRV
PWR
ORV PWR ENBL
IN-USE
LIGHT
DISK DRIVE
CONTROLLER
EJECT BUTTON /
CGO-0656-17-AC-12
FMS (FMC-85X) System Schematic (DBU-4000)


Refer to figure 4-9-1, sheet 13. This sheet shows the OFF and data flow bypasses the UART and is routed
power, data bus I/O, and display portions of the through the main microprocessor.
number 1CDU-860A control display unit. Sheet 14
shows the panel I/O and the keyboardhine key The DMU-1 data bus is received and applied t o the
portions of the unit. This CDU is used only if AFIS ARX2 input port of the UART. The LB-GP BUS 3
is installed in the airplane. Refer to sheets 3 and 4 input provides navigation data that is received and
for the CDU-851/860 (non-AFISunits). applied to the ARX3 input port. The ATXO output
applies L-CDU-AFIS data t o the DMU.
The CDU-860A is the same as the CDU-860, but also
contains an AFIS page key and an internal circuit The L-FMS-3 data bus is received and applied to the
card that provides the AFIS interface and processing CRXl input port of the UART and to the reversion
functions. The AFIS circuits are described below; switch. Normally, the CTXl output from the UART
other internal CDU operation is described on a is switched to apply CDU IN data to the main
previous page. Note that CDU pins P1-6/7 and microprocessor. The main microprocessor transmits
P1-39/40 are not connected when a CDU-860A is CDU OUT data through a receiver to the CRXO
installed . input port of the UART and to the reversion switch.
Normally, the CTXO output from the UART is
Airborne flight information system (AFIS) functions switched to apply L-CDU-1data t o the FMC.
include sendingheceivingmessages to and from the
ground or another AFIS equipped airplane, receiving In reversion mode, the L-FMS-3 data bus is switched
weather reports, and receiving flight plan to apply CDU IN data to the main microprocessor.
information. The AFIS adapter card in the CDU The CDU OUT data bus is switched to apply
provides the hardware interface between the FMC L-CDU-1 data to the FMC.
computer and the Global DMU data management
unit. The CDU operates in standard FMS mode or in
AFIS mode. In the FMS mode, the adapter card
passes RS-422 data between the FMC and the CDU,
monitors CDU keystrokes to detect entry into the
AFIS mode, and monitors the DMU bus for AFIS
message alerts (uplink data received). Push the
AFIS page key to select AFIS mode. In the AFIS
mode, the adapter card formats messages from the
DMU for display on the CDU and processes CDU
keystrokes and navigation data to generate messages
for the DMU. Exit AFIS mode by pushing another
CDU page key, such as FLT PLN.
The AFIS adapter card contains a dedicated

microprocessor, a custom ARINCBS-422 UART, a
bus select latch, and several serial bus receivers and
transmitters. The AFIS microprocessor uses a
bidirectional data bus to read input data from the
UART, write output data to the UART, and to
generate bus select logic.
The custom UART is a multichannel device that

contains ARINC 429 and RS-422 ports. Data flow is
controlled by the AFIS processor. A latch decodes a
BUS SELECT DISCRETE to operate an electronic
reversion switch. When power is applied, this switch
is OFF and the AFIS processor runs a self test
routine. If self test passes, the processor toggles the
switch ON and controls data flow through the
custom UART. If self test fails, the switch remains

I
P1
- -
P/O CDU-860A NO. 1 (AFIS UNIT)
- V SENSE
3 ~ $ ~ ~ ~ ? ~ E M L SHIGH
ANODE (15 kV DC)
-
25 LOW VOLTAGE HIGH
26
i -DSBL
PWR SUPPLY VOLTAGE
REGULATOR ’ VOLTAGE
POWER
FOCUS (2.7 TO 4.3 kV DC)
1 4 23
VlDEO
-. .-IT.
SHI
DOWN
I
FIG 4-4
VIDEO SUPPLY LEVELS SCREEN (300 V DC)
PWR SUPPLY
-
PWR BUS GND FILAMENT (I. T)
CHASSIS GND 41 DO-D7

(SHEET 14)
SEL (SH 14)

NOT CONNECTED
- 40P1
CDU OUT
ARINC 429
I +YDC
I
DMU p1 LO-SPEED: P2
- 9 d
m
FlLAMENl SCREEb ocus ANODE
I
18--)- OMU-1- MONITOR
19 -
I
L +24 V DC
L
I I
FMS)
A
CRXl
I FMC-851C
I NO. 1 CDU IN
I (SHEET 7)
I I I I T
COUNTER
I I
DEFLECTION
CHAR
RS-422 PWR AMPLS
PROMS DIGITAL
I DEFL HORlZ HORlZ DEFL
I L-CDU-1 INTEGRATOR
I
I -
LINEARITY
I
L _________J
INSIDE IAPS
VERT
ADJUST
DEFL L
L BUS SELECT
DISCRETE
CGO-0656-17-AC-13
FMS (FMC-85X)System Schematic (CDU-860A1)



panel I/O and the keyboard/line key portions of the
number 1 CDU-860A control display unit. Sheet 13
shows the rest of the unit. This CDU is used only if
AFIS is installed in the airplane. Refer t o sheets 3
and 4 for the CDU-851/860 (non-MIS units).

page.

I P/O CDU-860A NO. 1
115
LTGVBUS
AC {
(H-I
P1
28 T
@
LlGHTlNG -
I
(AFIS UNIT)
INTENSITY
+28 v DC LTG BUS-

-15 V DC
(SHEET
INTENSITY
13)
AAP
-
RPT/MDA
NO. 1 SEL
(SHEET 1) (SHEET 13)
RFT/MDA SEL -- 32
t
I KEYBOARD
RPT ALT/MDA SET ON/OFF
RPT ALT/MDA SET B -- 47
49
*
*
KEYBOARD
--
RPT ALT/MDA SET A 50 * IS SHOWN.
LATCH CDU-860 HAS
14 FULL-ALPHA
9 DH SET ON/OFF c
KEYBOARD.
2 DH SET B 16 L
+5 v DC
HP
:ET 2)
I
P1
19 - SWITCH-1 COM I
i SENSE
r
KEYBOARD
ENCODER
8 -CRS-1 SEL A - 1 - I
7 -CRS-1 SEL B - 2 DD-D7
-CRS-1 (SHEET 13)
18
6 -HDG-1
-HDG-1
DIRECT TO
SEL A --
- 4
34 -
*
17 -HDG-1
SEL
SYNC
B
- 35
37
*
- I
I
I CGO-0656-17-AC-14
FMS (FMC-85X)System Schematic (CDU-860A1)



power, data bus YO, and display portions of the
shows the panel I/O and the keyboaruine key
portions of the unit. This CDU is used only if AFIS
is installed in the airplane. Refer to sheets 5 and 6
for the CDU-851/860 (non-AFIS units).
The CDU-860A is the same as the CDU-860, but also

contains an AFIS page key and an internal circuit
card that provides the AFIS interface and processing
functions. Note that navigation data is supplied on
the LB-GP BUS 3 (single A Ms system) or on the
RB-GP BUS 3 (dual A M s system). Other internal
CDU operation is described on a previous page.

I P/O CDU-860A
- V SENSE
NO. 2 (AFIS UNIT)
ANODE (15 k V DC)

LOW VOLTAGE
PWR SUPPLY 3:NUTpEpRCkA\EVELS VOLTAGE
HIGH
1 HIGH
VOLTAGE
REGULATOR
POWER
FOCUS (2.7 TO 4.3 kV DC)
FIG 4-4 4 VIDEO

SUPPLY LEVELS
SHUT
DOWN
u
VIDEO SCREEN (300 V DC)
PWR SUPPLY
-
PWR BUS GND FILAMENT (I
CHASSIS GND
-
NOT CONNECTED
i- E XMTR
P1 DECODER ' CONTROL

NOT CONNECTED
-
rl e}
P1
GLOBAL ARlNC 429 1

CDU OUT
I
I +5iDc
LO-SPEED: p2
24-
25--)
+ R-CDU
-AFIS
- - 9
{ - 10 I t FILAMEN' SCREEN 'OCUS ANODE
-?P- MONITOR
L +24 V DC
LE-GP 4-1 - 3
CONVERGENCE/
'r-
PHOSPHOR 'URITY MAGNETS
PROTECT
CDU OUT VlDEO GUNS

COUNTER INTENSITY
:I
(CATHOOES)
Ci-pfL
q 5
I
CHAR
I--- - _.
'
-
HEATER FILAMENT--/
.- I
1 1 ' 1
u --
I
I
I
I
GRIDS
YOKE
I-=
\
I CDC/FMCZ ADDR VlDEO DELAY 0
I (SH 10/11) /I
I R/P1
- VERT RTN
TIMING
I
DRAW TIME
COUNTER
I
T I HORlZ RTN
CHAR DEFLECTION
RS-422 PROMS DIGITAL PWR AMPLS
I -
OEFL HORIZ DEFL
OFFSET,
I GAIN.
I
L _ _INSIDE
_ _ _ IAPS
____ J VERT I
LINEARITY
ADJUST
DEFL L
P2
DISCRETE
CGO-0656-17-AC-15
FMS (FMC-85X) System Schematic (CDU-860A 1 )



panel I/O and the keyboaraine key portions of the
shows the rest of the unit. This CDU is used only if
AFIS is installed in the airplane. Refer to sheets 5
and 6 for the CDU-851/860 (non-MIS units).

page.

I
P1
LIGHTING -
P/O COU-860A NO. 2
(AFIS UNIT)
[H 28 T I
115 V AC
LTG BUS
IL
1
- 29 +- ,
L-
I I
BRT KNOB 1
+ 2 8 V DC LTG BUS-
n
4: 2 -
CRT
LJ-6 +15 v
1
INTENSITY
DC
4:
v
- -15 DC
t
INTENSIR
i (SHEET 15)
-
RPT/MDA
SEL
(SHEET 15)
t
L
- RPT ALT/MDA SET ON/OFF -- 3:2-
47 *
RPT ALT/MDA
RPT ALT/MDA
SET B
SET A -- 49
50 --
L
LATCH
-
DH SET ON/OFF
OH SET B
DH SET A - - 14
16
17
-
c
I J
+5 v oc
-SWITCH COM 33 I
CHP
(SHEE' )
-SWITCH-2
I I- i
, SENSE i
KEYBOARD
ENCODER
I' DRIVE
COM
-
-CRS-2
-
CRS-2 SEL A
SEL E
- 1
- 2 -
L
- - (SHEET 15)
DO-07
-
-
CRS-2 DIRECT TO
HOG-2 SEL A --
- 4
34
c
16 -
HOG-2
HDG-2
SEL B
SYNC - 35
37
c
CGO-0656-17-AC-16
FMS (FMC-85X) System Schematic (CDU-860A2)




theory of omration 523-07758IO
4.3.9 FMS (Fl~ghtManagement
System) supply information t o the FMC on the IOC-4 buses.
FMC-5000 These IOC buses provide a redundant set of left and
right side parameters that are required by the FMS
4.3.9.1 Overview system. The FMC applies navigation and tune data
on the L-FMC-1bus to the onside pair of TAPS data
The FMS system provides cockpit management and concentrators. The FMC applies geographic map
flight management functions. Cockpit management and selected page data on the L-FMC-2 bus to the
functions include NAV sensor control, (secondary) number 1 MFD and on the L-FMC-6 bus to the
radio tuning, and MFD control menus. Flight number 2 MFD. The FMC requests data loader
management functions include lateral flight plan service on the L-FMC-5 bus to the DBU. The FMC
point-to-point navigation (using multiple NAV receives DBU diskette data on the DBU-1 bus. The
sensors), vertical navigation (VNAV), flight FMC sends data to the AFIS system on the L-FMC-7
parameter computations, and lateralhertical bus to the DBU. The FMC receives AFIS data on the
steering command outputs to the flight control DBU-10 bus.
system.
The number 2 CDU-5000 provides primary control
The FMS system contains a data base unit, two selections for the copilot side flight management
control display units, and two flight management computer. The CDU also selects radio frequencies
computers. Refer to figure 4-10 for an overview of and transponder codes (tune data is mapped to the
the FMS system. Each unit is described below: RTUs). Dedicated keys select a variety of flight plan
functions and system index, message, radio tuning,
DBU-4100 Data Base Unit and MFD control pages.
CDU-5000 Number 1Control Display Unit
CDU-5000 Number 2 Control Display Unit The number 2 FMC-5000 is a copilot side integrated
FMC-5000 Number 1Flight Management Computer flight management computer. The FMC receives
FMC-5000 Number 2 Flight Management Computer onside CDU control words on the R-CDU-1bus, and
returns processed page data t o the CDU on the
The DBU-4100 is a panel mounted data loader with R-FMC-3 bus. Cross-side data is exchanged with the
a 3-1/2-inch disk drive that is used with the FMS number 2 FMC computer on the L-FMC-4 and
system and the IAPS maintenance diagnostic R-FMC-4 buses. All four IAPS data concentrators
computer. The FMS system uses the DBU t o load supply information to the FMC on the IOC-4 buses.
data base updates from a diskette into the FMS These IOC buses provide a redundant set of left and
computers. The IAPS maintenance diagnostic right side parameters that are required by the FMS
computer uses the DBU to upload maintenance system. The FMC applies navigation and tune data
tables from a diskette or download maintenance data on the R-FMC-1 bus to the onside pair of LAPS data
files to a diskette. The DBU also provides the concentrators. The FMC applies geographic map
interface between the flight management system and and selected page data on the R-FMC-2 bus t o the
the AFISTM Automatic Flight Information System. number L MFD and on the R-FMC-6 bus to the
number 2 MFD. The FMC requests data loader
The number 1 CDU-5000 provides primary control service on the R-FMC-5 bus to the DBU. The FMC
selections for the pilot side flight management receives DBU diskette data on the DBU-2bus. The
computer. The CDU also selects radio frequencies FMC sends data to the AFIS system on the R-FMC-7
and transponder codes (tune data is mapped to the bus to the DBU. The FMC receives AF'IS data on the
RTUs). Dedicated keys select a variety of flight plan DBU-11 bus.
functions and system index, message, radio tuning,
and MFD control pages.
The number 1 FMC-5000 is a pilot side integrated

flight management computer. The FMC receives
onside CDU control words on the L-CDU-1 bus, and
returns processed page data to the CDU on the
L-FMC-3 bus. Cross-side data is exchanged with the
number 2 FMC computer on the L-FMC-4 and
R-FMC-4 buses. All four IAPS data concentrators

I RPT ALT/MDA
EST
1
RA TEST-2
171 RPT ALT/MDA I

DH SET 'ET 'FT DH SET
HDG-1 SEL HDG-2 SEL NO. 2
L-DCP-1
I L JOYSTICK - I
R-DCP-1
II
...." W"""
1
L-FMC-1
, I F R - F M C
IOC-4 - 4 T--!
LB-CP BUS 3 - 7
I
I 1. I
R-FMC-1
,
\
RS422
L- FMC- 5 c R-FMC-5
RS422
L-CDU-2 DBU-11 I
LE-CP BUS 3
R-CDU-2
MANAGEMENT
(OPll ONAL)UNIT CCD-4657- 13-AC-13
FMS System Schematic

FMC-5000 Overview
Figure 4-10

4.3.9.2 System Schematic A microprocessor controls internal operation using a

bidirectional addresddata bus. The processor uses
Refer to figure 4-10-1, sheet 1. This sheet shows the this ADO-AD7 bus to transfer I/O data with the
DBU-4100 Data Base Unit. The DBU contains a UART, memory data with PROhURAM, and disk
3-1/2-inch high density disk drive that is used to data with the disk drive assembly A latch decodes
upload data base information into the FMS. The device control logic and address t o internal memory.
DBU is also used to upload maintenance tables to the A transceiver provides interface with the disk
MDC and download maintenance data from the controller. The processor also generates a REFRESH
MDC onto a diskette. clock to the monitors and a DRV PWR ENABL
discrete t o the power supply
I The DBU contains eight full-duplex RS-422 serial
I interfaces, a power supply, microprocessor, and disk The heartbeat and power monitor resets the
I drive assembly In the Beechjet 400A installation, processor and lights the FAIL indicator if a problem
I only three serial interfaces are used. is detected. The monitor receives a REFRESH clock
from the processor and PWR VALID logic from the
The number 1FMC applies read file requests on the power supply The monitor resets the processor if
L-FMC-5 bus to the DBU. This data is applied program execution time becomes excessive, the
through a protection circuit and receiver to a 1-of-8 internal self test fails, or if +5 V dc power is invalid.
select multiplexer. The multiplexer selects the If a hardware failure is detected, the monitor lights
L-FMC-5 input and applies this data through a the FAIL indicator; the indicator turns off if the
UART to the processor. The DBU also receives the failure clears. The FAIL indicator flashes if a PROM
R-FMCB bus from the right FMC, and the L-MDC-3 checksum error is detected.
bus from the maintenance diagnostic computer. The
other five inputs are not used. A disk controller operates the disk drive assembly
The disk controller handles the protocol and data
1 During a disk read operation, the processor applies transfer functions required t o operate the disk drive
the (read) file data to the UART and enables the and communicate with the processor. The disk drive
UART t o transmit this data to a 1-of-8 select assembly accepts high density and double density 3-
multiplexer. The multiplexer selects this input and 1/2-inch diskettes. This unit contains a standard
applies it through the RS-422 transmitter and "drive in-use" indicator and a disk eject button.
protection circuit. The DBU-1 bus is output to the
number 1 FMC. The DBU-2 bus is output to the
number 2 FMC. The DBU-3 bus is output t o the
maintenance diagnostic computer. The other five
outputs are not used.
The number 1 +28 V dc airplane power is applied

through a protection circuit t o an internal power
supply The power supply generates the required
voltages and provides discrete monitor/valid outputs.
The power supply provides a regulated +5 V dc
voltage for general use and a separate +5V dc VDRV
voltage to power the disk drive. The +5 V dc output
lights a POWER indicator whenever voltage is
present. The VDRV PWR output is enabled during
disk operations. The PWR WARN discrete alerts the
processor to an undervoltage condition; the processor
inhibits disk drive operation while the voltage is
unstable. The PWR VALID discrete provides a +5 V
dc valid input to the monitor circuit. A temperature
monitor alerts the processor to an under-temp
condition; the processor inhibits disk drive operation
if the temperature is below 0°C.

- - - - -I
I
I
INSIDE IAPS
FMC NO. 1
(SHEET 7)
L/P3
I
I
I
I RS-422 NOT USED 74
- DBU- 4100
-
I
I P1
- DO I I_
II L-FMC-5
RS-422
- cc
E
FF -- RS-422
0
1 OF a DUAL
74NOT USED
.c-DBU-1 MUX UART
I I
I
- GG
.
SELECT RCV A XMT A
-
I
1OF8
FMC NO. 2 MUX .
(SHEET 8)
R/P3
I
I
- x
RS-422
RCVR - RCV B - XMT 8
SELECT
-
< {I,]
L
%<--
R-FMC-5-
{-EE 173-422
-
RS-422 XMTR
DBU-2 LIGHTNING/
PROTECT
HlRF
NOT CONNECTED 1 -1 I I
- L-MDC-x-1-
- E
I *
f
c
RS-422
RS-422 B
c DBU-3 --
- n -
AA I
TEMP
I&
MON
NO. 1 +28 V DC PWR -e B - PWR WARN

-
*
c
= .. ADD-AD7 ADDR
CONTROL
'
+5 V DC
VDRV
I I I
PWR DRV PWR ENBL
DRIVE
IN-USE
LIGHT
DISK DRIVE
1
1
DISK
XCVR
CONTROLLER
/
EJECT BUTTON/
CCO-4657-13-AC
FMS (FMC-5000)
Figure 4-10-1
System
(Sheet 1 of 12) (DBU
Schematic

Refer to figure 4-10-1, sheet 2. This sheet shows the The PWR VALID discrete provides a +5 V dc valid
AFIS interface contained in the DBU-4100 Data input to the monitor circuit.
Base Unit. The DBU AFIS interface connects the
FMS with the AFIS data management unit. The A microprocessor controls internal operation using a
AFIS system sends and receives messages to and bidirectional addresddata bus. The processor uses
from the ground or another M I S equipped aircraft. this ADO-AD19 bus to transfer I/O data with the
' The AFIS system receives weather information multiplexer and memory data with PROlWRAM. A
including SIGMETS, winds aloft, and terminal latch decodes device control logic and address t o
weather reports. The system also receives and internal memory. The processor also generates a
transmits flight plan information. REFRESH clock t o the monitors.
The AFIS interface circuit card contains a general The heartbeat and power monitor resets the
purpose ARINC 429 receiverhransmitter, heartbeat processor if a problem is detected. The monitor
and power monitor, and a microprocessor. The receives a REFRESH clock from the processor and
number 1 FMC applies flight plan files on the PWR VALID logic from the power supply. The
L-FMC-7 bus to the DBU. This data is applied monitor resets the processor if program execution
through an ARINC 429 receiver to a general purpose time becomes excessive, the internal self test fails, or
ARINC 429 receiverhransmitter multiplexer. The if +5 V dc power is invalid. If a hardware failure is
multiplexer selects the L-FMC-7 input and applies detected, the AFIS TX DISABLE inhibits the ARINC
this data to the processor. The DBU also receives 429 transmitters.
the R-FMC-7 bus from the right FMC, the T-FMC-7
bus from the third FMC, and the LB-GP BUS 3 from
the number 1B IOC.
The number 1 CDU applies AFIS menu keystroke

data on the L-CDU-2 bus to the DBU. This data is
applied through an ARINC 429 receiver to a general
purpose ARINC 429 receiver/transmitter
multiplexer. The multiplexer selects the L-CDU-2
input and applies this data to the processor. The
DBU also receives the R-CDU-2 bus from the right
CDU.
The AFIS DMU (Data Management Unit) applies

AFIS message data on the DMU-1 bus to the DBU.
This data is applied through an ARINC 429 receiver
to a general purpose ARINC 429 receiverltransmitter
multiplexer. The multiplexer selects the DMIT-1
input and applies this data t o the processor.
The processor outputs the message data through the

general purpose ARINC 429 receiverhransmitter
multiplexer to the ARINC 429 transmitters. The
DBU-10 bus is applied to the number 1 FMC, and
number 1 CDU. The DBU-11 bus is applied to the
number 2 FMC and number 2 CDU. The DBU-9 bus
is applied t o the AFIS data management unit.
The AFIS circuit card receives +28 V dc power from

the DBU power supply The power supply generates
the required voltages and provides discrete
monitor/valid outputs. The PWR WARN discrete
alerts the processor to an undervoltage condition; the
processor is inhibited while the voltage is unstable.

I
I P/O DBU-4100 I
INS~DEIAPS
1
I
I
FMC NO. 1 ' I FMC NO. 1
I ARINC 429 I
-{a
(SHEET 7) ARINC 429 (SHEET 7)
I L/P3 LOW-SPEED: ARINC 429
LOW-SPEED I L/P3 I
I RCVRS
I
I
II @}- I L-FMC-7 -{ - '12I' 3- -I-
- DBU-10-
II I
I
I I GENERAL
PURPOSE I FMC NO. 2 I
I
FMC NO. 2
(SHEET 8) I
I ARINC 429
RECEIVER I
(SHEET 8)
R/P3
44
R/P3 I TRANSMITTER I
NOT CONNECTED I :>-

- 45
I - LE-GP BUS 3 4
- 46
CDU NO. 1
(SHEET 3)
I
CDU NO. 1
(SHEET 3)
P1 CDU NO. 2
(SHEET 5)
-AFlS TX DISABLE P1
- 27
CDU NO. 2
(SHEET 5)
P1 I
pi AFlS DMU
- 20 (DATA
{- 21
MANAGEMENT
UNIT)
-----I I..
DMU-1 -{ - 41
- 42
TARESET
I
'ROCESSOR
l'"'-'I;
AFlS TX DISABLE
"
dl
=
-
-
-
PROM
PROM
RAM
*
-
*
41
NONVOL PWR t
CGO-4657-13-AC-
FMS (FMC-5000) System Schematic (DBU)


Refer to figure 4-10-1, sheet 3. This sheet shows the t o the microprocessor. The FPGA also contains the
number 1 CDU-5000 Control Display Unit. This LCD backlight arc driver control circuits.
CDU controls the pilot side FMS system, weather
radar control, and navigation sensor selection. The microprocessor uses the YO data bus t o output
data to the ASIC gate arrays for serial formatting.
The CDU receives seven ARINC 429 buses. The After adding the appropriate data label and
L-FMC-3 bus brings page display data from the calculating the parity bit, the formatted block of data
FMC. The DBU-10 bus brings AFIS page display is clocked out of the gate array through the
data from the DBU AFIS interface. The L-GPS-2 appropriate transmitter port to one of the ARINC
bus brings GPS data. The R-CDU-3 bus provides 429 transmitters. The ARINC 429 transmitters
crosstalk data from the number 2 CDU. The convert the single wire TTL level bit stream to two-
L-MFD-1and L-PFD-1buses provide display data t o wire ARINC 429 differential output logic levels. The
the CDU. The L-DCP-1 bus contains switch data CDU outputs four ARINC 429 buses. The L-CDU-1
from the DCP, CHP, and AAI? panels. The ARINC output bus supplies CDU keyboard control data to
429 data buses are input to the ARINC receivers. the number 1 FMC. The L-CDU-2 output bus
The ARINC receivers condition the digital bus levels supplies CDU keyboard control data to the DBU
to TTL level signals and apply the data to the ASIC AFIS interface. The L-CDU-3 output bus supplies
gate arrays. The CSDB receivers operate in a CDU crosstalk data t o the number 2 CDU, number
similar manner but are not connected in this 2 PFD, and number 2 MFD. The L-CDU-4 output
installation. The gate arrays output the received bus supplies CDU data t o the number 1 PFD, and
data on the 16-bit I/O data bus to the microprocessor. number 1MFD.
The CDU uses a 80C186 microprocessor. The 16-bit

data bus is multiplexed to function as an address and
data bus. The upper four address bits (A16-Al9) are
output through the bus cycle status port. Three 8-bit
data latches form the 20-bit address bus. Address
data is written out to the address latches before each
data transaction occurs on the data bus.
The operating program for the CDU is stored in a

flash PROM that is electrically eraseable and
reprogammable through the rear connector of the
unit. The static RAM provides scratch pad memory
for the microprocessor, memory for the storage of
system operating parameters, and page buffer
memory for defining the graphic commands which
are supplied t o the vector generator to create the
display page. When the CDU is turned off or shut
down by the protection circuits and the power warn
signal is applied to the microprocessor, a data
storage sequence is initiated t o copy the data from
the static RAM to the nonvolatile RAM.
The keyboard and line key assembly is monitored by

a keyboard encoder. This encoder applies binary
drive signals to the keyboardhe keys, and monitors
discrete sense returns from these keys. When
keyboard or line key action is detected, the encoder
stops the key scan cycle and alerts the FPGA. The
encoder resumes the key scan cycle aRer the keycode
is read and the pushed key is released. The FPGA
(Field Programmable Gate Array) is used to interface
the keyboard encoder outputs onto the I/O data bus

I
I GATE ARRAY
P/O CDU-5000 NO. 1 ARINC 4 2 9
XMTRS I ARINC 429
DBU
(SH 2)
-{*
-.. 61
P1 429-INPUT-1
62
429-INPUT2
A
r B
A
/
+ A-RXO
-
A-TXC f
- 20 L
-
A-RX1 CDU NO. 2
ARINC 429 B /
429-INPUT-3 A-TX' f
A ARINC , 22 L
DBU-10 -{ 2R 0
c B RCVRS /
A-RXZ n
429-INPUT-4
1 :: A r A-RX3 c-Txc
f " 11
L-GPS-2 -{
NC
-
* 41
40
429-INPUT-5
- 0
r A
8
/2
/2
A-RX4 C-TX' I -36
65 NC
I
46
CSDB-INPUT-1 '
- A r C-RXO
ARINC 429
LOW SPEED
{ 4 3G NO. 2
NC a
55
11
12
CSDB-INPUT2
CSDB-INPUTJ
+
B
8 CSDB
/
'2
0 C-RX1
10-07
- AO-A19 1
82 RCVRS , c CRXZ
c _
(0
83 ATA
us
OPllCAL SWITCH INPUT

OPT0-OPT3 L
PWR WARN
(Y(EET 4) - 3Il
)0-015
OPllCAL SWTCH INPUT

+Tt-
10-015 A1-A17
IF4
____________----_-__----
L'
ElmII
'J
429-INPUT-6
ARlNC 429
LOW SPEED:
NC { 00-015 AI-All
429-INPUT-7
A-RX1
A}- -I-- 429-INPUT3

)0-07 10-015
-
L-UFO-1 29 A-RX2
-{ -
429-INPUT-9
30
}- L-PFD-I 31 429-INPUT-10
A-RX3
A-RX4
f
PUSHBUTTON SENSE
DCP NO. 1
(SH 11)
I I
38
39 /?
C-RXO
U ARINC 429
I
ARINC 429
\LOW SPEED
6
XMTRS
26
NC
88
89
77
7E
I HIGH SPEED
CM-4657-13-AC-3
FMS (FMC-5000) System Schematic (CDU 1)


I Refer to figure 4-10-1, sheet 4. This sheet shows e circuit, +28-V dc sense, and filament temperature
I part of the number 1 CDU-5000 Control Display brightness sense are multiplexed to an A/Dconverter
I Unit. This CDU controls the pilot side FMS system. t o establish a digital reference level to which the
I display brightness is regulated. The digital
I The number 1 +28-V dc power is applied through reference level is output on the I/O data bus to the
I protection circuits t o the CDU power supply. The microprocessor.
I power supply develops the internal supply levels,
I power warn output, and filament supply voltage. Control of the lamp brightness is implemented by
I changing the frequency and amplitude of the ARC
The higMow voltage lockout monitor circuit shuts drive signal applied t o the electrodes of the lamp.
down the power supply automatically if the +28-V dc The ARC driver circuit is controlled by a voltage to
input drops below +16 V dc or rises above +32 V dc. frequency converter (VFC). The analog input voltage
The voltage monitor circuit shuts down the power t o the VFC is produced by a DIA converter, using a
supply if the internal supply voltages deviate too far digital brightness value supplied by the
from normal limits. When the L-CDU switch is set microprocessor. Lamp current, temperature, and
t o the REV position, a ground is applied t o the CDU brightness levels are fed back to the microprocessor
DISABLE (Pl-58) line and shuts down the power through the multiplexed A/D converter to regulate
supply. lamp brightness. The difference between the sensed
lamp brightness and the referenced brightness level
The CDU also provides power to the onside DCP. produces a digital error value that is added to the
The +12-V dc internal supply is output through a brightness value sent to the D/A converter. Changes
Schottky and zener diode circuit to provide the +ll-V made t o the D/A converter input value drive the
dc power for the display control panel. lamp brightness toward the referenced brightness
level.
The power supply provides a power warn signal to
the microprocessor (sheet 3) when a power supply The graphics engine consists of the vector generator,
shutdown is imminent. The power warn signal LCD controller, and display RAM. Each display
allows the microprocessor t o store data in the page is defined by a set of graphic commands
nonvolatile RAM chips before the supply voltage falls compiled in system RAM by the microprocessor. The
below the minimum operating level. display page is updated 20 times/second. Graphic
commands from system RAM are transferred to the
The CDU POSITION 1discrete input is grounded for vector generator on demand. These commands
the number 1 CDU. The other discrete inputs are define vectors, symbols, text, and fill patterns that
not used in this installation. The discrete inputs are create the display page image. From these
applied through an isolation diode and pullup commands, the vector generator generates X N
resistor to the discrete input latches. The display coordinates and intensity levels for all of the
microprocessor reads the latch data over the 16-bit pixels that fall within the vector, symbol, text, or fill
I/O data bus. pattern being generated.
The 115 V ac lighting bus controls the intensity of Pixel information is sent to the LCD controller for
the panel pushbutton lighting. The +28-V dc storage into the display RAM. The LCD controller
lighting bus controls the intensity of the LCD panel creates the bit-mapped image of the display page in
I display. memory by storing the pixel intensities in
I row/column order according to the X N display
Liquid crystal displays require a source of backlight coordinate of each pixel.
t o illuminate the image on the display A fluorescent
lamp, located behind the display, provides the The LCD display assembly has internal column and
backlighting for the CDU display Brightness of the row driver circuits and gray scale decoder circuits.
lamp (thus the display) may be controlled by an Pixel information is written t o the column driver
external dimming source andor the BRTDIM switch control circuits in raster fashion, similar to the way
on the CDU front panel. A universal display data is sent to a crt. The data for each pixel consists
dimming input circuit accepts dimming inputs from of a 3-bit intensity value that is decoded into a gray
+5 V dc, 5 V ac, or +28 V dc external dimming scale analog voltage. The decoded gray scale analog
sources. Outputs from the display dimming input voltage determines how translucent (clear) the pixel

will be. Note that light from the fluorescent lamp

must shine through the pixel to illuminate that dot
on the display. When all the gray scale voltages
have been setup for all columns across the display, CHASSIS U'ID -
I CHASSIS GND VOLTAGE
VOLTAGE
MONITOR
P/O CDU-5000 NO. 1
1 LOCKOUT
the LCD controller enables the row driver t o apply
1. 1Tt
I RESERVED
A
the voltages t o all the pixels in that row. The RESERVED T W T
INTERNAL
SUPPLY
NOT CONNECTED - LEVELS
sequence is repeated for each row on the display. RESERVED xo-XB
-
SUPPLY PWR SHEET
(TO WARN 3)
YTO
VECTOR LCD
-
FILAMENT GENERATOR CONTROLLER LCD
-+ c
INTO-INTZ
c28-VDC-PWR-RTN
NORM
POWER GND lYD>28-MC-PWR-RTN 7&
CDU ] 8- CDU XFER -58I CDU DISABLE
\
REV
I c!
1
11 V DC RTN
8
-
T-i
?, +I1 V DC OUTPUT H A +12 v DC
ILAMENT
SUPPLY
[
FROM
!l Gp DISC IN 1
GP DISC IN 2 cr2 v DC
POWER
SUPPLY
GP DISC IN 3
15
GP DISC IN 4
CP NO. 1
17 -
GP DISC IN S
DO-D15
INPUT u (FROM FREOUENCY
(SH 11) SHEET 3) CONVERTER
Gp DISC IN 6
27 -
W DISC IN 7
+11 v DC PWR RTN 32
e-
Fl
DISC IN 8
+I1 v DC PWR H 42
I XSD CDU DISABLED
48 - c12 V DC CONMRTER
RESERVED
49
RESEVED
50 -
RESERVED
53 =
RESERVED
63 =
74 -
WEIGHT ON WEELS
CDU DlAG ENABLE
75 -
I A/O
SIDE IDENT
- 79
CDU POSITION 1
E:
+12 V DC
DISCRETE ~0-07 FROM

-
J
- VOLTAGE
CONVERTER
-
----L
SIDE iDENT (OPEN) 8 4 ~ ~ ~ T n ~ ~ lPROGRAU
~ R I T y LATCH
INPUT POWER MONITOR
SUPPLY MUX FlLMlENT
86 DATA LOAD ENABLE
90
8 STRAP GND
- Y
D4-D7 MUX
- TEMPERANRE
BRIGHTNESS
SENSE
& DO-03
I l L 5 V AC EL PNL LTNG H -
115 V AC
l L 9 3
j7
- I
TI.'
I'
Bus 1
2 LNL-LTNG-RTN +28 v DC
SENSE
I CGO-4657-13-AC


I Refer to figure 4-10-1, sheet 5. This sheet shows the

I number 2 CDU-5000 Control Display Unit. This
I CDU controls the copilot FMS system.
I
I Internal CDU operation is described on a previous
I page.

5
FMC NO. 2
(W 8 )
I
P1 429-INPUT-1
A -
GATE ARRAY
A-RXO A-TXO
' R-CDU-2-
B / 20 L.
429-INPUT2
A A-RXl CDU NO. 2
-
4
ARlNC 429 B /
429-INPUT-3 A-TX1
DBU-11
0 A ARlNC , A-RX2
- 8 RCVRS /
429-INPUT-4
A 0 A-RX3 C-TXo
-{ -- 40
429-INPUT-5
8
A
/2 CSDB
DRIERS
I-
R-GPS-2 -
* 0 ARX4 C-TX1
41 /2
&}
I
46
55
CSDB-INPUT-1
B /
CRXO
- DO-Dl5 1
CSDB-INPUT2
. SHEET 6
t
11 AO-A19
12
0 C-RX1
1
.
CSDB 2' 00-07 FIG 4-4
NC CSDB-INPUT-3
a.
82 A RCVRS 0
CRX2 4TA
-
a3 r B /2
JS
CSDB-INPUT-4
57
64 - 8
- /2
C-RX3
PWR WARN
DO-Dl5
(SHEET 6 )
DO-Dl5 FLASH AI-A18

PROM -'
I OPllCAL SNITCH
OPT4-OPT5
INPUT 4
- DO-Dl5
- RAM -A1-A17
0
DD-Dl5 AI-A11
NVRAM
0-07 O-Dl5
c
4 {- 4; ; ,1 4 t1
-
FIG 4-4 43 429-INPUT-10
A-RX4
I
f
R-DCP-l * 44 PUSHBUTTON SENSE
ARINC 429
U ARlNC 429 \OW SPEED
XMTRS
NC
77
78
II
CSDB-INPUT-8
B
-
C3X3 A-Tx'
LARINC
429
HIGH SPEED CW-4657-13-AC-5


I Refer to figure 4-10-1, sheet 6. This sheet shows the

I number 2 CDU-5000 Control Display Unit. This
I CDU controls the copilot FMS system.
I
I Internal CDU operation is described on a previous
I page.

.
-
n
VOLTAGE
1 P/O CDU-5000 NO. 2
1rp
CHASSIS GND
CHASSIS GVD L A L T
RESERMD INTERNAL
SUPPLY
NOT CONNECTED PWR WARN
LEMLS
-xo-xe .
SUPPLY (TO SHEET 5)
-
YTO
FILAMENT
MCTOR
GENERATOR
5CONTROLLER
LCD
LCD
c
I
52
+11 V DC OUTPUT H
A +12 v DC
-
'ILAMENT
SUPPLY
FROM
\\
POWER
llCpGP DISC
15 -
IN 1
DISC IN 2
GP DISC IN 3
T SUPPLY
DCP NO. 2
(Yp;2)
17
18
GP DISC IN 4
.
GP DISC IN 5
GP DISC IN 6
27 z
DISCRETE 00-07 00-015
(FROM
SHEET 5) I I
VOLTAGE TO
FREOUENCY
CONMRTER
c11 V DC PWR RTN

v
+ii oc PWR n -
3z
42
GP DISC IN 7
@-
DISC IN 8
T
*-+=I--t-
112 v DC
48 RCSERMD
49 - CONMRTER
RESEED
50 R~SERMD DISCRETE 08-015
53 - INPUT
RESERMD
63 -
0
74 -
WEIGHT ON WEELS
CDU DlAG ENABLE
75 2
CONMRTER
CDU POSITION 2 OISCRETE 00-07 VCCTAGE

SIDE IDENT
:l FMC PORT PRIORITY PROGRAM
DATA LOAD ENABLE
LATCH
INPUT MONITOR
FILAMENT
TEMPERAWRE
BRIGHTNESS
SENSE
04-07
115 V AC
LTG BUS 1
L9 7
I PNLJTNG-RM
0
@ +5-VAC-LCD-DIM-ClLJN
SENSE
DISPLAY
I
DIMMING
c5-MCJCD-DIM-CR-IN INPUT
LTG BUS 8 LCD DIM cn PWR RTN
I
I CM-4657-13-A(


Refer to figure 4-10-1, sheet 7. This sheet shows the section of this UART is used for FMC cross-talk data.
number 1FMC-5000 Flight Management Computer.
The R-FMC-4 data bus is input through an RS422
Note that the FMC is inside the LAPS card cage. receiver and multiplexer t o the RS422 DUAL UART
IAPS LHP pin numbers are shown on this figure receive port; this bus brings right side data that is
whenever a function can be accessed on an external required to synchronize the FMS display The
connector; other connections are internal t o the transmit port of this UART section applies left side
IAPS. data on the L-FMC-4 data bus to the cross-side
number 2 FMC.
A 16-bit I/O microprocessor controls FMC 1/0
operation using a bidirectional multiplexed The LA-IOC-4 and the LB-IOC-4 data buses are
addresddata bus that interfaces with an address applied through ARINC 429 receivers and a
latch and transceiver circuit. The latchkransceiver multiplexer t o the receive port of the LA/LB IOC
circuit provides communication with the 1/0address UART These two buses provide redundant left side
and data buses. IAPS data to the FMC. The transmit port of the
LA/LB IOC UART outputs the L-FMC-1 data bus to
The address latch decodes address bus data from the the IOC 1A and 1B data concentrators in the LAPS.
multiplexed addresddata bus. The transceiver
provides 2-way data transfer between the 16-bit I/O The RA-IOC-4 and the RB-IOC-4 data buses are
data bus and the multiplexed bus. The I/O data bus applied through ARINC 429 receivers and a
gathers program data from local RAM and PROM multiplexer to the receive port of the RMRB IOC
memory, received data from five UARTs, and NAV UART These two buses provide redundant right
processor data (from the dual-port RAM). The YO side IAPS data to the FMC. The transmit port of the
data bus also supplies processed data to the local RA/RB IOC UART outputs the L-FMC-2 data bus
RtwI,the nine UARTs, and the dual-port RAM. output t o the number 1 MFD. This is a dedicated
bus that supplies geographic map and selected page
Local memory consists of flash EEPROM and static data directly to the MFD.
RAM memory. The PROM contains executable
routines required to perform the I/O function. The The transmit port of the B I D E MFD UART applies
SRAM provides temporary data storage. a L-FMC-6 data bus output to the number 2 MFD.
This is a dedicated bus that supplies geographic map
Seven UARTs provide ARINC 429 communication and selected page data directly to the MFD. The
with the CDU, AFIS interface, DBU (data base unit), receive port of this UART is not used.
IAPS inputloutput concentrators, and MFD displays.
The L-CDU-1 data bus is input through the CDU A 32-bit navigation processor accesses the system
UART receive port; this bus brings CDU keyboard data base memory and generates the MFD page data
data t o the FMC. The transmit port of the CDU and FMS navigator outputs. This processor controls
UART applies the L-FMC-3 data bus back to the the navigation circuits using separate address and
number 1 CDU; this bus provides page data for data buses that interface with an address buffer and
display on the CDU. The DBU-10 data bus is input data transceiver circuit. The buffers and
through the AFIS UART receive port, this bus brings transceivers provide communication with the
AFIS data to the FMC. The transmit port of the buffered address (AB2-AB25)and data (DBO-DB31)
AFIS UART applies the L-FMC-7 data bus back to buses. The processor directly reads two discrete
the DBU AFIS interface; this bus provides FMS data inputs. The PWR SHUTDOWN WARN input from
for AFIS DMU. the 1B PWR module becomes a ground level to warn
the navigation processor that the PWR module is
The RS-422 DUAL UART allows the FMC to preparing to shut down. A PWR VALID discrete
communicate with the DBU. One section of the from the 1B PWR module resets the processor if any
UART controls the disk drive interface. The power output varies from preset limits.
transmit port of this section of the UART applies a
read diskette request on the L-FMC-5 data bus to the Data transceivers provide 2-way data transfer
DBU. The DBU-1 data bus is input through a RS422 between the 32-bit data bus and the buffered data
receiver to the UART receive port; this bus brings bus. This data bus gathers program data from the
the data base information to the FMC. The other navigation RAM and ROM memory, received data

from the I/O processor (via dual-port RAM),

time/date from the clock chip, and navaid data from INSIDE IAF'S
the data base memory. The data bus supplies
processed output data through the dual-port RAM -
interface to the I/O processor. The dual-port RAM
may be accessed by both the I/O processor and the
PWR WARN-F-
PWR VALID -
- EPROM
80486
navigation processor.
I/O
Irp
-
-186 RESET
2 5 MHZ
U
CONTROL -4
NON-
VOLAllLE
SRAM
-
Navigation processor memory consists of EPROM I/O
ADDRESS
XCVR
"$,lz AD(D_I~)
and RAM memory. The EPROM contains executable
routines required t o perform the navigator function.
Volatile RAM provides temporary data storage.
Nonvolatile static RAM stores selected navigation,
flight plan, and radio tune values. Note that an
on-board battery provides voltage backup for the
clock chip.
The system data base memory is loaded from 3.5

inch diskettes using the data base unit (DBU). The
data base memory stores waypoint information on CDU
NO. 1
ARlNC 429
VORs, DMEs, en route intersections, nondirectional ARlNC 4 2 9
beacons, and airports (including airport reference - I RCVR

ARlNC 4 2 9
HI-SPEED \ I
fl
A '
L-CDU-1- L-FMC-3
points, airport runway thresholds and airport i A R I N C 429
52 DBU
I
terminal waypoints). In addition t o waypoint data, I HI-SPEED (W 2)
I*
P2
1 the data base contains the desired airways, SIDs,
I
-
ARlNC 429 (YI
AFlS XMT
1 STARS, and holding patterns. The data base is DBU-10-
A L 16
P3
RCV-
1 updated every 28 days. Two data bases may be - 18

j
I L R I N C 429
c
-<' :
loaded into the data base memory. LO-SPEED
30
32 3 I RCV
1 I
RS422
DUAL
UART 'Y RS-422
I
I 'MC RS-422
I
I 0. 2
I
I RCV XMT XnK
I
I MUX
I
I
I
I
I NC NC
I
I
I
I
m
IAPS
ARlNC 4 2 9
HI-SPEED
ARlNC 4 2 9
RCVRS I FMS MAP.
PAGE DATA.
IOC 1A DIAGNOSTICS
_. L-FMC-1
IDC 1 6
\
ARlNC 429
HI-SPEED
IOC 2 A *
I
IOC 28 - RE-IOC-4 - * I
I
-+12
-- V DC -
-
+ +12 v DC
-
PWR 1 6 . 12 v DC - +5 Vv DC
-12 DC
-+5VDC-
FIG 4-3
FMS (FMC-5000) System Schematic (FMC 1)



number 2 FMC-5000 Flight Management Computer.
Note that the FMC is inside the IAPS card cage.

1 IAPS LHP pin numbers are shown on this figure
1 whenever a function can be accessed on an external
1 connector; other connections are internal t o the
1 IAPS.
1 Internal FMC operation is described on a previous
I Page.

theorv of operation 523-077587 0
FMC-5000 NO. 2
PWR WARN-F - - -
EPROM
PWR VALID -
I
I/O
ADDRESS
I/O
Pp
ly:"n",
-
-186 RESET
AD(Or19)
25 MHZ
4-1-
- VOLATILE
I
BUS
A( 0- 19)
A
DATA
BUS
CONTROL
- ::
A(0-19)
BUFFERED
ADDRESS BUS
AB(^-25)
DUAL
P W VALID
MEMORY
I
I CDU
DISCRETES NO. 2
CDU NO. 2 I POSITION 0
POSITION 1
ARlNC 4 2 9
(SH 5) -1
\
I ARINC 4 2 9 XMTRS ARINC 4 2 9
CDU HI-SPEED
RCV, XMT CDU - R-FMC-3 -
ARINC 4 2 9
\
-
-1 LO-SPEED
RCV-
AFIS XMT AFIS
34
-R-FMC-7 -
I
135-422
I DBU
LO-SPEED XMTRS
RS-422 - <MT DBU
28 -c
I R-NC-5
RCV- RS422
DUAL B I
UART / ! MFD
f RS-422
'i \
WC FMC
Io. 1 RS-422 NO. 1
iH 7) (SH 7)
c]- L-FMC-4 - - R-FMC-4 4

NC
ARINC 4 2 9
ARINC 429 RCVRS
IAPS HI-SPEED I N S MAP,
ARINC 4 2 9
PAGE DATA,
IOC 1A -9
DIAGNOSTICS
IOC
-R-FMC-1
IOC 1B -9
\
ARINC 4 2 9
/I I" -1 HI-SPEED !
IOC 2 A -RA-lOC-4 'L -9

MFO - \
R-FMC-2 1 -
I
I
27 -1 I
I
IOC 28 - RE-IOC-4 - -9
I
- -
-
-
I
-
--
+12 V DC - +12 V DC
R-FMC-6 0
P W 28,
- 12 V DC
+5 V DC - e +5
-12 VV DC
DC
429
HI-SPEED
j
I
FIG 4 - 3 CGO-4657-13- -8
FMS (FMC-5000) System Schematic (FMC 2)


Refer to figure 4-10-1, sheet 9. This sheet shows the I descent altitude) display; turn the knob to apply SET
number 1and 2 AAP-851Altitude Awareness Panels. I A and SET B 3-state logic to change the displayed
I value. The SET A and SET B voltage outputs (pins
Each AAP contains knobs and switches that allow I P1-7/8) are as previously described for the DH knob.
the operator to select radio altitude related
parameters. The number 1AAP outputs commands
to the pilot side DCP. The number 2 AAP outputs
commands t o the copilot side DCP. AAP controls
include a decision height (DH)knob and SET switch,
RA TEST button, RPTMDA function selector, and a
reporting altitude (or minimum descent altitude)
knob and SET switch.
The DH knob and SET switch is a rotary knob and

pushbutton switch assembly that selects the onside
decision height value. Push the SET switch t o apply
a momentary ground DH SET ON/OFF discrete to
the DCP. This discrete is transmitted through the
DCP t o the CDU and selects or deselects the PFD
decision height display When decision height is
displayed, turn the DH knob to apply DH SET A/B
logic to change the value displayed on the PFD. The
DH SET A/B outputs consist of 0.5- or 5.0-V dc
sequentially generated at the SET A (Pl-1) and SET
B (Pl-2) output pins as the knob is turned.
SET A SET B
0.5-V 0.5-V
5.0-V 0.5-V
0.5-V 5.0-V
The RA TEST button is a momentary switch used t o

select radio altimeter self-test mode. When this
button is pushed, a discrete ground is applied to the
RAC in the radio sensor system. The RAC then
initiates the ALT self-test mode.
The RPTNDA toggle switch selects the function of

the adjacent rotary knob/pushbutton switch
assembly When this switch is set to RPT, the
adjacent knob sets the reporting altitude value.
When set to MDA, the knob sets the minimum
descent altitude value.
This knob is a rotary knob and pushbutton switch

assembly, similar t o the DH knobhwitch assembly
previously described. This control selects onside
reporting altitude or minimum descent height, as
determined by the RPTMDA toggle switch. Push
the SET switch t o apply a momentary ground
discrete to the onside DCl? This discrete selects or
deselects the PFD reporting altitude (or minimum

AAP NO. 2
AAP-851
DCP DCP
NO. 1 NO. 2
(SH 11) (SH 12)
I
P1
35
36
-
- DH SET A
DH SET B
DH SET A P1
I
I
'
!
I
I
1
I ROTARY I I
34 - DH SET ON/OFF DH SET ON/OFF

I
37 - RPT/MDA SEL RPT/MDA SEL 6

I
I
!
38
39
-
- RPT/MDA SET A
RPT/MDA SET B
-
-
RPT/MDA
RPT/MDA SET
SET A
B
-
-
!1
40 RPT/MDA SET ON/OFF - RPT/MDA SET ON/OFF -15 I
-
-
I
42 -SWITCH COM SWTCH COM 14 I !I
I" - ( H - 4
I PANEL
LIGHTS
115 V AC
LTG BUS
I L - -
c
1
CHASSIS GND - 1( CHASSIS GND -

1 I
SELF TEST -3
-,
I
D
1'
r TEST
-
I
-
CGO-4657-13-AC-9
System Schematic (AAP112)

FMS (FMC-5000)

Refer to figure 4-10-1,sheet 9. This sheet shows the through the DCP and CDU t o the FMC. This HDG
CHP-850 courseheading panel. The CHP contains SEL A and SEL B voltage output is identical t o the
a joystick, two course select controls, and a heading CRS SEL A and SEL B output described above.
select control.
Push the HDG control to apply momentary HDG-1
The joystick applies up/left/dodright directional SYNC and HDG-2 SYNC ground discretes through
commands to control the MFD display The JS COM the DCP and CDU to the FMC. This action zeros
center lead of the joystick is connected to a ground in any heading error and makes the selected heading
the MFD. This reference level is returned directly as the active heading.
the JS UP,JS LT, JS DN, or JS RT cursor command
t o the MFD. Note that the left and right DCP interfaces are
completely separate from each other. Each interface
The CHP provides two identical course knob ground is isolated from the other and tied t o an
assemblies. The CRS 1knob/switch provides course internal ground in the appropriate DCF?
control inputs to the pilot side DCP. The CRS 2
knob/switch provides course control inputs to the
copilot side DCP.
The CRS 1 knob/switch is a rotary knob and

pushbutton switch assembly Turn this knob to
change the selected course display on the pilot side
displays. When the knob is turned, CRS-1 SEL A43
logic is applied from the CHP through the left DCP
and CDU t o the number 1 FMC. This CRS-1 SEL
A/Boutput consists of 0.5- or 5.0- V dc discrete levels
set by a rotary 3-state logic generator. One of the
three following voltage pairs is sequentially
generated at the SEL A (Pl-8) and SET B (Pl-7)
output pins as the knob is turned.
SEL A SEL B
0.5-V 0.5-V
5.0-V 0.5-V
0.5-V 5.0-V
Push the CRS-1 control to apply a momentary

ground CRS-1 DIRECT TO discrete to the DCF?
This discrete is transmitted through the DCP and
CDU to the FMC and causes the selected course
value t o be replaced with the active (and valid)
bearing to the station.
The CRS 2 knob/switch operates like the CRS 1

assembly, but applies 3-state CRS-2 SEL A and SEL
B (pins P1-2/1)voltage and a discrete CRS-2 DIRECT
TO ground through the right DCP and CDU to the
right FMC. This control changes the selected course
display on the copilot side displays.
1 The HDG knob/switch is a dual-control rotary knob

1 and pushbutton switch assembly. Turn this knob to
1 change the selected heading value on both left and
1 right side displays. When the knob is turned, HDG-1
1 SEL A/B logic and HDG-2 SEL A/B logic are applied

I CHP
] ]
I \ / /
I
I
I
I I I
I I I PANEL
I I
LIGHTS
krH
I I I
-
I . - I I n
-
\ UP
P1 P1
MFD 5G
5F
9F
5J
NO. 1/2 5 H -
-
-
JS
JS
JS
JS
JS
UP
LT
DN
RT
COM
21
-::-
22
9
DN
115 V AC
' LTGBUS
I W I
I I
I I
I I
I I
I !I I
II I I - 1 3 - L j
I
I DCP
-
I
-
DCP I
NO. 1
(SH 11)
I
I I
I
I
I 711 -CHASSIS GND
NO. 2
(SH 12)
,4
P1
47 0 CRS-1 SEL A
4, * I CRS-2 SEL A -- Pl
47
3-STATE 3-STATE
LOGIC I I LOGIC
40 CRS-1 SEL E 7 I I CRS-2 SEL E 48
I I
I I
-
I
I
- - - - - -- -
- - - -
r--- L
L
---_I
A
-1 8
-
I 0 15 CRS-2 DIRECT TO 49
49 CRS-1 DIRECT TO 0 I
I
50 SWITCH-1 COM 19
GND REF
I
GND REF
14 SWITCH-2 COM . 50
--
44
45 -
* HDG-1 SEL A
HDG-1 SEL E
4
3
HDG-2
HDG-2
SEL A
SEL B
44
45
46 - HDG-1 SYNC 16 HDG-2 SYNC - 46
- -
CGO-4657-13-AC-10
FMS (FMC-5000) System Schematic (CHP)


Refer t o figure 4-10-1, sheet 11. This sheet shows weather radar antenna. Push the PUSH AUTO
the number 1DCP-5000 Display Control Panel. The switch to apply a momentary ground discrete to
DCP contains knobs and switches that allow the select automatic tilt stabilization. The discrete
operator to select weather radar and navigation inputs are applied t o the bus buffers. The bus
source parameters. buffers output the discrete data over the data bus to
the PAL.
The number 1DCP receives discrete inputs from the
pilot side AAP and the CHF! The discrete inputs are The PAL decodes the knob speed and direction
applied through pullup resistors t o the bus buffers. inputs, reads the discrete inputs, and formats the
The bus buffers output the discrete data over the discrete data for the digital bus output. The PAL
data bus to the PAL. The PAL provides the DCP outputs the discrete data over the data bus t o the
control functions, decodes the knob speed and UART. The transmit port of the UART applies a
direction inputs, and formats the discrete data for L-DCP-1 ARINC 429 data bus output to the number
the digital bus output. 1CDU.
DCP controls include a RANGE knob with RDR The number 1CDU provides a +ll-V dc power input
ON/OFF switch, NAV SRC button, BRG SRC button, to the DCF! The power input is applied t o the power
RDR CTL button, and a TILT knob with PUSH supply which provides the required internal supply
AUTO switch. levels for the DCP. The number 1DCP source ident
is provided by strapping pin P1-30 t o ground.
The RANGE knob with RDR ON/OFF switch is a
rotary knob and pushbutton switch assembly that
selects the onside MFD display range value and
turns the weather radar display on or ODE Turn the
RANGE knob to change the value displayed on the
MFD. The RANGE outputs consist of 0.5- or 5.0-V dc
sequentially generated at the output pins and
applied to the bus buffers.
SET A SET B
0.5-V 0.5-V
5.0-V 0.5-V
0.5-V 5.0-V
Push the RDR ON/OFF switch to apply a momentary

ground RDR ON/OFF discrete to the bus buffers.
This discrete is selects or deselects the weather radar
map overlay
The NAV SRC button is a momentary switch used to

select NAV SOURCE page on the CDU. The BRG
SRC button is a momentary switch used t o select
BRG SOURCE page on the CDU. The RDR CTL
button is a momentary switch used to select RDR
FUNCTIONS page on the CDU. When these buttons
are pushed, a discrete ground is applied to the bus
buffer.
The TILT knob with PUSH AUTO button is a rotary

knob and pushbutton switch assembly, similar to the
RANGE knob/switch assembly previously described.
The TILT knob manually sets the tilt angle of the

CDU NO. 1
(SH 3)
P1 I ARINC
DCP-5000 NO. 1
ARINC 429
CHP
(SH 10)
-
P1
I
CRS-1
CRS-1
SEL A
SEL B - 47
48
t CRS-1 DIRECT TO
SWITCH-1 COM -50

-L 49
- I
HDG-1 SEL A
HDG-1 SEL B - 44
45
II
I17 & HDG-1
1
SYNC 46
I
-DH
- DH SET B
SET A -
- 35
36
-DH
-KPT/MDA
-
-
SET ON/OFF
SEL
34
37
-RPT/MDA
-RPT/MDA
-
-
SET A
SRT B
38
39
-RPT/MDA SET -I 4o
15
14
ON/OFF
-SWTCH COM - 42
I
- /
/‘ I
I
SOURCE DENT NO. 1 r

-
30 -
SOURCE IDENT NO. 2 31 ---)
CDU NO. 1
(SH 3)
P1
INTERNAL
+11 V DC PWR - SUPPLY
SUPPLY
LEVELS
+11 V DC PWR RTN - 3
1
% =
CHASSIS GND -5
ilJ7
CGO-4657-13-AC-11
FMS (FMC-5000) System Schematic (DCP 1)


I Refer t o figure 4-10-1, sheet 12. This sheet shows

I the number 2 DCP-5000 Display Control Panel.
I
I
- Internal DCP operation is described on a previous

CDU NO. 2 I DCP-5OOO NO. 2
CHP
(SH 10)
III
- -
P1
CRS-2 SEL A
CRS-2 SEL B - 47
48
CRS-2 DIRECT TO
SWITCH-2 COM
HDG-2 SEL A
HDG-2 SEL B
HOG-2 SYNC
-
-
-
-
I-
12
-I-
49
50
44
45
46
4
-C
7- '\
,\I
I
I
' I
,
"i"t-
A h Z +8 V DC
2
1 - DH SET A
- DH SET B
-
-- 35
36
BUFFERS
LOGIC I
I
I
I
6
- OH SET ON/OFF
-m/MDA -
SEL
34
37
+
4
-NAV SRC i
7
8
7 - RPT/MDA
- RPT/MDA
- RPT/MDA SET
-
--
SET A
SRT B
-I-
38
39 4 Lo- BUFFERS
r----------
- ,
I:
4o RDR CTL
DN/OFF
+-h//'
14 - SWITCH COM 42 1
I
- ,
/'
SOURCE IDENT NO. 1 30 .---.I

LOGIC
SOURCE IDENT NO. 2 31
CDU NO. 2
&- 4
(r*I 5)
INTERNAL
+11 v DC PWR 1
+11 v DC PWR RTN -
CHASSIS GND -5
13
CGD-4657-13-AC-12
System Schematic (DCP 2)

F M S (FMC-5000)



4.3.10 RSS (Radio Sensor System) now tune any selected radio.
4.3.10.1 Owemiew Note that the RTU-870T is an enhanced version of

the RTU-870A. The RTU-870T is capable of tuning
The RSS system contains radios and controls used additional units that may be added to the system in
for air-to-ground communication, VOMLS the future.
navigation, distance measurement, ATC tower
communication, ADF navigation, radio altitude A remote MKR switch selects marker beacon
measurement, and geographic position fixing. receiver sensitivity; the RTU scans this switch and
encodes the information into the tune word supplied
The RSS consists of dual universal radio tuning to the VIR radio. A remote RMT TUNE switch can
units, VHF COM transceivers, VHF NAV receivers, disable the remote tune function and cause the RTUs
DME transceivers, mode43 transponders, and ADF to ignore tune inputs from the FMS (CDU and
receivers (second ADF is optional). The RSS also autotune). Either remote IDENT switch keys the
contains one ADF antenna, two TCAS I1 antennas, transponder (through the RTU) to transmit an
a radio altimeter transceiver, a radio altitude airplane identification pulse (along with the normal
converter, a TCAS I1 transmitter-receiver,, and one reply). A remote ATC switch selects the active (1or
(or two) VLF/Omega/GPS receivers or optional 2) transponder.
GPS-4000 receivers.. Refer t o figure 4-11. Each
LRU is described below: The number 1 VHF-422A is a multichannel W F
voice transceiver. The VHF-422A normally is tuned
RTU-870" Radio Tuning Unit (quantity 2) by the left RTU, but also may be tuned by the right
VHF-422A VHF COMM Transceiver (quantity 2) RTU (if left RTU fails) or burst tuned by the VlPS (if
VIR-432 Navigation Receiver (quantity 2) both RTUs fail). The VHF-422A applies an audio
DME-442 DME Transceiver (quantity 2) output to the airplane audm system and a digital bus
*TDR-94/94D Transponder (quantity 2) output to IAPS data concentrators. The data output
ADF-462 ADF Receiver (quantity 1or 2) contains the COM frequency, which is echoed back
ANT-462A ADF Antenna (or ANT-462B Dual ADF to the RTUs on a group bus.
Antenna)
ALT-55B Radio Altimeter The number 1VIR-432 is a VHF navigation receiver
RAC-870 Radio Altitude Converter performing VOR/LOC, glideslope (GS), and marker
CMA-764/764-1VLF/Omega/GPS Receiver (quantity beacon (MB) functions. The VIR-432 normally is
1or 2) tuned by the left RTU, but also may be tuned by the
VLF-ANT Antenna Coupler (quantity I or 2) right RTU (if left RTU fails) or burst tuned by the
GPS-ANT GPS Antenna (quantity 0,1, or 2) IAPS (if both RTUs fail). The VIR-432 applies
TTR-920 TCAS I1 Transmitter Receiver (quantity 0 VORLOC and MB audio outputs to the airplane
or 1) audio system and digital bus outputs to the IAPS and
TRE-920 TCAS I1 Directional Antenna (quantity 0, the IDS systems. This digital output contains the
1, or 2) NAV frequency (echoed back to the RTUs) and
I GPS-4000 Global Positioning System (quantity 1or processed NAV data (used by the FMS and displayed
I 2) on the crts).
*TDR-90 Transponders and CAD-$70Transponder The number 1 DME-442 is a 3-channel distance

Adapters may be installed instead of the measuring equipment. Channel one of the DME-442
TDR-94/94D. is manually tuned by the left RTU, but also may be
tuned by the right RTU (ifleft RTU fails). Channels
The number 1 RTU-87OA/T is a universal control two and three are automatically tuned by the FMS
head used by the pilot to tune the left side radios. and used for multisensor navigation. The DME-442
This single LRU provides ARINC control words to all applies audio output t o the airplane audio system
left and right side radios, so that the RTU is capable and digital bus outputs t o the IAPS and the IDS
of tuning any radio during reversion mode. If the systems. This digital output contains the DME
cross-side RTU fails, the 2 RTU reversion switch frequency (echoed back to the RTUs) and processed
blanks the right RTU and toggles a tune port select DME data (used by the FMS and displayed on the
pin on the right bank of radios. The left RTU may crts).

The number 1 TDR-94/94D is a mode-A (ident), (echoed back to the RTUs) and processed ADF
mode-C (altitude), and mode-S (select) transponder. bearing (displayed on the crts).
This transponder is active when the remote ATC
switch is set to 1. When selected, the TDR-94/94D The number 2 RTU-870A/T is used by the copilot to
responds t o all valid ATC radar interrogations with tune the right side radios. Operation of the control,
a coded identification and/or reporting altitude reply number 2 radios, and remotelreversion switching is
This reply is used by the ATC controller to locate and as described above.
identify the airplane. The TDR-94l94D applies a
digital bus output to the IAPS. This output contains The ANT-462A provides RF input to number 1
the ATC code (echoed back to the RTUs). ADF-462 when only one receiver is installed. The
ANT-462B is a dual antenna that provides RF input
The TDR-94D also provides mode-S identification t o both ADF-462 receivers when two are installed.
and expansion capabilities for TCAS and data link Either the ANT-462A or the ANT-462B antenna
functions. Each airplane is assigned a unique (never both) is installed in the airplane.
mode-S identification code that is set by airplane
interconnect strapping. This mode-S (select) code The ALT-55B is a swept FMCW altimeter that
allows the tower to automatically interrogate a measures direct radio height for use by the FCC
specific airplane. Additional processing LRUs must computers and for display on the PFDs. The
be installed to use the TCAS and data link ALT-55B transmits a reference signal, receives the
capabilities; this allows the transponder to perform reflected signal, and compares the two signals to
additional air traffic control and airplane separation determine the airplane radio altitude. The dc
assurance (ASA) functions. altitude output is converted to ARINC 429 format by
the MC-870 and applied to W S data concentrators.
Note that some installations do not use TDR-94l94D The altitude awareness panels in the FMS system
transponders. A TDR-90 with a CAD-870 adapter provide a TEST discrete, which is applied through
may be installed instead of each TDR-94/94D. These the RAC-$70 to initiate self-test operation in the
installations do not provide mode-S operation. The ALT-55B.
optional TTR-920 TCAS I1 Transmitter Receiver is
an airborne surveillance system that interrogates The CMA-764 is a receiver that uses VLF and
nearby airplanes and provides collision avoidance Omega navigation signals to determine geographic
alerts. The optional TRE-920 directional antennas position. The CMA-764-1 also receives GPS
provide part of the TCAS function. The TTR navigation signals. One or two CMAs may be
operates with the TDR-94D mode43 transponder t o installed. The VLF-ANT is an H-field antenna
monitor transponder replies from other airplanes. If coupler that provides received signal input to the
the TTR determines that a nearby (transponder CMA. The GPS-ANT is an antenna that supplies
equipped) airplane is a potential threat, received GPS signal input to the CMA-764-1.
trafficlresolution advisories are displayed and an
audio alert is generated. If the intruder airplane is The CMA is used by the FMS as a multisensor
equipped with TCAS, the TTR coordinates avoidance navigation input. The CMA monitors heading,
maneuvers with this airplane using the mode43 control, and station select data from W S group
transponders. The TTR-920 receives buses. The CMA normally monitors data from both
altitudehertical speed information from an air data sides of the U P S , but monitors only onside IAPS
computer (through the TDR), radio altitude data if two CMAs are installed. Digital bus outputs
information from the RAC, and heading information provide the position data to the FMC computers
from the left side AHC. The TTR provides data bus (inside IAPS) and to the SDUs (through the SDD).
outputs to the transponder and EFIS system.
The number 1GPS-4000 Global Positioning System
The number I ADF-462 is a low-frequency automatic processes the GPS signals received f o m the antenna
direction finder. The ADF-462 normally is tuned by to provide various navigation data t o the left side
the lefe RTU,but also may be tuned by the right IAPS data concentrators. The number 1 GPS
RTU (if left RTU fails). The ADF-462 applies an Antenna actively filters and amplifies the GPS
audio output t o the airplane audio system, and signals for the number 1GPS.
digital bus outputs to the IAPS and the IDS systems.
This digital output contains the ADF fequency The number 2 GPS-4000 Global Positioning System

1 processes the GPS signals received from the antenna

I t o provide various navigation data t o the right side
I IAPS data concentrators. The number 2 GPS
1 Antenna actively filters and amplifies the GPS
I signals for the number 1GPS.

theoty of ooeration 523-0775810
ATC
r SWITCH7 r SWITCH 7 r SWITCH 7
1
IDENT 2 IDENT
2 RTU
SWITCH
SWITCH
DSABL
LA-GP BUS 1
LE-GP BUS 2 7 --. .
NO.
K I U1
-- .
F k Z Y h i O s )
MKR
XPNOR IDENT
XPNDR SELECT
RMT WNE ^. ^^
E; 1‘3
^. .- .
K I U2
NO. FE~OS)
DSABL
I
1
RE-GP BUS 2 L-RTU-2 LE-GP BUS 2
(LEFT RADIOS) (RIGHT RADIOS)
ME SENSITIVITY
I
I I -I I
t REMOTE TUNE
t
I
T MIC COM
LA-GP BUS 1
LB-GP BUS 2
L-RW-2
L-VHF-1 i-Ric-lA
L-GPS-1 El BUS 1 L-RTU-1 -
R-VHF-1
(OPTIONAL)
R-RTU-1 BUS 2 R-RTU-2 - AUDIO
v v
AUDIO MF-ANT GPS-ANT
LE-GP BUS 3
GS ME VOR/LOC
I
I
LE-GP BUS 2 -&A- L-MF-1
L-VIR-2 R-VIR-2
L-OME-2 R-DME-2
L-ADF-2 R-ADF-2
L-MF-2 R-MF-2 4 +R-VIR-1
TA/RA-1 TA/RA-2 1 H VIR -R-VIR-2
-. L-GPS-2 R-GPS-2 NO. 2

OR
MB/VOR/LOC
A CAD-870 AND TDR-90 MAY BE
INSTALLED INSTEAD OF A TOR-94/94D.
t
-MB/VOR/LOC
AUDIO
-.r
Q v v
MF-ANT GPS-ANT
DME
I Y
I I I
DME AUDIO
L-ADF-1
-
-0R----7 I
SUPRN
p
-
I
3 -
R-DME-1
R-DME-2
DME AUDIO
R-ADF-1
Q
LE-GP BUS 2
GPS
L-GPS-1
NO. 1
L-ADF-2
ADF AUDIO -Q SINGLE
(OPTIONAL)
DUAL
R-ADF-2
I
t
I 1
- - - - - - - - - -1
r
I r
GPS
I I
RE-920
Y Y
TRE-920
R-TDR-1
m
TA/RA-2 LE-GP BUS 2 R-GPS-1
TTR- TX- 1 R-TDR-XT NO. 2
TA/RA-1 TTR-920 m-Tx-2
I
XMT TCAS
AUDIO
L-GPS-2
4
TEST R-GPS-2
CGO-0511-22-AC-22
RSS (Radio Sensor System) Overview

Figure 4-11

4.3.10.2 System Schematic The microprocessor applies specific data to a system

timing block. This counter network generates UART
Refer to figure 4-11-1, sheet 1. This sheet shows the enable logic and clocks the watchdog timer. The
number 1 RTU-870AD' radio tuning unit and the watchdog timer resets the microprocessor if program
related pilot switches. Either the RTU-870A or the execution takes too long to complete. The timer is
RTU-870T may be installed. The RTU-870T is the regularly initialized by the processor; if the timer
preferred model. This unit provides additional tune counts down before a routine is finished, a reset is
capability for future expansion. generated to prevent the processor from hanging up.
The number 1RTU is a centralized controller that is Data bus A allows the processor to control the
used primarily by the pilot to tune the left side memory and I/O functions. This bus gathers stored
COMM/nav/pulse radios. This single LRU displays control data from nonvolatile memory, RTU control
and selects the operating modes and frequencies (or laws from program EPROM, discrete input and
ATC reply code) that control the VHF, TDR, VIR, knob/switch settings from a buffer, and echo tune
DME, and ADF radios. Tuning outputs are applied data from the UART. Processed data is applied to
to both left and right side radios so that the RTU is the nonvolatile memory, a system timing block, an
capable of tuning any radio during reversion mode. output buffer, a dimming d/a circuit and the UART.
If the RTU fails, a reversion switch disables the RTU
and applies a discrete ground to each left side radio. Front panel RTU pushbutton, knob, and line key
This discrete causes the radios to accept tune data status is read by the microprocessor along with
from the right RTU. reversion mode discretes through a 3-section input
buffer. The ATC ID, ATC STBY, DME HLD, 1/2,
The RTU consists of a microprocessor, COM SQ, and ADF TEST pushbuttons are read
pushbutton/knob/line keys, a data bus I/O circuit, through one section of the buffer. The two rotary
and a gas discharge display assembly The knobs are read through another section of the buffer;
microprocessorcontrols RTU operation using an 8-bit these knobs are wafer switches used to change the
bidirectional ADO-AD7 data bus, which interfaces tune frequencies or ATC reply code. The five RTU
with a pair of data transceivers and an address latch. line keys and a discrete reversion mode input are
One data transceiver allows the processor to control monitored through a third section of the buffer. The
the memory and YO functions using data bus A. The P1-63 reversion mode discrete becomes a ground
other data transceiver allows the processor to control when the right RTU reversion switch is set to
the display functions using data bus B. The address DSABL; this causes the left RTU to tune both the
latch provides internal device control. right and left side radios.
Number 1 +28-V dc power is applied through a diode A UART controls the ARINC 429 low-speed data bus
to the RTU power supply The power supply I/O interface. The processor uses data bus A to read
generates all internally required levels; this supply three multiplexed serial input buses and to write
is disabled when the left RTU reversion switch is set transmit data onto two serial output buses. The
to DSABL. RB-GP BUS 2, LB-GP BUS 2, and LA-GP BUS 1
input data buses are alternately selected and
The power supply feeds two monitor circuits. A multiplexed to the UART receive port. These GP
power-on-clear monitor is a comparator that resets buses from the U P S data concentrators echo the
the microprocessor whenever the +5-V dc level radio tune frequencies back to the RTU processor.
fluctuates below a reference level. A memory store These group buses also provide CDU/FMS remote
monitor is a comparator that activates a power tune words to the RTU, the RTU then retunes the
sustain circuit and applies a STORE discrete radio.
whenever the +5-V dc level is low or when power is
removed from the RTU. This power sustain circuit When the UART is enabled to transmit, processed
powers nonvolatile RAM,which is strobed by the data is applied from the UART transmit port to two
STORE discrete to read current RTU control data output amplifiers. The L-RTU-1 data bus output is
just before power loss or shutdown. When power is applied to number 2 VHF, TDR, VIR, ADF, and
reapplied, this data is transferred back to active DME. The GRTU-2 data bus output is applied to
memory. number 1VHF, TDR, VIR, ADF, and DME. These
outputs contain the following control data: VHF

COM frequency, ATC beacon code, VOR/TLS cause the lea VHF and VIR to accept burst tune data
frequency, ADF frequency, DME frequencies (three), from the IAPS. The pilot CDU is then used to tune
and altitude. these two radios.
The microprocessor reads the display dim bus using The airplane MKR toggle switch selects HI or LO
a successive approximation technique. The analog sensitivity operation of the (VIR) marker beacon
dim bus input is applied to the noninverting input of receivers. When high sensitivity is selected? a
a cornparator. The processor applies a series of ground is applied to P1-61 of both RTUs. This
approximate dim reference levels on data bus A to a ground is read from a buffer by the microprocessor
digital-to-analog converter. The digita1 references and encoded onto the VIR tune word applied to the
are converted t o a dc ramp and applied to the VIR radio.
inverting input of the comparator. When the
approximated reference trips the comparator, the The airplane ATC toggle switch selects either the left
processor knows the desired dim setting. (1)or right (2) transponder t o be active. When TDR
number 1is selected, a ground is applied to P1-13 of
Data bus B allows the processor to control the gas both RTUs. This ground is read from a buffer by the
discharge display functions. This data bus is applied microprocessor.
t o the cathode display drivers, the anode display
drivers, and a decoding buffer circuit. The remote transponder IDENT switch initiates
transmission of an ATC ident pulse. When this
The gas discharge display is configured in a matrix button is pushed, a ground is applied to P1-11 of both
fashion, using 8 anodes (for the whole display) and RTUs. This ground is read from a buffer by the
16 cathodes for each row in the display. Display microprocessor and encoded onto the ATC tune word
segments are lit according to microprocessor applied to the selected TDR.
generated anode and cathode strobe voltages.
The airplane RMT TUNE toggle switch disables the
A buffer decodes DME HOLD and REPLY system remote tune function; the RTU then ignores
annunciator logic and display dim control. A ground CDU tune and NAV autotune words from the FMS
output from the buffer lights the DME HOLD (supplied on the GP buses). When this switch is set
annunciator when the DME HLD pushbutton is to DSABL, +28-V dc is removed from P1-12 of both
pushed. A ground output from the buffer lights the RTUs. This open is read from a buffer by the
REPLY annunciator when the TDR replies to an microprocessor.
interrogation. Display dim setting is determined by
the processor as described above. A dim control code Pins 21, 57, and 64 also are monitored by the
is provided on data bus B, through the buffer, to a processor through the buffer. PI-21 is strapped to
display current control circuit. The resulting dim P1-53 (ground) when "CAS is installed. P1-57 is
control signal is a duty cycle output that determines strapped t o PI-53 (ground) when only one ADF
the length of time that the display segments remain receiver is installed. The P1-64 ident pin is open for
on, and also the level of pulse modulation applied t o the left RTU.
the cathode drivers. The RTU BRT knob functions
as a fine-tune dimming control and adjusts the
amplitude of the modulating signal in the display
current control circuit.
The 1 RTU reversion switch is a %pole, 2-position

switch. At the NORM position, the left RTU is
enabled and controls the left side radios. At the
DSABL position, a ground is applied from the C2
switch section to disable (shut off) the left RTU. A
ground is applied from the C1 section to cause the
right RTU to start tuning the left (and right) radios,
and to cause the left radios t o accept right side tune
data. If the 2 RTU reversion switch also is set t o
DSABL, a ground is applied from the C3 section to


BURST TUNE ENABLE (GND) 0 1 RTU-C3 (SHEETS 2. 3)

I (VHF NO. 1. VIR NO. 1)
1 RTU-C1 (SHEETS 2. 3. 4. 5/18. 6 , 12)

(LEFT RADIOS)
SHEET 12
RTU NO. 1
- SENSE
+12 V DC
)-I SHEET 1 2
(TO P1-11)
-=+-
POWER INTERNAL I
BUS GND SUPPLY
LEVELS XCVR DATA BUS A -
~
,, IUFFER
ON/OFF PP
XCVR DATA BUS E.
DIGITAL
DIM INPUT ’ , LATCH SHEET 12
(TO P1-12)
- INORM(
~
DC RAMP CONVERTERo
D/A I1
--,
CROSS-SIDE
+12 v DC
- 21
E
57
TCAS STRAP
NO ADF 2 STRAP
c
RTU DISABLED GND = XRTU DSBL + 5 V DC
I
2-RTV-C2
(SHEET 12)
LINE KEYS- BUFFER
FREO/CODE KNOBS:
-
-- SWlTCH LTG
MODE BUTTONS
64 NOT CONNECTED
115 V AC
{r I
5
LTG BUS 4
ARINC
XMTFS
I
44
(SHEETS 13. 14. 15. 16/19.
45
(RIGHT RADIOS)
NOTE: ALL BUSSES
ARE ARINC 429 47
LO-SPEED. (SHEETS 2. 3. 4. 5/18. 6)
II
D
48 (LEFT RADIOS)
1 ARINC
RCVR’S
CGD-D511-22-AC-l
RSS System Schematic (RTU 1)

Figure 4-11-1 (Sheet 1 of21)

Refer to figure 4-11-1, sheet 2. The number 1 Filtered keyline logic from the PTT microphone
VHF-422A is a multichannel COM transceiver that button selects transmit mode. Transmitter
provides pilot side 2-way AM voice communications. temperature and transmit power levels are digitized
The VHF normally is tuned by the left RTU, but also and monitored by the processor.
may be tuned by the right RTU (if left RTU fails). If
both RTUs fail, the VHF may be tuned by the pilot Processed CSDB output data is applied to the ARINC
CDU. The VHF audio output is applied to the processor, where it is converted to ARINC-429
airplane audio system, and a digital bus output is format and transmitted on the L-VHF-1 bus to the
applied to the IAPS. IAPS. Squelch test logic and the transfer tone are
applied to the squelch circuit and to the audio
The VHF consists of an ARINC I/O microprocessor, amplifier respectively Data, clock, and enable
a main microprocessor, a superheterodyne receiver, outputs are generated and applied as tune frequency
a broadband transmitter, and an audio amplifier. program input to the LSI frequency synthesizer.
The number 1 +28-V dc airplane supply provides XMT mode logic is generated to select internal
operating power. An internal power relay switches receive or transmit operation. The 106.7-kHzoutput
the +28-V dc voltage input to the power supply is a frequency reference for the modulator circuit.
circuits; these circuits generate all internal supply
levels. In receive mode, a VHF communication signal is
input from the antenna t o the transmitkeceive (tr)
The ARINC microprocessor selects and reads one of diode switch. These two diodes are forward biased in
three tune data bus inputs, supplies tune data to the the receive mode to isolate the antenna from the
main microprocessor, and formats the ARINC output transmitter. The input signal is processed through
data bus. Three ARINC 429 low-speed data buses a preselector and applied to the dual conversion
are received and input to a multiplexer. The receiver. The preselector contains four rf filters to
R-RTU-1 bus brings tune data from the right RTU, attenuate undesired signal components.
the L-RTU-2 bus brings tune data from the left RTU,
and the LB-GP BUS 3 bus brings tune data from the A SIMULCOMM-2input from the right VHF also is
IAPS (CDU burst tune). The processor scans the applied to the preselector; a KEY-2 ground reduces
BURST TUNE and RX PORT A/B ENABLE discretes receiver sensitivity when the other VHF is
from the left RTU reversion switch and then applies transmitting.
RX PORT SELECT logic to the multiplexer. The
multiplexer then supplies tune data from the The main microprocessor reads the tune frequency
selected input port to the processor. Normally, port from the ARINC processor and applies appropriate
B is selected and the VHF is tuned by the left RTU. datdclocklenable control to program the synthesizer.
When the left RTU reversion switch is set to DSABL, The synthesizer is an LSI device that generates
a ground is applied to pin 14, which selects port A frequency dependent TUNE VOLTAGE and RCV
(right RTU) tune data. When both left and right 1ST INJ outputs during receive mode. The TUNE
RTU reversion switches are set t o DSABL, a ground VOLTAGE output is a dc level that is used to tune
is applied to pin 7, which selects port C (IAPS)burst the center frequency of the preselector. The RCV
tune data. The selected tune data is supplied in 1ST INJ output is a frequency injection signal that
CSDB format to the main microprocessor. is related to the tune frequency
The main microprocessor controls the VHF receive The preselector output is input to the dual
and transmit functions. The processor reads selected conversion receiver circuit; injection frequencies are
tune data, source ident, keyline logic, and provided by the synthesizer and a local oscillator.
monitor/control input information. The processor The receiver provides IF signal output to the squelch
generates CSDB data, squelch test logic, XFR tone, circuit and through a transistor detector to an audio
synthesizer datdclocklenable, XMT mode logic, and compressor. The squelch circuit automatically
106.7-kHz reference outputs. operates a squelch switch that either blocks or passes
the received audio signal. The squelch circuit opens
The selected tune input data is read in CSDB format the squelch switch if phase noise is excessive or if
and used to program the frequency synthesizer. The multiple carriers are received. The detected
source ident is read through a shift register; the (received) audio is compressed t o reduce loudness
ident strap (pin 28) is open for the number 1VHF. variations and then passed through the squelch

switch to the audio amplifier.
*
0 d
I
NOTE: ALL BUSSES ARE
In transmit mode, the pilot microphone applies PTT ARINC
p, RCVRS VHF NO. 1 ARINC 429 LO-SPEED
push-to-talk logic and MIC AUDIO voice signal to ..
the VHF. The PTT logic ground initiates keyline R- RTU- 1
RX PORT A
control t o the main microprocessor (and to an audio -
w
(SHEET 1 0 )
(Pl-44/45)
relay) and also applies a KEY-1 SIMULCOMM E ARINC
ARINC
XM TR
ground t o the right side VHF. The pilot voice signal A 45
is applied through an audio compressor (which L-RTU-2 4- RX PORT B P1 L
maintains consistent depth of modulation) to the

modulator input.
(SHEET 1) 1 2 46
1
3
_I
MUX
XMT DATA
L TX PORT A
52-
.L-VHF-l
-I
RX PORT SFLECT.
4
When the keyline control input becomes a ground +5 V DC 2
level, the main microprocessor initiates transmit
mode. If the monitored transmitter temperature and
P 1L
internal power levels are within acceptable limits,

IRTU-C3
BURST TUNE ENABLE -c 7
GND = BURST TUNE
-- L
IXFR TONE4
the processor applies logic high XMT MODE enable

(SHEET 1)
PI I I I I I I
to the modulator. The modulator uses a 106.7-kHz R-RTU
IRTU
.~-Cl
TAKE CMD 14 -
0 RX PORT A/B FNPrBLE -1 -I
- SlDl
reference frequency to operate. The enabled (SHEET 1)
I CSDB -
modulator applies XMT MODE POWER and XMT
SIGNAL outputs. The XMT MODE POWER output SOURCE IDENT
(NOT CONNECTED)
28 -
n I D = l
AUDIO I 41 A
Tb!!-SIDETONE
+28 P
AIRCRAFT
AUDIO
applies enable power to the transmitter and reverse
biases the two tr diodes to isolate the antenna from
the receiver. The XMT SIGNAL output to the
transmitter is the AM modulated voice signal.
SIMULCOMM-1
(SHEET 11)
KEY-1
I
35 XMT MODE
SOUELCH TEST
DATA/CLOCK/ENABLE
KEYLINE
25-
0
SIDETONE
I
I
(FROM P l i 3 5 )
MONITOR/
The transmitter is a 4-stage716-watt amplifier. The CONTROL
transmitter is frequency tuned by the RF XMT INJ
13
output from the synthesizer. The synthesizer is COMPRESSOR
programmed by the processor to apply tune
i
1
frequency dependent injection to the transmitter
during transmit mode. The transmitter output is
then low-pass filtered and transformer coupled to the
antenna. The transformer allows the processor to
A1
monitor forward and reverse transmit power and
also applies sidetone audio to the audio amplifier.
The audio amplifier receives transfer tone, sidetone, I
and received audio inputs. The amplified audio
output is applied through a transformer to the
CHASSIS GND
t: 31
2
airplane audio system. Separate received, sidetone
(transmit), and combined (received and transmit)
outputs are provided; an audio relay (controlled by
I
50
keyline logic) selects either received or sidetone
audio output.
-E 49
37
r 38
POWER BUS GND
t;g -
GND IF AIRCRAFT AUDIO SYSTEM H A S A COMPRESSOR
CGO-0511-22-AC-2
RSS System Schematic (VHF 1)


theory of qperation 523-0775810
Refer to figure 4-11-1, sheet 3. The number 1 VOR (30-Hz REF and 30-Hz VAR), LOC, and GS
VIR-432 contains VOWLOC, glideslope (GS), and signals are sampled onto the data bus by the
marker beacon (MB) receivers and instrumentation processor through an a/d converter. Decoded MB
circuits. The VIR-432 normally is tuned by the left status is read onto the data bus by the processor
RTU, but also may be tuned by the right RTU (if left through a latch.
RTU fails). If both RTUs fail, the VIR may be tuned
by the pilot CDU. The VOWLOC and MB audio Processed CSDB output data is applied to the ARINC
outputs are applied to the airplane audio system, and processor. The ARINC processor applies this data to
digital bus outputs are applied t o the IAPS and the the ARINC UART, where it is transmitted on the
IDS systems. L-VIR-1 bus to the IAPS and the L-VIR-2 bus to the
IDS. These data bus outputs contain the tuned
The VIR consists of an ARINC microprocessor, an VOR/LOC frequency, VOR bearing, LOC deviation,
instrumentation microprocessor, a VOR/LOC GS deviation, and MB status information. A 30-Hz
receiver, a glideslope receiver, a marker beacon TEST tone output is generated by the processor
receiver, and two audio amplifiers. Operating power when self-test mode is requested; this tone is
is provided by the number 1 +28-V dc airplane monitored through the a/d converter. Data, clock,
supply; an internal power supply converts this and enable outputs are generated and applied as
voltage into required supply levels. The ARINC tune frequency program inputs to both the VOWLOC
microprocessor selects and reads one of three tune and the GS LSI frequency synthesizers.
data bus inputs, supplies tune data to the
instrumentation microprocessor, and formats ARINC The VOWLOC receiver is a dual conversion receiver
429 output data. Three ARINC 429 low-speed data that demodulates the VOR or LOC signal from the
buses are received and input t o a multiplexer. The 108.00- to 117.95-MHZ band and applies detected
R-RTU-1 bus brings tune data from the right RTU, signal to the instrumentation processor and isolated
the L-RTU-2 bus brings tune data from the left RTU, audio to the airplane audio system. The RF input
and the LB-GP BUS 3 bus brings tune data from the signal from the VOWLOC antenna is applied
IAPS (CDU burst tune). The processor reads latched through a preselector t o the dual conversion
BURST TUNE and RX PORT N B ENBL discretes receiver. The 2-pole preselector provides RF
from the left RTU reversion switch and selects the selectivity and is continuously tuned by a dc TUNE
active tune port. The multiplexer then supplies tune VOLTAGE from the synthesizer. The synthesizer is
data from the selected input port through a UART to programmed by the instrumentation processor to
the ARINC processor. Normally, port B is selected apply dc TUNE VOLTAGE to the preselector and a
and the VIR is tuned by the left RTU. When the left variable first injection frequency to the receiver.
RTU reversion switch is set t o DSABL, a ground is These outputs are related directly to the tune
applied to P1-31, which selects port A (right RTU) frequency and channel the receiver to the desired
tune data. When both left and right RTU reversion station.
switches are set to DSABL, a ground is applied to
P2-8, which selects port C (IAPS) burst tune data. A crystal oscillator provides the second (fixed)
The ARINC microprocessor supplies the selected injection frequency to the receiver. The resulting IF
tune data (in CSDB format) t o the instrumentation signal is applied to a diode detector and to an
microprocessor. automatic frequency control (AFC) circuit. The AFC
circuit functions only in VOR (not ILS) mode. This
The instrumentation microprocessor controls the circuit keeps the received signal in the center of the
receiver and the data processor functions. This passband to compensate for VOR station drift. An
processor reads selected tune (ARINC RCV) data, AFC TUNE output provides a dc error correction
source ident, and decoded receive data parameters. voltage to fine-tune the synthesizer. A MUTE logic
The processor generates CSDB data, a TEST tone, output opens the path of the detected signal if the
and synthesizer data/clock/enable. AFC error becomes excessive. The detected VOR or
LOC signal is applied to an FM discriminator and
The selected tune input data is read directly in through the NAV audio amplifier t o the airplane
CSDB format and used to program the VO€ULOC audio system.
and GS frequency synthesizers. The source ident is
read onto the data bus through a latch; the ident The FM discriminator processes the detected analog
strap (Pl-14) is open for the number 1VIR. Decoded VOR/LOC signal into components expected by the

microprocessor. In VOR mode, the FM discriminator
*
derives 30-Hz reference and 30-Hz variable phase
signals from the detected VOR signal. These signals
maintain a phase relationship used t o calculate the I ARINC VIR NO. 1
ARINC I
P1
7
P1 RCVRS 22
VOR bearing. In ILS mode, the FM discriminator 7
derives a standard 90/150-Hz localizer signal from I {+~U

-R
TR
- 34" 23
d
(SHEET 12) MUX 35

the detected LOC signal. This signal represents left (P1-44/45)
. .
29
36 1
or right deviation from the localizer beam. These L-RTU-2--{:
(SHEET 1)
33
-{I
P1
LOC, 30-HZ REF, and 30-HZ VAR signals are (Pl-47/48)
applied t o a multiplexer and sampled through an

analog-to-digital converter onto the processor data
LB-GP
BUS 3
P2
15
16 -I
)ATA Bus ARINC
pp H ARINC RCV
CSDB DATA
- DATA BUS
p p k C LD AKT A
INSTR
I
bus. TEST ENBL ID=l 5 1 (NOT CONNECTED)
GS DEV
+5 v OC
The glideslope receiver is a dual conversion receiver I

that demodulates the GS signal from the 329.15- t o BURST TUNE ENABLE E
GND=BURST TUNE
335.00-MHZ band and applies the detected signal t o lRTU-C3 + 8 0
i"
(SHEET 1)
the instrumentation processor. The GS frequency is
paired with the localizer frequency selected on the P1
control unit. R-RTU TAKE CMD RX PORT A/B ENBL AUDIO
1RTU-C1 * .
I
AMPL
(SHEET 1)
The RF input signal from the GS antenna is applied
through a 3-pole bandpass filter t o the dual
conversion receiver. The GS synthesizer is
programmed by the instrumentation processor to POWER BUS GND 20.505 MHz
apply the variable first injection frequency t o the CHASSIS GND 2ND I N J
receiver. This frequency is related directly to tune
T
- -
L
frequency and channels the receiver t o the desired 108.00-117.95 MHz
DUAL
CONVERSION
FM PFD
DISCRIMINATOR
station. RECEIVER
t
A crystal oscillator provides the second (fuzed) 87.95-97.90
MHz INJ
injection frequency t o the receiver. The resulting IF VOR/LOC ANTENNA
I
signal is applied to a transistor detector. The
detected 90/150-Hz GS signal is amplified, applied to t AFC TUNE LOC
-
a multiplexer, and sampled through an
-
30 H m
analog-to-digital converter onto the processor data P1

A1
BP
% FILTER
DUAL
CONVERSION
30 HZ
: MUX
bus. This signal represents up or down deviation RECEIVER TEST-

from the glideslope beam.
-
t t
268.20 35.45 MHz
AUDIO
2 7 4 . 0 5 MHz 2ND INJ
AMPL
The marker beacon receiver is a single-channel
tuned RF receiver. The MB receiver amplifies and
P1
demodulates the received 75-MHZ signal and applies
detected signal to the instrumentation processor and
GLIDESLOPE ANTENNA ENBL
-
audio t o the airplane audio system. 4F:$z
AMPL
OUTER
NOTE: ALL BUSES ON THIS
SHEET ARE ARINC
4 2 9 LO-SPEED.
RF LATCH
The 75-MHZ input signal from the MB antenna is AMPL
DIODE
AMPL
applied through a crystal bandpass filter to a 2-stage 7 5 MHz

DETEC-
-
TOR AMPL
RF amplifier. The crystal filter provides receiver
MARKER BEACON ANTENNA
selectivity High or low sensitivity threshold is
enabled according to decoded input tune data; SENSITIVITY
AMPL
sensitivity control is selected by the remote MKR
switch. The amplified signal is demodulated by a CGO-0511-22-AC-3
diode detector, amplified, and applied to a

filter/amplifier network and through the MB audio RSS System Schematic (VIR 1)
WU' amplifier t o the airplane audio system.

The filtedamplifier network contains three tuned the number 1DME. Received (reply) data is decoded
circuits. These circuits sense the 400-, 1300-, and and stored in CHANNEL RAM. Monitors from the
3000-Hz tone components of the detected signal. power supply (PS MON), modulator (XMT MON),
Corresponding outer, middle, and inner marker and synthesizer (SMO MON) are read from a latch
beacon discrete outputs are generated and applied t o onto the data buffer bus.
a latch. These discretes are read from the latch onto
the processor data bus. Processed DME output data is applied from the
microprocessor to the ARINC UART where it is
transmitted on L-DME-1 bus to the IAPS and
Refer to figure 4-11-1, sheet 4. This sheet shows the L-DME-2 bus to the IDS. These data bus outputs
number 1DME-442 distance measuring equipment. contain the tuned DME frequency,
The DME is a 3-channel transceiver that measures distance-to-station, time-to-go, and ground-speed
slant range (line-of-sight)distance from the airplane calculations.
to a ground station, computes relative closure rate
and time t o station, and decodes the station A timing circuit resets the microprocessor if program
identifier. Channel one of the DME-442 is manually execution time becomes excessive; the reset ensures
tuned by the left RTU, but also may be tuned by the that the processor is not hung up in an endless loop.
right RTU (if left RTU fails). Channels two and A data transceiver provides interface between the
three are automatically tuned by the FMS and used ADO-AD7 microprocessor data bus and the data
for multisensor navigation. The DME audio output buffer bus used for internal communication. A latch
is applied to the airplane audio system, and digital decodes address to the CHANNEL RAM memory;
bus outputs are applied to the IAPS and the IDS this memory stores signal presence, AGC, and
systems. receiver tune data for one or two channels that
currently are not being processed.
The DME consists of an ARINC UART, a
microprocessor, a transmitter, a receiver, and an The transmitter circuit consists of a modulator,
audio circuit. Operating power is provided by the digital synthesizer, and power amplifier. After the
number 1 +28-V dc airplane supply; an internal processor determines that a DME ground station is
power supply converts this voltage into required in range, pairs of P1P2 framing pulses are
supply levels. generated and applied onto the data buffer bus.
These pulses initiate the transmit mode. These
An ARINC UART controls the ARINC 429 low-speed framing pulses are decoded and applied to the XMT
YO interface. Two ARINC 429 low-speed data buses modulator. The modulator provides pulsed drive
are received and input t o a multiplexer. The bias t o the power amplifier.
R-RTU-1 bus brings tune data from the right RTU,
and the L-RTU-2 bus brings tune data from the left The digital synthesizer originates the CW frequency
RTU. The microprocessor reads the RX PORT A/B used to drive the power amplifier. The processor
ENBL discrete from the left RTU reversion switch programs the synthesizer with the tune frequency
and selects the active tune port. The multiplexer using data, clock, and enable lines decoded from the
then supplies TUNE DATA from the selected input data buffer bus. The synthesizer generates a dc
port through the UART to the microprocessor. control voltage to the vco. This dc level tunes the vco
Normally, port B is selected and the DME is tuned t o apply the proper CW interrogation frequency to
by the leR RTU. When the left RTU reversion switch the power amplifier. The vco also supplies VAR
is set to DSABL, a ground is applied to P1-42, which FREQ feedback t o the synthesizer, which is
selects port A (right RTU) tune data. compared with a fured REF frequency t o provide
error correction.
The microprocessor controls receiver, transmitter,
and data processor functions. This processor reads The power amplifier chops the CW interrogation
selected tune data, source ident, decoded receive frequency using pulse drive bias from the modulator.
data, and monitor parameters. The selected tune The resulting 1025- to 1150-MHZ pulse pair output
data input is read through the ARINC UART and is amplified to a 300-watt level (at the antenna).
used to properly channel the transmitter and This L-band interrogation output is transmitted
receiver. The source ident strap input is buffered through an isolating diplexer and low-pass filter to
onto the data bus; the ident strap (Pl-9) is open for the DME antenna. The diplexer is a PIN diode

circuit that is forward biased in transmit mode; this

isolates the antenna from the receiver circuits.
I1 DME NO. 1
ARINC d
A suppression circuit prevents possible damage t o ARINC
XMTRS
other L-band receivers on the airplane when the r), RCVRS
DME is transmitting. This circuit generates a

blanking pulse SUPRN output when INT SUPRN
R-RTU-1
(SHEET 12)
e
1 FIG 4-3 4
data from the processor is set (transmit mode). This
(Pl-44/45)
L-RTU-2 -L
3; =}-L-DME-2
(SHEET 1)
momentarily inhibits the receiver in the right DME (Pl-47/48)
and in both TDRs. These three units also generate
aLL DATA BUFFER BUS ADO-AD7
+
+5 V DC
NOT CONNECTED
a blanking pulse output when transmitting, which 11 I
temporarily inhibits the DME receiver.

NOT CONNECTED , GND=BURST TUNE a 3 c
The receiver circuit consists of a preselector, mixer,
and video detector. When the ground station
transmits a reply pulse pair, this 962- to 1213-MHZ
L-band signal is applied from the antenna through a
R-RTU TAKE CMD
IRTU-C1
(SHEET 1)
-L ? RX PORT K/B ENEL -
0 - BUFFER ADDR
TIMING
low-pass filter and isolating diplexer to the SOURCE IDENT

ID=l
preselector. The diplexer PIN diode is reverse biased
in receive mode t o isolate the antenna from the
(NOT CONNECTED)
Ab
4 I
TONE
AMPL
-. -
L_} -
n AIRCRAFT
-
H
transmitter circuits. PS MON ii AUDIO IDENT A U D I O D 116
5 DME AUDIO AUDIO
INTERNAL DECODER SYSTEM
POWER BUS GND
The preselector is a 5-pole bandpass filter that tracks CHASSIS GND LEVELS
the received (reply) frequency using a dc tune

voltage. The processor applies dc tune control
through a d/a converter and a tune amplifier t o the
L preselector. This dc tune voltage (TRACK-TUNE
-
VOLTS) channels the receiver to the selected station.
When test mode is selected, a discrete is decoded
from the data buffer bus and applied to a noise I XMT MON
I
generator; the resulting signal is gated into the I
XMT
MODULATOR I I
preselector input. I -
VAR FREO FR
The filtered preselector output is applied to the L
mixer along with the LO INJ frequency from the

I
I
transmitter. The mixer produces a 63-MHZ
difference (transmit-receive) frequency. This IF
frequency is amplified and applied to a video
MON 1 I
I
I
DME ANTENNA
detector, signal presence detector, and AGC sample I RCV NOTE:
circuit. I TRACK-TUNE VOLTS , I

LO INJ RECEIVER I I ALL BUSSES ON
THIS SHEEl. ARE
ARINC 4 2 9 LO-SPEED.
The video detector applies the detected reply signal

to a video processor. The video processor decodes the DISABLE IF XMT
1
detected video pulses and then performs a validity L_ - - - - _ _ _ _ _ _ --I
l
SIGNAL
h PRESENCE
DETECTOR r STORAGE COMPARATOR
check. If the pulses are properly spaced and have
--
-1NT SUPRN RCVR
TUNE MUX
correct relative amplitudes, the video processor
interrupts the microprocessor to indicate reception of
SUPRN- =
(OME NO. 2 P1-14. SH 15) ‘L 1 3
AMPL
AGC
SAMPLE
-
(TDR NO. I: PI-29. SH 5/18) I
a valid reply. The microprocessor then begins DME
computation routines.
(TDR NO. 2: P1-29. SH 16/19)
(TTR P1C-12. SH 6)
I
* I
I
I
I
I
-
LATCH
U
- ~~~~~N
SMO MON
II
The DME uses stored values from the signal I CGD-0511-22-AC-4
presence detector, AGC sample circuits, and dva
converter (receiver tune voltage) t o cycle operation RSS System Schematic (DME 1)
VVLUI’ between three different channels. The

theory of operation 523-07i5810
microprocessor sequentially reads these three values number 1 +28-V dc airplane supply This input is
through a storage multiplexer circuit and a filtered and applied through an internal breaker to
differential comparator. These A/D COMP results the low-voltage power supply This supply generates
are read onto the data buffer bus through a latch and internally required low-level voltages and feeds the
stored in CHANNEL RAM memory. After these high-voltage power supply A voltage monitor
results are stored, the processor begins operation at reports power supply integrity to the microprocessor.
the next channel; the DME cycles to the next station
approximately every 37 ms. When called by the The main microprocessor uses a 16-bit bidirectional
processor, the three stored values then are read data bus to control unit operation. A n address latch
sequentially from memory, used to retune the and a data transceiver provide the interface between
receiver, and updated in the storage multiplexer the processor and internal circuits. This processor
circuit. controls all I/O data transfer, monitors key internal
power levels, programs the frequency synthesizer,
The microprocessor determines if there is an audio generates high-voltage supply disable logic, and
IDENT in the reply signal. If an IDENT is detected, shares data with the dedicated video processor
the output is gated t o an audio decoder. The Morse through a dual-port RAM. The processor also
code station identifier is then decoded from the bus directly monitors the temperature of the transmit
and applied through an amplifier t o the airplane modulator; if temperature becomes excessive, data is
audio system. latched that toggles a discrete to inhibit the
high-voltage power supply
Refer to figure 4-11-1, sheet 5 . This sheet shows the The I/O interface circuits consist of two (TDR-94)or
number 1TDR-94194D transponder. The number 1 three (TDR-94D) input UARTs, two discrete input
TDR-94 is a single-antenna mode-A, mode-C, and buffers, and one (TDR-94)or two (TDR-94D) output
mode-S transponder. The number 1 TDR-94D is a UARTs. The main microprocessor accesses each
diversity (dual-antenna) mode-A, mode-C, and circuit using the bidirectional DBO-DB15 data bus.
mode-S transponder that is used when TCAS is
installed. This transponder is active when the Two ARINC 429 low-speed data buses are received
remote ATC switch is set to 1. When active, the TDR and applied to the RTU multiplexer. The R-RTU-1
responds to valid ATCRBS radar interrogations with bus brings control and altitude data from the right
a coded identification (mode-A)or reporting altitude RTU t o receive port A. The L-RTU-2 bus brings
(mode-C) reply The response code is selected on the control and altitude data from the left RTU to receive
controlling RTU. The TDR is normally controlled by port B. The microprocessor reads the PORT A/B
the left RTU, but also may be controlled by the right select discrete (P2-57) and selects the active port.
RTU (if left RTU fails). The TDR also responds to Normally, port B is selected and the TDR is
selective mode-S interrogations. This select mode controlled by the left RTU. When the left RTU
reply is unique for each airplane, and is set by reversion switch is set t o OFF, a ground is applied t o
strapping in the airplane interconnect. This mode P2-57, which selects port A (right RTU) control data.
allows the air traffic controller t o identify each The RTU multiplexer then supplies control data from
airplane by tail number, and is used by TCAS for the selected port (A or B) through an input UART to
air-to-air communication with a cooperating the microprocessor.
airplane. Digital bus outputs are applied to the IAPS
and t o the TCAS transmitter receiver (TDR-94D The second input UART is reserved for two ADC air
only). data input buses. These inputs are not used, since
the TDR altitude input discretes are strapped to read
In some installations a TDR-90 mode-A/C air data words from the RTU buses. These discretes
transponder and a CAD-870 transponder adapter are are described in a later paragraph.
used instead of the number 1TDR-94/94D. Refer to
sheet 16 for a system schematic of these units. The TX-1 data bus is applied through an ARINC 429
hi-speed receiver to the third input UART (TDR-94D
The TDR consists of a main microprocessor, serial only). This bus brings TCAS data words from the
and discrete YO interfaces, a 1030-MHZ receiver, an TTR transmitter receiver. Some words are destined
interrogation processor, and a 1090-MHZ for the IAF'S, and some words contain collision
transmitter. Operating power is derived from the avoidance data for mode-S transmission. This TCAS

input data is read from the UART by the The DPSK detector is a part of the receiver circuit
microprocessor. that senses phase reversals present in mode-S
interrogations. The DPSK detector outputs are
The TDR processor reads discrete inputs through applied to the PAM (pulse amplitude modulation)
two buffer circuits. The first buffer provides input decoder. The video processor monitors the received
port A 5 select logic, source identification logic, signal strengths and generates video signals to the
maximum airspeed logic, single/dual antenna logic P m decoder.
(TDR-94D only), and TCAS installed logic (TDR-94D
only). The control port A/Bselect discrete (P2-57)is The PAM decoder and a dedicated video
described in a previous paragraph. The source microprocessor function together as an interrogation
identification discrete is strapped P2-47 t o P2-50 for processor. This circuit processes the video inputs to
the left TDR. The max airspeed increment discrete determine if the received interrogation is a valid
is strapped P2-45 to P2-49. The single/dual antenna ATCRBS or mode-S interrogation. If a response is
discrete is strapped P2-51 t o P2-52, for bottom required, the processor determines if the top or the
antenna only The TCAS discrete is strapped P1-13 bottom antenna should be used for the reply, The
to P2-52, if TCAS is installed. The second buffer processor then enables the transmit mode and
provides the mode-S airplane identification code. generates the proper response. Note that TCAS
This code is set by rear connector strapping (Pl-33 generated collision avoidance transmit data is
through P1-56),and is unique for each airplane. applied to the interrogation processor through the
dual port RAM.
Parallel TDWTCAS output data is applied from the
microprocessor to the output UARTs. One UART is When transmit mode is enabled by the interrogation
enabled by the processor to decode and transmit processor, INT SUPRN logic activates the
serial data to the U P S . This L-TDR-1 bus echoes suppression amplifier and XMT ENBL logic activates
transponder control/altitude data through the IAPS the transmit enable driver. During transmit mode,
to the RTU's, and supplies TCAS (also TDR) words the suppression amplifier momentarily inhibits other
through the IAPS to the M S . The second UART L-band units (described in a later paragraph).
(TDR-94D only) is enabled by the processor to decode During transmit mode, the enable driver closes the
and transmit serial data to the TTR. This XT-1 bus transmitheceive switch. This isolates the receiver
supplies air data information to the TCAS and connects the transmitter to the selected
transmitter receiver. antenna. The interrogation processor generates the
ATCRBS or mode-S reply output and tophottom
The TDR is interrogated by the 3-pulse side-lobe antenna select logic. This response is applied
suppression (sls) method. The TDR-94D operates through a multiplexer to the rf transmit modulator.
with two antennas t o provide TCAS air-to-air
capability. The 1030-MHZ interrogation input is The 1090-MHZ transmitter circuit consists of an rf
received on eitherhoth L-band antennas, low-pass modulator and a power amplifier. The rfmodulator
filtered, and applied through diversity and receives operating power from the high-voltage
transmit'receive switches to the front end receiver. power supply This power supply provides the
The diversity switch is not used in receive mode. voltage levels required for L-band transmission. A
The transmiureceive switch connects the antennas current monitor disables both the rf modulator and
t o the receiver (not the transmitter) in receive mode. the high-voltage supply if the c w e n t draw (power
output) becomes excessive. An H V power monitor
The front end receiver is a dual 1030-MHZbandpass provides a high-power monitor output through a
filter (preselector) that rejects images and spurious buffer to the main microprocessor.
responses. The two filtered rf inputs are then
independently mixed with a 1090-MHZ injection The reply output from the interrogation processor
frequency from the synthesizer. This local oscillator controls the modulator bias applied to the power
frequency is programmed by the microprocessor amplifier. The power amplifier is driven by a
using latched data, clock, and enable logic. The two 1090-MHZ CW signal generated by the synthesizer.
resultant 60-MHZ if signals are amplified and The ON/OFF BIAS from the modulator causes the
applied to the DPSK (differential phase shift keying) power amplifier to generate a corresponding pulse
detector and to the video processor. train output, at the 1090- MHZ drive frequency.
This rfreply output is a series of pulses, the number

theoty of operation 523-077’58 IO
and spacing of which is determined by the ATC code

(plus a trailing IDENT pulse, if selected) and the
operating mode. The pulse transmission is applied
through the closed transmithceive switch and
radiated out the selected antenna. The transmit
signal is sampled by a forward power monitor, which
provides a low-power monitor output through a
buffer to the processor.
The diversity transmit switch connects the top or

bottom antenna t o the power amplifier in transmit
mode. This switch is controlled by XMT ANT SEL
logic from the modulator. The selected antenna is
the one providing the strongest receive signal to the
interrogation processor.
A suppression amplifier generates a blanking pulse

SUPRN output (Pl-29) when the interrogation
processor selects transmit mode. This suppression
pulse momentarily inhibits receivers in the DME,
TDR, and TTR 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 input
temporarily inhibits the TDR receiver, and also
inhibits receivers in the other L-band units.

TDR NO. 1 ARlNC I

ARlNC
RCVRS
L-RTU-2
(SHEET 1)
--{1I
: a RX PORT 6
I
16
P
(Pl-47/48) 1
R-RTLI-1 --{I l7 +28 V DC
(Pl-44/45)
R-R !Tu TAKE CMD I -
1 RTU-Cl- 57
(SHEET 1)
-I
+28 V DC
L-STRUT SW 53
P1
1 - 61 - 33 -
r1 50 BUFFER i - 62 - 34 -
- 63 - 35 -
- 6 4 - 36 -
- 6566 - 37 -
38 -
NOT CONNECTED
SOURCE IDENT L 46
47
MAX AIRSPEED STRAP
+5 V DC
- 6 7 - 39 -
- 68 - 40 -
45
C 49 - 69 - 41 -
-610- 42 -
-_ (*
- 611 - 43 -
-612- 44 -
STRAPPING
UNIOUE
BUFFER
45 -
7 - -
PER EACH
-613-
46 -
AIRCRAFT
AIRCRAFT -614-
IDENT -615- 47 -
48 -
I I -616-
-617-
-618-
-619-
49 -
50 -
51 -
-620- 52 -
- 621 - 53 -
-EX!- 54 -
-623- 55 - NOTE:
-624- 56 - ALL BUSSES ON
THIS SHEET ARE
STRAP COM ARlNC 429 LO-SPEED.
-
IF AMPL
DETECTOR
I RCV INTERROGATION I
PULSE
AMPLITUDE
MODULATION
ONLY
DECODER
LO P W
BUFFER
'I 'I \
HI PW I ,
BOTTOM
XPNDR ANTENNA
MONlTDR
MODULATOR
A
OFF * LATCH
ADOR DUAL ADDR -
\f
+28 v DC-
+12 v DC-
HIGH
VOLTAGE
POWER
SUPPLY
c35
+70
DATA
PORT
RAM
(SHARE)
- DATA
~DEO
pp
CURRENT XCVR
CfF MONITOR U
I
SUPRN REPLY
(DME N0:2-P1-29.
(TDR NO. 1: P1-14. SH 4)
SH 16) 1.25
(DME NO. 2 P1-14. SH 15)
( T R P1C-12. SH 6)
CGO-0511-22-AC-5 I
RSS System Schematic (TDR-94D 1)


Refer to figure 4-11-1, sheet 6. This sheet shows the transfer function.
TRE-920 antennab) and the TTR-920
transmitter-receiver, and suppression circuits. Sheet Antenna gain and cable delay discretes are strapped
7 shows the TTR-920 YO circuits. t o provide custom programming for this installation.
The processor reads these strap inputs through a
The TTR-920 transmitter-receiver and the TRE-920 dedicated transceiver using the ED BUS.
directional antennab) provide TCAS I1 operation.
The TTR transmits mode-C and mode-S transponder The TTR receives ATCRBS and mode-S transponder
interrogation signals and monitors all replies. replies from the TRE top antenna and/or the TRE (or
Internal processing determines the range, bearing, L-band) bottom antenna. The bottom antenna is
and altitude of each replying (nearby) airplane. This installed to detect airplanes that may be shadowed
allows the TTR to locate all transponder equipped from the top antenna by the airframe. The top or
airplanes within range. If an airplane is on a bottom antenna is connected to the receiver through
conflicting path, the TTR generates traffic advisory an antenna select switch, a beam steering network,
(intruder alert), resolution advisory (recommended and a transmitheceive switch. The video processor
vertical escape maneuver), and/or synthesized-voice controls these three circuits.
audio outputs. If the intruder airplane (also) has a
mode-S transponder, the TTR uses the TDR-94D to The video processor operates the antenna select
transmit collision avoidance data to that airplane. switch t o choose either the top or bottom antenna.
This mode-S link allows the two TCAS systems to In receive mode, the processor alternately monitors
coordinate conflict resolution maneuvers between the top and bottom antenna inputs to listen for
airplanes. replies. When a TRE antenna is selected, all four
TRE antenna elements are connected through the
A TRE-920 TCAS I1 antenna is mounted on the top beam steering network and transmitheceive switch
of the airplane. This antenna is directional, which t o the receiver. The video processor operates the
allows the system to compute bearing t o a target beam steering network t o steer antenna reception
airplane. The TRE contains four passive antenna sensitivity This phasing network directs signal
elements located at cardinal (90-degree)points inside detection in 5.6-degree increments. The video
the assembly Each element is independent of the processor operates the transmitheceive switch t o
others and connected to the TTR through a separate connect the antennas to the receiver (not the
coaxial cable. A second TRE or an omni L-band transmitter) in receive mode.
antenna is mounted on the bottom of the airplane.
The receiver contains four identical rf and IF
The n'R-920 TCAS I1 transmitter-receiver contains sections. The four 1090-MHZ rf input signals are
a main CPU processor, a 4-section 1090-MHZ bandpass filtered, amplified, and applied to mixer
receiver, a video processor, and a solid-state circuits. Note that because of the physical
1030-MHZtransmitter. Operating power is derived orientation of the antenna elements, the
from the +28-V dc airplane supply This input is instantaneous amplitude of the received signal is
applied through an internal breaker and filter to the different at each element (the frequency is the same).
power supply This supply generates all internally In receive mode, a local oscillator provides a
required voltages. 1030-MHZ injection frequency t o each mixer. The
four resulting 60-MHZ IF signals are applied to the
The main CPU processor uses a 16-bit bidirectional video processor.
data bus to control unit operation. An address latch
and a data transceiver provide the interface between The video processor combines the received signals t o
the main processor and internal circuits. The determine bearing information and decode
address latch provides access to the global RAM pulse-data responses. The processor also generates
memory and the non-volatile EEPROM memory. rf control t o the antenna interface circuits as
Global RAM provides top level rt data storage; described above. The VD bus provides a link to the
EEPROM stores diagnostic error data. The data main CPU processor and the sample RAM. A
transceiver is used to transfer information between bearing circuit compares the phase relationships of
the various internal data buses and the processor the received IF signals and provides a phase detector
DO-D15 data bus. Note that a second transceiver output to the bearing detector. The bearing detector
and a dual port RAM also provide part of this data produces dc outputs that are proportional to the

angle-of-arrival of the rf signal at the antenna. transmitheceive switch and beam steering network
These PA and PB analogs are converted to digital and then radiated out the selected antenna.
format and applied to the sample RAM.
The beam steering network provides 4-channel
The serial FX data outputs from the video processor antenna beam steering for a directional TRE
are applied to mode-C and mode-S gate arrays and to antenna or provides an omnidirectional radiation
the sample RAM. The gate arrays process this video pattern for an L-band antenna. This network
data to detect mode-C or mode-S pulses in the generates and controls the phase relationships of the
received signal. The gate arrays apply the detected four rf outputs from the transmitter. The processor
response information through a FIFO onto the uses the phasing network to aim the rf transmit
internal ED bus. beam (in 5.6-degree increments) at a selected
airplane.
The sample RAM stores simultaneous response and
range counter data for the main processor. As valid If the video processor selects an L-band antenna for
replies are received, the mode-Chode-S data, the transmission, the antenna select switch connects one
digital bearing, and the current value of a range beam steering output to the L-band antenna. This
counter are stored in the RAM. The processor reads antenna then transmits an omnidirectional radiation
this data from the sample RAM and calculates the pattern.
target airplane range, bearing, and mode-C altitude.
A suppression circuit generates a blanking pulse
The processor uses the ED bus to operate the SUPRN output (PlC-12) when the processor selects
transmit encoder gate array This gate array transmit mode. An INT SUPRN pulse from the
generates the pulse-timing signals necessary to transmit encoder gate array activates the
transmit interrogations, provides a range counter suppression circuit. The suppression circuit then
output t o the sample RAM, and generates internal inhibits the internal TTR receiver (using latched
suppression logic. The processor programs the gate RCVR OFF data t o the video processor) and
array for mode-C or mode-S operation and enables generates the EXT SUPRN pulse. This suppression
the gate array to begin the transmit operation. pulse momentarily inhibits receivers in the DME and
When enabled to transmit, an internal suppression TDR units to protect them from possible damage by
pulse is applied to the suppression circuit; this high-energy transmissions. These three L-Band
circuit is described later. The mode-C or mode-S units also generate a blanking pulse output when
interrogation transmit (pulse) data is applied preparing to transmit. This pulse input temporarily
through a buffer to the transmit modulator. inhibits the TTR receiver and receivers in the other
L-band units.
The transmitter contains a transmit modulator,
power amplifier, and power splitter. In transmit
mode, a transmitheceive switch applies the
1030-MHZ oscillator signal to the power amplifier
(not the receiver). This oscillator signal is the rf
continuous wave (CW) transmit frequency. The
transmit modulator applies mode-C or mode-S
high-voltage pulse drive t o bias the power amplifier.
This bias causes the power amplifier to generate a
corresponding pulse train output at the 1030-MHZ
transmit frequency. This 2000-watt rf' reply output
is applied through a power splitter to the
transmitheceive switch. The power splitter is a
whisperhhout attenuator that controls the transmit
power applied to the antennas.
In transmit mode, the video processor controls the

transmitheceive switch to connect the antenna to the
transmitter (not the receiver). The four rf
pulse-transmission outputs are applied through the

fheoy of operation 523-07758IO
This page intentionally lefi blank.

P/O TTR TCAS

(OPTIONAL)
I
I I ANTENNA XMT/RCV I -PA-..*-
KLLLIVLK
-
SEL SWITCH SWlTCH
TOP ANTENNA PIA
FRONT A N T - - 1
P 2 + LEFT ANT- 2
VlOEO
PROCESSOR
P 3 + BACK ANT- 3
BOTTOM- 1
TRE NO. 2 3
SIGNAL GROUND
SUPPRESSION -=
(DME NO. 1: P1-14. SH 4)
(DME NO. 2: P1-14. SH 15)
P1C
(TOR NO. 1: P1-29 SH 5)

(TOR NO. 2 P1-29. SH 16)
P1E .
TOP
TOP
BOT
BOT
ANT
ANT
ANT
ANT
GAIN
GAIN
GAIN
GAIN
--
PROG A -1OA-
PROG B -108-
PROG A
PROG B -1OD-
1OC
CABLE DELAY SIGN-

-
- 7G -
-
-7
CABLE DELAY MSB 7H
CABLE DELAY LSB 7J -
PROGRAM COMMON 7K
PlF -
0 -
RSS System Schematic (WR)


Refer to figure 4-11-1, sheet 7. This sheet shows the capability, advisory inhibit selections, airplane
TTR-920 I/O circuits. Sheet 6 shows the TTR-920 altitude climb limits, climb inhibit selections, audio
receiver, transmitter, and suppression circuits. gain, symbol display limits, and mode options.
The main CPU processor accesses the I/O circuits The TTR uses a speech processor and a
shown on this sheet using the parallel DB and DG digital-to-analog converter t o generate synthesized
data buses. The processor is shown on sheet 6 . voice audio outputs. This TCAS audio provides
These I/O circuits provide the ARINC 429 interface dedicated voice messages to provide traffic alerts or
with external units, read program discrete inputs, vertical maneuver advice. The processor applies
generate voice audio outputs, and operate the front audio data t o the speech processor on the DB bus.
panel test switch and LED indicators. The speech processor digitally synthesizes spoken
words and applies an analog VOICE output to the
The TTR reads three ARINC 429 input data buses. feedback input of a digital-to-analog converter. The
The XT-1 and XT-2 buses supply pressure altitude DB bus supplies audio GAIN LEVEL programming
data. This air data information is applied to the t o the data inputs of the converter. The voice signal
transponder and then to the TTR. These serial buses output from the converter is filtered and applied
are input through receivers t o a multiplexer and through 600- and 8-ohm audio amplifiers to the
read through a UART onto the parallel DB bus. The airplane audio system.
L-AHC-3 bus supplies heading data. This serial bus
is input through a receiver and read through a The TTR front panel contains a TEST button and
UART onto the parallel DB bus. The RAC-1 bus several LED indicators. If the main processor
supplies radio altitude data to inhibit descent detects a failure, the error data is stored in
advisories below a certain ceiling. This serial bus is nonvolatile memory and also applied to a latch which
input through a multiplexer and read through a lights the appropriate indicator. When the TEST
UART onto the parallel DG bus. button is pushed, a discrete ground is buffered onto
the DG bus to the main processor. The processor
The TTR applies four ARINC 429 output data buses. begins the (8-second)self-test routine. Then, either
Each data bus is applied from a UART t o a the TTR PASS or TTR FAIL indicator lights. If the
transmitter. The processor selectively enables each TTR FAIL indicator lights, one or more of the other
UART t o decode parallel data from an internal bus indicators may also light t o show the reason for the
and transmit serial ARINC 429 data. The TX-1 and failure. These indicators are listed below.
TX-2 buses provide collision avoidance maneuver
data to the transponders. The selected transponder INDICATOR MEANING
transmits this data on a mode-S link to the TTR PASS TTR has passed self-test
cooperating airplane. The TCAS-TA/RA-1 bus TTR FAIL TTR has failed self-test
provides vertical resolution advisory data to the pilot XPNDR TDR transponder or mode-S data
MFD and PFD displays. The TCAS-TA/RA-2 bus link failure
provides vertical resolution advisory data to the UPPER ANT TRE (top) antenna failure
copilot MFD and PFD displays. The T C A S - T m LOWER ANT TREL-band (bottom) antenna
buses also provide vertical resolution advisory data, failure
intruder rangehearinghltitude data, and formatted RAD ALT Radio altitude data failure
TCAS display data to the MFDs. HDNG Heading data failure
RJA RA indicator failure
The TTR reads strap discrete inputs. These discretes T/A TA indicator failure
program airplane performance capabilities to the
main processor and customize TCAS operation for
this installation. Each discrete is level converted by
a pullup resistor circuit and read through a buffer
onto an internal data bus. The airplane data
interface discretes are L-STRUT SW (ground if the
airplane is on the ground), GEAR DN (ground if the
gear is down), and PERF LIMIT (open if airplane
climb rate is limited because of current altitude).
The strap discretes define PFD/MFD display status

L
P/O TTR TCAS RAC NO. 1
ARINC 429
RA OSPL STATUS 2 13E - (OPTIONAL) LO-SPEED
TA DSPL STATUS 2 t 7J - c RAC-1
RA OSPL STATUS 2 14C-
t - +30 V DC
-
TA DSPL STATUS 1 7E
I 1
. 3E
PlF
) NOT CONNECTED
INTERFACE
L-STRUT SW - 5K
PIE
PlF
-
AOUSORY
AOUSORY
INHIBIT
INHIBIT
1
2
4 SA
4 5B
-
-
AOVSORY INHIBIT 3 4 5C -
-
STRAP
AOVSORY INHIBIT
AUDIO TONE ENABLE -

4
70
GROUND OSPL MODE -C 7E
DISPLAY ALL TRAFFIC- 7F
4 50
-
-
-
+5 V DC
INPUTS
ALT LIMIT 2000 FT

ALT LIMIT 4000 FT
ALT LIMIT 8000 FT
-
PlF
-
PIE
-
6E
6F
6G
I
'8 -
-
-
BUFFER
-
-
ALT LIMIT 16000 FT 4 6H
ALT LIMIT 32000 FT 4 6J
ALT LIMIT COMMON 6K 7
-
-
n I - AUDIO
AMPLS
PROCESSOR
LA-
AUDIO
SYSTEM
TCAS AUDIO
(NOT CONNECTED) [ 2F
2G
No. ARINC 429
-1OG MFD
Ti-11G NO. 1
c.
I sTRAP INPUTS
- 1J c CLIME INHIBIT 1
- 1 3 G c CLIME INHIBIT 2
P1E
+30 V DC P1F
-
-
5 J +CLIME INHIBIT 3
5K c CLIME INHIBIT 4
- 5E c INC CLIMB INHIBIT 1
BUFFER - 5F c INC CLIMB INHIBIT 23
5G
-
$ -7A5H c INC CLIME INHIBIT 4
ARINC
HI-SPEED
429 7 - lA ARINC - 7B1
c 600Q AUDIO GAIN
fl
e 6000 AUDIO GAIN
-
;}- L-AHC-3 -{ - 7B RCV UART
- 7C e 600Q AUDIO GAIN
I
-
- TCAS CORRECTIVE-
I
- - 3A - BUFFER
+5 V DC
I
'6
-8E8F SELF
-
-
- 8G
c TEST INHIBIT
TA INTRUDER LIMIT 16
c
TA INTRUDER LIMIT 8
c
TA INTRUDER LIMIT 4
8H c
--CAS
TCAS PREVENTIVE
TRAFFIC ALERT-
38
3C - LATCH -
-8K +TATA INTRUDER
8J c INTRUDER LIMIT 2
LIMIT 1
PIE
P1F
I CGO-0511-22-AC-7
RSS System Schematic (TTR)


Refer to figure 4-11-1, sheet 8. This sheet shows the exchange between the two microprocessors.
number 1ADF-462 automatic direction finder. The Processed ADF bearing data is applied through the
ADF-462 is a low/medium-frequency radio receiver transceivers to the I/O processor. Bearing (and tune
that computes bearing to the tuned station. The frequency) information is then applied from the I/O
ADF-462 normally is tuned by the left RTU but also microprocessor to the ARINC UART, where it is
may be tuned by the right RTU (if left RTU fails). transmitted on L-ADF-1 bus to the IAPS and
The audio output is applied to the airplane audio L-ADF-2 bus to the IDS.
system, and digital bus outputs are applied to the
IAPS and the IDS systems. The ADF dual conversion receiver demodulates the
RF input signal from the 190 to 1799-kHz band and
The ADF consists of an I/O microprocessor that applies detected signal to the instrumentation
controls the I/O interface, instrumentation processor and processed audio t o the airplane audio
microprocessor that performs the ADF computations, system.
RF receiver, and antenna switching circuit.
Operating power is provided by the number 1+28-V The RF input signal from the ANT-462A43 is applied
dc airplane supply; an internal power supply through one of six bandpass filters to the receiver
converts this voltage into required supply levels. input. The YO processor reads the tune frequency
input and then generates BAND LOGIC, which
The I/O microprocessor manages an ARINC UART, switches the appropriate bandpass filter to the RF
a discrete input buffer, and controVdecoder circuits. signal path.
The ARINC UART controls the ARINC 429
low-speed I/O interface. Two ARINC 429 low-speed The receiver is tuned by an LSI synthesizer. The
data buses are received and input to a multiplexer. synthesizer is programmed (DATNCLWENBL) by
The R-RTU-1 bus brings tune data from the right the YO processor to apply the variable first injection
RTU and the L-RTU-2 bus brings tune data from the frequency to the receiver. This frequency is related
left RTU. The processor reads the RX PORT A43 directly to tune frequency and channels the receiver
ENBL discrete from the left RTU reversion switch to the desired station. A crystal oscillator provides
and selects the active tune port. Normally, port B is the second (fixed)injection frequency to the receiver.
selected and the ADF is tuned by the left RTU. The resulting 3.6-MHZ IF signal is applied t o a
When the left RTU reversion switch is set to DSABL, phase-locked loop coherent detector.
a ground is applied to P1-5, which selects port A
(right RTU) tune data. The multiplexer then The coherent detector is a frequency and phase
supplies TUNE DATA from the selected input port detector that produces valid LOCK logic and AUDIO
through the UART to the microprocessor. output signals when phase locked to the input
3.6-MHZ IF signal. The detector flags the processor
The discrete input buffer circuit is used to load RX (invalid LOCK logic) and blocks the AUDIO if the
PORT AiB ENBL (previously described), SOURCE receive signal becomes unusable (detector unlocks).
IDENT strap (open for the number 1 ADF),
ANTENNA LOCATION strap (top or bottom mount), The LOCK output is monitored through a
and QEC straps (quadrantal error correction) multiplexer by the instrumentation processor. This
information onto one of the I/O processor data buses. output is a +12-V dc level when the detector is phase
locked to the input signal, and a ground level when
Decoder circuits convert microprocessor generated unlocked. The AUDIO output is applied through a
data into controls applied to the receiver circuits. low-pass filter to the instrumentation processor and
After the processor reads the tune frequency from to the audio circuits. The instrumentation processor
the selected input data bus, appropriate uses this detected audio to compute bearing to the
DATNCLWENBL synthesizer programming, MUTE station.
logic, and BAND LOGIC control is generated. These
decoded controls are described in a later paragraph. The detected audio from the coherent detector and a
A control circuit decodes individual chip selects. BFO audio signal are combined and applied through
a mute switch to the audio amplifier. The BFO audio
The instrumentation microprocessor performs is a 1-kHz tone that identifies keyed carrier CW
bearing calculations and controls the antenna stations; this tone is decoded by the instrumentation
interface. A data transceiver circuit provides data processor only when BFO mode is selected on the

RTU control. The mute switch is controlled by a

MUTE pulse that is decoded from the I/O processor
bus. This pulse turns off the audio output during a
frequency (channel) change. Normally, the mute
ADF NO. 1 ARINC
XMTRS
I
switch is closed and the audio signal is filtered, -L- ADF- 1 4
amplified, and applied to the airplane audio system. R-RTU-1
The antenna switching circuit applies modulation

(Pl-44/45)
L-RTU-2 -{I 30 -
and operating power to active circuits in the
ANT-462AB antenna. The ADF receiver uses a null
(SHEET 1)
(Pl-47/48) ,a :/I
*BUS 0
P
L{r
R-RTU TAKE CMD
system t o determine the bearing of the station 1 RTU-C1 6
-
relative t o the airplane. The instrumentation
processor selects a bearing angle and operates the
(SHEET 1 )
SOURCE IDENT-
(NOT CONNECTED)
E
2
E
ID=l - - 4
, -}
DATA-
DECODER E C L K
ENBL +
antenna switching circuit to apply corresponding GND=TOP
[ ---
ANTENNA LOCATION- 19
modulation signal outputs to balanced modulators DPEN=BOnOM *
4
located in the antenna. The antenna circuits null OEC
QEC
A
B 8
LI
when the selected bearing is correct. Refer to sheet N/C OEC C + 12 L

r----------
I
1I
OEC D 16 .)
SDU
7. ANTENNA SWlTCHlNG CIRCUIT
20
I I
A decoder circuit provides processor generated chip
control and sync control. A sine table PROM applies
a synchronized digital sine wave t o both the sin and
NO. 1 + 2 8 V DC PWR + 48
DHiPDECODER CTRLS
ITAL PFD
E WAVE
cos modulation d/a's. The selected bearing angle is POWER BUS GND I ANT-462 A/B
decoded from the processor bus and converted into

SIN BRG and COS BRG outputs to the modulation CHASSIS GND
-
-
-
(SHEET 9)
P1
da's. The resulting sine (includes QEC) and cosine 37 SIN MOD = D/B
bearing modulation signals are limited and applied
t o the antenna. Note that these are not constant I I
amplitude signals.
# F l C O S ERG
41 COS MOD = F/P
D A
The ADF receiver applies ANT B+ and LOOP B-
power outputs to the antenna. The ANT B+ output I I
is a filtered +15-V dc level that is always supplied to
the antenna, regardless of selected mode. The LOOP
B- output is a filtered -12-V dc level that is switched
El=--
FILTER
LATCH
SWITCH
17 LOOP B- = C/F
to the antenna only in ADF mode. In ANT mode, the +15 V DC
P-
LOOP B- output is switched off t o disable the loop DECODER I - 9 - ANT E+ = G/G
antenna circuits; this results in a clearer audio

signal when bearing information is not required.
r-
-
NOTE
ALL BUSSES ON
I I THIS SHEET ARE
I RECEIVER I
ARINC 4 2 9 LO-SPEED.
I BFO h
B 15.190- 18.6 MHz E
I L 17.185 MHz
INJ
I
I LOCK
TONE
I
ANT-462 A/B
(SHEET 9)
I AUDIO
I
AUDIO
AUDIO
FILTER
: '
51
52
H
-
L}-
ADF AUDIO
AIRCRAFT
AUDIO
SYSTEM
(190-1799 kHz)
I I CGO-0511-22-AC-8
RSS System Schematic (ALIF 1)


Refer to figure 4-11-1, sheet 9. This sheet shows the a filtered +15-V dc level. The LOOP B- input is a
ANT-462A and the ANT-462B antennas. The filtered -12-V dc level that is switched to the antenna
ANT-462A is used when only one ADF-462 receiver only in ADF mode. In ANT mode, the LOOP B-
is installed on the airplane. The ANT-462B is used output is switched off to disable the loop antenna
when two ADF receivers are installed. The circuits.
ANT-462A/B senses RF signals in the 190- to
I
1799-kHz band and provides a processed 50- output
signal t o the ADF receivers. The following
paragraphs describe the ANT-462A, but also apply to
either of the antenna circuits in the ANT-462B.
The ANT-462A consists of a sense antenna, two loop

antennas, and an output transformer. Each antenna
contains processing circuits that resolve induced
voltages into the RF signal output used to measure
the arrival direction of the received signal.
Processing circuits in the ADF receiver convert these
induced voltages into bearing information. Refer t o
sheet 6.
The sense antenna is an omnidirectional antenna

that provides signal reference in ADF mode and AM
band radio reception in ANT mode. The sense
antenna consists of two independent sections; each
section is individually filtered and amplified. This
technique provides double signal handling capability
without intermodulation. The two amplified sense
signals are then combined in a summing
transformer, amplified, and applied t o the output
transformer.
The two loop antennas induce a directional signal.

The loop antennas are offset 90 degrees from each
other to provide a sinekosine phase relationship.
Each output is applied through a low-noise amplifier
t o a balanced modulator. The balanced modulators
mix the loop antenna signals with the sine and
cosine modulation signals from the receiver. These
SIN MOD and COS MOD input signals are
synchronized representations of a bearing selected
by the instrumentation processor in the ADF
receiver. The two modulator outputs are then
summed together; if the selected bearing is the
actual bearing t o the station, the sum of the
modulator outputs is zero (null). The amplified loop
output is applied to the output transformer.
The output transformer combines the sense output

from the RF amplifier and the combined loop output
from the loop amplifier into a 50-Q RF output applied
to the ADF receiver.
The ADF receiver applies ANT B+ and LOOP B-

power inputs t o the antenna. The ANT B+ input is

ANT-462A USED IN SINGLE ADF INSTALLATION. ANT-462B USED IN DUAL ADF INSTALLATION.
~
_---
SENSE ANTENNA,
1 ANT- 462A ANT- 4628 (OPTIONAL)
SENSE I v vI r - - - - - - - - - - - - 1I
SENSE
SYSTEM 1
SENSE SUMMING
XFMR
I AMPL
! 7yoD
E O I S E cos
BALANCED
MOD
- I
I G E T
'
:
LO-NOISE
5
'I
BALANCED I
I
4
BALANCED
SENSE
SYSTEM 2
----_I
3-
SIN MOD
AMPL
4
RF
I SENSE SUMMING OUTPUT 50R

I------ cos I AMPL XFMR XFMR
I
t
LOOP t
POWER BALANCED
- P1
+15 V
t
G
DC - 1 2 V DC
I
C F D E
m
B H J K A
+j-q-J
! COS MOD
BALANCED
I SIN MOD -J
I
I
I
II
1
ANT B+
1
LOOP B- cos
MOD
SIN
MOD
RF
INPUT
COS MOD
SIN MOD I COS MOD
I I t I SIN MOD
17 41 37 A1 POWER I I
POWER
I
V
+15 V DC -12 DC
I
t t I
IP1 G F P B R E C O J
t
ANT E+
I
I l l
LOOP E-
I
COS
MOD
SIN
MOD
RF
INPUl I l l
ADF I I t ANT E+ LOOP B- COS SIN RF
MOD MOD INPUT
17 41 37 A1
*nc I I I I
NU. Z
(SHEET 17)
P1
I 17 41 37 A1
CGO-0511-22-AC-9
RSS System Schematic (ANT-462AlB)


Refer to figure 4-11-1, sheet 8. This sheet shows the the variable 8.6-GHz signal into an audio reference
ALT-55B radio altimeter. The ALT is an FMCW signal, the frequency of which is proportional to
transceiver that measures the airplane radio altitude deviation rate. This reference signal is applied t o a
(up to 2500 feet) above the terrain during approach filtedamplifier circuit. This circuit produces the
mode. The ALT transmits a reference signal on one 50-foot altitude test signal and provides amplified
antenna, receives the reflected signal on another input to the zero crossing detector. The zero crossing
antenna, and then computes the airplane altitude. detector generates a duty cycle output that is
proportional t o the input signal.
The ALT consists of a transmitter, a mixer, a
receiver, and an altitude discriminator. Operating A frequency-to-voltageconverter and a wobbulation
power is provided by the number 1+28-V dc airplane generator provide dc control voltages to ensure
supply; an internal power supply converts this correct transmitter signal sweep. The duty cycle
voltage into required supply levels for the ALT and output of the zero crossing detector is averaged into
the RAC. a dc level that is proportional t o the frequency of the
deviation output signal. A wobbulation generator
The transmitter generates a 4250- to 4350-MHZ provides a dc output that prevents step changes in
swept deviation output to the transmit antenna. The the DC MOD CONTROL VOLTAGE applied to the
transmitter consists of a modulation oscillator, driver. The resulting +/- dc control voltages vary the
driver, multiplier/filter, and control voltage driver bias to maintain transmitter deviation at 4250
generator. to 4350 MHZ.
The modulation oscillator provides a 100-Hz at The 4250- to 4350-MHZ input signal from the receive
0-degree modulation FM input signal to the driver antenna is applied t o a strip line mixer. The mixer
circuit. Rear connector straps select the 100-Hz operates as follows to generate an IF sine-wave
(P1-35/38) modulation frequency and the 0-degree altitude signal to the receiver. The transmit signal
(P1-30/32)modulation phase. sweeps fiom 4250- to 4350-MHZ. The receive signal
is a delayed 4250- to 4350-MHZ, depending on the
The driver is biased to generate a transmit output altitude above the terrain. Example: A transmitted
frequency that is centered at 4300 MHZ; the DC 4300-MHZ signal returns as a 4300-MHZ receive
MOD CONTROL VOLTAGE causes the transmit signal, but during the time required for the signal to
frequency t o sweep +/-50 MHZ. The driver output is travel t o the terrain and back, the transmitter
a 100-Hz square wave, the amplitude of which is frequency has increased. The difference between the
determined by the DC MOD CONTROL VOLTAGE transmit and receive frequencies at the mixer is an
input. An integrator converts this square wave to a IF signal, the frequency of which is proportional to
100-Hz triangle wave, which is then amplified and altitude above terrain (40 Hz/foot).
applied to the multiplier/filter circuit.
The receiver consists of preamplifier, filter, and
The multiplier frequency translates the triangular detector circuits. The preamplifier filters and gain
100-Hz modulation input signal. The 100-Hz shapes the IF ALT input from the mixer. A discrete
modulation frequency causes an internal oscillator to RADIO ALT TEST input from the RAC applies a
produce a nominal output frequency; the dc ground to the self-test signal gate when the RA
reference level on the modulation signal TEST button is pushed on either AAP. When test
continuously tunes a varactor to adjust this nominal mode is selected, a 50-foot altitude test signal is
value. The multiplier output is then applied t o two switched to the preamplifier instead of the ALT
filter circuits. A 4.3-GHz bandpass filter is tuned to input from the mixer. This test signal is an IF
the third harmonic of the oscillator and applies the frequency corresponding to a 50-foot above terrain
4250- to 4350-MHZ FMCW deviation signal through ALT input. The preselector output is applied t o a
the mixer t o the transmit antenna. An 8.6- GHz filterhandwidth control circuit.
bandpass filter is tuned to the sixth harmonic of the
oscillator and applies an 8500- to 8700-MHZ FMCW The filterhandwidth control circuit contains four
signal to the delay line. selectable bandwidths. The DC ANALOG altitude
signal from the summing amplifier selects the
A control voltage generator forms the transmitter optimum bandwidth filter t o remove any hf noise
deviation correction loop. The delay line converts from the IF altitude signal. The filtered signal is

then amplified and applied t o a zero crossing

detector and a signal presence detector.
RAC
-
(SHEET 11)
The zero crossing detector detects each zero crossing
-
P1
RAC POWER
of the sine-wave altitude input signal. The detector
supplies a square-wave output to the time domain
filter, at the same frequency as the input signal. The
NO. 1 + 2 8 V DC POWER
POWER BUS GND
CHASSIS GND
-
9 POWER
IN TERN AL
SUPPLY
LEVELS
ALT
+ 2 2 V DC
-
- 6 -+28
P1
51
49
E
-
-
V DC-
-15 V DC-
NOT USED
signal presence detector determines if signal RADIO ALT TEST -
-’
strength is sufficient t o provide a valid altitude TEST RECEIVER REF
measurement. If adequate signal is present, an
ENBL output is applied to activate the time domain
filter. The time domain filter processes the *
SELF
TEST
SIGNAL
TEST FRkQ COARSE
ALTITUDE
DISCRIMINATOR
- -ANALOG -
DC ALTITUDE
square-wave input signal to remove noise and GATE

AID
SIGNAL
provide signal stabilization. The time domain filter PRESENCE
ENBL
FINE
supplies a series of trigger pulses t o the altitude DETECTOR ALTITUDE
DISCRIMINATOR
discriminator at the same frequency as the input DC ANALOG I
signal.
+22
V DC
I AL I
-
I + 2 8 V DC
The altitude discriminator performs a

I TEST
FCS
- FCS WARN-
A
WARN
c 8
frequency-to-voltage signal conversion. The trigger I
pulse input from the time domain filter is applied t o NOT USED - 2 0 FT -22 4 I
course and fine discriminator circuits. These circuits
incorporate airplane installation delay (AID) and
ALT a XMT RCV DIFFERENCE SIGNAL
provide a dc voltage output to a summing amplifier.
The AID is selected by a rear connector strap NOT USED 65 7 FT -27 4 4 2 5 0 TO 4 3 5 0 MHz
(P1-19/24)to be 40 feet. This provides a customized
INTEGRATOR
airplane offset t o ensure accurate altitude SIGNAL
indications when the airplane is in a touchdown DRIVER AMPL
attitude. This AID compensation is applied to an
AID/self-test switch. The AID normally is switched ---cI
n SL MULTIPLIER/
FILTER RCV ANTENNA
to both discriminators, but is removed in self-test
mode since the test function is internally generated
and not related to airplane characteristics.
r -
-
COM
L 100 Hz
35
38
+ 2 2 V DC I, 41
MOD F R E Q 4 - 1
.-+-;.
NOT USED -1 0 5 H z - 40
MODULATION
DC MOD
The summing amplifier combines the discriminator CONTROL
outputs into the DC ANALOG altitude voltage. This

voltage is used t o select optimum filtering in the -
I ( 1 0 0 Hz/O’)
VOLTAGE
I
XMTR DEV
CORRECTION
LOOP
0 DEG 32
I 1
1 ’ 1
bandwidth control circuit and is applied to an output DELAY
driver. The driver provides amplified ANALOG DC

ALTITUDE signal t o the RAC.
COM -30 1
I
0
LIYE
I
EL
REF SIGNAL
An FCS warn circuit controls a transistor switch to dl (FREQ o( DEV RATE)
apply a discrete FCS WARN output (open = warn) to NOT USED - 1 8 0 DEG- 33
WOBBULATION
FREQ
TO VOLT
the RAC. This circuit trips when the discriminators GENERATOR CONVERT
apply OFF SCALE logic or in TEST mode. OFF
~u&%&L
SCALE logic is generated when the received signal
is weak or when the airplane altitude is above 2500 ZERO
I/ *
FILTER/
feet. CROSSING
DETECTOR
AMPL
50 FT ALT TEST SIGNAL- I

CGD-0511-22-AC-10
RSS System Schematic (ALT)


Refer t o figure 4-11-1, sheet 11. This sheet shows inverting input of the radio altitude comparator.
the RAC-870 radio altitude converter, the The result of this dc level comparison (NULL
CMA-764J764-1 VLF/Omega/GPS receivers, the SENSE) is level and polarity monitored by the
VLF-ANT antenna couplers and the GPS-ANT processor and used to intelligently compute the next
antennas. The RAC-870 converts analog radio approximation. The comparator output nulls when
altitude from the ALT-55B into ARINC 429 digital the analog equivalent of the approximated altitude
format. The CMA and the ANT units are built by equals the ALT altitude signal; this null informs the
Canadian Marconi; only I/O for these two units is processor that the last altitude approximation was
described at this time. correct.
The RAC consists of a microprocessor and an altitude The microprocessor applies a serial output through
digitizer circuit. Operating power is derived from an ARINC 429 low-speed transmitter t o the LAPS.
the number 1+28-V dc airplane supply and applied This RAC-1 data bus provides ALT radio altitude,
through the ALT for common reference. A n internal FCS warn status, and test status information to all
power supply generates additional required supply four IAPS data concentrators.
levels.
Each CMA-764 and the VLF-ANT form one
The microprocessor monitors SELF TEST and FCS VLF/Omega sensor system. Each CMA-764-1,
WARN discretes, operates an altitude digitizer, and VLF-ANT and GPS-ANT form one VLF/Omega/GPS
formats the ARINC 429 output data bus. A sensor system. These units are manufactured by
heartbeat monitor resets the microprocessor if Canadian Marconi. The CMA is a receiver/processor
program execution time becomes excessive; the reset unit. The VLF-ANT is an H-field antenna coupler.
ensures the processor is not hung up in an endless The GPS-ANT is a GPS patch antenna with an
loop. internal preamplifier. Operating power is derived
from the onside +28-V dc airplane supply
Radio altitude self-test is initiated by a pushbutton
on one of the AAP altitude awareness panels. When The CMA uses VLF, Omega, and GPS navigation
either button is pushed, a discrete ground level is signals to determine geographic position. This
applied to P1-40 of the RAC. This ground is read position data is used by the FMS as multisensor
directly by the microprocessor and applied also to a navigation input and may be viewed on either SDU.
threshold set comparator. The ground (less than
+2.5-V dc) causes the comparator t o conduct, which The CMA receives one or two primary ARINC 429
applies a ground RAD ALT TEST output to the ALT. low-speed control inputs from the IAPS. Each bus
The ALT then initiates self-test; the ANALOG DC provides station select and FMS control data. The
ALTITUDE signal simulates an altitude of 50 feet LB-GP BUS 2 input bus provides data from the left
and the FCS WARN discrete toggles. portion of IAPS to the number 1CMA. The RB-GP
BUS 2 input bus provides redundant control data
The FCS WARN discrete provides a monitor output from the right portion of IAPS to the number 2 CMA
from the ALT to the RAC microprocessor. This (ifinstalled) or t o the number 1CMA receiver. Note
monitor is normally a +28-V dc level but becomes an that this bus is also connected to CMA input port 3;
open circuit when self-test mode is selected, the this port provides heading data input (used if the
received altitude signal becomes weak, airplane AHRS fails).
altitude is greater than 2500 feet, or if the ALT loses
power. If one CMA is installed, the CMA monitors both
IAPS group buses and periodically switches between
The microprocessor uses an altitude digitizer circuit them so that both are serviced. If two CMAs are
t o continuously read the ANALOG DC ALTITUDE installed, each receiver monitors the onside IAPS
signal from the ALT A successive approximation bus.
technique is used to track the dc altitude signal. The
2-wire input signal is applied through a receiver to Each CMA provides two ARINC 429 low-speed
provide a dc level t o the noninverting input of the output data buses. The left receiver provides an
radio altitude comparator. The microprocessor L-VLF-1 output bus to the IAPS, and a L-VLF-2
writes a digital altitude approximation to the d/a output bus to the IDS system. Each output bus
converter; the analog d/a output is applied t o the provides position, velocity, track angle, ground

speed, and status information. IAPS data

concentrators map data from the L-VLF-1 bus to the ALT
FMS computer; FMS blended NAV data is shown on (SHEET 10)
P1 I RAC
NOTE: ALL
SHEET
BUSES
ARE ON
ARlNC
THIS
the large displays. Data from the L-VLF-2 bus is 429 LO-SPEED.
applied to the SDD, which formats position data for LEMLS

ARlNC
display on the SDU.
40 GND=TEST - a
- TEST - XMTR p1
I}-RAC-1
I
d,
-
-
-
-
- - ---.I
PP
-
OPEN-WARN
23
[ RCVR RAD ALT

- HEART
34
COMPARE -- BEAT C
MON
NULL SENSE
APPROX PFD
DIGITAL ALTITUDE
o/A
P ? ? I BLENDED SDU
/FMS DATA
THRESHOLD
SET
t
-9 V DC M F DATA-
29 - TEST
REF
I +2.5 v DC
MFD
I I
P1c CMA NO. 1
NO. 1 +28 V DC PWR + 2 12AK
POWER BUS GND- 4 (CANADIAN MARCONI)
CHASSIS GND 3 ARlNC
PIC
L--
I
:: MF-ANT TOP MOUNT
[ '111
}--LOOP
n p1
-
J-!- 10
MF-ANT
n
I 8A PORT 3 SPEED }-SELF TEST -{ ; '
(CANADIAN
No.
Y_ MARCONI)
n
}-LOOP ' B -{
e:,: r-- 7A
L-- 3A MF-ANT TOP MOUNT
CMA NO. 2
(OPTIONAL)
OUTPUTS
ARlNC I
II
I
P1A
12AF}-R-MF-1
128-
lB L}-R-MF-Z
11A
- MFD
NO. 2
SDU
t
NO. 2 +28 V DC PWR

POWER BUS GND
CHASSIS GND
-2
-4
-3
P lc
PORT 3 SPEED
10A PORT 3 VALID
I . MF-ANT
P1c
(OPTIONAL)
GPS-ANT
P1 -scALw P3 CMA-764-1 ONLY
(OPTIONAL) I I
I I CGO-0511-22-AC- 11
RSS System Schematic (RACl CMA 112)

Figure 4-11-1(Sheet 11 of211
. .
Refer to figure 4-11-1, sheet 12. This sheet shows

the number 2 RTU-870MI' radio tuning unit and
related copilot switches.
The number 2 RTU is a centralized controller that is

used primarily by the copilot to tune the right side
COMM/nav/pulse radios.
Internal RTU operation is described on a previous

page.

2 RTU-C1 (SHEET 1)
0 2 RTU-C2 (SHEETS 1. 13. 14, 15. 16/19, 17)
(RIGHT RADIOS)
RTU NO. 2
-*,
STORE
i
+12 V DC
[DSABLl
RAM/
EEPROM
*
k SHEET 1
+12 V DC
--
ENABLE c SYSTEM (TO
SHEET
P1-11)
1
f
II
LOGIC TIMING
13 ATC SEL (SHEET 1)
P1 EPROM +
+28 V DC
NOT
CONNECTED
POWER
REF
SUPPLY
- +12 V DC - -- 12 RMT TUNE DSABL
(SHEET 1)
I
POWER
BUS GND r ~ 21
- -
-7 TCAS STRAP
IUFFEE I
-
RTU
ON/OFF % I
-A NO ADF 2 STRAP
1
57
+ 2 8 V DC
LTG BUS
{H -
L -10 y
ANALOG DIM INPUT
DIGITAL
%
I
I
DIM INPUT
8 7 -
+ 5 V DC
I +12 V DC
DC RAMP D/A
CONVERTER
U i GND = NO. 2 IDENT 64 A
CROSS-SIDE
-
-
I - 1
GND = XRTU DSBL
RTU DISABLED
1-RTU-Cl
-63 0 LINE KEYS
BUFFER
(SHEET 1)
s"i -
FREQ/CODE KNOBS:
MODE BUTTONS
-
mF -
5 SWlTCH LTG,
-
_.
115 V AC
LTG BUS {7 _.
4
T I 0 ARINC
m XMTRS
m
m m ~a m 44 -}R-RTU-1 (SHEETS 2. 3, 4, 5/18, 6)
NOTE: ALL BUSSES

-RCV 45 (LEFT RADIOS)
\
1 MODE BUTTONS
ARE ARINC 4 2 9
LO-SPEED.
- QF
:i z}R-RTU-2 (SHEETS 13. 14. 15, 16/19.
(RIGHT RADIOS)
17)
ARINC
RCVR'S
LB-GP BUS 2
(L/P1-69/70)}
(SHEET 1)
- {-
-
34
35
c
c
L DISPLAY
CURRENT WE "an RDII
I I -
CONTROL
--.-
ANODE ,t t t t t t ,
DRIVERS 4
CGD-0511-22-AC-12
RSS System Schematic (RTU2)


Refer t o figure 4-11-1, sheet 13. This sheet shows

the number 2 VHF-422A COM transceiver.
The number 2 VHF is a multichannel COM

transceiver that provides copilot side 2-way AM voice
communications. The VHF normally is tuned by the
right RTU, but also may be tuned by the left RTU (in
reversion mode).
Internal VHF operation is described on a previous

Page.

0
1 ARINC 3
..
*> W F NO. 2
I
p, RCVRS
L-RTU-1 -
A 47-
RX PORT A
NOTE: ALL BUSSES ARE
ARINC 429 LO-SPEED
(SHEET 1) MUX
(P1-44/45)4 48
E
R-RTU-2 45
ARINC
XMTR I
P1
(SHEET 10)
46
XMT DATA c TX PORT A "-}R- -WF-1
E T R X PORT SELEI 52-
3
RX PORT C ARINC
NOT CONNECTED
4 PP
1
NOT CONNECTED 7
I
XFR TONE
%
!
f S l D m
I
30- COMBINED
RECEIVED
rSOURCE IDENT -28 -w= 1 RCV

AUDIO, SIDETONE
AIRCRAFT
AUDIO
SYSTEM
SIMULCOMM-2 KEY-2 COMBINED

(SHEET 2 )
l- RECEIVED
SIDETONE
c L MIC
AUDIO
{
.2Iu KEY-2 I
21 -SIMULCOMM-1
r
-
4
SYNTHESIZER
RCV 1ST I N J .
I ~ ~
DUAL
CHASSIS G N D { I
3
P =
PRESELECTOR
RCV SIGNAL CONVERSION
RECEIVER
t
I 1 92ND
.57.M
I NHJz
I I I
INTERNAL
NO. 2 +28 V DC POWER SUPPLY
NOISE AND
SUPPLY LEVELS OSCILLATOR
-. .... . .
CARRIFR
-,'- "1 SQUELCH TEST W E L C H CIRCUIT
r 38
(FROM MAIN p P )
POWER B U S GND
tq -
-
GND IF AIRCRAFT AUDIO SYSTEM H A S A COMPRESSOR
7 9
fib!
CGO-0511-22-AC-13
RSS System Schematic N H F 2)



the number 2 VIR-432 VHF navigation receiver.
The number 2 VIR is a VHF navigation receiver that

contains VOWLOC, GS, and MB receivers. The VIR
normally is tuned by the right RTU, but also may be
tuned by the left RTU (in reversion mode).
Internal operation of the VIR is described on a

previous page.

ARINC VIR NO. 2

ARINC
XMTRS
d
,
1 ,
RCVRS
L-RTU-1
(SHEET 1) -{x,
(Pl-44/45)
I
R-RTU-2 -{I 29
33
(SHEET 12)
(Pl-47/48) p1
ARINC RCV DATA BUS
NOT CONNECTED { ;i
1
LATCH 1 4 -SOURCE IDENT
TEST ENBL ID=2 P1 GS DEV
+5 V DC
+l
NOT CONNECTED 8
I, -
Y
GND=BURST TUNE
P2 LJ
LATCt * SDU
c
L-RTU TAKE CMD P1 RX PORT T / B ENBL - AUDIO
0 AMPL
(SHEET 12) P2
-21
. 22 -
-$
P2
NO. 2 + 2 8 V OC POWER
POWER BUS GND
CHASSIS GND
P1
E
rfr * DUAL
2ND INJ
1
FM
108.00-117.95 MHz
i2 CONVERSION
RECEIVER
DISCRIMINATOR
t
87.95-97.90
MHz INJ
I
TUNE VOLTAGE SYNTHESIZER AIRCRAFT
AUDIO
- SYSTEM
t AFC TUNE LOC
30 REF-
:
- -
HZ
30 HZ
DUAL MUX
GS BP CONVERSION
FILTER
t
RECEIVER
t
TEST +
-
26i.20 35.44 MHz AUDIO
274.05 MHz 2ND INJ
GLIDESLOPE ANTENNA ENBL
z: f :4 OUTER NOTE: ALL BUSES ON M I S

SHEET ARE ARINC
429 LO-SPEED.
RF
AMPL
u
DIODE
75 MHz I\ DETEC- 13:,TRH2 MIDDLE -LATCH
11 4TI
TOR AMPL
MARKER BEACON ANTENNA

INNER
SENSl TI Vl TY
AMPL
CGO-0511-22-AC-14
RSS System Schematic W R 2)



the number 2 DME-442 distance measuring
equipment.
The DME is a 3-channel transceiver that measures

slant range (line-of-sight)distance from the airplane
to a ground station, computes relative closure rate
and time to station, and decodes the station
identifier. The DME normally is tuned by the right
RTU, but also may be tuned by the left RTU (in
reversion mode).
Internal operation of the DME is described on a

previous page.

1
..
E),
ARINC
RCVRS DME NO. 2
ARINC
XMTRS .
I
P1
L-RTU-1
- 27
(SHEET 1) +{- 28
[
-
(P1-44/45)
MUX
(SHEET 10) I -
(Pl-47/48)
DATA BUFFER BUS ADO-AD7
NOT CONNECTED
2 +5 V DC
IT
NOT CONNECTED 5( LATCH
DISTANCE
L-RTU TAKE CMD
2RTU-C2
(SHEET 10)
-C 4;
1
ADDR
l-7TIMING
DME DATA
I
/A- IDENT+
POWER BUS GND
CHASSIS GND
- 51
I 4 %.- -
+}-
DECODER
AUDIO
TONE
AMPL
l5 DME AUDIO
I AIRCRAFT
AUDIO
16
SYSTEM
FILTER
I
P1/P2 FRAMING PULSES
I
I
I -
XM T
MODULATOR
XMT MON - INTRGN
I
I
I
I
I
REF REF VAR FREO XMT ISOLATING RCV
I FREO 1025- DIPLEXER 962-
I AMPL 1150 1213
I MHz MHz
I
I
1 I
I
I
I
I I
DUE ANTENNA
.-. I
I
I
REPLY^
TRACK-TUNE VOLTS LO INJ RECEIVER NOTE:
n VALID ALL BUSSES ON
~D EO THIS SHEET ARE
PROCESSOR ARINC 4 2 9 LO-SPEED.
DISABLE IF XMT
--_________ J
_ I * SIGNAL
(CPRESENCE * 1
-
DIFFERENTIAL
A/D COMP
SUPRN - =
(DME NO. 1: PI-14. SH 4)
Y
n
RCVR
TUNE
AMPL
DETECTOR
AGC
SAMPLE
e
STORAGE
MUX
COMPARATOR
. !iF$N
(TDR NO. 1: P1-29. SH 5/18)
(TDR NO. 2: P1-29. SH 16/19) I LATCH
(TTR: P1C-12 SH 6) -SMO MON
CGO-0511-22-AC-15
RSS System Schematic (DME2)

Figure 4-11-1 (Sheet 15 o f 2 5


the number 2 TDR-94/94D transponder.
The number 2 TDR-94 is a single-antenna mode-A,

mode-C, and mode-S transponder. The number 2
TDR-94D is a diversity (dual-antenna) mode-A,
mode-C, and mode-S transponder that is used when
TCAS is installed. This transponder is active when
the remote ATC switch is set to 2. When active, the
TDR responds to valid ATCRBS radar interrogations
with a coded identification (mode-A) or reporting
altitude (mode-C) reply The response code is
selected on the controlling RTU. The TDR is
normally controlled by the right RTU, but also may
be controlled by the left RTU (if right RTU fails).
The TDR also responds to selective mode-S
interrogations.
Internal TDR-94/94D operation is described on a

previous page.
In some installations a TDR-90 mode-A/C

transponder and a CAD-870 transponder adapter are
used instead of the number 2 TDR-94/94D. Refer to
sheet 19 for a system schematic of these units

I
p2
.... .-
.ARINC
RCMiS
TDR NO. 2
R-RTU-2
(SHEET 12)
: 3 RX PORT 6
--{iI RCV
(Pl-47/48) 1
L-RTU-1 - -{ I
(SHEET 1)
(P1-44/45)
3 RX PORT A
l7
+28 V DC
L-RTU TAKE CMD

2 RTU-C2
(SHEET 12)
- 57
AIRCRAFT A/ ON N
.
Y
SWlTCH P1
- 61 - 3 3 -
,- - 62 - 34 -
50 3UFFER - 63 - 3 5 -
1 - 6 4 - 36 -
SOURCE IDENT 46
ID=2
+5 v OC
- 65 - 3 7 -
- 66 - 36 -
:: - 6 7 - 39 -
Io=l
NOT CONNECTED
MAX AIRSPEED STRAP - 68 - 4 0 -
- 69 - 41 -
-610- 42 -
- E l l - 4 43 -
_____-- J ! BUFFER
-612-
-613- 45 -
-614- 46 -
-615- 47-
-616- 48-
-617- 49-
U -El$-
-618- 51
50-
52 -
-
-620-
621 - 5 3 -
-622- 54 -
-623- 55 - NOTE:
-624- 56 - ALL BUSSES ON
THIS SHEET ARE
STRAP COM ARINC 429 LO-SPEED.
I,R-
IF AMPL
DETECTOR
RCV INTERROGATION
PULSE
AMPLITUDE
MODULATION
(PAM)
DECODER
BOTTOM
XPNDR ANTENNA HV
POWER
MONITOR
XMT ANT E,L+
LJ
I
1
MODULATOR
\
,
1
OFF
a
LATCH
ADDR -
DUAL ADDR ~DEO
HIGH c35 PORT
+28 OC- pp
VOLTAGE +70 RAM A
POWER D61: DATA (SHARE)
+12 V DC- SUPPLY CURRENT xcm
WPRN - f OFF MONITOR
(DME NO-2:-P1-29.
(TDR NO. 1: P1-14. SH
SH 4)
5) 125 I
(DME NO. 2: P1-14. SH 15) DECODED INERROGAllON

RESPONCE TO
(TTR: P1C-12. SH 6)
CGO-0511-22-AC-
RSS System Schematic (TDR-94D2)


Refer to figure 4-11-1, sheet 17. This sheet shows

the optional number 2 ADF-462 automatic direction
finder.
The number 2 ADF is a low/medium-frequency radio

receiver that provides computed bearing to the tuned
station and an audio output. The ADF normally is
tuned by the right RTU, but also may be tuned by
the left RTU (in reversion mode).
Internal operation of the ADF is described on a

previous page. When the number 2 unit is installed
in the airplane, the dual ANT-462B (not the
ANT-462A) antenna is used.

L-RTU-1 -{I
(SHEET 1)
(Pl-44/45)
R-RTU-2
(SHEET 12)
(Pl-47/48)
-{I
1
30
XMT DATA
4)
I
L-RTU TAKE CMD
RTU-C2 - I RX PORT X/B ENBLD I
I
H-E;:}
(SHEET 10) p +15 V OC I
DECODER CLK-
N/C
-
{ -- QEC
QEC
QEC
A
B
C
4
8
12
c
I - - - - - - - - -1
r
4 L
QEC 0 16 L
ANTENNA SWlTCHlNG CIRCUIT SDU
... DECODER
MUTE
BAN0 LOGIC I
NO. 2 +28 V OC PWR-
I DIGITAL I PFD
POWER BUS GND V 29 --h
I ANT 4 6 2 6
CHASSIS GND -
I VOLTAGE I
- SIN MOO -
-
(SHEET 9)
P1
- COS MOD = N
+ FILTER
-
I
SWITCH
+ 1 5 V OC
I
- LOOP B- z . H
I -9 - ANT B+ = A
r- ---
NOTE:
-
I RECEIVER
I ALL BUSSES ON
THIS SHEET ARE
I I ARINC 429 LO-SPEED.
I I I E
I
E D BFO N
I 15.190- 18.6 MHz I
ANT-4626
(SHEET 9)
I
LI IC
17.185 MHz
IN( I I
TONE
I AUDIO
AMPL
I
I I
I AIRCRAFT
5 I - LH } - ADF AUDIO
RF I N P U T 4 5: 2 - SYSTEM
(190-1799 kHz)
_______J I
I I CGO-0511-22-AC-17
RSS System Schematic (ADF 2)


Refer t o figure 4-11-1, sheet 18. In some airplane, a bus selector switch. The R-RTU-1 bus brings
TDR-90 mode-Nmode-C transponders and CAD-870 selected reply code, selected operating mode, and
adapters are installed instead of the TDR-94/94Ds. altitude data from the right RTU to receive port A.
A dual mount adapter holds the TDR-90s and
CAD-~~OS, and installs directly into the TDR-94/94D The L-RTU-2 bus brings control and altitude data
piggyback mount. The adapter is wired to interface from the left RTU to receive port B. The left RTU
each TDR-90/CAD-870 pair to the airplane wiring reversion switch applies RX PORT A/B SELECT
harness. Note that the system schematic shows two logic to operate the electronic bus selector switch.
sets of numbers on some unit connector pins. Normally, port B is selected and the CAD/TDR is
Numbers in-line with the solid bar are TDR-90 or controlled by the left RTU. When the RTU reversion
CAD-870 rear connector pin numbers. The switch is set to DSABL position, a ground is applied
(numbers)in parenthesis are the TDR-94/94D mount t o pin 43, which selects port A (right RTU) control
connector pin numbers. data. The selected input bus is applied to the receive
port of the UART and read by the microprocessor.
The number 1 CAD-870 converts ARINC 429 The processor then returns control and altitude
low-speed ATC reply code and altitude data into values on the data bus to the UAR? this code is
discrete mode A and mode C parallel data for the transmitted on the L-TDR-1 ARINC 429 low-speed
number 1 TDR-90. The number 1 TDR-90 is a output data bus to the IAPS.
mode-A and mode-C transponder. This transponder
is active when the remote ATC switch is set to 1. The microprocessor applies coded transponder
When active, the TDR-90 responds to valid ATC output data onto the internal data bus. This data is
radar interrogations with a coded decoded by four octal latches. The latched data is
identificationheporting altitude reply The then buffered and applied as parallel mode A ident
transponder normally is controlled by the left RTU, data, mode C altitude data, and control data to the
but also may be controlled by the right RTU (if left TDR-90. A ground at the rear connector pin of any
RTU fails). mode A or mode C output indicates an active state.
The control outputs are ON (ground)/STBY (open),
The CAD consists of a microprocessor, a UART, and MODE SEL C (ground),TEST (ground), and IDENT
a latch decoder. Operating power is derived from the (+5-Vdc current source) logic.
number 1 +28-V dc airplane supply; an internal
power supply generates the required CAD supply The TDR-90 consists of a receiver, a decoder, an
levels. encoder interface matrix, an encoder, and a
1090-MHZ transmitter. Operating power is derived
The microprocessor reads source identification and from the number 1 +28-V dc airplane supply; an
reply status discrete inputs, and operates an 8-bit internal power supply generates the required
bidirectional data bus to control the CAD operation. TDR-90 supply levels.
The processor also generates opcode control to the
UART. A heartbeat monitor resets the The TDR-90 is interrogated by the 3-pulse side-lobe
microprocessor if program execution time becomes suppression (sls) method. The 1030-MHZ
excessive; the reset ensures the processor is not hung interrogation input is low-pass filtered and applied
up in an endless loop. through an isolating diplexer to the preselector. The
diplexer isolates the transmitter from the antenna in
The source identification discrete input is read by receive mode. The preselector is a 1030-MHZ
the processor through a buffer. This P1-23 strap bandpass filter which rejects images and spurious
input is open for the number 1 CAD-870. The responses. The filtered interrogation input is then
TDR-90 transponder reply status is monitored by the applied to a heterodyne receiver. An automatic
processor through an identical buffer. This P1-40 overload circuit monitors ENCODE GATE ENABLE
input becomes a ground level whenever the (transmit) logic and reduces the receiver sensitivity
transponder replies to an interrogation. if the transponder reply rate becomes excessive.
This circuit causes the TDR t o reply only t o nearby
An %bit .bidirectional data bus gathers RTU data stations when there is interference from weaker,
from the UART and supplies processed output data more distant stations.
t o the UART and to the latch decoder. Two ARINC
429 low-speed data buses are received and applied to The receiver uses a local oscillator to produce an

amplified 60-MHZ if output. This signal is video A suppression amplifier prevents possible damage to
detected and applied to a video pulse processor. This other L-band receivers on the airplane. This
processor performs validity checks on the detected amplifier generates a blanking pulse SUPRN output
signal. An interrogation output is applied only when when the encoder produces a transmit reply
the detected signal has proper pulse width, pulse (ENCODE GATE ENABLE logic); this pulse
amplitude, and relative amplitude difference. If the momentarily inhibits the receiver in the right TDR
received signal is acceptable so far, it is passed to a and in both DME's. These three units also generate
monitor circuit and to the sls decoder. a blanking pulse output when preparing to transmit,
which temporarily inhibits the receiver in the TDR.
The sls decoder determines the final validity and The blanking pulse input causes the INT
mode of the interrogation signal. If the signal is SUPPRESSION line to disable the encoder (through
valid, the encoder is enabled and the interrogation the decoder).
signal is applied t o the encoder interface matrix.
The decoder then applies either valid A-DECODE The TDR receives various discrete control logic
(ident mode) or C-DECODE (altitude mode) logic to inputs from the CAI1). The ONSTBY discrete applies
AND gates, which enable altitude or ident input to a ground (ON) t o enable the TDR modulator
the encoder input circuits. (transmit circuit). A 60-second timer provides an
initial l-minute power-up delay to allow the
The encoder interface matrix gates the interrogation transmitter to warm up.
decoder output with either the A CODE
(identification) or the C CODE (altitude) parallel The MODE SEL C discrete applies a ground to
reply data from the CAD. A shift register adds an enable the TDR to transmit mode C (altitude) pulses.
IDENT pulse, if selected. The resulting programmed This discrete and C-DECODE logic from the decoder
code is applied to the encoder. are AND gated together to provide ALT ENABLE
mode selection 0or A logic) to the encoder interface
The encoder is enabled by the decoder if the matrix.
interrogation is valid. This circuit then reads the
coded input and generates ENCODE GATE The TEST discrete applies a ground t o initiate the
ENABLE logic and coded trigger pulses, which are mode A or mode C transponder test function. The
applied to the modulator. The ENCODE GATE TEST discrete, inverted MODE SEL C logic,
ENABLE output is a logic level used to indicate ENCODE GATE ENABLE (transmit mode) logic,
transmit mode; this transmit logic is applied to and detected INTERROGATION signal are input to
various circuits in the TDR. The reply output from a monitor circuit. If an interrogation signal is not
the encoder consists of pulses spaced according to the currently being received, the TDR is not
reply code format; this is applied t o the input of the transmitting, and test mode is requested, then a
modulator. The modulator is enabled by ENCODE simulated mode A or mode C interrogation signal is
GATE ENABLE logic from the encoder and selection applied to the decoder. If the TDR responds with a
of ON (not STANDBY) mode. The modulator normal reply transmission, the monitor applies a
converts the trigger pulse input t o the 69-volt levels l-second pulse output. This pulse switches on a
required to drive the transmitter. transistor to apply a ground "reply" output to the
CAD.
The transmitter converts the modulator output into
an amplified 1090-MHZ rf reply pulse train. This The IDENT discrete applies a -t-5-Vdc current source
reply signal is a series of pulses, the number of output to a 22-second timer. The timer output is
which is determined by the ATC code value set by AND gated with A-DECODE logic from the decoder
the RTU (plus a trailing IDENT pulse, if selected). t o apply IDENT PULSE coding onto the encoder
This coded (mode A or C)transmit signal is applied input. W s generates an identification pulse in each
through an isolating diplexer and out t o the antenna. reply pulse-train output for at least a 22-second
The diplexer isolates the receiver from the antenna interval.
in transmit mode. Note that when the TDR is
transmitting a reply, ENCODE GATE ENABLE logic
causes the monitor circuit to generate a l-second
pulse. This pulse grounds the XPNDR REPLY
output (pin 17) to the CAD.
Revised 12 March 1997 4-31I


5O-MODE A-04-57
36-MODE A-Cl -34 +12 y DC
ENCODE
GATE
ENABLE
4
I I I
SUPPRESSION INT SUPPRESSION

SUPRN AMPL REPLY ENCODE
GATE
(TDR N
(DME NO. 1: P1-14. SH 4)
23 (")
X ENABLE MITTER
(DME NO. 2: P1-14. SH 15)
1090 MHZ
- LP
FILTER
- ISOLAllNG
DIPLEXER
RCV
'1030 MHz
- RECEIVER
VIDED
c DETECTOR/
PROCESSOR
INTERROGAnON -
I
I I I
1I I/II NOW. ALL BUSSES ARE 429 LO-SPEED.

I
U XPNDR
ANTENNA
I XMT 1090 MHz
- RF REPLY PULSE TRAIN
I
CGD-0511-22-AC-18
* PIN NUMBERS APPLY TO M E CAD-870/TDR-90 UNIT CONNECTORS.
(PIN NUMBERS) APPLY TO THE TDR-94 MWNT CONNECTORS.
RSS System Schematic (TDR-901CAD-8701)


Refer to figure 4-11-1, sheet 19. In some airplane,

TDR-90 mode-Nmode-C transponders and CAD-870
adapters are installed instead of the TDR-94/94Ds.
A dual mount adapter holds the TDR-90s and
CAD-~~OS, and installs directly into the TDR-94/94D
piggyback mount. The adapter is wired to interface
each TDR-90/CAD-870 pair to the airplane wiring
harness. Note that the system schematic shows two
sets of numbers on some unit connector pins.
Numbers in-line with the solid bar are TDR-90 or
CAD-870 rear connector pin numbers. The
(numbers) in parenthesis are the TDR-94/94D mount
connector pin numbers.
The number 2 CAD-870 converts ARINC 429

low-speed ATC reply code and altitude data into
discrete mode A and mode C parallel data for the
number 2 TDR-90. The number 2 TDR-90 is a
mode-A and mode-C transponder. This transponder
is active when the remote ATC switch is set t o 2.
When active, the TDR-90 responds to valid ATC
radar interrogations with a coded
identificationheporting altitude reply. The
transponder normally is controlled by the right RTU,
but also may be controlled by the left RTU (if right
RTU fails).
Internal TDR-90 and CAD-870 operation is described

on a previous page.

NO. 2 +28p12i 1;;

POWER BUS GNO -55
I
7
13 1-b POWER INTERNAL
3
FIG 4-2 SUPPLY SUPPLY
CHASSIS
ALT COMMON
GND -60 LEVELS
FIG 4-3
(NOT CONNECTED)
BUFFER
21-MODE A-01 -49 TDR-90 NO. 2
OCTAL 20-MODE A-02-53]
LATCH 50-MODE A-04-57
36-MODE A-Cl -34 +12 ," OC
2 RW-CZ
+12 v OC -24- MODE C-C2 --t 1 0
BUFFERS -41-MODE C-Cl -22
(46) -
a ID=2 - -14-MODE C-B4-29
+12 v DC -8-MODE C-B2-50
-28-MODE C-B1 -37
-27-MODE C-A4-14
-12-MODE C-A2-26
-47-MODE C-AI-18
-46-MODE C-D4-33_
-13-
HEARTBEAT
c
MONITOR
-16-MODE SEL C-46 ENCODE
GATE
---L -29-TEST-13 ENABLE
-
I I
I I I
SUPPRESS~ON INT SUPPRESSION
2, (29) EXT SUPPRESSION BLANKING PULSE . I
SUPRNO = REPLY AMPL
ENCODE
~
I GATE - TRANS-
(TDR NO. 1: P1-21. SH 18)
(OME NO. 1: P1-14. SH 4)
L23(25) ENABLE MITTER
-
~
-
(DME NO. 2: P1-14. SH 15)
INTERROGATION
VIDEO
4090 MHZ ~ LP ISOLATING RCV RECEIVER L DETECTOR/
FILTER DIPLEXER .lo30 MHz -, PROCESSOR
L
. . A
I I
I - NOTE: ALL BUSSES ARE 429 LO-SPEED.
I
U XPNDR
ANTENNA
I
XMT 1090 MHz
PIN NUMBERS APPLY TO TWE CAD-870/TDR-90 UNIT CONNECTORS.

RF REPLY PULY TRAIN
CGD-0511-22-AC-19
(PIN NUMBERS) APPLY TO THE TDR-94 MOUNT CONNECTORS.
RSS System Schematic (TDR-901CAD-8702)



number 1 GPS-4000. This sheet shows the power,
discrete inputs, and ARINC 429 I/O interfaces of the
number 1GPS. The +28-V dc bus 1airplane supply
powers the number 1GPS.
Discrete YO data consists of low-speed data bus

speed select and SDI logic. The LS SELECT discrete
selects the output bus speed. A ground on P1-4C
selects low-speedARINC 429 bus output. The num-
ber 1 SDI strap pin P1-5B is grounded for the
number 1GPS.
The ARINC 429 I/O interface consists of two IAPS

data concentrator receive ports, and one GPS trans-
mitter port. The number 1B IOC applies a LB-GP
BUS 2 ARINC 429 low-speed data bus to GPS receive
port P1-2C/2D. The number 2B IOC applies a
RB-GP BUS 2 ARINC 429 low-speed data bus to GPS
receive port P1-12C/12D.
The GPS contains receiver UARTS, 1/0 processor,

and the GPS ENGINE. The +28-V dc power input is
applied to the power supply which provides all
required internal voltage levels. The active GPS
antenna filters and amplifies the received GPS
satellite signals. The active GPS antenna is powered
by +12 V dc on the antenna coax cable. The antenna
applies the received GPS signal to the GPS ENGINE.
The GPS ENGINE calculates the airplane position.
The I/O processor outputs calculated position data
through the UART on an ARINC 429 low-speed data
bus. The L-GPS-1 data bus is applied to both left side
W S data concentrators.
.. _-
I
PlMP
GPS-4000 NO. 1
H
H
INTERNAL
+ 2 8 V DC PWR L POWER VOLTAGE ARINC ARINC
LO-SPEED:
429
1_-15'
( + 2 8 V DC BUS 1) ' SUPPLY
>
-
-
a}- --
LEVELS
-
XMTR PlMP
L/P1
UART BUS UART Tx

1B - L-GPS-1-
l9 IOC
20
1A/1 B
FIG 4-2
FIG 4-3
P1E
CHASSIS GND 2
1 ARINC
-G-
ARINC 4 2 9
LO-SPEED: PlMP RCVRS
-
LB-GP BUS 2
(SHEET 1) - 2c
20 -
-- ..
,. .c I/O
PROCESSOR
RB-GP BUS 2
(SHEET 12)
- -120-
--
BUS-1 LS SELECT
I"
4c -
+12 v
-
+12 V DC
DC
BUFFER
GPS TIME MARK PRI
(NOT CONNECTED)
VO
NO. 1 SDI 5B
"
- -
+12 V DC
c
DATA BUS
___c
NO. 2 SDI 5A
DISCRETE COMMON
t-yx +12VDC
1
BUS-2 LS SELECT 5D
w I
P CGO-0511-22-AC-20
RSS System Schematic (GPS 1)



number 2 GPS-4000. This sheet shows the power,
discrete inputs, and ARINC 429 YO interfaces of the
number 2 GPS. The +28-V dc bus 2 airplane supply
powers the number 2 GPS.
Discrete I/O data consists of low-speed data bus

speed select and SDI logic. The LS SELECT discrete
selects the output bus speed. A ground on P1-4C
selects low-speedARINC 429 bus output. The num-
ber 2 SDI strap pin P1-5A is grounded for the
number 2 GPS.
The ARINC 429 I/O interface consists of two IAPS

data concentrator receive ports, and one GPS trans-
mitter port. The number 1B IOC applies a LB-GP
BUS 2 ARINC 429 low-speed data bus to GPS receive
port Pl-l2C/12D. The number 2B IOC applies a
RB-GP BUS 2 ARINC 429 low-speeddata bus to GPS
receive port P1-2C/2D.
The GPS contains receiver UARTS, I/O processor,

and the GPS ENGINE. The +28-V dc power input is
applied to the power supply which provides all
required internal voltage levels. The active GPS
antenna filters and amplifies the received GPS
satellite signals. The active GPS antenna is powered
by +12 V dc on the antenna coax cable. The antenna
applies the received GPS signal to the GPS ENGINE.
The GPS ENGINE calculates the airplane position.
The I/O processor outputs calculated position data
through the UART on an ARINC 429 low-speed data
bus. The R-GPS-1 data bus is applied to both right
side IAPS data concentrators.

I GPS-4000 NO. 2
PlMP
H
INTERNAL
+ 2 8 V DC PWR VOLTAGE ARINC 429
(+28 V DC BUS 2) ARINC LO-SPEED:
- LEVELS
- -{
XMTR PlMP
UART BUS 0 UART

Tx
18 -B
R-GPS-1
P1BP
- -
I
- -- P1
d
Tx 40 CDU
""Ki
4k UART R-GPS-2
B NO. 2
6B 41
FIG 4-11
--
ARINC 429
--
LO-SPEED:
P2
28
RB-GP BUS 2 UART SDD
PROCESSOR
(SHEET 12) 2D 27
I
LB-GP BUS 2
(SHEET 1)
-- 12D
OUTPUT BUS-1
LS SELECT
I"
- 4( R
+12 V DC
-
+12 V DC
*
1D - GPS TIME MARK PRI
(NOT CONNECTED)
GPS
1 BUFFER
- VO
NO. 1 SDI 5t3
I
"
- -
+12 V DC
DATA BUS
ENGINE
NO. 2 SDI - 5,4 0
DISCRETE COMMON
1
P1TP
OUTPUT BUS-2
LS SELECT
- 5D
P CGO-0511-22-AC-21
RSS System Schematic (GPS2)


theoty of ooeration 523-0775810


4.3.1 1 WXR Weather Radar System) MFDs or on the ND (if installed). Radar is not
displayed on a PFD.
4.3.1 I .I Overview
The WXR consists of a single LRU that detects wet

precipitation (also precipitation based turbulence if
RTA-854) along the flight path and ahead of the
airplane. The radar scan a r c is the airplane heading
angle 4 - 6 0 degrees. The CDU control display units
provide radar mode control; the display range is
selectable up to 300 mi. The RTA processes X-band
weather radadturbulence data into an ARLNC 453
digital bus format that may be selected for display on
the ND/MFD. Refer t o figure 4-12.
The RTA-844 and RTA-854 are physically identical.

The RTA-844 provides moisture detection; the
RTA-854 provides moisture and moisture based
turbulence detection.
The RTA is an integrated

receiver/transmitter/antenna unit located in the
radome. The RTA consists of an antenna, RF
assembly, pedestal assembly, and a base assembly.
The antenna is a 14-inch flat plate. The RF
assembly contains the receiver and transmitter
circuits; this assembly attaches to the antenna and
eliminates the need for a waveguide.
The pedestal assembly contains tiltkcan motors and

optical feedback switches. The base assembly
contains the power supply and signal processing
circuits.
The RTA accepts radar control input data from both

CDUs. The RTA may be operated in a split mode,
where the radar functions like two independent
radars, each updating on alternate sweeps of the
antenna. In this mode, each CDU controls one of the
two radar channels.
The CDU applies radar control data to the onside

FMC computer (or CDC coupler) in the IAPS. The
FMC/CDC then applies this data t o IAPS data
concentrators. The concentrators map the radar
control data (and AHRS attitude data for
stabilization) t o the RTA. The LB-GP BUS 3 input
provides pilot side control and attitude data. The
RB-GP BUS 3 input provides copilot side control and
attitude data.
The RTA applies WXR video information on the

WXT-1 data bus output to the IDS system. This
WXR video data may be selected for display on the

AMs-850:
RTA
I ANTENNA .I
PEDESTAL
BASE ASSY
RB-GP ,
BUS 3
LB-GP ,
BUS 3
AMs-5000
RTA WXT- 1
r ANTENNA
I
I
I
I
I
PEDESTAL
ASSY I
I BASE ASSY 1
I RB-GP ,
BUS 3
I
I LB-GP ,
BUS 3
L -
CGO-0493-03-AC- 1
WXR Weather Radar System) Overview
Figure 4-12

4.3.11.2 System Schematic Data decoders read microprocessor instructions from

the data bus and convert them into discrete control
The WXR system consists of only one LRU; the signals. A frequency decoder decodes FREQ SEL 1
RTA-844 (or RTA-854) is a single integrated or FREQ SEL 2 logic, which selects one of two SAW
receiver/transmitter/antenna unit. This unit oscillators in the RF exciter circuit. A
provides X-band weather radar detection and also digital-to-analog converter decodes an AGC voltage,
Doppler turbulence detection (RTA-854 only). CDU which controls the gain level of the receiver circuit.
pages provide WXR mode selection. The RTA An antenna drive circuit decodes TILT and SCAN
provides processed WXR video output data directly voltage levels, which operate the tilt and scan motors
to displays in the IDS system. Refer to figure 4-12-1, in the pedestal assembly The pedestal assembly
sheet 1. This sheet shows the RTA I 70 and returns a FEEDBACK control level, which is
processing circuits. Sheet 2 shows the RF buffered onto the data bus.
transmitter, receiver, and antenna circuits.
The digital signal processor (DSP) converts the
RTA circuits on this sheet consist of the receiver output signals into a processed WXR video
microprocessor, UART circuit, data decoders, digital signal. Dc "I"and "Q"voltage levels are generated in
signal processor, and ARINC 453 output driver. The the receiver circuit (refer to sheet 2). These voltages
number 1 +28-V dc airplane supply provides are in-phase and quadrature (90")dc representations
operating power. An internal power supply converts of the received echo signal. The DSP processes these
this voltage into required supply levels. A remote voltages into a signal that identifies the direction,
ordoff discrete (Pl-16) is also provided. If this option range, and intensity of the precipitation or
is not used, P1-16 should be strapped to ground turbulence that caused the reflection (echo). The
(power on). output display signal is synchronized with the
antenna sweep to paint a full-screen radar picture of
The microprocessor controls the RTA operation using the precipitation pattern along the flight path.
a 16-bit bidirectional data bus. This bus is applied to
a transceiver, latch, flip-flop, and DSP control The dc "I" and "Q" signals from the receiver are
interface. The transceiver provides 2-way data applied through a range filter to an analog-to-digital
transfer between the processor ADO-AD15 data bus converter. The range filter optimizes the bandwidth
and the internal DATA bus used throughout the of the analog channel to match the length of the
RTA. The latch circuit decodes the address of a transmitted pulse. The analog-to-digital converter
requested memory location; the contents of the provides digitized LEVEL and ANGLE outputs that
addressed location are read from memory onto the address PROMs in the DSP data unit.
internal DATA bus. The flip-flop circuit decodes
device control logic. The DSP control interface The DSP data unit contains RMS PROMs, PHASE
allows the microprocessor to directly access the PROMs, and an ALU circuit. The RMS and PHASE
digital signal processor circuits. PROMs are addressed to provide corresponding
vector data (magnitude and angle) outputs to the
A dual UART circuit is used to read input control ALU. The ALU circuit estimates the amount of
data. The pilot enters WXR control data on the left precipitation in the echo signal for that vector and
CDU. This data is applied to the left FMC-851B/C. provides this processed DATA to the scan-to-scan
These control words are transmitted on the L-FMS-1 filter (also to the microprocessor through the DSP
bus to data concentrators in the LAPS and then control circuit). Proper STC gain control voltage is
mapped onto the LB-GP BUS 3 bus to the RTA. This generated at this time by the DSP data unit and
channel A data is input through an ARINC receiver applied to the receiver.
and applied to the receive port of a UART. The
copilot enters WXR control data on the right CDU; The DSP control circuit generates XMT CONTROL
this channel B data is applied to the second UART in pulses and LIMITER BIAS logic outputs that are
similar way The microprocessor reads WXR applied t o the RF assembly (refer to sheet 2). This
CONTROL data from the UARTs onto the internal circuit is operated by the DSP data unit and by the
DATA bus. This input data contains WXR mode microprocessor.
selection, gaidtilurange commands, and attitude
information. The scan-to-scan filter stores and filters the video

output to ensure that the WXR output data is a

cohesive image showing the most recent sweep. This
circuit stores the latest screen display of data and rAMs--&
I
--- 1
updates this composite video picture as the antenna ONLY
I
scans. This filter provides a dynamic full-sweep
WXR video signal to the ARINC 453 output circuit.
I
I
The ARINC 453 output circuit formats processed I
WXR data for transmission to the IDS system. This I
I
RDR ON/OFF
RANGE, TILT P/O RTA
circuit receives WXR video data from the --- J
scan-to-scan filter and status data from the
microprocessor. (The processor also samples the INSIDE
IAPS I
output data using the internal DATA bus.)
ARINC
Formatted WXR video and status data is transmitted
on the WXT-1 ARINC 453 very high-speed data bus RECElVERS
to the IDS system. This data may be displayed on an
MFD or the ND. - L-FMS-1
WXR CONTROL
-
-
4)
- R-FMS-1
4 I
ANTENNA
DRIVE
*l; - 1
PEDESTAL
ASSY
(SHEET 2 )
RDR ON/OFF
RANGE, TILT
I
I
I
I
p-w-
I -
LATCH ADDR
DATA
PGM
e
MFD
? o
CONTROL
I
CONTROL

POWER
SUPPLY
INTERNAL
SUPPLY /
LEVELS SHEET 2:
XMT CONTROL
WXR TARGET
I
POWER BUS GND
DIGITAL
SIGNAL
PROCESSOR ARINC
-
I- (GND IF O N ~ O F F
FUNCTION IS
NOT USED) SHEET 2: I 1
SCAN
453
XMTR
-
~
P1
1-
-Q
RANGE
FILTER
TO
SCAN
FILTER
Iw ARINC
453
CIRCUIT
13
14
*b WXT-1
- 1
ARlNC 4 5 3
VERY HI-SPEED
I
I S T C (SENSITIVITY TIME CONTROL)
(SHEET 2)
I
L’I CGO- 0 4 9 3 - 0 3 - A C - 2
WXR System Schematic (RTA)


Refer to figure 4-12-1, sheet 2. This sheet shows the amplifier.

RTA RF transmitter, antenna, and receiver circuits.
Sheet 1shows the I/O and processing circuits. The IMPA'M' amplifier is injection locked to the 9.34
GHz input providing the X-band pulse output. This
The RF transmitter generates X-band pulses of pulse transmission is then applied through the
various widths and repetition rates (depends on duplexer and radiated out the antenna. In transmit
selected mode and range). These RF pulses are mode the duplexer is biased t o isolate the antenna
applied through an isolating duplexer and radiated from the receiver circuits.
out from a 14-inch flat plate antenna. Very narrow
beam pulses are transmitted so that as the antenna The antenna is positioned by motors in the pedestal
sweeps, each valid received echo signal is recognized assembly The scan motor (Bl) positions the
as a reflection at a specific scan angle. The antenna +/-60 degrees left or right of the fight path.
transmitter is extremely stable and is used at high The tilt motor (B2) positions the antenna +/-30
pulse repetition rates required to detect moisture degrees up or down. Both motors run in response to
and moisture related turbulence. microprocessor generated commands (sheet 1).
Normally, the antenna repeatedly scans the entire
The transmitter exciter contains two SAW lateral range at a fured rate. (This rate is
oscillators. The primary oscillator operates at 744.80 synchronized with the video output t o paint a
MHZ; the preheat oscillator operates at 744.40 MHZ. dynamic radar picture of the precipitation pattern
Only one oscillator is enabled at any time. The along the flight path.) An optical switch (Sl)provides
preheat oscillator is enabled by the microprocessor a feedback reference to the processor computation
before each transmission. A variable width preheat circuits. This reference is buffered onto the data bus.
pulse is generated to warm the IMPATT amplifier to
operating temperature. The IMPATT amplifier is The receiver processes the echo of each transmitted
preheated to ensure a phase-stable and pulse into dc components that are applied to the
flat-amplitude pulse output. Note that the receiver digital signal processor (DSP). The DSP processes
is tuned only to the primary frequency so any these components into the output video signal (refer
returns at the preheat frequency are rejected and not to sheet 1).
displayed.
The echo return signal is received by the antenna
The processor enables the primary oscillator when a and applied through the duplexer to a preselector
pulse is to be transmitted. This signal is frequency filter. In receive mode, the duplexer is biased t o
doubled to 1.489 GHz and applied t o a mixer. Refer isolate the antenna from the transmitter. This
to sheet 2 and note the frequency divider and receive signal is raw (unprocessed)video; the signal
multiplier stages that generate the first (8.937-GHz), strength of this echoed transmission is proportional
second (372.4-MHZ), and third (33.8-MHZ) oscillator t o the precipitation encountered by that scan.
frequencies. These frequencies are used in the
receiver circuit. In transmit mode, the XMT MODE The preselector bandpass filters the 9.34-GHz signal
switch is closed and a 67.6-MHZ frequency is applied and applies it t o a PIN diode limiter. This is a
t o the mixer. The mixer output is a 1.557-GHz protection circuit that is operated by LIMITER BIAS
summation frequency logic decoded from the DSP control circuit. In
transmit mode, this circuit ensures that no
The 1.557-GHzmixer output is amplified and applied transmitted RF energy reaches the receiver. In
t o a times-6 multiplier t o generate the 9.34-GHz receive mode, this circuit limits the amplitude of the
transmit frequency This frequency is applied to the received signal. The amplitude limited receive signal
preheated IMPATT amplifier. This amplifier is then passed through a low-noise GAASFET
provides constant X-band power output. amplifier to the first mixer.
The modulator is biased on by XMT CONTROL The amplified 9.34-GHz receive signal is mixed with
pulses from the DSP control circuit (sheet 1). The a 8.937-GHz reference to produce the 406-MHZ first
pulse width and repetition rate of these pulses is IF. This signal is amplified, filtered, and applied to
determined by the processor and limit checked by the second mixer. The 406-MHZ first IF is mixed
circuits in the modulator. The modulator then with a 372.4-MHZ reference t o produce the
provides variable pulse output to the IMPATT 33.8-MHZ second IF. This signal is then amplified

and level adjusted by STC (sensitivity time control

from the DSP) and AGC (automatic gain control from
the processor) amplifiers. The resulting 33.8-MHZ
signal is applied to the sidcos mixer circuits.
The sidcos mixer circuits divide the level adjusted

second IF into a pair of phase-related dc levels. A
osc MIXER AMPL AMPLS \
33.8-MHZ reference frequency is applied to a
90-degree phase-shift circuit. This circuit provides SHEET 1:
x2
- 1.489 GHz 1.557 GHz X6 9.34 GHz \ n X M T I
33.8-MHZ signals with sine and cosine phase FREQ SEL 1 DUPLEXER
/ - RCV - /
relationships t o the sidcos mixer circuits. The
output of the sin mixer is a dc (0-Hz) level that /
corresponds to the sine (in-phase) component of the 67.6 MHz PEDESTAL ASSY /
I I
received signal. The output of the cos mixer is a dc TILT SCAN OPTICAL
(0-Hz) level that corresponds to the cosine XMT CONTROL MODULATOR MOTOR MOTOR SWTCH
(SHEET 1)
(quadrature) component of the received signal. (PRIMARY)
These two voltages are amplified and applied as the 1 s1
"I"and the "Q" dc levels to the range filter shown on

sheet 1. The DSP circuits process these levels into SHEET 1:
t
the WXR video output. 2ND OSC TILT
(372.4 MHz)
SI 1 3RD OSC
(33.8 MHz)
SCAN
FEEDBACK -
9.34 GHz -1
XMT 'MODE
-
GAASFET IST IF 2ND IF
PIN
-
-
PRESELECTOR 9.34 GHz -
L DIODE FILTER
FILTER LIMITERS
LIMITER BA
I S-
(SHEET 1)
1ST OSC
(8.937 GHz)
2ND OSC
(372.4 MHz) SHEET 1
I
I MIXER AMPI
I SIN I cos
.
--. .
(33.8
3RD MHz)
OSC -i 90 DEGREE
PHASE SHIFT
NOTE: FREQUENCIES ARE ROUNDED.
CGO- 0493-03- AC- 3
WXR System Schematic (RTA)

-


theory of operation 523-U77587 0
4.3.12 ADAS (AircrafiData Acquisition

System)
4.3.12.1 Overview
The ADAS consists of a single LRU that collects and

formats airplane data for input to the Collins
systems. The ADAS also changes digital Collins
autopilot mode and advisory data into discrete levels
to drive remote airplane annunciators and warning
horns. Refer t o figure 4-13.
The DAU is a dual channel data converter. The two

identical channels are isolated from each other to
provide independent operation. Each channel
processes onside data. All discrete inputs to the
DAU are redundantly encoded onto both channels.
Only one channel is described below.
The following inputs are applied to the left channel

of the DAU, and then provided to IAPS data
concentrators on the A-DAU-2 serial bus. The ADS
supplies angle-of-attack information an the SIA-1
bus. The IDS supplies the right MFD mode word (if
two MFDs are installed) on the R-MFD-1 bus. The
optional left ARINC clock supplies time/data input
on the 1;-CLK-1 bus. The AHS supplies gyro
initialization discrete logic (L-INIT). The left
airplane strut switch supplies airplane on the ground
discrete logic (L-STRUT SW). The “Beech Aircraft
Dats Interface” supplies several discrete inputs; this
interface includes the airplane sensors and airframe
switches not directly associated with the Collins
avionics subsystems. These discrete inputs are
applied to both channels of the DAU.
The ZAPS provides autopilot modes and advisories on

the Lcl-GP BUS 1 serial data bus. The DAU
processes this information into several advisory
discretes that drive remote airplane aural warning
horns and annunciators.
This sheet also shows two optional, Beech-supplied

ARINC 429 clocks. Each clock supplies synchronized
time and date reference input to one channel of the
DAU. If no clocks are installed on the airplane, the
Collins systems use time and date information from
a clock chip on the FMS computers.

ANGLE OF
ATTACK
SIA-1
T DAU
LA-GP BUS 1
A-DAU-2
R-MFD-1 L-MFD-1
(OPTIONAL)
R-INIT
1 1429 CLOCK
NO. 1
(BEECH)
- L-CLK-1 -R-CLK-1 ,
-
H 42::LY
(BEECH)
I
I -
BEECH - L-STRUT SW R-STRUT SW BEECH

AIRCRAFT AIRCRAFT
INTERFACE ADWSORY DISCRETES INTERFACE
r
I I
I I
INPUT DISCRETES
CGO-0512-04-AC-1
ADAS (Aircraft Data Acquisition System) Overview

Figure 4-13

4.3.12.2 System Schematic The LCI-GP BUS 1 input, from the IAF'S provides
autopilot mode and advisory data. The FCC
The ADAS system consists of a single LRU. The computers provide this bnformation. This data is
DAU-650 collects and formats airplane data for input decoded and applied to $he DAU output drivers.
t o the Collins systems, and converts digital Collins
autopilot mode and advisory data into output The L-CLK-1 input buq/fkom the optional left ARINC
discretes. Refer to figure 4-13-1, sheets 1and 2. clock provides time, dak date, and year information.
This clock data is input through the DAU to the
The DAU contains two functionally identical and IAPS data concentrators for distribution to the FMS
independent channels. One channel provides left computers.
(A-side) functions? and is shown on sheet 1. The
other channel provides right (B-side)functions, and The R-MFD-1 input bus from the optional right side
is shown on sheet 2. MFD provides the MFD mode word (used by the
diagnostic system). This data word is input through
The left (side A) channel of the DAU consists of a the DAU t o the LAPS data concentrators for
microprocessor, ARINC multiplexer? input buffer, distribution to the FCS and FMS computers.
output UAFtT, and output decoder driver. The
number 1-I-28-Vdc airplane supply provides channel An input buffer provides source identification, AHRS
A operating power. The +28-volt input is filtered and alignment, and airplane discrete inputs t o the DAU.
applied to a power supply that generates the The processor reads this discrete data from the
required internal supply levels. buffer onto the ADO-AD7 internal bus.
A microprocessor controls channel A operation. The The source identification strap input (PI-42)is open
processor uses port PO to read the serial data bus for channel A of the DAU. The AHRS alignment
inputs and the discrete inputs on the ADO-AD7 discrete input (Pl-7)provides a +28-V ddopen pulse
internal data bus. This bus also applies processor train while the left AHC computer is initializing.
generated output data to a UART and to a decoder This L-AHC INIT discrete ultimately lights the
driver. Processor port P2 provides discrete address AHRS ALIGNING DO NOT TAXI annunciator. The
outputs to an address decoder and to RAM. The airplane input discretes from the Beech Aircraft
address decoder provides internal device enable and Data Interface are applied t o both channels of the
control. The RAM provides addressable memory. DAU. These discretes (listed below), are applied
Processor port P l monitors the onside strut switch through the DAU to the IAPS data concentrators for
through an input buffer. This L-STRUT SW discrete distribution to interested units. A ground shows the
is a ground level when the airplane is on the ground. active state.
A reset timer resets the processor if execution time
becomes excessive or if an internal monitored power AIRCRAFT INPUT DISCRETES
level becomes too low. The channel A and B PIN FUNCTION LOGIC
microprocessors exchange onside AHRS initialization P1-4 Thrust reverser deployed gnd/open
and strut switch logic. P1-20 Channel A self-test enable gnd/open
P1-38 Spoiler deployed gnuopen
Four serial data bus inputs are applied through P1-39 Flap approach gnd/open
AFUNC low-speed receivers to an ARINC P1-41 Fuel counter (pulses) gnd/open
multiplexer. The processor enables the multiplexer
t o load each input onto the ADO-AD7 internal bus. The microprocessor writes processed output data
onto the ADO-AD7 internal data bus. The processor
The SIA-1bus provides normalized angle-of-attack enables a UART and a decoder driver to read this
information from the SIA signal interface adapter. data and generate the DAU channel A outputs. The
This information is provided by the Beech-supplied UART converts this parallel data into a serial bus
stall warning system, converted to ARINC 429 that is applied to an ARINC 429 transmitter. The
format by the SIA, and input through the DAU to A-DAU-2 low-speed output bus is applied to the left
the IAPS data concentrators for distribution to the side IAPS data concentrators.
PFD. The SIA-1 data bus is applied to both channels
of the DAU.

The decoder driver is enabled t o read annunciator

control data from the processor data bus and set the
appropriate output drivers. These discrete outputs P/O DAU
are listed below and are applied to the Beech Aircraft
Data Interface. Note that some outputs are not used
in this installation. A ground shows the active state.
1 MUX
This information originates at the flight control DATA
computers and is applied to the DAU on a group bus.

/ RPl BUS,
*
AIRCRAFT OUTPUT DISCRETES
ANGLE
II
I
OF I
ATTACK I
PIN
P1-3
FUNCTION
AHRS alignment out
(1Hz pulses)
LOGIC
gndopen ARINC 42\
LO-SPEED
ARINC
RCVRS
* - OUTPUT DISCRETES
(REFER TO TEXT) 4 BEECH
AIRCRAFT
TIME DATE
P1-24 DAU channel A fail gndopen L-CLK-1
(SH 3)
P1-25 Rudder boost off gndopen (P1-8/10)
P1-26
P1-27
Rudder boost arm
Rudder boost)
request (active
gndopen
gndopen - R-MFD-1 MFD MODE WORD
.I NOTE:
P1-28 Rudder boost fail gndopen ALL BUSSES ON THIS
Ii'
SHEET ARE ARINC 429
P1-29 Pitch trim fail gndopen ADO-AD7
LO-SPEED.
n I
p21
P1-30 Pitch mistrim gndopen
P1-31
P1-32
P1-33
Roll mistrim
Yaw mistrim
AP disconnect
gndopen
gndopen
gndopen
L-STRUT SW
(SHEET 3)
(TD CLK)
I 0 37
Ti y"
L GND = AIRCRAFT ON GND
BUFFER ADD! 4b
-DECODER
P1-34 AP disconnect gndopen -

aural alert
PI.-35 YD disconnect gndopen
P1-44 VNAV arm gndopen - L-AHC lN1T-o
-Lnr INIT/SlRUT
(28 V/OPEI (SHEET 2)
P1-45 Autotune active gndopen (X-SIDE p P )
P1-46 DH/MDA/RPTALT gndopen +5 V DC BUFFER
P1-47
aural alert
Preselect altitude
aural alert
gnd/open
SOURCE
Fl RESET
IDENT 4:
(NOT CONN)
1
56 -NO. 1 +28 V DC POWER
INTERNAL
SUPPLY SUPPLY
INPUT DISCRETES 58 -POWER BUS GND
(GND/OPEN) LEVELS 60 -CHASSIS GND
I CGO-0512-04-AC-2
ADAS System Schematic (DAU,)



channel B functions of the DAU-650. Channel A
functions are shown on sheet 1.
The number 2 +28-V dc airplane supply provides

channel B operating power. This channel reads four
serial input data buses (SIA-1, RA-GP BUS 1,
R-CLK-1, and L-MFD-l), three right side discretes
(strut switch, AHRS alignment, and source ident),
and the same airplane discretes that are applied to
channel A (pin numbers are listed below).
AIRCRAFT INPUT DISCRETES

PIN FUNCTION LOGIC
P2-57 Thrust reverser deployed gndopen
P2-41 Channel B self-test enable gndopen
P2-23 Spoiler deployed gndopen
P2-22 Flap approach gndopen
P2-20 Fuel counter (pulses) gndopen
The B-DAU-2 data bus applies serial output to the

right side IAPS data concentrators. Drivers apply
discrete outputs to the Beech Aircraft Data Interface
(pin numbers are listed below). Note that some
outputs are not used in this installation.
AIRCRAFT OUTPUT DISCRETES

PIN FUNCTION LOGIC
P2-58 AHRS alignment gndopen
out (1Hz pulses)
P2-37 DAU channel B fail gndopen
P2-36 Rudder boost off gndopen
P2-35 Rudder boost arm gndopen
P2-34 Rudder boost gndopen
request (active)
P2-33 Rudder boost fail gndopen
P2-32 Pitch trim fail gndopen
P2-31 Pitch mistrim gndopen
P2-30 Roll mistrim gndopen
P2-29 Yaw mistrim gndopen
P2-28 AP disconnect gndopen
P2-27 AP disconnect gndopen
aural alert
P2-26 YD disconnect gndopen
P2-17 VNAV arm gndopen
P2-16 Autotune active gndopen
P2-15 DWMDNRPTALT gndopen
aural alert
P2-14 Preselect altitude gndopen
aural alert
Internal operation is described on a previous page.
..
SIA-1 -
2! ,
56
I RIGHT (B-SIDE) CHANNEL
ANGLE OF ATTACK
ARlNC
MUX
P/O DAU
DATA
BUS
\
i z r =:, : ARlNC
ARlNC XMTR
XMTR I
}-; B-DAU-2
IOC 2A ADVISORIES
RA-GP
FIG 4-2
FIG 4 - 3 ARINC 429

LO-SPEED
ARINC
RCVRS
1 I
BEECH
AIRCRAFT
TIME/DAlE DATA
R-CLK-1
(SH 3) INTERFACE
L-MFD-1 - 48 -L
MFD MODE WORD
I , +5 V DC
PQ
AVU-AU I
= - I
El-
NOTE:
p2k
R-STRUT SW .c - -
GND = AIRCRAFT ON GND
T BUFFER - ALL BUSSES ON THIS
SHEET ARE ARINC 429
(SHEET 3) LD-SPEED.
(TO CLK) DECODER
f
”
11
R-AHC INIT- 54 INIT/STRUT

( 2 8 V/OPEN) (SHEET 1)
(X-SIDE p P )
+5 V DC BUFFER
I RESET
I
SOURCE IDENT
f ID=B
TIMER
BEECH
AIRCRAFT
DATA
INTERFACE
-R-STRUT SW
IDENT A / B
T - Srrrr-. 5 -NO. 2 +28 V DC POWER

INTERNAL POWER
INPUT DISCRETES ** SUPPLY SUPPLY 3 -POWER BUS GND
(REFER TO TEXT) (GNO/OPEN LEVELS 1 -CHASSIS GND
I
I
I
I
CGO-0512-b-AC-3
ADAS System Schematic (DAU)



external 429 clock modules. Both clocks are optional
and supplied by Beech. The I/O for these modules is
described here because CLK-1 bus outputs may be
used by the flight management system. If no clock
modules are installed on the airplane, the FMC
computer uses time and date information from an
internal clock.
The number 1 429 clock generates GMT time and

date information. The L-CLK-1ARINC 429 data bus
supplies this data to the A side of the DAU. The
DAU transmits this clock data to the left U P S data
concentrators. The 429 clock derives operating
power from the number 1+28-V dc airplane supply.
This module monitors discrete L-STRUT SW logic
(airplane on ground) and source identification strap
logic (Pl-1F1-4 is number 1 identification). A
CLOCK X-TALK BUS provides data synchronization
with the other clock module.
The number 2 429 clock also generates GMT time

and date information. This data is supplied to the B
side of the DAU on the R-CLK-1 ARINC 429 data
bus; the DAU transmits this clock data t o the right
IAPS data concentrators. The 429 clock derives
operating power from the number 2 +28-V dc
airplane supply. This module monitors discrete
R-STRUT SW logic (airplane on ground) and source
identification strap logic (Pl-2F1-4 is number 2
identification). A CLOCK X-TALK BUS provides
data synchronization with the other clock module.

I
429 CLOCK DAU
NO. 1 + 2 8 V DC POWER (SHEET 1)
NO. 1 P1
(BEECH SUPPLIED)
(AMs-850 ONLY) P1
POWER BUS GND
LI: 10
L
-
L-CLK-1
-12
115 V LTG BUS-
[- 14
I NOTE:
1 ID=l
2 ID=2
4 ID RTN
21
22- L
-
H
1-I ALL BUSSES ON MIS

SHEET ARE ARINC 4 2 9
LO-SPEED.
L-STRUT SW- 16
(SHEET 1)
CLOCK
X- TALK
BUS
I
P1 429 CLOCK
NO. 2
(BEECH SUPPLIED)
ii
P1
(AMS-850 ONLY)
POWER BUS G N D L
24 -
L
-12 DAU
115 V LTG BUS-
{- 14
(SHEET 2)
P2
N/C -1 ID=l H
8 - 1
R-STRUT SW- 16
(SHEET 2)
3 CGO-0512-04-AC-4
ADAS System Schematic (DAU)


1523477581 1-0041 18
fi!!!!!Rockwe11 Avionics & Communkafions
Beechjet 400A
Avionics System
maintenance
table of contents
Paragraph Page Paragraph Page
5.1 GENERAL .................................... 5.1 5.9 AMs-5000 DIAGNOSTIC DESCRIPTION . . . . . . . . 5.84

5.9.1 AMs-5000 Maintenance Menu ...................5-86
5.2 MAINTENANCE SCHEDULE ................... 5.1 5.9.2 AMs-5000 LRU Status ......................... 5.88
5.2.1 RTA-844/854 Receiver Transmitter Antenna .........5-1 5.9+3AMs-5000 LRU Fault History ...................5-90
5.2.2 SV0-85( ) Semo/SMT-85( )/87( ) Servo Mount . . . * 5-1
+ + 5.9.4 AMs-5000 LRU Diagnostic Data ................. 5-92
5.2.3 ADC-850 ( ) Air Data Computer .................. 5-3 5.9.5 AMs-5000 Disk Operations .................... 5- 134
5.2.4 VIR-432 VHF Navigation Receiver ................5-3 5.9.6 AMs-5000 Clock Set Operation . . . . . . . . . . . . . . . . . 5-144
5.2.5 TDR-94/94D Transponder ....................... 5-3 5.9.7 AM$-5000 Aircraft Ident Set Operation . . . . . . . . . . . 5-146
5.2.6 Routine CRT Cleaning .......................... 5-3 5.9.8 AMs-5000 Configuration Strapping Unit . . . . . . . . . . 5-148
5.2.7 Em-871MFD-871 Lint Screen Cleaning . . . . . . . . . . . 5-4
5.10 FCS Diagnostics ............................. 5- 166
5.3 DATA BASE UPDATE PROCEDURE . . . . . . . . . . . . . 5-4 5.10.1 Report Mode ............................... 5-168
5.10.2 InputMode ................................ 5-184
5.4 CHECKLIST EDIT PROCEDURE ............... 5-4 5.10.3 Output Mode ............................... 5-192
5.5 CSU-4000 PROGRAMMING PROCEDURE ........ 5-4 5.11 TESTING AND TROUBLESHOOTING . . . . . . . . 5-196
5.11.1 Level 1 Tesflroubleshooting .................. 5- 196
5.6 TEST/TROUBLESHOOTINGEQUIPMENT . . . . . . 5.5 5.11.2 h v e l 2 Tesflroubleshooting .................. 5-199
5.7 MATING CONNECTOR HARDWARE AND TOOLING 5.12 GROUNDING AND HIRF GUIDELINES ...... 5-299
............................................. 5-7
5.7.1 Installation and Removal Procedures .............. 5-16 5.13 SYSTEM INTERCONNECT DIAGRAM .......5-300
5.8 AMs-850 DIAGNOSTIC DESCRIPTION ......... 5-22 5.14 LRU MATING CONNECTOR PIN LOCATIONS
5.8.1 AMs-850 Maintenance Menu .................... 5-26 ........................................... 5-300
5.8.2 AMs-850 Avionics Status ...................... 5-28
5.8.3 AMs-850 LRU Diagnostic Data .................. 5-48
5.8.4 AMs-850 LRU Fault History .................... 5-80

List of Effective Pages *The asterisk indicates pages changed, added, or deleted by the current change.
Page Issue
Title ..................... 12 Mar 97

List of Effective Pages . . . . . . 12 Mar 97
5-1 t h m 5-358 . . . . . . . . . . . . . 12 Mar 97
F
r 1st Ed
Record of Revisions
25 Apr 90
INSERTION
DATEBY
I
RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF
REVISIONS, INSERT REVISED PAGES IN THE MANU&, AND ENTER DATE
SB NUMBER
INCLUDED
None
INSERTION
DATEBY
I I
~~
2nd 15Jul92 None

I
3rd 30Nov94
4th 12 Mar 97
+
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


Subject: Adds information to paragraph 5.2.2.
Additions are shown in bold text.
5.2.2 SVO-85( ) Servo/SMT-85( )/87( ) Servo Mount
Perform a routine maintenance check (paragraph 5.2.2.1) of each SVO servo and SMT servo mount
concurrent with each aircraft major overhaul, rigging maintenance, or the Beech recommended control
system inspection period. Clean and lubricate engage clutch teeth (SVO-85B/85C) per SIL 1-01;
Whenever the SVO-85B/85C servo, or its mating servo mount, is removed and replaced (mounted
to the mating servo and/or servo mount) in the aircraft.
Cleaning and re-lubrication of both the SVO-85B185C servo and the mating servo mount engage
clutch faces is required concurrent with each aircraft major overhaul or aircraft manufacturers
recommended control system inspection or rigging maintenance interval, but not to exceed the
following (whichever occurs first). Time Period: 48 months maximum. Flight Hour Period: 6500
Flight Hours maximum.
Every 14 000 flight hours, test the slip clutch adjustment on each SMT servo mount. Perform this procedure
(paragraph 5.2.2.2) with the SMTs installed in the aircraft.
If a servo or servo mount does not pass the on-aircraft inspection or test, replace that unit. Return replaced
units to a Collins General Aviation Division authorized service agency for repair.

523-0775807-0241 1A Apr 8/02
section
maintenance
V
5.1 GENERAL 5.2.1 RTA-8444354Receiver Transmitter
Antenna
This section provides flight-line maintenance
instructions for the 3-tube and 4-tube configurations As part of each maintenance operation, inspect the
of the Beechjet 400A Avionics System. The avionics mechanical portion (scanhilt gears and sectors) of
system contains built-in diagnostics that monitor the RTA for Contaminants such as dirt and/or grease
system operation. These diagnostics operate on nor- buildup. Unless the mechanism is severely
mal aircraft power and provide both dynamic and contaminated, it should not be necessary to
fault history displays. Use the diagnostics to isolate disassemble the unit. Usually, adequate cleaning is
a failed LRU. Paragraph 5.11.1 describes how to use possible using a small soft-bristled brush and a
the diagnostics to quickly test the avionics system. If cleaning agent.
detailed troubleshooting is required, refer to para-
graph 5.11.2 These single-page test procedures may After cleaning, apply a moderate amount of grease
also be used as LRU customer acceptance tests. (CPN 005-0810-000) to the contacting surface of the
teeth of the scadtilt gears and sectors. Wipe any
This section also provides instructions to load excess from the surrounding areas with a lintless
monthly navaid data base updates from diskette into cloth.
the FMS system memory This procedure uses the
DBU-850( ) Data Base Unit and the CDU-851/860/ Then, operate the unit and verify that all
860A Control Display Unit, mechanically mating parts (especially the scan and
tilt mechanism) are adequately lubricated at the
System interconnect wiring and LRU connector mating surfaces. Note that the scan and tilt axis
pictorials are presented at the v e r y end of this bearings are lifetime lubricated; cleaning agents
section. The system wiring diagram gives the same should not contact these parts.
interconnect information that is shown in the system
schematic diagrams, but in a consolidated and more 5.2.2 SV0-85( ) Servo/SMT-85()/87() Servo
traditional format. The LRU connector pictorials Mount
show readmating connector pin numbering for each
(non-LAPS) unit. These figures are especially useful Perform a routine maintenance check (paragraph
when performing detailed (level 2) troubleshooting. 5.2.2.1) of each SVO servo and SMT servo mount
concurrent with each aircraft major overhaul,
5.2 MAINTENANCE SCHEDULE rigging maintenance, or the Beech recommended
control system inspection period. Every 14 000 flight
The following paragraphs list units that require hours, test the slip clutch adjustment on each SMT
periodic inspection or maintenance. Remove other servo mount. Perform this procedure (paragraph
units from the aircraft only when repair is required 5.2.2.2) with the SMTs installed in the aircraft.
or during troubleshooting effort.
If a servo or servo mount does not pass the on-
1- aircraft inspection or test, replace that unit. Return
replaced units to a Collins General Aviation Division
Turn power off before disconnecting any authorized service agency for repair.
equipment from wiring. Disconnecting
equipment without turning power off may cause 5.2.2.1 Routine Maintenance Check
voltage transients that can damage equipment.
The following on-aircraft inspection of the SVO-S5(
) Primary Servo and SMT-85( )/86( /87( ) Servo

~
mainienance 523477581 1
Mounts is required concurrent with each aircraft range of settings. Low cable tension may result
major overhaul, aircraft manufacturer's in capstan slip-clutch chatter, making accurate
recommended control system inspection or rigging torque readings difficult.
maintenance. C. While observing the mount and rigging move the
control wheel andlor column from stop to stop at
a. Check for loose or worn mounting hardware and a very slow speed and then at a moderate speed.
verify that the servo and servo mount are Observe for any drag or unusual noise from the
securely mounted to the airframe. servo/mount and rigging system. Check cables
b. Visually inspect for capstan or cable wear, for fraying and linkage for looseness or binding.
contamination, and proper cable spool-off angle. d. Check cables, chains, or linkages for signs of
c. With the autopilot disengaged, operate each wear or damage. Check pulleys for evidence of
control system through its entire range and improper cable alignment and frozen bearings.
observe the servo mount for any unusual noise, Ensure that all of the keeper pins are installed.
binding, backlash, or other mechanical e. Remove the servo from the mount and inspect
irregularities. Verify that the cable tensions are the servo and mount clutch half teeth for wear,
within the limits specified in the controlling corrosion, pitting, etc.
aircraft TC or STC. f With the wheel and/or column control in the
center of travel position install the 9971'-1 servo
5.2.2.2 SMT-85 () Slipclutch Torque mount test adapter, CPN 822-0030-001, to the
Adjustment mount and secure.
This procedure tests the servo mount slip-clutch 1 Caution I

torque setting. Specific torque settings are published
in the FCS-850 Service Idormation Letter 1-90Rl or Be certain the test adapter and mount clutch
FCS-4000 Service Information Letter 1-97 for the gear teeth mesh half tip-to-root before mounting
Beechjet 400A airplane. Perform this test when the bolts are tightened.
temperature of the ambient air and the servo/ mount
are a t or above +lo "C (+50 OF). The test procedure
requires a minimum of two people to perform. One g* Attach a calibrated torque wrench, which will
person is positioned at the servo/mount location and measure the proper range of torque, through
the other person is positioned at the airplane rear of adapter. Hold the torque wrench firmly
controls in the cockpit. The following tools and test while the control wheel and/or column is moved
equipment are required for the test: slowly from stop to stop a few times.
e 997T-1 Test Adapter (CPN 822-0030-001) The torque that is required is the running or
e Torque wrench with the following dynamic torque, which is the torque that is
characteristics: measured while the slip clutch is slipping
Torque range: 0 to 300 1b.in or as required for smoothly This is the torque that the pilot will be
each installation. working against in the unlikely event of an
Graduations: 1 lb-in or less (5 1b.in for higher actual servo jam.
torque ranges)
Accuracy: 1% pq
Drive: 34 inch square drive
e 7/16 inch hex socket or wrench for SVO removal/ Do not record the running torque values until
installation. the slip clutch has been slipped at least three
e 3/16 inch hex (Allen) drive tool for adapter times.
removal installation.
a. Remove any airplane inspection panels required

to gain visible access to the servo/mounts. Do not In some cases, the adapters built-in torque
remove servo from the mount. A flashlight and limiter may activate before slip is reached. This
inspection mirror may be required. feature is required to prevent permanent
b. If applicable, check the primary and bridle cable damage to any mount which has a high slip
tensions t o ensure they are within the proper point. Once activated, this limiter will reset

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


This page backs page 4 of Temporary Revision No. 2.
2. Push the MOVE CURSOR line key to move the cursor ‘I>” to the top line.
3. Push the PREV or NEXT ITEM SCROLL line key to display AlLCMD (parameters are listed
alphabeticalIy) .
4. Push and hold the SLEW MINUS line key until AILCMD voltage is more than 9.00 VDC.
5. Verify Left and Right voltages are equal but opposite.
6. Push the MOVE CURSOR line key to move cursor “>” to the second line.
7. Push the PREV or NEXT ITEM SCROLL line key to display ELECMD.
8. Push and hold the SLEW MINUS line key until ELECMD voltage is more than 9.00 VDC.
IO. Push the MOVE CURSOR line key to move cursor “>” to the third line.
11. Push the PREV or NEXT ITEM SCROLL line key to display RUDCMD.
12. Push and hold the SLEW MINUS line key until RUDCMD voltage is more than 9.00 VDC.
14. Enter INPUTS MODE by pushing the SELECT MODE line key twice.
15. Monitor ASVOER, ESVOER, and RSVOER for at least two minutes.
16. After two minutes, verify Left and Right voltages are less than 1.OO VDC.
This is a dynamic test, as the servo motors are running.
a. Push the SELECT MODE line key to cycle the MFD until OUTPUT MODE is displayed.
I. Push the MOVE CURSOR line key to move cursor “>” to the top line.
2. Repeat steps 11 through 17, using the SLEW PLUS line key, to run the servos in the
opposite direction.
NOTE
Voltage may be changing, use the average voltage. Momentary peaks can be ignored.
-
Voltages need not be equal and opposite.
b. Exit FCC diagnostics on both FCC’s.

1. Push the EXIT line key on MFD twice to exit the FCS diagnostics. An alternative way to
exit diagnostics is to simultaneously push any three active MSP mode buttons.
2. Verify the amber TEST annunciation is removed from both PFD’s.
c. Exit maintenance diagnostics.
d. Power-down avionics.
NOTE
To reverse servo command, push and hold the SLEW PLUS or SLEW MINUS line keys (or turn
the APP turn knob right or left). Reversing direction several times may reduce servo-error
voltages to within tolerance.
Notes:
1 An alternative way to cycle modes is to simultaneously push any two active MSP mode buttons.
2 An alternative way to move the cursor is to push one active MSP mode button.
3 An alternative way to scroll display parameters is to turn the APP pitch wheel.
4 An alternative way to slew the command voltage is to rotate the APP turn knob left.
5 An alternative way to slew the command voltage is to rotate the APP turn knob right.

523-0775807-02411A Apr 8/02
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


Subject: Adds Paragraph 5.2.2.3 B400A Servo Spin Test.
If the autopilot disconnects intermittently and a servo feedback problem is suspected, use this
procedure to test the servo-error feedback.
-
. NOTE
Do not engage AP or YD during this test.
-
NOTE
Use MFD on-screen instructions to control FCC diagnostics.
e. Enter diagnostics on both FCC’s as follows:

1. Sit in the Captain’s seat.
2. On the Left MFD, push the IDX line key to display the index page.
3. For AMs-850 system, push the MAINTENANCE line select key of MFD lower right side.
4. Push the FCC DIAGNOSTICS line key to display instructions.
f. Follow instructions on Left MFD to enter diagnostics on both FCC’s, using both MSP’s.
1. Verify both PFD’s display TEST in amber.
2. Push the SELECT MODE line key to cycle the MFD until INPUT MODE is displayed.
3. If required, push the MOVE CURSOR line key to move the cursor “>” to the top line.
4. Push the PREV or NEXT ITEM SCROLL line keys to display ASVOER (parameters are
listed alphabetically).
5. Push the MOVE CURSOR line key to move cursor “$’ to the second line.
6. Push the PREV or NEXT ITEM SCROLL line keys to display ESVOER.
7. Push the MOVE CURSOR line key to move cursor “>” to the third line.
8. Push the PREV or NEXT ITEM SCROLL line keys to display RSVOER.
9. Verify ASVOER, ESVOER, and RSVOER voltages (Left and Right) are less than 0.20 VDC.
IO. This is a static test, as the servo motors are not running.
If this test fails, complete the remainder of servo spin test procedure, then repeat the above
steps.
NOTE
Voltage may be changing, use the average voltage. Momentary peaks can be
ignored. Voltages need not be equal and opposite.
g. Push the SELECT MODE line key to cycle the MFD until OUTPUT MODE is displayed.
1. Simultaneously push any two active MSP mode buttons on the Right MSP twice (cycle right
side FCC from Reports mode to Inputs mode, then to Outputs mode). The word below
MODIFY on the MFD should change from LEFT to EITHER or BOTH.

523-0775807-0241 1A Apr 8/02
~
maintenance 523-U7758I I
automatically when the applied torque drops

below its preset limit of approximately 360 lbin.
Readjustment of the slip clutch adjustment nut

may require mount derigging and removal of the
mount from the airplane in some installations.
It is recommended that the handle of the torque
wrench be held firmly against a fured portion of k. After slip clutch adjustment repeat steps h and
the airplane (blocks of wood may be required to i to verify proper slip clutch torque setting.
block the handle) as opposed to holding the 1. Remove the 997T-1 test adapter from the mount.
torque wrench by hand to ensure more accurate Clean the mating surfaces of the servo and
torque wrench readings. mount and reassemble the servo to the mount.
h. Record six slip-clutch torque values at the 997T- 5.2-3ADC-850 () Air Data Computer
1test adapter as follows:
1. Hold the torque wrench firmly while the Every two years, recertify each ADC-850( ) for
control wheel and/or column is moved slowly altimeter system accuracy according to FAR part 91.
and smoothly from the center of travel Recertify according to ADC-86/1?J)C-850 service
position to one end stop. Measure and record information letter 1-89, or send the ADC t o a Collins
the value of the running torque. General Aviation Division authorized service agency
2. Slowly and smoothly move the control from for recertificatiodrepair.
the one end stop back to the center of travel
position and measure and record the value of 5.2.4 VIR-432 VHF Navigation Receiver
the running torque.
3. Slowly and smoothly move the control from Perform a VOR equipment check for IFR operations
the center of travel position to the other end every 30 days according to FAR part 91. This
stop and measure and record the value of the operational check measures indicated bearing error.
running torque.
4. Slowly and smoothly move the control from 5.2.5 TDR-94194D Transponder
the end stop back t o the center of travel
position and measure and record the value of Perform an ATC transponder test and inspection
the running torque. every two years according t o FAR part 91. This
5. Slowly and smoothly move the control from procedure checks for data correspondence error.
the center of travel position back to the
previous end stop and measure and record 5-26 Routine CRT Cleaning
the value of the running torque.
6. Slowly and smoothly move the control from The Beechjet 400A Avionics System contains several
the end stop back to the center of travel panel-mounted units that have glass (crt) displays.
position and measure and record the value of These displays should be routinely cleaned using the
the running torque. following materials.
i. Average the six torque readings. If the average
value of the six readings is within -15% to +25% Gliss'n optical glass cleaner (CPN 001-0012-000).
of the proper torque setting (refer to the TC,
STC, or SIL for the Beechjet 400A airplane) and e Watchcraft lens tissue (CPN 056-0004-000)or a
the maximum and minimum values recorded are soft low-lint cloth. Lens tissue is available at
within -20% to +35%of the proper torque setting, most photographic stores.
the slip clutch is properly set and readjustment
is not required. Proceed to step 1. I Caution I
j. If the average and maximum and minimum
values fall outside of the above stated percentage Do not use solvent to clean the optic filter (face)
ranges then adjust the slip clutch, using the of a crt. The glass is coated with an antireflective
adjusting nut, to the proper torque setting (refer coating that may be damaged by solvents.
to the TC, STC, or SIL for the Beechjet 400A
airplane). 1 Caution 1
maintenance 52347758 1 I
When cleaning a crt be careM not to damage the after the effective date shown on the diskette. A
antireflective coating. Make sure that the dual FMS system may be loaded while the airplane
cleaning tissue/cloth is flat (not creased) to is on the ground and also in the air (if the side to be
reduce pressure points that could cause loaded is being used to fly the airplane). Update
streaking o r damage the c r t filter coating. If a the system data base using the DBU and CDU as
cleaning cloth is used, make sure it is soft and follows:
practically lint free. Some cloth materials can
damage the crt filter coating. a. Push the IDX line key on either CDU to display
the FMS INDEX page.
a. Clean dust and light fingerprints from the crt b. Push the READ/WRITE DISKETTE line key.
face as follows. Wipe the c r t face with a C. Insert the diskette into the DBU (located on the
nonabrasive, lint-free lens tissue. partition behind the pilot's seat).
b. Remove oily fingerprints or any residue from the d. Push the READ FILE FROM DISKETTE line
crt face as follows. Apply glass cleaner to the lens key. The CDU then displays the diskette
tissue (or t o the soft cloth); do not apply the directory (normally a single-file name).
liquid directly to the crt. This prevents liquid
from running between the filter and bezel. Use
several layers of tissue as necessary for strength.
Rub the wet tissuelcloth around the display face It will take several minutes to read this file. Wait
to remove the fingerprints or residue. After the until the CDU displays the READNRITE TO
display face is clean, use a clean dry tissue to DISKETTE page; this shows that the update is
remove excess liquid and any streaks. complete.
5.2.7 Lint Screen Cleaning

EFD-87l/MFD-871 e. Push the INDEX line key to display the FMS
INDEX page.
During the airplane annual inspection, remove each
EFDMFD-871 and inspect the lint screen on the I 5.4 CHECKLIST EDIT PROCEDURE
rear of the unit. Remove any blockage of the air I
intake. I The checklist files are created on a personal
I computer and uploaded to the airplane from a 3.5-
5.3 DATA BASE UPDATE PROCEDURE 1 inch diskette. Use one of the following checklist
1 editor programs to create and edit checklist files.
One data base may be loaded into the FMS data base I
memory The data base contains airport, airport I The AMs-850 GROUND UTILITY PROGRAM (CPN
runway, VHF navaid, on-airway NDB, terminal I 523-0777065)provides checklist editing instructions
waypoint (named and unnamed), and en route I for the AMs-850 system. Use 720 kB DSDD
intersection information for the applicable
geographic area. The data base expires periodically
on a 28-day cycle and must be updated with the
II diskettes to load files into the ANC3-850 system.
The AMs-5000 system uses the MDC-4000

latest information. I CHECKLIST EDITOR INSTRUCTIONS (CPN
I 523-0778174). The AMs-5000 system may use
Every 28 days, diskettes containing the latest data I 720-kB or 1.44-MB diskettes to load files into the
base information are distributed. Available diskettes I AMs-5000 system.
include (A) FLT-DATA.NA (areas in North America)
and the FLT-DATA.NAN (areas not in North I 5.5 CSU-4000 PROGRAMMING PROCEDURE
America; ie, world-wide except for the United States I
and Canada) or (B) six regional data bases.
For a single FMS system, load the new data base

II The CSU-4000 (CPN 822-0049-002) contains DIP
switches that define the avionics system configura-
tion for the ZAPS data concentrators. Before install-
into FMS memory on or after the effective date I ing a new CSU in the airplane, set the DIP switches
shown on the diskette. A single FMS system must be I t o program the CSU for operation in the Raytheon
loaded while the airplane is on the ground. For a I Beechjet 400A.
dual FMS system, load the new data base into the I
FMS memories (left and right) anytime before, on, or I The CSU-4000 defines 16 configuration words,

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


Section 5.3 is renamed and completely replaced with the text shown below.
5.3 FMS DATABASE UPDATE memory (left and right) anytime before, on, or
after the effective date shown on the diskette.
There are several FMS database choices A dual FMS system is also loaded while the
available for the Beechjet 400A depending on airplane is on the ground. Update each FMS
your particular avionics installation. Ensure database using the DBU and CDU as follows:
the proper database is loaded into your FMS
before flight and the aircraft contains the a. Push the IDX line key on either CDU
current database cycle. to display the FMS INDEX page.
b. Push the READ/WRITE DISKETTE
All the databases contain airport (limited by a line key on the CDU.
minimum runway length), runway, VHF
c. Insert the diskette into the DBU
navaid, NDB, terminal waypoints, and en
(located on the partition behind the
route intersection information for the
pilot's seat).
applicable geographic area. The AMS 850
NPA databases also include Non Precision d. Push the READ FILE FROM
Approaches. The AMS 5000 databases also DISKETTE line key on the CDU. The
include Airways, Departure/Arrival Procedures CDU then displays the diskette
and Precision/Non Precision Approaches. directory (normally a single-file name).
e. Push the line select key next to the
The database expires on a 28-day cycle and directory display. A (←) will point to
must be updated with the latest information. the line select key. It will take several
Every 28 days, diskettes containing the latest minutes to read this file. Follow the
database information are distributed by mail CDU instructions if more diskettes
or downloaded by the customer from the need to be loaded. Wait until the CDU
Rockwell Collins FMS database website displays the READ/WRITE TO
(http//www.rockwellcollins.com/fms). DISKETTE page; this shows that the
update is complete.
5.3.1 AMS-850 Database Update f. Push the INDEX line key to display the
Procedure FMS INDEX page.
Only one database may be loaded into the

FMS memory. For a single FMS system, load 5.3.2 AMS-5000 Database Update
the new database into FMS memory on or Procedure
after the effective date shown on the diskette.
A single FMS system must be loaded while Each database loaded into FMS memory
the airplane is on the ground. For a dual FMS contains data for the current and new cycle.
system, load the new database into the FMS This allows the new database to be loaded as
soon as the diskettes are received.

523-0775807-05411A Mar 10/04
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
Database operations can be performed only d. Insert the first diskette into the DBU
when the aircraft is on the ground. Only one (located on the partition behind the
FMS system can be updated at a time. pilot's seat).
Database loads cannot be cross-talked by the e. Push the READ DISK line key on the
FMS. Update each FMS database using the CDU.
DBU and CDU as follows:
f. Push the LOAD (database name) line
key on the CDU for the database to be
a. Push the IDX line key on CDU for the
loaded.
FMS to be updated to display the FMS
INDEX page. g. Follow the instructions on the CDU to
b. Push the NEXT or PREV line key on insert the additional diskettes. The
the CDU to show page 2 of the index. display shows information on the
progress of each step of loading a
c. Push the DB DISK OPS on the CDU
database, indicates when the loading
to show the DATA BASE DISK OPS
is completed, then shows the STATUS
page.
page.

523-0775807-05411A Mar 10/04
~
maintenance 523-07758I 1
I WORD 0 through WORD 15 are arranged in four a. To program a 0 or GND, set the switch to the ON
I rows with four words in each row. All words are position.
I identified on the CSU cover with a label above the b. To program a 1 or OPEN, set the switch to the
I window for each corresponding word. Each word OFF position.
I contains sixteen bits with BIT 1through BIT 8 and
I BIT 9 through BIT 16 positions marked below the To program the FCS, FMS, and ATC configuration
I window for each word. Located on the bottom row of straps, the following procedure must be used:
I the CSU are the FCS, FMS, and ATC configuration a. To program a 0 or GND, set the switch to the
I straps. These straps are hardwired directly to the OFF position.
II corresponding LRM in the IAPS card cage.
To gain access to the straps, place the CSU on a

b. To program a 1 or OPEN, set the switch to the
ON position.
I bench with the front cover facing up. Loosen the six After programming the CSU, secure the unit cover
I screws and slide the inner front cover plate toward plate and install the CSU in the IAPS card cage.
II the LRM connector. A slot with a dimple located just

below the center of the front cover is available to
help slide the plate.
Display the CONFIGURATION STRAPPING UNIT
page on the MFD t o verify proper bit patterns. The
number 1 CSU and number 2 CSU must be identi-
I cally strapped. If the CSUs are strapped differently,
the erroneous word is highlighted in yellow on the
I MFD.
I Avoid contact with the surface of the circuit card
I to prevent possible damage. 5.6 TEST/TROUBLESHOOTING
I EQUIPMENT
II The CSU is populated with switches in a DIP pack-

age. Refer t o figure 5-17 for the CSU-4000 side view
and t o figure for the configuration strapping unit
Internal diagnostics test the avionics system; no
carry-on test equipment is required. Table 5-1 lists
I display page. Refer t o tables 5-74 through 5-88 for equipment recommended
' for flight-line
I the bit definitions. troubleshooting. Equivalent equipment may be
I substituted.
I To program WORD 0 through WORD 15, the follow-
I ing procedure must be used:
Table 5-1. Troubleshooting Equipment.
EQUIPMENT DESCRIPTION
~
Breakout box and cables Used to break out (extend) the AF'P, CDU, RAC, SIA, and optional CAD. This
assembly may be fabricated according to figure 5-1 or ordered from JcAIR
Instrumentation (pn 01-0314-00).
JcAIR Instrumentation
400 Industrial Parkway
Industrial Airport, KS 66031
Phone: (913) 764-2452
FAx:(913) 782-5104
Telex:750-797
Note that additional cables may be fabricated and used with this breakout box to
extend other LRUs. Refer to paragraph 5.7 for connector information.
Bus reader ARINC 429 bus reader, such as JcAIR Model "429."
Multimeter Used for voltage, current, and continuity checks.
Oscilloscope Used to verify bus levels and activity.
AMs-850 ground utility program 3-112 inch disk (CPN 523-0777065) may be used to:
a. Decode AVIONICS FAULT files downloaded from an aircraft.
b. Create or edit CHECKLIST files to be uploaded to an aircraft.
e. Decode ENGINE EXCEEDANCE files downloaded from an aircraft.
d. Decode AMs ROUTE files downloaded from an aircraft.
~

maintenance 523-0775811
BREAKOUT BOX CHASSIS

P1 CABLE W1 P2 P3 [ P I N NUMBER I P4 P5 CABLE W2 P6
CHASSIS (CPN 0 2 1 - 0 3 4 7 - 0 3 0 ) - - -\
1 A A < 1 > A
2 B B < 2 > B
COVER (CPN 0 2 1 - 0 3 4 7 - 0 1 0 )
3 C C < 3 > C C
4 D D < 4 > D D 4
5 E E < 5 > E E-5
6 F F < 6 > F F 6
7 G G < 7 > G G 7
MS3122E24-61 S 8 H H < 8 > H H 8
(CPN 3 5 9 - 0 0 4 1 - 7 0 0 )
9 J J < 9 > J J 9
10 K K < IO > K K 10
MS3126F24-61P
MS3122E24-61 P 11 L L < 11 > L L 11
(CPN 3 5 9 - 0 3 0 2 - 6 9 0 )
(CPN 3 5 9 - 0 0 3 8 - 6 4 0 ) 12 M M < 12 > M M 12
13 N N < 13 > N N 13
14 P P < 14 > P P 14
15 R R < 15 > R R 15
-
P6
16 S S < 16 > S S 16
1
CABLE W1 CABLE W2
1.5M (5.0 FT) 17 T T < 17 > T T 17
18 U U < 18 > U U 18
* 19 V v < 19 > V V 19
20 W W < 20 > W W 20
21 X X < 21 > X X 21
22 Y Y < 22 > Y Y 22
23 z z < 23 > Z 2 23
24 0 a -t 24 > a 0 24
SHORTING BLOCK 25 I I b b < 25 > b b 25
(POMONA ELECTRONICS 26 C C i 26 > C C 26
27 d d < 27 > d d 27
L MS3126F24-61S
(CPN 3 5 9 - 0 3 0 1 - 6 9 0 )
1 OD-50P-A176-C37
(CPN 3 7 1 - 0 1 1 8 - 0 0 0 )
28
29
e
f
e
f
< 28
< 29
>
>
e
f
e
f
28
29
L DDMF-50S-Al76 30 9 9 < 30 > 9 9 30
(CPN 3 7 1 - 0 1 8 2 - 0 0 0 ) 31 h h < 31 > h h 31
32 I I < 32 > I I 32
33 j j < 33 > j j 33
34 k k < 34 > k k 34
35 m m < 35 > rn rn 35
36 n n < 36 > n n 36
37 P P < 37 > P P 37
i
L BLACK TIP JACK 38 9 q < 38 > q 9 38
(CPN 3 6 0 - 0 1 5 1 - 0 0 0 ) 39 r r < 39 > r r 39
OTY-60 40 S S < 40 > S S 40
41 t t < 41 > t t 41
RED TIP JACK
42 U U < 42 > U U 42
43 V V < 43 > V V 43
(CPN 3 6 0 - 0 1 5 0 - 0 0 0 ) 44 W W < 44 > W W 44
OTY-60 45 X X < 45 > X X 45
46 Y Y < 46 > Y Y 46
47 2 2 < 47 > z z 47
AA > AA AA
* P 1 AND P 6 MATE WlTH LRU AND MATING CONNECTOR.
48
49
50
BB
cc
j BBcc- 1 48
49
50
>
>
BB
cc
BB
cc
48
49
50
- - 51
52
>
>
DD
EE
2 L
NOTE
53 > FF
1 MIS BREAKOUT BOX IS DESIGNED SO THAT A VARIETY OF CABLES MAY BE FABRICATED 54 > GG
AND USED WITH THE CHASSIS ASSEMBLY. THIS FIGURE SHOWS CABLES WHICH EXTEND 55 > HH
UNITS WlTH CANNON D-SUB MINIATURE 50 PIN CONNECTORS. OTHER CABLES MAY BE 56 > JJ
FABRICATED AS REQUIRED TO EXTEND UNITS WITH DIFFERENT TYPES OF CONNECTORS. KK 57 > KK
REFER TO TABLE 5 - 2 FOR CONNECTOR INFORMATION. LL 58 > LL
>
2 ORDER SHORTING BLOCKS FROM:
ITT POMONA ELECTRONICS
1500 EAST 9 t h STREET
<,-g RED JACK
59
60
> r
BLACK JACK E
MM
POMONA, CA 9 1 7 6 9
PHONE: 714-623-3463
CGO-0310-01 -AC-1
Breakout Box, Parts List and Schematic Diagram

Figure 5-1

5.7 MATING CONNECTOR HAaDWARE AND TOOLING
Table 5-2 lists mating connector hardware and associated tools for each LRU in the avionics system. At the end
of this section, a wiring diagram lists connector pin functions and a connector pictorial shows connector pin
numbering.
Table 5-2.Mating Connector Hardware and TooZing.
UNIT HARDWARE/TOOLING
AAJ?-850, Mating connector: Cannon DAMA15S-A183-FO, CPN 371-0213-020
AGP-85 1 Contacts: Cannon 031-1007-067, CPN 371-0213-110
Hood and latch: Positronics MD15-000-J-VL-464.2, CPN 371-0399-250
Tooling: **
ADC-850, Mating connector kits P2iP3: Collins 634-1021-001 (qty 2)

ADC-850D Connector: 60-pin Thinline 11, Collins 634-1112-001
Contacts: Collins 372-2514-110 (insulation up to 1.27 mm (0.050 in) diameter)
Contacts: ColIins 372-2514-180 (insulation from 1.27 mrn (0.050 in) to 2.03 mrn (0.080 in) diameter)
Tooling: *
Pitot fitting: 90 degree-number 4,MIL MS51527B4S, CPN 332-1922-170
O-ring, number 4: MIL MS28778-4, CPN 200-2333-030
Static fitting: 90 degree-number 6, MIL MS51527B6S, CPN 332-1922-180
O-ring,number 6: MIL MS28778-6, CPN 200-2333-050
ADF-462 Mating connector kit: CoIlins 634-1022-001

Connector: 52-pin Thinline 11, Collins 653-1286-001
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
Coax RG-58 insert: Collins 372-2519-040
Tooling: *
AHC-85E Mating connector P1: MIL MS27484T16F35S, CPN 359-0645-040

(-002) Contacts: MIL M3902967-354, CPN 359-0608-110
Strain relief: MIL MS27506F16-2, CPN 359-0637-050
Mating connector P2: MIL MS27484T16F35SB, CPN 359-0645-170

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL MS27506F16-2, CPN 359-0637-050
Insertiodextraction tool: MIL M81969/14-01, CPN 359-8032-010

Crimp tool: MIL M22520/1-03, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-06, CPN 359-8102-060
AHC-85E Mating connector kits PliP2: Collins 634-3024-003 (qty 2)

(-400) Connector: 60-pin Thinline 11, Collins 634-1112-001
Contacts: Collins 372-2514-110 (insulation up to 1.27 rnm (0.050 in) diameter)
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mrn (0.080 in) diameter)
Tooling: *
ALT-55B Mating connector kit P1: Collins 634-1021-001

Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 M M (0,080 in) diameter)
TNCBG-393 connectors P(R)/P(T)(qty 2): Specialty 24P153-1, CPN 357-7204-010
Tooling: *

maintenance 523477581 I
Table 5-2. Mating Connector Hardware and Tooling.
~~
ANT-462A Mating connector: MIL MS3126F12-lOS, CPN 359-0301-050
Insertion tool: MIL MS24256A20, CPN 359-4078-010
Extraction tool: MIL MS24256R20, CPN 359-4078-020
ANT462B Mating connector: MIL MS3126F14-19S, CPN 359-0301-230

APP-85 Mating connector: Cannon DDMA50S-A183-FO7CPN 371-0213-050

Contacts: Cannon 031-1007-067, CPN 371-0213-110
Screw locks: Cannon D20420-98, CPN 371-0040-040
Hood: Cannon DD24661, CPN 371-0148-000
Tooling: **
ARP-850, Mating connector: Cannon DBh!tA25S-A183-FO, CPN 371-0213-030

ARP-851 Contacts: Cannon 031-1007-067, CPN 371-0213-110
Key: Collins 629-8339-001
Tooling: **
ATC-850 NA
ATC-4000 NA
CAD-870 Mating connector: Cannon DDMA50S-A183-FO, CPN 371-0213-050

Tooling: **
CDC-850B NA
CDC-850C NA
CDU-851, Mating connector: Cannon DDMA50S-A183-FO, CPN 371-0213-050

CDU-860 Contacts: Cannon 031-1007-067, CPN 371-0213-110
Tooling: **

Table 5-2. Mating Connector Hardware and Tooling*
CDU-860A Mating connector P1: Cannon DDMA50S-A183-FO, CPN 371-0213-050
Tooling: **
Mating connector P2: Cannon DBMA25S-A183-FO, CPN 371-0213-030

Contacts: Camon 031-1007-067, CPN 371-0213-110
Hood: Cannon DB24659, CPN 371-0146-000
Tooling: **
CDU-5000 Mating connector: MIL MS27484T22F35S, CPN 359-0645-440

Strain relief: MIL M85049/49-2-22N, CPN 859-6604-170
Insertiordextraction tool: MIL M81969/14-01, CPN 359-8032-010
CHP-850 Mating connector: Cannon DBMA25S-A183-F0, CPN 371-0213-030

Tooling: **
CMA-764, Mating connector P1: ARINC 600 Size 1,AMP 208597-3, CPN 370-0069-010
CMll-764-1, Contacts: 22 AWG, MIL M39029/11-144, CPN 370-5452-070
CMA-764-2 Insertiodextraction tool: Cannon CIET-22, CPN 371-8445-020
Crimp tool positioner: Daniels DAN-K181, CPN 359-8025-040
Contacts: 16 AWG, MIL M39029/12-150, CPN 370-5452-060

Insertiodextraction tool: AMP 91066-3, CPN 370-8053-030
Contacts: 12 AWE, Cannon 03 1-1308-000, CPN 370-0066-090

Insertiodextraction tool: Cannon CET-12-4
Mating connector P2: MIL MS27467TllF35E CPN 359-0648-040

Strain relief: MIL MS85049/49-2-10N, CPN 859-6604-110
Insertion tool MIL M81969/14-01, CPN 359-8032-010
Extraction tool MIL M81969/14-01, CPN 359-8032-010
TNC connector P3: (CMA-764-1/2only) Automatic 301-T2100N, CPN 357-7351-010
csu-4000 NA

Table 5-2.Mating Connector Hardware and Tooling.
DAU-650 Mating connector kits: Collins 634-1021-001 (sty 2)
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 rnm (0.080 in) diameter)
Tooling: *
DBU-850 Mating connector: Cannon DCMA37S-A183-FO, CPN 371-0213-040

Hood and latch: Positronics MD37-000-J-VE464.4, CPN 371-0399-270
Tooling: **
DBU-4000 Mating connector: MIL MS27484T22F55S, CPN 359-0645-580

Contacts: MIL M27490-20, CPN 359-0608-140
Strain relieE MIL MS27506F22-2, CPN 359-0637-080
DBU-4100 Mating connector P1: MIL MS27484T22F55S, CPN 359-0645-580

Mating connector P2: MIL MS27484T16F35S, CPN 359-0645-040

Strain relief: MIL M85049/49-2-16NYCPN 859-6604-140

DCP-5000 Mating connector: Cannon DDMA50S-A183-FO, CPN 371-0213-050

Tooling: **
DME-442 Mating connector kit P1:Collins 634-1021-001

Contacts: ColIins 372-2514-110 (insulation up to 1.27 mm (0.050 in) diameter)
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in>to 2.03 rnm (0.080 in) diameter)
TNCRG-393 connector P(A): Automatic 301-TZlOON, CPN 357-7351-010
Tooling: *
EFD-871, Mating Connector P1: Cannon SGA3D150POOF0, CPN 370-0075-040

MFD-871 Contacts: Cannon 030-2259-000, CPN 370-0066-060
Insertiodextraction tool: Cannon CIET-22, CPN 371-8445-020
FCC-850 NA
FCC-4007 NA

maintenance 52347758I 1
UNIT HARDWARELC'OOLING
FDU-70 Mating connector kit P1: Collins 634-3148-001
Connector: AMP 208964-1
Contacts: AMP 206793-1, CPN 372-0527-100
Insertion/extraction tool: MIL MS18278-1, CPN 372-8104-010
FMC-851B, NA
FMC-852B,
FMC-851C,
FMC-852C
FMC-5000 NA
GPS-4000 Mating connector: Cannon BKADI-67400-72, CPN 859-3477-020
Contacts: 22 AWG pin, Cannon 030-2259-000, CPN 370-0066-060

Insertiodextraction tool: Cannon CIET 22, CPN 371-8445-020
Contacts: 16 AWG socket, Cannon 031-1303-000, CPN 370-0066-080

Insertian/extraction tool: Cannon CET-16-9, CPN 371-8445-080
Coax contact: No. 5 socket, Cannon 249-2077-000, CPN 370-0055-020

Insertiodextraction tool: Cannon CET-C8, CPN 370-8046-010
GPS-ANT TNC connector: Automatic 301-T2100N, CPN 357-7351-010
ICC-851 Mating connector W 1 : MIL MS27484T20F35S, CPN 359-0645-200

Mating connector W1: MIL MS27484T20F35SA, CPN 359-0645-400

Contacts: MIL M3902967-354, CPN 359-0608-110
Mating connector LJp2:MIL MS27484T18F35SYCPN 359-0645-190

Mating connector FVP2: MIL MS27484T18F35SA, CPN 359-0645-210

Mating connector W3:MIL MS27484T16F35S, CPN 359-0645-040

Strain relief MIL M85049/49-2-16N, CPN 859-6604-140

UNIT HARDWAREflOOLING
Mating connector RR3: MIL MS27484Tl6F35SA, CPN 359-0645-280

Mating connector W 4 : MIL MS27484T22F21S7 CPN 359-0645-690

Mating connector W 4 : MIL MS27484T22F21SA, CPN 359-0645-700

Strain reIief: MIL M85049/49-2-22N7CPN 859-6604-170

ICC-4008 NA (See LHP-4000 and LHP-4001)
IEC-4001 NA
IOC-851, NA
IOC-85lA
IOC-4000 NA
LHP-4000 Mating connector W1: MIL MS27484T20F35S, CPN 359-0645-200

Strain relief MIL M85049/49-2-20N7CPN 859-6604-160
Mating connector W 2 : MIL MS27484Tl8F35S, CPN 359-0645-190

Mating connector W3: MIL MS27484T16F35S7 CPN 359-0645-040

Strain relief: MIL M85049/49-2-161\3, CPN 859-6604-140
Crimp tool MIL M22520/2-01, CPN 359-8102-010
Mating connector W 4 :MIL MS27484T22F21S, CPN 359-0645-690


CI~IIIPtool: MIL M22520/1-01, CPN 359-8101-010

maintenance 523-077581I
LHP-4001 Mating connector RP1: MIL MS27484T20F35SA, CPN 359-0645-400
Mating connector R/P2: MIL MS27484T18F35SA, CPN 359-0645-210

Mating connector RP3: MIL MS27484T16F35SA, CPN 359-0645-280

Strain relief MIL M85049/49-2-16N, CPN 859-6604-140

Mating connector V 4 : MIL MS27484T22F21SA, CPN 359-0645-700

Insertion/extraction tool: MIL M81969/14-03, CPN 359-8032-040

MDC-4000 NA
MFD-871 Refer to EFD-871
MSP-850A Mating connector: Cannon DBMA25S-A183-F0, CPN 371-0213-030

Hood: Cannon DB24659, CPN 371-0146-000
Tooling: **
PWR-851A NA
PWR-4000 NA
MC-870 Mating connector: Cannon DDMA50S-A183-FO,CPN 371-0213-050

Hood and latch: Positronics m50-OOOJ-VL-464.5, CPN 371-0399-280
Tooling: **
RTA-844, Mating connector: Cannon DCMA37S-A183-F0, CPN 371-0213-040

RTA-854 Contacts: Cannon 031-1007-067, CPN 371-0213-110
Hood Cannon DC20963, CPN 371-0186-000
Tooling: **

- _ _ _
UNIT €€ARDWARE/TOOLING ~ ~~~
RTU-S70A, Mating connector: Bendix JT06RE-20-2S(386), CPN 359-0601-010

RTU-870T Contacts: MIL M39029/57-356, CPN 359-0608-020
SDD-640, Mating connector kits: Collins 634-1021-001 (qty 2)

SDD-640A Connector: 60-pin Thinline 11, Collins 634-1112-001
Contacts: CoIlins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
Tooling: *
SDU-640A7 Mating connector: Cannon DAMA15S-A183-F07CPN 371-0213-020

SDU-640B Contacts: Cannon 031-1007-067, CPN 371-0213-110
Hood: Cannon DA24658, CPN 371-0145-000
Tooling: **
SIA-850 Mating connector: Cannon DDMA50S-A183-FO,CPN 371-0213-050

Tooling: **
SVO-85B Aileron servo (pendant cable)

Mating connector: MIL MS3126F14-19SW, CPN 359-0301-240
SVO-85C Elevator and rudder servo (pendant cable)

Mating connector: MIL MS3126F14-19SX ,CPN 359-0301-250
TDR-90 Mating connector kit P1: Collins 634-1021-001

TNC connector P(A):Automatic 301-T2100N,CPN 357-7351-010
Tooling: *

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


Subject: Part number correction.
Change is shown in bold text.

1 UNIT 1 HARDWARElTOOLING
VHF-422A Mating connector kit: Collins 634-1022-001
Connector: 52-pin Thinline II, Collins 653-1286-001
Contacts: Collins 372-2514-180 (insulation from 1.27 mrn (0.050 in) to 2.03 mrn (0.080 in) diameter)
Coax insert: Collins 372-2519-100
Tooling: *

523-0775807-04411A Jun 20/03
TDR-94 Mating connector kits P l P 2 : Collins 628-8661-002(qty 2)
TNC connector P(B):Automatic 301-T2100N, CPN 357-7351-010
Tooling: *
TDR-94D Mating connector kits P l P 2 : CoIlins 628-8661-001 (qty 2)

TNC connector: CPN 357-7351-010 (qty 2)
Tooling: *
TRE-920 TNC connector Pl/P2/P3/P4: Specialty 24P153-1, CPN 357-7204-010 (qty 4)
TTR-920 Mating connector: AEUNC 600, Cannon BW3-67404-55, CPN 370-0501-050

Contacts: Cannon 031-1308-000, CPN 370-0066-090 (size 12)
Insertiodextraction tool: Cannon CET 12-4, CPN not assigned

Insertiodextraction tool: Cannon CET 16-9, CPN 371-8445-080
Contacts: Cannon 03 1-1302-000,CPN 370-0066-070 (size 20)

Insertiodextraction tool: Cannon CIET BOHDL, CPN 371-8445-040

Insertiodextraction tool: Cannon CIET 22, CPN 371-8445-020
TNC connector: Cannon 349-1046-000, CPN 370-0066-220(qty 8)

Contact, coaxial RG-178: Cannon 249-2080-000, CPN 370-0055-100 (qty 2)
VHF-4 Mating connector kit Collins 634-1022-001

Contacts: Collins 372-2514-110 (insulation up to 1.27 mrn (0.050 in) diameter)
Coax insert: Collins 372-2519-040
Tooling: *

I UNIT HARDWARElI'OOLING
VIR-432 Mating connector kit: Collins 634-1022-001(qty 2)
Connectors: 52-pin Thinline 11, Collins 653-1286-001
Contacts: Collins 372-2514-110(insulation up to 1.27 mm (0.050 in) diameter)
Contacts: Collins 372-2514-180(insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
Coax inserts: Collins 372-2519-040(qty 3)
Tooling: *
VLF-ANT Mating connector: MIL M83723/86R1415N, CPN 359-7600-050

Contacts: Cannon 031-1302-000, CPN 370-0066-070(size 20)
Strain relief: MIL M83723-158-14, CPN not assigned
Insertiodextraction tool: Cannon CIET BOHDL, CPN 371-8445-040
Insertion tool: Daniels DAK-188, CPN 359-0697-050

Extraction tool: Daniels DRK-188, CPN 359-0697-060
Crimp tool: Daniels GMT-221, CPN 359-0697-010
Coax extraction tool: Cannon CET-CGB, CPN 370-8040-030

Coax crimp tool: MIL M22520/5-01,CPN 359-8103-010
Crimp tool positioner: Daniels Y142, CPN 359-8103-050
** D-Subminiature Connector Tooling:

Insertiodextraction tool: Cannon CIET-ZOHD, CPN 371-8445-010
1 5.7.1 Installation and Removal Procedures c. The FCC-850, FMC-851B/851C7 FMC-

I 852B/852C7 CDC-850B/850C, IOC-851/851A7
I The following paragraphs provide instructions for ATC-850, and PWR-851A are retained by seating
1 installing and removing the LRU/LRM units in the handles on each module. The handles are spring
1 Raytheon Beechjet 400A avionics system. loaded t o the open position to facilitate
I installation. Grasp the handles and push the
module straight into the card cage. Close the
handles to seat the module in the card cage. The
To protect the finish and appearance of Collins handles are retained in the closed position by
equipment during handling and installation, silicon rubber bumpers on the ICC cover.
some units are shipped with a protective d. Replace the LAPS card cage (ICC) cover.
fildcover over the front of the unit. The EFD,
CDU, and RTU units have a piece of clear plastic 5.7.1.1.2 Removal
film placed over the crt face. This film must be
removed prior to flight. a. Remove aircraft power.
b. Remove the IAPS card cage cover.
5.7.1.1 ICC-851 W S Card Cage Mudules c. The FCC-850, FMC-851B/851C7 FMC-
852B/852C, CDC-850B/850C7 IOC-851/851A,
5.7.1.1.1 Installation ATC-850, and PWR-85lA are retained by seating
handles on each module. Lift the handles on the
a. Remove aircraft power. selected module to the open position. The
b. Remove the LAPS card cage (ICC) cover. handles are spring loaded to stay in the open

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
Beechjet 400AAvionics System


insert facing page 5-16, Volume 2.
Subject: Part number correction.
Change is shown in bold text.

UNIT I HARDWAREflOOLlNG I
VIR432 Mating connector kit: Collins 634-1022-001 (qty 2)
Connectors: 52-pin Thinline 11, Collins 653-1286-001
Contacts: Collins 372-2514-180 (insulation from 1.27 mrn (0.050 in) to 2.03 mm (0.080 in) diameter)
Coax inserts: Collins 372-2519-100 (qty 3)
Tooling: *

523-0775807-04411A Jun 20/03
maintenance 523-07758I I
position. Grasp the handles and pull the module and two knurled screws. Remove the screws
straight out of the card cage. and liff the handles to the open position. The
d. Replace the W S card cage (ICC) cover. handles are spring loaded to stay in the open
position. Grasp the handles and pull the
5,7,1,2ICC-4008LAPS Card Cage Modules module straight out of the card cage.
3. The LHP-4000and LHP-4001are retained
5.7.1.2.1 Installation by seating handles and two knurled screws.
Remove the four mating connector cable
a. Remove aircraft power. assemblies. Remove the screws and lift the
b. Remove the LAPS card cage (ICC) cover. handles to the open position. Grasp the
1. The CSU-4000, FCC-4007, ATC-4000, handles and pull the module straight out of
FMC-5000, IOC-4000, MDC-4000, and the card cage.
PWR-4000 are retained by seating handles C. Replace the W S card cage (ICC) cover.
on each module. The handles are spring
loaded to the open position t o facilitate 5-7.1.3 EFD-871and MFD-871
installation. Grasp the handles and push the
module straight into the card cage. Close the 5.7.13.1 Installation
handles to seat the module in the card cage.
The handles are retained in the closed a. Remove aircraft power.
position by silicon rubber bumpers on the b. Before installing the EFDMFD, make sure the
ICC cover. locking pawls are properly retracted so the unit
2. The IEC-4001 is retained by seating handles will slide easily into the tray
and two knurled screws. Grasp the handles c. Slide EFD into panel mount until mating connec-
and push the module straight into the card tors are fully engaged.
cage. Close the handles to seat the module in d. The EFD is installed using the integral turnlock
the card cage. The handles are retained in fasteners. Use a 0.093 hexkey drive t o tighten
the closed position by silicon rubber bumpers the fasteners. Recommended torque is 20 to 30
on the ICC cover. Tighten the knurled inch-lbs.
screws to retain the module in the card cage.
3. The LHP-4000and LHP-4001 are retained 5.7.1.3.2 Removal
by seating handles and two knurled screws.
Grasp the handles and push the module a. Remove aircraft power.
straight into the card cage. Close the han- b. Use a hexkey drive to loosen the EFD/MFD
dles to seat the module in the card cage. The turnlock fasteners.
LHPs require added force to seat the mod- c. Carefully slide the EFDMFD out of the panel
ules. The handles are retained in the closed mount.
position by silicon rubber bumpers on the
ICC cover. Tighten the knurled screws to 5.7-1.4 Panel Mounted Units
retain the module in the card cage. Connect
the mating connector cable assemblies. The following units are installed in the instrument
c. Replace the IAPS card cage (ICC) cover. panel using Dzus fasteners: APP-85, CDU-851,
CDU-860, CDU-860A, CDU-5000, DBU-4000,
5.7.1.2.2 Removal DBU-4100, and DCP-5000.
a. Remove aircraft power. 5.7.1.4.1 Installation

b. Remove the LAPS card cage cover.
1. The CSU-4000, FCC-4007, ATC-4000, a. Remove aircraft power.
FMC-5000, IOC-4000, MDC-4000, and b. Connect the mating connector cable assembly to
PWR-4000 are retained by seating handles the unit rear connector(s).
on each module. Lift the handles on the c. Insert the unit into the proper panel location and
selected module to the open position. The secure with the Dzus fasteners.
handles are spring loaded to stay in the open
position. Grasp the handles and pull the 5.7.1.4.2 Removal
module straight out of the card cage.
2. The IEC-4001 is retained by seating handles a. Remove aircraft power.

b. Unlock Dzus fasteners and remove the panel 5.7.1.5.1 Installation
from its mounting location.
c. Disconnect the mating connector cable assembly a, Remove aircraft power.
b. Slide unit into mount until mating connectors
The following units are installed in the instrument are fully engaged.
panel using turn-lock fasteners: AAJ?-850,AAP-851, c. Position h u r l e d knobs on front of mount to
CHP-850, and RTU-870N870T. engage unit holddown hooks. Tighten knurled
knobs to secure unit to mount. Safety-wire the
5.7.1.4.3 Installation knurled knobs.
d. ADC-850E only, connect the pitot and static
a. Remove aircraft power. pneumatic fittings.
b. Before installing the unit, make sure the locking
pawls are properly retracted so the unit will slide 5.7.1.5.2 Remowal
easily into the panel.
c. Connect the mating connector cable assembly to a. Remove aircraft power.
the unit rear conneclor(s). b. ADC-850E only, disconnect the pitot and static
d. Insert the unit into the proper panel location and pneumatic fittings.
secure the turn-lock fasteners with a hexkey c. Remove safety wire, and loosen knurled knobs
driver. that secure unit to mount.
d. Slide the unit straight out to disconnect it from
5.7.1.4.4 Removal mount connectors.
a. Remove aircraft power. 5.7.1.6 Special Mounts

b. Loosen the turn-lock fasteners with the hexkey
driver and remove the panel from its mounting 5.7.1.6.1 VLF Antenna Installation
location.
c. Disconnect the mating connector cable assembly a. Remove aircraft power.
b. Secure the VLF antenna to the mounting surface
The following units are installed in the instrument with the mounting screws.
panel using screws: ARP-850, ARP-851, DBU-850, c. Connect the mating connector cable assembly t o
MSP-850A, and SDU-640N640B. the VLF antenna.
5.7.1.4.5 Installation 5.7.1.6.2 VLF Antenna Removal
a. Remove aircraft power. a. Remove aircrafi power.

b. Conned the mating connector cable assembly to b. Disconnect the mating connector cable assembly
the unit rear connector(s). from the VLF antenna.
c. Insert the unit into the proper panel location and c. Remove the mounting screws that secure the
secure the unit with four screws. VLF antenna to the mounting surface.
5.7.1.4.6 Removal Installation
5.7.1.6.3 ICC-850/4008
a, Remove aircraft power. a. Remove aircraft power.

b. Remove the four screws, one in each corner, that b. Secure the ICC to the mounting surface with five
secure the unit to the instrument panel. mounting screws.
c. Slide the unit out of the instrument panel and c. Install the W S modules and connect the eight
disconnect the mating connector cable assembly mating connector cable assemblies to the IAPS
connectors.
5.7.1.5 Rack Mounted LRUs
Removal
5.7J.6.4 ICC-850/4008
The following units are rack mounted in the avionics
bay: AHC-85E9AI)C-850/850D9ADF-462, AI.TW55B, a. Remove aircraft power.
CMA-764764-1/764-2, DAU-650, DME-442, b. Disconnect the eight mating connector cable
GPS-4000, SDD-640/640A, TDR-90, TDR-94/94D, assemblies from the LHP connectors and remove
TTR-920, VHF-422B, a d VIR-432. the IAPS modules.
c. Remove the five mounting screws that secure the
ICC to the mounting surface.
5.7.1.6.5 CAD-870,RAC-870, and SIA-850

Ins ta11at ion
a. Remove aircraft power.

b. Slide unit into mount, ensuring that lip at rear of
unit is under raised angle at rear of mount.
c. Ensure that latching bar at front of mount is
over lip at front of unit and tighten screw until
the unit is secured in mount.
d. Connect the mating connector cable assembly to
the connector on the front of the unit and secure
latch.
5.7.1.6.6 CAD-870, RAG-870, and SLA-850

Removal
a. Remove aircraft power.

b. Disconnect the mating connector cable assembly
from the connector on the front of the unit.
c. Loosen screw until the unit can be removed from
mount.



maintenance 523-077587 7
5.8 ANIS-850 DIAGNOSTIC DESCRIPTION diagnostic display data is supplied to the MFD on
two of the four IOC-1 buses.
Built-in system diagnostics monitor reporting LRUs
in the avionics system and display both dynamic
status reports and recorded fault history logs. The
following paragraphs describe the various diagnostic
functions. Use these diagnostics to test and
troubleshoot the avionics system. The technician
should become familiar with the capabilities of the
diagnostic system before starting the LRU fault
isolation procedures provided later in this manual.
Figure 5-1 shows three diagnostic configurations.

Sheet 1shows the diagnostic flow in a 3-tube system,
sheet 2 applies t o a 4-tube single MFD system, and
sheet 3 applies to a 4-tube dual MFD system. The 3-
tube diagnostic configuration is described below.
The technician selects a diagnostic display by

pressing the appropriate line key on the MFD. This
request for diagnostics is coded onto the MFD mode
word and transmitted on the L-MFD-1 bus t o the
1MlB IOC concentrators and to the DAU. The DAU
transmits the MFD mode word on the B-DAU-2 bus
to the other two (2NZB) IOC concentrators.
The FMC and both FCC computers receive the

request for diagnostics through the concentrators.
The FMC computer handles the primary system
diagnostics; the FCC computers handle flight control
system (FCS) diagnostic fiznctions.
The FMC computer routinely monitors individual

LRU diagnostic words on the four IOC-4 buses from
the concentrators. The FMC internally compiles a
maintenance file for each reporting LRU, and stores
these files in nonvolatile memouy. When a request for
diagnostics is received, the FMC processes the
appropriate information and transmits page
formatted display data on the L-FMS-2 dedicated
highspeed bus to the MFD.
The FCC computers monitor LRU input data on the

four IOC-3 buses from the concentrators. The two
FCCs function together t o operate the FCS
diagnostic modes, but only one FCC transmits
display data t o the MFD.A blue arrow on the MFD
indicates which FCC is sourcing the FCS diagnostic
display. When a request for diagnostics is received,
each FCC processes the appropriate left- or right-side
diagnostic information and transmits this data to the
cross-side FCC. The selected FCC then transmits
leR- and right-side ASCII display data on the EFCC-
1(or R-FCC-1) high-speed bus to the IOCS. This FCS
Revised 12 March 1997 5-22 ’

REQUEST FOR DLAGNOSTrCS '-----------I

I
LA-IOC-1 I 1A
* L-FCC-1 I
NO. 1
/ L-MFD-1 IOC
I
I
~ ~
MFD
LA-IOC-4
-1 I
LRU DlACNOSTtCS I 1 I
DAU
-B-DAU-2 M-
L ADC - 1
L-ADF-1
-
L- TOR 1*
L-VHF-1
LA- IOC-3
I
I
I
FCS
DtAGNOSTlC I
I
DEPLAY
DATA LB: IOC- 3 I
PRIMARY
DIAGNOSTIC
I
- IOC-1
LB-IOC-1
RA-IOC-1
I I
*
LB- IOC- 4
I
I
I
I
I
I
I
DISPLAY I
DATA
NO. 1 I
FMC'S
L-FMS-2
I
I
I
I
2A - I
Ioc
~
I I
RA-IOC-4 I I
LRU DIAGNOSTICS
-I RA-IOC-3
I
R-ADC-1
R-ADF-1
RAC-1
R-TDR-l* J
-
/ NO. 2
I
R-AHC-1
R-DME-1
R-VHF-1
R-VIR-1
I FCC -1 I
I
I
I I
I
INDIRECT REPORTING LRU'S INTERNAL REPORTING LRU'S

FROM TO
FMC-851 B/C AAP ICU
ARP ADC
ALT RAC
FMC-8528/C ADM SDD
MSP FCC
CDC ANTENNAS SDU
SI A DAU
APP svo
CH P ATC
PWR, ICC IOC
*
I
DBU
RTA MFD
IF CAD-870/TDR-90'S ARE INSTALLED FDU
RTU RADIOS
INSTEAD OF TDR-94/94D'S L-TDR-1
CDU FMC-8516/C. CDC
BECOMES L-CAD-1. R-TDR-1 BECOMES
CLOCK DAU
R-CAD-1. AND THE TDR-SO'S DO
TTR PFD/MFD
NOT REPORT TO DIAGNOSTICS. CCO-0776-03-AC- 1
Diagnostic Configuration

I
I
I
i
r
LA-IOC-4
I
LRU DIAGNOSTICS I
- I LA-IOC-3
I L-ADC- 1 RAC- 1 d
I
DAU
L-ADF-1
1-AHC-1
L-TDR-l*
L-VHF-1 I NO. 1 I
-
L-DME-1
L-ND-1
L-VIR-1
L-VLF-1 I FCC
I
FCS
DIAGN OSTl C
L-PFD-1
I , 1B
I
DISPLAY
DATA d IOc
LB-IOC-3 I
,
I
1 I
L8-IOC- 4
I
c
I
lARY
IOC-1 ,~ -
c-
LB-IOC-1
RA-IOC-1
I
-
I
I
Dl AGNOSTIC
DISPLAY
DATA r
L-FMS-Z A
I - * R-FCC- 1
* 2A
IOC
I
RA-IOC-4
LRU DIAGNOSTICS
I
RA-IOC-3
I
-
/ NO. 2
I FCC -
R-DME-1 I
R- PFD- 1
7 IOc
RB-IOC-3
INDIRECT INTERNAL REPORTING LRU'S I NON-REPORTING LRU'S I

ARP
ALT
FROM
FRAC
FMC-851B/C
FMC-852B/C
AAP
ADM
ANTENNAS
Icu
SOD
SDU
MSP FCC
SIA DAU APP SVO
PWR. ICC I oc CH P ATC
R TA ND/MFD DBU L
R TU
* IF CAD-870/TOR-9OtS ARE INSTALLED FDU
RADIOS
INSTEAD OF TDR-94/94D'S: L-TOR-1
CDU FMC-851 B/C, CDC BECOMES L-CAD-1, R-TDR-1 BECOMES
CLOCK DAU
TTR R-CAD-1, AND THE TOR-SO'S DO
PFD/MFD
NOT REPORT TO DIAGNOSTICS.
CGO-0776-03-AC-2

REQUEST FOR DIAGNOSRCS

(MFD MODE WORD)
r-----------
I
/I LA -IOC-1 I L-FCC-1
I
1
I r
1A
NO. 2
MFD MFD
. R-MFD-1
LA-IOC-4
I
L
No. I LRU DIAGNOSTICS I I I I
1 DAU A-DAU-2
I
4
- E-DAU-2 I
4
FCS
DlAGNOSTlC
DISPLAY
DATA 1
L-MFD-1
? LBLIOC-3
LE-IOC-4
I
I
I
I
I
LB-IOC-1
I
PRIMARY PRIMARY 1- I
01AGNOSTIC
DISPLAY
DIAGNOSTIC
DISPLAY
1
DATA DATA
rc
I
I
I
I
- I
R-ADC-1
R-ADF-1
RAC-1
R-TOR-I*
- \ /- NO. 2
I
R-AHC-1 R-VHF-1 I FCC
1
R-DME-1 R-VIR-1
R-PFD-1 R-VLF-1 I I
' IOc
___c
RB-IOC-3
I
I
I
RB-IOC-1 - e
I
I I
INTERNAL REPORTING LRU'S NON-REPORTlNE LRU'S

FROM TO
FMC-851 B/C'S AAP ICU
ARP ADC FMC-852B/CmS ADM SDD
ALT RAC ANTENNAS SDU
MSP FCC I I
APP svo
SIA DAU CHP ATC
PWR, ICC IOC DBU *
RTA MFD'S FDU
IF CAD-870/TDR-901S ARE INSTALLED
RTU RADIOS
INSTEAD OF TDR-94/94D'S: L-TDR-1
CDU FM C- 851B/C BECOMES L-CAD-1, R-TDR-1 BECOMES
CLOCK DAU
R-CAD-1, AND THE TDR-SO'S DO CGO-0776-03-AC-3
m PFD'S/M FD 'S NOT REPORT TO DIAGNOSTICS.

maintenance 523-077581 I
5.8.1 AMs-850 Maintenance Menu
ENTER DIAGNOSTICS:
Push the IDX line key to display the index page

on the MFD.
Push the AVIONICS STATUS line key t o display

a list of failed LRUs.
This page(s>displays a dynamic readout of each

failed LRU,the operational status of that LRU
(overheat, off, or failed), and a fault code that
explains the fault diagnosis.
Push the MAINTENANCE line key to display

the maintenance menu page.
Push the LRU DIAGNOSTIC DATA line key t o

display LRU diagnostic words.
These pages display a dynamic readout of the

operational status and the diagnostic word
received from every reporting LRU.
Push the LRU FAULT HISTORY line key to

display fault logs of recent flights.
Each log lists all LRUs that failed in that flight

with the corresponding time, diagnostic word,
fault code, and number of occurrences.
Push the FCS DIAGNOSTICS line key to access

the flight control system diagnostics. The MFD
displays instructions to enter the FCS
diagnostics.
Input, report, and output mode diagnostic pages

may be displayed. These diagnostics monitor
inputs to the FCC computers, report internal
FCC parameters, and control/display selected
FCC outputs. The MFD displays instructions to
use and exit the FCS diagnostic modes.
EXIT DIAGNOSTICS:
e Push the IDX line key to exit diagnostics and

display the MFD index page.
Refer to figure 5-2. Access the diagnostic modes as

described below. Detailed mode descriptions are
provided later in this manual.

wx
lol <MXlML PROCEDURES E l
lol CREW NOTES lol P R E S S TO LIST ALL CURRENlLY

/ NON-FUNCTIONING AVONICS UNITS
lol AVIONICS STATUS lo)-
lol CPLAN MAP lol
lol < FMS lol PRESS TO DISPLAY MAINTENANCE

/ MENU PACE (SHOWN BELOW)
El MAINTENANCE loT
RCL EMG
/o
0
MFD INDEX PAGE
7
PRESS TO WEW STATUS wx MA IN f E " C E
AND DIAGNOSTIC WORDS
OF ALL UNITS
m lol
PRESS TO MEW FAULT
LOGS FROM PREVIOUS
FLIGHTS lol El
lol lol
lol lol
El lo] PRESS TO ACCESS FCS

DIAGNOSTIC MODES
lol FCS DIACJJOSTICS > loT

IDX RCL EMG
MAINTENANCE MENU PAGE

CGO-0810-08-AC-1
Diagnostic Mode Selection

Figure 5-2

maintenance 5,2347758 1 I
5.8.2 AMs-850 Avionics Status The LRU field names the unit that is currently
diagnosed as nonfunctional. Each unit is a probable
VIEW AVIONICS STATUS PAGE: failed LRU, but check the STATUS field before
taking any action.
Push the IDX line key to display the index page
on the MFD. The STATUS field indicates OFF-CHK BREAKR,
OVERHEAT, or FAILED conditions. The OFF-CHK
Plash the AVIONICS STATUS line key BREAKB condition means that no diagnostic words
are received from that LRU; check that power is
EXIT: applied to the unit before taking further action. The
OVERHEAT condition means that an IAPS power
Push the IDX line key supply module (PWR) is overheating; check the
cooling system. The FAILED condition means that
The AVIONICS STATUS page displays a list of the diagnostics suspect an LRU failure; replace this
currently nonfunctioning direct, indirect, and LRU with a known good unit.
internal reporting avionics LRU (refer t o figure 5-1).
This is a dynamic display that updates as fault The CODE field provides an internal fault code t o
conditions appear or clear. “NO FAULTS’’ help determine the cause of a failure. Refer to table
annunciates if all reporting units are functioning 5-3 for an explanation of each fault code. This table
normally names the suspect LRU, a brief description of the
fault, and the reason the fault was diagnosed. The
system schematics in the theory of operation section
of this manual support terms and bus names used in
Faults display on this page 60 seconds after they the reason column.
are detected. This delay prevents nuisance
display of transient conditions.
This list is organized into pages that contain up to

six LRU data entries per page. When more than one
page exists, use the CHP joystick to scroll between
pages. Move the joystick down to display the next
AVIONICS STATUS page; move the joystick up t o
display the previous page. Page numbers display in
the upper right of the screen.
Refer to figure 5-3. The AVIONICS STATUS page

consists of the radar mode line (top line), the MFD
mode line (bottom line), an LRU column, and a
STATUWCODE column.
The radar mode line annunciates the RTA operating

mode. The MFD mode line labels the functions of
active MFD line keys.
Push the IDX line key to display the index page.

Push the RCL line key t o recall the previously
used checklist.
Push the EMG line key to display the emergency
checklist menu.
The LRU column names each malfunctioning unit;

the STATUS/CODE column describes each failure
condition and lists a code that explains why the fault
was diagnosed. Three data fields show current
information for each entry.

RADAR
STATUS/CODE
/
COLUMN
7
>
LRU COLUMN
(UNIT NAME)
Lwx AVIONICS STATUS
PG 01/01
STATUS/mE
* * * I * * * * * * * * * *
OVERHEAT -+--
' _c_c STATUS FIELD
1APs2 -
LRU FIELD / PFD DISPLAY 2 OFF-CHK BREAKR
------- CODE FIELD
2PFD 1
VHF (XMUI XCVR 1 FAILED

lWF2
MFD
MODE 1
LINE
..IDX RCL E%
FAULTS DISPLAY ON THE AVlONlCS STATUS PAGE 60 SECONDS AFTER THEY OCCUR.
CGO-0810-084-2
Avionics Status Page
Figure 5-3

Table 5-3.Fault Code Explanations.
FAULT DESCRIPTION REASON

CODE
These codes are displayed on the AVIONICS STATUS and LRU FAULT HISTORY pages. Codes are listed in priority order; the
highest priority is first. When multiple failures are detected for a unit, (only) the highest priority fault code displays.
ADF RECErVER 1
~~
lADFl 1 No output data; check circuit breaker I L-ADF-1bus t o the 1A and 1B IOCs is inactive at both units.
~~
K o u s circuits failed.
1 A D F S l Various
lADF2 An internal ADF or ANT fault is detected.
lADF3 RTU 1input failed. L-RTU-2 bus from the #1 RTU to the left C O W A V radios is
inactive a t the #1 ADF input but active elsewhere.
~_______ ~~
1ADF4 RTU 2 input failed. R-RTU-1 bus from the #2 RTU to the left COMNAV radios is
I 2ADF2 I Various circuits failed. I A n internal ADF or ANT fault is detected.

1 1
2hF2
2DF3 RTU 2 input failed.

RTU2inputfailed. R-RTU-2 bus from the #2 RTU to the right COMI'NAV radios is
inactive at the #2 ADF input but active elsewhere.
~ ~~ ~~
2ADF4 RTU 1input failed. L-RTU-1 bus from the #I RTU to the right COWNAV radios is
inactive a t the #2 ADF input but active elsewhere.
I lAHC1
~~
I No output data; check circuit breaker I L-AHC-1bus to the 1A and 1B IOCs is inactive at both units.
lAHC2 Various circuits failed. An internal AHC fault is detected.
1AHC3 Display output 1failed. L-AHC-2 bus to the #1 PFD is inactive a t the PFD. Suspect
either the AHC output or a failed PFD input.
~~~ ~
z C 4 Display output 2 failed. L-AHC-3 bus to the #2 PFD is inactive at the PFD. Suspect
1AHC5 I Flux detector failed. A flux detector fault is detected. Suspect either an internal
AHC fault or a failed FDU.
2AHCl No output data; check circuit breaker R-AHC-1 bus to the 2A and 2B IOCs is inactive at both units.
2AHC2 Various circuits failed. An internal AHC fault is detected.

2AHC3 Display output 1 failed. R-AHC-3bus to the #1PFD is inactive a t the PFD. Suspect
2AHC4 Display output 2 failed. R-AHC-2 bus to the #2 PFD is inactive at the PFD. Suspect
2AHC5 Flux detector failed. A flux detector fault is detected. Suspect either an internal
AHC fault or a failed FDU.
I I


CODE
I AIRCRAFT CLOCK 1(Optional,not monitored if DAU channel A diagnostics are lost)
I lCLK1
lCLK2
No output data; check circuit breaker
Various circuits failed.

L-CLK-1 bus to the DAU is inactive at the DAU. Suspect
either the clock output or a failed DAU input.
An internal clock fault is detected.

~~
AIR DATA CMPT 1

I
1ADc1 No output data; check circuit breaker L-ADC-1 bus to the 1A and 1B IOCs is inactive at both units.
lADC2 Various circuits failed. An internal ADC fault is detected.

~ ~~
1ADC3 IOC 1A input failed. LA-GI? BUS 1bus from the 1A IOC is inactive at the #1ADC
input but active elsewhere (DAU).
1ADC4 Output to #2 ADC failed. L-ADC-4 bus t o the #2 ADC is inactive at the #2 ADC. Suspect
either the #I ADC output or a failed #2 ADC input.
~ ~~
lADC5 Output to AHC failed. L-ADC-2 bus to the #1 AHC is inactive at the AHC. Suspect
either the ADC output or a failed AHC input.
1ADC6 Display output 1 failed. L-ADC-3 bus to the two left large displays is inactive at both
units.
1ADC7 No output data (4-tube system only). L-ADC reversion is selected. Reset remote switch.
AIR DATA CMPT 2
ZADCl No output data; check circuit breaker R-ADC-1 bus t o the 2A and 2B IOCs is inactive at both units.
2ADC2 Various circuits failed. An internal ADC fault is detected.
2ADC3 IOC 2A input failed. RA-GP BUS 1bus from the 2A IOC is inactive at the #2 ADC
input but active elsewhere (DAU).
2ADC4 Output to #1 ADC failed. R-ADC-4 bus to the #1ADC is inactive at the #l ADC. Suspect
either the #2 ADC output or a failed #1 ADC input.
2ADC5 Output to AHC failed. R-ADC-2 bus t o the #2 A H C is inactive at the AHC. Suspect
either the ADC output or a failed AHC input.
2ADC6 Display output 2 failed ($-tube system only). R-ADC-3 bus to the two right large displays is inactive at both
units.
Display output 2 failed (3-tube system anly). R-ADC-3 bus t o the #2 PFD is inactive at the PFD.Suspect
either the ADC output or a failed PFD input.
1ARP1 No output data; check circuit breaker. L-ARP-1 bus to the #1 ADC is inactive at the ADC. Suspect
either the ARP output or a failed ADC input.
lARP2 Various circuits failed. An internal ARP fault is detected.


CODE
I 2AFtP1 I No output data; check circuit breaker. 1 R-ARP-1

~~ ~~ ~~
bus to the #2 ADC is inactive at the ADC. Suspect

either the ARP output or a failed ADC input.
2mP2 Various circuits failed, An internal ARP fault is detected.
lTDRl No output data; check circuit breaker. L-TDR-1 bus to the IA and 1B IOCs is inactive at both units.
1TDR2 Various circuits failed. An internal TDR fault is detected.
1TDR3 RTU 1input failed. L-RTU-2 bus from the #1RTU to the left COhUNAV radios is
inactive at the #1 TDR input but active elsewhere.
1TDR4 RTU 2 input failed. R-RTU-1 bus from the #2 RTU to the left C0l"AV radios is
~~~ - ~~ ~ ~~
1TDRS TCAS input failed [* PHASE 2 SYSTEMS ONLyl TCAS-1bus from TCAS unit is inactive at the TDR input.
Suspect either he TCAS output or a failed TDR input.
1TDR6 Configurationcheck failed [* PHASE 2 SYSTEMS A TDR configuration fault is detected. The configuration setup
ONLW stored in the TDR does not match the current setup; replace
the TDR or repair the interconnect wiring.
2TDRl No output data; check circuit breaker. R-TDR-1 bus to the 2A and 2B IOCs is inactive at both units.
~~~
2TDR2 Various circuits failed. An internal TDR fault is detected.
2TDR3 RTU 2 input failed. R-RTU-2 bus from the #2 RTU to the right COMfNAV radios is
..-
ZTDR4 RTU 1input failed. L-RTU-I bus from the 81 RTU to the right COM/NAV radios is
2TDR5 TCAS input failed.[* PHASE 2 SYSTEMS ONLYl TCAS-2 bus from TCAS unit is inactive at the TDR input.
Suspect either the TCAS output or a failed TDR input.
A TDR configuration fault is detected. The configuration setup

stored in the TDR does not match the current setup; repIace
the TDR or repair the interconnect wiring.
I I
CDU DISPLAY 1
lCDUl No output data; check circuit breaker. L-CDU-1 bus to the #1 FMC is inactive at the FMC. Suspect
either the CDU output or a failed FMC input.
I
~~~ ~~
L Z - - 1 G c u i t s failed. An internal CDU fault is detected.


CODE
I 2CDUl I No output data; check circuit R-CDU-1 bus to the CDC (or #Z FMC) is inactive at the
CDC/FMC. Suspect either the CDU output or a failed
CDCPMC input.
I 2CDU2 I Various circuits failed. I An internal CDU fault is detected.

DAUAl No output data; check circuit breaker. A-DAU-2 bus to the 1A and 1B IOCs is inactive at both units.
DAUA2 Various circuits failed. An internal DAU fault is detected.
DAUA3 SLA input failed. SIA-1bus from the SIA is inactive at the DAU channel A input
but active at channel B.
DAUA4 X-channel output failed [* PHASE 2 SYSTEMS Internal bus to DAU channel B is inactive at the channeI B
ONLY] input.
~~~ ~ ~
DAUA5 IOC 1A input failed. LA-GP BUS 1 bus from the 1A IOC is inactive at the DAU
channel A input but active elsewhere (#1ADC).
DAUAl No output data; check circuit breaker A-DAU-2 bus to the 1A and IB IOC's is inactive at both units.
DAUA2 Various circuits failed An internal DAU fault is detected.
I DAUA3 I X-channel output failed Internal bus to DAU channel B is inactive at the channel B
I I
input.
DAUA4 IOC 1A input failed LA-GP BUS 1bus from the IA IOC is inactive at the DAU
channel A input but active elsewhere (#1ADC).
I DATA ACQ UNIT B (Appliesto single FMSNFD system)

DAUB1 I No output data; check circuit breaker B-DAU-2 bus to the 2A and 2B IOCs is inactive at both units.
DAUB2 I Various circuits failed. An internal DAU fault is detected.
DAUB3 I SIA input failed. SIA-1bus from the SIA is inactive at the DAU channel B input
but active at channel A.
DAUB4 I X-channel output failed E* PHASE 2 SYSTEMS

ONLY]
Internal bus to DAU channel A is inactive at the channel A
input.
DAUBS I IOC 2A input failed.

~~~ ~~~
RA-GP BUS 1 bus f o m the 2A IOC is inactive at the DAU

channel B input but active elsewhere (#2 ADC).
DAUB1 No output data; cheek circuit breaker B-DAU-2 bus to the 2A and 2B IOCs is inactive at both units.
DAUB2 Various circuits failed A n internal DAU fault is detected.
I DAUB3 I X-channel output failed

I Internal bus to DAU channel A is inactive at the channel A
input.
DAUB4 IOC 2A input failed RA-GP BUS 1bus from the 2A IOC is inactive at the DAU
channel B input but active elsewhere (#2 ADC).

CODE
DBUl No output data; check circuit breaker DBU-1 bus to the #1FMC and DBU-2 bus to At2 FMC are both
inactive at the FMC inputs.
DBU2 Various circuits failed An internal transmitter fault is detected.

~ ~ _ _ _ _ _ _
DBU3 Various circuits failed An internal memory (M)

fault is detected.
DBU4 Various circuits faiIed A n internal memory (EPROM) fault is detected.
DBU5 Various circuits failed An internal disk controller fault is detected.
DBU-1 bus to the #1FMC is inactive at the FMC. Suspect

either the DBU output or a failed FMC input.
DBU-2 bus to the #2 FMC is inactive at the FMC. Suspect

either the DBU output or a failed FMC input.
1DME1 No output data; check circuit breaker 1;-DME-1 bus to the 1A and 1B IOCs is inactive at both units.
1DME2 I Various circuits failed. An internal DME fault is detected.

~ ~~~
1DME3 RTU 1input failed. 1;-RTU-2 bus from the #1RTU t o the left COhUNAV radios is
inactive at the #1DME input but active elsewhere.
1DME4 1RTU 2 input failed. L-RTU-1 bus from the #2 RTU to the left COMLNAV radios is
inactive at the #1 DME input but active elsewhere.
lDMEl No output data; check circuit breaker L-DME-1 bus to the LA and 1B IOCs is inactive at both units.
lDME2 Various circuits failed An internal DME fault (code 0 - 7) is detected.
1DME3 Various circuits failed An internal DME fault (code 8) is detected.
1DME4 RTU 1input failed L-RTU-2 bus from the #1 RTU to the left COhVNAV radios is
inactive at the #l DME input but active elsewhere.
lDME5 RTU 2 input failed R-RTU-1 bus from the #2 RTU t o the left COM/NAV radios is
2DMEl No output data; check circuit breaker. R-DME-1 bus to the 2A and 2B IOCs is inactive at both units.
2DME2 Various circuits failed. A n internal DME fault is detected.
2DME3 RTU 2 input failed. R-RTU-2 bus from the #2 RTU t o the right COMZNAV radios is
2DME4 RTU 1input failed. L-RTU-1 bus from the #1 RTU to the right COMLNAV radios is


CODE
DME 2 1" PHASE 2 SYSTEMS ONLW I

2DMEl I No output data; check circuit breaker I R-DME-1 bus to the 2A and 2B IOCs is inactive at both units. I
2DME2 I Various circuits failed I An internal DME fault (code 0 - 7) is detected. I
2DME3 I Various circuits failed I An internal DME fault (code 8)is detected.
2DME4 RTU 2 input failed R-RTU-2 bus from the #2 RTU to the right COMCNAV radios is
2DME5 RTU 1input failed L-RTU-1 bus from the #1 RTU to the right COlWNAV radios is
lGPSl No output data; check circuit breaker L-GPS-1 bus to the 1A and 1B IOCs is inactive at both units.
lGPS2 1 Various circuits failed I An internal GPS fault is detected. I
lGPS3 Various circuits failed An internal GPS fault is detected.
2GPS1 No output data; check circuit breaker R-GPS-1 bus to the 2A and 2B IOCs is inactive at both units.
2GPS2 Various circuits failed An internal GPS fault is detected.
2GPS3 Various circuits failed A n internaI GPS fault is detected.
IAPS CARD RACK -1

ICCl Temperature control card 1failed. The 1A IOC detected a tripped heatedfan monitor from the left
ICC control card.
ICC2
ICC3
Temperature control card 1failed.
Temperature control card 2 failed.

The 1B IOC detected a tripped heatedfan monitor from the left
ICC control card.
The 2A IOC detected a tripped heaterifan monitor from the

1
right ICC control card.
ICC4 Temperature control card 2 failed.
LAPS CDC CPLR 2B

The 2B IOC detected a tripped heatedfan monitor Erom the
right ICC control card. 1
2BCD2 I Various circuits failed. I An internal CDC fault is detected. 1
2BCD3 IOC 1A input failed.
I LA-IOC-4 bus from the 1A IOC to the CDC and #l FMC is
inactive at the CDC input but active at the FMC. I
2BCD4 IOC 1B input failed.
I LH-IOC-4 bus from the 13IOC to the CDC and #1 FMC is
inactive at the CDC input but active at the FMC. 1
2BCD5 IOC 2A input failed. RG-IOC-4 bus from the 2A IOC to the CDC and 81 FMC is
inactive at the CDC input but active at the FMC.
2BCD6 IOC 2B input failed. RB-IOC-4 bus from the 2B IOC to the CDC and #1 FMC is
inactive at the CDC input but active at the FMC.
2BCD7 I Output to #1FMC failed.

I R-FMS-4 bus to the #1FMC is inactive at the FMC. Suspect
either the CDC output or a failed FMC input.


CODE
~ ~~~ ~ ~
LAPS FCC CMPT 1A (Not monitored if the 1A section of U P S has lost power; the 1A IOC bus t o the FMC must be active)
1mc2 Output t o IOCs failed. L-FCC-1 bus to the 1A and 1B IOCs is inactive at both units.
1WC3 Various circuits failed. An internal FCC fault is detected.
1AFC4 Output t o #2 FCC failed. L-FCC-3 bus to the 82 FCC is inactive at the #2 FCC. Suspect
either the #1 FCC output or a failed #2 FCC input.
1AFC5 AHC input failed. L-AHC-1 bus from the AHC to the FCC and the 1 M l B IOCs is
inactive at the FCC input but active at the IOCs.
2AFC2 Output to IOCs failed. R-FCC-1 bus to the 2A and 2B IOCs is inactive at both units.
2AFC3 Various circuits failed. A n internal FCC fault is detected.
I
~
Output t o #1 FCC failed. R-FCC-3 bus to the #1FCC is inactive at the #lFCC. Suspect
either the #2 FCC output or a failed #1 FCC input.
2AFC5 AHC input failed.

I R-AHC-1bus from the AHC to the FCC and the 2N2B IOCs is
inactive at the FCC input but active at the IOCs.
lAPS FMC-851 1B (Not monitored if the 1B section of IAF'S has lost power; the 1B IOC bus to the #2 FMC must be active).
1B512 I Various circuits failed. I An internal #I FMC-851( 1fault is detected.
1B513 IOC 1A input failed. LA-IOC-4 bus from the 1A IOC to the FMC and CDC (or #2
FMC) is inactive at the FMC input but active at the CDCRMC
2; crosstalk from the CDCLFMC 2 is active.
1B514 IOC 1B input failed. LB-IOC-4 bus from the 18 IOC to the FMC and CDC (or #2
FMC) is inactive at the FMC input but active at the CDC/FMC
2; crosstalk from the CDC/FMC 2 is active.
lB515 IOC 2A input failed. RA-IOC-4 bus from the 2A IOC t o the FMC and CDC (or #2
FMC) is inactive at the FMC input but active at the CDC/FMC
2; crosstalk from the CDC/FMC 2 is active.
1B516 IOC 2B input failed. RB-IOC-4 bus from the 2B IOC to the FMC and CDC (or #2
FMC) is inactive at the FMC input but active at the CDCBMC
2; crosstalk from the CDCLFMC 2 is active.
~
1B517 X-Channel output failed. L-FMS-4 bus to the CDC (or #2 FMC) is inactive at the
CDCFMC 2. Suspect either the FMC output or a failed
CDCRMC 2 input.
. - _____
1B518 Output to DBU failed (DBU-4000

installed) 1;-FMS-5bus to the DBU is inactive at the DBU, but the DBU-
1bus t o the #1FMC is active. Suspect either the #1 FMC
output or a failed DBU input.

I FAULT
CODE
DESCRIPTION REASON
LtlFS FMC-8512B (Applies to dual FMS/MFD system) (Not monitored if the 2B section of IAPS has lost power; the 2B IOC bus to I
Various circuits failed An internal #2 FMC-851( ) fault is detected. I
2B513 IOC 1A input failed LA-IOC-4 bus from the 1A IOC to the FMCs is inactive a t the
#2 FMC input but active at the #1FMC; crosstalk from the #1
FMC is active.
~~~~~
2B514 IOC 1B input failed LB-IOC-4 bus from the 1B IOC to the FMCs is inactive at the
#2 FMC input but active at the 81 FMC; crosstalk from the #1
FMC is active,
2B515 IOC 2A input failed RA-IOC-4 bus from the 2A IOC t o the FMCs is inactive at the
#2 FMC input but active at the #1 FMC; crosstalk from the #1
FMC is active.
2B516 IOC 2B input failed RB-TOC-4 bus from the 2B IOC t o the FMCs is inactive at the
#2 FMC input but active at the #1 FMC; crosstalk from the #1
FMC is active.
2B517 X-channel output failed R-FMS-4 bus to the #I FMC is inactive at the FMC. Suspect
either the #2 FMC output or a failed #1 FMC input.
2B518 Output to DBU failed R-FMS-5 bus to the DBU is inactive at the DBU, but the DBU-
2 bus to the #2 FMC is active. Suspect either the #2 FMC
output or a failed DBU input.
1B522 Various circuits failed. A n internal #1 FMC-852( ) fault is detected.
1B523 Battery failed. Replace the #1FMC-852( ) battery.
2B522 Various circuits failed An internal #2 FMC-552( ) fault is detected.
2B523 Battery failed Replace the #2 FMC-852( ) battev.
1AI02 Output to FMC failed. LCI-IOC-4 bus to the #1FMC and CDC (or #2 FMC) is inactive
a t both units.
1AI03 Display output failed. LA-IOC-1 bus to the large displays is inactive at two or more
units.
1AI04 GP BUS 1output failed. IA-GP BUS 1is inactive at the #1ADC and at the DAU
I 1AI05 Various circuits failed. I A n internal 1OC fault is detected.

lAI06 ADC 1input failed. L-ADC-I bus from the #1ADC is inactive at the 1A XOC input
but active at 1B IOC input.
1AI07 ADF 1input failed. L-ADF-1bus from the at1ADF is inactive at the 1A IOC input
I 1M08 I TDR 1input failed. L-TDR-1 bus from the #1TDR is inactive at the 1A IOC input
I 1M09 I DME 1input failed. L-DME-1 bus from the #1DME is inactive at the 1A IOC input
Revised I2 March 1997 5-37

maintenance 52347758 I 1
FAULT DE SCRIPTION REASON

CODE
lAIOl0 VHF 1input failed. L-VHF-1 bus from the #I VHF is inactive at the 1A IOC input
lAI0ll VIR 1input failed. L-VIR-1 bus from the #1VIR is inactive at the 1A IOC input
1AI012 RAC input failed. RAC-1 bus from the RAC is inactive at the 1A IOC input but
active at 1B IOC input.
1AI013 VLF 1input failed. L-VLF-1 bus from the #1VLF is inactive at the 1A IOC input
1AI014 Reserved
1AI015 PFD 1input failed. L-PFD-1 bus from the #1PFD is inactive at the 1A IOC input
I
1AI016 NDMFD 1 input failed.
I L-NDMFD-1 bus from the #1ND/MFD is inactive at the 1A
IOC input but active at 1B IOC input.
1AI017 FCC 1input failed. L-FCC-1 bus from the #1FCC is inactive at the 1A IOC input
1Al018 AHC 1input failed. L-AHC-1 bus from the #lA H C is inactive at the 1A IOC input
but active at 1B IOC and FCC inputs.
1AIo19 DAU A input failed. A-DAU-2 bus from channel A of the DAU is inactive at the 1A
1AI020 Output to FCC failed. LA-IOC-3 bus to the #1FCC is inactive at the FCC. Suspect
either the IOC output or a failed FCC input.
1BI02 Output to FMC failed. LB-IOC-4 bus to the #1 FMC and CDC (or #2 FMC) is inactive
at both units.
I
L
1B103 Display output failed. LB-IOC-1 bus t o the large displays is inactive at two or more
units.
1BI04 Various circuits failed. An internal IOC fault is detected.
1BI05 ADC 1input failed. L-ADC-1 bus from the #1ADC is inactive at the 1B IOC input
but active at 1A IOC input.
1B106 ADF 1input failed. L-ADF-1 bus from the #lADF is inactive at the 1B IOC input
but active at 1A IOC input,
1BI07 TDR 1input failed. L-TDR-1 bus from the #1TDR is inactive at the 1B IOC input
1B108 DME 1input failed. L-DME-1 bus from the #I DME is inactive at the 1B 1OC input
I 1B109 VHF 1input failed. L-VHF-1 bus from the #1VHF is inactive at the 1B IOC input
t
~ ~~
1BI010 VIR 1input failed. L-VIR-1 bus from the #I VIR is inactive at the 1B IOC input
1BIOll RAC input failed. RAC-1 bus from the RAC is inactive at the 1B IOC input but
active at 1A IOC input.

~~

CODE
1BI012 I VLF 1input failed.

I L-VLF-1 bus from the #1VLF is inactive at the 1B IOC input
I Reserved I
I
1BI013
1BI014 PFD 1input failed.
I L-PFD-1 bus from the #1 PFD is inactive at the 113 IOC input
1BI015 NDMFD 1input failed. L-NDMFD-1 bus from the #1NDMFD is inactive at the 1B
IOC input but active at 1A IOC input.
1BI016 I FCC 1input failed. L-FCC-1 bus from the #1FCC is inactive at the 1B IOC input
1BI017 AHC 1input failed. L-AHC-1 bus from the #1AHC is inactive at the 1B IOC input
but active at 1A IOC and FCC inputs.
1BI018 I DAU A input failed. A-DAU-2 bus from channel A of the DAU is inactive at the 1B
lBI019 GP BUS 2 output failed. (Single VLF installed).
I LB-GP BUS 2 is inactive at the VLF. Suspect either the IOC
output or a failed VLF input.
lBI020 Output to FCC failed. LB-IOC-3 bus to the #1FCC is inactive at the FCC. Suspect
1BI021 GP BUS 3 output failed. LB-GP BUS 3 is inactive at the RTA. Suspect either the IOC
output or a failed RTA input.
1BI022 GP BUS 2 output failed (DualVLF installed) LB-GP BUS 2 bus to the VLFs is inactive at both units.
2AI02 Output to FMC failed. RA-IOC-4 bus to the #1FMC and CDC (or #2 FMC) is inactive
at both units.
2AI03 Display output failed. RA-IOC-1 bus to the large displays is inactive at two or more
units.
2AI04 GP BUS 1output failed. RA-GPBUS 1 is inactive at the #2 ADC and at the DAU.
2AI05 Various circuits failed. An internal IOC fault is detected.
2AI06 ADC 2 input failed. R-ADC-1 bus from the #2 ADC is inactive at the 2A IOC input
2AI07 ADF 2 input failed. R-ADF-1 bus from the #2 ADF is inactive at the 2A IOC input
I
~~~~
2AI08 TDR 2 input failed. R-TDR-1 bus from the #2 TDR is inactive at the 2A IOC input
but active at 2B 1OC input.
2AIO9 I DME 2 input failed. R-DME-1 bus from the #2 DME is inactive at the 2A IOC input
2AI010 VHF 2 input failed. R-VHF-1 bus from the #2 VHF is inactive at the 2A IOC input
2AI011 VIR 2 input failed. R-VIR-1 bus from the #2 VIR is inactive at the 2A IOC input
2AIO12 I VLF 2 input failed R-VLF-1 bus from the #2 VLF is inactive at the 2A IOC input
but active at the 2B IOC input.

Table 5-3. Fault Code Explanations.
.~
I FAULT
CODE
DESCRIPTION REASON
2AT013 PFD 2 input failed. R-PFD-1 bus from the #2 PFD is inactive at the 2A IOC input
2AI014 MFD 2 input failed. R-MFD-1 bus from the #2 MFD is inactive at the 2A IOC input
I2AI015 FCC 2 input failed. R-FCC-1 bus from the #2 FCC is inactive at the 2A IOC input
2AI016 AHC 2 input failed. R-AHC-1 bus from the #2 AHC is inactive at the 2A IOC input
but active at 2B IOC and FCC inputs.
I 2A1017
DAU B input failed. B-DAU-2 bus from channel B of the DAU is inactive at the 2A
I
I
2AI018 Output t o FCC failed.
I RA-IOC-3 bus t o the #2 FCC is inactive at the FCC. Suspect
LAPS IOC CONC 2B (Not monitored if the 2B section of LAPS has lost power; FMS crosstalk must be active)
I 2BI02
2BI03
Output to FMC failed.
Display output failed.

RB-IOC-4 bus to the #1 FMC and CDC (or #2 FMC) is inactive
at both units.
RB-IOC-1 bus t o the large displays is inactive at two or more

units.
2BI04 Various circuits failed. An internal IOC fault is detected.
2BI05 ADC 2 input failed. R-ADC-1 bus from the #2 ADC is inactive at the 2B IOC input
2BI06 ADF 2 input failed. R-ADF-I bus from the #2 ADF is inactive at the 2B IOC input
t
2B107 TDR 2 input failed. R-TDR-1 bus from the #2 TDR is inactive at the 2B IOC input
2B108 DME 2 input failed. R-DME-1 bus from the #2 DME is inactive at the 2B IOC input
t
2BI09 VHF 2 input failed. R-VHF-1 bus from the #2 VHF is inactive at the 2B IOC input
2B1010 VIR 2 input failed. R-VIR-1bus from the #2 VIR is inactive at the 2B IOC input
but active at 2A 1OC input.
I
2BI011 VLF 2 input failed R-VLF-1 bus from the #2 VLF is inactive at the 2B 1OC input
2BI012 PFD 2 input failed. R-PFD-1 bus from the #2 PFD is inactive at the 2B IOC input
2B1013 MFD 2 input failed. R-MFD-1 bus from the #2 MFD is inactive at the 2B IOC input
2BI014 FCC 2 input failed. R-FCC-1 bus from the #2 FCC is inactive at the 2B IOC input
2BI015 AHC 2 input failed. R-AHC-1 bus from the #2 AflC is inactive at the 2B IOC input
but active at 2A 1OC and FCC inputs.
2BI016 DAU B input failed. B-DAU-2 bus from channel B of the DAU is inactive at the 2B


CODE
2BI017 GP BUS 2 output failed. (Single VLF installed). RB-GP BUS 2 is inactive at the VLF.Suspect either the IOC
output or a failed VLF input.
2BI018 Output to FCC failed. RB-IOC-3 bus to the #2 FCC is inactive at the FCC. Suspect
2BI019 GP BUS 3 output failed. RB-GP BUS 3 is inactive at the RTA. Suspect either the IOC
output or a failed RTA input.
2B1020 GP BUS 2 output failed (Dud VLF installed). RB-GP BUS 2 bus t o the VLFs is inactive at both units.
SUP 1A
Various circuits failed; check circuit breaker. An internal PWR 1A fault is suspected. The 1A IOC (to #1
(Single FMSMFD) FMC) and #1FCC (to IOC 1B) outputs are both inactive;
suspect the power supply
~~
(Dual FMSMFD) FMC) and #1FCC (to IOC 1B) outputs are both inactive;
I lAPS2
Power supply overheated
(Single FMSNFD)
The 1B IOC detected a tripped temperature monitor from the
1A PWR.
/xpF
(Dual FMSMFD) FMC) and #I FCC (to IOC 1B) outputs are both inactive;
I
I lAPS3
Power supply overheated
(Dual FMSMFD)
The 1B IOC detected a tripped temperature monitor from the
1A PWR.
IAPS PWR SUP 1B
1BPS1 Various circuits failed; check circuit breaker. An internal PWR 1B fault is suspected. The 1B IOC (to #1
(Single FMSMFD) FMC) and #1FCC (to IOC 1A) outputs are both inactive;
~~
lBPSl Various circuits failed; check circuit breaker. A n internal PWR 1B fault is suspected. The 1B IOC (to #2
(Dual FMSMFD) FMC) and #1FMC (to #2 FMC) outputs are both inactive;
suspect the power supply.
lBPS2 Power supply overheated The 1A IOC detected a tripped temperature monitor from the
1B PWR.
ZAPS1 Various circuits failed; check circuit breaker. An internal PWR 2A fault is suspected. The 2A IOC (ta #1
(Single FMS/MFD) FMC) and #2 FCC (to IOC 2B) outputs are both inactive;
2APS1 Various circuits failed; check circuit breaker. An internal PWR 2A fault is suspected. The 2A IOC (to #2
(Dual FMSMFD) FMC) and #2 FCC (to IOC 2B) outputs are both inactive;
2APs2 Power supply overheated. The 2B 1OC detected a tripped temperature monitor from the
(Single FMSMFD) 2A PWR.
2ms2 Various circuits failed; check circuit breaker. A n internal PWR 2A fault is suspected. The 2A IOC (to #1
(Dual FMSLMFD) FMC) and #2 FCC (to IOC 2B) outputs are both inactive;
2APS3 Power supply overheated. The 2B IOC detected a tripped temperature monitor from the
(Dual FMSLMFD) 2A PWR.


CODE
2BPSl Various circuits failed; check circuit breaker. An internal PWR 2B fault is suspected. The 2B IOC (to #1
FMC) and CDC/FMC 2 (to #l FMC) outputs are both inactive;
2BPS2 Power supply overheated. The 2A IOC detected a tripped temperature monitor from the
2B PWR.
lMSP2 Various circuits failed; check +5-V ISOL power. The L-MSP-1 bus is inactive at the #1 FCC input. Verify 4-5-V
ISOL power from 1A PWR to MSP. Then suspect an internal
MSP fault, a failed MSP output, or a failed FCC input.
MODE SEI PANEL 2

2MSP2 Various circuits failed; check +5-V ISOL power. The R-MSP-1 bus is inactive at the #2 FCC input. Verify +5-V
ISOL power from 2A PWR t o MSP. Then suspect an internal
I
MSP fault, a failed MSP output, or a failed FCC input.
NAV DISPLAY 1(Applies t o #1ND or #1 MFD)
lNDl No output data; check circuit breaker. L-NDMFD-1 bus to the 1A and 1B IOCs is inactive at both
units.
1ND2 Various circuits failed. An internal N D N F D fauIt is detected.
1ND3 IOC 1A input failed. LA-IOC-1 bus from the 1A IOC to the large displays is inactive
at the ND/ MFD input but active elsewhere.
lND4 IOC 13input failed. LB-IOC-1 bus from the I B IOC t o the large dispIays is inactive
1ND5 IOC 2A input failed. RA-IOC-1 bus from the 2A 1OC to the large displays is inactive
at the NDI MFD input but active elsewhere.
1ND6 IOC 2B input failed. RB-IOC-I bus from the 2B IOC to the large displays is inactive
1ND7 RTA input failed (&tube system only). WXT-1 bus fkom the RTA to the NDMFDs is inactive at the
NDMFD input, but active elsewhere (#Z MFD).
lND8 ADC 1input failed. L-ADC-3 bus from the #1ADC to the left large dispIays is
inactive at the NDMFD input but active at the PFD input.
1ND9 TCAS input failed [* PHASE 2 SYSTEMS ONLW TCAS bus from the TCAS unit to the left large displays is
inactive at the ND/MFD input but active at the PFD input.
NAV DISPLAY 2 (Appliesto #2 MFD)
2ND1 1 No output data; check circuit breaker. I R-MFD-1 bus to the 2A and 2B IOCs is inactive at both units.
2ND2 I Various circuits failed. I An internal MFD fault is detected.
~ ~~~
2ND3 IOC 1A input failed. LA-IOC-1 bus from the 1A IOC to the large displays is inactive
at the MFD input but active elsewhere.
2ND4 IOC 1B input failed. LB-IOC-1 bus from the 1B IOC t o the large displays is inactive
2ND5 IOC 2A input failed. RA-IOC-1 bus from the 2A IOC t o the large displays is inactive


CODE
2ND6 IOC 2B input failed. RB-IOC-1 bus from the 2B IOC to the large displays is inactive
2ND7 RTA input failed. WXT-1 bus from the RTA to the NDLMFDs is inactive at the #2
MFD input but active elsewhere (#1NDLMFD).
2ND8 ADC 2 input failed. R-ADC-3 bus from the #2 ADC to the right large displays is
inactive at the MFD input but active at the PFD input.
2ND9 TCAS input failed [* PHASE 2 SYSTEMS ONLY] TCAS bus from the TCAS unit to the right large displays is
inactive at the MFD input but active at the PFD input.
lPFDl No output data; check circuit breaker. 1;-PFD-1 bus to the 1A and 1B IOCs is inactive at both units.
lPFD2 Various circuits failed. A n internal PFD fault is detected.

~~
1PFD3 IOC 1A input failed. LA-IOC-1 bus from the IA IOC to the large displays is inactive
at the PFD input but active elsewhere.
1PFD4 IOC 1B input failed. LB-IOC-1 bus from the IB IOC to the large displays is inactive
II 1PFD5
1PFD6 I
IOC 2A input failed.
IOCZBinputfailed.
RA-IOC-1 bus from the 2A IOC to the large displays is inactive
RB-IOC-1 bus from the 2B IOC to the large displays is inactive

lPFD7 ADC 1input failed. L-ADC-3 bus from the #1 ADC to the left large displays is
inactive at the PFD input but active at the ND/MFD input.
1PFD8 TCAS input failed [* PHASE 2 SYSTEMS ONLY TCAS bus from the TCAS unit to the left large displays is
inactive at the PFD input but active at the NDMFD input.
2PFDl No output data; check circuit breaker. R-PFD-1 bus t o the 2A and 2B IOCs is inactive at both units.
I 2PFD2 I Various circuits failed. I An internal PFD fault is detected. I

I 2PFD3 I IOC 1A input failed. LA-IOC-1 bus from the 1A IOC to the large displays is inactive
LIB-IOC-1 bus from the 113 IOC to the large displays is inactive
I 2PFD5 I IOC 2A input failed. RA-IOC-1 bus from the 2A IOC to the large displays is inactive
I I
2PFD6 IOC 2B input failed. RB-IOC-1 bus from the 2B IOC to the large displays is inactive
I 2PFD7 I ADC 2 input failed (4-tube system only). R-ADC-3 bus from the #2 ADC to the right large displays is
inactive at the PFD input but active at the MFD.
I 2PFD8 I TCAS input failed [* PHASE 2 SYSTEMS ONLY] TCAS bus from the TCAS unit to the right large displays is
inactive at the PFD input but active at the MFD input.
ALT2 Various circuits failed. An internal ACT fault is detected.


CODE
RACl No output data; check circuit breaker. FUC-1 bus to the 1A and 1B IOCs is inactive at both units.
RAc2 Various circuits failed. An internal RAC fault is detected.
lRTU2 RTU 2 output failed. L-RTU-2 bus t o the left COMNAV radios is inactive at the
input of 2 or more radios.
lRTU3 RTU 1output failed. L-RTU-1 bus to the right COIWNAV radios is inactive at the
2RTU2 RTU 2 output failed. R-RTU-2 bus to the right COMNAV radios is inactive at the
2RTU3 RTU 1 output failed. R-RTU-1 bus to the left COM/NAV radios is inactive at the
sIA1 No output data; check circuit breaker. SIA-1bus to the DAU is inactive at both channeIs of the DAU.
SlA2 Various circuits failed. An internal SIA fault is detected.
SIA NOTE: One SIA is installed in the Beechjet 400A system. The SIG INTER ADPTR 1codes and the SIG INTER
ADPTR 2 codes all apply to this SIA.
lSIAl No output data; check circuit breaker. SLA-1bus from the SLA is inactive at the DAU channel A
input. Suspect either the SIA output or a failed DAU input.
1SM Various circuits failed An internal SIA fault is detected.
2SM1 No output data; check circuit breaker. SIA-1bus from the SIA is inactive at the DAU channel B
input. Suspect either the SIA output or a failed DAU input.
2sm Various circuits failed. An internal SIA fault is detected.
3ANT2 Various circuits failed A TCAS bottom antenna fault is detected. Suspect the antenna
or the antenna connection t o the TCAS unit.


CODE
4ANT2 Various circuits failed A TCAS top antenna fault is detected. Suspect the antenna or
the antenna connection t o the TCAS unit.
I I I
TCASl No output data; check circuit breakers TCAS data to the 1A and 1B IOCs is inactive at both units,
also the TCAS bus to the #I TDR is inactive at the TDR input.
TCASB Various circuits failed An internal TCAS computer fault is detected.
TCAS3 RAG input failed &IC-1 bus from the RAC is inactive at the TCAS input but
active at the 1A IOC input.
TCAS4 TDRl input failed
1 L-TDR bus from the #l TDR is inactive at the TCAS input, but
the left IOCs are receiving transponder data on the L-TDR-1
bus.
TCAS5
I VHF COMMANT 1
TDR2 input failed
1 R-TDR bus from the #2 TDR is inactive at the TCAS input but
the right IOCs are receiving transponder data on the R-TDR-1
bus.
PT2
I Various circuits failed. An internal VHF COM antenna fault is detected; reflected
power is abnormal.
2ANT2 Various circuits failed. An internal VHF COM antenna fault is detected; reflected
power is abnormal.
I VHF COMM XCVR 1[* PHASE 1SYSTEMS ONLYl I

lVHFl No output data; check circuit breaker. L-VHF-1 bus to the 1A and 1B IOCs is inactive at both units.
I I
1WFZ Various circuits failed. An internal VHF fault is detected.
1VHF3 RTU 1 input failed. L-RTU-2 bus from the #I RTU to the left COMLNAV radios is
I I
inactive at the #1 VHF input but active elsewhere.
- - - - ___
1VHF4 RTU2inputfailed. R-RTU-1 bus from the #2 RTU to the left COM/NAV radios is
inactive at the #1VHF input but active elsewhere. 1
lVHFl No output data; check circuit breaker L-VHF-1 bus t o the 1A and 1B IOCs is inactive at both units.
1VHF2 Various circuits failed An internal V€€Ffault (code 0 - 19)is detected.
1VHF3 Various circuits failed An internal VHF fault (code 20 - 23) is detected.
~~
1VHF4 Various circuits failed An internal W F fault (code 24,251 is detected.
1VHF5 RTU 1input faded L-RTU-2 bus from the #1RTU to the left COM/NAV radios is
inactive at the #1VHF input but active elsewhere.
1VHF6 RTU 2 input failed R-RTU-1 bus from the #2 RTU to the left COIWNAV radios is
inactive at the #1 VHF i n w t but active elsewhere.

CODE I DESCRIPTION REASON
VHF COMM XCVR 2 [* PHASE 1SYSTEMS ONLY
2WF1 I No output data; check circuit breaker. 1 R-VHF-1 bus to the 2A and 2B IOCsis inactive at both units.
~~
2VHF2 Various circuits failed. An internal VHF fault is detected.

2VHF3 RTU 2 input failed. R-RTU-2 bus from the #2 RTU t o the right COMLNAV radios is
~~~~~
2VHF4 RTU 1input failed. L-RTU-1 bus from the #1 RTU to the right COM/NAV radios is
2WF2 Various circuits failed A n internal VHF fault (code 0 - 19) is detected.
2VHF3 Various circuits failed A n internal VHF fault (code 20 - 23) is detected.
2VHF4 Various circuits failed A n internal VHF fault (code 24,251 is detected.
2WF5 RTU 2 input failed R-RTU-2 bus from the #2 RTU to the right COMLNAV radios is
2VHF6 RTU 1input failed L-RTU-1 bus from the #1 RTU to the right COMLNAV radios is
VLF RECEIVER 1
1VLF1 I No output data; check circuit breaker.

~~ ~
L-VLF-1 bus t o the 1A and 1B TOCs is inactive at both units.
1VLFB Various circuits failed. An internal VLF fault is detected.

lVLF3 Battery failed. Replace the CMA battew.
2VLF1 I No output data; check circuit breaker. 1 R-VLF-1 bus to the 2A and 2B IOCs is inactive at both units.
2VLF2 Various circuits failed. An internal VLF fault is detected.
2VLF3 Battery faiIed. Replace the CMA battery
lVORl I No output data; check circuit breaker. I L-VIR-1 bus to the 1A and 1B IOCs is inactive at both units.
1VOR2 I Various circuits failed. I A n internal VIR fault is detected. - - .
L-RTU-2 bus from the #1 RTU to the left COhUNAV radios is

inactive at the #1 VIR input but active elsewhere.
R-RTU-1 bus from the #2 RTU to the left COMLNAV radios is

2VOR1 No output data; check circuit breaker. R-VIR-1 bus to the 2A and 2B IOCs is inactive at both units.
2VOR2 Various circuits failed. An internal VIR fault is detected.
2VOR3 I RTU 2 input failed. R-RTU-2 bus from the #2RTU to the right C O m A V radios is

FAULT DESCRIFTION REASON

CODE
ZVORA: 1 RTU 1input failed.

I L-RTU-1bus from the #1 RTU to the right COMfNAV radios is
WEATHER RADAR A (Not monitored if #1NDMFD diagnostics are lost)
WXRAl No output data; check circuit breaker. No WXR diagnostic data is detected at the 1A or 1B IOC;
channel A WXR data is applied to the IOCs on the L-ND/MFD-
1bus.
I
~
No output data; check circuit breaker (3-tube
system only).
~
I W T - 1 bus from the RTA to the #1MFD is inactive at the
MFD, Suspect either the RTA output or a failed MFD input.
~~
WXRA3 Various circuits failed. An internal RTA (calibration)fault is detected.
WXRA4 Various circuits failed. A n internal RTA (antenna) fault is detected.
WXRAS Various circuits failed. A n internal RTA (transceiver) fault is detected.

~ ~~ __ ~~ ~ ~~
WEATHER RADAR B (Not monitored if #2 MFD diagnostics are lost) (4-tube system only)
WXRBl
WXRB2
No output data; check circuit breaker.
Various circuits failed.

I No WXR diagnostic data is detected at the 2A or 2B IOC;
channel B WXR data is applied t o the IOCs on the R-MFD-1
bus.
~
An internal RTA (calibration) fault is detected.

WXRB3 Various circuits failed. An internal RTA (antenna) fault is detected.
wxRB4 Various circuits failed. A n internal RTA (transceiver) fault is detected.

~~ ~~ ~ ~~ ~~ ~~
*Some fault codes apply only to phase 1or to phase 2 systems. Phase 1systems use an FMC-851B computer. Phase 2 systems use
an FMC-851C computer. Another way to determine which system is installed i s to cycle FMS power and view the FMS initialization
page on the CDU. This page shows the FMS program number.
PHASE 1SYSTEMS: PROGRAM # 613-5470-017

PHASE 2 SYSTEMS: PROGRAM # 613-5470-025or later.

5.8.3 AMs-850LR U Diagnostic Data of the ZAPS configuration strapping plugs.
VIEW LRU DIAGNOSTIC DATA PAGE: Refer to tables 5-7 through 5-33 for a bit definition of
each diagnostic word. Use this table to decode the
Push the IDX line key to display the index page hexadecimal readouts. Tables 5-5 And 5-6 show how
on the MFD. to interpret a diagnostic word. Each subsequent
sheet contains an example of a decoded word.
Push the MAINTENANCE Xine key.
The STATUS column indicates the current operating
Push the LRU DIAGNOSTIC DATA line key condition of each unit, similar to the AVIONICS
STATUS page. This column is blank for each unit
EXIT LRU DIAGNOSTIC DATA PAGE: with a normal status condition. An OFF-CHK
BREAKR condition means that no diagnostic word
Push the IDX line key was received from that LRU; check that power is
applied to the unit. A n OVERHEAT condition means
The LRU DIAGNOSTIC DATA page &splays a list of that an IAPS power supply module (PWR) is
avionics units that normally provide diagnostic overheating. A FAILED condition means that the
words t o the FMS. Each LRU displays with its LRU is diagnosed as malfunctioned.
current operating status and a readout of the
received diagnostic word. This dynamic display
updates as new data is received. Note that this list
includes optional units (such as ADF 2) only if they
are installed in the aircraft (as defined by IAPS
configuration strapping plugs).
This list is organized alphanumerically into pages

that contain up to five LRU lines per page. Use the
CHP joystick t o scroll between the pages. Move the
joystick down t o display the next page; move the
joystick up to display the previous page. Page
numbers display in the upper right of the screen.
Refer t o figure 5-4. The LRU DIAGNOSTIC DATA

page consists of the radar mode line (top line), the
MFD mode Xine (bottom line), an LRU column, and a
STATUS column. Diagnostic words (if received)
display below each LRU name.

mode. The MFD mode line labels the functions of

Push the MNU line key to display the
maintenance menu page.
Push the RCL line key to recall the previously
used checklist.
checklist menu.
The LRU column names the units that supply

diagnostic words to the FMS. Table 5-4 lists these
units. The diagnostic word received from each unit
displays below the LRU name. Note that the
STRAPPING OPTION line is a hexadecimal readout

RADAR
STATUS
/
COLUMN
F 7
LRU COLUMN
(UNIT NAME) \ ‘wx LRU DIAGNOSTIC DATA
FG 01/07 /
lol
DIAGN OSTlC
WORD
lol
ADF RECEIVER 2
203002
lol
AHRS CCWUTER 1
60000 1
El
AHRS COWLITER 2 FA1LED
oocooo
lol
A I R DATA W T 1
60000 1
M FD
MODE 1 El
LINE
CGO- 0810- 08- AC- 3
LRU Diagnostic Data Page

Figure 5-4

Table 5-4.LRU DIAGNOSTIC DATA Page, Reporting Units.
~~
LRU OCTAL LABEL OF DIAGNOSTIC WORD

ADF RECEIVER 1 350
ADF RECENER 2 350
AHRS COMPUTER 1 350
AHRS COMPUTER 2 350
AIRCRAFT CLOCK 1 352
AIR DATA CMPT 1 350
AIR DATA CMPT 2 350
ATC XPONDER 1 350
ATC XPONDER 2 350
DATA ACQ UNIT A 351
DATA ACQ UNIT B 351
DATA BASE UNIT 351
DME 1 350
DME 2 350
IAPS CDC CPLR 2B CDC INTERNAL
TAPS FCC CMPT LA 071 (from IOC remapped 350 from FCC)
IAPS FCC CMPT 2A 071 (from XOC remapped 350 from FCC)
IAPS FMC 851 1B FMS INTERNAL
I GPS RECEIVER 1 355
I GPS RECENER 2 355

IAPS IOC CONC 1A 350
IAF'S IOC CONC 1B 350
LAPS IOC CONC 2A 350
IAPS IOC CONC 2B 350
NAV DISPLAY 1(NDMFD 1) 350
NAV DISPLAY 2 (MFD 2) 350
PFD DISPLAY 1 350
PFD DISPLAY 2 350
RAD ACTnRADFTR 350
SIG INTF ADPTR 354
STRAPPING OPT 1 352 (from IOC IAPS plug, word 1)
STRAPPING OPT 2 353 ( f o m IOC;U P S plug, word 2)
TCAS COMPUTER 350
VHF COMM XCVR 1 350
VHF COMM XCVR 2 350
VLF RECENER 1 274
VOR RECEIVER 1 350
VOR RECEIVER 2 350
WEATHER W A R A 354 (from ND/MFD 1)
WEATHER W A R B 354 (from MFD 2)

maintenance 523477581I
Table 5-5.Diagnostic Word Interpretation.
These words display on the LRU DIAGNOSTIC DATA and LRU FAULT HISTORY pages.
I
r HEXADECIMAL,DISPMY I 2 0 5 7 A E
BIT NUMBER
9
10
11 E
12
13 0
14 1
15 A 0
16 1
17 1
18 1
19 7 1
20 0
21 1
22 0
23 5 1
24 0
25 0
26 0
27 0 0
28 0
29 0
30 1 These bits are
31 2 0 set: 10-12,14,
16-19,21,23,30.
32 CI
Table 5-6. Hexadecimal To Binary Conversion.
- - --- HEXADECIMAL DIGIT
t
BINARY 0 1 2 3 4 5 6 7 8
VALUE - - --
0 1 0 1 0 1 0 1 0
0 0 1 1 0 0 1 1 0
0 0 0 0 1 1 1 1 0 0 0
-
0 - 0 0 0 0 0 0 0 - 1 1 1
I. Turn to the table that shows the LRU diagnostic word to be decoded.
2. Convert each of the 6 hexadecimal digits displayed on MFD to a binary value.
3. Mark a '1' or a '0' by each bit number in the left column of the table.
4. The description of each line marked with a '1' is true.

Table 5-7.ADF RECENER Automatic Direction Finder Diagnostic Word.
OCTAI, 350
BIT NUMBER DESCRIPTION
*SDI code BCD FAULT CODE (Bits 17-24)
*SDI code 00 No faults found, SSM = Normal
0 11 Failed input bus a t port A, SSM = Failed
0 12 No ADF frequency at port A, SSM = Failed
13 Invalid frequency a t port A, SSM = Failed
0 14 Failed input bus a t port A, SSM = Failed
0 15 No ADF frequency at port B, SSM = Failed
0 16 Invalid frequency a t port B, SSM = Failed
0 17 Not used
18 Not used
1 (BCD 19 Not used
2 fault code 20 No bearing update, SSM = Failed
4 units 21 Not used
8 digit) 22 B+ failure, SSM = Failed
23 B- failure, SSM = Failed
10 I (BCD 24 RAM failure, I/O processor, SSM = Failed
20 I fault code 25 A/D failure, SSM = Failed
40 I tens 26 Sin modulation failure, SSM = Failed
80 I digit) 27 Cos modulation failure, SSM = Failed
28 SMO lock failure, SSM = Failed
29 Antenna power failure, SSM = Failed
30 Low signal level, or no rcv station, SSM = NCD
31 Detector out-of-lock, or no rcv station, SSM = NCD
32 AGC out-of-range, or no rcv station, SSM = NCD
33 Hf key line low, or no rcv station, SSM = NCD
0 34 Dc sin failure, or no rcv station, SSM = Normal
**SSM code 35 Dc cos failure, or no FCV station, SSM = Normal
**SSM code
Parity (odd) FAULTCODE SSM
0, 34, 35 Normal
11-29 Failed
30-33 No computed data
%DI code: Bit 10 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal
EXAMPLE: Diagnostic word = 203101
1 Bits 9-12 Bit 9 is set; SDI = ADF number 1

0 Bits 13-16 No bits are set
1 Bits 17-20 Bit 17 is set; fault code units digit is 1 (code is 31)
3 Bits 21-24 Bits 21 and 22 are set; fault code tens digit is 3
2 Bits 29-32 Bit 30 is set; SSM = No computed data

Table 5-8.AHBS COMPUTER Attitude Heading Computer Diagnostic Word.
OCTAL 350 DESCRIPTION
BIT NUMBER
*SDI code
*SDI code
Heading invalid = 1
Attitude invalid = 1
Rate compare invalid = 1

Accel compare invalid = 1
Checksum invalid = 1
Alignment invalid = 1
Flux detector invalid = 1

YO invalid = 1
Hardware invalid = 1
Wheel 1failed = 1
Wheel 2 failed = 1
Initialization mode not complete = 1
High rate invalid = 1
Box orientation invalid = 1
RAM backup invalid (low battery) = 1

Wraparound disabled = 1
compensation mode on = 1
DG mode (not slaved) = 1, slaved = 0
Failed ADC input bus = 1

**SSM code
**SSM code
Parity (odd)
"SDI code bits: 10 9 LRU Number **SSM code bits: 31 30 LRU Status
0 0 Notused 0 0 Failed
0 1 1 (left) 0 1 Notused
1 0 2(right) 1 0 STIM (test) mode
1 1 3 1 1 Normal
EXAMPLE: Diagnostic word = 02200A
A Bits 9-12 Bits 10 and 12 are set; SDI = AHC number 2 and attitude is invalid
2 Bits 21-24 Bit 22 is set; initialization mode is in progress
2 Bits 25-28 Bit 26 is set; wraparound is disabled
0 Bits 29-32 No bits are set; SSM = Failed

Tuble 5-9.AIRCRAFT CLOCK Diagnostic Word.
OCTAL 352
*SDI code
*SDI code
0
0
0
0
Internal power monitor = 1
Crystal frequency monitor = 1
0
*SSM code
*SSM code
Parity (odd)
*SDI code bits: 10 9 LRU Number **SSM code bits: 31 2 LRU Status
0 1 1(left) 0 1 Nocomputeddata
1 0 Z(right) 1 0 Functional test
1 1 Notused 1 1 Normal
1 Bits 9-12 Bit 9 is set; SDI = CLK number 1

6 Bits 29-32 Bits 30 and 31 are set; SSM = Normal

Table 5-10. AlR DATA CMPT Air Data Computer Diagnostic Word.
OCTAL 350
*SDI code
*SDI code
0
0
ALT computation invalid = 1

IAS computation invalid = 1
Failed ARINC input bus = 1
FIFO failed = 1
Absent ADC-4(RS-422)cross-talk input bus = 1

Absent ARP (RS-422)input bus = 1
Temperature sensor YO failed = 1
Ps (static) sensor failed = 1
Qc (pitot) sensor failed = 1

Battery failed = 1
0
ADC configuratiodstrapping invalid = 1
Ps channel ACM failure = 1

Qc channel ACM failure = 1
Ps coefficient PROM failed = 1
Qc coefficient PROM failed = 1
0
**SSM code
**SSM code
Parity (odd)
"SDIcode: Bit 10 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 ***Fault data
0 1 1(left) 0 1 Notused
1 0 2(right) 1 0 Functional test
***Bits 30 and 31 (0,O) means diagnostic word contains fault information.
2 Bits 9-12 Bit 10 is set; SDI = ADC number 2

8 Bits 21-24 Bit 24 is set; the ADC configuration is invalid '

Table 5-11. TDR-90 TRANSPONDER Diagnostic Word.
OCTAL 3501064
BIT NUMBER
*SDIcode BCD FAULT CODE (BITS 17-24
*SDI code 00 No faults found
TDR fail = 1 01 TDR failed (test) ( CAD-870 only)
RAM fail = 1 02 CAD RAM failed (CAI)-870 only)
04 CAD ROM failed (CAD-870 only)
ROM fail = 1 08 Failed input bus at port B (CAD-870 only)
RTU-2 bus (port B) failed = 1 10 Failed input bus at port A (CAD-870 only)
RTU-1 bus (port A) failed = 1
0 POWER SUPPLY DIAGNOSTICS:
11 +5-Vdc supply
1 I (BCD 12 +70-V dc Supply
2 I fault code 13 +35-V dc Supply
4 1 units 14 Low-voltage power supply
8 I digit) TaANSMITTER/MODULATOR DIAGNOSTICS:
21 Final stage over-current
10 1 (BCD 22 Top antenna low power output
20 I fault code 23 Bottom antenna low power output
40 I tens 24 Transmitter overtemperature
80 I digit) SYNTHESIZER DIAGNOSTICS:
31 Lock detect
32 Low power detect
RECEIVER DIAGNOSTICS:
41 Top receiver channel
42 Bottom receiver channel
43 Top DPSK demodulator
0 44 Bottom DPSK demodulator
**SSM code ROM DIAGNOSTICS:
**SSM code 51 High-byte ROM
Parity (odd) 52 Low-byte ROM
53 Both ROM chips
(BCD fault codes continued on next page j
*SDIcode: Bit 10 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
1 0 2(right) 1 0 Notused
EXAMPLE: Diagnostic word =600001
1 Bits 9-12 Bits 9 is set; SDI = TDR number 1

6 Bits 29-32 Bits 30 and 31 are set; SSM =Normal

Table 5-11. TDR-90 TIWVSPONDER Diagnostic Word (Cont).
DESCRIPTION
BCD FAULT CODE (Bits 17-24) (Contj
RAM DIAGNOSTICS: TCAS COMMUNICATIONS DIAGNOSTICS:
61 High-byte IEAM B1 TCASUART
62 Low-byte RAM B2 TCAS system failure
63 Both RAM chips B3 TCAS bus inactive
64 Cache RAM B4 TCAS protocol error
65 Cache RAM and high-byte RAM SQUITTER DIAGNOSTICS:
66 Cache RAM and low-byte RAM C1 Top channel squitter
67 Cache Ram and both RAM chips C2 Bottom channel squitter
68 Dual port RAM
DO Diversity
70 Nonvolatile RAM MESSAGE PROCESSOR DIAGNOSTICS:
SERIAL INPUT CONTROL BUS E l Top channel message processor
DIAGNOSTICS:
81 ARINC 429 control UART E2 Bottom channel message processor
82 ARINC 429 control port A inactive CONFIGURATION DIAGNOSTICS:
83 ARINC 429 control port B inactive F1 Mode-S discrete address changed
84 ARINC 429 control port C inactive F2 TCAS selection changed
85 CSDB control port A inactive F3 Altitude units selection changed
SERIAL ALTITUDE INPUT F4 Max airspeed program selects changed
DIAGNOSTICS:
91 ARINC 429675 altitude UART F5 Port selects changed
92 ARINC 429/575 altitude port A inactive F6 SDI selects changed
93 ARINC 429/575 altitude port B inactive F7 Single antenna selection changed
94 CSDB altitude port A inactive F8 ADLP selection changed
95 CSDB altitude port B inactive FF Unacceptable mode43 address selected
99 Not used (CTL-92T)
ADLP COMMUNICATIONS
DIAGNOSTICS:
A1 ADLPAd3UART
A2 ADLPABinput
A3 ADLPC/DUART
A4 AI)LP C/D input

Table 5-13. TDR-94/ 940 TRANSPONDER Diagnostic Word.
DESCRIPTION
"SDI code BCD FAULT CODE (BITS 17-24
TDR fail = 1 POWER SUPPLY DIAGNOSTICS:
RAM fail = 1 11 +5-V dc supply
12 +70-V dc supply
ROM fail = 1 13 +35-Vdc supply
RTU-2 bus (port B) failed = 1 14 Low-voltage power supply
RTU-1 bus (port A) failed = 1 TFUNSMITTERMODULATOR DIAGNOSTICS:
GPBUS-3 (port C)failed = 1 21 Final stage over-current
22 Top antenna low power output
1 I (BCD 23 Bottom antenna low power output
2 I faultcode 24 Transmitter overtemperature
4 I units SYNTHESIZER DIAGNOSTICS:
8 I digit) 31 Lock detect
32 Low power detect
10 I (BCD RECEI'WR DIAGNOSTICS:
20 I fault code 41 Top receiver channel
40 I tens 42 Bottom receiver channel
80 I digit) 43 Top DPSK demoddator
44 Bottom DPSK demodulator
R-ADC-2 bus (port A) failed = 1 ROM DIAGNOSTICS:
L-ADC-2bus (port €3) failed = 1 51 High-byte ROM
Serial ADLP bus fail = 1 52 Low-byte ROM
TCAS-1 input bus failed = 1 53 Both ROM chips
0 (BCD fault codes continued on next page)

**SSM code
**SSM code
Parity (odd)
"SDIcode: Bit 10 W LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 1 1(left) 0 1 Not used
1 0 2 (right) 1 0 Notused


Table 5-13.TDR-94/940TRANSPONDER Diagnostic Word (Cont).
OCTAL 350/064
BIT NUMBER DESCRIPTION _ _
BCD FAULT CODE (Bits 17-24)(Cont)
61 High-byte RAM B1 TCASUART
62 Low-byteRAM B2 TCAS system failure
64 CacheRAM B4 TCAS protocol error
65 Cache RclM and high-byte RAM SQUITTER DIAGNOSTICS:
68 DualportRGM
DO Diversity
DIAGNOSTICS:
82 AFtINC 429 control port A inactive CONFIGURATION DIAGNOSTICS:
85 CSD3 control port A inactive F3 Altitude units selection changed
DIAGNOSTICS:
91 ARINC 4291575 altitude UART F5 Port selects changed
93 ARINC 429/575 altitude port B inactive 3'7 Single antenna selection changed
95 CSDB altitude port B inactive FF Unacceptable mode-S address selected
ADLP COMMUNICATIONS
DIAGNOSTICS:
A1 ADLPA/B UART
A2 ADLP MI3 input
A3 ADLPCmUART
A4 ADLP C/D input

Table 5-15.DATA ACQ UNIT Data Acquisition Unit Diagnostic Word.
OCTAL, 351
BIT NUMBER I *SDI code
DESCRIPTION ~~~
*SDI code
0
In 0
DAU channel failed = 1

0
0
CLK-1 input bus failed = 1
GP-1 input bus failed = 1

MFD-1 input bus failed = 1
0
SIA-1 input bus failed 1
DAU ROM failed = 1

DAU external RAM failed = 1
Discrete Mux failed = 1
DAU internal RAM failed = 1
DAU cross-channel failed = 1

*SSM code
31 (4) I *SSMcode
*SSM code
I Parity(odd)
Parity (odd)
*SDI code bit -
10 9 LRUNumber **SSMcodebits: 31 30 LRUStatus
0 1 A (left) 0 1 Notused
1 0 B(right) 1 0 Notused
EXAMPLE: Diagnostii
Diagnostic word = 000901
1 Bits
Bil 9-12 Bit 9 is set; SDI = DAU side A (left channel)
0 Bil 13-16
Bits No bits are set
9 Bil 17-20
Bits Bits 17 and 20 are set; GP-1 and SIA-1buses failed
0 Bil 21-24
0 Bil 25-28
0 Bil 29-32
Bits No bits are set; SSM = Failed

Table 5-16. DATA BASE UNIT Diagnostic Word
OCTAL 351
0
0
Spare
Spare
Spare
Spare
Received data fault (note 1)= 1
Transmitter fault = 1
RAM fault = 1
EPROM checksum fault = 1
Disk controlIer fault = 1
DBU master fault (note 2) = 1
Drive undertemperature status (note 3) = 1

DBU input bus 1inactive from L-FMC-5 (note 4 ) = 1
DBU input bus 2 inactive from R-FMC-5 (note 4) = 1
DBU input bus 3 inactive from L-MDC-3 (note 4) = 1
DBU input bus 4 inactive (note 4)= 1

D3U input bus 5 inactive (note 4) = 1
D3U input bus 6 inactive (note 4) = 1
DBU input bus 7 inactive (note 4) = 1

*SSM code
*SSM code
Parity (odd)
*SSM code: Bit 31 Bit 30 LRU Status

0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Fail
Note 1: Set for 5 seconds if received data fault detected on any of the 8 input buses.
Note 2: Cleared if bits 15-19,21-29 are all 0.
Note 3: Set if drive temperature is less than 0 "C.
Note 4: Set if no activity for previous 10 seconds.

8 Bits 13-16 Bit 16 is set; transmitter fault
1 Bits 17-20 Bit 17 is set; RAM fault

Table 5-17. LIME Distance Measuring Equipment Diagnostic Word.
O C T U 350
0 01 Power supply failed
Video processor fault = 1 02 Synthesizer out of lock
03 Transmitter failed
Receiver fault = 1 04 Video processor failed (test)
Distance processor fault = 1 05 Receiver processor failed (test)
Microprocessor ROM fault = 1 06 Distance processor f d e d (test)
Microprocessor RAM fault = 1 07 ROM failed
08 RAM faiIed
1 I (BCD 09 Input bus a t port B absent
2 I fault code 10 Input bus a t port A absent
4 I units
8 I digit)
10 I (BCD
20 I faultcode
40 I tens
80 1 digit)
Power supply fault = 1

Synthesizer fault = 1
L-RTU-2 bus at port B absent = 1
R-RTU-1 bus at port A absent = 1

**SSM code
**SSM code
Parity (odd)
0 1 1(left) 0 1 No computed data
1 Bits 9-12 Bit 9 is set; SDI = DME number 1

2 Bits 13-16 Bit 14 is set; a distance processor fault is detected
6 Bits 17-20 Bits 18 and 19 are set; fault code units digit is 6 (code is 06)
0 Bits 21-24 Bit 24 is set; fault code tens digit is 0

Table 5-18. IAPS CDC CPLR 2B Control Display Coupler Diagnostic Word
DESCRIPTION
Number 2 CDU fault = 1

R-CDU-1 input bus failed = 1
LA-IOC-4 input bus failed = 1
LB-IOC-4 input bus failed = 1
RA-IOC-4 input bus failed = 1

RB-IOC-4 input bus failed = 1
1;-FMC-4 input bus failed = 1
Low battery (CDC battery A l )
0
0
Watchdog monitor inhibited = 1
0
0
*SSM code
WSM code
0

0 0 Failed
1 0 Functional test
1 1 Normal

2 Bits 17-20 Bit 18 is set; CDU input bus failed
8 Bits 21-24 Bit 24 is set; the CDC battery is low

Table 5-19.IAPS FCC CMPT Flight Control Computer Status Word.
OCTAL 071
*SDI code
*SDI code
0
0
0
FCC failed = 1
0
0
0
Configuration strapping not compatible = 1
0
0
0
Trim system fail = 1
FCC-3 cross-channel input bus fail = 1
A-IOC-3 input bus faiI = 1
AHC-1input bus fail = 1

MSP input bus fail = 1.
B-IOCS input bus fail = 1
0
0
**SSM code
**SSM code
"SDIcode: Bit 10 BitS LRU Number **SSM code: Bit 31 Bit 30 LRU Status
1 Bits 9-12 Bit 9 is set; SDI = FCC number 1

2 Bits 21-24 Bit 22 is set; a trim system fault is detected
0 Bits 29-32 No bits are set; SSM = Failed FCC system

Table 5-20. FMC-851 Flight Management Computer Status Word.
FMS INTERNAL
WORD DESCRIPTION
~
BIT NUMBER
0
0
0
0
Number 1CDU fault = 1

L-CDU input absent = 1
LA-IOC-4 input absent = 1
LB-IOC-4 input absent = 1
RA-IOC-4 input absent = 1

RB-IOC-4 input absent = 1
FMC-4 x-taIk input absent = 1
Low battery (FMC-851battery A1) = 1
Low battery (FMC-851 battery A2)= 1

LOWbattery (FMC-852) = 1
Watchdog monitor inhibited = 1
FMC-852 not responding = 1
29 (1) FMC-851 clock oscillator fault = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

1 Bits 17-20 Bit 17 is set; number 1CDU fault
2 Bits 25-28 Bit 26 is set; Low battery in FMC-852
0 Bits 29-32 No bits are set; SSM = Normal
Revised 12 March 1997 5-65 .

Table 5-21. GPS GLOBAL POSITIONING SYSTEM Diagnostic Word.
i
I
OCTAL 355/042
BIT " M B E R
*SDI code
DESCRIPTION
I *SDI code
I Reserved
I Reserved
I
I Reserved
I Reserved
I Reserved
I Reserved
1
I Reserved
I Reserved
I Differential input bus 2 no activity = 1
I
I DADC input bus 2 no activity = 1
I DADC input bus 1no activity = 1
I FMS/IRS input bus 2 no activity = 1
I FMSDRS input bus 1 no activity = 1
I
I GPS failed = 1
I RF input fault = 1
I Sensor fault = 1
I Test inhibited = 1
I
I Reserved (Commandword acknowledge = 1)
I **SSM code
I **SSM code
i
Parity (odd)
*SDI code bits: 9 LRU Number **SSM code bits: 31 30 LRU Status
0 1 1(left> 0 1 Nocomputeddata
1 1 3 1 1 Notused
2 Bits 9-12 Bit 10 is set; SDI = number 2 GPS sensor

4 Bits 21-24 Bit 23 is set; FMSfiRS input bus 2 is not active
2 Bits 29-32 Bit 30 is set; SSM = no computed data

Table 5-22.IAPS IOC CONC I l O Concentrator Diagnostic Word.
OCTAL 350
BIT NUMBER
0
0
Memory region 1 fail = 1

UART/Mux data Bus fail = 1
Initialization mode = 1
M u OF UART status word error = I
Mux wraparound test fail = 1
Hardware prioritizer test fail = 1
Heartbeat monitor test fail = 1

Local straps test fail = 1
LAPS system strapping plug test fail = 1
CPU test fail = 1
Test vector simulation = 1

Input queue overrun error = 1
Output queue overrun error = 1
U P S environmental control card failed = 1
Onside cross-quadrant power supply overheat = 1

*SSM code
*SSM code
Parity (odd)

0 0 Fault
1 0 Functional test
1 1 Normal

2 Bits 17-20 Bit 18 is set; mux or UART status word errors are detected
0 Bits 29-32 No bits are set; SSM = fault

Table 5-23.NAV DISPLAY ND IMFD Display Diagnostic Word.
OCTAL 350
9 (1) TCAS failed = 1
10 (2) 0
11 (4) ND: R-AHC input bus failed = 1,MFD: R-AHC/R-FMS-2 input bus failed = 1
12 (8) ND: L-AHC input bus failed = 1,MFD: L-AHC/L-FMS-2 input bus failed = 1
LB-IOC fail 1
LA-IOC fail = 1
RB-IOC faiI = 1
RA-IOC fail = 1
L-ADC input bus failed = 1

R-ADC input bus failed = 1
0
WXT-1 input bus failed = 1
ARINC wraparound fail = 1

High voltage power supply fail = 1
Low voltage power supply fail = 1
MEM memory module failed = 1
YO processor fail = 1
Display processor failed = 1
Video amplifier fail = 1
Deflection amplifier fail = 1
29 (1) Graphics generator fail = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
**SSM code: Bit 31 Bit 30 LRU Status

0 0 Failed
1 0 Functional test
1 1 Normal
EXAMPLE: Diagnostic word = OlOOFO

F Bits 13-16 Bits 13-16 are set; all 4 IOC-1 buses failed
1 Bits 25-28 Bit 25 is set; YO processor fault detected

Table 5-24.PFR DISPLAY Primary Flight Display Diagnostic Word.
OCTAL 350
9 (1) TCAS failed = 1
10 (2) 0
11 (4) R-AHC input bus failed = 1
12 (8) L-AHC input bus failed = 1
LB-IOC fail = 1
LA-IOC fail = 1
RB-IOC fail = 1
RA-IOC fail = 1
L-ADC input bus failed = 1

R-ADC input bus failed = 1
0
0
ARINC wraparound fail =: 1

High voltage power supply faiI = 1
MEM memory module failed = 1
YO processor fail = 1
Display processor failed = 1
Graphics generator fail = 1

**SSM code
**SSM code

0 0 Failed
1 0 Functional test
1 1 Normal


Table 5-25.RAD ALTMR ADPTR Radio Altimeter Adapter Diagnostic Word.
DESCRIPTION
"SDI code 00 No faults found
Altimeter fail = 1 01 Altimeter failed
RAMfail= 1 02 RAM failed
03 Not used
ROM fail = 1 04 ROM failed
0
0
0
1 I (BCD
2 1 fault code
4 1 units
8 1 digit)
10 (BCD
20 fault code
40 tens
80 digit)
0
0
0
0
0
**SSM code
**SSM code
Parity (odd)
0 1 1 (left) 0 1 FtAout ofrange
9 Bits 9-12 Bits 9 and 12 are set; SDI = RAC number 1and RAM fail
0 Bits 21-24 No bits are set; fault code tens digit is 0

Table 5-26. SIG INTF ADPTR Signal Interface Adapter Diagnostic Word.
OCTAL 354
9 (1) *SDI code
10 (2) "SDI code
11 (4) 0
12 (8) 0
ROM failed = 1
RAM failed = 1
UART failed = 1
0
0
**SSM code
**SSM code
Parity (odd)
'SDIcode: Bit 10 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
1 0 Z(right) 1 0 Notused
1 Bits 9-12 Bits 9 is set; SDI = SIA number 1

4 Bits 25-28 Bit 27 is set; UART failure is detected

Table 5-27. STRAPPING OPT I (or STRAPPING OPTION) Diagnostic Word.
OCTAL 352
BIT NUMBER . -
DESCRIPTION
9 (1) VLFl installed = 1
10 (2) GPSI installed = 1
11 (4) VLF2 installed = 1
12 (8) Dual NDMFD installed = 1
Dual DME installed = 1

Dual ADF installed = 1
Dual ADC installed = 1
ARINC clock installed = 1
GPSZ installed = 1
Single PFD installed = 1,dual PFD instaIled = 0
INS installed = 1,AHRS installed = 0
TCAS installed = 1
FMS configuration code FMS CONFLG CODE (Bits 21-22)

FMS configuration code 0 0 DualFMC,dualCDU
RTA-844 installed = 1,RTA-854 installed = 0 0 1 Single FMC, dual CDU
Word 1 parity (odd) 1 0 Single FMC, single CDU
1 1 Notused
0
1
1
Parity (odd)
1 Bits 9-12 Bit 9 is set; one VLF is installed in the 3-tube system
7 Bits 13-16 Bits 13-15 are set; two DMEs, ADFs,and ADCs are installed
0 Bits 17-20 No bits are set; two PFDs and AHRS are installed
1 Bits 21-24 Bit 21 is set; one FMC and two CDUs are installed, RTA-854 is installed
6 Bits 29-32 Bits 30 and 31 are set

Table 5-28. STRAPPING OPT 2 (or S T W P I N G OPTION) Diagnostic Word.
DESCRIPTION
X-side NAV allowed = 1
VNAV mode allowed = 1
Spare
FD display CV-BAR = 0, XPTR = 1)
BRG pointer code BRG POINTER CODE (Bits 13-14)

BRG pointer code -
14 13 SELECTCODE
Spare 0 0 No bearing pointers
Spare 0 1 One bearing pointer
1 0 Two bearing pointers
GPS sole means (certified =0, not certified = 1) 1 1 Notused
AFIS installed = 1
MLS 1installed = 1
MLS 2 installed = 1
CDU type (full alpha = 0, shared = 1)

COMM type (VHF-422B = 0, VHF-422A = 1)
SIA strap (single = 0, dual = 1)
Word 2 panty (odd)
0
1
1
Parity (odd)
EXAMPLE: Diagnostic word = 6040E7
7 Bits 9-12 Bits 9-11 are set; X-side NAV, VNAV mode, and WAR selected
E Bits 13-16 Bits 14-16 are set; two bearing pointers selected
4 Bits 21-24 Bit 23 is set; full alpha CDU,VHF-422BYtwo SLAS installed

Table 5-29. TCAS COMPUTER TTR Dansmitter Receiver Diagnostic Word.
DESCRIPTION
0
0
TTR failed = 1
TRE top antenna failed = 1
TRE bottom antenna failed = 1

Inactive input from radio altimeter 1= 1
Inactive input from radio altimeter 2 = 1
Inactive/fail input from transponder 1= 1
Inactive/fail input from transponder 2 = 1

Failed attitude input bus = 1
Failed heading input bus (3 minute delay) = 1
TCAS system fail = 1
Spare
Spare
TA display system 1fail = 1
TA display system 2 fail = 1
€?Adisplay system 1fail = 1

RA display system 2 fail = 1
Central fault display input inactive = 1
Bite inhibit (CMC function = 1)
Command word acknowledge (CMC function = 1)

**SSM code
**SSM code
Parity (odd)
"SSM code: Bit 31 Bit 30 LRU Status

0 0 Normal
1 0 Functional test
1 1 Failed
Note: Ignore bits 27,28, and 29 because CMC is not installed in this system.

4 Bits 13-16 Bit 15 is set; inactive input from radio altimeter 2
4 Bits 21-24 Bit 23 is set; TA display system 1fail
6 Bits 29-32 Bits 30 and 31 are set; SSM = failed

Table 5-30. VHF COMM XCVR Diagnostic Word.
~ ~ ~~~
DESCRIPTION
*SDI code BCD SHUTDOWN CODE (BITS 25-29)
0 01 5-V dc level low (test)
0 02 5-V dc level high (test)
03 12-V dc level low (test)
0 04 12-V dc level high (test)
0 05 Synthesizer out of lock
0 06 Not used
0 07 Squelch open wlo signal (test)
08 Squelch closed with signal (test)
1 1 (BCD 09 Not used
2 1 fault code 10 Not used
4 1 units 11 No VHF frequency rcvd or no rcv station
8 1 digit) 12 Invalid frequency rcvd or no rcv station
13 Not used
10 (BCD 14 Internal freq invalid or no rcv station
20 fault code 15 Frequency out of range or no rcv station
40 tens 16 Forward power low
80 >
digit 17 Transmitter temperature high
18 Not used
0 19 Not used
0 20 Not used
0 21 Tune volts fail a t high freq (test)
0 22 Tune volts fail a t low freq (test)
23 Oscillator output low (test)
0 24 No signal AGC level high (test)
**SSM code 25 AGC fail with signal (test)
**SSM code 26 Reflected power high
Parity (odd) 27 Transmitter time-out or no rcv station
98 Failed input bus at port A
99 Failed i n m t bus at ~ o r B
t
*SDIcode: Bit 10 BitS LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 1 1(left> 0 1 No computed data
1 1 3 1 1 Normal
2 Bits 9-12 Bit 10 is set; SDI = VHF number 2

4 Bits 29-32 Bit 31 is set; SSM = functional test

maintenance 523477587 7
Table 5-31. VLF RECElVlTR Diagnostic Word.
DESCRIPTION
*SDI code
*SDI code
0
0
No clock input words = 1

No air data input words = 1
No AHRS input words = 1
No data on input bus 2 (RB-GP BUS 2) = 1
No data on input bus 1(LB-GP BUS 2) = 1

No data on input bus 3 (high-speed) = 1
Low battery on CMA = 1
ARINC 429 wraparound 2 fail = 1

Antenna fail = 1
Processor fail = 1
Receiver fail = 1
OsciIlator fail = 1
**SSM code
**SSM code
Parity (odd)
0 0 Not used 0 0 FaiIed
1 0 2(right) 1 0 Not used
1 1 3 1 1 Normal
1 Bits 9-12 Bit 9 is set; SDI = VLF number 1

4 Bits 25-28 Bit 27 is set; processor failure was detected in self-test

Table 5-32. VOR RECEWER Diagnostic Word.
DESCRIPTION
0 01 Not used
0 02 RAM fail
03 No received CSDB sync
04 No received CSDB frequency
05 Invalid NAV frequency
06 ILS mode not same as delayed ILS line
07 Not used
08 Not used
1 I (BCD 09 Processor port 1I/O bus fail
2 I fault code 10 Processor port 2 I/O bus fail
4 1 units 11 A/D busy
8 I digit) 12 A/Dfailed reference test
13 +13-V dc level failed test
10 I (BCD 14 -13-V dc level failed test
20 I faultcode 15 Not used
40 I tens 16 Not used
80 I digit) 17 VOR synthesizer out of lock
18 AFC not locked or no rcv station
VOR fault = 1 19 No 30-Hz ref signal or no rcv station
LOC fault = 1 20 No 3 0 - H ~var signal or no rcv station
GS fault = 1 25 LOC synthesizer out of lock
Frequency fault = 1 26 LOC signal level low or no rcv station
28 GS synthesizer out of lock
Radio fauIt = 1 29 GS signal level low or no rcv station
**SSM code 32 Marker beacon receiver failed
**SSM code 40 No data at input port A
Parity (odd) 41 No frequency a t input port A
42 No data at input port B
43 No frequency at input port B
44 No internal freauencv at Drocessor
"SDIcode: Bit 10 LR'U Number **SSM code: Bit 31 Bit 30 LRU Status
2 Bits 9-12 Bit 10 is set; SDI = VIR number 2

8 Bits 17-20 Bits 20 is set; fault code units digit is 8 (code is 18)

Table 5-33. WEATHER M A R Diagnostic Word.
DESCRIPTION
*SDI code (of MFD) -
BIT-25
-24-23 22 21 20 19 FAULTCODE
*SDI code (of MFD) 0 0 0 0 0 0 0 Nodetectedfaults
Slaved mode = 1 1 0 0 0 0 0 0 Transmitter/receiverfault
0 0 1 0 0 0 0 0 Antennafault
0 0 1 0 0 0 0 Control fault
0 0 0 0 1 0 0 0 Attitude input fault
Turb alert on = 1 0 0 0 0 1 0 0 Calibration fault
Weather alert on = 1 0 0 0 0 0 1 0 Controlbusabsent
Anti-clutter on = 1 0 0 0 0 0 0 1 Degradedvaxprocessing
Sector scan reduced = 1 -

BIT-29-28-27 MODE CODE
Stab limits reached = 1 0 0 0 STBY
Fault code 0 0 1 wx
Fault code 0 1 0 GND MAP
0 1 1 Contour
Fault code 1 0 0 Test
Fault code 1 0 1 TURB ONLY
Fadt code 1 1 0 WX + TURB
Fault code 1 1 1 Target
Fault code
Stabilization on = 1
Mode code
Mode code
Mode code
1
1
Paritv (odd)
Y3DIcode: Bit 10 LRU Number

0 0 Not used
0 1 1(left)MFD
1 0 2(right)MFD
1 1 Not used
EXAMPLE: Diagnostic word = 62C001
1 Bits 9-12 Bit 9 is set; SDI = MFD number 1

C Bits 21-24 Bit 23 and 24 are set; control and antenna faults are detected
2 Bits 25-28 Bit 26 is set; stabilization on


5.8.4 AMs-850 LR U Fault History consists of the radar mode line (top line), the MFD
mode line (bottom line), a FAULTS FOUND column,
VIEW LRU FAULT HISTORY PAGE: a TIMEKODE column, and a COUNT column. The
top of each page lists the fault log number and the
Push the IDX line key to display the index page Zulu tirne/date the aircraft became airborne.
on the MFD.
Push the MAINTENANCE line key mode, The MFD mode line labels the functions of
Push the LRU FAULT HISTORY line key.
EXIT LRU FAULT HISTORY PAGE: Push the MNU line key to display the
maintenance menu page.
Push the IDX line key. Push the RCL line key t o recall the previously
used checklist.
The LRU FAULT HISTORY page displays fault logs Push the EMG line key to display the emergency
of past flights. Each log contains stored fault checklist menu.
information for one flight. This fault information
includes the name of every LRU that failed during The FAULTS FOUND column lists each LRU
the flight and the corresponding time of failure, fault diagnosed as failed during the flight, and the
code, diagnostic word, and fault counter value. "NO diagnostic word (if applicable) received from that
FAULTS' annunciates if no fault logs are stored. LRU when its first fault occurred. Refer to tables 5-7
through 5-33 t o interpret each diagnostic word.
Fault history is organized into numbered logs, each
representing one flight. A log is created when a fault The TIMEICODE column lists the Zulu time that the
is diagnosed while the aircraft is airborne; a log is (first)fault was diagnosed, and a code that explains
not created if no faults occur dwing the flight. When why this fault was diagnosed. Refer to table 5-3 t o
the aircraft lands, the open current log is either interpret each fault code.
canceled (no faults diagnosed in flight) or closed (a
fault was diagnosed). If a new log is created, it The COUNT column lists the number of times the
becomes fault log 1; already existing logs are LRU failed during the flight. The fault counter
renumbered. increments each time the LRU is diagnosed as failed
after being diagnosed as healthy.
A maximum of 40 faults may be stored in the
nonvolatile FMS memory Between 1(if40faults are LRU fault history logs may be down-loaded t o
stored in log 1)and 40 (if 1 fault per log is stored) diskette using the DBU.
logs may be stored, however no partial logs are
stored. If a new log increases the total number of
faults or logs to more than 40, the oldest log is
cornrdetely erased to free enough memory for the new
log.
Each fault log is organized into pages that contain up

to five LRU entries per page. The LRU entries
display in chronological order; the first detected fault
displays at the top of page 1.Use the CHP joystick to
scroll between the pages and between logs. Move the
joystick down t o display the next page; move the
joystick up to display the previous page. Page
numbers display in the upper right of the screen.
Move the joystick right to display page 1of the next
higher- numbered fault log; move the joystick left to
display page 1of the next lower-numbered log.
Refer to figure 5-5. The LRU FAULT HISTORY page

RADAR
TIME OF FAULT/
CODE COLUMN
/
r 7
FAULTS FOUND .wx LRU FAULT HISTCRY FAULT COUNTER

COLUMN
FAULT LOG 4
START OF FLIWT-22:451
El / COLUMN
/
LRU FIELD
DIAGNOSTIC
WORD FIELD
/ IAPS CDC CPLR 28 23:16Z
.
lol
lol TIME FIELD

002000 2BCD6
WEATHER RADAR A
601001
00 :522
wxRA2
1
k r
w3R RECEIVER 1 01 :05Z 255 CODE FIELD
1F0201 1-1 El
IAPS IOC CONC 1A 01 :08Z 1
MFD OooMX: 1AI05
MODE 1 lol
LINE
CGO-0810-08-AC-4
LRU Fault History Page

Figure 5-5



I 5.9 AMs-5000DIAGNOSTIC DESCRIPTION I cross-side FCC. The selected FCC then transmits
I I left- and right-side ASCII display data on the
I Built-in system diagnostics monitor reporting LRUs I L-FCC-1 (or R-FCC-1) high-speed bus t o the IOCs.
I in the avionics system and display both dynamic I This FCS diagnostic display data is supplied to the
I status reports and recorded fault history logs. The I MFD on four IOC-1 buses.
I following paragraphs describe the various diagnostic
I functions. Use these diagnostics to test and trouble-
I shoot the avionics system. The technician should
I
'
become familiar with the capabilities of the diagnos-
tic system before starting the LRU fault isolation
procedures provided later in this manual.
Figure 5-6 shows a flow diagram of the diagnostic

configuration. The technician selects the MFD
MAINTENANCE MENU by pushing the MFD IDX
line key and then pushing the MAINTENANCE line
key on the MFD INDEX page. The MAINTENANCE
MENU page is displayed on the MFD. This request
for the MDC-4000 to transmit diagnostic display
information is coded onto the MFD mode word and
transmitted on the MFD-1 bus to the IOC data
concentrators.
The MDC-4000 Maintenance Diagnostic Computer

receives the request for diagnostics through the IOC
data concentrators. The MDC computer handles the
primary system diagnostics; the FCC computers
handle flight control system (FCS) diagnostic func-
tions.
The MDC computer routinely monitors individual

LRU diagnostic words on the four IOC-4 buses from
the IAPS data concentrators. The MDC internally
compiles a maintenance file for each reporting LRU,
and stores these files in nonvolatile memory. The
maintenance files can be downloaded t o a diskette.
The MDC downloads the maintenance files on the
L-MDC-3 dedicated RS-422 bus to the DBU-4100
Data Base Unit. When a request for diagnostics is
received, the MDC processes the appropriate infor-
mation and transmits page formatted display data on
the L-MDC-2 dedicated ARINC 429 high-speed bus
t o the MFD.
The FCC diagnostics are accessed by selecting the

FCC DIAGNOSTICS line on the MFD INDEX page.
The FCC computers monitor LRU input data on the
four IOC-3 buses from the data concentrators. The
two FCCs hnction together to operate the FCC
diagnostic modes, but only one FCC transmits
display data to the MFD. A blue arrow on the MFD
shows which FCC is sourcing the FCS diagnostic
display. When a request for diagnostics is received,
each FCC processes the appropriate left- or right-side
diagnosticinformation and transmits this data to the

REQUEST FOR DIAGNOSTICS

(MFD MODE WORD)
1-
I
LA-IOC-1 I
-
+
1A
IOC
- C-FCC-1
LA-IOC-4
I
I
I
I
I
m
MFD I
L-MDC-1
I
.
)
L J LRU DIAGNOSTICS
DAU A-DAU-2 LA-IOC-3
8-DAU-2
L-ADC-1
L-ADF-1
L-AHC-1
L-TDR-l.,
L-WF-1
L-WR-1
I
I
3 L4 NO. 1 -b
I
I
I
L-DME-1 L-MF-1 I FCC

DIAGNOSTIC L-FMC-I RAC-I I c
I L-GPS-1 I
>
4
I
4 \
L-PFD-1
l0
IOc LE-IOC-3 I
I I
L-MFD-1 I
I
I
I
I
PRIMARY PRIMARY l*
DIAGNOSTIC OIAGNOSTK
DISPLAY DISPLAY
DATA DATA
L-MDC-2
OBU-3 I
I
DBU L-MDC-3 I
I
I
I ! I L T - I
I
I
I
I
- 2A
IOc RA-IOC-4
-1
LRU DLAGNOSTICS RA-IOC-3
R-ADC-1 R-PFD-I
R-ADF-1 RAC-1 NO. 2
R-AHC-1
R-DME-1
R-TDR-1.
R-VHF-t
I FCC
-1
R-GPS-1
R-FMC-f
R-VIR-1
R-VLF-1
, !
I IOc RB-IOC-3 I
I
I I
1
1
1
1
1
1
I
I
1
I INDIRECT REPORTING LRU'S I NON-REPORTING LRU'S

THROUGH AAP FDU
%I ?.
AOM Icu
ANTENNAS LHP
MSP APP SDD
ATC SDU
ICC CHP svo
MFD'S csu
IF CAD-870/TDR-90'S ARE INSTALLED 1
RADIOS DCP
INSTEAD OF TDR-Q4/94D'S: L-TDR-1
CDU FMC BECOMES L-CAD-1. R-TDR-1 BECOMES
CLOCK DAU R-CAD-1. AND THE TOR-SO'S DO
PFD'S/MFD'S
NOT REPORT TO DIAGNOSTICS.
IOC CGO-4713-01 -AC-1
Figure 5-6

5.9.1 AMS-5000Maintenance Menu EXIT DIAGNOSTICS:
Push the MFD R4 line key to return to the
ENTER DIAGNOSTICS: MAINTENANCE MENU page. Set the remote
Push the MFD IDX line key to display the MFD maintenance switch to the center (normal) posi-
INDEX page. Push the MAINTENANCE line tion.
key on the MFD INDEX page. The W N T E -
NANCE MENU page is displayed on the selected Refer to figure 5-7. Access the diagnostic modes as
MFD. described above. Detailed mode descriptions are
Position the cursor on the LRU STATUS line provided later in this manual. The MAINTENANCE
using the MFD line select keys R4 or R5 on the MENU page consists of the radar mode line (top
right side of the MFD. Push the MFD R3 line line), the MFD mode instruction line (bottom line),
key to select the LRU STATUS page and display and a MAINTENANCE MENU column.
a list of failed LRUs. This page(s) displays a dy-
namic readout of each failed avionics LRU and The radar mode line annunciates the RTA operating
the operational status of that LRU (OVERHEAT, mode. The MFD mode line labels the functions of
FAILED, OFF/NO OUTPUT, LRU OWINFO, MFD line select keys.
DEFERRED MAINT, MAINTENANCE, or
blank). Push the MFD R4 line key to move the cursor up
Position the cursor on the LRU FAULT HISTO- the page.
RY line. Push the MFD R3 line key to select the Push the MFD R5 line key to move the cursor
LRU FAULT HISTORY page and display fault down the page.
logs of recent flights. Each page lists only LRUs Push the MFD R3 line key to select the cursored
that failed in flight and appear on the LRU line on the MAINTENANCE MENU page.
STATUS page. Each entry lists the LRU name,
flight leg, detected fault, corresponding
time/date, and diagnostic word.
Position the cursor on the LRU DIAGNOSTIC
DATA line. Push the MFD R3 line key to select
the LRU DIAGNOSTIC DATA page and display
LRU diagnostic words. These pages display a
dynamic readout of the operational status and
the diagnostic word received from every report-
ing LRU.
Position the cursor on the DISK OPERATIONS
line. Push the MFD R3 line key to select the
DISK OPERATIONSpage. These pages are used
to load maintenance tables, download mainte-
nance data onto a diskette, or load checklist files.
Position the cursor on the CLOCK SET OPERA-
TION line. Push the MFD R3 line key to select
the CLOCK SET OPERATION page. This page
is used to set the airplane clock and date dis-
plays.
Position the cursor on the A I R C W T IDENT
SET OPERATION line. Push the MFD R3 line
key to select the AIRCRAFT IDENT SET OPER-
ATION page. This page is used t o set the air-
plane identification number for the maintenance
files.
Position the cursor to select the CONFIGURA-
TION STRAPPING UNIT line. Push the MFD
R3 line key to select the CONFIGURATION
STRAPPING UNIT page. These pages display
the CSU strapping configuration.

,
fl 7
.
wx TGT
MFD INDEX
NORMAL C K L I S T MAINTENANCE >
< ABNORMAL C K L I S T
e CREW NOTES
EMERGENCY C K L I S T
HSI >
FCC DIAGNOSTICS >
IDX PLAN MAP TFC RCL
MFD INDEX PAGE
wx TGT
>
MAINTENANCE MENU
>LRU STATUS
LRU FAULT HISTORY
LRU DIAGNOSTIC DATA
D I S K OPERATtONS
CLOCK SET OPERATION
AIRCRAFT IDENT SET OPERATION
CONFtGURATlON STRAPPING U N I T
PREV NEXT SELECT
R5 R6 R3
MAINTENANCE MENU PAGE

CGO-4714-11-AC-1
Maintenance Menu Page

Figure 5-7

maintenance 52347758 1 I
1 5.9.2 AMs-5000LRU Status line by the right edge of the display. The diagnostics
I line key mode line labels the functions of right side
1 VIEW LRU STATUS PAGE: MFD line keys.
I Push the MFD IDX line key t o display the MFD
I INDEX page. Push the MAINTENANCE line Push the MFD R5 line key to display the previ-
1 key on the MFD INDEX page. The MAINTE- ous LRU STATUS page.
I NANCE MENU page is displayed on the selected Push the MFD R6 line key to display the next
I MFD. LRU STATUS page.
1 Position the cursor on the LRU STATUS line Push the MFD R4 line key to return to the
1 using the MFD line select keys R5 or R6 on the MAINTENANCE MENU page.
I right side of the MFD.
I Push the MFD R3 line key t o select the LRU The MFD mode line labels the functions of bottom
I STATUS page and display a list of failed LRUs. MFD line keys.
This page(s) displays a dynamic readout of each
failed avionics LRU and the operational status of Push the MFD IDX line key t o display the MFD
that LRU (OVERHEAT, FAILED, OFFNO INDEX page.
OUTPUT, LRU OWINFO, DEFERRED MAINT, Push the MFD PLAN line key to display the
MAINTENANCE, or blank). PLAN page.
Push the MFD MAP line key to display the MAP
EXIT LRU STATUS PAGE: page.
Push the MFD R4 line key to return to the Push the MFD TFC line key to display the TCAS
MAINTENANCE MENU page. page*
Push a MFD mode line key to return to the Push the MFD RCL line key to recall the
1 navigation display previously used checklist.
I
1 The LRU STATUS page displays a list of currently The LRULFAULT MESSAGE column names each
non-functioningdirect, indirect, and internal report- malfunctioning unit and a description of the diag-
[ ing LRUs (refer t o figure 5-6). This is a dynamic nosed fault. The STATUS column describes each
1 display that updates as fault conditions appear or failure condition. Three data fields show current
1 clear. "NO FAULTS" annunciates if all reporting information for each entry
1 units are functioning normally
I The LRU field names the unit that is currently
F[ diagnosed as nonfunctional. Each unit is a probable
I failed LRU, but check the STATUS field before
1 Faults display on this page between 0 and 30 taking any action. The FAULT MESSAGE field
1 seconds after they are detected. This time delay presents a "plainEnglish" description of the problem.
I prevents nuisance display of transient condi-
1 tions. The STATUS field shows FAILED, OFFNO OUT-
I PUT, OVERHEAT, LRU OWINFO, DEFERRED
1 This list is organized into pages that contain up to M I N T MAINTENANCE, or (blank) conditions.
I six LRU data entries per page. When more than one The FAILED condition means that the diagnostics
1 page exists, use the MFD R5/R6 line keys to scroll suspect a LRU failure; replace this LRU with a
1 between pages. Push the MFD R6 line key to display known good unit. The OFFNO OUTPUT condition
1 the next LRU STATUS page; push the MFD R5 line means that no diagnostic words are received from
I key to display the previous page. Page numbers that LRU check that power is applied to the unit
1 display in the upper right of the screen. before taking hrther action. The OVERHEAT
I condition means that a LRU is overheating; check
1 Refer to figure 5-8. The LRU STATUS page consists the fadcooling system for that unit. The LRU
of the radar mode line (top line), the diagnostics line O M N F O condition means the LRU is good and
key mode line, the MFD mode instruction line (bot- appears on the status page to record an event, such
tom line), a LRU/I?AULTMESSAGE column, and a as a yaw damper disengagement. The DEFERRED
STATUS column. ltzclFNT condition means the LRU is good but main-
tenance such as replacing a low battery will soon be
The radar mode line annunciates the RTA operating required. The MAINTENANCE condition means the
mode; TCAS messages may annunciate below this LRU requires maintenance.

RADAR
MODE LINE STATUS
\ COLUMN
TGT
LRU/FAULT LRU STATUS PG Ol/W
MESSAGE
COLUMN ~ L R U / F A U L T MESSAGE STATUS’
STATUS
LRU FIELD
FIELD
FAULT
MESSAGE
FIELD
DIAGNOSTIC
LINE KEY
MFD MODE MODE LINE
INSTRUCTION
LINE
LRU STATUS DISPLAY
CGO-4714-11 -AC-2
LRU Status Page

Figure 5-8

I 5.9.3 MS-5000LRU Fault History The radar mode line annunciates the RTA operating
i mode; TCAS messages may annunciate below this
VIEW LRU FAULT HISTORY PAGE: line by the right edge of the display The diagnostics
Push the MFD IDX line key t o display the MFD line key mode line labels the functions of right side
INDEX page. Push the MAINTENANCE line MFD line keys.
key on the MFD INDEX page. The MAINTE-
NANCE MENU page is displayed on the selected Push the MFD R5 line key t o display the previ-
MFD. ous LRU FAULT HISTORY page.
Position the cursor on the LRU FAULT HISTO- Push the MFD R6 line key t o display the next
RY line using the MFD line select keys R5 or R6 LRU FAULT HISTORY page.
on the right side of the MFD. Push the MFD R3 line key to toggle the diagnos-
Push the MFD R3 line key to select the LRU tic word between binary and hex format.
FAULT HISTORY page. Push the MFD R4 line key to return to the
MAINTENANCE MENU page.
EXIT LRU FAULT HISTORY PAGE: Push the MFD R2 line key to toggle between the
Push the MFD 8 4 line key t o return to the LRU diagnostic labels received by the IOC and
MAINTENANCE MENU page. the relabeled diagnostic words output to the
Push a MFD mode line key to return to the MDC.
I navigation display
! The MFD mode line labels the functions of bottom
I The LRU FAULT HISTORY page is a record of the MFD line keys.
1 LRU fault entries that have appeared on the LRU
I STATUS page. LRU fault entries are created when Push the MFD IDX line key to display the MFD
I a fault is diagnosed while the aircraft is airborne; an INDEX page.
I entry is not created if no faults occur during the Push the MFD PLAN line key to display the
I flight. Each LRU fault entry contains the name of PLAN page.
I every LRU that failed during the flight, flight leg, Push the MFD MKF line key to display the MAP
I time and date of failure, detected fault, and the octal page*
I label and diagnostic word. "NO FAULTS" annunci- Push the MFD TFC line key to display the TCAS
I ates if no fault entries have been stored. page-
I Push the RCL line key t o recall the previously
I A maximum of 400 faults may be stored in the used checklist.
1 maintenance diagnostic computer (MDC)nonvolatile
1 memory. The MDC stores the first 10 LRU fault The address label indicates SOURCE LABEL when
I entries per flight leg, for up to 50 flight legs in which the LRU FAULT HISTORY page displays the diag-
~ a LRU fault has occurred. When the fault storage is nostic word address label sent by the source LRU to
1 full, the oldest stored flight leg data is overwritten. the IOCs. The IOCs relabel the diagnostic words and
I output them to the MDC. The address label indi-
~ The LRU fault history is organized into pages that cates IOC4 ZABEL when the LRU FAULT HISTORY
1 contain up to five LRU entries per page. The LRU page displays the diagnostic word address relabeled
I' entries display in chronological order; the last de- by the IOCs to the MDC. Push the MFD R2 line key
tected fault displays at the top of page l. Use the to toggle between SOURCE and IOC4 labels.
MFD R5R6 line keys t o scroll between the pages.
Push the MFD R6 line key to display the next page; The LRUEAULTDIATA colurnn lists each LRU
push the MFD R5 line key to display the previous diagnosed as failed during the flight, a description of
page. Page numbers display in the upper right of the the fault, and the diagnostic word (if applicable)
screen. received from that LRU when its first fault occurred.
The data word shows the octal label and bits 32
Refer to figure 5-9. The LRU FAULT HISTORY through 9 in a binary or hex format. Refer to table 5-
page consists of the radar mode line (top line), the xx to interpret each diagnostic word. The LEG
diagnostics line key mode line, the MFD mode colurnn lists the flight leg during which the fault was
1 instruction line (bottom line), an address label diagnosed. The TIME/DT column lists the time and
I annunciation, a LRU/FAULT/DATAcolumn, a flight date the fault was diagnosed.
1 leg column, and a time/date column.
I LRU FAULT HISTORY logs may be down-loaded to

maintenance 52347758I I
1 diskette using the DBU. Refer t o the DISK OPERA-
1 TIONS line on the MAINTENANCE MENU page.
ADDRESS
LABEL
RADAR
MODE LINE FLIGHT LEG
COLUMN
LRU/FAULT/
DATA COLUMN
TIME /DATE
OF FAULT
LRU FIELD COLUMN
(UNIT NAME)
AHC 1 0002 7 q
O N O L-AHC-2 OUT
350-0100 0000 0110 0001 0000 000
351-1000 0000 0100 1001 0000 0111
DE TEC TED
RADIO ALT 00026 07:30. FLlGHT
FAULT
VAR C I R C U I T R Y 20JAN97 LEG FIELD
0350-0000 0000 0000 0010 0000 1001
TIME FIELD
DIAGNOSTIC
WORD
DATE FIELD
PREV NEXT BIN/HEX MENU LABELL
R5 R6 R3 R4 R2
.,IDX PLAN MAP TFC RCL I
D I AGN0STICS
LINE KEY
MFD MODE MODE LINE
INSTRUCTION
LINE
LRU FAULT HISTORY DISPLAY (BINARY)
CGO-4714-11-AC-3
LRU Fault History Page

Figure 5-9

5.9.4 AMS-5000LRU Diagnostic Datu the relabeled diagnostic words output to the
MDC.
VIEW LRU DIAGNOSTIC DATA PAGE:
0 Push the MFD IDX line key t o display the MFD The MFD mode line labels the functions of bottom
INDEX page. Push the MAINTENANCE line MFD line keys.
key on the MFD INDEX page. The MAINTE-
NANCE MENU page is displayed on the selected Push the MFD IDX line key to display the MFD
MFD. INDEX page.
0 Position the cursor on the LRU DUGNOSTIC Push the MFD PLAN line key to display the
DATA line using the MFD line select keys R5 or PLAN page.
It6 on the right side of the MFD. Push the MFD MAP line key to display the MAP
e Push the MFD R3 line key to select the LRU page.
DIAGNOSTIC DATA page. Push the MFD TFC l i e key to display the TCAS
page.
EXIT LRU DIAGNOSTIC DATA PAGE: Push the RCL line key to recall the previously
Push the MFD R4 line key t o return t o the used checklist.
0 Push a MFD mode line key to return to the The address label indicates SOURCE LABEL when
navigation display. the LRU FAULT HISTORY page displays the diag-
nostic word address label sent by the source LRU t o
The LRU DIAGNOSTIC DATA page displays a list of the IOCs. The IOCs relabel the diagnostic words and
all units that normally provide diagnostic words to output them to the MDC. The address label indi-
the MDC. Each LRU displays with its current cates IOC4 LABEL when the LRU FAULT HISTORY
operating status and a readout of the received page displays the diagnostic word address relabeled
diagnostic word. This dynamic display updates as by the IOCs to the MDC. Push the MFD R2 line key
new data is received. to toggle between SOURCE and IOC4 labels.
This list is organized alphanumerically into pages The LRUABL-DATA (32-9) column names the units
that contain up t o six LRUs per page. Use the MFD that supply diagnostic words t o the MDC. Refer t o
R5m6 line keys to scroll between the pages. Page table 5-3 for a list of reporting LRU diagnostic words.
numbers display in the upper right of the screen. The diagnostic word received from each unit displays
below the LRU name.
Refer to figure 5-10. The LRU DIAGNOSTIC DATA
page consists of the radar mode line (top line), the Tables 5-5 and 5-6 show how to interpret a diagnostic
MFD mode instruction line (bottom line), an address word. Use this table t o decode the hexadecimal
label annunciation, a LRULLBL-DATA column, and readouts. Refer to tables 5-37 through 5-73 for a bit
a STATUS column. Diagnostic words (if received) definition of each diagnostic word.
display below each LRU name.
The STATUS column shows the current operating
The radar mode line annunciates the RTA operating condition of each unit, similar to the LRU STATUS
mode; TCAS messages may annunciate below this page. This column is blank for each unit with a
line by the right edge of the display. The diagnostics normal status condition. An OFF-NO OUTPUT
line key mode line labels the functions of right side condition means that no diagnostic word was re-
MFD line keys. ceived from that LRU, check that power is applied to
the unit. An OVERHEAT Condition means that the
Push the MFD R5 line key to display the previ- LRU is overheating. A FAILED condition means
ous LRU DIAGNOSTIC DATA page. that the LRU is diagnosed as malfunctioned. The
Push the MFD R6 line key to display the next LRU OWINFO condition means the LRU is goad and
LRU DIAGNOSTIC DATA page. has recorded an event, such as a yaw damper disen-
Push the MFD R3 line key to toggle the diagnos- gagement. The DEFERRED MAINT condition
tic word between binary and hex format. means the LRU is good but maintenance such as
Push the MFD R4 line key to return t o the replacing a low battery will soon be required. The
MAINTENANCE MENU page. MAINTENANCE condition means the LRU requires
Push the MFD R2 line key to toggle between the maintenance.
LRU diagnostic labels received by the IOC and

RADAR
MODE LINE
STATUS
/-
‘WX T COLUMN
LRU/LBL LRU DIAGNOSTIC DATA PG 01/
COLUMN SOURCE LABEL
-LRU/LBL DATA( 32-9) STATUS’
DIAGNOSTIC ------------------ -------------
WORD ADC 1
.--350-600001
351-012021
HADC 2
350-600002
351-012022
LRU FIELD /
STATUS
FIELD
AHC 2
350-600002
351-600402
PREV NEXT BIN/HEX MENU LABEL
R5 R6 R3 R4 R2
eIDX PLAN MAP TFC RCL
DIAGNOSTICS
MFD MODE / LINE KEY
MODE LINE
I NSTRUCT1ON
LINE
LRU DIAGNOSTICS DATA DISPLAY (HEX)
CGO-4714-11-AC-4
LRU Diagnostic Data Page

Figure 5-10

I Table 5-34.AMs-5000LRU DIAGNOSTIC DATA Page, Reporting Units.
I
LRU OCTAL ]LABEL IOC OCTAL LABEL LRU OCTAL LABEL IOC OCTAL M E L
LRU OF DIAGNOSTIC OF DIAGNOSTIC LRU OF DIAGNOSTIC OF DIAGNOSTIC
WORD WORD WORD ~
WORD~~
I ADC 1 350,351 062,301 IAPS IOC 1A 350 350

I ADC 2 350,351 062,301 TAPS IOC 1B 350 350
I ADF 1 350 063 IAPS IOC 2A 350 350
I ADF 2 350 063 LAPS IOC 2B 350 350
I mc 1 350,351 060,061 MDC 350 046
I AHC 2 350,351 060,061 MFD 1 350,351 073,306
I CDU 1 270,354 355,372 MFD 2 350,351 073,306
I CDU 2 270,354 355,372 MLS 1 350 356
I CMA-764-2 1 274 274 MLS 2 350 356
I CIMA-764-2 2 274 274 PFD 1 163,216, 350,351 163,130,072,305
I DAU A 351 351 PFD 2 163?216,350,351 163,130,072,305
I DAU B 351 351 RAC 1 350 077
I DBU/DMU 357 357 RTU 1 350 055
1 DBU 351 351 RTU 2 350 055
I DME 1 350 067 SIA 1 354 352
I DME 2 350 067 SIA 2 354 352
I FCC 1 071,351 071,124 TDR 1 031,350 031,064
I FCC 2 071,351 071,124 TDR 2 031,350 031,064
I FMC 1 350 065 TTR (CHANA) 350 054
I FMC 2 350 065 TTR (CHAN B) 350 054
I 2PS 1 355 042 VHF 1 350 074
I >PS 2 355 042 VHF 2 350 074
I HI? 1 351 041 VIR 1 350 075
I HF 2 351 041 VIR 2 350 075
I WXR (CHAN A) 354 854
I WXR (CHANB) 354 354
I
I
I
I
I
I
I
I
I
I

II Table 5-35.Diagnostic Word Interpretation.
These words display on the LRU DIAGNOSTIC DATA and LRU FAULT HISTORY pages.
I SAMPLE 6-DIC r HEXADECIMA DISPLAY I 2 0 5 7 A E
I BIT NUMBER
I 9
I 10
I 11 E
I 12
I 13 0
I 14 1
I 15 A 0
I 16 1
I 17 1
1 18 1
I 19 7 1
I 20 0
I 21
I 22
I 23 5
I 24
I 25
I 26
I 27 0
I 28
I 29 0
30 1 These bits are
31 2 0 set: 10-12,14,
16-19,21,23,30.
32 0
Table 5-36. Hexadecimal To Binary Conversion.

HEXADECIMAL DIGIT
BINARY 0 1 2 3 4 5 6 7 8 9 A B C D E F
VALUE (10) (11) (12) (13) (14) (15)
(1) 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1
(2) 0 0 1 1 0 0 1 1 0 0 1 1 0 0 1 1
(4) 0 0 0 0 1 1 1 1 0 0 0 0 1 1 1 1
(8) 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1

maintenance 52347758 I I
Table 5-37.ADC AIR DATA COMPUTER Diagnostic Word 1.
OCTAL 350/062
BIT NUhfBER DESCRIPTION
*SDI code
*SDI code
0
0
ALT computation invalid = 1

IAS computation invalid = 1
Failed ARINC input bus = 1
FIFO failed = 1
Absent ADC-4 (RS-422) cross-talk input bus = 1

Absent AFtP (RS-422) input bus = 1
Temp sensor YO faiIed = 1
Ps (static) sensor failed = 1
Qc (pitot) sensor failed = 1

Battery failed = 1
0
ADC configuratiodstrapping invalid = 1
Ps channel ACM faiIure = 1

Qc channel ACM failure = 1
Ps coefficient FROM failed = 1
Qc coefficient PROM failed = 1
0
**SSM code
**SSM code
Parity (odd)
0 0 Not used 0 0 ***Fault data
I 0 2(right) 1 0 Functional test
***Bits 30 and 31 (0,O)means diagnostic word contains fault information.

8 Bits 21-24 Bit 24 is set; the ADC configuration is invalid

Table 5-38.ADCAIR DATA COMPUTER Diagnostic Word 2.
OCTAL 351/301
BIT NUMBER
9 (1) *SDI code -
Bit Ident code 1 Bit
_. Ident code 3
10 (2) *SDI code 13 Pressureharo altitude 13 Counters (ABS)
11 (4) 0 14 Speed references independent 14 Counters (DIF)
12 (8) 0 15 SAT/TAT 15 Control validity bit 6
16 True airspeed 16 Control validity bit 7
Fault field 17 Indicated airspeed 17 Ps source equalization
Fault field 18 Mach (true/displayed) 18 Qc source equalization
Fault field 19 Vmo 19 Battery
Fault field 20 Cross compare error 20 X-side speed ref sync
21 SSEC 21 0
Fault field 22 Trend vector 22 0
Fault field 23 0 23 Ps foreground
Fault field 24 0 24 Qc foreground
Fault field
Fault field Identcode 2 &f Ident code4

Fault field 13 AaINCbusin 13 ACM/ADC/Strap incompatibility
Fault field 14 FIFOmemory 14 ACM(Al3S)
Fault field 15 ADC RS-422 X-talk input 15 PsPROM
16 ARP RS-422 control input 16 ACM(D1F)
Ident field (LSB) 17 RS232 17 QcPROM
Tdent field 18 Temperature sensor 18-24 0
Ident field 19 Altitude preselect invalid
Ident field (MSB) 20 Vertical acceleration (AHS)
21 Relays
0 22-24 0
**SSM code
**SSM code
Paritv (odd)
1 0 2tright) 1 0 Functional test
Ident field code: Bit 28 27 26 25 Nature of fault (ident code)

0 0 0 1 Computational (1)
0 0 1 0 Inputfoutput(2)
0 0 1 1 Hardware(3)
0 1 0 0 Mernory(4)

1 Bits 13-16 3it 13 is set; Pressureharo altitude fault
1 3its 25-28 ]Bit 25 is set; Ident code = 1
0 3its 29-32 No bits are set; SSM = Failed

maintenance 523-O7758I I
Table 5-39.ADF AUTOMATIC DIRECTION FINDER Diagnostic Word.
OCTAL 3501063
9 (11 *SDI code BCD FAULT CODE (Bits 17-24)
10 (2) *SDI code 00 No faults found, SSM = Normal
11 (4) 0 11 Failed input bus at port A, SSM = Failed
12 (8) 0 12 No ADF frequency at port A, SSM = Failed
13 Invalid frequency at port A, SSM = Failed
0 14 Failed input bus at port A, SSM = Failed
0 15 No ADF frequency at port B, SSM = Failed
0 16 Invalid frequency a t port B, SSM = Failed
0 17 Not used
18 Not used
1 (BCD 19 Not used
2 fault code 20 No bearing update, SSM = Failed
4 units 21 Not used
8 digit) 22 B+ failure, SSM = Failed
23 B- failure, SSM = Failed
10 (BCD 24 RAM failure, I/O processor, SSM = Failed
20 fault code 25 A/D failure, SSM = Failed
40 tens 26 Sin modulation failure, SSM = Failed
80 digit) 27 Cos modulation failure, SSM = Failed
28 SMO lock failure, SSM = Failed
0 29 Antenna power failure, SSM = Failed
0 30 Low signal level, or no rcv station, SSM = NCD
0 31 Detector out-of-lock, or no rcv station, SSM = NCD
0 32 AGC out-of-range, or no rcv station, SSM = NCD
33 Hf key line low, or no rcv station, SSM = NCD
0 34 Dc sin failure, or no rcv station, SSM = Normal
**SSM code 35 Dc cos failure, or no rcv station, SSM = Normal
**SSM code
Parity (odd) FAULTCODE SSM
0,34,35 Normal
11-29 Failed
30-33 No commted data
*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
EXAMPLE: Diagnostic word =: 203101
1 Bits 9-12 Bit 9 is set; SDI = ADF number 1

3 Bits 21-24 Bits 21 and 22 are set; fault code tens digit is 3

I ~~ ~ ~
Table 5-40.AHC ATTITUDE HEALMNG COMPUTER Diagnostic Word 1.
II OCTAL 350/060
BIT NUMBER
9 (1) *SDI code
DESCRIPTION
I 10 (2) *SDI code

I 11 (4) Heading invalid = 1
I 12 (8) Attitude invalid = 1
I
I Rate compare invalid = 1
I Accel compare invalid = 1
I Checksum invalid = 1
I Alignment invalid = 1
I
I Flux detector invalid = 1
I I/O invalid = 1
I Hardware invalid = 1
I Wheel 1failed = 1
I
I Wheel 2 failed = 1
I Initialization mode not complete = 1
I High rate invalid = 1
I Box orientation invalid = 1
I
I RAM backup invalid (low battery) = 1
I Wraparound disabled = 1
I Compensation mode on = 1
I DG mode (not slaved) = 1,slaved = 0
I
I Failed ADC input bus = 1
I **SSM code
I **SSM code
I Parity (odd)
"SDI code bits: J
l 9 LRU Number **SSM code bits: 31 30 LRU Status
1 0 2(right) 1 0 STIM (test) mode
1 1 3 1 1 Normal
EXAMPLE: Diagnostic word = 02200A
A Bits 9-12 Bits 10 and 12 are set; SDI = A H C number 2 and attitude is invalid
2 Bits 21-24 Bit 22 is set; initialization mode is in progress
2 Bits 25-28 Bit 26 is set; wraparound is disabled

I Table 5-41.AHC ATTITUDE HEADING COMPUTER Diagnostic Word 2.
II *SDI code -
BIT
DESCRIPTION
17 UNIT FRONT FACING

I *SDI code 0 0 Right
I Air data invalid = 1 0 1 Left
I Digital air data invalid = 1 1 0 Front
I 1 1 Aft
I Analog air data invalid = 1
I Cosine select = 1 BIT:%% 22 21 STIMMODE
-
I Heading gain switch 1 on = 1 0 0 0 0 NotinSTIM
I Heading gain switch 2 on = 1 0 0 0 1 RoIl only
I 0 0 1 0 Pitchonly
I Mount configuration code 0 0 1 1 Headingonly

I Mount configuration code
I Weight on wheels (on ground) = 1
I STIM mode = 1
I
I STIM mode ident
I STIM mode ident
I STIM mode ident
I STIM mode ident
1
I High motor voltage on = 1
I SLW path init not complete = 1
I Bias table calibration on = 1
I Rev mode 1= 1
I
I Test mode = 1
I **SSM code
I **SSM code
I Parity (odd)
1 0 2(right) 1 0 STIM(test)mode
1 1 3 1 1 Normal
2 Bits 9-12 Bit 10 is set; SDI = AHC number 2


Table 5-42. CDU CONTROL DISPLAY UNIT Diagnostic Word 1.
OCTAL 270/355
*SDI code
*SDI code
0
Port 1input absent (172 word absent for 6 seconds) = 1
0
Port 2 input absent (172 word absent for 6 seconds) = 1
0
0
0
Spare
Spare
Spare
Spare
Spare
Spare
Spare
Spare
CDU status (1= failed, 0 = normal)

**SSM code
**SSM code
Parity (odd)
*SDI code: Bit 10 LRU Number **SSM code: B h 31 Bit 30 LRU Status
0 0 4 0 0 Noma1
1 0 2 (right) 1 0 Not used
1 1 3 (center) 1 1 Failurewarning
1 Bits 9-12 Bit 9 is set; SDI = CDU number 1

0 Bits 29-32 No bits are set; SSM = Normal operation

Table 5-43. CDU CONTROL DISPLAY UNIT Diagnostic Word 2.
OCTAL 350/372
BIT NUMBER
9 (1) "SDI code
10 (2) *SDI code
11 (4) ARINC 429 receiver 7 inactive for 3 seconds = 1
12 (8) ARINC 429 receiver 8 inactive for 3 seconds = 1
ARINC 429 receiver 9 inactive for 3 seconds = 1

ARINC 429 receiver 11inactive for 3 seconds = 1
ARINC 739 port 1 172 word inactive for 3 seconds = 1

ARINC 739 port 2 word inactive for 3 seconds = 1

Keyboard fault = 1
Display processor fault = 1
Backlight failed = 1
NVRAM fault = 1
Backlight warm-up in process = 1
No delete key generated = 1
Cross-side configuration straps miscompare = 1

**SSM code
**SSM code
Parity (odd)
*SDXcode: Bit 10 BitS LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Normal
0 1 Not used 0 1 No computed data
1 0 Not used 1 0 Functional test
1 1 Not used 1 1 Failure warning
0 Bits 9-12 No bits are set; SDI = Default

1 Bits 13-16 Bit 13 is set; ARINC 429 receiver 9 inactive for 3 seconds = 1
0 Bits 29-32 No bits are set; SSM = Normal operation

maintenance 5234775811
Tuble 5-44.CMA-764-2VLF f OMEGAf GPS RECEIVER Diagnostic Word.
*SDIcode
*SDI code
0
0
No clock input words = 1

No air data input words = 1
No AHRS input words = 1
No data on input bus 2 (RB-GF BUS 2) = 1
No data on input bus 1(LB-GP BUS 2) = 1

No data on input bus 3 (high-speed) = 1
Low battery on CMA = 1
ARINC 429 wraparound 1fail = 1

Antenna fail = 1
Processor fail = 1
Receiver fail = 1
Oscillator fail = 1
**SSM code
**SSM code
Parity (odd)
%DIcode: Bit 10 BitS LRU Number **SSM code: Bit 31 Bit 30 LRU Status
1 1 3 1 1 Normal
1 Bits 9-12 Bit 9 is set; SDI: = VLF number 1

4 Bits 25-28 Bit 27 is set; processor failure was detected in self-test
0 Bits 29-32 No bits axe set; SSM = Failed

Table 5-45. DAU DATA ACQUISITION UNIT Diagnostic Word.
OCTAL 351/351
BIT NUMBER
9 (1) *SDI code
10 (2) *SDI code
11 (4) 0
12 (8) 0
DAU channel failed = 1

0
0
CLK-1 input bus failed = 1
GP-1input bus failed = 1

MFD-1 input bus failed = 1
0
STA-1input bus failed = 1
DAU ROM faiIed = 1

DAU external RAM failed = 1
Discrete MUX failed = 1
DAU internal RAM failed = 1
DAU cross-channel failed =: 1

*SSM code
*SSM code
Parity (odd)
*SDI code bits: 10 9 LRU Number **SSMcode bits: 31 30 LRU Status
0 1 A (left) 0 1 Notused
1 0 B(right1 1 0 Notused
1 1 Notused 1 1 Norma1
1 Bits 9-12 Bit 9 is set; SDI = DAU side A (left channel)

9 Bits 17-20 Bits 17 and 20 are set; GP-1and SIA-1buses failed

Table 5-46.DBUIDMU DATA LINK MANAGEMENT UNIT Diagnostic Word.
OCTAL 357/357
9 (1) *SDI code
10 (2) *SDI code
11 (4) Spare
12 (8) DBU-5input absent = 1
L-CDU-2 input absent for 3 seconds = 1

R-CDU-2input absent for 3 seconds = 1
T-CDU-2 input absent for 3 seconds = 1
DMU-1 input absent for 30 seconds = 1
LB-GPBUS-3 input absent for 3 seconds = 1

L-FMC-2 input absent for 3 seconds = 1
R-FMC-2 input absent for 3 seconds = 1
T-FMC-2 input absent for 3 seconds = 1
Spare
Spare
Spare
Spare
No COMM - VHF = 1
No COMM - satellite = 1
Uplink fail = 1
Downlink fail = 1
VHF modem fail = 1

**SSM code
**SSM code
0 0 Normal 0 0 Normal
0 1 Not used 0 1 No computed data
1 0 Not used 1 0 Functional test
1 1 Not used 1 1 Failurewarning

1 Bits 17-20 Bit 17 is set; LIB-GPBUS-3 input absent for 3 seconds

Table 5-47.DB U DATA BASE UNIT Diagnostic Word
OCTAL 351/351
BIT NUMBER DESCRIXYTION
0
0
Spare
Spare
Spare
Spare
Received data fault (note 1)= 1
RAh4 fault = 1
EPROM checksum fault = 1
Disk controller fault = 1
DBU master fault (note 2) = 1
Drive undertemperature status (note 3) = 1

DBU input bus 1inactive from L-FMC-5 (note 4) = 1
DBU input bus 2 inactive from R-FMC-5 (note 4) = 1
DBU input bus 3 inactive from L-MDC-3 (note 4)= 1
DBU input bus 4 inactive from T-FMC-5 (note 4)= 1


"SSM code
"SSM code
Parity (odd)

0 0 Noma1
1 0 Not used
1 1 Fail
Note 1:Set for 5 seconds if received data fault detected on any of the 8 input buses.
Note 2: Cleared if bits 15-19,21-29 are all 0.
Note 3: Set if drive temperature is less than 0 "C.
Note 4: Set if no activity for previous 10 seconds.

8 Bits 13-16 Bit 16 is set; transmitter fault
1 Bits 17-20 Bit 17 is set; RAM fault

Table 5-48.DME DISTANCE MEASURING EQUIPMENT Diagnostic Word.
DESCRIPTION
"SDI code 00 No faults found
0 01 Power supply failed
Video processor fault = 1 02 Synthesizer out of lock
03 Transmitter failed
Receiver fault = 1 04 Video processor failed (test)
Distance processor fault = 1 05 Receiver processor failed (test)
Microprocessor ROM fault = 1 06 Distance processor failed (test)
Microprocessor RAM fault = 1 07 ROMfailed
08 RAMfailed
I I (BCD 09 Input bus at port 13 absent
2 1 fault code 10 Input bus at port A absent
4 1 units
8 1 digit)
10 (BCD
20 fault code
40 tens
80 digit)
Power supply fault = 1

Synthesizer fault = 1
L-RTU-2 bus at port B absent = 1
R-RTU-1 bus at port A absent = 1

**SSM code
**SSM code
Parity (odd)
"SDIcode: 3it 10 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
1 0 2tright) 1 0 Functional test
1 Bits 9-12 Bit 9 is set; SDI = DME number 1

2 Bits 13-16 Bit 14 is set; a distance processor fault is detected

I Table 5-49,101.FCC FLIGHT CONTROL COMPUTER Diagnostic Word.
II OCTAL 350/071
BIT NUMBER
FCC failure = 1
DESCRIPTION
I 0
I 0
I 0
I
I Configuration strapping not compatible = 1
I 0
I 0
I 0
I
I Trim system failure = 1
I FCC-3 cross-channel input bus fail = 1
I A-POC-3 input bus fail = 1
I AHC-1 input bus fail = 1
I
I MSP input bus fail = 1
I B-IOC-3 input bus fail = 1
I 0
I 0
I
I
I
I
I
I
I 0
I **SSM code
I **SSM code
i
Parity (odd)
**SSM code bits: 31 30 LRU Status
0 0 Normal
0 1 No computeddata
1 0 Functional test
1 1 Notused

2 Bits 21-24 Bit 22 is set; a B-IOC input bus fault is detected
0 Bits 29-32 No bits are set: SSM = Normal

BUSINESS AND REGIONAL SYSTEMS
SYSTEM MANUAL
Beechjet 400A


Insert facing Volume 2, page 5-108
Subject:Diagnostic Words for the FCC-4007(-113 and above)
Table 5-49A. FCC FLIGHT CONTROL COMPUTER (-113 and above) DiagnosticWord.
OCTAL 071/071 I DESCRIPTION
BIT NUMBER
9 (1) 'SDI code Label 124 (351) contents code
10 (2) 'SDI code 17 16 15 14 Contents
11 (4) 0 0 0 0 0 NoCodeSent
12 (8) 0 0 0 0 1 Repaircode
0 0 1 0 APEngageCode
13 (1) 0 0 0 1 1 APDisengageCode
14 (2) Label 124 (351) contents (LSB) 0 1 0 0 YDEngageCode
15 (4) Label 124 (351) contents 0 1 0 1 YDDisengageCode
16 (8) Label 124 (351) contents 0 1 1 0 Boostcode
0 1 1 , 1 Spare
17 (1) Label 124 (351) contents (MSB) 1 1 1 1 Spare
18 (2) 0
19 (4) 0
20 (8) Reserved
0
Trim system fail = 1
FCC-3 cross-channel input bus fail = 1
A-IOC-3 input bus fail = 1
AHC-1 input bus fail = 1

FCP input bus fail = 1
B-IOC-3 input bus fail = 1
FCC failure = 1
29 (1) Configurationstrapping incompatibility(aircraft vs. FCC) = 1

30 (2) "SSM code
31 (4) "SSM code
32 (8) Parity (odd)

523-0775807-01411A May 3/00
SYSTEM MANUAL
Beechjet 400A
Table 5-496. FCC FLIGHT CONTROL COMPUTER (-113 and above) DiagnosticWord 2 (Repair).
OCTAL 351/124 DESCRIPTION

BIT NUMBER
REPAIR CODE page, label 071 bits 17-14 = 0001 (Repair code)
I/O processor reset

FCC memory
Yaw equalization
FCS panel serial bus
Spare
Main processor reset
Spare
Pitch or roll equalization
Pitch or roll wraparound (D/A to ND)

Yaw wraparound (D/A to ND)
AHRS serial bus
AP or YD hardware monitor output
Cross-channelserial bus
IOC-A or IOC-6 serial bus
Spare
Yaw servo amplifier
Spare
Yaw cutout hardware
Pitch or roll cutout hardware
Pitch, roll, or yaw cutout occurrence
Rudder boost system

Pitch, roll, or yaw trim system
Pitch or roll servo amplifier
Parity (odd)
dote: For bits 9 through 31, 1 = problem detected since FCC power up.
EXAMPLE: Diagnosticword = 000002
2 Bits 9-12 Bit 10 is set; FCC memory fault is detected

523-0775807-01411A May 3/00
SYSTEM MANUAL
Beechjet 400A
Table 5-49C. FCC FLIGHT CONTROL COMPUTER (-113 and above) Diagnostic Word 2 (AP Engage).

BIT NUMBER
AP ENGAGE CODE page, label 071 bits 17-14 = 0010 (AP engage code)
AHRS pitch or roll data

FCC memory
Configurationstrapping incompatibility(airplane vs. FCC)
ID number incompatibility(left FCC vs. right FCC)
Spare
Roll cutout hardware
Spare
AHRS normal acceleration data

Pitch trim fail annunciator lamp test
Yaw disengaged
Autopilot monitor output
Current IOC serial bus
Disengage circuitry
Pitch cutout hardware
Spare
FCP external disengage inputs
Pitch cutout Occurrence
Roll cutout Occurrence
Yaw cutout occurrence

AHRS pitch-rate, roll-rate, or yaw-rate data
Parity (odd)
dote: For bits 9 through 31, 1 = problem which prevented autopilot engagement.
iXAMPLE: Diagnosticword = 001000
OBits 9-12 No bits are set
1 Bits 21-24 Bit 21 is set; Crosschannel serial bus fault is detected

523-0775807-01411A May 3/00
SYSTEM MANUAL
Beechjet 400A
Table 5-49D. FCC FLIGHT CONTROL COMPUTER (-113and above) Diagnostic Word 2 (AP Disengage).
OCTAL351/124 DESCRIPTION
BIT NUMBER
AP DISENGAGE CODE page, label 071 bits 17-14 = 0011 (AP disengage code)
AHRS pitch or roll data

FCC memory
Spare
Spare
Spare
Spare
Spare
AHRS normal acceleration data

Spare
Yaw disengaged
Roll servo amplifier
Cross-channel serial bus

Spare
Spare
Spare
Pitch equalization
Roll equalization
Spare
Paritv
_ (odd)
. ,
ZXAMPLE: Diagnosticword = 080800

8Bits 17-20 Bit 20 is set; Roll servo amplifier fault is detected
0 Bits 21 -24 No bits are set
8 Bits 25-28 Bit 28 is set; Roll equalizationfault is detected

523-0775807-01411A May 3/00
SYSTEM MANUAL
Beechjet 400A
Table 5-49E. FCC FLIGHT CONTROL COMPUTER (-113 and above) Diagnostic Word 2 (YD Engage).

BIT NUMBER
YD ENGAGE CODE page, label 071 bits 17-14 = 0100 (YD engage code)
Spare
FCC memory
Configurationstrapping incompatibility(airplane vs. FCC)
ID number incompatibility (left FCC vs. right FCC)
Spare
Spare
Spare
AHRS lateral acceleration data
Spare
Yaw wraparound
Spare
Yaw monitor output failure
Spare
Yaw servo amplifier
Spare
Rudder boost monitor output failure
Spare
Yaw cutout occurrence

Yaw cutout hardware
Parity (odd)
Jote: For bits 9 through 31, 1 = problem which prevented yaw damper engagement.
EXAMPLE: Diagnosticword = 000800
8Bits 17-20 Bit 20 is set; Yaw monitor output fault is detected

523-0775807-01411A May 3/00
SYSTEM MANUAL
Beechjet 400A
Table 5-49F. FCC FLIGHT CONTROL COMPUTER (-113 and above) DiagnosticWord 2 (YD Disengage).
OCTAL 3511124 DESCRIPTION

BIT NUMBER
YD DISENGAGE CODE page, label 071 bits 1.7-14 = 0101 (YD disengage code)
Spare
FCC memory
Spare
Spare
Spare
Spare
Spare
AHRS lateral acceleration data
Spare
Yaw wraparound
Spare
Spare
Spare
Yaw servo amplifier
Spare
spare
Spare
Yaw equalization
Spare
Parity (odd)
dote: For bits 9 through 31, 1 = problem which caused a yaw damper disengagement.
4 Bits 25-28 Bit 27 is set; Rudder boost monitor output failure

523-0775807-01411 A May 3/00
SYSTEM MANUAL
Beechjet 400A
Table 5-496 FCC FLIGHT CONTROL COMPUTER (-113 and above) DiagnosticWord 2 (Boost).
DESCRIPTION
BOOST CODE page, label 071 bits 17-14 = 0110 (Boost code)
Spare
FCC memory
Configuration strapping incompatibility(airplane vs. FCC)
ID number incompatibillty (left FCC vs. right FCC)
Spare
Spare
Spare
Spare
Spare
Yaw wraparound
Spare
Spare
Spare
Spare
Yaw servo amplifier
Spare
Spare
spare
Yaw equalization
Rudder boost data
Spare
32 (8) Parity (odd)
Note: For bits 9 through 31, 1 = problem which is currently causing a rudder boost failure.

523-0775807-01411A May 3/00
I Table 5-50.FMC FLIGHT MANAGEMENT COMPUTER Status Word.
II OCTAL 350/065
BIT NUMBER
*SDI code -
DESCRIFTION
BIT 15 14 13 FMCFAULTCODES
I *SDI code 0 0 No faults
0
I NAV data base memory fault = 1 0 0 NAVlocalRAMfault
1
I NAV data base write error = 1 0 1 0 NAVbattery RAMfault
I 0 1 1 NAVbootmemoryfault
I FMC fault code 1 0 0 NAV application memory fault
I FMC fault code
I FMC fault code
I Spare
I
I DBU input absent =
I CDU input absent (onside) = 1
I IOC 1A input absent = 1
I IOC 1B input absent = 1
I
I FMC-4 cross-taIk input absent = 1
I FMC-8 cross-talk input absent = 1
I
I DBU-10/11 input absent = 1
I Low battery = 1
I YO dual port fault = 1
I NAV not responding = 1
I
I FMC clock oscillator fault = 1
I **SSM code
I **SSM code
i
Parity (odd)
%DIE code bits: 10 9 LRU Number **SSM code bits: 31 30 LRU Status
0 1 1(leR) 0 1 Nocomputeddata
1 1 Notused 1 1 Failurewarnine
1 Bits 9-12 Bit 9 is set; SDI = FMC number 1

4 Bits 17-20 Bit 19 is set; IOC 1A input absent
0 Bits 29-32 No bits are set; SSM = failure warning

I Table 5-51+ GPS GLOBAL POSITIUNING SYSTEM Diagnostic Word.
II OCTAL 355/042
BIT NUMBER
*SDI code
DESCRIPTION
I *SDJ code
I Reserved
I Reserved
I
I Reserved
I Reserved
I Reserved
I Reserved
I
I Reserved
I Reserved
I Differential input bus 1no activity = 1
I
1 FMSDRS input bus 2 no activity = 1
I FMSARS input bus 1no activity = 1
I
I GPS failed = 1
I RF input fault = 1
I Sensor fault = 1
I Test inhibited = 1
I
I Reserved (Command word acknowledge = 1)
I **SSM code
I **SSM code
i
Parity (odd)
0 1 1 (left) 0 1 Nocomputeddata
1 1 3 1 1 Notused
2 Bits 9-12 Bit 10 is set; SDI = number 2 GPS sensor

4 Bits 21-24 Bit 23 is set; FMSIIRS input bus 2 is not active

I Table 5-52.HF-9031A HF TRANSCEWER Diagnostic Word.
II OCTAL, 351/041
BIT NUMBER
9 (1) SDI code
DESCRIPTION
I 10 (2) SDI code

I 11 (4) ARINC port C input inactive or fail = 1
I 12 (8) ARINC port B input inactive or fail = 1
I
I ARINC port A input inactive or fail = 1
I Spare
I Spare
I Spare
I
I FUT power amp fault = 1
I FVT power amp overtemp = 1
I Antenndcoupler output fault = 1
I Coupler rfmodule overtemp = 1
1
I Antenna tune fault = 1
I FUT input power fault = 1
I Coupler rf output overvoltage = 1
I Reserved (operator error - preset storage)
I
I Fiber optic control bus fault = 1
I Reserved (bandpass filter fault)
I Reserved (radio set control fault)
I Antenna coupler fault = 1
I
I 29 (1) Rsr fault = 1
I 30 (2) *SSM code
I 31 (4) *SSM code
i
32 (8) Parity (odd)
*SDI code bits: & 9
I LRU Number **SSM code bits: 31 30 LRU Status
0 1 1(left) 0 1 Nocomputeddata
EXAMPLE:Diagnostic word = 000802
2 Bits 9-12 Bit 10 is set; SDI = HF number 2
8 Bits 17-20 Bit 20 is set; the coupler rf module is overheated

I Table 5-53.IAPS IOC I 1 0 CONCENTRATOR Diagnostic Word.
II 0
DESCRIPTION
I D
I RAM test = 1
I Mapper or map checksum = 1
I
I 0
I 0
I Code checksum = 1
I IOC version number = 1
I
I Initialization mode = 1
I Mux or UART status word error = 1
I Warm start = 1
I Strapping hardware test fail (initialization) = 1
I
I Strapping hardware test fail (background) = 1
I Local straps test fail = 1
I LclpS system strapping plug test fail = 1
I CPU test fail = 1

I
I Test vector simulation = 1
I Input queue overrun emor = 1
I Output queue overrun error = 1
I IAPS environmental control card failed = 1
I
I Onside cross-quadrant power supply overheat = 1
I *SSM code
I *SSM code
I Parity (odd)
*SSM code bits: 31 30 LRU Status
0 0 Failurewarning
0 1 Nocomputeddata
1 0 Functionaltest
1 1 Normal
2 Bits 17-20 Bit 18 is set; mux or UART status word errors are detected
0 Bits 29-32 No bits are set; SSM = failure warning

I Table 5-54.MDC MAINTENANCE DIAGNOSTIC COMPUTER Diagnostic Word.
II OCTAL 3501046
BIT NUMBER
9 (1) *SDI code
DESCRIPTION
I 10 (2) *SDI code

I 11 (4) 0
I 12 (8) Ready to receive = 1
I
I Maintenance information = 1
I No MDC maintenance tables = 1
I MDC fail = 1
I Maintenance data present = 1
I
I DBU fault = 1
I DBU bus absent = 1
I
I Queue overrun = 1
I Low battery = 1
I
I 0
I CSU miscompare = 1
I Watchdog monitor inhibited = 1
I Bite test port fault = 1
I
I Internal clock fault = 1
I **SSM code
I **SSM code
i
Parity (odd)
0 1 1 (left) 0 1 Nocomputeddata
1 1 Notused 1 1 Notused
1 Bits 9-12 Bit 9 is set; SDI = MDC number 1

1 Bits 17-20 Bit 17 is set; DBU fault
0 Bits 29-32 No bits are set: SSM = normal
Revised 12 March 1997 5-1I3

Table 5-55. MFD MULTIFUNCTION DISPLAY Diagnostic Word 1.
O C T m 350/073
*EFD mode
"EFD mode
LA-IOCfaiI = 1
LB-IOCfail = 1
RA-IOCfail = 1
RB-IOCfail = 1
TCAS faiI = 1
ARINC wraparound 1 fail = 1

FL4.Mfail = 1
ROM faiI = 1
UO fail = 1
NVM fail = 1
Main processor fail = 1
Display processor fail = 1

Strokehaster fail = I
Spare
**SSM code
**SSM code
Panty (odd)
"EFDmodebits: 10 9 EFDMODE **SSM code bits: 31 30 LRU Status

0 0 PFD 0 0 Failure warning
0 1 MFD 0 1 No computeddata
1 0 EICAS 1 0 Functional test
1 Bits 9-12 Bit 9 is set; EFD mode = MFD

1 Bits 13-16 Bits 13 is set; RA IOC-1bus inactive
1 Bits 25-28 Bit 25 is set; Display processor fault detected
0 Bits 29-32 No bits are set; SSM = Failure warning

Table 5-56.MFD MULTIFUNCTION DISPLAY Diagnostic Word 2.
OCTAL 351/306
BIT NUMBER
*EFDmode
*EFD mode
Spare
Spare
Spare
Spare
Spare
Spare
AHRSdRS 1 fail = 1
AHRSdRS 2 fail = 1
AHRSARS 3 fail = 1
AHRSdRS 4 fail = 1
L-FMC f d = 1
R-FMC fail = 1
WXR fail = 1
MDDC fail = 1
L-CDU fail = 1
R-CDUfail = 1
L-ADC fail = 1
R-ADC fail = 1
Spare
**SSM code
**SSM code
Parity (odd)

0 0 PFD 0 0 Failurewarning
0 1 MFD 0 1 Nocomputeddata
1 Bits 9-12 Bit 9 is set; EFD mode = MFD

1 Bits 25-28 Bit 25 is set; L-CDUfailure detected

Table 5-57.MLS MICROWAVE LANDING SYSTEM Diagnostic Word.
DESCRIPTION
*SDI code
*SDI code
RPU failure = 1
Antenna 1 failure = 1
Port A/B source selection (A = 1)
Freqjfunction data base input inactive = 1
Reserved
DME/TACAN distance input inactive = 1
1553 input bus inactive = 1
Analog deviations failure = 1
Warning flags failure = 1

Reserved
Reserved
Program inputs failure = 1
Reserved
Spare
Spare
Reserved
&served
**SSM code
**SSM code
Parity (odd)
"SDIcode: Bit 10 EJi@ LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 All call 0 0 Normal
0 1 1 0 1 Not used
1 0 2 1 0 Functional test
1 1 3 1 1 Failure warning
9 Bits 9-12 Bits 9 and 12 are set; SDJ: = System number 1 and antenna 1 failure detected
2 Bits 17-20 Bit 18 is set; DME/TACAN distance input inactive
6 Bits 29-32 Bits 30 and 31 are set; SSM = Failure warning
Revised 12 March 1997 5-1.26

Table 5-58. PFD PRIMARY FLIGHT DISPLAY Diagnostic Word 1.
OCTAL 163/163
BIT NUMBER DESCRIFTION
9 (1) 0
10 (2) 0
11 (4) EFIS test = 1
12 (8) Heading source type (1= true, 0 = mag)
FMS transfer = 1
PFD flag test = 1
Meters display enabled = 1
Data key (1 = display data)
0
DH set display on = 1
M D N f i T display code BITS 20 fi MDMALTDISPLAYCODE
MDA/ALT display code 0 0 No display
0 1 MDAdisplayon
1 0 Reporting altitude display on
1 1 Notused
0
**SSM code
**SSM code
Parity (odd)

0 0 Normal
1 0 Functional test
1 1 Not used


Table 5-59.PFD PRIMARY FLIGHT DISPLAY Diagnostic Word 2.
OCTAL 216/130
*SDI code BIT: 12 U SOURCE
*SDI code 0 0 ATT1
Attitude annunciation select code 0 1 ATT2
Attitude annunciation select code 1 0 ATT3
1 1 ATT4
Reserved
Reserved
Windshear caution = 1
Windshear warning = 1
Windshear monitor fail = 1

Altitude compare warning = 1
Airspeed compare warning = 1
Altitude compare capabiIity = 1
Airspeed compare capability = 1

Reserved
Reserved
Pad
TCAS TA present = 1
TCAS RA present = 1
Pad
Pad
0
**SSM code
**SSM code
Parity (odd)
1 1 Not used 1 1 Not used
1 Bits 9-12 Bit 9 is set; SDI code = PFD number 1

1 Bits 25-28 Bit 25 is set; TCAS TA present

Table 5-60.PFD PRIMARY FLIGHT DISPLAY Diagnostic Word 3.
~
OCTAL 350/072
9 (1) "EFD mode
10 (2) *EFD mode
11 (4) LA-IOCfail = 1
12 (8) LB-IOC fail = 1
RA-IOC fail = 1
RB-IOC faiI = 1
TCAS fail = 1
ARINC wraparound 1fail = 1

RAMfail= 1
ROM fail = 1
YO fail = 1
NVM faiI = 1
Main processor fail = 1
Display processor fail = 1

Strokehaster fail = 1
Spare
**SSM code
**SSM code
Parity (odd)
"EFDmodebits: lo 9 EFDMODE **SSM code bits: 31 30 LRU Status

1 0 EICAS 1 0 FunctionaI test
0 Bits 9-12 No bits are set; EFD mode = PFD

1 Bits 13-16 Bits 13 is set; RA IOC-1bus inactive
I Bits 25-28 Bit 25 is set; Display processor fault detected

Table 5-61. PFR PRIMARY FLIGHT DISPUYDiagnostic Word 4.
OCTAL 351/305
BIT NUMBER ~
DESCRIPTION
*EFD mode
*EFD mode
Spare
Spare
Spare
Spare
Spare
Spare
AHRS/IRS 1 fail = 1
AHRSLRS 2 fail = 1
AHRSflRS 3 fail = 1
AHRS/IRS 4 fail = 1
L-FMC f d 1
R-FMC fail = 1
wxRfail= 1
MDC fail = 1
L-CDU fail = 1
R-CDU fail = 1
L-mcfail = 1
R-ADCfail = 1
Spare
**SSM code
**SSM code
Parity (odd)

0 Bits 9-12 No bits are set; EFD mode = PFD

1 Bits 25-28 Bit 25 is set; L-CDU failure detected

Table 5-62.RAC RADIO ALTITUDE CONVERTERDiagnostic Word.
OCTAI, 350/077
BIT NUMBER
*SDI code BCD FAULT CODE (Bits 17-24]
Altimeter fail = 1 01 Altimeter failed
RAMfail= 1 02 RAM failed
03 Not used
ROM fail = 1 04 ROM failed
0
0
0
1 I (BCD
2 I fault code
4 I units
8 I digit)
10 I (BCD
20 I faultcode
40 I tens
80 I digit)
0
**SSM code
**SSM code
Parity (odd)
0 1 1(left) 0 1 RAoutofrange
1 1 Not used 1 1 Normal.
9 Bits 9-12 Bits 9 and 12 are set; SDI = FUC number 1 and RAM fail
0 Bits 21-24 No bits are set; fault code tens digit is 0
0 ]Bits 25-28 No bits are set

Table 5-63.RTU RADIO TUNE UNIT Diagnostic Word.
OCTAL 350/055
BIT NUMBER
9 (1) *SDI code
10 (2) *SDI code
11 (4) RtlM error = 1
12 (8) ROM error = 1
No TDR compare = 1
No COMM compare = 1
No NAV compare = 1
No ADF compare = 1
No altitude data received = 1

TDR reply = 1
COMM transmit = 1
MLS data received = 1
GP bus A absent = 1
GP bus B absent = 1
Cross-side GP bus absent = 1
Engine data bus 1 absent = 1
Engine data bus 2 absent = 1

**SSM code
**SSM code
Parity (odd)
0 0 Not used 0 0 Failurewarning
Note: The SSM is set to 0,O only when either bit 11or 12 is set. Any other bit set produces a 1, 1SSM.
9 Bits 9-12 Bits 9 and 12 are set; SDI = RTU number 1and ROM error is detected
0 Bits 17-20 No bitsare set

Table 5-64. SXA SIGNAL INTERFACE ADAPTER Diagnostic Word.
DESCRIPTION
*SDI code
*SDI code
0
0
ROM failed = 1
RAM failed = 1
UART failed = 1
0
0
**SSM code
**SSM code
Parity (odd)
*SDIcode: Bit 10 B;ts LRU Number **SSM code: Bit 31 Bit 30 LRU Status
1 0 2(right) 1 0 Notused
1 Bits 9-12 Bits 9 is set; SDI = SIA number 1

4 Bits 25-28 Bit 27 is set; UART failure is detected

Table 5-65.TDR Beacon Code.
..
OCTAL 031/031
9 (1) *SDI code
10 (2) *SDI code
11 (4) Altitude reporting off = 1
12 (8) 0
Ident = 1
0
0
Transponder in use = 1
0
D1 reply code
D2 reply code
D4 reply code
C l reply code
C2 reply code
C4 reply code
B1 reply code
B2 reply code
134 reply code
A1 reply code
A2 reply code
A4 reply code
**SSM code
**SSM code
Parity (odd)
0 0 Not used 0 0 No TDRreply
1 1 Not used 1 1 TDRreply

0 Bits 29-32 No bits are set; SSM = No TDR reply

Table 5-66. TDR-90 T R A " D E R Diagnostic Word.
OCTAL 350/064
9 (1) *SDI code BCD FAULT CODE (BITS17-24
10 (2) @SDIcode 00 No faults found
11 (4) TDR fail = 1 01 TDR failed (test) ( CAD-870 only)
12 (8) RAMfail=l 02 CAD FUM failed (CAD-870 only)
04 CAD ROM failed (CAD-870only)
ROM fail = 1 08 Failed input bus at port B (CAD-870 only)
RTU-2 bus (port B) failed = 1 10 Failed input bus at port A (CAD-870only)
RTU-1 bus (port A) failed = 1
0 POWER SUPPLY DIAGNOSTICS:
11 +5-V dc supply
1 1 (BCD 12 +70-V dc Supply
2 1 fault code 13 +35-V dc supply
4 1 units 14 Low-voltage power supply
8 1 digit) TRANSMITTER/MODULATORDIAGNOSTICS:
21 Final stage over-current
10 (BCD 22 Top antenna low power output
20 fault code 23 Bottom antenna low power output
40 tens 24 Transmitter overtemperature
80 digit) SYNTHESIZER DIAGNOSTICS:
31 Lock detect
0 32 Low power detect
0 RECEIVER DIAGNOSTICS:
0 41 Top receiver channel
0 42 Bottom receiver channel
43 Top DPSK demodulator
0 44 Bottom DPSK demodulator
**SSM code ROM DIAGNOSTICS
**SSM code 51 High-byte ROM
Parity (odd) 52 Low-byte ROM
53 Both ROM chips
(BCD fault codes continued on next page)
%DI code: Bit 10 W LRU Number **SSMcode: Bit 31 Bit 30 LRU Status


Table 5-66. TDR-90 T M S P O N D E R Diagnostic Word (Cont).
OCTAL 350/064
BCD FAULT CODE (Bits 17-24) (Cont)
61 High-byte FIAM B1 TCASUART
62 Low-byte RAM B2 TCAS system failure
64 Cache RAM B4 TCAS protocol error
65 Cache RAM and high-byte RAM SQUrTTER DIAGNOSTICS:
68 Dual port RAM
DO Diversity
DIAGNOSTICS:
82 ARINC 429 control port A inactive CONFIGURATION DIAGNOSTICS:
DIAGNOSTICS:
91 ARINC 429/575 altitude UART F5 Port selects changed
95 CSDB altitude port B inactive FF Unacceptable mode-S address selected
ADLP COMMUNICATIONS
DIAGNOSTICS:
A1 ADLPAB UART
A2 ADLPABinput
A3 ADLPC/DUART
A4 ADLpc/Din~ut

Table 5-68. TDR-94/94DT R A " D E R Diagnostic Word.
OCTAL 350/064
*SDI code BCD FAULT CODE (BITS 17-24
TDR fail = 1 POWER SUPPLY DIAGNOSTICS:
RAM fail = 1 11 +5-V dc supply
12 +70-V dc supply
ROM fail = 1 13 +35-V dc Supply
RTU-2 bus (port B) failed = 1 14 Low-voltage power supply
RTU-1 bus (port A) failed = 1 TRANSMITTEWMODULATOR DIAGNOSTICS:
GPBUS-3 (port C)failed = 1 21 Final stage over-current
22 Top antenna low power output
1 1 (BCD 23 Bottom antenna low power output
2 1 fault code 24 Transmitter overtemperature
4 1 units SYNTHESIZER DIAGNOSTICS:
8 1 digit) 31 Lock detect
32 Low power detect
10 (BCD RECEIVER DIAGNOSTICS:
20 fault code 41 Top receiver channel
40 tens 42 Bottom receiver channel
80 digit) 43 Top DPSK demodulator
44 Bottom DPSK demodulator
R-ADC-2 bus (port A) failed = 1 ROM DIAGNOSTICS:
L-ADC-2 bus (port B) failed =. 1 51 High-byte ROM
Serial ADLP bus fail = 1 52 Low-byte ROM
TCAS-1 input bus failed = 1 53 Both ROM chips
0 (BCD fault codes continued on next page)

**SSM code
**SSM code
Parity (odd)
0 1 1 (left) 0 1 Not used
EXAMPLE: Diagnostic word =60000'1

0 Bits 21-24 No bits me set

Table 5-68.TDR-941940 TRANSPONDER Diagnostic Word (Cont).
OCTAL 3501064
BCD FAULT CODE (Bits 17-24>(ContJ
61 High-byteRAM B1 TCASUART
62 Low-byteRAM B2 TCAS system failure
63 BothRAMchips B3 TCAS bus inactive
64 CacheRClM B4 TCAS protocol error
65 Cache RAM and high-byte RAM SQUI'M'ER DIAGNOSTICS:
67 Cache Ram and both RCWI chips C2 Bottom channel squitter
68 DualportRAM
DO Diversity
SERIAL INPUT CONTROL BUS DIAG E l Top channel message processor
NOSTLCS:
81 ARLNC 429 control UART E2 Bottom channel message processor
82 ARINC 429 control port A inactive CONI?IGURATIONDMGNOSTICS:
SERIAL AKTITUDE INPUT DIAGNOS- F4 Max airspeed program selects changed
TICS:
91 ARINC 429/575 altitude UART F5 Port selects changed
95 CSDB altitude port B inactive FF Unacceptable mode3 address selected
ADLP COMMUNICATIONSDIAGNOS-
TICS:
A1 ADLPABUART
A2 ADLPMinput
A3 ADLPCLDUART
A4 ADLP C/D input

Table 5-70. TTR TCAS TRANSMITTER RECEIVER Diagnostic Word.
OCTAL, 350/054
BIT NUMBER
9 (1) 0
10 (2) 0
11 (4) TTR failed = I
12 (8) TRE top antenna failed = 1
TRE bottom antenna failed = 1

Inactive input from radio altimeter 1= 1
Inactive input from radio altimeter 2 = 1
Inactive/fail input from transponder 1= 1
Inactivelfail input from transponder 2 = 1

Failed attitude input bus = 1
Failed heading input bus (3 minute delay) = 1
TCAS system fail = 1
Spare
Spare
TA display system 1fail = 1
TA display system 2 fail = 1
FtA display system 1fail = 1

RA display system 2 fail = 1
Central fault display input inactive = 1
Bite inhibit (CMC function = 1)
Command word acknowledge (CMC function = 1)

**SSM code
**SSM code
Parity (odd)
"SSM code: Bit 31 Bit 30 LRU Status

0 0 Nomal
1 0 Functional test
1 1 Failed
Note: Ignore bits 27,28, and 29 because CMC is not installed in this system.
I EXAMPLE: Diagnostic word = 624040

1
4 Bits 13-16 Bit 15 is set; inactive input from radio altimeter 2
0 Bits 17-20 No bitsp-e set
4 Bits 21-24 Bit 23 is set; TA display system 1fail
6 Bits 29-32 Bits 30 and 31 are set; SSM = failed
Revised 1.2 March 1997 5-129

Table 5-71. VHF COMM TRANSCEIVER Diagnostic Word.
~ _ _ _ _ _ ~~ ~_______ _______
DESCRIPTION
00 No faults found
02 5-V dc level high (test)
04 12-V dc level high (test)
05 Synthesizer out of lock
06 Not used
07 Squelch open wlo signal (test)
08 Squelch closed with signal (test)
1 (BCD 09 Not used
2 fault code 10 Not used
4 units 11 No VHF frequency rcvd or no rcv station
12 Invalid frequency rcvd or no rcv station
13 Not used
10 1 (BCD 14 Internal freq invalid or no rcv station
20 I faultcode 15 F'requency out of range or no rcv station
40 I tens 16 Forward power low
80 I digit) 17 Transmitter temperature high
18 Not used
19 Not used
20 Not used
21 Tune volts fail at high freq (test)
22 Tune volts fail at low freq (test)
23 Oscillator output low (test)
0 24 No signal AGC level high (test)
**SSM code 25 AGC fail with signal (test)
**SSM code 26 Reff ected power high
Parity (odd) 27 Transmitter time-out or no rcv station
98 Failed input bus a t port A
99
.. Failed input bus a t port B
1 1 3 1 1 Normal
2 Bits 9-12 Bit 10 is set; SDI = VHF number 2

4 Bits 29-32 Bit 31 is set; SSM = functional test

Table 5-72.VIR VHF NAV RECEIVER Diagnostic Word.
DESCRIPTION
0 01 Not used
0 02 RAM.fail
03 No received CSDB sync
0 04 No received CSDB frequency
0 05 Invalid NAV frequency
0 06 ILS mode not same as delayed ILS line
0 07 Not used
08 Not used
1 (BCD 09 Processor port 1I/O bus fail
2 fault code 10 Processor port 2 VO bus fail
4 units 11 A/D busy
8 digit) 12 A/D failed reference test
13 t.13-V dc level failed test
10 I (BCD 14 -13-V dc level failed test
20 I faultcode 15 Not used
40 1 tens 16 Not used
80 I digit) 17 VOR synthesizer out of lock
18 AFT not locked or no rcv station
VOR fault = 1 19 No 3 0 - H ~ref signal or no rcv station
LOC fault = 1 20 No 30-Hz var signal or no rcv station
GS fault = 1 25 LOC synthesizer out of lock
Frequency fault = 1 26 LOC signal level low or no rcv station
28 GS synthesizer out of lock
Radio fault = 1 29 GS signal level low or no rcv station
**SSM code 32 Marker beacon receiver failed
**SSM code 40 No data at input port A
Parity (odd) 41 No frequency at input port A
42 No data at input port B
43 No frequency at input port B
44 NO internal frequency i t processor
2 Bits 9-12 Bit 10 is set; SDI = VIR number 2

8 Bits 17-20 Bits 20 is set; fault code units digit is 8 (code is 18)

Table 5-73. WXR WEATHER RADAR Diagnostic Word.
OCTAL 354354
9 (1) *SDI code (of MFD) -
BIT:-25-24-23-22-21-20-19 FAULTCODE
10 (2) *SDI code (of MFD) 0 0 0 0 0 0 0 Nodetectedfaults
11 (4) Slaved mode = 1 1 0 0 0 0 0 0 Xmtr/rcvrfault
12 (8) 0 0 1 0 0 0 0 0 Antennafault
0 0 1 0 0 0 0 Controlfault
0 0 0 0 1 0 0 0 Attitudeinput fault
Turb alert on = 1 0 0 0 0 1 0 0 Calibration fault
Weather alert on = 1 0 0 0 0 0 1 0 Controlbusabsent
Anti-clutter on = 1 0 0 0 0 0 0 1 Degradedvarprocessing
Sector scan reduced = 1 BIT-29-28-27

- MODE CODE
Stab limits reached = 1 0 0 0 STBY
Fault code 0 0 1 wx
Fault code 0 1 0 GND M A P
0 1 1 Contour
Fault code 1 0 0 Test
Fault code 1 0 1 TURB ONLY
Fault code 1 1 0 WX + TURB
Fault code 1 1 1 Target
Fault code
Stabilization on = 1
Mode code
Mode code
Mode code
1
1
Parity (odd)
%DIcode: Bit 10 W LRU Number

0 0 Not used
0 1 1 (left) MFD
1 0 2(right)MFD
1 1 Not used
EXAMPLE: Diagnostic word = 62C001
1 Bits 9-12 Bit 9 is set; SDI = MFD number 1

C Bits 21-24 Bit 23 and 24 are set; control and antenna faults are detected
2 Bits 25-28 Bit 26 is set; stabilization on


5.9.5 AMs-5000Disk Operations maintenance tables. The tables for the interpreta-
tion of the data contain the associated ASCII text, bit
VIEW DISK OPERATIONS PAGE: masks, and scale factors necessary to process the
0 Push the MFD IDX line key to display the MFD LRU fault history.
INDEX page. Push the MAINTENANCE line
key on the MFD INDEX page. The MAINTE- The DISK OPERATIONS page consists of the radar
NANCE MENU page is displayed on the selected mode line (top line), the diagnostics line key mode
MFD. line, the MFD mode instruction line (bottom line),
0 Position the cursor on the DISK OPERATIONS LOAD MAINTENANCE FILES line, WRITE FILES
line using the MFD line select keys R5 or R6 on TO DISK line, and LOAD CHECKLIST FILES line.
the right side of the MFD. The radar mode line annunciates the RTA operating
Push the MFD R3 line key to select the DISK mode. The diagnostics line key mode line labels the
OPERATIONS page. functions of right side MFD line keys.
EXIT DISK OPERATIONS PAGE: Push the MFD R5 line key to move the cursor up
Push the MFD R4 line key t o return t o the the page.
MAINTENANCE MENU page. Push the MFD R6 line key to move the cursor
Push a MFD mode line key to return to the down the page.
navigation display Push the MFD R3 line key to select the cursored
line function.
The DBU-4100 performs file operations on two types Push the MFD R4 line key to return t o the
of 3.5 inch diskettes. The two types are high density MAINTENANCE MENU page.
(2 MB unformatted, 1.44MB formatted) and double
density (1MB unformatted, 720 KB formatted). If a The MFD mode line labels the functions of bottom
2 MB diskette is formatted to the 720 Kl3 format or mfd line keys.
a 1MB diskette is formatted to the 1.44MB format,
the DBU will not recognize the diskette as being Push the MFD IDX line key to display the MFD
valid. The DBU can read directories,read files, write INDEX page.
files, rename files, and delete files stored on diskette. Push the MFD PLAN line key to display the
Format the diskettes on any IBM Compatible PC. PLAN page.
The DISK OPERATIONS page displays the interface page.
controls to read files from or write files t o the disk Push the MFD TFC line key to display the TCAS
drive (DBU). The MDC provides the capability of page.
transmitting LRU fault history onto a diskette. All Push the RCL line key t o recall the previously
tables required for fault detection equations and used checklist.
interpretation of DCU block data information are
loaded from the same disk drive unit. If a new MDC A LOAD MAINTENANCE FILES operation loads
is installed, the aircraft ident number has t o be set new maintenance tables and automaticallyerases all
before data can be downloaded to a diskette. The flight leg history stored in NVM (non-volatile memo-
DISK OPERATIONS page displays a SET IDENT ry) by the MDC. This prevents misinterpretation of
annunciator if the aircraft ident number is not set. stored data, using a new definition that is not back-
Paragraph 5.9.7 Aircraft Ident Set Operation de- wardly compatible with the definition used when the
scribes how to set the aircraft identification number. data was stored.
The aircraft ident number is used as the file name.
Refer to figure for the disk operations page. Disk The WRITE FILES TO DISK pages are used to
operations are inhibited when airborne and DISK download maintenance files t o the DBU. The file
OPERATIONS line is removed from the maintenance type is LRU fault history (FLT).
menu.
The SELECT CHECKLISTTO LOAD page is used to
The MDC diagnostic fault logic is executed from a set upload new checklist files to the maintenance diag-
of tables that are stored in disk loadable files. The nostic computer. The new checklist files may be
files contain the information that defines the ARINC loaded to replacehpdate the files of an MDC.
words to be received, the logic t o be performed using
the data within the received ARINC words, and the

RADAR
MODE LINE LOAD
MAINTENANCE
\
FILES LtNE
WRITE D I SK OPERAT IONS
FILES LINE
LOAD MAINTENANCE FILES
,A> W R I T E F I L E S TO DISK
/LOAD CHECKLIST F I L E S
CURSOR
LOAD
CHECKLIST
FILES LINE
NEXT SELECT MENU,

R6 R3 R4
1
DIAGNOSTICS
LINE KEY
MFD MODE MODE LINE
I NS TRU C TI ON
LINE
DISK OPERATIONS MENU DISPLAY
CGO- 4714- 11 -AC-5
Disk Operations Page

Figure 5-11

5.9.5.1 Load Maintenance Files Page Push the MFD R6 line key to move the cursor
down the page.
VIEW LOAD MAINTENANCE FILES PAGE: Push the MFD R3 line key to select the cursored
Push the MFD IDX line key to display the MFD line function.
INDEX page. Push the MNNTENANCE line Push the MFD R4 line key t o return to the
key on the MFD INDEX page. The MAINTE- MAINTENANCE MENU page.
NANCE MENU page is displayed on the selected
MFD. The MFD mode line labels the functions of bottom
Position the cursor on the LOAD W N T E - MFD line keys.
NANCE FILES line using the MFD line select
keys R5 or R6 on the right side of the MFD. Push the MFD IDX line key t o display the MFD
Push the MFD R3 line key to select the LOAD INDEX page.
MAINTENANCE FILES page. Push the MFD PIAN line key to display the
Insert the maintenance file diskette into the PLAN page.
DBU. Move the cursor to the ACCEPT line using Push the MFD MAP line key to display the MAP
the MFD R5/R6 line keys. Push the MFD R3 line page.
key t o begin loading the maintenance files. The Push the MFD TFC line key to display the TCAS
LOAD MAINTENANCE FILES PAGE shows the page.
informational message LOADING Push the MFD RCL line key to recall the previ-
BJ400AMDC.CTL t o indicate it is reading the ously used checklist.
control file. As each file is read, the filename
extension changes. If the loading process is aborted prior to the success-
The DISK OPERATIONS page reappears when ful loading of the new control file, the appropriate
the new maintenance fdes have been successfully error message is displayed and the operator is
loaded. prompted t o PRESS MENU TO RETURN TO THE
MAINTENANCE MENU.
EXIT LOAD MAINTENANCE FILES PAGE:
0 Push the MFD R4 line key to return t o the If the loading process is aborted after the control file
MAINTENANCE M E W page. is loaded, the MDC has erased all stored history files
0 Push a MFD mode line key t o return t o the and previously uploaded files. The MDC does not
navigation display have valid files loaded and is non-operational. The
appropriate error message is displayed and the
The LOAD MAINTENANCE FILES page is used t o operator is prompted to PRESS MENU TO R E T "
upload new maintenance files to the maintenance TO THE MAINTENANCE MENU. The menu
diagnostic computer. The new maintenance files displays a message INSERT A VALJD DISKEXTE
may be loaded to replacdupdate the files of an MDC AND PRESS ANY MFD KEY TO CONTINUE. The
that has functional files, program a new MDC that operator pushes any key on the MFD to initiate the
does not have functional files, program a MDC that load process.
has experienced an unsuccessful load and does not
have functional files, or a MDC that has corrupted The following list contains a brief explanation of
files. Refer to figure for the LOAD ?AAINTENANCE MDC error messages that may be encountered
FILES page. during DBU operations:
The LOAD MAINTENANCE FILES page consists of DBW UNAVAILABLE indicates the DBU is
the MDC ASSEMBLY CPN line, the maintenance being used by another LRU. As soon as the
file DISKETTE CPN line, A/C STRAPPING CODE conflict is resolved the loading of MDC files may
and aircraft type line, and the MDC SOFTWARE be re-attempted.
VERSION line. A warning displays in the center of DBU FAULT 8A indicates the DBU has sent the
the screen over the ACCEIYT and CANCEL lines, and MDC its maintenance word with an error code
an MFD mode instruction line (bottom line). The 8A which means the DBU is experiencing inter-
diagnostics line key mode line labels the functions of mittent transmit failures.
right side MFD line keys. DBU NOT RESPONDING indicates the DBU to
MDC communications link is bad or the DBU has
Push the MFD R5 line key to move the cursor up failed.
the page. NO DISWDBU FAULT indicates the DBU does

not detect a diskette. PROTOCOL VIOLATION indicates the DBU
DISK UNFORMATTED indicates that the dis- detected an error in the MDC to DBU communi-
kette is not properly formatted. cations protocol.
DISK INVALID - MULT CTL FILES indicates READ/WRITE FAILURE indicates the DBU has
the DBU found more than one file with a file experienced a failure when it attempted to write
extension = CTL. t o diskette.
CONFIGURATIONERROR indicates strapping RECEIVED DATA ERROR DETECTED indi-
information contained in the control file does not cates the DBU detected an error in the data
agree with the CSU strapping. received from the MDC.
DISK INVALID - MISSING FILES indicates the DBU FAULT (8E) indicates the DBU has detect-
files listed in lines 5 through 15 in the control file ed a floppy disk controller fault.
are not on the diskette. DBU FAULT (8F)indicates the DBU has detect-
DISK TEMP BELOW 0 DEGREES indicates the ed a track seek failure.
temperature of the disk drive is below the rnini-
mum allowable temperature.
RADAR
MODE LINE
‘wx
LOAD D I A G N O S T I C FILES
MDC ASSEMBLY CPN: 622-9818-751 m
DISKETTE CPN: 831-4157-002
A/C STRAPPING CODE: 1010 BCHJ4
MDC SOFTWARE VERS: 016 08AUG96
m
READY TO PROCEED. CAUTION: LOADING
DESTROYS E X I S T I N G DATA AND
PREVIOUSLY LOADED TABLES. W R I T I N G
ALL DATA TO D I S K E T T E IS SUGGESTED. m
ACCEPT TO PROCEED, CANCEL TO ABORT
ACCEPT
m
> CANCEL
m
PREV NEXT SELECT MENU,
R5 R6 R3 R4
, ,IDX PLAN MAP TFC RCL \
\ DIAGNOSTIC
LINE KEY
MFD MODE MODE LINE
INSTRUCTION
LINE
LOAD MAINTENANCE FILES DISPLAY
CGO-4714- 1 1-AC- 6
Load Maintenance Files Page
Figure 5-12

5.9.5.2 Write Files To Disk Page The SELECT FILES page is used to select the
individual file or all files to be written to diskette.
VIEW WRITE FILES TO DISK PAGE: The MDC updates the time/date/leg columns each
Push the MFD IDX line key to display the MFD time a file is written to diskette. Dashes are dis-
INDEX page. Push the MAINTENANCE line played if a file has never been written to diskette.
key on the MFD INDEX page. The MAINTE- Push the MFD R3 line key to select a file and go t o
NANCE MENU page is displayed on the selected the SELECT LEGS page. The operator selects LEGS
MFD. NOT PREVIOUSLYWRITTEN or ALL LEGS. Push
Position the cursor on the WRITE FILES TO the MFD R3 line key to select legs to write and go to
DISK line using the MFD line select keys R5 or the write files confirmation page. The operator can
R6 on the right side of the MFD. select DOWNLOAD or CANCEL. Selecting DOWN-
Push the MFD R3 line key t o select the WRITE LOAD begins the process of writing files to diskette.
FILES TO DISK page.
The SELECT FILES page lists the files that can The MDC reads the version number stored in the
be downloaded. Move the cursor to the desired NVM for the file names, creates the file names, and
file name and push the MFD R3 line key The requests the DBU to read the diskette to determine
SELECT LEGS page is shown. Choose LEGS if the file names exist. If any of the file names
NOT PREVIOUSLY WRITTEN or ALL LEGS. already exist on the diskette, the error message
Push the MFD R3 line key to SELECT LEGS DUPLICATE FILE NAME is displayed. If the file
and the next WRITE FILES TO DISK page is names do not exist on diskette, the MDC increments
displayed. the version number stored in NVM and begins to
Insert a 3.5 inch diskette into the DBU. Move write the files t o diskette.
the cursor t o the DOWNLOAD line using the
MFD R5R6 line keys. Push the MFD R3 line The information written from the MDC to the DBU
key to begin writing the maintenance files. The is formatted such that it may be viewed on an 80
WRITE FILES TO DISK page shows the column PC display or printed on an 80 column
informational message WRITING XXXXXXX~ZZZ printer.
to indicate the file it is writing t o diskette. As
each file is written, the filename extension The 'WRITE FILES TO DISK pages consist of selec-
changes. tion menus or operating instructions and a MFD
The WRITE FILES TO DISK page shows the mode instruction line (bottom line). The diagnostics
informational message FINISHED WRITING line key mode line labels the functions of right side
FILES to indicate the operation was successfully MFD line keys.
completed.
Push the MFD R5 line key to move the cursor up
EXIT WRITE FILES TO DISK PAGE: the page.
0 Push the MFD R4 line key to return to the Push the MFD R6 line key to move the cursor
MAINTENANCE MENU page. down the page.
0 Push a MFD mode line key to return to the Push the MFD It3 line key to select the cursored
navigation display line function.
Push the MFD R4 line key to return t o the
The WRITE FILES TO DISK pages are used to MAINTENANCE MENU page.
download maintenance files t o the DBU. The name
of each file (xxxxxxxy.zzz>that is written t o diskette The MFD mode line labels the functions of bottom
is formatted to include the aircraft identification MFD line keys.
number (xxxxxxx), a version identifier (y, 0 through
9 then A through Z), and the type of file (zzz). The Push the MFD IDX line key to display the MFD
file types is LRU fault history (FLT). Refer to figure INDEX page.
for the WRITE FILES TO DISK pages. Push the MFD PLAN line key to display the
PLAN page.
If the aircraft ident number has not been set, the Push the MFD MAP line key to display the MAP
error message MUST SET AIRCRAFT IDENT is dis- page.
played, Paragraph 5.9.7 Aircraft Ident Set Operation Push the MFD TFC line key to display the TCAS
describes how to set the aircraft ident number. page-

fl \
TGT ' wx TGT
WRITE F I L E S TO D I S K WRITE F I L E S TO D I S K
SELECT F I L E S SELECT LEGS
> LEGS NOT PREVIOUSLY WRITTEN

> LRU FAULT HISTORY 12:Ol 01234 A L L LEGS
2 1 JUN97
CURRENT L E G : 0 1 2 3 4
PRE V NEXT SELECT MENU PREV NEXT SELECT MENU
R5 R6 R3 R4 R5 R6 R3 R4
IDX PLAN MAP TFC RCL IDX PLAN MAP TFC RCL
wx
WRITE F I L E S TO DISK
TO I N I T I A T E A WRITE TO A DISKETTE:
INSERT A DISKETTE INTO DBU
MOVE CURSOR TO DOWNLOAD
PRESS SELECT
> DOWNLOAD
CANCEL
PREV NEXT SELECT MENU

R5 R6 R3 R4
WRITE FILES TO DISK MENU DISPLAYS CGO-4714-11-AC-7
Write Files To Disk Pages

Figure 5-13

Push the MFD RCL line key to recall the previ- PROTOCOL VIOLATION indicates the DBU
ously used checklist. detected an emor in the MDC to DBU communi-
cations protocol.
The following list contains a brief explanation of RECEIVED DATA ERROR DETECTED indi-
MDC error messages that may be encountered cates the DBU detected an error in the data
during DBU operations: received from the MDC.
DBU FAULT (8E) indicates the DBU has detect-
NO DXSWDBU FAULT indicates the DBU does ed a floppy disk controller fault.
not detect a diskette. DBU FAULT (8F)indicates the DBU has detect-
DISK UNFORMATTED indicates that the dis- ed a track seek failure.
kette is not properly formatted. MUST SET AIRCRAFT IDENT indicates the
READ/WRITE FAILURE indicates the DBU has aircrafk identification number (AIN) had not
experienced a failure when it attempted t o write been entered into the MDC.
to diskette. DBU NOT RESPONDING indicates the DBU to
DISK CHANGED indicates the user has removed MDC communications link is bad or the DBU has
the diskette and inserted another diskette. failed.
DISK FULL indicates there is no room for the CONFIGURATION ERROR indicates strapping
files on the diskette. information contained in the control file does not
DISK WRITE PROTECTED indicates the plastic agree with the CSU strapping
tab on the 3.5 inch diskette is in the write protect
position.
FILE NOT FOUND indicates the file the MDC
requested the DBU to read was not on the dis-
kette.
DUPLICATE FILE NAME indicates the file
name the MDC has requested the DBU write to
diskette already exists on the diskette.
DISK TEMP BELOW 0 DEGREES indicates the
temperature of the disk drive is below the mini-
mum allowable temperature.


5.9.53 Select Checklist To Load Page checklist (USRCIUSTXXX) may be loaded into the
MDC. The diagnostics line key mode line labels the
VIEW SELECT CHECKLIST TO LOAD PAGE: functions of right side MFD line keys.
Push the MFD IDX line key to display the MFD
INDEX page. Push the MAINTENANCE line Push the MFD R5 line key to move the cursor up
key on the MFD INDEX page. The MAINTE- the page.
NANCE MENU page is displayed on the selected Push the MFD R6 line key to move the cursor
MFD. down the page.
Position the cursor on the DISK OPERATIONS Push the MFD R3 line key to select the cursored
line using the MFD line select keys R5 or R6 on line function.
the right side of the MFD. Push the MFD R4 line key to return to the
Push the MFD R3 line key to select the DISK MAINTENANCE MENU page.
OPERATIONS page.
Insert the checklist file diskette into the DBU. The MFD mode line labels the functions of bottom
Move the cursor to the LOAD CHECKLIST MFD line keys.
FILES line using the MFD R5/R6 line keys.
Push the MFD R3 line key to select LOAD Push the MFD IDX line key to display the MFD
CHECKLIST FILES page. INDEX page.
The MFD displays the SELECT CHECKLISTTO Push the MFD PLAN line key to display the
LOAD page with a directory list of the checklist PLAN page.
files on the diskette. Push the MFD MAP line key to display the MAP
Move the cursor to the desired checklist line page.
using the MFD R5R6 line keys. Push the MFD Push the MFD TFC line key to display the TCAS
R3 line key to select and load the checklist file. page.
The SELECT CHECKLIST TO LOAD page reap- Push the MFD RCL line key to recall the previ-
pears when the checklist file has been success- ously used checklist.
hlly loaded.
If the checklist loading process is unsuccessful, then
EXIT LOAD CHECKLIST FILES PAGE: the SELECT CHECKLIST TO LOAD page with an
e Push the MFD R4 line key to return to the error message, and instructions to PRESS M E W TO
MAINTENANCE MENU page. CONTINUE displays. After pushing the MENU key,
Push a MFD mode line key to return to the the SELECT CHECKLIST TO LOAD page displays.
navigation display The operator then has the option of retrying the
checklist load or returning to the DISK OPERA-
The SELECT CHECKLIST TO LOAD page is used to TIONS MENU.
upload new checklist files to the maintenance diag-
nostic computer. The new checklist files may be Refer to paragraph 5.9.5.1 for a list containing a brief
loaded to replacehpdate the files of an MDC that has explanation of MDC error messages that may be
functional files, program a new MDC that does not encountered during DBU operations.
have functional files, program a MDC that has
experienced an unsuccessful load and does not have
functional files, or a MDC that has corrupted Files.
Loading a new checklist file overwrites the come-
sponding existing checklist file within the NVM. The
checklist files are cleared (erased)when new mainte-
nance table files are loaded. Refer t o figure for the
SELECT CHECKLIST TO LOAJI page.
The SELECT CHECKLIST TO LOAD page consists

of a directory listing of all the CHECKLST.XXX and
USRCKLSTXXX files on the diskette. Up to 19 files
may be displayed on a page. If there are more than
19 files on the diskette, then the operator may use
the MFD R5/R6 line keys to access the other pages.
One checklist (CHECKLSTXXX) and one user

wx TGT
CURSOR LOAD CHECKLIST F I L E S PG 01/01
SELECT CHECKLIST TO LOAD
'> CHECKLST . 00 1
'CHECKLST. 002
CHECKLST.003
CHECKLST.004
CHECKLIST CHECKLST.005
FILES CffECKLST.006
CHECKLST.007
CHECKLST.008
CHECKLST.009
CHECKLST . O 10
CHECKLST.011
CHECKLST.012
CHECKLST.013
CHECKLST.014
CHECKLST.015
CHECKLST.016
USRCKLST.VVV
USRCKLST.XXX
USRCKLST YYY
PREV NEXT SELECT MENU,

R5 R6 R3 R4
tDX PLAN MAP TFC RCL
\ DIAGNOSTICS
LINE KEY
MFD MODE MODE LINE
INSTRUCTION
LINE
LOAD CHECKLIST FILES DISPLAY
CGO-4714-11-AC-8
Load Checklist Files Page

Figure 5-14

5.9.6 AMs-5000CZock Set O P W ~ Z ~ ~ O ~ I Push the MFD TFC line key to &splay the TCAS
I page.
VIEW CLOCK SET OPERATION PAGE: I Push the MFD RCL line key t o recall the previ-
Push the MFD IDX line key to display the MFD I ously used checklist.
INDEX page. Push the MAINTENANCE line 1
key on the MFD INDEX page. The MCIINTE-
NANCE MENU page is displayed on the selected
MFD.
Position the cursor on the CLOCK SET OPERA-
TION line using the MFD line select keys R5 or
R6 on the right side of the MFD.
Push the MFD R3 line key to select the CLOCK
SET OPERATION page.
EXIT CLOCK SET OPERATION PAGE:

Push a MFD mode line key to return t o the
navigation display
The flight or maintenance crew can set the MDC

clock using the clock set operation page. The current
time and date is displayed and any appropriate error
or warning messages. Clock set operation is avail-
able only when the GPS or ARINC (ships)clock is not
being received. Refer to figure for the clock set
operation page.
The CLOCK SET OPERATION page consists of the

radar mode line (top line),the MFD mode instruction
line (bottom line), current time and data displays, a
SET TIME AND DATE line, an ACCEPT line, a
CANCEL line, and a new time and date display The
radar mode line annunciates the RTA operating
mode. The diagnostics line key mode line labels the
functions of right side MFD line keys.
1 Push the MFD R5 line key to move the cursor up

~ the page.
~
Push the MFD R6 line key to move the cursor
1 down the page.
Push the MFD R3 line key to select the cursored
line function.
~ MAINTENANCE MENU page.
1 The MFD mode line labels the functions of bottom

I MFD line keys.
I
Push the MFD IDX line key t o display the MFD
INDEX page.
Push the MFD PLAN line key to display the
PLAN page.
Page.
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


Changes shown in bold text.
NOTE: After replacing an MDC or
5.9.6 AMS-5000 CLOCK SET OPERATION noticing the incorrect time/date
on the CDU, update the MDC
VIEW CLOCK SET OPERATION PAGE: clock to the current Zulu time and
• On the MFD, push the IDX line select date and update the aircraft ident.
key to display the MFD INDEX page.
• On the MFD, push the MAINTENANCE The CLOCK SET OPERATION page consists
line select key to display the of the radar mode line (top line), the MFD
MAINTENANCE MENU page. mode instruction line (bottom line), current
• Pull out the GPS No.1 circuit breaker time and data displays, a SET TIME AND
and GPS No.2 circuit breaker (if DATE line, an ACCEPT line, a CANCEL line,
installed). “CLOCK SET OPERATION” and a new time and date display. The radar
should display on the MFD just below mode line annunciates the RTA operating
DISK OPERATION. mode. The diagnostics line key mode line
• On the MFD, use line select keys R5 or labels the functions of right side MFD line
R6 to position the cursor next to the keys.
CLOCK SET OPERATION line, then
push line select key R3 to enter the • Push the MFD R5 line key to move the
CLOCK SET OPERATION page. cursor up the page.
• Push the MFD R6 line key to move the
EXIT CLOCK SET OPERATION PAGE: cursor down the page.
• On the MFD, push the R4 line key to • Push the MFD R3 line key to select the
return to the MAINTENANCE MENU cursored line function.
page. • Push the MFD R4 line key to return to the
• Push in all GPS circuit breakers. MAINTENANCE MENU page.
• Push an MFD mode line key to return to
the desired MFD display. The MFD mode line labels the functions of
bottom MFD line keys.
Refer to figure 5-15. You can set the MDC
clock using the CLOCK SET OPERATION • Push the MFD IDX line key to display the
page. The current time and date is MFD INDEX page.
displayed and any appropriate error or • Push the MFD PLAN line key to display
warning messages. Clock set operation is the PLAN page.
available only when the GPS or ARINC • Push the MFD MAP line key to display the
(ships) clock is not being received. MAP Page.
• Push the MFD TFC line key to display the
TCAS page.
• Push the MFD RCL line key to recall the
previously used checklist.

523-0775807-06411A Oct 21/04
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
AMS-5000, Clock Set Operation Page

Figure 5-15A

523-0775807-06411A Oct 21/04
RADAR
MODE LINE
TGT . CURRENT
CURRENT CLOCK SET OPERATION / DATE
TIME FIELD
FIELD TIME CURRENT D A Y
14: 16 0 1- JAN-97
> SET TIME AND DATE

ACCEPT
CURSOR
CANCEL
ACCEPT LINE J, \ SET TIME
I NEW TIME NEW DATE AND DATE
LtNE
CANCEL LINE 01-JAN-97
NEW DATE
NEW TIME FIELD
FIELD
NEXT SELECT MENU,

R6 R3 R4
,IDX PLAN MAP TFC RCL
\ DIAGNOSTICS
LINE KEY
MODE LINE
MFD MODE
INSTRUCTlON
LINE
CLOCK SET MENU DISPLAY
CGO-4714-11-AC-9
Clock Set Operation Page

Figure 5-15

1 5.9.7AMS-5000Aircraft Ident Set Operation I Push the MFD TFC line key to display the TCAS
I I page.
1 VIEW AIRCRAFT IDENT SET OPERATION PAGE: I Push the MFD RCL line key to recall the previ-
1 Push the MFD IDX line key to display the MFD I ously used checklist.
1 INDEX page. Push the MAINTENANCE line I
key on the MFD INDEX page. The MATNTE- 1
I NANCE MENU page is displayed on the selected
1 MFD.
Position the cursor on the A I R C W T IDENT
1 SET OPERATION line using the MFD line select
I keys R5 or R6 on the right side of the MFD.
I Push the MFD R3 line key to select the AIR-
[ CRAFT IDENT SET OPERATION page.
I
1 EXIT AIRCRAFT IDENT SET OPERATION PAGE:
1 Push the MFD R4 line key to return to the
1 MAINTENANCE MENU page.
I Push a MFD mode line key to return t o the
I navigation display
I
I The flight or maintenance crew can set the aircraft
I ident using the AIRCRAFT IDENT SET OPEM-
1 TION page. The current aircraft ident is displayed
1 and any appropriate error or warning messages.
1 Refer to figure for the AIRCRAFT IDENT SET
1 OPERATION page.
I
1 The AIRCRAFT IDENT SET OPERATION page
1 consists of the radar mode line (top line), the MFD
I mode instruction line (bottom line), CURRENT
I AIRCRAFT IDENT display, a SET AIRCFLAFT
I IDENT line, an ACCEPT line, a CANCEL line, and
I a NEW AIRCRAM' IDENT display The radar mode
1 line annunciates the RTA operating mode. The
1 diagnostics line key mode line labels the hnctions of
1 right side MFD line keys.
I
I Push the MFD R5 line key to move the cursor up
I the page.
1 Push the MFD R6 line key to move the cursor
I down the-page.
1 Push the MFD R3 line key to select the cursored
1 line function.
1 Push the MFD R4 line key to return t o the
1 MAINTENANCE MENU page.
I
The MFD mode line labels the functions of bottom
MFD line keys.
Push the MFD IDX line key t o display the MFD

INDEX page.
Push the MFD PLAN line key to display the
PLAN page.
page*
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


Changes shown in bold text.
5.9.7 AMS-5000 SET AIRCRAFT IDENT

The SET AIRCRAFT IDENT page consists of
VIEW SET AIRCRAFT IDENT PAGE: the radar mode line (top line), the MFD mode
• On the MFD, push the IDX line select instruction line (bottom line), CURRENT
key to display the MFD INDEX page. AIRCRAFT IDENT display, a SET AIRCRAFT
• On the MFD, push the MAINTENANCE IDEN line, an ACCEPT line, a CANCEL line,
line select key to display the and a NEW AIRCRAFT IDENT display. The
MAINTENANCE MENU page. radar mode line annunciates the RTA
• On the MFD, use line select keys R5 or operating mode. The diagnostics line key
R6 to position the cursor next to the mode line labels the functions of right side
SET AIRCRAFT IDENT line, then push MFD line keys.
line select key R3 to enter the SET
AIRCRAFT IDENT page. • Push the MFD R5 line key to move the
cursor up the page.
EXIT SET AIRCRAFT IDENT PAGE: • Push the MFD R6 line key to move the
• On the MFD, push the R4 line key to cursor down the page.
return to the MAINTENANCE MENU • Push the MFD R3 line key to select the
page. cursored line function.
• Push an MFD mode line key to return to • Push the MFD R4 line key to return to the
the desired MFD display. MAINTENANCE MENU page.
Refer to figure 5-16. You can set the The MFD mode line labels the functions of
aircraft ident using the AIRCRAFT IDENT bottom MFD line keys.
SET OPERATION page. The current
aircraft ident is displayed and any • Push the MFD IDX line key to display the
appropriate error or warning messages. MFD INDEX page.
The AIRCRAFT IDENT SET OPERATION • Push the MFD PLAN line key to display
page consists of the radar mode line (top the PLAN page.
line), the MFD mode instruction line • Push the MFD MAP line key to display the
(bottom line), CURRENT AIRCRAFT IDENT MAP Page.
display, a SET AIRCFLAFT IDENT line, an • Push the MFD TFC line key to display the
ACCEPT line, a CANCEL line, and a NEW TCAS page.
AIRCRAFT IDENT display • Push the MFD RCL line key to recall the
previously used checklist.
NOTE: After replacing an MDC you must
update the MDC aircraft ident and
set the MDC clock to the current
Zulu time and date.

523-0775807-06411A Oct 21/04
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
AMS-5000, Aircraft Ident Set Operation Page

Figure 5-16A

523-0775807-06411A Oct 21/04
RADAR
MODE LINE
TGT
AIRCRAFT IDENT SET OPERATION
SET
AIRCRAFT
I CURRENT A I R C R A F T IDENT
IDENT LINE
CURSOR
,,/ ACCEPT
.CURRENT
ACCEPT LINE b CANCEL
NEW A I R C R A F T IDENT
AIRCRAFT
IOENT FIELD
N 1234w8 1111
CANCEL LINE
1
NEW
AIRCRAFT
IDENT FIELD
NEXT SELECT MENU,

R6 R3 R4
DIAGN OSTlCS
LINE KEY
MFD MODE MODE LINE
INSTRUCTiON
LINE
AIRCRAFT IDENT SET OPERATION DISPLAY
CGO-4714- 11 - AC- 10
Aircraft Ident Set Operation Page

Figure 5-16

5.9.8 AMs-5000Configuration Strapping Unit The MDC displays the bit configuration of the left
and right co&guration strapping units in a manner
VIEW CONFIGURATION STRAF'PING UNIT consistent with the CSUs physical layout. Refer to
PAGE: figure for the CSU-4000.The left and right side
0 Push the MFD IDX line key to display the MFD CSUs are strapped identically The display shows
INDEX page. Push the MAINTENANCE line the flight or maintenance crew any miscornpare
key on the MFD INDEX page. The MAPNTE- between the two strapping units. If a miscornpare is
NANCE MENU page is displayed on the selected detected, the strapping word with the fault is high-
MFD. lighted in yellow. Refer to figure for configuration
Position the cursor on the CONFIGURATION strapping unit page.
STRAPPING UNIT line using the MFD line
select keys R5 or R6 on the right side of the Refer to tables 5-74 through 5-87 for bit definitions
MFD. of each strapping word. The CONFIGURATION
Push the MFD R3 line key to select the CONFIG- STRAPPING UNIT page bit pattern (1-16) corre-
URATION STRAPPING UNIT page. sponds to the octal label 360 bits 9 through 24. FCS,
FMS, and ATC strapping bit definitions are listed in
EXIT CONFIGURtlTIONS T W P I N G UNIT PAGE: table 5-87. These bits are not displayed on the MFD,
Push the MFD R4 line key t o return to the but are (also)programmed on the CSUs.
Push a MFD mode line key to return to the
navigation display.
UNIT UUST BE PGOGFWdUED PER U r n mmRAROw
07WORD 0 1I
WORD 1 I ~ ( I WORD 2 iIWORD 3
0
1-8 9-151- 8 9-16 1
-
8 9-161-
b [- WORD 5
WORD 4 II 11 WORD 6 I-WORD 7 7)
1- 8 9-161- 8 9- 8 9-161- 8 9-16

I6O -I
t J
1- 8 9-161- 8 9
- I- 8 9-161-8 9- 16
I I
I Ilur'
CGO-2555-01 -AC-1
CSU-4000Side View
Figure 5-17
&wised 22 March 1997 5-148

RADAR
MODE LINE
TGT
STRAPPING RIGHT CONFIGURATION STRAPPING U N I T
WORD
COLUMN W
..ORD STRAP PATTERN (1-16)’
-------- ---------------------
,WORD 00 1001 1101 1000 0 0
0
1.
WORD 01 1110 0110 0000 0000
WORD 02 0011 1 1 1 1 1 1 1 1 1000 BIT
STRAPPING WORD 03 0000 I011 0100 1001 PATTERN
WORD WORD 04 1101 0010 0000 0000 FIELD
FIELD WORD 05 1100 0000 0011 0011
WORD 06 0000 1000 0000 0100
WORD 07 1111 1101 1011 1110
WORD 08 0000 0000 0000 0000
WORD 09 0000 1101 0011 1100
WORD 10 0000 0000 0000 0000
WORD 11 0000 0000 0000 0000
WORD 12 0000 0000 0000 0000
AIRCRAFT WORD 13 0000 0000 0000 0000
LINE WORD 14 0000 0000 0000 0000
WORD 15 0000 0000 0000 0000 / MDC
/
‘ACFT :BCHJ4 MDC CPN :622-98 18-75 1
-SW VER:08AUG96 DSK CPN:831-4157-002 m
LEFT/RIGHT MENU \
R3 R4
// AI\
SOFTWARE
VERSION
IDX PLAN MAP TFC RCL MAlNT
TABLE
LINE
DISKETTE
LINE
MFD MODE
INSTRUCTION
LINE
CONFIGURATION STRAPPING UNIT DISPLAY
CGO-4714-11 -AC-ll
Configuration Strapping Unit Page

Figure 5-18

Table 5-74.Configuration Strapping Word 0.
OCTAL 360
9 (1) Reserved
10 (2) Reserved
11 (3) Reserved
12 (4) Reserved
Reserved
Reserved
Reserved
Reserved
17 (9) Reserved
18 (10) Reserved
19 (11) Reserved
20 (12) Reserved
21 (13) Reserved
22 (14) Reserved
23 (15) Reserved
24 (16) Data parity (odd), bit 24 must be set t o create odd data (bits 9 through 24) parity
25 0 (LSB)
26 0
27 0
28 0 (MSB, sub-address field)
29 L/R Source Code (0 = left, 1= right)

30 *SSM code
31 *SSM code
32 Parity (odd)
-
**SSM code bits: -

31 30 LRUStatus
0 0 Normal
0 1 Nocomputeddata
1 0 Functional test
1 1 Notused
Note: Data contained in bits 9 through 24 is an echo of label 352 IOC discrete word 1.

Table 5-75. Configuration Strapping Word 1.
OCTAL 360
9 (1) Cross-side NAV (0 = inhibit, 1= alIow)
10 (2) VNAV mode (0 = inhibit, 1= allow)
11 (3) Reserved
12 (4) Reserved
13 (5) *BRE PTR select code

14 (6) *BRG PTR select code
15 (7) Spare
16 (8) Spare
17 (9) GPS sole means NAV (0 = not certified, 1= certified)

18 (10) AFIS (1= present)
19 (11) MLS 1(1 = present)
20 (12) MLS 2 (1 = present)
21 (13) CDU type (0= full alpha, 1= shared)

22 (14) Spare
23 (15) Low-speed cues (1= enabled)
24 (16) Data parity (odd), bit 24 must be set to create odd data (bits 9 through 24) parity
25 1 (LSB)
26 0
27 0

30 **SSM code
31 **SSM code
32 Parity (odd)
*BRGPTR code bits: 14

I BRG Pointer
0 0 No BRG pointers
0 1 One pointer
1 0 Two pointers
1 1 Not used
**SSM code bits: -

31 30 LRU Status
0 0 Normal
1 0 Not used
1 1 Not used

OCTAL 360
9 (1) *MLS type code
10 (2) *MLS type code
11. (3) ADF range (1= 190.0-1799.5,O = extended)
12 (4) ADF 1 (1= present)
13 (5) ADF 2 (1= present)

14 (6) ADF type (1= ADF-462,O = ADF-700)
15 (7) DME 1(1= present)
16 (8) DME 2 (1= present)
17 (9) DME type (1= DME-442,O = DME-700)

18 (10) EFD windlGSNS data source (0 = FMS/ADC, 1= IRS)
19 (11) VIR 1 (1 = present)
20 (12) VIR 2 ( I = present)
21 (13) VIR type (1= VIR-432,O = VOMLS-700)

22 (14) TACAN 1(1= present)
23 (15) TACAN 2 (1 = present)
24 (16) TACAN type (1= TCN-500,O = undefined)
25 0 (LSB)
26 1
27 0
29 LiR Source Code (0 = left, 1= right)

30 **SSM code
31 **SSM code
32 Parity (odd)
*MLStype code bits: 10

- -9 MLS t m e
0 0 CMA-2000
0 1 Ben*
I O Undefined
1 1 Undefined
"SSM code bits: -

31 30 LRU Status
0 0 Normal
1 0 Not used
1 1 Not used

SSM code: ~-
Bit 31 Bit 30 LRU Status
0 0 Normal
1 0 Functional test
1 1 Notused

Table 5-78.ConfigurationStrapping Word 4.
OCTAL 360
9 (1) *FMSconfrgwation *BITS:11 9 FMS CONF?GWTION
10 (2) *FMS configuration 0 0 0 None
11 ( 3 ) "FMS configuration 0 0 1 OneFMC,oneCDU
12 (4) FMS type (1= Collins, 0 = other) 0 1 0 OneFMC,dualCDU
0 1 1 DualFMC,dualCDU
Reserved 1 1 0 TripleFMC, triple CDU
Reserved 1 1 1 Spare
VLF 1(1= present)
VLF 2 (1= present)
17 (9) GPS 1type code

18 (10) GPS 1type code
19 (11) GPS 2 type code
20 (12) GPS 2 type code
21 (13) GPS 1 (1= present)

22 (14) GPS 2 (1= present)
23 (15) CCP (1 = present)
24 (16) Reserved
25 0 (LSB)
26 0
27 1
29 L/RSource Code (0= left, 1= right)

30 SSM code
31 SSM code
32 Parity (odd)
GPS 1type code bits: -

18 17 GPStwe
0 0 GPS-4000
0 1 APR-4000
1 0 Other GPS POS sensor
1 1 Other GPS APPR sensor
GPS 2 type code bits: -

20 19 GPStmg
0 0 GPS-4000
0 1 MR-4000
SSM code bits: 31

I 30 LRUStatus
0 0 Normal
0 1 Nocomputeddata
1 0 Notused
1 1 Notused

Table 5-79. ConfigurationStrapping Word 5.
OCTAL 360
ATT/HDG 1 (1= present)
ATTEIDG 2 (1 = present)
A'R'iHDG 3 (I = present)
ATT/HDG 4 (1= present)
IRS type code (not defined)

IRS type code (not defined)
ATT/HDG 1(1= IRS, 0 = AHRS)
ATTMDG 2 (1 = IRS, 0 = AHRS)
ATTEIDG 3 (1= TRS, 0 = AHRS)

ATT/HDE 4 (1= IRS, 0 = AHRS)
Ext clock 1(1 = present)
Ext clock 2 (1 = present)
Clock type code (not defined)

Clock type code (not defined)
ADC 1(1= present)
ADC 2 (1= present)
1. (LSB)
0
1
0 (MSB, sub-address field)
L/R Source Code (0 = leR, 1= right)

*SSM code
*SSM code
Parity (odd)
*SSM code bits: 31

I 30 LRUStatus
0 0 Normal
0 1 Nocomputeddata
1 0 Notused
1 1 Notused

OCTAL, 360
WXP (1 = dual, 0 = single)
*WX configuration
*WX configuration
*WX configuration
RAD ALT 1 (1 = present)

RAD ALT 2 (1 = present)
Lightning detection system (1= present)
**RADALT type code
**RAD ALT type code

N 1 ref (0 = display on CDV)
Spare
Spare
Spare
***TCAS configuration
***TCAS configuration
***TCASconfiguration
0 (LSB)
1
1
0 (MSB, sub-address field)
WR Source Code (0 = left, 1= right)

SSM code
SSM code
Parity (odd)
*WX configuration bits: 12 -

- 11 -
10 WXconfEmration
0 0 0 RTA-84X
0 0 1 RTA-85X
**RAD ALT type code bits: -

17 16 RAJlALTtwe
0 0 ALT-55B
0 1 ALT-4000
1 0 Notdefined
1 1 Notdefined
***TCAS configuration bits: 24 -

- 23 -
22 TCASconfirmration
0 0 0 None
0 0 1 "€&-920
SSM code bits: 31 30

- LRUStatus
0 0 Normal
0 1 Nocomputeddata
1 0 Notused
1 1 Notused

OCTAL 360
9 (1) DCP l(1= present)
10 (2) DCP 2 (1= present)
11 (3) PFD 1(1= present)
12 (4) PFD 2 (1= present)
MFD 1(1= present)

MFD 2 (1 = present)
MFD 3 (1= present)
LDU 1(1= present)
17 (9) DBU (1= present)

18 (10) DCU 3 (1= present)
19 (11) EICAS display 1(I = present)
20 (12) EICAS display 2 (1= present)
21 (13) FMS (1= present)

22 (14) Marker beacon ANT 1 (1= present)
23 (15) Marker beacon ANT 2 (1 = present)
24 (16) MFD size (0 = 7x7, 1= 7x6)
25 1 (LSB)
26 1
27 1
28 0 (MSB,sub-address field)
29 LJR Source Code (0 = left, 1= right)

30 *SSM code
31 *SSM code
32 Parity (odd)
*SSM code bits: -

31 3 LRUStatus
0 0 Normal
0 ,1 No computed data
1 0 Notused
1 1 Notused

OCTAL 360
BIT NUMBER DESCRIIYTION
"Aircraft type code I1
*Aircraft type code I1
*'Aircraft type code I1
"Aircraft type code I1
**Aircraft type code I

TCAS overlay display enabled = 1

TCAS only display enabled = 1
Expanded LOC enable = 1
Rising runway enable = 1
HGS 1(1= present)

HGS 2 (1= present)
PFD 1HGS display active = 1
PFD 2 HGS display active = 1
25 0 (LSB)
26 0
27 0
28 1(MSB, sub-address field)

30 ***SSM code
31 ***SSM code
32 I Parity (odd)
*Aircraft type code I1 bits: 12 11 10 9

-- Aircrafttv~e
0 0 0 0 Spare
0 0 0 1 Spare
**Aircraft type code I bits: --

16 15 14 13 Aircraft t w e
0 0 0 0 Not used
0 0 0 1 Saab 2000
0 0 1 0 Canadair 604
0 0 1 1 Falcon 2000
0 1 0 0 Learjet 60
0 1 0 1 T-1AJayhawwTC-X
0 1 1 0 Canadaix Regional Jet
0 1 1 1 IPTN N250
1 0 0 0 IAIAstra
1 0 0 1 IAIGalaxy
1 0 1 0 Beechjet 400A AMs-5000
***SSM code bits: 31 30

-I LRU Status
0 0 Normal
0 1 Nocomputeddata
1 0 Notused
1 1 Notused

DESCRIPTION
VHF3IAUX VHF location (1=R WF3L AUX VHF, O=L VHF3/R AUX VHF)
AUX VHF (1= present)
Left MFD automatic TA pop-up = 1
Right MFD automatic TA pop-up = 1
H F channels (l=ITU disable, 0 = all)

RTU xside tuning (1= full, 0 = brick wall)
DME frequency range (1=108.00-117,95 MHZ, O=extended)
ACARS (I = present)
17 (9) Display ranges (1= transport, 0 = general aviation)

18 (10) Marker beacon sens select (1 = internal, 0 = ext RTU sel)
19 (11) MLS manual tuning (1= disabled)
20 (12) RTU independent DME tuning (1 = enabled)
21 (13) DCP 5 nmi range (1= enabled)

22 (14) DCP 600 nmi range (1= enabled)
23 (15) L RTU CDI (1= enabled)
24 (16) R RTU CDI (1= enabled)
25 1 (LSB)
26 0
27 0

30 *SSM code
31 *SSM code
32 Parity (odd)
*SSM code bits: --

31 30 LRU Status
0 0 Normal
0 1 Nocomputeddata
1 0 Notused
1 1 Notused

OCTAL 360
~~ ~~
9 (1) FMS syndindependent select enable (0 = fmed, 1= page selectable)

10 (2) FMS syndindependent default (0= sync, 1= independent)
11 (3) FMS weight units select disable
12 (4) Spare
13 (5) FMS units default (0 = lbs, 1 = kg)

14 (6) FMS IRS/attitude heading entry location (0 = page selectable, 1 = external)
15 (7) FMS gate entry select entry enable
16 (8) FMS flight number entry disable
17 (9) FMS MFD text window disable

18 (10) FMS hold speed select enable
19 (11) FMS hold speed default (0 = FAA hold, 1 = ICAO hold)
20 (12) FMS FAA hold speed (0 = FAA prop, 1= FAA jet)
21 (13) *FMS ICAO hold speed code

22 (14) *FMSICAO hold speed code
23 (15) FMS madtrue select enable
24 (16) FMS VHF 3 CDU access enable
25 0 (LSB)
26 1
27 0
29 L/RSource Code (0 = left, 1 = right)

30 **SSM code
31 **SSM code
32 Parity (odd)
*FMS ICAO hold speed bits: 22 21

- ICAOHOLDSPEED
0 0 CategoryA
0 1 CategoryB
1 0 CategoryC
1 1 Notused

0 0 Normal
1 0 Notused
1 1 Notused
Revised 12 March 1997 5-I60

OCTAL 360
FDR (1= present)
SPWS (1= present)
SATCOM (1 = present)
3 MCDU port 4 device

Aircraft type variation
Aircraft type variation
17 (9) Aircraft type variation

20 (12) *FMS aircraft performance configuration

25 1 (LSB)
26 1
27 0
29 L/R Source Code (0= left, 1= right)
30 **SSM code
31 **SSM code
32
*FMS aircraft performance config bits: -

24 23 22 21 20 PERFORMANCECONFIG
0 0
0 0 0 Noperformance
0 0 0 0 1 Spare

0 0 Normal
1 0 Not used
1 1 Not used

OCTAL 360
9 (1) RTU non-threat TCAS traffic select (1= disabled)
10 (2) RTU TCAS control sync (1= independent)
11 (3) RTU TCAS absolutelrelative select (1= disabled)
12 (4) RTU TCAS abovehelow select (1= disabkd)
*RTU TCAS range code

*RTU TCAS range code
*RTUTCAS range code
RTU echo error display (1= color)
17 (9) RTU ATC select (1= internal)

18 (10) RTU remote tune inhibit (1= internal)
19 (11) **RTU timeout code
20 (12) **hRTU timeout code
21 (13) VHF 8.33 Mxz channel separation (1= active)

22 (14) Spare
23 (15) ***RTU type code
24 (16) ***RTU type code
25 0 (LSB)
26 0
27 1
29 LIR Source Code (0 = left, 1= right)

30 SSM code
31 SSM code
32 Parity (odd)
*RTU TCAS range code bits: -

15 14 13 RTUTCASRANGE
0 0 0 Control disabled
0 0 1 6/12/20140 nmi
0 1 0 5/10/20/40 nrni
0 1 1 6/12nrni
1 0 0 315110/20/40 nmi
**RTU timeout code bits: -

20 19 RTUTIMEOUT
0 0 Pageandwindow
0 1 Pageonly
1 0 Spare
1 1 Function disabled
***RTU type code bits: 24 23

- RTUTYPE
0 0 RTU-4OXX
0 1 RTU-42XX
10 Notused
1 1 Not used
**SSM code bits: 31 30 LRUStatus

0 0 Normal
0 1 Nocomputeddata
1 0 Notused
1 1 Not used

Table 5-87.ConfigurationStrapping Word 13.
OCTAL 360
9 (1) CDU radio tuning (0= through FMC, 1 = direct)
10 (2) CDU engine display (1= allow engine display)
11 (3) CDU GPS position (1 = allow GPS position display)
12 (4) Installed VORs as ILS only (1= ILS only)
13 ( 5 ) GPS 3 (1= present)

14 (6) *GPS 3 type code
15 (7) *GPS 3 type code
16 (8) Spare
17 (9) Spare
18 (10) Spare
19 (11) Spare
20 (12) Spare
21 (13) Spare
22 (14) Spare
23 (15) Spare
24 (16) Spare
25 1(LSB)
26 0
27 1
29 L/RSource Code (0 = left, 1= right)

30 SSM code
31 SSM code
32
GPS 1type code bits: -

18 J
7
.- GPS t p e
0 0 GPS-4000
0 1 APR-4000
**SSM code bits: 31

- 30
LRU Status
0 Normal
0
1 0 Not used
1 1 Not used

OCTAL 360
9-24 I o (Spare)
I
Configuration Strapping Word 15
9-24 0 (Spare)
-
Aircraft Configuration Code:
~~
Bit 1 Bit2 Bit 3 B i t 4 Bit 5 Bit 6 Bit 7 Bit8 Aircraft Configuration

0 0 0 0 0 0 0 0 Uncertified
1 0 0 0 0 0 0 0 Starship 1
0 1 0 0 0 0 0 0 Beechjet400m
1 1 0 0 0 0 0 0 Reserved
~
0 0 1 0 0 0 0 0 CanadairRegionalJet
1 0 1 0 0 0 0 0 Saab2000
0 1 1 0 0 0 0 0 Reserved
1 1 1 0 0 0 0 0 Learjet60
0 0 0 1 0 0 0 0 Falcon2000
(TBD) Canadair Challenger 604
FMS Strapping Word (Set on CSU, but not displayed on MFD)
1-8
1
Not
1
ATC [A] Strapping Word (Set on CSU,but not displayed on MFD)
1-8 1
I
Not used
ATC [BI Strapping Word (Set on CSU, but not displayed on MFD)
. ~~~~~
1-8 Not used

I This page intentionally left blank.

5.10 FCS Diagnostics The FCS diagnostics are stored in volatile memory.
The FCC computers begin recording data at power
ENTER FCS DIAGNOSTICS: up and retain this data only while power remains On.
When the aircraft is powered down, all accumulated
e Push the IDX line key to display the index page data is lost. When investigating a problem, be sure to
on the MFD. write down any nonzero REPAIR, AP DIS, AP ENG,
YD DIS, YD ENG, STEER, and BOOST codes before
Push the MAINTENANCE line key to display power shutdown. Record all six digits of each nonzero
the maintenance menu page. code.
Push the FCS DIAGNOSTICS line key to display

instructions on how to enter diagnostics:
1. Disengage the autopilot.
2. Simultaneously push any three (labeled)

MSP mode select buttons and hold for one
second. The report mode diagnostic page is
then displayed on the MFD.
EXIT FCS DIAGNOSTICS:
Push EXIT line key (or simultaneously push

three (labeled) MSP mode select buttons) t o exit
diagnostics.
Push the IDX line key t o display the MFD index

page.
The FCS diagnostics provide a means t o isolate

faults within the flight control system. Use these
diagnostics if an autopilot or flight director problem
exists that cannot be isolated after viewing the
avionics status page. Note that the FCS diagnostics
are controlled by the FCC flight control computers
and not by the FMS computer(s). Refer to figure 5-
19.
FCS diagnostics consist of three basic modes. The

input mode displays selected inputs to the FCC
computers. The report mode displays selected inter-
nal FCC monitor information. The output mode
displays and controls selected FCC outputs.
Either the le&,right, or both FCC computers may be

put into diagnostic mode. Use the left MSP to put the
left FCC into diagnostic mode; TEST annunciates on
the left PFD. Use the right MSP to put the right FCC
into diagnostic mode; TEST annunciates on the right
PFD. The FCC that is in diagnostic mode drives the
MFD display. When both FCCs are in diagnostic
mode, push the AP XFR button on the APP to select
which FCC provides display data to the MFD. A blue
arrow on the diagnostic page indicates the (left or
right) FCC that is driving the display,

AMs-850 MFD INDEX PAGE AMs-5000 MFD INDEX PAGE
< NORMAL PROCEDURES
C ABNORMAL PROCEDURES CREW NOTES >
AVIONICS STATUS >
C PLAN MAP
< FMS
MAINTENANCE >
I DX RCL EMG
/
Y / \
w MAINTENANCE TGT \
C LRU DIAGNOSTIC DATA IH)
< LRU FAULT HISTORY m
a
FCC DIAGNOSTICS > [ZD
I DX RCL EMG I
\
-
1 r
wx
REPORT MODE
/
\
f 7
wx TGT
TO ENTER FCC DIAGNOSTICS

1. DISENGAGE AUTOPILOT
CLEAR EXIT
2. PRESS AND HOLD 3 FCC MODE
SWITCHES FOR 1 SECOND <---
SELECT MODE PREV
ITEM SCROLL
MOVE CURSOR NEXT
LEFT SUMMARY RIGHT SUMMARY
I DX RCL EMG
/
CGO-4718-01- AC-1
Enter FCC Diagnostics Page

Figure 5-19

5.10.1 Report Mode nonzero, refer to table 5-93 and interpret the
code. This code latches t o identify the cause of
VIEW REPORT MODE PAGE: the last disengage.
The YD ENG CODE explains why the yaw
Push the IDX line key to display the index page damper will not engage. If the YD ENG CODE is
on the MFD. nonzero, refer to table 5-94 and interpret the
code. This code names all conditions that are
Push the MAINTENANCE line key currently preventing the YD engage.
The STEER CODE explains why flight director
Push the FCS DIAGNOSTICS line key. Follow fail (FD) is annunciated on the PFD. If the
instructions displayed on MFD. STEER CODE is nonzero, refer to table 5-95 and
interpret the code. This code names all conditions
EXIT REPORT MODE PAGE: that are currently causing the flight director to
fail.
Push the EXIT line key The RUDDER BOOST FAIL panel annunciator
lights if the RUD BOOST pedestal switch is set
Push the IDX line key. to OFF', or if the switch is set to ARM and a boost
failure is detected. The BOOST CODE explains
The report mode provides a report on the internal a detected boost failure. If the BOOST CODE is
flight control system monitoring activity performed nonzero, refer to table 5-96 and interpret the
by the FCC computers. The report mode diagnostic code. This code names all conditions that are
page displays five lines of report parameters. Each currently causing rudder boost to fail. Note that
line contains a parameter name, a LEFT diagnostic the FCC may require 30 seconds after power up
code, and a RIGHT diagnostic code. Line keys select to zero this code.
report mode operations. Refer to figure 5-20.
Tables 5-90 through 5-96 include examples t o help
The name column lists five report mode parameters. interpret these codes. Table 5-14 describes terns
The LEFT FCC code column displays the hexadeci- used in these tables and lists the LRU most likely to
mal code from the number 1 FCC computer. The cause that code.
RIGHT FCC code column displays the hexadecimal
code fiom the number 2 FCC computer. Table 5-89 is Push the CLEAR line key to clear (reset) all left- and
a complete list of report mode parameters available right-side codes. The CLEAR line key label displays
for display Parameter names that denote errors only when at least one code is nonzero. An alternate
indicate the total number of errors that have oc- way to clear these codes is to turn the APP turn knob
curred since power up. The most useful report mode left and then back to detent to clear the left-side
parameters are described below: codes. Turn the APP turn knob right and then back
to detent to clear the right-side codes. The codes clear
a. The REPAIR CODE summarizes all errors when the knob returns to detent.
detected by the FCC monitors. This code collects
data on all events that occur after power up. If The cursor always displays at the left edge of the
the REPMR CODE is nonzero, refer to table 5-90 name column. The cursor indicates which parameter
and interpret the displayed code. If the code is line is active. Normally the cursor is yellow, and the
000000, no faults have been detected. APP knobs can be used as an alternate way to select
b. The AP DIS CODE explains why the autopilot parameters. If the cursor is green, then APP knob
disengaged itself If the A p DIS CODE is non- operation is disabled; push the AF' XFR button to
zero, refer to table 5-91 and interpret the code. select normal operation.
This code latches to ident* the cause of the last
disengage. Push the MOVE CURSOR line key to move the
C. The AP ENG CODE explains why the autopilot cursor to the next line. A n alternate way to move the
will not engage. If the AP ENG CODE is nonzero, cursor is to push one active MSP mode button.
refer to table 5-92 and interpret the code. This
code names all conditions that are currently Push the PREV or NEXT ITEM SCROLL line key to
preventing the A p engage. change the parameter displayed on the cursored line
d. The YD DIS CODE explains why the yaw damp t o the previous or next item in the report mode
er disengaged itself. If the YD DIS CODE is parameter list. Table 5-89 lists report mode parame-

ters in alphanumeric order. An alternate way to cycle modes is to simultaneously push any two active
scroll display parameters is t o turn the APP pitch MSP mode buttons.
wheel.
Push the EXIT line key t o exit the FCS diagnostics.
Push and hold the LEFT SUMMARY line key to An alternate way to exit diagnostics is to simulta-
display a short "plain English" explanation of the neously push any three active MSP mode buttons.
code displayed in the LEFT column of the cursored Then push the IDX line key t o display the MFD
line. This is a dynamic display and updates as the index page.
code changes. The lines of explanation display in
order of priority (top line is highest priority). If more The radar mode line annunciates the RTA operating
than one problem exists, solve the highest priority mode. The MFD mode line labels the functions of
problem first; related problems may also disappear. active MFD line keys.
An alternate way to select this summary page is t o
turn the APP turn knob left from detent; note that Push the IDX line key t o display the index page.
le& side codes clear when the knob returns to detent. Push the RCL line key to recall the previously
Push and hold the RIGHT SUMMARY line key t o used checklist.
display an explanation of the code displayed in the Push the EMG line key to display the emergency
RIGHT column of the cursored line. Operation is as checklist menu.
described above. Turn the APP turn knob right from
detent to alternately select this summary page. The display source indicator is an arrow that points
left or right to indicate which FCC is providing
display data to the MFD. Note that both left and
Push the SELECT MODE line key to cycle the MFD right FCC data displays, but only one FCC actually
display t o the next FCS diagnostic mode. When this transmits ASCII text to the MFD,
key is pressed in report mode, the MFD displays the
input mode diagnostic page. An alternate way to

RADAR
NAME COLUMN
\ I
(REFER TO
TABLE 5-6) \ \ wx
\
lol \
REWRT M30E /
LEFT G
R
H
IT,
/>REPAIR CXX)E = 060021 oooO21
----,-- ApDISaxE=000000000000
AP Et6 CODE: = 800020 8O0020
CURSOR lol YD D I S COO€ = 000000 000000 RIGHT FCC
YD ENG CODE = 400000 400000 CODE COLUMN
101 CLEAR EX1T
/ lol SELECT MODE

ITEM
PRn,
SCROLL
EXIT
ALL CODES DIAGN OSTlCS
lol NEXT
SELECT INPUT PREVIOUS
MODE PAGE PARAMETER
lol LEFT SUAVIARV RIGHT SUAUARV
CURSOR TO NEXT
/ /
NEXT LINE I DX RCL uln5 PARAMETER
LEFT SIDE CODE / RIGHT SIDE CODE

EXPLANATION (HOLD) EXPLANATION (HOLD)
MODE
MFD LINE /i DISPLAY SOURCE INDICATOR
(LEFT/RIGHT FCC) CCO-0810-08-AC-5
Report Mode Diagnostic Page

Figure 5-20

Tubk 5-89.Report Mode Parameter List
~ __ -
NAME DESCRIPTION
AHRS BUSERR Number of attitude heading computer AHC-1 bus errors
AMP-PERRORS Number of pitch servo amplifier errors
AMP-R ERRORS Number of roll servo amplifier errors
AMP-Y ERRORS Number of yaw servo amplifier errors
*AP DIS CODE = Cause of abnormal AP disengage (see table 5-91)
*AP ENG CODE = Reason AP will not engage (see table 5-92)
AP MON ERRORS Number of A p monitor hardware errors
BOOST CODE = Cause of RUDDER BOOST FML annunciation (see table 5-96)
BOOST DATERR Number of rudder boost input (sensor) data errors
BOOST ERRORS Number of rudder boost computation errors
CROSS BUSERR Number of cross-channel (FCC-3) bus errors
CUT-P HARDW Number of pitch cutout hardware errors
CUT-P OCCUR Number of pitch cutout occurrences (while engaged)
CUT-R M D W Number of roll cutout hardware errors
CUT-R OCCUR Number of roll cutout occurrences (while engaged)
CUT-Y HARDW Number of yaw cutout hardware errors
CUT-Y OCCUR Number of yaw cutout occurrences (while engaged)
DMA ERRORS Number of main processor DMA RAM errors
EQZN-P ERRORS Number of pitch equalization errors
EQZN-R ERRORS Number of roll equalization errors
EQZN-Y ERRORS Number of yaw equalization errors
ID NUMBER Software identification number
IO RESETS Number of automatic resets of I/O processor
IOC-A BUSERR Number of A-IOC-3 bus errors
IOC-B BUSERR Number of B-IOC-3 bus errors
IO DMA ERRORS Number of I/O processor DMA RAM errors
IO RAM ERRORS Number of VO processor RAM errors
IO ROM ERRORS Number of I/O processor ROM errors
MAIN RESETS Number of automatic resets of main processor
MATH ERRORS Number of main processor computation errors
PANEL BUSERR Number of panel (MSP-1) bus errors
RAM ERRORS Number of main processor RAM errors
"REPAIR CODE = Diagnostic summary (see table 5-90)
ROM ERRORS Number of main processor ROM errors
STEER CODE = Cause of FD flag (see table 5-95)
TRIM-P ERRORS Number of trim system errors, pitch
WRAP-C ERItORS Number of wraparound errors, cross-channel
WRAP-P ERRORS Number of wraparound errors, pitch
WRAP-R ERRORS Number of wraparound errors, roll
WRGP-Y ERRORS Number of wraparound errors, yaw
"YD DIS CODE = Cause of abnormal YD disengage (see table 5-93)
*YD ENG CODE = Reason YD will not engage (see table 5-94)
YD MON ERRORS Number of YD monitor hardware errors
*These items initially display.

Table 5-90.REPMR Codes (Diagnostic Summary).
CODE VALUE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
1 BOOST IO ROM CROSS WRP-AP RAM IO CPU
2 TRIM CUT-YH IOC-AB WRP-YD CPU DMA
3 BOOST 10 ROM CROSS WRP-AI? RAM IO CPU

TRIM CUT-YH IOC-AB WRP-YD CPU DMA
4 svo-AP CUT-AH IO RAM AHRS ROM EQU-YD

svo-AFJ CUT-AH IO RAM AHRS ROM EQU-YD
6 TRIM CUT-YH IOC-AB WRP-YD CPU DMA

svo-AJ? CUT-AH IO RAM AHRS ROM EQU-YD

svo-Al? CUT-AH IO RAM AHRS ROM EQU-YD
8 svo-YD CUT-0 MONHDW EQU-AJ? PANEL

9 BOOST IO ROM CROSS WRF-AP RAM IO CPU
svo-YD CUT-0 MONHDW EQU-AI? PANEL
A TRIM CUT-YH roc-AB WRP-YD CPU DMA

svo-YD CUT-0 MONHDW EQU-AJ? PANEL
B BOOST IO ROM CROSS WRP-AP RAM IO CPU

~ ~~
svo-YD CUT-0
~
MONHDW EQU-AI? PANEL
C svo-AP CUT-AH IO RAM AHRS ROM EQU-YD

svo-YD CUT-0 MONHDW EQU-AJ? PANEL
D BOOST IO ROM CROSS WRP-AP RAM 10 CPU

svo-AP CUT-AH IO RAM AHRS ROM EQU-YD
svo-YD CUT-0 MONHDW EQU-AP PANEL
E TRIM CUT-YH IOC-AB WRP-YD CPU DMA

svo-Ap CUT-AH IO RAM AHRS ROM EQU-YD
F BOOST IO ROM CROSS WRP-AP RAM IO CPU
svo-AP CUT-AH IO RAM AHRS ROM EQU-YD
Refer t o table 5-97 for description of codes and suspect LRU.

.
.
1
I
1
CODE VALUE
8 I-
DIGIT 1PROB
RATMON
RATMON
svo-P
svo-P
RATMON
svo-P
1
Table 5-91.AP DIS Codes (Latched Cause of AP Disengage).
DIGIT 2 PROB
LEM
IO ROM
ro ROM
EQU-P
IO ROM
EQU-P
EQU-P
IO ROM
EQU-P
EQU-R
10 ROM
EQU-R
DIGIT 3 PROB
LEM
CROSS
IOC
CROSS
IOC
IO RAM
CROSS
IO RAM
IOC
IO RAM
CROSS
IOC
IO RAM
CROSS
DIGIT 4 PROB
LEM
WFtP-AP
WRP-AP
WRP-AP
WRP-AP
SVO-R
WRP-AP
SVO-R
RAM
RAM
ROM
RAM
ROM
ROM
ItAM
ROM
DIGIT 5 FROB
LEM
NORACC
RAM
NORACC
DIGIT 6
PROBLEM
ATTMON
DMA
ATTMON
DMA
ATTMON
DMA
ATTMON
DMA
ATTMON
IOC DMA
EQU-R SVO-R NORACC
IO ROM CROSS WRP-AP RAM ATTMON

IOC DMA
EQU-R SVO-R NORACC
I C I svo-P EQU-P
EQU-R
10 RAM
SVO-R
ROM
NORACC
I D I- svo-P
IO ROM
EQU-P
EQU-R
CROSS
IO RAM
WRP-AP
SVO-R
RAM
ROM
NORACC
ATTMON
E RATMON IOC DMA

svo-F EQU-P IO RAM ROM
EQU-R SVO-R NORACC
IO ROM CROSS WRP-Gp RAM ATTMON

IOC DMA
EQU-P IO RAM ROM
EQU-I2 SVO-R NORACC
Refer to table 5-97 for description of codes and suspect LRU.

If AP DIS code = 000000 and A p disengages, check the repair code and switch wiring to the APF?
EXAMPLE: 002000 means an IOC caused the disengage.

Table 5-92.AP ENG Codes (Reasons AP Will Not Engage),
Refer t o table 5-97 for description of codes and suspect LRU.

If AI? ENG code = 000000 but AP will not engage, check switch wiring to APE
Note that the engagement is inhibited when coupled to diagnostics.
EXAMPLE: 200081 means RATMON, NORACC,and ATTMON faults.

Table 5-93.y;D DIS Codes (Latched Cause of YD Disengage).
-.
CODE
VALUE
I DIGIT 1
PROBLEM
DIGIT 2
PROBLEM
DIGIT 3
PROBLEM
DIGIT 4
PROBLEM 1 DIGIT 5
PROBLEM
DIGIT 6
PROBLEM
0 I- I- I-
1 1 EQU-Y I 10ROM CROSS
2 I RATMON I- IOC I- DMA
3
I EQU-Y
RATMON
I !OROM CROSS
IOC DMA
4 I- I BSTMON IO RAM
5
I- EQU-Y 10ROM
BSTMON
CROSS
IO RAM WRP-Y I RAM
ROM
6 I YTMON IOC
IO RAM WRP-Y I ROM
DMA
7 EQU-Y IO ROM CROSS

FL4TMON IOC DMA
BSTMON IO RAM WRP-Y
svo-YD I LATACC
EQU-Y IO ROM CROSS

svo-YD
A RATMON IOC DMA
B
svo-YD
EQU-Y
RATMON
svo-YD
IO ROM CROSS
IOC
A LATACC
DMA
C
I svo-YD
I BSTMON IO RAM WRP-Y I ROM
I
LATACC
D EQU-Y IO ROM CROSS RAM

BSTMON IO ]RAM WRP-Y ROM
svo-YD
I
LATACC
E RATMON IOC DMA

BSTMON IO RAM WRP-Y ROM
svo-YD LATACC
F EQU-Y IO ROM CROSS RAM

RATMON IOC DMA
BSTMON IO RAM WRP-Y ROM
svo-YD LATACC

If YD DIS code = 000000 and YD disengages, check switch wiring to APP and investigate the REPAIR code.
EXAMPLE: 100000 means an equalization error (EQU-Yl in the yaw axis caused the disengage.

Table 5-94. YD ENG Codes (Reasons YD Will Not Engage).
CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
1 CUT-YO IO ROM CROSS RAM

2 RATMON DISSWI IOC WRP-Y DMA

RATMON DISSWI IOC WRP-Y DhflA
4 CUT-YH BSTMON IO RAM ROM STRP-E

CUT-YH BSTMON IO RAM ROM STRP-E
6 RATMON DISSWI IOC WRP-Y DMA

CUT-YH BSTMON IO F u M ROM STRP-E

RATMON IOC WRP-Y DMA
8 svo-YD MON-YD LATACC ID NUM

svo-YD MON-YD LATACC ID W M
A ElATMON DISSWI IOC WRP-Y DMA
svo-YD MON-YD LATACC ID NUM
B CUT-YO 10 ROM CROSS RAM

RATMON DISSWI IOC WRP-Y DMA
C CUT-YH BSTMON 10 RAM ROM STRP-E

svo-m MON-YD LATACC ID N U M
D CUT-YO IO ROM CROSS RAM

CUT-YH BSTMON 10 RAM ROM STRP-E
E FL4TMON DISSWI IOC WRP-Y DMA

F CUT-YO IO ROM CROSS RAM

RATMON DISSWI IOC WRP-Y DMA
CUT-YH BSTMON Io RAM ROM STRP-E

Table 5-95.STEER Codes (Reasons For FD Flag).
CODE
VALUE
DIGIT 1
PROBLEM
I DIGIT2
PROBLEM
I DIGIT3
PROBLEM
DIGIT 4
PROBLEM
DIGIT 5
PROBLEM
DIGIT 6
PROBLEM
0 I- I- l- I-
1 I IOROM I- P-DATA I RAM I A'M'MON
2 I roc R-DATA 1- ID U
3 I !OROM
I ioc P-DATA
R-DATA I""I
4 I AHRTST I IORAM ROM I STRP-E
5 IO ROM
AHRTST I ;ORAM
P-DATA
I RAM
ROM I ATTMON
STRP-E
6
I IO RAM
R-DATA
I ROM
1
&RTST
I-
IO ROM
AHRTST
t-
ioc
IO RAM
P-DATA
R-DATA
I-
II ATTMON
:%-E
PANEL
I
8
9 !OROM
II : P-DATA
I"" ATTMON
PANEL
A
I: IOC R-DATA
I:
B
1
P-DATA
R-DATA
I"
I
C YRTST
I IORAM
ROM STRP-E
PANEL
D IO ROM
AHRTST IO RAM
P-DATA
I RAM
ROM
ATTMON
STRP-E
E lIOLlOl
IOC R-DATA
I ROM
PANEL
T: P-DATA
F IO ROM RAM ATTMON
IOC R-DATA DMA
AHRTST IO RAM ROM STRP-E
PANEL

EXAMPLE: 000300 means P-DATA and R-DATA faults.

Table 5-96.BOOST Codes (*Reasons For Rudder Boost Fail Annunciation).
CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
1 EQU-Y IO ROM CROSS RAM
2 BSTDAT WRP-Y MEMORY

BSTDAT WRP-Y MEMORY
4 BSTMON 10 RAM ROM STRP-E

BSTMON ROM STRP-E
6 BSTDAT WRP-Y MEMORY

BSTMON IO RAM ROM STRP-E

BSTDAT WRP-Y MEMORY
8 svo-YD ID NUM

svo-YD ID NUM
A BSTDAT WRP-Y MEMORY

svo-YD ID W M
B EQU-Y IO ROM CROSS RAM

BSTDAT WRP-Y MEMORY
svo-YD ID NUM
C BSTMON IO RAM ROM STRP-E

svo-YD ID NUM
D EQU-Y IO ROM CROSS RAM

svo-YD ID NUM
E BSTDAT WRP-Y MEMORY

BSTMON IO RAlM ROM STRP-E
svo-YD ID MJM
F EQU-Y IO ROM CROSS RAM

BSTDAT WRP-Y MEMORY
svo-YD ID NUM
"The RUDDER BOOST FAIL annunciator lights whenever the pedestal RUD BOOST switch is set t o OFF. If this switch is set to
ARM and the RUDDER BOOST FAIL annunciator lights, then check the BOOST CODE to find the rudder boost failure.
EXAMPLE: A00200 means BSTDAT, SVO-YD, and WRP-Y faults.

NAME DESCRIPTION
AHRS The AHC-1 serial bus from the AHRS is invalid. Suspect the AHC or the FCC; further investigation is required.
AHRTST The AHRS (AHC) is in test mode.
ATTMON Basic autopilot pitch or roll attitude data from the AF-IRS is invalid. Suspect the M C .
BOOST A rudder boost failure is detected. This term sets with BSTDAT or BSTMON. Suspect a failed pressure sensor or the
FCC; further investigation is required.
BSTDAT A rudder boost input data error is detected. This means that data from the engine pressure sensors is not reasonable,
or that these values do not agree with the cross-side FCC values. The BOOST DATERR report parameter lists the
number of detected data errors. Suspect a failed pressure sensor or the FCC; further investigation is required.
BSTMON A rudder boost computation error is detected. This means that an unnecessary rudder boost occurred, or that the
boost is in the wrong direction. Cycle the remote RUD BOOST switch to clear this error. The BOOST ERRORS
report parameter lists the number of detected computation errors. Suspect the FCC.
CPU The main processor has been reset. Suspect the FCC.
CROSS The FCC-3 cross-channel bus from the other FCC is invalid. Suspect one of the two FCCs.
CUT-AH An autopilot (pitch or roll) cutout hardware error is detected. This term sets with CUT-PH or CUT- RH. Check the
CUT-P HARDW and CUT-R HARDW report parameters to isolate pitch or roll failure. Suspect the FCC.
CUT-0 A (pitch, roll, or yaw) cutout occurrence is detected. This term sets with CUT-PO, CUT-RO, or CUTYO. Check the
CUT-P OCCUR, CUT-R OCCUR, and CUT-Y OCCUR report parameters to isolate pitch, roll, or yaw failure. This
does not indicate a failed unit.
CUT-PH A cutout hardware error in the pitch axis is detected. Suspect the FCC.
CUT-PO A cutout occurrence in the pitch axis is detected. This means that pitch rate or attitude has exceeded certain limits.
This does not indicate a failed unit.
CUT-RH A cutout hardware error in the roll axis is detected. Suspect the FCC.
CUT-RO A cutout occurrence in the roll axis is detected. This means that roll rate or attitude has exceeded certain limits. This
does not indicate a failed unit.
CUT-YH A cutout hardware error in the yaw axis is detected. Suspect the FCC,
CUT-YO A cutout occurrence in the yaw axis is detected. This means that yaw rate has exceeded certain limits.
This does not indicate a failed unit.

DISSWI The disengage switch (AI?DISC) is pressed.
DMA DMA RAM area errors are detected. Suspect the FCC.
EQU-AP An autopilot (pitch or roI1) equalization error is detected. This term sets with EQU-P or EQU-R. Check the EQZN-P
ERRORS and EQZN-R ERRORS report parameters to isolate pitch or roll failure. Suspect AHC or FCC; hurther
investigation is required.
EQU-P An equalization error in the pitch axis is detected. This means that the two pitch servo commands are not tracking
within certain limits. Suspect AHC or FCC; further investigation is required.
Revised 1.2 March 1997 5-179

Table 5-97. Description of Report Mode Monitors.

~~ ~
NAME
~ _ _ _
DESCRIPTION
EQU-R An equalization error in the roll axis is detected. This means that the two roll servo commands are not tracking
within certain limits. Suspect AHC or FCC; further investigation is required,
EQU-Y An equalization error in the yaw axis is detected. This means that the two yaw servo commands are not tracking
within certain limits. Suspect AHC or FCC; further investigation is required.
EQU-YD A yaw damper equalization error is detected. Refer to EQU-Y. Suspect AHC or FCC; further investigation is
required.
ID NUM The software ident numbers of the two FCCs do not match. The first four characters of the code are the main
program ID; the last two characters are the IIO program ID. Suspect one of the two FCCs.
IOC The serial bus from the currently used IOC concentrator is invalid. Only one IOC-3 bus is used at a t i m e Cheek the
IOC-A BUSERR and IOC-B BUSERR report parameters t o isolate the IOC Suspect the IOC or the FCC; further
investigation is required.
IOC-AB At least one of the two IOC-3 input buses to the FCC has been diagnosed as invalid. Refer to IOC monitor (above).
Suspect the IOC or the FCC; further investigation is required.
IO CPU The I/O processor has been reset. Suspect the FCC.
IO RAM An I/O processor RAM error is detected. Suspect the FCC.
IO ROM The IIO processor ROM did not add up to the correct checksum. Suspect the FCC.
LATACC Basic yaw damper lateral acceleration data from the AHRS is invalid. Suspect the AHC.
MON-AP The autopilot monitor output (to APP)has failed. Suspect the FCC.
MONHDW A monitor output hardware error is detected. This term sets with MON-AP or MON-YD. Suspect the FCC.
MON-YD The yaw damper monitor output (to APP)has failed. Suspect the FCC.
NOMCC Basic autopilot normal acceleration data from the AHRS is invalid. Suspect the AHC.
PANEL Communication between the MSP and the FCC is invalid. Suspect the MSP or the FCC; Eurther investigation is
required.

Table 5-97.Description of Report Mode Monitors.
NAME
P-DATA Pitch outer loop data monitor is invalid. This means that data required for current pitch computations is invalid.
Suspect the external system supplying pitch data in that mode.
For example: If VS mode is selected and the STEER CODE shows the P-DATA term is set, refer to pitch outer loop
monitor chart below. Under VERTICAL MODES, find the VS line. The array shows six items on this line. This
marks the six DATA MONITORS that can set the P-DATA term in VS mode. If VS, TAS, vertical acceleration,
vertical speed reference?pitch attitude? or roll attitude data is invalid (SSM not normal), then this t e r n sets and the
FD flag displays on the PFD.
VERTICAL MODES:
ALT CAPTURE or AZIT TRACK
ALT CAPT or W A V AET TRACK
ALT HOLD and not ALT TRACK
FLIGHT LEVEL CHANGE (LAS)
FLIGHT LEVEL CHANGE (MACH)
GLIDESLOPE CAPTURE
PATH OR GLIDEPATH
PITCH or VERTICAL GO AROUND
VERTICAL SPEED
DATA MONITOR (SOURCE LABELBIT)

A Valid baro-altitude (204:31)
B Valid pressure altitude (203:31)
C Valid IAS (206:31)
D Valid VS (212:31)
E Valid TAS (210:31)
F Valid MACH (205:31)
G Valid preselect altitude (102:31)
H Valid R-DATA bit for localizer capture
I Valid FMS pitch command (12231)
J Valid GS data in vert dev word (117:11,30, 31)
K Valid vertical acceleration (364:30,31)
L VaIid along acceleration: (HDG refYAHRS = 37530,311
(TRK re5'IRS = 362:30731)
M One, or both of the following: Valid radio altitude (164:03,31)
Word which contains marker beacon data (222)
N Valid VNAV altitude (21i5:11712,30731)
0 Valid IAS reference (103:30, 31)
P Valid Mach reference (106:30, 31)
Q Valid vertical speed reference (104:30731)
R Valid pitch reference (324:30,31)
S Valid roll reference (325:30,31)
RAM A main processor IlAM error is detected, Suspect the FCC.
RATMON Basic pitch, roll, 01-yaw rate data from the AHRS is invalid. Suspect the AHC.

Table 5-97.Description of Report Mode Monitors.
NAME DESCRIPTION
~
R-DATA Roll outer loop data monitor is invalid. This means that data required for current roll computations is invalid.
Suspect the external system supplying roll data in that mode. Refer to roll outer loop monitor chart below. This
chart shows the DATA MONITORS that can set the R-DATA term in each LATERAL MODE. Refer to the P-DATA
term for an example of how to use this chart,
LATERAL MODES:
GO AROUND LATERAL
HEADING HOLD
HEADING SELECT (APPR,HDG, NAV)
HEADING SELECT (BC)
LOCALIZER CAPTURE (if not LINTRKMOD)
LOCALIZER CAPTURE (if LINTRKMOD)
NAVIGATION CAPTURE (VOR)
NAVIGATION CAPTURE (overstation)
NAVIGATION CAPTURE (FMS)
ROLL and not HEADING HOLD
DATA MONITOR (SOURCE LABEL)

A Valid roll attitude (32530, 31)
B Valid TAS (210:31)
C Valid FMS bank command (121:30,31)
D Valid HDG error (302:30,31)
E Valid course datum (301:30,31)
F Valid LOC active logic (116:11, 12)
G Valid VOR active logic (116:11, 12, 13)
€3 Valid LOC data in lat dev word (116:11,12,30,31)
I Valid VOR data in lat dev word (116:11,12,13,30,31~
J Validheading (Mag heading/AHRS = 320:30,31)
(True heading/IRS (314:30,31)
K Valid cross acceleration (HDG reUAHRS = 376:30, 31)
(TRK reflRS = 363:30, 31)
L Linear FMS in lateral dev word (116:11,12,13)
M Onside heading data to PFD (163:12)
N Valid aIong acceleration (HDG refiAHRS = 375:30, 31)
(TRK ref?IRS = 362:30,31)
0 Valid force LNAV capture command bit (272:20,30, 31)
ROM The main processor ROM did not add up to the correct checksum. Suspect the FCC.
STRP-E External aircraft strapping is not compatible with the FCC configuration ROM. Either the W S configuration
strapping is incorrect or the FCC has an incorrect software version.
svo-AP An autopilot (pitch or roll) servo amplifier error is detected. This term sets with SVO-P or SVO-R. Refer t o AMP-P
ERRORS and AMP-R ERRORS report parameters to isolate pitcWrol1 error. Suspect AHC,FCC, pitcldroll servos, or
mismatched discrete inputs; further investigation is required,
svo-P A servo amplifier error in the pitch axis is detected. This means either a hardware failure occurred or that the input
to the two halves of the pitch servo amplifier are not alike. Suspect AHC, FCC, pitch servo, or mismatched discrete
inputs; further investigation is required.
SVO-R A servo amplifier error in the roIl axis is detected. This means either a hardware failure occurred or that the inputs
to the two halves of the roll servo amplifier are not alike. Suspect AHC, FCC, roll servo, or mismatched discrete
svo-YD A yaw damper servo amplifier error is detected. This means either a hardware failure occurred or that the inputs to
the two halves of the yaw servo amplifier are not alike. Suspect AHC, FCC, yaw servo, or mismatched discrete
TRIM A pitch or roll trim system failure is detected. Check the TRIM-P ERRORS report parameter to isolate pitch or roll
failure. Suspect the aircraft piWrol1 trim system or the FCC.
T R W The pitch or roll trim fail annunciator test failed. Suspect an annunciator bulb.

Tuble 5-97.Description of Report Mode Monitors.
NAME DESCRIPTION I
WRP-AP An autopilot (pitch or roll) wraparound error is detected. Check the WRAP-P ERRORS and WRAP-R ERRORS report
parameters to isolate pitch or roll failure. Suspect the FCC.
WRP-Y A wraparound error in the yaw axis is detected. Suspect the FCC.
WRP-YD A yaw damper wraparound error is detected. Suspect the FCC.

5.10.2 Input Mode alphanumeric order. An alternate way to scroll dis-
play parameters is to turn the APP pitch wheel.
VIEW INPUT MODE PAGE:
IOC labels display below the five signal lines in both
0 Push the IDX line key to display the index page the LEFT and RIGHT columns. The label in the
on the MFD. LEFT column indicates which IOC-3 concentrator
input bus (IOC-LA or IOC-LB) is currently being
Push the MAINTENANCE line key used by the left FCC computer. The label in the
RIGHT column indicates which IOC-3 input bus
Push the FCS DIAGNOSTICS line key Follow (IOC-RAor IOC-RB) is being used by the right FCC.
instructions displayed an MFD. Normally each FCC automatically selects which IOC
bus t o use; however the operator may toggle to the
Push the SELECT MODE line key. other bus by raising and then manuallv lowering the
APP engage levers. Both FCCs then attempt to use
EXIT INPUT MODE PAGE: the other IOC bus. If the new IOC bus is valid, the
FCC uses the new bus. If the new IOC bus is invalid,
Push the EXIT line key. the FCC switches back to using the old valid bus.
Push the IDX line key Push the SELECT MODE line key t o cycle the MFD
display t o the next FCS diagnostic mode. When this
The input mode displays a readout of selected signals key is pressed in input mode, the MFD displays the
coming into the FCC. This mode is especially useful output mode diagnostic page. An alternate way to
for isolating a failed LRU that supplies data to the cycle modes is to simultaneously push any two active
FCC. The input mode diagnostic page displays five MSP mode buttons.
lines of input signals. Each line contains the signal
name, a LEFT value, a RIGHT value, and a unit of Push the EXIT line key t o exit the FCS diagnostics.
measure (if applicable). Line keys select the input An alternate way to e i t diagnostics is to simultane-
mode operations. Refer to figure 5-21. ously push any three active MSP mode buttons. Then
push the IDX line key t o display the MFD index
The name column lists five input signals. The LEFT page.
column displays the signal value at the input of the
number 1 FCC computer. The RIGHT column dis- The radar mode line annunciates the RTA operating
plays the signal value at the input of the number 2 mode. The MFD mode line labels the functions of
FCC computer. Dashes display instead of a signal active MFD line keys.
value if that input is missing, invalid, OF not used.
Table 5-98 is a complete list of input mode signals Push the IDX line key to display the index page.
available for display, the signal source, a signal Push the RCL line key to recall the previously
description, and the units of measure. used checklist.
The cursor always displays at the left edge of the checklist menu.
name column. The cursor indicates which signal line
is active. Normally the cursor is yellow, and the APP The display source indicator is an arrow that points
knobs can be used as an alternate way to select sig- left or right to indicate which FCC is providing dis-
nals. If the cursor is green, then APP knob operation play data to the MFD. Note that both left and right
is disabled; push the AP XFR button to select normal FCC data displays, but only one FCC actually trans-
operation. mits ASCII text to the MFD.
Push the MOVE CURSOR line key t o move the cur- Table 5-98 lists all available input parameters. The
sor to the next line. An alternate way to move the most useful inputs are decoded and displayed with a
cursor is to push one active MSP mode button. unit of measure (such as feet or degrees) so that this
value can be easily compared with related displays
Push the PREV or NEXT ITEM SCROLL line key to indications in the aircraft. Some inputs are useful
change the signal displayed on the cursored line to only to engineering but are included in the table for
the previous or next item in the input mode parame- completeness.
ter list. Table 5-98 lists input mode parameters in

RADAR
MODE LINE
LEFT FCC
VALUE COLUMN
NAME COLUMN
(REFER TO TABLE 5-15)
IhPUTWE /
LEFT RIG%
CURSOR
>PTH
ROL
m R
R
.o
“0
.o
.O DEG
.O DEC
.O DEC
---- UNIT OF MEASURE
ALT/B 2oooO 20000 FEET COLUMN
KNBROL -.014 - . O B VOLTS
7
EXIT
/IWdA loc-RA
IOC-3 INPUT SELECT MOOE PREV

BUS IN USE
ITEM SCROLL
SELECT OUTPUT
MODE PAGE
MOVE CURSOR
MM:cLRsoR
I
NEXT
\= : ! F R
TO NEXT L[NE I DX
I RCL EMS PARAMETER
1
M FD
MODE LINE
DISPLAY SOURCE INDICATOR
(LEFT/RIGHT FCC) CGO-0810-08-AC-6
Input Mode Diagnostic Page

Figure 5-21
The‘SOURCE column of table 5-98 lists the name of parameter should vary k1.8 volts when the APP
the LRU that supplies each input signal, the data pitch wheel is turned, and the roll knob parame-
bus (IOC-3 or AHC-1, if applicable) bringing the ter +4.3 volts when the APP turn knob is turned.
input to the FCC, and the octal label of the data For example, the SWTHDG parameter should be
word. Note that specific bit descriptions for these true when the HDG button on the MSP is
data words are not provided in this manual; refer to pressed, and false when it is released.
an ARINC 429 specification. C. Verify data from an external system by monitor-
ing that input while the system is exercised or
The following examples show situations where the tested. For example, the left IASREF input value
input diagnostic mode is a valuable troubleshooting should change as the IAS reference knob on the
tool: pilot’sARP is turned. The VORBRG input value
should be 0 DEG while the NAV receiver is in
a. The values displayed in the LEFT and RIGHT test mode.
columns of any input signal should agree within
reason. For example, a line reading “AETB The input data from external (non-FCS)units is first
\ 15125 235 FEET” indicates an air data applied to IOC input/output concentrators and then
(ADC/ARP)problem in the side that displays the mapped to the FCC on redundant IOC-3 data buses.
incorrect barometric altitude value. The AHC-1 input bus is applied directly (not through
b. The input mode is very useful when checking out an IOC) t o the FCC computer. This external data
the APP and MSP panel functions. Refer to the displays as two input signal parameters, and is
ENGAP, ENGYD, KNBPTH, KNBROL, and organized as described below.
SWIXXX parameters. The engage parameters
should be true when the levers are up and false ARINC input data is formatted as a 32-bit word. Bits
when the levers are down. The pitch knob 1-8contain the identification label of the word, bits

9-10 contain the SDI code, bits 11-13contain pad (or
secondary) data, bits 14-29 contain primary data,
bits 30-31 contain the SSM code, and bit 32 is for
parity BITS: 31 30 13 12 11 10 9
BIT VALUE: 2 1 4 2 1 2 1
ARINC WORD BITS DESCRIPTION
DISPLAYED SUMOF SUM OF SUM OF
1-8 Label (octal) VALUE: SET BITS SET BITS SET BITS
9-10 SDI (source ident)
11-13 Padhecondary data
14-29 Primary data
30-31 SSM (status)
32 Parity bit
Table 5-98 provides a descriptive name parameter

and an "SSMPSI" parameter for each (external)
input label. These two input signals may be dis-
played to show all pertinent information provided in
the word. For example, preselect altitude information
is provided in the 102 word. This information is
presented in the ALTREF and 102 parameters.
The ALTREF input parameter displays the preselect

altitude setting in feet. This information is decoded
from the primary data (bits 14 through 29) of word
102.
Some primary data is not decoded into a signal

value but instead is displayed as a hexadecimal
value. The unit of measure far these signals is
displayed as "29-14H".
The 102 input parameter displays the remaining per-

tinent information in three digits. The unit entry on
this line is SSMPSI. This means the three displayed
digits are (in order): the SSM, Pad data, and the SDI.
The SSM digit is 0 (failed), 1(no computed data),

2 (unit in test), or 3 (normal). This digit is de-
coded from bits 30 and 31 of the input word.
The Pad digit lists miscellaneous infomation

that is normally pad (0 = not used) or secondary
data. This digit is decoded from bits 11, 12, and
13 of the input word.
The SDI digit is 0 (not used), 1 (left LRU), 2

(right LRU), or 3 (not used). This digit is decoded
from bits 9 and 10 of the input word.

Table 5-98.Input Mode Parameter List.
NAME I SOURCE LRU (BUS WORD) I DESCRIPTION (UNIT OF MEASURE)

External input data words are displayed in 2 parameters. For example, parameters 124 and I O C W together display the data
contained in the 124 word received on the IOC-3 bus.
102 ADC label 102 (IOC-3) SSM, Pad data, SDI (SSMPSI)
103 ADC Iabel 103 (IOC-3) SSM, Pad data, SDI (SSMPSI)
116 PFD label 116 (IOC-3) SSM, Pad data, SDI (SSMPSI)
124 IOC label 124 (IOC-3) SSM, Pad data, SDI (SSMP$I)
155PRI ND/MFD label 155 (IOC-3) SSM, Pad data, SDI (SSMPSI)
PRI = Primary (onside) unit; SEC = Secondary (offside unit)
155SEC NDNFD label 155 (IOC-3) SSM, Pad data, SDI (SSMPSI)
164 RAC label 164 (IOC-3) SSM, Pad data, SDI (SSMPSI)
270ADC ADC label 270 (IOC-3) SSM, Pad data, SDI (SSMPSI)
270AHR AHC label 270 (AHC-1 SSM, Fad data, SDI (SSMPSI)
272FMS FMC label 272 (IOC-3) SSM, Pad data, SDI (SSMPSI)
The 272LT and 272RT parameters contain flap switch logic.
Flaps retracted: 272LT and 272RT are XOX.
Flaps extended 272LT and 272RT are XlX,
Ignore X digit.
272LT DAU label 272 (IOC-3) SSM, Pad data, SDI (SSMPSI)
272RT DAU label 272 (IOC-3) SSM, Pad data, SDI (SSMPSI)
273 DAU label 273 (IOC-3) SSM, Pad data, SDI (SSMPSI)
3 14 IRS label 314 (IRS-1) SSM, Pad data, SDI (SSMPSI)

NAME SOURCE LRU (BUS WORD) DESCRIPTION (UNIT OF MEASURE)

320 AHC label 320 (AHC-1) SSM, Pad data, SDI (SSMPSI)
327 A H C label 327 (AHC-1) SSM, Pad data, SDI (SSMPSI)
336 IRS label 336 (IRS-1) SSM, Pad data, SDI (SSMPSI)
337 IRS label 337 (1125-1) SSM, Pad data, SDI (SSMPSI)
340LT DAU label 340 (IOC-3) SSM, Pad data, SDI (SSMPSI)
340RT DAU label 340 (IOC-3) SSM,Pad data, SDI (SSMPSI)
350 IOC label 350 (IOC-3) SSM,Pad data, SDX (SSMPSI)
352 IOC label 352 (IOC-3) SSM, Pad data, SDI (SSMPSI)
353 IOC label 353 (IOC-3) SSM, Pad data, SDI (SSMPSI)
375 AHC Iabel375 (AHC-1) SSM, Pad data, SDI (SSMPSI)
ACCA/H AKC label 375 (AHC-1) Acceleration, along heading (G'S)
ACCA/T IRS label 362 (IRS-1) Acceleration, along track (G'S)
ACCLAT AHC label 332 (AHC-1) Acceleration, lateral (G'S)
ACCLON AHC label 331 (AHC-1) Acceleration, longitudinal (G'S)
ACCNOR AHC label 333 (AHC-1) Acceleration, normal (G'S)
ACCVER AHC label 364 (AHC-1) Acceleration, vertical ( G S )
ACCXiH AHC label 376 (AHC-1) Acceleration, cross heading (GS)
ACCX/T IRS label 363 (IRS-1) Acceleration, cross track (G'S)
ADLGC1 ADC labe1 270 (IOC-3) Air data logic word 1(29-14H)
ADLGCB ADC label 271 (IOC-3) Air data logic word 2 (29-14H)
AHRLGC AHC label 270 (AHC-1) A K R S logic word (29-14H)
AILCMD FCC samplehold Aileron servo cmd wraparound (VOLTS)
AILMON FCC servo amplifier Aileron servo amplifier monitor (TRUELFALSE)
AILSVO svo Aileron servo motor voltage (VOLTS)
"ALT/B ADC label 204 (IOC-3) Altitude, barometric (FEET)
ALT/P ADC label 203 (IOC-3) Altitude, pressure (FEET)
AETREF ADC label 102 (IOC-3) Altitude. meselect (FEET]


AP MON FCC wraparound Autopilot monitor valid (TRUELFALSE)
APCONN Yoke, AP DISC button Autopilot disconnect not (TRUELFALSE)
ASVOER FCC servo amplifier Aileron servo error (VOLTS)
BLEEDL Engine sensor Bleed-air pressure, left sensor (VOLTS)
BLEEDR Engine sensor Bleed-air pressure, right sensor CVOLTS)
CMDPTH PFD label 122 (IOC-3) Command, pitch (DEG)
CMDROL PFD label 121 (IOC-3) Command, roll (DEG)
CRSDAT FFD label 301 (IOC-3) Course datum (DEG)
DAULGC DAU label 273 (IOC-3) DAU logic word (29-14H)
DEWAT PFD label 116 (IOC-3) Deviation, lateral (29-14H)
DEVVER PFD label 117 (IOC-3) Deviation, vertical (29-14H)
DIS PFD label 251 (IOC-3) Distance ("h!l)
ELECMD FCC samplehold Elevator servo cmd wraparound (VOLTS)
ELEMON FCC servo amplifier Elevator servo amplifier monitor (TRUE/FM,SE)
ELESVO svo Elevator servo motor voltage (VOLTS)
ENGA/P APP Engage lever up, autopilot (TRUE/FALSE)
ENGYLD APP Engage lever up, yaw damper (TRTJE/FALSE)
ESVOER FCC servo amplifier Elevator servo error (VOLTS)
FMSLGC FMC label 272 (IOC-3) FMS logic word (29-14H)
GNDMXO FCC internal Ground for multiplexer 0 (VOLTS)
GNDMXl FCC internal Ground for multiplexer i (VOLTS)
"HDGERR PFD label 302 (IOC-3) Heading error (DEG)
HDGMAG AHC label 320 (AHC-1) Heading, magnetic (DEG)
HDGTRU IRS label 314 (IRS-1) Heading, true (DEG)
IAS ADC label 206 (IOC-3) Indicated airspeed (KNOTS)
LASREF ADC label 103 (IOC-3) Indicated airspeed reference (KNOTS)
IOCDIA IOC label 350 (IOC-3) IOC diagnostics (29-14H)
IOCLGl IOC label 352 (IOC-3) IOC logic word 1(29-14H)
IOCLGB IOC Iabel353 (IOC-3) IOC logic word 2 (29-14H)
IOCMAP IOC label 124 (IOC-3) IOC map version (29-14H)
KNBPTH APP Knob, pitch, 21.8-V dc (VOLTS)
KNBREF FCP (not used) Knob, vertical reference (HEX)
"KNBROL APP Knob, roll, k4.3-V dc (VOLTS)
The LGCLT and LGCRT parameters contain strut switch logic.
On the ground: LGCLT and LGCRT are 0x00.
In the air: LGCLT and LGCRT are 0x20.Ignore X digit.
LGCLT DAU label 272 (IOC-3) Miscellaneous logic word, left (29-14H)
LGCRT DAU label 272 (IOC-3) Miscellaneous logic word, right (29-14H)
MACH ADC label 205 (IOC-3) Mach (MACH)
MACREF ADC label 106 (IOC-3) Mach reference (MACH)
MFDPRI MFD label 155 (IOC-3) MFD mode word (29-14H)


MFDSEC MFD label 155 (IOC-3) MFD mode word (29-14H)
MMO ADC label 215 (IOC-3) Mach, max operating (MACH)
NAVLGC PFD label 163 (IOC-3) NAV logic word (29-14H)
PNLTST MSP Panel wraparound, oscillating (TRUE/FALSE)
"PTH AHC label 324 (AHC-1) Pitch (DEG)
PTHR/E IRS label 336 (IRS-I) Pitch rate, Euler (DEG/S)
F'THRAT AHC label 326 (AHC-1 Pitch rate (DEG/S)
WAL4T RAC label 164 (IOC-3) Radio altitude (FEET)
*ROL AHC label 325 (AHC-1 Roll (DEG)
ROLFUE IRS label 337 (IRS-1) Roll rate, E d e r (DEG/S)
ROLFLAT M C label 327 ( M C - 1 Roll rate (DEG/S)
RSVOER FCC servo amplifier Rudder servo error (VOLTS)
RUDCMD FCC samplehold Rudder servo cmd wraparound (VOLTS)
RUDMON FCC servo amplifier Rudder servo amplifier monitor (TRUE/TALSE)
RUDSVO svo Rudder servo motor voltage (VOLTS)
SAT ADC label 213 (IOC-3) Static air temperature (C)
SPAIN1 Interconnect Spare logic input 1(TRUE/FALSE)
SPAIN2 Interconnect Spare logic input 2 (TRUE/F'AT.SE)
STPEXT LAPS program plug Strap, external (HEX)
STRAP0 Interconnect Option strap 0 (TRUEflALSE)
STM1 Interconnect Option strap 1(TRUELFALSE)
STRAP2 Interconnect Option strap 2 (TRUEYFALSE)
STW3 Interconnect Option strap 3 (TRUE/"fiSE)
STRAP4 Interconnect Option strap 4 (TRUE/JFALSE)
STRAPS Interconnect Option strap 5 (TRUELFALSE)
STW6 Interconnect Option strap 6 (TRUEflALSE)
STRAP7 Interconnect Option strap 7 (TRUE/FALSE)
SWI1/2 MSP Switch, M 3ANK mode (TRUE/FALSE)
sWI2-1 MSP Switch, spare on byte 2, bit 1(TRUEiFALSE)
sw2-2 MSP Switch, spare on byte 2, bit 2 (TRUE/FALSE)
Sw12-3 MSP Switch, spare on byte 2, bit 3 (TRUE/F&SE)
SWI2-4 MSP Switch, spare on byte 2, bit 4 (TRUE/FAT.SE)
S W T MSP Switch, ALT hold mode (TRUE/FALSE)
SWLAPP MSP Switch, APPR mode (TRUE/FALSE)
SWIBST Pedestal, RUD BOOST Switch, rudder boost arm (TRUEB'ALSE)
SWICLI MSP Switch, CLIMB mode (TRUE/F&SE)
SWIDES MSP Switch, DESCEND mode (TRUE/FALSE)
SWIFDO MSP Switch, FD OFF (TRUEiFALSE)
SWIG/A Throttle button Switch, Go AROUND mode (TRUELFALSE)
SWIHDG MSP Switch. HDG mode (TRUE/RALSE>


SWILAS MSP Switch, IAS mode (TRUELFALSE)
SWILVL MSP Switch, LVL CHE mode (TRUE/FATSE)
SWIMAC MSP Switch, MACH mode (TRUE/FALSE)
SWINAV MSP Switch, NAV mode (TRUEB'ALSE)
SWIPFL MSP Switch, IAS PROF mode (TRUE/FALSE)
SWIPFM MSP Switch, PERFORM SELECT mode (TRUEFALSE)
SWIPRE MSP Switch, altitude preselect mode (TRUE/FALSE)
SWISPD MSP Switch, SPEED mode (TRUE/FALSE)
SWISYN Yoke, SYNC button Switch, sync (TRUERALSE)
SWITRB APP Switch, TURB mode (TRUERAJLSE)
SWIWV MSP Switch, VNAV mode (TRUEO'ALSE)
swrvs MSP Switch, VS mode (TRUER'ALSE)
SWKFR APP Switch, Ap XFR mode (TRUELFALSE)
TAS ADC Iabel210 (IOC-3) True airspeed (KNOTS)
TAT ADC label 211 (IOC-3) Total air temperature (C)
TORQLT DAU label 340 (IOC-3) Torque, left engine (%)
TORQRT DAU label 340 (IOC-3) Torque, right engine (%)
TRMARM FCC wraparound Trim arm (TRUELFALSE)
TRMCMD FCC wraparound Trim command (TRUEO'ALSE)
TRMOFF FCC wraparound Trim fail annunciator off (TRUELWLSE)
TRMRAT Trim system Trim rate (VOLTS)
VMO ADC label 207 (IOC-3) Max operating speed (KNOTS)
VORBRG PFD label 222 (IOC-3) VOR bearing (DEG)
vs ADC label 212 (IOC-3) Vertical speed (FTNIN)
VSREF ADC label 104 (IOC-3) Vertical speed reference (FT/MIN)
WINDIR PFD label 372 (IOC-3) Wind direction (DEG)
WINSPD PFD label 315 (IOC-3) Wind speed (KNOTS)
YAWRAT AHC label 330 (AHC-1) Yaw rate (DEG/S)
YD MON FCC wraparound Yaw damper monitor valid (TRUE/FALSE)
*These items initially display.

5.10.3 Output Mode The FCC outputs can always be displayed but can
only be controlled when both computers are in diag-
VIEW OUTPUT MODE PAGE: nostic mode (push three buttons on both MSPs;
TEST annunciates on both PFDs). If it is possible to
Push the IDX line key t o display the index page control (modify) any displayed output, the word
on the MFD. "MODIFYT"appears as a column heading. If the
active (cursored)line can be modified, then EITHER,
Push the MAINTENANCE line key BOTH, LEFT, or RIGHT displays on that line in the
MODIFY column.
Push the FCS DIAGNOSTICS line key Follow
instructions displayed on MFD. Note that the EITHER and BOTH modify options are
not available unless both FCCs are in the output
Push the SELECT MODE line key twice. mode (not just in diagnostics). Push the AP XFR
button to alternately select left and right side display
EXIT OUTPUT MODE PAGE: data and ensure that both FCCs are in output mode.
Push the EXIT line key When EITHER displays in the MODIFY column,
the left and right FCC logic outputs can be modi-
e Push the IDX line key fied independently Push the TOGGLE LEFT
line key (or turn the APP turn knob left) to
The output mode provides readout and control of change the logic output of the left FCC. Push the
selected FCC outputs. The output controlling feature TOGGLE RIGHT line key (or turn the APP turn
of this mode is enabled only when both FCCs are in knob right) to change the logic output of the right
diagnostic mode and the aircraft is on the ground. FCC.
The output mode diagnostic page displays five lines
of output signals. Each line contains the signal name, When BOTH displays in the MODIFY column,
LEFT output, RIGHT output, and modify options (if the left and right FCC linear outputs can be
applicable).Line keys select the output mode opera- modified synchronously. SLEW MINUS/SLEW
tions. Refer to figure 5-22. PLUS line key labels replace the TOGGLE
LEFT/RIGHT labels. Push and hold the SLEW
The name column lists five output signals. The LEFT MINUS line key (or turn the APP turn knob left)
column displays the output signal from the number to synchronize both linear outputs to the ''master
1 FCC computer. The RIGHT column displays the FCC" value and then change both outputs in a
output signal from the number 2 FCC computer. minus direction. Push and hold the SLEW PLUS
Table 5-99 lists all available output parameters, a line key (or turn the APP turn knob right) to
signal description, and the modification range. synchronize both linear outputs to the "master
FCC" value, and then change both outputs in a
The cursor always displays at the left edge of the plus direction. The "master FCC" is the one
name column. The cursor indicates which signal line providing display data to the MFD (indicated by
is active. NormaIly the cursor is yellow, and the APP the blue arrow and selected by the AP XF'R
knobs can be used as an alternate way to select and button).
control output signals. If the cursor is green, then
APP knob operation is disabled; push the AF'XFR When LEFT displays in the MODIFY column,
button to select normal operation. only the left FCC output can be modified. When
RIGHT displays in the MODIFY column, only
Push the MOVE CURSOR line key to move the cur- the right FCC can be modified. Push the TOG-
sor to the next line. An alternate way to move the GLE or SLEW line keys (or turn the APP turn
cursor is to push one active MSP mode button. knob) to change the modifiable output.
Push the PREV or NEXT ITEM SCROLL line key to The display source indicator is an arrow that points
change the signal displayed on the cursored line t o left or right to indicate which FCC is providing
the previous or next item in the output mode param- display data t o the MFD. In the output mode, this
eter list. Table 5-99 lists output mode parameters in indicator is especially useful. Both FCCs must be in
alphanumeric order. A n alternate way t o scroll dis- the output mode (not just in diagnostics) to fully
play parameters is to turn the APP pitch wheel. utilize the modify options. Since only one FCC

RADAR
LEFT FCC
OUTPUT COLUMN
\
NAME COLUMN \
(REFER TO TABLE 5-16)
\
/>Ab"S FALSE FALSE LEFT
AlLCUT FALSE FALSE MODIFY
CURSOR -"-rc--c- ELECUT FALSE FMSE STATUS COLUMN
6 S M TRUE TRUE
86AFW FALSE FALSE
EXIT
<-*-
I
\
SELECT MDDE
ITEM SCROLL
PREV
\
\ EXIT
DIAGNOSTICS
NEXT
SELECT REPORT PREVlOUS
MODE PAGE PARAMETER
TCGLE LEFT TOGGLE RIGHT
MOVE CURSOR
TO NEXT LINE I OX RCL EM3 PARAMETER
TOGGLE LEFT OUTPUT TOGGLE RIGHT OUTPUT

OR SLEW MINUS OR SLEW FLUS
DISPLAY SOURCE INDICATOR AND

MASTER FCC INDICATOR (SLEW)
(LEFT/RIGHT FCC) CGO- 0810- 08-AC- 7
Output Mode Diagnostic Page

Figure 5-22
provides display data to the MFD, it is helpful to Push the IDX line key to display the index page.
push the AP XFR button and check the selected Push the RCL line key to recall the previously
mode of the other FCC before beginning trouble- used checklist.
shooting effort using the output mode. The arrow Push the EMG line key to display the emergency
also indicates the (controlling)"master FCC" when checklist menu.
both outputs are synchronously changed.
The following examples show situations where the
Push the SELECT MODE line key to cycle the MFD output diagnostic mode is a valuable troubleshooting
display to the next FCS diagnostic mode. When this tool:
key is pressed in output mode, the MFD displays the
report mode diagnostic page. An alternate way to a. Set the A N " S parameter to TRUIE to light
cycle modes is to simultaneously push any two active the aircraft (and MSP) annunciators controlled
MSP mode buttons. by the selected FCC. This is one way to verify the
annunciator bulbs.
Push the EXIT line key to exit the FCS diagnostics. b. The output mode can also be used t o drive the
An alternate way to exit diagnostics is to simulta- servos. First, set the 65APMN, 65YDMN,
neously push any three active MSP mode buttons. 86APMN, and 86YDMN parameters to TRUE.
Then push the IDX line key to display the MFD This sets the FCC internal monitors to a valid
index page. condition. Then set the AILCUT, ELECUT, and
RUDCUT parameters to FALSE. This sets the
The radar mode line annunciates the RTA operating FCC output logic so that the autapilotlyaw
mode. The MFD mode line labels the functions of damper can engage. Next, engage the autopilot
active MFD line keys. (raise APP levers). Select the AILCMD (or

ELECMDRUDCMD) parameter and move the
cursor to this line. Push the SLEW FLUS or
SLEW MINUS line keys (or turn the APP turn
knob) to apply a servo command voltage. The
control wheel (or control columdmdder pedals)
should move as the servo runs.
c. The output mode features several trim parame-
ters that can be used to operate the aircraft pitch
trim system. Note that the two FCC computers
function together to run the servos and the pitch
trim system. Some trim parameters apply to only
one FCC. These parameters display dashes in
the unused (LEFT or RIGHT) column.
Table 5-99. Output Mode Parameter List.
NAME DESCRIPTION (MODIFY RANGE)

AILCMD Aileron servo command voltage (+lo V dc)
"AILCUT Aileron servo cutout logic (TRUE/FALSE)
*A"UNS All annunciators on (TRUERALSE)
DNARM Trim down arm,right side only (TRUENXLSE)
DNCMD Trim down command, percent of m a , left side only (.O to 99.9%)
ELECMD Elevator servo command voltage (2.10 V dc)
"ELECUT Elevator servo cutout logic (TRUERALSE)
PTHSTR Pitch steering command, not used (k180")
ROLSTR Roll steering command, not used (1-180")
RUDBST Rudder boost (TRUEB'ALSE)
RUDCMD Rudder servo command voltage (110V dc)
RUDCUT Rudder servo cutout logic (TRUEIIFALSE)
TRLY-P Pitch trim relay control, enables trim if engaged tTRUE,/FALSE)
UPARM Trim up arm,left side only (TRUE/FALSE)
UPCMD Trim up command, percent of m a ,right side only (.O to 99.9%)
"65APMN 6502 I/O processor autopilot monitor valid (TRUE/FALSE)
65YDMN 6502 I70 processor yaw damper monitor valid (TRUE/FALSE)
"86APMN 8086 main processor autopilot monitor valid (TRUELFALSE)
86YDM.N 8086 main processor yaw damper monitor valid (TRUE/FALSE)
*These items initially display,

65APMN765YDMN, 86AF'MN7 86YDMN must be true and AILCUT, ELECUT, RUDCUT must be false to engage.


5.11 TESTING AND TROUBLESHOOTING level 2 test/troubleshooting.
The LRUs in the Beechjet 400AAvionics System are Note that the following units do not report t o the
designed to be highly reliable units with exceptional level 1 diagnostics: AAP, ADM, APE ATC, CHP,
MTBF (mean time between failure) performance. If I DBU, DCP, FDU, ICU, SDD, SDU, and SVO. If
a unit does fail, two built-in diagnostic systems make there is reason to suspect a failure in any of these
fault isolation much easier than was previously units, then proceed directly to level 2
possible with conventional avionics systems. testkroubleshooting.
Before beginning any test or troubleshooting effort,

the flight-line technician must become familiar with
pG-1
the diagnostics that are described in paragraphs 5.8 If CAD-870/TDR-90pairs are installed instead of
and 5.9 of this section. Note that no carry-on test TDR-94l94D units, the CADS report t o diagnos-
equipment is required to operate the diagnostics but tics but the TDR-90s do not report.
some troubleshooting equipment may prove helphl.
Table 5-1 lists suggested troubleshooting equipment. If the diagnostics do not operate, then suspect the
MFD, FMCs, CDC, or PWRs. Refer t o figure 5-1.
Test and troubleshooting instructions are presented
in two levels. Level 1 consists of viewing display
pages to see if the diagnostics have detected a failed
LRU. Level 2 is a detailed manual approach to
finding the malhctioning unit. Always begin test or
troubleshooting effort with the level 1procedure.
While performing any troubleshooting effort,

always watch the MSG annunciator on the CDU
(also on PFD). This annunciator flashes when-
ever the diagnostics detect a failure. If MSG
flashes, push the MSG key on the CDU and look
for an AVIONICS FAULT message. If this mes-
sage displays, immediately check the AVIONICS
STATUS page and note the failed unit and fault
code.
Do remove any avionics LRU with power

applied to the unit. Pull the appropriate circuit
breaker before removing the LRU or the unit
may be damaged.
5.11.1 Level 1 TestiTroubleshooting
Table 5-100 is the level 1 test and troubleshooting

procedure. Perform this procedure when a problem is
first suspected. This procedure is also useful as a
system go/no-go test, and to verirj. proper system
operation after a maintenance action is completed.
Figure 5-23 shows the first step of this procedure;
diagnostics driving the AVIONICS STATUS page
should identify the problem LRU at least 90 percent
of the time. If this procedure does not isolate the
problem or if a failure is still suspected, then go t o

STEP PROCEDURE
1 I
I
APPLY POWER. DELAY 5 MINUTES.
1I
I
ON MFD: PRESS M E IDX LINE KEY.
PRESS THE AVIONICS STATUS LINE KEY.
I
1 I
RESPOND TO EACH LINE ACCORDING TO THE STATUS
MESSAGE (OVERHEAT, OFF-CHK BREAKR, OR FAILED).
REFER TO TABLE 5-17 FOR LEVEL 1 TROUBLESHOOTING.
vyx AVIONICS STATUS

PG 01/01
OVERHEAT
lol lol
/
c-C--- CHECK IAPS BLOWER
IF OK, REPLACE 1A PWR-851A
1APs2
lol PFD DISPLAY 2 OFF- BFKAKR lol
2PFD 1 \ OFF-CHK BREAKR
CHECK POWER TO PFD 2
lol W-FaMiXcvRl FAILED lol IF OK, REPLACE NO. 2 PFD
lol lol
\
lol lol
lol lol
\ FAILED
REPLACE NO. VHF-422A
IDX RCL UM;
FAULTS DISPLAY ON THE AVIONICS STATUS PAGE 60 SECONDS AFTER THEY OCCUR.
CGO-0810-08-AC-8
LRU Fault Isolation

Figure 5-23

Table 5-100.Level 1 Doubleshooting Procedure.
STEP PROCEDURE
0.0 Apply power to all avionics systems. Wait 5 minutes for the diagnostic system to stabilize.
~~
1.0 Display the AVIONICS STATUS page on the MFD (selected from IDWindex page).
If NO FAULTS displays: All reDorting LRUs are normal. Go to step 2.0.
If LRU status is OFF-CHK BREAKR: Check for a tripped circuit breaker. If 28-volt power is applied to the unit, replace
that LRU. Go to step 4.0.
If LRU status is FAILED: Replace that LRU. Go to step 4.0.
If LRU status is OVERHEAT An UPS power supply is overheating. Check the IAPS cooling fan. If air is circulating,
replace that PWR module. Go to step 4.0.
2.0 If a problem is suspected for any nonreporting LRUs (listed below), go to level 2 test'troubleshooting.
The following major LRUs do not report to the AWONICS STATUS page: AAP, APP, ATC, CHP, DBU, DCP, FDU,
SDD, SDU, and SVO.
If no problem is suspected, go to step 3.0.

~~~
3.0 If an autopilot or flight director problem is suspected, display the REPORT MODE diagnostic page (selected from IDX
page by pushing MAINTENANCE and then FCS DIAGNOSTICS line keys; then follow displayed instructions). Use the
SUMMARY line keys to investigate nonzero codes. If an LRU is replaced, go to step 0.0,
If REPAIR (error summary) code is nonzero: Investigate the code.
If AP/YD will not engage: Investigate AP ENG and YD ENG codes.
If AP/YD disengaged itself: Investigate AP DIS and YD DIS codes.
If FD (fail) annunciates on the PFD: Investigate STEER code.
If RUDDER BOOST FAIL panel annunciator is on (and RUD BOOST switch is set to ARM): Investigate BOOST code.
If no problem is suspected (or if above codes are all zeros), go to step 5.0.
4.0 m e r replacing the suspect LRU, display the AWONICS STATUS page again. Wait 5 minutes for the diagnostic system
to stabilize.
If NO FAULTS displays: Go to step 5.0 if no additional problems are suspected. Otherwise go to step 2.0.
If the fault condition is not cleared or if a malfunction is still suspected: Record the displayed fault code(s). Refer to
table 5-3 and investigate these codes. If another LRU is replaced, go to step 0.0. Otherwise go to level 2
test/troubleshooting.
5.0 No further troubleshooting is indicated.

5.11.2 Level 2 TestlTroubEeshooting ARINC 429 AND ARINC 453
Level 2 test and troubleshooting is presented as a BUS LEVEL -

HI NULL LQ
series of individual LRU test procedures. Paragraphs AtoB +10 0 -10
5.11.2.1 through 5.11.2.101 provide a single-pagetest A to gnd +5 0 -5
procedure for each avionics LRU. These pages are B t o gnd -5 0 +5
organized in LRU alphanumeric order.
If level 1troubleshooting does not isolate a problem, RS-422

then perform the applicable one-page test procedures
t o identify the failed unit. After the failed unit is BUS LEVEL HI
- -
LO
replaced, perform. the level 1 procedure to verify A to B +5 -5
troubleshooting success. A to gnd +5 0
B to gnd 0+5
Note that these test tables can also be used as a
customer acceptance test for each LRU. Either a e. Refer t o the system schematics provided in the
systems rig or an aircraft is required. Some general theory of operation section of this manual. These
hints and reminders are provided below. diagrams show pin numbers and interconnec-
tions for each LRU, and are designed to be a
a. The avionics system is very symmetrical. Many troubleshooting (also a training) aid. These
subsystems contain two identical units (ie, MSP diagrams are especially useful when investigat-
mode select panels). Faults in symmetrical ing fault codes on the AVIONICS STATUS and
systems can be effectively isolated by swapping LRU FAULT HISTORY pages.
identical LRUs and seeing if the problem recurs. f Refer t o the operation section of this manual t o
verify proper control action and display response.
l-zzzl This section is not intended for the pilot, but is
meant to be used during flight-line troubleshoot-
The LRUs installed in the IAPS are electrostatic ing.
discharge sensitive (ESDS). When swapping or €5 The LRU DIAGNOSTIC DATA page displays
replacing IAPS modules, be careful not to touch diagnostic words currently received from each
the unit connector of any module. Transport and reporting LRU. Instructions are provided in this
store these LRUs in their original shipping section of the manual to read and interpret these
containers. Be careful not to bend ICC connector words. The diagnostic words provide specific
pins when removing or reseating the IAPS insights about the internal health of a suspect
modules. unit, and can be very helpful in understanding a
difficult problem.
b. The P m IAPS modules power the diagnostic h. The LRU FAULT HISTORY page may provide
systems. If diagnostics do not hnction, check valuable clues about recurring or intermittent
that all PWR monitor lights are on. problems. Data from past flights is available for
C. Autopilot and flight director problems are best recall and analysis.
handled by using the FCS DIAGNOSTICS.
Specific codes are available that represent the
cause of an unexpected disengage, refusal to
engage, an FD flag, and RUDDER BOOST FAIL
annunciation. A built-in "plain English" sum-
mary of any displayed FCS diagnostic code is
also available. Remember that these codes are
not retained after the aircraft power is turned
Off.
d. A failed data bus may be caused by the transmit-
ting LRU, the receiving LRU, or by a loose wire
in a mating connector contact. Check a suspect
bus for continuity, 2-wire activity, and isolation
from ground potential. Typical bus levels (in V
dc) are provided below.

Refer to the following for a list of the equipment test
procedures:
PmGRAPH PAGE PARAGRAPH PAGE
5.11.2.1 AAF 1Test Procedure ...................... 5-201 5.11.2.52 ICC-851 Test Procedure ...................5-249
5.11.2.2 AAP 2 Test Procedure ...................... 5-202 5.11.2.53 ICC-4008 Test Procedure . . . . . . . . . . . . . . . . . .5-250
5.11.2.3 ADC 1(and ADM 1)Test Procedure . . . . . . . . . . . 5-203 5.11.2.54 IEC-40011 Test Procedure . . . . . . . . . . . . . . . . . 5-251
5.11.2.4 ADC 2 (and Al3M 2) Test Procedure ........... 5-204 5.11.2.55 IEC-40012 Test Procedure . . . . . . . . . . . . . . . . . 5-252
5.11.2.5 ADF 1Test Procedure ...................... 5-205 5.11.2.56 IOC-851/851A 1A Test Procedure . . . . . . . . . . . . 5-253
5.11.2.6 ADF 2 Test Procedure ...................... 5-206 5.11.2.57 IOC-851/851A 1B Test Procedure . . . . . . . . . . . . 5-254
5.11.2.7 AHC 1(and ICU 1)Test Procedure . . . . . . . . . . . 5-207 5.11.2.58 IOC-851/851A 2A Test Procedure ............ 5-255
5.11.2.8 A€iC 2 (and ICU 2) Test Procedure ........... 5-208 5.11.2.59 10C-851/851A2B Test Procedure ............ 5-256
5.11.2.9 ALT Test Procedure ....................... 5-209 5.11.2.60 IOC-4000 1A Test Procedure . . . . . . . . . . . . . . . 5-257
5.11.2.10 ANT-462- Test Procedure . . . . . . . . . . . . . . . . 5-210 5.11.2.61 IOC-4000 1B Test Procedure . . . . . . . . . . . . . . . 5-258
5.11.2.11 APP Test Procedure ...................... 5-211 5.11.2.62 IOC-4000 2A Test Procedure . . . . . . . . . . . . . . . 5-259
5.11.2.12 ARP 1Test Procedure ..................... 5-212 5.11.2.63 IOC-4000 2B Test Procedure . . . . . . . . . . . . . . . 5-260
5.11.2.13 ARP 2 Test Procedure ..................... 5-213 5.11.2.64 LHP-4000 Test Procedure . . . . . . . . . . . . . . . . . . 5-261
5.11.2.14 ATC-850 Test Procedure ................... 5-214 5.11.2.65 LHP-4001 Test Procedure . . . . . . . . . . . . . . . . . . 5-262
5.11.2.15 ATC-4000 Test Procedure . . . . . . . . . . . . . . . . . . 5-215 5.11.2.66 MDC Test Procedure ...................... 5-263
5.11.2.16 CAD 1Test Procedure ..................... 5-216 5.11.2.67 MFD 1Test Procedure .................... 5-264
5.11.2.17 CAD 2 Test Procedure ..................... 5-217 5.11.2.68 MFD 2 Test Procedure .................... 5-265
5.11.2.18 CDC Test Procedure ...................... 5-218 5.11.2.69 MSP 1Test Procedure .................... 5-266
5.11.2.19 CDU-851/860/860A 1Test Procedure . . . . . . . . . 5-219 5.11.2.70 MSP 2 Test Procedure .................... 5-267
5.11.2.20 CDU-S51/860/86OA 2 Test Procedure . . . . . . . . . 5-220 5.11.2.71 ND 1Test Procedure ...................... 5-268
5.11.2.21 CDU-5000 1Test Procedure . . . . . . . . . . . . . . . . 5-221 5.11.2.72 PFD 1Test Procedure ..................... 5-269
5.11.2.22 CDU-5000 2 Test Procedure . . . . . . . . . . . . . . . . 5-222 5.11.2.73 PFD 2 Test Procedure ..................... 5-270
5.11.2.23 CHP Test Procedure ...................... 5-223 5.11.2.74 PWR-851A 1A Test Procedure ..............5-271
5.11.2.24 CMA 1(and VLF/GPS-ANT) Test Procedure ... 5-224 5.11.2.75 PWR-851A 1B Test Procedure ..............5-272
5.11.2.25 CMA 2 (and VLF/GPS-ANT) Test Procedure ...5-225 5.11.2.76 PWR-851A 2A Test Procedure ..............5-273
5.11.2.26 CSU-4000 1Test Procedure . . . . . . . . . . . . . . . .5-226 5.11.2.77 PWR-851A 2B Test Procedure ..............5-274
5,11.2.27 CSU-4000 2 Test Procedure . . . . . . . . . . . . . . . . .5-227 5.11.2.78 PWR 1A Test Procedure . . . . . . . . . . . . . . . . . . . 5-275
5.11.2.28 DAU Test Procedure ...................... 5-228 5.11.2.79 PWR 1B Test Procedure . . . . . . . . . . . . . . . . . . . 5-276
5.11.2.29 DEW-850 Test Procedure ..................5-229 5.11.2.80 PWR 2A Test Procedure ................... 5-277
5.11.2.30 DBU-4000 Test Procedure ................. 5-230 5.11.2.81 PWR 2B Test Procedure ................... 5-278
5.11.2.31 DBU-4100 Test Procedure . . . . . . . . . . . . . . . . . 5-231 5.11.2.82 RAC Test Procedure ...................... 5-279
5.11.2.32 DCP-5000 1Test Procedure . . . . . . . . . . . . . . . . . 5-232 5.11.2.83 RTA Test Procedure ...................... 5-280
5.11.2.33 DCP-5000 2 Test Procedure . . . . . . . . . . . . . . . . . 5-233 5.11.2.84 RTU 1Test Procedure ..................... 5-281
5.11.2.34 DME 1Test Procedure .................... 5-234 5.11.2.85 RTU 2 Test Procedure ..................... 5-282
5.11.2.35 DME 2 Test Procedure .................... 5-235 5.11.2.86 SDD Test Procedure ...................... 5-283
5.11.2.36 FCC-850 1Test Procedure . . . . . . . . . . . . . . . . . 5-236 5.11.2.87 SDU 1 Test Procedure .................... 5-284
5.11.2.37 FCC-850 2 Test Procedure ................. 5-237 5.11.2.88 SDU 2 Test Procedure .................... 5-285
5.11.2.38 FCC-4007 1Test Procedure . . . . . . . . . . . . . . . . 5-238 5.11.2.89 SLA Test Procedure ....................... 5-286
5.11.2.39 FCC-4007 2 Test Procedure . . . . . . . . . . . . . . . .5-239 5.11.2.90 SVO (Aileron) Test Procedure .............. 5-287
5.11.2.40 FDU 1Test Procedure .................... 5-240 5.11.2.91 SVO (Elevator) Test Procedure .............. 5-288
5.11.2.41 FDU 2 Test Procedure .................... 5.241 5.11.2.92 SVO (Rudder) Test Procedure .............. 5-289
5.11.2.42 FMC-851B/C 1 Test Procedure . . . . . . . . . . . . . . 5-242 5.11.2.93 TDR-901Test Procedure ..................5-290
5.11.2.43 FMC-851C 2 Test Procedure ................ 5-243 5.11.2.94 TDRQO 2 Test Procedure ..................5-291
5.11.2.44 FMC-852B/C 1Test Procedure .............. 5-244 5.11.2.95 TDR-9d94D 1 Test Procedure .............. 5-292
5.11.2.45 FMC-852C 2 Test Procedure . . . . . . . . . . . . . . . . 5-245 5.11.2.96 TDR-9d94D 2 Test Procedure ..............5-293
5.11.2.46 FMC-5000 1 Test Procedure ............... -5-246 5.11.2.97 TTR (and TRE's) Test Procedure ............5-294
5.11.2.47 FMC-5000 2 Test Procedure ................ 5-247 5.11.2.98 VHF 1. Test Procedure .................... 5-295
5.11.2.48 GPS-4000 ANT 1Test Procedure ............ 5-248 5.11.2.99 VHF 2 Test Procedure .................... 5-296
5.11.2.49 GPS-4000 ANT 2 Test Procedure ............ 5-248 5.11.2.100 VIR 1Test Procedure .................... 5-297
5.11.2.50 GPS-40001Test Procedure . . . . . . . . . . . . . . . .5-248 5.11.2.101 VIR 2 Test Procedure .................... 5-298
5.11.2.51 GPS-4000 2 Test Procedure . . . . . . . . . . . . . . . . 5-248

5.11.2.1 AAP 1 Test Procedure
The two AAPs may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3.Note that the AAP does not report to the AVIONICS
STATUS page, but any faults detected by these diagnostics should be resolved before beginning this procedure.
2.0 Turn the DH SET knob and verify that decision height displays on PFD 1, and that the numerical DH value responds to knob
movement. Push the PUSH OFF switch (in the knob) and venfy that the DH display alternately selects and deselects with each push.
If test fails, go to step 6.0.
8.0 Set RP!t'/MDA switch to RPT position. Turn the RPTMDA SET knob and verify that reporting altitude dispIays on PFD 1,and that
the numerical RPT value responds to knob movement. Push the PUSH OFF switch (in the knob) and verify that the RPT display
alternately selects and deselects with each push. If test fails, go to step 6.0.
4.0 Set RPT/MDA switch to MDA position. Repeat step 8.0 and verify that minimum decision altitude displays on PFD 1,and that the
numerical MDA value responds to knob movement. If test fails, go to step 6.0.
5.0 Push and hold the RA TEST button to initiate radio altimeter self-test. If the self-test is successfhl, a radio altitude of 50 feet should
display on PFD 1.If 50 feet does not display, venfy that a ground is applied from AAP pin P1-3 t o RAC pin P1-40 while the RA TEST
button is pressed. If a ground is present, test the ALX
6.0 An alternate way to test the AAP knob fhctions is provided below. If these tests pass, the AAI? knobs are operational. If a knob fails
an above test but passes these tests, check AAP l/CDU 1wiring; if wiring is correct, test CDU 1.
SELA 0.5V 5.0V 0.5V

SELB: 0.5V 0.5V 5,OV
Turn DH SET knob and verify that dc voltage pairs a t pins SEL A (Pl-1) and SEL B (Pl-2)sequentially change (as shown above) a t
each knob detent.
For example: Suppose 0.5 V dc is measured a t pin 1 (referencedto ground) and also at pin 2 (referenced to ground). Turn the DH SET
knob one click. The voltage a t pin 1should be 5 V dc and the voltage a t pin 2 should be 0.5 V dc. T u n the knob another click. The
voltage at pin 1should be 0.5 V dc and the voltage at pin 2 should be 5.0 V dc. At the next click, both voltages should again be 0.5 V
dc.
Turn the RPT/MDA SET knob and verify that dc voltage pairs at pins SEL A (Pl-7) and SEL B (Pl-8)sequentially change at each knob
detent.
Verify that while a knob inset button is pushed, a ground is applied to the proper pin. The DH inset button grounds pin P1-9
(ON/OFF); the RPT/MDA knob inset button grounds pin P1-15 (ON/OFF).
V e m that P1-6 is a ground when the RPTMDA switch is set to RPT, and an open when set to MDA.

5.11.2.2 AAP 2 Test Procedure
The two AAPs may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that the AAF' does not report to the AVIONICS
2.0 Turn the DH SET knob and verifjr that decision height displays on PFD 2, and that the numerical DH value responds to knob
movement. Push the PUSH OFF switch (in the knob) and venfy that the DH display alternately selects and deselects with each push.
If test fails, go t o step 6.0.
3.0 Set RPT/MDA switch to RXYT position. Turn the RPT/MDA SET knob and verify that reporting altitude displays on PFD 2, and that
the numerical RPT value responds to knob movement. Push the PUSH OFF switch (in the knob) and verify that the RPT display
alternately selects and deselects with each push. If test fails, go to step 6.0.
4.0 Set RPTMDA switch to MDA position. Repeat step 3.0 and verify that minimum decision altitude displays on PFD 2, and that the
numerical MDA value responds to knob movement. If test fails, go to step 6.0.
5.0 Push and hold the RA TEST button to initiate radio altimeter self-test. If the self-test is successful, a radio altitude of 50 feet should
display on PFD 2. If50 feet does not displax verify that a ground is applied from AAP pin P1-3 to RAC pin P1-40while the RA TEST
button is pressed. If a ground is present, test the ALT
6.0 A n alternate way to test the AAP knob functions is provided below. If these tests pass, the AAP knobs are operational. If a knob fails
an above test but passes these tests, check AAP WCDU 2 wiring; if wiring is correct, test CDU 2.
SEL A: 0.5 V 5.0V 0.5V

SEL B: 0.5 V 0.5V 5.0V
Turn DH SET knob and venfy that dc voltage pairs a t pins SEL A (Pl-1) and SEL B (Pl-2)sequentially change (as shown above) at
each knob detent.
For example: Suppose 0.5 V dc is measured at pin 1(referencedto ground) and also at pin 2 (referenced to ground). Turn the DH SET
knob one click. The voltage at pin 1should be 5 V dc and the voltage a t pin 2 should be 0.5 V dc. Turn the knob another click. The
voltage at pin 1should be 0.5 V dc and the voltage at pin 2 should be 5.0 V dc. At the next click, both voltages should again be 0.5 V
dc.
Turn the RPT/MDA SET knob and verify that dc voltage pairs at pins SEL A (Pl-7)
and SEL B (Pl-8) sequentially change a t each knob
detent.
Verify that while a knob inset button is pushed, a ground is applied to the proper pin. The DH inset button grounds pin P1-9
(ON/OFF); the RPT/MDA knob inset button grounds pin PI-15 (ON/OFF).
Verify that P1-6is a ground when the RPT/MDA switch is set to RPT, and an open when set to MDA.

5.11.2.3 ADC 1 (andAD2M 1) Test Procedure
The two ADCs may be swapped with each other to verify aircraR wiring and to isolate a failed unit. The two ADMs may be swapped
to isolate a f'ailed module. The AJ3M is internal t o an ADC-850D.Note that an aircraft static check must be performed if pitotlstatic
lines are removed from the computer.
1.0 Check the AWONICS STATUS page and troubleshoot according to table 5-3.Check the cross-side air data switching relays if any of
the foIlowing codes display: 1ADC1, 1ADC4, and 1ADC5.
2.0 Check for red IAS, ALT, and V/S fail annunciations on PFD 1. If present, check the L-ADC-3 bus to the PFD. If normal, replace the
ADC.
3.0 Momentarily push the TEST button on the ADC front panel. After a few seconds either the FAULT or the VALID lamp (near the
button) will light. If FAULT lights, then replace the ADC.
4.0 Display the LRU DIAGNOSTIC DATA page showing the AIR DATA CMPT 1word. Refer to tables 5-10and 5-37.If bit 25 or 26 is
set replace the ADM module (used with ADC-850) or replace the AaC-850D(contains internal ADM circuit).
The following two steps will fail ifthe ARP has a defective transmitter or if the ADC has a defective receiver. The best way to isolate
the failed LRU is to swap like units; the problem will follow the failed LRU.
5.0 Turn the IAS (inner) reference knob on the left ARP and verify that the IAS bug display on the PFD responds. If not, check the L-ARP-
1bus.
6.0 If an air intake port or temperature sensor problem is suspected, then inspect as required. PitotYstatic input ports are located on both
sides of the aircraft near the radome. A single temperature sensor is located on the bottom of the aircraft, near the DME antennas.
7.0 If a standby power problem is suspected, pull the circuit breaker t o remove primary power from ADC pins P3-51 and P3-52. Standby
power should still be applied to P3-48. The ADC should function normally.

5.11.2.4 ADC 2 (andADM 2) Test Procedure
The two ADCs may be swapped with each other to verify aircraft wiring and to isolate a failed unit. The two ADMs may be swapped
to isolate a failed module. The ADM is internal to an ADC-850D. Note that an aircraft static check must be performed if pitot'static
lines are removed from the computer.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Check the cross-side air data switching relays if any of
the following codes display: 2ADC1,2ADC4, and 2ADC5.
2.0 Check for red US, ALT, and V/S fail annunciations on PFD 2. If present, check the R-ADC-3 bus to the PFD. If normal, replace the
ADC
3.0 Momentarily push the TEST button on the ADC front panel. m e r a few seconds either the FAULT or the VALID lamp (near the
button) will light. If FAULT lights, then replace the ADC
4.0 Display the LRU DIAGNOSTIC DATA page showing the AlR DATA Ch!U?" 2 word. b f e r to table 5-10 and 5-37. If bit 25 or 26 is set,
replace the ADM module (used with ADC-850) or replace the ADC-85OD (contains internal ADM circuit).
The following two steps will fail if the ARP has a defective transmitter or if the ADC has a defective receiver. The best way to isolate
the failed LRU is to swap like units; the problem will follow the failed LRU.
5.0 Turn the IAS (inner) reference knob on the right ARP and verify that the IAS bug display on the PFD responds. If not, check the R-
ARP-1 bus.
6.0 If an air intdce port or temperature sensor problem is suspected, then inspect as required. Pitotistatic input ports are located on both
sides of the aircraft near the radome. A single temperature sensor is located on the bottom of the aircraft, near the DME antennas.
7.0 If a standby power problem is suspected, pull the circuit breaker to remove primary power from ADC pins P3-51 and P3-52. Standby
power should still be applied to P3-48.The ADC should function normally.

5.11.2.5 AVF 1 Test Procedure
If two ADFs are installed, they may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3.
2.0 Select ADF 1(or ADF, if only one ADF is installed) as the single-bar bearing pointer source using the left CDU. Select RMI format
on the left SDU and then select ADF 1(or ADF) as the single-bar bearing pointer source.
3.0 Select the ADF mode page on the left RTU and push the ADF line key (select ADF mode).
m
The ADF 1supplies bearing data to the left large displays (through W S )on the L-ADF-1 bus, and to the SDU (through SDD) on the
L-ADF-2 bus. If bearing data does not display, check the appropriate bus and receiving LRU.
4.0 Tune the ADF 1to a local AM radio station using the left RTU. Verify that the bearing pointer on the PFD 1and on the SDU both
indicate a reasonable bearing to the tuned station. Veri% AM audio reception.
If test fails, verify that an open circuit is applied t o ADF 1pin PI-5 (RX PORT A/B ENBL). Then go to step 6+0.
5.0 Select the ADF mode page on the left R W and push the ANT line key (select ANT mode). Verify that the bearing pointers disappear,
but that audio is still received. Then reselect ADF mode and verify that the pointers reappear.
6.0 Display the LRU DIAGNOSTIC DATA page showing the ADF RECEIVER 1word on the MFD. Push and hold the ADF TEST button.
Verify that the bearing pointers rotate 90 degrees, and that the ADF RECEIVER 1diagnostic word is 400001. Release the button and
verify that the pointers return to the pretest bearing indication and the diagnostic word is 600001.
If ADF 1will not tune to a local station or if self-test fails, refer to diagnostic word explanations and investigate the internal ADF fault
code (part of the diagnostic word). If the code indicates normal antenna power and a low input signal level, test the A.NT-462AB. If
the antenna tests normal, replace the ADF 1.
7.0 Set the 1 RTU reversion switch to DSABL and push the % button on the right RTU (select ADF I). Verify that bearing pointer
indications remain correct. If not correct, verify that a ground is applied from the 1 RTU reversion switch to ADF 1 pin P1-5(RX PORT
A B ENBL). Then set switch to NORM.
8.0 If a problem is suspected with BFO reception, select ON BFO mode using the left RlW.The ALIF 1provides a 1000-Hz aural output
tone when receiving a keyed CW signal.

5.11.2.6 ADF 2 Test Procedure
The ADF 2 is an optional unit. If two ADFs are installed, they may be swapped with each other to verify aircraft wiring and to isolate
a failed unit.
1.0 Check the AVIONICS STATUS page and troubleshoot according to tabIe 5-3+
2.0 Select ADF 2 as the dual-bar bearing pointer source using the right CDU. Select RMI format on the right SDU and then select ADF
2 as the dual-bar bearing pointer source.
3.0 Select the ADF mode page on the right RTU and push the ADF line key (select ADF mode).
pGq
The ADF 2 supplies bearing data to the right large display(s)(through LAPS) on the R-ADF-1bus, and to the SDU (through SDD) on
the R-ADF-2 bus. If bearing data does not display, check the appropriate bus and receiving LRU. If bearing does not display on the
SDU, display the STRAPPING OPTION word on the LRU DIAGNOSTIC DATA page and verify that bit 14 is set. Verify that SDD
pin P2-17 (ADF 2) is strapped to ground.
4.0 Tune the ADF 2 to a local AM radio station using the right RTU. Verify that the bearing pointer on the PFD 2 and on the SDU both
indicate a reasonable bearing to the tuned station. Verify AM audio reception.
If test fails, verify that an open circuit is applied to ADF 2 pin P1-5 (Rx PORT A03 ENBL). Then go to step 6.0.
5.0 Select the ADF mode page on the right RTU and push the ANT line key (select ANT modej. VerQ that the bearing pointers disappear,
but that audio is still received, Then reselect ADF mode and verify that the pointers reappear.
6.0 Display the LRU DIAGNOSTIC DATA page showing the ADF RECEIVER 2 word on the MFD. Push and hold the ADF TEST button.
Verify that the bearing pointers rotate 90 degrees, and that the ADF aECENER 2 diagnostic word is 400002. Release the button and
veri@ that the pointers return to the pretest bearing indication and the diagnostic word is 600002.
If ADF 2 will not tune to a local station or if self-test fails, refer to diagnostic word explanations and investigate the internal ADF fault
code (part of the diagnostic word). If the code indicates normal antenna power and a low input signal level, test the ANT-462B. If the
antenna tests normal, replace the ADF 2.
7.0 Set the 2 RTU reversion switch to DSABL and push the M button on the left RTU (select ADF 2). Verify that bearing pointer
indications remain correct. If not correct, venfy that a ground is applied from the 2 RTU reversion switch to ADF 2 pin P1-5 (Rx PORT
A/B ENBL). Then set switch to NORM.
8.0 If a problem is suspected with BFO reception, select ON BFO mode using the right RTU. The ADF 2 provides a 1000-Hz aural output
tone when receiving a keyed CW signal.

5.11.2.7 AHC 1 (andICU 1) Test Procedure -
1 Note 1
The two AHCs may be swapped with each other to verrfy aircraft wiring and to isolate a failed unit. If the AHC is swapped or replaced,
the ICU remains with the mount. If the ICU is replaced, a compass swing must be performed. The AHC pin numbers listed below
apply to the A H C unit connectors.
)Cautionl
Be extremely carefux when handling the AHC, especially when setting the unit down on a fixture, workbench, etc. Dropping one end
as little as 19 mm (3/4in) can damage gyro bearings. Store the unit in its original shipping container when not in use and when
carrying the unit between shops or to the aircraft for installation.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3.If code 1AHC5 displays, test FDU 1.
If code 1ADC5 displays, test ADC 1.If the ADC 1and the cross-side air data switching relays test normal, swap AHCs to isolate the
failed M C inputlaircraft wiring fault.
2.0 If the AHRS power-up initialization is not successful (or continuousIy repeats), check for a ground on AHC pin P1-28 (STRUT). If
present, check for a pulsed output from AHC pin P1-3 (INIT) to DAU pin P1-7. If present, swap AHC 1 with the (operational)AHC
2.
If the fault follows the suspect AHC, replace that AHC. If the A H C now in the AHC 1mount no longer initializes, check the aircraft
wiring.
3.0 If both HDG fail (red boxed MAG) &AT" fail (red boxed ATT) annunciate on PFD 1, set the left remote AHRS reversion switch to
2. If both annunciations clear, replace AHC 1. Set AHRS switch to 1.
4.0 If only An' fail annunciates (HDG fail does not annunciate), set the leR remote AHRS reversion switch to 2. If ATT fail annunciation
clears, replace AHC 1. Set AHRS switch to 1.
5.0 If only HDG fail annunciates (ATT fail does not annunciate), test the FDU.
6.0 If HDG compare (yellow boxed HDG) annunciates on the PFD and both AHCs are valid (no ATT or HDG fail annunciations), push
the FAST SLAVIE:button on both left and right reversion panels. Make sure the aircraft is not near any large metal objects. External
metallic objects like hangars, overhead power cables, and power carts can distort the AHRS heading sensors.
If HDG compare does not clear, swap AHCs. If the incorrect heading indication follows the AHC,then replace that computer. If the
heading indications do not change, perform a compass swing or replace the ICU. Note that the ICU has a very low failure rate.
7.0 If attitude compare (yellow boxed PIT or ROL) annunciates on the PFD and AHCs are valid (no ATT or HDG fail annunciations),
swap AHCs. If the incorrect attitude indicationfollows the AHC,then replace that computer. If the attitude indications do not change,
relevel the AHC mount(s1.
8.0 The left remote FAST SLAVE button causes the AHC to fast slave to the FDU heading. If a probIem is suspected with this switch,
verify that +28 V dc is applied t o AHC pin P1-26 when this button is pressed.
9.0 If a battery backup problem is suspected, pull the circuit breaker to remove primary power f o m AHC pins P1-49and P1-50. Battery
power should still be applied to Pl-51 and P1-52,The AHC should function normally for approximately 10 minutes.

5.11.2.8 AElC 2 (andICU 2) Test Procedure
E l
The two AHCs may be swapped with each other to venfy aircraft;wiring and to isolate a failed unit. If the AHC is swapped or replaced,
the ICU remains with the mount. If the ICU is replaced, a compass swing must be performed. The AHC pin numbers listed below
apply to the AHC unit connectors.
Be extremely c a r e l l when handling the AHC, especially when setting the unit down on a fixture, workbench, etc. Dropping one end
as little as 19 mm (3/4in) can damage gyro bearings. Store the unit in its original shipping container when not in use and when
carrying the unit between shops or to the aircraft for installation.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3.If code 2AHC5 displays, test FDU 2.
If code 2ADC5 displays, test ADC 2. If the ADC 2 and the cross-side air data switching relays test normal, swap AHCs to isolate the
failed AHC inpuvaircraft wiring fault.
2.0 If the AHRS power-up initialization is not successful (or continuously repeats), check for a ground on AHC pin P1-28 (STRUT). If
present, check for a pulsed output from AHC pin P1-3(INIT)t o DAU pin P2-54.If present, swap AHC 2 with the (operational)AHC
1.
If the fault follows the suspect AHC, replace that AHC. If the AHC now in the AHC 2 mount no longer initializes, check the aircraft
wiring.
3.0 If both HDG fail (red boxed MAG) and ATT fail (red boxed ATT) annunciate on PFD 2, set the right remote AHRS reversion switch
to 1.If both annunciations clear, replace AHC 2. Set AHRS switch to 2.
4.0 If only AT" fail annunciates (HDG fail does not annunciate),set the right remote AHRS reversion switch to 1.If A n ' fail annunciation
clears, replace AHC 2. Set AHRS switch to 2.
5.0 If only HDG fail annunciates (ATT fail does not annunciate), test the FDU.
6.0 If HDG compare (yellow boxed HDG)annunciates on the PFD and AHCs are valid (no ATT or HDG fail annunciations), push
the FAST SLAVE button on both left and right reversion panels. Make sure the aircraft is not near any large metal objects. ExternaI
metallic objects like hangars, overhead power cables, and power carts can distort the AHRS heading sensors.
If HDG compare does not clear, swap AHCs.If the incorrect heading indication follows the AHC, then replace that computer. If the
heading indications do not change, perform a compass swing or replace the ICU. Note that the ICU has a very low failure rate.
7.0 If attitude compare (yellow boxed FIT or ROL) annunciates on the PFD and both AHCs are valid (no A!" or HDG fail annunciations),
swap AHCs. If the incorrect attitude indication follows the AHC,then replace that computer. If the attitude indications do not change,
relevel the AHC rnount(s).
8.0 The right remote FAST SLAVE button causes the AHC to fast slave to the FDU heading. If a problem is suspected with this switch,
verify that +28 V dc is applied to AWC pin Pl-26 when this button is pressed.
9.0 If a battery backup problem is suspected, p d the circuit breaker to remove primary power from AHC pins P1-49and P1-50. Battery
power should still be applied to P1-51and P1-52.The AHC should function normally for approximately 10 minutes.

5.11.2.9 ALT Test Procedure
The U T and the RAC must both be operational to provide radio altitude information to other avionics units.
1.0 Check the AmONICS STATUS page and troubleshoot according to table 5-3.
If a aADI0 ALTIMETER fault displays, check the circuit breaker and verify that power is applied to AUT pin P1-9.
2.0 Venfjr that both PFDs display approximately 0-foot radio altitude. If the radio altitude is not 0 foot (while on the runway), check the
AID altimeter strapping or suspect an antenna failure.
3.0 Push and hold the RA TEST button on either AAP Verify that both PFDs display SO-foot radio altitude.
If the test fails,venfy that a ground is applied from AAP pin P1-3 to RAC pin P1-40and that a ground is applied from RAC pin P1-29
t o ALT pin P1-25 while the RA TEST button is pressed. If a ground is missing, the ALT is not in test mode; check aircraft wiring and
replace the failed unit.
I Verifj?that the voltage differential at ALT pin P1-57(+) to P1-59(-) is +1.360to +1.440V dc while the RA TEST button is pressed.
If voltage is correct (but test fails), test the M C . If voltage is not correct, replace the ALT.
Reuzked 12 March 1997 5-209

5.11.2.10 ANT-462AB Test Procedure -

I Note I
The ANT-462A is used when only one ADF receiver is installed in the aircraft. An ADF-462B is a dual antenna that is used when two
ADFs are installed.
1.0 Check the AVXONICS STATUS page and troubleshoot according to table 5-3. Note that the A N T - 4 6 M does not report to the
AVIONICS STATUS page, but any faults detected by these diagnostics should be resolved before beginning this procedure.
2.0 Test the ADF receiverb)before beginning this procedure. Be sure to tune an AM station that uses a nearby transmitting tower, and
move away from possible interference sources. If each ADF passes its test procedure, then the ANT-462m is operational.
3.0 If two A.DFs are installed and only one of them passes its test procedure, swap receivers to isolate the failed ADF or ANT/wiring
problem.
4.0 Select the ADF mode page on the left RTU and push the ADF line key (select ADF mode). Verify the ADF 1/ANT interface wiring
as follows:
+15 V dc on ADF 1pin P1-9(ANTB+).
-12 V dc on ADF 1 pin P1-17 (LOOP B-1; present only in ADF mode.
Voltage activity on ADF 1 pins PI-37(SIN MOD) and P1-41(COS MOD) as the receiver is retuned to a valid local frequency
Select ANT mode. Connect a wire to the Al coax input jack of the receiver and venfy AM audio reception. Then select ADF mode.
If any of these steps fail, replace the ADF 1. If all steps pass (and an ADF 1problem exists), check the aircraft wiring to the antenna.
If wiring is correct, replace the ANT-462m.
5.0 If two ADF receivers are installed, repeat step 4.0 using the right RTU to select modes for the right ADF. Verify the ADF ZANT
interface by checking the same pins specified above, but on the ADF 2 receiver,
If any steps fail, replace the ADF 2. If all steps pass (and an ADF 2 problem exists), check the aircraft wiring t o the antenna. If wiring
is correct, replace the ANT-462B.

5.11.2.1 1 APP Test Procedure
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that the APP does not report to the AVIONICS
2.0 Raise the AI? and YD levers and verify that they remain engaged. If the levers will not stay up, verify the APP inputs specified below.
Check for +28-V dc a t these pins: Pl-1,3, 7, 10, 13,23,25, 29, 30, 32.
Check for an open a t these pins: Pl-11, 15, 19, 21.
Check for a ground at these pins: P1-8,12.
3.0 Verify that pressing each AP DISC, GO AROUND, and manud trim switch disengages the autopilot (AP lever drops). AP DISC also
disengages the yaw damper CYD lever drops).
4.0 Enter FCS DIAGNOSTICS and display the INPUT MODE page. Select the following parameters and verify proper LEFT and RIGHT
inputs to the FCC. Voltages are approximate.
PARAMETER ACTIONRESULT
KNBROL Turn knob and verify 4.3 (cw)to -4.3 (ccw) VOLTS.
KNBPTH Turn pitch wheel and verify i-1.8 (up}to -1.8(down) VOLTS.
SWITRB Push TURB button and verify TRUE until button is released.
SWMFR Push AP XFR button and verify TRUE until button is released.
ENGAP Raise AP lever and verify TRUE while lever remains up.
ENGY/D Raise YD lever and verify TRUE while lever remains up.
Exit FCS DIAGNOSTICS.
The LEFT and RIGHT input signal values should always (reasonably) agree. If one input is wrong, suspect the MSP and associated
APPIMSPIFCC wiring on that side.
If both inputs are wrong, suspect the AJ?P/wiring. If the TURB or AI? XFR button inputs are wrong, also suspect the onside MSP.
5.0 Push the AP XFR button and verify that the mode indicator in the button lights. Then push the button again and verify that the light
goes off. Repeat for the TURB button.
If an indicator fads to light, suspect either the APP or MSP 2. The MSP 2 should apply a ground to APP pin P1-40 (APXFR selected)
or pin P1-41 (TURBselected) to light the mode indicator. If the expected ground is present at the APP, then suspect a burned-out bulb
and replace the U P . If the ground is not present at the AF'P, then swap MSPs and repeat this step. If the test passes, replace the
suspect MSP.
6*0 If a servo engage (clutch) problem is suspected, test the SVOs.

5.11.2.12 ARP 1 Test Procedure
The two ARPs may be swapped with each other to verify aircraft wiring and t o isolate a failed unit.
pG-l
The following steps will fail if the ARP has a defective transmitter or if the ADC has a defective receiver. The best way to isolate the
failed LRU is t o swap like units; the problem will follow the failed LRU.
2.0 Push the TEMP button once t o display the SAT temperature (on PFD 11,and then again to display the ISA temperature. After 5
seconds, RAT temperature automatically displays.
3.0 Push the VSPDS button to sequentially select (underline)the V1, VR,V2, or L4S reference value displayed in the speed reference
(bug) table on PFD 1.
4.0 Turn the IAS reference (left inner) knob and verify that the underlined value in the FFD speed reference table responds, Push the
center ON/OFF switch to enable or disable display of this bug (except IASbug) on the airspeed scale. Note that the IAS bug display
cannot be removed.
5.0 Select VS mode on the left MSP. Turn the VS reference (left outer) knob and verify that the VS reference value (displayed in FCS
mode window of PFD 1)responds.
6.0 Turn the ALT SEL (right) knob and venfy that the preselect altitude display (on PFD 1)responds. f i s h the center CANCEL switch
on this knob to cancel altitude alerts or to test the aural warning.
7.0 ARP-850 ONLY Push the IN HGMB button (ifnecessary)to select MB format on the PFD 1barometric pressure display Turn the
BARO (right outer) knob and verify that the display responds. Push the STD button and verify that the display changes to 1013 MB.
8.0 AFW-850 ONLY:Push the I N HGMB button to select IN HG format. Turn the BARO knob and venfy that the display responds. Push
the STD button and veri@ that the display changes to 29.92 IN,
9.0 ARP-851ONLY Turn the BAR0 switch (if necessary) to select HPA format on the PFD 1barometric pressure display Turn the
BARO (inner) knob and verify that the display responds. Push the PUSH STD button and venfy that the display changes t o 1013
HPA.
10.0 ARP-851 ONLY: Turn the BARO switch to select IN HG format. Turn the BARO knob and veri@ that the display responds. Push
the PUSH STD button and veri@ that the display changes to 29.92 I".
11.0 If the FL 180 alert function is suspect, set the FL 180 switch (on left reversion panel) to ENABL. The barometric pressure display
is now enabled to flash at 18 000 feet altitude, This alert is canceled or disabled when the FL 180 switch is set to DSABL.

5.11.2.13 ARP 2 Test Procedure
The two ARPs may be swapped with each other to verify aircraft wiring and t o isoIate a failed unit.
I Note 1
The following steps wilI fail if the AFP has a defective transmitter or if the ADC has a defective receiver. The best way t o isolate the
failed LRU is t o swap like units; the problem will follow the failed LRU.
2.0 Push the TEMP button once to display the SAT temperature (on PFD 21, and then again to display the ISA temperature. After 5
seconds, RAT temperature automatically displays.
3.0 Push the VSPDS button to sequentially select (underline)the V1,VR,V2,or U S reference value displayed in the speed reference
(bug) table on PFD 2.
4.0 Turn the I A S reference (left inner) knob and veri@ that the underlined value in the PFD speed reference table responds. Push the
center ON/OFF switch to enable or disable display of this bug (except IAS bug) on the airspeed scale. Note that the IAS bug display
cannot be removed.
5.0 Select VS mode on the right MSF! Turn the VS reference (left outer) knob and verify that the VS reference value (displayed in FCS
mode window of PFD 2) responds.
6.0 Turn the AET SEL (right) knob and venfjr that the preselect altitude display (on PFD 2) responds. Push the center CANCEL switch
on this knob to cancel altitude alerts or to test the aural warning.
7.0 ARP-850 ONLY Push the LN HGLMB button (ifnecessary)to select MB format on the PFD 2 barometric pressure display Turn the
BARO (right outer) knob and verify that the display responds. Fush the STD button and ver@ that the display changes t o 1013 MB,
8.0 ARP-850 ONLY Push the IN HGmB button to select I NHG format. Turn the BAR0 knob and verify that the display responds. Push
the STD button and verify that the display changes to 29.92 IN.
9.0 ARP-851 ONLY Turn the BARO switch (if necessary) to select HPA format on the PFD 2 barometric pressure display Turn the
BARO (inner) knob and verify that the display responds. Push the PUSH STD button and verify that the display changes to 1013
HPA.
10.0 ARP-851 ONLY Turn the BARO switch t o select IN HG format. Turn the BARO knob and verify that the display responds. Push
the PUSH STD button and verify that the display changes to 29.92 IN.
11.0 If the FL 180 alert h c t i o n is suspect, set the FL 180 switch (on right reversion panel) to ENABL. The barometric pressure display
is now enabled to flash at 18 000 feet altitude. This alert is canceled or disabled when the FL 180 switch is set to DSABL.

maintenance 52347758 1 1
5.11.2.14 ATC-850 Test Procedure
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3.Note that the ATC automatic trim coupler does not
report to the AVIONICS STATUS page, but any faults detected by these diagnostics should be resolved before beginning this
procedure.
The ATC provides roll trim arm and command outputs to the Beech trim system. The Beech trim system runs the trim servos.
2.0 If roll trim functions are totally inoperative, verify that the 1A and 2A PWR modules are functional. These modules power the ATC.
Verify that +28 V dc is applied to ICC pins W4-P and m 4 - P . If this trim relay power is not present, the roll trim outputs are
disabled.
3.0 Check the aircraft AP ROLL TRM FAIL annunciators. If either annunciator is lit, a roll trim failure is detected by the ATC. The
problem may be a failed ATC or a failure within the Beech trim system. Refer to the ATC system schematic description for a list of
failures detected by the trim monitors. Go to step 5.0.
4.0 Verify normal roll trim operation as follows:
On the pedestal, set the two ROLL TRIM toggle switches to BOTH and NORM.
Operate the manual trim switch (outboard horn) to zero the roll trim indicator (located by the throttle). Center the control wheel and
then engage the autopilot.
Turn the control wheel clockwise until the trim system runs. Verify that the roll trim indicator indicates left-wing down trim.
Center the control wheel and verify that the roll trim indicator zeros. Push the manual trim switch and verify that the autopilot
disengages.
Repeat this step, but turn the control wheel counterclockwise and verify right-wing down trim.
5.0 If an ATC/trim interface problem is suspected, refer to the ATC system schematic and verify the roll trim I/O a t the ICC external
connectors. Some helpful signal descriptions are provided below.
ICC CONNECTOR DESCRIPTION
RA?3-40 Roll trim arm right; -1-28V dc when armed.

wP3-1 Roll trim arm left; +28 V dc when armed+
wP3-2 Roll trim command right; +28 V ddopen duty cycle pulses.
W3-41 Roll trim command leR; +28 V ddopen duty cycle pulses.
L/PB-C, m 4 - c Aileron servo motor A/B; both pins are biased at +14V dc;
motor drive causes a n A/€3 differential voltage.
UP2-32, R/P2-32 AP engage lever up AA;+28 V dc when engaged.
wP3-5,6 Roll trim rate WL; *V dc analog feedback as the trim
system runs.
m3-4445 RoIl trim rate WL; *V dc analog feedback as the trim
system runs.

~
I
5.11.2.15 ATC-4000Test Procedure
1.0 Check the AVIONICS STATUSpage and troubleshoot. Note that the ATC automatic trim coupler does not report to the AVIONICS
F
I
The ATC provides roll trim arm and command outputs to the Beech trim system. The Beech trim system runs the trim servos.
2.0 If roll trim fimctions are totally inoperative, verify that the ZA and 2A PWR modules are functional. These modules power the ATC.
Verify that +28 V dc is applied to ICC-4008 pins uP4-P and RR4P If this trim relay power is not present, the roll trim outputs are
disabled.
3.0 Check the aircraft AP ROLL TRM FAIL annunciators. If either annunciator is lit, a roll trim failure is detected by the ATC. The
problem may be a faded ATC or a failure within the Beech trim system. Refer to the ATC system schematic description for a list of
failures detected by the trim monitors. Go to step 5.0.
4.0 Verifi normal roll trim operation as follows:
On the pedestal, set the two ROLL TRIM toggle switches to BOTH and NORM.
Operate the manual trim switch (outboard horn) to zero the roll trim indicator (located by the throttle). Center the control wheel and
then engage the autopilot.
Turn the control wheel clockwise until the trim system runs,Verify that the roll trim indicator indicates left-wing down trim.
Center the control wheel and verify that the roll trim indicator zeros. Push the manual trim switch and verify that the autopilot
disengages,
Repeat this step, but turn the control wheel counterclockwise and verify right-wing down trim.
5.0 If an ATC/trim interface problem is suspected, refer to the ATC system schematic and verify the roll trim YO at the ICC LHP
external connectors. Some helpful signal descriptions are provided below
LHP CONNECTOR DESCRIPTION
W3-40 Roll trim arm right; +28 V dc when armed.

W3-1 Roll trim a m left; +28 V dc when armed.
WP3-2 Roll trim command right; +28 V ddopen duty cycle pulses.
RR3-41 Roll trim command l e e +28 V ddopen duty cycle pulses.
L/P4-c,m4-c Aileron servo motor A B ;both pins are biased at .e14 V dc;
motor drive causes an A/B differential voltage.
wP2-32, R’P2-32 AP engage lever up A/B;+28 V dc when engaged.
R/P3-5,6 Roll trim rate HA; *V dc analog feedback as the trim
system ‘puns.
RP3-44,45 Roll trim rate H/L; *V dc analog feedback as the trim
system runs.

5.11.2.16 CAD 1 Test Procedure
Most installations contain two TDR-94 transponders (no TDR-90s or CAD-870s). Some installations use two TDR-90 transponders
and CAD-870 adapters instead of the TDR-94s. In these Systems, the transponder diagnostics apply to the CAD units.
The two TDR-90s and the two CADS may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3.The ATC XPONDER 1fault codes apply to the CAD
1.
lTDRl code means the L-TDR-1 bus from the CAD to the 1A and 1B IOCs is inactive at both units (status is OFF-CHK BREATCR).
lTDR2 code means an internal CAD fault is detected (status is FMLED).
1TDR3 code means the L-RTU-2 bus from the #1RTU to the left COMINAV radios is inactive at the #1CAD input but active
elsewhere (status is FAILED).
lTDR4 code means the R-RTU-1 bus from the #2 RTU t o the left COM/NAV radios is inactive at the #1 CAD input but active
2.0 If no faults are detected on the AVIONICS STATUS page and a transponder problem is suspected, first test the TDR-90 1.Then
continue with this procedure.
3.0 Set remote ATC switch to 1. If necessary?push the ATC STBY button on the left RTU so that ATC (not STBY) appears on the ATC
display line.
4.0 Select the ATC mode page on the left RTU. If necessary, push the ALT line key to display OFF ALT (mode A). Then push and hold
the TST line key. Verify that the REFLY annunciator on the RTU lights.
If test fails, check the (modeA>CADflDR wiring. Verify that a ground is applied from CAD pin P1-49 t o TDR pin F1-45 (ONKTBY).
During test, verify that a ground 4s applied from CAD pin P1-29to TDR pin Pl-13 (TEST) and that a ground is applied from TDR
pin P1-17 to CAD pin P1-40 (REPLY).
5.0 Push the A.LT line key to display ON ALT (mode C). Then repeat step 4.0. If test fails, check the (mode C) CADmDR wiring and verify
that a ground is applied from CAD pin P1-16 to TDR pin P1-46 (MODE SEL C).
6.0 Set the 1RTU reversion switch to DSABL. Select the ATC mode page on the right RTU.Then push the TST line key and verify that
the REPLY annunciator lights. Iftest fails, v e e that a ground is applied from the 1RTU reversion switch to CAD 1pin P1-43 (RX
FORT A/B SELECT). Then set reversion switch t o NORM.
7.0 If an ident problem is suspected,verifythat +5-V dc is applied from CAD pin P1-25to TDR P1-5 when the ATC ID button or control
wheel IDENT switch is pressed.

,maintenance 523-077581I
5.11.2.17 CAD 2 TestProcedure
Most installations contain two TDR-94 transponders (no TDR-90s or CAD-870s).Some instdlations use two TDR-90 transponders
and CAD-870 adapters instead of the TDR-94s. In these systems, the transponder diagnostics apply to the CAD units.
The two TDR-90s and the two CADS may be swapped with each other to v e r i s aircraft wiring and to isolate a failed unit.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3.The ATC XPONDER 2 fault codes apply to the CAD
2.
2TDRl code means the R-TDR-1 bus from the CAD to the 2A and 2B IOCs is inactive at both units (status is OFF-CHK BREAKR).
2TDR2 code means an internal CAD fault is detected (status is FAILED).
2TDR3 code means the R-RTU-2 bus from the #2 RTU to the right COMLNAV radios is inactive at the #2 CAD input but active
2TDR4 code means the L-RTU-1bus fkom the #1 RTU to the right C0l"AV radios is inactive at the #2 CAD input but active
ekewhere (status is FAILED).
2.0 If no faults are detected on the AVIONICS STATUS page and a transponder problem is suspected, first test the TDR-90 2. Then
continue with this procedure.
3.0 Set remote ATC switch to 2. If necessm, push the ATC STBY button on the right RTU so that ATC (not STBY) appears on the ATC
display line.
4.0 Select the ATC mode page on the right RTU. If necessq, push the ALT line key to display OFF ALT (mode A). Then push and hold
the TST line key. Verify that the REPLY annunciator on the RTU lights.
Iftest fails, check the (mode A) CAD/TDR wiring. Verify that a ground is applied from CAD pin Pl-49 to TDR pin P1-45 (ON/STBY).
During test, verify that a ground is applied from CAD pin P1-29 to TDR pin P1-13 (TEST) and that a ground is applied from TDR
pin PI-17 to CAD pin P1-40 (REPLY).
5.0 Push the ALT line key to display ON ALT (mode C). Then repeat step 4.0. If test fails, check the (mode C) CADLCDR wiring and verify
that a ground is applied from CAD pin P1-16to TDR pin P1-46 (MODESEL C).
6.0 Set the 2 RTU reversion switch to DSABL. Select the ATC mode page on the left RTU. Then push the TST line key and veri@that
the REPLY annunciator lights. Htest fails, venfy that a ground is applied from the 2 RTU reversion switch to CAD 2 pin P1-43 (FE
PORT ME3 SELECT). Then set reversion switch to NORM.
7.0 If an ident problem is suspected, venfy that +5-V dc is applied from CAD pin P1-25 t o TDR P1-5 when the ATC ID button or control
wheel IDENT switch is pressed.

5.11.2.18 CDC Test Procedure
The CDC is installed if the aircraft has dual FMS. If the CDC fails, the diagnostic system may incorrectly identify some failures.
Troubleshoot the CDC before investigating other failures detected by the diagnostics.
M e r repIacing the CDC, apply power to the FMS system and verify that the PROGRAM # and date displayed an the left and right
CDU initialization pages agree. If not, the left FMCs and the right CDC have incompatible software.
1.0 Check the AVIONICS STATUSpage and troubIeshoot according to table 5-3. Note that the CDC is powered by the PWR 2B module
in the IAPS.
2*0 If "FMS FAULT"annunciates on the right CDU, first cycle the FMS 2 circuit breaker and wait 5 minutes. If this fault annunciates
again, check that the R-FMS-3bus is active a t the CDU 2 input (pins P1-6/7).If the bus is not present at the CDU and the aircraft
wiring is correct, replace the CDC. If the bus is present, swap CDUs to isolate the failed CDU or CDC.
3.0 If "CDUFAULT" annunciates on the right CDU, test the CDU 2,
4.0 If not already done, test the FMC-851B/C before continuing this procedure. The FMC must be operational to fully test the CDC.
5.0 Select FMS as the active NAV source (on CDU 2). Verify proper FMS active source annunciation on the PFD 2 and (underline)
response on the CDU.
If any CDU or FMS error annunciates on the PFD 2, replace the CDC.
If CDU underline response is not correct, then swap CDUs to isolate the failed CDU or CDC.

5.11.2.19 CDU-851/860186OA1 Test Procedure
The two CDUS may be swapped with each other to verify aircraft wiring and to isolate a failed unit. If a CDU-860A is installed or
replaced, refer to the configuration procedure at the bottom of this page.
1.o Check the AVIONICS STATUS page and troubleshoot according to table 5-3.
2.0 If the display is blank, check the circuit breaker. Be sure the left CDU reversion switch is set to NORM. If display is still blank, swap
the CDU 1 with the (operational) CDU 2 to isolate a failed CDU or aircraft wiring problem.
3.0 If "FMS FAULT"annunciates (on CDU), test the FMC-851BIC 1.
4.0 If "CDU FAULT" annunciates (on CDU), replace the CDU 1.
5.0 Select FMS and then VOR 1(or LOC 1)as the active NAV source. Verify proper underline response on the CDU.If not, swap CDUS
to isolate a failed CDU or FMCIaircraft wiring problem. Check for activity on the L-CDU-1 and L-FMS-3 buses. If the problem still
exists, test the FMC-851BIC 1.
6.0 Set the left CDU reversion switch to REV and verif'y that the CDU 1display blanks. If not, check that a ground is applied from the
switch to CDU pin P1-23. Set the CDU reversion switch to NORM.
7.0 Check all CDU line keys, pushbuttons, and knobs for sticking or improper operation.
AIternately push each page select key and verify the proper CDU display Use the CDU controls to tune radios, scroll pages, change
sources, select display formats, etc. Push the remaining CDU keyboard buttons and verify that each key is operational, alphanumeric
keys write on the scratch-pad line. The VNAV page key is operational if an FMC-851C is installed.
If a radio does not retune, ensure that the (center panel) RMT "I3reversion switch is set to NORM; if switch is correct, test RTU
1and the suspect radio. If any FMS control function fails, test the FMC-851B/C 1. If a radar control function fails, test the RTA.
8.0 If an AAP 1problem exists, test the AAP 1and verify AAP/CDU 1 wiring. If AAP 1tests normal and wiring is correct, replace the
CDU 1.
9.0 If a CHP problem exists, test the CHP and verify CHP/CDU 1wiring. If the CHP tests normal and wiring is correct, replace the CDU
1.
10.0 CDU-86OACONFIGURATIONPROCEDURE: Perform the following procedure when a CDU-860A is first installed and anytime a
CDU-860A is replaced after repair. This procedure configures the DMU and the CDUs.
A Power down both CDUS and the DMU.

B Connect the MIS configuration maintenance test plug (GWS PM 518) to the DMU.
C Power up the DMU.
D Power up CDU 1.
E Select CONFIG SETUP on CDU 1and set the configuration.
F Select UPDATE CONFIG on CDU 1.If necessary, repeat steps E and F until the configuration is accepted by the DMU limit
checks.
G Power up CDU 2.
H Wait for the configuration on CDU 2 to match that of CDU 1.

I Power down both CDUS and the DMU,
J Remove the test plug from the DMU.
If the DMSJ is already configured and one of the CDUs is replaced, skip steps D, E, and E Then power up the new CDU and continue
the codleuration Drocedure for that CDU.

5.11.2.20 CV U-85ll86Ol86OA2 Test Procedure
The two CDUS may be swapped with each other to verify aircraft wiring and to isolate a failed unit. If a CDU-860A is installed or
replaced, refer to the configurationprocedure on the CDU 1test page.
1.0 Check the AWONICS STATUS page and troubleshoot according to table 5-3.
2,o If the display is blank, check the circuit breaker. Be sure the right CDU reversion switch is set to NORM. If display is still blank,
swap the CDU 2 with the (operational)CDU 1to isolate a failed CDU or aircraft wiring problem.
3.0 If "FMS FAULT" annunciates (on CDU), test the CDC or FMC-851BIC 2.
4.0 If "CDU FAULT annunciates (on CDU), replace the CDU 2.
5.0 If "FMS NAV UNAVAILABLE annunciates (onCDU), test the CDC or FMC-851B/C 2 (FMC cross-talk problem). Note that the CDU
2 may still be able t o tune the radios and control the large displays.
6.0 Select FMS and then VOR 2 (or LOC 2) as the active NAV source. Verify proper underline response on the CDU. If not, swap CDUS
to isolate a failed CDU or CDC/aircraft wiring problem, Check for activity on the R-CDU-1and R-FMS-3 buses. If the problem still
exists, test the CDC or FMC-851B/C 2.
7.0 Set the right CDU reversion switch to REV and verify that the CDU 2 display blanks. If not, check that a ground is applied from the
switch to CDU pin P1-23.Set the CDU reversion switch t o NORM.
Alternately push each page select key and verify the proper CDU display Use the CDU controls to tune radios, scroll pages, change
sources,select display formats, etc. Push the remaining CDU keyboard buttons and venfy that each key is operational; alphanumeric
keys write on the scratch-pad line. The VNAV page key is operational if an FMC-851Cis installed.
If a radio does not retune, ensure that the (centerpanel) RM" "Ereversion switch is set to NORM;if switch is correct, test RTU
2 and the suspect radio. If any FMS control fimction fails, test the CDC or FMC-851BK 2. If a radar control function fails, test the
RTA.
9.0 If an AAP 2 problem exists, test the AAP 2 and verify GAPICDU 2 wiring. If AAP 2 tests normal and wiring is correct, replace the
CDU 2.
10.0 If a CHP problem exists, test the CHP and verify CHP/CDU 2 wiring. If the 0tests normal and wiring is correct, replace the CDU
2.

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
Beechjet 400A

Subject: Test procedure updates.
Latest change identified by a black bar in the margin.
Step 5.0 has been revised and steps 6.0 – 8.0 have been added to 5.11.2.21 CDU-5000 1 Test
Procedure.
5.0 Check the STATUS page and ensure the UTC and DATE are correct.
6.0 If the UTC and DATE are not correct pull the GPS circuit breaker and enter the
MAINTENANCE MENU on the MFD. Select the CLOCK SET OPERATION page and verify
that the CURRENT TIME and CURRENT DATE are correct. If they do not show the correct
time and date, use the instructions in paragraph 5.9.6 to assist you in entering the current time
and date. Once this is accomplished, exit diagnostics and push in the GPS circuit breaker.
7.0 When the GPS enters NAV mode, the UTC and DATE on the STATUS page should be correct.
Alternately push the function keys and verify proper CDU displays. Line keys select functions
on some pages and alpha-numeric keys write on the scratch pad line.
If a function is suspect, test the appropriate unit. For example: If the VHF COM radio will not
retune, ensure that the (pedestal) REMOTE TUNE DSBLE switch is set to NORM. If switch is
correct, test the RTU and the VHF.

523-0775807-09411A Oct 25/05
I 5.1 1.2.21 CDU-50001 Test Procedure
The two CDUs may be swapped with each other to verify aircraft wiring and to isolate a failed unit+
Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to diagnostic word explanations. If no
faults are present, check the LRU FAULT HISTORY page for intermittent faults and troubleshoot according to diagnostic word
explanations.
If the display is blank, check the circuit breaker.
If "FMS FAULT" annunciates (on CDU), test the FMC. This message can mean a failed L-FMSS to the CDU or a failed FMC.
If "CDU FAULT" annunciates (on CDU), replace the CDU.
Check all CDU line keys, pushbuttons, and knobs for sticking or improper operation,
Alternately push the function keys and verify proper CDU displays. Line keys select functions on some pages and alphanumeric keys
write on the scratch pad line.
If a function is suspect, test the appropriate unit, For example: If the VHF COM radio will not retune, ensure that the (pedestal)
REMOTE TUNE DSBLE switch is set to NORM. If switch is correct, test the RTU and the VHE

1 5.11.2.22 CDU-50002 Test Procedure
I The two CDUs may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
~ 1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according t o diagnostic word explanations. If no
faults are present, check the LRU FAULT HISTORY page for intermittent faults and troubleshoot according t o diagnostic word
explanations.
2.0 If the display is blank, check the circuit breaker.
1 3.0 If "FMS FAULT" annunciates (on CDU), test the FMC. This message can mean a failed R-FMS-3 to the CDU or a failed FMC.
4.0 If "CDU FAULT'' annunciates (on CDU),replace the CDU.
1 5.0 Check all CDU line keys, pushbuttons, and knobs for sticking or improper operation.
Alternately push the firnction keys and verify proper CDU displays. Line keys select functions on some pages and alphanumeric keys
write on the scratch pad line.
I If a function is suspect, test the appropriate unit. For example: If the VHF COM radio will not retune, ensure that the (pedestal)
REMOTE TUNE DSBLE switch is set to NORM. If switch is correct, test the RTU and the VHF+

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
Beechjet 400A

Latest change identified by a black bar in the margin.
Step 5.0 has been revised and steps 6.0 – 8.0 have been added to 5.11.2.22 CDU-5000 2 Test
Procedure.
5.0 Check the STATUS page and ensure the UTC and DATE are correct.
6.0 If the UTC and DATE are not correct pull the GPS circuit breaker and enter the
MAINTENANCE MENU on the MFD. Select the CLOCK SET OPERATION page and verify
that the CURRENT TIME and CURRENT DATE are correct. If they do not show the correct
time and date, use the instructions in paragraph 5.9.6 to assist you in entering the current time
and date. Once this is accomplished, exit diagnostics and push in the GPS circuit breaker.
7.0 When the GPS enters NAV mode, the UTC and DATE on the STATUS page should be correct.
Alternately push the function keys and verify proper CDU displays. Line keys select functions
on some pages and alpha-numeric keys write on the scratch pad line.
If a function is suspect, test the appropriate unit. For example: If the VHF COM radio will not
retune, ensure that the (pedestal) REMOTE TUNE DSBLE switch is set to NORM. If switch is
correct, test the RTU and the VHF.

523-0775807-09411A Oct 25/05
5.11.2.23 CHP Test Procedure
1.0 Check the AWONICS STATUS page and troubleshoot according to table 5-3. Note that the CHP does not report to the AVIONICS
2.0 Select VOR 1as the active NAV source (on CDU 1).Tune the VOR 1receiver to a local station or to a ground test frequency.
3.0 Turn the CRS 1knob and verify that the active course display and active course pointer on the PFD 1respond. Push the PUSH
DRECT switch (in the knob) and venfy that the active course shows an angle direct to the tuned station. If test fails, go t o step 7.0.
4.0. Repeat step 3.0 using the CRS 2 knob and the PFD 2 display. If test fails, go to step 7.0.
5.0 Turn the HDG knob and verify that the heading bug on both PFDS responds. If the bugs do not move at the same speed, test the
CDU on the side with the slowest bug. Push the PUSH SYNC switch (in the knob) and veri$ that both heading bugs move t o the
lubber line. If test fails, go to step 7.0.
6.0 Display a checklist on the MFD. Move the CHP joystick up to select the previous checklist page, down to seled the next checklist
page, right to exit the checklist and select the next one on the menu, and left to exit the checklist and select the previous one on the
menu.
If test fails, verify continuity from CHP pin P1-9t o the following pins as the joystick is held in position: P1-20(up),Pl-21 (down),
P1-22 (right), and P1-23 (left).If normal, check wiring to the MFD. If wiring is correct, test the MFD.
7.0 An alternate way t o test the CHP knob fimctions is provided below. If these tests pass, the CHP knobs are operational. If a knob fails
an above test but passes these tests, check CHPKDU wiring; if wiring is correct, test left or right CDU.
SEL A 0.5V 5.0V 0.5V

SEL B: 0.5V 0.5V 5.0V
Turn CRS 1knob and verify that dc voltage pairs at pins SEL A (P1-8)
and SEL 3 (Pi-7)sequentially change (as shown above) at each
h o b detent+
For example: Suppose 0.5 V dc is measured at pin 8 (referenced to ground) and also a t pin 7 (referencedto ground). Turn the CRS 1
knob one click. The voltage at pin 8 should be 5 V dc and the voltage at pin 7 should be 0.5 V dc. Turn the knob another click. The
voltage at pin 8 should be 0.5 V dc and the voltage at pin 7 should be 5.0 V dc. At the next click, both voltages should again be 0.5 V
dc.
Turn CRS 2 knob and verify that dc voltage pairs at pins SEL A (Pl-2) and SEL B (P1-1)sequentially change at each knob detent.
Turn HDG knob and verify that dc voltage pairs at pins SEL A (Pl-61, SEL B (Pl-51, SEL A (P1-4), and SEL B (PI-3)
sequentially
change at each knob detent.
Verify that while a knob inset button is pushed, a ground is applied to the proper phn(s). CRS 1grounds pin P1-18 (DIRECT TO), CRS
2 mounds sin P1-15 (DIRECT TO). and HDG mounds Dins P1-17 and P1-16(SYNC).

5.12.2.24 CMA 1 (andVLFIGPS-ANT)Test Procedure
The CMA and the VLF-ANT must both be operational to provide VI;F information to the FMS navigator. The CMA-764-1/-2 and the
GPS-ANT must both be operational to provide GPS information to the FMS navigator.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. If code lVLF1 displays, check the circuit breaker and
verify that power is applied to CMA pin P1C-2.
2.0 Display the LRU DIAGNOSTIC DATA page showing the VLF RECEIVER 1 word on the MFD. If the diagnostic word is 600001
(normal),go to step 4.0.
If the word is not 600001, refer to diagnostic word explanation and investigate the fault.
If bit 20,21, ox 22 is set, check the LB-GP BUS 2 and RB-GP BUS 2 data bus inputs to the CMA.
If any of bits 23 through 29 are set (except for bit 261, then replace the CMA.These bits note failures detected during internal self-test.
If bit 26 is set, check the HI-field antenna input to the CMA. If wiring is correct, replace the VLF-ANT.
The CMA supplies data to the FMS on the LVLF-1 bus, and to the SDU (throughthe SDD) on the L-VLF-2 bus. If any of the following
tests fails, replace the CMA.
3.0 Push the IDX, FMS, and then the VLF/OMEGA STATUS line key on the MFD. Verify that the VLF/OMEGA STATUS page displays.
If the page is blank, check the L-VLF-1 bus.
4.0 SeIect VLF (or VLF 1)format on the left SDU and verify that the "VLF"or "VLF 1" format annunciator is not crossed out. If the VLF
annunciation is displayed with an "X" through it, check the L-VLF-2 bus and the SDD. Note that this data path is not monitored by
any of the built-in diagnostics.
5.0 CMA-764-1/-2 ONLY Push the IDX, FMS, and then the GPS STATUS line key on the MFD. If a satellite is within range, this page
should show active GPS sensor parameters. Ifreasonable values display, then the GPS-ANT and the GPS receiver (in CMA-764-1/-2)
are operational.

5.11.2.25 CMA 2 (andVLFJGPS-NT) Test Procedure
The number 2 CMA and antennas are optional units. The built-in diagnostics do not support the number 2 ClMA at this time. Note
that the two C M h may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that the CMA 2 does not report to the AVIONICS
STATUS page, but any faults detected by these diagnostics should be resoIved before beginning this procedure.
2.0 If the CMA 2 is not functioning, check the circuit breaker and verify that power is applied to CMA pin P1C-2. If power is present, swap
CMAs to isolate a failed CMA or aircraft wirindantenna problem.
The CMA 2 supplies data to the FMS 2 on the R-VLF-1bus, and to the SDU (through the SDD)on the R-VLF-2 bus. If any of the
following tests fails, replace the CMA 2.
3.0 Push the IDX,FMS, and then the VLF/OMEGA STATUS line key on the MFD 2. Verify that the VLF/OMEGA STATUS page displays.
If the page is blank, check the R-VLF-I bus.
4.0 Select VLF 2 format on the right SDU and verify that the “VLF2” format annunciator is not crossed out. If the VLF 2 annunciation
is displayed with an “X”through it, check the R-VLF-2 bus and the SDD.
5.0 CMA-764-1/-2 ONLY Push the IDX,FMS, and then the GPS STATUS line key on the MFD. If a satellite is within range, this page
should show active GPS sensor parameters. If reasonable values displax then the GPS-ANTand the GPS receiver (in CMA-764-1/-2)
are operational.

1 5.11.2.26 CSU-40001 Test Procedure
1 The two CSUs may be swapped with each other t o verify LAPS wiring and to isolate a failed unit.
1.0 Check the LRU STATUS page and troubleshoot, Note that the CSU does not report to the LRU STATUS page, but any faults detected
by these diagnostics should be resolved before beginning this procedure.
The CSU contains several DIP switches that program the specific avionics configuration. The CSU has a very low failure rate. The
~
CSU test consists of reading program configuration words that have been sensed by the IOCs and the FCCs.
2.0 Push the MFD IDX line key to display the MFD INDEX page. Push the MAINTENANCE line key and then select the
CONFIGUMTION STRAPPING UNIT page. Verify the left and right side strapping words are identical, If a miscornparison is
detected, the strapping word is displayed in yellow Refer to tables 5-74 through 5-88 t o interpret the strapping configuration words.
3.0 Enter FCS DIAGNOSTICS and display the INPUT MODE page. Select the STPCFG parameter. Verify that this line reads 8X OX.
The '8' digit is a SDI strap that is hard-wired in the IAPS card cage; the 'X' digits are programmed by the CSU.

I 5.11.2.27 CSU-40002 Test Procedure.
I The two CSUs may be swapped with each other to verify LAPS wiring and to isolate a failed unit.
1.0 Check the LRU STATUS page and troubleshoot. Note that the CSU does not report to the LRU STATUS page, but any faults detected
by these diagnostics should be resolved before beginning this procedure.
The CSU contains several DIP switches that program the specific avionics configuration. The CSU has a very low failure rate. The
CSU test consists of reading program configuration words that have been sensed by the IOCs and the FCCs.
2.0 Display the MAINTENANCE MENU page on the MFD, then select the CONFIGURATION S T W P I N G UNIT page, Verify the left
and right side strapping words a e identical. If a miscornparison is detected, the strapping word is displayed in yellow. Refer to tables
5-74 through 5-88 to interpret the strapping configuration words.
3.0 Enter FCS DIAGNOSTICS and display the INPUT MODE page. Select the STPCFG parameter. Verify that this line reads 8X OX.
The '8' digit is a SDI strap that is hard-wired in the IAPS card cage; the 'X' digits are programmed by the CSU.

5.11.2.28 DAU Test Procedure
Note that the DAU is a 2-channel redundant unit. Both channels report to the diagnostic system. If either channel fails, replace the
DAU.
2.0 Display the LRU DIAGNOSTIC DATA pages showing the DATA ACQ UNIT A and DATA ACQ UNIT B words on the MFD, The DATA
ACQ UNIT A diagnostic word should be 600001. The DATA ACQ UNIT B word should be 600002. If not, refer to diagnostic word
explanation and investigate the fault.
If bit 16 is set (and an optional external clock is used), check for CLK-1 bus activity at the DAU. Pin numbers are listed on the ADAS
system schematic.
If bit 18 is set (and a cross-side MFD is installed), check for MFD-1bus activity at the DAU. Pin numbers are listed on the ADAS
system schematic.
3.0 If a problem is suspected with an input discrete to the DAU, refer to the ADAS system schematic and check each input.
The STRUT switch input should be a ground when the aircraft is on the ground.
The AHC INIT input should be 28 V/open pulses while the AHRS is initializing.
The IDENT input is open (side A) or ground (side B).
The aircraft (non-Collins)discrete inputs are listed in a table by the system schematics. Verify each input as appropriate; a ground
is the active logic state.
4.0 If a problem is suspected with a DAU discrete output, refer to the system schematic and check each output. The aircraft discrete
outputs are Iisted in a table by the system schematics. Verify each output as appropriate; a ground is the active logic state.
The AHRS alignment output should be gnd/open pulses while the AHRS is initializing. This output drives a panel annunciator.
Engage the autopilot. Then push the AP DISC button on either yoke and verify a disconnect warn tone is audible. Push the (inner)
CANCEL switch on the left,ARP and verify that a preselect aural warn is audible.

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


Section 5.11.2.28 DAU Test Procedure, step 2 is revised. Changes are shown below in bold text
(the entire revised step 2 is shown).
2.0 Display the LRU DIAGNOSTIC DATA pages showing the DATA ACQ UNIT A and DATA ACQ
UNIT B words on the MFD.
For an AMS-850 system the DATA ACQ UNIT A diagnostic word should be 600001. The
DATA ACQ UNIT B word should be 600002. If not, refer to diagnostic word explanation and
investigate the fault.
If bit 16 is set (and an optional external clock is used), check for CLK-1 bus activity at
the DAU. Pin numbers are listed on the ADAS system schematic.
For an AMS-5000 system the DATA ACQ UNIT A diagnostic word should be 600081.
The DATA ACQ UNIT B word should be 600082. If not, refer to diagnostic word explanation
and investigate the fault.
If bit 18 is set (and a cross-side MFD is installed), check for MFD-1 bus activity at the DAU.
Pin numbers are listed on the ADAS system schematic.

523-0775807-05411A Mar 10/04
5.11.2.29 DBU-850 Test Procedure
The DBU is operational if the FMS can successfullyread from a diskette and write onto a diskette. Note that the DBU-850 is powered
by the PWR 1B module in the IAPS.
1.0 Check the AWONICS STATUS page and troubleshoot according to table 5-3. Note that the DBU does not report to the AWONICS
2.0 Push the IDX page key on the CDU 1.Then push the READ/WRITE DISKETTE line key.
3.0 Insert a data base update diskette into the DBU. Then push the READ FILE FROM DISKETTE h e key Venfy that the CDU displays
a directory of the diskette (FLT-DATA.NAor FLT-DATILNAN). If the CDU displays a DBU NOT AVAILABLE error message, be sure
the diskette is properly inserted in the DBW. If correct, go to step 7.0. If any other error message displays, repeat this step with
another (known-good)diskette.
It is not necessary t o actually load a file into FMS memory to test the DBU read function. Push the CANCEL line key and then the
READ/WRITE DISKETTE line key.
4.0 Remove the data base diskette from the DBU and insert a blank diskette (does not have t o be formatted). Push the WRITE FILE TO
DISEZETTE line key. Verify that the CDU displays a list of files that may be downloaded to diskette.
5.0 Push the FAULT HISTORY line key and then the ENTER line key t o begin the write operation, If the CDU displays a DBU NOT
AVAILABLE error message, be sure the diskette is properly inserted in the DBU. If correct, go to step 7.0. If any other error message
displays, repeat this step with another blank diskette.
After the write operation is complete, a WRITE COMPLETE message displays on the CDU. Then push the INDEX line key
6.0 Repeat steps 2.0 through 5.0 using the CDU 2.
7.0 Perform this step only if any of steps 2.0 through 6.0 fail.
Verify that the DBU-850 power light is on. If not, verify that power is applied to DBU pin P1-3/2 (+5-VISOL). If power is present,
replace the DBU. If power is not present, test the PWR 1B and check DBU/IAPS wiring.
Verify the D B U M S wiring according to the FMS system schematic. Check for activity on the DBU-850 input pins while attempting
to read and write. If no activity is detected on the DBU input pins (especiallyMOTOR ON logic pin P1-7and WRITE DATA P1-131,
test the FMC-851B/C and FMC-S52B/C. Otherwise replace the DBU; the problem may be a failed DBU or head misalignment.

The DBU-4000 is operational if both FMS systems can successfullyread from a diskette and write onto a diskette. Note that the DBU-
4000 is installed only in aircraft. with dual FMS.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that the DBU does not report to the AVIONICS
2.0 Check the DBU-4000front panel indicator lights. Venfy that the green POWER light is on. If not, check that +28 V dc power is applied
to DBU pin Pl-B/D. If power is present, replace the DBU.
Verify that the red FAIL light is off. If the FAIL light is on, replace the DBU.
3.0 Push the IDX page key on the CDU 1.Then push the R E A D m I T E DISKETTE line key,
4.0 Insert a data base update diskette into the DBU. Then push the READ FILE FROM DISKETTE line key Verify that the CDU displays
a directory of the diskette (FLT-DATA.NA or FLT-DATA.NAN). If the CDU displays a DBU NOT AVAILABLE error message, be sure
the diskette is properly inserted in the DBU. If correct, go to step 8.0. If any other error message displays, repeat this step with
another (known-good)diskette.
It is not necessary to actually load a file into FMS memory to test the DBU read function. Push the CANCEL line key and then the
READ/WRITE DISKETTE line key.
5.0 Remove the data base diskette from the DBU and insert a blank diskette (does not have to be formatted). Push the WRITE FILE TO
DISKETTE line key. Verify that the CDU displays a list of files that may be downloaded to diskette.
6.0 Push the FAULT HISTORY line key and then the ENTER line key to begin the write operation. If the CDU displays a DBU NOT
AVAILABLE error message, be sure the diskette is properly inserted in the DBU. If correct, go to step 8.0. If any other error message
displays, repeat this step with another blank diskette.
After the write operation is complete, a WRITE COMPLETE message displays on the CDU. Then push the INDEX line key.
7.0 Repeat steps 3.0 through 6.0 using the CDU 2.
8.0 Perform this step only if any of steps 3.0 through 7.0 fail. Note that like FMC modules may be swapped to isolate a failed DBULFMC.
Refer to the DBU-4000 system schematic and verify D B U M S wiring.
If a problem is suspected with the DBU t o number 1FMC interface, check for activity on the DBU-1 and L-FMS-5 data buses. If both
buses are active, test the number 1FMC-851B/C and FMC-852B/C. The DBU may need a head alignment.
If a problem is suspected with the DBU to number 2 FMC interface, check for activity on the DBU-2 and R-FMS-5 data buses. If both
buses are active, test the number 2 FMC-85lB/C and FMC-852B/C.

I
I
The DBU is operational if the FMS systems can successfully read from a data base diskette and if the MDC can successfully read and
write maintenance files to diskette.
1.0 Check the LRU STATUS and LRU DUGNOSTIC DATA pages, then troubleshoot according to diagnostic word explanations. If no
explanations.
The DBU polls each interface once every two second to see if service is required. On the LRU DIAGNOSTIC DATA page, check the
MDC label 350 bit 18 and IAPS FMC label 350 bit 17 (no activity = 1)for DBU bus activity to the MDCLFMCs.
On the LRU DIAGNOSTIC DATA page, check the DBU label 351 bits 22 (L-FMC), 23 (R-FMC), and 24 (1;-MDC) (no activity = I)for
LRU bus activity to the DBU.
2.0 Select the MAINTENANCE MENU page on the MFD. Move the cursor to the DISK OPERATIONS line using the MFD R5/R6 line
keys. Push the MFD R 3 line key to select DISK OPERATIONS page.
Insert a formatted blank 3.5 inch diskette. Select the WRITE FILES TO DISK line. Verify that the MFD displays a list of files that
may be downloaded to diskette.
Select the LRU FAULT HISTORYline, ALL LEGS, and then DOWNLOAD to begin the write operation. If the MFD displays a DBU
NOT AVAILABLE error message, be sure the diskette is properly inserted in the DBU. If any other error message displays, repeat
this step with another bIank diskette.
1 FINISHED WRITING FILES is displayed when the WRITE FILES TO DISK is complete.

I 5.11.2.32 DCP-50001 Test Procedure.
I
The two DCPs may be swapped with each other t o verify aircraft wiring and to isolate a failed unit.
1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot. Note that the DCP does not report to the LRU
2.0 Operate the DCP and ve% that all controls function normally. Note that AAP DH and RPTMDA set inputs, and CHP heading and
course select inputs are applied through the DCP to the CDU. Test the DCP controls as follows:
Push the RDR ON/OFF bumn and venfy the weather radar display appears on the number 1MFD. Turn the RANGE knob and verify
the radar range is controlled.
Push the PUSH AUTO button and venfy the MFD radar mode line displays the tilt readout followed by the letter A. Push the PUSH
AUTO button again to select manual tilt. Turn the TILT knob and verify the tiIt readout TOO.0 changes.
Push the NAV SRC button and venfy the number 1CDU displays the NAV SOURCE page. Push the BRG SRC button and verify the
number 1 CDU displays the BRG SOURCE page. Push the RDR CTL button and veri@ the number 1 CDU displays the RADAR
FUNCTIONS page.
I 3.0 The DCP receives a +ll-Vdc power input from the CDU. If none of the DCP front panel controls function, then check that the CDU
has power and the +ll-V dc power input is present at DCP P1-1.

I 5.11.2.33 DCP-50002 Test Procedure.
The two DCPs may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot. Note that the DCP does not report to the LRU
2.0 Operate the DCP and venfy that all controls function normally. Note that AAP DH and RPTMDA set inputs, and CHP heading and
course select inputs are applied through the DCP to the CDU. Test the DCP controls as follows:
Push the RDR ON/OFF button and verify the weather radar display appears on the number 2 MFD. Turn the FLANGE knob and verify
the radar range is controlled.
Push the PUSH AUTO button and verify the MFD radar mode line displays the tilt readout followed by the letter A. Push the PUSH
AUTO button again t o select manuaI tilt. Turn the TILT knob and verify the tilt readout TOO.0 changes.
Push the NAV SRC button and vel.lfythe number 2 CDU displays the NAV SOURCE page. Push the BRG SRC button and verify the
number 2 CDU displays the BRG SOURCE page. Push the RDR CTL button and verify the number 2 CDU displays the RADAR
FUNCTIONS page.
3.0 The DCP receives a +ll-V dc power input from the CDU. If none of the DCP front panel controls function, then check that the CDU
has power and the +ll-V dc power input is present at DCP P1-1.

5.11.2.34 DME I Tes#Procedure
The two DMES may be swapped with each other to verify aircraft wiring and t o isolate a failed unit.
1.0 Check the AVIONICS STAWS page and troubleshoot according to table 5-3.
2.0 Tune the VIR 1(and DME 1)to a VOR frequency such as 117.00 MHZ using the left RTU. Select VOR 1as the active NAV source using
the left CDU. Select HSI format on the NDNFD 1.Select DME format on the left SDU, monitor column 1display data.
Fl
The DME 1supplies NAV data to the PFD/ND/MFD 1(through LAPS) on the L-DME-1 bus, and to the SDU 1(through SDD) on the
L-DME-2 bus. If DME data is not displayed, check the appropriate bus.
3.0 Select the NAV mode page on the left RTU. Then push and hold the TST line key. On the PFD/ND/MFD 1and SDU 1,verify that the
DME distance display is 100 NM and the station ident is AOK. Verify that DME audio ident is AOK.
4.0 Tune the VIR 1(and DME 1)to a local VOR frequency using the left RTU. Verify that the distance indications on the PFD/ND/MFD
1 and SDU 1agree and are reasonable. If test fails, verify that an open circuit is applied to DME 1pin P1-42 (RX PORT A03 ENBL).
5.0 Set the 1RTU reversion switch to DSABL and push the % button on the right RTU (select VOR 1).Verify that distance indications
remain correct and that the VIR radio responds to the right RTU. If not correct, verify that a ground is applied from the 1 RTU
reversion switch to DME 1pin P1-42 (RXPORT Ad3 ENBL). Then set switch to NORM.
6.0 Verify that the VOR 1frequency displayed on the RTU is the same as the frequency (or corresponding station ident) displayed on the
SDU. Note this frequency. Push the DME HLD button on the left RTU. Verify that DME HOLD annunciates on the RTU 1,HOLD
annunciates on the SDU 1,and H annunciates on the PFDMDMFD 1.
7.0 Tune the VIR 1 to a different frequency using the left RTU. Select the NAV mode page on the RTU and verify that the HOLD
frequency is the same as that noted in step 6.0. Then push the DME HLD button and verify that the DME retunes to the new
frequency.
8.0 If an L-band suppression problem is suspected, verify that a blanking pulse is applied from pin P1-14when DME 1transmits.

5.11.2.35 DME 2 Test Procedure
The two DMES may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
1.0 Check the AVTONICS STATUS page and troubleshoot according to table 5-3.
2.0 Tune the VIR 2 (and DME 2) t o a VOR frequency such as 117.00 MHZ using the right RTU. Select VOR 2 as the active NAV source
using the right CDU. Select HSI format on the MFD 2 (if installed). Select DME format on the right SDU;monitor column 2 display
data.
The DME 2 supplies NAV data to the PFD/MFD 2 (through LAPS)on the R-DME-1 bus, and t o the SDU 2 (through SDD) on the R-
DME-2 bus. If DME data is not displayed, check the appropriate bus.
3.0 Select the NAV mode page on the right RTU. Then push and hold the TST line key On the PFD/MFD 2 and SDU 2, verify that the
DME distance display is 100 NM and the station ident is AOK. Verify that DME audio ident is AOK.
4.0 Tune the VIR 2 (and DME 2) to a local VOR frequency using the right RTU. Verify that the distance indications on the PFDNFD 2
and SDU 2 agree and are reasonable. If test fails, verify that an open circuit is applied to DME 2 pin Pi-42 (RX PORT A/B EN3L).
5.0 Set the 2 RTU reversion switch to DSABL and push the M button on the lefi RTU (select VOR 2). Verify that distance indications
remain correct and that the VIR radio responds to the left RTU.If not correct, verify that a ground is applied from the 2 RTU reversion
switch t o DME 2 pin P1-42(RX PORT A/B ENBL). Then set switch to NORM.
6.0 Verify that the VOR 2 frequency displayed on the RTU is the same as the frequency (or corresponding station ident) displayed on the
SDU. Note this frequency Push the DME HLD button on the right RTU.Verify that DME HOLD annunciates on the RTU 2, HOLD
annunciates on the SDU 2, and H annunciates on the PFD/MFD 2.
7.0 Tune the VIR 2 to a different frequency using the right RTU. Select the NAV mode page on the RTU and verify that the HOLD
frequency is the same as that noted in step 6.0. Then push the DME HLD button and verify that the DME retunes to the new
frequency.
8.0 If an L-band suppression problem is suspected, verify that a blanking pulse is applied from pin Pl-14 when DME 2 transmits.

maintenance 52347758 I 1
5.11.2.36 FCC-850 1 Test Procedure
When investigating an autopilot problem, check the FCS report mode diagnostic codes. When investigating a flight director problem,
the two FCCs and two MSPs may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3.Note that FCC 1diagnostics are disabled if the PWR
1A moduIe fails.
AUTOPILOT PROBLEM
2.0 Enter FCS DIAGNOSTICS and display the REPORT MODE page. Refer to paragraph 5.10.1, and investigate all nonzero codes.
Remember to push the SUMMARY line keys for an on-screen explanation of the codes, or refer to tables 5-89 through 5-97.
If an FCC column is blank, replace that left or right FCC. If the FCS DIAGNOSTICS will not display or if the page unexpectedly
blanks, replace the FCC providing display data to the MFD (indicated by arrow in center of page).
A. Record each 6-digit REPAIR code (error summary) if all digits are not 0.
B. If autopilotlyaw damper will not engage: Record all six digits of each Ap ENG and YD ENG code.
C. If autopilotlyaw damper disengaged itself Record all six digits of each AP DIS and YD DIS code.
D. If the RUDDER BOOST FAIL panel annunciator is lit (and RUD BOOST switch is set to ARM): Record all six digits of each
BOOST code. Check far +28-V dc R I D BOOST ARM voltage at W2-30, IUPZ-30, and rudder SVO pin PI-M; refer to FCS system
schematic.
3.0 If an autopilot panel problem is suspected, test the APF!
4.0 If a servo problem is suspected, test the SVOs.
FLIGHT DIRECTOR PROBLEM:
5.0 If FD (fail) annunciates on either PFD, record and investigate the 6-digit STEER codes displayed on the REPORT mode page.
6.0 If a pilot-side mode select problem is suspected, test the MSP 1.
7.0 Exit FCS DIAGNOSTICS and check that the AP and YD are not engaged. Push the HDG button on the left MSP. Momentarily push
the HDG knob on the CHP. Turn the HDG knob and veri+ that the PFD 1command bars respond laterally.
8.0 Push the VS button on the MSP. Turn the VS reference knob on the left ARP and verify that the PFD command bars respond
vertically.
9.0 Push the SYNC button on the left control wheel and veri% that the VS reference goes to zero and that the FD command bars null.
10.0 If a pitch trim problem is suspected, verify proper operation similar to the roll trim test provided in the ATC procedure. Move the
control wheel back and verify nose down trim; move the wheel forward and verify nose up trim. Refer to paragraph 99 and set FCC
trim outputs to isolate an FCUpitch trim interface problem.

5.11.2.37 FCC-850 2 Test Procedure
When investigating an autopilot problem, check the FCS report mode diagnostic codes When investigating a flight director problem,
the two FCCs and two MSPs may be swapped with each other to verify aircraft wiring and to isoIate a failed unit.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that FCC 2 diagnostics are disabled if the PWR
2A module fails.
AUTOPILOT PROBLEM:
2.0 Enter FCS DIAGNOSTICS and display the REPORT MODE page. Refer to paragraph 5.10.1, and investigate all nonzero codes.
Remember to push the SUMMARY line keys for an on-screen explanation of the codes, or refer to tables 5-89 through 5-97.
If an FCC column is blank, replace that left or right FCC. If the FCS DIAGNOSTICS will not display or if the page unexpectedly
A. Record each 6-digit REPAIR code (error summary) if all digits are not 0.
B. If autopilot/yaw damper will not engage: Record all six digits of each AP ENG and YD ENG code.
C. If autopilot/yaw damper disengaged itself: Record all six digits of each AP DIS and YD DIS code.
D. If the RUDDER BOOST FAIL panel annunciator is lit (and RUD BOOST switch is set to ARM):Record all six digits of each
BOOST code. Check for +28-V dc RUD BOOST ARM voltage at WZ-30, wP2-30, and rudder SVO pin P1-M; refer to FCS system
schematic.
3.0 If an autopilot panel problem is suspected, test the APP.
FLIGHT DIRECTOR PROBLEM:
6.0 If a copilot-side mode select problem is suspected, test the MSP 2.
7.0 Exit FCS DIAGNOSTICS and check that the AP and YD are not engaged. Push the HDG button on the right MSP. Momentarily push
the BDG knob on the CHP. Turn the HDG knob and verify that the PFD 2 command bars respond laterally
8.0 Push the VS button on the MSP. Turn the VS reference knob on the right ARP and verify that the PFD command bars respond
vertically
9.0 Push the SYNC button on the right control wheel and verify that the VS reference goes to zero and that the FD command bars null.
10.0 If a pitch trim problem is suspected, ver@ proper operation similar to the roll trim test provided in the ATC procedure. Move the
control wheel back and verify nose down trim;move the wheel forward and verify nose up him.Refer to paragraph 5.10.3 and set FCC
trim outputs to isolate an FCC/pitch trim interface problem.

5.11.2.38 FCC-40071 Test Procedure
When investigating an autopilot problem, check the FCS report mode diagnostic codes. When investigating a ilight director problem,
the two FCCs and two MSPs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to diagnostic word explanations. If no
explanations. Note that FCC 1diagnostics are disabled if the PWR 1A module fails.
AUTOPILOT PROBLEM:
2.0 On the MFD INDEX page, push the FCC DIAGNOSTICS line key and display the REPORT MODE page. Refer to paragraph 5.10.1,
and investigate all nonzero codes. Remember to push and hold the LEFT SUMMARY or RIGHT SUMMARY line key for a "plain
English!FCC repair code s m m q . The lines of explanation display in order of priority (top line is highest priority). If more than
one problem exists, solve the highest priority problem first; related problems may also disappear.
If a FCC column is blank, replace that left or right FCC. If the FCC DIAGNOSTICS will not display or if the page unexpectedly
Record each &digit REPAIR code (error summary) if all digits are not 0.
If autopilot/yaw damper will not engage: Record all six digits of each AP ENG and YD ENG code.
If autopiloldyaw damper disengaged itself: Record all six digits of each AP DIS and YI) DIS code.
If the RUDDER BOOST FAIL pane1 annunciator is lit (and RUD BOOST switch is set l o ARM): Record all six digits of each BOOST
code. Check for i-28-V dc RUD BOOST AR;M voltage at LIp2-30, W2-30, and rudder SVO pin P1-M, refer to FCS system schematic.
3.0 If a mode select panel problem is suspected, test the MSP.
4.0 If an autopilot panel problem is suspected, test the UP.
FLIGHT DIRECTOR PROBLEM

7.0 If a pilot-side mode select problem is suspected, test the number 1MSP.
8.0 Exit FCC DIAGNOSTICS and check that the AP and YD are not engaged. Push the HDG button on the MSP. Momentarily push
the KDG sync switch on the CHI?. Turn thhe BDG knob (on CHP) and verify that the flight director command bars (on PFD 1) respond
laterally.
9.0 Push the VS button on MSF! Turn the vertical speed reference knob on the number 1ARP and venfy that the command bars respond
vertically
10 Push the SYNC button on the lefk control wheel and venfy that the vertical speed reference goes to zero and that the command bars
null.
11 If a pitch trim problem is suspected,verify proper operation. Move thhe control wheel back and verify nose down trim;move the wheel
forward and veriTy nose up trim. Refer to paragraph 5.10.3 and set FCC trim outputs to isolate a FCC/pitch trim interface problem.
Refer to the FCS system schematic and verify the pitch trim I/O at the ICC external connectors.

I 5.11.2.39 FCC-40072Test Procedure
When investigating an autopilot problem, check the FCS report mode diagnostic codes. When investigating a fight director problem,
the two FCCs and two MSPs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
explanations. Note that FCC 2 diagnostics are disabled if the PWR 2A module fails.
AUTOPILOT PROBLEM
2.0 On the MFD INDEXpage, push the FCC DIAGNOSTICS line key and display the REPORT MODE page. Refer to paragraph 5.10.1,
and investigate all nonzero codes. Remember to push and hold the LEFT SUMMARY or RIGHT SUMMARY line key for a "plain
English" FCC repair code s u m m q The lines of explanation display in order of priority (top line is highest priority). If more than
one problem exists, solve the highest priority problem first; related problems may also disappear.
If a FCC column is blank, replace that left or right FCC, If the FCC DIAGNOSTICS will not display or if the page unexpectedly
Record each 6-digit REPAIR code (error summary) if all digits are not 0.
If autopiloWyaw damper will not engage: Record all six digits of each AP ENG and YD ENG code.
If autopilotlyaw damper disengaged itself: Record all six digits of each Al? DIS and YD DIS code.
If the RUDDER BOOST FAIL panel annunciator is lit (and RUD BOOST switch is set to ARM): Record all six digits of each BOOST
code. Check for +28-V dc RUD BOOST ARhI voltage a t UP2-30, R/P2-30, and rudder SVO pin P1-M refer to FCS system schematic.
3.0 If a mode select panel problem is suspected, test the MSF?
4.0 If an autopilot panel problem is suspected, test the APP.
FLIGHT DJRECTOR PROBLEM

7.0 If a pilot-side mode select problem is suspected, test the number 2 MSP.
8.0 Exit FCC DIAGNOSTICS and check that the AF'and YD are not engaged. Push the HDG button on the MSP. Momentarily push
the HDG sync switch on the CHF? Turn the HDG knob (on CHP) and verify that the flight director cownand bars (on PFD 2) respond
laterally
9.0 fish the VS button on MSF? Turn the vertical speed reference knob on the number 2 ARP and venfy that the command bars respond
vertically
10 Push the SYNC button on the left control wheel and verify that the vertical speed reference goes to zero and that the command bars
null.
11 If a pitch trim problem is suspected, venfy proper operation. Move the control wheel back and verify nose down him;move the wheel
forward and venfy nose up trim. Refer to paragraph 5.10.3 and set FCC trim outputs to isolate a FCC/pitch trim interface problem.
Refer to the FCS system schematic and verify the pitch trim I/O at the ICC external connectors.

5.11.2.40 FDU 1 Test Procedure
If the FDU is swapped or replaced, a compass swing must be performed. If any FDU mounting hardware is replaced, enswe that new
hardware is made of nonmagnetic material.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3.Note that the FDU does not report to the AVIONICS
If code 1AHC5 displays on the AVIONICS STATUS page, a fluxdetector problem has been detected. This code is caused by a failed
AHC 1or a failed FDU 1. Swap AHCs to isolate the failed AHC or FDU/wiring problem.
2.0 If both HDG fail (red boxed MAG) ATI' fail (red boxed Am)annunciate on PFD 1,test the AHC 1.If HDG compare (yellow boxed
HDG) annunciates on PFD 1, test the AHC 1.
3.0 If only HDG fail annunciates (ATT fail does not annunciate), swap AHC computers. If the problem follows the suspect computer,
replace the AHC.
If HDG fail still annunciates on PFD 1,check that the ICU 1setup mode switch is set to the off position. If ICU switch is off check
FDU/AHC wiring. If wiring is correct, replace the FDU. Refer to the note at the top of this page.

5.11.2.41 FDU 2 Test Procedure
If the FDU is swapped or replaced, a compass swing must be performed. If any FDU mounting hardware is replaced, ensure that new
hardware is made of nonmagnetic material.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that the FDU does not report to the AVIONICS
If code 2AHC5 displays on the AWONICS STATUS page, a fluxdetector problem has been detected. This code is caused by a failed
AHC 2 OT a failed FDU 2. Swap AHCs t o isolate the failed AHC or FDWwiring problem.
2.0 If both HDG fail (red boxed MAG) &ATT fail (red boxed ATTI annunciate on PFD 2, test the AHC 2. If HDG compare (yellow boxed
HDG) annunciates on PFD 2, test the AHC 2.
3.0 If only HDG fail annunciates (ATT fail does not annunciate), swap AHC computers. If the problem foIlows the suspect computer,
replace the AHC.
If HDG fail still annunciates on PFD 2, check that the ICU 2 setup mode switch is set to the off position. If ICU switch is off, check
FDU/AHC wiring. If wiring is correct, replace the FDU.Refer to the note at the top of this page.

maintenance 523-07758I f
5.11.2.42 FMC-851BIC 1 Test Procedure
The primary diagnostic system is contained in the number 1FMC-851B/C and FMC-852BE computers. These LRMs are powered
by the PWR 1B module in the IAPS. If either FMC computer or if the PWR 113 fails, diagnostics may be disabled.
The FMC-851B/C and the FMC-852B/C operate together as a matched pair. If either of these units is replaced, the system will erase
all stored FMS information (data base, checklists, routes, fault histoy, etch Use the DBU t o download this information onto disk
before changing either computer. Then upload these files into the replacement FMC computer.
ARer replacing the FMC, apply power to the FMS system and veri@ that the P R O G W 4 and date displayed on the left and right
CDU initialization pages agree. If not, the left FMCs and the right CDCiFMCs have incompatible software.
If dual FMS is installed, a second diagnostic system is contained in the number 2 FMC computers. The following procedure applies
to a single FMS installation; if dual FMS is installed, swap computer pairs to isolate the failed FMC-851B/C or FMC-S52B/C.
1.0 Check the AVIONICS STATUS page and troubleshoot according t o table 5-3.
2.0 If "FMS FAULT" annunciates on the left CDV, first cycle the FMS 1circuit breaker and wait 5 minutes. If this fault annunciates
again, check that the L-FMSS bus is active at the CDU 1input (pins P1-6/7). If the bus is not present at the CDU and the aircraft
wiring is correct, replace the FMC. If the bus is present, swap CDUS to isolate the failed CDU or FMC.
3.0 If "CDU FAULT" annunciates on the left CDU, test the CDU 1.
4.0 Select FMS as the active NAV source (on CDU 1).Verif!y proper FMS active source annunciation on the PFD 1 and (underline)
If any CDU or FMS error annunciates on the PFD 1,replace the FMC.
If CDU underline response is not correct, then swap CDUs to isolate the failed CDU or FMC.
5.0 This step applies only if an MFD 1 is installed. Push the MAP key on CDU 1to display the present position map on MFD 1. Verify
that the map appears reasonable and that navaid symbols are displayed. Navaids are selected on the MFD map menu page. If map
does not display, replace the FMC.
6.0 This step applies only if an ND 1is installed. Enter a flight plan into the FMS. Push the MA€' key on CDU 1to display the present
position map on ND 1.Verify that the map appears reasonable and that a flight plan line is displayed. Flight plan navaid symbols
are displayed if within range. If map does not display, replace the FMC.
7.0 If an FMS control failure is suspected, test the CDUs. If the problem exists on both CDUs, replace the FMC. Otherwise, replace the
failed CDU.
8.0 If a data base update problem exists, suspect the DBU or the FMC. Test the DBU. If the DBU tests normal, replace the FMC.

5.11.2.43 FMC-851C 2 Test Procedure
The (optional)number 2 primary diagnostic system is available if dual FMS is installed. This system is contained in the number 2
FMC-851C and FMC-852C computers. These LRMs are powered by the PWR 2B module in the U P S . Swap left and right FMC
computer pairs to isolate the failed FMC-851C or FMC-852C.
The FMC-851C and the FMC-852C operate together as a matched pair. If either of these units is replaced, the system will erase all
stored FMS information (data base, checklists, routes, fault histow, etc). Use the DBU to download this information onto disks before
changing either computer, then upload these files into the replacement FMC computer.
ARer replacing the FMC, apply power to the FMS system and verify that the PROGRAM # and date displayed on the lefi and right
CDU initialization pages agree. If not, the left FMCS and the right FMCS have incompatible software.
1.0 Check the AWONICS STATUS page and troubleshoot according to table 5-3.
2.0 If "FMS FAULT" annunciates on the right CDU, first cycle the FMS 2 circuit breaker and wait 5 minutes. If this fault annunciates
again, check that the R-FMS-3bus is active at the CDU 2 input (pins P1-6/7). If the bus is not present at the CDU and the aircraft
wiring is correct, replace the FMC. If the bus is present, swap CDUs t o isolate the failed CDU or FMC.
3.0 If "CDU FAULT"annunciates on the right CDU, test the CDU 2.
4.0 Select FMS as the active NAV source (on CDU 2). Verify proper FMS active source annunciation on the PFD 2 and (underline)
If any CDU or FMS error annunciates on the PFD 2, replace the FMC.
If CDU underline response is not correct, then swap CDUS t o isolate the failed CDU or FMC.
5.0 Push the MAP key on CDU 2 to display the present position map on MFD 2. Verifythat the map appears reasonable and that navaid
symbols are displayed. Navaids are selected on the MFD map menu page. If map does not display, replace the FMC.
6.0 If an FMS control failure is suspected, swap CDUS to isolate the failed CDU or FMC.
7.0 If a data base update problem exists, suspect the DBU or the FMC. Test the DBU. If the DBU tests normal, replace the FMC.

5.11.2.44 FMC-852BIC 1 Test Procedure
The primary diagnostic system is contained in the number 1FMC-851B/C and FMC-852B/C computers. These LRMs are powered
by the PWR 1B module in the IAPS, If either FMC computer or if the PWR 1B fails, diagnostics may be disabled. If it is impossible
to isolate an FMS fault to the FMC-851BIC or the FMC-852B/C, replace both units.
The FMC-851B/Cand the FMC-852WC operate together as a matched pair. If either of these units is replaced, the system will erase
all stored FMS information (data base, checklists, routes, fault histov, etc). Use the DBU to download this information onto disks
before changing either computer. Then upload these files into the replacement FMC computer.
2.0 Test the FMC-851BlC 1. If test is successful,the FMC-$52B/C is also operational.
ARer replacingthe FMC, apply power to the FMS system and verify that the PROGRAM # and date displayed on the left and right
CDU initialization pages agree. If not, the left FMCs and the right CDC/FMCs have incompatible software.

5.11.2.45 F’MC-852C 2 Test Procedure
The (optional)number 2 primary diagnostic system is available if dua1 FMS is installed. This system is contained in the number 2
FMC-851C and FMC-852C computers. These LRUs are powered by the PWR 2B module in the LAPS. If either FMC computer or if
the PWR 2B fails, diagnostics may be disabled. If it is impossible to isolate an FMS fault to the FMC-851C or FMC-852C, replace both
units,
pq
The FMC-851C and the FMC-852C operate together as a matched pair. If either of these units is replaced, the system will erase all
stored FMS information (data base, checklists,routes, fault histow, etc). Use the DBU to download this information onto disks before
changing either computer. Then upload these fiIes into the replacement FMC computer.
2.0 Test the FMC-851C 2. If test is successful, the FMC-852C is also operational.
ARer replacing the FMC, apply power to the FMS system and verify that the PROGRAM # and date displayed on the left and right
CDU initialization pages agree. If not, the left FMCs and the right FMCs have incompatible software.

I 5.11.2.46 FMC-50001 Test Procedure
The two FMCs may be swapped with each other to veri$ internal ICC connections and to isolate a failed unit.
Check the LRU STATUSand LRU DIAGNOSTIC DATA pages, then troubleshoot according to diagnostic word explanations. If no
explanations.
Note that the FMC is powered by the PWR 13 module in the TAPS. Be sure that the PWR 1B is operational before replacing the FMC
computer.
If "FMS FAULT" annunciates on the left CDU,cycle the FMS A circuit breaker. If this message annunciates again, verify that the
L-FMC-3 bus is active at the CDU 1 input (pins P1-61/62). If the bus is not active at the CDU and the aircraft wiring is correct, re-
place the FMC.
On the lefk CDU, select the radio tuning page and retune the COM 1radio. Verify that the left RTU responds and shows the new
frequency in the ACT COM display
Display the present position map on the MFD. Veri@ that the map appears reasonable and that navaid symbols are displayed. If
map does not display, replace the FMC.
If a data base update problem exists, suspect the DBU or the FMC. Test the DBU. If the DBU tests normal, replace the FMC.

~
I 5.11.2.47 FMC-50002 Test Procedure
The two FMCs may be swapped with each other to verify internal ICC connections and to isolate a failed unit.
Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to diagnostic word explanations. If no
explanations.
Note that the FMC is powered by the PWR 2B module in the IAPS. Be sure that the PWR 2B is operational before replacing the FMC
computer.
If "FMS FAULT"annunciates on the left CDU, cycle the FMS A circuit breaker. If this message annunciates again, verify that the
R-FMC-3 bus is active at the CDU 2 input (pins P1-61/62). If the bus is not active at the CDU and the aircraft wiring is correct, re-
place the FMC.
On the right CDV, select the radio tuning page and retune the COM 2 radio. Venfy that the right RTU responds and shows the new
frequency in the ACT COM display.
Display the present position map on the MFD. VeriS that the map appears reasonable and that navaid symbols are displayed. If
map does not display, replace the FMC.
If a data base update problem exists, suspect the DBU or the FMC. Test the DBU. If the DBU tests normal, replace the FMC.
Revised 12 March 1997 5-24?

5.11.2.48 GPS-4000ANT I Test Procedure
explanations. Check the GPS 1 diagnostic word for any detected antenna problems.
2.0 Test the GPS receiver before beginning this procedure. If the GPS receiver passes its test procedure, then the GPS antenna is
operational.
3.0 If two GPS receivers are instalIed and only one of them passes its test procedure, swap receivers to isolate the failed receiver or
antenndwiring problem.
5.11.2.49 GPS-4000ANT 2 Test Procedure
explanations. Check the GPS 2 diagnostic word for any detected antenna problems.
2.0 Test the GPS receiver before beginning this procedure, If the GPS receiver passes its test procedure, then the GPS antenna is
operational.
3.0 If two GPS receivers are installed and only one of them passes its test procedure, swap receivers to isolate the failed receiver or
antennahiring problem.
5.1 1.2.50 GPS-40001 Test Procedure
explanations.
5.1 1.2.51 GPS-40002 Test Procedure
explanations.

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
Beechjet 400A

Sections 5.11.2.48 and 5.11.2.49 are revised. Pages 3 thru 8 of this temporary revision completely
replace the existing GPS-4000 ANT 1 and 2 Test Procedures on page 5-248.
5.11.2.48 No. 1 GPS-4000( ) & ANTENNA TEST PROCEDURE
NOTES
• If two GPS receivers are installed they may be swapped for

troubleshooting purposes. Check the LRU STATUS (AMS-5000) or
AVIONICS STATUS (AMS-850) page, LRU DIAGNOSTIC DATA page,
and the LRU FAULT HISTORY for diagnostic word information to aid in
troubleshooting.
• If the No.1 GPS supplies information to the Sensor Display Driver (SDD)
then rotate the No.1 Sensor Display Unit (SDU) FORMAT knob until GPS
position data is displayed in the center of the SDU. Verify your specific
installation to see if the GPS receiver provides data to the SDD.
• Aircraft parked in a hangar using the aid of a GPS repeater may

experience reception problems. If this is suspected pull the aircraft
outside to ensure a clear line-of-site reception path.
• Five status/mode messages may appear on the MFD TEXT page:

• ACQUISITION – Displays at power-up until the GPS receiver is
tracking enough satellites to attempt a position fix.
• NAVIGATION – Normal status of the GPS system after acquiring a
position fix. Position, velocity, and date/time are output.
• ALT AIDING – Displays when the GPS receiver is tracking 3 satellites.
When this occurs, barometric altitude is used to aid in the position
determination.
• SELF TEST – When the test button on the front panel is pushed.
• FAULT – GPS receiver fault is detected. Further troubleshooting is
required.

523-0775807-09411A Oct 25/05
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
1.0 Apply aircraft power and ensure the No.1 GPS circuit breaker is pushed in. For AMS-5000
equipped aircraft go to step 2.0. For AMS-850 equipped aircraft go to step 8.0.
AMS-5000 equipped aircraft:
2.0 On the No.1 FMS Control Display Unit (CDU), press the MFD DATA key to display the TEXT
PG display mode on the multifunction display (MFD) if not already displayed.
3.0 On the No.1 FMS CDU, press the MFD MENU key to display the MFD TEXT DISPLAY
menu page and then press the LRN STATUS line select key to display real-time GPS sensor
status on the MFD. At least 3 satellites must be received for the system to provide position.
Replacement GPS receivers may take longer to acquire its position. Ensure the system
mode is in acquisition or navigation and note the number of satellites being received. If the
GPS receiver will not go to navigation mode ensure the aircraft is outside and a clear line-of-
site to the satellites is maintained. This verifies No.1 GPS information is being output on the
L-GPS-1 data bus to on-side IAPS Input/Output Concentrators (1A & 1B). Record your
results and proceed to step 4.0.
4.0 On the No.1 FMS CDU, press the IDX key to display the INDEX page and then select the
GPS1 POS line select key to display real-time GPS sensor status on the CDU. This verifies
No.1 GPS information is being output on the L-GPS-2 data bus to the No.1 CDU and SDD (if
capable). Record your results and proceed to step 5.0.
5.0 If position data displays and is reasonable on the MFD, CDU, and SDD (if capable), and at
least 3 satellites are acquired, the No.1 GPS system is serviceable; end checkout. If not,
perform step 6.0 and/or 7.0 as applicable to the malfunction.
6.0 If GPS data does not display on the MFD, CDU, and SDU (if capable) or if GPS data is not
reasonable, perform the GPS self-test procedure in step 13.0 and GPS antenna test in step
14.0. Repeat step 1.0 after repair is performed.
7.0 If GPS data displays on only the MFD, CDU, or SDU (if capable) perform the GPS self-test
procedure in step 13.0 and verify the wiring between the GPS receiver and affected
displays; repair as required. Repeat step 1.0 after repair is performed.
8.0 On the multifunction display (MFD), press the IDX line select key to display the MFD INDEX
page, press the FMS1 line select key to display the FMS MENU page and then press the
GPS STATUS line select key to display the GPS STATUS page on the MFD. At least 3
satellites must be received for the system to provide position. Replacement GPS receivers
may take longer to acquire its position. Ensure the system mode is in acquisition or
navigation and note the number of satellites being received. If the GPS receiver will not go
to navigation mode ensure the aircraft is outside and a clear line-of-site to the satellites is
maintained. This verifies No.1 GPS information is being output on the L-GPS-1 data bus to
on-side IAPS Input/Output Concentrators (1A & 1B). Record your results and proceed to
step 9.0.
9.0 On the No.1 FMS CDU, press the SYS CTRL key to display the SYSTEM CONTROL page,
select the SENSORS line select key, then select the LRN STATUS line select key to display
real-time GPS sensor status. This verifies No.1 GPS information is being output on the L-

523-0775807-09411A Oct 25/05
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
GPS-2 data bus to the No.1 CDU and No.1 SDD (if capable). Record your results and
proceed to step 10.0.
11.0 If GPS data does not display on the MFD, CDU, and SDU (if installed) perform the GPS self-
test procedure in step 13.0 and test the GPS antenna per instructions in step 14.0. Repeat
step 1.0 after repair is performed.
12.0 If GPS data displays on only the MFD, CDU, or SDU (if installed) perform the GPS self-test
13.0 GPS Receiver Self-Test

13.1 The front LED indicators are active only during self-test and are disabled for all other
operations. The self-test takes approximately 10 seconds to complete for the GPS-4000; no
more than 15 seconds for the GPS-4000A and operates in the following sequence:
13.2 With power applied to the system, momentarily push the TEST button on the GPS receiver
front panel.
13.3 Lamp test – Both of the GPS receiver front panel indicators illuminate red for 2 seconds,
followed by the LRU STATUS indicator turning green while the ANTENNA FAIL indicator
continues to be red for two seconds.
13.4 Self-Test In Progress – Both indicators are extinguished for the next two-plus seconds while
the self-test is in progress.
13.5 Test Results – Display for approximately 30 seconds. The GPS receiver passes the self-test
if the LRU STATUS indicator is green and the ANTENNA FAIL indicator is off. If the LRU
STATUS indicator remains red, remove and replace the GPS receiver. If the ANTENNA
FAIL indicator remains red, test the GPS antenna per instructions in step 8.0.
13.6 End-of-Test – All LEDs are extinguished after approximately 30 seconds or by subsequent
push of the SELF-TEST button.
14.0 GPS Antenna Test

14.1 Remove the GPS receiver from its mount per instructions in paragraph 5.7.1.5.
14.2 Using a multimeter, (extensions may be required) place the positive lead on the GPS mount,
P1C-5, RF connector center conductor and the negative lead on the shield. Measure for
approximately 9.75 ± 0.50 MΩ. Reverse the leads and measure for an open circuit.
14.3 If the antenna system measures correctly, check for a loose or intermittent RF connector at
the GPS antenna and receiver mount. If all checks good the system is operating normally
14.4 If the antenna system measures incorrectly remove the RF connector from the antenna and
repeat step 9.0 directly on the antenna. If the antenna checks bad, remove and replace the
antenna. If the antenna checks good, repair the antenna RF cable as required. There can
be no more than a 13dB signal loss through the antenna line at a frequency of 1575.42 ±8
MHz.

523-0775807-09411A Oct 25/05
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
5.11.2.49 No. 2 GPS-4000( ) & ANTENNA TEST PROCEDURE
NOTES
• If two GPS receivers are installed they may be swapped for

troubleshooting purposes. Check the LRU STATUS (AMS-5000) or
AVIONICS STATUS (AMS-850) page, LRU DIAGNOSTIC DATA page,
and the LRU FAULT HISTORY for diagnostic word information to aid in
troubleshooting.
• If the No.2 GPS supplies information to the Sensor Display Driver (SDD)
then rotate the No.2 Sensor Display Unit (SDU) FORMAT knob until GPS
position data is displayed in the center of the SDU. Verify your specific
installation to see if the GPS receiver provides data to the SDD.
• Aircraft parked in a hangar using the aid of a GPS repeater may

experience reception problems. If this is suspected pull the aircraft
outside to ensure a clear line-of-site reception path.
• Five status/mode messages may appear on the MFD TEXT page:

• ACQUISITION – Displays at power-up until the GPS receiver is
tracking enough satellites to attempt a position fix.
• NAVIGATION – Normal status of the GPS system after acquiring a
position fix. Position, velocity, and date/time are output.
• ALT AIDING – Displays when the GPS receiver is tracking 3 satellites.
When this occurs, barometric altitude is used to aid in the position
determination.
• SELF TEST – When the test button on the front panel is pushed.
• FAULT – GPS receiver fault is detected. Further troubleshooting is
required.
1.0 Apply aircraft power and ensure the No.1 GPS circuit breaker is pushed in.
For AMS-5000 equipped aircraft go to step 2.0. For AMS-850 equipped aircraft go to step 8.0.
2.0 If a No.2 multifunction display (MFD) is not installed go to step 4.0. Otherwise, on the No.2
FMS Control Display Unit (CDU), press the MFD DATA key to display the TEXT PG display
mode on the No.2 multifunction display (MFD). Proceed to step 3.0.
3.0 On the No.2 FMS CDU, press the MFD MENU key to display the MFD TEXT DISPLAY
menu page and then press the LRN STATUS line select key to display real-time GPS sensor
status on the MFD. At least 3 satellites must be received for the system to provide position.

523-0775807-09411A Oct 25/05
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
Replacement GPS receivers may take longer to acquire its position. Ensure the system
mode is in acquisition or navigation and note the number of satellites being received. If the
GPS receiver will not go to navigation mode, ensure the aircraft is outside and a clear line-
of-site to the satellites is maintained. This verifies No.2 GPS information is being output on
the R-GPS-1 data bus to on-side IAPS Input/Output Concentrators (2A & 2B). Record your
results and proceed to step 4.0.
4.0 On the No.2 FMS CDU, press the IDX key to display the INDEX page and then select the
GPS2 POS line select key to display real-time GPS sensor status on the CDU. This verifies
No.2 GPS information is being output on the R-GPS-2 data bus to the No.2 CDU and SDD
(if capable). Record your results and proceed to step 5.0.
6.0 If GPS data does not display on the MFD, CDU, and SDU (if capable) or if GPS data is not
reasonable, perform the GPS self-test procedure in step 13.0 and GPS antenna test in step
14.0. Repeat step 1.0 after repair is performed.
7.0 If GPS data displays on only the MFD, CDU, or SDU (if capable) perform the GPS self-test
procedure in step 13.0 and verify the wiring between the GPS receiver and effected
8.0 If a No.2 multifunction display is not installed, go to step 9.0. Otherwise, on the No.2
multifunction display (MFD), press the IDX line select key to display the MFD INDEX page,
press the FMS1 line select key to display the FMS MENU page, and then press the GPS
STATUS line select key to display the GPS STATUS page on the MFD. At least 3 satellites
must be received for the system to provide position. Replacement GPS receivers may take
longer to acquire its position. Ensure the system mode is in acquisition or navigation and
note the number of satellites being received. If the GPS receiver will not go to navigation
mode ensure the aircraft is outside and a clear line-of-site to the satellites is maintained.
This verifies No.2 GPS information is being output on the R-GPS-1 data bus to on-side IAPS
Input/Output concentrators (2A & 2B). Record your results and proceed to step 9.0.
9.0 On the No.2 FMS CDU, press the SYS CTRL key to display the SYSTEM CONTROL page,
select the SENSORS line select key, then select the LRN STATUS line select key to display
real-time GPS sensor status. This verifies No.2 GPS information is being output on the R-
GPS-2 data bus to the No.2 CDU and SDD (if capable). Record your results and proceed to
step 10.0.
11.0 If GPS data does not display on the MFD, CDU, and SDU (if installed) perform the GPS self-
test procedure in step 13.0 and test the GPS antenna per instructions in step 14.0. Repeat
step 1.0 after repair is performed.

523-0775807-09411A Oct 25/05
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
12.0 If GPS data displays on only the MFD, CDU, or SDU (if installed) perform the GPS self-test
13.0 GPS Receiver Self-Test

13.1 The front LED indicators are active only during self-test and are disabled for all other
operations. The self-test takes approximately 10 seconds to complete for the GPS-4000; no
more than 15 seconds for the GPS-4000A and operates in the following sequence:
13.2 With power applied to the system, momentarily push the TEST button on the GPS receiver
front panel.
13.3 Lamp test – Both of the GPS receiver front panel indicators illuminate red for 2 seconds,
followed by the LRU STATUS indicator turning green while the ANTENNA FAIL indicator
continues to be red for two seconds.
13.4 Self-Test In Progress – Both indicators are extinguished for the next two-plus seconds while
the self-test is in progress.
13.5 Test Results – Display for approximately 30 seconds. The GPS receiver passes the self-test
if the LRU STATUS indicator is green and the ANTENNA FAIL indicator is off. If the LRU
STATUS indicator remains red, remove and replace the GPS receiver. If the ANTENNA
FAIL indicator remains red, test the GPS antenna per instructions in step 8.0.
13.6 End-of-Test – All LEDs are extinguished after approximately 30 seconds or by subsequent
push of the SELF-TEST button.
14.0 GPS Antenna Test

14.1 Remove the GPS receiver from its mount per instructions in paragraph 5.7.1.5.
14.2 Using a multimeter (extensions may be required) place the positive lead on the GPS mount,
P1C-5, RF connector center conductor and the negative lead on the shield. Measure for
approximately 9.75 ± 0.50 MΩ. Reverse the leads and measure for an open circuit.
14.3 If the antenna system measures correctly, check for a loose or intermittent RF connector at
the GPS antenna and receiver mount. If all checks good the system is operating normally
14.4 If the antenna system measures incorrectly remove the RF connector from the antenna and
repeat step 9.0 directly on the antenna. If the antenna checks bad, remove and replace the
antenna. If the antenna checks good, repair the antenna RF cable as required. There can
be no more than a 13dB signal loss through the antenna line at a frequency of 1575.42 ±8
MHz.

523-0775807-09411A Oct 25/05
5.11.2.52 ICE851 Test Procedure
The ICC card cage has a very low failure rate. Most LAPS fault isolation is accomplished by swapping the internal LRM modules.
If the ICC itself is a t fault, the problem is likely a heatedfan problem or a bent pin on an internal connector. When testing or
troubleshooting within the ICC, always watch for any loose connection, damaged connector, or improperly seated LRM module.
The ZJPS and W S ICC breakout connectors provide access to internal signals w i t h the M S . Refer to the IAPS system schematic
(sheets 1and 4) for breakout connector pin functions. The purpose of these 50-pin connectors is to help a technician troubleshoot
within the ICC assembly.
1 Caution I
The LRMS installed in the ICC are electrostatic discharge sensitive (ESDS).When swapping or replacing IAPS modules, be careful
not to touch the unit connector of any module. Transport and store these LRMS in their original shipping containers. Be careful not
to bend ICC connector pins when removing or reseating the U P S modules.
Each half of the ICC contains a heater, fan, and two temperature sensors. These elements are operated and monitored by an internal
control card. The AVIONICS STATUS page displays an ICC fault code if either control card detects a heatedfan failure.
If the AVIONICS STATUS page displays any fault code for a resident LRM (PWR, IOC, FCC, FMC, or CDC), troubleshoot that
problem first. Note that the (resident)ATC does not report to the diagnostics. If all resident LRMS are operational, then the ICC is
also operational.
If a resident LRM is reported as f d e d but functions properly in a different slot, then suspect an internal ICC failure. For example:
if an IOC 1A is reported FAILED but this module functions properly in the IOC 1B slot, then the ICC probably has a broken or
shorted connection in the 1A quadrant; replace the ICC.
2.0 The ICC is functionally divided into four independently powered quadrants as defined below. Check that +28 V dc power is properly
applied to the ICC. Note that +28 V dc environmental power is applied to ICC pins LIP4-FIG and R/p4-F/G.
ICC QUADRANT 1A
I -
2A 13 -
2B
RESIDENT LRM: PWR 1A PWR 2A P
wR 1B PWR 2B
IOC 1A IOC 2A IOC 1B IOC 2B
FCC 1 FCC 2 FMC-851B/C *CDC-850B/C
**ATC FMC-852B/C
ICC POWER LiF4-WJ R/P4-WJ LP4-WL wp4-WL
*If dual FMS is installed, the CDC-850B/C is replaced by the number 2 FMC-851B/C and FMC-852B/C computers.
**The ATC also receives 1A power.
To troubleshoot the ICC, refer to the system schematics (for pin numbers) and carefully inspect the suspect area. Check for proper
connections (refer to note on this page), and check that higMow data bus pins are not shorted to ground.
Remember that the ICC is a Collins LRU, do not repair or modify the ICC without proper authorization, If the ICC does fail, remove
all resident LRMS from the ICC, install a replacement ICC, and then reinstall resident LRMS in the new ICC.

I 5.11.2.53 ICC-4008Test Procedure
bzl
The ICC card cage has a very low failure rate. Most LAPS fault isolation is accomplished by swapping the internal LRM modules.
The ICC itself is rarely at fault. When testing or troubleshooting within the ICC, always watch for any loose connection, damaged
connector, or improperly seated LRM module.
I Caution I
The LRMs installed in the ICC are electrostatic discharge sensitive (ESDS). Transport and store these modules in their origind ship-
ping containers.
explanations. Note that the ICC does not report to the LRU STATUS page, but any faults detected by these diagnostics should be
resolved before beginning this procedure.
If the LRU STATUS page displays any fault message for a resident LRM (IOC, PWR, FCC, FMC, or MDC),troubleshoot that problem
first. Note that the (resident) CSU, IEC, and LHF' units do not report t o diagnostics. If all resident LRMs are operational, then the
ICC is aIso operational.
If a resident 1;R.M is reported as failed but functions properly in a different slot, then suspect an internal ICC failure. For example:
if an IOC 1A is reported FAILED but this module functions properly in the IOC 1B slot, then the ICC probably has a broken or
shorted connection in the 1A quadrant; replace the ICC.
2.0 If a power problem is suspected, check that +28 V dc is properly applied to the IAPS. Each PWR module has green status LEDs.
Check that all four LEDs are lit on each P W module. If not, swap the failed PWR module with an operational PWR module to iso-
late the fault to the module or wiring. The ICC is functionally divided into four independently powered quadrants as defined below.
ICC QUADRANT -
1A -
1B -
2B
LAPS POWER: LP4-WJ ILP4-m W4-WJ wp4-wT,
RESIDENT LRM: PWR-4000 1A PWR-40001B PWR-4000 2A PWR-4000 2B

IOC-4000 1A IOC-4000 1B IOC-4000 2A IOC-4000 2B
FCC-4007 1 FMC-5000 1 FCC-4007 2 FMC-5000 2
MDC-4000 ATC-4000
The CSU and LHP modules do not require power. The IEC 1receives lefi environmental power at UP4-F/G;IEC 2 receives right
environmental power at W4-F/G.
3.0 If an IAPS cooling problem is suspected, first test the IECs. If swapping IECs indicates a failed ICC temperature sensor (both IECs
function), replace the ICC.
4.0 Remember that the ICC is a Collins LRU, do not repair or mod@ the ICC without proper authorization. If the ICC does fail, remove
all resident LRMs from the ICC, install a replacement ICC, and then reinstall resident LRMs in the new ICC
5.0 Refer to the LAPS system schematic for the internal pin numbers and functions. The following extender cards are used with the ICC:
2-row extender card (CPN 687-0969-001) and 4-row LHP extender card (CPN828-2626-001).

I 5.11.2.54 IEC-40011Test Procedure
I
The two IECs may be swapped with each other to verify internal ICC connections and to isolate a failed unit.
1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot. If the IEC detects an internal failure, an IAPS
CARD RACK diagnostic displays. Red LEDs on the IEC module light to identify the failure.
FAILURE
QA TRANSDUCER ICC quadrant A temperature sensor shortlopen

QB TRANSDUCER ICC quadrant B temperature sensor shortlopen
FAN SPEED MON IEC fan speed is not within limits
HTR OVER TEMP Heat exchanger is overtemperature
HTR ARM Heater arm switch failed
HTR CMD Heater command switch failed
I 2.0 Check that power is applied to IAPS pin W4-F. This is an environmental power input that is applied through the LHP-4001 to the
IEC 1. Note that IEC power is not provided by a PWR module.
The IEC 1monitors (ICC) temperature sensors in the 1A and 1B quadrants of the LCIPS. If either temperature exceeds 23 "C (73 O F ) ,
the IEC cooling fan runs at high speed. When both temperatures are between -35 "C and 23 "C, the fan and heater are both off. If
either temperature falls below -35 "C,the IEC heater comes on and the fan runs at low speed. If either temperature falls below -40
"C (-40 O F ) , the IEC disables the 1A and 1B PWRs. QA TRANSDUCER and Q13 TRANSDUCER lights on the IEC module identie
an IEUternperature sensor failure.
3.0 If necessary warm the ICC to at least 23°C (73"F),and verify that the IEC cooling fan runs. Then hold the hub of the fan to physically
stop the fan from turning. Verify that the FAN SPEED MON light comes on after about 5 seconds. Release the hub and verify that
the fan spins and the light goes off*
4.0 If a left side IAPS cooling problem exists, suspect the (internal) IEC cooling fan or a failed ICC temperature sensor. Swap IECs to
isolate the failed IEC or ICC. If both IECs function properly in the IEC 2 slot, then test the ICC.
5.0 If a left side (-40°C) PWR module shut-down problem is suspected, swap IEC and PWR modules to isolate a failed unit.

I
5.11.2.55 IEC-40012Test Procedure
The two IECs may be swapped with each other t o verify internal ICC connections and to isolate a failed unit.
1.0 Check the LRU STATUSand LRU DIAGNOSTIC DATA pages and troubleshoot. If the E C detects an internal failure, an IAPS CARD
RACK diagnostic displays. Red LEDs on the IEC module light to identify the failure.
LED FAILURE
QA TRANSDUCER ICC quadrant A temperature sensor shodopen

QB TRANSDUCER ICC quadrant €3 temperature sensor short/open
FAN SPEED MON IEC fan speed is not within limits
HTR OVER TEMP Heat exchanger is overtemperature
HTR ARM Heater arm switch failed
HTR CMD Heater command switch failed
I
I
2.0 Check that power is applied to U P S pin wP4-F. This is an environmental power input that is applied through the LHP-4001t o the
IEC 2. Note that IEC power is provided by a PWR module.
I Note I
I
The IEC 2 monitors (ICC) temperature sensors in the 2A and 2B quadrantsof the U P S . If either temperature exceeds 23 "C (73 OF),
the IEC cooling fan runs at high speed. When both temperatures are between -35 "C and 23 "C, the fan and heater are both off. If
either temperature falls below -35 "C,the IEC heater comes on and the fan m s at low speed. If either temperature falls below -40
"C (-40O F ) , the IEC disables the 2A and 2B PWRs. &A TRANSDUCER and &I3 TFMNSDUCER lights on the IEC module identify
an IEC/temperature sensor failure.
3.0 Ifnecessw, warm the ICC to at least 23°C (73"F),and venfy that the IEC cooling fan runs. Then hold the hub of the fan to physically
stop the fan from turning. Verify that the FAN SPEED MON light comes on after about 5 seconds. Release the hub and verify that
the fan spins and the light goes off.
4.0 If a right side IAPS cooling problem exists, suspect the (internal) IEC cooling fan or a failed ICC temperature sensor. Swap IECs to
isolate the failed IEC or ICC. If both IECs fwnction properly in the IEC 1slot, then test the ICC.
PWR module shut-down problem is suspected, swap IEC and PWR modules t o isolate a failed unit.
5.0 If a right side (-40°C)

5.11.2.56 IOC-851J851A1A Test Procedure
The four IOCs may be swapped with each other in any combination to verify internal ICC connections and to isolate a failed unit.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3.If no faults are detected by these diagnostics, then the
IOC 1A is operational.
2.0 If the AVIONICS STATUS page indicates a PWR 1A failure, then test the PWR 1A. The IOC 1A diagnostics are disabled when this
power module fails.
3.0 If the AVIONICS STATUS page indicates any IOC 1A failure, then swap the IOC 1A with a n operational IOC module (my IOC not
listed on the AVIONICS STATUS page). If the faults follow the suspect IOC module, replace that IOC If the same faults are still
detected in the 1A quadrant, then test the ICC.
4.0 If the AVIONICS STATUS page indicates a PWR 1B overheat f a d t that is not cleared by testing (swapping) PWRs, then the problem
may be a stuck IOC input. Swap the IOC lA with an operational IOC If the fault clears, then replace the suspect IOC Otherwise, test
the ICC.
5.0 The IOC 1A and IOC 1B read left-side program options from the L PROG PLUG in the ICC. If a strapping error is suspected, display
the STRAPPING OPTION word on the LRU DIAGNOSTIC DATA page. Refer to table 5-5 and venfy proper strapping. Left and right
plugs should be strapped the same.
6.0 If a problem is suspected with the L-FMS-1 input to IOC lA, check for bus activity at ICC brealrout connector L/PS pins 40/41.
Diagnostics do not monitor this bus; swap units to isolate a failure.

5.11.2.57 IOC-8511851A1B Test Procedure
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. If no faults are detected by these diagnostics, then the
IOC 1B is operational.
2.0 If the AVIONICS STATUS page indicates a PWR 1B failure, then test the PWR 1B.The IOC 1B diagnostics are disabled when this
power module fails.
3.0 If the AVIONICS STATUS page indicates any 1OC 1B failure, then swap the IOC 1B with an operational IOC module (any IOC not
listed on the AVTONICS STATUS page). If the faults follow the suspect IOC module, replace that IOC If the same faults are still
detected in the 13 quadrant, then test the ICC.
4.0 If the AVIONICS STATUS page indicates a PWR lA overheat fault that is not cleared by testing (swapping) PWRs, then the problem
may be a stuck IOC input. Swap the IOC 1B with an operational IOC If the fault clears, then replace the suspect IOC Otherwise, test
the ICC.
5.0 The IOC 1A and IOC 1B read left-side program options from the L PROG PLUG in the ICC.If a strapping error is suspected, display
the S T W P I N G OPTION word on the LRU DIAGNOSTIC DATA page. Refer to tables 5-27 and 5-28 and verify proper strapping.
Left and right plugs should be strapped the same.
6.0 If a problem is suspected with the L-FMS-1 input to IOC lB, check for bus activity a t ICC breakout connector U P 5 pins 40/41.
Diagnostics do not monitor this bus; swap units to isolate a failure.

5.11.2.58 IOG8511851A2A Test Procedure
The four IOCs may be swapped with each other in any combination to verify internaI ICC connections and to isolate a failed unit.
1.o Check the AVIONICS STATUS page and troubleshoot according t o table 5-3. If no faults are detected by these diagnostics, then the
IOC 2A is operational.
2.0 If the AmONICS STATUS page indicates a PWR 2A failure, then test the PWFt 2A. The IOC 2A diagnostics are disabled when this
power module fails.
3.0 If the AVIONICS STATUS page indicates any IOC 2A failure, then swap the IOC 2A with an operational IOC module (any IOC not
listed on the AViONlCS STATUS page). If the faults follow the suspect IOC module, replace that IOC If the same faults are still
detected in the 2A quadrant, then test the ICC.
4.0 If the AVIONICS STATUS page indicates a PWR 2B overheat fault that is not cleared by testing (swapping) PMTRs, then the problem
may be a stuck IOC input. Swap the IOC 2A with a31 operational IOC If the fault clears, then replace the suspect IOC Otherwise, test
the ICC.
5.0 The IOC 2A and IOC 2B read right-side program options from the R PROG PLUG in the ICC. If a strapping error is suspected, display
the STRAPPING OPTION word on the LRU DIAGNOSTIC DATA page. Refer to tables 5-27 and 5-28 and verify proper strapping.
Left and right plugs should be strapped the same.
6.0 If a problem is suspected with the R-FMS-1input to IOC 2A, check for bus activity at ICC breakout connector W 5 pins 40/41.If a
problem is suspected with the RAC-1 input to the IOC ZA, check for bus activity a t ICC FU P1 pins 49/50. Diagnostics do not monitor
these buses; swap units to isolate a failure.

5.11.2.59 IOC-851185lA2B Test Procedure
The four IOCs may be swapped with each other in any combination to verify internal ICC connections and to isolate a failed unit,
1.0 Check the AWONICS STATUSpage and troubleshoot according to table 5-3.If no faults itre detected by these diagnostics, then the
IOC 2B is operational.
2.0 If the AWONICS STATUSpage indicates a PWR 2B failure, then test the PWR 2B. The IOC 2B diagnostics are disabled when this
power module fails.
3.0 If the AVIONICS STATUSpage indicates any IOC 2B failure, then swap the IOC 2B with an operational IOC module (any IOC not
listed on the AmONICS STATUS page). If the faults follow the suspect IOC module, replace that IOC If the same faults are still
detected in the 2B quadrant, then test the ICC.
4.0 If the AWONICS STATUSpage indicates a PWR 2A overheat fault that is not cleared by testing (swapping) PWRS, then the problem
may be a stuck IiOC input. Swap the IOC 2B with an operational IOC If the fault clears, then replace the suspect IOC Otherwise,
test the ICC.
5.0 The IOC 2A and IOC 213 read right-side program options from the R PROG PLUG in the ICC. If a strapping error is suspected,
display the STFLAPPING OPTION word on the LRU DIAGNOSTIC DATA page. Refer to tables 5-27 and 5-28 and verify proper
strapping. Left and right plugs should be strapped the same.
6.0 If a problem is suspected with the R-FMS-1 input to IOC 2B, check for bus activity at ICC breakout connector R P 5 pins 40/41.If a
problem is suspected with the RAC-1 input to the IOC ZB,check for bus activity a t ICC W P1 pins 49/50. Diagnostics do not monitor
these buses; swap units to isolate a failure.

I 5.11.2.60 IOC-4000 I A Test Procedure
The four IOCs may be swapped with each other in any combination t o verify internal ICC connections and to isolate a failed unit.
Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to table 5-53. If no faults are detected
by these diagnostics, then the IOC 1A is operational.
If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 1A failure, then test the PWR lA.The IOC IAdiagnostics
are disabled when this power module fails.
If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate any IOC 1A failure, then swap the IOC 1A with an operational.
IOC module (any IOC not listed on the LRU STATUS page). If the f a d t s follow the suspect IOC module, repIace that IOC. If the
same faults are still detected in the 1A quadrant, then test the ICC.
If the LRU STATUSand LRU DIAGNOSTIC DATA pages indicate a PWR 1B overheat fault that is not cleared by testing (swapping)
PWRs, then the problem may be a stuck IOC input. Swap the IOC lA with an operational IOC. If the fault clears, then replace the
suspect IOC. Otherwise, test the ICC.
If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate an IEC 1fault that is not cleared by testing (swapping) IECs,
then the problem may be a stuck IOC input. Swap the IOC lA with an operational IOC. If the fault clears, then replace the suspect
IOC. Otherwise, test the ICC.
The IOC 1A and IOC 1B units both read left-side system configuration straps by strobing the number 1CSU. If a strapping error
is suspected, first test the CSU 1. Swap IOC and CSU units t o isolate a failed unit.

I
5.11.2.61 IOC-40001B Test Procedure
1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to table 5-53. If no faults are detected
by these diagnostics, then the IOC 1B is operational.
2.0 Ifthe LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 1B failure, then test the PWR 1B. The IOC 1B diagnostics
3.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate any IOC 1B failure, then swap the IOC 1B with an operational
IOC module (any IOC not listed on the LRU STATUS page). If the faults follow the suspect IOC module, replace that IOC. If the
same faults are still detected in the 1B quadrant, then test the ICC.
4.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 1A overheat fault that is not cleared by testing (swapping)
PWRs, then the problem may be a stuck IOC input. Swap the IOC 1B with an operational IOC. If the fault clears, then repIace the
5.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicates an IEC 1fauIt that is not cleared by testing (swapping) IECs,
then the problem may be a stuck IOC input. Swap the IOC 1B with an operational IOC. If the fault clears, then replace the suspect
6.0 The IOC 1A and IOC 1B units both read left-side system configuration straps by strobing the number 1CSU. If a strapping error
is suspected, first test the CSU 1. Swap IOC and CSU units to isolate a faiIed unit.

I
5.11.2.62 IOC-40002A Test Procedure
1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to table 5-53. If no faults are detected
by these diagnostics, then the IOC 2A is operational,
2.0 If the LRU STATUSand LRU DIAGNOSTIC DATA pages indicate a PWR 2A failure, then test the PWR 2k The IOC 2A diagnostics
3.0 If the LRU STATUSand LRU DIAGNOSTIC DATA pages indicate any IOC 2A failure, then swap the IOC 2A with an operational
IOC module (any IOC not listed OR the LRU STATUS page). If the faults follow the suspect IOC module, replace that IOC. If the
same faults axe still detected in the 2A quadrant, then test the ICC.
4.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 2B overheat fault that is not cleared by testing (swapping)
PWRs, then the problem may be a stuck IOC input;. Swap the IOC 2A with an operational IOC. If the fault clears, then replace the
5.0 If the LRU STATUS and LRU DUGNOSTIC DATA pages indicate an IEC 2 fault that is not cleared by testing (swapping) IECs,
then the problem may be a stuck IOC input. Swap the IOC 2A with an operational IOC. If the fault clears, then replace the suspect
6.0 The IOC 2A and IOC 2B units both read right-side system configuration straps by strobing the number 2 CSU. If a strapping error
is suspected, first test the CSU 2. Swap IOC and CSU units to isolate a failed unit.

I
5.11.2.63 IUC-4000 2B Test Procedure
Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to table 5-53. If no faults are detected
by these diagnostics, then the IOC 2B is operational.
If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 2B failure, then test the PWR 2B. The IOC 2B diagnostics
If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate any IOC 2B failure, then swap the IOC 2B with an operational
IOC module (any IOC not listed on the LRU STATUS page). If the fauIts follow the suspect IOC module, replace that IOC. If the
same faults are still detected in the 2B quadrant, then test the ICC.
If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 2A overheat fault that is not cleared by testing (swapping)
PWRs, then the problem may be a stuck IOC input. Swap the IOC 2B with an operational IOC. If the fault clears, then replace the
If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate an IEC 2 fault that is not cleared by testing (swapping) IECs,
then the problem may be a stuck IOC input. Swap the IOC 2B with an operational IOC. If the fault clears, then replace the suspect
The IOC 2A and IOC 2B units both read right-side system configuration straps by strobing the number 2 CSU. If a strapping error
is suspected, first test the CSU 2. Swap IOC and CSU units to isolate a failed unit.

I 5.11.2.64 LHP-4000 Test Procedure
The LHP-4000 contains the lef3 side IAF'S connectors (WPl through W 4 ) and provides an I/O protection interface between internal
LRM and external (non-WS) units. The LHP-4000 contains only passive components and has a very low failure rate.
The LHP-4001 provides right side LAPS protection. Do not swaD LHP modules to isolate a failure; the LHPs are not identical.
1.0 Check the LRU STATUSand LRU DIAGNOSTIC DATA pages and troubleshoot. Note that the LHP-4000 does not report to the LRU
If a problem is suspected with any IAl?S LRM, test that LRM first. If all left side W S units are operational, then the LHP-4000
is also operational.
2.0 All LHP LEDs are lit if power is on and there are no system faults. Green LEDs on the LHP module extinguish to identify the
failure.
LED FAILURE
PCH TRM J4-N Pitch trim +28-Vdc power input. Remove LHP 52 connector, if LED lights then suspect external interconnect
fault. Remove FCC 1module, if LED lights then suspect the FCC
ATC TRM A J4-P Not used.
ATC TRM B J4-R Not used.
IEC J4-F Faniheater +28-V dc power input. Swap IECs, if fault follows, replace IEC. If fault remains on same ICC
shelf, suspect LHP or ICC problem.
RUD J4-B Servo t-28-V dc power input. Swap FCCs, if fault follows, suspect FCC. If fault remains on same quadrant,
suspect short in servo motor connection J4-E.
ELE J4-B Servo +28-V dc power input. Swap FCCs, if fault follows, suspect FCC. If fault remains on same quadrant,
suspect short in servo motor connection J4-D.
AIL J4-B Sewo +28-V dc power input. Swap FCCs, if fault follows, suspect FCC. If fault remains on same quadrant,
suspect short in servo motor connection J4-C.
QB PWR J4-K Quadrant B +28-V dc power input. Swap PWR, if fault follows, suspect PWR. If fault remains on same
quadrant, suspect LRM short or IEC fault, pull IEC t o verify.
Q,A PWR J 4 H Quadrant A +28-V dc power input. Swap PWR, if fault follows, suspect PWR. If fault remains on same
quadrant, suspect LRM short or IEC fadt, pull IEC to veri@.
3,O If a LHP-4000failure is suspected, first check the suspect signal YO at the LAPS connector (UP1 through IJF4). Then refer to the
W S system schematic and swap LRMs to isolate a LRM or LHPLCC failure. If swapping LRMs indicates a LHP/ICC failure, then
remove the LHP and perform a visual inspection to help isolate the failed LHP or ICC.

5.11.2.65 LHP-4001Test Procedure
The LHP-4001 contains the right side lAPS connectors (€UP1through W4>and provides an UO protection interface between
1 internal LRM and external (non-IAPS)units. The LHP-4001 contains only passive components and has a very low failure rate.
The LHP-4000 provides left side IAPS protection. Do not swap LHP modules to isolate a failure; the LHPs are not identical.
1.0 Check the LRU STATUS and LRU DIAGNOSTICDATA pages and troubleshoot. Note that the LHP-4001does not report to the LRU
~
If a probIem is suspected with any IAPS LRM, test that LRM first. If a11 right side IAPS units are operational, then the LHP-4001
1 2.0 Az1 LITE' LEDs are lit ifpower is on and there are no system faults. Green LEDs on the LHP module extinguish to identlfy the failure.
I L E D FAILURE
PCH TRM J4-N Pitch trim +28-V dc power input. Remove LHP J2 connector, if LED lights then suspect external
interconnect fault. Remove FCC 1 module, if LED lights then suspect the FCC.
ATC TRM A J4-P ATC trim +28-V dc power input, Remove LHP 53 connector, if LED lights then suspect external
interconnect fault. Remove ATC module, if LED lights then suspect the ATC.
ATC TRM B J4-R ATC trim +28-V dc power input. Remove LHP 53 connector, if LED lights then suspect external
interconnect fault, Remove ATC module, if LED lights then suspect the ATC.
IEC J4-F Fadheater c28-V dc power input, Swap IECs, if fault follows, replace IEC. If fault remains on same
ICC shelf, suspect LHP or ICC problem.
RUD J4-B Servo +28-V dc power input. Swap FCCs, if fault follows, suspect FCC. If fault remains on same
quadrant, suspect short in servo motor connection J4-E.
ELE J4-B Servo +28-V dc power input. Swap FCCs, if fault follows, suspect FCC. If fault remains on same
quadrant, suspect short in servo motor connection J4-D.
AIL J4-B Servo +28-V dc power input. Swap FCCs, if fault follows, suspect FCC. If fault remains on same
quadrant, suspect short in servo motor connection JPC.
QB PWR J4-K Quadrant B c28-V dc power input. Swap PWR, iffault follows, suspect PWR. If fault remains on same
quadrant, suspect LRM short or IEC fauIt, pull IEC to verify.
QA PWR J4-H Quadrant A +28-V dc power input. Swap PWR, if fault follows, suspect PWR. If fault remains on same
quadrant, suspect LRM short or IEC fault, pull IEC to veri@.
3.0 If a LHP-4001 failure is suspected, first check the suspect signal YO at the IAPS connector (RiP1through W4). Then refer to the
LAPS system schematic and swap LRMs to isolate a LRM or LHP/ICC failure. If swapping LRMs indicates a LHP/ICC failure, then
remove the LHP and perform a visual inspection to help isolate the failed LHP or ICC.

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


The MDC Test Procedure in section 5.11.2.66 is entirely replaced. The new test procedure is shown
below.
5.11.2.66 MDC Test Procedure
1.0 The MDC must be operational to use the diagnostic system. The MDC outputs diagnostic
pages to both MFDs in a dual MFD installation or to the single MFD in a 3-display
configuration.
2.0 Push the number 1 MFD, IDX line key to select the MFD INDEX page. Push the
MAINTENANCE line key to display the MAINTENANCE MENU page on MFD 1.
3.0 Push the number 2 MFD (if installed) IDX line key to select the MFD INDEX page. Push the
MAINTENANCE line key to display the MAINTENANCE MENU page on MFD 2.
4.0 If both MFDs are blank, replace the MDC. If only one MFD is blank, swap the MFD and PFD to
isolate the failed MFD input/aircraft wiring fault.
5.0 After installing the new MDC per the instructions in paragraph 5.7.1.2.1, you must manually set
the CURRENT TIME and CURRENT DATE, and the AIRCRAFT IDENT. Follow the procedures
listed in paragraphs 5.9.6 and 5.9.7 to accomplish these tasks.
6.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to
table 5-54. If no faults are present, check the LRU FAULT HISTORY page for intermittent faults
and troubleshoot according to table 5-54.

523-0775807-05411A Mar 10/04
5.11.2.66 MDC Test Procedure
1.0 The MDC must be operational t o use the diagnostic system. The MDC outputs diagnostic pages to both MFDs. Push the number 1
MFD IDX Line key to select the MFD INDEX page. Push the MAINTENANCE line key to display the MAINTENANCE MENU page
on MFD 1. Push the number 2 MFD IDX line key to select the MFD INDEX page. Push the MAINTENANCE line key to display the
MAINTENANCE MENU page on MFD 2.
If both MFDs are blank, replace the MDC. If only one MFD is blank, swap the MFD and PFD to isolate the failed MFD inputhircraft
wiring fault.
2.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to table 5-54. If no faults are present,
check the LRU FAULT HISTORY page for intermittent faults and troubleshoot according t o table 5-54.

5.11.2.67 MFD 1 Test Procedure
m
The MFD 1 may be swapped with either of the PFDs to verify aircraft wiring and to isolate a failed unit. Each unit will display
(MFDRFD) information according to its mount; line key operation is enabled only at the MFD mount.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. If the AVIONICS STATUS page will not display, check
the L-MFD-1 bus.
2.0 If the display is blank, check the circuit breaker. Then swap the MFD with an (operational)PFD to isolate a failed MFD or aircraft
wiring problem.
3.0 If DISPLAY TEMP annunciates on the MFD, check the cooling fan installed in the MFD mount. The MFD provides fused power and
ground for this fan.
4.0 SeIect the following formats and venfy correct MFD display response. On the left CDU select the radar format, the plan map (selected
from MFD IDX page), the present position map, and then the HSI format.
5.0 Check that the heading indication is valid and correct (agrees with PFD and SDU headings). If not, check for L-MC-2 bus activity
at P1 pins 3W3J.
6.0 Check for a TAS readout on the MFD status line. If TAS is dashed or is not displayed, check for L-ADC-3 bus activity at P1 pins 2F/2E.
7.0 Set left AHRS reversion switch t o 2, and verify that MAG 2 annunciates on the MFD. Repeat step 5.0. If heading is not correct, check
the AHRS switch and the R-AHC-3 bus a t P1 pins 11B/11A. Set AHRS switch to 1.
8.0 Set leR AIR DATA reversion switch to 2, and verify that ADC 2 annunciates on the PFD 1.Repeat step 6.0. If TAS is not correct, check
the AIR DATA switch and the R-ADC-2 bus a t P1 pins 12G/13G. Set AIR DATA switch to 1.
9.0 Set lefk CDU reversion switch to REV, and verify that CDU 2 annunciates on the MFD. Check that the left CDU blanks and that the
right CDU now controls the left PFD and MFD displays. Set CDU switch to NORM.
10.0 Set the left PFD reversion switch to RIEV Verify that the MFD now displays PFD data and that the left PFD blanks. Set PFD switch
to NORM.
11.0 Display the ACTIVE NAV SOURCE page (on CDU 1).Select each NAV source and verify that the MFD course display is white for
FMS, green for VOR 1(or LOC 11, and yellow for VOR 2 (or LOC 2).
12.0 Push the IDX line key to display the MFD index page. Then push the NORMAL PROCEDURES line key and display a checklist. Push
the optional control wheel LINE ADV button to check the cursored line; push the optional PAGE ADV button to exit the checklist and
select the next checklist on the NORMAL PROCEDURE menu.
13+0A checklist should still be displayed on the MFD. Move the CHP joystick up to select the previous checklist page, down to select the
next checklist page, right to exit the checklist and select the next one on the menu, and left to exit the checklist and select the previous
one on the menu. Then push the IDX line key.
14.0 Select various MFD displays and check all line keys for sticky or improper operation.
15.0 If a problem is suspected with the L-MFD-1 bus to the DAU, display the LRU DIAGNOSTIC DATA page showing the DATA ACQ
UNIT B word. Refer to table 5-15 or 5-45.If bit 18 is set, check for bus activity a t DAU pins P2-48/47 to isolate a failed DAU input
or wiring problem.

-
5.11.2.68 MFD 2 Test Procedure
The W D 2 is an optional unit. The MFD 2 may be swapped with the left MFD/ND or either of the PFDs to verify aircraft wiring and
to isolate a failed unit. Each unit will display (MFD/ND/PFD) information according to its mount; line key operation is enabled only
at an MFD mount.
If the AVIONICS STATUS page will not display, check the R-MFD-1 bus.
2.0 If the display is blank, check the circuit breaker. Then swap the MFD with an (operational) PFD to isolate a failed MFD or aircraft
wiring problem.
3.0 If DISPLAY TEMP annunciates on the MFD, check the cooling fan installed in the MFD mount. The MFD provides fused power and
ground for this fan.
4.0 Select the following formats and verify correct MFD display response. On the right CDU select the radar format, the plan map
(selected from MFD IDX page), the present position map, and then the HSI format.
5.0 Check that the heading indication is valid and correct (agrees with PFD and SDU headings). If not, check for R-AHC-2 bus activity
at P1 pins llB/llA.
6.0 Check for a TAS readout on the MFD status line. If TAS is dashed or is not displayed, check for R-ADC-3 bus activity at Pl pins
12G/13G.
7.0 Set right AHRS reversion switch to 1,and verify that MAG 1annunciates on the MFD. Repeat step 5.0. If heading is not correct, check
the M R S switch and the L-AHC-3bus at P1 pins 3W3J. Set AHRS switch to 2.
8.0 Set right AIR DATA reversion switch to 1,and verify that ADC 1annunciates on the PFD 2. Repeat step 6.0. If TAS is not correct,
check the AIR DATA switch and the L-ADC-2 bus at P1 pins 2F/2E. Set AIR DATA switch to 2.
9.0 Set right CDU reversion switch to REV, and veri@ that CDU 1annunciates on the MFD. Check that the right CDU blanks and that
the left CDU now controls the right PFD and MFD displays. Set CDU switch to NORM,
10.0 Set the right PFD reversion switch to REV. Verify that the MFD now displays PFD data and that the right PFD blanks. Set PFD
switch to NORM.
11.0 Display the ACTrVE NAV SOURCE page (on CDU 2). Select each NAV source and verify that the MFD course display is white for
FMS, green for VOR 2 (or LOC Z),and yellow for VOR 1(or LOC 1).
12.0 Push the IDX line key to display the MF'D index page. Then push the NORMAI, PROCEDURES line key and display a checklist. Push
the optional control wheel LI", ADV button to check the m o r e d line; push the optional PAGE ADV button to exit the checklist and
select the next checklist on the NORMAT., PROCEDURE menu.
13.0 A checklist should still be displayed on the MFD. Move the CHP joystick up to seIect the previous checklist page, down to select the
next checklist page, right to exit the checklist and select the next one on the menu, and left to exit the checklist and select the previous
one on the menu. Then push the IDX line key.
14.0 Select various MFD displays and check all line keys for sticky or improper operation.
15.0 If a problem is suspected with the R-MFD-1 bus to the DAU, display the LRU DIAGNOSTIC DATA page showing the DATA ACQ
UNIT A word, Refer to table 5-15 or 5-45. If bit 18 is set, check for bus activity at DAU pins P1-13/14 to isolate a failed DAU input
or wiring problem.

5.11.2.69 MSP 1 Test Procedure
I Note 1
The two MSPs may be swapped with each other to verify aircraft wiring and t o isolate a failed unit. The two FCCs may also be
swapped to help isolate a mode select problem.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that MSP 1 power is supplied by the PWR 1A
module in the IAPS.
2.0 If the MSP is completely dead, verify that power is applied to MSP pin P1-13/25 (+5-V ISOL). If power is present, replace the MSP
1. If power is not present, test the PWR 1A and check the aircraft wiring.
3.0 The following MSP buttons are push-odpush-off switches: HDG, M BANK, APPR, NAY VS, ALT, and VNAV (optional).Alternately
push each of these MSP buttons "on" and verify that the mode indicator above the button lights, and that the selected mode
annunciates on the left PFD. Then push the button again and verify that both annunciations clear. If any button fails this test, go t o
step 6.0 or swap MSP/FCCs t o isolate the failed unit.
4.0 The following MSP buttons are switches that do operate as described above: FD OFF, LVL CHG, and SPEED. Test these switches
as described below. If any test fails, go to step 6.0 or swap MSP/FCCs to isolate the failed unit.
When the autopilot is not engaged, push the FD OFF button to remove the FD steering command bars and FCS mode annunciation
from the left PFD. The indicator above this button does not light.
Set the preselect altitude (ALT SEL knob on AFW 1)to a value above the present aircraft altitude. Push the LVL CHG button to select
climb mode, and verify that CLM annunciates on the PFD and that the indicator above the button lights. Push the LVL CHG button
again, and veri@that an H annunciates by the CLM value. Push the LVL CHG button a third time, and verify that both annunciations.
clear.
Push the SPEED button, and verify that IAS annunciates on the PFD and that the indicator above the button lights. Push the SPEED
button again, and verify that MACH annunciates in place of US. Push the SPEED button a third time, and verify that both
annunciations clear.
5.0 If a problem is suspected with the (ApXFR or TURB) button mode logic from the APP t o the MSP 1,verify the aircraft wiring and
test the AFT?
6.0 A n alternate way to troubleshoot an MSP 1mode select problem is to enter FCS DIAGNOSTICS and display the INPUT MODE page.
Select the parameters listed below and alternately push each MSP button. Verify that the left parameter value is TRUE while that
MSP button is pressed, and FALSE when that button is released. If VNAV is installed, also test the VNAV button (SWIVNV
parameter).
MSP button: HDG %BANK APPR NAV vs LVLCHG ALT SPEED FDOFF
Parameter: SWIHDG SWI1/2 SWIAPP SWINAV SWIVS SWILVL SWLALT SWISPD SWIFDO
If some (but not all) buttons pass this test, replace the MSP 1. If none of the buttons pass, suspect the L-
MSP-1 bus. If a11 mode indicators light but will not go out, suspect the L-FCC-2 bus.

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A

SYSTEM MANUAL (V0l2) (523-0775807,4TH EDITION, DATED MAR 12/97)

Subject: MSP Test Procedure
5.11.2.69 MSP I Test Procedure

-
Note
The two' MSPs may be swapped with each other to verify aircraft wiring and to isolate a
failed unit. The two FCCs may also be swapped to help isolate a mode select problem.
1.O Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that MSP 1 power
is supplied by the PWR 1A module in the IAPS.
2.0 If the MSP is completely dead, verify that power is applied to MSP 1, P1-13/25 (+5-V ISOL). If power is
present, replace MSP 1. If power is not present, test IAPS module, PWR 1A and check the aircraft
- wiring.
3.0 The following MSP buttons are push-on/push-off switches: HDG, % BANK, APPR, NAV, VS, ALT,
VNAV (optional), and LVL CHG. Alternately push each of these MSP buttons "on" and verify that the
mode indicator above the button lights, and that the selected mode annunciates on the left PFD. Then
push the button again and verify that both annunciations clear. If any button fails this test, go to step
8.0 (on page 2 of this temporary revision).or swap MSPlFCCs to isolate the failed unit.
4.0 The following MSP buttons are switches that do not operate as described: FD OFF and SPEED. Test
these switches as described in 4.1 and 4.2. If any test fails, go to step 6.0 or swap MSP/FCCs to
isolate the failed unit.
4.1 When the autopilot is not engaged, push the FD OFF button to remove the FD steering command
bars and FCS mode annunciation from the left PFD. The indicator above this button does not light.
4.2 Push the SPEED button, and verify that the reference value next to the PFD speed reference bug
changes between an indicated airspeed (IAS) value and a mach value. The speed reference bug
field is located under the airspeed scale. The mode indicator above the SPEED button does not
light.
4.3 Go to step 7.0 (on page 2 of this temporary revision).
5.0 The following MSP buttons are push-on/push-off switches: HDG, % BANK, APPR, NAV, VS, ALT, and
VNAV (optional). Alternately push each of these MSP buttons "on" and verify that the mode indicator
above the button lights, and that the selected mode annunciates on the left PFD. Then push the button
again and verify that both annunciations clear. If any button fails this test, go to step 6.0 or swap
MSP/FCCs to isolate the failed unit.
(Continued on Page 2 of this temporary revision.)

523-0775807-03411A Feb 19/03
ROCWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
5.11.2.69 MSP I Test Procedure (Continued from Page 1 of this temporary revision.)
6.0 The following MSP buttons are switches that do not operate as described: FD OFF, LVL CHG, and
SPEED. Test these switches as described in 6.1, 6.2, and 6.3. If any test fails, go to step 6.0 or swap
bars and FCS mode annunciation from the left PFD. The mode indicator above this button does
not light.
6.2 Set the preselect altitude (ALT SEL knob on ARP 1) to a value above the present aircraft altitude.
Push the LVL CHG button to select climb mode, and verify that CLM annunciates on the PFD and
that the indicator above the button lights. Push the LVL CHG button again, and verify that an H
annunciates by the CLM value. Push the LVL CHG button a third time, and verify that both
6.3 Push the SPEED button and verif’y that IAS annunciates on the PFD and that the mode indicator
above the button lights. Push the SPEED button again and verify that MACH annunciates in place
of IAS. Push the SPEED button a third time and verify that both the PFD and mode indicator
above the button clears.
7.0 If a problem is suspected with the (AP XFR or TURB) button mode logic from the APP to the MSP 1,
verify the aircraft wiring and test the APP.
8.0 An alternate way to troubleshoot an MSP 1 mode select problem is to enter FCS DIAGNOSTICS and
display the INPUT MODE page. Select the parameters listed below and alternately push each MSP
button. Verify that the left parameter value is TRUE while that MSP button is pressed, and FALSE
when that button is released. If VNAV is installed, also test the VNAV button (SWIVNV parameter).
Parameter: SWIHDG SWI1/2 SWIAPP SWINAV SWlVS SWlLVL SWIALT SWISPD SWIFDO
If some (but not all) buttons pass this test, replace the MSP 1. If none of the buttons pass, suspect the
L-MSP-1 bus. If all mode indicators light but will not go out, suspect the L-FCC-2 bus.

523-0775807-03411A Feb 19/03
ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A
5.17.2.70 MSP 2 Test Procedure (Continued from Page 4 of this temporary revision.)
6.0 The following MSP buttons are switches that do not operate as described: FD OFF, LVL CHG, and
SPEED. Test these switches as described in 6.1, 6.2, and 6.3. If any test fails, go to step 6.0 or swap
bars and FCS mode annunciation from the left PFD. The mode indicator above this button does
not light.
6.2 Set the preselect altitude (ALT SEL knob on ARP 2) to a value above the present aircraft altitude.
Push the LVL CHG button to select climb mode, and verify that CLM annunciates on the PFD and
that the indicator above the button lights. Push the LVL CHG button again, and verify that an H
annunciates by the CLM value. Push the LVL CHG button a third time, and verify that both
6.3 Push the SPEED button and verify that IAS annunciates on the PFD and that the mode indicator
above the button lights. Push the SPEED button again and verify that MACH annunciates in place
of IAS. Push the SPEED button a third time and verify that both the PFD and mode indicator
above the button clears.
7.0 If a problem is suspected with the (AP XFR or TURB) buttonmode logic from the APP to the MSP 2,
verify the aircraft wiring and test the APP.
8.0 An alternate way to troubleshoot an MSP 2 mode select problem is to enter FCS DIAGNOSTICS and
display the INPUT MODE page. Select the parameters listed below and alternately push each MSP
button. Verify that the left parameter value is TRUE while that MSP button is pressed, and FALSE when
that button is released. If VNAV is installed, also test the VNAV button (SWIVNV parameter).
Parameter: SWIHDG SW11/2 SWIAPP SWINAV SWlVS SWlLVL SWIALT SWISPD SWIFDO
If some (but not all) buttons pass this test, replace the MSP 2. If none of the buttons pass, suspect the R-
MSP-2 bus. If all mode indicators light but will not go out, suspect the R-FCC-2 bus.

523-0775807-03411A Feb 19/03
ROCWELL COLLINS I
SYSTEM MANUAL
Beechjet 400A

SYSTEM MANUAL (V0l2) (523-0775807,4TH EDITION, DATED MAR 12/97)

Subject: MSP Test Procedure
5.11.2.70 MSP 2 Test Procedure

-
Note
The two MSPs may be swapped with each other to verify aircraft wiring and to isolate a
failed unit. The two FCCs may also be swapped to help isolate a mode select problem.
1.O Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that MSP 2 power
is supplied by the PWR 2A module in the IAPS.
2.0 If the MSP is completely dead, verify that power is applied to MSP 2, P1-I 3/25 (+5-V ISOL). If power is
present, replace MSP 2. If power is not present, test IAPS module, PWR 2A and check the aircraft
wiring.
3.0 The following MSP buttons are push-on/push-off switches: HDG, % BANK, APPR, NAV, VS, ALT,
VNAV (optional), and LVL CHG. Alternately push each of these MSP buttons "on" and verify that the
mode indicator above the button lights, and that the selected mode annunciates on the left PFD. Then
push the button again and verify that both annunciations clear. If any button fails this test, go to step
8.0 (on page 3 of this temporary revision) or swap MSP/FCCs to isolate the failed unit.
4.0 The following MSP buttons are switches that do not operate as described: FD OFF and SPEED. Test
these switches as described in 4.1 and 4.2. If any test fails, go to step 6.0 or swap MSP/FCCs to
bars and FCS mode annunciation from the left PFD. The indicator above this button does not light.
4.2 Push the SPEED button, and verify that the reference value next to the PFD speed reference bug
changes between an indicated airspeed (IAS) value and a mach value. The speed reference bug
field is located under the airspeed scale. The mode indicator above the SPEED button does not
light.
4.3 Go to step 7.0 (on page 3 of this temporary revision).
5.0 The following MSP buttons are push-on/push-off switches: HDG, % BANK, APPR, NAV, VS, ALT, and
VNAV (optional). Alternately push each of these MSP buttons "on" and verify that the mode indicator
above the button lights, and that the selected mode annunciates on the left PFD. Then push the button
(Continued on Page 3 of this temporary revision.)

523-0775807-03411A Feb 19/03
5.1 1A 7 0 MSP 2 Test Procedure
The two MSPs may be swapped with each other to verify aircraft wiring and to isolate a failed unit. The
two FCCs may also be swapped to help isolate a mode select problem.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that MSP 2 power is
supplied by the PWR 2A module in the LCIPS.
2.0 If the MSP is completely dead, verify that power is applied to MSP pin P1-13/25 (+5-V ISOL). If power is
present, replace the MSP 2. If power is not present, test the PWR 2A and check the aircraft wiring.
3.0 The following MSP buttons are push-odpush-off switches: HDG, 34 BANK, APPR, NAV, VS, ALT, and
VNAV (optional). Alternately push each of these MSP buttons "onll and veri^ that the mode indicator
above the button lights, and that the selected mode annunciates on the right PFD. Then push the button
4.0 The following MSP buttons are switches that do not operate as described above: FD OFF, LVL CHG, and
SPEED. Test these switches as described below. If any test fails, go to step 6.0 or swap MSP/FCCs to
When the autopilot is not engaged, push the FD OFF button to remove the FD steering command bars and
FCS mode annunciation from the right PFD. The indicator above this button does not light.
Set the preselect altitude (ALT SEL knob on ARP 2) to a value above the present aircraft altitude. Push
the LVL CHG button to select climb mode, and verify that CLM annunciates on the PFD and that the
indicator above the button lights. Push the LVL CHG button again, and verify that an H annunciates by
the CLM value. Push the LVL CHG button a third time, and verify that both annunciations clear.
Push the SPEED button, and verify that IAS annunciates on the PFD and that the indicator above the
button lights. Push the SPEED button again, and verify that MACH annunciates in place of MS.Push the
SPEED button a third time, and verify that both annunciations clear.
5.0 If a problem is suspected with the (APXFR or TURB) button mode/amunciator logic between the APP and
the MSP 2, verify aircraft wiring and test the APF!
6.0 An alternate way to troubleshoot an MSP 2 mode select problem is t o enter FCS DIAGNOSTICS and
display the INPUT MODE page. Select the parameters listed below and alternately push each MSP button.
Verify that the right parameter value is TRUE while that MSP button is pressed, and FALSE when that
button is released. If VNAV is installed, also test the VNAV button (SWIVNV parameter).
Parameter: SWIHDG SWI1/2 SWLAPP SWNAV SwrVS SWILVL SWLATT SWISPD SWIFDO
If some (but not all) buttons pass this test replace the MSP 2. If none of the buttons pass, suspect the R-
MSP-1 bus. If all mode indicators light but will not go out, suspect the R-FCC-2 bus.

5.11.2.71 ND 1 Test Procedure
The ND 1may be swapped with either of the PFDs (or the MFD 2) to verify aircraft wiring and to isolate
a failed unit. Each unit will display (NDNFDPFD) information according to its mount, although line key
operation is enabled only at the MFD mount.
2.0 If the display is blank, check the circuit breaker. Then swap the ND with an (operational) PFD to isolate
a failed ND or aircraft wiring problem.
3.0 If DISPLAY TEMP annunciates on the ND, check the cooling fan installed in the N D mount. The ND
provides fused power and ground for this fan.
4.0 Select the following formats and verify correct ND display response. On the left CDU select the radar
format, the present position map, and then the HSI format.
5.0 Check that the heading indication is valid and correct (agrees with PFD and SDU headings). If not, check
for L-AHC-2 bus activity at PI pins 3W3J.
6.0 Check for a TAS readout on the ND status line. If TAS is dashed or is not displayed, check for L-ADC-3
bus activity at P1 pins 2F/2E.
7.0 Set left AHRS reversion switch t o 2, and verify that MAG 2 annunciates on the ND. Repeat step 5.0. If
heading is not correct, check the AHRS switch and the R-AHC-3bus at P1 pins llB/llA. Set AHRS switch
to 1.
8.0 Set left AIR DATA reversion switch t o 2, and verify that ADC 2 annunciates on the PFD 1.Repeat step
6.0. If TAS is not correct, check the AIR DATA switch and the R-ADC-2 bus at P1 pins 12G/13G. Set AIR
DATA switch to 1.
9.0 Set left CDU reversion switch to REV, and verify that CDU 2 annunciates on the ND. Check that the left
CDU blanks and that the right CDU now controls the left PFD and ND displays. Set CDU switch to
NORM.
10.0 Set the left PFD reversion switch to REV. Verify that the ND now displays PFD data and that the left PFD
blanks. Set PFD switch to NORM.
11.0 Display the ACTIVE NAV SOURCE page (on CDU 1).Select each NAV source and verify that the ND
course display is white for FMS, green for VOR 1 (or LOC I),and yellow for VOR 2 (or LOC 2).

5.11.2.72 PFD 1 Test Procedure
The two PFDs may be swapped with each other t o veri@ aircraft wiring and to isolate a failed unit.
2.0 If the display is blank, check the circuit breaker. Then swap the PFD 1with the (operational) PFD 2 t o
isolate the failed PFD or aircraft wiring problem.
3.0 If DISPJAY TEMP annunciates on the PFD, check the cooling fan installed in the PFD mount. The PFD
4.0 If heading fail (red boxed MAG) or attitude fail (red boxed ATT) annunciates on the PFD, test the AHC 1.
5.0 If airspeed fail (red US), altitude fail (red ALT), or vertical speed fail (red V/S) annunciates on the PFD,
test the ADC 1.
6.0 Check that the heading indication is valid and correct (agrees with PFD 2, ND/MFD, and SDU headings).
If not, check for L-AHC-2 bus activity at P l pins 3W3J.
7.0 Check for a RAT temperature readout on the lower-leftportion of the PFD. Push the TEMP button (an ARP
1)and verify that this display changes to a SAT readout. If temperature display is not correct or does not
change, check for L-ADC-3 bus activity at PI pins 2F/2E.
8.0 Set lefi AHRS reversion switch to 2, and verify that ATT 2 and MAG 2 annunciate on the PFD. Repeat step
6.0. If heading is not correct, check the AHRS switch and the R-AHC-3 bus at P1 pins 11B/11A. Set AHRS
switch t o 1.
9-0 Set lefi AIR DATA reversion switch to 2, and verify that ADC 2 annunciates on the PFD. Repeat step 7.0
using the ARP 2. If RAT does not change to SAT (on PFD I), check the AIR DATA switch and the R-ADC-2
bus at P1 pins 12G/13G. Set AIR DATA switch to 1.
10.0 Set left CDU reversion switch to REV, and veTify that CDU 2 annunciates on the PFD. Check that the left
CDU blanks and that the right CDU now controls the left PFD and ND/MFD displays. Set CDU switch to
NORM.
11.0 Set the left PFD reversion switch to REV. Veri@ that the PFD blanks and that the left NDMFD now
displays PFD data. Set PFD switch to NORM.
12.0 Display the ACTlVE NAV SOURCE page (on CDU I).Select each NAV source and verif!y that the PFD
course display is white for FMS, green for VOR 1(or LOC l), and yellow for VOR 2 (or LOC 2).
13.0 If a problem is suspected with (only) a portion of the PFD display, compare this to the corresponding
display on PFD 2. Use the reversion switches and try to duplicate the display problem on another unit. Test
the LRU providing this data or swap PFDs to isolate the failed source or display.

5.11.2.73 PFD 2 Test Procedure
m
The two PFDs may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
1.0 Check the AVICONICS STATUS page and troubleshoot according to table 5-3.
2.0 If the display is blank, check the circuit breaker. Then swap the PFD 2 with the (operational) PFD 1to
isolate the failed PFD or aircraft wiring problem.
3.0 If DISPLAY TEMP annunciates on the PFD, check the cooling fan installed in the PFD mount. The PFD
4.0 If heading fail (red boxed MAG) or attitude fail (red boxed ATT) annunciates on the PFD, test the AHC 2.
5.0 If airspeed fail (red US), altitude fail (red UT),or vertical speed fail (red V/S) annunciates on the PFD,
test the ADC 2,
6.0 Check that the heading indication is valid and correct (agrees with PFD 1,ND/MFD, and SDU headings).
If not, check for R-AHC-2 bus activity at P1 pins 11B/11A.
7.0 Check for a FtAT temperature readout on the lower-left portion of the PFD. Push the TEMP button (on ARP
2) and verify that this display changes to a SAT readout. If temperature display is not correct or does not
change, check for R-ADC-3bus activity at P1 pins 12G/13G.
8.0 Set right AHRS reversion switch t o 1,and verify that ATT 1and MAG 1annunciate on the PFD. Repeat
step 6.0. If heading is not correct, check the AHRS switch and the L-AHC-3bus at PI pins 3W3J. Set
AHRS switch to 2.
9.0 Set right AIR DATA reversion switch to 1,and verify that ADC 1annunciates on the PFD. Repeat step 7.0
using the AFtP 1.If RAT does not change to SAT (on PFD 21, check the AIR DATA switch and the L-ADC-2
bus at PI pins 2F/2E. Set AIR DATA switch to 2.
10.0 Set right CDU reversion switch to REV, and verify that CDU 1annunciates on the PFD. Check that the
right CDU blanks and that the left CDU now controls the right PFD and MFD (if installed) displays. Set
CDU switch to NORM.
11.0 This step applies only to a 4-tube system. Set the right PFD reversion switch to REV. Verify that the PFD
blanks and that the right MFD now displays PFD data. Set PFD switch to NORM.
12.0 Display the ACTIVE NAV SOURCE page (on CDU 2). Select each NAV source and verify that the PFD
course display is white for FMS, green for VOR 2 (or LOG 21, and yellow for VOR 1(or LOC 1).
13.0 If a problem is suspected with (only) a portion of the PFD display, compare this to the corresponding
display on PFI) 1.Use the reversion switches and try to duplicate the display problem on another unit. Test
the LRU providing this data or swap PFDs to isolate the failed source or display

5.11.2.74 PWR-851A IA Test Procedure
The four PWRs may be swapped with each other in any Combination to verify internal ICC connections,
to isolate a failed unit, and to provide a known-good power source t o resident LRMs in that quadrant of
the U P S . When swapping PWRs, remember that the PWR in powers the diagnostic system.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. If no faults are detected by
these diagnostics, then the PWR 1A is operational.
The PWR 1A supplies primary power to the IOC lA, FCC 1,MSP 1, one channel of the ATC, and t o one
section of both engine pressure (rudder boost) sensors.
2.0 If code lAF'S2 displays on the AVIONICS STATUS page, a PWR 1A overheat condition is detected. The
PWR may be overheated because the avionics bay is abnormally hot, or because of a cooling or equipment
failure.
If the IAPS environment is unusually hot (aircraft idling for an extended period of time in the sun during
a very hot day), let the avionics cool and this code will automatically clear. Note that normal operation will
not cause an overheat condition, however an extreme environmental situation may trip the over-
temperature sensor.
If code ICCl or ICC2 also displays, suspect the left-side LAPS cooling fan or temperature sensor. Test the
ICC.
If the LAPS environment is normal temperature, then swap the PWR 1A with an operational PWR module
(any PWR not listed on the AVIONICS STATUS page). If the problem does not clear or follow the PWR,
test the IOC IB.
3.0 If code 1APSl displays on the AVIONICS STATUS page, a PWR 1A failure is detected. First check the FCS
A circuit breaker and verify that all LEDs on the PWR 1A module are lit. If the LEDs are not lit, check that
power is applied to ICC pin WP4-H. Swap PWRs to isolate a failed PWR or ICC.
4.0 If the AVIONICS STATUS page indicates a MODE SEL PANEL 1fault, check for +5 V dc on ICC pin W2-
13/12 (MSP ISOL 1A). If power is not present, swap PWRs to isolate a failed PWR or ICC.
5.0 If a problem is suspected with the engine pressure sensors (section A), check for -t12 V dc at 1CC pin L/P2-
25/26. If power is not present, swap PWRs to isolate a failed PWR or ICC.

5.11.2.75 PWR-851A 1B Test Procedure
The four PWRs may be swapped with each other in any combination to verify internal ICC connections,
to isolate a failed unit, and to provide a known-good power source to resident LRMs in that quadrant of
the W S . When swapping PwRs, remember that the PWR 1B powers the diagnostic system.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3.If no faults are detected by
these diagnostics, then the PWR 1B is operational. If the diagnostics do not operate, suspect the PWR lB,
MFD, FMCs, or the CDC.
Fl
The PWR 1B supplies primary power t o the IOC 1B, FMC-851B/C 1,FMC-852WC 1,and the DBU-850.
Note that this PWR powers the diagnostics (in FMC).
2.0 If code lBPS2 displays on the AWONICS STATUS page, a PWR 1B overheat condition is detected. The
failure.
a very hot day), let the avionics cool and this code will automatically clear. Note that normal operation will
not cause an overheat condition, however an extreme environmental situation may trip the
overtemperature sensor.
If code ICCl or ICC2 also displays?suspect the left-side W S cooling fan or temperature sensor. Test the
ICC.
If the LAPS environment is normal temperature?then swap the PWR 1B with an operational PWR module
test the IOC 1A.
3.0 If code lBPSl displays on the AWONICS STATUS page, a PWR 1B failure is detected. Rrst check the
FMS A circuit breaker and verify that all LEDs on the PMTR 1B module are lit. If the LEDs are not lit,
check that power is applied to ICC pin W4-K. Swap PWRs t o isolate a failed PWR or ICC.
4.0 If a problem is suspected with the DBU-850, check for +5 V dc on ICC pin L/p3-14/15 (DBU ISOL 1B). If
power is not present, swap PWRs to isolate a failed PWR or ICC.

5.11.2.76 PWR-851A2A Test Procedure
The four PWRs may be swapped with each other in any combination to verify internal ICC connections,
the YIPS. When swapping PWRs, remember that the PWR 1B powers the diagnostic system.
1.0 Check the AVIONICS STATUS page and troubleshoot according t o table 5-3. If no faults are detected by
these diagnostics, then the PWR 2A is operational.
The Pm 2A supplies primary power t o the IOC 2A, FCC 2, MSP 2, one channel of the ATC, and t o one
section of both engine pressure (rudder boost) sensors.
2.0 If code 2APS2 displays on the AVIONICS STATUS page, a PWR 2A overheat condition is detected. The
failure.
If the LAPS environment is unusually hot (aircraft idling for an extended period of time in the sun during
a very hot day), let the avionics cool and this code w i l l automatically clear. Note that normal operation will
If code ICC3 or ICC4 also displays, suspect the right-side ZAPS cooling fan or temperature sensor. Test the
ICC.
If the LAPS environment is normal temperature, then swap the PWR 2A with an operational PWR module
test the IOC ZB.
3.0 If code W S 1 displays on the AWONICS STATUS page, a PWR 2A failure is detected. First check the FCS
B circuit breaker and verXy that aL1 LEDs on the PWR 2A module are lit. If the LEDs are not lit, check that
power is applied to ICC pin RiP4-H. Swap PWRs to isolate a failed PWR or ICC.
4.0 If the AVIONICS STATUS page indicates a MODE SEL PANIEL 2 fault, check for +5 V dc on ICC pin RP2-
13/12 (MSP ISOL 2A). If power is not present, swap PWRs to isolate a failed PWR or ICC.
5.0 If a problem is suspected with the engine pressure sensors (section B), check for +I2 V dc at ICC pin €UP%
25/26. If power is not present, swap PvvRs to isolate a failed PWR or ICC.

5.1 1.2.77 P WR-851A213 Test Procedure
The four PWRs may be swapped with each other in any combination t o verify internal ICC connections,
the IAPS. When swapping PwRs, remember that the PWR 1B powers the diagnostic system. If dual FMS
is installed, the PVVR 2B powers the right-side diagnostic system.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. If no faults are detected by
these diagnostics, then the PWR 2B is operational.
IN.t.1
The PWR 2B supplies primary power to the IOC 2B and to the CDC. The P W 2B powers the 1OC 2B,
FMC-851BK 2, and FMC-852BK 2 if dual FMS is installed.
2.0 If code 2BPS2 displays on the AVIONICS STATUS page, a PWR 2B overheat condition is detected. The
failure.
a very hot day},let the avionics cool and this code will automatically clear. Note that normal operation will
If code ICC3 or ICC4 also displays, suspect the right-side IAPS cooling fan or temperature sensor. Test the
rcc.
If the LAPS environment is nomal temperature, then swap the PWR 2B with an operational PWR module
test the IOC 2A.
3.0 If code 2BPSl displays on the AVIONICS STATUS page, a PWR 2B failure is detected. First check the
FMS B circuit breaker and verify that all LEDs on the PWR 2B module are Zit. If the LEDs are not lit,
check that power is applied to ICC pin RP4-K. Swap PWRs to isolate a failed PWR or ICC.

1 5.11.2.78 PWR 1A Test Procedure
I
I
I The four PWRs may be swapped with each other in any combination to verify internal ICC connections,
I to isolate a failed unit, and to provide a known-good power source to resident LRMs in that quadrant of
I the IAPS. When swapping P m s , remember that the PWR 1A powers the diagnostic system.
I
II liO
Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot. If no faults are present,
check the LRU FAULT HISTORY page for intermittent faults and troubleshoot. If no power faults are
detected by these diagnostics, then the PWR 1A is operational.
I
m
The PWR 1A supplies primary power to the IOC lA, FCC 1,and MDC. The PWR 1A also supplies isolation
power to the Engine Pressure Sensor A and MSP 1
2.0 If PWR 1A OVERHEATED displays on the LRU STATUS page, a PWR 1A overheat condition is detected.
Check the left-side IEC cooling fan.
Green LEDs on the PWR module identify the condition of the PWR module.
LED OFF FAILURE
CTRL No +28 V dc power on LP4-H to the IA quadrant or IEC has shutdown below -40 "C.
4-5 OUT Internal fault in the PWR or an VlPS module has caused the undedovervoltage monitor to trip.
+5 IS0 Internal fault in the PWR module or external fault in the MSP has shutdown the +5 V dc
isolation output on ICC pin L/P2-13/12 (MSP ISOL 1A).
+12 AUX Internal fault in the PWR module or external fault in the engine pressure sensor A has
shutdown the +12-V dc AUX power output on L/P2-25/26 (PRESS SENS +12-V DC AUX 1A).
If the IAPS environment is normal, swap the PWR 1A with an operational PWR module (any PWR not listed
on the LRU STATUS page). If the problem does not clear or follow the PWR, test the IOC 1B (temperature
monitor output).
3.0 If PWR 1A NO OUTPUT displays on the LRU STATUS page, a PWR 1A failure is detected. First check the
FCS A circuit breaker and verify that all LEDs on the PWR 1A module are lit. If the CTRL LED is not lit,
check that power is applied to ICC pin W4-H. Remove IEC on the affected side, if PWR operates then
replace the IEC. Swap PWRs to isolate a failed PWR or ICC (temperature transducer failure).
If +5 OUT LED is not lit, remove all LRMs in the failed quadrant (except for PWR). If LED lights, then one
of the LRMs has an input LWS short. Reinstall LRMs t o locate the failed module. Note that the ATC
module also receives power from the 1A PWR.
If +5 IS0 LED is not lit, swap the PWRs. If the fault follows the PWR, then replace the bad PWR.
Disconnect the LHP 52 connector, if the +5 IS0 LED lights, then suspect an external short in the
interconnect or MSF! If the +5 IS0 LED does not light, then suspect the LHP or ICC.
If +12 AUX LED is not lit, swap the PWRs. If the fault follows the PWR, then replace the bad PWR.
Disconnect the LHP 52 connector, if the +12 AUX LED lights, then suspect an external short in the
interconnect or engine pressure sensor A. If the +I2 AUX LED does not light, then suspect the LHP or ICC.

I 5.11.2.79 PWR 1B Test Procedure
I
piq
I
1 The four PWRs may be swapped with each other in any combination to verify internal ICC connections, to
I isolate a failed unit, and to provide a known-good power source to resident LRMs in that quadrant of the
1 W S . When swapping PwRs, remember that the PWR 1A powers the diagnostic system.
I
1 1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot. If no faults are present,
1 check the LRU FAULT HISTORY page for intermittent faults and troubleshoot. If no power faults are
1 detected by these diagnostics, then the PWR I B is operational.
I
I"l
I
1 The PWR 1B supplies primary power to the IOC 1B and FMC 1.
I
1 2.0 If PWR 1B OVERHEATED displays on the LRU STATUS page, a PWR 1B overheat condition is detected.
1 Check the left-side IEC cooling fan.
I
I Green LEDs on the PWR module identify the condition of the PWR module.
I
I LEDOFF FAILURE
I
I CTRL No +28 V dc power on W 4 - K to the 1B quadrant or IEC has shutdown below -40"C.
I +5 OUT Internal fault in the PWR or an IAPS module has caused the underlovervoltage monitor to trip.
1 +5ISO Notused
I +12AUX Notused
If the W S environment is normal, swap the PWR 1B with an operational PWR module (any PWR not listed
on the LRU STATUS page). If the problem does not clear or follow the PWR, test the IOC 1A (temperature
monitor output).
I
I 3.0 If PWR 1B NO OUTPUT displays on the LRU STATUS page, a PWR 1B failure is detected. First check the
1 FMS A circuit breaker and verify that all LEDs on the PWR 1B module are lit. If the CTRL LED is not lit,
1 check that power is applied to ICC pin L/P4-K. Remove IEC on the affected side, if PWR operates then
If +5 O W LED is not lit, remove all LRMs in the failed quadrant (except for PWR). If LED lights, then one
of the LRMs has an input LVPS short. Reinstdl LRMs to locate the failed module.

I 5.11.2.80 PWR 2A Test Procedure
I
I
The four PwRs may be swapped with each other in any combination to verify internal ICC connections, to
isolate a failed unit, and to provide a known-good power source t o resident LRMs in that quadrant of the
IAPS. When swapping PWRs, remember that the PWR 1A powers the diagnostic system.
1 1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot. If no faults are present,
I check the LRU FAULT HISTORY page for intermittent faults and troubleshoot. If no power faults are
1 detected by these diagnostics, then the P m 2A is operational.
1 The PWR 2A supplies primary power to the IOC 2A, FCC 2, and ATC. The PWR 2A also supplies isolation
I power to the Engine Pressure Sensor B and MSP 2.
I
I 2.0 If PWR 2A OVERHEATED displays on the LRU STATUS page, a PWR 2A overheat condition is detected.
1 Check the right-side IEC cooling fan.
1
Green LEDs on the PWR module identi@the condition of the PWR module.
LED OFF FAILURE
CTRL No +28 V dc power on W 4 - H to the 2A quadrant or IEC has shutdown below -40"C.
+5 OUT Internal fault in the PWR or an IAPS module has caused the underlovervoltage monitor to trip.
+5 IS0 Internal fault in the PWR module or external fault in the MSP has shutdown the +5 V dc
isolation output on ICC pin wP2-13/12 (MSP ISOL lA),
+12 AUX Internal fault in the PWR module or external fault in the Engine Pressure Sensor B has
shutdown the +12-V dc AUX power output on wP2-25/26 (PRESS SENS +12-V DC AUX 2A).
If the IAPS environment is normal, swap the PWR 2A with an operational PWR module (any PWR not listed
on the LRU STATUS page). If the problem does not clear or follow the P m , test the IOC 2B (temperature
monitor output).
3.0 If PWR 2A NO OUTPUT displays on the LRU STATUS page, a PWR 2A failure is detected. First check the
1 FCS B circuit breaker and verify that all LEDs on the PWR 2A module are lit. If the CTRL LED is not lit,
1 check that power is applied to ICC pin R@4-H. Remove IEC on the affected side, if PWR operates then
1 replace the IEC. Swap PWRs to isolate a failed PWR or ICC (temperature transducer failure).
I
of the LRMs has an input LWS short. Reinstall LRMs to locate the failed module. Note that the ATC
module also receives power from the 1A PWR.
If +5 IS0 LED is not lit, swap the PWRs. If the fault follows the PWR, then replace the bad PWR.
Disconnect the LHP 52 connector, if the i-5 IS0 LED lights, then suspect an external short in the
interconnect or MSP. If the +5 IS0 LED does not light, then suspect the LHP or ICC.
If +12 AUX LED is not lit, swap the PWRs. If the fault follows the PWR, then replace the bad PWR.
Disconnect the LHP 52 connector, if the +12 AUX LED lights, then suspect an external short in the
interconnect or Engine Pressure Sensor B. If the +12 AUX LED does not light, then suspect the LHP or
ICC.

I 5.11.2.81 PWR 2B Test Procedure
I
piiq
I
1 The four PWRs may be swapped with each other in any combination to verify internal ICC connections, to
1 isolate a failed unit, and to provide a known-good power source to resident LRMs in that quadrant of the
I YIPS. When swapping PWRs, remember that the PWR 1A powers the diagnostic system.
I
I 1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot. If no faults are present,
check the LRU FAULT HISTORY page for intermittent faults and troubleshoot. If no power faults are
1 detected by these diagnostics, then the PWR 2B is operational.
I
I
The PWR 2B supplies primary power to the IOC 2B and FMC 2.
I
1 2.0 If PWR 2B OVERHEATED displays on the LRU STATUS page, a PWR 2B overheat condition is detected.
I Check the right-side IEC cooling fan.
I
Green LEDs on the PWR module identify the condition of the PWR module.
LED OFF FAILURE
CTRL No +28 V dc power on W 4 - K to the 2B quadrant or IEC has shutdown below -40 "C.
+5 OUT Internal fault in the PWR or an IAPS module has caused the underlovervoltage monitor to trip.
+5 IS0 Not used
+12 AiJx Not used
If the IAPS environment is normal, swap the PWR 2B with an operational PWR module (any PWR not listed
on the LRU STATUS page). If the problem does not clear or follow the PWR, test the IOC 2A (temperature
monitor output).
3.0 If PWR 2B NO OUTPUT displays on the LRU STATUS page, a PWR 2B failure is detected. First check the
FMS B circuit breaker and verify that all LEDs on the PWR 2B module are lit. If the CTRL LED is not lit,
check that power is applied to ICC pin WP4-K. Remove IEC on the affected side, if PWR operates then
of the LRMs has an input LWS short. Reinstall LRMs to locate the failed module.

5.12.2.82 RAC Test Procedure
rn
The RAC and the ALT must both be operational to provide radio altitude information t o other avionics
units.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. If the AWONICS STATUS
page shows a RADIO ALTIMETER fault, test the ALT.
If the AWONICS STATUS page shows a RAD ALTMR ADPTR fault, check the circuit breaker and verify
that RAC power is supplied from the ALT as follows: +28 V dc is applied from ALT pin P1-6 to RAG pin
P1-17; -15 V dc is applied from ALT pin P1-51 to RAC pin Pl-31. Power ground is at RAC pins P1-9 and P1-
33. If power is present, replace the RAC.
2.0 If not already done, test the ALT before continuing this procedure. If the ALT is operational, then the RAC
3.0 Perform this step if the FL4 TEST fails (part of the ALT test procedure).
I Verify that the voltage differential at RAC pin P1-34 (+>to Pl-1 (->is +1.360 to +1.440V dc while the RA
TEST button is pressed. If voltage is correct (but test fails), replace the RAC. If voltage is not correct, check
the AI.T/RAC wiring.
4.0 If an FCS WARN problem is suspected, verify that an open circuit is applied from ALT pin P1-8 to RAC pin
P1-23 when radio altitude is off-scale or when in test mode.
5.0 If a problem is suspected with the RAC-1 output to the 2N2B IOCs (right-side of the IAFS), check for bus
activity at ICC pins €UP1-49/50. This connection is not monitored by diagnostics.

5.11.2,83 RTA Test Procedure
E l
The area within the scan arc and within 0.65 meter (2 feet) of an operating RTA Weather Radar System
constitutes a hazardous area. Do not operate the system in any mode other than standby (STBY) or test
(TEST)when the antenna might scan over personnel within that range. Never turn on the transmitter whde
in a hangas. FAA Advisory Circular 20-68B, or superseding documents, provide additional details regarding
the radiation hazards associated with ground operation of airborne weather radar.
Note that the RTA reports diagnostics through the NDNFD displays. The WXT-1 output bus Erom the RTA
is applied to each ND and MFD installed in the aircraft. The NDMFD 1 then provides a WEATHER
RADAR A word and the MFD 2 (if installed) provides a WEATHER RADAR B word to the diagnostic
system. If an ND/ MFD fails, the system stops monitoring that A or B diagnostic word.
If the AVIONICS STATUS page shows an RTA no data fault code (WXRAI, WXRAZ, or WXRBl), check the
circuit breaker and verify that power is applied to RTA pins P1-17,18, and 36. Power ground is at RTA pins
P1-19 and 37. Check for a ground enable at RTA pin P1-16. Also check for WXT-1 bus activity at each
display input (NDMFDs pins P1-15BMA).
2.0 If RDR OFF displays on an ND or MFD, the WXT-1 bus is not active at the NDMFD input. Check the
circuit breaker and bus wiring as described above.
If RDR FAULT displays on an N D or MFD, the RTA has detected either two failed CDU input buses or an
internal (RTA) failure. Check for bus activity at RTA pins P1-26/27 and P1-8/9. If either input is active,
replace the RTA.
3.0 Push the RDR ON switch on both CDUs to select the radar display on each ND/MFD. Select STBY mode
on the left CDU radar control page. Also select CHANNEL SYNC if testing a 4-tube system.
4.0 On the leR CDU, turn the RANGE knob and verify that the radar display range changes. If testing a 4-tube
system, verify range matching of both displays. Select TEST MODE ON (page 2) and verify that the radar
test pattern displays across the full sector of each ND/MFD display Then select TEST MODE OFF.
If the test fails, check the L-CDU-1, L-FMS-1, and LB-GP BUS 3 data buses which provide control head
information from the CDU 1to the IAF'S and then to the RTA.
5.0 Repeat step 4.0 using the rip.ht CDU. If the test fails, check the R-CDU-1, R-FMS-I, and RB-GP BUS 3 data
buses which supply right side control functions.
6.0 Display the LRU DIAGNOSTIC DATA page showing the WEATHER RADAR A word on the MFD. Select
various RTA control head functions on CDU 1and verify operation as follows: bit ii sets when CHANNEL
SYNC is selected (4-tube system only), bit 16 sets when GND CLTR SPRS is ON (RTA-854only), bit 26 sets
when STABILIZATIONis ON, and bits 27 through 29 set according to the selected RTA mode (TURB modes
apply to RTA-854 only).
7.0 Tow the aircraft outside and remove the radome. Select WX or GND NIAP mode, and from a distance verify
I
smooth scan and tilt mechanical motion. Turn the TILT knob on either CDU and check for vertical tiltizeso
response. Verify that a target displays on the ND/MFDs. Select MAN GAIN and verify that target
sizehtensity changes as gain changes (GAIN + causes an increase). Select HOLD ON, veri^ that display
pattern freezes, and then select HOLD OFF. Select STBY mode, remove aircraft power, and reinstall the
radome.
If necessary, clean and lubricate the RTA according to paragraph 5.2.1.

5.11.2.84 RTU 1 Test Procedure
The two RTUs may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
The upper-half of the left-most COM, VOFVLOC, ADF, or ATC fkequencylcode display digit blinks if the echo
frequency from the LAPS does not match the tune frequency stored in RTU memov. It is normal for this
to happen when a radio is retuned, but the blinking should stop within a few seconds.
2.0 If the RTU 1is completely dead, be sure the 1RTU reversion switch is set to NORM. Check circuit breakers
and verify that power is applied to pin PI-i/S. If power is present, replace RTU 1.
3.0 Set remote ATC switch t o 1. Use the left RTU t o tune the COM 1,VOR 1 (or LOC l),ADF 1, and ATC 1
radios. Verify that each radio retunes by monitoring the proper mode page on the left CDU; the ACTIVE
frequency on the CDU should be green and agree with that displayed on the RTU 1.
If a radio will not retune, test that radio. If none of the (left side) radios retune, check the L-RTU-2 output
bus. Swap RTUs to isolate the fault.
Note that the RTU reads rear connector straps t o determine radio tuning configuration for the avionics
system. These straps define the radios installed in the aircraft. If the RTU radio type displays are not
correct, refer to the system schematic and veri@ the RTU strapping.
4.0 Set the remote RMT TUNE switch to NORM. Use the left CDU to retune the COM 1radio. Verify that the
left RTU displays the new COM 1frequency If the RTU does not respond, verify that +28 V dc is applied
to pin PI-12 (RMT TUNE) and check the LA-GP BUS 1and LB-GP BUS 2 input data buses.
Set the remote RMT TUNE switch to DSABL. Repeat step 4.0 and verify that the RTU does respond
to a new frequency from the CDU. If test fails, verify that an open is applied t o pin P1-12 (RMT TUNE).
Then set remote switch to NORM.
5.0 Set the 1RTU reversion switch to DSABL and verify that the left RTU display blanks. If test fails, verify
that a ground is applied to pin P1-9 (DSBL). Then set reversion switch to NORM.
6.0 Set the 2 RTU reversion switch to DSABL. Push the 34 button on the left RTU (select COM 2, etc) and verify
that the left RTU can now retune the right side radios. If test fails, veri@ that a ground is applied to pin
P1-63 (XRTU DSBL), check the RB-GP BUS 2 input data bus, and check the L-RTU-1 output data bus.
Then set reversion switch t o NORM.
7.0 If a problem is suspected with any of the following external switches, test the radio using that function. If
the test fails, veri% wiring t o the RTU as follows: remote MKR switch applies an open (LO sensitivity) or
a ground (HI sensitivity)to pin P1-61, either yoke IDENT button applies a momentary ground to pin Pl-11,
and the remote ATC switch applies a ground (1)or an open (2) to pin P1-13
8.0 If a problem is suspected with any RTU pushbutton or annunciator, test the radio using that function. If
the test fails, swap units to isolate the failed RTU or radio.

5.11.2.85 RTU 2 Test Procedure
The two RTUs may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
The upper-half of the left-most COM, VOR/LOC, ADF, or ATC frequencylcode display digit blinks if the echo
frequency from the IAPS does not match the tune frequency stored in RTU memory. It is normal for this
to happen when a radio is retuned, but the blinking should stop within a few seconds.
2.0 If the RTU 2 is completely dead, be sure the 2 RTU reversion switch is set to NORM. Check circuit breakers
and verify that power is applied to pin P1-1/3. If power is present, replace RTU 2.
3.0 Set remote ATC switch to 2. Use the right RTU to tune the COM 2, VOR 2 (or LOC 2>, ADF 2 (if installed),
and ATC 2 radios. Verify that each radio retunes by monitoring the proper mode page on the right CDU;
the ACTIVE frequency on the CDU should be green and agree with that displayed on the RTU 2.
If a radio will not retune, test that radio. If none of the (right side) radios retune, check the R-RTU-2 output
bus. Swap RTUs to isolate the fault.
Note that the RTU reads rear connector straps t o determine radio tuning configuration for the avionics
system. These straps define the radios installed in the aircraft, If the RTU radio type displays are not
correct, refer t o the system schematic and verify the RTU strapping.
4.0 Set the remote RMT TUNE switch to NORM. Use the right CDU to retune the COM 2 radio. Verify that
the right RTU displays the new COM 2 frequency. If the RTU does not respond, verify that +28 V dc is
applied to pin Pl-12 (RMT TUNE) and check the RA-GP BUS 1and RB-GP BUS 2 input; data buses.
Set the remote RMT TUNE switch to DSABL. Repeat step 4.0 and verify that the RTU does p & respond
to a new frequency from the CDU. If test fails, verify that an open is applied to pin Pl-12 (RMT TUNE).
Then set remote switch t o NORM.
5.0 Set the 2 RTU reversion switch to DSABL and verify that the right RTU display blanks. If test fails, verifjr
that a pound is applied to pin P1-9 (DSBL). Then set reversion switch to NORM.
6.0 Set the 1RTU reversion switch to DSABL. Push the % button on the right RTU (select COM l?etc) and
verify that the right RTU can now retune the left side radios. If test fails, verify that a ground is applied to
pin P1-63 (XRTU DSBL), check the LB-GP BUS 2 input data bus, and check the R-RTU-1 output data bus.
Then set reversion switch to NORM.
7.0 If a problem is suspected with any of the following external switches, test the radio using that fknction. If
the test fails, verifj7wiring to the RTU as follows: remote MKR switch applies an open (LO sensitivity) or
a ground (HI sensitivity)to pin Pl-61, either yoke IDENT button applies a momentary ground to pin Pl-ll?
and the remote ATC switch applies a ground (1)or an open (2) to pin P1-13.
8.0 If a problem is suspected with any RTU pushbutton or annunciator, test the radio using that function. If
the test fails, swap units to isolate the failed RTU or radio.

ROCKWELL COLLINS
SYSTEM MANUAL
Beechjet 400A


The following information is added after Step 8.0.
Troubleshooting Information:
The signal flow is as follows:
The RTU-870F outputs ARINC 429 labels to the TDR-94( ).

The labels are converted and sent by the TDR-94( ) to the ground station.
The ARINC 429 labels from the RTU-870F to the transponder are as follows:
RTU-870F: 013, 015, 016 (TCAS), 031 (mode A), 203 (mode C), 233 thru 236 (Flight ID)

523-0775807-06411A Oct 21/04
5.11.2.86 SDD Test Procedure
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that the SDD does not
report to the AVIONICS STATUS page, but any faults detected by these diagnostics should be resolved
before beginning this procedure.
2.0 Check the SDU displays. If either SDU is not receiving data from the SDD, the display blanks and "SDD"
annunciates. If this happens, check the circuit breakers and veri@that power is applied to SDD pins P1-57
and P2-4. If power is present, check the A-SDD-1 bus and the B-SDD-1 bus outputs from the SDD. If no
activity is detected on the SDD outputs, replace the SDD.
3.0 Further testing of the SDD may be indirectly accomplished by performing the SDU test procedures. If each
SDU tests normal, then the SDD unit strap pins are wired properly and each corresponding input bus is
active. An alternate way t o complete SDD testing is provided in steps 4.0 and 5.0.
The SDD unit strap pins are wired according to the NAV sensors that are installed on the aircraft. If a type
of sensor is installed and provides an input bus to the SDD, that strap pin should be grounded. If a strap
opens, the corresponding input bus is ignored even if it is present and valid.
4.0 Verify that the following SDD pins are strapped t o ground:
P1-44 (ADF 1) P2-17 (ADF 2, optional)

P1-43 (DME 1) P2-18 (DME 2)
P1-40 (VIE 1) P2-21 (VIR 2)
P1-41 (CMA 1) P2-20 (CMA 2, optional)
PI-42 (FMS 1) P2-19 (FMS 2, optional)
1 P1-37 (GPS 1,optional) P2-24 (GPS 2, optional)
5.0 Verify activity on the following input buses:
P1-5/6 (L-ADF-2) P2-56/55 (R-ADF-2, optional)

P1-9/10 (L-DME-2) P2-52/51 (R-DME-2)
P1-21/22 (L-VIR-2) P2-40/39 (R-VIR-2)
P1-17/18 (L-VLF-2) P2-44/43 (R-VLF-2, optional)
P1-13/14 (LB-GP BUS 2) P2-48/47 (RB-GP BUS 2, optional)
P1-1/2 (L-AHC-3) P2-60/59(R-AHC-3)
I P1-33/34 (L-GPS-2,optional) P2-28/27 (R-GPS-2, optional)

5.11.2.87 SDU I Test Procedure
The two SDUs may be swapped with each other to verify aircraft wiring and t o isolate a failed unit.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that the SDU does not
report to the AVTONICS STATUS page, but any faults detected by these diagnostics should be resolved
2.0 If the SDU display is blank, check the circuit breaker. Then swap the SDU 1with the (operational) SDU
2 to isolate the failed SDU or aircraft wiring problem. Check that power is applied t o SDU pin Pl-11.
3.0 If the SDU display is blank except for an "SDD" annunciation, test the SDD.
4.0 Turn the FORMAT knob and check that RMI, VLF, VOR I (or LOC l), DME, VOR 2 (or LOC 2), and RMI
formats select and annunciate. If dual VLF and FMS are installed, the formats are RMI, VLF I, VOR 1
(or LOC l), DME, VOR 2 (or LOC 2), VLF 2, and RMI. If a format is missing or if an additional format
displays, test the SDD (sensor strap problem).
An "X" displays over the NAV sensor annunciator if invalid data is received by the SDU-640M3. This
annunciation also displays if ''no computed data" is received by an SDU-640B.
5.0 Select RMI format. Check that the SDU compass reading agrees with the PFD 1. If not, check the L-AHC-3
input to the SDD.
6.0 Turn the lower Ieft (single-bar bearing pointer) knob and check that blank, VOR 1 (or LOC I), ADF (or
ADF l), and FMS (or FMS 1)alternately annunciate near the knob.
7.0 Turn the lower right (dual-bar bearing pointer) knob and check that blank, VOR 2 (or LOC 2), ADF (or
ADF 2), and FMS (or FMS 2) alternately annunciate.
8.0 Select VOR 1 as the single-bar bearing pointer source and VOR 2 as the dual-bar source. Tune both VOR
receivers t o a local VOR frequency and check for proper bearing indications. If not correct, check the
L-VIR-2 and R-VIR-2 inputs to the SDD.
4.0 Select ADF (or ADF 1)as the single-bar bearing pointer source and ADF (or ADF 2) as the dual-bar source.
Tune both ADF receivers (if two are installed) t o a local AM frequency and check for proper bearing
indication. If not correct, check the L-ADF-2 and R-ADF-2 inputs to the SDD.
10.0 Select FMS (or FMS 1)as the single-bar bearing pointer source and FMS (or FMS 2) as the dual-bar source.
Select an FMS flight plan (on the CDU) and check for proper bearing indication to the next waypoint. If
not correct, check the LB-GP BUS 2 and RB-GP BUS 2 (optional) inputs to the SDD.
11.0 Select VLF (or VLF 1)format and check that VLF format annunciation is not "crossedout.'' If annunciation
is crossed out, check the L-VLF-2 input to the SDD. If dual VLF is installed, select VLF 2 format and
repeat this test; check R-VLF-2 input bus if test fails.
12.0 Select DME format and check that two columns of distance data are displayed. If not correct, check the L-
DME-2 and R-DME-2 inputs to the SDD.
13.0 If a problem is suspected with the SDU FAIL output, check the voltage at SDU pin PI-8. Do not open the
connection to the SDD;pullup resistor is in the SDD. If an open or greater than 9 V dc is measwed, replace
the SDU.

5.11.2.88 SDU 2 Test Procedure
E l
The two SDUs may be swapped with each other t o verify aircraft wiring and to isolate a failed unit.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that the SDU does not
2.0 If the SDU display is blank, check the circuit breaker. Then swap the SDU 2 with the (operational) SDU
1to isolate the failed SDU or aircraft wiring problem. Check that power is applied to SDU pin Pl-11.
3.0 If the SDU display is blank except for an "SDD" annunciation, test the SDD.
4.0 Turn the FORMAT knob and check that RMI, VLF, VOR 1(or LOC I), DME, VOR 2 (or LOC 2), and RMI
formats select and annunciate. If dual VLF and FMS are installed, the formats are RMI, VLF 1, VOR 1
(or LOC 1), DME, VOR 2 (or LOC Z), VLF 2, and RMI. If a format is missing or if an additional format
displays, test the SDD (sensor strap problem).
An " X I displays over the NAV sensor annunciator if invalid data is received by the SDU-640N.B.This
annunciation also displays if "no computed data" is received by an SDU-640B.
5.0 Select RMI format. Check that the SDU compass reading agrees with the PFD 2. If not, check the R-AHC-3
input to the SDD.
6.0 Turn the lower left (single-bar bearing pointer) knob and check that blank, VOR 1(or LOC l), ADF (or
ADF l),and FMS (or FMS 1)alternately annunciate near the knob.
7.0 Turn the lower right (dual-bar bearing pointer) knob and check that blank, VOR 2 (or LOC 2), ADF (or
ADF 2), and FMS (or FMS 2) alternately annunciate.
8.0 Select VOR 1as the single-bar bearing pointer source and VOR 2 as the dual-bar source. Tune both VOR
receivers to a local VOR frequency and check for proper bearing indications. If not correct, check the L-VIR-
2 and R-VIR-2 inputs t o the SDD.
9.0 Select ADF (or ADF 1) as the single-bar bearing pointer source and ADF (or ADF 2) as the dual-bar source.
Tune both ADF receivers (if two are installed) to a local AM frequency and check for proper bearing
indication. If not correct, check the L-ADF-2 and R-ADF-2 inputs t o the SDD.
10.0 Select FMS (or FMS 1)as the single-bar bearing pointer source and FMS (or FMS 2) as the dual-bar source.
Select an FMS flight plan (on the CDU) and check for proper bearing indication to the next waypoint. If
not correct, check the LB-GP BUS 2 and RB-GP BUS 2 (optional)inputs to the SDD.
11.0 Select VLF (or VLF 1)format and check that VLF format annunciation is not "crossedout." If m u c i a t i o n
is crossed out, check the L-VLF-2 input to the SDD. If dual VLF is installed, select VLF 2 format and
repeat this test; check R-TrZF-2 input bus if test fails.
12.0 Select DME format and check that two columns of distance data are displayed. If not correct, check the L-
DME-2 and R-DME-2 inputs to the SDD.
13.0 If a problem is suspected with the SDU FAIL output, check the voltage at SDU pin P1-8. Do not open the
connection to the SDD; pullup resistor is in the SDD. If an open or greater than 9 V dc is measured, replace
the SDU.

5.1 1.2.89 SIA Test Procedure
The SIA formats a dc angle-of-attacksignal onto an ARINC bus for use by the avionics system. Each PFD
uses this data (and constants from the ADC) to compute and display a stall airspeed range. It is important
to note that the SIA does not provide the aircraft stall warning function. This finction is provided by an
independent Beech supplied stall warning system.
If no faults are detected on the AVIONICS STATUS page and no problem is suspected with the PFD "low
speed cue" displays, then the SIA is operational. The ''low speed cue" displays are the 1.3 VS line and the
checkered low speed cue bar. Both displays are inhibited when the aircraft is on the ground.
2.0 Display the LRU DIAGNOSTIC DATA page showing the SIG INTERF ADPTR word on the MFD. Verify
that the SSM is "normal."If the SSM is "failed",replace the STA.
3.0 If the 1.3 VS line is replaced by a yellow vertical bar (during flight), replace the SIA. This display means
that the PFD is using default angle-of-attack values from the ADM module.
4.0 If a problem is suspected with an input to the SIA, check the signals at the following pins. Note that the
SIA-1 output bus is operational (and internal monitors are valid) if no faults are detected on the
AVIONICS STATUS page.
SIA PIN NUMBER DESCRIPTION
P1-17/33 +28-V dc input power.
P1-40 AOA flag = ground if AOA signal is invalid.
P1-23 Source ident = open for SLA 1.
P1-36/20 Reference V = Approximately -1-15V dc across AOA sensing potenti-

ometer.
P1-37 AOA signal = 0- to +15-V dc wiper voltage from the AOA sensing
potentiometer. This dc level is proportional t o the normalized angle-
of-attack as determined by the Beech supplied stall warning system.

5.11.2.90 SVO (Aileron) Test Procedure
1.0 Check the AmONICS STATUS page and troubleshoot according to table 5-3. Note that the SVO does not
Both FCCs operate together to drive each servo. If an autopilotlservo problem is suspected, first test the
two FCCs and investigate all nonzero REPORT MODE codes. Be certain that both FCCs are operational
before replacing any servo.
2.0 Verify that the control wheel moves freely in a 1efWright direction. If not, check the servo mount control
linkage. Center the control wheel.
3.0 Engage the autopilot and yaw damper. Verify that AP and YD levers stay up, and that the control wheel
resists forced movement.
If the autopilot/yaw damper will not engage, test the FCCs.
If the control wheel moves easily, verify that +28 V dc is applied from APP P1-17 to SVO pin P1-E (AIL
ENG CLUTCH) while the levers are up. If not, check aircraft wiring and test the APP.
4.0 Turn the APP turn knob cw, and then ccw into detent. Verifj. that the control wheel moves right, and then
returns to center. The ailerons should respond accordingly
If test fails, check the servo mount control linkage and the aircraft wiring. If linkage and wiring are correct,
replace the aileron (roll) SVO.
5.0 Disengage the autopilot and yaw damper. Veri@that the control wheel moves freely.
6.0 An alternate way to test the aileron SVO is provided below.
Put both FCCs into FCS DIAGNOSTICS, and select the OUTPUT MODE on both sides. If necessary, set
the 65APMN, 86APMN, 65YDMN, and 86YDMN parameters to TRUE; set the AILCUT parameter to
FALSE. Then engage the autopilot and yaw damper.
Display the AILCMD parameter, and put the cursor on this line.
Push the SLEW PLUS and SLEW MINUS line keys (or turn the APP turn knob) to apply a servo command
output. Verify that the control wheel and the ailerons respond.

5.11.2.91 SVO (Elevator) Test Procedure
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that the SVO does not
report t o the AVXONICS STATUS page, but any faults detected by these diagnostics should be resolved
I Note I
Both FCCs operate together to drive each servo. If an autopilotherno problem is suspected, first test the
2.0 Verify that the control wheel moves freely in a fore/aft direction. If not, check the servo mount control
linkage. Center the control wheel.
3.0 Engage the autopilot and yaw damper. Verify that Ap and YD levers stay up, and that the control wheel
resists forced movement.
If the autopilot/yaw damper will not engage, test the FCCs.
If the control wheel moves easily, veri@that +28 V dc is applied from APP P1-16 t o SVO pin PI-M (ELEV
ENG CLUTCH) while the levers are up. If not, check aircraft wiring and test the APP.
4.0 Turm the APP pitch wheel forward, and then back into detent. Verify that the control wheel moves forward
and then returns to center. The elevators should respond accordingly.
If test fails, check the servo mount control linkage and the aircraft wiring. If linkage and wiring are correct,
replace the elevator (pitch) SVO.
5.0 Disengage the autopilot and yaw damper. Verify that the control wheel moves freely
6.0 An alternate way to test the elevator SVO is provided below.
Put bath FCCs into FCS DIAGNOSTICS, and select the OUTPUT MODE on both sides. If necessary, set
the 65APMN, 86APMN, 65YDMN, and 86YDMN parameters to TRUE; set the ELECUT parameter to
FKLSE. Then engage the autopilot and yaw damper.
Display the ELECMD parameter, and put the cursor on this line.
Push the SLEW PLUS and SLEW MINUS h e keys (or turn the APP turn knob) to apply a servo command
output. Verify that the control wheel and the elevators respond.

5.11.2.92 SVO (Rudder) Test Procedure
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that the SVO does not
report to the AWONICS STATUS page, but any faults detected by these diagnostics should be resolved
Both FCCs operate together to drive each servo. If a yaw damperherno problem is suspected, first test the
2.0 Verify that the rudder pedals move freely in both directions, If not, check the servo mount control linkage.
3.0 Engage the autopilot and yaw damper. Verify that AP and YD levers stay up, and that the rudder pedals
resist forced movement.
If the autopilotiyaw damper will not engage, test the FCCs.
If the pedals move easily, verify that +28 V dc is applied from APP P1-14 t o SVO pin PI-M (RUD ENG
CLUTCH) while the levers are up. If not, check the aircraft rudder boost relay wiring and test the APP.
4.0 Disengage the autopilot and yaw damper. Verify that the rudder pedals move freely,
5.0 An alternate way to test the rudder SVO is provided below.
Put both FCCs into FCS DIAGNOSTICS, and select the OUTPUT MODE on both sides. If necessary, set
the 65AF'MN, 86APMN, 65YDMN, and 86YDMN parameters t o TRUE; set the RUDCUT parameter t o
FALSE. Then engage the autopilot and yaw damper.
Display the RUDCMD parameter, and put the cursor on this line.
Push the SLEW PLUS and SLEW MINUS line keys (or turn the APP turn knob) to apply a servo command
outpug. Verify that the rudder pedals and control surface respond.
\

5.11.2.93 TDR-901 Test Procedure
Most installations contain two TDR-94/94D transponders (no TDR-90s or CAD-870s). Some installations
use two TDR-90 transponders and CAD-870 adapters instead of the TDR-94/94Ds. In these systems, the
transponder diagnostics apply to the CAD units.
The two TDR-90s and the two CADS may be swapped with each other to verify aircraft wiring and t o
isolate a failed unit.
1.0 Check the AmONICS STATUS page and troubleshoot according to table 5-3. Note that the TDR-40 does
not report to the AVIONICS STATUS page, but the CAD does report (ATC XPONDER 1codes apply to the
CAD I).Any faults detected by these diagnostics should be resolved before beginning this procedure.
2.0 Set remote ATC switch to 1.If necessary, push the ATC STBY button on the left RTU so that ATC (not
STBY) appears on the ATC display line.
Transponder operation may be tested with help from the local control tower. Delay 60 seconds after power-
up before transmitting. Check proper mode-A (ident) and mode-C (altitude) transmission at various ATC
codes. The TDR-90 does not provide mode-S operation.
3.0 Select the ATC mode page on the left RTU. If necessawy, push the AET line key to display OFF ALT (mode-
A). Then push and hold the TST line key. Check that the REPLY annunciator on the RTU lights, If not,
verify that power is applied t o TDR pin P1-59/55. If power is present, test the CAD 1.
4.0 Push the ALT line key to display ON ALT (mode-C). Then repeat step 3.0. If mode-C test fails, test the
CAD 1.
5.0 Check that the ALT display line on the ATC mode page shows a reasonable altitude. This is the
uncorrected barometric altitude (transmitted in mode-C), and may not exactly agree with the corrected
barometric altitude displayed on PFD 1.
6.0 If a problem is suspected with the RTU transponder controls or with the TDR transmitter, operate each
control and check response with the local tower:
Push the ATC ID button on the RTU (or IDENT button on control wheel) to "squawk ident." This is a mode-
A transmission.
Push the ATC STBY button to display STBY (not ATC), and verify that the TDR cannot transmit. Push
this button again to display ATC; verify the TDR can now transmit replies. Check with the local towedair
traffic controller to verify mode-A and mode4 transmissions.
7.0 If an L-band suppression problem is suspected, check that a blanking pulse is applied from pin PI-21 when
TDR 1transmits.
8.0 If swapping units does not isolate a transponder problem and aircraft wiring is correct, suspect the
transponder antenna.

5.11.2.94 TDR-90 2 Test Procedure
Most installations contain two TDR-94/94D transponders (no TDR-90s or CAD-870s). Some installations
use two TDR-90 transponders and CAD-870 adapters instead of the TDR-94/94Ds. In these systems, the
transponder diagnostics apply to the CAD units.
The two TDR-90s and the two CADS may be swapped with each other to verify aircrafi wiring and to
isolate a failed unit,
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3. Note that the TDR-90 does
not report to the AVIONICS STATUS page, but the CAD does report (ATC XPONDER 2 codes apply to the
C D 2). Any faults detected by these diagnostics should be resolved before beginning this procedure.
2.0 Set remote ATC switch t o 2. If necessary, push the ATC STBY button on the right RTU so that ATC (not
Fl
Transponder operation may be tested with help from the local control tower. Delay 60 seconds after power-
up before transmitting. Check proper mode-A (ident) and mode-C (altitude) transmission at various ATC
codes. The TDR-90 does not provide mode-S operation.
3.0 Select the ATC mode page on the right RTU. If necessary, push the ALT line key to display OFF ALT
(mode-A). Then push and hold the TST line key Check that the REFLY annunciator on the RTU lights.
If not, verify that power is applied to TDR pin P1-59/55. If power is present, test the CAD 2.
4.0 Push the ALT line key t o display ON ALT (mode-C). Then repeat step 3.0. If mode4 test fails, test the
CAD 2.
A transmission.
Push the ATC STBY button to display STBY (not ATC), and verify that the TDR cannot transmit. Push
traffic controller t o veri@ mode-A and mode-C transmissions.
7.0 If an L-band suppression problem is suspected, check that a blanking pulse is applied from pin Pl-21 when
TDR 2 transmits.
transponder antenna.

5.11.2.95 TDR-94194D1 Test Procedure
The two TDR-94/94Ds may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
Some installations use a TDR-90 and CAD-870 instead of a TDR-94/94D.
2.0 Set remote ATC switch to 1. If necessary, push the ATC STBY button on the left RTU so that ATC (not
Transponder operation may be tested with help from the local control tower. Cheek proper mode-A (ident),
mode-C (altitude), and mode-S (select) transmissions at various ATC codes.
On the ATC mode page, select OFF ALT (mode-A)or ON ALT (mode-C) operation. Mode-S operation is
automatic. The mode-S aircraft identification is set by strapping in the interconnect. Each aircraft "N"
number has unique straps; contact the local FAA office for strapping details.
3.0 Select the ATC mode page on the left RTU. Then push and hold the TST line key Check that the REPLY
annunciator on the RTU lights.
4.0 Set the 1 RTU reversion switch to DSABL and repeat step 3.0 using the right RTU. If the REPLY
annunciator (on right RTU) does not light, check for a ground at TDR 1 pin PI-57 (EX PORT A/B
SELECT). Then set reversion switch to NORM.
A transmission.
Push the ATC STBY button t o display STBY (not ATC), and verify that the TDR cannot transmit. Push
this button again to display ATC;vesify the TDR can now transmit replies. Check with the local towedair
traMic controller to verify mode-A, mode-C, and mode-S transmissions. Refer to the notes on this page.
7.0 If an L-band suppression problem is suspected, check that a blanking pulse is applied from pin P1-29 when
TDR 1transmits.
transponder antenna. If top and bottom antennas are installed (TDR-94D), it may be helpful to use a ramp
tester to isolate the antenna failure.

5.112.96 TDR-94194D2 Test Procedure
The two TDR-94sI94Ds may be swapped with each other t o verify aircraft wiring and to isolate a failed
unit. Some installations use a TDR-90 and CAD-870 instead of a TDR-94/94D.
2.0 Set remote ATC switch to 2. If necessary, push the ATC STBY button on the right RTU so that ATC (not
Transponder operation may be tested with help from the local control tower. Check proper mode-A (ident),
mode-C (altitude), and mode-S (select) transmissions at various ATC codes.
On the ATC mode page, select OFF ALT (mode-A)or ON ALT (mode-C) operation. Mode-S operation is
automatic. The mode-S aircraft identification is set by strapping in the interconnect. Each aircraft "N'l
number has unique straps; contact the local FAA office for strapping details.
3.0 Select the ATC mode page on the right RTU. Then push and hold the TST line key Check that the REPLY
annunciator on the RTU lights.
4.0 Set the 2 RTU reversion switch t o DSABL and repeat step 3.0 using the left RTU. If the REPLY
annunciator (on left RTU) does not light, check for a ground at TDR 2 pin P1-57 (RXPORT A/B SELECT).
Then set reversion switch to NORM.
6.0 If a problem is suspected with the RTU transponder controls os with the TDR transmitter, operate each
Push the ATC ID button on the RTU (or IDENT button on control wheel) to "squawkident." This is a mode-
A transmission.
Push the ATC STBY button to display STBY (not ATC), and veri* that the TDR cannot transmit. Push
traffic controller to verify mode-A, mode-C, and mode-S transmissions. Refer to the notes on this page.
7.0 If an L-band suppression problem is suspected, check that a blanking pdse is applied from pin P1-29 when
TDR 2 transmits.
transponder antenna. If top and bottom antennas are installed (TDR-94D),it may be helpful to use a ramp
tester to isolate the antenna failure.

5s1.2.97 TTR (and TRE Is) Test Procedure
I Note I
The TTR and TREs are optional units.
1.o Check the AVIONICS STATUS page and troubleshoot according to table 5-3.
If code 3ANT2 displays, replace the bottom TRE antenna.
If code 4ANT2 displays, replace the top TRE antenna.
Note that the TTR reports diagnostics through the left PFD. The TCAS-TARA-1output bus from the TTR
is applied to the left PFD. The PFD then supplies this information on the L-PFD-1 bus (through IOCs) to
the diagnostic system.
2.0 Display the LRU DIAGNOSTIC DATA page showing the TCAS COMPUTER word on the MFD. Refer to
table 5-29 or 5-70. Verify that bits 18 and 19 are not set. If either bit is set, check the L-AHC-3input bus
t o the TTR.
Verify that bits 23 and 24 are not set. If bit 23 is set, the left PFDLNDMFD cannot display TCAS advisory
data. If bit 24 is set, the right PFDMFD cannot display TCAS advisory data. The reporting displays may
not be receiving all the (valid) data inputs that are required for TCAS operation.
3.0 On the right CDU, push the TFC key to display the TCAS traffic map on the MFD 2. Use the RANGZ knob
(on CDU) to select a 5 mile display range. Push MFD line keys to select ABOVEBELOW and REL options.
4.0 On the center switch panel select ATC 2. On the right RTU, select the ATC mode page. Push the third RTU
line key to select the STBY (TCAS) mode. Verify that TCAS OFF annunciates on the MFD.
5.0 Then (on ATC mode page) momentarily push the TST line key t o initiate TCAS (also TDR) self test. This
test normally takes several seconds to complete. Verifj7the following results:
The PFDs light the "RAarc'' on the vertical speed display
The MFD traffic display shows the TCAS self-test pictorial. This display shows four intruder symbols.
SYMBOL POSITION DISTANCE REL ALTITUDE VS ARROW
SOLID-RED SQUARE 3:OO 2 NMI 4-02

SOLID-YELLOW CIRCLE 9:OO 2 NMI -02 UP
SOLID-CYANDIAMOND 1:OO 3.6NMI -10 DOWN
OPEN-CYAN DIAMOND 1l:OO 3.6 NMI 4-10
After test is complete, the "TCAS SYSTEM TEST OK" voice message should be audible.
After test is complete, the "TTR PASS" unit indicator should light.
If "TTRFAIL" indicator lights, check the other 'ITR lamps to identify the failure.
5.0 If an L-band suppression problem is suspected, check that a blanking pulse is applied from pin LBP-12
when the TTR transmits.
6.0 If a problem is suspected with the TCAS option straps, refer t o the wiring diagram for specific TTR
strapping. Strap fhctions me defined by notes.

5.11.2.98 VHF 1 Test Procedure
I Note 1
The two VHFs may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
If the AVlONICS STATUS page indicates a VHF COMM ANT 1fault, replace the number 1COM antenna.
Reflected power is abnormal.
I Note 1
When power is first applied to the VHF 1, a brief tone is applied to the aircraft audio system; if a
continuous tone is heard, replace the VHF 1.If two short tones are heard (any time the VHF 1is on), the
radio has detected a fault; go to step 1.0.
2.0 Display the LRU DIAGNOSTIC DATA page showing the VHF COMM XCVR 1word on the MFD. Select
the COM mode page on the left RTU, then push and hold the TST line key Check that the VHF COMM
XCVR 1 diagnostic word changes from 600001 to 400001, and then back t o 600001 after the TST key is
released. If middle digits are not zero, investigate the fault according to diagnostic word explanations.
3.0 Display the COM page on both CDUs. Use the left RTU and tune the COM 1radio to a local ground control
frequency. Check that both CDUS and the left RTU display this frequency The CDUs should show this
frequency on the ACTIVE line and displayed in green.
4.0 Request a radio check from the tower and verify proper transmit and receive operation. Ensure that the
microphone and aircraft audio system are functional. If test fails, check that an open circuit is applied to
VHF 1pin P1-14 (RX PORT A/B ENBL).
5.0 Set the 1RTU reversion switch to DSABL and push the $4 button on the right RTU (select COM 1).Use
the right RTU and retune the VHF 1;repeat the radio check. If test fails, check that a ground is applied
from the 1RTU reversion switch to VHF 1pin Pl-14 (RX PORT A/B ENBL).
If any of steps 3.0 through 5.0 failed, suspect the VHF 1 or an RTU. Swap VHF and RTU units as
necessary to isolate the problem.
6.0 Set both RTU reversion switches t o DSABL and check that the VH.F 1remains operational and tuned to
the tower frequency Use the left CDU and retune the VHF 1.If the radio does not respond, check that a
ground is applied to VHF 1 pin P1-7 (BURST TUNE) and check the LB-GP BUS 3 data bus. Then set both
switches to NORM.
7.0 Momentarily push the COM SQ button on the left RTU. Check that the COM audio becomes noisy while
the button is pressed. If test fails, suspect the RTU 1or the VHF 1.
8.0 Simdcomm reduces VHF COM receiver sensitivity while the other VHF COM radio is transmitting. If a
simulcornm problem is suspected, check that a ground is applied to pin PI-21(KEX) of the nontransmitting
radio.

5.11.2.99 VHF 2 Test Procedure
The two VHFs may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
1.0 Check the AVIONICS STATUS page and troubleshoot according to table 5-3,
If the AVIONICS STATUS page indicates a VHF COMM ANT 2 fault, replace the number 2 COM antenna.
Reflected power is abnormal.
1
x
1
When power is first applied t o the VHF 2, a brief tone is applied to the aircraft audio system; if a
continuous tone is heard, replace the VHF 2. If two short tones are heard (any time the VHF 2 is on), the
radio has detected a fault; go to step 1.0.
2.0 Display the LRU DIAGNOSTIC DATA page ,showingthe VHF COMM XCVR 2 word on the MFD. Select
the COM mode page on the right RTU, then push and hold the TST line key Check that the VHF COMM
XCVR 2 diagnostic word changes from 600002 to 400002, and then back to 600002 after the TST key is
released. If middle digits are not zero, investigate the fault according to diagnostic word explanations.
3.0 Display the COM page on both CDUs. Use the right RTU and tune the COM 2 radio to a local ground
control frequency Check that both CDUs and the right RTU display this fequency The CDUs should show
this frequency on the ACTrVE line and displayed in green.
4.0 Request a radio check from the tower and verify proper transmit and receive operation. Ensure that the
microphone and aircraft audio system are functional. If test fails, check that an open circuit is applied to
W F 2 pin P1-14(RXPORT A/B ENBL).
5.0 Set the 2 RTU reversion switch to DSABL and push the 34 button on the le& RTU (select COM 2). Use the
left RTU and retune the VHF 2; repeat the radio check. If test fails, check that a ground is applied from
the 2 RTU reversion switch to VHF 2 pin P1-14(RX PORT A/BENBL). Then set the switch to NORM.
If any of steps 3.0 through 5.0 failed, suspect the VHF 2 or an RTU. Swap VHF and RTW units as
necessary t o isolate the problem.
6.0 Momentarily push the COM SQbutton on the right RTU. Check that the COM audio becomes noisy while
the button is pressed. If test fails, suspect the RTU 2 or the VHF 2.
7.0 Simdcornm reduces VHF COM receiver sensitivity while the other VHF COM radio is transmitting. If a
simulcomm problem is suspected, check that a ground is applied to pin P1-21 (KEY) of the nontransmitting
radio.

5.11.2.100 VIR 1 Test Procedure
The two VIRs may be swapped with each other to verify aircraft wiring and to isolate a failed unit.
2.0 Tune the VIR 1to any VOR frequency such as 117.00 MHZ using the left RTU. Use the left CDU and select
VOR 1as the active NAV source and as the single-bar bearing pointer source. Select HSI format on the
ND/MFD 1. Select VOR 1format on the left SDU. Set 360-degree course on the PFDNDNFD 1 (using
CHP) and on the SDU 1(using lower-right knob).
The VIR 1supplies NAV data to the PFD/ND/MFD 1(through IAPS) on the L-VIR-1bus, and t o the SDU
1 (through SDD) on the L-VIR-2 bus. If NAV data is not displayed, check the appropriate bus.
3.0 Select the NAV mode page on the left RTU. Then push and hold the TST line key On the PFD/ND/MFD
1 check that the deviation bar zeros, TO indicates, and the single-bar bearing pointer is at 0 degree. On
the left SDU check that the deviation bar zeros, TO indicates, and that the marker beacon annunciations
cycle and flash. On the PFD 1also check that the marker beacon annunciations appear and cycle. A marker
beacon tone should be audible.
4.0 Tune the VIR 1 to any LOC frequency such as 110.10 MHZ using the left RTU.
5.0 Select the NAV mode page on the left RTU.Then push and hold the TST line key On the PFD/ND/MFD
I and the SDU 1check that GS deviation is 2/3 of full-scale down and that LOC (lateral) deviation is 2/3
of full-scaleright. Marker beacon annunciations also flashkycle.
1
6.0 Tune the VIR 1to a local VOR frequency using the left RTU and zero the course deviation on both the
PFD/ND/ MFD 1and SDU 1.Ver@ NAV audio ident. Check that course indications on the PFD/ND/MFD
1 and SDU 1agree and are reasonable. If test fails, check that an open circuit is applied to VIR 1pin PI-31
(RxPORT A B ENBL).
7.0 Set the 1RTU reversion switch t o DSABL and push the M button on the right RTU (select VOR 1).Verify
that course indications remain correct; check that the VIR 1responds to the right RTU. If the radio does
not respond, check that a ground is applied &om the 1RTU reversion switch to VIR 1 pin P1-31 (RxPORT
A/B ENBL).
8.0 Set both RTU reversion switches to DSABL and check that the VIR 1 remains operational and course
indications are correct. Use the left CDU and retune the VIR 1.If the radio does not respond, check that
a ground is applied to VI[R 1pin P2-8 (BURST TUNE)and check the LB-GP BUS 3 data bus. Then set both
switches to NORM.
9.0 If a problem is suspected with the VOR/LOC, GS, or MB receivers, inject valid signals into the antenna
inputs t o isolate a receivedantenna fault. A ramp tester is required to test marker beacon sensitivity
10.0 If glideslope compare (yellow boxed GS) or localizer compare (yellow boxed LOC) annunciate on either PFD,
test both VIR radios. These annunciations mean the glideslope or localizer deviation outputs from the two
VIRs do not agree.

5.11.2.101 VIR 2 Test Procedure
The two IQRs may be swapped with each other t o verify aircraft wiring and to isolate a failed unit.
2.0 Tune the VIR 2 t o any VOR frequency such as 117.00 MHZ using the right RTU. Use the right CDU and
select VOR 2 as the active NAV source and as the dual-bar bearing pointer source. Select HSI format on
the MFD 2 (if installed). Select VOR 2 format on the right SDU. Set 360-degree course on the PFD/MFD
2 (using CHP) and on the SDU 2 (using lower-right knob).
The VIR 2 supplies NAV data to the PFDMFD 2 (through IAPS) on the R-VIR-1 bus, and t o the SDU 2
(through SDD) on the R-VIR-:! bus. If NAV data is not displayed, check the appropriate bus.
3.0 Select the NAV mode page on the right RTU. Then push and hold the TST line key On the PFDMFD 2
check that the deviation bar zeros, TO indicates, and the dual-bar bearing pointer is at 0 degree. On the
right SDU check that the deviation bar zeros, TO indicates, and that the marker beacon annunciations
cycle and flash. On the PFD 2 also check that the marker beacon annunciations appear and cycle. A marker
beacon tone should be audible.
4.0 Tune the VIR 2 t o any LOC frequency such as 110.10 MHZ using the right RTU.
5.0 Select the NAV mode page on the right RTU. Then push and hold the TST line key. On the PFDMFD 2
and the SDU 2 check that GS deviation is 2/3 of full-scale down and that LOC (lateral) deviation is 213 of
full-scale right. Marker beacon annunciations also flashlcycle.
6.0 Tune the VIR 2 to a local VOR frequency using the right RTU and zero the course deviation on both the
PFDI MFD 2 and SDU 2. Verify NAV audio ident. Check that course indications on the PFDMFD 2 and
SDU 2 agree and are reasonable. If test fails, check that an open circuit is applied to VIR 2 pin P1-31(RX
PORT A B ENBL).
7.0 Set the 2 RTU reversion switch to DSABL and push the YZ button on the left RTU (select VOR 2). Verify
that course indications remain correct; check that the VIR 2 responds to the left RTU. If the radio does not
respond, check that a ground is applied from the 2 RTU reversion switch t o VIR 2 pin PI-31 (RX PORT A/B
ENBL).
8.0 If a problem is suspected with the VOR/LOC, GS, or MB receivers, inject valid signals into the antenna
inputs to isolate a receiverlantenna fault. A ramp tester is required to test marker beacon sensitivity
9.0 If glideslope compare (yellowboxed GS) or localizer compare (yellow boxed LOC) annunciate on either PFD,
test both VIR radios. These annunciations mean the glideslope or localizer deviation outputs from the two
VIRs do not agree.

~
5.12 GROUNDING AND HIRF GUIDELINES
d. Ground the shields of shielded wires a t both
The following paragraphs describe recommended ends, unless otherwise shown on the intercon-
methods and techniques for reducing the hazards of nect. Shields broken at bulkheads or terminal
high intensity radiated fields (HIRF). These are strips/J-boxes must be grounded at each end of
general recommendations that apply t o wiring their section ox' carried through on separate
modificationhepair as well as to new installations. pins. Shield ground wires should be no longer
These guidelines are illustrated on the system than 7.62 cm (3.0 in). Unless otherwise shown,
interconnect diagrams. connect all shield ground wires individually t o
ground (do not connect in series). Figure 5-11
a. Connect ac reference power using twisted- shows the recommended method for grounding
shielded pair wire. Connect the return to ground the shields of all types of shielded wires.
located at the respective circuit breaker panel or e. Keep configurationllogicjumper straps as short
return source. as possible. If strap wires (including remotely
b. Connect ac primary power using twisted-shield switched wires) are longer than 15.24 CM (6.0
ed pair wire. Connect return to ground located in), shield these wires according to step d.
at the respective circuit breaker panel or return f. Connect ac panel light power using twisted-
source. shielded pair wire. Connect dc panel light power
C. Individually connect LRU dc primary power using a single wire with airframe return (if the
return and chassis ground t o LRU airframe is normally used for dc power return).
mount/airframe ground using separate ground If the airframe is not used for the dc power
points. A single wire may be used for dc primary return, use twisted pair wire. If pulsed dc be-
power if the dc return through the airframe tween units is used for brightness control, use
ground is less than 10 milliohms, or if the total twisted- shielded pair wire.
return voltage drop is 0.5 volts or less. Other- g- Keep LRU chassis ground wires and LRU power
wise, use twisted pair wire with the return ground wires as short as possible, not t o exceed
connected at the LRU mounWairframe ground 15.24 cm (6.0 in).
and also connected to the ground return located
at the respective circuit breaker panel or return
source.
-SOLDER
_'i
SLEEVE
20 AWG. 7.62 CM (3.0 IN) LENGTH MAX

INSTALL HEAT SHRINK
SLEEVlNG OVER CONNECT SHIELD GROUND WRE TO
OUTER JACKET. UMT-XX GROUND BRACKET, AIRFRAME
GROUND OR CONNECTOR BACKSHELL.
LRU MOUNTS (AND CONNECTOR
BACKSHELLS AS REOUIRED) SHOULD
BE CONNECTED TO PRIMARY
STRUCTURE USING RF GROUND
STRAPS WITH A LENGTH TO WIDTH
RATIO OF NOT MORE THAN 5 TO 1.
REFERENCE DOT/FAA AC 43.13-1A
FOR GOOD BONDING JUMPER
INSTALLATION PRACTICES.
CGO-0876-01-AC- 1
Shielded Wire, Shield Grounding

Figure 5-24

5.13 SYSTEM INTERCONNECT DIAGRAM
I Figure 5-26 is an AMS-850 system wiring diagram.

I Figure 5-27 is an AMS-5000 system wiring diagram
Interconnect information is also provided in the
1 system schematic diagrams. Figures 5-26 and 5-27
I present this information in a consolidated format.
5.14 LRU MATING CONNECTOR PIN LOCA-

TIONS
Figure 5-28 (after the wiring diagram) shows a

mating connector pictorial for each (non-IAPS)LRU.
Each connector shows pin locations to aid trouble-
shooting effort. Pin functions are defined on the
interconnect and system schematic diagrams.

t'
GENERAL INSTALLATION/GROUNDING GUIDELINES

RE: HIRF/LIGHTNING AND HIGH ENERGY SOURCES.
@)AC REFERENCE POWER MUST USE TWISTED SHIELDED PAIR WIRE AS SHOWN WITH RETURN CONNECTED
TO GROUND LOCATED AT THE RESPECTIVE CIRCUIT BREAKER PANEL OR RETURN SOURCE.
@AC PRIMARY POWER MUST USE TWISTED SHIELDED PAIR WIRE AS SHOWN WITH RETURN CONNECTED TO
GROUND LOCATED AT THE RESPECTIVE CIRCUIT BREAKER PANEL OR RETLRN SCURCE.
QDC PRIMARY POWER RETURN AN0 CHASSIS GROUND AT LRU MUST BE INOlVlOUALLY CONNECTED TO
LRU MOUNT/AIRFRAME GROUND AS SHOWN USING SEPARATE G R O W POINTS. A SINGLE WIRE MAY
BE USEO AS SHOWN FOR DC PRIMARY POWER I F THE DC RETURN THROUGH AIRFRAME GROUND IS LESS
THAN IO MILLIOHHS OR THE TOTAL RETURN VOLTAGE DROP IS 0.5 VOLTS OR LESS. OTHERWISE
THE INSTALLER MUST USE TWISTED PAIR WIRE WITH RETURN CONNECTED AT LRU MOUNT/AIRFRAME
GROUND AND ALSO CONNECTED TO THE GROUND RETURN LOCATED AT T K RESPECTIVE CIRCUIT
BREAKER PANEL OR RETURN SOURCE.
@SHIELDS OF SHIELDED WIRES MUST BE GROUNDED AT BOTH ENDS UNLESS OTHERWISE INDICATED.
SHIELDS BROKEN AT BULKHEADS OR TERMINAL STRIPSlJ BOXES MUST BE GROWDED AT EACH EN0
OF THEIR SECTION I F POSSIBLE OR CARRIED THROUGH ON SEPARATE PINS. SHIELD GROUND
WIRES SHOULD BE 7.62 CH 13.0 I N ) OR LESS. ALL SHIELD GROUND WIRES NUST BE CONNECTED
INDIVIDUALLY TO GROUND ID0 NOT CONNECT I N SERIES), UNLESS OTHERWISE SHOWN. ACCEPTABLE
PREFERRED AND ALTERNATE METHODS FOR GROUNDING THE SHIELDS OF ALL TYPES OF SHIELDED
WIRES ARE SHOWN BELOW.
2.54 CM PREFERRED
1 1 .O I N . )
5.08 CMl2.O I N . ) MAX
INSTALL HEAT
20 AWG, 7.62 CY [ 3 .O I N . 1 MAX LENGTH
iSHRINK SLEEVING
OVER OUTER JACKET
AN0 SHIELDING CONNECT SHIELD GROUNO WIRE TO THE UMT-XX MOUNT GROUND BRACKET,
AIRFRAME GROUND, OR CONNECTOR BACKSHELL. PANEL OR PEDESTAL
MOUNTED LRUs DESIGNATED AS A HlRF VERSION AN0 LRU UOUNTS MUST
ALSO BE GROUNDED TO THE AIRCRAFT PRIMARY STRUCTURE THROUGH THE
PANEL, PEDESTAL, OR AIRFRAME MOUNTING SURFACE. REFER TO THE
I N D l V l W A L EQUIPMENT OUTLINE AN0 MOUNTING DIAGRAMS FOR PROPER
MOUNTING PREPARATIONS. NON-HIRF VERSION PANEL OR PEDESTAL
MOUNTED LRUs AND ALL LRUs MOUNTS MUST HAVE AN ADOITlONAL RF
GROUND STRAP, WITH A LENGTH TO WIDTH RATIO OF NOT MORE THAN
5 TO 1, CONNECTED FROM THE LRU CONMCTOR BACKSHELL OR THE LRU
MOUNT TO THE AIRCRAFT PRIMARY STRUCTURE TO COMPLY WITH HlRF
AND LIGHTNING REQUIREMENTS. REFERENCE DOTIFAA AC 4 3 . I j - l A
FOR GOOD BONDING JUMPER INSTALLATION PRACTICES.
ALTERNATE
7.62 CM ( 3 . 0 IN.1 MAX
B SOLDER
(6 : : :
26 . : 20 CM ( 3 .O I N . I MAX LENGTH
CONNECT SHIELD GROUND WIRE TO THE UMT-XX MOUNT GROUND BRACKET,

MOUNTED LRUs DESIGNATED AS A HlRF VERSION AN0 LRU MOUNTS MUST
INOIVIWAL EQUIPMENT OUTLINE AND MOUNTING DIAGRAMS FOR PROPER
MOUNTED LRUs AND ALL LRUs MOUNTS WST HAVE AN ADDITIONAL RF
GROUND STRAP, WITH A LENGTH TO WIDTH RATIO OF NOT MORE THAN
5 TO 1, CONNECTED FROM THE LRU CONMCTOR BACKSHELL OR THE LRU
MIUNT TO THE AIRCRAFT PRIMARY STRUCTURE TO COMPLY WITH HlRF
AND LIWTNING REQUIREMENTS. REFERENCE DOT/FAA AC 43.13-16,
NOTE: USE ALTERNATE METHOD ONLY WHEN THE PREFERRED METHOO ABSOLUTELY CANNOT BE ACCOMPLISHED
THE ALTERNATE METHOD PROVIDES LESS SHIELDING AN0 I T S EFFECTIVEMSS IS SUBSTANTIALLY REDUCED
AT RADAR AND HIGHER FREQUENCIES.
@MAKE CDNFIGURATION/LOGIC JUMPER STRAPS AS SHORT AS POSSIBLE, BUT NOT TO EXCEED 15.24 CM
16.0 I N . ) WITHOUT SHIELDING. STRAP WIRES LONGER THAN 15.24 CM 16.0 I N . ) INCLUDING
THOSE REMOTELY SWITCHED, SHOULD BE SHIELDED USING THE GUlDELlMS DESCRIBED I N NOTE D .
QUSE TWISTED SHIELDED PAIR WIRE FOR AC PANEL LIGHT POWER. FOR DC PANEL LIGHT POWER A
SINGLE WIRE WITH AIRFRAME RETURN MAY BE USED I F THE AIRFRAME IS NORNALLY USED FOR OC
POWER RETURN. I F THE AIRFRAME IS NOT USEO FOR THE DC POWER RETURN, TWISTED PAIR WIRE
SHOULD BE USED. I F PULSED DC BETWEEN UNITS IS USED FOR BRIGHTNESS CONTROL, TWISTED
SHIELDED PAIR WIRE SHOULD BE USED.
@ h DENOTES CHASSIS OR AIRFRAME GROUND. DENOTES GROUND STUD OR GROUND TERMINAL

&
FOR CHASSIS OR AIRFRAME GROUND. LRU CHASSIS GROUND WIRES MUST BE AS SHORT AS POSSIBLE,
NOT TO EXCEED 15.24 CH 16.0 I N I .
@ DENOTES POWER GROUND. % DENOTES GROUND STUD OR G R O W TERMINAL FOR POWER GROUND
LRU POWER GROUND WIRES CONNECTcO TO LRU MOUNT/AIRFRAME MUST BE AS SHORT AS POSSIBLE,
NOT TO EXCEED 15.24 CM (6.0 I N . ) .
QREFER TO 'GENERAL INSTALLATION PRACTICES DESIGN GUIDE-WITH CONSIDERATION FOR HIRFlLIGHTNlNG

AND HIGH ENERGY SOURCES", DWG NO. ACC-90-21, FOR FURTHER INFORMATION.
GENERAL NOTES :
QALL WIRING AND COMPONENT SELECTION MJST BE I N ACCORDANCE WITH FAA AC 43.13-IA AND
INOUSTRY ACCEPTED PRACTICES.
@ALL WIRING TO BE 22AWG, UNLESS OTHERWISE NOTED.
@WIRING IOENTlFlCATlON MAY BE AT OlSCRETlON OF INSTALLATION AGENCY
@CIRCUIT BREAKERS, TERMINAL STRIPS, AN0 ASSOCIATED HARDWARE MAY BE SELECTEO TO MATCH
LIKE COMPONENTS OF THE INDIVIDUAL AIRCRAFT.
Q RSVD
@ RSVO
UNLESS OTHERWISE NOTED, ALL INTERCONNECTING SHIELDED WIRES BETWEEN LRU'S SHALL HAVE
THEIR SHIELDS INDIVIDUALLY TERMINATED TO AIRFRAK G R O W EXTERNAL TO THE LRU'S. ALL
GROUND LEADS SHOULD BE AS SHORT AS POSSIBLE AN0 SHOULD TERMINATE NEAR THE CONNECTOR
TO THE AIRFRAME.
@ T I E POINTS ARE LISTED AS AN AID TO THE INSTALLER AND ARE REFERENCE INFORMATION ONLY
THEY 00 NOT REFER TO ANY INSTALLEO UNIT. TIE POINTS BEGINNING WITH A O(0XXXI ARE
APPLICABLE TO THIS DRAWING ONLY.
0
@ RSVO
Y
(NOTES CONTINUED ON SHEET 2 1

ch
ds
z
0 RSVD
@CONNECT PINS PIC-I AND PIC-7 TO AC POWER ONLY I F USlffi TTR-920 ICPN 622-8971-OXXI OR
PINS PIC-IO AND PIC-3 TO DC POWER ONLY I F USING TTR-920 (CPN 622-8971-IXXI.
@POWER TO FAN :
I F IISVAC, 400 HL POWER IS AVAILABLE AND CONNECTED TO THE AC POWERED TTR-920, CPN 622-8971-OXX,
THESE PINS CAN PROVIDE AC FAN POWER FROM THE TCAS COMPUTER TO POWER A RACK MOUNTED COOLING FAN.
NO FAN POWER, AC OR DC, IS AVAILABLE FROM THE DC POWERED TTR-920, CPN 622-8971-IXX.
@AURAL ADVISORY DISCRETE OUTPUTS:

THE AURAL ADVISORY DISCRETE OUTPUTS PROVIDE A GRDUM) TO INDICATE THE PRESENCE OF A
CORRECTIVE, PREVENTIVE OR TRAFFIC ADVISORY. ONLY ONE OUTPUT WILL BE ACTIVE AT A TIME.
THE ONE OF HIGHER PRIORITY DISPLACES ALL OTHERS. THE GROUND STATE IS DEFINE0 AS A
RESISTANCE OF LESS THAN ID OHMS OR A VOLTAGE OF 0 TO +3.5VDC. THE OPEN STATE IS
DEFINED AS A RESISTANCE OF MORE THAN IODK OHMS OR A VOLTAGE OF 18.5 TO 36VDC. THE
MAXIMUM CURRENT FLOW FOR THE AURAL ADVISORY DISCRETES IS 20MA. THE AUDIO TONE ENABLE
PROGRAM P I N DETERMINES I F THE GROUND LASTS I SECOND OR THE DURATION OF THE ADVISORY
[SEE NOTE 321.
@$VISUAL ANNUNCIATOR DISCRETE OUTPUTS:

THE VISUAL ANNUNCIATOR DISCRETE OUTPUTS PROVIDE A GROUND TO INDICATE THE PRESENCE OF
A CORRECTIVE, PREVENTIVE OR TRAFFIC ADVISORY. ONLY ONE OUTPUT WILL BE ACTIVE AT A TIME
THE ONE OF HIGHER PRIORITY DISPLACES ALL OTHERS. THE GROUND STATE IS DEFINED AS A
RESISTANCE OF LESS THAN 10 OHMS OR A VOLTAGE OF 0 TO t3.5VDC. THE OPEN STATE IS
DEFINED AS A RESISTANCE OF MORE THAN IOOK OHMS OR A VOLTAGE OF 18.5 TO 36VOC. THE
MAXIMUM CURRENT FLOW FOR THE VISUAL ANNUNCIATOR DISCRETES IS POD MILLIAMPERES.
@AUDIO OUTPUT GAIN PROGRAMMING, JUMPER TO GROUND AS FOLLOWS:
LOW LEVEL HIGH LEVEL PIF-7A 78

-
40 mW 4.0 W I I 1
20 mW 2.0 w 1 I O
IO mW 1.0 w I D 1
5 mW .5 w I O 0
2 . 5 mW 25 W 0 I I
I.25mW ,125 W 0 I O
.625mW ,0625 W 0 D l
8 0 mW 8.0 W 0 0 0
LEGEND: 0 JUMPERED TO PIF-7K

I = OPEN
QCABLES TO BE 50 OHM LOW LOSS ECS, 311201 OR EQUIVALENT.
@ANTENNA INSTALLATION :
MERE AN OMNIDIRECTIONAL ANTENNA IS INSTALLED ON T E BOTTW OF THE AIRCRAFT. ONLY
ONE CABLE [PIE-l TO ANTENNA P I 1 IS REQUIREO. NO CONNECTIONS ARE REQUIRED TO THE
UNUSED ANTENNA INPUTS P2, P3 AND P4.
@AIR/GROUND LOGIC DISCRETE INPUT :

THE ON-GROUND CONDITION IS DEFINED AS WEIGHT ON WHEELS WITH A GROUND [A RESISTANCE OF
LESS THAN IO OWS OR A VOLTAGE OF 0 TO +3.5VDCl AN0 THE AIRBORNE CONDITION IS DEFINED
AS AN OPEN (A RESISTANCE OF MORE THAN IOOK OHMS OR A VOLTAGE OF 18.5 TO 36VDCl.
@LANDING GEAR LOGIC DISCRETE INPUT:

THIS INPUT PROVIDES LAWING GEAR DOWN AND LOCKED IMORMATION TO THE TCAS TO COMPENSATE FOR
ANY CHANGES TO THE BOTTOM ANTENNA BEAM PATTERN WHEN A BOTTOM DIRECTIONAL ANTENNA IS USED.
THE RETRACTED CONOITIDN IS DEFINED AS AN OPEN [ A RESISTANCE OF MORE THAN IOOK OHMS OR
A VOLTAGE OF 18.5 TO 36VDCI. THE EXTENDED CONDITION IS DEFINED AS A GROUND [LESS THAN
ID DWS OR A VLOTAGE OF 0 TO t3.5VOCI.
@PERFORMANCE LIMIT DISCRETE INPUT:

THIS INPUT IS FROM AN EXTERNAL COMPUTER THAT CAN DETERMINE WHEN THE AIRCRAFT CANNOT
ACHIEVE A I500 FOOT PER MINUTE RATE OF CLIMB. WHEN THE INPUT IS A GROUND, THE
ALTITUOE LIMIT IS DETERMINED BY THE EXTERNAL COMPUTER AND PROVIDE0 TO THE TCAS UNIT.
WHEN THE INPUT IS AN OPEN, THE CLIMB IS LIMITED M E N THE ALTITUDE OF THE AIRCRAFT IS
ABOVE THE WORST-CASE VALUE SET BY THE AIRCRAFT ALTITUOE LIMIT PROGRAM PINS.
PIE-60 RELATIVE CLIMB

I INPUT I ALTITUDE I LIMITED - DETERNINEo By: I
~~~~ S: : - AIRCRAFT ALTITUOE LIMIT PROGRAM PINS 1
GND BELOW NO
I1 11 1:; 11
1 1 1 GND AEOVE YES - EXTERNAL CWUTER lFMS,PMSI, WHEN
ACTUAL I500 FPN CLIMB LIMITATION EXISTS I
tu
b
@AIRCRAFT ALTITUDE LIMIT PROGRAM PINS:
%
R THESE PROGRAM PINS SELECT THE CAN'T-CLIMB ALTITUDE I N 2000 FOOT INCREMENTS UP TO 62,000
FEET. JUMPER PINS PIE-6E THROUGH PIE-6J TO AIRCRAFT PROGRAM COKWON PIF-6K AS NECESSARY
TO PROGRM THE REQUIRED ALTITUOE. THE LIMIT SET BY THE PROGRAM PINS REPRESENTS THE
E WORST CASE CONDITION. I F NO JUMPERS ARE INSTALLED, THE ALTITUDE WILL BE ZERO FEET.
@DISPLAY STATUS DISCRETE INPUTS:

A GROUND A T THESE INPUTS INDICATES THAT THE ASSOCIATED RA OR TA DISPLAY IS CAPABLE
OF DISPLAYING THE RA AM) TA INFORMATION AND THAT THE DATA BUS IS ACTIVE. AN OPEN
INDICATES THE INABILITY OF THE ASSOCIATED DISPLAY TO PRESENT ADVISORIES OR THAT
THE DATA BUS IS INACTIVE. UNUSED INPUTS SHOULD BE CONNECTED TO DC GROUND.
I F THE SAME DISPLAY IS USED TO DISPLAY BOTH TA AND RA DATA, ITS STATUS DISCRETE OUTPUT
SHOULD BE CONNECTED TO BOTH THE TA AND THE RA DISPLAY STATUS DISCRETE INPUT TO THE
TCAS UNIT TO PROVIDE ACCURATE TCAS PERFORMANCE MONITORING. IEG. PIE-7E AND PIE-14C
WOULD BE TIED TOGETHER FOR THE N0.I 0ISPLAY.I
@ RA DISPLAY BUS NO. I AND No .2 OUTPUT :

ONE OF THE TWO RA DISPLAY BUS OUTPUTS MAY BE USEO TO INTERFACE WITH A DIGITAL FLIGHT
DATA RECORDER I F I T IS NOT USED TO PROVIDE THE DISPLAY OF RA ADVISORIES.
@ TCAS VALID DISCRETE OUTPUT:

THIS OUTPUT PROVIDES A TCAS STATUS WHERE INSTRUMENTATION MAY REQUIRE A MONITOR OF TCAS
STATUS. A GROUND INDICATES NORMAL TCAS OPERATION AND AN OPEN INDICATES A TCAS FAULT.
@RESOLUTION ADVISORY DISCRETE OUTPUTS:

THESE OUTPUTS ARE TO INTERFACE WITH AN ARlNC 573 FLIGHT RECORDER INCLUDING BOTH SHUNT
AND SERIES INPUTS. EACH DISCRETE DEFINES THE STATUS OF THE ASSOCIATED BIT (BITS 18 THRU 291
I N THE RESOLUTION ADVISORY WORD (LABEL 2 7 0 ) . THE MAXIMUM CURRENT FLOW THROUGH ANY DISCRETE
WIRE IS 20 MILLIAMPERES.
@CLIMB INHIBIT DISCRETE NO.1, N0.2, N0.3 AND ND.4 INPUTS:

FOUR DISCRETE INPUTS HAVE BEEN PRDVIOED TO INDICATE THAT THE AIRCRAFT'S CLIMB PEFORMANCE IS
LIMITED TO I500 FEET PER MINUTE. THE 1500 FOOT CLIMB INHIBIT FUNCTION OCCURS WHENEVER
INPUTS NO.l AND N0.2 OR INPUTS ND.3 AND ND.4 ARE TRUE IGROUNDl. ALL OTHER INPUT
COWINATIONS SHOULD NOT BE INTERPRETED AS A CLIME INHIBIT CONDITION. WHERE NECESSARY,
A CLIMB INHIBIT CAN BE GENERATED FROM A SINGLE INPUT BY WIRING TWO INPUTS [E.G. NO.l
AND NO .21 TOGETHER.
THESE INPUTS SHOULD BE TIED TOGETHER I F ONLY ONE IWUT IS USED, OR BOTH LEFT OPEN I F
THE CLIMB INHIBIT FUNCTION IS NOT USED.
@ADVISORY INHIBIT DISCRETE INPUT :

THESE PINS ARE PRDVIOED TO INHIBIT NORMAL TCAS OPERATION DURING OTHER HAZARDOUS CONDITIONS.
A GROUND AT INPUT NO.] WILL CAUSE THE UNIT TO GO INTO STBV (STANDBY1 MODE. A GROUND A T
INPUTS N0.2, N0.3 AND No.4 WILL CAUSE THE UNIT TO GO INTO THE TA ONLY MODE AND WILL INHIBIT
VOICE AND AURAL OUTPUTS. AN OPEN A T ALL PINS INDICATES NORMAL AOVISDRY/ALERT OPERATION. m3
AN INPUT A T N0.I WILL HAVE PRECEDENCE OVER INPUTS No.2, N0.3 AND N0.4. 5'
B I N C R E A S E CLIMB INHIBIT DISCRETE ND.1, N0.2, N0.3 AND ND.4 INPUTS:
3
3
FOUR DISCRETE INPUTS HAVE BEEN PROVIDED TO INDICATE THAT THE AIRCRAFT'S CLIMB REFORMANCE IS 0
LIMITED TO 2500 FEET PER MINUTE. THE 2500 FOOT CLIMB INHIBIT FUNCTION OCCURS NHENEVER 3
u) INPUTS NO.l AND ND.2 OR INPUTS N0.3 AND ND.4 ARE TRUE [GROUNDI. ALL OTHER INPUT
7 CDKIINATIDNS SHOULD NOT BE INTERPRETED AS AN INCREASE CLIMB INHIBIT CONDITION. WHERE 8
NECESSARY, A CLIMB INHIBIT CAN BE GENERATED FROM A S I N Y E INPUT BY WIRING TWO INPUTS
m 1E.G. N 0 . I AND N O 2 1 TOGEIHER.
m
0
N THESE INPUTS SHOULD BE TIE0 TOGETHER I F ONLY ONE IWUT IS USED, OR BOTH LEFT OPEN I F
v
INDTES CONTINUED ON SHEET 31

@@ CFDS DATA BUS IN/OUT :
PROVIDED TO INTERFACE WITH AIRCRAFT CFDS, I F INSTALLED,
QCONNECTION TO PROGRAM COMMON PIF-7K WILL I N H I B I T TCAS SELF TEST WHEN THE AIRCRAFT IS
I N THE A I R . WHEN LEFT OPEN SELF TEST IS NOT INHIBITED I N THE A I R .
@AUDIO TONE ENABLE PROGRAM P I N :

CONNECTION TO PROGRAM COMMON PIF-7K WILL CAUSE THE DISCRETE AURAL ADVISORIES [SEE NOTE 141
TO BE ACTIVE FOR 1 SECOND AFTER AN ADVISOTY IS ISSUED. WHEN LEFT OPEN THE DISCRETE AURAL
ADVISORIES ARE ACTIVE FOR THE DURATION OF THE ADVISORY.
@ GROUND DISPLAY MODE PROGRAM INPUT :

AN OPEN INDICATES THAT THE TCAS SHOULD DISPLAY ONLY TRAFFIC WHEN THE AIRCRAFT IS ON
THE GROUND AS INDICATED BY THE AIR/GROUND DISCRETE P I E - 5 K . CONNECTION TO PROGRAM P I N
COMMON PIF-7K INDICATES THAT THE TCAS SHOULD PLACE ITSELF I N THE STBY (STANDBY1 MODE
WHEN ON THE GROUND.
@DISPLAY ALL TRAFFIC PROGRAM INPUT :

AN OPEN AT THIS INPUT WILL RESULT I N THE T A INDICATOR DISPLAYING ALL TRAFFIC. CONNECTION
TO PROGRAM P I N COMMON PlF-7K WILL RESULT I N THE T A INDICATOR DISPLAYING ONLY T A , PROX
[THREAT TRAFFIC), AND, OPTIONALLY, OTHER TRAFFIC ONLY I F A T A OR RA I S PRESENT.
@THE TTR-920 WILL TRANSMIT I T S CURRENT SOFTWARE PART NUMBER OVER THE DATA LOADER BUS
OUTPUT WHEN THIS INPUT IS GROUNDED.
@ CABLE DELAY PROGRAM :

THESE PINS PROVIDE THE TCAS UNIT WITH THE AMOUNT OF DELAY DIFFERENTIAL BETWEEN TOP
AND BOTTOM ANTENNA CABLES [TOP DIRECTIONAL/BOTTOM OMNI ANTENNAS OR TOP/BOTTOM
DIRECTIONAL ANTENNAS). AN "0" IS DESIGNATED BY CONNECTING THE DESIRED P I N TO
PROGRAM P I N COMMON ( P I F - 7 K I .
CABLE DELAY PROGRAM SIGN
PlF-7G: 1 = ADD TIME DELAY TO TOP
0 = ADD TIME DELAY TO BOTTOM
CABLE DELAY
I I
1 1 0 TO 50 0
I I I I
I 1 1 0 I 5 1 TO 150 I 100 I
0 1 151 TO 2 5 0 200
0 0 251 TO 350 300
THE ROUND TRIP CABLE DELAY IS TWICE THE CABLE LENGTH I N FEET MULTIPLIED BY THE DELAY
I N NANOSECONDS/FOOT.
EXAMPLE :
GIVEN: TOP CABLE LENGTH: 75 FEET

BOTTOM CABLE LENGTH: 25 FEET
CABLE DELAY: I .54 ns/FT
PROCEDURE: I . SELECT TOP/BOTTOM CODE "0" TO ADD TIME COMPENSATION TO THE BOTTOM ANTENNA
(PIF-7G TO PIF-7K1,
2 . CALCULATE TIME COMPENSATION:
A . CABLE LENGTH DIFFERENCE: 75 - 2 5 = 50 FEET

B . CABLE DELAY : 5 0 X 2 X 1 .54 154 ns
C . SELECT CABLE DELAY : 151 TO 2 5 0 n s :
PIF-7H = 0 P I F - 7 J 1
D . CONNECT PIF-7H TO PIF-7K AND LEAVE P I F - 7 J OPEN.
@ DATA LOADER DATA BUS INIOUT :

PROVIDED TO INTERFACE TO AN AIRCRAFT ON-BOARD DATA LOADER SYSTEM
@DATA LOADER N O . l AND N 0 . 2 DISCRETE INPUT:

DATA LOADER MODE I S ENABLED BY GROUNDING DATA LOADER DISCRETE INPUT PlF-6A WITH P I N
PIF-6B LEFT OPEN.
@POWER OUTPUT [TOP AND BOT ANTENNA) GAIN PROGRAMMING, BASED ON INSERTION LOSS:
lo
lo
ru
I
INSERTION LOSS TOP ANTENNA BOTTOM ANTENNA
dB P I F - I O 8 PIF-IOA
~~~~
P I F - I O 0 PIF-10C
0 - 1 1 0 1 0
1 - 2 0 1 0 1
2 - 3 1 1 1 1
3 - 4 0 0 0 0
LEGEND: 0 = JUMPERED TO PIF-7K

1 = OPEN
No.1 N0.I P I 0 NO .2 No .2 P I 0 NO.l PI0 P/O N0.I NO. I TEW
ADC ACC ADC AD€ AHC-85E ICC-851 PFO MIWO PROBE TIE
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t28VOC AIR DATA STBY PWR f - - ----- 48
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AIRPLANE POWER
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CONFIGURATION STRAP E - 43
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a DIODES ARE CPN 353-2607-000, IN645 OR EQUlV
u) RELAYS SHDWN DE-ENERGIZED

? INTER-RELAY WIRING CAN 8E TWISTED-PAIR UNSHIELDED
m e OPTIONAL FL180 TEST SWITCHES TO EXERCISE FL180 RELAY
m
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- e ADC-8500-1I8 158191 LIFTS PIN 52-52,
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Beechjet 400A Avionics System,
AMs-850Interconnect Wiring Diagram

t'
PI0 P/O PI0 P/O P/O PI0 P/O PITCH ROLL YAW
ICC-851 ICC-851 ICC-851 ICC-851 ICC-851 ICC-851 APP-85 SVO-85C SVO-85B svo-85C
LR2 L/p4 RB2 L EI RE4 R EI PI
- PI
- E! PI
-
I I I I I I I I I I
I I I I I I I I I I
ELE SERVO MOTOR A ...!.......!....... !.......D I n4P (AWG I81 I I n P I
I I I I II I I I CW ROTATION, AS VIEWED
... ....... I I 111 A I FROM CAPSTAN EN), IS
ELE SERVO MOTOR B ! !.......!.......!.......D B
ELEENG-AH ......!
'11
;r; I
. ~ _ _ _ _ ~ ! . . . . . . . ! - - - ~ - - - J - - - - ~ - ~ ~ ~ ~ . . . - - ! - - - ~ ~ ~ - ~ ~
I
I
: *@;y{
I
FOR PITCH UP COMMAND
ELEENG-AL ....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I I O (ol-op

I I I
I I I I I I I I
SERVO MOTOR A ...!....... !....... !.......E I n4P (AWG 181 I I

Ru)
I II I I CY ROTATION, AS VIEWED
.......!..............- E
SERVOMOTOR8 ...!......- ! 1' I I FROM CAPSTAN EN), 15 FOR
Ru)
I I LEFT (LEFT PEDCCEI COMMAM)
Ru) SERVO 1ACH.A H ...!.......!.......8 n4P
K I I
L ...!.......!.......7 I I
RUD SERVO 1ACH.A !!'
tl2VDC POWER A - - - - - 2 5
RIGHT
LEFT ENGINE A ----- 55 ENGINE
ENGINE I
PRESS
PRESS
POWER RETURN A ----- 56 SENSOR
SENSOR
RIGHT ENGINE A - - - - - 39
POWER RETURN A - - - - - 38
I I I
IAPS POWER RETURN A - - 26 I I I
I I I I
I I
I I
I I
LEFT ENGINE B - - - - - - - - - - - - 55
I I
PRESS
I I
POWER RETURN B -----f - - - - - - - 56 SENSOR
SENSOR I I
I I -
RIGHT ENGINE B -----f-- - - - - - 39
I I WOOER
I
POWER RETURN B - - - - - f - - - - - - - 38 I I IBE I
I 1 -
IAPS POWER RETURN B - - f - - - - - - - 26 I I ON P I 0 CB207
I I I OOA
Ru) BOOST A W A - - - - 30
I I I -* t28VDC FCS-A lSHT 61
I I I P/O CB307
I I I OOA
Ru) BOOST ARM B - - - - - - - - - - - - 30
I I - 4 tZ8VOC FCS-8 ISHT 61
..................................... I
............................... OFF
I -N-
........ I
R u ) E N G A H .....................................
I
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2
___________
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28VDc ANN DIM BUS
DAU-650
PI
I I
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I
Rto BOOST REQUEST A - - 21
I
RtD BOOST REQUEST B ........- - 34
I I
OPTIONAL I
FLIGHT CONTROL SYSTEM NOTES : 0 MISTRIM INDICATOR: VALUE OF RESlSTOR IS OETERMINED DLRING CERTIFICATION;
REFER TO ACFT SIL'S FOR VALUES.
(o-r-oa SERVO ACTUATION: PITCH UP CUD - CW ROTATION

ROLL RT CUD - CCW ROTATION
YAY LT CUD - CW ROTATION
I I I I I I I
I I I I I I I
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ROLL TRIMPOKR OUT A ---------f ----- --8 1
- I I
I
ROLL TRIM CUD LEFT I t ) - - - - - ---- !- - - - - - - 41 K020-B2
ROLL TRIM CUD RIGHT It1 - - - - ---- !- - - - - - - 2 KO21-BZ
I ROLL TRIM
ROLL TRIM ARU RIGHT I t 1 - - - - - --- !- - - - - - - 40 KOZI-XI
I FAIL A
ROLL TRIM ARM LEFT [ + I - - - - - - --- f ------- I KOZO-XI
I A
I
ROLL TRIM FAIL A ANN 1-1 --- - - --- f ------ -4 t28VOC
I
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I
ROLL TRIM FAIL B ANN 1-1 ----- - - -f------- 43 t28VOC
I
ROLL T R l U
AWNCIATOR TEST IGNO = TEST1 - - - - - 50 ~ 363
-- ----- - - - - - - 53 0 FAIL B
ROLL TRIM CUD RIGHT 1-1 - - -
ROLL TRIM CUD LEFT 1-1 - - - - -- ----- - - - - - - 42
ROLL TRlN SIG EXTERNAL A H -- ------- -- -- - -9
ROLL TRlN SIG EXTERNAL A C - - -- ----- - - - - - - IO
ROLL TRIM SIG EXTERNAL B H -- ------- - - - - - - 48
R a L TRIM SIG EXTERNAL B c - - ------- - - - - - - 49
ROLL TRIM P R m 0 - - - - - - - ------- - - - - - - 11
ROLL TRIM p R m 1 - - - - - - - ------- - - - - - - 12
PI0 PI0 BEECH PITCH

ICC-851 ICC-85 I APP-85 TRIM T R I M ACTUATOR
LE2 Re2 PI
- INTFC JeZ5
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T R I M BUTTON d
(SHT 61
IAPS PROGRAM PLUG STRAPPING

~~
LEFT AND RIWT PROGRAM CONNECTORS ARE LOCATED I N THE UIDDLE OF EACH HALF OF THE ICC IAPS CARD CAGE (REFER TO FIGURE 1-2, SHEET 51.
JLNPER WIRES SELECT AVAILABLE OPTIONS. THE FOLLOWING CHARTS D E F I K THE IAPS PROGRAM OPTIONS THAT ARE SELECTED BY STRAPPING
CONMCTOR PINS TO GROUND. NOTE THAT LEFT AN0 RIGHT CONNECTORS ARE STRAPPED THE S A X .
WORD GROUP I WORD GROUP I 1
NOTES :
LEFTIRIGHT
1 . P I N 50 IS STRAP GROUND. LOGIC
OPT ION CONNECTOR
@LoGlC 0 = GROUND SELECTION TABLE @
PIN
@%FP:iTY:FINS 40 AND 391 IS COD. IO O=NONE . I=VLF 1
COUNT THE NNBER OF I ' S (OPEN'S1
O=NONE , l=GPSl
I N A WORD, AND STRAP PIN 40 OR 39
O'NONE I=VLFZ
I F NECESSARY TO MAKE THIS AN OW
[NOT EVEN) -EA. SNGLIDUAL N)IMFD O=SINGLE, I=DUAL
SNGLIDUAL DM O=SINGLE, l=DUAL
SNGLIDUAL ADF O=SINGLE, I=OUAL
SNGLlOUAL ADC O=SINGLE, I4UAL
EXTERNAL CLK 26 0-NONE , I=CLOCK
FMS
RXR ADAPTER 24 O=RTA-85X, I.RTA-84X
tlJ1 PARITY 40 ODD Q

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7 7 1 I I
.............. ?.......!......
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SELF TEST. ..............!............................... 7 +--?iF;
.......................
W,ELD - - - - - - - - - - - - - - - -!- !....... l 3 y
LOOPA+ ............... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1-9

LOOPA- .............................................. - 2
WIELD ................. ....... .......................
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LOOPB, ............... ?.......!.... ..................
LOOpB- ............... ? _ _ _ _ - - - ~ - - - - - - - - - - - . . . . . . . . . . - - 5
9 l E L D ................. ! - - - - - - - ! - - - . - . . . . . . - - - - - - - - - - . . . I ~
RADAR NOTES : ao-ol) USE 70 OM, CONSTANT IHPEDANCE TWISTED SHIELDED PAIR CAKE, CaLlNS PART NULBER 425-0215-020 IRAYCHEY PIN 105991. GROMD SHIELD AT THE RT-8X4 ANl AT NO.l Nl/UFD.
(lo-oa RADAR HIGH SPEED BUS WST BE PROGRESSIVELY DAISY CHAINED FROU THE VXR SOVRCE TO EACH INDIVIDUAL LOAD. THE BUS UJST NO1 BE DISTRIBUTED FROM A COUMON TERUINAL POINT
(0 T H LAST INSTRLMNT IN THE CHAIN MUST PROVIDE A NOUlNAL 78 OHI 8US TERMINATION LOAD.
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P/O PI0 P I 0 NO. 1 P/O NO. 1 PI0 No.2 PI0 P/O P I 0 N0.I P I 0 No.2
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RMT TUN DSBL -
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28VOC POWER --- - - - 4B I I I I I
E8VDC POWER - - - - - - 4C P I (AWG 181 I I I I Pg IOA&
BVDC POWER - - - - - - 40 N O 2 28VOC AIRCRAFT POWER
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POWER GND - - - - - - - 6A I I I I I +m
POWER GND - - - - - - - 6B I I I I I
POWER GND - - - - - - - 6C I
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POWER GND - - - - - - - 60 I I I I
FAN POWER H - - - - - - 7C A
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FAN POWER L - - - - - - 78 B I I I I
FAN MONITOR - - - - - - - - - -- - - - C
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CHASSIS GND - - - - - - 8A
CHASSIS GND - - - - - - 88
IAWG 201
CHASSIS GND - - - - - - 8C
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P I I I
28VDC LTG BUS H - - - - 80 503
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28VOC LTG BUS L - - - - 90
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115'4 LTG BUS H - - - - - 5A I 2008
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1I5V LTG BUS L - - -- - 7A I I I $ 2009
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- - - - - - ID h
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CONFIG 4 (4-TUBEI - - - - - - - ---- - - - - - - - - - - - - - - - - 6%
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CONFIG 3 - - - - - - - - 8H I I I I
CONFIG 4 - - - - - - - - 6K I I I I
CONFIG 2 - - - - - - - - IC I I I I
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LA-IOC-I A - - - - - - - 138
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LA-IOC-I B - - - - - - - 13A
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LB-IOC-I B - - -- - - - 9J ' 2023
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----------
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l h I OPTIONAL I
I I SWITCHES I
LINE ADVANCE - - - - - - 6G
PAGE ADVANCE - - - - - - 6F
JOYSTICK LT - - - - - - 5G
JOYSTICK RT - - - - - - 5F
I
JOYSTICK UP - - - - - - 5J FROM CHP (SHT 91 OR EXTERNAL JOYSTICK (DUAL FMSl
JOYSTICK ON ------ 5H 1- - - - - - - - - -I
JOYSTICK COM - - - - - - 9F
x-) Ix
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CHASSIS GROUND - - - - - - - - - - -40 7 7 7 1 40 1$7 I I I I
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1/2 SIDE STRAP - - - - - - - - - - -2 I 2 7 I I I I
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(13-01)
(13-04
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(D CL
6' ADF NOTES : (13-01) AIRCRAFT GROUND. THE INNER SHIELD IS CONNECTED AS SHOWN TO THE PINS OF THE ANT-462A/B
& AND COAXIAL CONTACT A T THE ADF-462 RECEIVER. 00 NOT CONNECT INNER SHIELD OF TRIAXIAL
r :3 JE'
0, 2. - CABLE TO AIRCRAFT GROUND.
THE STRAPPING CONFIGURATION TO BE OETERMINEO BY FLIGHT TESTING.
m CONNECTIONS SHOWN ARE FOR BOTTOM MOUNTED ANT-462A/B. FOR TOP MOUNTED ANTENNA, CONNECT AOF-462 P I - I 9 TO GROUND.
m
0
N0.I NO .2 P/O P/O
VW-422A VHF-422A ICC-851 ICC-851
u u LEI REI
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+28VOC POWER ------ - - - - - -37 7
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_ - - _ --37 -7
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1402
1401
1403
1452
1451
1453
1407
1408
4lRPLANE AUDIO SYSTEM
b(SHT 10,15,191
RCVR CWRESSOR OSEL - - - - - - - -9 7 cl,-ol>
VHF NOTES : o,-or) I F AIRCRAFT AUDIO SYSTEM CONTAINS AUDIO CWRESSOR, DEFEAT VHF-422A RECEINER AUDIO COIPRESSOR BY GRWNOING P I N 9
NO.1 P/O P/O P/O N0.I P/O No.1 PI0 N0.2 P/O NO .2
ALT-558 RAC-870 ICC-851 ICC-851 CW AAP CW AAP TIE
u e! LEI RE1 u El e! e! POlNTS
17- I
16 ~ 2
14 ~ 9
32 ~ 6
50 ___ 7
49 ~ 8
47 ~ I5
33 ~ 14
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CHASSIS GROUND ---------- -6
7 7 I I I I
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TDR-94/940 TOR-94/940 TOR-94/940 TOR-94/940 ICC-E51 ICC-851 POINTS
PI
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E18 - - 50 50
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817 - - 49 49
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El6 - - 48 48
815 - - 47
I W E - S STRAPPING OF THE APPROPRIATE
814 - - 46 I ADDRESS PINS, TO AWRESS COUION, I S
El3 - - 45
I DETERMINED BY THE AIRCRAFT "N' NUMBER
E12 - - 44 I DETAILS OF STRAPPING UAY BE OBTAINED
BII - - 43
I FROM THE LOCAL FAA OFFICE.
BIO - - 42
lu
co
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3
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3
n,
3
8
TCAS TCAS TCAS TCAS TCAS
RCVR/XUTR RCVR/XMTR RCVWXMTR RCVRlXMTR RCVR/XMTR
ITR-920 TTR-920 TTR-920 TTR-920 TTR-920 TOP ANT BOTTOM ANT TIE
PLC PLA B ' P PIE PLF TREl920 lRE~920 POETS
I I I I I I I I
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f TCAS R/T
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I15VAC 400HZ PRI POWER H - - - - - -0-- 1
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IISVAC 400HZ POWER C - - -------- 7
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IISVAC FAN OUTPUT C - ------- -- 9
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f TCAS R/T
I I I I I I
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*28VDc PRI POWER ---------- -- 10 NO. 1 28VDC ACFT PWR
---------- -- 3 I I I I I I I
DC POWER RETURN 7- 1 I I I I I I
I I I I I I I I
TCAS TCAS
RCVR/XMTR RCVR/XMTR
TTR-920 TTR-920 TIE
PLE PLF POETS
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- -- - - - - - - 13F @ I I
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- - - - - - - - 6E I I
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32000 FT - - - - - - - - 6J
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_ _ _ _ _ _ _ _ _ _ _ _ I
TTR-TA/RA-2 [SHT 9 1 [RIGHT DISPLAYS1
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N 0 . I RA DISPLAY 429 A - - - - - - - - - 13A
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NO.l RA DISPLAY 429 B - - - - - - - - -
138 1 I I
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N0.2 RA DISPLAY 429 B - - - - - - - - - I
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I I I I I I
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IISV L I G BUS H - -
- - - I2 '7' I I I I
1 1 % LTG BUS L - -- - - 14 I I I I
115y LTG Bus H - - - - - - Ix
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- - - - --- - - ---- --2 I I I I
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_I -------------- -,7 I I I
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I'
GENERAL INSTALLATION/GROUNDING GUIDELINES

RE: HIRF/LIGHTNING AND HIGH ENERGY SOURCES.
a AC REFERENCE POWER MUST USE WASTED SHIELDED PAIR WlRE AS SHOWN WlTH RETURN CONNECTED
TO GROUND LOCATED AT M E RESPECTIVE CIRCUIT BREAKER PANEL OR RETURN SOURCE. INDEX
a AC PRIMARY POWER MUST USE WASTE0 SHIELDED PAIR WlRE AS S H O W WITH RETURN CONNECTED TO SYSTEM SHEET
GROUND LOCATED AT THE RESPECTIVE CIRCUIT BREAKER PANEL OR RETURN SOURCE.
@ DC PRIMARY POWER RETURN AND CHASSIS GROUND AT LRU MUST BE INDIMDUALLY CONNECTED TO
LRU MOUNT/AIRFRAME GROUND AS SHOWN USING SEPARATE GROUND POINTS. A SINGLE WlRE MAY 9.1D.11.12.15
BE USED AS SHOWN FOR DC PRIMARY POWER IF THE DC RETURN THROUGH AIRFRAME GROUND IS LESS
THAN 1 0 MlLLlOHMS OR THE TOTAL RETURN VOLTAGE DROP IS 0.5 VOLTS OR LESS. OTHERMSE 17.18
THE INSTALLER MUST USE NYlSTED PAIR WlRE WITH RETURN CONNECTED AT LRU MDUNT/AIRFRAME 26.27
GROUND AND ALSO CONNECTED TO THE GROUND RETURN LOCATED AT THE RESPECTIVE CIRCUIT
BREAKER PANEL OR RETURN SOURCE. 5.7.8
@) SHIELDS OF SHIELDED WlRES MUST BE GROUNDED AT BOTH ENDS UNLESS OTHERWISE INDICATED.
SHIELDS BROKEN AT BULKHEADS OR TERMINAL STRIPS/J BOXES MUST BE GROUNDED AT EACH END
OF THEIR SECTION IF POSSIBLE OR CARRIED THROUGH ON SEPARATE PINS. SHIELD GROUND
WlRES SHOULD BE 7.62 CM (3.0 IN) OR LESS. ALL SHIELD GROUND WlRES MUST BE CONNECTED
INDIMDUALLY TO GROUND (DO NOT CONNECT IN SERIES), UNLESS DMERWlSE S H O W . ACCEPTABLE
PREFERRED AND ALTERNAlE METHODS FOR GROUNDING M E SHIELDS OF ALL TYPES OF SHIELDED
WlRES ARE SHOWN BELOW.
PREFERRED
2.54 CM
(l,o IN.) ,*v 5.08 CM(2.0 IN,) MAX
INSTALL HEAT SOLDER

SHRINK SLEEMNG SLEEVE
OVER OUTER JACKET
AND SHIELDING CONNECT SHIELD GROUND WIRE TO THE UMT-XX MOUNT GROUND BRACKET,
MOUNTED LRUs DESIGNATED AS A HlRF VERSION AND LRU MOUNTS MUST
20 AWG. 7.62 CM PANEL, PEDESTAL, OR AIRFRAME MOUNTING SURFACE. REFER TO M E
(3.0 IN.) MAX L E N G M INDIMDUAL EQUIPMENT O U n l N E AND MOUNTING DIAGRAMS FOR PROPER
MOUNTED LRUs AND ALL LRUs MOUNTS MUST HAVE AN ADDITIONAL RF
GROUND STRAP. WITH A LENGTH TO WlDTH RATIO OF NOT MORE THAN
5 TO 1. CONNECTED FROM THE LRU CONNECTOR BACKSHELL OR THE LRU
MOUNT TO THE AIRCRAFT PRIMARY STRUCTURE TO COMPLY WlTH HlRF
AND LIGHTNING REOUIREMENTS. REFERENCE DOT/FAA AC 43.13-lA
ALTERNATE
7.62 CM (3.0 IN.) MAX
r-
SOLDER
SLEEVE
2 0 AWG, 7.62 CM CONNECT SHIELD GROUND WIRE TO THE UMT-XX MOUNT GROUND BRACKET,
(3.0 IN.) MAX LENG AIRFRAME GROUND, OR CONNECTOR BACKSHELL. PANEL OR PEDESTAL
MOUNTED LRUs DESIGNATED AS A HlRF VERSION AND LRU MOUNTS MUST
ALSO BE GROUNDED TO M E AIRCRAFT PRIMARY STRUCTURE THROUGH THE
INDIMDUAL EQUIPMENT OUTLINE AND MOUNTING DIAGRAMS FOR PROPER
MOUNTED LRUS AN0 ALL LRUS MOUNTS MUST HAVE AN ADDITIONAL RF
GROUND STRAP, WlTH A LENGTH TO WIDTH RATIO OF NOT MORE THAN
5 TO 1. CONNECTED FROM M E LRU CONNECTOR BACKSHELL OR THE LRU
MOUNT TO THE AIRCRAFT PRIMARY STRUCTURE TO COMPLY WITH HlRF
AND LIGHTNING REOUIREMENTS. REFERENCE DOT/FAA AC 43.13-lA
NOTE
USE ALTERNATE METHOD ONLY W E N THE PREFERRED METHOD FOR ANY REASON IS IMPOSSIBLE. THE ALTERNATE METHOD
PROMDES LESS SHIELDING AN0 ITS EFFECTIVENESS IS SUBSTANTIALLY REDUCED AT RADAR AND HIGHER FREOUENCIES.
Q MAKE CONFIGURATION/LOGIC JUMPER STRAPS AS SHORT AS POSSIBLE. BUT NOT TO EXCEED 15.24 CM
STRAP WIRES LONGER THAN 15.24 CM (6.0 IN.) INCLUDING
(6.0 IN.) WITHOUT SHIELDING.
THOSE REMOTELY SWITCHED. SHOULD BE SHIELDED USING M E GUIDELINES DESCRIBED IN NOTE D.
Q USE TWlSTED SHIELDED PAIR WlRE FOR AC PANEL LIGHT POWER. FOR DC PANEL LIGHT POWER A
SINGLE WIRE WlTH AIRFRAME RETURN MAY BE USED I F THE AIRFRAME IS NORMALLY USED FOR DC
POWER RETURN. IF THE AIRFRAME IS NOT USED FOR THE DC POWER RETURN. WASTED PAIR WlRE
SHOULD BE USED. IF PULSED OC BETWEEN UNITS IS USED FOR BRIGHTNESS CONTROL. NYlSTED
SHIELDED PAIR WlRE SHOULD BE USED.
Q rf7 DENOTES CHASSIS OR AIRFRAME GROUND. DENOTES GROUND STUD OR GROUND TERMINAL
FOR CHASSIS OR AIRFRAME GROUND. LRU CHASSIS GROUND WlRES MUST BE AS SHORT AS POSSIBLE,
NOT TO EXCEED 15.24 CM (6.0 IN.).
Q DENOTES POWER GROUND. DENOTES GROUND STUD OR GROUND TERMINAL FOR POWER GROUND.
&
LRU POWER GROUND WlRES CONNECTED TO LRU MDUNT/AIRFRAME MUST BE AS SHORT AS POSSIBLE,
NOT TO EXCEED 15.24 CM (6.0 IN.).
REFER TO "GENERAL INSTALLATION PRACTICES DESIGN GUIDE-WITH CONSIDERATION

Q AND FOR HIRF/LIGHTNING
HIGH ENERGY SOURCES", DWG NO. ACC-90-21. FOR FURTHER INFORMATION.
Q REPLACEMENT OF R G - 5 8 COAX WlTH R G - 4 0 0 COAX. REPLACEMENT OF RG-214 COAX WITH R G - 3 9 3 COAX, AND
REPLACEMENT OF TIMES TR-58 TRlAXlAL CABLE WlTH PIC WlRE & CABLE SUPPLY L22DlTX TRlAXlAL CABLE
IS RECOMMENDED ON ALL NEW AIRCRAFT INSTALLATIONS. REFER TO ALL AMONICS SIL 2-92 FOR
ADDITIONAL INFORMATION.
NOTES:
Q ALL WlRlNG AND COMPONENT SELECTION MUST BE IN ACCORDANCE WlTH FAA AC 43.13-lA AN0
INDUSTRY ACCEPTED PRACTICES.
Q ALL WRING TO BE 22AWG. UNLESS OMERWISE NOTED.

Q WIRING IDENTIFICATION MAY BE AT DISCRETION OF INSTALLATION AGENCY.
CIRCUIT BREAKERS, TERMINAL STRIPS. AND ASSOCIATED
0LIKE HARDWARE MAY BE SELECTED TO MATCH
COMPONENTS OF THE INDIMDUAL AIRCRAFT.
Q RSVD 3
a,
5'
@ RSVD ib"
3
Q UNLESS OTHERWISE NOTED, ALL INTERCONNECTING SHIELDED WlRES B E M E N LRU'S SHALL HAVE a,
THEIR SHIELDS INDIMDUALLY TERMINATED TD AIRFRAME GROUND EXTERNAL TO THE LRU'S. ALL
GROUND LEADS SHOULD BE AS SHORT AS POSSIBLE AND SHOULD TERMINATE NEAR M E CONNECTOR 3
(b
TO M E AIRFRAME,
TIE POINTS ARE LISTED AS AN AID TO THE INSTALLER AND ARE REFERENCE INFORMATION ONLY.
THEY DO NOT REFER TO ANY INSTALLED UNIT. TIE POINTS BEGINNING WITH A D(DXXX) ARE
APPLICABLE TO THIS DRAWING ONLY.
h
-
v
(NOTES CONTINUED ON SHEET 2)
NOTES (CONTINUED FROM SHEET 1):
@ RSYD
@) RSM
@ OPTIONAL OVSPD TEST SWITCHES TO EXERCISE OVSPO RELAY.
@ OPTIONAL STIM MODE SMTCHES MAY BE INSTALLED FOR MAINTENANCE AID (ORIENTATION MRlFlCAllON
AND ATTITUDE, HEADING TEST VALUES TO AUXILIARY EQUIPMENT).
BOND EACH END OF OUTER SHIELD OF TRlAXlAL CABLE (TIMES, lR-58 OR EQUIVALENT) TO AIRCRAFT
GROUND. M E INNER SHIELD IS CONNECTED AS SHOWN TO THE PINS OF M E ANT-462A/B AND
COAXIAL CONTACT AT THE AOF-462 RECEIVER. DO NOT CONNECT INNER SHIELD OF TRIAXIAL
CABLE TO AIRCRAFT GROUND.
@ CONNECTIONS SHOWN ARE FOR BOITOM MOUNTED ANT-462A/B. FOR TOP MOUNTED ANTENNA, CONNECT
AOF-462 P1-19 TO GROUND.
@ USE 70 OHM. CONSTANT IMPEDANCE NnSTED SHIELDED PAIR CABLE, COLLINS PART NUMBER
425-0215-020 (RAYCHEM P/N 10599). GROUND SHIELD AT THE RT-8x4 AND AT N0.2 MFD.
THE SHIELD IS TO H A M A CONTlNUATlON SPLICE AT M E NO.l NO (OPTIONAL MFO).
@ RADAR HIGH SPEED BUS MUST BE PROGRESSIMLY DAISY CHAINED FROM M E W R SOURCE TO EACH
INDIMDUAL LOAD. THE BUS MUST NOT BE OlSTRlBUTED FROM A COMMON TERMINAL POINT. THE
LAST INSTRUMENT IN M E CHAIN MUST PROMOE A NOMINAL 70 OHM BUS TERMINATION LOAD.
STRAPPING MFD P1-15C TO P1-15A PROVDES PROPER TERMINATION.
@ IF OPTIONAL N0.2 ADF IS INSTALLED. M E SDD-640A ADF PORT SELECT P2-17 MUST BE
CONNECTED TO THE STRAP RETURN.
@ THE STRAPPING CDNFIGURATION TO BE DETERMINED B Y FLIGHT TESTING.
(@ IF AIRCRAFT AUDIO SYSTEM CONTAINS AUDIO COMPRESSOR. DEFEAT VHF-422A RECEIVER AUDIO
COMPRESSOR B Y GROUNDING PIN 9.
@ POWER SHUT OFF SWlTCH OR RELAY SHOULD BE PROWDED TO ALLOW REMOVAL OF STANDBY E A T E R Y
POWER W E N AIRCRAFT IS ON GROUND.
@) MISTRIM INDICATOR VALUE OF RESISTOR I S DETERMINED DURING CERTIFICATION

@ SERVO ACTUATION PITCH UP CMD - CW ROTATION

ROLL RT CMD - CCW ROTATION
ENG CLUTCH (+) I() I ( ) I C 1 E I M
RATE A (C) H L
RATE B (H) K J
RATE B (C) L H
v,
l
o
Y
U
c)
w
v
(NOTES CONTlNUED ON SHEET 3)
t'
@ CABLE TO BE 50 OHM LOW LOSS ECS, 311201 OR EQUIVALENT.
@ ANTENNA INSTALLATION
WHERE AN OMNlOlRECTIONAL ANTENNA IS INSTALLED ON THE BOTTOM OF THE AIRCRAFT. ONLY
ONE CABLE (LMP-1 TO ANTENNA P I ) IS REQUIRED. NO CONNECTIONS ARE REQUIRED TO THE
UNUSED ANTENNA INPUTS P2, P 3 AND P4.
@ RSVD
@ AURAL ADVlSORY DISCRETE OUTPUTS

THE AURAL ADVlSORY DISCRETE OUTPUTS PROVlDE A MOMENTARY GROUND (1 SECOND) TO INDICATE
THE PRESENCE OF A CORRECTIVE, PREVENTIVE OR TRAFFIC ADVISORY. ONLY ONE OUTPUT WlLL BE
ACTIVE AT A TIME. THE ONE OF HIGHER PRIORITY DISPLACES ALL OTHERS. THE GROUND STATE
IS DEFINED AS A RESISTANCE OF LESS THAN 1 0 OHMS OR A VOLTAGE OF 0 TO +3.5VDC. THE
OPEN STATE IS DEFINED AS A RESISTANCE OF MORE THAN lOOK OHMS OR A VOLTAGE OF 18.5 TO
3 6 M C . THE MAXIMUM CURRENT FLOW FOR THE AURAL ADVlSORY DISCRETES IS 20MA. W E N USING
THE AURAL ADVISORY DISCRETE OUTPUTS. CONNECT AUDIO TONE ENABLE PROGRAM PIN REP-70 TO
PROGRAM PIN COMMON REP-7K TO PROVIDE A ONE SECOND DELAY TO THE SYNTHESIZED VOICE
OUTPUT.
@ VlSUAL ANNUNCIATOR DISCRETE OUTPUTS

THE VISUAL ANNUNCIATOR DISCRETE OUTPUTS PROMDE A GROUND TO INDICATE THE PRESENCE OF
A CORRECTIVE. PREVENTIVE OR TRAFFIC ADVISORY. ONLY ONE OUTPUT WlLL BE ACTIVE AT A TIME.
THE ONE OF HIGHER PRIORITY DISPLACES ALL OTHERS. THE GROUND STATE IS DEFINED AS A
RESISTANCE OF LESS THAN 1 0 OHMS OR A VOLTAGE OF D TO +3.5VDC. THE OPEN STATE IS
DEFINED AS A RESISTANCE OF MORE THAN lODK OHMS OR A VOLTAGE OF 18.5 TO 3 6 W C . THE
MAXIMUM CURRENT FLOW FOR THE USUAL ANNUNCIATOR DISCRETES IS 200 MILLIAMPERES.
@ AIR/GROUND LOGIC DISCRETE INPUT (RMP-5K):

THE ON-GROUND CONDITION IS DEFINED AS WEIGHT ON W E E L S M T H A GROUND (A RESISTANCE OF
LESS THAN 1 0 OHMS OR A VOLTAGE OF 0 TO +3.5VDC) AND THE AIRBORNE CONDITION IS DEFINED
AS AN OPEN (A RESISTANCE OF MORE THAN lOOK OHMS OR A VOLTAGE OF 18.5 TO 36VDC).
@) CLIMB INHIBIT DISCRETE NO.l, N0.2, N0.3 AND N0.4 INPUTS (RMP-1J. RMP-13G. R B P - 5 J AN0 REP-5K):
FOUR DISCRETE INPUTS HAVE BEEN PROVIDED TO INDICATE THAT THE AIRCRAFT'S CLIMB PEFORMANCE IS
LIMITED TO 1 5 0 0 FEET PER MINUTE. THE 1500 FOOT CLIMB INHIBIT FUNCTION OCCURS WENEVER
INPUTS NO.1 AND N0.2 OR INPUTS N0.3 AND N0.4 ARE TRUE (GROUND). ALL OTHER INPUT
COMBINATIONS SHOULD NOT BE INTERPRETED AS A CLIMB INHIBIT CONDITION. WHERE NECESSARY,
A CLIMB INHIBIT CAN BE GENERATE0 FROM A SINGLE INPUT BY WRING TWO INPUTS (E.G. NO.1
AND N0.2) TOGETHER.
THESE INPUTS SHOULD BE TIED TOGETHER IF ONLY ONE INPUT IS USED, OR BOTH LEFT OPEN IF
@ INCREASE CLIMB INHIBIT DISCRETE NO.l. N0.2. N0.3 AND N0.4 INPUTS (REP-5E. REP-SF. REP-5G AND RBP-5H):
FOUR DISCRETE INPUTS HAVE BEEN PROVlDED TO INDICATE M A T THE AIRCRAFT'S CLIMB REFORMANCE IS
LIMITED TO 2 5 0 0 FEET PER MINUTE. THE 2 5 0 0 FOOT CLIMB INHIBIT FUNCTION OCCURS WHENEMR
INPUTS NO.1 AN0 N0.2 OR INPUTS N0.3 AND N0.4 ARE TRUE (GROUND). ALL OTHER INPUT
COMBINATIONS SHOULD NOT BE INTERPRETED AS AN INCREASE CLIMB INHIBIT CONDITION. W E R E
NECESSARY, A CLIMB INHIBIT CAN BE GENERATE0 FROM A SINGLE INPUT BY WRING TWO INPUTS
(E.G. NO.l AN0 N0.2) TOGETHER.
THESE INPUTS SHOULD BE TIE0 TOGETHER IF ONLY ONE INPUT IS USED, OR BOTH LEFT OPEN IF
PERFORMANCE LIMIT DISCRETE INPUT (RMP-60):

THIS INPUT IS FROM AN EXTERNAL COMPUTER THAT CAN DETERMINE W E N THE AIRCRAFT CANNOT
ACHIEVE A 1 5 0 0 FOOT PER MINUTE RATE OF CLIMB. W E N THE INPUT IS A GROUND, THE
ALTITUDE LIMIT IS DETERMINED BY THE EXTERNAL COMPUTER AND PROVIDED TO THE TCAS UNIT.
W E N THE INPUT IS AN OPEN. THE CLIMB IS LIMITED W E N THE ALTITUDE OF THE AIRCRAFT IS
ABOVE THE WORST-CASE VALUE SET BY THE AIRCRAFT ALTITUDE LIMIT PROGRAM PINS
(REFERENCE NOTE 32).
RMP-60 tELATIM
LKI: - AS DETERMINED BY:
INPUT ILTITUDE
BELOW NO
ABOM YES - AIRCRAFT ALTITUDE LIMIT PROGRAM PINS
BELOW NO
ABOVE YES - EXTERNAL COMPUTER (FMS.PMS), W E N

ACTUAL 1 5 0 0 FPM CLIMB LIMITATION EXISTS
@ AIRCRAFT ALTITUDE LIMIT PROGRAM P I N S

THESE PROGRAM PINS SELECT THE CAN'T-CLIMB ALTITUDE IN 2 0 0 0 FOOT INCREMENTS UP TO 62,000
FEET, JUMPER PINS RMP-6E THROUGH RMP-6J TO AIRCRAFT PROGRAM PIN COMMON RMP-6K AS
NECESSARY TO PROGRAM THE REQUIRED ALTITUDE. THE LIMIT SET BY THE PROGRAM PINS REPRESENTS
THE WORST CASE CONDITION. IF NO JUMPERS ARE INSTALLED. THE ALTITUDE WlLL BE ZERO FEET.
@ DISPLAY STATUS DISCRETE INPUTS (RMP-7E. RMP-7J. RMP-13E AND RMP-14C):

A GROUND AT THESE INPUTS INDICATES THAT THE ASSOCIATED RA OR TA DISPLAY IS CAPABLE
OF DlSPLAYlNG THE RA AND TA INFORMATION AND THAT THE DATA BUS IS ACTIVE. AN OPEN
INDICATES M E INABILITY OF THE ASSOCIATED DISPLAY TO PRESENT ADVlSORlES OR THAT
THE DATA BUS IS INACTIVE. UNUSED INPUTS SHOULD BE CONNECTED TO DC GROUND.
IF THE SAME DISPLAY IS USED TO DISPLAY BOTH TA AND RA DATA. ITS STATUS DISCRETE OUTPUT
SHOULD BE CONNECTED TO BOTH THE TA AND THE RA DISPLAY STATUS DISCRETE INPUT TO THE
TCAS UNIT TO PROMDE ACCURATE TCAS PERFORMANCE MONITORING. (EG. RMP-7E AND RMP-14C
WOULD BE TIED TOGETHER FOR THE NO.l DISPLAY.)
@ RA DISPLAY BUS NO.l AND N0.2 OUTPUT:

ONE OF THE TWO RA DISPLAY BUS OUTPUTS MAY BE USED TO INTERFACE WITH A DIGITAL FLIGHT
DATA RECORDER IF IT IS NOT USED TO PROVIDE THE DISPLAY OF RA ADVISORIES.
@ LANDING GEAR LOGIC DISCRETE INPUT (RMP-13F):

THIS INPUT PROVlOES LANDING GEAR DOWN AND LOCKED INFORMATION TO THE TCAS TO COMPENSATE FOR
ANY CHANGES TO THE BOTrOM ANTENNA BEAM PATTERN W E N A B O l l O M DIRECTIONAL ANTENNA IS USED.
THE RETRACTED CONDITION IS DEFINED AS AN OPEN (A RESISTANCE OF MORE THAN lDOK OHMS OR
A VOLTAGE OF 18.5 TO 36VDC). THE EXTENDED CONDITION IS DEFINED AS A GROUND (LESS THAN
10 OHMS OR A MOTAGE OF D TO +3.5VDC).
@ TCAS VALID DISCRETE OUTPUT (RMP-13K):

THIS OUTPUT PROVIDES A TCAS STATUS W E R E INSTRUMENTATION MAY REQUIRE A MONITOR OF TCAS
STATUS, A GROUND INDICATES NORMAL TCAS OPERATION AND AN OPEN INDICATES A TCAS FAULT.
@ RESOLUTION ADVISORY DISCRETE OUTPUTS

t
u THESE OUTPUTS ARE TO INTERFACE WITH AN ARINC 5 7 3 FLIGHT RECORDER INCLUDING BOTH SHUNT
tu AND SERIES INPUTS. EACH DISCRETE DEFINES M E STATUS OF THE ASSOCIATED BIT (BITS 1 8 THRU 29)
IN THE RESOLUTION AOMSORY WORD (LABEL 270). THE MAXIMUM CURRENT FLOW THROUGH ANY OISCRETE
WlRE IS 2 0 MILLIAMPERES.
@ ADVISORY INHIBIT DISCRETE INPUT (RBP-SA, RBP-5B, RBP-5C AND RBP-5D):

THESE PINS ARE PROVIDE0 TO INHIBIT NORMAL TCAS OPERATION DURING OTHER HAZARDOUS CONDITIONS.
A GROUND AT INPUT NO.l WlLL CAUSE THE UNIT TO GO INTO STBY (STANDBY) MODE. A GROUND AT
INPUTS N0.2. N0.3 AND N0.4 M L L CAUSE THE UNIT TO GO INTO THE TA ONLY MODE AND M L L INHIBIT
VOICE AND AURAL OUTPUTS. AN OPEN AT ALL PINS INDICATES NORMAL ADVlSORY/ALERT OPERATION.
AN INPUT AT NO.l WlLL HAVE PRECEDENCE OVER INPUTS N0.2. N0.3 AND ND.4.
@ GROUND DISPLAY MODE PROGRAM INPUT (REP-7E):

AN OPEN INDICATES THAT THE TCAS SHOULD DISPLAY ONLY TRAFFIC WHEN M E AIRCRAFT IS ON
THE GROUND AS INDICATED BY THE AIR/GROUND DISCRETE RMP-5K. CONNECTION TO PROGRAM PIN
COMMON REP-7K INDICAlES THAT THE TCAS SHOULD PLACE ITSELF IN THE STBY (STANDBY) MODE
WHEN ON THE GROUND.
(D
(D
N @ DISPLAY ALL TRAFFIC PROGRAM INPUT (RBP-7F):
AN OPEN AT THIS INPUT WlLL RESULT IN THE TA INDICATOR DlSPLAYlNG ALL TRAFFIC. CONNECTION
J.
m
m TO PROGRAM PIN COMMON REP-7K M L L RESULT IN THE TA INDICATOR DlSPLAYlNG ONLY TA. PROX
N (THREAT TRAFFIC). AND, OPTIONALLY. OTHER TRAFFIC ONLY IF A TA OR RA IS PRESENT.
n
-
w
v
(NOTES CONTINUED ON SHEET 4)

(@ CABLE D E L A Y PROGRAM ( R B P - 7 G . RBP-7H AND R B P - 7 J ) :

THESE P I N S PROVlDE THE TCAS U N I T WlTH THE AMOUNT OF D E L A Y DIFFERENTIAL BETWEEN TOP
AND B O l T O M A N T E N N A C A B L E S (TOP DIRECTIONAL/BOTTOM OMNl A N T E N N A S OR T O P / B O l T O M
DIRECTIONAL ANTENNAS). AN "0" IS DESIGNATED B Y CONNECTING THE DESIRED PIN TO
PROGRAM PIN COMMON ( R B P - 7 K ) .
I C A B L E D E L A Y PROGRAM SlGN I
RBP-7G 1 = ADD TIME D E L A Y TO TOP
0 = ADD TIME D E L A Y TO B O l l O M
I CABLE DELAY I
1 0 5 1 TO 1 5 0 100
0 1 I 1 5 1 TO 2 5 0 200
I D I 0 I 2 5 1 TO 350 I 300 I
M E ROUND TRIP CABLE DELAY IS TWlCE THE CABLE LENGTH IN FEET MULTIPLIED B Y THE D E L A Y
IN NANOSECONDS/FOOT.
EXAMPLE
GIVEN: TOP CABLE LENGTH: 7 5 FEET

B O l T O M CABLE LENGTH: 2 5 FEET
CABLE D E L A Y : 1.54 n s / F 1
PROCEDURE: 1. SELECT T O P / B O l l O M CODE "0" TO ADD TIME COMPENSATION TO THE BOTTOM A N T E N N A

( R B P - 7 G TO R B P - 7 K ) .
2. CALCULATE TIME COMPENSATION:
A. C A B L E LENGTH DIFFERENCE: 7 5 - 25 = 5 0 FEET

B. CABLE D E L A Y : 50 X 2 X 1.54 = 1 5 4 ns
C. SELECT CABLE D E L A Y : 1 5 1 TO 2 5 0 ns:
RBP-7H = 0 RBP-7J = 1
D. CONNECT R B P - 7 H TO R B P - 7 K AND LEAVE R B P - 7 J OPEN.
@ CONNECTION TO PROGRAM PIN COMMON R B P - 7 K M L L INHIBIT TCAS SELF TEST WHEN M E A l R C R A F l

IS I N THE AIR. WHEN LEFT OPEN SELF TEST IS NOT INHIBITED IN THE AIR.
@ D A T A LOADER D A T A B U S I N / O U T :
PROVlDED TO INTERFACE TO A N AIRCRAFT O N - B O A R D D A T A LOADER SYSTEM.
@) D A T A LOADER NO.1 AND N 0 . 2 DISCRETE I N P U T ( R B P - 6 A AND R B P - 6 8 ) :

D A T A LOADER MODE IS ENABLED B Y GROUNDING D A T A LOADER DISCRETE I N P U T R B P - 6 A WlTH PIN
R B P - 6 B LEFT OPEN.
@ CFDS D A T A B U S I N / O U T :
PROVIDED TO INTERFACE WITH AIRCRAFT CFDS, IF INSTALLED.
@ CONNECT PIN L B P - 1 0 TO D C POWER O N L Y WHEN USING TTR-920 (CPN 6 2 2 - 8 9 7 1 - l X X ) .
@ CONNECTOR PIN FIELD = SECTION ASSIGNMENT TABLE:
1 PIN FIELD I SECTION I

k
tu
@ THE TW-920 WlLL TRANSMIT ITS CURRENT SOFTWARE P A R T NUMBER OVER THE D A T A LOADER B U S
OUTPUT WHEN THIS I N P U T IS GROUNDED.
@ POWER OUTPUT GAIN PROGRAMMING, BASED ON INSERTION LOSS
INSERTION LOSS TOP A N T E N N A BOlTOM ANTENNA

dB RMP-108 RMP-1OA RMP-1OD RMP-1OC
0 - 1 1 0 1 0
1 - 2 0 1 0 1
2 - 3 1 1 1 1
3 - 4 0 0 0 0
LEGEND: 0 = JUMPERED TO R B P - 7 K
1 = OPEN
(@ AUDIO OUTPUT GAIN PROGRAMMING, JUMPER TO GROUND AS F O L L O W S
LOW LEVEL HIGH LEVEL RBP-7A 78 7 c
40 mW 4.0 1 1 1
20 rnW 2.0 1 1 0
10 m W 1 .o 1 0 1
5 mW .5 1 0 0
2.5 mW .25 0 1 1
1.25mW ,125 0 1 0
.625mW ,0625 0 0 1
80 m W 8.0 0 0 0
LEGEND: 0 = JUMPEREO TO R B P - 7 K
1 = OPEN
(D
h)
(D
@) UNLESS O T H E R M S E INDICATED, AN OPEN IS DEFINED AS A RESISTANCE OF MORE THAN 1 0 0 OHMS

bm
N OR A VOLTAGE OF 1 8 . 5 TO 36 VDC. A GROUND IS DEFINED AS LESS THAN 1 0 OHMS OR A
0
VOLTAGE OF 0 TO 3.5 VDC, OR A DIRECT CONNECTION TO A GROUND PIN.
-
P
v
1'
.. ............................. ............
POWER GROUND A .............
..........! A - p ( A W 16)
- I I I I I
FCS-A POWER L _ _ _ _ _ _ _ _ . . _I _
_____________ " I I I I ( A W 16)
POWER GROUND ---____----.-I..
.......... J I I I I I
16)
- I I I I I
I I 1 ( A W 16)
ROLL TRIM RELAY POWER A ... ........ ............ p !_-____-......__'______ >_
FCS-A POWER _ _ _ _ _ _ _ _ ______ __ ....
_ .
._....
.! .....
_ .....
_ .....
_ _
.. _ _13_ _ !
..____________! I I CAW 20) I
CHASSIS GROUND --------- --!-..

-..-
---..-..! ...
..- -..-
...!..............!............
I
I I I I I I
I I I I I I I
I I I I I I I COPILOT
SYNC sw 8 .............
..............-! .!............ 3 5 I I I I
I I I I
I I I I I I I
I I I I I I I
I I I I I I I
PITCH TRIM RELAY POWER B _..! ...
_____ _....
_...
_....
_ ....
!.._ _...
_....
N.! I
I
I I I I I I
POWER GROUND B .......... ?..._.I ...............I............. A -(AWG 16) I I (SHT 7)
- I I
FCS-B POWER ............ .?. .............?. ............_ ?............. H I I
POWER GROUND 8 .......... ? _ _ _ _ _ _ _ _ _ _ _ _ _ _ _.I._............I.. ........... I I
J -(AwG 16)
- I I
I I I I I I I
..-!
............. -!
..............!............ R I I I ( A W 16) I
R m L TRIM RELAY POWER B
I I I I
FCS-8 POWER .............!_ _ . . _ _..
_ ....
..._ _...
_ _
..! ....
..._ _ ....
..._ !!............ 10 I I ( A W 20) I
I I I
I I I I I I I I
I . I I I I I
YAW TRIM RELAY POWER A -,--I------------
USED f I I I I I
YAW l R l M RELAY POWER 8 --- -;- - - - - - - -.
.-.
:} I I I I I
I I I I I I I
F--------- I I I I
ENWRONMENTAL P O M R A - - - - - ! - - - I (AW 16) I NO.l + 2 8 W C
I I I I I
ENVIRWMENTAL GROUND A G -(AW 16)
- I I I I 1
I I I I I I I I
I I I I I I I I
__I..
fMS-8 POWER ............-!..............!.............-!............K I I I lAWG 16) I 1 - N0.2 +28WC

POWER GROUND ............ _ _ _ _ _ ....
_....
_..._ ....
...!_ _ ....
..._ _.L _
_ p (_
A W G! 16) I I I I
- I I I
POWER GROUND ............ ?_............ M -....... .I
............. I I I I
- I M - I I I I
POWER GROUND ........... -_I. ............ U ................
I...... I I I I
I I I I I I
115V LTG Bus H '............. 10
115V LTG BUS H
115v LTG BUS L ... ...._I...............I..............._I........ I............. 11 +FfF;;;; 115V LTG BUS L
I I I I
I I I I 1x
115v LTG 8"s H .............................. 1............................. !............. I
2003
I
-115V LTG BUS ti
(15V LTG BUS L .............................. 1............................. _I_. ........... 2004 ~
I
c'' l15V LTG BUS L
I x
' + 2 8 W C LTG BUS H ......... ............................. 1........................... 1 6 6 507 -28WC LTG BUS H
+28WC LTG BUS L ..-_--_.-L--_____.--------------------.!.------.-------------.----- 4 7 7
I I 28VOC LTG BUS L
I
YD ENG L E E R UP A - - - - - - - 31 26
L-MSP-1 ............. 1, I
" -' 24
L-MSp-1 L _ _ _ . _ 16 _ _ _ _ _ _ _ _ I I
U 23
I
I I
I I
I I
I I
I I
I I
I I
I I n
I I H +2BWC
I I
I PITCH TRIM
FAIL B
I I n
I I I I H
29 TRIM FAIL ANN A --------- 42 I I I 1
+28WC
PITCH TRIM
FAIL A
." .- - I
..................................... 32 24
........................................ I I
50 29
I I
32
I I
..........................................................................46 I
9
.......................................................................... 44 9
.......................................................................... 50 B
.......................................................................... 48 8
I
......................................................................... 41 17
XFER A" 8 ......................................................................... 40 I
- 18
WRB ANN A ........................................................................................ 17
A
XFER ~ N N ........................................................................................ I8
(SHT 12)
(SHT 12)
RSM)
RSM)
(SHT 13.14.17)
(SHT 13.14.17)
(SHT 14.15.31)
(SHT 14.15.31)
(SHT 8.19.24.28)
(SHT 28)
RSM)
RSM)
(SHT 18)
(SHT 18)
(SHT 19)
(SHT 20)
(SHT 16)
(SHT 16)
(SHT 21)
(SHT 21)
(SHT 25)
(SHT 25)
(SHT 24)
(SHT 24)
RSM)
RSM)
(SHT 31)
SHT 31)
SHT 10)
NOTES <os-oo IF INSTALLING COMBINED KF/GPS SENSOR Ct4 LEFT SIDE. CONNECT SENSOR
CUTPUT TO BOTH L-MF-1 AND L-CPS-1 PINS.
<08-02) IF INSTALLING COMBINED KF/GPS SENSOR ON RIGHT SIDE, CONNECT SENSOR

OUTPUT TO Born R-KF-i AND R - w s - i PINS.
t'
P/O P/O P/O P/O P/O P/O P/O PITCH ROLL YAW
IAPS IAPS IAPS IAPS IAPS IAPS APP-85 svo-85C svo-858 SVO-85C TIE
LfE2 RE2 LE1 L@
,4 R k 4 RE1 P l P l P l P l POINTS
n I
ELE SERVO MOTOR A ________I__ .... ...... ..
I I { CW ROTATION. AS MEWED
ELE SERVO MOTOR B ........L ......I.......!.......!..... I FROM CAPSTAN END, IS
I I FOR PITCH UP COMMAND
E L E E N G - A H ............. ...... ....... ....... ...... ..... I I
I I
ELE ENG-A L .............. .......!..............!.....
!._____!______!_______!
I I I I
I I I I I I I I I I
I I I I I
ELE X R V 0 T A C H - A H ....... .....
ELE SERVO TACH-A L ....... ..... I I I I I
I I I
ELE Y R V O TACH-8 H .......!...... .
I..... ....... I I I
ELESER V O T A C H - B L - - - - - - - ! ...... .......
_____.! I I I
I I I I
GROUND ...........!__._.!. . .I ..............
........I_____..! I I
I I I I I
AIL SERV0 MOTOR A _.._I._ ...?_......!..... I I
I I I
AIL SERVO MOTOR B _ _ _ _ _ _ _ _ _ I ...
.......I.......!. _ _ _ _.._ _ ! I I I
I I I
I
I
............. ....... ....... ...... .............. .....
I I
I I I I I
AIL SERVO 1ACH-A H ...... ..... I I I I I
I I I I I
AILSERVOTACH-AL ....... ...... .....
I I I I
..... ...... ............ I I
I I
.............. ....................
I I
...... ....... ...... .............. ........................... p I
I I I
RUD SERVO MOTOR A ........J ......!....... ..... 1 n6P (AWG 181 I I
I I I CW ROTATION, AS MEWED
......_I. ........... I I FROM CAPSTAN END, IS FOR
RUD SERVO MOTOR B ........L .....-!
I I I I I LEFT (LEFT PEDDLE) COMMAND
I I ,-%
RUD SERVO TACH-A H .......J.. ... ... J
.... I I
RUD SERVO TACH-A L .......J .....
I I I
RUD SERVO TACH-B H .......L ......!................................... I
RUD SERVOTAcH - B L .......L _ _ _ ...
_....
_....
_ .....................
...! I
I
GROUND ............ I......
I I
I I I
C l 2 W C POWER A -------- 25
I I I
A_ RIGHT
I I I
LEFT ENGINE A ---------- 55 ENGINE
ENWNE I I I
PRESS
PRESS I I I
POWER RETURN A - - - - - - - - 56 SENSOR
SENSOR I I I
I I I
RIGHT ENGINE A ---------- 39
I I
I I
POWER RETURN A - - - - - - - - 38
I I
IAPS POVER RETURN A ----- 26 I I I I I
I I I
I I I I I
I I
I I
I I
I I
I I
I I
I I
I
I
I
IAPS POWER RETURN B ------f---- 26 I I I
I ON I I CB207
I I I
RUD BOOST ARM A ------- 30 I
I I -0 I I + 2 8 M C FCS-A (SHT 5 )
I I I I I
C8307
I I I
RUD BOOST ARM B - - - - - - - - - - - - - - 30
RUD ENG A ................................................................

I
I
I
!..........................................
I
-0
m
QLG
OFF
I
I
l
I
-
I
I
I
I
I
-
G2+- + 2 8 W C FCS-8 (SHT 5)
RUD ENG A H ................................ ..............................

11 I I
It l4 1 I I
2 8 M C ANN DIM BUS

ACTIVE
I
I
I
I I I
I OPTIONAL I I
1- - - - - - - - -1 I
1 ' }I: (SHT 13)
FLIGHT CONTROL SYSTEM NOTES: MISTRIM INDICATOR VALUE OF RESISTOR IS DETERMINED DURING CERTIFICATION:
SERVO ACTUATION PITCH UP CUD - CW ROTATION

ROLL RT CMD - CCW ROTATION
YAW LT CMD - CW ROTATlON
I 1
SV0-85( ) -8SA -858 -85C
ENG CLUTCH (+) ( ) ( ) C E M

p/o p/o
IAPS IAPS TRIM llE
L/33 R,&3 INXF POINTS
I I I
I
I I
P /o P /o BEECH PITCH
IAPS APP-85 TRIM TRIM ACTUATOR
RL2 P l INEC JqY
I I
PITCH TRIM POWER B (IN) ....................!. .......................... 62 I I I
TRIM POWER B .__________..........~~-I ............................ 66 I I I
...................... ........................ I I
PITCH up CMD . 65 K112-X1
I I
PITCH TRIM POWER OUT A - - - - - - - - - - - - - - - - - - 66 I
PITCH TRIM ON CUD . ...................... 65 I I
K111-XI
I I I
PITCH TRIM POWER A (IN) . - - - - - - - - - - - - - 6-2- - - .
PITCH TRIM RAE A L ..................... 47 I I I I (WT 7, CB207)
PI,CH TRIM R A E 8 L ................................................... 47
PITCH TRIM RATE A .....................
" 48
PITCH TRIM RAE B H . .......................
V I I Y E
If7 rt7 --______------
MAN TRIM DlSENGAE B ..................... !____________........_________I ............. K059-C1
I I
MAN TRIM DISENGAGE A ..................... !............................. ............. j
PITCH TRIM ARM DN ....................... 63 rVI
-4-
I I
K069-X1
I I
I I I
PITCH TRIM ARM up .................................................... 63
I I
I REFERENCE I
TRIM BUTTON K058-CI 1- - - - - - - - - - - - - -1
(SHT 5)
p/o p/o GLOBAL GLOBAL p/o p/o p/o

DELI DBU DMU DMU IAPS IAPS IAPS CONFIG TIE
E pz Pl
- P2
- LE2 LLP3 RLP3 MEULE POETS
I I I I I I I I I
I I I I I I I I I
I I I I I I I
2BWC POWR IN .-----. 8 NO1 28VDC
I I I I I I I ZA
POWER GROUND - - - - - - - D -(AWG 20); AIRPLANE P O E R
- I I I I I I I
I I I I I I I
2 8 M C POWER I N - - - - - - - T THIS INPUT IS OPllONAl
I I I I I I I 2A
POWER GROUND-------- R -(Ab% 20); I I I I
_ I I I
+28v D N . ......................... I-........... 67 I I I I I I
I I I I I I
+28V D N ........... -L .............1............68
............ I I I I I I
+28V ? ~ - - ~ ~ - ~ ~ ~ ~ . . . l . . . . . . 6. 9. . . . .
--!. ........................ I I I
+28v AIRCRAFT POWER. .._I__ ..........
+ 28VAIRCRAFT p o wR . - - _I. ............. !............. ...........
! I I
DC R E NR N - - - - - - - - - - - - ! ............. ........... I I I I
- I I I I
DC R E N R N - - - - - - - - - - - - I..............L _____
..._ ....
..._ _. _____! I I I I
I I I I I I I
I DMU ANT
I I I
DBU-1 RS422 A - - - - - - - FF I
I
DBU-1 RS422 E - - - - - - - GG '" I I
2 7 I I rx
L-FMS-5 RS422 A - - - - - DD
I
I^f I I
L-FMS-5 RS422 E - - - - - CC
x, I I x, I
I , , I , ,
... ......... ............

!_______________.______________________! I nap
L-FMC-6 429 A _ _ _ . _ _ _ _ _ ! 1 - I #
L-FUC-6 429 B........ !.............!...................................... !............ (SHT 10) ;::)
I 1 - L 1904
-@'
I I
DBU-2 422 A - - - - - - - - - BE
I 14 I I I I
DBU-2 422 8 - _. _ - __p ___ I I I I
I I I
27 I
R-FMS-5 RS422 A - - - - - - V_ "'
I" I I I I
R-FMS-5 RS422 E - - - - - - EE
I I I I
R-FM c-6 429 A _ _ _._ ._ __ __ __
rx...
._ _ ...
.! _....
_....
_....
_....
_....
_....
!...... !_ _ _ _ _ ..._
..._....
_.._ n
22 _nap. _ _ ! 1905
1906} (SHT 10)
R-FMC-6 429 B ........I..
...........!..................................... .............!............ 2 4 I 11
-! Ilb
I I rx L 1907
I
DBU-3 RS422 A - - - - - - - AA 41
I I
DBU-3 AS422 E - - - - - - - _N 40
I I
I I I
L-MDC-3 RS422 A - - - - - 29
I I I
L-MDC-3 RS422 E - - - - - _W 28
I I I
R+- y c - 7 429 A ..................... 13 fiap I I
R-FUC-7 429 8 ..................... 14 111 I I
I I
XI I
27 I
LB-CP-3 429 A .
.................... 45 I
2016
LB-Gp-3 429 B .
.................... I I ;I
46 2017 (SHT 6)
I
XI I
2018
}
R-CDU- 2 429 A ..................... 28 I
I
5 R-CDU-2 429 B ..................... 29 111 I $ 2642
m I 2643) (SHT 12)
rx 'L 2644
N I
2 L-FMc-, 429 A ..................... 11

m L-FUC-7 429 ..................... 12 14 34
Y rx
I
1'
NO.1 NO.l N0.2 NO.l NO.1 NO. 2

PFD-871 PFD-871 PFD-871 MFD-871 MFD-871 MFD-871 CHP - 850 nE
P1
- P2 (MANT) P1
- PI
- P2 (MAUNT) P1
- P1
- POIXS @
I I I I I I I
I I I I I I I
I I I I I
+ 2 8 W C NO.l PFD POWR - - - - - 4A
I I I I I I
+ 2 8 W C NO.1 PFD POWR - - - - - 48 1 PFD
I I I I I I
+ 2 8 W C NO.1 PFD POWR - - - - - 4C (AWG 18)
I NO.l +28VDC
+ 2 8 W C NO.1 PFD POWR - - - - -
POWR GROUND - - - - - - - - -
40
6A
7 I
I
I I I
I
I
I
I I AIRPLANE POWR
I I I I I I
POWER GROUND - - - - - - - - - 68
I I I I I I
POHER GROUND - - - - - - - - - 6C
I I I I I
POWER GROUND - - - - - - - - - 6D
I I I I
+ 2 8 W C FAN POWER H - - - - - - 7C A I I
7c A
+ 2 8 W C FAN POWER L - - - - - - 7 8 B 78 E I I
FAN MONITOR - - - - - - - - - - - - - - - - -- C I I
C
I I
REV
CHASSIS GROUND - - - - - - - - - 8C 8C
I I I I
I I I I I
I I I
I I I I
OII-9
(01) 3Z88L-266
11 rI rI r r W W
00 I 1 I I
0 0 nn
N
I N
I 11 22 gI
0 0 0 0 0 0
mI mI I t I I
e* N N w u
N
N Q
Q
P P N
P N
P N
P N
P
N Q
Q N
W D Q W (0-
D
I
, I
N N
n o - - - - - - - - - - - _,_,_-_-________ m m
. I
o n
3 )3+
I
r V
; 4-5 Q-5 I
4
N mN m m m
U +..m v v v
v ..+
t'
N0.2 N0.2 NO. 2 N0.2

PFD-871 PFD-871 MFD-871 MFD-871 CHP-850 llE
-P1 P 2 (MOUNT) P1
- P 2 (MOUNT) P1
- POETS
I I I I
I I I
I I I
I I I I
I I I I
I I
+28M)C N0.2 PFD P O W E R - - - - - - - - - - - 4A
I I I I
+28VDC N0.2 PFD P O W E R - - - - - - - - - - - 48 2 PFD
+28VDC N0.2 PFD POWER- - - - - - - - - - - 4C
I I I I I N0.2 +28VDC
+28VDC N0.2 PFD P O W E R - - - - - - - - - - - 4DAM
(;!
POWER GROUND ................... 6A I I I I %P- AIRPLANE POWER
POWER GROUND ...................6 8 I I I I
I I
I I
I I
+28VDC FAN POWER H - - - - - - - - - - - - - - 7C A 7c A
+28VDC FAN POWER L - - - - - - - - - - - - - - 78 8 78 8
FAN MONITOR ................................... C C
I I
+28M)C N0.2 MFD POWER ............ . ..............................
! 4A I I
I I
+28VDC N0.2 MFD POWER ........... -!............................... 48 2 MFD
I I
+28"DC N0.2 MFD POWER ............!. .............................. 4c
.............................. 4D I I N0.2 +28VDC
+ 2 8 W C N0.2 MFD POWER ............1.
POWER GROUND ..................._I. ..... ........................ 6A I I AIRPLANE POWER
POWER GROUND -.._..-_____________I_.. .
...
...
...
...
...
...
...
...
... I I
68
POWER GROUND ..................._.I ............................ 6C I I
.............................
P O W R GROUND .................._I. 60 I
I
I
I
-
I I
(-ONFIG .
3 ...
...
...
...
...
...
...
. 8H 8H I I
I I
CONFIG 4 ........................ !............................... 6K I I

I
I I I
CONFIG 4 ....................... 6K I I
I I
I I I I
...
...
...
...
...
...
...
. I I I
CONFIG 2 . 1C 1c
I
I 21%A
I I I
I I I I
REV
CONFIG . . . . . . . . . . . . . . . . . . . . . . . . . 1D .............................. 10 I I
I I
-r
N0.2 CRS SEL A .................. _I................................ !........................................... 2
N0.2 CRS SEL B .................. . ...............................
! !........................................... 1 "4
N0.2 CRS DIR TO ..................
1................................ !........................................... M 1957
..................!............................... -!...........................................
................................ !........................................... - (SHT 12)
N0.2 HDG S W C ..................

.!............................... .!........................................... 16 1960
N0.2 sw COMMON ..................!................................ !........................................... 14 2066 J

JOYSnCK LT ...................... !...............................
23 ndp
I SIDE 1 I1
JOYSTICK RT ...................... ~.........-....-..-------------.
22 I1
I I,
D117
OPRONAL (SHT 9)
D118
D119
jxxxl LD120
9F 9
I
I
I
k
NO.l NO.1 N0.2 N0.2 NO. I N0.2
DCP CDU DCP CDU AAP-851 AAP-851 POXTS
nE @) OTHER MS
S Y S SACFl
-PI PI
- PI
- -PI -PI P1
-
I I I I I I
I I I I I I I cou
+28MC powR. ................ !..............9 8
+28MC POWR-. .............. -!..............gg 7 I I I I I
N0.1 +28MC
I I I
POWER GROUND .................!..............9 6
............... . I I
POWER GROUND- .!. ...........-1m
I ot:- - j I I
I [3 j I I I 2 COU
+2BVDC powA. ................!...............!...............!.............9 8 3A 8
N0.2 +28VDC
+28MC POMR-. ..............-!__. ............!...............!... ..........gg
I I I I I I
I I I I I I I
@ I I I I
28VLTG BUS H .................!.............. 66 p I NO.l Z8MC LTG BUS H
28 V L TG BUS L------...... 1.............. 45 b I I I I
NO.l 2 8 M C LTG BUS L
I I I I I
28v LTG BUS H ................. !...............!...............! - - - - - - 66------- I I
N0.2 2 8 M C LTG BUS H
!-------.-....4 5 1 I I p I
2 E V LTGBUS .................1...............!............... N0.2 2 8 M C LTG BUS L
I I I I I I
I I I "@ 2003 N0.1 ll5VAC LlG BUS H
ll5VAC LTG BUS H - - - - - - - - - - - - - - 17
I I I
Il5VAC LTG BUS.....L.. 15 " I]' 2004 NO.l ll5VAC LTG BUS L
h h h 2005
I15VAC LTG BUS H ............... !...............!.............. 17 2008 N0.2 115VAC LTG BUS H
I15VAC LTG BUS L . _ _ _ _ _ _ . _.....
_ _..
_...
_.._
.._
!....._
.........! 15 E@ 2009 N 0 . 2 ll5VAC LTG BUS L
y 2010
CHASSIS GROUND - - - - - - - - - - - - - - - 5 I I I
I I I
N0.1 DH sw A - ................35 I I I I
1
N0.l DH sw B ................. 36 I I I I
2
I I I I
NO1 DH SET o N / o F F - - - - - - - - - - - - 34 9
I I I I
NO.l ALT/MDA SW ....A ..-i 38 7
I I I I
NO.1 ALTfiDA SW E. 39 8
I I I I
NO.l ALT/MDA S...E
..L.. 37 6
I I I I
NO.l ALT/MDA SET ON/OFF - - - - - - - 4 0 15
I I I I
N0.2 ALT/MDA SW COMMON - - - - - - - 42 14
I I I
N0.2 DH SW A .................2- ..............!.............. 35 I I I
1
N0.2 OH sw 8 ..........._..I .............J.. ............ 36 I I I
2
I I I
N0.2 DH SET ON/OFF .............!_ _ _ _ _ _ _
... _
......_
..._ _._..!
.. 34 9
N0.2 &T/L(DA sw A ............ -!- .............-!..............3 8 I I I
7
I I I
N0.2 ALT/MDA sw B .............! ...............!..............39 8
N0.2 ALT/MDA SEL ............... !...............!.............. 3 , I I I
6
N0.2 ALT/MDA SET ON/OFF ........ ............--! .............. 40 I I I
-'- 15
N0.2 ALT,MoA sw COMMON. ....._-_I-.. ............!. .............42 I I I
I I
14
I
....
RA TEST COMMON ..............._I...............1_ . . _ _ _._ _ ....
..._ _..!
_...
_ ....
..._ _...
_.11! I I
- l1 7 I
CHASSIS GROUND ................ !...............I...............J.............._I.............. 10 I
I
RAD ALT SELF E S T ..............!.
.............-! ..............
..............!.............-! 3 360 (SHT 23)
I I I I
L-CDU-4 429 A ................!.............. I I
L-CDU-4 429 8 ................!.............. I I
" ;:E} (SHT 9)
I I
2602
I I I
L-CDU-3 429 A ................!.............. I
L-CDU-3 429 8 ...
______ _...
_ ....
..._ _ -
. _ _ _ _ _ 1_ ! " ::::] (SHT 9)
I -
2647
I I
L-CDU-2 429 A ................ !.............. I I
L-CDU- 2 429 ................!.............. I I " (SHT 8)
I I
2641
I I I
R-CDU-4 429 A ................ !...............!...............1.............. c
R-CDU-4 429 B ................ !........!........I .............. " (SHT 9)

2605
I I I
R-CDU-3 429 A ................!.............. I
R-CDU-3 429 B ................!.............. I " ::::] (SHT 9)
I
2650
I I
R-C DU-2 429 !...............! ...............L
*.---.-.......... 06 -----------..,
!_ _ _ _ _
R-CDU- 2 429 B ................ .._ _
......._ _
.... _
....
..1._ ..._ _
.... _ I_
.. 20 Ib ! " %] (SHT 8)
,x 2644
I I I
DBU-10 429 A .................!.............. I I
OBU-10 429 B - . . . - . - - - - - - - - - - - ? .............. I I
(SHT 8)
I I
3511
I I I
OBU-Il 429 A .................I .............................................
D B U - l l 4 2 g E.......... ...
....
.. .
.....
.. .
....
I!...............!............. " :zi:> (SHT 8)
I
3514
I I I
I I
L-PFD-1 429 A .............................. I " 2137
L-PFD-1 429 B .............................. I
I 2138} (SHT 9)
2139
I
L-MFD-1 429 A .............................. I
L-MFD-l 429 B .............................. I
I " ::::} (SHT 9)
2033
I
R-pFD-1 429 A .............................. .!.............................
R-pFD-l 429 ............................... !............................. (SHT 11)
I
R-MF0-1 429 A ............................... !.............................
R-MFD-1 429 8 ............................... !............................. " iz;} (SHT 11)
1978
I
L-GPS-2 429 A .............................. I
L-GPS-2 429 B .............................. I " (SHT 31)
I
2578
I
R-GPS-2 '$29 A .............................................................
R-WS-2 429 B ............................................................. 'G :z)- (SHT 31)
m 2590)
I'
NO.l
OAU-650 OAU-650 SIA-650 TIE
P1
- P2
- P1
- POINTS (33
I I I I
I I I I
I I I I
m
0 A U - A +28M)C-
- - - - - - - - - - - - - 56 (AWG 20) I I I
NO. 1 +28VDC
I I I
POWER GROUND - - - - - - - - - - - - - - 5 8 3(AWG 20)
- I I I
I I I
CHASSIS GROUND - - - - - - - - - - - - - - 60
I I I
I I I
I n 890 (SHT 7)
L RUOOER BOOST ACTIVE (GNO = A C l l M ) - - - - 27
cs3-
3- I
5$ I
LI Vjk
Fb3 I & I
% %2.w
6' 0
%2.w 0 R RUDDER BOOST A C T l M (GND = ACTIVE)- --- -I-
-I- - - - - - - - - - - -34
---- 695 (SHT 7)
w 045: I
3 3% II
DUAL RTU-E70A/870T INTERCONNECT
N0.1 N0.2
R N RTU TIE OTHER ACFT.
P1
- P1
- POINTS a SYSSMS
I I I
I I I
lRTU
I I I
N0.1 R W p&q N0.1 .
............................... 1 I I
NO.l 2 8 W C POWR
POKR REWRN---------------.-..----.----------- 3 I
= a I I
+ 2 8 w C STANDBY POWR .
........................... 7 I I
NmMAL
NO.l R N RMT TUNE ENABLE . . . . . . . . . . . . . . . . . . . . . . . . . . I I
12
I D2WO (SHT 5)
I I 3- I
I REMOTE TUNE
N0.2 R W RUT E
" ENABLE (+) ........................ !............................ 12 I
0 1
D2M)l (SHT 5)
I I
* I
DISABLE ZRN
I I I
!............................ 1 I
NO.2 R N pyR N0.1 ................................. N0.2 2 8 W C P O K R
!............................ 3 1A
P O K R RETURN. ................................... 3
I =Q I
+ 2 8 m C STANDBY POWR .
............................ !............................ 7 I
I
I I
(SHT 24)
L-RW-2 429 A ................................... 4, ' I I NO.l WF-422
,n ,I 27 2152 rNO.1 WR-432 (SHT 19)
L-RW-2 429 B ................................... 48 "4 2153 NO.l ADF-462 (SHT 25)
I
. A 2154 1 NO.1 DME-442 (SHT 16)
I
I "' I lN0.1 TDR-94 (SHT 21)
I I
I I I
I I
N0.2 WF-422 (SHT 24)
L-RN-1 429 A ................................... 44 nP I
(SHT 20)
L-RN-1 429 B ................................... 45 Ill I
(SHT 25)
I
.x, (SHT 16)
I I N 0 2 mR-94 (SHT 21)
I I
I N0.2 WF-422 (SHT 24)
R-RN-2 429 A .................................... !............................ ndp 2163 l N O . 2 VIR-432 (SHT 20)
R-RTV-2 429 B .................................... ............................ ! !' 2164 N0.2 ADF-462 (SHT 25)
I
2165 (SHT 16)
I & [NO.'
NO2 TOR-94
DME-442 (SHT 21)
I
I I
- I
(SHT 24)
(SHT 19)
(SHT 25)
(SHT 16)
(SHT 21)
I I I
LA-GP-1 429 A .................................. I
LA-GP-, 429 B .................................. I
6)
I
;Ip ::;? } (SHT
I
y2012
1399 NO.l WF-422 (SHT 24)

(N0.1 WR-432 (SHT 19)
I I I I I I
DISABLE
NO.1 WF-422 (SHT 24)
I
;
1 -
1 NO.l WR-432 (SHT 19)
1383 NO.l ADF-462 (SHT 25)
I
N0.I DME-442 (SHT 16)
I I
NO1 TDR-94 (SHT 21)
N0.2 R N ON/OFF .................................

I
.!............................
1
g
NORMAL
tE
1
N0.2 RTU I
NO.l R N CROSS SIDE RTU D I S A B L E - - - - - - - - - - - - - - - - - - - - -
;:
DISABLE
N0.2 WF-422 (SHT 24)
I
N0.2 VIR-432 (SHT 20)
I
1384 N0.2 ADF-462 (SHT 25)
N0.2 OME-442 (SHT 16)
N0.2 TOR-94 (SHT 21)
I
I
I
I
I
.............................. !............................ 13 "

I i3-4
I &
I I 2 1 s 1 9 8 1 -
I I
I I NO.l REMOTE ID
I
REMOTE IDENT (GND = RMT IDENT) ..................... 11
I
x, I
ID
N R E ~ O T E~OENT(GND = RUT {DENT) ................................................... 11
\1
m x,
M
0
--
P
v
NOTE: IF BATTERY BACKUP REOUIRED ON R N (INSTALLATION DEPENDENT). USE R N PUR NO. 2 INPUT.
I'
NO.l N0.2
SDD-640A SDD-640A SDU-6408 SDU-64DB TIE OTHER ACFT
P1
- P2
- P1
- P1
- POETS a SYSTEMS
I I I I I
I I I I I
SDD
I I I I I
+28M) .......................... 57 (A% 20) I 11 (AWG 20) I
NO.l +28VDC
I 600
28VDC R E T U R N - - - - - - - - - - - - - - - - - - - - 59 -(AWG 20)
- I 1 3 -(AWG - 20) I
+
I -a I I -a I I I
SDD
I I I I I
+2aVDc ..........................!....................... 4 (AWG 20) I 11 (AWG 20): N0.2 +28VDC
28M)C RETURN .
...
...
...
...
...
...
.. !....................... 2 -(AWG 20) 601
I
I -
13 -(AWG - 20) II
I I I
-a II -a
I
+ 2 8 m C CRT
CRT D,MU[NG
+28VDC CRT DIMMING CONTROL

I
I
.....................
DIMMING CONTROL ........-!---
RETURN ................! _ _ _ _ _ _ _
!..................... 6 dp
......
......
_ ......
_ _ I
D ~ I O NO.) zav DIM BUS H
... _ _7 _ _ _ _ _ _ _ _ _ _D _
I
lll _6
NO.l I
28V DIM BUS L
P
'
-
I
CRT DIMMING RETURN
I
I I
9 20) 9
3'"" 3 ( A W G 20)
I
I
I
I
I
I
I
I
I
I
N
*I
N
I
c
z
c z
k k-
I
VI
+
- -B -
c c
1 c c LL
L
m m
r
VI
v 4
A
$-- - - *0 0
*
0 -
J
a
C c 1 9
J
L I
cI g
0
--
Ti
m c
z
W
z
w 0
8 5
m
m m m m m m
0
N*
u N Nu
* N * *
N N
77 I N
N I
w w
II
0 0
2% 992-7882C (16)
[I L E
I 0 0
I -1
Q E


I I 1 - I
POWER GROUND .
...
...
...
...
...
...
... L .............55 -(AWG 20) I IcB611 AIRPLANE PWR
- I I I
I I I I I I I
I I I I I I I
(AWG 20) I I I I I
+28VDC AIR DATA pm (SPECIAL) .........L ............. 4 8 BATlERY BACK UP
POWR GROUND . ..................... !............. 56 - - - p ( A W G 20) I I I I
. I - I I I I
I I I I I I
I
N0.2 + 2 8 W C
AIRPLANE PWR
I
I
EATERY BACK UP
I
I
I
I
I
SOURCE IDENT .
...
...
...
...
...
...
.. 19 .__I .............19 I I I
- I I
I I I
CONFIGURATION STRAP A-------------- 35 35
I I I I
CONFlGURAllON STRAP B -------------- 36
I I
CONFIGURATION STRAP C-------------- 39
I I
CONFIGURATION STRAP D -------------- 40
I I
CONFIGURATION SlRAP E -------------- 43
CONFlGURAllON STRAP F - - - - - - - - - - - - - - 44
I
I
: I
I
I
I I
CONFIGURATION STRAP G-------------- 47

I I
CONFIGURATION STRAP
CONFlGURAnON STRAP
CONFIGURATION STRAP
H -------------- 48
I - - - - - - - - - - - - - - 51
J - - - - - - - - - - - - - - 52
11 ill
51
52
I
I
I
I
I
I
I
I
I
CONFIGURATION STRAP COM - - - - - - - - -- - - 5 6 56
I I I I
I
I
:zi } (SHT 9)
1605
I
I
I
I
I nbp NO.1 500 OHM

I TEMP SENSOR
I } (TEMP PROBE)
I
y 2012 } (SHT 6 )
239
I
I
I
I
AP ENGAGE LOGIC ( t 2 8 V = AP ENG)
I
(FROM TJ106)
I
STlCK PULLER
I
I
I
I
I
I
GEAR WARN INHIBIT
I
I
1
I
I
I
I
I Is2051 ENABL
I
OPTIONAL FL180
I
I
152061 CISEL
I
I
OWPD TEST
I
I (0PTIONAL)Q
nbp I
l15V NO.l LTG BUS H
I Id I 115V NO.l LTG BUS L
" I
izzi } (SHT 11)

k 1668
tu 2ADC TEMP PROBE H .............................................. (AWG 20, 3 5 FEET ?20%) I I N0.2 500 OHM
2ADC TEMP PROBE L .............................................. I I jf } TEMP SENSOR
I I (TEMP PROBE)
I I
.................................................. I
.................................................. I
%: (SHT 6)
I
I
}
2069
..................................................... 16 I
292
I
........................................................................................................ - :AWG 20)

POWER GROUND .......................................................................................................
2.-(AWG 20)
-
ENABL
.................................................................................................... 14 OPTIONAL FL180
I
)52141 OSBL
I
..................................................................................................... 11 OVSPD TEST
(OPTIONAL)@)
I 115v LTS H .......................................................................................................... 3 n n

115V N0.2 LTG BUS H
3 115V LTS L .......................................................................................................... 4 II
2a, 115V N0.2 LTG BUS L
yi
h
c
c
v,
v
:
0
2
N
+ .-
m
P
W
6
X
x
N
$(
u,
LL
W
e
2
N
+--l
$a :
I
4
h
Ti 4
"
0
8
c I E I1
I 1 I O
u r n um a m
m m mo, m m
N N b d
N N P b
N N
d b
N N
I 0
0 I
u n
o a
I I
_1_1
Beechjet 400A Avionics System, 992-7882C (18)


NO.l V I R - 4 3 2
WITH ARINC 4 2 9 TUNE
N0.I NO.l
VIR-432 VIR-432 TIE
OTHER ACFT
P1
- P2
- Polgs @ SYST&S
I I I
I I I
I I I VIR1
f28VDC pm _ . . _ . . _ _ _ _ _ _ 41 _ _ _
(AWG ' O_
) _
I ___________ I
+28VDC POWR NO.l
POWR RETURN .
.......................... 4 0 -(AWG 20) I I
- I I =
I I I
I I I
I I I
-
VOR/LOC A"D)O H .......... ............... -! ............. AIRCRAFT AUDIO SYSTEM
n c
voR,Loc AUDIO L .......................... I .............
!' 134
1
I
-J
39 OHM 1W
I I
OUTER MARKER.. .
...
...
...
...
...
...
...
... 12 I 110 39 OHM 1W
MIDDLE MARKER. .......................... 15 I &I.
108
.......................... I
INNER MARKER . 16 109 39 OHM 1W
I
COMMON ................................ 19 I I
I I
NOTES: CONNECT 39 OHMS, 1 WATr RESISTORS AS S H O W ON MARKER LOAD OUTPUT PINS W E N INTERFACING
LUTE AN EFIS-85/86 SYSTEM USING THE VIR CSDB BUS. IF REMOTE MARKER BEACON ANNUNCIAXON
IS DESIRED OMIT RESISTORS AND CONNECT OUTPUT PINS DIRECRY TO NO. 4 7 6.3 VOLT LAMPS
N0.2 VIR-432
WITH ARINC 429 TUNE
N0.2 N0.2
VIR-432 VIR-432 TIE OTHER ACFT
PI
- p2 POINTS (3 SYSTEMS
I I I
I I I
VIR2
I I I
+ 2 8 W C p* ............................. 41 (AWG 20) 1 I
t 2 8 v D C POWER N0.2
. ..... --< 1 I *
ID
rD
(0
N
NOTE: 0CONNECT 39 OHMS, 1 W A l l RESISTORS AS S H O W ON MARKER LOAD OUTPUT PINS W E N INTERFACING

-4
WllH AN EFIS-85/86 SYSTEM USING M E VIR CSDB BUS. IF REMOTE MARKER BEACON ANNUNClAllON
Aw
IS DESIRED OMIT RESISTORS AN0 CONNECT OUTPUT PINS DIRECTLY TO NO. 4 7 6.3 VOLT LAMPS.
h
2 3
0
DUAL TDR-94/94D
USING ARINC 4 2 9 C O N T R O L / A R I N C 4 2 9 BURST CONTROL
NO.l NO.l N0.2 N0.2

TDR-94/94D TDR-94/94D TDR-94/94D TDR-94/94D TIE OTHER ACFT
PI
- -P2 -P1 -P2 P e T SYSTEMS
I I I I
I I I I I 1 TOR
I'UWK K t l U K N - - - - - - - - - - -
I I I I I 21DR
N0.2 +28MC powR.--.... L ..............
L ............. I
N0.2 +28MC AIRCRAFT POWR
POWER RETURN .
.................... L _ _ _ _ _._ ...._...
_ .. 60
..._ _____! I
I I I
I I I
I I I
R-RN-1 429 A . .
...
...
...
...
...
... ............. I I
I I
R-RN-1 429 E... ................. 1.............
I I I
I I
L-RN-2 429 A ........... ........... I I
I I GP 2152
2153 (SHT 14)
L-RW-2 429 8 ....................t........----. ' }
I I I
2154
I I I
L-TDR-1 429 A........------------ l~~~~~........ I I
L-TDR-1 429 ~ - . . . . . . - - - - - - - - - - - - - l - ~ ~ ~ ~ . . . . . . . . I I
I I I " ::::} 1349 (SHT 6)
I
L-RW-1 429 A ..
...
...
...
...
...
... I . . ........... .........................
L-RW-1 .
429 8 ....
...
...
...
...
... 1..............1..............1 ............. ;Ir::::} (SHT 14)
I I 2151
I I
l(21-02)
R - ~ ~ U - 42g
2 A ...................J.. ............!..............J.. ...........
R-RTU-2 429 ...................J ..............!..............J.. ........... 'I' ::::} (SHT 14)
I I 2165
I I I
R-TDR-1 429 A. ...................I.. ........... ............1............. -1..
R-TDR-1 429 8 .................... I ..............
!..............I ............. " ::::} (SHT 6)
I 1355
SIDE 1 STRAP ...................... !.............
STRAP COMMON. ....................!.............
SIDE 2 STRAP ...................... !.............
I
MAX AIRSPEED BIT 15-. .............. ..........
MAX AIRSPEED 817 16.. ........................... I
MAX AIRSPEED 817 17 . ............................. I
I
MAX AIRSPEED 817 CWMON ............!............. 49
I
TCAS INSTALLED S T R A P - - - - - - - - - - - - - - 13 I
ALTITUDE W E SELECT 0 ............................
I
ALTITUDE T'pE SELECT 1 ............ ..!............. I
STRAP COMMON ................... ............ 52
I
..'. I
I I
1 R W TAKE CUD ...................!............. I383 (SHT 14)
I I
I I I
0
..............!............. 57
2 R N TAKE CMD. ..................!________._._..! 1384 (SHT 14)
.............59
BURST TUNE ENABLE ................-! I M
...........................
BURST TUNE ENABLE. ...............-! ..!.............59 I
I
A L I N D E FROM CONTROL ............ I 4 I
- I
S U p p R E S S l ~..................... a (RG-316)
29
} L-BAND EOUIPMENT SUPPRESSION
SUPPRESSION SHIELD - - - - - - - - - - - - - - - - 25
OPTIONAL T D R - 9 0 / C A D - 8 7 0 INTERFACE
TDR-94 lDR-94
MOUNT MOUNT CAD-870 TDR-90
P1
- P2
- PI
- P1
-
I I
I I I
I I
RTU-2 .A
... .
.....
.....
.....
...
.. !............................ 13 4 39
(PORT .
B ...
...
.....
...
...
.. ---!............................ 14 'Ib 26
SHIELD ........................... !...................................................... Y 6
I I
TDR-1 A ......................... !............................ 15
B.................... ............................
---! 16
w lELD ........................... !..................................................... Y 4
I I I
RW-1 A .........................!............................ 17
(PORT A) ..................._ _......
_ _ ..................
....! 18
SHIELDI..... ....................................................... Y g
I I
I
RW TAKE CUD (PORT A/B) ............ !............................ 57
sol... .......................... !............................ 46 ;; I
I I
I I I
................... I
2 8 M C POWR . 58 17 59
GROUND ......................... 60 I
I 33 L::
I I
I I I
SUPPRESSlON ..................... 29 n
I I
SHIELD .......................... 25 Y I I
I I
I I
sTA,hlD8y/oN............... .................................... 55 49 4135
TEST ......................................................... 54 29
!DENT ...................................................................................... 25 5
REPLY ...................................................................................... 40 17
MODE A A1 .................................................................................. 44 38
MODE A A2 .................................................................................. 11 41
MODE A A4 .................................................................................. 45 42
MODE A 81 ................................................................................... 35 58
MODE A 8 2 .................................................................................. 19 25
MODE A 8 4 ................................................................................... 10 54
MODE A Ct ................................................................................... 36 34
MODE A c2 ................................................................................... 5 M
MODE A c 4 .................................................................................. 48 6
MODE A D I .................................................................................. 21 49
MODE A 0 2 ................................................................................... 20 53
MODE A 0 4 .................................................................................. 5160 57
MODE SEL c .................................................................................. 46
MODE c c, ................................................................................... 41 22
MODE c A I ................................................................................... 47 18
MODE c A2 .................................................................................. 12 26
MODE c A4 .................................................................................. 27 14
MODE c 81 ................................................................................... 28 37
MODE c 82 .................................................................................. 8 50
MODE c 6 4 .................................................................................. 14 29
MODE c c 2 .................................................................................. 24 10
MODE c c 4 .................................................................................. 38 9
MODE C D4 .................................................................................. 46 33
NOTES: <21--01) 501 SELECT STRAPPING AS APPLICABLE: ARINC 429 CONTROL PORT SELECTION OPEN = CAD1
STRAPPING AS APPLICABLE: GND = CAD?
I PZ-46 I PZ-47 I SO1 SELECT I
(D I I P2-57 P2-58 ARINC PORT SELECT
N 1 I 0 I SIDE ONE OR SINGLE
u 0 1 SELECT PORT A (P2-17. 18)
m 0 1 SIDE TWO
h) 1 1 SELECT PORT B (PZ-13, 14)
n 0 0 NOT USED
1 0 SELECT PORT C (P2-21, 22)
1 1 NOT USED
0 0 UNDEFINED
I 0 = STRAPPED TO P2-50 1 = OPEN I 0 = STRAPPED TO P2-52 1 = OPEN
I I
(21-03) SOME AIRCRAFT USE TDR-SO'S AND CAD-870s INSTEAD
OF TOR-94% A DUAL MOUNT ADAPER HOLDS THESE
UNITS AND INSTALLS DIRECTLY INTO THE TDR-94
PIGGYBACK MOUNT. THE ADAPTER CONTAINS THE
FOLLOWNG WRING TO INTERFACE EACH
TDR-QO/CAD-870 PAIR TO THE AIRCRAFT WRING
HARNESS.
DUAL TDR-94/94D
USING ARINC 429 CONTROL/ARINC 429 BURST CONTROL
NO.l NO.l N0.2 N0.2

TDR-94/94D TDR-94/940 TDR-94/94D TDR-94/94D nE OTHER ACFl
P2
- -P1 p2 POYT a SYSSMS
I I I I
I I I I
I I I I
I I I
I I
I I
I I
I I
I I
I I I
I I I
I I I
I I I
MODE-S STRAPPING OF M E APPROPRIATE I
ADDRESS PINS, TO ADDRESS COMMON, IS I
DETERMINED BY THE AIRCRAFT REGISTRATION I
NUMBER. DETAILS OF MODE S IDENT CODE MAY I
BE OBTAINED FROM M E LOCAL FAA OFFICE. I
SEE TDR-94/94D INSTALLATION SECTION I
OF MANUAL TO TRANSPOSE CODE INTO I
REWIRED STRAPPING CONFIGURATION. I
I I I
I I I
I I
I I
I I I
I I I
I I I
I I I
I I I I
ADDRESS CODE B I ......................................... !.............33 I I
ADDRESS CODE 8 2 ........................................ !............. 3 4 I I
ADDRESS CODE B 3 ........................................ !.............35 I I
ADDRESS CODE 6 4 ........................................ !............. 3 6 I I
ADDRESS CODE B5 ........................................ !............. 37 I I
ADDRESS CODE B 6 - - __ - - - - - - - - - - - - - - - - - - - - - - - - - - - - -!-
__ ___ __ - - - - - - - -. .- - 38 I I
ADDRESS CODE 6 7 . ........................... _ _ _ _.. _ .... _ ..._ .... _ 39_ _ _ _ I! I
ADDRESS CODE 68 . ........................... _____ .... _... _ ... _..._ 40 _ _ _ ! I I
ADDRESS CODE B g ....................................... .!............. 4, I I
ADDRESS CODE 610 ........................................ !.............42 MODE-S STRAPPING OF THE APPROPRIATE I
ADDRESS CODE 611 ....................................... -!............. 4 3 ADDRESS PINS, TO ADDRESS COMMON, IS I
ADDRESS CODE B12 .......................................!.............4 4 DETERMINED BY THE AIRCRAFT REGISTRATION I
NUMBER, DETAILS OF MODE S IDENT CODE MAY I
ADDRESS CODE 3 ....................................... _!.............4 5
ADDRESS CODE 814 ....................................... .!............. 46 BE OBTAINED FROM M E LOCAL FAA OFFICE. I
ADDRESS CODE 81 5 ....................................... .I............. 47 SEE TDR-94/94D INSTALLATION SECTION I
ADDRESS CODE 816 ....................................... .!.............4 8 OF MANUAL TO TRANSPOSE CODE INTO I
ADDRESS CODE 817 ________________ ______________ _______ _-_!____________ - 4 9 REQUIRED STRAPPING CONFIGURATION. I
ADDRESS CODE 818 ........................................ !............. 50 I I
ADDRESS CODE 819 ....................................... .!............. 51 I I
ADDRESS CODE B20.. ..................................... .!.............52 I I
ADDRESS CODE 821 . ....................................... !............. 53 I I
ADDRESS CODE 822 ........................................ !.............5 4 I I
ADDRESS CODE 8 2 3 . -
__ .- - - - - - _. ---------- ------- ------- - ----- - - --- -I
- - - - 55 I I
ADDRESS CODE 8 2 4 . . ..................................... .!.............5 6 I I
ADDRESS COMMON .- - - - __ ---------- ------------
__ ___ - - - - - - -! - - - - - - - - - - 32
___ I
I
I
(SHT 30)
I
AIR/GROUND (GROUND = ON GROUND) - - - - - - - - - - - - - - - - - - - - - - - - - - 53 239 AIRCRAFT MIGHT ON WHEELS LEFT
AIR/GROUND (GROUND = ON GROUND) ........................................................ 53 292 AIRCRAFT WEIGHT ON WHEELS RIGHT
OR
I I N0.2 BOTTOM ANTENNA
I I RG-142/U (22 FEET MAX OVERALL) 0
I I NO.l BOnOM ANTENNA
(22-01) 5'
ANTE"A PORT ...................................... L ............................ n u
LOWER ANTENNA PORT SHIELD .
........................... _ _.._ .....
...._ !................. 3 iii
3
A N ~ E N ~p
Ao R .
~.................................... n n,
"
L O M R ANTENNA PORT SHIELD ............................... 3
0
(b
Io
h)
I
-t
m
NOTE: <22--01) IF ANTENNA SPACE IS LIMITED. AN ANTENNA SWlTCHlNG RELAY MAY BE INSTALLED
0
REFER TO ANTENNA SWTCHING RELAY INSTALLATlON DIAGRAM.
h)
N
v
t'
p/o
RAC-870 ALT-556 TIE OTHER ACFl
P1
- -P1 POINTS @ SYXEMS
I I I
I I I
I I I RAD ALT
I
POWR R E T U R N - - - - - - - - - - - - 33
POWER RETURN - - - - - - - - - - - - 9
I -0
v
CHASSIS GROUND.. ..........I............................ 14
-15VDC REFERENCE--------- 31 51
DC ANALOG ALT(+) - - - - - - - - - 3 4 np
DC ANALOG A L T ( - ) - - - - - - - - - 1 'Ih
I n
RAC-l 429 A ............. 2 asp
RAC-1 429 B ............. I ' ;i: } (SHT 6.30)
3 I Ih I
y 1190
A I
yLF IN ............. 4 0
I
360 (SHT 12)
I
RAD ALT TEST O U T - - - - - - - - - 29 25
x/
I
NO.l VHF-422
USING ARlNC 4 2 9 TUNE
NO.l N0.2
WF-422A/422B WF-422A/422B TIE OTHER ACFT
PI
- PI
- POETS @ SYSTJAS
I I I
I I I
I I ,
ACFT AUDIO SYSTEM
COMBINED RCVR AUDIO OUT H - - - - - - - - - - - - - - - - - 30 "' 1414

COMBINED RCVR AUDIO OUT L - - - - - - - - - - - - - - - - - 29 I"
x
RCVR AUDIO H ............................ 18 n' n
' 1407
RCVR AUDIO L ............................ 17 Ilb
x I
1/2 SIDE STRAP .......................... 28
I
I
AUDIO CMPRSR DISABLE (GND = DISABLE) - - - - - - - - 9 (@
I
BURST N N E ENABLE (GND = ENABLE)---------- 7 1399 (SHT 14)
1 Rm TAKE CMD .......................... 14 1383 (SHT 14)
USING ARINC 4 2 9 TUNE

N0.2 NO.l
WF-422A/422B WF-422A/422B IlE OTHER ACFT
E P1
- POZTS @) SYSZMS
I I I
I I I
I I I
pm ON RELAY (+) ........................ 3 7 I I
COMM 2
+2BWC pyR . ........................... 49 I I
+28VDC pWR _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _50
____ I I
N0.2 + 2 8 M C PWR
pm GND ............................... I I Q
.
pWR GND .........
...............
...... I I
- I
I -a I I
I I I
38 --p(AWG 16)
-
I -a
I
I I
MIC AUD,O H ............................. 13 -' I ;If 1452
MIC AUDIO L . . . - . . . . - - - - - - . - - - - - - - - - - - - - - 1 I
Ib
j (24-01) Y 4 ' 0
M[C KEY ................................ 35 1451
SlMULCOMM .......................................................................................... 21
SIDETONE H _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _26
_ _ _-P
__ n
1460
SIDETONE L .............................. 25 114 I
x Y6'
ACFT AUDIO SYSTEM
nP n
COMBINED RCVR AUDIO OUT H - - - - - - - - - - - - - - - - 3 0 ' 1464
COMBINED RCVR AUDIO OUT L - - - - - - - - - - - - - - - - 29 'Ib
e 6 5
RCVR AUDlO H ........................... 18 n' I457

R C m AUDIO L .
.......................... 1, 11
x I
1/2 SIDE STRAP .
...
...
...
...
...
...
...
...
. 28 I
- I
I
AUDIO CMPRSR DISABLE (CND = DISABLE) - - - - - - - - 9 (@ I
(SHT 14) COMM ANT
COMU ANTENNA .......................... A! /. RG-400

"
COMM ANTENNA SHIELD .
....................
I I Ln I
MIC KEY ................ 35 __(, 35 35
Ln
I v1. I
I
21 I
I I
NO.l ADF-462
USING ARINC 429 TUNE
OR
NO.l ' P/O P/O '
ADF-462 ANT-4626 ANT-46ZA TIE OTHER ACFl
P1 PI
- (25--01) (25--02) -PI POETS @) SYSTJMS
-
CHASSlS @J.D ............................ 40

I
N 0 . 2 ADF-462
USING ARINC 4 2 9 TUNE
N0.2 p/o
ADF-462 ANT-4628 (
=
(m) ) TIE OTHER ACFT
Pt
- P1
- POETS a SYSAMS
I I I
I I I ADFl
I
I
I
I
I
I
I
I
I
I
I
I
I
* ................................ 4
B ................................ 8
wc c ................................ 12
D ................................16
E ................................ 20
[ I *Q
LRU NUMBER (GND = ADF N0.2) - - - - - - - - - - - - - - 2
Top/Bo"oM .............................
FAULT MONITOR OUT . ......................
J
NOTES: THE ANT-462A OR ANT-4626 CABLE MUST NOT BE TIED IN VATH OTHER CABLES CONTAINING 400 HZ POWER
k LINES, MAIN POMR BUS OR RF PULSE ANTENNA CABLES.
pu
ENSURE THAT FOUR ANT-462A/B MOUNTING SCREWS FORM A GOOD ELECTRICAL CONNECTRION FROM THE
ANTENNA GROUND TO THE AIRCRAFT GROUND.
FAULT MONITOR PRODUCES A NOMINAL 28VDC. 200 MILLAMPERE OUTPUT W E N ADF -462 INTERNAL DIAGNOSTICS
ARE CORRECT, NO VOLTAGE W E N A FAULT IS DETECTED.
<25--04)
TOTAL SYSTEM OUADRANTAL TOTAL SYSTEM OUADRANTAL
ERROR CORRECTION ERROR CORRECTION
GROUND PINS GROUND PINS
(POSITIVE CORRECTION MOVES (POSITIVE CORRECTION MOVES
IND BRG TOWARDS VANGS) IND BRG TOWARDS VANGS)
(LI
LD
NONE 12 20
4 13 4,20
I 8 14 8.20
m
v
4,s 15 4,8,20
N
0 12 16 12.20
4.12 17 4.12.20
N
ul
- 8.12 18 8.12.20
4.8.12 19 4.8.12,20
16 20 1 16.20
4.16 21 4.16.20
8,16 22 8.16.20
4.8.16 23 ' 4.8.16.20
12.16 24 12.16.20
4.12.16 25 4.12.16.20
8.12.16 26 ' 8.12.16.20
4.8.12.16 27 4.6.12.16.20
AHS-85E
ATTITUDE HEADING SYSTEM
~
SIDE 1
NO.l NO.l NO.l

AHC-85E AHC-85E FDU-70( ) TIE OTHER ACFT
P1 P2 pl POETS a SYSJUS
7- I I
I I I I
lAHC PRI
I I I I
+28VDC PRI P O M R - - - - - - - - - - - (49)32 I I (AWG 16) I NO.l + 2 8 W C PRI POWER

I I I w
+28VDC PRI P O W R - - - - - - - - - - - (50)40
I I I (cB531
I
I
PRI POWER R l N - - - - - - - - - - - - - - (57)25
( A w 16) I
PRI POWER R l N - - - - - - - - - - - - - - (58)26 q
I
-00I I
lAHC EAT
I I I
+28VDC BAT P O M R - - - - - - - - - - (51)17
+ 2 8 W C BAT P O M R - - - - - - - - - - (52)18 1 I I (AWG 16) I +28VDC EAT P O W R (STBY BAT)
I I
EAT POWER R T N - - - - - - - - - - - - - (59)27
I I (CB551
BAT P O W R R T N - - - - - - - - - - - - - (60)28
I
STIM
STIM MODE .
................... 5 I
I
- i
- 0
i
-
I
I
TO STRUT SWTCH (WIGHT ON WEELS = GND)
:,:,, (IN AIR = OPEN)
I
I
I
I
I
I
I
I
I
I
I
I
I
I
568 (SHT 13)
I
I
I
I
I
I
I
;zzi (SHT 18)

1602
*)
*::: ) (SHT 6)
y 553
(SHT 10)
y 775
*::: )
;:2 (SHT 11,15,30)
556
*)
k
IF ICU-85 IS USED, PLUG DlREClLY INTO AHC-85E

FRONT PANEL CAVITY. IF THE ICU-85 IS NOT
USED. A REMOlE COMPENSATOR MUST 8E INSTALLED.
NOTES: (26-01) MOUNT M E STIM SWTCH IN A LOCATION SUCH THAT AHRS AmTUDE/HEADING DISPLAY CAN BE VIEMD FROM M A T LOCATION. IF
THE SMTCH IS MOUNTED ON OR NEAR M E AHC-85E MOUNT, THE + 2 8 W C CAN BE TAKEN FROM P l - 4 9 / 5 0 MTH SHIELDED WRING.
<26--03) STRAP PINS Pl-33.34,48 & 5 6 AS APPLICABLE PER CHART,
STRAP FOR ORIENTATION IN AIRPLANE:
PIN NUMBERS APPLY TO MOUNT USED W M AHC-85E 622-9336-002.

(PIN NUMBERS) APPLY TO MOUNT USED WTH AHC-85E 622-9336-400
CONNECT SOURCE DENT STRAPPING AS APPLICABLE
SOURCE IDENT STRAPPING
1 0 SECOND
POSITION P1-40 P1-41
INTIALIZATlON DELAY
~
I
GND GND NO
0
/. NO. 1 (L/H) OPEN GND NO
0,
N
v
NO. 2 (R/H) GND OPEN YES
1 NO. 3 OPEN OPEN NO

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I 4 4
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a H
n E L
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992-7882 C (27)
2
z Beechjet 400A Avionics System,
W' eh AMs-5000Interconnect Wiring Diagram

8 0
r"
(3
E
I , , , ,
a m
..
c
W
m m
P N
N P
0
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N N N N
m m m m
N N N N
I I I I
CnVIVInV,
WLLLLLL Beechjet 400A Avionics System,
AMs-5000 Interconnect Wiring Diagram
Figure 5-27 (Sheet 28 of 31) 992-7882 C (28)

1'
............. Q P2
I I I
Top ANE"A SHIELD _ . _ _ _ _ ..
_..._ ....
..._ _. ______
3 !
Top ANTENNA ..................... !............. 3 I Q Q P3
I I 3
Top ANTENNA SHIELD ...............-!............. 2fI I I 0
Top .
.........
...
...
...
.. 1............. 4 n
I Q Q P4
I I 5'
Top ANE"A SHIELD ...............-!............. f I I I ti?
I I I s
ANTENNA ...................I. ............................. 1 n
Q Q P1
I
I
ms
BOrnOM ANTENNA SHIELD _____........I . ............................. 2Y
BonoM ANTE"A-------------.-....I.........._~__________.......- 2 A
Q
BOmoM ANT E"A SHIELD -............I .............................. 2 Q
B O ~ O MANTENNA ................... I.............................. 3 A
BOmoMANTENNA sHlELD .............I.............................. 2Y Q

ANTENNA ....... I.
............................. 4 n
I
P4
Q I 0
BO"OM ANTENNA SHIELD ............-1- . ............................ 2f
I I u
RF SUPPRESSION PULSE - - - - - - - - - - - - - 12 A
Q
:?: } L-BAND EOPT SUPPRESSION
RF SUPPRESSION PULSE SHIELD - - - - - - - - 2Y 4
4
TCAS TCAS
RCVR/XMTR RCVR/XMlR
TTR-920 TTR-920 nE OTHER ACFT
RKP RAP POETS SYSTJMS
I I I
I I I
I I I
I I I
*I
NO.l RA DISPLAY STATUS - - - - - - - - - - - - - - - - - - - 14C- I I

- - - - - - - - - - - - - - - - - - - 13E I I
N 0 . 2 RA DISPLAY STATUS
I I
I I
NO.l RA DISPLAY 4 2 9 A . . . . . . . . . . . . . . . . . . . . 13A
I I
NO.l RA DISPLAY 4 2 9 B . . . . . . . . . . . . . . . . . . . . 138
I I
N 0 . 2 RA DISPLAY 4 2 9 A - - - - - - - - - - - - - - - - - - - - 13C I I
N 0 . 2 RA DISPLAY 4 2 9 E - - - - - - - - - - - - - - - - - - - - 13D I I
I I
I I
TCAS VALID DISCRETE ...................... 13K @)
I I
. (SHT 26)
-a
I
I
I
I
I
I
I
I
I
I
I
I
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I
I
-@
-@
-. h
BOT ANTENNA GAIN PROG B - - - - - - - - - - - - - - - - - -10D J
L v
ow
9
4
N
VI
0
( ~ N
N r . N
0 0 m m
mmo
lnlnln lnlnln
N N N N N N
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-
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0 0 LIE z 0
992-7882C (31)

AMs-5000 Interconnect Wiring Diagram


9 1 1 9
0
. 0
. 20 0 ‘ 20
1 0 0 0 0 4 1 0 0 0 0 4 1 0 0 0 0 4
5 0000 8 5 0000 8 5 0000 8
0000
51 0 0 0 0 8
4
9 0 0 0 0 1 2 9 0 0 0 0 1 2
9 0 0 0 0 1 2 9 0 0 0 0 1 2
13 0000 16 13 0000 16 13 0 0 0 0 1 6 13 0000 16
17 0 0 0 0 2 0 17 0 0 0 0 2 D
15 8 8 15 1 7 0 0 0 0 2 0 1 7 0 0 0 0 2 0
21 0 0 0 0 2 4 21 0 0 0 0 2 4
21 0 0 0 0 2 4 21 0 0 0 0 2 4
2 5 0 0 0 0 2 8 2 5 0 0 0 0 2 8 25 0 0 0 0 2 8 25 0 000 28
MATING CONNECTOR MATING CONNECTOR 29000032 2 9 0 0 0 0 3 2 29 0 0 0 0 3 2 29 0000 3 2
(AS MEWED FROM WIRE SIDE) (AS MEWED FROM MATING SIDE) 33 0000 3 6
3 3 0 0 0 0 3 6 3 3 0 0 0 0 3 6 33 0000 36
37 0000 40
AAP-850, AAP-851, SOU-640A. SOU-640B 37 0000 4 0 37 0000 4 0 37 0000 40
41 0 0 0 0 4 4 41 0 0 0 0 4 4 41 0 0 0 0 4 4
00
0 000 0
T
45 0
41 4 4 84
4 5 0 0 0 0 4 8
4 9 0 0 0 0 5 2
4 5 0 0 0 0 4 8 4 5 0 0 0 0 4 8
4 9 0 0 0 0 5 2 49 52 0000 . 49 0 0 0 0 5 2
3I
37
\ 37 19
/
/
0 4
. 1
53 0000 5 6
5 7 0 0 0 0 6 D
53 0000 5 6 53 0 0 0 0 5 6
5 7 0 0 0 0 6 ~57 0000~~
A1
00 A2
0
0
0
0
g::;
0
0
0
0
0
0
0
0
MATING CONNECTOR
(AS VIEWED FROM WlRE SIDE)
MATING CONNECTOR
(AS MEWED FROM MATING SIDE) \o
DBU-850. RTA-844, RTA-854
0 0 0 MATING CONNECTORS \ MATING CONNECTOR MATING CONNECTOR
(AS VIEWED FROM MATING SIDE)
0 0 0 (AS MEWED FROM WIRE SIDE) (AS VIEWED FROM WlRE SIDE)
0 0 0 \
0 0 0 ADC-850, ADC-8500 \ ADF-462, VHF-422A
ogo
g o 0 \
00::
0 0 0
\
P1 P2 \
50 \
MATING CONNECTOR
(AS MEWED FROM WlRE SIDE)
17
33
’
/
MATING CONNECTOR
(AS MEWED FROM MATING SIDE) 5
1 0
0000 8
0 0 0 4
0
.
.. .
P1I
1 A
0’ 11
-PlA
1
15
9 0 0 0 0 1 2 9 0 0 0 0 1 : NOTE
APP-85, CAD-870, CDU-851, CDU-860, 13 0000 16 13 0 0 0 0 1 t -I
/ COAX CONNECTOR P 3
IS ON FRONT OF
CDU-860AV RAC-870, SIA-850. DCP-5000
1.
17 0 0 0 0 2 D 17 0 0 0 0 2 1 CMA-764-1 AND
21 0 P1I CMA-764-2. -PlE
0 0 0 2 4 21 0 0 0 0 2 ’
25 000028 25 0 0 0 0 2 ‘
14 29 0 0 0 0 3 2 29 0 0 0 0 3 :
1 \ 5D 15[
33 0000 36 33 0000 31
37 0 0 0 0 4 D 37 0 0 0 0 4 1 P2 P2
0
15
41 0 0 0 0 4 4 41 00004‘
65 0000 48 45 0000 41
PIC
1% o1 02 ,PIC
49 0 0 0 0 5 2 49 0000 5:
5 3 0 0 0 0 5 1
00
5 3 0 0 0 0 5 6 o13 o12
57 00006~ 5 7 0 0 0 0 6 ‘
7 0 0, 0 5
25 REAR FRONT FRONT REAR

13’
MATING CONNECTORS 6 0 PIN MATING CONNECTOR MATING CONNECTORS MATING CONNECTORS
MATING CONNECTOR
MATING CONNECTOR
(AS MEWED FROM MATING SIDE)
I (AS MEWED FROM WlRE SIDE) (AS VIEWED FROM MATING SIDE) (AS MEWED FROM WlRE SIDE)
CMA-764, CMA-764-1,
CMA-764-2
ARP-850, ARP-851, CDU-860AV DAU-650, SOD-640, SDD-64OA,
CGD-0809-06-AC-1
CHP-850, MSP-850A AHC-85E (-400)
LRU Mating Connectors

0
1 0 0 0 0 4 1 0 0 0 0 4
0 0 0 0
5 0000 8 5 0000 8
00
9 0 0 0 0 1 2 9 0 0 0 0 1 2
13 0000 16 13 0000 16
'7 0 0 0 0 2 0 17 0 0 0 0 2 c MATING CONNECTOR MATING CONNECTOR
(AS VlEWED FROM WRE SIDE) (AS VIEWED FROM MATING SIDE)
21 0 0 0 0 2 4 21 0 0 0 0 2 4
25 00 0 0 28 25 0000 28
2 9 0 0 0 0 3 2 2 9 0 0 0 0 3 2
33 0000 36 33 0000 36 oJOHoToGosOF d
3 7 0 0 0 0 4 0 3 7 0 0 0 0 4 c
41 0 0 0 0 4 4 41 0 0 0 0 4 4 0C 0
J 0 0
* 5 0 0 0 0 4 8 4 5 0 0 0 0 4 8 ANT-4628, SVO-85B/85C
r 9 0 0 0 0 5 2 4 9 0 0 0 0 5 2
MATING CONNECTOR MATING CONNECTOR
53 0000 56 53 0000 56 (AS MEWED FROM WRE SIDE) (AS VIEWED FROM MATING SIDE)
57 0000~057 0 0 0 0 6 a ANT-462A
@O II@O I \o MATING CONNECTOR

(AS VlEWED FROM WRE SIDE)
MATING CONNECTOR
MATING CONNECTOR 60 PIN MATING CONNECTOR

(AS MEWED FROM WRE SIDE) (AS VIEWED FROM MATING SIDE)
TDR-94, TDR-94D
n
\
P1
0
.
1 0000 4 1 0000 4
5 0000 8 5 0000 8
u
9 0 0 0 0 1 2 9 0 0 0 0 1 2
13 0000 16 13 0000 16
II
l
1A
17 0 0 0 0 2 0 17 0 0 0 0 2 0
21 0 0 0 0 2 4 21 0 0 0 0 2 4 *
2 5 0 0 0 0 2 * 25 0000 28 1 ...........
A
......... K*
..........
..........
.......... 1
29 0 0 0 0 32 29 0 0 0 0 3 2 . . . . . I . . . .
..........
..........
33 0000 36 33 0000 36 ..........
.........l
..........
..........
37 0 0 0 0 4 0 37 0 0 0 0 40 ..........
..........
..........
41 0 0 0 0 4 4 41 0 0 0 0 4 4 ..........
..........
..........
45 0 0 0 0 4 8 * 5 0 0 0 0 4 8 15
49-0 00052 r 9 0 0 0 0 5 2
A1 00 A2 5 3 0 0 0 0 5 6
5 7 0 0 0 0 ~ 0 MATING CONNECTOR
(AS MEWED FROM WRE SIDE)
15K
MATING CONNECTOR
Po I I * CONNECTOR COLUMN 'I' IS NOT USED.

MATING CONNECTOR 52 PIN MATING CONNECTOR (AS VIEWED FROM WRE SIDE) (AS MEWED FROM MATING SIDE)
( A S VIEWED FROM WlRE SIDE) (AS VIEWED FROM MATING SIDE)
VIR-432 ALT-556, DME-442, TDR-90 EFD-871, MFD-871

CGO-0809- 06-AC- 2

0 0 0 0 0
(AS MEWED FROM WlRE SIDE) (AS VIEWED FROM MATING SIDE) 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
f 0 0 0 0 0 1
n
”. j-\ R J 5 TEST CONN
00000000000OOOOO0
00000000000OQOOO
/
3
,’ . *
1
D
RJ4
[W/j
L J 5 TEST CONN
1
0 LJ4
I I
A
A’

I I
( A S MEWED FROM MATING SIDE) /
(AS MEWED FROM WIRE SIDE)
I / ICC- 851
I /
33 17 1 18 18 1 17 33
\ \ I /
c
--
50 34 34 50
(AS VIEWED FROM WIRE SIDE) ( A S VIEWED FROM MATING SIDE)
LJ5, RJ5
/ \
MATING CONNECTOR MATING CONNECTOR / MATING CONNECTOR \ MATING CONNECTOR
(AS MEWED FROM WIRE SIDE) ( A S MEWED FROM MATING SIDE) / (AS VIEWED FROM WIRE SIDE) \ (AS MEWED FROM MATING SIDE)
LJ3, LJ4. RJ4 LRU Mating Connectors

CGO-0809-06-AC-3

* CONNECTOR
COLUMN "I'
IS NOT USED.
P1A
)
- \ -
0 2 5 0 01 3 A K
25 40 25 11 I
-
11
04 0 0 K* A
MATING CONNECTOR MATING CONNECTOR 0 0 0 0 0

0
0
I0000000000
0000000000
1 0000000000 1
0000000000
(AS WEWED FROM WlRE SIDE) (AS VIEWED FROM MATING SIDE) 0 0000000000 0000000000
0 0 0 0 0 0 0000000000 0000000000
RTU-870A. RTU-870T
0
0
0
Q2 Q1 0000000000
0000000000 ----- 0000000000
0000000000
0 0 0 0 0000000000 0000000000
0 0000000000 0000000000
a4
0 0 0 0 0 0 0 3 P1B 0000000000 ,PIE 0000000000
0 0000000000 0000000000
0000000000 0000000000
0 0 0 0 0 0 Q3 0000000000 0000000000
0 0000000000 0000000000
0 0 0 0 0 0 0000000000 0000000000
16
3
1,
' 390
4f
3 0:
16
5
0000000000 15 0 0 0 0 0 0 0 0 0 0 15
\ 5 --I-- -
-
-----I
0
I
I
MATING CONNECTOR
I MATING CONNECTOR
A K K* A
I 0000000000 0000000000
1
0000000000 0000000000
I P1C 0000000000 eP1F 0000000000
hO LO bO YO OIL Oh 0000000000 0000000000
0000000000 0000000000
P2 0000000000
---- 0000000000
0000000000 0000000000
0000000000 0000000000
0000000000 0000000000
10 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 10
MATING CONNECTOR MAllNG CONNECTOR

MATING CONNECTOR MAllNG CONNECTOR
(AS MEWED FROM 'ARE SIDE) (AS WEWED FROM WlRE SIDE) (AS MEWED FROM MATING SIDE)
DBU-4000, DBU-4100
TTR- 920
@ (00
)
AHC- 8 5 E (- 002) (BOllOM MEW)

(AS MEWED FROM WlRE SIDE) (AS MEWED FROM MATING SIDE)
VLF-ANT TRE-920 CGO-0809-06-AC-4


,491-9
6 - 3 -90-6080-033 Pdtl 'Pdl
( X I S 3NllVW WOtlj a3M31A SV) a 3 ~ 3 wsv)
~ W Mwow 3NllVW
Oaist10133NN03
8 0 1 3 3 N N 0 3 3NIlVW
I
I
I
I
I
I
r---
I
U U
* Ldl
000P-dH1 LOOP-dH1 / (lais ~
3 t l ~wotlj 0 3 ~ 3 1sv)
7 tlOL33NN03 3NIlVW
/
/
" B O
/
0 /
0 /
0 /
"E" /
0
n
/ O l r -
0 0 0 0 0
R R R R R R R R R A R R R R R R A R R R
SdVl
2@
Od
“0
5@
M A T I N G CONNECTOR MEW FROM

( A S MATING CONNECTOR
W R E SIDE)
(AS WEWED FROM MATING SIDE
GPS-4000
LRU Mating Connectors CGO-0809- 06-AC- 6

1523-0775812-004 7 76
d!!! RockweM Avionics & Communications
Beechjet 400A
Avionics System
buIletins
Service Bulletins and Service Information Letters

(Refer to latest editionladdendurn of the General
Aviation Equipment Service BuIletinAnformation
Letter Index 523-0766944 for up-to-date listing.)
SBISIL Unit Title Date
Number
1-88R1 APS-85 Periodic Inspection and Maintenance Procedures May 27/92
1-89R1 ADC -86/850 Periodic Recertification of the ADC-86/850 Air Data Computers According to Oct 19/90
Federal Aviation Regulation (FAR)Part 91
1-90R1 FCS-850 System InstalIation in the Beech Model 400A Beechjet May 11/93
1-96 AMs-5000 Beechjet 400A AMs-5000 Upgrade Jan 29/97
1-97 AMs-850 Beechjet 400A GPS Non-precision Approach Update (Modification NPA) Jan 28/97
1-97 FCS-4000 System Installation in the Beech Model 400A Beechjet Apr 8/97
1-97 FMS-3000/4200/5000/6000 Configuration Management of FMS Performance Databases Apr 8/97
NOTICE: This title page replaces third edition title page dated 30 November 1994.
1523-0776069-0041 18
d!!!RockweII Avionics & Communications

Collins
Beechjet 400A
Avionics System
2-tube system supplement
table of contents
Paragraph Page Paragraph Page
1.1 GENERAL INFORMATION . . . . . . . . . . . . . . . i . . . S-1 4.1 THEORY OF'OPERATION ................... 5-27

1.2 Equipment Covered ........................... S-1 4 2 Overview Diagrams ........................... 5-27
1.3 EquipmentLocation ........................... S-1 4.3 Additional System Schematics .................. 5-27
4.3.1 ADS-65C Air Data Sensor ..................... $40
1.4 Equipment Description ......................... S-1 4.3.2 ALJ-850A Altitude Indicator ................... 5-42
1.4.1 U P S Integrated Avionics Processor Assembly ...... S-1 4.3.3 APP-85Autopilot Panel ....................... 5-44
1.4.2 IDS Instrument Display System .................. S-2 4.3.4 CHP-850A Course/Heading Panel ............... 5-46
1.4.3 ADS Air Data System ......................... S-2 4.3.5 DRI-55 Digital Radio Altitude Indicator .......... 5-48
1.4.4 AHS Attitude Heading System .................. S-2 4.3.6 IND-42C DME Indicator. ...................... 5-50
1.4.5 FCS Flight Control System ...................... S-2 4.3.7 PAI-850 Preselect Altitude Indicator ............. 5-52
1.4.6 F M S Flight Management System ...................S-2
1.4.7 RSS Radio Sensor System ...................... S-2 5.1 MAINTENANCE ............................ 5-54
1.4.8 WXR Weather Radar System .................... S-3
1.4.9 ADAS Aircraft Data Acquisition System .......... S-3 5.2 Mating Connector Hardware and Tooling . . . . . . . . 5-54
1.5 Equipment Specifications ....................... 5-3 5.3 Diagnostic Differences ......................... 5-55
5.3.1 Avionics Status .............................. 5-55
3.1 OPERATION ................................. S-17 5.3.2 LRU Diagnostic Data ......................... 5-55
5.3.3 LRU Fault History ........................... $55
3.2 Operational Differences ....................... S-17 5.3.4 FCS Diagnostics .............................. 5-55
3.2.1 MP-85 Autopilot Panel ....................... S-17
3.2.2 CHP-850A Course/Heading Panel ............... S-17 5 4 Testing and Troubleshooting ................... 5-57
3.2.3 PFD Primary Flight Display .................... S-17
3.2.4 CockpitSwitches ............................ S-17 5.5 System Interconnect Diagram (REV C) .......... 5-58
3.3 Additional Unit Controls and Displays . . . . . . . . . . . S-17 5.6 LRU Mating Connector Fin Assignments ........ 5-58
3.3.1. ALJ-850A Altitude Indicator ; .................. S-17
3.3.2 DR1-55 Digital Radio Altitude Indicator .......... S-17
3.3.3 IND-42C DME Indicator ...................... S-17
3.3.4 PAI-850Preselect Altitude Indicator ............. S-17

List of Effective Pages *"he asterisk indicates pages changed, added, or deleted by the current change.
Page Issue
Title ..................... 12 Mar 97

List of Effective Pages ...... 12 Mar 97
S-1thru S-83.............. 12 Mar 97
S-84Blank ................12 Mar 97
1- E I
Record of Revisions
REVISION I INSERTION
I RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF
REVISIONS,INSERT REVISED PAGES IN THE MANUAL, AND ENTER DATE
SB NUMBER
DATE DAWY INCLUDED
None
I 2nd- I 15Jul92 1 None
I 3rd I 30Nov94 I None
None
. . , . , . _-. I
. .
. . . . . . . .
sumdement
1.1 GENERAL INFORMATION 1.3 Equipment Location
This supplement provides specifications, operating Figure 2 shows the location of each unit installed in
instructions, system schematic diagrams, and flight- the cockpit and in the avionics bays. Refer t o the
line fault isolation procedures for the 2-tube configu- General Information section for the location of other
ration of the Beechjet 400A Avionics System. Infor- units (radar, servos, IAPS,antennas, etc.).
mation is presented as "difference data" to avoid
duplicating material from previous sections of this 1.4 Equipment Description
manual. Major paragraphs are numbered to match
the section numbers of the system manual. The Beechjet 400A Avionics System has an W S
assembly and the following eight subsystems:
The 2-tube system is like the 3-tube system, except
that it contains different pilot side air data control IDS Instrument Display System
instrumentation, completely different copilot instru- ADS Air Data System
mentation, a single flight director, single EFISLFMS A H S Attitude Heading System
controllers, and a different number 2 air data system FCS Flight Control System
(also no SIN. FMS Flight Management System
RSS Radio Sensor System
a. The pilot side of the instrument panel contains WXR Weather Radar System
an ALI-850A Altitude Indicator and a Beech ADAS Aircraft Data Acquisition System
supplied airspeed indicator. The PFD does not
display altitudelairspeed functions and an ARP This supplement covers the 2-tube configuration of
is not installed. The MFD-871 is moved closer to the Beechjet 400A Avionics System. The 2-tube
the copilot, but is still connected to left side system is a non-symmetrical llbasic'l configuration.
computers. One EFD-871 (PFD) and one MFD-871 are installed.
b. The copilot side of the instrument panel does not This system features single PFD instrumentation,
contain a PFD or an ARP. Beech supplied altim- single flight guidance, single FMS control, single air
eter, airspeed, and vertical speed indicators are data computer, dual attitude heading reference
installed with a DRI-55 Digital Radio Altitude (AHRS) computers, and several dual
Indicator, IND-42C DME Indicator, and a PAI- COWAV/pulse radios. Options include dual ADF
850 Preselect Altitude Indicator. The right SDU and turbulence detecting radar.
is installed in the "HSI" position.
C. The copilot AAP, CDU, and MSP are not in- 1.4.1 IAPS Integrated Avionics Processor As-
stalled. The APP-85 does not contain an autopi- sembly
lot transfer button, and the CHP-850A does not
contain a second CRS select knob. The General Information section of this manual
d. An ADS-65C Air Data Sensor is installed instead describes the IAPS assembly. The IAPS assembly is
of the number 2 ADC. The SIA-850 is not in- a fully wired ICC-851 card cage containing four
stalled. independent PWa-851A power supplies, four inde-
pendent IOC-851( ) input'output data concentrators,
1.2 Equipment Covered two FCC-850 computers (part of FCS system), the
ATC-850 trim coupler (part of FCS system),the FMC-
Table I lists the equipment covered in this supple- 851( )/852( ) computers (part of FMS system), and the
ment. Figure 1shows each unit not already shown CDC-SSO( ) coupler (part of FMS system).
in the General Information section of this manual.
Reuised 12 March 1997 s-1

supdement 523-0776069
1.4.2 IDS Instrument Display System single flight guidance functions. The FCS has two
identical FCC-850 computers, one MSP-850A flight
The IDS system contains the two large crts, two guidance mode select panel, one APP-85 autopilot
smaller sensor display crts, and the sensor display control panel, an ATC-850 trim coupler, and three
driver. The large crt with no line keys on the bezel SV0-85( ) primary servos.
is an EFD-871 that is strapped t o function as a
primary flight display (PFD). The PFD replaces a Since there is no right-side flight director installed in
conventional attitude director indicator (ADI) and a 2-tube system, the APP-85 autopilot panel does not
horizontal situation indicator (HSI). In a 2-tube contain an AP XFR button and only one MSP-850A
system, the PFD displays airplane attitude, flight mode select panel is installed.
director commands, FCS annunciations, heading
(compass),course (navigation),bearing, digital radio 1.4.6 FMS Flight Management System
altitude, minimum decisionheporting altitude, and
decision height information. The FMS system provides rnultisensor navigation,
cockpit management, flight plan management, and
The large crt with line keys on the bezel is an MFD- diagnostic functions. The FMS has a computer, a
871. The MFD shows radadnavigation data, check- right-side coupler, one control display unit, one
list pages, system diagnostic pages, a plan map altitude control panel, a courseheading control panel,
pictorial, and several pages of FMS data. and a DBU-850 data base unit.
The SDU sensor display units are identical mono- The FMC-851( ) and FMC-852( ) computers function
chrome crts that display compass and NAV informa- together as one FMS computer. The CDC-850( ) is
tion in several selectable formats. The SDD sensor installed to couple right-side diagnostics to the FMC's.
display driver is a remote mounted unit that receives
navigatiodcompass data and reformats it for display Only one CDU-851/860/860A control display unit is
on the SDU's. installed in a 2-tube system. The CDU is the primary
controller for the FMS navigator, the large displays,
1.4.3 ADS Air Data System and the WXR system. The CDU also provides second-
ary control of the COM, NAV, ADF, and ATC radios.
The A13S senses and processes data derived from the Only the CDU-860A provides control of the H I S
air mass around the airplane. The pilot system system.
contains an ADC computer (with configuration
module) and an ALI-850A. Left side air data dis- Only one AAP-850/851 altitude awareness panel is
plays on the Beech supplied airspeed indicator and installed in a 2-tube system. The AAP contains
on the &I. The ALI displays bar0 corrected alti- controls t o select a decision height and reporting
tude, preselect altitude, and vertical speed. altitude (or minimum decision altitude).
The copilot system contains an ADS-65C sensor and The CHP-85OA courseheading panel is installed in a
a PAI-850. Right side air data displays on the Beech 2-tube system (instead of a CHP-$50). The CHP
supplied airspeed, altitude, and vertical speed provides left-side heading and course controls, and
indicators. The PAI-850 provides preselect altitude contains a joystick. Note that this CHP does not
control and display contain a right-side course selector knob.
1.4.4 AHS Attitude Heading System 1.4.7 RSS Radio Sensor System
The A H S is a dual system that senses the airplane The RSS is a dual communication and navigation
attitude, heading, and 3-axis rate/accelerations. The system. Two RTU-870N870T radio tuning units are
pilot system is the same as the copilot system. Each the primary controllers of the vhf COM, vhf NAY
system contains an AHC-85E computer (with ICU-85 ADF, and ATC radios. The communication portion of
compensation module) and an FDU-70 flux detector. the system has left and right side VHF-422A COM
transceivers and TDR-94/94D mode4 transponders.
1.4.5 FCS Flight Control System Some installations contain TDR-90 Transponders and
CAD-870 Transponder Adapters instead of the TDR-
The FCS system provides fail-passive autopilot and 94/94D mode3 units. The TDR-90 is a mode-AIC
Revised 12 March 1997 s-2

sipplement 523-0776069
transponder; the CAD-870 provides ARINC 429 data time-to- station, and station identification. The
conversion for the TDR-90. DRI-55 displays radio altitude and decision height.
The optional TTR-920 TCAS XI Transmitter-Receiver 1.4.8 WXR Weather Radar Sysgern
functions with two TDR-94D transponders to interro-
gate transponders in nearby airplanes and deter- The WXR is a single-unitradar system. The RTA-844
mine if there is a potential collision threat. If the is an X-band radar that detects atmospheric moisture
intruder airplane (also) has a mode-S transponder? in front of the airplane. The optional RTA-854 detects
the TTR establishes a transponder link to coordinate air turbulence as well as atmospheric moisture. The
avoidance maneuvers. The TTR supplies tr&c and radar control page of the CDU (part of the FMS)
resolution advisory display data to the PFD and provides WXR control and mode selection. Radar
MFD. The TRE-920 TCAS XI Directional Antenna targets may be selected for display on the
functions with the TTR-920. MFD.
The navigation portion of the system has two VIR- 1.4.9 M A S AircrafE Data Acquisition System
432 NAV receivers, DME-442 transceivers, ADF-462
receivers (right ADF is optional). One ALT-55B The ADAS is a single-unit that digitizes airplane
radio altimeter, RAC-870 converter, CMA-764 sensor data for input t o the avionics system. The
VLFiOrnega receiver, VLF-ANT antenna coupler, DAU-650 also converts digital autopilot and advisory
and an ANT-462N462B ADF antenna are also data into discrete outputs to drive airplane annmcia-
installed. A CMA-764-1 VLF/OmegdGPS receiver tors and aural horns.
and GPS-ANT antenna may be installed instead of
the CMA-764. 1.5 Equipment Specifications
In a 2-tube system, an IND-42C DME indicator and Table 2 lists equipment specifications for each unit
a DRI-55 digital radio altitude indicator are installed that is not already covered in the General Information
on the copilot side of the instrument panel. The section of this manual.
IND-42C displays DME distance, ground speed,

supplement 523-0776069
COLLINS %TUBE SYSTEM

UNIT DESCRIPTION PART NUMBER Qm
ICC-851 IAPS Card Cage 622-9342-001or -002
PWR-851A IAPS Power Supply 622-8365-002 -003
IOC-851 YO Concentrator 622-7405-008or -004

or
IOC-851A YO Concentrator 622-9343-101 or -102
IDS INSTRUMENT DISPLAY SYSTEM
EFD-871 Electronic Flight Display (PFD) 622-9345-001,-003,

-005, -021, or -025
MFD-871 Multifunction Display 622-9434-001, -003, -011,

-031, or -035
SDU-640A Sensor Display Unit 622-8336-011

(Use with SDD-640)
or
SDU-640B Sensor Display Unit 622-9735-001

(Use with SDD-640A)
SDD-640 Sensor Display Driver 622-7207-002
or
SDD-640A Sensor Display Driver 622-9347-001
ADS AIR DATA SYSTEM
ADC-850D Air Data Computer (Internal ADM) 822-0389-110,-112, or -

or 118
ADC-850 Air Data Computer (Without ADM) 622-7208-002

and
ADM-850 Air Data Module (Use with ADI-850) 622-7737-007
ADS-651 Air Data Sensor 622-6332-001
ALI-850A Altitude Indicator 622-8334-002
PAI-850 Preselect Altitude Indicator 622-9250-001
AHS ATTITUDE HEADING SYSTEM
AHC-85E Attitude Heading Computer 622-9336-002 or -400
ICU-85 Internal Compensation Unit 622-6189-002
FDU-70 Flux Detector Unit 622-5812-001

su-pplemenf 523-0776069
Table 1. Equipment Couered.

I I I
COLLINS 2-TUBE SYSTEM
UNIT DESCRIPTION PART NUMBER Qm
MSP-850A Mode Select Panel (Without WAV) 622-8330-004

or
MSP-850A Mode Select Panel (With VNAW 622-8330-003
APP-85 Autopilot Panel 622-6208-208
FCC-850 *Flight Control Computer 622-7410-102, -202, or -

302
SVO-85B Aileron Servo 622-5027-002
SVO-851 Elevator and Rudder Servo 622-6717-004
ATC-850 "Automatic Trim Coupler 622-9377-001
FMS FLIGHT MANAGEMENT SYSTEM

Or

or
CDU-860A Control Display Unit 622-9957-011
CHP-850A Course/Heading Panel 622-9435-001

or
FMC-85lB "Flight Management Computer 622-9338-001

or
FMC-851C *Flight Management Computer 622-9925-002 or -101
FMC-852B "Navigation Computer 622-9339-001

or
FMC-852C "Navigation Computer 622-9926-002 or -101
CDC-850B "Control Display Coupler 622-9337-001

or
CDC-850C *Control Display Coupler 622-9924002 or -101
DBU-850 Data Base Unit (DSDD) 622-7400-004

or
DBU-4000 Data Base Unit (High Density) 622-9865-001
RTU-870A Radio Tuning Unit 622-9346-012 2
RTU-870T Radio Tuning Unit 622-9856-111
TDR-94D Transponder 622-9210-003 2

01

suoplernent 523-0776069
Table 1. Equipment Covered.

~~
COLLINS 2-TUBE SYSTEM

UNIT DESCRIPTION PART NUMBER QTY
TDR-94 Transponder 622-9352-003
or
TDR-90 Transponder (Use with CAD-870) 622-1270-001

and
0-870 Transponder Adapter (Use with TDR-90) 622-7346-001
TRE-920 TCAS 11 Directional Antenna 622-8973-001 0 or 1or 2
TTR-920 TCAS I1 Transmitter-Receiver 622-8971-120 0 or 1
VHF-422A VHF COMM Transceiver 622-7292-101 2
VIR-432 VHF Navigation Receiver 622-7194-101 2
DME-442 DME Transceiver 622-7309-101 2
IND-42C DME Indicator 622-7318-003 1
ADF-462 ADF Receiver 622-7382-101 1or2
ANT-462A ADF Antenna (Single) 622-7383-001 1

or
ANT-462B ADF Antenna (Dual) 622-7384-001
ALT-55B Radio Altimeter 622-2855-001 or -011 1
DRI-55 Digital Radio Altitude Indicator 622-4160-017 1
RAC-870 Radio Altitude Converter 622-7209-001or -002 1

CMA-764 YLWOmega Receiver 270-1306-010 or -060 1
(Canadian Marconi)
or
CMA-764-1 VLF/Omega/GPS Receiver 270-1306-070

(Canadian Marconi)
and
GPS-ANT GPS Antenna (Usewith -070) 270-1306-080
(Canadian Marconi)
VLF-ANT Antenna Coupler (€3-field) 270-1306-020 1

(Canadian Marconi)
RTA-844 Receiver/Transmitter/Antenna 622-9302-003or -011 1

(Without Turbulence)
I Receiver/Transmitter/Antenna
Or
I
RTA-854
I (With Turbulence)
622-8440-003 or -011
~
ADAS A I R C M T DATA ACQUISITION SYSTEM
DAU-650 Data Acquisition Unit 622-9344-001 1
Revised 12 March 1997 S-6

DRI -55
IND-42C
U
ADS-65C
ALI-850A
2-TUBE SYSTEM
ADDITIONAL UNITS
-
GAO- 0903 014
Beechjet 4OOA Avionics System
Figure I

ALI- 8 5 0 A AAP MFD

NO. 1 NO. 1
PFD
NO. 1 \ /
IND-42C
SDU
NO.1
NO.
CDU
NO. 1
1
/ L
\
R TU / RTU
NO. 2
CHP -850A
No. l /
APP
2-TUBE SYSTEM
CGO- 0992- 02- AC- 1
Equipment Locations
Figure 2 (Sheet I of 2)

TOP %ELF
TOP SHELF
RIGHT \
AVlONlCS BAY
I
I
,ml
(BOlTOM)
ICC
\H JET BATTERY PACK MOUNTED

UNDER THE
--- SHELF
\
BOTTOM SHELF
I
RIGHT AVlONlCS BAY
BOTTOM SHELF
I JET B A l T R Y PACK
LEFT AVlONlCS BAY
BOTTOM SHELF
I
I
-\ l-3sTT-l I
I
I
I
I NOTE:
I ADM MOUNTS TO
TOP OF ADC-850.
I ICU MOUNTS IN
FRONT END OF AHC.
I CAD MOUNTS WITH TOR-90.
I
E
2-TUBE SYSTEM
AVlONlCS BAYS, TOP VIEW
Equipment Locations
Figure 2 ( S k e t 2 of 2)

Certification
FAA TSO Refer to table 3.

Environmental Refer to table 3 and to the environmental qualification forms.
Size Refer to table 4.
Weight Refer to table 4.
Power requirements Refer to table 4 (typical values).
Maintenance requirement On condition, except as noted in General Information section
Table 3, Certification Categories, Additional Units.
UNIT FAA TSO I SYSTEMTSO ENVIRONMENTAL CATEGORIES
ADS-65C C52a (Flight Director) US-65 DO-160A/ F Z / B / J W E l/XXXXXZ/BZ/AZZ
ALI-850A C8c (Vertical Speed) ADS-850 DO-160B /A2Dl/BBPKS/E 1 w W A Z A Z A X

ClOb (Altimeter)
CHP-850A C113 (Electronic Display) FMS-850A DO-160B /A.ZFl/BB/PKS/El/XXXXXA/BZ/AZAZAX

DRI-55 C87 (Radio Altimeter) DO460 /A2Cl/B/PKS/E//AZZ
IND-42C C66b (DME Transceiver) DO-160A /A2C l/B/PKS/ELQXXXWBZ/AZA
PAI-850 C52a (Flight Director) ADS-850 DO-16013/A2Fl/BBPKS/EI ~ U A Z A Z A X
Table 4. Unit Weight, Normal Power Requirements, and Size (Additional Units).
UNIT WEIGHT 28 V DC SIZE (H x W x L) mm (in)

kg (lb) POWER
(W)
~~
ADS-65C 1.18 (2.6) 7 85 x 190 x 127 (3.35 x 7.50 x 5.00)
ALI-850A 2.64 (5.8) 22 132 x 107 x 244 (5.20 x 4.20 x 9.59)
CHP-850A 0.36 (0.8) NA 37 x 182 x 112 (1.45x 7.18 x 4.41)
DRI-55 0.32 (0.7) 11 21 x 86 x 178 (0.83x 3.38 x 7.00)
IND-42C 0.41(0.9) 4 42 x 86 x 172 (1.66x 3.38 x 6.77)
PAI-850 0.36 (0.8) 1 30 x 106 x 164 (1.16 x 4.18 x 6.46)

Table 5. ADS-65C Environmental Qualification Form.
CONDITIONS DO-160A SECTION EQUIPMENT QUALIFICATIONS

AND REV CATEGORIES OF CONDUCTED TESTS
TEMPERATURE AND ALTITUDE 4.0 F2

TEMPERATURE
LOW OPERATING TEMPEMTTJRE -55 "C (-67O F )
HIGH STOFtAGE TEMPERATURE +85 "C(+185 O F )
ALTITUDE 16 800 m (55 000 R)
HUMIDITY 6.0 B
SHOCK 7.0

EXPLOSION 9.0 El
FLUIDS SUSCEPTIBILITY 11,o X

FUNGUS 13.0 X
SAT..T SPRAY 14.0 X

AUDIO FREQUENCY CONDUCTED 18.0 Z

SUSCEPTIBILITY
Revised 12 March 1997 S-1I

Table 6. ALI-85OAEnvironmental Qualification Form.

~~ ~~ ~~
CONDITIONS DO-160B SECTION EQUIPMENT QUALIFICATIONS

AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE
LOW OPERATING TEMPERATURE -20 "C (-4"F)
HIGH OPERATING TEMPERATURE +70 "C( + E 8O F )
LOW STORAGE TEMPERATURE -55 "C (-67O F )
HIGH STORAGE TEMPEMTURE +85 "C (+185 O F )
ALTITUDE 15 200 m (50 000 R)
TEMPERATURE VARIATION 5.0 13, -20 to +70 degrees C
HUMIDITY 6.0 B, Level 1
SHOCK 7.0
CRASH SAFETY Tested at 15 g (I1 rns duration)
EXPLOSION 9.0 E1
FUNGUS 13.0 X
SALT SPRAY 14.0 X
AUDIO FREQUENCY CONDUCTED 18.0 z

SUSCEPTIBILITY

supplement 5234776069
Table 7. CHP-85OAEnvironmental Qualification Form.
DO-160B SECTION EQUIPMENT QUALIFICATIONS

CONDITIONS AND REV CATEGORIES OF CONDUCTED TESTS
TEMPERATURE AND ALTITUDE 4.0 A2 and FI

TEMPERATURE
HIGH OPERATING TEMPERATURE +70 "C (+E8O F )
HIGH STOFWGE TEMPERATURE +85 "C(+185 O F )
ALTITUDE 16 800 m (55 000 ft)
TEMPEMTURE VARIATION 5.0 B, -20 to +70 degrees C
HUMIDITY 6.0 B, Level 1
SHOCK 7.0

EXPLOSION 9.0 El

S A N D AND DUST 12.0 X
FUNGUS 13.0 X
SAlT SPRAY 14.0 X
AUDIO FREQUENCY CONDUCTED 18.0 Z

SUSCEPTIBILITY

Table 8. DRI-55 Environmental Qualification Form.
I CONDITIONS DO-160 SECTION

AND REV
TEMPERATURE AND ALTITUDE 4.0 A2 and C1
TEMPERATURE

HIGH OPERATING TEMPERATURE +70 "C (+E8 O F )
HIGH STORAGE TEMPERATURE 4 5 "C(+185"F)

ALTITUDE 10 700 m (35 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0

VIBMTION 8.0 P, K, and S
EXPLOSION 9.0 E
SAND AND DUST

Pro Line 4 - Hawker 400A

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Beechjet 400A

Business and Regional Systems

Volume 1 system manual

General Informatlon 523-0775808

Theory of Operation 523-07758IO

Business and Regional Systems

INFORMATION SUBJECT TO EXPORT CONTROL LAWS

This document may contain information subject to the International Tr&c in A n z s

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

SOFTWARE COPYRIGHT NOTICE

0 1997 Rockwell Collins, Inc.

All Software resident in this equipment is protected by copyright.

We welcome your comments concerning this publication. Although every effort

RECORD OF TEMPORARY REVISIONS

TEMPORARY DATE DATE

2 1-26 Apr 8/02 Rockwell Collins Jun 20/03 Rockwell Collins

4 1-26 Jun 20/03 Rockwell Collins

6 3-234 Oct 21/04 Rockwell Collins

8 1-6 May 10/05 Rockwell Collins

8 1-7 May 10/05 Rockwell Collins

8 1-9 May 10/05 Rockwell Collins

1 5-108 May 3/00 Rockwell Collins

2 5-1 Apr 8/02 Rockwell Collins

2 5-3 Apr 8/02 Rockwell Collins

3 5-266 Feb 19/02 Rockwell Collins

3 5-267 Feb 19/02 Rockwell Collins

4 5-15 Jun 20/03 Rockwell Collins

4 5-16 Jun 20/03 Rockwell Collins

5 4-180 Mar 10/04 Rockwell Collins

5 4-211 Mar 10/04 Rockwell Collins

5 4-227 Mar 10/04 Rockwell Collins

5 5-4 Mar 10/04 Rockwell Collins

5 5-221 Mar 10/04 Rockwell Collins Oct 25/05 Rockwell Collins

Temporary Revision 9 RTR-1

RECORD OF TEMPORARY REVISIONS

TEMPORARY DATE DATE

5 5-222 Mar 10/04 Rockwell Collins Oct 25/05 Rockwell Collins

5 5-228 Mar 10/04 Rockwell Collins

5 5-263 Mar 10/04 Rockwell Collins

6 5-144 Oct 21/04 Rockwell Collins

6 5-146 Oct 21/04 Rockwell Collins

6 5-282 Oct 21/04 Rockwell Collins

7 4-172 Dec 2/04 Rockwell Collins

7 4-173 Dec 2/04 Rockwell Collins

7 4-194 Dec 2/04 Rockwell Collins

7 4-195 Dec 2/04 Rockwell Collins

9 5-221 Oct 25/05 Rockwell Collins

9 5-222 Oct 25/05 Rockwell Collins

9 5-248 Oct 25/05 Rockwell Collins

Temporary Revision 9 RTR-2

@!! RocfaueM Avionics & Communications

1.1 INTRODUCTION . . . . . . . f . . . . . f . . . . f . . . . . . . . . . . . . . . . . . ~ . f . . . . . . . . . . ~ . . . . . f . . . . . . . . + . l . . . . . . . . . . . . . . . . .1-1

1.2 PURPOSEOFEQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.3 PURPOSEOFEQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.4 EQUIPMENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.5 EQUIPMENTDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.6 EQUIPMENTSPECIFICATIONS . . . . . . . . . . . . . . I . . . . . . . . . . f . t . t . . . . . . . . f . t . t . . . . . . . . . . . . . . . . . . . 1 . . . f . . . . . .1-6

1.7 ASSOCIATEDEQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

1.8 STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

1.9 ABBREVlATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

1.10 LICENSINGREQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

NOTICE: This section replaces third edition dated 30 November 1994.

1.4 EQUIPMENT LOCATION The 3-tube system is a nonspmetrical configura-