system manual Learjet 60

Avionics System

system manual

Business and Regional Systems

 
 Business and Regional Systems
400 Collins Road NE
Cedar Rapids, IA 52498
319.295.1000

 

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 Learjet 60
Avionics System

system manual

This publication includes:

General Information 523-0776649

Operation 523-0776650
Theory of Operation 523-0776651
Maintenance 523-0776652
Bulletins 523-0776653

Business and Regional Systems

Rockwell Collins, Inc.
Cedar Rapids, Iowa 52498
Printed in the United States of America 523-0776648-00311A
© 1999 Rockwell Collins, Inc.
3rd Edition, 20 January 1999

  

 WARNING

INFORMATION SUBJECT TO EXPORT CONTROL LAWS

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

CAUTION

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

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

SOFTWARE COPYRIGHT NOTICE

© 1999 Rockwell Collins, Inc.

All Software resident in this equipment is protected by copyright.

We welcome your comments concerning this publication. Although every effort

has been made to keep it free of errors, some may occur. When reporting a
specific problem, please describe it briefly and include the publication part
number, the paragraph or figure number, and the page number.
Send your comments to: Publications Department MS 106-124
Business and Regional Systems
Rockwell Collins, Inc.
Cedar Rapids, Iowa 52498
or by Internet E-Mail to:
BRSPUBS@[Link]
 GENERAL ADVISORIES FOR ALL UNITS

Warning

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

Warning

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

Warning

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

Warning

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

Warning

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

Caution

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

Caution

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

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-kΩ or 1-MΩ
series resistor to prevent operator injury.

i
 GENERAL ADVISORIES FOR ALL UNITS (CONT)

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.

SPECIFIC ADVISORIES FOR THE LEARJET 60 AVIONICS SYSTEM

Warning

Rockwell Collins, Inc. does not take responsibility for certification of the APS-850 Autopilot System when
used with equipment other than those covered by the Collins Avionics safety analysis. The APS-850 has
been certified with a safety analysis based on the use of the AHS-85 Attitude Heading 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.

Warning

Electronic control systems, such as autopilots, engine controls, fuel 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.

Warning

The area within the scan arc and within 0.65 meters (2 feet) of an operating RTA-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.

Warning

Observe the following precautions when handling fiber-optic components:

a. The output from fiber-optic links can cause serious damage to the eye, and glass in the cable can pierce
the skin.
b. Use caution when viewing fiber ends or optical ports under magnification. For further precautions and
information, see ANSI 2-136.1 1986.
c. Use caution when viewing the optical port without knowing the optical power level and the wavelength.
d. Handle bare optical fiber with care. The core end of the fiber is glass that can pierce the skin and break
off. This is a hazard only when terminating a fiber end with a connector or splice.

TSO Note

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.

ii
 ROCKWELL COLLINS
SYSTEM MANUAL
Lear 60 Avionics System

RECORD OF TEMPORARY REVISIONS

TEMPORARY DATE DATE

PAGE NUMBER BY BY
REV NO ISSUED REMOVED

1 4-183 Apr 26/00 Rockwell Collins

2 4-141 Jul 16/02 Rockwell Collins

3 1-5 Mar 30/05 Rockwell Collins

3 1-7 Mar 30/05 Rockwell Collins

3 1-9 Mar 30/05 Rockwell Collins

Temporary Revision 3 RTR-1/RTR-2

523-0776648-03311A Mar 30/05
 LEARJET 60 System Manual 523-0776648

RECORD OF ADDENDUMS

INSERTION
SECTION ED/REV DATE ADDENDUM DATE
DATE/BY
General Information 3/0 20 Jan 99 None
Operation 3/0 20 Jan 99 None
Theory of Operation 3/0 20 Jan 99 None
Maintenance 3/0 20 Jan 99 None
Bulletins 3/0 20 Jan 99 None

NOTE: Addendum sheets should not be removed from a manual unless otherwise specified.
Addendum information will be incorporated in the next edition of the manual.

iii

523-0776649-003118
3rd Edition, 20 January 1999

Learjet 60
Avionics System

General Information
Table of Contents

Paragraph Page

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

1.2 EQUIPMENT COVERED........................................................................................................................................ 1-1
1.3 PURPOSE OF EQUIPMENT.................................................................................................................................. 1-1
1.4 EQUIPMENT LOCATION ...................................................................................................................................... 1-1
1.5 EQUIPMENT DESCRIPTION ............................................................................................................................... 1-1
1.5.1 IAPS Integrated Avionics Processor Assembly ............................................................................................................ 1-2
1.5.2 IDS Instrument Display System ................................................................................................................................... 1-2
1.5.3 ADS Air Data System .................................................................................................................................................... 1-2
1.5.4 AHS Attitude Heading System ..................................................................................................................................... 1-3
1.5.5 FCS Flight Control System ........................................................................................................................................... 1-3
1.5.6 AMS Avionics Management System ............................................................................................................................. 1-3
1.5.7 RSS Radio Sensor System ............................................................................................................................................. 1-4
1.5.8 WXR Weather Radar System ........................................................................................................................................ 1-5
1.5.9 ADAS Aircraft Data Acquisition System ...................................................................................................................... 1-5
1.6 EQUIPMENT SPECIFICATIONS ......................................................................................................................... 1-6
1.7 ASSOCIATED EQUIPMENT.................................................................................................................................. 1-6
1.8 STORAGE ................................................................................................................................................................ 1-6
1.9 ABBREVIATIONS ................................................................................................................................................... 1-6
1.10 LICENSING REQUIREMENTS........................................................................................................................... 1-6

NOTICE: This section replaces second edition dated 6 January 1995.

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

Page No Issue Page No Issue Page No Issue

* Title .......................................... 20 Jan 99
* List of Effective Pages.............. 20 Jan 99
* 1-1 thru 1-94 ............................. 20 Jan 99

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

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

REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

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

1st Ed 13 Nov 92 None

2nd Ed 6 Jan 95 None

3rd Ed 20 Jan 99 None

 section I
general information

1.1 INTRODUCTION

This publication provides specifications, operating instructions, system schematic diagrams, and flight-line
fault isolation procedures for the Learjet 60 Avionics System. This version of Collins Pro Line 4 avionics is
installed exclusively on the Learjet Model 60 airplane.

Use this manual when performing avionics troubleshooting and maintenance functions onboard the air-
plane, and as a training tool to teach the system functions and integration. This system manual does not re-
place LRU bench-level repair manuals.

1.2 EQUIPMENT COVERED

Table 1-1 lists the equipment covered in this manual. Figure 1-1 shows each unit.

1.3 PURPOSE OF EQUIPME NT

The Learjet 60 Avionics System is a fully integrated airplane system. This avionics system contains an en-
hanced version of the traditional avionics and includes new avionics units/models designed for this applica-
tion. The avionics system features an integrated avionics processor assembly (IAPS), an avionics manage-
ment system (AMS), advanced pilot and copilot integrated electronic displays, dual air data computers, dual
AHRS sensors, a solid-state weather radar unit, a fail-passive 3-axis autopilot with automatic pitch trim
outputs, dual flight directors, single/dual FMS navigators (part of AMS), dual VHF COMM transceivers,
dual VOR/ILS NAV radios, dual DME transceivers, dual mode-S transponders, single/dual ADF receivers,
single/dual VLF/Omega/GPS NAV sensors, a radio altimeter, optional single/dual GPS receiver, and an op-
tional TCAS II system.

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

1.4 EQUIPMENT LOCATIO N

Figure 1-2 shows the location of each system unit and associated antenna on the airplane. The RTA weather ra-
dar unit and the glideslope antenna are in the radome. The left and right avionics bays are behind the radome;
the IAPS assembly is in the left bay. The DBU data base unit (disk drive) is under the floor behind the copilot’s
seat. The FDU flux detector units are in the wing tips. The CMA sensors are mounted side-by-side between the
baggage door and the tail cone access door; CMA number 1 is inboard. Each SVO primary servo is located near
the appropriate aileron, rudder, or elevator control surface.

1.5 EQUIPMENT DESCRIPT ION

The Learjet 60 Avionics System has an IAPS assembly and the following eight subsystems: IDS Instrument
Display System, ADS Air Data System, AHS Attitude Heading System, FCS Flight Control System, AMS
Avionics Management System (includes FMS subsystem), RSS Radio Sensor System, WXR Weather Radar
System, and ADAS Aircraft Data Acquisition System

20 January 1999 1-1

 general information 523-0776649
1.5.1 IAPS Integrated Avionic s Processor Assembly

The IAPS assembly performs a part of the integration function required to interconnect and manage the
various avionics subsystems in the airplane. The IAPS assembly may be considered a part of the airplane
wiring that physically houses some avionics units. The ICC-851A IAPS Card Cage assembly (used with
AMS-850) has a fully wired card cage containing four independent power supplies, four independent in-
put/output data concentrators, two FCC-850A computers (part of FCS system), and the FMC-851C/852C
computers (part of AMS-850).

The ICC-851A IAPS Card Cage provides an isolated interface between the resident LRMs (line replaceable
modules) and external units. The ICC contains temperature sensors and heater/fan assemblies to automati-
cally regulate the IAPS environment. The PWR-851A Power Supplies provide four separate sources that in-
dependently power the left FCC, the right FCC, the left FMC, and the right CDC/FMC functions. The IOC-
851A I/O Concentrators provide a data management function by acting as a central data collection and dis-
tribution point. These concentrators receive data bus inputs from each major unit on the airplane, process
(sort) the data words, and then transmit (only) the words of interest to each receiving unit.

The FCC-850A Flight Control Computers provide 3-axis autopilot and dual flight guidance functions. The
FMC-851C/852C Flight Management Computer(s) provide multisensor navigation, cockpit management,
flight plan management, and diagnostic functions. The CDC-850C Control Display Coupler allows a second
CDU to function with a single FMC installation.

Note that the (empty) ICC-851A IAPS Card Cage is a line replaceable unit. Each power supply, concentrator,
computer, and coupler installed in the card cage is an individual line replaceable module. If any of these
modules fail, replace that module and not the entire IAPS assembly.

1.5.2 IDS Instrument Display System

The IDS system displays EFIS, multifunction, air data, and NAV sensor information. The IDS contains four
large crts, one smaller crt, and a sensor display driver. Each of the (7 x 6-inch) large crts without bezel line
keys is an EFD-871 Electronic Flight Display. The EFD-871 is a composite color display that is strapped to
function as a primary flight display (PFD) or a navigation display (ND). Pilot instruments are a PFD and an
ND (or MFD); copilot instruments are a PFD and an MFD.

The PFD replaces a conventional attitude director indicator (ADI), horizontal situation indicator (HSI), alti-
tude indicator (ALI), airspeed indicator (ASI), vertical speed indicator (VSI), and Mach speed indicator
(MSI). Each PFD displays airplane attitude, flight director commands, FCS annunciations, heading (com-
pass), course (navigation), bearing, vertical speed, airspeed, baro corrected altitude, radio altitude, preselect
altitude, minimum descent/reporting altitude, decision height, temperature, and (optional) TCAS II advisory
information. The ND displays radar returns and comprehensive navigation information in HSI or present
position map format. If TCAS is installed, the ND also displays a traffic map pictorial.

The large crt with line keys on the bezel is an MFD-871 Multifunction Display. This composite color display
shows radar/navigation/TCAS data (also displayed on ND), checklist pages, system diagnostic pages, a plan
map pictorial, and several pages of flight management data. An MFD is always installed on the copilot side
of the panel, and is installed on the pilot side in dual AMS systems.

The SDU-640B Sensor Display Unit is a monochrome crt that replaces a conventional RMI and displays sev-
eral screens of navigation sensor data. The SDD-640A Sensor Display Driver is a remote mounted unit that re-
ceives system navigation/compass data and formats it for display on the SDU.

1.5.3 ADS Air Data System

The ADS is a dual system that senses and processes data derived from the air mass around the airplane.
Both the pilot and copilot systems contain a computer (with configuration module), a reference selector

20 January 1999 1-2

 general information 523-0776649
panel, and a signal interface adapter. Note that air data displays on the PFD; traditional dedicated instru-
ments (ALI/ASI/VSI/MSI) are not required.

The ADC-850D Air Data Computer connects to a pitot/static air input port and to a temperature sensor. The
ADC processes air data and provides output parameters to the large displays, attitude heading computer,
and the IAPS concentrators. An internal ADM memory module configures the ADC computer for operation
in the Learjet 60 airplane.

The ARP-851 Air Data Reference Panel provides controls to set various airspeed references, a vertical speed
reference, the preselect altitude, the amount of baro pressure correction, and the temperature display for-
mat. The ARP applies this data to the onside ADC computer.

The SIA-850 signal interface adapter converts the angle-of-attack signal from the (non-Collins) stall warning
system into ARINC 429 format. The SIA applies this data through the DAU and IAPS data concentrators to
the large displays. The PFDs use this information to position the “low speed cues” on the airspeed scale.

1.5.4 AHS Attitude Heading S ystem

The AHS is a dual strap-down (AHRS) reference system that senses the airplane attitude, heading, and 3-
axis rate/accelerations. Both the pilot and copilot systems contain a computer (with compensation module)
and a flux detector.

The AHC-85E Attitude Heading Computer is installed in a precisely leveled mount. The AHC replaces a
conventional vertical gyro, directional gyro, three rate gyros, and three linear accelerometers. The AHC pro-
vides attitude and heading parameters to the large displays, a sensor display unit, the flight control com-
puter, and to the IAPS concentrators. The left AHC also supplies data to the optional TCAS transmitter re-
ceiver.

The ICU-85 Internal Compensation Unit mounts in the front end of the AHC. The ICU module contains off-
set adjustments that electrically cancel flux detector alignment error and magnetic effects caused by the air-
frame.

The FDU-70 Flux Detector Unit mounts in the wingtip of the airplane. The FDU provides magnetic flux
measurements to the AHC for use in computing airplane heading.

1.5.5 FCS Flight Control Syste m

The FCS system provides fail-passive autopilot and dual flight guidance functions. The FCS has two identi-
cal computers and three primary servos. A (non-Collins) glareshield control panel is installed that contains
the flight guidance mode select and autopilot controls that are normally provided by Collins MSP and APP
units.

The two FCC-850A Flight Control Computers reside in the IAPS card cage. These computers provide inde-
pendent flight guidance computation and operate together to provide 3-axis autopilot, pitch trim, and rudder
boost functions. The FCC receives critical AHRS data directly from the AHC, and receives ADS, RSS, and
AMS data through the IAPS concentrators. The PFDs display FCS mode and autopilot information. Note
that the FCC pitch trim outputs are provided to the non-Collins trim interface; this interface drives the trim
servo.

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

1.5.6 AMS Avionics Managem ent System

The AMS-850 Avionics Management System is installed on the Learjet 60 airplane. The AMS system pro-
vides multisensor navigation, cockpit management, flight plan management, and diagnostic functions.

20 January 1999 1-3

 general information 523-0776649
The AMS-850 Avionics Management System consolidates the cockpit management functions and provides
lateral navigation/guidance, navigation sensor management, flight planning, route file management, vertical
navigation, GPS flight management, and fuel management. The AMS-850 system consists of the FMC-851C
Flight Management Computer, FMC-852C Navigation Computer, CDC-850C Control Display (CDU) Cou-
pler, CDU-860/860A Control Display Units, AAP-851 Altitude Awareness Panels, CHP-850 Course/Heading
Panel, and DBU-4000 Data Base Unit.

The FMC-851C Flight Management Computer, FMC-852C Navigation Computer, and CDC-850C Control
Display (CDU) Coupler (if installed) reside in the IAPS card cage. Each FMC-851C and FMC-852C pair
function as one complete flight management computer. One or two flight management computers may be in-
stalled; each computer is identical to and independent from the other. A flight management computer is a
navigator that computes a lateral flight plan that can be selected as a lateral flight director input to the
autopilot. This unit also computes vertical navigation data that can be selected as a vertical flight director
input to the autopilot. The computer also provides route library storage, navaid data base storage, diagnos-
tic, and several control/planning functions.

The CDC-850C is a partially configured version of the FMC-851C and may be installed so that the second
CDU control display unit can function with a single flight management computer. The CDC also provides
part of the diagnostic function. The CDC is not required if dual AMS/FMS is installed (two FMC-851Cs and
two FMC-852Cs).

Two CDU-860/860A Control Display Units are installed in this system. Each CDU controls the (onside) FMS
navigator, the onside large displays, and one channel of the WXR system. Each CDU can also remotely tune
the COM, NAV, ADF, and ATC radios. These units are normally tuned by the RTUs. The CDU-860A pro-
vides AFIS capability.

Two AAP-851 Altitude Awareness Panels are installed near the PFDs. Each AAP contains controls to select
a decision height and reporting altitude (or minimum descent altitude). These values display on the PFD.
One CHP-850 Course Heading Panel is installed. The CHP contains controls to select a heading reference
and desired course. The CHP also contains a joystick for use with the MFD.
The DBU-4000 Data Base Unit is a 3-1/2-inch (high-density) disk drive used primarily to load monthly data
base updates. This unit is also used to read and write checklist, route, and maintenance files.

1.5.7 RSS Radio Sensor System

The RSS system provides communication and navigation functions. The RSS contains two integrated RTU radio
controllers, two vhf COMM transceivers, two vhf NAV receivers, two DME transceivers, one or two ADF receiv-
ers, two TDR mode-S transponders, a radio altimeter with data converter, one or two VLF/Omega/GPS sensors,
and optional HF transmitter-receiver. If the TCAS II option is installed, this system also contains a TTR trans-
mitter-receiver and two TRE directional antennas.

The RTU-870T/870C Radio Tuning Units are the primary controllers for the vhf COMM, vhf NAV/DME,
ADF, TDR radios. Each RTU is normally used to select the operating frequency, active mode, and self-test
functions of the onside bank of radios.

The VHF-422A/422C VHF COMM Transceivers provide multichannel vhf voice communications. Each VIR-
432 VHF NAV receiver contains VOR/LOC, glideslope, and marker beacon receivers. Each DME-442 trans-
ceiver computes line-of-sight distance from the airplane to a ground station, relative closure rate, and sta-
tion identification.

Each ADF-462 Automatic Direction Finder receiver determines the relative bearing from the airplane to a
selected ground station. The ANT-462A ADF antenna is installed with a single ADF receiver; the ANT-462B
is installed when the airplane has two ADF receivers.

Two TDR-94 Mode-S Transponders are installed, but only one is active at any time. The selected TDR auto-
matically transmits identification, altitude, and select information to air traffic control radar beacon sys-

20 January 1999 1-4

 ROCKWELL COLLINS
SYSTEM MANUAL
Lear 60, PART NO Avionics System

Lear 60 Avionics System

SYSTEM MANUAL (523-0776648, 3RD EDITION, DATED JAN 20/99)

TEMPORARY REVISION NO. 03

Insert backing Temporary Revision 3 page 2.

Subject: Elementary Surveillance (Flight ID) and Enhanced Surveillance information added.

Collins Pro Line 4/21 Connections to a -008 TDR-94D

Figure 1-1A

Temporary Revision 3 Page 1 of 4

523-0776648-03311A Mar 30/05
 ROCKWELL COLLINS
SYSTEM MANUAL
Lear 60, PART NO Avionics System

Lear 60 Avionics System

SYSTEM MANUAL (523-0776648, 3RD EDITION, DATED JAN 20/99)

TEMPORARY REVISION NO. 03

Insert facing page 1-5.

Subject: Elementary Surveillance (Flight ID) and Enhanced Surveillance information added.
The following text is added to paragraph 1.5.7 RSS Radio Sensor System.
[Link] 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 Mode S TDR-94D transponders, and RTU-
870F controllers 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 [Link].
A CSU “configuration strap” determines if the Flight ID function is operational.
Elementary Surveillance functionality requires the TDR-94D 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 Lear 60 aircraft.
[Link] Enhanced Surveillance

The Radio Sensor System may be augmented beyond Elementary Surveillance with the addition of
Enhanced Surveillance capability by installing specially configured TDR-94D Mode S Transponders
and IOC-851A I/O Concentrators. Additional aircraft parameters are supplied to the transponder via
ARINC 429 buses to be added to the information the transponder sends to the air traffic control
(ATC) system.

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

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

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 Lear 60
aircraft.

Temporary Revision 3 Page 2

523-0776648-03311A Mar 30/05
 general information 523-0776649
tems. Jumper wires in the airplane interconnect select a unique mode-S identification. Note that two TDR-
94D transponders are used instead of the TDR-94 units if TCAS is installed. The TDR-94Ds use both top and
bottom antennas, so that the airframe cannot block mode-S TCAS communication with an intruder airplane.
Some installations contain TDR-90 Transponders and CAD-870 Transponder Adapters instead of the TDR-
94/94D Mode-S units. The TDR-90 is a mode-A/C transponder; the CAD-870 provides ARINC 429 data con-
version for the TDR-90.

The optional TTR-920 TCAS II transmitter receiver functions with the TDR-94D transponders to interrogate
transponders in nearby aircraft and determine if there is a potential collision threat. If the intruder aircraft
(also) has a mode-S transponder, the TTR establishes a transponder link to coordinate avoidance maneuvers.
The TTR supplies traffic and resolution advisory data to the large displays. Top and bottom TRE-920 TCAS
II directional antennas function with the TTR-920.

The ALT-55B Radio Altimeter transceiver measures the airplane radio altitude (up to 2500 feet) above the
terrain. This data is used by the autopilot (during approach). The RAC-870 Radio Altitude Converter con-
verts the ALT-55B output into ARINC 429 format for use by other systems.

Each CMA-764( ) is a navigation sensor. The CMA-764 is a VLF/Omega receiver. The CMA-764-1/-2 is a
VLF/Omega/GPS receiver. The flight management computer automatically operates the CMA to determine
present position. The VLF-ANT H-field Antenna Coupler functions with the CMA. The GPS-ANT functions
with the CMA-764-1/-2 (only).

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

The optional HF-9030 HF Receiver-Transmitter provides multichannel hf voice communications. The HF-
9041 HF Antenna Coupler provides impedance matching to permit maximum power transfer from the power
amplifier to the antenna. The HF-9010 Radio Set Control tunes the HF receiver-transmitter.

1.5.8 WXR Weather Radar Sys tem

The WXR is a fully integrated radar system that consists of a single unit mounted on a precisely aligned sur-
face in the radome. The RTA Receiver/Transmitter/Antenna is a solid-state unit with an attached 14-inch
flat plate antenna.

The RTA-844/854 is an X-band radar that detects wet precipitation and ground feature returns in front of
the airplane. The RTA-854 also detects wet precipitation and moisture-based turbulence in front of the air-
plane. Select the WXR mode from the radar control page on either CDU. The radar video can be displayed on
the MFD.

1.5.9 ADAS Aircraft Data Acq uisition System

The ADAS digitizes airplane sensor data for input to the avionics system, and converts avionics digital data
into outputs to drive airplane annunciators and aural horns.

The ADAS consists of a single DAU-650 Data Acquisition Unit. The DAU converts airplane sensor informa-
tion (analog fuel flow, strut status, etc.) into ARINC 429 format and applies these data words to the IAPS
concentrators. The DAU also converts ARINC 429 caution/warning advisory information from the FCC com-
puters (through quadrant A IOCs to DAU) into discrete outputs. These discretes are applied to airplane an-
nunciator lights and audio drivers.

20 January 1999 1-5

 general information 523-0776649
1.6 EQUIPMENT SPECIFIC ATIONS

Table 1-2 lists equipment specifications.

1.7 ASSOCIATED EQUIPME NT

Table 1-48 lists associated equipment (mounts).

1.8 STORAGE

Store each unit in its original packing materials and shipping container. If a unit is to be stored for a long
period, put it in an airtight bag with sufficient desiccant to absorb moisture. The ambient temperature of the
storage area should not exceed the range specified in Table 1-5 through Table 1-47. The relative humidity
should never exceed 95 percent. If a unit has been stored for an extended period (more than 6 months),
retest it before returning it to service. This ensures that possible component degradation has not affected
unit performance.

1.9 ABBREVIATIONS

Table 1-49 lists abbreviations, acronyms, and mnemonics that are used in this publication to describe the
avionics system.

1.10 LICENSING REQUIREM ENTS

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

Figure 1-4 is a copy of FCC form 753, “Restricted Radiotelephone Operator Permit Application.” This permit
is required only if pilots plan to fly outside of the United States (i.e., Canada, Mexico, etc.).

Call the local FCC office to obtain the current license/permit fee and the correct mailing address for the FCC
forms.

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

20 January 1999 1-6

 ROCKWELL COLLINS
SYSTEM MANUAL
Lear 60 Avionics System

Lear 60 Avionics System

SYSTEM MANUAL (523-0776648, 3RD EDITION, DATED JAN 20/99)

TEMPORARY REVISION NO. 03

Insert facing page 1-7.

Subject: Elementary Surveillance (Flight ID) and Enhanced Surveillance information added.

Equipment shown below in bold text is added to the appropriate sections of Table 1-1.

Table 1-1 Equipment Covered.

COLLINS PART SINGLE AMS DUAL AMS

UNIT DESCRIPTION
NUMBER SYSTEM QTY SYSTEM QTY

IAPS ASSEMBLY

IOC-851A IAPS I/O Concentrator 622-9343-201, -202, 4 4

-203, -205, -206,
-206: Add Elementary Surveillance (Flight -220, -221, -222,
ID) Capability (SB 502). -223, -233
-223: Add Elementary Surveillance (Flight
ID) Capability (SB 502).
-233: Add Elementary Surveillance (Flight
ID) and Enhanced Surveillance Capability
(SB 504).

Temporary Revision 3 Page 3

523-0776648-03311A Mar 30/05
 general information 523-0776649
Table 1-1. Equipment Covered.

COLLINS PART NUMBER SINGLE AMS DUAL AMS

UNIT DESCRIPTION
SYSTEM QTY SYSTEM QTY

IAPS ASSEMBLY

ICC-851A IAPS Card Cage 822-0269-001 1 1

PWR-851A IAPS Power Supply 622-8365-002, -003 4 4
IOC-851A IAPS I/O Concentrator 622-9343-201, -202, -203, 4 4
-201: Learjet 60 operational baseline (SB 6) -205, -220, -221, -222
-202: Add AFIS capability (SB 10)
-203: Add VNAV enhancements and GPS non-
precision approach (SB 12)
-205: Add provision for 8.33 kHz tuning capa-
bility (SB 16)
-220: Add UNS navigator interface (SB 7)
-221: Add VNAV enhancements and GPS non-
precision approach (SB 12)
-222: Add provision for 8.33 kHz tuning capa-
bility (SB 16)

IDS INSTRUMENT DISPLAY SYSTEM

EFD-871 Electronic Flight Display (PFD and ND) 622-9345-006, -022, -024, 3 2
-006: Learjet 60 operational baseline -026
-022: Add TCAS to MAP format (SB 18)
-024: Reduce display flicker (SB 22)
-026: Add VNAV enhancements and GPS non-
precision approach (SB 27)
MFD-871 Multifunction Display 622-9434-006, -022, -024. 1 2
-006: Learjet 60 operational baseline -026
-022: Add TCAS to MAP format (SB 18)
-024: Reduce display flicker (SB 22)
-026: Add VNAV enhancements and GPS non-
precision approach (SB 27)
SDU-640B Sensor Display Unit 622-9735-002 1 1
SDD-640A Sensor Display Driver 622-9347-001 1 1

ADS AIR DATA SYSTEM

ADC-850D Air Data Computer 822-0389-109, -133 2 2

-109: Learjet 60 operational baseline
-133: Improve altitude accuracy (SB 42)
ARP-851 Air Data Reference Panel 622-9500-002 2 2
SIA-850 Signal Interface Adapter 622-9732-003 2 2

AHS ATTITUDE HEADING SYSTEM

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

ICU-85 Internal Compensation Unit 622-6189-002 2 2
FDU-70 Flux Detector Unit 622-5812-001 2 2

FCS FLIGHT CONTROL SYSTEM

FCC-850A Flight Control Computer (in IAPS) 822-0592-007, -107, -207, 2 2

-007: Learjet 60 operational baseline -307, -407
-107: Improve servo amp reliability (SB 15)
-207: Improve pitch sync operation (SB 18)
-307: Add Category II capability (SB 21)
-407: Prevent uncommanded descent following
altitude flags (SB 23)
SVO-85B Elevator, Aileron, and Rudder Servo 622-5027-002, -102 3 3
-002: Learjet 60 operational baseline
-102: Improved servo

20 January 1999 1-7

 general information 523-0776649
Table 1-1. Equipment Covered.

COLLINS PART NUMBER SINGLE AMS DUAL AMS

UNIT DESCRIPTION
SYSTEM QTY SYSTEM QTY

AMS-850 AVIONICS MANAGEMENT SYSTEM

CDU-860 Control Display Unit 622-9576-002 2 2

or
CDU-860A Control Display Unit (AFIS) 622-9957-002
CHP-850 Course/Heading Panel 622-7397-004, -006 1 1
-004: Learjet 60 operational baseline
-006: Add illuminated locator arcs for knobs
(SB 2)
AAP-851 Altitude Awareness Panel 822-0328-002, -004 2 2
-002: Learjet 60 operational baseline
-004: Add illuminated locator arcs for knobs
(SB 2)
FMC-851C Flight Management Computer (in IAPS) 622-9925-001, -002, -202, 1 0
(Single FMS) -001: Single FMS -203, -204, -205, -221
or -002: General software update (SB 13)
-202: Dual FMS operational baseline (SB 12)
-203: Provide AFIS function (SB 14)
-204: Provide AFIS function
-205: Add en route/terminal GPS and VNAV
advisory (SB 15)
-221: Add 8.33 control and EGPWS output
(SB 19)
FMC-851C Flight Management Computer (in IAPS) 622-9925-201, -202, -203, 0 2
(Dual FMS) -201: Dual FMS (SB 8) -204, -205, -221
-202: Dual FMS operational baseline (SB 12)
-203: Provide AFIS function (SB 14)
-204: Provide AFIS function
-205: Add en route/terminal GPS and VNAV
advisory (SB 15)
-221: Add 8.33 control and EGPWS output (SB
19)
FMC-852C Navigation Computer (in IAPS) 622-9926-001, -202, -203, 1 0
(Single FMS) -001: Single FMS -204, -205, -221
or -202: Dual FMS operational baseline (SB 12)
-203: Provide AFIS function (SB 14)
-204: Provide AFIS function
-205: Add en route/terminal GPS and VNAV
advisory (SB 15)
-221: Add 8.33 control and EGPWS output (SB
19)
FMC-852C Navigation Computer (in IAPS) 622-9926-201, -202, -203, 0 2
(Dual FMS) -201: Dual FMS (SB 8) -204, -205, -221
-202: Dual FMS operational baseline (SB 12)
-203: Provide AFIS function (SB 14)
-204: Provide AFIS function
-205: Add en route/terminal GPS and VNAV
advisory (SB 15)
-221: Add 8.33 control and EGPWS output (SB
19)
CDC-850C Control Display Coupler (in IAPS) 622-9924-001 1 0
(Single FMS)
DBU-4000 Data Base Unit 622-9865-002 1 1

20 January 1999 1-8

 ROCKWELL COLLINS
SYSTEM MANUAL
Lear 60 Avionics System

Lear 60 Avionics System

SYSTEM MANUAL (523-0776648, 3RD EDITION, DATED JAN 20/99)

TEMPORARY REVISION NO. 03

Insert facing page 1-9.

Subject: Elementary Surveillance (Flight ID) and Enhanced Surveillance information added.

Changes to Table 1-1 on page 1-9 are shown below in bold text.

Table 1-1 Equipment Covered.

COLLINS PART SINGLE AMS DUAL AMS

UNIT DESCRIPTION
NUMBER SYSTEM QTY SYSTEM QTY

RSS RADIO SENSOR SYSTEM

RTU-870C Radio Tuning Unit 822-1123-102 2 2

or -102: Add 8.33 kHz tuning capability
(same as the RTU-870T -142 model except
includes SB 17)

RTU-870F Radio Tuning Unit 822-1825-102 2 2

-102: Add Flight ID Tuning Capability
(same as the RTU-870C -102 model except
includes SB 501)

TDR-94 Transponder 622-9352-002, -003, 2 2

or -004, -007, -008
-007: Add Elementary Surveillance - Flight
ID Tuning Capability (SB 501)
-008: Add Enhanced Surveillance (EHS)
Functions (SB 502)

TDR-94D Transponder (Diversity, Use with TCAS) 622-9210-003, -004,

or -007, -008
-007: Add Elementary Surveillance - Flight
ID Tuning Capability (SB 501)
-008: Add Enhanced Surveillance (EHS)
Functions (SB 502)

Temporary Revision 3 Page 4

523-0776648-03311A Mar 30/05
 general information 523-0776649
Table 1-1. Equipment Covered.

COLLINS PART NUMBER SINGLE AMS DUAL AMS

UNIT DESCRIPTION
SYSTEM QTY SYSTEM QTY

RSS RADIO SENSOR SYSTEM

RTU-870T Radio Tuning Unit 622-9856-102, -122, -142 2 2

or -102: Learjet 60 operational baseline
-122: Ensure compatibility with TVI-920
TCAS (SB 13)
-142: Ensure compatibility with MLS systems
(SB 15)
RTU-870C Radio Tuning Unit 822-1123-102
-102: Add 8.33 kHz tuning capability
VHF-422A VHF Comm Transceiver 622-7292-101 2 2
or
VHF-422C VHF Comm Transceiver 822-1115-001
-001: Add 8.33 kHz tuning capability
VIR-432 VHF Navigation Receiver 622-7194-101 2 2
DME-442 DME Transceiver 622-7309-101 2 2
ADF-462 ADF Receiver 622-7382-101 1 or 2 1 or 2
ANT-462A ADF Antenna (Single) 622-7383-001 1 1
or
ANT-462B ADF Antenna (Dual) 622-7384-001
TDR-94 Transponder 622-9352-002, -003, -004 2 2
or -002: Upgrade TCAS interface (SB 1)
-003: Upgrade Mode-S requirements (SB 6)
-004: Upgrade to DO-185, change 7
TDR-94D Transponder (Diversity, Use with TCAS) 622-9210-003, -004
or -003: Upgrade Mode-S requirements (SB 6)
-004: Upgrade to DO-185, change 7
TDR-90 Transponder 622-1270-001
and
CAD-870 Transponder Adapter (Use with TDR-90) 622-7346-002
TTR-920 TCAS II Transmitter Receiver 622-8971-112, -120, -420 0 or 1 0 or 1
-112: Improve reliability (SB 10)
-120: Upgrade DO-185 changes 6.03, 6.04,
6.04A, and 6.04A Enhanced (SB 16)
-420: Extend altitude capability to 55,000 ft
TRE-920 TCAS II Directional Antenna 622-8973-001 0 or 2 0 or 2
ALT-55B Radio Altimeter 622-2855-001, -011 1 1
-001: Learjet 60 operational baseline
-011: Reduce potential altitude error (SB 6)
RAC-870 Radio Altitude Converter 622-7209-002 1 1
CMA-764 VLF/Omega Receiver (Canadian Marconi) 270-1306-060 1 2
or
CMA-764-1 VLF/Omega/GPS Receiver (Canadian 270-1306-070
or Marconi) (2-channel GPS)
CMA-764-2 VLF/Omega/GPS Receiver (Canadian 270-1306-090
Marconi) (12-channel GPS)
CMA-764GA/ GPS Antenna (Use with -070/-090) (Canadian 270-1306-080 1 2
GPS-ANT Marconi)
CMA-764AN/ Antenna Coupler (H-field) (Canadian 270-1306-020 1 2
VLF-ANT Marconi)

20 January 1999 1-9

 general information 523-0776649
Table 1-1. Equipment Covered.

COLLINS PART NUMBER SINGLE AMS DUAL AMS

UNIT DESCRIPTION
SYSTEM QTY SYSTEM QTY

RSS RADIO SENSOR SYSTEM (Cont)

GPS-4000 Global Positioning System (15-channel GPS) 822-0931-002 2 (optional) 2 (optional)

GPS-4000 GPS Antenna (Use with GPS-4000) 847-0006-010 2 (optional) 2 (optional)
Antenna
HF-9010 HF Radio Set Control 622-8111-005 1 (optional) 1 (optional)
HF-9030 HF Receiver-Transmitter 622-8112-002 1 (optional) 1 (optional)
HF-9041 HF Antenna Coupler 622-8114-002 1 (optional) 1 (optional)

WXR WEATHER RADAR SYSTEM

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

or (Without turbulence detection)
RTA-854 Receiver/Transmitter/Antenna 622-8440-003
(With turbulence detection)

ADAS AIRCRAFT DATA ACQUISITION SYSTEM

DAU-650 Data Acquisition Unit 622-9344-001 1 1

-001: Learjet 60 operational baseline

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 general information 523-0776649

Figure 1-1 (Sheet 1 of 7) Learjet 60 Avionics System

20 January 1999 1-11

 general information 523-0776649

Figure 1-1 (Sheet 2 of 7) Learjet 60 Avionics System

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 general information 523-0776649

Figure 1-1 (Sheet 3 of 7) Learjet 60 Avionics System

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 general information 523-0776649

Figure 1-1 (Sheet 4 of 7) Learjet 60 Avionics System

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 general information 523-0776649

Figure 1-1 (Sheet 5 of 7) Learjet 60 Avionics System

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 general information 523-0776649

Figure 1-1 (Sheet 6 of 7) Learjet 60 Avionics System

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 general information 523-0776649

Figure 1-1 (Sheet 7 of 7) Learjet 60 Avionics System

20 January 1999 1-17

 general information 523-0776649

Figure 1-2 (Sheet 1 of 5) Equipment Locations

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 general information 523-0776649

Figure 1-2 (Sheet 2 of 5) Equipment Locations

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 general information 523-0776649

Figure 1-2 (Sheet 3 of 5) Equipment Locations

20 January 1999 1-20

 general information 523-0776649

Figure 1-2 (Sheet 4 of 5) Equipment Locations

20 January 1999 1-21

 general information 523-0776649

Figure 1-2 (Sheet 5 of 5) Equipment Locations

20 January 1999 1-22

 general information 523-0776649
Table 1-2. Equipment Specifications.

CHARACTERISTIC SPECIFICATION

Certification

FAA TSO Refer to Table 1-3.

Environmental Refer to Table 1-3 and to the environmental qualification forms provided in Table 1-5 through
Table 1-47.

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 the following:

SMT-85( ): 14 000 flight hours (also inspect as defined below).

SVO-85( ), SMT-85( ): Inspect each servo and servo mount concurrent with each airplane major over-
haul, rigging maintenance, or the recommended control system inspection period. Refer to the mainte-
nance section of this publication for the inspection procedure.

RTA-844/854: Inspect the mechanical portion of the unit concurrent with each maintenance operation.
Refer to the maintenance section of this publication for the inspection procedure.

ADC-850D: Every two years, recertify each computer according to FAR part 91. Refer to the mainte-
nance section of this publication for details.

VIR-432: Every 30 days, perform a VOR accuracy check according to FAR part 91. Refer to the main-
tenance section of this publication for details.

TDR-94( ): Every two years, check each transponder according to FAR part 91. Refer to the mainte-
nance section of this publication for details.

20 January 1999 1-23

 general information 523-0776649
Table 1-3. Certification Categories.

UNIT FAA TSO SYSTEM TSO ENVIRONMENTAL CATEGORIES

AAP-851 C113 (Electronic Display) AMS-850( ), DO-160B /A2F1/BB/PKS/E1/XXXXXZ/BZ/AZAZA

FMS-850A
ADC-850D C8c (Vertical Speed) ADS-850 DO-160B /A2F2/BA/JY/E1/XXXXXZ/BZ/AZZZZX
C10b (Altimeter)
C43a (Temperature)
C46a (Max Allowable Airspeed)
C95 (Mach Meters)
C101 (Over Speed Warning)
C106 (Air Data)
Software: DO-178A level 1
ADF-462 C41d class A (ADF Receiver) DO-160B /A2E1/BB/JY/E2XXXXXZ/BZ/AZAAA
Software: DO-178 essential

AHC-85E C4c (Bank and Pitch Instruments) DO-160A /A2F2/AJEXXXXXA/BZ/AZ/AZ/

C6c (Directional Instrument,
Magnetic Gyro)
Software: DO-178 critical
ALT-55B C87 (Radio Altimeter) ALT-55 DO-138 /AG/A/JN/AAAEXXXXX
ANT-462A C41d class A (ADF Receiver) DO-160B /A2E1/BB/JY/E2/SXXXXX/BZ/AZAAA
ANT-462B C41d class A (ADF Receiver) DO-160B /A2E1/BB/JY/E2/SXXXXX/BZ/AZAAA
ARP-851 C8c (Vertical Speed) ADS-850 DO-160C [A2F1]-BB[BMNPS]E1XXXXXZ[BZ]AZZWZXXX
C10b (Altimeter)
C43a (Temperature)
C46a (Max Allowable Airspeed)
C95 (Mach Meters)
C106 (Air Data)
Software: DO-178A level 2
CAD-870 C74c (Transponder) DO-160A /A2E1/B/JY/EXXXXXZ/BZ/AZA
Software: DO-178 essential
CDC-850C C115 (Multisensor Navigator) AMS-850A DO-160C [A2F2]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
Software: DO-178A level 2 and 3
CDU-860 C94a (Airborne Omega Receiver) AMS-850A DO-160B /A2F1/BB/PKS/E1/XXXXXA/BZ/AZAZAK
C115 (Multisensor Navigator)
C113 (Electronic Display)
Software: DO-178A level 2
CDU-860A C94a (Airborne Omega Receiver) AMS-850A DO-160C [A2F1]XBB[BMS]E1XXXXXA[BZ]AZAVAXXX
C115 (Multisensor Navigator)
C113 (Electronic Display)
Software: DO-178A level 2
CHP-850 C113 (Electronic Display) AMS-850( ), DO-160B /A2F1/BB/PKS/E1/XXXXXA/BZ/AZAZA
FMS-850A
C115 (Multisensor Navigator)
CMA-764 Canadian Marconi holds TSO
CMA-764-1 Canadian Marconi holds TSO
CMA-764-2 Canadian Marconi holds TSO
DAU-650 TC on airplane (PMA) DO-160B F2/BB/JY/E1XXXXXZ/BZ/AZAZAX
DBU-4000 C113 (Electronic Display) EFIS-4000 DO-160C [A1F1]-BB[B]E1XXXXXZ[BZ]AZATAKXX
Software: DO-178A level 3
DME-442 C66b (DME Transceiver) DO-160A /A2E1/B/JY/EXXXXXZ/BZ/AZZ
Software: DO-178 essential

20 January 1999 1-24

 general information 523-0776649
Table 1-3. Certification Categories.

UNIT FAA TSO SYSTEM TSO ENVIRONMENTAL CATEGORIES

EFD-871 C3d (Turn and Slip Instrument) EFIS-4000 DO-160B /A1F1/CB/PKS/E1/XXXXXZ/BZ/AZAZAX

C4c (Bank and Pitch Instruments)
C6d (Direction Instrument, Mag-
netic Gyro)
C8c (Vertical Speed)
C9c (Autopilot)
C10b (Altimeter)
C34e (ILS Glideslope Receiver)
C35d (Marker Beacon Receiver)
C36e (ILS Localizer Receiver)
C40c (VOR Receiver)
C41d (ADF Receiver)
C43a (Temperature)
C46a (Max Allowable Airspeed)
C52a (Flight Director)
C63c (Weather Radar)
C66b (DME Transceiver)
C87 (Radio Altimeter)
C94a (Airborne Omega Receiver)
C95 (Mach Meters)
C104 (MLS Receiver)
C105 (Radar Display)
C113 (Electronic Display)
C115 (Multisensor Navigator)
C120 (Airborne Area Navigator,
Omega/VLF Receiver)
Software: DO-178A level 1 and 2
FCC-850A C9c (Autopilot) *APS-850 DO-160C [A2F2]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
C52a (Flight Director)
Software: DO-178A level 1 and 2
FDU-70 C6c (Direction Instrument, Mag- MCS-65 DO-160A /A2F2/B/VR/EXXXXXZ/BZ/AZA
netic Gyro)
FMC-851C C115 (Multisensor Navigator) AMS-850( ) DO-160C [A2F2]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
Software: DO-178A level 2 and 3
FMC-852C C115 (Multisensor Navigator) AMS-850( ) DO-160C [A2F2]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
Software: DO-178A level 2 and 3
GPS-ANT Obtained by Canadian Marconi
(CMA)
GPS-4000 C129 class B1 (GPS navigation) GPS-4000 DO-160C [A2F1]-BB[BLMY]E1XXXXXZ[BZ]AZZYZ[Z3Z3]XX
Software: DO-178A level C
GPS-4000 C129 (GPS navigation) DO-160C [F2]-AB[CLMY]E1SFDFSB[BZ]AZZYZ[Z4Z4][ZA]C
ANT
HF-9010 C31d (HF Transmitter) HF–9000 DO-160B /F2/BA/KPS/E1WXDFSZAA/AZ/Z/AZ/AZ
C32d (HF Receiver)
Software: DO-178A
HF-9030 C31d (HF Transmitter) HF–9000 DO–160B /F2/BA/MNR/E1XXDFSAAA/AZ/Z/AZ/AZ
C32d (HF Receiver)
Software: DO-178A level 2
HF-9041 C31d (HF Transmitter) HF–9000 DO–160B /F2/BA/MNR/E1WXDFSAAA/AZ/Z/AZ/AZ
C32d (HF Receiver)
ICC-851A C9c (Autopilot) *APS-850, DO-160C [A2F2]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
C52a (Flight Director) AMS-850( )
C94a (Airborne Omega Receiver)
C115 (Multisensor Navigator)
ICU-85 C6c (Direction Instrument, Mag- DO-160A /A2F2/AJEXXXXXA/BZ/AZ/AZ/
netic Gyro)

20 January 1999 1-25

 general information 523-0776649
Table 1-3. Certification Categories.

UNIT FAA TSO SYSTEM TSO ENVIRONMENTAL CATEGORIES

IOC-851A C9c (Autopilot) *APS-850, DO-160C [A2F2]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA

C52a (Flight Director) AMS-850( ),
C115 (Multisensor Navigator) FMS-850A
Software: DO-178A level 2
MFD-871 C3d (Turn and Slip Instrument) EFIS-4000 DO-160B /A1F1/CB/PKS/E1/XXXXXZ/BZ/AZAZAX
C4c (Bank and Pitch Instruments)
C6d (Direction Instr, Mag Gyro)
C8c (Vertical Speed)
C9c (Autopilot)
C10b (Altimeter)
C34e (ILS Glideslope Receiver)
C35d (Marker Beacon Receiver)
C36e (ILS Localizer Receiver)
C40c (VOR Receiver)
C41d (ADF Receiver)
C43a (Temperature)
C46a (Max Allowable Airspeed)
C52a (Flight Director)
C63c (Weather Radar)
C66b (DME Transceiver)
C87 (Radio Altimeter)
C94a (Airborne Omega Receiver)
C95 (Mach Meters)
C104 (MLS Receiver)
C105 (Radar Display)
C113 (Electronic Display)
C115 (Multisensor Navigator)
C120 (Airborne Area Navigator,
Omega/VLF Receiver)
Software: DO-178A level 1 and 2
PWR-851A C9c (Autopilot) *APS-850, DO-160C [A2F2]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
C52a (Flight Director) AMS-850( ),
C115 (Multisensor Navigator) FMS-850A
RAC-870 C87 (Radio Altimeter) DO-160A /A2E1/B/JY/EXXXXXZ/BZ/AZA
Software: DO-178 essential
RTA-844 C63c class 7 (Weather Radar) **WXR-840 DO-160B /F2/BB/J/E1/XXXXXZ/BZ/AZAZAX
Software: DO-178 level 2
RTA-854 C63c class 7 (Weather Radar) **TWR-850 DO-160B /F2/BB/J/E1/XXXXXZ/BZ/AZAZAX
Software: DO-178 level 2
RTU-870T, C34d (ILS Glideslope Receiver) RTU-870T DO-160C [A2F2]-BB[BMN]E1XXXXXZ[BZ]AZZVZKXX
RTU-870C C36d (ILS Localizer Receiver)
C37c (VHF Transmitter)
C38c (VHF Receiver)
C40b (VOR Receiver)
C41c (ADF Receiver)
C66b (DME Transceiver)
C74c (Transponder)
C104 (MLS Receiver)
C112 (ATCRBS/Mode S Airborne
Equipment)
C119a (TCAS II Equipment)
Software: DO-178A level 2
SDD-640A C6d (Direction Instrument, Mag- MND-640B DO-160B /F2/BB/JY/E1/XXXXXZ/BZ/AZAZAX
netic Gyro)
C34e (ILS Glideslope Receiver)
C35d (Marker Beacon Receiver)
C36e (ILS Localizer Receiver)
C37c (VHF Transmitter)
C40c (VOR Receiver)
C41d (ADF Receiver)
C66b (DME Transceiver)

20 January 1999 1-26

 general information 523-0776649
Table 1-3. Certification Categories.

UNIT FAA TSO SYSTEM TSO ENVIRONMENTAL CATEGORIES

C74c (Transponder)
C94a (Airborne Omega Receiver)
C104 class D(V) (MLS Receiver)
C113 (Electronic Display)
C115 (Multisensor Navigator)
Software: DO-178A level 2
SDU-640B C6d (Direction Instrument, Mag- MND-640B DO-160B /A2D1/BB/PKS/E1/XXXXXA/BZ/AZAZAX
netic Gyro)
C34e (ILS Glideslope Receiver)
C35d (Marker Beacon Receiver)
C36e (ILS Localizer Receiver)
C40c (VOR Receiver)
C41d (ADF Receiver)
C66b (DME Transceiver)
C94a (Airborne Omega Receiver)
C104 class D(V) (MLS Receiver)
C113 (Electronic Display)
C115 (Multisensor Navigator)
Software: DO-178A level 2
SIA-850 C52a (Flight Director) ADS-850 DO-160B /F2/BB/JY/E1/XXXXXZ/BZ/AZAZAX
Software: DO-178A level 2
SMT-85B C9c (Autopilot) *APS-85 DO-160A /A2F2/B/RY/XXXXXXXXXXX
SVO-85B C9c (Autopilot) *APS-85 DO-160A /A2F2/B/RY/EXXXXXA/BZ/AZZ
TDR-90 C74c Class 1A (Transponder) TDR-90 DO-138 /AD/A/JN/AAAEXXXXX
G
TDR-94 C112 (ATCRBS/Mode S Airborne DO-160B /A2E1/BB/JY/E1/XXXXXZ/Z/AZZZZ
Equipment)
Software: DO-178A level 2
TDR-94D C112 (ATCRBS/Mode S Airborne DO-160B /A2E1/BB/JY/E1/XXXXXZ/Z/AZZZZ/LLK/
Equipment)
Software: DO-178A level 2
TRE-920 C119a (TCAS II Equipment) TCAS II DO-160B /D2/AB/JY/XSFDFSXXXXXXXX
TTR-920 C119a (TCAS II Equipment) TCAS II DO-160B /A2D2/CA/JY/XXXXXXAAAAAAAK or
Software: DO-178A level 2 /A2F2/CA/JY/XXXXXXAAAAAAAK
VHF-422A, C37c (VHF Transmitter) DO-160A /A2E1/B/JY/EXXXXXZ/BZ/AZA
VHF-422C C38c (VHF Receiver)
Software: DO-178A essential
VIR-432 C34d (ILS Glideslope Receiver) DO-160A /A2E1/B/JY/EXXXXXZ/BZ/AZA
C35d (Marker Beacon Receiver)
C36d (ILS Localizer Receiver)
C40b (VOR Receiver)
Software: DO-178 essential
VLF-ANT Obtained by Canadian Marconi

*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) speci-
fication digital interface requirements.

**Panel control functions for the TWR-850 and WXR-840 systems are provided by the CDU.

20 January 1999 1-27

 general information 523-0776649
Table 1-4. Unit Weight, Normal Power Requirements, and Size.

UNIT WEIGHT KG (LB) 28 V DC POWER (W) SIZE (H × W × L) MM (IN)

AAP-851 0.18 (0.4) NA 24 x 106 x 100 (0.95 x 4.18 x 3.95)

ADC-850D 2.45 (5.4) 11 85 x 130 x 355 (3.36 x 5.10 x 13.97) (1/2 ATR, short-low)

ADF-462 1.77 (3.9) 16 85 x 97 x 355 (3.36 x 3.80 x 13.97) (3/8 ATR, short-low)

AHC-85E 6.45 (14.2) 56 194 x 130 x 355 (7.63 x 5.10 x 13.97) (1/2 ATR, short-full height)

ALT-55B 2.54 (5.6) 30 85 x 97 x 355 (3.36 x 3.80 x 13.97) (3/8 ATR, short-low)

ANT-462A 1.54 (3.4) NA 42 x 219 x 432 (1.65 x 8.62 x 17.00)

ANT-462B 2.63 (5.8) NA 28 x 272 x 605 (1.10 x 10.70 x 23.81)

ARP-851 0.45 (1.0) 1 43 x 157 x 166 (1.71 x 6.18 x 6.55)

CAD-870 0.37 (0.8) 3.5 85 x 26 x 243 (3.36 x 1.04 x 9.56)

CDC-850C 0.41 (0.9) *ICC 222 x 139 x 17 (8.73 x 5.48 x 0.65)

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)

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) (1/4 ATR, short-full height)

CMA-764-1/-2 3.59 (7.9) 19 194 x 61 x 355 (7.63 x 2.42 x 13.97) (1/4 ATR, short-full height)

DAU-650 1.27 (2.8) 18 85 x 62 x 355 (3.36 x 2.45 x 13.97) (1/4 ATR, short-low)

DBU-4000 1.50 (3.3) *ICC 48 x 146 x 191 (1.88 x 5.75 x 7.52)

DME-442 2.30 (5.3) 18 85 x 130 x 355 (3.36 x 5.10 x 13.97) (1/2 ATR, short-low)

EFD-871 8.05 (17.7) 126 183 x 157 x 360 (7.20 x 6.20 x 14.16)

FCC-850A 0.95 (2.1) *ICC 222 x 139 x 52 (8.73 x 5.48 x 2.03)

FDU-70 0.41 (0.9) NA 69 x 121 x 121 (2.70 x 4.76 x 4.76)

FMC-851C 0.73 (1.6) *ICC 222 x 139 x 34 (8.73 x 5.48 x 1.35)

FMC-852C 0.45 (1.0) *ICC 222 x 139 x 17 (8.73 x 5.48 x 0.65)

GPS-4000 2.86 (6.3) 15 194 x 62 x 369 (7.63 x 2.43 x 14.52)

GPS-4000 0.12 (0.26) N/A 8 x 76 x 119 (0.3 x 3.0 x 4.7)

ANT

GPS-ANT 0.31 (0.7) NA 60 x 73 x 119 (2.38 x 2.90 x 4.70)

(CMA)

HF-9010 1.2 (2.5) 4 (LCD heater off) 67 x 146 x 149 (2.63 x 5.75 x 5.87)
16 (LCD heater on)

HF-9030 8.2 (18.0) 30 (rcv) 194 x 142 x 320 (7.63 x 5.60 x 12.60)
390 (xmt)

HF-9041 3.4 (7.8) 55 194 x 97 x 317 (7.63 x 3.80 x 12.50)

20 January 1999 1-28

 general information 523-0776649
Table 1-4. Unit Weight, Normal Power Requirements, and Size.

UNIT WEIGHT KG (LB) 28 V DC POWER (W) SIZE (H × W × L) MM (IN)

ICC-851A 8.13 (17.9) *190 157 x 521 x 407 (6.15 x 20.50 x 16.04)
*216 (fans on)
*505 (heaters on)

ICU-85 0.09 (0.2) NA 68 x 102 x 15 (2.67 x 4.02 x 0.60)

IOC-851A 0.41 (0.9) *ICC 222 x 139 x 17 (8.73 x 5.48 x 0.65)

MFD-871 8.05 (17.7) 126 183 x 157 x 360 (7.20 x 6.20 x 14.16)

PWR-851A 0.50 (1.1) *ICC 222 x 139 x 34 (8.73 x 5.48 x 1.35)

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 395 x 223 (15.00 x 15.54 x 8.79)

RTA-854 9.23 (20.3) 85 381 x 395 x 223 (15.00 x 15.54 x 8.79)

RTU-870T/ 1.09 (2.4) 9 116 x 86 x 195 (4.58 x 3.38 x 7.67)

RTU-870C

SDD-640A 1.27 (2.8) 11 85 x 61 x 355 (3.36 x 2.42 x 13.97) (1/4 ATR, short-low)

SDU-640B 2.00 (4.48) 19 106 x 106 x 275 (4.18 x 4.18 x 10.84)

SIA-850 0.37 (0.8) 2 85 x 26 x 243 (3.33 x 1.04 x 9.56)

SVO-85B, 2.64 (5.8) 77 86 x 109 x 199 (3.37 x 4.30 x 7.85)

SMT-85B

TDR-90 1.60 (3.5) 25 85 x 61 x 355 (3.36 x 2.42 x 13.97) (1/2 ATR, short-low)

TDR-94 3.86 (8.5) 23 85 x 124 x 353 (3.33 x 4.90 x 13.91) (1/2 ATR, short-low)

TDR-94D 3.86 (8.5) 23 85 x 124 x 353 (3.33 x 4.90 x 13.91) (1/2 ATR, short-low)

TRE-920 0.82 (1.8) NA 25 x 160 x 279 (1.0 x 6.3 x 11.0)

TTR-920 9.00 (19.8) 80 196 x 198 x 368 (7.7 x 7.8 x 14.5) (6MCU)

VHF-422A/ 2.14 (4.7) 16 (rcv) 85 x 97 x 355 (3.36 x 3.80 x 13.97) 3/8 ATR, short-low)
VHF-422C 137 (xmt)

VIR-432 2.04 (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-851A power includes requirements for IOC, PWR, FCC, FMC, CDC, and DBU units.

20 January 1999 1-29

 general information 523-0776649
Table 1-5. AAP-851 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE -20 °C (-4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE -55 °C (-67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 P, K, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Z
RADIO FREQUENCY EMISSION 21.0 A

20 January 1999 1-30

 general information 523-0776649
Table 1-6. ADC-850D Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

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

20 January 1999 1-31

 general information 523-0776649
Table 1-7. ADF-462 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

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

20 January 1999 1-32

 general information 523-0776649
Table 1-8. AHC-85E and ICU-85 Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

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

20 January 1999 1-33

 general information 523-0776649
Table 1-9. ALT-55B Environmental Qualification Form.

DO-138 EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A and G

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

20 January 1999 1-34

 general information 523-0776649
Table 1-10. ANT-462A and ANT-462B Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

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

20 January 1999 1-35

 general information 523-0776649
Table 1-11. ARP-851 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

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

20 January 1999 1-36

 general information 523-0776649
Table 1-12. CAD-870 Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

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

20 January 1999 1-37

 general information 523-0776649
Table 1-13. CDC-850C Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

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

20 January 1999 1-38

 general information 523-0776649
Table 1-14. CDU-860 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE -20 °C (-4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE -55 °C (-67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 P, K, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Z
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 K

20 January 1999 1-39

 general information 523-0776649
Table 1-15. CDU-860A Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE -20 °C (-4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE -55 °C (-67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING X
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B, M, and S
EXPLOSION PROOFNESS 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS RESISTANCE 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 V
EMISSION OF RADIO FREQUENCY 21.0 A
ENERGY
LIGHTNING INDUCED TRANSIENT 22.0 X
SUSCEPTIBILITY
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X

20 January 1999 1-40

 general information 523-0776649
Table 1-16. CHP-850 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE -20 °C (-4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE -55 °C (-67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 P, K, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Z
RADIO FREQUENCY EMISSION 21.0 A

20 January 1999 1-41

 general information 523-0776649
Table 1-17. DAU-650 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 F2

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

20 January 1999 1-42

 general information 523-0776649
Table 1-18. DBU-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A1 and F1

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

20 January 1999 1-43

 general information 523-0776649
Table 1-19. DME-442 Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

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

20 January 1999 1-44

 general information 523-0776649
Table 1-20. EFD-871 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A1 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE -20 °C (-4 °F)
HIGH OPERATING TEMPERATURE +55 °C (+131 °F)
LOW STORAGE TEMPERATURE -55 °C (-67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
TEMPERATURE VARIATION 5.0 C
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 P, K, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Z
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 X

20 January 1999 1-45

 general information 523-0776649
Table 1-21. FCC-850A Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

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

20 January 1999 1-46

 general information 523-0776649
Table 1-22. FDU-70 Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

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

20 January 1999 1-47

 general information 523-0776649
Table 1-23. FMC-851C and FMC-852C Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

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

20 January 1999 1-48

 general information 523-0776649
Table 1-24. GPS-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

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

20 January 1999 1-49

 general information 523-0776649
Table 1-25. GPS-4000 Antenna Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 F2

TEMPERATURE
LOW OPERATING TEMPERATURE -55 °C (-67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE -55 °C (-67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
HIGH (SHORT TIME) OPERATING +70 °C (+158 °F)
TEMPERATURE
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING -(Not applicable)
TEMPERATURE VARIATION 5.0 A
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 C, L, M, and Y
EXPLOSION PROOFNESS 9.0 E1
WATERPROOFNESS 10.0 S
FLUIDS SUSCEPTIBILITY 11.0 F
SAND AND DUST 12.0 D
FUNGUS RESISTANCE 13.0 F
SALT SPRAY 14.0 S
MAGNETIC EFFECT 15.0 B
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Y
EMISSION OF RADIO FREQUENCY 21.0 Z
ENERGY
LIGHTNING INDUCED TRANSIENT 22.0 Z4Z4
SUSCEPTIBILITY
LIGHTNING DIRECT EFFECTS 23.0 Z and A
ICING 24.0 C

20 January 1999 1-50

 general information 523-0776649
Table 1-26. HF–9010 Environmental Qualification Forms.

CONDITIONS DO–160B SECTION AND EQUIPMENT QUALIFICATIONS CATEGO-

REV RIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 F2

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

20 January 1999 1-51

 general information 523-0776649
Table 1-27. HF–9030 Environmental Qualification Forms.

CONDITIONS DO–160B SECTION AND EQUIPMENT QUALIFICATIONS CATEGO-

REV RIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 F2

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

20 January 1999 1-52

 general information 523-0776649
Table 1-28. HF–9041 Environmental Qualification Forms.

CONDITIONS DO–160B SECTION AND EQUIPMENT QUALIFICATIONS CATEGO-

REV RIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 F2

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

20 January 1999 1-53

 general information 523-0776649
Table 1-29. ICC-851A Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

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

20 January 1999 1-54

 general information 523-0776649
Table 1-30. IOC-851A Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

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

20 January 1999 1-55

 general information 523-0776649
Table 1-31. MFD-871 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A1 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE -20 °C (-4 °F)
HIGH OPERATING TEMPERATURE +55 °C (+131 °F)
LOW STORAGE TEMPERATURE -55 °C (-67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
TEMPERATURE VARIATION 5.0 C
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 P, K, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Z
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 X

20 January 1999 1-56

 general information 523-0776649
Table 1-32. PWR-851A Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

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

20 January 1999 1-57

 general information 523-0776649
Table 1-33. RAC-870 Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

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

20 January 1999 1-58

 general information 523-0776649
Table 1-34. RTA-844 and RTA-854 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 F2

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

20 January 1999 1-59

 general information 523-0776649
Table 1-35. RTU-870T and RTU-870C Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

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

20 January 1999 1-60

 general information 523-0776649
Table 1-36. SDD-640A Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 F2

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

20 January 1999 1-61

 general information 523-0776649
Table 1-37. SDU-640B Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and D1

TEMPERATURE
LOW OPERATING TEMPERATURE -20 °C (-4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE -55 °C (-67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 15 200 m (50 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 P, K, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Z
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 X

20 January 1999 1-62

 general information 523-0776649
Table 1-38. SIA-850 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 F2

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

20 January 1999 1-63

 general information 523-0776649
Table 1-39. SMT-85B Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

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

20 January 1999 1-64

 general information 523-0776649
Table 1-40. SVO-85B Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

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

20 January 1999 1-65

 general information 523-0776649
Table 1-41. TDR-90 Environmental Qualification Form.

DO-138 EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A and D

TEMPERATURE
LOW OPERATING TEMPERATURE -54 °C (-65 °F)
HIGH OPERATING TEMPERATURE +55 °C (+131 °F)
LOW STORAGE TEMPERATURE Not applicable
HIGH STORAGE TEMPERATURE Not applicable
ALTITUDE 16 800 m (55 000 ft)
HUMIDITY 5.0 A
SHOCK 6.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 7.0 J and N (G)
AUDIO FREQUENCY MAGNETIC SUSCEP- 12.0 A
TIBILITY
RADIO FREQUENCY SUSCEPTIBILITY 13.0 A
RADIO FREQUENCY EMISSION A
EXPLOSION 14.0 E
WATERPROOFNESS 15.0 X
FLUIDS SUSCEPTIBILITY 16.0 X
SAND AND DUST 17.0 X
FUNGUS 18.0 X
SALT SPRAY 19.0 X

20 January 1999 1-66

 general information 523-0776649
Table 1-42. TDR-94 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

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

20 January 1999 1-67

 general information 523-0776649
Table 1-43. TDR-94D Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

TEMPERATURE
LOW OPERATING TEMPERATURE -55 °C (-67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE -55 °C (-67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 21 300 m (70 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J and Y
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Z
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 LLK

20 January 1999 1-68

 general information 523-0776649
Table 1-44. TRE-920 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 D2

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

20 January 1999 1-69

 general information 523-0776649
Table 1-45. TTR-920 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and D2 (or A2 and F2)

TEMPERATURE
LOW OPERATING TEMPERATURE -55 °C (-67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE -55 °C (-67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 15 200 m (50 000 ft) for D2
16 800 m (55 000 ft) for F2
TEMPERATURE VARIATION 5.0 C
HUMIDITY 6.0 A
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J and Y
EXPLOSION 9.0 X
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 A
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 A
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 A
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 K

20 January 1999 1-70

 general information 523-0776649
Table 1-46. VHF-422A and VHF-422C Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

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

20 January 1999 1-71

 general information 523-0776649
Table 1-47. VIR-432 Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

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

20 January 1999 1-72

 general information 523-0776649
Table 1-48. Associated Equipment

COLLINS
EQUIPMENT DESCRIPTION
PART NUMBER

IMT-871B 822-0278-001 Mounting tray for the EFD-871 and MFD-871

MMT-150 622-9672-003 1/2 ATR mount for the TDR-94( )

SMT-85B 622-5029-101 2-inch capstan mount for the SVO-85B servos

UMT-11 622-5211-003 1/4 ATR mount for the SDD-640A and DAU-650

UMT-12 622-5212-001 3/8 ATR mount for the VHF-422A/422C, VIR-432, ADF-462, and ALT-55B

UMT-13 622-5213-001 1/2 ATR mount for the ADC-850D and DME-442

UMT-16A 622-8304-401 1/2 ATR AHC mount for the AHC-85E (-400)

VLF-MT 270-1306-030 Mounting tray for the CMA-764( )

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.

NA 653-9015-001 Mounting tray for the RAC-870

NA 653-9015-002 Mounting tray for the SIA-850

NA NA ARINC 600 6MCU mount for the TTR-920

MT-9030 622-8115-001 Mounting tray for the HF-9030

MT-9041 622-8121-001 Mounting tray for the HF-9041

FL-9003 685-0355-001 HF antenna feedline adapter kit

NA 840-5035-010 2MCU mount for the GPS-4000

20 January 1999 1-73

 general information 523-0776649
Table 1-49. Abbreviations, Acronyms, and Mnemonics.

TERM MEANING

A Aileron
AAP Altitude awareness panel
ABS Absolute
ABV Above
ADAS Aircraft data acquisition system
ADC Air data computer or analog-to-digital converter
ADF Automatic direction finder or ADF receiver
ADI Attitude director indicator
ADLP Airborne data link processor
ADM Air data module
ADS Air data system
ADV Advance
AFIS Airborne Flight Information System
AHC Attitude heading computer
AHRS Attitude heading reference system
AHS Attitude heading system
AIL Aileron
ALI Altimeter
ALT Altitude or radio altimeter
ALT SEL Altitude, preselect
ALTS Altitude select
AMS Avionics management system
ANNUN Annunciator
ANT Antenna
AOA Angle of attack
AP Autopilot
APP Autopilot panel
APPR Approach
ARINC Aeronautical Radio Incorporated
ARP Airport reference point or air data reference panel
ASCII American standard code for information exchange
ASI Airspeed indicator
ATC Air traffic control or automatic trim coupler
ATCRBS Air traffic control radar beacon system
ATR Air transport radio
ATT Attitude
AUT Automatic or autotune
AUTO Automatic
B/C Back course (localizer)
BARO Barometric pressure
BAT Battery
BCD Binary coded decimal
BFO Beat frequency oscillator
BLO Below
BNK Bank
BOC Bottom of climb
BRG Bearing
BRT Brightness (stroke intensity control)
CAD Control adapter (transponder)
CAP Capture
CCW Counter-clockwise
CDC Control display coupler
CDU Control display unit
CHP Course/heading panel
CLM Climb
CLR Clear
CMA VLF/Omega receiver or VLF/Omega/GPS receiver
CMC Central maintenance computer
COM Communication
COMM Communication
COORD Coordinated
CPN Collins part number
CRS Course

20 January 1999 1-74

 general information 523-0776649
Table 1-49. Abbreviations, Acronyms, and Mnemonics.

TERM MEANING

CRT Cathode ray tube

CTL Control
CTRL Control
CW Continuous wave or clockwise
DA Drift angle
DAC Digital-to-analog converter
DAU Data acquisition unit
DBU Data base unit
DEG Degree
DES Descend
DEV Deviation
DG Directional gyro
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
DR Dead reckoning
DSPL Display
E Elevator
EFD Electronic flight display
EFIS Electronic flight instrument system
ELEV Elevator
EMG Emergency
EMI Electromagnetic interference
ENG Engage
ENT Enter
ERP EFIS reference panel
ETA Estimated time of arrival
ETD Estimated time of departure
ETE Estimated time en route
FAR Federal air regulation
FCC Flight control computer
FCP Flight control panel
FCS Flight control system
FD Flight director
FDU Flux detector unit
FL Flight level
FLP Flight plan
FLT PLN Flight plan
FMC Flight management computer
FMS Flight management subsystem
FOM Figure of merit (quality)
FPA Flight path angle
FPL Flight plan
FPM Feet per minute
FT Forecast, terminal
G Gain
GA Go-around
GCS Ground clutter suppression
GMT Greenwich mean time
GND Ground
GND CLTR SPRS Ground clutter suppression
GP General purpose
GPS Global positioning system
GS Glideslope or ground speed
H Hold or high-speed profile
HDG Heading
HF High frequency

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Table 1-49. Abbreviations, Acronyms, and Mnemonics.

TERM MEANING

HIRF High intensity radiated fields

HLD Hold
HPA Hecto pascals
HSI Horizontal situation indicator
I/O Input/output
IAPS Integrated Avionics Processor Assembly
IAS Indicated airspeed
ICC IAPS card cage
ICU Internal compensation unit
ID Ident
IDS Instrument display system
IDX Index
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
IVS Initial vertical speed
JS Joystick
KT Knots
L Left, number 1, or pilot side
LADV Line advance
LAT Latitude
LG Leg
LOC Localizer
LON Longitude
LRM Line replaceable module
LRU Line replaceable unit
LVL CHG Level change
M Mach
MAG Magnetic
MAN Manual
MB Marker beacon
MDA Minimum descent altitude
MEM Memory module
METAR Meteorological report - aviation routine
MFD Multifunction display
MGMT Management
MIC Microphone
MKR Marker beacon
MLS Microwave landing system
MM Middle marker
MMO Mach, max operating
MNU Menu
MSG Message
MSI Mach speed indicator
MSL Mean sea level
MSP Mode select panel
MSW Master wheel switch
NA Not applicable
NAV Navigation
NCD No computed data
NCU Navigation computer unit
ND Navigation display
NDB Nondirectional beacon
NEG Negative
NM Nautical miles
NORM Normal
NOTAM Notice to airmen
OM Outer marker
PADV Page advance

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Table 1-49. Abbreviations, Acronyms, and Mnemonics.

TERM MEANING

PFD Primary flight display

PG Page
PIREP Pilot report
PIT Pitch
PMA Part manufacturers approval
POS Position (vertical scroll)
PPM Preprogrammed message
PRE Preset or preselect
PTCH Pitch
PTR Pointer
PWR IAPS power supply
R Right, number 2, or copilot side; rudder
RA Radio altitude or TCAS resolution advisory
RAC Radio altitude converter
RAD Radial
RAT Ram air temperature
RB Rudder boost
RCL Recall
RDR Radar
REL Relative
REV Reversion
RMI Radio magnetic indicator
RMT Remote
ROL Roll
RPT Reporting altitude
RSS Radio sensor system
RTA Weather radar receiver/transmitter/antenna
RTCA Radio technical committee on avionics
RTN Return
RTU Radio tuning unit
RUD Rudder
SA Surface observation or system address
SAT Static air temperature
SDD Sensor display driver
SDI Source/destination identifier (ARINC)
SDU Sensor display unit
SEL Select
SIA Signal interface adapter
SIGMET Significant meteorology (information)
SITA/AVICOM Communications data link system (Europe)
SKP Skip
SMT Servo mounting tray
SPD Airspeed
SQ Squelch
SRC Source
SSM Sign/status matrix (ARINC)
STBY Standby
STD Standard
SVO Servo
SYNC Synchronize
SYS CTRL System control
T Tilt
TA TCAS traffic advisory
TAF Terminal area forecasts
TAS True airspeed
TCAS Traffic Alert and Collision Avoidance System
TD TCAS data
TDR Transponder
TEMP Temperature
TFC Traffic
TGT Target
TK Track
TOD Top of descent

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Table 1-49. Abbreviations, Acronyms, and Mnemonics.

TERM MEANING

TRB Turbulence
TRE TCAS II directional antenna
TRK Track
TSO Technical standard order
TST Test
TTG Time to go
TTR TCAS II transmitter receiver
TURB Turbulence
TWR Turbulence weather radar
UHF Ultra-high frequency
UMT Universal mounting tray
USTB Unstabilized
V Airspeed
V1 Takeoff decision height reference airspeed
V2 Takeoff safety speed reference airspeed
VDEV Vertical deviation
VERT Vertical
VHF Very high frequency or VHF communications transceiver
VIR VHF navigation receiver
VLF Very low frequency or VLF/Omega navigation receiver
VMO Airspeed, max operating
VNAV Vertical navigation
VNV Vertical navigation
VOR VHF omnirange
VR Takeoff rotate reference airspeed
VS Stall airspeed or vertical speed
VSI Vertical speed indicator
VSPDS Airspeeds
VSR Vertical speed required
VTK Vertical track
VWPT Vertical waypoint
WPT Waypoint
WX Weather radar
WXR Weather radar or weather
XFR Transfer
XMIT Transmit
XTK Crosstrack
YD Yaw damper
Z Zulu time

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

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

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

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

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Figure 1-4 (Sheet 1 of 2). Restricted Radiotelephone Operator Permit Application (FCC 753)
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Figure 1-4 (Sheet 2 of 2). Restricted Radiotelephone Operator Permit Application (FCC 753)
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Figure 1-5 (Sheet 1 of 6). FAA Advisory Circular 20-68B

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

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

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

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

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

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

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

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

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

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523-0776650-003118
3rd Edition, 20 January 1999

Learjet 60
Avionics System

Operation
List of Illustrations

Caption Page
Figure 3-1. AAP-851 Altitude Awareness Panel, Controls ....................................................................................................3-2
Figure 3-2. ARP-851 Air Data Reference Panel, Controls .....................................................................................................3-3
Figure 3-3. CDU-860( ) Control Display Unit, Controls and Displays ..................................................................................3-4
Figure 3-4. CDU-860A Control Display Unit (AFIS Pages).................................................................................................3-40
Figure 3-5. CHP-850 Course/Heading Panel, Controls........................................................................................................3-68
Figure 3-6. DBU-4000 Data Base Unit, Controls.................................................................................................................3-70
Figure 3-7. FCP Flight Control Panel, Controls and Displays ............................................................................................3-72
Figure 3-8. HF-9010 Radio Set Control, Controls and Displays .........................................................................................3-78
Figure 3-9. MFD-871 Multifunction Display, Controls and Displays .................................................................................3-82
Figure 3-10. ND Navigation Display, Controls and Displays............................................................................................3-102
Figure 3-11. PFD Primary Flight Display, Controls and Displays ...................................................................................3-116
Figure 3-12. RTU-870T/870C Radio Tuning Unit, Controls and Displays .......................................................................3-132
Figure 3-13. SDU-640B Sensor Display Unit, Controls and Displays ..............................................................................3-144
Figure 3-14. Cockpit Switches, Controls.............................................................................................................................3-156

NOTICE: This section replaces second edition dated 6 January 1995.

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

Page No Issue Page No Issue Page No Issue

* Title .......................................... 20 Jan 99
* List of Effective Pages.............. 20 Jan 99
* 3-1 thru 3-10 ............................. 20 Jan 99
* 3-11 Blank ................................ 20 Jan 99
* 3-12 thru 3-16 ........................... 20 Jan 99
* 3-17 Blank ................................ 20 Jan 99
* 3-18 thru 3-24 ........................... 20 Jan 99
* 3-25 Blank ................................ 20 Jan 99
* 3-26 thru 3-30 ........................... 20 Jan 99
* 3-31 Blank ................................ 20 Jan 99
* 3-32 thru 3-36 ........................... 20 Jan 99
* 3-37 Blank ................................ 20 Jan 99
* 3-38 thru 3-54 ........................... 20 Jan 99
* 3-55 Blank ................................ 20 Jan 99
* 3-56 thru 3-62 ........................... 20 Jan 99
* 3-63 Blank ................................ 20 Jan 99
* 3-64 thru 3-80 ........................... 20 Jan 99
* 3-81 Blank ................................ 20 Jan 99
* 3-82 thru 3-84 ........................... 20 Jan 99
* 3-85 Blank ................................ 20 Jan 99
* 3-86 thru 3-106 ......................... 20 Jan 99
* 3-107 Blank .............................. 20 Jan 99
* 3-108 thru 3-114 ....................... 20 Jan 99
* 3-115 Blank .............................. 20 Jan 99
* 3-116 thru 3-122 ....................... 20 Jan 99
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* 3-124 thru 3-130 ....................... 20 Jan 99
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* 3-132 thru 3-158 ....................... 20 Jan 99
* 3-159 Blank .............................. 20 Jan 99
* 3-160 thru 3-161 ....................... 20 Jan 99
* 3-162 Blank .............................. 20 Jan 99

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

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

REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

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

1st Ed 13 Nov 92 None

2nd Ed 6 Jan 95 None

3rd Ed 20 Jan 99 None

 section III
operation

3.1 GENERAL

This section shows the operating controls and displays available in the Learjet 60 Avionics System. Tables
describe each control or display in sufficient detail so that the flight-line technician can operate the equip-
ment and troubleshoot the complete system.

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

3.2 CONTROLS AND DISPL AYS

Figure 3-1 through Figure 3-13 show the controls and displays of each system avionics unit in the cockpit.
Figure 3-14 shows airplane reversion panel and cockpit controls that directly relate to the operation of the
avionics system. Associated tables describe each control or display.

FIGURE UNIT

Figure 3-1 AAP-851 Altitude Awareness Panel

Figure 3-2 ARP-851 Air Data Reference Panel
Figure 3-3 CDU-860( ) Control Display Unit
Figure 3-4 CDU-860A Control Display Unit (AFIS Pages)
Figure 3-5 CHP-850 Course/Heading Panel
Figure 3-6 DBU-4000 Data Base Unit
Figure 3-7 FCP Flight Control Panel
Figure 3-8 HF Radio Set Control
Figure 3-9 MFD-871 Multifunction Display
Figure 3-10 ND Navigation Display
Figure 3-11 PFD Primary Flight Display
Figure 3-12 RTU-870T/870C Radio Tuning Unit
Figure 3-13 SDU-640B Sensor Display Unit
Figure 3-14 Cockpit Switches

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Figure 3-1. AAP-851 Altitude Awareness Panel, Controls

Table 3-1. AAP-851 Altitude Awareness Panel, Controls.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

DH display on/off switch Push this center switch to alternately select and deselect the decision height display(s) on
the PFD.
Decision height digitally displays, and may 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 RPT/MDA
switch to select the minimum descent altitude (MDA) function.
RPT (MDA) display on/off switch Push this center switch to alternately select and deselect the reporting altitude (or mini-
mum 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 to select the RPT (or MDA) display(s) on the PFD, and change the alti-
tude value. Clockwise rotation increases the RPT (or MDA) altitude.

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Figure 3-2. ARP-851 Air Data Reference Panel, Controls

Table 3-2. ARP-851 Air Data Reference Panel, Controls.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 switch Turn the skirted BARO switch to select the barometric correction format as inches of
mercury (IN 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 baro pressure setting (displayed on PFD).
Standard barometric correction switch Push the center PUSH STD switch to select standard barometric pressure correction
(29.92 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 to select RAT (ram air temperature). Push the button again to display
ISA (international standard atmosphere temperature). After approximately 5 seconds,
the display reverts to SAT (static 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 V button to 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 field/table on the PFD.
After a reference is selected, turn the IAS reference knob to change the airspeed value
or push the reference on/off 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, V2) airspeed reference
value. Clockwise rotation increases the airspeed reference. Refer to the description of
the airspeed select button (above).
In Mach mode, turn the IAS knob to change the Mach reference value.
Reference on/off 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).

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Figure 3-3 (Sheet 1 of 13). CDU-860( ) Control Display Unit, Controls and Displays

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Table 3-3. CDU-860( ) Control Display Unit, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

In a single AMS system, operations are coordinated (shared) so that either CDU can fully
control the system. In a dual AMS system, the FMS autotune operation remains coordi-
nated, but all other control functions are independently provided by the onside CDU.
Line keys Push 1 of 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 iden-
tify this line. Operator keyed data displays on this line so that it can be visually verified be-
fore being transferred to a selected data field.
Alphanumeric keys Push these keys to enter data on the scratch pad line of the display. These 38 buttons func-
tion as a data entry keypad.
The CLR key clears the last entered character, like a destructive backspace. The boxed-x
key enters a (user defined waypoint) character that may be used on flight plan or route
pages.
Scroll display This arrow display appears when additional lines, pages, or values are available that 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, select a related display
page, or change a numeric value. These keys are functional only 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
pressed 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 re-
ceived.
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 Table 3-35
and Table 3-39.
This moving map pictorial shows the airplane position relative to selectable navaid stations
and radar targets. The RANGE knob selects the map distance.
HSI format key Push the HSI key to display a conventional full-compass rose on the ND/MFD.
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 on the ND/MFD. This key is active only
if TCAS is installed on the airplane.
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 airplane.
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.

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Figure 3-3 (Sheet 2 of 13). CDU-860( ) Control Display Unit, Controls and Displays

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Table 3-4. CDU-860( ) Control Display Unit, Bearing Pointer and NAV Source Pages.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Bearing pointer source page key Push the BRG SRC key to 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 to turn off the pointer display.
When a single source (ADF or FMS) is installed on the airplane, this source is available to
drive either bearing pointer. When dual sources are installed, a 1 or 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.
NAV source page key Push the NAV SRC key to select the ACTIVE NAV SOURCE display page. This page shows
the NAV sources that may be selected to supply active course information to onside sys-
tems. This page also selects the data window display on the ND or MFD.
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 1 if ILS tuned), VOR 2 (or LOC 2), or FMS (single
AMS system). If dual AMS is installed, FMS 1 and FMS 2 sources are available on each
CDU.
NAV data window key Push the NAV DATA WINDOW line key to alternately select (ON) or deselect (OFF) the
waypoint data window display on the ND/MFD. This key is active only if the ND/MFD is in
radar, (present position) map, or HSI format.
ALT/VSR data key Push the ALT/VSR DATA line key to alternately select (ON) or deselect (OFF) the display
of altitude and vertical speed required (VNAV advisory data) on the MFD present position
map. This option is not available on all systems.

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Figure 3-3 (Sheet 3 of 13). CDU-860( ) Control Display Unit, Controls and Displays

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Table 3-5. CDU-860( ) Control Display Unit, RDR FUNCTIONS Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Radar 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 Table 3-34 and Table 3-38. 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 degrees.

RANGE knob Turn the RANGE knob to select the radar/map display range (5 to 300 NM). The appro-
priate range annunciations display on the ND/MFD.

Radar control page key Push the RDR CTRL key to alternately display the primary or secondary RDR FUNC-
TIONS page. Use these pages to select radar control functions.

RDR FUNCTIONS display (primary This display page shows the selectable RTA modes and some available radar control func-
page) tions.

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 func-
tions are white. Push the adjacent line key to select the active function.

CHANNEL CHANNEL SYNC causes the onside CDU and ND/MFD radar display functions to syn-
chronize to the offside CDU. A change on either CDU then changes both of the radar pages
and the radar displays.

CHANNEL SPLIT allows the left and right CDUs to independently select radar mode,
control, tilt, and range values. Each channel updates the associated radar display on al-
ternate sweeps of the antenna.

HOLD HOLD ON freezes the radar image on the display, and causes HOLD to annunciate. The
held display does not update. The HOLD function automatically cancels after 5 minutes or
when a different radar mode is selected. This function is not available in STBY mode.

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Table 3-5. CDU-860( ) Control Display Unit, RDR FUNCTIONS Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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. This function is not available in GND MAP mode.

GAIN Push the scroll keys to 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 NORM causes the RTA receiver gain to automatically calibrate to a preset value.
The numeric gain values allow the operator to manually control the receiver gain.

NEXT PAGE Push this line key to select the secondary RDR FUNCTIONS page.

RDR FUNCTIONS display (secondary This display page shows the rest of the available radar control functions.
page)

TEST MODE TEST ON initiates the RTA functional self-test. During test, several colored arcs display
across the full sector of the ND/MFD. TEST annunciates on the radar mode line.

STABILIZE STABILIZE ON automatically stabilizes the radar antenna/display with attitude data
from the AHS system. If an AHRS failure occurs, select STABILIZE OFF; USTB annunci-
ates on the ND/MFD radar mode line.

PREV PAGE Push this line key to reselect the primary RDR FUNCTIONS display page.

AUTOTILT AUTOTILT ON automatically adjusts the RTA vertical tilt angle to compensate for alti-
tude or selected range changes. When autotilt is on, an A annunciates after the tilt angle
displayed on the ND/MFD radar mode line.

TARGET ALERT TARGET ALERT TGT enables a warning annunciation if a weather target and/or turbu-
lence target (RTA-854) is detected and radar data is not currently selected for display. The
ND/MFD 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.

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This page intentionally blank.

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Figure 3-3 (Sheet 4 of 13). CDU-860( ) Control Display Unit, Controls and Displays

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Table 3-6. CDU-860( ) Control Display Unit, COM Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

COM page key Push this key to display the (VHF) COM tuning page.
COM tuning page This display shows the left and right side VHF-422A/422C 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 1 or COM 2 radio to that frequency. The frequency on the selected line is
copied to the ACTIVE 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 ACTIVE line normally display in green. Red dashes replace the active
frequency if that radio is inoperative. TEST displays in green (instead of the active fre-
quency) if a radio is performing self-test.
Method 2 Push an alphanumeric key to select the enter data/transfer 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 left 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 ACTIVE line, the radio re-
tunes, 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 126.70 MHz.

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Figure 3-3 (Sheet 5 of 13). CDU-860( ) Control Display Unit, Controls and Displays

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Table 3-7. CDU-860( ) Control Display Unit, NAV Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

NAV page key Push this key to display the (VHF) NAV tuning page.

NAV tuning page This display shows the left and right side VIR-432 active frequencies, also available preset
frequencies and (coordinated) 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 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 to the displayed PRE 1, PRE 2, or PRE 3 frequency to tune the
NAV 1 or NAV 2 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 ACTIVE frequency display line updates automatically if either radio is re-
tuned by an RTU.

Frequencies on the ACTIVE line normally display in green. Red dashes replace the active
frequency if that radio is inoperative. TEST displays in green (instead of the active fre-
quency) if a radio is performing self-test.

Method 2 Push an alphanumeric key to select the enter data/transfer 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 to the selected line on both CDUs. If transfer is to the ACTIVE line, the
radio retunes and the old active frequency is discarded.

Note that decimal points are not entered. For example, enter 10815 to select 108.15 MHz.
Enter 1174 to select 117.40 MHz.

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 system 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 to alert the
operator; the operator then selects a station from the list of duplicates using the scroll
keys.

Autotune The NAV radios can be manually tuned using the CDU/RTUs or automatically tuned by
the FMC computer(s). 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 op-
erator action on the CDU or RTU.

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Table 3-7. CDU-860( ) Control Display Unit, NAV Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

NAV TUNING AUT selects coordinated automatic tuning. The VIR-432 automatically re-
tunes in response to commands from either FMC computer. This allows the system to se-
lect en route stations, and maintain valid position information throughout the flight. Note
that while the FMC is tuning the radio, AUT replaces the VOR or ILS line display on the
RTU. AUT cancels if the operator retunes the radio using the CDU or RTU.

The remote RMT TUNE button must be in the normal (not OFF) position to enable the
RTUs to use tune data from the FMC. Otherwise the RTUs ignore FMC and CDU tune
commands; refer to Figure 3-14.

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Figure 3-3 (Sheet 6 of 13). CDU-860( ) Control Display Unit, Controls and Displays

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Table 3-8. CDU-860( ) Control Display Unit, ADF Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

ADF page key Push this key to display the ADF tuning page. A single ADF installation is described be-
low.
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 pri-
mary 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 AC-
TIVE 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 per-
forming self-test.
Method 2 Push an alphanumeric key to select the enter data/transfer 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 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 active frequency is discarded.
Note that decimal points are not entered. For example, enter 16005 to select 1600.5 kHz.
Enter 72 to select 720.0 kHz.

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Figure 3-3 (Sheet 7 of 13). CDU-860( ) Control Display Unit, Controls and Displays

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Table 3-9. CDU-860( ) Control Display Unit, ATC TRANSPONDER Page.

CONTROL OR DISPLAY 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, 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 ATC switch selects the left or
right TDR.
Method 1 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 trans-
ponder is inoperative. STANDBY displays in white (instead of ACTIVE) if standby mode is
selected on the RTU ATC page.
Method 2 Push an alphanumeric key to select the enter data/transfer 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 ACTIVE, 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 ACTIVE line, the trans-
ponder 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.

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Figure 3-3 (Sheet 8 of 13). CDU-860( ) Control Display Unit, Controls and Displays

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Table 3-10. CDU-860( ) Control Display Unit, FLIGHT PLAN Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 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 to sheet
10 of this figure) and enter 00. The flight plan becomes a numbered route stored in non-
volatile memory.

The second line of the FLIGHT PLAN page shows the first/last waypoints in the current
flight plan. Refer to FPL ORIG/DEST page description.

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 dis-
tance 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 SEL CRS is
the selected FMS navigator mode, push ADV WPT to cancel the current TO waypoint and
cause the next waypoint in the flight plan to become the new (active) TO waypoint. This
selection is not available in AUTO LEG mode.

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 to add waypoints to 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. In a single AMS system, this page can be selected by only one CDU
at a time.

SELECT CHANGE TYPE page This display shows options that are available to change the flight plan at the selected
waypoint. Push the adjacent line key to select an option. Pages display to effect the
change. Note that CRS/DIS 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.

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Table 3-10. CDU-860( ) Control Display Unit, FLIGHT PLAN Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Note that the scroll arrow displays on the lower-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 to de-
fine 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; select “OW’ by entering 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 line key on the
MFD. The waypoint ident (if a navaid) or ⊕JOY then appears on the CDU; push the EN-
TER 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 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 to that for inserting a waypoint.

ADD RAD/DIS OFFSET Push this line key to add a radial/distance offset to the selected (already existing) way-
point, or to change the offset already assigned to the selected waypoint.

Enter the offset values, push the OFFSET COMPLETE line key, verify the waypoint coor-
dinates, 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 val-
ues.

ERASE FPL 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. Newer systems then display the FPL ORIG/DEST page (described below).

CHANGE COORDINATES This option is available only if the waypoint selected for change is a user-defined way-
point, 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.

FPL ORIG/DEST page On the FLIGHT PLAN page, if an arrow displays by the top-right line key, push this key
to display the airport FPL ORIG/DEST page. This page also displays after a flight plan is
erased, to encourage data entry for the new flight plan. Use this page to enter an origin
airport, a destination airport, and two alternate airports. After these airports are selected,
the system can retrieve stored waypoint data for these airports directly. This means the
operator does not have to enter the airport identifier each time a terminal waypoint or
runway threshold is entered.

Note that a similar page can exist for editing routes. Operation is identical, except that no
alternate airports can be selected.

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Figure 3-3 (Sheet 9 of 13). CDU-860( ) Control Display Unit, Controls and Displays

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Table 3-11. CDU-860( ) Control Display Unit, SYSTEM CONTROL Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 flight management system. These
control functions are the selected navigator mode, selected course angle, position fixing,
VLF position update, and NAV sensor selections.
Available FMS 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 annun-
ciates on the PFD/ND/MFD, 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 system automati-
cally 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 system does not auto-
matically advance waypoints.
When the system determines that a leg of the flight plan has been completed, the station
ident and distance displays on the PFD/ND/MFD flash. The operator then changes legs by
pressing the ADV WPT line key on the FLIGHT PLAN page. Note that the airplane 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 se-
lected 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 way-
point 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 dis-
plays 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 if (onside) FMS is selected as the ac-
tive NAV source.
POSITION HOLD Push this line key to check or update airplane present position. Push this key when ex-
actly over a position fix. A page displays that shows the airplane position at the time the
line key was pressed. The operator then enters the ident of the fix, or latitude/longitude
coordinates to update the system 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 de-
grees. Push an UPDATE VLF FROM FMS line key to cause the FMC to send a position
(and system clock) update to the CMA; 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 enable the VOR/DME, VLF/OMEGA, and (optional) GPS
navigation sensors available for use by the system. 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; refer to the FMS line key description in Table 3-32.
COORD MODE If dual AMS is installed, a coordinated mode is available. Use the COORD MODE line key
to select SYNC or SPLIT operation.
SPLIT operation causes the dual AMS to function as two separate systems with separate
flight plans.
SYNC operation causes both systems to contain the same flight plan. Edits are accepted
from either AMS. When SYNC is selected, prompts display to select transfer of the flight
plan and routes into the cross-side AMS.

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Figure 3-3 (Sheet 10 of 13). CDU-860( ) Control Display Unit, Controls and Displays

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Table 3-12. CDU-860( ) Control Display Unit, FMS INDEX Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Index page key Push the IDX key to display the FMS INDEX page.

FMS INDEX page This display accesses the index functions of the flight management system. These include
the route library, system initialization, fuel management, disk drive control, waypoint in-
spection, 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 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 pressing the active right line key.

Route names are normally defined as the first/last waypoint in the route. Empty routes
display as dashes. Routes may be named by alphanumerics (10 characters max, 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 de-
scribed 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
time/date, data base expiration date, present position estimate, and the ident of the near-
est 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 GMT/DATE 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 at this time (using
DBU).

If the present position estimate is incorrect, push the CHANGE POSITION line key. A
page displays to update the current airplane position by entering a latitude/longitude, a
waypoint ident, a VOR/DME 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 endur-
ance parameters. Enter the fuel remaining weight (in pounds) to initiate this function.

In a dual AMS system, enter several weight parameters. The system then continuously
computes pounds of fuel used, pounds of fuel on board, current airplane weight, and air-
plane weight at final waypoint.

FMSSFP This line key selects a system troubleshooting tool. Further description is not provided at
this time.

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Table 3-12. CDU-860( ) Control Display Unit, FMS INDEX Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

READ/WRITE DISKETTE Push this line key to read or write data files using the DBU. This unit may be used to up-
load route, checklist, crew notes, and data base files to the system. 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.

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 parame-
ters defining each stored waypoint, or 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, 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 left/right line key to display the waypoint description/delete 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.

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Figure 3-3 (Sheet 11 of 13). CDU-860( ) Control Display Unit, Controls and Displays

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Table 3-13. CDU-860( ) Control Display Unit, DIRECT TO Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 to any waypoint or establish a FROM/TO leg between any 2 way-
points), 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 radial/distance 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 radial/distance 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
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 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 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 se-
lected 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 air-
ports, followed by bearing/distance 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.

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Figure 3-3 (Sheet 12 of 13). CDU-860( ) Control Display Unit, Controls and Displays

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Table 3-14. CDU-860( ) Control Display Unit, VNAV Page .

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

VNAV page key Push this key to alternately display the VNAV page or the VNAV ADVISORY page. The
optional VNAV ADVISORY page is shown on sheet 13.

VNAV page This display provides control selections for the vertical navigation system (part of AMS).
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 view/modify the ver-
tical 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 airplane course is
within 70° of desired track and lateral deviation is less than 10 miles. Select VNAV mode
on the FCP flight control 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 ND/MFD present po-
sition 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).

DISP OFF deselects the VNAV displays and flags the FMC 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 airplane present posi-
tion directly to the vertical waypoint. This direct-to function is enabled only when the ver-
tical waypoint is referenced to the TO waypoint. Note that the VSR display shows the ver-
tical 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 FMC 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. Ei-
ther 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 fixed. The other
path parameter is continuously updated using current ground speed data.

The FMC computes the vertical path capture point and supplies vertical steering com-
mands to the autopilot (used if VNAV mode is selected). The distance (in nm) to this
VNAV 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.

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Table 3-14. CDU-860( ) Control Display Unit, VNAV Page .

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

CANCEL line key Push the (top right) CANCEL line key to cancel the selected vertical flight path. The de-
fault vertical waypoint becomes the TO (lateral) waypoint of the flight plan at the prese-
lect 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 airplane from present posi-
tion (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 alti-
tude.

VERT WPT The vertical waypoint is displayed on the bottom of the page. This display shows the verti-
cal waypoint lateral identifier and altitude. The default VERT WPT is the TO (lateral)
waypoint of the lateral flight plan at the current preselect 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 refer-
ence 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 VNAV 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 VNAV WPT EDIT page. There are two ways
to select an 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.

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Figure 3-3 (Sheet 13 of 13). CDU-860( ) Control Display Unit, Controls and Displays

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Table 3-15. CDU-860( ) Control Display Unit, VNAV ADVISORY Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

VNAV page key Push this key to alternately display the VNAV page or the VNAV ADVISORY page. The
VNAV page is shown on sheet 12.
VNAV ADVISORY page This display is not available in all systems. Use the VNAV ADVISORY page to program a
desired altitude for some or all lateral waypoints in the flight plan. The system then com-
putes and displays the vertical speed required to arrive at that altitude. These altitudes
and vertical speeds can be selected for display on the MFD present position map. A circu-
lar VNAV advisory bug on the PFD marks the fly-to vertical speed required to reach the
altitude entered for the next waypoint.
This page contains three columns of data and a CLR ALT line key label. The WPT column
lists the lateral flight plan waypoints. The TO waypoint displays at the top of the column,
followed by the next three consecutive waypoints. The waypoint list may be scrolled using
the scroll keys.
The ALT column displays the altitude reference associated with each waypoint. Enter a
desired altitude by keying the altitude so it appears on the scratchpad line, and then
pressing the right line key by the selected waypoint. Altitudes may be entered in feet or as
flight levels (enter 23000 or enter FL230).
The VS TGT column displays the calculated target vertical speed required to arrive at
each of the entered altitudes. The VS TGT value displays in feet per minute with an up
(climb) or down (descend) arrow. Dashes display if no altitude is entered, (altitude/ground
speed/distance) data is invalid, or if ground speed is less than 50 knots.
Use the CLR ALT line key to clear displayed altitude entries. Push this key once to change
the line key label from CLR ALT to CLEAR ALL. Then either push this key again to clear
all entered altitude data, or push a right line key to clear the altitude (and VS TGT) for a
specific waypoint. Push the CANCEL line key to cancel the clear operation.

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Figure 3-4 (Sheet 1 of 12). CDU-860A Control Display Unit (AFIS Pages)

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Table 3-16. CDU-860A Control Display Unit, AFIS MENU Pages.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

The CDU-860A Control Display Unit performs both FMS and AFIS control and dis-
play 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 (de-
scribed on the following pages).
This page describes entering AFIS mode and selecting an AFIS function.

Note

Active keys on AFIS pages are indicated by an
or . If an inactive key is

pushed, KEY NOT ACTIVE is shown.
AFIS key Push the AFIS key to enter AFIS mode and show the AFIS MENU page.
AFIS MENU page The AFIS MENU page is used to select the following AFIS functions:

Note

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 to show the AFIS STATUS page (see Figure 3-4 sheet 2).
SIGMETS line and key Push the SIGMETS key to show the REQUEST SIGMETS page (see Figure 3-4
sheet 3).
TERMINAL WEATHER line and key Push the TERMINAL WEATHER key to show the TERMINAL WX (menu) page
(see Figure 3-4 sheet 4).
DISPLAY MESSAGE line and key Push the DISPLAY MESSAGE key to show the DISPLAY AFIS MSG page (see
Figure 3-4 sheet 5).
FLT PLAN DISPLAY line and key Push the FLT PLAN DISPLAY key to show the AFIS FLT PLN page (see Figure 3-4
sheet 6).
OPERATING MODES line and key Push the OPERATING MODES key to show the AFIS OPER MODES page (see
Figure 3-4 sheet 7).
WINDS ALOFT line and key Push the WINDS ALOFT key to show the WINDS ALOFT page (see Figure 3-4
sheet 8).
COMPOSE MESSAGE line and key Push the COMPOSE MESSAGE key to show the COMPOSE AFIS MSG page (see
Figure 3-4 sheet 9). Figure 3-4 sheet 10 shows the PPM MENU page.
RECALL FLT PLAN line and key Push the RECALL FLT PLAN key to show the RECALL AFIS FPL page (see Figure
3-4 sheet 11).
CONFIG SETUP line and key Push the CONFIG SETUP key to show the first CONFIGURATION page (see
Figure 3-4 sheet 12).

Note

The maintenance jumper must be installed on the DMU to show the CONFIG
SETUP line.
MSG key Push the MSG key to show FMS messages without leaving AFIS mode. Showing
FMS messages has been described earlier. Push the MSG key again to return to the
last AFIS page shown.
AFIS exit keys Push the COM, NAV, ADF, ATC, RDR CTRL, NAV SRC, BRG SRC, FLT PLN, DIR,
VNAV, SYS CTRL, or IDX key to exit AFIS mode, enter FMS mode, and show the
FMS page associated with that key.

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Figure 3-4 (Sheet 2 of 12). CDU-860A Control Display Unit (AFIS Pages)

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Table 3-17. CDU-860A Control Display Unit, AFIS STATUS Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

This page describes the AFIS 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 shown.
CONFIGURATION line The CONFIGURATION line shows the status (OK or FAIL) of the AFIS configuration
data.
VHF MODEM line The VHF MODEM line shows the status (OK or FAIL) of the VHF modem.
COMMUNICATION 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 down-
link).
DISK line The DISK line shows the status (AVAILABLE or NOT AVAILABLE) 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 sys-
tem 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.
RETURN/AFIS keys Push the RETURN or AFIS key to show the AFIS MENU page.

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Figure 3-4 (Sheet 3 of 12). CDU-860A Control Display Unit (AFIS Pages)

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Table 3-18. CDU-860A Control Display Unit, REQUEST SIGMETS Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

This page describes the AFIS 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 available, DMU NOT AVAILABLE is shown.
DISPLAY SIGMETS line and key Push the DISPLAY SIGMETS key to show the SIGMETS page. This key is inactive if
no sigmet data is available.
RETURN/AFIS keys Push the RETURN or AFIS key to show the AFIS 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 ▲ or ▼ key to show the previous or next page.
RETURN/AFIS keys Push the RETURN key to show the REQUEST SIGMETS page or the AFIS key to show
the AFIS MENU page.

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Figure 3-4 (Sheet 4 of 12). CDU-860A Control Display Unit (AFIS Pages)

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Table 3-19. CDU-860A Control Display Unit, TERMINAL WX Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

This page describes the AFIS 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 lines and Up to six terminal identifiers may be manually entered using the CDU scratchpad.
keys Push the key next to a TERMINAL IDENTIFIER to show the weather data for that
identifier on the TERMINAL WX (data) page.
DELETE IDENT/CANCEL DELETE Push the DELETE IDENT key to enter the delete operation, indicated by DELETE
line and key IDENT changing to CANCEL DELETE (magenta). Then push the key next to a termi-
nal identifier to delete that identifier and exit the delete operation, or push the CAN-
CEL DELETE key to exit the delete operation.
XMIT REQUEST/REQUEST ACTIVE Push the XMIT REQUEST key to start the search for terminal weather data. XMIT
line and key REQUEST changes to REQUEST ACTIVE (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 ▼ scroll key to show the previous or next page.
RETURN/AFIS keys Push the RETURN key to show the TERMINAL WX (menu) page or the AFIS key to
show the AFIS MENU page.

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Figure 3-4 (Sheet 5 of 12). CDU-860A Control Display Unit (AFIS Pages)

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Table 3-20. CDU-860A Control Display Unit, DISPLAY AFIS MSG Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

This page describes the AFIS display message function.

DISPLAY AFIS MSG page Show the DISPLAY AFIS 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 MESSAGE/NEW MESSAGE The DISPLAY AFIS MSG page initially shows the last message received. Subsequent
line and key pushes on the NEXT MESSAGE key shows up to three additional messages (in de-
scending 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 ▲ or ▼ scroll key to show the previous or next page.
RETURN/AFIS keys Push the RETURN or AFIS key to show the AFIS MENU page.

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Figure 3-4 (Sheet 6 of 12). CDU-860A Control Display Unit (AFIS Pages)

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Table 3-21. CDU-860A Control Display Unit, AFIS FLT PLN Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

This page describes the AFIS flight plan display function.

AFIS FLT PLN page Show the AFIS 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 be-
ing 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 way-
points in the flight plan being shown.
Scroll active display An arrow (scroll active) is shown if the AFIS FLIGHT PLAN page is longer than one
page.
Scroll key Push the ▲ or ▼ scroll key to show the previous or next page.
RETURN/AFIS keys Push the RETURN or AFIS key to show the AFIS MENU page.

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Figure 3-4 (Sheet 7 of 12). CDU-860A Control Display Unit (AFIS Pages)

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Table 3-22. CDU-860A Control Display Unit, AFIS OPER MODES Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

This page describes the AFIS operating modes function.

Note

Operating modes selected are shown green or yellow, and underlined. Operating
modes not selected are shown white and no underline.
AFIS OPER MODES page Show the AFIS OPER MODES page as described earlier. This page is one of three
pages used to show and setup the AFIS operating modes.
POSITION REPORTING line and key Push the POSITION REPORTING key to alternately switch the position reporting
mode between OFF and AUTO.
WEATHER UPDATE line and key Push the WEATHER UPDATE KEY to alternately switch the weather update
mode between OFF and AUTO.
VHF CONTROL line and key Push the VHF CONTROL key to show the VHF LINK CONTROL page.
SATELLITE CONTROL line and key Push the SATELLITE CONTROL key to show the SATELLITE CONTROL page.

Note

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 up-
date 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.
VHF LINK CONTROL page The VHF LINK CONTROL page shows and controls the operating modes of the
VHF communication systems. If one option (SITA/AVICOM, ARINC, or AIR CAN-
ADA) is set to MANUAL, all remaining options revert to OFF. If any option is set
to AUTO, any MANUAL selection is set to OFF.
SITA/AVICOM line and keys Push the left SITA/AVICOM 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 AFIS MENU page. If either key is pushed while UDDATE 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 WEST ATLANTIC key to select the West Atlantic satellite communica-
tions.

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Table 3-22. CDU-860A Control Display Unit, AFIS OPER MODES Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

EAST ATLANTIC key Push the EAST ATLANTIC key to select the East Atlantic satellite communica-
tions.
PACIFIC key Push the PACIFIC key to select the Pacific satellite communications.
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 yel-
low 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 AFIS MENU page. If either key is pushed while UPDATE SATELLITE is
yellow, the pending mode changes are lost.

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Figure 3-4 (Sheet 8 of 12). CDU-860A Control Display Unit (AFIS Pages)

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Table 3-23. CDU-860A Control Display Unit, WINDS ALOFT Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

This page describes the AFIS 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 key Up to six waypoint identifiers may be entered manually using the CDU scratchpad.
Push the key next to a waypoint identifier to show the winds aloft associated with that
waypoint.
DELETE IDENT/CANCEL DELETE Push the DELETE IDENT key to start the delete operation, indicated by DELETE
line and key IDENT changing to CANCEL DELETE (magenta). Then push the key next to a way-
point identifier to delete that identifier and end the delete operation, or push the
CANCEL DELETE key to end the delete operation.
XMIT REQUEST/REQUEST ACTIVE Push the XMIT REQUEST key to start the search for winds aloft data. The XMIT RE-
line and key QUEST line changes to REQUEST ACTIVE (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.
WINDS ALOFT (data) page The WINDS ALOFT (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 AFIS key to
show the AFIS MENU page.

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Figure 3-4 (Sheet 9 of 12). CDU-860A Control Display Unit (AFIS Pages)

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Table 3-24. CDU-860A Control Display Unit, COMPOSE AFIS MSG Page.

CONTROL OR DISPLAY 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 com-
pose 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 airplane tail number is automatically en-
tered 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 scratch pad, then push the CONTACT # key
to enter the number.
CLEAR/CLEAR? key Push the CLEAR key to enter the clear mode, indicated by CLEAR changing to
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 AFIS 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.

Note

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.
Punctuation (⊕) key Push the punctuation key to enter punctuation mode. Then select the desired punctua-
tion mark and push the punctuation key again to enter that punctuation mark in the
message, or push the CLR key to exit punctuation mode.
Scroll active display Not in punctuation mode: a scroll active arrow (white) is shown if the EDIT AFIS MSG
page is longer than one page.
In punctuation mode: a scroll active arrow (yellow) is always shown.
Scroll keys Not in punctuation mode: push the
, , ▲ or ▼ scroll key to move the cursor (inser-
tion point) within the message.

In punctuation mode: push the
, , ▲ or ▼ 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 punctua-
tion mark entry. The punctuation mark assigned to each of these keys is shown in a
table on sheet 9.
CLEAR/CLEAR? 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.
RETURN/AFIS keys Push the RETURN key to show the COMPOSE AFIS MSG page or the AFIS key to
show the AFIS MENU page.

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Figure 3-4 (Sheet 10 of 12). CDU-860A Control Display Unit (AFIS Pages)

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Table 3-25. CDU-860A Control Display Unit, PPM MENU Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 AFIS 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 af-
fecting the original pre-programmed message.

EDIT PPM/CANCEL EDIT key Push the EDIT PPM key to enter the edit mode, indicated by EDIT PPM changing to
CANCEL 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 line.

CONTACT # line and key The CONTACT # line shows the contact number of the intended recipient. Use the
CDU scratchpad to edit this line.

Note

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
AFIS MSG page. Any entries for the FROM, TO, or CONTACT # lines on this page
will replace the original lines on the COMPOSE AFIS MSG page when this PPM is
loaded into the EDIT AFIS MSG page.

CLEAR/CLEAR? 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 to 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
AFIS 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 di-
rectly), a punctuation mark (entered using punctuation mode), or a blank space (en-
tered 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.

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Table 3-25. CDU-860A Control Display Unit, PPM MENU Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 to
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.

Hot keys When in punctuation mode, some alphanumeric keys function as hot keys for punctua-
tion mark entry. The punctuation mark assigned to each of these keys is shown in a
table on sheet 9.

CLEAR/CLEAR? key Push the CLEAR key to enter the clear mode, indicated by CLEAR changing to
CLEAR? (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.

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Figure 3-4 (Sheet 11 of 12). CDU-860A Control Display Unit (AFIS Pages)

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Table 3-26. CDU-860A Control Display Unit, RECALL AFIS FPL Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

This page describes the AFIS recall flight plan mode.

RECALL AFIS FPL page Show the RECALL AFIS FPL page as 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 re-
viewing 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 to 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 to 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.

CLEAR/CLEAR? line and key Push the CLEAR key to start the clear operation, indicated by CLEAR changing to
CLEAR? (yellow). Push the CLEAR key to clear all entry fields and exit the clear
mode, or push any other key to exit the clear mode.

XMIT REQUEST/REQUEST ACTIVE If the flight number (FPL #) or flight plan (FROM, TO, DATE, and ETD) is specified,
line and key push the 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 AFIS FPL LIST page shows all flight plans 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 PLAN key to copy the selected flight plan from the DMU.

Scroll active display An arrow (scroll active) is shown if more than one flight plan is immediately available
to the DMU.

Scroll keys If more than one flight plan is available, push the ▲ or ▼ key to show the previous or
next flight plan.

RETURN/AFIS keys Push the RETURN key to show the RECALL AFIS FPL page or the AFIS key to show
the AFIS MENU page.

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Figure 3-4 (Sheet 12 of 12). CDU-860A Control Display Unit (AFIS Pages)

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Table 3-27. CDU-860A Control Display Unit, CONFIGURATION Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

This page describes the AFIS configuration setup function.

Note

The maintenance jumper must be installed on the DMU to show the CONFIGURA-
TION 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.

Note

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 ▲ or ▼ scroll key to show the previous or next CONFIGURATION page.
UPDATE CONFIG line and key UPDATE CONFIG is white if the data shown matches, or yellow if it does not match,
the data 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 UDDATE CONFIG is yellow, the pending configuration changes are lost.

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Figure 3-5. CHP-850 Course/Heading Panel, Controls

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Table 3-28. CHP-850 Course/Heading Panel, Controls.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Joystick Move the joystick to scroll MFD page data or to select a waypoint location on an MFD
map display.
A dual AMS system contains two MFDs. An external joystick select switch is installed
that connects the CHP joystick to the left MFD or to the right MFD.
CRS 1 select knob Turn the CRS 1 knob to change the left side selected course (shown by the course ar-
row on the left PFD/ND/MFD). Clockwise rotation increases the selected course angle.
When SEL CRS is the FMS navigator mode and (onside) FMS is the active NAV
source, this knob selects the course to the TO waypoint. This knob is not active in
other FMS modes.
CRS 1 direct-to switch Push this center PUSH DIRECT switch to zero any 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 ac-
tive in other FMS modes.
HDG select knob Turn the HDG knob to change the selected heading (indicated by the heading bug on
the PFD/ND/MFD). This knob simultaneously controls the heading bug on all large
displays. Clockwise rotation increases the selected heading angle.
HDG sync switch Push this center PUSH SYNC switch to synchronize the heading bug to the current
airplane heading (indicated by the lubber line on the displays). This switch syncs the
heading bug on all large displays.
CRS 2 select knob Turn this knob to change the right side selected course, as described above for the CRS
1 knob.
CRS 2 direct-to switch Push this switch to zero right side course deviation, as described above for the CRS 1
switch.

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Figure 3-6. DBU-4000 Data Base Unit, Controls

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Table 3-29. DBU-4000 Data Base Unit, Controls.

CONTROL FUNCTION/DESCRIPTION

DBU-4000 Data Base Unit (used with dual FMC-852C)

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

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Figure 3-7. FCP Flight Control Panel, Controls and Displays

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Table 3-30. FCP Flight Control Panel, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

The FCP is a non-Collins unit that provides autopilot control, dual flight director mode se-
lection, and rudder boost/pitch trim annunciations. Traditional APP and MSP units are not
required in this installation.

Select button The FCP contains 24 select buttons. Each button is a push on/push off switch.

Indicator light A discrete lamp is directly above each select button (except AP XFR). A lamp lights to indi-
cate that the associated select button is pushed “on”.

Pitch trim fail annun The red TRIM annunciator lights when the FCCs detect an automatic pitch trim failure.

Rudder boost active annun The green RB annunciator lights when rudder boost is active.

Rudder boost off/fail annun The amber RB annunciator lights when rudder boost is not armed (off) or when the FCCs
detect a rudder boost failure. The rudder boost arm switch is described in Figure 3-14.

Autopilot transfer arrows The left or right arrow lights to indicate which flight director is selected by the AP XFR
button. These arrows are green.

AUTOPILOT CONTROL:

YD button Push the YD button to engage the yaw damper. Engagement occurs only if airplane atti-
tude/rates are normal and if FCC monitoring does not detect any yaw damper failures.
When engaged, the FCC computers provide yaw damping and turn coordination. The indi-
cator above the YD button lights; the PFD does not display any YD engage message.

Push either autopilot disconnect (MSW) button or push the YD button (again) to disengage
the yaw damper. The yaw damper automatically disengages if the FCC monitors detect a
yaw damper failure. After a YD disengage, the indicator light above the YD button goes out.
The PFD displays a yellow YD message that flashes for 5 to 10 seconds. Push the autopilot
disconnect button to cancel the disengage message.

AP button Push the AP button to engage the autopilot; an electrical interlock also engages the yaw
damper. Engagement occurs only if airplane attitude/rates are normal and if FCC moni-
toring does not detect any autopilot failures. When engaged, the autopilot flies flight direc-
tor commands from the coupled side; V-bars display on the PFD to show this command. The
indicator above the AP button lights and the PFD displays a green AP
(coupled to left
side) or AP  (coupled to right side) message.

Push either autopilot disconnect (MSW) button, the go-around button, either manual trim
switch, or the AP button (again) to disengage the autopilot. The autopilot automatically
disengages if the FCC monitors detect an autopilot failure. After an AP disengage, the indi-
cator light above the AP button goes out. The PFD displays a flashing yellow AP
(coupled
to left side) or AP  (coupled to right side) message. Push the autopilot disconnect button
or the go around button to cancel the disengage message.

AP XFR button Push the AP XFR button to alternately select and clear autopilot transfer mode. Normally
the autopilot uses flight guidance commands from the left FCC (pilot channel). The left
autopilot transfer arrow lights.

When AP XFR mode is selected, the autopilot uses flight guidance commands from the right
FCC (copilot channel). The right autopilot transfer arrow lights.

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Table 3-30. FCP Flight Control Panel, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

TURB button Push the TURB button to alternately select and clear turbulence mode. When TURB mode
is selected, the FCC adapts autopilot gains for turbulent flight conditions. The indicator
above the TURB button lights when turbulence mode is selected. Turbulence mode auto-
matically clears when the autopilot is disengaged or at LOC capture.

FLIGHT DIRECTOR MODE SELECT:

The pilot and copilot mode selectors are identical and completely independent of each other.
Flight director modes are selected by push on/push off buttons. When a mode selects, in-
compatible modes automatically clear. A divider line separates the lateral and vertical
modes.

Lateral modes are roll, HDG, 1/2 BANK, APPR, and NAV. Vertical modes are pitch, VS,
ALT, VNAV, climb, descend, IAS, mach, and altitude preselect. Go around is also a lateral
and vertical mode; this function is described in Figure 3-14.

Note that the roll, pitch, climb, descend, IAS, and mach modes are not directly selected by a
mode button. The LVL CHG and SPD buttons are switches, and operate differently than
simple “mode select” buttons. Operation is described later in this table.

A discrete mode indicator lamp is directly above each mode button. When a “mode select”
button is pressed, the FCP transmits a request for that mode to the left or right FCC. If the
FCC determines that conditions are acceptable for that mode, an acknowledge is returned
to the FCP that lights the mode indicator. The selected mode also annunciates on the up-
per-left of the PFD.

Roll mode Roll mode is the basic lateral operating mode, and occurs automatically when the V-bars
are in view 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 this roll attitude. If roll attitude is less than 5 degrees
(level), the FCC generates commands to maintain the existing heading. The roll (or head-
ing) reference may be changed by the manual trim switch; refer to Figure 3-14.

HDG mode Push the HDG button to alternately select or clear heading mode. HDG annunciates on the
PFD. The FCC generates commands to capture and maintain the selected heading (indi-
cated by the heading bug on the large displays). The heading bug is positioned by the HDG
knob on the CHP.

1/2 BANK mode Push the 1/2 BANK button to alternately select or clear half-bank mode. 1/2 BNK annunci-
ates on the PFD. This mode limits the maximum bank angle command to half the normal
value.

Half-bank mode automatically selects when the airplane (pressure) altitude increases to 41
500 feet. Above this altitude, the 1/2 BANK button will not clear half-bank mode. The mode
automatically clears when the airplane descends below this transition altitude.

NAV mode Push the NAV button to alternately select or clear 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
pressed, and automatically captures when capture conditions are met. Before capture, the
system operates in the currently active lateral mode.

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Table 3-30. FCP Flight Control Panel, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

If FMS is the active NAV source, the capture point is determined by the FMC. After cap-
ture, 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 or localizer beam.

APPR mode Push the APPR button to alternately select or clear approach mode. The type of approach is
determined by the active navigation source (selected on the CDU) and annunciates on the
PFD (FMS, VOR1, LOC2, etc). APPR mode arms when the button is pressed, and automati-
cally captures when capture conditions are met. Before capture, the system operates in the
currently active lateral mode.

In an FMS approach, the capture point is determined by the FMC. 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 glideslope capture (GS annunciates in green), the FCC gener-
ates 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. BACK CRS annunciates on the
PFD/ND/MFD vertical deviation display.

Pitch mode Pitch mode is the basic vertical operating mode, and occurs automatically when the V-bars
are in view and no other vertical mode is active. PTCH annunciates on the PFD.

The FCC generates commands to maintain the pitch angle existing when pitch mode is se-
lected. The pitch reference may be changed by the manual trim switch; refer to Figure 3-14.

ALTS mode Push the ALTS button to alternately arm or clear altitude preselect mode. Altitude prese-
lect mode automatically arms when the V-bars come into view (except in overspeed or go
around mode), the ALT SEL knob (on ARP) is turnd, vertical go around is cleared, or when
LVL CHG is selected. ALTS annunciates in white on the PFD.

Altitude preselect capture occurs when the airplane 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 turnd during the capture maneuver, pitch mode selects and altitude
preselect mode rearms. If ALTS CAP has been annunciated and then is cleared without
going to arm or track mode, an ALTS annunciation flashes yellow for 10 seconds to show
altitude abort.

Altitude preselect track occurs after the airplane becomes established at the preselected al-
titude. ALTS annunciates in green on the PFD. If the ALT SEL knob is turnd during track,
altitude hold mode selects and altitude preselect mode rearms.

ALT mode Push the ALT button to alternately select or clear altitude hold mode. ALT annunciates on
the PFD. The FCC generates commands to maintain the pressure altitude existing when
ALT mode is selected.

Altitude hold mode automatically selects if the preselect altitude setting is changed (on
ARP) while in altitude preselect track.

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Table 3-30. FCP Flight Control Panel, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

LVL CHG switch Push the LVL CHG button to select a customized level change profile toward the preselect
altitude (set on the ARP). Either climb mode or descend mode results. Climb mode selects if
airplane altitude is below the preselect altitude. Descend mode selects if the airplane alti-
tude is above the preselect altitude. Refer to the climb and descend mode descriptions (be-
low).

Climb mode When the airplane 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 pro-
file. Push the LVL CHG button a third time to clear climb mode.

When climb mode is selected, the FCC generates commands to fly either an IAS climb pro-
file or a mach climb profile (or a default minimum climb rate). An 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 airplane is above the preselect altitude, push the LVL CHG button to select a de-
scend profile mode. Either an IAS/mach or a VS based mode results. An IAS/mach based
mode selects if the airplane altitude is above 8000 feet. A VS based mode selects if airplane
altitude is below 8000 feet.

Above 8000 feet: Push the LVL CHG button to select the (IAS/mach) normal descend pro-
file. Push the LVL CHG button again to select the high-speed descend profile. Push the
LVL CHG button a third time to clear descend mode.

When descend mode is selected, the FCC generates commands to fly either an IAS 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 IAS
transition occurs automatically within the normal descend mode.

DES 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 descend profile is selected.

Below 8 000 feet: Push the LVL CHG button to select the (VS) descend profile mode. Push
the LVL CHG button again to clear 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.

VNAV mode (optional) Push the VNAV button to alternately arm or clear vertical navigation mode. VNV annunci-
ates in white on the PFD. The FMC determines the VNAV capture point. After capture
(VNV annunciates in green), the FMC applies vertical steering commands to the FCC.
VNAV mode automatically cancels when the vertical waypoint is reached.

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Table 3-30. FCP Flight Control Panel, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

VS mode Push the VS button to alternately select or clear 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 to change the vertical speed reference value.

SPD switch Push the SPD button to select a speed hold mode. Either IAS mode or mach mode selects.
IAS mode selects if the airplane altitude is below 30000 feet. Mach mode selects if the air-
plane altitude is above 30000 feet. Push the SPD button again to select the other
(mach/IAS) speed hold mode (transition is not automatic). Push the SPD button a third
time to clear the speed hold modes.

Note

Anytime an overspeed condition occurs, IAS or mach mode will automatically select. Push
the SPD button once to clear the speed hold mode. Refer to the IAS and mach mode de-
scriptions (below).

IAS mode When the airplane altitude is below 30 000 feet, push the SPD button to select IAS hold
mode. IAS and the airspeed reference value annunciate on the PFD. The FCC generates
commands to maintain the airspeed existing when IAS mode is selected. Turn the IAS knob
on the ARP to change the airspeed reference value.

IAS mode automatically selects if a significant overspeed condition occurs and altitude is
below 30 000 feet. If the VMO is exceeded by 10 knots, IAS mode selects. The airspeed refer-
ence value is set to the current VMO — 5 knots, to command the airplane back under the
VMO.

Mach mode When the airplane altitude is above 30 000 feet, push the SPD 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 the IAS
knob on the ARP to change the mach reference value.

Mach mode automatically selects if a significant overspeed condition occurs and altitude is
above 30 000 feet. If the MMO is exceeded by .015 mach, mach mode selects. The mach refer-
ence value is set to the current MMO — .015 mach, to command the airplane back under the
MMO.

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Figure 3-8. HF-9010 Radio Set Control, Controls and Displays

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Table 3-31. HF-9010 Radio Set Control, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

CURSOR The cursor is a segmented line display that is positioned (using the CURSOR knob)
under the field (OPR, MODE, FREQ/CHAN, and PWR) to be changed. After selecting
the desired function, the value displayed may be changed (incremented or decre-
mented) by turning the appropriate knob left or right. Use the CHAN or VALUE knob
for CHN mode and VALUE knob for all other functions.

OPR field Three alphanumeric characters display the HF-9000 system operating mode selected
by the VALUE knob. The HF-9000 system has the following operating modes:

MAN – Manual mode; discrete frequency

CHN – Channel mode; user-programmed preset channel
SCN – Scan mode; user-programmed preset channel receive scan
MAR – Maritime mode; preprogrammed preset channel
TST – Test mode; BIT
PGM – Program mode; user-programmable preset channel program
EMR – Emergency mode; preprogrammed preset channel
EXT – External mode; HF-9000 system control
SBY – Standby mode

MODE field Two alphanumeric characters display the HF-9000 system RF emission mode selected
by the VALUE knob. The HF-9000 system has the following RF emission types:

AM – Amplitude modulation
CW – Continuous wave
LD – Lower sideband data
LV – Lower sideband voice
UD – Upper sideband data
UV – Upper sideband voice

If a fault or message occurs in the HF-9000 system, MODE field characters indicate
the HF-9000 system unit in which the fault or abnormal condition occurred. The
MODE field displays CU for antenna coupler, FL for bandpass filter, FO for fiber optic
system, R for radio set control, RT for receiver-transmitter, and _ _ (two blanks) for an
external system malfunction.

FREQ/CHAN field Up to six numeric characters display frequency data and channel number for normal
operation of unit or module/circuit card failure during TST mode. Frequency is
changed (incremented or decremented) using the VALUE knob and is displayed in all
six digits plus a decimal point. Channel selection is accomplished with the CHAN or
VALUE knob.

When selecting user-programmed preset channel operation, when the OPR field dis-
plays CHN and the CHAN knob is turned, the channel number is displayed for three
seconds. The receive RF emission type and frequency are then displayed. Key the mi-
crophone and push the FREQ/LD switch to display the transmit RF emission type and
frequency. Push the FREQ/LD switch to cause the channel number and frequency dis-
play cycle to be repeated. When the OPR field displays EMR or MAR, only the channel
number is displayed in the FREQ/CHAN field. To view the receive frequency, push the
FREQ/LD switch. To view the transmit frequency, key the microphone while pushing
the FREQ/LD switch. The FREQ/CHAN field also displays volume level (0 through 7)
and squelch level (0 through 3) when the respective VOL and SQL knob settings are
changed.

PWR field A 3-level bar indicator for selectable output power levels (bottom bar for low power,
bottom two bars for medium power, and all three bars for high power). The output
power level is selected by the VALUE knob.

VALUE knob The VALUE knob increments or decrements the function (OPR, MODE, FREQ/CHAN,
or PWR) selected by the cursor.

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Table 3-31. HF-9010 Radio Set Control, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

CURSOR knob This knob moves the cursor left or right for selecting the field to be changed.

FREQ/LD switch In the PGM mode, push the FREQ/LD switch to load the desired receive-transmit
emission type, frequency, and channel data into the receiver-transmitter nonvolatile
memory for the 99 user-programmable preset channels for simplex operation. For half-
duplex operation, the FREQ/LD switch and microphone key must be pushed to load
transmit data. By pushing the FREQ/LD switch, the channel and then frequency dis-
play in CHN mode, and the emergency (receive and transmit) or maritime (receive)
frequency are displayed when operating in EMR or MAR mode.

To view the maritime transmit frequency, push this switch while keying the micro-
phone. When in TST mode and if the HF-9000 system has failed, push this switch to
run through a sequence of fault diagnostic codes.

CHAN knob The CHAN knob provides selection of all maritime and emergency preprogrammed
preset channels and user-programmed preset channels. Turning the CHAN knob in-
crements or decrements the channels by one, regardless of where the cursor is posi-
tioned. To change channels by a large amount, position the cursor under the channel
digit to be changed, then turn the VALUE knob.

DSBL switch Push the DSBL switch to disable the squelch circuit, enabling the user to determine if
there is traffic on the selected frequency without adjusting the SQL knob. Push this
switch in PGM mode to erase the currently selected channel and set the channel fre-
quency to zero. In CHAN mode, the erased channel number is not displayed.

SQUELCH knob The squelch knob is set to squelch (silence) undesired background noise when voice
communication is not present. The proper squelch setting is made by turning the SQL
knob counterclockwise to disable (SQL 0) and then clockwise one click (SQL 1). The re-
ceiver squelches after a short delay. If intermittent noise persists, advance the SQL
knob clockwise one more click (SQL 2). If intermittent noise persists, advance the SQL
knob clockwise one more click (SQL 3). The SQL knob has no effect when in TST,
PGM, EXT, and SBY modes. The squelch level is momentarily displayed in the
FREQ/CHAN field after each change of the SQL knob.

VOLUME knob The volume knob adjusts the audio level as desired by the user. Clockwise rotation in-
creases volume; counterclockwise rotation decreases volume. The volume level is mo-
mentarily displayed in the FREQ/CHAN field after each change of the VOL knob.

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Figure 3-9 (Sheet 1 of 6). MFD-871 Multifunction Display, Controls and Displays

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Table 3-32. MFD-871 Multifunction Display, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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.

Note that in a dual AMS system, if cross-side FMS is selected as the active NAV
source then the index page cannot be displayed. All selections made from the index
page are not available.

Radar mode line This line displays the RTA operating mode.

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 ar-
rows, 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
on/off. Push ENT to enter joystick position coordinates from a map display to the FMC.
Push an up/down arrow key to scroll page data. Push MNU to display the previous
menu (or the map menu). Push DSPL to display the plan/position 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 line key Push this line key to display the normal procedure checklist page. A menu shows the
available 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 ma-
genta, and checked lines are green. Active controls are the bottom row of MFD line
keys, the CHP joystick, and optional remote page advance/line advance switches.

MFD mode line labels are IDX, up arrow, down arrow, SKP, RCL, and EMG. Push the
IDX line key to display the index page. Push the up arrow line key to uncheck the cur-
sor 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. If dual AMS is installed, set the
remote joystick select switch to desired (MFD 1 or MFD 2) position. 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 check-
list on the normal procedure menu. Move the joystick left to exit the checklist, and se-
lect the previous checklist on the normal procedure menu.

Optional remote 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 line key Push this line key to display the abnormal procedure checklist page. A menu shows
the available abnormal procedure checklists. Operation is as described above for nor-
mal procedure checklists.

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Table 3-32. MFD-871 Multifunction Display, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 performance, progress, route list, VOR/DME status,
VLF/OMEGA status, position summary, and GPS STATUS. Push the adjacent line key
to display these parameters. Note that a source identifier (1 or 2) also displays by some
line key labels when dual AMS is installed.

PERFORMANCE dynamically displays the following flight parameters: TTG, ETA,

GS, TAS, HDG, BRG, DIST, WIND, CRS, TK, XTK, and DA. The following VNAV pa-
rameters also display: distance to VWPT, IVS, VSR, FPA, ALT, ALTS, and VDEV.

PROGRESS dynamically displays the following flight progress (between waypoint) pa-
rameters: DIST, TTG, ETA, and FUEL management data.

ROUTE LIST displays stored routes by route number and name identifier.

VOR/DME STATUS dynamically displays the following VOR/DME sensor parameters:

type of sensor, data base ident, received frequency, and received data (VOR radial or
DME distance).

VLF/OMEGA STATUS dynamically displays the following VLF/OMEGA sensor pa-

rameters: present position, position uncertainty, NAV mode, and the current use (en-
able) status of the VLF and OMEGA sensors.

POSITION SUMMARY dynamically displays the airplane present position coordi-

nates, and the difference between this FMS determined position and the position com-
puted using the listed input sensors.

GPS STATUS dynamically displays the following GPS sensor parameters: present po-
sition, 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 displays a user-
defined checklist that has been entered into system memory using the DBU. Refer to
Figure 3-3, sheet 10.

AVIONICS STATUS line key Push this line key to display the AVIONICS STATUS page. This page provides a dy-
namic 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 his-
tory, and FCS diagnostics. Use this page for flight line troubleshooting. The mainte-
nance section of this publication describes this page in detail.

MFD mode line labels available on this page are IDX, RCL, and EMG.

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Table 3-33. MFD-871 Multifunction Display, Plan Map Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Plan map Push the PLAN MAP line key (on the MFD index page) to display a static geo-
graphic pictorial of a current section of the flight plan or a selected route. This dis-
play 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 control-
ling 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 way-
points are shown on the MFD.
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 plan/route waypoints. Note
that radar and TCAS displays cannot be superimposed on the plan map.
A variety of navaids may be selected or deselected for display on the plan map. Se-
lect 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 LEVEL VORS, IN-
TERSECTIONS, NDBS, AIRPORTS, and TERMINAL 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 display the plan
map.
Radar mode line This line displays the RTA operating mode.
Range ring A range ring provides a distance measuring scale. This ring shows distance from the
center waypoint.
Range distance A numeric distance label displays by the range ring. Change the display range by
turning the RANGE knob on the controlling CDU.
Flight plan/route line The flight plan (or route) displays on the map as a white line. This track line con-
sists 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 cross-hair
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 FMC when the ENT line key is pressed.
If dual AMS is installed, set the remote joystick select switch to desired (MFD 1 or
MFD 2) position.
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 FMC. 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.

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Table 3-34. MFD-871 Multifunction Display, Radar Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 airplane posi-
tion. Navigation, map, and joystick functions are not available on this screen. This
display shows the weather situation without any distracting background data.
The display presents a forward-view, ±60 degrees of the airplane heading. The dis-
play updates with every sweep of the antenna.
Airplane symbol This stationary symbol provides a reference point, used to estimate the relative po-
sition of radar targets with respect to the airplane.
Range ring Four range rings provide a distance measuring scale. These rings show distance
from the airplane.
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 airplane heading. The center mark shows dead-ahead. The other
two angle marks show 30 degrees left and right of airplane 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 sup-
pression (GCS), gain (G value), stabilization deselected (USTB), and tilt (T value).
Some models also display autotilt (T value A) and target alert (TGT or TRB).
Status line This line displays the current time, true airspeed, ground speed, and temperature.
The AMS 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.
Heading vector The heading vector display is a dashed line that originates from the airplane sym-
bol 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 progress parameters for the next three waypoints in the
flight plan. Push the NAV DATA WINDOW line key on the CDU to toggle this dis-
play on and off. Refer to Figure 3-3, sheet 2.
The progress parameters include name (WPT), distance to the waypoint (DIS),
time to go (TTG), estimated time of arrival (ETA), and pounds of fuel remaining at
the waypoint (FUEL #).
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 on/off. Push the RCL line
key to recall and display the last used checklist. Push the EMG line key to display
the emergency menu page.

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Table 3-35. MFD-871 Multifunction Display, Present Position Map Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Present position map 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 airplane present position, with current head-
ing toward the top of the screen. The screen shows a moving-map display of
flight plan symbols and background navaid symbols relative to airplane present
position.

A variety of background navaid symbols may be selected or deselected for dis-

play on the map. Push the MNU line key to access a map menu page and select
these navaids.

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 TERMINAL 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.

Note that if dual AMS is installed and the cross-side (FMS) map is selected, only
three navaid symbols can display. These symbols represent the next three way-
points in the flight plan (if within range). Format is similar to the present posi-
tion map display on an ND; refer to Figure 3-10.

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 traffic over-
lay.

Radar targets may be superimposed onto the map display; the radar overlay up-
dates 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 dis-
played 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 and selected radar parameters (or
RDR OFF).

Status line This line displays the current time, true airspeed, ground speed, and tempera-
ture.

The AMS 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.

Airplane symbol This symbol is a reference used to visualize airplane position relative to the geo-
graphic map and radar targets. The airplane symbol is stationary and always
displayed in the center of the screen. Normally, the navaid symbols, radar tar-
gets, 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 airplane.

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).

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Table 3-35. MFD-871 Multifunction Display, Present Position Map Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Heading vector The heading vector display is a dashed line that originates from the airplane
symbol to show the selected heading reference (selected on the CHP). The HDG
line key toggles this display on and off.

Flight plan line The flight plan displays on the map as a solid-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.

If FMS is in SEL CRS mode, the flight plan line runs straight through the TO
waypoint symbol. The line is solid on the “to” side of the symbol and dashed on
the “from” side.

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.

Joystick position The CHP joystick is active when the present position map displays. A circled
cross-hair symbol displays when the joystick is moved from detent. A dashed line
shows movement from the airplane symbol. Screen offset coordinates display by
the joystick symbol; these are converted to geographic coordinates and supplied
to the FMC when the ENT line key is pressed.

If dual AMS is installed, set the remote joystick select switch to desired (MFD 1
or MFD 2) position.

Wind display A wind vector and speed readout display if the AMS detects a significant amount
of wind. The vector is an arrow, which turns to show the wind direction relative
to the airplane (a vector pointing straight down indicates a direct head wind).
Wind speed numerically displays (in knots) next to the arrow.

Preselect altitude arc This magenta arc may display to provide a visual indication of where the current
flight path will intersect the preselect altitude. This ALT SEL value is set on the
ARP. This arc is not available on all systems.

Data window The data window displays progress parameters for the next three waypoints in
the flight plan. Push the NAV DATA WINDOW line key on the CDU to toggle
this display on and off. Refer to Figure 3-3, sheet 2.

The progress parameters include name (WPT), distance to the waypoint (DIS),
time to go (TTG), estimated time of arrival (ETA), and pounds of fuel remaining
at the waypoint (FUEL #).

MFD mode line This line labels the bottom row of MFD line keys. Available keys on this page
are IDX, HDG, ENT, MNU, RCL, and EMG. Push the IDX line key to display
the index page. Push the HDG line key to toggle the heading vector display
on/off. Push the ENT line key (displayed only after the joystick is moved) to en-
ter joystick position into the FMC. 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.

VNAV displays A VNAV overlay may be added to the present position map. Select the VNAV
overlay from the VNAV page on the CDU. Refer to Figure 3-3 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.

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Table 3-35. MFD-871 Multifunction Display, Present Position Map Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Vertical range arc This white arc may display in VNAV CAPT mode to provide a visual indication
of where the current vertical flight path will intersect the VWPT altitude. The
arc is beyond the VWPT symbol if the airplane instantaneous vertical rate is not
steep enough to arrive at the vertical waypoint. The arc displays before the
VWPT symbol if the airplane instantaneous vertical rate is so steep that the air-
plane will arrive at the VWPT altitude too soon. This arc is not available in all
systems.

Vertical path capture point This small circle displays in VNAV ARM (not VNAV 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.

VNAV advisory waypoint A VNAV advisory waypoint consists of the flight plan waypoint symbol, the alti-
tude programmed for the waypoint, and the computed vertical speed required to
reach the waypoint at that altitude. Push the ALT/VSR DATA line key on the
CDU to toggle the ALT/VSR display on and off. Refer to Figure 3-3, sheet 2.

The programmed altitude displays in feet and the vertical speed required (400
FPM = 0.4) displays with an up/down arrow.

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Figure 3-9 (Sheet 5 of 6). MFD-871 Multifunction Display, Controls and Displays

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Table 3-36. MFD-871 Multifunction Display, HSI Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

HSI display Push the HSI format key (on the CDU) to display navigation information on the
MFD in the traditional 360° full-compass rose format. Note that radar targets
are not displayed in the HSI format.

Radar mode line This line displays the RTA operating mode.

Status line This line displays the current time, true airspeed, ground speed, and tempera-
ture.

The AMS 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.

Data window The data window displays progress parameters for the next three waypoints in
the flight plan. Push the NAV DATA WINDOW line key on the CDU to toggle
this display on and off. Refer to Figure 3-3, sheet 2.

The progress parameters include name (WPT), distance to the waypoint (DIS),
time to go (TTG), estimated time of arrival (ETA), and pounds of fuel remaining
at the waypoint (FUEL #).

Full-compass rose The compass rose contains index markings every 5°; alphanumeric markings
display at 30° intervals. Additional fixed index marks display outside the rose
perimeter at 45° intervals with respect to the lubber line. The compass rose
turns to show the airplane magnetic heading (read under the lubber line).

Airplane symbol A stationary airplane symbol displays in the center of the rose. This symbol
points directly toward the lubber line.

Lubber line The lubber line is a fixed triangle symbol at the top of the compass rose. The
present airplane 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 sym-
bol turns 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 turns around the compass rose to show the
airplane drift angle. The amount of airplane drift is the angular difference be-
tween the pointer position (circle) and the airplane heading (read under the lub-
ber line). When the pointer is under the lubber line, the drift angle is zero.

Bearing pointers Two bearing pointers may be selected for display (BRG 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 waypoint.

Bearing pointer sources This display annunciates the NAV source selected to 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 deter-
mined by which NAV source is selected as active on the CDU. The course value
is calculated by the FMC or selected by the CRS knob (or direct-to switch) on the
CHP.

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Table 3-36. MFD-871 Multifunction Display, HSI Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 dis-
tance 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 SELCRS) and DR (if FMS is in
dead reckoning)/VLF (if FMS is in VLF only mode)/GPS (if FMS is in GPS only
mode) also annunciate. If the selected active NAV source fails, the source an-
nunciation 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.

To/from symbol A triangle symbol shows “to” or “from” direction. This symbol turns as a part of
the course pointer, and points toward the tuned station or next waypoint.

Lateral dev bar The lateral dev bar is the center portion of the course pointer. This bar moves
left or right from the pointer head and tail to show lateral deviation from the ac-
tive NAV course. The amount of deviation is read against a dev scale. The bar
aligns with the head and tail to form a complete pointer when the airplane is on-
course.

Lateral dev scale The lateral dev scale consists of four dots that are displayed perpendicular to the
lateral dev bar. Two dots display on either side of the airplane symbol. In FMS
modes, distance labels display by the outer dots.

Wind display A wind vector and speed readout displays if the AMS detects a significant
amount of wind. The vector is an arrow, which turns to show the wind direction
relative to the airplane (a vector pointing straight down indicates a direct head
wind). Wind speed numerically displays (in knots) next to the arrow.

Vertical dev display The vertical dev display can show glideslope deviation or VNAV deviation.

The glideslope deviation display automatically appears when LOC is the active
NAV source and a localizer frequency is tuned. When making a back course ap-
proach, 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 µA of
deviation. If deviation becomes excessive, the pointer flashes.

Select the VNAV deviation display from the VNAV page on the CDU. Refer to
Figure 3-3 sheet 12. 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.

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Table 3-36. MFD-871 Multifunction Display, HSI Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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.

VNAV display A VNAV display may be added to the HSI format. Select the VNAV display from
the VNAV page on the CDU. Refer to Figure 3-3 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 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 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 XXXXX 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 VNAV displays are blank if no computed data is received, and
dashed if the input data has failed.

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Figure 3-9 (Sheet 6 of 6). MFD-871 Multifunction Display, Controls and Displays

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Table 3-37. MFD-871 Multifunction Display, TCAS Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

TCAS traffic map Push the TFC format key (on CDU) to display the TCAS traffic map. This map is
a dynamic, heading-up pictorial that shows nearby transponder equipped air-
plane. 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
available 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 ra-
dar is displayed 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 and selected radar parameters (or
RDR OFF).

Status line This line displays the current time, true airspeed, ground speed, and tempera-
ture.

The AMS 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.

Airplane symbol This symbol is a reference that represents (your) own airplane. This symbol is
used to visualize the relative positions of intruder aircraft. The airplane 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 airplane.

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 full-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 RA symbols may dis-
play. Note that TA/RA mode is inhibited when the airplane 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). RA symbols are not displayed in this mode.

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 airplane. 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 un-
selected option(s) are removed from display and the selected option(s) become
green with no underline.

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Table 3-37. MFD-871 Multifunction Display, TCAS Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

ABV/BLO: The protection window is 2700 feet above and 2700 feet below the
airplane.

ABV/BLO: The protection window is 9900 feet above and 2700 feet below the
airplane.

ABV/BLO: The protection window is 2700 feet above and 9900 feet below the
airplane.

ABV/BLO: The protection window is 9900 feet above and 9900 feet below the
airplane.

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) own airplane 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 display 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 (±1200 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 traffic symbol. This is a resolution advisory that

means the intruder aircraft is an immediate threat. Take corrective or preven-
tive 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 traffic symbol displays. This half-symbol ap-
pears on the outer range ring at the appropriate bearing.

ALT DATA field The ALT DATA field shows the relative or absolute altitude of the intruder.
Push the REL/ABS line key to select altitude format.

Relative altitude is the difference between the intruder aircraft altitude and
(your) own airplane altitude. This 2-digit numeric display shows relative alti-
tude in hundreds of feet. A + value means the intruder is above; a – value means
the intruder is below.

Absolute altitude is the MSL (mean sea level) altitude of the intruder aircraft.
This 3-digit numeric display shows absolute altitude in hundreds of feet. “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 climb-
ing, and down if descending. An arrow is not displayed if the VS rate is less than
± 500 feet per minute.

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Table 3-37. MFD-871 Multifunction Display, TCAS Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 RA/TA advisory type, distance/altitude, and a VS trend arrow
(if trend is more than 500 FPM). The line is red (RA) or yellow (TA).

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.

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.

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Figure 3-10 (Sheet 1 of 4). ND Navigation Display, Controls and Displays

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Table 3-38. ND Navigation Display, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

BRT knob Turn this knob to adjust display brightness.

Radar display In HSI format, push the PUSH RDR ON switch (on the CDU) to display or re-
move the radar format on the ND. The radar format is a dynamic, heading-up
pictorial that shows weather/ground targets relative to airplane position. Navi-
gation and map functions are not available on this screen. This display shows
the weather situation without any distracting background data.
The display presents a forward-view, ±60 degrees of the airplane heading. The
display updates with every sweep of the antenna.
Airplane symbol This stationary symbol provides a reference point, used to estimate the relative
position of radar targets with respect to the airplane.
Range ring Four range rings provide a distance measuring scale. These rings show distance
from the airplane.
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 direc-
tional scale relative to airplane heading. The center mark shows dead-ahead.
The other two angle marks show 30 degrees left and right of airplane 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 autotilt (T value A) and target alert (TGT or
TRB).
Status line This line displays the current time, true airspeed, ground speed, and tempera-
ture.
The AMS 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.
Data window The data window displays progress parameters for the next three waypoints in
the flight plan. Push the NAV DATA WINDOW line key on the CDU to toggle
this display on and off. Refer to Figure 3-3, sheet 2.
The progress parameters include name (WPT), distance to the waypoint (DIS),
time to go (TTG), estimated time of arrival (ETA), and pounds of fuel remaining
at the waypoint (FUEL #).
Radar HOLD annunciator HOLD annunciates on the ND 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.

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Figure 3-10 (Sheet 2 of 4). ND Navigation Display, Controls and Displays

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Table 3-39. ND Navigation Display, Present Position Map Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Present position map Push the MAP 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 airplane present position, with current
heading toward the top of the screen. The screen shows a moving-map display
relative to airplane present position.

The only navaid symbols displayed on the ND in this format are the ones that
represent the next three waypoints in the flight plan (if within range). Refer to
the description of the flight plan line, provided later in this table.

Radar targets may be superimposed onto the map display; the radar overlay up-
dates 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 dis-
played 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 and selected radar parameters (or
RDR OFF).

Status line This line displays the current time, true airspeed, ground speed, and tempera-
ture.

The AMS 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.

Airplane symbol This symbol is a reference used to visualize airplane position relative to the geo-
graphic map and radar targets. The airplane 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 airplane.

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 flight plan displays on the map as a solid-white line (even if FMS is not the
active NAV source). This track line consists of straight line segments connecting
(up to three) consecutive flight plan waypoints. The TO waypoint displays in
magenta.

If FMS is in SEL CRS mode, the flight plan line runs straight through the TO
waypoint symbol. The line is solid on the “to” side of the symbol and dashed on
the “from” side.

Radar HOLD annunciator HOLD annunciates on the ND 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.

Wind display A wind vector and speed readout display if the AMS detects a significant amount
of wind. The vector is an arrow, which turns to show the wind direction relative
to the airplane (a vector pointing straight down indicates a direct head wind).
Wind speed numerically displays (in knots) next to the arrow.

Data window The data window displays progress parameters for the next three waypoints in
the flight plan. Push the NAV DATA WINDOW line key on the CDU to toggle
this display on and off. Refer to Figure 3-3, sheet 2.

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Table 3-39. ND Navigation Display, Present Position Map Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

The progress parameters include name (WPT), distance to the waypoint (DIS),
time to go (TTG), estimated time of arrival (ETA), and pounds of fuel remaining
at the waypoint (FUEL #).

Preselect altitude arc This magenta arc may display to provide a visual indication of where the current
flight path will intersect the preselect altitude. This ALT SEL value is set on the
ARP. This arc is not available on all systems.

VNAV displays A VNAV overlay may be added to the present position map. Select the VNAV
overlay from the VNAV page on the CDU. Refer to Figure 3-3 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 white arc may display in VNAV CAPT mode to provide a visual indication
of where the current vertical flight path will intersect the VWPT altitude. The
arc is beyond the VWPT symbol if the airplane instantaneous vertical rate is not
steep enough to arrive at the vertical waypoint. The arc displays before the
VWPT symbol if the airplane instantaneous vertical rate is so steep that the air-
plane will arrive at the VWPT altitude too soon. This arc is not available in all
systems.

Vertical path capture point This small circle displays in VNAV ARM (not VNAV 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.

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Figure 3-10 (Sheet 3 of 4). ND Navigation Display, Controls and Displays

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Table 3-40. ND Navigation Display, HSI Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

HSI display Push the HSI format key (on the CDU) to display navigation information on the
ND in the traditional 360° full-compass rose format. Note that radar targets are
not displayed in the HSI format.

Radar mode line This line displays the RTA operating mode.

Status line This line displays the current time, true airspeed, ground speed, and tempera-
ture.

The AMS 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.

Data window The data window displays progress parameters for the next three waypoints in
the flight plan. Push the NAV DATA WINDOW line key on the CDU to toggle
this display on and off. Refer to Figure 3-3, sheet 2.

The progress parameters include name (WPT), distance to the waypoint (DIS),
time to go (TTG), estimated time of arrival (ETA), and pounds of fuel remaining
at the waypoint (FUEL #).

Full-compass rose The compass rose contains index markings every 5°; alphanumeric markings
display at 30° intervals. Additional fixed index marks display outside the rose
perimeter at 45° intervals with respect to the lubber line. The compass rose
turns to show the airplane magnetic heading (read under the lubber line).

Airplane symbol A stationary airplane symbol displays in the center of the rose. This symbol
points directly toward the lubber line.

Lubber line The lubber line is a fixed triangle symbol at the top of the compass rose. The
present airplane 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 sym-
bol turns 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 turns around the compass rose to show the
airplane drift angle. The amount of airplane drift is the angular difference be-
tween the pointer position (circle) and the airplane heading (read under the lub-
ber line). When the pointer is under the lubber line, the drift angle is zero.

Bearing pointers Two bearing pointers may be selected for display (BRG 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 waypoint.

Bearing pointer sources This display annunciates the NAV source selected to 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 deter-
mined by which NAV source is selected as active on the CDU. The course value
is calculated by the FMC or selected by the CRS knob (or direct-to switch) on the
CHP.

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Table 3-40. ND Navigation Display, HSI Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 dis-
tance 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 SELCRS) and DR (if FMS is in
dead reckoning)/VLF (if FMS is in VLF only mode)/GPS (if FMS is in GPS only
mode) also annunciate. If the selected active NAV source fails, the source an-
nunciation 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.

To/from symbol A triangle symbol shows “to” or “from” direction. This symbol turns as a part of
the course pointer, and points toward the tuned station or next waypoint.

Lateral dev bar The lateral dev bar is the center portion of the course pointer. This bar moves
left or right from the pointer head and tail to show lateral deviation from the ac-
tive NAV course. The amount of deviation is read against a dev scale. The bar
aligns with the head and tail to form a complete pointer when the airplane is on-
course.

Lateral dev scale The lateral dev scale consists of four dots that display perpendicular to the lat-
eral dev bar. Two dots display on either side of the airplane symbol. In FMS
modes, distance labels display by the outer dots.

Wind display A wind vector and speed readout displays if the AMS detects a significant
amount of wind. The vector is an arrow, which turns to show the wind direction
relative to the airplane (a vector pointing straight down indicates a direct head
wind). Wind speed numerically displays (in knots) next to the arrow.

Vertical dev display The vertical dev display can show glideslope deviation or VNAV deviation.

The glideslope deviation display automatically appears when LOC is the active
NAV source and a localizer frequency is tuned. When making a back course ap-
proach, 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 µA of
deviation. If deviation becomes excessive, the pointer flashes.

Select the VNAV deviation display from the VNAV page on the CDU. Refer to
Figure 3-3 sheet 12. 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.

VNAV display A VNAV display may be added to the HSI format. Select the VNAV display from
the VNAV page on the CDU. Refer to Figure 3-3 sheet 12.

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Table 3-40. ND Navigation Display, HSI Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 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 XXXXX 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 VNAV displays are blank if no computed data is received, and
dashed if the input data has failed.

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Figure 3-10 (Sheet 4 of 4). ND Navigation Display, Controls and Displays

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Table 3-41. ND Navigation Display, TCAS Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

TCAS traffic map Push the TFC format key (on CDU) to display the TCAS traffic map. This map is
a dynamic, heading-up pictorial that shows nearby transponder equipped air-
plane. 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
available 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 ra-
dar is displayed 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 and selected radar parameters (or
RDR OFF).

Status line This line displays the current time, true airspeed, ground speed, and tempera-
ture.

The AMS 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.

Airplane symbol This symbol is a reference that represents (your) own airplane. This symbol is
used to visualize the relative positions of intruder airplane. The airplane 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 airplane 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 airplane.

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 full-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 RA symbols may dis-
play. Note that TA/RA mode is inhibited when the airplane 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). 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 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 display is described below.

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Table 3-41. ND Navigation Display, TCAS Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 (±1200 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 traffic symbol. This is a resolution advisory that

means the intruder aircraft is an immediate threat. Take corrective or preven-
tive action to maintain minimum air space separation.

Note that if an 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 range ring 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 airplane altitude. This 2-digit numeric display shows relative alti-
tude in hundreds of feet. A + value means the intruder is above; a – value means
the intruder is below.

Absolute altitude is the MSL (mean sea level) altitude of the intruder aircraft.
This 3-digit numeric display shows absolute altitude in hundreds of feet. “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 climb-
ing, and down if descending. An 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 RA/TA advisory type, distance/altitude, and a VS trend arrow
(if trend is more than 500 FPM). The line is red (RA) or yellow (TA).

Radar HOLD annunciator HOLD annunciates on the ND when HOLD ON is selected on the CDU radar
page. The radar display does not update when HOLD is selected.

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Figure 3-11 (Sheet 1 of 5). PFD Primary Flight Display, Controls and Displays

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Table 3-42. PFD Primary Flight Display, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

BRT knob Turn this knob to adjust display brightness.

The PFD combines the display functions of the “Basic-T” instruments into a sin-
gle integrated presentation. The PFD displays ADI, ASI/MSI, ALI/VSI, and HSI
information.
ADI display The ADI display shows primary flight data. This portion of the PFD displays
airplane attitude, flight director steering commands, flight control status/mode
annunciations, vertical deviation, and marker beacon annunciations. Refer to
sheet 2.
ASI display (and MSI) The ASI display shows airspeed data. This portion of the PFD displays current
IAS, current mach, several IAS markers (bugs), an IAS trend vector, and
low/high speed cues. Refer to sheet 3.
ALI display (and VSI) The ALI display shows altitude and vertical speed data. This portion of the PFD
displays baro corrected altitude, preselect altitude, radio altitude, minimum de-
scent/reporting altitude, decision height, current vertical speed, and TCAS advi-
sories/messages. Refer to sheet 4.
HSI display The HSI display shows navigation data. This portion of the PFD displays a com-
pass arc, airplane heading, active course, selected bearing(s), selected heading,
temperature, drift angle, and system message annunciation. Refer to sheet 5.

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Figure 3-11 (Sheet 2 of 5). PFD Primary Flight Display, Controls and Displays

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Table 3-43. PFD Primary Flight Display, ADI Display.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Airplane symbol The airplane symbol is a stationary chevron marker used as a reference for
viewing FD steering commands and pitch/roll attitudes.
Wing tips A short yellow line on each end of the display represents the wing tips of the air-
plane. The wing tips are used with the airplane symbol as an attitude reference.
Horizon line The horizon line is the ground/sky boundary. The horizon line pitches and turns
about the airplane symbol to show the airplane attitude.
Pitch scale The pitch scale shows the amount of airplane pitch attitude. The scale consists of
a series of horizontal lines and numeric pitch angle (degree) markings. The air-
plane pitch attitude is the scale indication at the airplane symbol.
Roll scale A stationary roll scale consists of index and triangle marks along an arc centered
at the airplane symbol. Scale marks are at 10, 20, 30, 45, and 60° left/right roll
angles.
Roll pointer The roll pointer turns around the roll scale to show the amount of airplane roll
attitude.
Slip/skid indicator The slip/skid indicator is a white trapezoid symbol that turns with the roll
pointer, but moves laterally from the pointer to show airplane slip/skid move-
ment. This indicator is driven by lateral body accelerations (sensed in the AHC),
and replaces a traditional glass-tube inclinometer.
FD steering command bars Integrated V-bars display (on the coupled side) when the autopilot is engaged or
when an onside flight director mode is selected on the FCP. The V-bars turn
from the apex of the airplane symbol to show computed pitch and roll flight di-
rector 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 annun-
ciate to the left of a divider line. Armed modes display in white, and annunciate
to the right of the line. A red horizontal line appears through a mode annuncia-
tion 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 ar-
row pointing to the coupled side. When the autopilot disengages, this annuncia-
tion flashes yellow for 5 seconds or until the airplane autopilot disengage button
is pressed.
Vertical dev display The vertical dev display can show glideslope deviation or VNAV deviation.
The glideslope deviation display automatically appears when LOC is the active
NAV source and a localizer frequency is tuned. When making a back course ap-
proach, 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 µA of
deviation. If deviation becomes excessive, the pointer flashes.
Select the VNAV deviation display from the VNAV page on the CDU. Refer to
Figure 3-3 sheet 12. 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.
Marker beacon annunciation Marker beacon status is annunciated by a boxed “OM” (outer marker), boxed
“MM” (middle marker), or by an empty box (inner marker).

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Table 3-44. PFD Primary Flight Display, ASI Display.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Mach display The current indicated mach speed automatically displays with an M label as
mach increases above 0.450 mach. This display is removed when mach decreases
below 0.400 mach. The speed value is replaced with red dashes if mach speed
data becomes invalid.

IAS scale The indicated airspeed scale is a vertical “moving tape” display. The display
window is 80 knots. The IAS scale contains a line marking every 5 (or 10) knots,
and a numeric label every 20 knots. If airspeed data becomes invalid, the scale is
replaced with a red IAS annunciation.

IAS pointer This stationary yellow triangle displays by the center of the IAS window. The
current indicated airspeed is the IAS scale indication at the pointer.

IAS trend vector The IAS trend vector is a magenta line that extends from the IAS pointer to pre-
dict future airspeed. The head of the trend vector aligns with the IAS scale to
predict what airspeed will be in 10 sec (if present acceleration is maintained).
The vector extends up when airspeed trends faster, and down when airspeed
trends slower. The trend vector is not displayed when the airplane 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 (VMO/MMO)
is provided by the air data computer.

The 1.3 VS line and a low speed cue display on the airspeed scale to show im-
pending 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. This line does not dis-
play when the airplane is on the ground or if the SIA data input is invalid.

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 airplane is
on the ground. Note that if the SIA data input is invalid, the low speed cue de-
faults to the lowest stall speed of the airplane and a yellow vertical bar extends
from the top of the low speed cue to the highest stall speed of the airplane.

IAS bug This magenta notched-box symbol is the IAS reference marker. The IAS bug is
always selected for display, and is set as described below.

V1 bug This reference marker is a cyan line followed by a 1. The V1 bug is the takeoff
decision speed reference, and may be manually selected for display and set as
described below. This bug display is automatically removed at takeoff.

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 de-
scribed below. This bug display is automatically removed at takeoff.

VR bug This reference marker is a cyan line followed by an R. The VR bug is the turn
(raise nose for takeoff) speed reference, and may be manually selected for dis-
play and set as described below. This bug display is automatically removed at
takeoff.

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Table 3-44. PFD Primary Flight Display, ASI Display.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Speed reference (bug) field This one-line display shows a selected reference (bug) value. Push the V button
(onside ARP) to sequentially select one of the four available bugs for display in
this field. After 15 seconds of inactivity, the IAS bug display automatically se-
lects. Note that when the IAS reference is controlled by the FCS system, the IAS
value does not display in this field, but appears in the FCS vertical capture win-
dow on the PFD.

The selected bug value numerically displays in this field. Turn the IAS 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 (airplane is on the ground), push the V button on
the ARP to select one of the four available bugs. The selected bug and its nu-
meric value are underlined. The selected bug value may be changed (as de-
scribed above) using the onside ARP.

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Figure 3-11 (Sheet 4 of 5). PFD Primary Flight Display, Controls and Displays

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Table 3-42. PFD Primary Flight Display, ALI Display.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Baro altitude display This display simulates a rolling drum mechanism, and is outlined by a yellow
window. The present barometric corrected altitude is the summation of the nu-
meric “thousands” readout and the “hundreds” moving tape indication at the
window.

If baro altitude is negative, NEG annunciates in yellow on the coarse baro alti-
tude scale.

If baro altitude data becomes invalid, the altitude displays are replaced with a
red ALT annunciation.

Fine baro altitude scale This scale is a vertical “moving tape” display. The display window 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 baro altitude scale This scale is a non-numbered vertical “moving tape” display that helps visualize
(preselect) altitude captures. Large rectangles on the scale represent 1000 foot
altitude increments; small rectangles represent 500 foot increments. The display
window is 2200 feet. The scale moves down for increasing altitude. Refer to the
description of the preselect altitude bug, provided later in this table.

Barometric pressure display Barometric pressure correction numerically displays in inches of mercury (IN) or
in hecto Pascals (HPA). The correction value and format are set by the onside
ARP.

This display flashes during an FL180 alert (18 000 feet). The numeric portion of
the readout is replaced with red dashes if data becomes invalid.

Preselect altitude display The preselect altitude numerically displays in magenta above the baro altitude
scales. This value is set by the either ARP.

Preselect altitude bug This 4-line marker displays on the coarse and/or fine baro altitude scales to
mark the preselect altitude value. This value is numerically repeated in the pre-
select 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 dis-
plays flash magenta when the airplane 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 airplane descends through 2500 feet.
If radio altitude data becomes invalid, this display is replaced with a red RA an-
nunciation.

Analog radio altitude bar An analog radio altitude pictorial displays as the airplane descends through
1100 feet. A brown (ground reference) bar appears with an 1100 foot radio alti-
tude scale. At 0 foot radio altitude, the ground reference bar has risen to align
with the center of the baro altitude window.

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Table 3-42. PFD Primary Flight Display, ALI Display.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Decision height display Selected decision height numerically displays with a DH label. The decision
height value is selected for display and set by the onside AAP. This value is re-
placed with red dashes if decision height data becomes invalid.

A DH alert displays when the airplane 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 displays 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 semi-circular scale, and nu-
merically repeated in the center of the scale. If vertical speed data becomes in-
valid, this display is replaced with a red V/S annunciation.

The white VS scale contains nonlinear markings to increment vertical speeds be-
tween –4000 and +4000 feet per minute. A pointer turns along the scale to show
the current vertical speed value. The VS value (±15.0) is numerically repeated in
the center of the scale. The pointer and numeric VS value are normally green,
but become red if the current vertical speed is within a red advisory arc (de-
scribed below).

VNAV advisory bug A circle displays on the VS scale that marks the vertical speed required (VS
TGT) to reach the altitude entered for the next waypoint in the flight plan. This
bug displays when an altitude value has been entered on the (CDU) VNAV AD-
VISORY page.

TCAS RA arc The TCAS system displays resolution advisory vertical speeds and ranges on
this arc. Normally this arc is not displayed. If TCAS detects an RA intruder and
computes collision avoidance data, red and/or green arcs display to show warn-
ing and safe vertical speed ranges.

A red arc marks a warning vertical speed range. If the airplane vertical speed
(indicated by 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 airplane vertical speed is within the range defined by the red arc,
a corrective RA exists. Immediately exit the red arc range and fly the airplane 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 to show the recommended vertical speed range that will resolve
the conflict. Immediately fly the airplane to this vertical speed.

TCAS advisory and message display The TCAS system may display a TRAFFIC advisory annunciation and a
status/mode 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 (RA).

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:

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Table 3-42. PFD Primary Flight Display, ALI Display.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

MESSAGE MEANING
TCAS RA FAIL 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 (message is yellow if TA in
truder is present; white otherwise)
(blank) TCAS is in TA/RA (normal) mode

MDA or RPT display Either minimum descent altitude or reporting altitude may be numerically dis-
played on the top-center of the screen. MDA/RPT selection and setting are con-
trolled by the onside AAP.

An MDA alert displays when the airplane is at the minimum descent altitude.
Near the center of the display, MDA annunciates in yellow.

An RPT alert displays when the airplane is at the reporting altitude. The nu-
merical RPT display flashes and then becomes steady.

MDA pointer A cyan pointer marks the selected minimum descent altitude on the fine baro al-
titude scale. This pointer displays when MDA is selected on the ARP, and
flashes during an MDA alert.

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Table 3-45. PFD Primary Flight Display, HSI Display.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Compass arc A partial section of the compass rose displays on the lower portion of the PFD.
This compass arc is a 200° section of the full-compass rose that displays on the
ND/MFD when HSI format is selected.

The compass arc contains index markings every 5°; alphanumeric markings dis-
play at 30° intervals. Additional fixed index marks display outside the arc pe-
rimeter at 45° intervals with respect to the lubber line.

The compass arc turns to show the airplane magnetic heading (read under the
lubber line).

Airplane symbol A stationary airplane symbol displays in the center of the arc. This symbol
points directly toward the lubber line.

Lubber line The lubber line is a fixed triangle symbol at the top of the compass arc. The pre-
sent airplane heading is the compass reading directly under the lubber line.

Selected heading bug A heading bug symbol marks a selected heading reference. Turn the HDG knob
on the CHP to move the heading bug around the compass arc.

When the bug is positioned outside the 200° arc display range, a dashed line ex-
tends from the airplane symbol to provide an angular indication of the selected
heading value.

Selected heading display This display numerically shows the position of the selected heading bug.

Drift angle pointer This pointer is a small circle that turns around the compass arc to show the air-
plane drift angle. The amount of airplane drift is the angular difference between
the pointer position (circle) and the airplane heading (read under the lubber
line). When the pointer is under the lubber line, the drift angle is zero.

Bearing pointers Two bearing pointers may be selected for display (BRG 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 waypoint.

Bearing pointer sources This display annunciates the NAV source selected to 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 com-
pass 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 FMC or selected by the CRS knob (or direct-to switch)
on the CHP.

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 dis-
tance 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 SELCRS) and DR (if FMS is in
dead reckoning)/VLF (if FMS is in VLF only mode)/GPS (if FMS is in GPS only
mode) also annunciate. If the selected active NAV source fails, the source an-
nunciation becomes boxed and turns red. APPR annunciates for an RNAV ap-
proach.

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Table 3-45. PFD Primary Flight Display, HSI Display.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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.

To/from symbol A triangle symbol shows “to” or “from” direction. This symbol turns as a part of
the course pointer, and points toward the tuned station or next waypoint.

Lateral dev bar The lateral dev bar is the center portion of the course pointer. This bar moves
left or right from the pointer head and tail to show lateral deviation from the ac-
tive NAV course. The amount of deviation is read against a dev scale. The bar
aligns with the head and tail to form a complete pointer when the airplane is on-
course.

Lateral dev scale The lateral dev scale consists of four dots that display perpendicular to the lat-
eral dev bar. Two dots display on either side of the airplane symbol. In FMS
modes, distance labels display by the outer dots.

Temperature display This green temperature display shows the SAT (static air temperature), RAT
(ram air temperature), or ISA (international standard atmosphere temperature).
The displayed temperature is selected by the onside ARP, and is repeated on the
ND/MFD 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 3-3 for a description of system message annunciation on the

CDU and use of the MSG key.

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Figure 3-12 (Sheet 1 of 5). RTU-870T/870C Radio Tuning Unit, Controls and Displays

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Table 3-46. RTU-870T/870C Radio Tuning Unit, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Brightness control Turn the BRT knob to adjust display brightness.

Line keys Push 1 of the 5 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 tuning 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 control-
ling the selected transponder.

Push the line key again (while that line is marked by the selector star) to display
the COM/NAV/ADF/ATC 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 tuning 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 approxi-
mately 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 tuning knobs to change the displayed frequency and directly retune the ra-
dio. 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 (1 or 2) shows which radio is tuned to
the displayed frequency. Refer to the description of the 1/2 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 tuning 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 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
pressing 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 display Push the NAV (VOR or ILS) line key to display the selector star on the NAV dis-
play line. The frequency displayed on this line is the active VIR (also DME, un-
less held) radio frequency. Either “VOR” or “ILS” displays, depending on the
tuned frequency; “AUT” displays when the radio is being tuned by the FMC.
Turn the tuning knobs to change the displayed frequency and directly retune the
radio. Push the NAV key again (while star is displayed) to view the NAV mode
page. Refer to sheet 3.

The digit to the right of the VOR or ILS legend (1 or 2) shows which radio is
tuned to the displayed frequency. Refer to the description of the 1/2 button.

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
tuning knobs to change the displayed frequency and directly retune the radio.
Push the ADF key again (while star is displayed) to view the ADF mode page.
Refer to sheet 4.

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Table 3-46. RTU-870T/870C Radio Tuning Unit, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

The digit to the right of the ADF legend (1 or 2) shows which radio is tuned to
the displayed frequency. Refer to the description of the 1/2 button. If a single
ADF receiver is installed, the right RTU does not display an 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
tuning knobs to change the displayed code; the transponder immediately re-
sponds to the new code. Push the ATC key again (while star is displayed) to view
the ATC mode page. Use this page to control the transponder and TCAS; refer to
sheet 5.

The digit to the right of the ATC legend (1 or 2) shows which transponder is ac-
tive. Select the active transponder using the remote ATC 1/2 select switch.

Tuning 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) dig-
its, 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 COM receiver squelch cir-
cuits. 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 “ADF”) on the ADF display line while the button is
pressed.

1/2 button Normally each RTU controls only the onside COM/NAV/ADF radios. Push and
hold the 1/2 button to display the cross-side frequencies; these frequencies can
only be changed by the other RTU.

The RTU becomes enabled to control both the left (1) and right (2) radios when
the cross-side RTU is in reversion mode (remote RTU/OFF switch set to OFF).
Push the 1/2 button to select either the left (1) or right (2) bank of
COM/NAV/ADF radios to be controlled by the RTU. Note that ATC selection is
made using the remote ATC 1/2 select switch; refer to Figure 3-14.

The COM, NAV, ADF, and ATC display lines show the selected side next to 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 pressed, 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 ac-
tive NAV frequency.

DME hold annunciator The DME HOLD annunciator lights to show that the DME is being held to 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 select the standby or the normal (on) mode.
Standby mode applies power to the transponder, but prevent it from transmit-
ting replies; use this mode only during taxi or when requested by ATC. Note that
“STBY” displays (instead of “ATC”) on the ATC display line in standby mode.

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Table 3-46. RTU-870T/870C Radio Tuning Unit, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 re-
quested to “squawk ident” by the ground controller. Note that “ID” displays (in-
stead of “ATC”) on the ATC display line for about 20 seconds when this button is
pushed.

ATC reply annunciator The REPLY annunciator is active only on the RTU that is controlling the trans-
ponder. This annunciator lights when the TDR transponder replies to an inter-
rogation.

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Table 3-47. RTU-870T/870C Radio Tuning Unit, COM Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

COM mode page Push the COM line key twice to select the COM mode page. The RTU automati-
cally redisplays the main menu page after approximately 15 seconds of inactiv-
ity.
COM active frequency display This display shows the active VHF COM radio frequency.
COM preset frequency display This display shows a preset VHF COM frequency that is available to immedi-
ately retune the radio.
COM source annunciator The COM source annunciator shows which radio (COM 1 or COM 2) is being
tuned by the RTU.
Selector star The selector star shows which COM frequency can be changed by the tuning
knobs. Line keys move the star to either the active COM (RTN) or to the preset
COM (PRE) line.
Return to main menu select key Push the RTN key to move the selector star to the active frequency display line
(if not already there). Turn the tuning knobs to change the displayed COM fre-
quency and directly retune the radio.
Push the RTN key again to redisplay the RTU main menu page.
COM preset key Push the PRE key to move the selector star to the preset frequency display. An
upward pointing arrow appears to the right of the PRE legend when this line is
starred. Turn the tuning knobs to change the displayed preset frequency.
Push the PRE key again to interchange the preset and active COM frequencies.
The radio retunes to the new frequency (top line); the previous frequency be-
comes the new preset (second line). The old frequency is available for instant re-
call by pressing 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 annunciator Push the TST key to initiate the VHF radio self test routine (ON TST). When the
key is released, test mode turns off (TST).

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Table 3-48. RTU-870T/870C Radio Tuning Unit, NAV Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

NAV mode page Push the NAV (VOR or ILS) line key twice to select the NAV mode page. The
RTU automatically redisplays the main menu page after approximately 15 sec-
onds of inactivity.
NAV frequency display This display shows the active VHF NAV frequency that can be directly changed
by the tuning knobs.
NAV source annunciator The NAV source annunciator shows which navigation receiver (VOR1, ILS1,
VOR2, or ILS2) 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 FMC.
Return to main menu select key Push the RTN key to redisplay the RTU main menu page.
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 off (TST).
DME hold display This display shows the frequency that the DME is held to. This display is pre-
sented only if the DME is in hold mode (DME HLD button pushed).

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Figure 3-12 (Sheet 4 of 5). RTU-870T/870C Radio Tuning Unit, Controls and Displays

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Table 3-49. RTU-870T/870C Radio Tuning Unit, ADF Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

ADF mode page Push the ADF line key twice to select the ADF mode page. The RTU automati-
cally redisplays the main menu page after approximately 15 seconds of inactiv-
ity.
ADF frequency display This display shows the active ADF frequency that can be directly changed by the
tuning knobs.
ADF source annunciator The ADF source annunciator shows which radio (ADF 1 or 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 an-
nunciates 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 an-
nunciates 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 key Push the RTN key to redisplay the RTU main menu page. Note that “TEST” an-
nunciates instead of “RTN” while the ADF TEST button is pressed.

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Figure 3-12 (Sheet 5 of 5). RTU-870T/870C Radio Tuning Unit, Controls and Displays

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Table 3-50. RTU-870T/870C Radio Tuning Unit, ATC Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

ATC mode page (TDR/TCAS) Push the ATC line key twice to select the ATC mode page. The RTU automati-
cally redisplays the main menu page after approximately 15 seconds of inactiv-
ity.
ATC code display This display shows the selected transponder reply code that can be directly
changed by the tuning knobs.
ATC ALT key and annunciator Push the ALT line key to alternately select altitude reporting (ON ALT) or ident
(OFF ALT) mode. Select ON ALT mode for TCAS operation.
Altitude reporting (ON ALT) mode is the normal operating mode. The trans-
ponder replies to interrogation pulses, and transmits uncorrected barometric al-
titude (mode C).
Reply (OFF ALT) mode is normally used only when requested by ATC. The
transponder replies to interrogation pulses (mode A), but does not transmit alti-
tude data.

Note

The TDR automatically replies to ATCRBS/TCAS interrogations (mode S). No

operator action is required.
ALT display This display shows the uncorrected barometric altitude that is transmitted in
the ON ALT mode.
TCAS mode key and annunciator Push the third line key to select the TCAS operating mode (STBY, TA/RA, or
TA). The selected mode annunciates by the line key.
In STBY mode the TCAS does not transmit. In TA/RA mode, both traffic and
resolution advisories may display on the PFD/ND/MFDs. In TA mode, traffic ad-
visories (only) may display.
TDR/TCAS test key and annunciator Push the TST key to initiate the TCAS and TDR self-test routines (ON TST).
When the key is released, test mode turns off (TST).
Return to main menu select key Push the RTN key to redisplay the RTU main menu page. Note that “STBY” dis-
plays instead of “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.

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Figure 3-13 (Sheet 1 of 6). SDU-640B Sensor Display Unit, Controls and Displays

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Table 3-51. SDU-640B Sensor Display Unit, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

BRT knob Turn this knob to adjust display brightness.

Compass display The compass display is a full 360° rose in all formats. The compass rose contains
index markings every 5°; alphanumeric markings display at 30° intervals. Addi-
tional fixed index marks display outside the rose perimeter at 45° intervals with
respect to the lubber line.
Lubber line The lubber line is a fixed triangle symbol at the top of the compass rose. The
present airplane heading is the compass reading directly under the lubber line.
Marker beacon annunciation Marker beacon status is shown by a flashing and boxed “OM” (outer marker),
“MM” (middle marker), or
(inner marker) annunciation. This annunciation
displays in all formats.
Format select knob and annunciator Turn the FORMAT knob to select the display format of the center section of the
indicator. Available formats in (clockwise) order of selection are RMI, VLF, FMS,
VOR 1 (or LOC 1), DME, VOR 2 (or LOC 2), 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. Formats are
enabled by SDD strapping.
If dual VLF and FMS are installed, the available formats are: RMI, VLF 1, FMS
1, VOR 1 (or LOC 1), DME, VOR 2 (or LOC 2), FMS 2, VLF 2, and RMI.
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 or dual bar pointers.
Format knob turn indicator In the RMI format, a clockwise or counterclockwise pointing arrow displays to
show the direction that 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 source knob and an- Turn the lower left knob to display the bearing pointer and select the NAV
nunciator source that drives the pointer. The selected source (none, VOR 1, ADF (or ADF
1), and FMS (or FMS 1)) and a pointer icon annunciate near the knob.
If a localizer frequency is tuned while VOR bearing is displayed, LOC 1 annun-
ciates 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 source knob and an- Turn the lower right knob to display the pointer and select the NAV source that
nunciator drives the pointer. The selected source (none, VOR 2, ADF (or ADF 2), 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 annun-
ciates and the pointer is removed. If valid bearing data is not available, the
pointer is not displayed.

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Figure 3-13 (Sheet 2 of 6). SDU-640B Sensor Display Unit, Controls and Displays

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Table 3-52. SDU-640B Sensor Display Unit, VLF Display.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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-bar bearing 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-bar bearing pointer source knob Turn the lower left knob to display the bearing pointer and select the NAV
and annunciator source that 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 1 annun-
ciates 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 bearing to a selected NAV station.
Dual-bar bearing pointer source knob Turn the lower right knob to display the bearing pointer and select the NAV
and annunciator source that 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 annun-
ciates and the pointer is removed. If valid bearing data is not available, the
pointer is not displayed.

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Figure 3-13 (Sheet 3 of 6). SDU-640B Sensor Display Unit, Controls and Displays

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Table 3-53. SDU-640B Sensor Display Unit, VOR Display.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 “VOR 1” or “VOR 2” annunciate in the upper left of the screen when VOR 1 or
VOR 2 format is selected.
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 to show a selected heading reference. This symbol turns
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 to move the selected heading bug symbol around
the compass rose.
Selected course pointer and display The selected course pointer is a triangle-head pointer with a reciprocal tail. This
pointer shows a selected course angle through the tuned VOR 1 or VOR 2 sta-
tion, 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.
To/from symbol A wedge-shaped symbol displays to annunciate selected course to/from direction.
This symbol turns as a part of the course pointer, and points toward the tuned
VOR station. The wedge switches direction when the course differs from the se-
lected VOR radial by more than 90°.
Lateral dev bar and scale The lateral dev bar is the center portion of the selected course pointer. This bar
moves left or right from the pointer head and tail to show lateral deviation from
the selected course. The amount of deviation is read against a dev scale, which
consists of four dots displayed perpendicular to the lateral dev bar. Each dot rep-
resents 5° of deviation.
DME distance display The DME distance (in nautical miles) from the airplane to the tuned VOR sta-
tion displays in the upper right of the screen. If DME data is invalid, the dis-
tance 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.

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Figure 3-13 (Sheet 4 of 6). SDU-640B Sensor Display Unit, Controls and Displays

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Table 3-54. SDU-640B Sensor Display Unit, LOC Display.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

LOC 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” annunciate in the upper left of the screen when LOC 1 or
LOC 2 format is selected.
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 to show a selected heading reference. This symbol turns
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 to move the selected heading bug symbol around
the compass rose.
Selected course pointer and display The selected course pointer is a triangle-head pointer with a reciprocal tail. This
pointer shows a selected course angle through the tuned LOC 1 or LOC 2 sta-
tion, 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 dev 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 dev scale, which consists of four dots
displayed perpendicular to the lateral dev bar. Each dot represents 0.0775 ddm
of deviation.
GS dev display The GS dev display automatically appears when a localizer (1 or 2) frequency is
tuned. When making a back course approach, this display is replaced with a B/C
annunciation. The B/C annunciation displays when the selected course differs
from the airplane heading by more than 90°.
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 airplane to the tuned LOC sta-
tion displays in the upper right of the screen. If DME data is invalid, the dis-
tance 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.

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Figure 3-13 (Sheet 5 of 6). SDU-640B Sensor Display Unit, Controls and Displays

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Table 3-55. SDU-640B Sensor Display Unit, DME Display.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

DME format Channel 1 DME data from both DME transceivers digitally displays in the cen-
ter section of the indicator in two data columns. Column 1 shows 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.
Ident/freq display The ident/freq 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 se-
lected, the ident/frequency 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-bar bearing 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-bar bearing pointer source knob Turn the lower left knob to display the bearing pointer and select the NAV
and annunciator source that 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 1 annun-
ciates 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 bearing to a selected NAV station.
Dual-bar bearing pointer source knob Turn the lower right knob to display the bearing pointer and select the NAV
and annunciator source that 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 annun-
ciates and the pointer is removed. If valid bearing data is not available, the
pointer is not displayed.

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Figure 3-13 (Sheet 6 of 6). SDU-640B Sensor Display Unit, Controls and Displays

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Table 3-56. SDU-640B Sensor Display Unit, FMS Display.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

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 left of the screen when FMS format is selected.
“FMS1” or “FMS2” annunciates if dual FMS is installed.
Airplane symbol A fixed airplane symbol displays in the center of the rose. This reference symbol
point toward the lubber line.
Selected heading bug A bug symbol displays to show a selected heading reference. This symbol turns
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 to move the selected heading bug symbol around
the compass rose.
Desired track pointer and display The desired track pointer is a triangle-head pointer with a reciprocal tail. This
pointer shows a desired track angle and is numerically repeated in the desired
track display. Note that desired track is automatically set, so the lower right
knob is not active.
To/from arrow The to/from arrow shows the relative direction of the “to” waypoint in relation to
the desired track pointer. The to/from arrow turns 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 con-
sists of four dots displayed perpendicular to the cross track deviation bar. De-
pending upon interconnect strapping options; full-scale deviation (2 dots) repre-
sents 1.25 or 2.0 nmi when in approach mode, and 7.5 or 10 nmi when in enroute
mode.
TO waypoint distance display The TO waypoint distance 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/LNV APPR 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 re-
ceived from a navigation receiver. The “XTK” annunciation is removed if the
“NO FLIGHT PLAN” 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” annun-
ciation 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” annun-
ciation can be shown on all SDU-640B display formats.

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Figure 3-14 (Sheet 1 of 2). Cockpit Switches, Controls

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Table 3-57. Cockpit Switches, Controls.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

EFIS control panels An EFIS control panel is installed on each side of the instrument panel. Each
panel contains incandescent switch/annunciator buttons that provide control
selections for the onside large displays. The following description applies to both
panels.

AHS button Push the AHS button to select the left or right AHC computer as the active
source for attitude and heading display data. The green (normal) or yellow
(cross-side) button annunciator lights to show the selected source.

ADC button Push the ADC button to select the left or right ADC computer as the active
source for airspeed, altitude, and vertical speed display data. The green (normal)
or yellow (cross-side) button annunciator lights to show the selected source.

CDU button Push the CDU button to select the left or right CDU as the active controller for
the onside displays. The green (normal) or yellow (cross-side) button annunciator
lights to show the selected CDU. When the cross-side CDU is selected, the on-
side CDU is disabled (blanked).

ATC button Push the ATC button to enable one of the two TDR transponders. Only one
transponder may be active at a time. The 1 (left) or 2 (right) button annunciator
lights to show the active transponder. This TDR is controlled by the onside RTU
(unless the RTU is in a reversion mode).

PFD button Push the PFD button to select the normal PFD operating mode or the PFD re-
version/backup mode. The PFD (normal) or REV (reversion) button annunciator
lights to show the selected mode. Normally, the PFD displays primary flight
data. If the PFD fails, select REV mode to blank the failed PFD and display pri-
mary flight data on the ND or MFD.

RTU button Push the RTU button to select the normal RTU operating mode or the RTU re-
version/backup mode. The RTU (normal) or OFF (reversion) button annunciator
lights to show the selected mode. Normally each RTU controls the onside bank of
radios. If an RTU fails, select OFF mode to blank the failed RTU and enable the
cross-side RTU to control both banks of radios. Refer to Figure 3-12, 1/2 button
description.

RMT TUNE button Push the RMT TUNE button to enable or disable remote radio tuning. The RMT
TUNE (normal) or OFF (disable) button annunciator lights to show remote tune
selection. Normally the RTUs accept remote tune words from the IAPS. This al-
lows the CDUs to tune the radios and enables the FMS autotune function. When
OFF mode is selected, the RTUs ignore remote tune words.

CAT II button (or SPARE) The CAT II button is installed only if the system is certified for CAT II opera-
tion. Push the CAT II button to enable or disable the Category II approach moni-
tor function. When CAT II is enabled and all monitors for a CAT II approach are
satisfied, the green button annunciator lights. If any of the monitored conditions
are not satisfied, the amber button annunciator lights. This means the approach
should not be continued to Category II limits.

MKR sens switch Set the MKR toggle switch to HI or LO position to select onside marker beacon
receiver sensitivity. This receiver is part of the VIR radio.

SLAVE/FREE switch Set the HEADING switch to SLAVE to select the normal mode. In this mode,
heading computations are slaved to the magnetic heading sensed by the FDU.
Set this switch to FREE to select directional gyro mode. In this mode, the AHC
does not use input from the FDU. Switch from FREE to SLAVE to cause the
AHC to fast-slave to the heading sensed by the FDU.

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Table 3-57. Cockpit Switches, Controls.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

L/R SLAVE switch Set the HEADING SLAVE L/R switch to slew the AHC heading computations
and the heading displayed on the compass rose in the selected direction.

RUDDER BOOST switch Set the RUDDER BOOST toggle switch to OFF position to disable rudder boost.
Normally this switch is set to the ON position, and the autopilot is armed to
automatically assist the flight crew with rudder forces during an engine failure.
Refer to the FCS system schematics for details on the rudder boost function.

The green FCP rudder boost annunciator lights when rudder boost is active. The
amber FCP rudder boost annunciator lights if rudder boost is off or if a rudder
boost failure is detected. Refer to Figure 3-7.

Pitch trim indicator The pitch trim indicator consists of a pointer and a circular scale with direc-
tional markings. The pointer moves along the scale to indicate the amount and
direction of a pitch trim command.

Go around button The GA button is on the outboard side of the left throttle handle. Push the GA
button to disengage the autopilot (but not the yaw damper) and clear all flight
guidance modes. If the airplane is on the ground when go around is selected, the
flight director generates fixed pitch-up, wings level commands until go around is
cancelled or until go-around is reselected when in the air. If the airplane is in
the air when go around is selected, the flight director generates fixed pitch-up,
heading hold commands until go around is cancelled.

Joystick select switch The joystick select switch is used only if dual AMS is installed. A dual system
contains two MFDs. This switch connects the CHP joystick to either the left or
the right MFD. The joystick is never connected to both MFDs at once.

Push the JOYSTICK select button to connect the joystick to the other MFD. The
1 (left) or 2 (right) button annunciator lights to show the selected MFD.

Line advance button The LINE ADV button may be used when a checklist is displayed on the (se-
lected) MFD. Push the LINE ADV button to check the cursored line, and scroll
down one line on the page. Note that line keys on the MFD and the CHP joystick
also provide this function.

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Figure 3-14 (Sheet 2 of 2). Cockpit Switches, Controls

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Table 3-58. Cockpit Switches, Control Wheels.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Control wheels The pilot and copilot control wheels contain several 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 air-
plane.
SYNC button On the uncoupled side, push the SYNC button to synchronize flight director ver-
tical 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 to transmit an ATC identifica-
tion pulse.
FD OFF button On the uncoupled side, push the FD OFF button to remove flight director steer-
ing and mode information from the PFD. When coupled, the FD OFF switch is
not functional.
Outboard horn The outboard horn of each control wheel is the grip toward the nearest side of
the airplane.
AP DISC button Push the AP DISC button to disengage the autopilot and yaw damper. Push this
button again to cancel the flashing and aural disengage warnings. Note that this
button is also called the master wheel switch (MSW).
Manual trim and pitch/roll This switch consists of a pushbutton enable and directional slide controls. Use
command switch this switch to apply manual pitch/roll trim commands to the autopilot, and also
to apply manual pitch/roll rate commands to the coupled flight director.
MANUAL TRIM:
Push and hold the pushbutton, and slide the switch to apply manual trim in-
puts. Manual trim disengages the autopilot (but not the yaw damper) and ap-
plies a pitch or roll trim command.
Push the 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 apply roll-left trim.
PITCH/ROLL COMMAND:
Slide but do not push the pushbutton, to apply manual pitch or roll rate com-
mand inputs. These inputs are normally provided by the pitch wheel and turn
knob on a traditional APP autopilot panel.
On the coupled side, slide the switch forward or back to apply a pitch “take-
command” to the autopilot. Pitch mode selects and any active vertical mode (ex-
cept GS capture) clears. Slide the switch forward to command pitch down, or
backward to command pitch up. When the switch is released, the current pitch
angle is held. Note that this function is not available when glideslope is captured
or when not coupled.
On the coupled side, slide the switch left or right to apply a roll “take-command”
to the autopilot. Roll mode selects and any active lateral mode (except approach
or LOC capture) clears. Slide the switch left to command roll left, or right to
command roll right. When the switch is released, the current roll angle is held.
Note that this function is not available when approach or localizer is captured or
when not coupled.
MIC button Push and MIC button to key the COM transceiver to transmit voice communica-
tion.

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523-0776651-003118
3rd Edition, 20 January 1999

Learjet 60
Avionics System

Theory of Operation
Table of Contents

Paragraph Page

4.1 INTRODUCTION .................................................................................................................................................... 4-1

4.2 OVERVIEW .............................................................................................................................................................. 4-1
4.2.1 Bus Types ....................................................................................................................................................................... 4-1
4.2.2 Block Diagram................................................................................................................................................................ 4-1
4.3 FUNCTIONAL THEORY ........................................................................................................................................ 4-9
4.3.1 IAPS (Integrated Avionics Processor System) ICC-851A .......................................................................................... 4-15
4.3.2 IDS (Instrument Display System)............................................................................................................................... 4-41
4.3.3 ADS (Air Data System)................................................................................................................................................ 4-79
4.3.4 AHS (Attitude Heading System) ................................................................................................................................. 4-99
4.3.5 FCS (Flight Control System) FCC-850 ..................................................................................................................... 4-111
4.3.6 AMS-850 (Avionics Management System)................................................................................................................ 4-135
4.3.7 RSS (Radio Sensor System)....................................................................................................................................... 4-181
4.3.8 WXR (Weather Radar System).................................................................................................................................. 4-255
4.3.9 ADAS (Aircraft Data Acquisition System)................................................................................................................ 4-265

NOTICE: This section replaces second edition dated 6 January 1995.

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

Page No Issue Page No Issue Page No Issue

* Title .......................................... 20 Jan 99 * 4-113 Blank...............................20 Jan 99 * 4-259 Blank .............................. 20 Jan 99
* List of Effective Pages.............. 20 Jan 99 * 4-114 thru 4-116 .......................20 Jan 99 * 4-260 thru 4-262 ....................... 20 Jan 99
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* 4-52 thru 4-66 ........................... 20 Jan 99 * 4-192 thru 4-194 .......................20 Jan 99
* 4-67 Blank ................................ 20 Jan 99 * 4-195 Blank...............................20 Jan 99
* 4-68 thru 4-72 ........................... 20 Jan 99 * 4-196 thru 4-198 .......................20 Jan 99
* 4-73 Blank ................................ 20 Jan 99 * 4-199 Blank...............................20 Jan 99
* 4-74 thru 4-75 ........................... 20 Jan 99 * 4-200 thru 4-202 .......................20 Jan 99
* 4-76 Blank ................................ 20 Jan 99 * 4-203 Blank...............................20 Jan 99
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* 4-78 thru 4-84 ........................... 20 Jan 99 * 4-207 Blank...............................20 Jan 99
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* 4-86 thru 4-95 ........................... 20 Jan 99 * 4-213 Blank...............................20 Jan 99
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* 4-109 Blank .............................. 20 Jan 99 * 4-253 Blank...............................20 Jan 99
* 4-110 thru 4-112 ....................... 20 Jan 99 * 4-254 thru 4-258 .......................20 Jan 99

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

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

REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

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

1st Ed 13 Nov 92 None

2nd Ed 6 Jan 95 None

3rd Ed 20 Jan 99 None

 section IV
theory of operation

4.1 INTRODUCTION

This section provides a system-level explanation of how the Learjet 60 Avionics System operates. Several
pages of schematic representation show two levels of cross-indexed block diagrams, all interconnections, and
the interface paths for all controls and displays.

Note

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

4.2 OVERVIEW

4.2.1 Bus Types

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

4.2.2 Block Diagram

Figure 4-1 is a comprehensive block diagram of the Learjet 60 Avionics System. The following paragraphs
describe the signal flow between units in the system.

Sheet 1 shows the single AMS-850 system; this system is described below. Sheet 2 shows the dual AMS-850
system; this system is described in later paragraphs.

The IAPS is the central item in the diagram, and is shown as two large blocks labeled “P/O ICC-851A.” The
ICC-851A IAPS card cage contains four independent PWR-851A power supplies, four IOC-851A input/output
data concentrators, the flight control system computers, the flight management system computers, and a
CDU coupler. Note that each of these units is an individual line replaceable module (LRM). Each major avi-
onics unit on the aircraft loads data onto a bus that is input to the IAPS for processing and distribution to
appropriate units. Critical AHC and ADC data is also supplied directly to the displays.

The four PWR-851A modules independently power the left flight control computer, right flight control com-
puter, left flight management computer, and right CDU coupler. Each PWR module also powers one IOC
data concentrator.

The four IOC-851A input/output data concentrators receive data bus inputs from the left and right side air
data computers, attitude/heading computers, flight control computers, flight management comput-
ers/coupler, COM/NAV/pulse radios, the large displays, the radio altimeter, and the data acquisition unit.

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IOC output data buses supply the appropriate data words to each large display, the weather radar unit, the
sensor display driver, the radio tuning units, the primary COM/NAV radios, the air data computers, the
flight control computers, the flight management computers/coupler, and the data acquisition unit.

The top and center portions of the block diagram show the panel and pedestal mounted LRUs. The LRUs are po-
sitioned approximately where mounted in the cockpit. The large (color) displays are the EFD-871 and the MFD-
871. Each EFD-871 is configured by interconnect wiring to function as either a PFD (primary flight display) or an
ND (navigation display).

The PFDs provide ADI, HSI, and air data displays. Each PFD receives inputs from both left and right atti-
tude/heading computers, left and right air data computers, the optional TCAS transmitter receiver, and from
each input/output concentrator (in the IAPS). Each PFD provides an output bus to the onside pair of IAPS
concentrators.

The ND provides navigation, radar, and map pictorial displays for the pilot, and is available to display pri-
mary flight data if the number 1 PFD fails. The ND receives the same inputs as the left PFD and input from
the RTA weather radar unit. The ND provides an output bus to the left pair of IAPS concentrators.

The MFD-871 provides navigation, radar, map pictorial, checklist pages, diagnostic pages, and flight man-
agement data displays for the copilot. The MFD receives inputs from both left and right attitude/heading
computers, left and right air data computers, the optional TCAS transmitter receiver, each IAPS concentra-
tor, the flight management computer, the weather radar unit, and from the joystick on the CHP course
heading panel. The MFD-871 provides an output bus to the right pair of IAPS concentrators. The MFD can
also display primary flight data if the number 2 PFD fails.

The SDU-640B is a monochrome display unit installed near the center of the instrument panel. This unit is
a backup navigation display and provides several pages of NAV sensor information. The SDD-640A sensor
display driver is a 2-channel processor that receives data bus inputs from the left side NAV radios, the right
side NAV radios, both attitude/heading computers, and an IAPS data concentrator. The SDD processes this
input data and supplies formatted page data to the SDU display.

Each ARP-851 is an air data control panel installed near a PFD. The ARP allows the operator to select sev-
eral air data references and displays.

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

The left and right RTU-870T/870Cs are the primary radio controls. Each RTU receives an input bus from
both of the on-side IAPS concentrators, and from one cross-side concentrator. Each RTU provides a tune bus
output to both the left and right side COM/NAV/pulse radios.

Normally the onside RTU-870T/870C tunes the VHF-422A/422C COM transceiver, VIR-432 VHF NAV re-
ceiver, DME-442 DME transceiver, ADF-462 automatic direction finder, and the TDR-94/94D (or TDR-
90/CAD-870) transponder. In reversion mode, these radios can be tuned by the cross-side RTU. The left
VHF-422A/422C and VIR-432 may also be burst-tuned by a bus from the IAPS; this allows the CDU to con-
trol these radios if both RTUs fail. These COM/NAV/pulse radios apply data bus outputs to the IAPS; NAV
radios also apply data to the SDD sensor display driver. The COM/NAV radios apply audio outputs to the
aircraft audio system. The CMA-764 VLF NAV receiver monitors control input from both sides of the IAPS,
and provides position data to the flight management computers (in IAPS) and to the sensor display driver.
The CMA-764-1/-2 model may be installed; this unit also contains a GPS receiver.

The optional TTR-920 TCAS transmitter receiver functions with two TDR-94D transponders and two TRE-
920 directional antennas to provide TCAS II operation. The TTR receives air data words through RTU/TDR
buses. The TTR directly receives an input bus from the RAC radio altitude converter and from the left AHC

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attitude/heading computer. The TTR uses the selected transponder to establish a mode-S communication
link with a cooperating aircraft. The TTR provides an audio output, and traffic/resolution advisory outputs
to the large displays.

The flight control panel is a non-Collins unit that provides (MSP/APP) operator input to the flight control
system. This glareshield controller provides dual flight guidance mode selection and autopilot control input
to the FCC-850A flight control computers (resident in the IAPS assembly).

Flight guidance mode data is independently selected and supplied to each FCC computer. When a mode is
selected, the FCC returns an interlock that lights a mode indicator in the panel. The flight control panel
provides autopilot engage discretes to the servos and to both flight control computers. The FCC computers
then calculate command outputs, and together apply redundancy-monitored motor drive to the elevator, ai-
leron, and rudder servos. The FCC computers also function together to monitor elevator servo torque, and
automatically generate pitch trim outputs. The FCC computers apply flight director steering commands and
mode status data to the PFD displays.

Each CDU-860/860A is the primary controller for the onside large displays, one channel of the weather radar
assembly, and the flight management system (part of AMS). The CDU can also tune any COM/NAV/pulse
radio (through FMC/IOC/RTU). Inputs to each CDU include DH/MDA/RPT ALT from the onside AAP-851,
course and heading selection from the CHP-850, and a data bus input from the left flight management com-
puter or right CDU coupler. The CDU applies output data to the onside flight management computer/CDU
coupler. The CDU-860A also provides AFIS capability.

The left flight management computer is the FMC-851C and FMC-852C; these two modules reside in the
IAPS and function together as one computer. The CDC-850C control display coupler resides in the IAPS, and
installed so that two CDUs can operate with one flight management computer. The FMC (or CDC coupler)
receives an input bus from its cross-side CDC/FMC counterpart, the onside CDU, and from each IAPS data
concentrator. The FMC (or CDC coupler) provides an output bus to its cross-side counterpart, the onside
CDU, the on-side IAPS concentrators. The FMC also provides a dedicated bus to the MFD-871 and a serial
data interface with the DBU-4000 data base unit. The DBU is a disk drive used to transfer information
to/from the nonvolatile system memory.

The RTA-844 (or RTA-854) is a complete weather radar system in a single LRU. The CDUs select radar con-
trol functions and apply radar control words through the IAPS to the RTA (through FMC/IOC). The RTA ap-
plies WXR video output to the ND and the MFD.

Each AHC-85E Attitude/Heading Computer functions as a vertical gyro, a directional gyro, and a 3-axis
rate/acceleration sensor. The onside FDU-70 provides flux measurement input, and the onside ADC-850D
provides TAS data input to each AHC computer. Each AHC-85E applies output data to the large displays,
the sensor display driver, the on-side flight control computer, and to both on-side IAPS concentrators. The
left AHC also supplies output data to the optional TCAS transmitter receiver.

The ALT-55B radio altimeter computes the aircraft altitude above ground (up to 2500 feet). The radio al-
timeter provides an analog dc output to the RAC-870. The RAC-870 converts this dc signal to ARINC format,
and applies it to the IAPS concentrators and to the optional TCAS transmitter receiver.

The DAU-650 Data Acquisition Unit digitizes aircraft sensor data for input to the avionics system, and con-
verts avionics system data into discrete outputs. The DAU contains two identical channels. Each channel re-
ceives angle-of-attack data (through an SIA-850 signal interface adapter), discrete aircraft sensor data, and
digital FCS caution/warn data (through the IOCs). The DAU processes the aircraft sensor data and angle-of-
attack data onto ARINC bus outputs to IAPS concentrators. The DAU processes the FCS caution/warn data
into discrete outputs to operate aircraft annunciators and aural horns.

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Figure 4-1 (Sheet 1 of 2). Learjet 60 Avionics System, Block Diagram

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Figure 4-1 (Sheet 2 of 2). Learjet 60 Avionics System, Block Diagram

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Refer to Figure 4-1, sheet 2. This page shows a block diagram of the dual AMS-850 system. This configura-
tion is similar to the single AMS-850 system previously described, except for the following differences:

a. Dual FMC computers are installed instead of single FMC computers and a CDU coupler. Side 2 of the
IAPS block shows FMC-851C number 2 and FMC-852C number 2 units instead of the CDC-850C. The
DBU-4000 directly connects to both sides of the IAPS (both sets of FMC computers).

b. Dual MFD displays are installed instead of one ND and one MFD. The left side ND number 1 is replaced
with an MFD-871 number 1. Each MFD functions with the onside FMC computers.
The number 1 MFD-871 provides navigation, radar, map pictorial, checklist pages, diagnostic pages, and
flight management data displays for the pilot. The MFD receives inputs from both left and right atti-
tude/heading computers, left and right air data computers, the optional TCAS transmitter receiver, each
IAPS concentrator, the left flight management computer, the weather radar unit, and from the joystick
on the CHP. The MFD provides an output bus to the left pair of IAPS concentrators. The MFD can also
display primary flight data for the pilot if the number 1 PFD fails.
The number 2 MFD-871 provides navigation, radar, map pictorial, checklist pages, diagnostic pages, and
flight management data displays for the copilot. The MFD receives inputs from both left and right atti-
tude/heading computers, left and right air data computers, the optional TCAS transmitter receiver, each
IAPS concentrator, the right flight management computer, the weather radar unit, and from the joystick
on the CHP. The MFD provides an output bus to the right pair of IAPS concentrators. The MFD can also
display primary flight data for the copilot if the number 2 PFD fails.
c. Dual (not single) CMA-764( ) receivers are installed. Each CMA monitors control input from both flight
management computers, and provides position data to the onside FMC and to the SDD sensor display
driver.

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Table 4-1. Digital Bus Nomenclature and Type.

BUS NAME TYPE BUS NAME TYPE

L-ADC-1 ARINC 429 LOW-SPEED LB-GP BUS 2 ARINC 429 LOW-SPEED

L-ADC-2 ARINC 429 LOW-SPEED LB-GP BUS 3 ARINC 429 LOW-SPEED
L-ADC-3 ARINC 429 LOW-SPEED LB-GP BUS 6 ARINC 429 HI-SPEED
L-ADC-4 RS-422 (xtlk) LB-IOC-1 ARINC 429 HI-SPEED
R-ADC-1 ARINC 429 LOW-SPEED LB-IOC-3 ARINC 429 HI-SPEED*
R-ADC-2 ARINC 429 LOW-SPEED LB-IOC-4 ARINC 429 HI-SPEED*
R-ADC-3 ARINC 429 LOW-SPEED RA-GP BUS 1 ARINC 429 LOW-SPEED
R-ADC-4 RS-422 (xtlk) RA-GP BUS 6 ARINC 429 HI-SPEED
L-ADF-1 ARINC 429 LOW-SPEED RA-IOC-1 ARINC 429 HI-SPEED
L-ADF-2 ARINC 429 LOW-SPEED RA-IOC-3 ARINC 429 HI-SPEED*
R-ADF-1 ARINC 429 LOW-SPEED RA-IOC-4 ARINC 429 HI-SPEED*
R-ADF-2 ARINC 429 LOW-SPEED RB-GP BUS 2 ARINC 429 LOW-SPEED
L-AHC-1 ARINC 429 HI-SPEED RB-GP BUS 3 ARINC 429 LOW-SPEED
L-AHC-2 ARINC 429 HI-SPEED RB-GP BUS 6 ARINC 429 HI-SPEED
L-AHC-3 ARINC 429 HI-SPEED RB-IOC-1 ARINC 429 HI-SPEED
R-AHC-1 ARINC 429 HI-SPEED RB-IOC-3 ARINC 429 HI-SPEED*
R-AHC-2 ARINC 429 HI-SPEED RB-IOC-4 ARINC 429 HI-SPEED*
R-AHC-3 ARINC 429 HI-SPEED L-MFD-1 ARINC 429 LOW-SPEED
L-ARP-1 RS-422 (to ADC 1) R-MFD-1 ARINC 429 LOW-SPEED
R-ARP-1 RS-422 (to ADC 2) L-MSP-1 RS-422 (FCP to FCC 1)
L-CDU-1 RS-422 (to FMC 1) R-MSP-1 RS-422 (FCP to FCC 2)
L-CDU-AFIS ARINC-429 LOW-SPEED L-ND-1 ARINC 429 LOW-SPEED
R-CDU-1 RS-422 (to CDC/FMC 2) L-PFD-1 ARINC 429 LOW-SPEED
R-CDU-AFIS ARINC-429 LOW-SPEED R-PFD-1 ARINC 429 LOW-SPEED
A-DAU-2 ARINC 429 LOW-SPEED RAC-1 ARINC 429 LOW-SPEED
B-DAU-2 ARINC 429 LOW-SPEED L-RTU-1 ARINC 429 LOW-SPEED
DBU-1 RS-422 (to FMC 1) L-RTU-2 ARINC 429 LOW-SPEED
DBU-2 RS-422 (to FMC 2) R-RTU-1 ARINC 429 LOW-SPEED
L-DME-1 ARINC 429 LOW-SPEED R-RTU-2 ARINC 429 LOW-SPEED
L-DME-2 ARINC 429 LOW-SPEED A-SDD-1 ARINC 429 LOW-SPEED
R-DME-1 ARINC 429 LOW-SPEED B-SDD-1 ARINC 429 LOW-SPEED
R-DME-2 ARINC 429 LOW-SPEED L-SIA-1 ARINC 429 LOW-SPEED
DMU-1 ARINC 429 LOW-SPEED R-SIA-1 ARINC 429 LOW-SPEED
DMU-2 ARINC 429 LOW-SPEED TCAS-1 ARINC 429 HI-SPEED
L-FCC-1 ARINC 429 HI-SPEED* TCAS-2 ARINC 429 HI-SPEED
L-FCC-2 RS-422 (to FCP) L-TDR-1 ARINC 429 LOW-SPEED
L-FCC-3 RS-422 (xtlk) L-TDR-2 ARINC 429 HI-SPEED
R-FCC-1 ARINC-429 HI-SPEED* R-TDR-1 ARINC 429 LOW-SPEED
R-FCC-2 RS-422 (to FCP) R-TDR-2 ARINC 429 HI-SPEED
R-FCC-3 RS-422 (xtlk) TTR-TA/RA-1 ARINC 429 HI-SPEED
L-FMS-1 ARINC 429 HI-SPEED* TTR-TA/RA-2 ARINC 429 HI-SPEED
L-FMS-2 ARINC 429 HI-SPEED L-TDR-XT ARINC 429 HI-SPEED
L-FMS-3 RS-422 (to CDU 1) R-TDR-XT ARINC 429 HI-SPEED
L-FMS-4 RS-422 (xtlk) L-VHF-1 ARINC 429 LOW-SPEED
L-FMS-5 RS-422 (to DBU) R-VHF-1 ARINC 429 LOW-SPEED
R-FMS-1 ARINC 429 HI-SPEED* L-VIR-1 ARINC 429 LOW-SPEED
R-FMS-2 ARINC 429 HI-SPEED L-VIR-2 ARINC 429 LOW-SPEED
R-FMS-3 RS-422 (to CDU 2) R-VIR-1 ARINC 429 LOW-SPEED
R-FMS-4 RS-422 (xtlk) R-VIR-2 ARINC 429 LOW-SPEED
R-FMS-5 RS-422 (to DBU) L-VLF-1 ARINC 429 LOW-SPEED
LA-GP BUS 1 ARINC 429 LOW-SPEED L-VLF-2 ARINC 429 LOW-SPEED
LA-GP BUS 6 ARINC 429 HI-SPEED R-VLF-1 ARINC 429 LOW-SPEED
LA-IOC-1 ARINC 429 HI-SPEED R-VLF-2 ARINC 429 LOW-SPEED
LA-IOC-3 ARINC 429 HI-SPEED* WXT-1 ARINC 453 VERY HI-SPEED
LA-IOC-4 ARINC 429 HI-SPEED*

*Modified bus, internal to IAPS.

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Note

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

4.3 FUNCTIONAL THEORY

The Learjet 60 Avionics System has an IAPS assembly and eight subsystems. Figure 4-2 through Figure 4-
10 provide an overview and then a system schematic for the IAPS and each subsystem. Each figure is pre-
sented in view-cell sized image area, for easy use in other documentation and as an aid in customer training.
Additional information is shown on the apron of some sheets. When applicable, the figures show signal paths
from operating controls (knobs, pushbuttons, etc.) to the resulting indication (displays, aircraft control sur-
faces, etc.).

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

Figure 4-X System Overview Contains broad scope; shows the units in a system
and the other systems it interfaces with.

Figure 4-X-1 System Schematic Shows a schematic representation of each unit in a

(level 1 detail) system; all aircraft wiring (including pin numbering)
is shown for each unit and interfacing system; depth
of coverage is tailored to the aircraft flight-line main-
tenance level.

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

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

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Table 4-2. List of Illustrations.

FIGURE TITLE

Figure 4-1 Learjet 60 Avionics System, Block diagram

Figure 4-2 IAPS (Integrated Avionics Processor Assembly) ICC-851A Overview
Figure 4-2-1 IAPS (ICC-851A) System Schematic
Figure 4-3 IDS (Instrument Display System) Overview
Figure 4-3-1 IDS System Schematic
Figure 4-4 ADS (Air Data System) Overview
Figure 4-4-1 ADS System Schematic
Figure 4-5 AHS (Attitude Heading System) Overview
Figure 4-5-1 AHS System Schematic
Figure 4-6 FCS (Flight Control System) FCC-850A Overview
Figure 4-6-1 FCS (FCC-850A) System Schematic
Figure 4-7 AMS-850 (Avionics Management System) Overview
Figure 4-7-1 AMS-850 System Schematic
Figure 4-7A UNS Navigator Interface Overview
Figure 4-7A-1 UNS Navigator Interface System Schematic
Figure 4-8 RSS (Radio Sensor System) Overview
Figure 4-8-1 RSS System Schematic
Figure 4-9 WXR (Weather Radar System) Overview
Figure 4-9-1 WXR System Schematic
Figure 4-10 ADAS (Aircraft Data Acquisition System) Overview
Figure 4-10-1 ADAS System Schematic

Table 4-3. Unit to Figure Number Index.

UNIT TITLE FIGURE NUMBER

IAPS ASSEMBLY (ICC-851A)

ICC-851A IAPS Card Cage Figure 4-2

PWR-851A IAPS Power Supply Figure 4-2
IOC-851A IAPS I/O Concentrator Figure 4-2

IDS INSTRUMENT DISPLAY SYSTEM

EFD-871 Electronic Flight Display (PFD or ND) Figure 4-3

MFD-871 Multifunction Display Figure 4-3
SDU-640B Sensor Display Unit Figure 4-3
SDD-640A Sensor Display Driver Figure 4-3

ADS AIR DATA SYSTEM

ADC-850D Air Data Computer Figure 4-4

ARP-851 Air Data Reference Panel Figure 4-4
SIA-850 Signal Interface Adapter Figure 4-4

AHS ATTITUDE HEADING SYSTEM

AHC-85E Attitude Heading Computer Figure 4-5

ICU-85 Internal Compensation Unit (Mounts to AHC) Figure 4-5
FDU-70 Flux Detector Unit Figure 4-5

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Table 4-3. Unit to Figure Number Index.

UNIT TITLE FIGURE NUMBER

FCS FLIGHT CONTROL SYSTEM (FCC-850A)

FCC-850A Flight Control Computer (in IAPS) Figure 4-6

SVO-85B Elevator, Aileron, and Rudder Servo Figure 4-6

AMS-850 AVIONICS MANAGEMENT SYSTEM

CDU-860/860A Control Display Unit Figure 4-7

CHP-850 Course Heading Panel Figure 4-7
AAP-851 Altitude Awareness Panel Figure 4-7
FMC-851C Flight Management Computer (in IAPS) Figure 4-7
FMC-852C Navigation Computer (in IAPS) Figure 4-7
CDC-850C Control Display Coupler (in IAPS) Figure 4-7
DBU-4000 Data Base Unit (Disk Drive) Figure 4-7

UNS NAVIGATOR INTERFACE

AAP-851 Altitude Awareness Panel Figure 4-7A

CHP-850 Course Heading Panel Figure 4-7A

RSS RADIO SENSOR SYSTEM

RTU-870T/870C Radio Tuning Unit Figure 4-8

VHF-422A/422C VHF COMM Transceiver Figure 4-8
VIR-432 VHF Navigation Receiver Figure 4-8
DME-442 DME Transceiver Figure 4-8
ADF-462 ADF Receiver Figure 4-8
ANT-462A ADF Antenna (Single) Figure 4-8
ANT-462B ADF Antenna (Dual) Figure 4-8
TDR-94 Transponder Figure 4-8
TDR-94D Transponder (Diversity) Figure 4-8
TTR-920 TCAS II Transmitter Receiver Figure 4-8
TRE-920 TCAS II Directional Antenna Figure 4-8
ALT-55B Radio Altimeter Figure 4-8
RAC-870 Radio Altitude Converter Figure 4-8
CMA-764 VLF/Omega Receiver Figure 4-8
CMA-764-1 VLF/Omega/GPS Receiver Figure 4-8
CMA-764-2 VLF/Omega/GPS Receiver Figure 4-8
GPS-ANT GPS Antenna Figure 4-8
VLF-ANT Antenna Coupler (H-field) Figure 4-8
TDR-90 Transponder Figure 4-8
CAD-870 Transponder Adapter Figure 4-8
GPS-4000 Global Positioning System Figure 4-8

WXR WEATHER RADAR SYSTEM

RTA-844 Receiver/Transmitter/Antenna Figure 4-9

RTA-854 Receiver/Transmitter/Antenna Figure 4-9

ADAS AIRCRAFT DATA ACQUISITION SYSTEM

DAU-650 Data Acquisition Unit Figure 4-10

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Figure 4-2. IAPS (Integrated Avionics Processor Assembly) ICC-851A Overview

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4.3.1 IAPS (Integrated Avioni cs Processor System) ICC-851A

[Link] Overview

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

The IAPS assembly consists of a card cage, four input/output data concentrators, and four power supplies.
The flight control computers and flight management computers/CDU coupler also reside in the IAPS card
cage. Each of these units is a line replaceable module. Refer to Figure 4-2. Each line replaceable module
(LRM) installed in the IAPS is described below:

ICC-851A IAPS Card Cage

IOC-851A 1A I/O Concentrator (pilot side, channel A)
IOC-851A 1B I/O Concentrator (pilot side, channel B)
IOC-851A 2A I/O Concentrator (copilot side, channel A)
IOC-851A 2B I/O Concentrator (copilot side, channel B)
PWR-851A 1A IAPS Power Supply (pilot side, channel A)
PWR-851A 1B IAPS Power Supply (pilot side, channel B)
PWR-851A 2A IAPS Power Supply (copilot side, channel A)
PWR-851A 2B IAPS Power Supply (copilot side, channel B)
*FCC-850A Flight Control Computer (quantity 2)
*FMC-851C Flight Management Computer (quantity 1 or 2)
*FMC-852C Navigation Computer (quantity 1 or 2)
*CDC-850C Control Display Coupler (quantity 1 or 0)

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

The ICC-851A is the card cage that houses the concentrators, power supplies, and resident FCS/AMS units.
An internal motherboard provides interconnections between all units that reside in the card cage. Eight cir-
cular connectors provide power and I/O interface between the IAPS internal units and all external units. The
ICC contains temperature sensors, heaters, and fans to control IAPS environmental conditions.

The IOC-851A 1A module is one of the left (pilot) side input/output data concentrators. This module reads
data bus inputs from the left IDS, ADS, AHS, FCS, AMS, RSS, and ADAS systems. The IOC processes the
received data words and then transmits output buses to the IDS, ADS, FCS, AMS, RSS, and ADAS systems.

The IOC-851A 1B module is the other left side input/output data concentrator. This module receives the
same left side data bus inputs that are supplied to the 1A concentrator. The IOC processes the received data
and transmits output buses to the IDS, FCS, AMS, RSS, and WXR systems.

The IOC-851A 2A module is one of the right (copilot) side input/output data concentrators. This module
reads data bus inputs from the right IDS, ADS, AHS, FCS, AMS, RSS, and ADAS systems. The IOC proc-
esses data words and transmits output buses to the IDS, ADS, FCS, AMS, RSS, and ADAS systems.

The IOC-851A 2B module is the other right side input/output data concentrator. This module receives the
same right side data bus inputs that are supplied to the 2A concentrator. The IOC processes data and
transmits output buses to the IDS, FCS, AMS, RSS, and WXR systems.

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The PWR-851 1A module is one of the left (pilot) side power supply modules. This module provides power to
the IOC-851A 1A and to the number 1 FCC-850A. An isolated power output is also provided to the (non-
Collins) FCP flight control panel.

The PWR-851 1B module is the other left side power supply module. This module provides power to the IOC-
851A 1B, the number 1 FMC-851C, and the number 1 FMC-852C.

The PWR-851 2A module is one of the right (copilot) side power supply modules. This module provides power
to the IOC-851A 2A and to the number 2 FCC-850A. An isolated power output is also provided to the (non-
Collins) FCP flight control panel.

The PWR-851 2B module is the other right side power supply module. This module provides power to the
IOC-851A 2B and to the CDC-850C (or to the number 2 FMC computers in a dual AMS installation).

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Figure 4-2-1 (Sheet 1 of 6). IAPS (ICC-851A) System Schematic (ICC)

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[Link] System Schematic

Refer to Figure 4-2-1, sheet 1. This sheet shows the left side ICC-851A card cage circuits. Pilot side IAPS
data interfaces with all external systems through the connectors shown on this sheet. External system data
is routed through a signal-conditioning card in the ICC, and input to or output from the appropriate IAPS
module. The left side IAPS units are the 1A IOC, the 1B IOC, the 1A PWR, and the 1B PWR. Resident com-
puters in this half of the ICC are the number 1 FCC-850A flight control computer (FCS system) and the
number 1 FMC-851C/852C flight management computer (AMS system).

The left side IAPS circuits derive power from the FCS A and FMS A number 1 +28-V dc aircraft supplies.
Each +28-V dc power input is emi filtered and supplied through an isolation diode to the 1A or 1B PWR
module. Each PWR module independently generates the supply levels required by units in that IAPS quad-
rant.

The IAPS contains a pair of environmental control cards. Each card operates an internal heater and fan as-
sembly, and provides a discrete monitor output to each onside IOC module. Inputs to the left control card are
number 1 +28 V dc power, temperature analogs from sensors mounted in the 1A and 1B IAPS quadrants,
and an overtemperature discrete from the left side heater. The control card monitors the 1A/1B tempera-
tures and operates the 2-speed fan and heater to regulate the IAPS environment. If the sensed temperature
is less than a minimum limit, the heater turns on and the fan operates at low-speed. When temperature is
normal (between minimum and maximum limits), the heater and fan assemblies are off. If temperature is
greater than a maximum limit, the heater is off and the fan operates at high-speed. The control card is self-
monitoring and applies a discrete fail monitor output to the 1A and 1B IOC concentrators (for redundancy).

All data bus inputs from external systems are received through an isolation resistor and then supplied to
both the 1A and 1B input/output data concentrators (for redundancy). All data bus outputs from the IOC in-
put/output concentrators are supplied through an isolation resistor to the LRUs specified on the drawing. An
asterisk (*) on the drawing denotes ARINC 429 high-speed data buses; other data buses are ARINC 429 low-
speed buses. Note that “GP” output buses are general-purpose buses, and are output to more than one exter-
nal system.

An internal plug contains jumpers that define system configuration for the left side of the IAPS. This plug
sets hard grounds that program system operation for the Learjet 60 aircraft. Pin numbers are listed on sheet
2 of the interconnect wiring diagram (maintenance section). Straps are not to be altered by unauthorized
personnel. The left program straps are read by the 1A/1B IOC concentrators (for redundancy), and by the
resident computers.

The number 1 FCC receives the following IAPS inputs: configuration strapping, power, power valid, L-AHC-
1 data, LA-IOC-3 data, and LB-IOC-3 data. The 1A PWR provides FCC operating power and a power valid
logic input. L-AHC-1 attitude heading data is input to the FCC and to both left side IOCs. The LA-IOC-3 and
the LB-IOC-3 data buses provide redundant concentrated data input to the FCS system from the 1A and the
1B IOCs. The L-FCC-1 data output bus is supplied to both the 1A and the 1B concentrators (for redun-
dancy). A wide, bidirectional path on the drawing shows FCC communication with other units in the FCS
system. Isolated power (+5-V dc) is also supplied from the 1A PWR through this path. Refer to Figure 4-6 for
ICC pin numbers and functions that apply to these FCS connections.
The number 1 FMC receives the following IAPS inputs: configuration strapping, power, power valid, PWR
shutdown warn, LA-IOC-4, LB-IOC-4, RA-IOC-4, and RB-IOC-4 data. The 1B PWR provides FMC operating
power, power valid logic, and shutdown warn logic inputs. The IOC-4 data buses provide redundant data in-
put to the AMS system from all four IOC concentrators. The L-FMS-1 data output bus is supplied to both the
1A and the 1B concentrators (for redundancy). The wide, bidirectional path on the drawing shows FMC
communication with other units in the AMS system. Refer to Figure 4-7 for ICC pin numbers and functions
that apply to these AMS connections.

The ICC also contains two 50-pin breakout connectors that may be used to troubleshoot within the IAPS as-
sembly. Connect a breakout box to connector L/P5 to monitor internal left side IAPS functions. A
pin/function chart is next to the system schematic. The other breakout connector (R/P5) is used to monitor
right side IAPS functions; refer to sheet 4 for a pin/function chart.

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Figure 4-2-1 (Sheet 2 of 6). IAPS (ICC-851A) System Schematic (IOC/PWR 1A)

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Refer to Figure 4-2-1, sheet 2. This diagram shows the 1A IOC-851A input/output concentrator and the 1A
PWR-851A power supply. These modules provide half the left 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 1 for IAPS left side I/O connector (L/P1-L/P4) and breakout connector (L/P5) pin numbering. Refer to
Figure 4-2-2 and LRM tables for IOC and PWR pin functions.

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

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

Configuration strap discretes, the heater/fan monitor discrete, a temperature monitor discrete (from 1B
PWR), and IOC ident strap discretes are buffered onto the I/O data bus. The configuration straps define the
system installation. The heater/fan monitor provides environmental control card integrity logic. The tem-
perature monitor provides (x-quadrant) power supply overheat logic. The ICC card cage sets the A/B quad-
rant, L/R unit ident, and even parity straps for each IOC. The BIT strap is a spare.

Several ARINC 429 low-speed data buses are received by the 1A IOC. This data is supplied to the receive
port of an ARINC multiplexer or UART, and input to the microprocessor on the I/O data bus. Three ARINC
429 high-speed data buses are received by the 1A IOC. This data is supplied to the receive ports of three
UARTs, and input to the microprocessor on the I/O data bus. Note that these data bus inputs are also sup-
plied to the other left side IOC (1B).

The microprocessor generated output data is supplied to five UARTs. When a UART is enabled to transmit,
output data is supplied through a buffer to the resident FCS/AMS computer or to an ARINC bus driver. The
buffered LA-IOC-4 and LA-IOC-3 ARINC 429 high-speed data buses are supplied to the internal FMC/CDC
and number 1 FCC computers respectively. The other outputs from the buffer are supplied to two low-speed
drivers and one high-speed driver. The GP buses are supplied through ICC protection circuits to various ex-
ternal systems. The LA-IOC-1 ARINC 429 high-speed bus is supplied through a protection circuit to the IDS
system.

The 1A PWR-851A provides current limited voltage outputs to the 1A IOC and to the number 1 FCC com-
puter. A separate circuit applies independent, isolated voltage output to the external (non-Collins) flight con-
trol panel. Internal monitors ensure that no single point PWR failure can damage external units.

The power input to the PWR is the emi filtered FCS A (+28-V dc) level from the ICC. This power input is in-
dependent from the +28-V dc levels supplied to the other three PWR modules. An internal series regulator
develops the supply levels required by the PWR itself. The +28-V dc input is also supplied to one end of the
primary winding of a power transformer and to a temperature sensor.

The power transformer contains three secondary windings that generate the PWR output voltages. Each
secondary winding feeds a diode rectifier and capacitor circuit that charges to a precalculated voltage level.
The voltage outputs from these circuits are supplied through a regulator/filter network to provide the +5,
+28, +12, –12, +12 (auxiliary), and +5 (isolated) V dc PWR outputs. LEDs light when output voltages are

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present. The +12-V dc auxiliary output is not used, and the +5-V dc isolated output is supplied to the (non-
Collins) flight control panel. The other power outputs are supplied to the IOC and the FCC.

A pulse-width modulator provides variable duty cycle drive to the other end of the power transformer pri-
mary winding. The drive output is current monitored by the I-sense input of the modulator. The modulator
also monitors the +5-V dc output voltage level and increases or decreases the output duty cycle to compen-
sate for any fluctuation on the +5-V dc line.

A monitor network regularly checks the +5, +28, +12, and –12-V dc outputs. This monitor shuts down the
power supply if output current capability is exceeded. The monitor sets a disc warn (shut down) discrete low
approximately 1 ms before switching off the regulator; discrete is not used by the FCC (used only by AMS).

The monitor network also provides a reference level that is compared with the +5-V dc output. If an output
should fail or if a transient is of sufficient length to cause an output to exceed tolerance limits, the reference
voltage level will rise and cause the power valid discrete to drop low. Discrete resets the microprocessor in
the 1A IOC and in the left FCC. A 120-ms power-up delay allows time for the monitor to initialize properly.

The PWR contains two temperature sensors. If the IAPS temperature is less than –40 °C, an under-temp
sensor shuts down the PWR and holds it off. If the temperature rises above a preset limit, an over-temp sen-
sor switches a transistor to open the discrete TEMP MON 1A output to the 1B IOC. This open warns that
the power supply is approaching its maximum safe operating limit. If operation continues and the tempera-
ture rises to the upper safe operating limit, the PWR automatically shuts down.

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Figure 4-2-1 (Sheet 3 of 6). IAPS (ICC-851A) System Schematic (IOC/PWR 1B)

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Refer to Figure 4-2-1, sheet 3. This diagram shows the 1B IOC-851A input/output concentrator and the 1B
PWR-851A power supply. These modules provide the other half of the left side IAPS function.

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

The buffered LB-IOC-4 and LB-IOC-3 ARINC 429 high-speed data bus outputs are supplied to the internal
FMC/CDC and number 1 FCC computers respectively. The other outputs from the buffer are supplied to two
low-speed drivers and one high-speed driver. The GP buses are supplied through ICC protection circuits to
various external systems. The LB-IOC-1 ARINC 429 high-speed bus is supplied through a protection circuit
to the IDS system.

The 1B PWR provides current limited voltage outputs to the 1B IOC and the number 1 FMC computer. The
auxiliary and isolation outputs are not used.

A previous page describes internal IOC and PWR operation.

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Figure 4-2-1 (Sheet 4 of 6). IAPS (ICC-851A) System Schematic (ICC)

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Refer to Figure 4-2-1, sheet 4. This diagram shows the right side ICC-851A card cage circuits. Copilot side
IAPS data interfaces with all external systems through the connectors shown on this sheet. External system
data is routed through a signal-conditioning card in the ICC, and input to or output from the appropriate
IAPS module. The right side IAPS units are the 2A IOC, the 2B IOC, the 2A PWR, and the 2B PWR. Resi-
dent computers in this half of the ICC are the number 2 FCC-850A flight control computer (FCS system) and
the CDC-850C control display coupler (AMS system). The number 2 FMC-851C/852C flight management
computer may be installed instead of the CDC.

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

The IAPS contains a pair of environmental control cards. Each card operates an internal heater and fan as-
sembly, and provides a discrete monitor output to each onside IOC module. Inputs to the right control card
are number 2 +28 V dc power, temperature analogs from sensors mounted in the 2A and 2B IAPS quad-
rants, and an overtemperature discrete from the right side heater. The control card monitors the 2A/2B tem-
peratures and operates the 2-speed fan and heater to regulate the IAPS environment. If the sensed tempera-
ture is less than a minimum limit, the heater turns on and the fan operates at low-speed. When temperature
is normal (between minimum and maximum limits), the heater and fan assemblies are off. If temperature is
greater than a maximum limit, the heater is off and the fan operates at high-speed. The control card is self-
monitoring and applies a discrete fail monitor output to the 2A and 2B IOC concentrators (for redundancy).

All data bus inputs from external systems are received through an isolation resistor and then supplied to
both the 2A and 2B input/output data concentrators (for redundancy). All data bus outputs from the IOC in-
put/output concentrators are supplied through an isolation resistor to the LRUs specified on the drawing. An
asterisk (*) on the drawing denotes ARINC 429 high-speed data buses; other data buses are ARINC 429 low-
speed buses. Note that “GP” output buses are general-purpose buses, and are output to more than one exter-
nal system.

An internal plug contains jumpers that define system configuration for the right side of the IAPS. This plug
sets hard grounds that program system operation for the Learjet 60 aircraft. Pin numbers are listed on sheet 2
of the interconnect wiring diagram (maintenance section). Straps are not to be altered by unauthorized per-
sonnel. The right program straps are read by the 2A/2B IOC concentrators (for redundancy), and by the resi-
dent computers.

The number 2 FCC receives the following IAPS inputs: configuration strapping, power, power valid, R-AHC-
1 data, RA-IOC-3 data, and RB-IOC-3 data. The 2A PWR provides FCC operating power and a power valid
logic input. R-AHC-1 attitude heading data is input to the FCC and to both right side IOCs. The RA-IOC-3
and the RB-IOC-3 data buses provide redundant concentrated data input to the FCS system from the 2A and
the 2B IOCs. The R-FCC-1 data output bus is supplied to both the 2A and the 2B concentrators (for redun-
dancy). A wide, bidirectional path on the drawing shows FCC communication with other units in the FCS
system. Isolated power (+5-V dc) is also supplied from the 2A PWR through this path. Refer to Figure 4-6 for
ICC pin numbers and functions that apply to these FCS connections.

The CDC-850C (or number 2 FMC) receives the following IAPS inputs: configuration strapping, power, power
valid, PWR shutdown warn, LA-IOC-4, LB-IOC-4, RA-IOC-4, and RB-IOC-4 data. The 2B PWR provides FMC
operating power, power valid logic, and shutdown warn logic inputs. The IOC-4 data buses provide redundant
data input to the AMS system from all four IOC concentrators. The R-FMS-1 data output bus is supplied to
both the 2A and the 2B concentrators (for redundancy). The wide, bidirectional path on the drawing shows
CDC/FMC communication with other units in the AMS system. Refer to Figure 4-7 for ICC pin numbers and
functions that apply to these AMS connections.
The ICC also contains two 50-pin breakout connectors that may be used to troubleshoot within the IAPS as-
sembly. Connect a breakout box to connector R/P5 to monitor internal right side IAPS functions. A
pin/function chart is next to the system schematic. The other breakout connector (L/P5) is used to monitor
left side IAPS functions; refer to sheet 1 for a pin/function chart.

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Figure 4-2-1 (Sheet 5 of 6). IAPS (ICC-851A) System Schematic (IOC/PWR 2A)

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Refer to Figure 4-2-1, sheet 5. This diagram shows the 2A IOC-851A input/output concentrator and the 2A
PWR-851A power supply. These modules provide half the right side IAPS function. Note that no pin num-
bers 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 (R/P1-R/P4) and breakout connector (R/P5) pin numbering. Refer
to Figure 4-2-2 and LRM tables for IOC and PWR pin functions.

Several ARINC 429 low-speed data buses are received by the 2A IOC. This data is supplied to the receive
port of an ARINC multiplexer or UART, and input to the microprocessor on the I/O data bus. Three ARINC
429 high-speed data buses are received by the 2A IOC. This data is supplied to the receive ports of three
UARTs, and input to the microprocessor on the I/O data bus. Note that these data bus inputs are also sup-
plied to the other right side IOC (2B).

The buffered RA-IOC-4 and RA-IOC-3 ARINC 429 high-speed data buses are supplied to the internal
FMC/CDC and number 2 FCC computers respectively. The other buffered outputs are supplied to two low-
speed drivers and one high-speed driver. The GP buses are supplied through ICC protection circuits to vari-
ous external systems. The RA-IOC-1 ARINC 429 high-speed bus is supplied through a protection circuit to
the IDS system.

The 2A PWR-851A provides current limited voltage outputs to the 2A IOC and to the number 2 FCC com-
puter. An independent circuit applies isolated voltage output to the (non-Collins) flight control panel.

A previous page describes internal IOC and PWR operation.

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Figure 4-2-1 (Sheet 6 of 6). I APS (ICC-851A) System Schematic (IOC/PWR 2B)

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Refer to Figure 4-2-1, sheet 6. This diagram shows the 2B IOC-851A input/output concentrator and the 2B
PWR-851A power supply. These modules provide the other half of the right side IAPS function.

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

The buffered RB-IOC-4 and RB-IOC-3 ARINC 429 high-speed data buses are supplied to the internal
CDC/FMC and number 2 FCC computers respectively. The other buffered outputs are supplied to two low-
speed drivers and one high-speed driver. The GP buses are supplied through ICC protection circuits to vari-
ous external systems. The RB-IOC-1 ARINC 429 high-speed bus is supplied through a protection circuit to
the IDS system.

The 2B PWR provides current limited voltage outputs to the 2B IOC and the number 2 CDC/FMC computer.
The auxiliary and isolation outputs are not used.

A previous page describes internal IOC and PWR operation.

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Figure 4-2-2. LRM Pinfields

Table 4-4. LRM Pin Descriptions.

LRM TABLE

CDC-850C Table 4-5

FCC Table 4-6
FMC-851C Table 4-7
FMC-852C Table 4-8
IOC Table 4-9
PWR Table 4-10

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Table 4-5. Control Display Coupler (CDC-850C) Connector Pin Descriptions

PIN A1J10 DESCRIPTION PIN A1J10 DESCRIPTION

1 BCLK-F 66 SD6
2 SPARE 67 SD5
3 BUSY-F 68 LB-IOC-4 (H)
4 SPARE 69 SD7
5 SA16 70 LB-IOC-4 (L)
6 CBRQ-F 71 SPARE
7 POWER GROUND 72 LA-IOC-4 (L)
8 POWER GROUND 73 PTR TEST A2 BATT
9 SA18 74 PTR TEST A1 BATT
10 SA19 75 SPARE
11 SAMWC-F 76 SPARE
12 POWER VALID IN 77 SPARE
13 SA17 78 PTR TEST HOLD 186 F
14 SPARE 79 RB-IOC-4 (L)
15 SBHE-F 80 SPARE
16 SYS RAM CS-F 81 CONFIG 4
17 +12V DC POWER 82 RA-IOC-4 (H)
18 +12V DC POWER 83 +5V DC POWER
19 CONFIG 0 84 +5V DC POWER
20 CONFIG 1 85 SPARE
21 CONFIG 2 86 SPARE
22 SA15 87 SPARE
23 POWER GROUND 88 CONFIG 3
24 POWER GROUND 89 SPARE
25 SA13 90 LA-IOC-4 (H)
26 SA14 91 POWER GROUND
27 SA8 92 POWER GROUND
28 SA9 93 FMS-1 (L)
29 SA12 94 FMS-1 (H)
30 SA10 95 SPARE
31 SA6 96 SPARE
32 SA11 97 SPARE
33 SMRDC-F 98 SPARE
34 SA7 99 SPARE
35 BANK SEL 0 100 SPARE
36 SA5 101 POWER GROUND
37 BANK SEL 1 102 SPARE
38 SA0 103 SPARE
39 SA2 104 SPARE
40 SA1 105 XSIDE FMS-4 (H)
41 +5V DC POWER 106 XSIDE FMS-4 (L)
42 +5V DC POWER 107 –12V DC POWER
43 SA3 108 –12V DC POWER
44 SA4 109 CDU-1 (H)
45 SD9 110 CDU-1 (L)
46 SD8 111 FMS-3 (L)
47 POWER GROUND 112 FMS-3 (H)
48 POWER GROUND 113 FMS-4 (H)
49 SD12 114 FMS-4 (L)
50 SD10 115 SPARE
51 SD13 116 SPARE
52 SD11 117 SPARE
53 POWER SHUTDOWN WARN IN 118 +28V DC POWER
54 BANK SEL 2 119 SPARE
55 SD15 120 SPARE
56 SD14 121 LEFT/RIGHT FMS
57 SPARE 122 INTERPROC INT IN
58 SD0 123 POWER GROUND
59 RB-IOC-4 (H) 124 POWER GROUND
60 SD1 125 INTERPROC INT OUT 2
61 RA-IOC-4 (L) 126 SPARE
62 SD2 127 INTERPROC INT OUT 1
63 PTR TEST WATCHDOG INHIBIT F 128 SPARE
64 SD4 129 SPARE
65 SD3 130 SPARE

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Table 4-6. Flight Control Computer (FCC) Connector Pin Descriptions.

PIN A1J5 DESCRIPTION PIN A1J5 DESCRIPTION

1 SIGNAL GROUND 66 PITCH KNOB IN (H)
2 SIGNAL GROUND 67 OPTION STRAP 4
3 AIL SERVO MOTOR OUT 68 MANUAL TRIM DN SW
4 AIL SERVO MOTOR OUT 69 ROLL KNOB IN (C)
5 AIL SERVO BIAS (28V) 70 ROLL KNOB IN (H)
6 SPARE 71 AP ENG LEVER UP
7 POWER GROUND 72 MANUAL TRIM UP SW
8 SPARE 73 RT BLEED AIR (C)
9 SPARE 74 RT BLEED AIR (H)
10 SPARE 75 RUDDER BOOST ARM SWITCH
11 AIL OTHER CHAN SERVO ERROR 76 SYNC SWITCH
12 POWER VALID IN 77 AHC TO FCC (A)
13 #2 IOC TO FCC (B) 78 AHC TO FCC (B)
14 MSP TO FCC (L) 79 GA SWITCH
15 #2 IOC TO FCC (A) 80 DISENG SWITCH
16 MSP TO FCC (H) 81 PITCH TRIM RATE (C)
17 +12V DC POWER 82 PITCH TRIM RATE (H)
18 +12V DC POWER 83 +5V DC POWER
19 SERVO POWER GROUND 84 +5V DC POWER
20 SERVO POWER GROUND 85 AP MONITOR IN
21 AIL SERVO POWER (28V) 86 LT BLEED AIR (H)
22 AIL SERVO POWER (28V) 87 LT BLEED AIR (C)
23 POWER GROUND 88 OPTION STRAP 5
24 KEY 89 PITCH TRIM RELAY POWER (28V)
25 ELE SERVO MOTOR OUT 90 PITCH TRIM POWER IN
26 ELE SERVO MOTOR OUT 91 POWER GROUND
27 YD ENG LEVER UP 92 KEY
28 CONFIG STRAP 0 93 YD MONITOR IN
29 CONFIG STRAP 7 94 OPTION STRAP 6
30 CONFIG STRAP 5 95 ELE OTHER CHAN SERVO ERROR
31 CONFIG STRAP 2 96 RUD OTHER CHAN SERVO ERROR
32 CONFIG STRAP 6 97 PITCH TRIM POWER OUT
33 ELE SERVO BIAS (28V) 98 PITCH TRIM ARM A=UP, B=DN
34 CONFIG STRAP 4 99 OPTION STRAP 7
35 #1 IOC TO FCC (B) 100 OPTION STRAP 1
36 #1 IOC TO FCC (A) 101 POWER GROUND
37 CONFIG STRAP 1 102 KEY
38 CONFIG STRAP 3 103 AIL OTHER CHAN SERVO MOTOR
39 ELE SERVO POWER (28V) 104 OPTION STRAP 3
40 ELE SERVO POWER (28V) 105 ELE OTHER CHAN SERVO MOTOR
41 +5V DC POWER 106 OPTION STRAP 0
42 +5V DC POWER 107 –12V DC POWER
43 FCC TO MSP (L) 108 –12V DC POWER
44 FCC TO MSP (H) 109 RUD OTHER CHAN SERVO MOTOR
45 FCC TO IOC (B) 110 AIL TORQUE OUT
46 FCC TO IOC (A) 111 RUD SERVO ERROR OUT
47 POWER GROUND 112 OPTION STRAP 2
48 KEY 113 AIL SERVO ERROR OUT
49 FROM OTHER FCC (L) 114 ELE SERVO ERROR OUT
50 FROM OTHER FCC (H) 115 ELE TORQUE PROG
51 TO OTHER FCC (L) 116 AIL TORQUE PROG
52 TO OTHER FCC (H) 117 RUD TORQUE PROG
53 SPARE 118 +28V DC POWER
54 SPARE 119 ELE TORQUE CMD
55 SPARE 120 PITCH TRIM CMD (28V) A=DN, B=UP
56 SPARE 121 RUD TORQUE CMD
57 RUD SERVO MOTOR OUT 122 PITCH TRIM CMD (GND) A=DN, B=UP
58 RUD SERVO MOTOR OUT 123 POWER GROUND
59 RUD SERVO BIAS (28V) 124 KEY
60 PITCH TRIM FAIL ANN (GND) 125 AIL SERVO TACH (C)
61 SERVO POWER GROUND 126 AIL SERVO TACH (H)
62 SERVO POWER GROUND 127 ELE SERVO TACH (C)
63 RUD SERVO POWER (28V) 128 ELE SERVO TACH (H)
64 RUD SERVO POWER (28V) 129 RUD SERVO TACH (C)
65 PITCH KNOB IN (C) 130 RUD SERVO TACH (H)

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Table 4-7. Flight Management Computer (FMC-851C) Connector Pin Descriptions.

PIN A1J10 DESCRIPTION PIN A1J10 DESCRIPTION

1 BCLK-F 66 SD6
2 BPRN-F 67 SD5
3 BUSY-F 68 LB-IOC-4 (H)
4 BPRO-F 69 SD7
5 SA16 70 LB-IOC-4 (L)
6 CBRQ-F 71 SPARE
7 POWER GROUND 72 LA-IOC-4 (L)
8 POWER GROUND 73 PTR TEST A2 BATT
9 SA18 74 PTR TEST A1 BATT
10 SA19 75 SPARE
11 SAMWC-F 76 SPARE
12 POWER VALID IN 77 SPARE
13 SA17 78 PTR TEST HOLD 186 F
14 SPARE 79 RB-IOC-4 (L)
15 SBHE-F 80 CONFIG 3
16 SYS RAM CS-F 81 CONFIG 4
17 +12V DC POWER 82 RA-IOC-4 (H)
18 +12V DC POWER 83 +5V DC POWER
19 CONFIG 0 84 +5V DC POWER
20 CONFIG 1 85 SPARE
21 CONFIG 2 86 SPARE
22 SA15 87 SPARE
23 POWER GROUND 88 SPARE
24 POWER GROUND 89 SPARE
25 SA13 90 LA-IOC-4 (H)
26 SA14 91 POWER GROUND
27 SA8 92 POWER GROUND
28 SA9 93 FMS-1 (L)
29 SA12 94 FMS-1 (H)
30 SA10 95 SPARE
31 SA6 96 FMS-2 (A)
32 SA11 97 SPARE
33 SMRDC-F 98 FMS-2 (B)
34 SA7 99 SPARE
35 BANK SEL 0 100 SPARE
36 SA5 101 POWER GROUND
37 BANK SEL 1 102 SPARE
38 SA0 103 SPARE
39 SA2 104 SPARE
40 SA1 105 XSIDE FMS-4 (H)
41 +5V DC POWER 106 XSIDE FMS-4 (L)
42 +5V DC POWER 107 –12V DC POWER
43 SA3 108 –12V DC POWER
44 SA4 109 CDU-1 (H)
45 SD9 110 CDU-1 (L)
46 SD8 111 FMS-3 (L)
47 POWER GROUND 112 FMS-3 (H)
48 POWER GROUND 113 FMS-4 (H)
49 SD12 114 FMS-4 (L)
50 SD10 115 SPARE
51 SD13 116 SPARE
52 SD11 117 SPARE
53 POWER SHUTDOWN WARN IN 118 +28V DC POWER
54 BANK SEL 2 119 SPARE
55 SD15 120 SPARE
56 SD14 121 LEFT/RIGHT FMS
57 SPARE 122 INTERPROC INT IN
58 SD0 123 POWER GROUND
59 RB-IOC-4 (H) 124 POWER GROUND
60 SD1 125 INTERPROC INT OUT 2
61 RA-IOC-4 (L) 126 SPARE
62 SD2 127 INTERPROC INT OUT 1
63 PTR TEST WATCHDOG INHIBIT F 128 SPARE
64 SD4 129 SPARE
65 SD3 130 SPARE

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Table 4-8. Flight Management Computer (FMC-852C) Connector Pin Descriptions.

PIN A1J8 DESCRIPTION PIN A1J8 DESCRIPTION

1 BCLK-F 66 SD6
2 BPRN-F 67 SD5
3 BUSY-F 68 SPARE
4 BPRO-F 69 SD7
5 SA16 70 SPARE
6 CBRQ-F 71 SPARE
7 SPARE 72 SPARE
8 SPARE 73 SPARE
9 SA18 74 V BAT
10 SA19 75 SPARE
11 SAMWC-F 76 DBS/2-F
12 POWER VALID IN 77 SPARE
13 SA17 78 PTR TEST HOLD 186 F
14 SPARE 79 SPARE
15 SBHE-F 80 MOTOR ON-F
16 SYS RAM CS-F 81 DIR-F
17 +12V DC POWER 82 SPARE
18 +12V DC POWER 83 +5V DC POWER
19 SPARE 84 +5V DC POWER
20 SPARE 85 SPARE
21 SPARE 86 SPARE
22 SA15 87 WPRT-F
23 POWER GROUND 88 SPARE
24 SPARE 89 SPARE
25 SA13 90 SPARE
26 SA14 91 POWER GROUND
27 SA8 92 SPARE
28 SA9 93 SPARE
29 SA12 94 SPARE
30 SA10 95 SPARE
31 SA6 96 SPARE
32 SA11 97 TRK0-F
33 SMRDC-F 98 SPARE
34 SA7 99 HDSEL-F
35 BANK SEL 0 100 STEP-F
36 SA5 101 POWER GROUND
37 BANK SEL 1 102 POWER GROUND
38 SA0 103 SPARE
39 SA2 104 WR DATA-F
40 SA1 105 DBU-1 (H)
41 +5V DC POWER 106 DBU-1 (L)
42 +5V DC POWER 107 –12V DC POWER
43 SA3 108 –12V DC POWER
44 SA4 109 SPARE
45 SD9 110 SPARE
46 SD8 111 FMS-5 (L)
47 POWER GROUND 112 FMS-5 (H)
48 SPARE 113 SPARE
49 SD12 114 SPARE
50 SD10 115 WR GATE-F
51 SD13 116 INDEX-F
52 SD11 117 SPARE
53 POWER SHUTDOWN WARN IN 118 SPARE
54 BANK SEL 2 119 RDY-F
55 SD15 120 RD DATA-F
56 SD14 121 LEFT/RIGHT FMS
57 SPARE 122 INTERPROC INT IN
58 SD0 123 POWER GROUND
59 SPARE 124 SPARE
60 SD1 125 INTERPROC INT OUT 2
61 SPARE 126 SPARE
62 SD2 127 INTERPROC INT OUT 1
63 SPARE 128 SPARE
64 SD4 129 SPARE
65 SD3 130 SPARE

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Table 4-9. Input/Output Concentrator (IOC) Connector Pin Descriptions.

PIN A1J2, DESCRIPTION PIN A1J2, DESCRIPTION

A1J7 A1J7
1 LRN TYPE 1 66 GRW-4 (A) IN
2 SPARE 67 GRW-5 (B) IN
3 WD2 SPR 3 68 GRW-5 (A) IN
4 SPARE 69 SPARE
5 MLB CONFIG 1 70 SPARE
6 SPARE 71 ADC-1 (B) IN
7 POWER GROUND 72 ADC-1 (A) IN
8 SPARE 73 IOC-4 (L) OUT
9 WD2 SPR 2 74 IOC-3 (H) OUT
10 S/D ADC 75 IOC-4 (H) OUT
11 S/D DME 76 IOC-3 (L) OUT
12 POWER VALID 77 BIT CODE 1
13 WD1 SPR 1 78 IOC-5 (A) HI SPEED OUT
14 LRN TYP 0 79 BIT CODE 2
15 RA TYP 0 80 IOC-5 (B) HI SPEED OUT
16 XSIDE NAV 81 GRW-7 (A) IN
17 +12V DC POWER IN 82 GRW-7 (B) IN
18 +12V DC POWER IN 83 +5V DC POWER IN
19 WXR INST 84 +5V DC POWER IN
20 AHRS/INS 85 VHF-1 (A) IN
21 FMS CONFIG 0 86 VHF-1 (B) IN
22 3RD COMM 87 VIR-1 (B) IN
23 POWER GROUND 88 VIR-1 (A) IN
24 POWER GROUND 89 RAC-1 (B) IN
25 RA TYP 1 90 RAC-1 (A) IN
26 FMS CONFIG 1 91 POWER GROUND
27 WD2 SPR 1 92 POWER GROUND
28 BIT CODE 3 93 MFD/ND-1 (B) IN
29 S/D ADF 94 MFD/ND-1 (A) IN
30 S/D INST 95 FMS-1 (L) IN
31 SPARE 96 FMS-1 (H) IN
32 LRN TYP 2 97 FCC-1 (L) IN
33 SPARE 98 FCC-1 (H) IN
34 VNAV MODE 99 GRW-6 (B) IN
35 BRG PTR 1 100 GRW-6 (A) IN
36 FD XFER 101 POWER GROUND
37 CERT 1 102 SPARE
38 VBAR/XPRT 103 IOC-2 (B) LO SPEED OUT
39 MLB CFIG 0 104 IOC-2 (A) LO SPEED OUT
40 BRG PTR 0 105 IOC-1 (B) HI SPEED OUT
41 +5V DC POWER IN 106 IOC-1 (A) HI SPEED OUT
42 +5V DC POWER IN 107 –12V DC POWER IN
43 WD2 PAR 108 –12V DC POWER IN
44 FST/SLO 0 109 CAD-1 (A) IN
45 CERT 0 110 CAD-1 (B) IN
46 FST/SLO 1 111 GRW-1 (A) IN
47 POWER GROUND 112 GRW-1 (B) IN
48 SPARE 113 DME-1 (B) IN
49 SPARE 114 DME-1 (A) IN
50 LPPO A/B 115 ADF-1 (B) IN
51 OVERHEAT MON OFFSIDE 116 ADF-1 (A) IN
52 LPP2 PAR 117 VLF-1 (B) IN
53 LPP1 L/R 118 VLF-1 (A) IN
54 ENVIRON MON 119 IOC-6 (A) LO SPEED OUT
55 LPP3 BIT 120 IOC-6 (B) LO SPEED OUT
56 BIT CODE 0 121 AHC-1 (B) IN
57 WDI PAR 122 AHC-1 (A) IN
58 SPARE 123 POWER GROUND
59 SPARE 124 POWER GROUND
60 SPARE 125 MLS-1 (B) IN
61 GRW-2 (B) IN 126 MLS-1 (A) IN
62 GRW-2 (A) IN 127 PFD-1 (B) IN
63 GRW-3 (B) IN 128 PFD-1 (A) IN
64 GRW-3 (A) IN 129 DAU-2 (B) IN
65 GRW-4 (B) IN 130 DAU-2 (A) IN

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Table 4-10. Power Supply (PWR) Connector Pin Descriptions.

PIN A1J9, DESCRIPTION PIN A1J9, DESCRIPTION

A1J11 A1J11

1 +28V DC POWER IN 19 +12V DC POWER OUT

2 +28V DC POWER IN 20 +12V DC POWER OUT
3 POWER GROUND 21 SPARE
4 SPARE 22 POWER GROUND
5 POWER GROUND 23 +5V DC POWER OUT
6 POWER GROUND 24 +5V DC POWER OUT
7 ISO +5V DC POWER OUT 25 SPARE
8 ISO +5V DC POWER OUT 26 POWER VALID OUT
9 SPARE 27 POWER SHUTDOWN WARN OUT
10 SPARE 28 PWR OVERHEAT MON OUT
11 SPARE 29 FCS MODE LOGIC POWER
12 +28V DC POWER OUT 30 PWR INHIBIT IN
13 POWER GROUND 31 +5V DC POWER OUT
14 POWER GROUND 32 +5V DC POWER OUT
15 –12V DC POWER OUT 33 ISO +5V DC POWER GROUND
16 –12V DC POWER OUT 34 ISO +5V DC POWER GROUND
17 SPARE 35 AUX +12V DC POWER OUT
18 SPARE 36 AUX +12V DC POWER OUT

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Figure 4-3 (Sheet 1 of 2). IDS (Instrument Display System) Overview

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4.3.2 IDS (Instrument Display System)

[Link] Overview

The IDS contains four large color displays, a sensor display driver, and one monochrome multi-sensor dis-
play. Refer to Figure 4-3. This figure shows single AMS (one MFD) and dual AMS (two MFDs) systems.

Refer to sheet 1. Each LRU in a single AMS/MFD/CMA system is described below:

PFD Number 1 Primary Flight Display (EFD-871; pilot side)
ND Number 1 Navigation Display (EFD-871; pilot side)
PFD Number 2 Primary Flight Display (EFD-871; copilot side)
MFD-871 Number 2 Multifunction Display (copilot side)
SDD-640A Sensor Display Driver
SDU-640B Number 1 Sensor Display Unit
The PFD Number1 displays attitude, navigation/compass, flight control, primary air data (alti-
tude/airspeed/vertical speed), and (optional) TCAS advisory functions for the pilot. The PFD receives data
bus inputs from the four input/output concentrators (IAPS), both attitude heading computers (AHS), both air
data computers (ADS), and the optional TCAS transmitter-receiver. The PFD provides a data bus output to
the IAPS.

The ND Number 1 provides NAV, map, radar, and (optional) TCAS pictorial 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 sup-
plied to the left PFD, also a bus from the weather radar assembly. The ND provides a data bus output to the
IAPS.

Remote reversion switches allow the pilot to select normal or offside AHS source input, CDU control input,
and ADC source input. A reversion switch enables PFD backup display. A non-Collins windshear computer
(if installed) provides caution/warn discretes to the pilot displays.

The PFD Number 2 displays attitude, navigation/compass, flight control, primary air data (alti-
tude/airspeed/vertical speed), and (optional) TCAS advisory functions for the copilot. The PFD receives data
bus inputs from the four input/output concentrators (IAPS), both attitude heading computers (AHS), both air
data computers (ADS), and the optional TCAS transmitter-receiver. The PFD provides a data bus output to
the IAPS.

The MFD-871 Number 2 displays navigation/compass, radar, flight management (map/summary), checklist,
diagnostic, and (optional) TCAS pictorial information for the copilot. The MFD also provides a reversion
backup for the right PFD if that display fails. The MFD receives the same data bus inputs that are supplied
to the right PFD, and also receives input buses from the weather radar assembly and the flight management
computer (inside IAPS). The course heading panel (AMS) provides joystick input. Optional LADV and PADV
switches provide line advance and page advance selection for the MFD. The MFD provides a data bus output
to the IAPS and to the ADAS.

Remote reversion switches allow the copilot to select normal or offside AHS source input, CDU control input,
and ADC source input. A reversion switch enables PFD backup display. A non-Collins windshear computer
(if installed) provides caution/warn discretes to the copilot displays.

The SDD-640A receives compass and navigation data, and then formats this data for display on the sensor
display unit. The left channel of the SDD receives data bus inputs from the left VIR, DME, VLF, and ADF
radios, from a left input/output concentrator (IAPS), and from the right side attitude heading computer. The
right channel of the SDD receives data bus inputs from the right VIR, DME, and ADF (optional) radios, from
a right IAPS concentrator (optional), and from the left side attitude heading computer. The right channel is
reserved for a second SDU display. The SDD provides a dedicated output bus to the (number 1) SDU display
unit.
The SDU-640B displays backup navigation (RMI, distance, position, and course) information. The SDU re-
ceives a data bus input from the left channel of the SDD display driver. If an internal failure is sensed, the
SDU sets a fail discrete output to the SDD.

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Figure 4-3 (Sheet 2 of 2). IDS (Instrument Display System) Overview

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Refer to sheet 2. Each LRU in a dual AMS/MFD/CMA system is described below:

PFD Number 1 Primary Flight Display (EFD-871; pilot side)

MFD-871 Number 1 Multifunction Display (pilot side)
PFD Number 2 Primary Flight Display (EFD-871; copilot side)
MFD-871 Number 2 Multifunction Display (copilot side)
SDD-640A Sensor Display Driver
SDU-640B Number 1 Sensor Display Unit

In a dual MFD system, an MFD-871 is installed on both sides of the instrument panel. Dual FMC computers
and dual CMA receivers are also installed in this configuration.

The MFD-871 Number 1 displays navigation/compass, radar, flight management (map/summary), checklist,
diagnostic, and (optional) TCAS pictorial information for the pilot. The MFD also provides a reversion
backup for the left PFD if that display fails. The MFD receives the same data bus inputs that are supplied to
the left PFD, and also receives input buses from the weather radar assembly and the number 1 FMC com-
puter. The CHP provides joystick input when the joystick select switch is set to 1. Optional LADV and PADV
switches provide line advance and page advance selection for the MFD. The MFD provides a data bus output
to the IAPS and to the ADAS.

The MFD-871 Number 2 displays navigation/compass, radar, flight management (map/summary), checklist,
diagnostic, and (optional) TCAS pictorial information for the copilot. The MFD also provides a reversion
backup for the right PFD if that display fails. The MFD receives the same data bus inputs that are supplied
to the right PFD, and also receives input buses from the weather radar assembly and the number 2 FMC
computer. The CHP provides joystick input when the joystick select switch is set to 2. Optional LADV and
PADV switches provide line advance and page advance selection for the MFD. The MFD provides a data bus
output to the IAPS and to the ADAS.

The SDD sensor display driver is described on sheet 1, and receives input buses from the right VLF receiver
and right IAPS concentrator (FMS 2 bearing data). This input is available for display on the SDU.

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Figure 4-3-1 (Sheet 1 of 12). IDS System Schematic (PFD 1)

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[Link] System Schematic

Refer to Figure 4-3-1, sheet 1. The number 1 PFD is an EFD-871 electronic flight display that is configured
by mount strapping to function as a PFD (not an ND). The PFD displays the following primary flight infor-
mation: attitude, heading, navigation, and air data.

The left PFD receives redundant non-critical flight data from each of the four input/output concentrators in
the IAPS. These four ARINC 429 hi-speed buses are supplied to each large display. The LA-IOC-1 and the
LB-IOC-1 buses are from the left side of the IAPS. The RA-IOC-1 and the RB-IOC-1 buses are from the right
side of the IAPS. Each pair of buses is input through a receiver and multiplexed to the receive port of a
UART. This data is read from the UARTs on the I/O data bus. The I/O data bus also brings microprocessor
generated output data to the left UART. The UART reads this data and applies serial output to an ARINC
429 low-speed transmitter, and applies wraparound transmit data through the right UART back to the proc-
essor. The transmitted L-PFD-1 data bus is supplied to the 1A and 1B concentrators in the IAPS.

The PFD receives ARINC 429 hi-speed data bus inputs from both attitude heading computers. These two
buses are also supplied to the left ND/MFD. The L-AHC-2 and the R-AHC-3 buses are input through a re-
ceiver and multiplexed to the receive port of a UART. Data is read from the UART through the I/O data bus.

The PFD receives an ARINC 429 hi-speed data bus input from the optional receiver. This bus is also sup-
plied to the left ND/MFD. The TCAS-TA/RA-1 bus input through a receiver and multiplexed to the receive
port of a UART. Data is read from the UART through the I/O data bus. The PFD also provides a perform-
ance monitor to the TCAS unit. The RA DSPL STATUS 1 discrete output is a ground as long as the PFD can
display resolution advisory (RA) data.

The PFD receives ARINC 429 low-speed data bus inputs from both air data computers. These two buses are
also supplied to the left ND/MFD. 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.

Several discrete inputs are supplied to the PFD and read by the microprocessor through the I/O data bus.
These discretes include four configuration inputs, three reversion switch inputs, and three windshear inputs.
All discrete inputs are diode isolated and tied to a pullup resistor. The discretes are supplied to a pair of multi-
plexers. Each multiplexer output is supplied to a buffer circuit that is read by the microprocessor through the
I/O data bus.

The four configuration inputs define the EFD-871 function (PFD/ND) to internal software. For the pilot PFD
configuration, inputs 1, 2, and 3 are hard wired to ground and input 4 is tied to the PFD reversion switch.
This switch opens input 4 in the PFD (normal) setup, and grounds input 4 in the REV setup. Normally input
4 is open and the PFD displays PFD data. In the REV setup, the PFD blanks and the ND/MFD displays the
PFD data. This setup is used if the PFD fails.

The three reversion switch inputs select cross-side attitude heading input, cross-side air data input, and
cross-side CDU control. The AHS reversion switch applies a ground to the PFD (and to the left ND/MFD)
when set to the 2 position. At this position, the PFD displays attitude heading data from the right-side AHC.
Normally, this input is open and the PFD displays attitude heading data from the left (on-side) AHC. The
ADC reversion switch applies a ground to the PFD (and to the left ND/MFD) when set to the 2 position. At
this position, the PFD displays air data from the right-side ADC. Normally, this input is open and the PFD
displays air data from the left (on-side) ADC. The CDU reversion switch applies a ground to the PFD (and to
the left ND/MFD) when set to the 2 position. At this position, the right-side CDU controls the PFD (and
ND/MFD). This switch is also wired to blank the on-side CDU in reversion mode. Normally, this input is
open and the left (on-side) CDU controls the PFD.

The windshear inputs provide status alerts to the pilot displays. If a (non-Collins) windshear computer is in-
stalled, PFD/ND/MFD pin P1-8K is wired to ground. The computer grounds the discrete caution or warn
output to the displays if a windshear alert occurs.

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The I/O data bus interfaces with the 16-bit I/O microprocessor data bus through a transceiver. The I/O data
bus carries IAPS input, attitude heading input, air data input, and discrete data input to the microprocessor.
The I/O data bus also carries output data from the I/O microprocessor to a UART for transmission on the L-
PFD-1 data bus.

The PFD contains an I/O microprocessor and a display microprocessor. The I/O processor controls external
data flow as described above. The display processor controls the crt display functions of the unit. Both proc-
essors apply an address output through a latch onto the system address bus. Both processors also read and
write data through a dedicated transceiver to/from the system data bus. These system buses allow the two
processors to communicate with each other and with the MEM module. The MEM module contains program
data that configures the EFD-871 for proper operation in the Learjet 60 aircraft.

The 16-bit display microprocessor data bus interfaces with the 8-bit display data bus through a second
transceiver. This is not the same transceiver described in the previous paragraph. The display data bus car-
ries weather radar data (not used in the PFD), display memory data, intensity data, various monitor data,
and line key data (not used in the PFD) to the microprocessor. The display data bus also carries weather ra-
dar control data (not used in the PFD), raster data, stroke data, brightness data, and various control data
from the microprocessor to crt related circuits within the unit.

The EFD-871 contains a weather radar input circuit. No input is supplied to this circuit in the PFD, but it
will be briefly described for completeness. The circuit contains an ARINC 453 receiver that applies input
data to the WXR input chip. This chip decodes a WXR video output for use by the raster draw circuit, and a
data output for use by the display microprocessor. A dedicated transceiver allows the processor to apply con-
trol to the WXR input chip, and to read WXR information onto the display data bus.

Display memory provides required executable routines. This block represents the control algorithms that
regulate EFD-871 unit operation. The MEM memory module contains algorithms that regulate PFD opera-
tion in the Learjet 60.

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Figure 4-3-1 (Sheet 2 of 12). IDS System Schematic (PFD 1)

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Refer to Figure 4-3-1, sheet 2. The number 1 +28-V dc aircraft supply powers the left PFD. The IMT mount-
ing tray contains a cooling fan that runs whenever power is supplied to the unit. A zener diode regulates the
power input, which is supplied through an emi filter to the low-voltage power supply. The low-voltage power
supply generates the internally required voltage levels, provides a temperature monitor output, and applies
a +32-V dc output to both the high-voltage power supply and the video power supply.

The high voltage power supply generates the anode (18-kV dc) and focus (4.6- to 6.2-kV dc) outputs to the
crt. The high-voltage supply also provides an HV ON monitor output that is buffered onto the display data
bus. A static focus input and an on/off input are also supplied to the high-voltage supply. The static focus in-
put from the display data bus is used to determine the proper focus voltage output supplied to the crt. The
control on/off input from the regulator blanker circuit turns off the supply if monitored conditions become
excessive.

The video power supply generates the screen (400-V dc) and filament (6.2-V ac/dc) outputs to the crt. The
video supply also provides a B+ monitor output to the video monitor and to the regulator blanker circuit. The
B+ voltage is used as a reference level by the video monitor. The regulator blanker provides a blanking out-
put to shut off the high-voltage supply if the B+ monitor or the screen voltage exceeds preset limits.

The display data bus provides microprocessor generated information to the raster circuit, the stroke circuit,
a control decoder, a static focus decoder, a brightness decoder, and a deflection control circuit. The display
data bus also gathers selected intensity, high-voltage supply monitor (HV ON) status, video monitor status,
deflection monitor status, and line key activity (not used on the PFD) information for use by the microproc-
essor.

The raster circuit provides the video drive to illuminate large portions of the screen (such as the sky back-
ground). The raster data is read through a FIFO (first in first out) memory circuit. The buffered FIFO output
is supplied to a raster input generator. This generator develops video and position outputs and controls the
raster memory. The raster video output is multiplexed with the WXR video (not used by the PFD) and sup-
plied to the raster data processor. The raster position output (X/Y) is multiplexed with the position output
(X/Y) from the stroke circuit and supplied to the raster memory. The input generator controls raster mem-
ory, raster and stroke X/Y position data outputs are both properly stored and then input to the raster data
processor. The raster data processor provides processed video output to the video control circuit.

The stroke circuit generates the video drive to illuminate small precise images on the screen (such as the al-
phanumerics and symbols). The stroke data is read through a FIFO (first in first out) memory circuit. The
buffered FIFO output is supplied to a stroke state machine, a character latch, an angle integrator, and the
video control circuit. The stroke state machine generates retrace and raster/stroke video mode control. The
character latch decodes character data and applies it to a map PROM. The character (with mapped location)
is then supplied to a sequence counter and PROM. The screen position is counted out and supplied to an an-
gle integrator. FIFO memory strobes the angle integrator to apply display angle data to the sin/cos PROMs.

The sin/cos PROMs convert the angle input into a sine X output and a cosine Y output. The sine X output is
then integrated to produce the X (horizontal) position value. A strobe from the FIFO memory controls the in-
tegrator. The X POS value is supplied to the raster address multiplexer (described in a previous paragraph),
the video control circuit, and the X-position latch. The cosine Y output from the sin/cos PROMs is processed
similarly. FIFO strobes a vertical integrator to produce the Y POS value. This value is supplied to the raster
address multiplexer (previously described), the video control circuit, and the Y-position latch. The X/Y screen
position is latched, digital-to-analog converted, and then adjusted for proper gain, track, offset, and linearity.
Deflection power amplifiers convert the resultant horizontal and vertical screen position voltages to current
outputs. The amplified current outputs are supplied to the yoke of the crt assembly, which deflects the elec-
tron beams to the proper X and Y coordinates on the screen. A deflection monitor senses the deflection power

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amplifier current. If the amplifier current or the low voltage supply temperature become excessive, an alert
is provided to the microprocessor through the display data bus.

The video control circuit receives raster video, stroke video, and X/Y screen deflection data inputs. The video
control circuit output is used to derive the crt cathode drive signals. The stroke state machine provides on/off
logic used to load raster/stroke video. The control circuit output is supplied to the color PROMs. These
PROMs apply red, green, and blue data outputs to correspond with the control input. This color data is digi-
tal-to-analog converted and supplied to the video amplifier. The amplified red, green, and blue video is sup-
plied to the cathodes of the crt and to a video monitor. The video monitor compares the three color videos to
the B+ reference from the video power supply. If video becomes excessive, an on/off control output is gener-
ated to disable the color PROMs, and a monitor output is generated and buffered onto display data bus to
report this condition to the microprocessor.
A convergence and purity set circuit provides fine adjustments for the electron beam deflections. This circuit
provides outer beam, inner beam, and purity outputs to the crt assembly.
A control decoder circuit reads the display data bus and applies control logic to various circuits in the PFD.
This circuit also decodes a video enable from the data bus and applies it to the video amplifier. This VID
ENBL line allows the microprocessor to control amplifier bias.
The front panel BRT knob functions with the +28-V dc lighting bus input to control the crt display intensity.
The BRT knob applies a variable 0- to 9.5-V dc input to a multiplexer. The +28-V dc lighting bus is also sup-
plied to this multiplexer. The multiplexer output is analog-to-digital converted and loaded onto the display
data bus. The display microprocessor then reads this intensity select data from the bus and applies corre-
sponding control data output onto the bus. This data is latched from the bus, digital-to-analog converted,
and then supplied as the brightness control to the color d/a converters.
A line key encoder/buffer circuit provides line key interface with the display microprocessor. This circuit is
not used on a PFD, but is described here for completeness. The encoder/buffer circuit applies +5-V dc strobe
voltages to one side of each line key switch. Sense lines are wired to the other side of the switches, so that
any line key action is detected and encoded onto the display data bus.

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Figure 4-3-1 (Sheet 3 of 12). IDS System Schematic (ND 1)

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Refer to Figure 4-3-1, sheet 3. The number 1 ND is an EFD-871 electronic flight display that is configured by
mount strapping to function as an ND (not a PFD). The ND displays navigation, radar, and map data. This
unit is installed in single AMS systems.
The left ND receives redundant non-critical flight data from each input/output concentrator in the IAPS. The
LA-IOC-1 and the LB-IOC-1 buses are from the left side of the IAPS. The RA-IOC-1 and the RB-IOC-1 buses
are from the right side of the IAPS. Each pair of buses is input through a receiver and multiplexed to the re-
ceive port of a UART. This data is read from the UARTs on the I/O data bus. The I/O data bus also brings
microprocessor generated output data to the left UART. The UART reads this data and applies serial output
to an ARINC 429 low-speed transmitter, and applies wraparound transmit data through the right UART
back to the processor. The transmitted L-ND-1 data bus is supplied to the 1A and 1B concentrators in the
IAPS.
The ND receives ARINC 429 hi-speed data bus inputs from both attitude heading computers. The L-AHC-2
and the R-AHC-3 buses are input through a receiver and multiplexed to the receive port of a UART. Data is
read from the UART through the I/O data bus.
The ND receives an ARINC 429 hi-speed data bus input from the optional TCAS transmitter receiver. This
bus is also supplied to the left PFD. The TCAS-TA/RA-1 bus is input through a receiver and multiplexed to
the receive port of a UART. Data is read from the UART through the I/O data bus. The ND also provides a
performance monitor to the TCAS unit. The RA DSPL STATUS 1 discrete output is a ground as long as the
ND can display resolution advisory (RA) data.
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 sup-
plied to the MFD.
Several discrete inputs are supplied to the ND and read by the microprocessor through the I/O data bus.
These discretes include four configuration inputs, three reversion switch inputs, and three windshear inputs.
All discrete inputs are diode isolated and tied to a pullup resistor. The discretes are supplied to a pair of
multiplexers. Each multiplexer output is supplied to a buffer circuit, which is read by the microprocessor
through the I/O data bus.
The four configuration inputs define the EFD-871 function (PFD/ND) to internal software. For the pilot ND
configuration, inputs 1 and 3 are hard wired to ground, input 4 is open, and input 2 is tied to the PFD rever-
sion switch. Normally input 2 is open and the ND displays ND data. In the REV setup, the PFD blanks, and
the ND displays the PFD data. This setup is used if the PFD fails.
The three reversion switch inputs select cross-side attitude heading input, cross-side air data input, and
cross-side CDU control. The AHS reversion switch applies a ground to the ND when set to the 2 position. At
this position, the ND displays attitude heading data from the right-side AHC. Normally, this input is open
and the ND displays attitude heading data from the left (on-side) AHC. The ADC reversion switch applies a
ground to the ND when set to the 2 position. At this position, the ND (in PFD reversion mode) displays air
data from the right-side ADC. Normally, this input is open and the ND displays air data from the left (on-
side) ADC. The CDU reversion switch applies a ground to the ND when set to the 2 position. At this position,
the right-side CDU controls the ND. Normally, this input is open and the left (on-side) CDU controls the ND.
The windshear inputs provide status alerts to the pilot displays. If a (non-Collins) windshear computer is in-
stalled, PFD/ND pin P1-8K is wired to ground. The computer grounds the discrete caution or warn output to
the displays if a windshear alert occurs.
Internal ND operation is identical to that described on a previous page for the PFD.

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Figure 4-3-1 (Sheet 4 of 12. IDS System Schematic (ND 1)

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Refer to Figure 4-3-1, sheet 4.

The number 1 +28-V dc aircraft supply powers the left ND. Internal operation is identical to that described
on a previous page for the PFD.

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Figure 4-3-1 (Sheet 5 of 12). IDS System Schematic (MFD 1)

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Refer to Figure 4-3-1, sheet 5. The number 1 MFD-871 displays NAV, radar, map, flight management data,
page data, and diagnostic data. This unit is installed in dual AMS systems.
The left MFD receives redundant non-critical flight data from each input/output concentrator in the IAPS. The
LA-IOC-1 and the LB-IOC-1 buses are from the left side of the IAPS. The RA-IOC-1 and the RB-IOC-1 buses
are from the right side of the IAPS. Each pair of buses is input through a receiver and multiplexed to the re-
ceive port of a UART. This data is read from the UARTs on the I/O data bus. The I/O data bus also brings mi-
croprocessor generated output data to the left UART. The UART reads this data and applies serial output to an
ARINC 429 low-speed transmitter, and applies wraparound transmit data through the right UART back to the
processor. The transmitted L-MFD-1 data bus is supplied to the 1A and 1B concentrators in the IAPS and to
the data acquisition unit (ADAS).
The MFD receives ARINC 429 hi-speed data bus inputs from both attitude heading computers and from the
left flight management computer. The L-AHC-2, R-AHC-3, and L-FMS-2 buses are input through a receiver
and multiplexed to the receive port of a UART. Data is read from the UART through the I/O data bus.
The MFD receives an ARINC 429 hi-speed data bus input from the optional TCAS transmitter receiver. This
bus is also supplied to the left PFD. The TCAS-TA/RA-1 bus is input through a receiver and multiplexed to
the receive port of a UART. Data is read from the UART through the I/O data bus. The MFD also provides a
performance monitor to the TCAS unit. The RA DSPL STATUS 1 discrete output is a ground as long as the
MFD can display resolution advisory (RA) data.
The MFD 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 un-
loader onto the I/O data bus. The MFD receives an ARINC 453 data bus input from the RTA radar assembly.
The WXT-1 bus is received through a special input chip and read through a transceiver onto the display data
bus.
Several discrete inputs are supplied to the MFD and read by the microprocessor through the I/O data bus.
These discretes include four configuration inputs, three reversion switch inputs, three windshear inputs, two
optional pushbutton switch inputs, and the four joystick inputs. All discrete inputs are diode isolated and
tied to a pullup resistor. The discretes are supplied to a pair of multiplexers. Each multiplexer output is
supplied to a buffer circuit, which is read by the microprocessor through the I/O data bus.
The four configuration inputs define the unit function (MFD/PFD) to internal software. For the pilot MFD
configuration, inputs 2 and 3 are hard wired to ground, input 4 is open, and input 1 is tied to the PFD rever-
sion switch. Normally input 1 is open and the MFD displays MFD data. In the REV setup, the PFD blanks
and the MFD displays the PFD data. This setup is used if the PFD fails.
The three reversion switch inputs select cross-side attitude heading input, cross-side air data input, and
cross-side CDU control. The AHS reversion switch applies a ground to the MFD when set to the 2 position.
At this position, the MFD displays attitude heading data from the right-side AHC. Normally, this input is
open and the MFD displays attitude heading data from the left (on-side) AHC. The ADC reversion switch
applies a ground to the MFD when set to the 2 position. At this position, the MFD (in PFD reversion mode)
displays air data from the right-side ADC. Normally, this input is open and the MFD displays air data from
the left (on-side) ADC. The CDU reversion switch applies a ground to the MFD when set to the 2 position. At
this position, the right-side CDU controls the MFD. Normally, this input is open and the left (on-side) CDU
controls the MFD.
The windshear inputs provide status alerts to the pilot displays. If a (non-Collins) windshear computer is in-
stalled, PFD/MFD pin P1-8K is wired to ground. The computer grounds the discrete caution or warn output
to the displays if a windshear alert occurs.
The two optional pushbutton switch inputs apply momentary grounds. The LADV switch provides line ad-
vance selection, and the PADV switch provides page advance selection.
The four joystick inputs apply position data from the CHP joystick. When the remote joystick select switch to
set to 1, the JS COM line ties the MFD 1 ground (pin P1-9F) to the joystick switch common (CHP pin P1-9).
Joystick action returns this JS COM ground reference to the JS UP, JS LT, JS DN, or the JS RT input of the
MFD 1. Internal MFD operation is described on a previous page.

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Figure 4-3-1 (Sheet 6 of 12). IDS System Schematic (MFD 1)

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Refer to Figure 4-3-1, sheet 6.

The number 1 +28-V dc aircraft supply powers the left MFD. Internal operation is described on a previous
page.

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Figure 4-3-1 (Sheet 7 of 12). IDS System Schematic (PFD 2)

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Refer to Figure 4-3-1, sheet 7. The number 2 PFD is an EFD-871 electronic flight display that is configured
by mount strapping to function as a PFD (not an ND). The PFD displays the following primary flight infor-
mation: attitude, heading, navigation, and air data.
The right PFD receives redundant non-critical flight data from each input/output concentrator in the IAPS.
The LA-IOC-1 and the LB-IOC-1 buses are from the left side of the IAPS. The RA-IOC-1 and the RB-IOC-1
buses are from the right side of the IAPS. Each pair of buses is input through a receiver and multiplexed to
the receive port of a UART. This data is read from the UARTs on the I/O data bus. The I/O data bus also
brings microprocessor generated output data to the left UART. The UART reads this data and applies serial
output to an ARINC 429 low-speed transmitter, and applies wraparound transmit data through the right
UART back to the processor. The transmitted R-PFD-1 data bus is supplied to the 2A and 2B concentrators
in the IAPS.
The PFD receives ARINC 429 hi-speed data bus inputs from both attitude heading computers. These two
buses are also supplied to the right MFD. Note that these are not the same buses that are supplied to the
left displays. The L-AHC-3 and the R-AHC-2 buses are input through a receiver and multiplexed to the re-
ceive port of a UART. Data is read from the UART through the I/O data bus.
The PFD receives an ARINC 429 hi-speed data bus input from the optional TCAS transmitter receiver. This
bus is also supplied to the right MFD. The TCAS-TA/RA-2 bus is input through a receiver and multiplexed to
the receive port of a UART. Data is read from the UART through the I/O data bus. The PFD also provides a
performance monitor to the TCAS unit. The RA DSPL STATUS 2 discrete output is a ground as long as the
PFD can display resolution advisory (RA) data.
The PFD receives ARINC 429 low-speed data bus inputs from both air data computers. These two buses are
also supplied to the right MFD. Note that these are not the same buses that are supplied to the left displays.
The L-ADC-2 and the R-ADC-3 buses are input through a receiver to an ARINC multiplexer. Data is read
through a mux unloader onto the I/O data bus.
Several discrete inputs are supplied to the PFD and read by the microprocessor through the I/O data bus.
These discretes include four configuration inputs, three reversion switch inputs, and three windshear inputs.
All discrete inputs are diode isolated and tied to a pullup resistor. The discretes are supplied to a pair of
multiplexers. Each multiplexer output is supplied to a buffer circuit, which is read by the microprocessor
through the I/O data bus.
The four configuration inputs define the EFD-871 function (PFD/ND) to internal software. For the copilot
PFD configuration, inputs 1, 2, and 3 are open. Input 4 is tied to the PFD reversion switch. This switch
opens input 4 in the PFD (normal) setup, and grounds input 4 in the REV setup. Normally input 4 is open
and the PFD displays PFD data. In the REV setup, the PFD blanks and the right MFD displays the PFD
data. This setup is used if the PFD fails.
The three reversion switch inputs select cross-side attitude heading input, cross-side air data input, and
cross-side CDU control. The AHS reversion switch applies a ground to the PFD (and to the right MFD) when
set to the 1 position. At this position, the PFD displays attitude heading data from the left-side AHC. Nor-
mally, this input is open and the PFD displays attitude heading data from the right (on-side) AHC. The ADC
reversion switch applies a ground to the PFD (and to the right MFD) when set to the 1 position. At this posi-
tion, the PFD displays air data from the left-side ADC. Normally, this input is open and the PFD displays
air data from the right (on-side) ADC. The CDU reversion switch applies a ground to the PFD (and to the
right MFD) when set to the 1 position. At this position, the left-side CDU controls the PFD. This switch is
also wired to blank the on-side CDU in reversion mode. Normally, this input is open and the right (on-side)
CDU controls the PFD.
The windshear inputs provide status alerts to the copilot displays. If a (non-Collins) windshear computer is
installed, PFD/MFD pin P1-8K is wired to ground. The computer grounds the discrete caution or warn out-
put to the displays if a windshear alert occurs.
Internal PFD operation is described on a previous page.

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Figure 4-3-1 (Sheet 8 of 12). IDS System Schematic (PFD 2)

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Refer to Figure 4-3-1, sheet 8.

The number 2 +28-V dc aircraft supply powers the right PFD. Internal PFD operation is described on a pre-
vious page.

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Figure 4-3-1 (Sheet 9 of 12). IDS System Schematic (MFD 2)

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Refer to Figure 4-3-1, sheet 9. The number 2 MFD-871 displays NAV, radar, map, flight management data,
page data, and diagnostic data.
The right MFD receives redundant non-critical flight data from each input/output concentrator in the IAPS.
The LA-IOC-1 and the LB-IOC-1 buses are from the left side of the IAPS. The RA-IOC-1 and the RB-IOC-1
buses are from the right side of the IAPS. Each pair of buses is input through a receiver and multiplexed to the
receive port of a UART. This data is read from the UARTs on the I/O data bus. The I/O data bus also brings
microprocessor generated output data to the left UART. The UART reads this data and applies serial output to
an ARINC 429 low-speed transmitter, and applies wraparound transmit data through the right UART back to
the processor. The transmitted R-MFD-1 data bus is supplied to the 2A and 2B concentrators in the IAPS and
to the data acquisition unit (ADAS).
The MFD receives ARINC 429 hi-speed data bus inputs from both attitude heading computers and from a
flight management computer. The L-AHC-3, R-AHC-2, and L-FMS-2 (or R-FMS-2 when dual AMS is in-
stalled) buses are input through a receiver and multiplexed to the receive port of a UART. Data is read from
the UART through the I/O data bus.
The MFD receives an ARINC 429 hi-speed data bus input from the optional TCAS transmitter receiver. This
bus is also supplied to the right PFD. The TCAS-TA/RA-2 bus is input through a receiver and multiplexed to
the receive port of a UART. Data is read from the UART through the I/O data bus. The MFD also provides a
performance monitor to the TCAS unit. The RA DSPL STATUS 2 discrete output is a ground as long as the
MFD can display resolution advisory (RA) data.
The MFD receives ARINC 429 low-speed data bus inputs from both air data computers. The L-ADC-2 and
the R-ADC-3 buses are input through a receiver to an ARINC multiplexer. Data is read through a mux un-
loader onto the I/O data bus.
The MFD receives an ARINC 453 data bus input from the RTA radar assembly. The WXT-1 bus is received
through a special input chip and read through a transceiver onto the display data bus. Note that MFD pin
P1-15A is externally strapped to pin P1-15C. This connection shunts a 75-ohm termination load across the
radar bus.
Several discrete inputs are supplied to the MFD and read by the microprocessor through the I/O data bus.
These discretes include four configuration inputs, three reversion switch inputs, three windshear inputs, two
optional pushbutton switch inputs, and the four joystick inputs. All discrete inputs are diode isolated and
tied to a pullup resistor. The discretes are supplied to a pair of multiplexers. Each multiplexer output is
supplied to a buffer circuit, which is read by the microprocessor through the I/O data bus.
The four configuration inputs define the unit function (MFD/PFD) to internal software. For the copilot MFD
configuration, inputs 1, 3, and 4 are open and input 2 is tied to the PFD reversion switch. Normally input 2
is ground and the MFD displays MFD data. In the REV setup, the PFD blanks and the MFD displays the
PFD data. This setup is used if the PFD fails.
The three reversion switch inputs select cross-side attitude heading input, cross-side air data input, and
cross-side CDU control. The AHS reversion switch applies a ground to the MFD when set to the 1 position.
At this position, the MFD displays attitude heading data from the left-side AHC. Normally, this input is
open and the MFD displays attitude heading data from the right (on-side) AHC. The ADC reversion switch
applies a ground to the MFD when set to the 1 position. At this position, the MFD (in PFD reversion mode)
displays air data from the left-side ADC. Normally, this input is open and the MFD displays air data from
the right (on-side) ADC. The CDU reversion switch applies a ground to the MFD when set to the 1 position.
At this position, the left-side CDU controls the MFD. Normally, this input is open and the right (on-side)
CDU controls the MFD.
The windshear inputs provide status alerts to the copilot displays. If a (non-Collins) windshear computer is
installed, PFD/MFD pin P1-8K is wired to ground. The computer grounds the discrete caution or warn out-
put to the displays if a windshear alert occurs.
The two optional pushbutton switch inputs apply momentary grounds. The LADV switch provides line ad-
vance selection, and the PADV switch provides page advance selection.

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The four joystick inputs apply position data from the CHP course heading panel. In a single AMS/
MFD system, the JS COM line ties the MFD 2 ground (pin P1-9F) to the joystick switch common in the CHP
(pin P1-9). Joystick action returns this JS COM ground reference to the JS UP, JS LT, JS DN, or the JS RT
input of the MFD 2.

In a dual AMS/MFD system, a remote joystick select switch is installed that connects the CHP joystick to
the number 1 MFD or to the number 2 MFD. When this switch to set to 2, the JS COM line ties the MFD 2
ground (pin P1-9F) to the joystick switch common (CHP pin P1-9). Joystick action returns this JS COM
ground reference to the JS UP, JS LT, JS DN, or the JS RT input of the MFD 2.

Internal MFD operation is described on a previous page.

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Figure 4-3-1 (Sheet 10 of 12). IDS System Schematic (MFD 2)

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Refer to Figure 4-3-1, sheet 10.

The number 2 +28-V dc aircraft supply powers the right MFD. Internal operation is described on a previous
page.

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Figure 4-3-1 (Sheet 11 of 12). IDS System Schematic (SDU)

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Refer to Figure 4-3-1, sheet 11. The number 1 SDU-640B displays backup navigation and sensor data.

The number 1 +28-V dc aircraft supply powers the SDU. A zener diode regulates the power input, which is
supplied to the low-voltage power supply. The low-voltage power supply generates internally required volt-
age levels and provides drive for the video power supply. The video power supply generates additional volt-
age levels required by the video circuits. The video power supply also generates the focus (0- to 300-V dc),
screen (400-V dc), and filament (heat) outputs to the crt. A power output is provided to the high voltage
regulator.

The high-voltage regulator provides drive to the high-voltage power supply. A feedback (V sense) line pro-
vides a monitor return used to regulate the amount of drive. The high-voltage supply output is the anode (8-
kV dc) level supplied to the crt. A power monitor circuit provides a shutdown control, which disables the
high-voltage supply (blanks the display) if power limits or phosphor protect limits are exceeded.

A single microprocessor controls SDU operation. This processor strobes the FORMAT and pointer knobs (to
detect knob motion and position), generates video gate logic, provides port address to the program memory,
and controls both I/O and display functions using an 8-bit bidirectional data bus. A dedicated microprocessor
port directly monitors front panel knob data. Video gate logic (VG 1/2) is generated and supplied as control
input to the cathode drive circuits. The port address output allows the processor to access the program
PROM.

The AD0-AD7 bidirectional data bus provides microprocessor generated information to a control decoder and
to the character generator (through a transceiver). The data bus also gathers program memory data and A-
SDD-1 input data for use by the microprocessor.

The control decoder circuit reads the AD0-AD7 data bus and applies control and enable logic to various de-
vices in the SDU. The character generator provides the display function and is described in a subsequent
paragraph. Program memory contains executable routines for the SDU; this function is represented by the
program PROM block. The A-SDD-1 input data bus is supplied from the left channel of the sensor display
driver. This bus brings the navigation and sensor information to the SDU. The A-SDD-1 data bus is input
through an ARINC 429 low-speed receiver, converted to parallel format, and buffered through a FIFO (first
in first out) memory onto the AD0-AD7 microprocessor data bus.

The character generator is a stroke draw circuit that provides the video drive to illuminate images on the
screen. A transceiver provides data transfer between the microprocessor (AD0-AD7) and the stroke draw cir-
cuits (B0-B7). Character select and character offset angle display information is decoded from the microproc-
essor bus.

The character select information is supplied to a character address sequencer. This circuit is clocked by the
draw time counter to count out the address of the selected character. Character PROMs “look up” the char-
acter associated with this address and apply the appropriate video, timing, and draw angle outputs. The
character video is supplied to the video gate circuit to be used in applying cathode drive to the crt. Timing
associated with the selected character is supplied as a control input to the draw time counter. This counter
applies an integrator output used to clock the character address sequencer and to activate an integrator se-
lect circuit. The character draw angle output is supplied to an adder circuit.

The adder circuit sums the character offset angle information with the character draw angle to produce the
display angle (theta). Sin/cos PROMs convert the display angle input into sine ± and cosine ± outputs. A con-
trol output is also supplied to the integrator select circuit. The sine ± data from the PROM is digital-to-
analog converted and supplied to the horizontal integrator. This integrator is controlled by a left/right enable
from the integrator select circuit, and applies a horizontal position voltage to the deflection circuits. The co-
sine ± PROM output is similarly d/a converted and integrated to apply a vertical position voltage to the de-
flection circuits. The vertical integrator is controlled by an up/down enable from the integrator select circuit.

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The horizontal and vertical position voltages are then adjusted for proper offset, gain, and linearity. The de-
flection power amplifiers convert the resultant horizontal and vertical screen position voltages to current
outputs. These current outputs are supplied to the yoke of the crt assembly and deflect the electron beam to
the proper X and Y coordinates on the screen.

Character video (from the character generator), VG 1/2 video gate logic (from the microprocessor), and verti-
cal deflection return (from the yoke) are supplied to the video gates. The video gates produce the cathode
drive after an appropriate delay, so that the cathode drive and the deflection outputs are simultaneously
supplied to the crt assembly.

The delayed video (cathode drive) is supplied through a video amplifier to the crt cathode. Video amplifier
bias is controlled by an intensity circuit, as described below.

The front panel DIM knob input and the +28-V dc lighting bus input are supplied to an intensity control cir-
cuit. This circuit provides analog screen intensity bias output to the video amplifier.

The vertical deflection return voltage (from the yoke) and a +24-V dc power reference level are monitored to
protect the crt and to report SDU failure to the sensor display driver. The vertical deflection return is moni-
tored by a phosphor protect circuit. If the return voltage becomes excessive, damage to the crt may result
and the phosphor protect circuit trips the power monitor. If power becomes too low, the +24-V dc reference
level drops and trips the power monitor. When either of these conditions occurs, the power monitor shuts
down the high voltage regulator (to prevent damage to the crt) and toggles a transistor to report an SDU
FAIL condition to the SDD. The pullup resistor for this discrete is in the SDD.

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Figure 4-3-1 (Sheet 12 of 12). IDS System Schematic (SDD)

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Refer to Figure 4-3-1, sheet 12. The SDD-640A processes navigation and sensor data for display on the SDU.

The SDD contains two functionally identical and independent channels. The left channel provides SDD func-
tions for the number 1 SDU. The right channel provides the same functions for a second SDU (not installed
in the Learjet 60). The left channel is described below.

The number 1 +28-V dc aircraft supply powers the left channel of the SDD. An internal power supply gener-
ates all voltage levels required by the left channel circuits. This power supply is completely independent
from the SDD right channel power supply.

A microprocessor controls the operation of the left channel. The processor reads the navigation/sensor input
data and bus strapping data on the AD0-AD7 bus. This bus also applies processor generated output data to
an ARINC UART. Associated RAM, PROM, and decoder circuits support the processor. A reset timer moni-
tors execution time.

The left channel of the SDD receives ARINC 429 low-speed data bus inputs from the left NAV receivers and
from a left side IAPS input/output concentrator. The L-ADF-2, L-DME-2, L-VIR-2, L-VLF-2, and LB-GP
BUS-2 data buses are input through ARINC receivers to a multiplexer. The processor reads the multiplexer
data using the AD0-AD7 bus.

The cross-side attitude heading computer applies an ARINC 429 hi-speed data bus to the left channel of the
SDD. (Note that cross-side AHS data is received and displayed by the sensor display unit.) The R-AHC-3 bus
is input through an ARINC receiver and supplied to the receive port of a UART. The processor reads the
UART data using the AD0-AD7 bus. If an external FMS is installed, the L-FMS-1 bus is supplied to a simi-
lar circuit.

The microprocessor reads configuration data through a unit strap latch. The SDD can read several different
input data buses. Each possible input has a unique bus enable rear connector (P1) pin. When this rear con-
nector pin is hard wired to ground, the processor reads (instead of ignores) that input bus. The left channel
of the SDD is strapped to read the NAV (VIR), VLF (CMA), GP BUS (IAPS FMS), DME, and ADF data
buses.

The processor supplies display data to the ARINC UART using the AD0-AD7 bus. The UART provides serial
output to an ARINC 429 low-speed transmitter. The transmitted A-SDD-1 data bus is supplied to the SDU.

The microprocessor directly reads the SDU FAIL input from the SDU. This fail discrete is normally a ground
dc level, and switches to greater than +9-V dc or open when the SDU senses an internal failure. The pullup
resistor for this discrete is inside the SDD.

The two microprocessors transmit received navigation (not heading) data to each other on cross-channel data
buses. This connection allows both SDD output buses to contain pilot and copilot NAV data.

The right channel of the SDD is functionally identical to the left channel. Power is provided by the number 2
+28-V dc aircraft supply.

The right SDD channel receives data bus inputs from the right side NAV receivers. The R-ADF-2 (optional),
R-DME-2, R-VIR-2, R-VLF-2 (optional), RB-GP BUS-2 (optional), and L-AHC-3 data buses are supplied to
connector P2. Rear connector bus enable pins are strapped to read applicable buses.

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Figure 4-4. ADS (Air Data System) Overview

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4.3.3 ADS (Air Data System)

[Link] Overview

The ADS contains two air data computers, two reference control panels, and two signal interface adapters.
The ADS is a dual system; the number 1 (pilot side) system is identical to the number 2 (copilot) system. Re-
fer to Figure 4-4. Each LRU is described below:

ADC-850D Number 1 Air Data Computer

ARP-851 Number 1 Air Data Reference Panel
SIA-850 Number 1 Signal Interface Adapter
ADC-850D Number 2 Air Data Computer
ARP-851 Number 2 Air Data Reference Panel
SIA-850 Number 2 Signal Interface Adapter

The number 1 ADC-850D is an instrument grade air data sensor/processor. Pitot and static pneumatic in-
puts and a temperature sensor input provide raw air data information to the computer. The ADC also re-
ceives operator/display select input (from the ARP), reference inputs (from the IAPS), and cross-side air data
(from the number 2 ADC). The ADC applies processed air data to the large displays (IDS), to a pair of in-
put/output data concentrators (IAPS), to an attitude heading computer (AHS), and to the cross-side air data
computer. Internal relays toggle discrete airspeed and altitude outputs for use by aircraft systems.

The number 1 ARP-851 is 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 optional remote switches) to the left ADC computer.

The number 1 SIA-850 signal interface adapter converts the analog angle-of-attack signal from the number 1
stall warning system into ARINC 429 format for input to the Collins avionics system. The SIA output is sup-
plied through the ADAS and the IAPS input/output data concentrators to the PFDs.

The copilot (number 2) ADS system operates identically to the number 1 system described above. At this
level of description, the only difference between the two systems is the L/R designation of the data bus out-
puts.

Each remote ADC reversion switch toggles a transfer relay. If the number 1 ADC fails, the pilot ADC rever-
sion switch may be toggled to supply (valid) data from the number 2 ADC to the left side units. If the num-
ber 2 ADC fails, the copilot ADC reversion switch may be toggled to supply (valid) data from the number 1
ADC to the right side units. An interlock prevents both sides from being transferred at the same time.

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Figure 4-4-1 (Sheet 1 of 7). ADS System Schematic (ADC 1)

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[Link] System Schematic

Refer to Figure 4-4-1, sheet 1. This sheet shows the front assembly pneumatic sensors and ARINC 429 I/O
interfaces of the left side ADC-850D. The next sheet shows the two microprocessors (absolute and differen-
tial) controlling these functions.
This sheet shows the following ADC absolute circuits: the ADM circuit, the ARINC 429 low-speed interfaces,
and the absolute air data sensor circuit. This sheet shows the following ADC differential circuits: the ADM
circuit and the differential air data sensor circuit. Note that other absolute and differential circuits are
shown on sheet 2.
The ADM circuit contains an absolute PROM and a differential PROM. These PROMs contain aircraft
type/binary codes, temperature sensor coefficients, maximum VMO/MMO, and various other aircraft pecu-
liar configuration data. The absolute PROM is addressed by the absolute microprocessor through a decoder
circuit. Absolute PROM data is read directly onto the absolute data bus. The differential PROM is addressed
by the differential microprocessor through a similar decoder circuit. Differential PROM data is read directly
onto the differential data bus.
The ADC handles all ARINC 429 interfaces using a single ARINC UART. This UART is accessed by the ab-
solute microprocessor through a transceiver circuit. The LA GP BUS 1 data bus input from the IAPS sup-
plies FCS selected air data reference values. This ARINC input and a sampling of the UART output are mul-
tiplexed 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 supplied to the UART
and then serially transmitted to three ARINC drivers.
The L-ADC-1 output bus is supplied through a relay to input/output concentrators in the IAPS. This bus
provides air data parameters for use by other systems. The L-ADC-2 output bus is supplied to the cross-side
large displays and through a relay to the onside attitude heading computer. This bus provides TAS data to
the AHRS and secondary air data to the right displays. The L-ADC-3 output bus is supplied to the onside
large displays. This bus provides primary air data to the left displays.
The front assembly of the ADC contains the absolute (Ps) and the differential (Qc) air data sensors and sup-
porting circuitry. Two absolute sensors form an altitude sensor. Each of these absolute sensors receives air
from the onside static port.
A single differential sensor contains two independent sensors that together form an airspeed sensor. One-
half of the differential sensor receives air from the onside static port, and the other half receives air from the
onside pitot port. The supporting circuitry for both the absolute and the differential sensors is identical.
The two absolute sensors operate together to detect and load an altitude air data input onto the absolute
data bus. Each sensor receives bias (bridge voltage/chop) from a control circuit. The sensor contains loops
that return pressure (P) and temperature (T) signals to the controller. These signals are received and proc-
essed to apply variable duty cycle pulse-width outputs to a multiplexer at an 80-Hz rate. An 80-Hz multi-
plexer provides calibration logic to both absolute sensors. A latch decodes calibration control data from the
absolute data bus. This data is supplied to the 80-Hz multiplexer, which functions as a calibration timer for
both sensors. This circuit ensures that either sensor 1 or sensor 2 (never both) is in calibration mode. Every
15 seconds, one sensor is put into calibration mode. During this calibration period, the other sensor applies
valid pressure and temperature outputs. Then, the previously active sensor is put into calibration mode and
the other one (previously being calibrated) becomes active. This ensures that the active sensor is always
properly calibrated.
The multiplexer circuit receives the pressure and the temperature pulse-width signals from both absolute
sensors. Latch logic enables the multiplexer to apply this data to a counter network. This counter network
formats the data for use by the microprocessor and ensures the integrity of the sensor data. The multiplexed
data is sequenced through this network in a way that recognizes the active (not calibration) signals; the
counter output is then supplied onto the absolute data bus.
The differential sensor circuit is nearly identical to that described above. The two halves of the differential
sensor operate like individual absolute sensors. Inputs from the static and the pitot ports are used to provide
the airspeed sensor function. This circuit is controlled by, and provides data to, the differential microproces-
sor using the differential data bus.

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Figure 4-4-1 (Sheet 2 of 7). ADS System Schematic (ADC 1)

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Refer to Figure 4-4-1, sheet 2. The number 1 +28-V dc aircraft supply powers the left ADC. A separate pin
provides +28-V dc standby power. The input power is filtered, varistor protected, and supplied to a pulse-
width modulator power supply. The pulse-width modulator generates internally required voltage levels and
the power levels required by the sensors.

The absolute microprocessor (A3) is an interrupt driven system. Foreground task execution is regularly ini-
tiated by a 50-ms NVI interrupt. These normal routines execute until a vectored interrupt requests a micro-
processor action. These vectored interrupts occur whenever a designated task requires microprocessor atten-
tion (i.e., ARINC transmit buffer becomes empty).

The absolute microprocessor operates a 16-bit bidirectional data bus. An address latch functions with a de-
coder circuit to generate the required address and chip enables from this microprocessor bus. A data trans-
ceiver provides 2-way data flow between the microprocessor bus and the absolute data bus. The absolute
data bus gathers the following information for use by the processor: sensor PROM data, nonvolatile RAM
data, altitude offset data, test mode data, discrete strap data, identification data, and FIFO data. Note that
this bus also gathers ARINC I/O data, ADM data, and altitude sensor data as described previously for sheet
1 of the system schematic. The absolute data bus provides microprocessor generated FIFO control, FIFO
data, and annunciator control output information.

An addressable sensor data PROM provides sensor related parameters required by the processor. Nonvola-
tile RAM memory retains key data parameters between flights (power-down). A dipswitch (S501) sets an al-
titude offset to compensate for variations in sensor hardware. The TEST button applies a discrete ground
when requesting self-test mode.

Rear connector straps provide source ident (open for left ADC) and configuration select discrete data. A
VMO/MMO select input discrete becomes +28 V dc when the autopilot is engaged; the maximum operating
airspeed/mach value is increased when engaged. A strut switch input discrete is a ground when the airplane
is on the ground. These discretes are buffered onto the data bus. A dipswitch (S201) sets an LRU identifica-
tion code required by the processor. The FIFO circuit brings temperature sensor, RS-422 related data, and
airspeed sensor data to the A3 microprocessor.

The absolute processor applies FIFO control through a decoder to read differential data and to write the
above described absolute data into the FIFO for use by the A7 processor. Both processors share data with
each other. The absolute microprocessor also applies annunciator control through a decoder circuit. The de-
coder applies a voltage to turn on a transistor switch, which lights the applicable FAULT or VALID annun-
ciator. These annunciators light after the TEST button is pressed to show the self-test result.

The differential microprocessor (A7) is also an interrupt driven system. A 50-ms NVI interrupt and various
vectored interrupts function as previously described for the A3 processor.

The differential microprocessor operates a 16-bit bidirectional data bus. An address latch functions with a
decoder circuit to generate the required address and chip enables from this microprocessor bus. A data
transceiver provides 2-way data flow between the microprocessor bus and the differential data bus. The dif-
ferential data bus gathers the following information for use by the processor: sensor PROM data, nonvolatile
RAM data, ARP input data, cross-side ADC input data, temperature sensor data, and FIFO data. Note that
this bus also gathers ADM and airspeed sensor data as described previously for sheet 1 of the system sche-
matic. The differential data bus provides microprocessor generated FIFO control, FIFO data, ADC crosstalk,
and relay control logic.

An addressable sensor data PROM provides sensor related parameters required by the processor. Nonvola-
tile RAM memory retains key data parameters (baro set and pressure altitude) between flights. The RS-422

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L-ARP-1 data bus provides operator input to the system. This L-ARP-1 data is received and supplied
through an ACIA onto the differential data bus. The R-ADC-4 RS-422 data bus provides crosstalk input from
the right ADC. This data bus is received and supplied through a different ACIA onto the differential data
bus. This ACIA also reads microprocessor generated output data and applies a serial output to an RS-422
driver. This driver applies the L-ADC-4 crosstalk output to the right ADC.

An external temperature sensor provides a variable 500-Ohm impedance level input to the ADC. The specific
sensor impedance varies with temperature. This impedance level is sensed, converted to a frequency, and
loaded onto the differential data bus by a 16-bit counter.

The FIFO circuit brings discrete data, ARINC 429 related data, and altitude sensor data to the A7 micro-
processor. This processor generates FIFO control through a decoder to read data and to write data into the
FIFO for use by the A3 processor.

The differential processor applies relay control logic through a decoder/driver circuit. The decoder/driver ap-
plies individual grounds to selectively energize internal relays when appropriate. A relay energizes when the
preprogrammed altitude, overspeed warn 1, airspeed + altitude, or overspeed warn 2 value is exceeded. The
energized relay then switches a reference back to a (non-Collins) aircraft system. The relay trip points are
listed below.

ALT relay: Altitude > 18 100 feet

OVSPD WARN 1 relay: VMO + 2 knots
IAS + ALT relay: (IAS < 170 knots) and (Altitude < 16 300 feet)
OVSPD WARN 2 relay: VMO + 4 knots
(Optional) MACH relay: > 0.7 Mach

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Figure 4-4-1 (Sheet 3 of 7). ADS System Schematic (ARPs)

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Refer to Figure 4-4-1, sheet 3. The ARP-851 is a control panel that provides operator input to the air data
system. Each ARP contains VS reference, airspeed reference, barometric pressure correction, preselect alti-
tude, and temperature controls. Each ARP supplies control panel switch position and remote switch position
information to the onside ADC computer. The number 1 ARP is described below.

The number 1 +28-V dc aircraft supply powers the left ARP. The input power is varistor protected and sup-
plied 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. Optional
FL180 and OVSPD external switches are also wired to the ARP and read by the processor. The FL180 switch
enables or disables the flight level 180 alert indication. The OVSPD switch tests the overspeed warn relay.

The microprocessor applies formatted data to an RS-422 driver. The driver applies this left side operator in-
put data on the L-ARP-1 bus to the left ADC.

The number 2 +28 V dc aircraft supply powers the right ARP. This control panel provides formatted right
side operator input data on the R-ARP-1 bus to the right ADC.

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Figure 4-4-1 (Sheet 4 of 7). ADS System Schematic (SIAs)

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Refer to Figure 4-4-1, sheet 4. The SIA-850 is a signal interface adapter that converts an analog dc angle-of-
attack (AOA) signal into ARINC 429 format for use by the avionics system. Each SIA converts the AOA out-
put from the onside stall warning system into a data input to one channel of the DAU. The number 1 SIA is
described below.

The number 1 +28-V dc aircraft supply powers the left SIA. The input power is filtered and supplied to a
power supply circuit. The power supply generates the internally required voltage levels.

The left (non-Collins) stall warning system provides an analog dc voltage input and a discrete flag input to
the left SIA. The analog input consists of three wires from a potentiometer circuit. The reference voltage
(REF V) and return voltage (REF/SIGNAL RETURN) provide limit inputs. The wiper voltage (SIGNAL V) is
an analog voltage that varies with the normalized angle-of-attack. This (0 to 10 V dc) AOA signal is proc-
essed by an input buffer, digitized, and then loaded onto the AD0-AD7 microprocessor data bus.

The microprocessor also reads two discrete inputs. The FLAG input (P1-40) is normally high, and changes to
a ground level if the AOA input signal becomes invalid. The SOURCE IDENT strap input (P1-23) 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 AD0-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 L-SIA-1 bus to the left channel of the DAU.

This normalized angle of attack data is supplied through the DAU (and IAPS) to the PFD. The ADC supplies
AOA programmable constants (stored in the ADM circuit) to the PFD. The PFD uses this data to compute
the stall airspeed range, and generates the “low speed cues.” Note that the SIA does not provide the stall
warning function for the aircraft, but only processes AOA data so that the PFD can display a visual indica-
tion of approaching stall conditions.

The number 2 +28 V dc aircraft supply powers the right SIA. The SOURCE IDENT strap input (P1-23) is
grounded for the right SIA. This unit processes angle-of-attack information from the right stall warning sys-
tem, and applies AOA data on the R-SIA-1 bus to the right channel of the DAU.

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Figure 4-4-1 (Sheet 5 of 7). ADS System Schematic (ADC 2)

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Refer to Figure 4-4-1, sheet 5. This sheet shows the front assembly pneumatic sensors and ARINC 429 I/O
interfaces of the right side ADC-850D. The next sheet shows the two microprocessors (absolute and differen-
tial) controlling these functions.

This sheet shows the following ADC absolute circuits: the ADM circuit, the ARINC 429 low-speed interfaces,
and the absolute air data sensor circuit. This sheet shows the following ADC differential circuits: the ADM
circuit and the differential air data sensor circuit. Note that other absolute and differential circuits are
shown on sheet 6.

The ADC handles all ARINC 429 interfaces using a single ARINC UART. This UART is accessed by the ab-
solute microprocessor through a transceiver circuit. The RA GP BUS 1 data bus input from the IAPS sup-
plies FCS selected air data reference values. This ARINC input and a sampling of the UART output are mul-
tiplexed 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 supplied to the UART
and then serially transmitted to three ARINC drivers.

The R-ADC-1 output bus is supplied through a relay to input/output concentrators in the IAPS. This bus
provides air data parameters for use by other systems. The R-ADC-2 output bus is supplied to the cross-side
large displays and through a relay to the onside attitude heading computer. This bus provides TAS data to
the AHRS and secondary air data to the left displays. The R-ADC-3 output bus is supplied to the onside
large displays. This bus provides primary air data to the right displays.

Internal ADC operation is described on a previous page.

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Figure 4-4-1 (Sheet 6 of 7). ADS System Schematic (ADC 2)

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Refer to Figure 4-4-1, sheet 6.

The number 2 +28-V dc aircraft supply powers the right ADC-850D. Internal ADC operation is described on
a previous page.

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Figure 4-4-1 (Sheet 7 of 7). ADS System Schematic

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Refer to Figure 4-4-1, sheet 7 for AMS-850 system air data reversionary switching. This sheet shows the pi-
lot and copilot ADC reversion switches and transfer relays. The operator uses an ADC reversion switch to
select the cross-side ADC input to his instruments and computers if his (onside) ADC fails.

Normally, each ADC computer provides data bus outputs directly to some LRUs and through a multicontact
stepping relay to other units. Each relay is energized by the onside ADC reversion switch. Note that a step-
ping relay requires (only) momentary supplied voltage to mechanically toggle. Then, when voltage is resup-
plied, the relay toggles again.

When the pilot ADC reversion switch is set to 1 (normal), the relay passes L-ADC-1 to IOC 1A/1B, an open
discrete to PFD/ND/MFD 1, L-ADC-4 to ADC 2, R-ADC-4 from ADC 2, L-ADC-2 to AHC 1, and +28 V dc to
the arm of the copilot ADC reversion switch. The left IAPS concentrators, left displays, and left AHRS com-
puter use onside air data. When this switch is set to 2 (reversion) the relay passes R-ADC-1 TO IOC 1A/1B, a
ground discrete to PFD/ND/MFD 1, R-ADC-2 to the AHC 1, an open to the arm of the copilot ADC reversion
switch, and opens the ADC-4 crosstalk buses. The left side units use offside air data.

When the copilot ADC reversion switch is set to 2 (normal), the relay passes R-ADC-1 to IOC 2A/2B, R-ADC-
2 to AHC 2, R-ADC-4 to ADC 1, L-ADC-4 from ADC 1, and an open discrete to PFD/MFD 2. The right IAPS
concentrators, right AHRS computer, and the right displays use onside air data. When this switch is set to 1
(reversion), the relay passes L-ADC-1 to IOC 2A/2B, L-ADC-2 to AHC 2, a ground discrete to PFD/MFD 2,
and opens the ADC-4 crosstalk buses. The right side units use offside air data. Note that if the pilot selects
ADC reversion, the copilot ADC reversion switch does not function. An interlock between the ADC switches
prevents the copilot from selecting the ADC 1 computer if pilot action indicates the ADC 1 has failed.

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Figure 4-5. AHS (Attitude Heading System) Overview

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4.3.4 AHS (Attitude Heading S ystem)

[Link] Overview

The AHS system provides attitude gyro, directional gyro (compass), and accelerometer functions. The AHS
contains two remote mounted attitude heading computers, two internal compensation modules, and two flux
detector units. The AHS is a dual system; the number 1 (pilot side) system is identical to the number 2 (co-
pilot) system. Refer to Figure 4-5. Each LRU is described below:

AHC-85E Number 1 Attitude Heading Computer

ICU-85 Number 1 Internal Compensation Unit
FDU-70 Number 1 Flux Detector Unit
AHC-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 and (optional) TCAS systems. The AHC also generates 3-axis body rate and linear accelera-
tion outputs for use by the flight control computer. A battery provides backup power to sustain the AHC
through short power outages.

The AHC receives digital true airspeed (TAS) from the selected air data system, magnetic flux sensor input
from the onside FDU-70, compass compensation from the onside ICU-85, FAST SLAVE/STIM logic from re-
mote switches, and STRUT switch logic from the aircraft data acquisition system. This input data and inter-
nal piezoelectric sensor data are processed by the AHC. The computer applies data bus outputs to the left
IAPS concentrators, the left flight control computer, the optional TCAS transmitter-receiver, and to the dis-
plays. A discrete initialization output is provided to the ADAS system.

The number 1 ICU-85 is a compensator module that plugs into the front of the number 1 AHC-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 to the number 1 AHC-85E, which are used to compute the aircraft magnetic heading angle.

The copilot (number 2) AHS system operates the same as the number 1 system described above. The number
2 AHC computer applies data bus outputs to the right IAPS concentrators, the right flight control computer,
and to the large displays.

Each remote AHS reversion switch toggles a discrete input to the onside large displays. These units then
use/display attitude and heading data from the selected AHC computer. Refer to Figure 4-3.

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Figure 4-5-1 (Sheet 1 of 4). AHS System Schematic (AHC/FDU/ICU 1)

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[Link] System Schematic

Refer to Figure 4-5-1, sheet 1. This sheet shows the number 1 FDU-70; the number 1 ICU-85; and the head-
ing, compensation, initialization, and ARINC 429 I/O interface circuits of the number 1 AHC-85E. The next
sheet shows the microprocessor controlling these AHC functions.

The FDU is a 2-axis sensor that measures the horizontal component of the earth’s magnetic field and gener-
ates outputs that are used to detect the sine and the cosine of the aircraft magnetic heading angle. The FDU
consists of two orthogonally positioned coils, each suspended in the horizontal plane. Each coil contains a
primary (excitation) and a secondary (sensing) winding.

The primary winding of each coil is excited by a 400-Hz signal generated in the AHC. These SIN EXC and
COS EXC excitation signals are 400-Hz triangle waves. The FDU secondary coil windings return SIN SIG
and COS SIG signals to the AHC. The duty cycle of these FDU output signals is maintained at 50% by ad-
justing the dc current flow through each coil to cancel the effect of the earth’s magnetic field. A flux detector
electronics circuit and two summing circuits control this loop. The two dc current values are proportional to
the sine and cosine of the aircraft magnetic heading angle. Corresponding DC SIN HDG and DC COS HDG
voltages are supplied through a heading multiplexer and a/d converter to the microprocessor.

The ICU is a plug-in module that provides the AHC compensation function. Compensation cancels “hard
iron” errors (single cycle compensation) and flux detector misalignment (index compensation). The AHC pro-
vides ±5 V dc excitation to all three potentiometers in the compensator. A switch on the ICU module selects
setup mode. This mode slows the multiplexing, so that dc compensation voltages can be read on a voltmeter.
In setup mode, the potentiometers are adjusted (according to an alignment procedure) to provide specific dc
voltage bias corresponding to the sine, cosine, and index compensations for that installation. Sine compensa-
tion cancels north/south “hard iron” error. Cosine compensation cancels east/west “hard iron” error. Index
compensation cancels FDU misalignment (heading) error. After these three potentiometers have been prop-
erly adjusted, the setup switch is turned off.

The ICU interface is controlled by the ICU compensation circuit. This circuit contains a buffer and a multi-
plexer. The ICU provides a setup mode discrete and the sine/cosine/index compensation voltages to this cir-
cuit. The setup mode logic discrete is supplied through a buffer onto the microprocessor data bus. The three
compensation voltages are supplied through a compensation multiplexer and a/d converter to the processor.

The initialization interface consists of a +28 V dc driver controlled by the microprocessor. Data is generated
to apply a discrete +28 V dc (100-mA) L-AHC INIT output to the DAU data acquisition unit during AHC ini-
tialization. This pulsed output may be used to light a panel annunciator.

The ARINC 429 I/O interface consists of an air data receiver circuit and three high-speed transmitter cir-
cuits. An ARINC UART controls this interface. The microprocessor data bus brings air data input from the
UART to the processor during receive mode and carries AHC output data from the processor to the UART
during transmit mode. The processor generates UART control to select receive or transmit mode.

The selected air data computer applies an L-ADC-2 (or R-ADC-2) data bus to an ARINC receiver. This air
data bus contains TAS information that is used to compensate for false alignment errors that can occur
during maneuvers. This data is supplied to the receive port of the UART and read by the processor on the
data bus.

Microprocessor generated output data is supplied to the UART. This data contains processed pitch/roll atti-
tude, heading, body rate, and linear acceleration parameters. When the UART is enabled to transmit, this
output data is supplied to three ARINC 429 high-speed drivers. The L-AHC-1 data bus is supplied to both
left IAPS concentrators and to the left FCC computer. The L-AHC-2 output bus is supplied to the left
PFD/ND/MFD displays. The L-AHC-3 output bus is supplied to the right PFD/MFD displays, to the optional
TCAS transceiver, and through the SDD sensor display driver to the SDU display.

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Figure 4-5-1 (Sheet 2 of 4). AHS System Schematic (AHC 1)

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Refer to Figure 4-5-1, sheet 2. This sheet shows the other half of the number 1 AHC-85E computer. This por-
tion of the AHC contains the power supply, microprocessor, inertial sensors, and discrete I/O interface.
The number 1 +28 V dc aircraft supply powers the left AHC. A separate set of pins provides +28 V dc battery
backup power. The power supply circuits use switching and linear regulators to generate internally required
voltage levels.
The battery backup circuit will switch on and power the AHC for up to 11 minutes should the primary +28 V
dc input power level drop below a preset limit. An internal battery powers RAM memory to retain key pa-
rameters during a power loss. Note that the AHC will not initialize on battery power alone.
The power supply also contains a power monitor circuit. This circuit causes the data bus outputs to indicate
“invalid” data, should any of the various power supply outputs exceed preset limits.
The microprocessor controls AHC operation using a 16-bit bidirectional data bus. This data bus gathers the
following information for use by the processor: nonvolatile RAM data, EPROM memory data, air data valid
logic, sensor attitude data, and discrete data. Note that this bus also gathers heading, compensation, and
ADS data as described previously for sheet 1 of the system schematic. This data bus also provides micro-
processor generated initialize logic and ARINC output information, as described for sheet 1. A timing control
circuit allows the microprocessor to apply chip select enables to various devices in the AHC.
The nonvolatile RAM retains key AHS parameters during a power loss. EPROM memory contains executa-
ble routines and control algorithms required by the processor to perform the AHC function. The digital air
data valid input is a strap that selects (normal) digital ADC operation. Sensor attitude data provides pitch
rate, roll rate, yaw rate, and 3-axis acceleration information to the processor. The discrete data input pro-
vides selectable options and configuration information to the processor.
Attitude data is sensed by two identical inertial sensors. Each inertial sensor contains combinational
rate/acceleration sensors (bimorphs) to provide 2-channel redundancy for monitoring purposes. Each sensor
assembly receives independent wheel power and motor drive excitation for individual integrity. Sensor op-
eration is based on the use of piezoelectric accelerometers. Each sensor contains four miniature piezoelectric
elements mounted on a spinning structure. A synchronous motor ensures a constant spin speed. Two rate-
sensing elements are mounted orthogonal to the spin axis, and two acceleration sensing elements are
mounted along the spin axis of the sensor assembly. Each sensor element is a cantilevered piezoelectric
“bender” that generates a voltage proportional to the bending moment caused by acceleration force on the
mass of the element. An alignment circuit maintains sensor calibration. The resultant rate and acceleration
voltages are FM converted and supplied to gyro I/O cards. These cards demodulate the dual rate and accel-
eration signals. The sensor 1 and sensor 2 signals are supplied through an attitude multiplexer and a/d con-
verter to the processor.
Discrete I/O data is read through a latch by the processor. This discrete data consists of strut switch logic,
box orientation logic, and source identification logic. Each of these inputs is tied to a pullup resistor at the
latch input. FAST SLAVE switch logic and (optional) STIM switch logic inputs are supplied to this latch cir-
cuit. The strut switch input is supplied from the ADAS system. This aircraft discrete is a logic ground when
the aircraft is on the ground and an open when the aircraft is airborne. Box orientation straps are installed
as shown, since the AHC is mounted with its front facing to the right; these straps define sensor axes to the
processor. The source ident straps are wired as shown for the number 1 AHC.
An optional remote STIM switch applies a momentary +28 V dc to control the computer STIM mode opera-
tion. A remote HEADING switch applies +28 V dc to select FREE gyro mode or an open to select SLAVE
mode. In FREE (DG) mode, the AHC does not use input from the FDU. In SLAVE (normal) mode, heading
computations in the AHC are slaved to the magnetic heading sensed by the FDU. When switching from
FREE to SLAVE, the AHC fast-slaves to the magnetic heading sensed by the FDU. A remote L/R switch ap-
plies +28 V dc to slew the heading computations and the heading displayed on the compass rose toward the
selected direction. These inputs are all supplied directly to the latch input (no pullup resistor).
The AHC also provides extensive in-line monitoring to detect failures affecting attitude or heading data.
These monitors include sensor rate comparison, sensor acceleration comparison, ROM (checksum) monitor,
RAM (bit pattern) monitor, bias compensation (initialization) monitor, watchdog timer (processor cycle time),
power supply (output levels) monitor, wheel speed (sensor spin tolerance) monitor, and a flux detector
(sine/cosine relationship) monitor. These monitors cause the microprocessor to flag the data outputs as “in-
valid” if an internal failure is detected.

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Figure 4-5-1 (Sheet 3 of 4). AHS System Schematic (AHC/FDU/ICU 2)

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Refer to Figure 4-5-1, sheet 3. This sheet shows the number 2 FDU-70; the number 2 ICU-85; and the head-
ing, compensation, initialization, and ARINC 429 I/O interface circuits of the number 2 AHC-85E. The next
sheet shows the microprocessor controlling these AHC functions.

Internal FDU, ICU, and AHC operation is described on a previous page.

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Figure 4-5-1 (Sheet 4 of 4). AHS System Schematic (AHC 2)

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Refer to Figure 4-5-1, sheet 4. This sheet shows the other half of the number 2 AHC-85E computer. This por-
tion of the AHC contains the power supply, microprocessor, inertial sensors, and discrete I/O interface.

Internal AHC operation is described on a previous page.

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Figure 4-6. FCS (Flight Control System) FCC-850A Overview

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4.3.5 FCS (Flight Control Syst em) FCC-850

[Link] Overview
The FCS system provides 3-axis autopilot/yaw damper, dual flight director, rudder boost, and automatic pitch
trim functions. The FCS contains two flight control computers and three primary servos. A non-Collins FCP
flight control panel provides the AP/YD and flight guidance control functions that are normally supplied by
Collins APP and MSP panels. The FCS is a dual system; the number 1 (pilot side) system is identical to the
number 2 (copilot) system. The two systems operate together to drive the servos and the non-Collins pitch trim
system. Refer to Figure 4-6. Each LRU is described below:

FCC-850A Number 1 Flight Control Computer

FCC-850A Number 2 Flight Control Computer
SVO-85B Elevator Servo
SVO-85B Aileron Servo
SVO-85B Rudder Servo
The number 1 FCC-850A is in the IAPS card cage. Computation circuits receive discrete control data from
cockpit switches, analog signals from the rudder pedal force sensors, attitude and heading data from the left
AHC computer, concentrator data from the IOCs, crosstalk data from the right FCC, and flight director
mode select/engage data from the FCP.

The FCC applies processed FCC-1 serial output through the IOCs to the large displays and to the ADAS sys-
tem. Flight director command and autopilot mode/status indications are supplied through the IOCs to the
large displays. Annunciator and rudder boost data is supplied through the IOCs to the DAU for processing.

The FCC also supplies monitor interlock, pitch trim fail logic, and mode acknowledge data to the FCP.
Cross-talk data is supplied to the right FCC. Servo-amplifier circuits in each FCC apply motor drive to one
side of each SVO servo, and process rate feedback from each servo.

Both FCC computers provide arm and command logic to the pitch trim system. This system is not supplied
by Collins. The pitch trim arm and command outputs cause the trim system to automatically run and null
the aerodynamic forces that the primary servo is required to hold. As pitch trim runs, rate feedback is gen-
erated and supplied to monitor circuits in both computers.

A proportional rudder boost function is built into the FCC computers. Rudder boost automatically provides
an assist that relieves excessive (total crew) force on the rudder pedals. This function is armed when the re-
mote RUDDER BOOST switch is set to ON, flaps are extended greater than 3 degrees, and no faults are de-
tected by FCC monitors. Then if the FCCs detect a large amount of (composite) rudder pedal force, a rudder
boost active bit is supplied through the IOCs to the DAU. The DAU toggles a relay to engage the rudder
servo. The FCCs drive the rudder servo an amount proportional to the pedal force. The FCC monitors apply
data through the IOCs and the DAU to light rudder boost annunciators on the FCP. Refer to sheet 7.

The number 2 FCC-850A operates as described above for the number 1 computer, except that it functions
with right side units.

The SVO-85B elevator servo physically positions aircraft control surfaces in the pitch axis. Differential mo-
tor drive is supplied from each FCC computer. A rate feedback analog is supplied to computation circuits in
both computers. The FCP applies clutch (engage) power.

The SVO-85B aileron servo physically positions aircraft control surfaces in the roll axis. Operation is as de-
scribed above.

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The SVO-85B rudder servo physically positions aircraft control surfaces in the yaw axis. Clutch (engage)
power is supplied by the FCP or by the rudder boost relay (if rudder boost is on). Operation is as described
above.

The FCP replaces conventional APP and MSP control panels. This panel provides one set of APP controls
and two independent sets of MSP mode select controls. The pilot and copilot use the APP controls to input
autopilot and yaw damper commands to the system. The FCP provides AP/YD engage logic to the FCCs and
clutch (engage) power to the servos. Note that in the Learjet 60 installation, conventional (APP) pitch wheel
and turn knob command functions are provided by the control wheel manual trim switches. Refer to the op-
eration section for details.

The pilot uses the left set of MSP controls to select the number 1 flight director modes. The copilot uses the
right set of MSP controls to select number 2 flight director modes. The FCP applies mode request logic to the
FCC computer on an MSP-1 bus. If conditions are appropriate for that mode, the FCC returns a mode ac-
knowledge to the FCP on the FCC-2 bus.

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Figure 4-6-1 (Sheet 1 of 7). FCS (FCC-850A) System Schematic (FCC 1)

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[Link] System Schematic

Refer to Figure 4-6-1, sheet 1. This sheet shows the I/O processor circuits of the number 1 FCC-850A flight
control computer. Sheet 2 shows the servo amplifier and the main processor circuits. Sheet 5 shows addi-
tional monitors and the pitch trim circuits.

Note that the FCC is inside the IAPS card cage. ICC-851A card cage pin numbers are shown on this figure
whenever a function can be accessed on an external connector. Refer to the L/P5 breakout connector pin
functions listed in Figure 4-2; other connections are internal to the IAPS. Refer to Figure 4-2-2 and LRM ta-
ble for FCC pin functions.

The 8-bit I/O processor controls the RS-422, ARINC 429, analog, and discrete data interfaces. This processor
also reads configuration PROM data, computes pitch trim relay/annunciator control, and generates servo
cutout and the 65 AP/YD monitor logic discretes. The I/O processor shares information with the main proc-
essor through addressable DMA RAM and fast data link circuits.

The I/O processor reset pin is controlled by power valid logic from the 1A PWR module; the processor auto-
matically reinitializes if the FCC input power (+28/+5/±12-V dc from 1A PWR) varies from preset tolerances.

RS-422 input and output data is handled by a dual ACIA. The left section of the (non-Collins) FCP supplies
pilot control/mode request data to the FCC on the L-MSP-1 data bus. This input is supplied through a re-
ceiver to the number 1 ACIA receive port. The right FCC supplies cross-side data on the R-FCC-3 data bus.
This input is supplied through a receiver to the number 2 ACIA receive port. The RS-422 received data is
read from the I/O data bus by the processor.

When the ACIA transmit mode is enabled, microprocessor generated data is read from the I/O data bus and
formatted for serial transmission. The ACIA applies pilot mode acknowledge data from its number 1 transmit
port. This serial output is supplied through a transmitter as the L-FCC-2 data bus output to the left section of
the FCP. The ACIA applies cross-side data from its number 2 transmit port. This serial output is supplied
through a transmitter as the L-FCC-3 data bus output to the right FCC.

ARINC 429 high-speed data is received from the AHS system and from both left side IOC data concentra-
tors. The L-AHC-1 bus supplies aircraft attitude and heading information to the microprocessor through a
receiver/label remapper (decoder) circuit. The LA-IOC-3 bus supplies ADS and AMS parameters from the 1A
IAPS concentrator. The LB-IOC-3 bus supplies redundant data from the other left IAPS concentrator. A
multiplexer is switched by the processor to select an IOC bus and load the concentrator data onto the I/O
data bus. The processor alternately selects between the two IOC buses approximately every 10 seconds.

The FCC generates an ARINC 429 high-speed data bus output to both of the left side IOC data concentra-
tors. Computed output data is read from the I/O data bus, converted to serial format, and supplied through a
transmitter to the IOCs. This L-FCC-1 output bus contains flight director mode and steering information
(mapped to the large displays), rudder boost request data (mapped to the DAU), and annunciator data
(mapped to the DAU).

Discrete/analog input data is multiplexed to the I/O processor. This data consists of configuration and option
status from the IAPS strapping plug and several external (non-IAPS) inputs. The strapping data is read by
the I/O processor through a dedicated multiplexer. The external inputs consist of discrete logic lines and 2-
wire analog signals. These inputs are level converted and read by the processor through a multiplexer net-
work.

The following input data is read through the multiplexer network:

• AP DISC A logic from the A sections of both aircraft switches. When either AP DISC switch is pressed,
+28-V dc is removed and the autopilot disconnects.

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• GO AROUND A logic from the A section of the aircraft switch. When the switch is pressed, +28-V dc is
supplied to select go-around mode.
• SYNC A logic from the pilot aircraft switch. When the switch is pressed, +28-V dc is supplied to change
vertical/lateral mode references to current flight values.
• AP MON and YD MON (interlock) logic to the FCP (sheet 5). This logic disengages the autopilot if inter-
nal monitors detect a failure.
• TRIM FB logic from the pitch trim driver circuit (sheet 5). This input allows the processor to monitor the
trim arm and trim command outputs.
• SVO MON FB logic from the servo monitor circuit (sheet 5). This monitor becomes invalid if a failure is
detected by the servo-amplifier circuits, the I/O processor, or the main processor.
• SVO CMD A analog from the d/a converter (sheet 2). This input allows the processor to monitor the three
left (channel A) computed servo-command signals.
• SVO ERROR A analog from the summing amplifiers (sheet 2). This input allows the processor to monitor
the three channel A servo-correction signals.
• SVO MOTOR B analog from the cross-side servo amplifiers (sheet 2). This input allows the processor to
monitor the three servo-drive signals from the other FCC.
• PITCH TRIM RATE analog from the pitch trim system (sheet 5). This input allows the processor to
monitor the trim servo-motor speed and direction of rotation.
• AP ENG LEVER UP A logic from the FCP. When the autopilot engage button is pressed, +28-V dc is
supplied to request autopilot engage.
• YD ENG LEVER UP A logic from the FCP. When the yaw damper engage button is pressed, +28-V dc is
supplied to request yaw damper engage.
• PITCH UP/DN A logic from the pilot trim switch. This input is +28-V dc while manual pitch command is
supplied to the autopilot. Move (but do not press) the pilot trim button to apply manual pitch command.
Note that this function is provided by the APP pitch wheel in a traditional system.
• ROLL RT/LT A logic from the pilot trim switch. This input is +28-V dc while manual roll command is
supplied to the autopilot. Move (but do not press) the pilot trim button to apply manual roll command.
Note that this function is provided by the APP turn knob in a traditional system.
• RUD BOOST ARM logic from the remote mounted aircraft switch. This input is +28-V dc when the
RUDDER BOOST switch is set to arm (ON) position.
• PEDAL SIGNAL A analog from the rudder pedal force sensor/signal conditioning unit. This input is part
of the rudder boost function; refer to sheet 7.
• PEDAL SIGNAL B analog from the rudder pedal force sensor/signal conditioning unit. This input is part
of the rudder boost function; refer to sheet 7.

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Figure 4-6-1 (Sheet 2 of 7). FCS (FCC-850A) System Schematic (FCC 1/SVOs)

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Refer to Figure 4-6-1, sheet 2. This sheet shows the main processor and servo-amplifier circuits of the num-
ber 1 FCC-850A flight control computer and the three SVO-85( ) primary servos.

The 16-bit main processor performs the FCC computation functions and generates the channel A elevator,
aileron, and rudder servo commands. This processor also reads configuration PROM data, computes pitch
trim control, and generates the 86 AP/YD monitor logic discretes. The main processor shares information
with the I/O processor through addressable DMA RAM and fast data link circuits.

Computed digital servo commands are converted to analog signals, RC filtered, and supplied to the three
servo-amplifier circuits. Command is removed by the I/O processor during cutout conditions. The enabled
servo amplifier processes this command and applies drive to one of the servo-motor terminals. The B channel
of the servo amplifier (FCC number 2) operates the same way, but generates a servo-motor command that is
equal in value but opposite in polarity to the channel A command. The voltage differential at the two motor
terminals is what ultimately causes the motor to run.

The analog elevator servo command is supplied to an inverting input of the summing amplifier. The SVO
RATE A analog feedback from the rate generator in the elevator servo is supplied to a noninverting input of
the summing amplifier. This SVO RATE A analog is integrated to derive a servo-position reference, which is
supplied to an inverting input of the summing amplifier. (Rudder channel integrator null switch is described
in a later paragraph.) The result of this summing operation represents the channel A servo-error correction
required to properly position the elevator servo. When the servo moves the aircraft elevators to the angular
position specified by the computed servo command, the summing amplifier zeros and the servo nulls. The
SVO ERROR A voltage is supplied to the servo monitor and to midvalue voter circuits in both FCC comput-
ers.

The midvalue voter circuit compares the SVO ERROR A voltage, the SVO ERROR B voltage (from the other
FCC), and ground. The voter passes the middle voltage level to the torque limiter. The voter is a safety de-
vice that prevents faults from causing servo rotation.

The torque limiter functions with the torque rate limiter to generate and apply programmed torque com-
mand voltage to the power amplifier. The torque limiter limits the peak command voltage; the torque rate
limiter integrates the voltage input to cause it to build at a precisely controlled rate. The elevator channel
contains a discrete input (L/P1-78) that selects high-torque programming when flaps are less than 13 de-
grees. (Rudder channel hi/low torque programming is described in a later paragraph.) The resulting pro-
grammed torque command voltage is power amplified and supplied as the SVO MOTOR A voltage to pin P1-
A of the elevator servo. The SVO MOTOR A voltage also is supplied to the servo monitor and to the cross-
channel FCC.

The power amplifier converts the torque command voltage input to a current output to drive the servo motor.
When no input is supplied to the amplifier, the output is biased at approximately +14-V dc (half the +28-V dc
bus voltage). Since both motor terminals are at +14-V dc, there is no motor current. When a nonzero torque
command voltage is supplied, the power amplifier converts this voltage to a specific servo-motor drive cur-
rent. Because the B channel servo command is of the opposite polarity, one power amplifier sources current
and the other sinks current. The resulting current flow causes the motor to run in the corresponding direc-
tion until the servo-rate feedback equals the computed servo command (plus position), and the amplifier
nulls.

The SVO-85B elevator servo and the SMT servo mount function as a precise drive mechanism to control the
displacement of the aircraft primary elevator control surfaces. The SVO consists of a permanent magnet dc
motor, a dual rate generator, an electromechanical engage clutch, and a precision multistage gear train. The
servo mount consists of an override safety slip clutch and a capstan that connects the servo to the aircraft
control surface.

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Servo-motor drive is supplied from both channels of the servo amplifier as previously described. Channel A
motor drive is provided by the left FCC, and channel B motor drive is provided by the right FCC. The voltage
differential across the motor leads causes current to flow, which turns the servo motor.

When the motor runs, the dual rate generator also runs a corresponding amount. This generator provides
two individual feedback outputs to the FCC servo-amplifier circuits. The SVO RATE A output is supplied to
a summing amplifier in the left FCC; the SVO RATE B output is supplied to a summing amplifier in the
right FCC.

When the autopilot is engaged, +28-V dc engage clutch power is supplied from the (non-Collins) FCP to en-
ergize the SVO clutch coil. When this coil is energized, the clutch couples the motor torque through the pre-
cision gear train to turn the capstan. The capstan mechanically moves the linkage connected to the aircraft
control surface.

The aileron and the rudder servo-amplifier circuits are identical to those described for the elevator amplifier.
The main microprocessor generates aileron and rudder servo commands and applies them to the proper
summing amplifier. These circuits apply channel A motor drive to the aileron and the rudder servos respec-
tively.

Note that the rudder channel contains two additional (rudder boost) circuits. A discrete input (L/P1-77) se-
lects high-torque programming when rudder boost is active, flaps are 0-degrees, or when the autopilot is en-
gaged. Another circuit switches the rudder servo rate integrator to zero the position signal (to summing am-
plifier) during rudder boost. These circuits and the RC servo command filters define the FCC-850A model for
the Learjet 60 installation.

The aileron SVO-85B servo and its associated SMT mount control the displacement of the aircraft primary
aileron control surfaces. Engage clutch power is supplied from the FCP.

The rudder SVO-85B servo and its associated SMT mount control the displacement of the aircraft primary
rudder control surfaces. Engage clutch power is supplied from either the FCP (YD engaged) or the rudder
boost relay circuit shown on sheet 7.

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Figure 4-6-1 (Sheet 3 of 7). FCS (FCC-850A) System Schematic (FCC 2)

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Refer to Figure 4-6-1, sheet 3. This sheet shows the I/O processor circuits of the number 2 FCC-850A flight
control computer. Sheet 4 shows the servo amplifier and the main processor circuits. Sheet 5 shows addi-
tional monitors and the pitch trim circuits.

Note that the FCC is inside the IAPS card cage. ICC-851A card cage pin numbers are shown on this figure
whenever a function can be accessed on an external connector. Refer to the R/P5 breakout connector pin
functions listed in Figure 4-2; other connections are internal to the IAPS. Refer to Figure 4-2-2 and LRM ta-
ble for FCC pin functions.

Internal FCC operation is described on a previous page.

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Figure 4-6-1 (Sheet 4 of 7). FCS (FCC-850A) System Schematic (FCC 2)

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Refer to Figure 4-6-1, sheet 4. This sheet shows the main processor and servo-amplifier circuits of the num-
ber 2 FCC-850A flight control computer.

Internal FCC operation is described on a previous page.

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Figure 4-6-1 (Sheet 5 of 7). FCS (FCC-850A) System Schematic (FCCs)

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Refer to Figure 4-6-1, sheet 5. This sheet shows both FCC-850A servo-monitor, interlock monitor, and pitch
trim circuits.

Each FCC computer contains a servo-monitor circuit that checks the validity of various functions in the
servo-amplifier circuits. The elevator SVO ERROR A and SVO ERROR B voltages are compared, to check
that they are approximately equal to each other and have opposite polarity. The elevator SVO MOTOR A
and SVO MOTOR B voltages are added together and compared with the elevator servo power level; this
comparison checks that the two motor voltages vary from the null level (+14-V dc) by an equal and opposite
amount (i.e., +15-V dc and +13-V dc). If the error check and the torque (motor) check are both within accept-
able tolerances, the elevator SVO MON FB logic is valid. This discrete is read by the I/O processor through a
multiplexer (sheet 1/3). Identical monitor checks are performed on the aileron and the rudder servo voltages.

The FCC interlock monitor circuit performs combinational logic checks to generate the interlock discretes
that enable the FCP engage circuits. These monitors consist of the three SVO MON FB servo monitors (de-
scribed above) and four internal processor monitors. The elevator SVO MON FB, aileron SVO MON FB, 65
AP MON (I/O processor autopilot monitor), and 86 AP MON (main processor autopilot monitor) conditions
must all be valid to apply a valid +28-V dc APMON INTLK output to the AP engage circuit in the flight con-
trol panel. The rudder SVO MON, 65 YD MON (I/O processor yaw damper monitor), and 86 YD MON (main
processor yaw damper monitor) conditions must all be valid to apply a valid +28-V dc YD MON INTLK out-
put to the YD engage circuit in the flight control panel. These interlocks are also read by the I/O processor
through a multiplexer (sheet 1/3).

Both FCC computers function together to apply pitch trim control to the (non-Collins) pitch trim system.
Each FCC contains two decoding latches, a trim relay, trim arm circuits, and trim command circuits.

The left FCC generates channel A pitch trim control. A latch circuit decodes trim fail logic and (internal)
trim relay enable logic from the D0-D7 I/O processor bus. If the processor detects a failure, trim fail logic
switches a transistor to apply a TRIM FAIL ANN A ground output to light the pitch trim fail annunciator in
the FCP. Decoded (internal) trim relay enable logic energizes a 2-pole trim relay. When energized, this relay
passes the L/P4-N TRIM RELAY PWR A voltage to the FCC trim arm/command circuits, and passes the
L/P2-66 ground to an external TRIM DN relay. This part of the relay is an interlock between the FCC trim
channels that ensures that trim-up command and trim-down command cannot be supplied at the same time.

A second latch in the left FCC decodes trim arm enable and trim command enable logic from the D0-D15
main processor bus. The decoded trim arm enable activates the trim arm circuit. TRIM RELAY PWR A from
the energized (internal) trim relay is supplied as the TRIM ARM DN A output to energize the external TRIM
DN relay. This relay switches three sets of contacts that disable the TRIM UP relay, connect the TRIM CMD
DN A output to the pitch amplifier, and connect the TRIM RELAY PWR A voltage to the trim system.

The decoded trim command enable activates the trim command circuit. TRIM RELAY PWR A from the en-
ergized (internal) trim relay is chopped at a 1-Hz rate. The resulting variable duty cycle (+28-V dc/open
pulses) TRIM CMD DN A output is supplied through the energized TRIM DN relay to an external pitch am-
plifier assembly. The pitch amplifier assembly (E254) supplies gain-adjusted trim command to the pitch trim
system, and returns PITCH TRIM RATE feedback to both FCC computers.

The right FCC provides channel B pitch trim control. This circuit generates the pitch TRIM FAIL ANN B
annunciator output, TRIM ARM UP B output, and TRIM CMD UP B output. Operation is as described above
for the channel A circuits. Note that the trim arm and command outputs are monitored by the I/O processor
through a multiplexer (sheet 1/3).

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Figure 4-6-1 (Sheet 6 of 7). FCS (FCC-850A) System Schematic (FCP)

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Refer to Figure 4-6-1, sheet 6. This sheet shows the (non-Collins) FCP flight control panel and several air-
craft switches. The FCP contains autopilot/yaw damper control switches, pilot flight director mode select
switches, copilot flight director mode select switches, a transfer indicator, a pitch trim fail annunciator, and
rudder boost annunciators.

Normally +28-V dc power is supplied through the AP DISC switches to FCP (and FCC) discrete inputs.
When either AP DISC switch is pressed, power is removed and the autopilot and yaw damper disengage.

When the GO AROUND switch is pressed, +28-V dc power is supplied through the switch to the FCP (and
FCC). The autopilot (only) disengages and the FCC generates fixed pitch-up and heading-hold commands.

When either FD OFF switch is pressed, +28-V dc power is supplied through the switch to FCP. Press the
switch on the non-coupled side to turn that flight director off; steering commands and FCS mode annuncia-
tions are removed from that PFD display. The switch on the coupled side is not functional.

When the ANN TEST switch is pressed, a ground is supplied through the switch to the FCP. This ground
causes the FCP annunciators to light.

When either control wheel MANUAL TRIM switch is pressed, +28-V dc power is supplied through the switch
to the FCP. The autopilot (only) disengages. When the stall warn monitor (on either stick shaker) trips, +28-
V dc power is supplied to the FCP. The autopilot (only) disengages.

The FCP supplies +28-V dc engage clutch power to the servos. When the autopilot is engaged, clutch power
is supplied to the elevator and aileron servos. When the yaw damper is engaged, clutch power is supplied to
the rudder servo (through an aircraft relay).

Rudder boost active and off/fail discretes are supplied to the FCP. These discretes light the FCP rudder boost
annunciators.

The FCP provides independent interface with both FCC computers. The interface with the left FCC is de-
scribed below. Pilot mode select information is coded onto the L-MSP-1 bus to the number 1 FCC computer.
If the FCC determines that conditions are appropriate for that mode, acknowledge data is returned to the
FCP on the L-FCC-2 bus. This data causes an FCP indicator to light.

The FCP applies +28-V dc YD ENG LEVER UP logic and AP ENG LEVER UP logic discretes to the number
1 FCC. These discretes are high when engaged. The FCC computer applies YD MON INTLK and AP MON
INTLK discretes to the FCP. These discretes are high when FCC monitors are valid. The FCC also applies a
TRIM FAIL ANN discrete to the FCP. This discrete is a ground when a failure is detected; an FCP annun-
ciator lights.

The FCP interface with the right FCC is identical to that described above for the left FCC.

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Figure 4-6-1 (Sheet 7 of 7). FCS (FCC-850A) System Schematic

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Refer to Figure 4-6-1, sheet 7. This sheet shows the rudder boost “yaw force interface” and related aircraft
switch/relay wiring. The proportional rudder boost function is built into the FCC computers. Rudder boost is
designed to provide a rudder assist that reduces the amount of pedal force required during an engine-out
situation. Transducers monitor the amount of force on each pilot/copilot rudder pedal. A (non-Collins) signal
conditioning unit processes the pedal force into voltage outputs that are supplied to the FCC computers. If
the total crew pedal force exceeds a predetermined level, the rudder servo engages and the FCCs command
the servo to run an amount proportional to this force.

The yaw force interface contains two sensors, one monitors the pilot push rod and the other monitors the co-
pilot push rod. Dual strain gauge outputs from the pilot sensor are combined with the dual strain gauge out-
puts from the copilot sensor to generate composite CHANNEL A SIGNAL and composite CHANNEL B SIG-
NAL outputs. These ± dc signals are supplied to analog receivers in both FCC computers. Note that each
FCC receives both the CHANNEL A and CHANNEL B signals. The sensor analog is 18 mV/pound; +V =
steer left.

A remote RUDDER BOOST switch arms or disables the rudder boost function. This switch applies a +28-V
dc arm discrete to both FCCs (IAPS pin P2-30) and to several aircraft relays. Rudder boost is armed when
this switch is set to ON, flaps are extended greater than 3 degrees, and no failures are detected by FCC
monitoring of rudder boost. When the RUDDER BOOST switch is set to OFF, rudder boost is disabled and
the amber RB (off/fail) annunciator on the FCP lights.

Several aircraft relays are operated by RUD BOOST ACTIVE discrete logic from the DAU. When the FCCs
detect at least 50 pounds of pedal force, a rudder boost active bit is coded onto the FCC output bus. The IOCs
map this data to the DAU, which applies discrete ground outputs to energize the relays.

The FCC selects low-torque programming when the TRQ PGM input (IAPS pin P1-77) is open. A relay
switches +28 V dc to this pin if flaps are 0 degrees, the RUD BOOST ACTIVE discrete from the DAU is on,
or if the autopilot is engaged. This selects high-torque programming. Note that the FCP applies autopilot
engage logic to a non-Collins relay board. This AP ENG LEVER UP voltage switches an FET (not shown) on
the board to generate the AP ENG ground shown on sheet 7.

When rudder boost is active, automatic rudder servo engage is enabled. The rudder servo engage clutch may
be powered by the FCP flight control panel or by the rudder boost relays. Either source energizes another
relay to apply FCP/BOOST ENGAGE power to the servo. Normally, the FCP applies +28 V dc from pin P1-
12 to engage the rudder servo when the YD button is pressed on. If both RUD BOOST ACTIVE discretes
from the DAU are on, relays switch +28 V dc to engage the rudder servo and switch a ground to FCP pin P1-
40. This ground lights the green RB (active) annunciator on the FCP.

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Figure 4-7. AMS-850 (Avionics Management System) Overview

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4.3.6 AMS-850 (Avionics Mana gement System)

[Link] Overview

The AMS system provides cockpit management, flight management, diagnostic, and optional AFIS informa-
tion functions. Cockpit management functions include: large display format/mode control, weather radar
control, checklist display, and remote (secondary) radio sensor tuning. The AMS contains a single or dual
FMS flight management subsystem. Flight management functions include: lateral point-to-point navigation
(using multiple NAV sensors), vertical navigation (VNAV), and lateral/vertical steering command outputs to
the flight control system. Most of the avionics system diagnostic functions are resident in the FMC comput-
ers (refer to the maintenance section for details). AFIS is a non-Collins airborne flight information system
that provides message exchange and reception of weather/flight plan data.

The single AMS system contains two control display units, two altitude awareness panels, a course heading
panel, a single flight management computer (consists of two LRMs), a data base unit, and a copilot CDU
coupler. Note that this is a single AMS (also single FMS) system, even though two CDU controllers are in-
stalled. The optional dual AMS (also dual FMS) system includes two flight management computers (four
LRMs); the CDU coupler is not required. Refer to Figure 4-7. Each unit is described below:

CDU-860/860A Number 1 Control Display Unit

CDU-860/860A Number 2 Control Display Unit
AAP-851 Number 1 Altitude Awareness Panel
AAP-851 Number 2 Altitude Awareness Panel
CHP-850 Course/Heading Panel
FMC-851C Flight Management Computer (quantity 1 or 2)
FMC-852C Navigation Computer (quantity 1 or 2)
DBU-4000 Data Base Unit
CDC-850C Control Display Coupler (quantity 1 or 0)

The number 1 CDU-860 provides primary mode selection for left side PFD, weather radar, and the flight man-
agement functions. The CDU also provides a secondary method of entering radio frequencies and codes (sup-
plied to the onside RTU). The CDU applies mode selection and control data through the left FMC to the IAPS
data concentrators. A reversion switch blanks the CDU when set to 2.

The number 2 CDU-860 is on the copilot side of the instrument panel and provides mode selection for the
right side PFD, weather radar, and flight management functions. The CDU applies mode selection and con-
trol data through the CDC (or right FMC) to the IAPS data concentrators. A reversion switch blanks the
CDU when set to 1.

The CDU-860A is the same as the CDU-860, but also contains an AFIS interface card for use with the non-
Collins AFIS DMU data management unit. An AFIS button causes the CDU to display AFIS page data.
Other CDU controls are the same.

The number 1 AAP-851 provides pilot side radio altitude control functions. Use the AAP to select decision
height altitude, reporting altitude, and minimum descent altitude. This data is supplied through the left CDU
to the number 1 FMC-851C (in the IAPS). The AAP also contains an RA TEST button that applies a discrete
output (to the RAC-870) to initiate self-test mode in the ALT-55B radio altimeter.

The number 2 AAP-851 is on the copilot side of the instrument panel. Radio altitude control data is supplied
through the right CDU to the CDC (or right FMC). An RA TEST button also applies a discrete output (to the
RAC-870) to initiate self-test mode in the ALT-55B.

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The CHP-850 provides course selection, heading selection, and joystick control outputs. Two course knobs
allow independent left/right courses to be selected through the CDUs. A single, ganged heading knob pro-
vides selected heading outputs to both of the CDUs. The joystick scrolls MFD page data or selects a position
on an MFD map display.

The number 1 FMC-851C and the FMC-852C computers are in the IAPS card cage and function together as
one flight management computer. This integrated computer communicates with the left CDU, cross-side
CDC/FMC, IAPS data concentrators, MFD display, and DBU disk drive.

The number 1 FMC-851C receives CDU keyboard and AAP/CHP control words on the L-CDU-1 bus; proc-
essed page data is then returned to the left CDU on the L-FMS-3 bus. Cross-channel data is exchanged with
the CDC/FMC 2 on the L-FMS-4 and R-FMS-4 buses. All four IAPS data concentrators supply information to
the FMC-851C on the IOC-4 buses; these four buses provide a redundant set of left/right parameters re-
quired by the flight management and diagnostic systems. The FMC-851C applies display control data on the
L-FMS-1 data bus (through IAPS concentrators) to the large displays. The FMC-851C also generates geo-
graphic map, FMS page, and diagnostic data. This information is transmitted to the MFD (on the L-FMS-2
data bus) when requested.

The number 1 FMC-852C provides navigation and flight guidance functions for the left integrated flight
management computer. This unit also provides the disk drive interface with the DBU-4000.

The DBU-4000 is a 3-1/2-inch (high-density) disk drive that is used to load data base updates (etc.) into system
memory or to download diagnostic data (etc.) onto a disk. The DBU contains a disk drive unit and the associ-
ated disk controller circuits. Serial data is supplied to the FMC-852C on a dedicated bus, and read from the
FMC on another dedicated bus.

The CDC-850C CDU coupler is in the IAPS card cage. This LRU processes keyboard and AAP/CHP data
from the right CDU and returns page formatted display data to the CDU just like the FMC-851C. However,
the CDC does not contain any flight management processing circuits. Communication with the cross-side
FMC circuits and the IAPS concentrators is as described above for the FMC-851C.

In a dual AMS system, a second pair of FMC computers is installed in the IAPS instead of the CDC coupler.
These computers provide a complete and independent AMS system for the copilot. Two MFDs are also in-
stalled with the dual AMS option. A joystick select switch connects the CHP joystick to either the MFD 1 or
the MFD 2.

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Figure 4-7-1 (Sheet 1 of 16). AMS-850 System Schematic (AAPs)

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[Link] System Schematic

Refer to Figure 4-7-1, sheet 1. This sheet shows the AAP-851 altitude awareness panels.

Each AAP contains knobs and switches that allow the operator to select radio altitude related parameters.
The number 1 AAP inputs commands to the pilot side CDU (and then into the left FMC-851C). The number
2 AAP inputs commands to the copilot side CDU (and then into the CDC or right FMC). AAP controls in-
clude a descent height (DH) knob and SET switch, an RA TEST button, an RPT/MDA function selector, and
a reporting altitude (or minimum descent altitude) knob and SET switch. 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 deci-
sion height value. Press 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 de-
cision height display. When decision height is displayed, rotate 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 discrete levels
set by a rotary 3-state logic generator. One of the three following voltage pairs is sequentially generated at
the SET A (P1-1) and SET B (P1-2) 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 to select radio altimeter self-test mode. When this button
is pressed (on either of the AAP panels), a discrete ground is supplied to the RAC in the radio sensor system.
The RAC then initiates the ALT self test mode.

The RPT/MDA toggle switch selects the function of the rotary knob/pushbutton switch assembly at the left
end of the panel. 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.

The knob on the left portion of the panel is a rotary knob and pushbutton switch assembly, similar to the DH
knob/switch assembly previously described. This control selects onside reporting altitude or minimum de-
scent height, as determined by the RPT/MDA toggle switch. Press the SET switch to apply a momentary
ground discrete to the onside CDU. This discrete selects or deselects the PFD reporting altitude (or mini-
mum descent altitude) display; rotate the knob to apply SET A and SET B 3-state logic to change the dis-
played value. The SET A and SET B voltage outputs (pins P1-7/8) are as previously described for the DH
knob.

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Figure 4-7-1 (Sheet 2 of 16). AMS-850 System Schematic (CHP)

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 BUSINESS AND REGIONAL SYSTEMS
SYSTEM MANUAL
Learjet 60 Avionics System

Learjet 60 Avionics System

SYSTEM MANUAL (523-0776648, 3RD EDITION, DATED JAN 20/99)

TEMPORARY REVISION NO. 2

Insert facing page 4-141.

Subject: Selected Heading Bug Operation

The following information will be added at the next revision to the manual as part of paragraph
[Link] System Schematic which begins on page 4-139. The information is supplementary and does
not negate or contradict existing schematic descriptions. Refer to the existing text on page 4-141 for
CHP-850 Selected Heading Left/Right (A/B) operation.

Selected Heading Bug Operation

The selected heading symbol, or bug, rotates around the compass card. On a partial compass card,
the selected heading bug will be displayed whenever the associated portion of the compass card is
in view. While the bug is not in view, a selected heading vector will provide the angular indication of
the selected heading value.

The bug is positioned relative to the compass symbol by the following algorithm:

Selected Heading value = (Left Selected Heading + Right Selected Heading)

The CHP 850 heading knob/switch is a dual-control rotary knob and pushbutton switch assembly.
When the knob is rotated, HDG-1 and HDG-2 logic is supplied to the FMC 851( ) or to the ERP, if
Universal Navigator is installed. The signal is then digitized and sent to the respective side of the
IAPS. The IAPS IOC 851A will then map the label on to the IOC-1 bus to be sent to the display. The
display will then sum the LA IOC 1 bus with the RA IOC 1bus (Selected Heading value = (Left
Selected Heading + Right Selected Heading)) to calculate the displayed heading bug position.

For example: If 60 degrees is read against the lubber line and left selected heading is 20 degrees
and the right selected heading is 20 degrees, the bug is positioned on the 40 degree mark of the
compass card.

In the event that a Selected Heading word is NCD or Fail, the last valid value received is used in
the summing process. The selected heading values are initialized to zeros at power up.

Temporary Revision 2 Page 1 of 1

523-0776648-02311A Jul 16/02
 theory of operation 523-0776651

Refer to Figure 4-7-1, sheet 2. This sheet shows the CHP-850 course/heading panel. The CHP contains a joy-
stick, two course select controls, and a heading select control.

The joystick applies up/left/down/right directional commands to control the MFD display. In a single
AMS/MFD system, the JS COM center lead is wired to a ground in the (only) MFD 2. This reference level is
returned as the JS UP, JS LT, JS DN, or JS RT cursor command to the MFD 2. In a dual AMS/MFD system,
a joystick select switch is installed so the joystick can control either MFD (never both at once). This switch
connects the JS COM lead to P1-9F of the selected MFD.

The CHP provides two identical course knob assemblies. The CRS 1 knob/switch provides course control in-
puts to the pilot CDU. The CRS 2 knob/switch provides course control inputs to the copilot CDU.

The CRS 1 knob/switch is a rotary knob and pushbutton switch assembly. Rotate this knob to change the
selected course display on the pilot displays. When the knob is rotated, CRS-1 SEL A/B logic is supplied from
the CHP through the left CDU to the left FMC-851C. This CRS-1 SEL A/B output 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 (P1-8) and SET B (P1-7) 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

Press the CRS-1 control to apply a momentary ground CRS-1 DIRECT TO discrete to the CDU. This discrete
is transmitted through the CDU to the left FMC-851C and causes the selected course value to 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 CDU to the CDC (or right FMC).
This control changes the selected course display on the copilot displays.

The HDG knob/switch is a dual-control rotary knob and pushbutton switch assembly. Rotate this knob to
change the selected heading value on both left and right side displays. When the knob is rotated, HDG-1
SEL A/B logic and HDG-2 SEL A/B logic are supplied through the CDUs to the left FMC-851C and the CDC
(or right FMC) respectively. This HDG SEL A and SEL B voltage output is identical to the CRS SEL A and
SEL B output described above.

Press the HDG control to apply momentary HDG-1 SYNC and HDG-2 SYNC ground discretes through the
CDUs to the left FMC-851C and the CDC (or right FMC). This action zeros any heading error and makes the
selected heading the active heading.

Note that the left and right CDU interfaces are completely separate from each other. Each interface ground
is isolated from the other and tied to an internal ground in the appropriate CDU.

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Figure 4-7-1 (Sheet 3 of 16). AMS-850 System Schematic (CDU 1)

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Refer to Figure 4-7-1, sheet 3. This sheet shows the power, data bus I/O, and display portions of the number
1 CDU-860 control display unit. Sheet 4 shows the panel I/O and the keyboard/line key portions of the unit.
Refer to sheet 13 for CDU-860A.
The number 1 +28-V dc aircraft supply powers the left CDU. The low-voltage power supply generates inter-
nally required voltage levels, powers the video power supply, and provides drive to the high-voltage regula-
tor. The video power supply generates additional voltage levels required by the video circuits, as well as the
screen (300-V dc) and filament (heat) outputs to the crt. A discrete ground from the onside CDU reversion
switch disables the power supply when the switch is set to the 2 (reversion) position.
The high-voltage regulator provides drive to the high-voltage power supply. A feedback (V sense) line pro-
vides a monitor return used to regulate the amount of drive. The high-voltage supply outputs are the anode
(15-kV dc) and focus (2.7- to 4.3-kV dc) levels supplied to the crt. A power monitor circuit provides a shut-
down control, which disables the high-voltage supply (through the regulator) and blanks the display if power
limits or phosphor protect limits are exceeded.
A single microprocessor directly reads the L-FMS-3 input bus, directly writes the L-CDU-1 output bus, and
controls the crt display operation. This processor also reads input data from the control panels and the key-
board assembly. The L-FMS-3 RS-422 input bus brings page formatted display data from the left FMC-851C
computer. The L-CDU-1 RS-422 output bus supplies CDU keyboard control data and AAP/CHP panel control
data to the left FMC-851C computer. The microprocessor uses three ports to control CDU operation. Port 0
sources the primary internal 8-bit bidirectional data bus. This D0-D7 bus provides display information to the
character generator through a FIFO and gathers program memory data, AAP/CHP panel control data, and
CDU keyboard data for use by the processor. Port 1 is used to read RPT/MDA knob function selection from
the onside AAP, to read internal FAIL logic, and to address a control decoder. Port 2 is used to address the
program PROM and the control decoder.
The character generator is a stroke draw circuit that provides the video and deflection drive to illuminate
images on the screen. A FIFO (first in first out) memory circuit provides data transfer between the micro-
processor (D0-D7) and the stroke draw circuits (char). Character color and character select display informa-
tion are decoded from the microprocessor bus.
The character color information is supplied to a video generator. The video generator converts this informa-
tion into red, green, and blue video color outputs. These color outputs are supplied to the three cathode driv-
ers in the video amplifier. A video delay is added to sync the cathode drive with the yoke deflection signals.
The character select information is supplied to a character sequence counter. This circuit counts out the ad-
dress of the selected character. Character PROMs “look up” the character associated with this address and
apply appropriate timing and digital deflection outputs. The timing associated with the selected character is
supplied as a control input to the draw time counter. This counter generates appropriate video delay and
multiplexer control logic. The video delay is supplied to the video generator and the video amplifiers to en-
sure that the cathode drive and deflection outputs are supplied simultaneously to the crt assembly.
The digital deflection output from the character PROMs is supplied to two multiplexer circuits. These multi-
plexers are enabled by control logic from the draw time counter to decode horizontal and vertical analog de-
flection voltages. The POS knob signal is added to the vertical analog deflection voltage (POS adjusts CDU
display/line key relative positioning). The position voltages are integrated and then adjusted for proper off-
set, gain, and linearity. The resultant horizontal and vertical screen position voltages are converted to cur-
rent outputs by the deflection power amplifiers. These current outputs are supplied to the yoke of the crt as-
sembly and deflect the electron beam to the proper X and Y coordinates on the screen.
The front panel BRT knob input and the +28-V dc lighting bus input are supplied to an intensity control cir-
cuit. This circuit provides analog screen intensity bias output to the video amplifiers.
A power monitor circuit generates shutdown/fail protection outputs if crt levels or power levels exceed preset
limits. The vertical deflection return voltage (from the yoke) and a sampling of the red, green, and blue video
drive signals are supplied to a phosphor protect circuit. If any of these signals become excessive or get lost,
damage to the crt could result. The phosphor protect circuit then applies a discrete which trips the power
monitor. The +24-V dc power reference level is also monitored and will trip the power monitor should this
level become unacceptable. When either of these two conditions occurs, the power monitor shuts down the
high-voltage regulator (to prevent damage to the crt) and toggles a transistor to report a fail condition to the
microprocessor.

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Figure 4-7-1 (Sheet 4 of 16). AMS-850 System Schematic (CDU 1)

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Refer to Figure 4-7-1, sheet 4. This sheet shows the panel I/O and the keyboard/line key portions of the
number 1 CDU-860 control display unit. Sheet 3 shows the rest of the unit. Refer to sheet 14 for CDU-860A.

Discrete data from the pilot side AAP and the CHP is supplied to a latch circuit. This panel I/O data is read
from the latch onto the D0-D7 bus by the microprocessor and supplied to the left FMC-851C computer.

The following discrete inputs are received from the AAP. RPT (ground)/MDA (open) SEL logic is read di-
rectly by port 1 of the processor; this discrete defines the function of the AAP unlabeled control knob as ei-
ther 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 dis-
play. SET A/B logic is read through the latch; this 3-state logic input changes the reporting altitude or
minimum descent altitude display. Refer to sheet 1 for a description of SET A/B logic. 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 to the AAP ground to ensure common reference.

The following discrete inputs are received from the CHP. The SWITCH COM-1 ground is wired to 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 momen-
tary 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 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 to detect activity. Any keyboard or line key action is encoded onto the D0-D7 microproc-
essor data bus.

Note that discrete outputs from the two large knobs are latched onto the data bus, not read through the key-
board encoder.

The line keys are used primarily to input menu selections. The keyboard contains format select keys, radio
tune keys, FMS/NAV control keys, scroll keys, and a set of alphanumeric keys.

A brightness control knob and a position control knob provide potentiometer inputs to circuits shown on
sheet 3. The BRT knob controls display intensity. The POS knob controls text display and line key relative
positioning.

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Figure 4-7-1 (Sheet 5 of 16). AMS-850 System Schematic (CDU 2)

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Refer to Figure 4-7-1, sheet 5. This sheet shows the power, data bus I/O, and the display portions of the
number 2 CDU-860 control display unit. Sheet 6 shows the panel I/O and the keyboard/line key portions of
the unit. Refer to sheet 15 for CDU-860A.

Internal CDU operation is described on a previous page.

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Figure 4-7-1 (Sheet 6 of 16). AMS-850 System Schematic (CDU 2)

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Refer to Figure 4-7-1, sheet 6. This sheet shows the panel I/O and the keyboard/line key portions of the
number 2 CDU-860 control display unit. Sheet 5 shows the rest of the unit. Refer to sheet 16 for CDU-860A.

Internal CDU operation is described on a previous page.

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Figure 4-7-1 (Sheet 7 of 16). AMS-850 System Schematic (FMC-851C 1)

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Refer to Figure 4-7-1, sheet 7. The number 1 FMC-851C operates with the number 1 FMC-852C to function
as one complete left side flight management computer. Sheet 7 shows the FMC-851C; sheet 8 shows the
FMC-852C.

Note that the FMC-851C is inside the IAPS card cage. ICC-851A card cage pin numbers are shown on this
figure whenever a function can be accessed on an external connector. Refer to the L/P5 breakout connector
pin functions listed in Figure 4-2; other connections are internal to the IAPS. Refer to Figure 4-2-2 and LRM
tables for FMC and CDC pin functions.

The FMC-851C contains the CDU I/O, ARINC 429 I/O, and data base processor portions of the flight manage-
ment computer. The 1B PWR module in the IAPS supplies the required ±12/+5-V dc power levels.

A 16-bit microprocessor controls FMC-851C operation using a bidirectional address/data bus that interfaces
with two latch/transceiver circuits. One latch/transceiver circuit provides communication with the local ad-
dress and data bus, and the other provides communication with the system address and data bus. The proc-
essor also generates parallel SBUS outputs that are used to provide both system and local bus control. An
INTERRUPT discrete from the FMC-852C provides a direct access line to the processor. A PWR VALID dis-
crete from the 1B PWR module resets the processor if any power output varies from preset limits.

The local latch decodes local address from the AD0-AD15 bus. The local transceiver provides 2-way data
transfer between the 8-bit local data bus and the AD0-AD15 bus. This data bus gathers program data from
local RAM and PROM memory, discrete data from an input latch, received data from the 4 UARTs, and
stored time/date from the clock chip. The data bus also supplies processed data to the local RAM, a bank se-
lect latch (data base memory function), an output latch (direct INTERRUPT access to the FMC-852C proces-
sor), the four UARTs, and the clock chip (manual clock input).

Local memory consists of PROM and nonvolatile RAM. Local address is supplied through a decoder to access
the local memory. The PROM contains executable routines required to perform the FMC-851C function. The
nonvolatile local RAM stores selected course, selected heading, DH alert value, MDA value, RPT ALT value,
WXR control words, flight plan data, radio tune preset values, and diagnostic data. The local RAM is pow-
ered by a battery level monitor and power switch. An on-board battery provides backup for the +5-V dc level
that normally is used to power the RAM (also the clock chip). The battery voltage level (A1 LOW BATT) is
monitored by the processor.

An input latch reads the discrete warn, ident strap, and the battery level monitor discrete inputs. The DISC
WARN input from the 1B PWR module becomes a ground level to warn the processor that the PWR module
is preparing to shut down. The ident strap is open, since this is a left side FMC computer. The A1 LOW
BATT discrete becomes a ground level when the local RAM keep-alive battery becomes weak. The A2 LOW
BATT discrete becomes a ground level when the system data base RAM keep-alive battery becomes weak.

The four UARTs allow the FMC-851C to communicate with other LRUs in the aircraft. A dual UART controls
RS-422 communication with the left CDU and with cross-side circuits in the CDC (or right FMC). The L-CDU-
1 data bus is input through a UART receive port; this bus brings CDU keyboard and AAP/CHP panel control
input data to the FMC-851C. The transmit port of this section of the UART applies the L-FMS-3 data bus back
to the onside CDU; this bus provides page data for display on the CDU. The other section of this UART con-
trols crosstalk with the CDC (or right FMC). The R-FMS-4 data bus is input through a UART receive port; this
bus performs part of a general data transfer function. The transmit port of this UART section applies the L-
FMS-4 data bus back to the CDC (or right FMC); this bus completes the data transfer function.

A pair of UARTs provide the ARINC 429 high-speed communication with the IAPS input/output concentra-
tors and MFD display. The LA-IOC-4 and the LB-IOC-4 data buses are supplied through receivers and al-
ternately switched to the receive port of the IOC UART. These two buses provide redundant left side IAPS
data to the FMC-851C. Bus switching occurs approximately at 10-second intervals, allowing the processor to

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monitor (switch to) the backup bus. Input data includes radio parameters, MFD map request data, and di-
agnostic codes from the left side avionics. The transmit port of this UART returns an L-FMS-1 data bus to
the 1A and 1B concentrators in the IAPS. This bus supplies radio tune data, lateral/vertical waypoint data,
FMS (latitude, longitude, track, position) data, control panel (course, heading, altitude) data, PFD mode se-
lect data, and weather radar control data.

The RA-IOC-4 and the RB-IOC-4 data buses are supplied through receivers, and alternately switched to the
receive port of the MFD UART. These two buses provide redundant right side IAPS data to the FMC-851C.
Bus switching occurs approximately at 10-second intervals, allowing the processor to monitor (switch to) the
backup bus. Input data includes radio parameters, MFD map request data, and diagnostic codes from the
right side avionics. The transmit port of this UART returns an L-FMS-2 data bus to the MFD; this is a dedi-
cated bus that supplies requested map/page data directly to the MFD for display. This bus provides geo-
graphic map data, checklist page data, diagnostic page data, and related page data information. This bus
goes to the MFD 1 (dual AMS systems) or to the MFD 2 (single AMS systems).

The system data base memory is contained on board A2. This memory consists of two banks of RAM, which
may be accessed by both the FMC-851C and the FMC-852C using the system address and data bus. This
nonvolatile memory stores checklist, route, and data base information.

A latch/transceiver circuit provides communication between the AD0-AD15 microprocessor bus and the sys-
tem buses. System address (SA0-SA19) is latched from the AD0-AD15 bus and used to access both banks of
RAM and the bank selector. The transceiver allows the FMC-851C processor to read from and write to the
addressed RAM, using the SD0-SD15 system data bus.

A bank selector generates the protocol that allows either FMC module access to this memory. This selector
receives bank select logic and bus control from both modules, as well as system address information. Control
is generated to enable the appropriate bank and byte of 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 proc-
essor should the battery level become too low.

A system bus control/arbiter circuit functions with a similar circuit in the FMC-852C to ensure that both
modules can use this shared memory. Parallel SBUS data provides microprocessor direction to this circuit. A
dedicated bus clock supplies 8-MHz synchronized timing to the system bus control/arbiters in both modules.
RAM status is monitored, and memory enable is administered through the bank selector.

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Figure 4-7-1 (Sheet 8 of 16). AMS-850 System Schematic (FMC-852C 1)

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Refer to Figure 4-7-1, sheet 8. The number 1 FMC-852C operates with the number 1 FMC-851C to function
as one complete left side flight management computer. This sheet shows the FMC-852C computer; sheet 7
shows the FMC-851C.

Note that the FMC-852C is inside the IAPS card cage. ICC-851A card cage pin numbers are shown on this
figure whenever a function can be accessed on an external connector. Refer to the L/P5 breakout connector
pin functions listed in Figure 4-2; other connections are internal to the IAPS. Refer to Figure 4-2-2 and LRM
tables for FMC and CDC pin functions.

The FMC-852C contains the navigation/flight guidance processor and the disk drive interface portions of the
flight management computer. The 1B PWR module in the IAPS supplies the required +5-V dc power level.

A 16-bit microprocessor and an associated coprocessor control FMC-852C operation using a bidirectional ad-
dress/data bus and two latch/transceiver circuits. One latch/transceiver circuit provides communication with
the local address and data bus, while the other provides communication with the system address and data
bus. The processor also generates parallel SBUS outputs that are used to provide both system and local bus
control. An INTERRUPT discrete from the FMC-851C provides a direct access line to the processor. A PWR
VALID discrete from the 1B PWR module resets the processor if any power output varies from preset limits.
A DISC WARN discrete ground warns the processor that the PWR module is preparing to shut down.

The local latch decodes local address from the AD0-AD15 bus. The local transceiver provides 2-way data
transfer between the 8-bit local data bus and the AD0-AD15 bus. This data bus gathers program data from
local RAM and PROM memory, discrete data from an input latch, and read data from the DBU disk drive.
The data bus also supplies processed data to the local RAM, a bank select latch (data base memory function),
an output latch (direct INTERRUPT access to the FMC-851C processor), and write data to the DBU disk
drive.

Local memory consists of PROM and nonvolatile RAM. Local address is supplied through a decoder to access
the local memory. The PROM contains executable routines required to perform the FMC-852C function. The
nonvolatile local RAM stores the FMS track value and NAV/flight guidance parameters. The local RAM is
powered by a battery level monitor and power switch. An on-board battery provides backup for the +5-V dc
level that normally is used to power the local RAM. The battery voltage level (LOW BATT) is monitored by
the processor.

An input latch reads the discrete warn, ident strap, and the battery level monitor discrete inputs. The DISC
WARN input from the 1B PWR module becomes a ground level to warn the processor that the PWR module
is preparing to shut down. The ident strap is open, since this is a left side FMC computer. The LOW BATT
discrete becomes a ground level when the local RAM keep-alive battery becomes weak.

A latch/transceiver circuit provides communication between the AD0-AD15 microprocessor bus and the sys-
tem buses. System address (SA0-SA19) is latched from the AD0-AD15 bus and used to access the data base
RAM resident on the FMC-851C. The transceiver allows the FMC-852C processor to read from and write to
the addressed RAM, using the SD0-SD15 system data bus. System RAM provides storage memory that is
used during a data transfer.

A system bus control/arbiter circuit functions with a similar circuit in the FMC-851C to ensure that both
modules can use the shared memory. Parallel SBUS data provides microprocessor direction to this circuit.
The 8 MHz BCLOCK from the FMC-851C supplies synchronized timing to the system bus control/arbiters in
both modules.

A dual UART provides serial data transfer with the DBU-4000 data base unit. The DBU contains a disk
drive and disk controller circuits. The processor applies (write) disk data through a UART transmit port and
an RS-422 transmitter to the DBU. The processor receives (read) disk data from the DBU through an RS-422
receiver and a UART receive port. Note that the FMC-852C also contains a disk decoder/controller circuit
that is reserved for use with a parallel DBU.

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Figure 4-7-1 (Sheet 9 of 16). AMS-850 System Schematic (DBU)

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Refer to Figure 4-7-1, sheet 9. This sheet shows the DBU-4000 data base unit. The DBU contains a 3-1/2-
inch high density disk drive that is used to upload route, checklist, crew notes, and data base information
into system memory. The DBU is also used to download route, crew notes, and fault history data onto a disk.

The DBU contains eight full-duplex RS-422 serial interfaces, a power supply, microprocessor, and disk drive
assembly. In the Learjet 60 installation, one serial interface is used in a single AMS system and two inter-
faces are used in a dual AMS system.

The number 1 FMC-852C applies (write) file data on the L-FMS-5 bus to the DBU. This data input is sup-
plied through a protection circuit and receiver to a 1-of-8 select multiplexer. The multiplexer selects this in-
put and applies the data through a UART to the processor. The number 2 FMC-852C (if installed) supplies
write data to the DBU on the R-FMS-5 bus. This data input is also processed through the multiplexer, as de-
scribed above.

During a disk read operation, the processor applies the (read) file data to the UART and enables the UART
to transmit this data to a 1-of-8 select multiplexer. The multiplexer selects this input and applies it through
RS-422 transmitter and protection circuits. The DBU-1 bus is supplied to the number 1 FMC-852C; the
DBU-2 bus is supplied to the number 2 FMC-852C (if installed).

+28 V dc aircraft power is supplied through a protection circuit to an internal power supply. The power sup-
ply generates required voltages and provides discrete monitor/valid outputs. The power supply provides a
regulated +5 V dc voltage for general use and a separate +5 V dc VDRV voltage to power the disk drive. The
+5 V dc output lights a POWER indicator whenever voltage is present. The VDRV PWR output is enabled
during disk operations. The PWR WARN discrete alerts the processor to an undervoltage condition; the
processor inhibits disk drive operation while the voltage is unstable. The PWR VALID discrete provides a +5
V dc valid input to the monitor circuit. A temperature monitor alerts the processor to an under-temp condi-
tion; the processor inhibits disk drive operation if the temperature is below 0°C.

A microprocessor controls internal operation using a bidirectional address/data bus. The processor uses this
AD0-AD7 bus to transfer I/O data with the UART, memory data with PROM/RAM, and disk data with the
disk drive assembly. A latch decodes device control logic and address to internal memory. A transceiver pro-
vides interface with the disk controller. The processor also generates a REFRESH clock to the monitor and a
DRV PWR ENBL discrete to the power supply.

The heartbeat and power monitor resets the processor and lights the FAIL indicator if a problem is detected.
The monitor receives a REFRESH clock from the processor and PWR VALID logic from the power supply.
The monitor resets the processor if program execution time becomes excessive, the internal self test fails, or
if +5 V dc power is invalid. If a hardware failure is detected, the monitor lights the FAIL indicator; the indi-
cator turns off if the failure clears. The FAIL indicator flashes if a PROM checksum error is detected.

A disk controller operates the disk drive assembly. The disk controller handles the protocol and data trans-
fer functions required to operate the disk drive and communicate with the processor. The disk drive assem-
bly accepts high density and double density 3-1/2-inch disks. This unit contains a standard “drive in-use” in-
dicator and a disk eject button.

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Figure 4-7-1 (Sheet 10 of 16). AMS-850 System Schematic (CDC)

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Refer to Figure 4-7-1, sheet 10. This sheet shows the CDC-850C CDU coupler. This unit is used only in a single
AMS installation, so that a second CDU-860 control display unit can function with a single flight management
computer (FMC-851C and FMC-852C).
Note that the CDC-850C is inside the IAPS card cage. ICC-851A card cage pin numbers are shown on this
figure whenever a function can be accessed on an external connector. Refer to the R/P5 breakout connector
pin functions listed in Figure 4-2; other connections are internal to the IAPS. Refer to Figure 4-2-2 and LRM
tables for FMC and CDC pin functions.
The CDC contains CDU processing and ARINC 429 I/O circuits. The 2B PWR IAPS module supplies the re-
quired ±12/+5-V dc power levels.
A 16-bit microprocessor controls CDC operation using a bidirectional address/data bus. The processor also gen-
erates parallel SBUS outputs that are used to provide local bus control. A PWR VALID discrete from the 2B
PWR module resets the processor if any power output varies from preset limits.
A latch decodes local address from the AD0-AD15 bus. A transceiver provides 2-way data transfer between the
8-bit local data bus and the AD0-AD15 bus. This data bus gathers program data from local RAM and PROM
memory, discrete data from an input latch, and received data from the four UARTs. The data bus also supplies
processed data to the local RAM and to the four UARTs.
Local memory consists of PROM and nonvolatile RAM. Local address is supplied through a decoder to access
the local memory. The PROM contains executable routines required to perform the CDC function. The non-
volatile local RAM stores selected course, selected heading, DH alert value, MDA value, RPT ALT value, WXR
control words, radio tune preset values, and NAV data. The local RAM is powered by a battery level monitor
and power switch. An on-board battery provides backup for the +5-V dc level that normally is used to power
the RAM. The battery voltage level (A1 LOW BATT) is monitored by the processor.
An input latch reads the discrete warn, ident strap, and the battery level monitor discrete inputs. The DISC
WARN input from the 2B PWR module becomes a ground level to warn the processor that the PWR module is
preparing to shut down. The ident strap is grounded, since this is a right side coupler. The A1 LOW BATT dis-
crete becomes a ground level when the local RAM keep-alive battery becomes weak.
The four UARTs allow the CDC to communicate with other LRUs in the aircraft. A dual UART controls RS-422
communication with the right CDU and with cross-side circuits in the left FMC-851C. The R-CDU-1 data bus
is input through a UART receive port; this bus brings CDU keyboard and AAP/CHP panel control input data to
the CDC. The transmit port of this section of the UART applies the R-FMS-3 data bus back to the onside CDU;
this bus provides page data for display on the CDU. The other section of this UART controls crosstalk with the
(left) FMC-851C computer. The transmit port of this UART section applies the R-FMS-4 data bus to the
FMC-851C; this bus requests flight management data and performs part of a general data transfer function.
The L-FMS-4 data bus from the FMC-851C is input through the UART receive port; this bus brings the re-
quested flight management data and completes the data transfer function.
A pair of UARTs provides the ARINC 429 high-speed communication with the IAPS input/output concentra-
tors. The LA-IOC-4 and the LB-IOC-4 data buses are supplied through receivers and alternately switched to
the receive port of the IOC UART. These two buses provide redundant left side IAPS data to the CDC. Bus
switching occurs approximately at 10-second intervals, allowing the processor to monitor (switch to) the
backup bus. Input data includes radio parameters and diagnostic codes from the left side avionics. The
transmit port of this UART returns an R-FMS-1 data bus to the 2A and 2B concentrators in the IAPS. This
bus supplies radio tune data, control panel (course, heading, altitude) data, PFD mode select data, and
weather radar control data.
The RA-IOC-4 and the RB-IOC-4 data buses are supplied through receivers, and alternately switched to the
receive port of the MFD UART. These two buses provide redundant right side IAPS data to the CDC. Bus
switching occurs approximately at 10-second intervals, allowing the processor to monitor (switch to) the
backup bus. Input data includes radio parameters and diagnostic codes from the right side avionics. The
transmit port of this UART is not used.

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Figure 4-7-1 (Sheet 11 of 16). AMS-850 System Schematic (FMC-851C 2)

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Refer to Figure 4-7-1, sheet 11. The number 2 FMC-851C operates with the number 2 FMC-852C to function
as one complete right side flight management computer. This sheet shows the FMC-851C; sheet 12 shows
the FMC-852C. These computers are installed only in a dual AMS installation; the CDC-850C is not in-
stalled.

Note that the FMC-851C is inside the IAPS card cage. ICC-851A card cage pin numbers are shown on this
figure whenever a function can be accessed on an external connector. Refer to the R/P5 breakout connector
pin functions listed in Figure 4-2; other connections are internal to the IAPS. Refer to Figure 4-2-2 and LRM
tables for FMC pin functions.

Internal FMC-851C operation is described on a previous page.

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Figure 4-7-1 (Sheet 12 of 16). AMS-850 System Schematic (FMC-852C 2)

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Refer to Figure 4-7-1, sheet 12. The number 2 FMC-852C operates with the number 2 FMC-851C to function
as one complete right side flight management computer. This sheet shows the FMC-852C; sheet 11 shows
the FMC-851C. These computers are installed only in a dual AMS installation; the CDC-850C is not in-
stalled.

Note that the FMC-852C is inside the IAPS card cage. ICC-851A card cage pin numbers are shown on this
figure whenever a function can be accessed on an external connector. Refer to the R/P5 breakout connector
pin functions listed in Figure 4-2; other connections are internal to the IAPS. Refer to Figure 4-2-2 and LRM
tables for FMC pin functions.

Internal FMC-852C operation is described on a previous page.

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Figure 4-7-1 (Sheet 13 of 16). AMS-850 System Schematic (CDU 1)

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Refer to Figure 4-7-1, sheet 13. This sheet shows the power, data bus I/O, and display portions of the number
1 CDU-860A control display unit. Sheet 14 shows the panel I/O and the keyboard/line key portions of the
unit. This CDU is used only if AFIS is installed in the airplane. Refer to sheet 3 for the CDU-860 (non-AFIS
unit).

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. The AFIS circuits are described below; other in-
ternal CDU operation is described on a previous page. Note that CDU pins P1-6/7 and P1-39/40 are not con-
nected when a CDU-860A is installed.

Airborne flight information system (AFIS) functions include sending/receiving messages to and from the
ground or another AFIS equipped aircraft, receiving weather reports, and receiving flight plan information.
The AFIS adapter card in the CDU provides the hardware interface between 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 re-
ceived). Press 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 mes-
sages for the DMU. Exit AFIS mode by pressing another CDU page key, such as FLT PLN.

The AFIS adapter card contains a dedicated microprocessor, a custom ARINC/RS-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 multi-channel device that contains ARINC 429 and RS-422 ports. Data flow is con-
trolled by the AFIS processor. A latch decodes a BUS SELECT DISCRETE to operate an electronic reversion
switch. When power is supplied, 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 OFF and data flow bypasses the UART and is routed through the main micro-
processor.

The DMU-1 data bus is received and supplied to the ARX2 input port of the UART. The LB-GP BUS 3 input
provides navigation data that is received and supplied to the ARX3 input port. The ATX0 output applies L-
CDU-AFIS data to the DMU.

The L-FMS-3 data bus is received and supplied to the CRX1 input port of the UART and to the reversion
switch. Normally, the CTX1 output from the UART is switched to apply CDU IN data to the main micro-
processor. The main microprocessor transmits CDU OUT data through a receiver to the CRX0 input port of
the UART and to the reversion switch. Normally, the CTX0 output from the UART is switched to apply L-
CDU-1 data to the FMC.

In reversion mode, the L-FMS-3 data bus is switched to apply CDU IN data to the main microprocessor. The
CDU OUT data bus is switched to apply L-CDU-1 data to the FMC.

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Figure 4-7-1 (Sheet 14 of 16). AMS-850 System Schematic (CDU 1)

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Refer to Figure 4-7-1, sheet 14. This sheet shows the 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 to sheet 4 for the CDU-860 (non-AFIS unit).

Internal CDU operation is described on a previous page.

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Figure 4-7-1 (Sheet 15 of 16). AMS-850 System Schematic (CDU 2)

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Refer to Figure 4-7-1, sheet 15. This sheet shows the power, data bus I/O, and display portions of the number
2 CDU-860A control display unit. Sheet 16 shows the panel I/O and the keyboard/line key portions of the
unit. This CDU is used only if AFIS is installed in the airplane. Refer to sheet 5 for the CDU-860 (non-AFIS
unit).

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 AMS system) or on the RB-GP BUS 3 (dual AMS system). Other internal CDU operation is
described on a previous page.

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Figure 4-7-1 (Sheet 16 of 16). AMS-850 System Schematic (CDU 2)

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Refer to Figure 4-7-1, sheet 16. This sheet shows the panel I/O and the keyboard/line key portions of the
number 2 CDU-860A control display unit. Sheet 15 shows the rest of the unit. This CDU is used only if AFIS
is installed in the airplane. Refer to sheet 6 for the CDU-860 (non-AFIS unit).

Internal CDU operation is described on a previous page.

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Figure 4-7A. UNS Navigator Interface, Overview

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[Link] UNS Navigator Interfac e

Some aircraft may have a UNS navigator system installed instead of the Collins AMS system. If this exter-
nal FMS is installed the Collins FMC, CDC, CDU, and DBU units are not installed. The resulting system
consists of three Collins panels and several non-Collins units. The Collins units are two altitude awareness
panels and one course heading panel. Refer to Figure 4-7A. Each Collins unit is described below; non-Collins
units are not described.

AAP-851 Number 1 Altitude Awareness Panel

AAP-851 Number 2 Altitude Awareness Panel
CHP-850 Course/Heading Panel

The number 1 AAP-851 provides pilot side radio altitude control functions. Use the AAP to select decision
height altitude, reporting altitude, and minimum descent altitude. This data is supplied through the left
ERP to the number 1 NCU computer. The NCU supplies panel information to the onside displays and IAPS
data concentrators. The AAP also contains an RA TEST button that applies a discrete output to initiate ra-
dio altitude self-test.

The number 2 AAP-851 provides copilot side radio altitude control functions. Data is supplied through the
right ERP to the number 2 NCU computer. The NCU supplies panel information to the onside displays and
IAPS data concentrators. The RA TEST button applies a discrete output to initiate radio altitude self-test.

The CHP-850 provides course selection, heading selection, and joystick control outputs. Two course knobs
allow independent left/right courses to be selected. A single, ganged heading knob provides selected heading
outputs to both left and right side units. The selected course and heading information is supplied through
ERP/NCU units to the onside displays and IAPS data concentrators. The joystick scrolls MFD page data or
selects a position on an MFD map display. A remote joystick select switch connects the CHP joystick to ei-
ther the MFD 1 or the MFD 2.

Note that the NCU computers receive navigation data on the GP BUS 6 and DME-1 buses. Also it is impor-
tant to remember that the built-in primary diagnostic system is resident in the Collins FMC computers.
When the UNS navigator is installed and the FMC computers are removed, these diagnostics are also re-
moved (the FCS diagnostics are retained). The UNS system does generate diagnostic pages for display on the
MFD, but the user must understand that these pages are not generated by Collins and that Collins does not
assume any responsibility for the accuracy of these displays.

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Figure 4-7A-1 (Sheet 1 of 2). UNS Navigator Interface (AAPs)

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Refer to Figure 4-7A-1, sheet 1. This sheet shows the AAP-851 altitude awareness panels.

Each AAP contains knobs and switches that allow the operator to select radio altitude related parameters.
The number 1 AAP inputs commands to the pilot side ERP (and then into the left NCU). The number 2 AAP
inputs commands to the copilot side ERP (and then into the right NCU). The NCU computers supply panel
data to the onside displays and IAPS data concentrators.

Internal AAP operation is described on a previous page.

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Figure 4-7A-1 (Sheet 2 of 2). UNS Navigator Interface (CHP)

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Refer to Figure 4-7A-1, sheet 2. This sheet shows the CHP-850 course/heading panel. The CHP contains a
joystick, two course select controls, and a heading select control. The CHP applies joystick commands to the
selected MFD and course/heading control to the onside ERP (and then into the onside NCU). The NCU com-
puters supply panel data to the onside displays and IAPS data concentrators. Note that the NCU computers
receive navigation data on the GP BUS 6 and DME-1 buses.

Internal CHP operation is described on a previous page.

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Figure 4-8. RSS (Radio Sensor System) Overview

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4.3.7 RSS (Radio Sensor Syste m)

[Link] Overview

The RSS system contains the radios and controls used for voice communication, TCAS II/mode-S communi-
cation, VOR/ILS navigation, distance measurement, ADF navigation, radio altitude measurement, and
VLF/Omega/GPS position fixing. Refer to Figure 4-8. Each LRU is described below:

RTU-870T/870C Radio Tuning Unit (quantity 2)

VHF-422A/422C VHF COMM Transceiver (quantity 2)
VIR-432 Navigation Receiver (quantity 2)
DME-442 DME Transceiver (quantity 2)
ADF-462 ADF Receiver (quantity 1 or 2)
ANT-462A ADF Antenna (or ANT-462B Dual ADF Antenna)
*TDR-94 Transponder (quantity 2 or 0)
TDR-94D Transponder (used with TCAS) (quantity 0 or 2)
TTR-920 TCAS II Transmitter Receiver (quantity 0 or 1)
TRE-920 TCAS II Directional Antenna (quantity 0 or 2)
ALT-55B Radio Altimeter
RAC-870 Radio Altitude Converter
CMA-764 VLF/Omega Receiver (quantity 0, 1, or 2)
CMA-764-1 VLF/Omega/GPS Receiver (quantity 0, 1, or 2)
VLF-ANT Antenna Coupler (quantity 1 or 2)
GPS-ANT GPS Antenna (used with CMA-764-1) (quantity 0, 1, or 2)
GPS-4000 Global Positioning System (quantity 1 or 2)
*TDR-90 Transponders and CAD-870 Transponder Adapters may be installed instead of the TDR-94s.

The number 1 RTU-870T/870C is a universal control head used by the pilot to tune the left side radios. This
single LRU provides ARINC control words to all left and right side radios, but tunes off-side radios only in
reversion mode. The RTU receives general purpose data buses from the IAPS that provide AMS tune words,
air data words, and echo tune words from the radios.

The RTU monitors several cockpit switches and encodes this operator input onto the tune data outputs. A
remote MKR switch selects HI or LO marker beacon receiver sensitivity; the RTU encodes the information
onto the tune word supplied to the VIR radios. A remote RMT TUNE switch can disable the remote tune
function and cause the RTUs to ignore tune inputs from the AMS (CDU and FMS autotune). Either control
wheel IDENT switch keys the transponder (through the RTU) to transmit an aircraft identification pulse
(along with the normal reply). A remote ATC switch selects the active (1 or 2) transponder. A remote RTU
reversion switch disables the left RTU and provides tune port select logic to the left bank of radios. This
switch is used if the left RTU fails, and causes the left radios to respond to the right RTU.

The number 1 VHF-422A/422C is a multichannel VHF voice transceiver. The VHF normally is tuned by the
left RTU, but also may be tuned by the right RTU (if left RTU fails) or burst tuned by the IAPS (if both
RTUs fail). The VHF applies an audio output to the aircraft audio system, and a digital bus output to the
IAPS. This bus contains the COM frequency, which is echoed back to the RTUs on a general purpose bus.

The number 1 VIR-432 is a VHF navigation receiver that contains VOR/LOC, glideslope (GS), and marker
beacon (MB) receivers. The VIR normally is tuned by the left RTU, but also may be tuned by the right RTU
(if left RTU fails) or burst tuned by the IAPS (if both RTUs fail). The VIR applies VOR/
LOC and MB audio outputs to the aircraft audio system and digital bus outputs to the IAPS and the IDS
systems. These buses contain the NAV frequency (echoed back to the RTUs) and processed NAV data (used
by the IAPS computers and displayed on the crts).

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The number 1 DME-442 is a 3-channel distance measuring equipment. Channel one of the DME is manually
tuned by the left RTU, but also may be tuned by the right RTU (if left RTU fails). Channels two and three are
automatically tuned by the FMS navigator and used for multisensor navigation. The DME applies audio out-
put to the aircraft audio system and digital bus outputs to the IAPS and the IDS systems. These buses contain
the DME frequency (echoed back to the RTUs) and processed DME data (used by the IAPS computers and dis-
played on the crts). A discrete SUPPRESSION line provides transmit inhibit logic between all L-band units.

The number 1 ADF-462 is a low-frequency automatic direction finder. The ADF normally is tuned by the left
RTU, but also may be tuned by the right RTU (if left RTU fails). The ADF applies an audio output to the air-
craft audio system, and digital bus outputs to the IAPS and the IDS systems. This digital output contains
the ADF frequency (echoed back to the RTUs) and processed ADF bearing (displayed on the crts).

The ANT-462A provides rf input to the number 1 ADF-462 when only one receiver is installed. The ANT-
462B is a dual antenna that provides rf input to both ADF-462 receivers when two are installed. Either the
ANT-462A or the ANT-462B antenna (never both) is installed in the aircraft.

The number 1 TDR-94 is a mode-A (ident), mode-C (altitude), and mode-S (select) transponder. This trans-
ponder is active when the remote ATC switch is set to 1. When selected, the TDR automatically responds to
all valid ATC radar interrogations with a coded identification and/or reporting altitude reply. The TDR re-
sponse code is normally selected on the left RTU. The TDR applies a digital bus output to the IAPS. This
output contains the ATC code (echoed back to the RTUs). A discrete SUPPRESSION line provides transmit
inhibit logic between all L-band units.

The TDR-94 also provides aircraft specific mode-S transmissions. Each aircraft is assigned a unique mode-S
identification code that is set by aircraft interconnect strapping. This unique mode-S (select) code allows
tower/TCAS interrogation of a specific aircraft.

Note that some installations do not use TDR-94 transponders. A TDR-90 with a CAD-870 adapter may be
installed instead of each TDR-94. These installations do not provide mode-S operation.

When the TCAS option is installed, TDR-94D diversity transponders are installed instead of the TDR-94s.
Each TDR-94D provides a TTR (TCAS) interface and uses both a top and a bottom antenna for optimum
mode-S communication with intruder aircraft.

The TTR-920 TCAS II transmitter receiver is an airborne surveillance system that interrogates nearby air-
craft and provides collision avoidance alerts. Top and bottom TRE-920 directional antennas provide part of
the TCAS function. The TTR operates with the selected left or right TDR-94D mode-S transponder to moni-
tor transponder replies from other aircraft. If the TTR determines that a nearby (transponder equipped) air-
craft is a potential threat, traffic/resolution advisories are displayed and an audio alert is generated. If the
intruder aircraft is also equipped with TCAS, the TTR coordinates avoidance maneuvers with this aircraft
using the mode-S transponders.

The TTR-920 receives altitude air data information (through the RTU and TDR), radio altitude information
from the RAC, and heading information from the left AHC computer. The TTR provides data bus outputs to
the transponders and the large displays. A discrete SUPPRESSION line provides transmit inhibit logic be-
tween all L-band units.

The number 2 RTU-870T/870C is normally used by the copilot to tune the right side radios. Operation of the
control, the number 2 radios, and remote/reversion switching is as described above.

The ALT-55B is a swept FMCW altimeter that measures direct radio height for use by the FCC computers
and for display on the PFDs. The ALT transmits a reference signal, receives the reflected signal, and com-
pares the two signals to determine the aircraft radio altitude. The dc altitude output is converted to ARINC

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 BUSINESS AND REGIONAL SYSTEMS
SYSTEM MANUAL
Learjet 60 Avionics System

Learjet 60 Avionics System

SYSTEM MANUAL (523-0776648, 3RD EDITION, DATED JAN 20/99)

TEMPORARY REVISION NO. 1

Insert facing Theory of Operation Section page 4-183

Subject:Correct Typographical Error

The next to last paragraph on page 4-183 should read as follows. Change is shown in bold text.

The number 2 GPS-4000 Global Positioning System processes the GPS signals received from
the antenna to provide various navigation data to the right side IAPS data concentrators. The
number 2 GPS Antenna actively filters and amplifies the GPS signals for the number 2 GPS.

Temporary Revision 1 Page 1 of 1

523-0776648-01311A Apr 26/00
 theory of operation 523-0776651

429 format by the RAC-870 and supplied to IAPS data concentrators. Altitude awareness panels in the AMS
system provide a TEST discrete, which is supplied through the RAC to initiate the radio altimeter self-test
routine.

The CMA-764 is a receiver that processes VLF and Omega navigation signals to determine geographic posi-
tion. The CMA-764-1 model also processes GPS navigation signals. One or two CMAs are installed. The
VLF-ANT is an H-field antenna coupler that provides VLF/Omega signal input to the CMA. One VLF-ANT
is installed with each CMA. The GPS-ANT is an antenna that provides GPS signal input to the CMA-764-1.
One GPS-ANT is installed with each CMA-764-1.

Each FMC computer uses a CMA as a multisensor navigation input. Each CMA monitors heading, control,
and station select data on left and right IAPS general purpose buses. Digital bus outputs provide position
data to the FMC computers (inside IAPS) and to the SDU (through the SDD).

The number 1 GPS-4000 Global Positioning System processes the GPS signals received from the antenna to
provide various navigation data to the left side IAPS data concentrators. The number 1 GPS Antenna ac-
tively filters and amplifies the GPS signals for the number 1 GPS.

The number 2 GPS-4000 Global Positioning System processes the GPS signals received from the antenna to
provide various navigation data to the right side IAPS data concentrators. The number 2 GPS Antenna ac-
tively filters and amplifies the GPS signals for the number 1 GPS.

The optional HF-9030 HF Receiver-Transmitter is a multichannel HF voice transceiver. The HF-9010 Radio
Set Control tunes the HF transceiver using a fiber-optic link. The HF transceiver outputs an audio signal to
the airplane audio system. The HF-9041 Antenna Coupler matches the antenna impedance to the selected
frequency for maximum power output.

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Figure 4-8-1 (Sheet 1 of 24). RSS System Schematic (RTU 1)

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[Link] System Schematic

Refer to Figure 4-8-1, sheet 1. This sheet shows the number 1 RTU-870T/870C radio tuning unit and the re-
lated pilot switches.

The number 1 RTU is a centralized controller that is used primarily by the pilot to tune the left side
COMM/NAV/pulse radios. This single LRU displays and selects the operating modes and frequencies (or
ATC reply code) that control the VHF, TDR, VIR, DME, and ADF radios. Tuning outputs are supplied to
both left and right side radios, so that the RTU is capable of tuning any radio during reversion mode. If the
RTU fails, a reversion switch disables the RTU and applies a discrete ground to each left side radio. This
discrete causes the radios to accept tune data from the right RTU.

The RTU consists of a microprocessor, pushbutton/knob/line keys, a data bus I/O circuit, and a gas discharge
display assembly. The microprocessor controls RTU operation using an 8-bit bidirectional AD0-AD7 data
bus, which interfaces with a pair of data transceivers and an address latch. One data transceiver allows the
processor to control the memory and I/O functions using data bus A. The other data transceiver allows the
processor to control the display functions using data bus B. The address latch provides internal device con-
trol.

Number 1 +28-V dc power is supplied through a diode to the RTU power supply. The power supply generates
all internally required levels; this supply is disabled when the left RTU reversion switch is set to OFF.

The power supply feeds two monitor circuits. A power-on-clear monitor is a comparator that resets the mi-
croprocessor whenever the +5-V dc level fluctuates below a reference level. A memory store monitor is a
comparator that activates a power sustain circuit and applies a STORE discrete whenever the +5-V dc level
is low or when power is removed from the RTU. This power sustain circuit powers nonvolatile RAM, which is
strobed by the STORE discrete to read current RTU control data just before power loss or shutdown. When
power is resupplied, this data is transferred back to active memory.

The microprocessor applies specific data to a system timing block. This counter network generates UART
enable logic and clocks the watchdog timer. The watchdog timer resets the microprocessor if program execu-
tion takes too long to complete. The timer is regularly initialized by the processor; if the timer counts down
before a routine is finished, a reset is generated to prevent the processor from hanging up.

Data bus A allows the processor to control the memory and I/O functions. This bus gathers stored control
data from nonvolatile memory, RTU control laws from program EPROM, discrete input and knob/switch set-
tings from a buffer, and echo tune data from the UART. Processed data is supplied to the nonvolatile mem-
ory, a system timing block, an output buffer, a dimming d/a circuit and the UART.

Front panel RTU pushbutton, knob, and line key status is read by the microprocessor along with reversion
mode discretes through a 3-section input buffer. The ATC ID, ATC STBY, DME HLD, 1/2, COM SQ, and
ADF TEST pushbuttons are read through one section of the buffer. The two rotary knobs are read through
another section of the buffer; these knobs are wafer switches used to change the tune frequencies or ATC re-
ply code. The five RTU line keys and a discrete reversion mode input are monitored through a third section
of the buffer. The P1-63 reversion mode discrete becomes a ground when the right RTU reversion switch is
set to OFF; this causes the left RTU to tune both the right and left side radios.

A UART controls the ARINC 429 low-speed data bus I/O interface. The processor uses data bus A to read
three multiplexed serial input buses and to write transmit data onto two serial output buses. The RB-GP
BUS 2, LB-GP BUS 2, and LA-GP BUS 1 input data buses are alternately selected and multiplexed to the
UART receive port. These GP buses from the IAPS data concentrators echo the radio tune frequencies back
to the RTU processor. These general purpose buses also provide CDU/FMC remote tune words to the RTU;
the RTU then retunes the radio.

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When the UART is enabled to transmit, processed data is supplied from the UART transmit port to two out-
put amplifiers. The L-RTU-1 data bus output is supplied to the number 2 VHF, TDR, VIR, ADF, and DME.
The L-RTU-2 data bus output is supplied to the number 1 VHF, TDR, VIR, ADF, and DME. These outputs
contain the following control data: VHF COM frequency, ATC beacon code, VOR/ILS frequency, ADF fre-
quency, DME frequencies (three), and altitude.

The microprocessor reads the display dim bus using a successive approximation technique. The analog dim
bus input and the BRT knob input are supplied to the noninverting input of a comparator. The processor ap-
plies a series of approximate dim reference levels on data bus A to a digital-to-analog converter. The digital
references are converted to a dc ramp and supplied to the inverting input of the comparator. When the ap-
proximated reference trips the comparator, the processor knows the desired dim setting.

Data bus B allows the processor to control the gas discharge display functions. This data bus is supplied to
the cathode display drivers, the anode display drivers, and a decoding buffer circuit.

The gas discharge display is configured in a matrix fashion, using 8 anodes (for the whole display) and 16
cathodes for each row in the display. Display segments are lit according to microprocessor generated anode
and cathode strobe voltages.

A buffer decodes DME HOLD and REPLY annunciator logic and display dim control. A ground output from the
buffer lights the DME HOLD annunciator when the DME HLD pushbutton is pressed. A ground output from
the buffer lights the REPLY annunciator when the TDR replies to an interrogation. Display dim setting is de-
termined by the processor as described above. A dim control code is provided on data bus B, through the buffer,
to a display current control circuit. The resulting dim control signal is a duty cycle output that determines the
length of time that the display segments remain on, and the level of pulse modulation supplied to the cath-
ode drivers. The BRT knob functions as a fine-tune dimming adjustment and trims the dim bus input sup-
plied to the brightness control circuit.

The pilot RTU reversion switch is a 3-pole, 2-position switch. At the RTU position, the left RTU is enabled
and controls the left side radios.

At the OFF position, a ground is supplied from the C2 switch section to disable (shut off) the left RTU. A
ground is supplied from the C1 section to cause the right RTU to start tuning the left (and right) radios, and
to cause the left radios to accept right side tune data. If the copilot RTU reversion switch also is set to OFF,
a ground is supplied from the C3 section to cause the left VHF and VIR to accept burst tune data from the
IAPS. The pilot CDU is then used to tune these two radios.

The aircraft MKR switch selects HI or LO sensitivity operation of the (VIR) marker beacon receivers. When
high sensitivity is selected, a ground is supplied to P1-61 of both RTUs. This ground is read from a buffer by
the microprocessor and encoded onto the VIR tune word supplied to the VIR radio.

The aircraft ATC switch selects either the left (1) or right (2) transponder to be active. When TDR number 1
is selected, a ground is supplied to P1-13 of both RTUs. This ground is read from a buffer by the microproc-
essor.

The remote transponder IDENT switch initiates transmission of an ATC ident pulse. When this button is
pressed, a ground is supplied to P1-11 of both RTUs. This ground is read from a buffer by the microprocessor
and encoded onto the ATC tune word supplied to the selected TDR.

The aircraft RMT TUNE switch disables (OFF) the system remote tune function; the RTU then ignores CDU
tune and FMS autotune words from the AMS (supplied on the GP buses). When this switch is set to OFF,
+28-V dc is removed from P1-12 of both RTUs. This open is read from a buffer by the microprocessor.

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Pins 57, 21, and 64 also are monitored by the processor through the buffer. P1-57 is strapped to P1-53
(ground) when only one ADF receiver is installed. P1-21 is strapped to P1-53 when TCAS is installed. The
P1-64 ident pin is open for the left RTU.

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Figure 4-8-1 (Sheet 2 of 24). RSS System Schematic (VHF 1)

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Refer to Figure 4-8-1, sheet 2. The number 1 VHF-422A/422C is a multichannel COM transceiver that pro-
vides pilot side 2-way AM voice communications. The VHF normally is tuned by the left RTU, but also may
be tuned by the right RTU (if left RTU fails). If both RTUs fail, the VHF may be tuned by the pilot CDU. The
VHF audio output is supplied to the aircraft audio system, and a digital bus output is supplied to the IAPS.

The VHF consists of an ARINC I/O microprocessor, a main microprocessor, a superheterodyne receiver, a
broadband transmitter, and an audio amplifier. The number 1 +28-V dc aircraft supply provides operating
power. An internal power relay switches the +28-V dc voltage input to the power supply circuits; these circuits
generate all internal supply levels.

The ARINC microprocessor selects and reads one of three tune data bus inputs, supplies tune data to the main
microprocessor, and formats the ARINC output data bus. Three ARINC 429 low-speed data buses are received
and input to a multiplexer. The R-RTU-1 bus brings tune data from the right RTU, the L-RTU-2 bus brings
tune data from the left RTU, and the LB-GP BUS 3 bus brings tune data from the IAPS (CDU burst tune). The
processor scans the BURST TUNE and RX PORT A/B ENABLE discretes from the left RTU reversion switch
and then applies RX PORT SELECT logic to the multiplexer. The multiplexer then supplies tune data from the
selected input port to the processor. Normally, port B is selected and the VHF is tuned by the left RTU. When
the left RTU reversion switch is set to OFF, a ground is supplied to pin 14, which selects port A (right RTU)
tune data. When both left and right RTU reversion switches are set to OFF, a ground is supplied to pin 7,
which selects port C (IAPS) burst tune data. The selected tune data is supplied in CSDB format to the main
microprocessor.

The main microprocessor controls the VHF receive and transmit functions. The processor reads selected tune
data, source ident, keyline logic, and monitor/control input information. The processor generates CSDB data,
squelch test logic, XFR tone, synthesizer data/clock/enable, XMT mode logic, and 106.7-kHz reference out-
puts.

The selected tune input data is read in CSDB format and used to program the frequency synthesizer. The
source ident is read through a shift register; the ident strap (pin 28) is open for the number 1 VHF. Filtered
keyline logic from the PTT microphone button selects transmit mode. Transmitter temperature and transmit
power levels are digitized and monitored by the processor.

Processed CSDB output data is supplied to the ARINC processor, where it is converted to ARINC-429 format
and transmitted on the L-VHF-1 bus to the IAPS. Squelch test logic and the transfer tone are supplied to the
squelch circuit and to the audio amplifier respectively. Data, clock, and enable outputs are generated and
supplied as tune frequency program input to the LSI frequency synthesizer. XMT mode logic is generated to
select internal receive or transmit operation. The 106.7-kHz output is a frequency reference for the modula-
tor circuit.

In receive mode, a VHF communication signal is input from the antenna to the transmit/receive (tr) diode
switch. These two diodes are forward biased in the receive mode to isolate the antenna from the transmitter.
The input signal is processed through a preselector and supplied to the dual conversion receiver. The prese-
lector contains four rf filters to attenuate undesired signal components.

A SIMULCOMM-2 input from the right VHF also is supplied to the preselector; a KEY-2 ground reduces re-
ceiver sensitivity when the other VHF is transmitting.

The main microprocessor reads the tune frequency from the ARINC processor and applies appropriate
data/clock/enable control to program the synthesizer. The synthesizer is an LSI device that generates fre-
quency dependent TUNE VOLTAGE and RCV 1ST INJ outputs during receive mode. The TUNE VOLTAGE
output is a dc level that is used to tune the center frequency of the preselector. The RCV 1ST INJ output is a
frequency injection signal that is related to the tune frequency.

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The preselector output is input to the dual conversion receiver circuit; injection frequencies are provided by
the synthesizer and a local oscillator. The receiver provides if signal output to the squelch circuit and
through a transistor detector to an audio compressor. The squelch circuit automatically operates a squelch
switch that either blocks or passes the received audio signal. The squelch circuit opens the squelch switch if
phase noise is excessive or if multiple carriers are received. The detected (received) audio is compressed to
reduce loudness variations and then passed through the squelch switch to the audio amplifier.

In transmit mode, the pilot’s microphone applies PTT push-to-talk logic and MIC AUDIO voice signal to the
VHF. The PTT logic ground initiates keyline control to the main microprocessor (and to an audio relay) and
applies a KEY-1 SIMULCOMM ground to the right side VHF. The pilot voice signal is supplied through an
audio compressor (which maintains consistent depth of modulation) to the modulator input.

When the keyline control input becomes a ground level, the main microprocessor initiates transmit mode. If
the monitored transmitter temperature and internal power levels are within acceptable limits, the processor
applies logic high XMT MODE enable to the modulator. The modulator uses a 106.7-kHz reference frequency
to operate. The enabled modulator applies XMT MODE POWER and XMT SIGNAL outputs. The XMT MODE
POWER output applies enable power to the transmitter and reverse biases the two tr diodes to isolate the an-
tenna from the receiver. The XMT SIGNAL output to the transmitter is the AM modulated voice signal.

The transmitter is a 4-stage, 16-watt amplifier. The transmitter is frequency tuned by the RF XMT INJ out-
put from the synthesizer. The synthesizer is programmed by the processor to apply tune frequency depend-
ent injection to the transmitter during transmit mode. The transmitter output is then low-pass filtered and
transformer coupled to the antenna. The transformer allows the processor to monitor forward and reverse
transmit power and applies sidetone audio to the audio amplifier.

The audio amplifier receives transfer tone, sidetone, and received audio inputs. The amplified audio output
is supplied through a transformer to the aircraft audio system. Separate received, sidetone (transmit), and
combined (received and transmit) outputs are provided; an audio relay (controlled by keyline logic) selects ei-
ther received or sidetone audio output.

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Figure 4-8-1 (Sheet 3 of 24). RSS System Schematic (VIR 1)

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Refer to Figure 4-8-1, sheet 3. The number 1 VIR-432 contains VOR/LOC, glideslope (GS), and marker bea-
con (MB) receivers and instrumentation circuits. The VIR-432 normally is tuned by the left RTU, but also
may be tuned by the right RTU (if left RTU fails). If both RTUs fail, the VIR may be tuned by the pilot CDU.
The VOR/LOC and MB audio outputs are supplied to the aircraft audio system, and digital bus outputs are
supplied to the IAPS and the IDS systems.

The VIR consists of an ARINC microprocessor, an instrumentation microprocessor, a VOR/LOC receiver, a

glideslope receiver, a marker beacon receiver, and two audio amplifiers. Operating power is provided by the
number 1 +28-V dc aircraft supply; an internal power supply converts this voltage into required supply lev-
els.

The ARINC microprocessor selects and reads one of three tune data bus inputs, supplies tune data to the in-
strumentation microprocessor, and formats ARINC 429 output data. Three ARINC 429 low-speed data buses
are received and input to a multiplexer. The R-RTU-1 bus brings tune data from the right RTU, the L-RTU-2
bus brings tune data from the left RTU, and the LB-GP BUS 3 bus brings tune data from the IAPS (CDU
burst tune). The processor reads latched BURST TUNE and RX PORT A/B ENBL discretes from the left
RTU reversion switch and selects the active tune port. The multiplexer then supplies tune data from the se-
lected input port through a UART to the ARINC processor. Normally, port B is selected and the VIR is tuned
by the left RTU. When the left RTU reversion switch is set to OFF, a ground is supplied to P1-31, which se-
lects port A (right RTU) tune data. When both left and right RTU reversion switches are set to OFF, a
ground is supplied to P2-8, which selects port C (IAPS) burst tune data. The ARINC microprocessor supplies
the selected tune data (in CSDB format) to the instrumentation microprocessor.

The instrumentation microprocessor controls the receiver and the data processor functions. This processor
reads selected tune (ARINC RCV) data, source ident, and decoded receive data parameters. The processor
generates CSDB data, a TEST tone, and synthesizer data/clock/enable.

The selected tune input data is read directly in CSDB format and used to program the VOR/LOC and GS
frequency synthesizers. The source ident is read onto the data bus through a latch; the ident strap (P1-14) is
open for the number 1 VIR. Decoded VOR (30-Hz REF and 30-Hz VAR), LOC, and GS signals are sampled
onto the data bus by the processor through an a/d converter. Decoded MB status is read onto the data bus by
the processor through a latch.

Processed CSDB output data is supplied to the ARINC processor. The ARINC processor applies this data to
the ARINC UART, where it is transmitted on the L-VIR-1 bus to the IAPS and the L-VIR-2 bus to the IDS.
These data bus outputs contain the tuned VOR/LOC frequency, VOR bearing, LOC deviation, GS deviation,
and MB status information. A 30-Hz TEST tone output is generated by the processor when self-test mode is
requested; this tone is monitored through the a/d converter. Data, clock, and enable outputs are generated
and supplied as tune frequency program inputs to both the VOR/LOC and the GS LSI frequency synthesiz-
ers.

The VOR/LOC receiver is a dual conversion receiver that demodulates the VOR or LOC signal from the
108.00- to 117.95-MHz band and applies detected signal to the instrumentation processor and isolated audio
to the aircraft audio system.

The rf input signal from the VOR/LOC antenna is supplied through a preselector to the dual conversion re-
ceiver. The 2-pole preselector provides rf selectivity and is continuously tuned by a dc TUNE VOLTAGE
from the synthesizer. The synthesizer is programmed by the instrumentation processor to apply dc TUNE
VOLTAGE to the preselector and a variable first injection frequency to the receiver. These outputs are re-
lated directly to the tune frequency and channel the receiver to the desired station.

A crystal oscillator provides the second (fixed) injection frequency to the receiver. The resulting if signal is
supplied to a diode detector and to an automatic frequency control (AFC) circuit. The AFC circuit functions

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only in VOR (not ILS) mode. This circuit keeps the received signal in the center of the passband to compen-
sate for VOR station drift. An AFC TUNE output provides a dc error correction voltage to fine-tune the syn-
thesizer. A MUTE logic output opens the path of the detected signal if the AFC error becomes excessive. The
detected VOR or LOC signal is supplied to an FM discriminator and through the NAV audio amplifier to the
aircraft audio system.

The FM discriminator processes the detected analog VOR/LOC signal into components expected by the mi-
croprocessor. In VOR mode, the FM discriminator derives 30-Hz reference and 30-Hz variable phase signals
from the detected VOR signal. These signals maintain a phase relationship used to calculate the VOR bear-
ing. In ILS mode, the FM discriminator derives a standard 90/150-Hz localizer signal from the detected LOC
signal. This signal represents left or right deviation from the localizer beam. These LOC, 30-HZ REF, and
30-HZ VAR signals are supplied to a multiplexer and sampled through an analog-to-digital converter onto
the processor data bus.

The glideslope receiver is a dual conversion receiver that demodulates the GS signal from the 329.15- to
335.00-MHz band and applies the detected signal to the instrumentation processor. The GS frequency is
paired with the localizer frequency selected on the control unit.

The rf input signal from the GS antenna is supplied through a 3-pole bandpass filter to the dual conversion
receiver. The GS synthesizer is programmed by the instrumentation processor to apply the variable first in-
jection frequency to the receiver. This frequency is related directly to tune frequency and channels the re-
ceiver to the desired station.

A crystal oscillator provides the second (fixed) injection frequency to the receiver. The resulting if signal is
supplied to a transistor detector. The detected 90/150-Hz GS signal is amplified, supplied to a multiplexer,
and sampled through an analog-to-digital converter onto the processor data bus. This signal represents up or
down deviation from the glideslope beam.

The marker beacon receiver is a single-channel tuned rf receiver. The MB receiver amplifies and demodu-
lates the received 75-MHz signal and applies detected signal to the instrumentation processor and audio to
the aircraft audio system.

The 75-MHz input signal from the MB antenna is supplied through a crystal bandpass filter to a 2-stage rf
amplifier. The crystal filter provides receiver selectivity. High or low sensitivity threshold is enabled ac-
cording to decoded input tune data; sensitivity control is selected by the remote MKR switch. The amplified
signal is demodulated by a diode detector, amplified, and supplied to a filter/amplifier network and through
the MB audio amplifier to the aircraft audio system.

The filter/amplifier network contains three tuned circuits. These circuits sense the 400-, 1300-, and 3000-Hz
tone components of the detected signal. Corresponding outer, middle, and inner marker beacon discrete out-
puts are generated and supplied to a latch. These discretes are read from the latch onto the processor data
bus. External loads are installed on the marker beacon lamp outputs.

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Figure 4-8-1 (Sheet 4 of 24). RSS System Schematic (DME 1)

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Refer to Figure 4-8-1, sheet 4. This sheet shows the number 1 DME-442 distance measuring equipment. The
DME is a 3-channel transceiver that measures slant range (line of sight) distance from the aircraft to a ground
station, computes relative closure rate and time to station, and decodes the station identifier. Channel one of the
DME-442 is manually tuned by the left RTU, but also may be tuned by the right RTU (if left RTU fails). Chan-
nels two and three are automatically tuned by the FMC and used for multisensor navigation. The DME audio
output is supplied to the aircraft audio system, and digital bus outputs are supplied to the IAPS and the IDS sys-
tems.

The DME consists of an ARINC UART, a microprocessor, a transmitter, a receiver, and an audio circuit. Oper-
ating power is provided by the number 1 +28-V dc aircraft supply; an internal power supply converts this
voltage into required supply levels.

An ARINC UART controls the ARINC 429 low-speed I/O interface. Two ARINC 429 low-speed data buses are
received and input to a multiplexer. The R-RTU-1 bus brings tune data from the right RTU, and the L-RTU-
2 bus brings tune data from the left RTU. The microprocessor reads the RX PORT A/B ENBL discrete from
the left RTU reversion switch and selects the active tune port. The multiplexer then supplies TUNE DATA
from the selected input port through the UART to the microprocessor. Normally, port B is selected and the
DME is tuned by the left RTU. When the left RTU reversion switch is set to OFF, a ground is supplied to P1-
42, which selects port A (right RTU) tune data.

The microprocessor controls the receiver, transmitter, and the data processor functions. This processor reads
selected tune data, source ident, decoded receive data, and monitor parameters. The selected tune data input
is read through the ARINC UART and used to properly channel the transmitter and the receiver. The source
ident strap input is buffered onto the data bus; the ident strap (P1-9) is open for the number 1 DME. Re-
ceived (reply) data is decoded and stored in CHANNEL RAM. Monitors from the power supply (PS MON),
the modulator (XMT MON), and the synthesizer (SMO MON) are read from a latch onto the data buffer bus.

Processed DME output data is supplied from the microprocessor to the ARINC UART, where it is transmit-
ted on the L-DME-1 bus to the IAPS and the L-DME-2 bus to the IDS. These data bus outputs contain the
tuned DME frequency, distance to the station, time to go, and ground speed calculations.

A timing circuit resets the microprocessor if program execution time becomes excessive; the reset ensures
that the processor is not hung up in an endless loop. A data transceiver provides interface between the AD0-
AD7 microprocessor data bus and the data buffer bus used for internal communication. A latch decodes ad-
dress to the CHANNEL RAM memory; this memory stores signal presence, AGC, and receiver tune data for
the one or two channels that are not currently being processed.

The transmitter circuit consists of a modulator, a digital synthesizer, and a power amplifier. After the proc-
essor determines that a DME ground station is in range, pairs of P1/P2 framing pulses are generated and
supplied onto the data buffer bus. These pulses initiate the transmit mode. These framing pulses are de-
coded and supplied to the XMT modulator. The modulator provides pulsed drive bias to the power amplifier.

The digital synthesizer originates the CW frequency used to drive the power amplifier. The processor pro-
grams the synthesizer with the tune frequency using data, clock, and enable lines decoded from the data
buffer bus. The synthesizer generates a dc control voltage to the vco. This dc level tunes the vco to apply the
proper CW interrogation frequency to the power amplifier. The vco also supplies VAR FREQ feedback to the
synthesizer, which is compared with a fixed REF frequency to provide error correction.

The power amplifier chops the CW interrogation frequency using pulse drive bias from the modulator. The
resulting 1025- to 1150-MHz pulse pair output is amplified to a 300 watt level (at the antenna). This L-band
interrogation output is transmitted through an isolating diplexer and low-pass filter to the DME antenna.
The diplexer is a PIN diode circuit that is forward biased in transmit mode; this isolates the antenna from
the receiver circuits.

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A suppression circuit prevents possible damage to other L-band receivers on the aircraft when the DME is
transmitting. This circuit generates a blanking pulse SUPRN output when INT SUPRN data from the proc-
essor is set (transmit mode). This momentarily inhibits the receiver in the right DME, both TDRs, and the
optional TTR. These units also generate a blanking pulse output when transmitting, which temporarily in-
hibits the DME receiver.

The receiver circuit consists of a preselector, a mixer, and a video detector. When the ground station trans-
mits a reply pulse pair, this 962- to 1213-MHz L-band signal is supplied from the antenna through a low-
pass filter and isolating diplexer to the preselector. The diplexer PIN diode is reverse biased in receive mode
to isolate the antenna from the transmitter circuits.

The preselector is a 5-pole bandpass filter that tracks the received (reply) frequency using a dc tune voltage.
The processor applies dc tune control through a d/a converter and a tune amplifier to the preselector. This dc
tune voltage (TRACK-TUNE VOLTS) channels the receiver to the selected station. When test mode is se-
lected, a discrete is decoded from the data buffer bus and supplied to a noise generator; the resulting signal
is gated into the preselector input.

The filtered preselector output is supplied to the mixer along with the LO INJ frequency from the transmit-
ter. The mixer produces a 63-MHz difference (transmit-receive) frequency. This if frequency is amplified and
supplied to a video detector, a signal presence detector, and an AGC sample circuit.

The video detector applies the detected reply signal to a video processor. The video processor decodes the de-
tected video pulses and then performs a validity check. If the pulses are properly spaced and have correct
relative amplitudes, the video processor interrupts the microprocessor to indicate reception of a valid reply.
The microprocessor then begins DME computation routines.

The DME uses stored values from the signal presence detector, the AGC sample circuits, and the d/a con-
verter (receiver tune voltage) to cycle operation between three different channels. The microprocessor se-
quentially reads these three values through a storage multiplexer circuit and a differential comparator.
These A/D COMP results are read onto the data buffer bus through a latch and stored in CHANNEL RAM
memory. After these results are stored, the processor begins operation at the next channel; the DME cycles
to the next station approximately every 37 ms. When called by the processor, the three stored values then
are read sequentially from memory, used to retune the receiver, and updated in the storage multiplexer cir-
cuit.

The microprocessor determines if there is an audio IDENT in the reply signal. If an IDENT is detected, the
output is gated to an audio decoder. The Morse code station identifier is then decoded from the bus and sup-
plied through an amplifier to the aircraft audio system.

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Figure 4-8-1 (Sheet 5 of 24). RSS System Schematic (TDR-94 1)

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Refer to Figure 4-8-1, sheet 5. The number 1 TDR-94 is a mode-A, mode-C, and mode-S transponder that is
used when TCAS is not installed. This transponder is active when the remote ATC switch is set to 1. When
active, the TDR-94 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 nor-
mally controlled by the left RTU, but also may be controlled by the right RTU (if left RTU fails). The TDR
also responds to selective mode-S interrogations. This select mode reply is unique for each aircraft, and is set
by strapping in the aircraft interconnect. This mode allows the air traffic controller to identify each aircraft
by tail number. A digital bus output is supplied to the IAPS.

The TDR-94 consists of a main microprocessor, serial and discrete I/O interfaces, a 1030-MHz receiver, an in-
terrogation processor, and a 1090-MHz transmitter. Operating power is derived from the number 1 +28-V dc
aircraft supply. This input is filtered and supplied through an internal breaker to the low-voltage power sup-
ply. This supply generates internally required low-level voltages and feeds the high- voltage power supply. A
voltage monitor reports power integrity to the microprocessor.

The main microprocessor uses a 16-bit bidirectional data bus to control unit operation. An address latch and
a data transceiver provide the interface between the processor and internal circuits. This processor controls
all I/O data transfer, monitors key internal power levels, programs the frequency synthesizer, generates
high- voltage supply disable logic, and shares data with the dedicated video processor through a dual-port
RAM. The processor also directly monitors the temperature of the transmit modulator; if temperature be-
comes excessive, data is latched that toggles a discrete to inhibit the high voltage power supply.

The I/O interface circuits consist of an input UART, two discrete input buffers, and an output UART. The
main microprocessor accesses each circuit using the bidirectional DB0-DB15 data bus.

Two ARINC 429 low-speed data buses are received and supplied to a multiplexer. The R-RTU-1 bus brings con-
trol and altitude data from the right RTU to receive port A. The L-RTU-2 bus brings control and altitude data
from the left RTU to receive port B. The microprocessor reads the RX PORT A/B SELECT discrete and selects
the active port. Normally, port B is selected and the TDR is controlled by the left RTU. When the left RTU re-
version switch is set to OFF, a ground is supplied to P2-57, which selects port A (right RTU) control data. The
multiplexer then supplies control data from the selected port (A or B) through the input UART to the micro-
processor.

The processor reads discrete inputs through two buffer circuits. The first buffer provides control port A/B
select logic, strut switch logic, control bus format select logic, source identification logic, max airspeed in-
crement select logic, and altitude input logic. The control port A/B select discrete (P2-57) is described above.
The strut switch discrete (P2-53) is a ground when the aircraft is on the ground. The control discrete (P2-58
to P2-52) strap is open. The source identification discrete is strapped P2-47 to P2-50 for the left TDR. The
max airspeed increment discrete is strapped P2-45 to P2-49. The altitude input discretes are strapped P2-41
to P2-42 to P2-52, and P1-14 to ground. The second buffer provides the mode-S aircraft identification code.
This code is set by rear connector strapping (P1-33 through P1-56), and is unique for each aircraft.

Parallel TDR data is supplied from the microprocessor to the output UART, where it is transmitted on the
serial L-TDR-1 bus to the IAPS. This bus echoes the received transponder control and altitude data through
the IAPS to the RTUs.

The TDR is interrogated by the 3-pulse side-lobe suppression (sls) method. The 1030-MHz interrogation in-
put is low-pass filtered and supplied through a transmit/receive switch to the front end receiver. The trans-
mit/receive switch isolates the power amplifier from the antenna in receive mode. This received interroga-
tion signal is sampled by a forward power monitor, which provides a low-power monitor output through a
buffer to the processor.

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The front end receiver is a 1030-MHz bandpass filter (preselector) that rejects images and spurious re-
sponses. The filtered rf interrogation input is then mixed with a 1090-MHz injection frequency from the syn-
thesizer. (This local oscillator frequency is programmed by the microprocessor using latched data, clock, and
enable logic.) The resultant 60-MHz if signal is amplified and supplied to the DPSK (differential phase shift
keying) detector and to the video processor.

The DPSK detector is a part of the receiver circuit that senses phase reversals present in mode-S interroga-
tions. The DPSK detector output is supplied to the PAM (pulse amplitude modulation) decoder. The video
processor generates a video signal from the received if signal when the received interrogation has adequate
signal strength. If signal strength is too weak to process or if the transponder reply rate becomes excessive,
the video is removed. This circuit causes the TDR to reply only to nearby stations when there is interference
from weaker, more distant stations.

The PAM decoder and a dedicated video microprocessor function together as an interrogation processor. This
circuit processes the video input to determine signal validity and interrogation mode. If the signal has valid
pulse width, pulse amplitude, and relative amplitude difference, then the TDR enables transmit mode and
prepares a response in the proper mode (A, C, or S).

When transmit mode is enabled by the interrogation processor, INT SUPRN logic activates the suppression
amplifier and XMT ENBL logic activates the transmit enable driver. During transmit mode, the suppression
amplifier momentarily inhibits other L-band units (described in a later paragraph). During transmit mode,
the enable driver closes the transmit/receive switch, to isolate the receiver circuits from the antenna. The in-
terrogation processor then applies the ATCRBS reply output through a multiplexer to the rf (transmit)
modulator.

The 1090-MHz transmitter circuit consists of an rf modulator and a power amplifier. The rf modulator re-
ceives operating power from the high-voltage power supply. This power supply provides the voltage levels
required for L-band transmission. A current monitor disables both the rf modulator and the high-voltage
supply if the current draw (power output) becomes excessive. An HV power monitor provides a high-power
monitor output through a buffer to the main microprocessor.

The ATCRBS reply output from the interrogation processor controls the modulator bias supplied to the
power amplifier. The power amplifier is driven by a 1090-MHz CW signal generated by the synthesizer. The
CODED REPLY BIAS from the modulator causes the power amplifier to generate a corresponding pulse train
output, at the 1090-MHz drive frequency. This rf reply output is a series of pulses, the number and spacing of
which is determined by the ATC code set by the RTU (plus a trailing IDENT pulse, if selected) and the interroga-
tion mode. The pulse transmission is supplied through the closed transmit/receive switch and radiated out the
antenna.

A suppression amplifier prevents possible damage to other L-band receivers on the aircraft. This amplifier
generates a blanking pulse SUPRN output (P1-29) when the interrogation processor produces a reply trans-
mission (INT SUPRN from video microprocessor sets). This suppression pulse momentarily inhibits the re-
ceiver in the right TDR and in both DMEs. These three units also generate a blanking pulse output when pre-
paring to transmit, which temporarily inhibits the receiver in the TDR transponder (EXT SUPRN to transmit
enable driver sets).

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Figure 4-8-1 (Sheet 6 of 24). RSS System Schematic (ADF 1)

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Refer to Figure 4-8-1, sheet 6. This sheet shows the number 1 ADF-462 automatic direction finder. The ADF-
462 is a low/medium-frequency radio receiver that computes bearing to the tuned station. The ADF-462
normally is tuned by the left RTU but also may be tuned by the right RTU (if left RTU fails). The audio out-
put is supplied to the aircraft audio system, and digital bus outputs are supplied to the IAPS and the IDS
systems.

The ADF consists of an I/O microprocessor that controls the I/O interface, an instrumentation microproces-
sor that performs the ADF computations, an rf receiver, and an antenna switching circuit. Operating power
is provided by the number 1 +28-V dc aircraft supply; an internal power supply converts this voltage into re-
quired supply levels.

The I/O microprocessor manages an ARINC UART, a discrete input buffer, and control/decoder circuits. The
ARINC UART controls the ARINC 429 low-speed I/O interface. Two ARINC 429 low-speed data buses are
received and input to a multiplexer. The R-RTU-1 bus brings tune data from the right RTU and the L-RTU-2
bus brings tune data from the left RTU. The processor reads the RX PORT A/B ENBL discrete from the left
RTU reversion switch and selects the active tune port. Normally, port B is selected and the ADF is tuned by
the left RTU. When the left RTU reversion switch is set to OFF, a ground is supplied to P1-5, which selects
port A (right RTU) tune data. The multiplexer then supplies TUNE DATA from the selected input port
through the UART to the microprocessor.

The discrete input buffer circuit is used to load RX PORT A/B ENBL (previously described), SOURCE
IDENT strap (open for the number 1 ADF), ANTENNA LOCATION strap (top or bottom mount), and QEC
straps (quadrantal error correction) information onto one of the I/O processor data buses.

Decoder circuits convert microprocessor generated data into controls supplied to the receiver circuits. After
the processor reads the tune frequency from the selected input data bus, appropriate DATA/
CLK/ENBL synthesizer programming, MUTE logic, and BAND LOGIC control is generated. These decoded
controls are described in a later paragraph. A control circuit decodes individual chip selects.

The instrumentation microprocessor performs bearing calculations and controls the antenna interface. A
data transceiver circuit provides data exchange between the two microprocessors. Processed ADF bearing
data is supplied through the transceivers to the I/O processor. Bearing (and tune frequency) information is
then supplied from the I/O microprocessor to the ARINC UART, where it is transmitted on the L-ADF-1 bus
to the IAPS and the L-ADF-2 bus to the IDS.

The ADF dual conversion receiver demodulates the rf input signal from the 190 to 1799-kHz band and ap-
plies detected signal to the instrumentation processor and processed audio to the aircraft audio system.

The rf input signal from the ANT-462A/B is supplied through one of six bandpass filters to the receiver in-
put. The I/O processor reads the tune frequency input and then generates BAND LOGIC, which switches the
appropriate bandpass filter to the rf signal path.

The receiver is tuned by an LSI synthesizer. The synthesizer is programmed (DATA/CLK/ENBL) by the I/O
processor to apply the variable first injection frequency to the receiver. This frequency is related directly to
tune frequency and channels the receiver to the desired station. A crystal oscillator provides the second
(fixed) injection frequency to the receiver. The resulting 3.6-MHz if signal is supplied to a phase-locked loop
coherent detector.

The coherent detector is a frequency and phase detector that produces valid LOCK logic and AUDIO output
signals when phase locked to the input 3.6-MHz if signal. The detector flags the processor (invalid LOCK
logic) and blocks the AUDIO if the receive signal becomes unusable (detector unlocks).

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The LOCK output is monitored through a multiplexer by the instrumentation processor. This output is a
+12-V dc level when the detector is phase locked to the input signal, and a ground level when unlocked. The
AUDIO output is supplied through a low-pass filter to the instrumentation processor and to the audio cir-
cuits. The instrumentation processor uses this detected audio to compute bearing to the station.

The detected audio from the coherent detector and a BFO audio signal are combined and supplied through a
mute switch to the audio amplifier. The BFO audio is a 1-kHz tone that identifies keyed carrier CW stations;
this tone is decoded by the instrumentation processor only when BFO mode is selected on the RTU control.
The mute switch is controlled by a MUTE pulse that is decoded from the I/O processor bus. This pulse turns
off the audio output during a frequency (channel) change. Normally, the mute switch is closed and the audio
signal is filtered, amplified, and supplied to the aircraft audio system.

The antenna switching circuit applies modulation and operating power to active circuits in the ANT-462A/B
antenna. The ADF receiver uses a null system to determine the bearing of the station relative to the aircraft.
The instrumentation processor selects a bearing angle and operates the antenna switching circuit to apply
corresponding modulation signal outputs to balanced modulators located in the antenna. The antenna cir-
cuits null when the selected bearing is correct. Refer to sheet 7.

A decoder circuit provides processor generated chip control and sync control. A sine table PROM applies a
synchronized digital sine wave to both the sin and cos modulation D/As. The selected bearing angle is de-
coded from the processor bus and converted into SIN BRG and COS BRG outputs to the modulation D/As.
The resulting sine (includes QEC) and cosine bearing modulation signals are limited and supplied to the an-
tenna. Note that these are not constant amplitude signals.

The ADF receiver applies ANT B+ and LOOP B- power outputs to the antenna. The ANT B+ output is a fil-
tered +15-V dc level that is always supplied to the antenna, regardless of selected mode. The LOOP B-output is
a filtered –12-V dc level that is switched to the antenna only in ADF mode. In ANT mode, the LOOP B- output
is switched off to disable the loop antenna circuits; this results in a clearer audio signal when bearing informa-
tion is not required.

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Figure 4-8-1 (Sheet 7 of 24). RSS System Schematic (ANT-462s)

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Refer to Figure 4-8-1, sheet 7. This sheet shows the ANT-462A and the ANT-462B antennas. The ANT-462A
is used when only one ADF-462 receiver is installed on the aircraft. The ANT-462B is used when two ADF
receivers are installed. The ANT-462A/B senses rf signals in the 190- to 1799-kHz band and provides a proc-
essed 50-Ω output signal to the ADF receiver(s). 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 arri-
val direction of the received signal. Processing circuits in the ADF receiver convert these induced voltages
into bearing information. Refer to 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 indi-
vidually filtered and amplified. This technique provides double signal handling capability without inter-
modulation. The two amplified sense signals are then combined in a summing transformer, amplified, and
supplied to the output transformer.

The two loop antennas induce a directional signal. The loop antennas are offset 90 degrees from each other
to provide a sine/cosine phase relationship. Each output is supplied through a low-noise amplifier to a bal-
anced modulator. The balanced modulators mix the loop antenna signals with the sine and cosine modula-
tion signals from the receiver. These SIN MOD and COS MOD input signals are synchronized representa-
tions of a bearing selected by the instrumentation processor in the ADF receiver. The two modulator outputs
are then summed together; if the selected bearing is the actual bearing to the station, the sum of the modu-
lator outputs is zero (null). The amplified loop output is supplied 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-Ω rf output supplied to the ADF receiver.

The ADF receiver applies ANT B+ and LOOP B- power inputs to the antenna. The ANT B+ input is a fil-
tered +15-V dc level. The LOOP B- input is a filtered –12-V dc level that is switched to the antenna only in
ADF mode. In ANT mode, the LOOP B- output is switched off to disable the loop antenna circuits.

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Figure 4-8-1 (Sheet 8 of 24). RSS System Schematic (ALT)

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Refer to Figure 4-8-1, sheet 8. This sheet shows the ALT-55B radio altimeter. The ALT is an FMCW trans-
ceiver that measures the aircraft radio altitude (up to 2500 feet) above the terrain during approach mode. The
ALT transmits a reference signal on one antenna, receives the reflected signal on another antenna, and then
computes the aircraft altitude.

The ALT consists of a transmitter, a mixer, a receiver, and an altitude discriminator. Operating power is
provided by the number 1 +28-V dc aircraft supply; an internal power supply converts this voltage into re-
quired supply levels for the ALT and the RAC.

The transmitter generates a 4250- to 4350-MHz swept deviation output to the transmit antenna. The
transmitter consists of a modulation oscillator, a driver, a multiplier/filter, and a control voltage generator.

The modulation oscillator provides a 100-Hz at 0-degree modulation FM input signal to the driver circuit.
Rear connector straps select the 100-Hz (P1-35/38) modulation frequency and the 0-degree (P1-30/32)
modulation phase.

The driver is biased to generate a transmit output frequency that is centered at 4300 MHz; the DC MOD
CONTROL VOLTAGE causes the transmit frequency to sweep ±50 MHz. The driver output is a 100-Hz
square wave, the amplitude of which is determined by the DC MOD CONTROL VOLTAGE input. An inte-
grator converts this square wave to a 100-Hz triangle wave, which is then amplified and supplied to the mul-
tiplier/filter circuit.

The multiplier frequency translates the triangular 100-Hz modulation input signal. The 100-Hz modulation
frequency causes an internal oscillator to produce a nominal output frequency; the dc reference level on the
modulation signal continuously tunes a varactor to adjust this nominal value. The multiplier output is then
supplied to two filter circuits. A 4.3-GHz bandpass filter is tuned to the third harmonic of the oscillator and
applies the 4250-to 4350-MHz FMCW deviation signal through the mixer to the transmit antenna. An 8.6-
GHz bandpass filter is tuned to the sixth harmonic of the oscillator, and applies an 8500- to 8700-MHz
FMCW signal to the delay line.

A control voltage generator forms the transmitter deviation correction loop. The delay line converts the vari-
able 8.6-GHz signal into an audio reference signal, the frequency of which is proportional to deviation rate.
This reference signal is supplied to a filter/amplifier circuit. This circuit produces the 50-foot altitude test
signal and provides amplified input to the zero crossing detector. The zero crossing detector generates a duty
cycle output that is proportional to the input signal.

A frequency-to-voltage converter and a wobbulation generator provide dc control voltages to ensure correct
transmitter signal sweep. The duty cycle output of the zero crossing detector is averaged into a dc level that
is proportional to the frequency of the deviation output signal. A wobbulation generator provides a dc output
that prevents step changes in the DC MOD CONTROL VOLTAGE supplied to the driver. The resulting ± dc
control voltages vary the driver bias to maintain transmitter deviation at 4250 to 4350 MHz.

The 4250- to 4350-MHz input signal from the receive antenna is supplied to a strip line mixer. The mixer
operates as follows to generate an if sine-wave altitude signal to the receiver. The transmit signal sweeps
from 4250- to 4350-MHz. The receive signal is a delayed 4250- to 4350-MHz, depending on the altitude above
the terrain. Example: A transmitted 4300-MHz signal returns as a 4300-MHz receive signal, but during the
time required for the signal to travel to the terrain and back, the transmitter frequency has increased. The
difference between the transmit and receive frequencies at the mixer is an if signal, the frequency of which
is proportional to altitude above terrain (40 Hz/foot).

The receiver consists of preamplifier, filter, and detector circuits. The preamplifier filters and gain shapes
the if ALT input from the mixer. A discrete RADIO ALT TEST input from the RAC applies a ground to the
self test signal gate when the RA TEST button is pushed on either AAP. When test mode is selected, a 50-

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foot altitude test signal is switched to the preamplifier instead of the ALT input from the mixer. This test
signal is an if frequency corresponding to a 50-foot above terrain ALT input. The preselector output is sup-
plied to a filter/bandwidth control circuit.

The filter/bandwidth control circuit contains four selectable bandwidths. The DC ANALOG altitude signal
from the summing amplifier selects the optimum bandwidth filter to remove any hf noise from the if altitude
signal. The filtered signal is then amplified and supplied to a zero crossing detector and a signal presence
detector.
The zero crossing detector detects each zero crossing of the sine-wave altitude input signal. The detector
supplies a square-wave output to the time domain filter, at the same frequency as the input signal. The sig-
nal presence detector determines if signal strength is sufficient to provide a valid altitude measurement. If
adequate signal is present, an ENBL output is supplied to activate the time domain filter. The time domain
filter processes the square-wave input signal to remove noise and provide signal stabilization. The time do-
main filter supplies a series of trigger pulses to the altitude discriminator, at the same frequency as the in-
put signal.
The altitude discriminator performs a frequency-to-voltage signal conversion. The trigger pulse input from
the time domain filter is supplied to course and fine discriminator circuits. These circuits incorporate air-
craft installation delay (AID) and provide a dc voltage output to a summing amplifier. The AID is selected by
a rear connector strap (P1-19/24) to be 40 feet. This provides a customized aircraft offset to ensure accurate
altitude indications when the aircraft is in a touchdown attitude. This AID compensation is supplied to an
AID/self-test switch. The AID normally is switched to both discriminators, but is removed in self-test mode
since the test function is internally generated and not related to aircraft characteristics.
The summing amplifier combines the discriminator outputs into the DC ANALOG altitude voltage. This
voltage is used to select optimum filtering in the bandwidth control circuit and is supplied to an output
driver. The driver provides amplified ANALOG DC ALTITUDE signal to the RAC.
An FCS warn circuit controls a transistor switch to apply a discrete FCS WARN output (open = warn) to the
RAC. This circuit trips when the discriminators apply OFF SCALE logic or in TEST mode. OFF SCALE logic
is generated when the received signal is weak or when the aircraft altitude is above 2500 feet.

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Figure 4-8-1 (Sheet 9 of 24). RSS System Schematic (RAC/CMAs)

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Refer to Figure 4-8-1, sheet 9. This sheet shows the RAC-870 radio altitude converter, the CMA-764( )
VLF/Omega/GPS receivers, the VLF-ANT antenna couplers, and the GPS-ANT antennas. The RAC-870 con-
verts analog radio altitude from the ALT-55B into ARINC 429 digital format. The CMA-764( ), VLF-ANT,
and GPS-ANT units are built by Canadian Marconi; only I/O for these units is described at this time.
The RAC consists of a microprocessor and an altitude digitizer circuit. Operating power is derived from the
number 1 +28-V dc aircraft supply and supplied through the ALT for common reference. An internal power
supply generates additional required supply levels.
The microprocessor monitors SELF TEST and FCS WARN discretes, operates an altitude digitizer, and for-
mats the ARINC 429 output data bus. A heartbeat monitor resets the microprocessor if program execution
time becomes excessive; the reset ensures the processor is not hung up in an endless loop.
Radio altitude self-test is initiated by a pushbutton on one of the AAP altitude awareness panels. When ei-
ther button is pressed, a discrete ground level is supplied to P1-40 of the RAC. This ground is read directly
by the microprocessor and also supplied to a threshold set comparator. The ground (less than +2.5-V dc)
causes the comparator to conduct, which applies a ground RAD ALT TEST output to the ALT. The ALT then
initiates self-test; the ANALOG DC ALTITUDE signal simulates an altitude of 50 feet, and the FCS WARN
discrete toggles.
The FCS WARN discrete provides a monitor output from the ALT to the RAC microprocessor. This monitor
is normally a +28-V dc level but becomes an open circuit when self-test mode is selected, the received alti-
tude signal becomes weak, aircraft altitude is greater than 2500 feet, or if the ALT loses power.
The microprocessor uses an altitude digitizer circuit to continuously read the ANALOG DC ALTITUDE sig-
nal from the ALT. A successive approximation technique is used to track the dc altitude signal. The 2-wire
input signal is supplied through a receiver to provide a dc level to the noninverting input of the radio alti-
tude comparator. The microprocessor writes a digital altitude approximation to the d/a converter; the analog
d/a output is supplied to the inverting input of the radio altitude comparator. The result of this dc level com-
parison (NULL SENSE) is level and polarity monitored by the processor and used to intelligently compute
the next approximation. The comparator output nulls when the analog equivalent of the approximated alti-
tude equals the ALT altitude signal; this null informs the processor that the last altitude approximation was
correct.
The microprocessor applies a serial output through an ARINC 429 low-speed transmitter to the IAPS. This
RAC-1 data bus provides ALT radio altitude, FCS warn status, and test status information to all four IAPS
data concentrators and to the optional TTR (TCAS) unit.
Each CMA-764 and the VLF-ANT form a VLF/Omega sensor system. Each CMA-764-1, VLF-ANT, and GPS-
ANT form a VLF/Omega/GPS sensor system. One or two systems may be installed. These units are manufac-
tured by Canadian Marconi. The CMA is the receiver/processor unit, the VLF-ANT is an H-field antenna
coupler, the GPS-ANT is a GPS patch antenna with an internal preamplifier. These units use VLF, Omega,
and GPS navigation signals to determine geographic position. This position data is used by the FMS naviga-
tor, and may be viewed on the SDU. CMA operating power is derived from the onside +28-V dc aircraft sup-
ply.
Each CMA receives two primary ARINC 429 low speed control inputs from the IAPS. Each bus provides sta-
tion select and FMS control data. The LB-GP BUS 2 input bus provides data from the left portion of IAPS.
The RB-GP BUS 2 input bus provides redundant control data from the right portion of IAPS. Each CMA re-
ceives onside (primary) IAPS data at input port 1 and offside (secondary) IAPS data at input port 2. Note
that the secondary bus is also connected to input port 3; this port provides heading data input (used if the
AHRS fails). The CMA monitors both IAPS buses and periodically switches between them so that both are
serviced.
Each CMA provides two ARINC 429 low-speed output data buses. The left receiver provides an L-VLF-1 output
bus to the IAPS, and an L-VLF-2 output bus to the IDS system. Each output bus provides position, velocity,
track angle, ground speed, and status information. IAPS concentrators map data from the L-VLF-1 bus to the
FMC computer; FMS blended NAV data is shown on the large displays. Data from the L-VLF-2 bus is supplied
to the SDD, which formats position data for display on the SDU. The right CMA provides an R-VLF-1 output
bus to the IAPS and an R-VLF-2 output bus to the IDS.

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Figure 4-8-1 (Sheet 10 of 24). RSS System Schematic (RTU 2)

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Refer to Figure 4-8-1, sheet 10. This sheet shows the number 2 RTU-870T/870C radio tuning unit and re-
lated 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.

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Figure 4-8-1 (Sheet 11 of 24). RSS System Schematic (VHF 2)

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Refer to Figure 4-8-1, sheet 11. This sheet shows the number 2 VHF-422A/422C COM transceiver.

The number 2 VHF is a multichannel COM transceiver that provides copilot side 2-way AM voice communi-
cations. 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.

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Figure 4-8-1 (Sheet 12 of 24). RSS System Schematic (VIR 2)

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Refer to Figure 4-8-1, sheet 12. This sheet shows the number 2 VIR-432 VHF navigation receiver.

The number 2 VIR is a VHF navigation receiver that contains VOR/LOC, GS, and MB receivers. The VIR
normally is tuned by the right RTU, but also may be tuned by the left RTU (in reversion mode). Internal op-
eration of the VIR is described on a previous page.

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Figure 4-8-1 (Sheet 13 of 24). RSS System Schematic (DME 2)

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Refer to Figure 4-8-1, sheet 13. This sheet shows the number 2 DME-442 distance measuring equipment.

The DME is a 3-channel transceiver that measures slant range (line of sight) distance from the aircraft to a
ground station, computes relative closure rate and time to station, and decodes the station identifier. The
DME normally is tuned by the right RTU, but also may be tuned by the left RTU (in reversion mode). Inter-
nal operation of the DME is described on a previous page.

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Figure 4-8-1 (Sheet 14 of 24). RSS System Schematic (TDR-94 2)

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Refer to Figure 4-8-1, sheet 14. This sheet shows the number 2 TDR-94 transponder.

The number 2 TDR-94 is a mode-A, mode-C, and mode-S transponder that is used when TCAS is not in-
stalled. 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 operation is described on a previous page.

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Figure 4-8-1 (Sheet 15 of 24). RSS System Schematic (ADF 2)

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Refer to Figure 4-8-1, sheet 15. 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 this unit is installed in the aircraft, the dual ANT-462B (not the ANT-462A) antenna is used.

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Figure 4-8-1 (Sheet 16 of 24). RSS System Schematic (TDR-94D 1)

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Refer to Figure 4-8-1, sheet 16. The number 1 TDR-94D is a diversity (2-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 1. When active, the TDR-94D responds to valid ATCRBS radar interrogations with a coded
identification (mode-A) or reporting altitude (mode-C) reply. The response code is selected on the controlling
RTU. The TDR is normally controlled by the left RTU, but also may be controlled by the right RTU (if left
RTU fails). The TDR also responds to selective mode-S interrogations. This select mode reply is unique for
each aircraft, and is set by strapping in the aircraft interconnect. This mode allows the air traffic controller
to identify each aircraft by tail number, and is used by TCAS for air-to-air communication with a cooperating
aircraft. Digital bus outputs are supplied to the IAPS and to the TCAS transmitter receiver.

The TDR-94D consists of a main microprocessor, serial and discrete I/O interfaces, a 1030-MHz receiver, an
interrogation processor, and a 1090-MHz transmitter. Operating power is derived from the number 1 +28-V
dc aircraft supply. This input is filtered and supplied through an internal breaker to the low-voltage power
supply. This supply generates internally required low-level voltages and feeds the high-voltage power sup-
ply. A voltage monitor reports power supply integrity to the microprocessor.

The main microprocessor uses a 16-bit bidirectional data bus to control unit operation. An address latch and
a data transceiver provide the interface between the processor and internal circuits. This processor controls
all I/O data transfer, monitors key internal power levels, programs the frequency synthesizer, generates
high-voltage supply disable logic, and shares data with the dedicated video processor through a dual-port
RAM. The processor also directly monitors the temperature of the transmit modulator; if temperature be-
comes excessive, data is latched that toggles a discrete to inhibit the high-voltage power supply.

The I/O interface circuits consist of three input UARTs, two discrete input buffers, and two output UARTs.
The main microprocessor accesses each circuit using the bidirectional DB0-DB15 data bus.

Two ARINC 429 low-speed data buses are received and supplied to the RTU multiplexer. The R-RTU-1 bus
brings control and altitude data from the right RTU to receive port A. The L-RTU-2 bus brings control and
altitude data from the left RTU to receive port B. The microprocessor reads the PORT A/B select discrete
(P2-57) and selects the active port. Normally, port B is selected and the TDR is controlled by the left RTU.
When the left RTU reversion switch is set to OFF, a ground is supplied to P2-57, which selects port A (right
RTU) control data. The RTU multiplexer then supplies control data from the selected port (A or B) through
an input UART to the microprocessor.

The second input UART is reserved for two ADC air data input buses. These inputs are not used, since the
TDR altitude input discretes are strapped to read air data words from the RTU buses. These discretes are
described in a later paragraph.

The TCAS-1 data bus is supplied through an ARINC 429 hi-speed receiver to the third input UART. This
bus brings TCAS data words from the TTR transmitter receiver. Some words are destined for the IAPS, and
some words contain collision avoidance data for mode-S transmission. This TCAS input data is read from the
UART by the microprocessor.

The processor reads discrete inputs through two buffer circuits. The first buffer provides input port A/B se-
lect logic, strut switch logic, source identification logic, maximum airspeed logic, altitude input logic, and
TCAS installed logic. The control port A/B select discrete (P2-57) is described in a previous paragraph. The
strut switch discrete (P2-53) is ground when the aircraft is on the ground. The source identification discrete
is strapped P2-47 to P2-50 for the left TDR. The max airspeed increment discrete is strapped P2-45 to P2-49.
The altitude input discretes are strapped P2-41 to P2-42 to P2-52, and P1-14 to ground. The TCAS discrete
is strapped P1-13 to P2-52. The second buffer provides the mode-S aircraft identification code. This code is
set by rear connector strapping (P1-33 through P1-56), and is unique for each aircraft.

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Parallel TDR/TCAS output data is supplied from the microprocessor to the output UARTs. One UART is en-
abled by the processor to decode and transmit serial data to the IAPS. This L-TDR-1 bus echoes transponder
control/altitude data through the IAPS to the RTUs, and supplies TCAS (also TDR) words through the IAPS
to the AMS. The second UART is enabled by the processor to decode and transmit serial data to the TTR.
This L-TDR-2 bus supplies air data information to the TCAS transmitter receiver.

The TDR is interrogated by the 3-pulse side-lobe suppression (sls) method. The TDR-94D operates with two
antennas to provide TCAS air-to-air capability. The 1030-MHz interrogation input is received on either/both
L- band antennas, low-pass filtered, and supplied through diversity and transmit/receive switches to the
front end receiver. The diversity switch is not used in receive mode. The transmit/receive switch connects the
antennas to the receiver (not the transmitter) in receive mode.

The front end receiver is a dual 1030-MHz bandpass filter (preselector) that rejects images and spurious re-
sponses. The two filtered rf inputs are then independently mixed with a 1090-MHz injection frequency from
the synthesizer. This local oscillator frequency is programmed by the microprocessor using latched data,
clock, and enable logic. The two resultant 60-MHz if signals are amplified and supplied to the DPSK (differ-
ential phase shift keying) detector and to the video processor.

The DPSK detector is a part of the receiver circuit that senses phase reversals present in mode-S interroga-
tions. The DPSK detector outputs are supplied to the PAM (pulse amplitude modulation) decoder. The video
processor monitors the received signal strengths and generates video signals to the PAM decoder.

The PAM decoder and a dedicated video microprocessor function together as an interrogation processor. This
circuit processes the video inputs to determine if the received interrogation is a valid ATCRBS or mode-S in-
terrogation. If a response is required, the processor determines if the top or the bottom antenna should be
used for the reply. The processor then enables the transmit mode and generates the proper response. Note
that TCAS generated collision avoidance transmit data is supplied to the interrogation processor through
the dual port RAM.

When transmit mode is enabled by the interrogation processor, INT SUPRN logic activates the suppression
amplifier and XMT ENBL logic activates the transmit enable driver. During transmit mode, the suppression
amplifier momentarily inhibits other L-band units (described in a later paragraph). During transmit mode,
the enable driver closes the transmit/receive switch. This isolates the receiver and connects the transmitter
to the selected antenna. The interrogation processor generates the ATCRBS or mode-S reply output and
top/bottom antenna select logic. This response is supplied through a multiplexer to the rf transmit modula-
tor.

The 1090-MHz transmitter circuit consists of an rf modulator and a power amplifier. The rf modulator re-
ceives operating power from the high-voltage power supply. This power supply provides the voltage levels
required for L-band transmission. A current monitor disables both the rf modulator and the high-voltage
supply if the current draw (power output) becomes excessive. An HV power monitor provides a high-power
monitor output through a buffer to the main microprocessor.

The reply output from the interrogation processor controls the modulator bias supplied to the power ampli-
fier. The power amplifier is driven by a 1090-MHz CW signal generated by the synthesizer. The ON/OFF
BIAS from the modulator causes the power amplifier to generate a corresponding pulse train output, at the
1090-MHz drive frequency. This rf reply output is a series of pulses, the number and spacing of which is de-
termined by the ATC code (plus a trailing IDENT pulse, if selected) and the operating mode. The pulse
transmission is supplied through the closed transmit/receive switch and radiated out the selected antenna.
The transmit signal is sampled by a forward power monitor, which provides a low-power monitor output
through a buffer to the processor.

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The diversity transmit switch connects the top or bottom antenna to the power amplifier in transmit mode.
This switch is controlled by XMT ANT SEL logic from the modulator. The selected antenna is the one pro-
viding the strongest receive signal to the interrogation processor.

A suppression amplifier generates a blanking pulse SUPRN output (P1-29) when the interrogation processor
selects transmit mode. This suppression pulse momentarily inhibits receivers in the DME, 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.

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Figure 4-8-1 (Sheet 17 of 24). RSS System Schematic (TDR-94D 1)

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Refer to Figure 4-8-1, sheet 17. This sheet shows the number 2 TDR-94D transponder.

The number 2 TDR-94D is a diversity (2-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 alti-
tude (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-94D operation is described on a previous page.

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Figure 4-8-1 (Sheet 18 of 24). RSS System Schematic (TTR/TREs)

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Refer to Figure 4-8-1, sheet 18. This sheet shows the TRE-920 antennas and the receiver, transmitter, and
suppression circuits of the TTR-920. Sheet 19 shows the I/O circuits of the TTR. The TTR-920 receiver
transmitter and the TRE-920 directional antennas provide TCAS II operation. The TTR transmits mode-C
and mode-S transponder interrogation signals and monitors all replies. Internal processing determines the
range, bearing, and altitude of each replying (nearby) aircraft. This allows the TTR to locate all transponder
equipped aircraft within range. If an aircraft is on a conflicting path, the TTR generates traffic advisory (in-
truder alert), resolution advisory (recommended vertical escape maneuver), and/or synthesized voice audio
outputs. If the intruder aircraft (also) has a mode-S transponder, the TTR uses the TDR-94D to transmit
collision avoidance data to that aircraft. This mode-S link allows the two TCAS systems to coordinate con-
flict resolution maneuvers between aircraft.

The number 1 TRE-920 TCAS II antenna is mounted on the top of the aircraft. The number 2 TRE-920
TCAS II antenna is mounted on the bottom of the aircraft. The TRE antenna is directional, which allows the
system to compute bearing to a target aircraft. The TRE contains four passive antenna elements located at
cardinal (90 degree) points inside the assembly. Each element is independent of the others and is connected
to the TTR through a separate coaxial cable.

The TTR-920 TCAS II transmitter receiver contains a main CPU processor, a four-section 1090-MHz re-
ceiver, a video processor, and a solid-state 1030-MHz transmitter. Operating power is derived from the
number 1 +28-V dc aircraft supply. This input is supplied through an internal breaker and filter to the
power supply. This supply generates all internally required voltages.

The main CPU processor uses a 16-bit bidirectional data bus to control unit operation. An address latch and
a data transceiver provide the interface between the main processor and internal circuits. The address latch
provides access to the global RAM memory and to the non-volatile EEPROM memory. Global RAM provides
top level rt data storage; EEPROM stores diagnostic error data. The data transceiver is used to transfer in-
formation between the various internal data buses and the processor D0-D15 data bus. Note that a second
transceiver and a dual port RAM also provide part of this data transfer function.

The TTR receives ATCRBS and mode-S transponder replies from the TRE top antenna and/or the TRE bot-
tom antenna. Top and bottom antennas are installed so that an intruder aircraft is not shadowed from the
TCAS by the airframe. The top or bottom antenna is connected to the receiver through an antenna select
switch, a beam steering network, and a transmit/receive switch. The video processor controls these three cir-
cuits.

The video processor operates the antenna select switch to choose either the top or the bottom antenna. In re-
ceive mode, the processor alternately monitors the top and bottom antenna inputs to listen for replies. When
an antenna is selected, all four TRE antenna elements are connected through the beam steering network
and the transmit/receive switch to the receiver. The video processor operates the beam steering network to
steer antenna reception sensitivity. This phasing network directs signal detection in 5.6-degree increments.
The video processor operates the transmit/receive switch to connect the antennas to the receiver (not the
transmitter) in receive mode.

The receiver contains four identical rf and if sections. The four 1090-MHz rf input signals are bandpass fil-
tered, amplified, and supplied to mixer circuits. Note that because of the physical orientation of the antenna
elements, the instantaneous amplitude of the received signal is different at each element (the frequency is
the same). In receive mode, a local oscillator provides a 1030-MHz injection frequency to each mixer. The
four resulting 60-MHz if signals are supplied to the video processor.

The video processor combines the received signals to determine bearing information and to decode pulse-
data responses. The processor also generates rf control to the antenna interface circuits as described above.
The VD bus provides a link to the main CPU processor and the sample RAM. A bearing circuit compares the
phase relationships of the received if signals and provides a phase detector output to the bearing detector.
The bearing detector produces dc outputs that are proportional to the angle-of-arrival of the rf signal at the
antenna. These PA and PB analogs are converted to digital format and supplied to the sample RAM.

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The serial RX data outputs from the video processor are supplied to mode-C and mode-S gate arrays, and
also to the sample RAM. The gate arrays process this video data to detect mode-C or mode-S pulses in the
received signal. The gate arrays apply the detected response information through a FIFO onto the internal
ED bus.

The sample RAM stores simultaneous response and range counter data for the main processor. As valid re-
plies are received the mode-C/mode-S data, digital bearing, and the current value of a range counter are
stored in the RAM. The processor reads this data from the sample RAM and calculates the target aircraft
range, bearing, and mode-C altitude.

The processor uses the ED bus to operate the transmit encoder gate array. This gate array generates the
pulse-timing signals necessary to transmit interrogations, provides a range counter output to the sample
RAM, and generates internal suppression logic. The processor programs the gate array for mode-C or mode-
S operation, and enables the gate array to begin the transmit operation. When enabled to transmit, an in-
ternal suppression pulse is supplied to the suppression circuit; this circuit is described later. The mode-C or
mode-S interrogation transmit (pulse) data is supplied through a buffer to the transmit modulator.

The transmitter contains a transmit modulator, power amplifier, and power splitter. In transmit mode, a
T/R switch applies the 1030-MHz oscillator signal to the power amplifier (not the receiver). This oscillator
signal is the rf continuous wave (CW) transmit frequency. The transmit modulator applies mode-C or mode-
S high-voltage pulse drive to bias the power amplifier. This bias causes the power amplifier to generate a
corresponding pulse train output, at the 1030-MHz transmit frequency. This 2000-watt rf reply output is
supplied through a power splitter to the transmit/receive switch. The power splitter is a whisper/shout at-
tenuator that controls the transmit power supplied to the antennas.

In transmit mode, the video processor controls the transmit/receive switch to connect the antenna to the
transmitter (not the receiver). The four rf pulse-transmission outputs are supplied through the trans-
mit/receive switch, the beam steering network, and radiated out the selected antenna.

The beam steering network provides 4-channel antenna beam steering for the directional TRE antennas.
This network generates and controls the phase relationships of the four rf outputs from the transmitter. The
processor uses the phasing network to aim the rf transmit beam (in 5.6-degree increments) at a selected air-
craft.

A suppression circuit generates a blanking pulse SUPRN output (LBP-12) when the processor selects trans-
mit mode. An INT SUPRN pulse from the transmit encoder gate array activates the suppression circuit. The
suppression circuit then inhibits the internal TTR receiver (using latched RCVR OFF data to the video proc-
essor) and generates the EXT SUPRN pulse. This suppression pulse momentarily inhibits receivers in the
DME and TDR units to protect them from possible damage by high-energy transmissions. These L-band
units also generate a blanking pulse output when preparing to transmit. This pulse input temporarily in-
hibits the TTR receiver, and also inhibits receivers in the other L-band units.

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Figure 4-8-1 (Sheet 19 of 24). RSS System Schematic (TTR)

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Refer to Figure 4-8-1, sheet 19. This sheet shows the I/O circuits of the TTR-920. Sheet 18 shows the re-
ceiver, transmitter, and suppression circuits.

The main CPU processor accesses the I/O circuits shown on this sheet using the parallel DB and DG data
buses. The processor is shown on sheet 18. These I/O circuits provide the ARINC 429 interface with external
units, read program discrete inputs, generate voice audio outputs, and operate the front panel test switch
and LED indicators.

The TTR reads three ARINC 429 input data buses. The L-TDR-2 (or R-TDR-2) bus supplies pressure alti-
tude data. This air data information is supplied through the RTU and selected transponder to the TTR. This
serial bus is input through a receiver to a multiplexer and read through a UART onto the parallel DB bus.
The L-AHC-3 bus supplies heading data. This serial bus is input through a receiver and read through a
UART onto the parallel DB bus. The RAC-1 bus supplies radio altitude data to inhibit descend advisories
below a certain ceiling. This serial bus is input through a multiplexer and read through a UART onto the
parallel DG bus.

The TTR applies four ARINC 429 output data buses. Each data bus is supplied from a UART to a transmit-
ter. The processor selectively enables each UART to decode parallel data from an internal bus and transmit
serial ARINC 429 data. The TCAS-1 and TCAS-2 buses provide collision avoidance maneuver data to the
transponders. The selected transponder transmits this data on a mode-S link to the cooperating aircraft. The
TCAS-TA/RA-1 and TCAS-TA/RA-2 buses provide traffic advisory, vertical resolution advisory, intruder air-
craft range/bearing/altitude, and formatted TCAS map data to the large displays. Each large display pro-
vides a TCAS performance monitor to the TTR. The RA DSPL STATUS 1 discrete is normally a ground, but
becomes an open at the TTR if neither of the left side displays can display resolution advisory (RA) data. The
RA DSPL STATUS 2 discrete is a ground at the TTR if neither of the right side displays can display RA
data.

The TTR reads several strap inputs. These discretes program aircraft performance capabilities to the main
processor, and customize TCAS operation for the Learjet 60 installation. Each discrete is level converted by
a pullup resistor circuit and read through a buffer onto an internal data bus. Refer to the wiring diagram in
the maintenance section of this manual for a list of the TCAS straps; notes describe each strap function.

The TTR uses a speech processor and a D/A converter to generate synthesized voice audio outputs. This
TCAS audio provides dedicated voice messages to provide traffic alerts or vertical maneuver advice. The
processor applies audio data to the speech processor on the DB bus. The speech processor digitally synthe-
sizes spoken words and applies an analog VOICE output to the feedback input of a D/A converter. The DB
bus supplies audio GAIN LEVEL programming to the data inputs of the converter. The voice signal output
from the converter is filtered and supplied through 600-ohm and 8-ohm audio amplifiers to the audio system.

The TTR front panel contains a TEST button and several LED indicators. If the main processor detects a
failure, the error data is stored in nonvolatile memory and is also supplied to a latch, which lights the ap-
propriate indicator. When the TEST button is pressed, a discrete ground is buffered onto the DG bus to the
main processor. The processor begins the (8 second) self-test routine. Then, either the TTR PASS or the TTR
FAIL indicator lights. If the TTR FAIL indicator lights, one or more of the other indicators may also light to
show the reason for the failure. These indicators are listed below.

INDICATOR MEANING

TTR PASS TTR has passed self-test

TTR FAIL TTR has failed self-test
XPNDR TDR transponder or mode-S data link failure
UPPER ANT TRE (top) antenna failure
LOWER ANT TRE (bottom) antenna failure
RAD ALT Radio altitude data failure
HDNG Heading data failure
R/A RA indicator failure
T/A TA indicator failure

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Figure 4-8-1 (Sheet 20 of 24). RSS System Schematic (TDR-90/CAD-870 1)

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Refer to Figure 4-8-1, sheet 20. In some aircraft, TDR-90 mode-A/mode-C transponders and CAD-870 adapt-
ers are installed instead of the TDR-94s. A dual mount adapter holds the TDR-90s and CAD-870s, and in-
stalls directly into the TDR-94 piggyback mount. The adapter is wired to interface each TDR-90/CAD-870
pair to the aircraft 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 mount connector pin numbers.

The number 1 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 1 TDR-90. The number 1 TDR-90 is a mode-A and mode-C trans-
ponder. This transponder is active when the remote ATC switch is set to 1. When active, the TDR-90 re-
sponds to valid ATC radar interrogations with a coded identification/reporting altitude reply. The trans-
ponder normally is controlled by the left RTU, but also may be controlled by the right RTU (if left RTU fails).

The CAD consists of a microprocessor, a UART, and a latch decoder. Operating power is derived from the
number 1 +28-V dc aircraft supply; an internal power supply generates the required CAD supply levels.

The microprocessor reads source identification and reply status discrete inputs, and operates an 8-bit bidi-
rectional data bus to control the CAD operation. The processor also generates opcode control to the UART. A
heartbeat monitor resets the microprocessor if program execution time becomes excessive; the reset ensures
the processor is not hung up in an endless loop.

The source identification discrete input is read by the processor through a buffer. This P1-23 strap input is
open for the number 1 CAD-870. The TDR-90 transponder reply status is monitored by the processor
through an identical buffer. This P1-40 input becomes a ground level whenever the transponder replies to an
interrogation.

An 8-bit bidirectional data bus gathers RTU data from the UART and supplies processed output data to the
UART and to the latch decoder. Two ARINC 429 low-speed data buses are received and supplied to a bus
selector switch. The R-RTU-1 bus brings selected reply code, selected operating mode, and altitude data from
the right RTU to receive port A. The L-RTU-2 bus brings control and altitude data from the left RTU to re-
ceive port B. The left RTU reversion switch applies RX PORT A/B SELECT logic to operate the electronic
bus selector switch. Normally, port B is selected and the CAD/TDR is controlled by the left RTU. When the
RTU reversion switch is set to OFF position, a ground is supplied to pin 43, which selects port A (right RTU)
control data. The selected input bus is supplied to the receive port of the UART and read by the microproces-
sor. The processor then returns control and altitude values on the data bus to the UART; this code is trans-
mitted on the L-TDR-1 ARINC 429 low-speed output data bus to the IAPS.

The microprocessor applies coded transponder output data onto the internal data bus. This data is decoded
by four octal latches. The latched data is then buffered and supplied as parallel mode A ident data, mode C
altitude data, and control data to the TDR-90. A ground at the rear connector pin of any mode A or mode C
output indicates an active state. The control outputs are ON (ground)/STBY (open), MODE SEL C (ground),
TEST (ground), and IDENT (+5-V dc current source) logic.

The TDR-90 consists of a receiver, a decoder, an encoder interface matrix, an encoder, and a 1090-MHz
transmitter. Operating power is derived from the number 1 +28-V dc aircraft supply; an internal power sup-
ply generates the required TDR-90 supply levels.

The TDR-90 is interrogated by the 3-pulse side-lobe suppression (sls) method. The 1030-MHz interrogation
input is low-pass filtered and supplied through an isolating diplexer to the preselector. The diplexer isolates
the transmitter from the antenna in receive mode. The preselector is a 1030-MHz bandpass filter, which re-
jects images and spurious responses. The filtered interrogation input is then supplied to a heterodyne re-
ceiver. An automatic overload circuit monitors ENCODE GATE ENABLE (transmit) logic and reduces the

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receiver sensitivity if the transponder reply rate becomes excessive. This circuit causes the TDR to reply only
to nearby stations when there is interference from weaker, more distant stations.

The receiver uses a local oscillator to produce an amplified 60-MHz if output. This signal is video detected
and supplied to a video pulse processor. This processor performs validity checks on the detected signal. An
interrogation output is supplied only when the detected signal has proper pulse width, pulse amplitude, and
relative amplitude difference. If the received signal is acceptable so far, it is passed to a monitor circuit and
to the sls decoder.

The sls decoder determines the final validity and mode of the interrogation signal. If the signal is valid, the
encoder is enabled and the interrogation signal is supplied to the encoder interface matrix. The decoder then
applies either valid A-DECODE (ident mode) or C-DECODE (altitude mode) logic to AND gates, which en-
able altitude or ident input to the encoder input circuits.

The encoder interface matrix gates the interrogation decoder output with either the A CODE (identification)
or the C CODE (altitude) parallel reply data from the CAD. A shift register adds an IDENT pulse, if se-
lected. The resulting programmed code is supplied to the encoder.

The encoder is enabled by the decoder if the interrogation is valid. This circuit then reads the coded input
and generates ENCODE GATE ENABLE logic and coded trigger pulses, which are supplied to the modula-
tor. The ENCODE GATE ENABLE output is a logic level used to indicate transmit mode; this transmit logic
is supplied to various circuits in the TDR. The reply output from the encoder consists of pulses spaced ac-
cording to the reply code format; this is supplied to the input of the modulator. The modulator is enabled by
ENCODE GATE ENABLE logic from the encoder and selection of ON (not STANDBY) mode. The modulator
converts the trigger pulse input to the 69-volt levels required to drive the transmitter.

The transmitter converts the modulator output into an amplified 1090-MHz rf reply pulse train. This reply
signal is a series of pulses, the number of which is determined by the ATC code value set by the RTU (plus a
trailing IDENT pulse, if selected). This coded (mode A or C) transmit signal is supplied through an isolating
diplexer and out to the antenna. The diplexer isolates the receiver from the antenna in transmit mode. Note
that when the TDR is transmitting a reply, ENCODE GATE ENABLE logic causes the monitor circuit to
generate a 1-second pulse. This pulse grounds the XPNDR REPLY output (pin 17) to the CAD.

A suppression amplifier prevents possible damage to other L-band receivers on the aircraft. This amplifier
generates a blanking pulse SUPRN output when the encoder produces a transmit reply (ENCODE GATE
ENABLE logic); this pulse momentarily inhibits the receiver in the right TDR and in both DMEs. These
three units also generate a blanking pulse output when preparing to transmit, which temporarily inhibits
the receiver in the TDR. The blanking pulse input causes the INT SUPPRESSION line to disable the en-
coder (through the decoder).

The TDR receives various discrete control logic inputs from the CAD. The ON/STBY discrete applies a
ground (ON) to enable the TDR modulator (transmit circuit). A 60-second timer provides an initial 1-minute
power-up delay to allow the transmitter to warm up.

The MODE SEL C discrete applies a ground to enable the TDR to transmit mode C (altitude) pulses. This
discrete and C-DECODE logic from the decoder are AND gated together to provide ALT ENABLE mode se-
lection (C or A logic) to the encoder interface matrix.

The TEST discrete applies a ground to initiate the mode A or mode C transponder test function. The TEST
discrete, inverted MODE SEL C logic, ENCODE GATE ENABLE (transmit mode) logic, and detected IN-
TERROGATION signal are input to a monitor circuit. If an interrogation signal is not currently being re-
ceived, the TDR is not transmitting, and test mode is requested, then a simulated mode A or mode C inter-
rogation signal is supplied to the decoder. If the TDR responds with a normal reply transmission, the

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monitor applies a 1-second pulse output. This pulse switches on a transistor to apply a ground “reply” output
to the CAD.

The IDENT discrete applies a +5-V dc current source output to a 22-second timer. The timer output is AND
gated with A-DECODE logic from the decoder to apply IDENT PULSE coding onto the encoder input. This
generates an identification pulse in each reply pulse-train output for at least a 22-second interval.

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Figure 4-8-1 (Sheet 21 of 24). RSS System Schematic (TDR-90/CAD-870 2)

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Refer to Figure 4-8-1, sheet 21. In some aircraft, TDR-90 mode-A/mode-C transponders and CAD-870 adapt-
ers are installed instead of the TDR-94s. A dual mount adapter holds the TDR-90s and CAD-870s, and in-
stalls directly into the TDR-94 piggyback mount. The adapter is wired to interface each TDR-90/CAD-870
pair to the aircraft 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 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 trans-
ponder. This transponder is active when the remote ATC switch is set to 2. When active, the TDR-90 re-
sponds to valid ATC radar interrogations with a coded identification/reporting altitude reply. The trans-
ponder 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.

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Figure 4-8-1 (Sheet 22 of 24). RSS System Schematic (GPS 1)

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Refer to Figure 4-8-1, sheet 22. This sheet shows the number 1 GPS-4000. This sheet shows the power, dis-
crete inputs, and ARINC 429 I/O interfaces of the number 1 GPS. The +28-V dc bus 1 airplane supply pow-
ers the number 1 GPS.

Discrete I/O data consists of low-speed data bus speed select and SDI logic. The LS SELECT discrete selects
the output bus speed. A ground on P1-4C selects low-speed ARINC 429 bus output. The number 1 SDI
strap pin P1-5B is grounded for the number 1 GPS.

The ARINC 429 I/O interface consists of two IAPS data concentrator receive ports, and one GPS transmitter
port. The number 1B IOC applies 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, I/O processor, and the GPS ENGINE. The +28-V dc power input is sup-
plied to the power supply that provides all required internal voltage levels. The active GPS antenna filters
and amplifies the received GPS satellite signals. The active GPS antenna is powered by +12 V dc on the an-
tenna coax cable. The antenna applies the received GPS signal to the GPS ENGINE. The GPS ENGINE
calculates the airplane position. The I/O processor outputs calculated position data through the UART on an
ARINC 429 low-speed data bus. The L-GPS-1 data bus is output to both left side IAPS data concentrators.

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Figure 4-8-1 (Sheet 23 of 24). RSS System Schematic (GPS 2)

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Refer to Figure 4-8-1, sheet 23. This sheet shows the number 2 GPS-4000. This sheet shows the power, dis-
crete inputs, and ARINC 429 I/O interfaces of the number 2 GPS. The +28-V dc bus 2 airplane supply pow-
ers the number 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-speed ARINC 429 bus output. The number 2 SDI
strap pin P1-5A is grounded for the number 2 GPS.

The ARINC 429 I/O interface consists of two IAPS data concentrator receive ports, and one GPS transmitter
port. The number 1B IOC applies a LB-GP BUS 2 ARINC 429 low-speed data bus to GPS receive port
P1-12C/12D. The number 2B IOC applies a RB-GP BUS 2 ARINC 429 low-speed data bus to GPS receive
port P1-2C/2D.

The GPS contains receiver UARTs, I/O processor, and the GPS ENGINE. The +28-V dc power input is sup-
plied to the power supply that provides all required internal voltage levels. The active GPS antenna filters
and amplifies the received GPS satellite signals. The active GPS antenna is powered by +12 V dc on the an-
tenna coax cable. The antenna applies the received GPS signal to the GPS ENGINE. The GPS ENGINE
calculates the airplane position. The I/O processor outputs calculated position data through the UART on an
ARINC 429 low-speed data bus. The R-GPS-1 data bus is output to both right side IAPS data concentrators.

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Figure 4-8-1 (Sheet 24 of 24). RSS System Schematic (HF)

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Refer to Figure 4-8-1, sheet 24. This sheet shows the optional HF-9010 Radio Set Control, HF-9031 HF
Transmitter-Receiver, and HF-9041 Antenna Coupler.

The HF radio set control provides the operator interface for selection of operating mode, emission mode,
emission power level, and operating frequency. The radio set control also displays the HF system status and
fault diagnostics.

The radio set control consists of a display, front panel controls, power supply, and microprocessor. The dis-
play consists of a segmented LED panel. The front panel controls output the volume, squelch, and chan-
nel/frequency selections to the microprocessor. The power supply converts the +28-V dc power input into the
internal supply levels required by the radio set control. The lighting bus controls the brightness of the dis-
play and panel lighting. The microprocessor receives the front panel control inputs and drives the LED dis-
play. The master/slave discrete is input through a +5-volt pullup resistor to the microprocessor. The mas-
ter/slave discrete is grounded for single HF operation. The microprocessor transmits the control data on a
fiber optic link to the HF antenna coupler. The antenna coupler relays the control data to the transmitter-
receiver. The microprocessor receives the frequency echo and diagnostic data on the fiber optic link from the
transmitter-receiver.

The HF transceiver is a multichannel COM transceiver that provides 2-way AM voice communications. The
HF radio set control outputs tune data on the fiber optic link through the antenna coupler to the HF trans-
mitter-receiver. The tuning input data is read by the HF transceiver and used to program the frequency.
Processed tuning data is supplied to control module and output on the fiber optic link to the HF radio set
control. The HF applies an audio output to the aircraft audio system.

The transceiver consists of a chassis and four major modules. The modules include control, power sup-
ply/audio, receiver/exciter, and power amplifier.

The control module issues system commands over the fiber-optic link through the radio set control to the an-
tenna coupler. Monitor data from the transceiver modules and from the rest of the system is sent by the con-
trol module on the fiber optic link.

The control module contains a microprocessor system including ROM, RAM, nonvolatile memory, timers,
and parallel input/output (I/O) devices. The control module has access to control and status lines to/from all
other modules. On command from the fiber optic link the control module configures the transceiver and the
system for the selected frequency and mode of operation.

The rf/if portion of the receiver-exciter module employs a dual-conversion frequency scheme to translate sig-
nals between the audio spectrum and the desired rf frequency. The frequency synthesizer portion of the re-
ceiver-exciter module provides all injection frequencies required for rf-to-audio and audio-to-rf frequency
translation. The microprocessor compensated frequency standard provides a stable time base reference for
the frequency synthesizer.

The power supply portion of the power supply/audio module converts the +28 V dc primary power input to
regulated voltages required by other transceiver modules.

The HF-9041 Antenna Coupler consists of three major modules: discriminator, rf tuner, and control. The mi-
croprocessor in the control module is directed by software to configure the rf tuner for proper phasing and
minimum vswr in response to command signals from the transceiver and error signals from the discrimina-
tor. Tuning data from previously tuned frequencies is stored by the microprocessor memory and used to
minimize future tuning times when that frequency is used again.

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Figure 4-9. WXR (Weather Radar System) Overview

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4.3.8 WXR (Weather Radar Sy stem)

[Link] Overview

The WXR consists of a single LRU that detects wet precipitation (also precipitation based turbulence if RTA-
854) along the flight path and ahead of the aircraft. The radar scan arc is the aircraft heading angle ±60°.
The CDU control display units provide radar mode control; the display range is selectable up to 300 nmi. The
RTA processes X-band weather radar/turbulence data into an ARINC 453 digital bus format that may be
selected for display on the ND/MFD. Refer to Figure 4-9.

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, an rf assembly, a pedestal assembly, and a base assembly. The antenna is a 14-inch flat plate. The
rf assembly contains the receiver and transmitter circuits; this assembly attaches to the antenna and elimi-
nates the need for a waveguide. The pedestal assembly contains tilt/scan motors and optical feedback
switches. The base assembly contains the power supply and signal processing circuits.

The RTA accepts radar control input data from both 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 to IAPS concentrators. The concentrators map the radar control data (and
AHRS attitude data for stabilization) to the RTA. The LB-GP BUS 3 input provides pilot side control and at-
titude 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 an ND or on an MFD. Radar is not displayed on a PFD.

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Figure 4-9-1 (Sheet 1 of 2). WXR System Schematic (RTA)

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[Link] System Schematic

Refer to Figure 4-9-1, sheet 1. This sheet shows the RTA I/O and processing circuits. Sheet 2 shows the rf
transmitter, receiver, and antenna circuits. The WXR system consists of only one LRU; the RTA-844 (or
RTA-854) is a single integrated receiver/transmitter/antenna unit. This unit provides X-band weather radar
detection and also Doppler turbulence detection (RTA-854 only). CDU pages provide WXR mode selection.
The RTA provides processed WXR video output data directly to displays in the IDS system.

RTA circuits on sheet 1 consist of the microprocessor, a UART circuit, data decoders, the digital signal proc-
essor, and the ARINC 453 output driver. The number 1 +28-V dc aircraft supply provides operating power.
An internal power supply converts this voltage into required supply levels. A remote on/off discrete (P1-16) is
also provided. If this option is not used, P1-16 should be strapped to ground (power on).

The microprocessor controls the RTA operation using a 16-bit bidirectional data bus. This bus is supplied to
a transceiver, a latch, a flip-flop, and the DSP control interface. The transceiver provides 2-way data trans-
fer between the processor AD0-AD15 data bus and the internal DATA bus used throughout the RTA. The
latch circuit decodes the address of a requested memory location; the contents of the addressed location are
read from memory onto the internal DATA bus. The flip-flop circuit decodes device control logic. The DSP
control interface allows the microprocessor to directly access the digital signal processor circuits.

A dual UART circuit is used to read input control data. The pilot enters WXR control data on the left CDU.
This data is supplied to the (left) FMC-851C. These control words are transmitted on the L-FMS-1 bus to the
1A/1B data concentrators in the IAPS, and then mapped onto the LB-GP BUS 3 bus to the RTA. This chan-
nel A data is input through an ARINC receiver and supplied to the receive port of a UART. The copilot en-
ters WXR control data on the right CDU; this channel B data is supplied to the second UART in similar way.
The microprocessor reads WXR CONTROL data from the UARTs onto the internal DATA bus. This input
data contains WXR mode selection, gain/tilt/range commands, and attitude information.

Data decoders read microprocessor instructions from the data bus and convert them into discrete control
signals. A frequency decoder decodes FREQ SEL 1 or FREQ SEL 2 logic, which selects one of two SAW os-
cillators in the RF exciter circuit. A digital-to-analog converter decodes an AGC voltage, which controls the
gain level of the receiver circuit. An antenna drive circuit decodes TILT and SCAN voltage levels, which op-
erate the tilt and scan motors in the pedestal assembly. The pedestal assembly returns a FEEDBACK con-
trol level, which is buffered onto the data bus.

The digital signal processor (DSP) converts the receiver output signals into a processed WXR video signal.
Dc “I” and “Q” voltage levels are generated in the receiver circuit (refer to sheet 2). These voltages are in-
phase and quadrature (90°) dc representations of the received echo signal. The DSP processes these voltages
into a signal that identifies the direction, range, and intensity of the precipitation or turbulence that caused
the reflection (echo). The output display signal is synchronized with the antenna sweep to paint a fullscreen
radar picture of the precipitation pattern along the flight path.

The dc “I” and “Q” signals from the receiver are supplied through a range filter to an analog-to-digital con-
verter. The range filter optimizes the bandwidth of the analog channel to match the length of the transmit-
ted pulse. The analog-to-digital converter provides digitized LEVEL and ANGLE outputs that address
PROMs in the DSP data unit.

The DSP data unit contains RMS PROMs, PHASE PROMs, and an ALU circuit. The RMS and PHASE
PROMs are addressed to provide corresponding vector data (magnitude and angle) outputs to the ALU. The
ALU circuit estimates the amount of precipitation in the echo signal for that vector and provides this proc-
essed DATA to the scan-to-scan filter (also to the microprocessor through the DSP control circuit). Proper
STC gain control voltage is generated at this time by the DSP data unit and supplied to the receiver.

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The DSP control circuit generates XMT CONTROL pulses and LIMITER BIAS logic outputs that are sup-
plied to the rf assembly (refer to sheet 2). This circuit is operated by the DSP data unit and by the micro-
processor.

The scan-to-scan filter stores and filters the video output to ensure that the WXR output data is a cohesive
image showing the most recent sweep. This circuit stores the latest screen display of data and updates this
composite video picture as the antenna scans. This filter provides a dynamic full-sweep WXR video signal to
the ARINC 453 output circuit.

The ARINC 453 output circuit formats processed WXR data for transmission to the IDS system. This circuit
receives WXR video data from the scan-to-scan filter, and status data from the microprocessor. (The proces-
sor also samples the output data using the internal DATA bus.) Formatted WXR video and status data is
transmitted on the WXT-1 ARINC 453 very-high-speed data bus to the IDS system. This data may be dis-
played on an ND or on an MFD.

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Figure 4-9-1 (Sheet 2 of 2). WXR System Schematic (RTA)

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Refer to Figure 4-9-1, sheet 2. This sheet shows the RTA rf transmitter, antenna, and receiver circuits. Sheet
1 shows the I/O and processing circuits.

The rf transmitter generates X-band pulses of various widths and repetition rates (depends on selected mode
and range). These rf pulses are supplied through an isolating duplexer and radiated out a 14-inch flat plate
antenna. Very narrow beam pulses are transmitted so that as the antenna sweeps, each valid received echo
signal is recognized as a reflection at a specific scan angle. The transmitter is extremely stable and is used at
the high pulse repetition rates required to detect moisture and moisture related turbulence.

The transmitter exciter contains two SAW oscillators. The primary oscillator operates at 744.80 MHz; the
preheat oscillator operates at 744.40 MHz. Only one oscillator is enabled at any time. The preheat oscillator
is enabled by the microprocessor before each transmission. A variable width preheat pulse is generated to
warm the IMPATT amplifier to operating temperature. The IMPATT amplifier is preheated to ensure a
phase-stable and flat-amplitude pulse output. Note that the receiver is tuned only to the primary frequency,
so any returns at the preheat frequency are rejected and not displayed.

The processor enables the primary oscillator when a pulse is to be transmitted. This signal is frequency dou-
bled to 1.489 GHz and supplied to a mixer. Refer to sheet 2 and note the frequency divider and multiplier
stages that generate the first (8.937-GHz), second (372.4-MHz), and third (33.8-MHz) oscillator frequencies.
These frequencies are used in the receiver circuit. In transmit mode, the XMT MODE switch is closed and a
67.6-MHz frequency is supplied to the mixer. The mixer output is a 1.557-GHz summation frequency.

The 1.557-GHz mixer output is amplified and supplied to a times-6 multiplier to generate the 9.34-GHz
transmit frequency. This frequency is supplied to the preheated IMPATT amplifier. This amplifier provides
constant X-band power output.

The modulator is biased on by XMT CONTROL pulses from the DSP control circuit (sheet 1). The pulse width
and repetition rate of these pulses is determined by the processor and limit checked by circuits in the modula-
tor. The modulator then provides variable pulse output to the IMPATT amplifier.

The IMPATT amplifier is injection-locked to the 9.34-GHz input providing the X-band pulse output. This
pulse transmission is then supplied through the duplexer and radiated out the antenna. In transmit mode
the duplexer is biased to isolate the antenna from the receiver circuits.

The antenna is positioned by motors in the pedestal assembly. The scan motor (B1) positions the antenna
±60 degrees left or right of the flight path. The tilt motor (B2) positions the antenna ±30 degrees up or down.
Both motors run in response to microprocessor generated commands (sheet 1). Normally, the antenna re-
peatedly scans the entire lateral range at a fixed rate. (This rate is synchronized with the video output to
paint a dynamic radar picture of the precipitation pattern along the flight path.) Optical switches (scan and
tilt) provide a feedback reference to the processor computation circuits (buffered onto data bus).

The receiver processes the echo of each transmitted pulse into dc components that are supplied to the digital
signal processor (DSP). The DSP processes these components into the output video signal (refer to sheet 1).

The echo return signal is received by the antenna and supplied through the duplexer to a preselector filter.
In receive mode, the duplexer is biased to isolate the antenna from the transmitter. This receive signal is
raw (unprocessed) video; the signal strength of this echoed transmission is proportional to the precipitation
encountered by that pulse.

The preselector bandpass filters the 9.34-GHz signal and applies it to a PIN diode limiter. This is a protec-
tion circuit that is operated by LIMITER BIAS logic decoded from the DSP control circuit. In transmit mode,
this circuit protects the receiver circuits by limiting the level of rf leakage present during the transmit pe-

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riod. In receive mode, this circuit limits the amplitude of the received signal. The amplitude limited receive
signal is then passed through a low-noise GAASFET amplifier to the first mixer.

The amplified 9.34-GHz receive signal is mixed with a 8.937-GHz reference to produce the 406-MHz first if.
This signal is amplified, filtered, and supplied to the second mixer. The 406-MHz first if is mixed with a
372.4-MHz reference to produce the 33.8-MHz second if. This signal is then amplified and level adjusted by
STC (sensitivity time control from the DSP) and AGC (automatic gain control from the processor) amplifiers.
The resulting 33.8-MHz signal is supplied to the sin/cos mixer circuits.

The sin/cos mixer circuits divide the level adjusted second if into a pair of phase related dc levels. A 33.8-
MHz reference frequency is supplied to a 90 degree phase shift circuit. This circuit provides 33.8-MHz sig-
nals with sine and cosine phase relationships to the sin/cos mixer circuits. The output of the sin mixer is a dc
(0-Hz) level that corresponds to the sine (in-phase) component of the received signal. The output of the cos
mixer is a dc (0-Hz) level that corresponds to the cosine (quadrature) component of the received signal. These
two voltages are amplified and supplied as the “I” and the “Q” dc levels to the range filter shown on sheet 1.
The DSP circuits process these levels into the WXR video output.

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Figure 4-10. ADAS (Aircraft Data Acquisition System) Overview

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4.3.9 ADAS (Aircraft Data Ac quisition System)

[Link] Overview

The ADAS consists of a single LRU that collects and formats aircraft data for input to the Collins systems.
The ADAS also changes digital Collins autopilot mode and advisory data into discrete levels to drive remote
aircraft annunciators and warning horns. Refer to Figure 4-10.

The DAU is a dual channel data converter. The two identical channels are isolated from each other to pro-
vide independent operation. Each channel processes onside data. All discrete inputs to the DAU are redun-
dantly encoded onto both channels. Only one channel is described below.

The following inputs are supplied to the left channel of the DAU, and then provided to IAPS data concentra-
tors on the A-DAU-2 serial bus: The ADS supplies angle-of-attack information on the L-SIA-1 bus. The IDS
supplies the MFD mode word on the R-MFD-1 bus. The AHS supplies gyro initialization discrete logic (L-
INIT). The left aircraft strut switch supplies aircraft-on-the-ground discrete logic (L-STRUT SW). The “Air-
craft Data Interface” supplies several discrete inputs; this interface includes the aircraft sensors and air-
frame switches not directly associated with the Collins avionics subsystems. These discrete inputs are sup-
plied to both channels of the DAU.

The IAPS provides autopilot modes and advisories on the LA-GP BUS 1 serial data bus. The DAU processes
this information into several advisory discretes that drive remote aircraft aural warning horns and annun-
ciators.

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Figure 4-10-1 (Sheet 1 of 2). ADAS System Schematic (DAU)

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[Link] System Schematic

Refer to Figure 4-10-1, sheet 1. The ADAS system consists of a single LRU. The DAU-650 collects and for-
mats aircraft data for input to the Collins systems, and converts digital Collins autopilot mode and advisory
data into output discretes.

The DAU contains two functionally identical and independent channels. One channel provides left (A-side)
functions and is shown on sheet 1. The other channel provides right (B-side) functions and is shown on sheet
2.

The left (side A) channel of the DAU consists of a microprocessor, an ARINC multiplexer, an input buffer, an
output UART, and an output decoder driver. The number 1 +28-V dc aircraft supply provides channel A op-
erating power. The +28-volt input is filtered and supplied to a power supply that generates the required in-
ternal supply levels.

A microprocessor controls channel A operation. The processor uses port P0 to read the serial data bus inputs
and the discrete inputs on the AD0-AD7 internal data bus. This bus also applies processor generated output
data to a UART and to a decoder driver. Processor port P2 provides discrete address outputs to an address
decoder and to RAM. The address decoder provides internal device enable and control. The RAM provides
addressable memory. Processor port P1 monitors the onside strut switch through an input buffer. This L-
STRUT SW discrete is a ground level when the aircraft is on the ground. A reset timer resets the processor if
execution time becomes excessive or if an internal monitored power level becomes too low. The channel A
and B microprocessors exchange onside AHRS initialization and strut switch logic.

Four serial data bus inputs are supplied through ARINC low-speed receivers to an ARINC multiplexer. The
processor enables the multiplexer to load each input onto the AD0-AD7 internal bus.

The L-SIA-1 bus provides normalized angle-of-attack information from the left SIA signal interface adapter.
This information is provided by the non-Collins stall warning system, converted to ARINC 429 format by the
SIA, and input through the DAU to the IAPS data concentrators for distribution to the PFD.

The LA-GP BUS 1 input from the IAPS provides autopilot mode and advisory data. The FCC computers pro-
vide this information. This data is decoded and supplied to the DAU output drivers.

An input is reserved for an external ARINC clock. Clock data is routed through the DAU to the IAPS data
concentrators. The IAPS data concentrators then output the clock data to the FMC computer.

The R-MFD-1 input bus provides the MFD mode word (used by the diagnostic system). This data word is in-
put through the DAU to the IAPS concentrators for distribution to the FCC and FMC computers.

An input buffer provides source identification, AHRS alignment, and aircraft discrete inputs to the DAU.
The processor reads this discrete data from the buffer onto the AD0-AD7 internal bus.

The source identification strap input (P1-42) is open for channel A of the DAU. The AHRS alignment dis-
crete input (P1-7) provides a +28-V dc/open pulse train while the left AHC computer is initializing. This L-
AHC INIT discrete may be used to light a panel annunciator. The aircraft input discretes from the Aircraft
Data Interface are supplied to both channels of the DAU. The aircraft input discretes are listed below. The
discretes are routed through the DAU to the IAPS data concentrators for distribution to interested units. A
ground shows the active state.

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AIRCRAFT INPUT DISCRETES

PIN NUMBER FUNCTION LOGIC

P1-4 Thrust reverser deployed gnd/open

P1-7 AHRS aligning (1-Hz pulses) +28 V/open
P1-20 Channel A self-test enable gnd/open
P1-37 Strut (aircraft on ground) gnd/open
P1-38 Speed brake deployed gnd/open
P1-39 Flap approach gnd/open
P1-41 Fuel counter (pulses) gnd/open
P1-42 Channel B ident — open gnd/open

The microprocessor writes processed output data onto the AD0-AD7 internal data bus. The processor enables
a UART and a decoder driver to read this data and generate the DAU channel A outputs. The UART con-
verts this parallel data into a serial bus that is supplied to an ARINC 429 transmitter. The A-DAU-2 low-
speed output bus is supplied to the left side IAPS data concentrators.

The decoder driver is enabled to read annunciator control data from the processor data bus and set the ap-
propriate output drivers. These discrete outputs are listed below, and are supplied to the Aircraft Data In-
terface. Note that some outputs are not used in this installation. A ground shows the active state. The flight
control computers generate the aircraft output discretes. The discrete bits are routed to the DAU on a gen-
eral purpose bus.

AIRCRAFT OUTPUT DISCRETES

PIN NUMBER FUNCTION LOGIC

P1-3 AHRS align out (1-Hz pulses) gnd/open

P1-24 DAU channel A fail gnd/open
P1-25 Rudder boost off gnd/open
P1-26 Rudder boost arm gnd/open
P1-27 Rudder boost active gnd/open
P1-28 Rudder boost fail gnd/open
P1-29 Pitch trim fail gnd/open
P1-30 Pitch mistrim gnd/open
P1-31 Roll mistrim gnd/open
P1-32 Yaw mistrim gnd/open
P1-33 AP disconnect gnd/open
P1-34 AP disconnect aural alert gnd/open
P1-35 YD disconnect gnd/open
P1-44 VNAV arm gnd/open
P1-45 Autotune active gnd/open
P1-46 DH/MDA/RPT ALT alert gnd/open
P1-47 Preselect altitude alert gnd/open

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Figure 4-10-1 (Sheet 2 of 2). ADAS System Schematic (DAU)

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Refer to Figure 4-10-1, sheet 2. This sheet shows the channel B functions of the DAU-650. Channel A func-
tions are shown on sheet 1.

The number 2 +28-V dc aircraft supply provides channel B operating power. This channel reads three serial
input data buses (R-SIA-1, RA-GP BUS 1, L-MFD-1), three right side discretes (strut switch, AHRS align-
ment, and source ident), and the same aircraft discretes that are supplied to channel A (pin numbers are
listed below).

AIRCRAFT INPUT DISCRETES

PIN NUMBER FUNCTION LOGIC

P2-57 Thrust reverser deployed gnd/open

P2-54 AHRS aligning (1-Hz pulses) +28 V/open
P2-41 Channel B self-test enable gnd/open
P2-24 Strut (aircraft on ground) gnd/open
P2-23 Speed brake deployed gnd/open
P2-22 Flap approach gnd/open
P2-20 Fuel counter (pulses) gnd/open
P2-19 Channel B ident — ground gnd/open

The B-DAU-2 data bus applies serial output to the right side IAPS concentrators. Drivers apply discrete
outputs to the Aircraft Data Interface (pin numbers are listed below). Note that some outputs are not used in
this installation.

AIRCRAFT OUTPUT DISCRETES

PIN NUMBER FUNCTION LOGIC

P2-58 AHRS align out (1-Hz pulses) gnd/open gnd/open

P2-37 DAU channel B fail gnd/open gnd/open
P2-36 Rudder boost off gnd/open gnd/open
P2-35 Rudder boost arm gnd/open gnd/open
P2-34 Rudder boost active gnd/open gnd/open
P2-33 Rudder boost fail gnd/open gnd/open
P2-32 Pitch trim fail gnd/open gnd/open
P2-31 Pitch mistrim gnd/open gnd/open
P2-30 Roll mistrim gnd/open gnd/open
P2-29 Yaw mistrim gnd/open gnd/open
P2-28 AP disconnect gnd/open gnd/open
P2-27 AP disconnect aural alert gnd/open gnd/open
P2-26 YD disconnect gnd/open gnd/open
P2-17 VNAV arm gnd/open gnd/open
P2-16 Autotune active gnd/open gnd/open
P2-15 DH/MDA/RPT ALT alert gnd/open gnd/open
P2-14 Preselect altitude alert gnd/open gnd/open

Internal operation is described on a previous page.

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523-0776652-003118
3rd Edition, 20 January 1999

Learjet 60
Avionics System

Maintenance
Table of Contents

Paragraph Page

5.1 INTRODUCTION .................................................................................................................................................... 5-1

5.2 MAINTENANCE SCHEDULE................................................................................................................................ 5-1
5.2.1 RTA-844/854 Receiver Transmitter Antenna............................................................................................................... 5-1
5.2.2 SVO-85B Servo/SMT-85B Servo Mount........................................................................................................................ 5-2
5.2.3 ADC-850D Air Data Computer ..................................................................................................................................... 5-4
5.2.4 VIR-432 VHF Navigation Receiver ............................................................................................................................... 5-4
5.2.5 TDR-94( ) Transponder.................................................................................................................................................. 5-4
5.2.6 Routine CRT Cleaning................................................................................................................................................... 5-4
5.2.7 EFD-871/MFD-871 Lint Screen Cleaning .................................................................................................................... 5-4
5.3 DATA BASE UPDATE PROCEDURE ................................................................................................................... 5-4
5.4 CHECKLIST EDIT PROCEDURE ......................................................................................................................... 5-5
5.5 TEST/TROUBLESHOOTING EQUIPMENT ........................................................................................................ 5-5
5.6 MATING CONNECTOR HARDWARE AND TOOLING....................................................................................... 5-6
5.6.1 Installation and Removal Procedures......................................................................................................................... 5-12
5.7 AMS-850 DIAGNOSTIC DESCRIPTION ............................................................................................................ 5-16
5.7.1 AMS-850 Maintenance Menu...................................................................................................................................... 5-20
5.7.2 AMS-850 Avionics Status ............................................................................................................................................ 5-22
5.7.3 AMS-850 LRU Diagnostic Data .................................................................................................................................. 5-40
5.7.4 AMS-850 LRU Fault History....................................................................................................................................... 5-68
5.8 FCS DIAGNOSTIC DESCRIPTION .................................................................................................................... 5-72
5.8.1 Report Mode ................................................................................................................................................................. 5-74
5.8.2 Input Mode ................................................................................................................................................................... 5-90
5.8.3 Output Mode ................................................................................................................................................................ 5-98
5.9 HF-9000 DIAGNOSTIC DESCRIPTION ........................................................................................................... 5-102
5.10 TESTING AND TROUBLESHOOTING .......................................................................................................... 5-108
5.10.1 Level 1 Test/Troubleshooting .................................................................................................................................. 5-108
5.10.2 Level 2 Test/Troubleshooting .................................................................................................................................. 5-111
5.11 GROUNDING AND HIRF GUIDELINES ....................................................................................................... 5-183
5.12 SYSTEM INTERCONNECT DIAGRAM .......................................................................................................... 5-183
5.13 LRU MATING CONNECTORS......................................................................................................................... 5-183

NOTICE: This section replaces second edition dated 6 January 1995.

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

Page No Issue Page No Issue Page No Issue

* Title .......................................... 20 Jan 99
* List of Effective Pages.............. 20 Jan 99
* 5-1 thru 5-14 ............................. 20 Jan 99
* 5-15 Blank ................................ 20 Jan 99
* 5-16 thru 5-18 ........................... 20 Jan 99
* 5-19 Blank ................................ 20 Jan 99
* 5-20 thru 5-69 ........................... 20 Jan 99
* 5-70 Blank ................................ 20 Jan 99
* 5-71 Blank ................................ 20 Jan 99
* 5-72 thru 5-105 ......................... 20 Jan 99
* 5-106 Blank .............................. 20 Jan 99
* 5-107 Blank .............................. 20 Jan 99
* 5-108 thru 5-183 ....................... 20 Jan 99
* 5-184 Blank .............................. 20 Jan 99
* 5-185 thru 5-223 ....................... 20 Jan 99
* 5-224 Blank .............................. 20 Jan 99

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

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

REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

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

1st Ed 13 Nov 92 None

2nd Ed 6 Jan 95 None

3rd Ed 20 Jan 99 None

 section V
maintenance

5.1 INTRODUCTION

This section provides flight-line maintenance instructions for the Learjet 60 Avionics System. The avionics
system contains built-in diagnostics that monitor system operation. These diagnostics operate on normal
airplane power and provide both dynamic and fault history displays. Use the diagnostics to isolate a failed
unit. Paragraph 5.10.1 describes how to use the diagnostics to quickly test the avionics system. If detailed
troubleshooting is required, refer to paragraph 5.10.2. These single-page test procedures may also be used as
LRU customer acceptance tests.

Note

Some installations may contain a UNS navigator system instead of the Collins AMS system. The
built-in primary diagnostic system described in this section is resident in the Collins FMC comput-
ers. When the UNS navigator is installed and the FMC computers are removed, these diagnostics
are also removed (the FCS diagnostics are retained). The UNS system does generate diagnostic
pages for display on the MFD, but the user must understand that these pages are not generated by
Collins and that Collins does not assume any responsibility for the content or accuracy of these dis-
plays.
This section also provides instructions to load monthly navaid data base updates from diskette into system
memory. This procedure uses the DBU-4000 Data Base Unit and a CDU-860( ) Control Display Unit.
System interconnect wiring and LRU connector pictorials are presented at the very end of this section. The
system wiring diagram gives the same interconnect information that is shown in the system schematic dia-
grams, but in a consolidated and more traditional format. The LRU connector pictorials show rear/mating
connector pin numbering for each (non-IAPS) unit. These figures are especially useful when performing de-
tailed (level 2) troubleshooting.
5.2 MAINTENANCE SCHED ULE
The following paragraphs list units that require periodic inspection or maintenance. Remove other units
from the airplane only when repair is required or during troubleshooting effort.

Caution

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

5.2.1 RTA-844/854 Receiver-Tr ansmitter Antenna

As part of each maintenance operation, inspect the mechanical portion (scan/tilt gears and sectors) of the
RTA for contaminants such as dirt and/or grease buildup. Unless the mechanism is severely contaminated, it
should not be necessary to disassemble the unit. Usually, adequate cleaning is possible using a small soft-
bristled brush and a cleaning agent.
After cleaning, apply a moderate amount of grease (CPN 005-0810-000) to the contacting surface of the teeth
of the scan/tilt gears and sectors. Wipe any excess from the surrounding areas with a lintless cloth.

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 maintenance 523-0776652
Then, operate the unit and verify that all mechanically mating parts (especially the scan and tilt mecha-
nism) are adequately lubricated at the mating surfaces. Note that the scan and tilt axis bearings are lifetime
lubricated; cleaning agents should not contact these parts.
5.2.2 SVO-85B Servo/SMT-85B Servo Mount
Perform an on-airplane inspection of each SVO servo and SMT servo mount concurrent with each airplane
major overhaul, rigging maintenance, or the recommended control system inspection period. Every 14000
flight hours, test the slip clutch torque adjustment on each SMT servo mount. Perform the procedure in
paragraph [Link] or remove the servo mount from the airplane so it can be tested by a Collins General Avia-
tion Division authorized service agency.
If a servo or servo mount does not pass the on-airplane inspection or test, replace that unit. Return the failed
unit to a Collins General Aviation Division authorized service agency for repair.
Visually inspect each servo and servo mount for capstan/cable wear or contamination, cable spool-off angle,
and a secure bond to the airframe.
With the autopilot disengaged, operate the control system through its entire range and inspect each servo
mount for any unusual noise, binding, backlash, or other mechanical irregularities. Verify proper cable ten-
sion according to the airplane TC or STC.
[Link] SMT-85( ) Slip Clutch To rque Adjustment
This procedure tests the servo mount slip clutch torque setting. Specific torque settings are published in the
airplane type certificate (TC) or supplemental type certificate (STC) for the Learjet 60 airplane. Perform this
test when the temperature of the ambient air and the servo/mount are at or above +10 °C (+50 °F). The test
procedure requires a minimum of two people to perform. One person is positioned at the servo/mount loca-
tion and the other person is positioned at the airplane controls in the cockpit. The following tools and test
equipment are required for the test:
• 997T-1 Test Adapter (CPN 822-0030-001)
• Torque wrench with the following characteristics:
Torque range: 0 to 300 lb·in or as required for each installation
Graduations: 1 lb·in or less (5 lb·in for higher torque ranges)
Accuracy: 1%
Drive: 1/2 inch square drive
• 7/16 inch hex socket or wrench for SVO removal/installation.
• 3/16 inch hex (Allen) drive tool for adapter removal/installation.
a. Remove any airplane inspection panels required to gain visible access to the servo/mounts. Do not re-
move servo from the mount. A flashlight and inspection mirror may be required.
b. If applicable check the primary and bridle cable tensions to insure they are within the proper range of
settings. Low cable tension may result in capstan slip-clutch chatter, making accurate torque readings
difficult.
c. While observing the mount and rigging move the control wheel and/or column from stop to stop at a very
slow speed and then at a moderate speed. Observe for any drag or unusual noise from the servo/mount
and rigging system. Check cables for fraying and linkage for looseness or binding.
d. Check cables, chains, or linkages for signs of wear or damage. Check pulleys for evidence of improper ca-
ble alignment and frozen bearings. Ensure that all of the keeper pins are installed.
e. Remove the servo from the mount and inspect the servo and mount clutch half teeth for wear, corrosion,
pitting, etc.
f. With the wheel and/or column control in the center of travel position install the 997T-1 servo mount test
adapter (CPN 822-0030-001) to the mount and secure.

Caution

Be certain the test adapter and mount clutch gear teeth mesh half tip-to-root before mounting bolts
are tightened.

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 maintenance 523-0776652
g. Attach a calibrated torque wrench, which will measure the proper range of torque, through rear of
adapter. Hold the torque wrench firmly while the control wheel and/or column is moved slowly from stop
to stop a few times.

The torque that is required is the running or dynamic torque, which is the torque that is measured while
the slip clutch is slipping smoothly. This is the torque that the pilot will be working against in the un-
likely event of an actual servo jam.

Note

Do not record the running torque values until the slip clutch has been slipped at least three times.

Note

In some cases, the adapters built-in torque limiter may activate before slip is reached. This feature is
required to prevent permanent damage to any mount which has a high slip point. Once activated,
this limiter will reset automatically when the applied torque drops below its preset limit of approxi-
mately 360 lb·in.

Note

It is recommended that the handle of the torque wrench be held firmly against a fixed portion of the
airplane (blocks of wood may be required to block the handle) as opposed to holding the torque
wrench by hand to insure more accurate torque wrench readings.

h. Record six slip clutch torque values at the 997T-1 test adapter as follows:
1. Hold the torque wrench firmly while the control wheel and/or column is moved slowly and smoothly
from the center of travel position to one end stop. Measure and record the value of the running
torque.
2. Slowly and smoothly move the control from the one end stop back to the center of travel position and
measure and record the value of the running torque.
3. Slowly and smoothly move the control from the center of travel position to the other end stop and
measure and record the value of the running torque.
4. Slowly and smoothly move the control from the end stop back to the center of travel position and
measure and record the value of the running torque.
5. Slowly and smoothly move the control from the center of travel position back to the previous end stop
and measure and record the value of the running torque.
6. Slowly and smoothly move the control from the end stop back to the center of travel position and
measure and record the value of the running torque.
i. Average the six torque readings. If the average value of the six readings is within -15% to +25% of the
proper torque setting (refer to the TC or STC for the Learjet 60 airplane) and the maximum and mini-
mum values recorded are within -20% to +35% of the proper torque setting, the slip clutch is properly set
and readjustment is not required. Proceed to step l.
j. If the average and maximum and minimum values fall outside of the above stated percentage ranges
then adjust the slip clutch, using the adjusting nut, to the proper torque setting (refer to the TC or STC
for the Learjet 60 airplane).
Note

Readjustment of the slip clutch adjustment nut may require mount derigging and removal of the
mount from the airplane in some installations.

k. After slip clutch adjustment repeat steps h and i to verify proper slip clutch torque setting.
l. Remove the 997T-1 test adapter from the mount. Clean the mating surfaces of the servo and mount and
reassemble the servo to the mount.

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5.2.3 ADC-850D Air Data Com puter

Every two years, recertify each ADC-850D for altimeter system accuracy according to FAR part 91. Recertify
according to ADC-86/ADC-850 Service Information Letter 1-89, or send the ADCs to a Collins General Avia-
tion Division authorized service agency for recertification/repair.

5.2.4 VIR-432 VHF Navigation Receiver

Perform a VOR equipment check for IFR operations every 30 days according to FAR part 91. This opera-
tional check measures indicated bearing error.

5.2.5 TDR-94( ) Transponder

Perform an ATC transponder test and inspection every two years according to FAR part 91. This procedure
checks for data correspondence error.

5.2.6 Routine CRT Cleaning

The Learjet 60 Avionics System contains several panel-mounted units that have glass (crt) displays. These
displays should be routinely cleaned using the following materials.

• Gliss'n optical glass cleaner (CPN 001-0012-000).

• Watchcraft lens tissue (CPN 056-0004-000) or a soft low-lint cloth. Lens tissue is available at most pho-
tographic stores.
Caution

Do not use solvent to clean the optic filter (face) of a crt. The glass is coated with an antireflective
coating that may be damaged by solvents.

Caution

When cleaning a crt be careful not to damage the antireflective coating. Make sure that the cleaning
tissue/cloth is flat (not creased) to reduce pressure points that could cause streaking or damage the
crt filter coating. If a cleaning cloth is used, make sure it is soft and practically lint free. Some cloth
materials can damage the crt filter coating.

a. Clean dust and light fingerprints from the crt face as follows. Wipe the crt face with a non-abrasive, lint-
free lens tissue.
b. Remove oily fingerprints or any residue from the crt face as follows. Apply glass cleaner to the lens tissue
(or to the soft cloth); do not apply the 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 tissue/cloth around
the display face to remove the fingerprints or residue. After the display face is clean, use a clean dry tissue
to remove excess liquid and any streaks.

5.2.7 EFD-871/MFD-871 Lint S creen Cleaning

During the airplane annual inspection, remove each EFD-871/MFD-871 and inspect the lint screen on the
rear of the unit. Remove any blockage of the air intake.

5.3 DATA BASE UPDATE P ROCEDURE

The AMS data base memory stores VHF navaid and airport reference point information for use by the flight
management subsystem. Each data base also contains named en route waypoints, on-airway NDBs, airport
runways, and terminal waypoints for the applicable geographic area In a dual AMS system, data base load-
ing is independent; use the left or right CDU to update the left or right data base memory.

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 maintenance 523-0776652
The data base expires periodically and must be routinely updated with the latest information on a 28-day cy-
cle. When the data base has expired, a warning displays on the CDU during FMS initialization.

Every 28 days, Collins General Aviation Division distributes a diskette containing the latest data base in-
formation. Load the new data base from this diskette into system memory as soon as a diskette arrives. Do
not wait for the current data base to expire. Perform the update while the airplane is on the ground and not
moving.

Available data bases include: the [Link] (areas in North America) and the [Link] (areas
not in North America; ie world-wide except for the United States and Canada). Additional data bases may be
available. One data base may be loaded into the memory of a flight management computer.

Update the system data base using the DBU-4000 and CDU-860( ) as follows:

a. Push the IDX line key on the CDU to display the FMS INDEX page.
b. Push the READ/WRITE DISKETTE line key.
c. Insert the diskette into the DBU (located under the floor behind the copilots seat).
d. Push the READ FILE FROM DISKETTE line key. The CDU then displays the diskette directory (nor-
mally a single-file name).
e. Push the [Link] (for example) line key to load the data base file into system memory.

Note

It will take several minutes to read this file. Wait until the CDU displays the READ/WRITE TO
DISKETTE page; this shows that the update is complete.

f. Push the INDEX line key to display the FMS INDEX page.
5.4 CHECKLIST EDIT PRO CEDURE

The checklist files are created on a personal computer and uploaded to the airplane from a 3.5-inch diskette.
Use one of the following checklist editor programs to create and edit checklist files.

The AMS-850 GROUND UTILITY PROGRAM (CPN 523-0777065) provides checklist editing instructions for
the AMS-850 system. Use 720-kB or 1.44-MB diskettes to load files into the AMS-850 system.

5.5 TEST/TROUBLESHOOT ING EQUIPMENT

Internal diagnostics test the avionics system; no carry-on test equipment is required. Table 5-1 lists equip-
ment recommended for flight-line troubleshooting. Equivalent equipment may be substituted.

20 January 1999 5-5

 maintenance 523-0776652
Table 5-1. Troubleshooting Equipment.

EQUIPMENT DESCRIPTION

Breakout box Used to break out (extend) the CAD-870, CDU-860( ), RAC-870, and SIA-850. This assembly may be fabricated ac-
and cables cording to Figure 5-13 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 para-
graph 5.7 for mating 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 3-1/2 inch disk (CPN 523-0777065) may be used to:

Ground Utility a. Decode Avionics Fault files downloaded from an airplane
Program b. Create or edit Checklist files to be uploaded to an airplane
c. Decode Engine Exceedance files downloaded from an airplane
d. Decode AMS Route files downloaded from an airplane

5.6 MATING CONNECTOR HARDWARE 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 Tooling.

UNIT HARDWARE/TOOLING

AAP-851 Mating connector: Cannon DAMA15S-A183-FO, CPN 371-0213-020

Contacts: Cannon 031-1007-067, CPN 371-0213-110
Hood and latch: Positronics MD15-000-J-VL-464.2, CPN 371-0399-250
Key: Collins 629-8339-001
Tooling: **
ADC-850D Mating connector kit: Collins 634-1021-001 (qty 2)
Connector: 60-pin Thinline II, Collins 634-1112-001
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)
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: Collins 634-1022-001
Connector: 52-pin Thinline II, 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 insert: Collins 372-2519-040
Tooling: *
AHC-85E Mating connector kit: Collins 634-3024-002 (qty 2)
Connector: 60-pin Thinline II, Collins 634-1112-001
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)
TNC connectors (qty 2): Specialty 24P153-1, CPN 357-7204-010
Tooling:*

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 maintenance 523-0776652
Table 5-2. Mating Connector Hardware and Tooling.

UNIT HARDWARE/TOOLING

ALT-55B Mating connector kit: Collins 634-1021-001

Connector: 60-pin Thinline II, Collins 634-1112-001
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)
TNC connectors (qty 2): Specialty 24P153-1, CPN 357-7204-010
Tooling: *
ANT-462A Mating connector: MIL MS3126F12-10S, CPN 359-0301-050
Contacts: MIL M39029/32-259, CPN 359-0032-020
Insertion tool: MIL MS24256A20, CPN 359-4078-010
Extraction tool: MIL MS24256R20, CPN 359-4078-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-02, CPN 359-8102-020
ANT-462B Mating connector: MIL MS3126F14-19S, CPN 359-0301-230
Contacts: MIL M39029/32-259, CPN 359-0032-020
Insertion tool: MIL MS24256A20, CPN 359-4078-010
Extraction tool: MIL MS24256R20, CPN 359-4078-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-02, CPN 359-8102-020
ARP-851 Mating connector: Cannon DBMA25S-A183-FO, CPN 371-0213-030
Contacts: Cannon 031-1007-067, CPN 371-0213-110
Hood and latch: Positronics MD25-000-J-VL-464.3, CPN 371-0399-260
Key: Collins 629-8339-001
Tooling:
CAD-870 Mating connector: Cannon DDMA50S-A183-FO, CPN 371-0213-050
Contacts: Cannon 031-1007-067, CPN 371-0213-110
Hood and latch: Positronics MD50-000-J-VL-464.5, CPN 371-0399-280
Key: Collins 629-8339-001
Tooling: **
CDC-850C NA
CDU-860 Mating connector: Cannon DDMA50S-A183-FO, CPN 371-0213-050
Contacts: Cannon 031-1007-067, CPN 371-0213-110
Hood: Cannon DD24661, CPN 371-0148-000
Screw locks: Cannon D20420-98, CPN 371-0040-040
Tooling: **
CDU-860A Mating connector J1: Cannon DDMA50S-A183-FO, CPN 371-0213-050
Contacts: Cannon 031-1007-067, CPN 371-0213-110
Hood: Cannon DD24661, CPN 371-0148-000
Screw locks: Cannon D20420-98, CPN 371-0040-040
Tooling: **
Mating connector J2: Cannon DBMA25S-A183-FO, CPN 371-0213-030
Contacts: Cannon 031-1007-067, CPN 371-0213-110
Hood: Cannon DB24659, CPN 371-0146-000
Screw locks: Cannon D20419-120, CPN 371-0040-010
Tooling: **
CHP-850 Mating connector: Cannon DBMA25S-A183-FO, CPN 371-0213-030
Contacts: Cannon 031-1007-67, CPN 371-0213-110
Hood and latch: Positronics MD25-000-J-VL-464.3, CPN 371-0399-260
Tooling: **
CMA-764, Mating connector J1: ARINC 600 size 1, AMP 208597-3, CPN 370-0069-010
CMA-764-1 Contacts: 22 AWG, MIL M39029/11-144, CPN 370-5452-070 (size 22)
CMA-764-2 Insertion/extraction tool: Cannon CIET-22, CPN 371-8445-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: Daniels DAN-K181, CPN 359-8025-040

Contacts: 16 AWG, MIL M39029/12-150, CPN 370-5452-060 (size 16)

Insertion/extraction tool: AMP 91066-3, CPN 370-8053-030
Crimp tool: MIL M22520/1-01, CPN 359-8101-010
Crimp tool positioner: MIL M22520/1-02, CPN 359-8101-020

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 maintenance 523-0776652
Table 5-2. Mating Connector Hardware and Tooling.

UNIT HARDWARE/TOOLING

CMA-764, Contacts: 12 AWG, Cannon 031-1308-000, CPN 370-0066-090 (size 12)

CMA-764-1 Insertion/extraction tool: Cannon CET 12-4, CPN not assigned
CMA-764-2 Crimp tool: MIL M22520/1-01, CPN 359-8101-010
(Cont) Crimp tool positioner: MIL M22520/1-11, CPN 359-8101-120

Mating connector J2: MIL MS27467T11F35P, CPN 359-0648-040

Contacts: MIL M39029/58-360, CPN 359-0608-120
Strain relief: MIL M85049/49-2-10N, CPN 859-6604-110
Insertion/extraction tool: MIL M81969/14-01, CPN 359-8032-010
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-09, CPN not assigned
TNC connector J3 (CMA-764-1 only): Automatic 301-T2100N, CPN 357-7351-010
DAU-650, Mating connector kit: Collins 634-1021-001 (qty 2) Connectors: 60-pin Thinline II, Collins 634-1112-001
SDD-640A Contacts: Collins 372-2514-110 (insulation up to 1.27 mm (0.050 in) diameter)
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
Tooling: *

DBU-4000 Mating connector: MIL MS27484T22F55S, CPN 359-0645-580

Contacts: MIL M39029/57-357, CPN 359-0608-030
Strain relief: MIL M85049/49-2-22N, CPN 859-6604-170
Insertion/extraction tool: MIL M81969/14-02, CPN 359-8032-030
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-10, CPN 359-8102-100
DME-442 Mating connector kit: Collins 634-1021-001
Connector: 60-pin Thinline II, Collins 634-1112-001
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)
TNC connector: Automatic 301-T2100N, CPN 357-7351-010
Tooling: *
EFD-871, Mating connector P1: Cannon 370-0075-070, CPN 370-0075-070
MFD-871 Contacts: Cannon 030-2259-000, CPN 370-0066-060
Insertion/extraction tool: Cannon CIET-22, CPN 371-8445-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-23, CPN 359-8102-130

Mount mating connector P2: Cannon KPTO6B-8-4S, CPN 371-6234-000

Contacts are not removable
FCC-850A NA
FDU-70 Mating connector kit: Collins 634-3148-001
Connector: AMP 208964-1, CPN 372-0527-020
Contacts: MIL M39029/63-368, CPN 372-0527-100
Insertion/extraction tool: MIL M81969/14-02, CPN 359-8032-030
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-08, CPN 359-8102-080
FMC-851C, NA
FMC-852C
GPS-4000 Mating connector: Cannon BKADI-67400-72, CPN 859-3477-020

Contacts: 22 AWG pin, Cannon 030-2259-000, CPN 370-0066-060

Insertion/extraction tool: Cannon CIET 22, CPN 371-8445-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-23, CPN 359-8101-130

Contacts: 16 AWG socket, Cannon 031-1303-000, CPN 370-0066-080

Insertion/extraction tool: Cannon CET-16-9, CPN 371-8445-080
Crimp tool: MIL M22520/1-01, CPN 359-8101-010
Crimp tool positioner: MIL M22520/1-02, CPN 359-8101-020

Coax contact: No. 5 socket, Cannon 249-2077-000, CPN 370-0055-020

Insertion/extraction tool: Cannon CET-C8, CPN 370-8046-010
Crimp tool: MIL M22520/1-01, CPN 359-8018-100

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 maintenance 523-0776652
Table 5-2. Mating Connector Hardware and Tooling.

UNIT HARDWARE/TOOLING

GPS-ANT TNC connector: Automatic 301-T2100N, CPN 357-7351-010

HF-9010 Mating connector P1: MIL MS3476L12-10S, CPN 359-7504-040
Contacts: MIL M39029/5-115, CPN 359-5028-070
Strain relief: MIL MS3417-12N, CPN 359-7007-070
Fiber optic mating connector P2/P3: Ensign-Bickford CM-230-1.8, CPN 261-0054-010
HF-9030 Mating connector kit: CPN 751-0237-002
Mating connector P1: MIL MS3476L22-55S, CPN 359-7504-250
Contacts: MIL M39029/5-115, CPN 359-5028-070
Strain relief: MIL MS3417-22N, CPN 359-7007-020
Fiber optic mating connector P2/P3: Ensign-Bickford CM-230-1.8, CPN 261-0054-010
Mating connector P4: MIL MS3476L12-10SW, CPN 359-7504-290
Contacts: MIL M39029/5-115, CPN 359-5028-070
Strain relief: MIL MS3417-12N, CPN 359-7007-070
Rf mating connector P5: MIL M39012/16-0101, CPN 357-9292-000
HF-9041 Mating connector kit: CPN 685-0360-002
Mating connector P1: MIL MS3476L14-19S, CPN 359-7504-080
Contacts: MIL M39029/5-115, CPN 359-5028-070
Strain relief: MIL MS3417-14N, CPN 359-7007-010
Fiber optic mating connector P2/P3: Ensign-Bickford CM-230-1.8, CPN 261-0054-010
Rf mating connector P4: MIL M39012/16-0101, CPN 357-9292-000
ICC-851A Mating connector L/J1: MIL MS27484T20F35S, CPN 359-0645-200
Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-20N, CPN 859-6604-160

Mating connector R/J1: MIL MS27484T20F35SA, CPN 359-0645-400

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-20N, CPN 859-6604-160

Mating connector L/J2: MIL MS27484T18F35S, CPN 359-0645-190

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-18N, CPN 859-6604-150

Mating connector R/J2: MIL MS27484T18F35SA, CPN 359-0645-210

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-18N, CPN 859-6604-150
Mating connector L/J3: MIL MS27484T16F35S, CPN 359-0645-040
Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-16N, CPN 859-6604-140

Mating connector R/J3: MIL MS27484T16F35SA, CPN 359-0645-280

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-16N, CPN 859-6604-140
Insertion/extraction tool: MIL M81969/14-01, CPN 359-8032-010
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-06, CPN 359-8102-060

Mating connector L/J4: MIL MS27484T22F21S, CPN 359-0645-690

Contacts: MIL M39029/57-358, CPN 359-0608-040
Strain relief: MIL M85049/49-2-22N, CPN 859-6604-170
Mating connector R/J4: MIL MS27484T22F21SA, CPN 359-0645-700
Contacts: MIL M39029/57-358, CPN 359-0608-040
Strain relief: MIL M85049/49-2-22N, CPN 859-6604-170
Insertion/extraction tool: MIL M81969/14-03, CPN 359-8032-040
Crimp tool: MIL M22520/1-01, CPN 359-8101-010
Crimp tool positioner: MIL M22520/1-02, CPN 359-8101-020

Mating connector L/J5: Cannon DDMA50S-A183-FO, CPN 371-0213-050

Contacts: Cannon 031-1007-067, CPN 371-0213-110
Hood: Cannon DD24661, CPN 371-0148-000
Screw locks: Cannon D20420-98, CPN 371-0040-040
Tooling:**

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 maintenance 523-0776652
Table 5-2. Mating Connector Hardware and Tooling.

UNIT HARDWARE/TOOLING

ICC-851A Mating connector R/J5: Cannon DDMA50S-A183-FO, CPN 371-0213-050

(Cont) Contacts: Cannon 031-1007-067, CPN 371-0213-110
Hood: Cannon DD24661, CPN 371-0148-000
Screw locks: Cannon D20420-98, CPN 371-0040-040
Tooling:**
IOC-851A NA
MFD-871 Refer to EFD-871
PWR-851A NA
RAC-870, Mating connector: Cannon DDMA50S-A183-FO, CPN 371-0213-050
SIA-850 Contacts: Cannon 031-1007-067, CPN 371-0213-110
Hood and latch: Positronics MD50-000-J-VL-464.5, CPN 371-0399-280
Key: Collins 629-8339-001
Tooling: **
RTA-844, Mating connector: Cannon DCMA37S-A183-FO, CPN 371-0213-040
RTA-854 Contacts: Cannon 031-1007-067, CPN 371-0213-110
Screw locks: Cannon D20419-120, CPN 371-0040-010
Hood: Cannon DC24660, CPN 371-0147-000
Tooling: **
RTU-870T Mating connector: Bendix JTO6RE-20-2S(386), CPN 359-0601-010
RTU-870C Contacts: MIL M39029/57-356, CPN 359-0608-020
Insertion/extraction tool: MIL M81969/14-02, CPN 359-8032-030
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-06, CPN 359-8102-060

SDD-640A Refer to DAU-650

SDU-640B Mating connector: Cannon DAMA15S-A183-FO, CPN 371-0213-020
Contacts: Cannon 031-1007-067, CPN 371-0213-110
Key: Collins 629-8339-001
Hood: Cannon DA24658, CPN 371-0145-000
Screw locks: Cannon D20419-120, CPN 371-0040-010
Tooling: **
SIA-850 Refer to RAC-870
SVO-85B Mating connector: MIL MS3126F14-19SW, CPN 359-0301-240
Contacts: MIL M39029/32-259, CPN 359-0032-020
Insertion tool: MIL MS24256A20, CPN 359-4078-010
Extraction tool: MIL MS24256R20, CPN 359-4078-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-02, CPN 359-8102-020
TDR-90 Mating connector kit: Collins 634-1021-001
Connector: 60-pin Thinline II, Collins 634-1112-001
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)
TNC connector: Automatic 301-T2100N, CPN 357-7351-010
Tooling:*
TDR-94 Mating connector kit: Collins 628-8661-002 (qty 2)
Connector: 60-pin Thinline II, Collins 634-1112-001
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)
TNC connector: Elect Cable Specialists CTS122, CPN 857-1502-010
Tooling: *
TDR-94D Mating connector kit: Collins 628-8661-001 (qty 2)
Connector: 60-pin Thinline II, Collins 634-1112-001
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)
TNC connector: Automatic 301-T2100N, CPN 357-7351-010 (qty 2)
Tooling: *

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 maintenance 523-0776652
Table 5-2. Mating Connector Hardware and Tooling.

UNIT HARDWARE/TOOLING

TRE-920 TNC connector: Elect Cable Specialists CTS122, CPN 857-1502-010 (qty 4)
TTR-920 Mating connector: ARINC 600, Cannon BKAD3-67404-56, CPN 370-0501-050

Contacts: Cannon 031-1308-000, CPN 370-0066-090 (size 12)

Insertion/extraction tool: Cannon CET 12-4, CPN not assigned
Crimp tool: MIL M22520/1-01, CPN 359-8101-010
Crimp tool positioner: MIL M22520/1-11, CPN 359-8101-120
Contacts: Cannon 031-1303-000, CPN 370-0066-080 (size 16)
Insertion/extraction tool: Cannon CET 16-9, CPN 371-8445-080
Crimp tool: MIL M22520/1-01, CPN 359-8101-010
Crimp tool positioner: MIL M22520/1-02, CPN 359-8101-020

Contacts: Cannon 031-1302-000, CPN 370-0066-070 (size 20)

Insertion/extraction tool: Cannon CIET 20HDL, CPN 371-8445-040
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-08, CPN 359-8102-080
Contacts: Cannon 030-2259-000, CPN 370-0066-060 (size 22)
Insertion/extraction tool: Cannon CIET 22, CPN 371-8445-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-23, CPN 359-8102-130

TNC connector: Cannon 349-1046-000, CPN 370-0066-220 (qty 8)

VHF-422A Mating connector kit: Collins 634-1022-001
VHF-422C Connector: 52-pin Thinline II, 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 insert: Collins 372-2519-040
Tooling: *
VIR-432 Mating connector kit: Collins 634-1022-001 (qty 2)
Connectors: 52-pin Thinline II, 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 646-3309-627

Contacts: MIL M39029/5-115, CPN 359-5028-070
Strain relief: MIL M83723-15S-14, CPN not assigned
Insertion/extraction tool: MIL MS3447-20, CPN 370-0052-010
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-02, CPN 359-8102-020

* Thinline II Connector Tooling:

Insertion tool: Daniels DAK-188, CPN 359-0697-050
Extraction tool: Daniels DRK-188, CPN 359-0697-060
Crimp tool: Daniels GMT-221, CPN 359-0697-010

Coax extraction tool: Cannon CET-C6B, CPN 370-8040-030

Coax crimp tool: MIL M22520/5-01, CPN 359-8103-010
Crimp tool positioner: Daniels Y142, CPN 359-8103-050
** D-Sub Miniature Connector Tooling :
Insertion/extraction tool: Cannon CIET-20HD, CPN 371-8445-010
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-08, CPN 359-8102-080

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 maintenance 523-0776652
5.6.1 Installation and Remova l Procedures

The following paragraphs provide instructions for installing and removing the LRU/LRM units in the Lear-
jet 60 avionics system.

Note

To protect the finish and appearance of Collins equipment during handling and installation, some
units are shipped with a protective film/cover over the front of the unit. The EFD, CDU, and RTU
units have a piece of clear plastic film placed over the crt face. This film must be removed prior to
flight.

[Link] ICC-851A IAPS Card Cag e Modules

[Link].1 Installation

a. Remove aircraft power.

b. Remove the IAPS card cage (ICC) cover.
c. The FCC-850A, FMC-851C, FMC-852C, CDC-850C, IOC-851A, and PWR-851A are retained by seating
handles on each module. The handles are spring loaded to the open position to facilitate installation.
Grasp the handles and push the module straight into the card cage. Close the handles to seat the module
in the card cage. The handles are retained in the closed position by silicon rubber bumpers on the ICC
cover.
d. Replace the IAPS card cage (ICC) cover.

[Link].2 Removal

a. Remove aircraft power.

b. Remove the IAPS card cage cover.
c. The FCC-850A, FMC-851C, FMC-852C, CDC-850C, IOC-851A, and PWR-851A are retained by seating
handles on each module. Lift the handles on the selected module to the open position. The handles are
spring loaded to stay in the open position. Grasp the handles and pull the module straight out of the card
cage.
d. Replace the IAPS card cage (ICC) cover.

[Link] EFD-871 and MFD-871

[Link].1 Installation

a. Remove aircraft power.

b. Before installing the EFD/MFD, make sure the locking pawls are properly retracted so the unit will slide
easily into the tray.
c. Slide EFD into panel mount until mating connectors are fully engaged.
d. The EFD is installed using the integral turnlock fasteners. Use a 0.093-hexkey drive to tighten the fas-
teners. Recommended torque is 12 to 18 inch·lbs.

[Link].2 Removal

a. Remove aircraft power.

b. Use a hexkey drive to loosen the EFD/MFD turnlock fasteners.
c. Carefully slide the EFD/MFD out of the panel mount.

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[Link] Panel Mounted Units

The following units are installed in the instrument panel using Dzus fasteners: CDU-860, CDU-860A, and
DBU-4000.

[Link].1 Installation

a. Remove aircraft power.

b. Connect the mating connector cable assembly to the unit rear connector(s).
c. Insert the unit into the proper panel location and secure with the Dzus fasteners.

[Link].2 Removal

a. Remove aircraft power.

b. Unlock Dzus fasteners and remove the panel from its mounting location.
c. Disconnect the mating connector cable assembly.

The following units are installed in the instrument panel using turn-lock fasteners: AAP-851, CHP-850, and
RTU-870T/870C.

[Link].3 Installation

a. Remove aircraft power.

b. Before installing the unit, make sure the locking pawls are properly retracted so the unit will slide easily
into the panel.
c. Connect the mating connector cable assembly to the unit rear connector(s).
d. Insert the unit into the proper panel location and secure the turn-lock fasteners with a hexkey driver.

[Link].4 Removal

a. Remove aircraft power.

b. Loosen the turn-lock fasteners with the hexkey driver and remove the panel from its mounting location.
c. Disconnect the mating connector cable assembly.
The following units are installed in the instrument panel using screws: ARP-851 and SDU-640B.

[Link].5 Installation

a. Remove aircraft power.

b. Connect the mating connector cable assembly to the unit rear connector(s).
c. Insert the unit into the proper panel location and secure the unit with four screws.

[Link].6 Removal

a. Remove aircraft power.

b. Remove the four screws, one in each corner, that secure the unit to the instrument panel.
c. Slide the unit out of the instrument panel and disconnect the mating connector cable assembly.

[Link] Rack Mounted LRUs

The following units are rack mounted in the avionics bay: AHC-85E, ADC-850D, ADF-462, ALT-55B, CMA-
764/764-1/764-2, DAU-650, DME-442, GPS-4000, SDD-640A, TDR-90, TDR-94/94D, TTR-920, VHF-
422A/422C, and VIR-432.

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[Link].1 Installation

a. Remove aircraft power.

b. Slide unit into mount until mating connectors are fully engaged.
c. Position knurled knobs on front of mount to engage unit holddown hooks. Tighten knurled knobs to se-
cure unit to mount. Safety-wire the knurled knobs.
d. ADC-850D only, connect the pitot and static pneumatic fittings.

[Link].2 Removal

a. Remove aircraft power.

b. ADC-850D only, disconnect the pitot and static pneumatic fittings.
c. Remove safety wire and loosen knurled knobs that secure unit to mount.
d. Slide the unit straight out to disconnect it from mount connectors.

[Link] Special Mounts

[Link].1 VLF Antenna Installatio n

a. Remove aircraft power.

b. Secure the VLF antenna to the mounting surface with the mounting screws.
c. Connect the mating connector cable assembly to the VLF antenna.

[Link].2 VLF Antenna Removal

a. Remove aircraft power.

b. Disconnect the mating connector cable assembly from the VLF antenna.
c. Remove the mounting screws that secure the VLF antenna to the mounting surface.

[Link].3 ICC-851A Installation

a. Remove aircraft power.

b. Secure the ICC to the mounting surface with six mounting screws.
c. Install the IAPS modules and connect the eight mating connector cable assemblies to the IAPS connec-
tors.

[Link].4 ICC-851A Removal

a. Remove aircraft power.

b. Disconnect the eight mating connector cable assemblies from the LHP connectors and remove the IAPS
modules.
c. Remove the six mounting screws that secure the ICC to the mounting surface.

[Link].5 CAD-870, RAC-870, and S IA-850 Installation

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.

[Link].6 CAD-870, RAC-870, and S IA-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.

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 maintenance 523-0776652
5.7 AMS-850 DIAGNOSTIC DE SCRIPTION

Built-in system diagnostics monitor reporting units in the avionics system, displays dynamic status reports,
and displays 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 two diagnostic configurations. Sheet 1 shows the diagnostic flow in a single Collins AMS
system; sheet 2 applies to a dual Collins AMS system. The single AMS system (contains only one MFD) is
described below.

The technician selects a diagnostic display by pushing the appropriate line key on the MFD. This request for
diagnostics is coded onto the MFD mode word and transmitted on the R-MFD-1 bus to the 2A/2B IOC con-
centrators and to the DAU. The DAU transmits the MFD mode word on the A-DAU-2 bus to the other two
(1A/1B) IOC concentrators.

The (single) 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 sys-
tem (FCS) diagnostic functions.

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 memory. 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 high-speed 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 to operate the FCS diagnostic modes, but only one FCC transmits display data to 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 left and right side ASCII display
data on the L-FCC-1 (or R-FCC-1) high-speed bus to the IOCs. This FCS diagnostic display data is supplied
to the MFD on two of the four IOC-1 buses.

The dual Collins AMS system contains two separate primary diagnostic systems. One system is resident in
each FMC computer pair and is accessed using the on-side MFD. The two diagnostic systems are identical
and completely independent. Operation is as described above.

Note

If a UNS navigator is installed instead of the Collins AMS system, the primary diagnostics are not
available. UNS diagnostics are available, but are not described in this manual.

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Figure 5-1. (Sheet 1 of 2). AMS-850 Diagnostic Configuration

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Figure 5-1. (Sheet 2 of 2). AMS-850 Diagnostic Configuration

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 maintenance 523-0776652
5.7.1 AMS-850 Maintenance M enu

ENTER DIAGNOSTICS:

• Push the IDX line key to display the index page on the MFD. Proceed as follows.

• Push the AVIONICS STATUS line key to display a list of failed LRUs.

This page(s) displays a dynamic readout of each failed LRU, the operational status of that LRU (over-
heat, 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 to 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. Push the EXIT line key to exit FCS DIAGNOSTICS (if both
sides have been put into diagnostics, exit one side and then the other).

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 enter, use, and exit the FCS DIAGNOSTICS modes.

EXIT DIAGNOSTICS:

• Push the IDX line key to display the MFD index page.

Refer to Figure 5-2. Access the (Collins) diagnostic modes as described below. Detailed mode descriptions are
provided later in this manual.

Note

The diagnostics described in this section of the manual are generated by Collins AMS and FCS sys-
tem units. If an installation contains a UNS navigator system instead of the Collins AMS system,
the primary diagnostics are removed (FCS diagnostics are retained). The UNS system does generate
diagnostic pages for display on the MFD, but these pages are not generated by Collins and are not
described in this manual.

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Figure 5-2. AMS-850 Diagnostic Mode Selection.

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5.7.2 AMS-850 Avionics Status

VIEW AVIONICS STATUS PAGE:

• Push the IDX line key to display the index page on the MFD.
• Push the AVIONICS STATUS line key.

EXIT AVIONICS STATUS PAGE:

• Push the IDX line key.

The AVIONICS STATUS page displays a list of currently non-functioning direct, indirect, and internal re-
porting avionics LRUs (refer to Figure 5-1). This dynamic display updates as fault conditions appear or
clear. "NO FAULTS" annunciates if all reporting units are functioning normally.

Note

A fault displays on this page after that condition has been continuously detected for 60 seconds. 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 to 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 STATUS/CODE column.

The radar mode line annunciates the RTA operating mode. The MFD mode line labels the functions of active
MFD line keys.

Push the MFD IDX line key to display the index page.
Push the MFD RCL line key to recall the previously used checklist.
Push the MFD EMG line key to display the emergency checklist menu.

The LRU column names each malfunctioning unit; the STATUS/CODE column describes each failure condi-
tion and lists a code that explains why the fault was diagnosed. Three data fields show current information
for each entry.

The LRU field names the unit that is currently diagnosed as nonfunctional. Each unit is a probable failed
LRU, but check the STATUS field before taking any action.

The STATUS field indicates OFF-CHK BREAKR, OVERHEAT, or FAILED conditions. The OFF-CHK
BREAKR condition means that no diagnostic words are received from that LRU; check that power is applied
to the unit before taking further action. The OVERHEAT condition means that an IAPS power supply mod-
ule (PWR) is overheating; check the cooling system. The FAILED condition means that the diagnostics sus-
pect an LRU failure; replace this LRU with a known good unit.

The CODE field provides an internal fault code to help determine the cause of a failure. Refer to Table 5-3
for an explanation of each fault code. This table 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 the reason column.

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Figure 5-3. AMS-850 AVIONICS STATUS Page

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 maintenance 523-0776652
Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

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 RECEIVER 1

1ADF1 No output data; check circuit L-ADF-1 bus to the 1A and 1B IOCs is inactive at both units.
breaker

1ADF2 Various circuits failed An internal ADF or ANT fault is detected.

1ADF3 RTU 1 input failed L-RTU-2 bus from the number 1 RTU to the left COM/NAV radios is inactive at
the number 1 ADF input but active elsewhere.

1ADF4 RTU 2 input failed R-RTU-1 bus from the number 2 RTU to the left COM/NAV radios is inactive at
the number 1 ADF input but active elsewhere.

ADF RECEIVER 2

2ADF1 No output data; check circuit R-ADF-1 bus to the 2A and 2B IOCs is inactive at both units.
breaker

2ADF2 Various circuits failed An internal ADF or ANT fault is detected.

2ADF3 RTU 2 input failed R-RTU-2 bus from the number 2 RTU to the right COM/NAV radios is inactive at
the number 2 ADF input but active elsewhere.

2ADF4 RTU 1 input failed L-RTU-1 bus from the number 1 RTU to the right COM/NAV radios is inactive at
the number 2 ADF input but active elsewhere.

AHRS COMPUTER 1 (Not monitored while AHC is initializing)

1AHC1 No output data; check circuit L-AHC-1 bus to the 1A and 1B IOCs is inactive at both units.
breaker

1AHC2 Various circuits failed An internal AHC fault is detected.

1AHC3 Display output 1 failed L-AHC-2 bus to the number 1 PFD is inactive at the PFD. Suspect either the AHC
output or a failed PFD input.

1AHC4 Display output 2 failed L-AHC-3 bus to the number 2 PFD is inactive at the PFD. Suspect either the AHC
output or a failed PFD input.

1AHC5 Flux detector failed A flux detector fault is detected. Suspect either an internal AHC fault or a failed
FDU.

AHRS COMPUTER 2 (Not monitored while AHC is initializing)

2AHC1 No output data; check circuit R-AHC-1 bus to the 2A and 2B IOCs is inactive at both units.
breaker

2AHC2 Various circuits failed An internal AHC fault is detected.

2AHC3 Display output 1 failed R-AHC-3 bus to the number 1 PFD is inactive at the PFD. Suspect either the AHC
output or a failed PFD input.

2AHC4 Display output 2 failed R-AHC-2 bus to the number 2 PFD is inactive at the PFD. Suspect either the AHC
output or a failed PFD input.

2AHC5 Flux detector failed A flux detector fault is detected. Suspect either an internal AHC fault or a failed
FDU.

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Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

AIR DATA CMPT 1

1ADC1 No output data; check circuit L-ADC-1 bus to the 1A and 1B IOCs is inactive at both units. Check the ADC
breaker transfer relay.

1ADC2 Various circuits failed An internal ADC fault is detected.

1ADC3 IOC 1A input failed LA-GP BUS 1 bus from the 1A IOC is inactive at the number 1 ADC input but ac-
tive elsewhere (DAU).

1ADC4 Output to number 2 ADC L-ADC-4 bus to the number 2 ADC is inactive at the number 2 ADC. Suspect the
failed number 1 ADC output, a failed number 2 ADC input, or the ADC transfer relay.

1ADC5 Output to AHC failed L-ADC-2 bus to the number 1 AHC is inactive at the AHC. Suspect the ADC out-
put, a failed AHC input, or the ADC transfer relay.

1ADC6 Display output 1 failed L-ADC-3 bus to the two left large displays is inactive at both units.

1ADC7 No output data (Dual L-ADC reversion is selected. Reset remote switch.
AMS/MFD)

AIR DATA CMPT 2

2ADC1 No output data; check circuit R-ADC-1 bus to the 2A and 2B IOCs is inactive at both units. Check the ADC
breaker transfer relay.

2ADC2 Various circuits failed An internal ADC fault is detected.

2ADC3 IOC 2A input failed RA-GP BUS 1 bus from the 2A IOC is inactive at the number 2 ADC input but ac-
tive elsewhere (DAU).

2ADC4 Output to number 1 ADC R-ADC-4 bus to the number 1 ADC is inactive at the number 1 ADC. Suspect the
failed number 2 ADC output, a failed number 1 ADC input, or the ADC transfer relay.

2ADC5 Output to AHC failed R-ADC-2 bus to the number 2 AHC is inactive at the AHC. Suspect the ADC out-
put, a failed AHC input, or the ADC transfer relay.

2ADC6 Display output 2 failed R-ADC-3 bus to the two right large displays is inactive at both units.

2ADC7 Reserved

2ADC8 No output data (Dual R-ADC reversion is selected. Reset remote switch.
AMS/MFD)

AIR SPD PANEL 1

1ARP1 No output data; check circuit L-ARP-1 bus to the number 1 ADC is inactive at the ADC. Suspect either the ARP
breaker output or a failed ADC input.

1ARP2 Various circuits failed An internal ARP fault is detected.

AIR SPD PANEL 2

2ARP1 No output data; check circuit R-ARP-1 bus to the number 2 ADC is inactive at the ADC. Suspect either the ARP
breaker output or a failed ADC input.

2ARP2 Various circuits failed An internal ARP fault is detected.

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Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

ATC XPONDER 1

1TDR1 No output data; check circuit L-TDR-1 bus to the 1A and 1B IOCs is inactive at both units.
breaker
1TDR2 Various circuits failed An internal TDR fault is detected.
1TDR3 RTU 1 input failed L-RTU-2 bus from the number 1 RTU to the left COM/NAV radios is inactive at
the number 1 TDR input but active elsewhere.
1TDR4 RTU 2 input failed R-RTU-1 bus from the number 2 RTU to the left COM/NAV radios is inactive at
the number 1 TDR input but active elsewhere.
1TDR5 TCAS input failed (*Older sys- TCAS-1 bus from the TTR is inactive at the TDR input. Suspect either the TTR
tems) output or a failed TDR input.
1TDR5 Output to TCAS failed L-TDR-2 bus to the TTR is inactive at the TTR input; the TCAS-1 bus from the
(*Newer systems) TTR is active. Suspect either the TDR output or a failed TTR input.
1TDR6 Configuration check failed A TDR configuration fault is detected. The configuration setup stored in the TDR
does not match the current setup; replace the TDR or repair the Interconnect
wiring.

ATC XPONDER 2

2TDR1 No output data; check circuit R-TDR-1 bus to the 2A and 2B IOCs is inactive at both units.
breaker
2TDR2 Various circuits failed An internal TDR fault is detected.
2TDR3 RTU 2 input failed R-RTU-2 bus from the number 2 RTU to the right COM/NAV radios is inactive at
the number 2 TDR input but active elsewhere.
2TDR4 RTU 1 input failed L-RTU-1 bus from the number 1 RTU to the right COM/NAV radios is inactive at
the number 2 TDR input but active elsewhere.
2TDR5 TCAS input failed (*Older sys- TCAS-2 bus from the TTR is inactive at the TDR input. Suspect either the TTR
tems) output or a failed TDR input.
2TDR5 Output to TCAS failed R-TDR-2 bus to the TTR is inactive at the TTR input; the TCAS-2 bus from the
(*Newer systems) TTR is active. Suspect either the TDR output or a failed TTR input.
2TDR6 Configuration check failed A TDR configuration fault is detected. The configuration setup stored in the TDR
does not match the current setup; replace the TDR or repair the Interconnect
wiring.

CDU DISPLAY 1

1CDU1 No output data; check circuit L-CDU-1 bus to the number 1 FMC is inactive at the FMC. Suspect either the
breaker CDU output or a failed FMC input.
1CDU2 Various circuits failed An internal CDU fault is detected.

CDU DISPLAY 2

2CDU1 No output data; check circuit R-CDU-1 bus to the CDC (or number 2 FMC) is inactive at the CDC/FMC. Suspect
breaker either the CDU output or a failed CDC/FMC input.
2CDU2 Various circuits failed An internal CDU fault is detected.

DATA ACQ UNIT A

DAUA1 No output data; check circuit A-DAU-2 bus to the 1A and 1B IOCs is inactive at both units.
breaker
DAUA2 Various circuits failed An internal DAU fault is detected.
DAUA3 X-channel output failed Internal bus to DAU channel B is inactive at the channel B input.
DAUA4 IOC 1A input failed LA-GP BUS 1 bus from the 1A IOC is inactive at the DAU channel A input but ac-
tive elsewhere (number 1 ADC).

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Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

DATA ACQ UNIT B

DAUB1 No output data; check circuit B-DAU-2 bus to the 2A and 2B IOCs is inactive at both units.
breaker
DAUB2 Various circuits failed An internal DAU fault is detected.
DAUB3 X-channel output failed Internal bus to DAU channel A is inactive at the channel A input.
DAUB4 IOC 2A input failed RA-GP BUS 1 bus from the 2A IOC is inactive at the DAU channel B input but ac-
tive elsewhere (number 2 ADC).

DATA BASE UNIT

DBU1 No output data; check circuit DBU-1 bus to the number 1 FMC is inactive at the FMC. Suspect either the DBU
breaker (Single AMS/MFD) output or a failed FMC input.
DBU1 No output data; check circuit DBU-1 bus to the number 1 FMC and DBU-2 bus to number 2 FMC are both inac-
breaker (Dual AMS/MFD) tive at the FMC inputs.
DBU2 Various circuits failed An internal transmitter fault is detected.
DBU3 Various circuits failed An internal memory (RAM) fault is detected.
DBU4 Various circuits failed An internal memory (EPROM) fault is detected.
DBU5 Various circuits failed An internal disk controller fault is detected.
DBU6 Output to number 1 FMC DBU-1 bus to the number 1 FMC is inactive at the FMC. Suspect either the DBU
failed (Dual AMS/MFD) output or a failed FMC input.
DBU7 Output to number 2 FMC DBU-2 bus to the number 2 FMC is inactive at the FMC. Suspect either the DBU
failed (Dual AMS/MFD) output or a failed FMC input

DME 1

1DME1 No output data; check circuit L-DME-1 bus to the 1A and 1B IOCs is inactive at both units.
breaker
1DME2 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 1 input failed L-RTU-2 bus from the number 1 RTU to the left COM/NAV radios is inactive at
the number 1 DME input but active elsewhere.
1DME5 RTU 2 input failed R-RTU-1 bus from the number 2 RTU to the left COM/NAV radios is inactive at
the number 1 DME input but active elsewhere.

DME 2

2DME1 No output data; check circuit R-DME-1 bus to the 2A and 2B IOCs is inactive at both units.
breaker
2DME2 Various circuits failed An internal DME fault (code 0 - 7) is detected.
2DME3 Various circuits failed An internal DME fault (code 8) is detected.
2DME4 RTU 2 input failed R-RTU-2 bus from the number 2 RTU to the right COM/NAV radios is inactive at
the number 2 DME input but active elsewhere.
2DME5 RTU 1 input failed L-RTU-1 bus from the number 1 RTU to the right COM/NAV radios is inactive at
the number 2 DME input but active elsewhere.

GPS 1

1GPS1 No output data; check circuit L-GPS-1 bus to the 1A and 1B IOCs is inactive at both units.
breaker
1GPS2 Various circuits failed An internal GPS fault is detected.
1GPS3 Various circuits failed An internal GPS fault is detected.

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Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

GPS 2

2GPS1 No output data; check circuit R-GPS-1 bus to the 1A and 1B IOCs is inactive at both units.
breaker
2GPS2 Various circuits failed An internal GPS fault is detected.
2GPS3 Various circuits failed An internal GPS fault is detected.

IAPS CARD RACK

ICC1 Temperature control card 1 The 1A IOC detected a tripped heater/fan monitor from the left ICC internal con-
failed trol card.
ICC2 Temperature control card 1 The 1B IOC detected a tripped heater/fan monitor from the left ICC internal con-
failed trol card.
ICC3 Temperature control card 2 The 2A IOC detected a tripped heater/fan monitor from the right ICC internal
failed control card.
ICC4 Temperature control card 2 The 2B IOC detected a tripped heater/fan monitor from the right ICC internal
failed control card.

IAPS CDC CPLR 2B (Monitored only if single AMS/MFD)

2BCD2 Various circuits failed An internal CDC fault is detected.

2BCD3 IOC 1A input failed LA-IOC-4 bus from the 1A IOC to the CDC and number 1 FMC is inactive at the
CDC input but active at the FMC.
2BCD4 IOC 1B input failed LB-IOC-4 bus from the 1B IOC to the CDC and number 1 FMC is inactive at the
CDC input but active at the FMC.

IAPS CDC CPLR 2B (Monitored only if single AMS/MFD) (Cont)

2BCD5 IOC 2A input failed RA-IOC-4 bus from the 2A IOC to the CDC and number 1 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 number 1 FMC is inactive at the
CDC input but active at the FMC.

2BCD7 Output to FMC failed R-FMS-4 bus to the number 1 FMC is inactive at the FMC. Suspect either the
CDC output or a failed FMC input.

IAPS FCC CMPT 1A (Not monitored if the 1A section of IAPS has lost power; the 1A IOC bus to the FMCs must be active)

1AFC2 Output to IOCs failed L-FCC-1 bus to the 1A and 1B IOCs is inactive at both units.

1AFC3 Various circuits failed An internal FCC fault is detected.

1AFC4 Output to number 2 FCC L-FCC-3 bus to the number 2 FCC is inactive at the number 2 FCC. Suspect ei-
failed ther the number 1 FCC output or a failed number 2 FCC input.

1AFC5 AHC input failed L-AHC-1 bus from the AHC to the FCC and the 1A/1B IOCs is inactive at the FCC
input but active at the IOCs.

IAPS FCC CMPT 2A (Not monitored if the 2A section of IAPS has lost power; the 2A IOC bus to the FMCs must be active)

2AFC2 Output to IOCs failed R-FCC-1 bus to the 2A and 2B IOCs is inactive at both units.
2AFC3 Various circuits failed An internal FCC fault is detected.
2AFC4 Output to number 1 FCC R-FCC-3 bus to the number 1 FCC is inactive at the number 1 FCC. Suspect ei-
failed ther the number 2 FCC output or a failed number 1 FCC input.
2AFC5 AHC input failed R-AHC-1 bus from the AHC to the FCC and the 2A/2B IOCs is inactive at the
FCC input but active at the IOCs.

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Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

IAPS FMC 851 1B (Not monitored if the 1B section of IAPS has lost power; the 1B IOC bus to the number 2 FMC must be active)

1B512 Various circuits failed An internal number 1 FMC-851C fault is detected.

1B513 IOC 1A input failed LA-IOC-4 bus from the 1A IOC to the number 1 FMC and CDC (or number 2
FMC) is inactive at the number 1 FMC input but active at the CDC/FMC 2;
crosstalk from the CDC/FMC 2 is active.

1B514 IOC 1B input failed LB-IOC-4 bus from the 1B IOC to the number 1 FMC and CDC (or number 2
FMC) is inactive at the number 1 FMC input but active at the CDC/FMC 2;
crosstalk from the CDC/FMC 2 is active.

1B515 IOC 2A input failed RA-IOC-4 bus from the 2A IOC to the number 1 FMC and CDC (or number 2
FMC) is inactive at the number 1 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 number 1 FMC and CDC (or number 2
FMC) is inactive at the number 1 FMC input but active at the CDC/FMC 2;
crosstalk from the CDC/FMC 2 is active.

1B517 X-channel output failed L-FMS-4 bus to the CDC (or number 2 FMC) is inactive at the CDC/FMC 2. Sus-
pect either the number 1 FMC output or a failed CDC/FMC 2 input.

1B518 Output to DBU failed L-FMS-5 bus to the DBU is inactive at the DBU, but the DBU-1 bus to the num-
ber 1 FMC is active. Suspect either the number 1 FMC output or a failed DBU in-
put.

IAPS FMC 852 1B

1B522 Various circuits failed An internal number 1 FMC-852C fault is detected.

1B523 Battery failed Replace the number 1 FMC-852C battery.

IAPS FMC 851 2B (Monitored only if dual AMS/MFD) (Not monitored if the 2B section of IAPS has lost power; the 2B IOC bus to the
number 1 FMC must be active)

2B512 Various circuits failed An internal number 2 FMC-851C fault is detected.

2B513 IOC 1A input failed LA-IOC-4 bus from the 1A IOC to the FMCs is inactive at the number 2 FMC in-
put but active at the number 1 FMC; crosstalk from the number 1 FMC is active.

2B514 IOC 1B input failed LB-IOC-4 bus from the 1B IOC to the FMCs is inactive at the number 2 FMC in-
put but active at the number 1 FMC; crosstalk from the number 1 FMC is active.

2B515 IOC 2A input failed RA-IOC-4 bus from the 2A IOC to the FMCs is inactive at the number 2 FMC in-
put but active at the number 1 FMC; crosstalk from the number 1 FMC is active.

2B516 IOC 2B input failed RB-IOC-4 bus from the 2B IOC to the FMCs is inactive at the number 2 FMC in-
put but active at the number 1 FMC; crosstalk from the number 1 FMC is active.

2B517 X-channel output failed R-FMS-4 bus to the number 1 FMC is inactive at the FMC. Suspect either the
number 2 FMC output or a failed number 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 num-
ber 2 FMC is active. Suspect either the number 2 FMC output or a failed DBU in-
put.

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 maintenance 523-0776652
Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

IAPS FMC 852 2B (Monitored only if dual AMS/MFD)

2B522 Various circuits failed An internal number 2 FMC-852C fault is detected.

2B523 Battery failed Replace the number 2 FMC-852C battery.

IAPS IOC CONC 1A (Not monitored if the 1A section of IAPS has lost power; the number 1 FCC bus to either the 1A or 1B IOC must
be
active)

1AIO2 Output to FMC failed LA-IOC-4 bus to the number 1 FMC and CDC (or number 2 FMC) is inactive at
both units.

1AIO3 Display output failed LA-IOC-1 bus to the large displays is inactive at two or more units.

1AIO4 GP BUS 1 output failed LA-GP BUS 1 is inactive at the number 1 ADC and at the DAU.

1AIO5 Various circuits failed An internal IOC fault is detected.

1AIO6 ADC 1 input failed L-ADC-1 bus from the number 1 ADC is inactive at the 1A IOC input but active at
1B IOC input.

1AIO7 ADF 1 input failed L-ADF-1 bus from the number 1 ADF is inactive at the 1A IOC input but active at
1B IOC input.

1AIO8 TDR 1 input failed L-TDR-1 bus from the number 1 TDR is inactive at the 1A IOC input but active at
1B IOC input.

1AIO9 DME 1 input failed L-DME-1 bus from the number 1 DME is inactive at the 1A IOC input but active
at 1B IOC input.

1AIO10 VHF 1 input failed L-VHF-1 bus from the number 1 VHF is inactive at the 1A IOC input but active at
1B IOC input.

1AIO11 VIR 1 input failed L-VIR-1 bus from the number 1 VIR is inactive at the 1A IOC input but active at
1B IOC input.

1AIO12 RAC input failed RAC-1 bus from the RAC is inactive at the 1A IOC input but active at 1B IOC in-
put.
1AIO13 VLF 1 input failed L-VLF-1 bus from the number 1 VLF is inactive at the 1A IOC input but active at
1B IOC input.
1AIO14 Reserved
1AIO15 PFD 1 input failed L-PFD-1 bus from the number 1 PFD is inactive at the 1A IOC input but active at
1B IOC input.
1AIO16 ND/MFD 1 input failed L-ND/MFD-1 bus from the number 1 ND/MFD is inactive at the 1A IOC input but
active at 1B IOC input.

1AIO17 FCC 1 input failed L-FCC-1 bus from the number 1 FCC is inactive at the 1A IOC input but active at
1B IOC input.

1AIO18 AHC 1 input failed L-AHC-1 bus from the number 1 AHC 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 IOC input but ac-
tive at 1B IOC input.

1AIO20 Output to FCC failed LA-IOC-3 bus to the number 1 FCC is inactive at the FCC. Suspect either the IOC
output or a failed FCC input.

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 maintenance 523-0776652
Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

IAPS IOC CONC 1B (Not monitored if the 1B section of IAPS has lost power; number 1 FMC and number 2 FMC cross-channel buses
must both be active)

1BIO2 Output to FMC failed LB-IOC-4 bus to the number 1 FMC and CDC (or number 2 FMC) is inactive at
both units.

1BIO3 Display output failed LB-IOC-1 bus to the large displays is inactive at two or more units.

1BIO4 Various circuits failed An internal IOC fault is detected.

1BIO5 ADC 1 input failed L-ADC-1 bus from the number 1 ADC is inactive at the 1B IOC input but active at
1A IOC input.

1BIO6 ADF 1 input failed L-ADF-1 bus from the number 1 ADF is inactive at the 1B IOC input but active at
1A IOC input.

1BIO7 TDR 1 input failed L-TDR-1 bus from the number 1 TDR is inactive at the 1B IOC input but active at
1A IOC input.
1BIO8 DME 1 input failed L-DME-1 bus from the number 1 DME is inactive at the 1B IOC input but active
at 1A IOC input.
1BIO9 VHF 1 input failed L-VHF-1 bus from the number 1 VHF is inactive at the 1B IOC input but active at
1A IOC input.
1BIO10 VIR 1 input failed L-VIR-1 bus from the number 1 VIR is inactive at the 1B IOC input but active at
1A IOC input.
1BIO11 RAC input failed RAC-1 bus from the RAC is inactive at the 1B IOC input but active at 1A IOC in-
put.

1BIO12 VLF 1 input failed L-VLF-1 bus from the number 1 VLF is inactive at the 1B IOC input but active at
1A IOC input.

1BIO13 Reserved

1BIO14 PFD 1 input failed L-PFD-1 bus from the number 1 PFD is inactive at the 1B IOC input but active at
1A IOC input.

1BIO15 ND/MFD 1 input failed L-ND/MFD-1 bus from the number 1 ND/MFD is inactive at the 1B IOC input but
active at 1A IOC input.

1BIO16 FCC 1 input failed L-FCC-1 bus from the number 1 FCC is inactive at the 1B IOC input but active at
1A IOC input.

1BIO17 AHC 1 input failed L-AHC-1 bus from the number 1 AHC is inactive at the 1B IOC input but active at
1A IOC and FCC inputs.
1BIO18 DAU A input failed A-DAU-2 bus from channel A of the DAU is inactive at the 1B IOC input but ac-
tive at 1A IOC input.
1BIO19 GP BUS 2 output failed (Sin- LB-GP BUS 2 is inactive at the VLF. Suspect either the IOC output or a failed
gle VLF installed) VLF input.
1BIO20 Output to FCC failed LB-IOC-3 bus to the number 1 FCC is inactive at the FCC. Suspect either the IOC
output or a failed FCC input.
1BIO21 GP BUS 3 output failed LB-GP BUS 3 is inactive at the RTA. Suspect either the IOC output or a failed
RTA input.
1BIO22 GP BUS 2 output failed (Dual LB-GP BUS 2 to the VLFs is inactive at both units.
VLF installed)

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 maintenance 523-0776652
Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

IAPS IOC CONC 2A (Not monitored if the 2A section of IAPS has lost power; the number 2 FCC bus to either the 2A or 2B IOC must
be
active)

2AIO2 Output to FMC failed RA-IOC-4 bus to the number 1 FMC and CDC (or number 2 FMC) is inactive at
both units.
2AIO3 Display output failed RA-IOC-1 bus to the large displays is inactive at two or more units.
2AIO4 GP BUS 1 output failed RA-GP BUS 1 is inactive at the number 2 ADC and at the DAU.
2AIO5 Various circuits failed An internal IOC fault is detected.
2AIO6 ADC 2 input failed R-ADC-1 bus from the number 2 ADC is inactive at the 2A IOC input but active at
2B IOC input.
2AIO7 ADF 2 input failed R-ADF-1 bus from the number 2 ADF is inactive at the 2A IOC input but active at
2B IOC input.
2AIO8 TDR 2 input failed R-TDR-1 bus from the number 2 TDR is inactive at the 2A IOC input but active at
2B IOC input.
2AIO9 DME 2 input failed R-DME-1 bus from the number 2 DME is inactive at the 2A IOC input but active
at 2B IOC input.
2AIO10 VHF 2 input failed R-VHF-1 bus from the number 2 VHF is inactive at the 2A IOC input but active at
2B IOC input.
2AIO11 VIR 2 input failed R-VIR-1 bus from the number 2 VIR is inactive at the 2A IOC input but active at
2B IOC input.
2AIO12 VLF 2 input failed R-VLF-1 bus from the number 2 VLF is inactive at the 2A IOC input but active at
2B IOC input.
2AIO13 PFD 2 input failed R-PFD-1 bus from the number 2 PFD is inactive at the 2A IOC input but active at
2B IOC input.
2AIO14 MFD 2 input failed R-MFD-1 bus from the number 2 MFD is inactive at the 2A IOC input but active
at 2B IOC input.
2AIO15 FCC 2 input failed R-FCC-1 bus from the number 2 FCC is inactive at the 2A IOC input but active at
2B IOC input.
2AIO16 AHC 2 input failed R-AHC-1 bus from the number 2 AHC is inactive at the 2A IOC input but active
at 2B IOC and FCC inputs.
2AIO17 DAU B input failed B-DAU-2 bus from channel B of the DAU is inactive at the 2A IOC input but ac-
tive at 2B IOC input.
2AIO18 Output to FCC failed RA-IOC-3 bus to the number 2 FCC is inactive at the FCC. Suspect either the IOC
output or a failed FCC input.

IAPS IOC CONC 2B (Not monitored if the 2B section of IAPS has lost power; the number 1 FMC and number 2 FMC cross-channel
buses must both be active)

2BIO2 Output to FMC failed RB-IOC-4 bus to the number 1 FMC and CDC (or number 2 FMC) is inactive at
both units.
2BIO3 Display output failed RB-IOC-1 bus to the large displays is inactive at two or more units.
2BIO4 Various circuits failed An internal IOC fault is detected.
2BIO5 ADC 2 input failed R-ADC-1 bus from the number 2 ADC is inactive at the 2B IOC input but active at
2A IOC input.
2BIO6 ADF 2 input failed R-ADF-1 bus from the number 2 ADF is inactive at the 2B IOC input but active at
2A IOC input.
2BIO7 TDR 2 input failed R-TDR-1 bus from the number 2 TDR is inactive at the 2B IOC input but active at
2A IOC input.
2BIO8 DME 2 input failed R-DME-1 bus from the number 2 DME is inactive at the 2B IOC input but active
at 2A IOC input.

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 maintenance 523-0776652
Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

IAPS IOC CONC 2B (Cont)

2BIO9 VHF 2 input failed R-VHF-1 bus from the number 2 VHF is inactive at the 2B IOC input but active at
2A IOC input.
2BIO10 VIR 2 input failed R-VIR-1 bus from the number 2 VIR is inactive at the 2B IOC input but active at
2A IOC input.
2BIO11 VLF 2 input failed R-VLF-1 bus from the number 2 VLF is inactive at the 2B IOC input but active at
2A IOC input.
2BIO12 PFD 2 input failed R-PFD-1 bus from the number 2 PFD is inactive at the 2B IOC input but active at
2A IOC input.
2BIO13 MFD 2 input failed R-MFD-1 bus from the number 2 MFD is inactive at the 2B IOC input but active
at 2A IOC input.
2BIO14 FCC 2 input failed R-FCC-1 bus from the number 2 FCC is inactive at the 2B IOC input but active at
2A IOC input.
2BIO15 AHC 2 input failed R-AHC-1 bus from the number 2 AHC is inactive at the 2B IOC input but active
at 2A IOC and FCC inputs.
2BIO16 DAU B input failed B-DAU-2 bus from channel B of the DAU is inactive at the 2B IOC input but ac-
tive at 2A IOC input.
2BIO17 GP BUS 2 output failed (Sin- RB-GP BUS 2 is inactive at the VLF. Suspect either the IOC output or a failed
gle VLF installed) VLF input.
2BIO18 Output to FCC failed RB-IOC-3 bus to the number 2 FCC is inactive at the FCC. Suspect either the IOC
output or a failed FCC input.
2BIO19 GP BUS 3 output failed RB-GP BUS 3 is inactive at the RTA. Suspect either the IOC output or a failed
RTA input.
2BIO20 GP BUS 2 output failed (Dual RB-GP BUS 2 to the VLFs is inactive at both units.
VLF installed)

IAPS PWR SUP 1A

1APS1 Various circuits failed; check An internal PWR 1A fault is suspected. The 1A IOC (to number 1 FMC) and num-
circuit breaker (single ber 1 FCC (to IOC 1B) outputs are both inactive; suspect the power supply.
AMS/MFD)

1APS1 Various circuits failed; check An internal PWR 1A fault is suspected. The 1A IOC (to number 2 FMC) and num-
circuit breaker (Dual ber 1 FCC (to IOC 1B) outputs are both inactive; suspect the power supply.
AMS/MFD)

1APS2 Power supply overheated The 1B IOC detected a tripped temperature monitor from the 1A PWR.
(Single AMS/MFD)

1APS2 Various circuits failed; check An internal PWR 1A fault is suspected. The 1A IOC (to number 1 FMC) and num-
circuit breaker (Dual ber 1 FCC (to IOC 1B) outputs are both inactive; suspect the power supply.
AMS/MFD)

1APS3 Power supply overheated The 1B IOC detected a tripped temperature monitor from the 1A PWR.
(Dual AMS/MFD)

IAPS PWR SUP 1B

1BPS1 Various circuits failed; check An internal PWR 1B fault is suspected. The 1B IOC (to number 1 FMC) and num-
circuit breaker (Single ber 1 FCC (to IOC 1A) outputs are both inactive; suspect the power supply.
AMS/MFD)

1BPS1 Various circuits failed; check An internal PWR 1B fault is suspected. The 1B IOC (to number 2 FMC) and num-
circuit breaker (Dual ber 1 FMC (to number 2 FMC) outputs are both inactive; suspect the power sup-
AMS/MFD) ply.

1BPS2 Power supply overheated The 1A IOC detected a tripped temperature monitor from the 1B PWR.

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 maintenance 523-0776652
Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

IAPS PWR SUP 2A

2APS1 Various circuits failed; check An internal PWR 2A fault is suspected. The 2A IOC (to number 1 FMC) and num-
circuit breaker (Single ber 2 FCC (to IOC 2B) outputs are both inactive; suspect the power supply.
AMS/MFD)

2APS1 Various circuits failed; check An internal PWR 2A fault is suspected. The 2A IOC (to number 2 FMC) and num-
circuit breaker (Dual ber 2 FCC (to IOC 2B) outputs are both inactive; suspect the power supply.
AMS/MFD)

2APS2 Power supply overheated The 2B IOC detected a tripped temperature monitor from the 2A PWR.
(Single AMS/MFD)

2APS2 Various circuits failed; check An internal PWR 2A fault is suspected. The 2A IOC (to number 1 FMC) and num-
circuit breaker (Dual ber 2 FCC (to IOC 2B) outputs are both inactive; suspect the power supply.
AMS/MFD)

2APS3 Power supply overheated The 2B IOC detected a tripped temperature monitor from the 2A PWR.
(Dual AMS/MFD)

IAPS PWR SUP 2B

2BPS1 Various circuits failed; check An internal PWR 2B fault is suspected. The 2B IOC (to number 1 FMC) and
circuit breaker CDC/FMC 2 (to number 1 FMC) outputs are both inactive; suspect the power sup-
ply.
2BPS2 Power supply overheated The 2A IOC detected a tripped temperature monitor from the 2B PWR.

MODE SEL PANEL 1 (Applies to FCP flight control panel)

1MSP2 Various circuits failed; check The L-MSP-1 bus is inactive at the number 1 FCC input. Verify +5-V ISOL power
+5-V ISOL power from 1A PWR to FCP. Then suspect an internal FCP fault, a failed FCP output, or
a failed FCC input.

MODE SEL PANEL 2 (Applies to FCP flight control panel)

2MSP2 Various circuits failed; check The R-MSP-1 bus is inactive at the number 2 FCC input. Verify +5-V ISOL power
+5-V ISOL power from 2A PWR to FCP. Then suspect an internal FCP fault, a failed FCP output, or
a failed FCC input.

NAV DISPLAY 1 (Applies to number 1 ND or number 1 MFD)

1ND1 No output data; check circuit L-ND/MFD-1 bus to the 1A and 1B IOCs is inactive at both units.
breaker
1ND2 Various circuits failed An internal ND/MFD fault 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.
1ND4 IOC 1B input failed LB-IOC-1 bus from the 1B IOC to the large displays is inactive at the ND/MFD
input but active elsewhere.
1ND5 IOC 2A input failed RA-IOC-1 bus from the 2A IOC to the large displays is inactive at the ND/MFD
input but active elsewhere.
1ND6 IOC 2B input failed RB-IOC-1 bus from the 2B IOC to the large displays is inactive at the ND/MFD
input but active elsewhere.
1ND7 RTA input failed WXT-1 bus from the RTA to the ND/MFDs is inactive at the ND/MFD input, but
active elsewhere (number 2 MFD).
1ND8 ADC 1 input failed L-ADC-3 bus from the number 1 ADC to the left large displays is inactive at the
ND/MFD input but active at the PFD input.
1ND9 TCAS input failed TCAS-TA/RA-1 bus from the TTR to the left large displays is inactive at the
ND/MFD input but active at the PFD input.

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 maintenance 523-0776652
Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

NAV DISPLAY 2 (Applies to number 2 MFD)

2ND1 No output data; check circuit R-MFD-1 bus to the 2A and 2B IOCs is inactive at both units.
breaker
2ND2 Various circuits failed 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 to the large displays is inactive at the MFD input
but active elsewhere.
2ND5 IOC 2A input failed RA-IOC-1 bus from the 2A IOC to the large displays is inactive at the MFD input
but active elsewhere.
2ND6 IOC 2B input failed RB-IOC-1 bus from the 2B IOC to the large displays is inactive at the MFD input
but active elsewhere.
2ND7 RTA input failed WXT-1 bus from the RTA to the ND/MFDs is inactive at the number 2 MFD input
but active elsewhere (number 1 ND/MFD).
2ND8 ADC 2 input failed R-ADC-3 bus from the number 2 ADC to the right large displays is inactive at the
MFD input but active at the PFD input.
2ND9 TCAS input failed TCAS-TA/RA-2 bus from the TTR to the right large displays is inactive at the
MFD input but active at the PFD input.

PFD DISPLAY 1

1PFD1 No output data; check circuit L-PFD-1 bus to the 1A and 1B IOCs is inactive at both units.
breaker
1PFD2 Various circuits failed An internal PFD fault is detected.
1PFD3 IOC 1A input failed LA-IOC-1 bus from the 1A 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 1B IOC to the large displays is inactive at the PFD input
but active elsewhere.
1PFD5 IOC 2A input failed RA-IOC-1 bus from the 2A IOC to the large displays is inactive at the PFD input
but active elsewhere.
1PFD6 IOC 2B input failed RB-IOC-1 bus from the 2B IOC to the large displays is inactive at the PFD input
but active elsewhere.
1PFD7 ADC 1 input failed L-ADC-3 bus from the number 1 ADC to the left large displays is inactive at the
PFD input but active at the ND/MFD input.
1PFD8 TCAS input failed TCAS-TA/RA-1 bus from the TTR to the left large displays is inactive at the PFD
input but active at the ND/MFD input.

PFD DISPLAY 2

2PFD1 No output data; check circuit R-PFD-1 bus to the 2A and 2B IOCs is inactive at both units.
breaker
2PFD2 Various circuits failed An internal PFD fault is detected.
2PFD3 IOC 1A input failed LA-IOC-1 bus from the 1A IOC to the large displays is inactive at the PFD input
but active elsewhere.
2PFD4 IOC 1B input failed LB-IOC-1 bus from the 1B IOC to the large displays is inactive at the PFD input
but active elsewhere.
2PFD5 IOC 2A input failed RA-IOC-1 bus from the 2A IOC to the large displays is inactive at the PFD input
but active elsewhere.
2PFD6 IOC 2B input failed RB-IOC-1 bus from the 2B IOC to the large displays is inactive at the PFD input
but active elsewhere.

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 maintenance 523-0776652
Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

PFD DISPLAY 2 (Cont)

2PFD7 ADC 2 input failed R-ADC-3 bus from the number 2 ADC to the right large displays is inactive at the
PFD input but active at the MFD.
2PFD8 TCAS input failed TCAS-TA/RA-2 bus from the TTR to the right large displays is inactive at the PFD
input but active at the MFD input.

RADIO ALTIMETER

ALT2 Various circuits failed An internal ALT fault is detected.

RAD ALTMR ADPTR

RAC1 No output data; check circuit RAC-1 bus to the 1A and 1B IOCs (and the TTR) is inactive at both IOC units.
breaker
RAC2 Various circuits failed An internal RAC fault is detected.
RAC3 Output to TCAS failed RAC-1 bus to the IOCs and TTR is inactive at the TTR input.

RTU TUNE UNIT 1

1RTU2 RTU 2 output failed L-RTU-2 bus to the left COM/NAV radios is inactive at the input of two or more
radios.
1RTU3 RTU 1 output failed L-RTU-1 bus to the right COM/NAV radios is inactive at the input of two or more
radios.

RTU TUNE UNIT 2

2RTU2 RTU 2 output failed R-RTU-2 bus to the right COM/NAV radios is inactive at the input of two or more
radios.
2RTU3 RTU 1 output failed R-RTU-1 bus to the left COM/NAV radios is inactive at the input of two or more
radios.

SIG INTF ADPTR 1 (Not monitored if DAU channel A diagnostics are lost)

1SIA1 No output data; check circuit L-SIA-1 bus from the number 1 SIA is inactive at the DAU channel A input. Sus-
breaker pect either the SIA output or a failed DAU input.
1SIA2 Various circuits failed An internal number 1 SIA fault is detected.

SIG INTF ADPTR 2 (Not monitored if DAU channel B diagnostics are lost)

2SIA1 No output data; check circuit R-SIA-1 bus from the number 2 SIA is inactive at the DAU channel B input. Sus-
breaker pect either the SIA output or a failed DAU input.

2SIA2 Various circuits failed An internal number 2 SIA fault is detected.

TCAS BOT ANTENNA

3ANT2 Various circuits failed A TRE bottom antenna fault is detected. Suspect the TRE or the antenna connec-
tion to the TTR.

TCAS TOP ANTENNA

4ANT2 Various circuits failed A TRE top antenna fault is detected. Suspect the TRE or the antenna connection
to the TTR.

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 maintenance 523-0776652
Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

TCAS COMPUTER

TCAS1 No output data; check circuit No TCAS diagnostic data is detected at the 1A or 1B IOC; TCAS data is applied to
breakers the IOCs on the L-PFD-1 bus. The TCAS-1 bus to the number 1 TDR is inactive at
the TDR input.

TCAS2 Various circuits failed An internal TTR fault is detected.

TCAS3 RAC input failed/reserved RAC-1 bus from the RAC is inactive at the TTR input but active at the 1A IOC in-
put. This code is replaced by RAC3.

TCAS4 TDR1 input failed (*Older sys- L-TDR-2 bus from the number 1 TDR is inactive at the TTR input, but the left
tems) IOCs are receiving transponder data on the L-TDR-1 bus. Suspect either the TDR
output or a failed TTR input.

TCAS4 Output to number 1 TDR TCAS-1 bus to the number 1 TDR is inactive at the TDR input. Suspect either the
failed (*Newer systems) TTR output or a failed TDR input.

TCAS5 TDR2 input failed (*Older sys- R-TDR-2 bus from the number 2 TDR is inactive at the TTR input, but the right
tems) IOCs are receiving transponder data on the R-TDR-1 bus. Suspect either the TDR
output or a failed TTR input.

TCAS5 Output to number 2 TDR TCAS-2 bus to the number 2 TDR is inactive at the TDR input. Suspect either the
failed (*Newer systems) TTR output or a failed TDR input.

VHF COMM ANT 1

1ANT2 Various circuits failed A number 1 VHF COM antenna fault is detected; reflected power is abnormal.

VHF COMM ANT 2

2ANT2 Various circuits failed A number 2 VHF COM antenna fault is detected; reflected power is abnormal.

VHF COMM XCVR 1

1VHF1 No output data; check circuit L-VHF-1 bus to the 1A and 1B IOCs is inactive at both units.
breaker

1VHF2 Various circuits failed An internal VHF fault (code 0 - 19) is detected.

1VHF3 Various circuits failed An internal VHF fault (code 20 - 23) is detected.

1VHF4 Various circuits failed An internal VHF fault (code 24, 25) is detected.

1VHF5 RTU 1 input failed L-RTU-2 bus from the number 1 RTU to the left COM/NAV radios is inactive at
the number 1 VHF input but active elsewhere.

1VHF6 RTU 2 input failed R-RTU-1 bus from the number 2 RTU to the left COM/NAV radios is inactive at
the number 1 VHF input but active elsewhere.

VHF COMM XCVR 2

2VHF1 No output data; check circuit R-VHF-1 bus to the 2A and 2B IOCs is inactive at both units.
breaker

2VHF2 Various circuits failed An internal VHF fault (code 0 - 19) detected.

2VHF3 Various circuits failed An internal VHF fault (code 20 - 23) detected.

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 maintenance 523-0776652
Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

VHF COMM XCVR 2 (Cont)

2VHF4 Various circuits failed An internal VHF fault (code 24, 25) detected.

2VHF5 RTU 2 input failed R-RTU-2 bus from the number 2 RTU to the right COM/NAV radios is inactive at
the number 2 VHF input but active elsewhere.

2VHF6 RTU 1 input failed L-RTU-1 bus from the number 1 RTU to the right COM/NAV radios is inactive at
the number 2 VHF input but active elsewhere.

VLF RECEIVER 1

1VLF1 No output data; check circuit L-VLF-1 bus to the 1A and 1B IOCs is inactive at both units.
breaker

1VLF2 Various circuits failed An internal CMA fault is detected.

1VLF3 Battery failed Replace the CMA battery.

VLF RECEIVER 2

2VLF1 No output data; check circuit R-VLF-1 bus to the 2A and 2B IOCs is inactive at both units.
breaker

2VLF2 Various circuits failed An internal CMA fault is detected.

2VLF3 Battery failed Replace the CMA battery.

VOR RECEIVER 1

1VOR1 No output data; check circuit L-VIR-1 bus to the 1A and 1B IOCs is inactive at both units.
breaker

1VOR2 Various circuits failed An internal VIR fault is detected.

1VOR3 RTU 1 input failed L-RTU-2 bus from the number 1 RTU to the left COM/NAV radios is inactive at
the number 1 VIR input but active elsewhere.

1VOR4 RTU 2 input failed R-RTU-1 bus from the number 2 RTU to the left COM/NAV radios is inactive at
the number 1 VIR input but active elsewhere.

VOR RECEIVER 2

2VOR1 No output data; check circuit R-VIR-1 bus to the 2A and 2B IOCs is inactive at both units.
breaker

2VOR2 Various circuits failed An internal VIR fault is detected.

2VOR3 RTU 2 input failed R-RTU-2 bus from the number 2 RTU to the right COM/NAV radios is inactive at
the number 2 VIR input but active elsewhere.

2VOR4 RTU 1 input failed L-RTU-1 bus from the number 1 RTU to the right COM/NAV radios is inactive at
the number 2 VIR input but active elsewhere.

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Table 5-3. Fault Code Explanations.

FAULT CODE DESCRIPTION REASON

WEATHER RADAR A (Not monitored if number 1 ND/MFD diagnostics are lost)

WXRA1 No output data; check circuit No WXR diagnostic data is detected at the 1A or 1B IOC; channel A WXR data is
breaker applied to the IOCs on the L-ND/MFD-1 bus.

WXRA2 Reserved

WXRA3 Various circuits failed An internal RTA (calibration) fault is detected.

WXRA4 Various circuits failed An internal RTA (antenna) fault is detected.

WXRA5 Various circuits failed An internal RTA (transceiver) fault is detected.

WEATHER RADAR B (Not monitored if number 2 MFD diagnostics are lost)

WXRB1 No output data; check circuit No WXR diagnostic data is detected at the 2A or 2B IOC; channel B WXR data is
breaker applied to the IOCs on the R-MFD-1 bus.

WXRB2 Various circuits failed An internal RTA (calibration) fault is detected.

WXRB3 Various circuits failed An internal RTA (antenna) fault is detected.

WXRB4 Various circuits failed An internal RTA (transceiver) fault is detected

* Some fault codes have more than one meaning because of software changes in the AMS/FMS system. Cycle FMS power and view
the AMS/FMS initialization page on the CDU to view the software program number.
NEWER SYSTEMS = PROGRAM number 613-5470-207 or later.

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5.7.3 AMS-850 LRU Diagnosti c Data

VIEW LRU DIAGNOSTIC DATA PAGE:

• Push the IDX line key to display the index page on the MFD.
• Push the MAINTENANCE line key.
• Push the LRU DIAGNOSTIC DATA line key.

EXIT LRU DIAGNOSTIC DATA PAGE:

• Push the IDX line key.

The LRU DIAGNOSTIC DATA page displays a list of avionics units that normally provide diagnostic words
to the AMS. Each LRU displays with its current operating status and a readout of the received diagnostic
data word. This dynamic display updates as new data is received.

This list is organized alphanumerically into pages that contain up to five LRU lines per page. Use the CHP
joystick to scroll between the pages. Move the joystick down to display the next page; move the joystick up to
display the previous page. Page numbers display in the upper right of the screen.

Refer to Figure 5-4. The LRU DIAGNOSTIC DATA page consists of the radar mode line (top line), the MFD
mode line (bottom line), an LRU column, and a STATUS column. Diagnostic words (if received) display be-
low each LRU name.

The radar mode line annunciates the RTA operating mode. The MFD mode line labels the functions of active
MFD line keys.

Push the MFD IDX line key to display the index page.
Push the MFD MNU line key to display the maintenance menu page.
Push the MFD RCL line key to recall the previously used checklist.
Push the MFD EMG line key to display the emergency checklist menu.

The LRU column names the units that supply diagnostic data words. Table 5-4 lists each possible LRU; no
system contains every LRU on this list. The LRU DIAGNOSTIC DATA page includes only units that are in-
stalled in the airplane (as defined by IAPS configuration strapping plugs). The diagnostic word received from
each unit displays below the LRU name. Note that the STRAPPING OPTION line is a hexadecimal readout
of the IAPS configuration strapping plugs.

Table 5-5 shows how to interpret a diagnostic word. Use this table to decode the hexadecimal readouts. Each
subsequent page contains an example of a decoded word. Refer to Table 5-6 through Table 5-28 for a bit
definition of each diagnostic word.

The STATUS column indicates the current operating condition of each unit, similar to the AVIONICS
STATUS page. This column is blank for each unit with a normal status condition. An OFF-CHK BREAKR
condition means that no diagnostic word was received from that LRU; check that power is applied to the
unit. An OVERHEAT condition means that an IAPS power supply module (PWR) is overheating. A FAILED
condition means that the LRU is diagnosed as malfunctioned.

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Figure 5-4. AMS-850 LRU DIAGNOSTIC DATA Page

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Table 5-4. AMS-850 LRU DIAGNOSTIC DATA Page, Reporting Units.

LRU OCTAL LABEL OF DIAGNOSTIC WORD

ADF RECEIVER 1 350

ADF RECEIVER 2 350
AHRS COMPUTER 1 350
AHRS COMPUTER 2 350
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 DBU INTERNAL

DME 1 350
DME 2 350
IAPS CDC CPLR 2B CDC INTERNAL
IAPS FCC CMPT 1A 071 (from IOC)

IAPS FCC CMPT 2A 071 (from IOC)

IAPS FMC 851 1B FMC INTERNAL
IAPS FMC 851 2B FMC INTERNAL
GPS RECEIVER 1 355
GPS RECEIVER 2 355

IAPS IOC CONC 1A 350

IAPS IOC CONC 1B 350
IAPS IOC CONC 2A 350
IAPS IOC CONC 2B 350
NAV DISPLAY 1 (ND/MFD 1) 350

NAV DISPLAY 2 (MFD 2) 350

PFD DISPLAY 1 350
PFD DISPLAY 2 350
RAD ALTMR ADPTR 350
SIG INTF ADPTR 1 354 (from DAU)

SIG INTF ADPTR 2 354 (from DAU)

STRAPPING OPTION 352 (from IOC; IAPS plug, word 1)
STRAPPING OPT 1 352 (from IOC; IAPS plug, word 1)
STRAPPING OPT 2 353 (from IOC; IAPS plug, word 2)
TCAS COMPUTER 054 (from PFD)

VHF COMM XCVR 1 350

VHF COMM XCVR 2 350
VLF RECEIVER 1 274
VLF RECEIVER 2 274
VOR RECEIVER 1 350

VOR RECEIVER 2 350

WEATHER RADAR A 354 (from ND/MFD 1)
WEATHER RADAR B 354 (from MFD 2)

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Table 5-5. Diagnostic Word Explanations.

DIAGNOSTIC WORD INTERPRETATION

Note

These words display on the LRU DIAGNOSTIC DATA and LRU FAULT HISTORY pages.

SAMPLE 6-DIGIT HEXADECIMAL DISPLAY: 2 0 5 7 A E

BINARY VALUE BIT NUMBER

1 9 0
2
4
10
11 E 1
1
8 12 1

1 13 0
2
4
14
15 A 1
0
8 16 1
1 17 1
2 18 1
4 19 7 1
8 0
20

1 21 1
2
4
22
23 5 0
1
8 24 0

1 25 0
2
4
26
27 0 0
0
8 28 0

1 29 0 These bits are

2
4
30
31 2 1
0
set: 10-12, 14,
16-19, 21, 23,
8 32 0 and 30.

HEXADECIMAL TO BINARY CONVERSION TABLE

HEXADECIMAL DIGIT

BINARY VALUE 0 1 2 3 4 5 6 7 8 9 A B C D E F
(10) (11) (12) (13) (14) (15
)

1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1
2 0 0 1 1 0 0 1 1 0 0 1 1 0 0 1 1
4 0 0 0 0 1 1 1 1 0 0 0 0 1 1 1 1
8 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1

1. Turn to 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.

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Table 5-6. ADF RECEIVER Diagnostic Word.

OCTAL 350 DESCRIPTION

BIT NUMBER

9 (1) *SDI code BCD FAULT CODE (Bits 17-24) FAULT CODE SSM
10 (2) *SDI code
11 (4) 0 00 No faults found 0, 34, 35 Normal
12 (8) 0 11 Failed input bus at port A 11-29 Failed
12 No ADF frequency at port A 30-33 No computed data
13 (1) 0 13 Invalid frequency at port A
14 (2) 0 14 Failed input bus at port B
15 (4) 0 15 No ADF frequency at port B
16 (8) 0 16 Invalid frequency at port B
17 Not used
17 (1) 1 (BCD 18 Not used
18 (2) 2 fault code 19 Not used
19 (4) 4 units 20 No bearing update
20 (8) 8 digit) 21 Not used
22 B+ failure
21 (1) 10 (BCD 23 B- failure
22 (2) 20 fault code 24 RAM failure, I/O processor
23 (4) 40 tens 25 A/D failure
24 (8) 80 digit) 26 Sin modulation failure
27 Cos modulation failure
25 (1) 0 28 SMO lock failure
26 (2) 0 29 Antenna power failure
27 (4) 0 30 Low signal level, or no rcv station
28 (8) 0 31 Detector out-of-lock, or no rcv sta-
tion
32 AGC out-of-range, or no rcv station
29 (1) 0 33 Hf key line low, or no rcv station
30 (2) **SSM code 34 Dc sin failure, or no rcv station
31 (4) **SSM code 35 Dc cos failure, or no rcv station
32 (8) Parity (odd)

*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 203101

1 Bits 9-12 Bit 9 is set; SDI = ADF number 1

0 Bits 13-16 No bits are set
1 Bits 17-20 Bit 17 is set; fault code units digit is 1
3 Bits 21-24 Bits 21 and 22 are set; fault code tens digit is 3 (code is 31)
0 Bits 25-28 No bits are set
2 Bits 29-32 Bit 30 is set; SSM = No computed data

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Table 5-7. AHRS COMPUTER Diagnostic Word.

OCTAL 350 DESCRIPTION

BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Heading invalid
12 (8) Attitude invalid

13 (1) Rate compare invalid

14 (2) Accel compare invalid
15 (4) Checksum invalid
16 (8) Align invalid

17 (1) Flux detector invalid

18 (2) I/O invalid
19 (4) Hardware invalid
20 (8) Wheel 1 failed

21 (1) Wheel 2 failed

22 (2) Initialization mode
23 (4) High rate invalid
24 (8) Box orientation invalid

25 (1) RAM backup invalid (low battery)

26 (2) Wraparound disabled
27 (4) Compensation mode
28 (8) DG mode (not slaved)

29 (1) Failed ADC input bus

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 Not used
1 0 2 (right) 1 0 STIM (test) mode
1 1 3 1 1 Normal

EXAMPLE: Diagnostic word = 02200A

A Bits 9-12 Bits 12 and 10 are set; attitude is invalid and SDI = AHC number 2
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
2 Bits 21-24 Bit 22 is set; initialization mode is in process
2 Bits 25-28 Bit 26 is set; wraparound is disabled
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-8. AIR DATA CMPT Diagnostic Word.

OCTAL 350 DESCRIPTION

BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) 0
12 (8) 0

13 (1) ALT computation invalid

14 (2) IAS computation invalid
15 (4) Failed ARINC input bus
16 (8) FIFO failed

17 (1) Failed ADC-4 crosstalk input bus

18 (2) Failed ARP input bus
19 (4) Temp probe I/O failed
20 (8) Ps sensor failed

21 (1) Qc sensor failed

22 (2) Battery failed
23 (4) 0
24 (8) ADC configuration strapping invalid

25 (1) ADM Ps failure

26 (2) ADM Qc failure
27 (4) Ps coefficient PROM failed
28 (8) Qc coefficient PROM failed

29 (1) 0
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 Not used
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word =008002

2 Bits 9-12 Bit 10 is set; SDI = ADC number 2

0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
8 Bits 21-24 Bit 24 is set; the ADC configuration strapping is invalid
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-9. TDR-94/94D TRANSPONDER Diagnostic Word.

OCTAL 350/064 DESCRIPTION

BIT NUMBER

9 (1) *SDI code BCD FAULT CODE (BITS 17-24

10 (2) *SDI code 00 No faults found
11 (4) TDR fail = 1 POWER SUPPLY DIAGNOSTICS:
12 (8) RAM fail = 1 11 +5-V dc supply
12 +70-V dc supply
13 (1) ROM fail = 1 13 +35-V dc supply
14 (2) RTU-2 bus (port B) failed = 1 14 Low-voltage power supply
15 (4) RTU-1 bus (port A) failed = 1 TRANSMITTER/MODULATOR DIAGNOSTICS:
16 (8) GPBUS-3 (port C) failed = 1 21 Final stage over-current
22 Top antenna low power output
17 (1) 1  (BCD 23 Bottom antenna low power output
18 (2) 2  fault code 24 Transmitter overtemperature
19 (4) 4  units SYNTHESIZER DIAGNOSTICS:
20 (8) 8  digit) 31 Lock detect
32 Low power detect
21 (1) 10  (BCD RECEIVER DIAGNOSTICS:
22 (2) 20  fault code 41 Top receiver channel
23 (4) 40  tens 42 Bottom receiver channel
24 (8) 80  digit) 43 Top DPSK demodulator
44 Bottom DPSK demodulator
25 (1) R-ADC-2 bus (port A) failed = 1 ROM DIAGNOSTICS:
26 (2) L-ADC-2 bus (port B) failed = 1 51 High-byte ROM
27 (4) Serial ADLP bus fail = 1 52 Low-byte ROM
28 (8) TCAS-1 input bus failed = 1 53 Both ROM chips

29 (1) 0 (BCD fault codes continued on next page)

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 Not used
1 0 2 (right) 1 0 Not used
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word =600001

1 Bits 9-12 Bits 9 is set; SDI = TDR number 1

0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30 and 31 are set; SSM =Normal

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Table 5-9. TDR-94/94D TRANSPONDER Diagnostic Word.

OCTAL 350/064 DESCRIPTION

BIT NUMBER

BCD FAULT CODE (Bits 17-24) (Cont)

RAM DIAGNOSTICS: TCAS COMMUNICATIONS DIAGNOSTICS:
61 High-byte RAM B1 TCAS UART
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 (TDR-94D only)
67 Cache Ram and both RAM chips C2 Bottom channel squitter (TDR-94D only)
68 Dual port RAM
D0 Diversity (TDR-94D only)
70 Nonvolatile RAM MESSAGE PROCESSOR DIAGNOSTICS:
SERIAL INPUT CONTROL BUS E1 Top channel message processor, soft failure (TDR-94D only)
DIAGNOSTICS:
81 ARINC 429 control UART E2 Bottom channel message processor, soft failure
82 ARINC 429 control port A inactive E3 Top channel message processor, hard failure (TDR-94D only)
83 ARINC 429 control port B inactive E4 Bottom channel message processor, hard failure
84 ARINC 429 control port C inactive CONFIGURATION DIAGNOSTICS:
85 CSDB control port A inactive F1 Mode-S discrete address changed
SERIAL ALTITUDE INPUT F2 TCAS selection changed
DIAGNOSTICS:
91 ARINC 429/575 altitude UART F3 Altitude units selection changed
92 ARINC 429/575 altitude port A inactive F4 Max airspeed program selects changed
93 ARINC 429/575 altitude port B inactive F5 Port selects changed
94 CSDB altitude port A inactive F6 SDI selects changed
95 CSDB altitude port B inactive F7 Single antenna selection changed
99 Not used (CTL-92T) F8 ADLP selection changed
ADLP COMMUNICATIONS FF Unacceptable mode-S address selected
DIAGNOSTICS:
A1 ADLP A/B UART
A2 ADLP A/B input
A3 ADLP C/D UART
A4 ADLP C/D input

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Table 5-10. DATA ACQ UNIT Diagnostic Word.

OCTAL 351 DESCRIPTION

BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) 0
12 (8) 0

13 (1) DAU channel failed

14 (2) 0
15 (4) 0
16 (8) Failed CLK-1 input bus (reserved)

17 (1) Failed GP 1 input bus

18 (2) Failed MFD-1 input bus
19 (4) 0
20 (8) Failed SIA-1 input bus

21 (1) 0
22 (2) 0
23 (4) 0
24 (8) 0

25 (1) DAU ROM failed

26 (2) DAU external RAM failed
27 (4) Discrete mux failed
28 (8) DAU internal RAM failed

29 (1) DAU cross-channel failed

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 A (left side) 0 1 Not used
1 0 B (right side) 1 0 Not used
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 00081

A Bits 9-12 Bit 9 is set; SDI = DAU side A (left channel)

0 Bits 13-16 Bit 16 is set; this bit is reserved
0 Bits 17-20 Bits 17 and 20 are set; GP 1 and SIA-1 buses failed
2 Bits 21-24 No bits are set
2 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-11. DATA BASE UNIT Diagnostic Word.

DBU DESCRIPTION
INTERNAL
WORD
BIT NUMBER

9 (1) 0
10 (2) 0
11 (4) 0
12 (8) 0

13 (1) 0
14 (2) 0
15 (4) Received data fault (sets for 5 sec if fault on any of 8 input buses)
16 (8) DBU transmitter (UART) failed

17 (1) DBU RAM failed

18 (2) DBU EPROM checksum failed
19 (4) DBU disk controller failed
20 (8) DBU master fault (sets with any of bits 15-19, 21-29)

21 (1) DBU drive under-temp (colder than 0 degrees C)

22 (2) Failed input bus 1 (L-FMS-5)
23 (4) Failed input bus 2 (R-RMS-5)
24 (8) Failed input bus 3 (reserved)

25 (1) Failed input bus 4 (reserved)

26 (2) Failed input bus 5 (reserved)
27 (4) Failed input bus 6 (reserved)
28 (8) Failed input bus 7 (reserved)

29 (1) Failed input bus 8 (reserved)

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

**SSM code: Bit 31 Bit 30 LRU Status

0 0 Failed
0 1 Not used
1 0 Not used
1 1 Normal

EXAMPLE: Diagnostic word = 7F8800

0 Bits 9-12 No bits are set

0 Bits 13-16 No bits are set
8 Bits 17-20 Bit 20 is set; this is normal
8 Bits 21-24 Bit 24 is set; this is normal
F Bits 25-28 Bits 25-28 are set; this is normal
7 Bits 29-32 Bits 29-31 are set; this is normal

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Table 5-12. DME Diagnostic Word.

OCTAL 350 DESCRIPTION

BIT NUMBER

9 (1) *SDI code BCD FAULT CODE (Bits 17-24)

10 (2) *SDI code
11 (4) 0 00 No faults found
12 (8) Video processor fault 01 Power supply failed
02 Synthesizer out-of-lock
13 (1) Receiver fault 03 Transmitter failed
14 (2) Distance processor fault 04 Video processor failed (test)
15 (4) Microprocessor ROM fault 05 Receiver processor failed (test)
16 (8) Microprocessor RAM fault 06 Distance processor failed (test)
07 ROM failed
17 (1) 1 (BCD 08 RAM failed
18 (2) 2 fault code 09 Failed input bus at port B
19 (4) 4 units 10 Failed input bus at port A
20 (8) 8 digit

21 (1) 10 (BCD
22 (2) 20 fault code
23 (4) 40 tens
24 (8) 80 digit)

25 (1) Power supply fault

26 (2) Synthesizer fault
27 (4) Transmitter fault
28 (8) Failed input bus at port B

29 (1) Failed input bus at port A

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 400621

1 Bits 9-12 Bit 9 is set; SDI = DME number 1

2 Bits 13-16 Bit 14 is set; a distance processor fault is detected
6 Bits 17-20 Bits 18 and 19 are set; fault code units digit is 6
0 Bits 21-24 No bits are set; fault code tens digit is 0 (code is 6)
0 Bits 25-28 No bits are set
4 Bits 29-32 Bit 31 is set; SSM = Functional test

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Table 5-13. IAPS CDC CPLR 2B Diagnostic Word.

CDC DESCRIPTION
INTERNAL
WORD
BIT NUMBER

9 (1) 0
10 (2) 0
11 (4) 0
12 (8) 0

13 (1) 0
14 (2) 0
15 (4) 0
16 (8) 0

17 (1) Number 2 CDU fault

18 (2) Failed R-CDU-1 input bus
19 (4) Failed LA-IOC-4 input bus
20 (8) Failed LB-IOC-4 input bus

21 (1) Failed RA-IOC-4 input bus

22 (2) Failed RB-IOC-4 input bus
23 (4) Failed L-FMS-4 input but (xtlk)
24 (8) Low battery (CDC battery A1)

25 (1) 0
26 (2) 0
27 (4) Watchdog monitor inhibited
28 (8) 0

29 (1) 0
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

**SSM code: Bit 31 Bit 30 LRU Status

0 0 Failed
0 1 No computed data
1 0 Functional test
1 1 Normal

EXAMPLE: Diagnostic word = 008200

0 Bits 9-12 No bits are set

0 Bits 13-16 No bits are set
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
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-14. IAPS FCC CMPT Diagnostic Word.

OCTAL 071 DESCRIPTION

BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) 0
12 (8) 0

13 (1) 0
14 (2) FCC failed
15 (4) 0
16 (8) 0

17 (1) 0
18 (2) Configuration strapping not compatible
19 (4) 0
20 (8) 0

21 (1) 0
22 (2) Trim system failed
23 (4) Failed FCC-3 cross-channel input bus
24 (8) Failed A side IOC-3 input bus

25 (1) Failed AHC-1 input bus

26 (2) Failed MSP-1 input bus
27 (4) Failed B side IOC-3 input bus
28 (8) 0

29 (1) 0
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

*SDI code Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed FCC system
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 = 002001

1 Bits 9-12 Bit 9 is set; SDI = FCC number 1

0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
2 Bits 21-24 Bit 22 is set; a trim system fault is detected
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-15. IAPS FMC-851 Diagnostic Word.

FMC DESCRIPTION
INTERNAL
WORD
BIT NUMBER

9 (1) 0
10 (2) 0
11 (4) 0
12 (8) 0

13 (1) 0
14 (2) 0
15 (4) 0
16 (8) Failed DBU input bus

17 (1) CDU failed

18 (2) Failed CDU-1 input bus
19 (4) Failed LA-10C-4 input bus
20 (8) Failed LB-IOC-4 input bus

21 (1) Failed RA-IOC-4 input bus

22 (2) Failed RB-IOC-4 input bus
23 (4) Failed FMS-4 input bus (xtlk)
24 (8) Low battery (FMC-851C battery A1)

25 (1) Low battery (FMC-851C battery A2)

26 (2) Low battery (FMC-852C)
27 (4) Watchdog monitor inhibited
28 (8) FMC-852C not responding

29 (1) Failed FMC-851C internal clock

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

**SSM code: Bit 31 Bit 30 LRU Status

0 0 Failed
0 1 No computed data
1 0 Functional test
1 1 Normal

EXAMPLE: Diagnostic word = 020100

0 Bits 9-12 No bits are set

0 Bits 13-16 No bits are set
1 Bits 17-20 Bit 17 is set; an onside CDU fault is detected
0 Bits 21-24 No bits are set
2 Bits 25-28 Bit 26 is set; the FMC-852C battery is low
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-16. GPS GLOBAL POSITIONING SYSTEM Diagnostic Word.

OCTAL 355 DESCRIPTION

BIT NUMBER
9 (1) *SDI code HEX fault codes (Bits 17-11)
10 (2) *SDI code 00 Keep alive +5 V dc
11 (4) Fault code - HEX format ones digit (1) 01 Power supply +5 V dc
12 (8) Fault code - HEX format ones digit (2) 02 Power supply −5 V dc
03 Power supply +12 V dc
13 (1) Fault code - HEX format ones digit (4) 04 Power supply −12V dc
14 (2) Fault code - HEX format ones digit (8) 05 Power supply +28 V dc
15 (4) Fault code - HEX format tens digit (1) 06 Not used
16 (8) Fault code - HEX format tens digit (2) 07 Ground V dc
08 ARINC I/O loopback
17 (1) Fault code - HEX format tens digit (4) 09 System processor CPU
18 (2) GPS fault = 1 0A System processor RAM
19 (4) Differential input bus 2 no activity = 1 0B System processor ROM
20 (8) Differential input bus 1 no activity = 1 0C CAGE no self-test response
0D CAGE system health
21 (1) DADC input bus 2 no activity = 1 0E CAGE ROM
22 (2) DADC input bus 1 no activity = 1 0F CAGE RAM data test
23 (4) FMS/IRS input bus 2 no activity = 1 10 CAGE RAM address test
24 (8) FMS/IRS input bus 1 no activity = 1 11 CAGE CPU
12-1F CAGE internal fault
25 (1) GPS failed = 1 20 Antenna source voltage low
26 (2) RF input fault = 1 21 Antenna source voltage high
27 (4) Sensor fault = 1 22 Antenna shorted
28 (8) Test inhibited = 1 23 Antenna open
24-2B CAGE internal fault
29 (1) Reserved (Command word acknowledge = 1) 2C-2F Not used
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code bits: 10 9 LRU Number **SSM code bits: 31 30 LRU Status
0 0 Not used 0 0 Normal
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 3 1 1 Not used

EXAMPLE: Diagnostic word = 204002

2 Bits 9-12 Bit 10 is set; SDI = number 2 GPS sensor

0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
4 Bits 21-24 Bit 23 is set; FMS/IRS input bus 2 is not active
0 Bits 25-28 No bits are set
2 Bits 29-32 Bit 30 is set; SSM = no computed data

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Table 5-17. IAPS IOC CONC Diagnostic Word.

OCTAL 350 DESCRIPTION

BIT NUMBER

9 (1) 0
10 (2) 0
11 (4) Memory region 1 fail
12 (8) Memory region 2 fail

13 (1) Memory region 3 fail

14 (2) Memory region 4 fail
15 (4) Memory region 5 fail
16 (8) UART/Mux data bus fail

17 (1) Initialization mode

18 (2) Mux or UART status word error
19 (4) Mux wraparound test fail
20 (8) Hardware prioritizer test fail

21 (1) Heartbeat monitor test fail

22 (2) Local straps test fail
23 (4) IAPS system strapping plug test fail
24 (8) CPU test fail

25 (1) Test vector simulation

26 (2) Input queue overrun error
27 (4) Output queue overrun error
28 (8) IAPS heater/fan control card failed

29 (1) Offside power supply overheat

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

**SSM code: Bit 31 Bit 30 LRU Status

0 0 Failed
0 1 No computed data
1 0 Functional test
1 1 Normal

EXAMPLE: Diagnostic word = 000200

0 Bits 9-12 No bits are set

0 Bits 13-16 No bits are set
2 Bits 17-20 Bit 18 is set; mux or UART status word errors are detected
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-18. NAV DISPLAY Diagnostic Word (ND or MFD).

OCTAL 350 DESCRIPTION

BIT NUMBER

9 (1) Failed TCAS-TA/RA input bus

10 (2) 0
11 (4) Failed R-AHC/R-FMS-2 input bus
12 (8) Failed L-AHC/L-FMS-2 input bus

13 (1) Failed LB-IOC-1 input bus

14 (2) Failed LA-IOC-1 input bus
15 (4) Failed RB-IOC-1 input bus
16 (8) Failed RA-IOC-1 input bus

17 (1) Failed L-ADC input bus

18 (2) Failed R-ADC input bus
19 (4) 0
20 (8) Failed WXT-1 input bus

21 (1) ARINC wraparound failed

22 (2) High-voltage power supply failed
23 (4) Low-voltage power supply failed
24 (8) MEM memory module failed

25 (1) I/O processor failed

26 (2) Display processor failed
27 (4) Video amplifier failed
28 (8) Deflection amplifier failed

29 (1) Graphics generator failed

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

**SSM code: Bit 31 Bit 30 LRU Status

0 0 Failed
0 1 No computed data
1 0 Functional test
1 1 Normal

EXAMPLE: Diagnostic word = 0100F0

0 Bits 9-12 No bits are set

F Bits 13-16 Bits 13-16 are set; all 4 IOC-1 buses failed
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set
1 Bits 25-28 Bit 25 is set; an I/O processor fault is detected
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-19. PFD DISPLAY Diagnostic Word.

OCTAL 350 DESCRIPTION

BIT NUMBER

9 (1) Failed TCAS-TA/RA input bus

10 (2) 0
11 (4) Failed R-AHC input bus
12 (8) Failed L-AHC input bus

13 (1) Failed LB-IOC-1 input bus

14 (2) Failed LA-IOC-1 input bus
15 (4) Failed RB-IOC-1 input bus
16 (8) Failed RA-IOC-1 input bus

17 (1) Failed L-ADC input bus

18 (2) Failed R-ADC input bus
19 (4) 0
20 (8) 0

21 (1) ARINC wraparound failed

22 (2) High-voltage power supply failed
23 (4) Low-voltage power supply failed
24 (8) MEM memory module failed

25 (1) I/O processor failed

26 (2) Display processor failed
27 (4) Video amplifier failed
28 (8) Deflection amplifier failed

29 (1) Graphics generator failed

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

**SSM code: Bit 31 Bit 30 LRU Status

0 0 Failed
0 1 No computed data
1 0 Functional test
1 1 Normal

EXAMPLE: Diagnostic word = 600000

0 Bits 9-12 No bits are set

0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30 and 31 are set; SSM = Normal

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Table 5-20. RAD ALTMR ADPTR Diagnostic Word.

OCTAL 350 DESCRIPTION

BIT NUMBER

9 (1) *SDI code BCD FAULT CODE (Bits 17-24)

10 (2) *SDI code
11 (4) Altimeter fail 00 No faults found
12 (8) RAM fail 01 Altimeter failed
02 RAM failed
13 (1) ROM fail 03 Not used
14 (2) 0 04 ROM failed
15 (4) 0
16 (8) 0

17 (1) 1 (BCD
18 (2) 2 fault code
19 (4) 4 units
20 (8) 8 digit)

21 (1) 10 (BCD
22 (2) 20 fault code
23 (4) 40 units
24 (8) 80 digit)

25 (1) 0
26 (2) 0
27 (4) 0
28 (8) 0

29 (1) 0
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

*SDI code Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 Radio altitude out-of-range
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 00209

9 Bits 9-12 Bits 9 and 12 are set; SDI = RAC number 1 and a RAM failure is detected
0 Bits 13-16 No bits are set
2 Bits 17-20 Bit 18 is set; fault code units digit is 2
0 Bits 21-24 No bits are set; fault code tens digit is 0 (code is 02)
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-21. SIG INTF ADPTR Diagnostic Word.

OCTAL 354 DESCRIPTION

BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) 0
12 (8) 0

13 (1) 0
14 (2) 0
15 (4) 0
16 (8) 0

17 (1) 0
18 (2) 0
19 (4) 0
20 (8) 0

21 (1) 0
22 (2) 0
23 (4) 0
24 (8) 0

25 (1) ROM failed

26 (2) RAM failed
27 (4) UART failed
28 (8) 0

29 (1) 0
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

*SDI code Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 Not used
1 0 2 (right) 1 0 Not used
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 040001

1 Bits 9-12 Bit 9 is set; SDI = SIA number 1

0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set
4 Bits 25-28 Bit 27 is set; a UART failure is detected
9 Bits 29-32 No bits are set; SSM = Failed

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Table 5-22. STRAPPING OPT 1 Diagnostic Word.

OCTAL 352 DESCRIPTION

BIT NUMBER

9 (1) 1 = VLF 1 installed

10 (2) 1 = GPS 1 installed
11 (4) 1 = VLF 2 installed
12 (8) 1 = dual ND/MFDs installed

13 (1) 1 = dual DMEs installed

14 (2) 1 = dual ADFs installed
15 (4) 1 = dual ADCs installed
16 (8) 1 = external ARINC clock installed

17 (1) 1 = GPS 2 installed

18 (2) 1 = single PFD installed, 0 = dual PFDs installed
19 (4) 1 = INS installed, 0 = AHRS installed
20 (8) 1 = TCAS installed

21 (1) AMS configuration code

22 (2) AMS configuration code
23 (4) 0 = RTA-854 installed, 1 = RTA-844 installed
24 (8) Word 1 parity (odd)

25 (1) 0 AMS CONFIG CODE (Bits 21-22)

26 (2) 0
27 (4) 0 22 21 CONFIGURATION
28 (8) 0
0 0 Dual FMC, dual CDU
29 (1) 0 0 1 Single FMC, dual CDU
30 (2) 1 1 0 Single FMC, single CDU
31 (4) 1 1 1 Not used
32 (8) Parity (odd)

EXAMPLE: Diagnostic word = 601079

9 Bits 9-12 Bits 9 and 12 are set; 1 VLF and 2 ND/MFDs are installed
7 Bits 13-16 Bits 13-15 are set; 2 DMEs, ADFs, and ADCs are installed
0 Bits 17-20 No bits are set; 2 PFDs and AHRS are installed
1 Bits 21-24 Bit 21 is set; 1 FMC and 2 CDUs installed, RTA-854 installed
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30 and 31 are set

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Table 5-23. STRAPPING OPT 2 Diagnostic Word.

OCTAL 353 DESCRIPTION

BIT NUMBER

9 (1) 1 = X-side NAV allowed

10 (2) 1 = VNAV mode allowed
11 (4) Spare
12 (8) FD display (0 - VBAR, 1 = XPTR)

13 (1) BRG Pointer code

14 (2) BRG Pointer code
15 (4) Spare
16 (8) Spare

17 (1) GPS Sole Means (0 = certified, 1 = not certified)

18 (2) 1 = AFIS installed
19 (4) 1 = MLS 1 installed
20 (8) 1 = MLS 2 installed

21 (1) CDU type (0 = full alpha, 1 = shared)

22 (2) COMM type (0 = VHF-422B, 1 = VHF-422A)
23 (4) SIA strap (0 = single, 1 = dual)
24 (8) Word 2 parity (odd)

25 (1) 0 BRG POINTER CODE (Bits 13-14)

26 (2) 0
27 (4) 0 14 13 SELECT CODE
28 (8) 0
0 0 No bearing pointers
29 (1) 0 0 1 One pointer
30 (2) 1 1 0 Two pointers
31 (4) 1 1 1 Not used
32 (8) Parity (odd)

EXAMPLE: Diagnostic word = 6040E7

7 Bits 9-12 Bits 9-11 are set; X-side NAVE, VNAV mode, and VBAR selected
E Bits 13-16 Bits 14-16 are set; two bearing pointers selected
0 Bits 17-20 No bits are set
4 Bits 21-24 Bit 23 is set; full alpha CDU, VHF-422B, two SIAs installed
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30-31 are set

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Table 5-24. TCAS COMPUTER Diagnostic Word.

OCTAL 054 DESCRIPTION

BIT NUMBER

9 (1) 0
10 (2) 0
11 (4) TTR failed
12 (8) Top TRE antenna failed

13 (1) Bottom TRE antenna failed

14 (2) Failed RAC-1 input bus
15 (4) Failed input from radio altimeter 2 (reserved)
16 (8) Failed L-TDR-2 input bus

17 (1) Failed R-TDR-2 input bus

18 (2) Failed L-AHC-3 input bus (attitude)
19 (4) Failed L-AHC-3 input bus (heading)
20 (8) TCAS system fault

21 (1) Spare
22 (2) Spare
23 (4) Failed TA display status 1
24 (8) Failed TA display status 2

25 (1) Failed RA display status 1

26 (2) Failed RA display status 2
27 (4) Inactive input from CMC (reserved)
28 (8) BITE inhibit (CMC/reserved)

29 (1) Command word acknowledge (CMC/reserved)

30 (2) *SSM code
31 (4) *SSM code
32 (8) Parity (odd)

*SSM code: Bit 31 Bit 30 LRU Status

0 0 Normal
0 1 No computed data
1 0 Functional test
1 1 Failure warning

EXAMPLE: Diagnostic word = 6F0040

0 Bits 9-12 No bits are set

4 Bits 13-16 Bit 15 is set
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set
F Bits 25-28 Bits 25-28 are set
6 Bits 29-32 Bit 30 and 31 are set; SSM = Failure warning

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Table 5-25. VHF COMM XCVR Diagnostic Word.

OCTAL 350 DESCRIPTION

BIT NUMBER

9 (1) *SDI code BCD FAULT CODE (Bits 17-24)

10 (2) *SDI code
11 (4) 0 00 No faults found
12 (8) 0 01 5-V dc level low (test)
02 5-V dc level high (test)
13 (1) 0 03 12-V dc level low (test)
14 (2) 0 04 12-V dc level high (test)
15 (4) 0 05 Synthesizer out-of-lock
16 (8) 0 06 Not used
07 Squelch open w/o signal (test)
17 (1) 1 (BCD 08 Squelch closed with signal (test)
18 (2) 2 fault code 09 Not used
19 (4) 4 units 10 Not used
20 (8) 8 digit 11 No VHF frequency rcvd, or no rcv station
12 Invalid frequency rcvd, or no rcv station
21 (1) 10 (BCD 13 Not used
22 (2) 20 fault code 14 Invalid frequency rcvd, or no rcv station
23 (4) 40 tens 15 Frequency out-of-range, or no rcv station
24 (8) 80 digit) 16 Forward power low
17 Transmitter temperature high
25 (1) 0 18 Not used
26 (2) 0 19 Not used
27 (4) 0 20 Not used
28 (8) 0 21 Tune volts fail at high freq (test)
22 Tune volts fail at low freq (test)
29 (1) 0 23 Oscillator output low (test)
30 (2) **SSM code 24 No signal AGC level high (test)
31 (4) **SSM code 25 AGC fail with signal (test)
32 (8) Parity (odd) 26 Reflected power high
27 Transmitter time-out, or no rcv station
98 Failed input bus at port A
99 Failed input bus at port B

*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 3 1 1 Normal

EXAMPLE: Diagnostic word = 402502

2 Bits 9-12 Bit 10 is set; SDI = VHF number 2

0 Bits 13-16 No bits are set
5 Bits 17-20 Bits 17 and 19 are set; fault code units digit is 5
2 Bits 21-24 Bit 22 is set; fault code tens digit is 2 (code is 25)
0 Bits 25-28 No bits are set
4 Bits 29-32 Bit 31 is set; SSM = Functional test

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Table 5-26. VLF RECEIVER Diagnostic Word.

OCTAL 350 DESCRIPTION

BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) 0
12 (8) 0

13 (1) 0
14 (2) 0
15 (4) 0
16 (8) 0

17 (1) No clock input words

18 (2) No air data input words
19 (4) No AHRS input words
20 (8) No data on input bus 2

21 (1) No data on input bus 1

22 (2) No data on input bus 3
23 (4) Low battery on CMA
24 (8) 429 wraparound 2 fail

25 (1) 429 wraparound 1 fail

26 (2) Antenna fail
27 (4) Processor fail
28 (8) Receiver fail

29 (1) Oscillator fail

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 Not used
1 0 2 (right) 1 0 Not used
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 040001

1 Bits 9-12 Bit 9 is set; SDI = CMA number 1

0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set
4 Bits 25-28 Bit 27 is set; a processor failure was detected in self-test
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-27. VOR RECEIVER Diagnostic Word.

OCTAL 350 DESCRIPTION

BIT NUMBER

9 (1) *SDI code BCD FAULT CODE (Bits 17-24)

10 (2) *SDI code
11 (4) 0 00 No faults found
12 (8) 0 01 Not used
02 RAM fail
13 (1) 0 03 Not used
14 (2) 0 04 Not used
15 (4) 0 05 Invalid NAV frequency
16 (8) 0 06 ILS mode not same as delayed ILS line
07 Not used
17 (1) 1 (BCD 08 Not used
18 (2) 2 fault code 09 Processor port 1 I/O bus fail
19 (4) 4 units 10 Processor port 2 I/O bus fail
20 (8) 8 digit 11 A/D busy
12 A/D failed reference test
21 (1) 10 (BCD 13 +13-V dc level failed test
22 (2) 20 fault code 14 -13-V dc level failed test
23 (4) 40 tens 15 Not used
24 (8) 80 digit) 16 Not used
17 VOR synthesizer out-of-lock
25 (1) VOR fault 18 AFC not locked, or no rcv station
26 (2) LOC fault 19 No 30-Hz ref signal, or no rcv station
27 (4) GS fault 20 No 30-Hz var signal, or no rcv station
28 (8) Frequency fault 25 LOC synthesizer out-of-lock
26 LOC signal level low, or no rcv station
29 (1) Radio fault 28 GS synthesizer out-of-lock
30 (2) **SSM code 29 GS signal level low, or no rcv station
31 (4) **SSM code 30 Marker beacon receiver failed
32 (8) Parity (odd) 40 No data at input port A
41 No frequency at input port A
42 No data at input port B
43 No frequency at input port B
44 No internal frequency at processor

*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 201802

2 Bits 9-12 Bit 10 is set; SDI = VIR number 2

0 Bits 13-16 No bits are set
8 Bits 17-20 Bit 20 is set; fault code units digit is 8
1 Bits 21-24 Bit 21 is set; fault code tens digit is 1 (code is 18)
0 Bits 25-28 No bits are set
2 Bits 29-32 Bit 30 is set; SSM = No computed data

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Table 5-28. WEATHER RADAR Diagnostic Word.

OCTAL 350 DESCRIPTION

BIT NUMBER

9 (1) *SDI code (of sending ND/MFD) MODE CODE (Bits 27-29)
10 (2) *SDI code (of sending ND/MFD)
11 (4) Slaved (CHANNEL SYNC) 29 28 27 MODE
12 (8) 0 0 0 0 STBY
0 0 1 WX
13 (1) 0 0 1 0 GND MAP
14 (2) Turb alert on 0 1 1 Contour
15 (4) Weather alert on 1 0 0 Test
16 (8) Anticlutter on 1 0 1 TURB ONLY
1 1 0 WX + TURB
17 (1) Sector scan reduced 1 1 1 Target
18 (2) Stab limits reached
19 (4) Degraded variance processing
20 (8) Failed input control bus

21 (1) Calibration fault (T-R)

22 (2) Attitude input fault
23 (4) Control fault
24 (8) Antenna fault

25 (1) Transmitter/receiver fault

26 (2) Stabilization on
27 (4) Mode code
28 (8) Mode code

29 (1) Mode code

30 (2) 1
31 (4) 1
32 (8) Parity (odd)

*SDI code: Bit 10 Bit 9 LRU Number

0 0 Not used
0 1 1 (left)
1 0 2 (right)
1 1 Not used

EXAMPLE: Diagnostic word = 62C001

1 Bits 9-12 Bit 9 is set; the SDI of the sending ND/MFD is (RTA channel A)
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
C Bits 21-24 Bits 23 and 24 are set; control and antenna faults are detected
2 Bits 25-28 Bit 26 is set; stabilization is on
6 Bits 29-32 Bits 30 and 31 are set

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5.7.4 AMS-850 LRU Fault Hist ory

VIEW LRU FAULT HISTORY PAGE:

• Push the IDX line key to display the index page on the MFD.
• Push the MAINTENANCE line key.
• Push the LRU FAULT HISTORY line key.

EXIT LRU FAULT HISTORY PAGE:

• Push the IDX line key.

The LRU FAULT HISTORY page displays fault logs of past flights. Each log contains stored fault informa-
tion for one flight. This fault information includes the name of every LRU that failed during the flight and
the corresponding time of failure, fault code, diagnostic word, and fault counter value. "NO FAULTS" an-
nunciates if no fault logs are stored.
Fault history is organized into numbered logs, each representing one flight. A log is created when a fault is
diagnosed while the airplane is airborne; a log is not created if no faults occur during the flight. When the
airplane lands, the open current log is either canceled (no faults diagnosed in flight) or closed (a fault was
diagnosed). If a new log is created, it becomes fault log 1; already existing logs are renumbered.
A maximum of 40 faults may be stored in the nonvolatile AMS memory. Between 1 (if 40 faults are stored in
log 1) and 40 (if 1 fault per log is stored) 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 completely 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 be-
tween the pages and between logs. Move the joystick down to 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 1 of the next higher-numbered fault log; move the joystick left to display page 1 of the next
lower-numbered log.

Refer to Figure 5-5. The LRU FAULT HISTORY page consists of the radar mode line (top line), the MFD
mode line (bottom line), a FAULTS FOUND column, a TIME/CODE column, and a COUNT column. The top
of each page lists the fault log number and the zulu time/date the airplane became airborne.

The radar mode line annunciates the RTA operating mode. The MFD mode line labels the functions of active
MFD line keys.
Push the MFD IDX line key to display the index page.
Push the MFD MNU line key to display the maintenance menu page.
Push the MFD RCL line key to recall the previously used checklist.
Push the MFD EMG line key to display the emergency checklist menu.

The FAULTS FOUND column lists each LRU diagnosed as failed during the flight, and the diagnostic word
(if applicable) received from that LRU when its first fault occurred. Refer to Table 5-6 through Table 5-28 to
interpret each diagnostic word.

The TIME/CODE column lists the zulu time that the (first) fault was diagnosed, and a code that explains
why this fault was diagnosed. Refer to Table 5-3 to interpret each fault code.

The COUNT column lists the number of times the LRU failed during the flight. The fault counter incre-
ments each time the LRU is diagnosed as failed after being diagnosed as healthy.
LRU fault history logs may be downloaded to diskette using the DBU.

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Figure 5-5. AMS-850 LRU FAULT HISTORY Page

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5.8 FCS DIAGNOSTIC DESC RIPTION

ENTER FCS DIAGNOSTICS:

• Push the IDX line key to display the index page on the MFD.
• Push the MAINTENANCE line key to display the maintenance menu page.
• Push the FCS DIAGNOSTICS line key to display instructions on how to enter diagnostics:
1. Disengage the autopilot.
2. Simultaneously push any three (on-side) FCP mode select buttons and hold for one second. The re-
port mode diagnostic page is then displayed on the MFD.

EXIT FCS DIAGNOSTICS:

• Push EXIT line key (or simultaneously push three (on-side) FCP mode select buttons) to exit FCS DI-
AGNOSTICS. If both sides have been put into diagnostics, exit one side and then the other.
• Push the IDX line key to display the MFD index page.

Refer to Figure 5-6. The FCS diagnostics provide a means to isolate faults within the flight control system.
Use these diagnostics if an autopilot or flight director problem exists that cannot be isolated after viewing
the avionics status page. Note that the FCS diagnostics are controlled by the FCC flight control computers
and not by the FMC computers.

FCS diagnostics consist of three basic modes. The input mode displays selected inputs to the FCC comput-
ers. The report mode displays selected internal FCC monitor information. The output mode displays and
controls selected FCC outputs.

Either the left, right, or both FCC computers may be put into diagnostic mode. Use the FCP left-side mode
select buttons to put the left FCC into diagnostic mode; TEST annunciates on the left PFD. Use the FCP
right-side mode select buttons 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 FCP 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.

The FCS diagnostics are not stored in nonvolatile memory. The FCC computers begin recording data at
power up and retain this data only while power remains on. When the airplane is powered down, all accu-
mulated data is lost. When investigating a problem, be sure to write down any nonzero REPAIR, AP DIS, AP
ENG, YD DIS, YD ENG, STEER, and BOOST codes before power shutdown. Record all six digits of each
nonzero code.

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Figure 5-6. Enter FCC DIAGNOSTICS Page

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5.8.1 Report Mode

VIEW REPORT MODE PAGE:

• Push the IDX line key to display the index page on the MFD.
• Push the MAINTENANCE line key.
• Push the FCS DIAGNOSTICS line key. Follow instructions displayed on MFD.

EXIT REPORT MODE PAGE:

• Push the EXIT line key.

• Push the IDX line key.

The report mode provides a report on the internal flight control system monitoring activity performed by the
FCC computers. The report mode diagnostic page displays five lines of report parameters. Each line contains
a parameter name, a LEFT diagnostic code, and a RIGHT diagnostic code. Line keys select report mode op-
erations. Refer to Figure 5-7.

The name column lists five report mode parameters. The LEFT FCC code column displays the hexadecimal
code from the number 1 FCC computer. The RIGHT FCC code column displays the hexadecimal code from
the number 2 FCC computer. Table 5-29 is a complete list of report mode parameters available for display.
Parameter names that denote errors indicate the total number of errors that have occurred since power up.
The most useful report mode parameters are described below:

a. The REPAIR CODE summarizes all errors detected by the FCC monitors. This code collects data on all
events that occur after power up. If the REPAIR CODE is nonzero, refer to Table 5-30 (FCC-850A) and
interpret the displayed code. If the code is 000000, no faults have been detected.
b. The AP DIS CODE explains why the autopilot disengaged itself. If the AP DIS CODE is nonzero, refer to
Table 5-31 (FCC-850A) and interpret the code. This code latches to identify the cause of the last disen-
gage.
c. The AP ENG CODE explains why the autopilot will not engage. If the AP ENG CODE is nonzero, refer
to Table 5-32 (FCC-850A) and interpret the code. This code names all conditions that are currently pre-
venting the AP engage.
d. The YD DIS CODE explains why the yaw damper disengaged itself. If the YD DIS CODE is nonzero, re-
fer to Table 5-33 (FCC-850A) and interpret the code. This code latches to identify the cause of the last
disengage.
e. The YD ENG CODE explains why the yaw damper will not engage. If the YD ENG CODE is nonzero, re-
fer to Table 5-34 (FCC-850A) and interpret the code. This code names all conditions that are currently
preventing the YD engage.
f. The STEER CODE explains why flight director fail (FD) is annunciated on the PFD. If the STEER
CODE is nonzero, refer to Table 5-35 (FCC-850A) and interpret the code. This code names all conditions
that are currently causing the flight director to fail.
g. The amber RB annunciator on the FCP lights if the remote RUDDER BOOST switch is set to OFF, or if
the switch is set to ON and a boost failure is detected. The BOOST CODE explains a detected boost fail-
ure. If the BOOST CODE is nonzero, refer to Table 5-36 (FCC-850A) and interpret the code. This code
names all conditions that are currently causing rudder boost to fail. Note that the FCC may require 30
seconds after power up to zero this code.

Table 5-30 through Table 5-36 include examples to help interpret these codes. Table 5-37 describes terms
used in these tables and lists the LRU most likely to cause that code.

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Figure 5-7. REPORT MODE Diagnostic Page

Push the CLEAR line key to clear (reset) all left- and right-side codes. The CLEAR line key label displays
only when at least one code is nonzero. An alternate way to clear left side-codes is to slide the manual trim
switch left, hold for a few seconds, release, and then momentarily slide the switch left again. Operate the
manual trim switch (as described above) right to clear right-side codes.

The cursor always displays at the left edge of the name column. The cursor indicates which parameter line is
active.

Push the MOVE CURSOR line key to move the cursor to the next line. An alternate way to move the cursor
is to push one FCP (onside) mode button.

Push the PREV or NEXT ITEM SCROLL line key to change the parameter displayed on the cursored line to
the previous or next item in the report mode parameter list. Table 5-29 lists report mode parameters in al-
phanumeric order. An alternate way to scroll display parameters is to slide the manual trim switch forward
or back.

Push and hold the LEFT SUMMARY line key to display a short "plain English" explanation of the code dis-
played in the LEFT column of the cursored line. This is a dynamic display and updates as the code changes.
The lines of explanation display in order of priority (top line is highest priority). If more than one problem
exists, solve the highest priority problem first; related problems may also disappear. An alternate way to

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select this summary page is to slide the manual trim switch left from detent; slide the switch left again to
clear the summary page.

Push and hold the RIGHT SUMMARY line key to display an explanation of the code displayed in the RIGHT
column of the cursored line. Operation is as described above. Slide the manual trim switch right from detent
to alternately select/clear this summary page.

Push the SELECT MODE line key to cycle the MFD display to the next FCS diagnostic mode. When this key
is pushed in report mode, the MFD displays the input mode diagnostic page. An alternate way to cycle
modes is to simultaneously push any two FCP (onside) mode buttons.

Push the EXIT line key to exit the FCS diagnostics. An alternate way to exit diagnostics is to simultaneously
push any three FCP (onside) mode buttons. Then push the IDX line key to display the MFD index page.

The radar mode line annunciates the RTA operating mode. The MFD mode line labels the functions of active
MFD line keys.

Push the MFD IDX line key to display the index page.
Push the MFD RCL line key to recall the previously used checklist.
Push the MFD EMG line key to display the emergency checklist menu.

The display source indicator is an arrow that points left or right to indicate which FCC is providing display
data to the MFD. Note that both left and right FCC data displays, but only one FCC actually transmits AS-
CII text to the MFD. This arrow also indicates which (pilot or copilot) manual trim switch may be used as an
alternate diagnostic control. Slide (but do not push) the indicated manual trim switch to perform a diagnos-
tic function.

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Table 5-29. Report Mode Parameter List.

NAME DESCRIPTION

AHRS BUSERR Number of attitude heading computer AHC-1 bus errors

AMP-P ERRORS Number of pitch servo amplifier errors
AMP-R ERRORS Number of roll servo amplifier errors
AMP-Y ERRORS Number of yaw servo amplifier errors
*AP DIS CODE = Cause of abnormal AP disengage (see Table 5-31)
*AP ENG CODE = Reason AP will not engage (see Table 5-32)
AP MON ERRORS Number of AP monitor hardware errors
BOOST CODE = Cause of rudder boost fail annunciation (see Table 5-36)
BOOST DATERR Number of rudder boost input (sensor) data errors
BOOST ERRORS Number of rudder boost computation errors

CMD-P ERRORS Number of pitch servo command errors

CMD-R ERRORS Number of roll servo command errors
CROSS BUSERR Number of cross-channel (FCC-3) bus errors
CUT-P HARDW Number of pitch cutout hardware errors
CUT-P OCCUR Number of pitch cutout occurrences (while engaged)
CUT-R HARDW Number of roll cutout hardware errors
CUT-R OCCUR Number of roll cutout occurrences (while engaged)
CUT-Y HARDW Number of yaw cutout hardware errors
CUT-Y OCCUR Number of yaw cutout occurrences (while engaged)
DMA ERRORS Number of main processor DMA RAM errors

EQZN-P ERRORS Number of pitch equalization errors

EQZN-R ERRORS Number of roll equalization errors
EQZN-Y ERRORS Number of yaw equalization errors
ID NUMBER Software identification number
IO RESETS Number of automatic resets of I/O processor
IOC-A BUSERR Number of A-IOC-3 bus errors
IOC-B BUSERR Number of B-IOC-3 bus errors
IO DMA ERRORS Number of I/O processor DMA RAM errors
IO RAM ERRORS Number of I/O processor RAM errors
IO ROM ERRORS Number of I/O processor ROM errors

MAIN RESETS Number of automatic resets of main processor

MATH ERRORS Number of main processor computation errors
PANEL BUSERR Number of panel (MSP-1) bus errors
RAM ERRORS Number of main processor RAM errors
*REPAIR CODE = Diagnostic summary (see Table 5-30)
ROM ERRORS Number of main processor ROM errors
STEER CODE = Cause of FD flag (see Table 5-35)
TRIM-P ERRORS Number of trim system errors, pitch
WRAP-C ERRORS Number of wraparound errors, cross-channel
WRAP-P ERRORS Number of wraparound errors, pitch

WRAP-R ERRORS Number of wraparound errors, roll

WRAP-Y ERRORS Number of wraparound errors, yaw
*YD DIS CODE = Cause of abnormal YD disengage (see Table 5-33)
*YD ENG CODE = Reason YD will not engage (see Table 5-34)
YD MON ERRORS Number of YD monitor hardware errors

* These items initially display.

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Table 5-30. FCC-850A REPAIR Codes (Diagnostic Summary).

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM

0 — — — — — —

1 BOOST — CROSS WRP-AP CMD-AP IO CPU

2 TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY

3 BOOST — CROSS WRP-AP CMD-AP IO CPU

TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY

4 SVO-AP CUT-AH — AHRS — EQU-YD

5 BOOST — CROSS WRP-AP CMD-AP IO CPU

SVO-AP CUT-AH — AHRS — EQU-YD

6 TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY

SVO-AP CUT-AH — AHRS — EQU-YD

7 BOOST — CROSS WRP-AP CMD-AP IO CPU

TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY
SVO-AP CUT-AH — AHRS — EQU-YD

8 SVO-YD CUT-O — MONHDW EQU-AP PANEL

9 BOOST — CROSS WRP-AP CMD-AP IO CPU

SVO-YD CUT-O — MONHDW EQU-AP PANEL

A TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY

SVO-YD CUT-O — MONHDW EQU-AP PANEL

B BOOST — CROSS WRP-AP CMD-AP IO CPU

TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY
SVO-YD CUT-O — MONHDW EQU-AP PANEL

C SVO-AP CUT-AH — AHRS — EQU-YD

SVO-YD CUT-O — MONHDW EQU-AP PANEL

D BOOST — CROSS WRP-AP CMD-AP IO CPU

SVO-AP CUT-AH — AHRS — EQU-YD
SVO-YD CUT-O — MONHDW EQU-AP PANEL

E TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY

SVO-AP CUT-AH — AHRS — EQU-YD
SVO-YD CUT-O — MONHDW EQU-AP PANEL

F BOOST — CROSS WRP-AP CMD-AP IO CPU

TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY
SVO-AP CUT-AH — AHRS — EQU-YD
SVO-YD CUT-O — MONHDW EQU-AP PANEL

Refer to Table 5-37 for description of codes and suspect LRU.

EXAMPLE: 002C00 means IOC-AB, AHRS, and MONHDW faults.

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Table 5-31. FCC-850A AP DIS Codes (Latched Cause of AP Disengage).

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM

0 — — — — — —

1 — — CROSS WRP-AP CMD-AP ATTMON

2 RATMON — IOC — — MEMORY

3 — — CROSS WRP-AP CMD-AP ATTMON

RATMON — IOC — — MEMORY

4 SVO-P EQU-P — — IO ATT —

5 — — CROSS WRP-AP CMD-AP ATTMON

SVO-P EQU-P — — IO ATT —

6 RATMON — IOC — — MEMORY

SVO-P EQU-P — — IO ATT —

7 — — CROSS WRP-AP CMD-AP ATTMON

RATMON — IOC — — MEMORY
SVO-P EQU-P — — IO ATT —

8 — EQU-R — SVO-R NORACC —

9 — — CROSS WRP-AP CMD-AP ATTMON

— EQU-R — SVO-R NORACC —

A RATMON — IOC — — MEMORY

— EQU-R — SVO-R NORACC —

B — — CROSS WRP-AP CMD-AP ATTMON

RATMON — IOC — — MEMORY
— EQU-R — SVO-R NORACC —

C SVO-P EQU-P — — IO ATT —

— EQU-R — SVO-R NORACC —

D — — CROSS WRP-AP CMD-AP ATTMON

SVO-P EQU-P — — IO ATT —
— EQU-R — SVO-R NORACC —

E RATMON — IOC — — MEMORY

SVO-P EQU-P — — IO ATT —
— EQU-R — SVO-R NORACC —

F — — CROSS WRP-AP CMD-AP ATTMON

RATMON — IOC — — MEMORY
SVO-P EQU-P — — IO ATT —
— EQU-R — SVO-R NORACC —

Refer to Table 5-37 for description of codes and suspect LRU.

If AP DIS code = 000000 and AP disengages, check switch wiring to FCP and investigate the REPAIR code.

EXAMPLE: 002000 means an IOC caused the disengage.

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Table 5-32. FCC-850A AP ENG Codes (Reasons AP Will Not Engage).

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM

0 — — — — — —

1 CUT-YO — CROSS WRP-AP CMD-AP ATTMON

2 RATMON DISSWI IOC TRMANN CUT-RH MEMORY

3 CUT-YO — CROSS WRP-AP CMD-AP ATTMON

RATMON DISSWI IOC TRMANN CUT-RH MEMORY

4 SVO-AP CUT-PO — — IO ATT STRP-E

5 CUT-YO — CROSS WRP-AP CMD-AP ATTMON

SVO-AP CUT-PO — — IO ATT STRP-E

6 RATMON DISSWI IOC TRMANN CUT-RH MEMORY

SVO-AP CUT-PO — — IO ATT STRP-E

7 CUT-YO — CROSS WRP-AP CMD-AP ATTMON

RATMON DISSWI IOC TRMANN CUT-RH MEMORY
SVO-AP CUT-PO — — IO ATT STRP-E

8 CUT-PH CUT-RO — MON-AP NORACC ID NUM

9 CUT-YO — CROSS WRP-AP CMD-AP ATTMON

CUT-PH CUT-RO — MON-AP NORACC ID NUM

A RATMON DISSWI IOC TRMANN CUT-RH MEMORY

CUT-PH CUT-RO — MON-AP NORACC ID NUM

B CUT-YO — CROSS WRP-AP CMD-AP ATTMON

RATMON DISSWI IOC TRMANN CUT-RH MEMORY
CUT-PH CUT-RO — MON-AP NORACC ID NUM

C SVO-AP CUT-PO — — IO ATT STRP-E

CUT-PH CUT-RO — MON-AP NORACC ID NUM

D CUT-YO — CROSS WRP-AP CMD-AP ATTMON

SVO-AP CUT-PO — — IO ATT STRP-E
CUT-PH CUT-RO — MON-AP NORACC ID NUM

E RATMON DISSWI IOC TRMANN CUT-RH MEMORY

SVO-AP CUT-PO — — IO ATT STRP-E
CUT-PH CUT-RO — MON-AP NORACC ID NUM

F CUT-YO — CROSS WRP-AP CMD-AP ATTMON

RATMON DISSWI IOC TRMANN CUT-RH MEMORY
SVO-AP CUT-PO — — IO ATT STRP-E
CUT-PH CUT-RO — MON-AP NORACC ID NUM

Refer to Table 5-37 for description of codes and suspect LRU.

If AP ENG code = 000000 but AP will not engage, check switch wiring to FCP.
Note that the engagement is inhibited when coupled to diagnostics.
EXAMPLE: 200081 means RATMON, NORACC, and ATTMON faults.

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Table 5-33. FCC-850A YD DIS Codes (Latched Cause of YD Disengage).

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM

0 — — — — — —

1 EQU-Y — CROSS — — —

2 RATMON — IOC WRP-Y — MEMORY

3 EQU-Y — CROSS — — —
RATMON — IOC WRP-Y — MEMORY

4 — BSTMON — — —

5 EQU-Y — CROSS — — —
— BSTMON — — — —

6 RATMON — IOC WRP-Y — MEMORY

— BSTMON — — — —

7 EQU-Y — CROSS — — —
RATMON — IOC WRP-Y — MEMORY
— BSTMON — — — —

8 SVO-YD — — — LATACC —

9 EQU-Y — CROSS — — —-
SVO-YD — — — LATACC —

A RATMON — IOC WRP-Y — MEMORY

SVO-YD — — — LATACC —

B EQU-Y — CROSS — — —
RATMON — IOC WRP-Y — MEMORY
SVO-YD — — — LATACC —

C — BSTMON — — — —
SVO-YD — — — LATACC —

D EQU-Y — CROSS — — —
— BSTMON — — — —
SVO-YD — — — LATACC —

E RATMON — IOC WRP-Y — MEMORY

— BSTMON — — — —
SVO-YD — — — LATACC —

F EQU-Y — CROSS — — —
RATMON — IOC WRP-Y — MEMORY
— BSTMON — — — —
SVO-YD — — — LATACC —

Refer to Table 5-37 for description of codes and suspect LRU.

If YD DIS code = 000000 and YD disengages, check switch wiring to FCP and investigate the REPAIR code.

EXAMPLE: 000080 means a LATACC error caused the disengage.

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Table 5-34. FCC-850A YD ENG Codes (Reasons YD Will Not Engage)

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM

0 — — — — — —

1 CUT-YO — CROSS — — —

2 RATMON DISSWI IOC WRP-Y — MEMORY

3 CUT-YO — CROSS — — —
RATMON DISSWI IOC WRP-Y — MEMORY

4 CUT-YH BSTMON — — — STRP-E

5 CUT-YO — CROSS — — —
CUT-YH BSTMON — — — STRP-E

6 RATMON DISSWI IOC WRP-Y — MEMORY

CUT-YH BSTMON — — — STRP-E

7 CUT-YO — CROSS — — —
RATMON DISSWI IOC WRP-Y — MEMORY
CUT-YH BSTMON — — — STRP-E

8 SVO-YD — — MON-YD LATACC ID NUM

9 CUT-YO — CROSS — — —
SVO-YD — — MON-YD LATACC ID NUM

A RATMON DISSWI IOC WRP-Y — MEMORY

SVO-YD — — MON-YD LATACC ID NUM

B CUT-YO — CROSS — — —
RATMON DISSWI IOC WRP-Y — MEMORY
SVO-YD — — MON-YD LATACC ID NUM

C CUT-YH BSTMON — — — STRP-E

SVO-YD — — MON-YD LATACC ID NUM

D CUT-YO — CROSS — — —
CUT-YH BSTMON — — — STRP-E
SVO-YD — — MON-YD LATACC ID NUM

E RATMON DISSWI IOC WRP-Y — MEMORY

CUT-YH BSTMON — — — STRP-E
SVO-YD — — MON-YD LATACC ID NUM

F CUT-YO — CROSS — — —
RATMON DISSWI IOC WRP-Y — MEMORY
CUT-YH BSTMON — — — STRP-E
SVO-YD — — MON-YD LATACC ID NUM

Refer to Table 5-37 for description of codes and suspect LRU.

If YD ENG code = 000000 but YD will not engage, check switch wiring to FCP.
Note that the engagement is inhibited when coupled to diagnostics.

EXAMPLE: 00100A means CROSS, MEMORY, and ID NUM faults.

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Table 5-35. FCC-850A STEER Codes (Reasons For FD Flag).

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM

0 — — — — — —
1 — — — P-DATA — ATTMON

2 — — IOC R-DATA — MEMORY

3 — — — P-DATA — ATTMON
— — IOC R-DATA — MEMORY

4 — AHRTST — — — STRP-E

5 — — — P-DATA — ATTMON
— AHRTST — — — STRP-E

6 — — IOC R-DATA — MEMORY

— AHRTST — — — STRP-E

7 — — — P-DATA — ATTMON
— — IOC R-DATA — MEMORY
— AHRTST — — — STRP-E

8 — — — PFDMON — PANEL

9 — — — P-DATA — ATTMON
— — — PFDMON — PANEL

A — — IOC R-DATA — MEMORY

— — — PFDMON — PANEL

B — — — P-DATA — ATTMON
— — IOC R-DATA — MEMORY
— — — PFDMON — PANEL

C — AHRTST — — — STRP-E
— — — PFDMON — PANEL

D — — — P-DATA — ATTMON
— AHRTST — — — STRP-E
— — — PFDMON — PANEL

E — — IOC R-DATA — MEMORY

— AHRTST — — — STRP-E
— — — PFDMON — PANEL

F — — — P-DATA — ATTMON
— — IOC R-DATA — MEMORY
— AHRTST — — — STRP-E
— — — PFDMON — PANEL

Refer to Table 5-37 for description of codes and suspect LRU.

EXAMPLE: 000300 means P-DATA and R-DATA faults.

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Table 5-36. FCC-850A 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

0 — — — — — —

1 EQU-Y — CROSS — — —

2 BSTDAT — — WRP-Y — MEMORY

3 EQU-Y — CROSS — — —
BSTDAT — — WRP-Y — MEMORY

4 CUT-YH BSTMON — — — STRP-E

5 EQU-Y — CROSS — — —
CUT-YH BSTMON — — — STRP-E

6 BSTDAT — — WRP-Y — MEMORY

CUT-YH BSTMON — — — STRP-E

7 EQU-Y — CROSS — — —
BSTDAT — — WRP-Y — MEMORY
CUT-YH BSTMON — — — STRP-E

8 SVO-YD LGCMON — — — ID NUM

9 EQU-Y — CROSS — — —
SVO-YD LGCMON — — — ID NUM

A BSTDAT — — WRP-Y — MEMORY

SVO-YD LGCMON — — — ID NUM

B EQU-Y — CROSS — — —
BSTDAT — — WRP-Y — MEMORY
SVO-YD LGCMON — — — ID NUM

C CUT-YH BSTMON — — — STRP-E

SVO-YD LGCMON — — — ID NUM

D EQU-Y — CROSS — — —
CUT-YH BSTMON — — — STRP-E
SVO-YD LGCMON — — — ID NUM

E BSTDAT — — WRP-Y — MEMORY

CUT-YH BSTMON — — — STRP-E
SVO-YD LGCMON — — — ID NUM

F EQU-Y — CROSS — — —
BSTDAT — — WRP-Y — MEMORY
CUT-YH BSTMON — — — STRP-E
SVO-YD LGCMON — — — ID NUM

Refer to Table 5-37 for description of codes and suspect LRU.

*The amber RB rudder boost fail annunciator on the FCP lights whenever the remote RUDDER BOOST switch is set to OFF. If this
switch is set to ON and the amber RB annunciator lights, then check the BOOST CODE to find the rudder boost failure.

EXAMPLE: A00200 means BSTDAT, SVO-YD, and WRP-Y faults.

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Table 5-37. Description of Report Mode Monitors.

NAME DESCRIPTION

Note

Table 5-30 through Table 5-36 use the following terms. The “suspect LRU” listed in this table is a likely cause of the fault. Replace
this LRU and then verify that the problem does not recur.

AHRS The AHC-1 serial bus from the AHRS is invalid. Suspect the AHC or the FCC; further investigation is required.

AHRTST The AHRS (AHC) is in test mode.

ATTMON Basic autopilot pitch or roll attitude data from the AHRS is invalid. Suspect the AHC.

BOOST A rudder boost failure is detected. This term sets with BSTDAT or BSTMON. Suspect a failed pedal force sensor
or the FCC; further investigation is required.

BSTDAT A rudder boost input data error is detected. This means that data from the pedal force 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 pedal force sensor or the FCC; further investigation is re-
quired.

BSTMON A rudder boost computation error is detected. This means that an unnecessary rudder boost occurred, or that the
boost is in the wrong direction. Cycle the remote RUDDER BOOST switch to clear this error. The BOOST ER-
RORS report parameter lists the number of detected computation errors. Suspect the FCC.

CMD-AP An autopilot (pitch or roll) servo command error is detected. Check CMD-P ERRORS and CMD-R ERRORS report
parameters to isolate pitch or roll failure. 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-O A pitch, roll, or yaw cutout occurrence is detected. Check the CUT-P OCCUR, CUT-R OCCUR, and CUT-Y OC-
CUR report parameters to isolate pitch, roll, or yaw cutout. This does not indicate a failed unit.

CUT-PH A cutout hardware error in the pitch axis is detected. Suspect the FCC.

CUT-PO A cutout occurrence in the pitch axis is detected. This means that pitch attitude has exceeded certain limits. This
does not indicate a failed unit.

CUT-RH A cutout hardware error in the roll axis is detected. Suspect the FCC.

CUT-RO A cutout occurrence in the roll axis is detected. This means that roll attitude has exceeded certain limits. This
does not indicate a failed unit.

CUT-YH A cutout hardware error in the yaw axis is detected. Suspect the FCC.

CUT-YO A cutout occurrence in the yaw axis is detected. This means that yaw attitude has exceeded certain limits. This
does not indicate a failed unit.

DISSWI The disengage switch (AP DISC) is pushed.

EQU-AP An autopilot (pitch or roll) equalization error is detected. This term sets with EQU-P or EQU-R. Check the EQZN-
P ERRORS and EQZN-R ERRORS report parameters to isolate pitch or roll failure. Suspect AHC or FCC; further
investigation is required.

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Table 5-37. Description of Report Mode Monitors.

NAME DESCRIPTION

EQU-P An equalization error in the pitch axis is detected. This means that the two pitch servo commands are not track-
ing within certain limits. Suspect AHC or FCC; further investigation is required.

EQU-R An equalization error in the roll axis is detected. This means that the two roll servo commands are not tracking
within certain limits. Suspect AHC or FCC; further investigation is required.

EQU-Y An equalization error in the yaw axis is detected. This means that the two yaw servo commands are not tracking
within certain limits. Suspect AHC or FCC; further investigation is required.

EQU-YD A yaw damper equalization error is detected. Refer to EQU-Y. Suspect AHC or FCC; further investigation is re-
quired.

ID NUM The software ident numbers of the two FCCs do not match. The first four characters of the code are the main pro-
gram ID; the last two characters are the I/O program ID. Suspect one of the two FCCs.

IO ATT Basic autopilot attitude (pitch or roll) data from the AHRS is invalid. Suspect the AHC.

IOC The serial bus from the currently used IOC concentrator is invalid. Only one IOC-3 bus is used at a time. Check
the IOC-A BUSERR and IOC-B BUSERR report parameters to isolate the IOC. Suspect the IOC or the FCC; fur-
ther investigation is required.

IOC-AB At least one of the two IOC-3 input buses to the FCC has been diagnosed as invalid. Refer to IOC monitor (above).
Suspect the IOC or the FCC; further investigation is required.

IO CPU The I/O processor has been reset. Suspect the FCC.

LATACC Basic yaw damper lateral acceleration data from the AHRS is invalid. Suspect the AHC.

LGCMON The flaps/strut input data word is invalid. Suspect the IOC or DAU; further investigation is required.

MEMORY Internal FCC memory errors are detected. Check RAM ERRORS, ROM ERRORS, DMA ERRORS, IO RAM ER-
RORS, IO ROM ERRORS, and IO DMA ERRORS report parameters to isolate memory failure. Suspect the FCC.

MON-AP The autopilot monitor output (to FCP) has failed. Suspect the FCC.

MONHDW A monitor output hardware error is detected. This term sets with MON-AP or MON-YD. Suspect the FCC.

MON-YD The yaw damper monitor output (to FCP) has failed. Suspect the FCC.

NORACC Basic autopilot normal acceleration data from the AHRS is invalid. Suspect the AHC.

PANEL Communication between the FCP and the FCC is invalid. Suspect the FCP or the FCC; further investigation is
required.

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Table 5-37. Description of Report Mode Monitors.

NAME DESCRIPTION

P-DATA Pitch outer loop data monitor is invalid. This means that data required for current pitch computations is invalid.
Suspect the external system supplying pitch (vertical) data in that mode.

For example: If VS mode is selected and the STEER CODE shows the P-DATA term is set, refer to pitch outer loop monitor chart
below. Under VERTICAL MODES, find the VS line. The 1/- array shows six 1s on this line. This marks the six DATA MONITORs
that can set the P-DATA term in VS mode. If VS, TAS, vertical acceleration, along acceleration, cross acceleration, or onside air
data to the PFD is invalid (SSM not normal) then this term sets. The FD flag displays on the PFD and a red horizontal line appears
through the mode annunciation.

VERTICAL MODES: OUTER LOOP DATA MONITOR ITEM

ALT CAPT or ALT TRK of preselector A, B, D, E, G, K, R, S
ALT CAPT or ALT TRK of VNAV altitude A, B, D, E, K, N, R, S
ALTITUDE HOLD B, D, E, K, R, S
FLIGHT LEVEL CHANGE (IAS) A, B, C, D, E, G, K, L, O, R, S
FLIGHT LEVEL CHANGE (MACH) A, D, E, F, G, K, L, P, R, S
GLIDESLOPE CAPTURE C, D, E, H, J, K, M, R, S, T
PATH or GLIDEPATH D, E, I, K, R, S
PITCH or VERTICAL GO AROUND R, S
VERTICAL SPEED D, E, K, Q, R, S
ITEM DESCRIPTION (SOURCE LABEL:BIT)
A Valid baro-altitude (204:31)
B Valid pressure altitude (203:31)
C Valid IAS (206:31)
D Valid VS (212:31)
E Valid TAS (210:31)
F Valid MACH (205:31)
G Valid preselect altitude (102:31)
H Valid R-DATA bit for localizer capture
I Valid FMS pitch command (122:31)
J Valid GS data in vertical deviation word (117:¯11,
¯ 30, 31)
K Valid vertical acceleration (364:30, 31)
L Valid along acceleration AHRS: Along heading accel (375:30, 31)
IRS: Along track accel (362:30, 31)
M One or both of the following: Valid radio altitude (164:30, 31)
or word which contains marker beacon data (222)
N Valid VNAV altitude (215:¯11,¯ 12, 30, 31)
O Valid IAS reference (103:30, 31)
P Valid Mach reference (106:30, 31)
Q Valid vertical speed reference (104:30, 31)
R Valid pitch attitude (324:30, 31)
S Valid roll attitude (325:30, 31)
T Onside attitude data to PFD (163:11)

PFDMON Flight director output type (steering or command) data from the PFD is invalid. Suspect the PFD or IOC.

RATMON Basic pitch, roll, or yaw rate data from the AHRS is invalid. Suspect the AHC.

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Table 5-37. 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 inva-
lid. Suspect the external system supplying roll (lateral) data in that mode.
Refer to roll outer loop monitor chart below. This chart shows the DATA MONITORs that can set the R-
DATA term in each LATERAL MODE. Refer to the P-DATA term for an example of how to use this chart.

LATERAL MODES: OUTER LOOP DATA MONITOR ITEM

GO AROUND LATERAL J, M
HEADING HOLD J, M
HEADING SELECT (APPR, HDG, NAV) B, D
HEADING SELECT (BC) B, D, F
LOCALIZER CAPTURE (if not *LINTRKMOD) B, E, H, K, N
LOCALIZER CAPTURE (*LINTRKMOD) A, B, E, H, K, N
NAVIGATION CAPTURE (VOR) B, E, G, I, K, N
NAVIGATION CAPTURE (OVERSTATION) B, E, G, K, N
NAVIGATION CAPTURE (FMS) C, L, O
ROLL and not HEADING HOLD A
ITEM DESCRIPTION (SOURCE LABEL:BIT)
A Valid roll attitude (325:30, 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)
¯¯
H Valid LOC data in lateral deviation word (116:¯11,
¯ 12,
¯ ¯ 30, 31)
I Valid VOR data in lateral deviation word (116:¯11,
¯ 12, 13,¯ ¯ 30, 31)
J Valid heading AHRS: MAG heading (320:30, 31)
IRS: TRU heading (314:30, 31)
K Valid cross acceleration AHRS: MAG heading (320:30, 31)
IRS: TRU heading (314:30, 31)
L Linear FMS in lateral deviation word (116:11, 12, 13)¯¯
M Onside heading data to PFD (163:12)
N Valid along acceleration AHRS: Along heading accel (375:30, 31)
IRS: Along track accel (362:30, 31)
O Valid force LNAV capture command bit (272:20, 30, ¯ ¯ 31)
¯¯

STRP-E External airplane strapping is not compatible with the FCC configuration ROM. Either the IAPS configuration
strapping is incorrect or the FCC has an incorrect software version.

SVO-AP An autopilot (pitch or roll) servo amplifier error is detected. This term sets with SVO-P or SVO-R. Refer to AMP-P
ERRORS and AMP-R ERRORS report parameters to isolate pitch/roll error. Suspect AHC, FCC, pitch/roll servos,
or mismatched discrete inputs; further investigation is required.

SVO-P A servo amplifier error in the pitch axis is detected. This means either a hardware failure occurred or that the in-
puts to the two halves of the pitch servo amplifier are not alike. Suspect AHC, FCC, pitch servo, or mismatched
discrete inputs; further investigation is required.

SVO-R A servo amplifier error in the roll axis is detected. This means either a hardware failure occurred or that the in-
puts to the two halves of the roll servo amplifier are not alike. Suspect AHC, FCC, roll servo, or mismatched dis-
crete inputs; further investigation is required.

SVO-YD A yaw damper servo amplifier error is detected. This means either a hardware failure occurred or that the inputs
to the two halves of the yaw servo amplifier are not alike. Suspect AHC, FCC, yaw servo, or mismatched discrete
inputs; further investigation is required.

TRIM A pitch or roll trim system failure is detected. Check the TRIM-P ERRORS report parameter to isolate pitch or
roll failure. Suspect the airplane pitch/roll trim system or the FCC.

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Table 5-37. Description of Report Mode Monitors.

NAME DESCRIPTION

TRMANN The pitch or roll trim fail annunciator test failed. Suspect an annunciator bulb.

WRP-AP An autopilot (pitch or roll) wraparound error is detected. Check the WRAP-P ERRORS and WRAP-R ERRORS
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.

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5.8.2 Input Mode

VIEW INPUT MODE PAGE:

• Push the IDX line key to display the index page on the MFD.
• Push the MAINTENANCE line key.
• Push the FCS DIAGNOSTICS line key. Follow instructions displayed on MFD.
• Push the SELECT MODE line key.

EXIT INPUT MODE PAGE:

• Push the EXIT line key.

• Push the IDX line key.

The input mode displays a readout of selected signals coming into the FCC. This mode is especially useful for
isolating a failed LRU that supplies data to the FCC. The input mode diagnostic page displays five lines of
input signals. Each line contains the signal name, a LEFT value, a RIGHT value, and a unit of measure (if
applicable). Line keys select the input mode operations. Refer to Figure 5-8.

The name column lists five input signals. The LEFT column displays the signal value at the input of the
number 1 FCC computer. The RIGHT column displays the signal value at the input of the number 2 FCC
computer. Dashes display instead of a signal value if that input is missing, invalid, or not used. Table 5-38 is
a complete list of input mode signals available for display, the signal source, a signal description, and the
units of measure.

The cursor always displays at the left edge of the name column. The cursor indicates which signal line is ac-
tive.

Push the MOVE CURSOR line key to move the cursor to the next line. An alternate way to move the cursor
is to push one FCP (onside) mode button.

Push the PREV or NEXT ITEM SCROLL line key to change the signal displayed on the cursored line to the
previous or next item in the input mode parameter list. Table 5-38 lists input mode parameters in alphanu-
meric order. An alternate way to scroll display parameters is to slide the manual trim switch forward or
back.
IOC labels display below the five signal lines in both the LEFT and RIGHT columns. The label in the LEFT
column indicates which IOC-3 concentrator input bus (IOC-LA or IOC-LB) is currently being used by the left
FCC computer. The label in the RIGHT column indicates which IOC-3 input bus (IOC-RA or IOC-RB) is be-
ing used by the right FCC. Normally each FCC automatically selects which IOC bus to use; however the op-
erator may toggle to the other bus by pushing the AP engage button on the FCP twice (engage and then
manually disengage the autopilot). Both FCCs then attempt to use the other IOC bus. If the new IOC bus is
valid, the FCC uses the new bus. If the new IOC bus is invalid, the FCC switches back to using the old valid
bus.
Push the SELECT MODE line key to cycle the MFD display to the next FCS diagnostic mode. When this key
is pushed in input mode, the MFD displays the output mode diagnostic page. An alternate way to cycle
modes is to simultaneously push any two FCP (onside) mode buttons.
Push the EXIT line key to exit the FCS diagnostics. An alternate way to exit diagnostics is to simultaneously
push any three FCP (onside) mode buttons. Then push the IDX line key to display the MFD index page.
The radar mode line annunciates the RTA operating mode. The MFD mode line labels the functions of active
MFD line keys.
Push the MFD IDX line key to display the index page.
Push the MFD RCL line key to recall the previously used checklist.
Push the MFD EMG line key to display the emergency checklist menu.

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Figure 5-8. INPUT MODE Diagnostic Page

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The display source indicator is an arrow that points left or right to indicate which FCC is providing display
data to the MFD. Note that both left and right FCC data displays, but only one FCC actually transmits AS-
CII text to the MFD. This arrow also indicates which (pilot or copilot) manual trim switch may be used as an
alternate diagnostic control. Slide (but do not push) the indicated manual trim switch to perform a diagnos-
tic function.

Table 5-38 lists all available input parameters. The most useful inputs are decoded and displayed with a
unit of measure (such as feet or degrees) so that this value can be easily compared with related dis-
plays/indications in the aircraft. Some inputs are useful only to engineering but are included in the table for
completeness.

The SOURCE column of Table 5-38 lists the name of the LRU that supplies each input signal, the data bus
(IOC-3 or AHC-1, if applicable) bringing the input to the FCC, and the octal label of the data word. Note that
specific bit descriptions for these data words are not provided in this manual; refer to an ARINC 429 specifi-
cation.

The following examples show situations where the input diagnostic mode is a valuable troubleshooting tool:

a. The values displayed in the LEFT and RIGHT columns of any input signal should agree within reason.
For example, a line reading "ALT/B 15125 235 FEET" indicates an air data (ADC/ARP) problem in the
side that displays the incorrect barometric altitude value.
b. The input mode is very useful when checking out the FCP panel functions. Refer to the ENGA/P,
ENGY/D, and SWIXXX parameters. The ENG parameters should be true when engaged and false when
not engaged. The SWI parameters are true when selected. For example, the SWIHDG parameter should
be true when the HDG button on the FCP is pushed, and false when it is released.
c. Verify data from an external system by monitoring that input while the system is exercised or tested.
For example, the left IASREF input value should change as the IAS reference knob on the pilots ARP is
turned. The VORBRG input value should be 0 DEG while the NAV receiver is in test mode.

The input data from external (non-FCS) units is first applied to IOC input/output concentrators and then
mapped to the FCC on redundant IOC-3 data buses. The AHC-1 input bus is applied directly (not through an
IOC) to the FCC computer. This external data displays as two input signal parameters, and is organized as
described below.

ARINC input data is formatted as a 32-bit word. Bits 1-8 contain the identification label of the word, bits 9-
10 contain the SDI code, bits 11-13 contain pad (or secondary) data, bits 14-29 contain primary data, bits 30-
31 contain the SSM code, and bit 32 is for parity.

ARINC WORD
BITS DESCRIPTION

1-8 Label (octal)

9-10 SDI (source ident)
11-13 Pad/secondary data
14-29 Primary data
30-31 SSM (status)
32 Parity bit

Table 5-38 provides a descriptive name parameter and an “SSMPSI” parameter for each (external) input la-
bel. These two input signals may be displayed 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.

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The ALTREF input parameter displays the preselect altitude setting in feet. This information is decoded
from the primary data (bits 14 through 29) of word 102.

Note

Some primary data is not decoded into a signal value but instead is displayed as a hexadecimal
value. The unit of measure for these signals is displayed as “29-14H”.
The 102 input parameter displays the remaining pertinent information in three digits. The unit entry on
this line is SSMPSI. This means the three displayed digits are (in order): the SSM, Pad data, and the SDI.
The SSM digit is 0 (failed), 1 (no computed data), 2 (unit in test), or 3 (normal). This digit is decoded from
bits 30 and 31 of the input word.
The Pad digit lists miscellaneous information that is normally pad (0 = not used) or secondary data. This
digit is decoded from bits 11, 12, and 13 of the input word.
The SDI digit is 0 (not used), 1 (left LRU), 2 (right LRU), or 3 (not used). This digit is decoded from bits 9
and 10 of the input word.
SSM PAD SDI

BITS 31 30 13 12 11 10 9

BIT VALUE: 2 1 4 2 1 2 1

DISPLAYED SUM OF SUM OF SUM OF

VALUE: SET BITS SET BITS SET BITS

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Table 5-38. Input Mode Parameter List.

NAME SOURCE LRU (BUS WORD) DESCRIPTION (UNIT OF MEASURE)

External input data words are displayed in 2 parameters. For example, parameters 102 and ALTREF together dis-
play the data contained in the 102 word received on the IOC-3 bus.

102 ADC label 102 (IOC-3) SSM, Pad data, SDI (SSMPSI)
103 ADC label 103 (IOC-3) SSM, Pad data, SDI (SSMPSI)
104 ADC label 104 (IOC-3) SSM, Pad data, SDI (SSMPSI)
106 ADC label 106 (IOC-3) SSM, Pad data, SDI (SSMPSI)
116 PFD label 116 (IOC-3) SSM, Pad data, SDI (SSMPSI)

117 PFD label 117 (IOC-3) SSM, Pad data, SDI (SSMPSI)
121 PFD label 121 (IOC-3) SSM, Pad data, SDI (SSMPSI)
122 PFD label 122 (IOC-3) SSM, Pad data, SDI (SSMPSI)
124 IOC label 124 (IOC-3) SSM, Pad data, SDI (SSMPSI)
155PRI ND/MFD label 155 (IOC-3) SSM, Pad data, SDI (SSMPSI)

PRI = Primary (onside) unit; SEC = Secondary (offside unit)

155SEC ND/MFD label 155 (IOC-3) SSM, Pad data, SDI (SSMPSI)
163 PFD label 163 (IOC-3) SSM, Pad data, SDI (SSMPSI)
164 RAC label 164 (IOC-3) SSM, Pad data, SDI (SSMPSI)
203 ADC label 203 (IOC-3) SSM, Pad data, SDI (SSMPSI)
204 ADC label 204 (IOC-3) SSM, Pad data, SDI (SSMPSI)

205 ADC label 205 (IOC-3) SSM, Pad data, SDI (SSMPSI)
206 ADC label 206 (IOC-3) SSM, Pad data, SDI (SSMPSI)
207 ADC label 207 (IOC-3) SSM, Pad data, SDI (SSMPSI)
210 ADC label 210 (IOC-3) SSM, Pad data, SDI (SSMPSI)
211 ADC label 211 (IOC-3) SSM, Pad data, SDI (SSMPSI)

212 ADC label 212 (IOC-3) SSM, Pad data, SDI (SSMPSI)
213 ADC label 213 (IOC-3) SSM, Pad data, SDI (SSMPSI)
215 ADC label 215 (IOC-3) SSM, Pad data, SDI (SSMPSI)
222 PFD label 222 (IOC-3) SSM, Pad data, SDI (SSMPSI)
251 PFD label 251 (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, Pad data, SDI (SSMPSI)
271 ADC label 271 (IOC-3) SSM, Pad 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 X0X. Flaps extended:
272LT and 272RT are X1X. 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)
301 PFD label 301 (IOC-3) SSM, Pad data, SDI (SSMPSI)
302 PFD label 302 (IOC-3) SSM, Pad data, SDI (SSMPSI)
314 IRS label 314 (IRS-1) SSM, Pad data, SDI (SSMPSI)
315 PFD label 315 (IOC-3) SSM, Pad data, SDI (SSMPSI)
320 AHC label 320 (AHC-1) SSM, Pad data, SDI (SSMPSI)
324 AHC label 324 (AHC-1) SSM, Pad data, SDI (SSMPSI)
325 AHC label 325 (AHC-1) SSM, Pad data, SDI (SSMPSI)
326 AHC label 326 (AHC-1) SSM, Pad data, SDI (SSMPSI)

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Table 5-38. Input Mode Parameter List.

NAME SOURCE LRU (BUS WORD) DESCRIPTION (UNIT OF MEASURE)

327 AHC label 327 (AHC-1) SSM, Pad data, SDI (SSMPSI)
330 AHC label 330 (AHC-1) SSM, Pad data, SDI (SSMPSI)
331 AHC label 331 (AHC-1) SSM, Pad data, SDI (SSMPSI)
332 AHC label 332 (AHC-1) SSM, Pad data, SDI (SSMPSI)
333 AHC label 333 (AHC-1) SSM, Pad data, SDI (SSMPSI)

336 IRS label 336 (IRS-1) SSM, Pad data, SDI (SSMPSI)
337 IRS label 337 (IRS-1) SSM, Pad data, SDI (SSMPSI)
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, SDI (SSMPSI)

352 IOC label 352 (IOC-3) SSM, Pad data, SDI (SSMPSI)
353 IOC label 353 (IOC-3) SSM, Pad data, SDI (SSMPSI)
362 IRS label 362 (IRS-1) SSM, Pad data, SDI (SSMPSI)
363 IRS label 363 (IRS-1) SSM, Pad data, SDI (SSMPSI)
364 AHC label 364 (AHC-1) SSM, Pad data, SDI (SSMPSI)

372 PFD label 372 (IOC-3) SSM, Pad data, SDI (SSMPSI)
375 AHC label 375 (AHC-1) SSM, Pad data, SDI (SSMPSI)
376 AHC label 376 (AHC-1) SSM, Pad data, SDI (SSMPSI)
ACCA/H AHC label 375 (AHC-1) Acceleration, along heading (Gs)
ACCA/T IRS label 362 (IRS-1) Acceleration, along track (Gs)

ACCLAT AHC label 332 (AHC-1) Acceleration, lateral (Gs)

ACCLON AHC label 331 (AHC-1) Acceleration, longitudinal (Gs)
ACCNOR AHC label 333 (AHC-1) Acceleration, normal (Gs)
ACCVER AHC label 364 (AHC-1) Acceleration, vertical (Gs)
ACCX/H AHC label 376 (AHC-1) Acceleration, cross heading (Gs)

ACCX/T IRS label 363 (IRS-1) Acceleration, cross track (Gs)

ADLGC1 ADC label 270 (IOC-3) Air data logic word 1 (29-14H)
ADLGC2 ADC label 271 (IOC-3) Air data logic word 2 (29-14H)
AHRLGC AHC label 270 (AHC-1) AHRS logic word (29-14H)
AILCMD FCC sample/hold Aileron servo cmd wraparound (VOLTS)

AILMON FCC servo amplifier Aileron servo amplifier monitor (TRUE/FALSE)

AILSVO SVO Aileron servo motor voltage (VOLTS)
*ALT/B ADC label 204 (IOC-3) Altitude, barometric (FEET)
ALT/P ADC label 203 (IOC-3) Altitude, pressure (FEET)
ALTREF ADC label 102 (IOC-3) Altitude, preselect (FEET)

AP MON FCC wraparound Autopilot monitor valid (TRUE/FALSE)

APCONN Yoke, AP DISC button Autopilot disconnect not (TRUE/FALSE)
ASVOER FCC servo amplifier Aileron servo error (VOLTS)
CMDPTH PFD label 122 (IOC-3) Command, pitch (DEG)
CMDROL PFD label 121 (IOC-3) Command, roll (DEG)
CRSDAT PFD label 301 (IOC-3) Course datum (DEG)
DAULGC DAU label 273 (IOC-3) DAU logic word (29-14H)
DEVLAT PFD label 116 (IOC-3) Deviation, lateral (29-14H)
DEVVER PFD label 117 (IOC-3) Deviation, vertical (29-14H)
DIS PFD label 251 (IOC-3) Distance (NM)

ELECMD FCC sample/hold Elevator servo cmd wraparound (VOLTS)

ELEMON FCC servo amplifier Elevator servo amplifier monitor (TRUE/FALSE)
ELESVO SVO Elevator servo motor voltage (VOLTS)
ENGA/P FCP AP engaged (TRUE/FALSE)
ENGY/D FCP YD engaged (TRUE/FALSE)

ESVOER FCC servo amplifier Elevator servo error (VOLTS)

FMSLGC FMC label 272 (IOC-3) FMS logic word (29-14H)
GNDMX0 FCC internal Ground for multiplexer 0 (VOLTS)
GNDMX1 FCC internal Ground for multiplexer 1 (VOLTS)
*HDGERR PFD label 302 (IOC-3) Heading error (DEG)

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Table 5-38. Input Mode Parameter List.

NAME SOURCE LRU (BUS WORD) DESCRIPTION (UNIT OF MEASURE)

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)
IASREF ADC label 103 (IOC-3) Indicated airspeed reference (KNOTS)
IOCDIA IOC label 350 (IOC-3) IOC diagnostics (29-14H)

IOCLG1 IOC label 352 (IOC-3) IOC logic word 1 (29-14H)

IOCLG2 IOC label 353 (IOC-3) IOC logic word 2 (29-14H)
IOCMAP IOC label 124 (IOC-3) IOC map version (29-14H)
KNBPTH FCP (not used) Knob, pitch, ±1.8 V dc (VOLTS)
KNBREF FCP (not used) Knob, vertical reference (HEX)

KNBROL FCP (not used) Knob, roll, ±4.3 V dc (VOLTS)

The LGCLT and LGCRT parameters contain strut switch logic.

On the ground: LGCLT and LGCRT are XX00. In the air:
LGCLT and LGCRT are XX20. 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 ND/MFD label 155 (IOC-3) MFD mode word (29-14H)

MFDSEC ND/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)
PDLOTH Rudder force sensor Pedal force, other channel (LBS)

*PDLTHS Rudder force sensor Pedal force, this channel (LBS)

PNLTST FCP Panel wraparound, oscillating (TRUE/FALSE)
*PTH AHC label 324 (AHC-1) Pitch (DEG)
PTHR/E IRS label 336 (IRS-1) Pitch rate, Euler (DEG/S)
PTHRAT AHC label 326 (AHC-1) Pitch rate (DEG/S)

RADALT RAC label 164 (IOC-3) Radio altitude (FEET)

*ROL AHC label 325 (AHC-1) Roll (DEG)
ROLR/E IRS label 337 (IRS-1) Roll rate, Euler (DEG/S)
ROLRAT AHC label 327 (AHC-1) Roll rate (DEG/S)
RSVOER FCC servo amplifier Rudder servo error (VOLTS)
RUDCMD FCC sample/hold Rudder servo cmd wraparound (VOLTS)
RUDMON FCC servo amplifier Rudder servo amplifier monitor (TRUE/FALSE)
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/FALSE)

STPCFG IAPS program plug Strap, configuration (HEX)
STRAP0 Interconnect Option strap 0 (TRUE/FALSE)
STRAP1 Interconnect Option strap 1 (TRUE/FALSE)
STRAP4 Interconnect Option strap 4 (TRUE/FALSE)

STRAP7 Interconnect Option strap 7 (TRUE/FALSE)

SWI1/2 FCP Switch, 1/2 BANK mode (TRUE/FALSE)
SWI2-1 FCP Switch, spare on byte 2, bit 1 (TRUE/FALSE)
SWI2-2 FCP Switch, spare on byte 2, bit 2 (TRUE/FALSE)
SWI2-3 FCP Switch, spare on byte 2, bit 3 (TRUE/FALSE)

SWI2-4 FCP Switch, spare on byte 2, bit 4 (TRUE/FALSE)

SWIALT FCP Switch, ALT hold mode (TRUE/FALSE)
SWIAPP FCP Switch, APPR mode (TRUE/FALSE)
SWIBST Pedestal, RUDDER BOOST Switch, rudder boost on (TRUE/FALSE)
SWICLI FCP Switch, CLIMB mode (TRUE/FALSE)

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Table 5-38. Input Mode Parameter List.

NAME SOURCE LRU (BUS WORD) DESCRIPTION (UNIT OF MEASURE)

SWIDES FCP Switch, DESCEND mode (TRUE/FALSE)

SWIDN Yoke, manual trim Switch, pitch down (TRUE/FALSE)
SWIFDO Yoke, FD OFF button Switch, flight director off (TRUE/FALSE)
SWIG/A Throttle button Switch, GO AROUND mode (TRUE/FALSE)
SWIHDG FCP Switch, HDG mode (TRUE/FALSE)

SWIIAS FCP Switch, IAS mode (TRUE/FALSE)

SWILT Yoke, manual trim Switch, roll left (TRUE/FALSE)
SWILVL FCP Switch, LVL CHG mode (TRUE/FALSE)
SWIMAC FCP Switch, MACH mode (TRUE/FALSE)
SWINAV FCP Switch, NAV mode (TRUE/FALSE)

SWIPFL FCP Switch, IAS PROF mode (TRUE/FALSE)

SWIPFM FCP Switch, PERFORM SELECT mode (TRUE/FALSE)
SWIPRE FCP Switch, ALTS alt preselect mode (TRUE/FALSE)
SWIRT Yoke, manual trim Switch, roll right (TRUE/FALSE)
SWISPD FCP Switch, SPD mode (TRUE/FALSE)

SWISYN Yoke, SYNC button Switch, sync (TRUE/FALSE)

SWITRB FCP Switch, TURB mode (TRUE/FALSE)
SWIUP Yoke, manual trim Switch, pitch up (TRUE/FALSE)
SWIVNV FCP Switch, VNAV mode (TRUE/FALSE)
SWIVS FCP Switch, VS mode (TRUE/FALSE)

SWIXFR FCP Switch, AP XFR mode (TRUE/FALSE)

TAS ADC label 210 (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 (TRUE/FALSE)
TRMCMD FCC wraparound Trim command (TRUE/FALSE)
TRMOFF FCC wraparound Trim fail annunciator off (TRUE/FALSE)
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 (FT/MIN)
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.

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5.8.3 Output Mode

VIEW OUTPUT MODE PAGE:

• Push the IDX line key to display the index page on the MFD.
• Push the MAINTENANCE line key.
• Push the FCS DIAGNOSTICS line key. Follow instructions displayed on MFD.
• Push the SELECT MODE line key twice.

EXIT OUTPUT MODE PAGE:

• Push the EXIT line key.

• Push the IDX line key.

The output mode provides readout and control of selected FCC outputs. The output controlling feature of
this mode is enabled only when both FCCs are in diagnostic mode and the airplane is on the ground. The
output mode diagnostic page displays five lines of output signals. Each line contains the signal name, LEFT
output, RIGHT output, and modify options (if applicable). Line keys select the output mode operations. Refer
to Figure 5-9.

The name column lists five output signals. The LEFT column displays the output signal from the number 1
FCC computer. The RIGHT column displays the output signal from the number 2 FCC computer. Table 5-39
lists all available output parameters, a signal description, and the modification range.

The cursor always displays at the left edge of the name column. The cursor indicates which signal line is ac-
tive.
Push the MOVE CURSOR line key to move the cursor to the next line. An alternate way to move the cursor is to
push one FCP (onside) mode button.
Push the PREV or NEXT ITEM SCROLL line key to change the signal displayed on the cursored line to the
previous or next item in the output mode parameter list. Table 5-39 lists output mode parameters in alpha-
numeric order. An alternate way to scroll display parameters is to slide the manual trim switch forward or
back.

The FCC outputs can always be displayed but can only be controlled when both computers are in diagnostic
mode (push three buttons on both sides of the FCP; TEST annunciates on both PFDs). If it is possible to con-
trol (modify) any displayed output, the word "MODIFY" appears as a column heading. If the active (cur-
sored) line can be modified, then EITHER, BOTH, LEFT, or RIGHT displays on that line in the MODIFY
column.

Note that the EITHER and BOTH modify options are not available unless both FCCs are in the output mode
(not just in diagnostics). Push the AP XFR (on FCP) button to alternately select left and right side display
data and ensure that both FCCs are in output mode.

• When EITHER displays in the MODIFY column, the left and right FCC logic outputs can be modified
independently. Push the TOGGLE LEFT line key (or slide the manual trim switch left) to change the
logic output of the left FCC. Push the TOGGLE RIGHT line key (or slide the manual trim switch right)
to change the logic output of the right FCC.

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Figure 5-9. OUTPUT MODE Diagnostic Page

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• When BOTH displays in the MODIFY column, the left and right FCC linear outputs can be modified
synchronously. SLEW MINUS/SLEW PLUS line key labels replace the TOGGLE LEFT/RIGHT labels.
Push and hold the SLEW MINUS line key to synchronize both “master FCC” value and then change both
outputs in a minus direction. Push and hold the SLEW PLUS line key to synchronize both linear outputs
to the “master FCC” value, and then change both outputs in a plus direction. The “master FCC” is the
one providing display data to the MFD (indicated by the arrow on the bottom of the page and selected by
the AP XFR button). An alternate way to slew FCC linear outputs is to slide the manual trim switch left
or right.

• When LEFT displays in the MODIFY column, only the left FCC output can be modified. When RIGHT
displays in the MODIFY column, only the right FCC can be modified. Push the TOGGLE or SLEW line
keys (or slide the manual trim switch left/right) to change the modifiable output.

The display source indicator is an arrow that points left or right to indicate which FCC is providing display
data to the MFD. In the output mode, this indicator is especially useful. Both FCCs must be in the output
mode (not just in diagnostics) to fully utilize the modify options. Since only one FCC provides display data to
the MFD, it is helpful to push the AP XFR button (on FCP) and check the selected mode of the other FCC be-
fore beginning troubleshooting effort using the output mode. The arrow also indicates the (controlling) “mas-
ter FCC” when both outputs are synchronously changed. The display source arrow also indicates which (pilot
or copilot) manual trim switch may be used as an alternate diagnostic control. Slide (but do not push) the in-
dicated manual trim switch to perform a diagnostic function.

Push the SELECT MODE line key to cycle the MFD display to the next FCS diagnostic mode. When this key
is pushed in output mode, the MFD displays the report mode diagnostic page. An alternate way to cycle
modes is to simultaneously push any two FCP (onside) mode buttons.

Push the EXIT line key to exit the FCS diagnostics. An alternate way to exit diagnostics is to simultaneously
push any three FCP (onside) mode buttons. Then push the IDX line key to display the MFD index page.

The radar mode line annunciates the RTA operating mode. The MFD mode line labels the functions of active
MFD line keys.

Push the MFD IDX line key to display the index page.
Push the MFD RCL line key to recall the previously used checklist.
Push the MFD EMG line key to display the emergency checklist menu.

The following examples show situations where the output diagnostic mode is a valuable troubleshooting tool:
a. Set the ANNUNS parameter to TRUE to light the airplane annunciators controlled by the selected FCC.
This is one way to verify the annunciator bulbs.

b. The output mode can also be used to drive the servos. First, set the 65APMN, 65YDMN, 86APMN, and
86YDMN parameters to TRUE. This sets the FCC internal monitors to a valid condition. Then set the
AILCUT, ELECUT, and RUDCUT parameters to FALSE. This sets the FCC cutout logic so that the
autopilot/yaw damper can engage. Next, engage the autopilot and yaw damper. Select the AILCMD (or
ELECMD/RUDCMD) parameter and move the cursor to this line. Push the SLEW PLUS or SLEW MI-
NUS line keys to apply a servo command voltage. The control wheel (or control column/rudder pedals)
should move as the servo runs.

c. The output mode features several trim parameters that can be used to operate the airplane 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.

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Table 5-39. Output Mode Parameter List

NAME DESCRIPTION (MODIFY RANGE)

AILCMD Aileron servo command voltage (±10-V dc)

*AILCUT Aileron servo cutout logic (TRUE/FALSE)
*ANNUNS All annunciators on (TRUE/FALSE)
DNARM Trim down arm, right side only (TRUE/FALSE)

DNCMD Trim down command, percent of max, left side only (.0 to 99.9%)
ELECMD Elevator servo command voltage (±10-V dc)
*ELECUT Elevator servo cutout logic (TRUE/FALSE)
PTH-FD Pitch steering command, not used (±180°)
ROL-FD Roll steering command, not used (±180°)

RUDBST Rudder boost (TRUE/FALSE)

RUDCMD Rudder servo command voltage (±10-V dc)
RUDCUT Rudder servo cutout logic (TRUE/FALSE)
TRLY-P Pitch trim relay control, enables trim if engaged (TRUE/FALSE)
UPARM Trim up arm, left side only (TRUE/FALSE)

UPCMD Trim up command, percent of max, right side only (.0 to 99.9%)
*65APMN 6502 I/O processor autopilot monitor valid (TRUE/FALSE)
65YDMN 6502 I/O processor yaw damper monitor valid (TRUE/FALSE)
*86APMN 8086 main processor autopilot monitor valid (TRUE/FALSE)
86YDMN 8086 main processor yaw damper monitor valid (TRUE/FALSE)

*These items initially display.

The AILCUT, ELECUT, and RUDCUT outputs cannot be set to FALSE if the FCC I/O processor
sets them to TRUE.

65APMN, 65YDMN, 86APMN, 86YDMN must be true and AILCUT, ELECUT, RUDCUT must
be false to engage.

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5.9 HF-9000 DIAGNOSTIC DE SCRIPTION

The HF-9000 system consists of the HF-9010 Radio Set Control, HF-9030 HF Transmitter-Receiver, and HF-
9041 Antenna Coupler. The HF-9000 system has a self-test mode that is initiated from the radio set control.
The HF-9000 system diagnostics and fault messages display on the radio set control.

On the radio set control, turn the CURSOR knob to position the cursor in the OPR field. Then turn the
VALUE knob to select TST in the OPR field to begin the receive self-test. If all units pass the receive self-
test, the OPR field displays TST and the MODE field displays OK. Proceed to the transmit self-test. Momen-
tarily key the microphone or push the push-to-talk (ptt) button to begin the transmit self-test. Refer to para-
graph [Link] for the HF test procedure.

If one or more units fail the self-test, the OPR field displays either FLT (fault) or MSG (message) and the
MODE field displays the two-letter code for the suspected unit (CU for antenna coupler, FL for bandpass fil-
ter, FO for fiber optics, R for radio set control, RT for receiver-transmitter, or _ _ (two blanks) for external
failure). The FREQ/CHAN field displays a four-digit code for the suspected fault. To determine if the sus-
pected unit has more than one fault, or if more than one unit has failed, push the FREQ/LD switch to se-
quence through all suspected faults. Refer to the Table 5-40 for fault/message code definitions.

Table 5-40. HF-9000 System Fault/Message Code Display and Repair Action

CODE UNIT DESCRIPTION REPAIR ACTION

0000 System Could not be determined (fault) None
0010 System Operating error (warning) None
0020 CU RF stuck on (fault) Replace antenna coupler
0030 CU No RF received (fault) Replace antenna coupler
0040 CU Interlock error Check antenna coupler interlock/replace an-
tenna coupler
0040 FL In-band overvoltage (advisory) Check/replace bandpass filter
0050 FL Out-of-band overcurrent (advisory) Check/replace bandpass filter
0050 CU RF interlock open (fault) Check RF coax/replace antenna coupler
0055 RT Serial datafill warning Check datafill cabling/replace receiver-
transmitter
0060 System RF overvoltage (fault); monitored continuously Check antenna
0060 CU RF overvoltage (fault); monitored continuously Replace antenna coupler
0065 RT Reserved
0070 System Improper dual system response (fault) Replace antenna coupler number 1 or 2
0075 RT Reserved
0080 System Other system keyed warning (dual system) None
0085 RT Primary key loading in process None
0090 System Receive inhibited warning (dual system) None
0095 RT Primary key loading in process None
1010 CU Power supply fault Replace antenna coupler
1011 R Central processing unit (CPU) malfunction (fault) Replace radio set control
1011 RT Central processing unit (CPU) malfunction (fault) Replace receiver-transmitter
1011 CU Low pressure (warning); monitored continuously Repressurize/replace antenna coupler
1011 FL Central processing unit (CPU) malfunction (fault) Check/replace bandpass filter
1012 R Program checksum EPROM (warning) Replace radio set control
1012 RT Program checksum EPROM (fault) Replace receiver-transmitter
1012 FL Program checksum EPROM (warning) Replace bandpass filter
1013 R Random access memory (RAM) test (warning) Replace radio set control
1013 RT Random access memory (RAM) test (fault) Replace receiver-transmitter

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Table 5-40. HF-9000 System Fault/Message Code Display and Repair Action

CODE UNIT DESCRIPTION REPAIR ACTION

1013 FL Random access memory (RAM) test (warning) Replace bandpass filter
1014 RT NVRAM system status storage (fault) Replace receiver-transmitter
1015 R Input out of range (warning) Replace radio set control
1015 RT EPROM preset storage error (fault) Replace receiver-transmitter
1015 FL EEPROM (fault) Replace bandpass filter
1021 RT Interrupt control (fault) Replace receiver-transmitter
1031 RT Time base (fault) Replace receiver-transmitter
1032 RT Timer (fault) Replace receiver-transmitter
1033 RT Fiber optic control (fault) Replace receiver-transmitter
1034 RT Synthesizer control (fault) Replace receiver-transmitter
1040 RT Parallel circuit (fault) Replace receiver-transmitter
1041 RT Loss of lock interrupt enable (fault) Replace receiver-transmitter
1042 RT Dc continuity interrupt enable (fault) Replace receiver-transmitter
1043 RT Rf interlock interrupt enable (fault) Replace receiver-transmitter
1044 RT Power amplifier fault interrupt enable control Replace receiver-transmitter
1045 RT Power supply (PS) fault interrupt enable control Replace receiver-transmitter
1046 RT Power amplifier (PA) filter 1 control (fault) Replace receiver-transmitter
1047 RT Power amplifier (PA) filter 2 control (fault) Replace receiver-transmitter
1048 RT Power amplifier (PA) filter 3 control (fault) Replace receiver-transmitter
1049 RT Power amplifier (PA) filter control enable (fault) Replace receiver-transmitter
1050 RT Power amplifier (PA) low-power control (fault) Replace receiver-transmitter
1051 RT Power amplifier (PA) medium-power control (fault) Replace receiver-transmitter
1052 RT Power amplifier key control (fault) Replace receiver-transmitter
1053 RT 1553/ARINC 429 control (fault) Replace receiver-transmitter
1054 RT Audio mute control (fault) Replace receiver-transmitter
1055 RT Sidetone gate control (fault) Replace receiver-transmitter
1056 RT Tune tone control (fault) Replace receiver-transmitter
1057 RT Speech processor control (fault) Replace receiver-transmitter
1058 RT Voice gate control (fault) Replace receiver-transmitter
1059 RT Data gate control (fault) Replace receiver-transmitter
1060 RT Continuous wave (CW) gate control (fault) Replace receiver-transmitter
1061 RT Continuous wave (CW) key control (fault) Replace receiver-transmitter
1062 RT 6-dB volume attenuate control (fault) Replace receiver-transmitter
1063 RT 12-dB volume attenuate control (fault) Replace receiver-transmitter
1064 RT 24-dB volume attenuate control (fault) Replace receiver-transmitter
1065 RT Squelch level 1 control (fault) Replace receiver-transmitter
1066 RT Squelch level 2 control (fault) Replace receiver-transmitter
1067 RT RF-IF TIP control (fault) Replace receiver-transmitter
1068 RT RF-IF receiver mode enable control (fault) Replace receiver-transmitter
1069 RT RF-IF transmit mode enable control (fault) Replace receiver-transmitter
1070 RT Reserved
1070 FL High insertion loss in filter module (fault) Replace bandpass filter
1071 RT Reserved
1072 RT RF-IF sideband transmit control (fault) Replace receiver-transmitter
1073 RT RF-IF enable control (fault) Replace receiver-transmitter

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Table 5-40. HF-9000 System Fault/Message Code Display and Repair Action

CODE UNIT DESCRIPTION REPAIR ACTION

1074 RT RF-IF automatic gain control (AGC) time constant control Replace receiver-transmitter
(fault)
1075 RT RF-IF sideband filter control (fault) Replace receiver-transmitter
1076 RT RF-IF sideband AF gate control (fault) Replace receiver-transmitter
1077 RT RF-IF AM filter control (fault) Replace receiver-transmitter
1078 RT RF-IF AM AF audio gate control (fault) Replace receiver-transmitter
1079 RT RF-IF carrier reinsertion control (fault) Replace receiver-transmitter
1080 RT RF-IF rechannel control (fault) Replace receiver-transmitter
1081 RT System key control (fault) Replace receiver-transmitter
1082 RT Fault indicator control (fault) Replace receiver-transmitter
1083 RT Single sideband tone select 1 control (fault) Replace receiver-transmitter
1084 RT Single sideband tone select 2 control (fault) Replace receiver-transmitter
1085 RT Single sideband gate control (fault) Replace receiver-transmitter
2010 RT Input power loss; monitored continuously (fault) Check input power
2010 CU No RF received at discriminator (fault) Check antenna coupler or system coax
2011 FL Central processing unit (CPU) malfunction Replace bandpass filter
2012 FL EPROM program checksum Replace bandpass filter
2013 FL RAM test (fault) Replace bandpass filter
2015 FL EPROM test (fault) Replace bandpass filter
2020 RT Power supply (fault) Replace receiver-transmitter
2030 RT Tone oscillator (warning) Replace receiver-transmitter
2040 RT Speech processor (warning) Replace receiver-transmitter
2050 RT Squelch (warning) Replace receiver-transmitter
2060 RT Modem (fault) Replace receiver-transmitter
3010 CU Tune fault; coupler does not tune currently selected frequency Retune system/replace antenna coupler
3020 CU RF module overtemperature fault; monitored continuously Limit transmit time/replace antenna coupler
(warning)
3030 CU RF relay malfunction (warning) Replace antenna coupler
3030 FL RF relay malfunction (warning) Replace bandpass filter
3040 CU High latched vswr condition; monitored continuously (warn- Retune system/replace antenna coupler
ing)
3110 RT Lock monitor (fault) Replace receiver-transmitter
3210 RT Transmit test (fault) Replace receiver-transmitter
3220 RT Receive test (warning) Replace receiver-transmitter
4010 RT 1553 control assembly (fault) Replace receiver-transmitter
4011 CU Central processing unit (CPU) malfunction (warning) Replace antenna coupler
4012 CU EPROM program checksum (warning) Replace antenna coupler
4013 CU RAM test (warning) Replace antenna coupler
4015 CU EPROM preset storage error (warning) Replace antenna coupler
4016 CU Fiber optic control (fault) Check fiber optic cables/replace antenna cou-
pler
4016 FL Loss of pressure Repressurize/replace bandpass filter
4020 RT ARINC 429 control assembly (fault) Replace receiver-transmitter
4020 FL High temperature (fault) Replace bandpass filter
5011 RT Dc continuity (fault); monitored continuously Replace receiver-transmitter
5012 RT PA over/undervoltage (fault); monitored continuously Check input power/limit transmit time/replace
receiver-transmitter

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Table 5-40. HF-9000 System Fault/Message Code Display and Repair Action

CODE UNIT DESCRIPTION REPAIR ACTION

5013 RT RF interlock (open coax) (fault); monitored continuously Check RF coax/replace receiver-transmitter
5014 RT Power amplifier (PA) 5 W threshold (fault) Replace receiver-transmitter
5015 RT Power amplifier (PA) monitor (fault) Replace receiver-transmitter
5016 MSG Power amplifier (PA) high temperature (warning); monitored Limit transmit time/replace receiver-
continuously transmitter
6010 RT Front panel (fault) Replace receiver-transmitter
6020 RT Microprocessor frequency standard (fault) Replace receiver-transmitter
7001 RT Waveform (fault) Replace receiver-transmitter
7002 RT Datafill (fault) Perform new datafill/replace receiver-
transmitter
7003 RT No MSALE list (warning) Replace receiver-transmitter
7004 RT Reserved
7005 RT Reserved
7006 RT Reserved
7007 RT Waveform no response (fault) None
7008 RT Bad parameter in datafill Perform new datafill/replace receiver-
transmitter
8001 RT Reserved
8010 RT Reserved
8020 RT Reserved
9002 CU External fiber optic data (fault) Check fiber optic cables and connectors/replace
antenna coupler
9002 RT External fiber optic data (fault) Check fiber optic cables and connectors/replace
receiver-transmitter
9002 R External fiber optic data (fault) Check fiber optic cables and connectors/replace
radio set control
9002 FL External fiber optic data (fault) Check fiber optic cables and connectors/replace
bandpass filter
9003 CU Fiber optic maximum data error count exceeded (fault); moni- Check fiber optic cables and connectors/replace
tored continuously antenna coupler
9003 R Fiber optic maximum data error count exceeded (fault); moni- Check fiber optic cables and connectors/replace
tored continuously radio set control
9003 RT Fiber optic maximum data error count exceeded (fault); moni- Check fiber optic cables and connectors/replace
tored continuously receiver-transmitter
9003 FL Fiber optic maximum data error count exceeded (fault); moni- Check fiber optic cables and connectors/replace
tored continuously bandpass filter
9004 System Invalid data received Check fiber optic cables and connectors
9004 RT Invalid data received Check fiber optic cables and connectors/replace
receiver-transmitter
9004 FL Invalid data received Check fiber optic cables and connectors/replace
bandpass filter
9005 CU No fiber optic data received (fault); no response from coupler Check fiber optic cables or other units/replace
antenna coupler
9005 R No fiber optic data received (fault) Check fiber optic cables or other units/replace
radio set control
9005 RT No fiber optic data received (fault); no response from receiver- Check fiber optic cables or other units/replace
transmitter receiver-transmitter
9005 FL No fiber optic data received (fault) Check fiber optic cables or other units/replace
bandpass filter

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5.10 TESTING AND TROUBL ESHOOTING

The LRUs in the Learjet 60 Avionics System are designed to be highly reliable units with exceptional MTBF
(mean time between failure) performance. If a unit does fail, two built-in diagnostic systems make fault iso-
lation much easier than was previously possible with conventional avionics systems.
Note

The following testing and troubleshooting instructions are designed around the Collins built-in diag-
nostic systems. If a UNS navigator system is installed, the Collins primary diagnostic system is re-
moved (the FCS diagnostics are retained). Refer to UNS documentation when checking these sys-
tems.
Before beginning any test or troubleshooting effort, the flight-line technician must become familiar with the
diagnostics that are described in paragraph 5.7 of this section. Note that no carry-on test equipment is re-
quired to operate the diagnostics but some troubleshooting equipment may prove helpful. Table 5-1 lists
suggested troubleshooting equipment.
Test and troubleshooting instructions are presented in two levels. Level 1 consists of viewing display pages
to see if the diagnostics have detected a failed LRU. Level 2 is a detailed manual approach to finding the
malfunctioning unit. Always begin test or troubleshooting effort with the level 1 procedure.
Note

While performing any troubleshooting effort, always watch the MSG annunciator on the CDU (also
on PFD). This annunciator flashes whenever the diagnostics detect a failure. If MSG flashes, push
the MSG key on the CDU and look for an AVIONICS FAULT message. If this message displays, im-
mediately check the AVIONICS STATUS page and note the failed unit and fault code.

Caution

Do not remove any avionics LRU with power applied to the unit. Pull the appropriate circuit breaker
before removing the LRU or the unit may be damaged.

5.10.1 Level 1 Test/Troubleshoo ting

Table 5-41 is the level 1 test and troubleshooting procedure. Perform this procedure when a problem is first
suspected. This procedure is also useful as a system go/no-go test, and to verify proper system operation af-
ter a maintenance action is completed. Figure 5-10 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 proce-
dure does not isolate the problem or if a failure is still suspected, then go to level 2 test/troubleshooting.

Note that the following units do not report to the level 1 diagnostics: AAP, CHP, FDU, ICU, SDD, SDU, and
SVO. If there is reason to suspect a failure in any of these units, then proceed directly to level 2
test/troubleshooting.

Note

If CAD-870/TDR-90 pairs are installed instead of TDR-94( ) units, the CADs report to diagnostics but
the TDR-90s do not report.

If the diagnostics do not operate, then suspect the MFD, FMCs, CDC, or PWRs. Refer to Figure 5-1.

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Figure 5-10. LRU Fault Isolation

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Table 5-41. Level 1 Test/Troubleshooting Procedure

STEP PROCEDURE

0.0 Apply power to all avionics systems. Wait 5 minutes for the diagnostic system to stabilize.

1.0 Display the AVIONICS STATUS page on the MFD (selected from IDX/index page).

If NO FAULTS displays: All reporting 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 IAPS power supply is overheating. Check the IAPS cooling fan. If air is circulating, re-
place 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.

Note

The following LRUs do not report to the AVIONICS STATUS page: AAP, CHP, FDU, ICU, 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 amber RB fail annunciator on FCP is on (and RUDDER BOOST switch is set to ON): Investigate BOOST code.

If no problem is suspected (or if above codes are all zeros), go to step 5.0.

4.0 After replacing the suspect LRU, display the AVIONICS 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.

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5.10.2 Level 2 Test/Troubleshoo ting

Level 2 test and troubleshooting is presented as a series of individual LRU test procedures. Paragraphs
[Link] through [Link] provide a single-page test procedure for each avionics LRU. These pages are or-
ganized in LRU alphanumeric order; Table 5-42 is a test index.
If level 1 troubleshooting does not isolate a problem, then perform the applicable one-page test procedures to
identify the failed unit. After the failed unit is replaced, perform the level 1 procedure to verify trouble-
shooting success.
Note that these test tables can also be used as a customer acceptance test for each LRU. Either a systems rig
or an airplane is required.
Some general hints and reminders are provided below.

a. The avionics system is very symmetrical. Many subsystems contain two identical units (ie, ARP air data
reference panels). Faults in symmetrical systems can be effectively isolated by swapping identical LRUs
and seeing if the problem recurs.
Caution

The LRUs installed in the IAPS are electrostatic discharge sensitive (ESDS). When swapping or re-
placing IAPS modules, be careful not to touch the unit connector of any module. Transport and store
these LRUs in their original shipping containers. Be careful not to bend ICC connector pins when
removing or reseating the IAPS modules.

b. The PWR IAPS modules power the diagnostic systems. If diagnostics do not function, check that all PWR
monitor lights are on.
c. Autopilot and flight director problems are best handled by using the FCS DIAGNOSTICS. Specific codes
are available that represent the cause of an unexpected disengage, refusal to engage, an FD flag, and rud-
der boost fail annunciation. A built-in "plain English" summary of any displayed FCS diagnostic code is
also available. Remember that these codes are not retained after the airplane power is turned off.
d. A failed data bus may be caused by the transmitting LRU, the receiving LRU, or by a loose wire in a
mating connector contact. Check a suspect bus for continuity, 2-wire activity, and isolation from ground
potential. Typical bus levels (in V dc) are provided below.

ARINC 429 AND ARINC 453 RS-422

BUS LEVEL HI NULL LO BUS LEVEL HI LO

A to B +10 0 -10 A to B +5 -5
A to gnd +5 0 -5 A to gnd +5 0
B to gnd -5 0 +5 B to gnd 0 +5

e. Refer to the system schematics provided in the Theory of Operation section of this manual. These dia-
grams show pin numbers and Interconnections for each LRU, and are designed to be a troubleshooting
(also a training) aid. These diagrams are especially useful when investigating fault codes on the AVION-
ICS STATUS and LRU FAULT HISTORY pages.
f. Refer to the operation section of this manual to verify proper control action and display response. This sec-
tion is not intended for the pilot, but is meant to be used during flight-line troubleshooting.
g. The LRU DIAGNOSTIC DATA page displays diagnostic words currently received from each reporting
LRU. Instructions are provided in this section of the manual to read and interpret these words. The diag-
nostic words provide specific insights about the internal health of a suspect unit, and can be very helpful
in understanding a difficult problem.
h. The LRU FAULT HISTORY page may provide valuable clues about recurring or intermittent problems.
Data from past flights is available for recall and analysis.

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 maintenance 523-0776652
Table 5-42. Level 2 Test/Troubleshooting Index.

PARAGRAPH PAGE PARAGRAPH PAGE

[Link] AAP 1 Test Procedure 5-113 [Link] IOC-851A 1A Test Procedure 5-150
[Link] AAP 2 Test Procedure 5-114 [Link] IOC-851A 1B Test Procedure 5-151
[Link] ADC 1 Test Procedure 5-115 [Link] IOC-851A 2A Test Procedure 5-152
[Link] ADC 2 Test Procedure 5-116 [Link] IOC-851A 2B Test Procedure 5-153
[Link] ADF 1 Test Procedure 5-117 [Link] MFD 1 Test Procedure 5-154
[Link] ADF 2 Test Procedure 5-118 [Link] MFD 2 Test Procedure 5-155
[Link] AHC 1 (and ICU 1) Test Procedure 5-119 [Link] ND 1 Test Procedure 5-156
[Link] AHC 2 (and ICU 2) Test Procedure 5-120 [Link] PFD 1 Test Procedure 5-157
[Link] ALT Test Procedure 5-121 [Link] PFD 2 Test Procedure 5-158
[Link] ANT-462A/B Test Procedure 5-122 [Link] PWR-851A 1A Test Procedure 5-159
[Link] ARP 1 Test Procedure 5-123 [Link] PWR-851A 1B Test Procedure 5-160
[Link] ARP 2 Test Procedure 5-124 [Link] PWR-851A 2A Test Procedure 5-161
[Link] CAD 1 Test Procedure 5-125 [Link] PWR-851A 2B Test Procedure 5-162
[Link] CAD 2 Test Procedure 5-126 [Link] RAC Test Procedure 5-163
[Link] CDC Test Procedure 5-127 [Link] RTA Test Procedure 5-164
[Link] CDU-860( ) 1 Test Procedure 5-128 [Link] RTU 1 Test Procedure 5-165
[Link] CDU-860( ) 2 Test Procedure 5-129 [Link] RTU 2 Test Procedure 5-166
[Link] CHP Test Procedure 5-130 [Link] SDD Test Procedure 5-167
[Link] CMA 1 5-131 [Link] SDU Test Procedure 5-168
[Link] CMA 2 5-132 [Link] SIA 1 Test Procedure 5-169
[Link] DAU Test Procedure 5-133 [Link] SIA 2 Test Procedure 5-170
[Link] DBU-4000 Test Procedure 5-134 [Link] SVO (Aileron) Test Procedure 5-171
[Link] DME 1 Test Procedure 5-135 [Link] SVO (Elevator) Test Procedure 5-172
[Link] DME 2 Test Procedure 5-136 [Link] SVO (Rudder) Test Procedure 5-173
[Link] FCC-850A 1 Test Procedure 5-137 [Link] TDR-90 1 Test Procedure 5-174
[Link] FCC-850A 2 Test Procedure 5-138 [Link] TDR-90 2 Test Procedure 5-175
[Link] FCP Test Procedure 5-139 [Link] TDR-94/94D 1 Test Procedure 5-176
[Link] FDU 1 Test Procedure 5-140 [Link] TDR-94/94D 2 Test Procedures 5-177
[Link] FDU 2 Test Procedure 5-141 [Link] TTR (and TREs) Test Procedure 5-178
[Link] FMC-851C 1 Test Procedure 5-142 [Link] VHF 1 Test Procedure 5-179
[Link] FMC-851C 2 Test Procedure 5-143 [Link] VHF 2 Test Procedure 5-180
[Link] FMC-852C 1 Test Procedure 5-144 [Link] VIR 1 Test Procedure 5-181
[Link] FMC-852C 2 Test Procedure 5-145 [Link] VIR 2 Test Procedure 5-182
[Link] GPS-4000 ANT 1 Test Procedure 5-146
[Link] GPS-4000 ANT 2 Test Procedure 5-146
[Link] GPS-4000 1 Test Procedure 5-146
[Link] GPS-4000 2 Test Procedure 5-146
[Link] HF Test Procedure 5-147
[Link] ICC-851A Test Procedure 5-149

Verify proper lighting and dim control for panel mounted units; specific instructions are not repeated in the test tables.

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[Link] AAP 1 Test Procedure

Note

The two AAPs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

a. 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 re-
solved before beginning this procedure.

b. 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 verify that the DH dis-
play alternately selects and deselects with each push. If test fails, go to step f.

c. Set RPT/MDA switch to RPT position. Turn the left SET knob and verify that reporting altitude displays
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 f.

d. Set RPT/MDA switch to MDA position. Repeat step 3.0 and verify that minimum descent altitude dis-
plays on PFD 1, and that the numerical MDA value responds to knob movement. If test fails, go to step f.

e. Push and hold the RA TEST button to initiate radio altimeter self-test. If the self-test is successful, a ra-
dio altitude of 50 feet should display on PFD 1. If 50 feet does not display, verify that a ground is applied
from AAP pin P1-3 to RAC pin P1-40 while the RA TEST button is pushed. If a ground is present, test
the ALT.

f. An 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 1/CDU 1 wiring; if wiring
is correct, test CDU 1.

SEL A: 0.5 V 5.0 V 0.5 V

SEL B: 0.5 V 0.5 V 5.0 V

1. Turn DH SET knob and verify that dc voltage pairs at pins SEL A (P1-1) and SEL B (P1-2) sequen-
tially change (as shown above) at each knob detent.

2. For example: Suppose 0.5-V dc is measured at pin 1 (referenced to ground) and also at pin 2 (refer-
enced to ground). Turn the DH SET knob one click. The voltage at pin 1 should be 5-V dc and the
voltage at pin 2 should be 0.5-V dc. Turn the knob another click. The voltage at pin 1 should 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.

3. Turn left SET knob and verify that dc voltage pairs at pins SEL A (P1-7) and SEL B (P1-8) sequen-
tially change at each knob detent.

4. 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).

5. Verify that P1-6 is a ground when the RPT/MDA switch is set to RPT, and an open when set to MDA.

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[Link] AAP 2 Test Procedure

Note

The two AAPs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

a. 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 re-
solved before beginning this procedure.

b. Turn the DH SET knob and verify 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 verify that the DH dis-
play alternately selects and deselects with each push. If test fails, go to step f.

c. Set RPT/MDA switch to RPT position. Turn the left 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 f.

d. Set RPT/MDA switch to MDA position. Repeat step 3.0 and verify that minimum descent altitude dis-
plays on PFD 2, and that the numerical MDA value responds to knob movement. If test fails, go to step f.

e. Push and hold the RA TEST button to initiate radio altimeter self-test. If the self-test is successful, a ra-
dio altitude of 50 feet should display on PFD 2. If 50 feet does not display, verify that a ground is applied
from AAP pin P1-3 to RAC pin P1-40 while the RA TEST button is pushed. If a ground is present, test
the ALT.

f. An 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 2/CDU 2 wiring; if wiring
is correct, test CDU 2.

SEL A: 0.5 V 5.0 V 0.5 V

SEL B: 0.5 V 0.5 V 5.0 V

1. Turn DH SET knob and verify that dc voltage pairs at pins SEL A (P1-1) and SEL B (P1-2) sequen-
tially change (as shown above) at each knob detent.

2. For example: Suppose 0.5-V dc is measured at pin 1 (referenced to ground) and also at pin 2 (refer-
enced to ground). Turn the DH SET knob one click. The voltage at pin 1 should be 5-V dc and the
voltage at pin 2 should be 0.5-V dc. Turn the knob another click. The voltage at pin 1 should 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.

3. Turn left SET knob and verify that dc voltage pairs at pins SEL A (P1-7) and SEL B (P1-8) sequen-
tially change at each knob detent.

4. 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).

5. Verify that P1-6 is a ground when the RPT/MDA switch is set to RPT, and an open when set to MDA.

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 maintenance 523-0776652
[Link] ADC 1 Test Procedure

Note

The two ADCs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
Note that an airplane static check must be performed if pitot/static lines are removed from the com-
puter.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. Check for red IAS, ALT, and V/S fail annunciations on PFD 1. If present, replace the ADC.

c. 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.

Note

The following step will fail if the ARP has a defective transmitter or if the ADC has a defective re-
ceiver. The best way to isolate the failed LRU is to swap like units; the problem will follow the failed
LRU.

d. Turn the IAS (inner) reference knob on the left ARP and verify that the IAS bug display on the PFD re-
sponds. If not, test the ARP.

e. Turn the ALT SEL knob on the left ARP and verify that the preselect altitude display on both PFDs re-
spond. Repeat this step using the ALT SEL knob on the cross-side ARP, and verify that both displays re-
spond. If not, test the ADC 2. If the ADC 2 tests normal, check the crosstalk (ADC-4) buses between the
computers.

f. If an air intake port or temperature probe problem is suspected, then inspect as required. Pitot/static in-
put ports are located on each side of the aircraft.

g. 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 nor-
mally.

h. If an air data relay problem is suspected, refer to the ADC system schematic and verify airplane wiring.
The ADC should trip each relay at a specific airspeed or altitude.

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 maintenance 523-0776652
[Link] ADC 2 Test Procedure

Note

The two ADCs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
Note that an airplane static check must be performed if pitot/static lines are removed from the com-
puter.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. Check for red IAS, ALT, and V/S fail annunciations on PFD 1. If present, replace the ADC.

c. 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.

Note

The following step will fail if the ARP has a defective transmitter or if the ADC has a defective re-
ceiver. The best way to isolate the failed LRU is to swap like units; the problem will follow the failed
LRU.

d. Turn the IAS (inner) reference knob on the left ARP and verify that the IAS bug display on the PFD re-
sponds. If not, test the ARP.

e. Turn the ALT SEL knob on the left ARP and verify that the preselect altitude display on both PFDs re-
spond. Repeat this step using the ALT SEL knob on the cross-side ARP, and verify that both displays re-
spond. If not, test the ADC 2. If the ADC 2 tests normal, check the crosstalk (ADC-4) buses between the
computers.

f. If an air intake port or temperature probe problem is suspected, then inspect as required. Pitot/static in-
put ports are located on each side of the aircraft.

g. 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 nor-
mally.

h. If an air data relay problem is suspected, refer to the ADC system schematic and verify airplane wiring.
The ADC should trip each relay at a specific airspeed or altitude.

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 maintenance 523-0776652
[Link] ADF 1 Test Procedure

Note

If two ADFs are installed, they may be swapped with each other to verify airplane wiring and to
isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. 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 SDU and then select ADF 1 (or ADF) as the single-bar bearing pointer
source.

Note

The ADF 1 supplies bearing data to the left large displays (through IAPS) 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 appropri-
ate bus and receiving LRU.

c. Tune the ADF 1 to a local AM radio station using the left RTU. Verify that the bearing pointer on the
PFD 1 and on the SDU both indicate a reasonable bearing to the tuned station. Verify AM audio recep-
tion.

1. If test fails, verify that an open circuit is applied to ADF 1 pin P1-5 (RX PORT A/B ENBL). Then go
to step f.

d. Select the ADF mode page on the left RTU 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.

e. Display the LRU DIAGNOSTIC DATA page showing the ADF RECEIVER 1 word on the MFD. Push
and hold the ADF TEST button. Verify that the bearing pointers turn 90 degrees, and that the ADF RE-
CEIVER 1 diagnostic word is 400001. Release the button and verify that the pointers return to the pre-
test bearing indication and the diagnostic word is 600001.

1. If ADF 1 will not tune to a local station or if self-test fails, refer to Table 5-6 and investigate the in-
ternal ADF fault code (part of the diagnostic word). If the code indicates normal antenna power and
a low input signal level, test the ANT-462A/B. If the antenna tests normal, replace the ADF 1.

f. On the left EFIS CONTROL panel, push the OFF/RTU button to select OFF (left RTU blanks). Then
push the 1/2 button on the right RTU (selects ADF 1). Verify that bearing pointer indications remain
correct and that the ADF radio responds to the right RTU. If not correct, verify that a ground is applied
from the OFF/RTU button to ADF 1 pin P1-5 (RX PORT A/B ENBL). Then push the OFF/RTU button to
select RTU (normal operation).

g. If a problem is suspected with BFO reception, select ON BFO mode using the left RTU. The ADF 1 pro-
vides a 1000-Hz aural output tone when receiving a keyed CW signal.

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 maintenance 523-0776652
[Link] ADF 2 Test Procedure

Note

If two ADFs are installed, they may be swapped with each other to verify airplane wiring and to
isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. Select ADF 2 as the dual-bar bearing pointer source using the right CDU. Select RMI format on the SDU
and then select ADF 2 as the dual-bar bearing pointer source.

c. Select the ADF mode page on the right RTU and push the ADF line key (select ADF mode).

Note

The ADF 2 supplies bearing data to the right large displays (through IAPS) on the R-ADF-1 bus, and
to the SDU (through SDD) on the R-ADF-2 bus. If bearing data does not display, check the appropri-
ate bus and receiving LRU. If bearing does not display on the SDU, display the STRAPPING OP-
TION word on the LRU DIAGNOSTIC DATA page and verify that bit 14 is set. Verify that SDD pin
P2-17/42 (ADF 2) strap is installed.

d. 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 recep-
tion.

1. If test fails, verify that an open circuit is applied to ADF 2 pin P1-5 (RX PORT A/B ENBL). Then go
to step f.

e. Select the ADF mode page on the right RTU 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.

f. 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 turn 90 degrees, and that the ADF RE-
CEIVER 2 diagnostic word is 400002. Release the button and verify that the pointers return to the pre-
test bearing indication and the diagnostic word is 600002.

1. If ADF 2 will not tune to a local station or if self-test fails, refer to Table 5-6 and investigate the in-
ternal 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.

g. On the right EFIS CONTROL panel, push the OFF/RTU button to select OFF (right RTU blanks). Then
push the 1/2 button on the left RTU (selects ADF 2). Verify that bearing pointer indications remain cor-
rect and that the ADF radio responds to the left RTU. If not correct, verify that a ground is applied from
the OFF/RTU button to ADF 2 pin P1-5 (RX PORT A/B ENBL). Then push the OFF/RTU button to select
RTU (normal operation).

h. 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.

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 maintenance 523-0776652
[Link] AHC 1 (and ICU 1) Test P rocedure

Note

The two AHCs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
If the AHC is swapped or replaced, the ICU remains with the mount. If the ICU is replaced, a com-
pass swing must be performed.

Caution

Be extremely careful when handling the AHC, especially when setting the unit down on a fixture,
workbench, etc. Dropping one end as little as 19 mm (3/4 in) can damage gyro bearings. Store the
unit in its original shipping container when not in use and when carrying the unit between shops or
to the airplane for installation.
a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. If code 1AHC5 displays,
test FDU 1.

Note

When a new AHC is first installed, it may repeat initialization several times. Do not interrupt power
to the unit during this first initialization period. Subsequent initializations should complete in one or
two 70-second intervals.
b. If the AHRS power-up initialization is not successful, swap AHC 1 with the (operational) AHC 2. If the
fault follows the suspect AHC, replace that AHC. If the AHC now in the AHC 1 mount no longer initial-
izes, check the airplane wiring.
c. If both HDG fail (red boxed MAG) and ATT fail (red boxed ATT) annunciate on PFD 1, push the AHS
button on the left EFIS CONTROL panel to light the yellow section of the button (select offside AHS). If
both annunciations clear, replace AHC 1. Push the AHS button again to light the green section (select
onside AHS).
d. If only ATT fail annunciates (HDG fail does not annunciate), push the AHS button on the left EFIS
CONTROL panel to light the yellow section of the button (select offside AHS). If ATT fail annunciation
clears, replace AHC 1. Push the AHS button again to light the green section (select onside AHS).
e. If only HDG fail annunciates (ATT fail does not annunciate), test the FDU.
f. If HDG compare (yellow boxed HDG) annunciates on the PFD and both AHCs are valid (no ATT or HDG
fail annunciations), toggle the left and right remote HEADING switches from SLAVE to FREE to
SLAVE (fast slave). Make sure the airplane is not near any large metal objects. External metallic objects
like hangars, overhead power cables, and power carts can distort the AHRS heading sensors.
1. 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. If problem continues, replace the
FDU.
g. If attitude compare (yellow boxed PIT or ROL) annunciates on the PFD and both AHCs are valid (no
ATT or HDG fail annunciations), replace the AHC providing the incorrect attitude indication. Be sure
AHC mounts are properly installed.
h. The left remote HEADING switch causes the AHC to fast slave to the FDU heading. If a problem is sus-
pected with this switch, verify that +28 V dc is applied to AHC pin P1-26 when this switch is toggled to
FREE position. Refer to system schematic to check wiring of L/R SLAVE switch.
i. If a battery backup problem is suspected, pull the circuit breaker to remove primary power from AHC
pins P1-49 and P1-50. Battery power should still be applied to P1-51 and P1-52. The AHC should func-
tion normally for approximately 10 minutes.

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 maintenance 523-0776652
[Link] AHC 2 (and ICU 2) Test P rocedure

Note

The two AHCs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
If the AHC is swapped or replaced, the ICU remains with the mount. If the ICU is replaced, a com-
pass swing must be performed.

Caution

Be extremely careful when handling the AHC, especially when setting the unit down on a fixture,
workbench, etc. Dropping one end as little as 19 mm (3/4 in) can damage gyro bearings. Store the
unit in its original shipping container when not in use and when carrying the unit between shops or
to the airplane for installation.
a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. If code 2AHC5 displays,
test FDU 2.

Note

When a new AHC is first installed, it may repeat initialization several times. Do not interrupt power
to the unit during this first initialization period. Subsequent initializations should complete in one or
two 70-second intervals.
b. If the AHRS power-up initialization is not successful, 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 initial-
izes, check the airplane wiring.
c. If both HDG fail (red boxed MAG) and ATT fail (red boxed ATT) annunciate on PFD 2, push the AHS
button on the right EFIS CONTROL panel to light the yellow section of the button (select offside AHS).
If both annunciations clear, replace AHC 2. Push the AHS button again to light the green section (select
onside AHS).
d. If only ATT fail annunciates (HDG fail does not annunciate), push the AHS button on the right EFIS
CONTROL panel to light the yellow section of the button (select offside AHS). If ATT fail annunciation
clears, replace AHC 2. Push the AHS button again to light the green section (select onside AHS).
e. If only HDG fail annunciates (ATT fail does not annunciate), test the FDU.
f. If HDG compare (yellow boxed HDG) annunciates on the PFD and both AHCs are valid (no ATT or HDG
fail annunciations), toggle the left and right remote HEADING switches from SLAVE to FREE to
SLAVE (fast slave). Make sure the airplane is not near any large metal objects. External metallic objects
like hangars, overhead power cables, and power carts can distort the AHRS heading sensors.
1. 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. If problem continues, replace the
FDU.
g. If attitude compare (yellow boxed PIT or ROL) annunciates on the PFD and both AHCs are valid (no
ATT or HDG fail annunciations), replace the AHC providing the incorrect attitude indication. Be sure
AHC mounts are properly installed.
h. The right remote HEADING switch 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 AHC pin P1-26 when this switch is toggled
to FREE position. Refer to system schematic to check wiring of L/R SLAVE switch.
i. If a battery backup problem is suspected, pull the circuit breaker to remove primary power from AHC
pins P1-49 and P1-50. Battery power should still be applied to P1-51 and P1-52. The AHC should func-
tion normally for approximately 10 minutes.

20 January 1999 5-120

 maintenance 523-0776652
[Link] ALT Test Procedure

Note

The ALT and the RAC must both be operational to provide radio altitude information to other avi-
onics units.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. If a RADIO ALTIMETER fault displays, check the circuit breaker and verify that power is applied to
ALT pin P1-9.

c. Verify that both PFDs display approximately 0-foot radio altitude. If the radio altitude is not 0-foot
(while on the runway), check the AID altimeter strapping or suspect an antenna failure.

d. Push and hold the RA TEST button on either AAP. Verify that both PFDs display 50-foot radio altitude.

1. If the test fails, verify that a ground is applied from AAP pin P1-3 to RAC pin P1-40 and that a
ground is applied from RAC pin P1-29 to ALT pin P1-25 while the RA TEST button is pushed. If a
ground is missing, the ALT is not in test mode; check airplane wiring and replace the failed unit.

2. Verify that the voltage differential at ALT pin P1-57 to P1-59 is +10.4-V dc while the RA TEST but-
ton is pushed. If voltage is correct (but test fails), test the RAC. If voltage is not correct, replace the
ALT.

20 January 1999 5-121

 maintenance 523-0776652
[Link] ANT-462A/B Test Proced ure

Note

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.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. Note that the ANT-462A/B
does not report to the AVIONICS STATUS page, but any faults detected by these diagnostics should be
resolved before beginning this procedure.

b. Test the ADF receiver(s) 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-462A/B is operational.

c. If two ADFs are installed and only one of them passes its test procedure, swap receivers to isolate the
failed ADF or ANT/wiring problem.

d. 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:

1. +15 V dc on ADF 1 pin P1-9 (ANT B+).

2. -12 V dc on ADF 1 pin P1-17 (LOOP B-); present only in ADF mode.

3. Voltage activity on ADF 1 pins P1-37 (SIN MOD) and P1-41 (COS MOD) as the receiver is retuned to
a valid local frequency.

4. Select ANT mode. Connect a wire to the A1 coax input jack of the receiver and verify AM audio re-
ception. Then select ADF mode.

5. If any of these steps fail, replace the ADF 1. If all steps pass (and an ADF 1 problem exists), check
the airplane wiring to the antenna. If wiring is correct, replace the ANT-462A/B.

e. If two ADF receivers are installed, repeat step d using the right RTU to select modes for the right ADF.
Verify the ADF 2/ANT interface by checking the same pins specified above, but on the ADF 2 receiver.

1. If any steps fail, replace the ADF 2. If all steps pass (and an ADF 2 problem exists), check the air-
plane wiring to the antenna. If wiring is correct, replace the ANT-462B.

20 January 1999 5-122

 maintenance 523-0776652
[Link] ARP 1 Test Procedure

Note

The two ARP units may be swapped with each other to verify airplane wiring and to isolate a failed
unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

Note

The following steps will fail if the ARP has a defective transmitter or if the ADC has a defective re-
ceiver. The best way to isolate the failed LRU is to swap like units; the problem will follow the failed
LRU.

b. Push the TEMP button once to display the RAT temperature (on PFD 1), and then again to display the
ISA temperature. After 5 seconds, SAT temperature automatically displays.

c. Push the V button to sequentially select (underline) the V1, VR, V2, or IAS reference value displayed in
the speed reference (bug) table on PFD 1.

d. Turn the IAS reference (left inner) knob and verify 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.

e. Select VS mode (left side of FCP). Turn the VS reference (left outer) knob and verify that the VS refer-
ence value (displayed in FCS mode window of PFD 1) responds.

f. Turn the ALT SEL (right) knob and verify that the preselect altitude display (on PFD 1) responds. Push
the center CANCEL switch on this knob to cancel altitude alerts or to test the aural warning.

g. Turn the BARO switch (if necessary) to select HPA format on the PFD 1 barometric pressure display.
Turn the BARO (inner) knob and verify that the display responds. Push the PUSH STD button and ver-
ify that the display changes to 1013 HPA.

h. Turn the BARO switch to select IN HG format. Turn the BARO knob and verify that the display re-
sponds. Push the PUSH STD button and verify that the display changes to 29.92 IN.

20 January 1999 5-123

 maintenance 523-0776652
[Link] ARP 2 Test Procedure

Note

The two ARP units may be swapped with each other to verify airplane wiring and to isolate a failed
unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

Note

The following steps will fail if the ARP has a defective transmitter or if the ADC has a defective re-
ceiver. The best way to isolate the failed LRU is to swap like units; the problem will follow the failed
LRU.

b. Push the TEMP button once to display the RAT temperature (on PFD 2), and then again to display the
ISA temperature. After 5 seconds, SAT temperature automatically displays.

c. Push the V button to sequentially select (underline) the V1, VR, V2, or IAS reference value displayed in
the speed reference (bug) table on PFD 2.

d. Turn the IAS reference (left inner) knob and verify 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.

e. Select VS mode (right side of FCP). Turn the VS reference (left outer) knob and verify that the VS refer-
ence value (displayed in FCS mode window of PFD 2) responds.

f. Turn the ALT SEL (right) knob and verify 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.

g. 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 ver-
ify that the display changes to 1013 HPA.

h. Turn the BARO switch to select IN HG format. Turn the BARO knob and verify that the display re-
sponds. Push the PUSH STD button and verify that the display changes to 29.92 IN.

20 January 1999 5-124

 maintenance 523-0776652
[Link] CAD 1 Test Procedure

Note

Most installations contain two TDR-94/94D transponders (no TDR-90s or CAD-870s). Some installa-
tions 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.

Note

The two TDR-90s and the two CADs may be swapped with each other to verify airplane wiring and
to isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. The ATC XPONDER 1
fault codes apply to the CAD 1.

1. 1TDR1 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 BREAKR).

2. 1TDR2 code means an internal CAD fault is detected (status is FAILED).

3. 1TDR3 code means the L-RTU-2 bus from the number 1 RTU to the left COM/NAV radios is inactive
at the number 1 CAD input but active elsewhere (status is FAILED). 1TDR4 code means the R-RTU-
1 bus from the number 2 RTU to the left COM/NAV radios is inactive at the number 1 CAD input
but active elsewhere (status is FAILED).

b. 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.

c. On left EFIS CONTROL panel push the ATC button to select 1. If necessary, push the ATC STBY button
on the left RTU so that ATC (not STBY) appears on the ATC display line.

d. 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 REPLY annunciator on the RTU lights.

1. If test fails, check the (mode A) CAD/TDR wiring. Verify that a ground is applied from CAD pin P1-
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 P1-17 to CAD pin P1-40 (RE-
PLY).

e. Push the ALT line key to display ON ALT (mode C). Then repeat step d. If test fails, check the (mode C)
CAD/TDR wiring and verify that a ground is applied from CAD pin P1-16 to TDR pin P1-46 (MODE SEL
C).

f. On left EFIS CONTROL panel push the RTU/OFF button to select OFF. Select the ATC mode page on
the right RTU. Then push the TST line key and verify that the REPLY annunciator lights. If test fails,
verify that a ground is applied to CAD 1 pin P1-43 (RX PORT A/B SELECT). Then push the button
again to select RTU (normal operation).

g. If an ident problem is suspected, verify that +5-V dc is applied from CAD pin P1-25 to TDR P1-5 when
the ATC ID button or control wheel IDENT switch is pushed.

20 January 1999 5-125

 maintenance 523-0776652
[Link] CAD 2 Test Procedure

Note

Most installations contain two TDR-94/94D transponders (no TDR-90s or CAD-870s). Some installa-
tions 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.

Note

The two TDR-90s and the two CAD units may be swapped with each other to verify airplane wiring
and to isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. The ATC XPONDER 2
fault codes apply to the CAD 2.

1. 2TDR1 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).

2. 2TDR2 code means an internal CAD fault is detected (status is FAILED). 2TDR3 code means the R-
RTU-2 bus from the number 2 RTU to the right COM/NAV radios is inactive at the number 2 CAD
input but active elsewhere (status is FAILED).

3. 2TDR4 code means the L-RTU-1 bus from the number 1 RTU to the right COM/NAV radios is inac-
tive at the number 2 CAD input but active elsewhere (status is FAILED).

b. 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.

c. On right EFIS CONTROL panel push the ATC button to select 2. If necessary, push the ATC STBY but-
ton on the right RTU so that ATC (not STBY) appears on the ATC display line.

d. 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. Verify that the REPLY annunciator on the RTU lights.

1. If test fails, check the (mode A) CAD/TDR wiring. Verify that a ground is applied from CAD pin P1-
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 P1-17 to CAD pin P1-40 (RE-
PLY).

e. Push the ALT line key to display ON ALT (mode C). Then repeat step d. If test fails, check the (mode C)
CAD/TDR wiring and verify that a ground is applied from CAD pin P1-16 to TDR pin P1-46 (MODE SEL
C).

f. On right EFIS CONTROL panel push the RTU/OFF button to select OFF. Select the ATC mode page on
the left RTU. Then push the TST line key and verify that the REPLY annunciator lights. If test fails,
verify that a ground is applied to CAD 2 pin P1-43 (RX PORT A/B SELECT). Then push the button
again to select RTU (normal operation).

g. If an ident problem is suspected, verify that +5-V dc is applied from CAD pin P1-25 to TDR P1-5 when
the ATC ID button or control wheel IDENT switch is pushed.

20 January 1999 5-126

 maintenance 523-0776652
[Link] CDC Test Procedure

Note

The CDC is not installed if the airplane has dual AMS/FMS. If the CDC fails, the diagnostic system
may incorrectly identify some failures. Troubleshoot the CDC before investigating other failures de-
tected by the diagnostics.

Note

After replacing the CDC, apply power and verify that the PROGRAM number and date displayed on
the left and right CDU initialization pages agree. If not, the left FMCs and the right CDC may have
incompatible software.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. Note that the CDC is pow-
ered by the PWR 2B module in the IAPS.

b. If "FMS FAULT" annunciates on the right CDU, first cycle the FMS 2 circuit breaker and wait 5 min-
utes. If this fault annunciates again, check that the R-FMS-3 bus is active at the CDU 2 input (pins P1-
6/7). If the bus is not present at the CDU and the airplane wiring is correct, replace the CDC. If the bus
is present, swap CDUs to isolate the failed CDU or CDC.

c. If "CDU FAULT" annunciates on the right CDU, test the CDU 2.

d. If not already done, test the number 1 FMC-851C before continuing this procedure. The FMC-851C must
be operational to fully test the CDC.

e. 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.

1. If FMS source annunciation is red and boxed, replace the CDC.

2. If CDU underline response is not correct, then swap CDUs to isolate the failed CDU or CDC.

20 January 1999 5-127

 maintenance 523-0776652
[Link] CDU-860( ) 1 Test Proced ure

Note

The two CDUs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
If a CDU-860A is installed or replaced, refer to procedure at bottom of page.
a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.
b. If the display is blank, check the circuit breaker. On the left EFIS CONTROL panel, be sure that the
green section of the CDU button is lit (normal operation). If display is still blank, swap the CDU 1 with
the (operational) CDU 2 to isolate a failed CDU or airplane wiring problem.
c. If "FMS FAULT" annunciates (on CDU), test the FMC-851C 1.
d. If "CDU FAULT" annunciates (on CDU), replace the CDU 1.
e. Select FMS (or FMS 1) and then VOR 1 (or LOC 1) as the active NAV source. Verify proper underline re-
sponse on the CDU. If not, swap CDUs to isolate a failed CDU or FMC/airplane wiring problem.
f. Push the CDU button on the left EFIS CONTROL panel to light the yellow section of the button (select
offside CDU). Verify that the CDU 1 display blanks. If not, check that a ground is applied from the but-
ton to CDU pin P1-23. Then push the CDU button again to light the green section (select normal opera-
tion).
g. Check all CDU line keys, pushbuttons, and knobs for sticking or improper operation.
1. 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.
2. If a radio does not retune, check the left EFIS CONTROL panel and verify that the RMT TUNE sec-
tion of the OFF/RMT TUNE button is lit (normal operation). If correct, test RTU 1 and the suspect
radio. If any FMS control function fails, test the FMC-851C 1. If a radar control function fails, test
the RTA.
h. If an AAP 1 problem exists, test the AAP 1 and verify AAP/CDU 1 wiring. If AAP 1 tests normal and
wiring is correct, replace the CDU 1.
i. If a CHP problem exists, test the CHP and verify CHP/CDU 1 wiring. If the CHP tests normal and wir-
ing is correct, replace the CDU 1.
1. CDU-860A CONFIGURATION PROCEDURE: Perform the following procedure when a CDU-860A is
first installed and anytime a CDU-860A is reinstalled after repair. This procedure configures the
DMU and the CDUs.
(a) Power down both CDUs and the DMU.
(b) Connect "AFIS configuration maintenance test plug (GWS P/N 518)" to the DMU.
(c) Power up the DMU.
(d) Power up the CDU 1.
(e) Select CONFIG SETUP on CDU 1 and set the configuration.
(f) Select UPDATE CONFIG on CDU 1. If necessary, repeat steps E and F until configuration is ac-
cepted by DMU limit checks.
(g) Power up the 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 test plug from DMU.
Note

If the DMU is already configured and one of the CDUs is replaced, skip steps (d), (e), and (f). Then,
power up the new CDU and continue configuration procedure for that CDU.

20 January 1999 5-128

 maintenance 523-0776652
[Link] CDU-860( ) 2 Test Proced ure

Note

The two CDUs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
If a CDU-860A is installed or replaced, refer to configuration procedure on CDU 1 test page.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. If the display is blank, check the circuit breaker. On the right EFIS CONTROL panel, be sure that the
green section of the CDU button is lit (normal operation). If display is still blank, swap the CDU 2 with
the (operational) CDU 1 to isolate a failed CDU or airplane wiring problem.

c. If "FMS FAULT" annunciates (on CDU), test the CDC or FMC-851C 2.

d. If "CDU FAULT" annunciates (on CDU), replace the CDU 2.

e. If "FMS NAV UNAVAILABLE" annunciates (on CDU), test the CDC (cross-talk problem). Note that the
CDU 2 may still be able to tune the radios and control the large displays.

f. Select FMS (or FMS 2) and then VOR 2 (or LOC 2) as the active NAV source. Verify proper underline re-
sponse on the CDU. If not, swap CDUs to isolate a failed CDU or CDC/FMC/airplane wiring problem.

g. Push the CDU button on the right EFIS CONTROL panel to light the yellow section of the button (select
offside CDU). Verify that the CDU 2 display blanks. If not, check that a ground is applied from the but-
ton to CDU pin P1-23. Then push the CDU button again to light the green section (select normal opera-
tion).

h. Check all CDU line keys, pushbuttons, and knobs for sticking or improper operation.

1. 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.

2. If a radio does not retune, check the right EFIS CONTROL panel and verify that the RMT TUNE
section of the OFF/RMT TUNE button is lit (normal operation). If correct, test RTU 2 and the sus-
pect radio. If any FMS control function fails, test the CDC or FMC-851C 2. If a radar control function
fails, test the RTA.

i. If an AAP 2 problem exists, test the AAP 2 and verify AAP/CDU 2 wiring. If AAP 2 tests normal and
wiring is correct, replace the CDU 2.

j. If a CHP problem exists, test the CHP and verify CHP/CDU 2 wiring. If the CHP tests normal and wir-
ing is correct, replace the CDU 2.

20 January 1999 5-129

 maintenance 523-0776652
[Link] CHP Test Procedure

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. Note that the CHP does
not report to the AVIONICS STATUS page, but any faults detected by these diagnostics should be re-
solved before beginning this procedure.

b. Select VOR 1 as the active NAV source (on CDU 1). Tune the VOR 1 receiver to a local station or to a
ground test frequency.

c. Turn the CRS 1 knob and verify that the active course display and active course pointer on the PFD 1
respond. Push the PUSH DIRECT switch (in the knob) and verify that the active course shows an angle
direct to the tuned station. If test fails, go to step 7.0.

d. Repeat step 3.0 using the CRS 2 knob and the PFD 2 display. If test fails, go to step 7.0.

e. 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 verify that both heading bugs move to the lubber line. If test fails, go to step 7.0.

f. Display a checklist on the right MFD. If a remote joystick select switch is installed, set this switch to 2.
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. Set the optional joystick select switch to 1, and repeat this step using the
left MFD.

1. If test fails, verify continuity from CHP pin P1-9 to the following pins as the joystick is held in posi-
tion: P1-20 (up), P1-21 (down), P1-22 (right), and P1-23 (left). If normal, check wiring to the MFD. If
wiring is correct, test the MFD.

g. An alternate way to test the CHP knob functions is provided below. If these tests pass, the CHP knobs
are operational. If a knob fails an above test but passes these tests, check CHP/CDU wiring; if wiring is
correct, test left or right CDU.

SEL A: 0.5 V 0.5 V 5.0 V 0.5 V

SEL B: 0.5 V 0.5 V 0.5 V 5.0 V

1. Turn CRS 1 knob and verify that dc voltage pairs at pins SEL A (P1-8) and SEL B (P1-7) sequen-
tially change (as shown above) at each knob detent.

2. For example: Suppose 0.5-V dc is measured at pin 8 (referenced to ground) and also at pin 7 (refer-
enced to ground). Turn the CRS 1 knob one click. The voltage at pin 8 should be 5-V dc and the volt-
age 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.

3. Turn CRS 2 knob and verify that dc voltage pairs at pins SEL A (P1-2) and SEL B (P1-1) sequen-
tially change at each knob detent.

4. Turn HDG knob and verify that dc voltage pairs at pins SEL A (P1-6), SEL B (P1-5), SEL A (P1-4),
and SEL B (P1-3) sequentially change at each knob detent.

5. Verify that while a knob inset button is pushed, a ground is applied to the proper pin(s). CRS 1
grounds pin P1-18 (DIRECT TO), CRS 2 grounds pin P1-15 (DIRECT TO), and HDG grounds pins
P1-17 and P1-16 (SYNC).

20 January 1999 5-130

 maintenance 523-0776652
[Link] CMA 1 (and VLF-ANT, G PS-ANT) Test Procedure

Note

If two CMAs are installed, they may be swapped with each other to verify airplane wiring and to
isolate a failed unit. The CMA and the VLF-ANT must both be operational to provide VLF informa-
tion to the FMS navigator. The CMA-764-1 and the GPS-ANT must both be operational to provide
GPS information to the FMS navigator.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. Display the LRU DIAGNOSTIC DATA page showing the VLF RECEIVER 1 word on the MFD. If the di-
agnostic word is 600001 (normal), go to step 4.0.

1. If the word is not 600001, refer to Table 5-26 and investigate the fault.

2. If bit 20, 21, or 22 is set, check the LB-GP BUS 2 and RB-GP BUS 2 data bus inputs to the CMA.

3. If any of bits 23 through 29 are set (except for bit 26), then replace the CMA. These bits note failures
detected during internal self-test.

4. If bit 26 is set, check the H-field antenna input to the CMA. If wiring is correct, replace the VLF-
ANT.

c. Push the IDX, FMS (or FMS 1), 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.

d. Select VLF (or VLF 1) format on the 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.

e. CMA-764-1 ONLY: Push the IDX, FMS (or FMS 1), 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 dis-
play, then the GPS-ANT and the GPS receiver (in CMA-764-1) are operational.

20 January 1999 5-131

 maintenance 523-0776652
[Link] CMA 2 (and VLF-ANT, G PS-ANT) Test Procedure

Note

The CMA 2 is an optional unit. If two CMA units are installed, they may be swapped with each other
to verify airplane wiring and to isolate a failed unit. The CMA and the VLF-ANT must both be op-
erational to provide VLF information to the FMS navigator. The CMA-764-1 and the GPS-ANT must
both be operational to provide GPS information to the FMS navigator.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. Display the LRU DIAGNOSTIC DATA page showing the VLF RECEIVER 2 word on the MFD. If the di-
agnostic word is 600002 (normal), go to step 4.0.

1. If the word is not 600002, refer to Table 5-26 and investigate the fault.

2. If bit 20, 21, or 22 is set, check the LB-GP BUS 2 and RB-GP BUS 2 data bus inputs to the CMA.

3. If any of bits 23 through 29 are set (except for bit 26), then replace the CMA. These bits note failures
detected during internal self-test.

4. If bit 26 is set, check the H-field antenna input to the CMA. If wiring is correct, replace the VLF-
ANT.

c. Push the IDX, FMS 2, 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 R-VLF-1 bus.

d. Select VLF 2 format on the SDU and verify that the "VLF 2" format annunciator is not crossed out. If the
VLF annunciation is displayed with an "X" through it, check the R-VLF-2 bus and the SDD. Note that
this data path is not monitored by any of the built-in diagnostics.

e. CMA-764-1 ONLY: Push the IDX, FMS 2, 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 display, then
the GPS-ANT and the GPS receiver (in CMA-764-1) are operational.

20 January 1999 5-132

 maintenance 523-0776652
[Link] DAU Test Procedure

Note

The DAU is a 2-channel redundant unit. Both channels report to the diagnostic system. If either
channel fails, replace the DAU.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. Display the LRU DIAGNOSTIC DATA page showing the DATA ACQ UNIT A word on the MFD. Refer to
Table 5-10 and investigate non-zero digits.

1. If bit 18 is set, check for R-MFD-1 bus activity at DAU pins P1-13/14.

c. Display the LRU DIAGNOSTIC DATA pages showing the DATA ACQ UNIT B word on the MFD. Refer
to Table 5-10 and investigate non-zero digits.

1. If bit 18 is set (and an optional pilot MFD is installed), check for L-MFD-1 bus activity at the DAU
pins P2-48/47.

d. If a problem is suspected with an input discrete to the DAU, refer to the ADAS system schematic and
check that input. The airplane input discretes are listed in a table by the system schematics. Verify each
input as appropriate; a ground is the active logic state.

e. If a problem is suspected with a DAU discrete output, refer to the ADAS system schematic and check
that output. The airplane output discretes are listed in a table by the system schematics. Verify each
output as appropriate; a ground is the active logic state.

20 January 1999 5-133

 maintenance 523-0776652
[Link] DBU-4000 Test Procedur e

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. Check the DBU front panel indicator lights.

1. Verify that the green POWER light is on. If the POWER light is off, check that +28 V dc power is ap-
plied to DBU pin P1-B/D; power may also be applied to pin P1-T/R. If power is present but the light
is off, replace the DBU.

2. Verify that the red FAIL light is off. If the FAIL light is on, replace the DBU.

c. Push the IDX page key on the CDU 1. Then push the READ/WRITE DISKETTE line key.

d. 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 ([Link] or [Link]). If the
CDU 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 (known-good) diskette.

1. It is not necessary to actually load a file into system memory to test the DBU read function. Push the
CANCEL line key and then the READ/WRITE DISKETTE line key.

e. 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.

f. 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 any other error message displays, repeat this step with another blank diskette.

1. After the write operation is complete, a WRITE COMPLETE message displays on the CDU. Then
push the INDEX line key.

g. Repeat steps 3.0 through 6.0 using the CDU 2. This test verifies that both CDUs can operate the DBU.
In a dual AMS/MFD system, this test exercises the number 2 FMC computers.

20 January 1999 5-134

 maintenance 523-0776652
[Link] DME 1 Test Procedure

Note

The two DMEs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. Tune the VIR 1 (and DME 1) to a VOR frequency such as 117.00 MHz using the left RTU. Select VOR 1
as the active NAV source using the left CDU. Select HSI format on the ND/MFD 1. Select DME format
on the SDU; monitor column 1 display data.

Note

The DME 1 supplies NAV data to the PFD/ND/MFD 1 (through IAPS) on the L-DME-1 bus, and to
the SDU (through SDD) on the L-DME-2 bus. If DME data is not displayed, check the appropriate
bus.

c. Select the NAV mode page on the left RTU. Then push and hold the TST line key. On the PFD/ND/MFD
1 and SDU, verify that the DME distance display is 100 NM and the station ident is AOK. Verify that
DME audio ident is AOK.

d. Tune the VIR 1 (and DME 1) to a local VOR frequency using the left RTU. Verify that the distance indi-
cations on the PFD/ND/MFD 1 and SDU agree and are reasonable. If test fails, verify that an open cir-
cuit is applied to DME 1 pin P1-42 (RX PORT A/B ENBL).

e. On the left EFIS CONTROL panel, push the OFF/RTU button to OFF (left RTU blanks). Then push the
1/2 button on the right RTU (selects 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 OFF/RTU
button to DME 1 pin P1-42 (RX PORT A/B ENBL). Then push the OFF/RTU button to select RTU (nor-
mal operation).

f. Verify that the VOR 1 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 left RTU.
Verify that DME HOLD annunciates on the RTU 1, HOLD annunciates on the SDU, and H annunciates
on the PFD/ND/MFD 1.

g. 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 f. Then push the DME HLD button
and verify that the DME retunes to the new frequency.

h. If an L-band suppression problem is suspected, verify that a blanking pulse is applied from pin P1-

20 January 1999 5-135

 maintenance 523-0776652
[Link] DME 2 Test Procedure

Note

The two DMEs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. Tune the VIR 2 (and DME 2) to 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. Select DME format on
the SDU; monitor column 2 display data.

Note

The DME 2 supplies NAV data to the PFD/MFD 2 (through IAPS) on the R-DME-1 bus, and to the
SDU (through SDD) on the R-DME-2 bus. If DME data is not displayed, check the appropriate bus.

c. Select the NAV mode page on the right RTU. Then push and hold the TST line key. On the PFD/MFD 2
and SDU, verify that the DME distance display is 100 NM and the station ident is AOK. Verify that
DME audio ident is AOK.

d. Tune the VIR 2 (and DME 2) to a local VOR frequency using the right RTU. Verify that the distance in-
dications on the PFD/MFD 2 and SDU agree and are reasonable. If test fails, verify that an open circuit
is applied to DME 2 pin P1-42 (RX PORT A/B ENBL).

e. On the right EFIS CONTROL panel, push the OFF/RTU button to OFF (right RTU blanks). Then push
the 1/2 button on the left RTU (selects 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 OFF/RTU
button to DME 2 pin P1-42 (RX PORT A/B ENBL). Then push the OFF/RTU button to select RTU (nor-
mal operation).

f. 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, and H annunciates
on the PFD/MFD 2.

g. 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 f. Then push the DME HLD button
and verify that the DME retunes to the new frequency.

h. If an L-band suppression problem is suspected, verify that a blanking pulse is applied from pin P1-14
when DME 2 transmits.

20 January 1999 5-136

 maintenance 523-0776652
[Link] FCC-850A 1 Test Procedu re

Note

When investigating an autopilot problem, check the FCS report mode diagnostic codes. When inves-
tigating a flight director problem, the two FCCs may be swapped with each other to verify airplane
wiring and to isolate a failed unit. Refer to ESDS caution in paragraph 5.10.2.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. Note that FCC 1 diagnos-
tics are disabled if the PWR 1A module fails.

AUTOPILOT PROBLEM:
b. Enter FCS DIAGNOSTICS and display the REPORT MODE page. Refer to paragraph 5.8.1, and investi-
gate all nonzero codes. Push the SUMMARY line keys for an on-screen explanation of the codes, or refer
to Table 5-29 through Table 5-37. If an FCC column is blank, replace that left or right FCC.

1. Record each 6-digit REPAIR code (error summary) if all digits are not 0.
2. If autopilot/yaw damper will not engage: Record all six digits of each AP ENG and YD ENG code.
3. If autopilot/yaw damper disengaged itself: Record all six digits of each AP DIS and YD DIS code.
4. If the amber RB (fail) annunciator on the FCP is lit (and RUDDER BOOST switch is set to ON): Rec-
ord all six digits of each BOOST code. Check for +28 V dc RUD BOOST ARM voltage at L/P2-30,
R/P2-30, and rudder SVO pin P1-E; refer to FCS system schematic.

c. If an autopilot control problem is suspected, test the FCP.

d. If a servo problem is suspected, test the SVOs.

FLIGHT DIRECTOR PROBLEM:

e. If FD (fail) annunciates on either PFD, record and investigate the 6-digit STEER codes displayed on the
REPORT mode page.

f. If a flight director mode select problem is suspected, test the FCP.

g. Exit FCS DIAGNOSTICS and check that the AP and YD are not engaged. Push the HDG button (left
side of FCP). Momentarily push the HDG knob on the CHP. Turn the HDG knob and verify that the PFD
1 command bars respond laterally.

h. Push the VS button (left side of FCP). Turn the VS reference knob on the left ARP and verify that the
PFD command bars respond vertically.

i. If the red TRIM (fail) annunciator on the FCP is lit, the FCCs have detected a pitch trim failure. Refer to
the FCS system schematics and verify trim I/O at the ICC connectors. Use the OUTPUT MODE diagnos-
tics according to paragraph 5.8.3 and set FCC trim outputs to isolate an FCC/trim interface problem.

1. Verify normal pitch trim operation as follows:

(a) Operate the manual trim switch (outboard horn) to zero the pitch trim indicator (lower-center of
instrument panel). Center the control column and then engage the autopilot.
(b) Move the column forward until the trim system runs; verify the indicator shows nose-up trim
(NUP). Disengage autopilot and repeat test, but move the control column back and verify nose-
down trim (NDN).

20 January 1999 5-137

 maintenance 523-0776652
[Link] FCC-850A 2 Test Procedu re

Note

When investigating an autopilot problem, check the FCS report mode diagnostic codes. When inves-
tigating a flight director problem, the two FCCs may be swapped with each other to verify airplane
wiring and to isolate a failed unit. Refer to ESDS caution in paragraph 5.10.2.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. Note that FCC 2 diagnos-
tics are disabled if the PWR 2A module fails.

AUTOPILOT PROBLEM:

b. Enter FCS DIAGNOSTICS and display the REPORT MODE page. Refer to paragraph 5.8.1, and investi-
gate all nonzero codes. Push the SUMMARY line keys for an on-screen explanation of the codes, or refer
to Table 5-29 through Table 5-37. If an FCC column is blank, replace that left or right FCC.

1. Record each 6-digit REPAIR code (error summary) if all digits are not 0.

2. If autopilot/yaw damper will not engage: Record all six digits of each AP ENG and YD ENG code.

3. If autopilot/yaw damper disengaged itself: Record all six digits of each AP DIS and YD DIS code.

4. If the amber RB (fail) annunciator on the FCP is lit (and RUDDER BOOST switch is set to ON): Rec-
ord all six digits of each BOOST code. Check for +28 V dc RUD BOOST ARM voltage at L/P2-30,
R/P2-30, and rudder SVO pin P1-E; refer to FCS system schematic.

c. If an autopilot control problem is suspected, test the FCP.

d. If a servo problem is suspected, test the SVOs.

FLIGHT DIRECTOR PROBLEM:

e. If FD (fail) annunciates on either PFD, record and investigate the 6-digit STEER codes displayed on the
REPORT mode page.

f. If a flight director mode select problem is suspected, test the FCP.

g. Exit FCS DIAGNOSTICS and check that the AP and YD are not engaged. Push the HDG button (right
side of FCP). Momentarily push the HDG knob on the CHP. Turn the HDG knob and verify that the PFD
2 command bars respond laterally.

h. Push the VS button (right side of FCP). Turn the VS reference knob on the right ARP and verify that the
PFD command bars respond vertically.

i. The red TRIM (fail) annunciator on the FCP is lit, the FCCs have detected a pitch trim failure. Test and
troubleshoot according to the FCC 1 test procedure.

20 January 1999 5-138

 maintenance 523-0776652
[Link] FCP Test Procedure

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. Note that the FCP is not
supplied by Collins, but is monitored by diagnostics. Detected MODE SEL PANEL 1 and MODE SEL
PANEL 2 faults apply to the FCP.
b. Check that (only) one of the green autopilot transfer arrows is lit. If not, verify that power is applied to
FCP pin P1-20/2 (+5 V ISOL A) and to pin P1-21/24 (+5 V ISOL B).
c. Push the AP XFR button several times and verify that the left or right autopilot transfer arrow alter-
nately lights.

Note

The AP and YD will not engage if FCC monitors detect a failure.

d. Push the YD button and verify that the indicator above the button lights. Push the YD button again and
verify the indicator light goes off.
e. Push the AP button and verify that the indicators above the AP and YD buttons both light. Verify that
pushing each AP DISC, GO AROUND, and manual trim switch disengages the autopilot. AP DISC also
disengages the yaw damper.
f. The following mode select buttons are push-on/push-off switches: HDG, 1/2 BANK, NAV, APPR, ALTS,
ALT, VNAV, and VS. Alternately push one of these (left or right) buttons "on" and verify that the mode
indicator above the button lights, and that the selected mode annunciates on the onside PFD. Then push
the button again to clear that mode.
1. With the autopilot engaged, alternately push the (center) TURB button on or off and verify the indi-
cator above the button lights or clears.
g. The LVL CHG and SPD mode select buttons are switches that do not operate as described above. Test
these (left and right) switches as described below.
1. Set the preselect altitude (ALT SEL knob on either ARP) to a value above the present airplane alti-
tude. Push the LVL CHG button to select climb mode, and verify that CLM annunciates on the on-
side 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 to clear the mode.
2. Push the SPD button, and verify that IAS annunciates on the PFD and that the indicator above the
button lights. Push the SPD button again, and verify that MACH annunciates in place of IAS. Push
the SPD button a third time to clear the mode.

Note

An alternate way to check the FCP buttons is to put one FCC into FCS DIAGNOSTICS and display
the INPUT MODE page. Select a switch parameter (SWIHDG, SWI1/2, SWINAV, SWIAPP, SWI-
PRE, SWIALT, SWILVL, SWIVNV, SWIVS, SWISPD, SWITRB, SWIXFR, ENGA/P, or ENGY/D)
and then push that FCP button. Verify that the parameter is TRUE while that button is pushed, and
FALSE when the button is released. The ENGA/P and ENGY/D parameters latch TRUE or FALSE.

h. Put both FCCs into FCS DIAGNOSTICS output mode. Toggle both the left and the right ANNUNS pa-
rameter to TRUE. On the FCP verify that both RB annunciators, the TRIM annunciator, the TURB indi-
cator, and all mode select indicators light. Toggle ANNUNS parameters to FALSE. Exit left and right
diagnostics.
i. If a servo engage (clutch) problem is suspected, test the SVOs.
j. If an I/O problem is suspected, refer to the FCP system schematic. A signal specification is listed for each
unit connector pin.

20 January 1999 5-139

 maintenance 523-0776652
[Link] FDU 1 Test Procedure

Note

If the FDU is swapped or replaced, a compass swing must be performed. If any FDU mounting
hardware is replaced, ensure that new hardware is made of nonmagnetic material.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. Note that the FDU does
not report to the AVIONICS STATUS page, but any faults detected by these diagnostics should be re-
solved before beginning this procedure.

1. If code 2AHC5 displays on the AVIONICS STATUS page, a flux detector problem has been detected.
This code is caused by a failed AHC 2 or a failed FDU 2. Swap AHCs to isolate the failed AHC or
FDU/wiring problem.

b. If both HDG fail (red boxed MAG) and ATT fail (red boxed ATT) annunciate on PFD 2, test the AHC 2.

1. If HDG compare (yellow boxed HDG) annunciates on PFD 2, test the AHC 2.

c. If only HDG fail annunciates (ATT fail does not annunciate), swap AHC computers. If the problem fol-
lows the suspect computer, replace the AHC.

1. If HDG fail still annunciates on PFD 2, check that the ICU 2 setup mode switch is set to the off posi-
tion. 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.

20 January 1999 5-140

 maintenance 523-0776652
[Link] FDU 2 Test Procedure

Note

If the FDU is swapped or replaced, a compass swing must be performed. If any FDU mounting
hardware is replaced, ensure that new hardware is made of nonmagnetic material.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. Note that the FDU does
not report to the AVIONICS STATUS page, but any faults detected by these diagnostics should be re-
solved before beginning this procedure.

1. If code 2AHC5 displays on the AVIONICS STATUS page, a flux detector problem has been detected.
This code is caused by a failed AHC 2 or a failed FDU 2. Swap AHCs to isolate the failed AHC or
FDU/wiring problem.

b. If both HDG fail (red boxed MAG) and ATT fail (red boxed ATT) annunciate on PFD 2, test the AHC 2.

1. If HDG compare (yellow boxed HDG) annunciates on PFD 2, test the AHC 2.

c. If only HDG fail annunciates (ATT fail does not annunciate), swap AHC computers. If the problem fol-
lows the suspect computer, replace the AHC.

1. If HDG fail still annunciates on PFD 2, check that the ICU 2 setup mode switch is set to the off posi-
tion. 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.

20 January 1999 5-141

 maintenance 523-0776652
[Link] FMC-851C 1 Test Proced ure

Note

The primary diagnostic system is contained in the number 1 FMC-851C and FMC-852C 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 dual AMS is installed, a second (independent) diagnostic system is contained in the number 2 FMC-
851C/852C computers. Use both sets of diagnostics and swap computer pairs to isolate a 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 re-
placed, the system will erase all stored AMS information (data base, checklists, routes, fault history, etc).
Use the DBU to download this information onto disk before changing either computer. Then upload
these files into the replacement FMC computer. Refer to ESDS caution in paragraph 5.10.2.

After replacing the FMC, apply power and verify that the PROGRAM number and date displayed on the
left and right CDU initialization pages agree. If not, the left FMCs and the right CDC/FMCs may have
incompatible software.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. If "FMS FAULT" annunciates on the left CDU, first cycle the FMS 1 circuit breaker and wait 5 minutes.
If this fault annunciates again, check that the L-FMS-3 bus is active at the CDU 1 input (pins P1-6/7). If
the bus is not present at the CDU and the airplane wiring is correct, replace the FMC. If the bus is pres-
ent, swap CDUs to isolate the failed CDU or FMC.

c. If "CDU FAULT" annunciates on the left CDU, test the CDU 1.

d. Select FMS (or FMS 1) as the active NAV source (on CDU 1). Verify proper FMS active source annuncia-
tion on the PFD 1 and (underline) response on the CDU.

1. If FMS source annunciation is red and boxed, replace the FMC.

2. If CDU underline response is not correct, then swap CDUs to isolate the failed CDU or FMC.

e. This step applies only if an MFD 1 is installed. Push the MAP key on CDU 1 to display the present posi-
tion 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.

f. This step applies only if an ND 1 is installed. Enter a flight plan into the FMS. Push the MAP key on
CDU 1 to 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.

g. If an FMS control failure is suspected, swap CDUs to isolate the failed CDU or FMC. Operate the CDU
button on the left EFIS CONTROL panel to help isolate a failed CDU.

1. If a data base update problem exists, suspect the DBU or the FMC. Test the DBU. If the DBU tests
normal, replace the FMC.

20 January 1999 5-142

 maintenance 523-0776652
[Link] FMC-851C 2 Test Proced ure

Note

The (optional) number 2 primary diagnostic system is available if dual AMS 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 IAPS. If either FMC computer or if the PWR 2B fails, these diagnostics may
be disabled.

Another (independent) primary diagnostic system is contained in the number 1 FMC-851C/852C com-
puters. Use both sets of diagnostics and swap computer pairs to isolate a 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 re-
placed, the system will erase all stored AMS information (data base, checklists, routes, fault history, etc).
Use the DBU to download this information onto disk before changing either computer. Then upload
these files into the replacement FMC computer. Refer to ESDS caution in paragraph 5.10.2.

After replacing the FMC, apply power and verify that the PROGRAM number and date displayed on the
left and right CDU initialization pages agree. If not, the left FMCs and the right FMCs may have incom-
patible software.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. If "FMS FAULT" annunciates on the right CDU, first cycle the FMS 2 circuit breaker and wait 5 min-
utes. If this fault annunciates again, check that the R-FMS-3 bus is active at the CDU 2 input (pins P1-
6/7). If the bus is not present at the CDU and the airplane wiring is correct, replace the FMC. If the bus
is present, swap CDUs to isolate the failed CDU or FMC.

c. If "CDU FAULT" annunciates on the right CDU, test the CDU 2.

d. Select FMS 2 as the active NAV source (on CDU 2). Verify proper FMS active source annunciation on the
PFD 2 and (underline) response on the CDU.

1. If FMS source annunciation is red and boxed, replace the FMC.

2. If CDU underline response is not correct, then swap CDUs to isolate the failed CDU or FMC.

e. Push the MAP key on CDU 2 to display the present position map on MFD 2. 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.

f. If an FMS control failure is suspected, swap CDUs to isolate the failed CDU or FMC. Operate the CDU
button on the right EFIS CONTROL panel to help isolate a failed CDU.

g. If a data base update problem exists, suspect the DBU or the FMC. Test the DBU. If the DBU tests nor-
mal, replace the FMC.

20 January 1999 5-143

 maintenance 523-0776652
[Link] FMC-852C 1 Test Proced ure

Note

The primary diagnostic system is contained in the number 1 FMC-851C and FMC-852C 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.

The FMC-851C and the FMC-852C operate together as a matched pair. If either of these units is re-
placed, the system will erase all stored AMS information (data base, checklists, routes, fault history, etc).
Use the DBU to download this information onto disk before changing either computer. Then upload
these files into the replacement FMC computer. Refer to ESDS caution in paragraph 5.10.2.

After replacing the FMC, apply power and verify that the PROGRAM number and date displayed on the
left and right CDU initialization pages agree. If not, the left FMCs and the right CDC/FMCs may have
incompatible software.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. Test the FMC-851C 1. If test is successful, the FMC-852C is also operational. If it is impossible to isolate
an FMS fault to the FMC-851C or the FMC-852C, replace both units.

20 January 1999 5-144

 maintenance 523-0776652
[Link] FMC-852C 2 Test Proced ure

Note

The (optional) number 2 primary diagnostic system is available if dual AMS 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 IAPS. If either FMC computer or if the PWR 2B fails, these diagnostics may
be disabled.

The FMC-851C and the FMC-852C operate together as a matched pair. If either of these units is re-
placed, the system will erase all stored AMS information (data base, checklists, routes, fault history, etc).
Use the DBU to download this information onto disk before changing either computer. Then upload
these files into the replacement FMC computer. Refer to ESDS caution in paragraph 5.10.2.

After replacing the FMC, apply power and verify that the PROGRAM number and date displayed on the
left and right CDU initialization pages agree. If not, the left FMCs and the right FMCs may have incom-
patible software.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. Test the FMC-851C 2. If test is successful, the FMC-852C is also operational. If it is impossible to isolate
an FMS fault to the FMC-851C or the FMC-852C, replace both units.

20 January 1999 5-145

 maintenance 523-0776652
[Link] GPS-4000 ANT 1 Test Pr ocedure

a. Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to diagnos-
tic word explanations. If no faults are present, check the LRU FAULT HISTORY page for intermittent
faults and troubleshoot according to diagnostic word explanations. Check the GPS 1 diagnostic word for
any detected antenna problems.

b. Test the GPS receiver before beginning this procedure. If the GPS receiver passes its test procedure,
then the GPS antenna is operational.

c. If two GPS receivers are installed and only one of them passes its test procedure, swap receivers to iso-
late the failed receiver or antenna/wiring problem.

[Link] GPS-4000 ANT 2 Test Pr ocedure

a. Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to diagnos-
tic word explanations. If no faults are present, check the LRU FAULT HISTORY page for intermittent
faults and troubleshoot according to diagnostic word explanations. Check the GPS 2 diagnostic word for
any detected antenna problems.

b. Test the GPS receiver before beginning this procedure. If the GPS receiver passes its test procedure,
then the GPS antenna is operational.

c. If two GPS receivers are installed and only one of them passes its test procedure, swap receivers to iso-
late the failed receiver or antenna/wiring problem.

[Link] GPS-4000 1 Test Procedu re

a. Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to diagnos-
tic word explanations. If no faults are present, check the LRU FAULT HISTORY page for intermittent
faults and troubleshoot according to diagnostic word explanations.

[Link] GPS-4000 2 Test Procedu re

a. Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to diagnos-
tic word explanations. If no faults are present, check the LRU FAULT HISTORY page for intermittent
faults and troubleshoot according to diagnostic word explanations.

20 January 1999 5-146

 maintenance 523-0776652
[Link] HF Test Procedure

Note

The HF-9000 system consists of the HF-9010 Radio Set Control, HF-9030 HF Transmitter-Receiver,
and HF-9041 Antenna Coupler. The HF-9000 system has a self-test mode that is initiated from the
radio set control. The HF-9000 system diagnostics and fault messages display on the radio set con-
trol.

a. On the radio set control, turn the CURSOR knob to position the cursor in the OPR field. Then turn the
VALUE knob to select TST in the OPR field to begin the receive self-test.

b. After a 3-second delay, the MODE field displays RT (receiver-transmitter self-test). The receiver-trans-
mitter test takes approximately 10 seconds.

c. On completion of the receiver-transmitter test, the MODE field displays CU (antenna coupler self-test).
The antenna coupler test takes approximately three seconds.

d. On completion of the antenna coupler test, the MODE field displays R (radio set control self-test). The
radio set control test takes approximately two seconds.

e. On completion of the radio set control test, the radio set control display reads as follows:

1. If all units pass the receive self-test, the OPR field displays TST and the MODE field displays OK.
Proceed to the transmit self-test.

2. If one or more units fail the receive self-test, the OPR field displays either FLT (fault) or MSG (mes-
sage) and the MODE field displays the code for the suspected unit (CU for antenna coupler, FL for
bandpass filter, FO for fiber optics, R for radio set control, RT for receiver-transmitter, or _ _ (two
blanks) for external failure). To determine if the suspected unit has more than one fault, or if more
than one unit has failed, push the FREQ/LD switch to sequence through all suspected faults. Refer
to the maintenance section for fault code definitions.

Note

During normal operation, the OPR field may display TST and MODE field may display FO (fiber op-
tic). This is an indication that the fiber optic control link has failed.

Warning

Be sure all personnel are clear of the hf antenna when transmitting. Do not touch the RF output
terminal on the antenna coupler, the antenna lead in wire, the insulated feedthrough, or the an-
tenna itself while the system is transmitting. Serious rf burns can result from direct contact with
the above items when the system is transmitting.

f. Momentarily key the microphone or push the push-to-talk (ptt) button to begin the transmit self-test..

g. The OPR field continues to display TST and MODE field displays TX for approximately one second.

h. When the antenna coupler test starts, MODE field displays CU. The antenna coupler test takes ap-
proximately seven seconds.

20 January 1999 5-147

 maintenance 523-0776652
[Link] HF Test Procedure (Cont)

i. On completion of the antenna coupler test, the radio set control display reads as follows:

1. If all units pass the transmit self-test, the OPR field displays TST and the MODE field displays OK.

2. If one or more units fail the transmit self-test, the OPR field displays either FLT (fault) or MSG
(message) and the MODE field displays the code for the suspected unit (CU, FL, FO, R, RT, or _ _
(two blanks)). To determine if the suspected unit has more than one fault, or if more than one unit
has failed, push the FREQ/LD switch to sequence through all suspected faults. Refer to the mainte-
nance section for fault code definitions.

j. On the radio set control, push the SQL DSBL (squelch disable) button. Check that the HF COM audio
becomes noisy. Turn the SQL knob counterclockwise to select SQ0 (squelch off). Check that the HF COM
audio becomes noisy. Turn the SQL knob clockwise to select SQ1, SQ2, or SQ3 (squelch on). If test fails,
suspect the radio set control or the HF transmitter-receiver.

k. Tune the HF radio to a local ground control frequency. Momentarily push the HF push-to-talk (PTT)
switch to tune the antenna coupler. A steady 1000 Hz tone is applied to the headsets as the coupler
tunes. The tune cycle for a frequency that was tuned before is approximately 30 milliseconds and the
tune cycle for a new frequency is nominally less than one second, up to six seconds maximum.

l. If a fault occurs during the tune cycle, the steady 1000 Hz tone changes to a beeping tone. To clear the
fault, move the frequency selection off the frequency and back again. Push the PTT switch momentarily
again to tune the coupler. If the fault will not clear, replace the coupler.

m. Request a radio check from the tower and verify proper transmit and receive operation. Ensure that the
microphone and aircraft audio system are functional.

20 January 1999 5-148

 maintenance 523-0776652
[Link] ICC-851A Test Procedure

Note

The ICC card cage has a very low failure rate. Most IAPS fault isolation is accomplished by swapping
the internal LRM modules. If the ICC itself is at fault, the problem is likely a heater/fan 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 L/P5 and R/P5 ICC breakout connectors provide access to internal signals within the IAPS. Refer to
the IAPS system schematic (sheets 1 and 4) for breakout connector pin functions. The purpose of these
50-pin connectors is to help a technician troubleshoot within the ICC assembly.

Caution

The LRMs installed in the ICC are electrostatic discharge sensitive (ESDS). When swapping or re-
placing 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 IAPS modules.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

1. Each half of the ICC contains a heater, fan, and two temperature sensors. These elements are oper-
ated and monitored by an internal control card. The AVIONICS STATUS page displays an ICC fault
code if either control card detects a heater/fan failure.

2. If the AVIONICS STATUS page displays any fault code for a resident LRM (PWR, IOC, FCC, FMC,
or CDC), troubleshoot that problem first. If all resident LRMs are operational (and no ICC codes dis-
play), then the ICC is also operational.

3. If a resident LRM is reported as failed but functions properly in a different slot, then suspect an in-
ternal 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.

b. 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 L/P4-F/G and R/P4-F/G.
ICC QUADRANT: 1A 2A 1B 2B
RESIDENT LRM: PWR 1A PWR 2A PWR 1B PWR 2B
IOC 1A IOC 2A IOC 1B IOC 2B
FCC 1 FCC 2 FMC-851C *CDC-850C
FMC-852C
ICC POWER: L/P4-H/J R/P4-H/J L/P4-K/L R/P4-K/L
*If dual AMS is installed, the CDC-850C is replaced by the number 2 FMC-851C and FMC-852C com-
puters.

1. To troubleshoot the ICC, refer to the system schematics (for pin numbers) and carefully inspect the
suspect area. Check for proper connections, and check that high/low data bus pins are not shorted to
ground.
2. Remember that the ICC is a Collins LRU; do not repair or modify the ICC without proper authoriza-
tion. If the ICC does fail, remove all resident LRMs from the ICC, install a replacement ICC, and
then reinstall resident LRMs in the new ICC.

20 January 1999 5-149

 maintenance 523-0776652
[Link] IOC-851A 1A Test Proced ure

Note

The four IOCs may be swapped with each other in any combination to verify internal ICC connec-
tions and to isolate a failed unit. Refer to ESDS caution in paragraph 5.10.2.

a. 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.

b. If the AVIONICS STATUS page indicates a PWR 1A failure, then test the PWR 1A. The IOC 1A diag-
nostics are disabled when this power module fails.

c. If the AVIONICS STATUS page indicates any IOC 1A failure, then swap the IOC 1A with an operational
IOC module (any 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.

d. If the AVIONICS STATUS page indicates a PWR 1B overheat fault that is not cleared by testing (swap-
ping) PWRs, then the problem may be a stuck IOC input. Swap the IOC 1A with an operational IOC. If
the fault clears, then replace the suspect IOC. Otherwise, test the ICC.

e. The IOC 1A and IOC 1B read left-side program options from the left program plug in the ICC. If a strap-
ping error is suspected, display the STRAPPING OPTION word on the LRU DIAGNOSTIC DATA page.
Refer to Table 5-22 and Table 5-23 and verify proper strapping. Left and right plugs should be strapped
the same.

f. If a problem is suspected with the L-FMS-1 input to IOC 1A, check for bus activity at ICC breakout con-
nector L/P5 pins 40/41. Diagnostics do not monitor this bus; swap units to isolate a failure.

20 January 1999 5-150

 maintenance 523-0776652
[Link] IOC-851A 1B Test Proced ure

Note

The four IOCs may be swapped with each other in any combination to verify internal ICC connec-
tions and to isolate a failed unit. Refer to ESDS caution in paragraph 5.10.2.

a. 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.

b. If the AVIONICS STATUS page indicates a PWR 1B failure, then test the PWR 1B. The IOC 1B diag-
nostics are disabled when this power module fails.

c. If the AVIONICS STATUS page indicates any IOC 1B failure, then swap the IOC 1B with an operational
IOC module (any 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 1B quadrant, then test the ICC.

d. If the AVIONICS STATUS page indicates a PWR 1A overheat fault that is not cleared by testing (swap-
ping) 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.

e. The IOC 1A and IOC 1B read left-side program options from the left program plug in the ICC. If a strap-
ping error is suspected, display the STRAPPING OPTION word on the LRU DIAGNOSTIC DATA page.
Refer to Table 5-22 and Table 5-23 and verify proper strapping. Left and right plugs should be strapped
the same.

f. If a problem is suspected with the L-FMS-1 input to IOC 1B, check for bus activity at ICC breakout con-
nector L/P5 pins 40/41. Diagnostics do not monitor this bus; swap units to isolate a failure.

20 January 1999 5-151

 maintenance 523-0776652
[Link] IOC-851A 2A Test Proced ure

Note

The four IOCs may be swapped with each other in any combination to verify internal ICC connec-
tions and to isolate a failed unit. Refer to ESDS caution in paragraph 5.10.2.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. If no faults are detected by
these diagnostics, then the IOC 2A is operational.

b. If the AVIONICS STATUS page indicates a PWR 2A failure, then test the PWR 2A. The IOC 2A diag-
nostics are disabled when this power module fails.

c. 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 AVIONICS 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.

d. If the AVIONICS STATUS page indicates a PWR 2B overheat fault that is not cleared by testing (swap-
ping) PWRs, then the problem may be a stuck IOC input. Swap the IOC 2A with an operational IOC. If
the fault clears, then replace the suspect IOC. Otherwise, test the ICC.

e. The IOC 2A and IOC 2B read right-side program options from the right program plug in the ICC. If a
strapping error is suspected, display the STRAPPING OPTION word on the LRU DIAGNOSTIC DATA
page. Refer to Table 5-22 and Table 5-23 and verify proper strapping. Left and right plugs should be
strapped the same.

f. If a problem is suspected with the R-FMS-1 input to IOC 2A, check for bus activity at ICC breakout con-
nector R/P5 pins 40/41. If a problem is suspected with the RAC-1 input to the IOC 2A, check for bus ac-
tivity at ICC R/P1 pins 49/50. Diagnostics do not monitor these buses; swap units to isolate a failure.

20 January 1999 5-152

 maintenance 523-0776652
[Link] IOC-851A 2B Test Proced ure

Note

The four IOCs may be swapped with each other in any combination to verify internal ICC connec-
tions and to isolate a failed unit. Refer to ESDS caution in paragraph 5.10.2.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. If no faults are detected by
these diagnostics, then the IOC 2B is operational.

b. If the AVIONICS STATUS page indicates a PWR 2B failure, then test the PWR 2B. The IOC 2B diag-
nostics are disabled when this power module fails.

c. If the AVIONICS STATUS page indicates any IOC 2B failure, then swap the IOC 2B with an operational
IOC module (any 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 2B quadrant, then test the ICC.

d. If the AVIONICS STATUS page indicates a PWR 2A overheat fault that is not cleared by testing (swap-
ping) PWRs, then the problem may be a stuck IOC input. Swap the IOC 2B with an operational IOC. If
the fault clears, then replace the suspect IOC. Otherwise, test the ICC.

e. The IOC 2A and IOC 2B read right-side program options from the right program plug in the ICC. If a
strapping error is suspected, display the STRAPPING OPTION word on the LRU DIAGNOSTIC DATA
page. Refer to Table 5-22 and Table 5-23 and verify proper strapping. Left and right plugs should be
strapped the same.

f. If a problem is suspected with the R-FMS-1 input to IOC 2B, check for bus activity at ICC breakout con-
nector R/P5 pins 40/41. If a problem is suspected with the RAC-1 input to the IOC 2B, check for bus ac-
tivity at ICC R/P1 pins 49/50. Diagnostics do not monitor these buses; swap units to isolate a failure.

20 January 1999 5-153

 maintenance 523-0776652
[Link] MFD 1 Test Procedure

Note

The MFD 1 may be swapped with the MFD 2 or either of the PFDs to verify airplane wiring and to
isolate a failed unit. Each unit will display (MFD/PFD) information according to its mount; line key
operation is enabled only at the MFD mount.
a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.
b. If the display is blank, check the circuit breaker. Then swap the MFD with an (operational) PFD to iso-
late a failed MFD or airplane wiring problem.
c. If DISPLAY TEMP annunciates on the MFD, check the cooling fan installed in the MFD mount.
d. Select the following formats and verify correct MFD display response. On the left CDU select the radar
format, the plan map (selected from MFD IDX page), the present position map, the HSI format, and the
optional TCAS traffic map.
e. 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 P1 pins 3K/3J.
f. 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.
g. On the left EFIS control panel, push the AHS button to light the yellow section of the button (select off-
side AHS). Verify that MAG 2 annunciates on the MFD and repeat step 5.0. If heading is not correct,
check button wiring and the R-AHC-3 bus to P1 pins 11B/11A. Then push the AHS button again to light
the green section (select normal operation).
h. On the left EFIS control panel, push the ADC button to light the yellow section of the button (select off-
side ADC). Verify that ADC 2 annunciates on the PFD 1 and repeat step f. If TAS is not correct, check
button wiring and the R-ADC-2 bus to P1 pins 12G/13G. Then push the ADC button again to light the
green section (select normal operation).
i. On the left EFIS CONTROL panel, push the CDU button to light the yellow section of the button (select
offside CDU). Verify that CDU 2 annunciates on the MFD, the left CDU blanks, and that the right CDU
now controls the left PFD and MFD displays. Then push the CDU button again to light the green section
(select normal operation).
j. On the left EFIS CONTROL panel, push the PFD/REV button to select REV. Verify that the MFD now
displays PFD data and that the left PFD blanks. Then push the PFD/REV button again to select PFD
(normal operation).
k. Display the ACTIVE NAV SOURCE page (on CDU 1). Select each NAV source and verify that the MFD
course display is white for FMS 1, green for VOR 1 (or LOC 1), yellow for VOR 2 (or LOC 2), and yellow
for FMS 2. Then select VOR 1 (or LOC 1).
l. 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 LINE ADV button to check the cursored line; push the op-
tional PAGE ADV button to exit the checklist and select the next checklist on the NORMAL PROCE-
DURE menu.
m. A checklist should still be displayed on the MFD. Set remote joystick select switch to 1. 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.
n. Select various MFD displays and check all line keys for sticky or improper operation.
o. 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 5-5. If bit 18 is set, check for bus activity at DAU
pins P2-48/47 to isolate a failed DAU input or wiring problem.

20 January 1999 5-154

 maintenance 523-0776652
[Link] MFD 2 Test Procedure

Note

The MFD 2 may be swapped with the left ND/MFD or either of the PFDs to verify airplane 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.
a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.
b. If the display is blank, check the circuit breaker. Then swap the MFD with an (operational) PFD to iso-
late a failed MFD or airplane wiring problem.
c. If DISPLAY TEMP annunciates on the MFD, check the cooling fan installed in the MFD mount.
d. 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, the HSI format, and the
optional TCAS traffic map.
e. 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 11B/11A.
f. 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 P1 pins 12G/13G.
g. On the right EFIS control panel, push the AHS button to light the yellow section of the button (select
offside AHS). Verify that MAG 1 annunciates on the MFD and repeat step 5.0. If heading is not correct,
check button wiring and the L-AHC-3 bus to P1 pins 3K/3J. Then push the AHS button again to light the
green section (select normal operation).
h. On the right EFIS control panel, push the ADC button to light the yellow section of the button (select
offside ADC). Verify that ADC 1 annunciates on the PFD 2 and repeat step f. If TAS is not correct, check
button wiring and the L-ADC-2 bus to P1 pins 2F/2E. Then push the ADC button again to light the green
section (select normal operation).
i. On the right EFIS CONTROL panel, push the CDU button to light the yellow section of the button (se-
lect offside CDU). Verify that CDU 1 annunciates on the MFD, the right CDU blanks, and that the left
CDU now controls the right PFD and MFD displays. Then push the CDU button again to light the green
section (select normal operation).
j. On the right EFIS CONTROL panel, push the PFD/REV button to select REV. Verify that the MFD now
displays PFD data and that the right PFD blanks. Then push the PFD/REV button again to select PFD
(normal operation).
k. Display the ACTIVE NAV SOURCE page (on CDU 2). Select each NAV source and verify that the MFD
course display is white for FMS (or FMS 2), green for VOR 2 (or LOC 2), yellow for VOR 1 (or LOC 1),
and yellow for FMS 1 (if dual AMS/MFD). Then select VOR 2 (or LOC 2).
l. 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 LINE ADV button to check the cursored line; push the op-
tional PAGE ADV button to exit the checklist and select the next checklist on the NORMAL PROCE-
DURE menu.
m. A checklist should still be displayed on the MFD. Set (optional) remote joystick select switch to 2. 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 previ-
ous one on the menu. Then push the IDX line key.
n. Select various MFD displays and check all line keys for sticky or improper operation.
o. 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 5-5. If bit 18 is set, check for bus activity at DAU
pins P1-13/14 to isolate a failed DAU input or wiring problem.

20 January 1999 5-155

 maintenance 523-0776652
[Link] ND 1 Test Procedure

Note

The ND 1 may be swapped with the MFD 2 or either of the PFDs to verify airplane wiring and to
isolate a failed unit. Each unit will display (ND/MFD/PFD) information according to its mount; line
key operation is enabled only at the MFD mount.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. If the display is blank, check the circuit breaker. Then swap the ND with an (operational) PFD to isolate
a failed ND or airplane wiring problem.

c. If DISPLAY TEMP annunciates on the ND, check the cooling fan installed in the ND mount.

d. Select the following formats and verify correct ND display response. On the left CDU select the radar
format, the present position map, the HSI format, and the optional TCAS traffic map.

e. 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 P1 pins 3K/3J.

f. 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.

g. On the left EFIS control panel, push the AHS button to light the yellow section of the button (select off-
side AHS). Verify that MAG 2 annunciates on the ND and repeat step 5.0. If heading is not correct,
check button wiring and the R-AHC-3 bus to P1 pins 11B/11A. Then push the AHS button again to light
the green section (select normal operation).

h. On the left EFIS control panel, push the ADC button to light the yellow section of the button (select off-
side ADC). Verify that ADC 2 annunciates on the PFD 1 and repeat step f. If TAS is not correct, check
button wiring and the R-ADC-2 bus to P1 pins 12G/13G. Then push the ADC button again to light the
green section (select normal operation).

i. On the left EFIS CONTROL panel, push the CDU button to light the yellow section of the button (select
offside CDU). Verify that CDU 2 annunciates on the ND, the left CDU blanks, and that the right CDU
now controls the left PFD and ND displays. Then push the CDU button again to light the green section
(select normal operation).

j. On the left EFIS CONTROL panel, push the PFD/REV button to select REV. Verify that the ND now
displays PFD data and that the left PFD blanks. Then push the PFD/REV button again to select PFD
(normal operation).

k. 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 LOC1), and yellow for VOR 2 (or LOC 2).

20 January 1999 5-156

 maintenance 523-0776652
[Link] PFD 1 Test Procedure

Note

The two PFDs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. If the display is blank, check the circuit breaker. Then swap the PFD 1 with the (operational) PFD 2 to
isolate the failed PFD or airplane wiring problem.

c. If DISPLAY TEMP annunciates on the PFD, check the cooling fan installed in the PFD mount.

d. If heading fail (red boxed MAG) or attitude fail (red boxed ATT) annunciates on the PFD, test the AHC
1.

e. If airspeed fail (red IAS), altitude fail (red ALT), or vertical speed fail (red V/S) annunciates on the PFD,
test the ADC 1.

f. Check that the heading indication is valid and correct (agrees with PFD 2, ND/MFD, and SDU head-
ings). If not, check for L-AHC-2 bus activity at P1 pins 3K/3J.

g. Check for a SAT temperature readout on the lower-left portion of the PFD. Push the TEMP button (on
ARP 1) and verify that this display changes to a RAT readout. If temperature display is not correct or
does not change, check for L-ADC-3 bus activity at P1 pins 2F/2E.

h. On the left EFIS control panel, push the AHS button to light the yellow section of the button (select off-
side AHS). Verify that ATT 2 and MAG 2 annunciate on the PFD. Repeat step f. If heading is not correct,
check button wiring and the R-AHC-3 bus to P1 pins 11B/11A. Then push the AHS button again to light
the green section (select normal operation).

i. On the left EFIS control panel, push the ADC button to light the yellow section of the button (select off-
side ADC). Repeat step 7.0 using the ARP 2. If SAT does not change to RAT (on PFD 1), check button
wiring and the R-ADC-2 bus to P1 pins 12G/13G. Then push the ADC button again to light the green
section (select normal operation).

j. On the left EFIS CONTROL panel, push the CDU button to light the yellow section of the button (select
offside CDU). Verify 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. Then push the CDU button again to light
the green section (select normal operation).

k. On the left EFIS CONTROL panel, push the PFD/REV button to select REV. Verify that the PFD blanks
and that the left ND/MFD now displays PFD data. Then push the PFD/REV button again to select PFD
(normal operation).

l. Display the ACTIVE NAV SOURCE page (on CDU 1). Select each NAV source and verify that the PFD
course display is white for FMS (or FMS 1), green for VOR 1 (or LOC 1), yellow for VOR 2 (or LOC 2),
and yellow for FMS 2 (if dual AMS/MFD).

m. If a problem is suspected with (only) a portion of the PFD display, compare this to the corresponding dis-
play 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.

20 January 1999 5-157

 maintenance 523-0776652
[Link] PFD 2 Test Procedure

Note

The two PFDs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. If the display is blank, check the circuit breaker. Then swap the PFD 1 with the (operational) PFD 2 to
isolate the failed PFD or airplane wiring problem.

c. If DISPLAY TEMP annunciates on the PFD, check the cooling fan installed in the PFD mount.

d. If heading fail (red boxed MAG) or attitude fail (red boxed ATT) annunciates on the PFD, test the AHC
1.

e. If airspeed fail (red IAS), altitude fail (red ALT), or vertical speed fail (red V/S) annunciates on the PFD,
test the ADC 1.

f. Check that the heading indication is valid and correct (agrees with PFD 2, ND/MFD, and SDU head-
ings). If not, check for L-AHC-2 bus activity at P1 pins 3K/3J.

g. Check for a SAT temperature readout on the lower-left portion of the PFD. Push the TEMP button (on
ARP 1) and verify that this display changes to a RAT readout. If temperature display is not correct or
does not change, check for L-ADC-3 bus activity at P1 pins 2F/2E.

h. On the left EFIS control panel, push the AHS button to light the yellow section of the button (select off-
side AHS). Verify that ATT 2 and MAG 2 annunciate on the PFD. Repeat step f. If heading is not correct,
check button wiring and the R-AHC-3 bus to P1 pins 11B/11A. Then push the AHS button again to light
the green section (select normal operation).

i. On the left EFIS control panel, push the ADC button to light the yellow section of the button (select off-
side ADC). Repeat step 7.0 using the ARP 2. If SAT does not change to RAT (on PFD 1), check button
wiring and the R-ADC-2 bus to P1 pins 12G/13G. Then push the ADC button again to light the green
section (select normal operation).

j. On the left EFIS CONTROL panel, push the CDU button to light the yellow section of the button (select
offside CDU). Verify 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. Then push the CDU button again to light
the green section (select normal operation).

k. On the left EFIS CONTROL panel, push the PFD/REV button to select REV. Verify that the PFD blanks
and that the left ND/MFD now displays PFD data. Then push the PFD/REV button again to select PFD
(normal operation).

l. Display the ACTIVE NAV SOURCE page (on CDU 1). Select each NAV source and verify that the PFD
course display is white for FMS (or FMS 1), green for VOR 1 (or LOC 1), yellow for VOR 2 (or LOC 2),
and yellow for FMS 2 (if dual AMS/MFD).

m. If a problem is suspected with (only) a portion of the PFD display, compare this to the corresponding dis-
play 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.

20 January 1999 5-158

 maintenance 523-0776652
[Link] PWR-851A 1A Test Proce dure

Note

The four PWRs may be swapped with each other in any combination to verify internal ICC connec-
tions, to isolate a failed unit, and to provide a known-good power source to resident LRMs in that
quadrant of the IAPS. When swapping PWRs, remember that the PWR 1B powers the (left) primary
diagnostic system. If dual AMS is installed, the PWR 2B powers the right-side diagnostic system. Re-
fer to ESDS caution in paragraph 5.10.2.

a. 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.

Note

The PWR 1A supplies primary power to the IOC 1A, FCC 1, and part of the FCP.

b. If the AVIONICS STATUS page indicates a PWR 1A overheat condition, check the IAPS environment.
The PWR may be overheated because the avionics bay is abnormally hot, or because of a cool-
ing/equipment failure. If the IAPS environment is unusually hot (airplane 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 ICC1 or ICC2 also displays, suspect the left-side
IAPS cooling fan or temperature sensors. Test the ICC. If the IAPS 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 1B.

c. If the AVIONICS STATUS page indicates a PWR 1A failure, 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 L/P4-H. Swap PWRs to isolate a failed PWR or ICC.

d. If the AVIONICS STATUS page indicates a MODE SEL PANEL 1 fault, check for +5-V dc on ICC pin
L/P2-13/12 (+5 V ISOL 1A). If power is not present, swap PWRs to isolate a failed PWR or ICC.

20 January 1999 5-159

 maintenance 523-0776652
[Link] PWR-851A 1B Test Proce dure

Note

The four PWRs may be swapped with each other in any combination to verify internal ICC connec-
tions, to isolate a failed unit, and to provide a known-good power source to resident LRMs in that
quadrant of the IAPS. When swapping PWRs, remember that the PWR 1B powers the (left) primary
diagnostic system. If dual AMS is installed, the PWR 2B powers the right-side diagnostic system. Re-
fer to ESDS caution in paragraph 5.10.2.

a. 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 (left) diagnostics do not operate, suspect the
PWR 1B, MFD, FMCs, or CDC.

Note

The PWR 1B supplies primary power to the IOC 1B, FMC-851C 1, and FMC-852C 1.

b. If the AVIONICS STATUS page indicates a PWR 1B overheat condition, check the IAPS environment.
The PWR may be overheated because the avionics bay is abnormally hot, or because of a cool-
ing/equipment failure.

1. If the IAPS environment is unusually hot (airplane 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.

2. If code ICC1 or ICC2 also displays, suspect the left-side IAPS cooling fan or temperature sensors.
Test the ICC.

3. If the IAPS environment is normal temperature, then swap the PWR 1B 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 1A.

c. If the AVIONICS STATUS page indicates a PWR 1B failure, check the FMS A circuit breaker and verify
that all LEDs on the PWR 1B module are lit. If the LEDs are not lit, check that power is applied to ICC
pin L/P4-K. Swap PWRs to isolate a failed PWR or ICC.

20 January 1999 5-160

 maintenance 523-0776652
[Link] PWR-851A 2A Test Proce dure

Note

The four PWRs may be swapped with each other in any combination to verify internal ICC connec-
tions, to isolate a failed unit, and to provide a known-good power source to resident LRMs in that
quadrant of the IAPS. When swapping PWRs, remember that the PWR 1B powers the (left) primary
diagnostic system. If dual AMS is installed, the PWR 2B powers the right-side diagnostic system. Re-
fer to ESDS caution in paragraph 5.10.2.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. If no faults are detected by
these diagnostics, then the PWR 2A is operational.

Note

The PWR 2A supplies primary power to the IOC 2A, FCC 2, and part of the FCP.

b. If the AVIONICS STATUS page indicates a PWR 2A overheat condition, check the IAPS environment.
The PWR may be overheated because the avionics bay is abnormally hot, or because of a cool-
ing/equipment failure. If the IAPS environment is unusually hot (airplane 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 ICC3 or ICC4 also displays, suspect the right-
side IAPS cooling fan or temperature sensors. Test the ICC. If the IAPS environment is normal tempera-
ture, then swap the PWR 2A 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 2B.

c. If the AVIONICS STATUS page indicates a PWR 2A failure, check the FCS B circuit breaker and verify
that all LEDs on the PWR 2A module are lit. If the LEDs are not lit, check that power is applied to ICC
pin R/P4-H. Swap PWRs to isolate a failed PWR or ICC.

d. If the AVIONICS STATUS page indicates a MODE SEL PANEL 2 fault, check for +5-V dc on ICC pin
R/P2-13/12 (+5 V ISOL 2A). If power is not present, swap PWRs to isolate a failed PWR or ICC.

20 January 1999 5-161

 maintenance 523-0776652
[Link] PWR-851A 2B Test Proce dure

Note

The four PWRs may be swapped with each other in any combination to verify internal ICC connec-
tions, to isolate a failed unit, and to provide a known-good power source to resident LRMs in that
quadrant of the IAPS. When swapping PWRs, remember that the PWR 1B powers the (left) primary
diagnostic system. If dual AMS is installed, the PWR 2B powers the right-side diagnostic system. Re-
fer to ESDS caution in paragraph 5.10.2.

a. 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. If the (right) diagnostics do not operate, suspect the
PWR 2B, MFD 2, or FMC 2.

Note

The PWR 2B supplies primary power to the IOC 2B and to the CDC. The PWR 2B powers the IOC
2B, FMC-851C 2, and FMC-852C 2 if dual AMS is installed.

b. If the AVIONICS STATUS page indicates a PWR 2B overheat condition, check the IAPS environment.
The PWR may be overheated because the avionics bay is abnormally hot, or because of a cool-
ing/equipment failure.

1. If the IAPS environment is unusually hot (airplane 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.

2. If code ICC3 or ICC4 also displays, suspect the right-side IAPS cooling fan or temperature sensors.
Test the ICC.

3. If the IAPS environment is normal temperature, then swap the PWR 2B 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 2A.

c. If the AVIONICS STATUS page indicates a PWR 2B failure, check the FMS B circuit breaker and verify
that all LEDs on the PWR 2B module are lit. If the LEDs are not lit, check that power is applied to ICC
pin R/P4-K. Swap PWRs to isolate a failed PWR or ICC.

20 January 1999 5-162

 maintenance 523-0776652
[Link] RAC Test Procedure

Note

The RAC and the ALT must both be operational to provide radio altitude information to other avi-
onics units.

a. Check the pins R/P1-49/50. This AVIONICS STATUS page and troubleshoot according to Table 5-3.

1. If the AVIONICS STATUS page shows a RADIO ALTIMETER fault, test the ALT.

2. If the AVIONICS 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
RAC pin P1-17; -15-V dc is applied from ALT pin P1-51 to RAC pin P1-31. Power ground is at RAC
pins P1-9 and P1-33. If power is present, replace the RAC.

b. If not already done, test the ALT before continuing this procedure. If the ALT is operational, then the
RAC is also operational.

c. Perform this step if the RA TEST fails (part of the ALT test procedure). Verify that the voltage differen-
tial at RAC pin P1-34 to P1-1 is +10.4-V dc while the RA TEST button is pushed. If voltage is correct (but
test fails), replace the RAC. If voltage is not correct, check the ALT/RAC wiring.

d. 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.

e. If a problem is suspected with the RAC-1 output to the 2A/2B IOCs (right-side of the IAPS), check for
bus activity at ICC connection is not monitored by diagnostics.

20 January 1999 5-163

 maintenance 523-0776652
[Link] RTA Test Procedure

Note

The area within the scan arc and within 0.65 metres (2 feet) of an operating RTA Weather Radar
System constitutes a hazardous area. Do not operate the system in any mode other than standby
(STBY) or test (TEST) when the antenna might scan over personnel within that range. Never turn
on the transmitter while in a hanger. FAA Advisory Circular 20-68B, or superseding documents,
provide additional details regarding the radiation hazards associated with ground operation of air-
borne weather radar.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

1. Note that the RTA reports diagnostics through the ND/MFD displays. The WXT-1 output bus from
the RTA is applied to each ND and MFD installed in the aircraft. The ND/MFD 1 then provides a
WEATHER RADAR A word and the MFD 2 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.

2. If the AVIONICS STATUS page shows an RTA no output data fault code (WXRA1 or WXRB1), 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 (ND/MFDs pins P1-15B/15A).

b. If RDR OFF displays on an ND or MFD, the WXT-1 bus is not active at the ND/MFD input. Check the
circuit breaker and bus wiring as described above. If RDR FAULT displays on an ND 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.

c. Push the RDR ON switch on both CDUs to select the radar display on each ND/MFD. Select STBY mode
and CHANNEL SYNC on the left CDU radar control page.

d. On the left CDU, turn the RANGE knob and verify that the radar display range changes on both dis-
plays. Select TEST MODE ON (page 2) and verify that the radar test pattern displays across the full sec-
tor 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 1 to the IAPS
and then to the RTA.

e. Repeat step 4.0 using the right CDU. If the test fails, check the R-CDU-1, R-FMS-1, and RB-GP BUS 3
data buses which supply right side control functions.

f. Display the LRU DIAGNOSTIC DATA page showing the WEATHER RADAR A word on the MFD. Refer
to Table 5-28. Select various RTA control head functions on CDU 1 and verify operation as follows: bit 11
sets when CHANNEL SYNC is selected, bit 16 sets when GND CLTR SPRS is ON, bit 26 sets when
STABILIZE is ON, and bits 27 through 29 set according to the selected RTA mode (TURB modes apply
to RTA-854 only).

g. Tow the airplane outside and remove the radome. Select WX or GND MAP mode, and from a distance
verify smooth scan and tilt mechanical motion. Turn the TILT knob on either CDU and check for vertical
tilt/zero response. Verify that a target displays on the ND/MFDs. Push the scroll keys and verify that
target size/intensity changes as gain changes (GAIN + causes an increase). Select HOLD ON, verify that
display pattern freezes, and then select HOLD OFF. Select STBY mode, remove airplane power, and re-
install the radome.
1. If necessary, clean and lubricate the RTA according to paragraph 5.2.1.

20 January 1999 5-164

 maintenance 523-0776652
[Link] RTU 1 Test Procedure

Note

The two RTUs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
The upper-half of the left-most COM, VOR/LOC, ADF, or ATC frequency/code 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.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. If the RTU 1 is completely dead, push the RTU/OFF button on the left EFIS CONTROL panel to light
the RTU section of the button (if not already lit). Check circuit breakers and verify that power is applied
to pin P1-1/3. If power is present, replace RTU 1.

c. On left EFIS CONTROL panel push the ATC button to select 1. Use the left RTU to tune the COM 1,
VOR 1 (or LOC 1), 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 the RTU
display.

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.

2. Note that the RTU reads rear connector straps to determine radio tuning configuration for the avi-
onics 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 verify the RTU strapping.

d. Push the OFF/RMT TUNE button on the left EFIS CONTROL panel to light the RMT TUNE section of
the button (if not already lit). Use the left CDU to retune the COM 1 radio. Verify that the left RTU dis-
plays the new COM 1 frequency. If the RTU does not respond, verify that +28-V dc is applied to pin P1-
12 (RMT TUNE) and check the LA-GP BUS 1 and LB-GP BUS 2 input data buses.

1. Push the OFF/RMT TUNE button again to select OFF. Repeat step 4.0 and verify that the RTU does
not respond to a new frequency from the CDU. If test fails, verify that an open is applied to pin P1-12
(RMT TUNE). Then push the button again to select RMT TUNE (normal operation).

e. Push the RTU/OFF button on the left EFIS CONTROL panel to light the OFF section of the button and
verify that the left RTU display blanks. If test fails, verify that a ground is applied to pin P1-9 (DSBL).
Then push the button again to select RTU (normal operation).

f. On the right EFIS CONTROL panel, push the RTU/OFF button to select OFF. Push the 1/2 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, verify 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 push the button again to select RTU (normal operation).

g. If a problem is suspected with any of the following external switches, test the radio using that function.
If the test fails, verify wiring to the RTU as follows: remote MKR switch applies an open (LO sensitivity)
or a ground (HI sensitivity) to pin P1-61, either control wheel IDENT button applies a momentary
ground to pin P1-11, and the remote ATC button applies a ground (1) or an open (2) to pin P1-13.

h. 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.

20 January 1999 5-165

 maintenance 523-0776652
[Link] RTU 2 Test Procedure

Note

The two RTUs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
The upper-half of the left-most COM, VOR/LOC, ADF, or ATC frequency/code 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.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. If the RTU 2 is completely dead, push the RTU/OFF button on the right EFIS CONTROL panel to light
the RTU section of the button (if not already lit). Check circuit breakers and verify that power is applied
to pin P1-1/3. If power is present, replace RTU 2.

c. On right EFIS CONTROL panel push the ATC button to select 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 the RTU display.

1. 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.

2. Note that the RTU reads rear connector straps to determine radio tuning configuration for the avi-
onics 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 verify the RTU strapping.

d. Push the OFF/RMT TUNE button on the right EFIS CONTROL panel to light the RMT TUNE section of
the button (if not already lit). 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
P1-12 (RMT TUNE) and check the RA-GP BUS 1 and RB-GP BUS 2 input data buses.

1. Push the OFF/RMT TUNE button again to select OFF. Repeat step 4.0 and verify that the RTU does
not respond to a new frequency from the CDU. If test fails, verify that an open is applied to pin P1-12
(RMT TUNE). Then push the button again to select RMT TUNE (normal operation).

e. Push the RTU/OFF button on the right EFIS CONTROL panel to light the OFF section of the button and
verify that the right RTU display blanks. If test fails, verify that a ground is applied to pin P1-9 (DSBL).
Then push the button again to select RTU (normal operation).

f. On the left EFIS CONTROL panel, push the RTU/OFF button to select OFF. Push the 1/2 button on the
right RTU (select COM 1, 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 push the button again to select RTU (normal operation).

g. If a problem is suspected with any of the following external switches, test the radio using that function.
If the test fails, verify wiring to the RTU as follows: remote MKR switch applies an open (LO sensitivity)
or a ground (HI sensitivity) to pin P1-61, either control wheel IDENT button applies a momentary
ground to pin P1-11, and the remote ATC button applies a ground (1) or an open (2) to pin P1-13.

h. 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.

20 January 1999 5-166

 maintenance 523-0776652
[Link] SDD Test Procedure

a. 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 re-
solved before beginning this procedure.

b. Check the SDU display. If the SDU is not receiving data from the SDD, the display blanks and "SDD"
annunciates. If this happens, check the circuit breakers and verify that power is applied to SDD pins P1-
57 and P2-4. If power is present, check the A-SDD-1 bus output from the SDD. If no activity is detected
on the SDD output, replace the SDD.

c. Further testing of the SDD may be indirectly accomplished by performing the SDU test procedure. If the
SDU tests normal, then the SDD unit strap pins are wired properly and each corresponding input bus is
active. An alternate way to complete SDD testing is provided in steps 4.0 and 5.0.

Note

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.

d. Verify that the following SDD pins are strapped to (internal) ground:

P1-44 (ADF 1) P2-17 (ADF 2, optional)

P1-43 (DME 1) P2-18 (DME 2)
P1-40 (VIR 1) P2-21 (VIR 2)
P1-41 (CMA/VLF 1) P2-20 (CMA/VLF 2, optional)
P1-42 (IAPS FMS 1) P2-19 (IAPS FMS 2, optional)
P1-37 (GPS 1, optional) P2-24 (GPS 2, optional)

e. 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 (R-AHC-3) P2-60/59 (L-AHC-3)
P1-33/34 (L-GPS-2, optional) P2-28/27 (R-GPS-2, optional)

20 January 1999 5-167

 maintenance 523-0776652
[Link] SDU Test Procedure

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. Note that the SDU does
not report to the AVIONICS STATUS page, but any faults detected by these diagnostics should be re-
solved before beginning this procedure.

b. If the SDU display is blank, check the circuit breaker and verify that power is applied to SDU pin P1-11.

c. If the SDU display is blank except for an "SDD" annunciation, test the SDD.

d. Turn the FORMAT knob and check that RMI, VLF, FMS, VOR 1 (or LOC 1), DME, VOR 2 (or LOC 2),
and RMI formats select and annunciate. If dual VLF/FMS is installed, the formats are RMI, VLF 1, FMS
1, VOR 1 (or LOC 1), DME, VOR 2 (or LOC 2), FMS 2, VLF 2, and RMI. If a format is missing or if an
additional format displays, test the SDD (sensor strap problem). Note that an "X" displays over the NAV
sensor/format annunciator if invalid data or "no computed data" is received by the SDU.

e. Select RMI format. Check that the SDU heading agrees with the heading shown on the PFDs. If not,
check the R-AHC-3 input to the SDD.

f. Turn the lower left (single-bar bearing pointer) knob and check that blank, VOR 1 (or LOC 1), ADF (or
ADF 1), and FMS (or FMS 1) alternately annunciate near the knob.

g. 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.

h. Select VOR 1 as 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 to the SDD.

i. 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 to the SDD.

j. 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 CDUs) 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.

k. Select VLF (or VLF 1) format and check that VLF format annunciation is not "crossed out." If annuncia-
tion 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.

l. 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.

m. 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, re-
place the SDU.

20 January 1999 5-168

 maintenance 523-0776652
[Link] SIA 1 Test Procedure

Note

The SIA formats a dc angle-of-attack signal onto an ARINC bus for use by the avionics system. The
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 airplane stall warning function. This function is
provided by an independent stall warning system.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

1. If no faults are detected on the AVIONICS STATUS page and no problem is suspected with the left
PFD "low speed cue" displays, then the SIA is operational. The "low speed cue" displays are the 1.3 V
line and the checkered low speed cue bar. Both displays are inhibited when the airplane is on the
ground.

b. If the 1.3 V 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 (part of air data computer).

c. If a problem is suspected with an input to the SIA, check the signals at the following pins. Note that the
L-SIA-1 output bus is operational (and internal monitors are valid) if no faults are detected on the AVI-
ONICS 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 SIA 1.
P1-36/20 Reference V = Approximately +10 V dc across AOA sensing potentiometer.
P1-37 AOA signal = 0 to +10 V dc wiper voltage from the AOA sensing potentiometer.
This dc level is proportional to the normalized angle-of-attack as determined by
the number 1 stall warning system (not supplied by Collins).

20 January 1999 5-169

 maintenance 523-0776652
[Link] SIA 2 Test Procedure

Note

The SIA formats a dc angle-of-attack signal onto an ARINC bus for use by the avionics system. The
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 airplane stall warning function. This function is
provided by an independent stall warning system.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

1. If no faults are detected on the AVIONICS STATUS page and no problem is suspected with the right
PFD "low speed cue" displays, then the SIA is operational. The "low speed cue" displays are the 1.3 V
line and the checkered low speed cue bar. Both displays are inhibited when the airplane is on the
ground.

b. 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 (part of air data computer).

c. If a problem is suspected with an input to the SIA, check the signals at the following pins. Note that the
R-SIA-1 output bus is operational (and internal monitors are valid) if no faults are detected on the AVI-
ONICS 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 = ground for SIA 2.
P1-36/20 Reference V = Approximately +10 V dc across AOA sensing potentiometer.
P1-37 AOA signal = 0 to +10 V dc wiper voltage from the AOA sensing potentiometer.
This dc level is proportional to the normalized angle-of-attack as determined by
the number 2 stall warning system (not supplied by Collins).

20 January 1999 5-170

 maintenance 523-0776652
[Link] SVO (Aileron) Test Proce dure

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. Note that the SVO does
not report to the AVIONICS STATUS page, but any faults detected by these diagnostics should be re-
solved before beginning this procedure.

Note

Both FCCs operate together to drive each servo. If an autopilot/servo problem is suspected, first test
the two FCCs and investigate all nonzero REPORT MODE codes. Be certain that both FCCs are op-
erational before replacing any servo.

b. Verify that the control wheel moves freely in a left/right direction. If not, check the servo mount control
linkage. Center the control wheel.

c. Engage the autopilot and yaw damper. Verify that the control wheel resists forced movement.

1. If the autopilot/yaw damper will not engage, test the FCCs.

2. If the control wheel moves easily, verify that +28-V dc is applied from FCP P1-35 to SVO pin P1-E
(AIL ENG CLUTCH) when engaged.

d. Slide (do not push) either manual trim switch right and then left into detent. Verify that the control
wheel moves right, and then returns to center. The ailerons should respond accordingly.

1. If test fails, check the servo mount control linkage and the airplane wiring. If linkage and wiring are
correct, replace the aileron (roll) SVO.

e. Disengage the autopilot and yaw damper. Verify that the control wheel moves freely.

f. An alternate way to test the aileron SVO is provided below.

1. 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 parame-
ter to FALSE. Then engage the autopilot and yaw damper.

2. Display the AILCMD parameter, and put the cursor on this line.

3. Push the SLEW PLUS and SLEW MINUS line keys to apply a servo command output. Verify that
the control wheel and the ailerons respond.

20 January 1999 5-171

 maintenance 523-0776652
[Link] SVO (Elevator) Test Proc edure

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. Note that the SVO does
not report to the AVIONICS STATUS page, but any faults detected by these diagnostics should be re-
solved before beginning this procedure.

Note

Both FCCs operate together to drive each servo. If an autopilot/servo problem is suspected, first test
the two FCCs and investigate all nonzero REPORT MODE codes. Be certain that both FCCs are op-
erational before replacing any servo.

b. Verify that the control wheel moves freely in a fore/aft direction. If not, check the servo mount control
linkage. Center the control wheel.

c. Engage the autopilot and yaw damper. Verify that the control wheel resists forced movement.

1. If the autopilot/yaw damper will not engage, test the FCCs.

2. If the control wheel moves easily, verify that +28-V dc is applied from FCP P1-10 to SVO pin P1-E
(ELEV ENG CLUTCH) when engaged.

d. Slide (do not push) either manual trim switch forward and then back into detent. Verify that the control
wheel moves forward and then returns to center. The elevators should respond accordingly.

1. If test fails, check the servo mount control linkage and the airplane wiring. If linkage and wiring are
correct, replace the elevator (pitch) SVO.

e. Disengage the autopilot and yaw damper. Verify that the control wheel moves freely.

f. An alternate way to test the elevator SVO is provided below.

1. Put both FCCs into FCS DIAGNOSTICS, and select the OUTPUT MODE on both sides. If necessary,
set the 65APMN, 86APMN, 65YDMN, and 86YDMN parameters to TRUE; set the ELECUT parame-
ter to FALSE. Then engage the autopilot and yaw damper.

2. Display the ELECMD parameter, and put the cursor on this line.

3. Push the SLEW PLUS and SLEW MINUS line keys to apply a servo command output. Verify that
the control wheel and the elevators respond.

20 January 1999 5-172

 maintenance 523-0776652
[Link] SVO (Rudder) Test Proc edure

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3. Note that the SVO does
not report to the AVIONICS STATUS page, but any faults detected by these diagnostics should be re-
solved before beginning this procedure.

Note

Both FCCs operate together to drive each servo. If a yaw damper/servo problem is suspected, first
test the two FCCs and investigate all nonzero REPORT MODE codes. Be certain that both FCCs are
operational before replacing any servo.

b. Verify that the rudder pedals move freely in both directions. If not, check the servo mount control link-
age.

c. Engage the autopilot and yaw damper. Verify that the rudder pedals resist forced movement. If the
autopilot/yaw damper will not engage, test the FCCs. If the pedals move easily, verify that +28-V dc is
applied from FCP P1-12 to SVO pin P1-E (RUD ENG CLUTCH) when engaged.

d. Disengage the autopilot and yaw damper. Verify that the rudder pedals move freely.

e. An alternate way to test the rudder SVO is provided below.

1. Put both FCCs into FCS DIAGNOSTICS, and select the OUTPUT MODE on both sides. If necessary,
set the 65APMN, 86APMN, 65YDMN, and 86YDMN parameters to TRUE; set the RUDCUT pa-
rameter to FALSE. Then engage the autopilot and yaw damper.

2. Display the RUDCMD parameter, and put the cursor on this line.

3. Push the SLEW PLUS and SLEW MINUS line keys to apply a servo command output. Verify that
the rudder pedals and control surface respond.

20 January 1999 5-173

 maintenance 523-0776652
[Link] TDR-90 1 Test Procedure

Note

Most installations contain two TDR-94/94D transponders (no TDR-90s or CAD-870s). Some installa-
tions 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 airplane wiring and to
isolate a failed unit.

a. 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 1 codes apply to
the CAD 1). Any faults detected by these diagnostics should be resolved before beginning this procedure.

b. On left EFIS CONTROL panel push the ATC button to select 1. If necessary, push the ATC STBY button
on the left RTU so that ATC (not STBY) appears on the ATC display line.

Note

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.

c. 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. Check that the REPLY annunciator on the RTU lights.
If not, verify that power is applied to TDR-90 pin P1-59/55. If power is present, test the CAD 1.

d. Push the ALT line key to display ON ALT (mode-C). Then repeat step c. If mode-C test fails, test the
CAD 1.

e. Check that the ALT display line on the ATC mode page shows a reasonable altitude. This is the uncor-
rected barometric altitude (transmitted in mode-C), and may not exactly agree with the corrected baro-
metric altitude displayed on PFD 1.

f. If a problem is suspected with the RTU transponder controls or with the TDR-90 transmitter, operate
each control and check response with the local tower.

1. Push the ATC ID button on the RTU (or IDENT button on control wheel) to "squawk ident." This is a
mode-A transmission.

2. 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 lo-
cal tower/air traffic controller to verify mode-A and mode-C transmissions.

g. If an L-band suppression problem is suspected, check that a blanking pulse is applied from pin P1-21
when TDR-90 1 transmits.

h. If swapping units does not isolate a transponder problem and airplane wiring is correct, suspect the
transponder antenna.

20 January 1999 5-174

 maintenance 523-0776652
[Link] TDR-90 2 Test Procedure

Note

Most installations contain two TDR-94/94D transponders (no TDR-90s or CAD-870s). Some installa-
tions 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 airplane wiring and to
isolate a failed unit.

a. 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 CAD 2). Any faults detected by these diagnostics should be resolved before beginning this procedure.

b. On right EFIS CONTROL panel push the ATC button to select 2. If necessary, push the ATC STBY but-
ton on the right RTU so that ATC (not STBY) appears on the ATC display line.

Note

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.

c. 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 REPLY annunciator on the RTU lights.
If not, verify that power is applied to TDR-90 pin P1-59/55. If power is present, test the CAD 2.

d. Push the ALT line key to display ON ALT (mode-C). Then repeat step c. If mode-C test fails, test the
CAD 2.

e. Check that the ALT display line on the ATC mode page shows a reasonable altitude. This is the uncor-
rected barometric altitude (transmitted in mode-C), and may not exactly agree with the corrected baro-
metric altitude displayed on PFD 2.

f. If a problem is suspected with the RTU transponder controls or with the TDR-90 transmitter, operate
each control and check response with the local tower.

1. Push the ATC ID button on the RTU (or IDENT button on control wheel) to "squawk ident." This is a
mode-A transmission.

2. 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 lo-
cal tower/air traffic controller to verify mode-A and mode-C transmissions.

g. If an L-band suppression problem is suspected, check that a blanking pulse is applied from pin P1-21
when TDR-90 2 transmits.

h. If swapping units does not isolate a transponder problem and airplane wiring is correct, suspect the
transponder antenna.

20 January 1999 5-175

 maintenance 523-0776652
[Link] TDR-94/94D 1 Test Proce dure

Note

The two TDRs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

1. If fault code 1TDR6 displays, a configuration change is detected after power on. Refer to the system
schematic and check the airplane Interconnect wiring to the TDR mount. Repair the wiring error or
replace the TDR 1.

b. On left EFIS CONTROL panel push the ATC button to select 1. If necessary, push the ATC STBY button
on the left RTU so that ATC (not STBY) appears on the ATC display line.

Note

Transponder operation may be tested with help from the local control tower. Check proper mode-A
(ident), mode-C (altitude), and mode-S (select) transmissions at various ATC codes.

On the ATC mode page, select 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.

c. 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.

d. On the left EFIS CONTROL panel push the RTU/OFF button to select OFF and repeat step c using the
right RTU. If the REPLY annunciator (on right RTU) does not light, check for a ground at TDR 1 pin P2-
57 (RX PORT A/B SELECT). Then push the button again to select RTU (normal operation).

e. Check that the ALT display line on the ATC mode page shows a reasonable altitude. This is the uncor-
rected barometric altitude (transmitted in mode-C), and may not exactly agree with the corrected baro-
metric altitude displayed on PFD 1.

f. 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:

1. Push the ATC ID button on the RTU (or IDENT button on either control wheel) to "squawk ident."
This is a mode-A transmission.

2. 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 lo-
cal tower/air traffic controller to verify mode-A, mode-C, and mode-S transmissions. Refer to the
notes on this page.

g. If an L-band suppression problem is suspected, check that a blanking pulse is applied from pin P1-29
when TDR 1 transmits.

h. If swapping units does not isolate the transponder problem and airplane wiring is correct, suspect the
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.

20 January 1999 5-176

 maintenance 523-0776652
[Link] TDR-94/94D 2 Test Proce dures

Note

The two TDRs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

1. If fault code 2TDR6 displays, a configuration change is detected after power on. Refer to the system
schematic and check the airplane Interconnect wiring to the TDR mount. Repair the wiring error or
replace the TDR 2.

b. On right EFIS CONTROL panel push the ATC button to select 2. If necessary, push the ATC STBY but-
ton on the right RTU so that ATC (not STBY) appears on the ATC display line.

Note

Transponder operation may be tested with help from the local control tower. Check proper mode-A
(ident), mode-C (altitude), and mode-S (select) transmissions at various ATC codes.

On the ATC mode page, select 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.

c. Select the ATC mode page on the right RTU. Then push and hold the TST line key. Check that the RE-
PLY annunciator on the RTU lights.

d. On the right EFIS CONTROL panel push the RTU/OFF button to select OFF 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
P2-57 (RX PORT A/B SELECT). Then push the button again to select RTU (normal operation).

e. Check that the ALT display line on the ATC mode page shows a reasonable altitude. This is the uncor-
rected barometric altitude transmitted in mode-C), and may not exactly agree with the corrected baro-
metric altitude displayed on PFD 2.

f. 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 either 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 tower/air traffic controller to verify
mode-A, mode-C, and mode-S transmissions. Refer to the notes on this page.

g. If an L-band suppression problem is suspected, check that a blanking pulse is applied from pin P1-29
when TDR 2 transmits.

h. If swapping units does not isolate the transponder problem and airplane wiring is correct, suspect the
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.

20 January 1999 5-177

 maintenance 523-0776652
[Link] TTR (and TREs) Test Pr ocedure

Note

The TTR and TREs are optional units.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

1. If code 3ANT2 displays, replace the bottom TRE antenna. If code 4ANT2 displays, replace the top
TRE antenna.

2. Note that the TTR reports diagnostics through the left PFD. The TCAS-TA/RA-1 output 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.

b. Display the LRU DIAGNOSTIC DATA page showing the TCAS COMPUTER word on the MFD. Refer to
Table 5-24.

1. Verify that bits 18 and 19 are not set. If either bit is set, check the L-AHC-3 input bus to the TTR.

2. Verify that bits 23 and 24 are not set. If bit 23 is set, the left PFD/ND/MFD cannot display TCAS ad-
visory data. If bit 24 is set, the right PFD/MFD cannot display TCAS advisory data. The reporting
displays may not be receiving all the (valid) data inputs that are required for TCAS operation.

c. On the right CDU, push the TFC key to display the TCAS traffic map on the MFD 2. Use the RANGE
knob (on CDU) to select a 5 mile display range. Push MFD line keys to select ABV/BLO and REL op-
tions.

d. On the right EFIS CONTROL panel push the ATC button to select 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 an-
nunciates on the MFD.

e. Then (on ATC mode page) momentarily push the TST line key to initiate TCAS (also TDR) self test. This
test normally takes several seconds to complete. Verify the following results:

1. The PFDs light the "RA arc" on the vertical speed display.
2. The MFD traffic display shows the TCAS self-test pictorial. This display shows four intruder sym-
bols.

SYMBOL POSITION DISTANCE REL ALTITUDE VS ARROW

SOLID-RED SQUARE 3:00 2 NMI +02 -
SOLID-YELLOW CIRCLE 9:00 2 NMI -02 UP
SOLID-CYAN DIAMOND 1:00 3.6 NMI -10 DOWN
OPEN-CYAN DIAMOND 11:00 3.6 NMI +10 -
3. After test is complete, the "TCAS SYSTEM TEST OK" voice message should be audible.
4. After test is complete, the "TTR PASS" unit indicator should light. If "TTR FAIL" indicator lights,
check the other TTR lamps to identify the failure.
f. If an L-band suppression problem is suspected, check that a blanking pulse is applied from pin LBP-12
when the TTR transmits.

g. If a problem is suspected with the TCAS option straps, refer to the Learjet wiring diagram for specific
TTR strapping. Strap functions are defined by notes on Figure 5-11.

20 January 1999 5-178

 maintenance 523-0776652
[Link] VHF 1 Test Procedure

Note

The two VHFs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

1. If the AVIONICS STATUS page indicates a VHF COMM ANT 1 fault, replace the number 1 COM
antenna. Reflected power is abnormal.

Note

When power is first applied to the VHF 1, a brief tone is applied to the airplane audio system; if a
continuous tone is heard, replace the VHF 1. If two short tones are heard (any time the VHF 1 is on),
the radio has detected a fault; go to step 1.0.

b. Display the LRU DIAGNOSTIC DATA page showing the VHF COMM XCVR 1 word 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 to 600001 after the TST key is
released. If middle digits are not zero, investigate the fault according to Table 5-25.

c. Display the COM page on both CDUs. Use the left RTU and tune the COM 1 radio to a local ground con-
trol 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.

d. Request a radio check from the tower and verify proper transmit and receive operation. Ensure that the
microphone and airplane audio system are functional. If test fails, check that an open circuit is applied
to VHF 1 pin P1-14 (RX PORT A/B ENBL).

e. On the left EFIS CONTROL panel, push the OFF/RTU button to select OFF and push the 1/2 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 OFF/RTU button to VHF 1 pin P1-14 (RX PORT A/B
ENBL). Then push the OFF/RTU button to select RTU (normal operation).

1. 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.

f. On both EFIS CONTROL panels, push the OFF/RTU button to select OFF. Verify that the VHF 1 re-
mains operational and tuned to the tower frequency. Use the left CDU and retune the VHF 1. If the ra-
dio 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 push both OFF/RTU buttons to select RTU (normal operation).

g. Momentarily push the COM SQ button on the left RTU. Check that the COM audio becomes noisy while
the button is pushed. If test fails, suspect the RTU 1 or the VHF 1.

h. Simulcomm 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 non-
transmitting radio.

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[Link] VHF 2 Test Procedure

Note

The two VHFs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

1. If the AVIONICS STATUS page indicates a VHF COMM ANT 2 fault, replace the number 2 COM
antenna. Reflected power is abnormal.

Note

When power is first applied to the VHF 2, a brief tone is applied to the airplane 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.

b. Display the LRU DIAGNOSTIC DATA page showing the 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 Table 5-25.

c. 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 frequency. The CDUs should
show this frequency on the ACTIVE line and displayed in green.

d. Request a radio check from the tower and verify proper transmit and receive operation. Ensure that the
microphone and airplane audio system are functional. If test fails, check that an open circuit is applied
to VHF 2 pin P1-14 (RX PORT A/B ENBL).

e. On the right EFIS CONTROL panel, push the OFF/RTU button to select OFF and push the 1/2 button
on the left 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 OFF/RTU button to VHF 2 pin P1-14 (RX PORT A/B
ENBL). Then push the OFF/RTU button to select RTU (normal operation).

1. If any of steps 3.0 through 5.0 failed, suspect the VHF 2 or an RTU. Swap VHF and RTU units as
necessary to isolate the problem.

f. Momentarily push the COM SQ button on the right RTU. Check that the COM audio becomes noisy
while the button is pushed. If test fails, suspect the RTU 2 or the VHF 2.

g. Simulcomm 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 non-
transmitting radio.

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[Link] VIR 1 Test Procedure

Note

The two VIRs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. Tune the VIR 1 to any VOR frequency such as 117.00 MHz using the left RTU. Use the left CDU and
select VOR 1 as the active NAV source and as the single-bar bearing pointer source. Select HSI format
on the ND/MFD 1. Select VOR 1 format on the SDU. Set 360-degree course on the PFD/ND/MFD 1 (us-
ing CHP) and on the SDU (using lower-right knob).

Note

The VIR 1 supplies NAV data to the PFD/ND/MFD 1 (through IAPS) on the L-VIR-1 bus, and to the
SDU (through SDD) on the L-VIR-2 bus. If NAV data is not displayed, check the appropriate bus.

c. 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 SDU check that the deviation bar zeros, TO indicates, and that the marker beacon annunciations cy-
cle and flash. On the PFD 1 also check that the marker beacon annunciations appear and cycle. A
marker beacon tone should be audible.

d. Tune the VIR 1 to any LOC frequency such as 110.10 MHz using the left RTU.

e. Select the NAV mode page on the left RTU. Then push and hold the TST line key. On the PFD/ND/MFD
1 and the SDU check that GS deviation is 2/3 of full-scale down and that LOC (lateral) deviation is 2/3 of
full-scale right. Marker beacon annunciations also flash/cycle.

f. Tune the VIR 1 to a local VOR frequency using the left RTU and zero the course deviation on both the
PFD/ND/MFD 1 and SDU. Verify NAV audio ident. Check that course indications on the PFD/ND/MFD
1 and SDU agree and are reasonable. If test fails, check that an open circuit is applied to VIR 1 pin P1-
31 (RX PORT A/B ENBL).

g. On the left EFIS CONTROL panel, push the OFF/RTU button to select OFF and push the 1/2 button on
the right RTU (select VOR 1). Verify that course indications remain correct; check that the VIR 1 re-
sponds to the right RTU. If the radio does not respond, check that a ground is applied from the OFF/RTU
button to VIR 1 pin P1-31 (RX PORT A/B ENBL). Then push the OFF/RTU button to select RTU (normal
operation).

h. On both EFIS CONTROL panels, push the OFF/RTU button to select OFF. Verify that the VIR 1 re-
mains 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 VIR 1 pin P2-8 (BURST TUNE) and check the LB-GP
BUS 3 data bus. Then push both OFF/RTU buttons to select RTU (normal operation).

i. If a problem is suspected with the VOR/LOC, GS, or MB receivers, inject valid signals into the antenna
inputs to isolate a receiver/antenna fault. A ramp tester is required to test marker beacon sensitivity.

j. 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.

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[Link] VIR 2 Test Procedure

Note

The two VIRs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

a. Check the AVIONICS STATUS page and troubleshoot according to Table 5-3.

b. Tune the VIR 2 to 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. Select VOR 2 format on the SDU. Set 360-degree course on the PFD/MFD 2 (using CHP) and
on the SDU (using lower-right knob).

Note

The VIR 2 supplies NAV data to the PFD/MFD 2 (through IAPS) on the R-VIR-1 bus, and to the
SDU (through SDD) on the R-VIR-2 bus. If NAV data is not displayed, check the appropriate bus.

c. Select the NAV mode page on the right RTU. Then push and hold the TST line key. On the PFD/MFD 2
check that the deviation bar zeros, TO indicates, and the dual-bar bearing pointer is at 0 degree. On the
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.

d. Tune the VIR 2 to any LOC frequency such as 110.10 MHz using the right RTU.

e. Select the NAV mode page on the right RTU. Then push and hold the TST line key. On the PFD/MFD 2
and the SDU check that GS deviation is 2/3 of full-scale down and that LOC (lateral) deviation is 2/3 of
full-scale right. Marker beacon annunciations also flash/cycle.

f. Tune the VIR 2 to a local VOR frequency using the right RTU and zero the course deviation on both the
PFD/MFD 2 and SDU. Verify NAV audio ident. Check that course indications on the PFD/MFD 2 and
SDU 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).

g. On the right EFIS CONTROL panel, push the OFF/RTU button to select OFF and push the 1/2 button
on the left RTU (select VOR 2). Verify that course indications remain correct; check that the VIR 2 re-
sponds to the left RTU. If the radio does not respond, check that a ground is applied from the OFF/RTU
button to VIR 2 pin P1-31 (RX PORT A/B ENBL). Then push the OFF/RTU button to select RTU (normal
operation).

h. If a problem is suspected with the VOR/LOC, GS, or MB receivers, inject valid signals into the antenna
inputs to isolate a receiver/antenna fault. A ramp tester is required to test marker beacon sensitivity.

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5.11 GROUNDING AND HIRF GUIDELINES

Notes on the system Interconnect diagram (provided on Figure 5-11) describe recommended methods and
techniques for reducing the hazards of high intensity radiated fields (HIRF). These are general recommen-
dations that apply to wiring modification/repair as well as to new installations. Sheet 1 of the Interconnect
shows the preferred method for grounding the shields of shielded wires.
5.12 SYSTEM INTERCONNE CT DIAGRAM
Figure 5-11 is an AMS-850 system wiring diagram. Interconnect information is also provided in the system
schematic diagrams. Figure 5-11 presents this information in a consolidated format.

5.13 LRU MATING CONNEC TORS

Figure 5-12 (after the wiring diagram) shows a mating connector pictorial for each (non-IAPS) LRU. Each
connector shows pin locations to aid troubleshooting effort. Pin functions are defined on the Interconnect and
system schematic diagrams.

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Figure 5-11 (Sheet 1 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 2 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 3 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 4 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 5 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 6 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 7 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 8 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 9 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 10 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 11 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 12 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 13 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 14 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 15 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 16 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 17 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 18 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 19 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 20 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 21 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 22 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 23 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 24 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 25 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 26 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 27 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 28 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 29 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 30 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 31 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 32 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-11 (Sheet 33 of 33). Learjet 60 Avionics System, AMS-850 Interconnect Wiring Diagram

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Figure 5-12 (Sheet 1 of 5). LRU Mating Connectors

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Figure 5-12 (Sheet 2 of 5). LRU Mating Connectors

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Figure 5-12 (Sheet 3 of 5). LRU Mating Connectors

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Figure 5-12 (Sheet 4 of 5). LRU Mating Connectors

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Figure 5-12 (Sheet 5 of 5). LRU Mating Connectors

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Figure 5-13. Breakout Box, Parts List and Schematic Diagram

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523-0776653-003118
3rd Edition, 20 January 1999

Learjet 60
Avionics System

Service Bulletins and Service Information Letters

(Refer to latest edition/addendum of the General
Aviation Equipment Service Bulletin/Information
Letter Index 523-0766944 for up-to-date listing.)

SB/SIL
Number Unit Title Date
1-89R3 ADC-86/850 Periodic Recertification of the ADC-86/850 Air Data Aug 10/98
Computers According to Federal Aviation Regulation (FAR)
Part 91
1-88R1 APS-85 Periodic Inspection and Maintenance Procedures May 27/92
3-91 All Avionics Cleaning of Collins Avionics Cockpit Equipment Dec 20/91
2-92R3 All Avionics Coaxial Cable for New Aircraft Installation Aug 9/95
1-93 All Avionics Removal of Protective Covers Jun 1/93
1-94 All Avionics Provide Alternate Heavy Duty D-Subminiature Backshells Apr 5/94
1-94 AHS-85 Compass Compensator Removal/Replacement Guidelines Aug 24/94
1-95 AMS-850 En Route and Terminal GPS/VNAV Advisory Update for Lear 60 Apr 10/95
2-97 AMS-850 Learjet 60 GPS Oceanic/Remote Primary Means Operation and Jan 29/98
GPS Non-Precision Approach Capability

NOTICE: This title page replaces 2nd edition title page dated 6 January 1995.