Avionic Emb 145-1

Business and Commuter Aviation Systems Honeywell Inc.
Box 29000 Phoenix, Arizona 85038
PRIMUS 1000 Integrated Avionics System
Embraer EMB-145
System Maintenance Manual
Volume I
System Overview and System Description
22-05-14
TITLE PAGE T-1
PRINTED IN U.S.A. PUB. NO. A15-1146-065 1 NOVEMBER 1996
SYSTEM MAINTENANCE MANUAL

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PROPRIETARY NOTICE This document and the information disclosed herein are proprietary data of Honeywell Inc. Neither this document nor the information contained herein shall be used, reproduced, or disclosed to others without the written authorization of Honeywell Inc., except to the extent required for installation or maintenance of recipients equipment. NOTICE - FREEDOM OF INFORMATION ACT (5 USC 552) AND DISCLOSURE OF CONFIDENTIAL INFORMATION GENERALLY (18 USC 1905) This document is being furnished in confidence by Honeywell Inc. The information disclosed herein falls within exemption (b) (4) of 5 USC 552 and the prohibitions of 18 USC 1905.
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Copyright 1996 Honeywell Inc. All Rights Reserved 1 NOVEMBER 1996

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RECORD OF REVISIONS - VOLUME I

Upon receipt of a revision, insert the latest revised pages and dispose of superseded pages. Enter revision number and date, insertion date, and the incorporators initials on the Record of Revisions. The typed initials HI are used when Honeywell Inc. is the incorporator. Revision Number Revision Date Insertion Date Revision Number Revision Date Insertion Date
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Use or disclosure of information on this page is subject to the restrictions on the title page of this document.

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LIST OF EFFECTIVE PAGES - VOLUME I

Original . . SUBHEADING AND PAGE Title T-1 T-2 Record of Revisions RR-1 RR-2 List of Effective Pages LEP-1 LEP-2 LEP-3 LEP-4 LEP-5 LEP-6 LEP-7 LEP-8 Table of Contents TC-1 TC-2 TC-3 TC-4 TC-5 TC-6 TC-7 TC-8 TC-9 TC-10 TC-11 TC-12 TC-13 TC-14 TC-15 TC-16 TC-17 TC-18 TC-19 TC-20 TC-21 TC-22 0 0 REVISION 0 . . Nov 1/1996 SUBHEADING AND PAGE TC-23 TC-24 TC-25 TC-26 TC-27 TC-28 TC-29 TC-30 Introduction INTRO-1 INTRO-2 INTRO-3 INTRO-4 INTRO-5 INTRO-6 INTRO-7 INTRO-8 Table of Contents - Section 1 TC1-1 TC1-2 Section 1 System Overview 1-1 1-2 1-3 1-4 F 1-5/6 F 1-7/8 F 1-9/10 F 1-11/12 1-13 1-14 1-15 1-16 1-17 1-18 1-19 1-20 REVISION 0 0 0 0 0 0 0 0
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SUBHEADING AND PAGE Section 1 (cont) System Overview 1-21 1-22 1-23 1-24 F 1-25/26 F 1-27/28 1-29 1-30 1-31 1-32 1-33 1-34 1-35 1-36 1-37 1-38 Section 2 System Description 2-1 2-2 Table of Contents - Section 2.1 TC2-1-1 TC2-1-2 TC2-1-3 TC2-1-4 TC2-1-5 TC2-1-6 TC2-1-7 TC2-1-8 Section 2.1 Electronic Display System 2-1-1 2-1-2 2-1-3 2-1-4 2-1-5 2-1-6 2-1-7 2-1-8 2-1-9 2-1-10 2-1-11 2-1-12 2-1-13 2-1-14 2-1-15
REVISION
SUBHEADING AND PAGE 2-1-16 2-1-17 2-1-18 2-1-19 2-1-20 2-1-21 2-1-22 2-1-23 2-1-24 2-1-25 2-1-26 2-1-27 2-1-28 2-1-29 2-1-30 2-1-31 2-1-32 2-1-33/34 2-1-35/36 2-1-37/38 2-1-39/40 2-1-41/42 2-1-43 2-1-44 2-1-45 2-1-46 2-1-47 2-1-48 2-1-49 2-1-50 2-1-51 2-1-52 2-1-53 2-1-54 2-1-55 2-1-56 2-1-57 2-1-58 2-1-59 2-1-60 2-1-61 2-1-62 2-1-63 2-1-64 2-1-65 2-1-66 2-1-67 2-1-68 2-1-69 2-1-70 2-1-71
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SUBHEADING AND PAGE Section 2.1 (cont) Electronic Display System 2-1-72 2-1-73 2-1-74 2-1-75 2-1-76 2-1-77 2-1-78 2-1-79 2-1-80 2-1-81 2-1-82 2-1-83 2-1-84 2-1-85 2-1-86 2-1-87 2-1-88 2-1-89 2-1-90 2-1-91 2-1-92 2-1-93 2-1-94 2-1-95 2-1-96 2-1-97 2-1-98 2-1-99 2-1-100 2-1-101 2-1-102 2-1-103 2-1-104 2-1-105 2-1-106 2-1-107 2-1-108 2-1-109 2-1-110 2-1-111 2-1-112 2-1-113 2-1-114 2-1-115 2-1-116 2-1-117 2-1-118 2-1-119 2-1-120
REVISION
SUBHEADING AND PAGE 2-1-121 2-1-122 2-1-123 2-1-124 2-1-125 2-1-126 2-1-127 2-1-128 2-1-129 2-1-130 2-1-131 2-1-132 2-1-133 2-1-134 2-1-135 2-1-136 2-1-137 2-1-138 2-1-139 2-1-140 2-1-141 2-1-142 2-1-143 2-1-144 2-1-145 2-1-146 2-1-147 2-1-148 2-1-149 2-1-150 2-1-151 2-1-152 2-1-153 2-1-154 2-1-155 2-1-156 2-1-157 2-1-158 2-1-159 2-1-160 2-1-161 2-1-162 2-1-163 2-1-164 2-1-165 2-1-166 2-1-167 2-1-168 2-1-169 2-1-170 2-1-171
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SUBHEADING AND PAGE Section 2.1 (cont) Electronic Display System 2-1-172 2-1-173 2-1-174 2-1-175 2-1-176 2-1-177 2-1-178 F 2-1-179/180 F 2-1-181/182 2-1-183 2-1-184 2-1-185 2-1-186 2-1-187 2-1-188 2-1-189 2-1-190 2-1-191 2-1-192 2-1-193 2-1-194 2-1-195 2-1-196 2-1-197 2-1-198 2-1-199 2-1-200 2-1-201 2-1-202 2-1-203 2-1-204 2-1-205 2-1-206 2-1-207 2-1-208 2-1-209 2-1-210 2-1-211 2-1-212 2-1-213 2-1-214 2-1-215 2-1-216 2-1-217 2-1-218 F 2-1-219/220 F 2-1-221/222 F 2-1-223/224 F 2-1-225/226
REVISION
SUBHEADING AND PAGE Table of Contents - Section 2.2 TC2-2-1 TC2-2-2
REVISION
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Section 2.2 AHZ-800 Attitude Heading Reference System 2-2-1 0 2-2-2 0 2-2-3 0 2-2-4 0 2-2-5 0 2-2-6 0 2-2-7 0 2-2-8 0 2-2-9 0 2-2-10 0 2-2-11 0 2-2-12 0 2-2-13 0 2-2-14 0 2-2-15 0 2-2-16 0 2-2-17 0 2-2-18 0 2-2-19 0 2-2-20 0 2-2-21 0 2-2-22 0 2-2-23 0 2-2-24 0 Table of Contents - Section 2.3 TC2-3-1 TC2-3-2 Section 2.3 ADZ-850 Micro Air Data System 2-3-1 2-3-2 2-3-3 2-3-4 2-3-5 2-3-6 2-3-7 2-3-8 2-3-9 2-3-10 2-3-11 2-3-12 2-3-13 2-3-14
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SUBHEADING AND PAGE Section 2.3 (cont) ADZ-850 Micro Air Data System 2-3-15 2-3-16 Table of Contents - Section 2.4 TC2-4-1 TC2-4-2 Section 2.4 AA-300 Radio Altimeter System 2-4-1 2-4-2 2-4-3 2-4-4 2-4-5 2-4-6 2-4-7 2-4-8 Table of Contents - Section 2.5 TC2-5-1 TC2-5-2 Section 2.5 Weather Radar System 2-5-1 2-5-2 2-5-3 2-5-4 2-5-5 2-5-6 2-5-7 2-5-8 2-5-9 2-5-10 F 2-5-11/12 F 2-5-13/14 2-5-15 2-5-16 2-5-17 2-5-18 2-5-19 2-5-20 2-5-21 2-5-22 2-5-23 2-5-24 2-5-25 2-5-26 2-5-27
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SUBHEADING AND PAGE 2-5-28
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Table of Contents - Section 2.6 TC2-6-1 TC2-6-2 TC2-6-3 TC2-6-4 Section 2.6 SRZ-850 Integrated Radio System 2-6-1 2-6-2 2-6-3 2-6-4 2-6-5 2-6-6 2-6-7 2-6-8 2-6-9 2-6-10 2-6-11 2-6-12 2-6-13 2-6-14 2-6-15 2-6-16 2-6-17 2-6-18 2-6-19 2-6-20 2-6-21 2-6-22 2-6-23 2-6-24 2-6-25 2-6-26 2-6-27 2-6-28 2-6-29 2-6-30 2-6-31 2-6-32 2-6-33 2-6-34 2-6-35 2-6-36 2-6-37 2-6-38 2-6-39 2-6-40 F 2-6-41/42
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SUBHEADING AND PAGE Section 2.6 (cont) SRZ-850 Integrated Radio System 2-6-43 2-6-44 2-6-45 2-6-46 F 2-6-47/48 F 2-6-49/50 F 2-6-51/52 2-6-53 2-6-54 F 2-6-55/56 2-6-57 2-6-58 F 2-6-59/60 2-6-61 2-6-62 2-6-63 2-6-64 Table of Contents - Section 2.7 TC2-7-1 TC2-7-2
REVISION
SUBHEADING AND PAGE Table of Contents - Section 2.8 TC2-8-1 TC2-8-2 Section 2.8 Flight Management System (FMS) 2-8-1 2-8-2 2-8-3 2-8-4 2-8-5 2-8-6 2-8-7 2-8-8 2-8-9 2-8-10 2-8-11 2-8-12 2-8-13 2-8-14 2-8-15 2-8-16 F 2-8-17/18 2-8-19 2-8-20 2-8-21 2-8-22 Table of Contents - Section 2.9 TC2-9-1 TC2-9-2 Section 2.9 Global Positioning System (GPS) 2-9-1 2-9-2 2-9-3 2-9-4 2-9-5 2-9-6 2-9-7 2-9-8 2-9-9 2-9-10 2-9-11 2-9-12 2-9-13 2-9-14
REVISION
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Section 2.7 Traffic Alert and Collision Avoidance System (TCAS) 2-7-1 2-7-2 2-7-3 2-7-4 2-7-5 2-7-6 2-7-7 2-7-8 2-7-9 2-7-10 2-7-11 2-7-12 2-7-13 2-7-14 F 2-7-15/16 2-7-17 2-7-18 2-7-19 2-7-20 2-7-21 2-7-22 2-7-23 2-7-24
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SUBHEADING AND PAGE Table of Contents - Section 2.10 TC2-10-1 TC2-10-2 TC2-10-3 TC2-10-4 Section 2.10 Flight Director System (FDS) 2-10-1 2-10-2 2-10-3 2-10-4 2-10-5 2-10-6 2-10-7 2-10-8 2-10-9 2-10-10 2-10-11 2-10-12 2-10-13 2-10-14 2-10-15 2-10-16 2-10-17 2-10-18 2-10-19 2-10-20 2-10-21 2-10-22 F 2-10-23/24 F 2-10-25/26 2-10-27 2-10-28 2-10-29 2-10-30 2-10-31 2-10-32 2-10-33 2-10-34 2-10-35 2-10-36 2-10-37 2-10-38 2-10-39 2-10-40 2-10-41 2-10-42 2-10-43 2-10-44 2-10-45
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SUBHEADING AND PAGE 2-10-46 2-10-47 2-10-48 2-10-49 2-10-50 2-10-51 2-10-52 2-10-53 2-10-54 2-10-55 2-10-56 2-10-57 2-10-58 2-10-59 2-10-60 2-10-61 2-10-62 2-10-63 2-10-64 2-10-65/66 2-10-67/68 2-10-69 2-10-70 2-10-71 2-10-72 2-10-73 2-10-74 2-10-75 2-10-76 2-10-77 2-10-78 2-10-79 2-10-80 2-10-81 2-10-82 2-10-83 2-10-84 2-10-85 2-10-86 2-10-87 2-10-88 2-10-89 2-10-90 2-10-91 2-10-92 2-10-93 2-10-94 2-10-95 2-10-96 2-10-97 2-10-98
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SUBHEADING AND PAGE Section 2.10 (cont) Flight Director System (FDS) 2-10-99 2-10-100 2-10-101 2-10-102 2-10-103 2-10-104 Table of Contents - Section 2.11 TC2-11-1 TC2-11-2 TC2-11-3 TC2-11-4 Section 2.11 Autopilot/Yaw Damper System 2-11-1 2-11-2 2-11-3 2-11-4 2-11-5 2-11-6 2-11-7 2-11-8 2-11-9 2-11-10 2-11-11 2-11-12 2-11-13 2-11-14 2-11-15 2-11-16 2-11-17 2-11-18 F 2-11-19/20 F 2-11-21/22 2-11-23 2-11-24 F 2-11-25/26 2-11-27 2-11-28 2-11-29 2-11-30 F 2-11-31/32 2-11-33 2-11-34 2-11-35 2-11-36 F 2-11-37/38 2-11-39
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SUBHEADING AND PAGE 2-11-40 2-11-41/42 2-11-43 2-11-44 2-11-45 2-11-46
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TABLE OF CONTENTS
SECTION/PARAGRAPH/TITLE VOLUME I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE INTRO-1 INTRO-1 INTRO-1 INTRO-2 INTRO-3 INTRO-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . 1-1 1-13 1-14 1-15 1-16 1-16 1-16 1-17 1-17 1-18 1-18 1-19 1-20 1-21 1-21 1-29 1-31 1-31 1-31 1-32 1-32 1-34 1-34 1-35 1-36 1-36 1-37 1-37 1-37 1-37
INTRODUCTION . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . 2. Reference Documents . . . . . . 3. How This Manual Is Organized 4. Critical Items Compliance . . . 5. Abbreviations . . . . . . . . . . . .
SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Electronic Display System (EDS) . . . . . . . . . . . . . . . . B. AHZ-800 Attitude Heading Reference System (AHRS) C. ADZ-850 Micro Air Data System . . . . . . . . . . . . . . . . D. AA-300 Radio Altimeter System . . . . . . . . . . . . . . . . . E. PRIMUS 650/660 Weather Radar System . . . . . . . . . F. PRIMUS II Integrated Radio System . . . . . . . . . . . . G. Traffic Alert and Collision Avoidance System (TCAS) H. Flight Management System (FMS) - Optional . . . . . . . I. Global Positioning System (GPS) - Optional . . . . . . . J. Flight Director System . . . . . . . . . . . . . . . . . . . . . . . K. Autopilot/Yaw Damper System . . . . . . . . . . . . . . . . . 3. Digital Data Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Radio System Bus (RSB) . . . . . . . . . . . . . . . . . . . . . . B. Digital Audio Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . C. Commercial Standard Digital Bus (CSDB) . . . . . . . . . D. ARINC 429 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Field Definitions . . . . . . . . . . . . . . . . . . . . . . . (2) Label - Bits 1 thru 8 . . . . . . . . . . . . . . . . . . . . (3) Data Field - Bits 11 thru 29 . . . . . . . . . . . . . . . (4) Sign Status Matrix (Bits 30 and 31) . . . . . . . . (5) Parity (Bit 32) . . . . . . . . . . . . . . . . . . . . . . . . . (6) Waveform Parameters . . . . . . . . . . . . . . . . . . E. RS-422 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F. RS-232 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G. Serial Control Interface (SCI) . . . . . . . . . . . . . . . . . . . H. Weather Radar Picture Data (WXPD) . . . . . . . . . . . . . I. Integrated Computer Bus (ICB) . . . . . . . . . . . . . . . . . J. SG/DU Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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TABLE OF CONTENTS (Cont) SECTION/PARAGRAPH/TITLE 2 2.1 VOLUME I PAGE
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 ELECTRONIC DISPLAY SYSTEM . . . . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . . . . A. IC-600 Integrated Avionics Computer . . . . B. DU-870 Display Units . . . . . . . . . . . . . . . . (1) Video and Dimming System . . . . . . (2) System Monitor . . . . . . . . . . . . . . . C. BL-870 Bezel Controller . . . . . . . . . . . . . . (1) IN/HPA Button . . . . . . . . . . . . . . . . (2) STD (Standard) Button . . . . . . . . . . (3) BARO Knob . . . . . . . . . . . . . . . . . . D. BL-871 Bezel Controller (-831 and -851) . . . E. DC-550 Display Controller . . . . . . . . . . . . . (1) FULL/WX Button . . . . . . . . . . . . . . . (2) GSPD/TTG Button . . . . . . . . . . . . . (3) ET Button . . . . . . . . . . . . . . . . . . . . (4) NAV Button . . . . . . . . . . . . . . . . . . (5) FMS Button . . . . . . . . . . . . . . . . . . (6) Bearing (BRG) Source Select Knobs (7) Radio Altitude (RA) Set Knob . . . . . (8) System TEST Button . . . . . . . . . . . F. GC-550 Guidance Control Unit . . . . . . . . . (1) Flight Director 1 (FD1) Button . . . . (2) Course 1 (CRS 1) Knob . . . . . . . . . (3) Heading (HDG) Button . . . . . . . . . . (4) Heading (HDG) Knob . . . . . . . . . . . (5) Navigation (NAV) Button . . . . . . . . (6) Approach (APR) Button . . . . . . . . . (7) Bank (BNK) Button . . . . . . . . . . . . . (8) Autopilot (AP) Engage Button . . . . (9) Couple (CPL) Button . . . . . . . . . . . (10) Yaw Damper (YD) Button . . . . . . . . (11) Speed (SPD) Button . . . . . . . . . . . . (12) Vertical Speed (VS) Button . . . . . . . (13) Speed (SPD) Knob . . . . . . . . . . . . . (14) Flight Level Control (FLC) Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-1 2-1-1 2-1-4 2-1-4 2-1-7 2-1-8 2-1-8 2-1-9 2-1-10 2-1-10 2-1-10 2-1-11 2-1-13 2-1-15 2-1-15 2-1-15 2-1-15 2-1-15 2-1-16 2-1-17 2-1-17 2-1-18 2-1-20 2-1-20 2-1-21 2-1-21 2-1-21 2-1-21 2-1-22 2-1-22 2-1-22 2-1-22 2-1-23 2-1-23 2-1-23 2-1-24
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TABLE OF CONTENTS (Cont) SECTION/PARAGRAPH/TITLE 2.1 VOLUME I PAGE
ELECTRONIC DISPLAY SYSTEM (cont) 2. Component Descriptions and Locations (cont) F. GC-550 Guidance Control Unit (cont) (15) Altitude (ALT) Button . . . . . . . . . . . . . . (16) Altitude Select (ASEL) Knob . . . . . . . . . (17) Flight Director 2 (FD2) Button . . . . . . . (18) Course 2 (CRS 2) Knob . . . . . . . . . . . . G. Reversionary Panels (Embraer) . . . . . . . . . . . . H. DA-800 Data Acquisition Unit . . . . . . . . . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Electronic Display System Bus Interface . . . . . B. PFD/MFD Interface . . . . . . . . . . . . . . . . . . . . . (1) Bezel Controller Interface . . . . . . . . . . . (2) Guidance Control Unit Interface . . . . . . (3) Master Warning/Caution Light Interface C. PFD Attitude Director Indicator Operation . . . . (1) ADI Sphere . . . . . . . . . . . . . . . . . . . . . . (2) Attitude Source Annunciations . . . . . . . (3) Autopilot Display . . . . . . . . . . . . . . . . . (4) Flight Director Display . . . . . . . . . . . . . (5) Vertical Deviation Display . . . . . . . . . . (6) Marker Beacons . . . . . . . . . . . . . . . . . . (7) Radio Altitude Display . . . . . . . . . . . . . (8) Radio Altitude Minimums Display . . . . . (9) Excessive Attitude Declutter . . . . . . . . D. PFD Horizontal Situation Indicator Operation . (1) Heading Display . . . . . . . . . . . . . . . . . . (2) Lateral Deviation Display . . . . . . . . . . . (3) To/From Pointer . . . . . . . . . . . . . . . . . . (4) Course Select/Desired Track Display . . (5) Drift Bug . . . . . . . . . . . . . . . . . . . . . . . (6) Bearing Pointers and Source Identifiers (7) Distance Readout . . . . . . . . . . . . . . . . . (8) Distance Identifier (FMS) . . . . . . . . . . . (9) Time-To-Go Readout . . . . . . . . . . . . . . (10) Ground Speed Readout . . . . . . . . . . . . (11) Elapsed Time Readout . . . . . . . . . . . . . (12) Wind Display . . . . . . . . . . . . . . . . . . . . (13) Weather Radar Display . . . . . . . . . . . . .
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2-1-24 2-1-24 2-1-25 2-1-25 2-1-26 2-1-27 2-1-29 2-1-29 2-1-30 2-1-30 2-1-31 2-1-31 2-1-43 2-1-43 2-1-47 2-1-48 2-1-49 2-1-55 2-1-57 2-1-58 2-1-58 2-1-59 2-1-60 2-1-60 2-1-65 2-1-68 2-1-69 2-1-70 2-1-70 2-1-72 2-1-73 2-1-73 2-1-73 2-1-73 2-1-74 2-1-74
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ELECTRONIC DISPLAY SYSTEM (cont) 3. Operation (cont) E. PFD Air Data Display Operation . . . . . . . . . . . . . . . . . . . . . . . . . (1) Altitude Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) Airspeed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) Vertical Speed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . F. PFD TCAS Display Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) TCAS Vertical Speed Indications (VSI) . . . . . . . . . . . . . . . (2) TCAS Mode Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . G. PFD Miscellaneous Annunciators . . . . . . . . . . . . . . . . . . . . . . . . (1) Air Data Computer Source Annunciator . . . . . . . . . . . . . . (2) Air Data Computer Test Annunciator . . . . . . . . . . . . . . . . (3) AHRS Test Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . (4) Symbol Generator Annunciator . . . . . . . . . . . . . . . . . . . . (5) Navigation Source Annunciator . . . . . . . . . . . . . . . . . . . . (6) FMS Cross-Track Mode Annunciator . . . . . . . . . . . . . . . . (7) FMS Accuracy Annunciator . . . . . . . . . . . . . . . . . . . . . . . (8) FMS Status Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . (9) FMS Message Annunciator . . . . . . . . . . . . . . . . . . . . . . . . (10) Vertical Track Alert Annunciator . . . . . . . . . . . . . . . . . . . (11) ILS Approach Category Annunciator . . . . . . . . . . . . . . . . (12) Windshear Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . H. PFD Comparison Monitor Annunciators . . . . . . . . . . . . . . . . . . . (1) Indicated Airspeed (IAS) Comparison Monitor Annunciator (2) Pitch (PIT) and Roll (ROL) Attitude Comparison Monitor Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) Radio Altitude (RA) Comparison Monitor Annunciator . . . (4) Glideslope (GS) and Localizer (LOC) Comparison Monitor Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (5) CAS Comparison Monitor Annunciator . . . . . . . . . . . . . . . (6) Heading (HDG) Comparison Monitor Annunciator . . . . . . . (7) Altitude (ALT) Comparison Monitor Annunciator . . . . . . . I. PFD Test Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Weight-On-Wheels Test Mode Display Formats . . . . . . . . . (2) Not Weight-On-Wheels Test Mode Display Formats . . . . .
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2-1-79 2-1-79 2-1-82 2-1-86 2-1-89 2-1-89 2-1-92 2-1-93 2-1-93 2-1-93 2-1-93 2-1-96 2-1-96 2-1-96 2-1-97 2-1-98 2-1-98 2-1-98 2-1-98 2-1-99 2-1-100 2-1-100 2-1-100 2-1-100 2-1-100 2-1-102 2-1-102 2-1-102 2-1-102 2-1-102 2-1-104
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ELECTRONIC DISPLAY SYSTEM (cont) 3. Operation (cont) J. Multifunction Display Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-105 (1) General Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-106 (2) MFD Bezel Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-108 (3) Joystick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-122 (4) Common MFD Map/Plan Format Data . . . . . . . . . . . . . . . . 2-1-123 (5) FMS Map/Plan Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-130 (6) MFD Map Format Display . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-133 (7) MFD Plan Format Display . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-138 (8) MFD TCAS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-140 (9) MFD Checklist Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-144 (10) System Page Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-154 (11) MFD Test Mode Display . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-175 K. Engine Instrument Crew Alerting System (EICAS) Display Interface 2-1-177 L. EICAS Display Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-183 (1) Engine Instrument Section . . . . . . . . . . . . . . . . . . . . . . . . 2-1-187 (2) Cabin and APU Section . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-198 (3) Crew Alerting System Message Section . . . . . . . . . . . . . . 2-1-201 (4) Flight Control Information Section . . . . . . . . . . . . . . . . . . 2-1-209 M. EICAS Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-213 N. Reversionary Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-215 (1) Symbol Generator Reversion . . . . . . . . . . . . . . . . . . . . . . 2-1-215 (2) Sensor Reversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-215 (3) Display Unit Reversion . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-217
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TABLE OF CONTENTS (Cont) SECTION/PARAGRAPH/TITLE 2.2 VOLUME I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-2-1 2-2-1 2-2-2 2-2-2 2-2-4 2-2-5 2-2-6 2-2-6 2-2-6 2-2-10 2-2-10 2-2-10 2-2-10 2-2-11 2-2-11 2-2-12 2-2-12 2-2-13 2-2-13 2-2-14 2-2-15 2-2-16 2-2-16 2-2-16 2-2-16 2-2-16 2-2-16 2-2-17 2-2-17 2-2-17 2-2-17 2-2-18 2-2-18 2-2-20 2-2-23
AHZ-800 ATTITUDE HEADING REFERENCE SYSTEM . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . . . . . . . . A. AH-800 Attitude Heading Reference Unit (AHRU) B. Memory Module . . . . . . . . . . . . . . . . . . . . . . . . C. FX-600 Flux Valve . . . . . . . . . . . . . . . . . . . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Pilots AHRS Interface . . . . . . . . . . . . . . . . . . . . B. Copilots AHRS Interface . . . . . . . . . . . . . . . . . . C. Modes of Operation . . . . . . . . . . . . . . . . . . . . . . (1) Initialization . . . . . . . . . . . . . . . . . . . . . . (2) Full Performance . . . . . . . . . . . . . . . . . . (3) DG Mode . . . . . . . . . . . . . . . . . . . . . . . . (4) Basic Mode . . . . . . . . . . . . . . . . . . . . . . (5) Test Mode . . . . . . . . . . . . . . . . . . . . . . . (6) Maintenance Mode . . . . . . . . . . . . . . . . . D. Reversionary Switching . . . . . . . . . . . . . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Fault Detection . . . . . . . . . . . . . . . . . . . . . . . . . B. Power-On BITE . . . . . . . . . . . . . . . . . . . . . . . . . C. Continuous BITE . . . . . . . . . . . . . . . . . . . . . . . . D. Fault Reaction . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Critical . . . . . . . . . . . . . . . . . . . . . . . . . . (2) Non-Critical . . . . . . . . . . . . . . . . . . . . . . E. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . F. Fault Storage . . . . . . . . . . . . . . . . . . . . . . . . . . G. Flight Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Fault Service Status . . . . . . . . . . . . . . . . (2) Miscellaneous Status . . . . . . . . . . . . . . . (3) Fault Type . . . . . . . . . . . . . . . . . . . . . . . H. Ground Faults . . . . . . . . . . . . . . . . . . . . . . . . . . I. Fault Indications . . . . . . . . . . . . . . . . . . . . . . . . (1) PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) EICAS . . . . . . . . . . . . . . . . . . . . . . . . . .
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TABLE OF CONTENTS (Cont) SECTION/PARAGRAPH/TITLE 2.3 VOLUME I .... .... .... ... .... .... .... .... .... .... .... .... .... .... .... .... .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-3-1 2-3-1 2-3-2 2-3-2 2-3-4 2-3-5 2-3-5 2-3-7 2-3-9 2-3-9 2-3-9 2-3-10 2-3-10 2-3-13 2-3-13 2-3-15 2-3-16 2-4-1 2-4-1 2-4-2 2-4-4 2-4-4 2-4-4 2-4-4 2-4-5 2-4-5 2-4-8
ADZ-850 MICRO AIR DATA SYSTEM . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . . A. AZ-850 Micro Air Data Computer (MADC) B. BL-870 PFD Bezel Controller . . . . . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Pilots Air Data System . . . . . . . . . . . . . B. Copilots Air Data System . . . . . . . . . . . C. Modes of Operation . . . . . . . . . . . . . . . . D. MADC Monitoring . . . . . . . . . . . . . . . . . E. Static Source Error Correction (SSEC) . F. Operational Range . . . . . . . . . . . . . . . . G. Overspeed Warning . . . . . . . . . . . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . A. Primary Flight Display (PFD) . . . . . . . . . B. Multifunction Display (MFD) . . . . . . . . . C. EICAS Display (EICAS) . . . . . . . . . . . . . AA-300 RADIO ALTIMETER SYSTEM . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations 3. Operation . . . . . . . . . . . . . . . . . . . . . . . A. Auxiliary Radio Altitude Output . B. Primary Radio Altitude Output . C. RA Minimum Annunciation . . . . D. Low Altitude Awareness . . . . . . E. Radio Altitude Test . . . . . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.4
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TABLE OF CONTENTS (Cont) SECTION/PARAGRAPH/TITLE 2.5 VOLUME I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-5-1 2-5-1 2-5-2 2-5-2 2-5-6 2-5-9 2-5-9 2-5-15 2-5-15 2-5-15 2-5-15 2-5-15 2-5-16 2-5-17 2-5-17 2-5-18 2-5-19 2-5-21 2-5-21 2-5-22 2-5-22 2-6-1 2-6-1 2-6-2 2-6-2 2-6-6 2-6-8 2-6-20 2-6-23 2-6-24 2-6-24 2-6-24 2-6-24 2-6-24 2-6-25
WEATHER RADAR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . A. Weather Radar Receiver Transmitter Antenna (RTA) . . . . . . . . B. Weather Radar Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Target Alert (TGT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B. Rain Echo Attenuation Compensation Technique (RCT) Mode . C. Turbulence (TRB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D. Test (TST) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E. Weather (WX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F. Ground Map (GMAP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G. Standby (SBY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B. MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C. PRIMUS 650/870 Weather Radar Test Mode . . . . . . . . . . . . . . D. PRIMUS 660/880 Weather Radar Test Mode . . . . . . . . . . . . . . (1) On-Ground TEST Display (with TEXT FAULTS Enabled) (2) In Flight TEST Display (with TEXT FAULTS Enabled) . . (3) Fault Monitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6
SRZ-850 INTEGRATED RADIO SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . A. RM-855 Radio Management Unit . . . . . . . . . . . . . . . . . . . . . . . . . (1) RMU Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) Backup Navigation Display . . . . . . . . . . . . . . . . . . . . . . . . (3) Backup Engine Display . . . . . . . . . . . . . . . . . . . . . . . . . . B. CD-850 Clearance Delivery Control Head (Tuning Backup Control Head) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) System Installation Annunciator . . . . . . . . . . . . . . . . . . . . (2) Remote Tune Annunciator . . . . . . . . . . . . . . . . . . . . . . . . (3) Tuning Cursor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (4) NAV AUDIO On Annunciator . . . . . . . . . . . . . . . . . . . . . . . (5) Emergency (EMRG) Mode Annunciator . . . . . . . . . . . . . . . (6) Squelch (SQ) Annunciator . . . . . . . . . . . . . . . . . . . . . . . .
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SRZ-850 INTEGRATED RADIO SYSTEM (cont) 2. Component Descriptions and Locations (cont) B. CD-850 Clearance Delivery Control Head (Tuning Backup Control Head) (cont) (7) Transmit (TX) Annunciator . . . . . . . . . . . . . . . . . . . . . . . . (8) NAV AUDIO On/Off Switch . . . . . . . . . . . . . . . . . . . . . . . . (9) Squelch (SQ) On/Off Switch . . . . . . . . . . . . . . . . . . . . . . . (10) Tuning Knobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (11) Normal/Emergency Mode Switch . . . . . . . . . . . . . . . . . . . (12) Transfer Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (13) Radio Tuning Annunciators . . . . . . . . . . . . . . . . . . . . . . . C. AV-850A Audio Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) COM1, COM2, COM3, and HF Microphone Switches . . . . . (2) Passenger Address (PAX) Microphone Switch . . . . . . . . . (3) Emergency (EMER) Switch . . . . . . . . . . . . . . . . . . . . . . . . (4) Audio Source Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . (5) ID/Voice Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (6) Speaker and Headphone Controls . . . . . . . . . . . . . . . . . . (7) Sidetone (ST) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (8) Marker (MKR) Beacon Volume Control . . . . . . . . . . . . . . . (9) Marker Beacon MUTE and HI/LO SENS Control . . . . . . . . . (10) Interphone (INPH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D. RCZ-851(x) Integrated Communications Unit . . . . . . . . . . . . . . . . E. RNZ-851(x) Integrated Navigation Unit . . . . . . . . . . . . . . . . . . . . . F. AT-860 ADF Combined Sense/Loop Antenna . . . . . . . . . . . . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. RM-855 Radio Management Unit Interface Diagram . . . . . . . . . . . B. CD-850 Clearance Delivery Head Interface . . . . . . . . . . . . . . . . . . C. AV-850A Audio Control Unit Interface . . . . . . . . . . . . . . . . . . . . . D. Communications Unit Interface . . . . . . . . . . . . . . . . . . . . . . . . . . E. Navigation Unit Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. PFD Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B. RMU Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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2-6-25 2-6-25 2-6-25 2-6-25 2-6-25 2-6-25 2-6-25 2-6-26 2-6-27 2-6-27 2-6-27 2-6-27 2-6-28 2-6-28 2-6-28 2-6-28 2-6-28 2-6-28 2-6-29 2-6-32 2-6-35 2-6-36 2-6-38 2-6-43 2-6-44 2-6-53 2-6-57 2-6-61 2-6-61 2-6-61
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TABLE OF CONTENTS (Cont) SECTION/PARAGRAPH/TITLE 2.7 VOLUME I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-7-1 2-7-1 2-7-2 2-7-2 2-7-4 2-7-5 2-7-5 2-7-6 2-7-6 2-7-6 2-7-6 2-7-7 2-7-8 2-7-8 2-7-8 2-7-10 2-7-11 2-7-12 2-7-13 2-7-17 2-7-17 2-7-20 2-7-22 2-7-22 2-7-22 2-7-22 2-7-22 2-7-22 2-7-23 2-7-24 2-7-24 2-7-24
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS II) 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . . . . . . . . . . A. RT-910 TCAS Computer . . . . . . . . . . . . . . . . . . . . B. AT-910 Directional Antenna . . . . . . . . . . . . . . . . . . C. Typical Bottom Omnidirectional Antenna . . . . . . . D. Other Components . . . . . . . . . . . . . . . . . . . . . . . . E. TCAS/MFD Controls . . . . . . . . . . . . . . . . . . . . . . . F. TCAS/RMU Controls . . . . . . . . . . . . . . . . . . . . . . . (1) Line Select Key . . . . . . . . . . . . . . . . . . . . . (2) CODE Line Select Key . . . . . . . . . . . . . . . . (3) MODE Line Select Key . . . . . . . . . . . . . . . . (4) RANGE Line Select Key . . . . . . . . . . . . . . . (5) SURVEILLANCE WINDOW Line Select Key . (6) PGE Key . . . . . . . . . . . . . . . . . . . . . . . . . . G. TCAS Mode Annunciations . . . . . . . . . . . . . . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. TCAS Computer Unit Interface . . . . . . . . . . . . . . . B. TCAS ARINC 429 Output Data . . . . . . . . . . . . . . . . C. TCAS Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Traffic Advisories . . . . . . . . . . . . . . . . . . . . (2) Resolution Advisories . . . . . . . . . . . . . . . . D. TCAS Display Logic . . . . . . . . . . . . . . . . . . . . . . . (1) Traffic Advisory (TA) Logic . . . . . . . . . . . . (2) Resolution Advisory (RA) Logic . . . . . . . . . E. TCAS Preflight Test . . . . . . . . . . . . . . . . . . . . . . . (1) Activate TCAS . . . . . . . . . . . . . . . . . . . . . . (2) Activate TCAS Display . . . . . . . . . . . . . . . . (3) Perform Self-test . . . . . . . . . . . . . . . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Fault Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . B. Fault Indications . . . . . . . . . . . . . . . . . . . . . . . . . .
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TABLE OF CONTENTS (Cont) SECTION/PARAGRAPH/TITLE 2.8 VOLUME I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-8-1 2-8-1 2-8-2 2-8-2 2-8-4 2-8-5 2-8-10 2-8-11 2-8-13 2-8-14 2-8-19 2-8-19 2-8-21 2-9-1 2-9-1 2-9-2 2-9-2 2-9-3 2-9-6 2-9-6 2-9-6 2-9-6 2-9-6 2-9-7 2-9-7 2-9-8 2-9-8 2-9-8 2-9-8 2-9-10 2-9-11 2-9-13
FLIGHT MANAGEMENT SYSTEM (FMS) - Optional 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . A. NZ-2000 Navigation Computer . . . . B. IM-803 Configuration Module . . . . . C. CD-810 Control Display Unit . . . . . D. DL-900 Data Loader . . . . . . . . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . A. FMS Interface Diagram . . . . . . . . . B. FMS ARINC 429 Input/Output Data 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . A. PFD Indications . . . . . . . . . . . . . . B. MFD Indications . . . . . . . . . . . . . .
2.9
GLOBAL POSITIONING SYSTEM (GPS) - Optional . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . . . . . . . A. Global Positioning System Sensor Unit . . . . . . B. CD-810 Control Display Unit (CDU) GPS Status 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Modes of Operation . . . . . . . . . . . . . . . . . . . . . (1) Self-Test Mode . . . . . . . . . . . . . . . . . . . (2) Initialization Mode . . . . . . . . . . . . . . . . (3) Acquisition Mode . . . . . . . . . . . . . . . . . (4) Navigation (NAV) Mode . . . . . . . . . . . . (5) Aided Mode . . . . . . . . . . . . . . . . . . . . . (6) Altitude Aiding Mode . . . . . . . . . . . . . . (7) Fault Mode . . . . . . . . . . . . . . . . . . . . . . (8) Mode Provisioning . . . . . . . . . . . . . . . . B. GPS Interface . . . . . . . . . . . . . . . . . . . . . . . . . C. ARINC 429 Input Data . . . . . . . . . . . . . . . . . . . D. ARINC 429 Output Data . . . . . . . . . . . . . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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TABLE OF CONTENTS (Cont) SECTION/PARAGRAPH/TITLE 2.10 VOLUME I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-10-1 2-10-1 2-10-2 2-10-2 2-10-2 2-10-3 2-10-3 2-10-3 2-10-3 2-10-4 2-10-4 2-10-6 2-10-8 2-10-8 2-10-9 2-10-9 2-10-9 2-10-9 2-10-9 2-10-10 2-10-12 2-10-14 2-10-14 2-10-14 2-10-15 2-10-15 2-10-15 2-10-15 2-10-15 2-10-16 2-10-16 2-10-16 2-10-16 2-10-16 2-10-17 2-10-17
FLIGHT DIRECTOR SYSTEM (FDS) . . . . . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Flight Director Data Management . . . . . . . . . . B. Flight Director Couple Switching . . . . . . . . . . . C. Master/Slave Air Data Target Switching . . . . . . D. Flight Director Mode Synchronization . . . . . . . E. Flight Director Mode Annunciation . . . . . . . . . F. Flight Director Command Bar Logic . . . . . . . . G. Altitude Preselect Function . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . . . . . . . A. IC-600 Integrated Avionics Computer . . . . . . . B. GC-550 Guidance Panel Unit . . . . . . . . . . . . . . (1) Flight Director Mode Switches . . . . . . . (2) Heading (HDG) Select Knob . . . . . . . . . (3) Course (CRS) Select Knob . . . . . . . . . . (4) Altitude Select Knob . . . . . . . . . . . . . . (5) Couple (CPL) Pushbutton . . . . . . . . . . . (6) Bank Pushbutton (BNK) . . . . . . . . . . . . (7) FD1/FD2 Pushbuttons . . . . . . . . . . . . . . C. DC-550 Display Controller . . . . . . . . . . . . . . . . D. PC-400 Autopilot Controller . . . . . . . . . . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Flight Director Functions . . . . . . . . . . . . . . . . (1) PFD Command Bars . . . . . . . . . . . . . . . (2) GS CAP . . . . . . . . . . . . . . . . . . . . . . . . (3) GS Track . . . . . . . . . . . . . . . . . . . . . . . (4) Lateral Beam Sensor (LBS) . . . . . . . . . (5) LOC/BC CAP . . . . . . . . . . . . . . . . . . . . (6) LOC/BC TRACK . . . . . . . . . . . . . . . . . . (7) True Airspeed (TAS) Gain Programming (8) Vertical Beam Sensor (VBS) . . . . . . . . . (9) Vertical Path Gain Programming . . . . . (10) VOR CAP . . . . . . . . . . . . . . . . . . . . . . . (11) VOR Track . . . . . . . . . . . . . . . . . . . . . . (12) VOR OSS . . . . . . . . . . . . . . . . . . . . . . . (13) VOR AOSS . . . . . . . . . . . . . . . . . . . . . .
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FLIGHT DIRECTOR SYSTEM (FDS) (cont) 3. Operation (cont) B. Flight Director Lateral (Roll) Channel Functional Operation . . . . . (1) Flight Director Lateral (Roll) Modes Interface . . . . . . . . . . (2) Heading Select (HDG) Mode . . . . . . . . . . . . . . . . . . . . . . . (3) Heading Select Mode Engage/Reset/Disengage Logic . . . . (4) VOR (NAV) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (5) VOR Approach (VAPP) Mode . . . . . . . . . . . . . . . . . . . . . . (6) VOR/VAPP Engage/Reset/Disengage Logic . . . . . . . . . . . . (7) Localizer (NAV) and Back Course (BC) Modes . . . . . . . . . (8) Localizer/Back Course Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (9) Long Range Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . (10) LNAV Mode Engage/Reset/Disengage Logic . . . . . . . . . . . C. Flight Director Vertical (Pitch) Channel Functional Operation . . . (1) Flight Director Vertical (Pitch) Modes Interface . . . . . . . . (2) Pitch Attitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) Pitch Attitude Hold Mode Engage/Reset/Disengage Logic . (4) Vertical Speed (VS) Hold Mode . . . . . . . . . . . . . . . . . . . . . (5) Vertical Speed (VS) Hold Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (6) Speed (SPD) Select Mode . . . . . . . . . . . . . . . . . . . . . . . . . (7) Speed (SPD) Select Mode Engage/Reset/Disengage Logic (8) Flight Level Change (FLC, FLCH) Mode . . . . . . . . . . . . . . (9) Flight Level Change (FLC) Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (10) Altitude Preselect (ASEL) Mode . . . . . . . . . . . . . . . . . . . . (11) Altitude Preselect (ASEL) Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (12) Altitude Hold (ALT) Mode . . . . . . . . . . . . . . . . . . . . . . . . . (13) Altitude Hold (ALT) Mode Engage/Reset/Disengage Logic (14) ILS Approach (APR) Mode . . . . . . . . . . . . . . . . . . . . . . . . (15) ILS Approach (APR) Mode Engage/Reset/Disengage Logic (16) Go-Around (GA) Mode (Wings Level) . . . . . . . . . . . . . . . . (17) Go-Around (GA) Mode Engage/Reset/Disengage Logic . . . (18) Windshear Mode (WSHR) . . . . . . . . . . . . . . . . . . . . . . . . . (19) Windshear (WSHR) Mode Engage/Reset/Disengage Logic .
2-10-17 2-10-17 2-10-27 2-10-28 2-10-29 2-10-36 2-10-37 2-10-41 2-10-51 2-10-54 2-10-57 2-10-59 2-10-59 2-10-69 2-10-70 2-10-71 2-10-73 2-10-74 2-10-76 2-10-77 2-10-79 2-10-80 2-10-87 2-10-88 2-10-90 2-10-91 2-10-97 2-10-99 2-10-101 2-10-102 2-10-103
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TABLE OF CONTENTS (Cont) SECTION/PARAGRAPH/TITLE 2.11 VOLUME I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-11-1 2-11-1 2-11-1 2-11-2 2-11-2 2-11-4 2-11-4 2-11-7 2-11-9 2-11-9 2-11-9 2-11-10 2-11-12 2-11-15 2-11-15 2-11-15 2-11-15 2-11-16 2-11-16 2-11-17 2-11-17 2-11-17 2-11-23 2-11-23 2-11-24 2-11-27 2-11-27 2-11-28 2-11-33 2-11-33 2-11-34 2-11-36 2-11-39 2-11-39 2-11-40
AUTOPILOT/YAW DAMPER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B. Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C. AP/YD System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . . . . . . . . . . . . A. IC-600 Integrated Avionics Computer . . . . . . . . . . . . B. GC-550 Guidance Control Unit . . . . . . . . . . . . . . . . . (1) Autopilot Engage Pushbutton . . . . . . . . . . . . . (2) Yaw Damper Engage Pushbutton . . . . . . . . . . (3) CPL Pushbutton . . . . . . . . . . . . . . . . . . . . . . . C. PC-400 Autopilot Controller . . . . . . . . . . . . . . . . . . . D. SM-200 Servo Drive and SB-201 Servo Bracket . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Heading Hold and Wings Level . . . . . . . . . . . . (2) Roll Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) Pitch Attitude Hold . . . . . . . . . . . . . . . . . . . . . (4) Flight Director Couple and Lift Compensation (5) Turn Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . (6) Pitch Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . (7) Touch Control Steering (TCS) . . . . . . . . . . . . . B. Autopilot/Yaw Damper Engage Logic . . . . . . . . . . . . . (1) Yaw Damper Engagement . . . . . . . . . . . . . . . . (2) Autopilot Engagement . . . . . . . . . . . . . . . . . . C. Roll Axis Autopilot Servo Loop . . . . . . . . . . . . . . . . . (1) SM-200 Roll Servo Drive and Bracket . . . . . . . (2) IC-600 Integrated Avionics Computer (IAC) . . . D. Pitch Axis Autopilot Servo Loop . . . . . . . . . . . . . . . . (1) SM-200 Elevator Servo Drive and Bracket . . . . (2) IC-600 Integrated Avionics Computer (IAC) . . . E. Pitch Axis Autopilot Trim . . . . . . . . . . . . . . . . . . . . . F. Yaw Damper Rudder Axis Servo Loop . . . . . . . . . . . . (1) IC-600 Integrated Avionics Computer (IAC) . . . (2) SM-200 Servo Drive and Bracket . . . . . . . . . .
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AUTOPILOT/YAW DAMPER SYSTEM (cont) 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Autopilot/Yaw Damper Monitoring Overview . . . . . . . . B. Hardover Malfunction Protection . . . . . . . . . . . . . . . . . C. System Response to Failures . . . . . . . . . . . . . . . . . . . D. Monitor Description . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Pitch Servo Position Monitor . . . . . . . . . . . . . . (2) Primary Pitch Attitude Comparison . . . . . . . . . (3) Secondary Pitch Attitude Comparision Monitor (4) Normal Accelertion Monitor . . . . . . . . . . . . . . . (5) Roll Servo Position Monitor . . . . . . . . . . . . . . . (6) Primary Roll Attitude Comparison Monitor . . . . (7) Secondary Roll Attitude Comparison Monitor . . (8) Roll Rate Monitor . . . . . . . . . . . . . . . . . . . . . . . (9) Yaw Servo Position Monitor . . . . . . . . . . . . . . . (10) Auto Trim Runaway Monitor . . . . . . . . . . . . . . . (11) Auto Trim Inoperative Monitor . . . . . . . . . . . . . (12) Autopilot/Yaw Damper Disconnect Monitor . . . .
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2-11-43 2-11-43 2-11-43 2-11-43 2-11-44 2-11-44 2-11-44 2-11-44 2-11-44 2-11-44 2-11-45 2-11-45 2-11-45 2-11-45 2-11-45 2-11-45 2-11-46
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TABLE OF CONTENTS (Cont) SECTION/PARAGRAPH/TITLE 3 4 VOLUME II PAGE
SYSTEM INTERCONNECTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Equipment and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3. Procedure for the AH-800 Attitude Heading Reference Unit (AHRU) . . . 4. Procedure for the AHRU Mounting Tray Fan Filter . . . . . . . . . . . . . . . . 5. Procedure for the AHRU Mounting Tray Fan . . . . . . . . . . . . . . . . . . . . . 6. Procedure for the AHRU Mounting Tray . . . . . . . . . . . . . . . . . . . . . . . . 7. Procedure for the AT-860 ADF Antenna . . . . . . . . . . . . . . . . . . . . . . . . 8. Procedure for the AT-910 TCAS Directional Antenna . . . . . . . . . . . . . . 9. Procedure for the AV-850A Audio Control Unit . . . . . . . . . . . . . . . . . . . 10. Procedure for the AZ-850 Micro Air Data Computer (MADC) . . . . . . . . . 11. Procedure for the BL-870/871 Bezel Assembly . . . . . . . . . . . . . . . . . . . 12. Procedure for the CD-810 Control Display Unit . . . . . . . . . . . . . . . . . . 13. Procedure for the CD-850 Clearance Delivery Control Head (CDH) . . . . 14. Procedure for the DA-800 Data Acquisition Unit (DAU) . . . . . . . . . . . . . 15. Procedure for the DC-550 Display Controller . . . . . . . . . . . . . . . . . . . . 16. Procedure for the DL-900 Data Loader . . . . . . . . . . . . . . . . . . . . . . . . . 17. Procedure for the DU-870 Display Units . . . . . . . . . . . . . . . . . . . . . . . . 18. Procedure for the FX-600 Thin Flux Valve . . . . . . . . . . . . . . . . . . . . . . 19. Procedure for the GC-550 Guidance Control Unit . . . . . . . . . . . . . . . . . 20. Procedure for the Global Navigation System Sensor Unit (GNSSU) . . . 21. Procedure for the IC-600 Integrated Avionics Computer (IAC) . . . . . . . 22. Procedure for the IM-803 Installation Module . . . . . . . . . . . . . . . . . . . . 23. Procedure for the MM-260 AHRS Memory Module . . . . . . . . . . . . . . . . . 24. Procedure for the NZ-2000 FMS Navigation Computer . . . . . . . . . . . . . 25. Procedure for the PC-400 Autopilot Controller . . . . . . . . . . . . . . . . . . . 26. Procedure for the RCZ-851(X) Integrated Communications Unit . . . . . . 27. Procedure for the RM-855 Radio Management Unit (RMU) . . . . . . . . . . 28. Procedure for the RNZ-851(X) Integrated Navigation Unit . . . . . . . . . . . 29. Procedure for the RNZ-851/RCZ-851 Strap Board Assembly . . . . . . . . . 30. Procedure for the RT-300 Radio Altimeter Receiver Transmitter . . . . . . 31. Procedure for the RT-910 TCAS Computer Unit . . . . . . . . . . . . . . . . . . 32. Procedure for the SM-200 Servo Drive and SB-201 Drum and Bracket Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33. Procedure for the WC-6X0/8X0 Weather Radar Controller . . . . . . . . . . . 34. Procedure for the WU-6X0/8X0 Antenna and Receiver Transmitter Unit (RTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . 4-1 . 4-3 . 4-4 . 4-5 . 4-6 . 4-8 . 4-9 4-10 4-12 4-19 4-20 4-21 4-21 4-23 4-24 4-25 4-26 4-28 4-43 4-44 4-45 4-47 4-49 4-50 4-54 4-55 4-56 4-58 4-62 4-63 4-65
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TABLE OF CONTENTS (Cont) SECTION/PARAGRAPH/TITLE 5 6 VOLUME II PAGE
SHIPPING, HANDLING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 HONEYWELL SUPPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. Worldwide Exchange/Rental Program for Regional Airlines . . . . 2. Contracted Maintenance Agreements . . . . . . . . . . . . . . . . . . . . . 3. Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. Customer Service Order Desk (End Item LRUs) . . . . . . . . . . . . . 5. Customer Support - Material (Repair Piece Part Spares Services) 6. Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7. Customer Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8. Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9. Honeywell Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10. Regional Airline Customer Engineering Locations . . . . . . . . . . . VOLUME III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 6-1 6-1 6-1 6-2 6-2 6-3 6-3 6-3 6-4 6-6
SYSTEM TEST AND FAULT ISOLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
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TABLE OF CONTENTS (Cont)
List of Illustrations
FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure VOLUME I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . . 1-5/6 . . 1-7/8 . 1-9/10 1-11/12 . . . 1-22 . . . 1-24 . . . 1-30 . . . 1-32 . . . 1-32 . . . 1-33 . . . 1-33 . . . 1-33 . . . 1-34 . . . 1-35 . . . . . . . . . . . . . . . . . . 2-1-4 . 2-1-7 . 2-1-9 2-1-11 2-1-13 2-1-18 2-1-26 2-1-27 2-1-33 2-1-34 2-1-35 2-1-36 2-1-37 2-1-44 2-1-45 2-1-46 2-1-53
1-1. PRIMUS 1000 System Flow Diagram . . . . . . . . . . . . 1-2. Cockpit Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3. Instrument Panel and Pedestal Component Locations 1-4. PRIMUS 1000 Component Locations . . . . . . . . . . . . 1-5. Radio System Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6. RSB Data Field Structure . . . . . . . . . . . . . . . . . . . . . 1-7. Digital Audio Data Sequence . . . . . . . . . . . . . . . . . . . 1-8. Octal Label 274 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9. Data Field (Bits 11 thru 29) . . . . . . . . . . . . . . . . . . . . 1-10. BCD Bit Assignments . . . . . . . . . . . . . . . . . . . . . . . 1-11. Selected Course Data Word . . . . . . . . . . . . . . . . . . . 1-12. DME Distance Data Word . . . . . . . . . . . . . . . . . . . . . 1-13. Present Position Longitude Data Word . . . . . . . . . . 1-14. ARINC 429 Transmission Waveforms . . . . . . . . . . . .
2-1-1. IC-600 Integrated Avionics Computer . . . . . . . . . . . . . . . . . . 2-1-2. DU-870 Display Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-3. BL-870 Bezel Controller (-921) . . . . . . . . . . . . . . . . . . . . . . . 2-1-4. BL-871 Bezel Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-5. DC-550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-6. GC-550 Flight Guidance Controller . . . . . . . . . . . . . . . . . . . . 2-1-7. Reversionary Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-8. DA-800 Data Acquisition Unit . . . . . . . . . . . . . . . . . . . . . . . . 2-1-9. Electronic Display System Interface Diagram . . . . . . . . . . . . 2-1-10. Pilots PFD/MFD Interface Diagram . . . . . . . . . . . . . . . . . . . 2-1-11. Copilots PFD/MFD Interface Diagram . . . . . . . . . . . . . . . . . 2-1-12 (Sheet 1). Guidance Control Unit Interface Diagram . . . . . . . 2-1-12 (Sheet 2). Guidance Control Unit Interface Diagram . . . . . . . 2-1-13 (Sheet 1). Primary Flight Display - ADI Display Formats . . . . 2-1-13 (Sheet 2). Primary Flight Display - ADI Display Formats . . . . 2-1-14. Pitch Attitude Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-15. Pitch Limit Indicator Display . . . . . . . . . . . . . . . . . . . . . . . . 2-1-16. Primary Flight Display - HSI Display Formats (Full Heading Compass) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-17. Primary Flight Display - HSI Display Formats (Partial Heading Compass) . . . . . . . . . . . . . . . . . . . . . . . . . .
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TABLE OF CONTENTS (Cont) List of Illustrations (cont) FIGURE/TITLE VOLUME I PAGE
Figure 2-1-18. Partial Heading Compass Display With Weather Radar Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-19. PFD Altitude Display . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-20. PFD Airspeed Display . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-21. PFD Vertical Speed Display . . . . . . . . . . . . . . . . . . . . Figure 2-1-22. PFD TCAS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-23 (Sheet 1). PFD Miscellaneous Annunciations . . . . . . . . Figure 2-1-23 (Sheet 2). PFD Miscellaneous Annunciations . . . . . . . . Figure 2-1-24. Comparison Monitor Annunciators . . . . . . . . . . . . . . . Figure 2-1-25. PFD Familiarization Test Format . . . . . . . . . . . . . . . . . Figure 2-1-26. BL-871 MFD Bezel Controller . . . . . . . . . . . . . . . . . . . Figure 2-1-27. MFD Bezel Menu Tree . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-28. MFD INOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-29. MFD Main Menu Display . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-30. System Page Menu Display . . . . . . . . . . . . . . . . . . . . . Figure 2-1-31. MFD Menu Display with FMS Installed . . . . . . . . . . . . Figure 2-1-32. MFD Menu Display without FMS Installed . . . . . . . . . . Figure 2-1-33. Joystick Menu Display . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-34. Vspeeds Menu Display . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-35. Checklist Menu Display . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-36. Common MFD Map/Plan Format Data . . . . . . . . . . . . . Figure 2-1-37. Map Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-38. MFD Map Format Display . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-39. MFD Plan Format Display . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-40. MFD TCAS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-41. MFD Checklist Display . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-42. Disclaimer Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-43. Normal Procedures Index Page . . . . . . . . . . . . . . . . . . Figure 2-1-44. Waypoint Listing Page . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-45. Normal Checklist Page . . . . . . . . . . . . . . . . . . . . . . . Figure 2-1-46. Emergency Procedures Index Page . . . . . . . . . . . . . . Figure 2-1-47. Electrical System Page Format - Normal Conditions . . Figure 2-1-48. Electrical System Page - Test Mode . . . . . . . . . . . . . . Figure 2-1-49. Hydraulic System Page Format . . . . . . . . . . . . . . . . . . Figure 2-1-50. Hydraulic System Page - Test Mode . . . . . . . . . . . . . . Figure 2-1-51. Takeoff System Page Format . . . . . . . . . . . . . . . . . . . Figure 2-1-52. Takeoff System Page - Test Mode . . . . . . . . . . . . . . . .
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2-1-76 2-1-80 2-1-83 2-1-87 2-1-90 2-1-94 2-1-95 2-1-101 2-1-103 2-1-105 2-1-106 2-1-107 2-1-108 2-1-111 2-1-114 2-1-114 2-1-116 2-1-118 2-1-120 2-1-124 2-1-131 2-1-134 2-1-139 2-1-141 2-1-145 2-1-149 2-1-150 2-1-151 2-1-152 2-1-153 2-1-155 2-1-158 2-1-159 2-1-161 2-1-162 2-1-166
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TABLE OF CONTENTS (Cont) List of Illustrations (cont) FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure VOLUME I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .. .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-1-167 2-1-170 2-1-171 2-1-174 2-1-176 2-1-179 2-1-180 2-1-184 2-1-185 2-1-186 2-1-190 2-1-191 2-1-191 2-1-214 2-1-219 2-1-220 2-1-221 2-1-222 . . . . . 2-2-2 2-2-4 2-2-5 2-2-7 2-2-8 2-2-19 2-2-21 2-2-22 2-3-2 2-3-4 2-3-6 2-3-8 2-3-10 2-3-14 2-3-15
2-1-53. Environmental Control System Page Format . . . . . . . 2-1-54. Environmental Control System Page - Test Mode . . . 2-1-55. Fuel System Page Format . . . . . . . . . . . . . . . . . . . . . 2-1-56. Fuel System Page - Test Mode . . . . . . . . . . . . . . . . . 2-1-57. MFD Test Mode Display . . . . . . . . . . . . . . . . . . . . . . 2-1-58 (Sheet 1). EICAS Interface Diagram . . . . . . . . . . . . . . 2-1-58 (Sheet 2). EICAS Interface Diagram . . . . . . . . . . . . . . 2-1-59 (Sheet 1). EICAS Display Format . . . . . . . . . . . . . . . . 2-1-59 (Sheet 2). EICAS Display Format . . . . . . . . . . . . . . . . 2-1-59 (Sheet 3). EICAS Display Format . . . . . . . . . . . . . . . . 2-1-60. ITT Arc Default . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-61. ITT Arc During Engine Start . . . . . . . . . . . . . . . . . . . 2-1-62. ITT Arc With Engine Mode . . . . . . . . . . . . . . . . . . . . 2-1-63. EICAS Familiarization Display . . . . . . . . . . . . . . . . . . 2-1-64. Symbol Generator Reversion Mode Interface Diagram 2-1-65. MADC Reversion Interface Diagram . . . . . . . . . . . . . 2-1-66. AHRS Reversion Mode Interface Diagram . . . . . . . . . 2-1-67. DAU Reversion Mode Interface Diagram . . . . . . . . . . 2-2-1. 2-2-2. 2-2-3. 2-2-4. 2-2-5. 2-2-6. 2-2-7. 2-2-8. 2-3-1. 2-3-2. 2-3-3. 2-3-4. 2-3-5. 2-3-6. 2-3-7. AH-800 Attitude Heading Reference Unit . . Memory Module . . . . . . . . . . . . . . . . . . . . . FX-600 Flux Valve . . . . . . . . . . . . . . . . . . . . Pilots AHRS Interface . . . . . . . . . . . . . . . . Copilots AHRS Interface . . . . . . . . . . . . . . PFD AHRS Failure Indications . . . . . . . . . . MFD MAP MODE AHRS Failure Indications . MFD PLAN MODE AHRS Failure Indications AZ-850 Micro Air Data Computer . . . . . . . BL-870 PFD Bezel Controller . . . . . . . . . . Pilots MADC Interface . . . . . . . . . . . . . . . Copilots MADC Interface . . . . . . . . . . . . . Vmo/Mmo Curve . . . . . . . . . . . . . . . . . . . . PFD MADC Failure Indications . . . . . . . . . MFD MAP MODE MADC Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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TABLE OF CONTENTS (Cont) List of Illustrations (cont) FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure 2-4-1. 2-4-2. 2-4-3. 2-4-4. 2-5-1. 2-5-2. 2-5-3. 2-5-4. 2-5-5. 2-5-6. 2-5-7. 2-5-8. VOLUME I RT-300 Radio Altimeter Receiver Transmitter . . . . . . . . . Single AA-300 Radio Altimeter Interface Diagram . . . . . . Optional Dual AA-300 Radio Altimeter Interface Diagram PFD Radio Altitude Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-4-2 2-4-6 2-4-7 2-4-8
Typical Weather Radar Receiver Transmitter Antenna Maximum Permissible Exposure Level Boundary . . . Optional Weather Radar Controllers . . . . . . . . . . . . . PRIMUS 650/870 Weather Radar System Interface . PRIMUS 660/880 Weather Radar System Interface . PFD Weather Radar Failure Indications . . . . . . . . . . MFD Weather Radar Failure Indications . . . . . . . . . . PRIMUS 650/870 MFD Weather Radar Test Mode Indications . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-5-9. PRIMUS 660/880 MFD Weather Radar Test Mode Indications . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-1. Typical RM-855 Radio Management Unit . . . . . . . . 2-6-2. Backup Navigation Display Overview . . . . . . . . . . 2-6-3. Typical TO Format . . . . . . . . . . . . . . . . . . . . . . . . 2-6-4. Typical FROM Format . . . . . . . . . . . . . . . . . . . . . . 2-6-5. Typical ILS Format . . . . . . . . . . . . . . . . . . . . . . . . 2-6-6. 90-Degree Intercept . . . . . . . . . . . . . . . . . . . . . . . 2-6-7. VOR Information Not Available . . . . . . . . . . . . . . . 2-6-8. ILS Information Not Available . . . . . . . . . . . . . . . . 2-6-9. ADF Information Not Available . . . . . . . . . . . . . . . 2-6-10. RSB Information Not Available . . . . . . . . . . . . . . 2-6-11. Heading Information Not Available . . . . . . . . . . . 2-6-12. Backup Engine Page No. 1 . . . . . . . . . . . . . . . . . 2-6-13. Backup Engine Page No. 2 . . . . . . . . . . . . . . . . . 2-6-14. Typical CD-850 Clearance Delivery Control Head 2-6-15. AV-850A Audio Control Unit . . . . . . . . . . . . . . . . 2-6-16. RCZ-851(x) Integrated Communications Unit . . . . 2-6-17. RNZ-851(x) Integrated Navigation Unit . . . . . . . . 2-6-18. AT-860 ADF Antenna . . . . . . . . . . . . . . . . . . . . . 2-6-19. Radio System Data Buses . . . . . . . . . . . . . . . . . 2-6-20. Radio Management Unit Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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. . . 2-5-2 . . . 2-5-5 . . . 2-5-6 2-5-11/12 2-5-13/14 . . 2-5-17 . . 2-5-18
. . . . . . . . . . . . . . . . 2-5-19 . . . . . . . . . . . . . . . . 2-5-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-2 . 2-6-10 . 2-6-11 . 2-6-12 . 2-6-13 . 2-6-14 . 2-6-15 . 2-6-16 . 2-6-17 . 2-6-18 . 2-6-19 . 2-6-21 . 2-6-22 . 2-6-23 . 2-6-26 . 2-6-29 . 2-6-32 . 2-6-35 . 2-6-36 2-6-41/42
Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure
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TABLE OF CONTENTS (Cont) List of Illustrations (cont) FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure VOLUME I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . . 2-6-43 2-6-47/48 2-6-49/50 2-6-51/52 2-6-55/56 2-6-59/60 . . 2-6-62 . . 2-6-63 . . . . . . 2-7-2 . . 2-7-4 . . 2-7-5 . . 2-7-7 2-7-15/16 . . 2-7-18 . . 2-7-19 . . 2-7-21
2-6-21. CD-850 Clearance Delivery Control Head Interface Diagram 2-6-22 (Sheet 1). Audio Control Unit Interface Diagram . . . . . . . . . 2-6-22 (Sheet 2). Audio Control Unit Interface Diagram . . . . . . . . . 2-6-22 (Sheet 3). Audio Control Unit Interface Diagram . . . . . . . . . 2-6-23. Communication Unit Interface Diagram . . . . . . . . . . . . . . . . 2-6-24. Navigation Unit Interface Diagram . . . . . . . . . . . . . . . . . . . 2-6-25. PFD Radio System Failure Indications . . . . . . . . . . . . . . . . 2-6-26. RMU Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7-1. 2-7-2. 2-7-3. 2-7-4. 2-7-5. 2-7-6. 2-7-7. 2-7-8. 2-8-1. 2-8-2. 2-8-3. 2-8-4. 2-8-5. 2-8-6. 2-8-7. 2-9-1. 2-9-2. 2-9-3. 2-9-4. RT-910 TCAS Computer Unit . . . . . . . . . . . . . AT-910 Directional Antenna . . . . . . . . . . . . . . Typical Bottom Omnidirectional Antenna . . . . Typical RM-855 Radio Management Unit (RMU) TCAS Computer Unit Interface Diagram . . . . . TCAS MFD Symbology (Sheet 1) . . . . . . . . . . . TCAS MFD Symbology (Sheet 2) . . . . . . . . . . . TCAS PFD Symbology . . . . . . . . . . . . . . . . . . NZ-2000 Navigation Computer . . . . . . . . IM-803 Configuration Module . . . . . . . . . CD-810 Control Display Unit . . . . . . . . . . DL-900 Data Loader (Access Door Open) FMS Interface Diagram . . . . . . . . . . . . . . PFD FMS Failure Indications . . . . . . . . . MFD FMS Failure Indications . . . . . . . . . Global Positioning System Sensor Unit GPS STATUS Page 1/2 . . . . . . . . . . . . . GPS STATUS Page 2/2 . . . . . . . . . . . . . Global Positioning System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . 2-8-2 . . 2-8-4 . . 2-8-5 . 2-8-10 2-8-17/18 . . 2-8-20 . . 2-8-22 . . . . . . . . . . . . 2-9-2 2-9-4 2-9-4 2-9-9
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TABLE OF CONTENTS (Cont) List of Illustrations (cont) FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure VOLUME I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . . 2-10-4 . . 2-10-6 . 2-10-10 . 2-10-12 2-10-23/24 2-10-25/26 . . 2-10-29 . . 2-10-30 . . 2-10-31 . . 2-10-32 . . 2-10-33 . . 2-10-34 . . 2-10-35 . . 2-10-41 . . 2-10-42 . . 2-10-43 . . 2-10-45 . . 2-10-47 . . 2-10-47 . . 2-10-48 . . 2-10-49 . . 2-10-50 . . 2-10-55 . . 2-10-56 2-10-65/66 2-10-67/68 . . 2-10-72 . . 2-10-75 . . 2-10-78 . . 2-10-82 . . 2-10-83 . . 2-10-84 . . 2-10-85 . . 2-10-86 . . 2-10-89
2-10-1. IC-600 Integrated Avionics Computer . . . . . . . . . . . . . . . 2-10-2. GC-550 Guidance Control Panel . . . . . . . . . . . . . . . . . . . 2-10-3. DC-550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . 2-10-4. PC-400 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . 2-10-5. Flight Director Lateral Modes Interface - Pilots Side . . . 2-10-6. Flight Director Lateral Modes Interface - Copilots Side . 2-10-7. VOR ARM Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-8. VOR (NAV) Mode Armed . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-9. VOR Capture Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-10. VOR (NAV) Mode Capture . . . . . . . . . . . . . . . . . . . . . . . 2-10-11. VOR Course Cut Limiting . . . . . . . . . . . . . . . . . . . . . . . 2-10-12. VOR Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-13. VOR Overstation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-14. Localizer ARM Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-15. Localizer (NAV) Mode ARM . . . . . . . . . . . . . . . . . . . . . . 2-10-16. Localizer Capture Pictorial . . . . . . . . . . . . . . . . . . . . . . 2-10-17. Localizer Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-18. Localizer Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-19. Back Course Mode Pictorial . . . . . . . . . . . . . . . . . . . . . 2-10-20. Back Course Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-21. Back Course Capture . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-22. Back Course Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-23. Long Range Navigation Capture Pictorial and Tracking . 2-10-24. Long Range Navigation Tracking . . . . . . . . . . . . . . . . . 2-10-25. Flight Director Vertical Modes Interface - Pilots Side . . 2-10-26. Flight Director Vertical Modes Interface - Copilots Side 2-10-27. Vertical Speed (VS) Hold Mode . . . . . . . . . . . . . . . . . . . 2-10-28. Speed Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-29. FLC Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-30. Altitude Preselect Mode Pictorial . . . . . . . . . . . . . . . . . 2-10-31. Prior to Descent - Altitude Hold Mode . . . . . . . . . . . . . . 2-10-32. During Descent - ASEL Armed Mode . . . . . . . . . . . . . . . 2-10-33. Start of Flare - ASEL Capture . . . . . . . . . . . . . . . . . . . . 2-10-34. Level at New Altitude - Altitude Hold Mode . . . . . . . . . . 2-10-35. Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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TABLE OF CONTENTS (Cont) List of Illustrations (cont) FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure 2-10-36. 2-10-37. 2-10-38. 2-10-39. 2-10-40. 2-10-41. 2-10-42. VOLUME I ILS Approach Arm Pictorial . . . ILS Approach Arm . . . . . . . . . . ILS Approach Capture Pictorial . ILS Approach (LOC) Capture . . . ILS Approach (APR) Mode Track Go-Around Mode (Wings Level) Windshear Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-10-92 2-10-93 2-10-94 2-10-95 2-10-96 2-10-100 2-10-103
2-11-1. IC-600 Integrated Avionics Computer . . . . . . . 2-11-2. GC-550 Guidance Control Unit . . . . . . . . . . . . 2-11-3. PC-400 Autopilot Controller . . . . . . . . . . . . . . 2-11-4. SM-200 Servo Drive and SB-201 Servo Bracket 2-11-5. Pilots Autopilot/Yaw Damper Interface . . . . . . 2-11-6. Copilots Autopilot/Yaw Damper Interface . . . . 2-11-7. Autopilot/Yaw Damper Engage Logic . . . . . . . 2-11-8. Autopilot Roll Axis Servo Loop . . . . . . . . . . . 2-11-9. Pitch Autopilot Servo Loop . . . . . . . . . . . . . . . 2-11-10. Yaw Damper Servo Loop . . . . . . . . . . . . . . . . VOLUME II
. . 2-11-4 . . 2-11-7 . 2-11-10 . 2-11-12 2-11-19/20 2-11-21/22 2-11-25/26 2-11-31/32 2-11-37/38 2-11-41/42
Figure Figure Figure Figure Figure Figure Figure
4-1. 4-2. 4-3. 4-4. 4-5. 4-6. 4-7.
Fan Replacement . . . . . . . . . . . . . . . . . . . . . . . . . AV-850A Audio Control Unit Adjustment Locations Nomograph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checklist Loading Page . . . . . . . . . . . . . . . . . . . . . COM Unit Adjustment Locations . . . . . . . . . . . . . . NAV Unit Adjustment Locations . . . . . . . . . . . . . . RT-300 Zero Adjustment Cable . . . . . . . . . . . . . . .
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TABLE OF CONTENTS (Cont)
List of Tables
TABLE/TITLE Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table 1-1. 1-2. 1-3. 1-4. 1-5. VOLUME I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . . . . 1-2 . . . . 1-4 1-25/26 . . . 1-34 . . . 1-36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-5 . 2-1-7 . 2-1-9 2-1-12 2-1-13 2-1-18 2-1-27 2-1-47 2-1-48 2-1-49 2-1-51 2-1-51 2-1-52 2-1-55 2-1-56 2-1-56 2-1-57 2-1-64 2-1-65 2-1-66 2-1-67 2-1-67 2-1-68 2-1-68 2-1-71 2-1-72 2-1-75 2-1-75 2-1-77 2-1-78
System Components . . . . . . . . . . . . . . Optional System Components . . . . . . . RSB Message Numbers (Normal Mode) Sign Status Matrix Bit Assignments . . Transmission Waveform Voltages . . . .
2-1-1. IC-600 Integrated Avionics Computer Leading Particulars 2-1-2. DU-870 Display Unit Leading Particulars . . . . . . . . . . . . . 2-1-3. BL-870 Bezel Controller Leading Particulars . . . . . . . . . . 2-1-4. BL-871 Bezel Controller Leading Particulars . . . . . . . . . . 2-1-5. DC-550 Display Controller Leading Particulars . . . . . . . . . 2-1-6. GC-550 Guidance Control Unit Leading Particulars . . . . . 2-1-7. DA-800 Data Acquisition Unit Leading Particulars . . . . . . 2-1-10. Attitude Source Annunciations . . . . . . . . . . . . . . . . . . . 2-1-11. Autopilot Annunciations . . . . . . . . . . . . . . . . . . . . . . . . 2-1-12. Yaw Damper Annunciations . . . . . . . . . . . . . . . . . . . . . . 2-1-13. Lateral Flight Director Modes . . . . . . . . . . . . . . . . . . . . . 2-1-14. Vertical Flight Director Modes . . . . . . . . . . . . . . . . . . . . 2-1-15. Priority Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-16. Vertical Deviation Pointer Display Colors . . . . . . . . . . . . 2-1-17. Glideslope Deviation Scale . . . . . . . . . . . . . . . . . . . . . . 2-1-18. FMS Vertical Deviation Scale (GPS Valid) . . . . . . . . . . . . 2-1-19. FMS Vertical Deviation Scale (GPS Invalid) . . . . . . . . . . 2-1-20. Heading Source Annunciations . . . . . . . . . . . . . . . . . . . 2-1-21. VOR Lateral Deviation Scale . . . . . . . . . . . . . . . . . . . . . 2-1-22. Localizer Deviation Scale . . . . . . . . . . . . . . . . . . . . . . . . 2-1-23. FMS Lateral Deviation Scale (GPS Valid) . . . . . . . . . . . . 2-1-24. FMS Lateral Deviation Scale (GPS Invalid) . . . . . . . . . . . 2-1-25. VOR To/From Indications . . . . . . . . . . . . . . . . . . . . . . . . 2-1-26. FMS To/From Indications . . . . . . . . . . . . . . . . . . . . . . . . 2-1-27. Bearing Source No. 1 Identifier . . . . . . . . . . . . . . . . . . . 2-1-28. Bearing Source No. 2 Identifier . . . . . . . . . . . . . . . . . . . 2-1-29. Weather Radar Ranges . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-30. Color Codes for Weather Radar Data . . . . . . . . . . . . . . . 2-1-31. PFD WX Mode Annunciations . . . . . . . . . . . . . . . . . . . . . 2-1-32. WX Warning Annunciations . . . . . . . . . . . . . . . . . . . . . .
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TABLE OF CONTENTS (Cont) List of Tables (Cont) TABLE/TITLE Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table 2-1-33. 2-1-34. 2-1-35. 2-1-36. 2-1-37. 2-1-38. 2-1-39. 2-1-40. 2-1-41. 2-1-42. 2-1-43. 2-1-44. 2-1-45. 2-1-46. 2-1-47. 2-1-48. 2-1-49. 2-1-50. 2-1-51. 2-1-52. 2-1-53. 2-1-54. 2-1-55. 2-1-56. 2-1-57. 2-1-58. 2-1-59. 2-1-60. 2-1-61. 2-2-1. 2-2-2. 2-2-3. 2-2-4. 2-2-5. 2-2-6. VOLUME I Barometric Correction Range and Resolution Resolution Advisory Matrix . . . . . . . . . . . . . PFD TCAS Mode Annunciations . . . . . . . . . . ADC Source Annunciations . . . . . . . . . . . . . Navigation Source Annunciations . . . . . . . . FMS Status Annunciations . . . . . . . . . . . . . . Windshear Annunciations . . . . . . . . . . . . . . Menu Key Operations . . . . . . . . . . . . . . . . . . MFD WX Mode Annunciations . . . . . . . . . . . Heading Source Annunciations . . . . . . . . . . WX and GMAP Mode Return Colors . . . . . . . PFD TCAS Mode Annunciations . . . . . . . . . . Checklist Color Assignments . . . . . . . . . . . . Waypoint Listing Data . . . . . . . . . . . . . . . . . Takeoff Mode Annunciations . . . . . . . . . . . . Engine Takeoff Data Logic . . . . . . . . . . . . . . N1 Indicator Dial Parameters . . . . . . . . . . . . ITT Engine Start Logic . . . . . . . . . . . . . . . . . Engine Mode Annunciations . . . . . . . . . . . . . Ignition Annunciation . . . . . . . . . . . . . . . . . . Cabin Differential Pressure Readout . . . . . . APU Turbine Speed . . . . . . . . . . . . . . . . . . . APU Exhaust Temperature . . . . . . . . . . . . . . Message Inhibit Parameters . . . . . . . . . . . . . Landing Gear Positions . . . . . . . . . . . . . . . . Flap Positions . . . . . . . . . . . . . . . . . . . . . . . Pitch Trim Display . . . . . . . . . . . . . . . . . . . . DAU Reversion States . . . . . . . . . . . . . . . . . DU Reversion States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-1-81 2-1-91 2-1-92 2-1-93 2-1-96 2-1-98 2-1-99 2-1-107 2-1-127 2-1-136 2-1-137 2-1-140 2-1-146 2-1-150 2-1-163 2-1-164 2-1-188 2-1-190 2-1-197 2-1-198 2-1-199 2-1-200 2-1-201 2-1-208 2-1-209 2-1-210 2-1-211 2-1-216 2-1-217 . . . . 2-2-3 2-2-4 2-2-5 2-2-9 2-2-11 2-2-12
AH-800 Attitude Heading Reference Unit Leading Memory Module Leading Particulars . . . . . . . . . FX-600 Flux Valve Leading Particulars . . . . . . . . AH-800 ARINC 429 Output Data . . . . . . . . . . . . . AH-800 Full Performance Accuracy . . . . . . . . . . AHRS ARINC 429 Output Test Mode Data . . . . . .
Particulars ......... ......... ......... ......... .........
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TABLE OF CONTENTS (Cont) List of Tables (Cont) TABLE/TITLE Table Table Table Table 2-3-1. 2-3-2. 2-3-3. 2-3-4. VOLUME I AZ-850 Micro Air Data Computer Leading Particulars BL-870 PFD Bezel Controller Leading Particulars . . . AZ-850 MADC Performance Accuracy . . . . . . . . . . . MADC Functional Test Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . 2-3-3 . 2-3-4 2-3-11 2-3-12
Table 2-4-1. RT-300 Radio Altimeter Receiver Transmitter Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-3 Table 2-5-1. Weather Radar Receiver Transmitter Antenna Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . Table 2-5-2. Weather Radar Controller Leading Particulars . . . . . . Table 2-5-3. WC-XXX Control Functions . . . . . . . . . . . . . . . . . . . . Table 2-5-4. Target Alert Characteristics . . . . . . . . . . . . . . . . . . . . Table 2-5-5. PRIMUS 650/870 Fault Codes . . . . . . . . . . . . . . . . . . Table 2-5-6. PRIMUS 660/880 Fault Codes . . . . . . . . . . . . . . . . . . Table Table Table Table 2-6-1. 2-6-2. 2-6-3. 2-6-4.
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2-5-3 2-5-7 2-5-7 2-5-9 2-5-20 2-5-24
RM-855 Radio Management Unit Leading Particulars . . . . . . CD-850 Clearance Delivery Control Head Leading Particulars AV-850A Audio Control Unit Leading Particulars . . . . . . . . . RCZ-851(x) Integrated Communications Unit Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 2-6-5. RNZ-851(x) Integrated Navigation Unit Leading Particulars . Table 2-6-6. AT-860 ADF Antenna Leading Particulars . . . . . . . . . . . . . . . RT-910 TCAS Computer Leading Particulars . . . . . . . . . . . . AT-910 Directional Antenna Leading Particulars . . . . . . . . . RT-910 TCAS Computer ARINC 429 Output Data Table . . . . . RT-910 TCAS Computer-To-Mode S Transponder Data Table RCZ-851E Communications Unit-To-TCAS Computer Data Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 2-7-6. MFD/TCAS Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table Table Table Table Table 2-8-1. 2-8-2. 2-8-3. 2-8-4. 2-8-5. NZ-2000 Navigation Computer Leading Particulars IM-803 Configuration Module Leading Particulars CD-810 Control Display Unit Leading Particulars . DL-900 Data Loader Leading Particulars . . . . . . . FMS Navigation Computer ARINC 429 Output Data ..... ..... ..... ..... Table . . . . . . . . . . . . . . . Table Table Table Table Table 2-7-1. 2-7-2. 2-7-3. 2-7-4. 2-7-5.
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TABLE OF CONTENTS (Cont) List of Tables (Cont) TABLE/TITLE VOLUME I PAGE
Table 2-8-6. FMS Navigation Computer Unused ARINC 429 Output Data Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 2-8-7. IAC to Navigation Computer ARINC 429 Input Data Table . . Table 2-8-8. PFD Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 2-8-9. MFD Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . .
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2-8-15 2-8-16 2-8-19 2-8-21
Table 2-9-1. Global Positioning System Sensor Unit Leading Particulars . . . . . . . . . . . . 2-9-2 Table 2-9-2. GNSSU ARINC 429 Input Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-10 Table 2-9-3. GNSSU ARINC 429 Output Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-11 Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table 2-10-1. 2-10-2. 2-10-3. 2-10-4. 2-10-5. 2-10-6. 2-10-7. IC-600 Integrated Avionics Computer Leading Particulars GC-550 Guidance Panel Unit Leading Particulars . . . . . . . DC-550 Display Controller Leading Particulars . . . . . . . . . PC-400 Autopilot Controller Leading Particulars . . . . . . . Heading Select Mode Operating Limits . . . . . . . . . . . . . . . VOR/VOR Approach Operating Limits . . . . . . . . . . . . . . . . Localizer (LOC) and Back Course (BC) Mode Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-8. LNAV Mode Operating Limits . . . . . . . . . . . . . . . . . . . . . . 2-10-9. Pitch Attitude Hold Operating Limits . . . . . . . . . . . . . . . . 2-10-10. Vertical Speed Hold Operating Limits . . . . . . . . . . . . . . . 2-10-11. Speed (SPD) Hold Mode Operating Limits . . . . . . . . . . . . 2-10-12. Flight Level Change (FLC) Hold Mode Operating Limits . 2-10-13. Altitude Preselect (ASEL) Mode Operating Limits . . . . . . 2-10-14. Altitude Hold (ALT) Mode Operating Limits . . . . . . . . . . 2-10-15. ILS Approach (APR) Mode Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-5 . 2-10-6 2-10-10 2-10-13 2-10-27 2-10-36 2-10-51 2-10-57 2-10-69 2-10-72 2-10-76 2-10-79 2-10-87 2-10-89 2-10-96
Table 2-11-1. IC-600 Integrated Avionics Computer (Autopilot/ Yaw Damper Function) Leading Particulars . . . . . Table 2-11-2. GC-550 Flight Guidance Control Unit Leading Particulars Table 2-11-3. PC-400 Autopilot Controller Leading Particulars . . . . . . Table 2-11-4. SM-200 Servo Drive and SB-201 Servo Bracket Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 2-11-5. Autopilot Roll Axis Operating Limits . . . . . . . . . . . . . . . Table 2-11-6. Pitch Channel Axis Operating Limits . . . . . . . . . . . . . . .
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TABLE OF CONTENTS (Cont) List of Tables (Cont) TABLE/TITLE Table 3-1. Interconnect Information Table Table Table Table Table 4-1. 4-2. 4-3. 4-4. 4-5. VOLUME II PAGE
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AV-850A Audio Control Unit Adjustments Aircraft Alignment . . . . . . . . . . . . . . . . . Aircraft Alignment Example 1 . . . . . . . . . Aircraft Alignment Example 2 . . . . . . . . . Aircraft Alignment Example 3 . . . . . . . . . VOLUME III
Table 7-1. Integrated Maintenance Test (IMT) Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
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INTRODUCTION 1. General
This manual provides general system maintenance instructions and theory of operation for the PRIMUS 1000 Integrated Avionics System for the Embraer 145 aircraft. It also provides interface information and interconnect diagrams to permit a general understanding of the overall system. The purpose of this manual is to help you operate, maintain and troubleshoot the PRIMUS 1000 Integrated Avionics System to the LRU level. Common system maintenance procedures are not presented in this manual. The best established shop and flight line practices should be used.
2.
Reference Documents
Additional information on subsystems installed as part of the PRIMUS 1000 Integrated Avionics System is available in the following publications: Honeywell Publication Number A28-1146-112 A28-1146-56 A09-3946-01
Document Title PRIMUS 1000 Integrated Avionics Pilots Manual PRIMUS 870 Weather Radar Pilots Manual PRIMUS 870 Weather Radar System Description and Installation Manual PRIMUS II Integrated Radio System Pilots Manual PRIMUS II Integrated Radio System Operation and Installation Manual PRIMUS II Integrated Radio System Event Codes Pocket Guide RCZ-850 Module Installation Instructions RNZ-850 Module Installation Instructions FMZ-Series Flight Management System Pilots Manual Flight Management System Pocket Guide AA-300 Radio Altimeter Operation and Installation Manual
A28-1146-50 A15-3800-01
A04-3800-01
62-0097-000-02 62-0096-000-02 28-1146-43 28-1146-58 15-3321-06
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Document Title Global Navigation System Sensor Unit (GNSSU) Installation Manual TCZ-910 Traffic Alert and Collision Avoidance System (TCAS II) Pilots Manual TCZ-910 Traffic Alert and Collision Avoidance System (TCAS II) System Description and Installation Manual Electronic Programmable Checklist
Honeywell Publication Number 95-8698
A28-1146-070
A15-3840-001
A35-3642-002-01
3.
How This Manual Is Organized

The material in this manual has been arranged so that experienced maintenance and service personnel can refer directly to those sections that relate to their work, while the less experienced reader will find the manual a valuable introduction to the PRIMUS 1000 Integrated Avionics System. This manual is organized into seven (7) sections as follows. SECTION 1 SYSTEM OVERVIEW The purpose of this section is to give the reader a brief overview of how the entire PRIMUS 1000 Integrated Avionics System is organized, define terms used in the sections that follow, and to serve as a guide for further study of these sections. The numerous digital data buses used within the PRIMUS 1000 system are also discussed here. SECTION 2 SYSTEM DESCRIPTION This section is divided into 11 subsections that provide information about Honeywell manufacured subsystems for the PRIMUS 1000 Integrated Avionics System. Each subsection describes the function and interface of the line replaceable units (LRUs) of each subsystem, as well as subsystem operation and cockpit displays. Block diagrams of subsystem interface, figures, and tables are included as an aid to understanding system operation. The 11 subsections are listed as follows: Section 2.1 Electronic Display System Section 2.2 Attitude Heading Reference System Section 2.3 Air Data System Section 2.4 Radio Altimeter System Section 2.5 Weather Radar System Section 2.6 Radio System Section 2.7 Traffic/Collision Avoidance System Section 2.8 Flight Management System Section 2.9 Global Positioning System Section 2.10 Flight Director System Section 2.11 Autopilot/Yaw Damper System
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SECTION 3 SYSTEM INTERCONNECTS (Volume II) This section provides wiring data for the PRIMUS 1000 Integrated Avionics System. This information is provided as an aid for troubleshooting, should a failure occur during flight or ground test.
SECTION 4 MAINTENANCE PRACTICES (Volume II) This section describes the procedures to remove and reinstall the Honeywell LRUs. Procedures are also provided to replace lamps, set screws, and knobs. Where applicable, adjustment data is also provided. This section is divided into paragraphs that are in alphabetical order according to the unit type designator.
SECTION 5 SHIPPING, STORAGE, AND HANDLING (Volume II) Information on shipping, storage, and handling of all system components is contained in manual, Honeywell Pub. No. 09-1100-01.
SECTION 6 HONEYWELL SUPPORT (Volume II) This section briefly describes Honeywells worldwide exchange/rental program (commonly referred to as SPEX) for spares. Phone numbers and addresses of Honeywells support centers are also included for your convenience.
SECTION 7 SYSTEM TEST AND FAULT ISOLATION (Volume II) This section contains the ground maintenance test procedures. Use these procedures to check the components of the PRIMUS 1000 Integrated Avionics System for correct installation and proper operation, as well as return to service test.
4.
Critical Items Compliance
NOTICE
CRITICAL ITEMS COMPLIANCE REQUIRED
Honeywell has an Airworthiness Analysis procedure performed for all its airborne equipment to make sure that equipment will not cause a dangerous in-flight condition. As a result of the analysis, specific critical parts, some steps of assembly, and some tests are identified as installation critical. Complete agreement with these procedures and tests is necessary to get the approved results, certain installations have been designated INSTALLATION CRITICAL, and 100 percent compliance with those installations is required. The clearance between the keeper pins and the drum brackets, and the diameter of the aircraft control cables are designated INSTALLATION CRITICAL. Measuring the distance between the keeper pins and the servo drum bracket for proper clearance, and verifying the diameter of the aircraft control cables are critical to avoid failures that could cause a dangerous flight condition. Specific methods of installation are required to ensure that jamming of the cable by the keeper and drum is extremely improbable. Refer to the REMOVAL/REINSTALLATION AND ADJUSTMENT instructions in this manual for procedures on how to verify the keeper and drum clearance, and cable diameter.
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5.
Abbreviations
Weights and measurements in this manual use both U.S. and S.I. (metric) values. The letter symbols for units of measurement and the abbreviations are the same as shown in ANSI/IEEE Std 260 and ASME Y1.1, except as identified below.
Abbreviation A/C ac, AC AC ADC ACFT ACH ADF AHRS AHRU ALS ALT ANNUN ANSI AP ARINC ASCII ASIC AUX AWG ATCRBS AZ Baro BCD BNR BOSC BRG CCA CCW CDH CHAN Ckt Bkr CLK COMM CPL CRC CRS
Equivalent Aircraft Alternating Current FAA Advisory Circular Air Data Computer Aircraft Auxillary Control Head Automatic Direction Finder Attitude Heading Reference System Attitude Heading Reference Unit Aircraft Lighting System Altitude Annunciator(s) American National Standards Institute Autopilot Aircraft Radio Incorporated American Standard Code for Information Interchange Application Specific Integrated Circuit Auxiliary American Wire Gauge standard Air Traffic Control Radar Beacon System Azimuth Barometric Binary-Coded Decimal Binary Data Bottom of Step Climb Bearing Circuit Card Assembly Counterclockwise Clearance Delivery Head Channel Circuit Breaker Clock Communications Couple Cyclic Redundancy Check Selected Course
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Abbreviation CRT CTS CW dc, DC DC DEV DH DIST DLS DME DP DTR DU ECS EEPROM EDS EFIS EIA EICAS FAA FADEC FB FD FDS FWC GA GCR GHz GND GNSSU GS GS HDG HDLC hPa HPN Hz I/O IAC IAS
Equivalent Cathode Ray Tube Clear To Send Clockwise Direct Current Display Controller Deviation Decision Height Distance Digital Lighting System Distance Measuring Equipment Differential Pressure Data Transmitter Ready Display Unit Environmental Control System Electrically Erasable Programmable Read-Only Memory Electronic Display System Electronic Flight Instrumentation System Electronic Industries Association Engine Indicating Crew Alerting System United States Federal Aviation Administration Full Authority Digital Engine Control Feedback Flight Director Flight Director System Fault Warning Computer Go-Around Ground Clutter Reduction Gigahertz Ground Global Navigational Systems Satellite Unit Ground Speed Glideslope Heading High-level Data Link Control Pressure in Hectopascals Honeywell Part Number Hertz Input/Output Integrated Avionics Computer Indicated Airspeed
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Abbreviation ICB ID ILS IMT inHg ITT kHz LH LOC LRN LRU LSB MAG MDA MFD MHz MKR MPEL MSB NAV NOC P/O PB PFD PN Pot RT RAD ALT, RADALT RAM REACT REL RES Rev RH RSB RTA RX SAT SCI SDI
Equivalent Integrated Computer Bus Identification Instrument Landing System Integrated Maintenance Test Pressure in Inches of Mercury Inter Turbine Temperature Kilohertz Left Hand Localizer Long Range NAV Line Replaceable Unit Least Significant Bit Magnetic Minimum Descent Altitude Multifunction Display Megahertz Marker Beacon Maximum Permissible Exposure Level Most Significant Bit Navigation NAV on Course Part Of Pushbutton Primary Flight Display Part Number Potentiometer/Rheostat Receiver Transmitter Radio Altimeter Random-Access Memory Rain Echo Attenuation Compensation Turbulence Relative Resolution Reversion Right Hand Resolution Significant Bits Receiver Transmitter Antenna Receive Static Air Temperature Serial Communication Interface Source/Destination Identifier
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Abbreviation Sel SG SMT SRN SSEC SSM STAB STD T/R TAS TAT TBA TBD TBS TCS TOC TOD TSO TTL TX V ac V dc VHF VLSI VOR WOW WX WXPD YD
Equivalent Select Symbol Generator Surface Mount Technology Short Range NAV Static Source Error Correction Sign Status Matrix Stabilization Standard Transmit/Receive True Airspeed Total Air Temperature To Be Advised To Be Determined To Be Supplied Touch Control Steering Top of Climb Top of Descent Technical Standard Order Tuned to Localizer Transmit Volts, alternating current Volts, direct current Very High Frequency (30 to 300 MHz) Very Large Scale Integration VHF Omnidirectional Range Weight-On-Wheels Weather Radar Weather Radar Picture Data Yaw Damper
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TABLE OF CONTENTS - SECTION 1

SECTION/PARAGRAPH/TITLE 1 SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Electronic Display System (EDS) . . . . . . . . . . . . . . . . B. AHZ-800 Attitude Heading Reference System (AHRS) C. ADZ-850 Micro Air Data System . . . . . . . . . . . . . . . . D. AA-300 Radio Altimeter System . . . . . . . . . . . . . . . . . E. PRIMUS 650/660 Weather Radar System . . . . . . . . . F. PRIMUS II Integrated Radio System . . . . . . . . . . . . G. Traffic Alert and Collision Avoidance System (TCAS) H. Flight Management System (FMS) - Optional . . . . . . . I. Global Positioning System (GPS) - Optional . . . . . . . J. Flight Director System . . . . . . . . . . . . . . . . . . . . . . . K. Autopilot/Yaw Damper System . . . . . . . . . . . . . . . . . 3. Digital Data Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Radio System Bus (RSB) . . . . . . . . . . . . . . . . . . . . . . B. Digital Audio Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . C. Commercial Standard Digital Bus (CSDB) . . . . . . . . . D. ARINC 429 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Field Definitions . . . . . . . . . . . . . . . . . . . . . . . (2) Label - Bits 1 thru 8 . . . . . . . . . . . . . . . . . . . . (3) Data Field - Bits 11 thru 29 . . . . . . . . . . . . . . . (4) Sign Status Matrix (Bits 30 and 31) . . . . . . . . (5) Parity (Bit 32) . . . . . . . . . . . . . . . . . . . . . . . . . (6) Waveform Parameters . . . . . . . . . . . . . . . . . . E. RS-422 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F. RS-232 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G. Serial Control Interface (SCI) . . . . . . . . . . . . . . . . . . . H. Weather Radar Picture Data (WXPD) . . . . . . . . . . . . . I. Integrated Computer Bus (ICB) . . . . . . . . . . . . . . . . . J. SG/DU Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . 1-1 1-13 1-14 1-15 1-16 1-16 1-16 1-17 1-17 1-18 1-18 1-19 1-20 1-21 1-21 1-29 1-31 1-31 1-31 1-32 1-32 1-34 1-34 1-35 1-36 1-36 1-37 1-37 1-37 1-37
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TABLE OF CONTENTS - SECTION 1 (Cont)
FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure 1-1. PRIMUS 1000 System Flow Diagram . . . . . . . . . . . . 1-2. Cockpit Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3. Instrument Panel and Pedestal Component Locations 1-4. Primus1000 Component Locations . . . . . . . . . . . . . 1-5. Radio System Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6. RSB Data Field Structure . . . . . . . . . . . . . . . . . . . . . 1-7. Digital Audio Data Sequence . . . . . . . . . . . . . . . . . . . 1-8. Octal Label 274 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9. Data Field (Bits 11 thru 29) . . . . . . . . . . . . . . . . . . . . 1-10. BCD Bit Assignments . . . . . . . . . . . . . . . . . . . . . . . 1-11. Selected Course Data Word . . . . . . . . . . . . . . . . . . . 1-12. DME Distance Data Word . . . . . . . . . . . . . . . . . . . . . 1-13. Present Position Longitude Data Word . . . . . . . . . . 1-14. ARINC 429 Transmission Waveforms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . . . 1-5/6 . . . 1-7/8 . 1-9/1-10 1-11/1-12 . . . . 1-22 . . . . 1-24 . . . . 1-30 . . . . 1-32 . . . . 1-32 . . . . 1-33 . . . . 1-33 . . . . 1-33 . . . . 1-34 . . . . 1-35
List of Tables
TABLE/TITLE Table Table Table Table Table 1-1. 1-2. 1-3. 1-4. 1-5. System Components . . . . . . . . . . . . . . Optional System Components . . . . . . . RSB Message Numbers (Normal Mode) Sign Status Matrix Bit Assignments . . Transmission Waveform Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . . . . 1-2 . . . . 1-4 1-25/26 . . . 1-34 . . . 1-36
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SECTION 1
SYSTEM OVERVIEW 1. General

The PRIMUS 1000 Integrated Avionics System, as shown in Figure 1-1, consists of the following subsystems: Electronic Display System (EDS) AHZ-800 Attitude Heading Reference System (AHRS) ADZ-850 Micro Air Data System AA-300 Radio Altimeter System PRIMUS 650/660 Weather Radar System PRIMUS 870/880 Weather Radar System - Optional PRIMUS II Integrated Radio System TCZ-910 Traffic Alert and Collision Avoidance System (TCAS-II) FMZ-2000 Flight Management System (FMS) - Optional Global Positioning System (GPS) - Optional Flight Director System Autopilot/Yaw Damper System.
The PRIMUS 1000 Integrated Avionics System also provides for automatic fault reporting and non-intrusive monitoring of sensor data during on-ground maintenance. The PRIMUS 1000 Integrated Avionics System is a completely integrated, fail-passive autopilot/yaw damper/flight director and display system, which has a full complement of horizontal and vertical flight guidance modes. These include all radio guidance modes, long range navigation (LRN) system tracking, and air data oriented vertical modes. Three-axis aircraft attitude stabilization and path control is provided throughout the aircrafts normal flight regime. The automatic path mode commands (flight director) are generated by either IC-800 Integrated Avionics Computer (IAC), which integrates the attitude and heading reference, air data and symbol generator functions into a complete aircraft control system. The single autopilot/yaw damper is located in the pilots IC-600 IAC. The PRIMUS 1000 Integrated Avionics System also has provisions for I/O (input/output) and data management with external radio navigation subsystems through digital/serial data bus interfaces (radio systems bus). Additional data management activities which cross the boundaries of the functions listed above, include system monitoring, self-test, and failure annunciation. Both IC-600 Integrated Avionics Computers communicate with each other over a dedicated IC bus.
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EMBRAER 145
Table 1-1 lists the components and part numbers that compose a standard system, and Table 1-2 lists optional subsystem components. Figure 1-1 provides an architectural diagram for the entire PRIMUS 1000 system, and Figure 1-2 illustrates the cockpit layout for the Honeywell equipment. Figure 1-3 illustrates the component locations of the instrument panel and the pedestal. Figure 1-4 illustrates the approximate component locations of the Honeywell equipment on the Embraer 145. Table 1-1. System Components Aircraft Reference Designator 1/C1 4/C4 9/C9 11 12 12A 13 13A 14 14A 20 59 59 61 115/C115 129 130/C130 131/C131 132 N/A
System Component AH-800 Attitude Heading Reference Unit FX-600 Flux Valve AZ-850 Micro Air Data Computer GC-550 Guidance Control Unit SM-200 Servo (Aileron) SB-201 Servo Bracket SM-200 Servo (Elevator) SB-201 Servo Bracket SM-200 Servo (Rudder) SB-201 Servo Bracket RT-300 Radio Altimeter Receiver Transmitter WU-650 Weather Radar Receiver Transmitter Antenna WU-660 Weather Radar Receiver Transmitter Antenna WC-650 Weather Radar Controller DC-550 Display Controller PC-400 Autopilot Controller DU-870 Display Unit
Qty 2 2 2 1 1 1 1 1 1 1 1 1 1 1 2 1 5
Part Number HG2010AC02 7010133 7014700-918 7021170-951 4006719-910 4005842 4006719-910 4005842 4006719-910 4005842 7001840-937 7008470-822 7021450-601 7008471-607 7016986-401,-501 7003897-925 7014300-901
BL-870 Bezel (PFD with Inclinometer)
7014331-921
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EMBRAER 145
Table 1-1. System Components Aircraft Reference Designator N/A N/A 136/137 143 C143 144/C144 158 160/C160/E160 164 C164 165
System Component BL-871 Bezel (MFD with Buttons) BL-871 Bezel (EICAS with Knob) DA-800 Data Acquisition Unit RCZ-851E Integrated Comm Unit (Diversity Mode S) RCZ-851G Integrated Comm Unit (ATCRBS) RM-855 Radio Management Unit AT-860 ADF Antenna AV-850A Audio Panel RNZ-851 Integrated Nav Unit (NAV/DME/ADF) RNZ-851C Integrated Nav Unit (NAV only) CD-850 Clearance Delivery Control Head (Tuning Backup Control Head) IC-600 Integrated Avionics Computer (with AP) IC-600 Integrated Avionics Computer (without AP) RT-910 TCAS Computer Unit AT-910 TCAS Antenna
Qty 2 1 2 1 1 2 1 3 1 1 1
Part Number 7014332-931 7014332-951 7013348-911 7510700-806 7510700-808 7013270-931,-941 7510300-901 7511001-939 7510100-831 7510100-834 7513000-801
1 1 1 1
7017000-82401 7017000-83401 4066010-904 7514060-902
190 C190 193 194
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EMBRAER 145
Table 1-2. Optional System Components System Component RT-300 Radio Altimeter Receiver Transmitter DC-550 Display Controller (used with FMS) CD-810 Control Display Unit NZ-2000 Navigation Computer DL-900 Data Loader RCZ-851E Integrated Comm Unit (Diversity Mode S) RCZ-851H Comm Unit (COM only) Global Navigation System Sensor Unit (GNSSU) AT-860 ADF Antenna RNZ-851 Nav Unit (NAV/DME/ADF) IM-803 Installation Module (used with NZ-2000) WU-870 Weather Radar Receiver Transmitter Antenna WC-870 Weather Radar Controller WU-880 Weather Radar Receiver Transmitter Antenna WC-880 Weather Radar Controller Qty 1 2 1 1 1 1 1 1 1 1 1 1 1 1 1 Part No. 7001840-937 7016986-501 7007549-901 7018879-02006 7016600-901 7510700-806 7510700-809 HG2021GD02 7510300-901 7510100-831 7014940-902 7012640-921 7008471-803 7021450-801 7008471-401 Aircraft Reference Designator C20 115/C115 120 121 121 C143 C143 149 C158 C164 199 59 61 59 61
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EMBRAER 145
DU-870 PFD
260
DU-870 MFD
FMS KDVT 12.5 NM 12 MIN PLAB1
DU-870 EICAS
FLEX-TO 88.1 REV 75.0 ATTCS N1 A IGN A 88.1 END
DU-870 MFD WU-650 RECEIVER/ TRASMITTER/ ANTENNA WC-650 WX CONTROLLER

OFF RCT
PULL WX VAR STBY OFF MIN MAX GMAP FP TST
DU-870 PFD
260
280 260 LOC HDG AP 20 IAS YD 20 10 GS
RM-855 RMU
MAX-TO MAX-TO
280 260
LOC HDG AP 20
IAS YD 20 10
GS
50 00
360 N
300 TAS +15 SAT 245 GSPD
75.0 REV
A
GS
4500
20 43 00 80
360 N
50 00
1 240 9
220 200
10
33
30
30
*PBD01
550
ITT
550 A
IGN
33
GS
4500
20 80
RM-855 RMU
43 00
NAV
112.70
LL01 KDVT
*PBD01
LL01 KDVT
10
10
PLAB2
PLAB2
1 240 9
220
10
360
ADF 429.5
10
10
102.5
N1
99.9
490 96.7 910 195 145
350
.410 M
359 CRS ILS1
30
25
50
50
99.9% 990 PPH 1000 LB OIL
N2 FF FQ
99.9% 990 PPH 1000 LB VIB LDG GEAR UP UP UP 0 CLD PITCH UP 9
25
50
50
350
.410 M
359 CRS ILS1
30
N N
E
200
33
PAGE 2
4 MSGS
13.1 NM 25
1 0 1 TTG 5MIN 2 3 1000
SQ ID
DIM PGE
1/2
STO DME
HDG
001
TGT
TST
RTN
BARO
T/O
ECS
RESET FUEL HYD
M/P ELEC RNG
CAB RATE -5000 FPM APU 100% 600 C
YAW
GAIN
RADAR
TILT
RTN
T/O
ECS
RESET FUEL HYD
M/P ELEC RNG
HDG
001
TGT
TTG 5MIN
SQ ID
DIM PGE
1/2
TST
BARO
IN/HPA STD
IN/HPA
STD
RSB
RSB WXPD
RSB
AV-850A AUDIO CONTROL UNIT

MICROPHONE EMER COM1 COM2 COM3 HF PAX
FULL WX
GSPD TTG
ET
NAV
FMS
EICAS REV
OFF NAV 1 ADF FMS ADF NAV 2 OFF RA TEST
EICAS REVERSIONARY PANEL DC-550 DISPLAY CONTROLLER
FULL WX
GSPD TTG

ET NAV FMS
FMS ADF NAV 2 OFF RA TEST
OFF NAV 1
NAV1
NAV2
ADF1
ADF2
DME1
DME2
ID/VOICE
FMS
BRG
SPKR HDPH
BRG
ST
MKR
MUTE
INPH
DC-550 DISPLAY CONTROLLER
DAU 1
DAU 2
ADF FMS
NAV1
NAV2
BRG
BRG
REVERSIONARY PANEL
REVERSIONARY PANEL
PFD NORM EICAS
SPKR
ST
REVERSIONARY PANEL
PFD NORM EICAS
MFD MFD ADC SG AHRS
ADC
SG
AHRS
RNZ-851 INT NAV UNIT
REVERSIONARY PANEL IC-600 INTEGRATED AVIONICS COMPUTER
SCI ICB
SCI IC-600 INTEGRATED AVIONICS COMPUTER
RNZ-851 INT NAV UNIT
AT-860 ADF ANTENNA

NAV1
NAV2
SPKR
ST
REMOTE JOYSTICK
RCZ-851 INT COM UNIT

123 RMT
429 AH-800 AHRU REMOTE SWITCHES PC-400 AUTOPILOT CONTROLLER

DESCEND
COM NAV NAV AUDIO PRE NAV
TX
E M R SQ G
SQ MODES
NAV AUDIO
REMOTE SWITCHES
CD-850 CLR DLY HEAD
TURN
P I T C H
429
CLIMB
429
FX-600 FLUX VALVE
FX-600 FLUX VALVE
AH-800 AHRU
RT-300 RADIO ALTMETER R/T 429
AZ-850 MADC
FD1 CRS 1
GC-550 GUIDANCE CONTROL UNIT

HDG HDG APR CPL NAV AP SPD SPD VS FLC ALT ASEL FD2 CRS 2
AZ-850 MADC 429
BNK PUSH SYNC PUSH SYNC
YD PUSH IAS/M PUSH SYNC
LEFT FADEC DA-800 DAU RT-910 TCAS COMPUTER HORIZONTAL STABILIZER SYSTEM SM-200 AILERON SERVO SM-200 ELEVATOR SERVO SM-200 RUDDER SERVO
RIGHT FADEC
DA-800 DAU
LEFT ENGINE/ SYSTEMS DATA
RT-910 DIRECTIONAL ANTENNA
RIGHT ENGINE/ SYSTEMS DATA
GLOBAL POSITIONING SYSTEM (OPTIONAL)
FLIGHT MANAGEMENT SYSTEM (OPTIONAL)
AURAL WARNING SYSTEM
RUDDER TRIM SYSTEM
STALL PROTECTION SYSTEM
GROUND PROXIMITY WARNING SYSTEM
ENVIRONMENTAL CONTROL SYSTEM
Figure 1-1. PRIMUS 1000 System Flow Diagram
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21
21
TUNE
15
15
VOR1 ADF2
REF TO TEMP: -99 C REF A-ICE: OFF REF FLX TEMP: -99 C 4 QT OIL LVL
79 79 100 100 PRESS TEMP CAB ALT CAP P
LP
HP
SPLRS ROLL
1 QT
DOOR OPEN
24
24
7000 FT 7.5 PSI
PULL AUTO 0 15
1 QT
33
3 6
ENGINE
DOORS
FLAPS
STAB
TGT
SECT
ENGINE
21
21
DOOR OPEN
15
15
520 95.0 850 250 145
ITT N2 FF PPH OIL P OIL T
200 RA
24
24
29.92 IN 3
STAB TGT TX -16
STAB TGT TX -16
200 RA
29.92 IN 3 2 1 0 1 1000
065 VOR 195 ADF CRS 360 TO OM DME 7.2
E
12
DOORS
12
13.1 NM 25 VOR1 ADF2
33
3 6
12
12
STO DME
TUNE
RSB
ADF1
ADF2
DME1
DME2
ID/VOICE
MKR
MUTE
INPH
HDPH
ADF1
ADF2
DME1
DME2
ID/VOICE
MKR
MUTE
INPH
HDPH
RCZ-851 INT COM UNIT
AD-39738-R3@

EMBRAER 145
Figure 1-2. Cockpit Layout
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EMBRAER 145
10
WARN
CH PLA DIS TS GH
T
R LD TH AR
LT OD FLO
BR OF F T T
CAUT
FULL WX
GSPD TTG
ET
NAV
FMS
FD1
CRS 1
HDG
HDG
NAV
AP
SPD
SPD
FLC
ALT
ASEL
FD2
CRS 2
FULL WX
GSPD TTG
WARN
ET
NAV
FMS
OFF NAV 1 ADF
APR
FMS ADF NAV 2 RA TEST OFF
CPL
FLO OD LT
OF
CAUT
VS
OFF NAV 1
FMS ADF NAV 2 RA TEST OFF
BNK
PUSH SYNC PUSH SYNC
YD
PUSH IAS/M PUSH SYNC
ADF
F BR T DIM
CH AR TH LD R DIS PLA
DIM
YS
DIM BR T
BRG
FMS
BRG
Honeywell
BRG
FMS
BRG
Honeywell
BR
BR
YS
L LI NE PA
BR DIM PFD BR
DIM MFD
EICA BR S T DI M MFD BRT

DIM
PA NE L
D
BR T OF F
LT
PTT
BR OF F
OF
PE
DE
ST
AL
PF
PTT
PILO
CO PILO BRT T
UP
2
Mo
260
CHR
280 260
LOC HDG AP 20
IAS YD 20 10
GS
50 00
Dy
GS
4500
20
360 N
OFF
FLEX-TO 88.1 REV 75.0 ATTCS N1 A

P
UL L
88.1
END
75.0 REV
A
DN LOCK REL
AIRCRAFT
DATE
FLT NR DATE
45
GMT
LOC
15
MAGNETIC COMPASS CALIBRATED FOR ELECTRICAL EMERGENCY FOR

000 045 090
ET / CHR
USE
FOR
135 180 225
USE
FOR
270 315 360
USE
LO GMT SET
30
ET
1 240 9
220 200
10
33
3
TO C AG E
360 N
260
280 260
LOC HDG AP 20
IAS YD 20 10
GS
50 00
CHR
11
43 00
80
30
30
*PBD01
IGN A
550
ITT
550 A
IGN
33
GS
4500
20 43 00 80
Mo
Dy
LL01 KDVT
*PBD01
LL01 KDVT
10
10
PLAB2
350 40 60
PLAB2
1 24 0 9
220
10
45
FLT NR DATE LO GMT SET
GMT
LOC
15
ET / CHR
6
80 100 120 250
30
ET
24
24
1
FEET AIR
REVERSIONARY PANEL
NORM PFD EICAS
350
.410 M
359 CRS ILS1 200 RA 29.92 IN 3 2 1 0 1 TTG 5MIN 2 3 1000
6
300
25
50
50
IAS
99.9% 990 PPH 1000 LB OIL
N2 FF FQ
99.9% 990 PPH 1000 LB VIB LDG GEAR UP UP UP 0

OFF
Collins
DN
10
10
25
50
50
350
.410 M
359 CRS ILS1
30
30
13.1 NM
MICROPHONE EMER
25 VOR1 ADF2 HDG
24
79 79
100 100 TEMP LP HP
STO
1 2 00
DOOR OPEN
2 3 4
PRESS CAB ALT CAP P
SPLRS ROLL YAW
CLD PITCH UP 9
V
TEST ACT
24
DG
CW
NAV 1 NAV 2 ADF 1 ADF 2 DME 1 DME 2 ID/VOICE
001
TGT
RTN
BARO
T/O
RESET ECS FUEL HYD
ELEC
M/P RNG
ARTEX ELT
EMERGENCY USE ONLY
CAB RATE -5000 FPM 100% 600 C APU
SELCAL
RTN
T/O
RESET ECS FUEL HYD
ELEC
M/P RNG
HDG
001
TGT
SLVD
CCW
Honeywell
SPKR S.T.
MKR
MUTE
HDPH INPH
IN/HPA
SPKR ON SPKR OFF LO SENS HI SENS
STD
IN/HPA
VHF 2
ON
HF
SPKR ON SPKR OFF LO SENS HI SENS
ARM
TEST/RESET PRESS ON WAIT 1 SECOND PRESS ARM
BRAKE ON
PEDAL ADJ
FWD
PEDAL ADJ
FWD
AFT
AFT
Honeywell
COM1 NAV1
EICAS REV
110.25
DME IPHX
Honeywell
CLB
CLB
123.20 131.27
MEMORY 3 AC/TCAS
+
102.5 N1 99.9
14
490 96.7 1910 195 150
108.30
ADF1
DAU 1
DAU 2
520 95.0 1850 ITT N2 FUEL OIL P OIL 33/64 C
1471
1 TA/RA TCAS DSPY 1 RANGE:
162.5
ANT
13
ALT:
6 NORM
2
COM NAV NAV
SQ
MODES
NAV AUDIO
AUDIO TX SQ
E M R G
250 145
PAGE 2 4 MSGS
15
TUNE
SQ DIM 1 2 STO
TUNE
SQ DIM 1 2 STO
ID
PGE
TST
DME
ID
PGE
TST
DME
CLR DLY
Honeywell
1. AV-850A AUDIO PANEL NO. 1 2. REVERSIONARY PANEL NO. 1 3. DU-870 DISPLAY UNIT NO. 1 (PFD)
ELEV DISC
PRESS AND PULL PRESS AND PULL
16
GUST LOCK
MAX FREE THRUST SET FREE
AIL DISC
4. DU-870 DISPLAY UNIT NO. 2 (MFD) 5. DC-550 DISPLAY CONTROLLER NO. 1 6. DU-870 DISPLAY UNIT NO. 3 (EICAS)
GO AROUND
GO AROUND
LOCKED
LOCKED
7. GC-550 GUIDANCE CONTROL UNIT 8. DC-550 DISPLAY CONTROLLER NO. 2 9. DU-870 DISPLAY UNIT NO. 4 (MFD)
CLOSE
SPEED BRAKE
IDLE
OPEN
MAX REV
T I C IO FR
N
MAX REV
THRUST RATING
11. REVERSIONARY PANEL NO. 2 12. AV-850A AUDIO PANEL NO. 2 13. RM-855 RADIO MANAGEMENT UNIT NO. 1 14. EICAS REVERSIONARY PANEL 15. RM-855 RADIO MANAGEMENT UNIT NO. 2 16. CD-850 CLEARANCE DELIVERY CONTROL HEAD 17. WC-650/660 WEATHER RADAR CONTROLLER 18. PC-400 AUTOPILOT CONTROLLER 19. CD-810 CONTROL DISPLAY UNIT 19
PERF
P U L L A N D R O T A T E
WX SBY
T/O
CON
TRB
RCT GMAP FP TST
17 18
EMERG/PARK BRAKE
MIN
GAIN
MAX
OFF
RADAR
DESCEND P I T C H
TURN
CLIMB
DIGITAL
Honeywell
DSPLY
Honeywell
DR
DGRAD
MSG
OFFSET
APRCH
ACTI VE FLT PLAN
1/5 DEST
MLF
020 93.0NM
KSLC
610 160/4920
LWD RWD
SLC
348
0910Z 4.0NM 0911Z
KSLC
ARM ALTN
4560 ARRIVAL
NAV
PREV
NEXT
FPL
PROG
DIR
BRT
A G M
B H N S X
C I O T Y
CHAN
D J P U Z
E K Q V
DEL
F L R W
CLR
1 4 7 . FREQ KHZ
2 5 8 0
3 6 9
D N
ON
MAN
MODE
TEL SUP CAR
Collins
R T
HF
CUTOUT 1
STALL PROTECTION
TEST
CUTOUT 2
CHAN
V
FREQ
S
CLAR+ TST
PGM
PULL MODE
PULL 100
OFF
TEST
Figure 1-3. Instrument Panel and Pedestal Component Locations
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Page 1-9/1-10 Nov 1/1996
UP
LO
CK
10. DU-870 DISPLAY UNIT NO. 5 (PFD)
FMS
CLB
CRZ
GCR
TGT
SECT
+ 15 -
TO CONFIG
PULL 0 AUTO
CHECK
TILT
PITCH TRIM
MAIN SYS CUTOUT BACKUP SYS CUTOUT
UP 0
DN
. .
9
BACKUP
22
UP
ROLL TRIM
33 45 .
45 DOWN
YAW TRIM
LEFT RIGHT
AUTO PRESS
LAND ELEV (ft)
ELV SET +
DUMP
AUTO/MAN
AHRS
21
BOOM
MASK
21
10 1 3
15
COM1
COM2
COM3
HF
PAX
1 QT
7
MB
ALT
7000 FT 7.5 PSI
1 QT
MFD
ADC
AHRS
SG
33
ENGINE
DOORS
FLAPS
SQ ON OFF
COM
ENGINE
21
21
DOOR OPEN
15
15
STAB TGT TX -16
140 160 200180
KNOTS
A C T MEM TX
XFR
MEM
STAB TGT TX -16
200
REVERSIONARY PANEL
200 RA
NORM
29.92 IN 3 2 1 0 1 2 1000
PFD
EICAS
12
SG
12
12
DOORS
13.1 NM 25 VOR1 ADF2
33
MFD
ADC
AHRS
FEET AIR
MICROPHONE EMER
6
E
12
12 15
COM1
COM2
COM3
HF
PAX BOOM MASK
TTG 5MIN
3
NAV 1 NAV 2 ADF 1 ADF 2 DME 1 DME 2 ID/VOICE
DG
AHRS
CW
BARO
STD
Honeywell
SLVD
SPKR S.T. MKR MUTE HDPH INPH
CCW
AD-51724@

EMBRAER 145
7 12 13 1 2 5
8, 9
11 4 6 10 11
1. RADOME COMPONENTS: WU-650/660 WEATHER RADAR RECEIVER/TRANSMITTER AND ANTENNA UNIT 4. BELOW COCKPIT FLOOR COMPONENTS: 2. NOSE AVIONICS BAY COMPONENTS: AH-800 ATTITUDE AND HEADING REFERENCE UNIT (2) AZ-850 MICRO AIR DATA COMPUTER (2) RNZ-851 INTEGRATED NAV UNIT (2) RNZ-851 INTEGRATED NAV UNIT (2) NZ-2000 NAVIGATION COMPUTER 3. INSTRUMENT PANEL AND PEDESTAL MOUNTED COMPONENTS: DU-870 DISPLAY UNIT (PFD, MFD AND EICAS) BL-870 BEZEL CONTROLLER (MOUNTED ON PFD) BL-871 BEZEL CONTROLLER (MOUNTED ON MFD) REVERSIONARY PANEL (2) GC-550 GUIDANCE CONTROL UNIT AV-850A AUDIO PANEL (2) DC-550 DISPLAY CONTROLLER (2) PC-400 AUTOPILOT CONTROLLER WC-650 WEATHER RADAR CONTROLLER CD-850 CLEARANCE DELIVERY CONTROL HEAD RM-855 RADIO MANAGEMENT UNIT (2) WC-650 WEATHER RADAR CONTROLLER CD-810 CONTROL DISPLAY UNIT 13. ADF2 ANTENNA IC-600 INTEGRATED AVIONICS COMPUTER (2) DA-800 DATA ACQUISITION UNIT NO. 1 5. FORWARD CABIN COMPONENTS: RT-910 TRAFFIC COLLISION AND AVOIDANCE UNIT GNSSU GLOBAL NAVIGATION SYSTEM SENSOR UNIT 6. CENTRAL FUSELAGE COMPONENTS: RT-300 RADIO ALTIMETER RECEIVER TRANSMITTER 7. FX-600 FLUX VALVE (2) 8. SM-200 SERVO DRIVE (AILERON) 9. SM-200 SERVO DRIVE (ELEVATOR) 10. SM-200 SERVO DRIVE (RUDDER) 11. REAR BULKHEAD COMPONENTS: DA-800 DATA ACQUISITION UNIT NO. 2
AD-51725@ 7
12. ADF1 ANTENNA
Figure 1-4. Primus1000 Component Locations
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EMBRAER 145
2.
System Description
The PRIMUS 1000 Integrated Avionics System line replaceable units, that are listed in Table 1-1, have been organized into the following subsystems: Electronic Display System (EDS) AHZ-800 Attitude Heading Reference System (AHRS) ADZ-850 Micro Air Data System AA-300 Radio Altimeter System PRIMUS 650/660 Weather Radar System PRIMUS II Integrated Radio System TCZ-910 Traffic Alert and Collision Avoidance System (TCAS-II) FMZ-2000 Flight Management System (FMS) - Optional Global Positioning System (GPS) - Optional Flight Director System Autopilot/Yaw Damper System.
The PRIMUS 1000 system organization is centered around the concept of an integrated avionics computer (IAC) which performs the display and flight guidance functions normally associated with a symbol generator, flight director, and autopilot/yaw damper. These functions are all co-located in the IC-600 IAC on separate circuit card assemblies (CCAs). The IC-600 IAC reduces the number of aircraft LRUs by housing a number of independent functions in one LRU. Some of these functions are managed by dedicated I/O hardware and some are managed by a micro-processor in conjunction with individual commands, switching logic, and drive circuitry. As installed in this aircraft, only the pilots IC-600 IAC has an autopilot/yaw damper function. During normal operation, the system displays heading, course, radio bearing, pitch and roll attitude, radio altitude, course deviation, glideslope deviation, to-from and DME indications. Lighted annunciators denote selected flight director modes. Pitch and roll flight director steering commands developed by the IC-600 IAC, are displayed on the primary flight display (PFD) in the cockpit. This computed steering information enables the pilot to reach and/or maintain the desired flight path or attitude. When the autopilot is engaged and coupled to either the pilots or copilots flight director, the aircraft is controlled with the same commands that are displayed on the PFD. When the autopilot is engaged and no flight director modes are active, the aircraft is controlled by the pilot in pitch and roll and by inserting commands through touch control steering (TCS). Operation of a specific system component by the IC-600 IAC is dependent upon the system and other aircraft sensor data inputs. The IC-600 IAC uses software tests, in combination with built-in-test (BIT) hardware to detect failures and determine I/O (input/output) signal validity. Based on the results of these tests, the IC-600 IAC determines if the system is capable of providing proper display, FD, AP, and YD mode control and/or mode annunciation. System monitoring is active in all modes of operation.
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EMBRAER 145
A.
Electronic Display System (EDS)

The EDS is comprised of the following LRUs: DU-870 Electronic Display Units Primary Flight Display (PFD) for each pilot Multifunction Display (MFD) for each pilot A Single Engine Indicating Crew Alerting System (EICAS) Display BL-870 Bezel Controller for each PFD BL-871 Bezel Controller for each MFD and the EICAS IC-600 Integrated Avionics Computer No. 1 and No. 2 DC-550 Display Controller for each pilot GC-550 Guidance Control Unit DA-800 Data Acquisition Unit No. 1 and No. 2 Reversionary Controllers.
The Primary Flight Display (PFD) displays pitch and roll attitude, heading, course/desired track orientation, and flight path commands, as well as selected mode and source annunciations. The PFD also displays indicated airspeed, barometric altitude, vertical speed, and radio altitude. The Multifunction Display (MFD) is used to present a variety of data that includes: long range navigation mapping, weather radar display, SAT, TAS, and TAT data, and TCAS Traffic displays. Through the use of the BL-871 Bezel Controller buttons mounted on the front of the display, the pilot can access menus that allow selection of system pages, electronic checklists, and Vspeeds, to mention a few. The Engine Indicating Crew Alerting System (EICAS) is an integrated display that replaces the majority of the traditional engine gauges and warning lights in the cockpit. The EICAS DU is used to display the primary engine, essential subsystem, and crew alerting messages in a single format. The DA-800 Data Acquisition Unit (DAU) is the interface for engine data. DAU No. 1 is for the left engine and aircraft sensors and DAU No. 2 is for the right engine and aircraft sensors. The IC-600 IAC is the heart of the system and processes all data for display on the PFD, MFD, and EICAS. The symbol generator portion of the IC-600 IAC is the focal point for information flow for the EDS. The DC-550 Display Controller provides the means for pilot control of various display formats on the PFD, including bearing pointer select functions. The DC-550 Display Controller also provides a data acquisition function for the GC-550 Guidance Control Unit and BL-870/BL-871 bezels.
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The GC-550 Guidance Control Unit allows for pilot inputs of selected heading and selected course for lateral flight director modes. Pilot selection of IAS, MACH, and vertical speed targets, as well as altitude preselect target is also through the GC-550 Guidance Control Unit. Three reversionary controllers are used in the system. Each crew member has an Embraer-supplied reversionary panel. This panel allows each crew member to switch the on-side PFD or the EICAS display to the on-side MFD display unit. It also allows on-side or cross-side selection of ADC, SG, and/or AHRS. The third controller is available to both crew members to select DAU reversionary modes. The switching of navigation sensor data for display and for flight guidance is provided electronically. All comparison monitoring of critical display data is done within the EDS.
B.
AHZ-800 Attitude Heading Reference System (AHRS)

The AHRS is comprised of the following LRUs: AH-800 Attitude Heading Reference Unit (AHRU) FX-600 Flux Valve.
The AHRS is an all attitude, inertial sensor system which provides aircraft attitude, heading, rate of change, and acceleration data to the EDS, flight director, autopilot/yaw damper, weather radar antenna, and other aircraft systems. The AHRS is a strapdown system that differs from a platform type system. A typical platform system has the following characteristics: Gimballed gyros with 2.5 to 3.0 degrees of freedom A spinning mass that is isolated from the airframe Output signals are displacement sensitive.
Characteristics of a strapdown system are: Does not use gimbals The spinning mass follows the airframe - it is not isolated The output signals are rate sensitive.
The AHRU uses three interferometric fiber optic gyros (IFOG), which measure the phase shift produced between two beams of light traveling in opposite directions through optical fiber wrapped around a core, in place of the spinning mass. These gyros are rate sensing and measure angular motion. The AHRU also uses three accelerometers to measure linear motion. The FX-600 Flux Valve detects the horizontal component of the earths magnetic field and provides the long term magnetic reference for the AHRS. A flux valve compensator is not required in the system. Compass calibration data is computed by the AHRU and is stored in a memory module.
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C.
ADZ-850 Micro Air Data System

The ADZ-850 Micro Air Data System is comprised of the following LRUs/controls: AZ-850 Micro Air Data Computer (MADC) Baro set knob and standard (STD) pushbutton on the PFD bezel.
The AZ-850 MADC provides the IC-600 IAC with an ARINC 429 input of baro corrected altitude, IAS, MACH, Vmo, TAS, TAT, SAT, and altitude rate. The baro set knob on the PFD bezel allows for pilot input of barometric pressure. The STD pushbutton on the PFD bezel allows for automatic barometric correction settings of either 29.92 inHg or 1013 hPa. The AZ-850 MADC is connected to the pitot/static and outside air temperature probes. Air data parameters displayed on the PFD are: IAS/MACH Barometric Altitude Vertical Speed.
Air data parameters displayed on the MFD are: TAS SAT TAT.
D.
AA-300 Radio Altimeter System

The AA-300 Radio Altimeter System is comprised of the RT-300 Radio Altitude Receiver Transmitter and Embraer-supplied transmit/receive antenna. The AA-300 Radio Altimeter system provides an output of absolute height above the terrain. This radio altitude is displayed on the PFDs. The radio altitude output is also used in determining that decision height has been reached and for gain programming in the flight director for ILS approaches. Radio altitude is also used by TCAS to inhibit resolution advisories (RAs) when close to the ground.
E.
PRIMUS 650/660 Weather Radar System

The PRIMUS 650/660 Weather Radar System is comprised of the following LRUs: WU-650/660 Receiver Transmitter Antenna Unit WC-650 Weather Radar Controller.
The PRIMUS 650/660 Weather Radar System is an X-Band radar designed for weather detection, ground mapping, and analysis. Data is displayed on the PFD and the MFD. Storm intensity levels are displayed in bright colors against a deep black background. Areas of heaviest rainfall appear in magenta, next heaviest appear in red, rainfall of medium intensity appear in yellow and areas of weakest rainfall appear in green.
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In the ground mapping mode, prominent landmarks are displayed that enable the pilot to identify coastline, hilly and mountainous regions, as well as cities or even large structures. In GMAP mode, video levels of increasing reflectivity are displayed as black, cyan, yellow, and magenta. A rain echo attenuation compensation technique (REACT) mode automatically increases receiver gain as a function of attenuation due to intervening rainfall. At the point where the receiver can no longer detect levels less than red, a blue field is displayed indicating an out-of-calibration region. Target alert (TGT) mode is selected to indicate when level 3 (red) or greater weather is present in a sector beyond the currently displayed range. Weather radar mode selection, range, and tilt control are provided by the WC-650 Weather Radar Controller.
F.
PRIMUS II Integrated Radio System

The PRIMUS II Integrated Radio System is comprised of the following LRUs: RM-855 Radio Management Unit AV-850A Audio Control Unit CD-850 Clearance Delivery Head (Tuning Backup Control Head) RCZ-851E/851G/851H Integrated Communications Unit RNZ-851/851C Integrated Navigation Unit.
The PRIMUS II Integrated Radio System is a dual, remote-mounted digital radio system which encompasses all standard navigation and communication functions, including VOR, DME, ILS, and VHF communications. Marker beacon and transponder (mode A/C/S) depending on installation is also included. All control functions are operated from two RM-855 Radio Management Units (RMUs). A CD-850 Clearance Delivery Control Head is also part of the system. Interface with the traffic alert and collision avoidance system (TCAS) is from the RMU and through the diversity Mode S transponder.
G.
Traffic Alert and Collision Avoidance System (TCAS)

The TCAS is comprised of the following LRUs: RT-910 TCAS Computer Unit (CU) AT-910 TCAS Directional Antenna RCZ-851E Integrated COM Unit (with diversity Mode S transponder) RM-855 Radio Management Unit (RMU).
The TCAS CU interrogates Mode A/C/S transponders on aircraft in the vicinity and listens for the transponder replies. By computer analysis of these replies, the airborne CU determines which aircraft represent potential collision threats and provides appropriate display indications (or advisories) to the flight crew to ensure vertical separation. Vertical separation is based upon predictions from own aircraft altitude data and intruder altitude data supplied to the CU. The appropriate maneuver is one that ensures adequate vertical separation while causing the least deviation of the TCAS aircraft from its current vertical rate.
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If the threat aircraft is itself equipped with TCAS, a coordination procedure via the air-to-air Mode S data link is performed before displaying the advisory to the flight crew. This procedure assures that the advisories displayed in each aircraft are compatible. Mode selection and other operational commands for the TCAS system are generated within the PRIMUS II RMU, which is also part of the PRIMUS 1000 Integrated Avionics System. These commands are conveyed to the TCAS CU, from the Mode S transponder, via ARINC 429 data. If the CU calculates that an advisory should be presented to the flight crew, it will provide ARINC 429 output data to both IACs for display, and a synthesized voice will be applied to the audio control units.
H.
Flight Management System (FMS) - Optional

The optional FMS is comprised of the following components: NZ-2000 Navigation Computer (NZ) CD-810 Control Display Unit (CDU) DL-900 Data Loader.
The FMS provides lateral and vertical navigation guidance for display and coupling (lateral only) to the AFCS. To provide high accuracy long-range navigation, the FMS computer is designed to connect to AHRS, GPS, and/or VOR/DME. With links to the onboard navigation sensors, the computer develops an FMS position based on a blend or mix of the sensors. The fundamental purpose of the FMS is to provide navigation information relative to a selected geographically located point. Navigation management allows the flight crew to define a route from the aircraft present position to any point in the world. The system will output advisory information and steering signals to allow the flight crew or the AFCS to steer the aircraft along a desired route. Routes are defined from the aircraft present position to a destination waypoint via a direct great circle route or via a series of great circle legs connected by intermediate waypoints. The CD-810 CDU is the pilot interface with the FMS. The CRT displays relative flight information to the pilot. The pilot enters alphanumeric data into the system via the full alphanumeric keyboard. The DL-900 Data Loader is used to transfer navigation data and custom data to the NZ.
I.
Global Positioning System (GPS) - Optional

The optional GPS is comprised of the Global Navigation System Sensor Unit (GNSSU) component. The GNSSU is a 12-channel receiver that receives the L1 transmissions (centered at 1575.42 MHz) from the NAVSTAR GPS satellite constellation. The GPS tracks a minimum of four satellites, processes the received signals, and determines the system latitude, longitude, altitude, time, and velocity. When less than four satellites remain trackable, the system uses inertial information from the IRS and air data information from the MADCs to continue determination of position. When a fourth satellite is acquired, the system reverts to normal tracking mode.
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J.
Flight Director System

The flight director system is comprised of the following components: IC-600 Integrated Avionics Computer (IAC) GC-550 Guidance Controller.
The PRIMUS 1000 Flight Director System features an integrated avionics computer concept which combines the normal EDS display function with the flight director function. This level of integration provides a number of benefits over existing systems and greatly simplifies the interface requirements of the flight director function. This level of integration implies that if the EDS is operational, the flight director will be operational. Conversely, if the EDS has failed, the flight director will also be failed. Input data requirements for the flight director are totally encompassed by the EDS function. By combining the flight director and EDS processors, the flight director I/O hardware and software can be virtually eliminated. The flight director provides computed steering commands to the autopilot and for display on the PFD. If the autopilot is not engaged, the pilot can manually fly the steering command presented on the PFD. The flight director provides both lateral (roll) and vertical (pitch) steering commands. One lateral and one vertical flight director mode can be active simultaneously. Other flight director modes can be armed to automatically become active at the proper time. For the flight director to do its job, it looks at the following: What is the pilots desired attitude/position/heading/etc? What is the aircrafts actual attitude/position/heading/etc? If there is a difference between desired and actual data, correct for the difference and control the speed at which the correction takes place.
The flight director computes pitch and roll steering commands based on data from a variety of sources including: Air data Pitch and roll attitude Flight management system Magnetic heading VOR/DME/ILS Pilot inputs Radio altimeter.
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Flight director steering commands provide a key data point in the Display and Flight Guidance System. These steering commands are output to the following subsystems: EDS for pilot display Autopilot for automatic flight path control Autopilot monitors.
The IC-600 IAC processes course, selected heading, attitude, air data, DME, and radio navigation data to provide computed pitch and roll steering commands for display on the PFD and for autopilot automatic flight path steering through control of the flight control surfaces through the SM-200 Servo Motors. Flight director mode selection and annunciation is accomplished through mode select buttons on the GC-550 Guidance Controller. The flight director command cue on the PFD also reflects the selected mode. Flight director couple switching between the pilots and copilots flight director is accomplished through the GC-550 Guidance Controller.
K.
Autopilot/Yaw Damper System

The Autopilot/Yaw Damper System is comprised of the following LRUs: IC-600 Integrated Avionics Computer (IAC) - Pilots only GC-550 Guidance Controller SM-200 Servos Trim Power Amplifier (not Honeywell) PC-400 Turn/Pitch Controller.
The PRIMUS 1000 system autopilot is a fail-passive design featuring digital attitude and servo loops. The autopilot provides aircraft stabilization and tracking of pitch and roll steering commands from the flight director. The autopilot is not aware of which flight director mode(s) if any are active. The autopilot simply tracks the pitch and roll steering commands from the selected flight director as attitude changes. The yaw damper provides yaw rate damping only and makes no effort to control the flight path of the aircraft. Servo position reference is synchronized to zero at engagement and is constantly washed out to ensure that steady state rudder forces are zero. If the rudder trim position changes due to pilot input or aircraft configuration changes, the rudder washes out the steady state force and allows rudder servo resynchronization. The autopilot/yaw damper monitors are capable of disengaging the autopilot and yaw damper as an independent function. Data used in the autopilot/yaw damper computations are processed in a manner consistent with autopilot flight-safety requirements while also maximizing autopilot availability. The autopilot/yaw damper engage and disengage process is also monitored to ensure that the actual engage situation at the servos correctly reflects the engage function status in software.
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The pitch axis autopilot trim function works to maintain the aircraft attitude against long term attitude disturbances, such as fuel burn and passenger movement. For the autopilot to do its job, it looks at the following: What is the pilots desired attitude? What is the aircrafts actual attitude? If there is a difference between desired and actual data, correct for the difference and control the speed at which the correction takes place.
The autopilot and yaw damper engagement is accomplished through the GC-550 Guidance Controller. Basic pitch and roll movements can also be made using the PC-400 Turn/Pitch Controller.
3.
Digital Data Buses

An essential function of the PRIMUS 1000 Integrated Avionics System is information interchange between subsystems and/or between LRUs within a subsystem. Some of this information is in the form of discrete data. Discrete data is carried on a single wire and typically switches between +28 V dc and open, or between ground and open. This switched data is used for annunciators, warnings, and anywhere that simple "condition information" will suffice. This is a small portion of the total information interchange. Most of the information transfer between subsystems is accomplished through the use of digital data buses. The data buses found in the PRIMUS 1000 Integrated Avionics System include: Radio System Bus (RSB) Digital Audio Bus Commercial Standard Digital Bus (CSDB) ARINC 429 RS-422 RS-232 Serial Control Interface (SCI) Weather Radar Picture Data (WXPD) Integrated Computer Bus (ICB) SG/DU Bus.
The following paragraphs describe the operation and uses of each of the above buses.
A.
Radio System Bus (RSB)

The Honeywell radio system bus (RSB), as shown in Figure 1-5, is the principal communications network interconnecting the LRUs in the PRIMUS II Integrated Radio subsystem. All the LRUs in the radio system, except the audio control units, are connected to the RSB. Specific details regarding the operation of the radio system is covered elsewhere in this manual.
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Reliable transfers of data via RSB are ensured by designed-in redundancy and predefined protection and isolation mechanisms. Control and data protocols are also predefined to ensure consistent application of the data bus. It is a fail-operational data bus system and actually consists of three shielded-twisted-pairs. These are the PRIMARY bus, LEFT-SIDE SECONDARY bus, and RIGHT-SIDE SECONDARY bus. "Fail-operational" means that if any device connected to the bus fails, the bus remains operational.
120 W
120W
120 W
120 W
144
C144 J1 H L V W J1 V W
RMU NO. 1
J1 M N H L PRI RSB LEFT SEC RSB
RMU NO. 2
H L PRI RSB RIGHT SEC RSB H L J1 M N
190
C190 J1B H L 70 71 J1B 70 71
IAC NO. 1
J1C 36 37 H L PRI RSB LEFT SEC RSB
IAC NO. 2
H L PRI RSB RIGHT SEC RSB H L J1C 36 37
143
C143 J1 H L 10 11 J1 10 11
COM NO. 1
J1 74 61 H L PRI RSB LEFT SEC RSB
COM NO. 2
H L PRI RSB RIGHT SEC RSB H L J1 74 61
164
C164 J1B H L 71 81 J1B 71 81
NAV NO. 1
J1A 88 102 H L PRI RSB LEFT SEC RSB
NAV NO. 2
H L PRI RSB RIGHT SEC RSB H L J1A 88 102
165
CL DEL UNIT
LEFT SEC BUS
J1 H L g R
PRI BUS
PRI RSB
120 W
120 W AD-49528@
Figure 1-5. Radio System Bus
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All units that are connected to the RSB [radio management unit (RMU), integrated avionics computer (IAC), remote NAV unit, etc.] are defined as users. The RSB users are all transformer coupled and impedance-matched to the data bus transmission lines. The bus is a shielded-twisted-pair which is differentially driven. Data transmitted onto the bus drives one line more positive, and the other line more negative. This interface method provides protection from faults, transients, and RF interference. By design, the RSB interfaces are virtually immune to lightning-induced transients, hot shorts, ground shorts, and RF threats. The design precludes any fault propagation (via RSB) between the various interconnected users. At the same time, the RSB interconnect structure provides superior RF emissions characteristics, ensuring that RSB will not interfere with sensitive receivers on-board the aircraft. The users are connected to the data buses via a splicing arrangement (using solder rings) which experience has shown to be extremely reliable and damage resistant. The type of cable that is specified for use meets regulatory guidelines for flammability and smoke, and is resistant to hydraulic fluids and fuel. Data flow on RSB is bidirectional with a bit transmission rate of 2/3 MHz (1.5 s/bit). Data traffic flow on RSB does not require a bus controller. All users receive and identify all bus data. Since each user knows its own user number, it sets up an internal timer, based upon the last message received, and transmits at the appropriate time. Each RSB user (other than those described as "Listen Only") outputs its message on the PRIMARY and its "ON-SIDE" SECONDARY buses simultaneously. This arrangement provides each user with dual-path access to its own-side data and single-path access to all cross-side data. It also makes it impossible for any single-point fault (such as a fire-ax or a projectile) to disable all three data buses. For example, a failure of the PRIMARY bus will merely disable cross-side tuning of the radios, and will cause no other problems. The clearance delivery CDH and the IC-600 are "Listen Only" devices. They DO NOT transmit on the RSB. Each bus users transmitters are safety interlocked to ensure that no user can broadcast outside its allotted time slot or in response to another users request. The user interlock mechanisms effectively keep the bus users from competing for simultaneous bus time windows, and thereby ensure reliable data flow. A field is defined as a 192 millisecond time period that contains a sequence of 24 messages spaced 8 milliseconds apart, starting with message 0 (transmits address 0) and progressing in sequence to message number 23. Thus, there are 24 possible message time slots for this bus. As shown in Figure 1-6, in the message 0 time slot, the left side NAV unit transmits on both the PRIMARY and LEFT-SIDE SECONDARY buses. Then, in the message 1 time slot, the right side NAV unit transmits on both the PRIMARY and RIGHT-SIDE SECONDARY buses. Then, there is a spare time slot (message 2) for future expansion. Since some messages combine data from more than one radio function, RMU, COM, Transponder, VOR/LOC, Glideslope, Marker, DME, ADF, and MLS require eight messages per system side. Left side system = 8, right side system = 8, and spare time slots = 8 more, totaling 24.
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192 MSEC PER FIELD MESSAGE NO. PRIMARY BUS LEFT-SIDE SECONDARY RIGHT-SIDE SECONDARY EXPANSION TIME SLOT L R S NAV DATA L R S RMU DATA 0 1 2 3 4 5 / / / / / / / / L = LEFT SIDE R = RIGHT SIDE S = SPARE TIME SLOT AD-34563@ 18 19 20 21 22 23 0
Figure 1-6. RSB Data Field Structure
When message number 23 is completed, the cycle begins again with message number 0, and the cycle repeats for as long as the system has power applied. During initial power up, the RMUs are programmed to start the bus activity by transmitting messages 3 or 4, depending on which RMU comes on line first. The sequence of transmissions is fixed, and any LRU user that is not installed in the aircraft will still have a time slot assigned at the appropriate time in the field. Therefore, removal of a unit will not disable the bus functions. Table 1-3 shows the message content for each message in the sequence in the normal operational mode. The data format of the messages on the RSB is similar to high-level data link control (HDLC). This format is described by International Standard ISO 3309-1979 (E).
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WORD POS. 1 Low 1 High 2 Low 2 High 3 Low 3 High 4 Low 4 High 5 Low 5 High 6 Low 6 High 7 Low 7 High 8 Low 8 High 9 Low 9 High 10 Low 10 High 11 Low 11 High 12 Low 12 High 13 Low 13 High 14 Low 14 High 15 Low 15 High
Table 1-3. RSB Message Numbers (Normal Mode) 0, 1, 2 3, 4, 5 6, 7, 8 Nav Rem RMU Com Nav Rem MSG. NO. MSG. NO. MSG. NO. CONTROL CONTROL CONTROL MLS COM ADF OUTPUT AZ OPMODE REL BRG MLS COM ADF OUTPUT GP CHAN MAG BRG MLS COM VOR/ILS AZ DEV PRESET BRG/LOC DEV MLS ATC LEFT VOR/ILS GP DEV OPMODE GS DEV DME ATC LEFT VOR/ILS DIST REPLY CODE MARKER RT-SIDE ATC RIGHT DME DIST OPMODE RT-SIDE DME DIST PRESET ATC RIGHT FMS "a" REPLY CODE DME DIST LFT-SIDE DME ATC/TCAS DIST OPMODE PRESET FMS "b" ATC/TCAS DME STATUS ALT/RANGE R-S PRESET DME DIST COM STRAPS DME CHAN LFT-SIDE WORD 1 R-S PRESET DME STATUS COM STRAPS DME GS LFT-SIDE WORD 2 R-S PRESET DME CHAN COM STRAPS DME TTS LFT-SIDE WORD 3 R-S PRESET DME GS COM STRAPS DME IDENT LFT-SIDE WORD 4 R-S PRESET DME TTS DME IDENT LFT-SIDE R-S PRESET
9, 10, 11 Com Rem MSG. NO. CONTROL COM STATUS COM CHAN COM PRESET COM COM ATC STATUS ATC REPLY CODE ATC DATA ATC ALTITUDE ATC ATC/TCAS STATUS ATC/TCAS ALT/RANGE AUX1 STATUS AUX1
12, 13, 14 Nav Rem MSG. NO. CONTROL MLS OUTPUT AZ MLS OUTPUT GP MLS AZ DEV MLS GP DEV DME DIST RT-SIDE DME DIST FMS "a" DME DIST FMS "b" DME DIST LFT-SIDE DME STATUS RT-SIDE DME CHAN RT-SIDE DME GS RT-SIDE DME TTS RT-SIDE
15, 16, 17 RMU Nav MSG. NO. CONTROL ADF OPMODE ADF CHAN ADF PRESET VOR/ILS OPMODE VOR/ILS CHAN VOR/ILS PRESET VOR-DME OPMODE VOR-DME CHAN MLS OPMODE MLS CHAN MLS FWD. SEL. AZ MLS SEL. GP MLS BKWD. SEL. AZ RES FOR DME MLS-DME OPMODE
18, 19, 20 Nav Rem MSG. NO. CONTROL ADF REL BRG ADF MAG BRG VOR/ILS BRG/LOC DEV VOR/ILS GS DEV VOR/ILS MARKER DME STA FMS "a" DME CHAN FMS "a" DME GS FMS "a" DME TTS FMS "a" DME STATUS FMS "b" DME CHAN FMS "b" DME GS FMS "b" DME TTS FMS "b" MLS STATUS
21, 22, 23 IAC/FMS MSG. NO. CONTROL ATC OPMODE ATC REPLY CODE MISC. STATUS ATC ALTITUDE VHF COM OPMODE VHF COM CHANNEL VOR/ILS OPMODE VOR/ILS CHANNEL VOR-DME OPMODE VOR-DME CHANNEL MLS-DME OPMODE MLS-DME CHANNEL FMS "a" DME OPMODE FMS "a" DME CHAN
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WORD POS. 16 Low 16 High 17 Low 17 High 18 Low 18 High 19 Low 19 High 20 Low 20 High 21 Low 21 High 22 Low 22 High 23 Low 23 High 24 Low 24 High 25 Low 25 High 26 Low 26 High 27 Low 27 High 28 Low 28 High 29 Low 29 High 30 Low 30 High 31 Low 31 High
Table 1-3 (cont). RSB Message Numbers (Normal Mode) 0, 1, 2 3, 4, 5 6, 7, 8 Nav Rem RMU Com Nav Rem DME IDENT DME STATUS LFT-SIDE L-S PRESET DME IDENT DME CHAN LFT-SIDE L-S PRESET VOR/ILS DME GS STATUS L-S PRESET VOR/ILS DME TTS CHAN L-S PRESET VOR/ILS DME IDENT PRESET L-S PRESET VOR/ILS DME IDENT IDENT L-S PRESET VOR/ILS AUX1 ADF IDENT OPMODE STATUS AUX1 ADF CHAN NAV CLUSTER AUX1 ADF STRAPS PRESET NAV CLUSTER AUX1 ADF STATUS IDENT NAV CLUSTER AUX2 ADF STRAPS OPMODE IDENT NAV CLUSTER AUX2 STRAPS NAV CLUSTER AUX2 STRAPS NAV CLUSTER AUX2 ADF STRAPS CONFIG VOR COM CLUSTER ADF CONFIG OPMODE CONFIG CHECKSUM CHECKSUM CHECKSUM CHECKSUM CHECKSUM CHECKSUM
9, 10, 11 Com Rem AUX1 AUX1 AUX2 STATUS AUX2 AUX2 COM CLUSTER STRAPS ATC CONFIG ATC CONFIG ATC CONFIG COM CLUSTER STATUS COM CLUSTER STRAPS COM CLUSTER STRAPS COM CLUSTER STRAPS COM CLUSTER STRAPS COM CONFIG CHECKSUM CHECKSUM
12, 13, 14 Nav Rem DME IDENT RT-SIDE DME IDENT RT-SIDE MLS AUX DATA WORD 1 MLS AUX DATA WORD 1 MLS AUX DATA WORD 2 MLS AUX DATA WORD 2 MLS AUX DATA WORD 3 MLS AUX DATA WORD 3 MLS AUX DATA WORD 4 MLS AUX DATA WORD 4
15, 16, 17 RMU Nav MLS-DME CHAN NAV STRAPS WORD 1 NAV STRAPS WORD 2 NAV STRAPS WORD 3 NAV STRAPS WORD 4 AHRS-A429 NAV HEADING
18, 19, 20 Nav Rem MLS CHAN MLS FWD. SEL. AZ MLS SEL. GP MLS GSTATUS MLS BKWD. SEL. AZ. MLS BASIC 1,3,4,5,6 MLS BASIC 1,3,4,5,6 MLS BASIC WORD 2 MLS BASIC WORD 2 MLS GEN DATA MLS GEN DATA
21, 22, 23 IAC/FMS FMS "b" DME OPMODE FMS "b" DME CHAN MLS OPMODE MLS CHANNEL MLS FORW/BACK MLS GP ADF OPMODE ADF CHANNEL COM CLUSTER OPMODE NAV CLUSTER OPMODE
MLS CONFIG DME CONFIG CHECKSUM CHECKSUM
SYSTEM ON/OFF POST SYS POST RADIOS MISC CONTRL FMCS CONTR NAV CLUSTER OPMODE CHECKSUM CHECKSUM
CHECKSUM CHECKSUM
CHECKSUM CHECKSUM
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B.
Digital Audio Bus

The PRIMUS 1000 system uses a digital data bus to carry digital audio information from the remote radio system line replaceable units (LRUs) to the flight crews audio panels. Digitizing the audio offers the advantage of complete independence from grounding problems within the aircraft and the absolute elimination of ground noise pick-up, whine, and cross-talk. Each side has a "One-Way" digital audio bus, consisting of a shielded-twisted-pair which is differentially driven, feeding up to four audio panels. Data transmitted onto the bus drives one line more positive and the other line more negative. This interface method provides protection from faults, transients, and RF interference. By design, the interfaces are virtually immune to lightning-induced transients, hot shorts, ground shorts, and RF threats. The design precludes any fault propagation (via digital audio bus) between the various interconnected users. At the same time, the digital audio bus interconnect structure provides superior RF emissions characteristics, ensuring that the digital audio bus will not interfere with sensitive receivers on-board the aircraft. The users are connected to the data buses via a splicing arrangement (using solder rings) which experience has shown to be extremely reliable and damage resistant. The type of cable that is specified for use meets regulatory guidelines for flammability and smoke, and is resistant to hydraulic fluids and fuel. Each remote LRU contains a cluster module which, in turn, contains five digitizer chips. These are standard "off-the-shelf" chips (called CODECs - for COder/DECoder) that are used by many telephone companies. The five digitizers are sampled in sequence, their digital outputs are assembled into a digital data message, and the message is transmitted on the digital audio bus. The remote COM units provide digitized COM receive audio, and the remote NAV units provide digitized VOR/LOC, ADF, and MARKER BEACON audio. The NAV units also feed discrete digital bits (in a status byte) to enable an audio oscillator in the audio panel when MLS or DME Morse Code Identifier audio is present. Both remote units contain additional unassigned digitizers for future growth, one of which is frequently used for HF received audio. The two separate digital audio buses are fed to all audio panels for flight crew selection. This allows the flight crew to conveniently select and control each individual audio source. Data flow on the digital audio bus is unidirectional with a bit transmission rate of 1.0 MHz (1.0 s/bit). Data traffic flow on the digital audio bus does not require a bus controller. The COM unit transmits a data string of approximately 60 s every 128 s (see Figure 1-7). The NAV unit receives the COM message, synchronizes its transmitter, and then, transmits the approximately 60 s NAV message immediately after the COM message. Should the COM unit fail, the NAV unit will go into a free run mode so as not to lose the NAV digital audio.
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In each transmitted message, the preamble consists of 8 1 Manchester one bits; and the sync consists of 1-1/2 bits of HIGH followed by 1-1/2 bits of LOW, which the receiver uses for synchronization. The remaining six bytes contain eight bits each, at 1.0 s/Bit. The status byte identifies the message as COM or NAV. The digital audio panel then decodes and processes the individual bytes as appropriate to the flight crew selections. The digital audio bus is very similar to RSB described earlier in this section. The clock frequency is 1 MHz instead of 2/3 MHz, and the data bit assignments are different. Refer to the explanation associated with Figures 1-8 thru 1-10.
128 SEC
C DATA BUS
/ /
COM MESSAGE
8 BITS EACH WORD PRE AMBLE SYNC STATUS COM AUX1 AUX2 AUX3 AUX4
NAV MESSAGE
8 BITS EACH WORD PRE AMBLE SYNC STATUS VOR LOC ADF MARKER AUX1 AUX2 AD-34564@
Figure 1-7. Digital Audio Data Sequence
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C.
Commercial Standard Digital Bus (CSDB)

The PRIMUS 1000 system uses CSDBs for some data handling. For example, backup VOR/LOC/GS/MKR navigation display data is sent to the Radio Management Units (RMUs) from the No. 2 Navigation Unit on CSDB. The CSDB system is made up of transmitters and receivers connected by shielded twisted pairs. Data is transmitted by a single transmitter to either a single receiver or to a group of up to 20 receivers connected in parallel. Each CSDB carries data in one direction only. Bidirectional transmission between two Line Replaceable Units (LRUs) must be accomplished by using two sets of transmitters, receivers, and twisted wire pair buses. The data format is in accordance with Collins Standard 523-0772774-00611R, Commercial Standard Digital Bus (CSDB). This data bus is frequently referred to as the "Collins Pro-Line II Serial Data" bus, or simply "PL-II."
D.
ARINC 429
The PRIMUS 1000 system uses ARINC 429 data buses for most of the data handling. For example, AHRS, MADC, and EICAS data are transmitted from/to various units on ARINC 429 buses. The 429 bus system is made up of transmitters and receivers connected by shielded-twisted wire pairs. Data is transmitted by a single transmitter to either a single receiver or to a group of up to 20 receivers connected in parallel. Each 429 bus carries data in one direction only. Bidirectional transmission between two line replaceable units (LRUs) must be accomplished by using two sets of transmitters, receivers, and twisted wire pair buses. (1) Field Definitions ARINC 429 transmissions consist of "words" made up of 32 bits. These words are transmitted at either 12.5 kHz (low speed) or 100 kHz (high speed) depending on the system. Bit number 1 is always the first bit transmitted, and bit number 32 is always the last bit transmitted. Bits 1 thru 8 are called the octal label, which identifies the type of information contained within the word. For example, true airspeed has an octal label of 210. In most cases, bits 9 and 10 are the source/destination identifier (SDI), which indicates the source LRU in multibox installations, by system number (1 thru 4). Bits 9 and 10 may also be used as data bits in high resolution data words. Bits 11 thru 29 compose the data field. Bit 11 is the least significant bit (LSB) and bit 29 is the most significant bit (MSB). In most cases, bits 30 and 31 form the sign status matrix (SSM), which identifies the sign and validity of the data. Like bits 9 and 10 above, bits 30 and 31 may also be used as data bits in high resolution data words. Bit 32 is used for parity.
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(2)
Label - Bits 1 thru 8 In the octal label, bits 1 thru 8 are used to represent numbers 0 thru 377. The eight bits are broken into two groups of three and one group of two. Each group represents a digit encoded in binary with the least significant bit (LSB) having a value of one. The octal label is transmitted with the most significant bit (MSB) of the most significant digit first. This "reversed label" characteristic is a legacy from past systems in which octal coding of the label field was, apparently, of no particular significance. Figure 1-8 shows the data bit format for octal label 274.
BIT NUMBER BINARY VALUE LSB CHARACTER VALUE 8 1 0 7 2 0 4 6 4 1 5 1 1 4 2 1 7 3 4 1 2 1 0 2 AD-34565@ 1 2 1 MSB
Figure 1-8. Octal Label 274
(3)
Data Field - Bits 11 thru 29 Units, ranges, resolution, refresh rate, and number of significant bits for information transferred are encoded in either binary coded decimal (BCD), or binary (BNR) notation. Discrete information is also sent via the ARINC 429 bus. In the data field, bits 11 thru 29 are the data bits (see Figure 1-9). For some high resolution data words, bits 9 and 10 are also data bits. Bits 30 and 31 may also be data bits.
29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 LSB
AD-34566@
MSB
DATA
Figure 1-9. Data Field (Bits 11 thru 29) If bits 11 thru 29 contain data bits in a binary (BNR) format, the most significant bit of the data field represents one half of the maximum possible of the value transmitted. Each successive (less significant) bit represents one half of the previous (more significant) bit. Negative numbers are encoded as the twos complement of positive values, with the negative sign reflected in the sign/status matrix. For example, if we wish to encode a quantity whose maximum value is 2500, bit number 29 would represent a value of 1250, bit number 28 would represent a value of 625, bit number 27 would represent a value of 312.5, and so on to bit number 11 which would represent a value of 0.004768371541. Adding up the individual bit values yields the total value of the quantity being transmitted.
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If bits 11 thru 29 contain data bits in a binary coded decimal (BCD) format (see Figure 1-10), the data is grouped into four bit-bytes, each byte denoting a decimal column. The 19 data bits are broken up into four groups of four bits and one group of three bits. Each group of four can represent a number from 0 to 9; the fifth group can represent a number from 0 to 7. Refer to the following examples of BCD data fields. Data bit number 11 (the eleventh bit transmitted in a word) has the binary value of 1. Data bits numbered 12, 13, and 14 have the arithmetic value of 2, 4, and 8 respectively. Each group of bits 15 thru 29 have similarly assigned values as shown below. Using this format, decimal numbers (or characters) between 0 and 9 can be assembled using combinations of these four binary values.
29 4 MSB 28 2 27 1 DATA 26 8 25 4 24 2 23 1 22 8 21 4 20 2 19 1 18 8 17 4 16 2 15 1 14 8 13 4 12 2 11 1 LSB
DATA
DATA
DATA
DATA
AD-34567-R1@
Figure 1-10. BCD Bit Assignments
In the data field, only those bits which are required to transmit parameter range and resolution are used, and the remaining bits are set to 0 (zero). For example, Figure 1-11 shows the data word for selected course, with an octal label of 024, and a value of 254 degrees, which only requires three characters. The remaining two characters are filled with zeros.
Parameter: Selected Course 29 0 28 1 2 27 0 26 0 25 1 5 Octal Label: 024 24 0 23 1 22 0 21 1 4 Value: 254 degrees 20 0 19 0 18 0 17 0 X 16 0 15 0 14 0 13 0 X AD-34568@ 12 0 11 0
Figure 1-11. Selected Course Data Word Figure 1-12 shows a DME data word which requires five characters.
Parameter: DME Distance 29 0 28 1 2 27 0 26 0 25 1 5 Octal Label: 201 24 0 23 1 22 0 21 1 7 Value: 257.86 NM 20 1 19 1 18 1 17 0 8 16 0 15 0 14 0 13 1 6 AD-34569@ 12 1 11 0
Figure 1-12. DME Distance Data Word Figure 1-13 shows a position data word requiring six characters. As can be seen, bits 9 and 10 are used, and the format is changed slightly.
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Parameter: Present Pos. Long. 29 1 1 28 0 27 1 7 26 1 25 1 24 0
Octal Label: 011 23 1 5 22 0 21 1
Value: E 175% 59.9' 20 0 19 1 5 18 0 17 1 16 1 15 0 9 14 0 13 1 12 1 11 0 9 AD-34570@ 10 0 9 1
Figure 1-13. Present Position Longitude Data Word (4) Sign Status Matrix (Bits 30 and 31) When bits 30 and 31 are being utilized for the sign status matrix (SSM) function, the bits assignments are as shown in Table 1-4. Table 1-4. Sign Status Matrix Bit Assignments BIT 31 0 0 1 1 30 0 1 0 1 MEANING Plus, North, East, Right, To, Above No Computed Data Functional Test Minus, South, West, Left, From, Below
In those data words which are BCD encoded for longitude and latitude, bits 30 and 31 are both encoded to zeros for East or North, or both to ones for West or South. In addition, bits 9 and 10 are not used for SDI, but are included in the data field to give the resolution required for position. For angular range, 0 thru 359.xxx degrees is encoded as 0 thru 179.xxx degrees. The sign bits (30 and 31) determine the semicircle being referenced. The positive portion of the semicircle includes 0 thru 179.xxx degrees. The negative portion includes 180 thru 359.xxx degrees. An all-zeros configuration represents 0 and 180 degrees. All ones represents 179.xxx and 359.xxx degrees. Twos complement notation is used for the negative half. (5) Parity (Bit 32) Parity is one of the simplest of all the error checking methods used in data handling. There are two basic parity configurations, ODD and EVEN. ARINC 429 transmissions are always odd parity, and bit 32 is the parity bit. ARINC 429 receivers are programmed to always expect an odd number of binary 1s in each 32-bit word. Bit 32 is set to 1 (one) when there are an even number of binary 1s in the word, and set to a 0 (zero) when there are an odd number of binary 1s in the word. This creates a word which always contains an overall odd number of 1s.
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(6)
Waveform Parameters To be compatible with the transformer-coupled data bus, all ARINC 429 messages are Manchester II encoded before being applied to the bus. Unlike NRZ (Nonreturn-to-Zero) data, which requires a bandwidth of dc to fc (clock frequency), Manchester encoded data is limited to the frequency range of fc/2 to f c. Also, since Manchester data must transition in the middle of each bit period, the data clock is contained within the data and is easily extracted at each receiver for data decoding. This feature avoids having to send a synchronous clock on separate lines along with the data. Manchester II encoding is as follows: ARINC 429 transmissions return to the zero voltage condition at the end of each bit period. As shown in Figure 1-14, a high on Line A, and a low on Line B is a binary one. In addition, a low on Line A, and a high on Line B is a binary zero. When both Line A and Line B are at zero volts, there is no data bit being transmitted. ARINC 429 transmitters must provide a minimum dead time of four bits between messages because the receivers synchronize to the transmitted data by recognizing the four-bit dead time as the synchronizing command.
BIT NUMBER 1 FOUR-BIT DEAD TIME +5 0 -5 +5 0 -5 1 0 2 0 3 0 4 1 5 1 6 0 7 29 30 1 0 31 1 32
//
LINE A
/ /
LINE B
/ /
AD-34572@
Figure 1-14. ARINC 429 Transmission Waveforms Trilevel bipolar modulation consisting of HI (binary one), LO (binary zero) and NULL (no data) states are used in the transmission of data. The differential output signal voltage across the specified output terminals (balanced to ground at the transmitter) should be as given in Table 1-5 when the transmitter is open circuit.
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Table 1-5. Transmission Waveform Voltages HI (1) Line A to Line B Line A to Ground Line B to Ground +10 1.0 +5 0.5 5 0.5 NULL (V) 0 0.5 0 0.25 0 0.25 LO (0) 10 1.0 5 0.5 +5 0.5
The differential voltage presented at the receiver is dependent upon line length and the number of receivers connected to a transmitter. The nominal voltage range at the terminals is likely to be between 6.5 and 13 volts peak-to-peak. Receiver input common mode voltages (Line A to Ground and Line B to Ground) are not specified because of the difficulties of defining ground with any satisfactory degree of precision. The transmitter output impedance is 75 ohms balanced to ground. The receiver input impedance is typically 8000 ohms. No more than 20 receivers (400 ohms minimum for 20-receiver loads) should be connected to one digital data bus, and each receiver contains isolation provisions to ensure that the occurrence of any reasonably probable failure does not cause loss of data to the others. Bus fault tolerances for shorts and steady state voltages are designed into the transmitters and receivers.
E.
RS-422
RS-422 refers to an electrical specification defined by the Electronic Industries Association (EIA). The term RS-422 is used throughout this manual to describe any data bus that consists of shielded twisted pairs that have not been previously described in this manual. Examples are: The bus that carries data between the DA-800 Data Acquisition Units (DAUs) The bus that carries data from the integrated avionics computers to the display units The bus that carries data from the radar receiver transmitter to the display units.
F.
RS-232
Like the RS-422, RS-232 also refers to an electrical specification as defined by EIA. It is used throughout this manual to describe any of the buses that are used to connect to a personal or laptop computer. This data bus typically carries ASCII data between the computer and one or more of the LRUs in the PRIMUS 1000 system. Examples are: The link between the personal or laptop computer and the IAC test function The link between the personal or laptop computer and the DAU test function The link between the personal or laptop computer and the AHRS test function.
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G.
Serial Control Interface (SCI)

The mode, range, tilt, gain, and controller switch data is sent from the WC-650 Radar Controller to the WU-650 RTA. This data is sent over the serial control interface (SCI) bus to the IC-600 IACs.
H.
Weather Radar Picture Data (WXPD)

The weather radar picture data (WXPD) bus is a 1 MHz dedicated digital bus which interfaces with the RTA, MFDs and PFDs. Picture data video information is supplied from the RTA to the MFDs and PFDs.
I.
Integrated Computer Bus (ICB)

The integrated computer bus (ICB) is a 1 MHz bus used for communication between the IC-600s. This bus operates on the HDLC hardware interface. The IC-600 uses this bus for the following: Reception of data from the cross-side (xside) IC-600 Transmission of data to the xside IC-600.
These are run-time messages. There is also a "boot" message which is controlled by the Boot software and is used for downloading new software. This data bus provides means to communicate between the left and right IC and to load software in the IC-600.
J.
SG/DU Bus
The IC-600 contains a 1 MHz picture bus that is used to transmit display formats to the PFD, MFD, and EICAS DU-870s. This bus operates on the HDLC interface. Each format transmission is encoded with an identifier specifying which display (PFD, MFD, and EICAS) is required to display the format Each IC-600 transmits data to the DU-870s at a transmission rate of every 50 ms (a 20 Hz update rate), although not all the data for a complete format is sent each time. Some data is updated at slower rates, multiplexed in the 20 Hz transmissions.
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SECTION 2
SYSTEM DESCRIPTION
This section provides a detailed description of the general operation and cockpit displays for the PRIMUS 1000 Integrated Avionics System. The operation and display descriptions of the PRIMUS 1000 system are presented in subsections. Each subsection includes interface diagrams, component location diagrams, as well as outline illustrations and tables of leading particulars for each line replaceable unit (LRU). The subsections are as follows: Section 2.1 - ELECTRONIC DISPLAY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . Page 2-1-1
Section 2.2 - ATTITUDE HEADING REFERENCE SYSTEM . . . . . . . . . . . . . . . . . . Page 2-2-1 Section 2.3 - AIR DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 2-3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 2-4-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 2-5-1
Section 2.4 - RADIO ALTIMETER SYSTEM Section 2.5 - WEATHER RADAR SYSTEM Section 2.6 - RADIO SYSTEM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 2-6-1 . . . . . . . . . . . . . . . . . . Page 2-7-1
Section 2.7 - TRAFFIC/COLLISION AVOIDANCE SYSTEM Section 2.8 - FLIGHT MANAGEMENT SYSTEM Section 2.9 - GLOBAL POSITIONING SYSTEM Section 2.10 - FLIGHT DIRECTOR SYSTEM
. . . . . . . . . . . . . . . . . . . . . . . . . . Page 2-8-1 . . . . . . . . . . . . . . . . . . . . . . . . . . Page 2-9-1
. . . . . . . . . . . . . . . . . . . . . . . . . . . Page 2-10-1 . . . . . . . . . . . . . . . . . . . . . Page 2-11-1
Section 2.11 - AUTOPILOT/YAW DAMPER SYSTEM
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TABLE OF CONTENTS - SECTION 2.1

SECTION/PARAGRAPH/TITLE 2.1 ELECTRONIC DISPLAY SYSTEM . . . . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . A. IC-600 Integrated Avionics Computer . . . . B. DU-870 Display Units . . . . . . . . . . . . . . . . (1) Video and Dimming System . . . . . . (2) System Monitor . . . . . . . . . . . . . . . C. BL-870 Bezel Controller . . . . . . . . . . . . . . (1) IN/HPA Button . . . . . . . . . . . . . . . . (2) STD (Standard) Button . . . . . . . . . . (3) BARO Knob . . . . . . . . . . . . . . . . . . D. BL-871 Bezel Controller (-831 and -851) . . . E. DC-550 Display Controller . . . . . . . . . . . . . (1) FULL/WX Button . . . . . . . . . . . . . . . (2) GSPD/TTG Button . . . . . . . . . . . . . (3) ET Button . . . . . . . . . . . . . . . . . . . . (4) NAV Button . . . . . . . . . . . . . . . . . . (5) FMS Button . . . . . . . . . . . . . . . . . . (6) Bearing (BRG) Source Select Knobs (7) Radio Altitude (RA) Set Knob . . . . . (8) System TEST Button . . . . . . . . . . . F. GC-550 Guidance Control Unit . . . . . . . . . (1) Flight Director 1 (FD1) Button . . . . (2) Course 1 (CRS 1) Knob . . . . . . . . . (3) Heading (HDG) Button . . . . . . . . . . (4) Heading (HDG) Knob . . . . . . . . . . . (5) Navigation (NAV) Button . . . . . . . . (6) Approach (APR) Button . . . . . . . . . (7) Bank (BNK) Button . . . . . . . . . . . . . (8) Autopilot (AP) Engage Button . . . . (9) Couple (CPL) Button . . . . . . . . . . . (10) Yaw Damper (YD) Button . . . . . . . . (11) Speed (SPD) Button . . . . . . . . . . . . (12) Vertical Speed (VS) Button . . . . . . . (13) Speed (SPD) Knob . . . . . . . . . . . . . (14) Flight Level Control (FLC) Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-1-1 2-1-1 2-1-4 2-1-4 2-1-7 2-1-8 2-1-8 2-1-9 2-1-10 2-1-10 2-1-10 2-1-11 2-1-13 2-1-15 2-1-15 2-1-15 2-1-15 2-1-15 2-1-16 2-1-17 2-1-17 2-1-18 2-1-20 2-1-20 2-1-21 2-1-21 2-1-21 2-1-21 2-1-22 2-1-22 2-1-22 2-1-22 2-1-23 2-1-23 2-1-23 2-1-24
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TABLE OF CONTENTS - SECTION 2.1 (Cont) SECTION/PARAGRAPH/TITLE (15) Altitude (ALT) Button . . . . . . . . . . . . . . (16) Altitude Select (ASEL) Knob . . . . . . . . . (17) Flight Director 2 (FD2) Button . . . . . . . (18) Course 2 (CRS 2) Knob . . . . . . . . . . . . G. Reversionary Panels (Embraer) . . . . . . . . . . . . H. DA-800 Data Acquisition Unit . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Electronic Display System Bus Interface . . . . . B. PFD/MFD Interface . . . . . . . . . . . . . . . . . . . . . (1) Bezel Controller Interface . . . . . . . . . . . (2) Guidance Control Unit Interface . . . . . . (3) Master Warning/Caution Light Interface C. PFD Attitude Director Indicator Operation . . . . (1) ADI Sphere . . . . . . . . . . . . . . . . . . . . . . (2) Attitude Source Annunciations . . . . . . . (3) Autopilot Display . . . . . . . . . . . . . . . . . (4) Flight Director Display . . . . . . . . . . . . . (5) Vertical Deviation Display . . . . . . . . . . (6) Marker Beacons . . . . . . . . . . . . . . . . . . (7) Radio Altitude Display . . . . . . . . . . . . . (8) Radio Altitude Minimums Display . . . . . (9) Excessive Attitude Declutter . . . . . . . . D. PFD Horizontal Situation Indicator Operation . (1) Heading Display . . . . . . . . . . . . . . . . . . (2) Lateral Deviation Display . . . . . . . . . . . (3) To/From Pointer . . . . . . . . . . . . . . . . . . (4) Course Select/Desired Track Display . . (5) Drift Bug . . . . . . . . . . . . . . . . . . . . . . . (6) Bearing Pointers and Source Identifiers (7) Distance Readout . . . . . . . . . . . . . . . . . (8) Distance Identifier (FMS) . . . . . . . . . . . (9) Time-To-Go Readout . . . . . . . . . . . . . . (10) Ground Speed Readout . . . . . . . . . . . . (11) Elapsed Time Readout . . . . . . . . . . . . . (12) Wind Display . . . . . . . . . . . . . . . . . . . . (13) Weather Radar Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-1-24 2-1-24 2-1-25 2-1-25 2-1-26 2-1-27 2-1-29 2-1-29 2-1-30 2-1-30 2-1-31 2-1-31 2-1-43 2-1-43 2-1-47 2-1-48 2-1-49 2-1-55 2-1-57 2-1-58 2-1-58 2-1-59 2-1-60 2-1-60 2-1-65 2-1-68 2-1-69 2-1-70 2-1-70 2-1-72 2-1-73 2-1-73 2-1-73 2-1-73 2-1-74 2-1-74
3.
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TABLE OF CONTENTS - SECTION 2.1 (Cont) SECTION/PARAGRAPH/TITLE E. Air Data Display Operation . . . . . . . . . . . . . . . . . . . . . . . . . Altitude Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airspeed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Speed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . TCAS Display Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . TCAS Vertical Speed Indications (VSI) . . . . . . . . . . . . . . . TCAS Mode Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . Miscellaneous Annunciators . . . . . . . . . . . . . . . . . . . . . . . . Air Data Computer Source Annunciator . . . . . . . . . . . . . . Air Data Computer Test Annunciator . . . . . . . . . . . . . . . . AHRS Test Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . Symbol Generator Annunciator . . . . . . . . . . . . . . . . . . . . Navigation Source Annunciator . . . . . . . . . . . . . . . . . . . . FMS Cross-Track Mode Annunciator . . . . . . . . . . . . . . . . FMS Accuracy Annunciator . . . . . . . . . . . . . . . . . . . . . . . FMS Status Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . FMS Message Annunciator . . . . . . . . . . . . . . . . . . . . . . . . Vertical Track Alert Annunciator . . . . . . . . . . . . . . . . . . . ILS Approach Category Annunciator . . . . . . . . . . . . . . . . Windshear Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . Comparison Monitor Annunciators . . . . . . . . . . . . . . . . . . . Indicated Airspeed (IAS) Comparison Monitor Annunciator Pitch (PIT) and Roll (ROL) Attitude Comparison Monitor Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) Radio Altitude (RA) Comparison Monitor Annunciator . . . (4) Glideslope (GS) and Localizer (LOC) Comparison Monitor Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (5) CAS Comparison Monitor Annunciator . . . . . . . . . . . . . . . (6) Heading (HDG) Comparison Monitor Annunciator . . . . . . . (7) Altitude (ALT) Comparison Monitor Annunciator . . . . . . . PFD Test Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Weight-On-Wheels Test Mode Display Formats . . . . . . . . . (2) Not Weight-On-Wheels Test Mode Display Formats . . . . . Multifunction Display Operation . . . . . . . . . . . . . . . . . . . . . . . . . (1) General Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) MFD Bezel Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) Joystick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (4) Common MFD Map/Plan Format Data . . . . . . . . . . . . . . . . (5) FMS Map/Plan Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PFD (1) (2) (3) PFD (1) (2) PFD (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) PFD (1) (2) . . . . . . . . . . . . . . . . . . . . PAGE 2-1-79 2-1-79 2-1-82 2-1-86 2-1-89 2-1-89 2-1-92 2-1-93 2-1-93 2-1-93 2-1-93 2-1-96 2-1-96 2-1-96 2-1-97 2-1-98 2-1-98 2-1-98 2-1-98 2-1-99 2-1-100 2-1-100 2-1-100 2-1-100 2-1-100 2-1-102 2-1-102 2-1-102 2-1-102 2-1-102 2-1-104 2-1-105 2-1-106 2-1-108 2-1-122 2-1-123 2-1-130
F.
G.
H.
I.
J.
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TABLE OF CONTENTS - SECTION 2.1 (Cont) SECTION/PARAGRAPH/TITLE PAGE
K. L.
M. N.
(6) MFD Map Format Display . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-133 (7) MFD Plan Format Display . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-138 (8) MFD TCAS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-140 (9) MFD Checklist Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-144 (10) System Page Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-154 (11) MFD Test Mode Display . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-175 Engine Instrument Crew Alerting System (EICAS) Display Interface 2-1-177 EICAS Display Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-183 (1) Engine Instrument Section . . . . . . . . . . . . . . . . . . . . . . . . 2-1-187 (2) Cabin and APU Section . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-198 (3) Crew Alerting System Message Section . . . . . . . . . . . . . . 2-1-201 (4) Flight Control Information Section . . . . . . . . . . . . . . . . . . 2-1-209 EICAS Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-213 Reversionary Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-215 (1) Symbol Generator Reversion . . . . . . . . . . . . . . . . . . . . . . 2-1-215 (2) Sensor Reversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-215 (3) Display Unit Reversion . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-217
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TABLE OF CONTENTS - SECTION 2.1 (Cont)
FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure 2-1-1. IC-600 Integrated Avionics Computer . . . . . . . . . . . . . . . . . . 2-1-2. DU-870 Display Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-3. BL-870 Bezel Controller (-921) . . . . . . . . . . . . . . . . . . . . . . . 2-1-4. BL-871 Bezel Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-5. DC-550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-6. GC-550 Flight Guidance Controller . . . . . . . . . . . . . . . . . . . . 2-1-7. Reversionary Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-8. DA-800 Data Acquisition Unit . . . . . . . . . . . . . . . . . . . . . . . . 2-1-9. Electronic Display System Interface Diagram . . . . . . . . . . . . 2-1-10. Pilots PFD/MFD Interface Diagram . . . . . . . . . . . . . . . . . . . 2-1-11. Copilots PFD/MFD Interface Diagram . . . . . . . . . . . . . . . . . 2-1-12 (Sheet 1). Guidance Control Unit Interface Diagram . . . . . . . 2-1-12 (Sheet 2). Guidance Control Unit Interface Diagram . . . . . . . 2-1-13 (Sheet 1). Primary Flight Display - ADI Display Formats . . . . 2-1-13 (Sheet 2). Primary Flight Display - ADI Display Formats . . . . 2-1-14. Pitch Attitude Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-15. Pitch Limit Indicator Display . . . . . . . . . . . . . . . . . . . . . . . . 2-1-16. Primary Flight Display - HSI Display Formats (Full Heading Compass) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-17. Primary Flight Display - HSI Display Formats (Partial Heading Compass) . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-18. Partial Heading Compass Display With Weather Radar Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-19. PFD Altitude Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-20. PFD Airspeed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-21. PFD Vertical Speed Display . . . . . . . . . . . . . . . . . . . . . . . . 2-1-22. PFD TCAS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-23 (Sheet 1). PFD Miscellaneous Annunciations . . . . . . . . . . . . 2-1-23 (Sheet 2). PFD Miscellaneous Annunciations . . . . . . . . . . . . 2-1-24. Comparison Monitor Annunciators . . . . . . . . . . . . . . . . . . . 2-1-25. PFD Familiarization Test Format . . . . . . . . . . . . . . . . . . . . . 2-1-26. BL-871 MFD Bezel Controller . . . . . . . . . . . . . . . . . . . . . . . 2-1-27. MFD Bezel Menu Tree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-28. MFD INOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-29. MFD Main Menu Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-30. System Page Menu Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . 2-1-4 . 2-1-7 . 2-1-9 2-1-11 2-1-13 2-1-18 2-1-26 2-1-27 2-1-33 2-1-34 2-1-35 2-1-36 2-1-37 2-1-44 2-1-45 2-1-46 2-1-53
. . . . . . . . . . 2-1-61 . . . . . . . . . . 2-1-62 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-76 2-1-80 2-1-83 2-1-87 2-1-90 2-1-94 2-1-95 2-1-101 2-1-103 2-1-105 2-1-106 2-1-107 2-1-108 2-1-111
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TABLE OF CONTENTS - SECITON 2.1 (Cont) List of Illustrations (cont) FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure 2-1-31. MFD Menu Display with FMS Installed . . . . . . . . . . . 2-1-32. MFD Menu Display without FMS Installed . . . . . . . . . 2-1-33. Joystick Menu Display . . . . . . . . . . . . . . . . . . . . . . . 2-1-34. Vspeeds Menu Display . . . . . . . . . . . . . . . . . . . . . . . 2-1-35. Checklist Menu Display . . . . . . . . . . . . . . . . . . . . . . 2-1-36. Common MFD Map/Plan Format Data . . . . . . . . . . . . 2-1-37. Map Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-38. MFD Map Format Display . . . . . . . . . . . . . . . . . . . . . 2-1-39. MFD Plan Format Display . . . . . . . . . . . . . . . . . . . . . 2-1-40. MFD TCAS Display . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-41. MFD Checklist Display . . . . . . . . . . . . . . . . . . . . . . . 2-1-42. Disclaimer Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-43. Normal Procedures Index Page . . . . . . . . . . . . . . . . . 2-1-44. Waypoint Listing Page . . . . . . . . . . . . . . . . . . . . . . . 2-1-45. Normal Checklist Page . . . . . . . . . . . . . . . . . . . . . . 2-1-46. Emergency Procedures Index Page . . . . . . . . . . . . . 2-1-47. Electrical System Page Format - Normal Conditions . 2-1-48. Electrical System Page - Test Mode . . . . . . . . . . . . . 2-1-49. Hydraulic System Page Format . . . . . . . . . . . . . . . . . 2-1-50. Hydraulic System Page - Test Mode . . . . . . . . . . . . . 2-1-51. Takeoff System Page Format . . . . . . . . . . . . . . . . . . 2-1-52. Takeoff System Page - Test Mode . . . . . . . . . . . . . . . 2-1-53. Environmental Control System Page Format . . . . . . . 2-1-54. Environmental Control System Page - Test Mode . . . 2-1-55. Fuel System Page Format . . . . . . . . . . . . . . . . . . . . . 2-1-56. Fuel System Page - Test Mode . . . . . . . . . . . . . . . . . 2-1-57. MFD Test Mode Display . . . . . . . . . . . . . . . . . . . . . . 2-1-58 (Sheet 1). EICAS Interface Diagram . . . . . . . . . . . . . . 2-1-58 (Sheet 2). EICAS Interface Diagram . . . . . . . . . . . . . . 2-1-59 (Sheet 1). EICAS Display Format . . . . . . . . . . . . . . . . 2-1-59 (Sheet 2). EICAS Display Format . . . . . . . . . . . . . . . . 2-1-59 (Sheet 3). EICAS Display Format . . . . . . . . . . . . . . . . 2-1-60. ITT Arc Default . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-61. ITT Arc During Engine Start . . . . . . . . . . . . . . . . . . . 2-1-62. ITT Arc With Engine Mode . . . . . . . . . . . . . . . . . . . . 2-1-63. EICAS Familiarization Display . . . . . . . . . . . . . . . . . . 2-1-64. Symbol Generator Reversion Mode Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-1-114 2-1-114 2-1-116 2-1-118 2-1-120 2-1-124 2-1-131 2-1-134 2-1-139 2-1-141 2-1-145 2-1-149 2-1-150 2-1-151 2-1-152 2-1-153 2-1-155 2-1-158 2-1-159 2-1-161 2-1-162 2-1-166 2-1-167 2-1-170 2-1-171 2-1-174 2-1-176 2-1-179 2-1-180 2-1-184 2-1-185 2-1-186 2-1-190 2-1-191 2-1-191 2-1-214 2-1-219
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TABLE OF CONTENTS - SECITON 2.1 (Cont) List of Illustrations (cont) FIGURE/TITLE PAGE
Figure 2-1-65. MADC Reversion Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-220 Figure 2-1-66. AHRS Reversion Mode Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . 2-1-221 Figure 2-1-67. DAU Reversion Mode Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . . 2-1-222
List of Tables
TABLE/TITLE Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table 2-1-1. IC-600 Integrated Avionics Computer Leading Particulars 2-1-2. DU-870 Display Unit Leading Particulars . . . . . . . . . . . . . 2-1-3. BL-870 Bezel Controller Leading Particulars . . . . . . . . . . 2-1-4. BL-871 Bezel Controller Leading Particulars . . . . . . . . . . 2-1-5. DC-550 Display Controller Leading Particulars . . . . . . . . . 2-1-6. GC-550 Guidance Control Unit Leading Particulars . . . . . 2-1-7. DA-800 Data Acquisition Unit Leading Particulars . . . . . . 2-1-10. Attitude Source Annunciations . . . . . . . . . . . . . . . . . . . 2-1-11. Autopilot Annunciations . . . . . . . . . . . . . . . . . . . . . . . . 2-1-12. Yaw Damper Annunciations . . . . . . . . . . . . . . . . . . . . . . 2-1-13. Lateral Flight Director Modes . . . . . . . . . . . . . . . . . . . . . 2-1-14. Vertical Flight Director Modes . . . . . . . . . . . . . . . . . . . . 2-1-15. Priority Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-16. Vertical Deviation Pointer Display Colors . . . . . . . . . . . . 2-1-17. Glideslope Deviation Scale . . . . . . . . . . . . . . . . . . . . . . 2-1-18. FMS Vertical Deviation Scale (GPS Valid) . . . . . . . . . . . . 2-1-19. FMS Vertical Deviation Scale (GPS Invalid) . . . . . . . . . . 2-1-20. Heading Source Annunciations . . . . . . . . . . . . . . . . . . . 2-1-21. VOR Lateral Deviation Scale . . . . . . . . . . . . . . . . . . . . . 2-1-22. Localizer Deviation Scale . . . . . . . . . . . . . . . . . . . . . . . . 2-1-23. FMS Lateral Deviation Scale (GPS Valid) . . . . . . . . . . . . 2-1-24. FMS Lateral Deviation Scale (GPS Invalid) . . . . . . . . . . . 2-1-25. VOR To/From Indications . . . . . . . . . . . . . . . . . . . . . . . . 2-1-26. FMS To/From Indications . . . . . . . . . . . . . . . . . . . . . . . . 2-1-27. Bearing Source No. 1 Identifier . . . . . . . . . . . . . . . . . . . 2-1-28. Bearing Source No. 2 Identifier . . . . . . . . . . . . . . . . . . . 2-1-29. Weather Radar Ranges . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-30. Color Codes for Weather Radar Data . . . . . . . . . . . . . . . 2-1-31. PFD WX Mode Annunciations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . 2-1-5 . 2-1-7 . 2-1-9 2-1-12 2-1-13 2-1-18 2-1-27 2-1-47 2-1-48 2-1-49 2-1-51 2-1-51 2-1-52 2-1-55 2-1-56 2-1-56 2-1-57 2-1-64 2-1-65 2-1-66 2-1-67 2-1-67 2-1-68 2-1-68 2-1-71 2-1-72 2-1-75 2-1-75 2-1-77
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TABLE OF CONTENTS - SECTION 2.1 (Cont) List of Tables (Cont) TABLE/TITLE Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table 2-1-32. 2-1-33. 2-1-34. 2-1-35. 2-1-36. 2-1-37. 2-1-38. 2-1-39. 2-1-40. 2-1-41. 2-1-42. 2-1-43. 2-1-44. 2-1-45. 2-1-46. 2-1-47. 2-1-48. 2-1-49. 2-1-50. 2-1-51. 2-1-52. 2-1-53. 2-1-54. 2-1-55. 2-1-56. 2-1-57. 2-1-58. 2-1-59. 2-1-60. 2-1-61. WX Warning Annunciations . . . . . . . . . . . . . Barometric Correction Range and Resolution Resolution Advisory Matrix . . . . . . . . . . . . . PFD TCAS Mode Annunciations . . . . . . . . . . ADC Source Annunciations . . . . . . . . . . . . . Navigation Source Annunciations . . . . . . . . FMS Status Annunciations . . . . . . . . . . . . . . Windshear Annunciations . . . . . . . . . . . . . . Menu Key Operations . . . . . . . . . . . . . . . . . . MFD WX Mode Annunciations . . . . . . . . . . . Heading Source Annunciations . . . . . . . . . . WX and GMAP Mode Return Colors . . . . . . . PFD TCAS Mode Annunciations . . . . . . . . . . Checklist Color Assignments . . . . . . . . . . . . Waypoint Listing Data . . . . . . . . . . . . . . . . . Takeoff Mode Annunciations . . . . . . . . . . . . Engine Takeoff Data Logic . . . . . . . . . . . . . . N1 Indicator Dial Parameters . . . . . . . . . . . . ITT Engine Start Logic . . . . . . . . . . . . . . . . . Engine Mode Annunciations . . . . . . . . . . . . . Ignition Annunciation . . . . . . . . . . . . . . . . . . Cabin Differential Pressure Readout . . . . . . APU Turbine Speed . . . . . . . . . . . . . . . . . . . APU Exhaust Temperature . . . . . . . . . . . . . . Message Inhibit Parameters . . . . . . . . . . . . . Landing Gear Positions . . . . . . . . . . . . . . . . Flap Positions . . . . . . . . . . . . . . . . . . . . . . . Pitch Trim Display . . . . . . . . . . . . . . . . . . . . DAU Reversion States . . . . . . . . . . . . . . . . . DU Reversion States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-1-78 2-1-81 2-1-91 2-1-92 2-1-93 2-1-96 2-1-98 2-1-99 2-1-107 2-1-127 2-1-136 2-1-137 2-1-140 2-1-146 2-1-150 2-1-163 2-1-164 2-1-188 2-1-190 2-1-197 2-1-198 2-1-199 2-1-200 2-1-201 2-1-208 2-1-209 2-1-210 2-1-211 2-1-216 2-1-217
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SECTION 2.1 ELECTRONIC DISPLAY SYSTEM
1.
General
The PRIMUS 1000 Integrated Avionics System includes an electronic display system (EDS) comprised of the following LRUs: Dual IC-600 Integrated Avionics Computers (IAC) Five DU-870 Display Units (DU) Two BL-870 Bezel Controllers for the PFD function Three BL-871 Bezel Controllers for the MFD/EICAS functions Dual DC-550 Display Controllers One GC-550 Guidance Control Unit Three Reversionary Control Panels (Embraer supplied) Two DA-800 Data Acquisition Units (DAU).
Two DUs are used to display primary flight data and are called primary flight displays (PFD). Two DUs are used as multifunction displays and are called the multifunction display (MFD). The other DU is used to present engine indications and crew alerting messages and is called the EICAS display. The EDS is a totally integrated system which combines the processing of primary flight display data with flight guidance data. This level of integration provides a number of cost and weight benefits over traditional avionic systems and greatly simplifies the interface requirements for the flight director. The manner of integration also implies that if the EDS is operational, the flight director is also operational, and conversely if the EDS is failed, the flight director is also failed. This approach features all the performance advantages of display integration, flexibility, redundancy, and reliability.
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The EDS displays the following information in the prime viewing area on both the pilots and copilots PFD: Pitch and roll attitude Indicated airspeed and Mach Barometric altitude Selected alert altitude Heading Course/desired track orientation Vertical speed Flight director commands Mode and source annunciations.
The MFD provides the pilot or copilot with a variety of displays that are menu driven and controlled by six bezel-mounted pushbuttons and one rotary knob. The menu selections for the pushbuttons are shown at the bottom of the MFD. The menu selections change as a function of which mode is selected for display. The MFD display formats include: Map display for FMS navigation Plan display for FMS navigation Weather radar display TCAS data System pages Electronic checklist Weather radar data window SAT/TAS/TAT data window Wind display.
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The EICAS display is a single format display that provides full time engine and aircraft data, as well as caution and advisory status messages for the flight crew. Engine and aircraft data displayed includes: N1 engine turbine RPMs N2 engine power turbine RPM Analog ITT scales with digital readout Abnormal ITT range indication Digital fuel flow readout Digital and analog readouts of main fuel quantities Digital and analog readouts of central fuel tank quantities Digital and analog readouts of oil temperature Digital and analog readouts of oil pressure. Engine low and high pressure vibration APU and cabin data Flight control information (control surfaces, landing gear, etc.)
The crew alerting system message field can display 16 messages simultaneously. The messages fall into three categories and are differentiated by color. Warning messages are red in color (top message stack). Caution messages are amber in color (middle message stack). Advisory messages are white in color (bottom message stack). The EICAS bezel controller contains a knob for scrolling messages into and out of the message field.
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2.
Component Descriptions and Locations

A. IC-600 Integrated Avionics Computer
Two IC-600 Integrated Avionics Computers are located below the cockpit floor. Figure 2-1-1 shows a graphical view of the IC-600 Integrated Avionics Computer. Table 2-1-1 provides items and specifications that are particular to the computer.
AD-33449@
Figure 2-1-1. IC-600 Integrated Avionics Computer
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Table 2-1-1. IC-600 Integrated Avionics Computer Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . Length .............. 7.62 in. (193.55 mm) 4.13 in. (104.90 mm) 16.45 in. (418.83 mm) Specification
Weight (maximum): With Autopilot . . . . . . . . . Without Autopilot . . . . . . . 15.5 lb (7.05 kg) 15.0 lb (6.82 kg)
Power Requirements (with autopilot): Continuous . . . . . . . . . . . In-Rush . . . . . . . . . . . . . . Servo Power . . . . . . . . . . 28 V dc, 50 W (max) 28 V dc (0.5 sec) 200 W (max) 28 V dc, 210 W (max)/112 W (nom)
Power Requirements (without autopilot): Continuous . . . . . . . . . . . In-Rush . . . . . . . . . . . . . . 28 V dc, 50 W (max) 28 V dc (0.5 sec) 200 W (max)
Mating Connectors: J1, J2 . . . . . . . . . . . . . . . ITT Cannon Part No. DPX2MA-A106P-A106P-33B-0001 NOTE: Sunbank backshell (4) required Part No. J1560-12-2 Mounting . . . . . . . . . . . . . . . . Tray, HPN 7017095-903
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The IC-600 Integrated Avionics Computer (IAC) is the primary LRU of the EDS. The pilots IC-600 IAC is a symbol generator, flight director, and autopilot/yaw damper computer integrated into a single unit. The copilots IC-600 IAC is a flight director and symbol generator only. Integrating the autopilot control and flight director functions with the symbol generator eliminates the external interfaces between these computers. All aircraft sensors and navigation sources are connected directly to the IC-600 IAC since all flight control functions now reside inside this computer. The IC-600 IAC is the focal point of information flow in the EDS. Its primary task is to convert a variety of sensor data into digital data (word) formats for storage in memory until the data can be transmitted over a 1 MHz serial (EDS) bus to the PFD, MFD, and EICAS displays. Control signals from the display and bezel controllers are used by the symbol generators contained within each display unit to select display format and information source. The system architecture also allows comparison monitoring to be performed continuously in the IC-600 IAC, eliminating the need for a separate comparison monitor. Information processed in the symbol generator includes attitude (pitch and roll), heading, glideslope, localizer, course deviation, bearing (ADF, FMS and NAV), and selected air data quantities. The IC-600 IAC features a distributed processor architecture which utilizes independent hardware elements to perform the aircraft control and monitor functions. The architecture is designed around functional circuit card assemblies (CCAs). These separate assemblies are the power supply, analog interface, digital interface, primary CPU, and autopilot. The autopilot CCA is not installed in the copilots IC-600 IAC. The two IC-600 IACs communicate with each other via the IC bus which is a bi-directional high speed data bus.
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B.
DU-870 Display Units

Five DU-870 Display Units are mounted in the aircraft instrument panel. Figure 2-1-2 shows a graphical view of the DU-870 Display Unit. Table 2-1-2 provides items and specifications that are particular to the display unit.
AD-29627-R1@
Figure 2-1-2. DU-870 Display Unit Table 2-1-2. DU-870 Display Unit Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . 9.0 in. (228.60 mm) Width . . . . . . . . . . . . . . . . . . . . . 6.7 in. (170.18 mm) Length . . . . . . . . . . . . . . . . . . . . 13.53 in. (343.66 mm) Specification
Weight . . . . . . . . . . . . . . . . . . . . . . . . 25.6 lb (11.61 kg) Power Requirements: Nominal Maximum . . . . . . . . . . . . . . . . . . . 28 V dc, 138 W . . . . . . . . . . . . . . . . . . 28 V dc, 177 W
User Replaceable Parts . . . . . . . . . . . . None Mating Connector . . . . . . . . . . . . . . . . ITT Cannon, Part No. DPXBMA-A106-33P-0415 Mounting . . . . . . . . . . . . . . . . . . . . . . Tray, HPN 7018724-902
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The DU-870 Display Unit (DU) is a large format (8-inch by 7-inch), 16-color, high resolution cathode ray tube (CRT) and symbol generator integrated into a single LRU. The DU presents dynamic displays to the pilot as part of the EDS. The DU symbol generator uses two modes to generate the displays: stroke and raster. The stroke mode provides the symbology and characters, and the raster mode provides background shades (i.e., the blue/brown sphere) and weather radar information. Stroke writing activities are directed by a vector generator which is capable of both translating and rotating characters and symbols for maximum display flexibility. NOTE: The DU has a blank plate mounted to the lower bezel assembly. The PFD BL-870 or MFD/EICAS BL-871 Bezel Controller should be used as an alternative.
The DUs are identical and interchangeable, except when a bezel controller is mounted to the front of the unit. The BL-870 Bezel Controller with inclinometer is mounted to the front of the DU when used as a PFD. The BL-871 Bezel Controller is mounted to the DU when used as an MFD or EICAS. Provisions have been made to light the inclinometer from a standard aircraft 5-volt lighting bus. The DU wiring sends bezel controller signals to the DU rear connector. A hold-down tray assembly holds the DU in the aircraft instrument panel. The blank plate or bezel controller must be removed to lock or unlock the DU hold-down assembly. Do not block the center cutout in the bottom of the tray. The physical design of the DU requires forced-air circulation for cooling its internal subassemblies. Two fans mounted on the rear of the DU provide the forced-air cooling. The fans pull air into the DU through the tray cutout and ventilation holes in the bottom of the DU, where the air is then directed over the subassemblies. The DU also has non-volatile maintenance memory which records in-flight faults. The maintenance memory can be read when the DU is in a factory test environment. (1) Video and Dimming System The DU can operate in either the raster scan or stroke writing mode. The auto-dimming system sends a signal to the video system to control the overall display intensity. In the auto-dimming system, two strategically placed ambient light sensors generate a control signal to modulate the pilot-selected display intensity (from the dimming control on the DC-550 Display Controller). (2) System Monitor The DU incorporates a system monitor to provide CRT phosphor protection and a system invalid signal to the IC-600 IAC whenever the following conditions are detected: Loss of deflection in both axes Abnormal power supply outputs Improper CRT filament current.
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C.
BL-870 Bezel Controller

The BL-870 Bezel Controller (-921) mounts on the front of each DU-870 Display Unit that is used as a PFD. Figure 2-1-3 shows a graphical view of the BL-870 Bezel Controller. Table 2-1-3 provides items and specifications that are particular to the controller.
BARO
IN/HPA STD
AD-50627@
Figure 2-1-3. BL-870 Bezel Controller (-921)
Table 2-1-3. BL-870 Bezel Controller Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.42 in. (36.27 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.71 in. (170.51 mm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.10 in. (27.94 mm) Specification
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 lb (0.135 kg) User Replaceable Parts: Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7003115-905 Knobs (Baro) . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7000895-3 Setscrew (Hex Socket, 6-32 x 3/16-inch, cup point) HPN 0455-224
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The BL-870 Bezel Controller controls the following PFD display functions: (1) IN/HPA Button Pushing the IN/HPA button toggles the baro set digital readout on the PFD between inches of mercury (inHg) and HectoPascals (hPa). (2) STD (Standard) Button Pushing the STD button selects the standard barometric correction value for the baro set digital readout on the PFD. Barometric correction is displayed in 29.92 inHg if inches of mercury is selected, or 1013 hPa if HectoPascals is selected. (3) BARO Knob The knob controls the barometric correction digital readout on the on-side PFD. The signal from the knob bypasses the DC-550 Display Controller and is sent directly to the on-side MADC, which in turn provides a signal to the IC-600 IAC for display processing. Rotating the knob selects a barometric correction readout in 0.01 inHg or 1 hPa increments.
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D.
BL-871 Bezel Controller (-831 and -851)

The BL-871 Bezel Controller (-831) mounts on the front of each DU-870 Display Unit that is used as an MFD. The BL-871 Bezel Controller (-851) mounts on the front of the DU-870 Display Unit that is used as an EICAS display. Figure 2-1-4 shows a graphical view of each BL-871 Bezel Controller (-831 and -851). Table 2-1-4 provides items and specifications that are particular to the controllers.
BL-871 BEZEL CONTROLLER -831
BL-871 BEZEL CONTROLLER -851
AD-50628@
Figure 2-1-4. BL-871 Bezel Controllers
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Table 2-1-4. BL-871 Bezel Controller Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.42 in. (36.27 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.71 in. (170.51 mm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.10 in. (27.94 mm) Specification
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 lb (0.135 kg) User Replaceable Parts: Knob, set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7000895-3 HPN 0455-224
Setscrew (Hex Socket, 6-32 x 3/16-inch, cup point)
The BL-871 Bezel Controller (-831) has six bezel pushbuttons (keys) and one rotary set knob which allow the pilot or copilot to select display menu options. The menu selections are shown above the corresponding pushbuttons on the bottom of the MFD display format. These menu selections change as a function of which mode is selected on the MFD. This flexibility allows the bezel pushbuttons to control a variety of functions, while maintaining a minimum of operational complexity. Pushing the submenu selection key causes the MFD to display that submenu. Pushing the RTN key causes the MFD to return to the top level menu, referred to as the main menu. The pilot or copilot use the rotary knob to select various map ranges when map or plan displays are shown. Complete descriptions of the MFD menu selections are found in the operations section of this section. The BL-871 Bezel Controller (-851) is mounted on the front of the DU in the EICAS position. The bezel controller has a rotary knob that allows the pilot to scroll through the CAS messages on the EICAS display.
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E.
DC-550 Display Controller

Two DC-550 Display Controllers are mounted in the glareshield; one for the pilot and one for the copilot. Figure 2-1-5 shows a graphical view of the DC-550 Display Controller. Table 2-1-5 provides items and specifications that are particular to the controller.
FULL WX
GSPD TTG
ET
NAV
FMS
OFF NAV 1 ADF FMS RA TEST
FMS ADF NAV 2 OFF
BRG
BRG
AD-50629-R1@
Figure 2-1-5. DC-550 Display Controller
Table 2-1-5. DC-550 Display Controller Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 in. (57.15 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 in. (146.05 mm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.87 in. (174.50 mm) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0 lb (0.91 kg) Specification
Weight (maximum)
Power Requirements: Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 5.0 W (max) Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V ac, 5.0 W (max)
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Table 2-1-5. DC-550 Display Controller Leading Particulars Item User Replaceable Parts: Knobs BRG (Setscrew A) . . . . . . . . . . . . . . . . . . . HPN 7009437 Specification
BRG (Setscrew A) . . . . . . . . . . . . . . . . . . . HPN 7009437 RA (Setscrew B) . . . . . . . . . . . . . . . . . . . . . . HPN 7018748-1 Test Button HUB (Setscrew B) . . . . . . . . . . . . HPN 7009644-3
Setscrews A (Multi-Spline, 2-56 x 1/8-inch, cup point) . . B (Multi-Spline, 4-40 x 3/16-inch, cup point) . HPN 2500148-64 HPN 2500148-130
Mating Connectors: J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20-B35SB
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Dzus Rail The DC-550 Display Controller provides the pilot or copilot with a convenient method of selecting the following EDS display functions: Selecting a bearing pointer Selecting a compass format for weather radar display Selecting groundspeed or time-to-go display Resetting the elapsed timer display Selecting the navigation source.
The display controller also provides a data acquisition function for the following remotely mounted controllers: PFD Bezel Controllers MFD Bezel Controllers GC-550 Guidance Controller Pilot and Copilot Master Caution/Warning Controller (Embraer controller) Reversionary Panel Controllers (Embraer controller) EICAS Reversion Controller (Embraer controller).
Upon receiving signals from a remote controller, the display controller transmits the acquired information to the IC-600 IAC on a two-wire digital interface bus (DC/IC). One bit is assigned on the digital bus for each pushbutton and switch input. The IC-600 IAC is configured through software to assign the appropriate function to each bit.
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A listing of the display controller functions follows. Each function may have more than one toggling sequence: (1) FULL/WX Button The pilot or copilot uses the FULL/WX button to change the PFD from a full heading compass format to a partial heading compass format. In the full heading compass mode, 360 degrees of heading are displayed. In the partial heading compass mode, 90 degrees of heading along with weather radar data. The power-up default for this selection is FULL. (2) GSPD/TTG Button The pilot or copilot uses the GSPD/TTG button to display groundspeed (GPSD) or time-to-go (TTG) in the lower right corner of the PFD. The PFD alternates between displaying GSPD or TTG each time the button is pushed. If ET is currently being displayed, pushing the GSPD/TTG button selects whichever parameter was previously displayed. The power-up default for this selection is GSPD. (3) ET Button The ET button allows the pilot or copilot to control an elapsed time (ET) display on the PFD and MFD. Initial switch actuation starts the timer sequence at the previous position. Subsequent switch actuation follows this toggle sequence: (4) Reset Elapsed time Stop Repeat.
NAV Button The pilot or copilot uses the NAV button to select short range navigation (NAV) sources for display on the PFD. The power-up default for this selection is on-side NAV source. The toggling sequence is as follows: First push: On-side NAV Second push: Cross-side NAV Repeat.
(5)
FMS Button The pilot or copilot uses the FMS button to select long range navigation (FMS) sources for display on the PFD. The power-up default for this selection is on-side FMS source. The toggling sequence is as follows: First push: On-side FMS Second push: No effect.
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If a display controller is invalid when power is applied to the system after a cold-start, the following selections are automatically displayed on the PFD: Function Compass Display Format FD Commands FD Modes Selected Source GSPD/TTG (6) Left Display Full Displayed Inhibited NAV 1 GSPD Right Display Full Displayed Inhibited NAV 2 GSPD
Bearing (BRG) Source Select Knobs The HSI portion of the PFD can display two independent bearing pointers (BRG or BRG ). Bearing source BRG is dedicated to the sources on the left side of the cockpit, and BRG is dedicated to sources on the right side. The following bearing sources can be selected for each pointer: BRG OFF NAV1 ADF1 BRG OFF NAV2 ADF2
If the display controller is invalid, the on-side NAV bearing is displayed by default.
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(7)
Radio Altitude (RA) Set Knob The radio altitude control consists of a knob with a pushbutton in the center. The pilot or copilot turns the knob to adjust the RA minimums setting which is shown as an RA digital readout on the PFD.
(8)
System TEST Button The RA set knob has a momentary action TEST button. The pilot or copilot pushes and holds the TEST button for 5 to 6 seconds while the aircraft is on the ground (weight-on-wheels) to initiate the test mode, and to do a check of the radio altimeter. The pilot or copilot pushes the TEST button while the aircraft is in the air (weight-off-wheels) to do a check of the radio altimeter only. NOTES: 1. The radio altimeter test is functional only if the radio altimeter is connected to the IC-600 IAC test output. If connected, the radio altimeter test can be initiated at any time except during glideslope capture or glideslope track. If the aircraft is on the ground and the TEST button is held for more than 5 to 6 seconds, the system enters the initiated test mode. Refer to SECTION 7 for information about initiated tests.
2.
The following test displays are shown on the PFD and MFD as long as the TEST button is pushed with weight-on-wheels: The course select, heading select, distance and GSPD/TTG digital displays are replaced by amber dashes The ATT and HDG displays are flagged All pointers/scales are flagged All heading related bugs/pointers are removed The flight director command bars are biased from view The radio altimeter digital readout displays the radio altimeter self-test value The comparator monitor annunciates ATT, HDG, and ILS (if ILS sources are selected on both sides) The word TEST (in magenta) is annunciated in the lateral capture location on the top left of the PFD The flight director mode annunciations are removed CAS MSG, RA (comparison monitor).
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F.
GC-550 Guidance Control Unit

The GC-550 Guidance Control Unit is mounted in the center of the glareshield. Figure 2-1-6 shows a graphical view of the GC-550 Guidance Control Unit. Table 2-1-6 provides items and specifications that are particular to the controller.
FD1 CRS 1
HDG HDG
NAV
AP
SPD SPD
FLC
ALT ASEL
FD2 CRS 2
APR
CPL
VS
AD-50630@
Figure 2-1-6. GC-550 Flight Guidance Controller
Table 2-1-6. GC-550 Guidance Control Unit Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 in. (57.15 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.65 in. (295.91 mm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.51 in. (114.51 mm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.23 lb (1.01 kg) Specification
Weight (maximum)
Power Requirements: Panel Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V dc, 21.2 W (max)
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Table 2-1-6. GC-550 Guidance Control Unit Leading Particulars Item User Replaceable Parts: Knobs CRS (Setscrew A) . . . . . . . . . . . . . . . . . . . . . . HPN 7018485-4 HDG (Setscrew A) . . . . . . . . . . . . . . . . . . . . . HPN 7009644-1 SPD (Setscrew B) . . . . . . . . . . . . . . . . . . . . . . HPN 7020161 ASEL (Setscrew B) . . . . . . . . . . . . . . . . . . . . . HPN 7019971-1 CRS 2 (Setscrew A) . . . . . . . . . . . . . . . . . . . . HPN 7018485-4 CRS 1 PUSH SYNC (Setscrew B) . . . . . . . . . . HPN 7015342-13 HDG PUSH SYNC (Setscrew B) . . . . . . . . . . . . HPN 7015342-12 SPD PUSH SYNC (Setscrew B) . . . . . . . . . . . . HPN 7015342-12 CRS 2 PUSH SYNC (Setscrew B) . . . . . . . . . . HPN 7015342-13 Specification
Setscrews A (Bristol, 4-40 x 1/8-inch, cone point) . . . . . . . HPN 2500148-128 B (Bristol, 2-56 x 3/32-inch, cup point) . . . . . . . HPN 2500148-63
Lamps Blue-White (all pushbuttons) . . . . . . . . . . . . . . HPN 7011974-2 Clear (all pushbuttons except CPL) . . . . . . . . . HPN 7011974-6
Mating Connector: J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20B-35S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Dzus Rail
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The GC-550 Guidance Control Unit is a 13 button controller with mode activation lights installed inside each mode button. The activation light illuminates if the corresponding mode is in the arm or capture mode. The buttons provide the means of engaging the autopilot and yaw damper, selecting flight director couple, and selecting the flight director modes for each flight director. Five rotary knobs control reference selections for vertical speed, indicated airspeed (IAS) and Mach targets, altitude preselect, and course and heading. The following paragraphs describe the functions of each knob and pushbutton. (1) Flight Director 1 (FD1) Button The primary function of the FD1 button is to turn on or off the flight director (FD) command bar display on the pilots PFD. There are exceptions based on the engage status of the autopilot as follows: (a) Autopilot Disengaged Pushing the FD1 button does not bring the FD command bars into view if no flight director modes are selected. Any subsequent flight director mode selection in the pitch or roll axis causes the FD command bars to be displayed on the pilots PFD. If the flight director mode is not selected in the pitch or roll axis, basic attitude hold is active. When the FD command bars are in view on both PFDs, pushing the FD1 button removes the command bars from the pilots PFD only. When the FD command bars are in view on the pilots PFD only, pushing the FD1 button disengages all selected flight director modes. If the autopilot disengages due to the A/P DISC switch, trim switch, or secondary trim switch, the flight director remains active in the mode prior to the autopilot disconnect. If the autopilot disengages due to an autopilot fail (AP FAIL) condition or automatic disconnects from the autopilot monitor, the FD bars on both PFDs are biased out of view and all flight director modes are canceled regardless of the flight director engage status. (b) Autopilot Engaged When the autopilot is engaged, the coupled side FD command bars are always displayed. The uncoupled side FD command bars continue to be toggled on or off with the FD1 button. (2) Course 1 (CRS 1) Knob The CRS 1 knob is a rotary knob with a course symbol on the knob face. This knob controls the course select readout on the pilots PFD. The knob provides the selected course to the flight director and autopilot for the VOR mode. Clockwise knob rotation changes the selected course in one-degree increments. Counter-clockwise knob rotation changes the selected course in one-degree decrements.
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The CRS 1 knob is also an integral pushbutton which is used to synchronize course. Pushing the CRS 1 knob synchronizes the course readout on the pilots PFD to the aircrafts direct-to course when VOR is the selected navigation source. The knob signal is sent to the DC-550 Display Controller, which in turn provides a grey code signal on the DC/IC interface bus to the IC-600 IAC for processing. (3) Heading (HDG) Button The primary function of the HDG button is to couple the heading select mode to both the left-hand (LH) and right-hand (RH) flight directors. When the function is selected, the green bar on the right side of the button illuminates. This green bar extinguishes when the heading select mode is deselected, or the monitor trips the mode off line. The power-up default for this selection is NOT selected. (4) Heading (HDG) Knob The HDG knob is a rotary knob with a heading bug symbol on the knob face. This knob controls the heading select digital readout and the heading select bug on both PFDs. The knob also provides the selected heading to the flight director/autopilot for the turn direction. Clockwise knob rotation changes the selected heading in one-degree increments. Counter-clockwise knob rotation changes the selected heading in one-degree decrements. The HDG knob is also an integral pushbutton which is used to synchronize heading. Pushing the knob synchronizes the heading select digital readout and heading select bug to the current aircraft heading. The knob signal is sent to the DC-550 Display Controller, which in turn provides a grey code signal on the DC/IC interface bus to the IC-600 IAC for processing. (5) Navigation (NAV) Button The primary function of the NAV button is to couple the navigation mode to both the LH and RH flight directors. When the function is selected, the green bar on the right side of the button illuminates. This green bar extinguishes when the navigation mode is deselected, or the monitor trips the mode off line. The power-up default for this selection is NOT selected. (6) Approach (APR) Button The primary function of the APR button is to couple the localizer and glideslope (when tuned to an ILS frequency) or VOR approach (when tuned to VOR) to both the LH and RH flight directors, depending upon the navigation source selection through the DC-550 Display Controller. When the function is selected, the green bar on the right side of the button illuminates. This green bar extinguishes when the approach mode is deselected, or the monitor trips the mode off line. The power-up default for this selection is NOT selected.
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(7)
Bank (BNK) Button The primary function of the BNK button is to select a reduced maximum bank angle for both the LH and RH flight directors when engaged in the heading select mode only. When the function is selected, the green bar on the right side of the button illuminates. This green bar extinguishes when the heading select low bank mode is deselected, or the monitor trips the mode off line. The power-up default for this selection is NOT selected.
(8)
Autopilot (AP) Engage Button The primary function of the AP button is to engage and disengage the autopilot. The autopilot only engages if both attitude heading reference systems are valid. When the AP button is activated, the green bar on the right side of the button illuminates. Activation of the AP button also engages the yaw damper, and the green light on the right side of the YD button illuminates. Deactivation of the AP button does not disengage the yaw damper. The green bar on the right side of the AP button extinguishes when the AP command is manually deselected or automatically disengaged. Activation of only the AP button engages the autopilot to the flight director that is selected by the CPL button.
(9)
Couple (CPL) Button The primary function of the CPL button is to transfer the autopilot to the coupled flight director when the autopilot is engaged. When the autopilot is not engaged, the CPL button annunciates which flight director the autopilot will couple to when it engages. The left side green triangle illuminates to indicate the autopilot will couple to the LH flight director. The right side green triangle illuminates to indicate the autopilot will couple to the RH flight director. The power-up default for this selection is the left side triangle. When the autopilot is engaged, the left side or right side triangle illuminates to indicate whether the autopilot is coupled to the LH or RH flight director. Selection of the CPL button cancels the flight director modes independent of autopilot engagement.
(10)
Yaw Damper (YD) Button The primary function of the YD button is to engage and disengage the yaw damper. When the YD button is activated, the green bar on the right side of the button illuminates. Activation of the YD button also engages the autopilot, and the green light on the right side of the AP button illuminates. Deactivation of the YD button does not disengage the autopilot. The green bar on the right side of the YD button extinguishes when the YD command is manually deselected or automatically disengaged.
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(11)
Speed (SPD) Button The primary function of the SPD button is to engage the speed select mode in both the LH and RH flight directors. When the function is selected, the green bar on the right side of the button illuminates. This green bar extinguishes when the speed select mode is deselected, or the monitor trips the mode off line. The power-up default for this selection is NOT selected.
(12)
Vertical Speed (VS) Button The primary function of the VS button is to engage the vertical speed select mode in both the LH and RH flight directors. When the function is selected, the green bar on the right side of the button illuminates. This green bar extinguishes when the vertical speed select mode is deselected, or the monitor trips the mode off line. The vertical speed digital reference display and bug are removed from the PFD when the vertical speed select mode is not selected. The power-up default for this selection is NOT selected.
(13)
Speed (SPD) Knob The SPD knob is a rotary with a speed bug symbol on the face of the knob. This knob controls the reference digital readouts and reference bugs on both PFDs. The knob is also an integral pushbutton which is used to toggle between IAS and Mach targets. The knob signal is sent to the DC-550 Display Controller, which in turn provides a grey code signal on the DC/IC interface bus to the IC-600 IAC for processing. (a) SPD Mode Engaged With the speed select mode engaged, the SPD knob controls the airspeed reference digital readout on the PFDs. The knob also provides the desired speed command to the flight director and autopilot. Clockwise rotation of the knob changes the IAS reference in 1 knot increments and Mach in 0.01 Mach increments. Counter-clockwise rotation changes the IAS reference in 1 knot decrements and Mach in 0.01 Mach decrements. (b) VS Mode Engaged With the vertical speed select mode engaged, the SPD knob controls the vertical speed reference digital readout on the PFDs. The knob also provides the desired vertical speed command to the flight director and autopilot. Clockwise rotation of the knob changes the vertical speed reference in 100 ft/min increments. Counter-clockwise rotation of the knob changes the vertical speed reference in 100 ft/min decrements.
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(c)
PUSH IAS/M Button Pushing the PUSH IAS/M button sets up the following toggle sequence when the speed select mode is engaged: If altitude is greater than 32,000 feet: First push: IAS Second push: Mach repeat
If altitude is less than 32,000 feet: First push: Mach Second push: IAS repeat
(14)
Flight Level Control (FLC) Button The primary function of the FLC button is to send a command to both the LH and RH flight directors to provide information to change the flight level of the aircraft. When the function is selected, the green bar on the right side of the button illuminates. This green bar extinguishes when the FLC mode is deselected, or the monitor trips the mode off line. The power-up default for this selection is NOT selected. The toggling sequence of the button is as follows: Power-up default is off First push: Climb/descent profile Second push: Off.
(15)
Altitude (ALT) Button The primary function of the ALT button is to engage the altitude hold mode in both the LH and RH flight directors. When the function is selected, the green bar on the right side of the button illuminates. This green bar extinguishes when the altitude mode is deselected, or the monitor trips the mode off line. The power-up default for this selection is NOT selected.
(16)
Altitude Select (ASEL) Knob The ASEL knob is a rotary knob with an altitude preselect bug symbol on the knob face. The knob controls the altitude select digital readout on both PFDs. The knob also provides the altitude preselect to the flight director and autopilot. Clockwise rotation of the knob provides altitude selections in 100 foot increments. Counter-clockwise rotation of the knob provides altitude selections in 100 foot decrements. The knob signal is sent to the DC-550 Display Controller, which in turn provides a grey code signal on the DC/IC interface bus to the IC-600 IAC for processing.
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(17)
Flight Director 2 (FD2) Button The primary function of the FD1 button is to turn the flight director (FD) command bar display on or off on the copilots PFD. There are exceptions based on the engage status of the autopilot as follows: (a) Autopilot Disengaged Pushing the FD2 button does not bring the FD command bars into view if no flight director modes are selected, Any subsequent flight director mode selection in the pitch or roll axis causes the FD command bars to be displayed on the copilots PFD. If the flight director mode is not selected in the pitch or roll axis, basic attitude hold is active. When the FD command bars are in view on both PFDs, pushing the FD2 button removes the command bars from the copilots PFD only. When the FD command bars are in view on the copilots PFD only, pushing the FD2 button disengages all selected flight director modes. If the autopilot disengages due to the wheel master switch, cooley hat switch, or secondary trim switch, the flight director remains active in the mode prior to the autopilot disconnect. If the autopilot disengages due to an autopilot fail (AP FAIL) condition or automatic disconnects from the autopilot monitor, the FD bars on both PFDs are biased out of view and all flight director modes are canceled regardless of the flight director engage status. (b) Autopilot Engaged When the autopilot is engaged, the coupled side FD command bars are always displayed. The uncoupled side FD command bars continue to be toggled on or off with the FD2 button.
(18)
Course 2 (CRS 2) Knob The CRS 2 knob is a rotary knob with a course symbol on the knob face. This knob controls the course select readout on the copilots PFD. The knob also provides the selected course to the flight director and autopilot for the VOR mode. Clockwise knob rotation changes the selected course in one-degree increments. Counter-clockwise knob rotation changes the selected course in one-degree decrements. The CRS 2 knob is also an integral pushbutton which is used to synchronize course. Pushing the CRS 2 knob synchronizes the course select digital readout on the pilots PFD to the aircrafts direct-to course when VOR is the selected NAV source. The knob signal is sent to the DC-550 Display Controller, which in turn provides a grey code signal on the DC/IC interface bus to the IC-600 IAC for processing.
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G.
Reversionary Panels (Embraer)

Three Embraer supplied reversionary panels are installed in the cockpit. Two reversionary panels are mounted in the instrument panel, and the EICAS reversionary panel is mounted in the pedestal. The reversionary panels control the selection of the IAC, ADC, AHRS, and DAU that is being used (system reversion). The reversionary panels also allow the pilot to control which DU is displaying a particular format (DU reversion). Figure 2-1-7 shows a graphical view of the reversionary panels. These reversionary panels provide reversion control in three areas: Symbol generator reversion Sensor reversion Display unit reversion.
REVERSIONARY PANEL
NORM PFD EICAS
MFD
ADC
AHRS
SG
EICAS REV
DAU 1
DAU 2
AD-50631-R1@
Figure 2-1-7. Reversionary Panels
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H.
DA-800 Data Acquisition Unit

Figure 2-1-8 shows a graphical view of the DA-800 Data Acquisition Unit (DAU). Table 2-1-7 provides items and specifications that are particular to the unit.
AD-29414@
Figure 2-1-8. DA-800 Data Acquisition Unit
Table 2-1-7. DA-800 Data Acquisition Unit Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . . . . . . . . . Length (from rear connector) . . . . . . . 7.62 in. (193.55 mm) 3.59 in. (91.19 mm) 12.62 in. (320.55 mm) 10.0 lb (4.535 kg) 28 V dc, 30 W (max) None Tri-Star Part No. TR2P106P106P-0001(210) Tray, HPN 7014882-901 Specification
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . Power Requirements . . . . . . . . . . . . . . . . User Replaceable Parts . . . . . . . . . . . . . . Mating Connector . . . . . . . . . . . . . . . . . . Mounting . . . . . . . . . . . . . . . . . . . . . . . .
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The DA-800 DAU is the central data collection point for the engine instrument display (EICAS). The EICAS display provides information on all required engine parameters, as well as engine related systems such as fuel. The EICAS display also provides an area for the crew advisory system (CAS) to display warning, caution, and advisory messages. The DAU also provides interface to external functions that need data, such as the flight data recorder (FDR) and ground proximity warning system (GPWS). One DAU is provided for each side of the aircraft. Left and right engine and aircraft sensors are connected to DAU No. 1. Right engine and aircraft sensors are connected to DAU No. 2. Each DAU has dual operating channels with independent power supplies for operational redundancy. The DAU digitizes various analog and discrete signals and sends the data to the IC-600 IAC via an ARINC 429 data bus.
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3.
Operation
A. Electronic Display System Bus Interface
The IC-600 IAC contains the symbol generator (SG) function for the EDS (see Figure 2-1-9). The IAC SG receives all inputs on high speed ARINC 429 data buses and the radio system bus (these buses are not shown) and a digital bus from the DC-550 Display Controller. The SG function processes data from the various sources and sends outputs to the five DU-870 Display Units (DU). The display controller receives analog signals consisting of switch position, pushbutton, and knob rotation data from the GC-550 Guidance Control Unit, reversionary panels, and the MFD and EICAS bezel controllers. The display controller digitizes these analog signals for transmission to the IAC over a two-wire digital interface bus (DC/IC) running at a 9600 baud rate. The IAC contains three 1 MHz bus inputs for DU status and wrap-around data. The single 1 MHz bus output connects to the DUs to provide display format information. The IAC contains two display electronic interfaces (DEIs) which interface to the DU output bus. The DEIs use data from the I/O processor to generate the proper display formats for the DUs. Each DEI has the ability to generate two independent formats, and output them on the DU output bus. Display controller information, along with reversionary controller switch positions is also used by the DEI to determine which display format is placed on the DU output bus. Each IAC receives ARINC 429 and EDS wraparound data from the DUs. Under normal operation (no reversion), the pilots IAC monitors the wraparound bus activity counter of DU No. 1 for DU validity. The copilots IAC monitors the wraparound bus activity counter of Du No. 3 and DU No. 5 for DU validity. In addition, each DU displaying PFD information provides a wraparound bus for displayed pitch, roll, altitude, indicated airspeed (IAS), and barometric correction. The DU displaying the engine information provides a wraparound bus for N1, N2, and ITT data from each engine. The PFD and EICAS information received from the wraparound bus is compared to the appropriate sources for DU validity. If the wraparound monitor is tripped, a crew alerting system (CAS) message is annunciated When one of the IACs fails, the remaining IAC supplies four independent display formats. The remaining DEIs provide the following formats: Independent PFD for each pilot MFD format EICAS format.
The 1 MHz bus that supplies the DUs with data from the IAC provides a number of advantages to the system. Minimum interconnect wiring Each DU can input up to four different data buses Each data bus can transmit two independent display formats Selection of data buses and formats is done through select discretes at the DU.
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B.
PFD/MFD Interface
The DC-550 Display Controller is the data concentrator for: BL-870 Bezel Controller (PFD) BL-871 Bezel Controller (MFD) GC-550 Guidance Control Unit Master Warning/Caution Control Panel (Embraer controller).
Control signals from the bezel controllers and guidance control unit are used to select the display formats and information sources for the EDS. Upon receiving signals from these controllers, the display controller transmits the acquired information to the IC-600 IAC on the DC/IC interface bus. One bit is assigned on the bus for each pushbutton and select knob input. The IAC is configured through software to assign the appropriate function to each bit. The SG function converts digital inputs from the display controller into the graphic formats that are required by the PFD and MFD. The IAC then outputs the display formats on DU bus No. 1 or No. 2 to the PFD or MFD. (1) Bezel Controller Interface The bezel controllers for the PFD and MFD control many of the display functions. Each PFD bezel controller contains two pushbuttons and a BARO set knob. Each MFD bezel controller contains six pushbutton menu keys and a rotary knob for menu control. See Figure 2-1-10 for the pilots PFD/MFD interface and Figure 2-1-11 for the copilots PFD/MFD interface. Pushing the IN/HPA button on the PFD bezel controller toggles the barometric correction setting between inches of mercury (inHg) and HectoPascals (hPa). Rotating the BARO set knob on the bezel controller adjusts the inHg or hPa digital display on the on-side PFD. The BARO set knob produces a grey code which is sent directly to the AZ-840 MADC to provide baro correction. The MADC then provides a signal to the IAC for display processing. Rotating the knob selects inHg in 0.01 inHg increments, or in 1 hPa increments. Pushing the STD button on the PFD bezel controller selects the standard barometric correction of 29.92 inHg or 1013 hPa for the PFD display. The MFD bezel controller pushbuttons allow the pilot or copilot to select a menu functions being displayed on the MFD. Pushing the menu key associated with a submenu function causes the MFD to display that submenu. Pushing the RTN key causes the MFD to return to the top level menu (main menu). The pilot or copilot uses the rotary knob to select various map ranges when map or plan displays are shown. If weather radar is selected for display, the rotary knob has no control since the weather radar range is controlled by the dedicated WC-650 Radar Controller. The pilot uses the rotary knob on the EICAS bezel controller to scroll through the displayed CAS messages.
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The WU-650 Receiver/Transmitter/Antenna (RTA) generates a serial data interface which provides scan-converted data of the weather radar picture. The RTA transmits this data on a 1 MHz bus to the left and right PFDs and MFDs. The data being transferred includes color coding of the radar data, X-Y memory location, and system timing. Weather radar data is displayed on the PFD when the WX format is selected by the display controller, and on the MFD when WX is selected from the menu option. A dimming controller, consisting of five 10k ohm potentiometer, interfaces with each DU to independently dim each unit. The DU supplies a voltage and ground reference while receiving the wiper voltage over a twisted, shielded triple wire set. (2) Guidance Control Unit Interface Thirteen pushbuttons on the GC-550 Guidance Control Unit enable the pilot to engage the autopilot and yaw damper, select flight director couple, and select the flight director modes for each flight director. Mode activation lights are installed inside each mode pushbutton. When a mode is engaged in the IAC, the computer produces a corresponding annunciator output. This annunciator output is sent to the guidance control unit to illuminate the appropriate mode light. See Figure 2-1-12 for the guidance controller interface diagram. The guidance control unit has five select knobs that interface with the display controller. The select knobs provide grey code inputs to the display controller to select the aircraft course, heading, airspeed, and altitude. The course and heading knobs are also integral pushbuttons which are used to synchronize course select and heading select to the current aircraft course and heading. A push to change button located inside the speed knob allows the pilot to select either an IAS target or Mach target as the airspeed reference. The PFD displays the airspeed reference (IAS or Mach) in a digital readout. The PFD uses the speed reference to control movement of the speed bug on the speed scale. The display controller converts each gray code into a digital format and transmits the data to the IAC on the DC/IC interface bus. (3) Master Warning/Caution Light Interface The crew warning panel provides the logic for illuminating and flashing the two master warning/caution lights which are installed in the glareshield. Each master warning/caution light has two parts contained in a pushbutton switch. The upper part of the switch is a red warning annunciator, and the lower part is an amber caution annunciator. An active CAS warning message causes the IAC to generate a discrete output for the red warning annunciator. The annunciator then illuminates and flashes. An active CAS caution message causes the IAC to generate a discrete output for the amber caution annunciator. The annunciator then illuminates and flashes. Pushing the master warning/caution light produces a message acknowledge discrete which the IAC uses in its CAS message processing logic. Pushing the light also produces a reset signal for the display controller, which subsequently causes the IAC to turn off the red or amber annunciators.
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(Blank Page)
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127 OHMS
IC-600 NO. 1
EDS BUS OUT ARINC 429 WRAPAROUND IN EDS BUS NO. 3 WRAPAROUND IN (UNTERMINATED)
190J2B H 10 L 11 H 27 L 28 H 16 L 17 H 14 L 15 190J2A
130J1 DU NO. 1 - PFD 1 38 H BUS NO.1 IN 39 L 35 H 36 L BUS NO. 2 IN
66 H 79 L
ARINC 429 WRAPAROUND OUT
DC-550 NO. 1
DC/IC BUS OUT
115J1 H 34 L 35
190J2A 15 H 16 L
EDS BUS NO. 1 WRAPAROUND IN (TERMINATED) DC/IC BUS IN
EDS BUS NO.2 H 45 WRAPAROUND IN L 46 NO. 2 TERM 47
131J1 DU NO. 2 - MFD 1 38 H 39 L 35 H 36 L BUS NO. 1 IN
BUS NO. 2 IN
31 H 32 L
WRAPAROUND BUS OUT
132J1 DU NO. 3 - EICAS 38 H 39 L 35 H 36 L BUS NO. 1 IN
BUS NO. 2 IN
31 H 32 L
WRAPAROUND BUS OUT
C131J1 DU NO. 4 - MFD 2 38 H 39 L 35 H 36 L BUS NO. 1 IN
BUS NO. 2 IN
IC-600 NO. 2
EDS BUS OUT EDS BUS NO.1 WRAPAROUND IN (TERMINATED) EDS BUS NO. 3 WRAPAROUND IN (UNTERMINATED)
C190J2B H 10 L 11 H 14 L 15 H 16 L 17 H 27 L 28 C190J2A H 45 L 46 47
31 H 32 L
WRAPAROUND BUS OUT
C130J1 DU NO. 5 - PFD 2 38 H 39 L 35 H 36 L BUS NO. 1 IN
DC-550 NO. 2
DC/IC BUS OUT
115J1 H 34 L 35
C190J2A 15 H 16 L
ARINC 429 WRAPAROUND IN DC/IC BUS IN EDS BUS NO.2 WRAPAROUND IN NO.2 TERM
BUS NO. 2 IN
66 H 79 L
ARINC 429 WRAPAROUND OUT
127 OHMS
AD-49858-R1@
Figure 2-1-9. Electronic Display System Interface Diagram
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DU-870 NO. 1 (PFD) 130J1 BRIGHTNESS POT (H) (W) (L) 1 14 13 24 23 0-5 V DC DIMMING 0-5 V DC DIMMING AIRCRAFT DIMMING CONTROL
131J1
DU-870 NO. 2 (MFD)
LIGHTING COMMON 0-5 VDC EDGE LIGHTING
1 14 13 23 24 77 78
(H) (W) BRIGHTNESS POT (L) 0 - 5 V DC EDGE LIGHTING LIGHTING COMMON (H) WX BUS NO. 1 (L)
59J1 WU-650/WU-870 RTA WX BUS (H) NO. 1 (L) BUS TERMINATING RESISTOR 77 78 64 g h (H) LEFT (L) PICTURE BUS
DC-550 DISPLAY CONTROLLER NO. 1
115J1 21 22 23 7 8 47 48 49 56 21 25 63 46 47 50 51 60 62 (H) SET KNOB (L) BEZEL COMMON PUSH BUTTON NO. 1 PUSH BUTTON NO. 2 PUSH BUTTON NO. 3 PUSH BUTTON NO. 4 PUSH BUTTON NO. 5 PUSH BUTTON NO. 6
115J1 PB IN/HPA 47 66 IN/HPA DU NO. 2
(H) (L) SET KNOB COMMON PUSH BUTTON NO. 1 PUSH BUTTON NO. 2 PUSH BUTTON NO. 3 PUSH BUTTON NO. 4 PUSH BUTTON NO. 5 PUSH BUTTON NO. 6 SET KNOB
(GND / OPEN)
BEZEL COMMON 28 V DC INPUT POWER
63 101 102 103 104 105 106
SIGNAL GROUND 28 V DC AM DC BUS 1A 28 V DC AM DC BUS 2A 101 102 103 104 105 106 28 V DC INPUT POWER POWER GROUND
POWER GROUND
80 SIGNAL GROUND DLS OUT ALS IN (H) (L) (H) (L) 28 41 29 42 29 42 28 41 (H) ALS IN (L) (H) DLS OUT (L)
9J1 AZ-850 MADC NO. 1 (H) BARO KNOB (L) PB STD BARO SIGNAL GROUND 21 25 46 80 74 75 71 SIGNAL GROUND
AD-50635@
(H) BARO CORRECTION (L) BARO STD SYNC
Figure 2-1-10. Pilots PFD/MFD Interface Diagram
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EMBRAER 145
DU-870 NO. 5 (PFD) C131J1 C130J1 BRIGHTNESS POT (H) (W) (L) 1 14 13 24 23 0-5 V DC DIMMING 0-5 V DC DIMMING AIRCRAFT DIMMING CONTROL 1 14 13 23 24 77 78 59J1 WU-650/WU-870 RTA WX BUS (H) NO. 1 (L) BUS TERMINATING RESISTOR 77 78 64 k s (H) RIGHT (L) PICTURE BUS
DU-870 NO. 4 (MFD)
LIGHTING COMMON 0-5 VDC EDGE LIGHTING
(H) BRIGHTNESS POT (W) (L) 0 - 5 V DC EDGE LIGHTING LIGHTING COMMON (H) WX BUS NO. 1 (L)
DC-550 DISPLAY CONTROLLER NO. 2
C115J1 21 22 23 7 8 47 48 49 56 21 25 63 46 47 50 51 60 62 (H) SET KNOB (L) BEZEL COMMON PUSH BUTTON NO. 1 PUSH BUTTON NO. 2 PUSH BUTTON NO. 3 PUSH BUTTON NO. 4 PUSH BUTTON NO. 5 PUSH BUTTON NO. 6
C115J1 PB IN/HPA 47 66 IN/HPA DU NO. 2
(H) (L) SET KNOB COMMON PUSH BUTTON NO. 1 PUSH BUTTON NO. 2 PUSH BUTTON NO. 3 PUSH BUTTON NO. 4 PUSH BUTTON NO. 5 PUSH BUTTON NO. 6 SET KNOB
(GND / OPEN)
BEZEL COMMON 28 V DC INPUT POWER
63 101 102 103 104 105 106
SIGNAL GROUND 28 V DC AM DC BUS 1A 28 V DC AM DC BUS 2A 101 102 103 104 105 106 28 V DC INPUT POWER POWER GROUND
POWER GROUND
80 SIGNAL GROUND DLS OUT ALS IN (H) (L) (H) (L) 28 41 29 42 29 42 28 41 (H) ALS IN (L) (H) DLS OUT (L)
C9J1 AZ-850 MADC NO. 2 (H) BARO KNOB (L) PB STD BARO SIGNAL GROUND 21 25 46 80 74 75 71 SIGNAL GROUND
AD-50636@
(H) BARO CORRECTION (L) BARO STD SYNC
Figure 2-1-11. Copilots PFD/MFD Interface Diagram
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EMBRAER 145
IC-600 IAC NO. 1 FD 1 ON PB
190J1B 48
11J1 7 8 9 10 11 12 13 14 15 16 17 18 19
GC-550 GUIDANCE CONTROL UNIT PUSHBUTTON NO. 1 (FD 1) PUSHBUTTON NO. 2 (AP ENG) PUSHBUTTON NO. 3 (YD ENG) PUSHBUTTON NO. 4 (CPL) PUSHBUTTON NO. 5 (HDG) PUSHBUTTON NO. 6 (BNK) PUSHBUTTON NO. 7 (NAV) PUSHBUTTON NO. 8 (APR) PUSHBUTTON NO. 9 (ALT) PUSHBUTTON NO. 10 (SPD) PUSHBUTTON NO. 11 (FLC) PUSHBUTTON NO. 12 (RESERVED) PUSHBUTTON NO. 13 (VS) PUSHBUTTON NO. 4 (CPL) PUSHBUTTON NO. 5 (HDG) PUSHBUTTON NO. 6 (BNK) PUSHBUTTON NO. 7 (NAV) PUSHBUTTON NO. 8 (APR) PUSHBUTTON NO. 9 (ALT) PUSHBUTTON NO. 10 (SPD) PUSHBUTTON NO. 11 (FLC) PUSHBUTTON NO. 13 (VS) PUSHBUTTON NO. 14 (FD 2) LAMP NO. 1 (FD 2) LAMP NO. 11 (FLC)
11J1 10 11 12 13 14 15 16 17 19 20 22 32
C190J1B 22 24 25 26 27 28 30 48 36 37 35 C190J2A
IC-600 IAC NO. 2
HDG PB IN NAV PB IN APR PB IN ALT PB IN SPD PB IN FLC PB IN VS PB IN FD 2 PB IN LAMP DRVR FD 2 ON LAMP DRVR FLC MASTER CAUTION LAMP OUT
HDG PB IN NAV PB IN APR PB IN ALT PB IN SPD PB IN FLC PB IN VS PB IN LAMP DRVR OUT 4 FLC LAMP DRVR OUT 3 FD 1 ON MASTER CAUTION LAMP OUT
22 24 25 26 27 28 30 37 36 35 190J2A
COUPLE ANNUNC OUT HDG MODE ANNUNC OUT BNK ANNUNC OUT NAV MODE ANNUNC OUT APR MODE ANNUNC OUT ALT MODE ANNUNC OUT IAS MODE ANNUNC OUT
99 106 98 105 104 103 102
VS MODE ANNUNC OUT 101 190J2B AP ENGAGE SEL PB IN YD ENGAGE SEL PB IN COUPLE PB IN BANK PB IN AP ENGAGE ANNUNC OUT YD ENGAGE ANNUNC OUT MASTER WARNING LAMP OUT 85 83 55 56 86 84 20 SIGNAL GROUND 0-5 V DC EDGELIGHTING +28 V DC
23 24 25 26 27 28 29 30 31 32 33 34
LAMP NO. 2 (AP ENG) LAMP NO. 3 (YD ENG) LAMP NO. 4 (CPL L) LAMP NO. 5 (HDG) LAMP NO. 6 (BNK) LAMP NO. 7 (NAV) LAMP NO. 8 (APR) LAMP NO. 9 (ALT) LAMP NO. 10 (SPD) LAMP NO. 11 (FLC) LAMP NO. 12 (FD 1) LAMP NO. 13 (VS)
LAMP NO. 5 (HDG) LAMP NO. 6 (BNK) LAMP NO. 7 (NAV) LAMP NO. 8 (APR) LAMP NO. 9 (ALT) LAMP NO. 10 (SPD) LAMP NO. 13 (VS) LAMP NO. 15 (CPL R)
26 27 28 29 30 31 34 36
106 98 105 104 103 102 101 99 C190J2B 55 56 20
HDG MODE ANNUNC OUT BNK ANNUNC OUT NAV MODE ANNUNC OUT APR MODE ANNUNC OUT ALT MODE ANNUNC OUT IAS MODE ANNUNC OUT VS MODE ANNUNC OUT COUPLE ANNUNC OUT
COUPLE PB IN BANK PB IN MASTER WARNING LAMP OUT
+28 V DC
PILOT MODE GROUND MASTER MASTER CAUTION WARNING
3 4
PANEL LIGHTING 5 VOLTS (H) LIGHTING COMMON
D DAY/NIGHT SWITCH 5 ANNUNCIATOR LIGHTING
MASTER MASTER WARNING CAUTION A
AD-50740, SH1@
Figure 2-1-12 (Sheet 1). Guidance Control Unit Interface Diagram
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EMBRAER 145
GC-550 11J1 FLIGHT GUIDANCE CONTROLLER 62 63 65 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 66 CRS 1 PUSH TO SYNC HDG PUSH TO SYNC SPD (IAS/MACH SEL) SET KNOB NO. 1 SET KNOB NO. 2 SET KNOB COMMON SET KNOB NO. 1 SET KNOB NO. 2 SET KNOB COMMON SET KNOB NO. 1 SET KNOB NO. 2 SET KNOB COMMON SET KNOB NO. 1 SET KNOB NO. 2 SET KNOB COMMON SET KNOB NO. 1 SET KNOB NO. 2 SET KNOB COMMON CRS 2 PUSH TO SYNC
CRS 1
HDG
ALT
SPD
CRS 2
DC-550 DISPLAY CONTROLLER NO. 1 PUSHBUTTON (PUSH TO SYNC CRS 1) PUSHBUTTON (PUSH TO SYNC HDG) PUSHBUTTON (SPD IAS/MACH SEL) SET KNOB NO. 1 SET KNOB NO. 2 SET KNOB COMMON SET KNOB NO. 1 SET KNOB NO. 2 SET KNOB COMMON SET KNOB NO. 1 SET KNOB NO. 2 SET KNOB COMMON SET KNOB NO. 1 SET KNOB NO. 2 SET KNOB COMMON AHRS REVERSION
115J1 70 71 68 9 10 11 12 13 14 15 16 17 18 19 20 73 AHRS REV 1 AHRS REV 2
C115J1 70 71 68 9 10 11 12 13 14 15 16 17 18 19 20 73
DC-550 DISPLAY CONTROLLER NO. 2 PUSHBUTTON (PUSH TO SYNC CRS 2) PUSHBUTTON (PUSH TO SYNC HDG) PUSHBUTTON (SPD IAS/MACH SEL) SET KNOB NO. 1 SET KNOB NO. 2 SET KNOB COMMON SET KNOB NO. 1 SET KNOB NO. 2 SET KNOB COMMON SET KNOB NO. 1 SET KNOB NO. 2 SET KNOB COMMON SET KNOB NO. 1 SET KNOB NO. 2 SET KNOB COMMON AHRS REVERSION
CRS 1
CRS 2
HDG
HDG
ALT
ALT
SPD
SPD
MADC REVERSION
74 MADC REV 1 TO XPDR 1 MADC REV 2 TO XPDR 2 C
74
MADC REVERSION
MASTER CAUTION RESET
60
60
MASTER CAUTION RESET
MASTER WARNING RESET
61
61
MASTER WARNING RESET

AD-50740, SH2@
Figure 2-1-12 (Sheet 2). Guidance Control Unit Interface Diagram
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EMBRAER 145
C.
PFD Attitude Director Indicator Operation

The attitude director indicator (ADI) display symbology uses a truncated sphere format for displaying standard attitude information. The AHRS provides the pitch and roll attitude inputs. The ADI display formats are shown in Figure 2-1-13, sheets 1 and 2. (1) ADI Sphere The ADI sphere presents the aircraft body-axis pitch and roll attitude with respect to the horizon. Within the ADI sphere is sky/ground shading, an aircraft symbol, a pitch tape, and a roll attitude pointer. A roll attitude scale is displayed on the top of the ADI sphere. (a) Sphere Shading The ADI sphere is divided into two halves separated by a white horizon line, with raster shading in both halves. The upper raster shading is cyan to represent the sky. The lower raster shading is brown to represent the ground. The raster moves with respect to the aircraft symbol such that the pitch scale shows the actual pitch of the aircraft and the roll scale shows the actual roll of the aircraft. An eyebrow of raster shading is displayed for pitch attitudes greater than 17.5 and less than -17.5. The eyebrow can be used as a reference for rapidly determining the location of ground. The eyebrow is not displayed for invalid pitch or roll attitude. (b) Attitude Reference Aircraft Symbol The attitude reference aircraft symbol serves as a stationary representation of the aircraft. Aircraft pitch and roll attitudes are displayed by the relationship between the fixed aircraft and the moveable ADI sphere. The miniature aircraft symbol is flown to align the command cue to the aircraft symbol in order to satisfy flight director computed steering commands. Two types of aircraft symbols are presented: single cue and cross pointer. The pilot can select either symbol for display from the DC-550 Display Controller. 1 Single Cue Aircraft Symbol The yellow single cue aircraft symbol is comprised of a triangle positioned with one side parallel to the horizontal bottom of the DU. An indentation or notch exists along the bottom edge of the symbol. Outrigger boxes reside at the left and right edge of the ADI sphere. 2 Cross Pointer Aircraft Symbol The yellow cross pointer aircraft symbol is comprised of three parts. Two lateral bars are spaced the width of the single cue notch. A small square is positioned on the center of the ADI sphere between the bars.
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EMBRAER 145
AUTOPILOT STATUS ANNUNCIATOR
LOW BANK ARC
PITCH LIMITER INDICATOR
YAW DAMPER STATUS ANNUNCIATOR VERTICAL DEVIATION SCALE, POINTER AND LABEL
ROLL ATTITUDE POINTER ROLL ATTITUDE SCALE PITCH ATTITUDE SCALE HORIZON LINE SINGLE CUE AIRCRAFT SYMBOL ATTITUDE SPHERE
260
280
LOC HDG AP
20
IAS YD
20
GS
145 00
GS 260
10 10
14500
240
235 9 220
10 20 10 20 MIN
1 245
20 143 00 80
SINGLE CUE FLIGHT DIRECTOR COMMAND BARS RA MINIMUMS ANNUNCIATOR RADIO ALTITUDE DIGITAL READOUT
350
200 .410 M
N
200 RA 29.92 IN
3000
3
2 3
LOW ALTITUDE AWARENESS RA MINIMUM DIGITAL READOUT
359 CRS
30
33
6
1
13.1 NM
W E
25
24 12
0 1 2
1000
HDG 001
TGT
NOTE: THE DISPLAY SHOWN MAY NOT REPRESENT ACTUAL FLIGHT CONDITIONS
Figure 2-1-13 (Sheet 1). Primary Flight Display - ADI Display Formats
15
21
VOR1 ADF2
TTG 5MIN
AD-51187@
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EMBRAER 145
ARMED LATERAL FD MODE ANNUNCIATOR
CAPTURED LATERAL FD MODE ANNUNCIATOR
FLIGHT DIRECTOR COUPLE ARROW
CAPTURED VERTICAL FD MODE ANNUNCIATOR
ARMED VERTICAL FD MODE ANNUNCIATOR
AUTOPILOT OVERSPEED WARNING ANNUNCIATOR
260
280
LOC HDG AP 20
IAS GS YD 20 10
145 00
CROSS POINTER FLIGHT DIRECTOR COMMAND BARS
14500
FMS
260 251 240 24 9 220
M A X 2 R 1 A O A S P D ATT2
10
14300 80
10 20
350
20
10 20
MIN
ATTITUDE SOURCE ANNUNCIATOR ATT1 ATT2
14000
M
CROSS POINTER AIRCRAFT SYMBOL
200
.410 M
N
200 RA
29.92 IN
3000
359 CRS
30
33
3
2
MARKER BEACON I M O
6
1
13.1 NM
W E
25
24 12
0 1 2
1000
HDG 001
TGT
Figure 2-1-13 (Sheet 2). Primary Flight Display - ADI Display Formats
15
21
VOR1 ADF2
TTG 5MIN
AD-51188@
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EMBRAER 145
(c)
Pitch Attitude Scale The ADI sphere contains a pitch attitude tape that indicates the pitch attitude of the aircraft. The tape is linear and displays pitch between zero and 90. The tape moves down for positive inputs and up for negative inputs. The tape rotates about the center of the ADI sphere and moves with the roll pointer to show roll information. The PFD removes the pitch tape scale, pitch tape reference mark labels, chevrons, and the horizon line for an invalid pitch attitude. The pitch attitude tape is shown in Figure 2-1-14, and is described as follows: Reference marks are provided at the following positions: positive 0, 5, 10, 15, 20, 25, 30, 40, 60, and 90 negative 5, 10, 15, 20, 25, 30, 45, 60, and 90
Identifying digits are provided at the following positions: positive 10, 20, 30, 40, 60, and 90 negative 5, 10, 20, 30, 45, 60, and 90
Red excessive pitch chevrons are displayed at 45 and 65 pitch up, and 35, 50, and 60 pitch down.
90
60
40 30 20 10 30 20 10
10 20 30
10 20
45
60
90
AD-51189@
Figure 2-1-14. Pitch Attitude Scale
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EMBRAER 145
(d)
Roll Attitude Scale The PFD displays the white roll attitude scale along the top edge of the ADI sphere. The roll attitude scale displays 60 of roll although the roll pointer is not limited to the roll attitude scale. Tick marks are provided along the top of the ADI sphere at the following angles: 10, 20, 30, and 60 The 30 tick mark is twice as long as the other tick marks.
Inverted triangles are located at 0 and 45 of roll attitude. (e) Roll Attitude Pointer The white roll attitude pointer is a triangle symbol that moves along the inside of the ADI sphere. The pointer displays 180 of roll. The pointer moves counterclockwise for positive inputs, and clockwise for negative inputs. The PFD removes the pointer for an invalid roll attitude. (2) Attitude Source Annunciations The pilot or copilot can select the attitude source through pushbutton switches on the two reversionary panels. The switches select either AHRS No. 1 or AHRS No. 2 as the source of attitude data on the corresponding PFD. Table 2-1-10 defines the annunciations and colors associated with each attitude source selection. Table 2-1-10. Attitude Source Annunciations SG Reversion Selection Pilot Normal Normal Normal Normal Reversion Reversion Normal Normal Copilot Normal Normal Normal Normal Normal Normal Reversion Reversion AHRS Reversion Selection Pilot Normal Reversion Normal Reversion N/A N/A Normal Reversion Copilot Normal Normal Reversion Reversion Normal Reversion N/A N/A Attitude Sensor Annunciation Pilot None ATT2 ATT1 ATT2 ATT2 ATT1 ATT1 ATT2 Copilot NONE ATT2 ATT1 ATT1 ATT2 ATT1 ATT1 ATT2 N/A Amber Amber Amber Amber Amber Amber Amber Color
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EMBRAER 145
(3)
Autopilot Display The autopilot/yaw damper processor in the pilots IC-600 IAC provides the autopilot information for display on both PFDs. The autopilot/yaw damper processor also provides the status messages that are displayed on the PFD. (a) Autopilot Status Annunciator The PFD displays autopilot annunciations above the ADI sphere, and positioned horizontally just left of center. The autopilot annunciation is displayed in a four-character field which provides autopilot system status indications for the pilot. Flashing autopilot annunciations flash at a rate of 1 second on/0.5 second off. Autopilot annunciations are defined in Table 2-1-11. Table 2-1-11. Autopilot Annunciations Annunciation AP AP AP AP Color Green Amber Red Red Activating Conditions Autopilot Engage = Engaged Autopilot Engage = Disengaged (See Note 1) Autopilot Fail = Not Fail Cat II Active and Autopilot Engage = Disengaged (See Note 1) Autopilot Engage = Disengaged (See Note 1) Autopilot Fail = Fail Autopilot Test = Test Touch Control Steering (TCS) = Engaged Turn Knob Out of Detent = Engaged State Steady 5 second flash 5 second flash 5 second flash; then steady Steady Steady Steady
AP TEST (See Note 2) TCS TKNB NOTES:
Amber White Amber
1. This is a transition from engaged to not engaged. 2. The TEST annunciations are displayed in the yaw damper field for a combined display of AP TEST.
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EMBRAER 145
(b)
Yaw Damper Status Annunciator The PFD displays yaw damper annunciations above the ADI sphere, and positioned horizontally just right of center. The yaw damper annunciation is displayed in a four-character field which provides yaw damper system status indications for the pilot. Flashing yaw damper annunciations flash at a rate of 1 second on/0.5 second off. Yaw damper annunciations are defined in Table 2-1-12. Table 2-1-12. Yaw Damper Annunciations
Annunciation YD YD
Color Green Amber
Activating Conditions Yaw Damper Engage = Engaged Yaw Damper Engage = Disengage (See Note 1) Yaw Damper Fail = Fail Yaw Damper Engage = Disengaged (See Note 1) Yaw Damper Fail = Not Fail Autopilot Test = Test
Display Steady 5 second flash; then steady 5 second flash Steady
YD TEST (See Note 2) NOTES:
Amber Amber
1. This is a transition from engaged to not engaged. 2. The TEST annunciation is displayed in the yaw damper field for a combined display of AP TEST. (4) Flight Director Display Flight director (FD) data is processed by the flight director function in the IAC and displayed on both PFD formats. The flight director function provides the following display information: (a) Left-right flight director couple arrow Lateral flight director mode (capture and arm) annunciations Vertical flight director mode (capture and arm) annunciations Flight director command bars. Flight Director Couple Arrow The PFD displays the green flight director couple arrow at the top center of the display format. The arrow points either left or right in the direction of the flight director to which the autopilot is coupled if engaged.
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EMBRAER 145
(b)
Flight Director Mode Annunciators The PFD displays flight director modes annunciations to the left and right of the flight couple arrow. The information displayed represents armed and captured lateral and vertical flight director modes. Lateral mode annunciations are displayed on the upper left side of the PFD. Vertical mode annunciations are displayed on the upper right side of the PFD. Captured lateral and vertical modes are annunciated in green in four-character fields. Armed lateral and vertical modes are annunciated in white in four-character fields located to either side of the respective captured mode. Flight director modes with both an arm and capture state have a mode transition defined as follows: A white transition box surrounds the captured mode for eight seconds immediately after the transition from armed to captured has occurred if the mode was previously armed. The transition box does not surround a captured mode if the mode was not previously armed. If a new mode is captured during a previous mode transition, the eight second timer is reset. A transition box surrounds a default mode when a transition to default occurs automatically. Transitions are as follows: Lateral Transitions BC arm to BC capture LOC arm to LOC capture VAPP arm to VAPP capture VOR arm to VOR capture Vertical Transitions ASEL arm to ASEL capture ASEL capture to ALT capture GS arm to GS capture WSHR arm to WSHR capture Any mode to ROL Any mode to PIT Table 2-1-13 lists the lateral mode annunciations for valid flight director conditions. Table 2-1-14 lists the vertical mode annunciations for valid flight director conditions. Table 2-1-15 lists the priority logic if more than two vertical modes are armed simultaneously.
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EMBRAER 145
Table 2-1-13. Lateral Flight Director Modes Annunciation BC LNAV HDG LOC ROL VAPP VOR Description Back Course Mode Long Range Navigation Mode Heading Select Mode Localizer Mode Basic Roll Mode VOR Approach Mode VOR Navigation Mode Notes Arm or Capture Capture mode only Capture mode only Arm or Capture Capture mode only Arm or Capture Arm or Capture
Table 2-1-14. Vertical Flight Director Modes Annunciation ALT ASEL CLB DES GA GS IAS MACH PIT TO WSHR VS Description Altitude Hold Mode Altitude Preselect Mode Climb Mode Descent Mode Go-Around Mode Glide Slope Mode Indicated Airspeed Mode Mach Mode Basic Pitch Mode Takeoff Mode Windshear Mode Vertical Speed Mode Notes Capture mode only Arm or Capture Capture mode only Capture mode only Capture mode only Arm or Capture Capture mode only Capture mode only Capture mode only Capture mode only Arm or Capture Capture mode only
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EMBRAER 145
Table 2-1-15. Priority Logic Vertical Arm Field GS WSHR ASEL (c) Flight Director Command Bars The flight director provides pitch and roll commands to the pilot or copilot by displaying single cue or cross pointer command bars on the ADI sphere. The flight director function provides the pitch command, roll command, and in-view/validity flags. When the flight director sets the in-view flags, the command bars are shown within the ADI sphere. The PFD removes the flight director command bars for the following conditions: 1 The flight director is invalid The in view flags are not set by the flight director function The FD button on the GC-550 Guidance Control Unit has deselected the command bars The command bars are biased out of view for an invalid navigation setup. Single Cue Command Bars The magenta single cue command bars are composed of two elongated triangles. These command bars are only displayed when a lateral or vertical mode has been selected. The command bars represent computed lateral and vertical steering commands. To satisfy the steering command, the pilot flies the single cue aircraft symbol to the command bars. For zero degrees of flight director pitch and roll command, the single cue command bars rest on top of the aircraft symbol. Increasing values of pitch command cause an upward movement of the single cue command bars. Increasing values of roll command cause a clockwise movement of the single cue command bars. 2 Cross Pointer Command Bars The magenta cross pointer command bars are composed of two stroke-written cues, one vertical and the other horizontal. These command bars are displayed when a lateral or a vertical mode has been selected. The lateral cross pointer command bar moves for lateral commands, and the vertical cross pointer command bar moves for vertical commands. To satisfy the steering command, the pilot flies the cross pointer aircraft symbol to the appropriate command bar. Lowest Highest
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EMBRAER 145
In the zeroed condition, the cross pointer cues intersect at the nose of the cross pointer aircraft symbol. Increasing values of pitch command cause an upward movement of the lateral cue. Increasing values of roll command cause a movement of the vertical cue to the right. (d) Pitch Limit Indicator A pitch limit indicator (PLI) symbol is drawn directly on the ADI sphere to represent the current stickshaker angle of attack. If the aircraft symbol meets or exceeds the PLI, the aircraft goes into stickshaker. The PFD displays the PLI symbol parallel to the aircraft symbol on the ADI sphere. The PLI symbol is located either above or below the aircraft symbol at the value of attitude degrees indicated by the flight director PLI margin. A positive PLI margin places the PLI symbol above the aircraft symbol, while a negative PLI margin places the PLI symbol below the aircraft symbol. At a PLI margin of zero degrees, the PLI symbol is located on the top edge of the single cue aircraft symbol, or the center of the cross pointer aircraft symbol. The PLI symbol is displayed in its normal color (green) if the PLI margin is greater than five degrees. If the PLI margin is less than or equal to five degrees but greater than two degrees, then the PLI symbol is displayed in the caution exceedance color (amber). The PLI symbol is displayed in the warning exceedance color (red) if the PLI margin is less than or equal to two degrees. The PFD removes the PLI symbol if the pitch limit indication from the flight director is invalid. Figure 2-1-15 shows the PLI symbol in relation to both the single cue aircraft symbol and the cross pointer aircraft symbol on the ADI sphere.
20 10
20 10
20 10
20 10
10 20
10 20
10 20
10 20
AD-51190@
Figure 2-1-15. Pitch Limit Indicator Display
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EMBRAER 145
(e)
Low Bank Arc The green low bank arc provides an indication on the roll scale of the flight director bank limit. The PFD displays the low bank arc immediately above the ADI sphere, extending 14 from the zero-degree roll tick triangle. The PFD removes the low bank arc if the flight director is invalid.
(f)
Autopilot Overspeed Warning Annunciator The autopilot overspeed warning provides an indication that the autopilot is operating in an overspeed condition. This warning is normally provided when the autopilot is coupled to vertical speed or a VNAV flight director mode. When the overspeed condition is met, the flight director transitions to a speed mode until the overspeed condition drops. The PFD displays an amber MAX SPD annunciation vertically next to the ADI sphere to indicate an overspeed warning condition.
(g)
Autopilot Underspeed Warning Annunciator The autopilot underspeed warning provides an indication that the autopilot is operating in an underspeed condition. This warning is normally provided when the autopilot is coupled to vertical speed or a VNAV flight director mode. When the underspeed condition is met, the flight director transitions to a speed mode until the underspeed condition drops. The PFD displays an amber MIN SPD annunciation vertically next to the ADI sphere to indicate an underspeed warning condition.
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EMBRAER 145
(5)
Vertical Deviation Display The PFD displays vertical deviation information to the right of the ADI sphere. The white vertical deviation scale indicates glide slope (GS) deviation or long range navigation (FMS) deviation. The vertical deviation scale also indicates invalid vertical deviation. The scale contains a horizontal line representing the zero index position which aligns with the horizon line of the ADI sphere when the aircraft is at zero pitch and roll. Two whites circles, refereed to as dots, are spaced evenly above and below the horizontal line. A truncated, left-pointing triangle represents the deviation pointer. The pointer moves vertically along the scale to indicate the vertical deviation of the aircraft. Increasing values of short range navigation (SRN) glide slope or long range navigation (LRN) vertical deviation produces a downward movement of the pointer. The color of the pointer is specified in Table 2-1-16. Table 2-1-16. Vertical Deviation Pointer Display Colors Navigation Source Pilot Selected Source SRN1 SRN2 SRN1 SRN2 FMS FMS (a) Copilot Selected Source SRN2 SRN1 FMS FMS SRN1 SRN2 Vertical Deviation Display Pointer Color on Pilot PFD Green Yellow Green Yellow Magenta Magenta Pointer Color on Copilot PFD Green Yellow Magenta Magenta Yellow Green
Vertical Deviation (VOR) The PFD automatically removes the vertical deviation scale, label, and pointer when the selected navigation source is VOR and the tuned to localizer (TTL) indicates a tuned-to-VOR frequency.
(b)
Vertical Deviation (GS) When the selected navigation source is VOR/LOC, and TTL indicates a tuned-to-localizer frequency, the PFD displays the vertical deviation scale and pointer, plus a white GS label above the scale. Each dot in the scale represents the vertical deviation from beam center. The deviation pointer moves vertically along the scale as specified in Table 2-1-17. For invalid glideslope vertical deviation, the PFD removes the pointer and draws a red X through the center of the vertical deviation scale.
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EMBRAER 145
Table 2-1-17. Glideslope Deviation Scale Pointer Position 2nd Dot Up 1st Dot Up Zero Index 1st Dot Down 2nd Dot Down (c) Vertical Deviation (FMS) When the selected navigation source is FMS, the PFD displays the FMS vertical deviation scale and pointer, plus a white FMS label above the scale. Each dot represents 250 feet from vertical path center when not in the approach phase, and 75 feet when in the approach phase. The deviation pointer is driven based on the data presented in Table 2-1-18 when the GPS mode is valid. The deviation pointer is driven based on the data presented in Table 2-1-19 if the GPS mode is invalid. For invalid FMS vertical deviation, the PFD removes the scale, label, and pointer from the display. Table 2-1-18. FMS Vertical Deviation Scale (GPS Valid) Bar Position GPS Approach Vertical Deviation (feet) (GPS Mode = Approach) -150 -75 0 +75 +150 GPS Terminal Area Vertical Deviation (feet) (GPS Mode = Terminal Area) -500 -250 0 +250 +500 Enroute Vertical Deviation (feet) (GPS Mode = Enroute) -500 -250 0 +250 +500 Vertical Deviation Input +150 +75 0 -75 -150 DDM
+0.175 +0.0875 0 -0.0875 -0.175
2nd Dot Up 1st Dot Up Zero Index 1st Dot Down 2nd Dot Down
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EMBRAER 145
Table 2-1-19. FMS Vertical Deviation Scale (GPS Invalid) Pointer Position FMS Approach Vertical Deviation (feet) (FMS Scaling = Approach) -150 -75 0 +75 +150 Enroute Vertical Deviation (feet) (FMS Scaling = Enroute)
2nd Dot Up 1st Dot Up Zero Index 1st Dot Down 2nd Dot Down (d)
-500 -250 0 +250 +500
Excessive Vertical Deviation (GS) The excessive deviation monitor is activated when a CAT2 condition is met. When the excessive deviation monitor trips, the vertical deviation indication provides an alert to the pilot as follows: The vertical deviation pointer turns amber The vertical deviation scale turns amber and flashes.
(6)
Marker Beacons The PFD displays the marker beacons next to the altitude tape. Any active marker beacon flashes continuously on the display. An active marker beacon is only displayed if the selected navigation is an SRN. A white box outlines the active marker beacon annunciation. For invalid marker beacon data, the PFD removes the respective marker beacon annunciation. The navigation radio provides the input for each marker beacon. The marker beacons have no priority. If the bit is set for a marker beacon, then that beacon is displayed. Each marker beacon is displayed if all three bits are set. The marker beacons are displayed as follows: Inner: annunciated by flashing a white I inside the outline box Middle: annunciated by flashing an amber M inside the outline box Outer: annunciated by flashing a cyan O inside the outline box.
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(7)
Radio Altitude Display The PFD displays radio altitude in a digital readout at the bottom of the ADI sphere, and as a shading color change on the altitude tape. The radio altimeter provides the inputs for the radio altitude display. (a) Radio Altitude Digital Readout The radio altitude digital readout has a range from -20 feet to +2,550 feet. The readout resolution is in 5 foot increments from -20 to +200 feet, and in 10 foot increments from +200 to +2,550 feet. A white box outlines the digital readout. The PFD removes the readout and outline box for radio altitudes greater than 2,550 feet. Readout digits are displayed in green. When the TEST button on the DC-550 Display Controller is pushed, the readout displays a radio altitude valid value of 100 feet. For an invalid radio altitude, the PFD replaces the readout digits with an amber RA annunciation. (b) Low Altitude Awareness Indicator The PFD displays the low altitude awareness indication as a shading color change on the altitude tape. Color shading provides an indication of ground with respect to the current altitude. At a radio altitude of zero feet, the entire lower half of the altitude tape is shaded brown. The shading rises linearly for radio altitudes from +550 feet down to zero feet. A yellow horizontal line is drawn across the altitude tape at the shading transition. The PFD removes the horizontal line for radio altitudes less than or equal to 60 feet. Any of the following conditions cause the PFD to remove the low altitude awareness shading and horizontal line: An invalid radio altitude An invalid barometric altitude.
(8)
Radio Altitude Minimums Display The PFD displays radio altitude (RA) minimums in a digital readout, and as an annunciation on the PFD. The radio altitude minimums is invalid if the DC-550 Display Controller is invalid. (a) RA Minimums Digital Readout The PFD displays the digital readout below and to the right of the ADI sphere. A white RA label annunciates the readout (an RA minimums value of zero removes the RA label). The RA minimums values in the readout are set by turning the RA set knob on the DC-550 Display Controller. The readout range has a range from 5 feet to 999 feet. The readout resolution is in 5 foot increments from -20 to +200 feet, and in 10 foot increments from +200 to +990 feet. Any RA minimums values above 990 feet are forced to 999 feet. The power-up default is 200 feet. The readout digits are displayed in cyan. Three amber dashes (---) replace the digits when RA minimums is invalid.
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(b)
RA Minimums Annunciator The RA minimums annunciator indicates that the radio altitude is within a certain range of RA minimum digital readout. A white box outlines the annunciator field when RA minimums becomes armed and radio altitude is within 100 feet of the RA minimums digital readout. The RA minimums annunciator becomes captured when the radio altitude is less than or equal to the RA minimums readout. An amber MIN annunciation is displayed inside the box, flashes for 10 seconds, and then remains steady to indicate captured. The PFD removes the RA minimums annunciator when RA minimums or radio altitude are invalid.
(9)
Excessive Attitude Declutter When an excessive attitude situation occurs, the PFD removes certain symbology to declutter the display format. An excessive attitude situation is declared when either of the following conditions are met: Roll attitude is greater than +65 or less than -65 Pitch attitude is greater than +30 up or less than -20 down.
The PFD removes the following symbology from the display format for an excessive attitude situation: All failure flags for the items listed Decision height digital readout and label Flight director couple arrow Flight director command bars Heading, radio altitude, localizer, glide slope, and ILS comparator monitor annunciations. Low bank limit arc Marker beacons Radio altitude digital readout, box, and raster mark Selected airspeed bug, digital readout and outline Selected altitude bug, digital readout and outline Vertical and lateral FD mode annunciations Vspeed bugs and readouts.
The PFD restores the removed symbology when the following conditions are met: Roll attitude is less than +63 or greater than -63 Pitch attitude is less than +28 up or greater than -18 down.
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D.
PFD Horizontal Situation Indicator Operation

The PFD presents the horizontal situation indicator (HSI) as a compass display. The AHRS provides the magnetic heading inputs. The DC-550 Display Controller provides the selected heading inputs. (1) Heading Display The heading display includes a compass card with a stationary aircraft symbol, a heading digital readout for the partial heading compass display, and a heading select digital readout and bug. The pilot or copilot uses the FULL/WX pushbutton on the DC-550 Display Controller to select the full heading compass display or partial heading compass display. Figure 2-1-16 shows the full heading compass display. Figure 2-1-17 shows the partial heading compass display. (a) Full Heading Compass Scale The full heading compass display provides a 360-degree compass card. White long tick marks are displayed at integral multiples of 10 degrees, and white short tick marks at the intermediate five-degree positions. Digits and cardinal abbreviations are spaced around the inside of the compass card at 30 increments. Eight numeric identifiers (3, 6, 12, 15, 21, 24, 30, and 33) are located at 30, 60, 120, 150, 210, 240, 300, and 330 degrees, respectively. Four cardinal abbreviations (N, E, S, and W) are shown at 0, 90, 180, and 270 degrees. A white lubber line is provided at the apex of the compass card as a pointer to the current heading value. Seven tick marks related to the lubber line are positioned at 45-degree intervals around the outside of the compass card. A white stationary aircraft symbol is displayed in the center of the compass card. The aircraft symbol indicates the aircrafts position relative to the actual heading and selected heading. The compass card rotates either clockwise or counterclockwise around the aircraft symbol depending on the current heading. For an invalid heading, the PFD displays a red HDG FAIL annunciation above the stationary aircraft symbol.
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260
280
LOC HDG AP
20
IAS YD
20
GS
145 00
GS 260
10 10
14500
240
235 9 220
10 20 10 20
1 245
20 143 00 80
HEADING SOURCE ANNUNCIATOR DG 1 DG 2 MAG 1 MAG 2 TRU 1 TRU 2
350 MAG2
N
200 COURSE/DESIRED TRACK READOUT CRS DTK CURRENT HEADING LUBBER LINE HEADING SELECT BUG DISTANCE READOUT BEARING POINTER INDENTIFIERS ADF 1/2 FMS 1/2 VOR 1/2 HEADING SELECT DIGITAL READOUT LATERAL DEVIATION SCALE BEARING POINTER NO. 2 TO/FROM POINTER LATERAL DEVIATION BAR BEARING POINTER NO. 1 TIME-TO-GO READOUT .410 M 359 CRS
33
30
29.92 IN 3000
3
2 3
DRIFT BUG HEADING COMPASS COURSE SELECT/DESIRED TRACK POINTER
6
1
13.1 NM
W E
25
24 12
0 1 2
1000
HDG 001
TGT
Figure 2-1-16. Primary Flight Display - HSI Display Formats (Full Heading Compass)
15
21
VOR1 ADF2
TTG 5MIN
AD-51191@
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260
280
LOC
HDG AP
20
IAS YD
20
GS
145 00
GS 260
10 10
14500
240
235 9 220 2 R 1
10 20 10
1 245
20
143 00
80
14000 350 MAG2
360
20
200 DISTANCE IDENTIFIER (TO WAYPOINT) .410 M 359 DTK FMS KDVT 12.5H DR 25 VOR1 ADF2 HDG 001
29.92 IN
3000
HEADING DIGITAL READOUT
3 N
33
2 1 0 1 2
GSPD 245KTS
WIND SPEED READOUT
1000
WIND ANGLE ARROW
DME HOLD ANNUNCIATOR
GROUND SPEED READOUT

AD-51192@
Figure 2-1-17. Primary Flight Display - HSI Display Formats (Partial Heading Compass)
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(b)
Partial Heading Compass Scale The partial heading compass display provides a 45 degree arc with a digital readout for an accurate interpretation of the heading. White long tick marks are displayed at 10 degree intervals, and white short tick marks at intermediate five degree intervals. Digits and cardinal abbreviations are spaced around the inside of the compass arc at 30-degree increments. Eight numeric identifiers (3, 6, 12, 15, 21, 24, 30, and 33) are located at 30, 60, 120, 150, 210, 240, 300, and 330 degrees. Four cardinal abbreviations (N, E, S, and W) are shown at 0, 90, 180, and 270 degrees. All digits and cardinal abbreviations rotate with the compass. A white stationary aircraft symbol is displayed at the centerpoint of the partial compass arc. The aircraft symbol indicates the aircraft position relative to magnetic north. The partial compass arc rotates either clockwise or counterclockwise around the aircraft symbol depending on the current heading. Increasing values of heading cause a counterclockwise rotation of the compass arc. For invalid heading, the MFD displays red characters HDG FAIL, centered above the stationary aircraft symbol.
(c)
Heading Digital Readout The PFD displays a digital readout of the current heading when the partial heading compass display is selected. The readout has a range from 001 to 360 with a resolution of one degree. Leading zeros are provided for heading values less than 100. A white pointer box serves as a place holder for the readout digits, and as a pointer to the current heading value. The readout digits are displayed in green. For an invalid heading, three amber dashes (---) replace the digits.
(d)
Heading Select Digital Readout The PFD displays the heading select value in units of degrees in a digital readout. The readout has a range from 001 to 360 with a resolution of one degree. The pilot or copilot turns the HDG knob on the GC-550 Guidance Control Unit to select a value for the readout. When the HDG knob is pushed, the readout slews to the coupled-side current heading display. A white HDG label is displayed above the readout. The readout digits are displayed in white. For an invalid heading select, three amber dashes (---) replace the readout digits.
(e)
Heading Select Bug The PFD displays a cyan heading select bug on the outside of the compass arc. The bug is capable of 360 degrees of motion, with a resolution of one-degree increments. Increasing values of heading select cause a clockwise movement of the bug. The pilot or copilot turns the HDG knob on the GC-550 Guidance Control Unit to control the bug movement. When the HDG knob is pushed, the heading select bug slews to the coupled-side current heading display.
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If the heading select bug is off-scale, an out-of-view arrow is displayed pointing in the direction of the bug. For an invalid heading select, the PFD removes the bug and arrow. (f) Heading Source Annunciation The PFD displays the heading source annunciations directly above the heading compass scale. Each heading source annunciation is based on the position of the AHRS button on the reversionary panels. Table 2-1-20 lists the heading source annunciations that are available for display, along with their display colors. The reversion annunciation is displayed in a caution color if both the pilot and copilot are displaying the same AHRS data, or if they are both displaying cross-side AHRS data. Table 2-1-20. Heading Source Annunciations SG Reversion Selection Norm Norm Norm Norm Rev Rev Norm Norm NOTES: (A) indicates amber (W) indicates white " " indicates that there is no display when magnetic is displayed and both pilots have selected their normal heading source. Norm Norm Norm Norm Norm Norm Rev Rev AHRS Reversion Selection Norm Norm Rev Rev N/A N/A Norm Rev Norm Rev Norm Rev Norm Rev N/A N/A Pilot PFD Display DG1 (W) DG1 (A) DG2 (A) DG2 (A) DG2 (A) DG1 (A) DG1 (A) DG2 (A) "" MAG1 (A) MAG2 (A) MAG2 (A) MAG2 (A) MAG1 (A) MAG1 (A) MAG2 (A) TRU1 (W) TRU1 (A) TRU2 (A) TRU2 (A) TRU2 (A) TRU1 (A) TRU1 (A) TRU2 (A) Copilot PFD Display DG2 (W) DG1 (A) DG2 (A) DG1 (A) DG2 (A) DG1 (A) DG1 (A) DG1 (A) "" MAG1 (A) MAG2 (A) MAG1 (A) MAG2 (A) MAG1 (A) MAG1 (A) MAG2 (A) TRU2 (W) TRU1 (A) TRU2 (A) TRU1 (A) TRU2 (A) TRU1 (A) TRU1 (A) TRU2 (A)
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(2)
Lateral Deviation Display The PFD displays lateral deviation in the center of the heading compass display. The white lateral deviation scale indicates course deviation for VOR/LOC navigation, as well as desired track deviation for FMS navigation. At the center of the deviation scale is the aircraft symbol. The aircraft symbol represents the aircrafts actual position relative to the selected course. The deviation scale has two white circles (referred to as dots) spaced evenly on both sides of the aircraft symbol, and positioned perpendicular to the course select/desired track pointer. The entire scale is displayed at all times for full heading compass and partial heading compass displays. The pointer indicates a "fly to" condition, and the deviation scale rotates with the pointer. The lateral deviation scale contains a deviation bar which represents the centerline of the selected VOR or localizer course. Increasing values of lateral deviation or desired track cause the bar to move right. Decreasing values of course deviation or desired track cause the bar to move left. The PFD removes the lateral deviation bar when heading is invalid for any selected navigation source. (a) VOR Lateral Deviation When the selected navigation source is VOR, the deviation bar is driven based on the data in Table 2-1-21. The deviation bar is displayed in the same color as the course/desired track readout. Beyond the second scale dot, the deviation bar continues to move for inputs up to 12, but at a reduced sensitivity. For an invalid course deviation, the PFD removes the deviation bar and draws a red X through the center of the lateral deviation scale. Table 2-1-21. VOR Lateral Deviation Scale Bar Position VOR Computed Deviation (Course - VOR Bearing) -10 -5 0 +5 +10
2nd Dot right 1st Dot right Zero Index 1st Dot left 2nd Dot left
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(b)
Localizer Lateral Deviation When the selected navigation source is an ILS, the deviation bar is driven based on the data in Table 2-1-22. The deviation bar is displayed in the same color as the course/desired track readout and pointer. Beyond the second scale dot, the deviation bar continues to move for inputs up to 185 A, but at a reduced sensitivity. For invalid localizer deviation, the PFD removes the deviation bar and draws a red X through the center of the lateral deviation scale. Table 2-1-22. Localizer Deviation Scale Bar Position 2nd Dot right 1st Dot right Zero Index 1st Dot left 2nd Dot left Localizer Deviation (A/ddm) +150/0.155 +75/0.0775 0/0 -75/-0.0775 -150/-0.155
(c)
Excessive Lateral Deviation (LOC) The excessive deviation monitor activates when a CAT2 condition is met. When the excessive deviation monitor trips, the lateral deviation bar turns amber and flashes to alert to the pilot or copilot.
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(d)
FMS Lateral Deviation When the selected navigation source is an FMS, the PFD displays the cross-track deviation scale and bar. The deviation bar is positioned perpendicular to the deviation scale. The deviation bar is driven by the lateral scale factor from the FMS when the scale factor equation is valid. The deviation bar is driven based on data in Table 2-1-23 when the scale factor equation is invalid and the GPS mode from the FMS is valid. The deviation bar is driven based on data in Table 2-1-24 if both the scale factor equation and GPS mode are invalid. The deviation bar is displayed in the same color as the course/desired track readout and pointer. For an invalid cross-track deviation, the PFD removes the deviation bar and draws a red X through the center of the lateral deviation scale. The PFD only removes the deviation bar for an invalid heading. Table 2-1-23. FMS Lateral Deviation Scale (GPS Valid) Bar Position GPS Approach Cross-Track Deviation (NM) (GPS Mode = Approach) -0.3 -0.15 0 +0.15 +0.3 GPS Terminal Area Cross-Track Deviation (NM) (GPS Mode = Terminal Area) -1.0 -0.5 0 +0.5 +1.0 Enroute Cross-Track Deviation (NM) (GPS Mode = Enroute) -5.0 -2.5 0 +2.5 +5.0
2nd Dot Right 1st Dot Right Zero Index 1st Dot Left 2nd Dot Left
Table 2-1-24. FMS Lateral Deviation Scale (GPS Invalid) Pointer Position FMS Approach Vertical Deviation (feet) (FMS Scaling = Approach) -1.0 -0.5 0 +0.5 +1.0 Enroute Vertical Deviation (feet) (FMS Scaling = Enroute) -5.0 -2.5 0 +2.5 +5.0
2nd Dot Right 1st Dot Right Zero Index 1st Dot Left 2nd Dot Left
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(3)
To/From Pointer The PFD displays the white To/From pointer near the head or tail of the lateral deviation bar in the HSI display. The pointer indicates whether the aircraft is flying to or from a VOR station or waypoint, depending on the selected navigation mode. The pointer rotates with the course select/desired track pointer. (a) VOR To/From Indications When the selected navigation source is a VOR, the PFD displays the To/From pointer based on the information listed in Table 2-1-25. The PFD removes the pointer for invalid to/from data. Table 2-1-25. VOR To/From Indications Position To From Not Displayed VOR Bearing Selected Course Less than or equal to 88 Greater than or equal to 92 Between 88 and 92
(b)
FMS To/From Indications When the selected navigation source is a FMS, the PFD displays the To/From pointer based on information listed in Table 2-1-26. The PFD removes the pointer from the display for invalid to/from data. Table 2-1-26. FMS To/From Indications Position To From Not Displayed LRN Input To/From = To To/From = From To/From = Neither To nor From
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(4)
Course Select/Desired Track Display The PFD displays course select information when the selected navigation source is an SRN source. The pilot or copilot uses the course set knob on the GC-550 Guidance Control Unit to control the course selection. The PFD displays desired track information when the selected navigation source is FMS. The FMS provides the desired track information which can not be selected by the pilot or copilot. The PFD displays course select and desired track in a shared digital readout, and as a pointer. Increasing values of course select or desired track cause an increase in the readout value and a clockwise movement of the pointer. The N cardinal on the heading compass is the 360-degree position for course select and desired track. (a) Course Select Readout (VOR, ILS) The course select digital readout has a range from 001 to 360 with a resolution of one degree. The readout digits are displayed in yellow when the navigation source is a VOR, or in green when the navigation source is an ILS. A CRS label annunciates the digital readout when course select is set. The CRS label is displayed in the same color as the digital readout. The digital readout slews to the current navigation source bearing when the course knob on the GC-550 Guidance Control Unit is pushed and the navigation source is an SRN. For an invalid course select, three amber dashes (---) replace the readout digits. (b) Desired Track Readout (FMS) The desired track digital readout has a range from 001 to 360 with a resolution of one degree. The readout digits are displayed in magenta. A magenta DTK label annunciates the digital readout. For an invalid desired track, three amber dashes (---) replace the readout digits. (c) Course Select/Desired Track Pointer (VOR/ILS/FMS) The pilot or copilot uses the course knob on the GC-550 Guidance Control Unit to position the pointer to a magnetic bearing that coincides with the desired VOR radial or localizer course. The pointer rotates around the stationary aircraft symbol to provide a continuous readout of course error to the IAC flight director. The pointer is displayed in the same color as the course/desired track readout. The PFD displays the entire pointer when the full heading compass display is selected. Portions of the pointer may be out of view when the partial heading compass display is selected. The pointer slews to the current navigation source bearing when the course knob on the GC-550 Guidance Control Unit is pushed and the navigation source is an SRN.
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The PFD removes the pointer for the following conditions: (5) Drift Bug The PFD positions the magenta drift bug on the outer edge of the compass arc. The bug moves around the compass perimeter to represent the angular difference between FMS computed track and actual aircraft track. Increasing values of drift cause a clockwise rotation of the bug. The range of the drift bug is as follows: The drift bug has a display range of 180 for the full heading compass display The drift bug has a display range of 45 for the partial heading compass display. The selected navigation source is an SRN and course select is invalid The selected navigation source is an FMS and the desired track is invalid.
The PFD removes the drift bug for an invalid drift angle or an invalid heading. (6) Bearing Pointers and Source Identifiers The PFD presents bearing information as two independent pointers on the HSI display. The bearing source select knobs on the on-side DC-550 Display Controller control the position of the pointers. The VOR and FMS bearing pointers are card referenced. The ADF bearing pointers are case referenced. Increasing values of bearing cause clockwise movement of the bearing pointers. The bearing select data defaults to VOR1 on the left side and VOR2 on the right side when the display controller is invalid. (a) Bearing Pointer No. 1 The PFD displays bearing pointer No. 1 as two single, cyan bars separated by the length of the lateral deviation bar, and extending through the center of the aircraft symbol. A circle symbol is drawn below the head of the pointer. The bearing pointer points to the current bearing position. The bearing pointer rotates around the center of the aircraft symbol with 360 degrees of motion. The entire bearing pointer is in view on the full heading compass display. On the partial heading compass display, only one of the two bars is visible at a given time. The PFD removes the pointer from the display if the bearing source select knob on the DC-550 Display Controller is set to off. The PFD also removes the pointer from the display if the bearing source is VOR and the radio frequency is TTL. For an invalid bearing, the PFD removes the bearing pointer from the display. If the pilots display controller is invalid, then the bearing pointer on the pilots PFD defaults to VOR1. If the copilots display controller is invalid, then the bearing pointer is removed from the copilots PFD.
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(b)
Bearing Pointer No. 2 The PFD displays bearing pointer No. 2 as a double set of white parallel bars, separated vertically by the length of the lateral deviation bar and laterally by the width of the diamond symbol. The diamond symbol is drawn below the head of the pointer. A long tick mark extending from the diamond points to the current bearing position. A T-shaped tick mark at the base of the parallel bars points to the reciprocal of the current bearing. The bearing pointer rotates around the center of the aircraft symbol with 360 degrees of motion. The entire bearing pointer is in view on the full heading compass display. On the partial heading compass display, only one of the two sets of bars is visible at a given time. The PFD removes the pointer from the display if the bearing source select knob on the DC-550 Display Controller is set to off. The PFD also removes the pointer from the display if the bearing source is VOR and the radio frequency is TTL. For an invalid bearing, the PFD removes the bearing pointer from the display. If the copilots display controller is invalid, then the bearing pointer on the copilots PFD defaults to VOR2. If the pilots display controller is invalid, then the bearing pointer is removed from the pilots PFD.
(c)
Bearing No. 1 Source Identifier The PFD display a circle to the left of the bearing source No. 1 identifier field. The identifier field displays the currently selected bearing source for bearing pointer No. 1. The circle and bearing source identifier are displayed in cyan. Bearing source identifiers are listed in Table 2-1-27. The PFD removes the bearing source identifier and circle if the bearing source select knob on the DC-550 Display Controller is set to off. Table 2-1-27. Bearing Source No. 1 Identifier Bearing Source Knob Selection OFF NAV1 ADF * ADF if single installation Bearing Source Identifier No Identifier VOR1 ADF1* Aircraft Reference N/A Card Case
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(d)
Bearing No. 2 Source Identifier The PFD displays a diamond the left of the bearing source No. 2 identifier field. The identifier field displays the currently selected bearing source for bearing pointer No. 2. The diamond and bearing source identifier are displayed in white. Bearing source identifiers are listed in Table 2-1-28. The PFD removes the bearing source identifier and diamond if the bearing source select knob on the DC-550 Display Controller is set to off. Table 2-1-28. Bearing Source No. 2 Identifier Bearing Source Knob Selection OFF NAV2 ADF * ADF if single installation Bearing Source Identifier No Identifier VOR2 ADF2* Aircraft Reference N/A Card Case
(7)
Distance Readout The PFD displays the distance readout to the left of the heading compass display. The readout displays the distance to a navigation source station for SRN sources, or the distance to a waypoint for FMS sources. Distances are shown in nautical miles along with a white NM annunciation. The PFD replaces the NM annunciation with an amber H annunciation when DME hold is active. The DME hold mode is selected through the radio management unit. For an invalid DME hold annunciation, the PFD removes the H annunciation from the display. (a) Distance Readout (SRN) The distance readout range is from 0.0 to 399.9 NM for an SRN navigation source. Resolution is in 0.1 NM increments from 0 to 100 NM, and in 1.0 NM increments for distances greater than 100 NM. The readout digits are displayed in green. For invalid DME distances, three amber dashes (---) replace the readout digits. (b) Distance Readout (FMS) The distance readout range is from 0.0 to 4095 NM. Resolution is in 0.1 NM increments for distance values less than 100 NM, and in 1 NM increments for distance values greater than 100 NM. The readout digits are displayed in magenta. for invalid FMS distances, three amber dashes (---) replace the readout digits.
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(8)
Distance Identifier (FMS) When FMS is the selected navigation source, the PFD displays a magenta distance identifier that represents the TO waypoint. The PFD removes an invalid TO waypoint identifier from the display.
(9)
Time-To-Go Readout The PFD displays the time-to-go (TTG) in a digital readout that shares the same location as the ground speed and elapsed time digital readouts. Time is displayed in minutes rounded to the nearest minute. The readout range is from 0 to 399 minutes if the selected navigation sources is an SRN, and 0 to 512 minutes if the selected navigation sources is an FMS. The readout resolution is one minute. A white TTG label annunciates the readout. The readout digits are displayed in green if the on-side SRN is the navigation source, and in yellow if the cross-side SRN is the navigation source. The readout digits are displayed in magenta if the FMS is the navigation source. A white MIN label is displayed next to the readout digits. For invalid time-to-go data, three amber dashes (---) replace the readout digits.
(10)
Ground Speed Readout The PFD displays the ground speed (GSDP) in a digital readout that shares the same location as the time-to-go and elapsed time digital readouts.. Ground speed is displayed in knots rounded to the nearest knot. The readout range is 0 to 999 knots if the selected navigation sources is an SRN, and 0 to 4095 knots if the selected navigation source is an FMS. The display resolution is one knot. A white GSPD label annunciates the readout. The readout digits are displayed in green if the on-side SRN is the navigation source, and in yellow if the cross-side SRN is the navigation source. The readout digits are displayed in magenta if the FMS is the navigation source. A white KTS label is displayed next to the readout digits. For an invalid ground speed, three amber dashes (---) replace the readout digits.
(11)
Elapsed Time Readout Elapsed time is computed using an internal time base. The PFD displays elapsed time in a digital readout that shares the same location as the time-to-go and ground speed readouts. The readout range is from 0:0 (minutes:seconds) to 9:59 (hours:minutes). Leading zeros are displayed for values less than 10. A white ET label annunciates the readout. The ET pushbutton on the DC-550 Display Controller allows the pilot or copilot to display the elapsed time. The ET pushbutton is also used to reset the elapsed time readout. When elapsed time is less than one hour, the readout format is MM:SS, where MM represents elapsed minutes and SS represents elapsed seconds. When elapsed time is greater than one hour, the readout format is HH:MM, where HH represents elapsed hours and MM represents elapsed minutes. The PFD removes the elapsed time readout if the display controller is invalid.
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(12)
Wind Display The FMS provides the wind display information. The PFD then displays the wind speed in a digital readout and the wind angle as an arrow. The readout and arrow are displayed to the left of the heading compass scale, just below the distance readout. The wind display is provided for both SRN and LRN modes. (a) Wind Speed Readout The PFD positions the wind speed readout to the left of the wind angle arrow. Wind speed is displayed in knots. The readout has a range from one knot to 255 knots with a resolution of one knot. The readout digits are displayed in magenta. The PFD removes the wind speed readout for an invalid wind speed, or when the wind speed readout indicates 0 knots. (b) Wind Angle Arrow The PFD positions the magenta wind angle arrow to the right of the wind speed readout. The wind angle is given in degrees. An increasing wind angle causes a clockwise rotation of the arrow. The arrow rotates about its center with 360 degrees of motion. The wind angle arrow is displayed in magenta. The PFD removes the wind angle arrow for an invalid wind speed, or when the wind speed readout indicates 0 knots.
(13)
Weather Radar Display The pilot or copilot uses the FULL/WX pushbutton on the DC-550 Display Controller to select the weather radar display for the PFD. The weather radar (WX) display is case-referenced. The WX receiver/transmitter provides information on two control buses, a serial control interface (SCI) to the IAC and a WX video interface bus to the PFD. The SCI bus contains the WX modes and control information needed to provide status indications about the weather radar receiver/transmitter on the PFD. The WX video interface bus provides the WX video data for display on the PFD. Figure 2-1-18 shows the partial compass display with weather radar data. (a) WX Half-Range Ring When the WX video data is selected for display, the PFD draws a white 45 degree arc on the partial heading compass display. This arc represents the WX half-range ring, and is positioned halfway between the aircraft symbol and the compass card boundary. The digital half-range value is centered below the right edge of the half-range ring. The pilot or copilot selects the weather radar range using the control knob on the weather radar controller. The weather radar range is limited to 5 NM through 1,000 NM. The weather radar range defaults to 50 NM for an invalid weather radar control bus. If the weather radar range is invalid, it defaults to 100 NM (50 NM on the half-range ring). Table 2-1-29 lists the available weather radar ranges that can be selected.
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Table 2-1-29. Weather Radar Ranges Weather Radar Selection (NM) 5.0 10.0 25.0 50.0 100.0 200.0 300.0 500.0* 1,000.0* * Flight plan mode on WX controller selected (b) WX Video Data The PFD displays the WX video data in a 120 pattern if sector scan has not been selected on the weather radar controller. If sector scan has been selected, the PFD displays WX video data in a 60 pattern. The 60 scan is further identified by two white azimuth marks on the half-range ring at 30 degrees to either side of an imaginary line running through the center of the aircraft symbol. Table 2-1-30 specifies the display colors for weather radar and ground map returns. Table 2-1-30. Color Codes for Weather Radar Data Return Level 0 Level 1 Level 2 Level 3 Level 4 REACT Turbulence WX Mode Black Green Yellow Red Magenta Cyan White GMAP Mode Black Cyan Yellow Magenta Black (N/A) Black (N/A) Black (N/A) Half-Range Ring Displayed Range (NM) 2.5 5 12.5 25 50 100 150 250 500
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260
280
LOC
HDG AP
20
IAS YD
20
GS
145 00
FMS 260
10 10
14500
240
235 9 220
10 20 10 20
1 245
20
143 00
80
200 .410 M 359 DTK FMS KDVT 12.5H DR 25 VOR1 ADF2 HDG 001
350 MAG2
360
29.92 IN
3000
3 N
33
2 1 0 1000
WX 3.5 TGT
50
1 2
GSPD 245KTS
WX MODE ANNUNCIATOR
WX VIDEO DISPLAY
WX WARNING ANNUNCIATOR
WX TILT ANGLE READOUT
WX HALF-RANGE RING
AD-51193@
Figure 2-1-18. Partial Heading Compass Display With Weather Radar Data
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A weather radar fault by itself does not remove or prevent weather radar returns. If the PFD is not receiving weather radar data, it erases the weather radar display. The PFD also removes the weather radar display for an invalid weather radar control bus or an invalid weather radar range. The PFD clears the weather radar display for range changes, transitions into 60 scan, and on transitions into or out of a system test or the GMAP mode. (c) WX Mode Annunciator The WX mode annunciator is centered below the left edge of the half-range ring. The PFD displays WX mode annunciations only when the weather radar display is selected. Table 2-1-31 lists the WX mode annunciations and their corresponding display colors. Table 2-1-31. PFD WX Mode Annunciations Annunciation Color CR/R Green Mode Description Normal weather radar mode with GCR and RCT Test mode and faults Flight plan mode Forced standby mode (WOW) Normal weather radar mode with ground clutter rejection (GCR) Ground map mode Normal weather radar mode with REACT Weather radar with REACT and turbulence Normal standby mode Test mode and no faults Power-up mode for approximately one minute Normal weather radar mode Invalid weather radar or invalid weather radar control bus Normal weather radar with turbulence
FAIL FPLN FSBY GCR
Amber Green Green Green
GMAP RCT R/T STBY TEST WAIT
Green Green Green Green Green Green
WX WX
Green Amber
WX/T
Green
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(d)
WX Tilt Angle Readout The PFD displays the WX tilt angle readout only when the weather radar display is selected. The readout range is -16 to +15 with a resolution of one degree. The PFD displays a plus (+) sign in front of positive values, and a minus (-) sign in front of negative values. A degree symbol () is displayed with the tilt angle value if auto-tilt is not active. If auto-tilt (a WU-870 receiver/transmitter feature) is active, an A is displayed in place of the degree symbol. The readout digits are displayed in green. A WX fault in a non-test mode does not cause the PFD to remove or disable the tilt angle readout. The PFD removes the tilt angle readout when the WX test mode is selected and faults are detected. The PFD also removes the tilt angle readout for an invalid weather radar control bus or an invalid tilt angle.
(e)
WX Warning Annunciator The PFD displays WX warning annunciations if the standby modes are not selected and the appropriate warning is selected via the weather radar controller. The target alert annunciation has priority over the variable gain annunciation. For an invalid weather radar control bus, the PFD removes any currently displayed WX warning annunciation. Table 2-1-32 lists the WX warning annunciations. Table 2-1-32. WX Warning Annunciations Annunciation Color VAR TGT TGT Amber Green Amber Description Variable Gain Target Alert Enable Target Alert enabled and Level 3 WX return detected in forward 15 of antenna scan
(f)
WX Fault Codes The PFD removes the WX tilt angle when the WX test mode is selected and faults are detected. Instead, the PFD displays fault codes in the WX tilt angle readout area. The WX receiver/transmitter sends the fault codes to the PFD for display. The fault codes are displayed in amber.
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E.
PFD Air Data Display Operation

The PFD displays air data information in three prime viewing areas. Air data information includes barometric altitude, indicated airspeed, and vertical speed. (1) Altitude Display The PFD presents the aircrafts barometric altitude indication as a vertical altitude tape display. The altitude tape display has chevrons positioned at 500 feet and 1,000 feet increments to indicate the climb or descent rate to the pilot or copilot. The altitude tape display also has a rolling digital readout for accurate interpretation of the barometric altitude. In addition, the altitude display has an altitude trend vector, an altitude preselect readout, an altitude preselect bug, and a barometric correction readout. Figure 2-1-19 shows the PFD altitude display format. The AZ-850 MADC provides the inputs for the barometric altitude, altitude rate, and barometric correction. The flight director function provides the input for altitude select. (a) Altitude Scale and Altitude Tape The altitude scale and altitude tape provide a trend indication of the aircrafts current barometric altitude. The PFD displays the altitude tape as a vertically-oriented rectangle with gray shading. White tick marks representing the scale are displayed at 100-feet increments on the inside-left edge of the altitude tape. White, single line chevrons are present within the altitude tape in 500 foot increments. White, double line chevrons are present within the altitude tape in 1,000 foot increments. A vertical line connects the chevrons. White digits are centered and left-justified within the chevrons at 500 foot increments. A white box outlining the rolling altitude digital readout is centered within the altitude tape. The altitude tape moves vertically behind the digital readout, and displays barometric altitude 550 feet from the current altitude. The altitude tape can display altitudes from -1,000 feet to +60,000 feet, with larger numbers displayed at the top of the tape. Increasing values of barometric altitude cause downward movement of the altitude tape. For invalid barometric altitudes, the PFD removes the readout digits, and the tick marks and chevrons on the altitude tape. The PFD also draws a red X over the altitude tape and scale.
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(b)
Altitude Rolling Digital Readout A rolling digital readout of current barometric altitude is centered within the altitude tape. The readout can display altitudes from -1,000 to +60,000 feet. Display resolution is 20 feet with additional resolution provided by rolling the digits. Altitude values between 0 and 10,000 feet have a hashed box in the ten-thousands position. This box serves as a place holder. Negative numbers have a right-justified minus sign (-). The readout digits are displayed in green.
ALTITUDE SELECT DIGITAL READOUT ALTITUDE SCALE AND TAPE 500 FOOT CHEVRON ALTITUDE SELECT BUG ALTITUDE ROLLING DIGITAL READOUT 1000 FOOT CHEVRON 29.92 IN BARO SET DIGITAL READOUT
145 00
14500 ALTITUDE TREND VECTOR
20
143 00
80
14000
NOTE: THE DISPLAY SHOWN MAY NOT REPRESENT AD-51194@ ACTUAL FLIGHT CONDITIONS
Figure 2-1-19. PFD Altitude Display (c) Altitude Trend Vector The magenta altitude trend vector provides an indication of the altitude rate. The input is scaled so that the altitude trend vector represents the altitude that the aircraft should attain in six seconds if the current altitude rate (vertical speed) is maintained. The PFD displays the altitude trend vector at the vertical center of the altitude tape, outside the left edge of the altitude tape outline. For an invalid altitude rate, the PFD removes the altitude trend vector from the display. (d) Altitude Select Digital Readout The PFD displays the altitude select digital readout at the top of the altitude tape. The readout has a range from -900 to +51,000 feet, with a display resolution in 100 feet increments. A white box outlines the readout digits which are displayed in cyan for normal conditions. The box and readout digits change to amber for alert conditions. For an invalid altitude select, five amber dashes (-----) replace the readout digits.
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(e)
Altitude Select Bug The PFD displays the cyan altitude select bug on the left edge of the altitude tape. The bug moves vertically along the tape in 100 foot increments. The bug is limited to 550 feet when the altitude tape displays a barometric altitude 550 feet from the current altitude. The portion of the bug past the 550 foot limit is masked. For an invalid altitude select, the PFD removes the bug from the display.
(f)
Altitude Alert The master flight director controls the altitude alert annunciation. Alert annunciations consist of an audio output, visual indications, and a color change to the altitude select digital readout. As the aircraft approaches within 1,000 feet of the selected altitude, the readout changes colors until the aircraft is within 250 feet of the selected altitude. The outline box around the readout and the readout digits change colors as follows to provide an altitude alert warning to the pilot or copilot. Color White (box) Green (digits) Amber Alert State Normal Alert
(g)
Baro Set Digital Readout The PFD displays the baro set digital readout at the bottom of the altitude tape. The readout can display both inches of mercury and HectoPascals. The pilot or copilot uses the BARO knob on the PFD bezel controller to set the barometric correction value in the readout. Pushing the IN/HPA button on the bezel controller toggles the readout between inches of mercury and HectoPascals. Table 2-1-33 specifies the range and resolution of the digital readout. The readout digits are displayed in cyan along with a white IN or HP label to indicate inches of mercury (IN) or HectoPascals (HP). Increasing values of barometric correction cause a decrease in the barometric altitude readout. For an invalid barometric correction, four amber dashes (--.--) replace the readout digits if inches of mercury are selected, or three amber dashes (---) replace the digits if HectoPascals are selected. Table 2-1-33. Barometric Correction Range and Resolution Selected Units Inches of Mercury HectoPascals Range 16.00 to 32.00 541 to 1083 Resolution 0.01 1 Units Label IN HPA
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(2)
Airspeed Display The PFD presents the aircrafts airspeed indication as a vertical tape display. The vertical tape display provides a scrolling tape and digital readout for accurate interpretation of airspeed. In addition, the airspeed display has an airspeed trend vector, a selected airspeed digital readout and bug, overspeed indications, Vspeed bugs, an IAS/Mach digital readout, and Vspeed digital readouts. Figure 2-1-20 shows the PFD airspeed display format. The AZ-850 MADC provides the inputs for calibrated airspeed, Mach, Vmo, and Mmo. The flight director function provides the input for the selected airspeed. The inputs for V1 (critical engine failure speed), V2 (takeoff climb speed), and VR (rotation speed) are derived from the MFD bezel controller through the DC-550 Display Controller. The stall warning computer provides an angle of attack (normalized) input through the DA-800 DAU. (a) Airspeed Scale and Airspeed Tape The airspeed scale and tape provide a trend indication of the aircrafts indicated airspeed (IAS). The altitude tape is displayed as a vertically-oriented rectangle with gray shading. White tick marks representing the scale are shown at 10-knot increments on the inside-right edge of the airspeed tape. Digits are right-justified next to the tick marks at 20-knot increments, starting at 40 knots. A T-shaped box, centered within the airspeed tape, surrounds the rolling digital readout of current airspeed. The airspeed tape moves vertically behind the rolling digital readout, and displays airspeed 42 knots from the current airspeed. The airspeed tape displays airspeeds from 40 knots to 450 knots, with larger numbers displayed at the top of the tape. The airspeed tape parks at 40 knots and 450 knots for airspeeds below 40 knots and above 450 knots, respectively. For an invalid indicated airspeed, the PFD removes the readout digits, and the tick marks and chevrons on the airspeed tape. The PFD also draws a red X over the airspeed tape and scale. (b) Airspeed Rolling Digital Readout A rolling digital readout of airspeed is located within the T-shaped box centered within the tape proper. The digits are shown with the ones position represented by rolling digits. The readout displays airspeeds from 40 to 400 knots, with a resolution of one knot. Additional resolution is provided by rolling the ones digits. Increasing values in the readout indicate a greater airspeed and cause the ones digit to roll downward. The readout digits are displayed in green for normal airspeeds. The readout digits are displayed in amber if the trend vector exceeds Vmo. The readout digits are displayed in red if the airspeed is equal or greater than Vmo.
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AIRSPEED SCALE AND TAPE AIRSPEED ROLLING DIGITAL READOUT
160
80
VMO/MMO INDICATOR
260
280
60
1 55
40
35 9
135 2 125 R 120 1
LOW AIRSPEED AWARENESS INDICATOR AOA ANNUNCIATOR
260
240
235 9 220 2 R 1 A O A
1 245
VSPEED DIGITAL READOUTS
200
.410 M
.410 M
AIRSPEED REFERENCE DIGITAL READOUT AIRSPEED REFERENCE BUG ACCELERATION TREND VECTOR
260
280
260
240
235 9 220 V2 SET BUG VR SET BUG V1 SET BUG AP SET BUG MACH DIGITAL READOUT 2 R 1 L
1 245
200 .410 M
AD-51195@
Figure 2-1-20. PFD Airspeed Display
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(c)
Airspeed Reference Digital Readout The PFD displays the airspeed reference in a digital readout above the airspeed tape. A white box outlines the readout. The readout, along with the airspeed reference bug, provides a full time display for the pilot independent of the flight director mode. However, a selected airspeed reference can only be set when the speed mode is engaged in either flight director. The readout range is 80 knots to Vmo knots with a resolution of 1 knot when IAS is the selected speed mode. The readout range is 0.20 Mach to Mmo with a resolution of 0.01 Mach when Mach is the selected speed mode. The SPD control knob on the GC-550 Guidance Control Unit controls the airspeed reference digital readouts and reference bugs on each PFD. Clockwise knob rotation changes the readout digits in one knot increments for IAS, or 0.1 increments for Mach. Counter-clockwise knob rotation changes the readout digits in one knot decrements for IAS, or 0.1 decrements for Mach. The knob is also an integral pushbutton (PUSH IAS/M) which toggles the readout between IAS and Mach when pushed. A cyan M follows the readout digits when Mach is the selected speed mode. The readout digits are displayed in cyan for normal conditions. If the aircraft speed exceeds Vmo, the readout digits are displayed in red. If the airspeed trend vector exceeds Vmo, the readout digits are displayed in amber. For an invalid selected airspeed, three amber dashes (---) replace the readout digits when the selected speed mode is IAS. When the selected speed mode is Mach, two amber dashes (--M) replace the readout digits for an invalid selected Mach.
(d)
Airspeed Reference Bug The PFD positions the cyan airspeed reference bug on the right edge of the airspeed tape. The bug moves vertically along the airspeed tape with each one knot increment in IAS or 0.01 increment in Mach as selected airspeed changes. The bug is limited to 42 knots or 0.107 Mach from the currently displayed airspeed value. If the selected airspeed reference is set to a value outside the display range of the airspeed tape, the bug parks itself at the end of the tape, half visible. The PFD removes the bug for an invalid selected airspeed, regardless of whether IAS or Mach is the selected speed mode.
(e)
Acceleration Trend Vector The magenta acceleration trend vector provides an indication of the acceleration direction. The input is scaled so that the trend vector represents the airspeed that the aircraft would attain in 10 seconds if the current aircraft acceleration is maintained. The trend vector is displayed at the vertical center of the airspeed tape, outside the right edge of the airspeed tape outline. The maximum movement of the trend vector is 42 knots from the present airspeed. The trend vector is inhibited on the ground during the takeoff phase. For an invalid airspeed, the PFD removes the trend vector from the display format.
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(f)
Vmo/Mmo Indicator The Vmo/Mmo indicator provides an indication of overspeed conditions. The PFD displays the Vmo/Mmo indicator as a red bar inside the airspeed tape. The bar extends from the Vmo/Mmo tape position to the top of the tape. If the aircraft speed exceeds Vmo or Mmo, the digits in the airspeed reference digital readout and Mach digital readout are displayed in red. If the airspeed trend vector exceeds Vmo or Mmo, amber digits are displayed in both readouts. For an invalid airspeed or Vmo, the PFD removes the Vmo/Mmo indicator from the display format.
(g)
Low Airspeed Awareness Indicator The low speed awareness represents the aircraft stall speed. The stall speed is calculated as a function of the angle of attack (AOA) provided by the stall warning computer via the DAU. The PFD displays the low airspeed awareness indicator as a red, amber, and white thermometer located inside the airspeed tape, against the right-hand edge. The white band (top) extends from 1.13 to 1.23 times Vstall. The amber band (middle) extends from 1.0 to 1.13 times Vstall. The red band (bottom) extends from 1.0 times Vstall to the bottom of the airspeed tape. The PFD removes the low speed awareness indicator from the display when weight on wheels indicates an on ground status. The PFD also removes the low speed awareness indicator for an invalid indicated airspeed or angle of attack. For an invalid angle of attack or indicated airspeed, the PFD displays an amber AOA annunciation next to the airspeed tape.
(h)
Vspeed Set Bugs Three Vspeed set bugs can be displayed on the airspeed scale and set through the MFD bezel controller. These bugs allow the pilot or copilot to visually monitor key airspeed references (Vspeeds), which are further defined as V1, VR, and V2. The magenta V1 bug is the decision speed reference bug. The cyan VR bug is the rotation speed reference bug. The white V2 bug is the safety speed reference bug. The Vspeed bugs move vertically with respect to the airspeed tape. When a Vspeed bug set value is within 42 knots of the current IAS, the bug is displayed at the airspeed scale position on the perimeter of the airspeed tape. The bug is not visible if the Vspeed bug set value is not within 42 knots. The PFD removes the Vspeed bugs from the display if they are currently being displayed and the airspeed increases beyond 230 knots. The PFD also removes the Vspeed bugs from the display for an invalid airspeed or invalid Vspeeds.
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(i)
Vspeed Digital Readouts Along with the Vspeed bugs, the PFD displays a digital readout of each reference speed in the lower half of the airspeed tape. The readout digits are displayed in the same color as the corresponding Vspeed bug which is positioned to the right of the readout. The PFD positions the readouts in ascending order (V1, VR, V2), starting at the bottom of the airspeed tape. On power-up, the digital readout displays three amber dashes (---). The dashes change to digits when the respective Vspeed is set by the MFD bezel controller. The PFD removes the Vspeed readouts from the format for an invalid airspeed. The PFD removes the readouts from the display when the airspeed increases to a value where the first set bug is visible on the airspeed tape. For invalid Vspeeds, three amber dashes (---) replace the readouts digits.
(j)
Mach Digital Readout The PFD displays a digital readout of Mach below the airspeed tape. The readout has a range from 0.050 to 1.000 Mach with a resolution of 0.001 Mach. A white M is displayed to the right of the readout value. Hysteresis is applied to the Mach value such that the Mach readout is displayed when an increasing Mach number exceeds 0.45. The Mach readout remains displayed until the Mach value drops below 0.05, at which time the readout is removed. The readout digits are displayed in green for normal conditions. If the aircraft speed exceeds Mmo, the readout digits are displayed in red. If the airspeed trend vector exceeds Mmo, the readout digits are displayed in amber. For an invalid selected Mach, three amber dashes (---) replace the readout digits when the selected speed mode is Mach.
(3)
Vertical Speed Display The PFD presents the aircrafts vertical speed as an analog arc display. The arc display includes a vertical speed scale with a dynamic pointer, a digital readout, and a vertical speed reference digital readout and bug. The MADC provides the input for the altitude rate. The flight director function provides the input for the vertical speed reference data. Increasing positive values of vertical speed indicate a climb. Figure 2-1-21 shows the PFD vertical speed display. (a) Vertical Speed Scale and Pointer The vertical speed scale and pointer provide an analog indication of the aircrafts vertical speed. The scale is displayed as a white 134 arc with digits representing thousands of feet per minute of vertical speed displayed at the following scale positions: 0, 1,000, 2,000, and 3,000. Only the thousands position of each digit is displayed. The scale is non-linear to provide increased resolution around zero vertical speed.
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Tick marks representing 500 feet per minute increments are displayed on the arc from -3,000 to +3,000 feet per minute. A small tick mark identifies the 500 feet per minute positions. A large tick mark identifies the 1,000, 2,000, and 3,000 feet per minute positions. A pointer is continuously displayed on the vertical speed scale to indicate the vertical speed of the aircraft. Pointer movement is non-linear; greater resolution is provided for vertical speeds between 1,000 feet/minute. Display resolution is highest between 1,000 feet/minute, and lowest outside of 3,000 feet/minute. For vertical speeds less than -8,100 feet/minute or greater than +8,100 feet/minute, the pointer is pegged at the corresponding negative or positive 8,100 feet/minute position (endpoints of the scale). The pointer is displayed in green for normal vertical speed conditions, and in red for alert conditions. For an invalid vertical speed, the PFD displays the vertical speed scale as follows: The pointer is removed from the display A box is displayed vertically in the center of the scale with red letters VS centered in the box.
3000
VERTICAL SPEED REFERENCE DIGITAL READOUT VERTICAL SPEED REFERENCE BUG
3 2 1 0 1 2 3 1000
VERTICAL SPEED SCALE AND POINTER VERTICAL SPEED DIGITAL READOUT

AD-51196@
Figure 2-1-21. PFD Vertical Speed Display
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(b)
Vertical Speed Digital Readout The PFD displays a digital readout of the actual vertical speed in the center of the vertical speed scale. The readout range is from -9,999 to +9,999 feet/minute with a resolution of 50 feet/minute. The PFD removes the readout from the display for vertical speeds between -550 feet/minute and +550 feet/minute. The readout digits are displayed in green for normal vertical speed conditions, and in red for alert conditions.
(c)
Vertical Speed Reference Digital Readout The PFD displays the vertical speed reference digital readout above the vertical speed scale when the vertical speed mode is engaged in the flight director. A white box outlines the readout. The readout has a range from -6,000 feet per minute to +6,000 feet per minute, with a display resolution of 100 feet per minute. The readout digits are displayed in cyan. The pilot or copilot uses the SPD knob on the GC-550 Guidance Control Unit to select a vertical speed reference. A master/slave condition exists such that the master IAC drives both the pilots and copilots vertical speed reference readout. If neither flight director is engaged in the vertical speed mode, the PFD removes the vertical speed reference readout and reference bug from both PFDs. The PFD also removes the vertical speed reference digital readout for an invalid vertical speed reference.
(d)
Vertical Speed Reference Bug The PFD displays the cyan vertical speed reference bug when the vertical speed mode is engaged in the flight director. The bug is positioned along the inside edge of the vertical speed scale. The bug travels from -6,000 feet per minute to +6,000 feet per minute in 100 feet per minute increments. For an invalid vertical speed reference, the PFD removes the reference bug.
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F.
PFD TCAS Display Operation

This section defines the symbology (resolution advisories, traffic, and annunciations) that is used on the PFD for the Traffic Alert and Collision Avoidance System (TCAS). Data is received from the TCAS computer via a high speed ARINC 429 input bus. Figure 2-1-22 shows the TCAS symbology and annunciations that are displayed on the PFD. The PFD displays TCAS resolution advisories (RA) and general TCAS operating modes and failure annunciations. An RA is a display indication given to the pilot recommending or prohibiting a maneuver to hazardously close encounters with an intruding aircraft. There are two types of RAs: corrective and preventative. A corrective RA instructs the pilot to deviate from current vertical speed to avoid the intruder. A preventative RA instructs the pilot to avoid certain deviations from the current vertical speed. The TCAS computer provides RA directions in the form of vertical speed commands, which are displayed in the vertical speed scale. (1) TCAS Vertical Speed Indications (VSI) Resolution advisories consists of one or two red bands, and up to one green band located on the inside of the vertical speed scale. The red bands signify vertical speeds that should be avoided if the RA is preventive, or regions that should be immediately flown from if the RA is corrective. The green band provides a "fly-to" indication which is a vertical speed command cue for the pilot during corrective RAs. The colors of the vertical pointer and digital readout reflect the color of the TCAS RA band that the pointer is currently in. (a) Red Band(s) The PFD places the red band(s) on the inside of the vertical speed scale as shown in Figure 2-1-22. The red bands are comprised of two thick lines whose length are determined by information in the vertical RA input data. The down advisory red band starts at the upper display limit of the vertical speed scale and extends down to the specified value. A red tick mark is displayed at the upper display limit. The up advisory red band starts at the lower display limit of the vertical speed scale and extends up to the specified value. A red tick mark is displayed at the lower display limit. The red bands are only displayed for each valid up or down advisory as defined in Table 2-1-34. For the case where the up advisory states dont climb and the down advisory states dont descend, the red stroked zone from -8,100 to -250 feet/minute and from +250 to +8,100 feet/minute is displayed. A red tick mark is displayed at the most positive and negative ends of the scale. In the preventative case, the remainder of the vertical speed scale that is not a red band is displayed as a white band. The PFD removes the red band(s) from the display format for an invalid VSI TCAS display.
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260
280
LOC AP
GS YD
CAT2
145 00
GS 260
40
14500
240
235 9 220
1 245
2 R 1
20 10 10 20
20 143 00 80
14000
200 .410 M
N
TCAS TEST
33
30
3
2 3
TCAS MODE ANNUNCIATOR GREEN BAND (TCAS "FLY-TO" ZONE BAND) 1000
1 2
359 CRS ILS1
6
1
Figure 2-1-22. PFD TCAS Display
15
21
VOR1 ADF2
VERTICAL SPEED DIGITAL READOUT RED BANDS (TCAS RA BANDS)
24
12
TTG 5MIN
AD-51197@
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Table 2-1-34. Resolution Advisory Matrix TCAS RA Up Advisory TCAS RA Down Advisory No Down Advisory No Up Advisory NV NV NV Climb Dont Descend V NV V Dont Descend >500 V NV V Dont Descend >1,000 V NV V Dont Descend >2,000 V NV V TCAS RA Combined Control CLB Corrective DESC Corrective Preventative CLB Corrective DESC Corrective Preventative CLB Corrective DESC Corrective Preventative CLB Corrective DESC Corrective Preventative CLB Corrective DESC Corrective Preventative CLB Corrective DESC Corrective Preventative
V NV V
Descend
NV V V
NV NV NV
NV NV NV
V V V
V V V
V V V
Dont Climb
NV V V
NV NV NV
V V V
V V V
V V V
V V V
Dont Climb >500
NV V V
V V V
V V V
V V V
V V V
V V V
Dont Climb >1,000
NV V V
V V V
V V V
V V V
V V V
V V V
Dont Climb >2,000
NV V V
V V V
V V V
V V V
V V V
V V V
CLB = Climb
DESC = Descend
V = Valid
NV = Not Valid
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(b)
Green Band When the TCAS RA combined control indicates a climb corrective RA, the green "fly-to" zone is attached to the end of the red zone defined by the TCAS RA up advisory. When the TCAS RA combined control indicates a descend corrective RA, the green "fly-to" zone is attached to the end of the red zone defined by the TCAS RA down advisory. The green "fly-to" zone is not displayed when the TCAS RA combined control indicates a preventative RA. The green band is four lines wide and equals the linear distance from the 1,500 to 2,000 feet/minute distance on the vertical speed scale. A special case exists in which the green band is placed at a fixed position on the scale. This occurs when the TCAS RA down advisory states dont climb and the TCAS RA up advisory states dont descend, which may happen while flying around the zero feet/minute vertical rate. A green band is forced onto the vertical speed scale, centered at zero feet/minute, to provide a clear safe band for the pilot. The pilot then keeps the current vertical speed in this safe band zone. The red bands have endpoints at the edges of the green band (approximately 250 feet/minute) in this case. The PFD removes the green band from the display format for an invalid VSI TCAS display.
(2)
TCAS Mode Annunciator The PFD displays TCAS mode annunciations based on conditions listed in Table 2-1-35. The TCAS mode annunciations are displayed with the priority listed in the table: highest first and lowest last. Table 2-1-35. PFD TCAS Mode Annunciations Annunciation TCAS FAIL TCAS TEST TCAS OFF TA ONLY RA FAIL TCAS INOP Color Amber White White White Red White Condition Indicates that TCAS data is invalid. Indicates that the TCAS is undergoing a functional test. Indicates that the TCAS is not in an operating mode. Indicates that the TCAS is in a traffic advisory (TA) mode only. Indicates that resolution advisories are not available. Indicates that the TCAS is not enabled, but is strapped.
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G.
PFD Miscellaneous Annunciators

NOTE: (1) Figure 2-1-23 shows the locations of the PFD miscellaneous annunciators.
Air Data Computer Source Annunciator The pilot or copilot can select the air data computer (ADC) through the pushbuttons on the reversionary panel. The pushbuttons select either ADC No. 1 or ADC No. 2 as the source for air data displays on the PFD. The PFD displays an amber ADC annunciation to indicate which ADC is providing the air data information. Table 2-1-36 lists the annunciations and associated colors for the ADC annunciator. Table 2-1-36. ADC Source Annunciations
SG Reversion Selection Pilot Normal Normal Normal Normal Reversion Reversion Normal Normal (2) Copilot Normal Normal Normal Normal Normal Normal Reversion Reversion
ADC Reversion Selection Pilot Normal Reversion Normal Reversion N/A N/A Normal Reversion Copilot Normal Normal Reversion Reversion Normal Reversion N/A N/A
ADC Annunciation Pilot None ADC2 ADC1 ADC2 ADC2 ADC1 ADC1 ADC2 Copilot None ADC2 ADC1 ADC1 ADC2 ADC1 ADC1 ADC2
Color N/A Amber Amber Amber Amber Amber Amber Amber Amber
Air Data Computer Test Annunciator The PFD displays a red ADC TEST annunciation when calibrated airspeed valid and barometric altitude valid from the displayed ADC source indicate a functional test. The ADC source annunciation and ADC TEST annunciation share the same location on the PFD. The ADC TEST annunciation has priority over the ADC source annunciation. While the ADC TEST annunciation is displayed, the air data information remains displayed on the PFD.
(3)
AHRS Test Annunciator The PFD displays a red ATT TEST annunciation in the upper-center portion of the ADI sphere when pitch angle valid and roll angle valid from the displayed heading source indicate a functional test. When magnetic heading valid from the displayed attitude heading source indicates a functional test, a red HDG TEST annunciation is displayed on the full heading compass scale or partial heading compass scale. The ATT TEST and ATT FAIL annunciations share the same locations on the PFD, as do the HDG TEST and HDG FAIL annunciations. The ATT FAIL and HDG FAIL annunciations have priority over the ATT TEST and HDG TEST annunciations. During an AHRS test, the attitude and heading information remain displayed.
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ADC TEST ANNUNCIATOR AHRS TEST ANNUNCIATORS
260
280
LOC HDG AP ADC TEST

20
IAS YD
20
GS
145 00
260
10
ATT TEST
GS
10
14500
240
235 9 220
10 20 10 20
1 245
20
143 00
80
200 .410 M NAVIGATION SOURCE ANNUNCIATOR VOR 1 FMS VOR 2 ILS 1 ILS 2
350
200 RA
N
29.92 IN
30
359 CRS ILS1 13.1 NM
33
3 2
HDG TEST
6
1 E 0 1 2
25
24 12
1000
HDG 001
TGT
AD-51198@
Figure 2-1-23 (Sheet 1). PFD Miscellaneous Annunciations
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15
21
VOR1 ADF2
TTG 5MIN
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AIR DATA COMPUTER SOURCE ANNUNCIATOR ADC1 ADC2 WINDSHEAR ANNUNCIATOR
ILS APPROACH CATEGORY ANNUNCIATOR CAT1 CAT2
SYMBOL GENERATOR SOURCE ANNUNCIATOR SG1 SG2
260
280
HDG WDSHEAR ADC2 SG2 20 10
WS CAT2
145 00
20 10 VTA FMS
14500
VERTICAL TRACK ALERT ANNUNCIATOR
260
1 240 24 9
25 220
2 R 1 A ATT2 O A
14300 80
10 20 10
14000
20
FMS CROSSTRACK MODE ANNUNCIATOR
200
350
MAG2 360
20
200 RA
MSG
.410 M SXTK
359 DTK FMS APP KDVT
12.5H DR 25 VOR1 ADF2
29.92 IN
FMS MESSAGE ANNUNCIATOR
3000
3 N
FMS ACCURACY ANNUNCIATOR
33
2 1 0 1
GSPD 245KTS
1000
FMS STATUS ANNUNCIATOR WPT DR DGR INTEG
2 3
HDG 001
TGT
AD-51199@
Figure 2-1-23 (Sheet 2). PFD Miscellaneous Annunciations
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(4)
Symbol Generator Annunciator The symbol generator (SG) source annunciation provides an indication to the pilot or copilot that the display processing function is reverted to a single IC-600 IAC. Symbol reversion forces the PFD formats on the pilot side and copilot side to be the same. An amber SG1 annunciation is displayed when the SG reversion switch on the reversionary panel indicates that all SG functions are reverted to the left-side IAC. An amber SG2 annunciation is displayed when the SG reversion switch indicates that all SG functions are reverted to the right-side IAC. When the SG reversion switch indicates a normal SG selection, no annunciations are displayed on either PFD.
(5)
Navigation Source Annunciator The PFD displays navigation source annunciations in a left-justified, four-character field. The pilot or copilot pushes the NAV button on the DC-550 Display Controller to select a short range navigation (SRN) source for display on the PFD. The navigation source annunciation defaults to VOR1 on the pilots side or VOR2 on the copilots side if the display controller becomes invalid. Table 2-1-37 lists the navigation source annunciations and associated colors that can be displayed on the PFD. The navigation source latches to the last selected source if the display controller is invalid. Table 2-1-37. Navigation Source Annunciations Annunciation VOR1 VOR2 ILS1 ILS2 FMS Color Green Green Green Green Magenta Primary Navigation Source NAV No. 1 NAV No. 2 NAV No. 1 (TTL) NAV No. 2 (TTL) FMS
(6)
FMS Cross-Track Mode Annunciator The PFD only displays the FMS cross-track mode annunciator if the selected navigation source is an FMS. An amber SXTK annunciation is displayed when the FMS cross-track mode is set. The PFD removes the SXTK annunciation from the display format for invalid FMS modes and FMS warnings.
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(7)
FMS Accuracy Annunciator The FMS accuracy annunciations share the same position on the PFD. These annunciations are only displayed if the selected navigation source is an FMS. The priority for displaying FMS accuracy annunciations is from highest to lowest as follows: (a) APP (GPS Approach Mode) No annunciation for the terminal mode APP (FMS Approach Mode). GPS Approach Mode For a GPS approach, the PFD displays a cyan APP annunciation that flashes for 10 seconds at a rate of one second on and 0.5 seconds off, then remains steady. Full scale sensitivity of the cross-track distance/deviation is 0.3 NM. Full scale sensitivity of the vertical deviation is 150 feet. (b) GPS Terminal Area Mode For a GPS terminal area mode, the PFD displays no annunciation. Full scale sensitivity of the cross-track distance/deviation is 1 NM. Full scale sensitivity of the vertical deviation is 500 feet. (c) FMS Approach Mode For an FMS approach mode, the PFD displays a magenta APP annunciation. Full scale sensitivity of the cross-track distance/deviation is 1.25 NM. Full scale sensitivity of the vertical deviation is 150 feet.
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(8)
FMS Status Annunciators When the selected navigation source is an FMS, the PFD displays FMS status annunciations for waypoint alert, dead reckoning, degrade, and GPS integrity in the same location on the display format. Table 2-1-38 lists the FMS status annunciations in priority order. Table 2-1-38. FMS Status Annunciations Annunciation WPT DR DGR Color Amber Amber Amber Description The PFD displays this amber annunciation when FMS waypoint alert is active. The PFD displays this amber annunciations when FMS dead reckoning is active. The PFD displays this amber annunciation when the FMS navigation integrity warning is active. The PFD displays this amber annunciation when GPS integrity fail is active.
INTEG
Amber
(9)
FMS Message Annunciator The PFD displays an amber MSG annunciation when an FMS message warning is active. The annunciation flashes continuously when active to alert the pilot or copilot. The PFD removes the MSG annunciation from the display format for invalid FMS modes and warnings.
(10)
Vertical Track Alert Annunciator The PFD displays an amber vertical track alert (VTA) annunciation above the vertical deviation scale when the selected navigation source is an FMS. The VTA annunciation is above the FMS label on top of the FMS vertical deviation scale. The VTA annunciation flashes for five seconds when activated, then remains steady. The PFD removes the VTA annunciation from the display format for an invalid vertical track alert.
(11)
ILS Approach Category Annunciator The PFD displays a steady green CAT1 annunciation if the following criteria is satisfied: CAT2 RA minimums is set CAT2 is enabled The displayed RA minimums value is greater than or equal to 80 feet A single PFD is displaying valid ILS deviations The remaining CAT2 conditions are not met.
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The CAT1 annunciation flashes for five seconds, then remains steady if CAT2 was previously displayed before the CAT2 conditions were dropped and reverted to CAT1 conditions. The PFD displays a steady green CAT2 annunciation if all CAT2 conditions are met, and CAT1 was not previously annunciated. The CAT2 annunciation flashes for five seconds and then remains steady if CAT1 was previously displayed before the CAT2 conditions are met. An amber CAT2 annunciation flashes for 10 seconds and then remains steady if CAT2 goes invalid after being active. The CAT2 conditions are listed below: (12) No reversions (SG, AHRS, ADC) on either PFD Attitude and heading valid on both PFDs Valid airspeed and altitude on both PFDs No comparison monitors are tripped on either PFD An active approach mode Glide slope deviation is valid on both PFDs CAT2 RA minimums set (greater than 80 feet; less than 200 feet).
Windshear Annunciator The PFD displays the WDSHEAR annunciation using the color logic specified in Table 2-1-39 if the windshear computer indicates either a windshear caution or windshear warning condition. For both windshear conditions, the WDSHEAR annunciation flashes for 10 seconds at a rate of one second on and 0.5 seconds off, then remains steady. If the WDSHEAR annunciation is currently flashing and the annunciation transitions from a caution status to a warning status, or from a warning status to a caution status, then the annunciation flashes for an additional 10 seconds before becoming steady. Table 2-1-39. Windshear Annunciations Windshear Type Caution Warning Display Color Amber Red
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H.
PFD Comparison Monitor Annunciators

NOTE: Figure 2-1-24 shows the locations of the PFD comparison monitor annunciators.
Comparison monitors indicate to the pilot and copilot that there is a difference between pilot and copilot displayed data. All comparison monitors flash for 10 seconds when activated, then remain steady. (1) Indicated Airspeed (IAS) Comparison Monitor Annunciator The PFD displays an amber IAS annunciation in the upper left corner of airspeed tape when the IAS comparison monitor becomes active. The IAS comparison monitor activates when the IAS deviates by more than 10 knots. The IAS comparison monitoring occurs only if both IAS values are above 60 knots. Pitch (PIT) and Roll (ROL) Attitude Comparison Monitor Annunciator The PFD displays pitch and roll attitude annunciations within the upper half of the ADI sphere. The PFD displays an amber PIT annunciation when the pitch comparison monitor becomes active, which occurs when the pitch attitude deviates by more than 5 degrees. The PFD displays an amber ROL annunciation when the roll comparison monitor becomes active, which occurs when the roll attitude deviates by more than 6 degrees. When both comparison monitors become active simultaneously, the PFD displays an amber ATT annunciation. (3) Radio Altitude (RA) Comparison Monitor Annunciator The PFD displays an amber RA annunciation to the right of the airspeed tape when the RA comparison monitor becomes active. The comparison monitor arms when at least one radio altimeter is less than 2,500 feet. Pushing the system TEST knob on the DC-550 Display Controller forces the RA annunciation to go off. (4) Glideslope (GS) and Localizer (LOC) Comparison Monitor Annunciators The PFD displays the GS, LOC, and ILS annunciations in the same location on the display format, which is just below the radio altitude comparison monitor annunciator. The PFD displays an amber GS annunciation when the glideslope comparison monitor becomes active because of the following conditions: Glideslope values differ by more than 51 millivolts LOC is the selected navigation source.
(2)
The PFD displays an amber LOC annunciation when the localizer comparison monitor becomes active because of the following conditions: Localizer values differ by more than 40 millivolts LOC is the selected navigation source.
The PFD displays an amber ILS annunciation when both the glideslope and localizer comparison monitors become active simultaneously.
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260
INDICATED AIRSPEED COMPARISON MONITOR ANNUNCIATOR PITCH/ROLL ATTITUDE COMPARISON MONITOR ANNUNCIATOR RADIO ALTITUDE COMPARISON MONITOR ANNUNCIATOR GLIDESLOPE AND LOCALIZER COMPARISON MONITOR ANNUNCIATOR CAS COMPARISON MONITOR ANNUNCIATOR
LNAV AP 20 ATT 10
VS YD 20 10
145 00
FMS A L T
14500
I 280 A S
260 251 240 24 9 220
ALTITUDE COMPARISON MONITOR ANNUNCIATOR
2 R 1
14300 80
10 10
14000
M
20
A 20 20 O 350 200 A RA LOC 200 .410 M CAS MSG MAG2 360 HDG
RA
29.92 IN
359 DTK FMS KDVT

12.5H DR 25 VOR1 ADF2
3000
HEADING COMPARISON MONITOR ANNUNCIATOR
3 N
33
2 1 0 1
GSPD 245KTS
1000
2 3
HDG 001
TGT
AD-51200@
Figure 2-1-24. Comparison Monitor Annunciators
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(5)
CAS Comparison Monitor Annunciator The PFD displays an amber CAS MSG annunciation below the glideslope and localizer comparison monitor annunciation area. The CAS MSG annunciation flashes for the first 10 seconds, then remains steady. The comparison monitor becomes active when a red level CAS message is output by the on-side IAC, but not the cross-side IAC.
(6)
Heading (HDG) Comparison Monitor Annunciator The PFD displays an amber HDG annunciation below the RA minimums digital readout when the heading comparison monitor becomes active. The comparison monitor threshold is 10 degrees.
(7)
Altitude (ALT) Comparison Monitor Annunciator The PFD displays an amber ALT annunciation in the upper right corner of the altitude tape when the altitude comparison monitor becomes active. The altitude comparison monitor activates when pressure altitudes from the air data computers deviate by more than 200 feet.
I.
PFD Test Mode Operation

The system test provides for a failure mode annunciation and familiarization of the PFD display format. The test is functional while weight-on-wheels is sensed and airspeed is less than 50 knots. Pushing and holding the system TEST knob on the applicable DC-550 Display Controller initiates the test mode on the corresponding PFD. The test mode causes the PFD to display a test page format, which remains displayed for the first four seconds the button is held in. After the first four seconds, an initiated built-in test activates. (1) Weight-On-Wheels Test Mode Display Formats The test page format of the failure mode annunciation and familiarization provide the symbology and colors illustrated in Figure 2-1-25. Display formats not specifically mentioned do not change. The PFD displays the following items in their invalid state: Altitude select digital readout Altitude indicator (tape and digital readout) Vertical deviation (scale and pointer) Baro set digital readout Vertical speed indicator (pointer and digital readout) TTG/GSPD/ET readout Heading select digital readout Lateral deviation (scale and bar) Distance readout.
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TEST ANNUNCIATION (MAGENTA) INVALID AIRSPEED REFERENCE DIGITAL READOUT (AMBER DASHES)
ATTITUDE FAIL ANNUNCIATION (RED) INVALID ALTITUDE SELECT DIGITAL READOUT (AMBER DASHES)
--I A S
WINDSHEAR
TEST AP
YD
- - --A L T GS
INVALID VERTICAL DIVIATION DISPLAY (RED X) INVALID ALTITUDE INDICATOR (RED X) MARKER BEACONS RA MINIMUM DIGITAL READOUT
INVALID AIRSPEED INDICATOR (RED X) RADIO ALTITUDE VALID INVALID MACH DIGITAL READOUT (AMBER DASHES) INVALID COURSE/ DESIRED TRACK READOUT (AMBER DASHES) INVALID DISTANCE READOUT (AMBER DASHES)
ATT
ATT FAIL
A O RA A ILS .- - - M CAS
100
200 RA HDG
N
- -.- - IN
INVALID BARO SET DIGITAL READOUT (AMBER DASHES) HEADING FAIL ANNUNCIATION (RED)
- - - CRS
30
33
3 2
HDG FAIL
6
1 0 1 2
- - . - NM
W E
V S INVALID VERTICAL SPEED INDICATOR (RED BOX AND DIGITS)
24
12
HDG ---
INVALID HEADING SELECT DIGITAL READOUT (AMBER DASHES)
Figure 2-1-25. PFD Familiarization Test Format
INVALID LATERAL DEVIATON DISPLAY (RED X)
15
21
TTG - - -MIN
INVALID TTG/ GSPD/ET READOUT (AMBER DASHES)
AD-51201@
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Course select/desired track (digital readout and pointer) Mach digital readout Airspeed indicator (tape and digital readout) Airspeed reference digital readout.
The PFD is forced to display the following items: All comparison monitor annunciators A red ATT FAIL annunciation in the ADI sphere A red HDG FAIL annunciation in the HSI display All three beacon markers A magenta TEST in the upper-left portion of the display An amber AP annunciation in the autopilot status annunciation field An amber YD annunciation in the yaw damper status annunciation field RA minimum displays at the last set value Radio altitude valid display.
The PFD removes the following display items: (2) All bugs (airspeed, altitude, heading, drift, vertical speed) All pointers (bearing, To/From) Flight director information (command bars/cues, mode annunciations, FPA symbology) Low airspeed awareness indicator Vspeed bugs and digital readouts Vmo/Mmo indicator Acceleration trend vector Low altitude awareness indicator Altitude trend vector Vertical speed reference digital readout.
Not Weight-On-Wheels Test Mode Display Formats The PFD displays a red TEST annunciation in the armed lateral flight director annunciation field, and removes the following items: Flight director modes Flight director command bars Flight director couple arrow.
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J.
Multifunction Display Operation

The multifunction display (MFD) provides the pilot with a variety of displays that are menu driven. These menus are controlled by six bezel-mounted menu keys and one rotary knob on the BL-871 MFD Bezel Controller, or by pushbuttons on the DC-550 Display Controller. The menu keys work in concert with the menu selections provided at the bottom of the MFD. Figure 2-1-26 shows the front panel layout for the MFD bezel controller. The menus change as a function of which mode is selected for the display. The MFD displays include: Main menu display System page menu display MFD menu display Electronic checklists TCAS data Weather radar display Weather radar mode annunciations Map display for FMS lateral navigation Plan display for FMS lateral navigation.
AD-48769@
Figure 2-1-26. BL-871 MFD Bezel Controller
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(1)
General Operation The MFD bezel controller menus are organized in the hierarchical structure shown in Figure 2-1-27. The main menu selection is provided on each MFD as the power-up default menu. A number of submenus can be accessed through the main menu display. A white box is placed around the selected menu item. A white box is also placed around momentary menu selections while the corresponding menu key is depressed. Selecting a new submenu item removes the currently displayed menu and any outline boxes that are being displayed. The newly selected submenu is then displayed in its previously configured state, or default state if the submenu is being selected for the first time.
MENU SYS MFD CKLST TCAS WX MAP PLAN M/P RNG
CHECK LIST
RTN T/O ECS A/I FUEL HYD ELEC M/P RNG
RTN
SKP
LNBK
PAG
RCL
ENT
M/P RNG
MENU RTN SPDS
MENU NAV APT DATA MAINT M/P RNG RTN SPDS JSTK NAV APT DATA MAINT M/P RNG
JOYSTICK RTN V1 89 VR --V2 --AP --SET RTN SKP RCL ENT

M/P RNG
AD-51208@
Figure 2-1-27. MFD Bezel Menu Tree
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When the MFD bezel menu indicates MENU INOP, the MFD menu is replaced by an amber MENU INOP annunciation as shown in Figure 2-1-28.
MENU INOP
AD-49916@
Figure 2-1-28. MFD INOP (a) Menu Operations Table 2-1-40 describes the menu operations for the following menu operations that can be performed through menu keys on the MFD bezel controller: Selecting a submenu or subsequent menu page Toggling a menu item selection Momentarily selecting a menu item Selecting a parameter for display Selecting a variable parameter for setting a display value. Table 2-1-40. Menu Key Operations Operation Description
Submenu Pushing the bezel key that is associated with a submenu label selects that submenu, Selections causing the MFD to display the submenu. The RTN menu key on the bezel controller selects (activates) the main menu. Toggling A toggling selection consists of either single or multiple labels associated with a menu Selections key. Pushing the key causes the menu item to sequence through the possible associated selections. Momentary A momentary action is performed by pushing a menu key associated with a label Selections describing an action that occurs only once per key press, or continues as long as the key is held down. Parameter A parameter or set of parameters is selected for display when the associated menu key Selections is pushed. This causes the menu item to be boxed and the parameter to be displayed on the MFD in the appropriate format. Repeatedly pushing the menu key does not deselect the parameter. Select for Set The menus provide access to parameters such as the V1 reference. The rotary knob is used for setting the parameter values for display on the MFD.
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(b)
MFD Rotary Knob The MFD rotary knob allows parameter values to be entered for display, and controls the range of the values. Rotary knob control is accomplished by pushing the menu key associated with the desired parameter. When a parameter is selected, an annunciation is displayed above the rotary knob labeling its current functionality. The pilot or copilot can then rotate the rotary knob to adjust the parameter values (select for set). The PFD displays amber dashes instead of the parameter value when an invalid parameter value is selected. When the map or plan format is selected for the MFD, the pilot or copilot uses the rotary knob to select various map ranges. Rotating the knob selects a map or plan range in increments of: 2.5, 5, 12.5, 50, 100, 150, 300, and 600 nautical miles (NM). The power-up default setting is 100 NM.
(2)
MFD Bezel Menus The MFD bezel menus are described in the following paragraphs. Unless otherwise specified, all text items are displayed in small white characters and centered above the corresponding menu key for a menu selection. The knob label (M/P RNG, SET) also consists of small characters unless otherwise specified. The actual bezel menu displays do not show the menu headings (i.e., MAIN is not shown above the main menu bezel display). However, the dim white line above the menu selections is always displayed. (a) MFD Main Menu The MFD main menu is the power-up default menu, and is displayed upon return from any submenu. Figure 2-1-29 shows the main menu bezel display. The M/P RNG menu label is removed from the main menu display if WX data is selected for the MFD. The main menu display is automatically selected if the TCAS computer detects a resolution advisory (RA) or traffic advisory (TA) condition. The TCAS display window overrides the system page menu display on the MFD to display TCAS information for the pilot or copilot.
MENU SYS MFD CKLST TCAS WX MAP PLAN M/P RNG
AD-51209@
Figure 2-1-29. MFD Main Menu Display
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Main menu key selections are described in the following paragraphs: 1 SYS Menu Key Pushing the SYS menu key selects the system page bezel menu for controlling the system pages displayed on the MFD. 2 MFD Menu Key Pushing the MFD menu key selects the MFD bezel menu for controlling navigation and speed set functions. 3 CKLST Menu Key Pushing the CKLST menu key provides the following functions: The MFD removes the current system page being displayed The MFD removes the TCAS display if it was being displayed The MFD displays the electronic checklist The MFD displays the checklist bezel menu for controlling the checklist functions.
TCAS Menu Key Pushing the TCAS menu key provides the following functions: Pushing the menu key toggles the MFD between TCAS ON and TCAS OFF; the power-up default is TCAS OFF Toggling to TCAS ON displays a box around the TCAS menu item, removes the currently selected system page, and displays the TCAS zoom window Toggling to TCAS OFF removes the box around the TCAS menu item, removes the TCAS zoom window, and displays the previously selected system page.
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WX Menu Key Pushing the WX menu key provides the following functions: If the weather radar is on and transmitting, pushing the WX menu key toggles the MFD between WX ON and WX OFF; the power-up default is WX OFF If the weather radar is not on, pushing the WX menu key has no effect Toggling to WX ON displays a box around the WX menu label, selects the MFD map display format if the plan display format was selected, and displays WX data on the MFD Toggling to WX OFF removes the box around the WX menu item and removes the WX data from the MFD.
MAP/PLAN Menu Key Pushing the MAP/PLAN menu key provides the following functions: Pushing the MAP/PLAN menu key toggles the MFD between the map and plan display formats; the power-up default is map Toggling to MAP removes the box around the PLAN menu item, displays a box around the MAP menu item, removes the plan format, displays the map format, and selects WX ON if the WX display was previously removed from the MFD Toggling to PLAN removes the box around the MAP menu item, displays a box around the PLAN menu item, removes the map format, displays the plan format, and selects WX OFF if the WX display is currently selected.
Rotary (M/P RNG) Knob The rotary knob controls the range for the MFD map or plan display. When the WX display is selected for the MFD, the rotary knob has no control of weather radar range. The weather radar controller is used to select the desired weather radar range.
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(b)
System Page Menu System pages are displayed full time on the MFD display format, regardless of which system page menu is being displayed. The only time a system page is not displayed is when the checklist or TCAS menu has been selected for display. Figure 2-1-30 shows the system page menu bezel display.
RTN
T/O
ECS A/I
FUEL
HYD
ELEC
M/P RNG
AD-51210@
Figure 2-1-30. System Page Menu Display System page menu key selections are described below: RTN (Return) - Pushing the RTN menu key returns the MFD to the main menu display. T/O (Takeoff) - Pushing the T/O menu key selects the takeoff system page for display on the MFD. The T/O menu key has two states: selected and not selected. If the state is selected, pushing the T/O menu key has no effect. If the state is not selected, pushing the T/O menu key provides the following actions: The state transitions to selected The MFD removes the box around the previously selected system page menu item The MFD displays a box around the T/O menu item The MFD removes the previously selected system page The MFD displays the takeoff system page.
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ECS (Environmental Control System) - Pushing the ECS menu key selects the environmental control system page for display on the MFD. The ECS menu key has two states: selected and not selected. If the state is selected, pushing the ECS menu key has no effect. If the state is not selected, pushing the ECS menu key provides the following actions: The state transitions to selected The MFD removes the box around the previously selected system page menu item The MFD displays a box the ECS and A/I menu items The MFD removes the previously selected system page The MFD displays the environmental control system page.
FUEL - Pushing the FUEL menu key selects the fuel system page for display on the MFD. The FUEL menu key has three states: selected, reset, and not selected. If the state is not selected, pushing the fuel menu key provides the following actions: The state transitions to selected The MFD removes the box around the previously selected system page menu item The MFD displays a box around the FUEL menu item A RESET menu label appears above the FUEL label The MFD removes the previously selected system page The MFD displays the fuel system page.
If the state is selected, pushing the fuel menu key provides the following actions: The state transitions to reset The MFD removes the box around the FUEL menu item The MFD displays a box around the RESET menu item.
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If the state is reset, pushing the fuel menu key provides the following actions: The state transitions to selected The MFD resets the fuel used quantity readout on the fuel system page to zero The MFD removes the box around the FUEL menu item The MFD displays a box around the FUEL menu item.
HYD (Hydraulic) - Pushing the HYD menu key selects the hydraulic system page for display on the MFD. The HYD menu key has two states: selected and not selected. If the state is selected, pushing the HYD menu key returns the MFD to the main menu display, and maintains the display of the hydraulic system page. If the state is not selected, pushing the HYD menu key provides the following actions: The state transitions to selected The MFD removes the box around the previously selected system page menu item The MFD moves the RTN label to a position directly above the HYD menu item The MFD displays a box around the HYD menu item The MFD removes the previously selected system page The MFD displays the hydraulic system page.
ELEC (Electrical) - Pushing the ELEC menu key selects the electrical system page for display on the MFD. The ELEC menu key has two states: selected and not selected. If the state is selected, pushing the ELEC menu key returns the MFD to the main menu display, and maintains the display of the electrical system page. If the state is not selected, pushing the ELEC menu key provides the following actions: The state transitions to selected The MFD removes the box around the previously selected system page menu item The MFD moves the RTN label to a position directly above the ELEC menu item
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The MFD displays a box around the ELEC menu item The MFD removes the previously selected system page The MFD displays the electrical system page.
Rotary (M/P RNG) Knob - The rotary knob remains functional to control the range for the MFD map or plan display formats. When the WX display is selected for the MFD, the rotary knob has no control of the weather radar range.
(c)
MFD Menu Figure 2-1-31 shows the MFD menu bezel display with an FMS is installed. Figure 2-1-32 shows the MFD menu bezel display without an FMS installed. The MFD menu key selections are described below:
MENU RTN SPDS JSTK NAV APT DATA MAINT M/P RNG
AD-51211@
Figure 2-1-31. MFD Menu Display with FMS Installed
MENU RTN SPDS
NAV APT
DATA
MAINT
M/P RNG
AD-51212@
Figure 2-1-32. MFD Menu Display without FMS Installed
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RTN (Return) - Pushing the RTN menu key returns the MFD to the main menu display SPDS (Speeds) - Pushing the SPDS menu key selects the Vspeeds submenu display that is used for setting and displaying the Vspeeds JSTK (Joystick) - Pushing the JSTK menu key selects the joystick submenu display that is used for controlling the designator functions APT/NAV (Airport/Navaid) - Pushing the APT/NAV menu key toggles the MFD between displaying airport and navaid symbols on the map or plan display format The power-up default is not selected The toggling sequence is as follows: The first toggle sequence is NAV; a single box is shown around the NAV menu label. Navaid symbols and identifiers are displayed on the selected display format. The second toggle sequence is APT; a single box is shown around the APT menu label. Only airport symbols and identifiers are displayed on the selected display format. The third toggle sequence is APT and NAV; a single box is shown around both the NAV and APT menu labels. Both airport symbols and identifiers and navaid symbols and identifiers are displayed on the selected display format. The fourth toggle sequence is off. The box is removed from the menu along with all airport symbols, identifiers, navaid symbols and identifiers from the selected display format.
DATA - Pushing the DATA menu key toggles the MFD between displaying waypoint identifiers (IDENTS) on the map or plan display format The power-up default is IDENTS ON The toggling sequence is IDENTS ON, then IDENTS OFF If the toggle sequence is IDENTS ON, the MFD displays a box around the DATA menu item If the toggle sequence is IDENTS OFF, the MFD removes the box around the DATA menu item. The MFD also removes all waypoint identifiers from the selected display format.
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MAINT (Maintenance) - Pushing the MAINT menu key provides the following functions on the pilot side only: The MFD removes the system page currently being displayed If TCAS is selected for display, the MFD removes the maintenance presentation The central maintenance computer (CMC) displays CMC maintenance data on the MFD.
The MAINT menu key is inhibited if weight on wheels indicates an in air status, or if the CMC FAIL message is present on the CAS display. Rotary (M/P RNG) Knob - The rotary knob remains functional to control the range for the MFD map or plan display formats. When the WX display is selected for the MFD, the rotary knob has no control of the weather radar range.
(d)
Joystick Submenu The joystick submenu allows the pilot or copilot to control the MFD designator functions. Figure 2-1-33 shows the joystick submenu bezel display. The joystick submenu selections are described below:
JOYSTICK RTN SKP RCL ENT
M/P RNG
AD-51213@
Figure 2-1-33. Joystick Menu Display
RTN (Return) - Pushing the RTN menu key returns the MFD to the main menu display. SKP (Skip) - Pushing the SKP menu key provides the following functions: On power-up, the designator is co-located with the present flight plan waypoint position.
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MAP Format If the designator is co-located with a flight plan waypoint, pushing the SKP menu key skips the designator to the position of the next waypoint in the flight plan. If the designator is skewed off any flight plan waypoint, pushing the SKP menu key skips the tail of the designator line to the next waypoint in the flight plan.
PLAN Format If the designator is co-located with a flight plan waypoint, pushing the SKP menu key positions the flight plan so the next waypoint is displayed over the designator. If the designator is skewed off any flight plan waypoint, pushing the SKP menu key push skips the tail of the designator line to the next waypoint in the flight plan.
RCL (Recall) - Pushing the RCL menu key provides the following functions: On power-up, the designator is co-located with the present position MAP Format If the designator is co-located with a flight plan waypoint, pushing the RCL menu key positions the designator at the present position of the aircraft, and removes the designator box from the display. If the designator is skewed off any flight plan waypoint, pushing the RCL menu key positions the designator over the waypoint from which the designator line is extended, and removes the designator line from the display. PLAN Format If the designator is co-located with a flight plan waypoint, pushing the RCL menu key positions the designator at the present position of the aircraft, and removes the designator box from the display. If the designator is skewed off any flight plan waypoint, pushing the RCL menu key positions the flight plan so the waypoint to which the tail of the designator line is connected is co-located with the designator.
ENT (Enter) - Pushing the ENT menu key transmits the latitude and longitude coordinates of the designator to the selected FMS scratchpad as a requested waypoint.
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(e)
Vspeeds Submenu The Vspeeds submenu is shown in Figure 2-1-34. The Vspeeds submenu selections are described below:
RTN
V1 89
VR ---
V2 ---
AP ---
SET
AD-51214@
Figure 2-1-34. Vspeeds Menu Display
RTN (Return) - Pushing the RTN menu key returns the MFD to the main menu display. V1 The V1 menu key allows the pilot or copilot to set the V1 takeoff reference speed. On the first selection of the menu key after power-up, three dashes appear under the V1 menu item. Pushing the V1 menu key the first time after power-up causes a default digital value of 89 knots to replace the dashes. Also, two white boxes appear on the menu display. One box is shown around the Vspeed value, and the other box is shown around the inner box and the V1 menu item. NOTE: The dual box indicates that the Vspeed is active and selected for display.
The toggling sequence for the V1 menu key is as follows: If a dual box is shown around the V1 menu item, pushing the V1 menu key removes the inner box. If a single box is shown around the V1 menu item, pushing the V1 menu key removes the box, and also removes the V1 bug and readout from the airspeed tape on the PFD. The state of the V1 menu key is latched until a cold start of the IC-600 IAC occurs.
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VR The VR menu key allows the pilot or copilot to set the VR reference takeoff speed. On power-up, three dashes appear under the VR menu item. Pushing the VR menu key the first time after power-up causes the dashes to be replaced by the greater value of 89 knots, or the value of V1 if V1 has been previously set. Also, two white boxes are shown on the menu display. One box is shown around the default Vspeed value, and the other box is shown around the inner box and VR label. NOTE: The dual box indicates that the Vspeed is active and selected for display.
The toggling sequence for the VR menu key is as follows: If a dual box is shown around the VR menu item, pushing the VR menu key push removes the inner box. If a single box is shown around the VR menu item, pushing the VR menu key removes the box and VR bug, and also removes the VR bug and readout from the airspeed tape on the PFD. The state of the VR menu key is latched until a cold start of the IAC occurs.
V2 The V2 menu key allows the pilot or copilot to set the V2 takeoff reference speed. On power-up, three dashes appear under the V2 menu item. Pushing the V2 menu key the first time after power-up causes the dashes to be replaced by the greater value of 89 knots, or the value of VR if VR has been previously set, or the value of V1 if V1 has been previously set. Also, two white boxes are shown on the menu display. One box is shown around the default Vspeed value, and the other box is shown around the inner box and V2 menu item. NOTE: The dual box indicates that the Vspeed is active and selected for display.
The toggling sequence for the V2 menu item is as follows: If a dual box is shown around the V2 menu item, pushing the V2 menu key push removes the inner box. If a single box is shown around the V2 menu item, pushing the V2 menu key push removes the box, and also removes the V2 bug and readout from the airspeed tape on the PFD. The state of the V2 menu item is latched until a cold start of the IAC occurs.
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AP Pushbutton The AP menu item allows the pilot or copilot to set the vertical approach reference speed. On power-up, three dashes appear under the AP menu item. Pushing the AP menu key the first time after power-up causes the dashes to be replaced by the greater value of 89 knots, or the value of V2 if V2 has been previously set, the value of VR if VR has been previously set, or the value of V1 if V1 was previously set. Also, two white boxes are shown on the menu display. One box is shown around the default Vspeed value, and the other box is shown around the inner box and V2 menu item. NOTE: The dual box indicates that the Vspeed is active and selected for display.
The toggling sequence for the AP menu item is as follows: If a dual box is shown around the AP menu item, pushing the AP menu key push removes the inner box. If a single box is shown around the AP menu item, pushing the AP menu key removes the box, and also removes the AP bug and readout from the PFD. The state of the AP menu key is latched until a cold start of the IAC occurs.
Rotary (SET) Knob - The rotary knob allows the pilot or copilot to set the active Vspeed value in one knot increments if turned slowly, and at a faster rate if turned quickly.
(f)
Checklist Menu The checklist menu is selected from the MFD main menu. The checklist menu allows the user to display customer-defined pages of text on the MFD. However, the checklist menu is only available on one MFD format at a time. Therefore, if the checklist menu is displayed on the pilots side, the copilots checklist menu is inhibited until the pilot exits his checklist function. Figure 2-1-35 shows the checklist menu bezel display.
CHECK LIST RTN SKP LN BK PAG RCL ENT M/P RNG
AD-51215@
Figure 2-1-35. Checklist Menu Display
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The checklist program holds up to 400 pages of checklist data, with each checklist page displaying up to a maximum of 12 lines of data. Six bezel menu keys are used to control the checklist display. Their functions are described below: RTN (Return) - Pushing the RTN menu key returns the MFD to the main menu display. SKP (Skip) - Pushing the SKP menu key moves the checklist cursor to the next incomplete procedure/item in the current list. The cursor position wraps off the end, back to the beginning of the list. If all procedures/items in the current list are complete, the skip function has no effect. LN BK (Line Back) - Pushing the LN BK menu key moves the checklist cursor to the previous item in the current list. The cursor automatically wraps to the previous page, or to the last page, if it was at the top of the list. PAG (Page) - When multiple pages exist for the list of procedures/items, pushing the PAG menu key selects the next page. The checklist cursor moves to the first incomplete item on the new page. Pushing the menu key while on the last page, causes a wrap back to the first incomplete item on the first page of the list. If an incomplete item is not found on the page, then the cursor moves to the first item on the page. If multiple pages are not present, the PAG menu key has no affect. RCL (Recall) - Pushing the RCL menu key moves the cursor to the first incomplete procedure/item in the current list. If the cursor is already on the first incomplete procedure/item, the first key push has no effect. If all procedures/items in the current list are complete, the first key push moves the cursor to the top of the list. ENT (Enter) - Pushing the ENT menu key either selects an index or procedure, or changes the status of a checklist item from incomplete to complete. After the key is pushed, the checklist moves to the next incomplete procedure/item in the current list. Rotary (M/P RNG) Knob - The rotary knob remains functional to control the range for the MFD map or plan display formats. When the WX display is selected for the MFD, the rotary knob has no control of the weather radar range.
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(3)
Joystick The panel mounted joystick controller also provides control of the selected checklist and MFD designator functions. (a) Checklist Control When the checklist menu is selected, the pilot or copilot moves the joystick up or down to advance the checklist cursor through the checklist. The pilot or copilot can also move the joystick left or right to page through the available checklists. (b) Designator Control The pilot or copilot uses the joystick to control designator movement on the MFD when the checklist function is not selected. 1 Map Mode In the map mode, the joystick moves the designator symbol as follows: Moving the joystick left causes the designator symbol to move left from its last position Moving the joystick right causes the designator symbol to move right from its last position Moving the joystick up causes the designator symbol to move up from its last position Moving the joystick down causes the designator symbol to move down from its last position.
Plan Mode In the plan mode, the joystick moves the flight plan while the designator symbol remains fixed at the center of the plan format as follows: Moving the joystick left causes the flight plan to move right from its last position Moving the joystick right causes the flight plan to move left from its last position Moving the joystick up causes the flight plan to move down from its last position Moving the joystick down causes the flight plan to move up from its last position.
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(4)
Common MFD Map/Plan Format Data Two basic formats are available on the MFD: a partial arc map display and a plan format (North up) display. The primary difference is the base reference or aircraft home position, and the display of the heading data. In the map display, the aircraft home position is fixed at the lower center of the 120 degree arc with the heading data shown in degrees at the top of the display. In the plan format, the home position is fixed at the center of a 360 degree display, with true North (N) and an up arrow shown at the top of the display. Electronic checklists, TCAS display, and system pages may be displayed in either the MAP or PLAN modes. This section relates to navigation display information that is common to both the MFD map and plan formats. The positioning of some information is dependent on the selected display format. The lower portion of the MFD is always reserved for displaying the bezel menu and submenu selections. All the format-independent symbology is shown and labeled in Figure 2-1-36. The functionality of each displayed item is described in the following paragraphs. (a) Static Air Temperature Display The static air temperature (SAT) digital readout is based on static air temperature data from the MADC. The SAT value is displayed in degrees Celsius, rounded to the nearest degree. The readout has a range from -99 C to +99 C with a resolution of one degree. A plus (+) or minus sign (-) precedes values greater than or less than zero. A white SAT label annunciates the readout. The readout digits are displayed in green. For an invalid static air temperature, three amber dashes (---) replace the readout digits. (b) Total Air Temperature Display The total air temperature (TAT) digital readout is based on total air temperature data from the selected MADC. The TAT value is displayed in degrees Celsius, rounded to the nearest degree. The readout has a range from -99 C to +99 C with a resolution of one degree. A plus (+) or minus sign (-) precedes values greater than or less than zero. A white TAT label annunciates the readout. The readout digits are displayed in green. For an invalid total air temperature, three amber dashes (---) replace the readout digits. (c) True Airspeed Display The true airspeed (TAS) digital readout is based on true air speed data from the selected MADC. The TAS readout is displayed in knots, rounded to the nearest knot. The digital readout has a range from 0 to 999 knots with a resolution of one knot. A white TAS label annunciates the readout. The readout digits are displayed in green. For an invalid true airspeed, three amber dashes (---) replace the readout digits.
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NAVIGATION SOURCE ANNUNCIATOR
CHECK EICAS MESSAGE
STATIC AIR TEMPERATURE DISPLAY
WAYPOINT IDENTIFIER DISTANCE TO WAYPOINT READOUT TIME-TO-GO READOUT DESIGNATOR SYMBOL WIND SPEED READOUT
FMS CHK EICAS KDVT 12.5 NM 12 MIN
360 N
+15 SAT +25 TAT 300 TAS
TOTAL AIR TEMPERATURE DISPLAY TRUE AIRSPEED DISPLAY
33
30
HALF-RANGE RING
25
50
50
RANGE MARKERS
WIND ANGLE ARROW WX MODE ANNUNCIATORS
SYSTEM PAGE DISPLAY AREA BEZEL MENU DISPLAY AREA
NOTE: THE DISPLAY SHOWN MAY NOT REPRESENT ACTUAL FLIGHT CONDITIONS.
AD-51230@
Figure 2-1-36. Common MFD Map/Plan Format Data
WX TILT ANGLE READOUT
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15
21
STAB TGT WX -16
24
12
315 47.0
DESIGNATOR BEARING AND DISTANCE READOUT
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(d)
Flight Plan Designator Data Pushing the JSTK menu key on the MFD bezel controller selects the joystick submenu which provides the pilot or copilot control of the designator functions. The MFD displays the designator symbol and designator bearing/distance readouts when the joystick submenu is selected. 1 Designator Symbol The designator symbol is an unfilled, cyan box with a dashed line that connects to the designators origination point. Two sources control movement of the designator symbology: A panel mounted joystick The MFD bezel controller via the DC-550 Display Controller.
The designator symbol is set to the present aircraft position (home) as the initial reference point. Designator movement is then limited to 2048 NM in both the X and Y directions. In the map mode, the joystick moves the designator symbol in an up, down, left, right, or diagonal direction. Any portion of the designator symbol beyond the outer range ring is masked. In the plan mode, the joystick moves the flight plan while the designator symbol remains fixed at the center of the display. Menu key selections in the joystick submenu display can also position the designator symbol as follows: Pushing the SKP menu key skips the designator to the next waypoint Pushing the RCL menu key recalls the designator to a referenced waypoint Pushing the ENT key transmits the designators latitude and longitude coordinates to the selected FMS scratchpad as a waypoint.
The MFD removes the designator symbol if any of the following conditions are met: 2 The DC-550 Display Controller is invalid Heading is invalid Present position is invalid.
Designator Bearing and Distance Readouts When the designator symbol is moved from its home position, the MFD displays the designator bearing and distance in a digital readout. The designator bearing readout reflects the heading, while the distance readout reflects the distance from the home position. The designator bearing readout has a range from 0 to 360 with a resolution of one degree. The distance readout has two ranges: 0.0 NM to 99.9 NM with a resolution of 0.1 NM, and 100 NM to 2,048 NM with a resolution of one NM. The readout digits are displayed in cyan. For an invalid designator, the MFD removes the bearing and distance readouts from the display.
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(e)
Range Display The range display consists of two range markers and a range ring. Range rings represents the MFD display range selected by the range control. The range ring boundary is the heading compass arc. The MFD displays a half-range ring for the map format, and a full range ring for the plan format. 1 Map Range The map range display consists of a half-range ring and range markers. The half-range ring is a 75 degree arc with a radius one-half the radius of the partial compass arc. Range markers are displayed at the ends of the half-range ring to indicate the selected range. The following ranges are displayed: 2.5, 5, 12.5, 25, 50, 100, 150, 300, and 600 nautical miles if the flight plan WX mode is not selected. In the flight plan WX mode, the following ranges are displayed: 2.5, 5, 12.5, 25, 50, 150, 250, and 500 nautical miles. The power-up default range is 50 NM. The half-range ring and range markers are displayed in white. For map displays other than weather, the MFD rotary knob controls the range selection via a serial bus from the DC-550 Display Controller. When weather radar data is displayed, the WX controller controls the range selection via inputs from the MFD rotary knob. The range selection is invalid if the DC-550 Display Controller is invalid if weather radar data is not selected for display. If weather radar data is selected for display, then the range selection is invalid if the SCI digital bus is invalid, or if the weather radar is transmitting invalid data. For an invalid range selection, the range marker readouts default to 50 NM. 2 Plan Range The plan range display consists of a full range ring and range markers. The range markers are centered over the left and right edges of the full range ring to provide an indication of the selected range. The range markers display the range in nautical miles as follows: 5, 10, 25, 50, 100, 200, 300, 600, and 1200 nautical miles. The power-up default range is 100 NM. The full range ring and range markers are displayed in white. The MFD rotary knob controls the range selection via a serial bus from the DC-550 Display Controller. The range selection is invalid if the DC-550 Display Controller is invalid. For an invalid range selection, the range markers default to 100 NM.
(f)
Weather Radar Data The MFD format displays four weather radar (WX) status annunciation fields which reflect the settings of the WX receiver/transmitter. A serial control interface (SCI) connects the WX receiver/transmitter to the IAC. The SCI bus contains the WX modes and control information to provide a WX receiver/transmitter status indication on the MFD. The following paragraphs describe the annunciations and data related to the weather radar system.
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WX Mode Annunciator The WX mode annunciations reflect the on-side WX controller settings. During IAC reversions, the annunciations reflect the settings of the WX controller that is on the same side as the operating IAC. Table 2-1-41 provides a description of the different mode annunciations and the line numbers they are displayed in, the top being line No. 1 and the bottom being line No. 3. Table 2-1-41. MFD WX Mode Annunciations
Display Annunciation FAIL FPLN FSBY GCR GMAP RCT R/T STAB STBY TEST TGT TGT TX TX Color Amber Green Green Amber Green Green Green Amber Green Green Green Amber Green Amber Line No. 3 3 3 3 3 3 3 1 3 3 2 2 3 3 Mode Description Test mode and faults detected Flight plan mode Forced standby (WOW) Normal WX with ground clutter reduction Ground map mode Normal WX with REACT WX with REACT and turbulence Stabilization off Normal standby Test mode and no faults detected Target alert enable Target alert enabled and Level 3 WX return detected in forward 15 of antenna scan The WX is transmitting but is not selected for display and is not in the STBY or FSBY mode The WX is transmitting and weight on wheels indicates on ground, but WX is not selected for display and is not in the STBY or FSBY mode Variable gain Power-up approximately one minute Normal WX on and selected for display Invalid WX control bus Normal WX with turbulence
VAR WAIT WX WX WX/T
Amber Green Green Amber Green
2 3 3 3 3
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WX Tilt Angle Readout The WX tilt angle is displayed in a digital readout. The readout range is from -16 to 15 with a resolution of one degree. The MFD displays a minus (-) sign in front of values that are less than zero. A degree symbol () is displayed after the tilt angle if auto-tilt is not active. If auto-tilt (only a WU-870 receiver/transmitter feature) is active, the character A is displayed in place of the degree symbol. The MFD removes the tilt angle readout when the WX test mode is selected and faults are detected. The MFD also removes the tilt angle readout for an invalid tilt angle.
WX Fault Codes The EFIS can display WX receiver/transmitter fault code information. Fault codes are BCD characters which indicate specific faults/failures within the weather radar system. When the WX receiver/transmitter mode is test and the WX fault code indicates fail, the MFD removes the WX tilt angle and displays the fault codes in amber. Fault codes can be displayed on the ground or in the air. Weather radar video and other annunciations are not affected while operating in this manner. When more than one fault code is present, the weather radar receiver/transmitter cycles through the active codes; the EFIS need only display each fault code as it arrives. Refer to Section 2.5, Weather Radar System, for a listing of all WX receiver/transmitter fault codes.
(g)
Wind Display The FMS provides the wind display information. The MFD then displays the wind speed in a digital readout and the wind angle as an arrow. The readout and arrow are displayed to the left of the heading compass scale. The wind display is provided for both SRN and LRN modes. 1 Wind Speed Readout The MFD displays the wind speed is displayed in knots in a digital readout. The readout has a range from one knot to 255 knots with a resolution of one knot. The readout digits are displayed in magenta. The MFD removes the readout for an invalid wind speed, or when the wind speed readout indicates 0 knots. 2 Wind Angle Arrow The MFD positions the magenta wind angle arrow to the right of the wind speed readout. The wind angle is given in degrees. An increasing wind angle causes a clockwise rotation of the arrow. The arrow rotates about its center with 360 degrees of motion. The wind angle arrow is displayed in magenta. The MFD removes the wind angle arrow for an invalid wind speed, or when the wind speed readout indicates 0 knots.
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(h)
Time-To-Go Readout The MFD displays the time remaining from the aircrafts present position to the active waypoint in a digital readout. The readout has a range from 0 minutes to 512 minutes with a one minute resolution. A white MIN label is displayed next to the readout digits. The readout digits are displayed in magenta. Three amber dashes (---) replace the digital readout digits if the time-to-go data is invalid.
(i)
Distance To Waypoint Readout The MFD displays the distance from the aircrafts present position to the TO waypoint in a digital readout. The readout has a range from 0.0 NM to 4096 NM. The display resolution is 0.1 NM for distances less than 100 NM, and one NM for distances from 100 NM to 4096 NM. A white NM label is displayed next to the readout digits. The readout digits are displayed in magenta. Three amber dashes (---) replace the readout digits if the distance data is invalid.
(j)
Waypoint Identifier A waypoint identifier designates the next TO waypoint in the flight plan. The MFD displays the waypoint identifier in a six-character field. The waypoint identifier is displayed in magenta. For an invalid To waypoint, the MFD removes the waypoint identifier.
(k)
Navigation Source Annunciator The MFD displays the long range navigation (LRN) source that is currently providing the display data. The annunciation is displayed in magenta. Single FMS - The MFD displays an FMS annunciation for a single FMS installation. No FMS - The MFD blanks the navigation source annunciator field when no FMS is installed. Invalid - The MFD removes the navigation source annunciation if no FMS is installed on the aircraft. The navigation source annunciation defaults to the power-up default annunciation when the DC-550 Display Controller is invalid.
(l)
CHK EICAS Message The check EICAS message annunciation is displayed when the EICAS wrap-around monitor trips. When enabled, the MFD displays an amber CHK EICAS annunciation.
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(5)
FMS Map/Plan Data Various map symbols are shown on the map and plan displays. Some symbols are selected through MFD bezel menu key selections. The FMS-supplied map waypoints, airports, and navigation aid data (VOR, DME, or co-located VOR/DME) are each represented by a unique symbol. Pilot-defined holding patterns and top-of-climb (TOC) and top-of-descent (TOD) symbols are also displayed. Figure 2-1-37 illustrates the FMS map data symbols along with the appropriate definition. In the map mode, the FMS map data is masked beyond the outer range arc. Also, the MFD does not display FMS map data beyond 2048 NM from the present position. Map data is referenced to true heading, and is displayed as defined below unless a heading failure occurs or the FMS fails, in which case all map data is removed from the MFD. However, the MFD does not remove FMS map data from the display if heading is invalid in the plan mode. (a) Waypoint Symbol and Identifier The waypoint symbol is a four-pointed star positioned at the latitude and longitude geographic location. This geographic location is referenced to the aircrafts present position where selected transitions of the flight plan occur. All waypoints are white, except the TO waypoint which is magenta. If the displayed range allows, the MFD can display a maximum of 10 waypoints (including the TO waypoint). White waypoint track lines connect the waypoints in a sequence determined by the FMS. If a flight plan gap follows a waypoint, then the waypoint track line is not drawn between that waypoint and the next waypoint in the flight plan sequence. Each waypoint has a 12-character (two six-character lines) identifier. The identifier is displayed to the right of a valid waypoint when the toggle sequence of the DATA menu key on the MFD bezel controller indicates IDENT ON. When a waypoint is a transition point that has no identifier or symbol, the waypoint is not displayed. Also, any waypoint that is not part of the primary flight plan is not displayed. The MFD displays a pseudo-VOR flight plan when the FROM and TO waypoint record numbers are the same. For a pseudo-VOR flight plan, the inbound course line connects to the FROM/TO waypoint, and a fixed length outbound radial is shown as a dashed line in the opposite direction. If subsequent connected waypoints follow the pseudo-VOR flight plan, then a track line connects the pseudo-VOR flight plan to the remaining flight plan.
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ALTITUDE PROFILE SYMBOL (TOC, TOD, BOSC) TRACK LINE
360 N
+15 SAT +25 TAT 300 TAS
PLAB1
33
WAYPOINT SYMBOL AND IDENTIFIER
30
*PBD01
LL01 KDVT
PLAB2 25
50
SRP KPHX
50
APT NAV 315 47.0 SYSTEM PAGE DISPLAY AREA
AIRPORT ACKNOWLEDGE ANNUNCIATOR
NAVIGATION AID SYMBOL AND IDENTIFIER AIRPORT SYMBOL AND IDENTIFIER
STAB TGT WX -16
NAVAID ACKNOWLEDGE ANNUNCIATOR
BEZEL MENU DISPLAY AREA
NOTE: THE DISPLAY SHOWN MAY NOT REPRESENT ACTUAL FLIGHT CONDITIONS. - WAYPOINT (MAXIMUM NUMBER: 10) - NAVAID: DME ONLY MAXIMUM NUMBER IN ANY INDICATION OF VOR/VOR-DME/DME NAVAID SYMBOLS IS 8 - AIRPORT SYMBOL (MAXIMUM NUMBER: 4) - TOC/TOD (MAXIMUM NUMBER: 2)
AD-51231@
Figure 2-1-37. Map Symbols
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(b)
Navigation Aid Symbol and Identifier The navigation aid (NAVAID) symbol (VOR, DME, co-located VOR/DME) symbol is a triangular arrangement of unfilled rectangles which represent the position of the NAVAID symbol relative to the present position. The MFD displays the green NAVAID symbols when the toggle sequence of the APT/NAV menu key on the MFD menu display indicates NAV is selected. A green NAVAID acknowledge annunciation is displayed when NAV is selected. The MFD can display a maximum of eight NAVAID symbols. Each NAVAID symbol has a 12-character (two six-character lines) identifier. The identifier is displayed to the right of a valid NAVAID when the toggle sequence of the DATA menu key on the MFD bezel controller indicates IDENT ON.
(c)
Airport Symbol and Identifier The airport symbol is displayed as a cyan circle which represents the position of the airport relative to the aircrafts present position. The MFD displays the airport symbols when the toggle sequence of the APT/NAV menu key on the MFD menu display indicates APT is selected. A cyan airport acknowledge annunciation is displayed when APT is selected. The MFD can display a maximum of four airport symbols. Each airport symbol has a 12-character (two six-character lines) identifier. The identifier is displayed on to the right of a valid airport symbol when the toggle sequence of the DATA menu key on the MFD bezel controller indicates IDENT ON.
(d)
Altitude Profile Symbol and Identifier The altitude profile symbol (TOC/TOD) is displayed as a white diamond which represents the position of the altitude profile relative to the present position. The MFD can display a maximum of two altitude profile symbols. Each altitude profile symbol has a 12-character (two six-character lines) identifier. The identifier is displayed to the right of a valid altitude profile symbol when the toggle sequence of the DATA menu key on the MFD bezel controller indicates IDENT ON.
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(6)
MFD Map Format Display The MFD map format display is the power-up default display for the MFD. The map format display is also selected by pushing the MAP/PLAN menu key on the MFD bezel controller to toggle to the MAP selection. The following paragraphs describe the map format display. Figure 2-1-38 shows the MFD map format display. (a) Heading Display The heading display includes a heading compass scale with a stationary aircraft symbol, a heading readout, and a heading select bug. The AHRS provides the heading information needed to construct the heading display. The AHRS source is selected on the reversionary panel. The DC-550 provides the data inputs for selected heading. 1 Heading Compass Scale The heading compass scale consists of a white 60 degree arc. White long tick marks are displayed at 10 degree intervals, and white short tick marks at intermediate five degree intervals. Digits and cardinal abbreviations are spaced around the inside of the compass arc at 30-degree increments. Eight numeric identifiers (3, 6, 12, 15, 21, 24, 30, and 33) are located at 30, 60, 120, 150, 210, 240, 300, and 330 degrees. Four cardinal abbreviations (N, E, S, and W) are shown at 0, 90, 180, and 270 degrees. All digits and cardinal abbreviations rotate with the compass. A white stationary aircraft symbol is displayed at the centerpoint of the compass arc. The aircraft symbol indicates the aircrafts position relative to magnetic north. The compass arc rotates around the aircraft symbol. Increasing values of heading cause a counterclockwise rotation of the compass arc. For an invalid heading, the MFD displays a red HDG FAIL annunciation in the center of the heading display. 2 Heading Readout The MFD displays a digital readout of the heading when the partial compass scale is displayed. The heading readout provides an accurate interpretation of the aircraft heading. A white pointer box positioned at the apex of the compass scale serves as a place holder for the readout. The box points to the current heading value. The readout has a range from 001 to 360 with a resolution of one degree. Leading zeros are provided for heading values less than 100 degrees. The readout digits are displayed in green. For an invalid heading, three amber dashes (---) replace the digits.
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WX VIDEO DATA
HEADING READOUT
HEADING SOURCE ANNUNCIATOR
DRIFT BUG

HEADING SELECT BUG
360 N
MAG2
+15 SAT +25 TAT 300 TAS
HEADING COMPASS SCALE WX VIDEO FAULT ANNUNCIATOR
PLAB1
33
30
*PBD01
PLAB2
AIRCRAFT SYMBOL
LL01 WX KDVT
25 STAB TGT WX -16
MAP MODE HALF-RANGE RING
50
SRP KPHX 0.50R SYSTEM PAGE DISPLAY AREA
50
315 47.0
LATERAL DEVIATION READOUT
AD-51232@
Figure 2-1-38. MFD Map Format Display
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Heading Select Bug The MFD displays a cyan heading select bug on the compass arc. The heading select bug is card referenced. The GC-550 Guidance Control Unit controls the position of the bug, which has 360 degrees of motion along the outside edge of the compass arc. Increasing values of heading select cause a clockwise movement of the heading select bug. A cyan off-scale arrow is displayed just above the compass arc if the bug position is greater than 45 degrees from the current aircraft heading. The arrow indicates the direction the bug is nearest to the current heading. For an invalid heading select, the MFD removes the heading select bug and arrow from the display.
(b)
Drift Bug The MFD positions the magenta drift bug on the outer edge of the compass arc. The drift bug moves around the perimeter relative to the angular difference between FMS computed heading and actual aircraft heading. The drift bug is visible within 60 degrees of the current heading. Increasing values of drift cause a clockwise rotation of the bug. The MFD removes the drift bug for an invalid drift angle or an invalid heading.
(c)
Heading Source Annunciator The MFD displays the heading source annunciations to the right of the heading readout. Heading source annunciations are based on the position of the AHRS button on the reversionary panels. Table 2-1-42 lists the heading source annunciations that are available for display.
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Table 2-1-42. Heading Source Annunciations SG Reversion Selection Norm Norm Norm Norm Rev Rev Norm Norm NOTES: (A) indicates amber (W) indicates white " " indicates that there is no display when magnetic is displayed and both pilots have selected their normal heading source. (d) Weather Radar Display The pilot or copilot selects the weather radar (WX) display by pushing the WX menu key on the MFD bezel controller. The weather radar display is case-referenced. The weather radar (WX) receiver/transmitter provides weather information to the MFD through a video interface bus. 1 WX Video Data The MFD displays the in a 120 pattern if sector scan has not been selected on the weather radar controller. If sector scan has been selected, the WX video data is displayed in a 60 pattern. The 60 scan is further identified by two white azimuth marks on the half-range ring at 30 degrees to either side of an imaginary line running through the center of the stationary aircraft symbol. Table 2-1-43 specifies the display colors for weather radar and ground map returns. Norm Norm Norm Norm Norm Norm Rev Rev AHRS Reversion Selection Norm Norm Rev Rev N/A N/A Norm Rev Norm Rev Norm Rev Norm Rev N/A N/A Pilot PFD Display DG1 (W) DG1 (A) DG2 (A) DG2 (A) DG2 (A) DG1 (A) DG1 (A) DG2 (A) "" MAG1 (A) MAG2 (A) MAG2 (A) MAG2 (A) MAG1 (A) MAG1 (A) MAG2 (A) HDG1 (W) HDG1 (A) HDG2 (A) HDG2 (A) HDG2 (A) HDG1 (A) HDG1 (A) HDG2 (A) Copilot PFD Display DG2 (W) DG1 (A) DG2 (A) DG1 (A) DG2 (A) DG1 (A) DG1 (A) DG1 (A) "" MAG1 (A) MAG2 (A) MAG1 (A) MAG2 (A) MAG1 (A) MAG1 (A) MAG2 (A) HDG2 (W) HDG1 (A) HDG2 (A) HDG1 (A) HDG2 (A) HDG1 (A) HDG1 (A) HDG2 (A)
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Table 2-1-43. WX and GMAP Mode Return Colors Return Level 0 Level 1 Level 2 Level 3 Level 4 REACT Turbulence Weather Mode Black Green Yellow Red Magenta Cyan White Groundmap Mode Black Cyan Yellow Magenta Black (N/A) Black (N/A) Black (N/A)
A weather radar fault by itself does not remove or prevent weather radar returns. If the MFD is not receiving weather radar data, it erases the weather video data. The MFD also removes the weather video data for an invalid video interface bus or an invalid WX range. The MFD clears the weather video data for range changes, transitions into 60 scan, and on transitions into or out of a system test or the GMAP mode. 2 WX Video Fault Annunciator Each MFD that is displaying WX video data is monitored for activity to prevent misleading data. A WX video fault occurs when the following conditions are met: The WX mode annunciation on the MFD is WX, GMAP, TEST, or WX/T WX is selected for display on the MFD bezel menu The WX activity bit is set to valid and set to no activity.
If a WX video fault occurs, the MFD performs the following functions: It erases the WX video data from the display It displays an amber WX annunciation at the centerpoint of the half-range arc, just above the stationary of the aircraft symbol.
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(e)
Lateral Deviation Readout The MFD displays the magnitude and direction of the aircraft deviation from the desired track in a digital readout above the system page display area. The readout has a range from 0.1 NM to 99.9 NM with a resolution of 0.1 NM for deviations between one and 100 nautical miles. For deviations greater than or equal to 100 nautical miles, the readout has a range from 100 NM to 128 NM with a resolution of one NM. The readout digits are displayed in white. The MFD removes the lateral deviation readout for an invalid cross-track deviation or when magnetic heading is invalid. A white L label is displayed with the deviation readout when the deviation is less than zero, indicating that the aircraft is to the left of the desired track. A white R label is displayed with the deviation readout when the deviation is greater than zero, indicating that the aircraft is to the right of the desired track. The L or R designations are removed when lateral deviation is zero.
(7)
MFD Plan Format Display The aircraft heading is presented on the MFD plan format as a North-up display of the active flight plan. The plan format display is selected by pushing the MAP/PLAN menu key on the MFD bezel controller to toggle to the PLAN selection. Heading information includes a north-up arrow and an aircraft symbol that rotates with respect to the active flight plan. Figure 2-1-39 shows the MFD plan format display. In the plan mode, heading data is used to orient the aircraft symbol as it moves around the active flight plan. A positive increasing angular heading causes counterclockwise rotation of the aircraft symbol. The active flight plan waypoint is displayed at the center of the range ring. (a) North-Up Arrow The plan mode is always displayed in a true north-up heading format. A white north-up arrow indicates the orientation of magnetic North relative to the plan format. The north-up arrow symbol consists of a segmented arrow with the letter N centered within the arrow. The north-up arrow points to the top of the display format. (b) Aircraft Symbol The yellow aircraft symbol represents the aircrafts actual position relative to true north and the active flight plan. The MFD positions the aircraft symbol on the plan format relative to the flight plan waypoints, based on the present position from the FMS. The MFD removes the aircraft symbol for any of the following conditions: Heading is invalid Present position is invalid Map data is invalid.
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PLAN MODE RANGE RING
FMS LLO1 12.5 NM 12 MIN

NORTH UP ARROW
+15 SAT +25 TAT 300 TAS
1200
1200
25
PLAN MODE AIRCRAFT SYMBOL
TGT TX
SYSTEM PAGE DISPLAY AREA
AD-51233@
Figure 2-1-39. MFD Plan Format Display
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(8)
MFD TCAS Display In either the map or plan format display, the TCAS display is selected by pushing the TCAS menu key on the MFD bezel controller. When the TCAS controller is set to the auto mode and the checklist is not activated, the level of traffic also triggers the TCAS display on the MFD. The MFD displays the TCAS auto mode annunciation whenever the TCAS auto mode is enabled. In the auto mode, the MFD displays a white TCAS AUTO annunciation. The MFD TCAS display provides the pilot or copilot with information about the bearing and distance to other Mode-C and Mode-S transponder equipped aircraft in the area. The MFD displays TCAS data in a zoom window in the lower center portion of the MFD. The zoom window provides an increased resolution of the intruder traffic in the vicinity of the aircraft, while allowing the pilot or copilot to display a map or plan format at a greater range. Figure 2-1-40 shows the TCAS display format. The TCAS display indicates the distance, relative altitude or flight level, vertical direction of movement for up to 12 of the nearest aircraft. If the TCAS cannot discern a bearing from another aircraft due to directional antenna shadowing or a failure, that aircraft is not displayed. However, information concerning that aircrafts distance, relative altitude, and vertical direction of movement is provided on the TCAS display if it becomes a threat (TA or RA level) to the TCAS equipped aircraft. (a) TCAS Mode Annunciator The MFD displays TCAS mode annunciations based on conditions listed in Table 2-1-44. The TCAS mode annunciations are displayed with the priority listed in the table: highest first and lowest last. Table 2-1-44. PFD TCAS Mode Annunciations Annunciation TCAS FAIL TCAS TEST TCAS OFF TA ONLY RA FAIL TCAS INOP Color Amber Amber White White Red White Condition Indicates that TCAS data is invalid. Indicates that the TCAS is undergoing a functional test. Indicates that the TCAS is not in an operating mode. Indicates that the TCAS is in a traffic advisory (TA) mode only. Indicates that resolution advisories are not available. Indicates that the TCAS is not enabled, but is strapped.
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FMS CHK EICAS KDVT 12.5 NM 12 MIN PLAB1
360 MAG2 N
+15 SAT +25 TAT 300 TAS
33
3
TCAS MODE ANNUNCIATOR
30
*PBD01
TCAS AUTO MODE ANNUNCIATOR
LL01 KDVT
PLAB2 25 TCAS AUTO
50
50
RA NO BRG TA NO BRG
TCAS FAIL TCAS TEST TCAS OFF TA ONLY RA FAIL
E
NO BEARING TARGET DISPLAY
ABSOLUTE ALTITUDE DISPLAY ABV BLW FL
-10
OFF SCALE TRAFFIC SYMBOL
-05
RA TRAFFIC SYMBOL
00
Figure 2-1-40. MFD TCAS Display
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15
STAB TCAS TEST TGT ABV FL TX -16 12
24
12
315 46.0 6
TCAS RANGE SCALE RANGE MARKER PROXMITY ADVISORY SYMBOL
21
2 NM RANGE RING TA TRAFFIC SYMBOL
AD-51234@
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(b)
TCAS Range Scale The MFD displays a TCAS range ring as a white 60 degree arc. A white stationary aircraft symbol is displayed at the center of the arc. The aircraft symbol is positioned vertically within the TCAS display window so that when the smallest range is selected, three nautical mile range from the center of the aircraft symbol to the bottom of the TCAS window is maintained.
(c)
Range Marker The range marker provides a digital readout of the traffic display range, which is selected through the RMU in the PRIMUS II Radio System. The range marker is displayed below the end of the right side of the outer TCAS range ring. The readout displays the range in nautical miles from the aircraft position to the outer range ring. The following ranges can be selected: 6, 10, 25, and 50 NM. The readout digits are displayed in white. The readout defaults to six nautical miles if the TCAS display range is invalid.
(d)
2 NM Range Ring Whenever the selected range is less than 20 nautical miles, a ring of 12 small, white circles are placed in a radius of 2 nautical miles around the aircraft symbol. The circles are positioned around the aircraft symbol in 30 degree intervals, with the circles at the 90, 180, 270, and 360 degree positions having diameters twice as large as the other circles. The 360 degree position is oriented above the nose of the aircraft symbol. If the selected TCAS range is greater than or equal to 20 nautical miles, the MFD replaces the ring with a white arc that is positioned an equal distance between the aircraft symbol and the range arc.
(e)
TCAS Traffic Symbols Four types of TCAS traffic symbols, based on threat levels, are displayed as follows: Resolution Advisory (RA) Symbol - The RA symbol is a solid red square. The RA symbol is positioned to indicate the intruder aircrafts relative bearing and distance from your own aircraft. Traffic Advisory (TA) Symbol - The TA symbol is a solid amber circle. The TA symbol is positioned to indicate a threat aircrafts relative bearing and distance from your own aircraft. Proximate Advisory (PA) Symbol - The PT symbol is a solid cyan diamond. The PT symbol is positioned to indicate a proximate aircrafts relative bearing and distance from your own aircraft. Other Advisory (OA) Symbol - The OT symbol is a unfilled cyan diamond. The OT symbol is positioned to indicate the other aircrafts relative bearing and distance from your own aircraft.
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(f)
Intruder Vertical Speed Indication Intruder vertical speed is indicated by an arrow positioned to the right of the associated traffic symbol. The arrow points up for climbing traffic, and down for descending traffic. The arrow is displayed in the same color as the associated traffic symbol.
(g)
Relative Altitude Display The relative altitude of an intruder aircraft is displayed as two digits and read in hundreds of feet. The digits are centered above the intruder traffic symbol, preceded by a plus sign (+) if the intruder aircraft is above the aircrafts own altitude. The digits are centered below the intruder symbol, preceded by a minus sign (-) if the intruder aircraft is below the aircrafts own altitude. The digits are displayed in the same color as the associated traffic symbol. Intruder aircraft with zero relative altitude data are centered below the traffic symbol without any polarity sign if vertical sensing indicates a descent. Intruder aircraft with zero relative altitude data are centered above the traffic symbol without any polarity sign if vertical sensing indicates a climb. If the relative altitude exceeds 9900 feet, then a ?? annunciation is displayed instead of the altitude.
(h)
Absolute Altitude Display Absolute altitude is displayed in the relative altitude position, but uses a three digit flight level format (example: 23,500 feet is displayed as 235). Absolute altitude is displayed instead of relative altitude of the traffic aircraft if the following conditions are met: No RAs or TAs are displayed The TCAS display command is valid Aircraft barometric altitude is valid.
Positive values of absolute altitude have no polarity sign. Negative values are displayed with a minus sign (-) (i.e., -2100 feet = 21-). The digits are displayed in the same color as the associated traffic symbol. When absolute altitude is selected, FL is displayed in white below the white ABV/BLW annunciation. If the TCAS intruder altitude reaches 12,700 feet, then "??" is displayed instead of the altitude. Absolute altitude is only displayed for PA and OA traffic symbols. Relative altitude is displayed for TA and RA traffic symbols.
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(i)
Off Scale Traffic Symbol Those RA or TA traffic symbols that have moved beyond the displayed range or behind a display stroke mask are shown as half symbols. Half symbols are placed at the edge of the TCAS writing area and at the correct bearing relative to the aircrafts own position. Off-scale traffic symbols have a data tag showing the relative altitude and a vertical speed sense arrow. The PA and OA traffic symbols are not displayed when out of range.
(j)
No Bearing Intruder Display The MFD presents the no bearing target display if an RA and TA target is encountered that does not have a bearing available for display. The first line of the display contains a red RA NO BRG message for an RA target without bearing information. The second line contains an amber TA NO BRG message for a TA target without bearing information.
(9)
MFD Checklist Display In either the map or plan format display, the checklist display is selected by pushing the CKLST menu key on the MFD bezel controller. The checklist function allows up to 400 customer-defined pages of text to be displayed on the MFD. Independent checklists are available on both the pilots and copilots MFD. The checklist page is displayed in a window in the lower center portion of the MFD. Figure 2-1-41 shows the checklist display format. The checklist page accommodates a 312 character block (12 lines of 26 medium ASCII characters). All text is stroke written for sunlight readability. The checklist overwrites all information previously displayed in the checklist area and the system page area. The panel mounted joystick can be used to manipulate the checklist. The checklist cursor is drawn as a box around the selected checklist item. The default color of completed checklist procedures/items are modified to distinguish them from the incomplete procedures/items. Checklist procedures/items are assigned the colors listed in Table 2-1-45.
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+15 SAT +25 TAT 300 TAS
50
50
25
CHECKLIST DISPLAY WINDOW
TGT TX
MASTER INDEX 1 EMERGENCY PROCEDURES 2 NORMAL PROCEDURES 3 ABNORMAL PROCEDURES
1/1 230 40.0

CHECKLIST TITLE LINE
CURSOR BOX
AD-51235@
Figure 2-1-41. MFD Checklist Display
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Table 2-1-45. Checklist Color Assignments Checklist Item Cursor Box Default Incomplete Item or Procedure Complete Item or Procedure "Checklist Unavailable" Message "Emergency Procedure Complete" Message "Abnormal Procedure Complete" Message All Disclaimer Text Default Header Text/Page Numbers "FROM" Waypoint (Line No. 2) "TO" Waypoint (Line No. 3) Additional Waypoints (Line No. 4 - Line No. 11) Present Position (Line No. 12) (a) MFD Bezel Menu Controls The checklist menu keys on the MFD bezel controller provide the control inputs for moving the checklist cursor and selecting various procedures and items on the checklist pages. These menu keys function as follows: 1 Return Function Pushing the RTN menu key deactivates the checklist display and returns the MFD to the main bezel menu. 2 Skip Function Pushing the SKP menu key moves the cursor to the next incomplete procedure/item in the current checklist. When the cursor reaches the end of the list, it wraps back to the beginning. If all the procedures/items in the current list are complete, the skip function has no effect. 3 Line Back Function Pushing the LN BK menu key moves the checklist cursor to the previous item in the current list. The cursor automatically wraps to the previous page, or to the last page, if it was at the top of the list. Color White Cyan Green Amber Magenta Magenta Green White Amber Magenta Cyan Green
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Page Function When multiple pages exist for the currently displayed list of procedures/items, pushing the PAG menu key displays the next page. The cursor moves to the first incomplete procedure/item on the new page. While on the last page, pushing the PAG menu key causes the cursor to wrap back to the first incomplete procedure/item on the first page. If an incomplete procedure/item is not found on the page, then the cursor moves to the first procedure/item on the page. This function has no effect if multiple pages are not present.
Recall Function Pushing the RCL menu key moves the checklist cursor to the first incomplete procedure/item in the current list. If the cursor is already on the first incomplete procedure/item, the first push of the RCL menu key has no effect. If all procedures/items on the current list are complete, the first push of the RCL menu key moves the cursor to the top of the list.
Enter Function Pushing the ENT menu key either selects an index or procedure, or changes a checklist items status from incomplete to complete. The cursor moves to the next incomplete procedure/item in the current list.
(b)
Joystick Controls When the checklist menu is selected, the pilot or copilot moves the joystick up or down to advance the checklist cursor through the checklist. The pilot or copilot can also move the joystick left or right to page through the available checklists. 1 Joystick Up Function Moving the joystick up moves the cursor to the previous procedure/item in the current list. The cursor automatically wraps to the previous page, or the last page, if the cursor was at the top of the list. 2 Joystick Down Function Moving the joystick down moves the cursor to the next procedure/item in the current list. The cursor automatically wraps to the next page, or the first page, if the cursor was at the bottom of the list. 3 Joystick Right Function Moving the joystick right displays the previous checklist/index page. The cursor moves to the first procedure/item on the newly displayed page. If the first checklist/index page is being displayed, then the last checklist/index page is displayed when the function is selected.
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Joystick Left Function Moving the joystick left displays the next checklist/index page. The cursor moves to the first procedure/item on the newly displayed page. If the last checklist/index page is being displayed, then the first checklist/index page is displayed when the function is selected.
(c)
Checklist Modes The checklist function has nine modes with each index, checklist, or listing considered a mode. These modes are then grouped as a major or minor mode as follows: Major modes: master index, normal procedure index, normal checklist, emergency procedure index, emergency checklist, abnormal procedures index, and abnormal checklist Minor modes: waypoint listing, preamble, and disclaimer listing.
An index mode displays the procedures that a pilot or copilot may wish to review during flight. A checklist mode displays the details of a particular procedure that a pilot or copilot may wish to check during flight operations. 1 Disclaimer Mode The disclaimer mode is entered when the checklist function is initialized after power-up. This mode consists of text explaining to the user that using the electronic checklist does not relieve the user from complying with the checklist contained in the Aircraft Flight Manual. Figure 2-1-42 shows an example of a disclaimer page. After cycling through all disclaimer pages, the active mode changes to the master index if it exists, otherwise the normal index mode is entered. When the disclaimer mode is completed, the disclaimer selection in the checklist is changed to a complete status. Each time the disclaimer mode is activated, the status of all normal procedures and checklist items and all abnormal and emergency checklist items are set to incomplete. While in the disclaimer mode, the page function is the only control function available to progress through the disclaimer pages. If the disclaimer mode is entered a second time, it can only be exited by pushing the recall menu key twice. 2 Master Index Mode The master index mode is a customer option. The master index mode contains listings for the normal procedures index, emergency procedures index, and abnormal procedure index. If the master index mode is available, it is entered by pushing the CKLST menu key on the MFD bezel controller. All selections of the CKLST menu key, excluding the first time after a power-up, activate the master index mode. All selections in the master index are displayed as incomplete.
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DISCLAIMER USE OF THIS CHECKLIST DOES NOT RELIEVE THE FLIGHT CREW OF ITS RESPONSIBILITY TO COMPLY WITH THE AIRWORTHINESS AUTHORITY APPROVED CHECKLIST CONTAINED IN THE AIRCRAFT FLIGHT MANUAL/SUPPLEMENTS
1/1
AD-51236@
Figure 2-1-42. Disclaimer Page
Normal Procedures Index Mode The normal procedures index contains a list of procedure which can be selected to access checklists for routine flight operations. When a checklist is completed, the corresponding procedure in the normal index is also denoted as being complete. Figure 2-1-43 shows an example of a normal procedures index page. The normal index mode is entered from the master index mode if it exists. Otherwise the normal index mode is entered from the disclaimer mode. When the normal index mode is entered, the checklist cursor moves to the first incomplete procedure in the list. Any selection from the normal index mode activates the normal checklist mode for that selection, except the disclaimer or waypoint listing functions. When the checklist items for a selected procedure are complete, the procedures completion status is changed to complete. The status for a normal procedure and all associated checklist items changes to incomplete upon re-entering the checklist mode for that procedure.
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NORMAL 1/2 PROCEDURES 1 2 3 4 5 6 7 8 9 WAYPOINT LISTING DISCLAIMER BEFORE START ENGINE START BEFORE TAXI TAXI BEFORE TAKEOFF T/O SPD FLPS 20 T/O SPD FLPS 7
AD-51237@
Figure 2-1-43. Normal Procedures Index Page
Waypoint Listing Mode The waypoint listing mode displays the aircrafts current position, the FROM waypoint, the TO waypoint, and any additional FMS or LRN waypoints on the flight plan up to a maximum of eight. Line 1 of the display contains the waypoint listing header consisting of the ASCII column labels "ID LAT ON XXX". The XXX represents the current navigation source. Dash marks replace the respective invalid digits if the waypoint information is invalid or unavailable. Table 2-1-46 lists the data that is displayed for each waypoint. Figure 2-1-44 shows an example of a waypoint listing page. Table 2-1-46. Waypoint Listing Data Waypoint Data Identifier Latitude Hemisphere Indication Display Attributes Four Characters N - Northern or S - Southern XXXX.X W - Western or E - Eastern XXXXX.X
Digital Latitude Longitude Hemisphere Indication
Digital Longitude
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ID KPHX KPRC KFLG TO+2 TO+3 TO+4 TO+5 TO+6 TO+7 TO+8 PPOS
LAT N 33 26.7 N 34 39.1 N 35 08.3 ____ __._ ____ __._ ____ __._ ____ __._ ____ __._ ____ __._ ____ __._ N 32 04.4
LON W112 00.5 W112 25.2 W111 40.7 ____ __._ ____ __._ ____ __._ ____ __._ ____ __._ ____ __._ ____ __._ W110 45.7
AD-51238@
Figure 2-1-44. Waypoint Listing Page
Preamble Mode The preamble mode, if defined by the customer, is a page showing the characteristics of the checklist. While in the preamble mode, the only active selections are the page and recall functions.
Normal Checklist Mode The normal checklist mode is entered when any procedure is selected from the normal procedures index, except the disclaimer or waypoint listing functions. A normal checklist contains specific actions for normal flight operations. Figure 2-1-45 shows an example of a normal checklist page. Each procedure listed in the normal procedures index has its own list of checklist items which are displayed during the normal checklist mode. When the normal checklist mode is entered, the checklist cursor moves to the first incomplete checklist item in the list. As each checklist item is completed, pushing the enter menu key changes the items default color to indicate a complete status. When the last checklist item has been completed for that procedure, the normal procedures index mode is activated and the checklist cursor moves to the next incomplete procedure in the index.
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WHEEL OVERHEAT SPEED BELOW LANDING GEAR -190 KIAS -DOWN
1/1
MAINTAIN GEAR DOWN TILL LIGHT IS OUT AND FOR NO LESS THAN 10 MIN CAUTION : TIRES MAY BE DEFLATED MAKE A SOFT LANDING
AD-51239@
Figure 2-1-45. Normal Checklist Page
Emergency/Abnormal Procedures Index Modes Emergency and abnormal procedures index modes are the same as the normal procedures index, except they apply to procedures that are emergencies or atypical for a normal operation. The emergency and abnormal index modes contain lists of their respective procedures. When the emergency or abnormal index mode is entered, the checklist cursor moves to the first procedure in the list. The emergency checklist mode is active whenever a procedure is selected during the emergency index mode. The abnormal checklist mode is active whenever a procedure is selected during the abnormal index mode. Procedures displayed during the emergency and abnormal index modes always have a status of incomplete. Figure 2-1-46 shows an example of an emergency procedures index page.
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EMERGENCY PROCEDURES 1 2 3 4 ENGINE FIRE FIRE APU BAG COMP SMOKE/FIRE WHEEL OVERHEAT 5 ELECTRIC SMOKE/FIRE 6 AIR COND'G SMOKE
1/3
AD-51240@
Figure 2-1-46. Emergency Procedures Index Page
Emergency/Abnormal Checklist Modes Emergency and abnormal checklist modes are the same as the normal checklist mode, except they apply to checklists that are emergencies or atypical for a normal flight. Each of the procedures listed in the emergency or abnormal index mode has its own list of checklist items that are displayed during the emergency or abnormal checklist mode. When the emergency or abnormal checklist mode is entered, the checklist cursor moves to the first incomplete item in the list. As each checklist item is completed, pushing the enter menu key changes the items default color to indicate a complete status. The completion status for each of the checklist items is maintained until the disclaimer mode is activated, or until all of the items in the list have been completed. When the last checklist item has been completed for an emergency procedure, the display is cleared, the message "EMERGENCY PROCEDURE COMPLETE" is displayed, and the statuses of all checklist items in that procedure are set to incomplete. Selecting the enter function while the message "EMERGENCY PROCEDURE COMPLETE" is being displayed, clears the message and activates the master index if it exists; otherwise the normal procedures index mode is entered. When the last checklist item has been completed for an abnormal procedure, the display is cleared, the message "ABNORMAL PROCEDURE COMPLETE" is displayed, and the status of all the checklist items in that procedure are set to incomplete. Selecting the enter function while the message "ABNORMAL PROCEDURE COMPLETE" is being displayed, clears the message and activates the master index if it exists; otherwise the normal procedures index mode is entered.
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(10)
System Page Displays System pages are displayed full-time on the MFD display format, regardless of which system page is selected through system page bezel menu. The only time a system page is not displayed is when the checklist or TCAS menu has been selected for display. The EFIS uses data from the selected channel in each DAU to display engine information. If an exceedance occurs while the system page is being displayed, it causes the box around the digital readout to flash for five seconds at a rate of one second on and 0.5 seconds off, then remain steady. If a parameter is currently in exceedance and it enters a higher level exceedance, the box flashes for five seconds and then remains steady. The box changes to the exceedance color but does not flash if a parameter currently in exceedance enters a lower level exceedance. If a parameter is currently in exceedance with its box flashing and it enters a higher level exceedance, the box changes to the new exceedance color and flashes for the remainder of the lower level exceedances five second duration. If a parameter is currently in exceedance with its box flashing and it enters a lower level exceedance, the box changes to the new exceedance color and flashes for the remainder of the higher level exceedances five second duration. The box is immediately removed if a parameter becomes invalid while in an exceedance with the box flashing. If a parameter is invalid and then becomes valid within an exceedance range, the box and digits change to the exceedance color and the box flashes for five seconds and then remains steady. (a) Electrical System Page Display The electrical system page format contains display information that provides a schematic representation of the electrical system for the pilot or copilot. The electrical system page format displays the dc buses, bus connections, voltage and current readouts for the generators, auxiliary power unit, ground power unit, and the battery status. Figure 2-1-47 shows the display format for the electrical system page. 1 Generator Data The generator data consists of voltage and current readouts for generators 1 thru 4. Voltages and currents are displayed inside a schematic representation of the generators. White GEN1, GEN2, GEN3, and GEN4 labels annunciate the generator data displays, respectively. a Generator Voltage Readout The generator voltage is displayed in a digital readout outlined by a white box. The readout has a range of 0.0 volts to 40.0 volts with a resolution of 0.1 volts. The readout digits are displayed in green for normal conditions. A white V label is displayed next to the readout digits. For an invalid generator voltage, three amber dashes (--.-) replace the readout digits.
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GENERATOR NO. 1 AND NO. 3 VOLTAGE AND CURRENT READOUT LABELS/UNITS
AUXILLARY POWER UNIT VOLTAGE AND CURRENT READOUT
GROUND POWER UNIT VOLTAGE AND CURRENT READOUT
GENERATOR NO. 2 AND NO. 4 VOLTAGE AND CURRENT READOUT
LEFT DC BUS LINE LEFT ESSENTIAL DC BUS LINE
GEN1 GEN3 28.5 V 28.5 120 A 120 ESS1
APU 00.0 V 000 A
GPU GEN2 GEN4 00.0 V 28.5 V 00.0 120 A 000 28.5 V BATT2 ESS2 70 C
CENTER DC BUS LINE
RIGHT DC BUS LINE RIGHT ESSENTIAL DC BUS LINE
28.5 V BATT1 40 C
BATTERY NO. 1 AND NO. 2 VOLTAGE AND TEMPERATURE READOUT
AD-51578@
Figure 2-1-47. Electrical System Page Format - Normal Conditions A generator voltage exceedance causes the outline box and readout digits to change colors. Generator voltage exceedances are based solely on the existence of a CAS message, as opposed to being within a specified range. If the associated CAS message is generated, the readout digits and outline box are displayed in amber. b Generator Current Readout The generator current is displayed in a digital readout outlined by a white box. The readout has a range of 0 amps to 723 amps with a resolution of five amps. The readout digits are displayed in green for normal conditions. A white A label is displayed next to the readout digits. For an invalid generator current, three amber dashes (---) replace the readout digits. A generator current exceedance causes the outline box and readout digits to change colors. Generator current exceedances are based solely on the existence of a CAS message, as opposed to being within a specified range. If the associated CAS message is generated, the readout digits and outline box are displayed in amber.
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Auxiliary Power Unit Data Auxiliary power unit (APU) data consists of voltages and current readouts. Voltages and currents are displayed inside a schematic representation of the APU. A white APU label annunciates the APU data display. The APU labels and schematic representation are removed from the display when the APU master switch indicates off if the APU turbine speed is invalid. The APU labels and schematic representation are also removed from the display if the APU master switch is invalid and the APU turbine speed is less than 10%. a APU Voltage Readout The APU voltage is displayed in a digital readout outlined by a white box. The readout has a range of 0.0 volts to 40.0 volts with a resolution of 0.1 volts. The readout digits are displayed in green for normal conditions. A white V label is displayed next to the readout digits. For an invalid APU voltage, three amber dashes (--.-) replace the readout digits. An APU voltage exceedance causes the outline box and readout digits to change colors. The APU voltage exceedances are based solely on the existence of a CAS message, as opposed to being within a specified range. If the associated CAS message is generated, the readout digits and outline box are displayed in amber. b APU Current Readout The APU current is displayed in a digital readout outlined by a white box. The readout has a range of 0 amps to 723 amps with a resolution of five amps. The readout digits are displayed in green for normal conditions. A white A label is displayed next to the readout digits. For an invalid APU current, three amber dashes (---) replace the readout digits. An APU current exceedance causes the outline box and readout digits to change colors. The APU current exceedances are based solely on the existence of a CAS message, as opposed to being within a specified range. If the associated CAS message is generated, the readout digits and outline box are displayed in amber.
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Ground Power Unit Data Ground power unit (GPU) data consists of voltage readouts. Voltages are displayed inside a schematic representation of the GPU. A white GPU label annunciates the GPU data display. The GPU voltage is displayed in a digital readout outlined by a white box. The readout has a range of 0.0 volts to 40.0 volts with a resolution of 0.1 volts. Readout digits are displayed in green for normal conditions. A white V label is displayed next to the readout digits. If weight on wheels indicates an in air status, then the GPU labels and digital readout are removed from the display. For an invalid GPU voltage, three amber dashes (--.-) replace the readout digits. No exceedance state exists for GPU data.
Battery Data The DAU provides the battery voltage and temperature data. This data is displayed in digital readouts. White BATT1 and BATT2 labels annunciate the battery data displays. a Battery Voltage Readout The battery voltage is displayed in a digital readout outlined by a white box. The readout has a range of 0.0 volts to 40.0 volts with a resolution of 0.1 volts. Readout digits are displayed in green for normal conditions. A white V label is displayed next to the readout digits. For an invalid generator voltage, three amber dashes (--.-) replace the readout digits. A battery voltage exceedance causes the outline box and readout digits to change colors. Battery voltage exceedances are based solely on the existence of a CAS message, as opposed to being within a specified range. If the associated CAS message is generated, the readout digits and outline box are displayed in amber. b Battery Temperature Readout The battery temperature is displayed in a digital readout outlined by a white box. The readout has a range of -40 C to +150 C with a resolution of one degree. Readout digits are displayed in green for normal conditions. A white C label is displayed next to the readout digits. For an invalid generator voltage, three amber dashes (---) replace the readout digits. A battery temperature exceedance causes the outline box and readout digits to change colors. Battery temperature exceedances are based solely on the existence of a CAS message, as opposed to being within a specified range. If the associated CAS message is generated, the readout digits and outline box are displayed in red.
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DC Bus Lines Five schematic representations are displayed for the left, center, right, left essential, and right essential dc buses. The DAU sends the current status of each bus to the IAC for display on the electrical system page. For normal conditions, dc bus lines are displayed in green. If an associated CAS message is generated, the left and right dc bus lines and the left and right essential dc bus lines change to amber to annunciate the condition. For an invalid dc bus, the respective dc bus line changes to amber. If the DAU bus becomes invalid, amber dashes are displayed instead of the bus lines.
Test Mode Display The test mode provides the user with a failure mode annunciation and familiarization of the electrical system page. The test mode is functional while weight-on-wheels and the airspeed is less than 50 knots. Pushing and holding the TEST button on the appropriate DC-550 Display Controller initiates the test mode if the electrical system page was being displayed. The MFD then displays the test page format as long as the test mode is active. Figure 2-1-48 shows the test mode format for the electrical system page.
GENERATOR NO. 1 AND NO. 3 VOLTAGE AND CURRENT READOUT (AMBER DASHES)
AUXILLARY POWER UNIT VOLTAGE AND CURRENT READOUT (AMBER DASHES)
GROUND POWER UNIT VOLTAGE AND CURRENT READOUT (AMBER DASHES)
GENERATOR NO. 2 AND NO. 4 VOLTAGE AND CURRENT READOUT (AMBER DASHES)
DC BUS LINES (AMBER)
GEN1 GEN3 --.- V --.--- A --ESS1
APU --.-V ---A
GPU GEN2 GEN4 --.-V --.-V --.---A --- - . - V BATT2 ESS2 --- C
DC BUS LINES (AMBER)
- - . - V BATT1 --- C
BATTERY NO. 1 AND NO. 2 VOLTAGE AND TEMPERATURE READOUT (AMBER DASHES)
AD-51579@
Figure 2-1-48. Electrical System Page - Test Mode
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(b)
Hydraulic System Page Display The hydraulic system page format contains display information in the form of scales and digital readouts which provide identification and separation of the various hydraulic parameters. Headers and header lines are displayed in white. Figure 2-1-49 shows the display format for the hydraulic system page.
HYDRAULIC FLUID QUANTITY SCALES
HEADERS AND HEADER LINES
SYS 1 3000
HYDRAULIC PRESSURE READOUTS
HYDRAULICS QTY PRESS ELEC PUMP

HYDRAULIC ELECTRICAL PUMP ANNUNCIATORS
SYS 2 3000 OFF OB
BRAKES TEMP
BRAKE TEMPERATURE VERTICAL SCALES
ON
IB
IB OB
AD-51580@
Figure 2-1-49. Hydraulic System Page Format
Hydraulic Fluid Quantity The DAU provides the left and right hydraulic fluid quantities to the IAC. These quantities are then displayed as an analog scale for each hydraulic system. Each scale has a range of 0 to 6.3 quarts. A white QTY label is displayed between the two scales. Each scale consists of two bands and a pointer. The amber left band represents quantities from 0 to 1.1 quarts. The green right band represents quantities from 1.1 to 6.3 quarts. The pointer moves linearly along the bottom of the scale between the left and right bands. The pointer reflects the color of the band to which it is pointing. When a hydraulic fluid quantity value exceeds the limits of a particular band, the pointer changes color. When a hydraulic fluid quantity value exceeds the limits of the scale, the pointer parks itself at the respective end of the scale. For an invalid hydraulic fluid quantity, the MFD removes the pointer.
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Hydraulic Pressure The DAU provides hydraulic pressure data to the IAC. The hydraulic pressure for each hydraulic system is then displayed in a digital readout. Each readout has a range of 0 psi to 5200 psi with a resolution of 100 psi. A white PRESS label is displayed between the two readouts. The digits are displayed in green for normal pressure conditions between 1200 psi and 3400 psi. When a hydraulic pressure exceeds 1200 psi or 3400 psi, an amber exceedance box is drawn around the readout and the digits are displayed in amber. If weight on wheels indicates an on ground status and the on-side N2 value is less than 50%, the hydraulic pressure is displayed as normal regardless of its current value. For an invalid hydraulic pressure, four amber dashes (---) replace the readout digits.
Hydraulic Electrical Pump Status The status of each hydraulic electrical pump is displayed in a digital readout to indicate whether the hydraulic engine is on or off. A green ON annunciation is displayed if the hydraulic electrical pump switch indicates normal pressure. A green OFF annunciation is displayed if the hydraulic electrical pump switch indicates low pressure. A white ELEC PUMP label is displayed between the digital readouts. For an invalid hydraulic electrical pump status, three amber dashes (---) replace the digits in the corresponding readout.
Brake Temperature Brake temperatures are displayed as two vertical scales. The scales provide the temperature indication for the outboard and inboard brakes on each side of the aircraft. Each scale has a range of 0 C to 1000 C. The bottom of the scale represents 0 C, and the top represents 1000 C. White OB and IB labels are displayed below each scale to indicate the outboard and inboard brakes. The scales consist of two vertical bands and four pointers. The green lower band represents temperatures from 0 C to 200 C. The amber upper band represents temperatures from 200 C to 1000 C. The left outboard brake temperature pointer is positioned on the left edge of the left vertical scale. The left inboard brake temperature pointer is positioned on the right edge of the left vertical scale. The right outboard brake temperature is positioned on the left edge of the right vertical scale. The right inboard brake temperature pointer is positioned on the right edge of the right vertical scale. The pointers move linearly between the top and bottom of the scales to indicate the brake temperature. The pointers reflect the color of the band to which they are pointing. When any brake temperature exceeds the limits of a particular band, the corresponding pointer changes color. The pointer parks when the temperature is greater than 1000 C or less than 0 C. For an invalid brake temperature, the MFD removes the respective pointer from the display.
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Test Mode Display The test mode provides the user with a failure mode annunciation and familiarization of the hydraulic system page. The test mode is functional while weight-on-wheels is sensed and the airspeed is less than 50 knots. Pushing and holding the TEST button on the appropriate DC-550 Display Controller initiates the test mode if the hydraulic system page was being displayed. The MFD then displays the test page format as long as the test mode is active. Figure 2-1-50 shows the test mode format for the hydraulic system page.
SYS 1 ---HYDRAULIC PRESSURE READOUT (AMBER DASHES)
HYDRAULICS QTY PRESS ELEC PUMP

HYDRAULIC ELECTRICAL PUMP ANNUNCIATORS (AMBER DASHES)
SYS 2 -----OB
BRAKES TEMP
---
IB
IB OB
AD-51581@
Figure 2-1-50. Hydraulic System Page - Test Mode
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(c)
Takeoff System Page Display The takeoff system page format contains display information that provides a schematic representation of the aircraft which allows the flight crew to monitor the status of each door. The page format also provides engine takeoff information and digital readouts of the oil levels. White separator lines are shown between the various display information. All legends and labels are displayed in white. Figure 2-1-51 shows the display format for the takeoff system page.
LEGENDS/ LABELS
SERVICE DOOR 1
FUELING DOOR
EMERGENCY EXIT DOOR 2
ACCESS DOOR 2 AIRCRAFT SCHEMATIC
ENGINE
ENGINE TAKEOFF DATA READOUTS
DOORS
TAKEOFF MODE: - - - - - REF TO TEMP: - - - C REF A-ICE: --7 QT OIL LVL

ENGINE 1 AND OIL LEVEL DISPLAY ENGINE TAKEOFF DATA STATUS ARROW
BAGGAGE DOOR
7 QT
ELECTRIC BAY DOOR ACCESS DOOR 1 MAIN DOOR EMERGENCY EXIT DOOR 1
SEPARATOR LINES
AIRCRAFT SCHEMATIC
ENGINE
ENGINE TAKEOFF DATA READOUTS
DOORS
TAKEOFF MODE: T/O-1 REF TO TEMP: - 99 C REF A-ICE: OFF 3 QT

EXCEEDANCE BOX
OIL LVL
1 QT
DOOR OPEN
AIRCRAFT DOOR OPEN ANNUNCIATION
AD-51582@
Figure 2-1-51. Takeoff System Page Format
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Engine Takeoff Data The DAU provides the reference data to the IAC for the engine takeoff data display. This data is then displayed in a digital format. Engine modes, reference temperatures, and anti-ice status are displayed in various states using different colors and graphic indications to help the pilot or copilot identify the aircrafts current takeoff status. The takeoff mode is displayed in a digital readout as specified in Table 2-1-47. Table 2-1-47. Takeoff Mode Annunciations Takeoff Mode 1 0 0 1 1 Takeoff Mode 2 0 1 0 1 Annunciation T/O-1 ALTTO-1 ALTTO-2 ALTTO-3 Color Table 2-1-48 Table 2-1-48 Table 2-1-48 Table 2-1-48
The reference temperature is displayed in cyan in a digital readout. The readout has a range from -99 C to +99 C. A white C label is displayed next to the temperature readout digits. The anti-ice status is also displayed in a digital readout. The anti-ice status is an amber ON annunciation if the bleed position indicates on, and an amber OFF annunciation if it indicates off. If weight on wheels indicates an in air status, the takeoff mode, temperature reference, and anti-ice status readouts remain blank. If weight on wheels indicates an on ground status for more than five seconds, then the logic defined in Table 2-1-48 is implemented to drive the readouts.
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Table 2-1-48. Engine Takeoff Data Logic Engine Data Readouts C o n d i t i o n 1 2 3 4 5 6 7 T/O MODE Display (Table 2-1-47) REF TO TEMP REF A-ICE Color TO Temp Status 0 Input Signals TO Temp Status 1 To Temp Status 2 Flex/ TWR Temp Take off Temp Fault
Takeoff Mode Takeoff Mode Takeoff Mode Takeoff Mode Takeoff Mode Takeoff Mode ---
--Takeoff Temperature Takeoff Temperature Takeoff Temperature Takeoff Temperature Takeoff Temperature ---
--Bleed Position Bleed Position Bleed Position Bleed Position Bleed Position ---
W C A A A A A
Not Set Dont Care Set Not Set Set Not Set Dont Care
Not Set Dont Care Not Set Set Set Not Set Dont Care
Not Set Dont Care Not Set Not Set Not Set Set Dont Care
Not Set Set Not Set Not Set Not Set Not Set Dont Care
Not Set Not Set Not Set Not Set Not Set Not Set Set
A = Amber C = Cyan W = White
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A white engine takeoff data status arrow identifies the current takeoff condition. If condition 3 exists, the arrow is placed next to the takeoff mode readout. If condition 4 exists, the arrow is placed next to the takeoff temperature readout. If condition 5 exists, the arrow is placed next to the anti-ice status readout. For an invalid takeoff temperature or bleed position, three amber dashes (---) replace the digits in the respective readout. White dashes replace the digits in all engine takeoff data readouts if the takeoff temperature status is invalid. 2 Oil Level Display The DAU provides the oil level data for each engine to the IAC. These oil levels are then displayed in digital readouts. Each readout has a range from 0 to 15 quarts with a resolution of one quart. Each readout has two display colors: amber for oil levels between 0 and 5 quarts, and green (normal) for oil levels between 6 and 15 quarts. When the oil level for an engine exceeds an exceedance limit, an exceedance box is drawn around the digits in the color of the exceedance. A white QT label is displayed next to each digital readout. For an invalid oil level, an amber dash replaces the digit in the readout and the box around the digit is not displayed. The MFD removes the respective engine oil level readout from the display if the following conditions exist: The N2 value is greater than 50% for one engine and weight on wheels indicates an on ground status Weight on wheels indicates an in air status
The MFD removes the oil level readouts for both engines if the following conditions exist: 3 The N2 value is greater than 50% for both engines and weight on wheels indicates an on ground status Weight on wheels indicates an in air status.
Door Status Display A white schematic representation of the aircraft is displayed with colored boxes to indicate the status of each door. When a door changes status, the color of the representative graphic changes color as defined below: Door Status Closed Open Graphic Color Green Red
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The MFD displays a door open message below the aircraft schematic if any door is in an open status. The message is outlined by a red box. If a door open status occurs while the takeoff system page is displayed and the door message is not already being displayed, the outline box flashes for five seconds at a rate of one second on/0.5 seconds off, then remains steady. If a door open status occurs while the system page is not displayed and is still present the next time the takeoff system page is selected, the door open message is boxed, flashes for five seconds at a rate of one second on/0.5 seconds off, and then remains steady. For each invalid door status, the MFD replaces the respective door graphic with an amber X. 4 Test Mode Display The test mode provides the user with a failure mode annunciation and familiarization of the takeoff system page. The test mode is functional while weight-on-wheels is sensed and the airspeed is less than 50 knots. Pushing and holding the TEST button on the appropriate DC-550 Display Controller initiates the test mode if the takeoff system page was being displayed. The MFD then displays the test page format as long as the test mode is active. Figure 2-1-52 shows the test mode format for the takeoff system page.
AIRCRAFT DOORS INVALID (AMBER)
ENGINE
ENGINE TAKEOFF DATA READOUTS (AMBER DASHES)
DOORS
TAKEOFF MODE: - - - - - REF TO TEMP: - - - C REF A-ICE: --- QT OIL LVL - QT
INVALID OIL LEVEL READOUTS (AMBER DASHES) NOTE: THE DISPLAY SHOWN MAY NOT REPRESENT ACTUAL FLIGHT CONDITIONS.
AD-51583@
Figure 2-1-52. Takeoff System Page - Test Mode
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(d)
Environmental Control System Page Display The environmental control system page format contains display information in the form of scales and digital readouts which provide identification and separation of the various environmental control parameters. Headers and header lines are displayed in white. Figure 2-1-53 shows the display format for the environmental control system page.
HEADERS AND HEADER LINES
ECS CABIN TEMP CKPT TEMP -29 C -28 C
OXY PRESS
BLEED TEMP
ENGINE BLEED TEMPERATURE DISPLAY
1800 PSI
OXYGEN PRESSURE DISPLAY
AD-51584@
CABIN AND COCKPIT TEMPERATURE READOUTS
Figure 2-1-53. Environmental Control System Page Format
Cabin Temperature Readout The DAU provides the cabin temperature data to the IAC. The cabin temperature is then displayed in a digital readout. The readout has a range of -54 C to +54 C with a resolution of one degree. The readout digits are displayed in green. A white C label is displayed next to the readout digits. A white CABIN TEMP label annunciates the readout. For an invalid cabin temperature, three amber dashes (---) replace the readout digits.
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Cockpit Temperature Readout The DAU provides the cockpit temperature data to the IAC. The cockpit temperature is then displayed in a digital readout. The readout has a range of -54 C to +54 C with a resolution of one degree. The readout digits are displayed in green. A white C label is displayed next to the readout digits. A white CKPT TEMP label annunciates the readout. For an invalid cockpit temperature, three amber dashes (---) replace the readout digits.
Oxygen Pressure Display The oxygen pressure is displayed as a vertical scale and digital readout. The vertical scale has a range of 0 psi to 2000 psi, with the bottom of the scale representing 0 psi, and the top representing 2000 psi. The vertical scale consists of three color bands and a pointer. The red lower band represents oxygen pressures from 0 psi to 250 psi. The amber middle band represents oxygen pressures from 250 psi to 410 psi. The upper green (normal) band represents oxygen pressures from 410 psi to 2000 psi. The pointer moves linearly between the top and bottom of the scale with respect to the color bands to indicate the oxygen pressure. The pointer reflects the color of the band to which it is pointing. A digital readout of the pointer position is displayed below the scale. The readout has a range of 0 psi to 2080 psi. A white PSI label is displayed next to the readout digits. The readout digits are displayed in the same color as the pointer. When the oxygen pressure exceeds an exceedance limit, an exceedance box is drawn around the readout in the color of the exceedance. The pointer also changes color accordingly. If the oxygen pressure exceeds the limits of the vertical scale, the pointer parks itself at the respective end of the scale. For an invalid oxygen pressure, four amber dashes (----) replace the readout digits, the exceedance box is not displayed, and the pointer is removed from the display.
Engine Bleed Temperature Display The MFD displays the left and right cooler outlet temperatures (engine bleed temperatures) as a vertical scale. The vertical scale has a range of -40 C to 400 C, with the bottom of the scale representing 180 C, and the top representing 350 C. The vertical scale consists of three color bands and two pointers. A white lower band represents bleed temperatures from 0 C to 260 C. The green (normal) middle band represents bleed temperatures from 261 C to 304 C. An amber upper band represents bleed temperature from 305 C to 400 C.
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The pointers move linearly between the top and bottom of the scale with respect to the color bands to indicate the cooler outlet temperatures. For values between 350 C and 400 C, or between -40 C and 180 C, the pointer remains parked at the top and bottom of the scale respectively. The pointer on the left side of the scale represents the left cooler outlet temperature. The pointer on the right side of the scale represents the right cooler outlet temperature. Each pointer reflects the color of the band to which it is pointing in the upper region of the scale. In the lower region of the scale, the pointer color is as follows: The left and right pointers are green for normal operation The left pointer is amber when the "BLD 1 TEMP" CAS message is displayed The left pointer is amber when the "BLD 1 TEMP" CAS message is displayed.
When a cooler outlet temperature exceeds the limits of a color band, the pointer changes to the new exceedance color. For an invalid cooler outlet temperature, the MFD removes the respective pointer from the display.
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Test Mode Display The test mode provides the user with a failure mode annunciation and familiarization of the environmental control system page. The test mode is functional while weight-on-wheels is sensed and the airspeed is less than 50 knots. Pushing and holding the TEST button on the appropriate DC-550 Display Controller initiates the test mode if the environmental control system page was being displayed. The MFD then displays the test page format as long as the test mode is active. Figure 2-1-54 shows the test mode format for the environmental control system page.
ECS CABIN TEMP CKPT TEMP --- C --- C
OXY PRESS
BLEED TEMP
- - - - PSI
OXYGEN PRESSURE READOUT (AMBER DASHES)
CABIN AND COCKPIT TEMPERATURE READOUTS (AMBER DASHES)
AD-51585@
Figure 2-1-54. Environmental Control System Page - Test Mode
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EMBRAER 145
(e)
Fuel System Page Display The fuel system page format contains display information that provides a schematic representation of the fuel system for the pilot or copilot. Digital readouts are provided for the total fuel quantity, total fuel used, and fuel tank temperature. Header lines and static tank lines are displayed in white. Figure 2-1-51 shows the display format for the takeoff system page.
TANK 1 FUEL QUANTITY READOUT
TOTAL FUEL QUANTITY READOUT
HEADER AND STATIC TANK LINES
TANK 2 FUEL QUANTITY READOUT
FUEL
TANK 1 FUEL QUANTITY SCALE
TANK 1 700 LB PUMP A C

TANK 1 FUEL PUMP STATUS ANNUNCIATOR
TOTAL 1350 LB USED TEMP

FUEL TANK TEMPERATURE READOUT
TANK 2 650 LB PUMP OFF

TANK 2 FUEL PUMP STATUS ANNUNCIATOR
TANK 2 FUEL QUANTITY SCALE
350 LB -35 C
FUEL USED READOUT
AD-51586@
Figure 2-1-55. Fuel System Page Format
Fuel Tank Quantity Display The DAU provides the tank 1 and tank 2 fuel guantity in pounds to the IAC. The IAC converts pounds to kilograms if the English/Metric strap indicates metric. Each fuel tank quantity is then displayed as a vertical scale and digital readout.
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EMBRAER 145
The vertical scale for the tank 1 fuel quantity display is positioned along the left edge of the display. The vertical scale for the tank 2 fuel quantity display is positioned along the right edge of the display. Each scale has a range from 0 LB (0 KG) to 5000 LB (2270 KG). Each scale contains three color bands which represent the following fuel quantities: Red band (lower) represents fuel quantities from 0 LB (O KG) to 620 LB (280 KG) Amber band (middle) represents fuel quantities from 630 LB (290 KG) to 880 LB (400 KG) Green (normal) band (upper) represents fuel quantities from 890 LB (410 KG) to 5000 LB (2270 KG).
A pointer moves linearly between the top and bottom of each scale with respect to the color bands to indicate the fuel tank quantity. Each pointer reflects the color of the band to which it is pointing. A digital readout of the pointer position is displayed next to each vertical scale. Each readout has a range of 0 to 5000 pounds with a resolution of 10 pounds when english units are selected. The readout range is from 0 to 3000 kilograms with a resolution of 10 kilograms when metric units are selected. A white LB or KG label is displayed next to the readout digits, depending on whether pounds or kilograms is selected for display. The readout digits are displayed in the same color as the respective pointer. The readouts are not boxed for normal conditions. When a digital fuel quantity (excluding total quantity) exceeds an exceedance limit, an exceedance box is shown around the readout digits in the color of the exceedance. When the fuel quantity exceeds the limits of a particular color band on the vertical scale, the pointer changes color accordingly. If the fuel quantity exceeds the limits of the scale, the pointer parks itself at the respective end of the scale. For an invalid fuel tank quantity, three amber dashes (---) replace the respective readout digits, the exceedance box is not displayed, and the pointer is removed from the display. 2 Fuel Tank Pump Status Annunciator The DAU provides the status of each fuel tank pump to the IAC. Each status is considered individually unless all pumps indicate an off status. Each fuel status is displayed as a three character status field with possible values of A, B, C, or OFF located in the left, center, and right positions respectively. A white PUMP label is displayed above each pump status field.
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EMBRAER 145
A green A annunciation is displayed in the left position if power contactor A for that fuel pump is active. The position is blank if power contactor A is inactive. A green B annunciation is displayed in the center position if power contactor B for that fuel pump is active. The position is blank if power contactor B is inactive. A green C annunciation is displayed in the right position if power contactor C for that fuel pump is active. The position is blank if power contactor C is inactive. If all power contactors for that fuel pump are inactive, a green OFF annunciation is displayed in the pumps status field. For an invalid fuel tank pump status, an amber dash (-) is placed in the corresponding pump status field position. 3 Total Fuel Quantity Readout The total fuel quantity is displayed in a digital readout. The readout has a range from 0 to 9990 pounds with a resolution of 10 pounds when english units are selected. The readout has a range from 0 to 6000 kilograms with a resolution of 10 kilograms when metric units are selected. A white LB or KG label is displayed next to the readout digits, depending on whether pounds or kilograms is selected for display. The readout digits are displayed in green for normal conditions. The readouts are not boxed for normal conditions. If either tank 1 or tank 2 fuel quantities enter into an exceedance range, an exceedance box is shown around the readout digits in the same color as the greater exceedance. For an invalid total fuel quantity, four amber dashes (----) replace the readout digits. 4 Fuel Used Readout The DAU provides the IAC with the fuel flow data from each tank. This data is then integrated and added to a running total to obtain the fuel used quantity which is displayed in a digital readout. The IAC converts the fuel used value from pounds to kilograms if the English/Metric strap indicates Metric. An IAC reset effects the fuel used readout based on whether the reset occurred while the aircraft was on the ground or in the air. The readout has a range from 0 to 9990 pounds with a resolution of 10 pounds when english units are selected. The readout has a range from 0 to 4530 kilograms with a resolution of 10 kilograms when metric units are selected. A white LB or KG label is displayed next to the readout digits, depending on whether pounds or kilograms is selected for display. The readout digits are displayed in green. For an invalid fuel used value, four amber dashes (----) replace the readout digits.
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Fuel Tank Temperature Readout The DAU provides the fuel tank temperatures to the IAC. The fuel tank temperature is then displayed in a digital readout. The readout has a range from -64 C to +64 C with a resolution of one degree. For temperatures less than 0 C, a minus sign (-) is displayed with the digits. The readout digits are displayed in green (normal) for fuel tank temperatures between -39 C to +64 C. The readout digits are displayed in amber when the fuel tank temperature drops below -39 C. A white C label is displayed next to the readout digits. When the fuel tank temperature exceeds an exceedance range, an exceedance box is shown around the readout digits in the same color as the exceedance. For an invalid fuel tank temperature, three amber dashes (---) replace the readout digits.
Test Mode Display The test mode provides the user with a failure mode annunciation and familiarization of the fuel system page. The test mode is functional while weight-on-wheels is sensed and the airspeed is less than 50 knots. Pushing and holding the TEST button on the appropriate DC-550 Display Controller initiates the test mode if the fuel system page was being displayed. The MFD then displays the test page format as long as the test mode is active. Figure 2-1-56 shows the test mode format for the fuel system page.
TANK 1 FUEL QUANTITY READOUT (AMBER DASHES)
TOTAL FUEL QUANTITY READOUT (AMBER DASHES)
TANK 2 FUEL QUANTITY READOUT (AMBER DASHES)
FUEL TANK 1 - - - - LB PUMP --TANK 1 FUEL PUMP STATUS ANNUNCIATOR (AMBER DASHES)
TOTAL - - - - LB USED TEMP - - - LB --- C
TANK 2 - - - - LB PUMP --TANK 2 FUEL PUMP STATUS ANNUNCIATOR (AMBER DASHES)
FUEL USED FUEL TANK READOUT TEMPERATURE (AMBER DASHES) READOUT (AMBER DASHES)
AD-51587@
Figure 2-1-56. Fuel System Page - Test Mode
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EMBRAER 145
(11)
MFD Test Mode Display The system test mode provides the pilot or copilot with a failure mode annunciation and familiarization of the MFD format. The test mode is functional while weight-on-wheels is sensed and the airspeed is less than 50 knots. Pushing and holding the TEST button on the appropriate DC-550 Display Controller initiates the test mode for the corresponding MFD. The MFD then displays the test page format as long as the test mode is active. Figure 2-1-57 shows the test page format for the MFD. When the MFD test mode is selected, the currently selected system page is displayed in its test page format. If the plan mode is the current display mode, the map mode is forced on when the test mode is initiated. The plan mode is re-enabled when the TEST button is released. The MFD displays the following items in their invalid state: Bezel menu Distance Map mode heading display SAT Time-to-go TAS TAT Weather radar
The following display items are forced off the display: Airports and airport identifiers Checklist display Designator information Drift bug Flight plan data (waypoints, identifiers, track lines) Heading select bug Lateral deviation NAVAIDS and NAVAID identifiers TCAS display Wind display WX video data
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EMBRAER 145
INVALID CURRENT HEADING
HEADING TEST ANNUNCIATOR (RED)
FMS
INVALID DISTANCE (AMBER) INVALID TTG (AMBER)
--N HDG TEST
-----
- - - SAT - - - TAT - - - TAS
INVALID SAT (AMBER) INVALID TAT (AMBER) INVALID TAS (AMBER)
33
30
50
50
24
12
WX
MENU INOP
Figure 2-1-57. MFD Test Mode Display
FAILED WX (AMBER)
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AD-51241@
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EMBRAER 145
K.
Engine Instrument Crew Alerting System (EICAS) Display Interface

NOTE: See Figure 2-1-58 (Sheets 1 and 2) for a block diagram of the EICAS interface.
The EICAS display utilizes four primary components as follows: DU-870 Display Unit No. 3 BL-871-851 EICAS Bezel Controller (1) DC-550 Display Controller (1) DA-800 Data Acquisition Units (DAU) (2) Symbol Generator (part of the IC-600 IAC) (2)
The DAU is the central data collection point for the EICAS. Left side aircraft and engine sensors connect to DAU No.1. Right side aircraft and engine sensors connect to DAU 2. The DAUs receive discrete, digital and analog data from various aircraft instruments and components either directly, or from each IAC. This data includes engine data from the Full Authority Digital Engine Computer (FADEC). The FADEC data is digitized (if necessary) and sent to the symbol generator in each IAC. The controlling IAC sends EICAS data to the EICAS display unit for display. An ARINC 429 wraparound signal from the EICAS display unit is sent to both IACs where it is compared with the original sensor data in the IAC to ensure validity of the displayed data. The dimming panel controls the brightness of the EICAS display. Each DAU consists of two independent and isolated channels with identical hardware and software. Each channel contains its own power supply for connection to an aircraft circuit breaker. Both channels perform the same computations on identical input data. Both channels are continuously monitored by the IAC. The IAC displays errors or detected differences on the EICAS parameters between the two channels as messages in the CAS section of the EICAS display. The control knob on the EICAS display bezel allows the pilot or copilot to scroll through the CAS messages. The master warning and master caution annunciators on the glareshield are used to acknowledge warning and caution messages shown on the CAS display. If the EICAS display unit fails, the DU revision switch on either reversionary panel can be used to move the EICAS display format to an MFD unit. The control knob on the MFD bezel can then be used scroll through the CAS messages.
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(Blank Page)
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EMBRAER 145
DU-870 NO. 3 (EICAS) 132J1 IC-600 NO.1 DU HDLC OUT 190J2B + 10 - 11 + 16 - 17 + 14 - 15 16" MAX STUB TO 130J1-38,-39 AND 131J1-38,-39. TO 130J1-35,36 AND 131J1-35,-36. (H) 1 BRIGHTNESS POT (W) 14 (L) 13 LIGHTING COMMON 24
AIRCRAFT DIMMING CONTROL
DU HDLC NO. 3 IN (UNTERMINATED) 190J2A 15 H 16 L DC/IC BUS IN DU HDLC NO. 1 IN (TERMINATED)
16" MAX STUB 0-5 VAC EDGE LIGHTING 23 0-5 VAC DC-550 DISPLAY 115J1 CONTROLLER NO. 1 132J1 10" MAX STUB 38 39 35 36 31 32 DU NO.3 - EICAS HDLC NO. 1 IN (B0) 21 SET KNOB (B1) 25 BEZEL COMMON 63 24 (H) SET KNOB 25 (L) 26 SET KNOB COMMON DC/IC BUS OUT H L
190J2A DU HDLC NO. 2 IN + 45 - 46 47 23" MIN
115J1 34 35
OPT HDLC NO. 2 TERM
10" MAX STUB IC-600 NO.2 DU HDLC OUT C190J2B + 10 - 11 + 14 23" MIN - 15 + 16 16" MAX STUB - 17 C190J2A DU HDLC NO. 2 IN OPT HDLC NO. 2 TERM + 45 23" MIN - 46 47 23" MIN
HDLC NO. 2 IN
HDLC OUT C115J1 DC-550 DISPLAY CONTROLLER NO. 2 C115J1
DU HDLC NO. 3 IN (UNTERMINATED) C190J2A 15 H 16 L DC/IC BUS IN DU HDLC NO. 1 IN (TERMINATED)
24 (H) SET KNOB 25 (L) 26 SET KNOB COMMON DC/IC BUS OUT H L 7 8
TO C130J1-38, 39 C131J1-38, 39 TO C130J1 -35, 36 C131J1-35, 36 28 V DC INPUT POWER 101 102 103 104 105 106 EICAS DW ESS DC 28 V DC BUS 1
POWER GROUND
AD-51244,SH1@
Figure 2-1-58 (Sheet 1). EICAS Interface Diagram
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EMBRAER 145
136J1B DA-800 DAU NO. 1 46 47 A/C TRANSMITTER 44 45 48 49 H L H L H L L-FADEC CH A ARINC INPUT SHIP'S CLOCK ARINC INPUT FUEL COMPUTER ARINC INPUT RS-422 XMT CH A RS-422 RCV CH A RS-232 CHANNEL A IAC NO. 1 ARINC INPUT ARINC 429 XMTR NO. 2A VARIOUS DISCRETE ANALOG INPUTS FOR EICAS MESSAGES/DISPLAYS
136J1/J2
136J1B H 98 L 99 H 100 L 101
DISCRETE/ANALOG INPUTS/OUTPUTS: REFER TO SECTION 3, INTERCONNECT INFORMATION FOR SIGNAL NAME./ CONNECTOR PIN DATA.
DISCRETE/ANALOG INPUTS/OUTPUTS: REFER TO SECTION 3, INTERCONNECT INFORMATION FOR SIGNAL NAME./ CONNECTOR PIN DATA.
137J1/J2 DA-800 DAU NO. 2 VARIOUS DISCRETE ANALOG INPUTS FOR EICAS MESSAGES/DISPLAYS 137J1B 100 H RS-422 RCV 101 L CH A 98 H RS-422 XMT 99 L CH A
137J1B R-FADEC CH A ARINC INPUT CABIN PRESS. SENSOR UNIT FUEL COMPUTER ARINC INPUT H 46 L 47 H 44 L 45 H 48 L 49 A/C TRANSMITTER
68 69 136J2B NO. 1 FADEC A/C TRANSMITTER MAINTENANCE COMPUTER 44 45 42 43 40 41 136J1A
H L
FLIGHT DATA REC OUT
TX 104 RX 105 GND 106 H 42 L 43 H 50 L 51
RS-232 PILOT'S TEST CONNECTOR
RS-232 COPILOT'S TEST CONNECTOR
104 TX RS-232 105 RX CHANNEL A 106 GND R-FADEC CH B ARINC INPUT STALL WARN CH. A ARINC INPUT MAINT COMP ARINC OUTPUT
137J2B H 44 L 45 H 42 L 43 H 40 L 41 137J1A SIG GND NO. 1 CH A 99 SIG GND NO. 2 CH A 100 28V DC NO. 1 CH A 103 28V DC NO. 2 CH A 104 28V NO. 2 FADEC A/C TRANSMITTER MAINTENANCE COMPUTER
H L H L H L
L-FADEC CH B ARINC INPUT STALL WARN CH. A ARINC INPUT MAINT COMP ARINC OUTPUT
50 H ARINC 429 51 L XMTR NO. 2A IC-600 NO. 1 190J2 A B C190J2 A B IC-600 NO. 2 31 H DAU NO. 1 32 L CH A 41 42
H L
DAU NO. 1 H 81 CH A L 82 DAU NO. 2 H 31 CH A L 32 429 OUT H 37 TO DAU L 38 DAU NO. 1 H CH B L DAU NO. 2 H 41 CH B L 42 31 32 81 82 31 32
99 SIG GND NO. 1 CH A 100 SIG GND NO. 2 CH A 28V 103 28V DC NO. 1 CH A 104 28V DC NO. 2 CH A 105 PWR GND NO. 1 CH A 106 PWR GND NO. 2 CH A 101 CHASSIS GND CH A 69 ID NO. 3 CH A 136J2A 99 SIG GND NO. 1 CH B 100 SIG GND NO. 2 CH B 28V 103 28V DC NO. 1 CH B 104 28V DC NO. 2 CH B 105 106 101 69 80 PWR GND NO. 1 CH B PWR GND NO. 2 CH B CHASSIS GND CH B ID NO. 3 CH B W.O.W. H L TX RS-232 RX CHANNEL B GND ARINC 429 XMTR NO. 2B
DAU NO. 2 CH A
ESS DC BUS1 DAU 1A
H L H L
DAU NO. 1 CH B DAU NO. 2 CH B
PWR GND NO. 1 CH A 105 PWR GND NO. 2 CH A 106 CHASSIS GND CH A 101 ID NO. 2 CH A 68 137J2A SIG GND NO. 1 CH B 99 SIG GND NO. 2 CH B 100 28V DC NO. 1 CH B 103 28V DC NO. 2 CH B 104 PWR GND NO. 1 CH B 105 PWR GND NO. 2 CH B 106 CHASSIS GND CH B 101 ID NO. 2 CH B 68 W.O.W. 80
DAU 2A ESS DC BUS1
136J2B 50 51 104 105 106
137J2B 50 H ARINC 429 51 L XMTR NO. 2B 104 TX RS-232 105 RX CHANNEL B 106 GND
DC BUS1 DAU 1B
DAU 2B
DC BUS1
28V
GROUND = AIRCRAFT ON GROUND
RS-232 PILOT'S TEST CONNECTOR
RS-232 COPILOT'S TEST CONNECTOR

AD-51244-R1,SH2@
Figure 2-1-58 (Sheet 2). EICAS Interface Diagram
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EMBRAER 145
L.
EICAS Display Operation

The EICAS display format provides engine information to the pilot. The EICAS display also provides a crew alerting system (CAS), landing gear information, cabin environment and trim data. The EICAS display format consists of five major display areas as follows: Engine Instrument Section Cabin and APU Section CAS Message Section Flight Control Information Section
Figure 2-1-59 shows the display format for EICAS information. If an exceedance occurs on the EICAS, it causes the box around the digital readout to flash for five seconds at a rate of one second on and 0.5 seconds off, then remain steady. If a parameter is currently in exceedance and it enters a higher level exceedance, the box flashes for five seconds and then remains steady. The box changes to the exceedance color but does not flash if a parameter currently in exceedance enters a lower level exceedance. If a parameter is currently in exceedance with its box flashing and it enters a higher level exceedance, the box changes to the new exceedance color and flashes for the remainder of the lower level exceedances five second duration. If a parameter is currently in exceedance with its box flashing and it enters a lower level exceedance, the box changes to the new exceedance color and flashes for the remainder of the higher level exceedances five second duration. The box is immediately removed if a parameter becomes invalid while in an exceedance with the box flashing. If a parameter is invalid and then becomes valid within an exceedance range, the box and digits change to the exceedance color and the box flashes for five seconds and then remains steady.
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EMBRAER 145
ENGINE INSTRUMENT SECTION
CAS MESSAGE SECTION
UPPER FLIGHT CONTROL INFORMATION SECTION LOWER FLIGHT CONTROL INFORMATION SECTION
CABIN/APU SECTION
AD-51245@
Figure 2-1-59 (Sheet 1). EICAS Display Format
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EMBRAER 145
AUTOMATIC TAKEOFF THRUST CONTROL SYSTEM ENABLED ANNUNCIATOR
ENGINE MODE ANNUNCIATOR
N1 TARGET BUG AND DIGITAL READOUT
"END" STATUS MESSAGE
ENGINE FAN SPEED DISPLAY
T/0-1 88.1 REV 75.0 ATTCS N1 A
88.1 75.0 REV A
END
CREW ALERTING SYSTEM MESSAGE FIELD
N1 REQUEST BUG
IGN A
550
ITT
550 A
IGN
LEGENDS
INTER TURBINE TEMPERATURE DISPLAY ENGINE TURBINE SPEED READOUT
99.9% 990 PPH 1000 LB OIL
N2 FF FQ
99.9% 990 PPH 1000 LB VIB LDG GEAR UP UP UP 0 CLD PITCH UP 9
SEPARATOR LINES LANDING GEAR DISPLAY FLAP POSITION DISPLAY
FUEL FLOW READOUT FUEL TANK QUANITY READOUT OIL PRESSURE DISPLAY
79 79 PRESS
100 100 TEMP LP HP
FLAPS SPLRS ROLL YAW
OIL TEMPERATURE DISPLAY CABIN ALTITUDE DISPLAY
CAB ALT CAB P
7000 FT 7.5 PSI
GROUND SPOILER DISPLAY
CAB RATE -5000 FPM APU 100% 600 C
APU TURBINE SPEED DISPLAY
APU TEMPERATURE DISPLAY
LOW PRESSURE VIBRATION VERTICAL SCALE
HIGH PRESSURE VIBRATION VERTICAL SCALE

AD-51246@
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EMBRAER 145
N1 EXCEDENCE ARC
THRUST REVERSER ANNUCIATOR
88.1 88.1 R-MODE REV 75.0 75.0 REV N1 A A
FADEC IN CONTROL CHANNEL ANNUNCIATOR IGNITION ANNUNCIATOR
IGN A
550
ITT
550 A
IGN
BATT 1 OVTEMP BLD 1 LEAK MAIN DOOR OPN GPWS INOP FUEL XFEED FAIL PITOT 3 INOP LG/LEVER DISAGREE BRAKE INBD INOP DFDR FAIL ENG1 T/R DISAGREE E1 FUEL IMP BYP BRAKE DEGRADED FUEL XFEED OPEN HYD2 LO QTY 0 MESSAGES 2
WARNING MESSAGES (RED) CAUTION MESSAGES (AMBER)
99.9% 990 PPH 700 LB OIL
N2 FF FQ
99.9% 990 PPH 1000 LB VIB
ADVISORY MESSAGES (CYAN)
LDG GEAR DN UP 22 OPN PITCH UP 9
MESSAGES STATUS LINE AILERON MISTRIM ARROW
CABIN DIFFERENTIAL PRESSURE DISPLAY
79 79 PRESS
145 100 TEMP LP HP
FLAPS SPLRS ROLL YAW
CAB ALT CAB

CABIN ALTITUDE RATE DISPLAY
10000 FT 7.5 PSI -5000 FPM OFF
PITCH TRIM DISPLAY
CAB RATE APU
APU STATUS ANNUNCIATOR
YAW TRIM DISPLAY NOTE: THE DISPLAY SHOWN MAY NOT REPRESENT ACTUAL FLIGHT CONDITIONS.
ROLL TRIM DISPLAY

AD-51247@
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EMBRAER 145
(1)
Engine Instrument Section The engine instrument section of the EICAS display contains engine information for the following parameters: Engine Fan Speed (N1) Inter Turbine Temperature (ITT) Engine Turbine Speed (N2) Fuel Flow Fuel Quantity Oil Pressure Oil Temperature Engine Vibration Engine Mode Ignition Status FADEC in Control Thrust Reversers
Engine instrument legends N1, ITT, N2, FF, and FQ are displayed as long as the display unit is in EICAS mode. These legends are centered top to bottom in the engine instrument section, dividing the left engine data from the right engine data. The OIL and VIB subsection labels are constantly displayed, along with the PRESS, TEMP, LB and HP indicator labels. The %, PPH, KPH, LB, and KG legends are also constantly displayed. All legends and labels are displayed in white in the engine instrument section. White separator lines separate the oil and vibration subsection from the main engine instrument section. (a) Engine Fan Speed (N1) Display Engine fan speed (N1) data is displayed as an indicator dial and digital readout for the left and right engines. Left engine N1 data is shown on the left, and right engine N1 data is shown on the right. Each engine is controlled by a full authority digital engine computer (FADEC). When the FADEC controls the engine speed, the N1 request bug is displayed on the outside of the indicator dial. The digital readout is displayed inside the indicator dial for the N1 reference value.
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Indicator Dial The indicator dial consists of the following elements: Dial scale consisting of two arcs: normal and exceedance Dial pointer Digital readout
The normal arc is a 200 arc beginning at the 70 compass position and extending in a clockwise direction. The normal arc is scaled as two degrees of arc per 1% of N1, with the 70 compass position representing 0% N1 and the 270 compass position representing 100% N1. Long white tick marks are placed on the arc at every 40 degrees of compass arc starting at the 70 compass position. Short white tick marks are placed on the arc at every 40 degrees of compass arc starting at the 90 compass position. A double stroked tick mark extending to the right of the normal arc is placed at the 100% N1 position. The tick marks and percent labels are displayed in white. The exceedance arc is a 20 arc beginning at the 270 compass position and extending in a clockwise direction. The exceedance arc is scaled as two degrees of arc per 1% of N1, with the 270 compass position representing 100% N1 and the 290 compass position representing 110% N1. The exceedance arc is visible only when the dial pointer and digital readout exceed the upper limits of the normal arc range. The dial pointer, indicating N1, sweeps the normal and exceedance arcs with a resolution of 0.1%. The pointer is limited at 110% for N1 values greater than 110%, and less than or equal to the upper digital readout limit. The digital readout has a range of 0.0 % to 199.9% N1 with a resolution of 0.1%. A white box surrounds the digital readout. This box changes to red if an exceedance occurs. For invalid N1, four amber dashes (---.-) replace the readout digits and the pointer and exceedance arc are removed. The N1 indicator dial parameters are defined in Table 2-1-49. Table 2-1-49. N1 Indicator Dial Parameters Range 0.0% to 100% of N1 100.1% to 110% of N1 Duration Always When N1 exceeds 100% Scale Color White Red Pointer/Readout Color Green Red
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EMBRAER 145
N1 Request Bug The N1 request bug is displayed as a green, truncated triangle and is provided for both N1 displays. The N1 request bug moves along the outside edge of the N1 indicator dial. For an invalid N1 request, the respective N1 request bug is removed from the display.
N1 Target Bug The N1 target bug consists of a T symbol and a digital readout and is provided for both N1 displays. The N1 target moves along the outside edge of the N1 indicator dial. The N1 target bug digital values are displayed in a digital readout. The readout has a range of 05 to 100% with a resolution of 0.1 % RPM. Both the target bug and readout digits are displayed in cyan. For an invalid engine target N1, the respective N1 target bug is removed and four amber dashes (---.-) replace the readout digits.
(b)
Inter Turbine Temperature Display Inter turbine temperature (ITT) data is displayed as an indicator dial and digital readout for the left and right engines. Left engine ITT data is shown on the left, and right ITT engine data is shown on the right. The digital readout is displayed inside the indicator dial for the ITT reference value. The indicator dial consists of the following elements: Dial scale consisting of two arcs: normal and exceedance Dial pointer Digital readout
The normal arc begins at the 70 compass and extends in a clockwise direction. The normal arc consists of two linear arc segments. The first arc segment is static and scaled such that 4.33 degrees of arc equals one degree of change in ITT. The second arc segment is scaled such that 2.49 of arc equals a 1 change in ITT. The second arc segment extends clockwise from the end of the static arc segment to the start of the red exceedance arc (red tick mark) as follows: When conditions in Table 2-1-50 indicate the red exceedance arc starting point is 922 C, the second arc segment extends clockwise from the end of the static arc segment to the red tick mark as shown in Figure 2-1-60. When conditions in Table 2-1-50 indicate an engine start has been requested and the engine is not running, the second arc segment extends clockwise from the end of the static arc segment to the red tick mark as shown in Figure 2-1-61.
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EMBRAER 145
When conditions in Table 2-1-50 indicate the red exceedance arc staring point is 922 C and the engine mode is CON, CLB, or CRZ, the second arc segment extends from the end of the static arc segment to 869 C, and an amber exceedance arc is drawn from 869 C to the red tick mark as shown in Figure 2-1-62. Table 2-1-50. ITT Engine Start Logic Engine Start Requested Not Requested Not Requested Requested Requested Engine Running Not Running Running Not Running Running Red Exceedance Arc Starting Point (Tick Mark) 922 922 801 922
RED TICK MARK EXCEEDANCE ARC FROM 922 TO 972
ITT Arc
300 C
922 C 133
67
STATIC ARC SEGMENT
SECOND ARC SEGMENT 590 C

AD-51381@
Figure 2-1-60. ITT Arc Default
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EMBRAER 145
EXCEEDANCE ARC FROM 801 TO 851
300 C
133 RED TOCK MARK 801 C
67
STATIC ARC SEGMENT
590 C SECOND ARC SEGMENT

Figure 2-1-61. ITT Arc During Engine Start
AD-51588@
RED TICK MARK
EXCEEDANCE ARC FROM 922 TO 972 300 C
922 C 869 C SECOND ARC SEGMENT AMBER TICK MARK AMBER REGION OF ARC FROM 869 TO 922
STATIC ARC SEGMENT
AD-51589@
Figure 2-1-62. ITT Arc With Engine Mode
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A red temperature exceedance arc is displayed when the ITT digital readout and pointer are greater than or equal to the starting point of the red exceedance arc. The red temperature exceedance arc is a 20 degree radial arc (50 C) beginning at the red exceedance arc starting point and extending in a clockwise direction. The dial pointer, indicating temperature, sweeps the normal and exceedance temperature arcs with a resolution of one degree. The pointer is limited at 300 degrees for ITT input values less than or equal to 300 C. For ITT input values which exceed the range of the exceedance region, the pointer is limited at the end of the 50 C temperature exceedance arc. The digital readout has a range from -65 C to 1999C with a resolution of one degree. The pointer and readout digits are displayed in green for normal ITT conditions. When an exceedance occurs, the pointer and readout digits are displayed in the exceedance color. A white box surrounds the digital readout. When an exceedance occurs, the box transitions to an amber or red exceedance color. The box also flashes for five seconds at a rate of one second on and 0.5 seconds off during the transition to an exceedance color, or from an amber exceedance color to a red exceedance color. For an invalid ITT, four amber dashes (----) replace the readout digits, the box is displayed in its normal state, and the pointer and exceedance arc are removed. For an invalid engine start request, engine running, and engine mode, the ITT display defaults to the display shown in Figure 2-1-60. (c) Engine Turbine Speed (N2) Display Engine turbine speed (N2) data is displayed in a digital readout for the left and right engines. The left engine N2 data is shown on the left, and right engine N2 data is shown on the right. The digital readout has a range from 0.0% to 199.9% with a resolution of 0.1 percent. A percent (%) symbol is displayed next to the readout digits. The readout digits are displayed in green for normal N2 conditions. The digital readout is not boxed during normal conditions. When an N2 value enters an exceedance range, a red box is shown around the readout digits which are also displayed in red. For an invalid N2, four amber dashes (---.-) replace the readout digits.
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(d)
Fuel Flow Readout Fuel flow is measured in pounds per hour (PPH). The DAU provides the fuel flow in PPH to the IC-600 IAC. The IAC converts the value to kilograms per hour (KPH) if the English/Metric strap indicates metric. The EICAS display annunciates which system is being used with a white PPH or KPH label. Fuel flow (FF) for the left and right engines is displayed in a digital readout above the fuel tank quantity data. Fuel flow data for the left engine is shown on the left, and fuel flow data for the right engine is shown on the right. The readout has a range from 0 PPH to 4000 PPH with a resolution of 10 PPH for english units. The readout has a range from 0 KPH to 1820 KPH with a resolution of 10 KPH for metric units. The readout digits are displayed in green. For an invalid fuel flow, four amber dashes (----) replace the readout digits.
(e)
Fuel Tank Quantity Readout Fuel tank quantity is measured in pounds (LB). The DAU provides the IAC with fuel tank quantity in pounds. The IAC converts the value to kilograms (KG) if the English/Metric strap indicates metric. The EICAS display annunciates which system is being used with a white LB or KG label. Fuel tank quantity (FQ) for the left wing and right wing fuel tanks is displayed in a digital readout below the fuel flow data. The left wing fuel tank quantity is shown on the left, and the right wing fuel tank quantity is shown on the right. The readout has a range from 0 LB to 5000 LB with a resolution of 10 pounds for english units. The readout has a range from 0 KG to 3000 KG with a resolution of 10 kilograms for metric units. The readout digits change color as function of the remaining fuel tank quantity. readout digits are displayed in green for a full fuel tank quantity (5000 LB or 3000 KG). Readout digits are displayed in amber when the fuel tank quantity reaches 880 LB (400 KG). Readout digits are displayed in red for a fuel tank quantity less than 620 LB (280 KG). When a fuel tank quantity exceeds a limit, an exceedance box in the color of the exceedance is shown around the readout digits. If the primary fuel tank quantity is invalid, the secondary fuel tank quantity is latched as the only data source and remains latched until the IAC is re-powered. If the secondary fuel tank quantity is invalid, four amber dashes (----) replace the readout digits and the exceedance box is removed.
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(f)
Oil Pressure Display Engine oil pressure is measured in pounds per square inch (PSIg). Oil pressure data is displayed as a vertical scale and a digital readout for the left and right engines. Left engine oil pressure is shown on the left, and right engine oil pressure is shown on the right. The vertical has a range from 0 PSig to 99 PSIg, with the bottom of the scale representing 0 PSIg and the top representing 99 PSIg. The vertical scale contains three color bands as follows when N2 is less than 88%: The red band (15% of scale length) represents oil pressures from 0 PSIg to 31 PSIg The green band (70% of scale length) represents oil pressures from 32 PSIg to 90 PSIg The amber band (15% of scale length) represents oil pressures from 91 PSIg to 99 PSIg.
When N2 is greater than 88%, the vertical scale displays an additional amber band as follows. The red band (15% of scale length) represents oil pressures from 0 PSIg to 31 PSIg The lower amber band (15% of scale length) represents oil pressures from 32 PSIg to 49 PSIg. The green band (50% of scale length) represents oil pressures from 50 PSIg to 90 PSIg The upper amber band (15% of scale length) represents oil pressures from 91 PSIg to 99 PSIg.
Two pointers are positioned on the vertical scale; one on the left side for the left engine oil pressure, and the other on the right side for the right engine oil pressure. Each pointer moves in linearly between the top and bottom of the scale with respect to the three color bands. When the oil pressure exceeds the defined limits for a specific band, the pointer changes color. If the oil pressure exceeds the scale limits, the pointer parks itself at the respective end of the scale. A digital readout of the pointer position is provided for each engine oil pressure. The readout has a range from 0 PSIg to 150 PSIg with a resolution of one PSIg. The readout digits are displayed in the same color as the corresponding pointer on the vertical scale. When a digital engine oil pressure value exceeds a limit, the readout digits are boxed in the respective color of the exceedance. For an invalid engine oil pressure, two amber dashes (--) replace the readout digits and the pointer and exceedance box are removed.
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(g)
Oil Temperature Display Engine oil temperature is measured in degrees Celsius. The oil temperature for the left and right engines is displayed as a vertical scale and a digital readout. Left engine oil temperature is shown on the left, and right engine oil temperature is shown on the right. The scales have a range from 0 C to 180 C, with the bottom of the scale representing 0 C and the top representing 180 C. The vertical scale contains three bands as follows: The amber band represents oil temperatures from 0 C to 21 C The green band (normal) represents oil temperatures from 21 C to 127 C The red band represents oil temperatures from 127 C to 180 C.
Two pointers are positioned on the vertical scale; one on the left side for the left engine oil temperature, and the other on the right side for the right engine oil temperature. Each pointer moves linearly between the top and bottom of the scale with respect to the three color bands. When the engine oil temperature exceeds the defined limits for a specific band, the pointer changes color. If the engine oil temperature exceeds the scale limits, the pointer parks at the respective end of the scale. A digital readout of the pointer position is provided for each engine oil temperature. The readout has a range from -80 C to 300 C with a resolution of one degree. The readout digits are displayed in the same color as the corresponding pointer on the vertical scale. When a digital engine oil temperature value exceeds a limit, the readout digits are boxed in the respective color of the exceedance. For an invalid engine oil temperature, two amber dashes (--) replace the readout digits and the pointer and exceedance box are removed. (h) Engine Low Pressure Vibration Scale The EICAS displays engine low pressure vibration as an analog display for the left and right engines. Left engine low pressure vibration is shown on the left, and right engine low pressure vibration is shown on the right. The analog display consists of a vertical scale, pointers that correspond to the engine low pressure vibration values, and a white LP label centered below the scale. The vertical scale is divided into five equal sections using four horizontal lines. The bottom of the scale represents 0 IPS and the top represents 2.5 IPS. The vertical scale contains two bands as follows: The green band (normal) represents low pressure vibrations from 0 IPS to 1.9 IPS The amber band represents low pressure vibrations from 1.9 IPS to 2.5 IPS.
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Two pointers are positioned on the vertical scale; one on the left side for the left engine low pressure vibration, and the other on the right side for the right engine low pressure vibration. Each pointer moves linearly between the top and bottom of the scale with respect to the color bands. When the engine low pressure vibration exceeds the defined limits for a specific band, the corresponding pointer changes color. If the engine low pressure vibration exceeds the scale limits, the pointer parks at the respective end of the scale. For an invalid engine low pressure vibration, the pointer is removed. (i) Engine High Pressure Vibration Scale The EICAS displays engine high pressure vibration as an analog display for the left and right engines. Left engine high pressure vibration is shown on the left, and right engine high pressure vibration is shown on the right. The analog display consists of a vertical scale, pointers that correspond to the engine high pressure vibration values, and a white HP label centered below the scale. The vertical scale is divided into five equal sections using four horizontal lines. The bottom of the scale represents 0 IPS and the top represents 2.5 IPS. The vertical scale contains two bands as follows: The green band (normal) represents low pressure vibrations from 0 IPS to 1.2 IPS The amber band represents low pressure vibrations from 1.2 IPS to 2.5 IPS.
Two pointers are positioned on the vertical scale; one on the left side for the left engine high pressure vibration, and the other on the right side for the right engine high pressure vibration. Each pointer moves linearly between the top and bottom of the scale with respect to the color bands. When the engine high pressure vibration exceeds the defined limits for a specific band, the corresponding pointer changes color. If the engine high pressure vibration exceeds the scale limits, the pointer parks at the respective end of the scale. For an invalid engine high pressure vibration, the pointer is removed. (j) Engine Annunciators The EICAS displays annunciations for the engine modes, Automatic Takeoff Thrust Control System, engine ignitors, FADEC in Control, and the thrust reversers. The engine annunciations are activated by signals coming from the FADEC via the DAU. These annunciations are displayed next to the N1 and ITT indicators. 1 Engine Mode Annunciator Engine mode annunciations are displayed at the top center of the engine instrument section. The FADEC transmits the current mode for each engine to the DAU via an ARINC 429 data bus. The DAU then sends this information to the IAC for display processing.
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For identical left and right engine modes, a single engine mode annunciation is display. If the left and right engine modes are different, both engine mode annunciations are displayed separately with exception of the ALT T/O-X annunciation. Dashes replace the annunciation when the left and right alternated takeoff modes are different. Table 2-1-51 lists the engine mode annunciations which are displayed in cyan on the display format. For an invalid engine mode, six amber dashes (------) replace the annunciation. Table 2-1-51. Engine Mode Annunciations Mode Takeoff Mode 1 Takeoff Mode 2 Takeoff Mode 3 Alternate Takeoff Mode 1 Alternate Takeoff Mode 2 Alternate Takeoff Mode 3 Continuous Climb Cruise Reversion Mode PWT 2 Engine Mode 3 0 0 0 0 0 0 0 0 1 1 1 Engine Mode 2 0 0 0 0 1 1 1 1 0 0 1 Engine Mode 1 0 0 1 1 0 0 1 1 0 0 1 Engine Mode 0 0 1 0 1 0 1 0 1 0 1 1 Annunciation T/O-1 T/O-2 T/O-3 ALT T/O-1 ALT T/O-2 ALT T/O-3 CON CLB CRZ R-MODE PWT
Automatic Takeoff Thrust Control System Annunciator The aircraft is equipped with an auxiliary power reserve that provides additional thrust to the aircraft in case of an engine out. The EICAS displays a green ATTCS annunciation on the display format when the left and right Automatic Takeoff Thrust Control System (ATTCS) are armed. There is no invalid case for the ATTCS annunciation.
Ignition Annunciator The aircraft is equipped with two ignitor plugs for each engine. Several ignition annunciations indicate the various states of the ignitors for each engine. Table 2-1-52 lists the ignition annunciations which are displayed in green on the display format. There is no invalid case for the ignition annunciation.
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Table 2-1-52. Ignition Annunciation Display IGN OFF IGN B IGN A IGN AB (Blank) (Blank) (Blank) FADEC A Ignition Enabled Not Enabled N/A N/A N/A Enabled Enabled Not Enabled FADEC A Ignition On Off Off On On Off Off Off FADEC B Ignition Enabled not enabled N/A N/A N/A Not Enabled Enabled Enabled FADEC B Ignition On Off On Off On Off Off Off
FADEC in Control Annunciator The FADEC in Control annunciation indicates whether FADEC A or FADEC B is in control of a particular engine. The IAC receives this data from the FADEC via the DAU. The FADEC in Control annunciation field displays a green A if FADEC A is in control, or a green B if FADEC B is in control. If both FADEC A and FADEC B indicate that they are in control, the annunciation field remains blank. The field also remains blank if both FADEC A and FADEC B indicate that neither is in control. For an invalid indication, the FADEC in Control annunciation is removed.
Thrust Reverser Annunciator The aircraft is equipped with a thrust reverser for each engine. The EICAS displays a status indication of the thrust reverser for each engine. A green REV annunciation is displayed to indicate that the thrust reverser is armed for deployment when the thrust is boosted upon landing.
(2)
Cabin and APU Section The IAC receives various cabin information from the DAU which is then displayed in the bottom left section of the display format. Cabin information includes cabin altitude, cabin differential pressure, and cabin altitude rate. The EICAS displays the current state of the APU, as well as, the current turbine speed and temperature. The IAC receives this data from the DAU which is then displayed in the extreme lower left section of the display format, below the cabin data.
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(a)
Cabin Altitude Display The cabin altitude is displayed in feet in a digital readout located at the top of the cabin and APU section. A white CAB ALT label annunciates the readout. The readout has a range from -1500 feet to +40000 feet with a resolution of 100 feet. A white FT label is displayed next to the readout digits. Readout digits are displayed in the following colors: Green for altitudes up to 8100 feet Amber for altitudes from 8100 feet to 10,000 feet Red for 10,000 feet to 40,000 feet.
During normal conditions, the readout digits are not boxed. When the cabin altitude exceeds a limit, the digits are boxed in the respective color of the exceedance. For an invalid cabin altitude, five amber dashes (-----) replace the readout digits and the exceedance box is removed. (b) Cabin Differential Pressure Display The cabin differential pressure is displayed in pounds per square inch (PSI) in a digital readout, just below the cabin altitude. A white CAB P label annunciates the readout. The readout range has a range of -0.5 PSI to 10.0 PSI with a resolution of 0.1 PSI. A white PSI label is displayed next to the readout digits. Table 2-1-53 lists the color and range for the cabin differential pressure readout. During normal conditions, the readout digits are not boxed. When the cabin differential pressure exceeds a limit, the digits are boxed in the respective color of the exceedance. For an invalid cabin differential pressure, three amber dashes (--.-) replace the readout digits and the exceedance box is removed. Table 2-1-53. Cabin Differential Pressure Readout Range (PSI) -0.5 to -0.3 -0.3 to 0.0 0.0 to 8.0 8.0 to 8.4 8.4 to 10.0 Color Red Amber Green (Normal) Amber Red
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(c)
Cabin Altitude Rate Display The cabin altitude rate is displayed in feet per minute (FPM) in a digital readout, just below the cabin differential pressure. A white CAB RATE label annunciates the readout. The readout range has a range of -2000 FPM to +2000 FPM with a resolution of 50 FPM. The readout digits are displayed in green. A white FPM label is displayed next to the readout digits. There is no exceedance limit defined for the cabin altitude rate. For an invalid cabin altitude rate, five amber dashes (-----) replace the readout digits.
(d)
APU Status Annunciator The APU data is displayed on the bottom line in the cabin and APU section, below the cabin data. This data is displayed as either valid data, OFF, or dashes. If the APU is turned off, a green OFF annunciation is displayed and the percent sign (%) and degree () symbols are removed.
(e)
APU Turbine Speed Display The APU turbine speed is displayed in revolutions per minute (RPM) in a digital readout. The readout has a range is of 0% RPM to 125% RPM with a resolution of one percent. A white % label is displayed next to the readout digits. Table 2-1-54 lists the color and range for the APU turbine speed readout. During normal conditions, the readout digits are not boxed. When the APU turbine speed exceeds a limit, the digits are boxed in the respective color of the exceedance. For an invalid APU turbine speed, three amber dashes (---) replace the readout digits and the exceedance box is removed. Table 2-1-54. APU Turbine Speed Range (% RPM) 0 to 95 96 to 104 105 to 110 111 to 125 Color Amber Green (Normal) Amber Red
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(f)
APU Exhaust Temperature Display The APU exhaust temperature is displayed in degrees Celsius in a digital readout. The readout has a range is of -73 C to +977 C with a resolution of one degree. A white C label is displayed next to the readout digits. Table 2-1-55 lists the color and range for the APU exhaust temperature readout. During normal conditions, the readout digits are not boxed. When the APU exhaust temperature exceeds a limit, the digits are boxed in the respective color of the exceedance. For an invalid APU exhaust temperature, three amber dashes (---) replace the readout digits and the exceedance box is removed. Table 2-1-55. APU Exhaust Temperature Color Green (normal) Amber Red APU Line APU Starter Contactor Contactor Closed Closed (Start Mode) Range (C) Range (C) 0 to 680 681 to 717 718 to 977 0 to 838 839 to 884 885 to 977
(3)
Crew Alerting System Message Section The IAC monitors the status of various aircraft and avionics systems on a continuous basis and alerts the flight crew, as required, by displaying messages in the crew alerting system (CAS) message section of the display format. In addition to prioritizing and color coding the CAS messages, the IAC controls the message timing, flight crew acknowledgment, and message scrolling in order to declutter the display. Each IAC receives warning, caution, and advisory signals from the various aircraft and avionics systems and performs the same computations on the identical signals independently. Only messages from the IAC in control are displayed. The N2 override switch on the maintenance allows CAS messages to be displayed while the aircraft is on the ground. The CAS messages are monitored for validity. The controlling IAC performs a checksum on the transmitted CAS message and compares it to the checksum in the cross-side IAC. If a miscompare exists, a CAS message miscompare annunciation is displayed on the PFD. The controlling IAC continues to transmit messages to the EICAS display.
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(a)
CAS Messages Sixteen lines of CAS messages can be displayed with 18 characters in each line. A white box outlines the CAS message area on the left and bottom borders. The CAS messages are divided into three queues: warning, caution, and advisory. The CAS messages are displayed in each message queue in chronological order. New messages are inserted at the top of the respective message queue. The most recent message appears at the top and the oldest message at the bottom of their respective message queue. The END status message is always the last message displayed. 1 Warning Messages Warning messages require immediate action from the flight crew. Warning messages are displayed in red at the top of the display and are not scrolled off the screen. Unacknowledged warning messages flash at a rate of one second on, then 0.5 seconds off. A list of possible CAS warning messages follows: WARNING MESSAGES APU FIRE BAGG SMOKE BATT 2 OVTEMP BLD 2 LEAK BLD 2 OVTEMP E1 ATTCS NO MRGN E1 OIL LOW PRESS E2 LOW N1 ELEC ESS XFR FAIL ENG 2 FIRE FUEL 1 TO LEVEL GPWS LAV SMOKE MAIN DOOR OPN PIT TRIM 1 INOP SERVICE DOOR OPN SPS 2 INOP AUTOPILOT FAIL BATT 1 OVTEMP BLD 1 LEAK BLD 1 OVTEMP BLD APU LEAK E1 LOW N1 E2 ATTCS NO MRGN E2 OIL LOW PRESS ENG 1 FIRE ENG ATTCS FAIL FUEL 2 LO LEVEL ICE COND-A/I INOP LG/LEVER DISAGREE NO TAKEOFF CONFIG PIT TRIM 2 INOP SPS 1 INOP
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Caution Messages Caution messages indicate the possible need for action from the flight crew. Caution messages are displayed in amber below the warning messages. If there are no warning messages, caution messages are positioned at the top of the display. If a warning message is generated while caution messages are being displayed (acknowledged or unacknowledged), the warning message is inserted above the caution messages. Unacknowledged caution messages flash at a rate of one second on, then 0.5 seconds off. A list of possible CAS caution messages follows: CAUTION MESSAGES 115 VAC BUS OFF A/1 SW OFF AHRS 1 OVERHEAT AIL SYS 1 INOP AOA 1 HEAT INOP AP AIL MISTRIM APU BLD VLV FAIL APU EXTBTL INOP APU FIREDET FAIL APU FUEL SOV INOP APU GEN OVLD APU OIL LO PRESS AUTO TRIM FAIL BAGGAGE DOOR OPN BATT 2 OFF BUS BLD 1 TEMP BLD 2 TEMP BRAKE DEGRADED BRK INBD INOP CHECK PFD 1 CROSS BLD FAIL DAU 1 ENG MISCMP DAU 1 SYS MISCMP DAU 2 SYS MISCMP DAU1 A FAIL A/ICE SWITCH OFF ACCESS DOORS OPEN AHRS 2 OVERHEAT AIL SYS 2 INOP AOA 2 HEAT INOP AP ELEV MISTRIM APU CNTOR CLSD APU FAIL APU FUEL LO PRESS APU GEN OFF BUS APU OIL HI TEMP AURAL WARN FAIL AUTOPILOT FAIL BATT 1 OFF BUS BKUP BATT OFF BUS BLD 1 VLV FAIL BLD 2 VLV FAIL BRAKE OVERHEAT BRK OUTBD INOP CHECK PFD 2 CROSS BLD SW OFF DAU 2 ENG MISCOMP DAU 1 WRN MISCMP DAU 2 WRN MISCMP DAU2 A FAIL
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CAUTION MESSAGES DC BUS 1 OFF DFDR FAIL E1 ATS SOV OPN E1 CTL B FAIL E1 EXTBTL B INOP E1 FUEL LO PRESS E1 FUEL SOV INOP E2 ATS SOV OPN E2 CTL B FAIL E2 EXTBTL B INOP E2 FUEL LO PRESS E2 FUEL SOV INOP ELEKBAY OVTEMP EMERG LT NOT ARMD ENG NO TO DATA ENG1 REV DISAGREE ENG1 TLA FAIL ENG2 REV FAIL ESS BUS 1 OFF FLAP FAIL FUEL TANK LO TEMP FUELING DOOR OPN GEN 1 OVLD GEN 2 OVLD GEN 3 OVLD GEN 4 OVLD HS VLV 1 FAIL HYD SYS 1 FAIL HYD SYS 2 FAIL IC 1 OVERHEAT IC 2 OVERHEAT IC BUS FAIL DC BUS 2 OFF E1 A/ICE FAIL E1 CTL A FAIL E1 EXTBTL A INOP E1 FIREDET FAIL E1 FUEL LO TEMP E2 A/I FAIL E2 CTL A FAIL E2 EXTBTL A INOP E2 FIREDET FAIL E2 FUEL LO TEMP ELEC EMERG ABNORM EMERG EXIT OPN EMRG BRK LO PRES ENG REF A/I DISAG ENG1 REV FAIL ENG2 REV DISAGREE ENG2 TLA FAIL ESS BUS 2 OFF FUEL IMBALANCE FUEL XFEED FAIL GEN 1 OFF BUS GEN 2 OFF BUS GEN 3 OFF BUS GEN 4 OFF BUS GPWS INOP HS VLV 2 FAIL HYD SYS 1 OVHT HYD SYS 2 OVHT IC 1 WOW INOP IC 2 WOW INOP ICE DET1 FAIL
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CAUTION MESSAGES ICE DET2 FAIL LG AIR/GND FAIL OVER WG ICE DET OXYGEN LO PRESS PACK 1 OVLD PACK 2 VLV FAIL PACK 2 OVLD PITOT 2 INOP PRESN AUTO FAIL RUD HDOV PROT FAIL RUDDER SYS1 INOP SHED BUS 1 OFF SPBK LVR DISAGREE SPS ADVANCED STEER INOP TAT 1 HEAT INOP W/S 1 HEAT FAIL WG1 A/ICE FAIL WG A/ICE ASYMMETRY YAW DAMPER FAIL 3 Advisory Messages Advisory messages indicate future attention of the flight crew. Advisory messages are displayed in cyan in the space remaining, after the warning and caution messages. If a warning or caution message is generated while advisory messages are being displayed (acknowledged or unacknowledged), the warning and/or caution message is inserted above the advisory messages. Advisory messages are automatically acknowledged after five seconds. Unacknowledged advisory messages flash at a rate of one second on, then 0.5 seconds off. ICE DETECTORS FAIL NO ICE A/ICE ON OVER WG ICE INOP PACK 1 OVHT PACK 1 VLV FAIL PACK 2 OVHT PITOT 1 INOP PITOT 3 INOP RAM AIR VLV FAIL RUDDER OVERBOOST RUDDER SYS2 INOP SHED BUS 2 OFF SPOILER FAIL STAB A/ICE FAIL STICK PUSHER FAIL TAT 2 HEAT INOP W/S 2 HEAT FAIL WG2 A/ICE FAIL WINDSHEAR INOP
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A list of possible CAS advisory messages follows: ADVISORY MESSAGES AHRS1 BASIC MODE APU FUEL SOV CLSD BLD 2 VLV CLSD CHECKLIST MISMATCH CROSS BLD OPEN DAU2 B FAIL DAU 2 REVERSION DU 2 FAN FAIL DU 4 FAN FAIL E1 ADC DATA FAIL E1 FUEL IMP BYP E1 HYD PUMP FAIL E1 IDL STP FAIL E2 ADC DATA FAIL E2 FUEL IMP BYP E2 HYD PUMP FAIL E2 IDL STP FAIL FLAP LOW SPEED GEN1 BRG FAIL GEN3 BRG FAIL HYD PUMP SELEC OFF HYD2 LO QTY IC 1 FAN FAIL PACK 1 VLV CLSD 4 Status Messages The only status message used on this aircraft is the END message which is displayed in white. This message is displayed at the end of the last message queue. If no CAS messages are active, the END message is displayed at the top of the message queue and can not be scrolled off the top of the display. If 15 CAS messages are active and none of the messages are scrolled off the top of the display, the END message is displayed on line 16 in place of the status line message. This is the only exception to the reserved status for line 16. AHRS2 BASIC MODE BLD 1 VLV CLSD BRAKE DEGRADED CMC FAIL DAU1 B FAIL DAU 1 REVERSION DU 1 FAN FAIL DU 3 FAN FAIL DU 5 FAN FAIL E1 FADEC FAULT E1 FUEL SOV CLSD E1 HYD SOV CLSD E1 OIL IMP BYP E2 FADEC FAULT E2 FUEL SOV CLSD E2 HYD SOV CLSD E2 OIL IMP BYP FUEL XFEED OPEN GEN2 BRG FAIL GEN4 BRG FAIL HYD1 LO QTY ICE CONDITION IC 2 FAN FAIL PACK 2 VLV CLSD
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(b)
Message Acknowledge When new warning and caution messages are enabled, their status is set to unacknowledged. Unacknowledged warning and caution messages flash at a rate of one second on, then 0.5 seconds off when displayed. Warning and caution messages are acknowledged by pushing the applicable master warning and master caution annunciator/switch located in the glare shield. When a warning and/or caution message is acknowledged, the accompanying aural tone is turned off. All advisory messages automatically become acknowledged approximately five seconds after the messages first appear on the display format. The acknowledged/unacknowledged status of any message not being displayed remains unchanged.
(c)
Message Status Line The CAS display reserves one line (line 16) as a message status line. The purpose of the status line is to indicate the existence of undisplayed caution or advisory messages and their location relative to the currently displayed messages. The status line consists of a parameter on each side of the MESSAGE label which indicates the total number of undisplayed messages. The left parameter indicates messages scrolled off the top of the display, and the right parameter indicates messages scrolled off the bottom of the display. Arrows indicate the direction the messages are scrolled. The END message is not included in the count of messages scrolled off the bottom of the display. The status line remains blank if there are no undisplayed messages. If the 15 available message positions are full such that a new message occurs but is undisplayed, the entire status line flashes until that message is displayed. The parameters, arrows, and MESSAGE label are displayed in amber.
(d)
Message Scrolling The flight crew can scroll up and down through active caution and advisory messages which do not appear on the display. Warning messages are not scrolled. A control knob located on the EICAS display bezel is used for scrolling through the messages. The control knobs provides the following actions: Each clockwise click of the knob scrolls the caution/advisory message queue up one line Each counter clockwise click of the knob scrolls the caution/advisory message queue down one line
From their normal display position, messages can only be scrolled up. Scrolling up causes the displayed messages to move in relation to their normal display position, thus removing the most recent message in the message queue. Scrolling up is inhibited if the message at the message queue is unacknowledged or the END message is displayed. The message queue can be cleared by scrolling up until the END message is at the top of the queue.
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Scrolling down provides a means of returning scrolled up messages to their normal display position. Scrolling down is inhibited if the message at the bottom of the CAS display is unacknowledged. The message queue can scrolled down until the most recent message is at the top of the queue. If acknowledged caution/advisory messages are scrolled off the display and a new message is activated, the respective message queue is automatically brought into view. The new message is now displayed at the top of the message queue. (e) Message Inhibit Certain flight phases require a message inhibit function because the flight crew can not be distracted by enabling or disabling CAS messages. The logic that determines which messages are inhibited is integrated into the message display logic. If a message is inhibited for an active inhibit phase, the IAC quits processing its display logic, thus inhibiting the associated CAS message on the display. When the message inhibit function is disabled, the IAC returns to normal message processing to display any enabled CAS message, or remove any disabled CAS message. Table 2-1-56 lists the parameters that inhibit the CAS messages. NOTE: The N2 override switch on the maintenance panel allows the flight crew to override the N2 inhibit messages. This allows the flight crew to view the inhibited messages that will be displayed when N2 reaches a predetermined value.
Transitioning into a message inhibit phase has no effect on the current message status. If a message is unacknowledged during the transition, the message continues to flash until it is acknowledged. A CAS message is invalid if it can not be acknowledged. For an invalid CAS, all messages are removed and a red X is displayed on the CAS message section. Table 2-1-56. Message Inhibit Parameters TAKEOFF PARAMETER CAS WOW RADIO ALTITUDE APPROACH RADIO ALTITUDE WOW TRANSITION FROM >200 FT TO <200 FT ON GND SET VALUE V1 to 15 KTS ON GND > 400 FT RESET VALUE < 60 KTS
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(4)
Flight Control Information Section The EICAS displays information on landing gear status, flap position, and ground spoiler position in the upper portion of the flight control information section. The EICAS displays pitch, roll, and yaw trim information in the lower portion of the flight control information section. (a) Landing Gear Display The DAU sends a series of discretes to the IAC indicating the current state of the landing gear proximity sensors and landing gear lever. Logic is applied to these discrete signals, and the status of each landing gear is displayed in a box. These boxes indicate from left to right the status of the left, the nose, and the right landing gear, respectively. A white LDG GEAR legend appears above the readouts. Table 2-1-57 specifies the color of the box and annunciation for each gear and lever position listed in the table. If the aircraft is not properly configured for takeoff, the landing gear annunciation and box are displayed in red. For an invalid landing gear position, an amber dash (-) is displayed in the corresponding readout and the outline box is displayed in amber. Table 2-1-57. Landing Gear Positions Landing Gear Control Lever Position Up Down Down Up Up or Down (b) Landing Gear Position Up Down Up Down In Transition Status Annunciation UP DN DN UP Hash Marks Box/Annunciation Color White Green Red (Warning) Red (Warning) Amber
Flap Position Display The DAU provides the IAC with the cardinal flap positions via an ARINC 429 data bus. The EICAS uses this data to display a digital readout of the indicated flap position. The flap position is displayed in units of degrees of surface position. The digital readout is outlined by a box, and is located below the landing gear readouts. A white FLAPS legend is displayed next to the readout. The readout displays cardinal flap positions of 0, 9, 22, 33, and 45 degrees. A dash is displayed for flap positions in between the cardinal positions. Table 2-1-58 specifies the color of the box and readout digits for each flap position. If the aircraft is not properly configured for takeoff, the flaps position readout and box are displayed in red.
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EMBRAER 145
If the left flap position is invalid, then the right flap position is latched as the only data source and remains latched until the IAC is re-powered. If both flap positions are invalid, the flap position is displayed as invalid. For an invalid flap position, an amber dash (-) replaces the readout digits and the outline box is displayed in amber. If either flap control unit is invalid, the readout displays a flap position in the range of 0 to 47. Table 2-1-58. Flap Positions Flap Position Invalid 0 1-8 9 10-21 22 23-32 33 34-44 45 Displayed Flap Position 0 9 22 33 45 Box Color Amber Digits Color Amber
White (See Note) White (See Note) White Green
White (See Note) White (See Note) White Green
White (See Note) Green (See Note) White White White White Green Green Green Green
NOTE: The 0, 9, and 22 cardinal positions are displayed in red inside a red outline box when the aircraft is on the ground (weight on wheels). (c) Ground Spoiler Display The DAU sends the ground spoiler position to the IAC to indicate the current state of the ground spoilers. The EICAS then displays the ground spoiler status as either open or closed in a digital readout, located just below the flaps position readout. A white SPLRS legend is displayed next to the readout. A white box outlines the readout digits for normal conditions. If the left and right inboard and outboard switches all indicate a closed status, the readout displays a white CLD annunciation. If any of the four inboard and outboard switches indicate an open status, the readout displays a green OPN annunciation. When any or all of the four switches indicate an open or closed status with the aircraft on the ground (weight-on-wheels) and a thrust leverage angle of less than 60 degrees, the readout displays the corresponding CLD or OPN annunciation in red inside a red outline box. If the aircraft is not properly configured for takeoff, the ground spoiler annunciation and box are displayed in red. There is no invalid display for ground spoiler data.
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EMBRAER 145
(d)
Pitch Trim Display The IAC receives pitch trim information from the aircraft in an analog format. The EICAS then displays a vertical scale with pointer and a digital readout to indicate the pitch trim position. A white PITCH label annunciates the pitch trim display. Left pitch trim sensors provide the primary data source for pitch trim information. Right pitch trim sensors provide a secondary data source for pitch trim information. The white vertical scale is divided into four equal segments, with long dashes on the ends and in the middle and short dashes located at the intermediate scale positions. The vertical scale is scaled linearly with the bottom representing 100% pitch trim down (4), and the top representing 100% pitch trim up (-10). The pitch angle is measured on the leading edge of the stabilizer. A pointer moves vertically along the scale to indicate the pitch angle. A green band is positioned above the center of the vertical scale from 4 to -8 to represent the take-off pitch angle. A digital readout of the pointer position is displayed next to the vertical scale. The readout has a range of 4 (100% pitch down) to -10 (100% pitch up) with a resolution of one degree. A box outlines the readout digits. If the left pitch trim position is greater than or equal to 1, then DN is annunciated above the readout. For left pitch angles less than or equal to -1, the minus sign (-) is displayed and UP is annunciated above the readout. If the pitch angle is between -1 and +1, both the readout and UP/DN annunciations remain blank. Table 2-1-59 specifies the color of the pointer, readout digits and box, and the UP/DN annunciations when weight on wheels indicates an on ground status. The readout digits, UP/DN annunciations, and pointer are displayed in green and the box in white for an in air status. If the aircraft is not properly configured for takeoff, the pointer is displayed in red. For an invalid pitch trim position, the pointer is removed from the display and three amber dashes (---) replace the readout digits. Table 2-1-59. Pitch Trim Display
Pitch Engine Engine Weight On Pointer UP/DN Box/Digits Trim Thrust Thrust Lever Wheels Color Annunciation Color Position Lever Angle Angle Valid Valid -4-8 -4-8 60 <60 Valid Valid On Ground On Ground Red Amber Red Amber Red Amber
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EMBRAER 145
(e)
Roll Trim Display The IAC receives roll (aileron) trim information from the aircraft in an analog format. The EICAS then displays an arc with pointer to indicate the aileron trim position. The aileron trim arc is displayed to the left of the pitch trim vertical scale. A white ROLL label annunciates the roll trim display. The white aileron trim arc is divided into four equal arc segments, with long dashes on the ends and in the middle and short dashes located at the intermediate scale positions. The arc is scaled linearly with the left edge representing -100% left aileron trim (left wing down), and the right edge representing +100% right aileron trim (right wing down). A green pointer sweeps the scale on the inside of the arc to indicate the aileron trim position. If aileron trim exceeds the limits of the scale, the pointer parks itself at the respective end of the scale. An amber mistrim arrow indicates when the aircraft is not trimmed correctly. The mistrim arrow points in the direction needed to correct the trim and moves with the pointer. For an invalid aileron trim position, the pointer and mistrim arrow are removed from the display.
(f)
Yaw Trim Display The DAU transmits the current yaw (rudder) trim position to the IAC via an ARINC 429 data bus. The EICAS then displays a horizontal scale with pointer to indicate the yaw trim position. The yaw trim scale is positioned below the roll trim arc. A white YAW label annunciates the yaw trim display. The horizontal scale is divided into four equal segments, with long dashes on the ends and in the middle and short dashes located at the intermediate scale positions. The horizontal scale is scaled linearly with the left edge representing -100% left rudder trim, and the right edge representing +100% right rudder trim up. A green pointer moves horizontally along the scale to indicate the rudder trim tab position. If the rudder trim exceeds the limits of the scale, the pointer parks itself at the respective end of the scale. For an invalid rudder trim position, the pointer is removed from the display.
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EMBRAER 145
M.
EICAS Test Mode

The system test format provides for a failure mode annunciation and familiarization of the EICAS display format. The test mode is functional while weight-on-wheels is sensed and the airspeed is less than 50 knots. Pushing and holding the TEST button on the appropriate DC-550 Display Controller initiates the test mode for the corresponding MFD. The test page remains displayed as long as the test mode is active. Figure 2-1-63 shows the failure mode annunciation and familiarization format for the EICAS display. Display formats not specifically mentioned do not change. The current engine mode is forced into a split display. The CAS display is forced into a test format (a red X is drawn through the CAS message area). If the English/Metric strap indicates metric, then the fuel flow and fuel tank quantity labels are displayed as metric units. The following display items are displayed in their invalid state: N1 N2 Fuel Quantity Oil Temperature HP Variation Cabin Differential Pressure APU Status Flaps Roll Trim Pitch Trim ITT Fuel Flow Oil Pressure LP Variation Cabin Altitude Cabin Rate Landing Gear Pitch Trim Yaw Trim
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EMBRAER 145
INVALID ENGINE MODES AND DIGITAL READOUTS (AMBER DASHES)
---.- ------- ------ ---.- ---.- ------- ------ ---.---.N1 ---.-
INVALID CAS MESSAGE FIELD
IGN OFF ---ITT ----
IGN OFF
INVALID N1 AND ITT DIGITAL READOUTS (AMBER DASHES)
---.- % ---- PPH
N2 FF FQ
---.- % ---- PPH ---- LB VIB LDG GEAR
INVALID N2, FUEL FLOW AND FUEL QTY (AMBER DASHES)
---- LB OIL
INVALID OIL PRESSURE AND TEMPERATURE (AMBER DASHES)

-- -PRESS ----TEMP LP HP ROLL
INVALID LANDING GEAR AND FLAPS (AMBER DASHES)
FLAPS
SPLRS
CLD PITCH
CAB ALT
----P --.------% ---
FT PSI FPM C
INVALID CABIN DATA (AMBER DASHES)
CAB
INVALID EICAS PARAMETERS (AMBER DASHES)
CAB RATE APU
YAW
-- --
NOTES: 1. THE DISPLAY SHOWN MAY NOT REPRESENT ACTUAL FLIGHT CONDITIONS. 2. POINTERS ARE REMOVED FROM INVALID ANALOG SCALES.
INVALID APU TURBINE SPEED AND EXHAUST TEMPERATURE (AMBER DASHES)

AD-51248@
Figure 2-1-63. EICAS Familiarization Display
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EMBRAER 145
N.
Reversionary Modes
(1) Symbol Generator Reversion The EDS uses two symbol generators, one in each IAC. Each symbol generator is capable of driving three separate display formats (PFD, MFD, and EICAS). The system is configured such that under normal operating conditions the pilots symbol generator (IAC No. 1) provides the PFD format on display unit (DU) No. 1, the MFD format on DU No. 2, and the EICAS format on DU No. 3. The copilots symbol generator (IAC No. 2) provides an MFD format on DU No. 4 and a PFD format on DU NO. 5. Figure 2-1-63 shows the interface diagram for the symbol generator reversion mode. Each IAC uses its own-side sensor information for its respective PFD and MFD displays. If symbol generator No. 1 fails (PFD No. 1, MFD No. 1, and the EICAS display are blank), pushing the SG reversion switch on the pilots reversionary panel allows symbol generator No. 2 to drive all five display units. The outer display units (DU No. 1 and DU No. 5) display identical PFD formats. Displays units No. 2 and No. 4 display identical MFD formats. The center display unit displays the EICAS format. Likewise, if symbol generator No. 2 fails, pushing the SG switch on the copilots reversionary panel allows symbol generator No. 1 to drive all five display units in the same manner. (2) Sensor Reversion If an AHRS or MADC fails, the system can be reconfigured to display the remaining good sensor on both sides of the cockpit. The remaining good sensor is selected using the AHRS or ADC switches on the reversionary panel. Each DAU has two data channels: channel A and channel B. Each DAU provides both channels of data to each IC-600 IAC. Normally, the EICAS uses the channel A data from its own-side DAU and channel A data from the cross-side DAU. If channel A of DAU No. 1 fails, the DAU 1 reversion switch on the EICAS panel is toggled to the REV position, resulting in both symbol generators looking at channel B data from DAU No. 1. Likewise, if channel A of DAU No. 2 fails, the DAU 2 reversion switch is toggled to the REV position, resulting in both symbol generators looking at channel B data from DAU No. 2. The relaxed state of the DAU reversion switch is the normal state. Pushing the switch to its inward position constitutes the reversion state. Reversion control is accomplished as follows: (a) ADC Reversion MADC No. 1 is the pilot on-side/co-pilot cross-side MADC. MADC No. 2 is the pilot cross-side/copilot on-side MADC. If MADC reversion indicates normal, the IC-600 IACs uses the on-side MADC data for displaying air data information. If MADC reversion indicates reversion for the pilots side, the pilots IAC uses cross-side MADC data for displaying air data information. If MADC reversion indicates reversion for the copilots side, the copilots IAC uses cross-side MADC data for displaying air data information. Figure 2-1-64 shows the interface diagram for the ADC reversion mode.
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EMBRAER 145
(b)
AHRS Reversion AHRS No. 1 is the pilot on-side/co-pilot cross-side AHRS. AHRS No. 2 is the pilot cross-side/copilot on-side AHRS. If AHRS reversion indicates normal, the IC-600 IACs uses the on-side AHRS data for displaying air data information. If AHRS reversion indicates reversion for the pilots side, the pilots IAC uses cross-side AHRS data for displaying air data information. If AHRS reversion indicates reversion for the copilots side, the copilots IAC uses cross-side AHRS data for displaying air data information. Figure 2-1-65 shows the interface diagram for the AHRS reversion mode.
(c)
DAU Reversion Each DAU has two data channels that provide engine data to each IAC. The IACs use engine data to display left and right primary engine information on the EICAS display. The DAUs operate in either the normal mode or the reversion mode to provide the engine data. Figure 2-1-66 shows the interface diagram for the DAU reversion mode. Table 2-1-60 specifies which channel of each DAU is the primary source of engine data in both the normal mode and the reversion mode: Table 2-1-60. DAU Reversion States IC-600 IAC EICAS Reversion Switch DAU 1 Reversion Select Normal Reversion Normal Reversion DAU 2 Reversion Select Normal Normal Reversion Reversion Left Engine Data DAU 1 Channel A DAU 1 Channel B DAU 1 Channel A DAU 1 Channel B Pilot Right Engine Data DAU 2 Channel A DAU 2 Channel A DAU 2 Channel B DAU 2 Channel B Copilot Left Engine Data DAU 1 Channel A DAU 1 Channel B DAU 1 Channel A DAU 1 Channel B Right Engine Data DAU 2 Channel A DAU 2 Channel A DAU 2 Channel B DAU 2 Channel B
DAU 1 = Pilots DAU, DAU 2 = Copilots DAU
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EMBRAER 145
(3)
Display Unit Reversion The MFD reversion switches on the reversionary panels control the display unit reversionary operation. The reversion switches allow the PFD or EICAS format to be moved from a failed DU (blank or flashing) to good DU. The lost display format from a faulty DU is moved to either DU No. 2 or DU No. 4 by selecting the desired format with the MFD reversion switch. The system gives the PFD top priority followed by the EICAS display, with the least priority given to the MFD. Each IAC then drives the display formats listed in Table 2-1-61 depending on the positions of the MFD and SG reversion switches on the reversionary panels. Table 2-1-61. DU Reversion States Reversionary Panel Switch Positions IAC MFD1 NORM NORM NORM PFD PFD PFD EICAS EICAS EICAS NORM NORM NORM PFD MFD2 NORM PFD EICAS NORM PFD EICAS NORM PFD EICAS NORM PFD EICAS NORM DU No. 1 PFD1 PFD1 PFD1 ------PFD1 PFD1 PFD1 PFD1 PFD1 PFD1 --Display Unit Formats DU No. 2 MFD1 MFD1 MFD1 PFD1 PFD1 PFD1 EICAS1 EICAS1 EICAS1 MFD1 MFD1 MFD1 PFD1 DU No. 3 EICAS1 EICAS1 --EICAS1 EICAS1 --------EICAS1 EICAS1 --EICAS1 DU No. 4 MFD2 PFD2 EICAS2 MFD2 PFD2 EICAS2 MFD2 PFD2 EICAS2 MFD1 PFD1 EICAS1 MFD1 DU No. 5 PFD2 --PFD2 PFD2 --PFD2 PFD2 --PFD2 PFD1 --PFD1 PFD1
NORM NORM NORM NORM NORM NORM NORM NORM NORM SG1 SG1 SG1 SG1
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EMBRAER 145
Table 2-1-61. DU Reversion States SG1 SG1 SG1 SG1 SG1 SG2 SG2 SG2 SG2 SG2 SG2 SG2 SG2 SG2 NORM --SG1 SG2 PFD EICAS PFD PFD EICAS EICAS EICAS NORM NORM NORM PFD PFD PFD EICAS EICAS EICAS PFD EICAS NORM PFD EICAS NORM PFD EICAS NORM PFD EICAS NORM PFD EICAS ----PFD1 PFD1 PFD1 PFD2 PFD2 PFD2 ------PFD2 PFD2 PFD2 PFD1 PFD EICAS1 EICAS1 EICAS1 MFD2 MFD2 MFD2 PFD2 PFD2 PFD2 EICAS2 EICAS2 EICAS2 EICAS1 --------EICAS2 EICAS2 --EICAS2 EICAS2 --------PFD1 EICAS1 MFD PFD1 EICAS1 MFD2 PFD2 EICAS2 MFD2 PFD2 EICAS2 MFD2 PFD2 EICAS2 --PFD1 PFD1 --PFD1 PFD2 --PFD2 PFD2 --PFD2 PFD2 --PFD2
indicates no reversion is selected indicates the DU is off, DU reversion is selected indicates SG No. 1 reversion is selected, SG No. 2 is driving all active DUs indicates SG No. 2 reversion is selected, SG No. 1 is driving all active DUs indicates PFD reversion indicates EICAS reversion
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EMBRAER 145
130J1 DU NO. 1 - PFD 1 22 87 88 89 90 91 92 DU POWER DN PORT SEL 3 PORT SEL 2 PORT SEL 1 ID NO. 3 ID NO. 2 ID NO. 1
190J2B 48
IC-600 NO. 1
190J2A
DC/IC BUS IN
115J1 DC-550 NO. 1 34 H DC/IC OS MFD=PFD 35 L BUS OUT OS MFD=EICAS CS MFD=PFD CS MFD=EICAS
115J1 77 78 72 79
H 15 SG REV L 16 CROSS-SIDE SG REV 63
NRM PFD EICAS
PILOTS IC-600 REVERSION SWITCH
ANNUNCIATOR POWER
COPILOTS IC-600 REVERSION SWITCH
131J1 DU NO. 2 - MFD 1 22 87 88 89 DU POWER DN PORT SEL 3 PORT SEL 2 PORT SEL 1 ID NO. 3 ID NO. 2 ID NO. 1
LATCHING SWITCHES
MFD1 REV SW
90 91 92
LIGHTING GND
LIGHTING GND
132J1 DU NO. 3 - EICAS 22 87 88 89 K2 K1 28 V DC BUS 2 K3 28 V DC BUS 1 90 91 92 DU POWER DN PORT SEL 3 PORT SEL 2 PORT SEL 1 ID NO. 3 ID NO. 2 ID NO. 1
C131J1 22 NRM PFD EICAS 87 88 89 90 91 92
DU NO. 4 - MFD 2
DU POWER DN PORT SEL 3 PORT SEL 2 PORT SEL 1 ID NO. 3 ID NO. 2 ID NO. 1
C130J1 DU NO. 5 - PFD 2 C190J2A

DC/IC BUS IN H 15 L 16
C190J2B 48
IC-600 NO. 2
SG REV
C115J1
DC-550 NO. 2
C115J1 77 78 72 79
22 87 88 89 90 91 92
DU POWER DN PORT SEL 3 PORT SEL 2 PORT SEL 1 ID NO. 3 ID NO. 2 ID NO. 1
OS MFD=PFD 34 H DC/IC OS MFD=EICAS BUS OUT 35 L CS MFD=PFD CS MFD=EICAS
MFD2 REV SW
AD-39748-R2@
Figure 2-1-64. Symbol Generator Reversion Mode Interface Diagram
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EMBRAER 145
LATCHING SWITCHES
DC-550 NO. 1
115J1
MADC REV 74 DC/IC BUS H 34 OUT L 35
PILOT'S MADC REV SWITCH
NORM REV
COPILOT'S MADC REV SWITCH
C115J1 DC-550 NO. 2 74 MADC REV 34 H DC/IC BUS 35 L OUT
190J2A IC-600 IAC NO. 1
AZ-850 MADC NO. 1
15 H 16 L 190J2B
DC/IC BUS IN 429 CH 10 IN AP 429 CH 1 IN
190J2A H L H L 43 44 35 36
AZ-850 MADC NO. 2
23 H 429 CH 3 24 L IN
IC-600 IAC NO. 2

TO FADEC 1A TO FADEC 1A TO HORIZONTAL STABILIZER CONTROL UNIT 429 BUS NO. 1 OUT 9J1 63 H 64 L RESERVED 429 BUS NO. 2 OUT 9J1 H 60 L 61 C190J2A 43 H 44 L 429 CH 10 IN
C190J2B 429 H 23 CH 3 IN L 24 C190J2A DC/IC H 15 BUS IN L 16
C9J1 60 H 61 L ARINC 429 BUS NO. 1 OUT TO FADEC 1B TO FADEC 1B TO HORIZONTAL STABILIZER CONTROL UNIT
C9J1
AH-800 NO. 1
1J1B K4 H 429 CH 1 IN K5 L
ARINC 429 BUS NO. 2 OUT
H 63 L 64 RESERVED
TO FADEC 2A TO FADEC 2A
AH-800 NO. 2
429 CH 1 IN
C1J1B H K4 L K5
TO FADEC 2B TO FADEC 2B
OPTIONAL P-870 WX RADAR
59J1 t r
143J1 TO STALL PROTECTION COMPUTER TO PRESSURE DIGITAL CONTROLLER TO OPTIONAL FMS/GPS TO GROUND PROX WARNING SYSTEM 80 9J1 429 BUS H 66 NO. 3 OUT L 67 9J1 68 H 429 BUS 69 L NO. 4 OUT C143J1
RCZ-851E NO. 1
429 CH 2 IN
TO STALL PROTECTION CH3 COMPUTER 143J1 H 100 L 69 C9J1 66 H 67 L ARINC 429 BUS NO. 3 OUT ARINC 429 BUS NO. 4 OUT TO PRESSURE DIGITAL CONTROLLER TO OPTIONAL GPS TO WINDSHEAR COMPUTER TO OPTIONAL FMS
AD-50640-R1@
99 H 429 CH 1 IN 86 L
C9J1 H 68 L 69
RCZ-851E NO. 2
429 CH 1 IN 100 H 429 CH 2 IN 69 L
C143J1 H 99 L 86 80
Figure 2-1-65. MADC Reversion Interface Diagram
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EMBRAER 145
PILOT'S DC-550
AHRS 2 SEL DC/IC BUS OUT
115J1 73
AHRS REVERSION SWITCH
C115J1 COPILOT'S DC-550 73 34 35 AHRS 1 SEL DC/IC BUS OUT
H 34 L 35
PILOT'S IC-600
429 CH 4 IN
190J2A 29 30 L 16 H 15 33 34 83 84
C190J2A COPILOT'S IC-600 29 30 429 CH 4 IN
DC/IC BUS IN
16 L DC/IC BUS 15 H IN 83 84
AP 429 CH 0 IN 429 CH 11 IN
429 CH 11 IN
PILOT'S AH-800
429 OUT 1 429 OUT 2 429 OUT 3 429 OUT 4
1J1B G8 G7 E5 E6 K12 K13 F14 F15 SPS, GPWS FMS
C1J1B COPILOT'S AH-800 G8 G7 E5 E6 K12 K13 SPS, GPWS FMS F14 F15 429 OUT 1 429 OUT 2 429 OUT 3 429 OUT 4
DAU2 DA-800
429 IN 2
137J1B 43 42
59J1-K WEATHER 59J1-L RADAR

Figure 2-1-66. AHRS Reversion Mode Interface Diagram
AD-50095@
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EMBRAER 145
LATCHING SWITCHES
PILOTS DAU REVERSION SWITCH COPILOTS DAU REVERSION SWITCH
PILOT'S DC-550
DAU B SEL
115J1
115J1
76
75
NORM REV
C115J1 COPILOT'S DC-550

76
75
DAU B SEL
C115J1 DAU A SEL DC/IC BUS
35 DC/IC BUS 34
DAU A SEL
35 34
PILOT'S IC-600
429 CH 9 IN
429 CH 8 IN 190J2A 15 H DC/IC BUS 16 L IN
190J2A
81 82
C190J2A
81 82
COPILOT'S IC-600
429 CH 9 IN
429 CH 8 IN C190J2A
41 42
41 42
DC/IC BUS IN 190J2A C190J2B 31 32 C190J2A 429 CH 7 IN 31 32 190J2A
H 15 L 16
190J2A
429 CH 7 IN 429 OUTPUT

429 CH 6 IN
37 38
31 32
31 32
429 CH 6 IN
37 38
136J1B
43 42 TO OTHER AIRCRAFT SYSTEMS (SEE SECTION 3)
PILOT'S DAU CH A
429 CH1 IN
429 CH2 OUT
136J1B 137J1B COPILOT'S DAU CH A 137J1B
40 41
50 51
429 CH2 OUT
50 51
429 INPUT 429 CH2 OUT 429 CH1 OUT
40 41 40 41
TO OTHER AIRCRAFT SYSTEMS (SEE SECTION 3)
PILOT'S DAU CH B
429 CH2 OUT
136J2B
50 51
137J2B COPILOT'S DAU CH B
50 51
429 CH2 OUT
AD-50639@
Figure 2-1-67. DAU Reversion Mode Interface Diagram
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EMBRAER 145

SECTION/PARAGRAPH/TITLE 2.2 AHZ-800 ATTITUDE HEADING REFERENCE SYSTEM . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . . A. AH-800 Attitude Heading Reference Unit (AHRU) B. Memory Module . . . . . . . . . . . . . . . . . . . . . . . . C. FX-600 Flux Valve . . . . . . . . . . . . . . . . . . . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Pilots AHRS Interface . . . . . . . . . . . . . . . . . . . . B. Copilots AHRS Interface . . . . . . . . . . . . . . . . . . C. Modes of Operation . . . . . . . . . . . . . . . . . . . . . . (1) Initialization . . . . . . . . . . . . . . . . . . . . . . (2) Full Performance . . . . . . . . . . . . . . . . . . (3) DG Mode . . . . . . . . . . . . . . . . . . . . . . . . (4) Basic Mode . . . . . . . . . . . . . . . . . . . . . . (5) Test Mode . . . . . . . . . . . . . . . . . . . . . . . (6) Maintenance Mode . . . . . . . . . . . . . . . . . D. Reversionary Switching . . . . . . . . . . . . . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Fault Detection . . . . . . . . . . . . . . . . . . . . . . . . . B. Power-On BITE . . . . . . . . . . . . . . . . . . . . . . . . . C. Continuous BITE . . . . . . . . . . . . . . . . . . . . . . . . D. Fault Reaction . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Critical . . . . . . . . . . . . . . . . . . . . . . . . . . (2) Non-Critical . . . . . . . . . . . . . . . . . . . . . . E. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . F. Fault Storage . . . . . . . . . . . . . . . . . . . . . . . . . . G. Flight Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Fault Service Status . . . . . . . . . . . . . . . . (2) Miscellaneous Status . . . . . . . . . . . . . . . (3) Fault Type . . . . . . . . . . . . . . . . . . . . . . . H. Ground Faults . . . . . . . . . . . . . . . . . . . . . . . . . . I. Fault Indications . . . . . . . . . . . . . . . . . . . . . . . . (1) PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) EICAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-2-1 2-2-1 2-2-2 2-2-2 2-2-4 2-2-5 2-2-6 2-2-6 2-2-6 2-2-10 2-2-10 2-2-10 2-2-10 2-2-11 2-2-11 2-2-12 2-2-12 2-2-13 2-2-13 2-2-14 2-2-15 2-2-16 2-2-16 2-2-16 2-2-16 2-2-16 2-2-16 2-2-17 2-2-17 2-2-17 2-2-17 2-2-18 2-2-18 2-2-20 2-2-23
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FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure 2-2-1. 2-2-2. 2-2-3. 2-2-4. 2-2-5. 2-2-6. 2-2-7. 2-2-8. AH-800 Attitude Heading Reference Unit . . Memory Module . . . . . . . . . . . . . . . . . . . . . FX-600 Flux Valve . . . . . . . . . . . . . . . . . . . . Pilots AHRS Interface . . . . . . . . . . . . . . . . Copilots AHRS Interface . . . . . . . . . . . . . . PFD AHRS Failure Indications . . . . . . . . . . MFD MAP MODE AHRS Failure Indications . MFD PLAN MODE AHRS Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-2-2 2-2-4 2-2-5 2-2-7 2-2-8 2-2-19 2-2-21 2-2-22
List of Tables
TABLE/TITLE Table Table Table Table Table Table 2-2-1. 2-2-2. 2-2-3. 2-2-4. 2-2-5. 2-2-6. AH-800 Attitude Heading Reference Unit Leading Memory Module Leading Particulars . . . . . . . . . FX-600 Flux Valve Leading Particulars . . . . . . . . AH-800 ARINC 429 Output Data . . . . . . . . . . . . . AH-800 Full Performance Accuracy . . . . . . . . . . AHRS ARINC 429 Output Test Mode Data . . . . . . Particulars ......... ......... ......... ......... ......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-2-3 2-2-4 2-2-5 2-2-9 2-2-11 2-2-12
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SECTION 2.2 AHZ-800 ATTITUDE HEADING REFERENCE SYSTEM
1.
General
The PRIMUS 1000 Avionics System installed in the Embraer 145 aircraft includes a new generation attitude heading reference system (AHRS) - the AHZ-800. The AHZ-800 design is based on a fiber optic gyro developed by Honeywell for this class of system. The gyro is referred to as an interferometric fiber optic gyro (IFOG). A dual AHZ-800 system is standard on this aircraft. The basic system is comprised of the following LRUs: AH-800 Attitude Heading Reference Unit (AHRU) Memory Module FX-600 Flux Valve.
In the Embraer 145 installation, a separate AHRU mode controller is not required. The controller function is integrated within the cockpit using remote switches and a pushbutton. The AHRU senses aircraft attitude and physical motion, and obtains long-term magnetic heading information from the flux valve. After performing the necessary computations, the AHRU computes the following outputs and transmits them on ARINC 429 buses. Attitude (pitch and roll) Magnetic Heading Angular Rate of Change (pitch, roll, and yaw) Linear Acceleration (longitudinal, lateral, and normal) Operating Mode Status.
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2.

A. AH-800 Attitude Heading Reference Unit (AHRU)
Figure 2-2-1 shows a graphical view of the AH-800 Attitude Heading Reference Unit (AHRU). The AHRUs are located in the avionics nose bay of the aircraft. Table 2-2-1 provides items and specifications that are particular to the AHRU.
AD-32466@
Figure 2-2-1. AH-800 Attitude Heading Reference Unit
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Table 2-2-1. AH-800 Attitude Heading Reference Unit Leading Particulars Item Dimensions (maximum) . . . . . . . . Height . . . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . . . Length (from rear connector) . Specification 4 MCU per ARINC 600 7.64 in. (194.06 mm) 4.88 in. (123.95 mm) 15.12 in. (384.05 mm) 16.0 lb (7.32 kg) 28 V dc, 45 W (max)
Weight . . . . . . . . . . . . . . . . . . . . Power Requirements . . . . . . . . . . User Replaceable Parts: Fan, FN-260 . . . . . . . . . . . . Fan Filter ..............
HPN 26006881-102 HPN 26000790-101 HPN 26006926-102
Memory Module, MM-260 . . .
Mating Connectors: ARINC 600 Connector Without Contacts (1) . . . . . . . . . . . . . ARINC 600 20 AWG Contacts ARINC 600 16 AWG Contacts ARINC 600 12 AWG Contacts ARINC 600 22 AWG Contacts HPN 10070295-102 HPN 10072691-102 HPN 10073691-103 HPN 10072691-104 HPN 10072691-105
Mounting: Tray, MT-260, 4 MCU, with side mounted fan . . . . . . . . . HPN 26012346-101
The AHRU is the major component of the system. It contains the necessary power supplies, sensors, and electronics to compute aircraft attitude, magnetic heading, rate of change, and acceleration forces. The AHRU outputs digital data for the electronic display system (EDS), flight guidance system (FGS), flight management system (FMS), weather radar antenna, and other aircraft systems as required. The sensors within the AHRU include fiber optic gyros, which sense angular motion around all three axes; and accelerometers, which sense linear motion along all three axes. It is capable of 360-degree displacement in the roll and heading axes, and 85 degree displacement in the pitch axis. The AHRU provides the excitation, current feedback control, and signal demodulation interfaces for the flux valve.
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B.
Memory Module
Figure 2-2-2 shows a graphical view of the Memory Module and Table 2-2-2 provides items and specifications that are particular to the unit.
AD-32840@
Figure 2-2-2. Memory Module
Table 2-2-2. Memory Module Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . . . Length (excluding cable) . . . . ........... 0.72 in. (18.29 mm) 1.16 in. (29.46 mm) 2.16 in. (54.86 mm) 0.08 lb (0.04 kg) Supplied by AHRU None Specification
Weight (maximum)
Power Requirements . . . . . . . . . . User Replaceable Parts . . . . . . . .
The memory module is located on the rear of the AHRU mounting tray and includes a system EEPROM that is used to store such aircraft specific data as AHRU configuration discretes, mounting misalignment coefficients, and flux valve compensation coefficients. Programming of the memory module is accomplished with a laptop computer. Memory module programming is only possible when the memory access mode select discrete is asserted, and the memory access interface is enabled (weight-on-wheels is at ground and TAS is less than 60 knots). Memory module configuration data is programmed during aircraft installation of the AHRS. Subsequent replacement of either the memory module or the flux valve will require the EEPROM configuration data to be reprogrammed, and the flux valve to be recalibrated in accordance with the procedures in MAINTENANCE PRACTICES, SECTION 4 of this manual.
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C.
FX-600 Flux Valve

Figure 2-2-3 shows a graphical view of the FX-600 Flux Valves. The flux valves are located on the wing tips of the aircraft. Table 2-2-3 provides items and specifications that are particular to the unit.
AD-32728@
Figure 2-2-3. FX-600 Flux Valve
Table 2-2-3. FX-600 Flux Valve Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . . . Length ................ 2.06 in. (25.32 mm) 3.60 in. (91.44 mm) 4.40 in. (111.76 mm) 2.31 in. (84.07 mm) 1.44 lb (0.65 kg) 28 V dc square wave Non-magnetic machine screws, No. 6-40 by 3/8-inch fillister head, HPN 1715115 HPN 0364-01 Non-magnetic machine screws, No. 6-40 by 3/8-inch fillister head, HPN 1715115 Specification
Bowl Diameter . . . . . . . . . . . ...........
Weight (maximum)
Power Requirements . . . . . . . . . . User Replaceable Parts . . . . . . . . Mating Terminals (6) . . . . . . . . . . Mounting . . . . . . . . . . . . . . . . . .
The FX-600 Flux Valve senses the horizontal portion of the earths magnetic field and provides a long-term heading reference. The heading reference is processed by the AHRU to compute an inertially stabilized magnetic heading output. See Figure 2-? for location within the aircraft.
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3.
Operation
A. Pilots AHRS Interface
See Figure 2-2-4. The fundamental inputs to the AHRU are derived from the aircrafts inertial motion. The system contains three accelerometers, three fiber optic gyros, and a flux valve. These sensors are used to measure inertial motion of the aircraft to compute pitch and roll attitude, magnetic heading, angular rates, and linear acceleration. Additionally, the AHRU receives true airspeed (TAS) from the MADC, via an ARINC 429 bus to compensate for acceleration induced errors. As shown in Figure 2-2-4, the AHRU has the following: Memory access via the aircraft test connector. Mode control inputs from the following three cockpit mounted switches: SLAVED/DG toggle switch enables the operator to select between these two modes. In the DG mode, the AHRU operates as a free gyro. When on the ground, the AHRS TEST momentary pushbutton switch causes the AHRU to transmit the standard self-test output data. HEADING SLEW spring loaded, center off, toggle switch allows resetting of the heading when in the DG mode.
Excitation to the FX-600 Flux Valve is required so it can sense the horizontal portion of the earths magnetic field to provide a long-term heading reference to the AHRU. The excitation is 28 V dc chopped to ground level at 400 Hz. All PRIMUS 1000 LRUs that require AHRS data receive that data over the ARINC 429 buses. For output data information, refer to Table 2-2-4. Connections to the MM-260 Memory Module to store such aircraft specific data as AHRU configuration discretes, mounting misalignment coefficients, and flux valve compensation coefficients.
B.
Copilots AHRS Interface

See Figure 2-2-5. The copilots system is identical to the pilots system except that the ARINC 429 No. 3 output is connected to the weather radar for antenna stabilization instead of the Stall Protection Computer and GPWS.
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1J1 B
AH-800 AHRU NO. 1
C AIRCRAFT TEST CONNECTOR 7 2 8 28 V DC FROM ESS DC BUS 1 28 V DC FROM BACKUP ESS DC BUS 1 DC GND 9J1 AZ-850 MADC NO. 1 66 67 GROUND = ON GROUND 4J1 H L ARINC 429 NO 3. OUT
MEM ACCESS DATA TX H3 MEM ACCESS DATA RX H4 MEM ACCESS COMM H7 MEM ACCESS MODE SEL H10 28 V DC PRIMARY 28 V DC AUXILARY 28 V DC RETURN ARINC 429 NO. 1 IN H L K4 K5 K15
WOW
FX-600 FLUX VALVE NO. 1

X Y STATOR Z H EXCITATION IN C STATOR COMMON
FLUX VALVE INPUT FLUX VALVE EXCITATION FLUX VALVE COMMON
A B C D E F
H8 H9 H10 H12 H13 H11 AHRS TEST
A B C D E F
TEST COMMAND DG MODE SELECT
A10 H6
SLVD 137J1B DA-800 DAU NO. 2 DG 42 43 CW CCW 190J2A 29 30 33 34 H L ARINC 429 IN NO 1
COM 0 1 2 H ARINC 429 OUT NO. 4 L H ARINC 429 NO. 1 OUT L HEADING SLEW
H1 H2 H3 H4 F14 F15 G7 G8
IC-600 IAC NO. 1

H L PRI AHRS ARINC 429 IN AP AHRS ARINC 429 IN H L
C190J2A ARINC 429 NO. 2 OUT H L E5 E6
IC-600 IAC NO. 2

SEC AHRS ARINC 429 IN
83 H 84 L
121J1B NZ-2000 FMS ARINC 429 NO. 3 OUT H L K12 K13 F6 F7 F8 F9 F11 ORN RED BLK YEL BRN
(OPTIONAL)
H L
49 50
ARINC 429 AHRS NO. 4 IN
INHIBIT PWR MEMORY RETURN MODULE CLOCK DATA
TO MEMORY MODULE
TO:
STALL PROTECTION COMPUTER, GROUND PROXIMITY WARNING SYSTEM
AD-49869-R1@
Figure 2-2-4. Pilots AHRS Interface
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C1J1 B C AIRCRAFT TEST CONNECTOR 7 2 8 K4 K5 A10 H6 DG COM 0 HEADING SLEW 1 2 WOW H1 H2 H3 H4 K15 CW CCW GROUND = ON GROUND C4J1 FX-600 FLUX VALVE 28 V DC FROM DC BUS 2 28 V DC FROM BACKUP DC BUS2 DC GND C9J1 AZ-850 MADC NO. 2 66 67 H L ARINC 429 NO 3. OUT
AH-800 AHRU NO. 2 MEM ACCESS DATA TX MEM ACCESS DATA RX MEM ACCESS COMM MEM ACCESS MODE SEL 28 V DC PRIMARY 28 V DC AUXILARY 28 V DC RETURN ARINC 429 NO. 1 IN H L
A H3 H4 H7 H10
TEST COMMAND DG MODE SELECT
AHRS TEST SLVD
NO. 2
FLUX VALVE INPUT FLUX VALVE EXCITATION FLUX VALVE COMMON
A B C D E F
H8 H9 H10 H12 H13 H11
A B C D E F
X Y STATOR Z H EXCITATION IN C STATOR COMMON
C190J2A IC-600 IAC NO. 2 ARINC 429 NO. 1 OUT H L G7 G8 29 30 H L PRI AHRS ARINC 429 IN
190J2A IC-600 IAC NO. 1 ARINC 429 NO. 2 OUT H L E5 E6 83 84 H L SEC AHRS ARINC 429 IN
121J1B NZ-2000 FMS
(OPTIONAL)
H L
ARINC 429 NO. 3 OUT
H L
K12 K13
44 43
ARINC 429 AHRS NO. 5 IN
INHIBIT PWR MEMORY RETURN MODULE CLOCK DATA
F6 F7 F8 F9 F11
ORN RED BLK YEL BRN
59J1 (WU-650/870 RTA) TO MEMORY MODULE 22 (K) H 23 (L) L ARINC 429 ATTITUDE IN
WU-660/880 RTA
AD-49863@
Figure 2-2-5. Copilots AHRS Interface
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Table 2-2-4. AH-800 ARINC 429 Output Data Parameter Magnetic Heading Pitch Angle Roll Angle Pitch Rate Roll Rate Yaw Rate Longitudinal Accel Lateral Accel Normal Accel Flux Valve Heading Raw Flux Valve Heading Label 320 324 325 326 327 330 331 332 333 334 100 Units Degrees Degrees Degrees Deg/sec Deg/sec Deg/sec Gs Gs Gs Degrees Degrees Data Range 180 from North 180 180 128 128 128 4 4 4 180 from North 180 from North
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C.
Modes of Operation
The AHRS has six operating modes: (1) Initialization Full Performance DG Basic Test Maintenance. Initialization Normal system initialization is performed on the ground. Upon application of power, the AH-800 performs self-test functions to determine the condition of its sensors, CPU, power supply, and I/O subsystems. During this time, the outputs are brought into alignment with the true local vertical and magnetic heading. This procedure takes approximately 2 minutes on the ground and 15 seconds in the air. At the completion of the initialization sequence, all outputs are within their stated accuracies and the system is in the full performance mode of operation, unless a system input or flight crew command has placed the system in one of its reversionary modes of operation. The AH-800 will withstand power interruptions of 200 milliseconds or less, without the loss of data. Prolonged power interruptions will require a restart during flight. Should this occur, all data will be flagged invalid until the system is reinitialized. This will take approximately 15 seconds to complete. (2) Full Performance The full performance mode is the systems normal operating configuration. While in this mode, true airspeed is used in the computation of pitch and roll attitude to produce a low gain, velocity damped erection loop and the flux valve is used as the long-term heading reference. Refer to Table 2-2-5 for full performance accuracy. (3) DG Mode This mode allows the heading channel of the AHRU to operate as a free non-slaved gyro, which is not referenced to the flux valve. Entry into this mode is by pilot command (through the SLAVED/DG toggle switch) and is used when operating in charted areas of unreliable magnetic heading, or when a flux valve failure has occurred. The system will automatically synchronize to the flux valve heading, when switched from DG to slaved operation. When in the DG operating mode, the DG may be slewed clockwise by moving the heading slew switch to the +360 position momentarily. Counterclockwise slewing is done by moving the switch to the -360 position momentarily.
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Table 2-2-5. AH-800 Full Performance Accuracy Parameter Pitch Angular Rate Range 0 to 70/sec Accuracy 0.05/sec Resolution 0.05/sec for rates up to 25/sec 0.5% for rates >25/sec Roll Angular Rate 0 to 70/sec 0.05/sec 0.05/sec for rates up to 25/sec 0.5% for rates >25/sec Yaw Angular Rate 0 to 40/sec 0.05/sec 0.05/sec for rates up to 25/sec 0.5% for rates >25/sec Pitch Attitude Roll Attitude Heading Normal Accel Lateral Accel Long Accel 85 360 360 5.0 g 2.0 g 2.0 g Static:<0.1 Dynamic:<0.5 Static:<0.1 Dynamic:<0.5 Static:<0.2 Dynamic:<1.0 Static:<0.1 g Dynamic:<0.1 g Static:<0.1 g Dynamic:<0.1 g Static:<0.1 g Dynamic:<0.1 g 0.5 0.5 1.0 0.01 g 0.01 g 0.01 g <1.5 <1.5 <5.0/HR <0.2% <0.2% <0.2% <0.2% <0.2% Free Drift Accuracy <0.2%
(4)
Basic Mode This mode is entered automatically if the AHRU loses its True Airspeed (TAS) input. In this mode, the AHRU will not correct its pitch and roll computations for acceleration induced errors. This gives the AHRS the same accuracy as a conventional spinning mass type gyro.
(5)
Test Mode This mode can be activated by pilot command (through the AHRS TEST pushbutton) at any time while the aircraft is on the ground, with weight-on-wheels. During the test mode, system outputs are driven to preset values to verify proper operation of the pitch, roll and heading channels, as well as interconnects and displays (refer to Table 2-2-6).
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Table 2-2-6. AHRS ARINC 429 Output Test Mode Data Label 320 324 325 326 327 330 331 332 333 334 (6) Maintenance Mode This mode is designed for use in installing and maintaining the AHRS. The installer would use this mode for the setting of discretes such as AHRU orientation and ARINC 429 Hi/Low select, as well as determining flux valve compensation coefficients. Honeywell Field Support uses this mode for special data retrieval on the aircraft. A special function available in the maintenance mode is the automatic compass swing. By using this feature, the time spent in initial installation, as well as by operators performing routine compass system checks is reduced without requiring the need for additional test equipment. Refer to SECTION 4 of this manual for AHRS compass swing information and procedures. Signal Mag Heading Pitch Angle Roll Angle Pitch Rate Roll Rate Yaw Rate Longitudinal Accel Lateral Accel Normal Accel Flux Valve Heading Test Value 030 15 up 5 right 10/sec 10/sec 10/sec 0.02 g 0.1 g 0.1 g 22.5
D.
Reversionary Switching
Should an AHRS become invalid, the system can be re-configured to display the remaining valid AHRS on both sides of the cockpit. Each crew member has a reversionary panel available. At power up, the on-side AHRS provides the display data for that side of the cockpit. Pressing the AHRS reversionary pushbutton causes the display electronics to display the cross-side AHRS data. When in this condition, the same AHRS is being displayed on both sides. This condition is annunciated with an amber annunciation on both PFDs.
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4.
Fault Monitoring
The AHRU contains monitors that ensure the accuracy and integrity of the system as follows: Ensure the accuracy of inertial calculations Ensure the availability of data on the digital buses Ensure accurate recording and retrieval of fault information Allow a system self-test to be initiated by operator command.
A.
Fault Detection
The AHRS Built-In-Test (BITE) permits fault detection with a 90% minimum probability of success. It does this by performing power-on, continuous, pilot actuated, and ground maintenance tests. The BITE is classified in three primary classes, according to the following definition: Critical - Failures which would affect primary functions, causing erroneous outputs of pitch and roll attitude, angular rates or accelerations. Non-critical - Failures not affecting primary functions, but can affect heading angle or heading angle rate. Maintenance - Unannunciated failures stored in BITE memory for maintenance use only.
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B.
Power-On BITE
The power-on BITE tests are performed only in the power-on mode of operation. Power-on tests check the functions that cannot be tested during any of the other normal operational modes without interfering with normal operation. Power-on BITE will execute the following: Processor self-test Processor diagnostic test Processor program sumcheck test RAM addressing integrity test Dual port RAM addressing integrity test Discrete output wraparound test Accelerometer test Nonvolatile memory sumcheck test Memory module sumcheck test Auxiliary power and switchover test Calibration memory sumcheck test ARINC 429 transceiver VLSI wraparound test FOG EEPROM sumcheck test FOG electronics EEPROM sumcheck test. These tests are not performed during an in-air start.
NOTE:
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C.
Continuous BITE
The continuous tests are performed in all modes and do not interfere with normal operation of the AHRU. Continuous BITE will execute the following: CPU test Program EPROM sumcheck test RAM read after write test Power supply, reference, and excitation test Excessive power fluctuation test Stack overflow test Loop completion test Gyro hardover pulse count test IFOG optics test Accelerometer hardover reasonableness test Flux valve drive monitor test Flux valve open line monitor test Flux valve sine and cosine reasonableness test Sensor temperature test AHRU overtemperature test ARINC 429 transceiver VLSI wraparound test ARINC transmit test ARINC input test Controller transmit test Interrupt rate test ARINC bus recovery test Fault annunciator test.
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D.
Fault Reaction
Fault reaction for each class of BITE is described as follows. (1) Critical If a critical fault affecting the ARINC I/O buses has been detected, the following happens: (2) All output data is flagged invalid A fault record is stored in nonvolatile memory.
Non-Critical A non-critical BITE fault is defined as a failure which does not affect the primary functions (attitude, rate or acceleration), but can affect heading angle or heading angle rate. For these faults, the AHRS will revert to the non-slaved mode of operation and store the fault in NVM and invalidate the heading outputs on the ARINC 429 data buses.
E.
Maintenance
These faults do not immediately affect AHRS performance during this power cycle, but do require maintenance action. In this case, the AHRS will store the fault in NVM.
F.
Fault Storage
The AHRS contains NVM for storage of BITE detected faults.
G.
Flight Faults
The 200 most recent BITE faults will be stored in BITE memory in a zone designated for Flight Faults. The faults will be stored as records that contain the following data: Fault service status Miscellaneous status Fault type Fault event status Time since power-on Detailed fault code Snapshot parameters.
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EMBRAER 145
(1)
Fault Service Status This data is set by the maintenance operator to indicate that this stored fault has been investigated and resolved. At the time of fault occurrence, the record is stored with the status indicating Not Serviced.
(2)
Miscellaneous Status On-ground/In-air system status to be stored as part of the fault record. This data will also contain an indication of power-up versus scheduled or continuous BITE and a counter for repeat occurrences of this fault during this power cycle.
(3)
Fault Type This identifies the fault at the system sub-component level from among the following: AHRU fault Flux valve interface fault Memory module interface fault Controller interface fault No ARINC 429 data AHRU overtemperature fault.
H.
Ground Faults
If the AHRS determines that it is being operated on the ground and that the aircraft engines are inactive, then BITE detected faults will be stored in an area of BITE memory separate from flight fault storage. The ground fault storage can hold the last 24 detected BITE failures stored in a form similar to those of the flight fault variety previously discussed.
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EMBRAER 145
I.
Fault Indications
Fault indications are presented on the PFD, MFD, and EICAS display tubes. See Figures 2-2-6 through 2-2-8. (1) PFD See Figure 2-2-6. AHRS faults that are displayed on the PFD are as follows. (a) Loss of valid pitch or roll information: (b) Removal of the pitch tape Removal of the roll pointer Removal of the flight director bars Entire attitude sphere is cyan Red ATT FAIL annunciation in the top half of the attitude sphere Inhibit of the attitude miscompare annunciation.
Loss of valid heading information: Red HDG FAIL annunciation displayed in the top of compass arc Removal of heading bug and digital readout Removal of the course/desired track pointer Amber dash of the course/desired track digital readout Removal of the drift bug Removal of the lateral deviation pointer Removal of the TO/FROM display Inhibit of the heading miscompare annunciation Removal of the absolute bearing pointers Amber dash of the current heading digital readout in arc mode.
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EMBRAER 145
260
280 260
LNAV AP
ADC2 SG2 ATT FAIL
VS VNAV YD ASEL
145 00
14500
1 240 9
220 200
2 R 1
143 00
80
20
ATT2
14000
.410 M
- - - CRS
33
N
29.92 IN
3000
HDG FAIL
3 2 1 0 1 2 3
1000
30
E
12
24
HDG
---
NOTE: THE DISPLAY SHOWN MAY NOT REPRESENT ACTUAL FLIGHT CONDITIONS. AD-51250@
Figure 2-2-6. PFD AHRS Failure Indications
15
21
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EMBRAER 145
(2)
MFD See Figures 2-2-7 and 2-2-8. AHRS faults that are displayed on the MFD with loss of valid heading information are as follows. (a) MAP MODE Removal of the tick mark labels Amber dash of the heading digital readout Red HDG FAIL annunciation displayed in the top of the compass arc Removal of the heading bug and digital readout Removal of the drift bug Removal of all waypoint symbols Removal of all NAVAID symbols Removal of all airport symbols Removal of holding pattern racetrack symbol Removal of the lateral deviation display Removal of the designator symbol, bearing/distance readout, and LAT/LON readout.
(b)
PLAN MODE Removal of the aircraft symbol.
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EMBRAER 145
INVALID CURRENT HEADING (3 AMBER DASHES)
HEADING FAIL ANNUNCIATOR (RED)
FMS KDVT 12.5 NM 12 MIN
33
HDG FAIL
+15 SAT +25 TAT 300 TAS
30
50
50
AD-51251@
Figure 2-2-7. MFD MAP MODE AHRS Failure Indications
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15
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21
STAB TGT WX -16
24
12

EMBRAER 145
HEADING FAIL ANNUNCIATOR (RED)
+15 SAT +25 TAT 300 TAS
HDG FAIL
1200
1200
25
TGT TX
AD-51252@
Figure 2-2-8. MFD PLAN MODE AHRS Failure Indications
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EMBRAER 145
(3)
EICAS AHRS conditions that generate messages on the CAS display and their meanings are as follows. (a) AHRS 1-2 OVERHEAT The AHRS fan located on the mounting tray has failed, or the fan filter is dirty and needs to be cleaned. (b) AHRS 1-2 BASIC The AHRU operating mode has changed to BASIC due to a loss of true airspeed which is required for acceleration induced error compensation.
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EMBRAER 145
(Blank Page)
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EMBRAER 145

SECTION/PARAGRAPH/TITLE 2.3 ADZ-850 MICRO AIR DATA SYSTEM . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . A. AZ-850 Micro Air Data Computer (MADC) . B. BL-870 PFD Bezel Controller . . . . . . . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Pilots Air Data System . . . . . . . . . . . . . . . B. Copilots Air Data System . . . . . . . . . . . . . C. Modes of Operation . . . . . . . . . . . . . . . . . . D. MADC Monitoring . . . . . . . . . . . . . . . . . . . E. Static Source Error Correction (SSEC) . . . F. Operational Range . . . . . . . . . . . . . . . . . . G. Overspeed Warning . . . . . . . . . . . . . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . A. Primary Flight Display (PFD) . . . . . . . . . . . B. Multifunction Display (MFD) . . . . . . . . . . . C. EICAS Display (EICAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-3-1 2-3-1 2-3-2 2-3-2 2-3-4 2-3-5 2-3-5 2-3-7 2-3-9 2-3-9 2-3-9 2-3-10 2-3-10 2-3-13 2-3-13 2-3-15 2-3-16
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EMBRAER 145
FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure 2-3-1. 2-3-2. 2-3-3. 2-3-4. 2-3-5. 2-3-6. 2-3-7. AZ-850 Micro Air Data Computer . . . . . . . BL-870 PFD Bezel Controller . . . . . . . . . . Pilots MADC Interface . . . . . . . . . . . . . . . Copilots MADC Interface . . . . . . . . . . . . . Vmo/Mmo Curve . . . . . . . . . . . . . . . . . . . . PFD MADC Failure Indications . . . . . . . . . MFD MAP MODE MADC Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-3-2 2-3-4 2-3-6 2-3-8 2-3-10 2-3-14 2-3-15
List of Tables
TABLE/TITLE Table Table Table Table 2-3-1. 2-3-2. 2-3-3. 2-3-4. AZ-850 Micro Air Data Computer Leading Particulars BL-870 PFD Bezel Controller Leading Particulars . . . AZ-850 MADC Performance Accuracy . . . . . . . . . . . MADC Functional Test Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . 2-3-3 . 2-3-4 2-3-11 2-3-12
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EMBRAER 145
SECTION 2.3 ADZ-850 MICRO AIR DATA SYSTEM
1.
General
The PRIMUS 1000 Integrated Avionics System installed in the Embraer 145 aircraft includes two AZ-850 Micro Air Data Computers (MADC). Each MADC contains the sensing units and associated electronics in a small and efficient package. The MADC takes inputs of static air pressure and pitot pressure, total air temperature and baro set information, performs the necessary computations, and transmits air data information via ARINC 429. The MADC also includes Static Source Error Correction (SSEC), and outputs various discretes for airspeed, Mach, vertical speed, overspeed warning, etc. Barometric correction is input to the MADC directly from a rotary set knob located on the onside PFD bezel. Air data target values are displayed as digital quantities and are shown as moving bugs on the PFD air data displays. The system is comprised of the following LRUs: AZ-850 Micro Air Data Computer (MADC) BL-870 PFD Bezel Controller.
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EMBRAER 145
2.

A. AZ-850 Micro Air Data Computer (MADC)
Figure 2-3-1 shows a graphical view of the AZ-850 Micro Air Data Computer (MADC). The MADCs are located in the avionics nose bay of the aircraft. Table 2-3-1 provides items and specifications that are particular to the computer.
AD-22798-R1@
Figure 2-3-1. AZ-850 Micro Air Data Computer
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EMBRAER 145
Table 2-3-1. AZ-850 Micro Air Data Computer Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.04 in. (102.62 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.04 in. (153.42 mm) Length (from rear connector) . . . . . . . . . . . . . . . . 5.71 in. (145.03 mm) Specification
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 lb. (2.05 kg) Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 16 Watts (maximum) User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . . None Mating Connectors: Static, straight . . . . . . . . . . . . . . . . . . . . . . . . . . MS24393-6 and Nut MS24400-6 Static, elbow . . . . . . . . . . . . . . . . . . . . . . . . . . . MS24394-6 and Nut MS24400-6 Pitot, straight . . . . . . . . . . . . . . . . . . . . . . . . . . . MS24393-4 and Nut MS24400-4 Pitot, elbow . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS24394-4 and Nut MS24400-4 Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20B-35S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MT-840 Tray, HPN 7014702-901
Pitot pressure and static pressure are accepted by the MADC through MS-type threaded fittings on the front panel. All electrical input/output is through a multi-pin connector on the front panel. The MADC is mounted in a tray, as shown in Figure 2-?, and the tray has no electrical or pneumatic connectors. The following air data values are output by the AZ-850 MADC: Barometric altitude Pressure altitude Indicated airspeed (IAS) Mach number Vertical speed (VS) Maximum operating speed (Vmo) Static and total air temperature (SAT and TAT) True airspeed (TAS).
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EMBRAER 145
B.
BL-870 PFD Bezel Controller

Figure 2-3-2 shows a graphical view of the BL-870 PFD Bezel Controller. They are located as part of the PFDs on the instrument panel. Table 2-3-2 provides items and specifications that are particular to the controller.
BARO
IN/HPA STD
AD-50627@
Figure 2-3-2. BL-870 PFD Bezel Controller Table 2-3-2. BL-870 PFD Bezel Controller Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.33 in. (3.37 cm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.71 in. (17.05 cm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.73 in. (4.33 cm) Specification
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 lb (0.135 kg) User Replaceable Parts: Knob, BARO . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7000895-3 Setscrew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 0455-224 (Hex Socket, 6-32 x 3/16", Cup point)
As part of the air data system, the BL-870 PFD Bezel Controller contains the BARO set knob, STD pushbutton, and IN/HPA pushbutton. The BARO knob and STD pushbutton interface directly with the on-side MADC. The IN/HPA pushbutton interfaces directly with both DC-550 Display Controllers.
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EMBRAER 145
3.
Operation
A. Pilots Air Data System
Figure 2-3-3 shows the Pilots MADC Interface. The inputs to the MADC consist of static and pitot pressure, total air temperature, baro set information, aircraft configuration data, weight-on-wheels discrete, and a functional test discrete. The pressure inputs are by means of MS-type threaded fittings. The total air temperature input is a 500 ohm ARINC 575 total air temperature probe. Baro correction is controlled by the BARO knob mounted on the BL-870 PFD bezel controller. The Baro Set range is from 16.00 to 32.00 inHg, or from 542 to 1084 hPa. Selection of inHg or hPa is done through the IN/HPA PFD bezel pushbutton. Rotation of the BARO set knob sends grey code pulses directly to the on-side MADC, which provide the MADC with barometric correction information, so as to output altitude above Mean Sea Level (MSL). Clockwise rotation increases inHg in 0.01 increments, or hPa in 1.0 increments. Counterclockwise rotation of the knob decreases the selected setting by a like amount. The STD (standard) pushbutton adjacent to the BARO set knob commands the MADC to set the barometric correction to 29.921 inHg or 1013.24 hPa. Aircraft configuration data is supplied by seven discrete inputs. Each input is defined as open or grounded for the type of aircraft. This ensures that the proper MADC is installed, and sets the aircraft dependent parameters of Vmo and SSEC. Side select data is supplied by three discrete inputs. Each input is defined as open or grounded for the side of the aircraft in which the MADC is installed. This ensures that the MADC receives and transmits the appropriate side air data. The ADC1 or ADC2 test switch located on the maintenance panel behind the pilots seat is used for functional test. The WOW input is used to inhibit test during flight. The ARINC 429 No. 1 output sends air data information to both IAC No. 1 and IAC No. 2. The ARINC 429 No. 2 output sends air data information to channel A of FADEC No. 1 and No. 2 and to the horizontal stabilizer control unit. The ARINC 429 No. 3 output sends airspeed information to the AHRU No. 1 and altitude information to COM Unit No. 1 and No. 2. The ARINC 429 No. 4 output sends airspeed and altitude to the GPWS, stall protection computer, pressure digital controller and optional FMS and GNSSU.
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EMBRAER 145
9J1 AZ-850 MADC NO. 1 28 V DC FROM AM ESS DC BUS 1 DC GROUND STATIC PRESSURE INPUT PITOT PRESSURE INPUT 9J1 500 OHM TEMPERATURE PROBE SIGNAL GROUND 31 H TEMP 32 L PROBE PROBE HEAT 15 SIGNAL 3 5 8 13 UNIT ID 3 UNIT ID 5 SDI NO. 1 SIGNAL GROUND 26 H 28 V DC INPUT PWR 27 L
9J1
190J2B
BARO SEL 16 (In/HPa) H 60 L 61
IC-600 IAC NO. 1

PRI MADC ARINC 429 IN
82 BARO SEL OUT 23 H 24 L C190J2A
ARINC 429 NO. 1 OUT
IC-600 IAC NO. 2

SEC MADC ARINC 429 IN
43 H 44 L
TO RUDDER TRIM SYSTEM TO SPOILER COMMAND SYSTEM
ARINC 429 NO. 2 OUT
H 63 L 64
TO:
21 AIRSPEED SWITCH 137 KNOTS 22 AIRSPEED SWITCH 205 KNOTS
FADEC 1A, FADEC 2A, AND HORIZONTAL STABILIZER CONTROL UNIT
1J1B K4 K5
AH-800 AHRU NO. 1

H L MADC ARINC 429 IN
ALTITUDE SWITCH 23 24,500 FEET OVERSPEED 28 WARNING 12 WOW

143J1
TO CREW ALERTING SYSTEM GROUND = AIRCRAFT ON GROUND ADC 1 TEST SWITCH
RCZ-851 COM UNIT NO. 1

H L PRI MADC ARINC 429 IN
ARINC 429 NO. 3 OUT
H 66 L 67
99 86
70 TEST TO MAINTENANCE TEST CONNECTOR
FUNCTIONAL TEST
C143J1

100 H 69 L 121J1B
55 RS-232 DATA RCVR 56 RS-232 COMMON 57 DATA XMTR ARINC 429 NO. 4 OUT 74 H BARO 75 L CORRECTION 71 BARO STD SYNC H 68 L 69
NZ-2000 FMS (OPTIONAL)

H L ARINC 429 MADC NO. 12 IN
DU-870 NO. 1 (PFD) BARO SET
130J1
67 68
H 21 L 25 STD BARO 46
149J1 6 7
GNSSU (OPTIONAL)
H L ARINC 429 MADC NO.1 IN
TO:
STALL PROTECTION COMPUTER, PRESSURE DIGITAL CONTROLLER, GROUND PROXIMITY WARNING SYSTEM
AD-49862-R1@
Figure 2-3-3. Pilots MADC Interface
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EMBRAER 145
B.
Copilots Air Data System

Figure 2-3-4 shows the Copilots MADC Interface. The copilots system is identical to the pilots system with the following exceptions: The BARO knob and the STD pushbutton are both located on the copilots BL-870 PFD Bezel Controller The ARINC 429 No. 1 output connects to IAC No. 1 secondary MADC input and to IAC No. 2 primary MADC input The ARINC 429 No. 2 output connects to FADEC 1B and 2B input and the Horizontal Stabilizer Control Unit The ARINC 429 No. 3 output connects to the No. 2 AHRU and RCZ-851 COM Unit No. 2 primary input and RCZ-851 COM Unit No. 1 secondary input. It is also connected to the optional PRIMUS 660/870/880 Weather Radar Air Data input. The ARINC 429 No. 4 output connects to the optional FMS MADC No. 3 input, the optional GNSSU MADC No. 2 input and to the Stall Protection Computer, Pressure Digital Controller, and the Windshear Computer.
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EMBRAER 145
C9J1 AZ-850 MADC NO. 2 28 V DC FROM AM DC BUS 2A DC GROUND STATIC PRESSURE INPUT PITOT PRESSURE INPUT C9J1 500 OHM TEMPERATURE PROBE SIGNAL GROUND 31 H 32 L 15 PROBE HEAT 3 5 9 13 21 UNIT ID 3 UNIT ID 5 SDI NO. 2 SIGNAL GROUND AIRSPEED SWITCH 137 KNOTS ARINC 429 NO. 2 OUT TEMP PROBE 26 H 27 L
C9J1
C190J2B
BARO SEL 16 28 V DC INPUT PWR (In/HPa) ARINC 429 NO. 1 OUT H 60 L 61
IC-600 IAC NO. 2

82 BARO SEL OUT 23 H 24 L
190J2A
IC-600 IAC NO. 1

43 H 44 L
H 63 L 64
TO:
FADEC 1B, FADEC 2B, AND HORIZONTAL STABILIZER CONTROL UNIT
C1J1B
TO RUDDER TRIM SYSTEM TO SPOILER COMMAND SYSTEM
AH-800 AHRU NO. 2

MADC ARINC 429 IN
22 AIRSPEED SWITCH 205 KNOTS 22 ALTITUDE SWITCH 24,5OO FEET OVERSPEED 28 WARNING 12 WOW 70 FUNCTIONAL TEST ARINC 429 NO. 3 OUT H 66 L 67
K4 H K5 L
C143J1

TO CREW ALERTING SYSTEM GROUND = AIRCRAFT ON GROUND ADC 2 TEST SWITCH TEST TO MAINTENANCE TEST CONNECTOR DU-870 NO. 5 (PFD) C130J1
99 H 86 L
143J1
RCZ-851 COM-UNIT NO. 1
100 H SEC MADC 69 L ARINC 429 IN
55 RS-232 DATA RCVR 56 RS-232 COMMON 57 DATA XMTR
59J1
WU-660/880 RTA (WU-870 RTA)

ARINC 429 AIR DATA IN
43 (t) H 44 (r) L 121J1A
BARO H 21 SET L 25 STD BARO 46
74 H BARO 75 L STD SYNC 71 BARO CORRECTION
NZ-2000 FMS (OPTIONAL)

ARINC 429 MADC NO. 13 IN
ARINC 429 NO. 4 OUT
H 68 L 69
90 H 76 L 149J1 10 11
GNSSU (OPTIONAL)
H L ARINC 429 MADC NO.2 IN
TO:
STALL PROTECTION COMPUTER PRESSURE DIGITAL CONTROLLER, WINDSHEAR COMPUTER

AD-49861-R1@
Figure 2-3-4. Copilots MADC Interface
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EMBRAER 145
C.
Modes of Operation
The AZ-850 MADC has three operating modes: normal, initiated test mode and maintenance test mode. The normal mode is for normal aircraft operation. The initiated test mode is activated by setting the applicable ADC test switch located on the maintenance panel to test. This test is interlocked with the weight-on-wheels switch and is inhibited when airspeed is greater than 50 knots. In the initiated test mode, the MADC outputs are driven to preset values to check the operation of the MADC, interconnects and displays. The Maintenance Test Mode provides the capability to display maintenance pages on the PFD while on the ground (WOW). See Tables 2-3-3 and 2-3-4 for performance accuracy and MADC self test output data.
D.
MADC Monitoring
A nonvolatile memory is provided for the on the ground analysis of any in flight monitor trips. This memory is accessed through the aircraft test connector. Built in monitoring routines include tests to ensure that: All program memory is addressable and readable Pressure sensor outputs are in the correct range The aircraft electrical keying is correct Power supply outputs are of the correct values The inputs to the MADC are reasonable The central processing unit is functioning properly.
E.
Static Source Error Correction (SSEC)

SSEC refers to a correction to account for errors which are long term, measurable and repeatable. Typical static sensing systems are built as flush openings in the side of the aircraft, or as a protruding probe. The airflow past the static port will cause the pressure in the static system to be different from the undisturbed air. In general terms, a pressure error is caused by anything which causes a variation in the airflow as it passes the static port. Examples are: Airflow around the curved fuselage Landing gear extended Position of flaps Aircraft yawing motion Angle of attack changes.
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EMBRAER 145
F.
Operational Range
The AZ-850 MADC is capable of providing airspeed and altitude data over the ranges specified below: Altitude: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -2,000 to 60,000 feet Calibrated Airspeed: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 to 500 knots True Airspeed: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 to 599 knots.
G.
Overspeed Warning
During the normal mode of operation, overspeed warning is a signal to the pilot when the CAS output has exceeded the current value of Vmo. Overspeed warning function in the functional test mode is to illustrate that the warning signal operates correctly. The AZ-850 MADC computes the overspeed warning using calibrated airspeed, Mach, Vmo, Mmo, and pressure altitude. Overspeed warning is computed by comparing the pressure altitude with the break point in the Vmo/Mmo curve. See Figure 2-3-5. The break point is the point at which Vmo is constant or linear below and Mmo is constant or linear above. If pressure altitude is at or below the break point in the curve, then the CAS will be compared to Vmo to switch overspeed warning on and off. If pressure altitude is above the break point in the curve, then Mach will be compared to Mmo to switch overspeed warning on and off.
37,000
SSEC CORRECTED PRESSURE ALTITUDE (FEET)
.7 80
26,268
10,000 8,000
250
320
CALIBRATED AIRSPEED (KNOTS) AD-51311-R1@
Figure 2-3-5. Vmo/Mmo Curve
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EMBRAER 145
Table 2-3-3. AZ-850 MADC Performance Accuracy Parameter Barometric Altitude Range -2,000 to 60,000 ft From From From From From Accuracy -2,000 ft to sea level: sea level to 20,000 ft: 20,000 ft to 30,000 ft: 30,000 ft to 50,000 ft: 50,000 ft to 60,000 ft: . . . . . . 15 . 20 . 40 . 80 150 ft ft ft ft ft SSec Yes
Altitude Rate Mach Computed Airspeed
20,000 fpm 0 to 1.0 30 to 500 kts
30 fpm or 5% (largest) Variable from 0.003 to 0.050 M depending on speed and altitude From 30 to 60 kts: . . At 80 kts: . . . . . . . . From 100 to 200 kts: At 500 kts: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 3 2 5 kts kts kts kts
Yes Yes Yes
True Airspeed
50 to 599 kts
At 50 kts . . . . . . . . . . . . . . 12 kts At 70 kts . . . . . . . . . . . . . . . 8 kts From 150 to 599 kts . . . . . . 4 kts 1 C 1 C 5 ft or 0.5% (largest) 1.0 hPa 0.01 inHg
Yes
Static Air Temperature Total Air Temperature Baro Corrected Altitude Baro Correction
-99 to + 60 C -78 to +99 C -2,000 to 60,000 ft 542 to 1084 hPa 16.0 to 320 inHg
No No No No
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EMBRAER 145
Table 2-3-4. MADC Functional Test Outputs PARAMETER Pressure Altitude Baro Corrected Altitude Altitude Rate Calibrated Airspeed True Airspeed Mach Static Air Temperature Total Air Temperature Baro Correction inHg Baro Correction mB Static Pressure Total Pressure Impact Pressure Vmo Vmo Warning MADC Valid Output Discretes ARINC 429 VALUE 4,000 ft 1,000 ft 5,000 ft/min 325 kts 325 kts 0.77 -45 C -16 C 29.921 inHg 1013.0 mB 29.92 inHg 1013.2 mB 181.8 mB 320 kts Active for 2 seconds Inactive Active
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EMBRAER 145
4.
Fault Monitoring
Fault indications are presented on the primary flight, multifunction, and engine instrument displays.
A.
Primary Flight Display (PFD)

Figure 2-3-6 shows the fault indications as presented on the PFD. MADC faults displayed on the PFD are as follows. (1) If barometric altitude is invalid: (2) The digits, ticks, and chevrons on the altitude tape are removed and a red X is placed over the tape The selected altitude digits are replaced with five amber dashes The selected altitude bug is removed.
If indicated airspeed is invalid: The digits and ticks on the airspeed tape are removed and a red X is placed over the tape The airspeed trend vector is removed The Vspeed bugs, if selected, are removed The selected airspeed bug and digital readout is removed.
(3)
If vertical speed (altitude rate) is invalid: The vertical speed pointer and digital readout are removed The vertical speed target bug and digital display are removed A boxed VS is displayed vertically in the center of the vertical speed arc.
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EMBRAER 145
--I A S
LOC HDG AP 20 10
IAS YD 20 10
GS
----A L T
GS
10
10
2250
.- - - M
360 CRS
200 RA
- -.- - IN
---33
N
3
3
30
13.1 NM
2 1 0 1 2 3 V S
6
VOR1 ADF2
HDG
360
E
12
24
TGT
AD-51253@
Figure 2-3-6. PFD MADC Failure Indications
15
21
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EMBRAER 145
B.
Multifunction Display (MFD)

Figure 2-3-7 shows the fault indications as presented on the MFD. MADC faults displayed on the MFD are the same for the MAP and PLAN formats. (1) (2) If TAS is invalid, the digits are replaced with three amber dashes. If temperature is invalid, the SAT and TAT digits are replaced with three amber dashes.
INVALID SAT (3 AMBER DASHES) INVALID TAT (3 AMBER DASHES) INVALID TAS (3 AMBER DASHES)
360 N
SAT TAT TAS
33
30
25
50
50
Figure 2-3-7. MFD MAP MODE MADC Failure Indications
15
21
STAB TGT WX -16
24
22-05-14
12
315 47.0
AD-51254@
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EMBRAER 145
C.
EICAS Display (EICAS)

MADC fault indications are displayed on the EICAS in the form of an E1-2 ADC DATA FAIL advisory message. The FAIL message is enabled whenever the temperature probe fails or there is a loss of data from the MADC.
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EMBRAER 145

SECTION/PARAGRAPH/TITLE 2.4 AA-300 RADIO ALTIMETER SYSTEM . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Auxiliary Radio Altitude Output . . . . . . . . . B. Primary Radio Altitude Output . . . . . . . . . C. RA Minimum Annunciation . . . . . . . . . . . . D. Low Altitude Awareness . . . . . . . . . . . . . . E. Radio Altitude Test . . . . . . . . . . . . . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-4-1 2-4-1 2-4-2 2-4-4 2-4-4 2-4-4 2-4-4 2-4-5 2-4-5 2-4-8
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EMBRAER 145
FIGURE/TITLE Figure Figure Figure Figure 2-4-1. 2-4-2. 2-4-3. 2-4-4. RT-300 Radio Altimeter Receiver Transmitter . . . . . . . . . Single AA-300 Radio Altimeter Interface Diagram . . . . . . Optional Dual AA-300 Radio Altimeter Interface Diagram PFD Radio Altitude Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-4-2 2-4-6 2-4-7 2-4-8
List of Tables
TABLE/TITLE PAGE
Table 2-4-1. RT-300 Radio Altimeter Receiver Transmitter Leading Particulars . . . . . . . . 2-4-3
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SECTION 2.4 AA-300 RADIO ALTIMETER SYSTEM
1.
General
The PRIMUS 1000 Integrated Avionics System installed in the Embraer 145 aircraft includes a single AA-300 Radio Altimeter System as standard. A second system is available as a customer purchased option. The AA-300 Radio Altimeter System is a dual antenna, short pulse system designed to provide the flight crew with absolute altitude above the terrain information. The range of the AA-300 is from 0 to 2500 feet. The system is designed for automatic continuous operation over wide variations of terrain, weather, target reflectivity and aircraft attitude. Radio altitude information is displayed on the lower portion of the ADI sphere on the pilots and copilots PFDs. If the system becomes invalid, an amber RA is annunciated instead of the digits on the PFDs to alert the pilots. The system also generates preset altitude trip outputs for other aircraft systems. These outputs supply a ground potential at the preset altitudes of 50, 200, 1200, and 1500 feet. The AA-300 Radio Altimeter System is also the trigger to display the decision height (MIN) annunciation on the PFDs and is also used to gain program the localizer and glideslope signals in the flight director. The system is comprised of the following LRUs: A single RT-300 Radio Altimeter Receiver Transmitter (RT) Two Radio Altimeter Antennas (non-Honeywell).
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EMBRAER 145
2.

Figure 2-4-1 shows a graphical view of the RT-300 Radio Altimeter Receiver Transmitter. It is located in the avionics nose bay of the aircraft. Table 2-4-1 provides items and specifications that are particular to the unit.
ZERO ALTITUDE ADJUSTMENT
AD-2092@
Figure 2-4-1. RT-300 Radio Altimeter Receiver Transmitter The RT contains the necessary power supplies, radio frequency transmitting and receiving circuitry and timing circuits with which to determine the aircraft absolute altitude. The system transmits radio frequency pulses, measures the time until the reflection is received and determines the aircraft absolute altitude above terrain. It generates a DC output voltage which is proportional to the absolute altitude. It can also generate preset altitude trip outputs for other aircraft systems. These outputs supply a ground potential at or below the preset altitudes of 50, 200, 1200, and 1500 feet.
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Table 2-4-1. RT-300 Radio Altimeter Receiver Transmitter Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.09 in. (104.0 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.56 in. (115.8 mm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.07 in. (281.2 mm) Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . 4.6 lb. (2.05kg) Specification
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . 28V dc, 17 watts Transmitter Characteristics (nominal): Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Short-pulse modulation Pulse Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 nanoseconds PRF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jittered between 12.5 and 50 kHz Radio Frequency (RF) . . . . . . . . . . . . . . . . . . . . . 4.3 GHz Peak Power ............................ 5W
Receiver Characteristics (nominal): Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Superheterodyne Intermediate Frequency (IF) . . . . . . . . . . . . . . . . . 60 MHz Operational Altitude . . . . . . . . . . . . . . . . . . . . . . . . . 0 - 2,500 ft Data Outputs/Accuracy: Precision Output . . . . . . . . . . . . . . . . . . . . . . . . . DC analog voltage (0 - 2,500 ft) Gradient: -4.0 mV dc/ft 0 alt = 0 volt Accuracy: 0 - 100 ft, 3 ft 100 - 500 ft, 3% 500 - 2500 ft, 4% Auxiliary Output . . . . . . . . . . . . . . . . . . . . . . . . . . DC analog voltage (0 - 2500 ft) Gradient: Per ARINC 552 For Alt < 480 ft, Output is: 0.02 (Alt) + 0.4 For Alt > 480 ft, Output is: [10 + 10 ln] [(Alt+20)/500] Accuracy: 0 - 100 ft, 4% 100 - 500 ft, 4% 500 - 2,500 ft, 5%
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EMBRAER 145
Table 2-4-1. RT-300 Radio Altimeter Receiver Transmitter Leading Particulars Item Specification
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . None Mating Connectors: J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F16-26S
J2 - TRANSMIT . . . . . . . . . . . . . . . . . . . . . . . . . . TNC - Male (Straight) GRFF 4007-0002 J3 - RECEIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . TNC - Male (Straight) GRFF 4007-0002 Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard Mount
3.
Operation
See Figures 2-4-2 and 2-4-3 for AA-300 Radio Altimeter System interface information. The RT-300 Receiver Transmitter outputs an analog voltage that represents aircraft absolute altitude above the terrain. This primary output signal is used for the following PFD displays: Radio altitude DH annunciation Radio altitude low altitude awareness.
The primary analog voltage is also used in the flight director for gain programming of the localizer and glideslope signals.
A.
Auxiliary Radio Altitude Output

The system generates an ARINC 552 DC analog output that is sent to the TCAS Computer Unit for use in controlling TCAS operational constraints between 1 and 1,450 feet AGL.
B.
Primary Radio Altitude Output

The system generates a -4.0 mV dc/foot output voltage which is proportional to the aircrafts absolute altitude. This output is sent to both Integrated Avionics Computers (IACs) where it is used by the Electronic Display System (EDS) and other subsystems. In a dual AA-300 Radio Altimeter System, RT No. 1 sends its outputs to IAC No. 1 and RT No. 2 sends its outputs to IAC No. 2.
C.
RA Minimum Annunciation
The pilot can set a radio altitude minimum value based on RA through the use of the RA knob on the DC-550 Display Controller. When the aircraft is at or below the RA minimum set value, the annunciation MIN will appear in the lower right side of the ADI sphere. The MIN annunciation is amber inside a white window.
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EMBRAER 145
D.
Low Altitude Awareness

Radio altitude low altitude awareness is provided for display on the barometric altitude tape. The presentation of low altitude awareness is used as an indication of the ground, with respect to the current barometric altitude. When radio altitude is less than 550 feet, the lower portion of the altitude tape will start to change color to brown. A horizontal line will be drawn across the altitude tape at the transition. The shaded brown portion of the tape will rise in a linear fashion for radio altitudes between 0 and 550 feet. At 0 radio altitude, the entire lower portion of the altitude tape will be brown. Any of the conditions that follow will cause the low altitude awareness raster and horizontal line to be removed: Radio Altitude indicates invalid Barometric Altitude indicates invalid.
E.
Radio Altitude Test

The radio altimeter test is functional when the TST button is activated on the DC-550 Display Controller. When the test is active, the following is seen on the PFD: Radio altitude digital readout of 100 feet Low altitude awareness is displayed on the barometric altitude tape.
The radio altimeter can be tested on the ground or in the air. The test is inhibited if the flight director is in the glideslope capture mode or windshear mode.
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EMBRAER 145
RT-300 RADIO ALTIMETER R/T NO.1

28 V DC INPUT PWR POWER GND
20J1
c b
190J2A 28 V DC FROM AM DC BUS 1A 49 97 51 50
IC-600 IAC NO.1

RA VALID IN RA TEST OUT + RAD ALT - INPUT
TRIP COMMON
193RMP TEST SWITCH

T
RT-910 TCAS COMPUTER UNIT

+ RAD ALT NO.1 - INPUT RAD ALT NO.1 VALID IN
2H 2J
PRIMARY OUTPUT(H)
2K
193RBP
AUX OUTPUT OUTPUT COMMON(C) OUTPUT TEST RA VALID OUT TRIP NO. 2 (1500 FT) TRIP NO. 4 (200 FT) X N E Y V L
3A 3B 3C
C190J2A IC-600 IAC NO.2

STALL PROTECTION COMPUTER AURAL WARNING SYSTEM
49 97 51 50
RA VALID IN RA TEST OUT + RAD ALT - INPUT
AD-49875@
Figure 2-4-2. Single AA-300 Radio Altimeter Interface Diagram
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EMBRAER 145

28 V DC INPUT PWR POWER GND
20J1 c b 28 V DC FROM AM DC BUS 1A
190J2A IC-600 IAC NO.1 49 RA VALID IN
TRIP COMMON
50
51 + RAD ALT - INPUT
TEST SWITCH PRIMARY OUTPUT(H) AUX OUTPUT (H) OUTPUT COMMON(C) OUTPUT TEST RA VALID OUT TRIP NO. 2 (1500 FT) TRIP NO. 4 (200 FT)
T W X N E Y V L AURAL WARNING SYSTEM STALL PROTECTION COMPUTER
97
RA TEST OUT
193RMP 2H 2J 2K 193RBP 3A 3B 3C
RT-910 TCAS COMPUTER UNIT (OPTIONAL)


28 V DC PWR POWER GND
C20J1 c b 28 V DC FROM AM DC BUS 2A C190J2A 49
IC-600 IAC NO.2

RA VALID IN RA TEST OUT + RAD ALT INPUT
TRIP COMMON
97 51
AUX OUTPUT (H)
50
TEST SWITCH PRIMARY OUTPUT(H) OUTPUT COMMON(C) OUTPUT TEST RA VALID OUT TRIP NO. 2 (1500 FT) TRIP NO. 4 (200 FT)
T W N E Y V L AURAL WARNING SYSTEM STALL PROTECTION COMPUTER

AD-49874@
Figure 2-4-3. Optional Dual AA-300 Radio Altimeter Interface Diagram
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EMBRAER 145
4.
Fault Monitoring
Figure 2-4-4 shows fault indications. With the loss of valid radio altitude information, the following is indicated on the PFD: The radio altitude digital readout is removed A red RA is displayed in the attitude sphere The decision height indications are inhibited The low altitude awareness raster is removed.
LOC AP
20 10
GS
14 00
1500
20 10
10
10
-RA200 RA
.410 M
500
29.92 IN
360 CRS ILS1 13.1 NM
33
2 1 0
RADIO ALTITUDE INVALID INDICATION
500 1 2 3
ADF2 HDG 330
AD-51255-R1@
Figure 2-4-4. PFD Radio Altitude Failure Indications
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EMBRAER 145

SECTION/PARAGRAPH/TITLE 2.5 WEATHER RADAR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . A. Weather Radar Receiver Transmitter Antenna (RTA) . . . . . . . . B. Weather Radar Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Target Alert (TGT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B. Rain Echo Attenuation Compensation Technique (RCT) Mode . C. Turbulence (TRB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D. Test (TST) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E. Weather (WX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F. Ground Map (GMAP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G. Standby (SBY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B. MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C. PRIMUS 650/870 Weather Radar Test Mode . . . . . . . . . . . . . . D. PRIMUS 660/880 Weather Radar Test Mode . . . . . . . . . . . . . . (1) On-Ground TEST Display (with TEXT FAULTS Enabled) (2) In Flight TEST Display (with TEXT FAULTS Enabled) . . (3) Fault Monitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-5-1 2-5-1 2-5-2 2-5-2 2-5-6 2-5-9 2-5-9 2-5-15 2-5-15 2-5-15 2-5-15 2-5-15 2-5-16 2-5-17 2-5-17 2-5-18 2-5-19 2-5-21 2-5-21 2-5-22 2-5-22
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EMBRAER 145
FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure Figure 2-5-1. 2-5-2. 2-5-3. 2-5-4. 2-5-5. 2-5-6. 2-5-7. 2-5-8. 2-5-9. Typical Weather Radar Receiver Transmitter Antenna . . . . . . Maximum Permissible Exposure Level Boundary . . . . . . . . . . Optional Weather Radar Controllers . . . . . . . . . . . . . . . . . . . . PRIMUS 650/870 Weather Radar System Interface . . . . . . . . PRIMUS 660/880 Weather Radar System Interface . . . . . . . . PFD Weather Radar Failure Indications . . . . . . . . . . . . . . . . . MFD Weather Radar Failure Indications . . . . . . . . . . . . . . . . . PRIMUS 650/870 MFD Weather Radar Test Mode Indications PRIMUS 660/880 MFD Weather Radar Test Mode Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . . . 2-5-2 . . . 2-5-5 . . . 2-5-6 2-5-11/12 2-5-13/14 . . 2-5-17 . . 2-5-18 . . 2-5-19 . . 2-5-23
List of Tables
TABLE/TITLE Table Table Table Table Table Table 2-5-1. 2-5-2. 2-5-3. 2-5-4. 2-5-5. 2-5-6. Weather Radar Receiver Transmitter Antenna Leading Weather Radar Controller Leading Particulars . . . . . . WC-XXX Control Functions . . . . . . . . . . . . . . . . . . . . Target Alert Characteristics . . . . . . . . . . . . . . . . . . . . PRIMUS 650/870 Fault Codes . . . . . . . . . . . . . . . . . . PRIMUS 660/880 Fault Codes . . . . . . . . . . . . . . . . . . Particulars ......... ......... ......... ......... ......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-5-3 2-5-7 2-5-7 2-5-9 2-5-20 2-5-24
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EMBRAER 145
SECTION 2.5 WEATHER RADAR SYSTEM
1.
General
The PRIMUS 1000 Integrated Avionics System includes the PRIMUS 650, 660, 870 or 880 Weather Radar system, which consists of one WU-XXX Receiver Transmitter Antenna (RTA), one WC-XXX Weather Radar Controller, and parts of the EDS. Each system is an X-Band digital radar designed for weather location and analysis, and for ground mapping. The radar system detects precipitation in storms along the flight path of the aircraft and gives the flight crew a visual indication, in color, of storm intensity and turbulence. In the weather detection mode, target returns are displayed at one of five video levels (0, 1, 2, 3, or 4), with 0 represented by a black screen because of weak or no returns, and levels 1, 2, 3, and 4 represented by green, yellow, red, and magenta respectively, to show progressively stronger returns. Areas of potentially hazardous turbulence are shown in gray white. In groundmapping mode, video levels of increasing reflectivity are displayed as black, cyan, yellow, and magenta. The radar information may be displayed on the Multifunction Displays (MFDs) and on the Primary Flight Displays (PFDs). The radar range, radar operating mode, and antenna tilt functions are all controlled by the WC-XXX Weather Radar Controller.
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EMBRAER 145
2.

A. Weather Radar Receiver Transmitter Antenna (RTA)
Figure 2-5-1 shows a graphical view of a typical Weather Radar Receiver Transmitter Antenna (RTA). It is located in the nose of the aircraft. Table 2-5-1 provides items and specifications that are particular to the unit.
AD-14251, SH1@
Figure 2-5-1. Typical Weather Radar Receiver Transmitter Antenna
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EMBRAER 145
Table 2-5-1. Weather Radar Receiver Transmitter Antenna Leading Particulars Item Dimensions (maximum): Base Diameter . . . . . . . . . . . . . . . . . . . . . . . Height (Antenna flat) . . . . . . . . . . . . . . . . . . Height (Antenna full arc . . . . . . . . . . . . . . . . 10.04 in. (255.0 mm) 10.06 in. (225.5 mm) 16.04 in. (407.4 mm) Specification
Weight (maximum): WU-650 . . . . . . . . . . . . . . . . . . . . . . . . . . . . WU-870 . . . . . . . . . . . . . . . . . . . . . . . . . . . . WU-660/880 . . . . . . . . . . . . . . . . . . . . . . . . 13.7 lb (6.22 kg) 16.0 lb (7.26 kg) 15.7 lb (7.12 kg) +22 to +32 V dc, 110 W (max)
Primary Power . . . . . . . . . . . . . . . . . . . . . . . . . . Antenna: Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stabilization . . . . . . . . . . . . . . . . . . . . . . . . . Tilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scan (Full) ......................... .......................
12-inch flat plate radiator Line-of-sight, 30 degrees 15 degrees 120 degrees (60 degrees) 60 degrees (30 degrees) 9345 25 MHz 1.3 kW (nom), magnetron 1.2, 1.5, 2.4, 4.8, 9, 18, and 27 Sec determined by selected range and mode 120, 240, 360, and 480 Hz, determined by selected range in WX 480/1260 in Turb, and 840 in GCR 9375 25 MHz 10 kW (nom), magnetron 1.0 and 2.0 Sec (nom), determined by selected range and mode 120, 240, and 420 Hz, determined by selected range and mode
Scan (Sector)
Transmitter (WU-650/870): Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pulse Width . . . . . . . . . . . . . . . . . . . . . . . . . PRF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transmitter (WU-660/880): Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pulse Width . . . . . . . . . . . . . . . . . . . . . . . . . PRF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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EMBRAER 145
Table 2-5-1. Weather Radar Receiver Transmitter Antenna Leading Particulars Item Receiver (WU-650/870): Noise Figure . . . . . . . . . . . . . . . . . . . . . . . . Intermediate Frequency (IF) . . . . . . . . . . . . . IF Bandwidth . . . . . . . . . . . . . . . . . . . . . . . . Video Bandwidth . . . . . . . . . . . . . . . . . . . . . STC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.5 dB, typical 35 MHz 0.8 MHz (nom) Commensurate with selected pulse width Present in all modes -112.4 dBm (nom) on 300 NM range Specification
Receiver (WU-660/880): Intermediate Frequency (IF) . . . . . . . . . . . . . IF Bandwidth . . . . . . . . . . . . . . . . . . . . . . . . Video Bandwidth . . . . . . . . . . . . . . . . . . . . . STC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 MHz, 1st conversion; 10.7 MHz, 2nd conversion 0.725 MHz (nom) Commensurate with selected pulse width Present in all modes -115 dBm (nom) on 300 NM range
Displayed Ranges: WX/MAP . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . 5, 10, 25, 50, 100, 200, and 300 NM full scale 5, 10, 25, 100, 200, 300, 500, and 1000 NM full scale
Mating Connector: WU-650 . . . . . . . . . . . . . . . . . . . . . . . . . . . . WU-870 . . . . . . . . . . . . . . . . . . . . . . . . . . . . WU-660/880 . . . . . . . . . . . . . . . . . . . . . . . . MS3126F20-41S, HPN 4000809-606 MS3126F22-55S, HPN 4000809-626 Glenair PN DD104F1000, HPN 7517883-3
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EMBRAER 145
The WU-XXX RTA is an integrated unit which incorporates transmitter, receiver, and antenna into a single unit. The RTA uses an 12inch flat plate radiator. The remainder of the circuitry is contained in the electronics package which forms the RTA base. The RTA transmits and receives Xband radio frequency energy for the purposes of weather detection and ground mapping. The transmitted signals are sent directly to the antenna from the transmitter circuitry which is mounted on the rear of the antenna. Echo signals received by the antenna are applied directly to the receiver. The receiver and processing system processes these signals by encoding them into one of four levels depending on their intensity, scan converts them and outputs the scan converted data to the DU-870 Display Units No. 1, 2, 4, and 5. Heating and radiation effects of weather radar can be hazardous to life. Personnel should remain at a distance greater than "R" (see Figure 2-5-2) from the radiating antenna in order to be outside of the envelope in which radiation exposure levels equal or exceed 10 mW/cm2, the limit recommended in FAA Advisory Circular AC No. 2068B, August 8, 1980, Subject: "Recommended Radiation Safety Precautions for Ground Operation of Airborne Weather Radar." The radius R, to the Maximum Permissible Exposure Level (MPEL) boundary is calculated for the radar system of the basis of radiator diameter, rated peakpower output, and duty cycle. The greater of the distances calculated for either the farfield or nearfield is based on the recommendations outlined in AC No. 2068B. IEEE Standard for Safety Level with Respect to Human Exposure to Radio Frequency Electromagnetic Fields 3 kHz to 300 GHz (IEEE C95.1-1991), recommends an exposure level of no more than 6 mW/cm2. Honeywell, Inc. recommends that operators follow a 5 mW/cm 2 standard. Figure 2-5-2 shows MPEL for 10 mW/cm 2 and 5mW/cm 2 exposure levels.
AIRCRAFT NOSE AND RADOME
RADIUS R RADAR SYSTEM PRIMUS 650/870 270 MPEL BOUNDARY PRIMUS 660/880 DIAMETER OF FLATPLATE RADIATOR 12 IN 45.7 CM 12 IN 30.5 CM 10 mW/CM RADIUS R OF MPEL BOUNDARY 6 FT 1.84 M 16.5 FT 5.0M 5 mW/CM RADIUS R OF MPEL BOUNDARY 9 FT 2.75 M 25.7FT 7.8 M
AD-51256@
AIRCRAFT LUBBER LINE
Figure 2-5-2. Maximum Permissible Exposure Level Boundary
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EMBRAER 145
B.
Weather Radar Controller

Figure 2-5-3 shows a graphical view of various Weather Radar Controllers. It is located on the pedestal in the cockpit of the aircraft. Table 2-5-2 provides items and specifications that are particular to the unit.
OFF RCT
PULL VAR WX SBY OFF MIN GMAP FP TST
STAB
TGT
SECT + -
GAIN
MAX
RADAR
SLV
TILT
WC-650/660 CONTROLLER USED ON PRIMUS 650/660 RADAR INSTALLATIONS

R
TRB
PULL VAR WX SBY OFF MIN RCT GMAP FP TST
GCR
TGT
PULL AUTO
SECT +
GAIN
MAX
RADAR
SLV
TILT
WC-870 CONTROLLER USED ON PRIMUS 870 RADAR INSTALLATIONS

R
OFF TRB
PULL VAR WX SBY OFF MIN RCT GMAP FP TST
STAB
TGT
PULL ACT
SECT +
GAIN
MAX
RADAR
SLV
TILT
WC-880 CONTROLLER USED ON PRIMUS 880 RADAR INSTALLATIONS

R
AD-51249@
Figure 2-5-3. Optional Weather Radar Controllers
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EMBRAER 145
Table 2-5-2. Weather Radar Controller Leading Particulars Item Dimensions (maximum): Length (from rear of bezel) . . . . . . . . . . . . . . . . 7.0 in. (177.8 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 in. (146.1 mm) Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.87 in. (47.5 mm) Specification
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0 lb (0.86 kg) Power Requirements: Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +22 to +32 V dc, 8.5 watts, maximum Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V ac/dc at 1.0 A, nominal
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . None Knobs: GAIN and TILT Knob . . . . . . . . . . . . . . . . . . . . HPN 7011875-901 RADAR Mode Knob . . . . . . . . . . . . . . . . . . . . . HPN 7011875-902
Setscrews (Multi-Spline, 2-56 by 1/8 inch, Cup Point) . HPN 2500148-64 Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473F14-18S NOTE: The mating connector uses strain relief MS27506-B14-2.
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unit Dzus Fasteners The WC-XXX Weather Radar Controller sets the modes, and antenna tilt used to display radar information on the PFDs and MFD. The function of each switch and control is listed in Table 2-5-3. Table 2-5-3. WC-XXX Control Functions Item TILT Functional Description Single-turn rotary control that varies antenna tilt between 15 degrees up and 15 degrees down. The range between +5 degrees and -5 degrees is expanded for ease of setability. AUTO TILT (PULL) - Places elevation control under Auto Tilt which adjusts antenna tilt in relation to altitude and selected range. Tilt knob can be used for fixed offset corrections of up to 2.0 degrees. Available on WU-870 RTA only. ACT TILT (PULL) - Places elevation control under Altitude Compensated Tilt (ACT) which adjusts antenna tilt in relation to altitude and selected range. Tilt knob can be used for fixed offset corrections of up to 2.0 degrees. Available on WU-880 RTA only.
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EMBRAER 145
Table 2-5-3. WC-XXX Control Functions Item RADAR MODE Functional Description A six-position (WC-650/660) or seven-position (WC-870/880) rotary switch that selects the following primary radar modes: OFF - Removes power from system. SBY - Standby. Places system in non-transmitting mode. WX - Selects the system in the weather (WX) mode. RCT - (WU-650/660 only) Enables the cyan (sky blue) REACT (RCT) field to indicate ranges at which the receiver calibration has been exceeded in the WX mode. RCT is selected in the TST mode on alternate sweeps automatically. RCT compensation is active in all modes except GMAP. GMAP - Places system in ground map (GMAP) mode. RCT compensation is inactive. FP - Selects the system flight plan (FP) (navigation) display mode. TST - Selects the system self-test mode. Single-turn rotary control that varies the RTA receiver gain. Control is active when pulled. When pushed, receiver gain is preset and calibrated. Selection of RCT or TGT ALERT overrides the variable gain setting causing receiver gain to be fixed and calibrated. When active (pulled), full ccw rotation provides straight gain increase over the preset value. Momentary button that selects the turbulence (TRB) mode. In this mode, areas of potentially hazardous turbulence are displayed in gray-white color, in addition to normal reflectivity data. TRB may only be engaged in the WX mode and in selected ranges of 50 NM or less. This function is not available in the WU-650/660 RTA. Momentary button that deselects the stabilization function. Also, used to invoke the stabilization trim mode. This function is not available in the WU-870 RTA. On WC-660/880 controllers, the STAB button is used to override Forced Standby by pushing it four times within 3 seconds. Momentary alternate-action button that selects the target alert (TGT) function (OFF RANGE TGT ALERT). Momentary alternate-action button that selects either full (120 degrees) or reduced (60 degrees) scan sector (SCT). Momentary button enables the REACT (RCT). RCT is always selected in the TEST mode. RCT compensation is available in all modes except MAP. A two-button range selection function that permits range selection from 5 to 300 NM full scale in WX, RCT, or GMAP mode or 5 to 1000 NM full scale in the Flight Plan mode. The up arrow button selects increasing range while the down arrow button selects decreasing ranges. On WC-650/870 controller, these buttons are also used to exit Forced Standby by pressing both simultaneously.
GAIN
TRB
STAB
TGT SECT RCT WC-650/660 only Range
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EMBRAER 145
3.
Operation
See Figures 2-5-4 and 2-5-5 for Weather Radar System interface information. The RTA accepts mode, tilt, etc., commands from the Weather Radar Controller on a serial control bus. The RTA outputs mode, range, tilt, etc., commands to the IACs on two EDS control buses, and outputs scan converted data to the DUs on two EDS picture buses. Antenna stabilization data is input from the No. 2 AHRU, in ARINC 429 format. True airspeed for the turbulence processors is input from the No. 2 MADC, in ARINC 429 format. REACT compensation override is grounded so that selection of RCT mode on the Weather Radar Controller overrides the GAIN control setting and forces preset gain. The following paragraphs describe each of the modes and features controlled by the WC-XXX radar controller.
A.
Target Alert (TGT)

The TGT button allows the pilot to select or deselect the target alert mode of the radar system. Target alert is selectable in any WX range except 300 NM. The target alert circuit monitors for red level or greater targets within 7.5 degrees of dead ahead. Also the target must have the following depth and range characteristics as shown in Table 2-5-4. Table 2-5-4. Target Alert Characteristics Selected Range (NM) 5 10 25 50 100 200 300 FP (Flight Plan) Target Depth (NM) 5 5 5 5 5 5 Disabled 5 5 - 55 Target Range (NM) 5 - 55 10 - 60 25 - 75 50 - 100 100 - 150 200 - 250
It should be noted that while target alert is functional at the above ranges, it is improbable that a realistic target would be strong enough to be detected if its range exceeds five times the displayed range. Also, note that the target alert is inactive within the displayed range. Selecting target alert prevents variable gain from being selected.
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EMBRAER 145
(Blank Page)
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EMBRAER 145
59J1
AH-800 AHRU NO. 2

ARINC 429 NO. 3 OUT H L
C1J1B K12 K13 K L
WU-650/870 RECEIVER/ TRANSMITTER/ANTENNA

H L ARINC 429 ATTITUDE INPUT
59J1
28V DC INPUT PWR
H L
A B X W
28 V DC FROM AM DC BUS 1B 61J1 WC-650/870 D
RADAR CONTROLLER
28V DC INPUT POWER WOW INPUT H PRIMARY CONTROL BUS L REMOTE ON 5V LIGHTING INPUT LIGHTING GROUND POWER GROUND ANNUN DIMMING CHASSIS GROUND
AZ-850 MADC NO. 2

ARINC 429 NO. 3 OUT
(WU-870 INSTALLATIONS ONLY)
C9J1 H L 66 67 t r H L
ARINC 429 AIR DATA IN (WU-870 ONLY)
NO. 1 CONTROL BUS
H L
c d U
P A B R
REMOTE ON
AIRCRAFT LIGHTING BUS FROM PEDESTAL OFF/BRT CONTROL
H J E K F
H T R IN AIR WOW SW T ON GROUND

m n
ARINC 429 ADC (NO) (WU-870 ONLY) GND ENABLES 429 STABILIZATION (WU-650 ONLY) REACT COMPENSATION OVERIDE (GND/OPEN)
IC-600 IAC NO. 1

LEFT EFIS CONTROL BUS H L
WOW INPUT (WU-870 ONLY) RIGHT EFIS CONTROL BUS
190J2A 17 18
C190J2A IC-600 IAC NO. 2 H L e f 17 18 H L RIGHT EFIS CONTROL BUS
H L
LEFT EFIS CONTROL BUS
DU-870 NO. 1 (PFD)

LEFT PICTURE BUS H L
130J1 77 78 64
g h
C130J1 DU-870 NO. 5 (PFD) H L LEFT EFIS PICTURE BUS RIGHT EFIS PICTURE BUS H L k s 77 78 64 H L RIGHT PICTURE BUS
TERMINATION
TERMINATION
DU-870 NO. 2 (MFD)

C131J1 DU-870 NO. 4 (MFD) 131J1 77 77 78 78 H L RIGHT PICTURE BUS
AD-49859@
Figure 2-5-4. PRIMUS 650/870 Weather Radar System Interface
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EMBRAER 145
59J1
AH-800 AHRU NO. 2

C1J1B K12 K13 22 23
WU-660/880 RECEIVER/ TRANSMITTER/ ANTENNA

H L ARINC 429 ATTITUDE IN
59J1
28V DC INPUT PWR
H L
13 14 15 16
28 V DC FROM AM DC BUS 1B 61J1 D
WC-660/880 RADAR CONTROLLER

28V DC INPUT POWER WOW INPUT H PRIMARY CONTROL BUS L REMOTE ON 5V LIGHTING INPUT LIGHTING GROUND POWER GROUND ANNUN DIMMING CHASSIS GROUND
AZ-850 MADC NO. 2

C9J1 66 67 43 44 H L ARINC 429 AIR DATA IN NO. 1 CONTROL BUS
H L
71 72 11
P A B R
REMOTE ON
AIRCRAFT LIGHTING BUS 85 95 AIRCRAFT WOW SWITCH IN AIR 90 ON GROUND WOW INPUT (WU-880 ONLY) ALT/AIR/STAB CONFIG (GND/OPEN) TEXT FAULTS DISCRETE (GND/OPEN) FROM PEDESTAL OFF/BRT CONTROL
H J E K F
IC-600 IAC NO. 1

LEFT EFIS CONTROL BUS H L
190J2A 17 18 30 31 H L LEFT EFIS CONTROL BUS RIGHT EFIS CONTROL BUS H L 32 33
C190J2A 17 18
IC-600 IAC NO. 2

H L RIGHT EFIS CONTROL BUS
DU-870 NO. 1 (PFD)

130J1 77 78 64 1 2 H L LEFT EFIS PICTURE BUS RIGHT EFIS PICTURE BUS H L 5 6
C130J1 77 78 64
DU-870 NO. 5 (PFD)

H L RIGHT PICTURE BUS
TERMINATION
TERMINATION
C131J1
DU-870 NO. 2 (MFD)

DU-870 NO. 4 (MFD)

H L RIGHT PICTURE BUS
131J1 77 77 78 78
AD-50546@
Figure 2-5-5. PRIMUS 660/880 Weather Radar System Interface
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EMBRAER 145
B.
Rain Echo Attenuation Compensation Technique (RCT) Mode

The rain echo attenuation compensation technique (REACT) function permits the radar receiver to adjust its own sensitivity automatically to compensate for attenuation losses as the radar pulse passes through weather targets on its way to illuminate other targets. This is done by measuring the intensity of signals, and deducing from them the density, and therefore, the attenuation of the target, and then using this information to adjust the sensitivity. This is done continuously on each radar azimuth radial. There is a maximum value to which sensitivity may be set due to the receiver generating noise, and would fill the display with noise if it were too high. When this maximum value is reached, a blue color is displayed for the remainder of the displayed range. This gives the pilot an unmistakable warning that attenuation is hiding possible severe weather areas that cannot be accurately detected. REACT is always selected in TEST mode. REACT is available in all modes except GMAP.
C.
Turbulence (TRB)
When the turbulence submode is selected (WU-870/880 RTAs only), the radar processes return signals in order to determine if a turbulence signature is present. Areas of potentially hazardous turbulence are displayed as gray white. The high power of the PRIMUS 870/880 permits detection of hazardous turbulence in areas of otherwise weakly reflective rainfall. Any areas shown as turbulence should be avoided. TRB may only be engaged in the WX mode and in selected ranges of 50 NM or less.
D.
Test (TST)
Used to select a special test pattern to allow verification of system operation; 100-mile range is automatically selected; TEST is displayed in mode field. Transmitter output power is radiated in TEST mode. Any faults present will be displayed when selecting TEST mode. See Table 2-5-5.
E.
Weather (WX)
Used to select weather detection operation. If selected prior to end of the warmup period, WAIT will be displayed until the transmitter warms up (approximately 50 to 90 seconds). WX is displayed in mode field. Transmitter output power is radiated in the WX mode. In the WX mode, four precipitation levels are displayed as green, yellow, red, and magenta.
F.
Ground Map (GMAP)

The ground-mapping operation is selected by setting the mode control to GMAP. The TILT control is turned down until the desired amount of terrain is displayed. The degree of down-tilt will depend upon the aircraft altitude and the selected range. The receiver STC characteristics are altered to provide equalization of ground-target reflection versus range. As a result, the selection of preset GAIN will generally provide the desired mapping display. However, the pilot may desire to decrease the gain manually by selecting manual gain and rotating the GAIN control. Transmitter output power is radiated in GMAP mode.
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EMBRAER 145
G.
Standby (SBY)
Standby is useful for keeping radar in ready state while taxiing, loading, etc. In standby, the antenna does not scan, the transmitter is disabled, the display memory is erased, and the antenna is stowed in a tilt-up position. Standby should be selected anytime it is desired to keep power on the system without transmitting.
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EMBRAER 145
4.
Fault Monitoring
Fault indications are presented on the PFD and MFD displays. See Figures 2-5-6 thru 2-?.
A.
PFD
If a weather radar failure occurs, regardless of the display format (FULL/ARC/WX), an amber WX will be annunciated on the lower left side of the HSI. See Figure 2-5-6.
260
280 260
LNAV AP 20
VS YD 20 10
145 00
1 240 9
220 200
10
14500
2 R 1
143 00
80
20
10 20
10 20
14000
.410 M
360 CRS
MAG2 360 N
29.92 IN
3000
3
FAILED WX (AMBER)
33
VOR1 ADF2 HDG
3
0
2 1 1000 1 2 3
WX 2o
50
001
Figure 2-5-6. PFD Weather Radar Failure Indications
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EMBRAER 145
B.
MFD
If a weather radar failure occurs, an amber WX is displayed in the WX mode annunciation display field. See Figure 2-5-7.
360 MAG2
N
+15 SAT +25 TAT 300 TAS
33
30
*PBD01 LL01 KDVT
PLAB2
25
50
50
-05
SYS
MENU MFD CKLST TCAS
Figure 2-5-7. MFD Weather Radar Failure Indications
FAILED WX (AMBER)
-10
00
WX
22-05-14
15
WX 2
TCAS TEST ABV FL
24
RA NO BRG TA NO BRG
12
315 46.0 6
21
12
MAP PLAN
Page 2-5-18 Nov 1/1996

EMBRAER 145
C.
PRIMUS 650/870 Weather Radar Test Mode

After an amber WX is annunciated, the fault codes can be read by entering into the TEST mode. Figure 2-5-8 illustrates the PRIMUS 650/870 MFD Weather Radar Test Mode, and Table 2-5-5 lists the PRIMUS 650/870 Fault Codes and Fault Descriptions.

33
30
360
N
+15 SAT +25 TAT 300 TAS

3
TEST PATTERN
25
50 50
TEST MODE FAIL ANNUNCIATOR FAULT CODE
FAIL 25
315 47.0 SYSTEM PAGE DISPLAY AREA BEZEL MENU DISPLAY AREA
AD-51259-R1@
Figure 2-5-8. PRIMUS 650/870 MFD Weather Radar Test Mode Indications
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EMBRAER 145
Table 2-5-5. PRIMUS 650/870 Fault Codes Fault Code 03 04 06 07 13 14 16 21 22 23 24 25 26 27 30 31 32 33 35 36 37 Fault Description Analog to Digital Converter Failure, > 1 minute DADC Low Speed 429 Failure for > 4 minutes Airspeed (DADC or Analog) > 700 kts for > 4 minutes Pulse Pair Processor Failure for > 1 minute +15 Volts Failure (> 12.5 V or > 17.5 V for > 1 minute) Parallel Altitude change > 1000 feet Magnetron Voltage Failure (< 1500 Volts, > 2700 Volts, > 1 minute) Azimuth scanning incorrectly (> 2.5 degrees for > 1 minute) STAB reference (< 1/2 A/D scale for > 4 minutes) Automatic Gain Control Failure (< -1.1 V or > 10.5 V for > 1 minute) Mixer Current Failure for > 1 minute AFC Lock Failure for > 1 minute or 10 unlocks < 1 minute Fan Voltage Abnormal for > 4 minutes VLSI Failure-Loss of VALID READY Interrupt Non-Volatile Memory Failure Antenna Elevation error (> 2 degrees for > 1 minute) NAV Computer High Speed ARINC 429 Failure for > 4 minutes -15 Volts Failure (> - 18 V or > -12.5 V for > 1 minute) AFC Sweep Failure ( <1.2 V or > 12.7 V for > 1 minute) Altitude Failure - If input is > 60,000 feet for > 4 minutes RAM Test Failure
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EMBRAER 145
D.
PRIMUS 660/880 Weather Radar Test Mode

The PRIMUS 660/880 Weather Radar Systems can provide fault information on one of two formats: Fault codes Text codes.
The selection is made during initial system installation. All Embraer 145 aircraft are strapped to display text faults. When a fault occurs (either in-flight or on-ground), an amber WX overrides the mode annunciation on the PFD and/or MFD displays. The fault annunciation remains until the fault condition clears. If fault annunciation occurs, the flight crew should select the test mode and note the displayed text fault and take appropriate action Figure 2-5-9 illustrates the PRIMUS 660/880 MFD Weather Radar Test mode and Table 2-5-6 lists the PRIMUS 660/880 Fault Codes and Fault Descriptions. (1) On-Ground TEST Display (with TEXT FAULTS Enabled) When TEST is initiated on the ground (Weight-On-Wheels asserted), six fields are displayed as shown in Figure 2-5-9. The six fields are as follows: Pilot Message Field (e.g. "STAB UNCAL") Line Maintenance Message (e.g. "CHK ATT SRC") Fault Code/Power-On Count (e.g. CODE:27 POC:0) Fault Name (e.g. "NO STAB SRC") Xmit On/Off (e.g. "XMIT ON!") Strap Code (e.g. "1F1BB:STRAPS").
Faults (up to 32) from the last 10 power-on cycles are cycled every two antenna sweeps (approximately 8 seconds). That is, a fault will be displayed if and only if it occurred within the last 10 power-on cycles and it is among the 32 most recent faults to have occurred. POC=0 is the current power-on cycle, POC=1 is the last power-on cycle, -2 is 2 power-on cycles ago, etc. Upon entering TEST mode, if there are no message will be displayed for one sweep. displayed, cycling to the oldest fault in the last fault, an "END OF LIST" message will again, exit and re-enter the TEST mode. currently active faults, a "RADAR OK" After that the most recent fault is eligible list of faults. Upon reaching the be displayed. To recycle through the list
Input-type faults (NO STAB SRC, NO AIRSPEED, NO ALTITUDE, etc.) will be displayed, but not logged, on-ground.
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EMBRAER 145
(2)
In Flight TEST Display (with TEXT FAULTS Enabled) NOTE: The radar will be transmitting when TEST is initiated while in the air.
If the Weight-On-Wheels input is not asserted, only the fields that follow are displayed: Pilot Message Field (e.g. "RADAR UNCAL") Line Maintenance Message (e.g. "PULL RTA") Fault Code.
Only currently active (not cleared) faults are displayed in-flight. (3) Fault Monitors Critical functions in the RTA are continuously monitored. Each fault condition has a corresponding 2-digit Fault Code (FC). Additionally, a FAULT NAME, a PILOT MESSAGE, and a LINE MAINTENANCE MESSAGE are associated with each fault condition. These are given in Table 2-5-6. The FAULT NAME describes what fault has been detected. The PILOT MESSAGE advises the flight crew how to respond to a fault when it occurs in-flight. This may include checking other systems, or to use caution when interpreting certain data displayed, and/or to advise that a minor function such as ACT is unavailable. The LINE MAINTENANCE MESSAGE advises the ground crew on a suggested action to take, or which LRU(s) to suspect. The XREF code is a four-bit central aircraft information maintenance system (CAIMS) fault code. This code is not visible to the flight crew. It is used only on aircraft with a CAIMS installed.
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EMBRAER 145

33
360
N
+15 SAT +25 TAT 300 TAS

3
CHK
TEST PATTERN WITH TEXT FAULT SHOWN
25
50
XM
CO
L CA 0 N O S A TT UN 7 P O C T B 1F1B B A B :2 ! E :S T N D O R IT
C SR C SR S AP
30
ST
50
TEST MODE ANNUNCIATOR
TEST -10
315 47.0 SYSTEM PAGE DISPLAY AREA BEZEL MENU DISPLAY AREA
AD-51619@
Figure 2-5-9. PRIMUS 660/880 MFD Weather Radar Test Mode Indications
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EMBRAER 145
Table 2-5-6. PRIMUS 660/880 Fault Codes FC XREF 4808 4809 1 4810 4904 4905 4846 4903 2 4908 4913 4806 3 4842 FAULT DESCRIPTION STARTUP CODE CRC IOP CODE CRC DSP CODE CRC CONFIG TABLE CRC FPGA FIRMWARE CRC 2V ADC REFERENCE IOP READY INT ARINC 429 LOOPBACK ARINC 429 INT COUPLING EEPROM TIMER CRC STAB TRIM CRC FLASH CRC EEPROM RADAR FAIL REDO STAB TRIM RADAR FAIL PULL RTA REDO STAB TRIM PULL RTA POWER ON IOP RADAR FAIL PULL RTA POWER ON CONTINUOUS FLASH CRC RADAR FAIL PULL RTA POWER ON FAULT NAME PILOT MSG LINE MAINT FAULT TYPE
4912 4812 4 4818 4813 4814 5 4815 4828 4906
CALIBRATION CRC IOP MAILBOX DSP MAILBOX TIMING FPGA RAM TIMING FPGA REG IO FPGA RAM FPGA DOWNLOAD IO FPGA REG
IOP
MAILBOX RAM
RADAR FAIL
PULL RTA
POWER ON
FPGA
RADAR FAIL
PULL RTA
POWER ON
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EMBRAER 145
Table 2-5-6. PRIMUS 660/880 Fault Codes FC XREF FAULT DESCRIPTION STC MONITOR HVPS MONITOR DSP RAM DSP VIDEO RAM DSP WATCHDOG MAILBOX MISCOMPARE DSP HOLDA ASSERTED DSP HOLDA NOT ASSERTED FILAMENT MONITOR SEVERE MAGNETRON PFN TRIM MONITOR ELEVATION ERROR AZIMUTH ERROR MAGNETRON HVPS MON EL POSITION TILT UNCAL TILT UNCAL RADAR CAUTION RADAR UNCAL CHK RADOME/ RTA CHK RADOME/ RTA PULL RTA PULL RTA RADAR FAIL PULL RTA LATCHED CONTINUOUS CONTINUOUS DSP RADAR FAIL PULL RTA POWER ON POWER ON CONTINUOUS FAULT NAME PILOT MSG RADAR FAIL RADAR FAIL LINE MAINT PULL RTA PULL RTA FAULT TYPE
6 7
4847 4830 4816 4817 4855
STC DAC HVPS MON
POWER ON CONTINUOUS
10
4900 4901 4902 4825
11
4827 4829
13
4832
14
4833
AZ POSITION
CONTINUOUS
15 16
4836 4837 4839
OVER TEMP XMITTER POWER NO SCI CONTROL NO ARINC 429 CONTROL
OVER TEMP XMTR POWER
CONTINUOUS CONTINUOUS
20
4911
NO CNTL IN
CHK CNTL SRC
CHK CNTL SRC
PROBE
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Table 2-5-6. PRIMUS 660/880 Fault Codes FC XREF FAULT DESCRIPTION AGC LIMITING AGC RX DAC MONITOR AGC TX DAC MONITOR SELFTEST OSC FAILURE MULTIPLE AFC UNLOCKS AFC SWEEPING AFC RX DAC MONITOR AFC TRIM DAC MONITOR AHRS/IRS SOURCE ANALOG STAB REF DADC AIRSPEED AHRS/IRS GROUNDSPEED DADC ALTITUDE AHRS/IRS INERTIAL ALTITUDE SCAN SWITCH OFF XMIT SWITCH OFF NO ALTITUDE NO ACT NO AIRSPEED TURB UNCAL NO STAB SRC STAB UNCAL CHK ATT SRC CHK ADC CHK SPEED SRC CHK ADC CHK ALT SRC CHK SWITCH CHK SWITCH INSTALLATION INSTALLATION INSTALLATION AFC RADAR FAIL SPOKING LIKELY PULL RTA POWER ON CONTINUOUS RCVR SELF TEST AGC RADAR FAIL PICTURE UNCAL PULL RTA FAULT NAME PILOT MSG PICTURE UNCAL PULL RTA POWER ON CONTINUOUS LINE MAINT FAULT TYPE
4840 21 4927 4928 22 4841 4843 4845 24 4929 4930 4848 27 4852 4849 30 4932
CONTINUOUS
4931 33 4933
34 35
4853 4854
SCAN SWITCH XMIT SWITCH
SCAN SWITCH XMIT SWITCH
INSTALLATION INSTALLATION
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Table 2-5-6. PRIMUS 660/880 Fault Codes FC XREF FAULT DESCRIPTION INVALID ALTITUDE/ AIRSPEED/STAB STRAPPING INVALID CONTROLLER SOURCE STRAPPING CONFIG1 DATABASE VERSION/SIZE MISMATCH INVALID STRAPS RADAR UNCAL CHK STRAPS POWER ON FAULT NAME PILOT MSG LINE MAINT FAULT TYPE
4914
36
4915
4916
IOP
RADAR FAIL
PULL RTA
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(Blank Page)
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SECTION/PARAGRAPH/TITLE 2.6 SRZ-850 INTEGRATED RADIO SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . A. RM-855 Radio Management Unit . . . . . . . . . . . . . . . . . . . . . . . . . (1) RMU Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) Backup Navigation Display . . . . . . . . . . . . . . . . . . . . . . . . (3) Backup Engine Display . . . . . . . . . . . . . . . . . . . . . . . . . . B. CD-850 Clearance Delivery Control Head (Tuning Backup Control Head) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) System Installation Annunciator . . . . . . . . . . . . . . . . . . . . (2) Remote Tune Annunciator . . . . . . . . . . . . . . . . . . . . . . . . (3) Tuning Cursor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (4) NAV AUDIO On Annunciator . . . . . . . . . . . . . . . . . . . . . . . (5) Emergency (EMRG) Mode Annunciator . . . . . . . . . . . . . . . (6) Squelch (SQ) Annunciator . . . . . . . . . . . . . . . . . . . . . . . . (7) Transmit (TX) Annunciator . . . . . . . . . . . . . . . . . . . . . . . . (8) NAV AUDIO On/Off Switch . . . . . . . . . . . . . . . . . . . . . . . . (9) Squelch (SQ) On/Off Switch . . . . . . . . . . . . . . . . . . . . . . . (10) Tuning Knobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (11) Normal/Emergency Mode Switch . . . . . . . . . . . . . . . . . . . (12) Transfer Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (13) Radio Tuning Annunciators . . . . . . . . . . . . . . . . . . . . . . . C. AV-850A Audio Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) COM1, COM2, COM3, and HF Microphone Switches . . . . . (2) Passenger Address (PAX) Microphone Switch . . . . . . . . . (3) Emergency (EMER) Switch . . . . . . . . . . . . . . . . . . . . . . . . (4) Audio Source Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . (5) ID/Voice Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (6) Speaker and Headphone Controls . . . . . . . . . . . . . . . . . . (7) Sidetone (ST) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (8) Marker (MKR) Beacon Volume Control . . . . . . . . . . . . . . . (9) Marker Beacon MUTE and HI/LO SENS Control . . . . . . . . . (10) Interphone (INPH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D. RCZ-851(x) Integrated Communications Unit . . . . . . . . . . . . . . . . E. RNZ-851(x) Integrated Navigation Unit . . . . . . . . . . . . . . . . . . . . . F. AT-860 ADF Combined Sense/Loop Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-6-1 2-6-1 2-6-2 2-6-2 2-6-6 2-6-8 2-6-20 2-6-23 2-6-24 2-6-24 2-6-24 2-6-24 2-6-24 2-6-25 2-6-25 2-6-25 2-6-25 2-6-25 2-6-25 2-6-25 2-6-25 2-6-26 2-6-27 2-6-27 2-6-27 2-6-27 2-6-28 2-6-28 2-6-28 2-6-28 2-6-28 2-6-28 2-6-29 2-6-32 2-6-35
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TABLE OF CONTENTS - SECTION 2.6 (Cont) SECTION/PARAGRAPH/TITLE PAGE
3.
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-36
A. B. C. D. E. RM-855 Radio Management Unit Interface Diagram CD-850 Clearance Delivery Head Interface . . . . . . . AV-850A Audio Control Unit Interface . . . . . . . . . . Communications Unit Interface . . . . . . . . . . . . . . . Navigation Unit Interface . . . . . . . . . . . . . . . . . . . . Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PFD Indications . . . . . . . . . . . . . . . . . . . . . . . . . . RMU Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-38 2-6-43 2-6-44 2-6-53 2-6-57 2-6-61 2-6-61 2-6-61
4.
Fault
A. B.
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FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure 2-6-1. Typical RM-855 Radio Management Unit . . . . . . . . . . . . . . . . 2-6-2. Backup Navigation Display Overview . . . . . . . . . . . . . . . . . . 2-6-3. Typical TO Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-4. Typical FROM Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-5. Typical ILS Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-6. 90-Degree Intercept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-7. VOR Information Not Available . . . . . . . . . . . . . . . . . . . . . . . 2-6-8. ILS Information Not Available . . . . . . . . . . . . . . . . . . . . . . . . 2-6-9. ADF Information Not Available . . . . . . . . . . . . . . . . . . . . . . . 2-6-10. RSB Information Not Available . . . . . . . . . . . . . . . . . . . . . . 2-6-11. Heading Information Not Available . . . . . . . . . . . . . . . . . . . 2-6-12. Backup Engine Page No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-13. Backup Engine Page No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-14. Typical CD-850 Clearance Delivery Control Head . . . . . . . . 2-6-15. AV-850A Audio Control Unit . . . . . . . . . . . . . . . . . . . . . . . . 2-6-16. RCZ-851(x) Integrated Communications Unit . . . . . . . . . . . . 2-6-17. RNZ-851(x) Integrated Navigation Unit . . . . . . . . . . . . . . . . 2-6-18. AT-860 ADF Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-19. Radio System Data Buses . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-20. Radio Management Unit Interface Diagram . . . . . . . . . . . . . 2-6-21. CD-850 Clearance Delivery Control Head Interface Diagram 2-6-22 (Sheet 1). Audio Control Unit Interface Diagram . . . . . . . . . 2-6-22 (Sheet 2). Audio Control Unit Interface Diagram . . . . . . . . . 2-6-22 (Sheet 3). Audio Control Unit Interface Diagram . . . . . . . . . 2-6-23. Communication Unit Interface Diagram . . . . . . . . . . . . . . . . 2-6-24. Navigation Unit Interface Diagram . . . . . . . . . . . . . . . . . . . 2-6-25. PFD Radio System Failure Indications . . . . . . . . . . . . . . . . 2-6-26. RMU Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . . 2-6-2 . 2-6-10 . 2-6-11 . 2-6-12 . 2-6-13 . 2-6-14 . 2-6-15 . 2-6-16 . 2-6-17 . 2-6-18 . 2-6-19 . 2-6-21 . 2-6-22 . 2-6-23 . 2-6-26 . 2-6-29 . 2-6-32 . 2-6-35 . 2-6-36 2-6-41/42 . . 2-6-43 2-6-47/48 2-6-49/50 2-6-51/52 2-6-55/56 2-6-59/60 . . 2-6-62 . . 2-6-63
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List of Tables
TABLE/TITLE Table Table Table Table Table Table 2-6-1. 2-6-2. 2-6-3. 2-6-4. 2-6-5. 2-6-6. RM-855 Radio Management Unit Leading Particulars . . . . . . . . . CD-850 Clearance Delivery Control Head Leading Particulars . . AV-850A Audio Control Unit Leading Particulars . . . . . . . . . . . . RCZ-851(x) Integrated Communications Unit Leading Particulars RNZ-851(x) Integrated Navigation Unit Leading Particulars . . . . AT-860 ADF Antenna Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . 2-6-3 2-6-23 2-6-26 2-6-30 2-6-33 2-6-35
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SECTION 2.6 SRZ-850 INTEGRATED RADIO SYSTEM
1.
General
The PRIMUS 1000 Integrated Avionics System installed in the Embraer 145 aircraft includes the SRZ-850 Integrated Radio System. This radio system is also known as the PRIMUS II Integrated Radio System. It is a dual system, with system No. 1 being the left side and system No. 2 being the right side. The radio system provides communication and navigation information for the flight crew. The navigation data is fed to the integrated avionics computers (IACs) for display on the electronic display system (EDS), and for use by the automatic flight control system (AFCS), both of which are resident within the IACs. Navigation data is also fed to the flight management system (FMS) computer. The integrated radio system has a number of options which are selected by the installer by means of configuration straps. The strap options for the NAV and COM units are programmed on a strap assembly which is aircraft unique and is electrically connected to each unit. Strap options for the RMU and CDH are pin programmed on the unit mating connector. There is no pin programming in the audio system. Strap programming procedures are covered in SECTION 3, INTERCONNECTS, of this manual. The integrated radio system also provides interface with and control of the traffic alert and collision avoidance system (TCAS II). The SRZ-850 Integrated Radio System standard installation consists of the following LRUs: Two RM-855 Radio Management Units (RMUs) One CD-850 Clearance Delivery Control Head (CDH) Three AV-850A Audio Control Units One RCZ-851E Integrated Communications Unit (VHF COM and DIVERSITY MODE S) Left side One RCZ-851G Integrated Communications Unit (VHF COM and ATCRBS) or one RCZ-851H Integrated Communications Unit (VHF COM only) - Right side One RNZ-851 Integrated Navigation Unit (NAV, DME, and ADF) - Left side One RNZ-851C Integrated Navigation Unit (NAV only) - Right side One AT-860 ADF Combined Sense/Loop Antenna - Left side.
Available options include the following LRUs: One RCZ-851E Integrated Communications Unit (VHF COM and DIVERSITY MODE S) Right side One RNZ-851 Integrated Navigation Unit (for second ADF and second DME) - Right side One AT-860 ADF Combined Sense/Loop Antenna (for second ADF) - Right side.
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2.

A. RM-855 Radio Management Unit
Figure 2-6-1 shows a graphical view of a typical RM-855 Radio Management Unit (RMU). Table 2-6-1 provides items and specifications that are particular to the unit.
PHOTO SENSOR
COM 1
NAV1
CURSOR
123.20 131.27
MEMORY-3 ATC/TCAS
110.30 109.35
MEMORY-1 ADF1
TRANSFER ("FLIP-FLOP") KEY
1471
1 TA/RA
TCAS DSPY 1
162.5
ADF
LINE SELECT KEY
RANGE:
6 NORMAL
TUNING KNOBS
FUNCTION KEYS
SQ ID DIM PGE 1/2 TST STO DME
TUNE
AD-51053@
Figure 2-6-1. Typical RM-855 Radio Management Unit
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Table 2-6-1. RM-855 Radio Management Unit Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . Length ........................... 5.06 in. (128.5 mm) 4.06 in. (103.1 mm) 11.10 in. (281.9 mm) 7.2 lb (3.27 kg) 28 V dc, 74 W (max) Specification
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Requirements . . . . . . . . . . . . . . . . . . . . . User Replaceable Parts: Knob, Large . . . . . . . . . . . . . . . . . . . . . . . . Knob, Small . . . . . . . . . . . . . . . . . . . . . . . . Setscrew, 4-40 1/8-inch, cup point steel (4) ......................
HPN 7012149 HPN 7013773 HPN 2500148-128 MS3126F24-61S Clamp, HPN 7000066-11
Mating Connectors
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The radio management unit (RMU) is the central control unit for the entire radio system. It provides complete capability for controlling the operating mode, frequencies, and codes within all the units of the radio system. Additionally, the RMU has the capability to switch its operation from its primary radio system to the cross-side system. The RMU is a color liquid crystal display (LCD) based controller featuring the proven concept of selecting a function by pushing a line select key adjacent to the parameter that is to be changed. Any selectable parameter, such as a VOR frequency, may be changed by pressing the corresponding line key next to the displayed parameter and then rotating the controller tuning knob. For some functions, additional pushes of the line select key will toggle modes or recall stored numbers. The RMU is also the input to the radio system for external FMS tuning in that digital signals from the FMS come into the RMU where they act in much the same manner as if the front tuning knob was being operated. This allows the FMS to enter into the system in an organized manner, and will appear to the system as if the flight crew is tuning the receiver. During normal operation, complete EICAS is provided to the display system by the DAUs via ARINC 429. The DAUs also provide backup ARINC 429 inputs to both radio management units (RMUs), for backup display of the essential engine parameters for continued safe flight. No other ARINC 429 receivers or 429 transmitters are connected to these particular data buses. The backup engine parameters are shown on two pages, on either RMU, in the event of a problem in the EDS. A combination of digital readout of the engine data together with bar graphs depicting rate of change is illustrated in Figures 2-6-12 and 2-6-13. Backup navigation data is provided to the RMU via the radio system bus (RSB) from both remote navigation units, and/or via RS-422/CSDB data buses from whichever remote navigation unit is married to the clearance delivery CDH for emergency backup purposes.
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The RMUs are located in the center console just forward of the engine power levers. For ease of operation, the RMU screen is divided into windows. Each window groups the data associated with a particular function of the radio system. Each window (COM, NAV, ATC, ADF, and TCAS) provides for complete control of frequency and/or operating mode of the associated function. The RMU also has other display modes, called pages, which perform additional features and functions for the control of the radio system. The ATC/TCAS window formats are determined by the actual installation. Located on the front of the RMU is a button labeled PGE, which, when pressed, causes the RMU to toggle through different pages of the display. The normal five window display is called the Main Page and is always present under normal operation. The other pages are associated with preset memory location and operation for the NAV and the COM windows. Further pages are available by a combination of control buttons and menus to enable the display of various maintenance data from within the radio system. If any page other than the Main Page is being displayed, the bottom left line select key is the Return key. In all cases, pressing the return key will change the display back to the Main Page. Since the TCAS II system is installed, the RMU windows are as shown in Figure 2-6-1. If TCAS II is not installed, both bottom windows may be disabled. This is done by first pressing the PGE key, pressing the key adjacent to MAINTENANCE, and pressing the key adjacent to RMU SETUP. On the RMU SETUP page, pressing the line select key at either end of DISPLAY will toggle between ENABLED and DISABLED. Pressing the line select key at the lower left will return the display to the main page. This selection function is only available when weight on wheels is true. The ATC FLIGHT ID function is designed for use by the airlines. In the Embraer 145, this function should be enabled. In the event that it is inadvertently disabled, the Flight ID display line at the bottom of the transponder window on the main page will be absent. As with the operation of the cursor in the COM and NAV windows, pressing the key adjacent to the upper half of the transponder window connects the TUNE knobs to the numbers. Large knob = left two numbers, small knob = right two numbers. Pressing the next lower line select key moves the cursor to the bottom half of the transponder window. This key now has a toggle function between active and standby. When active, the mode of operation is changed by rotation of one of the tune knobs. With TCAS installed, the modes are: ATC ON ATC ALT Replies on Modes S and A, with no altitude reporting Replies on Modes A,C and S, with altitude reporting
TA ONLY The TCAS traffic advisory mode is enabled TA/RA The TCAS traffic advisory mode and the resolution advisory mode are both enabled.
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EMBRAER 145
There is a secondary function available when the cursor is in the lower transponder window. Pressing the 1/2 key on the lower RMU panel will select which transponder is active. With TCAS installed, the banner line at the top of the transponder window will indicate ATC/TCAS, and the modes will be those listed above for with TCAS. The remaining two line select keys move the cursor to either the RANGE line or to the vertical window line. Repeated presses of the RANGE line select key will toggle through the range selections (6, 12, 20, 40). The TUNE knob will also change the range when the cursor is in the RANGE window. The vertical window displays are: NORMAL, ABOVE, BELOW, and may be selected by repeated pressing of the line select key, or by rotation of the TUNE knob. Further details of the RMU operation of the TCAS subsystem is described in CHAPTER 8 of this section of this manual. Circuitry within the RMU has been designed to control the light intensity and colors of the RMU and to provide for the ultimate in color tracking across various levels of brightness. The LCD brightness is adjusted by pushing the dim button on the front of the panel and using the tuning knob in the same manner as other functions are selected. Also provided is a photo sensor on the front of the RMU which senses the ambient light condition and can adjust the RMU intensity to compensate for varying levels of light as the aircraft maneuvers in the sunlight. This is a feature which will keep the readability of the RMU at a high level while not requiring the pilot to turn the intensity up and down each time the panel passes from shadow to sunlight. As a safety feature of the RMU, should any of the components of the radio system fail to respond to commands from the RMU, the frequencies or operating commands associated with that particular function will be removed from the RMU and replaced with dashes. This will alert the crew to the fact that the radio system operation is not normal. Also available in the RMU is a maintenance mode of operation, when not in flight. During this mode, various pages are utilized to allow maintenance personnel access to the maintenance log data and operating conditions of the radio system. In the Aircraft Maintenance Mode (AMM), parameters may be examined but may not be modified in any way by the crew.
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(1)
RMU Controls The following paragraphs describe each control on the RMU. (a) Photo Sensor The photo sensor senses the ambient light and causes the LCD brightness to be automatically adjusted to compensate for varying levels of light as the aircraft maneuvers in the sunlight. (b) Transfer Keys The transfer key when pushed, flip-flops the active frequency (Top Line) and the preset frequency (Bottom Line) of the COM or NAV window. Pressing both transfer keys simultaneously, while on the ground, allows entry into the aircraft maintenance mode. For further information about the Aircraft Maintenance Mode, refer to SECTION 7 of this manual. (c) Line Select Keys The first push of the line select key moves the yellow cursor to surround the data field associated with that particular line select key. This then electronically connects that data field to the tuning knobs so that frequency or mode may be changed. For some functions, additional pushes of the line select key will toggle modes or recall stored frequencies. The line select key, if pressed and held for certain functions, allows ADF and ATC memories to be recalled, and to enter and exit direct tune mode for the COM and NAV. (d) Tuning Knobs The tuning knobs are used to modify the data field enclosed by the cursor. This may be frequency or mode depending upon the selected data field. (e) Squelch (SQ) Key Pressing the SQ key causes the COM radio to open its squelch and allow any noise or signal present in the radio to be heard in the audio system. The squelch key is strictly a toggle. Pressing the key toggles SQ. The letters SQ are annunciated along the top line of the COM window when the squelch is opened by using this key. (f) Dimming (DIM) Key Pressing the DIM key connects the RMU brightness control to the tuning knob allowing the display to be adjusted to match overall cockpit brightness.
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EMBRAER 145
(g)
Cross-Side (1/2) Key With the cursor in any window except the ATC or TCAS display, pressing this key transfers the entire RMU operation and display to the cross-side system. The legend color changes from white to magenta when the RMU is displaying, and is in control of, data associated with the cross-side system. If the cursor is in the ATC or TCAS display window, pressing this key selects which transponder will be in operation.
(h)
Store (STO) Key Pressing the STO key causes a temporary (TEMP) COM/NAV preselect frequency to be stored in memory and assigned a numbered location, provided the cursor has first been placed around the TEMP display. The ADF and ATC each have one memory location. Pressing the STO key causes the current ADF frequency or ATC code to be stored in memory, provided the cursor has first been placed around that frequency or code.
(i)
Identification (ID) Key Pressing the ID key places the transponder in the identification response mode. The ID squawk terminates after 18 seconds. The identification response mode can also be invoked by the control yoke mounted push buttons.
(j)
Page (PGE) Key Pressing the PGE key once will change the RMU display to the RMU Page Menu, except when operating in the Aircraft Maintenance Mode (AMM). Pressing the PGE key a second time will have no effect. When not on the Main Operating page, the RMU assigns a Return function to the lower left line select key. Pressing this key will return to the Main Operating page.
(k)
Test (TST) Key Pressing the TST key causes the component associated with the yellow cursors present position to activate its internal self-test circuits for a complete end-to-end test of the function. Hold the TST key down for the duration of the test, about two seconds for COM transceiver, five to seven seconds for DME, ATC, ADF, and about 20 seconds for NAV (VOR/ILS). Releasing the TST key at any time immediately returns the function to normal operation. The TCAS test function is slightly different, and is described in Chapter 8, SECTION 2 of this manual.
(l)
DME Key The DME key deslaves the DME from the active VOR frequency, and allows tuning of a different DME channel without changing active VOR. Successive presses of the DME key enable display and selection of the DME channels in VHF and TACAN formats.
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EMBRAER 145
(2)
Backup Navigation Display The following paragraphs describe the Backup Navigation display capability of the RMU. (See Figures 2-6-2 thru 2-6-11.) (a) The backup navigation display page is selected by the flight crew. Pressing the PGE key on the RMU brings up the RMU Page Menu. Pressing the line select key next to the NAVIGATION legend will cause the backup navigation page to be displayed. An overview of the backup navigation page is shown in Figure 2-6-2. All possible annunciation fields are shown (which is not representative of an actual display scenario). The following information is displayed when appropriate: 1 NAV Operating frequency of the No. 1 NAV receiver. Pressing the line select key next to NAV moves the yellow cursor to surround the NAV frequency. The TUNE knobs now act to control the NAV frequency. If the frequency is changed by any other source, the change will be echoed on the backup navigation display, now in yellow to indicate that another source did the tuning. The yellow cursor box returns to the CRS window 20 seconds after the last tuning command is entered. 2 ADF Operating frequency of the No. 1 ADF receiver. Pressing the line select key next to ADF moves the yellow cursor to surround the ADF frequency. The TUNE knobs now act to control the ADF frequency. If the frequency is changed by any other source, the change will be echoed on the backup navigation display, now in yellow to indicate that another source did the tuning. 3 Bearing pointers for VOR or ADF (or single and double arrows when pointers are out of view) Digital ADF and VOR bearing readouts and their "diamond" and "circle" identifiers
(b)
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CRS Selected Course. Pressing the line select key next to CRS moves the yellow cursor to surround the CRS readout (if it is not already there). The TUNE knobs now act to select the desired course. The large knob changes the course in 10-degree increments, and the small knob changes the course in 1-degree increments. The course pointer moves as the course selection changes.
6 7
TO/FROM indication DME DME distance to tuned station.
8 9 10 11
Marker beacons Magnetic heading from No. 1 AHRS via the DAUs (ARINC 429) Lateral deviation (VOR and Localizer) Vertical deviation (Glideslope only) In the event that RSB information is unavailable, VOR/ILS only is received by the RMUs via the CSDB data line directly from the No. 1 NAV receiver module. Magnetic Heading is ARINC 429, and CRS is generated within the RMU, therefore these two displays are not affected by a loss of RSB data.
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EMBRAER 145
NAV FREQUENCY (WHITE OR YELLOW)
ADF POINTER "HEAD" AND "TAIL" (WHITE)

NA V
DIGITA L HE AD IN G
AD F FREQUENCY (WHITE OR YELLOW)

ADF
VOR POIN TER "TAIL" AND "HEAD" (GREEN)
SELECT-TO-TUNE BOX (YELLOW)

VOR POINTER OU T OF VIEW LEFT (CYAN)
112. 70
360
429 . 5
VOR POINTER OUT OF VIEW RIGHT (CYAN) ADF POINTER TO RIGHT (WHITE)
ADF POINTER TO LEFT (WHITE)

COURS E P OIN TER (GR E EN)
33 3
33
HEADING COMPASS (WHITE)

GLIDE SLOPE POINTER (GREEN )
"TRUE" HEADING INDICATOR (YELLOW) DIGITAL VOR BEARING (CYAN) DIGITAL ADF BEARING (WHITE)
LATERAL DEVIATION INDICATION (WHITE) SELECTE D COURSE (GREE N)
T RU 065 VOR
195
GLIDE SLOPE SCALE (WHITE) LATERAL DEVIATION SCALE (WHITE)

D ME TO OM
ADF CRS
360
07.2
DME D ISTANCE (GREEN)
AIRCRAFT SYMBOL (WHITE)
TO/FROM INDICATOR (GREEN)
MARKERS (CYAN, YELLOW, WHITE) 0M MM IM AD-33602-R1@
Figure 2-6-2. Backup Navigation Display Overview
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EMBRAER 145
A typical VOR navigation format is shown in Figure 2-6-3. The "head" of the VOR Bearing pointer is a 005 degrees and the aircraft heading and course selection is at 000 degrees. Therefore, the course deviation of 5 degrees is shown by the course deviation bar to be 1 dot to the right of the aircraft symbol. TO is annunciated at the bottom of the display. The double arrow in the upper left part of the display indicates that the ADF pointer is to the left of the displayed 90-degree sector. For DME distances greater than 99.9 nautical miles, the distance is displayed to the nearest whole number. Figure 2-6-3 shows a DME distance of 150 nautical miles.
NAV
109.90
360
ADF 429.5
N 33 3
005 VOR 300 ADF CRS 360 TO DME 150
SQ
DIM
1/2
STO
TUNE
ID
PGE
TST
DME
AD-33593@
Figure 2-6-3. Typical TO Format
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Figure 2-6-4 shows a typical FROM format. The selected course is 015 degrees and the "tail" of the VOR Bearing pointer is at 005 degrees. Therefore, there are 2 dots of course deviation displayed. FR is annunciated at the bottom portion of the display. The "tail" of the ADF pointer is shown at 340 degrees, and the DME distance is 7.5 nautical miles.
NAV 112.70
360
ADF 429.5
N 33
3
185
VOR
160
ADF CRS
015 FR
DME
07.5
SQ
DIM
1/2
STO
TUNE
ID
PGE
TST
DME
AD-33594@
Figure 2-6-4. Typical FROM Format
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Figure 2-6-5 shows a typical ILS format. Notice that all VOR indications are absent. MM in the bottom portion of the display indicates that the Middle Marker is being received. The aircraft is tracking the glideslope and is slightly to the right of the localizer beam. The "head" of the ADF Bearing pointer is at 330 degrees.
NAV
109.90
360
ADF 429.5
N 33 3
330
ADF CRS 360 DME

MM 7.2
SQ
DIM
1/2
STO
TUNE
ID
PGE
TST
DME
AD-33595@
Figure 2-6-5. Typical ILS Format
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Figure 2-6-6 shows a typical 90 degrees intercept of the localizer from below the glideslope. The glideslope pointer and the localizer deviation bar are pegged indicating deviations greater than the display allows. The "head" of the ADF Bearing pointer is at 000 degrees.
NAV 109.90
360
ADF 429.5
N
33
000
ADF
CRS 090
DME 25.2
SQ
DIM
1/2
STO
TUNE
ID
PGE
TST
DME
AD-33596@
Figure 2-6-6. 90-Degree Intercept
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Figure 2-6-7 shows the display when VOR information is not available, on either the RSB or CSDB. The digital bearing for the VOR is removed. The VOR Bearing pointer is removed. The lateral deviation bar is removed and the scale is overwritten with a red X. The DME distance is replaced with yellow dashes. The TO/FROM indication is removed.
NAV
112.70
360
ADF 429.5
N 33 3
VOR
300 ADF
CRS 360 DME
---
SQ
DIM
1/2
STO
TUNE
ID
PGE
TST
DME
AD-33597@
Figure 2-6-7. VOR Information Not Available
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EMBRAER 145
Figure 2-6-8 shows the display when ILS information is not available, on either the RSB or CSDB. The lateral deviation bar is removed and the scale is overwritten with a red X. The glideslope pointer is removed and the scale is overwritten with a red X. The DME distance is replaced with yellow dashes.
NAV
109.90
360
ADF 429.5
N 33 3
330
ADF CRS 360 DME
---
SQ
DIM
1/2
STO
TUNE
ID
PGE
TST
DME
AD-33598@
Figure 2-6-8. ILS Information Not Available
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Figure 2-6-9 shows the display when ADF information is not available. The digital bearing for ADF is removed. The ADF Bearing pointer is removed.
NAV
109.90
360
ADF 429.5
N 33 3
ADF CRS 360 DME
MM
7.2
SQ
DIM
1/2
STO
TUNE
ID
PGE
TST
DME
AD-33599@
Figure 2-6-9. ADF Information Not Available
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Figure 2-6-10 shows the display when RSB information is not available. The ADF frequency is replaced by white dashes. The ADF digital bearing and the ADF Bearing pointer are removed. The DME distance is replaced with yellow dashes. All VOR/ILS information is still available via CSDB from No. 1 NAV receiver module.
NAV
109.90
360
ADF
N 33 3
ADF CRS 360 DME

MM
SQ
DIM
1/2
STO
TUNE
ID
PGE
TST
DME
AD-33600@
Figure 2-6-10. RSB Information Not Available
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Figure 2-6-11 shows the display when heading information is not available.
NAV
109.90
ADF
429.5
N 33 3
HDG FAIL
ADF CRS
MM
DME
3.1
SQ
DIM
1/2
STO
TUNE
ID
PGE
TST
DME
AD-33601@
Figure 2-6-11. Heading Information Not Available
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EMBRAER 145
(3)
Backup Engine Display The following paragraphs describe the Backup Engine display capability of the RMU. (See Figures 2-6-12 and 2-6-13.) (a) The backup engine display page may be selected by the flight crew on either RMU. Pressing the PGE key on the RMU brings up the RMU Page Menu. Pressing the line select key next to the ENGINE PG1 or ENGINE PG2 legend will cause the selected backup engine pages to be displayed. Moving between page 1 and page 2 is done by pressing the lower left line select key. (b) The backup engine display page 1 will be displayed automatically, on the left side (No. 1) RMU, if both IACs determine that the primary EICAS display is not available. Once the backup engine display has been selected (either automatically or by the flight crew), the only way to deselect the display is by pressing the PGE function key. Additionally, if page 2 has been selected, after 20 seconds the display will automatically return to page 1. When the backup engine display has been selected automatically, removal is subject to different conditions. The RMU is allowed to page away from engine pages. However, if the backup display enable discretes are active, the RMU will return to the engine page No. 1 twenty seconds after the last manual input was made to the RMU. If both of the display enable discretes change back to a "primary EICAS available" condition (for greater than two seconds), the No. 1 RMU changes back to the Main Tuning Page automatically.
(c)
(d)
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EMBRAER 145
Figure 2-6-12 shows backup engine page No. 1.
THRUST RATING MODE:MAX-TO ALT-TO, FLX-TO, CON, CLB, CRZ (CYAN)
LABELS/LEGENDS (WHITE)
N1 POINTER AND DIGITS (GREEN, RED)
MAX-TO
MAX-TO
102.5
N1
99.9
ITT DIGITS (GREEN, RED)
520 95.0 850 250 145

PAGE 2 SELECTION (GREEN)
ITT N2 FF PPH OIL P OIL T
490 96.7 910 195 145
N2 DIGITS (GREEN, RED) FUEL FLOW DIGITS(GREEN) OIL PRESSURE DIGITS (RED, AMBER, GREEN) OIL TEMP DIGITS (RED, AMBER, GREEN)
PAGE 2
4 MSGS
SQ ID
DIM PGE
1/2 TST
STO DME
TUNE
NUMBER OF CAS MESSAGES ON PAGE 2 (WHITE)
AD-51054@
Figure 2-6-12. Backup Engine Page No. 1 The following parameters are displayed for both engines. N1: Engine Fan Speed ITT: Inter Turbine Temperature N2: Engine Turbine Speed FF PPH: OIL P: OIL T: Fuel Flow in Pounds Per Hour Oil Pressure Oil Temperature.
The pointers on the engine N1 bar graph displays change color to red when engine fan speed reaches 100%, and change back to green when engine fan speed falls below 99.9%. The pointers are cut to triangle at the top of the scale.
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EMBRAER 145
When the MSG display flashes in yellow it indicates that there is a new message on page 2. The number to the left of the MSG legend indicates how many messages are on page 2. Figure 2-6-13 shows backup engine page No. 2.
LEGENDS/LEGENDS (WHITE)
FUEL QUANITY DIGITS (RED, AMBER, GREEN)
FLAP POSITION DIGITS (GREEN)
1200
FQ LB FLAPS
2100 22
CAS MESSAGES (GREEN)
LG DOWN LOCKED MESSAGE LINE #2 MESSAGE LINE #3 MESSAGE LINE #4 MESSAGE LINE #5 MESSAGE LINE #6 MESSAGE LINE #7
PAGE 1
SQ ID
DIM PGE
1/2 TST
STO DME
TUNE
PAGE SELECTION (GREEN)
AD-51055@
Figure 2-6-13. Backup Engine Page No. 2 The following parameters are displayed: FQ LB: Fuel Quantity in Pounds FLAPS: Flap Position in Degrees.
The seven lines that follow the above information on page 2 are used to display up to seven CAS messages as appropriate.
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EMBRAER 145
B.
CD-850 Clearance Delivery Control Head (Tuning Backup Control Head)

See Figure 2-6-14 and Table 2-6-2.
SYSTEM INSTALLATION ANNUNCIATOR REMOTE TUNE ANNUNCIATOR TUNING CURSOR NAV AUDIO ON ANNUNCIATOR
RADIO TUNING ANNUNCIATORS
123 RMT
TRANSFER KEY
COM NAV NAV AUDIO PRE NAV
TX
E M R SQ G
EMERGENCY MODE ANNUNCIATOR SQUELCH ANNUNCIATOR TRANSMIT ANNUNCIATOR
SQ
NORM/EMERGENCY MODE SWITCH
NAV AUDIO
MODES
NAV AUDIO ON/OFF SWITCH SQUELCH ON/OFF SWITCH TUNING KNOBS

AD-46688@
Figure 2-6-14. Typical CD-850 Clearance Delivery Control Head
Table 2-6-2. CD-850 Clearance Delivery Control Head Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . . . Length ................ 2.62 in. (66.7 mm) 2.38 in. (60.3 mm) 7.54 in. (191.5 mm) 1.25 lb (0.567 kg) 28 V dc, 8 W (max) Specification
Weight . . . . . . . . . . . . . . . . . . . . Power Requirements . . . . . . . . . . User Replaceable Parts: Knob, Mode . . . . . . . . . . . . . Knob, Coarse Tuning . . . . . . Knob, Fine Tuning . . . . . . . . Setscrew, 4-40 3/32-inch (6) ...........
HPN 800B0718 HPN 800B0714 HPN 800B0715 HPN 100A4634-01 MS3126F20-41SW, HPN 4000809-607 Panel Mount
Mating Connectors
Mounting . . . . . . . . . . . . . . . . . .
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EMBRAER 145
The CD-850 Clearance Delivery Control Head (CDH) provides an alternate or emergency backup capability for tuning the No. 2 VHF COM Module and the No. 2 VHF NAV Receiver Module, on private line data buses which remain operational, in the event that the primary Radio System Bus (RSB) tuning is not available, or if the pilot/operator wishes to override the bus tuning for any reason. The CDH listens on the RSB and displays the active frequencies of these two modules. The CDH is located on the center console in the cockpit of the aircraft, between the RMUs, just forward of the engine power levers. The CDH uses a transflective, dichroic (black dye), liquid crystal display to provide enhanced readability and reliability. The panel lettering and buttons are internally lighted, using aviation blue-white lighting. The CDH has several strap options which are used to select various features of the COM or VOR radios in the emergency mode. These features are set at the rear connector via jumper straps. In the Embraer 145, the CD-850 operating mode, as selected by installation strapping on the rear connector, is the Clearance Delivery mode. The normal and emergency modes are submodes that are selected by the mode knob. The following paragraphs describe each function or control: (1) System Installation Annunciator The 2 annunciator is ON to indicate that the CD-850 is connected to the No. 2 COM and No. 2 NAV. (2) Remote Tune Annunciator This annunciator is inactive in the Embraer 145. (3) Tuning Cursor The tuning cursor annunciator is a lighted triangle which is controlled by the transfer key. It indicates which frequency can be changed by the tuning knobs. (4) NAV AUDIO On Annunciator This annunciator indicates when NAV audio has been selected on. See paragraph 2.C.(3) in this chapter for additional details regarding the emergency audio system selection and operation. (5) Emergency (EMRG) Mode Annunciator This annunciator indicates when the CD-850 has been placed in the emergency back-up mode which locks out all other COM and NAV tuning sources for the No. 2 COM and No. 2 NAV. The No. 2 COM and the No. 2 NAV are now tuned exclusively by the CD-850. This annunciator is not related to the emergency frequency of 121.5 MHz.
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EMBRAER 145
(6)
Squelch (SQ) Annunciator This annunciator indicates that the squelch is opened by the SQ On/Off switch.
(7)
Transmit (TX) Annunciator This annunciator indicates when the COM transmitter is ON.
(8)
NAV AUDIO On/Off Switch This alternate action button is used to toggle NAV audio ON or OFF.
(9)
Squelch (SQ) On/Off Switch This alternate action button is used to toggle the COM squelch ON or OFF.
(10)
Tuning Knobs The tuning knobs are used to change the frequency indicated by the tuning cursor. Large knob = left two numbers, small knob = right two numbers.
(11)
Normal/Emergency Mode Switch This rotary switch knob provides alternate selection of the Normal and Emergency modes.
(12)
Transfer Button The transfer button alternately selects either the COM frequency (top) or the NAV frequency (bottom) to be connected to the tuning knobs.
(13)
Radio Tuning Annunciators These two annunciators (COM, NAV) are annunciated individually, together with the tuning cursor, to identify the frequency at the top and bottom lines.
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EMBRAER 145
C.
AV-850A Audio Control Unit

MICROPHONE
EMER
COM1
COM2
COM3
HF
PAX
NAV1
NAV2
ADF1
ADF2
DME1
DME2
ID/VOICE
SPKR
ST
MKR
MUTE
INPH
HDPH
AD-50461@
Figure 2-6-15. AV-850A Audio Control Unit Table 2-6-3. AV-850A Audio Control Unit Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . . . . . . . . . . . Length ........................ 3.00 in. (76.2 mm) 5.75 in. (146.1 mm) 7.10 in. (180.3 mm) 3.22 lb (1.50 kg) 28 V dc, 28 W (max) Specification
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Requirements . . . . . . . . . . . . . . . . . . User Replaceable Parts: Knob, Speaker or Headphone . . . . . . . . Setscrew, 2-56 7/8-inch, cup point steel
HPN 7511039 HPN 2500148-64
Mating Connectors: J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20-A41S, HPN 2500981-195 MS27473E20-A41SB, HPN 2500981-197 Standard Dzus Rail
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . .
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EMBRAER 145
The AV-850A Audio Control Unit (Figure 2-6-15) receives digitized audio from remote radio units through two high speed digital audio buses. The audio control unit decodes the digital data, controls the gain (volume) of the various channels, adds the channels together, does various filter functions on the audio, and outputs the audio to a digital-to-analog converter. It contains hardware for switching microphones to various radios, and hardware for the interphones as well as the passenger cabin audio and intercoms. Amplifiers are also provided for driving headphones and speakers. Two audio control units are located on the aircraft instrument panel, outboard of the EDS displays. The third audio control unit is located at the observers station. The following paragraphs describe the audio control unit switch and control functions. (1) COM1, COM2, COM3, and HF Microphone Switches These switches when pressed automatically select the desired microphone and at the same time enable the receiver audio associated with that microphone, regardless of the setting of the COM or HF audio on/off controls that are located under the switch. (2) Passenger Address (PAX) Microphone Switch When the PAX switch is pressed, the microphone is connected directly to the PA amplifier independent of power being applied to the audio [panel. Microphone bias voltage is derived from the PA amplifier. Passenger Address sidetone is internally generated within the audio panel and is controlled by the INTERNAL SIDETONE side-panel potentiometer and the HEADPHONE volume control while the speaker sidetone audio is controlled by the INTERNAL SIDETONE potentiometer, the SPEAKER SIDETONE volume control and the SPEAKER volume control. During audio panel power loss, no PA sidetone will be available. All other audios are deselected during passenger address operation except for the warning audios. (3) Emergency (EMER) Switch When the EMER switch is pressed, the microphone is connected directly to VHF COM transceiver No. 2, and the transceivers received audio is connected directly to the aircrafts headphone. The No. 2 VOR/ILS audio is also connected directly to the aircrafts headphone if it has been selected by the NAV AUDIO pushbutton on the CDH. When EMER is selected, headphone volume is controlled by the master headphone volume control. This mode also disables all other audio control unit modes. (4) Audio Source Control Each control (COM, HF, NAV, ADF, DME) combines the function of switch and volume control. Each source control (e.g., COM) energizes a particular channels audio when unlatched (out position) and de-energizes the audio when latched (in position). Rotation of this control will adjust the audio level from minimum at the fully CCW position to maximum at the fully CW position.
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EMBRAER 145
(5)
ID/Voice Control The ID/Voice control is used to filter the VOR and ADF audio signals. In the ID position (latched in), the VOR or ADF audio is filtered in such a way as to enhance the Morse Code identification. In the VOICE position (latched out), the audio is filtered to reduce the Morse Code signal for received VOR/ILS audio. ADF audio passes through without change when VOICE mode is selected.
(6)
Speaker and Headphone Controls These controls are used to adjust the overall speaker and headphone volume. They work in series with the individual audio source controls.
(7)
Sidetone (ST) The sidetone (ST) level control is used to prevent undesirable feedback of speaker sidetone audio into the transmitting microphone. Whenever transmitting, both the on-side and off-side speaker sidetone audio levels will be lowered. In addition, the off-side headphone and sidetone levels are lowered. When the ST control is latched (in position) the cockpit speaker is turned OFF. When the control is unlatched (out position) the cockpit speaker is ON.
(8)
Marker (MKR) Beacon Volume Control The marker volume control is a latched switch used to control the marker audio volume. It differs from the other volume controls in that it may not be turned down below a level which is adjusted by a potentiometer inside the audio control unit. This prevents the marker audio from being turned down too low to be heard, causing the marker signal to be missed.
(9)
Marker Beacon MUTE and HI/LO SENS Control The marker beacon receiver sensitivity is controlled by rotating the control. Pressing the control activates the marker mute function that is used to temporarily silence the Marker Beacon audio (non-latching). When the marker audio is muted, it will remain muted as long as the audio level is above a threshold setting. When the audio level drops below the threshold, a time-out sequence begins that continues to mute the marker audio for a fixed period of time. After the time-out the marker audio is unmuted.
(10)
Interphone (INPH) The interphone volume control adjusts the headset audio level when the interphone function is used. Normally, interphone audio is available only over the headset. The interphone function ties together all three audio control units and any externally located maintenance audio jacks.
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EMBRAER 145
D.
RCZ-851(x) Integrated Communications Unit

AD-13743-R2@
Figure 2-6-16. RCZ-851(x) Integrated Communications Unit
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EMBRAER 145
Table 2-6-4. RCZ-851(x) Integrated Communications Unit Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.38 in. (85.9 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.90 in. (226.1 mm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.01 in. (355.9 mm) Specification
Weight: RCZ-851E/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3 lb (5.13 kg) RCZ-851H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TBD
Power Requirements: RCZ-851E/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 227 W (max) RCZ-851H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 171 W (max)
User Replaceable Parts: XC-850 Cluster Module (RCZ-851E/G/H) . . . . . . . . . HPN 7510784-904 TR-850 Comm Module (RCZ-851E/G/H) . . . . . . . . . . HPN 7510764-902 XS-852 Diversity Transponder Module (RCZ-851E) . . HPN 7517400-902 XS-850A ATCRBS Transponder Module (RCZ-851G) HPN 7517400-904
Mating Connectors (J1) . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7500294-106 Mounting: RCZ-851E/G/H . . . . . . . . . . . . . . . . . . . . . . . . . . . . MT-851 Tray, HPN 7510124-920 Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7500524-002 Strap Board Assembly . . . . . . . . . . . . . . . . . . . . . . HPN 7510280-901
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EMBRAER 145
The RCZ-851(x) Integrated Communication Unit is a complete self-contained communication system. It contains the VHF communication transceiver and the air traffic control transponder. Also, within the communication unit is a cluster module which contains the circuitry necessary to handle all of the digital outputs of the communication modules and place them on the digital audio and radio system buses. Each one of the modules is self-contained within its own housing, has its own internal power supply and connects to the cluster module via ribbon cable. Cooling is provided by a noncritical rack mounted fan. Temperature sensors inside the individual modules report temperature rise to the cluster module, which in turn switches the fan on, and monitors its operation. When the temperature drops sufficiently, the fan is switched off. The COM unit is located in the avionics nose bay. In the RCZ-851E COM Unit, the cluster module is a single printed circuit board that is attached to the rear connector nearest to the outside of the rack (J1), and the transponder is the Diversity Mode S. In the RCZ-851G COM Unit, the cluster module connector is the same as in the RCZ-851E and the transponder is the ATCRBS. In the RCZ-851H COM Unit, the cluster module connector is the same as in the RCZ-851E and there is no transponder. A heat sink is associated with the COM unit and is attached to the front of each of the modules to provide a heat path from the internal structure of the box to the front surface where there is adequate radiating surface provided in the free area. At the rear of the communication unit are flush mounted antenna connectors and the aircraft harness connector. The cluster module has its own on-board power supply and receives its primary 28 volt input power from both the VHF COM transceiver module and the transponder module so that in the event either of them is energized, the cluster module will be energized. The COM cluster module contains audio interface circuitry for the signals from the COM unit. Because of the nature of its operation, the transponder has no audio output circuitry.
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EMBRAER 145
E.
RNZ-851(x) Integrated Navigation Unit

Figure 2-6-17. RNZ-851(x) Integrated Navigation Unit
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EMBRAER 145
Table 2-6-5. RNZ-851(x) Integrated Navigation Unit Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.38 in. (85.9 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.90 in. (226.1 mm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.01 in. (355.9 mm) Specification
Weight: RNZ-851 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.6 lb (6.16 kg) RNZ-851C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4 lb (4.26 kg)
Power Requirements: RNZ-851 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 69 W (max) RNZ-851C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 29 W (max)
User Replaceable Parts: XN-850 Cluster Module (RNZ-851/851C) . . . . . . . . . HPN 7510164-921 NV-850 Nav Module (RNZ-851/851C) . . . . . . . . . . . HPN 7510134-831
DM-850 DME Module (RNZ-851) . . . . . . . . . . . . . . . HPN 7510184-902 AD-850 ADF Module (RNZ-851) . . . . . . . . . . . . . . . HPN 7510114-811
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7500759-001 Mounting: Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MT-851 Tray, HPN 7510124-910 Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7510295-901 Strap Board Assembly . . . . . . . . . . . . . . . . . . . . . . HPN 7510280-901
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EMBRAER 145
The RNZ-851 Integrated Navigation Unit is a complete self-contained navigation system. It contains the NV-850 VHF NAV Receiver, the DM-850 DME, and the DF-850 ADF modules. Also within the RNZ-851 is an XN-850 Cluster Module that provides the interface with the NV-850, DM-850, DF-850 and other units of the integrated radio system, and digitizes the received audio for the digital audio system. Cooling is provided by a non-critical rack mounted fan. Temperature sensors inside the individual modules report temperature rise to the cluster module, which in turn switches the fan on, and monitors its operation. When the temperature drops sufficiently, the fan is switched off. The NAV unit is located in the avionics nose bay. The RNZ-851C is nearly identical to the RNZ-851, but does not contain ADF or DME. A heat sink is associated with the NAV unit and is attached to the front of each of the modules to provide a heat path from the internal structure of the box to the front surface where there is adequate radiating surface provided in the free area. At the rear of the communication unit are flush mounted antenna connectors and the aircraft harness connector. The cluster module has its own on-board power supply and receives its primary 28 volt input power from either the VHF NAV receiver module, the DME module or the ADF module so that in the event any one of them is energized, the cluster module will be energized. The NAV cluster module contains audio interface circuitry for the signals from the VHF NAV and ADF modules. The morse decoder within the DME module sends one data bit during morse tones. The cluster module includes this data bit in the digital audio data, and the tone is recreated by the audio control unit.
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F.
AT-860 ADF Combined Sense/Loop Antenna

AD-14150@
Figure 2-6-18. AT-860 ADF Antenna Table 2-6-6. AT-860 ADF Antenna Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . Width . . . . . . . . . . . . . Length ............ 1.51 in. (38.3 mm) 8.33 in. (211.6 mm) 16.30 in. (414.8 mm) 3.7 lb (1.68 kg) +15 V dc from ADF Receiver None Cannon KPT08P12-10S, HPN 7500489-524 Outer Fuselage HPN 7020801-932 Specification
Weight . . . . . . . . . . . . . . . . Power Requirements . . . . . . User Replaceable Parts . . . . Mating Connectors .......
Mounting . . . . . . . . . . . . . . Gasket . . . . . . . . . . . . . . . .
The AT-860 ADF Antenna performs the function of reception, amplification, and combination of RF signals so as to yield low frequency reception and directional information. The antenna also contains a self-test circuit which radiates a 120 kHz signal into the sense and loop antennas. This checks the operation of both the AT-860 ADF Antenna and the DF-850 ADF Receiver Module. Proper operation is indicated by a 1 kHz tone and a bearing indication of 135 degrees relative to the nose of the aircraft. The ADF antenna is located on the center fuselage on top of the aircraft.
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EMBRAER 145
3.
Operation
Figure 2-6-19 shows the integrated radio system buses. Command, control, and data communications between LRUs is via RSB. RCB within the COM and NAV units is on a ribbon cable. Digital audio from the NAV and COM units to the audio control units is via digital audio buses. Command and control data from the CDH to COM No. 2 and NAV No. 2 is via private line data buses. All of these buses are described in SECTION 1, SYSTEM OVERVIEW, of this manual.
AUDIO CONTROL UNIT NO. 3
AUDIO BUS NO. 1
AUDIO BUS NO. 2
PRIMARY RSB RMU NO. 1 RMU NO. 2
ARINC 429 TO/FROM TCAS COMM UNIT NO. 1 COMM UNIT NO. 2
ARINC 429 TO/FROM TCAS
SECONDARY RSB
SECONDARY RSB
CDH
LEFT SIDE
TO IC-600 IACS
RIGHT SIDE
NAV UNIT NO. 1
NAV UNIT NO. 2
AD-50887-R1@
Figure 2-6-19. Radio System Data Buses
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EMBRAER 145
Each remote radio unit contains a number of functional modules. These are packaged as follows: RCZ-851E Integrated Communications Unit TR-850 VHF COM Transceiver Module XS-852A Diversity Mode S Transponder Module XC-850 COM Cluster Module (RSB and Digitized Audio Interface) RCZ-851G Integrated Communications Unit TR-850 VHF COM Transceiver Module XS-850A ATCRBS Transponder Module XC-850 COM Cluster Module (RSB and Digitized Audio Interface) RCZ-851H Integrated Communications Unit TR-850 VHF COM Transceiver Module XC-850 COM Cluster Module (RSB and Digitized Audio Interface) RNZ-851 Integrated Navigation Unit NV-850 VHF NAV Receiver Module DM-850 DME Transceiver Module DF-850 ADF Receiver Module XN-850 NAV Cluster Module (RSB and Digitized Audio Interface) RNZ-851C Integrated Navigation Unit NV-850 VHF NAV Receiver Module XN-850 NAV Cluster Module (RSB and Digitized Audio Interface).
Controls and the associated displays for the radios are available in the following units: AV-850A Audio Control Unit RM-855 Radio Management Unit (RMU) CD-850 Clearance Delivery Control Head (CDH).
The basic radio control functions are: VHF COM Mode and Frequency VHF NAV Mode and Frequency ADF Mode and Frequency Transponder Reply Code and Mode TCAS Mode, Range and Vertical Window DME (Independent Channeling in the Hold Mode) Audio Control Unit.
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EMBRAER 145
Frequency and mode control of the radios can be input by the operator from either the RMU, the FMS, or the CDH. The CDH is somewhat limited in that it is only connected to COM No. 2 and NAV No. 2. Microphone selection, radio headset and speaker audio selection, and volume control are provided by the audio control unit. Audio switching control is input by means of controls on the audio control unit itself. The received audio signals are transmitted from the remote units to the audio control unit via a dedicated digital audio bus. The microphone audio output from the audio control unit to the remote mounted transmitters is analog. Basic to the overall system design are cluster modules in the COM and NAV remote units. The cluster module is an interfacing element which collects data from the RSB, distributes this data to the respective functional modules (ADF, DME, etc.) via the radio communication bus (RCB), and also collects data via RCB from the functional modules to be broadcast on the RSB. The cluster module is also responsible for digitizing the received audio and transmitting the digitized data on the digital audio bus.
A.
RM-855 Radio Management Unit Interface Diagram

See Figure 2-6-20. The RMUs broadcast messages addressed to radio functional modules and receive data from the radios via the RSB. Three major functions of the RMU are to: output tuning (channel or frequency) control data, output operational mode control data for the radios, and display the tuned active channel or frequency and operational mode. The marker beacon receiver sensitivity control is a discrete which goes to ground when either crew member selects HI sense on the audio control unit. The ground is applied to both RMUs, which in turn send the appropriate data command out on the RSB, and that crew members marker beacon receiver is then switched to the HI sense mode of operation. ATC Ident input is at ground when a crew member presses either of the yoke mounted remote ident buttons. The ground is applied to both RMUs, which in turn, send the appropriate data command out on the RSB. Other inputs include power, lighting and ground connections. Weight On Wheels is at ground when the aircraft is on the ground (WOW is true). The left DAU supplies information pertaining to the left engine, and the right DAU supplies information pertaining to the right engine. Display format, titles, warning messages, etc. are supplied by BOTH DAUs. This backup function can be enabled by a discrete going to ground from either IAC that detects a failure in the EICAS display. It can also be selected by crew members through the RMU menu pages. In the event of a total EFIS failure, crew members can select the backup NAV function, and the RMU will then display the backup NAV function. Although this function is not automatic, as is the Engine Backup display, it, too, is selected through the RMU menu pages. When the optional FMS is installed, command data from the FMS computer is entered into the radio system through the RMU. This input may be disabled by the flight crew, through the RMU menu pages, if required.
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EMBRAER 145
On the ground, the RMU will self-initiate a system Power-On Self-Test (POST) when power is first applied to the radio system and at other times with weight-on-wheels when power has been off for more than 10 seconds. The first page to appear on the RMU screen will be POST in progress. POST lasts 45 seconds. During POST, the following may be observed on the horizontal situation indicator display on both primary flight displays (PFDs): Marker indicators and tones will annunciate in the order of 3000 Hz (WHITE IM), 1300 Hz (AMBER MM), and 400 Hz (BLUE OM). Localizer and glideslope deviation bars will indicated centered course for approximately 2 seconds with flags out of view Localizer and glideslope deviation bars will deflect left (localizer) and up (glideslope) one dot deflection, for approximately 2 seconds with flags out of view If the course selector is on zero degrees, VOR deviation bar centers on a course of zero degrees, TO, and RMI indicates zero degrees north for approximately 5 seconds with flags out of view DME TEST will appear 10.0 NM, 120 KT, and 5 minutes TTG RMI ADF pointer will slew to 135 10 degrees, relative to aircraft heading Audio tone is heard through the audio system.
The system also includes a Pilot-Activated Self-Test (PAST), which is accomplished by pressing a line select key to place the cursor in the window for the module to be tested, and pressing and holding the TST button. Details of the PAST are described in SECTION 7, MAINTENANCE TEST AND FAULT ISOLATION, of this manual. For full maintenance information on the radio system, refer to Honeywell Pub. No. A15-3800-01, PRIMUS II Integrated Radio System Operation and Installation Manual. For full operational information on the RMU, CDH, and audio control units, refer to Honeywell Pub. No. 28-1146-50, PRIMUS II Integrated Radio System, Pilots Manual.
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EMBRAER 145
(Blank Page)
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EMBRAER 145
NZ-2000 NAVIGATION 121J1B COMPUTER (Optional)

CSDB FMS BUS XMTR (H) 31 (L) 30
144J1
RM-855 RADIO MANAGEMENT UNIT NO. 1

FMS CSDB
144J1
DA-800 DAU UNIT NO. 1

ARINC 429 BACKUP ENGINE DATA
136J1B (H) 40 (L) 41
137J1B
DA-800 DAU UNIT NO. 2

ARINC 429 BACKUP ENGINE DATA
C144J1
RM-855 RADIO MANAGEMENT UNIT NO. 2

FMS CSDB
C144J1 (H) AA (L) t
AA (H) t (L)
40 (H) 41 (L)
ARINC 429 ENGINE NO. 1 BU DATA
(H) CC (L) DD (H) FF (L) GG
CC (H) DD (L) FF (H) GG (L)
RNZ-851 NAV UNIT NO. 1

VOR/ILS CSDB NO. 2
164J1 (H) B102 (L) A84 E F (H) (L)
ARINC 429 ENGINE NO. 2 BU DATA VOR/ILS BACKUP SERIAL DATA
ARINC 429 ENGINE NO. 1 BU DATA ARINC 429 ENGINE NO. 2 BU DATA VOR/ILS BACKUP SERIAL DATA (H) (L) E F
C164J1 RNZ-851 NAV UNIT
AV-850A AUDIO CONTROL 160J2 UNIT NO. 1

MKR SENSE L
AV-850A AUDIO CONTROL C160J2 UNIT NO. 2

L MKR SENSE
NO. 2
B102 (H) A84 (L)
VOR/ILS CSDB NO. 2
MKR SENSE LEFT MKR SENSE RIGHT 28 V DC AVIONIC ESSENTIAL BUS 28 V DC BUS 1 DC GROUND C +28 V DC ESSENTIAL POWER PRIMARY RSB SECONDARY RSB (H) (L) (H) (L)
h i V W M N S LEFT SIDE SECONDARY RSB RIGHT SIDE SECONDARY RSB
h i
MKR SENSE LEFT MKR SENSE RIGHT PRIMARY RSB +28 V DC ESSENTIAL POWER +28 V DC PRIMARY POWER ESSENTIAL POWER RETURN C LL D 28 V DC AVIONIC ESSENTIAL BUS 28 V DC BUS 2 DC GROUND
V (H) W (L)
+28 V DC LL PRIMARY POWER D ESSENTIAL POWER RETURN
PRIMARY RSB
M (H) SECONDARY N (L) RSB S ATC IDENT
ATC IDENT
DIMMING BUS LIGHTING GROUND
PRIMARY POWER MM RETURN G +5 V LIGHTING H L LIGHTING RETURN CHASSIS GROUND
FROM YOKE MOUNTED IDENT SWITCHES GROUND = AIRCRAFT ON GROUND
W.O.W.
W.O.W.
PRIMARY POWER RETURN MM +5 V LIGHTING LIGHTING RETURN G H L
DIMMING BUS LIGHTING GROUND
W.O.W. POLARITY SIGNAL GROUND ON/OFF PAGE DISABLE SIDE SELECT B0 SIDE SELECT B1 SIDE SELECT EVEN PARITY ENGINE BU DISPLAY ENABLE NO. 1 ENGINE BU DISPLAY ENABLE NO. 2
R U Y b c d w x
TO AIRCRAFT SIGNAL GROUND
R U Y c x
CHASSIS GROUND W.O.W. POLARITY SIGNAL GROUND ON/OFF PAGE DISABLE SIDE SELECT B1 ENGINE BU DISPLAY ENABLE NO. 2
IC-600 IAC NO. 1

ENGINE BACKUP DISPLAY ENABLE
190J1B C190J1B 34 34
IC-600 IAC NO. 2

ENGINE BACKUP DISPLAY ENABLE
AD-49865-R1@
Figure 2-6-20. Radio Management Unit Interface Diagram
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EMBRAER 145
B.
CD-850 Clearance Delivery Head Interface

See Figure 2-6-21. The NAV ACH SHIFT LOAD and NAV ACH CLOCK inputs come from the NAV module and are used to control when the NAV ACH DATA is sent to the NAV module. The COM ACH DATA is sent to the COM module on a recurring cycle. The difference in timing is because of differences in module software operations. The WOW input allows the POST to take place only if the aircraft is on the ground when the CDH is turned on. The RSB input is used to display the active frequencies of the COM2 and NAV2 modules. Should there be an in-flight power failure, the CDH will come back on line displaying the same frequencies that were active prior to the failure. Other inputs include power, lighting and ground connections.

NAV AUX SHIFT/LOAD NAV AUX CLOCK NAV AUX DATA H L H L H L
C164J1 A B 90 88 69 72 70 58
165J1 F G f P M N
CD-850 CLEARANCE DELIVERY HEAD (CDH)

H L H L H L NAV AUX SHIFT/LOAD NAV AUX CLOCK NAV AUX DATA +28 V INPUT POWER H L H L 165J1 E j D Z 28 V DC DC BUS 2 POWER GROUND PILOT'S DIMMING BUS LIGHTING GROUND

COM AUX DATA H L
C143J1 33 25 H J H L
+5 V DC LIGHTING COM AUX OUTPUT DATA
PRIMARY RSB
g R Y C L q
H L
RSB (LISTEN ONLY)

W.O.W. W.O.W. SENSE COM B.W. SELECT CONFIGURATION COMMON
AD-49871-R1@
Figure 2-6-21. CD-850 Clearance Delivery Control Head Interface Diagram
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EMBRAER 145
C.
AV-850A Audio Control Unit Interface

See Figure 2-6-22. The AV-850A Audio Control Unit receives digitized audio from the remote units via two high-speed digital audio buses. Each audio control unit then selects the appropriate channels from this digital audio bus, and reconstitutes headphone and speaker signals. This allows the system to provide the capability to individually select the radio function that each crew member desires to hear. There is a row of microphone selector buttons along the top edge, which when pressed, will select the desired transmitter/receiver and at the same time automatically enable the receive audio associated with that transmitter/receiver, regardless of the condition of the audio on/off buttons. The audio on/off buttons are located on the lower rows of the audio control unit. Pushing the button will cause it to latch stowed and the audio associated with that button will be turned off. Pushing the button again will allow it to pop out and energize the audio into the speaker and headphone and allow the audio level to be adjusted by rotating the button. Also included are master volume controls for both speaker and headphone. The audio control unit also has numerous connections for intercom, crew annunciation, crew communication, hot microphone, passenger address, etc., and full-time emergency warning inputs from aircraft systems. Cross-cockpit audio is provided so that pilot and copilot will remain coordinated with each other in their selection and use of the radio system components. The Embraer 145 also has an AV-850A installed at the observers station. Digital audio offers the advantage of complete independence from grounding problems within the aircraft and the absolute elimination of ground noise pick-up, whine, and cross-talk. Having the audio digitized also offers the advantage that when recovering the analog information from the digital, each volume control may be independently set by each crew member. For instance, the pilot may wish to have COM1 very loud and COM2 very soft in his headset while the copilot desires the VOR to be loud, COM1 to be soft and COM2 to be moderate. This is easily set at the audio control units simply by adjusting the volumes to their own desire. Also, by having the audio system digitized, various filtering and priority functions can be easily accomplished to enhance the operation and the human interfaces. The audio control unit has provisions for a combination of emergency operations. In the case of power down or failure of the audio system, there is one location (in the upper right-hand corner of the audio control unit) where pushing the microphone select (labeled EMER) for the emergency COM bypasses all the circuitry within the audio control unit and places the emergency COM and NAV audio into the headphone circuitry. Emergency audio is analog audio from the COM and NAV modules that are connected to the CD-850 CDH. This function is also convenient during ground operation when minimum power usage is desired.
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EMBRAER 145
See Figure 2-6-22 (sheet 1) for the following: Microphone HI, LO and PTT inputs and outputs (except the maintenance loop) Interphone audio and PTT Emergency analog audio inputs from COM2 and NAV2 Speaker outputs Cockpit Voice Recorder (CVR) outputs Flight Data Recorder (FDR) PTT discretes via the pilots DAU Other inputs include power, lighting and ground connections.
See Figure 2-6-22 (sheet 2) for the following: Passenger Address System interconnections Interphone XMIT Warning audio inputs Digital audio bus The receive audio from the HF transceiver is applied to the copilots COM unit cluster module for access to the digital audio system. The receive audio from VHF COM No. 3 is applied to the pilots COM unit cluster module for access to the digital audio system.
See Figure 2-6-22 (sheet 3) for all of the above as it applies to the observers position audio control unit.
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(Blank Page)
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160J1 TO LEFT SIDE CABIN SPEAKER TO LEFT SIDE COCKPIT SPEAKER TO PILOT'S HEADPHONE JACK LEFT SIDE HAND MIC JACK LEFT YOKE MOUNTED PTT BUTTON e Y L t k K J A h
AV-850A AUDIO CONTROL UNIT NO. 1

CABIN SPEAKER (H) COCKPIT SPEAKER (L) (H) PHONE (L) (H) HAND MIC AUDIO (L) HAND MIC PTT MASK/BOOM PTT (H) HF MIC AUDIO (L) HF PTT
160J1 T S X
C160J1 T S X

(H) HF MIC AUDIO (L) HF PTT CABIN SPEAKER COCKPIT SPEAKER (H) (L) (H) PHONE (L) (H) HAND MIC AUDIO (L) HAND MIC PTT MASK/BOOM PTT
C160J1 e Y L t k K J A h TO RIGHT SIDE CABIN SPEAKER TO RIGHT SIDE COCKPIT SPEAKER TO COPILOT'S HEADPHONE JACK RIGHT SIDE HAND MIC JACK RIGHT YOKE MOUNTED PTT BUTTON
TO HF TRANSCEIVER COM 3 MIC AUDIO (H) (L) COM 3 PTT a Z b a Z b (H) COM 3 (L) MIC AUDIO COM 3 PTT
160J2 LEFT SIDE MASK/BOOM LO LEFT SIDE OXYGEN MASK (H) E MASK MIC HI LEFT SIDE BOOM MIC JACK INTERPHONE AUDIO (L) Y BOOM MIC HI LEFT YOKE MOUNTED PTT BUTTON (H) D COMMON GROUND VHF NO. 2 MIC AUDIO (L) V (H) VOICE RECORDER TO COCKPIT VOICE RECORDER (L) VHF NO. 2 PTT r LEFT YOKE MOUNTED p INTERPHONE PTT (H) INTERPHONE BUTTON EMERGENCY COM MIC AUDIO (L) EMERGENCY COM PTT 160J1 (H) VHF NO. 1 MIC AUDIO +28 V DC ESSENTIAL BUS (L) U +28 V DC (1) VHF NO. 1 PTT V +28 V DC (2) DC GROUND EMERGENCY COM AUDIO HI M +28 V DC RETURN PILOT'S DIMMING BUS EMERGENCY NAV AUDIO HI q +5 V DC LIGHTING LIGHTING GROUND g LIGHTING RETURN EMERGENCY NAV/COM AUDIO LO
TO COM 3 s j D W C P H B R E F G f m s j D W C P H B R E F G f m (H) MASK MIC HI INTERPHONE AUDIO BOOM MIC HI (L) COMMON GROUND (H) VHF NO. 2 MIC AUDIO (H) (L) VOICE RECORDER (L) VHF NO. 2 PTT INTERPHONE PTT (H) EMERGENCY COM MIC AUDIO (L) EMERGENCY COM PTT (H) VHF NO. 1 MIC AUDIO +28 V DC (1) (L) +28 V DC (2) VHF NO. 1 PTT +28 V DC RETURN EMERGENCY COM AUDIO HI +5 V DC LIGHTING EMERGENCY NAV AUDIO HI LIGHTING RETURN EMERGENCY NAV/COM AUDIO LO
C160J2 RIGHT SIDE MASK/BOOM LO RIGHT SIDE OXYGEN MASK E RIGHT SIDE BOOM MIC JACK Y LEFT YOKE MOUNTED PTT BUTTON D V r p TO COCKPIT VOICE RECORDER RIGHT YOKE MOUNTED INTERPHONE BUTTON
C160J1 +28 V DC BUS U V M q g DC GROUND COPILOT'S DIMMING BUS LIGHTING GROUND
RCZ-851E COM UNIT NO. 1

MIC AUDIO INPUT
143J1 (H) 92 (L) 106 PTT 21
C143J1 RCZ-851E COM UNIT NO. 2 92 106 21 31 (H) MIC AUDIO (L) INPUT PTT (H) ANALOG 29 (L) AUDIO HF COM TRANSMIT 37
HF COM TRANSMIT
37
DA-800 DAU NO. 1

136J1B TO FLIGHT DATA RECORDER 68 69 (H) (L) FLIGHT DATA REC OUT PILOT RADIO XMTR KEYING COPILOT RADIO XMTR KEYING
136J2A 37
164J1

VOR/LOC ANALOG AUDIO
B36 (H) B51 (L) 136J1A 41

AD-49873@
Figure 2-6-22 (Sheet 1). Audio Control Unit Interface Diagram
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EMBRAER 145
160J2

(H) (L) PA MIC (H) (L)
160J2 i U j M f P m J q e k PART OF PASSENGER ADDRESS SYSTEM AMPLIFIER
C160J2 i U j M

(H) (L) PA MIC WARNING 1 AUDIO (H) (L)
C160J2 W B (H) (L)
AURAL WARNING UNIT

AUDIO OUTPUT
AURAL WARNING UNIT

AUDIO OUTPUT
(H) (L)
W B
WARNING 1 AUDIO
PA MIC PTT STEREO MUTE MAINT PHONE WARNING 3 AUDIO MAINT 1 MIC (H) (L) (H) (L) (H) (L)
PA MIC PTT STEREO MUTE
m J
(H) (L)
WARNING 3 AUDIO
MAINT 1 ENABLE
INTERPHONE XMIT
INTERPHONE XMIT
160J1 DIGITAL AUDIO BUS NO. 2 DIGITAL AUDIO BUS NO. 1 (H) (L) (H) (L) c n d p
C160J1 c n d p (H) (L) (H) (L) DIGITAL AUDIO BUS NO. 2 DIGITAL AUDIO BUS NO. 1
143J1
COM NO. 3
AUDIO OUTPUT (H) (L) PTT 66 50 37

(H) (L) COM 3 AUDIO IN DIGITAL AUDIO BUS (H) (L)
143J1 56 70
C143J1 56 70

(H) (L) DIGITAL AUDIO BUS HF AUDIO IN (H) (L)
C143J1
HF NO. 1
66 50 37 (H) (L) PTT AUDIO OUTPUT
COM 3 PTT
HF PTT

(H) (L)
164J1 B42 B29
C164J1 B42 B29

(H) (L)
DIGITAL AUDIO BUS
DIGITAL AUDIO BUS
AD49866@
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EMBRAER 145
E160J1 OBSERVER'S HAND MIC JACK K J A t k h U V M q g e Y L
AV-850A AUDIO CONTROL UNIT (OBSERVER'S)

(H) (L) HAND MIC AUDIO VHF NO. 3 MIC AUDIO
E160J1 VHF COM NO. 3 (H) MIC AUDIO (L) PTT
HAND MIC PTT (H) (L) PHONE
(H) a (L) Z VHF NO. 3 PTT b T S X s j D W C
TO OBSERVER'S HEADPHONE JACK OBSERVER'S PTT BUTTON +28 V DC NON-ESSENTIAL BUS 1 DC GROUND LIGHTING GROUND LIGHTING GROUND TO OBSERVER'S CABIN SPEAKER TO OBSERVER'S COCKPIT SPEAKER
MASK/BOOM PTT +28 V DC (1) +28 V DC (2) +28 V DC RETURN +5 V DC LIGHTING LIGHTING RETURN CABIN SPEAKER (H) COCKPIT SPEAKER (L)
(H) (L) HF PTT (H) INTERPHONE AUDIO (L) (H) VHF NO. 2 MIC AUDIO (L) VHF NO. 2 PTT HF MIC AUDIO
AURAL WARNING UNIT AUDIO OUTPUT OBSERVER'S PTT
E160J2 (H) (L) a (H) Z (L) WARNING 1 AUDIO
D COMMON GROUND E Y C V r p MASK MIC HI BOOM MIC HI SPARE GROUND (H) VOICE RECORDER (L) INTERPHONE PTT
OBSERVER'S OXYGEN MASK OBSERVER'S BOOM MIC JACK OBSERVER'S MASK/BOOM LO TO COCKPIT VOICE RECORDER OBSERVER'S MOUNTED INTERPHONE BUTTON
(H) (L) VHF NO. 1 PTT EMERGENCY COM AUDIO HI EMERGENCY NAV AUDIO HI EMERGENCY NAV/COM AUDIO LO DIGITAL (H) AUDIO (L) BUS NO. 2 VHF NO. 1 MIC AUDIO DIGITAL AUDIO BUS NO. 1 (H) (L)
R E F G f m c n d p E160J2
CONNECTED TO THE SAME CONNECTORS AND PINS ON BOTH PILOT'S AND COPILOT'S AUDIO CONTROL UNITS
INTERPHONE XMIT
i PART OF PASSENGER ADDRESS SYSTEM AMPLIFIER U j M
(H) (L)
PA MIC
PA MIC PTT STEREO MUTE
m J g n R
(H) (L) (H) (L)
WARNING 3 AUDIO MAINT 2 MIC
MAINT 2 ENABLE
AD-49872@
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EMBRAER 145
D.
Communications Unit Interface

See Figure 2-6-23. Connections shown include power, ground, and RSB, all of which have been covered in previous sections. Command data for the TCAS computer unit originate at the RMU and are transmitted via RSB. The cluster modules in each COM UNIT receive the data and pass it to the RMU selected active transponder, which in turn sends the data to the TCAS CU via ARINC 429. TCAS reply coordination data is handled in the reverse. During a cold start power up, the cluster board sends word load and clock to the strap option board and receives data back. This data is then sent to the modules via RCB. The rack mounted fan is controlled by the cluster module and is turned on when any module reports a temperature above the threshold. The threshold is different in each module. When the temperature drops below the threshold, the cluster module turns the fan off. The fan is not required for system operation. Encoded altitude data is transmitted by each MADC via ARINC 429 to both transponders. Each transponder is programmed to recognize the on-side MADC as the normal source of data. Should there be failure in an MADC, pressing the MADC REVERSION switch on the same side will latch the switch, and, in turn, will send a ground to the same side transponder causing it to accept encoded altitude data from the cross-side MADC. The SIMULCOM line goes to ground when either VHF COM transceiver is transmitting. This connection allows communication on different frequencies simultaneously with minimum interference. The WOW is used by the transponder to disable Mode S replies when the aircraft is on the ground. The mutual suppression bus goes to ground when any of the transmitters on the line is transmitting. This prevents the DME, TCAS, and transponders from interfering with each other during otherwise normal operation. Whichever transponder has been selected as the active transponder sends a ground discrete to the aircraft antenna relay. Therefore, only one set of transponder antennae are required to be mounted on the aircraft.
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EMBRAER 145
(Blank Page)
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EMBRAER 145
DC-550 NO. 1 115J1

MADC REV 74
MADC REVERSION (LATCHING) 1 2
C115J1 74
DC-550 NO. 2
MADC REV

143J1
143J1
C143J1 RCZ-851E COM UNIT NO. 2
9J1 ALT SRC NO. 2 SEL 80
AZ-850 MADC NO. 1

66 (H) 67 (L) ARINC 429 NO. 3 OUT
9J1 (H) 66 (L) 67
4
+28 V DC ESS DC BUS 1 28V DC AM DC BUS 1B
+28 V DC COM +28 V DC COM +28 V DC COM +28 V DC ATC +28 V DC ATC
5 6 8 9 17 18 19 7 20
PRI MADC 429 IN
(H) 99 (L) 86
80 ALT SRC NO. 2 SEL 100 (H) SEC MADC 429 IN 69 (L)
C143J1
+28 V DC COM +28 V DC COM +28 V DC COM +28 V DC ATC
4 5 6 8 9 17 18 19 7 20
POWER GROUND +28 V DC AM DC BUS 2A 28V DC AM DC BUS 2B
C9J1 100 69
AZ-850 MADC NO. 2

ARINC 429 NO. 3 OUT
C9J1 (H) 66 (L) 67 99 (H) 86 (L) PRI MADC 429 IN
POWER GROUND
POWER RETURN COM SEC MADC (H) 429 IN (L) POWER RETURN COM POWER RETURN COM POWER RETURN ATC POWER RETURN ATC SIMULCOM SIMULCOM RTN
66 (H) 67 (L)
+28 V DC ATC POWER RETURN COM POWER RETURN COM POWER RETURN COM
35 24 67
SIMULCOM
35 24 67
POWER RETURN ATC SIMULCOM SIMULCOM RTN POWER RETURN ATC CHASSIS GROUND
193LBP
CHASSIS GROUND FROM MUTUAL SUP. BUS PRIMARY RSB 55 87 90 (H) (L) (H) ARINC 429 TX CO-ORD OUTPUT ARINC 429 TX CO-ORD INPUT
MUTUAL SUPPRESSION IN 12
193RMP
(H) (L)
10 11
10 11
(H) (L)
193RMP
PRIMARY RSB ARINC 429 TX CO-ORD OUTPUT ARINC 429 TX CO-ORD INPUT (H) (L) (H) 55 87 90

ARINC 429 XT CO-ORD INPUT ARINC 429 XT CO-ORD OUTPUT
14H (H) 14J (L) 14A (H) 14B (L)
ARINC 429 XT CO-ORD INPUT ARINC 429 XT CO-ORD OUTPUT
(H) 14F (L) 14G (H) 15J (L) 15K
PRIMARY RSB
(L) 104
104 (L)
SECONDARY RSB
(H) (L)
74 61
RACK MOUNTED STRAP OPTION BOARD NO. 1 (P/O MT-852)
LEFT SIDE SECONDARY RSB
RIGHT SIDE SECONDARY RSB
74 61
(H) (L)
SECONDARY RSB
WORD LOAD CLOCK DATA
2 6 7 3 4
(ORANGE) (BLUE) (WHITE) (RED) (BLACK)
102 STRAP ASSY WORD LOAD 88 16 43 STRAP ASSY CLOCK STRAP ASSY POWER STRAP ASSY POWER RETURN ATC MUT SUP WOW
STRAP ASSY WORD LOAD 102
(ORANGE) (BLUE) (WHITE) (RED) (BLACK)

2 6 7 3 4 WORD LOAD CLOCK DATA +5 V DC POWER POWER RETURN
83
FROM AIRCRAFT WEIGHT ON WHEELS
83
WOW
STRAP ASSY CLOCK STRAP ASSY POWER STRAP ASSY POWER RETURN
88 16 43
101 STRAP ASSY SERIAL DATA
STRAP ASSY SERIAL DATA 101
+5 V DC POWER POWER RETURN
94
TO SUPPRESSION BUS
94 ATC MUT SUP
RACK MOUNTED FAN NO. 1 (P/O MT-852)

+28 V DC FAN POWER POWER RETURN (RED) (BLUE) 2 54
RACK FAN POWER

91 XPDR ACTIVE
RACK FAN POWER GROUND TO ENABLE FAN
XPDR ACTIVE
91
GROUND TO ENABLE FAN
AIRCRAFT ANTENNA RELAY
2 54
(RED) (BLUE)
+28 V DC FAN POWER POWER RETURN
NOTE:
R.F. ANTENNA CABLES AND R.F. CONNECTORS NOT SHOWN.
AD-49867-R1@
Figure 2-6-23. Communication Unit Interface Diagram
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EMBRAER 145
E.
Navigation Unit Interface

See Figure 2-6-24. Connections shown include power, ground, and RSB, all of which have already been discussed. Connections between RCB to MLS and MLS to RCB instruct the cluster module that there is no MLS receiver on board, and therefore, the cluster module will not file failure to communicate messages. The ADF antenna receives power and modulation signals from the ADF receiver via the cluster module. The signal from the antenna is via triaxial cable, not shown on this diagram. The ADF antenna contains the self-test signal generator which is used during self-test procedures. During a cold start power up, the cluster board sends word load and clock to the strap option board and receives data back. This data is then sent to the modules via RCB. The rack-mounted fan is controlled by the cluster module and is turned on when any module reports a temperature above the threshold. The threshold is different in each module. When the temperature drops below the threshold, the cluster module turns the fan off. The fan is not required for system operation. The HF PTT key line is used by the ADF receiver to prevent the ADF from pointing to the HF antenna during transmissions. The ADF pointer will "freeze" at the last position for about 10 seconds. After that, the pointer will move to 90 degrees relative to the nose of the aircraft and remain there until HF transmission ceases. At that time, the pointer will return to the "freeze" position and will then move to the appropriate new position without any sudden movements. The mutual suppression bus goes to ground when any of the transmitters on the line is transmitting. This prevents the DME, TCAS, and transponders from talking to each other during otherwise normal operation. The optional FMS computer receives both VOR radial information and DME distance information from both NAV units. The FMS computer determines which data to use. For more complete details on the FMS, see Chapter 8, this section, this manual.
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EMBRAER 145
(Blank Page)
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EMBRAER 145
164J1

+28 V DC VOR/ILS +28 V DC VOR/ILS RCB TO MLS (IF NO MLS) RCB FROM MLS +28 V DC VOR/ILS +28 V DC VOR/ILS +28 V DC ADF
164J1 A85 A98 B39 B52 A87 28 V DC AM DC BUS 1A 28 V DC AM ESS DC BUS 1
A21 A34 A25 A38
(H) (L) (H) (L)
28 V DC AM C164J1 DC BUS 2B A85 A98 B39 B52 A87 28 V DC AM DC BUS 2A A100 A86 A99 B38 B50 A83 A95 A94 B25 A103 B98 A66 FROM HF PTT

+28 V DC VOR/ILS +28 V DC VOR/ILS +28 V DC VOR/ILS +28 V DC VOR/ILS +28 V DC ADF +28 V DC ADF +28 V DC DME +28 V DC DME POWER RETURN VOR/ILS POWER RETURN VOR/ILS POWER RETURN DME POWER RETURN DME POWER RETURN ADF POWER RETURN ADF POWER RETURN CLUSTER POWER RETURN CLUSTER ADF HF KEY RCB TO MLS (IF NO MLS) RCB FROM MLS
C164J1
(H) (L) (H) (L)
A21 A34 A25 A38
+28 V DC ADF A100 +28 V DC DME A86 +28 V DC DME POWER RETURN VOR/ILS A99 B38 B50 A83 A95 A94 B25 A103 B98 A66
AT-860 ADF ANTENNA (NO. 1)

ADF SIN MOD ADF COS MOD ADF LOOP ENABLE ADF ANTENNA TEST ADF +15 V DC POWER ADF POWER RETURN
158J1 H B K C G J A104 A91 A101 A77 B1 B27 ADF SIN MOD ADF COS MOD ADF LOOP ENABLE ADF ANTENNA TEST
POWER RETURN VOR/ILS POWER RETURN DME POWER RETURN DME POWER RETURN ADF POWER RETURN ADF POWER RETURN CLUSTER POWER RETURN CLUSTER ADF HF KEY
DC GROUND
C158J1 ADF SIN MOD A104 ADF COS MOD A91 ADF LOOP ENABLE A101 ADF ANTENNA TEST A77 ADF ANTENNA POWER ADF ANTENNA POWER RETURN B1 B27 H B K C G J
AT-860 ADF ANTENNA (NO. 2)

ADF SIN MOD ADF COS MOD ADF LOOP ENABLE ADF ANTENNA TEST ADF +15 V DC POWER ADF POWER RETURN
DC GROUND
ADF ANTENNA POWER ADF ANTENNA POWER RETURN
DME MUT SUP
A42
A42
DME MUT SUP

WORD LOAD CLOCK DATA +5 V DC POWER POWER RETURN 2 6 7 3 4
TO SUPPRESSION BUS (ORANGE) (BLUE) (WHITE) (RED) (BLACK) B84 B59 B58 B40 B26 STRAP ASSY WORD LOAD STRAP ASSY CLOCK STRAP ASSY SERIAL DATA STRAP ASSY POWER STRAP ASSY POWER RETURN PRIMARY RSB (H) B71 (L) B81 B71 B81 (H) (L) PRIMARY RSB STRAP ASSY WORD LOAD STRAP ASSY CLOCK STRAP ASSY SERIAL DATA STRAP ASSY POWER STRAP ASSY POWER RETURN B84 B59 B58 B40 B26 (ORANGE) (BLUE) (WHITE) (RED) (BLACK) 2 6 7 3 4

WORD LOAD CLOCK DATA +5 V DC POWER POWER RETURN
PRIMARY RSB

+28 V DC FAN POWER POWER RETURN (RED) (BLUE) B2 B44 RACK FAN POWER GROUND TO ENABLE FAN
SECONDARY RSB
(H) A88 (L) A102 (H) A57 (L) A44 (H) B89 (L) A59
LEFT SIDE SECONDARY RSB
RIGHT SIDE SECONDARY RSB
A88
(H)
A102 (L) (H) A44 (L) B89 (H) A59 (L) A57
SECONDARY RSB RACK FAN POWER GROUND TO ENABLE FAN B2 B44 (RED) (BLUE)

+28 V DC FAN POWER POWER RETURN
DME CSDB OUTPUT VOR/ILS CSDB OUTPUT
DME CSDB OUTPUT VOR/ILS CSDB OUTPUT
NZ-2000 NAVIGATION COMPUTER (OPTIONAL)

CSDB RCVR NAV PRI NOTE: R.F. ANTENNA CABLES AND R.F. CONNECTORS NOT SHOWN. CSDB RCVR DME PRI CSDB RCVR DME SEC CSDB RCVR NAV SEC (L) (H) (L) (H) (H) (L) (H) (L)
121J1B 82 96 81 80 73 74 94 95
AD-49868-R1@
Figure 2-6-24. Navigation Unit Interface Diagram
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EMBRAER 145
4.
Fault Monitoring
Fault indications are presented on the RMU and on the PFD display tube. See Figures 2-6-25 and 2-6-26.
A.
PFD Indications
Loss of valid vertical deviation from the NAV receiver will cause the following to happen: Removal of the vertical deviation pointer Scale to be red Xd.
Loss of valid lateral deviation from the NAV receiver will cause the following to happen: Removal of the HSI lateral deviation pointer HSI lateral deviation scale to be red Xd.
Loss of valid distance information from the DME module will cause the following to happen: Removal of the morse identifier Green dash of the distance digital readout Amber dash of the groundspeed digital readout Amber dash of the time to go digital readout.
Loss of valid bearing information from the NAV receiver will cause the following to happen: Removal of the HSI lateral deviation pointer HSI lateral deviation scale to be red Xd Removal of the TO/FROM display Removal of the absolute bearing pointers.
B.
RMU Indications
Any failure of a module will cause the RMU to remove the frequencies or operating commands associated with that particular function and replace them with dashes. Should a transponder that is operating in the standby mode fail while the other transponder is active, a red ATC1 INOP or ATC2 INOP message will appear on the bottom line in the transponder window on the RMU. The radio system POST and PAST are further described in SECTION 7 of this manual.
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EMBRAER 145
HDG
AP
220
IAS 20 10
ASEL
104 00
10500
20
200 19
10
E
185
18
170
100 00 80
10 10 20
29.92 IN
20
160
150
20
360 CRS
N
2
- - -. - NM
6
1
W E
0 1
1000
VOR1 ADF2
HDG 360
24
Figure 2-6-25. PFD Radio System Failure Indications
15
GSPD - - - KTS
2 3
AD-51616@
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EMBRAER 145
AD-48976@
Figure 2-6-26. RMU Failure Indications
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EMBRAER 145
(Blank Page)
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EMBRAER 145

SECTION/PARAGRAPH/TITLE 2.7 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS II) 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . . . . A. RT-910 TCAS Computer . . . . . . . . . . . . . . . . . . . . B. AT-910 Directional Antenna . . . . . . . . . . . . . . . . . . C. Typical Bottom Omnidirectional Antenna . . . . . . . D. Other Components . . . . . . . . . . . . . . . . . . . . . . . . E. TCAS/MFD Controls . . . . . . . . . . . . . . . . . . . . . . . F. TCAS/RMU Controls . . . . . . . . . . . . . . . . . . . . . . . (1) Line Select Key . . . . . . . . . . . . . . . . . . . . . (2) CODE Line Select Key . . . . . . . . . . . . . . . . (3) MODE Line Select Key . . . . . . . . . . . . . . . . (4) RANGE Line Select Key . . . . . . . . . . . . . . . (5) SURVEILLANCE WINDOW Line Select Key . (6) PGE Key . . . . . . . . . . . . . . . . . . . . . . . . . . G. TCAS Mode Annunciations . . . . . . . . . . . . . . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. TCAS Computer Unit Interface . . . . . . . . . . . . . . . B. TCAS ARINC 429 Output Data . . . . . . . . . . . . . . . . C. TCAS Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Traffic Advisories . . . . . . . . . . . . . . . . . . . . (2) Resolution Advisories . . . . . . . . . . . . . . . . D. TCAS Display Logic . . . . . . . . . . . . . . . . . . . . . . . (1) Traffic Advisory (TA) Logic . . . . . . . . . . . . (2) Resolution Advisory (RA) Logic . . . . . . . . . E. TCAS Preflight Test . . . . . . . . . . . . . . . . . . . . . . . (1) Activate TCAS . . . . . . . . . . . . . . . . . . . . . . (2) Activate TCAS Display . . . . . . . . . . . . . . . . (3) Perform Self-test . . . . . . . . . . . . . . . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Fault Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . B. Fault Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-7-1 2-7-1 2-7-2 2-7-2 2-7-4 2-7-5 2-7-5 2-7-6 2-7-6 2-7-6 2-7-6 2-7-7 2-7-8 2-7-8 2-7-8 2-7-10 2-7-11 2-7-12 2-7-13 2-7-17 2-7-17 2-7-20 2-7-22 2-7-22 2-7-22 2-7-22 2-7-22 2-7-22 2-7-23 2-7-24 2-7-24 2-7-24
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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EMBRAER 145
FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure 2-7-1. 2-7-2. 2-7-3. 2-7-4. 2-7-5. 2-7-6. 2-7-7. 2-7-8. RT-910 TCAS Computer Unit . . . . . . . . . . . . . AT-910 Directional Antenna . . . . . . . . . . . . . . Typical Bottom Omnidirectional Antenna . . . . Typical RM-855 Radio Management Unit (RMU) TCAS Computer Unit Interface Diagram . . . . . TCAS MFD Symbology (Sheet 1) . . . . . . . . . . . TCAS MFD Symbology (Sheet 2) . . . . . . . . . . . TCAS PFD Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . . 2-7-2 . . 2-7-4 . . 2-7-5 . . 2-7-7 2-7-15/16 . . 2-7-18 . . 2-7-19 . . 2-7-21
List of Tables
TABLE/TITLE Table Table Table Table Table Table 2-7-1. 2-7-2. 2-7-3. 2-7-4. 2-7-5. 2-7-6. RT-910 TCAS Computer Leading Particulars . . . . . . . . . . . . . . . AT-910 Directional Antenna Leading Particulars . . . . . . . . . . . . RT-910 TCAS Computer ARINC 429 Output Data Table . . . . . . . . RT-910 TCAS Computer-To-Mode S Transponder Data Table . . . RCZ-851E Communications Unit-To-TCAS Computer Data Table MFD/TCAS Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . 2-7-2 . 2-7-4 2-7-13 2-7-14 2-7-14 2-7-17
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EMBRAER 145
SECTION 2.7 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS II)
1.
General
The PRIMUS 1000 Integrated Avionics System installed in the Embraer 145 aircraft includes a Honeywell traffic alert and collision avoidance system (TCAS), a TCAS II system, which is capable of providing conflict resolution advisories in the form of vertical guidance. The TCAS II system can be operated in several modes to display traffic advisories (TAs) and/or resolution advisories (RAs). The TCAS II system consists of: One RT-910 TCAS Computer Unit One top-mounted AT-910 TCAS Directional Antenna One bottom-mounted Omnidirectional Antenna (or) One optional bottom-mounted AT-910 TCAS Directional Antenna.
The TCAS II system also interfaces with: One or two Diversity Mode S Transponder(s) with Antennas Electronic Display System (EDS) Two Radio Management Units (RMUs) Aircraft Audio System.
The transponders, the RMUs, and the audio system are part of the PRIMUS II Integrated Radio System and full operating details of the RMU are described in SECTION 2, CHAPTER 6. For full operational information on the TCAS, refer to Honeywell Pub. No. 28-1146-70, Traffic Alert and Collision Avoidance System (TCAS) Pilots Manual.
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EMBRAER 145
2.

A. RT-910 TCAS Computer
Figure 2-7-1 shows a graphical view of the RT-910 TCAS Computer. It is located in the avionics nose bay of the aircraft. Table 2-7-1 provides items and specifications that are particular to the computer.
AD-32943@
Figure 2-7-1. RT-910 TCAS Computer Unit Table 2-7-1. RT-910 TCAS Computer Leading Particulars Item Dimensions (maximum) . . . . . . . . . . . . . . . . Height . . . . . . . . . . . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . . . . . . . . . . . Length ........................ Specification 6 MCU short per ARINC 600 7.64 in. (194.06 mm) 7.75 in. (196.85 mm) 12.75 in. (323.85 mm) 24.0 lb (10.9 kg) 115 V ac, 85 W (max) None TRI-Star Part No. C-06B5-9901-0100 Barry Series 95578
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Requirements . . . . . . . . . . . . . . . . . . User Replaceable Parts . . . . . . . . . . . . . . . . Mating Connector . . . . . . . . . . . . . . . . . . . . Mounting . . . . . . . . . . . . . . . . . . . . . . . . . .
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EMBRAER 145
The TCAS computer unit (CU) contains the RF transmitter and receivers necessary to interrogate and receive replies from transponder equipped aircraft. Dual microprocessors are utilized to implement the surveillance and collision avoidance algorithms to decide whether an intruder aircraft should be considered a threat and then to determine the appropriate vertical response to avoid a midair collision or near midair incident. In addition, output data is provided to drive displays and the aircraft audio system to inform the flight crew as to what action to take or avoid. An interface is provided with an on-board Mode S transponder in order to coordinate avoidance maneuvers with other TCAS-equipped aircraft.
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EMBRAER 145
B.
AT-910 Directional Antenna

Figure 2-7-2 shows a graphical view of the AT-910 Directional Antenna and Table 2-7-2 provides items and specifications that are particular to the antenna.
AD-32826@
Figure 2-7-2. AT-910 Directional Antenna
Table 2-7-2. AT-910 Directional Antenna Leading Particulars Item Dimensions (maximum): Height (Outside Aircraft) . . . . . . . . . . . . Height (Inside Aircraft) . . . . . . . . . . . . . Diameter . . . . . . . . . . . . . . . . . . . . . . . 0.806 in. (20.47 mm) 1.56 in. (39.62 mm) 9.31 in. (236.47 mm) 2.80 lb (1.30 kg) None Type TNC Specification
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . User Replaceable Parts . . . . . . . . . . . . . . . . Mating Connectors ...................
The AT-910 Directional Antenna (located on top of the aircraft fuselage) in conjunction with four receivers in the TCAS computer unit provide the capability to determine the bearing of the intruder. Since TCAS II is a vertical-only system, intruder bearing is not used in the computation of the escape or limit maneuver. Intruder bearing is used only to enable the flight crew to more easily locate the intruder visually. The TCAS II will also accommodate a bottom-mounted directional antenna if so desired by the user. Such an installation will slightly increase the areas in which bearing information is available. The AT-910 Directional Antenna is connected to the TCAS computer unit by four coaxial cables. The antenna is capable of receiving replies from all directions simultaneously with bearing information using amplitude-ratio monopulse techniques. Insertion loss differences in coaxial cable lengths from the antenna to the TCAS computer need only be matched to within 0.5 dB which corresponds to a 5- to 10-foot difference in length depending on the specific cable type. Losses between the antenna and the computer unit must be 2.5 0.5 dB, including line connections.
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C.
Typical Bottom Omnidirectional Antenna

Figure 2-7-3 shows a graphical view of a Typical Bottom Omnidirectional Antenna.
AD32827@
Figure 2-7-3. Typical Bottom Omnidirectional Antenna The leading particulars for the bottom omnidirectional antenna must be obtained from the selected antenna manufacturer. The omnidirectional antenna is located on the bottom of the aircraft fuselage and does not provide any directional information, but does enable the TCAS computer unit to interrogate and receive replies from intruder aircraft located beneath own aircraft. Since TCAS II is a vertical-only system, intruder bearing is not used in the computation of the escape or limit maneuver. The omnidirectional antenna must exhibit 50-ohm impedance, and must also exhibit 50-ohm fixed resistance to ground. This is necessary for self-test. This omnidirectional antenna may be identical to that used for the top and bottom antennas connected to the Mode S transponder.
D.
Other Components
In order for the TCAS to make the flight crew aware of potential threats, a number of additional LRUs are used. Their functions are: Aural warnings are sent through the aircraft audio system, and to a dedicated TCAS speaker Traffic Advisories (TAs) are sent to the IC-600 IACs to be displayed on the MFDs Resolution Advisories (RAs) are sent to the IC-600 IACs to be displayed on the PFD VSI display Altitude data originates in the MADCs, is sent to the transponders, and then passes to the TCAS via ARINC 429 TCAS mode, range, and vertical surveillance window mode control is through the RMU Command data from the RMU passes through the diversity Mode S transponder to the TCAS computer unit.
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E.
TCAS/MFD Controls
The TCAS display on the MFD is controlled by the MFD menu. When the MAIN menu is displayed, pressing the button beneath the TCAS legend will toggle the TCAS zoom window on and off. TCAS modes are displayed anytime TCAS is selected for display. Selection of TCAS display ON will override any other displays in the area used by the zoom window. The TCAS display may further be selected for either full time display, or "pop-up" display. In the pop-up mode, there is no display unless a traffic advisory or resolution advisory has occurred. See paragraph 2.F.(6)(a)2 for specific procedures. Whenever TCAS is selected for display on the MFD, a white range arc is displayed, with the range, in nautical miles, at the right end of the arc. The display range is selected on the RMU. Available display ranges are 6, 12, 20, and 40 NM. For 6 or 12 mile selections, a ring of 12 small circles (or dots) is displayed around the own aircraft symbol. The ring is at a radius of 2 nautical miles, and at the clock hour positions When the selected range is 20 or 40 NM, the 2-mile range ring is replaced by a half range arc in addition to the numbered range arc as described above.
F.
TCAS/RMU Controls
The following paragraphs describe each RMU control that is used during TCAS operation (see Figure 2-7-4.) (1) Line Select Key The first push of any line select key moves the yellow cursor to surround the data field associated with that particular line select key. This then electronically connects that data field to the tuning knobs so that the mode or code may be changed. (2) CODE Line Select Key Press this key to place the cursor around the transponder code data line. Now the large outer tuning knob controls the left two digits, and the smaller inner knob controls the right two digits. Since only one transponder can operate at a time, both RMUs will be displaying the same transponder information. Therefore, if a code or mode is changed on one RMU, the other RMU will track it. Since the other RMU is being tuned by a remote source, the data changed will appear in yellow. Press and hold this key for more than 2 seconds to change the code to that which was stored in the memory. To store a code in memory, dial the desired code within the cursor and then press the STO key. The stored code will remain in memory during recall and during power down.
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(3)
MODE Line Select Key Pressing this key moves the cursor to the mode line and enables several functions. Press this key again to toggle between standby and the last active mode. With the cursor at the mode line and an active mode selected, press the 1/2 key to toggle between transponder 1 active and transponder 2 active. Twist either tune knob to change the active mode. The available selections are: ATC ON, ATC ALT, TA ONLY, TA/RA. If the system does not include two diversity transponders, the TCAS will only be active when the diversity transponder is selected as active. In this case, the 1/2 button will also cause the banner line to change from ATC/TCAS (when the diversity transponder is selected as active) to ATC (when the non-diversity transponder is selected as active).
Additionally, when the non-diversity transponder is selected to active and the banner line shows ATC, only the ATC ON and ATC ALT operational modes may be selected. The third data line in this window displays either the Flight ID number or error messages, as appropriate.
PHOTO SENSOR
COM 1
NAV1
CURSOR
123.20 131.27
MEMORY-3 ATC/TCAS
110.30 109.35
MEMORY-1 ADF1
TRANSFER ("FLIP-FLOP") KEY
1471
1 TA/RA
TCAS DSPY 1
162.5
ADF
LINE SELECT KEY
RANGE:
6 NORMAL
TUNING KNOBS
FUNCTION KEYS
SQ ID DIM PGE 1/2 TST STO DME
TUNE
AD-51053@
Figure 2-7-4. Typical RM-855 Radio Management Unit (RMU)
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(4)
RANGE Line Select Key Press this key to move the cursor to this line. Press this key again or twist either tuning knob to select the TCAS display range. Available selections are 6, 12, 20, and 40 NM. The 2-mile range ring will be displayed proportional to the range selected. When the range is 20 or 40 NM, the 2-mile range ring is removed and a half-range arc will be added within the full range arc.
(5)
SURVEILLANCE WINDOW Line Select Key Press this key to move the cursor to this line. Press this key again or twist either tuning knob to select one of the following surveillance window sizes: NORMAL, which is 2700 feet above own aircraft and 2700 feet below own aircraft ABOVE, which is 7000 feet above own aircraft and 2700 feet below own aircraft BELOW, which is 2700 feet above own aircraft and 7000 feet below own aircraft.
These selections are determined by the flight crew, depending on the vertical path of the aircraft. NORMAL would be selected during level flight. ABOVE or BELOW would be selected during high rate climbs or descents. The results of these two key selections will be seen on each TCAS display separately. In normal operation, RMU No. 1 will select these functions for the left side TCAS display and RMU No. 2 will select for the right side TCAS display. If either RMU is in the cross-side control mode (with magenta banner lines) that RMU will control the cross-side display, just as all other cross-side controls. Additionally, the digit in the banner line (TCAS DSPY 1 or 2) indicate which side MFD display will be effected by the above described key press selections. (6) PGE Key Pressing the PGE key will bring up the RMU Page Menu. Full details of this page are in SECTION 2, CHAPTER 7. Only those functions associated with TCAS are covered here. (a) ATC/TCAS Line Select Key Pressing the ATC/TCAS line select key will display the ATC/TCAS Control Page. There are three function select lines and one data line on this page. 1 INTRUDER ALTITUDE: (function select) Pressing either of the adjacent line select keys will select FL. Press this key again will select REL. If no keys are pressed, the intruder altitude will revert to REL after approximately 20 seconds. For a description of these selections, refer to paragraph 3.C.(4).
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TA DISPLAY: (function select) a AUTO - Traffic targets displayed only when a TA or RA target condition exists. MANUAL - All traffic targets are displayed within the viewing airspace.
b 3
FLIGHT ID: (function select) On this line, the Flight ID number may be entered, changed or cleared. NOTE: The ATC FLIGHT ID function is designed for use by the airlines. In the Embraer 145, this function should be enabled. In the event that it is inadvertently disabled, the flight ID display line at the bottom of the transponder window on the main page will be absent.
Press the line select key next to the FLIGHT ID data line to place an underline cursor beneath the first character in the ID. The large tune knob moves the underline cursor from character to character. The small tune knob inputs the alphabetic or numeric character. Clockwise rotation of the knob will increment through the alphabet, then numerically from 0 to 9, and then a blank. Counterclockwise rotation decrements the selected character. The blank is only available for the rightmost character. 4 FLIGHT LEVEL: (data) This line displays the uncorrected altitude of own aircraft as is being reported by the active transponder. The number indicates the air data computer from which the active transponder is obtaining its altitude information. The uncorrected altitude in this example is 22,500 feet above mean sea level, as referenced to a barometric standard of 29.92 inches of mercury, or 1013.2 hectopascals. COM option straps and the MADC reversionary switch position determines the on-side/off-side configuration. (b) MAINTENANCE Line Select Key (On ground ONLY) Pressing the MAINTENANCE line select key and then the RMU SETUP line select key will display the RMU SETUP page. On this page, ATC FLIGHT ID may be disabled, and therefore not transmitted in the Mode S replies. When ATC FLIGHT ID is disabled, the FLIGHT ID legend is not shown on the ATC/TCAS Control Page nor on the Main Operating page.
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G.
TCAS Mode Annunciations

TCAS mode annunciations are displayed on the PFD and on the MFD, when the TCAS display is active. (1) On the PFD, the mode annunciation is above and to the left of the vertical speed display. The annunciations are as follows: TCAS OFF - TCAS is not active TCAS TEST - TCAS TEST is active TCAS FAIL - TCAS Computer Unit has detected a fault TA ONLY - Traffic Advisory ONLY mode is active TCAS - TCAS is selected for display, and none of the above annunciations are active RA FAIL - TCAS Computer Unit is incapable of giving Resolution Advisories TCAS INOP - TCAS is not enabled, but is strapped.
(2)
On the MFD the annunciation is in the upper left-hand corner of the zoom window. The annunciations are as follows: TCAS OFF - TCAS is not active TCAS TEST - TCAS TEST is active TCAS FAIL - TCAS Computer Unit has detected a fault TA ONLY - Traffic Advisory ONLY mode is active TCAS - TCAS is selected for display, and none of the above annunciations are active.
In TCAS AUTO the Traffic Advisory Display "Pop-up" mode is active.
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3.
Operation
The TCAS computer unit (CU) interrogates Mode A/C/S transponders on aircraft in the vicinity and listens for the transponder replies. By computer analysis of these replies, the CU determines which aircraft represent potential collision threats and provides appropriate display indications (or advisories) to the flight crew to ensure vertical separation. Vertical separation is based upon predictions from own aircraft altitude data and intruder altitude data supplied to the CU. The appropriate maneuver is one that ensures adequate vertical separation while causing the least deviation of the TCAS equipped aircraft from its current vertical path. If the threat aircraft is itself equipped with TCAS II, a coordination procedure via the air-to-air Mode S data link is performed before displaying the advisory to the flight crew. This procedure assures that the advisories in each aircraft are compatible. TCAS is designed to act as a backup to the air traffic control (ATC) system and the see and avoid concept. TCAS has a surveillance volume defined by a minimum horizontal radius of 14 nautical miles and a minimum vertical range of 12,700 feet. TCAS continually interrogates transponders in that airspace, processes their replies, and tracks their flightpaths. Flightpaths that are predicted to penetrate a collision area surrounding the TCAS aircraft are annunciated both aurally and visually. The physical dimensions of the collision area are time-based and vary as a function of horizontal and vertical closure speeds (Range Rate and Altitude Rate) and horizontal and vertical distances (Range and Altitude) between the TCAS aircraft and the intruder aircraft.
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A.
TCAS Computer Unit Interface

See Figure 2-7-5. The interface connections into and out of the TCAS computer unit are the following: The RSB connections are not shown on this diagram. They are shown in SECTION 2.6. Command data into and reply data out of the TCAS computer unit is via ARINC 429 links with the diversity Mode S transponders in the COM units. Own aircraft altitude is supplied by the air data computer via ARINC 429. It is received by the transponder in the COM unit, which then sends the air data to the TCAS CU via the ARINC 429 link described above.
NOTE:
The mutual suppression bus connects all of the transponders, DME modules, and the CU together so as to prevent them from interfering with each other. Weight-On-Wheels (WOW) is at ground when the aircraft is on the ground, and is used to determine the start and end of a flight leg for fault recording. Input power is 115 VAC. Landing gear down is used in conjunction with WOW for some maintenance tests, which are further described in SYSTEM TEST AND FAULT ISOLATION, SECTION 7. Radio altitude and radio altitude valid are input to the CU for inhibiting certain advisory commands below 1000 feet above ground level (AGL) and again below 400 feet AGL. The 8 ohm analog audio output is fed to the dedicated TCAS Speaker in the cockpit. ARINC 429 display data No. 1 is fed to the pilots IC-600 IAC where it is further sent to the EDS for display. The rack-mounted cooling fan operates on 115 V ac, which comes from the CU at all times that power is applied. Aural Advisory discretes are sent to the aircraft audio system, where it is used to generate significant audio tones. ARINC 429 display data No. 2 is fed to the copilots IC-600 IAC where it is further sent to the EDS for display. The 600 ohm analog audio output is fed to the aircraft Aural Warning Unit.
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B.
TCAS ARINC 429 Output Data

Refer to Tables 2-7-3 thru 2-7-5. The TCAS Computer transmits ARINC 429 high speed output data to both IACs as listed in the following table. The data is separated in the IACs for the PFDs (RA) or MFDs (TA).
Table 2-7-3. RT-910 TCAS Computer ARINC 429 Output Data Table Parameter/Signal Name Control Panel Set Altitude Select TCAS Mode/Sens Intruder Range * Intruder Altitude * Intruder Bearing * Own Aircraft Altitude Vertical RA Horizontal RA Select TCAS Sensitivity Maintenance STX Data Characters EOT RTS/ETX Equipment ID Label 013 015 016 130 131 132 203 270 271 274 350 356 356 356 357 377 2-3 Hz 2-3 Hz 2-3 Hz 2 Hz 2-3 Hz 2-3 Hz 2-3 Hz Rate
NOTE: * Labels 130, 131 and 132 are repeated for each successive intruder for display.
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The TCAS Computer also transmits ARINC 429 high speed output data to the Mode S Transponder as listed in Table 2-7-4. This data is for coordination with other TCAS II equipped aircraft.
Table 2-7-4. RT-910 TCAS Computer-To-Mode S Transponder Data Table Parameter/Signal Name Control Panel Set Altitude Select TCAS Mode/Sens Own Aircraft Altitude Vertical RA Horizontal RA Label 013 015 016 203 270 271 272 273 Select TCAS Sensitivity 274 275 276 277 Maintenance 350 2-3 Hz 2 Hz 2-3 Hz 2-3 Hz Rate
The Mode S Transponder transmits ARINC 429 high speed output data to the TCAS Computer as listed in Table 2-7-5. This data is for coordination with other TCAS II equipped aircraft.
Table 2-7-5. RCZ-851E Communications Unit-To-TCAS Computer Data Table Parameter/Signal Name Label 273 Select TCAS Sensitivity 274 275 2-3 Hz Rate
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ARINC 429 TX CO-ORD OUTPUT ARINC 429 XT CO-ORD INPUT (H) (L) (H) (L)
143J1 55 87 90 104
C143J1 55 87 90 104

(H) (L) (H) (L) ARINC 429 TX CO-ORD OUTPUT ARINC 429 XT CO-ORD INPUT
MUT SUP
94 193J1 RMP LBP RT-910 TCAS COMPUTER UNIT 14F 14G 193J1 RMP RBP
94
MUT SUP
TO ALL L-BAND EQUIPMENT GROUND = AIRCRAFT ON GROUND FROM 115 V AC BUS NO. 1 115 V AC RETURN
FROM GEAR HANDLE SWITCH GROUND = GEAR DOWN
RT-300 RADIO ALTIMETER R/T NO. 1
20J1
AUXILIARY (H) X OUTPUT (L) N VALID Y
(H) ARINC 429 #1 ARINC 429 #2 (H) 14H CO-ORD INPUT (L) 14J (L) CO-ORD INPUT 15J (H) ARINC 429 #1 ARINC 429 #2 (H) 14A CO-ORD OUTPUT (L) 14B 15K (L) CO-ORD OUTPUT PROGRAM COMMON 6K 12 MUTUAL SUPPRESSION RA SELF-TEST MONITOR INHIBIT 4G 5K W.O.W. 7E 1 (H) 115 V AC ENABLES TA & RA 7J 7 (C) INPUT POWER OUTPUT TO IACS 13E LDG GEAR DISCRETE 13F 14C EFIS OUTPUT ENABLE 12C 3A RADIO (H) ALTITUDE (L) 3B +28 = VALID 3C 2H (H) RADIO 2J (L) ALTITUDE 2K +28 V = VALID
C20J1
RT-300 RADIO ALTIMETER R/T NO. 2
X (H) AUXILIARY OUTPUT N (L) Y VALID
AUDIO SYSTEM TCAS SPEAKER

(H) (L) 2F 2G (H) (L) PREVENTIVE AURAL CORRECTIVE ADVISORIES 8 OHM TRAFFIC AUDIO OUTPUT 1K 1F 2A
SIGNAL GROUND C190J2B
IC-600 IAC NO. 1

TA/RA DISPLAY DATA
190J2B (H) 29 (L) 30 7C 7D (H) (L) TA/RA #1 DISPLAY DATA ARINC 429 TA/RA #2 (H) 7G DISPLAY DATA (L) 7H
IC-600 IAC NO. 2

TA/RA DISPLAY DATA
29 (H) 30 (L)
11
CHASSIS GROUND 600 OHM (H) 3F AUDIO OUTPUT (L) 3G
RT-910 MOUNTING RACK FAN

115 V AC (H) (L) 5 (H) 9 (L) 115 V AC RACK FAN POWER
AURAL WARNING UNIT

(H) (L)
AD-49870-R1@
NOTE: ALTITUDE DATA FROM MADC TO COMM UNIT VIA ARINC 429.
Figure 2-7-5. TCAS Computer Unit Interface Diagram
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C.
TCAS Displays
TCAS operational displays are divided into two distinct advisories. These are traffic advisories (TAs) and resolution advisories (RAs). (1) Traffic Advisories (See Figures 2-7-6 and 2-7-7.) TAs are announced aurally and are shown on the multifunction displays (MFDs) when selected by the flight crew. The flight crew uses this information only as an aid to visually locate the intruder in order to avoid a conflict. The TA display includes the range and bearing of the intruder relative to the TCAS aircraft. If the intruder is equipped with altitude reporting capability, intruder altitude is displayed either as altitude relative to the TCAS aircraft or as uncorrected altitude of the intruder. The TCAS TA displays use color-coded symbols and data tags to map air traffic and local threat aircraft on the MFD. Four traffic symbols are used: solid circle, solid square, solid diamond, and hollow diamond. A different color is assigned to each symbol type, as listed in Table 2-7-6. Table 2-7-6. MFD/TCAS Symbology Graphic Symbol Solid Square Solid Circle Solid Diamond Hollow Diamond Color Red Amber Blue Blue Display Function Resolution Advisory (RA) Traffic Advisory (TA) Proximate Traffic Other Traffic
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MAP/PLAN DISPLAY AREA

TCAS MODE ANNUNCIATIONS (TCAS TEST-AMBER) TCAS FAIL-AMBER) TCAS OFF-WHITE) TA ONLY-WHITE) TCAS-WHITE) OFF-SCALE INTRUDER
TCAS TEST ABV FL -12
RA NO BRG TA NO BRG
TCAS RANGE SCALE (WHITE)
-10 -05
RA SYMBOL (RED) OA SYMBOL (CYAN)
6
TCAS ZOOM WINDOW (DIM-WHITE)
+20
00
PA SYMBOL (CYAN)
AIRPLANE SYMBOL (WHITE)
2 NM RANGE RING (WHITE)
TA SYMBOL (AMBER)
AD-51321@
Figure 2-7-6. TCAS MFD Symbology (Sheet 1)
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MAP/PLAN DISPLAY AREA
ABOVE/BELOW DISPLAY MODE (WHITE)
TCAS TEST ABV FL
RA NO BRG TA NO BRG
RA NO BEARING DISPLAY (RED)
TA NO BEARING DISPLAY (AMBER)
ABSOLUTE ALTITUDE ANNUNCIATION (WHITE
25 -12 -05 00 00
TCAS RANGE DIGITAL READOUT (WHITE) VERTICAL SENSE ARROW
TCAS SCALE HALF-RANGE ARC (WHITE)

RELATIVE ALTITUDE DISPLAY
AD-51320@
Figure 2-7-7. TCAS MFD Symbology (Sheet 2)
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(2)
Resolution Advisories (See Figure 2-7-8.) RAs are also announced aurally and are shown on the primary flight displays (PFDs) as part of the Vertical Speed Indicator (VSI), whenever the TCAS computer detects an imminent collision. The flight crew follows these commands unless they have certain knowledge that doing so will jeopardize the continued safety of the flight. (a) Traffic Advisory Colors 1 Red Represents an immediate threat to a TCAS-equipped aircraft. Prompt action is required to avoid an intruder. This color is only used in conjunction with an RA. 2 Amber Represents a moderate threat to a TCAS-equipped aircraft. A visual search is recommended to prepare for intruder avoidance. Amber is used only in conjunction with a TA. 3 Cyan Represents proximate traffic and other traffic that the TCAS surveillance logic has in its track file. 4 White Used only for mode annunciations and for reference graphics, including own aircraft position, range ring, etc. (b) Traffic Identification 1 Resolution Advisory Intruder aircraft entering the warning area, 15 to 35 seconds from the TCAS II collision area, are represented as a solid red square. This type of traffic will result in an RA. 2 Traffic Advisory Intruder aircraft entering the caution area, 20 to 48 seconds from the TCAS II collision area, are represented as a solid amber circle. This type of traffic will result in a TA. 3 Proximate Traffic Aircraft within display range and within the selected vertical window are represented as a solid cyan diamond. Proximate traffic is shown to improve situational awareness in the event of a potential conflict with higher priority RA or TA aircraft.
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TCAS TEST
TCAS MODE ANNUNCIATIONS (TCAS TEST-AMBER) (TCAS FAIL-AMBER) (TCAS OFF-WHITE) (RA FAIL-AMBER/RED) (TCAS INPO-WHITE)
2 1 0 1 2
3
TCAS "FLT-TO" ZONE BAND (GREEN) VERTICAL SPEED IN RED BAND (POINTER-RED) DIGITS-RED) NOT IN RED BAND (POINTER-WHITE) (DIGITS-WHITE) TCAS RA BAND (RED)
1000
3
Figure 2-7-8. TCAS PFD Symbology
AD-51322@
Other Traffic Any transponder-replying traffic that is not classified as an intruder or proximate traffic, is within the display range, and is within the selected vertical window are represented as hollow cyan diamonds (only in view when no RA or TA is in progress). The predicted flight paths of proximate traffic and other traffic do not penetrate the collision area of the aircraft.
(c)
Data Tags Two styles of data tags may be displayed on the MFD. The style displayed is determined by the RMU selection of ALT:REL or ALT:FL. Refer to paragraph 3.E.(6)(a) for selection procedure. When ALT:REL is selected, a data tag , made up of a 2-digit number and a plus (+) or a minus (-) sign, appears either above or below the intruder aircraft symbol and represents the relative altitude of the intruder, in hundreds of feet, as referenced to the TCAS equipped aircraft (+ means that the intruder is above the TCAS equipped aircraft, and - means that the intruder is below). The data tag may also include a vertical arrow. If the arrow is pointing upward, it means that the intruder aircraft is climbing at a rate greater than 500 feet per minute (fpm) and if the arrow is pointing down, the intruder is descending at a rate greater than 500 fpm. The data tag appears in the same color as the advisory. When ALT:FL is selected, the data tag is made up of a 3-digit number, which represents the intruders reported uncorrected altitude in hundreds of feet above mean sea level.
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D.
TCAS Display Logic

(1) Traffic Advisory (TA) Logic TCAS monitors a time-based dimension of a caution area that extends 20-48 seconds from the time the intruder is predicted to enter the TCAS aircrafts collision area. Should an intruder aircraft enter this caution area, traffic information in the form of a traffic advisory (TA) is issued by the TCAS computer. This information is conveyed to the flight crew via the MFD as described in paragraph 3.B.(1)(a). (2) Resolution Advisory (RA) Logic TCAS also monitors a time-based dimension of a warning area that extends 15-35 seconds from the time the intruder is predicted to enter the TCAS aircrafts collision area. Should an intruder enter this warning area, an escape strategy in the form of a resolution advisory (RA) is issued by the TCAS computer. This information is conveyed to the flight crew via the VSI as described in paragraph 3.B.(1)(b). The appropriate intruder TA display symbol on the MFD changes to a red square.
E.
TCAS Preflight Test

Basic TCAS operating procedures on the ground include preflight test, TCAS activation before takeoff, and TCAS deactivation after landing. In-flight procedures are contained in the pilots manual. The Pilot-Activated Self-Test (PAST) feature is a convenient way to test the TCAS system before takeoff. NOTE: PAST can be initiated at any time, on the ground or in flight, either active or in standby. If while in flight, TAs or RAs occur during self-test, the test will abort and the advisories will be processed and displayed as appropriate.
(1)
Activate TCAS On the RMU, select the transponder which will cause the banner line to display ATC/TCAS and place it in an active TCAS mode.
(2)
Activate TCAS Display (a) (b) From the MAIN 1/2 MFD menu, select MFD SETUP. From the MFD SETUP menu, toggle TRAFFIC ON.
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(3)
Self-test (a) (b) (c) Press a line select key to place the cursor in the bottom left window. Press and hold the TST key. Observe the following: 1 2 Aural annunciation TCAS TEST is heard Both VSIs display red and green resolution advisory overlay indicating "dont descend, dont climb > 2000 ft/min" advisory.
(d)
The on-side MFD will display the following test pattern: An RA at 3 oclock, 2 NM, 200 feet above, in level flight A TA at 9 oclock, 2 NM, 300 feet below, climbing A PA at 3.6 NM, 33 degrees right of the aircraft heading (approximately 1 oclock), 1100 feet below, descending A non-threat intruder at 3.625 NM, 33.75 degrees left of aircraft heading (approximately 11 oclock), 2000 feet above, in level flight TCAS TEST annunciation on PFD and on MFD.
(e)
After 8 seconds, aural annunciation TCAS PASS is heard, and the test patterns are replaced by normal VSI and MFD displays. If self-test fails, TCAS TEST FAIL is announced aurally and TCAS FAIL appears on the PFD and on the MFD.
(f)
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4.
Fault Monitoring
The TCAS II is programmed to perform automatic self-tests at power-on and during operation. The tests performed include power on self-test, continuous self-test and commanded self-test.
A.
Fault Detection
The CU detects system faults and reports them on its front panel lamp display. Its flight leg memory stores system status and fault information for 10 consecutive flight legs. A flight leg is the interval between weight-off-wheels and weight-on-wheels during which TCAS is operative. By recalling the stored data, ground maintenance personnel can evaluate in-flight performance on the ground and fault isolate a current or previous failure to a specific LRU or LRU interface.
B.
Fault Indications
Fault indications are presented on both the PFDs and the MFDs. In both cases, the message TCAS FAIL will be displayed as described in paragraph 2.G.(2). The traffic advisory and resolution advisory displays will be removed.
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SECTION/PARAGRAPH/TITLE 2.8 FLIGHT MANAGEMENT SYSTEM (FMS) - Optional . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . A. NZ-2000 Navigation Computer . . . . . . . . . . B. IM-803 Configuration Module . . . . . . . . . . . C. CD-810 Control Display Unit . . . . . . . . . . . D. DL-900 Data Loader . . . . . . . . . . . . . . . . . . 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. FMS Interface Diagram . . . . . . . . . . . . . . . B. FMS ARINC 429 Input/Output Data . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . A. PFD Indications . . . . . . . . . . . . . . . . . . . . B. MFD Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-8-1 2-8-1 2-8-2 2-8-2 2-8-4 2-8-5 2-8-10 2-8-11 2-8-13 2-8-14 2-8-19 2-8-19 2-8-21
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FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure 2-8-1. 2-8-2. 2-8-3. 2-8-4. 2-8-5. 2-8-6. 2-8-7. NZ-2000 Navigation Computer . . . . . . . . IM-803 Configuration Module . . . . . . . . . CD-810 Control Display Unit . . . . . . . . . . DL-900 Data Loader (Access Door Open) FMS Interface Diagram . . . . . . . . . . . . . . PFD FMS Failure Indications . . . . . . . . . MFD FMS Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . . 2-8-2 . . 2-8-4 . . 2-8-5 . 2-8-10 2-8-17/18 . . 2-8-20 . . 2-8-22
List of Tables
TABLE/TITLE NZ-2000 Navigation Computer Leading Particulars . . . . . . . IM-803 Configuration Module Leading Particulars . . . . . . . CD-810 Control Display Unit Leading Particulars . . . . . . . . DL-900 Data Loader Leading Particulars . . . . . . . . . . . . . . FMS Navigation Computer ARINC 429 Output Data Table . . FMS Navigation Computer Unused ARINC 429 Output Data Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 2-8-7. IAC to Navigation Computer ARINC 429 Input Data Table . . Table 2-8-8. PFD Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 2-8-9. MFD Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . Table Table Table Table Table Table 2-8-1. 2-8-2. 2-8-3. 2-8-4. 2-8-5. 2-8-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . 2-8-3 . 2-8-4 . 2-8-6 2-8-10 2-8-14 2-8-15 2-8-16 2-8-19 2-8-21
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SECTION 2.8 FLIGHT MANAGEMENT SYSTEM (FMS) - Optional
1.
General
The PRIMUS 1000 Integrated Avionics System installed in the Embraer 145 aircraft includes an optional flight management system (FMS). The primary function of the FMS is to provide high accuracy lateral and vertical navigation from any point in the world, to any other point in the world. The FMS provides many additional functions such as; remote radio tuning, flight plan building and storage, waypoint creation and storage, and information on NAVAIDs and earth reference points, such as airports, named intersections, VOR/DMEs, runways, and routes. To accomplish this function, the FMS navigation computer must calculate and maintain an accurate position. Although the FMS interfaces with a variety of short range and long range sensors, the sensors themselves are not part of the FMS. These sensors include VOR, DME, AHRS, and GPS. Each sensor has individual characteristics which allow sensors to complement each other. For example, the AHRS has very good short-term accuracy, but has poor long-term accuracy, while DME has good long-term accuracy but has poor short term accuracy. By using a weighted average of the sensor inputs, the navigation computer can generate an FMS position which is as accurate as any single sensor under any given condition. Control of these sensors is managed through the Control Display Unit (CDU) which is described later. The lateral navigation function of the FMS may be considered an area NAV system (RNAV). Its fundamental purpose is to provide navigation information relative to selected geographic points. Navigation management allows the pilot to define a route from aircraft present position to any point in the world. The FMS will output advisory information and steering commands to allow the pilot or the autopilot to guide the aircraft along the desired route. Routes are defined from aircraft present position to a destination waypoint, via a great circle route or a series of great circle legs, defined by intermediate waypoints. The FMS has in its memory two databases. A navigation database that contains data on NAVAIDs, airports, and airways and is updated every 28 days and a custom database that the pilot uses to create and store flight plans and waypoints. The custom database is not updated on any scheduled basis. The optional installation consists of the following LRUs: One NZ-2000 Navigation Computer One CD-810 Control Display Units (CDUs) One IM-803 Configuration Module One DL-900 Data Loader.
For full operational information on the FMS, refer to Honeywell Pub. No. 28-1146-043, FMZ-Series Flight Management System Pilots Manual.
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2.

A. NZ-2000 Navigation Computer
Figure 2-8-1 shows a graphical view of the NZ-2000 Navigation Computer. Table 2-8-1 provides items and specifications that are particular to the computer.
AD-39956@
Figure 2-8-1. NZ-2000 Navigation Computer
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Table 2-8-1. NZ-2000 Navigation Computer Leading Particulars Item Dimensions (maximum): Length ................. 17.25 in. (438.2 mm) 2.28 in. (57.9 mm) 7.62 in. (193.5 mm) 7.94 lb (3.17 kg) Specification
Width . . . . . . . . . . . . . . . . . . Height . . . . . . . . . . . . . . . . . . ....................
Weight
Power Requirements: Continuous . . . . . . . . . . . . . . Surge . . . . . . . . . . . . . . . . . . 28 V dc, 48 W (nom) 28 V dc, 55 W (max) None
User Replaceable Parts . . . . . . . . . Mating Connector: J1 . . . . . . . . . . . . . . . . . . . . .
Cannon Part No. DPX2-A106P-A106P-33B-0068 Tray, HPN 7020157-901
Mounting . . . . . . . . . . . . . . . . . . .
The navigation computer receives its FMS command data from: CD-810 Control Display Unit (CDU).
The navigation computer receives its FMS input data from: AH-800 AHRU and AZ-850 MADC via ARINC 429 RNZ-851 NAV Unit via CSDB DL-900 Data Loader via RS-422 Global Navigation System Sensor Unit (GNSSU) via ARINC 429 Both IC-600 IACs.
The navigation computer contains the necessary power supplies, electronics, and database memory to receive and process sensor input information, to provide highly-accurate present-position information to the flight crew. Additionally, the navigation computer has the ability to remotely tune all the radios on the aircraft, as well as provide a means for the flight crew to create and store waypoints and flight plans. Radio tuning command data is via a CSDB link between the navigation computer and the RMUs. The data is then sent to the remote units via RSB. The data transfer link between the CDU and the NZ-2000 is over an RS-422 private line interface. The FMS does not display navigation maps on the CDU, however, the FMS is the source of map data for EDS displays.
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B.
IM-803 Configuration Module

Figure 2-8-2 shows a graphical view of the IM-803 Configuration Module. Table 2-8-2 provides items and specifications that are particular to the module.
AD-42378@
Figure 2-8-2. IM-803 Configuration Module Table 2-8-2. IM-803 Configuration Module Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Length ...................................... 0.98 in. (24.98 mm) 4.52 in. (114.8 mm) 6.83 in. (173.5 mm) 0.6 lb (0.27 kg) Supplied by NZ-2000 None Cannon DEMF-9S Four Mounting Screws Specification
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Navigation Computer (NZ) has a number of options which may be selected by the installer by means of configuration straps. These straps are located on a printed wiring assembly which is contained within the IM-803 Configuration Module, and are aircraft unique. Strap programming procedures are covered in SECTION 4 - MAINTENANCE PRACTICES in this manual.
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C.
CD-810 Control Display Unit

Figure 2-8-3 shows a graphical view of the CD-810 Control Display Unit. Table 2-8-3 provides items and specifications that are particular to the unit.
PHOTO SENSOR ANNUNCIATORS PHOTO SENSOR
DSPLY
DR
DGRAD
MSG
OFFSET
APRCH
CRT DISPLAY
ACTIVE FLT PLAN

DEST
1/5
RIGHT LINE SELECT KEYS FUNCTION KEYS MODE KEYS
BRT
LEFT LINE SELECT KEYS
MLF
02 93.NM
KSLC
61 16/492 456
ARRIVAL
SLC
348 4.NM
KSLC
ARM ALTN
SCRATCHPAD MODE KEYS
PERF NAV PREV NEXT FPL
PROG
DIR
BRIGHTNESS CONTROL
A G
ALPHA-NUMERIC KEYS
B H N S X
C I O T Y
D J P U Z
E K Q V
DEL
F L R W
CLR
1 4 7
2 5 8 0 /
3 6 9
FUNCTION KEYS
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Figure 2-8-3. CD-810 Control Display Unit
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Table 2-8-3. CD-810 Control Display Unit Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . . . . . . . . . . . Length (from rear of bezel) . . . . . . . . . . 7.5 in. (190.5 mm) 5.75 in. (146.1 mm) 10.0 in. (254.0 mm) 12.7 lb (5.76 kg) Specification
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Requirements: Primary . . . . . . . . . . . . . . . . . . . . . . . . Lighting . . . . . . . . . . . . . . . . . . . . . . . .
28 V dc, 46 W (max) 28 V dc, 13 W (max)
User Replaceable Parts: Knob, Brightness Control . . . . . . . . . . . Setscrew, 4-40 X 1/8-inch . . . . . . . . . . . HPN 7008508 MS51021-9, HPN 0455-128
Mating Connector: J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F22-55SX Standard Dzus Rail
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . .
The CDU consists of a keyboard, a color cathode ray tube (CRT) display, and the electronics required to communicate with the navigation computer. The CDU provides the primary means for pilot input to the system. It also provides output display for the navigation computer. The CDU utilizes a full alphanumeric keyboard, as well as decimal, dash, and slash. Four line selection keys are provided on each side of the CRT. Seven function keys are provided to allow direct access to specific display pages. Annunciators are located in the top of the bezel to advise the pilot of the systems status. The CRT in the CDU has nine lines of text, 24 characters long. The top line of the CDU display is dedicated as a title line and the bottom line is used as a scratchpad and to display messages. A manual dimming knob is used for long-term dimming adjustments, while ambient light sensors are used for short-term display brightness adjustments under varying cloud/sunlight conditions. The use of colors on the CDU is designed to highlight important information. Color assignments are coordinated as much as possible with the electronic display system (EDS).
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(1)
CDU Color Assignments The following general rules are used for assigning colors: Vertical - Cyan (blue) Lateral - Green FROM Waypoint - Yellow TO Waypoint - Magenta Prompts and Titles - White Flight Plan Names - Orange Index Selections - Green.
(2)
Scratchpad The bottom line of the CRT is the scratchpad, which provides a working area for the pilot to enter data and/or verify the data before line selecting it to the desired position on the display. The scratchpad also allows advisory and alerting messages to be displayed to the pilot. Alphanumeric entries are made to the scratchpad via the keyboard. As each key is depressed, that character is displayed in the scratchpad. Information in the scratchpad does not affect the FMS until it is line key selected to a line on the display.
(3)
Line Select Keys There are four line select keys on each side of the CRT display. Data may be selected from the scratchpad to a line, or from a line to the scratchpad through the use of these keys.
(4)
Function Keys (a) Clear Key (CLR) This key has the following functions: When a message is present in the scratchpad, depressing the CLR key clears that message When an entry beginning with an asterisk (*) or (#) is in the scratchpad, depressing the key removes the entire entry When an alphanumeric entry is in the scratchpad, one character at a time is cleared from the scratchpad (from right to left) for each time the button is depressed When an alphanumeric entry is in the scratchpad and the CLR key is held down, the first character is cleared. After approximately a 1/2 second has passed, characters will be cleared for as long as the CLR key is held down.
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(b)
Delete Key (DEL) The delete key has one function. When there is no message in the scratchpad and the DEL key is depressed, *DELETE* will appear in the scratchpad. This may now be line selected to delete waypoints and other data displayed in the CRT data fields. When there is a message displayed, the delete operation is inhibited. *DELETE* is also used to return to default values after entries have been made.
(c)
Performance Key (PERF) Depressing the PERF function key enables the pilot to access the performance index. The pilot may select any of the PERF submodes by depressing the appropriate line select key.
(d)
Navigation Key (NAV) Depressing the NAV function key enables the pilot to access the NAV index page. The pilot may select any of the NAV submodes by pressing the appropriate line select key.
(e)
Flight Plan Key (FPL) Pressing the FPL key displays the first page of the active flight plan. If there is no flight plan currently entered, the pilot may manually enter a flight plan, load a flight plan from a diskette, or select a stored flight plan.
(f)
Progress Key (PROG) Depressing the PROG key displays the first of the progress pages. The first progress page displays the ETE, distance to, and fuel projections for the TO waypoint and destination; the current NAV mode; the number of long range NAVs used and the NAVAIDs that are currently tuned for radio updating.
(g)
Direct TO/Intercept Key (DIR) Depressing the DIR function key displays the active flight plan with the DIRECT, HOLD, and INTERCEPT prompts.
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(5)
Annunciators The six annunciators located at the top of the CDU operate independently from the CRT and keyboard. Illumination of the annunciators is initiated by the navigation computer. Except for the display (DSPLY) annunciation, an annunciation is also provided on the PFD. The two colors used for the annunciations are white and amber. White indicates an advisory annunciation, while amber indicates an alerting annunciation.
(6)
Brightness Control Brightness control is provided for the CDU CRT display in order to maintain readability under dim light, as well as direct sunlight. This is accomplished in two ways: Manually by the brightness knob Automatically by photosensors.
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D.
DL-900 Data Loader

Figure 2-8-4 shows a graphical view of the DL-900 Data Loader. Table 2-8-4 provides items and specifications that are particular to the data loader.
AD-29793@
Figure 2-8-4. DL-900 Data Loader (Access Door Open) Table 2-8-4. DL-900 Data Loader Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.24 in. (56.90 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 in. (146.05 mm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.00 in. (203.20 mm) Specification
Weight
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 lb (1.36 kg) . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 9 W (max) . . . . . . . . . . . . . . . . . . . . . . . . None
Power Requirements
User Replaceable Parts Mating Connector:
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F16-26S
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The DL-900 Data Loader is used to transfer navigation related data to the FMS navigation computer. The DL-900 uses 3.5-inch diskettes and has an RS-422 interface with the navigation computer. (1) Navigation Database Loading The DL-900 Data Loader provides transfer of data derived from the Jeppesen database. This data includes NAVAIDs, waypoints, airports, runways, procedures, and jet routes. The database is updated every 28 days. (2) Flight Plan Loading The DL-900 Data Loader also has the capability of interfacing with a Lockheed Jet Plan Computer or equivalent. This allows the pilot the option of loading a flight plan from a diskette. (3) GNSSU Software Loading The DL-900 Data Loader also has the capability of interfacing with the optional Global Navigation System Sensor Unit (GNSSU) for software updates.
3.
Operation
Full information on the operation of the FMS, including the CDU and Data Loader, are in Honeywell Pub. No. 28-1146-043, FMZ-Series Flight Management System Pilots Manual. Due to the complexity of the operation, it is not duplicated here. The primary FMS task is to navigate the aircraft along a predefined flight plan. To do this, the FMS receives navigation data from various sensors onboard the aircraft and chooses the sensors providing the most accurate aircraft position. The sensor selections of the FMS in the Embraer 145, listed in priority order are as follows: GPS with RAIM GPS without RAIM DME/DME/GPS VOR/DME/GPS
DME/DME VOR/DME.
The FMS will operate in the highest priority mode supported by the available sensors. In determining the navigation mode, the FMS evaluates the accuracy of each sensor and uses those that will yield the best FMS position.
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The FMS also provides the ability to automatically tune the aircrafts VOR and DME receivers. Calculation of aircraft present position from VOR/DME information requires input of bearing and distance data, as well as knowledge of the stations coordinates in latitude and longitude. The navigation database is periodically used by the navigation computer to find the coordinates and frequency of the high and low altitude VORTAC and VOR/DME stations in the vicinity of the aircraft. When the desired stations are chosen, the frequency is output to the navigation receivers through the RMU. Automatic receiver tuning is operationally transparent to the pilot, other than periodic changes in the receivers displayed frequency and the RMI pointer. Provision is included for remote tuning of the receivers via the CDU, through the PRIMUS II Radio Management Unit (RMU). For remote tuning via the CDU, the pilot can choose to enter the station identifier or frequency. An important part of the navigation computer is the non-volatile memory area or database which contains information on NAVAIDs, airports, and airways. The database is integral to the navigation computer to allow quick access of the stored information. The database is updated every 28 days for accuracy. The database area is also used to store pilot-defined waypoints and flight plans. This "CUSTOM" database is not updated every 28 days. This data stays in memory until changed by the pilot. The navigation database contains the following information: VORs - Worldwide ILS/MLS - Worldwide NDBs - Worldwide Airports - Worldwide (that meet certain criteria) Runways - Worldwide Airways - Worldwide (both high and low altitude) SIDs/STARs - Worldwide (that are published) Approach Waypoints - Worldwide Named Intersections - Worldwide.
The navigation computer provides a lateral steering command to the flight directors in the IACs. This lateral steering command can be manually flown by the pilot or sent to the autopilot for automatic flight path steering. The lateral steering command is proportional to the calculated distance and angle deviation from the desired lateral track.
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A.
FMS Interface Diagram

See Figure 2-8-5. NOTE: All the data buses and their characteristics are covered in SECTION 1 of this manual.
Command data for the FMS NAV Computer originates in the CDU. The data is sent to the navigation computer (NZ). Reply data and display data for the CDU are sent from the NZ to the CDU via another RS-422 data bus. There are five shielded-twisted pairs included in this RS-422 data bus structure. The data loader communicates with the navigation computer via an RS-422 data bus. The navigation computer sends ARINC 429 data to the IACs for display of map data on the PFD and MFD for long-range lateral navigation guidance. This data is also sent to the Ground Proximity Warning System (GPWS). The navigation computer receives data from each IAC on separate ARINC 429 databuses. This data includes such information as the designator latitude/longitude, and fuel flow. The FMS NAV Computer sends command data to the VOR and DME receivers through the RMUs, and reply VOR and DME data is sent back via CSDB. The global navigation system sensor unit (GNSSU) accepts position data from the FMS via an ARINC 429 bus. This data is used in the initialization process and is reported back on an ARINC 429 bus as FMS data. Once the GNSSU enters the navigation mode, the data is reported as GPS data and the FMS then uses the data for its navigation functions. Altitude, true airspeed, and vertical velocity from the MADCs are sent to the FMS via ARINC 429. Heading data is sent from the AHRS to the FMS via ARINC 429. Input/Output (I/O) to the Automatic Flight Information System (AFIS) is also via ARINC 429. Other connections include power and ground which have been discussed previously. Weight On Wheels (WOW) is used by the navigation computer to determine which sensors to use for position updates when on the ground. The navigation computer has a number of options which are selected by the installer by means of configuration straps. These straps are located on a printed wiring assembly which is contained within the IM-803 Configuration Module, and are aircraft unique. Strap programming procedures are covered in SECTION 4, MAINTENANCE PRACTICES, of this manual.
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B.
FMS ARINC 429 Input/Output Data

Refer to Tables 2-8-5, 2-8-6, and 2-8-7. (1) Table 2-8-5 lists the ARINC 429 data that the navigation computer transmits to the IACs. Table 2-8-5. FMS Navigation Computer ARINC 429 Output Data Table Label 075 077 101 114 115 116 117 121 122 147 251 252 275 277 312 315 316 321 326 327 372 373 Label Description WPT/OBS Approach Reference Speed Bug Selected Heading Desired Track Waypoint Bearing Crosstrack Distance Vertical Deviation Roll Steering Pitch Steering Mag-Var Distance Time To Go To/From, APP, XTRK, DGR, DR VNAV Submode Annunciation Ground Speed Wind Speed Wind Direction Drift Angle Lateral Scale Factor Vertical Scale Factor FHDG Submode Characters 1-3 FHDG Submode Characters 4-6
The following labels support map data: 074 113 300 301 302 303 304 305 306 307 310 311 Data Record Header Message Checksum STN Declination, Type and Class Message Characters (7-9) Message Characters (10-12) Message Length/type/number Message Characters (1-3) Message Characters (4-6) NAV/WPT/AP Latitude NAV/WPT/AP Longitude Present Position Latitude Present Position Longitude
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(2)
Table 2-8-6 lists the ARINC 429 data that the navigation computer transmits to the IACs, but are not currently used by the IACs.
Table 2-8-6. FMS Navigation Computer Unused ARINC 429 Output Data Table Label 125 163 204 210 213 260 313 314 320 351 352 371 Label Description Greenwich Mean Time (GMT) Wind On Nose System Altitude True Airspeed Static Air Temperature Date True Track Angle True Heading Magnetic Heading Distance to Destination Time to Destination Equipment Identification
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(3)
Table 2-8-7 lists the ARINC 429 data that the IACs transmit to the navigation computer. Table 2-8-7. IAC to Navigation Computer ARINC 429 Input Data Table
ARINC Label 100 101 102 203 204 205 206 210 211 212 213 270 306 307 320 324 325 333 371 314 030* 030* 031* 031* 032* 032* 034* 034* 247 347* 347* 107 TBD TBD
Parameter Selected Course Selected Heading Selected Altitude Pressure Altitude (from disp ADC) Baro Corrected Altitude (disp ADC) Mach (disp ADC) Indicated Airspeed (disp ADC) True Airspeed (disp ADC) Total Air Temperature (disp ADC) Altitude Rate (disp ADC) Static Air Temperature (disp ADC) DGC Status (IC-600 Status) Designator Latitude Designator Longitude Magnetic Heading (disp AHRS) Pitch Attitude (disp AHRS) Roll Attitude (disp AHRS) Body Normal Accel (prim AHRS) Equipment ID True Heading (disp AHRS) VHF COM Frequency #1 VHF COM Frequency #2 Beacon Transponder Code #1 Beacon Transponder Code #2 ADF Frequency #1 ADF Frequency #2 VOR/ILS Frequency #1 VOR/ILS Frequency #2 Total Fuel Quantity Fuel Flow Engine #1 Fuel Flow Engine #2 Flap Position Bleed States Vmo/Mmo * means transmitted with SDI
Comments Existing/GAMA 429 2nd Ed. Existing/GAMA 429 2nd Ed. Existing/GAMA 429 2nd Ed. Existing/ARINC 429-13 Existing/GAMA 429 2nd Ed. Existing/ARINC 429-13 Existing/ARINC 429-13 Existing/GAMA 429 2nd Ed. Existing/ARINC 429-13 Existing/ARINC 429-13 Existing/GAMA 429 2nd Ed. Non-standard bit pattern Existing/GAMA 429 2nd Ed. Existing/GAMA 429 2nd Ed. Existing/GAMA 429 2nd Ed. Existing/ARINC 429-13 Existing/ARINC 429-13 Existing/ARINC 429-13 Existing/GAMA 429 2nd Ed.
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121J1 A B
NZ-2000 NAVIGATION COMPUTER (Optional)

RS422 RCVR CDU DATA (H) (L) (H) (L) (H) (L)
121J1 A B 1 14 13 26 92 52
120J1 M N S T P R U V
CD-810 CDU NO. 1

(H) (L) (H) (L) (H) (L) (H) (L) (H) (L) RS422 XMTR DATA RS422 RCVR DATA RS422 XMTR CNTL RS422 RCVR CNTL RS422 RCVR CLK
62 49 149J1 18 37 (H) (L) ARINC 429 FMS INPUT NO. 1 149J1
(H) (L) 17 18 (H) (L)
ARINC 429 XMTR GEN BUS NO. 1
RS422 XMTR CDU DATA RS422 RCVR CDU CNTL
GNSSU
(H) 38 (L) 39
ARINC 429 RCVR LTS NO.1
RS422 XMTR CDU CNTL RS422 XMTR CDU CLK
(H) 103 (L) 104 (H) (L) 57 56
W X i
CDU VALID 28
CDU VALID
9J1
MADC NO. 1
ARINC 429 N O. 4 OUT
(H) 68 (L) 69 C9J1
67 68
(H) (L) (H) (L)
ARINC 429 RCVR MADC NO. 12 RS422 RCVR DATA LOADER ARINC 429 RCVR MADC NO. 13 RS422 XMTR DATA LOADER RS422 XMTR CLOCK (H) (L) (H) (L) (H) (L) 86 72 45 58 29 28 65
123J1 T S H G K J E
DL-900 DATA LOADER

(H) (L) (H) (L) (H) (L) RS422 XMTR DATA RS422 RCVR DATA RS422 RCVR CLK
MADC NO. 2
(H) 68 (L) 69 1J1B
90 76
AHRU NO. 1
(H) K12 (L) K13 C1J1B (H) K12 (L) K13 164J1
49 50
(H) (L) (H) (L)
ARINC 429 RCVR AHRS NO. 4
DL CONNECTED
LOADER CONNECTED LEFT
AHRU NO. 2
44 43
ARINC 429 RCVR AHRS NO. 5 ARINC 429 RCVR (H) 89 (L) 75 NO.17
TO GNSSU
190J2A 39 52 21 22 (H) (L) (H) (L) ARINC 429 LRN OUT
IAC NO. 1
RNZ-851 NO. 1
CSDB VOR OUT
(H) B89 (L) A59 (H) A57 (L) A44 C164J1
96 82 80 81
(H) (L) (H) (L)
CSDB RCVR NAV PRIMARY
ARINC 429 CH0 IN
CSDB DME OUT
CSDB RCVR DME PRIMARY
ARINC 429 XMTR NO. 4
(H) (L)
99 100 C190J2A
(H) TO GPWS (L)
RNZ-851 NO. 2
CSDB VOR OUT
(H) B89 (L) A59 (H) A57 (L) A44
94 95 73 74
(H) (L) (H) (L)
CSDB RCVR NAV SECONDARY CSDB RCVR DME SECONDARY ARINC 429 RCVR NO.18 (H) 73 (L) 72 31 30
21 22 39 52 144J1 AA t C144J1 AA t
(H) (L) (H) (L)
ARINC 429 CH0 IN ARINC 429 LRN OUT
IAC NO. 2
CSDB DME OUT
CSDB FMS BUS XMTR

105 (H) (L) 4 16 (H) (L)
(H) (L)
(H) (L)
FMS CSDB BUS IN
RM-855 NO. 1
AFIS
91
ARINC 429 RCVR NO. 15
(H) (L)
FMS CSDB BUS IN
RM-855 NO. 2
ARINC 429 XMTR GEN BUS NO. 3 WOW 77
28V DC AM DC BUS 1B
10 11 12 52
28 V DC POWER
SDI NO. 1 SDI NO. 2 SDI NO. 3
47 84 40 NC NC
SIGNAL GROUND
23 24 25 37 38 39
POWER GROUND CHASSIS GROUND SIGNAL GROUND
IM-803 INST MODULE

RS232 DATA 5 VDC PWR IN SIGNAL GND
199J1 3 1 2 61 8 48 RS232 DATA IN 5 VDC INST MODULE PWR INST MODULE GND
AD-49864-R1@
Figure 2-8-5. FMS Interface Diagram
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EMBRAER 145
4.
Fault Monitoring
A major failure within the FMS computer will result in numerous indications throughout the cockpit and possibly the CDU going dark. If, with the CDU dark, pressing several of the keyboard buttons shows characters in the scratchpad area, the CDU is okay, and the FMS computer is faulty. If pressing buttons does not cause characters to appear, then the CDU is faulty. In the event of minor failures, appropriate displays will be removed from the PFD and MFD. Note that some indications are removal of displays, while others cause the digital readouts to be changed from numbers to dashes.
A.
PFD Indications
Failures on the PFD are listed in Table 2-8-8. Figure 2-8-6 shows some of these failures. Note that the PFD failure displays will not be observed if the FMS has not been selected for display via the DC-550 Display Controller. Table 2-8-8. PFD Failure Indications Invalid Vertical Deviation FMS Groundspeed Lateral Deviation Data Desired Track Data FMS Bearing Data FMS Distance to Waypoint Data Indication Removal of vertical deviation pointer and deviation scale Groundspeed digital readout = dashes Removal of lateral deviation bar and lateral deviation scale to be red Xd Removal of desired track pointer and desired track digital readout = amber dashes Removal of FMS bearing pointer Removal of waypoint identifier and distance to waypoint digital readout = amber dashes
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EMBRAER 145
LNAV
AP
240
ALT 20 10
310 00
31500
20 10
220
210
200
310 00 80
10 10 20
30500 29.92 IN
20
180
20
M
.630
- - - DTK FMS - - -. - NM
N
2
3 1 0 1
24
HDG 050
Figure 2-8-6. PFD FMS Failure Indications
15
GSPD - - - KTS
2 3
AD-51617-R1@
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EMBRAER 145
B.
MFD Indications
Failures on the MFD are listed in Table 2-8-9. Figure 2-8-7 shows some of these failures. Table 2-8-9. MFD Failure Indications Invalid Wind Information FMS Distance to Waypoint Data FMS Time To Go FMS Drift Angle Data Waypoint Data NAVAID Data Airport Data Holding Pattern Data Flight Plan Data All FMS Data Indication Removal of the wind display Removal of waypoint identifier and distance to waypoint digital readout = amber dashes TTG digital readout = dashes Removal of drift bug Removal of all waypoint symbols Removal of all NAVAID symbols Removal of all airport symbols Removal of the racetrack symbol Removal of all flight plan information Vertical profile window and aircraft symbol remain Removal Removal Removal Removal of of of of the the the the flight plan designator bearing/distance digital readout LAT/LONG digital readout navigation source indicator
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EMBRAER 145
FMS - -. - NM - - - MIN
360 MAG1 N
300 TAS +15 SAT - - - GSPD
33
30
50
50
TGT TX
24
12
15
V2 --SET
AD-51618@
SYSTEM DISPLAY AREA V1 89 VR 110
RTN
Figure 2-8-7. MFD FMS Failure Indications
21
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FALCON 900EX

SECTION/PARAGRAPH/TITLE 2.9 GLOBAL POSITIONING SYSTEM (GPS) (Optional) . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Component Descriptions and Locations . . . . . A. Global Positioning System Sensor Unit . . . . . . B. CD-810 Control Display Unit (CDU) GPS Status 3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Modes of Operation . . . . . . . . . . . . . . . . . . . . . (1) Self-Test Mode . . . . . . . . . . . . . . . . . . . (2) Initialization Mode . . . . . . . . . . . . . . . . (3) Acquisition Mode . . . . . . . . . . . . . . . . . (4) Navigation (NAV) Mode . . . . . . . . . . . . (5) Aided Mode . . . . . . . . . . . . . . . . . . . . . (6) Altitude Aiding Mode . . . . . . . . . . . . . . (7) Fault Mode . . . . . . . . . . . . . . . . . . . . . . (8) Mode Provisioning . . . . . . . . . . . . . . . . B. GPS Interface . . . . . . . . . . . . . . . . . . . . . . . . . C. ARINC 429 Input Data . . . . . . . . . . . . . . . . . . . D. ARINC 429 Output Data . . . . . . . . . . . . . . . . . . 4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-9-1 2-9-1 2-9-2 2-9-2 2-9-3 2-9-6 2-9-6 2-9-6 2-9-6 2-9-6 2-9-7 2-9-7 2-9-8 2-9-8 2-9-8 2-9-8 2-9-10 2-9-11 2-9-13
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FIGURE/TITLE Figure Figure Figure Figure 2-9-1. 2-9-2. 2-9-3. 2-9-4. Global Positioning System Sensor Unit GPS STATUS Page 1/2 . . . . . . . . . . . . . GPS STATUS Page 2/2 . . . . . . . . . . . . . Global Positioning System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-9-2 2-9-4 2-9-4 2-9-9
List of Tables
TABLE/TITLE PAGE
Table 2-9-1. Global Positioning System Sensor Unit Leading Particulars . . . . . . . . . . . . 2-9-2 Table 2-9-2. GNSSU ARINC 429 Input Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-10 Table 2-9-3. GNSSU ARINC 429 Output Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-11
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SECTION 2.9 GLOBAL POSITIONING SYSTEM (GPS) (Optional)
1.
General
The PRIMUS 1000 Integrated Avionics System installed in the Embraer 145 aircraft includes an optional global positioning system (GPS). The GPS is used to determine aircraft position from NAVSTAR satellites and provides this position data to the flight management system. The GPS consists of the following LRUs: Global Navigation System Sensor Unit (GNSSU) Antenna (Non Honeywell).
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2.

A. Global Positioning System Sensor Unit
Figure 2-9-1 shows a graphical view of the Global Positioning System Sensor Unit. It is located in the forward cabin avionics cabinet. Table 2-9-1 provides items and specifications that are particular to the unit.
AD-40902@
Figure 2-9-1. Global Positioning System Sensor Unit
Table 2-9-1. Global Positioning System Sensor Unit Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . . . Length ................ 2.50 in. (63.5 mm) 9.50 in. (241.3 mm) 7.50 in. (190.5 mm) 5.92 lb (2.69 kg) 28 V dc, 20 W (max) None M83723/77R2041N Hard Mount Using Four 10-32 Cap Screws Specification
Weight . . . . . . . . . . . . . . . . . . . . Power Requirements . . . . . . . . . . User Replaceable Parts . . . . . . . . Mating Connector . . . . . . . . . . . . Mounting . . . . . . . . . . . . . . . . . .
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The GNSSU is a flange-mounted LRU with two connectors. One connector is the interface to the aircraft wiring harness and the other is a coaxial connector for the antenna cable. The GNSSU is a 12-channel GPS receiver that receives the L1 transmissions from the NAVSTAR satellite constellation. Using these signals, the GNSSU computes the antenna position and then outputs data to the FMS. The output data includes three dimensional aircraft position and velocities, satellite position, pseudo range, and delta range data. The GNSSU does not have a controller. Its operation and mode selection is fully self controlled. When the FMS is active, the CDU allows the operator access to several pages of display data. The GNSSU is provisioned to accommodate a number of functions which are evolving or anticipated as additions to the GNSSU functions. Most of these changes will be incorporated into the GNSSU through software changes only, and no hardware modifications will be required. Others may require changes to, or addition of GNSSU hardware. The changes which Honeywell will supply through data loader installed software updates are: Differential GPS RAIM (Receiver Autonomous Integrity Monitor) enhancements.
The GNSSU will require hardware upgrades for the following functions: Global Orbiting Navigation Satellite System (GLONASS) satellite signal reception GLONASS SATCOM signal rejection filtering.
Full details of the operation of the FMS CDU is given in SECTION 2.8.
B.
CD-810 Control Display Unit (CDU) GPS Status

See Figures 2-9-2 and 2-9-3. When requested by the operator, the CDU displays GPS STATUS. GPS STATUS pages are accessed as follows: Press the NAV function button on the FMS CDU to activate the NAV INDEX display page Press the line select key adjacent to the POS SENSORS arrow to activate the POS SENSORS display page Press the line select key adjacent to the STATUS arrow on the GPS 1 line to activate the GPS 1 STATUS 1/2 page (see Figure 2-9-2). Pressing either the NEXT or PREV function keys on the CDU will toggle between pages GPS STATUS 1/2 and GPS STATUS 2/2 (see Figure 2-9-3.)
NOTE:
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AD-43141@
Figure 2-9-2. GPS STATUS Page 1/2
AD-43142@
Figure 2-9-3. GPS STATUS Page 2/2
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The GPS STATUS 1/2 page, shown in Figure 2-9-2, shows the following information: GPS position Groundspeed Altitude Miles from FMS position.
GPS altitude is the absolute altitude above the earth and should approximate BARO altitude. NOTE: GPS altitude and BARO altitude can differ by as much as 400 feet.
GPS STATUS 2/2 page, shown in Figure 2-9-3, displays the following information: Figure of Merit (FOM) Horizontal Dilution of Precision (HDOP) Vertical Dilution of Precision (VDOP) Time (UTC) and Date Operating Mode Satellites Tracked Satellites Viewed.
FOM indicates a position of uncertainty while HDOP and VDOP generate information regarding satellite geometry. As a general rule, the smaller the number for FOM, HDOP, and VDOP, the better the accuracy of position. The fourth line displays the operational modes of the GPS. The operational modes that can be displayed are: SELF-TEST INITIALIZATION ACQUISITION NAVIGATION ALTITUDE AIDING FAILED.
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3.
Operation
A. Modes of Operation
The GNSSU has seven operational modes: (1) SELF-TEST INITIALIZATION ACQUISITION NAVIGATION (GPIRS sensors display AUTONOMOUS NAV or HYBRID rather than NAVIGATION) AIDED ALTITUDE AIDING FAULT. Self-Test Mode The GNSSU is in the Self-Test Mode for a maximum of 5 seconds from when it receives power until it completes all internal power-up built-in tests (BITs). While it is in the Self-Test Mode, the GNSSU does not output data on the ARINC 429 BUS. When it completes the Self-Test Mode, the GNSSU enters either the Initialization Mode or the Fault Mode. (2) Initialization Mode The GNSSU automatically enters the Initialization Mode to initialize its hardware when it completes the Self-Test Mode. It is in this mode for only a fraction of a second. When the hardware is initialized, the GNSSU enters the Acquisition Mode. (3) Acquisition Mode The GNSSU enters the Acquisition Mode from the Initialization Mode to acquire satellites, or from other modes (NAV or Aided) when it does not have enough satellite and/or aiding data to remain in either the NAV or the Aided Mode. From the Acquisition Mode, the GNSSU enters either the NAV or Fault Mode. The Acquisition Mode proceeds in a number of ways. (a) The GNSSU acquires satellites based on the information that it has when it enters the Acquisition Mode. To acquire satellites, the GNSSU uses this data: Almanac data that provides the coarse satellite orbits. The GNSSU stores almanac data in non-volatile memory, which does not require an internal or external battery for operational support. Time, which is used with almanac data, to estimate the present position of the satellites and their orbits. The GNSSU may receive time and date from the FMS on the ARINC 429 input bus, or by acquiring a satellite. The approximate GNSSU location, which helps to predict which satellites are visible. The GNSSU may receive position data from the FMS on the ARINC 429 input bus.
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FALCON 900EX
(b)
When the GNSSU has the information that is necessary to acquire satellites, it predicts which satellites are visible and then acquires the satellite signals. It collects ephemeris data by decoding the satellite down-link data message. Ephemeris data is precise orbital data for a particular satellite. When it acquires each satellite, the GNSSU begins to transmit the satellite measurement data for that satellite. When it is tracking a sufficient number of satellites, the GNSSU computes position and velocity and enters the NAV Mode. When the GNSSU does not have almanac and/or initialization data, it does a Search the Skies acquisition. To do this, the GNSSU attempts to acquire all of the satellites in the GPS constellation. When it acquires the first satellite, it decodes the satellites ephemeris data from a down-link message. When it has acquired a sufficient number of satellites, the GNSSU enters the navigation mode. Without valid initial data, the time-to-first-fix (TTFF) of a satellite is less than 10 minutes. With initialization and almanac data available, the TTFF of a satellite is less than 75 seconds (95% confidence level).
(c)
(4)
Navigation (NAV) Mode The GNSSU enters the NAV Mode when it has computed a navigation solution that provides position, velocity, and time measurements. The GNSSU enters the NAV Mode from the Acquisition Mode or from the Aided Mode. From the NAV Mode, the GNSSU enters the Acquisition, Aided, or Fault Mode.
(5)
Aided Mode The GNSSU enters the Aided Mode when insufficient satellite and/or altitude information is available but external-aided data is available to continue to update the NAV filter. The GNSSU enters this mode from the NAV Mode, and while in this mode, provides valid time outputs. From this mode, the GNSSU enters the NAV, Acquisition, or Fault Mode. (a) This mode may use inertial velocities to aid the navigation solution and integrity monitoring during extended periods of insufficient satellite coverage and geometry. The GNSSU may enter the Aided Mode only when there are insufficient satellites tracked to remain in the NAV Mode. The GNSSU will remain in this mode for a maximum of 5 minutes.
(b)
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(6)
Altitude Aiding Mode If satellite measurements are not sufficient for the GPS sensor to maintain integrity or remain in the NAV Mode, yet are sufficient when altitude information is available, the GNSSU is in Altitude Aiding mode. This mode uses altitude data from the MADC to aid the navigation solution and integrity monitoring during extended periods of insufficient satellite coverage and geometry. The GNSSU enters Altitude Aiding Mode only after the pressure altitude has been calibrated with a geometric altitude solution using GPS with sufficient integrity. When the calibrated pressure altitude standard deviation estimate is out of limits, it reverts to the Aided Mode. Altitude Aided Mode is entered from the NAV or Aided Modes, and exits to the NAV, Aided, or Fault Modes.
(7)
Fault Mode The GNSSU enters the Fault Mode when its outputs are affected by one or more critical system faults. The GNSSU enters this mode from any other mode. This mode supersedes all other modes or operation, and remains active until the next power-up cycle.
(8)
Mode Provisioning The GNSSU is provisioned for the Differential Mode. However, this mode is not currently implemented in equipment certified under TSO C129.
B.
GPS Interface
See Figure 2-9-4. The GNSSU accepts position data from the FMS via an ARINC 429 bus. This data is used by the GNSSU during the acquisition mode, and is reported back on an ARINC 429 bus as FMS data. Once the GNSSU enters the navigation mode, the data is reported as GPS position data and the FMS uses the data for its navigation purposes. The DL-900 Data Loader can be used to install software updates. WOW is used by the GNSSU to determine which data to process from the FMS, because the data is different with and without WOW. The GNSSU also accepts altitude data from the MADCs, via ARINC 429, during the Altitude Aided Mode. Other connections include power and ground.
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GLOBAL NAVIGATION SYSTEM SENSOR UNIT (Optional) 149J1

H NO.1 ARINC 429 OUT L H NO. 1 ARINC 429 FMS IN L 38 39 18 37
121J1 A B
NZ-2000 NAV COMPUTER (Optional)

NO. 1 ARINC 429 IN FMS GENERAL BUS NO. 1
17 H 18 L 62 49
H L
123J1 RS-232 XMTR RS-232 RCVR DATA LOADER MODE DISCRETE W.O.W. +28V DC GROUND 2 3 12 28 34 POWER GROUND +28V DC POWER IN Z a E
DL-900 DATA LOADER (Optional)

RS-232 RCV DATA RS-232 XMIT DATA LOADER CONNECTED LEFT
+28V DC POWER IN ARINC 429 NO. 1 MADC IN H L
35 6 7 33 8 21 36 10 11
9J1 68 69
AZ-850 MADC NO. 1

H L NO. 4 ARINC 429 OUT
CHASSIS GROUND ARINC 429 LO SPD OUTPUT SELECT SDI NO. 1 ARINC 429 NO. 2 MADC IN H L
CHASSIS GROUND
SIGNAL GROUND
C9J1 68 69
AZ-850 MADC NO. 2

H L NO. 4 ARINC 429 OUT
AD-49860-R1@
Figure 2-9-4. Global Positioning System Interface
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C.
ARINC 429 Input Data

The GNSSU accepts ARINC 429 low speed data in three different data formats as listed in the following table. The GNSSU can accept and process all of the 429 labels listed in Table 2-9-2. Availability of these labels from the FMS depends on whether AHRS or IRS is on board. Air data parameters are from the MADC. Table 2-9-2. GNSSU ARINC 429 Input Data
OCTAL LABEL
PARAMETER/SIGNAL NAME
UNITS
DIGITAL RANGE
RESOLUTION
BINARY (BNR) DATA FORMAT 131 132 135 143 144 150 152 203 210 310 311 312 313 314 324 325 361 365 Alternate Wpt Longitude Alternate Wpt Latitude Alternate Wpt E.T.A. Destination Wpt Longitude Destination Wpt Latitude UTC Destination Wpt E.T.A. Altitude True Air Speed Latitude Longitude Ground Speed Track Angle True True Heading Pitch Angle Roll Angle Altitude - Inertial Vertical Speed Feet Knots Degrees Degrees Knots Degrees Degrees Degrees Degrees Feet Feet/Min 131,072 2048 180 180 4096 180 180 180 180 131,072 32,768 100,000 180 180 23:59.9 N/A 1 0.0625 0.000172 0.000172 0.125 0.0055 0.0055 0.0055 0.0055 0.125 1 Degrees Degrees HR:MN Degrees Degrees HR:MN:S 180 180 23:59 180 180 23:59:9 0.000688 0.000688 N/A 0.000688 0.000688 N/A
BINARY CODED DECIMAL (BCD) DATA FORMAT 040 041 042 125 260 Set Altitude Set Latitude Set Longitude UTC Date Feet Deg/Min Deg/Min HR:MIN D:M:YR 1 0.1 Min 0.1 Min 0.1 Min 1 Day
DISCRETE (DIS) DATA FORMAT 126 127 SV Deselect A SV Deselect B N/A N/A N/A N/A N/A N/A
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D.
ARINC 429 Output Data

The GNSSU provides ARINC 429 high speed output data in three different data formats as listed in Table 2-9-3. The output data is updated approximately once per second. For further information regarding ARINC 429, refer to SECTION 1 of this manual. Specific digital word format can be found in the Installation Manual for the GNSSU, Honeywell Publication No. M15-3819-009. Table 2-9-3. GNSSU ARINC 429 Output Data
OCTAL LABEL
PARAMETER/SIGNAL NAME
UNITS
DIGITAL RANGE 268435456 256 4096 4096 67108864 64 67108864 64 67108864 64 10.0 131072 1024 1024 180 180 180 4096 0.000172 0.000172 23:59:9 16 32768 32768 32768 1.0 .953674 Sec 16 23:59:59
RESOLUTION
BINARY (BNR) DATA FORMAT 061 062 063 064 065 066 070 071 072 073 074 076 101 102 103 110 111 112 120 121 125 130 133 135 136 140 141 143 150 Pseudo Range Pseudo Range Fine Pseudo Range Rate Delta Range Satellite Position X Satellite Position X Fine Satellite Position Y Satellite Position Y Fine Satellite Position Z Satellite Position Z Fine UTC Measured Time GPS Altitude (MSL) HDOP VDOP GPS Track Angle - True GPS Latitude GPS Longitude GPS Ground Speed GPS Latitude Fine GPS Longitude Fine UTC Aut. Horiz Integrity Limit Aut. Vert Integrity Limit Approach Area VIL Vertical FOM UTC Fine UTC Fine Fractions Approach Area HIL UTC Meters Meters Meters/Sec Meters Meters Meters Meters Meters Meters Meters Seconds Feet N/A N/A Degrees Degrees Degrees Knots Degrees Degrees HR:MIN NM Feet Feet Feet Seconds Seconds NM HR:MM:SS 256 0.125 0.0039 0.0039 64 0.0039 64 0.0039 64 0.0039 9.536743 Sec 0.125 0.031 0.031 0.0055 0.000172 0.000172 0.125 8.38E-8 8.38E-8 0.1 Min 1.2E-4 0.125 0.25 0.125 .9536743 Sec .9313225 nSec 0.00012 1 Sec
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FALCON 900EX
Table 2-9-3. GNSSU ARINC 429 Output Data OCTAL LABEL PARAMETER/SIGNAL NAME UNITS DIGITAL RANGE RESOLUTION
BINARY (BNR) DATA FORMAT 162 163 165 166 174 247 343 347 260 377 156 157 273 352 354 355 Destination Waypoint E.T.A. Alternate Waypoint E.T.A. Vertical Velocity N/S Velocity E/W Velocity Horizontal FOM Destination Waypoint HIL Alternate Waypoint HIL Date Equipment ID Maintenance Maintenance GPS Sensor Status Maintenance Discrete 1 System Time Counter Maintenance Discrete 2 Seconds 262144 1 Sec N/A N/A N/A HR:MM HR:MM Feet/Min Knots Knots Feet NM NM D:M:YR N/A 23:59 23:59 32768 4096 4096 16 16 16 N/A N/A 1 Min 1 Min 1.0 0.125 0.125 6.1E-5 0.0078 0.0078 1 Day N/A
BINARY CODED DECIMAL (BCD) DATA FORMAT
DISCRETE (DIS) DATA FORMAT
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4.
Fault Monitoring
Any fault indications within the GPS will be reported on the FMS CDU. The MSG indicator on the CDU will illuminate, and GPS FAILED will be displayed in the scratchpad area.
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(Blank Page)
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SECTION/PARAGRAPH/TITLE 2.10 FLIGHT DIRECTOR SYSTEM (FDS) . . . . . . . . . . . . . . 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Flight Director Data Management . . . . B. Flight Director Couple Switching . . . . . C. Master/Slave Air Data Target Switching D. Flight Director Mode Synchronization . E. Flight Director Mode Annunciation . . . F. Flight Director Command Bar Logic . . G. Altitude Preselect Function . . . . . . . . . ..... ..... ..... ..... ..... ..... ..... ..... ..... Component Descriptions and Locations . . . . . A. IC-600 Integrated Avionics Computer . . . . . . . B. GC-550 Guidance Panel Unit . . . . . . . . . . . . . . (1) Flight Director Mode Switches . . . . . . . (2) Heading (HDG) Select Knob . . . . . . . . . (3) Course (CRS) Select Knob . . . . . . . . . . (4) Altitude Select Knob . . . . . . . . . . . . . . (5) Couple (CPL) Pushbutton . . . . . . . . . . . (6) Bank Pushbutton (BNK) . . . . . . . . . . . . (7) FD1/FD2 Pushbuttons . . . . . . . . . . . . . . C. DC-550 Display Controller . . . . . . . . . . . . . . . . D. PC-400 Autopilot Controller . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Flight Director Functions . . . . . . . . . . . . . . . . (1) PFD Command Bars . . . . . . . . . . . . . . . (2) GS CAP . . . . . . . . . . . . . . . . . . . . . . . . (3) GS Track . . . . . . . . . . . . . . . . . . . . . . . (4) Lateral Beam Sensor (LBS) . . . . . . . . . (5) LOC/BC CAP . . . . . . . . . . . . . . . . . . . . (6) LOC/BC TRACK . . . . . . . . . . . . . . . . . . (7) True Airspeed (TAS) Gain Programming (8) Vertical Beam Sensor (VBS) . . . . . . . . . (9) Vertical Path Gain Programming . . . . . (10) VOR CAP . . . . . . . . . . . . . . . . . . . . . . . (11) VOR Track . . . . . . . . . . . . . . . . . . . . . . (12) VOR OSS . . . . . . . . . . . . . . . . . . . . . . . (13) VOR AOSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-10-1 2-10-1 2-10-2 2-10-2 2-10-2 2-10-3 2-10-3 2-10-3 2-10-3 2-10-4 2-10-4 2-10-6 2-10-8 2-10-8 2-10-9 2-10-9 2-10-9 2-10-9 2-10-9 2-10-10 2-10-12 2-10-14 2-10-14 2-10-14 2-10-15 2-10-15 2-10-15 2-10-15 2-10-15 2-10-16 2-10-16 2-10-16 2-10-16 2-10-16 2-10-17 2-10-17
2.
3.
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TABLE OF CONTENTS - SECTION 2.10 (Cont) SECTION/PARAGRAPH/TITLE B. Director Lateral (Roll) Channel Functional Operation . . . . . Flight Director Lateral (Roll) Modes Interface . . . . . . . . . . Heading Select (HDG) Mode . . . . . . . . . . . . . . . . . . . . . . . Heading Select Mode Engage/Reset/Disengage Logic . . . . VOR (NAV) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR Approach (VAPP) Mode . . . . . . . . . . . . . . . . . . . . . . VOR/VAPP Engage/Reset/Disengage Logic . . . . . . . . . . . . Localizer (NAV) and Back Course (BC) Modes . . . . . . . . . Localizer/Back Course Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (9) Long Range Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . (10) LNAV Mode Engage/Reset/Disengage Logic . . . . . . . . . . . Flight Director Vertical (Pitch) Channel Functional Operation . . . (1) Flight Director Vertical (Pitch) Modes Interface . . . . . . . . (2) Pitch Attitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) Pitch Attitude Hold Mode Engage/Reset/Disengage Logic . (4) Vertical Speed (VS) Hold Mode . . . . . . . . . . . . . . . . . . . . . (5) Vertical Speed (VS) Hold Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (6) Speed (SPD) Select Mode . . . . . . . . . . . . . . . . . . . . . . . . . (7) Speed (SPD) Select Mode Engage/Reset/Disengage Logic (8) Flight Level Change (FLC, FLCH) Mode . . . . . . . . . . . . . . (9) Flight Level Change (FLC) Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (10) Altitude Preselect (ASEL) Mode . . . . . . . . . . . . . . . . . . . . (11) Altitude Preselect (ASEL) Mode Engage/Reset/Disengage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (12) Altitude Hold (ALT) Mode . . . . . . . . . . . . . . . . . . . . . . . . . (13) Altitude Hold (ALT) Mode Engage/Reset/Disengage Logic (14) ILS Approach (APR) Mode . . . . . . . . . . . . . . . . . . . . . . . . (15) ILS Approach (APR) Mode Engage/Reset/Disengage Logic (16) Go-Around (GA) Mode (Wings Level) . . . . . . . . . . . . . . . . (17) Go-Around (GA) Mode Engage/Reset/Disengage Logic . . . (18) Windshear Mode (WSHR) . . . . . . . . . . . . . . . . . . . . . . . . . (19) Windshear (WSHR) Mode Engage/Reset/Disengage Logic . Flight (1) (2) (3) (4) (5) (6) (7) (8) PAGE 2-10-17 2-10-17 2-10-27 2-10-28 2-10-29 2-10-36 2-10-37 2-10-41 2-10-51 2-10-54 2-10-57 2-10-59 2-10-59 2-10-69 2-10-70 2-10-71 2-10-73 2-10-74 2-10-76 2-10-77 2-10-79 2-10-80 2-10-87 2-10-88 2-10-90 2-10-91 2-10-97 2-10-99 2-10-101 2-10-102 2-10-103
C.
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FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure 2-10-1. IC-600 Integrated Avionics Computer . . . . . . . . . . . . . . . 2-10-2. GC-550 Guidance Control Panel . . . . . . . . . . . . . . . . . . . 2-10-3. DC-550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . 2-10-4. PC-400 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . 2-10-5. Flight Director Lateral Modes Interface - Pilots Side . . . 2-10-6. Flight Director Lateral Modes Interface - Copilots Side . 2-10-7. VOR ARM Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-8. VOR (NAV) Mode Armed . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-9. VOR Capture Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-10. VOR (NAV) Mode Capture . . . . . . . . . . . . . . . . . . . . . . . 2-10-11. VOR Course Cut Limiting . . . . . . . . . . . . . . . . . . . . . . . 2-10-12. VOR Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-13. VOR Overstation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-14. Localizer ARM Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-15. Localizer (NAV) Mode ARM . . . . . . . . . . . . . . . . . . . . . . 2-10-16. Localizer Capture Pictorial . . . . . . . . . . . . . . . . . . . . . . 2-10-17. Localizer Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-18. Localizer Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-19. Back Course Mode Pictorial . . . . . . . . . . . . . . . . . . . . . 2-10-20. Back Course Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-21. Back Course Capture . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-22. Back Course Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-23. Long Range Navigation Capture Pictorial and Tracking . 2-10-24. Long Range Navigation Tracking . . . . . . . . . . . . . . . . . 2-10-25. Flight Director Vertical Modes Interface - Pilots Side . . 2-10-26. Flight Director Vertical Modes Interface - Copilots Side 2-10-27. Vertical Speed (VS) Hold Mode . . . . . . . . . . . . . . . . . . . 2-10-28. Speed Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-29. FLC Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-30. Altitude Preselect Mode Pictorial . . . . . . . . . . . . . . . . . 2-10-31. Prior to Descent - Altitude Hold Mode . . . . . . . . . . . . . . 2-10-32. During Descent - ASEL Armed Mode . . . . . . . . . . . . . . . 2-10-33. Start of Flare - ASEL Capture . . . . . . . . . . . . . . . . . . . . 2-10-34. Level at New Altitude - Altitude Hold Mode . . . . . . . . . . 2-10-35. Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-36. ILS Approach Arm Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . . 2-10-4 . . 2-10-6 . 2-10-10 . 2-10-12 2-10-23/24 2-10-25/26 . . 2-10-29 . . 2-10-30 . . 2-10-31 . . 2-10-32 . . 2-10-33 . . 2-10-34 . . 2-10-35 . . 2-10-41 . . 2-10-42 . . 2-10-43 . . 2-10-45 . . 2-10-46 . . 2-10-47 . . 2-10-48 . . 2-10-49 . . 2-10-50 . . 2-10-55 . . 2-10-56 2-10-65/66 2-10-67/68 . . 2-10-72 . . 2-10-75 . . 2-10-78 . . 2-10-82 . . 2-10-83 . . 2-10-84 . . 2-10-85 . . 2-10-86 . . 2-10-89 . . 2-10-92
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TABLE OF CONTENTS - SECTION 2.10 (Cont) List of Illustrations (cont) FIGURE/TITLE Figure Figure Figure Figure Figure Figure 2-10-37. 2-10-38. 2-10-39. 2-10-40. 2-10-41. 2-10-42. ILS Approach Arm . . . . . . . . . . ILS Approach Capture Pictorial . ILS Approach (LOC) Capture . . . ILS Approach (APR) Mode Track Go-Around Mode (Wings Level) Windshear Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-10-93 2-10-94 2-10-95 2-10-96 2-10-100 2-10-103
List of Tables
TABLE/TITLE Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table 2-10-1. IC-600 Integrated Avionics Computer Leading Particulars . . . 2-10-2. GC-550 Guidance Panel Unit Leading Particulars . . . . . . . . . . 2-10-3. DC-550 Display Controller Leading Particulars . . . . . . . . . . . . 2-10-4. PC-400 Autopilot Controller Leading Particulars . . . . . . . . . . 2-10-5. Heading Select Mode Operating Limits . . . . . . . . . . . . . . . . . . 2-10-6. VOR/VOR Approach Operating Limits . . . . . . . . . . . . . . . . . . . 2-10-7. Localizer (LOC) and Back Course (BC) Mode Operating Limits 2-10-8. LNAV Mode Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-9. Pitch Attitude Hold Operating Limits . . . . . . . . . . . . . . . . . . . 2-10-10. Vertical Speed Hold Operating Limits . . . . . . . . . . . . . . . . . . 2-10-11. Speed (SPD) Hold Mode Operating Limits . . . . . . . . . . . . . . . 2-10-12. Flight Level Change (FLC) Hold Mode Operating Limits . . . . 2-10-13. Altitude Preselect (ASEL) Mode Operating Limits . . . . . . . . . 2-10-14. Altitude Hold (ALT) Mode Operating Limits . . . . . . . . . . . . . 2-10-15. ILS Approach (APR) Mode Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . 2-10-5 . 2-10-6 2-10-10 2-10-13 2-10-27 2-10-36 2-10-51 2-10-57 2-10-69 2-10-72 2-10-76 2-10-79 2-10-87 2-10-89 2-10-96
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SECTION 2.10 FLIGHT DIRECTOR SYSTEM (FDS)
1.
General
The PRIMUS 1000 Display and Flight Guidance System employs two separate flight director systems. One is housed in the pilots IC-600 Integrated Avionics Computer (IAC) and the other is housed in the copilots IC-600 IAC. The flight directors provide computed steering commands to the autopilot and to the command bars on the PFDs. With the autopilot not engaged, the pilot can manually fly the steering command. With the autopilot engaged, the flight director computed steering commands will be flown by the autopilot. The flight director provides both lateral and vertical steering commands and one each can be active at the same time to control the aircraft. Other flight director modes can be armed to automatically become active at the proper time. Each flight director system consists of the following components: GC-550 Guidance Control Unit (common to both flight directors) IC-600 Integrated Avionics Computer (IAC) PC-400 Autopilot Controller DC-550 Display Controller.
The sensors utilized by the flight director are: AZ-850 Micro Air Data Computer AH-800 Attitude Heading Reference Unit RNZ-851 Integrated Navigation Unit Long Range Navigation System AA-300 Radio Altimeter.
For the flight director to compute a steering command, the following has to be considered: What is the pilots desired attitude/position? What is the aircrafts actual attitude/position? If there is a difference between desired and actual, correct for the difference and control the speed at which the correction takes place.
Flight director modes utilize on-side attitude data for computations. Cross-side attitude data is used for monitoring only.
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A.
Flight Director Data Management

The flight director only requires pitch and roll attitude for synchronizing the attitude command and for computing command bar outputs. The on-side attitude data is used for synchronization and command bar computations when modes are selected. The IC-600 IAC uses the flight director attitude command to position the command bar on the attitude sphere. The flight director can couple to either short range NAV (SRN) or the long range NAV (FMS), based on which is being displayed on the PFD. Each flight director uses on-side displayed NAV data. The flight director uses the air data input as the reference for all vertical modes except glideslope, and for gain programming. The altitude hold target, airspeed target, vertical speed target and selected altitude are all computed by the IC-600 IAC.
B.
Flight Director Couple Switching

Flight director couple switching allows either the pilots or copilots flight director to be coupled to the PRIMUS 1000 autopilot. This is accomplished by means of the transfer (CPL) pushbutton on the GC-550 Guidance Control Panel. The pilots IC-600 IAC controls the state of the CPL pushbutton discretes from the GC-550 Guidance Control Unit and controls the state of the flight director couple switching by means of the IC Bus. The pilots IC-600 IAC outputs the annunciator drive to the left arrow annunciator on the GC-550. The copilots IC-600 IAC outputs the annunciator drive to the right arrow annunciator on the GC-550. The power up state is left. Activation of the CPL pushbutton resets the selected flight director modes of both flight directors. The pilot must then re-engage the flight director modes he wants active. Activation of the on-side SG reversionary function automatically forces the CPL couple to the cross-side flight director, if the on-side flight director is the master. Forced flight director switching will automatically reset the selected modes of both flight directors and activate the left or right arrow annunciator depending on which flight director becomes the master. If the on-side SG reversion function is activated on the side with a slaved flight director, the flight director modes on both flight directors will remain active.
C.
Master/Slave Air Data Target Switching

The flight directors operate in a master/slave arrangement to allow tracking of the air data targets, the heading select reference and the selected mode annunciations on the PFD between the pilots and copilots systems. The status of the GC-550 CPL couple indicates which flight director is the master. The master flight director computes the reference for the selected altitude, SPD hold target, and vertical speed mode reference for both flight directors. This capability prevents vertical command bar splits between the master and slaved flight directors. When the master and slaved flight directors are in the same mode, the slaved flight director will synchronize to the targets computed by the master flight director.
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D.
Flight Director Mode Synchronization

The flight director modes are synchronized in a manner that allows control of the mode to be accomplished by the single set of mode select buttons on the GC-550 Guidance Control Unit. The flight director couple status determines which flight director is master for mode engagement. The slaved flight director will attempt to engage the same mode(s) as long as the appropriate valids and NAV sources are available. If the mode cannot be engaged on the slaved flight director, the slaved command bars will drop until such time as the mode can be entered automatically.
E.
Flight Director Mode Annunciation

The master flight director will annunciate the selected mode on both PFDs and the cross-side flight director will slave to this display. If the IC Bus becomes invalid, each flight director will default to the master state and the flight director mode annunciations will be independently annunciated on the on-side PFD. When both flight directors revert to the master state, the GC-550 will default to the left flight director. After an IC Bus failure, it will be impossible to couple the right flight director to the autopilot. The right flight director will still be capable of accepting mode select inputs from the GC-550 and displaying annunciations on the PFD.
F.
Flight Director Command Bar Logic

The flight director command bar (either cross pointer or single cue) are biased out of view for invalid data sources related to the mode. The flight director command bars may be manually biased out of view by toggling the FD1 or FD2 buttons on the GC-550 Guidance Control Unit.
G.
Altitude Preselect Function

The altitude preselect function consists of a digital set knob located on the GC-550 Guidance Control Unit. There also are altitude preselect light and horn warning discretes, controlled by the IC-600 IAC. The manual preselect function allows the pilot to select a desired altitude reference. The altitude set knob interfaces with the DC-550 Display Controller. Rotating the altitude set knob results in 100 foot increments of altitude target value. After power is applied to the system, the altitude display window on the PFD will indicate three dashes in the middle digits, prior to turning the altitude set knob. When the knob is first turned, the altitude display window will indicate the present barometric altitude displayed on the pilots altimeter. The preselected altitude can be slewed up or down from the present barometric altitude value. A failed condition is indicated by amber dashes in the display window.
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2.

Figure 2-10-1 shows a graphical view of the IC-600 Integrated Avionics Computer. Two IC-600 Integrated Computers are located under the cockpit floor behind the crew. Table 2-10-1 provides items and specifications that are particular to the computer.
AD-33449@
Figure 2-10-1. IC-600 Integrated Avionics Computer The primary component of the flight director system is the IC-600 Integrated Avionics Computer (IAC). Each IC-600 IAC is a symbol generator, fault warning computer, flight director and autopilot computer integrated into a single unit. All aircraft sensors and navigation sources are connected directly to the IC-600 IAC, since all flight control functions reside inside this computer. Basic flight director modes are initiated by manual selection through the GC-550 Guidance Control Unit. Once a mode is initiated, automatic transitions can occur from armed to active status or to another mode if the transition initiation requirements are met. The armed mode states only provide a visual indication (PFD annunciation) of mode status relative to a manual selection of some guidance modes, whereas active mode states provide both visual mode status indications and pitch/roll steering commands to the PFD and the autopilot when engaged.
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Data used to compute guidance commands are consistent with that displayed on the PFD. This data includes: Displayed heading and heading flag valid Selected course and course error Selected heading and heading error Lateral and vertical path deviations and flag valids DME distance, tuned-to-NAV and to-from status Middle marker data NAV source identification (tuned-to-localizer, VOR, LNAV) Lateral steering commands and flag valids.
Table 2-10-1. IC-600 Integrated Avionics Computer Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . Length .............. 7.62 in. (193.55 mm) 4.13 in. (104.90 mm) 16.45 in. (418.83 mm) Specification
Weight (maximum): With Autopilot . . . . . . . . . Without Autopilot . . . . . . . 15.5 lb (7.05 kg) 15.0 lb (6.82 kg)
Power Requirements (with autopilot): Continuous . . . . . . . . . . . In-Rush . . . . . . . . . . . . . . Servo Power . . . . . . . . . . 28 V dc, 50 W (max) 28 V dc (0.5 sec) 200 W (max) 28 V dc, 210 W (max)/112 W (nom)
Power Requirements (without autopilot): Continuous . . . . . . . . . . . In-Rush . . . . . . . . . . . . . . 28 V dc, 50 W (max) 28 V dc (0.5 sec) 200 W (max)
Mating Connectors: J1, J2 . . . . . . . . . . . . . . . ITT Cannon Part No. DPX2MA-A106P-A106P-33B-0001 Sunbank backshell (4) required Note: Part No. J1560-12-2 Tray, HPN 7017095-903
Mounting . . . . . . . . . . . . . . . .
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B.
GC-550 Guidance Panel Unit

Figure 2-10-2 shows a graphical view of the GC-550 Guidance Control Unit. It is located in the center of the glareshield. Table 2-10-2 provides items and specifications that are particular to the control panel.
FD1 CRS 1
HDG HDG
NAV
AP
SPD SPD
FLC
ALT ASEL
FD2 CRS 2
APR
CPL
VS
AD-50630@
Figure 2-10-2. GC-550 Guidance Control Panel
Table 2-10-2. GC-550 Guidance Panel Unit Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 in. (57.15 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.65 in. (295.91 mm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.51 in. (114.51 mm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.23 lb (1.01 kg) Specification
Weight (maximum)
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Table 2-10-2. GC-550 Guidance Panel Unit Leading Particulars Item User Replaceable Parts: Knobs CRS (Setscrew A) . . . . . . . . . . . . . . . . . . . . . . HPN 7018485-4 HDG (Setscrew A) . . . . . . . . . . . . . . . . . . . . . HPN 7009644-1 SPD (Setscrew B) . . . . . . . . . . . . . . . . . . . . . . HPN 7020161 ASEL (Setscrew B) . . . . . . . . . . . . . . . . . . . . . HPN 7019971-1 CRS 2 (Setscrew A) . . . . . . . . . . . . . . . . . . . . HPN 7018485-4 CRS 1 PUSH SYNC (Setscrew B) . . . . . . . . . . HPN 7015342-13 HDG PUSH SYNC (Setscrew B) . . . . . . . . . . . . HPN 7015342-12 SPD PUSH SYNC (Setscrew B) . . . . . . . . . . . . HPN 7015342-12 CRS 2 PUSH SYNC (Setscrew B) . . . . . . . . . . HPN 7015342-13 Specification
Mating Connectors: J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20B-35S
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The GC-550 Guidance Control Unit provides flight director mode selection and de-selection, heading and course select as well as altitude set for the altitude pre-select mode and speed set for the SPD and VS mode. The GC-550 also provides switching capability for selecting either the pilots or copilots flight director as the master. Flight director modes are: Lateral Modes: HDG - Heading select NAV - Lateral navigation (SRN or LRN) APR - Localizer and Glideslope (also backcourse localizer) VAPR - VOR Approach GA - Go-Around (wings level). BNK - Bank (Heading Select only)
Vertical Modes: VS - Vertical Speed hold ALT - Altitude hold SPD - Indicated Airspeed/Mach hold FLC - Flight Level Change GS - Vertical guidance for ILS approach GA - Go-Around.
Automatic Mode: (1) ASEL - Altitude Preselect (not selectable on the GC-550). Flight Director Mode Switches Flight director mode selection is accomplished by seven mode select switches. Annunciation of active modes is provided by individual annunciators associated with each mode select switch. These annunciations are illuminated for the armed and captured modes which correspond to each switch. The actual flight director mode annunciation is displayed on the PFD and this annunciation differentiates between armed and captured modes. (2) Heading (HDG) Select Knob The single heading select knob sets the blue heading select bug on both PFDs. The bug is positioned around the compass card in one degree increments. Fast knob rotation results in increased heading select bug motion. The heading select bug is used to set the desired heading when flying the flight director heading select mode. The PUSH SYNC function allows the pilot to slew the heading bug to the compass card fore lubber line.
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(3)
Course (CRS) Select Knob This function is activated by two separate knobs on the GC-550 Guidance Control Unit. The CRS 1 knob controls the pilots course select function and the CRS 2 knob controls the copilots course select function. Knob rotation allows course selection in one degree increments. Fast knob rotation results in increased course pointer motion. The course knob is used to set the selected course for VOR and localizer flight director modes. The PUSH SYNC function allows the pilot to slew the course pointer on top of the appropriate bearing pointer to show the zero deviation path to the station.
(4)
Altitude Select Knob The altitude select knob is used to set a preselected altitude reference in feet in the altitude display window on the PFD. This altitude reference is used by the flight director altitude preselect mode. Altitude can be set in hundreds and thousands of feet only.
(5)
Couple (CPL) Pushbutton This pushbutton is used to couple either the pilots or copilots flight director to the PRIMUS 1000 autopilot. Only one flight director at a time can be coupled to the autopilot. Activation of the CPL pushbutton will cancel all flight director modes independent of autopilot operation.
(6)
Bank Pushbutton (BNK) The bank pushbutton allows pilot selection of a reduced maximum bank angle for the heading select mode only. When active, the bank angle limits are reduced from 27 to 14. The low bank angle limit is automatically selected when climbing through 25,000 feet. Automatic canceling of low bank occurs when descending through 24,750 feet.
(7)
FD1/FD2 Pushbuttons The primary function of these pushbuttons is to bias the FD command bars on or off of the PFDs. There are exceptions to this rule based on the engage status of the autopilot. With the autopilot engaged, the coupled side FD command bars will always be displayed. The uncoupled side FD command bars will continue to be toggled on/off with the appropriate FD pushbutton. With the autopilot disengaged, pressing the FD1 or FD2 button only (no flight director modes are active), will not bring the FD command bars into view. Any subsequent flight director mode selection will cause the FD command bars to be displayed. With the FD command bars in view on both PFDs, pressing the FD1 or FD2 pushbutton will remove the FD command bars from that side PFD only. When the FD command bars are in view on one side only, pressing that side FD button will disengage all selected FD modes.
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C.
DC-550 Display Controller

Figure 2-10-3 shows a graphical view of the DC-550 Display Controller. Two DC-550 Display Controllers are located in the glareshield. Table 2-10-3 provides items and specifications that are particular to the controller.
FULL WX
GSPD TTG
ET
NAV
FMS
OFF NAV 1 ADF FMS RA TEST
FMS ADF NAV 2 OFF
BRG
BRG
AD-50629-R1@
Figure 2-10-3. DC-550 Display Controller
Table 2-10-3. DC-550 Display Controller Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 in. (57.15 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 in. (146.05 mm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.87 in. (174.50 mm) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0 lb (0.91 kg) Specification
Weight (maximum)
Power Requirements: Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 5.0 W (max) Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V ac, 5.0 W (max)
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Table 2-10-3. DC-550 Display Controller Leading Particulars Item User Replaceable Parts: Knobs BRG (Setscrew A) . . . . . . . . . . . . . . . . . . . HPN 7009437 Specification
BRG (Setscrew A) . . . . . . . . . . . . . . . . . . . HPN 7009437 RA (Setscrew B) . . . . . . . . . . . . . . . . . . . . . . HPN 7018748-1 Test Switch HUB (Setscrew B) . . . . . . . . . . . . HPN 7009644-3
Setscrews A (Multi-Spline, 2-56 x 1/8-inch, cup point) . . B (Multi-Spline, 4-40 x 3/16-inch, cup point) . HPN 2500148-64 HPN 2500148-130
Mating Connectors: J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20-B35SB
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Dzus Rail
The DC-550 provides a data acquisition function for the GC-550 Guidance Control Unit. Course and heading select inputs, as well as altitude preselect and SPD set data are transmitted to the IC-600 IAC on a two wire digital bus. Leading particulars for the DC-550 Display Controller are provided in Table 2-10-3.
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D.
PC-400 Autopilot Controller

The PC-400 Autopilot Controller provides the autopilot with TURN knob and PITCH wheel inputs. The controller is located on the pedestal with Dzus rails with four, one-quarter turn fasteners. Figure 2-10-4 shows a graphical view of the PC-400 Autopilot Controller. Leading particulars for the PC-400 Autopilot Controller are listed in Table 2-10-4.
DESCEND
TURN
P I T C H
CLIMB
AD-50485@
Figure 2-10-4. PC-400 Autopilot Controller
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Table 2-10-4. PC-400 Autopilot Controller Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.625 in. (6.67 cm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.750 in. (14.60 cm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.150 in. (15.62 cm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 lb (0.73 kg) Specification
Weight (maximum)
Power Requirements: Instrument Lighting . . . . . . . . . . . . . . . . . . . . . . . . . 0 to 5 V ac or dc Mode Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . +28 V dc
User Replaceable Parts: Knob, Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 337136-1 Setscrew, Bottom (Hex Socket, 8-32 x 5/8", cup HPN 0455-284 point) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setscrew, Side (Hex Socket, 8-32 x 3/16", cup point) HPN 0455-274
Lamp, Clear (Type 7341) . . . . . . . . . . . . . . . . . . . . HPN 0635-22
Mating Connector: J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3116F20-41S The pilot may input roll commands with the TURN knob or change pitch attitude reference with the PITCH wheel with the autopilot engaged. The TURN knob drives a center tap potentiometer and cam mechanism. The cam mechanism provides a no command mechanical detent and command sensing (out of detent) signal to the IC-600 IAC. The PITCH wheel drives a tachometer generator which provides a CLIMB or DESCEND dc voltage output proportional to the rotation of the wheel.
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3.
Operation
A. Flight Director Functions
This paragraph provides an explanation for the IC-600 IAC major flight director functions, referred to throughout the remainder of this section. These functions are listed alphabetically and are titled as follows: (1) PFD Command Bar GS CAP GS Track Lateral Beam Sensor (LBS) LOC/BC CAP LOC/BC Track True Airspeed (TAS) Gain Programming Vertical Beam Sensor (VBS) Vertical Path Gain Programming VOR CAP VOR Track VOR OSS VOR AOSS. PFD Command Bars When a flight director steering command is applied to the command bar input, the bar (either crosspointer or single cue) will move left or right (roll), or up and down (pitch). This provides the required visual command for the pilot to maneuver the aircraft in the proper direction to reach and maintain the desired flight path. If the information required to fly a lateral or vertical flight director mode becomes invalid, the mode will either be canceled, or the command cue will be biased out of view, dependent on what went invalid.
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(2)
GS CAP The following conditions are necessary for glideslope capture: The localizer mode is either capture or track The vertical beam sensor (VBS) has tripped GS deviation is less than 0.5 degrees.
(3)
GS Track Glideslope track occurs after the flight director has captured the vertical path and is now tracking the beam. The track phase provides for tighter flying of the glideslope beam. The track mode occurs after the GS is captured plus 15 seconds.
(4)
Lateral Beam Sensor (LBS) When flying to intercept the VOR or localizer beam, the LBS determines the proper time for the mode to change from the arm to the capture phase of operation. The LBS looks at course error, radio deviation, TAS and DME if available. In simple terms, the LBS compares the magnitude of the course error to the magnitude of the radio deviation and takes TAS and DME into account in its computation. If radio deviation is larger in magnitude than course error, the mode is armed. As the aircraft approaches the beam center, course error is constant and radio deviation is getting smaller. At some point, the magnitude of the radio deviation is less than the magnitude of the course error. It is at this point that the LBS trips and the aircraft turns to line up on the VOR or localizer beam center. If the intercept angle to the beam is very shallow, the LBS will not trip until the aircraft is near the beam center. For this reason, an override of the LBS occurs when the beam deviation reaches a specified minimum to avoid beam standoff.
(5)
LOC/BC CAP Localizer (LOC) and Back Course (BC) capture will occur when the following conditions are met: Lateral Beam Sensor has tripped Beam deviation is less than 0.75 degrees.
(6)
LOC/BC TRACK Localizer and back course track signify the aircraft being on beam center and crosswind washout correction can take place. The track phase will occur when the following conditions are met: LOC or BC is captured plus 4 seconds Localizer beam deviation is less than 1 degree
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(7)
True Airspeed (TAS) Gain Programming TAS gain programming is used on the heading select, course select, pitch wheel command, air data commands (except IAS) and glideslope deviation. TAS gain programming is used to achieve the same aircraft response to flight guidance commands, regardless as to the altitude and speed of the aircraft. The TAS computation is derived from altitude, airspeed and outside air temperature.
(8)
Vertical Beam Sensor (VBS) When flying an ILS approach and the localizer is captured, the VBS determines the proper time for the glideslope mode to transition from arm to capture. The VBS is armed as a function of the navigation radio being tuned to an ILS frequency and localizer is captured or track. The VBS looks at vertical speed, TAS and glideslope deviation. The VBS trips when glideslope deviation is less than 150 mV and the capture sensor is satisfied. The capture sensor looks at airspeed, glideslope beam rate of change and normal acceleration to determine the optimum capture point. In the event the aircraft is paralleling the beam (no beam closure rate), the VBS will trip at a vertical deviation less than 20 mV. This will reset the previously selected pitch mode and change aircraft attitude to smoothly capture the glideslope beam.
(9)
Vertical Path Gain Programming Vertical path (glideslope) gain programming starts after the VBS trips. The gain is programmed as a function of radio altitude and vertical speed. If the radio altimeter is invalid, gain programming starts at GS capture and is controlled by a runway height estimator. The value estimated assumes a 1500 foot start point and gain is changed as a function of TAS and time. At the middle marker the gain is set to a preset amount for the remainder of the approach.
(10)
VOR CAP VOR capture occurs when the LBS has tripped.
(11)
VOR Track VOR track will occur as the aircraft is established on beam center and the following conditions are met: Lateral deviation rate is less than 50 feet/second Aircraft bank angle is less than 6 degrees.
At this time, crosswind correction is allowed to start if required.
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(12)
VOR OSS The over station sensor (OSS) is used to detect the erratic radio signals encountered in the area above the VOR ground station antenna. When these radio signals reach a predetermined level, they are no longer useful and OSS eliminates them from the control law. The VOR OSS trips when either one of the following conditions occur: Distance to the station is less than [0.25 barometric altitude/cosine 30 degrees] and DME is valid and not hold Lateral deviation is greater than 75 mV and beam rate is greater than 8mV/second and DME not valid or DME is hold
(13)
VOR AOSS When the aircraft is flying in the OSS state, VOR beam deviation is constantly monitored to determine when it again is useful and can be included in the control law. The after over station sensor (AOSS) does this monitoring. AOSS will occur when the following conditions are met: Beam deviation is less than 75 mV plus 20 seconds Beam rate is less than 25 feet/second. In the VOR Approach mode, beam deviation is less than 75 mV plus 4 seconds.
NOTE:
B.
Flight Director Lateral (Roll) Channel Functional Operation

(1) Flight Director Lateral (Roll) Modes Interface Figure 2-10-5 shows the LRU interface for the pilots side flight director lateral modes. Figure 2-10-6 shows the LRU interface for the copilots side flight director lateral modes. The function of each LRU for each lateral mode is discussed in the following paragraphs: (a) AH-800 Attitude Heading Reference Unit (AHRU) For all flight director lateral modes, the on-side AHRU provides actual aircraft roll attitude, rate of change, and magnetic heading references for the on-side flight director. In the VOR and VOR Approach and Localizer modes, the on-side AHRU also provides a lateral acceleration term. The cross-side AHRU provides the same terms to the IC-600 IAC, but these signals are used for EDS/flight director and autopilot monitoring purposes only.
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(b)
AZ-850 Micro Air Data Computer (MADC) The on-side AZ-850 MADC provides the on-side IC-600 IAC with an ARINC 429 input of air data values including true airspeed (TAS). The TAS signal is used in all lateral flight director modes for gain programming. The response of the aircraft should feel the same regardless of the aircrafts airspeed and altitude. Since it requires less flight control surface deflection at high speed and high altitude to complete a maneuver then it does at low speed and low altitude, changing the size of the signal as a function of TAS achieves the desired results. Should the AZ-850 MADC become invalid, a fixed bias TAS of 120 knots is used in the IC-600 IAC. The default value of TAS is set for the approach speed region of flight.
(c)
GC-550 Guidance Control Unit The GC-550 Guidance Control Unit provides the means for the pilot to engage/disengage all lateral flight director modes. The GC-550 also provides the controls to set the heading select bug for the heading select mode, as well as setting the selected course in the VOR, VOR Approach, and Localizer modes. The GC-550 provides button input data directly to the IC-600 IAC. Heading bug set and selected course data is transmitted to both DC-550 Display Controllers. The DC-550 Display Controllers transmit the heading bug set and selected course data to both IC-600 IACs.
(d)
DC-550 Display Controller The DC-550 Display Controller provides an RS-422 digital bus interface (DC/SG Bus) between itself and the IC-600 IAC. Heading bug set and selected course inputs are routed through the DC-550 to be put on the digital bus interface to the IC-600 IAC.
(e)
RNZ-851 Integrated Navigation Unit The RNZ-851 integrated NAV unit provides an RSB output of VOR, Localizer deviation data, as well as marker beacon data. The DME receiver provides an RSB output as well as a DME enable and DME Hold discrete. The DME signal is used in the VOR and VOR Approach modes to gain program the VOR signal as a function of the aircraft approaching, or departing the VOR station.
(f)
RT-300 Radio Altimeter The radio altimeter provides an analog output of absolute altitude above the terrain. This signal is used by the flight director to gain program the localizer signal. Gain programming is required due to the directional qualities and beam convergence characteristics of the localizer antenna.
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As the aircraft approaches the runway, the localizer signal appears to get stronger and the beam appears to get narrower. By reducing the gain on the signal as a function of the change in radio altitude, the computed steering command will not take the aircraft out of the localizer beam envelope and reduces "S" turning. Should the radio altimeter be invalid, localizer gain programming will start as a function of glideslope capture and run down as a function of TAS and time. At the middle marker gain programming will be synchronized to a preset value. (g) LNAV Unit The long range navigation unit provides an ARINC 429 composite steering command to the IC-600 IAC. This command is already gain programmed in the LNAV unit and represents the computed desired track over the ground from the last sequenced waypoint to the "TO" waypoint. (h) IC-600 Integrated Avionics Computer (IAC) The IC-600 IAC performs the following as a function of what lateral mode is active. 1 Heading Select Mode When the heading select mode is activated, the flight director processor in the IC-600 IAC compares actual aircraft heading against desired aircraft heading, as determined by the position of the heading select bug on the PFD. The difference is the heading select error signal. With the autopilot not engaged, the heading select error signal is presented on the PFD flight director command bar as a steering command for the pilot to bank the aircraft and fly towards the heading bug. Roll attitude from the on-side AHRS will add with the error signal in the flight director processor to center the command cue when the proper bank angle has been achieved. As the aircraft approaches the selected heading, the heading error signal gets smaller in size and the roll attitude signal will now command the pilot to roll the aircraft to a wings level condition. With the aircraft flying the selected heading, the following conditions will exist: Heading select error is zero Flight director command bar is centered Control wheel is centered Aircraft is maintaining the selected heading.
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With the autopilot engaged, the flight director processor will generate the commands as stated above, but will now send them to the autopilot for automatic flight path steering. On the PFD the flight director command bar may move a little out of center and then return. With the autopilot satisfying the flight director steering command, the command cue will be centered. Input data used by the heading select control law includes selected heading, actual heading, TAS and roll attitude. 2 Low Bank Submode The low bank submode allows pilot selection of reduced bank angle limits for the heading select mode. The mode is selected by pressing the low bank button (BNK) on the GC-550 Guidance Control Unit. The bank angle limit will be reduced from +27 to +14. The mode will only be annunciated while the heading select mode is active, but will remain selected and will reactivate and annunciate if heading select is made active again. The low bank mode is canceled by pressing the BNK button while the annunciator is illuminated. Low Bank mode is automatically selected by climbing through 25,000 feet. Automatic canceling of Low Bank occurs descending through 24,750 feet. 3 VOR/VOR Approach Mode When the VOR mode is armed, the flight director processor compares actual aircraft heading against selected aircraft course, as determined by the position of the course select pointer on the master PFD. The difference is the course error signal. The lateral beam sensor (LBS) is computing when to capture the VOR beam. At VOR capture, the heading select mode is dropped and the flight director processor generates a command to bank the aircraft and get aligned on the VOR beam center. With the autopilot not engaged, the VOR error signal is presented on the PFD flight director command bar as a computed steering command for the pilot to bank the aircraft and fly towards the course pointer. Roll attitude from the on-side AHRU will add with the error signal in the flight director processor to center the command cue when the proper bank angle has been achieved.
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As the aircraft approaches the selected course, the course error signal gets smaller in size and the roll attitude signal will now command the pilot to roll the aircraft to a wings level condition. With the aircraft flying the selected course, the following conditions exist: Course select error is appropriate to maintain VOR beam center Radio deviation is zero Flight director command bar is centered Control wheel is centered Aircraft is tracking the selected VOR radial.
With the autopilot engaged, the flight director processor will generate the commands as stated above, but will now send them to the autopilot for automatic flight path steering. On the PFD, the flight director command bar may move a little out of center and then return. With the autopilot satisfying the flight director steering command, the flight director command bar will be centered. As the aircraft flies over the VOR station, the flight director processor monitors for entry into the zone of confusion above the VOR station. With DME valid, when the aircraft is NAV on course (NOC) and DME = (barometric altitude/cosine of 30 degrees), the system will go into over station sensing (OSS) and ignore the radio input. With DME not valid, or not available, the system monitors beam deviation and beam rate for the OSS function. Beam deviation must be greater than 75 mV and beam rate of change greater than 7.5 mV/sec. When radio deviation drops below 75 mV, a 20 second clock is started (4 seconds in VAPP). At the end of this time, the radio input is again made part of the VOR equation. The time delay is to ensure the aircraft has cleared the zone of confusion. The input data used by the VOR control law includes selected course, VOR bearing, DME, TAS, baro corrected altitude and roll attitude. 4 Localizer/Back Course Modes When the localizer mode is armed, the flight director processor compares actual aircraft heading against selected aircraft course, as determined by the position of the course select pointer on the coupled side PFD. The difference is the course error signal. The lateral beam sensor (LBS) is computing when to capture the localizer beam. At localizer capture, the heading select mode is dropped and the flight director processor generates a command to bank the aircraft and get aligned on the localizer beam center.
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With the autopilot not engaged, the localizer error signal is presented on the PFD flight director command bar as a computed steering command for the pilot to bank the aircraft and fly towards the course pointer. Roll attitude from the AHRS will add with the error signal in the flight director processor to center the command cue when the proper bank angle has been achieved. As the aircraft approaches the selected course, the localizer error signal gets smaller in magnitude and the roll attitude signal will now command the pilot to roll the aircraft to a wings level condition. With the aircraft tracking the localizer beam, the following conditions exist: Course select error is appropriate to maintain localizer beam center. Radio deviation is zero Command cue is centered Control wheel is centered Aircraft is tracking the localizer beam.
With the autopilot engaged, the flight director processor will generate the commands as stated above, but will now send them to the autopilot for automatic flight path steering. On the PFD, the command cue may move a little out of center and then return. With the autopilot satisfying the flight director steering command, the command cue will be centered. 5 LNAV Mode When the LNAV mode is active, the flight director processor in the IC-600 IAC receives computed steering commands from the LNAV unit over an ARINC 429 bus. These commands allow the flight director to fly the active flight plan as displayed on the FMS control display unit (CDU). On the PFD the course select pointer is now a desired track pointer and is positioned automatically by the FMS. The input data used by the LNAV control law includes the composite steering command from the FMS unit and roll attitude from the AHRU.
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FD1 PUSH BUTTON
190J2B
IC-600 IAC NO. 1
190J1B FD1 ON PB 48 C190J1B-29 PILOT'S COPILOT'S
11J1 7
70 TCS INPUT
PC-400 AUTOPILOT CONTROLLER

TURN KNOB -15V INPUT TURN KNOB OUTPUT TURN KNOB +15V INPUT TURN KNOB OUT OF DETENT
129J1 A B C H 60 -15V EXTERNAL OUT 73 TK INPUT 190J2B-59 75 TKOD INPUT C190J2B-75 C190J2B-13 C190J2B-26 HDG PB IN 22 13 H 26 L ARINC 429 IN WINDSHEAR NAV PB IN 24 APR PB IN 25 GA DISCRETE IN 29
GA SWITCHES ON THROTTLES
SIGNAL GND
10 C190J2B-55 11 12 13 14 C190J1B-22 C190J2B-56 C190J1B-24 C190J1B-25
CPL PUSH BUTTON HDG PUSH BUTTON BNK PUSH BUTTON NAV PUSH BUTTON APR PUSH BUTTON
WINDSHEAR COMPUTER
190J2A FIG. 2-10-6 PILOT'S TCS AUTOPILOT SERVO POWER COPILOT'S TCS C190J2A-51 C190J2A-50 51 RAD ALT + 50 RAD ALT C1J1B-E5 C1J1B-E6 83 H 84 L ARINC 429 IN SEC AHRS
LAMP DRVR OUT FD1 36 LAMP TEST LAMP TEST IN 21 C190J1B-21 190J2B
33
FD1 LAMP IN
AA-300 RADIO ALTIMETER NO. 1

C190J2B-70 C115J1-32
20J1 W N
CPL PB IN 55 BANK PB IN 56 FIG. 2-10-6 C9J1-60 C9J1-61 43 H 44 L ARINC 429 IN SEC MADC +15V EXTERNAL OUT 59 190J2A 129J1-C 25 26 27 28 29 C190J2A-106 C190J2A-98 C190J2A-105 C190J2A-104 20J1-Y 193RMP-2K 193RBP-3C C190J2A-49 C190J2A-57 C190J2A-58 AIR WOW INPUT 64 WOW C190J2A-64 19 H 20 L 190J2B 53 H 54 L SECONDARY RADIO SYSTEM BUS CRS1 PUSH TO SYNC 70 HDG PUSH TO SYNC 71 68 DC POWER GND 6 O-5VDC EDGELTG DC/SG BUS CHASSIS GND 45 DAY/NIGHT SWITCH 62 63 C115J1-71 4 LIGHTING COMMON CRS1 PUSH TO SYNC HDG PUSH TO SYNC PRIMARY RADIO SYSTEM BUS SIGNAL GND DC GND 1 4 CPL LEFT LAMP IN HDG LAMP IN BNK LAMP IN NAV LAMP IN APR LAMP IN 21 +15V MODE POWER
AZ-850 MADC NO. 1

ARINC 429 BUS 1
9J1 H 60 L 61
1J1B
AH-800 AHRS NO. 1

ARINC 429 OUT 1 ARINC 429 OUT 2
H L H L
G7 G8 E5 E6
LAMP DRVR CPL OUT 190J2B TK +15V OUTPUT LAMP DRVR HDG OUT LAMP DRVR BANK OUT 23 H ARINC 429 IN LAMP DRVR NAV OUT 24 L PRI MADC LAMP DRVR APR OUT C190J2A-43 C190J2A-44 190J2A + DC/SG BUS 29 H ARINC 429 IN 30 L PRI AHRS C190J2A-83 C190J2A-84 RAD ALT VALID
99 106 98 105 104
15 16 49
DC-550 DISPLAY CONTROLER NO. 1

CRS1 KNOB INPUT HDG KNOB INPUT
115J1 9 10 11 12 13 14 C115J1-12 C115J1-13 C115J1-14 44 45 46 47 48 49 #1 SET KNOB #1 SET KNOB #1 COMMON #2 SET KNOB #2 SET KNOB #2 COMMON CRS1 HDG
LRN (FMS)
39 H 52 L 21 H 22 L
ARINC 429 OUT LRN/FMS ARINC 429 IN LRN/FMS
IC BUS
H 57 L 58

PRIMARY RADIO SYSTEM BUS
C190J2A-21 C190J2A-22 164J1B
H 71 L 81 164J1A
SECONDARY RADIO SYSTEM BUS
H 88 L 102
3 5 1
5V PANEL LIGHTING ANNUNCIATOR LTG PILOT MODE GND

AD-51326-R1@
115J1 34 H 35 L
32 TCS INPUT
Figure 2-10-5. Flight Director Lateral Modes Interface - Pilots Side
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EMBRAER 145
FD2 PUSH BUTTON
C190J2B
IC-600 IAC NO. 2
C190J1B FD2 ON PB 48 190J1B-29 PILOT'S COPILOT'S
11J1 20
70 TCS INPUT
PC-400 AUTOPILOT CONTROLLER

TURN KNOB OUT OF DETENT
129J1
GA DISCRETE IN 29 75 TKOD INPUT 190J2B-75 190J2B-13 190J2B-26 HDG PB IN 22 13 H 26 L ARINC 429 IN WINDSHEAR NAV PB IN 24 APR PB IN 25 190J1B-22 190J2B-56 190J1B-24 190J1B-25 ARINC 429 IN SEC AHRS GA SWITCHES ON THROTTLES SIGNAL GND 10 190J2B-55 11 12 13 14 HDG PUSH BUTTON BNK PUSH BUTTON NAV PUSH BUTTON APR PUSH BUTTON CPL PUSH BUTTON
WINDSHEAR COMPUTER
190J2A FIG. 2-10-5 PILOT'S TCS AUTOPILOT SERVO POWER COPILOT'S TCS 190J2A-51 190J2A-50 51 RAD ALT + 50 RAD ALT 1J1B-E5 1J1B-E6 83 H 84 L
LAMP DRVR OUT FD2 36 LAMP TEST LAMP TEST IN 21 190J1B-21 C190J2B
22
FD2 LAMP IN
AA-300 RADIO ALTIMETER R/T

C190J2B-70 C115J1-32
20J1 W N
CPL PB IN 55 BANK PB IN 56 FIG. 2-10-5 9J1-60 9J1-61 43 H 44 L ARINC 429 IN SEC MADC C190J2A
AZ-850 MADC NO. 2

ARINC 429 BUS 1
C9J1 H 60 L 61
C190J2B 23 H 24 L 190J2A-43 190J2A-44 C190J2A 29 H 30 L 190J2A-83 190J2A-84 ARINC 429 CH 4 IN ARINC 429 CH 3 IN
LAMP DRVR CPL OUT LAMP DRVR HDG OUT LAMP DRVR BANK OUT LAMP DRVR NAV OUT LAMP DRVR APR OUT
99 106 98 105 104 190J2A-106 190J2A-98 190J2A-105 190J2A-104 20J1-Y 193RMP-2K 193RBP-3C 190J2A-49 190J2A-57 190J2A-58 AIR
36 26 27 28 29
CPL RIGHT LAMP IN HDG LAMP IN BNK LAMP IN NAV LAMP IN APR LAMP IN
C1J1B
AH-800 AHRS NO. 2

H L H L
G7 G8 E5 E6
DC/SG BUS
+ -
15 16

CRS2 KNOB INPUT HDG KNOB INPUT
C115J1 9 10 11 12 13 14 115J1-12 115J1-13 115J1-14 44 45 46 47 48 49 #5 SET KNOB #5 SET KNOB #5 COMMON #2 SET KNOB #2 SET KNOB #2 COMMON CRS2 HDG
RAD ALT VALID 49
LRN (FMS)
39 H 52 L 21 H 22 L
ARINC 429 OUT LRN/FMS ARINC 429 IN LRN/FMS
IC BUS
H 57 L 58
WOW INPUT 64 WOW 190J2A-64 SIGNAL GND DC GND 1 4

190J2A-21 190J2A-22 C164J1B 19 H 20 L C190J2B 53 H 54 L SECONDARY RADIO SYSTEM BUS PRIMARY RADIO SYSTEM BUS
H 71 L 81 164J1A
H 88 L 102
CRS1 PUSH TO SYNC 70 HDG PUSH TO SYNC 71 68 DC POWER GND 6
62 63 115J1-71 4 O-5VDC EDGELTG
CRS2 PUSH TO SYNC HDG PUSH TO SYNC LIGHTING COMMON
3 5 1
5V PANEL LIGHTING ANNUNCIATOR LTG PILOT MODE GND

AD-51327-R1@
115J1 34 H 35 L DC/SG BUS CHASSIS GND 45
DAY/NIGHT SWITCH
32 TCS INPUT
Figure 2-10-6. Flight Director Lateral Modes Interface - Copilots Side
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EMBRAER 145
For the descriptions and figures used in this section, the assumption is made that the pilots flight director is master. (2) Heading Select (HDG) Mode The heading select mode is used to intercept and maintain a magnetic heading reference. The mode is engaged by pressing the HDG button on the GC-550 Guidance Control Unit, or by arming the LOC, BC, VOR, LNAV or VAPP modes. HDG will be annunciated on the PFD. Engaging the heading select mode will reset all previously selected active lateral modes. The heading bug on the PFD is positioned around the compass card to the heading the pilot desires to intercept, using the HDG knob on the GC-550 Guidance Control Unit. The heading select error signal sent to the flight director processor is the difference between the actual aircraft heading and the selected aircraft heading. The flight director processor will now generate the proper roll command to intercept and maintain the pilot-selected heading. A normal heading select function is implemented based on an active weight-on-wheels discrete (aircraft on ground). When in the normal heading select mode, the flight director command bar steers in the direction in which the heading select bug is the shortest distance from the fore lubber line on the PFD. If the heading select bug is exactly on the aft lubber line, the flight director steering command may be initiated in either direction. A smart heading select function is implemented based on an inactive weight-on-wheels discrete (aircraft in air). When the smart heading select mode is activated, the flight director steering command will be the shortest distance to the bug, or in the direction of travel of the bug from the fore lubber line. Heading Select mode operating limits are listed in Table 2-10-5. The heading select mode is canceled by: Capture of any other lateral steering mode Selecting go-around SG reversionary selection Pressing the HDG button on the GC-550 Guidance Control Unit Activation of the CPL pushbutton on the GC-550 Guidance Control Unit Turn knob out of detent with autopilot engaged. Table 2-10-5. Heading Select Mode Operating Limits Mode Heading Select Parameter Roll Angle limit Low bank limit Roll Rate Limit Value 27 14.0 3.0/sec
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EMBRAER 145
(3)
Heading Select Mode Engage/Reset/Disengage Logic (a) Engage Logic Required valids: Flight director On-side AHRU
With the above conditions met, pressing either the: HDG button on the GC-550 Guidance Control Unit NAV button on the GC-550 Guidance Control Unit with either a VOR, LNAV or LOC NAV source tuned APR button on the GC-550 Guidance Control Unit with either a LOC or VOR frequency tuned.
will engage the heading select mode. (b) Reset/Disengage Logic Reset means that a condition has occurred that has canceled the mode, but it can be re-engaged. Disengage means that a condition has occurred that has canceled the mode due to a fault and the mode cannot be re-engaged until the fault is cleared. The heading select mode will automatically be reset/disengaged, if any of the following conditions happen: Pressing the HDG button on the GC-550 Guidance Control Unit (reset) Any lateral flight director mode captured (reset) Selecting go-around (reset) Changing the displayed heading source on the PFD (reset) Anytime the flight guidance system is powered up (reset) Activating the GC-550 CPL pushbutton (reset) Flight director system not valid (disengage) On-side AHRU not valid (disengage) Turn knob out of detent with autopilot engaged. If the flight director goes invalid, the command cue will bias from view. If the AHRU goes invalid, the mode clears, as well as attitude/heading failure flags displayed on the EDS display.
NOTE:
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EMBRAER 145
(4)
VOR (NAV) Mode See Figures 2-10-7 through 2-10-13 and Table 2-10-6. The VOR mode provides for automatic intercept, capture and tracking of a selected inbound or outbound VOR radial, utilizing the selected VOR navigation source displayed on the on-side PFD. The navigation source displayed on the PFD is a function of the NAV source buttons located on the DC-550 Display Controller. Prior to engaging the mode the pilot would perform the following: Tune the navigation receiver to the desired VOR frequency Select NAV as the navigation source on the DC-550 Display Controller Set the course pointer on the on-side PFD for the desired course to be flown Set the heading bug on the PFD to the desired intercept heading for the selected course.
With the aircraft outside the normal capture range of the VOR signal (typically the course deviation on the PFD is greater than two dots), the pilot presses the NAV button on the GC-550 Guidance Control Unit. The HDG and NAV buttons on the GC-550 will illuminate. HDG in green and VOR ARM in white are also annunciated on the PFD. The IC-600 IAC is now armed to capture the VOR signal and is generating a roll command to fly the heading select mode.
SELECTED HEADING OR TRACK 30 SELECTED COURSE 090 SELECTED VOR STATION SELECTED RADIAL (270)
TYPICAL CAPTURE POINT ON HSI
AD-50969@
Figure 2-10-7. VOR ARM Pictorial
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EMBRAER 145
169 M
240
VOR
HDG 30 AP 20
ALT YD30 20 10
100 00
10500
220
10
200
180
20
100 00
80
10 20
10 20
9500
160
E 30 30
30.01
3 2 1 0
IN
030 CRS
VOR1 26.5 25 VOR1 HDG NM
-2000
1 2
030
GSPD 280 KTS
AD-50970@
Figure 2-10-8. VOR (NAV) Mode Armed When reaching the lateral beam sensor (LBS) trip point, the flight director automatically drops the heading select mode and switches to the VOR capture phase. The following is observed on the PFD: The white VOR annunciator extinguishes The green HDG annunciator extinguishes A green VOR is annunciated and is enclosed in a white box for 8 seconds to emphasize the capture phase of operation.
The IC-600 IAC now generates the proper roll command to bank the aircraft to capture and track the selected VOR radial.
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EMBRAER 145
SELECTED COURSE 090
SELECTED VOR STATION
TYPICAL CAPTURE POINT

AD-50974@
Figure 2-10-9. VOR Capture Pictorial When the course select pointer was set on the PFD using the appropriate course knob on the GC-550 Guidance Control Unit, the course select error signal was established. This signal represents the difference between actual aircraft heading and the desired aircraft course. The radio signal is routed from the navigation receiver to the IC-600 IAC, where the radio signal is processed and lateral gain programmed. Lateral gain programming is performed as a function of DME distance to the station (if available) and TAS. This gain programming adjusts for the aircraft either coming toward or moving away from the VOR station. NOTE: Avoid, if possible, operating in DME hold during VOR capture and tracking operation. When in DME hold the computer cannot use DME distance for gain programming.
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EMBRAER 145
169 M
240
VOR 30 AP
30
ALT YD
100 00
10500
220
20
200
180
100 00
80
160
E
30
30
30.01
9500
IN
090 CRS
0 1 2 1 2
-2000
3
030
TTG 5.0 MIN
AD-50973@
Figure 2-10-10. VOR (NAV) Mode Capture When flying a VOR intercept, the optimum intercept angle should be 45 degrees or less. If the intercept angle is greater than 45 degrees, then course cut limiting may occur. The course cut limiter functions primarily when approaching the desired VOR radial at an intercept angle greater than 45 degrees and at a high rate of speed. Its function is to limit steering commands to 45 degrees, which forces a flight path to get on the selected radial sooner to prevent overshooting the VOR beam center. Typically, the roll command will make an initial heading change, then level out and fly toward the beam, then make a second heading change to get lined up on the center of the selected radial.
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EMBRAER 145
SELECTED COURSE 090
SELECTED VOR STATION
INITIAL HEADING CHANGE
SECOND HEADING CHANGE
AD-51270@
Figure 2-10-11. VOR Course Cut Limiting When the aircraft satisfies VOR track conditions, the course error signal is removed from the lateral steering command. This leaves NAV on course (NOC) and DME gain programming (if available) to track the VOR signal and to compensate for beam standoff in the presence of a crosswind. The system will automatically compensate for a crosswind of up to 45 degrees course error.
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EMBRAER 145
169 M
240
VOR 30 AP 20
ALT YD30 20 10
100 00
10500
220
10
200
180
20
100 00
80
10 20
10 20 30 29.92
9500
160
E 30
IN
090 CRS
VOR1 20.9 25 VOR1 ADF2 HDG NM
0 1 2 1 2
-2000
3
030
TTG 5.0 MIN
AD-50975@
Figure 2-10-12. VOR Track As the aircraft approaches the VOR station, it will enter a zone of unstable radio signal. This zone of confusion radiates upward from the station in the shape of a truncated cone. In this area, the radio signal becomes highly erratic and it is desirable to remove it from the roll command. The overstation sensor (OSS) monitors entry into the zone of confusion and removes radio deviation from the roll command. The system also uses the collocated DME signal (if available) to adjust tracking gains.
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EMBRAER 145
When over the VOR station (Figure 2-10-13), the system will accept and follow a course change of up to 90 degrees. The navigation (VOR) mode is canceled by: Pushing the NAV button on the GC-550 Guidance Control Unit Selecting go-around Selecting another lateral mode active NAV source change (radio frequency on the selected NAV receiver.) Displayed heading invalid On-side attitude invalid Displayed NAV source invalid On-side air data invalid SG reversion Activation of the GC-550 CPL pushbutton Turn knob out of detent with autopilot engaged.
ZONE OF CONFUSION
OSS
A0SS1
A0SS2
AD-50976@
Figure 2-10-13. VOR Overstation
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EMBRAER 145
(5)
VOR Approach (VAPP) Mode A VOR approach is completed in a manner similar to normal VOR. However, instead of selecting the mode with the NAV button on the GC-550 Guidance Control Unit, the APR button is pushed. The APR button annunciator illuminates and VAPP is displayed in white on the PFD. The flight director now applies the gains appropriate for an approach. Upon capture of the selected course, the PFD displays VAPP in green. Refer to Table 2-10-6 for system operating limits. Table 2-10-6. VOR/VOR Approach Operating Limits Mode VOR or VAPP Parameter Capture: Beam Intercept Angle Capture Point Up to 90 Function of DME, beam deviation, beam closure rate and course error. MIN Trip Point: 30 mV dc MAX Trip Point: 175 mV dc 27.5 3.0/sec VOR 5.5/sec VAPP 45 during capture 17 1.0/sec VOR 5.5/sec VAPP Up to 45 course error VOR Up to 30 course error VAPP Value
Roll Angle Limit Roll Rate Limit Course Cut Limit VOR NOC Roll Angle Limit Roll rate Limit Crosswind Correction Over Station: Course Change Roll Angle Limit Roll Rate Limit
Up to 90 17 3/sec
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EMBRAER 145
(6)
VOR/VAPP Engage/Reset/Disengage Logic (a) VOR ARM Engage Logic Required valids: Flight Director On-side AHRU On-side MADC Displayed NAV source.
With the above conditions met, and: VOR selected as the NAV source on the DC-550 Display Controller, pressing the NAV button on the GC-550 Guidance Control Unit will arm the VOR mode.
(b)
VOR Arm Reset Logic Reset means that a condition has occurred that has canceled the mode, but it can be re-engaged. Disengage means that a condition has occurred that has canceled the mode due to a fault and the mode cannot be re-engaged until the fault is cleared. VOR arm will automatically be reset if any of the following conditions happen: VOR is captured Selecting go-around NAV source change Any other lateral flight director mode active Pressing the NAV button on the GC-550 Guidance Control Unit Changing the displayed heading source Anytime the flight director system is powered up Activation of the GC-550 CPL pushbutton Turn knob out of detent with autopilot engaged.
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EMBRAER 145
(c)
VOR Arm Disengage Logic The VOR arm mode will automatically disengage, if any of the following conditions happen: Flight Director not valid On-side AHRU not valid Tune to a localizer frequency Displayed NAV source not valid SG reversionary switching On-side MADC not valid. Loss of NAV valid causes the flight director command bar to go out of view, while maintaining mode annunciation and heading hold command. If the NAV remains invalid after 5 seconds, the mode will be canceled. If NAV valid returns within 5 seconds, the command bar will re-appear.
NOTE:
(d)
VOR Capture Engage Logic Required valids: Flight Director On-side AHRU Displayed NAV source On-side MADC.
With the above conditions met and the VOR mode is armed plus 1 second and the LBS trips, the VOR mode will automatically transition from arm to capture. (e) VOR Capture Reset Logic VOR capture will automatically reset, if any of the following conditions happen: Selecting go-around Any other lateral mode active Pressing the NAV button on the GC-550 Guidance Control Unit Pressing the APR button on the GC-550 Guidance Control Unit NAV source change Changing the displayed heading source Anytime the flight director system is powered up Activation of the GC-550 CPL pushbutton Turn knob out of detent with autopilot engaged.
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EMBRAER 145
(f)
VOR Capture Disengage Logic The VOR mode will automatically disengage, if any of the following conditions happen: Flight Director not valid On-side AHRU not valid Tune to a localizer frequency NAV source not valid On-side MADC not valid SG reversionary switching Turn knob out of detent with autopilot engaged.
(g)
NAV On Course (NOC) Logic For VOR, NOC is defined as follows: LBS has tripped Course error less than 22 Bank angle less than 6 Beam deviation less than 75 mV.
When all the above conditions have existed simultaneously for 8 seconds, NOC is latched. As a function of NOC latching, the flight director processor starts cross wind correction. NOTE: Loss of NAV valid will cause the flight director command bar to bias out of view. If the NAV remains invalid after 5 seconds, the mode will be canceled.
(h)
VOR OSS Engage Logic Required valids: Flight Director On-side AHRU Displayed NAV source On-side MADC.
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EMBRAER 145
With the above conditions met, and VOR is NOC, the flight director processor monitors for: Beam deviation greater than 75 mV Beam rate of change greater than 7.5 mV/second or with DME valid and not Hold (barometric altitude/cosine of 30) = DME.
If either of these conditions exist at the same time, the flight director processor assumes the aircraft is overstation and inhibits the radio input. (i) VOR OSS Reset Logic (j) Selecting go-around Any other lateral mode active Pressing the NAV button on the GC-550 Guidance Control Unit NAV source change Changing the displayed heading source Anytime the flight director system is powered up Activation of the GC-550 CPL pushbutton Turn knob out of detent with autopilot engaged.
VOR OSS Disengage Logic Flight Director not valid On-side AHRU not valid Tune to a localizer frequency Displayed NAV source not valid On-side MADC not valid SG reversionary switching Turn knob out of detent with autopilot engaged.
The logic for the VOR Approach mode is identical to the logic for the VOR mode except for the following: Pressing the APR button instead of the NAV button on the GC-550 Guidance Control Unit.
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EMBRAER 145
(7)
Localizer (NAV) and Back Course (BC) Modes See Figures 2-10-14 through 2-10-22 and Table 2-10-7. The localizer mode provides for automatic intercept, capture, and tracking of the front course localizer beam to line up on the centerline of the runway in use. The back course localizer mode allows the pilot to fly a back course localizer intercept. Prior to mode engagement, the pilot would perform the following: Tune the navigation receiver to the published front course localizer frequency for the runway in use Press the NAV button on the DC-550 Display Controller to select LOC as the navigation source Set the course pointer on the coupled side PFD for the inbound runway heading Set the heading bug on the coupled side PFD for the desired heading to perform a course intercept.
The PFD now displays the relative position of the aircraft to the center of the localizer beam and the desired inbound course. With the heading bug set for course intercept, the heading select mode is automatically used to perform the intercept. Outside the normal capture range of the localizer signal, pressing the NAV button on the GC-550 Guidance Control Unit will cause the PFD to annunciate HDG in green and LOC in white. The aircraft is now flying the desired heading intercept and the flight director is armed for automatic localizer beam capture.
SELECTED HEADING OR TRACK 040 090 INBOUND COURSE
LOCALIZER TX
RUNWAY
AD-50978@
Figure 2-10-14. Localizer ARM Pictorial
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EMBRAER 145
169 M
200
LOC
HDG 30 AP 20 10
ALT YD30 20 10
45 00
5000
175
180
20
45 00
80
160
10 20 30
10
2350
140
20 350 RA 30 29.85
4000
IN
090 CRS
ILS1 13.2 NM
0 1 2
-2000
3
ADF HDG
1 2
040
GSPD 150 KTS
AD-50980@
Figure 2-10-15. Localizer (NAV) Mode ARM With the aircraft approaching the selected course intercept, the LBS is monitoring localizer beam deviation, beam rate, and TAS. At the computed time, the LBS will trip and capture the localizer signal. The flight director processor now drops the heading select mode and generates the proper roll command to bank the aircraft toward localizer beam center. When the LBS trips, the following is observed on the PFD: The green HDG annunciation extinguishes The white LOC annunciation extinguishes The green LOC annunciation comes on.
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EMBRAER 145
090 INBOUND COURSE
LOCALIZER TX
RUNWAY

AD-50979@
Figure 2-10-16. Localizer Capture Pictorial The IC-600 IAC flight director processor now generates the proper roll command to bank the aircraft to capture and track the selected localizer signal. NOTE: When flying a localizer intercept, the optimum intercept angle is 45 degrees or less. If the intercept angle is greater than 45 degrees, course cut limiting can occur as previously described in the VOR mode of operation.
When the course select pointer was set on the coupled side PFD using the appropriate course knob on the GC-550 Guidance Control Unit, the course select error signal was established. This signal represents the difference between actual aircraft heading and selected aircraft course. Lateral gain programming is required to adjust the gain applied to the localizer signal due to the aircraft approaching the localizer antenna and beam convergence caused by the directional properties of the localizer antenna. The lateral gain programmer is controlled by the change in radio altitude when the aircraft is below 2400 ft radio altitude and the radio altimeter is valid. If the radio altimeter is not valid, then gain programming occurs as a function of localizer beam capture.
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EMBRAER 145
The localizer mode is canceled by: Pushing the NAV button on the GC-550 Guidance Control Unit Selecting go-around Any other lateral mode active Changing navigation sources Displayed NAV source invalid On-side AHRU invalid On-side MADC invalid SG reversionary switching Activation of the CPL pushbutton Turn knob out of detent with autopilot engaged.
A Back Course Localizer Approach is automatically selected by the IAC as a function of the course error (aircraft heading versus runway heading), during the arm phase of the mode. If the course error is < 105 degrees LOC is selected as the arm mode. If the course error is > 103 degrees BC is selected as the arm mode. The ILS approach mode is set up and flown identically to the localizer mode with the following differences: On the GC-550 Guidance Control Unit, the APR button is pressed instead of the NAV button. This will arm both the localizer and glideslope modes for automatic capture to fly a fully coupled ILS approach. The system is interlocked such that glideslope capture is inhibited unless localizer capture occurs first.
When the APR button is pressed on the GC-550 Guidance Control Unit, the system is now set to automatically capture the localizer and glideslope signals. On the PFD the following annunciators would illuminate: HDG in green LOC in white GS in white.
The system is interlocked so that glideslope capture is inhibited unless localizer is capture or track. Glideslope capture cannot occur when flying a back course localizer approach. Input data used by the localizer control law includes selected course, localizer deviation, TAS, radio altitude, middle marker and roll attitude.
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EMBRAER 145
169 M
180
LOC 30 AP
ALT YD
35 00
4000
30
160
E
20
150
140
35 00
40
120
2150
RF
20 30
350 RA
3000
20
30
29.85
3 2 1 0
IN
090 CRS
ILS1 8.5 NM
-2000
ADF HDG
1 2
360
GSPD 145 KTS
AD-50981@
Figure 2-10-17. Localizer Capture
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EMBRAER 145
169 M
180
LOC 30 20 E 10
VS 30 20 10
ASEL
15 00
2000
160
140
120
AP 10 RF 20 10
18 40
60
640
20 350 30 RA
1500
100
30
29.85
3 2 1 0
IN
090 CRS
ILS1 13.1 NM
-1000
-1100
1 2
ADF1 HDG
060
GSPD 110 KTS
AD-50983@
Figure 2-10-18. Localizer Track
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EMBRAER 145
340 LOCALIZER TX
090 INBOUND COURSE RUNWAY
AD-50985@
Figure 2-10-19. Back Course Mode Pictorial
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EMBRAER 145
169 M
200
BC
HDG 30 20
ALT 30 20 10
45 00
5000
180
10 E 10 20
160
140
20
45 00
80
10
2130
20 450 RA 30
4000
120
30
30.02
3 2 1 0
IN
090 CRS
ILS1 13.1 NM
-2000
ADF1 HDG
1 2
320
GSPD 150 KTS
AD-50984@
Figure 2-10-20. Back Course Arm
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EMBRAER 145
169 M
200
BC AP
ALT 30 YD
40 00
30
4500
180
20
160
140
40 00
80
120
30 30
2130
450 RA
3500
29.92
3 2 1 0
IN
090 CRS
ILS1 10.5 25 ADF1 VOR2 HDG NM
-2000
1 2
320
GSPD 145 KTS
AD50986@
Figure 2-10-21. Back Course Capture
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EMBRAER 145
169 M
160
BC 30 AP 20
VS YD30 20 10
ASEL
16 00
2500
140
10
120
AP
100
20
20 00
80
10 20
10
850
20 450 RA 30 30.02
1500
80
30
IN
090 CRS
ILS1 3.6 NM
0 1 2
-1100
3
-1100
1 2
ADF1 HDG
320
GSPD 110 KTS
AD-50987@
Figure 2-10-22. Back Course Track
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Table 2-10-7. Localizer (LOC) and Back Course (BC) Mode Operating Limits Mode LOC/BC Parameter LOC or BC Capture: Beam Intercept Angle Up to 90 Capture Point Function of beam deviation, beam closure rate and localizer course error MIN Trip Point: 60 mV dc MAX Trip Point: 175 mV dc Roll Angle Limit Roll Rate Limit Course Cut Limit LOC or BC NOC: Roll Angle Limit Roll rate Limit Crosswind Correction Gain programming (8) 17 5.5/sec Up to 30 course error Function of radio altitude 27.5 5.5/sec 30 during capture Value
Localizer/Back Course Mode Engage/Reset/Disengage Logic (a) LOC/BC ARM Engage Logic Required valids: Flight Director On-side AHRU On-side MADC Displayed NAV Source.
With the above conditions met, and: NAV selected as the NAV source on the DC-550 Display Controller and the source tuned to an ILS frequency.
Pressing the NAV button on the GC-550 Guidance Control Unit will arm the LOC/BC mode. Pressing the APR button on the GC-550 Guidance Control Unit will arm the LOC and GS modes.
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(b)
LOC/BC Arm Reset Logic Reset means that a condition has occurred that has canceled the mode, but it can be re-engaged. Disengage means that a condition has occurred that has canceled the mode due to a fault and the mode cannot be re-engaged until the fault is cleared. LOC/BC arm will automatically be reset if any of the following conditions happen: LOC/BC is captured Selecting go-around Pressing the NAV button on the GC-550 Guidance Control Unit Changing the displayed heading source NAV source change Anytime the flight guidance system is powered up Activation of the GC-550 CPL pushbutton Turn knob out of detent with autopilot engaged.
(c)
LOC/BC Arm Disengage Logic The LOC/BC arm mode will automatically disengage if any of the following conditions happen: Flight Guidance not valid On-side AHRU not valid Not tuned to a localizer frequency Displayed NAV source not valid SG reversionary switching On-side MADC not valid Turn knob out of detent with autopilot engaged. If the flight director system or the on-side AHRS go invalid,the mode clears as well as the EDS display (attitude fail). If the NAV sensor fails, the mode will stay engaged, but the flight director command bar will bias out of view.
NOTE:
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(d)
LOC/BC Capture Engage Logic Required valids: Flight Director On-side AHRU Displayed NAV source On-side MADC.
With the above conditions met, and: The LOC/BC mode is armed plus 1 second and The LBS trips or deviation less than 35 mV.
The LOC/BC mode will automatically transition from arm to capture. (e) LOC/BC Capture Reset Logic LOC/BC capture will automatically reset if any of the following conditions happen: Selecting go-around Any other lateral mode active Pressing the NAV or APR button on the GC-550 Guidance Control Unit Changing the displayed heading source NAV source change Anytime the flight guidance system is powered up Activation of the GC-550 CPL pushbutton Turn knob out of detent with autopilot engaged.
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(f)
LOC/BC Capture Disengage Logic The LOC/BC mode will automatically disengage if any of the following conditions happen: Flight Director not valid On-side AHRU not valid Not tuned to a localizer frequency Displayed NAV source not valid plus 5 seconds SG reversionary switching On-side MADC not valid Turn knob out of detent with autopilot engaged. Loss of NAV valid will cause the flight director command bar to bias out of view while maintaining mode annunciation. If the NAV remains invalid after 5 seconds, the mode will be canceled.
NOTE:
(9)
Long Range Navigation See Figures 2-10-23 and 2-10-24 and Table 2-10-8. Should the pilot select the long range navigation (FMS) source on the DC-550 Display Controller, the NAV mode is flown similar to the VOR mode. Depending on the installed FMS, the PRIMUS 1000 DFGS can provide a variety of capabilities. These range as follows: Automatic arm and capture of LRN supplied track Immediate capture of the LRN supplied track.
Some common characteristics include: Instead of using course error and radio deviation, a composite lateral steering command is utilized from the long range navigation computer by the IC-600 IAC The symbol generator function supplies the flight director with the required steering commands This lateral steering command is gain programmed in the FMS and therefore is not gain programmed again in the IC-600 IAC.
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(a)
Automatic FMS Arm/Capture Pressing the NAV button on the GC-550 Guidance Control Unit will cause the HDG mode to annunciate ON. LNAV will be armed. At the proper point, the flight director will capture the FMS supplied track and LNAV will be annunciated in green on the PFD.
(b)
Immediate FMS Capture Pressing the GC-550 Guidance Control Unit NAV button will cause the flight director LNAV mode to annunciate in green on the PFD. The flight director function will now be captured and direct the aircraft to a track intercept. Once the cross track deviation is centered, the desired track will be achieved.
DESIRED TRACK
CAPTURE
DESIRED TRACK
CAPTURE
AD-51330@
Figure 2-10-23. Long Range Navigation Capture Pictorial and Tracking
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EMBRAER 145
169 M
240
FMS 30 AP 20 10
ALT YD30 20 10
310 00
31500
220
210
200
40
310 20
00
10 20 30
10 20
30500
180
.630 M 349 DTK

FMS 79.1 125 NM
30
29.92
3 2 1 0 1 2
IN
-2000
HDG
050
GSPD 365 KTS
AD-50977@
Figure 2-10-24. Long Range Navigation Tracking
The LNAV mode is canceled by: Pressing the NAV button on the GC-550 Guidance Control Unit Selecting go-around Selecting another navigation source on the DC-550 Display Controller Selecting another heading source Selecting another lateral mode active SG reversionary switching Activation of the GC-550 CPL pushbutton Turn knob out of detent with autopilot engaged.
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Table 2-10-8. LNAV Mode Operating Limits Mode LNAV Parameter Capture: Beam Intercept Angle Up to 90 Capture Point Function of groundspeed and the angular difference between actual and desired track. 32 5.0/sec Value
Roll Angle Limit Roll Rate Limit (10)
LNAV Mode Engage/Reset/Disengage Logic (a) LNAV Capture Logic Required valids: Flight Director On-side AHRU On-side MADC FMS.
With the above conditions met and: The LNAV mode is armed and the aircraft is at the computed desired track intercept point.
(b)
LNAV Capture Reset Logic Reset means that a condition has occurred that has canceled the mode, but it can be re-engaged. LNAV capture will automatically reset if any of the following conditions happen: Selecting go-around Any other lateral mode active Pressing the NAV button on the GC-550 Guidance Control Unit NAV source change Changing the displayed heading source Anytime the flight director system is powered up Activation of the GC-550 CPL pushbutton Turn knob out of detent with autopilot engaged.
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(c)
LNAV Capture Disengage Logic Disengage means that a condition has occurred that has canceled the mode due to a fault and the mode cannot be re-engaged until the fault is cleared. The LNAV mode will automatically disengage if any of the following conditions happen: Flight Director not valid On-side AHRU not valid Selected FMS source not valid On-side MADC not valid SG reversionary switching Turn knob out of detent with autopilot engaged.
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C.
Flight Director Vertical (Pitch) Channel Functional Operation

(1) Flight Director Vertical (Pitch) Modes Interface Figure 2-10-25 shows LRU interface for pilots side flight director vertical modes. Figure 2-10-26 shows LRU interface for copilots side flight director vertical modes. The function of each LRU for each vertical mode is discussed in the following paragraphs: (a) AH-800 Attitude Heading Reference Unit (AHRU) For all flight director vertical modes, the on-side AHRU provides actual aircraft pitch attitude, and rate of change terms for the on-side flight director. In the Speed (SPD) and Flight Level Change (FLC) modes, the on-side AHRS also provides a normal acceleration term. A longitudinal acceleration term is also provided for the FLC mode. The normal acceleration term is also used in the Altitude Hold (ALT), Altitude Preselect (ASEL), and Glideslope (GS) modes. The cross-side AHRU provides the same terms to the IC-600 IAC, but these signals are used for EDS/flight director and autopilot monitoring purposes only. (b) AZ-850 Micro Air Data Computer (MADC) The on-side AZ-850 MADC provides the on-side IC-600 IAC with an ARINC 429 input of air data values including true airspeed (TAS). The TAS signal is used in some vertical flight director modes for gain programming. The response of the aircraft should feel the same regardless of the aircrafts airspeed and altitude. Since it requires less flight control surface deflection at high speed and high altitude to complete a maneuver then it does at low speed and low altitude, changing the size of the signal as a function of TAS achieves the desired results. Should the AZ-850 MADC become invalid, a fixed bias TAS of 150 knots is used in the IC-600 IAC. The default value of TAS is set for the approach speed region of flight. Additionally, the AZ-850 MADC provides the on-side flight director with the following vertical mode references: (c) Barometric altitude Indicated airspeed/Mach Altitude rate (vertical speed).
GC-550 Guidance Control Unit The GC-550 Guidance Control Unit provides the means for the pilot to engage/disengage all vertical flight director modes, with the exception of Go-Around. The GC-550 also provides the controls to set the speed reference for the SPD and VS modes, as well as setting the selected Altitude Preselect reference.
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The GC-550 provides button input data directly to the IC-600 IAC. Speed set and selected altitude data is transmitted to both DC-550 Display Controllers. The DC-550 Display Controllers transmit the speed set and selected altitude data to both IC-600 IACs. (d) DC-550 Display Controller The DC-550 Display Controller provides an RS-422 digital bus interface (DC/SG Bus) between itself and the IC-600 IAC. Speed set and selected altitude inputs are routed through the DC-550 to be put on the digital bus interface to the IC-600 IAC. (e) RT-300 Radio Altimeter The radio altimeter provides an analog output of absolute altitude above the terrain. This signal is used by the flight director to gain program the glideslope signal. Gain programming is required due to the directional qualities and beam convergence characteristics of the glideslope antenna. As the aircraft approaches the runway, the glideslope signal appears to get stronger and the beam appears to get narrower. By reducing the gain on the signal as a function of the change in radio altitude, the computed steering command will not take the aircraft out of the glideslope beam envelope. Should the radio altimeter be invalid, gain programming will start as a function of glideslope capture and run down as a function of TAS and time. At the middle marker gain programming will be synchronized to a preset value. (f) RNZ-851 Integrated Navigation Unit The RNZ-851 navigation unit provides an RSB output of glideslope deviation data, as well as marker beacon data. (g) IC-600 Integrated Avionics Computer (IAC) The IC-600 IAC performs the following, as a function of which vertical mode is active. 1 Pitch Attitude Hold When only a lateral flight director mode is active, the IC-600 IAC will memorize the pitch attitude of the aircraft at the time the lateral mode was selected. This becomes the pitch attitude reference displayed on the PFD. Pitch attitude can be changed by pushing and holding the TCS button and maneuvering the aircraft to a new position. Releasing the TCS button will cause the IC-600 IAC to memorize this new attitude reference.
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Vertical Speed Hold The IC-600 IAC receives vertical speed information from the AZ-850 MADC. This vertical speed information becomes the reference vertical speed in the IC-600 IAC when the mode is engaged. The vertical speed reference is changed as a function of turning the SPD knob on the GC-550 Guidance Control Unit. When the vertical speed mode is engaged, the speed set bug is displayed on the vertical speed scale, and the vertical speed air data command reference is displayed above the vertical speed scale on the PFD. a Flight Director Only When the vertical speed mode is engaged and the autopilot is off, vertical speed steering commands are presented to the pilot on the PFD command bar. By flying the miniature aircraft symbol to the flight director command bar, the pilot will satisfy the flight director command. b Autopilot Engaged With the autopilot on and the vertical speed mode engaged, vertical speed steering commands are sent to the autopilot for automatic flight path steering.
Speed Hold a Air Data The IC-600 IAC receives IAS/Mach data from the AZ-850 MADC. This data becomes the SPD reference in the IC-600 IAC when the mode is engaged. The SPD reference is changed by turning the SPD set knob on the GC-550 Guidance Control Unit. When the SPD mode is engaged, the mode synchronizes to the existing aircraft speed. The speed reference is shown as a digital display at the top of the airspeed tape on the PFD. A speed set target bug is also displayed on the airspeed tape. Input data used by the control law includes selected IAS/Mach, vertical speed, actual IAS/Mach, longitudinal and normal acceleration terms. b Flight Director Only When the SPD mode is engaged and the autopilot is off, SPD steering commands are presented to the pilot on the PFD flight director command bar. By flying the miniature aircraft symbol to the command bar, the pilot will satisfy the flight director command.
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Autopilot Engaged With the autopilot on and the SPD mode engaged, selected IAS/Mach steering commands are sent to the autopilot for automatic flight path steering.
Flight Level Change Mode a Air Data The IC-600 IAC receives IAS/Mach and vertical speed data from the AZ-850 MADC. When the FLC mode is engaged, as a function of which profile (climb/descent) has been selected, actual IAS/Mach or vertical speed is compared against the profile programmed in the IC-600 IAC. When the FLC mode is engaged in a climb, the applicable speed profile target bug is displayed on the airspeed scale, and the selected target airspeed profile is displayed above the airspeed scale on the PFD. When the FLC mode is engaged in a descent, the applicable vertical speed target is selected and displayed above the vertical speed scale on the PFD. Input data used by the control law includes profile airspeed or Mach target, vertical speed, actual IAS/Mach, longitudinal and normal acceleration terms. b Flight Director Only When the FLC mode is engaged and the autopilot is off, FLC steering commands are presented to the pilot on the PFD flight director command bar. By flying the miniature aircraft symbol to the command bar, the pilot will satisfy the flight director command. Since the reference speed is a fixed profile in software, it cannot be changed with the SPD knob or TCS. c Autopilot Engaged With the autopilot on and the FLC mode engaged, the selected IAS/Mach or vertical speed profile steering command is sent to the autopilot for automatic flight path steering.
Altitude Preselect Mode The IC-600 IAC receives inputs of uncorrected pressure altitude, baro corrected pressure altitude and pilot selected altitude. The flight director processor combines the pressure altitude inputs through complimentary filtering to obtain more precise barometric altitude data. In the IC-600 IAC the difference between actual aircraft altitude and
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EMBRAER 145
selected aircraft altitude (ASEL) is defined as the altitude error signal. The altitude error signal is converted into a computed vertical speed signal. If the aircrafts actual vertical speed is less than the computed vertical speed, then ASEL remains armed. When the aircrafts actual vertical speed is greater than the computed vertical speed, the flight director processor will capture the selected altitude and command the flare maneuver. There is no button to select the ASEL mode on the GC-550 Guidance Control Unit. ASEL will automatically arm when the following conditions exist simultaneously: Decreasing altitude error Computed vertical speed is greater than actual vertical speed Not in altitude hold Glideslope is not in capture or track mode Vertical speed is greater than 100 FPM for 3 seconds The target altitude is at least 250 feet from present altitude.
The input data used by the altitude preselect control law includes selected altitude, baro corrected altitude, vertical speed, and normal acceleration. a Flight Director Only With the ASEL mode armed, the PFD will present a vertical steering command of whichever other vertical mode is in use. When ASEL transitions from arm to capture, a vertical steering command is presented to the pilot to flare the aircraft onto the selected altitude. b Autopilot Engaged With the autopilot engaged and the ASEL mode captured, steering commands are sent to the autopilot for automatic altitude capture. 6 Altitude Hold Mode The IC-600 IAC receives an input of baro corrected pressure altitude from the AZ-850 MADC. The flight director processor compares actual aircraft altitude against the altitude hold reference to generate the altitude hold error signal. Input data used by the altitude hold control law includes pressure altitude, baro correction data, vertical speed, normal acceleration and pitch attitude. a Flight Director Only With the ALT hold mode engaged, the PFD will present a vertical steering command to the pilot to fly the aircraft back to the reference altitude.
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EMBRAER 145
Autopilot Engaged With the autopilot on and the ALT hold mode engaged, the vertical steering command is sent to the autopilot for automatic flightpath steering.
ILS Approach Mode When the ILS Approach mode (APR) is armed, the flight director processor looks at TAS, vertical speed and glideslope deviation to determine when to capture the glideslope. This is accomplished by the vertical beam sensor (VBS). When the glideslope is captured, the flight director processor will automatically drop whichever other vertical mode was engaged and start tracking the glideslope signal. Should the localizer signal be lost for any reason, the APR mode will also be dropped. With the autopilot not engaged, the glideslope error signal is presented on the PFD command bar as a computed steering command for the pilot to raise or lower the aircraft nose and fly back to glideslope beam center. Pitch attitude from the AHRS will add with the glideslope signal in the flight director processor to center the command bar when the proper pitch attitude has been achieved. As the aircraft approaches the glideslope beam, the glideslope signal gets smaller in size and the pitch attitude signal will now command the pilot to return the aircraft to its landing attitude. With the aircraft tracking the glideslope beam, the following conditions exist: Radio deviation is zero Command cue is centered Control wheel is centered Aircraft is tracking the glideslope beam.
With the autopilot engaged, the flight director processor generates the commands stated above and sends them to the autopilot for automatic flight path steering. On the PFD, the command bar may move a little out of center and then return. With the autopilot satisfying the flight director steering command, the command bar will be centered. 8 Go-Around Mode The GA mode is normally used to transition from an approach to land to a climb out condition in the event of a missed approach. The pilot selects GA mode by pushing the GA button located on either outboard throttle handle. With GA mode selected, all flight director modes are canceled.
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EMBRAER 145
FD1 PUSH BUTTON
190J2B
IC-600 IAC NO. 1
190J1B FD1 ON PB 48 PILOT'S
11J1 7
70 TCS INPUT
PC-400 AUTOPILOT COMPUTER

PITCH WHEEL OUT + -
129J1 U Y 68 + PITCH WHEEL INPUT 69 -
GA DISCRETE 29 COPILOT'S C190J1B-29 GA SWITCHES ON THROTTLES SIGNAL GND 10 C190J2B-55 CPL PUSH BUTTON
WINDSHEAR COMPUTER
C190J2B-13 C190J2B-26
13 H 26 L
ARINC 429 IN WINDSHEAR ALT PB IN 26 SPD PB IN 27 FLC PB IN 28 15 16 17 19 32 33 LAMP TEST C190J1B-26 C190J1B-27 C190J1B-28 C190J1B-30 C190J1B-37 ALT PUSH BUTTON SPD PUSH BUTTON FLC PUSH BUTTON VS PUSH BUTTON FLC LAMP IN FD1 LAMP IN
190J2A FIG. 2-10-26 PILOT'S TCS AUTOPILOT SERVO POWER COPILOT'S TCS C1J1B-E5 C1J1B-E6 83 H 84 L ARINC 429 IN SEC AHRS VS PB IN 30 LAMP DRVR OUT FLC 37 LAMP DRVR OUT FD1 36 LAMP TEST IN 21 20J1 W N C190J2A-50 C190J2A-51 51 RAD ALT + 50 RAD ALT 190J2B C190J1B-21

C190J2B-70 C115J1-32
CPL PB IN 55 43 H 44 L ARINC 429 IN SEC MADC
FIG. 2-10-26
C9J1-60 C9J1-61
+15V EXTERNAL OUT 59 190J2A 129J1-C
21
+15V MODE POWER
AZ-850 MADC NO. 1

ARINC 429 BUS 1
LAMP DRIVER OUT CPL 99 9J1 H 60 L 61 C190J2A-43 C190J2A-44 1J1B 190J2A 29 H 30 L C190J2A-83 C190J2A-84 ARINC 429 IN PRI AHRS 190J2B 23 H 24 L ARINC 429 IN PRI MADC LAMP DRIVER OUT ALT LAMP DRIVER OUT IAS LAMP DRIVER OUT VS H DC/SG BUS L 103 102 101 15 16 20J1-Y 193RMP-2K 193RBP-3C C190J2A-49 C190J2A-57 C190J2A-58 AIR WOW IN 64 WOW ALT KNOB INPUT SPD KNOB INPUT C190J2A-103 C190J2A-102 C190J2A-101
25
CPL LEFT LAMP IN
30 31 34
ALT LAMP IN SPD LAMP IN VS LAMP IN
AH-800 AHRS NO. 1
H L H L
G7 G8 E5 E6
115J1
RAD ALT VALID 49
IC BUS
H 57 L 58
C115J1-15 C115J1-16 C115J1-17 15 16 17 18 19 20 C115J1-18 C115J1-19 C115J1-20 SIGNAL GND 1 C115J1-68 IAS/MACH PUSH TO SYNC 68 DC GND DC POWER GND 4 4 6 O-5VDC EDGELTG DC/SG BUS CHASSIS GND 45 DAY/NIGHT SWITCH 3 5 1 5V PANEL LIGHTING ANNUNCIATOR LTG PILOT MODE GND
AD-51328-R1@

50 51 52 53 54 55
#3 SET KNOB #3 SET KNOB #3 COMMON #4 SET KNOB #4 SET KNOB #4 COMMON
ALT SPD
164J1B 19 H 20 L 190J2B 53 H 54 L SECONDARY RADIO SYSTEM BUS PRIMARY RADIO SYSTEM BUS ALT ALERT 94 HORN OUT
C190J2A-64 TO AUDIO WARNING SYSTEM
H 71 L 81 164J1A
H 88 L 102
65
IAS/MACH SEL (SPD) LTG COMMON
115J1 34 H 35 L
32 TCS INPUT
Figure 2-10-25. Flight Director Vertical Modes Interface - Pilots Side
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EMBRAER 145
FD2 PUSH BUTTON
C190J2B
IC-600 IAC NO. 2
C190J1B FD2 ON PB 48 PILOT'S
11J1 20
70 TCS INPUT
PC-400 AUTOPILOT COMPUTER

PITCH WHEEL OUT + -
129J1 U Y 68 + PITCH WHEEL INPUT 69 -
GA DISCRETE 29 COPILOT'S 190J1B-29 GA SWITCHES ON THROTTLES SIGNAL GND 10 190J2B-55 CPL PUSH BUTTON
WINDSHEAR COMPUTER
190J2B-13 190J2B-26
13 H 26 L
ARINC 429 IN WINDSHEAR ALT PB IN 26 SPD PB IN 27 FLC PB IN 28 15 16 17 19 32 22 LAMP TEST 190J1B-26 190J1B-27 190J1B-28 190J1B-30 190J1B-37 ALT PUSH BUTTON SPD PUSH BUTTON FLC PUSH BUTTON VS PUSH BUTTON FLC LAMP IN FD2 LAMP IN
C190J2A FIG. 2-10-25 PILOT'S TCS AUTOPILOT SERVO POWER COPILOT'S TCS 1J1B-E5 1J1B-E6 83 H 84 L ARINC 429 IN SEC AHRS VS PB IN 30 LAMP DRVR OUT FLC 37 LAMP DRVR OUT FD2 36 LAMP TEST IN 21 20J1 W N 190J2A-50 190J2A-51 51 RAD ALT + 50 RAD ALT C190J2B 190J1B-21

C190J2B-70 C115J1-32
CPL PB IN 55 43 H 44 L ARINC 429 IN SEC MADC C190J2A
FIG. 2-10-25
9J1-60 9J1-61
AZ-850 MADC NO. 2

ARINC 429 BUS 1
LAMP DRIVER OUT CPL 99 C9J1 H 60 L 61 190J2A-43 190J2A-44 C1J1B C190J2A 29 H 30 L 190J2A-83 190J2A-84 ARINC 429 IN PRI AHRS C190J2B 23 H 24 L ARINC 429 IN PRI MADC LAMP DRIVER OUT ALT LAMP DRIVER OUT IAS LAMP DRIVER OUT VS H DC/SG BUS L 103 102 101 15 16 20J1-Y 193RMP-2K 193RBP-3C 190J2A-49 190J2A-57 190J2A-58 AIR WOW IN 64 WOW ALT KNOB INPUT SPD KNOB INPUT 190J2A-103 190J2A-102 190J2A-101
36
CPL RIGHT LAMP IN
30 31 34
ALT LAMP IN SPD LAMP IN VS LAMP IN
AH-800 AHRS NO. 2
H L H L
G7 G8 E5 E6
C115J1
RAD ALT VALID 49
IC BUS
H 57 L 58
115J1-15 115J1-16 115J1-17 15 16 17 18 19 20 115J1-18 115J1-19 115J1-20 SIGNAL GND 1 115J1-68 IAS/MACH PUSH TO SYNC 68 DC GND DC POWER GND 4 4 6 O-5VDC EDGELTG DC/SG BUS CHASSIS GND 45 DAY/NIGHT SWITCH 3 5 1 5V PANEL LIGHTING ANNUNCIATOR LTG PILOT MODE GND
AD-51329-R1@

50 51 52 53 54 55
#3 SET KNOB #3 SET KNOB #3 COMMON #4 SET KNOB #4 SET KNOB #4 COMMON
ALT SPD
C164J1B 19 H 20 L C190J2B 53 H 54 L SECONDARY RADIO SYSTEM BUS PRIMARY RADIO SYSTEM BUS ALT ALERT 94 HORN OUT
190J2A-64 TO AUDIO WARNING SYSTEM
H 71 L 81 C164J1A
H 88 L 102
65
IAS/MACH SEL (SPD) LTG COMMON
C115J1 34 H 35 L
32 TCS INPUT
Figure 2-10-26. Flight Director Vertical Modes Interface - Copilots Side
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EMBRAER 145
The description and figures in this section assume that the pilots flight director is master. (2) Pitch Attitude Hold Refer to Table 2-10-9. Pitch attitude hold is the basic vertical flight director mode. It is activated when a flight director lateral (roll) mode is selected without an accompanying vertical (pitch) mode. The PITCH hold mode is only active when the autopilot is engaged. There is a "PIT" annunciation for pitch attitude hold on the PFD in the vertical flight director mode field. The pitch command on the PFD provides the pilot with a reference corresponding to the pitch attitude existing at the moment the lateral flight director mode was selected. This pitch reference may be changed with the TCS button located on the pilots and copilots control wheel, or by using the pitch wheel on the PC-400 Autopilot Controller. Pitch attitude hold is canceled by selecting any vertical flight director mode or automatic capture of a vertical mode. Table 2-10-9. Pitch Attitude Hold Operating Limits Mode Autopilot Parameter Limit After Engagement TCS Pitch Wheel Value 20 20 20
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EMBRAER 145
(3)
Pitch Attitude Hold Mode Engage/Reset/Disengage Logic (a) Engage Logic Required valids: Flight Director On-side AHRU On-side MADC.
With the above conditions met, selecting a lateral flight director mode only, with no vertical flight director mode active, will place the aircraft in the pitch attitude hold mode of operation. (b) Reset Logic Reset means that a condition has occurred that has canceled the mode, but it can be re-engaged. The pitch attitude hold mode will be automatically reset, if any of the following conditions happen: (c) Selecting any vertical flight director mode active Selecting go-around Anytime the flight director system is powered up Activation of the GC-550 CPL pushbutton.
Disengage Logic Disengage means that a condition has occurred that has canceled the mode due to a fault and the mode cannot be re-engaged until the fault is cleared. The pitch attitude hold mode will automatically disengage, if any of the following conditions happen: Flight Director not valid On-side AHRU not valid SG reversionary switching On-side MADC not valid.
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EMBRAER 145
(4)
Vertical Speed (VS) Hold Mode See Figure 2-10-27 and Table 2-10-10. The vertical speed hold mode is used to automatically maintain the aircraft at a pilot selected vertical speed reference. Mode activation will cancel all other vertical modes except altitude preselect arm, and glideslope arm. Overspeed protection based on Vmo/Mmo speed limit is provided as a submode of vertical speed hold. Underspeed protection, in addition to AP disconnect at stick shaker activation is being considered at the time of the writing. To initiate the mode, the pilot would maneuver the aircraft to the desired climb or descent attitude, establish the vertical speed reference, and engage the mode. When the vertical speed mode is engaged, the following occurs: VS in green is annunciated on the PFD The vertical speed target is displayed above the vertical speed scale on the PFD and the vertical speed bug is displayed on the vertical speed scale.
The reference vertical speed is changed by turning the SPD knob on the GC-550 Guidance Control Unit. If the autopilot is engaged after the mode is selected on, the reference vertical speed must be re-synchronized. The pilot can also change the vertical speed reference as a function of pressing and holding the TCS button and manually flying the aircraft to a new vertical speed reference. Input data for the vertical speed control law includes vertical speed target, actual aircraft vertical speed and normal acceleration.
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EMBRAER 145
169 M
240
HDG 30 AP 20
VS YD30 20 10
ASEL
100 00
8500
220
10
200
180
20
80 00
80
10 20 30
10 20 30
7500
160
29.92
3 2 1 0
IN
090 CRS
VOR2 15.0 NM
1000
1000
1 2
VOR2 HDG
360
GSPD 225 KTS
AD-50994@
Figure 2-10-27. Vertical Speed (VS) Hold Mode
Table 2-10-10. Vertical Speed Hold Operating Limits Mode VS Hold Parameter VS Engage Range VS Hold Engage Error Pitch Limit Pitch Rate Limit Value 0 to 6,000 ft/min 30 ft/min 20 f(TAS) 0.3 gs max
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(5)
Vertical Speed (VS) Hold Mode Engage/Reset/Disengage Logic (a) Engage Logic Required valids: Flight Director On-side AHRU On-side MADC.
With the above conditions met, pressing the VS button on the GC-550 Guidance Control Unit will engage the VS hold mode. (b) Reset Logic Reset means that a condition has occurred that has canceled the mode, but it can be re-engaged. The VS mode will automatically be reset, if any of the following conditions happen: (c) Selecting go-around Pressing the VS button on the GC-550 Guidance Control Unit Selecting any other vertical mode active Anytime the flight director system is powered up Activation of the GC-550 CPL pushbutton.
Disengage Logic Disengage means that a condition has occurred that has canceled the mode due to a fault and the mode cannot be re-engaged until the fault is cleared. The VS hold mode will automatically disengage, if any of the following conditions happen: Flight Director not valid On-side AHRU not valid On-side MADC not valid SG reversionary switching.
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(6)
Speed (SPD) Select Mode See Figure 2-10-28 and Table 2-10-11. The Speed Select mode is used to maintain a pilot selected speed reference. The SPD control law is designed to fly to a selected altitude at a selected speed and to provide limited overspeed/underspeed protection during climbs and descents. The SPD mode is engaged by pressing the SPD button on the GC-550 Guidance Control Unit. The desired speed reference is set by turning the SPD set knob on the GC-550 Guidance Control Unit. If the mode is engaged below 25,000 feet, an IAS speed reference is selected. If the aircraft climbs through the 25,100 feet, the IAS reference is maintained. The pilot can also change the SPD reference by pressing and holding the TCS button and manually flying the aircraft to a new SPD reference. If the mode is engaged above the 25,100 feet, a Mach reference is selected. If the aircraft descends through the 25,000 feet, the Mach reference is maintained. The pilot may toggle between IAS/Mach at any time by pressing in on the SPD set knob. When the SPD mode is engaged, the following occurs: IAS in green is annunciated on the PFD The speed target is displayed at the top of the airspeed scale on the PFD and the speed target bug appears on the airspeed scale.
The SPD control law is designed to meet the following requirements: Not to exceed 0.3 g normal acceleration Not to exceed Vmo/Mmo Not to fly away from the selected airspeed reference Not to exceed 0.1 g longitudinal acceleration.
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200
240
HDG 30 AP 20 10
IAS YD30 20 10
ASEL
100 00
8500
220
200
180
20
80 00
80
10 20 30
10 20 30
2 7500
160
29.85
3 1 0
IN
090 CRS
-2000
1500
1 2
001
GSPD 225 KTS
AD-50995@
Figure 2-10-28. Speed Hold Mode
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Table 2-10-11. Speed (SPD) Hold Mode Operating Limits Mode SPD Hold Parameter IAS Engage Range IAS Hold Engage Error Pitch Limit Pitch Rate Limit Mach Engage Range Mach Hold Engage Error Pitch Limit Pitch Rate Limit (7) Value 120 knots to Vmo 5 knots 20 f(TAS) 0.3 gs max .40 Mach 0.01 Mach 20 f(TAS) 0.3 gs max
Speed (SPD) Select Mode Engage/Reset/Disengage Logic (a) Engage Logic Required valids: Flight Director On-side AHRU On-side MADC.
With the above conditions met, pressing the SPD button on the GC-550 Guidance Control Unit will engage the SPD Select mode. (b) Reset Logic Reset means that a condition has occurred that has canceled the mode, but it can be re-engaged. The SPD mode will automatically be reset, if any of the following conditions happen: Selecting go-around Pressing the SPD button on the GC-550 Guidance Control Unit Selecting any other vertical mode active except altitude preselect arm or glideslope arm Anytime the flight director system is powered up Activation of the GC-550 CPL pushbutton.
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(c)
Disengage Logic Disengage means that a condition has occurred that has canceled the mode due to a fault and the mode cannot be re-engaged until the fault is cleared. The SPD Select mode will automatically disengage, if any of the following conditions happen: Flight Director not valid On-side AHRU not valid On-side MADC not valid SG reversionary switching.
(8)
Flight Level Change (FLC, FLCH) Mode See Figure 2-10-29 and Table 2-10-12. The flight level climb or descent change mode is used to fly to a new altitude reference using predefined profiles. The flight level change control law is designed to provide limited overspeed/underspeed protection during climbs and descents. The control law is designed to meet the following requirements: Not to exceed 0.1 g normal acceleration Not to exceed Vmo/Mmo Not to fly away from the selected altitude Not to fly away from the profile speed Not to exceed 0.1 g longitudinal acceleration.
Flight level change provides an error signal from the reference speed and allows the system to maintain airspeed, Mach, or vertical speed and also track changes in the profile speed target value. The flight level change mode is selected by pressing the FLC button on the GC-550 Guidance Control Unit. Automatic selection of a climb or descent profile will be made by observing the aircraft altitude relative to the preselected altitude. The pilot will not be able to select a speed reference with the SPD knob on the GC-550 Guidance Control Unit. Selection of this mode will cancel all other vertical flight director modes except altitude preselect arm, or glideslope arm. With FLC active, pressing and holding TCS will allow the pilot to maneuver the aircraft as he desires. When TCS is released, the aircraft will once again acquire the climb/descent profile. Input data used by the control law includes profile airspeed or Mach target, vertical speed, actual airspeed or Mach, and aircraft accelerations.
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The flight level change mode is canceled/and or inhibited by any of the following conditions: FLC push button (push off) Selection of ALT, VS, or SPD modes Altitude preselect capture Glideslope capture Select Go-Around On-side AHRU not valid On-side MADC not valid.
240
280
HDG 30 AP 20
CLB YD30 20 10
370 00
10500
260
10
240
220
20
100 00
80
10 20
10 20 DG1
N
200
30
200 RA 30
0.00 IN -2000
3
9500
316 CRS
VOR1 6.4 NM
30
33 3
1 0 1 2 2
800
HDG
360
Figure 2-10-29. FLC Hold Mode
15
VOR1 ADF2
24
12
21
GSPD 200 KTS
AD-51643@
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Table 2-10-12. Flight Level Change (FLC) Hold Mode Operating Limits Mode Parameter Baro Corrected Altitude (feet) 0-10,000 10,000-12,000 12,000-17,377 17,377-37,000 0-37,000 Value
FLC Hold
Climb Speed
240 knots 240-270 knots 270 knots 0.56 Mach -2,000 feet per minute (currently on change. New value TBD)
Descent
(9)
Flight Level Change (FLC) Mode Engage/Reset/Disengage Logic (a) Engage Logic Required valids: Flight Director On-side AHRU On-side MADC.
With the above conditions met, pressing the FLC button on the GC-550 Guidance Control Unit will engage the FLC mode. (b) Reset Logic Reset means that a condition has occurred that has canceled the mode, but it can be re-engaged. The FLC mode will automatically be reset, if any of the following conditions happen: Selecting go-around Pressing the FLC button on the GC-550 Guidance Control Unit to turn off the mode Selecting any other vertical mode active except altitude preselect arm or glideslope arm Anytime the flight director system is powered up Activation of the GC-550 CPL pushbutton.
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(c)
Disengage Logic Disengage means that a condition has occurred that has canceled the mode due to a fault and the mode cannot be re-engaged until the fault is cleared. The FLC mode will automatically disengage, if any of the following conditions happen: Flight Director not valid On-side AHRU not valid On-side MADC not valid SG reversionary switching.
(10)
Altitude Preselect (ASEL) Mode See Figure 2-10-30 and Table 2-10-13. The ASEL mode is used in conjunction with another vertical mode to climb or descend to a preselected altitude, automatically level off and maintain the barometric altitude reference. Using the ASEL knob on the GC-550 Guidance Control Unit, the desired barometric altitude is entered in the altitude alerter display window above the altitude scale on the PFD. The ASEL mode will arm automatically when the aircraft climbs or descends towards the desired altitude, when the following conditions are met: ASEL altitude is more than 250 feet from current altitude Computed vertical speed is greater than actual vertical speed Vertical speed is greater than 100 FPM for 3 seconds Aircraft is moving toward the target altitude Glideslope not captured.
The ASEL mode is canceled in altitude (ALT) hold or after glideslope capture. The ASEL ARM mode is annunciated on the PFD. VS, SPD, FLC, or pitch hold can be used to fly to the preselected altitude. When reaching the preselect bracket altitude, the system automatically switches to the ALT SEL CAP mode and the previous active pitch mode is canceled. A command is then generated to asymptotically capture the selected altitude.
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The bracket altitude is defined as follows: When climbing towards the target altitude, the ASEL error is less than 2000 feet and computed vertical speed is less than actual vertical speed When descending towards the target altitude, the ASEL error is less than 3600 feet and computed vertical speed is less than actual vertical speed.
The flare command generated during the altitude capture phase is a referenced VS command generated by a linearized 0.06G approximation of the ASEL error computation. ASEL capture is annunciated on the PFD by a green ASEL at the vertical capture annunciation location. To indicate the transition to capture, ASEL will be enclosed in a white box for 5 seconds. The aircraft will remain in the ASEL capture mode until both of the following conditions exists: ALT error is less than 25 feet VS is less than 300 FPM.
At this time, the ASEL mode is dropped and the system is automatically placed in the altitude hold mode. The ASEL CAP mode will be dropped and ASEL ARM will be automatically reselected following ASEL knob motion. Figure 2-10-30 illustrates a descent from 18,000 feet using the ALT SEL mode.
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18,000 FEET PRESENT ALTITUDE
16,000 FEET
FLARE
SELECTED ALTITUDE 15,000 FEET
4
AD-50996@
Figure 2-10-30. Altitude Preselect Mode Pictorial The sequence of events described below are keyed to Figures 2-10-31 through 2-10-34, to illustrate how the aircraft is flown to a preselected altitude, using the ASEL mode. Pilot/copilot sets the selected altitude with the ASEL knob on the GC-550 Guidance Control Unit. The digital readout of the ASEL altitude is displayed in the ASEL window above the altitude scale on the PFD. (See Figure 2-10-31.) Engage the pitch hold (PIT), speed hold (IAS or MACH), flight level change (FLC) or pitch hold modes to descend toward the selected altitude. Altitude preselect is automatically armed and annunciated. (See Figure 2-10-32.) The altitude flare point (ASEL CAP) is dependent on vertical speed. (See Figure 2-10-33.) ASEL capture is dropped and ALT HOLD is automatically engaged. (See Figure 2-10-34).
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169 M
240
HDG 30 AP 20
ALT YD30 20 10
150 00
18500
220
10
200
180
20
180 00
80
10 20
10 20
17500
160
E 30 30
.390 M 360 CRS

VOR1 44.5 NM
29.92
3 2 1 0
IN
VOR1 ADF2 HDG
1 2
001
GSPD 225 KTS
AD-50997@
Figure 2-10-31. Prior to Descent - Altitude Hold Mode
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169 M
240
HDG 30 AP 20
VS 30 YD 20 10
ASEL
150 00
16500
220
10
200
180
20
160 00
80
10 20
10 20 30
15500
160
.390 M 359 CRS

VOR1 42.5 25 VOR1 ADF2 HDG NM
30
29.92
3 2 1 0 1 2
IN
-1500
-1500
001
GSPD 225 KTS
AD-50999@
Figure 2-10-32. During Descent - ASEL Armed Mode
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169 M
280
HDG 30 AP 20 10
ASEL 30 YD 20 10
150 00
15500
260
240
10
220
40
153 20
00
10 20 30 29.92
15000
20
200
.470 M 359 CRS

VOR1 40.5 NM
30
IN
-2000
3 2 1 0
-1000
1 2
VOR1 ADF2 HDG
001
TTG 9.5 MIN
AD-50998@
Figure 2-10-33. Start of Flare - ASEL Capture
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169 M
280
HDG 30 AP 20
ALT YD30 20 10
150 00
15500
260
10
240
220
20
150 00
80
10 20
10 20 30 29.92
14500
200
.470 M 360 CRS

VOR1 38.5 NM
30
IN
-2000
3 2 1 0
VOR1 ADF2 HDG
1 2
001
TTG 9.0 MIN
AD-51001@
Figure 2-10-34. Level at New Altitude - Altitude Hold Mode The ASEL capture mode is canceled by: Moving the ASEL set knob on the GC-550 Guidance Control Unit Any other vertical mode selected on, or captured (except glideslope arm) Selecting go-around.
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Table 2-10-13. Altitude Preselect (ASEL) Mode Operating Limits Mode ALT SEL Parameter ALT SEL Capture Range ALT Capture Error Pitch Limit Pitch Rate Limit (11) Value 0 to 50,000 ft 25 ft 20 f(TAS) 0.3 gs max
Altitude Preselect (ASEL) Mode Engage/Reset/Disengage Logic (a) Engage Logic Required valids: Flight Director On-side AHRU On-side MADC.
With the above conditions met, and all of the following conditions met, the ASEL mode will automatically arm: (b) Decreasing altitude error Computed vertical speed is greater than actual vertical speed Not altitude hold Glideslope not capture or track Vertical speed is greater than 100 FPM for 3 seconds The target altitude is at least 250 feet from present altitude.
Reset Logic Reset means that a condition has occurred that has canceled the mode, but it can be re-engaged. The ASEL mode will automatically be reset, if any of the following conditions happen: Altitude select capture Selecting go-around Selecting any other vertical mode active except glideslope arm Anytime the flight director system is powered up Activation of the GC-550 CPL pushbutton.
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(c)
Disengage Logic Disengage means that a condition has occurred that has canceled the mode due to a fault and the mode cannot be re-engaged until the fault is cleared. The ASEL mode will automatically disengage, if any of the following conditions happen: Flight Director not valid On-side AHRU not valid On-side MADC not valid SG reversionary switching.
(12)
Altitude Hold (ALT) Mode See Figure 2-10-35 and Table 2-10-14. The altitude hold mode is a vertical axis flight director mode used to maintain a barometric altitude reference. The vertical command for altitude hold is displayed on the flight director pitch command bar on the PFD. To fly utilizing altitude hold, the pilot would: Establish the aircraft in straight and level flight Press the ALT button on the GC-550 Guidance Control Unit.
At this time, the green ALT annunciator is displayed on the PFD while altitude hold is active. The vertical axis of the flight director will maintain the barometric altitude at the time of mode engagement. The reference altitude may be changed by using TCS to maneuver to a new altitude and then releasing the TCS button. Selecting the ALT mode on will cancel any other previously selected vertical mode. The pilot can change the altitude hold reference by pressing and holding the TCS button and manually fly the aircraft to a new altitude reference. Altitude Hold can also be entered automatically, as a function of ASEL capture, flare and level off. The ALT hold mode is canceled by: Pressing the ALT button on the GC-550 Guidance Control Unit Selecting any other vertical mode on the GC-550 Guidance Control Unit Selecting go-around SG reversionary switching Pitch wheel movement in either direction on the PC-400 Autopilot Controller.
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169 M
240
LNAV 30 AP 20
ALT YD30 20 10
100 00
10500
220
10
200
180
20
100 00
80
10 20 E 30
10 20 30
160
9500
30.01
3 2 1 0
IN
246 DTK
FMS 13.1 25 VOR1 HDG NM
-2000
1 2
245
GSPD 215 KTS
AD-51000@
Figure 2-10-35. Altitude Hold Mode
Table 2-10-14. Altitude Hold (ALT) Mode Operating Limits Mode ALT Parameter ALT Capture Range ALT Hold Capture Error Pitch Limit Pitch Rate Limit Value 0 to 50,000 ft 20 ft 20 f(TAS) 0.3 gs max
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(13)
Altitude Hold (ALT) Mode Engage/Reset/Disengage Logic (a) Engage Logic Required valids: Flight Director On-side AHRU On-side MADC.
With the above conditions met, pressing the ALT button on the GC-550 Guidance Control Unit will engage the altitude hold mode. (b) Reset Logic Reset means that a condition has occurred that has canceled the mode, but it can be re-engaged. The ALT mode will automatically be reset, if any of the following conditions happen: (c) Altitude select arm Selecting go-around Selecting any other vertical mode active Anytime the flight director system is powered up Activation of the GC-550 CPL pushbutton Pitch wheel movement on the PC-400 Autopilot Controller.
Disengage Logic Disengage means that a condition has occurred that has canceled the mode due to a fault and the mode cannot be re-engaged until the fault is cleared. The ALT mode will automatically disengage, if any of the following conditions happen: Flight Director not valid On-side AHRU not valid On-side MADC not valid SG reversionary switching.
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(14)
ILS Approach (APR) Mode See Figure 2-10-36 through 2-10-40 and Table 2-10-15. The glideslope portion of the approach mode is used for the automatic intercept, capture and tracking of the glideslope beam. The beam is used to guide the aircraft down to the runway in a linear descent. Typical glideslope beam angles vary between two and three degrees, dependent on local terrain. When the glideslope mode is used as the vertical portion of the localizer approach mode, it allows the pilot to fly a fully coupled ILS approach. The mode is interlocked, so that glideslope capture is inhibited until localizer capture has occurred. With the localizer captured, and outside the normal glideslope capture limits, the PFD will annunciate the following modes: LOC in green GS in white Any other vertical mode in use at this time will also be displayed.
As the aircraft approaches the glideslope beam, the vertical beam sensor (VBS) monitors TAS, vertical speed, and glideslope deviation in determining the correct capture point. At glideslope capture, the computer drops any other vertical mode that was in use, and automatically generates a pitch command to smoothly track the glideslope beam. At this time, the PFD will annunciate LOC in green and GS in green (this annunciation will be enclosed with a white box for 5 seconds). The NAV and APR mode selector buttons on the GC-550 Guidance Control Unit are annunciated.
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SELECTED HEADING OR TRACK 045 090 INBOUND COURSE
LOCALIZER TX
RUNWAY
AD-50988@
Figure 2-10-36. ILS Approach Arm Pictorial
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169 M
200
LOC
HDG 30 AP 20
ALT YD30 20 10
GS
30 00
3500
180
10
160
140
E 10 R 20 30 10
20
30 00
80
1560
20 200 RA 30
2500
120
29.96
3 2 1 0
IN
090 CRS
ILS1 8.0 NM
-2000
ADF1 HDG
1 2
045
GSPD 150 KTS
AD-50990@
Figure 2-10-37. ILS Approach Arm Gain programming is performed on the glideslope signal to compensate for the aircraft closing on the glideslope antenna, and beam convergence caused by the directional properties of the glideslope antenna. Glideslope programming is normally accomplished as a function of the change in radio altitude on the approach. If radio altitude is not valid, or not available, glideslope gain programming starts at glideslope capture and will run down as a function of TAS and time. At the middle marker, the gain is synchronized to a preset value for the remainder of the approach. Input data used in the glideslope control law includes glideslope deviation, radio altitude, airspeed, vertical speed and middle marker.
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The approach mode is canceled by: Pressing the APR or NAV buttons on the GC-550 Guidance Control Unit Loss of ILS localizer or glideslope data Selecting go-around Selecting HDG on the GC-550 Guidance Control Unit Selecting any other vertical mode active.
GL
IDE
SL
OP
EB
EA
TYPICAL CAPTURE POINT IS 1/3 DOT ON GS SCALE

M
RUNWAY
AD-50982@
Figure 2-10-38. ILS Approach Capture Pictorial
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169 M
200
LOC 30 AP
30
ALT YD
GS
30 00
3500
180
E
20
160
140
30 00
80
AP R
1500
200 RA
30 30
120
29.96
2500
IN
090 CRS
ILS1 6.8 NM
0 1 2
-2000
3
ADF1 HDG
1 2
045
GSPD 140 KTS
AD-50991@
Figure 2-10-39. ILS Approach (LOC) Capture
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169 M
160
LOC 30 AP 20 10 AP R 10 20 30
GS 30 YD 20 10
30 00
2200
140
130
120
40
17 60
80
10
100
200
20
1500
M 200 RA 30
29.92
3 2 1 0
IN
090 CRS
ILS1 1.3 NM
-2000
-600
1 2
ADF1 HDG
045
GSPD 100 KTS
AD-50993@
Figure 2-10-40. ILS Approach (APR) Mode Track
Table 2-10-15. ILS Approach (APR) Mode Operating Limits Mode APR Parameter Glideslope Capture Capture Point Value < 150 mV glideslope deviation Function of GS deviation, vertical speed, and TAS 10 f(TAS) 0.3 gs max Function of radio altitude, TAS, and GS deviation
Pitch Command Limit Pitch Rate Limit Gain Programming
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(15)
ILS Approach (APR) Mode Engage/Reset/Disengage Logic (a) APR Arm Engage Logic Required valids: Flight Director On-side AHRU On-side NAV source.
With the above conditions met, and the NAV source tuned to an ILS frequency, pressing the APR button on the GC-550 Guidance Control Unit will arm the ILS approach mode. (b) APR Arm Reset Logic Reset means that a condition has occurred that has canceled the mode, but it can be re-engaged. APR arm will automatically be reset, if any of the following conditions happen: (c) Selecting go-around Pressing the NAV or HDG button on the GC-550 Guidance Control Unit Pressing the APR button on the GC-550 Guidance Control Unit NAV source change Anytime the flight director system is powered up Activation of the GC-550 CPL pushbutton.
Disengage Logic Disengage means that a condition has occurred that has canceled the mode due to a fault and the mode cannot be re-engaged until the fault is cleared. The APR arm mode will automatically disengage, if any of the following conditions happen: Flight Director not valid On-side AHRU not valid Not tuned to an ILS frequency SG reversionary switching.
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(d)
ILS Approach Capture Logic Required valids: Flight Director system On-side AHRU On-side NAV source.
With the above conditions met, glideslope armed and the VBS has tripped, the ILS Approach mode will automatically transition from arm to capture. (e) ILS Capture Reset Logic ILS capture will automatically be reset, if any of the following conditions happen: (f) Selecting go-around Pressing the NAV or HDG button on the GC-550 Guidance Control Unit Pressing the APR button on the GC-550 Guidance Control Unit NAV source change Anytime the flight director system is powered up Activation of the GC-550 CPL pushbutton.
ILS Capture Disengage Logic The ILS capture mode will automatically disengage, if any of the following conditions happen: Flight Director not valid Not tuned to an ILS frequency On-side AHRU not valid NAV source not valid for 5 seconds SG reversionary switching.
(g)
ILS Track Engage Logic Required valids: Flight Director On-side AHRU On-side NAV source.
With the above conditions met, glideslope is captured and localizer is track and radio altitude is less than 1200 ft, the ILS mode will automatically transition from capture to track.
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ILS track will automatically be reset for the same conditions as ILS Capture Reset. The ILS track mode will automatically disengage for the same reasons as ILS capture disengage. NOTE: If glideslope deviation becomes invalid, the command cue will bias out of view but the mode annunciator stays on. If the glideslope deviation remains invalid for more than 5 seconds, the mode will be canceled.
(16)
Go-Around (GA) Mode (Wings Level) See Figure 2-10-41. The Go-Around mode will be selected by pressing the remote mounted go around button. The IC-600 will provide flight director bar and autopilot pitch commands to allow Speed-on-Elevator aircraft control. The Coupled Go Around mode will initially command a minimum speed of 1.23 Vs kts to arrest the aircraft descent and begin the climb out. The reference speed will be latched on mode entry. The mode will ensure that a minimum of altitude is lost given that the aircraft has sufficient energy to maintain speed and altitude. In the event of insufficient energy, the aircraft will maintain altitude until 1.23 Vs kts is reached, at which point the mode will maintain speed. The turn around will be done utilizing energy management to command a minimum of 75% of the achievable acceleration or the acceleration needed to meet the 1.23 Vs kts speed target. The mode will achieve a pitch up attitude that is limited by a comfort limit of 12 degrees, at which point the aircraft will be allowed to accelerate depending on the energy available.
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151
180
ROL AP 30 20
GA YD 30 20 10
ASEL
38 00
2500
GS
160
14 6
10
20
21 40
60
MIN
120
10 20
190
10 20200 RA 30
1500
29.92
3
IN
360 CRS
ILS1
30
30
33
N
-2000
2 1 0 1 2
5.2 8
NM
HDG
360
Figure 2-10-41. Go-Around Mode (Wings Level) The Go-Around mode can be canceled or inhibited by any of the following: MADC source selection change Selection of any other vertical flight director mode ASEL capture Pressing TCS Radio altitude valid and radio altitude > 2500 ft Radio altitude invalid and baro corrected altitude > 1500 ft.
15
VOR1 ADF2
700
12
24
21
GSPD 148 KTS
AD-51642@
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(17)
Go-Around (GA) Mode Engage/Reset/Disengage Logic (a) Engage Logic Required valids: Flight Director On-side MADC On-side AHRU.
With the above conditions met, pressing the remote GA button on the pilots or copilots throttle will engage the GA mode. (b) Reset Logic Reset means that a condition has occurred that has canceled the mode, but it can be re-engaged. The GA mode will automatically be reset, if any of the following conditions happen: Selecting any other vertical mode active Pushing TCS Anytime the flight director system is powered up Activation of the GC-550 CPL pushbutton MADC source selection change Transition to capture phase of altitude preselect mode (provided that the selected altitude is greater than 400 ft above coupled go around mode engagement altitude.
(c)
Disengage Logic Disengage means that a condition has occurred that has canceled the mode due to a fault and the mode cannot be re-engaged until the fault is cleared. The GA mode will automatically disengage, if any of the following conditions happen: Flight Director not valid On-side AHRU not valid On-side MADC not valid.
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(18)
Windshear Mode (WSHR) The windshear (WSHR) system utilizes a combination of detection and guidance. The windshear detection computer will annunciate an amber or red WDSHEAR on the PFD for increasing performance or decreasing performance windshears respectively. See Figure 2-10-41. Anytime an amber or red WDSHEAR is annunciated, the pilot is expected to give full throttle, activate the WSHR mode and execute a missed approach while following the WSHR guidance. The WSHR mode is activated manually by pressing the GA button while an amber or red WDSHEAR annunciation exists. It is automatically activated from the TO or GA modes if an amber or red WDSHEAR occurs. It is also automatically activated from any mode if a red WDSHEAR occurs and the throttles are greater than 80% of the throttle lever angular travel. When the windshear mode is activated, the autopilot is disconnected and the command bars will be displayed. The command bars will guide the aircraft gain energy or conserve energy depending on the conditions of the airmass the aircraft is in. This energy management is done first by maintaining a slightly negative (climb) flight path angle. This will continue until the aircraft has either reached excess energy and begins to control to a speed target for climb out or until the aircraft has pitched up near stickshaker while trying to maintain the flight path. If the aircraft has reached excess energy, the aircraft will switch from flight path control to speed control and allow the aircraft to reach whatever climb rate it can while maintaining airspeed. Excess energy is defined as the latched speed at time of WSHR engagement which is the greater of 1.3Vs + 30kts or current IAS. This speed latch is increased by 20 knots if an increasing performance (amber) windshear is last detected. If the aircraft has pitched up while trying to maintain flight path angle, the WSHR guidance will control to stickshaker until a climb can again be achieved.
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169
160
ROL
WSHR 30 20 10 GS
WDSHEAR
30 20 AP 10
38 00
140
2000
40
120
100
18 20
00
10 1830 10
80
1500
20 30
20200 RA 30
29.29
3 2 1 0
IN
360 CRS
ILS1 6.7 8 VOR1 ADF2 HDG NM
-2000
1 2
360
GSPD 122 KTS
AD-51727@
Figure 2-10-42. Windshear Mode (19) Windshear (WSHR) Mode Engage/Reset/Disengage Logic (a) Engage Logic Required valids: Caution or warning signal from the GPWS Computer Stall Warning Computer On-side MADC On-side AHRU Radio altitude and below 1500 ft.
With the above conditions met, pressing the remote GA button on the pilots or copilots throttle will engage the windshear mode.
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The windshear mode will automatically be entered when the following conditions happen: In GA or TO mode and a valid state exists for an increasing performance shear (windshear caution) or a decreasing performance shear (windshear warning) Throttle lever position exceeds 80% and a valid state exists specifically for a decreasing performance shear (windshear warning)
(b)
Reset Logic Reset means that a condition has occurred that has canceled the mode, but it can be re-engaged. The windshear mode will automatically be reset, if any of the following conditions happen: Selection of FLC, VS, SPD and ALT modes The go around button is pressed without a windshear caution or warning MADC source selection change without a windshear or caution warning AHRS source selection change without a windshear or caution warning On-side AHRU not valid On-side MADC not valid.
(c)
Disengage Logic Disengage means that a condition has occurred that has canceled the mode due to a fault and the mode cannot be re-engaged until the fault is cleared. The windshear mode will automatically disengage, if any of the following conditions happen: Stall Warning Computer not valid On-side AHRU not valid On-side MADC not valid Radio altitude is greater than 1500 ft No discrete from the windshear computer exists.
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SECTION/PARAGRAPH/TITLE 2.11 AUTOPILOT/YAW DAMPER SYSTEM 1. General . . . . . . . . . . . . . . . A. Autopilot . . . . . . . . . . B. Yaw Damper . . . . . . . C. AP/YD System . . . . . . .......... .......... .......... .......... .......... Component Descriptions and Locations . . . . . . . . . . A. IC-600 Integrated Avionics Computer . . . . . . . . . . . . B. GC-550 Guidance Control Unit . . . . . . . . . . . . . . . . . (1) Autopilot Engage Pushbutton . . . . . . . . . . . . . (2) Yaw Damper Engage Pushbutton . . . . . . . . . . (3) CPL Pushbutton . . . . . . . . . . . . . . . . . . . . . . . C. PC-400 Autopilot Controller . . . . . . . . . . . . . . . . . . . D. SM-200 Servo Drive and SB-201 Servo Bracket . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Heading Hold and Wings Level . . . . . . . . . . . . (2) Roll Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) Pitch Attitude Hold . . . . . . . . . . . . . . . . . . . . . (4) Flight Director Couple and Lift Compensation (5) Turn Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . (6) Pitch Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . (7) Touch Control Steering (TCS) . . . . . . . . . . . . . B. Autopilot/Yaw Damper Engage Logic . . . . . . . . . . . . . (1) Yaw Damper Engagement . . . . . . . . . . . . . . . . (2) Autopilot Engagement . . . . . . . . . . . . . . . . . . C. Roll Axis Autopilot Servo Loop . . . . . . . . . . . . . . . . . (1) SM-200 Roll Servo Drive and Bracket . . . . . . . (2) IC-600 Integrated Avionics Computer (IAC) . . . D. Pitch Axis Autopilot Servo Loop . . . . . . . . . . . . . . . . (1) SM-200 Elevator Servo Drive and Bracket . . . . (2) IC-600 Integrated Avionics Computer (IAC) . . . E. Pitch Axis Autopilot Trim . . . . . . . . . . . . . . . . . . . . . F. Yaw Damper Rudder Axis Servo Loop . . . . . . . . . . . . (1) IC-600 Integrated Avionics Computer (IAC) . . . (2) SM-200 Servo Drive and Bracket . . . . . . . . . . Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A. Autopilot/Yaw Damper Monitoring Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-11-1 2-11-1 2-11-1 2-11-2 2-11-2 2-11-4 2-11-4 2-11-7 2-11-9 2-11-9 2-11-9 2-11-10 2-11-12 2-11-15 2-11-15 2-11-15 2-11-15 2-11-16 2-11-16 2-11-17 2-11-17 2-11-17 2-11-23 2-11-23 2-11-24 2-11-27 2-11-27 2-11-28 2-11-33 2-11-33 2-11-34 2-11-36 2-11-39 2-11-39 2-11-40 2-11-43 2-11-43
2.
3.
4.
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TABLE OF CONTENTS - SECTION 2.11 (Cont) SECTION/PARAGRAPH/TITLE B. C. D. Hardover Malfunction Protection . . . . . . . . . . . . . . . . . System Response to Failures . . . . . . . . . . . . . . . . . . . Monitor Description . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Pitch Servo Position Monitor . . . . . . . . . . . . . . (2) Primary Pitch Attitude Comparison . . . . . . . . . (3) Secondary Pitch Attitude Comparision Monitor (4) Normal Accelertion Monitor . . . . . . . . . . . . . . . (5) Roll Servo Position Monitor . . . . . . . . . . . . . . . (6) Primary Roll Attitude Comparison Monitor . . . . (7) Secondary Roll Attitude Comparison Monitor . . (8) Roll Rate Monitor . . . . . . . . . . . . . . . . . . . . . . . (9) Yaw Servo Position Monitor . . . . . . . . . . . . . . . (10) Auto Trim Runaway Monitor . . . . . . . . . . . . . . . (11) Auto Trim Inoperative Monitor . . . . . . . . . . . . . (12) Autopilot/Yaw Damper Disconnect Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2-11-43 2-11-43 2-11-44 2-11-44 2-11-44 2-11-44 2-11-44 2-11-44 2-11-45 2-11-45 2-11-45 2-11-45 2-11-45 2-11-45 2-11-46
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FIGURE/TITLE Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure 2-11-1. IC-600 Integrated Avionics Computer . . . . . . . 2-11-2. GC-550 Guidance Control Unit . . . . . . . . . . . . 2-11-3. PC-400 Autopilot Controller . . . . . . . . . . . . . . 2-11-4. SM-200 Servo Drive and SB-201 Servo Bracket 2-11-5. Pilots Autopilot/Yaw Damper Interface . . . . . . 2-11-6. Copilots Autopilot/Yaw Damper Interface . . . . 2-11-7. Autopilot/Yaw Damper Engage Logic . . . . . . . 2-11-8. Autopilot Roll Axis Servo Loop . . . . . . . . . . . 2-11-9. Pitch Autopilot Servo Loop . . . . . . . . . . . . . . . 2-11-10. Yaw Damper Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE . . 2-11-4 . . 2-11-7 . 2-11-10 . 2-11-12 2-11-19/20 2-11-21/22 2-11-25/26 2-11-31/32 2-11-37/38 2-11-41/42
List of Tables
TABLE/TITLE Table 2-11-1. IC-600 Integrated Avionics Computer (Autopilot/Yaw Damper Function) Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 2-11-2. GC-550 Flight Guidance Control Unit Leading Particulars . . . . . . . . . . Table 2-11-3. PC-400 Autopilot Controller Leading Particulars . . . . . . . . . . . . . . . . . Table 2-11-4. SM-200 Servo Drive and SB-201 Servo Bracket Leading Particulars . . . Table 2-11-5. Autopilot Roll Axis Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . Table 2-11-6. Pitch Channel Axis Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE
. . . . . .
. 2-11-5 . 2-11-7 2-11-11 2-11-13 2-11-29 2-11-35
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SECTION 2.11 AUTOPILOT/YAW DAMPER SYSTEM
1.
General
The PRIMUS 1000 Display and Flight Guidance System features a single autopilot/yaw damper system that is designed around a distributed processor architecture which utilizes independent hardware elements to perform the aircraft control and monitor functions. The monitor function is performed in the primary (flight director/EDS) processor within the IC-600 IAC No. 1, while the aircraft control function is performed in the secondary (autopilot/yaw damper) processor. This architecture ensures that any single failure does not cause a condition which would prevent continued safe flight and landing of the aircraft. In the event of a primary processor failure, the secondary processor would become unavailable for use since the monitor functions are housed in the primary processor. If however, the secondary processor failed, the functions of the primary processor would still be available. The IC-600 IAC No. 1 Integrated Avionics Computer houses the autopilot/yaw damper. Only the pilots IC-600 is connected to the servos, consequently this configuration only provides for single autopilot/yaw damper operation. The PRIMUS 1000 autopilot/yaw damper system requires that both AHRS in the aircraft be operating and be valid. The autopilot/yaw damper is not designed for single AHRS operation. The primary processor provides dedicated disconnect hardware for the monitor function. This allows either processor to force a disconnect of the autopilot and yaw damper. All automatic disconnects, which result from monitor trips, will be stored in non-volatile memory for later recall during ground maintenance test.
A.
Autopilot
The PRIMUS 1000 autopilot is housed in the pilots IC-600 Integrated Avionics Computer (IAC) and is of a fail passive design featuring digital attitude and servo loops. The autopilot provides attitude stabilization and tracking of pitch and roll steering commands from the flight director. The autopilot is not aware of which flight director mode(s), if any, are active. The autopilot simply tracks the pitch and roll steering commands as attitude changes. The autopilot provides aircraft stabilization around a pilot selected reference. With the autopilot engaged, short term transient disturbances are automatically corrected. As the aircraft is moved away from its reference by a disturbance, the autopilot will work to stop the aircraft from moving away and return it to its reference position/attitude.
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The pitch axis autopilot trim function resides in the pilots IC-600 IAC and works to maintain aircraft pitch attitude against long term attitude disturbances such as fuel burn and passenger movement. Activation of the manual electric trim switches will cause the autopilot to disengage. For the autopilot to do its job, it considers the following data: What is the pilots desired attitude reference? What is the aircrafts actual attitude? If there is a difference between desired and actual attitude, correct for the difference and control the rate at which the correction takes place.
B.
Yaw Damper
The yaw damper computes servo commands based on sensor input data only. It provides yaw rate damping and makes no effort to control the flight path of the aircraft. While the yaw damper can be engaged without the autopilot, the autopilot cannot be engaged without the yaw damper. Servo position reference is synchronized to zero at engagement and is constantly washed out to ensure that steady state rudder forces are zero. If the rudder trim position changes due to pilot input or aircraft configuration changes the rudder washes out the steady state force and allows rudder servo re-synchronization.
C.
AP/YD System
The PRIMUS 1000 autopilot/yaw damper system is comprised of the following Line Replaceable Units (LRUs). IC-600 IAC (Pilots) GC-550 Guidance Control Panel SM-200 Servos and Servo Brackets (aileron, elevator, rudder) PC-400 Autopilot Controller Aircraft Primary Trim System.
The autopilot/yaw damper requires inputs from the following sensors: AHRS (Pilots and Copilots) AZ-850 Micro Air Data Computer.
Autopilot modes of operation are listed below: Heading Hold Roll Hold Pitch Attitude Hold Flight Director Coupled.
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The AP/YD off discrete output logic provides a 3.0-second AP off output for the warning horn for normal autopilot disconnects, and a continuous output for any automatic disconnect. The continuous output can be reset by holding the AP disconnect on the control wheel for more than 1 second.
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2.

Figure 2-11-1 shows a graphical view of the IC-600 Integrated Avionics Computer. Two IC-600 Integrated Avionics Computers are located under the cockpit floor behind the crew. Table 2-11-1 provides items and specifications that are particular to the computer.
AD-33449@
Figure 2-11-1. IC-600 Integrated Avionics Computer
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Table 2-11-1. IC-600 Integrated Avionics Computer (Autopilot/Yaw Damper Function) Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . . . . Length ................. 7.62 in. (193.55 mm) 4.13 in. (104.90 mm) 16.45 in. (418.83 mm) Specification
Weight (maximum): With Autopilot . . . . . . . . . . . . Without Autopilot . . . . . . . . . . 15.5 lb (7.05 kg) 15.0 lb (6.82 kg)
Power Requirements (with Autopilot): Continuous . . . . . . . . . . . . . . In-Rush ................ 28 V dc, 50 W (max) 28 V dc (0.5 sec), 200 W (max) 28 V dc, 210 W (max)/112 W (nom)
Servo Power . . . . . . . . . . . . .
Power Requirements (without Autopilot): Continuous . . . . . . . . . . . . . . In-Rush ................ 28 V dc, 50 W (max) 28 V dc (0.5 sec), 200 W (max)
Mating Connectors: J1, J2 . . . . . . . . . . . . . . . . . . ITT Cannon Part No. DPX2MA-A106P-A106P-33B-0001 NOTE: Mounting . . . . . . . . . . . . . . . . . . . Sunbank backshell (4) required Part No. J1560-12-2
Tray, HPN 7017095-903
The primary component of the PRIMUS 1000 autopilot/yaw damper system is the pilots IC-600 Integrated Avionics Computer (IAC). The autopilot/yaw damper processor in the pilots IC-600 IAC provides pitch and roll attitude commands through control of elevator, aileron and trim servos, as well as yaw rate terms to the rudder servo. The autopilot tracks the pitch and roll attitude commands from the flight director to provide computed flight path steering. The CPL switch on the GC-550 Guidance Control Unit allows the pilot to select which flight director (pilot/copilot) is coupled to the autopilot.
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In addition to providing stabilization around a pilot defined reference, the autopilot processor also provides: Power up/start up initialization Engage/disengage logic Airspeed gain computations I/O data management ARINC 429 communications Continuous testing functions.
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B.
GC-550 Guidance Control Unit

Figure 2-11-2 shows a graphical view of the GC-550 Guidance Control Unit. The GC-550 Guidance Control Unit is located in the center of the glareshield. Table 2-11-2 provides items and specifications that are particular to the controller.
FD1 CRS 1
HDG HDG
NAV
AP
SPD SPD
FLC
ALT ASEL
FD2 CRS 2
APR
CPL
VS
AD-50630@
Figure 2-11-2. GC-550 Guidance Control Unit
Table 2-11-2. GC-550 Flight Guidance Control Unit Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 in. (57.15 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.65 in. (295.91 mm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.51 in. (114.51 mm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.23 lb (1.01 kg) Specification
Weight (maximum)
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Table 2-11-2. GC-550 Flight Guidance Control Unit Leading Particulars Item User Replaceable Parts: Knobs CRS (Setscrew A) . . . . . . . . . . . . . . . . . . . . . . HPN 7018485-4 HDG (Setscrew A) . . . . . . . . . . . . . . . . . . . . . HPN 7009644-1 SPD (Setscrew B) . . . . . . . . . . . . . . . . . . . . . . HPN 7020161 ASEL (Setscrew B) . . . . . . . . . . . . . . . . . . . . . HPN 7019971-1 CRS 2 (Setscrew A) . . . . . . . . . . . . . . . . . . . . HPN 7018485-4 CRS 1 PUSH SYNC (Setscrew B) . . . . . . . . . . HPN 7015342-13 HDG PUSH SYNC (Setscrew B) . . . . . . . . . . . . HPN 7015342-12 SPD PUSH SYNC (Setscrew B) . . . . . . . . . . . . HPN 7015342-12 CRS 2 PUSH SYNC (Setscrew B) . . . . . . . . . . HPN 7015342-13 Specification
Mating Connector: J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20B-35S
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The GC-550 Guidance Control Unit provides the means for the pilot to engage/disengage the autopilot and yaw damper and select which flight director is commanding the autopilot. (1) Autopilot Engage Pushbutton Autopilot engagement is primarily controlled through this pushbutton. If all engage logic is valid, pressing this switch will engage the autopilot and yaw damper. With the autopilot engaged, pressing this switch will disengage the autopilot only. The yaw damper will remain engaged. (2) Yaw Damper Engage Pushbutton Yaw Damper engagement is primarily controlled through this pushbutton. If all engage logic is valid, pressing this pushbutton will engage the yaw damper only. With the autopilot engaged, pressing this pushbutton will disengage the yaw damper and autopilot. (3) CPL Pushbutton This pushbutton is used to select which flight director is commanding the autopilot. Only one flight director at a time can be selected. Transition of this switch will cancel all flight director modes independent of autopilot operation. After the flight director transfer has taken place, flight director modes can be re-selected by the pilot.
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C.
PC-400 Autopilot Controller

The PC-400 Autopilot Controller provides the autopilot with TURN knob and PITCH wheel inputs. The controller is located on the pedestal with Dzus rails with four, one-quarter turn fasteners. Figure 2-11-3 shows a graphical view of the PC-400 Autopilot Controller. Leading particulars for the PC-400 Autopilot Controller are listed in Table 2-11-3.
DESCEND
TURN
P I T C H
CLIMB
AD-50485@
Figure 2-11-3. PC-400 Autopilot Controller
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Table 2-11-3. PC-400 Autopilot Controller Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.625 in. (6.67 cm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.750 in. (14.60 cm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.150 in. (15.62 cm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 lb (0.73 kg) Specification
Weight (maximum)
Power Requirements: Instrument Lighting . . . . . . . . . . . . . . . . . . . . . . . . . 0 to 5 V ac or dc Mode Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . +28 V dc
User Replaceable Parts: Knob, Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 337136-1 Setscrew, Bottom (Hex Socket, 8-32 x 5/8", cup HPN 0455-284 point) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setscrew, Side (Hex Socket, 8-32 x 3/16", cup point) HPN 0455-274
Lamp, Clear (Type 7341) . . . . . . . . . . . . . . . . . . . . HPN 0635-22
Mating Connector: J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3116F20-41S The pilot may input roll commands with the TURN knob or change pitch attitude reference with the PITCH wheel with the autopilot engaged. The TURN knob drives a center tap potentiometer and cam mechanism. The cam mechanism provides a no command mechanical detent and command sensing (out of detent) signal to the IC-600 IAC. The PITCH wheel drives a tachometer generator which provides a CLIMB or DESCEND dc voltage output proportional to the rotation of the wheel.
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D.
SM-200 Servo Drive and SB-201 Servo Bracket

Figure 2-11-4 shows a graphical view of the SB-200 Servo Drive and SB-201 Servo Bracket. The aileron and elevator servos are located under the cockpit floor in between the pilot and copilots seats. The rudder servo is located under the cockpit floor just behind the engines. Table 2-11-4 provides items and specifications that are particular to the drive and bracket.
AD-34765@
Figure 2-11-4. SM-200 Servo Drive and SB-201 Servo Bracket
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Table 2-11-4. SM-200 Servo Drive and SB-201 Servo Bracket Leading Particulars Item Dimensions (maximum): Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.970 in. (10.08 cm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.065 in. (12.88 cm) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.825 in. (22.43 cm) . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6 lb (2.55 kg) Specification
Weight (maximum) Power Requirement:
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 19 W (max) Motor Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 56 W Synchro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 V ac, 400 Hz, 1 VA
Small Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up to 160 lb-in. Resistance Values: Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.5 6 ohms Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 ohms (max) Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.7 2.6 ohms NOTE: Motor resistance value is calculated by accurately measuring applied voltage and load current. When attempting to measure this resistance with an ohmmeter, the value may vary between 18 and several hundred ohms, depending upon brush position and the quantity of brush dust.
User Replaceable Parts: Drive to Bracket Retaining Screws (4) . . . . . . . . . . HPN 4011086 Cable Keepers (4) . . . . . . . . . . . . . . . . . . . . . . . . HPN 2518330 Retaining Plate (1) . . . . . . . . . . . . . . . . . . . . . . . . HPN 2518332 Screw, Cable Capture . . . . . . . . . . . . . . . . . . . . . . HPN 2554911-1 Screw, Plate Retaining . . . . . . . . . . . . . . . . . . . . . HPN 0457-242
Mating Connector: J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PT06E-14-19S(SR)
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard Mount
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The SM-200 Servo Drive translates electrical inputs into clutched rotational mechanical outputs. Tachometer rate signals are fed back to the IC-600 IAC servo amplifier to null the command signal. Leading particulars are supplied in Table 2-11-4. The SB-201 Bracket is firmly bolted to the aircraft airframe and the drum is connected to the aircraft primary control rigging through cables. The SM-200 Servo Drive, with a spline output on the clutch, mates with the drum and bracket and may be removed from the drum and bracket without disturbing the aircraft rigging.
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3.
Operation
The PRIMUS 1000 autopilot/yaw damper interface is shown in Figures 2-11-5 and 2-11-6. Figure 2-11-5 is the pilots side interface, and Figure 2-11-6 is the copilots side interface. This shows major signal flow between autopilot/yaw damper LRUs. For complete wiring interface data, refer to SECTION 3 of this manual.
A.
Modes of Operation
The PRIMUS 1000 autopilot has five modes of operation. These modes are Heading Hold and Wings Level, Roll Hold, Pitch Attitude Hold, Flight Director Coupled and Turn Knob. (1) Heading Hold and Wings Level Heading Hold is defined as the basic lateral default autopilot mode which is annuniciated as ROL on the PFD. It is defined as follows: Autopilot engaged Bank angle less than 6 No lateral flight director mode active.
If the conditions listed above are satisfied, the autopilot will roll the aircraft to a wings level attitude. When the aircrafts roll attitude is less than 3 plus 3 seconds, the heading hold mode is automatically engaged. (2) Roll Hold The roll hold mode is recognized as being active when the following conditions are satisfied: Autopilot engaged No lateral flight director mode active The aircrafts bank angle is greater than 6 but less than 35.
Touch Control Steering (TCS) may be used to initiate a roll maneuver, while the autopilot is engaged. When all of the above conditions are satisfied, the autopilot will maintain the prescribed bank angle. If TCS is released at bank angles greater than 35, the autopilot will roll the aircraft to 35 and maintain the bank angle. If TCS is released at bank angles less than 6, the autopilot will revert to a wings level condition and then heading hold which annunciates as ROL on the PFD.
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(3)
Pitch Attitude Hold Pitch attitude hold is the basic vertical mode of the autopilot whichs annunciates as PIT on the PFD. It automatically becomes active when: The autopilot is engaged or A lateral flight director mode is active and no vertical flight director mode is active.
The position of the pitch command bar on the PFD provides the pilot with a reference of aircraft pitch attitude at the moment the autopilot is engaged. This pitch attitude reference can be changed as a function of Touch Control Steering (TCS) or use of the pitch wheel. While in pitch attitude hold, pressing and holding the TCS switch on the control column will disengage the elevator and aileron servo clutches and synchronize the autopilot pitch reference to existing aircraft pitch attitude. The pilot can now manually fly the aircraft to a new pitch attitude reference and the autopilot memory will synchronize to it. Releasing the TCS button will re-engage the elevator and aileron servo clutches and the pitch axis of the autopilot will provide stabilization around this new reference. (4) Flight Director Couple and Lift Compensation With the autopilot engaged, anytime a flight director mode is selected on, the computed steering command (attitude change) is transmitted to the autopilot. The autopilot in turn develops a servo loop command to drive the appropriate flight control surface to satisfy the flight director input. This coupling of flight director and autopilot allows hands off automatic flight path steering throughout the aircrafts flight regime. Just as pilots are taught to keep the nose of the aircraft up when making a turn, the autopilot must have the same ability for the same reason. When banking an aircraft to make a turn, lift is lost on one wing. This loss of lift results in the aircraft losing altitude. To compensate for this manually, the pilot would apply a slight back pressure to the control column to hold the nose up and not lose altitude in the turn. The autopilot will accomplish this automatically through a design feature referred to as "lift compensation". This is done creating a term that is equal to the cosine of the bank angle subtracted from 1.0 and applying this term to the pitch axis of the autopilot. This in effect keeps the nose of the aircraft in the proper attitude to not lose altitude as the turn is made.
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(5)
Turn Knob Rotation of the TURN knob out of detent results in a roll command which annunciates ROL on the PFD. The roll angle is proportional to and in the direction of the TURN knob rotation. The TURN knob controls a detent switch and potentiometer to provide roll command to the IC-600 IAC. The TURN knob must be in detent (center position) before the autopilot can be engaged. Rotation of the TURN knob out of detent cancels any lateral mode selected.
(6)
Pitch Wheel Rotation of the pitch wheel which annunciates PIT on the PFD results in a change of pitch attitude proportional to the rotation of the wheel and in the direction of wheel movement. The pitch wheel provides rate limited pitch commands in pitch hold mode. The pitch thumb wheel provides a tachometer output which is applied to the Pilots IC-600 IAC. Pitch wheel operation is inhibited in GS. Pitch wheel operation will cancel all other modes.
(7)
Touch Control Steering (TCS) TCS allows the pilot to momentarily disengage the autopilot and manually fly the aircraft to a new pitch/roll attitude reference. The TCS switches are located on the pilots and copilots control wheels. When either switch is activated and held, the following will occur: Autopilot clutches (aileron and elevator) disengage Autopilot pitch axis memory will synchronize to current aircraft position. When the pilot completes the maneuver and releases the TCS switch, the autopilot clutch re-engages and the autopilot now holds the new pitch attitude reference. Depending upon the bank angle at TCS release, the autopilot will go into either wings level or roll hold mode.
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IC-600 IAC NO.1 11J1 AP ENG PUSHBUTTON 8 YD ENG PUSHBUTTON 9 CPL PUSHBUTTON 10 AP ENG LAMP 23 YD ENG LAMP 24 +15 V MODE POWER CPL L LAMP 25 190J2B 85 83 55 86 84 190J2A 99 COUPLE ANNUNC OUT AILERON SERVO TACH FEEDBACK IN (H) 99 (L) 100 190J2A C190J2A-43 FIG C190J2A-44 2-11-6 190J2B 23 (H) ARINC 429 24 (L) CH.3 IN TO HORIZONTAL STABILIZER CONTROL UNIT 190J2A FIG 2-11-6 1J1B C1J1B-E5 C1J1B-E5 C1J1B-E6 C1J1B-E6 83 (H) 84 (L) ARINC 429 CH.11 IN ARINC 429 CH.1 IN ARINC 429 CH.10 IN (H) 35 (L) 36 (H) 43 (L) 44 190J2B ELEVATOR SERVO OUT (H) (L) 28 V AP CLUTCH SERVO ELEVATOR TACH (H) FEEDBACK IN (L) (H) RUDDER SERVO OUT (L) 28 V YD CLUTCH 105 106 89 103 104 98 97 87 C9J1-60 FIG 2-11-6 C9J1-61 SM-200 ELEVATOR SERVO L (+) N (-) TACHOMETER OUTPUT AP ENGAGE SELECT PB IN YD ENGAGE SELECT PB IN COUPLE PB INPUT AP ENGAGE ANNUNC OUT YD ENGAGE ANNUNC OUT 190J2B AILERON (H) 101 SERVO OUT (L) 102 28 V AP 88 CLUTCH 12J1 A B F J SM-200 AILERON SERVO (+) MOTOR INPUT (CCW DRUM (-) ROTATION) (+) CLUTCH (-) EXCITATION
LINKAGE
AILERON
11J1 21
AZ-850 MADC 9J1 NO. 1 ARINC 429 (H) 60 BUS NO.1 (L) 61 ARINC 429 (H) 63 BUS NO.2 (L) 64
12J1
MOTOR INPUT A (+) (CCW DRUM B (-) ROTATION) F (+) CLUTCH J (-) EXCITATION TO HSCU L (+) N (-) TACHOMETER OUTPUT
LINKAGE
ELEVATOR
AH-800 AHRU NO.1
ARINC 429 (H) G7 OUT #1 (L) G8 ARINC 429 (H) E5 OUT #2 (L) E6 C190J2A-83 FIG C190J2A-84 2-11-6
29 (H) ARINC 429 30 (L) CH.4 IN 33 (H) ARINC 429 34 (L) CH.0 IN
14J1 A B F J
SM-200 RUDDER SERVO (+) (-) (+) (-) MOTOR INPUT CLUTCH EXCITATION LINKAGE RUDDER
PC-400 AUTOPILOT 129J1 CONTROLLER TURN KNOB A -15 INPUT TURN KNOB SIGNAL B TURN KNOB C +15V INPUT TURN KNOB NOT H IN DETENT PITCH WHEEL (+) U PITCH WHEEL (-) V
190J2B 60 -15 V EXTERNAL OUT 73 TURN KNOB INPUT 59 +15 V EXTERNAL OUT 75 TURN KNOB OUT OF DETENT 68 PITCH WHEEL IN + 69 PITCH WHEEL IN -
RUDDER SERVO TACH FB IN RUDDER SERVO TACH FB IN +
96 95 190J1B PILOTS GA SWITCH COPILOTS GA SWITCH
L N
TACHOMETER OUTPUT
GA INPUT
29 115J1 DC-550 DISPLAY CONTROLLER NO.1 27 28V AP CLUTCH PLT SERVO POWER 33 28V AUTOPILOT DISCONNECT 32 TCS INPUT
AP DISCONNECT 28 V IN
76 90 PILOTS WHEEL COPILOTS WHEEL MASTER SWITCH MASTER SWITCH
TCS 28 V INPUT
70
PILOTS TCS
COPILOTS TCS
TO C190J2B-70 C115J1-32
AUTOPILOT SERVO POWER
AD-51314-R1@
Figure 2-11-5. Pilots Autopilot/Yaw Damper Interface
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EMBRAER 145
11J1
C190J2 A B
IC-600 IAC NO.2
28V/OPEN FROM PILOTS/COPILOTS TCS SWITCHES
FIG 2-11-5
CPL PUSHBUTTON 10 21 +15V MODE POWER CPL R LAMP 36 190J2A-35 190J2A-43 AZ-850 MADC NO. 2 C9J1 ARINC 429 H 60 BUS NO. 2 L 61 ARINC 429 H 63 BUS NO. 2 L 64 TO HORIZONTAL STABILIZER CONTROL UNIT 9J1-60 9J1-61 190J2A-44 190J2A-36 FIG-2-11-5
55 COUPLE PB INPUT 99 COUPLE ANNUN OUT C129J1B C115J1 DC-550-DISPLAY CONTROLLER NO. 2 32 TCS
TCS 28 V INPUT 70
23 H 24 L FIG 2-11-5 43 44 H L
ARINC 429 CH 3 IN ARINC 429 CH 10 IN
AH-800 AHRU NO. 2 C9J1B ARINC 429 H G7 BUS NO. 2 L G8 ARINC 429 H E5 BUS NO. 2 L E6 190J2A-83 FIG 2-11-5 190J2A-84 1J1B-E5 1J1B-E6 29 30 83 84 H L H L ARINC 429 CH 4 IN (PRI AHRS) ARINC 429 CH 11 IN (SEC AHRS)
FIG 2-11-5
PC-400 AUTOPILOT CONTROLLER 129J1 C
129J1 75 TURN KNOB OUT OF DETENT
TURN KNOB NOT IN DETENT H TURN KNOB + 15V INPUT
AD-51315-R1@
Figure 2-11-6. Copilots Autopilot/Yaw Damper Interface
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EMBRAER 145
B.
Autopilot/Yaw Damper Engage Logic

The PRIMUS 1000 autopilot/yaw damper is a fail-passive system that requires a single valid AHRS heading gyro and two valid AHRS attitude sources for autopilot and yaw damper engagement (see Figure 2-11-7). Dual AH-800 AHRS provide the required vertical and directional gyro requirements in this aircraft. The pilots AHRS is the primary source for the autopilot/yaw damper and monitor. The copilots AHRS is used as the reference for comparison monitoring functions. Autopilot and yaw damper engagement is controlled from the GC-550 Guidance Control Unit. The AP quick disconnect switch, electric trim switch and touch control steering (TCS) switch both located on the control wheels will also affect autopilot engagement, as will the secondary pitch trim switch located on the pedestal. Pressing the AP ENGAGE select switch engages the autopilot and yaw damper if all engage logic is valid. Pressing the YD ENGAGE select switch engages only the yaw damper. Pressing the AP ENGAGE select switch when the autopilot is engaged, disengages the autopilot only. Pressing the YD ENGAGE select switch with the autopilot and/or the yaw damper engaged will disengage both. Autopilot pitch trim is engaged and disengaged as a function of autopilot engage/disengage. (1) Yaw Damper Engagement To engage the rudder servo clutch, AND gate 1 must have a high output. To satisfy this requirement, latch 2 must have its Q output high and AND gate 3 must have a high output. See Figure 2-11-7. Latch 2 will go high as a function of pressing the YD ENGAGE button, or the AP ENGAGE button on the GC-550 Guidance Control Unit. AND gate 3 will go high as a function of: Yaw rate valid from both pilot and copilots AHRS Stick shaker is not active Internal monitor discretes are valid AHRS valid from both pilot and copilots AHRS AP DISC switch is not active Servo power is NOT less than 10 V for more than 0.25 sec IC Bus is valid and the cross-side SG is in reversion Aircraft ID pins are correctly configured.
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(2)
Autopilot Engagement To engage the aileron and elevator servo clutches, AND gate 2 must have a high output. To accomplish this, latch 1 must have its Q output high, TCS must not be active and AND gate 4 must have a high output. See Figure 2-11-7. Latch 1 will go high as a function of pressing the AP ENGAGE button on the GC-550 Guidance Control Unit. AND gate 4 will go high as a function of: Yaw rate valid from both pilot and copilots AHRS Stick shaker is not active Internal monitor discretes are valid AHRS valid from both pilot and copilots AHRS AP DISC switch is not active Servo power is NOT less than 10 V for more than 0.25 sec IC Bus is valid and the cross-side SG is in reversion Aircraft ID pins are correctly configured Pilot or copilot electric trim or secondary trim is NOT active TURN knob is in detent position Windshear detect discrete is not enabled.
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190J2A IC-600 IAC NO. 1 63 57 58 190J2B 76 C190J2B-76 C190J2B-90 C115J1-33 115J1-33 115J1-33 X4 90 1,2 X4 3,4 190J2B 59 190J1A 77 76 190J2B 66 67 COPILOT MANUAL TRIM ACTIVE PILOT MANUAL TRIM ACTIVE MANUAL TRIM ACTIVE TRIM ACTIVE 45 49 85 83 YD ENG 23 YD ANN 24 4 84 LTG COMMON YD ENG ANN 86 AP ENG ANN INTERNAL MONITOR DISCRETES (NOTE 1) SECONDARY TRIM ACTIVE Q 8 YD ENG SEL 9 AP ANN T 1 R AP ENGAGE SERVO POWER <10V 0.25 SEC MONITOR AP DISC A
IC-600 IAC NO. 2

A/P SERVO CB 28VDC PILOT'S A/P DISC COPILOT'S A/P DISC
C190J2A 57 58
X-SIDE SG REV
ICB VALID
NOTES: 1. THE FOLLOWING INTERNAL GENERATED LOGIC WILL DISENGAGE THE AP/YD: AP DISCONNECT MONITOR FAIL YD DISCONNECT MONITOR FAIL AP PREFLIGHT TEST FAIL PITCH ROLL OR YAW SERVO MODEL FAIL EXCESSIVE ROLL RATE EXCESSIVE VERTICAL ACCEL MEMORY TEST FAIL TRIM RUN AWAY FAILURE AHRS MISCOMPARE 2. ALL LOGIC GATES SHOWN REPRESENT SIMPLIFIED INTERNAL SOFTWARE IMPLEMENTATION, HOWEVER ALL SOFTWARE LOGIC IS NOT SHOWN.
129J1-C PILOT'S ELEC TRIM SWITCH UP COPILOT'S ELEC TRIM SWITCH UP DN DN
+15V
11J1 21 28V
SECONDARY TRIM SWITCH UP DN
AP ENG SEL
190J1B STALL WARNING 28VDC DISCRETE 78 190J2B 13 24 190J2A 3 A/C ID VALID TCS WINDSHEAR DETECT TO PFD FOR ENGAGE/DISENGAGE ANNUNCIATION 115J1-27 FOR AURAL ANNUNCIATION 72 73 74 4 AP ENABLE 2 A AILERON 12J1 F SERVO CLUTCH 12J1 J
GPWS/WINDSHEAR COMPUTER
190J2B 88
J1 CONTROLLER 190J2B-73 +28V B DETENT
PC-400 AUTOPILOT
129J1 H
190J2B TKOD 75 AP ENG 89 AHRS NO. 1 VALID AHRS VALID Q YAW RATE NO. 1 VALID AHRS NO. 2 VALID 83 84 190J2B 70 YAW RATE NO. 2 VALID YAW RATE VALID T 2 R YD ENABLE 1 87 14J1 F YD ENGAGE 13J1 F
IN OUT
ELEVATOR SERVO CLUTCH 13J1 J
PILOT'S TCS SWITCH
AH-800 NO. 1
9J1B E5 E6 C9J1B E5 E6 TO C190J2A 83, 84
190J2A 33 34
HSCU
RUDDER SERVO CLUTCH
COPILOT'S TCS SWITCH
AH-800 NO. 2
14J1 J
TO PFD FOR ENGAGE/DISENGAGE ANNUNCIATION

AD-51316-R2@
Figure 2-11-7. Autopilot/Yaw Damper Engage Logic
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C.
Roll Axis Autopilot Servo Loop

The autopilot roll axis servo loop (See Figure 2-11-8 and Table 2-11-5) is the same for all lateral steering modes. Since there is only one autopilot system and one servo in the roll axis, it does not matter if the steering command is heading select, or localizer, the path to the servo is the same. The autopilot control loop is connected in parallel to the aircrafts primary control rigging through cables. The autopilot roll axis algorithim includes some compensation for possible deadzone in the aileron control system. Slight control column activity may be observed in some flight conditions, since the control law is designed to minimize the autopilot reaction to control system deadzone. (1) SM-200 Roll Servo Drive and Bracket The SM-200 translates electrical input signals into a clutched mechanical output. This output is used to drive the elevator in response to pitch axis autopilot commands. A description of servo functions follows: (a) Servo Clutch The servo clutch is engaged as a function of autopilot engagement, or release of touch control steering (TCS) if the autopilot was previously engaged. The clutch will disengage anytime the autopilot is disconnected, or the TCS switch is pushed and held. (b) Servo Torque Motor The servo torque motor receives dc current from the IC-600 IAC pitch axis. With the servo clutch engaged, the torque motor output drives a power gear train through mechanical coupling. The gear train output in turn provides the drive to move the elevator to the desired position. With the autopilot not engaged, any input drive to the servo motor will not be coupled to the elevator. (c) DC Tach Generator The DC tach generator is mechanically connected to the servo torque motor and will provide an output back to the IC-600 IAC anytime the servo torque motor drives. The DC tach generator provides two functions: Provides an elevator rate of travel signal to the IC-600 IAC. This signal is used as a damping term. When the elevator is commanded to a position, it should move to that position smoothly and stop still, not move or hunt about that position. In the IC-600 IAC the DC tach generator signal is also integrated to derive elevator position feedback. This signal is used to ensure that the elevator torque motor has driven the elevator as properly commanded.
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(2)
IC-600 Integrated Avionics Computer (IAC) The IC-600 IAC receives sensor data and command inputs and processes this data in accordance with any vertical steering mode that is active. Since this is a digital computer, this processing is accomplished through software. In order to provide a current to drive the servo torque motor, this digitally processed signal must be changed into analog form. Additionally, to insure safe operation, certain functions and values of certain parameters are monitored in the IC-600 IAC to ensure that the autopilot will be automatically disconnected should a safety critical malfunction occur. A description of the IC-600 pitch axis autopilot servo drive follows: (a) Roll Axis Attitude Loop The roll axis attitude loop processes roll attitude and roll rate of change from the pilots AHRS to derive a corresponding roll rate term. Both roll attitude and roll rate terms are gain programmed as a function of IAS. The flight director roll command is limited to 35 and rate limited to 7 per second by the autopilot. The rate limited roll attitude reference command is used as an input to the aileron servo loop. (b) Aileron Servo Loop The aileron servo loop uses the roll attitude loop command to compute an aileron servo pulse width command with the autopilot engaged. If the autopilot is not engaged, the aileron servo pulse width is zero. Aileron servo position is derived by integrating the aileron servo DC tach generator feedback signal. The DC tach generator signal is also used as a damping term in positioning the ailerons. Aileron servo current is passed through a current limiter and servo driver before being sent to the servo amplifier. (c) Current Limiter Current limiting is performed on the servo command signal to insure that the proper servo drive values are established. (d) Servo Amplifier The servo amplifier acts as a switch to provide drive current to the aileron servo torque motor. A servo enable discrete is applied as a function of autopilot engagement. The servo requires 1-ampere current drive capability. The servo amplifier supplies a 480 Hz pulse-width-modulated 28-volt bipolar output. The pulse width command output is compared with a 480 Hz saw tooth signal to generate the pulse width control for the servo driver. The servo loop software executes at 240 Hz so that the servo amplifier output is the same for two complete duty cycles.
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The primary processor provides a discrete output which enables the aileron servo amplifier. If this discrete is not available, the servo amplifier is forced to a zero duty cycle. Also a latched heartbeat monitor and a latched power supply monitor (both not shown), are required to enable the servo amplifier driver. For the primary processor servo amplifier enable to be active: All monitors must be valid Both attitude sources (AHRS) must be valid Communications with the secondary processor must be valid All internal processor valids must be valid. Table 2-11-5. Autopilot Roll Axis Operating Limits Mode Autopilot Parameter MAX Bank Limit MAX Rate Limit Limit After Engagement 35 Value 35 7.0/sec If the aircraft is rolled to an angle > 35 using TCS, the autopilot will roll the aircraft to 35 and maintain. less than 3 plus 3 seconds The bank angle is held if the bank is greater than 6 but less than 35 and the bank was initiated using TCS. Max bank angle is 35 Max roll rate is 3/sec. 20
Heading Hold Roll Hold
Bank Angle Bank Angle
Turn Knob
Bank angle
Pitch Wheel
Pitch Angle
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IC-600 IAC (NO. 1)
PROCESSOR CONTROL 190J2B AUTOPILOT CMD + SERVO LOOP GAIN + TACH TACH GAIN SERVO ENABLE DISCRETE PULSE WIDTH COMMAND LIMIT AND D/A CURRENT LIMITER SERVO DRIVER/ AMPL 101 102
12J1
SM-200 AILERON SERVO DRIVE AND BRACKET

TORQUE MOTOR M POWER GEAR TRAIN DC TACH GEN DRUM CLUTCH LINKAGE AILERON
A B C
AIRCRAFT RESPONSE POSITION GAIN POSITION INTEGRATOR
A/D
99 100
L N C
28V DC AP
88
AD-51317-R1@
Figure 2-11-8. Autopilot Roll Axis Servo Loop
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D.
Pitch Axis Autopilot Servo Loop

The pitch autopilot servo loop (see Figure 2-11-9 and Table 2-11-6) is the same for all vertical steering modes. Since there is only one autopilot system and one servo in the pitch axis, it does not matter if the steering command is altitude hold or vertical speed hold, the path to the servo is the same. The autopilot servo loop is connected in parallel to the aircrafts primary control rigging through cables. For the servo to perform its job it receives a drive signal from the IC-600 IAC. This can be thought of as the autopilot command to drive the elevator. As the servo drives, it moves the control rigging which in turn moves the elevator. As the elevator moves, a feedback signal from the servo is sent to the IC-600 IAC. This signal can be thought of as autopilot response. When the autopilot response equals the autopilot command the elevator stops moving. As the autopilot command is satisfied, the command gets smaller in size and the feedback signal will now drive the elevator back to its starting position. (1) SM-200 Elevator Servo Drive and Bracket The SM-200 translates electrical input signals into a clutched mechanical output. This output is used to drive the elevator in response to pitch axis autopilot commmands. A description of servo functions follows. (a) Servo Clutch The servo clutch is engaged as a function of autopilot engagement, or release of touch control steering (TCS) if the autopilot was previously engaged. The clutch will disengage anytime the autopilot is disconnected, or the TCS switch is pushed and held. (b) Servo Torque Motor The servo torque motor receives dc current from the IC-600 IAC pitch axis. With the servo clutch engaged, the torque motor output drives a power gear train through mechanical coupling. The gear train output in turn provides the drive to move the elevator to the desired position. With the autopilot not engaged, any input drive to the servo motor will not be coupled to the elevator. (c) DC Tach Generator The DC tach generator is mechanically connected to the servo torque motor and will provide an output back to the IC-600 IAC anytime the servo torque motor drives. The DC tach generator provides two functions: Provides an elevator rate of travel signal to the IC-600 IAC. This signal is used as a damping term. When the elevator is commanded to a position, it should move to that position smoothly and stop still, not move or hunt about that position. In the IC-600 IAC the DC tach generator signal is also integrated to derive elevator position feedback. This signal is used to ensure that the elevator torque motor has driven the elevator as properly commanded.
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(2)
IC-600 Integrated Avionics Computer (IAC) The IC-600 IAC receives sensor data and command inputs and processes this data in accordance with any vertical steering mode that is active. Since this is a digital computer, this processing is accomplished through software. In order to provide a current to drive the servo torque motor, this digitally processed signal must be changed into analog form. Additionally, to insure safe operation, certain functions and values of certain parameters are monitored in the IC-600 IAC to ensure that the autopilot will be automatically disconnected should a safety critical malfunction occur. A description of the IC-600 pitch axis autopilot servo drive follows: (a) Servo Amplifier The servo amplifier acts as a switch to provide drive current to the servo torque motor. A servo enable discrete is applied as a function of autopilot engagement. The servo requires 1-ampere current drive capability. The servo amplifier supplies a 480 Hz pulse-width-modulated 28-volt bipolar output. The pulse width command output is compared with a 480 Hz saw tooth signal to generate the pulse width control for the servo driver. The servo loop software executes at 240 Hz so that the servo amplifier output is the same for two complete duty cycles. The primary processor provides a discrete output which enables the elevator servo amplifier. If this discrete is not available, the servo amplifier is forced to a zero duty cycle. Also a latched heartbeat monitor and a latched power supply monitor (both not shown), are required to enable the servo amplifier driver. For the primary processor servo amplifier enable to be active: (b) All monitors must be valid Both attitude sources must be valid Communications with the secondary processor must be valid All internal processor valids must be valid.
Tach Integrator The servo tach generator provides an elevator rate of travel signal as a damping term. This same rate signal is integrated to derive elevator servo position feedback. If rate is integrated over time, distance travelled, or position is derived.
(c)
Current Limiter Current limiting is performed on the servo command signal to insure that the proper servo drive values are established.
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EMBRAER 145
(d)
Servo Loop Processing The servo position command is summed with the servo position feedback and rate signals. Servo loop gain takes into account the mechanical advantage of the cable rigging in the pitch axis.
(e)
Pitch Trim Threshold Sensor The pitch axis of the autopilot incorporates a trim function to compensate the axis for long term, steady state loads felt on the elevator. These loads can be such things as fuel burn and passenger movement. Rather than use elevator servo current to hold the elevator in position for these long term states, it is desirable to electrically unload the servo and mechanical drive to reposition the elevator aerodynamically and hold the elevator in this new position. To accomplish this, the autopilot monitors the amount of current going to the elevator servo.
(f)
Pitch Wheel Moving the pitch wheel will cause a rate generator output. The direction of the pitch wheel motion will determine the polarity of the output, while the speed of pitch wheel motion will determine the amplitude of the signal. The pitch wheel signal is then TAS gain programmed then summed with the autopilot command and aircraft response. Table 2-11-6. Pitch Channel Axis Operating Limits
Mode AP TCS Pitch Wheel
Parameter Pitch Limit Pitch Limit
Value 20 20 20
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EMBRAER 145
E.
Pitch Axis Autopilot Trim

The autopilot processor performs elevator trim control based on elevator servo current demand. Elevator trim engagement is controlled by the autopilot engage logic and the trim clutch is wired to the same clutch output as the aileron and elevator servo clutches. The trim actuator is driven in a manner to move the horizontal stabilizer to reduce the air load on the primary elevator servo. The trim drive is a 0.625 Hz pulse width modulated 28 V dc output. The pulse width is controlled as a function of airspeed. Elevator trim rate is programmed with TAS to provide variable trim rate based on flight conditions. The use of TAS for gain programming allows the long term elevator response (trim rate) to decrease with increasing altitude. When elevator servo current exceeds a predetermined threshold for a given period of time, this is considered to be a steady state error and trim will run. Out of the threshold detector and delay will be a positive or negative current. This will turn on the up or down sensor accordingly and allow the trim motor to run. As the trim runs, the horizontal stabilizer is re-positioned and the air load on the elevator primary servo is reduced. When this load falls below the threshold level, trim stops running. When the up/down sensor allows an output, an internal clock runs for 10 seconds. If a trim malfunction has occurred and the trim system has not sufficiently reduced elevator servo current, the other trim threshold sensor will allow an output to annunciate an out of trim condition CAS message. This annunciation informs the pilot that the aircraft is out of trim and that a disconnect while out of trim may cause a slight maneuver. The mistrim annunciation will disappear when the aircraft finally reaches a trim state or when the autopilot is disconnected. To manually trim the aircraft the pilot would take control of the aircraft, disengage the autopilot and retrim the aircraft.
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EMBRAER 145
IC-600 IAC NO. 1
PULSE WIDTH MODULATOR BASED ON SPEED AND SERVO CURRENT (NON HONEYWELL) HORIZONTAL STABILIZER CONTROL UNIT (+) RETRACT (-) EXTEND
190J2B
TRIM THRESHOLD
TIME DELAY
AP PITCH TRIM MOTOR DRIVER
92 93
TO FWC
MISTRIM MSG ON EICAS UP TRIM DOWN TRIM AP ENG TAS PROGRAMMING PROCESSOR CONTROL SERVO SM-200 ELEVATOR SERVO DRIVE AND BRACKET 13J1 CURRENT LIMITER SERVO DRIVER/ AMPL 105 106 A B C SERVO ENABLE DISCRETE TORQUE MOTOR M POWER GEAR TRAIN DRUM CLUTCH LINKAGE ELEVATOR 68 69 TRIM THRESHOLD SENSOR AND 10 SEC TIME DELAY PC-400 TURN PITCH CONTROLLER U (+) PITCH WHEEL V (-) PITCH WHEEL
UP/DOWN SENSOR
+ AUTOPILOT CMD + SERVO LOOP GAIN + TACH TACH GAIN AIRCRAFT RESPONSE
PULSE WIDTH COMMAND LIMIT AND D/A
TACH FEEDBACK POSITION GAIN AD
103 104
L N C
28V AP CLUTCH
89
F J
AD-51318-R1@
Figure 2-11-9. Pitch Autopilot Servo Loop
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EMBRAER 145
F.
Yaw Damper Rudder Axis Servo Loop

The yaw damper servo loop (see Figure 2-11-10) is independent from the autopilot in that it can be engaged, without the autopilot. The yaw damper servo is connected in parallel with the aircrafts primary rigging through cables. The yaw damper provides yaw damping for transient wind gust conditions. (1) IC-600 Integrated Avionics Computer (IAC) The IC-600 IAC receives sensor data and command inputs and processes this data. Since this is a digital computer, this processing is accomplished through software. In order to provide a current to drive the servo torque motor, this digitally processed signal must be changed into analog form. Additionally, to insure safe operation, certain functions and values of certain parameters are monitored in the IC-600 IAC to ensure that the yaw damper will be automatically disconnected should a safety critical malfunction occur. A description of the IC-600 IAC rudder axis servo drive follows: (a) Servo Amplifier The servo amplifier acts as a switch to provide drive current to the servo torque motor. Servo enable is applied as a function of yaw damper engagement. The servo requires 1-ampere current drive capability. The servo amplifier supplies a 480 Hz pulse width modulated 28V bipolar output. The pulse width command output is compared with a 480 Hz saw tooth signal to generate the pulse width control for the servo driver. The servo loop software executes at 240 Hz so that the servo amplifier output is the same for two complete duty cycles. (b) Tach Integrator Position feedback is achieved taking the rudder servo tachometer signal which is a rate of travel term and integrating it. Integrating rate of travel over time, derives distance travelled, or position. (c) Current Limiter Current limiting is performed on the servo command signal to insure that the proper servo drive values are established. (d) Rudder Washout The yaw damper is primarily responsive to short term rate signals. Since the servo loop is an electrical-mechanical operating system, it is possible that the yaw rate attitude loop command and servo feedback signals do not cancel. To eliminate this stand-off condition, any long term output of the servo amplifier is fed to the rudder washout integrator. The output of the integrator is inverted and sent back into the servo loop to eliminate the stand-off condition.
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EMBRAER 145
Rudder washout integrates any steady state force and subtracts this from the position reference. This washout allows the pilot to manually re-trim the rudder with the yaw damper engaged. The washout also eliminates any steady state forces on the rudder. (2) SM-200 Servo Drive and Bracket The SM-200 translates electrical input signals into a clutched mechanical output. This output is used to drive the rudder in response to yaw axis commands. A description of servo functions follows: (a) Servo Clutch The servo clutch is engaged as a function of autopilot or yaw damper engagement. The clutch will disengage anytime the yaw damper is disconnected. (b) Servo Torque Motor The servo torque motor receives dc current from the IC-600 IAC yaw axis. With the servo clutch engaged, the torque motor output drives a power gear train through mechanical coupling. The gear train output in turn provides the drive to move the rudder to the desired position. With the yaw damper not engaged, any input drive to the servo motor will not be coupled to the rudder. (c) DC Tach Generator The DC tach generator is mechanically connected to the servo torque motor and will provide an output back to the IC-600 IAC anytime the servo torque motor drives. The DC tach generator provides two functions: Provides a rate of travel feedback signal to the IC-600 IAC. This signal is used as a damping term. When the rudder is commanded to a position, it should move to that position smoothly and stop still, not move or hunt about that position. In the IC-600 IAC the DC tach generator signal is also integrated to derive rudder position feedback. This signal is used to ensure that the rudder torque motor has driven the rudder as properly commanded.
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EMBRAER 145
IC-600 IAC (NO. 1)
A/D RUDDER WASHOUT
PROCESSOR CONTROL 190J2B 14J1 A B
SM-200 RUDDER SERVO DRIVE AND BRACKET

TORQUE MOTOR M POWER GEAR TRAIN DRUM CLUTCH LINKAGE RUDDER
YAW RATE + + + D/A
SERVO LOOP GAIN
+ -
PULSE WIDTH COMMAND LIMITER
CURRENT LIMITER
SERVO DRIVER/ AMPL
98 97
ROLL ATTITUDE
ROLL ATTITUDE PROGRAMMER POSITION FEEDBACK LIMITER
TACH GAIN
SERVO ENABLE
DC TACH GEN
A/D
95 96
N L K
TAS
28V DC YD CLUTCH
87
AD-51319-R1@
Figure 2-11-10. Yaw Damper Servo Loop
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4.
Fault Monitoring
A. Autopilot/Yaw Damper Monitoring Overview
The autopilot/yaw damper monitoring function is provided by the IC-600 IAC primary processor. The primary processor utilizes independent hardware for sensor input and servo feedback data used by the monitoring function. This separation ensures that hardware failures will not affect the autopilot control function. The primary processor provides dedicated disconnect hardware for the monitoring function. This provides the monitors with the capability of disengaging the autopilot and yaw damper independent of the autopilot processor hardware. All automatic disconnects which result from monitor trips store an event code in non-volatile memory for subsequent recall during ground maintenance testing. The disengage path is tested during autopilot power-up to ensure that latent failures do not inhibit monitor operation. The servo amplifier disable path (heartbeat monitor, power supply monitor, monitor processor valid) are all individually tested at power-up. These tests consist of driving the pitch, roll and yaw servos; and validating proper tachometer feedback and current sensing. The monitors use computed TAS and IAS to model gain programmers and the pitch g limit. If the air data is not valid, the following default values are used: TAS = 300 kts IAS = 220 kts.
B.
Hardover Malfunction Protection

The distributed processor architecture of the PRIMUS 1000 system is designed to prevent hazards such as autopilot hardovers. This protection is provided by ensuring that failures in either processor will be defeated or minimized by the monitors and/or limiters in the other processor. In general, failures of the primary processor (flight director), will not result in an abrupt aircraft response because the attitude command path is limited to a normal control response envelope in the secondary processor (autopilot). This is insured by a 25 magnitude limit and a 0.3g rate limit in the pitch axis and a 35 magnitude limit and a 7/sec rate limit in the roll axis in the autopilot processor. Failures of the autopilot processor are detected by the monitors in the primary processor and result in an autopilot/yaw damper disconnect, well in advance of exceeding autopilot hazard criteria.
C.
System Response to Failures

In the event of an autopilot processor fault, the monitor will disconnect the autopilot prior to any significant aircraft response. Upon monitor disconnect, a red AP will be displayed on the PFD.
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D.
Monitor Description
(1) Pitch Servo Position Monitor The pitch servo position monitor models the pitch attitude loop and servo loop and generates a predicted elevator servo position. The predicted servo position is compared against actual position feedback. The actual servo feedback is generated by lagging the servo tachometer feedback in the monitor process. The monitor trip level is programmed with IAS to allow a somewhat uniform aircraft response exposure. Any failure which results in exceeding the monitor trip level for a period of 0.3 seconds will result in an automatic disconnect of the autopilot and yaw damper. (2) Primary Pitch Attitude Comparison The primary pitch attitude comparison monitor compares the on-side primary pitch attitude used in the primary processor with the pitch attitude used in the secondary processor. This monitor validates the hardware path between processors and assures that the pitch attitude computations of both processors agree. A trip of the pitch comparator monitor will prevent autopilot and yaw damper engagement and will cause a latched disengage if the autopilot/yaw damper were engaged at the time of the monitor trip. If the pitch comparator exceeds a 2 threshold, the monitor will trip. (3) Secondary Pitch Attitude Comparision Monitor The secondary pitch attitude comparison monitor compares the on-side primary pitch attitude with the on-side secondary pitch attitude. This monitor validates the attitude source used by the pitch servo position monitor. (4) Normal Accelertion Monitor The normal acceleration monitor provides an additional means of detecting autopilot malfunctions. The sensor input for this monitor is provided by the AHRS. The monitor disconnects the autopilot and yaw damper if normal acceleration changes by more than 0.6 gs for more than 0.4 seconds. (5) Roll Servo Position Monitor The roll servo position monitor models the roll attitude loop and servo loop and generates a predicted aileron servo position. The predicted servo position is compared against actual position feedback. The actual servo feedback is generated by lagging the servo tachometer feedback in the monitor process. The monitor trip level is programmed with IAS to allow a somewhat uniform aircraft response exposure. Any failure which results in exceeding the monitor trip level for a period of 0.3 seconds will result in an automatic disconnect of the autopilot and yaw damper.
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(6)
Primary Roll Attitude Comparison Monitor The primary roll attitude comparison monitor compares the on-side primary roll attitude used in the primary processor with the roll attitude used in the secondary processor. This monitor validates the hardware path between processors and assures that the roll attitude computations of both processors agree. A trip of the roll comparator monitor will prevent autopilot and yaw damper engagement and will cause a latched disengage if the autopilot/yaw damper were engaged at the time of the monitor trip. If the roll comparator exceeds a 2 threshold, the monitor will trip.
(7)
Secondary Roll Attitude Comparison Monitor The secondary roll attitude comparison monitor compares the on-side primary roll attitude with the on-side secondary roll attitude. This monitor validates the attitude source used by the roll servo position monitor.
(8)
Roll Rate Monitor The roll rate monitor provides an additional means of detecting autopilot malfunctions. The monitor disconnects the autopilot and yaw damper if actual roll rate exceeds 12/sec for more than 0.5 seconds.
(9)
Yaw Servo Position Monitor The yaw servo position monitor models the yaw rate loop and servo loop and generates a predicted elevator servo position. The predicted servo position is compared against actual position feedback. The actual servo feedback is generated by lagging the servo tachometer feedback in the monitor process. The monitor trip level is programmed with IAS to allow a somewhat uniform aircraft response exposure. Any failure which results in exceeding the monitor trip level for a period of 0.6 seconds will result in an automatic disconnect of the autopilot and yaw damper.
(10)
Auto Trim Runaway Monitor The auto trim runaway monitor detects any condition which results in the autopilot processor commanding trim while the elevator servo current does not indicate a need for trim. The auto trim runaway monitor will disconnect the autopilot and yaw damper immediately upon detecting a trim runaway condition.
(11)
Auto Trim Inoperative Monitor The trim inoperative monitor provides a warn annunciator in view of the pilot (CAS message) to indicate that the elevator is not properly trimmed. This monitor does not disconnect the autopilot.
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(12)
Autopilot/Yaw Damper Disconnect Monitor The autopilot and yaw damper disconnect monitor detect a failure of the system to disengage the autopilot and yaw damper in response to the autopilot disconnect switch being pressed. This monitor ensures the disconnect discrete and AP and YD engage status are valid. If self engagement within 0.6 seconds of a disconnect is detected, the processor outputs an invalid state on the servo amplifier drive enable. This action prevents the IAC from applying any torque to the autopilot and yaw damper servos.
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Business and Commuter Aviation Systems Honeywell Inc.

Box 29000 Phoenix, Arizona 85038

PRIMUS 1000 Integrated Avionics System

System Maintenance Manual

System Overview and System Description

SYSTEM MAINTENANCE MANUAL

SYSTEM MAINTENANCE MANUAL

RECORD OF REVISIONS - VOLUME I

Page RR-1 Nov 1/1996

SYSTEM MAINTENANCE MANUAL

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SYSTEM MAINTENANCE MANUAL

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