Avionic Gulfstream IV-1

Honeywell
CommercialFlight SystemsGroup Business and Commuter Aviation SystemsDivision Honeywell Inc. BOX 29000 Phoenix,rizona A 85038
SPZ-8000
Digital Automatic Control System

Gulfstream IV
Flight
System Maintenance Manual

Volume I System and Component and System Operation Description,
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TITLE PAGE T-1
PRINTED IN U.S./L PUB. NO, Al 5-1146-38 REVISED 15 APRIL 1993 1 JUNE 1987
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 falls within exemption (b) (4) of 5 USC 552 and the prohibitions of 18 USC 1905. herein
S93
LASEREF and PR!MIJS are registered trademarks of Honeywe/f Inc. COLORCAL, COLORARAR, and LASERTRAK are additional trademarks
of Honeywell
Inc.
CopyrigtM 1993 Honeywell All Rights Reserved
Inc.
REVISED 15 APRIL 1993 1 JUNE 1987
Date Received
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RECORD OF REVISIONS - VOLUME I For each revision, put the revised pages in your manual and discard the superseded pages. Write the revision number and date, date put in manual, and the incorporators initials in the applicable columns on the Record of Revisions. The initials HI show Honeywell Inc. is the incorporator. Revision Number 01 02 03 04 05 06 Revision Date
Feb Mar Ott Mar Aua Ai)r 1/88 1/89 1/89 15/91 15/91 15/93
Insertion Date
Mar ADr ~ ADr Nov Jul 15/91 1/91 1/93 1/88 15/89
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LIST OF EFFECTIVE PAGES

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System Operation 295 296 297 298 298.1 298.2 298.3 298.4 298.5 298.6 298.7 298.8 298.9 298.10 298.11 298.12 298.13 298.14 298.15 298.16 298.17 298.18 298.19 298.20 298.21 298.22 298.23 298.24 298.25 298.26 298.27 298.28 298.29 298.30 298.31 298.32 298.33 298.34 298.35 298.36 298.36.1 298.36.2 298.36.3 298.36.4 298.36.5 298.36.6 298.36.7 298.36.8 298.36.0 298.36.10 (cent)
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TABLE OF CONTENTS Section Subheading VOLUME I 1 Svstem Descri~tion ;: General System Description A. B. C. D. E. LASEREF@ II Inertial Reference System (IRS) ADZ-81O Air Data System AA-300 Radio Altimeter System EDZ-884 Electronic Display System (EDS) DFZ-820 Dual Flight Guidance System PRIMUS@ 800 Weather Radar System ;: PRIMUS@ 870 Weather Radar System H. FMZ-800 Flight Management System I. Engine Pressure Ratio System J. VLF/Omega System (Optional) [. LSZ-850 Lightning Sensor System (Optional) . TCZ-91O Traffic Alert and Collision Avoidance System (Optional) ~. MLZ-850 Microwave Landing System (Optional) . Global Positioning System (Optional) 10 12 12 13 14 15 15 1: 18!! 18.4 18.5 18.5 19 101 101 102 102 116 124 128.4 130 140 140 144 145 146 146 156 172 198.10 198.22 1 ~
3.
Avionics Standard Communications Bus (ASCB) Description
Coml)onentDescription ;: General LASEREF@ II Inertial Reference System (IRS) A. B. ;: 3. 4. Inertial Reference Unit Mode Select Unit Inertial System Display Unit (ISDU) Optional LASERTRAKW Navigation Display Unit (NDU)
ADZ-81O Air Data System AA-300 Radio Altimeter System A. B. RT-300 Radio Altimeter Receiver Transmitter AT-222 Radio Altimeter Antenna
::
Paragraph 5 is not applicable to this System. EDZ-884 Electronic Display System A. B. C. D. E. DU-880 SG-884 DC-884 DA-884 DP-884 Display Unit Symbol Generator Display Controller Data Acquisition Unit Dimmer Panel
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TABLE OF CONTENTS (cent) Section Subheading VOLUME I 2 Comoonent Description (cent) 6. 7. F. G. FC-880 Fault Warning Computer MD-880 Checklist Module 198.24 198.36 198.38 198.38 198.50 198.58 198.64 198.72 198.72 198.78 198.84 198.88 198.88 198.92 198.102 198.102 198.128 198.138 198.142 198.152 198.154 198.160 198.160 198.166 198.168 198.170 198.172 198.172 198.176 198.180 198.182 Paqe
DFZ-820 Dual Flight Guidance System A. B. :: FZ-820 GP-820 PC-880 SM-600 TM-260 Flight Guidance Computer Flight Guidance Controller Turn Pitch Controller Dual Servo/SB-600 Bracket and Dual Trim Servo/TB-261 Bracket
8.
PRIMUS@ 800 Weather Radar System A. B. c. WR-800 Receiver Transmitter WC-81O Weather Radar Controller WA-800 Antenna Pedestal and FP-900 24-Inch Flat-Plate Radiator
8.1
PRIMUS@ 870 Weather Radar System A. B. WU-870 Antenna and Receiver Transmitter Unit WC-874 Weather Radar Controller
9.
FMZ-800 Flight Management System (FMS) A. B. C. D. E. NZ-920 CD-81O DL-800 PZ-800 SM-81O Navigation Computer Control Display Unit or DL-900 Data Loader Performance Computer Servo-Autothrottle
10.
Engine Pressure Ratio (EPR) System
11. Optional VLF/Omega System A. B. C. D. OZ-800 Receiver Processor Unit (RPU) AT-800 Antenna Coupler Unit (ACU) Teardrop H-Field AT-801 Antenna Coupler Unit (ACU) Brick H-Field AT-803 Antenna Coupler Unit (ACU) Blade E-Field
12. Optional LSZ-850 Lightning Sensor System A. :: D. LP-850 LU-860 AT-850 AT-855 Lightning Sensor Processor Lightning Sensor Controller Antenna Antenna
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TABLE OF CONTENTS (cent) Section Subheading VOLUME I 2 ComDonent Descrit)tion(Cent) 13. Optional TCZ-91O Traffic Alert and Collision Avoidance System (TCAS) A. B. c. 14. 198.184 Paqe
RT-91O TCAS Computer 198.184 198.189 AT-91O Directional Antenna Typical Bottom Omnidirectional Antenna (Optional) 198.191 198.192 198.192 198.196 198.204 198.204 201 201 202 202 202 206 223 261 277 292 298.22 298.27 298.36.1 298.36.12 298.37 298.37 298.43 298.149 298.149 298.152 298.166 298.211 Page TC-3 Apr 15/93
Optional MLZ-850 Microwave Landing System (MLS) A. B. ML-850 Microwave Landing System Receiver CM-850 Control/Display Unit
15.
Optional Global Positioning System (GPS) Global Positioning System Sensor Unit
System Operation ;: General EDZ-884 Electronic Display System A. Display System Formats EFIS/EICAS System Components :: Primary Flight Display (PFD) D. Navigation Display (ND) Formats E. Engine (ENG) Display Crew Alerting System (CAS) Display :: System Page Displays H. Compacted EICAS Display I. EFIS/EICAS Reversionary Modes J. Traffic Alert and Collision Avoidance System (TCAS) Displays K. Microwave Landing System (MLS) DFZ-820 Dual Flight Guidance System A. B. 4. System Performance/OperatingLimits Fiight Director/Autopilot F~nctional Description
3.
FMZ-800 Flight Management System A. B. c. D. General NZ-920 Navigation Computer PZ-800 Performance (Autothrottle)Computer Target Speeds
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TABLE OF CONTENTS (cent) Section Subheading VOLUME II 4 Ground Check 1. :: General Equipment and Materials Procedure VOLUME 111 5 Fault Isolation ;: 3. General Procedure LASEREF@ II Inertial Reference System (IRS) A. B. k: 4. Self-Test System Navigation Performance Determination and Removal Criteria Reject Criteria Techniques to Improve Navigation Performance
Data System
Paqe
301 301 301 301
401 401 401 402 402 402 402 403 413 413 413 422 422 425 425 425 426 426 438 439 439 439 460 461 461 461 462 463
AZ-81O Air
A. DADC Functions B. Altitude Preselect Operation C. Angle of Attack (AOA) Operation D. DADC Red X Failures 5. AA-300 Radio Altimeter System A. B. 6. Preflight Test In-Flight Test
EDZ-884 Electronic Display System (EDS) A. B. Trend and Limit Monitoring Troubleshooting Display Unit Red Xing
7.
DFZ-820 Flight Guidance System A. B. List of Flow Chart Figures List of Tables
8. 9.
PRIMUS@ 870 Weather Radar System FMZ-800 Flight Management System (FMS) A. B. k: Airborne Logic Runway Alignment Estimated Time Enroute Descent Time and Fuel Predictions
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TABLE OF CONTENTS (cent) Section Subheading VOLUME III 5 Fault Isolation (cent) 9. Stored Flight Plan Waypoints Takeoff Vspeeds :: V1 Selection H. Speed/Altitude Entries Wind/Temperature Model :: Temperature Envelope K. Autothrottle Disengages Takeoff and Landing Weight Fl: Level Off at 10,000 Feet for Airspeed Control in G-IV Phase 11 Aircraft N. CDU Blanking o. Fuel Used Flight Plan Collapse ~: EPR Bugs on Approach Victor Airways s: Data Loader Fault Codes Engine Pressure Ratio Transmitter E. 464 464 465 465 465 467 467 467 468 468 469 469 469 469 470 471 501 601 701 701 701 701
10.
Interconnects System Schematics Removal/Reinstallation and Ad.iustment General Equipment and Materials Procedure for DU-880 Display Unit 4. Procedure for WC-810/874 Weather Radar Controller, GP-820 Flight Guidance Controller, PC-880 Turn Pitch Controller, DC-884 Display Controller, CD-81O Control Display Unit, DL-800/900 Data Loader, or DP-884 Dimmer Panel 5. Procedure for AZ-81O Digital Air Data Computer, FZ-820 Flight Guidance Computer, SG-884 Symbol Generator, FC-880 Fault Warning Computer, DA-884 Data Acquisition Unit, or PZ-800 Performance Computer 6. Procedure for RT-300 Radio Altimeter Receiver Transmitter Procedure for AT-222 Radio Altimeter Antennas ;: Procedure for WR-800 Weather Radar Receiver Transmitter 9. Procedure for WA-800 Weather Radar Antenna and FP-900 24-Inch Radiator Plate 10. Procedure for WU-870 Antenna and Receiver Transmitter Unit 11. Procedure for SM-600 Dual Servo, TM-260 Dual Trim Servo and Brackets, and SM-81O Servo
L 3.
702
703 703 704 704 706 710 713
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TABLE OF CONTENTS (cent) Section Subheading VOLUME III 8 Removal/Reinstallation and Ad.iustment(cent) 12. 13. i:: 16. 17. 18. 9 Procedure for Procedure for Procedure for Procedure for Procedure for Procedure for Coupler Unit Procedure for CM-850 MLS Control/Display Unit Global Positioning System Sensor Unit AT-91O TCAS Directional Antenna AT-800/AT-803 Antenna Coupler Unit AT-850 Antenna AT-855 Antenna and AT-801 Antenna Updating the Navigation Database 713 713 714 715 716 716 716 801
Shiminq, Handlinq, and Storaqe
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TABLE OF CONTENTS (cent) List of Illustrations VOLUME I
Em!!x!
1 2 2.1 3 4 5 6 2-1 2-2 2-3 2-4 2-5 2-6 2-7 2-8 2-9 3-1 3-2 4-1 4-2 4-3 6-1 6-2
Title SPZ-8000 System Flow Diagram Component Locations for a Typical Gulfstream IV Installation Lightning Symbols Example System Using the ASCB Illustration of a Typical User Subsystem Example of Bus Activity (Frame O) SPZ-8000 ASCB Configuration Inertial Reference Unit Inertial Reference Unit Block Diagram Mode Select Unit Mode Select Unit Schematic Diagram Inertial System Display Unit SYS DSPL Switch ISDU Wiring Diagram Navigation Display Unit NDU Wiring Diagram AZ-81O Digital Air Data Computer AZ-81O Digital Air Data Computer Block Diagram RT-300 Radio Altimeter Receiver Transmitter RT-300 Radio Altimeter Receiver Transmitter Block Diagram AT-222 Radio Altimeter Antenna DU-880 Display Unit Display Unit Cockpit Configuration
~ 5 7 18.4 20 22 27 29 102 113 116 121 124 126 128.3 128.4 128.13 130 137 140 143 144 146 148
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Emre
6-3 6-4 6-5 6-6 6-7 6-8 6-9 6-10 6-11 6-12 6-13 6-14 6-15 6-16 6-17 6-18 6-19 6-20 6-21 6-22 6-22.1 6-22.2 6-22.3 Display Power Panel
Title
Paqe 148 151 153 156 167 172 175 175 180 180 183 183 186 186 189 189 192 192 195 195 196.3 196.3 196.5
EDZ-884 Electronic Display System Interface DU-880 Display Unit Block Diagram SG-884 Symbol Generator SG-884 Symbol Generator Block Diagram DC-884 Display Controller Display Controller Declutter Mode MAP Mode Menu Comp Mode Menu Plan Mode Menu NAV Mode Menu Preview Mode Submenu SENSOR Mode Menu FLT REF Mode Menu Main TRS Mode Menu TRS Mode Submenu SYSTEM Mode Menu CHECKLIST Mode Submenu TEST Mode Menu DISP Mode Menu NAV Mode Menu with MLS Selected Preview Mode Submenu with MLS Selected MAP Mode Menu with TCAS Selected
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MAINTENANCE
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I 6-22.4 6-23 6-24 6-25 6-26 6-27 6-28 6-29 6-30 7-1 7-2 7-3 7-4 7-5 7-6 7-7 7-8 7-9 7-1o 7-11 8-1 8-2 8-3
Title SYSTEM Mode Menu with TCAS Selected DC-884 Display Controller Block Diagram DA-884 Data Acquisition Unit DA-884 Data Acquisition Unit Block Diagram DP-884 Dimmer Panel DP-884 Dimmer Panel Schematic FC-880 Fault Warning Computer FC-880 Fault Warning Computer Block Diagram MD-880 Checklist Module FZ-820 Flight Guidance Computer FZ-820 Flight Guidance Computer Block Diagram GP-820 Flight Guidance Controller GP-820 Flight Guidance Controller Block Diagram PC-880 Turn Pitch Controller PC-880 Turn Pitch Controller Schematic SM-600 Dual Servo and SB-600 Bracket TM-260 Dual Trim Servo and TB-261 Bracket SM-600 Dual Servo Schematic TM-260 Dual Trim Servo Schematic TB-261 Bracket Schematic WR-800 Receiver Transmitter WR-800 Receiver Transmitter Block Diagram WC-81O Weather Radar Controller
I&g 196.5 198.5 198.10 198.19 198.22 198.23 198.24 198.33 198.36 198.38 198.48 198.50 198.55 198.58 198.61 198.64 198.64 198.67 198.69 198.71 198.72 198.75 198.78
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Ei9u!2
8-4 8-5 8-6 8-7 8-8 8-9 8-9.1 8-10 8-11 9-1 9-2 9-3 9-4 9-5 9-6 9-7 9-8 9-9 9-1o 9-11 1o-1 10-2
Title WC-81O Weather Radar Controller Block Diagram WA-800 Antenna Pedestal and FP-900 Flat-Plate Radiator WA-800 Antenna Pedestal Block Diagram PRIMUS@ 800 MPEL Boundary WU-870 Antenna and Receiver Transmitter Unit WU-870 Antenna and Receiver Transmitter Unit Block Diagram PRIMUS@ 870 MPEL Boundary WC-874 Weather Radar Controller WC-874 Weather Radar Controller Block Diagram NZ-920 Navigation Computer NZ-920 Navigation Computer Block Diagram CD-81O Control Display Unit CD-81O Control Display Unit Block Diagram DL-800 Data Loader DL-900 Data Loader DL-800/900 Data Loader Block Diagram PZ-800 Performance Computer PZ-800 Performance Computer Block Diagram SM-81O Servo (Autothrottle) SM-81O Servo Schematic Engine Pressure Ratio Transmitter Engine Pressure Ratio Transmitter Block Diagram
198.81 198.84 198.85 198.86 198.88 198.90 198.91 198.92 198.99 198.102 198.123 198.128 198.135 198.138 198.139 198.141 198.142 198.149 198.152 198.153 198.154 198.159
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Ei9.!Ke
11-1 11-2 11-3 11-4 11-5 12-1 12-2 12-3 12-4 12-5 12-6 13-1 13-2 13-3 13-4 14-1 14-2 14-3 14-4 15-1 15-2
Title OZ-800 Receiver Processor Unit OZ-800 Receiver Processor Unit Block Diagram AT-800 Antenna Coupler Unit AT-801 Antenna Coupler Unit AT-803 Antenna Coupler Unit LP-850 Lightning Sensor Processor LP-850 Lightning Sensor Processor Block Diagram LU-860 Lightning Sensor Controller LU-860 Lightning Sensor Controller Schematic AT-850 Antenna AT-855 Antenna RT-91O TCAS Computer RT-91O TCAS Computer Block Diagram AT-91O Directional Antenna Typical Bottom Omnidirectional Antenna ML-850 MLS Receiver ML-850 MLS Receiver Block Diagram CM-850 MLS Control/Display Unit CM-850 MLS Control/Display Unit Block Diagram Global Positioning System Sensor Unit Leading Particulars Global Positioning System Sensor Unit Block Diagram
198.160 198.164 198.166 198.168 198.170 198.172 198.174 198.176 198.178 198.180 198.182 198.184 198.188 198.189 198.191 198.192 198.195 198.196 198.202 198.204 198.209
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TABLE List
OF CONTENTS of Illustrations VOLUME I
(cent)
Euu!E
201 202 203 204 205 206 207 208 209 210 211 212 213 213.1 214 215 216 217 218 219 220 221 222
Cockpit Display Layout of the
Title EFIS/EICAS Display System
PacJ_e 203 205 210 211 214 215 224 225 229 230 232 236 239 240 243 244 245 248 251 253 254 257 260
Power Panel
Primary Flight Display Format (SENSOR) Primary Flight Display Format (DISP) Primary Flight Display Format (FLT REF) Primary Flight Display Format (AUTO VSPD - CONFIG Mismatch) Primary Flight Display Format (NAV) Primary Flight Display Format (VNAV) PFD Failure Indications (IRS/DADC) PFD Failure Indications (Mist) IRS Test Mode Indications Map Mode Format Map Mode With Vertical Profile Map Mode With Weather Radar Display Vertical Profile Symbols Map Caution/Warning Displays IRS Test Mode Display Compass Mode Display Format (COMP) Navigation Preview Mode (NAV) Compass Caution/Warning Displays (IRS) Compass Caution/Warning Displays (Mist) Plan Mode Display Format (PLAN) Plan Mode Caution/Warning Displays
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EGluE
223 224 225 226 227 228 229 230 231 232 233 234 235 236 237 238 239 240 241 242 243 244 245
Title Engine Instrument Display Format (SENSOR) Engine Pressure Ratio Transmitter Interface Diagram Engine Instrument Display Format (IRS) Fuel Flow/Hydraulic Pressure Valve Symbology (TRS-MAN) Engine Instrument Display Failure Indications Crew Alerting System (CAS) Display Format Master Warning/Caution Panel CAS Display Failure Indications Hydraulic System Page Hydraulic System Page Failure Indications Fuel System Page Display Fuel System Page Failure Indications APU/BLEED System Page Display APU/BLEED System Page Failure Indications Engine Start Page Display Engine Start Page Failure Indications Engine/APU Exceedances Page No Exceedances Recorded Format Exceedance Data Failure Indications Checklist System Page Display Checklist System Cursor Control Waypoint List Display Page System Page Declutter Mode
Paqe 266 267 269 273 276 278 279 291 293 296 297 298.1 298.2 298.5 298.6 298.10 298.12 298.13 298.15 298.16 298.18 298.20 298.21
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Em!r!2
246 247 248 249 250 251 252 253 253.1 253.2 253.3 253.4 253.5 253.6 253.7 253.8 253.9 254 255 256 257 258
Title Compacted EICAS Display Format Compacted EICAS Failure Mode Indications Display System Reversionary Panel Symbol Generator Failure Mode Indication Pilots PFD Reversionary Mode Copilots PFD Reversionary Mode Engine Display Failure Reversionary Mode CAS Failure Reversionary Mode TCAS System Page Display TCAS Targets
on the Navigation Display
298.24 298.26 298.28 298.29 298.30 298.31 298.35 298.36 298.36.6 298.36.7 298.36.8 298.36.9 298.36.10 298.36.11 298.36.14 298.36.16 298.36.17 298.51 298.55 298.77 298.83 298.84
TCAS Resolution Advisory on the Primary Flight Display TCAS Test on the System Page Display TCAS Resolution Advisory Test on the Primary Flight Display TCAS Extended Test on System Page Display MLS Displays on the Primary Flight Display MLS Active Mode Displays on the Navigation Display MLS Preview Mode Displays on the Navigations Displays AP, YD, MACH TRIM, and PFD-CMD Select Diagram Flight Director Mode Select Diagram Autopilot Engage Logic Diagram Power Interruption of Both Channels Power Interruption of Engaged Channel Only
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Li9w!2
259 259.1 260 261 262
Title Flight Director/Autopilot Roll Channel Mode Flow Diagram Dual Couple Approach Flight Director/Autopilot Pitch Channel Mode Flow Diagram F1ight Director/Autopilot Yaw Channel Mode Flow Diagram Flight Management System (FMS) Architecture NZ-920 Navigation Computer Interface Diagram G1obal DMU (AFIS) and DL-800/900 Data Loader Interconnects Takeoff Mode Flow Chart Basic Autothrottle Functions Over the Flight Profile Autothrottle Switch Locations on Power Levers Autothrottle Engage Logic Diagram Autothrottle Arm, Takeoff, and Hold Mode Select Diagram Autothrottle Flight Level Change, Speed (IAS/MACH), and Go-Around Mode Select Diagram Autothrottle Mode Flow Diagram Climb Phase with No Descents Climb Phase with Descent Transition from Climb to Cruise Phase Cruise - Climb and Cruise - Descent Subphase Deswcents with 100 NM of TOD Descent to Cruise Phase when more than 100 NM from TOD Descent to Climb Phase
~ 298.101 298.119 298.127 298.145 298.151 298.153 298.163 298.176.1 298.181 298.186 298.189 298.193 298.199 298.205 298.214 298.214.1 298.214.1 298.214.1 298.214.2 298.214.3 298.214.4
263 264
264.1 265 266 267 268 269 270 270.1 270.2 270.3 270.4 270.5 270.6 270.7
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I
Im!E
TABLE OF CONTENTS (cent) List of Illustrations VOLUME I Title Missed Approach Flight Phase Example Vertical Flight Plan Climb Phase Cruise Phase Descent Phase VOLUME 111 401 402 403 404 405 406 407 408 409 410 411 412 413 414 415 416 IRU Performance Removal Criteria Cabin Pressure Ratio Output FAA VMO Function for the Gulfstream IV CM VMO Function for the Gulfstream IV 411 416 417 418 419 420 421 423 434 440 442 446 449 451 454 456 PiJg 298.214.4 298.216 298.218 298.220 298.222
270.8 271 272 273 274
SSEC (Low-Speed Range) for the Gulfstream IV SSEC (High-Speed Range) for the Gulfstream IV Altitude Alerting Sequence DADC AOA Block Diagram Exceedance System Page Format Diagnosing Symptoms Both FZ-820S Failing Power-Up (FGC 1 and 2 FAIL Messages on EICAS) Single FZ-820 Failing Power-Up (FGC 1 or 2 FAIL Annunciated) Unintended Priority Transfers AP, YD, or Trim Engagement Inhibited AP, YD, and Trim Disengagement (All Engaged Functions) AP or Trim Disengagement (YD is Engageable)
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TABLE OF CONTENTS (cent) List of Illustrations VOLUME III
EiwE!
417 418 701 702 703 704 705 706
Unintended
Title
Paqe 458 459 705 717 717 718 718 719
Mode Disengagement
AP, YD, or Trim Control Problems (Oscillations, Kicks, Sluggishness, etc.) Correct Orientation of AT-222 Antennas Data to be Loaded Display Transfer of NAV Database Display Confirm Transfer of NAV Database Display Percent Complete of Transfer Display Completion of Transfer Display
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I
Table 1
TABLE OF CONTENTS (cent) List of Tables VOLUME I Title System Components Omega Stations VLF Stations ASCB Unit Addresses ASCB Frame Structure Allowing 40, 20, 10, and 5 Hz Update Rates Inertial Reference Unit Leading Particulars Inertial Reference Unit Input/Output Information Inertial Reference Unit ASCB Transmitted Data Inertial Reference Unit ARINC 429 Output Data Mode Select Unit Leading Particulars Test Mode Outputs Inertial System Display Unit Leading Particulars Inertial System Display Unit ARINC 429 Digital Output Data Inertial System Display Unit ARINC 429 Digital Input Data ARINC 429 IRU Discrete Word (Octal Label 270) Paqe 1 18.2 18.2 21 24 103 104 107 111 116 119 124 128 128 128.1
1.1 1.2 2 3 2-1 2-2 2-3 2-4 2-5 2-6 2-7 2-8 2-9 2-1o 2-11 2-12 2-13 2-14 2-15 2-16 2-17
ARINC 429 Time to NAV Ready Discrete Word (Octal Label 351) 128.2 Navigation Display Unit Leading Particulars Navigation Display Unit ARINC 429 Digital Output Data ARINC 429 Status Word Discrete (Octal Label 275) Navigation Display Unit ARINC 429 Digital Input Data ARINC 429 IRU Discrete Word (Octal Label 270) ARINC 429 Time to NAV Ready Discrete Word (Octal Label 351) 128.4 128.8 128.9 128.10 128.11 128.12
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TABLE OF CONTENTS (cent) List of Tables VOLUME I Table 3-1 3-2 3-3 4-1 4-2 6-1 6-2 6-3 6-3.1 I 6-4 I 6-4.1 6-5 6-5.1 I 6-6 6-7 6-8 6-9 6-10 7-1 7-2 7-3 7-4 Title AZ-81O Digital Air Data Computer Leading Particulars AZ-81O Digital Air Data Computer ASCB Transmitted Data AZ-81O Digital Air Data Computer ARINC 429 Outputs RT-300 Radio Altimeter Receiver Transmitter Leading Particulars AT-222 Radio Altimeter Antenna Leading Particulars DU-880 Display Unit Leading Particulars SG-884 Symbol Generator Leading Particulars SG-884 Symbol Generator ASCB Transmitted Data SG-884 Svmbol Generator. Part No. 7008570-904. ASCB Tr~nsmitted Data Changes for TCAS/MLS Option DC-884 Display Controller Leading Particulars DC-884 Display Controller MLS Output Discrete Logic DC-884 Display Controller ASCB Transmitted Data DC-884 Display Controller, Part No. 7007540-941/942, ASCB Transmitted Data Changes for TCAS/MLS Option DA-884 Data Acquisition Unit Leading Particulars DA-884 Data Acquisition Unit ASCB Transmitted Data DP-884 Dimmer Panel Leading Particulars FC-880 Fault Warning Computer Leading Particulars FC-880 Fault Warning Computer ASCB Transmitted Data FZ-820 Flight Guidance Computer Leading Particulars FZ-820 Flight Guidance Computer ASCB Transmitted Data GP-820 Flight Guidance Controller Leading Particulars PC-880 Turn Pitch Controller Leading Particulars Pacle 131 132 135 140 144 147 156 161 166.1 172 196.1 197 198.4.1 198.10 198.12 198.22 198.25 198.27 198.39 198.41 198.50 198.58
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Honeywell
ff~~~wc
TABLE OF CONTENTS (cent) List of Tables VOLUME I Table 7-5 8-1 8-2 8-3 8-4 8-5 8-6 9-1 9-2 9-3 9-4 9-5 9-6 9-7 9-8 9-9 1o-1 10-2 11-1 11-2 11-3 11-4 Title SM-600 and TM-260 Dual Servo Leading Particulars WR-800 Receiver Transmitter Leading Particulars WC-81O Weather Radar Controller Leading Particulars WA-800 Antenna Pedestal and FP-900 Flat-Plate Radiator Leading Particulars WU-870 Antenna and Receiver Transmitter Leading Particulars WC-874 Weather Radar Controller Leading Particulars Fault Display Format NZ-920 Navigation Computer Leading Particulars NZ-920 Navigation Computer NZ-920 Navigation Computer ASCB Transmitted Background Data CD-81O Control Display Unit Leading Particulars DL-800 Data Loader Leading Particulars DL-900 Data Loader Leading Particulars PZ-800 Performance Computer Leading Particulars PZ-800 Performance Computer ASCB Transmitted Data SM-81O Servo Leading Particulars Engine Pressure Ratio Transmitter Leading Part CU1ars Engine Pressure Ratio Transmitter Input/Output Information OZ-800 Receiver Processor Unit Leading Particuars Label 270 Discrete Word 1 Format Label 271 Discrete Word 2 or Label 272 Discrete Word 3 Format AT-800 Antenna Coupler Unit Leading Particulars
nn
PaQe 198.65 198.73 198.78 198.84 198.89 198.92 198.97 198.103 198.106 198.110 198.129 198.138 198.139 198.143 198.144 198.153 198.154 198.157 198.161 198.162 198.163 198.167
U-1400
TABLE OF CONTENTS (cent) List of Tables VOLUME I Table 11-5 I 11-6 12-1 12-2 12-3 12-4 12-5 13-1 13-2 13-3 13-4 13-5 14-1 14-2 14-3 14-4 15-1 15-2 15-3 15-4 15-5 201 202 203 Title AT-801 Antenna Coupler Unit Leading Particulars AT-803 Antenna Coupler Unit Leading Particulars LP-850 Lightning Sensor Processor Leading Particulars LU-860 Lightning Sensor Controller Leading Particulars LU-860 Switch Functions AT-850 Antenna Leading Particulars AT-855 Antenna Leading Particulars RT-91O TCAS Computer Leading Particulars RT-91O TCAS Computer ARINC 429 Output Data RT-91O TCAS Computer to Mode S Transponder Data Mode S Transponder to TCAS Computer Data AT-91O Directional Antenna Leading Particulars ML-850 MLS Receiver Leading Particulars ML-850 MLS receiver ARINC 429 Outputs CM-850 MLS Control/Display Unit Leading Particulars CM-850 MLS Control/Display Unit Block Diagram
~
198.169 198.171 198.173 198.176 198.177 198.180 198.182 198.185 198.186 198.187 198.187 198.189 198.192 198.194 198.197 198.203
G1obal Positioning System Sensor Unit Leading Particulars 198.204 GPSSU Digital Accuracy and Resolution GPSSU ARINC 429 Output Data (BNR Format) GPSSU ARINC 429 Output Data (BCD Format) GPSSUARINC 429 Output Data (DIS Format) Flight Director/Autothrottle Mode Annunciations CAS Red Warning Messages CAS Amber Caution Messages 198.206 198.207 198.208 198.208 212 281 283
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TABLE OF CONTENTS (cent) List of Tables VOLUME I Table 204 205 206 207 208 209 210 211 Title CAS Blue Advisory Messages System Performance/Operating Limits ARINC 429 NAV Computer Output Data Output Word Formats Autothrottle Performance Limits Advisory Messages (Blue) Engine Synchronization Climb and Descent Schedule VOLUME II 301 302 Ground Maintenance Test Procedure Ground Check Procedure VOLUME III 401 402 403 404 405 406 407 408 409 410 . 411 Test Mode ARINC 429 Output Values Test Mode ASCB Output Values Test Mode outputs ISDU Display of IRU Test Mode Outputs Abbreviations for Test Modes DADC Self-Test Analog Outputs DADC Self-Test ARINC 429 Outputs DADC ASCB Self-Test Outputs Engine and Aircraft Trend and Limit Exceedance Parameters APU Recording Parameters Steady State Flight Condition Parameters 404 407 409 409 410 414 414 415 427 427 430 303 398.285 Paqe 285 298.37 298.158 298.159 298.177 298.178 298.202 298.216
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TABLE
OF CONTENTS List of Tables
(cent)
VOLUME
III
~
Tab7e 412 413 414 415 416 417 418 419 420 421 422 501
Title Engine Trend Data Recording Parameters APU Trend Recording Parameters Parameters Monitored for Exceedance Event Recording Engine Exceedance Recording Parameters APU Exceedance Recording Parameters Minimum Wiring/Power Requirement for FZ-820 to Run GMT Minimum Servo Wiring Required for FZ-820 to Successfully Power-Up Normal Switch States Display Format Data Loader Fault Codes Label 353 Fault Codes for AC03 and BC03 Interconnect Information
430 431 432 435 435 444 445 453 460 470 472 502
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Page TC-23/TC-24 Apr 15/93
INTRODUCTION
This manual provides general system maintenance instructions and theory of operation for the SPZ-8000 Digital Automatic Flight Control System for Gulfstream IV aircraft. This manual provides block diagram information and interconnect diagrams to permit a general understanding of System interface. Common system maintenance procedures are not presented in this manual. established shop and flight line practices should be used. The best
Refer to the Handling, Storage, and Shipping Procedures for Honeywell Avionics Equipment Instruction Manual, Honeywell Pub. No. 09-1100-01, for information on shipping and storage of the System components. Additional information on subsystems installed in the Gulfstream IV is available in the following publications:
Table A is a loaic truth table for use as an aid in understanding the loqic functions on th; block diagrams in Sections 2 and 3. Title SPZ-8000 DAFCS (Phase II) Pilots Manual for the Gulfstream IV LASEREF@ II Installation Manual LASERTRAKW II NDU Installation Manual LASEREF@ II Pilots Manual LASERTRAKW NDU Pilots Manual LASERTRAKII NDU (with GPS readout) Pilots Manual LASEREF@ II GPIRS Pilots Manual GPIRS Installation Manual Global Positioning System Sensor Unit (GPSSU) Installation Manual Air Data ComDuter and Servoed Altimeter System Test and Inspection Technical Newsletter AA-300 Radio Altimeter Operat-on and Installation Manual FMZ-600/800 Fliqht ManacjementSystem (FMS) Installation and Maintenance-Manual Publication No. 28-1146-64-00 95-8352 95-8308 95-8351 95-8440 95-8711 28-3341-001 15-3341-006 95-8698 23-1980-04 15-3321-06 A15-1147-15
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Page INTRO-1 Apr 15/93
Title Gulfstream IV Performance Index PRIMUS@ 800 COLORADARW System Description and Installation Manual PRIMUS@ 800 Pilots Handbook PRIMUS@ 870 COLORADARW System Description and Installation Manual PRIMUS@ 870 Pilots Handbook Radar Spoking REACT Operation Lightning Sensor System Description and Installation Manual LSZ-850 Lightning Sensor System Pilots Handbook FMZ-800 Flight Management System Pilots Operating Manual TCAS II System Description and Installation Manual TCAS II Pilots Operating Handbook MLS System Description and Installation Manual Abbreviations used in this manual are defined as follows: Abbreviation AC A/C ACARS ACCEL ADC Addr ADF AD I A/D AFCS AFGCS AFIS AGC AGL AHRS AHRU A/I AIL ALRT ALT EQuiva~ent
Publication No. 28-1146-75-00 IB8023137 IB8023135-R1 A09-3946-01 28-1146-56 23-1988-19 23-1988-18 A09-3950-01 28-1146-54 28-1146-43 15-3840-001 28-1146-70-01 A15-3800-02
Alternating Current Aircraft ARINC Communications Addressing and Reporting System Accelerometer, Acceleration Air Data Computer Address Automatic Direction Finder Attitude Director Indicator Analog to Digital Automatic Flight Control System Automatic Flight Guidance Control System Airborne Flight Information System Automatic Gain Control Above Ground Level Attitude and Heading Reference System Attitude and Heading Reference Unit Anti-Ice Aileron Alert Altitude
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Abbreviation AMPS ANN, ANNUN ANT AOA AOSS AP, A/P APE APP, APRPP, APR APS APU ARINC ARM AS ASCB AT, A/T ATC ATR ATT AUX AZ 13/A BARO BATT BC BCD BIT BITE BNR BOD BOW BRG BRK BTMS CAA CAP CAS ::W CDI CDU CDS CDU CE CH CHG CKSUM CKT CLB CLK CLR CMD CMPTR
Equivalent Amperes Annunciator Antenna Angle of Attack After Over Station Sensor Autopilot Autopilot Engage Approach Altitude Preselect Auxiliary Power Unit Aeronautical Radio, Inc. Armed Airspeed Avionics Standard Communications Bus Autothrottle Air Traffic Control Air Transport Requirement Attitude Auxiliary Azimuth Bank Angle Barometric Battery Back Course or Bus Controller Binary-Coded-Decimal Built-In Test Built-In Test Equipment Binary Bottom of Descent Basic Operating Weight Bearing Brake Brake Temperature Monitoring System Civil Aviation Authority (British) Capture Crew Alerting System or Calibrated Airspeed Circuit Breaker Counterclockwise Course Deviation Indicator Control Display Unit Differential Resolver Control Display Unit Course Error Channel Change Check Sum Circuit Climb Clock Clear Command Computer
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Abbreviation CNTL COM COMB COMP CONFIG CONT CORR Cos CP CPL CPU CRC CRS CRT CRZ Cs CT CTRL Cw DA D/A DADC DAU DB DC DCT DDM DEFL DEG DEMOD DES DET DEV, DEVN DG DH DIFF DISC DISENG DISP DISPL DIST DL DMA DME DN DRC DSR DTG DTRK HP E
Equivalent Control Common Combined Compensation, Compass, or Compacted Configuration Controller Correction Cosine Cross Pointers, Copilot Couple Central Processor Unit Cyclic Redundancy Check Course Cathode Ray Tube Cruise Cross Side Control Transformer Control Clockwise Drift Angle Digital to Analog Digital Air Data Computer Data Acquisition Unit Database Display Controller Direct Difference in Depth of Modulation Deflection Degree Demodulator Descent Detector, Detent Deviation Directional Gyro Decision Height Differential, Difference Disconnect Disengage Display Displacement Distance Data Loader Direct Memory Access Distance Measuring Equipment Down Dual Remote Compensator Desired Distance To Go Desired Track Display Unit Du~licate
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Hone~ell
Abbreviation EEPROM, E2PROM EFIS EGT EDS EICAS EL, ELEV EMI ENG ~OOFF EPR EPROM ESS ET ETA ETE EVM EX LOC EXT FAA FAR FD, F/D FDBK FF FFS FGC FL FLCH FLT FMS FPL, FPLN FPM FR. FRM FREQ FTIU F;C GA, G/A GCR GMAP GMT GP GPS GRD GS, G/S GSPD
&$~~~~~~E
E~uivalent
I
I
N HBM
HDG HDLC HF HORIZ
Electronically Erasable Programmable Read Only Memory Electronic Flight Instrument System Exhaust Gas Temperature Electronic Display System Engine Instrument and Crew Alerting System Elevator, Elevation Electromagnetic Interference Engage, Engine Easy-On Easy-Off Engine Pressure Ratio Erasable PROM Essential Elapsed Time Estimated Time of Arrival Estimated Time In Route Engine Vibration Monitor Expanded Localizer Extend, External Federal Aviation Authority Federal Aviation Requirement Flight Director Feedback Fuel Flow Flight Fault Summary Flight Guidance Computer Flight Level Flight Level Change F1ight Flight Management System Flight Plan Feet Per Minute From Frequency Flight Test Interface Unit Flux Valve Fault Warning Computer Go-Around Ground Clutter Reduction Ground Map Greenwich Mean Time Guidance Panel Global Positioning System Ground Glideslope, Groundspeed Groundspeed Gross Weight Heartbeat Heartbeat Monitor Heading High Level Data Link Control High Frequency Horizontal
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Page INTRO~5 Apr 15/93
Abbreviation HP HR HSI HYD H/W IAS ICAO ID, IDENT IF IGN ILS INC-DEC IND INIT INS INTFC INTGL INTLK INV 1/0 IRC IRS IRU 1S0 IVV KBPS kHz KN, KT L LAT LBS L/C LH LIM LNAV LOC LON LORAN LP LPV LRN LRU LSB LTG LTS LVC LVDT MAG MAGVAR MDS MFD MHz
Ecluivalent High Pressure Hour Horizontal Situation Indicator Hydraulic Hardware Indicated Airspeed International Civil Aviation Organization Identification Intermediate Frequency Ignition Instrument Landing System Increase-Decrease Indicator Initialization Inertial Navigation System Interface Integral Interlock Invert Input/Output Instrument Remote Controller Inertial Reference System Inertial Reference Unit Isolation Instantaneous Vertical Velocity Kilo Bits Per Second Kilohertz Knots Left Latitude Lateral Beam Sensor Inductive/Capacitive Left Hand Limit Lateral Navigation/Lateral Guidance Localizer Longitude Position Sensor Type Low Pressure Latched Power Valid Long Range Navigation Line Replaceable Unit Least Significant Bit Lighting Long Term Sensor Line Voltage Compensation Linear Variable Differential Transformer Magnetic Magnetic Variation Minimum Discernible Signal Multifunction Display Megahertz
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Abbreviation MIN MLS MM MON MSB MSG MSL M/T, M/TRIM MUX N NAHP NAV NC NCD ND NDB NM NO NOC NORM NOTAM NRZ NVRAM NZ OAT OBS o/c OM Osc 0ss P PATT PB Pc PERF PFD PISO PIT PITCH SYNC PLA PLN PMS Pos PPH PPOS PRESS PRI, PRIM PROC PROF PROG PROM
Equivalent Minutes Microwave Landing System Middle Marker Maximum Allowable Mach Number Momentary Monitor Most Significant Bit Message Mean Sea Level Mach Trim Multiplexer North Not a Honeywell Part Navigation No Connection, Normally Closed, or NAV Computer No Computer Data Navigation Display Nondirectional Beacon, Navigation Data Base Nautical Mile Normally Open NAV on Course Normal Notice To Airman Nonreturn To Zero Non-Volatile RAM Navigation Computer Outside Air Temperature Omni Bearing Selector On Course Outer Marker Oscillator Over Station Sensor Pressure Pitch Attitude Pushbutton Performance Computer Performance Primary Flight Display Parallel In Serial Out Pitch Pitch Synchronization Power Lever Angle P1an Performance Management System Position Pounds Per Hour Present Position Pressure Primary Processor Profile Programmer, Programming Programmable Read Only Memory
I I
I I
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Abbreviation P/s PSI Pv ;!IM PWR ;E QTY R RA, R/A, RAD ALT RAM RCT, REACT RCVR REF REL RET RETR REV RG RH RMI RN, RNAV RNAPP RNG ROL ROM RPM RT, R/T RUD s SAT SBY, STBY SCI SCR Scs SDI SEC SEL SG SID SIG SIN SING SIPO SPD SPS SRAM SRN SSEC SSM STAEL
Equivalent Pitot Switch Pounds Per Square Inch Power Valid Pitch Wheel or Pulse Width Pulse Width Modulated Power Performance Computer Quality Factor Quantity Right Radio Altimeter Random Access Memory Rain Echo Attenuation Compensation Technique Receiver Reference Release Return Retract Reverse Source (Same as Back Course) Rate Gyro Right Hand Radio Magnetic Indicator Area NAV RNAV Approach Range Rol1 Read Only Memory Revolutions Per Minute Receiver/Transmitter, Rate-of-Turn Rudder South Static Air Temperature Standby Serial Control Interface Source Single Channel Select Source/Destination Identification Seconds, Secondary Select Symbol Generator Standard Instrument Departure Signal Sine Single Serial In Parallel Out Speed Samples Per Second System Random Access Memory Short Range Navigation Static Source Error Correction Sign Status Matrix St~tion Elevation
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Abbreviation STAR STBY STC STCS STP STR, STRG Svo SW> s/w SYNC SYS T TAS TAT TBD TCAS TCS TEMP TGT :[E TKOD TLA TLE TO TOC TOD TOGA TP TRK TRS TRU TSO TTG TTL UART UTIL, UTY V1 V2 VA VAL VANG VAPP, VAPR VAR VASL, VASEL VBS Vco VEL VERT VFLC, VFLCH
E~uivalent Standard Terminal Arrival Route Standby Sensitivity Time Control Single Trim Channel Select Steep Steering Start Valve Open Software Synchronization System Temperature True Airspeed True Air Temperature To Be Determined Traffic Alert and Collision Avoidance System Touch Control Steering Temperature Target, Turbine Gas Temperature Turn Knob, Track Track Error Turn Knob Out of Detent Torque Limit Aileron Torque Limit Elevator Take Off Top Of Climb Top Of Descent Takeoff Go-Around Test Point Track Thrust Reference Set True Technical Standard Order Time-To-Go Tuned to Localizer Universal Asynchronous Receiver Transmitter Utility Takeoff Decision Speed Takeoff Safety Speed (Speed to be attained at 35 feet AGL, assuming recognition of an engine failure after Vl) Volt Ampere Valid Vertical Angle VOR Approach Variable VNAV Altitude Preselect Vertical Beam Sensor Voltage Controlled Oscillator Velocity Vertical VNAV Flight Level Change
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MAINTENANCE MANUAL
GULFSTREAM IV
Abbreviation Vfs VG VHF VLD VLF v V~AV VOR VORTAC VPTH, VPATH Vr VRAM Vref VRT, VERT Vs, v/s Vse VTA w WL, W/L Wo wow WPT WR, WX WSP XFER XMTR X-SIDE XTRK YD, Y/D
Equivalent
Final Takeoff Climb Speed (Airspeed for single-engine climb in a clean confiwration below 1500 feet AGC) Vertical Gyro or Verti;al Generator Very High Frequency Valid Very Low Frequency Maximum Allowable Airspeed Vertical Navigation VHF Omni Range Collocated VOR and Tacan Stations Vertical Path Takeoff Rotation Speed Video Random Access Memory Reference Speed (Landing) Vertical Vertical Speed Enroute Climb Speed (Airspeed for single-engine climb in a clean configuration above 1500 feet AGC) Vertical Track Alert West Wings Level Washed Out Weight-on-Wheels Waypoint Weather Radar Word Sequence Position Transfer Transmitter Cross-Side Cross TRACK Yaw Damper
Honeywell has an airworthiness analysis procedure performed for all its airborne products to ensure that equipment designed by Honeywell will not create a hazardous in-flight condition. As a result of the analysis, certain installations have been designated INSTALLATION CRITICAL, and 100 percent compliance with those installations is required. INSTALLATION CRITICAL is defined as: Specific methods of installation are required to ensure that either the failure of the assembly or part is extremely improbable or that its failure could not create a hazardous condition.
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. .
m.
MAINTENANCE
s
Q T
R CLR
ELECTRONIC SWITCH (FILP-FLOP) CHARACTERISTICS 1. AN OUTPUT IS ALWAYS PRESENT AT EITHER Q OR 6 (BISTABLE). 2. CLEAR (CLR) IS CONTINOUS INPUT AND WILL CAUSE OUTPUT TO SWITCH TO 6. 3. RESET (R) IS PULSED INPUT AND ALWAYS CAUSES OUTPUT TO SWITCH TO 6. 4. SET (S) IS PULSED INPUT AND ALWAYS CAUSES OUTPUT TO SWITCH TO Q. 5. TOGGLE (T) IS MOMENTARY INPUT AND CAUSES OUTPUT TO SWITCH TO Q OR 6 SUCCESSIVELY AC-3452E@
Logic Truth Table Table A
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SECTION 1 SYSTEM DESCRIPTION 1. General The SPZ-8000 Digital Automatic Flight Control System (Figure 1) provides flight director, autopilot, pitch trim, Mach trim, and autothrottle. The system operates in conjunction with the electronic display system (EDS) that consists of the primary flight displays (PFD), the navigation displays (ND), and the engine instrument and crew alerting system (EICAS) displays. Table 1 lists the components and part numbers that compose a System, and Figure 2 shows the approximate component locations for a Gulfstream IV installation.
System Component AZ-81O Digital Air Data Computer
Qty 2
Honeywell Part No. 7000700-964, -864 (CAA or ASC 61) 7003974-905(PHASE 2) -906 **** _907 ****
A/C Ref Des 9[C9
FZ-820 Flight Guidance Computer
lo/clo
~:
The -907 FZ-820 Flight Guidance Computers were factory installed on aircraft 1198 and subsequent. 1 1 1 1 1 2 2 7007546-901/-902* 4015373-705 4015374-905 4015373-704 4015374-904 7001840-922 4007637-002 11 12 N/A 13 N/A 20/c20 21/c21
GP-820 Flight Guidance Controller SM-600 Dual Servo (Aileron) SB-600 Servo Bracket (Aileron) SM-600 Dual Servo (Elevator) SB-600 Servo Bracket (Elevator) RT-300 Radio Altimeter Receiver Transmitter AT-222 Antenna (Receive)
System Components Table 1
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tii;:ypl
System Component AT-222 Antenna (Transmit) TM-260 Dual TRIM Servo TB-261 Trim Servo Bracket
~:
Qty 2 1 1 4007637-002
A/c Ref Des 22/c22 29/c29 N/A
7000260-602 7000261-603
The following four PRIMUS@ 800 Weather Radar System Components were factory installed on aircraft 1000 thru 1071. 1 1 1 2 M1585350-34 M1585354 M1585377 7006921-311/-3l2* 59 60 N/A 61/c61
WR-800 Weather Radar Receiver Transmitter WA-800 Antenna Pedestal FP-900 Flat Plate Radiator WC-81O Weather Radar Controller ~:
The following two PRIMUS@ 870 Weather Radar System components were factory installed on aircraft 1072 thru 1119. 1 2 7012640-902 7006921-413/-4l4* 59 61/c61
WU-870 Antenna and Receiver Transmitter Unit WC-874 Weather Radar Controller
~:
The following two PRIMUS@ 870 Weather Radar System components were factory installed on aircraft 1120 and subsequent. 1 2 3 7012640-904 7006921-415/-4l6* 59 61/c61
WU-870 Antenna and Receiver Transmitter Unit WC-874 Weather Radar Controller SG-884 Symbol Generator
7008570-903 (PHASE 2) 65/C65/ -904 (TCAS 11/ MLS OPTION) -913 (TACAN OPTION) 7007540-931/-932 115/cl15 (PHASE 2) -941/-942* (~~};o~~/MLS -951/-952* (TACAN OPTION)
DC-884 Display Controller
CD-81O Control Display Unit
7007549-901/-902*
120/c120
System Components Table 1 (cent)
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System Component NZ-920 Navigation Computer
Qty 2
Honeywell Part No. 7004402-963 -964 -976 -978
A/C Ref Des
(PHASE 2) 121/C121 (PHASE 2 WITH AFIS) (9101 SOFTWARE) (9111 = 9101 SOFTWARE WITHOUT GPS BLENDING)
NOTE:
The -976 NZ-920 NAV Computers were factory installed on aircraft 1183 and subsequent. 2 7004609-906 (PHASE 2) 122/C122 -910 (9101 SOFTWARE)
PZ-800 Performance Computer
NOTE- The -910 PZ-800 Performance Computers were factory installed on air. craft 1183 and subsequent. The -910 must also be used with ASC 61. DL-800 Data Loader DL-900 Da;: Loader SM-81O Servo (Autothrottle) PC-880 Turn Pitch Controller DU-880 Display Unit (PFD) AY-003 Inclinometer Kit for PFD DU-880 Display Unit (ND) DU-880 Display Unit (EICAS) FC-880 Fault Warning Computer 1 1 2 1 2 2 2 2 2 7004607-901/-9O2* 7016600-901/-9O2* 7009025-913 7007990-901/-902* 4053000-902/-9Ol* 7005400-905/-906* 4053000-902/-9Ol* 4053000-902/-9Ol* 123 123 128/C128 129 130/c130 - 131/c131 132/133
7007484-904(PHASE 2) 134/C134 -905 ***** -914 *****
NOTE. .
The following MD-880 Part No. is for a blank module. Use GAC Part No. for reorder. 2 1 2 7010405-903 7007543-901/-902* 7007580-901 -135 136/137
MD-880 Checklist Module DP-884 Dimmer Panel DA-884 Data Acquisition Unit

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System Component LASEREF@ II Inertial Reference Unit
Qty
Honeywell Part No.
A/c Ref Des
HG1075AEO3 (PHASE 2) N/A HG1075AEO4 (See Note) HG1075GEO4 (See Note)
NOTE: The HG1075AEO4 LASEREF @ II were factory installed on aircraft 1164 and subsequent. The HG1075AEO4 functions identically to the AE03, but the AE04 has been reconfigured to facilitate updating to the optional HG1075GEO4. The GE04 has the same functions as the AE03 and AE04, but will also interface with GPS and provide IRS, GPS, and hybrid GPS/IRS outputs. Attitude Heading Reference Unit Mode Select Unit Inertial System Display Unit (ISDU) LASERTRAKW Navigation Display Unit 1** 1 1 HG1076AAO1 CG1227AC10/ACOl* CGl136AC10/AC20* N/A N/A N/A
l*** CG1230AC10/AC20* N/A CG1230AC11/AC21 (EFIS DISPLAY OPTION) CG1230AG11/AG21* (GPS READ OUTS) 2 LG1189BC03 (4063258-3) N/A
Engine Pressure Ratio Transmitter O~tional VLF/Omeqa System Components OZ-800 Receiver Processor Unit (Omega/VLF) AT-800 Antenna Coupler Unit, Teardrop H-Field AT-801 Ant~;na Coupler Unit, Brick H-Field AT-803 Ant~;na Coupler Unit, Blade E-Field
1 1 1 1
7004608-901 7011102 7011103 7011100
141 142 142 142
Oc)tionalLSZ-850 Licthtninq Sensor System Com~onents LP-850 Lightning Sensor Processor LU-860- Lightning Sensor Controller 1 1 7011822-903 7012738-905/-906* 145 146

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System Component AT-850 Lightning Sensor Antenna (Teardrop) AT-855 Lig;;ning Sensor Antenna (Brick)
Qty 1
Honeywell Part No. 4057697-901 70146062-901
A/C Ref Des 147 147
OPTIONAL TCZ-91O TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS II) COMPONENTS RT-91O TCAS Computer AT-91O TCAS Antenna
OPTIONAL MLZ-850 MICROWAVE LANDING
4066010-902
: SYSTEM 7514060-902
[MLS) COMPONENTS 7510600-901 7513004-913/914*
ML-850 MLS Receiver CM-850 MLS Control/Display Unit
2 2
OPTIONAL GLOBAL POSITIONING SYSTEM (GPS) COMPONENTS Global Positioning System Sensor Unit (GPSSU) lor2 HG2021AB02
* The difference between dash numbers is the bezel color. The first dash number listed is for a gray bezel unit and the other dash number is for a black bezel unit. ** A third inertial reference unit may be used in place of the AHRU. *** The LASERTRAKW may be used in place of the ISDU. The optional AC1l/AC21 LASERTRAK outputs additional ARINC 429 data which is necessary for display of LASERTRAK EFIS. The AG1l/AG21 LASERTRAKis available to on allow GPS readouts on the LASERTRAKW display. **** The -906 Flight Guidance Computer (FGC) is an update to the standard phase 2 -905 FGC, which improves monitor function in turbulence and reduces go-around angle to 12 degrees. The -907 FGC is identical to the -906 FGC with the addition of non-volatile memory flight fault summary with english readout. The -905 Fault Warning Computer (FWC) adds TCAS 11/MLS, BTMS, and foreign certification recognition. These were factory installed on aircraft 1168 and subsequent. The -914 FWC adds foreign certification recognition without TCAS 11/MLS or BTMS. System Components Table 1 (cent)
*****
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SPZ-8000 System Flow Diagram Fiaure 1

d-
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1.NOSECOMPARTMENT COMPONENTS: WR@(J@WEATHERRADAR RECEIVER TRANSMITTER WA-800 ANTENNA PEDESTAL q FP-sOOFLAT LATEANTENNA P ~ q wu-870ANTENNAAND RcvR/xMTRuNIT 2.INSTRUMENTPANELCOMPONENTS: q DU-880 DISPLAY UNITS (PFO)
q q q q
DU-880 DU-S80
DISPLAY DISPLAY
UNITS UNITS
(ND) (EICAS]
3. GIARE SHIELD COMPONENTS: q GP-820 FLlf3HTGUlf3ANCE CONTROLLER q DC-884 DISPLAY CONTROLLER 4. WC-81O OR WC-874 WEATHER RADAR CONTROLLER 6. PEDESTAL COMPONENTS: q CD-81O CONTROL DISPLAY UNIT q PC-880 TURN PITCH CONTROLLER q DP-884 DIMMER PANEL
(SIDE
PANEL)
q MODE SELECTUNIT & ELECTRONIC BAYCOMPONENTS (NOTE): q AZ-81 DIGITAL O AIRDATACOMPUTER q FZ-820 LIGHT F GUIDANCECOMPUTER q SG-884 SYMBOL GENERATOR (SG3PILOTS SIDE) q NZ-9XX NAVIGATION COMPUTER q PZ-800 ERFORMANCE COMPUTER P q FC-880 FAULT WARNING COMPUTER q DA-880 DATAACQUISITION UNIT q INERTIALEFERENCEUNITS R OR THIRDAHRU 7.SM-600DUAL SERVO(AILERON) 8.TM-260DUALTRIMSERVO [UNDERPEDESTAL) 9.AT-222 ANTENNAS (UNDERFLOOR) 10.RT-300 RADIOALTIMETER CVR/XMIT(UNDERFLOOR) R 11.SM-S1OAUTOTHROTTLE SERVO (UNDERFLOOR) 12,RUDDERACTUATOR(NONHONEYWEU) 13.SM-600DUAL SERVO(ELEVATOR) 14. ENGINEPRESSURE RATIOTRANSMITTER
NOTE: THERE ISONE EACH COMPONENT INEACH ELECTRONIC BAY, EXCEPT THE THIRDSG-884 lRU/At-lRU OR ISIN THE BAY ON THE PILOTSSIDE.
AD-12490-R4
Component Locations for a Typical Gulf stream IV Installation Figure 2
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mlorma[lon
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on the Mle page of Ibis document,
2. I
System Descrii)tion The SPZ-8000 DAFCS consists of the following subsystems which are described in paragraphs 2.A through 2.N.
q
LASEREF@ II Inertial Reference System (IRS) ADZ-81O Air Data System AA-300 Radio Altimeter System EDZ-884 Electronic Display System (EDS) DFZ-820 Dual Flight Guidance System PRIMUS@ 800 Weather Radar System PRIMUS@ 870 Weather Radar System FMZ-800 Flight Management System (FMS) Engine Pressure Ratio System VLF/Omega System (Optional) LSZ-850 Lightning Sensor System (Optional) TCZ-91O Traffic Alert and Collision Avoidance System (Optional) MLZ-850 Microwave Landing System (Optional) Global Positioning System (Optional)
G
q
. c 6 . .
q
.
q
The SPZ-8000 is a complete automatic flight control system providing failoperational execution of flight director guidance, autopilot, yaw damper, and trim functions. The automatic path mode commands are generated by the FZ-820 Flight Guidance Computer which integrates the attitude and heading reference, air data, EDS, and FMS into a complete aircraft control system that rovides the stabilization and control needed to ensure optimum performance tRroughout the aircraft flight regime. A central serial communications network provides inter-subsystem communications within the system. The network is denoted by the nomenclature avionics standard communications bus ASCB). This bus structure uses advanced communications techniques anJ safety design features to rovide high through-put, fail-operational data exchan e within the System. TRe ASCB consists of two serial synchronous digita7 communications buses. Each bus is electrically isolated from the other bus. In addition, each bus can communicate bidirectionally. Refer to paragraph 3 for a detailed description of the ASCB. The ASCB interfaces the automatic flight control system with the digital air data system, the IRS, the EDS, and the FMS systems. Each subsystem broadcasts on the ASCB when directed to transmit by the bus controller, and returns to an off condition when its time slot expires. The bus controller function is triplex and is contained in each symbol generator. Only one bus controller is active at a time.
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The system data communication is split between the main system bus (ASCB) and private-line paths provided for specific sensitive data for which fault isolation is required. These specific private-line paths include the following: . . IRS attitude and headinq data to SG-884 Symbol Generators (~rivate-line .. serial bus) FZ-820 Flight Guidance Computer to GP-820 Flight Guidance Controller (private-line serial bus) GP-820 Flight Guidance Controller to FZ-820 Flight Guidance Computer (private-line serial bus) AZ-81O Air Data Computer to SG-884 Symbol Generators (private-line serial bus) SG-884 Symbol Generators to DU-880 EDS displays (private-line serial bus)
. ADF, NAV, and ILS data to SG-884 Symbol Generators (private-line serial bus) Information from navigation receivers is not interfaced directly to the SPZ-8000 DAFCS but is pre-processed by the EDS and/or the FMS. The EDS shall function as data concentrator and switcher for basic navigation and heading data and shall provide to the DAFCS source identification logic for currently displayed data. The DAFCS shall receive lateral navigation (roll steering commands) and vertical navigation (vertical targets) directly via ASCB from both FMS subsystems. However, the DAFCS shall use the FMS navigation data only if selected for display by the EDS. The system displays heading, course, radio bearing, pitch and roll attitude, barometric altitude, selected alert altitude, radio altitude, IAS/MACH targets, lateral and vertical deviation, to-from indications, DME indications, engine parameters, and advisory and caution indications. Annunciators denote selected flight mode, altitude alert, decision height, and go-around mode engagement. Pitch and roll steering commands developed by the FZ-820 Flight Guidance Computer in conjunction with the GP-820 Flight Guidance Controller are displayed by steering pointers to enable the pilot to reach and/or maintain the desired flightpath or attitude. 2. A. LASEREF@ II Inertial Reference System (IRS) The IRS is comprised of the following components:
q
Inertial Reference Units Attitude Heading Reference Unit Mode Select Unit Inertial System Display Unit (Optional)
.
q
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The IRS is an all attitude inertial sensor system which provides aircraft attitude, heading, and flight dynamics information to the PFD and ND, flight control (DAFCS), weather radar antenna platform, and other aircraft systems and instruments. The inertial reference unit (IRU) is the primary component of the IRS and provides the following digital outputs: .
q
.
q
. .
q
Primary attitude Body linear accelerations Body angular rates Inertial velocity vectors Magnetic and true north reference Present position data Wind data
The IRU requires a dedicated +24 volt dc backup battery, which the user must supply. The triple-channel mode select unit (MSU) enables the flightcrew to select the mode of system operation for three IRUS, provides status indication for each system, and test initiation for each IRU. The optional IRU 3 is used in triple IRS installations in place of the attitude heading reference unit (AHRU). The form, fit, and function of the AHRU are identical to those of the IRU except that the AHRU does not provide navigation outputs on the digital bus interfaces. The AHRU provides continuous comparison monitoring in which its internally computed attitude, angular rate, and acceleration signals are compared to those same signals transmitted on the ASCB data bus from IRU 1 and IRU 2. The AHRU also provides backup attitude, heading, rate, and acceleration outputs.
The inertial system display unit (ISDU) selects data from any one of three IRUS for display and provides position or heading data to three IRUS. LASERTRAK@ is an extension of the Honeywell Laseref Inertial Reference System (IRS). The function is resident in a navigation display unit (NDU) which replaces the ISDU normally found in IRS installations. The NDU retains the ISDU functionality and gives the pilot a means of entering a nine-waypoint flight plan. Waypoints are entered using lat/long designations. Flight plan progress is monitored on the NDU or on EFIS. For additional information on the IRS components, refer to the manuals listed in INTRODUCTION.
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2.
B.
ADZ-81O Air Data System The ADZ-81O Air Data System is comprised of the AZ-81O Digital Air Data Computers. The AZ-81O Digital Air Data Computer (DADC) is a microprocessor-based digital computer which accepts both digital and analog inputs, performs digital computations, and supplies both digital and analog outputs. It receives pitot-static pressures and total air temperature inputs for computing the standard air data functions. The DADC provides outputs to the electronic display system, transponder, flight recorder, flight guidance computer, as well as other elements of the system, such as fault warning computers and inertial reference system (IRS). Angle of attack inputs have been incorporated and computed AOA outputs are provided. The DADC provides alerting functions.
c.
AA-300 Radio Altimeter System The AA-300 Radio Altimeter System is comprised of the following components: . . RT-300 Radio Altimeter Receiver Transmitter AT-222 Antenna
The AA-300 Series Radio Altimeter System is a high resolution, shortpulse radio altitude system designed for automatic continuous operation over wide variations of terrain, target reflectivity, weather, and aircraft altitude. The radio altimeter provides a dc output voltage and an auxiliary radio altitude output which are proportional to the aircraft absolute altitude above terrain. The precision output is used to drive the PFD RAD ALT display and supplies altitude information to the flight guidance system. Proper system operation is indicated by the absolute altitude being in view on the PFD. The RAD ALT display will be blank for absolute altitudes above 2,500 feet. If a failure occurs, the RAD ALT display on the PFD will show amber dashes. Momentary signal loss within the usable range will cause the RAD ALT display to blank momentarily. The AA-300 may be used in-flight to monitor absolute altitude at any altitude up to the maximum range of 2,500 feet, or the pilot may select an alert altitude with the DH set control and be alerted automatically whenever the aircraft reaches that altitude. The AA-300 may also be used for displaying ground separation and climb conditions during night or instrument takeoffs, as well as indicating ground clearance during approaches. Pressing the RAD ALT line select button on the TEST menu of the display controller for confidence testing causes the RAD ALT display on the PFD to read approximately 100 feet altitude.
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2.
D.
EDZ-884 Electronic Display System (EDS) The EDZ-884 EDS is comprised of the following components: _ . c
q
DU-880 Display Units (PFD, ND, and EICAS) SG-884 Symbol Generators (SG1, SG2, SG3) DC-884 Display Controllers (DC) FC-880 Fault Warning Computers (FWC) DA-884 Data Acquisition Units (DAU) DP-884 Dimmer Panel
The EDS displays pitch and roll attitude, heading, course orientation, flight path commands, weather presentations, mode and source annunciations, air data parameters, engine data, and fault warning information. The primary features the EDS brings to the flight control system are display integration, flexibility, and redundancy. Essential display information from sensor systems, and automatic flight control, navigation, performance, and caution-warning systems is integrated into the pilots prime viewing area. Each symbol generator is capable of driving six DU-880 displays, such that in case of a symbol generator failure, one of the remaining symbol generators drives the PFD and ND displays on both sides and the EICAS displays. In the case of a DU-880 Display Unit failure, the PFD takes priority over the ND. In the case of an EICAS display failure, a compacted EICAS format can be displayed on either EICAS DU-880 Display Unit. The symbol generator (SG) functions as the data processor for the display system. It receives digital and discrete inputs, organizes this information into the correct formats as defined by the display controller, and transmits these formats to the display units. All analog information is input to the EDS through the DAU. The DAU transmits this data to the SG over the ASCB. The symbol generators in the display system are identical and directly interchangeable When the display system is in its normal (no failure) e. configuration, SG1 drives the pilots displays, SG2 drives the copilots displays, and SG3 drives the EICAS displays. The fault warning computer (FWC) is primarily responsible for supplying data to the symbol generators for display of warnings, cautions, and advisories, engine data, and system pages on the EICAS displays. It receives data directly from various aircraft systems and from the ASCB for other aircraft and avionics systems.
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MAINTENANCE
Honeywell !!!!!!%h.
Prioritization and message suppression under specific circumstances will be performed in the FWC to improve the effectiveness of each warning/ advisory to the pilots. The FWC will also function as a continuous engine trend and limit monitoring system with the capability to store selective engine parameters for later readout and analysis by maintenance personnel. The DP-884 Dimmer Panel provides the CRT brightness control for the six DU-880 Display units. 2. E. DFZ-820 Dual Flight Guidance System The DFZ-820 Dual Flight Guidance System is comprised of the following components: .
q
FZ-820 Flight Guidance Computers (FGC) GP-820 Flight Guidance Controller PC-880 Turn Pitch Controller SM-600 Dual Servo Drive and SB-600 Bracket (Aileron and Elevator) TM-260 Dual Trim Servo and TB-261 Bracket Dual-Valve Hydraulic Rudder Actuator (non-Honeywell)
. . .
The DFZ-820 Flight Guidance System provides full fail-operational flight director, autopilot, yaw damper, and trim. Fail-operational capability is provided by redundant flight control functions. Existence of dual attitude/heading and air data sensors is used to full advantage within the DFZ-820 System through sensor voting and redundancy management techniques. The fail-operational characteristic is extended to include sensor failures. One servo of each dual servo (aileron, elevator, and trim) and the rudder actuator is connected to a flight guidance computer. Only one computer will be actively controlling the servos and actuator. The servo or actuator connected to the inactive FGC has a brake applied. Normally, the pilots side will be automatically in control. The copilots side can be manually selected, if desired, or will automatically take control if there is a disengage type failure in the pilots computer. In this way, fail-operational control is achieved. If only one FGC is valid, the system will disconnect if the remaining FGC fails. The single GP-820 Flight Guidance Controller has dual circuitry that provides the same outputs to each FGC and is used to engage the system, select the operating modes, select the PFD in command, arm the autothrottle system, and set the selected heading, course, vertical speed, speed targets, and altitude preselect. The single PC-880 Turn Pitch Controller provides dual pitch wheel and turn knob outputs to the FGC.
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2.
F.
PRIMUS@ 800 Weather Radar System The PRIMUS@ 800 Weather Radar System consists of the following components:
q
WR-800 Weather Radar Receiver Transmitter WC-81O Weather Radar Controller WA-800 Antenna Pedestal FP-900 Flat Plate Radiator
Q c
The PRIMUS@ 800 is an X-Band radar designed for weather detection, ground mapping and avoidance. Weather indications are displayed on the DU-880 Navigation Display (ND). Storm intensity levels are displayed in bright colors contrasted against a deep black background. Areas of heaviest rainfall appear in red, rainfall of medium intensity appears yellow, and areas of weakest rainfall appear in green. After proper evaluation, the pilot can chart his course around these storm areas. The radar can also be used for ground mapping. In the MAP mode, prominent landmarks are displayed which enables the pilot to identify coastline, hilly or mountainous regions, cities, or even large structures. In ground mapping mode, video levels of increasing reflectivity are displayed as black, cyan, yellow, and magenta. G. PRIMUS@ 870 Weather Radar System The PRIMUS@ 870 Weather Radar System consists of the following components: . WU-870 Antenna and RCVR/XMTR Unit . WC-874 Weather Radar Controller
The PRIMUS@ 870 is an X-Band radar designed for weather detection, ground mapping and avoidance. Weather indications are displayed on the DU-880 Navigation Display (ND). Storm intensity levels are displayed in bright colors contrasted against a deep black background. Areas of heaviest rainfall appear in magenta, next heaviest appear in red, rainfall of medium intensity appears yellow, and areas of weakest rainfall appear in green. Turbulence (TRB) mode is used to detect turbulent air in the 10 to 50 NM ranges. Areas of potentially hazardous turbulence are shown in gray white. After proper evaluation, the pilot can chart his course around these storm areas. The radar can alsobe used for ground mapping. In the MAP mode, prominent landmarks are displayed which enable the pilot to identify coastline, hilly or mountainous regions, cities, or even large structures. In ground mapping mode, video levels of increasing reflectivity are displayed as black, cyan, yellow, and magenta. A rain
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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. Another feature of the P-870 is automatic tilt which provides optimum tilt angle for any selected range. 2. H. FMZ-800 Flight Management System The FMZ-800 Flight Management System (FMS) consists of the following components: .
q
CD-81O Control Display Unit NZ-920 Navigation Computers DL-800/900 Data Loader PZ-800 Performance Computers SM-81O Servo (Autothrottle)
. . .
The FMS provides lateral and vertical navigation guidance for display and coupling to the DAFCS. The CD-81O Control Display Unit (CDU) provides the primary means for pilot interface with the system and displays the selected flight plan data. The navigation computer can interface with five long range sensors, three via ARINC 429 buses and two over the ASCB bus. Each navigation computer can also connect to dual Collins Proline 2 or Bendix/King DME receivers and a single VOR receiver. The interface to the IRS, Air Data, EDS, and DAFCS is over the avionics standard communications bus (ASCB). Flight plans are also transferred between navigation computers over the ASCB, while the link to the performance computer and CDU is over an RS-422 private-line interface. To provide high accuracy long range navigation, the navigation computer is designed to connect to IRS, Omega/VLF sensors plus VOR/DME. With links to the on-board navigation sensors, the navigation computer develops an FMS position based on a blend or mix of the sensors. The FMS does not directly display navigation maps on the CDU; however, the FMS is the source of map data for other cockpit displays such as EDS. Display of map data is achieved by the utilization of the internal database and ASCB 1/0. A large portion of the navigation database is subject to updating on a 28-day interval. The DL-800/900 Data Loader is used for this purpose.
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The navigation part of the FMS may be considered an area navigation system or RNAV. Its fundamental purpose is to provide navigation information relative to a selected geographically located point. Navigation management will allow the pilot 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 pilot or DAFCS to steer the aircraft along the 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. In addition to providing a lateral steering signal, the navigation computer also provides vertical navigation (VNAV). The VNAV modes are VNAV altitude (VALT), VNAV altitude preselect (VASL), VNAV flight level change (VFLC), and VNAV vertical path guidance (VPTH). The vertical command is proportional to the calculated distance from the desired vertical path. VNAV allows the pilot to define waypoint altitudes and descent angles to waypoints and command autopilot to fly the desired vertical path. The PZ-800 Performance Computers fundamental purpose is to aid the pilot in determining the optimum airspeed/engine setting for his particular flight conditions. In addition, the performance computer functions as an autothrottle computer to directly control the A/C throttles or as guidance to the pilot to optimize thrust management. The performance portion of the FMZ-800 system has two primary operating modes advisory mode only and full active coupled mode. The advisory mode could be considered a flight director in that it advises the pilot on proper airspeeds and engine settings. It is up to the pilot whether he wishes to fly the advisory information or ignore it. The full active mode causes the autopilot and the engine controls to automatically track the changing airspeed and throttle advisories. The pilot can review other data while the remains coupled to a previous mode. The computed airspeed and engine settings can be displayed on the EICAS display unit or coupled to the SM-81O Servo to control the aircrafts throttles to provide automatic tracking of the changing airspeed and engine settings. In addition to the real time calculations, preflight or flight planning and takeoff calculations are part of the system. What=if modes have been included so the pilot can determine whether a high altitude is more appropriate than his current altitude, even if it has a greater headwind. The joystick is an added feature for entering in a waypoint into the flight plan using a slewable cursor. The new waypoint is defined by latitude-longitude and can be entered directly into the flight plan.
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2.
I.
Engine Pressure Ratio System The engine pressure ratio system is comprised of two engine pressure ratio transmitters. The engine pressure ratio transmitter (EPRT) is a solid-state, microprocessor-controlleddevice. Its primary function is to calculate and output the ratio of engine fan duct pressure divided by engine inlet total pressure. The EPRT receives fan duct pressure from the on-side aircraft engine and total pressure (Pt) and calibrated airspeed (CAS) from the on-side AZ-81O Digital Air Data Computer (DADC) over ARINC 429. Data from the cross-side DADC is used when the on-side is invalid. To compensate for variations in the actual thrust versus EPR of different Rolls Royce Tay engines, a seven-wire trim plug discrete input is provided. This allows the engine test people to select a trim appropriate for each engine. The trim plug input is read by the EPRT during power-up initialization and is used by its software to trim the computed EPR. The computed engine pressure ratio is then transmitted to the DA-884 Data Acquisition Unit (DAU) and to the standby engine instrument signal conditioner via the two redundant low speed ARINC 429 buses. The DAU transmits the EPR data to the SG-884 Symbol Generator over the ASCB. Calibrated airspeed is used for built-in test only and does not affect calculation of EPR.
J.
VLF/Omega System (Optional) The Omega Sensor System (0SS) is comprised of the OZ-800 Receiver Processor Unit and one of the following antennas:
q q q
AT-800 Antenna Coupler Unit, Teardrop H-Field AT-801 Antenna Coupler Unit, Brick H-Field AT-803 Antenna Coupler Unit, Blade E-Field
The antenna coupler units receive the OMEGA/VLF signals and convert them for processing by the OZ-800 Receiver Processor Unit (RPU). The RPU receives the amplified antenna signals and processes them to provide updated position and velocity information to the navigation computer of the FMS. In addition to the antenna signals, the NZ-920 Navigation Computer provides the following input data over an ARINC 429 bus to the RPU: . . Heading and true airspeed Initialization data comprised of LAT/LON, GMT, and the date.
The RPU provides the following output data over an ARINC 429 bus to the navigation computer.
q
. .
q q
.
q q q
Latitude Longitude N-S Velocity E-W Velocity OMEGA/VLF Station Quality Estimated Position Error Status Information Stations Used Failure Detection Messages
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For a better understanding of 0SS operation, a description of the OMEGA/VLF network operation and antenna background information is given in the following paragraphs: 2. J. (1) Omega Navigation Stations The Omega navigation stations provide a worldwide radio aid to navigation by transmitting very low frequency radio waves from eight stations scattered around the world. Refer to Table 1.2 for letter and number designation and location of each of the eight stations. A ~ilot with an Omega receiver can take advantage of the stable properties, long-~;nge, and synchronized format of the Omega radio waves as a navigaton aid. Each station transmits four basic frequencies 10.2, I3.6, 11 1/3 and 11.05 kHz as well as a unique frequency assigned to each station. (This unique frequency can be tracked by the 0SS with the tunable 13.6 kHz VLF receiver channel). To prevent signal nterference among stations, the transmission format allows only one station to transmit a particular frequency at a time. (2) VLF Communication Stations The U.S. Navy operates a worldwide VLF radio communication network. Although not specifically intended as radio-navigation aids, the VLF signals transmitted by these stations are used by the 0SS to supplement the Omega station signals. Each VLF station transmits at a different frequency. Table 1.3 lists the locations, frequencies, and transmission strengths of these stations and a similar one in Great Britain (the term VLF is usually understood to exclude Omega, although the Omega signals are strictly speaking within the VLF band).
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Letter A B c D E F G H
Location 1 2 3 4 5 6 7 8 Aldra, Norway Monrovia, Liberia Haiku, Hawaii, U.S.A. La Moure, North Dakota, U.S.A. La Reunion Golfo Nuevo, Argentina Australia Tsushima, Japan
Latitude 6625N 0618N 2124N 4622N 20058S 4303s 38029S 3437N
Lonqitude 1308E 104OW 15750W 9820W 5517E 6511W 14656E 12927E
Omega Stations Table 1.1
& 1 2 3 4 5 6 7 8
Location Maine Japan Washington Hawaii Maryland Australia Puerto Rico Great Britain
Latitude 4439N 3458N 4812N 2126N 3859N 21049S 1823N 5522N
Lonqitude 6717W 13701E 12155W 15809W 7627W 1141OE 6711W 111W
Fre~uency 24.0 kHz 17.4 kHz 24.8 kHz 23.4 kHz 21.4 kHz 22.3 kHz 28.5 kHz 16.0 kHz
Power 1026 kW 48 kW 124 kW 588 kW 588 kW 989 kW 100 kW 40 kW
VLF Stations Table 1.2
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2.
J.
(3) Antenna Background Information (a) There are two basic types of receiving antennas: E-field (electric field) and H-field (magnetic field). Examples of E-field antennas include long wire, probe and blade; these antennas respond to the electric-field component of a radio signal. Such antennas, at OMEGA frequencies, can provide omnidirectional coverage and exhibit good sensitivity. Unfortunately, E-field antennas are also inherently sensitive to the high electric-fields associated with precipitation-static (P-static). An aircraft flying through clouds containing ice crystals or other precipitation particles can become highly charged as the result of triboelectric (frictional) charging. (Triboelectric charging occurs whenever two dissimilar materials are placed in contact and then separated.) The ice crystals generally acquire a positive charge, leaving the aircraft with a negative charge. Corona discharge from some portion of the aircraft then occurs whenever the dc field exceeds a threshold value; each corona discharge pulse results in static. (b) Loop antennas, if properly shielded and balanced, are sensitive only to the magnetic field component (H-field) of an electromagnetic signal. Loop antennas are therefore less susceptible to the electrostatic fields associated with P-static phenomena. Loop antennas have a directivity pattern, with nulls occurring along the loop axis. To avoid this null, a second loop is used at right angles to the first. This configuration is the familiar crossed-loop antenna. Some selection system (switching network) must then be used so the appropriate loop may (for each OMEGA station at different bearing angles) be sequentially employed throughout the OMEGA transmission sequence. Loop antennas are susceptible to magnetic field components produced by the aircrafts electrical equipment. Strong current impulses produced by engine driven generators, switch closures, relay contacts, transformer saturation effects, etc., can generate magnetic fields with frequency components extending into the OMEGA band. These fields are usually fairly localized. NOTE: (c) Some airframe manufacturers dont recommend the installation of H-field antennas.
Finding the best location for installation of theACU is of paramount importance. The best location for an ACU will vary between aircraft types and has a high probability of varying between differing configurations of any individual aircraft type. The most acceptable means of determining the best location for the ACU is to skin map the aircraft. Skin mapping is selected frequency spectrum survey of practical antenna locations on an aircraft. By skin mapping, the installer determines, over the Omega band, the best location on an aircraft for the installation of ferrite loop ACU.
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Honeywell I
2. K.
MAINTENANCE MANUAL
GULFSTREAM IV
LSZ-850 Lightning Sensor System (Optional) The LSZ-850 Lightning Sensor System consists of the following components: .
q
LP-850 Lightning Sensor Processor AT-850/855 Antenna LU-860 Lightning Sensor Controller
The lightning sensor system detects lightning activity in the region around the aircraft within 100 NM and determines the range and bearing of each lightning discharge. A symbol plan display is generated with special symbols as shown in Figure 2.1 and these symbols are displayed in conjunction with weather radar displays on the ND.
The LU-860 Li~htnina Sensor Controller contains the switch used for the selection of ~he modes of operation.
k hk B
WHITE WHITE WHITE MAGENTA RATE 1 RATE 2 RATE 3 ALERT
AD-13983+5
Lightning Symbols Figure 2.1 L. TCZ-91O Traffic Alert and Collision Avoidance Svstem (Ot)tional) The TCZ-91O Traffic Alert and Collision Avo dance System (TCAS) conssts of the following components:
q q
RT-91O TCAS Computer AT-91O TCAS Antenna
TCAS II is an onboard advisory system designed to act as a backup to the air traffic control [ATC) radar and the see and avoid Procedures. By computing the colsur~ ra~e and altitude of all transponder-equipped aircraft in the surrounding airspace, TCAS II can anticipate a potential midair collision much before this has a chance to materialize.
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TCAS II continually plot local air traffic on the associated display, and in the event of a conflicting flightpath, guides the pilot toward the correct avoidance maneuver. If the intruding aircraft is also equipped with TCAS, the two systems can communicate their mutual intentions through the Mode S transponders. The coordinated advisories that result allow the two pilots to execute complimentary avoidance maneuvers. 2. M. MLZ-850 Microwave Landing System (Optiona) The MLZ-850 Microwave Landing System (MLS, consists of the following components:
q
ML-850 MLS Receiver CM-850 MLS Control/Display Unit
The MLS operates on one of 200 channels between 5031.0 and 5090.7 MHz. The signal format is time multiplexed, that is, each function (azimuth, elevation, basic data, auxiliary data, and back azimuth) is transmitted sequentially on a single carrier frequency. Each function is identified by a digitally encoded preamble. The preamble is followed by TO and FRO scanning beam signals or more digital data depending on the function. The ML-850 MLS receiver provides guidance to the azimuth/back azimuth and elevation (glidepath) flight path angles selected on the control unit or automatically transmitted from the ground station. Guidance is output from the receiver in the form digital deviation signals N. Global Positioning System (Optional) The Global Positioning System consists of the following components: . Global Positioning System Sensor Unit (GPSSU) The GPSSU is a two-channel, single-frequency global positioning system (GPS) receiver capable of receiving the L1 (1575.42 MHz) frequency transmissions from NAVSTAR satellites. The GPSSU performs the following functions: . Tracks the L1 coarse acquisition (C/A) code transmitted by the NAVSTAR global positioning system (GPS) satellites. c
q
Locks on to the satellite signal. Computes the pseudo range from the C/A code. Pseudo range consists of the actual range between the satellite and receiver modified by receiver clock errors.
c Computes the pseudo range rate from the satellite (Doppler). Pseudo range rate consists of the actual range rate modified by receiver clock errors.
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. . . c
Decodes the satellite data. Computes aircraft position; this is referred to hereafter as the navigation solution. on Outputs the aircraft position and satellite information the ARINC 429 output bus. Outputs the aircraft position and satellite nformation on the ARINC 429 output bus.
The GPSSU interfaces with the fo-lowing devices

q
Global positioning inertial reference units Inertial navigation units (INUS). Digital air data computers (DADCS). Flight management systems (FMSS).
GPIRUS).
3.
Avionics Standard Communications Bus (ASCB) Descri~tion The ASCB is a communication bus system that allows transmission of data in all directions between subsystems in an aircraft. An example bus system, shown in Figure 3, consists of two pairs of interconnecting wires which form redundant communication paths between subsystems. These two paths are called Bus A and Bus B. Three bus controllers are used to manage all data transfer activity. With dual interconnections and triplex bus controllers, bus availability from the essential to highly essential level is achieved. The bus controllers reside in each SG-884 Symbol Generator. Only one bus controller is active at any time. The others act as backup controllers and assume control of the bus when required due to failure of the active controller. Data transfer between users on the bus is controlled by the active bus controller. Each user is requested by the active bus controller using the request address of the user to transmit or talk his predefine data message onto the bus in sequence. During this time, any other users on the bus may accept the data message as desired but cannot transmit or talk. Each user has a defined address or label (user address) and a message, with all transmitted parameters in a defined order. There are no labels on individual data parameters as in ARINC 429; thereby, bus overhead is significantly reduced. The only labels in the bus system are the user addresses, similar to the ARINC 429 equipment identifier. The request addresses of the users and the user addresses are listed in Table 2. The Gulfstream IV uses version B ASCB also known as clockless ASCB.
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Page 19 Apr 15/93
MAINTENANCE
Honeywell !!4K2!!th.
BUS A A
SG 1
BUS B
Bus CONTROLLER (ACTIVE)
\ / \
t===
k=+
SG 2 BUS CONTROLLER (BACKUP)
AFCS 1
10Hz
t==!
IRS1 40Hz
40Hz
Fwc 1 20Hz
4
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20Hz
DADC 1 10Hz
t
10Hz
F
Example System LJsig the ASCB n Figure 3
Use or disclosure of information on this page IS subject to the restrictions
SG 3 BUS CONTROLLER (BACKUP)
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USER IRS 1 IRS 2 DADC 1 DADC 2 SG 1 SG 2 SG 3 NZ 1 (BASIC) NZ 1 (BACKGROUND) NZ 2 (BASIC) NZ 2 (BACKGROUND) PZ 1 (BASIC) AT 1 PZ 1 (BACKGROUND) PZ 2 (BASIC) AT 2 PZ 2 (BACKGROUND) FWC 1 FWC 2 DC 1 DC 2 FGC 1 FGC 2 DAU 1A DAU lB DAU 2A DAU 2B
REQUEST ADDRESS 82 83 :! 88 8B 8C 90 92 94 96 98 99 9A 9C 9D 9E A3 A7 AB AF BO B1 FO i; F3 ASCB Unit Addresses Table 2
USER ADDRESS 02 03 06 07 08 OB Oc 10 12 14 16 18 19 1A lC lD ;: 27 2B 2F 30 31 70 ;; 73
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Honeywell Y&i!#h.
The standard bus works on a message basis. Every user transmits his defined message on the bus as requested by the controller. Based on the address, all other users can selectively choose to receive the message or ignore it. The receiving users must know the order of the data parameters within the message, just as ARINC 429 users must know the labels of the data they desire to receive. Each data parameter is called a word sequence position (WSP). The word sequence positions start at WSPO, then WSP1, then WSP2, etc. Each word sequence position contains 16 bits. Figure 4 illustrates an example of a typical user subsystem. It shows a user address defined for the DADC. The defined messaqe content is shown in the box to the right. Other data in front and in ba~k of the actual data is control and error checking information required in all user messages.
BUS CONTROLLER TRANSMISSION {
REQUEST ADDRESS86 DADCNO.1 FLAG RESPONSE ADDRESS06 r, PRESSUREALTITUDE BAROALTITUDE ALTITUDE RATE INDICATEDAIRSPEED TRUEAIRSPEED MACH TOTALAIRTEMPERATURE STATICAIRTEMPERATURE DYNAMIC PRESSURE 1 ~ CHECKSUM CRCERRORCHECK FLAG
DADC TRANSMISSION
AD-15024-R2
Illustration of a Typical User Subsystem Figure 4
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Honeywell #&!$~.cE
Bus controllers operate in active or standby status. The active bus controller (BC) will detect its own bus control processing faults and remove itself as controller fail-passively. A bus controller will bring both buses to full activity within 150 ms after power is applied and 700 ms for power interrupts of greater than 12 ms and less than 200 ms (warm start). If BC No. 2 sees no activity on both buses after 150 ms from when power is applied, it becomes the active controller. If BC No. 3 sees no activity after 300 ms, it becomes the active controller. Both Bus A and Bus B are used in the standard bus system. All bus controller requests are transmitted simultaneously on both buses. The user subsystems, (LRUS), however, respond with their data on only one bus. User subsystems listen on both buses but transmit on only one. Left side subsystems transmit on Bus A, right side subsystems transmit on Bus B. Forty times a second the active bus controller sends out requests on both buses for a group of users to transmit data messages. This is called a bus frame, one bus frame every 25 milliseconds. Some subsystems need not transmit at 40 times per second; therefore, the complement of subsystems requested to transmit during a bus frame varies. Some users are asked to transmit every frame, some every other, some every fourth, etc. This allows update rates of 40, 20, 10, and 5 times per second or slower. Figure 3 illustrates the operation of the standard bus. System requirements have dictated that a 40-Hz update rate is required for an IRS system, 20 Hz for the fault warning computer (FWC), and 10 Hz for the FGC and DADC. The bus controller software is configured to request each subsystem to transmit data at the proper rate. The IRS must transmit every frame, FWC every other frame, and the FGC and DADC every fourth frame. Eight frames are defined, with different groups of subsystems transmitting in each. Table 3 shows the complement of subsystems requested to transmit in each of eight sequential frames. After frame seven is complete, the sequence repeats, starting again with frame zero. ASCB applications use eight unique frames which repeat, providing update rates of 40, 20, 10, and 5 transmissions per second.
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MAINTENANCE
Honeywell W$!#h.
Bus
BOTH BOTH BUS A BUS B BUS A BUS B BUS A BUS B BUS A BUS B BUS A BUS B BUS A BUS B BUS A BUS B BUS A BUS B BUS A BUS B BUS A BUS B FRAME O START CONTROL FTIU FRAME 1 START CONTROL SG 3 FRAME 2 START CONTROL NZl~ NZ2~ FGC 1 FGC 2 OAOC 1 OAOC 2 IRS 1 IRS 1 FRAME 3 START CONTROL FRAME 4 START CONTROL PZ l(A) PZ 2(A) & FRAME 5 START CONTROL SG 3 FRAME 6 START CONTROL NZl~ NZ2 ~ FRAME 7 START CONTROL
Pz l(P)~
Pz 2(P)~
FGC1
FGC 2
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2
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SG 2
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OAOC 2
SG 1
SG 2
IRS 2
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IRS 2
IRS 1 IRS 2
OAU l(A)
IRS 1 IRS 2
IRS 1 IRS 2
OAU l(A)
IRS 1 IRS 2
IRS 1 IRS 2
OAU l(A)
IRS 1 IRS 2
OAU l(B) DAU 2(A) DAU 2(B) DC 1 DC 2 FUC 1 FWC 2 WC 1 Oc 1 DAU 2(A)
OAU l(B) OAU 2(A) OAU 2(B) Oc 1 DC 2 Fwc 1 FWC 2
OAU l(B) OAU 2(A) DAU 2(B) Oc 1 Oc 2 FWC 1 FWC 2
OAU l(B)
DAU 2(B)
Oc 2
FWC 2
NZl~
NZ2~ Pz l(P)~ Pz 2(P)~
NZl~
NZ2~
NZl~
NZ2~
NZl~
NZ2~
Pz l(P)~
Pz 2(P)~
Pz l(P)~
Pz 2(P)~
Pz l(P)~ Pz 2(P)~
& ~ &
Oenotes a.tothrottle Denotes background
data. data and navigation data.
performance
Oenotes basic perfcmnsnce
data and navigation data.
ASCB Frame Structure Al1owing 40, 20, 10 and 5 Hz Update Rates Table 3
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MAINTENANCE
Honeywell &LJLJ!!%M.
The bus controller executes a bus frame every 25 milliseconds, 40 times a second. Two short messages from the bus controller begin each frame, a frame-start message and a control/test message. The frame-start message is simply a wake-up call announcing to all users that a new frame is starting. The control/test message is reserved for functions such as identifying the frame number (O through 7 in this example) and controlling maintenance test activity. Following the control/test message, the bus controller requests all users to transmit for that particular frame. Figure 5 illustrates a typical bus activity during a frame. Following the start and control/test, a request for IRS 1 is transmitted on both buses. IRS 1 responds with its data on Bus A. IRS 2 request is transmitted on both buses. IRS 2 responds with data on Bus B. This process continues as in Figure 5 until all subsystems have transmitted their messages. Both buses then go inactive until the beginning of the next bus frame. The bus controller repetitively transmits user subsystem requests at the proper times, independent of whether the subsystems actually respond with their data messages. User subsystems need not all be in existence on the bus. Requests may be transmitted for subsystems which are optional and not installed in a particular application. The bus controller database defines the length of each user message so that the bus controller may request transmission at the proper times, independent of responses. The ASCB interconnects for the SPZ-8000 DAFCS with EDS are shown in Figure 6. Physical characteristics of the ASCB are listed below: . . There are two independent ASCBS denoted An and B, each consisting of one wire pair. The ASCB transmission lines shall be Ra.vchem2524E0114 with a thermorad jacket. Each ASCB transmission line pair shall have a characteristic impedance of 125 ohms t 5 ohms. The characteristic capacitance shall be 12 i 2 picofarads/foot. Each ASCB transmission line pair shall be terminated at its two ends with noninductive 127-ohm resistors t 1%, 1/4 watt, metal film. The cable length between the last stub and the termination resistor shall be 24 inches. The ASCB transmission lines shall have a maximum length between terminators of 150 feet. Stub lengths at each user pickoff shall not exceed 36 inches. Stub connections to the main bus shall be accomplished with bus couplers as shown in Volume II, Section 6, InterconnectsTable 501, Figure 3-7.
. c
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Page 25 Aug 15/91
MAINTENANCE
Honeywell $!!!%+.
. The shield connections at each stub shall be accomplished with the bus coupler.
. All bus couplers shall be electrically bonded to the aircraft structure. c The ASCB transmission lines shall be connected in a daisy chain fashion between user subsystems. The cable length between users shall not be less than 2 feet.
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26
Aug 15/91
BUS A ACTIVITY
BUS B ACTIVITY I TIME I FRAME START
1
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FRAME START
CONTROUTEST J
CONTROUTEST
REQUESTFW lWU MSG.
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I REQUEST DADC NO. 1 I

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I REQUEST IRSNO. 2
---
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IREQUEST DAU NO. 1 (A)I DAU NO. 1 (A) MSG

I REQUEST DAU NO. 2 (A) I
--
REQUEST DAU NO. 1 (A) - INACTIVE- - REQUEST DAU NO. 2 (A) -- INACTIVE- - REQUEST DC NO. 1 I
DAU NO. 2 (A) MSG

I REQUEST DC NO. 1 I
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--
DC NO. 1 MSG
- INACTIVE- - -
CONTINUED TO END OF FRAME
CONTINUED
TO END OF FRAME
AD-1 5025-R1
Example of Bus Activity (Frame O) Figure 5
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A B
AD-l&344
SECTION 2 COMPONENT DESCRIPTION 1. General This section provides an illustration, leading particulars, a brief descri~tion, and a block diaqram or schematic of each component used in the System-. The information is ~nly for the specific standard components 1 isteal in Section 1, Table 1. The components are separated into the following subsystems: Subsvstem LASEREF@ II Inertial Reference System (IRS) ADZ-81O Air Data System AA-300 Radio Altimeter System Reserved Subsystem Not Applicable to G-IV Aircraft EDZ-884 Electronic Display System DFZ-820 Dual Flight Guidance System PRIMUS@ 800 Weather Radar System PRIMUS@ 870 Weather Radar System FMZ-800 Flight Management System (FMS) Engine Pressure Ratio (EPR) System Optional VLF/Omega System Optional LSZ-850 Lightning Sensor System Optional TCZ-91O Traffic Alert and Collision Avoidance System (TCAS) Optional MLZ-850 Microwave Landing System (MLS) Optional Global Positioning System (GPS) Paraqrat)h 2 3 4 5 6 7 8 8.1 9 10 11 12 13 14 15
NOTE - Refer to the contents section in the front of this manual for a listing of each component contained in each subsystem.
Page 101 Apr 15/93

2.
LASEREFII Inertial Reference Svstem [IRS) The Gulfstream IV factory-installed inertial reference system includes the following: . . . . Two One One One inertial reference units (IRUS) attitude and heading reference unit (AHRU) triple-channel mode select unit (MSU) inertial system display unit (IDSU)
At the completion center, the customer has the option to replace the AHRU with a third IRU, and the ISDU with a LASERTRAK. The IRS provides positions, rates, and accelerations in all three body axis (pitch, roll, and yaw), ground track and speed, and wind speed and direction to the rest of the SPZ-8000 system. A. Inertial Reference Unit (See Figures 2-1 and 2-2, and Tables 2-1 through 2-4). The inertial reference unit (IRU) is the main electronic assembly of the IRS. The IRU contains an inertial sensor assembly, microprocessors, power supplies, and aircraft electronic interfaces. Accelerometers and laser gyros in the inertial sensor assembly measure accelerations and angular rates of the aircraft.
FAULT BALL INDICATOR \
(USEDTOfilTIATE~ TEST MODE)
~ 1
, /
AD-1
S478
Inertial Reference Unit Figure 2-1
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Dimensions (maximum): Length ...................................... 12.76 in. (324.1 mm) Width ....................................... 12.70 in. (322.6 mm) Height ....................................... 7.62 in. (193.5 mm) Weight (maximum) .................................. Power Requirements: IRU on AC ................................ 115 V, 400 Hz, 135 W Max DC required when operating on AC ............... 28Vdc, 1.1 WMax IRUonDC ...................................... 28 V dc, 116W Max 45.0 lb (21.1 kg)
Mating Connector ............................. Cannon BKAD2-313-30001 Mounting ................................... Mounting Rack, Honeywell Part No. 10088502-1OX Inertial Reference Unit Leading Particulars Table 2-1 The IRU microprocessors perform computations required for:
q
. . . .
Primary attitude Present position Inertial velocity vectors Magnetic and true north reference Sensor systematic error compensation
The power supplies receive ac and dc power from the aircraft and backup battery, supply power to the IRS, and provide switching to primary ac, primary dc, or backup battery power. The aircraft electronic interfaces convert ARINC and ASCB inputs for use by the IRS. The electronic interfaces also provide IRS outputs in ARINC and ASCB formats for use by the associated aircraft equipment. A fault ball indicator and a manual INTERFACE TEST switch are mounted on the front of the IRU and are visible when the IRU is mounted in an avionics rack. In a triple-IRS installation, IRU 3 provides IRS comparison monitoring for the flight guidance system and also provides the FMS with a third long range sensor. The input and output information provided by the IRU is listed in Table 2-2.
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Honeywell !%!!fb.
Pin JIA-C1l(H) JIA-C12(L) JIA-C14(H) JIA-C15(L) Name Primary ASCB Clock Primary ASCB Data Remarks The IRU transmits and receives with this port. Pins JIA-H1 and H2 are used when the current limiting (short circuit protection) resistors are placed externally, as in the G-IV where they are placed in the bus coupler. Refer to Table 2-3 for 38words/transmit data transmitted.
JIA-H1(H) Primary ASCB JIA-H2(L) Data without line resistance (external bus couplers) JIA-E13 ASCB Data Field Select
The IRU is capable of transmitting either 23 words/transmission or 38 words/transmission based upon this discrete. Ground this pin (short to JIA-A1) for the 38-word transmission. G-IV uses the 38-word transmission. This discrete instructs the IRU whether the installation uses a clock bus or not. Ground this pin (short to JIA-Al) for clockless. G-IV does not use clock bus . The IRU receives with this port. Pins JIA-K1 and K2 are used when the current limiting resistors are placed externally. The LRUS received by the primary and secondary ports are: bus controllers 1, 2, and 3, FGCS 1 and 2, and IRUS 1 and 2. NOTE: The FGCS and the IRUS are only received by IRU No. 3.
JIA-E14
ASCB 2/4 Wire Select
JIA-F1l(H) Secondary ASCB JIA-F12(L) Clock JIA-F14(H) Secondary ASCB JIA-F15(L) Data JIA-K1(H) Secondary ASCB JIA-K2(L) Data without line resistance (external bus couplers)
Inertial Reference Unit Input/Output Information . Table 2-2
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Honeywell
Pin Name \
MAINTENANCE MANUAL GULFSTREAM IV
Remarks
JIB-G7(H) ARINC 429 JIB-G8(L) Output No. 1 JIB-E5(H) ARINC 429 JIB-E6(L) Output No. 2 JIB-K12(H) ARINC 429 JIB-K13(L) Output No. 3 JIB-F14(H) ARINC 429 JIB-F15(L) Output No. 4 JIB-G14(H) ARINC 429 JIB-G15(L) Output No. 5 JIB-H14(H) ARINC 429 JIB-H15(L) Output !Jo. 6
Refer to Table 2-4 for the data that is transmitted on these identical buses. Bit rate = 100 kbits/sec.
> The IRU reads the following data from these three ports: label 041- set latitude label 042- set longitude label 043- set heading Labels 041 and 042 are read for Nav initialization. Label 043 is read to set heading in attitude mode. The following data is read from these two ports: label 203- pressure altitude label 204- bare-corrected altitude label 210- true airspeed label 212- altitude rate Gnd (short to JIB-A1) = ARINC 429 Open =ARINC 575 (419) Fl: F2: ~ Alicm ~ grid. gnd open open gnd open ~ open gnd
JIB-A8(H) FMS No. 1 ARINC 429 JIB-A9(L) Initialization Input JIB-C5(H) FMS tie. 2 ARINC 429 JIB-C6(L) Initialization Input JIB-A13(H) ISDUARINC 429 JIB-A14(L) Initialization Input JIB-K5(H) JIB-K6(L) ADCNO. 1 ARINC 429/575 Input
J1B-J1O(H) ADCNO. 2 ARINC JIB-J1l(L) 429/575 Input 1 JIB-J6 JIB-F1 JIB-F2 ARINC 575/429 ADC select Mode Discrete No. 1 Mode Discrete No. 2}
Inertial Reference Unit Input/Output Information Table2-2 (cent)
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of Wormation
Honeywell #$(!!ib.cE
Pin J1B-A1O JIB-A2 JIB-A3 JIB-J9 JIB-A7 JIA-J9 JIA-A7 JIB-F3 JIB-E3 JIB-D2 JIB-D3 JIB-E1 JIB-A15 JIB-J15 JIA-E6 JIA-E7 SDI No. 2 SDI SDI
No. fro.
Name Remote Test IRU Orient 1 IRU Orient 2 I
Remarks Gnd = IRU output self-test Open = normal operation Handles Aft A2: open A3: open Handles Handles Forward Left gnd open open gnd IRU 2 gnd open open open IRU 3 gnd gnd gnd gnd Handles Riqht gnd gnd
3 4
B-J9 B-A7 A-J9 A-A7
IRU 1 open gnd open open
Align Annunciator Nav Ready Annunciator Warn Fault Annunciator Attitude Annunciator No Air Annunciator Batt Fail Annunciator On Batt Annunciator Miscompare No. 1 Miscompare No. 2 }
Output logic: Valid condition- Gnd Invalid condition- open Load capacity: 250 mA
These outputs are only active on IRU No. 3 or the AHRS. The third unit compares itself with IRUS No. 1 and 2 via ASCB. Aground on JIA-E6 = miscompare between IRUS 1 and 3. A ground on JIA-E7 = miscompare between IRUS 2 and 3. The following are the eight parameters which are compared: pitch and roll angles; pitch, roll and yaw rates; and longitudinal, lateral and normal accelerations. The threshold levels for these paramete s are: Rates a 0.3 + R1 + An les 23deg., R2 /64 deg/sec Accel. z [0.1 + AA1 + AA !1 1/6 Ig Open = invalid 28 V dc = valid (0.25 A max) Inhibits the battery charger during the power-up battery test. Open = charger not inhibited charger inhibit (0.25 A max) 28Vdc=
JIB-G1 JIA-G9
IRU Valid Charger Inhibit
Inertial Reference Unit Input/Output Information Table 2-2 (cent)
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HSP BIT --- -----01
BIT FUNCTION
NOTE FORMAT
SCALE
RSB APPROXRESOL/LSB POS SENSE
FTIU SIWAR
I ;;[;-;[;~----------------l ----l y;~;-------------------l --------------------l--l-----------------l ----------------1----1 --------1
. . . .I ... . . . .. . . .II .. ... . . . . . .. .I .. . .. . .. . .. .. .. ... . ---- . .. .. . . .. .. . --------------------l---l---------------- -------l-----------------l----l I SENSORCONTROL PACKEDLOGIC ,1

1 15 1 14 1 13-11 1 I 1 1 TEST VAL10 SENSORTYPE LOGIC LOGIC 000 q 001 = 010 = 011 100 s 1 = TEST 1 q VALID IRS ANRS OMEGA LORAN GPS 101 - 111 q SPARE O-7 HEX 02 H - LEFT 03 H - RIGNT 04 II - CENTER 6470 FASIRSTL 64C0 FASIRSVL
COUNTER i IO-B SENSORAUORESS 1 7-0 ----... ~opLEMENT . . .. .. .. .. . . . .. ... . .i . .. .l------------------------l . .. .. . .. ..1 . . .. . .. .. l;;-l;:;;;;;--------l;;;-~;--------. . . I;;;; l;i;;i;;;l IT0,5 . . . .. +/- 1*O 2 15-0 SIN PITCtl ANGLE
--------------------- W ----------------...II ...... ......................... II ---- ------------------------l-----------------m--------l 116 10,00305 I. 4/- 90 OEG RANGE 6474 RIRCOSTL TNOS COMPLEMENT +/- 1.0 3 15-0 COS PITCH ANGLE 64C4 ---.-.-..-.---..---..--0... II ...... .........................1----1 l;;-1;-~;~;&--------l I------------------------------------l---l--------1 +1-1.0 . TuOS COMPLEMENT RIGIIT MING 00WN 6476 RIRSINPL 4 15-0 SIN ROLL ANGLE
. . . II. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l----l~;~~;[;;;;---------l;;"";:;------------l;;-lo 5 15-0 COS ROLL ANGLE
. -.. . ... .. . . . ..- ...*----- l:-i;i;;[--------------l .. . .. . .. . . i--II ;---;;~;~li;------l i;-l;;;~;;;-;;;~;--l ;;;i-----------l;Al;iiiGKl .

..-
----------------00M305
64C6 I . . . . . . . . . . . . . . . . . 1----1 --------1 +/- OEG RANGE 6478 RIRCOSPL 90
6 15-1 60
II..-. -. 7 15-0 II. . . . . .
TRUE HEAOING FLAG i;;;;i;~;[;;~;;~--------
LOGIC 1 = VALIO l----l;i~l;-------------------l
;-;;;;;;-:-;;;;-;;--l;;-l;-;-;~---------
lj;-------------.-l:l:~.[
d.
-..
r+
N N
. . 647E RIRTHETL FLAG BO --- I .- Q--- l-"-----------------------l----l::i;i;i~::::-----.--..i l-----------------l::::l:~:::::: I ;;--i;;-;;;--------l;;-; ;;;;;;;-;;;;;--. 915-1 ROLL ANGLE . . RIGHT UING DOWN 64B0 RIRPN1OL FLAG 90 -.. II. . . . . . ----"--------------------l----l:::i;;;;~~~:f-----"----l--------------------l ---l-------------...-[ .-.-.--.--...--.-l!:::[ :!!!!:!:l 10 15-1 MAGNETICNEAO1 NG 0-360 DEG 15 0.0109/0.00549 EAST 6482 RIRPSIML 100 FLAG LOGIC 1 = VALIO ..- II-----. ........................ l----l~;;;~[~~;~~l~---------l ;;--;;;;-~;;fi;----l;;-li-;i-i---------liiiii---------.--l::lR:-l . 11 15-1 INERTIAL VERTICAL SPEED q O FLAG 110 LOGIC 1 = VALID
815-1
PITCHANGLE
...................- -------------------11510 ~549,0 00275 li;ii-i;----------l:%-------l -------"-----"-----"-----l----lfi~;;-;;fi[;~~-------"l+,goOEG
. II. . .. .. .. . .. .. .. 11 .. ... .. . .. .. . .. 1 .. . ... . . . . ... .. . . ..-* . . .. . . . .. . ;;--;;-;;;;~;------l;;.

12 15-4
12 3-1 120 BOOYPITCH RATE SPARE FLAG TUO*S CONPLEHENT . LOGIC 1 = FLAG
l;-;;;;;;;-;;;;;--l . .
;;;-;;----------
l:::y~:!:::$ 6486 RiRqOL
13 15-4 BOOYROLL RATE 133-1 SPARE FLAG 130 -.. II. . . . . . -------------------------
.. II. . ------------------------ . . .. . l----li~;;;;;;[;~~i I --------;;--;;-;~;;;;;------l---l----------------. 12 0.01221/0.00076 LOGIC 1 s FLAG -------------------------
l-----------------l:~::l~~::::::l RIGIIT MING 00MN 648B RIRPOL
l----l
l--------------------l--[-----------------l ----------------1:!:!1:!:!::!:1
RSB APPROXRESOL/LSB POS SENSE FTIUSIMVAR SCALE NOTEFORHAT HSPBIT BITFUNCTION ----------------------.................I ...I ......l---------"-------"-------l----lf~~;-~~~~---------l+,- i -----------------l;;;~ l~i;~;~-25~EG,~Ec I 0,01221/0.00076 IIGNT 12 I TURN 14 15-4 BOO:YY~U ATE R 64DA 143-1 FASYBROL LOGIC1 s FLAG FLAG 140 --------------------. . . . .I --- .. ----------------------------------i;;~-II .. . . .. .. .. ----------------l;;~l; l~;;;-;;;;~;~;--------l+, 2*0 G,~ I II 12 0,000976/0.000061 FORHARO 15 15-4 LONGITUDINAL ACCEL SPARE 15 3-1 -. ....ii b..- II..--.. 16 15-4 163-1 160 FLAG ---... ---.. -.*----------LATERALACCEL SPAUE FLAG IIe--LOGIC 1 = VALID ------------------------TUOS COMPLEMENT I -------------------+/- 2.0 GS --- ----------------112 10~0976,00000611 . q ----------------R1GI,T 640C FASNXL ..-. -.-.--.1648EIR,RNYL I
3 (D
2
A
(D
i% i?
2 ?) (D
0
m *
w
4.
l-t
N N
I
640EFASNYL LOGIC 1 q VALIO ------------------------------------------------- ~244,0 ----------------...II ...... ------------------------11210 ~0152l;--------------l&-&&;-l I I ~ lTo,~ COHPLEMT +/-5.0Gs . . . 17 15-4 NORNAL ACCEL SPARE 173-1 64E0FASNZL LOGIC1 q VALID FLAG 170 .. II .. -------.. . -0-----------------------------------------------------------------. . . I .. .. . . . . II ----------------- . .. ... l;&lfi~~&--l I II +/- 1029 KNOTS 15 0.06248/0.03124 ORUARD F TUOSCOMPLEMENT 18 15-1 GROUND SPEEO 64E2FkNZL LOGIC1 = VALIO FLAG 180 -..---------------------------------------------------------.-----------------------------------------------------1 115100,09,000549 IEA5T l;;~l;i~fil II II q 0-360 DEG . SEMICIRLE :; ~5-1 TR~fA~RACK ANGLE LOGIC1 = VALID 64E4FASTTOL --------------------------------------------------------..------.........................I ---1,2 IOC04394,0*002746 Iup II I 1--------1 lfi;;;=~~~--------l+,goOEG 6496RIRGAMAL 2015-4 FLIGNT PATNANGLE SPARE 203-1 FLAG LOGIC1 q VALID 200 ..-.-----...............*--------II l-;:l~;-;~;~;~~------I;;--;;;;;---------l;-l;:&;;;&i;; IK--------------I; I 81::. 21 15-3 VEW&L ACCEL 212-1 FLAG LOGIC1 = VALID 210 64E8FASHDDL ---...... ........................- .... --------------------------------------------li;-l;-~;;;;~;;l;;~~;---------l~i;~l~i~;;;;;l II I II +/-4.0GS 22 15-3 ALONGTRACK ACCEL TWS COMPLEMENT . . 222-1 SPARE 220 FLAG LOGtC1 s VALID ..-.-.. .. . . . .. .. . .. 11 -.------- .. .. . . .I ---. .. . . . . ;;:-~;;;;;---------li;-l;~;~;;;;;l;iizii-------..-l~ ::: . . II .- . .. .. . . .. . ..l I 23 15-3 CROSSTRACK ACCEL TUOSCOMPLEMENT . . 232-1 SPARE FLAG230LOGIC1 = VALID 64ECFASTRKYL ...11 ...... .........................II -------------------------------------------------- .................1 I 1,2 looo156,0*mo976----------------l;i;;l;i;~;;;[l +/-32 DEG/SEC 24 15-4 TRM&NGLE RATE TUO COMPLEMENT S CLOCKt41SE 24 3-1
..--------------------------------II II ------------------------I ;;--;:;-;;;---------l ;;1;-;;;;$-;;;;; Iiii;;r--..----l:::l:: I
24 0
FLAG
LOGIC 1 = VALID
25 15-3 FLIGHT PATNACCEL TNOSCOMPLEMENT . . 252-1 SPARE FLAG 250 64F0FASNAFPL ..------.........................II --------------------------------------------------------------------------------------.--..-* II 1 II Ill I
FTIUS114VAR SCALE RSB APPROX RESOL/LSBOSSENSE P NOTEFORNAT 911 FUNCTION NSPBIT -..-----I l"--"--------------"------l----lfi~~~-~~~~~~~--------[i;~i~~-~~-~~-----l~i-l~~~~i~i-~~~-----l~~~~-"---------l~~~~l~~~~~~j ;: ;5i3 PPOSLATITUDE SW) (I
PAD PPOS LAT1TUDE FLAG 260..- -----. . . . . . . . . . . . . . . . --------II 27 15-11 PPOSLONGITUDElsb) ( II---LOGIC ZEROS LOGIC 1 = VALID ------------------------611F2 RIRLATDL I ;:;~;~-p--l;i-l;;;i;i-;;;-----
;; ~0-9 PAD
2? 7 27 6-O --- I -----PPOS LONG TUOE VALID I PPOS LAT1TUDE SIGN PPOS LATI lLN)E (msb) l~~~~-~~~~~fi~-~i~~----[ ----l
TWO COMPLEMENT S LOGICZEROS

LOGIC 1 q VALID 1 . SOIJTII O = NORTH
l;~------l;;l-l;;l-------I
64F4
FASLONVL RIRLONDL
2815 64F6 28 14-0 PPOSLONG ITUOE(msw) --- -----;-y;;i~i;;-------------l '---l~~~~~-~&~i~~~{i---------~~;I-i~~~-~~~~------l i~i~~~;~Tfi~---l~~~ ~~l~~~~l----------l~~~~l ~i~~~il II 29 16-1 LOGIC1 q VALID 64fBFASEDOTL FLAG 290 ----------------..-. --------------- -.--- -.--. ----. .-. --.---0 lfi~~-~&~;~fl-------l~~i;&-;~(-----1i;-t~;~;~-~~----"--1~o~T}l ---164MIR,RWOTLI I II .0 :];5-1 N-:L~~LDCiTV LOGIC1 = VALID 64FAFASNOOTL -------------------- ..-* ------- ---..-.----.--- -------------------------------------------------------------------------------II II I I 164ACI I II 31 15-0 SPARE 64FC -------------------................--------------------------------------------------------------------------------1 I I I 1--;; 1--------1 II II 32 15-0 SPARE 64FE -----------------------------------------------.................l;&l--------l --------------------------------II II I-------------------II I oISCRETESIRS) 33 mig sT TUS(LsB) 1 3315 6500IIRM ISL 33 14 LOGIC1 = FAULT FASAOIFL 3313 ADCOR IRUFAULT LOGIC1 = EXCESSIVE NOTION 33 12 EXCESS[VE MOTION FASXNOTL LOGIC1 = NO INITIALIZATION NO IRSINIT1ALIZATIOH 33 11 FASNIRSL LoGIC1 s FAULT 33 10 ALIGNFAULT FASALIFL BATFAILON BAT LOGIC1 s FAIL FASDCFOL 339 LoGIC1 = IRUFAULT 338 IRUFAULT FASIRUFL MC FA~LT 33 1 LOGIC1 q ADC INVALID FASAOCFL ON BAT 336 LOGIC1 = ON BAT FASONBAL BATFAIL 335 LOGICI = BATFAIL FASOCFAL ATTITUDE INVALID 334 LOGIC1 = ATTITUDE OT VALIO N FASATTL I 333 SETHEADING LOGIC1 = SETHEADING HASBEENINPUT FASSNEOL 332 NAVNODE LOGIC1 q NAV FASNAVL ATTITUDEoDE M LOGIC1 q ATTITUDE 331 FASATTML 330 ALIGNMOOE/NOT EADY R LoGIC1 = ALIGN FASALIL --- ..--.. .-----..........-. --------------------------------+....................II *.-................-................. -----------II II 1 I Ill
-------------------------------------------l-----------------l-----------------l;;&l------I --* . ~EST 0. EAST 1
USPBIT BIT FUNCTION NOTEFOIMAT SCALE RSB APPROXRESOIJLSO POS SENSE FTIUSIWAR ...II -------------------------------------------------...................I .................I;;;;i--------l ;i;~;~;-ii~;;---------l----l I II 34 SPARE 34 15-7 6502 346 HIGIIATTITUDE L ALIGN LOGIC1 = ALIGN FASHLAOL HIGHLATI lUOEOPERATION LOGIC1 q OPEIIATION i45 FASHLML LOGIC1 = IRSCOOLING 344 IllsOWING C FASICOLL ON DC LOGIC1= ONOC 343 FASONOCL q NAvROY ~OG~ME# NAVRDY 342 FASNAVRI. ALIGNSTATUS (BIT1 s MSB) 34 1-0 o-7MIN 3 1 HIM IIRALISL --- ..-.. -------------------------------------------------------------------------It II I I l-----------------l-----------------l;;;;l-----* 35 MAINTENANCE TEST SPARE 35 15 6504 SPARE 36 14 A/DOR HIM FAuLT LOGIC1 s FAULT 3513 FASADWL CPU FAULT LOGIC1 = FAULT 35 12 FASCPUFL DISCRETE l/OFAULT LOGIC1 = FAULT 35 11 FASDIOFL HOTFAULT LOGIC1 = FfiULT 35 10 FASUINFL SYSTEN TESTS LOGIC1 = FAULT 35 9 FASYTSTL TEHPSENSOR FAULT LOGIC1 q FAULT 35 8 FASTSFAI. GYROFREQAND BIASFAULT LOGIC1 q FAULT 35 7 FASGFUFL GrKOFAULT 35 6 LOGIC1 s FAULT FASGWFL ACCELRESIDUAL AULT F LOGIC1 = FAULT 35 5 FASACRFL SPARE 35 4 MEIIN)RY FAULT LOGIC1 q FAULT 35 3 FASMEWL LOGIC1 s FAULT SENSOR LSICFAULT 35 2 FASSLSFL SPARE 35 1 PONERSUPPLY FAULT LUG[C1 q FAULT 35.0 FASPSUFL .-.-----.........................II ----......................... --------------------------------------II 1 II I -----------------1;;;;1--------1 36 CHECKSUN SUHOF UORDS 6506 ..- ...... ------------------------ICRC ..--0------------- -------I -----.----.-. ..--0---II I l---l-----------------l ---------------1 ;;;;1--------1 3? ERRORCIIECK 6508 .-. -----------------------------------*. -. - ----.-----------* -------------------... -------------------II 11 I II ----------------I 111 -------3tl IXILCLAIi F 7E HEx
..- -.------------------------..-. ----------------------II II ------------------------I l---l-----------------l ----------------I---l-------I
NOTES : k +1.0G HHILESTATIC 0.0G UHILESTATIC
MAINTENANCE
Honeywell !ilN!#h.
DATA WORD
OCTAL LABEL 007 010 011 012 013 014 015 016 044 265 270 310 311 312 313 314 316 316 317 320 321 322 323 324 325 326 327 330 331 332
FORMAT BCD 6CD Bco 8CD BCD BCD 2 : 4 4
SIGNIF BIT
DIGITAL RANGE o to 9.9 90S to BON 1BOE to 180W o to 4095 0 to 359.9 0-359.9 0 to 255 0 to 359 0 to 359.9 * 256 * 0.5 *lo o to 4085 *1.O * 1.0 0 to 255 *1.O *1.O * 1.0 *0.5 t 0.5 k4 * 0.5 * 1.0 * 128 f 126 k 128 *4 *4 *4 *1.O *32 * 126 & 126 0- 9.9 0-2097151 * 32766 k 131072 24 *4 *4 ~ 32768 * 4096 * 4096
RESOLUTION 0.1 0.1 0.1 1.0 0.1 0.1 1.0 1.0 0.1 2A.4E-4 9.54E-7 9.54E-7 0.0039 9.54E-7 9.54E-7 2.44E-4 B.54E-7 9.54s-7 9.54E-7 9.54E-7 9.54E-7 1.22 E-4 9.54E-7 9.54 E-7 0.0039 0.0039 0.0039 1.22E-4 1.22E-4 1.22E-4 9.54E-7 3.05E-5 0.0039 0.0039 0.1 ; .0 0.125 1.22E-4 1,22E-4 1.22E-4 0.03125 0.0039 0.0039 1.22E-4
Ms8 WEIGHT
UNITS Min DegfMin Llagfbfin Kta w w Kts Dag Dag FtfSac Pirads Pirads Kts Pirads Pirads Kts Pireds Pireds Pirsds Pirads Pksds Gs Pirads Pirads Dag/s Deg/S Deg/S Gs Gs Gs Pirsds DegJs Oagls %fIs Mln Count Ftfhlin Ft Gs Gs Gs Ft/Min Kts Kts Gs
POSITIVE SENSE
Alwavs North East
DOS
TRANSFER RATE (SPS)
Time To NAV POS Latitude

POS Longitude
Ground Speed

128
TK Angle True
Atwaya pos DW from N :W from N Always pos CW from N CW from N up
2 2 2 2 2 2 50
MAG HDG Whd Speed Whd Angle True HDG Imagrated Vart Accel
IRS Discretes POS Latimde POS Longituda Ground Speed TK Angle True True HDG Wind Speed Wind Direction T TK Angle (MAG~ Magnatic !4flG Drift Angle F~@htPath Angle Flight Path Accel Pitch Angla Roll Angle Body Body Body Body Body Pitch Rate Roll Rate Yaw Rate Long Accel Lateral Accel
BCD BCD 6CD BNR DIS BNR BNR 8NR BNR BNR BNR BNR BNR BNR BNR BNR BNR BNR BNR BNR BNR BNR BNR BNR BNR 6NR BNR BNR BNR DIS BCD
BNR BNR BNR BNR 8NR BNR BNR BNR BNR 6NR 01s
4 3 3 4 20
North East Alwaya pos CW From N CW from N Always pos CW from N CW from N CW from N Rr up Forward up RrWtng On up Rt wing dn Nose Rt Forward Rs up CW from N Cw up R! wing dn 50 50 50 50 50 25 10 E 25
G 20 20 20 20 20 20 20 20
:5 0.5 2048 0.5 0.5 12B 0.5 0.5 0.5 0.5 0.5 2 0.5 0.5 64 64 64 2 2 2 0.5 :: 64 1048576 16384 65536 2 2 2 16364 2048 2048 4
;; 1; 20 15 ;: 15 15
8ody Nwrnal Accel Platform HOG TK Angle Rate Pitch AIT Rate Roll ATT Rate IRS Maint Diec$ete Time To NAV Cycla Counter Potential Vart Spae& Inertial Altitude Afong Tk Hrz Accel Cross TK HRZ Accel Vert Accel Inertial Ven Speed N-S Velocity E-W Velo~ Body Normal Accal Equipment ID
& 335 336 337 350 351 354 360 361 362 363 364 365 366 367 370 371
;: 20 15 15 2 21 ;: 15 15 15 20 20 20 15
10
50 50 50
Always poa Always pos up up Fonvard Rt w up North East up 50 50 50 25 10
10
5 2
&B
Not provided as AHRU ouIpuIs. The AHRU aignais are output wiIh the SSMS set to failure warning (FW),
Inertial Reference Unit ARINC 429 Output Data Table 2-4
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on the title page of this document
Page 111/112 Aug 15/91
Use or disclosure
of mformatlon
on this page IS sub@
to the restrictions
JIAI
11A
Ii CLOCK
F11
{
ASCB SECONDARY (RECEIVE ONLY) DATA { DATA WITHOUT LINE RESISTANCE 1{
F12
H F14
b
B?
L F15 H L K1 K2
ID II
:11
H CLOCK
:12 ;14
L H
} ASCB PRIMARY (TRANSMIT AND RECEIVE)
ASCB DATA FIELD SELECT ASCB 2/4 WIRE SELECT
II %
1 :15 HI H2 1 H
DATA
DATA WITHOUT
L } %%TANCE
H NO. L }
H FMS NO. 1
{
ARINC 423 INITIALIZATION 12.5 KHz FMS NO. 2 {
L H
L H
113
lDlD
H NO. L H NO. L H NO, } HIGH SPEED ARINC 429 100KHz }
ISDU ,{ L H AOC NO. 1 ARINC 575/429 12.5 KHz AOC NO. 2 { L Ill { L H K5 110 L H } 414 K4 L H }
NO.
DIGITAL PROCESSING
NO. L}
E6 I MISCOMPARE NO. 1 ARINC 575/426 ADC SELECT MODE DISCRETE NO. MODE DISCR=E
1
JL-
NO. 2
REMOTE TEST IRu ORIENT ~ IRU ORIENT 2 SDI SDI 2 A7
J 1
E7 IIB F3 E3 El
MIBCOMPARE NO. 2
ALIGN ANN
NAV READY ANN
D2 ] WARN FAULT ANN
NO AIR ANN
415 E?AIT FAIL ANN )15 ] ON BAT7 ANN
sD141A7~
J 7
G1 IIA G9
IRS VALID
CHARGER INHIBIT
.
H 115 V AC 4WHZ
J
Al
IIB Al 1 Ilc L
PROGRAM PIN GND
PROGRAM PIN GND
28 V DC ESSENTIAL 28 V DC BACKUP 24 V DC BAITERY DC GROUND VARIABLE ANNUNCIATOR POWER IN CHASSIS GROUND cl 1
7
:6 :9
28 V DC ISDU POWER ANNUNCIATOR POWER
-P
I
J
AD-30734#
Honeywell !!!!!kfr.c
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Page 115 Aug 15/91
or disclosure
Of information
to the restrictions
Honeywell !!!!!!!ib.cE
2. B. Mode Select Unit (See Figures 2-3 and 2-4, and Tables 2-5 and 2-6.)
AD-16472
Mode Select Unit Figure 2-3
Dimensions (maximum): Length ........................................ 3.02 in. (76.7 mm) Width ........................................ 5.75 in. (146.0 mm) Height ....................................... 3.375 in. (85.7 mm) Weight (maximum) .................................... 1.5 lb (0.7 kg)
Power Requirements ..................... 5 V ac and 5 V dc, 2.5WMax 28 V dc, 8.3 W Max each channel Mating Connectors: J1 ................................................. MS3126F18-32S J2 ................................................ MS3126F18-32SW J3 ................................................ MS3126F18-32SY Mounting ......................................... Unit Dzus Fastener
Mode Select Unit Leading Particulars Table 2-5
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Page 116 Aug 15/91
of information
to the restrictions
MAINTENANCE
Honeywell W!!#kk.
The mode select unit (MSU) provides IRU mode selection and status indication for three IRUS, and includes a TEST switch for the IRU. The following paragraphs describe the MSU operation. 2. B. (1) Selection of Basic Modes and Submodes Modes are selected by setting the MSU mode select switch as follows: Q OFF-TO-ALIGN - The IRU enters the power-on/built-in test equipment (BITE) submode. When BITE is complete after approximately 13 seconds, the IRU enters the alignment mode. The IRU remains in the alignment mode until the mode select switch is set to OFF, NAV, or ATT. The NAV RDY annunciator lights upon completion of alignment. OFF-TO-NAV - The IRU enters the power-on/BITE submode, the alignment mode, and upon completion of alignment, the navigate mode. ALIGN-TO-NAV - The IRU enters the navigate mode from the alignment mode upon completion of alignment. NAV-TO-ALIGN - The IRU enters the align downmode from the navigate mode. NAV-TO-ALIGN-TO-NAV - The IRU enters align downmode from the navigate mode and, after 30 seconds, automatically reenters the navigate mode upon completion of downmode alignment. ALIGN-TO-ATT or NAV-TO-ATT - The IRU enters the erect attitude submode for 20 seconds, during which the MSU ALIGN annunciator lights. The IRU then enters the attitude mode. ATT-TO-ALIGN or ATT-TO-NAV - Once the mode select switch has been set to ATT, the IRU remains in the attitude mode even if the mode select switch is reset to ALIGN or NAV. The mode select switch must be set to OFF for at least 3 seconds before the alignment or navigate mode can be reestablished. ATT-, NAV-, or ALIGN-TO-OFF - After a 3-second delay, the IRU enters the power-off submode for approximately 7 seconds. At the end of 10 seconds, the IRU is off. ATT-, NAV-, or ALIGN-TO-OFF-TO-ALIGN, -NAV, or -ATT - If the mode select switch is reset to ALIGN, NAV, or ATT after being in the OFF position for 3 seconds but before the 10-second power-down procedure has been completed, the IRU completes the power-down procedures and then reinitiates power-on procedures.
22-14-00
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Use or dmclosure Of information on this page is subject to the restrictions on the title page of this document.
MAINTENANCE
Honeywell !!it%h.
2. B. (2) Annunciators The following annunciators indicate IRS status:
q
ALIGN indicates that the IRU is in the alignment mode. A flashing ALIGN annunciator indicates incorrect latitude/longitude entry, excessive aircraft movement during alignment, or mismatch between entered and computed latitude. ON BATT indicates that backup battery power is being used. BATT FAIL indicates that backup battery power is inadequate to sustain IRS operation during backup battery operation (less than 21 volts). FAULT indicates an IRS fault.
.
q
(3) Test Mode . The test mode is selected by pressing the MSU TEST switch or IRU INTERFACE TEST switch. The test mode can be selected in either the alignment mode or the navigate mode without affecting basic IRS functions. The test mode is inhibited in the attitude mode, and in the navigate mode when the aircraft ground speed exceeds 20 knots. When either switch is pressed, the IRU outputs a preprogrammed set of fixed digital signals to aircraft instruments. The signals are output in three eight-second phases as shown in Table 2-6. During the first phase, the IRU exercises all flags and annunciators. During the second and third phases, the IRU outputs fixed signals for displays on cockpit instruments. At the completion of 24 seconds, all outputs return to their original state. If either switch is held on, the signals output during the third phase continue to be output until the switch is released.
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MAINTENANCE
Honeywell !!W%L.
ANNUNCIATOR/ FIRST
SIGNAL ANNUNCIATORS:
PHASE
SECOND PHASE
THIRD
PHASE
ALIGN
FAULT ON BATT BATT FAIL NO AIR NAV RDY
On On On On On On
0s 0s 0s 0s 0s 0s
0s 0s 0s 0s 0s 0s
Fault Ball ISDU DISPLAY Track Groundspeed Latitude Longitude Wind direction Wind speed True heading Time-to-NAV OS = Original State
0s
0s
0s
90 200 kn N22 30.0 E22 30.0 30 100 kn 30 0s
90 200 kn N22 30.0 E22 30.0 30 100 kn 30 0s
90 200 kn N22 30.0 E22 30.0 30 100 kn 30 0s
Test Mode Outputs Table 2-6
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on the title page of this document,
MAINTENANCE
Honeywell F!s!+%..
11,
u
1
LOGIC GROUNDSYS 1 MODE SEL 1 SYS 1
MODE SELECT SWITCH SYSTEM 1
rfl
5
OFF
-l
) I
NOTES:
e
q
ALN NAV
11
I
I o o
o I
I
f MODE SEL 2 SYS 1
ATT
OFF ALN NAV 3
I
I I
I ~:
Iv.
I
M +28 VDC SYS 1 1 N A a BLOWER CONT REL SYS 1
ATT
OFF 2 ALN 1 NAV
I I I I I
I
1 A A A
2
3
250 mA MAX.
PIN ARRANGEMENTS ANO FUNCTIONS ARE IDENTICAL FOR CONNECTORS J 1, J2. ANO J3. WIRES FROM CONNECTOR J 1 PINS S, T, W, AND V ARE TIED TOGETHER INTERNAUY WITH RESPECTIVE WIRES FROM CONNECTORS J2 AND J3.
,* I*
L T u
r
I
PANEL LIGHTPLATE

+@ 1
A4J1 15 -4 14 13 12 11
__
~%ws ALIGN SYS 1
I I JI
I
ALIGN ANNUNCIATOR ON BAIT ANNUNCIATOR BATT FAIL ANNUNCIATOR
ON BATT SYS 1
T u ( )
BATT FAIL SYS 1 u
4 I )
,
R @l
FAULT ANNUNCIATOR
1
P FAULT SYS 1 14 T h L ANN TEST SYS 1 ANNUN HI PNL LTG 5 VAC PNL LTG RTN A 3
u
u
{)
4)
)
(F
I
! 1
10
9 1 7
Q!4
TEST SWITCH
I
I
6
5 4 B 16
s
T
w v
TEST SW 1 TEST SW 2
A
3
I
I
A4J2 8 16
H
95.a352mc6
2KIX1444
LIGHT PANEL
I
l..
I I I I I I I I I I I I I I
26(X0436 SW 8
Mode
Select
Unit
Schematic Diagram Figure 2-4
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of mlormahon
on Ih!s page
IS
subject to the restrictions
R&luy~ANCE
Honeywell .U.s,.w.
This page intentionally left blank.
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2.
c.
Inertial System Display Unit (ISDU) (See Figures 2-5, 2-6, and 2-7, and Tables 2-7 through 2-11).
DISPLAY *
Honeywell
@l
LASEREF d e
KEYBOARD DG/STS DISPLAY SELECT SWITCH
DIMMER KNOB @@ I
SYSTEM DISPLAY SWITCH
CUE
LIGHTS
AD- I 6474
Inertial System Display Unit Figure 2-5 Dimensions: Length ....................................... 6.58 in. (16.71 cm) Width ......................................... 5.75 in. (14.6 cm) Height ........................................ 4.5 in. (11.43 cm) Weight ............................................. Power Requirements .......................... Mating Connectors: J1 ............................................. M83723/75R-1831-N ............................................. M83723/75R-1831-7 :; ............................................. M83723/75R-1831-6 Mounting ......................................... Unit Dzus Fastener Inertial System Display Unit Leading Particulars Table 2-7 5.0
lb
(2.27 kg)
5Vacordc, 4.5 WMax 28 V dc, 10 W Max
22-14-00
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Use or disclosure
of information
MAINTENANCE
Honeywell MN!K!b
The ISDU selects data from any one of three IRUS for display and provides initial position or heading data to the IRUS.
Operator inputs to the ISDU provide position data to the IRU and select navigational data for display. The ISDU contains:
q
.
q q q
Keyboard Display System display (SYS DSPL) switch Display select (DSPL SEL) switch Dimmer knob
2.
c.
(1) Keyboard (a) The keyboard is used to enter 1atitude and longitude in the alignment mode or magnetic heading in the attitude mode. The ISDU then sends the entered data simultaneously to all IRU in
multiple-channel (b) The installations.
Five of the 12 keys are dual keyboard contains 12 keys. function: N/2, W/4, H/5, E/6, and S/8. A dual-function key is used to select either the type of data (latitude, longitude, or heading) or numerical data to be entered. Single-function keys are used to select only numerical data.
(c) The clear [CLR] and enter [ENT] keys contain green cue 1ights which, when lit, indicate that operator action is required. [CLR] is used to remove data erroneously entered. [ENTJ is used to send data to the IRU. (2) Display
The 13-digit alphanumeric split display shows two types of The display is separated into one navigation data at the same time. group of six digits (positions 1 through 6) and one group of seven digits (positions 7 through 13). Punctuation marks (located in positions 3, 5, 6, 10, 12, and 13) light when necessary to indicate
degrees, decimal points, and minutes. (3) System Display (SYS DSPL) Switch (See Figure 2-6.)
The SYS DSPL switch is used to select the from which the displayed data originates. OFF, the ISDU cannot send or receive data
IRU (position 1, 2, or3) If the switch is set to from any IRU.
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Page 125
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SYS DSPL Switch Figure 2-6 2. C. (4) Display Selector (DSPL SEL) Switch The DSPL SEL switch the ISDU:
has five positions to select data displayed on
(a) TEST selects a display test that lights all display elements and keyboard cue lights to allow inspection for possible The DSPL SEL switch is spring loaded and must be malfunctions. held in this position. (b) TK/GS selects track angle in degrees on the left display and groundspeed in knots on the right. (c) PPOS selects
right. Both latitude latitude on the left display and longitude on the and longitude are displayed in degrees,
minutes, and tenths of minutes. (d) WIND selects wind direction in degrees on the left display and wind speed in knots on the right.
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Page 126
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on thispage is subjacf to the restr-ictlons the titleage of thisdocument. on p
2.
c.
(4)
(e)
status for display, HDG/STS selects heading or alignment ur)onthe current IRU mode. Headinq is dis~la.yedin de~endinq degrees ~ndtenths of degrees, and time-to-aiignment completion is displayed in minutes and tenths of minutes. In the alignment mode, the ISDU displays alignment status (time to NAV ready) in the right display. In the navigate mode, the ISDU displays true heading in the left display. In the attitude mode, the ISDU displays magnetic heading in the left display and ATT in the right display.
(5) Dimmer Knob

The dimmer knob is mounted on, and operates independently of, the DSPL SEL switch. As the dimmer knob is rotated clockwise, the
display brightens. As the dimmer knob is rotated counterclockwise, the display dims. (6) Data Outputs (a) The ISDU simultaneously transmits ARINC 429 low-speed (12.5 KBPS) initialization data on three separately buffered digital bus output ports to ARINC 429 port no. 3 on each IRU. (b) The data is BCD-transmitted upon manual command in a burst mode of 2 to 4 transmissions within 2 seconds. (c) Refer to table 2-8 for a list of the ARINC 429 data transmitted from the ISDU to the IRU. (d) Set heading data is accepted by the IRU only when in the attitude mode. (7) Data Inputs (a) The ISDU receives navigation data from the IRU on the ARINC 429 high-speed digital data bus. (b) Table 2-9 defines the ISDU input data and their characteristics. (c) All input data words, except the IRS Discrete are in BCD format.
(d) Table 2-10 defines the use and bit functions
in
Word,
1abel
270,
of the
IRS
discrete word (octal label 270) found
table 2-9.
(e) Table 2-11 defines the use and bit functions of the Time-To-NAV Ready discrete word (octal label 351) found in table 2-9.
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SIGNIFSIGNAL Set Latitude OCTAL LABEL 041 FORMAT BCO I CANT CHAR 5 OIGITAL RANGE 90 S-90N RESOLUTION 0.1 MIN MSB WEIGHT -UNITS DEG POSITIVE SENSE NORTH
MIN UPOATE RATE (SPS) 2
MIN
Set Long itude 042 BCD 6 180E-180W 0.1 MIN -OEG MIN OEG EAST 2
Set Magnet ic Head i ng
043
8CD
0-359.9
0.1
DEG
--
CW FROM N
Inertial System Display Unit ARINC 429 Digital Output Data Table 2-8
SIGNAL Present Posit ion Latitude* Present Posit ion Longitude

True Heading
OCTAL LABEL 010
FORMAT BCD
SIGNIFICANT CHAR 5
OIGITAL RANGE 90 S-90N
RESOLUTION
MSB WEIGHT
UNITS
POSITIVE SENSE NORTH
MIN UPDATE RATE (SPS) 2
0.1
0.1
-.-
OEG
MIN OEG MIN DEG DEG KTS DEG
011
044
BCD
180E-180W
EAST
Bco
BCD BCD 8C0
4 4 4 4
0-359.9 0-359.9 0-2000 0-359.9
0.1 0.1 1.0 0.1
-----
CW FROM N CW FROM N ALWAYS POS CW FROM N
2 2 2 2
Magnet ic
Heading
014 012 013
Ground Speed* Track Angle True* W indspeed* Wind Oirection True* IRS Discretes Time to NAV ROY
015 016
BCD BCD
3 3
0-256 0-359
1.0 1.0 -0.1
---
KTS DEG -MIN
ALWAYS POS CW FROM N -ALWAYS POS
2 2
270** 351** *
Dis BCD
-2
-0-9.9
---
2 2
*Not provided by AHRU. **Refer to table 2-10. q **Refer to table 2-11.
Inertial System Display Unit ARINC 429 Digital Input Data Table 2-9
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BIT(S) o-7 8 9 10
11
FUNCTION Label bits Source destination identifier (SDI) #2 SDI #1

Align
O STATE .Open
Open
1 STATE -Gnd
Gnd
mode mode
Not align mode Not attitude mode Not NAV

mode
Align mode
Attitude
Attitude
mode
12 13 14 15 16 17 18 19 20
21 22
NAV mode Set heading Attitude invalid (IRU FAULT annunciator on) BATT fail ON BATT Air data input invalid IRU fault
Alignment No (BITE)
NAV mode Set heading Attitude not valid BATT fail ON BATT Air data invalid IRU fault BATT fail
Alignment Not fault
Not set heading Attitude valid Not BATT fail Not ON BATT Air data valid
Not IRU fault
BATT fail (ON BATT)

fault
Not BATT fail

hb~l~lignment Initialized
initialization
initialized
Excessive motion (Align mode) Air data computer (ADC) or IRU fault Not used Time to NAV RDY: Minutes 10-6 6-5 5-4 4-3 ;-:
NAV
No40i~~cessive t4g41$DC IRU or
Excessive motion ADC or IRU fault
23 24 25-27
BITS 25X27 111 p; 001 110 ;;: 000 -------
1:0 RDY
28 29-30 31
q
Not used SSM Parity, odd
ARINC 429 IRU Discrete Word (Octal Label 270) Table 2-10
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Page 128.1 Apr 15/93
BIT(S) o-7 8-13 14-17 18-21 22-31

ARINC 429
FUNCTION Labels bits
REMARKS
I Not used Time to NAV Time to NAV I Not used

Time to
I
I
binary
--Least significant digit (LSD) in coded decimal (BCD) --
Most significant digit (MSD) in BCD
NAV Ready Discrete Word (Octal Label 351) Table 2-11
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Page 128.2
15/93
rl
J1 1 2 3 4 7
1 A
H 4 L 4 } +28 i V DC POWER 5 V AC PANEL LIGHTING
I I I I
I
RETURN
CLR-ENT CHASSIS
DIMMING
A2
ISDU
GROUND A
HI LO :} ARINC 429 LO-SPEED
11 4
+ a-%
I * 4 +,=. [ 3 I 8 [ #
DATA DISPLAYTEST (RESERVED)

ISDU BUS (OUTPUT) ,SDU BUS (OljTpUT) ISDU (INPUT) ,SDU (lNpUT) HI LO
I I I L1 A
A2 A3
24
25 26
ARINC 429 HI-SPEED }
27 4 L
PIN ARRANGEMENT IS IDENTICAL CONNECTORS J2 AND J3. GROUND FOR DIM AND OPEN
ON
FOR BRIGHT. AND OPEN AD-31303#
GROUND FOR ILLUMINATION FOR OFF.
ISD1.1 Wiring Diagram Figure 2-7
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Page 128.3 Apr 15/93
2.
D.
Optional LASERTRAKW Navigation Display Unit (NDU) [See Figures 2-8, 2-9, and Tables 2-12 through 2-16).
FROMTOWPT DISPLAY ON/OFFSWITCH I DATA DISPLAY DATA ENTRY KEYBOARD /
DATA SELECT KEYBOARD / SYSTEM SELECT KEYBOARD
FAULT ANNUNCIATOR
871211-1
SPECIALFUNCTION KEYBOARD
Navigation
Display
Unit
Figure 2-8 Dimensions: Length ........................................ 6.0 in. (15.24 cm) Width ......................................... 5.75 in. (14.6 cm) Height . .. ..... ... .. ... ... .. .. ...... .. .. .. ... .. 4.5in. (11.43 cm) Weight ............................................. 3.81b(I.72 Power Requirements ............................
Mating Connectors:
kg)
5Vacordc, 3WMax 28 V dc, 10 WMax
. . . . . . .. . .. . . . . . . . . .. . . . . . .. . . . .. M83723/75R-1831-N :; ::::::::::::... .............................. M83723/75R-1831-7 J3 ............................................. M83723/75R-1831-6 Mounting .. ........ .. .. ... ... .. .. .. .... .. .. .. ... .. Unit Dzus Fastener
Navigation Display Unit Leading Particulars Table 2-12

Use or disclosure of informationon this page is subject to the restrictions on the title
22-14-00
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2.
D.
The LASERTRAK Navigation Display Unit (NDU) is a combined navigation computer and display unit that can be used to initialize as many as three global positioning inertial reference units (GPIRUS) and to display navigation data based on a nine-waypoint flight plan and selected global positioning inertial reference system (GPIRS) inputs. The NDU provides .
q q q
the following
functions:
. .
The
q q q q
Entry of position and heading for up to three inertial sensors. Entry of position for as many as nine waypoints. Selection of FROM TO leg. Display of selected ARINC 429 data from each inertial sensor. Position initialization. Self-test of front panel operation. NDU contains: Data entry keyboard Special function keyboard SYSTEM SELECT keyboard Data select keyboard Displays Fault annunciator ON/OFF switch
data entry, keyboards. special function, SYSTEM
. . .
(1) Keyboards - The NDU contains

SELECT, and data select
a.
Data Entry Keyboard

~ The data entry keyboard consists of 12-keys that are used to enter, display, modify, or transmit initialization, leg change, and flight plan data.
The [ENT] key is used to accept entered data that is being The [CLR] key is used to displayed on the data display. remove the entered data and clear the display. Both keys contain green cue lights that indicate when operator action is required. The back key [0 BCK] is used to select the number and position of the previous waypoint for display when the WPT cue light is lit.
b.
Special Function Keyboard - The special function keyboard consists of [M T], [BRT DIM], and [TST] keys.
~
M T - The magnetic/true north key contains two green cue lights that indicate north reference. When the M cue light is lit, the NDU displays angular data referenced to magnetic north. When the T cue light is lit, the NDU displays angular
data referenced to true
north.
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Page 128.5 Apr 15/93
D.
(1) b.
BRT DIM - The bright/dim key is used to control the lightning of the two DNU displays. When this key is first pressed andheld, level the display is reached. intensity increases until When this key is pressed the brightest and held a second
time, the display intensity decreases until the dimmest level is reached. ~ c. TST - The test key is used to start a test of all NDU annunciators, cue lights, and displays.
SYSTEM SELECT Keyboard ~ The SYSTEM SELECT keyboard consists of the [1], [2], and [3] keys that are used to select data for display from inertial reference unit (IRU) 1, IRU 2, or IRU 3. Each key contains a green cue light that lights when the data from that IRU has been selected for computation and display. Since the NDU displays data from one IRU at a time, only one cue light is at a time. Unless otherwise indicated, IRU 3 refers to the IRU or attitude/heading reference unit (AHRU) in the number 3 IRU position. ~ Some inertial reference systems (IRS) installations with the LASERTRAK NDU may include only one or two IRU. If a SYSTEM SELECT key is pressed and no IRU is present, the NDU displays
dashes.
d.
Data ~
Select
Keyboard
The data select keyboard consists of eight keys that are used to select data for display. Each key contains a cue light that when lit indicates what type of data has been selected for display. When the [WPT], [LEG CHG], [POS], or [HDG STS] key is pressed, the operator can enter new data or modify the data that the NDU is displaying. If data is selected for
display from NDU displays an attitude-heading reference unit (AHRU), the
only heading and status. Data select keys are described below.
WPT - The waypoint key is used to build and display a flight plan consisting of one to nine waypoints. When this key is repeatedly pressed, the NDU displays the successive flight plan waypoints by number and position. LEG CHG - The leg change key is used to define or modify the current flight plan leg by displaying the FROM and TO waypoint numbers. The current leg must be defined before navigation data can be defined and displayed.
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2.
D.
(1) d.
~ ~
crosstrack
XTK DTK - This key is used to select and display the position in nautical miles and the desired track. DIS TIM - The distance/time key is used to select and display the distance and time to the TO waypoint based upon present position and current ground speed.
Q ~ Q ~
TK GS - This key is used to select and display the current track and groundspeed. Pos - The position key is used to initialize and display the present position of the aircraft. WD WS - This key is used to select and display the current wind direction and windspeed. HDG STS - The heading/status key is used to display the current aircraft heading. When the IRU is in the align mode,
the NDU displays alignment status (time remaining until nav
mode entry). When the IRU is in the nav mode, the NDU displays heading in the left display, and when the IRU is in the attitude mode, the NDU displays magnetic heading in the left display and ATT in the right.
(2) :::;]:;s . a. Data Display - The NDU data display consists of two displays: six-position display and a seven-position display, each having degree, decimal, and minute indicators. FROM TO WPT Display TO waypoint numbers - These three elements display the FROM and of the current leg and the number of the a - The NDU contains a data display and a FROM TO WPT
b.
waypoint defined by the position being displayed. (3) Fault Annunciator - The NDU FAULT annunciator
built-in-test (4) ON/OFF Switch equipment (BITE) detects lights when internal failures.
NDU
The ON switch is used to power on and power off the
NDU .
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Page 128.7 Apr 15/93
Honeywell
2. D. (5) Data outputs
GULFSTREAM IV
MAINTENANCE MANUAL
transmits ARINC 429 low-speed (12.5 (a) The NDU simultaneously KPBS) data on three separately buffered digital bus output ports.
(b) Refer to table 2-13 for a list of the ARINC 429 data transmitted from the NDU. (c) The NDU does not output set latitude, magnetic heading signals (table 2-13) instead, the NDU outputs these signals four transmissions at a 5/s rate when the pilot. set longitude, and set at a repetitive rate;
as a burst of two to
the data is entered by
(d) Table 2-14 defines the use and bit functions of the status word discrete (octal label 275) found in table 2-13. (6) Data Inputs (a) The NDU receives data from IRU 1, IRU 2, and IRU 3 through ports 1, 2, and 3 (connectors Jl, J2, and J3), respectively. (b) Table 2-15 defines the NDU input data and their characteristics. (c) Table 2-16 defines the use and bit functions of the IRS discrete word (octal label 270) found in table 2-15. Table 2-17 defines the use and bit functions of the Time to NAV Ready discrete word (octal label 351) found in table 2-15.
SIGNAL
Set Latitude
OCTAL FORMAT LABEL 041 042 043 116 275*

Bco
SIGNIFICANT CHAR 5
OIGITAL RANGE 90s to 90N 180E to

180W o to 359.9 + 128 --
RESOLUTION 0.1 MIN
MS8 WEIGHT UNITS ---64 -OEG MIN OEG

MIN
POSITIVE
SENSE NORTH
MIN UPOATE RATE (SPS) --
Set
Longitude
BCD
0.1 MIN
EAST
--
Set Magnetic Head i ng Crosstrack
BCO
0.1 DEG
0.004 nm --
DEG Nm --
CW FROM N
--
BNR
15 -format.
Fly left --
25
Status * Refer
Word to Table 2-14
DIS octal label
for
Navigation Display Unit ARINC 429 Digital Output Data Table 2-13
22-14-00
Page 128.8 Apr 15/93
DTTIC\
Vll
{a)
CllNrTTf3N
I Ullu
1 Lull
RFMflQKC ,\L# ,n, \,\d
o-7
8-9
ARINC label Not used Waypoint alert Not used TO/FROM
--
-O = No waypoint alert 1 = Waypoint alert -00 01 10 11 -o = Magnetic 1 = True o = Invalid 1 = Valid

matrix (SSM) 00 = Undefined
10 11-21 22-23
= = = =
Not FROM or TO TO FROM Invalid
24-26 27 28 29-30
Not used Mag/True north CDI flag

Sign status
01 = No computed data 10 = Functional test 11 = Normal

31 Parity, odd --
(NCD)
ARINC
429
Status
Word Discrete Table 2-14
(Octal
Label
275)
22-14-00
Page 128.9 Apr 15/93
OCTAL
SIGNAL LABEL 270*
CODE
DIS
SIGNIFICANT CHAR
---
MIN UPDATE DIGITAL RANGE

-RESOMSB POSITIVE RATE
LUTION
WEIGHT
---
UNITS
-.
SENSE
(SPS)
1
IRS Discretes
Pos Latitude
310
311
BNR
BNR
20
20
15
*0.5
tl.o
0 to 4096
0.000001
0.000001
0.5
0.5
2046
(6NR)
Pos Longitude (6NR) Ground Speed
Deg/lBO N from o
Deg/lBO E from o A 1ways pos CW from N CW from N Always Pos CW from N CW from N CW from
5
5
312
BNR
0.125
Kt S
10
(6NR)
TK Angle True (fINR) True Hdg (BNR) 313 BNR 15 tl. o
0.00003
0.00003
0.5
0.5
Deg/180
25
314
BNR
15
*1. O
Oeg/180
25
W indspeed
315
BNR
O to 255
1.0
128
Kt S
10
Wind Oirection True TK Angle - Mag
316
BNR
il.o
0.0039
0.5
Deg/180
10
317
BNR
15
il. o
0.00003
0.5
Deg/180
25
Magnetic HDG
320
BNR
15
*1. O
0.00003
0.5 --
Deg/lBO
25
1
(6NR)
Time to NAV Ready 351 ** BCO 2 Oto 9.9 0.1 Min
N
--
*Refer to table 2-16. **Refer to table 2-17.
Navigation Display Unit ARINC 429 Digital Input Data Table 2-15
22-14-00
Page
Use or disclosure of information on thispage is subject to the restrictions n the title o page of thisdocument,
128.10 Apr 15/93
BIT(S) o-7 8 9 10 11
12
FUNCTION Label bits

Source destination identifier Open Open Not
O STATE .Gnd Gnd align mode Align
1 STATE --
(SDI) #2 SDI #1
Align mode
mode
mode
Attitude mode
NAV mode
Not attitude mode

Not NAV mode
Attitude
NAV mode Set heading Attitude not valid BATT fail ON BATT Air data invalid IRU fault BATT fail Alignment fault Not initialized
Excessive motion
13 14 15 16 17 18 19 20 21 22
23
Set heading Attitude invalid (IRU FAULT annunciator on) BATT fail ON BATT Air data input invalid IRU fault (BITE) BATT fail (ON BATT) Alignment fault No initialization Excessive motion (Align mode)
Air data computer (ADC) or
Not set heading Attitude valid Not BATT fail Not ON BATT Air data valid Not IRU fault Not BATT fail t!~!l;lignment Initialized No!Oig;cessive
hJg;l~DC or IRU
ADC or IRU fault
IRU fault 24 25-27 Not used Time to NAV RDY:

Minutes 10-6 BITS 25 26 27
6-5 H 3-2 2-1 NA;-[DY 28 29-30 31 Not used SSM Parity, odd
111 011 101 001 110 010 100 000 ----
----
ARINC 429 IRU Discrete Word [Octal Label 270), Table 2-16
22-14-00
Page 128.11 Apr 15/93
Use or disclosure of informationon thispage issubject to the restrictionsnthe o
title page of thisdocument.
BIT(S) o-7 8-13 14-17 18-21 22-31
FUNCTION Labels bits Not used

Time to NAV
REMARKS
---
Least significant digit (LSD) in binary coded decimal (BCD) Most significant digit (MSD) in BCD --
Time
to NAV
Not used
to
ARINC 429 Time
NAV Ready Discrete Word (Octal Label 351) Table 2-17
22-14-00
Use or disclosure of information on this page issubject to the restrictionson the title page of this document.
Page 128.12 Apr 15/93
G1230AC
NDU
~Jl 5V/H 5vjL

+ 28 V/FWVR + 28 V/RTN BRT/DIM CASE/GND
1 2 3 4 7 8 9 11 24 25 26 27
J2
I
w
5V LIGHTING CIRCUIT
J1
+28 VDC ISDU PWR
ON/OFF TEST/L
ARINC/OUT/H ARINC/OUT/L
A13 A14
lN/PRT/H lN/PRT/L
ARINC/lN/H ARINC/lN/L
G7
II \/ 1,
OUT/PRT/H
lop
G8
OUT/PRT/L
1, 1
LSDU
INPUT
OUTPUT
BUS 429H-1
1CDI POWER CONTROL
TO IRU 2
D
NOTES:
J3
, CDI
r> Ii II
~J
&
TO IRU 3 OR AHRU
t
fp
A
1 A 2 A 3
NDU POWER ISSUPPLIEDFROM IRUWHEN IRUISOPERATING. IFINPUT ISGROUND, KEYBCIARD CUE LIGHTSARE DIM WHEN ON. IF INPUT ISOPEN, KEYBOARD CUE LIGHTS ARE BRIGHT WHEN ON. IFINPUT ISGROUND, NDIJENTERS TEST MODE.
95-83081303
NDU Wiring Diagram

Figure 2-9
Page 128.13/128.14 Apr 15/93

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MAINTENANCE
Honeywell W!+A&.
3. ADZ-81O Air Data Svstem AZ-81O Digital Air Data Computer (See Figures 3-1 and 3-2, and Tables 3-1, 3-2, and 3-3.)
AD-3037-R1
AZ-81O Digital Air Data Computer Figure 3-1
22-14-00
Page 130 Aug 15/91
MAINTENANCE
Honeywell !W%!h.
Dimensions (maximum): Length (including hande) ....................... Width ................ ...... .. ............... .. . Height ............... ...... ................. .. . 15.76 in. (400.3 mm)
3.51 7.62 in. in. (89.15 (193.5 mm) mm)
Weight (maximum) ........................................ 9.9 lb (4.5 kg) Power Requirements .................................... 28 V dc, 40 WMax Mating Connector: O6P-33B-OO31 J1 ........................................ DPX2MA-A106P-A1 Mating Pneumatic Connectors: Pitot (straight) .......................................... 40007-1B24* Static (straight) ......................................... 40007-1A26* Pitot (90 elbow) ........................................ 40007-1B24E* Static (90 elbow) ....................................... 40007-1A26E* *All part numbers are American Safety Flight Systems. Mounting ................................ Tray, Honeywel1 Part No. 7007974 AZ-81O Digital Air Data Computer Leading Particulars Table 3-1 The AZ-81O Digital Air Data Computer (DADC) is a microprocessor-based digital computer which accepts both digital and analog inputs, performs digital computations, and supplies both digital and analog outputs. It receives pitot-static pressures and total air temperature inputs for computing the standard air data functions. The air data equations are solved directly using a 16/32-bit arithmetic microprocessor under the control of an 8-bit general purpose microprocessor. The DADC provides outputs to the electronic display system, transponder, flight recorder, flight guidance computer, as well as other elements of the system, such as fault warning computers and inertial reference system (IRS). Angle of attack inputs have been incorporated, and computed AOA outputs are provided. The DADC performs altitude preselect operation and alerting functions. The DADC also uses angle of attack to process static source error correction for the standard air data outputs. Analog and discrete outputs are shown on Figure 3-2. Digital outputs transmitted on the ASCB are listed in Table 3-2, and ARINC 429 outputs are listed in Table 3-3.
22-14-00
Use or disclosure of information on this page is subject to the restncllons on the tttle page of this document.
Page 131 Aug 15/91
RSBAPPROX RESOL/LSOPOSSENSE NOTEFORKAT SCALE FTIUSIHVAR 011FUNCTION USPBIT ... ......I ~;i;-;i;;---------------l----l;;-;~;-------------------l--------------------l---l l -------------------------------- --------1 1----1 01 . .I. .. .l;~;;-;;~;~------------. . . l----l ;~;;~;-~&~------------l-----------------"-l---l-----------"----l----------------l~;l--------l 5ACUFASAIICTL LOGIC1 q TEST(SELFTESTANO14AINT. TEST) TEST 1 15 FASAUCVL LOGIC1 = VALIO VAL1O 1 14 1 13-11 SPARE COUNTER O-7 HEX 1 10-8 1 1-0 DAOCAL)L)RESS 06 H - LEFT O? H - RIGIIT ...II ...... .........................l----li~~pi~~~~~~-------li;--~~~~~-~~~~-----l;~-;~-~-;-----------1~~--------------1~~~~1-------I . . 2 15-0 PRESSURELII A TUUE 5AC2RADIIPL ..-...... .........................II -----------------------------------------------... .................I .................l;;~;l--------l I II 116120, 20FT +/-65536FEET UP THO COMPLEMENT S 3 15-0 BAROALTI lUOE . .
. . . II -----.........................
4 15-2 ALTITUUE ATE R BAROMT FLAG 41 PRESSURELT FLAG A 40 ..- II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

S 15-2 51
---- . ..-.4 ---------------.. 1-------------------II --.. I 1-----------------1 ;;--------------- l;fi;;i-1 I;;;;

TUO COMPLEMENT S s VALID LOGIC1 q VAL1O
LOGIC 1
5AC4 RADIRICL
+/-32768FT PERHIM 14 4.0/1.0 FPH
5AC6FASBALTL
FASPALII. . --- . . . . . . . . . . . . . . . . . I 11410,25,003,25 . . . . . . . . . . . . . . . . . .0 FORUARO 1#-------i 5AC8 :::~::~L
. .I . .. l-----------------------l . . ..
6 15-2 TRUEAIRSPEED
SPAltE TAS FLAG :: . . . I -----7 15-2 71 ?.0
50
CALIBRATE AIRSPEED SPARE CAS FLAG
. . . . . . . . . . . . -------l----lfi;fii;~~;~l+,--------l+, ~024 ~o,~ LOGIC 1 = VALID
----.... CWPLEHENT . . I;;--i;;-~~~-----l;;-l;-;;;;;;;;l;---l l;Mll~M;~;i-l . . . . .. . .. . Iwo,s .. . . . . . .. ;;;~~~;---------.*

5ACA +/2.0 MACH --II FASIAS1 I ----------------l#;~~p 14 0.000244/O.0DO061 FORMARD 5ACC .................
-------------------l--------------------"----l----l;;-:&;;i"--------l MACH SPARE WICII FLAO
-.. .. .l"------------------------l----i;;;;-~fii~;E;~-------l . I .. ;;--;;;-;;;~-------li;-l;;;;;;~-w;;i-"-l;&-------------Iitiil;iiii;i-l

815-3 a 2-1 TO:;~R~lR TEMP . .
CAPC a nbs q
LOGIC1
VAL19
FAS14NL
noTEMP-FLAG (TAT,SAT) LOGIC1 VALID ... ...... ....................---------.........................

II 9 15-3 STATIC AIR TEMP 92-0 SPARE 11 TUO COMPLEMENT S
.................... I l;;-l;&;--;;----;;---l;;~-------------1;;;; 1:;. +/-256DEG C . .
N N
1
-------II -------------------------1 ---l;~;;;;i;;;--- l:;--;;;;;-;;~--------l;;-l;;;;-;-;;-------l~-------------I::li=ixil 10 15-2 PRESELECTED TUOE ALTI .

FASAPSL -.. II . . . . . . .. . .. . . . . .I . .. . . .. .. . .. ... ---l-------------------------l--------------------[---l-----------------l----------10 1 10.0 IN-MOTION FLAG , FLAG LOGICO s IN-H3TION .LOGIC = VALIO 1 5A02FAOCRANL
FTIUS114VAR RSBAPPROX RESOL/LSBPOSSEHSE SCALE NOTEFORNAT 011FUNCTION USPBIT ..------l---"---------------------l----lfi~T~-~&j~[~~~--------[Jj1-;~~~-~~fi~------ii~-i~-;~~;~-~~i~~----l~~~~~~~----------1~~~~l~ I . . 1I 15-2 HAX ALLOUABLCIRSPCEO A 5AI14 SPARE 11 1-0 --------------------------------------------------.................IpsA*ltspEE 1;;;;1--------1 ...I ......li~~~-~~~~~~--------l lTM~,s I I1610 ~,953 ,N ,,G ................. ~~pLE~ENT +/-64 IN-M . 12 15-o
.-.
&
+/-180 OEG . UP TuO COMPLEWNT S 13 15-3 TR~fA~~A 5A08 FASAOAL 132-1 AOA FLAG LOGIC1 = VALID 130 ...II ...... ........................------------------------------------------------l;;-l;&---------;;-l&-------------- l;~;~l;;~;;-;;l I II
-----II
. . . ----------------------
.-*. II
-------------------------
5A06 ---. . . . ... I .. .. . ................- ----........ 15A981RMAOA*LI I -------------------- . .. .. 113 100439,0*M549
+/-2.o (RATIO) . . TUO* COMPLEMENT S 14 15-4 NORHAL IZEDAOA SPARE 5AOA 143-0 ...II ...... .........................II ------------------------------I--------------------.................I-----------------1 II ;;;;1-------I 15 15-0 SPARE
--------------------SPARE -------------------------1 ------II ------------------------I -------------------II------------------5AOC I . . . . . . . . . . . . . . . . . i;&l--------l 5AOE
--- II . ----16 15-0 1 ~-- II------
1715-O SPARE
. I ------------------------- --+----- l--"--------------l----------"------l;&i----"--..---. --1 -..-... I
h)
N
1
5AE0 ------------------------------..-.....- .........................II II 1-------------------11 .................t-----------------I;M; I--------I 18 15-0 SPARE 5AE2 ...II ...... ........................- ----.........................I II -------------------l--l-------"---------l-----------------l;--J-------I 19 15-0 SPARE SAE4 .-...-*-. ........-....................I;;-l;-&;;;;--------l II ---------- ------------l----l;;;:;-:-.-~;~T 1 ;;;-~i~;;;;;-----l;~; l;~~;; I +/-64 IN-IIG 20 15-0 TOTAL PRESSURE q 5AE6 ...II -----.........................II ------------------------------II ................- -----------------l;~; I-----------.-.-.-.>I l;;-- I +/-2.0PAcll ;! :5-2 MAXALLONABLECH M THO COMPLEMENT S 14 0.0uU244/O.000061 FORUARO SPARE 5AE8 ALTITUOE LERT A 210 LOGIC1 = LAMPON FAOLALRL ... ...... ......................... I;;--;;:;;;;;;<---Ii;l;~i-i;~;------l l----l;;;;i~;;;;;------;;;-;;;;;;;;----l;;~~l;~;;;l~-l
22[ 15-0 BARO SET ( IN-IIG) . . . . . II. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l---l------------------------l--------------------l--1-----------------[ ----------------1:::%------1
FTIUSIMVAR RSB APPROX RESOL/LSll SENSE POS SCALE NOTEFORMAT I 011 FUNCT ON USP BIT --- ------ ------------------------- ;;;;~;i;~;;;;;;--------l----l l;;:-;;;;-;;---------l ;;- ;-;;;;;;-;~---l l;;~;;~;;;;;---l;;;;l;~;;;~[l . 2315-4 BAWS:T (HILL IBARS) 5AEC 233-1
FASBSETL LOGIC1 = VAL1O BAROSETFLAG 230 ..------l-------------------------l----l-------------------------l--------------------l---l----------"------l-----------------l;;~ I ~f ~;-1 SPARE I

Vmo EXCEEOEO
..-----. .. . ..I . ..*---------. .. . ..-. I l~;~;;~~~;;-~&-;-;---l----l;~;----------.. l---l-----------------l ----------------1;;;; 1-------I

25 26
24 9-8 249-8 24 9-8 24 9-8 24 7 246 2i 5-o
FLAP POS CODE
CAUINPRESSNREVALID FLAP POS VALID SPARE
LOGIC 1 = EXCEEOEO 00. 0 uEG ol q 10 oEG 10-20 DEG 11 -39 oEG LOGIC i = VALID
5AEE
FADDF2L9 FADOFIL8
LOGIC1 = VALID
. .II.. . fi;;-;;;---------------l---. . . . l;~-~-~;------------l-------------------l---l----------------1-----------------1 I :1--------------------------------------I lERkoR I----l:;;---------------------l-------------------l---l ----------------l ----------------FJ--------l

27
. .II. . .. . . . . ... .. . .l----l~~;~~;------------------. .. .. . . . .. ... . . .. l--------------------l---l----------------- -------I -----------------l----l

28 NOLC FLAG
5AF4
MAINTENANCE
Honeywell KfN%&.
Paramter Cktal (fbte 5 Label I@i!lte Cc&secmd 203 2C4 2a5 208 207 210 211 212 213 102 244 242 371 10 20 10 10 10 10 2.5 20 2.5 5 20 10 2.5
Tranmissia 32313028 2827262524232221201918 OK& 17 1615 14 13 12
.
PressAlt km km Alt Ml x Ann rAs rAT \lt Me MT klacted Altibd formalized A!M Otal Pressure i@nralt ID
11 10987654321
P P P P P P P P P P P P P
s Ksb ----------s ro b
------------see fbta2
-------lsbx Xxx -Xxx Xxxx Xxx --Xxx --0000110 W Fiel~ fbte~
lab
11000001
00100001 10100001 01100001 11100001 00010001 10010001 01010001 11010001 01000010 00000101 01000101 10011111 +Latel w Ckstinstim Ccd W= All Call
-1*X
lsbxx xxx xxv lsb xxx xxx xxx xxx lsb AM xxx lsbxx
-----0 ri6b
0 lr6b ----------0 lmb----------lsb o IIE b -----------
s lrab---------lsbx s mb---------lsb s Irab---------lsbx s ro b -----------
s lmb---------lsbx s 116 b ~ X= ~Siq Sa?f&el; Bit: .=8imsry O=+ l=Point ------------00100100
Stitus : 11 = oats Valid CO= Ma Irwalid 01 = Self Test
W Parity Oeck Bit
)( )[
00111001 10111001
234
10
10
P P
a5
Id ~
21md
31sd Oats Field = kilral Point
21sd
lsd
Status : IX = Osta Irwalid . psitim 01 = Self Test Data Imalid = NOTransnissim
Note 1 : X = Ckmtcare. my cmt.ain valid kss si~ificant Note 2 : This binary pint is for millina& ulit.
&ta.
Werspduamingdih H = Crakiq nutim discrete A = PLTAlert di~ Note4: ~ ~MC LOCATIffl 0 1 Ri@t Side o 1 tit sick fide 5: Mnters listd pruvide tf-a trananissim qxia&s p sEcmd. applicable rkcriptim _timel UFdsterates are given in *
M.e3:V=
sactims.
AZ-81O Digital Air Data Computer ARINC 429 Outputs Table 3-3-
22-14-00
Page 135/136 Aug 15/91
Use or disclosure
of reformation
to the restrictions
on the title page of fhis document.
Honeywell !!!!!;~.c
II
SL
q
,.
SARO DISABLE 36 <rsSEC DISABLE 39 <-~ SELF TEST 52 <-= ALTITOESWITCH 77 @ALERTER SEL S3 LEF7 RIGHT PROG 100
q
%:5!53
A
MISC OUTPUT REGISTER
~1
94 RED
95 W4
;~~~
S6 YEL 96 AOA TEST SEL (15K)
97 AOA TEST SEL (SL)
k%TloN[:i:E 10.456
JIB ALT SEL SLEW CONTROL 103 (L) lo4 (: ANALOG TO DIGITAL CONvERTER [H)
AOA TEST NO
(E
81 82 ~ DISC~C~E COND;;:NING MULTIPLEXING
ARITHMETIC PROCESSOR (9511)
I
WA CONVERTER
b
I
(H) (L)
10 75 ALT ALERT LIGHT 76 ALT ALERT HORN (ND) 49 ALT ALERT HORN (26 V)
I
JIA 63 CASIN PRESSURE RATIO (WIpEF 78 PRESSURE ALTSIGNAL
AOA SIGNAL (WIPER)
JIB 60
AOA PROBE INTERFACE
I
4 AIRCRAFT INTERLOCK KEYING
101 102 103 104 105
H12
18 53 ~ )
AOA REF
3
~ =/
PROGRAM MEMOFIY (PROM)
BARO CORRECTION POTENTIOMETER
%=33Et(+-J
I
1
106
AIRCRAFT CONSTANTS: VMO. SSEC. ALT SWITCH, A/S SWITCH, ETC. (PROM)
3
ASCO ARINC 429 B
(H) (L) (H) (L)
1A 11 ,2 JIB 13 ,4 I
PRIMARY ASCB
1
1
SECONDARY ASCB
(H) (L) (H) (L) (H) (L) [H) (L)
.IIB 26 27 70 71 W 31 32 33
OUTPUT NO. 1 OUTPUT o, z OUTPUT NO, 3 OuTpuT NO. 4
28 W3C SUPPLY
SIGNAL 5 GROUNO 6 7<:
POWER SUPPLY T
Oc GROUND
.q< I
CHASSIS g GROUND ,0
AD 13)42
AZ-81O Digital Air Data Computer Block Diagram Figure 3-2
22-14-00
Page 137/138 Aug 15/91
Use or dwclosure
of mformatlon
cm
thw
page
IS subject
to
the
restrictions
on the hlle page of this document.
22-14-00
Use
or disclosure of information on this pege is subject to the restrictions on the title page of this document,
Page 139 Aug-15/91
4.
AA-300 Radio Altimeter System A. RT-300 Radio Altimeter Receiver Transmitter (See Figures 4-1 and 4-2, and Table 4-l.)
RT-300 Radio Altimeter Receiver Transmitter Figure 4-1 Dimensions (maximum): Length
Width Height
.....................................
. ... ... .. .. .. .. .. .... .. .. .. .. .. ... .... . . .. ... .. .. .. .. ...... .. .. .. ... . ... .. ...
11.07 in. (281.2 mm)

4.56 4.09 in. (115.8 mm)
in. (104.0 mm)
Weight (maximum) .................................. 4.5 lb (2.05 kg) Power Requirements .................................. 28Vdc, 0.7A
Transmitter characteristics (nominal): Type ..................................... Short Pulse Modulation RF frequency ........................................,... 4.3 GHz Peak power .................................................. 5W Receiver characteristics (nominal ): Type ............................................ Superheterodyne IF frequency ............................................. 60 MHz RT-300 Radio Altimeter Receiver Transmitter Leading Particulars Table 4-1
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Use or disclosure Of information on this page is subject to the restrictions on the title page of thts document.
Page-140 Aug 15/91
::Wl;:lANCE Hone~dl
.IJLFST.EAMIV
Displayed Operational Altitude Data Outputs/Accuracy:

Precision
............................... 0 - 2500 ft
output .. .... .. ... .... .. ... ...
DC analog voltage (0 - 2500 ft) Gradient: -4.OmV dc/ft O alt=Ovolt o-loo ft, t3ft Accuracy: 100 - 500 ft, i 3% 500 - 2500 ft, t 4%
Auxiliary
Output
... .... .. . DC analog Gradient:
voltage (O - 2500 ft) Per ARINC characteristic Alt =0.02h +0.4 Vdc
552,
below 480 ft
and 10+10Lnh+20Vdc 500 above 480 ft Accuracy: O - 100 ft, i 4 ft 100 - 500 ft, f 4% 500 - 2500 ft, t 5% Altitude Trips............. 100 MA current sink provided at and below trip points indicated below:
Tri~ Point Accuracy
50 250 500 1200 Mating Connectors:
ft ft ft ft
t4ft *11)ft ~16 ft *6O ft
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3116F16-26S ;; - TRANSMIT..............q .......................... GRFF 4007-0002 (GRFF Connectors, GRFF Division, Solitron Devices, Inc) J3 - RECEIVE.......................................... GRFF 4007-0002 Mounting .. . .. .. .. .. ... ...... .. ... .. .. ...... ... ....... .. ... .... Hard Mount
RT-300 Radio Altimeter Receiver Transmitter Leading Particulars Table 4-1 (cent)
22-14-00
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is
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to
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on
the
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page
of
this
document.
MAINTENANCE
Honeywell !!!!&!!Sh.
The radio altimeter receiver transmitter provides a dc output voltage which is proportional to the aircraft absolute altitude above terrain. In addition, it provides radio altitude trip points, an indicator warning flag output, and an auxiliary radio altitude output. The precision output is used to drive the PFD RAD ALT display and supplies absolute altitude information to the flight guidance system. transmitter section is an all solid state, two-transistor unit
The RT-300 operating
in a master oscillator, power amplifier configuration. The transmitter is collector pulse modulated by a solid state modulator. A sample of the transmitted signal is detected and applied to the processor assembly as a To (system sync) pulse to initiate the timing sequence.
The r-f ground return signal from the receive antenna is input to the receiver subsystem where it is amplified and converted to produce an i-f signal. The i-f signal is amplified and detected to produce a video pulse which is further amplified and applied to the processor. Within the processor, the detected video pulse is compared to the system sync pulse, and the time difference between these two pulses is determined. This time difference is converted to a dc analog voltage (internal range voltage) proportional to the shortest range to the ground. The internal range voltage is fed to the output assembly for further processing. An automatic gain control (AGC) voltage is derived in the range tracker and fed back to the receiver assembly to maintain the amplitude of the video signal at a constant level. The processor also contains the search and acquisition circuits which enable the system to initially acquire the ground return signal or reacquire the signal should tracking be interrupted. The search mode is initiated upon loss of signal. A sweep signal is generated which causes the system to search for the earliest return signal. This process continues until track is reestablished. Once track has been properly established, the search mode is inhibited. A search valid is output to the output networks to cause the indicator needle to disappear from view during the search phase. A sensitivity time control (STC) voltage is fed back to the receiver assembly to gain-program the receiver as a function of altitude. Gain programming prevents acquisition of the direct antenna leakage during the interval when the transmitter is on. The internal range voltage is processed within the output networks to produce dc outputs for driving the indicator needle and other aircraft systems requiring radio altitude information. Four altitude trip outputs which supply a ground at or below the preset altitude are provided. The flag warn signal controls the indicator flag to provide warning of system malfunction. In addition, a track invalid signal is available which indicates if the RT-300 is not in the track mode. Two test inhibit inputs are provided to permit defeat of the pilot-activated self-test when the flight control system is engaged. The self-contained power supply operates from the aircraft 27.5 V dc bus. It provides all RT-300 operating voltages.
22-14-00
Page 142 Aug 15/91
MAINTENANCE
Honeywell !%t%h.
J2 v
TO TRANSMIT ANTENNA
J3 ~
TO RECEIVE ANTENNA
---m /77
TRANSMITTERI MODULATOR
, To PULSE
VIDEO RECEIVER
AGC VOLTAGES PROCESSOR TRACK VALID STC VOLTAGE J1 I W ALTOUTPUT(EH) 1] I I I I TEST INHIBIT NO.1 D I TEST INHIBIT NO.2 B I OUTPUT ASSEMBLY + i I 1 I 1; 1> I X AUXOUTPUT Y FLAG WARNING
J1 i SELF TEST T
F TRACKINVALID N OUTPUTCOMMON
u 1200FTTRIP
> V 250 FT TRIP R 50 FTTRIP
I
OUTPUTTEST E I I I ! A
1 I
1> 1
I )
L 500 FT TRIP P ALT TRIPCOMMON
I
+28 VDC INPUT PWR q 1
28VDCFILTERED
+
~
+30 VDC +15 VDC +5 VDC
i
Z 1> I I ~ 15 VDC OUTPUT +15 VDC OUTPUT
I
PWR GND Q
POWER
SUPPLY
-15 VDC
-15VDZ:
RT-300 Radio Altimeter Receiver Transmitter Block Diagram Figure 4-2
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MAINTENANCE
Honeywell !!K$!!Rh.
4. B. AT-222 Radio Altimeter Antenna (See Figure 4-3 and Table 4-2.) One AT-222 antenna is used to receive information from the RT-300 and another is used to transmit information to the RT-300.
I
AO-14n5 @
AT-222 Radio Altimeter Antenna Figure 4-3
Dimensions (maximum): Width (along contoured mounting surface) .... 7.00 in. (177.81Mn) Height ...................................... 2.75 in. (69.85 mm) Weight (maximum) ................................. Power Requirements .q ............................. Mating Connector: J1 ................................................... TNC - male GRFF 4007-0002 (Straight) GRFF 4100-0001 (Right Angle) Mounting .......................................... Flush mounted to aircraft skin 1.25 lb (0.57 kg) 100 W average max
AT-222 Radio Altimeter Antenna Leading Particulars Table 4-2
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MAINTENANCE
Honeywell !i!!i$%h.
5. paraurat)h5 is not amlicable to this svstem.
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subject to the restrtctlons on the title page of this document.
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Honeywell !?%!!%.CE
6. EDZ-884 Electronic
DisI)lay System The EDZ-884 Electronic Display System consists of six DU-880 Display Units, three SG-884 Symbol Generators, two DC-884 Display Controllers, two DA-884 Data Acquisition Units, one DP-884 Dimmer Panel, and two FC-880 Fault Warning Computers. The system displays flight attitudes, headings, course
orientation, flightpath co~ands, weather and mapping pr&entations, mode and

source annunciations, checklists. engine performance data, crew alerting messages, and
A.
DU-880 Display Unit (See Figures 6-1 through 6-4 and Table 6-l.)
AO-30251
DU-880 Display Unit Figure 6-1
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Dimensions (maximum): Length ..................................... 14.00 in. (355.60 mm) Width ....................................... 8.20 in. (208.28 mm) Height ...................................... 8.75 in. (222.25 mm) Weight (maximum) ................................. 30.9 lb (67.78 kg) Power Requirements: Primary ....................................... 28 V dc, 215 Wmax Lighting ................................. 5V acordc, 1.5Wmax 28 V dc, 1.5Wmax Mating Connector J1 ............................. DPXBMA-A106-33P-O415 DU-880 Display Unit Leading Particulars Table 6-1 The DU-880 Display Unit is a large format 8 x 8-inch display which uses a high resolution color CRT to display attitude, heading, altitude, airspeed, vertical speed, air data parameters, navigation information, weather mapping, engine data, crew alerting information, and system pages. The six-unit configuration is arranged in the cockpit as shown in Figure 6-2 with the primary display function identified. The displays are interchangeable except when used as a primary flight display (PFD) and an inclinometer is attached to the bezel. In addition to the circuit breaker panel, power may be removed from the display system by the display power panel located in the overhead on the pilots side of the cockpit. This panel is shown in Figure 6-3. The leading particulars of the DU-880 are listed in Table 6-1. The electronic display system operation is described with reference to Figure 6-4. Figure 6-5 contains a block diagram of the DU-880. Each of the six display units interfaces with the symbol generators through a I-MHz serial digital bus. Each display unit has three l-MHz serial digital bus inputs, each input is connected to one of the three symbol generators. In addition, each display unit (C)U)has a WX bus input, however, only the two navigation displays (DUS 2 and 5) use this input, which is connected to all three symbol generators. Bus source select discretes are input to the display units from the reversionary controller to select which SG will drive a particular DU.
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Honeywell !#!!!G.cE
EHz El[ 10
#115 PFD DU6
n
CAS/
SW
DU4
AD-6827-RI
Display Unit Cockpit Configuration Figure 6-2
r-------------------i
----
-.-
. 1
I I I I 1 I I I ~ i I
DISPLAYS
PILOT EICAS COPILOT
7
OFF
OFF
I I I I I
K
OFF
- ---- J
L---e
-----------------
Display
Power Panel Figure 6-3
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MAINTENANCE
Honeywell U&!#h.
Each display unit transmits data to the fault warning computer (FWC) over a private-line (ARINC 429) bus, referred to as the DU wraparound bus. ~~;m~;ntent of the data varies depending on DU position and display . All six DUS transmit activity counter information. The FWC monitors for activity on the DU wraparound bus by way of the activity counter. The CHECK DU message is activated whenever the FWC fails to see any activity on the wraparound bus for DUS 1, 2, 5, and 6. The message is displayed as appropriate for the DUS positional location (1, 2, 5, and 6) in the aircraft. The ENG annunciation is activated on the PFD whenever the FWC fails to see any activity on the wraparound bus for DU3 (or DU4 with compacted EICAS format). The DU4 annunciation is activated on the PFD whenever the FWC fails to see any activity on the wraparound bus for DU4 when not displaying compacted EICAS format. The DUS displaying the PFD format additionally transmit attitude (pitch and roll), speed (CAS or Mach), and altitude information. The FWC compares the attitude data received from the PFDs wraparound bus with the pitch and roll ARINC 429 data received from the IRSS. It also compares the speed and altitude data received from PFDs wraparound bus with the CAS or Mach and altitude ASCB data from the DADCS. If the difference between the display and sensor data exceed the appropriate threshold for any one parameter, the CHECK DU(X) message is activated; where (X) is position of DU in the aircraft which is displaying miscompared PFD data. If the miscompare occurs on both PFDs, then the red CHECK PFD message is displayed. The DUS displaying engine data format additionally transmit left and right EPR, left and right TGT, and left and right N1 and N2 information. The FWC compares the engine data received from DU3 (or DU4 with compacted EICAS format) with the ASCB data from the data acquisition units (DAUS). If the difference between the display and sensor data exceed the appropriate threshold, for any one parameter, the ENG annunciation is activated on the PFD. Provisions for external light sensors are included as inputs to the DUS, however, short-term light changes are adequately corrected for by the DUS own light sensor located on the front of the DU, while long-term changes in light conditions is accounted for by the DP-884 Dimmer Panel. The display unit compares the adjacent light sensor (ALS) input (the display light sensor (DLS) output from the adjacent tubes) with its own light sensor and uses the larger value to program brightness so that the tubes track each other. Weather radar returns displayed on the two navigational displays (NDs) can be dimmed independently by using the brightness knob on the weather radar controllers. A 10-minute warmup period is required after power is initially applied to the DUS before color stabilization is complete. Degaussing procedures are provided in the Gulfstream aircraft maintenance manual.
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MAINTENANCE
Honeywell !&ii!!!#h.
Over-temperature protection is provided by internal thermistors. Should a DUS internal temperature increase to a preset level, the raster generator will be shut off until the temperature drops back below this trip point. Should the DUS internal temperature continue to increase has been shut off, an even higher temperature after the raster generator
trip point will shut down the low voltage power supply (LVPS). At the same time a discrete is provided to the FWC, allowing an overtemp message to be displayed. The LVPS will remain off until the temperature drops sufficiently below the higher trip point.
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Honeywell !!!!!!%h.
I
I
II
I
1
7
IRS1
ARINC m{< IRS2 IRS3
WI
DU2
IRS1
SG1 ARINC IRS2 IRS2 ARINC 42s
IRS1 IRS2 IRS3
{u
{=
DADC ARINC 429
DADC ARINC 42a
DADC ARINC 429
rd 3~
DADC
Fwc
MU
DU ARINC 429 WRAPAROUND

t a ~ 4A4t4 3 3 g g
OU ARINC 422 WRAPAROUND \ 3\
OU ARINC 42S WRAPAROUNOS: THRFSHO~ ALTITUDE MAcn AIRSPEED PITCH ROLL =TIVtTY COUNTER LEFr EPR RIGHT EPR LEIT TGT RIGHT TGT LEFr N1 RtGHT N1 MAXIMUM RATES
q
q q q q
200FT 0.01 M
20,mo FrMN 10 KTS/SEC 4QVSEC 40%SEC
STANDARD ARINC 429
= 324 325
am
6 DEGREES 6 OEGREES 0.5 50W 5%
.01 rniSEC
USER OEFINEO ARINC 422

q
{n
341
342
~345
PARAMETER SLEW RATE
AKX?047S-R1
EDZ-884 Electronic Display System Interface Figure 6-4
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to the restrictions
1 ,,r _
(H) WXSUS1
IL) TERM
(H) w Bus 2 (L) { TERM
MICRO SYMBOL GENERATOR
i
(H) WXWS3 (L) { TERM
GTNcoLoRNoEO Y
(H) BRIGHTNESS mT { (WI rL)
SOFTWARE ENASLE FLT TEST ONLY { 10 NO.1 ID NO.2 PORT SEL A PORT SEL B BuRST OUT ; { 04JVALID (H) BuS 1.1 MHZ PRlM4RY (L) { TERM [H) (3-) { TSRM [H) (3.) { TSRM (H) iL) { TERM r (L) HIGH BPEEODIFFERENTIALINPUT TERMINATION ALS 4: DISPUY PROCESSOR Ccus
O::oy
SENSOR
BLS 2.1 MHz, ALT 1
BUS3.1MHZ, ALT2
HV ENASLE FOCUS CONTROL -
GUS 4, 1 MHz. AI-T3
rm
<
RE~TELT==Ro CXl;~~ROUND r C) (H) WX DIMMING (W) { (L) BUS OR wx INPUT I
1s0 o
REcEIVER lK n
[ TERM. TEMP
FwR VALID
>
cu POWER DOWN 32 REMOTE LIGHT SENSOR GND 40 REMOTE LIGHT SENSOR PWR H) 53 t (L] E4
ou OVER TSMP 65 28VDC { 2SVOCRTN { 102 103 104 105 10s
101
D
I LOW V*RE suPFIY
OU VOLTAGES
-i
AD-33252-RI #
DU-880 Display Unit Block Diagram Figure 6-5
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to the restrictions
MAINTENANCE
Honeywell !!!k!%fh.
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Honeywell !i$!!!~.c
6. B. SG-884 Symbol
6-3.) Generator (See Figures 6-6 and 6-7, and Tables 6-2 and
1941 AD-1
SG-884 Symbol Generator

Figure 6-6
Dimensions
(maximum):
Length . .. .. ... ...... ....... ..... ...... .... .. 14.75 in. (374.7 mm) Width ........................................ 4.91 in. (124.7 mm) Height ....................................... 7.62 in. (193.5 mm)
Weight (maximum) ................................... Power Requirements ................................ Mating Connector:
15.4 lb (7.0 kg) 28 Vdc, 85 WMax
B-0001 J1 ....................................... DPX2MA-67S-67S-33 Mounting ....................... Tray, Honeywel1 Part No. 7003272-903 SG-884 Symbol Generator Leading Particulars Table 6-2
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restrictions
The SG-884 Symbol Generator (SG) functions as the data processor for the display system. It receives digital and discrete inputs, organizes this information into the correct formats as defined by the DC-884 Display Controller, and transmits these formats to the DU-880 Display Units. The SG is also used as the bus controller for the system and also outputs data over the ASCB to other components in the system as specified in Table 6-3. Table 6-3.1 lists the ASCB transmitted data changes when using the -904 Symbol Generator for the TCAS and MLS option. The SG contains provisions to drive six display units simultaneously, with four independent formats. This requirement exists to provide for redundancy in the event of an SG failure. The available formats that the SG is capable of creating include: . .
q q q
Primary Flight Display Format Map Format Plan Format Compass Format Engine Instrument Format System Display/Caution Advisory Format Compacted Engine Format
The symbol generators in the display system are identical and directly interchangeable When the display system is in its normal (no failure) e. configuration, SG1 drives the pilots displays, SG2 drives the copilots
displays, and SG3 drives the EICAS displays.
The symbol generators interface with the following components, and a description of each interface is provided in the following paragraphs: DC-884 Display Controller FC-880 Fault Warning Computer DA-884 Data Acquisition Unit FZ-820 Flight Guidance Computer NZ-920 Navigation Computer AZ-81O Digital Air Data Computer Inertial Reference System Navigation Sensors Joystick PZ-800 Performance Computer LASERTRAKW
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6.
B.
(1) DC-884 Display Controller Interface The DC-884 Display Controllers provide all mode and PFD, ND, and EICAS display format select information. The symbol generators utilize the DC-884 for control of the PFD and ND formats as follows: PFD/ND Source SG1 SG2 SG3
Display Controller
DC1 DC2 DC1 or DC2
The symbol generators utilize both display controllers on an equal priority basis for control of the EICAS formats except for selections for the system page, Vspeeds from the FLT REF menu, FWC, DAU and AT selections. For these exceptions, the symbol generators only look at DC No. 1 (DC No. 1 retransmits DC No. 2 data on ASCB). If power is lost to DC1, then the SGS will utilize DC No. 2. (2) FC-880 Fault Warning Computer Interface The FC-880 Fault Warning Computers provide all data necessary for the caution advisory portion of the EICAS. This data is provided in an ASCII form over the ASCB. The fault warning computer provides up to 24 messages for display with up to 18 characters per message. The FWC also provides the necessary data to display checklist information, as well as exceedance displays. The DC-884 Display Controller defines which fault warning computer is utilized for display purposes. The symbol generators monitor the fault warning computers through comparison of checksums transmitted by each fault warning computer. A detected fault warning computer miscompare (red messages only) is displayed on the PFD as an amber FWC. (3) DA-884 Data Acquisition Unit Interface The DA-884 Data Acquisition Units provide radio altitude and all engine and aircraft system parameters. The data acquisition unit broadcasts its data field simultaneously on both ASCB A and ASCB B. The pilot controls which channel is displayed by the display controllers SENSOR mode. The symbol generator will disregard the channel of the data acquisition unit not selected for display. Comparison monitoring of the two data acquisition unit channels shall be accomplished by the fault warning computers.
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6.
B.
(4)
FZ-820 Flight Guidance Computer Interface The FZ-820 Flight Guidance Computers provide flight director mode status, command bar data, and PFD priority select information. The PFD priority select information determines which PFD (pilot or copilot) is to display command bar data. Flight director mode status is provided on both PFDs.
(5)
NZ-920 Navigation Computer Interface The NZ-920 Navigation Computer transmits basic navigation data for display as part of its primary data field on the ASCB. This data includes current navigation data and TO waypoint guidance information. In addition to the basic navigation data, the navigation computer supplies the following information as part of its background data field:
q
51 Flight Plan Waypoints - 1 previous - 50 current 10 Immediate Area Navaids 9 Immediate Area Airports Current Position TO Waypoint Curved Path Holding Pattern Vertical Profile
. G . . .
q
(6) AZ-81O Digital Air Data Computer Interface The AZ-81O Digital Air Data Computers provide altitude, airspeed, normalized angle of attack, and vertical speed ARINC 429 information for display on the PFDs. The symbol generator provides comparison monitoring of the data, and the DC-884 Display Controller determines which computers data is displayed. (7) Inertial Reference System Interface
The inertial reference system heading ARINC 429 information provides pitch and roll attitude and
for display. The symbol generator provides comparison monitoring of the data and the DC-884 Display Controller determines which inertial reference sensor to utilize.
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Hone~ell
6. B. (8) Navigation Sensors Interface
The following independent navigation sensors symbol generators via ARINC 429:
q
are
interfaced
with
the
G
q q
VOR ILS/MLS DME ADF LASEI?TRAK (optional) TCAS (optional)
(a) VOR
The VOR navigation sensors provide the symbol generators with bearing and frequency information for display. The symbol
generators generate lateral deviation for both display and transmission on the ASCB.
(b) ILS/MLS with The ILS navigation sensors provide the symbol generators lateral deviation, vertical deviation, and frequency The symbol generator transmits information for display.
lateral and vertical deviation to the FZ-820 Flight Guidance Computer over the ASCB.
(c) DME The
for DME sensors provide distance and frequency information display. Distance information is transmitted over the ASCB for utilization by the FZ-820 Flight Guidance Computers.
(d) ADF The ADF sensors

frequency provide the symbol generators with information for display purposes only. bearing and
(e)
LASERTRAKW The LASERTRAKN Navigation Display Unit may be configured to provide additional outputs for display purposes only.
(f) TCAS The optional TCAS Computer provides the symbol generators with traffic advisories, resolution advisories, performance resolution advisories, and map data for display. (9) PZ-800 Performance Computer Interface The PZ-800 Performance Computer provides autothrottle mode status and priority select information. This information is provided on bothPFDs.
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onthe
uSP BIT
..II------
BIT FUNCTION
. . . . . . . . . . . . . . ..-.. *-----
NOTE FORNAT
SCALE
RSB APPROXRESOL/LS9 POS SENSE
FTIU SIMVAR
I----lfi;;i;;-----------------l--------------------l---l
-----------------l ----------------- 1----1 --------1

5C50 5CA0
--j------l:;-G;;------------l----l;;;;~;;fi;------------l--------------------i--l---------------l --------- ------l;~;;l--------l

1 15 1 14 1 13-11 :
lEST LOGIC 1
s
TEST
VALID BACKUPSTATUS
LOGIC 1 = VALID 000 q SPARE 001 - SPARE
010
SPARE
LOGIC1 VAL1O 5C52 00 H.VG1 02 N=VG3 01 H VG2 5CA2IEFOATTL 03 H= INS 04 ti= lNS1 05 II=INS206 H=lNS3 ATT 3 OA N-ATT3 07 H ATT 1 08 N - ATT 2 09 N= : OC H= IRS 0011 lRS1 OE N=IRS2 OF N=lRS3 SELECTEOD NAV SOURCE N 27-0 (SEEUSP 5 FORDEFINITION) lEFStlAUL ... ...-.*-------------------------l----l~------------------------l ....................II ---.................I I ----------------1;;-1-------I SOURCE IDENTIFIER 31 2 15 2 14-8 2
q s q s
011 = NOT BACKUP 100 q BACKINGUP SG1 1 101 q BACKIHGUP SG2 1 UP 110 s BACKING SG3 1 111 = BACKINGBOTH SGS 1 COUNTER O-7 HEX 1 1O-B EFIS AOORESS 08 H - LEFT OC N- RIGHT OB H - CENTER I 7-o -.. ...... I ......................---l----l---------------*--------l--------------------l--l-----------------l ----------------I;--ilFi;;iiil SOURCEIDENTIFIER 21
FLAG DISPLAYEO ATTITUOE
4 OBN=TRUl OOH=TRU2 0FH=TRU3 llH=TIUl 3 13 H-OG1 14 Ii OG 2 i5 N=OG3- 16 H=OG4 3 3 17 }1 NOG 1 18 H NOG2 ]9 11.IIDG 1A N=tlDG 4 3 IC II IRS1 ID II= = IRS2 lE II= lB N - IRS IRS3 3 08 H= CHP1 09 N= CF!P2 31 SPARE PORT10 36-1 OB II PORTA OA N = CS PORTA = 3 09 II PORTB OB N CS PORTII = 30 --------.................I ................. ....II ........ I l"-::-fl:!~:::-----------l----l:-:-fl:--:-:-::::--..--.-l-.-..----.....-....-[..-[
q s q q
3 15 3 14-8 3
FLAG OISPLAVEO HEAOING
LOGIC 1 = VALIO oAH=MGl DC H= MAG20EN~MAG3
1211+AG4
5CA4
5C54
HSP 011 . 4 4 4 4 4 4 4 4 4 4 4 4 1s-13
BIT FUNCTION SELECTEOSRN
NOTE FORNAT
SCALE
RSB APPltOX ESOL/LSB R POS SENSE
FTIU SIMVAR 5C56 IEFSSRNL 5CA6
-;l------l
;~;;;-i;;;i;i;;-------l---l-------------------------l--------------------l---l-----------------l-----------000 q SRN NOT SELECTED lR/LOC 010 q 1 INTO VOR/LOCTRANSITION 011 q P .s TRANSITION 100 = 1 INTO tU.S 101 = t 10SSSIOE VUN/LOC 110 s s ~ARE 111 s t IOSSSIOE US 1 s ANI.LN3O s ARINC 429 1 = LRt SELECTED O = SRN SELECTEO Ooo=l IN NOT SELECTED 001-1 IN SELECTEO(SEE 2-O) 010 = ! )ARE 011 q ( tOSSSIOE LRN A 100 s SPARE 101 = LRN B (sEE 5-3) 110 = SPARE 111 = CROSS SIOE LRN B 00 q ASCB ol . ARINc429 10. PL ;I 11 . ~ALoG Wo . spARE 001 q L ASCB 010 = ANMOG HITH ARINC 56B 011 s ARINC 561 (6 MIRE] SPEED 100 q ARINC429 Hklll 101 q ARINC429 LOU SPEEO 110 q R ASCB 111 q ANALUGtllTH ARINC S61
ool.~
12 11 10-8
fts sOURcE
LltN/SRN SELECTEO
SELECTEORN L
FEFSHLSL FEFLRSRL IEFSLRNL
(i
i 4 4 4 4 41-6 4 4
SHNHAROUARE ID
IEFSRNHL
46-3
42-0 4 4 4 4 4
LRN B LRN A
IEFLRNBL IEFLRNAL
A*
mo
N N: t
!i&
$~za a .- ~~
?W Qmo -m
... ...... I ..........------------ l----l-------------------------l--------------------l---l-----------------l-----------------lii&l----SOURCEIOENTIFIEII 51 1. TRANslTloN 0. MT TRANslT1oN 5 15 TRANSITION FLAG 5C58 5 14-B OISPLAYED ARHEO NAV I (SEENEXTBYTEFORDEFINITION) 5CAB SELECTEDFO NAV SWtlCE P 57-0 NAV SWRCE DEFINITION: mH. lNs 21 H = INS 1 22 H=INS 2 23 H-INS 3 i 25 H = MLS I 26 II=HLS 2 24 IIq NLS 2? H = VLF 28 H s VLF 1 29 II=VLF 2A H=VLF 3 2 2 : 2B H = RNAV 36 H q RNV 1 37 II=RNV 5 34 IIq FMS 2C H s FMS 1 2D lt=FMS 35 H=FNS 3 2 5 32 H = ILS 1 33 II lLS 2 32 H=NAV 1 39 H=NAV2 = 3A H = TAC 3B H = TAC 1 3C H=TAC 2 3E H = SKE 3D H q ONS ---I -----l-------------------------l----l---------.---------------l--:!-t!!!!--------1--- ----------------, I ----------------+ ;-~1--------l 6 EFIS DISPLAYSOURCES 6 15-3 SPARE 5C5A 62 MACH/CASSELECT LOGIC 1 q HACH 5CAA 61 DAU2 SELECT LOGIC 1 s DAU 21J LOGIC 1 s DAU lB . l-------------------- . . . . . . . --------1--- -------------------------l---l------------------------I . . . . . . . . . . . . . . . . . 1----1 --------1
-:l:-----IDAU ELECT
tiSP 8[1
FTIUSIHVAR RSll llPPROKRESOL/f.SB POS SENSE BIT FUNCTION NOTE FORMAT SCALE --------;;~fi~;~;-;;;;i;;-;~;~~ l-------------------------l--------------------l---i-----"----------l---1----------------- 1------1;;;; I I 71 5C5C 1 15-11 SPAME
1 10 ;:
77
IRS Vls
RAO ALT BAROALT
LOGIC I = FAIL LOGIC 1 q FAIL

LOGIC 1
q
5CAC
FAIL
LOGlC1- FAIL lAS LOGlC1 = FAIL 76 CO$@ARATOR CLEAR 140N LOGIC1 CLEAR 15 LOGlC1 - FAIL LOCIAZ 14 GS/EL LOGIC1 FAIL LOGIC1 - FAIL tlEAOINO ;: ROLL LOGlC1 = FAIL 71 LOGIC1 - FAIL 70 PITCH .-....... -.-................---.II l----;~;i~i;;[;---------------l;-:-;;;-;;;---------li;-l;-~i;;-;;;;;--- l;~;;l~~;;;~;[l l l;;;;-~i;;;-;~;--EIHUIR . . 8 15-1 HEAOING/TRK
q q
.-.
80 I -----9 15-4 9 3-1
FLAG
LOGIC 1-
VALIO
5C5E 5CAE FEFJITKEL
l;;i;i;;-;;i~;;----------l"---l;i~fi;----------"--------l~-:-;;;;-;;~;-------l;;l;:;;;;;;;;-;;----l;;;;;-;;;;;~-----l;~i;
SPARE
--- I ------ l;i~;[;;;;-;;;;;; l"--;;;------ l-------------------------l---"---------"------l---l----------"------l-----------I

10 10 15-14
90
DISPLAY FLAG
LUGIC1
DISPLAYED
5C60 5CB0 . .. .
TO-FHOt4 OATA
00 = NONE 01 . To
10. FRON 11 . (IN(I$EO LOGIC 1 q VALIII LOGfC 1 q VAL1O
5C62REFTOFRL 5CB2
10 13
PFO VALIO
NO VALIO 10 )2 FEFPLHoL 10 11-8 SPSRES FEFTOFllL 1.RA2:0.RA1 10 1 01 SPLAYED RAOALT CROSSSIDEVENTCAP [G/SOR EL) 106 LOG1C1 CAPTURE FEFCSVCL OISPLAYEO DAOCL/R 105 1 = RIGHT O LEFT FEFllAOCL t4AP/PLAN MOUESELECTED 104 LOGIC1 SELECTEII FEFPLMDL 103 TO-FROM FLAG LOGIC1 = VAL1O FEFTOFRL 102 OUTERt4ARKER LOGIC1 BEACON FE FOTNKL 10 1 141UOLE 14ARKER LOGIC1 = BEACON FEF140NKL 100 INNER MARKER LOGIC1 = BEACON --------I l--------------------= l;~~;;~[;~i;---------"-l---l-------------------l--.l.---.----..----.l --------------------1:::!!!!! I 11 15-4 ARHEOLATOEV +/- 2911.9 HICROAHPS 12 0.146/0.00915 FLYRIGIIT mA CMO 5C14REFALOVL 11 3-1 SPARE 5C64 11 0 FLAG LOGIC1 VAL1O --------l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l:: I
q q q s s
RSB APPROX RESOL/LSBOSSENSE P FTIUSIHVAR SCALE NOTEFORMAT BITFUNCTION IUSP BIT ..--.... -----------------------------------------------------------------------... -----------------l;:;; l;;;fifi I 1 II ----------------I II +/- 399.2 NICROlWIPS12 0.195/0.0122 FLYUP CND mA TUO COMPLEMENT S ::~5i4 M$;:R:ERT OEV 5C66 5CB6FEFAVOVL LOGIC1 VALID FLAG 120------------------------------------------------------------------... -----I ~21oeo*78,0,m549I ~~-----------l;~i; l~;~~~~~[l I ,3115-4l;;[~;f;~~~;;~-~;fi---l ISE,C*RCLE 0-360 DEG 5C68 SPARE i3 3-1 5CB0 FEFSCRSL LOGIC 1 = VALID FLAG 130 -------------------------------------------..------l-i;l-;:;;;;;;-~;;;--l ~;;;-------------l ;;i;i;;;;;;~:l I l;;-;~fifi--------------l----lsEH*clRcLE I
s
5CBAFEFTTNL TUNED FEFTTLL LOGIC1 TUNED TUNE-TO-LOC 14 1 FEFVURGL LOGIC1 VALID BEARING FLAG 140 ...II ------ -.--.-----------------. * ------------------------------------------------------------------I 11 I -----------------l iiiiliiii;iil II +/-29E.9 HICROANPS 12 0.146/0.00915 FLYRIGIIT mA C140 TUO CONPLE14ENT S :: ~5-4 OISPLAYEO LATIJEVIATION 3 SEE NOTE 3 SEE NOTE 3 5C6C FEFBNEOL BEARING FLAG 0 LOGIC1 = VM1O
LOGIC 1
s q q
14 15-4 :! ;
0- 360 DEG
SPARE TUNE-TO-NAV
5C6A
x o
a a
2 u
(D
152 !151 150 -1
..---------------------------------------------------------------------..----------0--------------.................l;~-&-:1 I II I II 11
16 16-4 :::1 DIj~~LA;ED VERT OEVIATION 3 TUOS COMPLEMENT +/- 399.2MICRO ANPS 12 0.195/0.0122 mA FLY UP CHll SEE NOTE 3 SEE NOTE 3
BEARINGO FLAG ACTUA1/CALCULATED LAT DEV FLAG
LOGIC 1 = VALID ~ . calculate 0. AcWAL LOGIC 1 q VALID
5CBC FEFBEqOL FEFACBGL FEFLDEVL 5C6E 5CBE FEFVDEVL
2 s
2 m
s
..4.
t-t
FLAG LOGIC 1 q VALIO ..-II ------------------------------- ----------------------------------------------I l-fil-i:~;:&;;;;---l~ f;;;~;l;;;;ll; l;l-------l II +/- 2047 FEET TUO COWLE*NT S :; :5;4 Dl:~:$:EDRAOIOALTITUOE 5C70 LOGIC 1 = VALID 170FLAG 5CC0 -..II ...... ------------------------- ---------------------------------------------1-------------------- ----------------II II I 1;;;;1--------1 OESIGNATOR LAT 1 18 eco TENSOF MINUTES 18 15-12 5C72 MINUTES BCD 18 11-8 5CC2 TENTH OF HINUTES S BCD 181-4
=
c)~~ & 4D~ rz f
N
N
1
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WP BIT
FTIuSIHVAR RSB APPROX RESOL/LSDOS SENSE P SCALE BITFUNCT!ON NOTEFORMT .-.......lfi;;;-~~----------------l-"--l~H-~~~s-------------l-----------------"--l---l-----------------l-----------------l;~;~l--I 32 5C8E 5CDE ...I ......l;;;~&~;;-------------- l;:---------"-----"----l---l-"-----------------l---l------------""--l-------"--------l;~;l--------l 33 5C90 5CE0 ..------I l~;;~~----------------l l;;-~;----------"--------l--------------------l""-l-----------------l-----------------l--"-l"-----"34 .-.----.. ., l-;j----------------------l----l-------------------------l--------------------l---l-----------------l-----------------l-I COURiE IN THE CALCULAT ONOF: I uSE UNROUNOEOSELECTEbHEAI! ANO SELECTEO ING NOTES: NoG SELECT BUGDISPLAYEDOSITION P CRS SELECT RUGOISPLAYEDOSITION P LATDEV POINTER OISPLAYEOOSITION P NSPIIlllIG/TllK ERRON
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(SEE NEXT BYTE FU7 OEFITION) NAV SCLRCE DEFINITION 20 11 = INS 24 NOTUSEO 27 11 = VLF
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LOGIC 1 = NO VALIO LOGIC 1 u MLS2 FAIL LCM31C = MLS1 FAIL 1 LCGIC 1 = TCASFAIL LOGIC 1 = TOGAACTIVE ~------------------------------
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SG-884 Symbol Generator Block Diagram Figure 6-7 (Sheet 1)
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on the Iltle page of this document
Paae 167/168 - -a.
Aug 15/91
Use or disclosure of mformatlon on this page
IS
subject
to the restrlcttons
I
16 BIT OATA BIDIRECTIONAL P BUFFER RAM ADDRESS POINTER RAM 2k Xee11
I < 16 BIT BIDIRECTIONAL DATA GLOBAL BUS
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SG-884 Symbol Generator Block Diagram Figure 6-7 (Sheet 2)
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of mformallon
on Ihm page is subject
10 Ihe restrtctlons
MAINTENANCE
Honeywell !!Hi!+A&.
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Use or disclosure of information on this page is subject 10 the restriaions on the title pege of this document.
171
Aug 15/91
6.
C.
DC-884 Display Controller (See Figures 6-8 through 6-23, and Tables 6-4 and 6-5.)
DC-884 Display Controller Figure 6-8
Dimensions (maximum): Length ...................................... 10.58 in. (268.61 mm) Width ....................................... 13.02 in. (330.71 mm) Height ........................................ 2.78 in. (70.61 mm) Weight (maximum) ................................... Power Requirements: Primary ........................................... 28 V dc, 35.0 W Lighting .................................. 5 V ac ordc, l.OWmax Mating Connectors: J1 ................................................. MS3126F22-55SW J2 ................................................. MS3126F18-32SW Mounting ......................................... Unit Dzus Fasteners DC-884 Display Controller Leading Particulars Table 6-4 13.0 lb (5.89 kg)
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MAINTENANCE
Honeywell M!!!fi!i!.
The DC-884 Display Controller (DC) provides the flightcrew with a concise method with which to control the entire electronic display system. The controller consists of 10 lighted function keys, each with an ON annunciation, and a CRT, which, along with 10 line-select keys, provides the medium for menu selection. The CRT and the function keys are In addition to the function keys, the controller sunlight readable. contains three knobs which are used to set the value of a menu parameter (SET), set the barometric pressure (BARO), and adjust the CRT brightness (BRT). The display controller compares inputs from the display units and uses the larger value to program brightness. Course select information from the flight guidance controller is conditioned, digitized, and routed to the symbol generators via the ASCB bus. This information is used by the SGS to calculate left-right deviation for display and the flight guidance computer. The GIV system is configured to operate with two DCS installed in the control panel, directly in front of each pilot, above the primary EFIS displays. Figure 6-8 shows the layout of the display controller. Each display controller is comprised of the following functions: . . . . . . Baro Set Control Menu Driven CRT Display Display Controller CRT Brightness Control 10 Menu Defined Line Select Keys DC Menu Parameter Set Control 10 Display Function Keys MAP Mode COMP Mode PLAN Mode NAV Mode SENSOR Mode FLT REF Mode TRS Mode SYSTEM Mode TEST Mode DISP Mode
The following paragraphs describe each mode controlled by the function keys. Digital outputs transmitted on theASCB are listed in Table 6-5.
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Page 173 Aug 15/91
6.
C.
(1) DC Modes
- General
Before discussions of the specific DC modes can begin, some discussion on the display conventions used must be given to enhance the descriptions that follow.
(a)
DC Parameter Selected For Display - A selected parameter i.s displayed on EFIS/EICAS only when the item is boxed on the appropriate menu. The absence of a box means that the item is not being displayed.
(b) DC Parameter Selected For Set - The first selection of a line select key by a settable parameter causes the parameter to be shaded (i.e., inverse video). When inverse video is displayed, the DC set knob can be used to change the value accordingly. In the normal set sequence of a given parameter, selected for for display. set is followed by selected (2) DCMenu Declutter Mode
The DC power-up state is the menu declutter mode as shown in Figure 6-9. This mode may be selected at any time by depressing the active Selection of the declutter option has (annunciated) function key. no effect on any of the menu selected items. (3) MAP Mode Generally, the MAP function is comprised of the following items: . .
q
. .
(a)
Bearing Pointer Source Selection Flight Plan Declutter Options Wind Display Vertical Profile Optional TCAS (Refer to paragraph 6.C.(15)(b). MAP Function Key Selection - Selection of the MAP mode causes the function key to be annunciated along with the MAP menu to be displayed on the DC CRT (Figure 6-10). If the ND is in the COMP (compass) or PLAN modes, the ND will configure to the MAP display format.
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MAINTENANCE
Honeywell !%!$AA.
1 t I
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1 1 f GAC L r
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MAP Mode Menu Figure 6-10
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Honeywell !!!!!!~.c
6. C. (3) (b)
Bearing Pointer Source Selection - The first row of this menu is dedicated to selection of the bearing circle sources. The second row of the menu is comprised of the bearing diamond
Selection of the left line select keys move the box sources. across the row (left to right) through the bearing sources. With the box on the extreme right-hand source, the next selection of the left line key, removes the box from the menu.
This is how bearing pointers are removed from the display (PFD/ND). Another selection of this key, will bring the box up on the left side of the row. The right line select keys in the first two rows operate the same except that the box moves from right to left. Selection of the AUTO mode forces the particular bearing pointer source to be the same as the active navigation source. The pilots AUTO selection appears on the bearing circle (No. 1 sources) pointer only as shown in Figure 6-10. The copilots AUTO selection appears on the bear ng diamond (No. 2 sources) pointer only. The bearing po nter power-up
defau ts are:
- AUTO Pilot Copilot - AUTO (c) Waypoint Declutter Mode - The selection for this mode is displayed on the DC CRT as ID WAYPT. This selection has three modes as described: independent
I ID WAYPT
IDWAYPT
- This is the power-up mode for this parameter. With the box surrounding the entire mode, the active flight plan waypoints and IDs are displayed on the MAP display format. This is the next selection of the line key. With the box surrounding only the WAYPT label, the active flight plan waypoints are ~;:~):yed without IDs on the MAP display .
IDWAYPT
- This is the next selection of the line key. With both the ID and WAYPT labels unboxed, the active flight plan waypoints and IDs are not displayed on the MAP display format.
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MAINTENANCE
Honeywell !!!W!4A&.
6. C. (3)
(d) Navaid Declutter Mode - The selection for this mode is displayed on theDC CRT as ID NAVAID. Th s selection has three independent modes as described:
ID NAVAID
- This is the Dower-uD mode for this Darameter. With both the ID and NAVAID unboxed; the active flight plan navaids and IDs are not displayed on the MAP display format. This is the next selection of the line key. With the box surrounding the entire mode, the active flight plan navaids and IDs are displayed on the MAP display format. - This is the next selection of the line key. With the box surrounding only the NAVAID label, the active flight plan navaids are cll~~~:yed without IDs on the MAP display .
EElID NAVAID
(e) Airport Declutter Mode - The selection for this mode is displayed on the DC CRT as ID AIRPT. This selection has three independent modes as described: ID AIRPT - This is the power-up mode for this parameter. With both the ID and AIRPT unboxed, the active flight plan airports and IDs are not displayed on the MAP display format. - This is the next selection of the line key. With the box surrounding the entire mode, the active flight plan airports and IDs are displayed on the MAP display format.
I.w!Y_l
ID AIRPT
- This is the next selection of the line key. With the box surrounding only the AIRPT label, the active flight plan airports are $:~~~:yed without IDs on the MAP display .
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Page 177 Aug 15/91
Honeywell !$!!!~.c
6. C. (3) (f) WIND Display Selection - The WIND format
display 6-10. in either the vector can be selected for or X-Y format as shown in Figure
The power-up default is X-Y format. By selecting the line key, the box moves left to right as shown below: First Push
> XY r
Third Push
Second Push > VECTOR > OFF
(9) Vertical Profile - The vertical profile mode can be selected for display on the MAP mode format. The power-up default for this mode is VERT PROF selected for display (boxed). This function is an alternate action selection on the DC (i.e., boxed/unboxed). (h) MAP Selections General - Bearing pointer and wind display selections made on this menu also change the selections on the COFIPmode menu, and will be reflected on the COMP display if subsequently selected. Flight plan declutter selections made on this menu are also changed on the PLAN mode menu, and will be reflected on the PLAN display if subsequently selected.
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MAINTENANCE
Honeywell !i!!!!!%h.
6. C. (4) COMP Mode Menu The COMP function
q
is comprised
of the
following
items:
Bearing
Pointer
Source Selection
Wind Display
(a) COMP Function Key Selection - Pressing the COMP key causes the function key to be annunciated along with the COMP menu to be displayed on the DCCRT (Figure 6-11). IftheND is in the MAP or PLAN modes, the ND will configure to the COMP display format. (b) Bearing Pointer Source Selection - The bearing pointer source selection operation is the same as the MAP mode discussed in paragraph 6.C.(3). Selections of bearing sources on this menu also change the selections of bearing sources on the MAP menu, and will be reflected on the MAP display if subsequently selected. (c) WIND Display Selection - The WIND display format selection operation is the same as the MAP mode discussed in paragraph 6.C.(3). Wind display selections made on this menu also change the selections on the MAP mode menu, and will be reflected on the MAP display if subsequently selected. (5) PLAN Mode Menu The PLAN function is comprised of the following items: . . . Flight Plan Scroll - FORE/BACK Map Declutter Options Wind Display PLAN Function Key Selection - Pressing the PLAN key causes the function key to be annunciated along with the PLAN menu to be displayed on the DCCRT (Figure 6-12). IftheND is in the MAP or COMP modes, the ND will configure to the PLAN display format.
(a)
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Page 180 Aug 15/91
6.
C.
(5)
(b)
Flight Plan Scroll - The pilot and copilot have the ability to scroll the active flight plan in either the forward (FORE) or backward (BACK) direction. The line select key may be single stepped (one push at a time) or held down for a slew of the
flight plan. appropriate A box is drawn around the BACK or FORE labels as
as long as the line key is held down.
(c)
Flight Plan Declutter Options - The ID WAYPT, ID NAVAID, and ID AIRPT operation is the same as the MAP mode discussed in paragraph 6.C.(3). Flight plan declutter selections made on this menu are also changed on the MAP mode menu, and will be reflected on the MAP display if subsequently selected.
(d) WIND Display Selection - WIND can be selected for display on the PLAN mode format. The power-up default for this mode is WIND not selected for display (unboxed). This function is an alternate-action selection on the DC (i.e., boxed/unknown). The format of the WIND display is fixed on the PLAN mode format. (6) NAV Mode
The
NAV menu, as shown in Figure 6-13, is comprised of the following functions:

q
Active Navigation Source Selection -
I
.
Flight Management System (FMS) 1 or 2 NAV 1/2 (VOR or ILS) MLS 1/2 (Option) ILS 1/2 (Option)
LASERTRAKW Mode (LTRK) (Option)
Preview
Source Selection
FMS 1/2
NAV MLS 1/2 1/2 (Option)
ILS 1/2 (Option)
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6.
C.
(6)
(a)
NAV Function Key Selection

the function be displayed
- Selection of the NAV mode causes key to be annunciated along with the NAV menu to on the DC CRT (Figure 6-13). The NAV mode
function is used to select the active navigation source A NAV function key selection has no displayed on the PFD. NAV source selections effect on any of the display formats. are made using the menu driven line select keys and control only the on-side displays. (b) Active Navigation Source Selection - The first four lines of the left side of this menu are dedicated to selection of the in this mode effect the onSelections PFD navigation source. side displays only. The power-up default in this mode is as follows:
Pilot Copilot - NAV 1 - NAV 2
There is always one source selected for display. Alternate activations of the same line key moves the box between the 1 Selection of a different and 2 selections of the same source. line key moves the box to the number 1 or 2 source of that
line. All of the possible sources are shown in Figure 6-13. The DC must be wired in the aircraft to get the MLS, ILS and LTRK selections shown on the NAV menu. Although the aircraft may be wired to show MLS on the NAV menu, the optional TCAS/MLS DC-884 Display Controller, Part No. 7007540-941/942, must be used to select MLS as the active NAV source. See paragraph 6.C.(15). (c) PREVIEW Mode Source Selections - When the PREVIEW line select key is pushed, the PREVIEW submenu is displayed on the DC CRT as shown in Figure 6-14. The power-up default of this mode is all sources deselected. The NAV sources on this page are identical to those on the main NAV menu. Multiple activations of the same line select key moves the box left to right as shown:
> r
First Push >1
Second Push >2
OFF
Third Push
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Page 182 Apr 15/93
IWJ;:PANCE
Honeywell
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IFMS NAV ILS
III 1 2 1 2 1 2 PREVIEW
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information
Page 183 Aug 15/91
on this page is
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to
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restrictions
Honeywell !!!!!!!by
Selection of a short range NAV source (NAV, ILS, or MLS) brings up the CRS SET window adjacent to the NAV 1/2 selection. The
The window window is initialized to O degrees. (inverse video) and boxed. The pilot can then comes up shaded
change the course of the previewed source through the DC parameter set knob. The line key adjacent the CRS SET window has no function. This window is only shown (activated) when a short range NAV is being previewed. If the previewed source is an FMS, desired track is automatically set by the FMS and the CRS SET window is removed from the preview menu.
The RETURN key brings up the main NAV menu. The preview selection, on the main NAV menu, is boxed if a NAV source is selected for display on the submenu. To clear a PREVIEW problem, all sources on the submenu must be deselected. 6. C. (7) SENSOR Mode The SENSOR mode function is used to change the normal display sensor configuration in the event of failure conditions. The SENSOR menu is shown in Figure 6-15. (a) SENSOR Function Key Selection - Selection of the SENSOR mode causes the function key to be annunciated along with the SENSOR menu to be displayed on the DC CRT (Figure 6-15). The SENSOR mode menu is used to select the active sensors displayed on the PFD and ND. A SENSOR function key selection has no effect on any of the display formats. SENSOR source selections are made using the menu driven line select keys. (b) Sensor Source Selections - The following source selection effect the on-side displays only: . . . Inertial Reference System (IRS) 1, 2, or 3 (Option) Digital Air Data Computer (DADC) 1 or 2 Radio Altimeter (RADALT) 1 or 2
The following selections are controlled by either side display controller: .

q
Flight Guidance Computer (FGG) 1 or 2 Data Acquisition Unit (DAU) 1 channel A or B . Data Acquisition Unit (DAU) 2 channel A or B . Fault Warning Computer (FWC) 1 or 2 . Autothrottle Computer (A/T) 1 or 2
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There is always one source selected for display. Alternate activations of a line key moves the box between the 1 and 2 The pilots (and 3 if applicable) selections of the source.
and copilots power-up defaults are as follows: PILOT IRS 1 DADC 1 RAD ALT 1 DAU 1 A DAU 2 B
FWC 1
COPILOT IRS 2 DADC 2 RAD ALT 2 DAU 1 A DAU 2 B

FWC A/T 1 1
A/T 1
The FGC power-up selection is dependent on which FGC is powered up first. The selection will be the same on both pilots DCS. All of the possible sources are shown in Figure 6-15. The DC must be wired in the aircraft to get the IRS 3 selection shown on the SENSOR menu. 6. C. (8) FLT REF Mode The FLT REF mode function is comprised of the following settable reference data (Figure 6-16): . Vspeed Reference Bugs .
q
Vl, VR, V2, VFS, VSE, VREF
Performance System Auto Vspeed Selection Mode Radio Altitude Set AOA Reference Bug
(a) FLT REF Function Key Selection - Selection of the FLT REFmode causes the function key to be annunciated along with the FLT REF menu to be displayed on the DC CRT (Figure 6-16). The FLT REF mode menu is used to set and select, for display, important reference data on the PFD. A FLT REF function key selection has no effect on any of the display formats. FLT REF data selections are made using the menu driven line select keys and DC parameter set knob.
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MAINTENANCE
Honeywell !M%!#h.
1 [
I
1
1 t
1 1 [ 1
lRS:~23DAUl:~B DAU2 : ii,l B DADC:~ 2 RADALT :1 u FWC : u 2 u2 FGC : liJ2 AIT:

AD-13605-R1
SENSOR Mode Menu Figure 6-15
I
I
f
1
VI
v, v,
:
: :
110
ml
AOA: O/ovs : RAD
.59 1.30
124 130
m
I I
1 t
VFS
v
: :
SE
ALT: [ml AUTO VSPDI 130 v REF :

AD-20868
FLT REF Mode Menu Figure 6-16
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6.
C.
(8)
(b)
Automatic
Vspeed (AUTO VSPD) Mode Operation - The power-up default for Vspeed selections is to the AUTO VSPD mode. In this mode, Vspeed information is automatically displayed on the display controller from the FMS performance computer. The source of this data is the on-side FMS except when the cross-side FMS is selected as the active navigation source on the NAV menu. The source of the Vspeed information is displayed on the DC menu as an AUTO VSPD1 or 2 as appropriate.
If the Vspeed data is valid, and the aircraft configuration matches the selections made during FMS performance initialization, the Vspeed information is boxed and displayed appropriately on the PFD. After takeoff, VREF is automatically selected by the FMS for display (takeoff Vspeeds are deselected at this time). If the data is invalid, the digital readout on the DC menu is shown with dashes. If the aircraft configuration does not match the performance computer configuration, the Vspeeds are displayed with an asterisk but are not boxed on the menu. Both conditions will result in the amber VSPD annunciation. Selection of any line select key adjacent to a Vspeed will cancel the AUTO VSPD mode on both pilot and copilot DCS. The values remain displayed and can set manually as discussed in paragraph 6.C.(8)(C). (c) Manual Vspeed Set Function - The first selection of a line key causes reverse video to appear around the parameter. The value can then be set between the ranges of 80 and 250 knots. The DC allows the values to be set and displayed with the following restrictions: . The Vspeed order is always maintained as follows:
-
VI, VR, V*, vF~, v~E
. .
q
VI can never be set higher than V~, and V~ can never be set lower than V1. Vz can never be set any closer to V~ than 4 knots. VF~ can never be set any closer to V2 than 4 knots. V~E can never be set any closer to V~~ than 4 knots. VREFset for display cancels (unboxed) all other displayed Vspeeds. Displayed V~EFis cancelled (unboxed) with the selection for display of any one of the other Vspeeds. Vspeeds are settable from either side DC.
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MAINTENANCE MANUAL
GULFSTREAM IV
6.
C.
(8)
(d) AOA Reference Bug - The first selection of either the AOA or %VS line key causes the inverse video to surround the AOA and %VS parameter. The AOA and %VS are set together using the DC parameter set knob. The range of set values is 0.2 to-0.59 AOA and 1.5 to 1.3%VS. For values greater than 1.5% VS, the %VS window is blanked. The second selection of either line select key boxes both the AOA and%VS. Only the AOA value is displayed (the%VS setting is for reference only) on the PFD. The power-up default for these parameters is 0.59 AOA and 1.3 %VS. The selection for display affects the on-side PFD only. (e) RAD ALT Reference Select - The first selection of the line key causes inverse video to surround the last set value. The value can then be set in the range of O to 2500 feet. The selection, for display, of this parameter effects only the on-side PFD format.
(9) Thrust Reference System (TRS) Mode Menu The TRS mode is comprised of the following selections and settable reference data (Figure 6-17 and 6-18): . Selection of Performance System Computed EPR Limits Takeoff (TO) or Go-Around (GA) EPR Reduced Takeoff (FLEX) EPR Climb (CLB) EPR Cruise (CRZ) EPR Maximum Continuous (MCT) EPR
q
Performance System AUTO EPR Selection Mode MAN EPR Limit Set Mode DUAL/SPLITMAN EPR Limit Set Capability
. .
(a) TRS Function Key Selection - Selection of the TRS mode causes the function key to be annunciated along with the TRS menu to be displayed on the DC CRT (Figure 6-17). The TRS mode menu is used to set and select for display important reference data on the engine display. A TRS function key selection has no effect on any of the display formats. TRS data selections are made using the menu driven line select keys and DC parameter set knob.
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MAINTENANCE
Honeywell WB!%L.
To:m
CLB: CRZ: MCT: 1 . 60 1 . 55
FLEX:
ml l; MAN 1=
I I
AD-20869
Main TRS Mode Menu Figure 6-17
~+11.25
MAN
EPR
1.25
I
f
1 1
ml
SPL
T PREVIOUS
r I
AD-7018-R5
TRS Mode Submenu Figure 6-18
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6.
C.
(9)
(b) TRS Menu General - The main menu (Figure 6-17) is used to select the displayed performance computer calculated EPR data. The submenu (Figure 6-18) is used to set and select the EPR limit manually. Both the pilot and copilot displays are identical on this menu. Selections made on either DC are shown on a last entered basis. (c) EPR Limit Source Annunciation - Data displayed on the main TRS menu is sourced from the priority PFD commanded and FMS performance computer. The data source is labeled on the menu with a 1 or 2 designator following the AUTO selection. This is the source of the data regardless of the selected mode. FMS (PZ) EPR Limit Mode Selections - EPR
displayed on the main menu of the TRS limit data is
(d)
mode.
The data is
labeled as follows: Mode Takeoff or Go-Around Climb Mode Cruise Mode Maximum Continuous Reduced Takeoff Label TO or GA CLB CRZ MCT FLEX
The reduced takeoff EPR, labeled FLEX, is displayed only when activated on the CD-81O Control Display Unit. This value is treated as a target on the engine display (green bug) as opposed to a limit (white tickmark). When selected, the FLEX target value and the TO limit value are both selected. The power-up default is AUTO mode. This mode selects the appropriate rating based on phase of flight and is accomplished by the priority FMS-PZ. The AUTO remains selected in this mode, and the active rating is also selected (boxed) on the menu. Manually selecting a rating on this menu is accomplished by depressing the appropriate line select key. This cancels the AUTO mode. Invalid data is shown by displaying a dashed line through the digital value.
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6.
C.
(9)
(e)
key on the main menu causes the TRS submenu to be displayed (Figure 6-18). With DUAL mode selected, selection of either line select key adjacent to the MAN EPR values show inverse video Both values are set via the DC around the last set EPR value. This value is settable from either DC on a last set knob. Subsequent selections for set will cause the entered basis. digital data to be boxed and inverse video. The first entry
Manual EPR Set/Selection - Selection of the MAN line select
into this menu is shown inverse video only. This allows an EPR rating to always be selected. (f) SPLIT EPRSet Mode - With the SPLIT mode selected, the left and right EPR values can be set independently. Selection of the line key nearest the EPR value, effects only that value in the select for set/select display process. for
Mode
(10)
SYSTEM
The SYSTEM menu, as shown in Figure 6-19, is comprised of the system page display selections:
q
. . . . . .
Hydraulic System Page (HYD) Fuel System Page (FUEL) APU/Bleed System Page (APU/BLEED) Engine Start Page Engine/APU Exceedance Page (EXCEEDANCES) Waypoint Listing (WAYPT LIST) Checklist For optional TCAS; refer to paragraph 6.C.(15)(b).
NOTE : (a)
SYSTEM Function Key Selection - Selection of the SYSTEM mode causes the function key to be annunciated along with the SYSTEM menu to be displayed on the DC CRT (Figure 6-19). The SYSTEM mode function is used to select various system pages for display. A SYSTEM function key selection has no effect on any of the display formats. SYSTEM page selections are made using the menu driven line select keys. System Page Selections - Alternate activations of any single line select key toggles between system page displayed and undisplayed. The power-up default is no system page selected for display. The system page selections are made from either side display controller. Checklist Function - Selection of the CHECKLIST line key calls up the CHECKLIST submenu as shown in Figure 6-20.
(b)
(c)
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HYD FUEL I
J
ENG WAYPT
START LIST
I
t
EXCEEDANCES
I
1
APU/BLEED
lctiEcKLIsTl
r 1
AD-7014-R4
SYSTEM Mode Menu Figure 6-19
I f
I
1
1
ml
ENTER ADV ~ ADV ~ RECALL
1-1
EIVIER :
I
f
ABNORM LINE ~BACK PAGE ~BACK RETURN E

AD-11792
CHECKLIST Mode Submenu

Figure 6-20
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MAINTENANCE
Honeywell %N!#h.
6. C. (10) (d) Procedure Selection - In this menu the pilot or copilot
can select either normal (NORM), emergency (EMER), or abnormal (ABNORM) checklist procedures. Only one of these selections can be active (boxed) at a time.
(e) Cursor Manipulation and are Functions - The following line select selections key is are
momentary depressed.
q
boxed as long the
LINE ADV
Moves the CHECKLIST cursor forward through the checklist by line. Moves the CHECKLIST cursor backwards through the checklist by line. Moves the CHECKLIST cursor forward through the checklist by page. Moves the CHECKLIST cursor backwards through the checklist by page. Means by which a particular procedure is selected or checked off complete. Returns to the first unchecked procedure within a given CHECKLIST.
LINE BACK PAGE ADV -
PAGE BACK ENTER RECALL -
(f) RETURN - Selection of this key returns the main SYSTEM menu to the DC CRT with the CHECKLIST selection boxed. To deselect the CHECKLIST system page, another system page must be selected.
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6.
C.
(11) TEST Mode The TEST mode function is used to select the following crew initiated tests (Figure 6-21).
q
Electronic Flight Instrument System (EFIS) Engine Instrument and Crew Alerting SYSTEM (EICAS) Radio Altimeter (RADALT) Autopilot Disconnect Logic (A/P DISC) Angle of Attack System (AOA) Autothrottle Disconnect Logic (A/T DISC) Windshear System Test (Option) Maintenance Test
(a) TEST Function Key Selection - Selection of the TEST mode causes the function key to be annunciated along with the TEST menu to be displayed on the DC CRT (Figure 6-21). The TEST mode function is used to activate crew initiated subsystem
A TEST function key selection tests. the display formats. TEST selections driven line select keys. has no effect on any of are made using the menu
(b)
Crew Initiated System Tests - The individual line keys of this menu select the self-test mode of the named subsystem. The activated test is boxed as long as the line key is depressed. Tests are initiated for the on-side displays only. EICAS tests can be selected from either side DC.
(12) DISP Mode The DISP menu, Figure 6-22, is displayed on the DC CRT in this mode. This menu gives the following display choices. . Flight Director Command Bar Presentation .
q
Single Cue (SC) Command Bar Cross Pointer (CP) Command Bar
CAS/Mach Display Selection Metric Altitude Display Selection Baro Set Display Units Inches of Mercury (IN) Millibars (MB)
Bearing Pointer Declutter Mode (PFD)
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Page 194 Aug 15/91
the
restrictions
on
the
title
page
of
this
document.
MAINTENANCE
Honeywell WiYAAW
EFIS RAD ALT S/L ~

A/T DISC
EICASI+Z1 A/P DISC t--EEl AOA ~ ALT

l=+=
MAINT }+-]
AD-13551 -R1
TEST
Mode Menu Figure 6-21
41
FD CMD: METRIC
SC ~
ALTI I N ~]
AD-8685-R4
CASIMACH
m BARO :
DISP Mode Menu Figure 6-22
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MAINTENANCE
Honeywell !!R%AA.
6. C. (12)
- Selection of the DISP mode (a) DISP Function Key Selection causes the function ke.vto be annunciated alonq with the DISP menu to be displayed oh the DC CRT (Figure 6-22). The DISP mode function is used to configure display parameters of the on-side PFD which are not changed very often. A DISP function key selection has no effect on any of the display formats. DISP selections are made using the menu driven line select keys.
(b) Flight Director Command Bar Format - By alternate-action selections, the pilot and copilot can change their respective PFD command bar symbology between single cue (SC) or cross pointers (CP). One of these selections is boxed at all times. The power-up default is the last selected command bar format. (c) CAS/Mach Selection - Above 25,000 feet, the speed display can be selected between the CAS and Mach tapes. The CAS/Mach selection is momentary and remains boxed as long as the line key is depressed. This selection affects only the on-side PFD. (d) Metric Altitude Selection - The metric altitude display can be selected on the on-side PFD by using this line select key. The power-up default mode is the last selected state of this display. (e) Baro Set Units Selection - The pilot and copilot can select the units, IN or MB for the baro altitude set data on their respective PFDs. The power-up default is the last selected data format. (f) Bearing Pointer Declutter Selection - Bearing pointers may be removed from the PFD by selecting the BRG line key on the DISP menu. Selections made in this mode affect the on-side PFD only. (13) CRT Dim Knob The crew has control over the brightness of the DC CRT via the BRT knob. (14) Baro Set Knob Each pilots BARO set knob is tied directly to the on-side DADC. When the pilots are displaying cross-side DADC data on their PFD, they do not have control over the displayed baro setting from their respective DC. The baro set function is independent from the DC and does not require the DC to work to set the data.
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6.
C.
(15) Optional DC-884 Display Controller, Part No. 7007540-941/942, for MLS/TCAS Installations (a) MLS Source Selection The -941/-942 DC-884 Display Controller is required when a MLS is installed. The DC-884 provides a MLS installed grid/open programming discrete at pin J1-d. A ground indicates an MLS is installed. This discrete has priority over the ILS installed discrete. MLS and Bendix ILS will not be simultaneously present in an aircraft due to symbol generator port limitations. Therefore, if the MLS and ILS discretes are both set, the DC should ignore the ILS installed discrete and consider the system as MLS installed. This will aid installers of aircraft that formerly possessed a Bendix ILS should they neglect to remove the ILS installed discretes from the DC. The DC-884 also provides a grid/open MLS select discrete at pin J1-FF. Control priority over the MLS select discrete is as
follows:
q q q
.
This
On-side active NAV Cross-side active NAV On-side preview NAV Cross-side preview NAV
implies
of
that if the pilot has selected NAV 1, copilot MLS 1 will not toggle the pilots discrete. Table 6-4.1 lists the primary cases for this MLS select discrete.
selection
MLS 1 Select Toggled on MLS 1 MLS 2 Select MLS 2 Select Toggled Preview of on MLS 2
DC-884
Pilots DC Dc
NAV Source
NAV 2 MLS 2 MLS 2 NAV 2 MLS 1 MLS 1 MLS 1
MLS 1 Select
Preview
of x x x x
copilots Pilots Copilots Pilots
DC DC DC DC
x x x
x x x x x x x
x x x x x x x x x x
Copilots Pilots DC Copilots Pilots DC Copilots Pilots Copilots
DC
MLS 2 MLS 2
DC DC DC
MLS 1 MLS 2 MLS 2
x x x
DC-884 Display Controller MLS Output Discrete Logic Table 6-4.1
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A grid/open remote tune inhibit discrete is output at pin J1-GG. When toggled, this discrete shall be GND for 500 t 50
msec and then return to open state. This discrete toggles This discrete is used to when the on side MLS is exited. force the gables NAV control head to tune the DME in a continuous label stream rather than in a burst tune mode. This will allow the DME to be retuned when moving from NAV tuning source to MLS tuning source, and then back to NAV, upon the return to NAV. If this were not done, the DME would not
be returned by the NAV (burst tune only tunes on initial frequency selection) and an F could be displayed on the NAV
control head.
NAV Mode Menu Figure 6-22.1 shows the NAV mode menu when the optional MLS
is installed. Alternate activation of the left No. 3 line select key moves the box between the 1 and 2 selections of the MLS source. On the pilots side the first push of the side the 2 is boxed. key boxes the 1 and on the copilots Preview Mode Submenu
Figure 6-22.2 shows the preview mode submenu with MLS. The left No. 4 line select key is used to select the MLS source as follows:
. . c
First, push boxes MLS 1 (pilots side) or MLS 2 (copilots side) Second, push boxes MLS 2 (pilots side) or MLS 1 (copilots side) Third, push removes the box from MLS 1 or 2.
Selection of any other source (NAV or FMS) causes the MLS source to be unboxed and deselected. The selection of the #2 NAV source and preview NAV source first on the copilot side is a product enhancement unassociated with MLS integration. It simply allows the copilot to select his on-sic NAV/preview source with a single key stroke rather than double clicking the line select key, as is presently required. The course set window on the NAV preview paqe will be .removed while MLS is selected. -
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1 ~ FMS
=+Nv
E+IMLS
1
1 2 2
1
t
I
I 1
u
PREVIEW
w I
t 1
AD-34320
NAV Mode Menu with MLS Selected Figure 6-22.1
IPREVIEWI FMS 1 2 NAV 1 2 MLS 1 u

RETURN
1
r
I
t-
AD-34321
Preview Mode Submenu with MLS Selected Figure 6-22.2
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Page 196;3 Apr 15/93
6.
C.
(15) (b) TCAS Mode Selection The DC-884 provides two places to select TCAS pages: the navigation map mode menu and the system mode menu. The navigation map mode menu allows the on-side pilot or copilot to select TCAS display for the on-side navigation display. The system mode menu allows selection of the TCAS format on the system menu. The TCAS system menu is selectable by either the Also, the TCAS computer pilot or copilot from their DC-884. can automatically select the TCAS system page for display whenever it determines an intruder to be a traffic advisory (TA) or a resolution advisory (RA). This is accomplished through tying the TCAS TA and RA (preventive and corrective) lamp driver discretes to a system page select discrete on the DC-884. Navigation Map Mode Menu (See figure 6-22.3) While TCAS is installed, the navigation map menu provides TCAS selection on right line select key No. 3 The TCAS selection will be ON when boxed and OFF when unboxed. Power-up default for the navigation page menu will be to the ON (boxed) selection. On the ND map menu, TCAS selection will not deselect any other mode. System Mode Menu (See figure 6-22.4) While TCAS is installed, the system mode menu provides a TCAS page selection on left line select key No. 5. TCAS selections will be ON when boxed and OFF when unboxed. Selection of the TCAS system page by either the pilot or copilot causes it to be displayed on both DCS. TCAS system page will be selected on a last entered basis. Power-up default for the system page menu will be to the OFF (unboxed) selection. When TCAS is selected on the system menu, all other selections will be unboxed. Navigation Display Compass and Plan Modes TCAS selections will not be available in the ND compass mode. TCAS selections will not be available in the ND plan mode. Automatic TCAS System Page Select When the TCAS system page select pin (J1-m) transitions to ground (falling edge), the TCAS select mode on the system mode menu will be boxed. The TCAS selection on the system page shall be capable of being deselected (another mode selected - checklist, waypoint list, etc.) even if the discrete remains in the grounded state. This discrete will be debounced 200 msec. DC Pin Assignments for TCAS Pin 115/Cl15Jl-j is TCAS installed. Pin 115/Cl15Jl-m is TCAS system page select.
a
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to the restrictions
a
=%
~+1
r
BGo BGO
FMSI FMS2
VORI VOR2
ADFI ADF2
AUTO
1+-1
I
lmmnl
I D NAVA I D[ [VERT WIND
m
PRo F i= XY VECT IEI
!
11
AD-34322
MAP Mode Menu with TCAS Selected

Figure 6-22.3
I I
1
1
HYD FUEL APU/BLEED
ENG START EXCEEDANCES WAYPT L I ST

f t
m
Figure
CHECKLIST
r 1
I
AD-34323
System Mode Menu with TCAS Selected

6-22.4
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FTIUSIHVAR SCALE RSBAPPROX RESOL/LSB POS SENSE NOTEFuRMAT USP Bit BIT FUNCTION ...II ...... ...............-...*---...---------------------------------------------l---1 -----------------l-----------------1 ----1-------1 11 I HDLCFLAG 7E HEX -------------------------------------------------... ......I I ~-~~~;;~-------------lIPACKEO~wlc I l-----------------l---------------"-1~~;~i--------i :1 6550 LDGIC1 = TEST TEST LOGIC1 - VALID DC VALID LOGIC1 TRANSMIT TRANSMI T/l!ECE lVE SPARE COUNTER O-711EX 2U H - PILOT 2F N - COPILOT 1 7-; DC ADDRESS ..-..----.........................II ----------------------------I -------------------1 ---1 --------------------------------l;;;~ 1 i-------I HAVFONMAT SELECT 21 6552 SPARE 2 1s LOGIC1 ON mAP/colw INDS M 2 14 LOGIC1 = OH AIRPORT ID 2 13 MIMIXV / vECTOR LOGIC1 XV 212 HAP LOGIC1 = SELECT 2 11 cOMPASS LOGIC1 = SELECT 2 10 LoGIC1 SELECT PLAN 29 PLANMINDS LOGIC1 = ON 28 WO;~LUITER 2 LOGIC1 ON 21 UAVPOINTS LOGIC1 = ON 26 AIRPORTS LOGIC1 = ON 25 UAVPOINT IO LOGIC1 = ON 24 NAVAIO 10 LOGIC1 ON :; VERTICAL ROFILE P LOGIC1 ON 1 1 1 : 15 14 13 :f~l
s q q q q q s
FPLN SCROLLFORE 21 LOGIC 1 = SCkuLL FPLN SCROLLBACK 20 LOGIC 1 s SCROLL --- ...... I------------------------- -----------------------------II I....................II ................. I -----------------l;;fil--------l BEARINGSELECT 31 IIEARIHG O 3 6554 w LOGIC 1 q SELECT 316 ;l#/DC 11 ONI.V) 3 14 LOOIC 1 q SELECT 313 LOGIC 1 q SELECT ADF 1 312 LOGIC 1 q SELECT FNCS 1 311 LOGIC 1 q SELECT SPARE ::0 SPARE SPARE 38 BEAR:NG(> 3 3? LOGIC 1 q SELECT 36 VOR 2 LOGIC 1 = SELECT ADF 2 35 LOGIC 1 = SELECT WCs 2 34 LOGlC 1 = SELECT SPARE 33 32 SPARE SPARE 31 AUTO (DC #2 ONLV) 30 LOGIC 1 = SELECT ...I...... l-------------------------l----l-------------------------l -------------------- --.. ---.--* --I-----------------l-------. 11 l--------l
SCALE RSB APPROXRESOL/LSB POS SENSE FTIU SIFWAR NOTE FORHAT 611 FUNCTION USP BIT ..- ------------------------------l----l-------------------------l --------------------l--l----------------l----------------1;;-;1--------1 I TESTtUN)E 41
SPARE HAINTTESTENABLE LOGIC1 EHABLEO UOU GNO LOGIC1 UOH 43 MAINTTESTSELECT LOGIC1 - SELECT 42 SPAflE 4 l-o ..------.........................II ..-*........................- --------------------l---1 I I -----------------l ----------------I;;i;l--------l 51 SY~Sl~,~OE 5 15-12 HEX CODE 655a 00 = HYD 5 5 01 AC PDUER 02. Dc PouER 5 03. MAYPTLlsT 5 04 . FuEL 5 5 05 = APU/BLEED 06. ENG EXCEEUANCE s
q q q
4 Is 4 14 4 13 4 12 4 II 4 10 49 48 ::-5
EFIS ElCAS RADIOAI.T HINGSIIEAR AOA S1 AOAAll :; ~;):
LOGIC1 LOGIC1 = LOGIC1 LOGIC1 = LOGIC1 LOGIC1 LOGIC1 = LOGIC1

q q s q q
TEST TEST TEST TEST TEST TEST TEST TEST
6556
5 : 5 5 5 11-10 :9 58
01. 00. 09. OF .
cllEcKL[sT s~RY Em sT~T oFF
OA - OE - SPARE
-.
LOGIC 1 q EMERGENCY LOGIC 1 q ADHORNAL LOGIC 1 - NORMAL :: LoGIC 1 q ADVANCE 55 LOGIC 1 q ADVANCE 54 LOGIC 1 = RECALL 53 LOGIC 1 q ENTER 52 LOGIC 1 q SELECT 51 LOGIC 1 = llACK 50 PAGEBACK LOGIC 1 q BACK ... I ...... l-------------------------l----l-------------------------l--------------------l---l ----------------1----------------1----1 -------1 -
SPARE CHECKLISTSELECT ENERGEHCY ALINORHAL NORMAL LINE ADVANCE PAGE ADVANCE RECALL ENTER IHDEX LINE IIACK
FTIU SIWAR SCALE RSII APPIIOX ESOL/LSt) R pOs sENSE BIT FUNCTION NOTE FORNAT NSP BIT ----------------.......---------.-.I...... l;~;;~-;~;;------------l----t-------------------------l-----"--"-----------l-"-l 1;;;;1--------1 I
6 6 15-14
; 6 13 6 12 6 11 6 10 69 68 6? 66
6
INS
6 W&c,;$z IIAUIO ALT 1/2 I)AU A/t) 1 I)Au A/ii Z SPAUE AFLX 1/2 AWOTHtlOITLE l/Z
01
00-lRSl
q
655A
10. IMS 3 11 . #oT usED Loolc 1 q OAOC 1 LOGIC 1 q FW i LOOIC 1 q HAOIO ALT i LOOIC 1 * DAU IA L061C 1 q DAU 2A LWIC 1 = AFCS 1 1 LOOIC 1 q AUTUTIIROTTLE
IJIS 2
w-
SPARE 65-0 --- ------;tiii-ii;-fi;;--"---- l---l--"----------"---------"-l--------------------l---l---------"-------l-----------------t;;;;l--------1 ,1 655C LOGIC 1 q SELECT ? )5 NAv 1 NAv 2 LOOIC 1 D SELECT 1 14 FKS 1 LOGIC 1 q SELECT 1 13 WCs 2 1 lZ LOUlC 1 q SELECT HLS 1 L061C i q SELECT J 11 NLs 2 1 10 100IC 1 q SELECT 11S 1 L(N31C q sELECT I 11S 2 ;: &OOfC 1 = SELECT LTRK LOOIC 1 q SELECT 7? SPAUE 16-0 --- -------t---t----------------------"--l--------"-----------l---1----------------1---------------- 1-------l;;;; I tfi;;;;~;;;;;:---" tli 8 t5 NAu i l~IC 1 = SELECT 655E NAv 2 8 14 100IC 1 q SELECT FNCS 1 8 13 100IC 1 q SELECT FMCS 2 8 }2 LOOIC 1 = SELECT 8 11 HLs 1 LOOIC 1 q sELECT 8 10 NLs 2 LOUlC 1 = SELECT M9 ILS 1 WJIC 1 q sELECT 11S 2 88 LWC 1 q SELEC1 SPARE 81 SPAUE 86 as SPARE SPAKE 84 TRANSITION SEL LOOIC1 = SELECT :.:-0 m SPAIIE . . --- -----I l-------------------------l----l-------------------------l--------------------l---t----------------- 1---1---------------- 1--------1
IIISP BIT
FTJU SJJWAR SCALE RSB APPROXRESOL/LSB POS SENSE NOTE ,FORMAT BIT FUNCTION ---.--1 -----I------------------------- ........................-I--------------------l--I l----------------l----------------- i-------l---I
9 9 15 9 J4
9 13 9 12 9 11 9 10 99 98
THRUST EFERENCErsf40DE R s LOGICI AUTOV SPEEII SELECT LOGJC 1 AUTOEPR SELECT

TO/GAEPR SELECT CLB EPR SELECT CLB-D EPR SELECT CRS EPR SELECT CON EPR SELECT EPR DUAL/SPLIT
q q
SELECT
SELECT SELECT SELECT SELECT SELECT SELECT
6520 6560
LOGIC 1LOGJC 1 q LOGIC 1 s LOGJC 1 = LOGIC 1 q
FOCTRCL FDCTGATL FOCCLBTL FDCCLBPL FDCCRSTL FOCCONTL
91
FLEXEPRSELECT
1. ~AL LOGJC1
0. sPLIT SELECT
9,6-0 ..- -----l----l ~~;;;;;;~--------------l~-~-~~~~;~----l;~-l;~~~~;;~;~~;~---i -----------------i ~~~~t------l 1 :: ;5i4 RSV - REL HEAOINGSELECT 6562 SPARE LOGIC I = SELECT SYNC SELECT 100...II ...... ......................... l----i ~fi~;~~~-----------~ ~l-~~~-fi~---------[;~l~-&&~~~~~~--l- --------------1~~~~1-------1 . 11 15-4 REL COURSE#l SELECT 6564 SPARE 11 3-1 LOBJC 1 = SELECT 11 0 SYNC SELECT
-::Y:-----------------
--------I l-------------"-----------l----l~~~;~;~~~~---------------l~-J-;~~-~~~---------1~-l;~~;~;~;~~~~~---l-----------------i~;;~i :: :5;4 REL COURSE/2 SELECT

6E66 SPARE LOGIC1 = SELECT 120SYNC SELECT -------------------- ..... I.................... I--- 110,0 ................. I-----------------l;;;; J--------l ---II -.... ............------------~ ~7B1 1----1 BJNARY 0-511 KNOTS . . :! :5;7 V15:j:~ SET (80 - 250) . 6560 LOGIC 1 = SELECT 130 oISPLAYSELECT -------------------- 110,000781 ---.. ------......................... l----l ------------------------l. ~NoT~ - ~11 f ~ ................-1----------------- 1--------1 1;;;; BINARY . . 1415-7 V25;~~[o SET (Bo - 250) 146-1 656A LOGIC 1 s SELECT 140 DISPLAYSELECT --- ------.............-----------.... ------------------------I ;---;;;~;fifl-------l-; t;-~fi-~;;;------l ----------------- l---1--l I;;;; II 1 BINARY 1515-7 Vrsj~f;OSET (Bo - 250) . . ;$ $-1 656C DISPLAYSELECT LOGIC 1 s SELECT .................... I-; I;-J;;;;;;-----I --- ..---- ------------------------1 ----------------------------lB,my I -----------------l;;;; I--------l 1 1615-7Vrg~A:gEED (BO- 250) SET 0-511 KNOTS . . 166-1 656E LOGIC 1 = SELECT J6 o DISPLAYSELECT ... II ...... ......................... l----l~;~i---------- I --------l~---~&~~~~i;~------------------------l----------------~~~~-l ------- . WR;LT SET (O - 2500) ;; :5i4 . . 6570 170 LOGIC 1 = SELECT OISPLAYSELECT ---II .---.- --;;~------------------l I.............--------------l----------------l ----------------I;;;I--------l --------------------l--1 lB 15-0 6572
CA
Iv
N
I
. 195-8 s -. . . 19 7-1 SPARE 6514 190 DISPLAYSELECT FOCNAOAL ..-I....-. l-------------------------l----l-------------------------l--------------------l---l-------"---------l-----------------l----l--------l
. .I . .l~~~~ii~~~-~~~~~~~-~--~~j---li~~~~~~~~~~~---------1~;--i:~;-~~~--------1-~-1~-~j~-~~~~~--l~~--------"-. .. ..
i?
o .
RSB APPROXRESOL/LSB POS SENSE FTIU SIMVAR SCALE NOTE FORMAT BIT FUNCTION USP BIT ---..- .-... f.------------------------ 0-----------------------l-~l~-~;;~-&~~j~;---l~~~~-------------l~~~~ 1~~~~~~~-1 I-------------------. . BINARY 0-5.11 EPR 2015-7 L ~PR#D SET (0s85-2.0 11 6576 206-1 FOCLEPRL LOGIC 1 = SELECT DISPLAVSELECT 200 -*--------------------........................--------------------... II ...... ---... 1-----------------1 ;;;1;;;;;;;-1 I-------------------~ 100,,0 ~oo781 I .* BINARV 0-5.11 EPR 21 15-7 R EPR W SET (OoB5-2.0 11 65?8 SPARE 21 6-1 FDCREPRL LOGIC 1 q SELECT 210 OISPLAYSELECT ---- ------------------------..- ------ ----------------------1 In,wy ;---;ii-~~~;-------l";-li---~;;;;i;---l---"-"--------"--l;;;;l--------l I
657A LOGIC1 SELECT oIsPLAY SELECT 220-------------------- ,.,0007812 1-----------------1 -................... ..--.. -----------------J -----.----* .---..---. -Q----..------I ~ I~ ;;;1--------1 I 11 /1 . BINANV 0-511 KNOTS Vf;psS~~ED (80-250) SET 235-7 657C 236-1 LOGIC1 = SELECT OISPLAV SELECT 230 ----------------------------..-..-..l;;;-;;;~;;;~;~;--------i --------------------l---1----------------1-----------------1 ;;;;1-------I I I I 24 O 1 CROSS-POINTER CUE 657E FO C140 AR B 24,15 1. TOOGLE CAS/HACH OGGLE T 24 14 ~.oN o.oFF l);)~NG POINTERS ;: :;
q q q
;::5i7 VS:P:;::D (80-250) SET
BAROFORMAT ::;~-llno=nl 24 10 W&C UT 24 9-o -----------------------------II .----- ----------------------1----ITBO l-----------------l----------------lfi#-----I I--------------------l--25 15-0 NAINT TEST UORO 6580 ..-II --------------------------------* -------------------- ------------------I I-----------<-----1 11 -*----------------------II, ;;;;1-------I 26 15-0 SPARE Iii 6582 . .II *-. . --. ------------------------- -*------------------ 1 --------...................-II ................-I ------------------+ ;;I--------J II 27 15-0 SPARE 6584 ..-II ..---- ......................... II -----------------------------.... ........I 1-------------------- ----------------II I...............- 165461 28 15-0 CNECK SUN SUM OF MORDS 6586 ---II ------........................-I ---- ------------------------.................... l---l-----------------l I ----------------b-l--------l ICRC ERRORCIIECK 29 6500 ... ......I ------------------------- ----------------------------------------------- ................. --II I II I-----------------l----l--------1 NOLC FLAG 7E HEX ---II ------..............-------------- --------------------------II 1-------------------- ................. I II -----------------l----l -------I
24 11
3of
WSPBIT -1-+ rwn CTD -u-l (D>

ml-
..-: . . ..-. l.. -.. ------215 TCAS
BIT FUNCTIW .-..
NOTEFOFWT -- . . . . ...!.... ~... -.------
SCALE
. . . . ..--. -.-.. l --------------------
RSBRE93LUTICWLSB POS SENSE 1... 1. . . ..--- .----- .-- 1----------------II I

- l -----------------
FTU_lSIMVAR ~.. _l-_. _.

I
LOGIC 1 = SELECT
~-----------------------------~.----.-. -.- . . . . . ..-j.. ~-------------------------------
--- l --------------------------------
5115-12
DE
ID
IWJ
HEX CCOE = HYD 00
.0
-u -.. [.-. --- {------------------------76-1 SPARE 70 MLS INSTALLED -.. l.-. -.. !------------------------I cc = TCAS fXl - OE = SPARE :-----------------------------LOGIC 1 u INSTALLED 1------------------------I [---- .--. -.- . . . . . . . . . . . .. I ----------------I l... - . . ..-- . . . . . ..--I [--------------------:... --.. - . . . ..-. -A l ------------I ~---. j-------I I I I
U-I
I -...
~.-...
------------
Iii
UJ
MAINTENANCE
Honeywell Wt!%%b
r
J1 (H] PANEL DIMMING CONTROL { (L]
28 VT05V
CONVERTER
II
28 V DC POWER 28 V DC POWER RETURN
TRANSMIT ENABLE
TIMERI INTERLOCK
CHASSIS GND SIGNAL GND

E -+ h
(H: ASCB PRIMARY BUS { (L
R s
MATCHING/ ISOLATION NETWORK . , &
T~ANSMIT INTERFACE
m
POWER MONITOR
J2J
A BUS H)
I
MATCHINGI ISOLATION
+ e RECEIVE lNTERFACE/ MUX
CLOCK GEN
t DATA w MANCHESTER
rDsuvpF&GoT
I
POWER HOLD
{ (L)
NETWORK ARO /
ENCODERI DECODER A
I
I CPU SYS
EPROM CLOCK
UP t SYS
RAM
L
BARO SET (W) M
BUS SELECT
DATA
DATA
1A
L. .-
(L)
-1
J1
I
~
HDLC SERIAL INTERFACE

ENCODER/ DECODER
m-
I
ANNUNCIATORS AND DRIVERS
DAY/NIGHT LAMP TEST (H { (L
DD v w
TO SHEET
ANNUNCIATOR
POWER
I I I I I I I I II I -1 I .-l I I I I I I I
1 I I
2
DC-884 Display
Control ler Block Diagram Figure 6-23 (Sheet 1)
22-14-00
Page
198.5/198.6
Aug 15/91 Use or disclosure of Information on Ihm page K subject 10 the restrictions on the Itle page of this document
MAINTENANCE
Honeywell !Mti+th.
r a , ,1
J2 (H) PHOTO SENSOR 1 { (L) (H) PHOTO SENSOR 2 { (L) (H) PHOTO SENSOR 3 { (L) [ FROM DC VALID OUT SHEET 1 R S T U V W LVPS DC VALID
DEFL STATUS
I
-?
MONITOR
4
CPU STROBE
DISCRETE OUTPUT BUFFER
DC VALID
CPU STATUS
FGC LEFT PRIORITY FGC RIGHT PRIORITY ARINC ILS 00 MLS 00 MLS 01 WINDSHEAR INSTALLED
F
OCUS G2
GI VIDEO
CRT CONTROLLER
VIDEO INTERFACE (PING/PONG)
AMPLIFIER
PILOTICOPILOT IRS TRIPLEXIDUAL LTRK INSTALLED wow EMER CHECKLIST CHECKLIST SUBTEST FGC RIGHT PRIORITY SELECT ENABLE SELECT SELEC1 DISCRETE INPUT BUFFER i
1 x
HEATER
HV SYNC
4I
FUNCTION AND LINE SELECT KEYS
DEFLECTION AMPLIFIER
t +
DEFL STATUS
MAINT TEST ENABLE CALIBITEST MLS SELECT FGC LEFT PRIORITY OUT KEYBOARD INTERFACE
SELEC1 J2
-1
BRT COURSE COURSE SYNC NO. 1 SYNC NO. 2 ml CRS SELECT NO. 1 (H) { (L) CRS SELECT NO. 2 (H) { (L) 1 S Q ~ U E
I
PARAMETER SET INTERFACE
I
I
/-
, J
AD-30253, SH2#
I I I I I I I I I I I I I I I I I I I I I
DC-884 Display Controller Block Diagram Figure 6-23 (Sheet 2)
22-14-00
Page 198.7/198.8 Aug 15/91
on the title page of Ihm document.
Use or disclosure 01 mlormahon on this page
IS sublecl
10 the reslrtctlons
MAINTENANCE
Honeywell M%AM.
22-14-00
Page
198.9 Aug 15/91
6.
D.
DA-884 Data Acquisition Unit (See Figures

and 6-7.)
6-24
and 6-25,
and Tables
6-6
AD-20325
DA-884 Data Acquisition Unit Figure 6-24
Dimensions
(maximum): in. in. (384.3 (124.7 MM) mm)
Length ... .. .. .... . . . ... .. .. ...... .. .. .. .... . 15.13 Width . ... .. .. .... . .. ..... . ..... .. .. .. .... .. . . 4.91 Height . .... ...... . .. ..... ... ..... .. .. .. .. .. .. 7.62
in. (193.5 mm) dc, 15W
Weight (approximate) ..............................
10.5 lb (21.3 kg)
Power Requirements .................................... 28V
Mating Connector J1 .............................. TR2P106P1O6PT-OOO1 Mounting ....................... Tray, Honeywel1 Part No. 7003272-901 DA-884 Data Acquisition Unit Leading Particulars Table 6-6
22-14-00
Page 198.10 Aug 15/91
Use or disclosure
of information
to the restrititons
Honeywell
The DA-884 Data Acquisition Unit based analog/discrete to digital
engine signals parameter signals, both from aircraft sensors.
GULFSTREAMIV
MAINTENANCE MANUAL
(DAU) is a multipurpose microprocessorconversion unite The DAUS receive all

and with miscellaneous an engine and
analog and discrete, Each DAU is paired
receives signals from only that engine. In order to preclude the total loss of engine sensor data, each DAU is configured in a dual manner. The duality inherent in each unit includes the following: . . . c Dual/independent analog input buffers Dual/independent A/D converters Dual/independent data processing Dual/independent output ports . ASCBA ASCB B
Dual/independent power supplies
With the exception of thermocouple and thermistor type sensors, the DAU is independent of other users of the engine or aft data which it receives. The failure or removal of a DAU or the failure of a single channel in the DAU will not, with the above noted exceptions, affect any other sensor users. This requirement is dictated by the dispatch capabilities planned for the Gulfstream IV which require a stand-alone standby engine instrument display. Parameters transmitted out of the DAU will be via ASCB A or ASCB B, as listed in Table 6-7. The data on these buses from a single DAU is identical, since the A/D conversion and processing of the data are done independently but in the same manner. The utilization of the avionics standard communications bus allows the data to be received directly by several independent system LRUS. These include but are not confined to the following: .
q
Fault Warning Computers (FWC) Symbol Generators (SG) Navigation Computers (NZ) Performance Computers (PZ)
. Automatic Flight Guidance Computers (AFGC)
22-14-00
Page 198.11 Aug 15/91
FTIU SIMVAR SCALE RSII APPROXRESO1./LSB POS SENSE NOTE FORMAT 811 FUNCTION USP 811 --- -----l----l~;;~;;------------------l--------------------l---l ----------------l ----------------- 1--------1 1---I------------------------IIOLCLAG F 01
...I -----l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l-. .
1
1 1 i 1 i 1 1
15 14 i3-n
DAUCONTROL SELF TEST vALIO itATA IIEAOER
PACKEDL(MIC LOGIC 1 s TEST IN PROGRESS LOGIC 1 = VALI 00 q ALTN DATAO ol . NoT usEU 10 m NoT(JsE~ 11 m ALTN oATA1
65UO 6600 6650 66A0
SPARE 11 COUNTER 1 10-8 : v-o DAU AOORESS 2 15-11 SPARE 2 10-0 TURBINE TEPP GAS
O-? HEX
?OH=lA 72 H*2A 71H= 7311=
. II .. ------.. . . . . .. . .11 ------------------------.. .. .. ... . .. . .. ---I --------------------l --- ----------------l i ----------------1;--; 1--------1
BINARY (INT)
------------------------
O - 204?OEGC
I --------------------
11
1.0 LIEG C
6602ROATGIL
6652 66A2 l;~-;.-~
. . . II. . . . . . ---. . . . . . . . . . . . . . . . . . . . . . II---RADIoALTITUDE 3 15-3
TUO COMPLEMENT S
+/- 2553 FEET
--- . . . . . . 1131062344,4,. . . . . . . . . . . l-----------------l;;;;
32-0
SPARE
0:077930FT
6604 6654 66A4
-------- . ..-.. -.---*--- ------------------------- I-------------------- l---l-----------------l ---. --... II 1---1 -----------------i~;; ~l--------l
6606ROAPUEGI 6656 66A6 ..-.--... --------------------------------------II -------------------------l----i-"--------------"-"------l II 1-----------------1 ;;;;1--------1 515-12 SPARE 5 ]1-0 APU RPUDAU #l BINARY (INT) O - 122.3 RPM % 12 0.02913656 X RPM 6608RDAPURPI 5 11-0 SPARE OAU #2 6658
415-12 SPARE 4 11-0 APU EGTDAU 11 4 11-0 SPARE OAU #2
BINAJIY (INT)
O - 1019OEGC
12 0.24i380 C DEG
..- . .. -------------------------1 . ---------------------------II.. I I--------------------l--l----------------l ----------------1:;1--------1

69-0 6 15-9 6 U-O ...II ...... 7 15-0
6 15-10 SPARE
STABPOS DAU #1 - STAB BINARV (lNT) O - 10.23 DEG 10 0.01OEG STABUP 660ARDASTBP1 SPARE 665A FLAPPOS OAU /2 - FLAP ----------"-"-""---------l----l~!:fl:-~:::!-------------l~-:-::::-::~--------l-:-l:::-:::------.---l::!!-:::!---.----l:; A/OCAL IURATON I
660C 665C
--- .. .IspME . . .. . .. ..l----l .. . . .. I . . . .. . ... .. . . -------------------------l--------------------l--- . ..-...-1-----------------. l.---..l~l--.---.-l B 15 8 14-0 FUEL FLOU BINARY ( lNT) O - 10485 LB/llR 15 0.320 LB/llR 660E ROAFFL
665E
l-k
mco \. w Wfxi
.-. II. . . . . . -------------------------
l----l
-------------------------
l--------------------l---
l-----------------[
-----------------
1::!:1--------1
..------l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l; I 9 15-14 SPARE

9 13-0 L(N4 PRESSURE TACH (Ml) BINARY (lNT) O - 163.83 % N1 14 0.01 % N1 6610 ROANIL 6660
USP BIT
BIT FUNCTION
NOTE FORMAT
SCALE
RSB APPROX RESOL/1.S17 POS SENSE
FTIU
SIMVAR
6600 ...I ......l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------I; 10 15-14 SPARE

10 13-0 HIGN PRESSURETACH (N2) BINARY (INT) O - 163.83Z N2 14 0.0] X N2 6612 RDAN2L 6662 6682
o D
... II ------......................... 1----1 ;;;;;; -----------------l;---;:~;;;-l-----l---l ---------------l----------------1;;;; 1;;;;;;;-1 . ]2 0.0009760EPII 1115-4 ~~;[E PRESSRATIO (EPR) 6614 11 3-2 6664 FOAEDSL EPR/OAOCSOLNCE LOGIC 1 q ON-SIDE 11 1 EPR FLAG LOGIC 1 q VALID 66U4 FDAEPRVL 110 ---I-----l;;;;;--------------------l----l-------------------------l--------------------l---l-----------------l12 15-0 6616 6666
66U6 ---l ------------------------------l----l-------------------------l--------------------l---l----------------l l----------------- l-------l---[ 13 15-0 SPARE 65C0

6618 6668
. .II . ------------------ l----l ---------- ------------------------l--------------------l--l-----------------l ----------------I:Al-------I

14 15-0 SPARE
I
661A 666A
-.. -----.. . . . . . . . . . . . . . . . I l;;;&;;;;----------------l----l;fi. . . ..- I . . . . . . . . . . . . . . . . . . . l---l ----------------I ----------------1;;;; 1-------I

IEDLOGIC
66UA
:: 15 15 !4
15 14 15 13 15 13 15 12 15 11 15 11 15 10 159 :: ; 156 155 154 153 :; :
FUELFILTER FAIL COMBNYD SYS FAIL

FLT HYO SYS FAIL COMB HVO SYS NOT FLT HYD SYS NoT IGNITION 2 CA8IN PRESSLOU MAIN CABINODORS RADIOALJ FAIL COUL ANTI-ICEON MING A/l IGNITION CALL OIL PRESSURELOU ENGINtHoT PYLONNIJT FUEL LOU LEVEL FuEL PRESSURELOU
FOANVUL REVUHLOCK 150 LOGIC1 --------II -------------------------l----l-------------------------l--------------------l---l-----------------ls
LOG C18 41LOG cl= !2 LDG cl. 11 LOG cl= 12 LOG clLOG cl. #l LOG cl= J2 LOG C 1 = VALID O = FAIL LOG cl. LOG clLOG cl. LOGIC i = LOGIC 1 = LOGIC i = LOGiC i q LOGIC 1 = LOGlC 1 q
LOG cl.
DAU DAU
DAU lIAU DAU DAU
661CFOAFFFL 666CFOACNSFI
66BC FOAFIISF2 FDACNSlll WAFNSH2 FDAIGN2L FOACPL1 FDACMCD2 FDARAAFL FDACAIOL FDAUAIL FDAIGNIL FDACALLL , ~nAOPLL cn .JAENIIL FDAFLLL FllA~DI I ,.., ,L,-
...II ...... .........................l----l~&;;-i-:------------"---l--------------------l--1-----------------1 ----------------l;;;;l;;;;~~l
USP UIT
Ill FUNCTION 1
NOTE FORMAT
SCALE
NSII APPROXRESOL/LSD POS SENSE
FTIU SIHVAR
MING 101 16 15 661E FDAEIJDL LOGIC I = EHER OA1l OISCH 16 14 666E FI)ASBFL LOGIC 1 = VALID O = FAIL STALLBARRIERFAIL 16 13 66UE FDADCPFL LOGIC 1 DC PGUERFAIL 16 Ii? FDAACPFL LOGIC 1 AC POUERFAIL 16 11 FIN)AClllL LOGIC I q COOL ING TIM INE NOT 16 10 FoAPUAN1 Ii - DAU LOGIC 1 = APU ALTEIWATUN HOT 169 FDAHNSF2 12- DAU LOGIC 1 = UIHB SNEAHFAIL 169 FDACENO1 t] - DAU LOGIC 1 = COW ELEV HYO OFF 168 FDAFEII02 42- UAU LOGIC I = FLT ELEV NYD OFF 168 FUACFFL LOGIC 1 q CONVERTOR FAN FAIL 16 7 FUAWKD1 #l - OAU LOGIC 1 = SMOKEOETECT 166 FOAFLMD2 42- DAU LOGIC 1 = FLAMEOETECT 166 FOACONNL LOGIC 1 s CONVERTORHOT 165 FDMLTNL LOGIC 1 q ALTERNATOII IIOT 164 FDASVOL LOGIC 1 s Svo 163 FDAIIPNI. LOGIC 1 s BLEEOPRESSURENIGH 16 2 FDAULUNL LOGIC 1 = BLEED NOT 16 1 FDMNSL AILERONHYD SNUTOFF LOGIC 1 = 160 .. ~ . . . .~H. l,, .. .. . .. . . ... .. .. .. .. ~Au ..-I---------l;~ol-------l;~ol--------l l;fi;~y;;;;~---------l----lLw,c ... ~F . 0.. .. ..-.. -. .. .. . . .I.. 1-----------------1
17 15 17 IS
g $
gfrJ ~ti -1 :$1o ~:o
F-
= 12- DAU q ISOLATION VALVE FDAISOV1 11 - DAU = ENGINESYNC ;: - DAU AUX IIVD NOT = - DAU = 12- DAU TRU IK)T 179 = LANDINGGEAR STATUS 178 FOALGS1 t] - DAU = SPEEOURAKE EXT 17 B FDASOE2 82- DAU AFT E(jU[P OI N 11 7 = #l - DAU FUD IIAD RACK NOT = 17 7 12- 7)AU APU FIRE 176 = 11 - OAU FIRE UELL MUTE 176 q 42- DAU AUX AC PDNER FAIL 175 q #l - DAU AC EXT POUER :; : s #2 - DAU CABINOXY UN = #l - OAU 174 CABIN PRESSUREPAN = 12- DAU STALLBARR 17 3 = RESERVEO ;; ; ALT FUEL FAIL LOGIC q 1 LOGIC 1 = 170 ,~lN FUEL FAIL ... ...... ......................... I---l-------------------------l--------------------l---l-----------------l-----------------l----l--------l
17 14 i7 14 17 13 17 13 17 12 17 12 17 11 II II 17 10 :; :
SPARESTAB-FLAP GROUNDSPOILERFAIL 51N6LERuDoiNLIHIT RUODERLINIT COW RUDDERNYD OFF FLT WOOER HVD OFF ::: g::l WI rcll
.OGICI .OGICI .OGIC1 .OGlc1 .OGic 1 .OGIC1 .OGlc 1 .OGlc 1 .OGIC1 .OGIC1 .OGlc 1 .OGlc 1 .OGIC1 .OGlc 1 .Uolc 1 LOGIC 1 M3GIC 1 L@lC 1 LOGIC 1 LOGIC 1 I.OGIC 1 I.OGIC 1 I.OGIC 1
= =
q q q q q
#1 121142#l #2 11 -
DAU DAU DAU DAU DAU OAU DAU
6620 6670 66C0
FllUSlttVAR RSJI APPROXRESOL/LSB POS SENSE SCALE NOTE fORfflT ElT FUNCTION IJSP BIT ...II ...... ~fi~~T;~-"----------l--"-l~~~-;-~~&--;-~fifi-[;;-c-&;----------"-i---l--"-------"--"---l-----------------1~&l--------1 , 1815 18 15
18 14 ~: ~:
s 18 12 1811 12- DAU LoGIC 1 = EM FAULT LOOP ALERT 1811 #l - OAU LoGIC 1 s FULL X-FLOU 18 10 LOGIC 1 = 12- I)AU FUEL INTERTANK 18 10 LOGIC 1 lIAUIDENT#l 189 p;: :.ENGINE FIRE 188 COUL ANTI-ICE OVERHEAT 181 /1 - IIAU #1 - DAU SPARE 186 )2 - I)AU LoGIC 1 q CLlUESLOPt OISCRETE 186 /1 - UAU #l - DAU SPARE Ill 5 12- OAU LOGIC 1 s PULL-UP 185 41- DAU LOGIC1=N2 O=NI tU/N2 SELECT 184 )2 - DAU LoGIC 1 = GROUND PROX 184 LoGIC 1 = /1 - lIAU UTILITY HYD OFF 183 SPARE 103 LOGIC 1 11 - OAU EP14PPS FAIL 182 LOGIC 1 = 82DAU SERVICE DOORS 182 /1 - l)AU LOGIC 1 = tRU FAIL 18 1 12- I)AU LoGIC 1 = BAGGAGE DOORS 18 1 11- DAU L061C 1 s STALL BARROFF 180 LOGIC 1 s 82- OAU TONE liEN FAIL 180 *------------------- ................. I----------------- 1---------............. 11 ---- ...............----------..II ...... .....-*..-.. 1;;;; I 1 II 1915-8 SPARE NUTCRACKER SNITCH LOGIC 1 = 6624 FOANUTSL 19 ? OATT CHGR FAIL 6674 196 100IC 1 s VALIO O = FAIL OAU IDENT #2 195 LoGIC1 = 66C4 194 W FAN FAIL LOGIC 1 s 193 NAINTEHANCE TEST ENABLE LOGIC 1 = ST8Y PITOTHEATERFAIL LOGIC 1 q #l - DAU 192 J2 - DAU TAT PROIIE FAIL MT FDATPNF2 192 LOGIC 1 s APU MASTERUARN ii - DAU LOGIC I = 19 1
ANTI-SKIDFF O AL IERNA1ORRG FAIL E PITOTHEATFAIL CAtllN OFRN(9.8) CABINDFllN 9.6) ( ENGFIRELOOPALENT
LOGICI NORM O = FAIL #2 - OAU LOGIC1 LOGIC1 #l - DAU LOGIC1 J2 - DAU LoGIC1 11- DAU LoGIC1 =
q q q q
6622FOMS02 6672 66C2
APU All IIRG FAIL BRAKEFAIL ANTI-$KIO FAIL --- II. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1----1 19 1 ;; ;
LOGIC 1 q FAIL O = NORM )2 - DAU LoGIC 1 = NoRM 0 = FAIL #l - DAU LOGIC 1 s NORM O = FAIL 42- DAU ------------------------l--------------------1 ---l
20 15-0
SPARE
-----------------1 -----------------l;;;~l --------1

6626 6676 66C6
---..-.l-------------------------l----l-------------------------l--------------------l---l-----------------l--. I
21 15-0 SPARE
6628 6678
66cll -..II ...... .........................II ......................... I--------------------l---1 ---................-I................. I.... 1-------I
UOROSEQUENCE DEPENDSUPON TNE VALUE OF 61 TS 13-12 ALTERNAIE OATA O USP BIT . . . II. ----22 15-3 222-1 220
IN USP 1
FOAEOTVL ..-II .----- ..----------------------- ---------------------------l-----------------l----l -------I I--------------------l---l----------------II 23 15-12 SPARE ROATVILL 12 OoOO12444IPS BIRANY (INT) 0-5.096 IPS 2311-0 TURD VIO INO - 1P . . . ... . . .. ... II ------ ----------------------------1 --------1 I .. .. . . .. 11. ------------------------- .. . ..l---l-----------------l-----------------l 24 15-12 SPARE ROATVIHL BINARY (INT) 0-5.096 IPS 12 0.0012444IPS 24 11-0 TURB VIO IND - HP ..-II ------..--.. .. - -.--..0.......-II . ---- ......................... I............----------- ................. I-----------------l----l I -------II
NOTE FORMAT BIT FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . I . . . . l;~:;-~&~~~~"--""-"-l; ENG OIL TEW SPARE LOGIC 1 q VALID FLAG
SCALE ;:-;~~;-~;;-~--""-l;;
RSB APPROXRESOL/LSB POS SENSE -l~;;;-;;~~------"l;; . . ~--------------l----l~;
FTIU Slt4VAR fi~~;-[
+
w
w
m m <
25 15-12 SPARE BINARY (INT) 0- 15306.5 BS L 12 3.737052 BS L 25 1I-O FuELQUANTITV ...II ...... .........................II .... --------------------------------------------.................I -------------------l----1 ::~::?:-1 / I II 26 15-12 SPARE RDACNP1 0 -4130.1Psl 12 1.00B573SI P BINARY(lNT) 26 11-0 CO~ HYDPRESSURE AU #l D RDAFNP2 26 11-0 FLTNVll RESSUREDAU 42 P -0-----------------------------...... ...............-----------------------------l---l -----------------l ----------------- --------1 1----1 1 II II 27 15-12 SPARE IROAUNPI BINARY lNT) ( 0 -4130.1 PSI 12 1,00B573 PSI 27 11-0 UTILHVO PRESSURE AU /1 D
RDAAIIP2 21 11-0 AUX HVO PRESSURE DAU 12 ---II ...... . .. .. . . .. ... .II. ------------------------... .. . ... . . . . . . -------------------- . .. . 1----1 . . .. ------------------1 I I .. .. . .. .. --------1 I 2815-12 SPARE RDAEDAPL O - 122.3 PSI 12 0.0298656PSI BIMNY (lNT) 281 I-O EM BLEEDAIR PRESS
. . . II. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 ---. . . . . . . . . . . . . . . . . . . . . . ..- I --------------------l---l-----------------
2915-12 SPAAE BINARV (INT) 0 -4130.1 Psl 12 1.008573 Psl RDAHBPL 29 11-0 UNEEL BRAKE PRESS ..-II ------ ......................... 11 ---- --------------------------- ................- I................. 1---l&fifl-l 025,32* ;--;;;-;;;-;-----1,6 10 I -* SINANY (lNT) 3015-0 COW NVD ~ANTITY OAU #l q RUAFIIQ2 3015-0 FLT NVD QJANTI TV OAU 42 . . . II . . . . . . . . . . . . . . . . . . ----------.. -------------------------------------------... ... II tpo5 . ~p5 . . . . . . . . . . I----l;;;;;;;il I ;;;;fi-~;------l;;-lo,2,0*o,25 SPARE ..-I -----------------------------l-------------------------l----l ----------------1----1 --------1 I.................... l---l-----------------l 32 ]5-12 SPARE 32 11-0 BAIlERYVOI.TS BINARY (INT) 0-37.367 VOLTS UC ]2 0.009125VDC RDABATVL ..-II .....- .........................II ---- .---Q...-....--. . -.--..0.................... --- ................. I -----------------l----l--------1 I II 3315-12 SPARE 33 11-0 AC VOITS O - 167.527VAC 12 0.0409102VAC RDAACVL ... i ------ l-----------------------l . . . . . . . . . . . -------- IBWY . . . . . . . . . ) l-----------------l----l --------1 1. . . . . . . . . . . . . . . . . . . . l---l----------------34 15-12 SPARE BINARY (MT) 34 ii-O iSS AC VOI.TS AU #l O O - 16?.527VAC 12 0.0409102VAC ROAEACV 34 11-0 AUX AC VOLTSDAU 12 RDAAACV2 .-.I ...... l;;;;--------------------l----l-------------------------l--------------------l---l-----------------l-35 -.. l;fi;-"------------------l----l-------------------------l--"-----------------l---l-----------------l-I-----36 . . . II. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-.. . . . . . . . . . . . . . . . . . . . . . . . . . 1. . . . . . . . . . . . . . . . . . . . II. . . . . . . . . . . . . . . . . . . . I -----------------l----l --------1
31 15-4 313-0 BATTERYANPS TNOS CDNPLEIKNT .
l-----------------l----l --------1
ALTERNATE DATA 1
NOTE FORMAT Ill FUNCTION T WI BIT -.. I . . . . . . l-------------------------1----1i~;~-~~~i~------------22 15-3 ENG FUEL TMP SPARE 22 2-1 LOGIC 1 q VALID FLAG 22,0 --- ------ I . . . . . . . . . . . . . . . . . . . . . . . . . , i ---- l-------------------------
SCALE +/409.5
OEG C
RS9 APPROXRESOL/LSB POS SENSE
FTIU SIHVAR
ROAEFTL
--------------------l---l-----------------l-----------------l-13 0.1/0.0125 NOT
----------------------- l-----------------1 l------------------- I -------ROAFTTL +/.409.5OEG C NOT 13 0.1/0.0125 TUO COMPLEMENT S 2315-3 FUELTANK TENP 232-1 SPANE LOGIC 1 = VAL10 FLAG 230 ------------- ---II l-------------------------l----l-------------------------l--------------------l---l-----------------lI.. 24 15-12 SPARE ROAEOPL 12 0.0187032 PSI BINARV (lNT) O - 76.59PSl 24 11-0 ENG OIL PRESSURE .-.. II. . . . . . . . ---I -----l-------------------------l----l-------------------------l--------------------l---l-----------------l----------------25 15-12 SPARE RDAEOCV1 12 0.0124657 VDC BINARY (lNT) 0-51.047 VDC 25 11-0 ESS OC VOLTSDAU 41 . . RDAADCV2 25 11-0 AUXDC VOLTS DAU 12
---l-----l-------------------------l----i -------------------------l--------------------l---l -----------------l ----------------1---1--------1

26 15-12 SPARE
2
u
(D
26 11-0 ... II ...... 27 15-12 27 11-0 ... II ...... 28 15-12 28 11-0

.0. IIQ-----
B[NARY (lNT) 0- 51.047Voc 12 0.0124657 VDC OC VOLTS ......................... l----l-------------------------i --------------------l---1 ----------------l-----------------1 ----1:~~~:~:-l SPARE BINARY (lNT) O - 163.066S 12 0.0398208 % ROADCLL DC LOAD ......................... l-----------------------l---l----------------- --------[ l----------------[----l l-------------------------l SPARE
AUX DC LOAD -------------------------
t-l
-.. ...... II 31 15-9 318-0 ----.... II
29 15-12 29 11-0 -..II ...... 30 15-12 30 11-0
SPARE AC LOAD BINARY (lNT) O - 203.47BII 12 0.0496894 % RDAACLL ......................... 1----1 ......................... I.................... l---l-----------------l ---------------l----l--------1 SPARE
i----l~::fl:-!:~~~-------------l:-:-::::::-~-------l::1=:=----1----------------[----[!:!!:::!{
v Glw
0 N
32 15-9 SPARE 32 8-u ESS AC FREQUENCY OAU #l BINANY (INT) 0- 511 Nz 9 1.0 Hz RDAEACF1 328-0 AUX AC FREQUENCY DAU /2 ---I -----l-------------------------l----i-------------------------l--------------------l---l----.---.---..---[.--.--.----------l----[!:!!!!!! 33 15-12 SPARE 33 ii-o- DAU iiox TEHP 0-4095 OEG 12 1,0 OEG ...I ...... I;;;;--------------------I----IBNMY ......................... 1...........--------11) l---l----------------l -----------------l----l--------1 34 15-0
35 15-0 ---------1 I SPARE
AUXAC LOAO ------------------------l----l~!f!:~~:~ -------------1~-:-:~::~::---------l::1:::::::~:-:------1 ----------------+l!?!!!!!:l SPARE AC FREQUENCY l~!~fl:-!!~:~-------------lf-:-:::-::----------l-:1::~-!:----.-..--.l.---.-----..----.l .Jwq ------------------------1---
-------II "------------------------l----l-------------------------l--------------------l---l-----------------l36 15-0

SPARE
%1
.!W
-------------------------1 ----l-------------------------1 --------------------l--l-----------------l-----------------[ ----1 --------1
--- II-----37
3B *..II ...... ~~i~-~~~~--------------- l~~-~----- 1--------------1-------------------- 1----------------1--1-----------------1 --------1 ---1 39
l-------------------l--1----------------1----------------1 ....1..-...--1 1---- 1;;;-;;-;;;;-- ---------. .II.. . ~;~fi-~~;;~------------- I&--------------------. .. . 1---l--------------------l--[----------------[-----.----------[--.-[------I

;;;;;-;;---------------
--- II ------ -------------------------1---l-------------------------
1--------------------1 --- l-----------------
{----.----.-------l
----1 --------
POWER SUPPLY
I
I I +
I I
I
BIJFFER I I
I I I I
BUFFER I
ASCB
ASCB
T_ I
I I I I I I I I I I
I I I I
I
I
+ C%lv PROCESSC)R
INPUT lWIE SERIAL DIGITAL (429) DC SYNCHRO VARIABLE AC VOLTS VARIABLE DC VOLTS TACH VARIABLE RESISTANCE VARIABLE DC AMPS SPECIAL PHASE REF MODULATED THERMOCOUPLE 28 V DISCR=E GND
TOTAL
BUFFER
QUANTITY 1 1 7 12 2 3 3 1 1 56 13
31 69
I I
I
.
L
ANALOG AND DISCRETE INPUTS
I 1- ..
CHANNEL
.
I
+ I I BUFFER I BUFFER I I
I
I*
I* I + I AID CONV
DISCR~
TOTAL
ANMOG
DISCRETE
DAU INTERFACE
SUMMARY
I I -L
POWER SUPPLY +_
PROCESSOR >
ASCB A
I * Ic
I
I 1
BUFFER
I +
1 I *
I
IE
1-
CHANNEL
AD-8974-RI
DA-884 Data Acquisition Unit Block Diagram Figure 6-25
22-14-00
Page
198.19/198.20
Aug 15/91
Use or disclosure
of InformalIon
on this page IS subjact
to the restrictions
on the tllle page of thm document.
22-14-00
Use or disclosure of information on
this page is
Page 198.21 Aug 15/91
MAINTENANCE MANUAL
Honeywell
6. E.
GULFSTRE4MM
DP-884 Dimmer Panel (See Figures 6-26 and 6-27, and Table 6-8.)
DISPLAY
BRIGHTNESS
Do PFD<~
ND
El<?= CAS
ND+>PFD
DP-884 Dimmer Panel Figure 6-26
Dimensions
(maximum):
Length ..................................... 4.44 in. (112.73 mm)

Width . .. ........ .. .. ... .. ...... . .. .. .. .. ... 5.75 in. (146.05 Height ....... ... .. .. ..... ...... .. .. .. .. .. ... 1.13 in. (28.58 Weight (maximum) ... .. ... .. ...... .. . .. .. . ... ... ... 0.65 mm) mm)
lb (0.29 kg)
Power Requirements: Lighting ...................................... 5 Vdc, 2.5Wmax
Mating Connector J1 .................................. MS27473E1222S Mounting ....................................... Unit Dzus Fasteners
DP-884 Dimmer Panel Leading Particulars Table 6-8 The DP-884 Dimmer Panel provides the brightness control for the six display units. The controls consist of three dual concentric clutched potentiometers. One dual concentric potentiometer each controls the pilots PFD/ND pair, the EICAS DU pair, and the copilots PFD/ND pair. The panel contains no electronics. The actual brightness control function takes place within the DUS. With the DP-884 Dimmer Panel removed, the displays revert to a median value. The displays also go to a median value with potentiometers open or shorted.
22-14-00
Use Or disclosure of information on this page is sutqect to the restrictions on the title page of this document
Page 198.22 Aug 15/91
JI PILOT BRT PF5 CNTL DUI H W L I 2 3 <i ---+ RIB IOK lLoT DbRT <, ---RIA IOK lLoT FD BRT
PILOT BRT
ND
H W L
4 5 6
CNTL Du2
I
El WIT
CNTL DU 3 H W 19 1 CAS BR CNTLDU4W L H IC II 12 7 8 <! <, I
t+ w L
.3 .2/ ,Cwl
/ 4
--* R 2A IOK
H <i w <; L <! I I H w L

<i
3/ -2 / ,Cwl 4
--R2B 10 K
CA
COPILOT BRT
ND CNL Du5
H W L
15 <, 1~ < 15
-3
/ ---R3B IC)K
cOpiLOT
BRT
.2/4
,Cwl
I
COPILOT PFCI + W L 16 17 IE <1 <: <; I o-5 VDC Is < ! DSi GND 2C <[ H w L .3 .2/ ,Cwl / ---R 3A 10K cOplLOT FD BRT
tSRT CNTL Du6
CHASSIS
GND 22 + <h
SPARE
DP-884 Dimmer Panel Schematic Figure 6-27
22-14-00
Page 198.23 Aug 15/91
Use or disclosure of Information cm this page IS subjecf to the restrictions on the title page of this document.
6.
F.
FC-880 Fault Warning Computer (See Figures 6-28 and 6-29, and Tables 6-9 and 6-10.)
AO-302S4
FC-880 Fault Warning Computer Figure 6-28
22-14-00
Page 198.24 Aug 15/91
MAINTENANCE
Honeywell MM%!h.
Dimensions (maximum):
Length ......................................
Width ......... ............. .. ......... .... .. .
16.45
4.91
in. in.
(417.8
mm)
(124.7 mm)
(193.5 mm)
Height Weight
........ .... ......... .. ...... .... ... .. .
7.62
in.
(approximate)
........ .. .. .. .... ..... .. .. .. .
16.0
lb (7.26 kg) dc, 45 W
Power Requirements .................................... 28V Mating Connector:
J1 ................................... DPX2MA-A106P-A1O6P-33B-OOO3 Mounting ....................... Tray, Honeywel1 Part No. 7003272-903
FC-880 Fault Warning Computer Leading Particulars Table 6-9 The FC-880 Fault Warning Computer (FWC) is a digital computer primarily for supplying data to the symbol generators for display of responsible warnings, advisories, and aircraft system status information on the EICAS displays. The FWC receives data directly from aircraft systems and over the ASCB from the data acquisition units, symbol generators, display controller, digital air data computers, priority flight guidance computer, and from the FMS. Specific discretes for cockpit annunciators or horns are outputs of the FWC. Information displayed on the crew alerting system (CAS) display portion of the EICAS display is received, logically organized, placed through system algorithms, and transmitted from the FWC to the symbol generators over the ASCB. Both channels of each DA-884 Data Acquisition Unit are monitored by both FWCS with errors between the two channels being annunciated on the CAS display. The DC-884 Display Controller contains the selection capabilities for the pilot to select the appropriate FWC to be utilized by the display system. The FWC contains
capability a user-accessible checklist module. This module to store 64k bytes of text data for the checklist and has the
emergency checklist system pages. The actual contents of the module is user-defined. The FWC monitors various subsystem status and discretes to determine when the display and FGC can achieve a Category 11 approach. The logic is continuously monitored. Status is reflected on the PFD and EICAS as determined by the FWC.
22-14-00
Use or disclosure of Information on this page is subject to the restrictions on the title page of this document.
Page 198.25 Aug 15/91
MAINTENANCE
Honeywell M!!!%h.
The FWC performs a trend and limit exceedance recording function for engine and APU data. This recording function is performed automatically throughout the flight and also upon request by a discrete input to the FMC. The FWC interfaces with the DL-800 or DL-900 Data Loader for downloading trend and limit monitor data from FWC memory. The interface is over an RS-232 bus. The FWC performs the ground maintenance test function. This includes accepting test requests from the DC-884 Display Controller, verifying that the LRU selected for test is available and ready, and outputting the specific LRU test commands. Test results are recorded (volatile memory only) and displayed. Critical flight data displayed on the PFDs and engine display are monitored and compared with the original source data. Additionally, the FWC assures the integrity of the other wrap-around buses by monitoring for activity. The monitoring task is performed continuously through the flight as a means of assuring data integrity. The FWC initiates the BC test discrete with every cold start power-up on the ground. The logic required to generate the test request is included in Section 4. The FWC digital outputs transmitted on the ASCB are listed in Table 6-10.
22-14-00
Use or disclosure of information on this page is subject to the restrictions on the title pege of this document.
Page 198.26 Aug 15/91
MSP BIT
FTIU SIIIVAR RSB APPROX RESOL/LSBOSSENSE P SCALE NOTEFORMAT BIT FUNCTION ...I ......lfi[;;[fi--"-------------l----l;;-;~;-------------------l--------------------l---l-----------------l--------"--------l--
------------------------------------------------l--l-----------------l -----------------l ;;-;1--------1 I --;l------;;;@-;-@-------------l IPACKEOLWIC LOGIC1 = TEST TEST LOGIC1 VALIO VALID 1. CHECKL1sT 0. sYsTEH DATA CHECKL lST/SYSTEFIS SPARE o-7 HEX COUNTER 23 H - LEFT 27 H - RIGHT 1 1-; FUCADORESS ...II ...... .........................1----1 II -------------------------------- ---------1 1 1 : 15 14 13 ;g-~1
s
6920
-----~~~~-&i~/;~j-----------l~~~~l--------l
2 2 2 15-13 2 2 12-8 2 2
NESSAGETEXT LINES 1,7,13.19 CONTROL UORO SPARE MESSAGE LINE NUHBER
/ HESSAGETEXT SENT IN FRAN S : LINES 1,2,3,4.5, 7,8,9,10,11,12 13,14,15,16,17,18 19,20,21,22,23,24 00000 q SPARE
FRA14E 2/3 FRAME4/5 FRAME6/7
6922
00001- 11000- LINES 1-24 11001 - 11111 q SPARE
27-5
; 4-2
2 2
SPARE LINECOLOR
000- BLACK 100= GREEN

001 = RED 101 = BLUE 010 q AHBER 110 q MAGENTA 011 s VELLOU 111 = UHITE
I . FLAsH O . CoNTl~ous FLASH ENABLE 21 1 . V1sABLEO . BLANK 20 OISPLAY LINEENABLE ---l ----l ------------------------l----l ;;;;;-------------------l--------------------l---l ----------------l ----------------l=--;l-------.l 3 15-8 CtlARACTEll 2 ASCI 1 CIIARACTEN 1 37-0 .-.-----.........................l----l~~~~i II -------------------1--------------------1 ---1 ---------------1-----------------1~~ 1--------1 4 15-8 CHARACTER 4 ASC 11 3 4 7-o CIIARACTER -........ .........................I----IASC** ------------------------....................l---l-----------------l---------------- II I I;*l--------l 5 15-8 CHARACTER 6 5 7-o CHARACTER 5 ASCII --- . . l-------------------------l----liiiii--------------------l--------------------l---l-------.---------l. .. I ..
6 15-8 6 7-o --- II-----7 15-8 7 1-0 CHARACTER 8 CHAHACIER7 -------------------------l CHARACTER 10 . ..ASCI 1 ... .. IASCI1 . . . . . . . . . . . . . ------I -------------------l---
l-----------------l ---------------l:l --------[
N N .
-.. II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l----l~;~l~--------------------l . -------------------1 ---1 ----------------l-----------------l~~~~l-------' I

10 15-8 CHARACTER16 107-0 CHARACTER15 ASCII ---II ------------------------------- . .. . . . . .. .. .I ---II ... .. . . .. . . ..
CHARACTER 9 ASCII .-.II ------.........................l---lfi~l~-------------------l -------------------1 ---1----------------1----------------1~~~1--------1 B 15-8 CHARACTER 12 8.7-0 CHARACTER 11 ASCII 692E
9 15-8 9 7-o
CHARACTER4 1
CHARACTER 13
.. II . -----------------------------1---- lfi~ii--------------------l -------------------[ ---1 ----------------
ASC11
----------------4
6930 ;;;;1 6932
--------1
-------------------l---l--------------------------------l----l
--------
FTIU SIHVAR SCALE RSB APPROXRESOL/LSU POS SENSE NOTE FORNAT BIT FUNCTION ... ...... ------------------------1 ---l~~ii-------------------l -------------------i--1-----------------1 ----------------~~~~i--------l ~~;5~8 CHARACTER 18 ASCII 6934 CNAIIACTER 17 --. ---...1------........................-II ---- ------------------------I I--------------------1I. . . . . . . . . . . . . . ..- I . . . . . . . . . . . . . . . . 168461 -------I
USP BIT
--------. . .. . .. . . . ---.. . .. . .. .. .. ... p ------------------------I-------------------II

32 *
6Q36 ---. .. . . .. ...------------f II ----------------- I . . . . .. 16B5AI MESSAGETEXT L [NE 3,9,15, 1 22 694A ----... .. ... I ...... l~~~~~~-~~~~-[i~~-~-i~i~ !~~--(-------------------------[--------------------t-"-1 ..............I ...............1;-;1--------1
12
MESSAGE TEXT LINE
2,8,14,20
--..- II------ ------------------------- I ---- l-----*-------------------l -------------------- II ................- I................. l&l--------l

42
695E
NESSAGE TEXTLINE5,11,17,23 MESSAGE TEXTLINE6,12,18,24
-m
m
I
.-. . .. ------------------------. -----II ...... I-------------------- ...........1 -----------------1;;;[-------- I II ------------------------II. .

0 ii
52
6972
6906 ----
CONTROL NESSAGELINE 24 MILLUSE THE FOLLOMIHG UORO FOR TIIE CAUTIONANO HARNINGSTATUSLINE SPARE HE4E:~GEINE NUNGER L AMGER FIELO FLASH ENABLE ~AIB~ f IELOOISPLAYENABLE 11000 1 1
s q
:; 52 16-13
52 12-8
24
52 1-6 52 s
52 i
FLAsH 0- cowTIMous VISABLE O s BLANK
hi
-5
N N
I
523-2 BLUE FIELO FLASH ENABLE 1 q FLASH O = CONTINUOUS 52 1 I q vlslOLE 0. BLANK BLUE FIELD DISPLAYENABLE 520 ..-----l-------------------------l----l----"--"-----------------l---*----------------l---l-----------------l-I 62 15-0 HESSAGELIST CHECKSUM sun OFuomsFM ALL AcTIvERED tiEs3A6Es 699A ---II ...-0--.. ---. -.-. --. -.. -0---------- --------------------------................. l;;~l-------l II I-------------------- ----------------II I 63 15-0 MAINTENANCE TEST 699C ..-II ..---- ------------------------- ----------------------------------------------II I l---l-----------------i -----------------1 ;;;;1-------I 64 15-0 MAINTENANCE TEST 689E ---II ------------------------------- ---------------------------II I-------------------l---l-----------------l -----------------1 ;;;;1--------1 65 lNPUTLMSCRETES 65 15 L FUEL SHUTOFFOPEN LOGIC 1 s OPEN 6BA0 R FUEL SHUTOFFOPEN 6S 14 LOGIC 1 s OPEN 65 13 L FUEL SHUTOFFCLOSED LOGIC 1 = CLOSED R FUEL SNUTOFFCLOSED 65 12 LOOIC 1 = CLOSED 65 11 CONG HVD SHUTOFFOPEN LOGIC 1 = OPEN FLT HYO SHUTOFFOPEN 65 10 LOGIC 1 = OPEN 659 CONII HYO SNOTOFFCLOSEO LOGIC 1 = CLOSED 658 FLT HYO SHUTOFFCLOSEO LOGIC 1 = CLOSED 657 GNO SPOILERUNARH LOGIC 1 q SPOILERARtlEO 656-1 SPARE 650 INHIBITSELECT LOGIC 1 = INHIBITFUNCTIONENABLE
---..*---. . . . .. . ... . .. ... .. .. ... l----l-------------------------l . II -----------------/-----------------/----/------j --------------------l---1
tlsP IT B
66 66 15
..l;~;-;;~;;~~;;-~;;~-;;~;~----l-"-----------------------l--------------------l---l-----------------l---I-----66 14 :: 13 66 12 66 11 66 10-5 664-3 TEST COMPLETE TEST IN PROGRESS TEST RESULTS BC1 STATUS BC2 STATUS UC3STATUS SPARE CAT 1 & II LOGIC LOGIC 1 = CONPLETE LOGIC 1 = IN PROGRESS LOGIC 1 s TEST PASSEO LOGIC 1 s TEST PASSEO LOGIC 1 = TEST PASSEIJ 00 = ol . 10 = 11 SPARE cAT it cAT [ SPARE 6ilA2
BIT FUNCTION
NOTE FORNAT
SCALE
RSO APPROXRESOL/LSBPOS SENSE
FTIU SI14VAR
662-0 SPARE ..-II ...... ......................... 1----1 .........................I.................... II .................I................. 1;;;; ... 1--------1 HEX 67 15-0 CNECKLIST CNECK SUM
..-
6815-0 SPARE(60-73) ----------------- I----------------- 1----1-------1 ---I-----*ls?STtflS-PRGt-PRflh~tftR5-:lOlSP~Avrfl-nfltR-gSP-x-fllf-I3-1SlStT-lO-O-"----------l---l -
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1----1 -------------------------
60A4
l--------------------l --- ---------------l l ----------------1---1--------1
SPARE (74-117) 74 ---II -.---- ----;~;;;;i;-fi;;;;;;-:lfi;;~AyEo ----. .................... I.................... --- ............----,lEN ~,, 13 ~ II 1 -----------------l ----l--------l
..- . . .. .. .. .. .. . .. .. . . . . II---- .. . .. .. .. .. .i----l ------------------------- . . ..-.. .. . . . . ... I i . .. .. . .. . II. . . .. . .. . -----------------l----l -------I
IS SETTO 1 ..--.-... l;;;;;;i;;;;;[i;-i----l----l----------------"--------~-------------------l---l;;;~-;;;-;;;;;-"l-----------------l;;~;l--I CHECKLISTEXTSENTlN FR t4ES:INES1.2.3 T L 74

74 ;: CHECKLIST L[NE NUMBER ;: 74 74 8-5 74 ;: ;: H 74 74 ;: 74 74
4-2
15-13
CONTROLUORO SPARE 0000 = SPARE 0001 - 1100 q LINES 1-12 1101- 1111 = SPARE .. .. o- SPARE -. . . CNECKL1 ST ;: SPARE :: AC POWERPAGE OC POWERPAGE :: APU/BLEEDPAGE A/c CONFIGPAGE ;: FUEL SYSTEMPAGE PAGE 9- ENG EXCEEOANCE A- SUW4ARYPAGE B- ENG STARTPAGE TEST c- !#W#NCE LINE COLOR :0; = 001 = 010 011 =
1.
4:5;6 7,0,9 10,11.12
FRANE 2/3 FRAME4/5 FRANE6/7
60L!2
CHECKLIST CONTROL
HYORAULICAGE P
;: 74 74
---.--.1 l-------------------------l----l-------------------------l--------------------l---l-----------------l-
ii 1 14 a ..-
FLASH ENABLE DISPLAY LINE ENABLE
1=
UNITE FLASN O = CONTINUUUS VISABLE O s BLANK
BLACK RED AMBER YELLOU
100 = 101 = 110 q 111 -
GREEN BLUE MAGENTA
HSP BIT
7515-8 CHARACTER 2 ASC11 1 68B4 75 ?-o CHARACTER ...................- ---.................I .................1;;;;--------1 ---......l-------------------------1----l~;;ii--------------------1 II I 1 7615-8 CHARACTER 4 ASCI1 CHARACTER 3 6806 767-0 ...II ...... .........................I --------------------------------------------------.................I lA~c,* I II -----------------l;#-----I 77 15-8 CHARACTER 6 6 ASCI 1 6808 77 ?-o CHARACTER ------------------------------------------------...................1 .................1--;;1--------1 .-.......l-------------------------l I II I IASC** 78 15-8 CHARACTER 8 CHARACTER 7 ASC 11 707-0 68UA ---......I-------------------------I----IA5C** ------------------------...........---------.. .................I . .................1;;;;--------1 I Il. I 1 ,7915-8 CHARACTER0 1 CHARACTER 9 Ascl t 791-0 ------------------------------.. --------------* ..-..--.. I l-------------------------l lAsc*i I l---l-----------------l ----------------1:;1--------1 80 15-8 CHARACTER 2 1 ASC1 [ CHARACTER1 1 807-0 68BE ------------------------- 1 -------------------- l---l-----------------l -----------------l;;;f ------- I -..-----I I------------------------l----lAsC,,
81 15-8
-.. .----- .. . .. . . . . . .I . .IASC,, .. . . . .. .. . .. .. . . --------------------------------------------. . .. .. I----------------- 1--------1 ---. . .. . .. . .. . I II II 1;;;;
BIT FUNCTION
NOTEFORMAT
SCALE
RSllAPPROX RESOL/LSB POS SENSE
FTIU SIklVAR
iD
-5
CHARACTER 3 1 ASC1 [ 68C0 ..-.-----.........................I -----------------------------.--....--.-.----.0IASC** i II i---l-----------------1 -----------------1 ;;;;1-------I 1 82 15-8 CHARACTER6 1 Ascll 82 7-o CHARACTER5 68C2 ----------------------------------------------------------------------II I----------------------------Imcl, I II 1 -----------------l&#-----i 83 15-8 CHARACTER8 1 1 ASCI 1 83 ?-O CHARACTER 7 68C4 ...II ...... .........................II ----.........................1 ...................l---l-----------------l -----------------1 ;;;;1--------1 ASC11 84 15-8 CHARACTER0 2 1 ASCI 1 84 ?-0 CHARACTER9 68C6 ...II ...... ................--------- IA$C*, ---------------------I...-------------------------1 I 1-----------------1 ----------------l;;&------ I 85 16-8 CHARACTER2 2 85 7-O CHANACTER1 2 ...II --------------------------1 ----l:;:--------------------l-"----------------"l---l------------.----l..-----.--.-.-.-.l:::l-------I 86 15-8 CHARACTER4 2 2 86 ?-o CHARACTER3 ASCI [ 68CA ...I .----0---------------------------............-------l-------------------------l IASC,* 1 l---i-----------------l -----------------1 ;;;;1-------I 87 15-8 CHARACTER6 2 2 81 7-O CHARACTER5 ASC11 68CC ..-....-..........................II -------------------------------------------------II 1 I 1-----------------1 -----------------1 ;;;;1-------I 88 15-0 CHECKLISTEXTLINE2,5,8,11 T
817-o
CHARACTER14
N N
.-. 68CE --- . .. l------------------------l .. . ---- -------------------------------------------- ................. ..I I I II I -----------------l;;;~ l-------I
102 15-0
116 116 116 15-11
CHECKLISTTEXT LINE 3,6,9,12
.-. .. . ;;;~~-;~~;;;-;~---- ------------------------.. II . 1---1

8EGINNING ATTRIBUTES
. --I . . . . . . . . . . . . . . . . ..- II
. . . . . . . . . . . . -----
I -----------------1
68EA ;;;;1--------
o 0
LINENUIBER 11610-8 COLOR 116?-3 ~lll~CTERU!SIER N 1162-1 116,0 80X ENABLE ... ......1 .........................II ....
BINARY STANOARO OLORCOOE C BINARY
0-15 O-63
5 5
68F2
1. ENABLE .........................[ ....................[--1----------------I ----------------- l-------l---L
z
-1-1
o
USP BIT ..- II-----BIT FUNCTION NOTE FORHAT SCALE RSII APPROXRESOL/LSU POS SENSE 3
-1
PI
om
I
117 117 117 15-11

117 10-8
;iiii[i;i-;iiiii-ii;---"-l----l-------------------------l--------------------l--"l------------"----l-~
ENOING ATTRIBUTES LINE NUMBER COLOR 68F4 BINARY STANDARD COLORCODE 0-15 5 2
(D
..-----I l---------"---------------l----l;;;-;-~~"------"-----l--------------------l---l--"--------------l----118
119
117 1-3 1172-0
CHARACTER NW4BER SPARE
BINARY
O-63
CNECK SU14
....-.. . .. . .. . . .. ...---------------------------II - .. . .. . . .. . . 1 ICRC --------------------l---1 -----------------l ----------------I;--;--------l l

ERRORCHECK
68F6
m~~ :g~
g~: NOLC FLAG 120 ...II ...... --"---"------------------l----l------"---------"--*----= --------------------l---l-----------------l-----------------l----l--------l ~ =

(+
3C5 .. II . ------.. .. . . . .. .. . l----l~;;~;-------- . .. .. .. . . . . . . ---------------------------l---l----------------l-----------------l----l--------l
68F8
-5
(42s
BIT A5 DISCRETE All
(13)+
(SAMEAS A12) ,
I
BUFFER
~
*
EUFFER
16BIT BIDIRECTIONAL ) OATA GLOBAL BUS
DISCRETEA12
GNDIOPEN RECEIVER ADDRESS OECODER
Wx
MONITOR
CLOCK GENERATOR
(W>
DISCRETE RECEIVERS
EEPROM 2hx 16811
(W)-
+28VIOPEN RECEIVER
~ *
OATA MUX
TIMING MONITOR
PROGRAMMABLE_ RECEIVER
POWER SUPPLY MONITOR
~
+2W DRIVER
DATA ~TCH
--F==P
tRINC Al
748
4 EACH
16 BIT BIDIRECTIONAL DATA LOCAL BUS I
Ill
DUAL CHANNEL 11 a 12 42s SERIAL 10
I ASCBA2
RAM (MAILBOX) 6A X 16 BIT
BUFFER
BuF=
(9)
=
RECIEVERS 1=1 ARINC + DATA OUT +
F
BuS BUFFER
J%
DIRECT MEMORY ACCESS SERIAL !/0 CONT (LOCAL)
R
BuFFER
SERIAL VO CONT ASCB
~ ~
MANCHESTER CODEJU DECODER
~ ~ MUX At40 BUFFER
ASCB
QASCB2
AD.14389 1 -R2
AAt+
RS-232
FC-880 Fault Warning Computer Block Diagram Figure 6-29 (Sheet 1)
Page 198.33/198.34 Apr 15/93

Use or disclosureof information on thispage is subject to the restrictionsn the title o page of thisdocument.
22-14-00
MAINTENANCE
Honeywell WJ!!L.
I 16 BIT DATA BIDIRECTIONAL LOCAL BUS

L 16 BIT BIDIRECTIONAL
BUFFER
BuFFER
DATA GLOBAL 8US CONTROL
-1 1 J
CPU AlO
MEMORY AS
I
I
POWER SUPPLY CONTROL CIRCUITS

A6
1-
CLEAR
I
k
POWER SUPPLY TRANSFORMER CIRCUITS A?
BUFFER
AODRESS DECODER
1-
LOOI( AHEAD
P
CONTROL
+28Vcc
CHECKLISTMODULE AS
AD.143w @
.R1
FC-880 Fault Warning Computer Block Diagram Figure 6-29 (Sheet 2)
22-14-00
Page 198.35 Aug 15/91
Use or disclosure of information rm this page E sub)ecf to the restrictions on the title page of this document.
MAINTENANCE
Honeywell !!f&!%b.
6. G. MD-880 Checklist Module (See Figure 6-30.)
.. ~~ D
mm4.n. -. . .*. . . . * . ..
MD-880 Checklist Module Figure 6-30

program allows customer-defined pages of text to be displayed on the system display page. There are six major types of pages: normal index, normal checklist, abnormal index, abnormal checklist, emergency index, and emergency checklist. An index page is a list of the normal, abnormal, or emergency procedures that a pilot may
The G-IV FWC checklist
wish to
listing
review of
during
flight
operations.
A checklist
page
is
a detailed
the normal, abnormal, or emergency items within a particular procedure that a pilot may wish to check during flight operations.
The pilot has 10 pushbuttons which he uses to view the pages and indicate that he has completed and/or checked the procedures or items. These buttons are: normal, abnormal, emergency, enter, recall, page advance, page reverse, line advance, line reverse, and return. The information is transmitted by the display controller over ASCB (WSP 5 Bits O-9). Pilot and copilot commands are accepted on a last entered basis.
22-14-00
Page 198.36 Aug 15/91
MAINTENANCE
Honeywell !iki$%k
There are six major modes of operation in the checklist program and two minor modes. Each of the modes is directly related to the type of page being displayed. The modes are:
!hiQr
.
q
.
.
. .
Normal index mode Normal checklist mode Abnormal index mode Abnormal checklist mode Emergency index mode Emergency checklist mode
Minor .
q
Disclaimer listing mode Autocallup mode (This is a subset of emergency checklist mode)
The checklist module installs through the top of each FC-880 Fault Warning Computer in the A3 card slot. Gulfstream Aerospace controls the software for the checklist module and attaches a GAC part number decal on the unit for reordering.
22-14-00
Page 198.37 Aug 15/91
~Mf;f~ANCE
Honeywell
7. DFZ-820 A.
Dual Fliqht Guidance System
GULFSTREAMIV
FZ-820 Flight Guidance Computer (See Figures 7-1 and 7-2, and Tables 7-1 and 7-2.)
AO-20325
FZ-820 Flight Guidance Computer Figure 7-1
22-14-00
Use or disclosure of information on this page
IS
Page 198.38 Aug 15/91
subject to the restrictions on the title page of this document
Honeywell !#!#ii.cE
Length ... ... . ......... .. .. .. .. ... .. ...... . 15.13 in. (384.3 mm) Width ...................................... 4.91 in. (124.7 mm) Height ..................................... 7.62 in. (193.5 mm)
Weight (approximate) ............................ Power Requirements Mating Connector: J1 J2
13.1 lb (6.04 kg) 28Vdc, 40W
..................................
...................... Cannon Part No. DPX2-67S-106P-33 B-OOO4 ...................... Cannon Part No. DPX2-67S-106P-33 B-OO17 ..................... Tray, Honeywel1 Part No. 7003272-902 FZ-820 Flight Guidance Computer Leading Particulars Table 7-1
Mounting
The FZ-820 Flight Guidance Computer (FGC) processes information about the aircraft actual attitude versus a desired attitude as a function of selected flight mode to produce autopilot pitch, roll, and yaw contro outputs and flight director pitch and roll steering command outputs. In addition to the modes selectable on the GP-820 Flight Guidance Controller, the computer will produce pitch and roll control outputs ~or any flight director mode except go-around. The FGC has a dual processor architecture, each Drocessor Derformina different control and computational functions. the A-processor per~orms the outer-loop flight control computations while the B-processor performs the inner-loop flight control computations, as well as the autopilot and yaw damper servo loop closures. Each processor monitors the other processors flight control functions as well as its own functions. Each processor has dedicated program memory and scratch pad memory. The data gathered by the A-processor through the ASCB is simultaneously stored in the bus data transfer RAM for access by the B-processor. The status transfer RAM is used to exchange status information between the A and B processors. This transfer occurs once per 25 ms real time cycle. In addition, a set of discretes is provided for immediate interaction between the processors.
22-14-00
Use or disclosure of information cm this page is subject to the restrictions on the title page of this document,
Page 198.39 Aug 15/91
MAINTENANCE
Honeywell !!RN!#&.
The A-processor has access to two presettable timers which it uses to set the time base for the bus transactions (clock 1), and for the inner and outer computational cycle in both processors (clock 2). The B-processor, additionally, has a separate real time clock to time the servo loop closure computational cycle (clock 3). All the 1/0 is memory mapped. Each processor individually controls its own analog and discrete input/output transfers with the exception of the serialized discretes. Discretes fall into two categories: direct and serialized. The latching of the serialized discrete inputs is under the control of the A-processor only. Once the inputs are latched, however, each processor has independent access to them. The serialized discrete outputs (to the control panel) are solely under the control of the A-processor. The heartbeat monitor and power supply monitor interlocks ensure disengagement of the FGC in case of a processor failure, a software failure, a power supply failure or a power outage. The servo drive engage interlocks ensure that the flight control functions can be activated only if all the monitors are satisfied. The flight controls are output through the trim, A/P and Y/D servo drives. The flight director interface outputs the validity annunciations computed by the A-processor. The FGC digital outputs transmitted on the ASCB are listed in Table 7-2.
22-14-00
Use or disclosure of information on this page is subject 10 the restrictions on the title page of thm document.
Page 198.40 Aug 15/91
USP fIIT
..-
----... .. .. . .. . I .. . . .. .. .. . --. ,,Ex . l----------------l---l--------l ;fi;-;[;;---------------l. ... .. .. ..- . .. . . . . . I l----------------I?E .. 1 01 . . . .. I . . . . .. .. . .. . II . ... . . .. . .. . . .I . .. . .. . . . I .l-----------------l---------"--"----l;;wl----. .. . . .. . .. . . .. . . . ... . .. . .. .. . .. . .. . . . . .. . .. .. AFCS CUNTIN)L PACKEDLOGIC ,1
------
BIT FUNCTION
NOTE FORMAT
SCALE
RSB APPROXRESOL/LSB POS SENSE
FTIU SIMVAR
1 1 I ~
15 14 13 ;;
i Iio .. .. . ---. .. . -........1-......................1----........................I--------------------............I.................15021------- 1-- II. . . J15-14 AFCS FUNCTIONSSTATUS usp : #11.=ol~) OG s AUTOPILOT SIATUS 2 51N12 lAPSIATL
oFF/lNvALJo ON OFF (IF
I 10-8
TEST VAL 10 MAIM START BANK LIMIT HI/LO NOUE/ENMOE PRIORITY COUlfTElt AFCS Al)iiiN3S
LOGIC 1 q TEST LOGIC 1 = VALID LOGIC 1 q START LOGIC 1 s HIGN LOGIC 1 q HI(NI 0- ? NEX iill LEFT 31 II- RIINIT ii-
5080
FASAPVLL FAPNEPRL
11 . sELEcTEo/EffiAGEo PACN TRIM STATUS ] s vAL~o o = FAIL FLltiNT IRECTUNSTATUS O FAPFDSTL EITHERCNANNELENGAGED LOGIC 1 = EITIIER IIANNELNGAOEO C E FGC SENSONVALIOATILNI COMP LOGIC 1 s COMPLETE COLD STAIIT LOGIC 1 q START 01SENGAGEANNUN CLEAR FROM LOGIC 1 TO LNIC O CLEAN q TRANSITION :: AUNONNAL DISCONNECT 22 L061C 1 q ABNORMALDISCONNECT 1 . RloHT 0. LEFT RIGNT SEL/LEFTSEL 21 FAFCSELL 20 TCS ACTIVE LOGIC 1 q ACTIVE FAPTcSAL --- ------ ;~~~;;;;;;-;;~;;-----l----l......................... I .................*.I l---1 ----------------l-----------------t;;;;f-------" 3 AllRS/lRS OAIA SELECTEO 3 15-14 00 s NEITHER 51N34 0~ q RIGHT 3 13-12 OAOC OATA SELECTEO
3
2 13-12 2 11-10 29-8 2? 26 25
;Nl~AIWER STATUS
ol , oFF/sTA~Y
3
3 11-10
iu. LEFT
11.
AVERAGE
RAOIOAT SELECTEO
: 3 39-8 3 1-6
3 3 35-4 : 3 33-1
00 = OEFAULT ;: : ~;~~T 11 . AvERAGE 00. NEITIIER 01. RIGNT

11 .
AvERAfjE
lLS/NLS LAT SELECTEO lLS/MLS VENT SELECTEO PRIORNSI SEL STATUS
00
ii
NOT USEO
ji(jT usEO
N
N
NAV SOURCESELECTEO
n-- I 97-
: 3
3 : 3 30 . . . II------
$$%* a e -1 q%=
SPARE
--. ---... -.-0 ------------
WO q 001 = 010 q 011 s 100 q 101 q i10 q 111 =
NONE ILS NLs VOR RNAV VI.F INS GPS
w=
ah=
l----l-------------------------l--------------------[--.[------.-----.----l..---.?--
USPUIT
SCALE RSB APPNOXRESOL/1.SO SENSE POS FTIU SIMWIR NOTE FORMAT OIT FUNCT ION ... II ...... ......................... l----l;~~~~;ffiffi ------------1-------------------- 1----------------1--1----------------l;~~;l--------l M(N)E ACTIVEACTIVE IOENT 5006 0-31 PITCHNOOE [DENT INTEGER : 15-11 O-63 : ROLL NODE IUENT INTEGER : yis . 0-31 TNNUSTMOUE IIIENT lNWGER --- ------~-?&;~;-;:---l;-------l----l ;;~;;~fiffi----------1--------------------1 -:-1 ----------------l---------------l;;;; l-------I 5
5088 RSV-DAOC iiAVOGIC V L 5 15-8 SPAUE 5 J-4 o-3 INTEGER 2 ROLLSUO-MOOE 53-2 PITCNSUO-MODE INTEGER 5 1-0 --------I ;;;~-fi-;;--------l----Ifi;fiffi--------- 1:-:-:----i---------i-:l-----------------l-------------l---;-------l 61 5U8A : ;5;10 SP/U/E LOUPRIORI MOOE TY 0-31 5 INTEGER HIGNPRIOR TVMODE [ INTEGER 0-31 6 4~0 ... ......I ~;;fi;;;;;;-;;;;;;----l----l -------------------------l--------------------l:-l----------------l----------------l;~;;l -------71
7 15-14
OFFSET IUENT
ROLL NODES ARUEO 7 1 13-6 SPARE 1 5-o MOOE ARNEO 10ENT INTEGER o-53 ---II ------ -------------------------l----1 ------------------------1-------------------l-%----------------l----------------1;;;;1-------815-0 SPARE
.-.
@ . No oFFsET 01 = NEGATIVEWFSET 10. poslTlvEoFFsET 11 q SPARE IOENTSTRING
500C
II------
915-1 O - J60 DEG , . 90 FLAG LOGIC 1 = VALIO 5090 FAPNOSEL ... II ------------------------------- .-.. *-...-..-------------. --II I-------------------- ----------------11610000078,, I ----------------1;;;;1-------10 15-0 NACN IIEF SYNC OATA 1 (DISPLAY) +/- 2.56 MACH . 0,0000781 FOIWARD 5092 -..II ------------------------------- ---------------------------II I ;;--~;-;~;------li;-l;;;i;;;;;;;-- I ;;;~~;;--------l;;;; l-------. 11 15-0 IAS REF SYNC DATA 1 (DIsPLAY)
. . . . . . . . . . . . . . . . . . . . . . . . . II ---SELECTEO HEADING
------------------------SEMICIRCLE
--------------------
--115 I;-;;;-;y;;---t
508E
;~;~------------l;;;; l;$~;~-
w..
. 0.0000781 FORUARD ... II ------.........................II ---- ------------------------I;;-i;fi-;~;----ii;l; ;;i;;;;fii;;-- 1-----.-.------.--1 ;::1-------. 13 15-0 IAS REF SYNC OATA 2 (CONTROLLAM) . . FOUIIAUD 5L198 ................. . .... . ---l------ l------------------------l----l ------------------------l-------------------l--- ........--------I I I 1--------
. . . I ------ l-----------------------l----l
12 ]5-0 MACH REF SYNC OATA 2
........................-....................11610~mlo,, ---.................1--------------..1 1 :;1-------+1- 2.56 M4CH (CONTROLLAW)
m H ~ go
~n~ *WA.
(n
SCALE RSB APPROXRESOL/LSU POS SENSE FTIU SIWAR BIT FUNCTION NOTE FORMAT W 611 -.. ...... I .------------------------ ----------------------------------------------- ................. I-----------------.. I 1;;;;1-------II II OATA TO FTIU 14[15-0 REQUESTED TEST DATA 1 5B9A ---- ........ --.-. ------------------------------- ----------------------------------------------- I................. I................. 15,CI I 1 II DATA TO FTIU 15115-0 REQUESTED TEST OATA 2 5B9C -.. ------................*-------l---l;;;~;fy-- -------- --------------------l--l l----------------l---------------l;;i;l------I 16{ 15-0 RE@ESTED TEST OATA 3 5U9E = -..II ------------------------------- -... -----.-. ---0 --. ---------------------------- -----------------*................. 1;;;; I I 1-------o II II I)ATA FTIU TO 17 15-0 REQUESTEDTEST DATA 4 5LIA0 s ---II ------------------------------- I,w,s ~owLEKNT -------------------I l;;-l;-;;;;fi-;;;;---l----------"------l----l---~ I---- ------------------------* +/- 90 DEG NOSE UP C14D . . 5022 RAPFDPL IB 15-4 PIWWRIOWND BAR
183-1 5DA2
-.
q +@ (D~~ ~~ & :.:. -s: ~m= gan ea~ -Cvg *EI v 5 m 7
FAPFDPIL LOGIC 1 s IN VIEU IN VIEU LOGIC IB O ---- -----------------------0 -------------------- .................l;i;;;-~i~;-;;~;-l---l;fi;;;;..-..I ------ -----------------------1 lm,~ ~wLEKT I I , 112100439,0 ~215 3 +/- 90 DEG q q 1915-4 ROUI.WANO BAR ;: 31 5024 m LOGIC 1 = IN VIEN 5DA4 FAPFDRIL = IN VIEU LOGIC ---II ------------------------------- 1+60 ..-.---.....--..----- -.----------------------- ................. I-----------------l&#--------I, i II 20 FAST-SLOU COmlUI m~~ 5BA6 F>> ---II ------------------------------- ----------------------------------------------- ................-I----------------- I---------1,1 i II l;;;; mz~ STATUSFLAGS 21 ?C 21 15 EC MOOE ON LOGIC 1 q ~W1 5BA8 XI*A LO(MC 1 q vAL1o GS VALID IN 8C rz 21 14 SPARE :: ;; # RAO All TEST INHIBIT LOGIC 1 q INHIBIT ?; LOGIC I q ACTIVE LOC/AZEXCESSlltE DEV 21 11 m 21 10 GS/EL EXCESSIVE OEV LOGIC 1 ~ ACTIVE APPROACHTRACK 219 LOGIC 1 q APPROACH 00 c ~JTHER HS1 SEL STATUS 21 a-7 ol q RIGHT Z1 ]o . LEFT Z1 11 w WAL 21 ANNUNCIATION 21 21 6 VERTICAL $U)DE PIT LOGIC 1 = ON :: : LATERAL140DE RU LOGIC 1 = ON CAT II LATCH 10GIC 1 - ON RAD ALT VALIO ANO >800 FT LOGIC 1 s VALIO 213
21 2 21 1 210 -.. II. . . . . . . VERTICAL NLWE - FLC RAD ALT VALID APPR ENGAGED . . . . . . . . . . . . . . ---------LOGIC LOGIC LOGIC ...... 1 = ON 1 q VALID 1 s ENGAGED . . . . . . . . -----------
---II
I --------------------
l---
f-----------------
l-----------------
1----1 --------
(n
c
USP BIT
m o .
..l-;;~fi~~~-~;-~~~~~-----l-i--l----------------------"-"1--------------------1---1-----"-----------1-I-----22 22 22 15 22 14 22 13 FLAGS TO EF1S ALT ARM ACTIVEIWOE CAP/TRK GS ARM 5BAA LOGIC 1 q ON l= CAP O=TRK LOGIC 1 q ON FAPAMCTL
BIT FUNCTION
NOTE FORMAT
SCALE
RSB APPROXRESOL/LSO POS SENSE
FTIU S}MVAR
CJ
(n
-.
ID
LUGIC 1 = ON FAPELCPL 221 GA CAP LOGIC 1 q ON FAPGAcPL 226 MACH CAP LOGIC 1 q ON FAPFLCML ALT CAP 22 6 LOGIC 1 q ON FAPALHL 224 US CAP LOGIC 1 = ON FAPVSHL 223 IAS CAP LOGIC 1 = ON FAPFLCCL 222 GS CAP LOGIC 1 q ON FAPGSCPL 22 1 ASEL CAP LOGIC 1 = ON FAPALSCL 220 VH4V CAP LOGIC 1 q ON FAPVNCPL ... II ...... ........................-1,1 ----------------------------------------------- ................. --I II I ----------------1 ;;:1-------23 LATERALWOE ANNUM 23 FLAGS TO EFIS 5BAC HHOLO 23 15 LOGIC1 q ON
22 12 22 11 22 10 229 22 B
TRAMS T I ION VNAVARM ASELARN EL ARM EL CAP
LOGIC1 LoGIC1 = LOGIC1 LOGIC1

q q q
ACTIVE ON ON ON
FAPAPGAL FAPVIWTL FAPVNAAL FAPALSAL FAPAPEAL
t+
w
LOC CAP LOGIC 1 s ON FAPLOCCL 23 10 TRANSITION LOGIC 1- ACTIVE FAPLNATL 239 SPARE FAPvAPAL 238 BC ARM LOGIC 1 q ON FAPBCAL 237 MC ARM LoGIC I = ON FAPAPLAL 236 AZ AIM LOGIC 1 q ON FAPAZAL 235 AZ CAP LOGIC 1 s ON FAPAZCL 234 BC CAP LoGIC 1 = ON FAPBCCL 23 3 y:vo~P LOGIC 1 = ON FAPLNVCL 232 LOGIC 1 s ON FAPVAPCL 23 1 HOG CAP LOGIC 1 q ON FAPND(iCL 230 VOR CAP LOGIC 1 = ON FAPVORCL ... Ii ------ ......................... 1,1 ......................... .................... ---I l---l-----------------l -----------------1 ;;;;1-------24 15-2 AIR OATA COWANO 24 (VALUEOEPENIISN NOOE ENOAGEOUSP 22 VERT MOOE) O 5BAE 24 TMO COMPLEMENT S +/- 25600FPM 14 3.125/0.781 CLING THOS COMPLEMENT +/- 1024KNOTS 14 0.125/0.0313 FORUARO :: TUO CONPLENENT S +/- 1.28MACN 14 0.000156/0.00004 FORUARO 24 1-0 SPARE
2314 23 13 2312 23 11
ACTIVE NDoECAP/TRK ;:VA;;N
~.CAPomTHK LOGIC1 = ON LOGIC1 = ON
FAPLACTL FAPLNARL FAPVORAL
-.. . . -------------------------1--.. II .. l------------------------l--------------------l---l----------------- ------l-----------------i----p
USP BIT
--------------------. . .. ... I -.. . ..- ----------------------------. ---1#------1 II .. .. .. . . . ----------------1,1 ------------------------II

25 25 25 25 25 15 14 13 12 FLAGSTO EFIS ANOFMCS SPEEDINTERVENTION FLCHBUTTON PUSIIED VNAVBUTTON PUSIIED ON MAX SPEED LOGIC1 - ON LOGIC1 PUSNED LOGIC1 PUSHED
q q
611 FUNCTION
NOTE FORMAT
SCALE
RSB APPROXRESOL/LSDPOS SENSE
FTIUSIMVAR
5BB0
(u
A
-
VASELARM 2511 VASELCAP 25 10 VIAS TRK 259 258 VMACHTRK A/T ARH 257 FAPVNVAL VNAV ARM 256 FAPVNVTL VNAV TRK 255 FAPVFLTL 254 VNFLCTRK FAPVPTTL 253 VNPTH TRK FAPVALAL 252 VNALTARM FAPVALCL 25 1 VNALTCAP SPARE 250 -..II ------------------------------- -------------------------------------------- -------l~;;l I.................... l---l-----------------l 1,1 SPEED INTERVENTION 26 5B02 26 (CAS/tUCH TARGETTO FNC) +/- 2.0 MACH TMOO COMPLEMENT S INTERVENTION PEED TARGET S i4 0.000244/0.000061 FORMARD 26 15-1 +1- 1024 KNOTS FORUARD 14 0.125/0.03126 26 15-1 IuNACHO=CAS CAS/MACNLOGIC 260 -.. ----------------------------------------------------. .. .. . I --- . . . I 1,6 .. .. . 0,3D j;--------------l~;;;l 10*0130,0 ... I l-------------------------lI(O*5PLAY) -------4/- 426.67 FPS . 27 15-0 V/S REF SVNC DATA
LOGIC 1 s MAX SPEED LOGIC 1 = ON LOGIC 1 s ON LOGIC 1 = ON LOGIC 1 = ON LOGIC 1 q ARM LOGIC 1 = ON LOGIC 1 = ON LOGIC 1 q ON LOGIC 1 q ON LOGIC 1 = ON LOGIC 1 = ON
5BI14 -------------------------------------------------------------------------------II II I ti;-l;fi;~;;fi;;----;-------------l;;;; 1-------+/-426.67 FPS . 28 15-0 V/SREFSVNCDATA . (CONTROLAul L
5006 ---------------------------------------------------. . ... ..I -.. ~275/o .. . II l----li~~~~~-l+,-----------l+, go 1,610 .. . .. .. ;;---------------l -------~275 ;~;;l .
29 15-0 VERTICALVNCDATA S . .
6808 ---------------------------------------------------------------------------- ~549,0 ~549 I ---................- ;;;;------------I;;;; II I 1----1 11610 I-------+/.180 30 15-0 LATERAL SVNCOATA (CONTROLAM) L . .
--- II-----31 15-0 ------------------------ALTITUDE SVNC OATA ---II *-----------------------(CONTROLLAW) I -------------------5BBA
+/-65536FT
Ii;-l;-;;;;-;;--------l ~p-----------l;-j;l--------
N
N
I
5DBC ... II ------.------------------------ ----------------------------------------------II I l---l-----------------l -----------------l;~;f------32 MAINTENANCE TEST (OATATO CROSS FGC) 5BBE :; :313 SPARE AP DRAKEFB LOGIC 1 q ON 32 11 VD SERVOPOUERFE LOGIC 1 = ON 32 10 SERVOSOFF LOGIC 1 s ON 329 SERVOPOUEROFF FB LOGIC i = ON 328 AP SERVOPOHEII B F LOGIC 1 = ON 327-0 TEST HUNGER(FGC) HEX ... II ...... ......................... 1----1-----------------------l--------------------l---l----------------l-----------------l----l --------
USP 011 --- I -----33 15
RSB APPROXRESOL/LSII POS SENSE SCALE NOTE FORHAT BIT FUNCTION lfi~-~~~~-~~~~~----------l--"-li-l-~~~~~--"-------------l-"------------------i---l----"------------l-----------------t~~~~l--------
FTIU SltWAR
337-o TEST NU14GER . .. . .. -..II ------ ..................----------- ......................... I --------------------l---.. .I .. . .. . .. ..1#------I . . .. . ... . . . .. . . 11 MAINTENANCE TEST 34 5BC2 34 15-12 SPARE LOGIC 1 q TEST 34 11 IRS SELF TEST SPARE 34 lo-o ---- ------------------------...................-I 1-----------------1 ... ... 11 ...... ........................-11 I -----------------1 ;;-;1-------CROSS SIOE FGC STATUS 35 SPARE 58C4 35 15-4 LOGIC 1 = ON 35 3 CROSSAUTOTHROTTLE RM P6 A 352 CROSS SIDE STUCK PUSIIBUTTON LOGIC 1 q STUCK LOGIC 1 s ON CROSSTRIM IN LIMITSFLAG 35 1 CROSS TRIM WITCH FLAG LOGIC 1 = ON 350 -..II ...... ..............-------------- ......................... I II ;;--;i;;~;:-----li;-l fi~;-;-;;------l; ;---------------;;;; l l-------TUO COMPLEMENT S . 36 15-2 SELECTEOALTI TUOE ALTITUDE FLAG S1 LOGIC 1 = ON 36 1 5BC6 ALTITUDEFLAG #2 360 LOGIC 1 s ON ..-II -.-............................ 1---1------------------------l-------------------- l----------------l--l----------------lii#------SENSORMIS-CDNPARE RESOLVEDSTAWS :; 5UC8 31 15 AHRS LOGIC 1 q RESOLVEO 37 14 DADC LOGIC 1 = RESOLVED 37 13 LAT DEV LOGIC 1 q RESOLVED LOGIC 1 - RESOLVED 37 12 VERT OEV RAO AL[ LOGIC 1 s IIESOLVED 37 11 37 lo-o SPARE
TESTIN PROGRESS 33 14 SELECTEDORTEST F 33 13 MAINTENANCE WITCH 33 12 :: ;1-10 ENABLINGOGIC L LRUDEFINED 1 33 II ILRUDEFINED
1. 11. 1
q
IN PRoGREss SELECTED sHITC}l sET A/S>50, UOU,etc.
5BC8
.-. ---------------------------.. I . .. --------------------l---l----------------- -------I l-------------------------l I l----------------l----l
IISP BIT
--- ... .. II. . . . . . .. . .. .. II . . . . . .. . . .. . I . . .. .. .. . . . .. . ...- .. .. .. . . . . .. . ... --------------------.. .. .. . I.. . . . . . .i. .i-------. . II . . .. . . . . .. . .. .. . ..

38 CAUTION ANDUARNIG N
38 38 15 38 14
30 13
B[T FUNCTION
NOTE.FORMAT
. SCALE
.RSB APPROX . RESOL/LSB SENSE . POS
,FIIU, SIMVAR
uISCRETESTO FUC FOR EICAS IRS #3 FAIL RECENTERTURN KNOB

MACHTRI14 IN Llf41T
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LOGIC1 LOGIC1
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AP OFF ! AUTO DISENGAGE) AP OFF [MAN 01$;EHGAGE) MACH TRiM OFF (AUOVE0.8ZM) AIL MISTRIMR TURN AIL MISTRIML TURN IRS MISCOMPARE
38 11
ii 9388 387 38 6
38 10
FAPTCSEL LOGIC1 = ON 38 Z FAPTRMLL LOGIC1 = ON 38 1 FAPAPTFL LOGIC 1 = ON AP TRIM FAIL 380 . . .-: l;;;~;;-----------------l----l-------------------------l--------------------l---i-----------------i-I------
364 383
305
iAOCHiSCONPARE ELEVMISTRIM NOSEUP ELEVHISTNIN NOSEDN TCSENGAGE TRIM IN LIMIT I
ON ON LOGIC 1 ON LOGIC1 - ON LOGIC1 = ON LOGIC1 ON I.OGIC ON 1 LOGIC1 ON LOGIC1 ON LOGIC1 ~ ON LOGIC1 ON LOGIC1 ON
q q q s q q q s s
FAPVOOFL FAPAPFAL FAPAPFML FAPMTO~L FAPAMlllL FAPAWLL FAPENTUL

FAPEMTDL
LOGIC 1
ON
:; 15-10
399 398 391 396 395 394 393 39 t 39 1 390 . . . I. . . . . .
40 1S-0
SPARE CPL DATA INVALID ALT OFF HAV lUSMATCli SEL] [R NAV 141 SHATCH[L SEL] SELECTINH161 T ENGAGElNHltJIT CROSS-CNAFCS FAIL AFCS FAIL SYSTEMTEST STUCKPUSHBUTTON
SPARE
5BCC LOGIC 1 LOGIC 1 LOGIC 1 LOGIC 1 LOGIC 1 LOGIC 1 LOGIC 1 LOGIC 1 LOGIC 1 LoGIC 1
q
=
q
= = q
=
q
------------------------l-------------------------l----l
ON ON ON ON ON ON ON ON ON ON
FAPNVNRL FAPNVHLL FAPSELIL FAPENGIL FAPCCAFL FAPAPFFL FAPSYSTL

FAPC NOL I 1*------------------... ................. II I -----------------l;;;;I--------
5BCE ... I ...... l:~;:fi;--------------lOFMDS ----I ------------------------SUN I --------------------l--l-----------------l ----------------l;;#------41

-..
42
. ---------------------1 . . . . . l~;;fi-;~--------------l----l;~~-"--------------------l. . . . . . . . . . . . . . . . . I -----------------l;;;; 11 I-------. . . . . . . . . . . . . . . ---------HoLC FLAG 58D2
5BO0
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---.................... II ------------------------I l---l-----------------l ----------------1---1-------7E HEX -.. . . . . .. . . . ..----------- ------------------------. . . . . . .. . II l----l l-------------------l--l----------------l ----------------1---1--------
Ng:
- 1-
MODE USP 18-31ARE ASSIGNEOALTERNATE FUNCTIONS IN MAINTENANCE
CLOCK 1
I SCRATCH PAD MEMORY 4
v PROGRAM MEMORY
7
1
PANEL OUTPUT PROCESSING
DATA AND CONTROL
~
DISCRETE INPUTS
q
A-PROCESSOR DATA OUTER CONTROL LOOPS MODE LOGIC BUS CONTROL VOCONTROL MONITORING
9
q q q
-r
ASCB INTERFACE
CONTROL AND OUTPUT DATA - INPUT DATA
DIGITAU PULSE WIDTH CONVERSION
ELEVATOR TRIM DRIVE
CONV%SION
I
HEARTBEAT MONiTOR ANDPOWERSUPPLY MONITOR INTERLOCKS SERVO DRIVE ENGAGE INTERLOCKS
ANALOG INPUT PROCESSING t CONV&ON 4
RAM
DATA
+ o B-PROCESSOR QINNERCONTROL LOOPS q ATTITUDE LOOPS q SERVO LOOPS q IIOCONTROL q MONITORING DIGITAU PULSE WIDTH CONVERSION
DISCRETE INPUTS
CONTROL DATA -
1
PROGRAM MEMORY 4 *
SCRATCH PAD MEMORY
4
AO.1SS32
FZ-820 Flight Guidance Computer Block Diagram Figure 7-2
22-14-00
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of this document.
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disclosure
of
information
on
this pege is subjecf to the restrictions on the title page
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page
intentionally
left
blank.
22-14-00
Page 198.49
Use or disclosure of information cm this page is sub@cf to the restrictions on the title page of this document.
Aug
15/91
7.
B.
GP-820 Flight Guidance Controller (See Figures 7-3 and 7-4, and Table 7-3.)
GP-820 Flight Guidance Controller Figure 7-3
Dimensions
(maximum): in. (294.13 mm) 11.58 . . . .. .. .. ... .. .... .. .. ... .. .. .. .... .. .. ... . .. ... .. .... ..... .. .... .. ... . 13.78 in. (350.01 mm) . .. ... . ... .. .. .... .. ... .. ..... . ... ... i?.7sin. (10.61 mm)
Length
Width Height
Weight (maximum)
................................. 8.2 lb (3.72 kg)
Power Requirements: Primary ......................................... 28Vdc, Lighting ........................................ 28Vdc, Mating Connectors: J1 J2 .......................... . . . . . . . . . . . . . . . . . . MS27473E20B35SB .......................... .................. MS27473E20B35SD 1.6A 1.OA
Both connectors use strain rel ef MS27506-A20-2 Mounting ..................................... Unit Screw Fasteners GP-820 Flight Guidance Controller Leading Particulars Table 7-3
22-14-00
Page 198.50 Apr 15/93
MAINTENANCE
Honeywell M$gA&.
The GP-820 Flight Guidance Controller is used to engage the autopilot, select the operating modes, select the pilots or copilots PFD, and arm It also contains controls for setting course, the autothrottle system. heading, indicated airspeed or Mach, vertical speed, and altitude. The function of each switch or control is described in the following paragraphs. 7. B. (1) Autopilot (A/P) Engage Button - The A/P pushbutton engages the autopilot and yaw damper functions simultaneously, but disengages only the autopilot. The external yaw damper button engages and disengages the yaw damper only. The A/P pushbutton and the PFD annunciate that the autopilot is engaged. (2) Primary Flight Display Command (PFD-CMD) Button - This pushbutton is used to select which PFD is coupled to the flight director. The flight director shall utilize the navigation source as displayed on the selected PFD. Selecting the cross-side PFD shall clear all flight director NAV modes (VNAV, LNAV, APR, and BC). It does not disengage the autopilot. The system shall normally power-up to left (L) side selected, and subsequent actuations of PFD-CMD shall alternate between right (R) and left (L) couple. The button annunciates L or R to indicate which PFD has been selected. During a dual approach, both PFD-CMD indications shall illuminate to that the system is averaging data received from both sides. The flight guidance computer selections for attitude, heading, and DADC references are accomplished independently of PFD-CMD. (3) Autothrottle Arm (A/T ARM) Button - This pushbutton is used to arm and disarm/disengage the autothrottle system. The power-up state is disarm/disengage. The autothrottle system must be armed before any autothrottle mode can be engaged. (4) Lateral Navigation (LNAV) Button - This pushbutton is used to select and deselect the lateral navigation mode. The source of lateral navigation shall be the source selected for display on the PFD to which the flight director is coupled (FMS, VOR/ILS, or MLS). Vertical Navigation (VNAV) Button - This pushbutton is used to select and deselect vertical navigation from the FMS. VNAV will automatically utilize the PZ-800 Performance Computer for speed, profile and fuel calculations. The pilot may override these performance values through utilization of the CD-81O CDU or the GP-820 Controllers speed window.
(5)
22-14-00
Use or disclosure of Information on this page is subject to the restrlcttons on the title page of this document.
Page 198.51 Aug 15/91
MAINTENANCE
Honeywell M!%!htv
7. B. (6) F1ight Level Change (FLCH) Button - This pushbutton is used to select and deselect the flight level change mode. Upon the engagement of the FLCH mode, the SPEED window shall become active, displaying the speed value as commanded by the FMS. Manual speed
selection can then 7.B. (13). Actuation be accomplished as described in paragraph
of the FLCH mode shall cancel all other vertical flight director modes with the exception ofVNAV.
(7)
Heading Select (HDG SEL) Button - This pushbutton is used to select the heading select mode. The desired heading reference is selected with the HDG SEL knob. This mode is a direct capture only mode and will result in exiting any other captured lateral mode.
and deselect
(8)
Bank Limit Select (BANK) Button - This pushbutton allows manual selection of the bank angle limit in the HDG SEL mode. Alternate activation of the BANK button causes alternate selection of a 28degree high bank limit or 20-degree low bank limit. At power-up, high BANK is selected.
Automatic
when climbing through 29,500 feet. Automatic toggle to high bank status shall occur when descending through 28,500 feet. Manual selection of high bank status shall be allowed above 29,500 feet, and manual selection of low bank status shall be allowed below 28,500 feet. When in low bank status the button annunciates 1/2.
toggle to low bank status shall occur
(9)
Back Course (BC) Button - This pushbutton is used to select and deselect the back course function and display for ILS back course approaches.
(10) Approach (APR) Button - This pushbutton is used to select and deselect the approach mode. The approach mode must be selected to arm ILS or MLS vertical path captures. (11) Vertical deselect the VERT aircraft can then Speed (VS) Button - This pushbutton is used to select and the vertical speed mode. -Upon engagement of the VS mode, SPEED window shall become active, displaying the current vertical speed value. The desired vertical speed value be selected with the V/S knob.
(12) Altitude Hold (ALT HLD) Button - This pushbutton is used to select and deselect the altitude hold mode. The aircraft shall maintain the altitude that the aircraft is at upon engagement of the ALT mode. This mode is a direct capture mode only and will result in canceling any other captured vertical mode.
22-14-00
Page 198.52 Aug 15/91
7.
B.
(13)
IAS/MACH and SPD Button, and SPEED Window and Knob - The speed knob allows the pilot to manually input a speed target to the system. Speed values up to VH~MJo can be set. This knob is active anytime the SPD button annuncia es manual (MAN). The speed values are used If the autothrottles are engaged in a for the VNAV or FLCH mode. speed hold mode, the speed knob is also used to set a speed value for autothrottles operation. When MAN is not annunciated, the speed value is automatically supplied to the system from the FMS. The VNAV or FLCH modes then use this speed value. The autothrottles also use the same speed In manual speed, the IAS/MACH button value for their functions. changes the SPEED window display from IAS to MACH. The PFD annunciates IAS or MACH and also displays the selected speed target in the IAS or MACH target areas.
(14) Heading Select (HDG SEL) Knob, SYNC Button, and Heading Window The HOG SEL knob sets the desired heading and positions the heading bug on the PFD. The selected heading is displayed in the HEADING
window and also on the PFD. A push-to-sync button, incorporated the knob, causes the bug to synchronize to the current aircraft heading. in
(15) Vertical Speed (V/S) Button and VERT SPEED Window and Knob - The vertical speed knob is used to input values of vertical speed to the system. The VERT SPEED window and the V/S target area on the PFD display the selected value when the V/S mode button is annunciated ON. While TCS is engaged, the PFD displays dashes; the VERT SPEED window blanks.
(16) Altitude Preselect Knob and ALTITUDE Window - The altitude preselect knob controls the preselect altitude displayed in the ALTITUDE window and on the PFD. The system assumes that this altitude is a clearance altitude for all flight regimes except final approach. For this reason, the ALTITUDE window is always
active.
(17) Course (CRS) Select Knob and SYNC Button - The CRS knob allows selection of VOR, MLS, or ILS course by the positioning of the course select pointer on the PFD. The selected course is also displayed as a digital readout on the PFD. A push-to-sync button, incorporated in the knob, causes the course select pointer to sync to the bearing (track, if applicable) of the selected NAV Source. If the applicable bearing or track information is not displayed on the ND, the sync feature is disabled.
Page 198.53/198.54 Apr 15/93

Use or disclosure of informationon thispage is subject to the restrictionsnthe title o page of thisdocument.
22-14-00
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_____A
AD-202E6,
This
page
intentionally
left
blank.
22-14-00
Page
Use or disclosure of information cm this page IS subject to the restrictions on the title page of this document.
198.57 Aug 15/91
MAINTENANCE
Honeywell %N!!b~
7.
c.
PC-880 Turn Pitch Controller (See Figures 7-5 and 7-6, and Table 7-4.)
u 40 S676
JJ
PC-880 Turn Pitch Controller Figure 7-5
Dimensions
(maximum):
Length . .. . ..... .. . ..... .. ................ .. . Width .. . .. ..... .. . ..... .. ................ .. . Height .. .. .... .. .. ..... .. .......... ...... .. . Weight (maximum)
4.82 in. (122.42 5.75 in. (146.05 2.63 in. (66.80 1.5 lb (0.68
mm) mm) mm) kg)
.. .. . ..... .. ... ........... .. .. .. ...
Power Requirements: Potentiometer Excitation ........................ t15Vdc, 1.6vA Lighting .................................. 5 V ac or V dc, 5.0 VA
Mating Connector:
J1 ............................................... MS27473E12B35SA
Mounting .. . .. .... .. .. ..... .. ... ...... ......... . Unit Screw Fasteners
PC-880 Turn Pitch Controller Leading Particulars Table 7-4
22-14-00
Page
198.58
15/91
Aug Use ordisclosure Ofinformationthis on pageissubject the to

restrictions on the title page of this document,
The controller provides the means of manually controlling the autopilot through the TURN knob and PITCH wheel. The following paragraphs describe each control. 7. C. (1) in the direction of wheel movement. The pitch wheel provides rate limited pitch commands in pitch hold mode. The pitch thumb wheel provides dual tachometer outputs which are applied to both flight guidance computers to ensure fail-passive pitch wheel operation. Pitch wheel operation is inhibited in GS, FLCH, VS, and VNAV modes. (2) TURN Knob - Rotation of the TURN knob out of detent results in a roll command. The roll angle is proportional to and in the direction of the TURN knob rotation. The TURN knob controls dual detent switches and potentiometers to provide identical roll commands to both flight guidance computers. The TURN knob must be in detent (center position) before the autopilot can be engaged. Rotation of the TURN knob cancels any lateral mode selected.
Pitch pitch Wheel - Rotation of the pitch wheel results in a change attitude proportional to the rotation of the wheel and of
Page 198.59/198.60 Aug 15/91

22-14-00
MAINTENANCE
Honeywell W!!&.
JI
0T05vDC
OR VAC(-901
AND-902)
9~-1
77
_______
___,
JI El
CHASSIS GROUND I I I 5
; EDGE LIGHT PANEL / I I I I ___ ____ ___ I I
O,O=C.mvAc
(-9m~D-904)
20~----------$h
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LIGHTING RETURN 10<
I I
I
-15 EXCITATION
L---
I I
________
I
__
I
I (+,-)
z
TURN CONTROL WIPER OUTPUT (SYSTEM 1) TURN CONTROL WIPER OUTPUT (SYSTEM 2)
(SY3TEM t)
CENTER TAp, SIGNAL GROUNO +15 EXCITATION -15 EXCITATION
6YS.TEM I)
(SYSTEM 0
(SYSTEM 2)
II
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4
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14
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TURN CONTROL OETENT SWITCH (NORMALLY TURN CONTROL DETENT SWITCH (CLOSEO
CLOSED ou7 OF IN DETENT) DETENT)
(SYSTEM I) TURN CONTROL DETENT SWITCH
(COMMON
6 ~~
I
1
(SY5TEM 2)
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I
(COMMON) 15
I::.
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I
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8
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(SYSTEM 2) TU7N CONTROL DETENT SWITCH
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i I
- - - I - I I
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I
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I
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I
I
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WHEEL
ASSY
I-
- - - _-
__
---
- - I
AD-12103-Rl
PC-880 Turn Pitch Controller Schematic Figure 7-6
Page 198.61/198.62 Aug 15/91

Use or disclosure of mform~tlon on this page IS subject to the reslnchons on the hlle page of Ihm document.
22-14-00
Honeywell !!#!%r.cE
22-14-00
Page Aug
Use or disclosure of reformation cm this page is subject to the restrictions on the title page of this document.
198.63
15191
Honeywell
7. D.
MAINTENANCE MANUAL
GULFSTRE4MIV
SM-600 Dual Servo/SB-600 Bracket and TM-260 Dual Trim Servo/TB-261 Bracket (See Figures 7-7 through 7-11, and Table 7-5.)
SM-600 Dual Servo and SB-600 Bracket Figure 7-7
TM-260 Dual Trim Servo and TB-261 Bracket Figure 7-8
22-14-00
Page 198.64
Aug 15/91
Use or disclosure
of information
to the restrictions
on the tnle page of this document,
MAINTENANCE
Honeywell HY!#b
Dimensions, Length Length including (TM-260) (SM-600) bracket (maximum): 11.28 11.75 in. (286.5 mm)
.. ..... .. ... ... .. ..... .. ... .. .. .. .. ... ...... .. .... . .... ...
Width ....................................... Height ......................................
in. (298.5 mm) 8.08 in. (205.2 mm) 4.17 in. (105.9 mm) 10.2 lb (4.63 kg)
Weight including bracket (maximum) ................ Power Requirements:
Clutch ........................................... 28 V dc, 1.9 VA Synchro .................................... 26 V, 400 Hz, 10.4 VA Mating Connector: J1 J2 J1 J2 (TM-260, SM-600) ............................... (TM-260, SM-600) .............................. (TB-261) ....................................... (TB-261) ...................................... MS27473E12A35S MS27473E12A35SA MS27473E1OA35S MS27473E1OA35SA Hard Mount
Mounting ................................................. SM-600 and TM-260 Dual Servo Leading Particulars Table 7-5
The dual servo translates electrical inputs into a brake controlled rotational mechanical output. The tachometer output is fed back to the flight guidance computer servo amplifier to null the command signal. The SM-600 synchro position output is not used in the system. Each servo of the dual servo is identical and is connected to a separate output connector. Servo connector J1 is connected to the pi1ots flight guidance computer, and connector J2 is connected to the copilots side. The active flight guidance computer provides a brake output to disable the other servo.
Page 198.65/198.66 Aug 15/91

Use or disclosure Of information on this page is sub]ecl to the restrictions on the title page of this document.
22-14-00
MAINTENANCE
Honeywell K?Pi!%h ~-
JI (II d
2CW CLUTCH CXCIIATION 12 ~ ,3 -l
BRM
ORN
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I
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(+VOLTACE)
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(-vOLTAGE) lsl -11 WHT/SLK/ORN I

14
W14T/BLK/014N WHT/BLK/ORN 5$5
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OUTPUT (pOLARtTV snowtt foa CCWDWU RO1ATION)
I wn:/ -1 i
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AD.458.R2
CLUTCH WIRING
SM-600 Dual Servo Schematic Figure 7-9
Page 198.67/198.68
Aug
on this page Use ordisclosure ofInfonnallon
IS
22-14-00
15/91
of Ihm document.
subject 10
the
restrictions
on
the
title
page
701-5 CRI
coL 2 COL I
(+vOLTAGE) (-VDLTAIX)
101-12 JI SHIELD GMD IS -KZOm I Ww TAcM$iw&; +* %IA:MW2TI%5
32 WHTMRN/OLU , \ ,.> -/I I wHTcQ~ 13 ~) I WHT/BLN/ORN :
20VOC CLUTCM EXCITATION
-7
a:
Ssl
Igli
ASS2 1 I
, WHT/BLK/ORN WHT/BLK/ORN
ts 12!!
S5
> .- 15 SHIELD GNO
55 4
Will ! II ,BLK! i
I i I
i]
,7_ )
1-
~+
TACHOMETER OUTPUT (POLARITY SHOWNFOR C(W ORUMROTATION)
WHT/GRN
T--r r I ----
NOTOR INPUT
POLARITV CMEES CCW ORUU ROTATION (AS VIEWED FROU DRuM ENO)
i i t
-. TBF?.I %+
0.6euF TBI- I
U.,OU?
C2 . ... . .
[ +2 +
Zsvoc BRAKE ExCITATION
i CRY
f,
I ; wHT/OLlt/VIO I I wHT/mRM,~nH I
1S+S GRY
cp~--+ist--------Ly-J L--~--+of+~j &-----------f./j___

~
s 191-4 CR3 rat- 1I Ot I I I ; I I i I I I I I I ~I I I I i .+--+---I
F,+--w---l
-----
--0:-1----- -@!
--1 I I 1 1! -; I : I
I
KU
;Ll I nco
u0
. ;21 !
I
II
WHTz6 NR
1s1-21 :.3~uF TBI-E2 &LAF
WMT/ I ~/ I
161-22
&
I
i
MOTOR INPUT PDLARITY CAUSES j:WCW:fIYA;ON DRUM END)
~, ;-~ - .-1
lWI-19
-- 10
km- Is
2 f ~ {-<i
LK --r A3 CLUTCH~ ----
@f LK ; II 1: 1, i
CR4 ob
T81-20
wwl~ i ~ED/ Vlo I 2+ I > I I + WH1/REO/GRN > a I

WHT/BLK/GRM I 1 >
CHASSIS
GND
K
%I
I : BLU
rB1-fH
--- + ; TSA-6 7Bt-23 1s1- 7 Tel. 8 TBI-9 BLU ELK

YEL I
I I ; Mechanical GROUNO -2*

TSI-13 wnT/ BLK/BLu
J
o
Zllvoc
BRAKE ExctTATtON
h I I /
x 18 SYNC14R0 POSITION 19 OUTPUT z 20 Z6VAC oonz c 4 H3
{:!
YEL
SP::CKE7
I
I *
CKSSD
BLU
BLK YEL
; WH1/VIO
101-24 TEI-14 TSI-15 TBI-16
,. WHTRBRN/GRN I WHT/EiRN/REo
Ilq x
SYNCMRO 19 Y ~u;l~:N 20] i! . 3M 26VAC q c 400NZ AD-12753
~ ;}
: w141/RED I WliT/BLK
REO/WHT BLK/WHT
REIVwWT BLK/WHl
wt+T/REO ORN 1 / WHT/BLK/RED I
TM-260 Dual Trim Servo Schematic Figure 7-10
Page 198.69/198.70
Aug
Use or disclosure of mformallon on this page IS subject
to the restrictions on the title page of this document.
22-14-00
15/91
MAINTENANCE
Honeywell !!!W#h ~
~_____.-.

~__l_l
1 I
J2 I (3)
[ (1) I
8tu
I
I I I
(5)
NO ,
SI-B
I
I
,.1 CR I
-2 A
1A
] ORN
IRED
I 1
-5
Ccw LIMIT
SWITCH
YEL ,.2 CR2 6

f
lJI
(5) (3) (1) (6)
I I I I
No 5 ] SI-A I I I NO , S2-9
I I I I
2A I
.iw,ll
BRN II BLU II
1A
I I I -3 CR3 i I I I
I
~R W 29-1 II IIB WHT GRY 1 Vlo ~/ II II
(4) II (2)
I I I I I LIMIT (6) (4) 1 (2) Cw SWITCH
17
I
I I I I I I I I I I I I 1L__ -.- 216

51
-4
28 CR4
I
1
1~~~ 1 16RN
I ,B ?j:::7 K ~~ I
I I I 1
-8
xl CR5~~~HT~ x2 CR6 -1 IWHT/ORNI lWHT~RNl
(7)+ I (8)- ; > (7)+ ) (&;(lo) (11) la lJl l-~ (lo) (11) (12) SPLINE
K2 I I ~TBl
+;~,l,j
SPAR ES
@
240 B8 @ ~ -----_ -----
lNPi;
L---__J_J -
- -
~+~---------h c
- -1
AD.656
TB-261 Bracket Schematic Figure 7-11
22-14-00
Page Aug
to Use ordisclosure ofIntonation this age Issubject on p the restrictions
198.71
15/91
Honeywell
8. PRIMUS@ 800 Weather Radar System A.
GULFSTRE4M IV
MAINTENANCE MANUAL
WR-800 Receiver Transmitter (See Figures
8-1
and 8-2,
and Table
8-1.)
The WR-800 Receiver Transmitter (RT) generates and receives X-band radio frequency energy for the purposes of weather detection and ground mapping. The 9345 *3O MHz transmitted signals are sent to the antenna via a waveguide transmission line. Echo signals received by the antenna are routed through the waveguide to the RT and then to the receiver. The receiver processes the signals, encoding them into one of four levels, depending on their intensity, scan converts them, and enters them into the random access memory. This memory is read in raster scan format, and its output is delivered to the indicator and electronic flight instruments.
bQ
5320
WR-800 Receiver Transmitter Figure 8-1
22-14-00
Page 198.72 Aug 15/91
Use or disclosure
of information
to the restrictions
MAINTENANCE
Honeywell !!K$!%$k.
Dimensions Length Width Height (maximum): . .. .. .. ...... .. ... .. ... .. .. .... ... .. . .. ... .. ... ..... ... ..... .... .... ... .. . ... .. .. ...... .. ... ..... ..... ... ......
14.68 in. (372.87 mm) 7.50 in. (190.50 mm) 7.63 in. (193.80 mm)
Weight
.......................................... 20.5 lbs (9.35 kg)

. .. .. ........ ... .. ..... ........... 27.5 V dc, 6A nominal 115 V ac, 0.5A nominal 1.2 kW Nominal 9345 f 30 MHz
Prime Power RF Power,

Frequency
Peak
(At R/T F1 ange)
... .. ......... ...... .. .
. .. .. .. ...... .. ... ....... ............ ... .. ..
Noise Figure
Pulse Width and
..................................... 9 dB at RT flange
Pulse Repetition Frequency: WEATHER
Range (NM) Scale
MAP u 15 15 6 2 2 2
~ 180 180 440 600 600 600
w 15 15 6 3.5 3.5 3.5
300 200 100 50 25 10 STC:
Digital WX:
Control at ranges shorter than
6 dB/Octave Beam-Filling 9 dB/Octave Beam-Filling
at ranges
greater
than
MAP:
6 dB/Octave
WR-800 Receiver Transmitter Leadi~~b~;r~i:ulars
Page 198.73 Aug 15/91 Use ordisclosure ofinformationthis age issubject on p totherestrictions on thetitle pageofIh(socument. d
22-14-00
Transmitter: Local TR:

Stabilization: Pitch Input:
Positive Gunn
Anode
Magnetron
Oscillator:
Diode
(gated) Controlled
TR
Limiter
Microprocessor
ARINC Roll Tilt: Input: ARINC t15
429, 429, deqrees
Label Label
324 325 (controlled from
maximum
indicator) Tilt angle annunciated maximum in
on indicator
Elevation Angle: Signal Processing: Display Memory:
*3O degrees Digital planes.
correlation
RHo Theta, X,Y
128k
(2 - planes)
256 vertical x 256 horizontal (236 vertical x 240 horizontal displayed) 32k - (REACT) (3rd plane) Data Correlation: Antenna Turn-Around: Not inhibited in any mode. Approximately 1 degree from scan end antenna goes to half and then quarter speed before turn-around. After turnaround, antenna goes from quarter speed to half speed and reaches full speed approximately 1 degree after turn-around. Cannon KPSE-06F22-55S and KPSE-06F22-55SW
Mating Connectors:
WR-800 Receiver Transmitter Leading Particulars Table 8-1 (cent)
22-14-00
Page 198.74 AUG 15/91
MAINTENANCE
Honeywell w&IJ&iv
----9 -------# REcElvER/TRj$NsMITTER

ANTENNAI
99
--------
9-------------9-
----
---9-9---
9------99-99--9--,--0-9
--,-m
ANTENNA
DRIVE
I 1 1
:
OwER+EE T@-l@
PRIME
I
b
NOISE
DIODE
MIXER
1+1
IF AMPLIFIER AND DETECTOR & 4 A
Au CONVERTER
DIGITIZED VIDEO \
4)
AZIMUTH COUNTER
:
CRT MEMORY I I
Iii, - WG i I CIRCULATOR
L \ AFC + -4 A LOCAL OSCILLATOR A -ISOLATOR L
I SCAN CONVERTER COLOR :l-M 4
a z z u u
E o
c1
GCR CIRCUITS A
GATE
~RNG
LEFT RIG}{T SLAVE
DATA & DATA CORRELATOR INC X, Y LEFT ENABLE
INDICATOR
I
4
-D + LINE DRIvERS
1
LEFT [ I
I
1 1
ISOLATOR MAGNETRON H b
1
4 4 PROGRAMMER
4
i
ANTENNA
9
/4pyl&N
RNG MODE
1 1 1
MODULATOR
PULSE GENERATOR
4)
4 t
I L,-m-aDq
ELEVATION DRIVE ~1 ANTENNA [ POSITION FEEDBACK : I
I ARINC 429 I RCVR I ELEVATION DRIVE AMPLIFIER 4 DA CONVERTER

4
T
I
m
25 / / ============
EN120DER
It
=--t
$=5
I
DECODER AND I MEMORY ,
I %=t+
;
I
I
ARINC 429 PITCH/ROLL INPUT
--J
1 1 1 ~---m,
i
w
SAMPLE AND HOLD mm=== ===== AD + CONVERTER * mwaw=, ===== m=======
T
==
1 1
i
I
I
1
TILT
Scl RCVR
SCI BuS ~
! lNDlcAToR~ CONTROLLER(S) : 1 1
1.
MULTIPLEXER
STABILIZATION CPU CONTROL
1
c_ ======_=_ m-----a-------,===
AD-11326-R 1
FROM AIRCRAFT GYRO
WR-800 Receiver Transmitter Block Diaqram

Figure ~-2
22-14-00
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198.75/198.76
Aug 15/91 on this page IS sublect to the reslnctlons on the title page of thm document Use ordisclosure ofInlormellon
Honeywell !!$ii~.c
22-14-00
Page 198.77 Aug 15/91
Use or dkclosure Of information on this page is subject to the restrictions on the title page of this document.
MAINTENANCE
Honeywell !!iiP#kiv
8. B. WC-81O Weather Radar Controller (See Figures 8-3 and 8-4, and Table 8-2.)
AD-1 2761
WC-81O Weather Radar Controller Figure 8-3
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) Weight .............................................
Power Requirements: . .. .. .... ... ... ... .. .. ... .. ....... .. . 28 V dc, 0.06 Ampere 5 V dc, 0.92 Ampere
1.9 lb (0.86 kg)
Primary
Lighting ..................................... Mating Connector:
J1 .............................................. MS27473E14A-18SA Mounting ....................................... Unit Screw Fasteners WC-81O Weather Radar Controller Leading Particulars Table 8-2
22-14-00
Use
or disclosure
Page 198.78 Aug 15/91
of information
on this page is subjecf
to the restrictions
Honeywell !&!!!!.=
The WC-81O Weather Radar Controller contains all the controls required to operate the PRIMUS@ 800 Weather Radar System. The controller has three
two rotary switches, and three potentiometers to snap-action pushbuttons, select and control the operating modes of the radar system. The following paragraphs describe each of the PRIMUS@ 800 modes and features
controlled by the WC-81O. 8. B. (1) Target (TGT) Alert - The TGT button allows the pilot to enable/ disable the target alert mode at the radar system. In the target alert mode, an alert is flashed on the weather display when a red or heavy precipitation area is detected in a 15-degree arc between 60 and 120 nautical miles ahead of the aircraft. (2) Ground Clutter Reduction (GCR) Mode - The scintillation frequency of ground radar returns is lower than that of rainfall radar returns. A digital frequency filter is used to separate ground returns from rainfall returns, and only the rainfall returns are displayed when the GCR mode is selected. Since some of the rainfall returns fall into the same spectrum as the ground returns, there is some loss of weather return in the GCR mode. As a result, the weather presentation in this mode cannot be considered calibrated. However, the GCRmode gives the pilot a dramatically improved look at weather in terminal areas or mountainous terrain where it may be necessary to tilt the antenna toward the ground to see weather ahead. The GCR annunciator above the switch lights to indicate to the pilot that he is in the GCR mode. (3) Rain Echo Attenuation Compensation Technique (RCT) Mode - Rain echo attenuation compensation techniques automatically increase the receiver gain in real time as a function of attenuation due to penetrated rainfall to maintain system calibration. This circuit is implemented digitally in the PRIMUS@ 800 and, in conjunction with a digitally generated sensitivity time control (STC), a signal is generated when the receiver gain has reached its maximum available value. At this time, 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. The RCT annunciator above the switch liqhts to indicate to the pilot that he is in the RCT mode. - The GAIN potentiometer selects the radar receiver GAIN calibrates the system for optimum performance in mode. Variable gain is used for additional weather ground mapping.
(4) GAIN Adjust gain. AUTO the weather analysis or
(5) MODE Control - The rotary MODE control is used to select one of the following positions:
q
OFF
- This position turns the weather radar system functionally off.
22-14-00
Page 198.79 Aug 15/91
MAINTENANCE
Honeywell MPJIAL.
q
STBY - Used to select standby mode. Standby is useful for keeping radar in ready state while taxiing, loading, etc. In standby, antenna does not scan, transmitter is
disabled, active. display memory is erased, and tilt remains
STBY is displayed in mode field.
TEST - 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 outrwt Dower is radiated in TEST mode. - Used to select weather detection operation. If selected prior to end of warmup period, WAIT will be displayed until RT warms up (approximately 50 seconds). WX is displayed in mode field. Transmitter outDut Dower is radiated in WX mode.
.wx
GMAP - Used to select ground mapping display; MAP is displayed in out6ut Dower is radiatedin-MAP mode field. Transmitter mode.
8.
B.
(6)
Slave (SLV) Annunciator - In a dual-controller setup, this annunciator will light on the controller whose MODE control is in the OFF position when the MODE control on the other controller is in an operating mode (mode other than OFF). If the MODE controls on both controllers are in the OFF position, the SLV annunciator on will extinguish. both controllers RANGE Select - Operating ranges from 10 to 300 nautical miles provide up to 94,156 square nautical miles of weather detection. Selection of FPLN causes the radar information to be blanked from the navigation display. The display will also be set to a range which is pin-programmable at the rear connector (J2) of the controller. The radar continues to transmit in the mode selected.
(7)
(8) TILT Adjust - The TILT potentiometer adjusts the antenna tilt from full down (-15 degrees) to full up (+15 degrees). (9) Forced Standby (No WC-81O control) - With weight-on-wheels a ground is applied to J1-P which forces the system into the STBY mode as described in paragraph 8.B.(5).
(10) Brightness (BRT) Control - The BRT control is used to control radar (raster) information brightness (intensity) of the navigation display (ND).
22-14-00
Page 198.80 Aug 15/91
Honeywell !f!!%b.c
x!&{$pj--~;;
SWITCHES
. t 1
m
i
4-BIT COUNTERS
A3U27, A3U28
6.144 MHZ Osc

A2U 4, A2Y1
I A
ToTE:
REFERENCE DESIGNATIONS
ARE AS FOLLOWS:
Al
= POWER SUPPLY CCA
I
MODE WIPER
f
[ CONTROL I I
A2 = LOGC 1 CCA A3 = LOGIC 2 CCA I
FSBY (N)
*
RANGE
CONTROL
OFF STBY TEST Wx

GMAP . . ..
MODE ENCODER PROM A2U12
/3 /
1
BUFFER
T*
A2U16 ~
ET
OE1 (N) OE3 (N) OE2 (N) OE4 (N) OE5 (N) OE6 (N)
I
PROM A3U6
LABEL PROM A3U8
J4 UART A3U12 + LINE DRIVER A3U7 *SCI (P) sc, (N) i :} SERIAL DATA TO R-T
DATA BUS TBO - TB6
10 25 50 100 200 300 D FLIGHT PLAN RANGE CODE P RNG 2 PRNG2 P RNG 2 P RNG 2
lTL LOGIC CONVERTER A2ul A2U3
4 pf+zm=
OE l(N) E4(Nn CONTROL -->57
!3i?
RANGE ENCODER PROM A2U7
STOPS COUNTERS WHEN MAX OR MIN TILT IS REACHED
LOGIC GATES A3U3, A3U5 A3U13, A3U19 I UPIDOWN COUNTERS A3U4 A3U1O A3U15 b DIA A3U9 DIGITAL COUNT 0E5 (N)* OE6 (N)TRI-STATE BUFFERS A3U14 A3U17
AID CONVERTER
ANALOG
*
c l-l AMPLIFIER A3U18 m -T t 8.8. , NETWORK A3U21 COUNTERS TO CORRECT ERROR wv,wrr.tn,.A COUNTERS TO COUNT UP OR DOWN TO CORRECT ERROR I
ANALOG FEEDBACK COMPARATOR A3U18

Ao-11 S39.R5
WC-81O Weather Radar Controller Block Diagram

Figure 8-4
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Page
198.81/198.82
Aug 15/91 totherestrictions on thetitle page01this ocument d Use ordisclosure o!Inforrnallon page IS subjecl nn thl~
MAINTENANCE
Honeywell !#&!#!h
This page intentional left blank. ly
22-14-00
Use or disclosure of information on thispage is subject to the restrictions on the title page of this document.
Page 198.83 Aug 15/91
8.
C.
WA-800 Antenna Pedestal and FP-900 24-Inch Flat-Plate Radiator (See Figures 8-5 and 8-6, and Table 8-3.)
111// ];/(,,
111111,, , Ill,, ,I; ;:! II IJ,}]
NOTE: THE FLAT-PLATE RAOIATOR IS SUPPLIED AS A SEPARATE PART AND ASSEMBLED TOTHF ANTENNA PEDESTAL BY iHi i.kER,
u
1 11, , 4,41, 01,
h 11, I
1
Physical
q
1] ,,,,, Wll,l.,,, \
!
i~!ij~
ANTENNA PEDESTAL M15S5354
ll1l 11, },,

AD.9425
WA-800 Antenna
Pedestal and Flat-Plate Radiator Figure 8-5
FP-900
Characteristics:
Weight ........ ...............................

Mating X Connector Quick .. .. .. ... ... .. .. ... .. .. .... Disconnect Band
15.25
lb
(6.93
kg)
Cannon
KPTM6F20-39S07 Airtron 63906
...... .. .. .. .. .. .. .. ......
Operating
Characteristics:
27.5 V dc, 1.3 A nominal 115 V ac, 50 mA nominal Scan ......................................... 60 and 120 degrees Scan Rate .................. 14 looks per minute (120-degree scan) 28 looks per minute ( 60-degree scan) Polarization .......................................... Horizontal Stabilization ..... Line of sight, +30 pitch or roll with 0 tilt Tilt Excursion ................. 15 degrees up and 15 degrees down Elevation Excursion ............ 30 degrees up and 30 degrees down Beam Width (3 dB points) ............................. 4.2 degrees Power ...................................
WA-800
Antenna
Pedestal and FP-900 Leading Particulars Table 8-3
Flat-Plate
Radiator
22-14-00
Use or disclosure of information cm this page is subpecf to the restrictions on the title page of thm document,
Page 198.84 Aug 15/91
Honeywell
MAINTENANCE MANUAL
GULFSTREAMIV
from the The RT generates a high level RF pulse to be transmitted radiator transmits the RF enerqy in The antenna flat-Dlate antenna. By turning the antenna radiator t60 degrees from ~ie narrow beam.
forward direction of the aircraft, the narrow beam can be made to scan a If a volume in the forward direction in order to locate weather targets. weather target is encountered, the RF energy is reflected from the target and received by the antenna during the time between transmission pulses. This received RF energy is routed to the receiver in the RT where it is processed for display on the indicator. The azimuth stepper motor drives the flat-plate radiator left and right 60 degrees for a total scan of 120 degrees in accordance with the logic drive signals from the RT. The sector scan rate is 14 looks per minute for the 120-degree scan. The antenna pedestal elevation assembly permits the radar beam to be tilted up or down 30 degrees in each direction for a total of 60 degrees when actuated by a combination of signals external to the antenna pedestal and the aircraft IRS.
ANTENNA
ELEVATION IOTARYY31NT
AZIMUTH ROIARYJOINT R-1 )
m
ELEVATIONXIS A
* 30 OEG. MAx ?
A21MWHAX15 AZlMUWt40T0R
CONTROLUXIC FROM R-T CONTINUOUS liOCEG. SCAN 14KloKsfMlN
,- _ Ik?!ii?--
Cl
SWIEP SENSE RESOLVER BXI R-T STABILIZATION ASSY
lRb J I
i I I I I I I
+1
#21MUTHhWTOR CON7RIL AMPLIFIERS SCAN DISABLE
i I
I /
STEPPER MOTOR B303
L-
--
---;----m
~
AD-1 7256
WA-800 Antenna Pedestal Block Diagram Figure 8-6
22-14-00
Page 198.85 Aug 15/91
Use
or
disclosure of mformatlon on this page IS subject to the restrictions on the title page of this document.
MAINTENANCE
Honeywell &w&.
WARNING: HEATING AND RADIATION EFFECTS OF WEATHER RADAR CAN BE HAZARDOUS TO LIFE. PERSONNEL SHOULD REMAIN AT A DISTANCE GREATER THAN R 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. 20-68B, AUGUST 8, 1980, SUBJECT: RECOMMENDED RADIATION SAFETY PRECAUTIONS FOR GROUND OPERATION OF AIRBORNE WEATHER RADAR. THE RADIUS, R, TO THE MAXIMUM PERMISSIBLE EXPOSURE LEVEL BOUNDARY IS CALCULATED FOR THE RADAR SYSTEM ON THE BASIS OF RADIATOR DIAMETER, RATED PEAK-POWER OUTPUT, AND DUTY CYCLE. THE GREATER OF THE DISTANCES CALCULATED FOR EITHER THE
FAR-FIELD OUTLINED OR NEAR-FIELD IS BASED ON THE RECOMMENDATIONS
INAC NO. 20-68B.
The American National Standards Institute, in their document ANSI C95.1-1982, recommends an exposure level of no more than 5 mW/cm2. Honeywell Inc. recommends
Figure 8-7 shows the MPEL that operators follow the 5 mW/cm2 standard.
for the 24-inch antenna and PRIMUS@ 800 radar
power.
+2
AIRCRAFTLUBBER ~$) LINE- \/ /y 270 ./
RADIuS R \
DIAMETER OF FLATPLATE RADIATOR
II
5 mW/CM2 RADIUS R OF MPEL BOUNDARY
/ MPEL BOUNDARY
AD-31304
PRIMUS@ 800 MPEL Boundary Figure 8-7
22-14-00
Use or disclosure of reformation on this page is subject 10 the restrictions on the title page of this document,
Page 198.86 Aug 15/91
~:Ml:~JANCE
Honeywell
.ULFSTREAMIV
22-14-00
Use or dkclosure of information on this page is subject to the restrictions on the title page of this document.
Page 198.87 Aug 15/91
8.1
PRIMUS@ 870 Weather Radar System A.

WU-870 Antenna and Table 8-4.) and Receiver Transmitter Unit (See Figures 8-8 and 8-9,
The WU-870 Antenna and Receiver Transmitter Unit generates and receives X-band radio frequency energy for the purposes of weather detection and ground mapping. The WU-870 incorporates an 18-inch flat-plate antenna and contains all the circuitry required for transmitting, receiving, signal processing, scan conversion, serial data, and control interface to the other system components as well as the EDS.
WU-870 Antenna and Receiver Transmitter Unit Figure 8-8
22-14-00
Useordisclos.rreof information on this page issubject to the restrictions onthetitle page of this document.
Page 198.88 Apr 15/93
MAINTENANCE
Honeywell KN!Rb
Dimensions (maximum): 10.04 10.06 in. (255.02 mm) in. (254.51 mm)
Base Diameter . ..... .. ....... ... .. .. . .. ... .... ...... ... .. .. . ... .. .... Height (Antenna flat)
Weight ...............................................
Prime Power .. ... .. .... . .. ....... ...
16.0 lb (7.3 kg)
+22 to +32 V dc, 110 watts, maximum 26 or 115 V ac, 400 Hz, 0.12 VA maximum
Antenna Size .....................................

. .. ..... .. ......... .. ... . .. .. Stabilization 18-inch flat-plate radiator Line-of-sight, 130 degrees
t15 degrees Tilt ..................................................... Scan ........................................ 120 degrees (*60 degrees) at 120 degrees scan Scan Rate ...................... 13.5 t 1 looks/rein Gain ............................................................ 35 dB Beam Width ................................................ 5.6 degrees Transmitter 9345 t30 MHz Frequency ............................................... 1.3 KW, nominal, magnetron Power ..................................... 1.2, 1.5, 2.4, 4.8, 9, and 18us, Pulse Widths ....................... determined by selected range 120, 240, 360, and 480 Hz, PRF ....................................... determined by selected range Receiver Noise Figure IF Frequency IF Bandwidth MDS 8.5 dB, typical ......................................... 35 MHz ................................................. ......................................... 0.8 MHz, nominal
selected pulse width Present in all modes
with Video Bandwidth . .. .... .. . ....... Commensurate .. .. .. . ... .. .. .... . . .. ... .... .. .. .. .. .. ...... STC
.................................
-112 dBm nominal, on 300 NM range
Dist)layedRanqes WX/MAP ............................. 5, 10, 25, 50, 100, 200 and 300 NM full scale with five concentric range rings (white for WX, green for MAP) ........... 5, 10, 25, 50, 100, 200, 300, 500, and 1000 NM full scale with five concentric range rings .............................. 5, 10, 25, and 50 NM MS3126F22-55S
Flight Plan
Turbulence/GCR Mode
Mating Connector ........................................ WU-870 Antenna and Receiver Transmitter Leading Particulars Table 8-4
22-14-00
Page 198.89 Aug 15/91
Use or disclosure of Information on this page is subpscf to the restrictions on the title page of this document,
[ MODULATOR I
Pw
ANTENNA I
117
C
-L MAGNE~ON
L
CIFICULATOR -11?m
I 1
ACTIVE
AGC ~
I AGc REF
-----
B
;~TA
{:241
429 INTERFACE ~ 4*9B -+ t-l+
JAFC SYSTEM PARAMEERS u BITE ND IF
1 Tw7
STC/ XSTC 17
REACT
LT6ai
ROLL { AIRSPEED REF 26, OR 115V { GND FOR 203 mV/DEG u WEIGHT ON WHEELS AAS SELECT (NO) (NO COM SYNCHRO TODIGITAL CONV i 42s ADC (NO) ONIOFF PARALLEL ALTITUDE SELECT (NO) DISCRETE INTERFACE
a Wx
PROCESSOR
DIGITIZEO
VIOEO
-E!sl-i
lNO/MFO
=D-q 1+=-
$)
/!2 MOTOR DRIVE L Az MOTOR AZ FEEOBACK EL FEEOBACK
Q
EL MOTOR ORIVE EL MOTOR
PICTLIRE
LT EFIS
BuS
RT EFIS
+=70
-EzF-Ro
CONTROL
BuS
~LTEFs ~RTEFs
AD.14317.R3
WU-870 Antenna and Receiver Transmitter

Unit Block Diagram
Figure
8-9
22-14-00
Page 198.90 Aug 15/91
WARNING: HEATING AND RADIATION EFFECTS OF WEATHER RADAR CAN BE HAZARDOUS TO LIFE. PERSONNEL SHOULD REMAIN AT A DISTANCE GREATER THAN
R 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. 20-68B, AUGUST 8, 1980, SUBJECT: RECOMMENDED RADIATION SAFETY FOR GROUND OPERATION OF AIRBORNE WEATHER RADAR. PRECAUTIONS
THE RADIUS, R, TO THE MAXIMUM PERMISSIBLE EXPOSURE LEVEL BOUNDARY IS CALCULATED FOR THE RADAR SYSTEM ON THE BASIS OF RADIATOR DIAMETER, RATED PEAK-POWER OUTPUT, AND DUTY CYCLE.
THE GREATEROF THE DISTANCES CALCULATED FAR-FIELD OR NEAR-FIELD IS BASED ON THE FOR EITHER THE RECOMMENDATIONS
OUTLINED INAC
NO. 20-68B.
in no their more
C95.1-1982, Honeywell
The American National Standards Institute, level of recommends an exposure Inc. recommends
shows
document ANSI
than 5 mW/cm2.
Figure power.
8-9.1
that operators follow the 5 mW/cm2 standard. the MPEL for the 18-inch antenna and PRIMUS@ 870 radar
+2
AIRCRAFTLUBBER LINE$$) \/ + / 270 ./
RADIUS R \
II
/ MPEL BOUNDARY
DIAMETER OF FLATPLATE RADIATOR 18 IN. 45.7 CM I
5 mW/CM2 RADIUS R OF MPEL BOUNDARY 12 H 388 CM
AD-17728-RI
PRIMUS@ 870 MPEL Boundary Figure 8-9.1
22-14-00
Pacie198.91 iug 15/91
8.1
B.
WC-874 Weather Radar Controller (See Figures 8-10 and 8-11, and Tables 8-5 and 8-6.)
AD-21363
WC-874 Weather Radar Controller Figure 8-10
Dimensions Length
(maximum): (from rear
of bezel) .................. 7.0 in. (177.8 mm) Width ....................................... 5.75 in. (146.1 mm) Height ...................................... 1.87 in. (47.5 mm) Weight
Power
...........................................
1.9 lb (.86 kg)
Requirements: .... ... .. .. ....... . +22 to +32 V dc, 8.5 watts, maximum .... ... .. .. ... ... .... ...... 5 V ac/dc at 1.0 A, nominal
Primary Lighting Mating
Connectors:
J1 J2
............................................. MS27473E14A-18S ............................................ MS27473E14A-18SA Both connectors use strain relief MS27506-B14-2
. .. .. .. ... .. .. .. ... ..... .............. Unit
Mounting
Dzus Fasteners
WC-874 Weather Radar Controller Leading Particulars Table 8-5
22-14-00
Page 198.92 Aug 15/91
MAINTENANCE MANUAL
GULFSTRE4MIV
The radar system consists of two WC-874 Controller sets the radar
WC-874 Weather Radar Controllers. Each modes, range, antenna tilt, and weather display brightness on its respective navigation display. If one WC-874 Controller is off, the other controller will set the radar modes, range and antenna tilt, and display a slave (SLV) annunciation on the OFF
indicating that it is slaved to the settings on the ON
The controller has four snap-action pushbuttons, two rotary switches, and three potentiometers to select and control the operation modes of the radar system. The following paragraphs describe each of the PRIMUS@ 870 modes and features controlled by the WC-874. 8.1 B. (1) 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 t7.5 degrees of dead ahead. Also the target must have the following depth and range characteristics: Selected Range (NM) 5 ;: 1:: 200 300 FP (Flight Plan) Target Depth (NM) 2 2 4 4 4 6 Inactive 2 Target Range (NM) 5-55 - 60 ;: - 75 - 100 1%- - 150 200 - 250 5-55
controller controller.
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. (2) Ground Clutter Reduction (GCR) Mode - The scintillation frequency of the ground radar returns is lower than that of rainfall radar returns. A digital frequency filter is used to separate ground returns from the rainfall returns, and only the rainfall returns are displayed when the GCR mode is selected. Since some of the rainfall returns fall into the same spectrum as the ground returns, there is some loss of weather return in the GCR mode. As a result, the weather presentation in this mode cannot be considered calibrated. However, the GCRmode gives the pilot a dramatically improved look at weather in terminal areas or mountainous terrain where it may be necessary to tilt the antenna toward the ground to see weather ahead. GCR is operational in WX mode and selected ranges of 50 NM or less.
22-14-00
Page 198.93 Aug 15/91
8.1
B.
(3) 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, would fill the display with noise if it were and too high. When this maximum value is reached, a blue color is displayed for the remainder of the displayed range. This gives the
pilot severe
always
an unmistakable weather areas

selected
warning that attenuation that cannot be accurately
is hiding detected.
possible REACT
is
in TEST
mode.
REACT is available in all modes
except GMAP. (4) Turbulence (TRB) - When the turbulence submode is selected, 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 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.
(5) Brightness (BRT) Control - The BRT control is used to control (raster) information brightness (intensity) of the navigation display (ND). radar
(6)
GAIN - A single-turn rotary control which varies the RTA receiver gain. A pull for variable gain position is provided. Selection of RCT overrides the GAIN control setting and forces preset gain. Rotation of knob CCW from the 12 oclock (straiclht up) Dosition reduces receiver gain. Rotation CW from the 12-OC1; ikposition reduces STC so that receiver gain is increased until it is at maximum when GAIN control is at the full CW position
(7) Mode Control - The rotary MODE control is used to seect one of the following positions: OFF - This position turns the weather radar system functionally off. 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. In dual control mode, if one controller is in STBY mode and the other controller is in an operating mode, (WX, MAP, etc.) the radar is not in STANDBY mode.
STBY -
NOTE:
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Page 198.94 Apr 15/93
MAINTENANCE
Honeywell %%!+%.
Standby should be selected anytime it is desired power on the system without transmitting.
to keep
The PRIMUS@ 870 contains a forced standby function (FSBY). This permits an external system, such as the squat switch, to force the radar into standby automatically. If this occurs, the mode FSBY will be displayed. If this function
is wired, and should it operate, the user may override it by selecting another mode. In systems with dual controllers, this must be repeated on the second controller (-413/414 Controllers only). TEST 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 outrmt Rower is radiated in TEST mode. Any faults present will be displayed when selecting TEST mode. See Table 8-6. 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 seconds). WX is displayed in mode field. Transmitter outcmt Dower is radiated in the WX mode. In the WX mode, four precipitation levels are displayed as green, yellow, red, and magenta. The cnound-maDDina oDeration is selected bv settina the to G~P; 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 outDut Dower is radiated in MAP mode.
mode-control
Wx
GMAP -
8.1
B.
(8) Range - Rotary control used to select one of six ranges (10 to 300 nautical miles). The control also has a seventh position FPLN. Selection of FPLN causes the radar information to be blanked from the navigation display. The display will also be set to a range which is pin-programmable at the J2 connector of the controller. The radar continues to transmit in the mode selected. The EFIS will use the SCI bus from the controllers for range selections if available, otherwise the EFIS will use the range discretes from the controller. (9) TILT - Single-turn rotary control which varies antenna tilt between 15 degrees up and 15 degrees down. The range between +5 and -5 degrees is expanded for ease of setability.
22-14-00
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Use or disclosure of information on this page is subject to the restricflons on the title page of this document.
8.1
B.
(10) AUTO TILT - 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 t2.O degrees.
(11) COLORCAL - The COLORCALW feature of the PRIMUS@ 870 COLORADAN more accurately displays the precipitation levels of distant storms. With the COLORCALfeature, distant storms that would normally be displayed as low intensity are shown as heavier, more accurate intensity. The radar system cannot detect light rain beyond a certain range. Beyond this range there is not enough rain to send back a detectable signal. For the radar to detect a target at this range and beyond, the target must be at least moderate rain. The COLORCALN feature will not let any target at as a green (weak) signal. All this range or beyond be displayed targets in this range will be displayed in yellow, red, or magenta. There is also a range where moderate rainfall cannot be detected. At this range and beyond, only heavy and extremely heavy rain can be detected. The COLORCALN feature will not allow green or yellow targets at this range and will only show targets as red and magenta. NOTE. The boundaries at which these COLORCAL changes occur are . affected by the REACT compensation system if it is active. These boundaries are irregular in REACT. COLORCALis disabled when in variable GAIN. (12) Hidden Modes (a) Roll Offset - This is an in-flight adjustment that can be made when stabilization errors are detected. To enter this mode, select WX mode and VAR GAIN. Select RCT four times within 4 seconds. VAR and RCT will not be annunciated. Adjust the GAIN control until the ground returns are symmetrical. To exit roll offset mode, select RCT four times within 4 seconds. VARwill be displayed. (b) Stabilization Off - Select TGT four times within 4 seconds. STAB will be annunciated. To enable stabilization, select TGT four more times within 4 seconds. (13) SLV - Indicates that displayed data is controlled by the opposite side controller.
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Page 198.96 Aug 15/91
MAINTENANCE
Honeywell YJW&.
EFIS Fault Codes -415/416 -413/414 Contro 1ler Cent ro 1ler
Fault
Description
None
None
No fault
01 01
21 31
Azimuth Antenna
scanning incorrectly (> 2.5 degrees for > 2 seconds) Elevation error (> 2 degrees for > 2 seconds)
02
02
03
22
02
32
Analog to Digital Converter Failure STAB reference (< 1/2 A/D scale for > 2 seconds) NAV Computer High Speed ARINC429 Failure
03
03 03
13
23 33
+15 Volts Automatic -15 Volts
Failure (> *1.5 Volts) Gain Control Failure (c -1 V or Failure (> *1.5 Volts)
> 9.73
V for
8 seconds)
04
04
16
24
Magnetron Voltage Failure Mixer Current Failure
(< 1500 Volts
min or
> 2700 Volts
max)
05
05
25
35
AFC Lock Failure AFC Sweep Failure
06
26
Fan Voltage
Abnormal
07 07 07 07 07 07 07 07 07
04 07 14 17 27 34 36 37 30
Digital Air Oata Failure Pulse Pair Processor Failure Parallel Altitude Failure EPROM Test Failure VLSI Test Failure-Loss of Video Ready Interrupt DADC Altitude Failure Analog Altitude Failure - If input is > 60,000 RAM Test Failure Nonvolatile !krnory Failure
feet
~:
When reporting
fault
codes,
it
is essential
that
the type
of controller
(e. g.,
-413)
be reported.
Fault
Display Format Table 8-6
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198.97/198.98
Aug 15/91 Use ordisclosure OfInformationthis agek subject on p 10therestrictions on thetitle pageofthis ocument. d
OE1
(N)
TGT GAIN SW FSB1
\ /
,2 /
h BUFFER A2U1O
TBO TB6
0E2 (N)
COMP A2ul t %
96 KHZ BIN CTR WU21
/4 /
BUFFER A2U1O
OE4 (N)
PROGRAM TBO TB6 A3U19 3 CTR AND A3U16 1

1
GCR
-El--@
A2U5
,5 +
TBO TB6 CONTROL PROM A3U13
,5 / i
LABEL PROM A3U8 I192KHZ
GAIN WIPER
DA3U1A OP AMPL A3U1 B OP AMPL
AD CONV GAIN A3U3
L
UART
I INTERNAL BUS
A3U4
TILT WIPER
AID CONV TILT A3U5
TBO -
TB6
u
LINE DRIVER A3U2 DELAY POR A2U1 tI
Scl
TO RTA
Wx
(N)-L-
SBY h
AP-IW%17S
TST TURB
4-J
A2U7
IrBo - TB6
1 RNG 2 RNG 2 RNG 22 RNG 23 FPLN GCR
* D E *
JsJ
A2U6 I
0E3(N)+Ja
A T
B
DECODER MUX 10F8 A3U14
OE1 OE2 OE3 0E4 0E5 OE6 OE7
(N) (N) (N) (N) (N) (N) (N)

1
POR
28V INPUTPOWER
POWER SUPPLY NOTE: REFERENCE DESIGNATIONSARE AS FOLLOWS: Al = POWER SUPPLY CCA (7007108) A2 = LOGIC 1 CCA (701373) 3 A = LOGIC 2 CCA (701378) 3
4E
POWER SUPPLY AIU1 AIQ1
+15VDC -15VDC +5VDC
AD-15846-R3
WC-874 Weather Radar Controller

Figure 8-11
Block
Dia~ram
Page 198.99/198.100
Aug
Use or dmclosure of Intormallon On this page
IS
22-14-00
15/91
subject
10
the restrictions on the title page of Ihls document
MAINTENANCE
Honeywell 8!!W%L.
This
page
intentionally
left
blank.
22-14-00
Use or disclosure of information on this page is subject to the restrictions on the title
page of
Page 198.101 Aug 15/91
thts document,
9.
I
FMZ-800 Fliqht Management System

~. NZ-920 Navigation and 9-3.) Computer
(FMS) 9-1 and 9-2, and Tables 9-1, 9-2,
(See Figures
Ao-lle41
NZ-920 Navigation Computer Figure 9-1
22-14-00
Page
198.102 Apr 15/93
Dimensions
(maximum):
Length ...................................... 17.03 in. (432.6 mm) Width ........................................ 4.91 in. (124.7 mm) Height ....................................... 7.62 in. (193.5 mm)
Weight (approximate) ... .. .................... ..... 14.81b 28V (6.71 dc, kg) 65W
Power Requirements
Mating Connector:
.... . .. ....... ... ....... .. ..........
J1 ........................ Cannon Part No. DPX2-67S-106P-33B-OO89 Mounting ....................... Tray, Honeywell Part No. 7003272-903 NZ-920 Navigation Computer
Leading Particulars Table 9-1
The NZ-920 Navigation Computer provides many varied navigation functions;

however, the primary function is to provide high-accuracy long lateral and vertical navigation. To accomplish this function, navigation computer connects to a variety of sensors. range the
The prime radio navigation inputs are VOR bearing and DME distance. This may be broken down into two categories -- VOR/DME and multi-DME. Some DMEs can be commanded to scan two or three channels, while others supply distance from a single channel (station). The navigation normally optimizes the present position calculation accuracy by utilizing DME distance data from at least two stations versus VOR bearing and DME distance data from a single station. The VOR bearing input is subject to error due to bends in the beam, multipath effects, station misalignment, etc. Using multi-DME, the bearing information from a station may be calculated instead of simply measured. Two types of radio (VOR/DME) configurations are supported. First the FMS
will support a system with single channel DMEs. In this system, both the on-side VOR/DME and the cross-side DME are brought into the navigation computer. The second system configuration supported by the FMS is a
directed scanning DME. In this configuration, multiple distances can be received from a single DME receiver. In this configuration, distances from two stations can be utilized for a more precise position fix.
22-14-00
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Page 198.103 Apr 15/93
The
navigation
computer
also
has
input
capability
for three
long
range
sensors through ARINC 429 interfaces. The navigation computer can accept two more long range sensors through the ASCB interface for a total These sensors will typically be three capability of five sensor inputs. IRS sensors, though Omega or GPS sensors can be substituted in place of IRS units. These long range sensors are utilized in addition to VOR/DME/DME inputs for overland flight. The IRS, GPS, and Omega/VLF inputs are the only navigation source inputs utilized when VOR/DME signals are not receivable. The navigation computer will automatically choose the best navigation combination (VOR/DME, IRS, Omega, GPS) based on predefined priority. When using VOR/DME inputs, a blending of these inputs and IRS and GPS information occurs. This blending is done via complementary filtering. Filtering lessens the effects of error and noise in both the VOR/DME, IRS, and GPS inputs and, thus, provides a smooth and accurate position derivation. NOTE GPS blending was activated in the -976 NAV computer and is for display only in the -963, -964, and -978 Navigation Computers. The navigation computer provides automatic tuning of the aircraft VOR and DME receivers. Calculation of aircraft present position from VOR/DME information requires input of bearing and distance and knowledge of the station coordinates. The 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 aircraft vicinity. When the desired VOR and DME stations are chosen, the frequency is output to the navigation receivers. Automatic receiver tuning is operationally transparent to the pilot other than a periodic change in the receivers frequency display and the RMI pointer. Provision is included for remote tuning of receivers via the CDU or manual tuning through the radio control heads. For remote tuning via the CDU, the pilot can choose to enter the station identifier or enter the frequency. The frequency of the entered station found in the database is output to the navigation control heads, then to the receivers. For manual tuning via the radio control head, the navigation computer will input the frequency code from the receiver and compare it to the frequencies of stations in the aircraft vicinity. The frequency comparison will allow the navigation computer to deduce what station is being tuned. A comparison of calculated bearing and distance to input bearing and distance will resolve the remote possibility of two or more stations in the aircraft vicinity transmitting on the same frequency. An important part of the navigation computer is the nonvolatile 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 reprogrammable and is loaded with worldwide data. The worldwide data includes VOR, VORTAC, VOR/DME, airport reference points, runway thresholds, and high altitude airway intersections plus airway routes and SIDs/STARs procedures. The navigation data requires updating on a 28-day cycle. Updates are required due to changes in the data associated with each station or airport. The database memory is also used to store pilotdefined waypoints and pilot-defined routes; however these are not updated every 28 days. They reside in memory until changed by the operator.
22-14-00
Page 198.104 Apr 15/93
The navigation computer has a database capacity of 1.28 megabytes which enables loading of data to allow international operation without changing databases. Also, the computer contains an internal battery that keeps the clock and calendar running when power is removed. The navigation computer provides a lateral steering signal to the DAFCS. The DAFCS will cause the aircraft to bank according to the lateral steering signal. The lateral steering signal is proportional to the calculated distance and angle deviations from the desired lateral course. Lateral steering mode is a desired track mode. In addition to providing a lateral steering signal, the navigation computer also provides vertical navigation (VNAV). The VNAV modes are VNAV altitude (VALT), VNAV altitude preselect (VASEL), VNAV flight level change (VFLCH), and VNAV vertical path guidance (VPATH). The vertical command is proportional to the calculated distance from the desired vertical path. VNAV allows the pilot to define waypoint altitudes and descent angles to waypoints and command the DAFCS to pitch the aircraft and fly the desired vertical path. The navigation computer also provides guidance and map information to the pilot via the navigation display. The navigation computer will output to the Nav display the positions of 51 waypoints (lateral and vertical), 10 closest Navaids, and 9 closest airport reference points as well as holding pattern information. The display will include the course line between the waypoints. The waypoint and course line display will give the pilot a pictorial view of the waypoints with respect to the weather. The navigation computer has a multi-microprocessor architecture (Figure 9-2). The primary 16-bit processor has a coprocessor for performing floating point mathematics. The primary processor (pair) handles all the navigation and guidance calculations as well as the database manipulations and CDU input/output. The remaining two 16-bit microprocessors are dedicated to handling the sensor inputs and navigation outputs to the EFIS and autopilot. The two 1/0 processors communicate to the main processor through shared random access memory. The navigation computer digital outputs transmitted over the ASCB are listed in Table 9-2 for basic data and Table 9-3 for background data.
22-14-00
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Page 198.105 Apr 15/93
BIT FUNCTION NOTE FOIWLAT SCALE USP BIT RSB APPROXRESOL/LSU POS SENSE FTIU SINVAR ...I ------;;i;-;i~;----------------l----l;;-;~;-------------------l---------------"----l---l------------"---I -----------------l---l-------1 I
o -.. 1 1 1 1 1 1 1
> ~z ~y ma ~g -.
w ~z +g: A,
3
--------------"---------------l--"-l~fi;-i~;-------------l--------------------l---l-----------------l-----------------l;;~ 1 F$iCSONTROL C 15 TEST LOGIC1 - TEST 6000 VAL 10 14 LOGIC1 = VALIO FASVALL OATABASE RANSFER T 13 LOGIC1 TRANSFER 12-11 SPARE COUNTER 10-8 O-7 HEX 1-0 FNCSAUDRESS 10 H- LEFT 14 H- RIGHT ..-.----l;~;-;;;;;---"---------l----l------------------------"l--------------------l---l-------------"---l-----------------l;; I
s
2 i3 2 12 2 11 2 10
: 15 2 14
LATllAYPOINT ALERT VERTWAYPOINT LERT A

WAYPOINTSEQUENCING FLIGHTPLAN CIIANGING CROSSSIOE NAV FP LOAOED LATERALOFFSET
OEGRAOEO ACCURACY
1 = LATwPT TRANSITION (15SECBEFORE CURVEO PATH) 1 . VERTWPTTRAN$ITIONWITHIN 1 HIN

1 = 1. 1_ 1.
1 = i= 2 s 1.
6002
TO WAYPOINTSHUFFLINGIN PROGRESS(DUE TO AWAYPOINT SEQUENCE) FLT PLAN SHUFFLINGIN PRIJGRESSoUE To EITHE~A FLT PLAN UPoATEoR A SEQuENcE) ( cHANGEoBEcAusEcRoSss[OEFLIGIIT LAN LoAoEo P FLYINGLATERALoFFsET
VALIO
29 28-7 2 2 2 26 ; :.4
ithflGAT1014 t+ux
lTS / RAOIO
LTS ONLY RAO1OONLY
~-
22 21 20 ---......I .....................l------. l------------------------l-------------------l-------------------1 1----------------1;;-1--------1 31 SENSOR/RAOIOINFORMATION

3 15-14 313 312-11 3 10-9 38-1 36-5 34 33 32-1 30 TUNEDLINES TUNEDVOR DNEGA IRS LORAN-C GPs TUNEIJILS TUNEOHLS AHRS SPARE 0-3 ] . 0O O O 1 . ~ . 0-3 VALIO ONE INPUTS USE FOR NAV USING TUNEDyOR FOR NAY 3 VALID OMEGAINPUTS USEO FOR NAY 3 VALIO IRS INPUTS USEO FOR NAY 3 VALID LORAN-C INPUTS UWO FOR NAV 3 VALID GPS INPUTS USE FOR NAV USING TUNEO ILS FOR NAY USING TUNEOHLS FOR NAY VALID AHRS INPUTS USEO FOR NAV 6004
0= DEAD RECKONING 1 . TRuE WOE M4G/TRUENOOE NUMUERUF WPTS TO SEOUENCEINTEGER CIIU MESSAGE(ALERTING ONLY) 1 = MESSAGE 1. oEAo REcKoNING OEAD RECKONING ~ . HIGH 0. Low APPR SENSITIVITY
o-3
2 1 WAVPOINT
N N .
..- I --..-- l-------------------------l----l-------------------------l--------------------l---[-----------------l-----------------"l----l--------[
FTIUSIIWAR RSIIAPPROX RESOL/LSOOSSENSE P SCALE NOTEFORMAT BIT FUNCTION ------------------------....................I ~5l-;-;;;;;-;;;;-;;-l-----------------i;;;;i--------l ... ...II -----.........................1----1 I . . BINARY 0-4095 MN T 15 15-1 DISTANCE O UAYPOINT 601C FLAG l= VALID/O-INVALID 150 ---------------------------------;fi;;;;;~--------------l---l 1~---~~~~~1-------l-;~l-~fi&~~;~;&;; l;;;----------- --------1 l;;;~l II . . . TO 16 15-1 BEARING UAYPOINT 601E FLAG l= VALIO/O=INVALID 160 ---..---p l------------------------------------------------------l---------"----------l---l-----------------l-----------------l~ I DUAL NAV FLIGHT PLAN CON1 OL O i 11
USP BIT
DUAL FP CHANGE ~ 17 16 DUAL FP HPT SEO 17 14 WPTS IN FLIGHT PLAN 17 13-B FP ACK TAG 17 7-4 FP XNIT TAG 173-0 --- II. . . . . . ------------------------1.[N pRoGRESS/IJ.C~pLETE 1.lN pRI)GRESS/(j.CfJMpLETE O-63 BINARY ------------------------6020 6 0.904/0.000961
. SEHICIRCLE . . 6022 l= VALID/O= NVALID I ... II .----- ------------------------- l-------------------------l--------------------I---l-----------------l-----------------l;;;;l--------l ---I 19 15-0 SPARE 6024 ---II .-*.. ------------------------- -----------------------------II I-------------------- ................. I II -----------------l;;;; i;;~;fiiI +/- 64 DEG 15 0.00390/0.00195 RIGHTBANK TMDS COMPLEMENT 20 15-1 BA~[A~NGLE COMMAND l=VAL 10/0= INVAL 10 6026 FASLIACVL 200 .-.II ...... ------------------------- ----------------------------------------------- ................. I --I ~510*mo678, II I ;;;;~;;----------l;;;~ l~;;~~~~ I +/- 1.28MACN THOSCOHPLENENT 21 15-1 MA:tlA;ARGET
~~ J5-1
OE:~~~OCOURSE
II----
I ;-;;;;;~---------l-;; l;-;;;;;;-;;;;;l~fi~-------------l;~;; I l--------
l.VALlo/@l~ALlo 210 0.0000391 6028FASMACTL ----------------------------....................II ------------------.................l;;fil;;~;;;i;l ---.-----------------------------II I II I +/- 16304 PERMIN 15 1.0/0.5 FT FPt4 THOSCOMPLEMENT 22 15-1 VE~[N;AL PEEOTARGET S CLlUU l.VALlo/O.INVALlo 220 602AFASALRflL --------------------------------II l----lfi;;;-;~;[~;;;~---------l;;--&;;:-;;;;-----l-;;l;;-;;;-;--------l~;------------I;;;;l;;fi;;il . e 23 15-2 ALTITUDE ARGET T 1-IN~TloN 23 1 IN NOTION BIT 602CFASALRNL l=VALf)/O= 10 I lNVAL FLAG 230 FASALTTL -..------------------------------------------ -.-. ......*---II II I ;;-;;~i-~~~~----- l-~~$~~;~~~~;;~~;;~-l;&~;~--------l;;;; l;;;~;fi I 24 16-1 CAS TARGET TNOSCOMPLEMENT lQVALID/o.lNVALlo FLAG 240 602EFASCASTL -..-----.........................II ----.........................I II --------------------l---l----------------l-----------------l;;-~ l--------l 25 15-9 SPARE 1. PILoTHAssELFREq (~N oR REM) MODE HAVCONTROL 258 6030
q q
25 257-2 25 25 25 25 25 25 25 25 25 25
~N;E~~~oTUNE sEL 0. 1. 23 = 4. 5. 61. 8 =

9.
RADIO TYPE
NoT usED voR/ILS DME FREQ 1 o~E FRE(J2 oME FREQ 3 oME FREq 4 DME FREQ 5 AoF MLS
VHF Coffl
. . . II. . . . ----. ..
. . . . . . . . . . . . . . . . ----
l----
l -------------------------
l-------------------l--- ----------------l l ----------------- 1--------1 1----
FTIUSl14VAR RSB APPROX RESOL/LSBOSSENSE P SCALE NOTEFORWT BITFUNCTION USPBIT -..-.. 1---------------------1 ------------------1----------------- --------( 1----[ II --* ...........-------------- 1~---------------------257-2 11 . TRANsPo~ER 25 12- 31 SPARE 25 00 HoT usEO SOI RAD1OSIIIE 25 1-0 01 = LEFTRAD1O 25 10 s RIGHTR~lo 25 11 = CENTER RAD1O 25 -..---------------------------------.------------------------------------------l---l-----------------l ----------------1;;;;1--------1 I II II ltiTEGER 26 15-0 RADIOCHANNEL NUMBER 6032 ----------------------........I ..--------------------------------I II ----------------15FE41 I-------------------II ------------------------II 0-360 OEG 1S 0.010986/0.005493 FASTVAR SE141C IRCLE $j 1:-1 WW&lC VARIATION 6034 LOGIC1 - VALJLI ...II -* ------------------------..-. -------------------------------------------------1 II ................- -----------------l;;&----*I I II 28 15-0 SPARE
s
6036 -..1 ------------------------------- ----------------------------------------------- -------------------------------------- .------I spmE II 1 I II 15FE81 I 29 15-0

..-
3015-0
I--...
* ------------------------SPME
---II
-------------------------
1--------------------
.. II . -----------------
................-15FEAI ---- -------I I
6038
603A -...*.. * ----------------------------------------------------............-------Ii I l-*-l-----------------l II -----------------l----l -------I MAINTENANCE TEST
:: 15
31 31 31 31
31
OB. SOFTUARE VERSION TEST IOENT .-. -----.-----. .. . ... . . 11 .. ... .. .. . . . . I--------------------l---1 . . .. . . . . . ---- .. . .. . .. . .. . . II -----------------l ----------------l;~-1--------l
32 CNECK SUM SUM OF UOROS
31 31 31
14 13 12 11 10 9 8 1-0
lWINtENANCE OATA AVAILABLE TEST IN PNOGRESS SELECTEDFOR TEST MAINTENANCE TESTOISCREIE TRuE AIR SPEEO <80 KTS vow GROUNOSPEEO < 50 KTS SPARE TEST NUMERS
I . 1. 1= I_
q
MIMT oATA AvA[L TEsT IN PRoGREss TNIS FMS IS SELECTEOFOR TEST MAIMT su[TcHIs OM
SFEC ioic
1 . MOM I . GRouw sPEEo < 60 KTS OR INvALlo
TRUE AIR SPEED < GO I(TS OR INVALIO
OA = FIN STATUSTEST
603E *..--------------------------------------------------. II I l;~---"------------------l--------------------l---l I -&-----------1;;;;1--------1 33 ERROR CHECK
-.. --------- I,E -------------------II ;;~~;i;:---------------l El

34
. . . . . I . . . . . . . . . . . . ------.
6040
l---l-----------------l ----------------- l-------l---I
...II ...... -------------------------1 ----........................- --------------------l---l---*------------- -------I l-----------------l----l I I
R4CS BACKGROUND CODS 0001 - HMO DATA - VENSION1.0
0 USP BIT NOTBFCUKAT --- II ------ BIT PUNCTI~ -------------------------l----i;;-~-------------------l:----------------l::l-~~~-------------lfl~-~fl~~--------lR::l~flfl--l --:l------l:-::=-------------l----l;;=i-~ii-------------l--------------------l---l-----------------l-----------------l----l--------l 1 15 1 14 TEST VALID MTABASE TRANSPSR SPARS UmmER PMCSAODSSSS LOGIC 1 - TEST LU31C 1- VALID LOGIC 1 - TRANSFSN o- 7 nsx 12 n - LSPT
-- .. ...
1 13
1 12-11 1 10-8 1 7-0 2 15-0 -----II
--------I l~~-;~;--------------l----l;;;;-~-----------------l--------------------l---l-----------------l---------
16 E - RIGUT
-----... ----------------.l-.--l----------.------.-------i----------:---------l
--------------------
I-----------------l----l--------1
--~l------l~~~~-----------------l----l-------------------------l--"-----------------i---l-----------------l-----------------l----l--------l --;l------l:::~-----------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l RSSBWSD --- II .----- -------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l

--~l------i;~-----------------i----i-------------------------l--------------------l---t-----------------l-----------------t----l--------l
--- I ------ l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l --~l------l~~~~-----------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l

--~l------i~~~~-----------------t----i-------------------------l--------------------l---l-----------------t-----------------l----l--------l
FNCS BACKGNOIINI) (XIIM! 0001 - HISC DATA- VSRSION1.0
USP BIT --- -----0 10 -.. -----II
BIT PUNCTION RsssRvm
!#3TE FORMAT
II
-------------------------l----l-------------------------l~----------------l~~l-~~-------------l~-::~:--------l::l:fl:--l
-------------------------l----l-------------------------l--------------------l---l-----------------l
-;:l------l~:~-----------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l RSSSRVED ..- I------l~~-;-;;;;------------l ----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l

13 15-2 13 1 13 0 TIK) CWLRiSNT S +1- 1024 Runs 14 0.125/0.03125 PORUARD SPARS VALID -------------------------l---BLUB V SPESD SPARS VALID LOCIC 1 - VALID l-------------------------l--------------------l---l-----------------l T~, s c~L~T +1- 1024 NNOTS LLXIC 1 - VALID 14 0.125/0.03125 FORWARD 14 0. 125/0. 09125 -----------------l PORUARD ----l--------1 -;;1;;-;--1 @
VI
-.
03
14 1 14 0 -;;1;;-;--1 15 1 15 0
3 CD D
c o-.
ml 0
16 --- ------I
--- I------ l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l

RSSBRVED l-------------------------l----l-------------------------l--------------------l---l-----------------l -----------------l ---l--------l
-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l CRSSNV SPESD +!- 1024 KNOTS TWIS CCU4PLR4SNT SPARS VALID LOGIC 1 = VALID
-::1------l:~:-----------------l --- l-------------------------l --------------------l ---l -----------------l ----------------- l---- l--------l --- II ------ -------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l
19 15-2 19 1 19 0 UNITS V SPBSD SPARS VALID TIW S COHPLDISNT +1- 1024 KNOTS 14 0.125/0.03125 PORUARD LOOIC 1 - VALID -;;1;;-;--1
-0
(8 (8
20 1 20 0 -21 15-2 21 1 21 0
I------l -------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l
GRWTN V SPESD SPARS VALID TW S CC24PLMlNT +1- 1024 SNOTS 14 0.125/0.03125 FORWARD LOGIC 1 - VALID
-------------------------l---GR(MTNV SPEED SPARS VALID
l-------------------------l--------------------l---l-----------------l ----------------- l---- l--------l T~, s c~L~T

+1- 1024 KNOTS 14 0.125/0.03125 FORWARD LOCIC 1 . VALID
--- I ------l;;;--22 15-0
-------------------l----l;;;~:------------------l;-------------------l---l-----------------l-----------------l----l--------l - 65535 141N 16 1.0 MN ---l------l ------------------------- l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l
P14CSBACKGROUNDODE0001 - 141SC DATA - VERSION 1.0 C
HSP BIT -;;1------1 23 15-Q 23 7-O 24 15-S 24 7-O 25 15-1 25 0
BIT PUNCTION
NOTEFORMAT
-------------------------l----l-------------------------l~----------------l~l-:::-------------l~~-~~~~~--------l~fll~fl~--l CMT DATE

NONTH INTEOm o - 255 8 1 HONT33
--- II ------ --:fi------------------l

DATE CNT AT WAYPOINT
----l~~~~~------------------l:-:-::-------------l-~-l~-------------l-----------------l---INT=RI o32767 HIN ,.
1--------1
---l ------ l-------------------------l----lii;i;-------------------l:-:-:::-------------li;-l:-;-;----------l-----------------l----l--------l

w
-;;1;;-;--1 --:~-------------------1 CMT

AT DESTINATION 26 0 -;;1;;:;--1 SPARE
0
3
a
----l:;i:-:-::::----------li-:-;i;i;-i;i-------l---l-----------------l-----------------l----l--------l 15 1.0/0.5 ----l~ffi~~-~-~-~fl~~----------l--------------------l---l-----------------l-----------------l---1--------1
----------------------l
ro
2 -;;l;;:;--l;;~--------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l @ -;;l;;:;--l;;~--------------------l----l-------------------------l-------------------l---l-----------------l-----------------l----l--------l = ---l ------l -------------------------l----l------------------------- l;-:-;;;-;;;--------- l---l -----------------l-----------------l ----1--------1 G)g= 30 15-1 30 0 TIM TO UAYPOINT BINANY 15 0. 015625/0. 007812
FDD
&g :
-;;l;;-;--l----------------------l----l;;;:-:-::::----------l
DISTANCETO DESTINATION 31 0 .-. -----I 32 15-8 32 7-1 32 0 33 15-6 33 5-o l----------------------l MACNETIC VARIATION SPARE ---l~fi~-~-~-~~~~----------l SmICIRCLE
--:-;;;;-~---------l ---l-----------------l -----------------l----l--------l ?z~ 15 0.25/0.0125

l---l 8 -----------------l 1. 40625/0. 005493 -----------------l----l--------l BAST VAN g o m
----;;;-;~--------o-
---l ------l --~fl-------------------l----l~~~~-~-~-~~~~----------l--------------------l---i-----------------l-----------------l ----l--------1

PARALLELOFFSET SPANE TUO S C@!PLRIENT +1- 64 NN 10 0.125/0.00195 RIGHT
-;;l;;:;--l-------------------------l----l;;;----------------------l--------------------l---l-----------------l-----------------l ---1-------1 PPOS LATITUDECNECK -;; I;;-;--I -------------------------l----l;;;---------------------l--------------------l ---l -----------------l ----------------l---- 1--------1
PPOS LONGITUDE CNECK -;
----l------------------------- l--------------------l ---1-----------------1-----------------l ----l--------1 -;;l;;-;--l;j&-------------------l---l-------------------------l--------------------l---l -----------------1----------------- l---- 1--------1

J;;:;-I;;---------------------I
-- I--J---l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l
38 15-0 SPARE
-----------------l ---l--------1 ---i------l-------------------------l----l-------------------------l--------------------l---l-------------
PNCS BACKORONNNCX)NE 0001
- tlISC
DATA - VlfRSION
1.0
USP BIT
BIT FUNCTION
NOTEF~T
-;;l------l-------------------------l----l-------------------------l~----------------l::l-~::-------------l~-~fl--------l~~fl~flfl--l
39 39 39 39 39 39 39 39 39 39 39 39 15 14 13 12 11 10 9 s 7 6 5 4-0 SYNC STATUS SORCEDLATERAL L~ SEQ PORC~ PSRP SEQ 14MT~ RE-INIT PATE DESC~T SHORTTSRN RECOVERY PROC LNAVANNSO LNAVEtWAGED VNAVARNED VNAVFLCR ACTIVE VNAVPATH ACTIVE VNAVALTITUDEACTIVE READNSU PLIGtlT PLAN SPARS LEG SEQUENCE COUNT NAVLSG PERF LSG LCX31C1 LOGIC 1 LOGIC 1 LOGIC 1 LCGIC 1 LOGIC 1 LOGIC 1 LOGIC 1 LOGIC 1 LOCIC 1 LCGIC 1 = = = = = = F(M2ED SEQ PCWED SEQ RS-INT ACTIVE ACTIVE ENGAGSO Ml@ ACTIVS ACTIVE ACTIVE READ
-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l -;;1------1
ho 15-s 40 7-o --- -----II 41 15-0 INTEG~ INT=SR o255 s 1.0 -----------------l ----l--------l -------------------------l----l;;;----------------------l:-:-:~:-------------l ACTIVE VERTICAL LEG POINTER -~-1~~~--------------1
-::l------lf:=--flfl~----------l----l-------------------------l--------------------l---l-----------------l42 15 42 14 42 13
42 12
42 42 42 42 42
11 10 9 s 7-O
CURRENT VERTICALNOOE ALT CAPTIME CLINB/DESCENT klACRFLCll IAS FLCH ALTITUDEliOLD FLIGHT PATH ANGLEON BLSV SPSED ON TNROTTLE(PSW) N1/EPR ON TIIROTTLN (PERP) SPANS
LOGIC 1 LOOIC 1 LWIC 1 LOGIC 1 LOGIC 1 LOCIC 1 LOGIC 1 LOOIC 1
= = = = -
ACTIVE CLINS ACTIVE ACTIVE ACTIVE ACTIVE ACTIVE ACTIVE --------------------l ---l -----------------l -----------------l ----l--------l
---l -----h3 --- -----II
l-------------------------1 RESERVED -------------------------l----
----l-------------------------1
-------------------------
I--------------------l---l-----------------l-----------------l----l--------l
FMCS BACKGROUND CODE 0001
- MSC DATA - VSRSION 1.0
WSP BIT 44-15-0
---l------l-------------------------l----l------------------------l:----------------l::l-~fl-------------l-----------------l----l--------l . . .,
SPARE
BIT FUNCTION
NOTEFOIU4AT
POS SENSE
PTIU SIJ4VAR
I------l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l As15-0 SPARE -;;l;;:;--l-------------------------l----l-------------------------l--------------------l---l------------"----l-----------------l----l--------l

--
-;;1;;-;--1 ;;;-;; -;;~;-;;-;;;;;--l----l-------------------------l--------------------l;;-lo O - 360 Dm N-S SmICIRCLE

47 0 LTS #l MT VALID I.TS n SENSORLONG( hb) LTS #l LONGVALID LTS #1 SENSORLAT (msb) l=VALID/O=INVALID 48 8 48 7-O
-------II 49 15-0
SPARE
-----------------l;;;;;------------l----l--------l 000043 ~m
23 0.000043 DM EAST
-;;l;;:;--l-------------------------t----l-------------------------l;-------------------l---l-----------------l-----------------l----l--------l
SEMICIRCLE l=VALID/O=INVALID - 360 DEG E-U
-------------------------i----l-------------------------l-------------------\---l-----------------l__---------------l----l------__l
;;
l;;-i--I::-::-::-;;;;:-l
LTS #2 LAT VALID LTS #2 SENSORLONG( l~b) LTS #2 LONGVALID LTS #2 SENSORLAT (msb)
----l-------------------------li-------------------l ---1 -----------------1 ;;;;;------------1 ----1--------1

SDIICIRCJX l=VALID/O=INVALID Tw S (XMPLWNT l=VALID/O=INVALID - 360 DEC N-S 23 0.000043 DFG +/180 DEG E-U 23 0.000043 DEG
50 0
-;;l;;:;--l-------------------------l----l-------------------------l--------------------l---l-----------------l:;;-------------l----l--------l
51 a 51 7-o 52 1S-0
---1 ------1-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------J
LTS #2 SENSORLONG(msw)
(lSW)
-;;k;--l-------------------------l----l---LTS #3 SENSORLAT 53 0 LTS #3 LAT VALID -54 15-9 54 8 54 7-o
---------------------1 SQ41CIRCLE
;-------------------1 - 960 DE N-S
---1- ----------------l~--;;------------l----l--------l 23 0.000043 DSC
I------ liii-;i-iiiii-tii-ii:ijLTS #3 LONGVALID
l---- l~:~fi:!::fl:::--------l
SRiICIRCLE l=VALID/O=INVALID
----;;;-;ffi-;-;-----l ---l -----------------l;;;-------------l----l--------l

o23 0.000043 DIX
-i;l;j:i--l;:-::-:::-:i:::;-l----l-------------------------l--------------"-----l---l-----------------l
-----------------l----l--------1
-;;l;;:;--1;;~--------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----1--------l -;;l;;:;--l;;~--------------------l----l-------------------------l--------------------l---l-----------------l-----"-----------l----l--------l -;;l;;:~--l;;~--------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l ---l------ l-------------------------l----l-------------------------l-------------------- l---l-----------------l-----------------l----l--------l
PNCS BACSOROIINDODE 0001 - HrsO DATA - VURSION1.0 C
WSP BIT
BIT PUNCTION NAVOPERATION FODE STATE SUB-STATE
NOTE FORMAT
u) c1 Wz
-;;l------l-------------------------l----l-------------------------l:----------------l~~l-~:-------------l~-~~~--------l~~~l~~fl~--l
59 1s-8 59 7-0 INTEGER C(W8 INTEGER C@E
-IT -5U) +5%

0 -,
(8 ~
-;;l;;:;--l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l
(n 0?
-,
mm U3Z -1 A.* me<
-;;l;;-;--l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l
... I ------ l;;~--------------------l----l-------------------------l--------------------l---l-62 62 62 62 62 62 15-5 4 3 2 1 0 ACTIVE NAVCYCLE SINCLE SYSTEN BIT NASTER/SLAVESTATUS CUSTOM CNECKSUN VALID TE14PORARY NECKSUN C VALID L~IC 1 = NSU LOGIC 1 = sINGLE 1 - MASTER O = SLAVE LOCIC 1 - VALID L(P31C 1 = VALID T~ONARY MTA CtlECRSUN
CUSTON DATA CNECKSffl
---------------l-----------------l----l--------l
-- I ------l-------------------------l----l-------------------------l-------------------6315-0 SPARE (USP 63 - 76) -;;l------l~;;;-;~----------------l----l;~-;;-;;;---"--------l--------------------l---l-----------------
l--l----------------1-----------------l ---l--------\ -----------------
l---- -------- I ----.-., --------- I---- -------- I -;;1-----l~;-J;;;--------------l ---- l;;;---------------------l-------------------l--- l ------------------------ I -- I------l -------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l-79 NDLC FLAG -------- I --- ---.-I l-------------------------l----l::-~---------`---------l------------"-------l---l-----------------l-----------------l----
Pt4CS BACSGROUNO CODE0002 TNRU000C - WAYPOINTS VERBION1.0 -
WSP BIT
--- I ------ l;;i-;;;----------------l----l;;-~-------------------l:----------------l~~l-:::-------------l::-:::::--------l::~l:flfl--l

1 1 1 1 1 1 15 14 13 12-11 lo-s 7-o F14CSCONTROL TEST vALID DATASASE TRANSFER SPARE COUNTER F14CSADORSSS SSADERcoos LCMC 1 - TEST LffiIC 1 = VALID LOGIC 1 - TRANSFER o-7Rmc 12u - LSPT
BIT FUNCTION
NOTEKSWAT
--:l------l-------------------------l----l;~;-~;~-------------l--------------------l---l-----------------l-----------------l----l--------l
D (/J n m= +7 -m +s: W(n U32Z -l A.gJ (Drt~ m(DtOI aflJ
16 E - RIGNT
--
m ~. -@o 003 or =U2m +%0 -03 cm SC n+ 0? al * w
2 15-0 2 2 2 2 2 2 2 2 2 2 2
I------l -------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--"-----l
0002 B = ORIGIlt,DESTINATION ALTMTE DESTINATION TOP OF CLLMS,-1 UAYPOINT 0003 a - 0 - 4 UAYPOINTS 0004 E - 5 - 9 WAYPOINTS 0005 U - 10 - 14 WAYPOINTS 0006 B = 15 - 19 WAYPOISTS 0007 E = 20 - 24 NAYPOISTS 000S B -25 - 29 WAYPOINTS 0009 u - 90 - S4 WAYPOINTS 000A II = 95 - S9 WAYPOINTS 000B E = 40 - 44 NAYPOINTS 000C ii = 45 - 49 HAYPOINTS
--:1 -----3 15-8 3 7-o --- --.-.I 4 15-8 4 7-o ---1 -----5 15-s 5 7-o
-------------------------l----l-------------------------l--------------------l--WAYPOINT #() IDENT CNARACTSR 2 CNARACTER 1 --~;;~-;------------l CNARACTSR 3 ASCII ASCII ----l-------------------------l--------------------l--ASCII ASCII ASCII ASCII
-----------------
I-----------------l----l--------1 I-----------------l ----l --------1
-----------------
--m;;:-;------------l----l-------------------------l--------------------l--- ----------------- I-----------------l----l--------1

CNANACTER 5 lJAYPOINT#() DISCRBTSS #l VALID WAYPOINT PRIHARYWAYPOINT NOLOAT UAYPOINT DRAW CNBVRDN NONDISPLAYABLEWPT WAYPOINTDISCONTINUITY RADIAL RSSERVSD
---1------ -------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l N N
6 6 15 6 14 6 13 6 12 6 11 6 10 69 68 1 - UPT DATA IS VALIO 1 = WAYPDINT PART OF PRIMARYFLIGHT PLAN IS 1 = HOLD AT WAYPOINT 1 = DRAWCNSVRON 1 - DO NOTDISPLAY ID2NT 1 = DIS~NTINUITY 1 = RADIALDRAW OUT OF WPT PAD ZSRO
FHCS BACKfWNINDCOl)K 0002 TlllUJ 000C - UAYPOINTS - VERSION 1.0
USP BIT
Brr FUNCTION
NOTE FORUM PAO ZERO PAD ZSRO PAD Zmo
--il;-----l~;;&-----------------i----l-------------------------l:----------------l~:l-~:-------------l~-~~~~"-------l~~~l~flfl--l
66 65 6 4-0 RssERvm RSSERVHI SPARE
--- I ------ l;;&--------------------l----l-------------------------l--------------------t---l-----------------l-----------------l----l--------i 7 15-0 --;l;;-;--l-------------------------l----l-------------------------l--------------------l---l-----------------l;---------------l----l--------l UM #()AL? coImNAItn TWS c@lPL~Z +1- 163840 FEET 15 10.0/s.0 FSET
FLIGNT LSVEL DISCNETE
--;l;;-i--l-------------------------l----l:::::-::!:::=---------l--------------------l---l-----------------l;---------------l----l--------l
90 -10 15-0 --- -----11 15-s 11 7-o 12 15-0 UPT #() ALTSRNATEMT FLIGBT LSVEL DIS(XETE TUOoS CC@lPL2TiENt 1-FLT LVL/O=FEET +/163840 FEET 15 10 .0f5. O FEET
I------l -------------------------l----l-----"-------------------l;-:-;;;-;-;---------l---l-----------------l:;;;------------l----l--------l UATPOINT#() LA? (lSW) SMICIIWLE -------------------------l----l-------------------------l;-:-;;;-;:;---------l::-l::::::::-::-----l---------"-------l----l--------l II

WAYFOINT 1() LONW2UIWlsb) LATITUDE (msb) lDNGITUDE(msw) SBIICIRCLE 24 0.000021 DEG MST
---l------l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l -;;l;;-;--l:~;;-;;;-;;;;;-;;;;;-l----l-------------------------l;-------------------l-`-l-----------------l-----------------l----l--------l 32 0. 000000083/ D~ EAST -------------------------l----l~~~~~~u~---------------l--~-~~~-~~---------l---l-----------------l------ I--~---l

14 15-0 C0URS6 INTO UPTS( ) (-v)
.-..
------
15 15-0
l:~;:-;;;;fi;;-;;;;;--l----l-------------------------l:;-;;;;;-~---------l-`-l-----------------l-----------------l----l--------l TUOS CDMPLRfR!T
-iilii-;--l-------------------------l----l-------------------------l--:-----------------l::-l::::::~:-:-----l:-:::::~~------l----l"-------l -i;l;;:;--l:~:*-~flfl::-~~--l---l------------------------- l------------------- l---l -----------------1----------------l ----l--------l NSNT UAYPOINT DATA( 17-30
---
--- I------ l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l NENT UAYK)INTDATA (45-5S) 45 15-0 --- I------ l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l 59 15-0 NEXT UA~INT DATA(59-72) --- I -.---- l-------------------------l----l-------------------------l --------------------l ---l -----------------l-----------------l----l--------l
12 15-0 SPARE (72-76) -;;l------l;;~;l-;~----------------l
-----I 31 15-0
l-------------------------l----i-------------------------(--------------------l---l-----------------l-------------=---t----l--------i NEXT UAYPOINT DATA ( 31-44)
----l;:-;;-~--;------------- l-------------------- l--- l----------------- l----"------------l ----1--------1 --- II ------ ---;;---;-------------- I----l;;;---------------------- l-------------------l ---1-----------------I ---------------- l---- 1--------1 -~~1------1----------" -------------- l---- l-------: ----------------- l--------------------l ---l -----------------l -----------------l ----l--------l -::l------l~~~-~~~----------------l----l~~-~-------------------l--------------------l-`-l-----------------l-----------------l----l--------l
FMCS BACKGROUNDODE OOOD- NAVAIDS - VERSION 1.0 C
USP BIT
BIT FUNCTION
NOTEFORMAT
SCALE
R2B
LSB
POS SENSE
FTIU SINVAR
---l ------l~;;-;;;----------------/----l;;-~-------------------l--------------------l---l-----------------l-----------------t----l--------l --:l------l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l

1 1 15 1 14 1 13 1 12-11 1 10-8 1 7-o FMCS CONTROL TEST VALID DATABASE TRANSFER SPARS cOUNTER PMCSADDRESS PACKSDLOCIC LOCIC 1 = TEST LOGIC 1 = VALID LOGIC 1 = TRANSFER o -7H~ 12 H - LEFT
D m n m=
16 H - RICHT
-34!?2?
m m c u -. (v
c)
4?
--;l;;-;--l~;~-;;;;--------------l----l;;;;-~-----------------l--------------`-----l----;1;;;;--1-------------------------l----l-------------------------l;-:-;;;-;-;---------l;;-
-------------------------------
---
-----------------l----l--------l -----------------l----l--------1
-.
!%Zz
-<.mrt~
u w ~. -Wo 00=$ 2s0 *-O -03 c-o

2:
mma I am
S~ICIRCLE NAVAID #1 LATITUDE(lSW) NORTR 0.000021 D= ----------------l-------------------------l----l-------------------------l---------~----------l----- I ----------------------l----l--------1 47-0 LATITUDE (msb) SQ41CIRCLE EAST 4 15-8 0.000021 DEG NAVAID LONGITUDE(sb) 1
--; I;;-;-- I-------------------------I----l-------------------------l~-:-~~~-~~~---------l~~-l -----------------1-----------------1----1--------1 LONGITUDE (maw) --+-~---l ------------~------------l---- l-------------------------l--------------------l---l-----------------l ----------------- l---- l--------l
6 15-5
6 4-O
NAVAID #1 ELEVATION
SPARE
TkOS CCNIPLRfENT
+1- 20480
FEET
11
20.0/0.625
FT
POS MT
--;1------1-------------------------1----1---
05
* w
7 15 7 14 7 13 7 12 7 11 7 10 79 7a 77 76 75 7 4-o
8 8 15-8 8 7-O --
NAVAID TYPE NAVAID VALID DME VOR ILS
---------------------- l--------------------l ---l ----------------- l----------------- l---- l--------l

LCGIC 1 LOGIC 1 LOGIC 1 LOGIC 1 LfxlC 1 L@31C 1 LCCIC 1 LOGIC 1 LCGIC 1 = = = = = = VALID DFIE VDR ILS ULS NDB TUNEDBY THIS NAVCC+IPUTER LEFT VOR DISPLAY STATION (NAVAID #l&#2 ONLY) RIGHT VORDISLAY STATION (NAVAID#lL#2 ONLY)
nLs
NOB TUNED DISPLAYBDLEFT DISPLAYEDRIGHT SPARE VOR/DNECOLOCATION SPANS
NAVAID 41 IDENT CNARACTER 2 CNARACTER 1
LOGIC 1 = $NON-COLDCATED --------------ASCII ASCII
---l------l-------------------------l----l----------
--------------------
---
-----------------l-----------------l----l--------l -----------------l-----------------l----l--------l
I------l-------------------------l----l-------------------------l--------------------l---
Slfcs BAWMUNJNDCODE 000D - NAVAIDS - v~NSION 1.0
0 USP BIT
--- I ------ l--i=ii=-i------------l

9 15-8 9 7-0 CHARACTER 3 10 NAVAID #2 (10-16)
BIT PUNCTIDN
NOTEFORMAT
----l-------------------------l:----------------l~l-:::-------------l::-::::~--------l~::l::flfl--l
ASCII ASCII
-----------------l---- l--------l --- I ------ l-------------------------l----l-------------------------i--------------------l---l-----------------l-----------------l----l--------l . . NAVAID #3 (17-23) ---l -----------------1 -----------------1----1--------1 -;:l------liiiiii-ii-iii-ji;--------l----l-------------------------l--------------------.
--w
--- I------ l-------------------------l----l-------------------------l--------------------l---l-----------------l
---l-----------------l-----------------l----l--------l I -:i------l-------------: -----------i ---- l-------------------------l-------------------- -------------------- I----------------- l---- l--------1 NAVAID #6 (38-44) --- I----------------- I------------------ ----1--------1 -;;l----"-l-------------------------l----l-------------------------l----"------------------------ I-----------------l ----------------- ---- II I ---------l ~~~-!~-~f~~f~~--------l ----l-------------------------l-------------------52 NAVAID 48 (52-58) -;;1------1-------:--~-----~--------l----l-------------------------l--------------------l---l ----------------- I-----------------i ----l--------1
-----II ;~;;;;-;;-;;;:;; ;--------l ----l-------------------------l--------------------
-;;1------1-------------------------l----l-------------------------l--------------------l---l-----------------l -----------------l ----l --------1 NAVAID #10 (66-72) -;;1------1-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l

w
HAVAID 49 (59-65)
i+
---
----.II
SPARB (73-76)
77 --- -----II 78
CHECNSOM
--- II ------ -------------------------l----l;;-&-------------------i--------------------l ---l -----------------l-----------------l ----1--------1 -~~l------l~~:-~~~----------------l----l-------------------------l--------------------l ---l -----------------l ----------------- l---- l--------l
SRRORCHECK
-------------------------l----l;~-;;-:;;-------------l--------------------l ---l-----------------l-----------------l---- i--------l -------------------------l----l;;;----------------------l--------------------l---l -----------------l-----------------l ----1--------1
. ...-. --- -. _.-
--------
. ---- . . -
USP BIT
--- I-.---- l;~-;;;----------------l----l--------------------"----l:~---------------l~~l-~~~-------------lfl~-~~~~~--------l~~~l~flfl--l --fl------l;;;-~;~-------------l----l::-~-------------------l--------------------l---l"----------------l---"-------------l----l--------l

1
BIT PUNCTION
NOTE FORMAT
PACSEDLOGIC
1 15
14 13 12-11 10-8 7-0 --- -----II 2 15-0 3 15-0 1 1 1 1 1
TEST VALID MTASASE TRANSFER SPARS COONTER E?ICS ADDRESS -------------------------l----l;;;;------------------E2ADERCODE #1 LATITUDE(law)
LOGIC 1 - TEXT LoGIC 1 = VALID LOGIC 1 = TNANSFES 7 Em o12 H- LEPT
16 H - RIGET
l-------------------- l---l -----------------l-----------------l----l--------l
--- I ------ l-------------------------l----l;;;;;;;---------------l;-:-;;;-;";---------l---l-----------------l~;;;------------l----l--------l

AIRP~T --:l;;-;--l~;:;-;;-;;;;~;;;;;;;l----l;:;;;i;---------------l;-:-;;;-;:;---------l:-l;::~-~-----l~;;-------------l----l------"-l
--- i -------l;~;;;;-;:;;;----" 5 15-0
4 7-o
LATITGDE (sub)
-----l----l------" ------------------l--------------------l---l-----------------l-----------------l----l--------l
--l-------------------------l----l-------------------------l--------------------l---l-----------------lI -----6 AZRPORT#1 RSVATION P@ ALT 11 20.0/0.625 FT 6 15-5 +/- 20460 FEET ELEVATION TkN3 CCt4PLR4SNT S 6 k-O SPARS .----------------l ----l--------l --l-------------------------l ---I -----. . . ,. l-------------------------l--------------------l---l----------------7 AIRPORT #1 USE 7 15 AIRPORTVALIO LOGIC 1 - VALID 7 14 RESERVED PAD ZERO 7 13 RESERVED PAD ZERO 7 12 RESERVEO PAD ZERO 7 11 RMERVEO PAD Zmo 7 lo-o SPARE a 15-o AIRPORT #l RUNNAYCOURSE S~ICIRCLE --- --------I l------------------------- I ----------9 AIRPORT #l IDENT
-a QJ
--- I ------ l------------------------9 15-8 9 7-o -J;#10 7-o CHARACTER 2 CHARACTER 1 CHARACTER 4 CNARACTER 3
----
I-------------------------------------ASCII ASCII
---------` ----l--------l ---J I;-:-;;; -;:---------l---l----------------i;;; 16 0.00549 --------1 I -------------------- l---l -----------------l -----------------l ----1 -------------------I
N N
-----------------------1---- l-------------------------l--------------------l
ASCII ASCII
-----------------l ----l--------l
--- I------
l-------------------------l----l-------------------------l--------------------l---
-~~l------l~~~~~-!~-~~~~~~-------1---~ l-------------------------l--------------------l
-----------------l -----------------l ---- l--------l ---l ----------------- l-----------------l ----1--------1
o .
FM(M BACKGROUND411M000E - AIRPOltTS - Vm810M 1.0 C
USP BIT 19
--- I------ l-------------------------l----l-------------------------l~----------------l~~l-~~-------------l~-~~~~~--------l~~~l~flfi--l

AIRPORT #3 (19-26) 27 AIRPORT #4 (27-34)
BIT FUNCTION
NOTEFORMAT
--- I ------ l-------------------------l----l-------------------------I--------------------l---l-----------------l-----------------l----l--------l

--- I
------l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l -::l------l:::::-!~-f :~::::-------1----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l

43 AIRPORT #6 (43-50)
--------1--I-----------------l----l--------1 I l-------------------------l----l-------------------------l-----------------------------------51 AIRPORT #7 (51-58) ------------------------- I-----------------l ----l--------1 I l-------------------------l----l-------------------------l--------------------l--59 AIRPORT 48 (59-66) --- I ------l-------------------------l----l-------------------------l--------------------l--63 AIRPORT #9 (67-74) SPARE (ltSP 75-76)
----------------- I-----------------l----l--------1 -;; I------I -------------------------1----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l

1--------1 -;;l------l-------------------------l----l;;;---------------:------l--------------------l---l-----------------l mROR CNsm 79
-;;l------l;;;;;-;;----------------l----l-------------------------l--------------------l---l-----------------l-----------------l---SUMOF UOROS 1+ w
-----------------l ----l --------1 --- I ------ l;;;-;;;----------------l----l;;-~-------------------l--------------------l---l-----------------l-----------------l----l--------l
--------l-------------------------l----l-------------------------l--------------------l---l-----------------l I
FMCS BACKGROUHO COOE000F - FFPF - PRIVATE FMCS DATA - VERSION 1.0
WSP BIT
BIT FUNCTION
NOTE FORMAT
--j------ l-------------------------1----l;i-=------------------- l:----------------l~::l -~~~-----------l~=~~--------lw~~% HOLCFLAG --j------l -------------------------l----l-------------------------l --------------------l---l-----------------l-----------------l----l--------l

1 1 1 1 1 1 15 14 13 12-11 10-8 7-o FMCS CONTROL TEST VALID DATABASE TRANSFER SPARE COUNTER 3?ICS ADDRESS PACKSDLMIC LOGIC 1 = TEST L@21C 1 - VALID LOGIC 1 = TRANSFER o7 HEK 12 Ii - LSFT, 16 H - RIGHT
--;1;;:;--1-------------------------1----l-------------------------l--------------------l ---l -----------------1-----------------1--- 1--------1 NEAOER COOE 000FH - SPARE

001111 - DUAL NAV PRIVATE FLTPLN MSC DATA 001211 - DUAL NAV PRIVATE PRIGIN, DESTINATION, ALTERNATEDESTINATION TOP OF CLINB, , -1 WAYPOINT 001311 - DUALNAVPRIVATE O - 4 UAYPOINTS 001 4tl = DUAL NAV PRIVATE 5 - 9 WAYFOINTS 0015tl - DUALNAVPRIVATE10 - 14 UAYPOINTS 00161J - DUAL NAV PRIVATE 15 - 19 WAYPOINTS 001 7H - DUALNAVPRIVATE 20 - 24 WAYPOINTS 0018H = DUALNAVPRIVATE 25 - 29 WAYPOINTS 0019H = DUALNAVPRIVATE 30 - 34 WAYPOINTS 00 IAN - DUALNAVPRIVATE 95 - 39 UAYPOINTS 00IBH = DUAL NAVPRIVATE 40 - 44 WAYPOINTS 00ICt! = DUALNAVPRIVATE 45 - 49 WATPOINTS 00IDH THRU 5555tl SPARE
ix
--;l------l-------------------------l----l-------------------------l--------------------l---l-----------------l-----------------l----l--------l
PRIVATE F?4CS DATA
.-
--~1---1:==:l=------------l -1-----l=-:l---------------l .,.
---- l-------------------------l--------------------l---l -----------------l-----------------i----l--------l ----1~~-==-----------I--------------------l---l-----------------l-----------------l----l--------l

CRC
-::&-
ERRORCHECK
-------------------------l----l;~-~-------------------l --------------------l---l-----------------l-----------------l----l--------l NOLCFLAG --------------------l---l-----------------1- ----------------l----l--------1 -------------------------l----l-------------------------l
JIA JIB
RS232 RCVR
10
11 12 13 14 15 17 18 19
RETURN RS232 RS232 XMTR RCVR
=1
RS232 INTERFACE
m=+

19
AIRCRAFTBATTERY +28 V DC AIRCRAFTBAITERY RETURN
10
11
RETURN RS232 RS232 XMTR RCVR
RETURN RS232 XMTR
1
,
%14ARED RAM
1/0 c PROCESSOR
BUS INTERFACE CKTS

35
[H) PRIMARY ASCB BUS [L) } 28 [H) SECONDARY ASCB BUS 31 [L) } [H) AFIS/ACRS BUS RX [L) } [H) [L) } [H) [L) } [H) (L) } (H) (L) } (H) (L) } (H) (L) } (H) (L) } (H) (L) } MLWLS PRIMARY DME PRIMARY LTS NO. 2 LTS NO. 1 NAV PRIMARY NAV SECONDARY DME SECONDARY LTS NO. 3
RS422 RCVR CDU DATA RS422 XMTR CDU DATA
(H) { (L) (H)
{ (L)
(H) (L) (H) { (L) (H) { (L)
55 56 55 56
7 8 35 36 32 33
X
LEN
PROCESSOR A CO-PROCESSOR SHARED RAM 1/0 PROCESSOR B TRANSMITTER TO BUS 2 ~ (SH 2)
t
16 17 18 19 23 24
RS422 CDU CNTL RCVR { RS422 XMTR CLK CDU RS422 CDU CNTL XMTR
26 27 32 33 43 44 22 23 57 58 45 * 46 * 50 h 51 4
s
RS422 RCVR DATA LOADER { RS422 XMTR DATA LOADER RS422 XMTR DATA LOADER
(H) (L) (H)
28 29 52 53
20 21
1=
(L) (H)
=1
i
DATA LOADER
(CLK) {
(L)
(H) GEN BUS SECONDARY (L) } (H) GEN BUS PRIMARY (L) } AD-30257,H1# S
TO BUS 1 (SH2)
NZ-920 Navigation Computer

Block Diaaram
Figure
9-2 (~heet 1)
22-14-00
Page 198.123/198.124
Apr 15/93
USe or disclosure
of information
to the restrictions
.
Ile
+28
V DC POWER
RETURN GND
BUS 2 (SH1) 1-
Cnnti ,
r ..
.. .
tJIAJIB
20 21 30 31 24 25
POWER
CHASSIS
SIGNAL
GND
X
RECEIVER
RS422 OUTPUT DISCRETES
[H) DME (L) }

(H) (L) } (H) (L) }
PRIMARY
NAV PRIMARY DME SECONDARY
[H)
[L) } 9
GENERAL BUS NO. 3
TAG SYNC CDU SYNC TRUE/MAG SELECT DNSIDE TUNING CNTL REMOTE TUNING CNTL LAT WPT ALERT VERT WPT ALERT DEAD RECKONING OFF SET ALERT APPR SENSITIVITY INDEP OP CDU MSG DEGRADE ACCURACY NAV COMP VALID VERTICAL TRACK AURAL ALERT CROSS-SIDE TUNING CONTROL
FROM Bus 1 (SH 1)
16 37 38 39 40
OVERSPEED PROTECTION RS422 OFFSIDE VOR CONNECTED NAV/DME MANUAL TUNE SEC NAV/DME MANUAL TUNE PRI DISCCNTLINPUT-NO CLOCKASCE HIGHILOW SPEEDBUS-LTS 1 NO. HIGH/LOW PEEDBUS-LTS S NO.2 HIGH/LOW SPEEDBUS-LTS NO.3 TAG SYNC CDU SYNC LTSNO.1 NUMBER BITNO.1 LTS NO. 1 NUMBER BITNO.2
LTS NO. 2 NUMBER BIT NO. 1 LTS NO. 2 NUMBER BIT NO. 2 LTS NO. 3 NUMBER BIT NO. 1 LTS NO. 3 NUMBER BIT NO. 2 SDI NO. 3 CROSS FILL ENABLE VER B ASCB FUEL FLOW CONFIG IDO FUEL FLOW CONFIG ID1 FUEL FLOW CONFIG ID2 OPERATIONAL MODE IDO wow PERF COMP INSTALLEI LTS NO. 1 CONFI( LTS NO. 1 CONFI( LTS NO. 1 CONFK LTS NO. 2 CONFI( LTS NO. 2 CONFI( LTS NO. 2 CONFK
I 03
I04
41
105
I 06
-N
42 43 44 45 46 47 49
34 48 59 60 61 62 63
64
53 54 83 84 85 66
DL CONNECTED RADIO CONFIG IDO RADIO CONFIG ID1 RADIO CONFIG ID2 MAINT TEST ENABLE lLS/MLS SELECT LTS NO. 3 CONFIG LTS NO. 3 CONFIG LTS NO. 3 CONFIG OPERATIONAL MODE ID1 INITIATED XMIT INITIATED REC DME SCAN TYPE RADIO BUS TYPE SINGLE ASCB SDI NO. 1 = SDI NO. 2 = CDU VALID TRUE REF SELECTED AFIS ENABLE AD-30257, SH2# LEFT RIGHT
65 66 67 66 69
70 71
INPUT DISCRETE:
87 86 89 90 91 92 93 94 95 S6 97 96 S9
72 73 74 75 76 77 7e 7~
4 <
10( 10 10!
J-
NZ-920
Navigation Computer Block Diagram Figure 9-2 (Sheet 2)
22-14-00
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198.125/198.126
Apr 15/93
Use
or disclosure
of information
to the restrictions
This
page
intentionally
left
blank.
22-14-00
Use or disclosure of information on this page is subject to the restri~lons on the title page Of this document,
Page 198.127 Aug 15/91
9.
B.
CD-81O Control
Display
Unit
(See Figures
9-3
and 9-4,
and Table
9-4. )
PHOTO
SENSOR /
ANNUNCIATORS /
PHOTO
SENSOR I
CRT DISPLAY~
LEFf LINE SELECT\ KEYS
El
m
B
%-(-
DEST 020
MLF
S3.ONM SLC 09 10Z 4. ONM 348
610.L 160/4920
KSLC c1 El
J q\
a
~
RIGHT
SCRATCHPA~ MODEKEYS
f / - d fmmmi=mairiim m m
II \
LINE ~SELECT KEYS FUNCTION ~KEYS MODE KEYS \~:e.R;::ss
KSLC
0s t t Z
LTN
4560 ARGIVr41-D J!
rm
ALPHA-NuMERIc
KEYS
AD-11942-RI
CD-81O Control Display Unit Figure 9-3
22-14-00
Page
198.128 Aug 15/91
MAINTENANCE
Honeywell !!N$!h.
Length (from rear of bezel) ................ 10.00 in. (254.0 mm) Width ....................................... 5.75 in. (146.1 mm) Height ...................................... 7.50 in. (190.5 mm) Weight ...........................................
Power Requirements:
12.7 lb (5.76 kg)
Primary .... ........ . ..... .. .. ... ... .. .. .. ... .. .. .. 28 V dc, 40 W Lighting ... ........ . ..... .. . ....... .. .. .. ... .. .. ... .. .. .. 5Vac Mating Connector:
J1 ............................................... MS3126F22-55SX Mounting ...................................... CD-81O Control Display Unit Leading Particulars Table 9-4 Unit Screw Fasteners
The CD-81O Control Display Unit (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. This data appears in the scratchpad to be line selected to the appropriate position on the CRT display. The CDU function controls are described in the following paragraphs: 9. B. (1) CRT Display - A color CRT is used to display data on the CDU. The displays consist of 9 lines, each line containing 24 characters. The first 1 ine is a title 1 ine and the ninth 1ine is the scratchpad. The intermediate lines and scratchpad are available for data display and entry. (2) Photosensors and Brightness Control - CRT brightness control is provided in order to maintain readability under dim light as well as direct sunlight. This is accomplished in two ways: (a) Manually by the brightness knob - The brightness knob is provided to manually vary the intensity of the CRT display for a given ambient light level. (b) Automatically by the photosensors - The photosensors sense the ambient light and adjust the CRT brightness automatically to maintain the relative brightness set by the brightness knob.
22-14-00
Use or
disclosure of information on this page is subject to the restrictions on the title page of this document.
Page 198.129 Aug 15/91
MAINTENANCE
Honeywell !MEJ+AAW
9. B. (3) Annunciators - The six annunciators located at the top of the CDU keyboard panel operate independently from the CRT and keyboard. Lighting of the annunciators is initiated by the navigation computer or performance computer via the RS422 serial data link. The two colors used for annunciations are white and amber. White indicates an advisory type annunciation, and amber indicates an alerting type annunciation. The following paragraphs describe each annunciator:
(a)
Display (DSPLY) Annunciator - The DSPLY annunciator is an advisory type (white) that lights when the CDU is displaying a page that is not relative to the current aircraft lateral or
vertical the
q
flightpath.
The
DSPLY
annunciator
will
light
under
following
conditions:
When displaying a flight plan page other than page 1. When displaying a stored flight plan page. When displaying any of the review pages for SIDS and STARS. When displaying the CHANGE ACTIVE LEG message. When defining the Intercept waypoint on the active leg.
. .
q
. (b)
Dead Reckoning (DR) Annunciator - The DR annunciator is an alerting type (amber) that lights when the FMS is navigating via the DR mode which is defined to be the loss of radio updating and the loss of all position sensors. The DR annunciator will light under the following conditions:
q
When the FMS has been operating in the DR mode for longer than 3 minutes. When the APRCH annunciator is illuminated and position updating from all sources is lost for more than 30 seconds and the radio is not procedure tuned. When the APRCH annunciator is illuminated and position updating from all sources is lost for more than 5 seconds and the radio is procedure tuned.
(c)
Degraded (DGRAD) Annunciator - The DGRAD annunciator is an advisory type (white) that lights when the FMS has entered a degraded navigation mode. The definition of degraded is when the FMS cannot guarantee the required accuracy for the present segment of flight. The DGRAD annunciator will light under the following conditions:
22-14-00
Page 198.130 Aug 15/91
Use or disclosure of reformation on this page is subject to the restrictions on the title page of this document,
When the aircraft is within the terminal area, 50.8 the required accuracy cannot be guaranteed with the sensors. available position
NM, and
When the aircraft is within the approach area, 10 NM, and the required accuracy cannot be guaranteed with the available position sensors. Any time the FMS loses all sensors except the GPS. Present use of GPS requires it to be compared with other approved
sensors. lf this turned on. cannot be done, the DGRAO annunciator is
I
9. B. (3) (d)
If the DEGRAD annunciator is on when the DR

turned
annunciator
is
on,
the
DEGRAD annunciator
will
be turned
off.
Message
- The MSG annunciator is an advisory (MSG) Annunciator type (white) that lights when the FMS is displaying a message in the scratchpad to the flightcrew. The annunciator shall have been cleared from the extinguish after the message(s) scratchpad.
(e) OFFSET Annunciator - The OFFSET annunciator is an advisory type (white) that lights when a laterally offset path has been entered into the FMS using the progress page. The annunciator turns off when the offset has been removed. If there is an offset when the APRCH annunciator is lighted, the offset will be removed and the annunciator turned off. (f) Approach (APRCH) Annunciator - The APRCH annunciator is an advisory type (white) that lights when in approach mode. The NZ-920 Nav Computer output sensitivity of lateral deviation to the PFD will be ramped to a higher sensitivity when the annunciator is lighted. The APRCH annunciator will light under the following conditions: . If the destination elevation is specified, distance to destination is less than 15 NM, altitude is less than 2500 feet above the destination elevation, and the speed is less than 200 knots. If the destination elevation is not specified, distance to destination is less than 15 NM, and speed is less than 200
knots.
q
If the APRCH annunciator is illum nated and the aircraft flies out of the above conditions the APRCH annunciator will be extinguished and the sens tivity ramped to normal. When the pilot selects APP on the flight guidance controller.
22-14-00
Page 198:131 Apr 15/93
Honeywell !!!!!!!!f~wc
9. B. (4) Line Select Keys - There are four line select keys on each side of For reference, the keys are defined one through the CRT display. four from top to bottom on either side of the CRT. A left and right is also assigned to define the side of the CRT on which the key is located. For example, line select key IL is the top left line select key. In the case of an index display, the line select keys can be used to select submodes within the major modes. In displays other than index, the line select keys 4L and 4R are primarily used for direct access to other modes in the FMS. Data can be copied to the scratchpad through the use of a line select key, and once data has been entered into the scratchpad, either via line selection or manual keyboard entry, it may be selected to any of the allowable This can be accomplished simply line select fields on a given page. you wish the by depressing the key adjacent to the line in which scratchpad data to be inserted. (5) Function Keys - There are four function keys, and the function of each is described in the following paragraphs: (a)
and NEXT Page Keys - The number of pages in a mode or menu display are shown in the upper righthand corner of the display. The format is AA/BB. AA signifies the number of the current page that is displayed. BB signifies the total number of pages that are available for pilot viewing/modification. Page changes shall be done by selecting the PREV and NEXT keys. When in the PLAN mode, these keys will increment or decrement the map center waypoint. Previous (PREV)
particular
(b)
Clear
(CLR) Key - The CLR key performs
the
following
functions:
the
When a message is present in the scratchpad, CLR key shall delete that message.
When
pressing
an alphanumeric entry resides in the scratchpad, one character shall be cleared from the scratchpad (from right to left) for each time the button is depressed.
When an alphanumeric entry resides in the scratchpad and the CLR key is held down, the first character is cleared within 100 ms. After 400 ms have elapsed, characters will be cleared at 100-ms intervals for as long as the key is held down.
(c)
Delete (DEL) Key - When there is no message in the scratchpad and the DEL key is depressed, a *DELETE* will appear in the scratchpad. This may now be line selected to delete waypoints and other items displayed on the CDU. When there is a message displayed, the delete operation will be inhibited.
22-14-00
Use or disclosure of information cm thts page is subject to the restrictions on the title page of this document,
Page 198=132 Aug 15/91
MAINTENANCE
Honeywell !!!t!!!+AAiv
9. B. (6) Mode Keys - There are five mode keys, and the function described in the following paragraphs:
of each is
(a) Performance (PERF) Mode Key - Pressing the PERF mode key shall enable the pilot to access the performance page(s). The pilot may select or enter the applicable information through the use of the line select keys. (b) Navigation (NAV) Mode Key - Pressing the NAV function key shall enable the pilot to access the NAV index page. The pilot may select any of the submodes by depressing the line select key. (c) Flight Plan (FPL) Mode Key - Pressing the FPL shall display the first page of the flight plan. If there is no flight plan currently entered, the pilot may manually enter a flight plan, select a stored flight plan, or create a stored flight plan. (d) Progress (PROG) Mode Key - Pressing the PROG key shall display the first page of the progress pages. The purpose of this mode is to show the current status of the flight. This first progress page shall display the to waypoint, the destination, the navaids that are currently tuned for radio updating, and the update status of each navigation computer. (e) Direct To/Intercept (DIR) Mode Key - Pressing
shall display the active INTERCEPT prompts. (7) Alphanumeric flight plan with the the DIR mode DIRECT and key
Keys - The control display unit provides a full alphanumeric keyboard to enable pilot inputs to the scratchpad of the CDU. A key is provided for each letter of the alphabet as well as each number, decimal, minus sign and slash.
(8) Scratchpad - The scratchpad is used for data entry, messages, and data transfer using the line select keys. The scratchpad is independent of the page being displayed. Any item in the scratchpad remains when selecting other pages. Pilot entries to the scratchpad are made using the alphanumeric keys. If the scratchpad is empty, line select keys can be used to copy many items from the respective line to the scratchpad. Messages have display priority in the scratchpad. Entries existing or made in the scratchpad when a message is displayed remain for display when the message is cleared. The editing mode of the scratchpad is activated by ending the entry with a -. In the editing mode, the PREV and NEXT keys move a cursor, displayed in the inverse video, in the scratchpad. The character in the inverse video field can be removed with the CLR key or a new character inserted by entry. DEL will delete the entire scratchpad entry when in the edit mode.
22-14-00
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Use or disclosure
Of
Information
on this page is subpct
to the restrictions
5VLIGHTING LIGHTING COMMON
J D<
M
DATABUSOUT
{
OATA TERMINAL READY BUS OUT
N
P R
{
NAV COMPUTER DATA BUS IN
s {
T u
m
1
KEYBOARD LIGHTING
R PHOTO L PHOTO
SENSOR SENSOR
OUT OUT
I (H)
(c)
(H) (c)
RS422 OUT
(H) (c)
I 16K PROG MEM
I
::s RAM
CPU
jLEAR
TO SEND
BUS IN ( v w
CLK BUS IN ( 1
~
DATA BUS IN ( d
E
(H) (c) (H) (c) I(H, (c) (H) (c) (H) (c) K (H) (c)
A 4 MONITOR HVPS
RS422 INPUT
G1 VIDEO RAM A
FOCUS
+ + ~ VIDEO CONTROLLER VIDEO AMPLIFIER *
CRT
e
CLEAR TO SEND BUS IN ( I 9 CLK BUS IN ( PERFORMANCE COMPUTER h
RS422 INPUT
CRT CONTROLLER
~ HEATER
VIDEO RAM B
Y
DATABUSOUT z
DATA TERMINAL READYBUSOUT
bl
=i--J(H)
(c)
SYNC
DEFLECTION AMPLIFIERS
RS422
OUT
I
I
J1 ) CDU VALID
BRIGHT/DIM
DISCRETE <1 I TEST ENABLE EE I E INPuT BUFFER
KEYBOARD ANNUNCIATORS
I
, (H) B 28VDCPOWER { DIM CALIBRATION LAMP TEST c I I
I
LVPS
q<
s
F
28VANNPOWER { ANN INTENSITY CONTROL H
I (L)
ANNUNCIATOR POWER DIMCONTROL
CHASSISGND
/+7
CD-81O Control Display Unit Block Diagram Figure 9-4
AD-11970.RI
22-14-00
Paae
198.135/198.136 Aug 15/91
Use or disclosure 01 mformallon on this page E subject to the restrictions on the btle page of this document
MAINTENANCE
Honeywell !M%thl.
22-14-00
Page
198.137 Aug 15/91
Use or
disclosure
Of
reformation
on this page
IS
subject
to the restrictions
9.
c.
DL-800 or DL-900 Data Loader

9-5 and 9-6.)
(See Figures
9-5,
9-6
and 9-7,
and Tables
DL-800 Data Loader Figure 9-5
mm) Length ...................................... 8.30 in. (210.82 . .. .. .. .. ... .. ........... ....... .. ... .. 5.75 in. (146.05 mm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (maximum) 4.50 in. 5.6 (114.30 mm)
Width
Height Weight
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
lb (2.54 kg)
Power Requirements: Primary ........................................ Mating Connector: J1 ................................................. MS3126F16-26S Mounting ........................................ Unit Dzus Fasteners DL-800 Data Loader Leading Particulars Table 9-5 28Vdc, 22Wmax
22-14-00
Page
198.138 Apr 15/93
Honeywell
!&!fr.c
AO-29793
DL-900 Data Loader (Access Door in Open Position) Figure 9-6
Dimensions
(maximum):
Length Width
Height Weight
Power
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...- . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...
mm) 8OOin (203s20 in. (146.05 mm) 5.75 ....... ...... ............... ..... .... ... 2.24 in. (56.9 mm)
.... ... ..... .. ....... .. .. ... .. ... .. sOlb(l.sG
(maximum)
Requirements:
kg)
Primary
. . . . . . . . . . . . . . . . . . . . . . . . . . . . ............
zBVdct
max
Mating Connector: J1 ................................................. MS3126F16-26S Mounting ........................................ Unit Dzus Fasteners DL-900 Data Loader Leading Particulars Table 9-6
22-14-00
Page 198.139 Apr 15/93
the
navigation-related data to The DL-800\900 Data Loader is used to transfer NAV computer. The DL-800/900 has the capacity ~o transfer in excess of 600k bytes stored on a 3-1/2-inch minidiskette. It has an RS-422 interface with the NAV computer. The DL-800/900 is also used to download and limit exceedance data from the FC-880 Fault Warning Computer
trend
(FWC) through an RS-232 interface with the FWC. 9.
c. (1)
Navigation Database Loading - The DL-800/900 Data Loader provides transfer of data derived from the Jeppesen database from a 3-l/2inch floppy disk to the NAV computer local EEPROM memory. This data includes navaids, waypoints, airports, airport runways, airport procedures, and jet routes from the Jeppesen data source. The database is updated every 28 days. The data transfer rate is 312k baud. The total time required to load a full database is approximately 8 minutes. The LEFT/RIGHT/AUX switch on the front of the data loader is used to select which RS-422 port will be used to output data.
(2) Flight Plan Loading - The DL-800/900 Data Loader also has the capability of interfacing with a ground-based Lockheed JetPlan Computer or equivalent. It is capable of transferring an optimized flight plan from the ground-based computer to the navigation computer via a 3-1/2-inch floppy disk. (3) Trend and Limit Exceedance - The DL-800/900 Data Loader interfaces with the FWC through an RS-232 bus. This single RS-232 bus is relay switched between the two FWCS. Control of this relay is by a switch located in the right avionics bay. Data download is independent of the LEFT/RIGHT/AUX switch. (4) AFIS Flight Plan Loading - The DL-800/900 Data Loader also has the capability of transferring a flight plan in AFIS format to the
navigation computer via a 3-1/2 inch floppy disk.
22-14-00
Page
Use or
198~140 Apr 15/93
disclosure
of information
to the restrictions
on the title
page of this document,
MAINTENANCE
Honeywell W!+fb
RS232 DATA IN a < RS232 SIG GNLI V< DATA BUS IN FROM NAV COMPUTER G H {:: J K {~
-m
(H) (c) UNIT (CPU) (c) (H) 1 n > Z RS232 DATA OUT I
qCENTRAL PROCESSING -280 CPU -8 KBYTESRAM -32 K BYTES EPROM I (H) - RS422 INTERFACE ~ - RS232 INTERFACE (c) (H)
I
(c) I (H) ~ T DATA BUS OUT TO NAV COMPUTER
CLK BUS IN FROM NAV COMPUTER
:}
I
I P
CHASSIS GND b
I
B 28 V DC POWER (L) (H) I (R)
q
{:;
c RIGHT D LOADER INSTALLED DISCRETE FROM NAV COMPUTER LE17 { AUX E F :,
(L) (A)
POWER SUPPLY CARD -5VDC -+12VDC -DISCRETES FOR CPU
El-EQDL-800/900 Data Loader Block Diagram Figure 9-7
AD-l19694?2@
22-14-00
Aug 15/91 Use ordisclosure ofinformation on this page issubjecf totherestrictions on thetitle pageofthis ocument. d
Page 198.141
Honeywell f&!!![r.cE
9. D. PZ-800
9-8. ) Performance Computer (See Figures 9-8 and 9-9, and Tables 9-7 and
AD-1
1 S41
PZ-800 Performance Computer Figure 9-8
Page 198.142 Aug 15/91 Use or disclosure ofinformationthis On pagek subject totherestrictions On thetine ageofthis ocument. p d
22-14-00
MAINTENANCE
Honeywell !!WA&.
Length ......................................
Width Height ..... ... ....... ...... ..... .. ... ... . .. .. . .... .......... ..... . ..... .. ... .... .. .. .
17.03
4.91 7.62
in. in.
(432.6 (124.7
mm) mm)
in. (193.5 mm) lb (6.71 kg)

28 V dc, 65 W
Weight
Power
(approximate)
Requirements
. ... .... . .. ... ... .. .. .. .. .. ...
14.8
......... .. ..... ..... ... . .. ... .... ..
Mating Connector: J1 ..................... Cannon

Part No. DPX2MA-106P106 P-33 B-OOO1
Mounting ....................... Tray, Honeywel1 Part No. 7003272-903 PZ-800 Performance Computer Leading Particulars Table 9-7
The purpose of the PZ-800 Performance Computer is to provide the pilot with detailed performance information and automatic control of the was only Previously, detailed performance information throttles.
available by spending a great deal of time in the aircraft performance manuals. With the performance functions of the PZ-800, the pilot now has access to a computerized performance manual. The pilot is supplied with flight-planning information prior to takeoff such as fuel and time required. In flight, the system provides the pilot with real-time information based on current aircraft and atmospheric conditions. In case of changes to the flight plan, the pilot can be updated immediately
on the consequences ability to conduct of the changes. the flight safely This capability extends and economically. the pilots
The performance system is enhanced by the autothrottle. Aircraft parameters calculated by the performance functions can be coupled to the autothrottle and flight guidance computer for effortless tracking of these commands. Alternatively, the autothrottles can be set to maintain pilot-entered values. In addition to the PZ-800 Performance Computer, the autothrottle function requires one SM-81O Autothrottle Servo-Clutch Assembly for each engine controlled. Inputs from the throttles, engines, flight guidance controller, and display controller are also required. The PZ-800 Performance Computer digital outputs transmitted over the ASCB are listed in Table 9-8.
22-14-00
Use or disclosure of information on this page is subpscf to the restrictions on the title page of this document.
Page 198.143 Aug 15/91
BIT FUNCTION USP BIT NOTE FORMAT SCALE RSB APPROXRESOL/LSBPOS SENSE ... ...... I........................-l----i ;-;~;-------------------l--------------------l--; l----------------l-------------=---l::!! l:!::!:=I HOLC FLAG 01
--- .-----1;~-~-;&fi~-----------l -"--l;;;;~-[;fi----"--------l------------"------"t--"l-----"-----"-----l -------------..-.1 ;;;;1....-... I *1 Tisl

1 15
1 14 1 13-12 VALID DATA HEAOER NODE/ENGAGE PR1ORITV COUNTER PNC-AADORESS ... I...... l----------------- ~1 ---------- ::-~-:"::::--:~-~-:-~:~!:j-----------.-------.l-.-l--.----.---.-..-.l.---.-..-.-.-...-[...-l.......-l 2 1S-0 MAINTENANCE TEST UNEN OAT HCADER= OATA O, OTHERUISEq PARE 6692 ---1 11 ; :0;8 LOGIC 1 = TEST LOGIC 1 s VALIO 00. DATA o 1)1 DATA 1 . 10. DATA 2 3 11 s DATA LOGIC 1 = HIGH O-7 HEX 65A0
-0
/0 o
0
-... . .lfi;;;~fi;~;;;;-~;;;~----l -------------------------------------------I . .. 1 l---l-----------------l

3
3 15 3 14 -.. TAKEOFFtin
65A2 -----------------l-&# ------I 65A4
N N
WI 1!% H
i . CAPTURED FLC CAPTURE 1. ~MEo MACH ARM 1. CAPTUREO NACH CAPTURE 1 . ARMEO CAS ARM CAS CAPTURE 1 = CAPTUREO 1 . HoLD THROTTLENOLD 34 THROTTLE OVERIIIOE ] s OVERRIDE 1. ENGAGEo AUTOTHROTTLE ENGAGED 33 1 . L~MITJNG 32 AUTOTHROTTLE LIMITING i 3 (SEE NOTE 1. ~~o 31 hiiOTftROtfLE SM1lCM ARM 1. TRANSITION 30 TRANSITION -..II ------......................... ---- ......................... .................... --- ................. II I II
3 10 39 38 NOTE : UHEN AUTOTNROTTLE LIMITINGIS SET ON USP 3, BIT 2 , SEE MSP 4 FOR TVPE OF LIMIT.
313 3 12 3 11
TAKEOFF CAPTURE GOAROUND ANN GOAROUNO CAPTURE FLCARM
1. 1. 1= ~:
~NED CApTuR~o ARNED f&RED ---
-----------------l----l -------I
w N
1
NOTE FORNAT S~ALE RSB APPROXRESOL/LSUPOS SENSE BIT FUNCTION USP BIT FTIU SIMVAR -..I ......l~~fi;;~;-~;-~~;-~~~~;~ ---- ----------------------------------------.... ........ I I....................1---1 - ~lMIT ,vPEs i.................165961 ! :: 4 13 4 12 4 11-9 4B 41 W40 LII!ITEO MO LIMITED POHERLIMITEO WEPLACARO LIMITEO LANDINGGEAR LIHITEO ENGAGE INHIBIT I . 1. 1= 1. vALID vALIo VALID VALIO 65A6
1 . vAL~D 1 = INHIBIT
SPARE i 6-o --- ---------------------------------*--------------------------------------------I Ii .------------------------------1 ;-;1-------1 II I i SUNOF UDRDS CHECKSUM 61
NOLC FLAG 7E HEX / ---II ------------------------------- -------------------------------------------- ---------------------f 1----1 11 I----------------Ill --------
----------------------------------I --------------------l---l----------------- --------I l-----------------l----l Ii ------------------------I
65A8 --.------------ . .... l-----------------l;;;~l I I~;i;;;$;~--------------l....................I--------------------l---l----------------- -------Iac J ----65AA
NSPBIT
FTIU SIMVAR SCALE RSB APPROXRESOL/LSBPOS SENSE BIT FUNCTION NOTE FORNAT -------------------- ................. I-----------------l----l ... ---I------------I II l~;;-;~~---"-----------l----l;;-;;;-------"------""---l P14C-P ONTROL C TEST VAL10 SPARE HODE/ENGAGE PRIORITY co~~;S~CTED PZ) PACKEDLOGIC LOGIC 1 s TEST LOGIC 1 = VALID LOGIC 1
s
--------------------------------.. .. .. I ... . .. . ...-----------------i~i~; l-------i II ------------------------- . .. l---l-----------------l I--;1 I

1 1 1 1 15 14 13-12 11 61C0
HIGH (SELECTED)
O-7 HEX 1 10-8 18 H - LEFT, lC H - RIGHT PM-P ADDRESS 1 ?-o . .. . .. .. . ALAYSPOSIT*VE 16,921 -. .. ..-.. -..-*--- -..... ------II ------ ......................... 11 ---- --------------------- I. .. . . . . . ..1151100,5,0 . . .. I- . ---- . . .. . .. .. . --- . .. . ~Bs I +1- 163840 LBS q THOSCONPLEllENT 2 15-1 GR~;~l~EIGHT
61C2 LOGIC1 = VALID 20 -.. ----------------------------------------------------------------------------I ~~fi~-;~;;~--l; ;;l--------l i 11110 I-------------------- ~250, II II +/-2.66EPR THOS CONPI.ENENT 3 15-5 EPRRATING TAKEOFF-G/A 61C4 0:000078125 lmoN TO GA NODEON 34 1 TOGA; O = FLEX TOGA/FLEX 33 TAKEOFF GO AROUND / 1 = TAKEOFF = G/A ;O 32 ; : ;~~;:TEu AUTO SELECT 31 30 VALID ----------------------------------------- .-----------------------------*---------------------------1 I [111.,00250, ~[~~~-~~ifi~~--l~ fi;l--------l II 11 +/-2.56EPR TuoSCONPLEHENT 4 1S-5 EPRRATING MAX CON 0.000078125 61C6 44-2 SPARE 1 sELECTED ~~?~oSELECT 41 1 VAL1O 40 ...II -----...............---------l----l~;;;&;:;l;;------;;;-;;;~--;;;-----Iii-l;;;;;;---------l ~;~s-;;;i;;;--l~i;; l--------l . 5 15-5 EPRRATIM - CL1llB 0:000078125 61C8 00 = NONE,01 = DECK 54-3 REDUCED THRUST TYPE 11 10 NOISE, = SPARE
q s s q
1 . RATINo,0. REMCED TNRIJsT RATINO/REDUCEDHRUST T I . sELEcTEu AUTO SELECT :: VALID 1 q VALID --------II ------ ------------------------- ------------------------II I....................1 l-----------------l -----------------1 ;;;;1--------1 6 15-0 SPARE ..61Ci --- 11 -----. . . . . . . . . . . . . . . . . . . . . . ..- II ------------------------------------------------ -.--- .-o I l,,10~250,. . . . . . ..- I ;;;;-;;;;;--l;i;; l--------l +/-2.56EPR THOCSCO14PLE14ENT EPRRATING CRUISE 715-5 52 I . sELEcTED 1 - VALID --- ...... -------------------------------------------- ................. I ... l---l~;;;;-:;;~~~;~---------l+,,2 KNOTS 5 1111.,5,001562 ~i~~~i;i;~--l;i~;l-------- I 815-5 Vl~~W/:R SPEED (SEE NOTE) . 84 61CE ~ . HIS~TCH CONFIGURATIONISNATCH N 83 CURRENTSPEED 82-1 00= V1;01=V2; 71
N
N
7 4-2
70
AUTU SELECT VAL 10
SPARE
0:000070125
61CC
1. vALlo VALID ..ill ..-.. ------------------------- l-------------------------l--------------------l---l-----------------l-----------------l----l--------l I----
:0
10.
VR i 11.
SpARE
USP BIT
.. .. ... . . . . . .. . . . . .. .. . . . . ~opLEENT . .. II. . -------------------------1. .lTMo,~.. . .. . . .. .I .. .. . . . . .. lii-l;~;;;;;------l;;;;;;~;;;;~;;;-. . .. . l;;~~i--------i

9 15-5 94 93 92-1 Vse/Vfs/VrefSEE NOTE) A SPEEOOISPL Y SPARE CURRENTSPEED +/- 512 KNOTS . . 1 - OISPLAYVref 0 = DISPLAYVspeed DO= VSe; Ol=Vfs; 10 = Vref; 11 s SPARE 6100
611 FUNCTION
NOTE FORMAT
SCALE
RSII
APPROXRESOL/LSO POS SENSE
FTIU SIMVAR
:0 ---II ...... --~~:::------------------l !-:-:~:!:----------------l ----l -------------------l--l-----------------l ----------------1----1-------1 Q,
sPEEDoATA IN TIIAT FRAME TRAl~SMl s SSloN NOTE : FOR USP 86 9, CURRENTSPEEOMEANS THE Respective ... II ...... ------------------------1 ---l~~~~;~~~~-------l~j:-~:;~----------li;l;-;;~~;;---------f i~fi~;-fi~fi~;--~;;~l--------l 10 15-5 EPR LIMIT/CHD 0:000078125 6102 SPARE 104-2 Llt41T R CMD O 1 = CHD, O = LIMIT 10 1 1 . vALiD 100 VALID . .. .. .. . . . .. . . . .. . . ..*.-.- ----------------1 . . . .. . . -.. 1---1 ----------------l;i~;l--------l 1;;;;;--------------------1----1.. . .. 1 .. . . . .. I-----11 15-0 6106 ---II ------ ........................-1.... l~;~~-~;~~~~~~--------l; ;--;i~-~~~~~-------iii-1~~j~;i~~~-"----i~[~~;;-~;;;~;;~--i~;fil--------i . 12 15-5 Vfe
124-3 122-1 SPARE FLAP CONFIG 6106 00 = O DEG. 01 = 10 DEG 10 q 20 DEG. 11 q 39 OEG
1 q vALID 120 VALID ---I ------... ---l-----------------l ---------------- 1-------1;;;; I l-------------------------lI......................... 1--------------------l 13 15-0 SPARE 6108 ---I-----l-------"-----"---""------l----lfi~;-;~~~i~~~~---------l ;;-;;-;;:---------l-;-; ;-l;;~--;;-----l -----------------l;i;~ l-------I . 14 15-9 BANK ANGLE BUFFETLIHIT . . :: ~1 SPARE 61DA 1 - vAL[o VALID ... II ...... ......................... .. . . . . . . II .. . .. . .. .. I . .. . .. . .. ..... . . .. . . . ----------------1 l----l-------------------------l ;;;;1--------1
15 15-0 SPARE 61OC . . . II. . . . .. --- . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -------------------------l----lfi;;;-;;fii~~;~-------l--------------------l. . . . I 16 16-4 CA:~~CH TARGET 16 +/. 512 KNoTS 12 0. 25/0.015625 FORMARLI 610E MACH +/. 2.0 MACH 16 12 0.00098/0.000061 FONWARD 00. CL~MO 163-2 SELECT 01 = CRUISE 10 = DES 11 - SPARE 16 1 CAS/HACH i-= HACH, O q CAS 16 D VALID 1 - VALIO --- II---------.........................I ....................1---1 -------------------------1 I -----------------1 -----------------l ----l-------I 17 CNECKSUN SUM OF UOROS
l;i~;l--------l
--------------------------------II l----l;;;----------------------l--------------------l---l-----------------l
18
ERROR CHECK
----------------- 1;;;;1--------1
6iE0
...I ......l;i;-;i~:--------------- ;~-;;~-------------------l--------------------l---l-----------------l-----------------l----l--l----l 19 -........ .........................l----l ------------------------l--------------------l--l-----------------l -----------------l --------1 ----1 _. II . . -
SCALE RSB APPROXRESOL/LSBPOS SENSE FTIU SIMVAR NOTE FORNAT BIT FUNCTION MSP BIT ................. I .............----..II ...... .............--------------- ------------------------I--------------------l---1 1----1-------1 II NOLC FLAG 7E HEX 0 ---- .-... -.-. -?--------------------------------- ------------------..--------------- . --------1 .... ------......................... II II I II 1 1----1 . PACKEO LOGIC PNC-PCONTROL LOGIC 1 q TEST TEST : 15 LOGIC 1 q VALID VALIO 1 14 SPARE 1 13-11 0- 7 NEX COUNTER 1 10-8 Pl&P AODRESS 1A H - LEFT lE H - RIGHT 1 7-o ..- . .. . .. . .. I .. . . . .. ..1----1 --------1 I. . . .. . . . .. . . .. . . . . 215-6 SPARE 0-121 7 1 MAYPOINT BINARY(INTEGER) MAYPOINTNUHBER 26-0 .-. . . . .. ... . . .. . .. . ----.. . . .. -..I...... l--------------------"---"l----l~&;~-;;fi~;~~~~--"----l;;:-;;;;-;~:"------ .. .. . . .I .. . .. . .. .Ill . . . . I . UP 16 .2.0 FT. 3 15-0 ALTITUOE
-.. . .. ;fi~;;~;;;[;;------l wo,~ . ----------------------------------------------I l--l----------------I-----------------l----l I -------l COPLEWNT II. . +/- 1023KNOTS 11 1.0/0.0312 KNOTS ALHAYS POSITIVE 4 15-5 i i:oSPAiE-.. 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1----1 . . . . . . . . . . . . . . . . . . . . . . . . . I . . . . . . . . . . . . . . -----.. +/- 511 KNOTS THOSCO14PLEHEN1 5 15-6 OILIBRATiO AIRSPEED --- . . . . . . . . . . .. .. .... 11011,.,0,01562. . . . . . . IALAYS . . . . . . . . . I ---- I . . . . . . . . I POSITIVE
SPARE 55-0 --------.. II . . . . . . . . . . . . . . . . . . -----------. -.. --- . . . . . . . FT,lN . .. I. . . . . . . . . . . . . . . . . . . . 111132,10 . . . . . ..- I . . . . . . . . . . . . . . . . ---II II d ------------------------+/-327066 FTo/HIN .*. TUOS COllPLEtlENT UP 6 15-5 VEN#L SPEEO 64-0 ......................... 1 .................... l;;l;;;:;i;;;------l;;;;;~;---------- 11 . . -..I...... l-------------------------l----lTo,~ ---- . .. -.CMPLEMNT +/- 511 KNOTS 7 15-6 UINOSPEEO SPARE 7 5-o
..- II. . ---815-6 a 5-0 --. . . . . . . . . . . . . . . . . . . . . . . . . 1----1 ------------------------THO S COMPLEMENT Ul~OD~RECTION I -------------------+/- 180 OEGREES --- 10035,,0* . 00549 . . . . i~;f------------ ....... ..... I,.
..-. . . . .. II .. .
-.. .. . . .. . . ... .. . . .11 ------------------------. .. -----------------------------------------11-- . .. . . . . ... .. ---I I~ 106,0001953 l~:;--;---------...... II ---- . .. I -.1 . . --- ------........................- ---- -------------------------------------------. .. . .. . ---I I l---l-----------------l . . -------- .. .. . Ill . .. 1i~15-o ~NExTUAYPOINTDATA (11-19 ----.. .. .. .. . .. . ... I . .. .. . . . . II .. . .. . .. . I . . . . . .. . . . . . .. . . . . ..---- .. . . .. . . -----------------l --------------------------------------I ----l I
q
+/-63.5DEGC 9 15-8 OELTAISATEMPERATURE TWOS CO14PLEHENT . SPARE 9 7-o -..-----.........................I -----.*-----------------------------------------.. .................I ................. II lmo,~ CWPLEHENT 1 116120 LBS +1-65534 LBS. 1015-0 FUEL REMAINING ALUAYS POSITIVE
q
20 15-0 NEXT NAYPOINTOATA (20-28 -.. ------------------------------- I ---- ------------------------................. 1----1 -------[ I-------------------- ................. I 1---1 29115-0 1NEXT UAYPOINTDATA (29-37 ... ...... ......................... ---- ------------------------I...................-l--I l-----------------l -----------------l --------1 ----l 38115-0 1NEXT UAYPOINTDATA (38-46 -..II ------......................... ---- ------------------------1 1 --------------------l---l-----------------1 -----------------l----l--------1 47 15-0 SPARE ... i --------- ........................-I--------------------l---l-----------------1 l-------------------------lI -----------------l----l--------1 4815-0 SPARE -..II ...... ......................... l---l&&-~;;&----------l-------------------l ................. ................. ---1 I i----l--------1 49 CHECK SUM ---II ------....................*.. I----lcRc -. .........................I.................... i---l-----------------1 -----------------l----1 -------I ERRORCHECK 50 --- .. . .. . .. .. .. . ... . II .. . . .. ... .. . .. I--------------------l---l--------:-------.. II .. . . . . . . . .. . ---- .. .. . . . .. . . l-----------------l----l--------l HOLC FLAG 51 7E NEX
-..-----....................---------.....................-.. I --------------------l--II 11 l-----------------l -----------------l --------1 ----1
1A CHASSIS QN[ 1
lB~
JIA 23 24 48 49
JIE SERVO SERVO CROSS AA CLUTCH CLUTCH SIOE NT ORIVE ORIVE NO. 1
CHASSIS GND SIGNAL GND

2
1=
1
2 E
~ ~ ~ ~ MONITORS
NO. 2
ENGAGE
ENGAGE TEST DOWN SELECT ENABLE
50 54
MAINT GEAR
SIGNAL GND
59 60 62 63 6s 72 73 74 POWER SUPPLY 75 m 67
LEFf/RIGHT ASCS LEFf RIGHT ASCB FLAPS LE17 RIGHT wow NT
VEFl NB BLEEO BLEED SRC SRC ON ON
SERVO sERvo CLUTCH CLUTCH COMPUTER COMPUTER SERVO SERVO CLUTCH CLUTCH COMPUTER COMPUTER
POWER POWER POWER PowER POWER POWER POWER POWER POWER POWER POWER POWER
(H) (H) (H) (H) (H) (H) (L) (L) (L) (L) (L) (L)
3 4 5 6 7 8 9 10 11 12 13 14 ~
SINGLE/OUAL IN MOTION AC PACK AC PACK ON/OFF ON/OFF
ENGAGEIOISENGAGE NO. 1
INTERLOCK INTERLOCK INTERLOCK INTERLOCK
M
69 ao 92 /
4 5
NO, 2 NO. 3 NO. 4
91 MT DISCONNECT
(H) { (L) (H) ASCB SECONDARYPORT { (L) RS232 RCVR RS232 RTN RS232 XMTR ASCB PRIMARY PORT RS232 RCVR RS232 RTN RS232 XMTR RS422 XMTR (F71 GLK) RS422 xMTR (ml CNTL) { U
33 M
AIT ENGAGE PERF COMP
GNO INSTALLEO
xx
39 !0 41
ASCB CPU
(c)
PLA 1 Pos
PLA 2 Pos SERVO NO. 1 TACH
(c)
(L) (H) } (L)
45 46 47 B4 05 e6 B7 3s 09 90 91 92 )3 17 )6 )s Ml 01 02 03 M 05 M
(H) } (L)
SERVO
NO. 2 TACH
PLA (H) } (L)
1 Pos
FLT TEST ONLY
(H) { (L) (H) RS422 XMTR (F71 DATA) { (L) (H) RS422 RCVR (Ffl DATA) { (L) (H) W22 CVR H CNTL) { (L) RS422 XMTR (CDU CLK)
{ (H) (L) (H) s422 MTR CDU (CDU CNTL) DATA) { RS422 RCVR (CDU OATA) { (L) (H) { (L) (L) (H) { (L) (H) 1S422 XMTR
Ell
R:
L--JJJ
( Nm
PLA 2 Pos (H) } (L) PLA REF (H) }
(L)
(H) )
SERVO
NO.
1 ORIVE
PERFORMANCE \ CPU
17
(H) (L) }
18
SERVO NO. 2 DRIVE
CDU INTERFACE
~
I
RS422
RCVR
(COU
CNTL)
RS232 RS232 RS232
RCVR RTN XMTF!
12 43 b4 AUTOTHROITLE CPU
I I I I I I I
-L
Performance Computer Block Diagram Figure 9-9
AO-30256#
22-14-00
Page
198.149/198.150
Aug 15/91
10theresfrldlorls on the Use ordisclosure ofInlormellon on lhl~ age IS subject p
title page
Of this document.
This
page
intentionally
left
blank.
22-14-00
Page
198.151 Aug 15/91
MAINTENANCE
Honeywell ?$N!!+A&.
9. E. SM-81O Servo-Autothrottle (See Figures 9-10 and 9-11, and Table 9-9.) The SM-81O Servo translates electrical inputs into a clutched mechanical rotational output to automatically control the throttle setting. A spline output on the clutch drives a cable drum. The servo is connected to the throttle control rigging by the cable drum drive.
#12765
SM-81O Servo (Autothrottle) Figure 9-10
22-14-00
Page 198;152 Aug 15/91
MAINTENANCE
Honeywell W!$$h.
Length ... .. .. .... .. .. .......... ....... .. .. 11.10 in. (281.94 mm) Width ...................................... 4.05 in. (102.79 mm) Height ...................................... 3.90 in. (99.06 mm)
Weight (maximum) .................................. Power Requirements: Clutch Excitation .............................
5.2 lb (2.36 kg)
28 V dc, 24Wmax
Stall Torque ................................... 39.9 to 47.8 lb-in. Mating Connector: J1 ............................................ MS3106A-16S-1S(C) Mounting ................................................ Hard Mount SM-81O Servo Leading Particulars Table 9-9
JI +B
r
P
BLK 2 L2 ~
R2
SEL
12
1 II 1,
ELK
I
I -c
II
II II
50 R4 - - C3
IN5614 TM ;! 4 wHT B
1=~
MOTOR INPUT POLAFilTY CAUSES Ccw SERVO OUTPUT ROTATION, AS VIEWED FROM OUTPUT END
~Ss I :=
~::
~~
If%
J
RED
1[ II
9.
{ ND h I I I 1
L3
6-
-10
SS2
II GRAY1
/+
S BLK 1
h
I
I
(-+E i YEL <
+A TACH
-D
:!
BRN
f>
13 14
f\ ii VSS3 &RY
WHT-BLK WHT-RED
YSS5
\ Ir I II <)
/$
#RY
AD-12766
SM-81O Servo Schematic Figure 9-11
22-14-00
on the trtle page of this document.
Page 198.153 Aug 15/91
Use or disclosure
Of information
MAINTENANCE
Honeywell !W%h.
10. Enqine Pressure Ratio (EPR) System Engine Pressure Ratio Transmitter (EPRT) (See Figures 10-1 and 10-2, and 10-1 and 10-2. )
THE EPRT CAN BE DAMAGED BY AMBIENT TEMPERATURES OF GREATER THAN +125 C (+257 F) OR BY INPUT PRESSURE OF GREATER THAN 101.80 INHG.
Tables
CAUTION:
Engine
Pressure Ratio Transmitter 10-1 Figure
Dimensions:
Height ........................................
Width . . .. ... ... .. ... . .. .... .... ....... . ......
2.35 in. (59.7 MM) in. (139.2 mm) Length ....................................... 7.82 in. (198.6 mm)
5.48
Weight ............................................... 3.1 lb. (1.4 kg)

Power Mating Requirements Connector .. .... . .. .. ..... ... ....... .. . 115 V, 400 Hz, 7 watts
..... .... . . ...... .. .. ....... .. .........
MS27404T16B35S
Mounting ................................................... Hard Mount Engine Pressure Ratio Transmitter Leading Particulars Table 10-1
22-14-00
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198.154 Aug 15/91
10. A.
An aircraft engine pressure ratio (EPR) system contains two solid-state, microprocessor-controlled EPRT, one on the captains side of the aircraft and one on the first officers side. Each EPRT receives fan duct pressure (FDP) from its associated (on-side) aircraft engine and two Aeronautical Radio Incorporated (ARINC) 429 data signals. Both ARINC 429 data signals provide data for total pressure (P~) and calibrated airspeed (CAS). CAS data is used for built-in test equipment (BITE) only and does not affect calculation of EPR. One ARINC 429 data
signal one data is is input from the input from from the on-side the aircraft on-side off-side air ADC. data During computer normal (ADC), operation, and aircraft
ADC
is
used.
If the data from the on-side ADC is
not valid, data from the off-side ADC is used.
B.
The two EPRT calculate the ratio of FDP to PT. Discrete trimplug signals (TRIMPLUG O through TRIMPLUG 5) adjust this ratio. Two EPRT transmit the adjusted ratio on the ARINC 429 bus. The
q
c.
EPRT
has three
modes of operation:
Initialization mode. Normal operation mode.
c D.
The
Memory access mode.
EPRT enters the initialization mode after power-up, or after a power transient of longer than 50 ms, or after watchdog timer (WDT) time out. The initialization mode lasts 750 ms maximum. During the initialization mode, the EPRT checks internal performance BITE, reads the discrete input signals (TRIMPLUG O through TRIt4PLUG 5, SDI 1, and SDI 2), and initializes software. mode is complete, the When the initialization EPRT enters normal operation mode.
(1) The discrete

provide
trimplug signals (TRIMPLUG O through aircraft engine compensation values used
TRIMPLUG
5)
during EPR
calculation.
(2) The discrete source/destination identifier (SDI) signals (SDI 1 and SDI 2) identify the location of the EPRT on the aircraft. E. The EPRT enters the normal operation mode when the initialization mode is complete. In the normal operation mode, the EPRT: . . . . Receives P~ and CAS data from the aircraft ADC. Computes PT. Measures FDP from its associated aircraft engine. Outputs the calculated FDP on ARINC 429 bus.
22-14-00
Page
198.155 Apr 15/93
MAINTENANCE
Honeywell %$i!+k.
. EPR using a ratio of FDP to PT. If valid P~ is not available from the on-side ADC, the EPRT uses the P~ data from the off side ADC. Calculates Adjusts inputs . the so calculated the EPR according engines on ARINC to are the tuned bus discrete for to the trimplug same signal
that the
aircraft EPR
thrust. EPR
Transmits indicator.
calculated
429
aircraft
Monitors
internal
EPRT
performance
with data)
BITE. on ARINC 429 bus.
. 10. F.
Outputs BITE
results
(maintenance
The memory access mode is used during testing and calibration only.
22-14-00
Page
198;156
Aug 15/91
Use or disclosure of information on this page IS subject to the restrictions on the title page of this document.
MAINTENANCE
Honeywell W&!.Ak.
pig Name
Remarks 104 to 122 V ac, 360 to 440 Hz 15 Watts (max) The EPRT receives label 242 (total pressure) and label 206 (airspeed) normally from the on-side DADC. The EPRT will use the cross-side DADC when the on-side is invalid. Left EPRT: J1-11 = open, J1-47 =gnd Right EPRT: J1-11 = grid, J1-47= open The trimplug discretes adjust the outputed (trimmed) EPR by the following equation: Trimmed EPR = ((EPR - 1) * MF) + 1
Multiplication factor (MF) is determined by the following table:
J1-16(H) J1-9 (L) J1-53(H) J1-49(L) J1-55(H) J1-44(L) J1-11 J1-47 J1-17 J1-26 J1-25 J1-34 J1-32 J1-33 J1-19
115 V ac Input Power On-side DADC ARINC 429 input Cross-side DADC ARINC 429 input Left SDI Right SDI Trimplug Trimplug Trimplug Trimplug Trimplug Trimplug O (LSB) 1 2 3 4 (MSB)
5
(parity -- odd) Trimplug common

Pin 33 1 0 0 : 1 1 0 0 1 1 0 1 0 0 1 0 1 1 0 1 0 0 1 1 0 0 1 0 1 1 0
32 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1 1
34 0
0 0 0 0 0 0 0
1
1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1
1
1 1 1 1 1 1 1 1 1 1
25 0 0 0 0 1 1 1 1 0 0 0 0 1 1 1 1 0 0 0 0 1 1 1 1 0 0 0 0 1 1 1 1
26 0 0 1 : 0 1 1 0 0 1 1 0 0 1 1 0 0 1 1 0 0 1 1 0 0 1 1 0 0 1 1
17 0 1 0 1 0 1 0 1 0 : 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1
MF
0.975 0.977 0.978 0.980 0.982 0.983 0.985 0.987 0.988 0.990 0.992 0.993 0.995 0.997 0.998 1.000
1.002
1,003
1.005
1.007 1.008 1.010 1.012 1.013 1.015 1.017 1.018 1.020 1.022 1.023 1.025 1.027
NOTE:
o=
shorted to J1-19 open
Engine Pressure Ratio Transmitter Input/Output Information Table 10-2
22-14-00
Page 198.157 Aug 15/91
Use or disclosure
of information
to the restrictions
Honeywell
~
MAINTENANCE MANUAL
GULFSTREAMIV
Name BITE Fault Nonvolatile Memory Reset #1 EPR ARINC 429 output #2 EPRARINC 429 output
Remarks 5 V dc (1OK in series) = No recorded faults. O V dc = Faults recorded. Ground clears all fault data recorded in memory. Both identical outputs transmit the following data: Label 340 - engine pressure ratio Label 350 - flight line fault code Label 352 - fan duct pressure Label 353 - shop fault code
Ratio Transmitter
J1-2 J1-12 J1-31(H) J1-39(L) J1-37(H) J1-52(L)
Engine
Pressure
Input/Output information Table 10-2 (cent)
22-14-00
Page 198.158 Aug 15/91
Honeywell !!!!!gb.c
~
16 9
J1
CHASSIS
GND ~
?4
KEl=
3
H L
G
31 ]
ON-SIDE DADC ARINC 429 {n
53 II II ? 4s 49 39
WI
c 37
EPR OUTPUT ARINC 42S (12.8 KHZ)
CROSSIDE DADC ARINC 429 {n
55 II I 44 52 c w 45
11 47
17 26 25 34 32 lPARITY+ PROGRAM COMMON PIN 19 18 33
-1
SHIELD GND
1 MONITOR ) INPUT RS 232
FAN DUCT PRESSURE
J
3
I I
12
NON-VOLATILE MEMORY RESET
BITE FAULT
1- ..
AD-213E6
1
TEST ONLY
Engine Pressure Ratio Transmitter Block Diagram Figure 10-2
22-14-00
Page 198.159 Aug 15/91
11. Optional VLF/Omeqa System A. OZ-800 Receiver Processor 11-1.)

Unit (RPU)
See Figures 11-1 and 11-2,
and
Table
AD-15616
OZ-800 Receiver Processor Unit Figure 11-1
22-14-00
Page 198.160 Apr 15/93
Dimensions
(maximum):
Length........................................
14.58 in. (370.33 mm)

in. (57.15 mm)
Width .. ........ ... .... .. ... ... .. ....... . ..... .. . 2.25 Height . ..... ... .. .. ... .. .. ........ .... .. .. ... .. 7.60 Weight (maximum). . ..... ... .. . ....... .. ...... . ... .. ... ..
in. (193.04 mm)

kg)
6.5 lb (2.95
Power Requirements.................................... 28 V dc, 40 Wmax

Frequency ... .. .... ..... .. .. .. ...... ... ..... . . .. ... ..... 10.2 to 13.6 kHz
Mating Connector..................... Cannon Part No. DPXBMA-57-33S-OO01 Mounting........................................................... Tray
OZ-800 Receiver Processor Unit Leading Particulars Table 11-1 The 0Z-800 RPU receives and processes data from the ground-based OMEGA/VLF stations to provide updated position and velocity information to the FMS navigation computer. The RPU receives initialization data from the FMS. The RPU receives the amplified antenna signals and converts them into position information. The RPU also supplies the antenna with *12 volts dc power. The RPU receives the following signals over an ARINC 429 low-speed bus: Label 210 314 041, 042 125 260 272
True
Parameter Name
Airspeed (TAS) Heading Initialization of Set Position Greenwich Mean Time (GMT) Date Station Deselect
22-14-00
Page 198.161 Apr 15/93
Honeywell
f~~~f~~vc
The RPU provides the following outputs over the 429 bus to the FMS navigation computer: Label 310 311 366 367 270 271 272 125 260 Parameter Name Min. Required Rate (1 Second)
Latitude Longitude N-S Velocity E-W Velocity Discrete Word 1 (Refer to Table 11-2) Discrete Word 2 (Refer to Table 11-3) Discrete Word 3 (Refer to Table 11-3) GMT Date
2 2 2 2
BIT(S) 1-8 9 -13 15-14
FUNCTION Label All Zeros LAR Status (Lane Ambiguity Resolution) 15 14 0 no LAR in progress 0 1 LAR in progress o 0 insufficient signals for LAR 1 1 unsuitable geometry for LAR 1 System is in dead reckoning (DR) mode Position uncertainty estimate exceeds 4.0 NM System in nonsynchronized System navigating in relative mode Minor RPU failure Major RPU failure Position uncertainty estimate in binary format, with Bit 22 corresponding to 0.1 NM and Bit 29 corresponding to 12.8 NM
SET
16 17 18 19 20 21 22-29
1 1 1
1
1 1
Label 270 Discrete Word 1 Format Table 11-2
22-14-00
Page
198.162 Apr 15/93
BIT(S) -8 : -13 14 15 16 17 18 19 :; 22 23 24 25 26 27 28 29
~:
FUNCTION Label All Zeroes Station 8 (Puerto Rico) used Station A (Norway) used Station B (Liberia) used
Station Station
SET
VLF
A
i
1 i
used Station E (Reunion) used used H (Japan) used NWC (Australia) used NDT (Japan) used GBR (Great Britain) used NAA (Maine) used NPM (Hawaii) used NSS (Maryland) used NLK (Washington) used
F (Argentina) G (Australia) used
C (Hawaii) D (Dakota)
used
OMEGA v
A
Station Station
1 1 1 1
1 1 1 1
Station Station
Station
Station Station Station Station Station
vLF v
1 1 1 1
Discrete label 272 is the same format as label 271 with the exception that the setting of a bit means the station has been either deselected by the pilot or cutoff by the RPU.
Label 271 Discrete Word 2 or Label 272 Discrete Word 3 Format Table 11-3
22-14-00
Page 198.163 Apr 15/93
Y
OMEGANLF ANTENNA INPUT -i ANALOG RCVR k fUVLF DIGITAL RCVR CONTROL H I
DIGITAL
DATA CLK
BUFFERED
L
GND/OPEN DISCRETE ~ INPUTS DISCRETE INTERFACE
PROCESSOR
HDGITAS INPUTS
>
SYNCHRO INTERFACE
TO
FMS {r
DIGITAL lNPUT/OUTPUT
RPU DC 28
VDC
POWER SUPPLY
VOLTAGES REQUIRED * 212VDC TOACU

AD-1 5927
02-800 Receiver Processor Unit Block Diaqram

Figure 1~-2
22-14-00
onthetitle page of this document.
Page 198.164 Apr 15/93
Useor
disclosure
of information
on this page issubject
totherestfictions
This
page
is intentionally
left
blank.
22-14-00
Page
Uaeor disclosure of information on this page issubject totherestrictiona onthetitle page of this document.
198.165 Apr 15/93
11.
B.
AT-800 Antenna Coupler Unit (ACU) - Teardrop H-Field (See Figure 11-3
and Table 11-4.)
The AT-800 ACU contains

stages of signal
two signal-sensing elements and the first two An orthogonal amplification and frequency selection.
pair of ferrite rod loop antenna elements are used to sense the H-(magnetic) field component of the Omega/VLF signals. Since loop antennas display an inherent directional sensitivity pattern, orthogonal positioning of the two loops provides omnidirectional coverage. Moreover, through electronic steering of the loop reception pattern, a 6-dB signal-to-noise gain can be achieved. Also, loop antennas exhibit relative immunity to noise generated by airframe electrostatic discharges (e.g., precipitation-static discharges). Integral preamplifiers comprise the amplification stages. These two stages amplify the received signals sufficiently to allow the signals to be cable-transmitted to the OZ-800 RPU without significant signal-to-noise degradation. A BITE capability whereby test signals are introduced directly into the ferrite rods, allows monitoring of ACU sense elements and preamplifier stages. Electromagnetic interference (EMI) protection for the ACU is provided by a combination of filtering and shielding. The frequency response of the ACU provides rejection of any signals outside the Omega/VLF frequency band. All internal circuitry in this unit is shielded by a solid
metallic respect provided shield to in the the whose airframe. cover for electrical A the reference circumferentially point is grounded floating Faraday with shield is
ACU.
./ \
!2
AD-1 5620
AT-800 Antenna Coupler Unit Figure 11-3
22-14-00
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Useor
disclosure
of information
onthispage
issubject
totheresttictions
on the title
D mensions
maximum .
. . . .. . .. . .. . . . . .. . . . . . . . . . . . . ..
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Length. . . . . . . . Width.. . . . . . . . Height. . . . . . . .
7.35 in. 5.58 in. 1.75 in 2
(186.69 mm) (141.73 mm) (44.45 mm)

b
Weight ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Requirements ................................. Mating Mounting Connector. . .. .. ... ........ . ... . . ...... Tracer
(0.91 kg) 0.18 W

max
~lz V dc Part No.
24952-0002
. .. ....... .. .. ... ....... ...... . .....
Hard mount nonmagnetic
using four 10-32 hex head screws
AT-800 Antenna Coupler Unit Leading Particulars Table 11-4
22-14-00
Page 198.167 Apr 15/93
11. c.
AT-801 Antenna Coupler Unit (ACU) - Brick H-Field (See Figure 11-4 and
Table 11-5. ) The AT-801 ACU receives Omega/VLF signals and converts them for processing by the OZ-800 RPU. The AT-801 ACU is electrically equivalent to the AT-800 ACU described in paragraph 6. The AT-BO1 ACU is used on aircraft which require internal mounting within tail cones and fin caps.
22-14-00
Llse disclosure or
of information on this page is subject to the restrictions on the title page of this document.
Page 198.168 Apr 15/93
Dimensions
(maximum): 6.50 in. (165.10 mm) 5.65 in. (143.51 mm)
Length ......................................... Width. .........................................
Height.......................................... 1.75 in. (44.45 mm)

Weight .................................................
Power Requirements. . . .. .. ... .. ........ ... ..........
2.2 lb (1.00 kg)

0.18 W max
~lz V dc,
Mating Connector .............................

Mounting .... .. ... .. .. .. .. ... .. ........ ... ...
Tracer Part No. 24952-0002

Hard mount using six 10-32 nonmagnetic hex head screws
22-14-00
Useor disclosure of information on this page issubject totherestrictions on the title page of this document.
Page 198.169 Apr 15/93
11. D.
AT-803 Antenna Coupler Unit (ACU) - Blade E-Field (See Figure 11-5 and
Table 11-6.) The AT-803 ACU receives Omega/VLF signals and converts them for processing by the OZ-800 RPU. The AT-803 contains amplifier stages that
amplify the received signals sufficiently to allow the signals to be cable-transmitted to the OZ-800 RPU without significant signal-to-noise degradation. The AT-803 ACU is used when a suitable location for the AT-800 or AT-801 H-Field ACU cannot be located by an aircraft skin map
because of excessive RFI aircraft noise.
AD-15619
22-14-00
Page 198.170 Apr 15/93
Use or disclosure
of informationon
to the restrictions
onthe
Dimensions
(maximum):
364.49 mm) Length ........................................ lQ.35in. mm) Width. .......................................... 3.39 in. (86.11 in. (162.05 mm) Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.38 Weight................................................. 2.2 lb (1.00 kg)
Power Requirements................................. t12 V dc, 0.18 W max Mating Connector............................. Tracer Part No. 24627-0307 Mounting.................................... Hard mount using four 10-32 nonmagnetic hex head screws
22-14-00
Page
Useor disclosure of information onthispage issubject totherestrictions on the title page of this document.
198.171 Apr 15/93
12. Optional LSZ-850 Liqhtninq Sensor System il. LP-850 Lightning Sensor Processor (See Figures 12-1 and 12-2, and Table 12-1.)
~
>booo >>
O.O
O.OO >.OO
AD-1 5286
LP-850 Lightning Sensor Processor Figure 12-1
22-14-00
Page 198.172 Apr 15/93
Dimensions
(maximum):
................................... 14.75 in. (375 mm) Length . Width .1................................... 2.42 in. (61.5 mm) Height ...................................... 7.62 in. (194mm)
Weight .. .. .... .. ... .. .. .. ....... ....... .. .... ... 6.751b (2.7G kg)
Power
................................................
28Vdc,
lA
Mating Connector Mounting
.......................... DPX2MA-67S-67S-33B-O011
........................................... Mounting Tray, Honeywell Part No. 7011839-901 LP-850 Lightning Sensor Processor Leading Particulars Table 12-1
The processor receives signals which are naturally generated by lightning activity, and determines their range from this energy distribution. At the same time, bearing is computed by means of antenna crossed loops in a manner similar to an ADF. The output data is converted to an ARINC 429 low-speed architecture for display on the ND. However, label assignments do not conform to ARINC 429. The data stream contains range, bearing, and severity data for up to 50 cells. The 429 data contains all data available for a 360-degree area with a radius of 125 NM around the aircraft, and it is the task of the display device to determine which cells fall within its display area. Mode selection is provided by the LU-860 Lightning Sensor Controller. When the antenna assembly is mounted on the aircraft, four manual adjustments may be required. The adjustments are intended to correct
the magnetic and electric field distortion caused by the aircraft. The correction factors for each aircraft type and antenna mounting location will be predetermined and plainly marked on a label (Honeywell Part No. 7013068-000) to be located adjacent to the LP-850. The factors are
implemented using switches S1 - S4 located on the LP-850 front panel.
22-14-00
Page 198~173 Apr 15/93
28 VDC
POWER SUPPLY
*12VDC7-O ANTENNA
NHR++
+
DG VALID
wow -
DATA PROCESSOR
LIGHTNING FLAG VALID t-
TAS, TAS REF
ASASREF+
RNCN()-----I
TNHB------I
INPUTI OUTPUT PROCESSOR
-,.====2
RNCN(2) -----I
I= r
OUTPUTS
DATA OUT (1)
DATA OUT (2) DATA OUT (3)
DATA OUT (4) J
1.
ARINC 429 OUTPUTS jl~jpD
AD-18249-R1
LP-850 Lightning Sensor Processor

Block Diagram Figure 1?-2
22-14-00
Page 198.174
Apr 15/93
22-14-00
Page 198.175 Apr 15/93
Use or disclosure of informationon thispage issubject to the restrictionsnthe o
12.
B.
LU-860 Lightning Sensor Controller (See Figures 12-3 and 12-4 and Tables 12-2 and 12-3.)
LU-860 Lightning Sensor Controller Figure 12-3
Dimensions (maximum): Length ..................................... 3.900 in. (99.06 mm) Width ..................................... 5.750 in. (146.05 mm) Height ..................................... 1.125 in. (28.58 mm) Weight ........................................... 0.61 lb (0.28 kg)
Lightning Power
......................... 5 V ac/dc, 3.5 VA maximum ................................. JTO6RE1O-35S(SR)
....................................... Unit Dzus Fasteners
LU-860 Lightning Sensor Controller Leading Particulars Table 12-2
22-14-00
Use
or
Page 198.176 Apr 15/93
disclosure
of information
to the restrictions
on the title
The LU-860 Lightning Sensor Controller is used to select the modes of operation of the lightning sensor system. The switch functions are listed in Table 12-3.
OFF STBY LX CLR/TEST
All power removed.

Display is inhibited but the processor accumulating data. is
System is fully operational. All accumulated lightning data is displayed. Accumulated data is cleared from memory. After 3 seconds the test mode is initiated.
LU-860 Switch Functions Table 12-3
22-14-00
Use or disclosure of information on thispage issubject to the restrictionsn the title o page of this document.
Page 198:177 Apr 15/93
hED
1 ~ x Vlo
BtK
WIT T 15 ,?
>6 )4 >2 t2 7
+5v + 29V
LIGUTING ~ LIGUIING
LIGHTING
SW
COMMON
OFF
1 ,
sTaY
I I I
II
ii
I
i
-J
I I
I 1
13 cl-n / TEST
?@6 0
ao12738-1-L
LU-860 Lightning Sensor Controller Schematic

Figure 12-4
22-14-00
onthe title page ofthis document.
Page 198.178 Apr 15/93
Use or disclosure
of informationon
to the restrictions
22-14-00
Page
198.179 Apr 15/93
I 12.
C.
AT-850 Antenna (See Figure 12-5 and Table 12-4.)
AD.139S6
AT-850 Antenna Figure 12-5
Dimensions
(maximum):
Length
Width
...................................
... .. .. .. ..... .. ... ... . ..... ... .. ....
Height Weight Power
11.58 in. (294.13 mm) 6.06 in. (153.92 mm) ..................................... 1.25 in. (31.75 mm) 2.5 lb (1.13 kg)
...........................................
........................................ ~12 V dc from Lp-850 ..................................... KJ6F12A35-SN

Hard Mount Using Three No. 10 Screws With Maximum Washer Diameter of 0.455 in.
Mating Connector
Mounting
................
AT-850 Antenna Leading Particulars Table 12-4
22-14-00
Useor disclosure of information onthispage issubject totherestrictions on the title page of this document.
Page 198.180
Apr 15/93
The AT-850 Antenna contains crossed loop H-field antennae and an E-field antenna similar to an ADF antenna. Preamplifier stages are also built into the antenna in order to enhance the systems immunity to noise originating in aircraft wiring. The H-field loop antennae are designated Hn and Hw and are orientated in such a manner that Hn will be most sensitive to signals originating
ahead or behind the aircraft, and the Hw antenna will be most sensitive to signals originating abeam the aircraft.
The E-field antenna is constructed such as to be most sensitive to vertical E-fields.

~12 V dc power processor.
for the preamplifiers
is provided
to the
antenna
from the
The antenna also contains a test winding. During test mode this winding is driven with a simulated lightning signal and couples with the E- and H-elements of the antenna. Thus, the test mode is able to provide an evaluation of the performance of the antenna, its preamplifiers, and cabling to the LP-850 Lightning Sensor Processor. The AT-850 Antenna is designated for mounting external to the aircraft and is not to be painted after installation. Also, the antenna is encapsulated and is not repairable.
22-14-00 I
Page 198.181 Apr 15/93
I 12. D.
AT-855 Antenna (See Figure 12-6 and Table 12-5.)
AT-855 Antenna Figure 12-6
.................................... 6.75 n. (171.45 mm) Length Width .................................... G.OGO n. (152.40 mm) ..................................... 1.67 in. (42.42 mm) Height
We ght Power
...........................................
2 5 lb (1.13 kg)
........................................ flz v dc from LP-850 ..................................... KJ6F12A35-SN
................... Hard Mount Using Four No. 8 Screws With Maximum Washer Diameter of 0.350 in.
AT-855 Antenna Leading Particulars Table 12-5
22-14-00
Page 198.182 Apr 15/93
The AT-855 Antenna contains crossed loop H-field antennae and an E-field antenna similar to an ADF antenna.
Preamplifier stages are also built into the antenna in order to enhance the systems immunity to noise originating in aircraft wiring. The H-field loop antennae are designated Hn and Hw and are orientated in
such a manner that Hn will be most sensitive to signals originating ahead or behind the aircraft, and the Hw antenna will be most sensitive to signals originating abeam the aircraft. The E-field antenna is constructed such as to be most sensitive to vertical E-fields.
flz V dc power
for the preamplifiers is provided to the antenna from the
processor. The antenna also contains a test winding. During test mode this winding is driven with a simulated lightning signal and couples with the E- and H-elements of the antenna. Thus, the test mode is able to provide an
evaluation of the performance of the antenna, its preamplifiers, Sensor Processor. cabling to the LP-850 Lightning and
The AT-855 Antenna is designated for radome mounting and is not to be painted after installation. Also, the antenna is encapsulated and is not repairable.
22-14-00 I
Page 198.183 Apr 15/93
Dimensions 6
(maximum)
MCU Short per ARINC 600
Height . . . . . . . . . . . . . . . . . . . 7.64 in. (194.06 mm) Width. . . . . . . . . . . . . . . . . . . . 7.75 in. (196.85 mm) Length (from rear of connector) . . . . . . . 12.75 in. (323.85 mm) Weight . . . . . . . . . . . . . . . . . . . . . . . . 24.01b(10.9 kg) Power Requirements . . . . . . . . . 115 V ac 400 Hz, 80 Watts (maximum) TRI-STAR PN C-O6B5-99O1-O1OO Mating Connector . . . . . . . . . . . . .
Mounting: . . . . . . . . . . . . . . . . . . . . . . RT-91O TCAS Computer Leading Particulars

Table 13-1
The TCAS
Non Honeywell
Tray
computer 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. The TCAS computer transmits ARINC 429 high speed output data to the SG-884 Symbol Generators as specified in Table 13-2.
22-14-00
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or
Page 198.185 Apr 15/93
disclosure
of information
to the restrictions
on the title
Parameter/Signal
liame
Label
Rate
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
013 015 016 130 131 132 203 270 271 274 350 356 356 356 357 377
2-3 Hz 2-3 Hz 2-3 I-Iz 2 Hz 2-3 Iiz 2-3 Hz 2-3 Hz
NOTE: * Labels 130, 131, and 132 are repeated for each successive intruder for display.
RT-91O TCAS Computer ARINC 429 Output Data Table 13-2
22-14-00
Page 198.186 Apr 15/93
The TCAS Computer also transmits ARINC 429 high speed output data to the Mode S Transponder as listed in the following table, This data is for
coordination with other TCAS-11 equipped aircraft.
Parameter/Signal
Name
Label
Rate
Control Panel Set Altitude Select TCAS Mode/Sens Own Aircraft Altitude Vertical RA Horizontal RA
Select TCAS Sensitivity
Maintenance
013 015 016 203 270 271 271 273 274 275 276 277 350
2 Hz 2-3 Hz 2-3 Hz 2-3 Hz 2-3 HZ
RT-91O TCAS Computer to Mode S Transponder Data Table 13-3
The Mode S Transponder transmits ARINC 429 high speed output data to the TCAS Computer as-listed in the following tabl~. This data is for coordination with other TCAS-11 equipped aircraft.
Parameter/Signal Name
Label
Rate
Select TCAS Sensitivity
274 274 275
2-3 HZ
Mode S Transponder To TCAS Computer Data Table 13-4
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Page 198.187 Apr 15/93
PART ARINC
OF 600 I
CONNECTOR
PART OF ARINC 600 CONNECTOR i
SUPPRESSION 4 BUS
TOP ANT
*
* RHO A6 REC%ER ~ ~ ~ SUR;;;~FNCE 1!0 PROCESSOR
I
4 I 4 , I* I
COAX
-;
COA%
BOITOM
ANT-
I I I I
i% TRANsh4~ER
4::
_
I I I I I I I I
i115 V AC
400 Hz POWER -
1
I I
Al POWER SUPPLY
1
SITE INDICATORS A2 CAS CPU} AIRCRAFT 1/0 pROCESSOR
i
14 I I I 1 1 I I 2, 2, ~ 4 ~ OUTPUT DISCR=ES AURAL OUTPUTS DIGITAL VIDEO INTERFACE aECORDEE ARINC 429 INTERFACE
0LJT~L17s
ANALOG INPUTS (SYNCI-IRO. RADIO _ ALTIT~OE) OISCR~ INPUTS-; ARINC 429 INPUTS
~ z
;4
14 I I ,5 1 I I I
I I I ARINC 615 LOAOEF INTERFACE
:}
c86-1632#
RT-91O TCAS Computer Block Diagram

Figure 13-2
22-14-00
Page 198.188
~pr Use or disclosure of information on this page is subject to the restrictions on the title page of this document,
15/93
13.
B.
AT-91O Directional Antenna (See figure 13-3 and table 13-5.)
AD-32828@
AT-91O Directional Antenna Figure 13-3
Dimensions
(maximum) Outside Aircraft . . . . . . . . . . . . . .806 in. 9.31 in.
Height
(20.47
(236.47
mm)
Height Inside Aircraft

Diameter
. . . . . . . . . . . . . 1.56 in. (39.62 mm)
mm) Weight . . . . . . . . . . . . . . . . . . . . . . . . .2.801b(l.30 kg) Mating Connectors:(4) . . . . . . . . . . . . . . . . . . . .. TypeTNC Mounting Adapter . . . . . . . . . . . . . . . . . . . . . HPN 7514081-910
. . . . . . . . . . . . . . . . . . .
AT-91O Directional Antenna Leading Particulars Table 13-5
The AT-91O directional antenna mounted 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 a bottom mounted directional Honeywell TCAS II will also accommodate antenna if so desired by the user (refer to paragraph 13.C.). Such an installation will slightly increase the areas in which bearing information is available. The AT-91O directional antenna is connected to the TCAS computer unit by four coaxial cables.
22-14-00
Page 198.189 Apr 15/93
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 t 0.5 dB, including line connections. All antenna lobes work across the face of the antenna. J1 is located at the rear of the antenna and produces the forward looking lobe. In addition the antenna ports are both color-coded and electrically coded with a resistance to ground that is checked by the TCAS computer and can
be checked by the technician.
J1
Located on the rear of the O degree port. Color coded yellow. Resistance to antenna and installed to the rear of the aircraft. ground is 1000 ohms.
J2 J3 J4
270 degree port. Color black. Installs Resistance to ground is 8000 ohms.
toward
right
wing.
180 degree port. Color blue. Installs toward front of aircraft. Resistance to ground is 4000 ohms. 90 degree port. Color red. to ground is 2000 ohms. Installs toward left wing. Resistance
22-14-00
Apr
Use
or
Page 198.190
15/93
disclosure
of information
on this
page is subject
to the restrictions
13.
c.
Typical
Bottom
Omnidirectional
Antenna
(See figure
13-4.)
AD32827
Typical
Bottom
Omnidirectional Figure 13-4
Antenna
The leadinq particulars for the bottom omnidirectional antenna must be

obtained f~orn the selected antenna manufacturer.
The omnidirectional antenna mounted on the bottom of the a rcraft fuselage does not provide any directional information, but does enable the TCAS computer to interrogate and receive replies from ~ ntruder aircraft located beneath own aircraft. Since TCAS-11 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 imDedance. and must also , exhibit 50 ohms fixed resistance to ground. This is necessary for self test. Identical omnidirectional antennas may be used for the top and bottom antennas connected to the Mode S transponder.
22-14-00
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14.
Optional MLZ-850 Microwave Landing

A.
System
(MLS)
ML-850 Microwave Landing System Receiver (See Figures 14-1 and 14-2, and Tables 14-1 and 14-2.)
AD-1374s.m
ML-850 MLS
Figure
Receiver 14-1
Dimensions Length Width
(maximum): . .. .... ... ...... .. ... .. .. ... ... .......... 14.01 .. .. .... ... ...... .. ... .. .. .. .... ......... .. 3.08 in. in. (355.9 mm)
(78.2 mm)
(85.3 mm) (2.22 kg)
Height
Weight Power
.......................................... 3.36 in.

4.9 lb
. .. .. .. .. .. .. ....... .. .... .. ...... ... .. ..... ... .. Requirements Kit . ....... .. .... .. ... .... 18t032Vdc,
15.5 VA nominal Part No. 7510664-901
Mounting NOTE :
.. .. .. .. ... .... .. .. .. . .... ... .. ... ......
The mounting kit contains the following components that can be ordered separately:
Mount, Frame (Tray) ............................. Part No. 7510654-901 Spring, Finger ...................................... Part No. 7510835 Connector, 67 Pin ................................ Part No. 7500297-67 Screw, CSKH CRES 4-40 x 3-8 ......................... Part No. 0920-15 ML-850 MLS Receiver
22-14-00
Page 198.192 Apr 15/93
Use or
disclosure
of
information
on
this
page
is subject
to
the
restrictions
NOTE :
The following RF connector kits contain two RF connectors and two retainer rings. The retainer rings can be ordered separately under
Part No. 0493-18.
IK-858RF Part No. 7500436-90X

RF Connector Kit for use with Mounting Tray. Two kits required for Select from the following: each MLS Receiver installation. Part No. 7500436-907 - Connector Kit with RF Straight Connector (RG-214)
Part No. 7500436-908 - Connector Kit with RF Right Angle Connector (RG-214) Part No. 7500436-909 - Connector Kit with RF TNC Adapter Connector
ML-850 MLS Receiver Leading Particulars Table 14-1 (cent) The ML-850 MLS Receiver decodes and
processes data from an MLS ground station and provides an accurate indication in both azimuth (equivalent to localizer) and elevation (equivalent to glide slope) of the deviation from The deviation data is displayed on the PFD and is the desired flight path. output to the FZ-820 Flight Guidance Computer for use in the approach mode
of operation. The ML-850 operates in the frequency range of 5031.0 to 5090.7 MHz on 200
Selection channels spaced 3000 kHz apart. elevation angle and tuning is accomplished trol/Display Unit. of the desired azimuth and with the CM-850 MLS Con-
The ML-850 provides ARINC 429 digital outputs (Table 14-2) that conform to the data standards of ARINC characteristic 727 for MLS receivers.
22-14-00
Page 198.193 Apr 15/93
Label w
Data Descrir)tion
017 033 035 036 105 130 131 132 133 134 135 136 137 140 141 142 143 151 152 153 154 155 156 157 160 161 162 163
164 165 173 174 175 176 177 256 257 270 376 377
Runway Heading ILS/MLS Frequency MLS/DME Frequency MLS Channel Number Runwav Headinq MLS Afixiliary-Data Word 1A MLS Auxiliary Data Word 2A
MLS Auxiliary Data Word 3A

MLS Auxiliary MLS Auxiliary MLS Auxiliary
MLS MLS MLS

MLS MLS
MLS
MLS MLS MLS MLS
MLS MLS MLS MLS MLS

MLS MLS MLS MLS MLS MLS
Data Word 4A Data Word lB Data Word 2B Auxiliary Data Word 3B Auxiliary Data Word 4B Auxiliary Data Word lC Auxiliary Data Word 2C Auxiliary Data Word 3C Auxiliary Data Word 4C Azimuth Deviation Glidepath Deviation Selected Azimuth Angle Max Selectable Glidepath Angle Selected Glidepath Angle Basic Data Word 1 Basic Data Word 2 Basic Data Word 3 Basic Data Word 4 Basic Data Word 5 Basic Data Word 6 Absolute Glidepath Angle Absolute Azimuth Angle Localizer Deviation Glide Slope Deviation
MLS Selected Back Azimuth Angle MLS Back Azimuth Absolute Angle MLS Back Azimuth Deviation MLS Ground Station Identification 1 MLS Ground Station Identification 2 MLS Discretes Gen AV Equipment Identification MLS Specific Equipment Identification
ML-850 MLS Receiver

ARINC 429 Outputs Table 14-2
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Page 198.194 Apr 15/93
MLS
ANTENNAs
TT
It
I
F I CPU CARD DPSK
II II
+
ANTENNA SWITCH A 4
Zso MAIN PROCESSOR
TCXO
I I I I
RC6 TO CONTROL UNIT
II
r
BITE
L +5 +28+15 -15
I I
I y
POWER SUPPLY
L
28 VDC INPuT POWER
d
AO.19591
ML-850 MLS Receiver Block Diagram

Figure 14-2
22-14-00
Useor disclosure of information onthispage issubject totherestrictions onthetitle page of this document,
Page 198.195
Apr 15/93
14.
B.
CM-850 Control/Display Unit (see Figures 14-3 and 14-4 and Table 14-3.)
GLIDEPATH SELECT PUSHBUTTON= CHANNEL SELECT PUSHBUTTON_

MODE SELECTSWITCH.
PUSHBUTTON TUNING KNOBS
ON/OFFSWITCH VOLUMECONTROL~ KNOB(OPTIONAL)
BfiCK AZIMUTH SELECT PUSHBUTTON
f$jBunoN
AD-20722
CM-850 MLS Control /Dis~laY Unit Figure 14-3 -
22-14-00
Page 198.196 Apr 15/93
Dimensions
(maximum):
Length (from back of bezel) ...................... Width ...........................................
Height
Weight
5.90 in. (149.9 mm) (60.3 mm) . (66.7 mm) . ..........................................

$.:; ~;. 1.251b. 4VA (567g) maximum
(maximum) ........................................ ......................... 18t032Vdc,
Power Requirements
Lighting
...... .. .. ..... ......... ..... ..
5 V acldc is 0.25
or 28 V dc; Brightness to 0.75 FT-L at 5077 of maximum voltage Current = 10 mA maximum characters background
Display Type .............................
Dichroic LCD, white

on black
Mating Connector ......................................... MS3126F20-41SW Mounting ..................................... Panel mount, self clamping
CM-850 MLS Control/Display Unit

The CM-850 MLS Control Display Unit (CDU) is the main tuning source for the MLS system. The CDU provides access to four separate functions;
channel number/ident (CH), glidepath (GP, azimuth (AZ), and black azimuth (BK). Each function has an annunciator, an arrow cursor and a
pushbutton associated with it. Depressing any one of the pushbuttons selects that function for programming, and turns on the associated arrow cursor. The pushbuttons are all labeled as to their function. The following paragraphs describe the operation of each control. 14. B. (1) Rotary MODE Switch
the MODE switch (clockwise or counterclockwise) to the next position will cause the mode to change. If in AUTO mode, the mode will change to MAN mode. If in MAN mode, the mode will change to AUTO mode. Rotating
22-14-00
Page 198.197 Apr 15/93
14.
B.
(2) CH Pushbutton
Pressing the CH pushbutton will allow the channel to be changed via The channel selector is turned on and the the rotary tuning knobs. If the CH pushbutton is held for channel number will be displayed. 2 seconds then the CH annunciator should turn off and the ident The ident will be displayed until the channel should be displayed.
pushbutton is released or after 30 seconds (whichever occurs first) . This will allow the channel number to be displayed in the event that the CH pushbutton were to stick. After the 30 second timeout has occurred then the CH pushbutton must be released and pressed again before the ident will be displayed. The CH annunciator will turn on again when the pushbutton has been released or when the timeout occurs. If BACK is being displayed and the CH pushbutton is pressed then the BACK annunciator will be turned off and the AZ display will then be displaying the forward azimuth. Also, the glidepath digits will be unblanked and will display the glidepath angle. (3) AZ Pushbutton BACK is being displayed and the AZ pushbutton is pressed then the BACK annunciator will be turned off and the AZ display will then be displaying the forward azimuth. Also, the glidepath digits will be unblanked and will display the glidepath angle. (4) GP Pushbutton
Pressing the GP pushbutton will allow the glidepath angle to be If BACK is being displayed changed via the rotary tuning knobs. and the GP pushbutton is pressed then the BACK annunciator will be turned off and the AZ display will then be displaying the forward Pressing the AZ changed via the pushbutton will allow.the If rotary tuning knobs. azimuth angle to be
azimuth. Also, the glidepath digits will be unblanked and will display the glidepath angle. (5)
BK Pushbutton
This pushbutton performs a toggle function between forward azimuth and back azimuth modes. Pressing this pushbutton selects the back azimuth mode if previously displaying forward azimuth and allows the back azimuth angle to be changed. Pressing this pushbutton selects the forward azimuth mode if previously displaying back azimuth. The glidepath display will be blanked when the MLS CDU is in BACK AZ mode.
22-14-00
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Page 198.198 Apr 15/93
14.
B.
(6)
Rotary Tuning Knobs (a) Channel Tuning

The rotary tuning knobs can change the channel number whenever Whenever the channel number is the channel selector is on. changed, the mode is automatically changed to AUTO.
Inner Knob
The inner knob controls only the least significant digit of the channel number. Turning the knob clockwise will cause the number to increase in the range from O to 9 by 1 unit. When the number reaches 9, the next rotation will cause the number to change to O.
Turning the knob counterclockwise will cause the number to decrease in the range from 9 to O by 1 unit. When the number reaches O, the next rotation will cause the number to change to 9. ~ Outer Knob The outer knob changes only the most significant 2 digits. Turning the knob clockwise will cause the number to increase in the range from 50 to 69 by 1 unit. When the number reaches 69, the next rotation will cause the number to change to 50. Turning the knob counterclockwise will cause the number to decrease in the range from 69 to 50 by 1 unit. When the number reaches 50, the next rotation will cause the number to change to 69. (b) Azimuth Selector The rotary tuning knobs can change the azimuth angle whenever the azimuth selector is on. If the mode is AUTO when this switch is turned, the first position change of the rotary switch will change the mode to MAN. The next position change of the switch will change the azimuth value. ~ Inner Knob The inner knob will increment or decrement the azimuth angle by 1 degree steps for each position of rotation. The azimuth angle will rollover from 359 to 000 for an increment and from 000 to 359 for a decrement. Clockwise rotation will increment the display and counterclockwise rotation will decrement the display.
22-14-00
Page 198.199 Apr 15/93
14.
B.
(6)
(b) ~
Outer Knob The outer knob controls only the most significant 2 digits of the azimuth angle. Turning the knob clockwise will cause the number to increase in the range from 00 to 35 by 1 unit. When the number reaches 35, the next rotation will cause the number to change to 00. Turning the knob counterclockwise will cause the number to decrease in the range from 35 to 00 by 1 unit. When the number reaches 00, the next rotation will cause the number to change to 35.
(c) Glidepath Selector The rotary tuning knobs can change the glidepath angle whenever the glidepath selector is on. If the mode is AUTO when this switch is turned, the first position change of the rotary switch will change the mode to MAN. The next position change of the switch will change the glidepath value.
~ Inner Knob
The inner knob increments or decrements the glidepath angle by 0.1 degree steps for each rotation of the switch. No rollover of the glidepath takes place for an increment above the maximum glidepath or a decrement below 2.0 degrees. A 9 to O or O to 9 transition of the LSD does carry over into the MSDS. Values are incremented with clockwise rotation and decremented with counterclockwise rotation. ~ Outer Knob The outer knob is required to increment or decrement the glidepath by 1.0 degree steps for each rotation of the
switch. The glidepath angle is to be set to the maximum glidepath (this includes the LSD) if the increment causes The glidepath angle the maximum glidepath to be exceeded. is to be set to 0.0 (this includes the LSD) if the two most significant digits are O after a decrement and the switch is rotated (decremented) again. The two most significant
digits never rollover. Values are incremented with clockwise rotation and decremented with counterclockwise rotation.
22-14-00
Page 198.200 Apr 15/93
14
B.
(6)
(d) Back Azimuth Selector

Back Azimuth selected angles can be changed if the back azimuth selector is on. If the switch is rotated when in AUTO, the first position change of the rotary switch will cause the mode to change to MAN. The next position change
will change the back azimuth value.

~ Inner Knob
The inner knob will increment or decrement the back azimuth
angle by 1 degree steps for each position of rotation. The back azimuth angle will rollover from 359 to 000 for an increment and f~om 000 to 359 for a decrement. Clockwise
rotation will increment the display and counterclockwise rotation will decrement the display. ~ Outer Knob
The outer knob controls only the most significant 2 digits of the back azimuth angle. Turning the knob clockwise will cause the number to increase in the range from 00 to 35 by 1 unit. When the number reaches 35, the next rotation will cause the number to change to 00. Turning the knob counterclockwise will cause the number to decrease in the range from 35 to 00 by 1 unit. When the number reaches 00, the next rotation will cause the number to change to 35. (7) TEST Pushbutton Pressing and holding the TEST pushbutton for 2 seconds will cause the MLS radio to be tested. Pressing this pushbutton for less than 2 seconds is the same as not pressing it at all. The CDU will display TST in the channel display during the time period that the radio is being tested and until the radio test results have been reported. The test is performed only when the pushbutton is being held. The test shall terminate and the MLS CDU should function normally if the pushbutton is released or after 30 seconds, whichever occurs first. The alphanumeric channel/ident display is used for displaying the results of the radio test. If the MLS radio passes the test the MLS CDU will display OK. If the MLS radio fails its test then the MLS CDU will display ERR. The azimuth and glidepath displays will be blanked when in the TEST mode.
22-14-00
Page 198.201 Apr 15/93
RCB TX4 RCB RX~
RS422 TRANSCEIVER
DATA 4 9 . ENABLEDISPLAY DRIVERS DISPLAY
1
+ PROCESSOR ) 4 ) DATA CLOCK ENABLESWITCH SHIH REGISTERS a 9 SWITCHES I
RS422 RS422
NAV CTL FMS RECEIVER
RS422 DME TUNING
RS422 DRIVER
I
2x5 LATCH DRIVERS
I
d 1
2x50ME TUNING
=:m
I I
L .
*
,
lLU%%4T~LU%f&&T
.
DISCRETE 1/0
TEST
INHIBIT
28 VDC INPUT ON/OFF OUTPUT
POWER ~
_-30 / POWER SUPPLY ~-15 ++5 \
VDC Voc VDC
DIMMING INPUTS
5vAC/DC 28 VDC
AO-17049-R2
CM-850
MLS Control/Display
Figure
Unit 14-4
Block
Diagram
22-14-00
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This page is intentionally left blank.
22-14-00
Page 198.203 Apr 15/93
15.
opt onal Global Positioning System (GPS) Global Positioning System Sensor Unit (GPS) Tables 15-1 through 15-5.) (See F gures 15-1 and 15-2, and
Global Positioning System Sensor Unit (GPSSU)

Figure 15-1
Dimensions
(maximum) . . . . . . . . . . . . . . . . . . . . .8.50
Length
in. (215.9mm)
Width.
Height Weight
. . . . . . . . . . . . . . . . . . . . . 8.50 in. (215.9 mm)

. . . . . . . . . . . . . . . . . . . ..2.20 in. (55.8 mm)
. . . . . . . . . . . . . . . . . . . . . . . . .
5.01b(2.27
kg)
Power Requirements Mating Connector
. . . . . . . . . . . . . . 28 V dc, 36 Watts (maximum)
J1 J2
. . . . . . . . . . . . . . . . . . . . . . . . . . . M83723/77R2041N . . . . . . . . . . . . . . . . . . . . . . . . . . . .. TNC Female

. . . . . . . . . . . . . Hard Mount Using Four 10-32 Cap Screws
Mounting
Global Positioning System Sensor Unit Leading Particulars Table 15-1
22-14-00
of this document.
Page 198.204
Apr 15/93
Use
or disclosure of information on this page is subject to the restrictions on the title page
The GPSSU contains the necessary power supplies, receiver circuitry and electronics to receive signals transmitted by the NAVSTAR satellites, and to compute present position, altitude, true track and groundspeed, and to If the GPSSU is not able to output these data on an ARINC 429 databus. maintain track of at least four satellites, it uses pressure altitude from the ADC, and received data from the remaining satellite(s) to compute If the GPSSU is not able to track any satellites for 30 present position.
seconds, it reverts to the Acquisition Mode. During this
mode, the GPSSU
accepts position data from the FMS, and transmits that data (which is
identified as FMS data), until it has acquired at least four satellites,

when it re-enters the Navigation Mode. The GPSSU operates
operation on the GPSSU modes, the additional mode, device testing.

q
in five normal modes and indicates the current mode of ARINC 429 output bus maintenance label. In addition to the signal processor circuits operate in two modes. An the acceptance test procedure (ATP) mode, is used for Each mode operates as described below:
to
Self-Test Mode - During the self-test mode, the GPSSU tests its circuits verify proper operation. If the self-test passes, the GPSSU immediately enters the initialization mode. If the self-test fails, the GPSSU enters the fault mode. Initialization Mode - When the circuits have been tested, the GPSSU initializes those circuits for operation.
Acquisition Mode - During the acquisition mode, the GPSSU begins

acquiring satellite data which includes ephemeris and almanac data. When the GPSSU has acquired enough satellite data to compute position, it
enters the NAV mode. The GPSSU reverts to the acquisition mode from the altitude-aiding/clock-coastingsubmode when it is unable to track any satellites for 30 seconds.
q
Navigation
data on the ARINC 429 data bus to its interfaces.
In the NAV mode, the GPSSU updates and transmits The data, which includes latitude, longitude, altitude, time, and velocity, are derived from pseudo range and pseudo range rate measurements. These measurements are performed seven times a second. The GPSSU remains in the NAV mode as long as it is able to track four satellites. If it is unable to track ~~~;o;~tellites, the GPSSU enters the altitude-aiding/clock-coasting
(NAV) Mode -
.
9
Altitude-Aiding/Clock-Coasting Submode - The GPSSU enters the altitudeaiding/clock-coasting submode from the NAV mode when it is unable to
track four satellites. pressure altitude inputs
In this submode,
to determine
The GPSSU remains in this submode as long as one to three satellites are being tracked. When the GPSSU has acquired four satellites, the GPSSU If the GPSSU cannot track any satellites for 30 re-enters the NAV mode. seconds, the GPSSU reverts to the acquisition mode.
the GPSSU position and
uses inertial other data.
or
Fault Mode - The fault mode occurs when built-in test equipment (BITE) detects a critical failure. In this mode, all outputs areinval~d.
The signal processor circuits have two modes of operation; continuous tracking and automatic frequency control (AFC) sequencing.
22-14-00
Page 198.205 Apr 15/93
performs
Continuous Tracking Mode - In this mode, the signal processor circuits continuous phase lock loop (PLL) tracking and navigational data collection.
Automatic Frequency Control (AFC) Sequencing Mode - In this mode, channel one of the signal processor circuits performs AFC tracking without collecting navigational data. This mode is used to perform measurements.
The ATP mode is used only during shop testing to verify that the GPSSU performs within specifications. The GPSSU enters the ATP mode when it receives a test discrete input and specific ARINC test inputs. The ATP mode
consists of an alternating sequence of power-up BITE tests and satellite signal tracking. The accuracy and resolution of the output data provided by the GPSSU is listed in Table 15-2.
PARAMETER 1. Present Position 2. Ground Speed 3. Track Angle True**** 4. Vertical Velocity 5. Altitude 6. N-S Velocity 7. E-W Velocity 8. Time***
SELECTIVE AVAILABILITY OFF ON OFF ON

OFF ON
LIMITATION HDOP = 1.72 HDOP = 1.72 HDOP = 1.72 HDOP = 1.72 VDOP= 2.2 HDOP = 1.72 VDOP = 2.2 HDOP = 1.72 HDOP = 1.72 HDOP = 1.72
AUTONOMOUS 25 meter 100 meter 1.8 Knots** 1.8 Knots**

0.30** 0.30** 100 ft/min 100 ft/min 138 ft 551 ft 1.8 Knots** 1.8 Knots** 1.8 Knots** 1.8 Knots** 350 ns 450 ns
HYBRID 25 meter 100 meter 0.3 Knots* 0.7 Knots* 0.07 0.18 20 ft/min 25 ft/min 138 ft 551 ft 0.2 Knots* 0.5 Knots* 0.2 Knots* 0.5 Knots* 350 ns 450 ns
OFF ON
OFF ON
OFF ON
OFF ON OFF ON
* The resolution of the ARINC output is 0.125 knots. ** The track anqle, velocity and speed errors will qrow to Iarqer values during aircr;ft maneuver;. In a 2G turn, this e;ror nominaily grows to for track angle. 6.0 knots for the velocities and 2.2
*** The time accuracy is internal. The time is associated with a hardware time mark. The system capability depends on the receiving equipment. **** Based on 160 knot ground speed. GPSSU Digital Accuracy and Resolution Table 15-2
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Page 198~206 Apr 15/93
The GPSSU provides ARINC 429 high speed output data in three different data formats as listed in the following tables. Table 15-3 lists those words
that are transmitted in Binary (BNR) data format. Table 15-4 lists those Table words that are transmitted in Binary Coded Decimal (BCD) data format.
15-5 lists those words that are transmitted in the DIS data format, and whose bits denote specific discretes. The output data is updated approximately once per second. Specific digital data word format can be found in the Installation Manual for the GPSSU, Pub. No. 95-8698.
Binary (BNR) Data Format Parameter/Signal Name 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 Measure Time GPS Altitude (MSL) HDOP VDOP Track Angle - True GPS Latitude GPS Longitude GPS Ground Speed Latitude Fractions Longitude Fractions Vertical Figure of Merit UTC Fine UTC Fine Fractions UTC Vertical Velocity N/S Velocity E/W Velocity Horizontal Figure of Merit
Label 061 062 063 064 065 066 070 071 072 073 074 076 101 102 103 110 111 112 120 121 136 140 141 150 165 166 174 247
Units Meters Meters Meters/Second Meters Meters Meters Meters Meters Meters Meters Seconds Feet
Digital Range
&26&13!j456
Resolution 256 0.125 0.0039 0.0039 64 0.0039 64 0.0039 64 0.0039 9.5367E-6 0.125 0.031 0.031 0.0055 1.716E-4 1.716E-4 0.125 8.38E-8 8.38E-8 0.031 9.313E-1 1 1.0 0.125 0.125 0.031
256 ~4096 *4096 ~67108864 64 ~67108864 64 ~67108864 64 10 ~131072 1024 1024 ~180 ~18t) ~18(1 4096 1.716E-4 1.716E-4 1024 19.537E-7 9.537E-7 23:59:59 *32768 *4096 ~4096 1024
Degrees Degrees Degrees Knots Degrees Degrees Meters Seconds Seconds HR:MIN:SEC Feet/Minute Knots Knots Meters
GPSSU ARINC 429 Output Data (BNR Format) Table 15-3
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Page 198.207 Apr 15/93
Binary
Coded Decimal (BCD) Data Format Parameter/Signal Name
Label
Units
Digital Range
Resolution
UTC Date
Equipment
125 ID 260 377
HR:MIN
D:M:Y
23:59.9
0.1 Min.
1
GPSSU ARINC 429 Output Data (BCD Format)

Table 15-4
Discrete (01S) Data Format Parameter/Signal Name GPSSU Status

Maintenance Discrete No. 2 System Time Counter
Label
Units
Digital Range
Resolution
273 352 354
Seconds
262144
Maintenance Discrete No. 1
355
GPSSUARINC 429 Output Data (DIS Format) Table 15-5
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Apr 15/93
Y
DADC 1
DADC2
+G202lAB GPSSU
c
2 c 2
FMC/lRS 1
c)
2 1
ARINC419 (575) OR 429 12.5 KHZ
REAL TIME CLOCK 1 Hz [
ARINC 429 12.5 KHz ARINC 429 12.5 KHz
FMc/lRs2 2 c DADC INPUT 4191429SELECT 429 OUTPUT HSILSSELECT BEGINATP +
OR 100 KHz
OR 100 KHz
OPEN/ GROUND DISCRETE INPUTS OPEN/GROUND DISCRETE OUTPUT
B P l-2 2 2
P
2
b b
2
2
TIMEMARK #1
TIME MARK #2 TIME MARK #3
429 OUT #1
429 OUT #2 429 OUT #3
GPSSU FAULT
+28V +28 VRETURN -
POWER
}
OS 60092-01
8698/301 PT1 ~
Global Positioning System Sensor Unit
Block Diagram Figure 15-2
Page 198.209/198.210
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SECTION 3 SYSTEM OPERATION
1.
General This section describes the operation of the SPZ-8000 DAFCS by separating it into three major subsystems that are contained in the following paragraphs.
Subsvstem EDZ-884 Electronic Display System DFZ-820 Dual Flight Guidance Control System FMZ-800 Flight Management System
paraclraDh 2 3 4
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Page 201 Aug 15/91
2.
EDZ-884 Electronic Dis~lav Svstem The cockpits display system configuration is shown in Figure 201. Each pilot has a display controller and corresponding EFIS displays (PFD and ND). The center panel houses the EICAS displays (ENGINE and CAS). The remote
display unit dimming panel is located in the pedestal area. A. Display System Formats Each display format will be discussed in detail in the following
sections. Generally, the following four formats are available for display in the GIV system:
.
q q
Primary Flight Display (PFD) Navigation Display (ND) - MAP, COMPASS, or PLAN Engine Instrument Display (EI) Crew Alerting System (CAS) With System Page Display System Components
B.
EFIS/EICAS
(1) Display Units (DU) The GIV system contains six color display units as shown in Figure 201. The DU is the media by which flight data is conveyed to both the pilot and copilot. (2) Display Controllers (DC) The GIV display system contains two display controllers. The DCS are used to control the various display unit formats. Basically, each pilot can control the formats for the on-side PFD and ND displays in addition to the ENGINE and CAS displays. (3) Symbol Generators (SG) The GIV display system has three symbol generators, each one containing the four formats described in paragraph 2.A. The purpose of the SG is to supply all the displayed data to the individual display units in the system. Each symbol generator has the capability to drive all six display units in the event the other two fail. With two or three SGS operational, all six display units have unique formats displayed. With one SG operational, the Copilots displays (PFD and ND) are repeaters of the pilots displays. Normally (3 SGS operational), SG 1 drives the pilots displays, SG 2 drives the copilots displays, and SG 3 drives the EICAS displays.
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Page 202 Aug 15/91
PILOTS Z-I
DC
COPILOTS -j
DC
1.
PILOT ND
ENGINE
Elm
CAS
SYSTEM
1%= \
Cockpit Layout of the EFIS/EICAS Figure 201 Display System
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Page 203 Aug 15/91
2.
B.
(4)
Fault Warning Computers (FWC) The GIV system contains two fault warning computers. The FWC
provides all the messages to the SGS for display on the CAS format. on aircraft system inputs. Each FWC is doing the same computations
Only one FWC is displayed at a time, making the other a hot spare.
(5) Data Acquisition Unit (DAU) The GIV system

provide all the contains aircraft two data acquisition information units. The DAUS
in addition to the analog data of some subsystem parameters to the SG for display on the ENGINE display. DAU 1 provides left engine data and DAU 2 provides right engine data.
engine
(6) Display Dimming Panel One display dimming panel has been incorporated into the GIV system for the purpose of adjusting the brightness of the six display units. (7) Display Power Panel In addition to the circuit breaker panel, power may be removed from the display system by the display power panel located in the overhead on the pilots side of the cockpit. This panel is shown in Figure 202.
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Page-204 Aug 15/91
-.
____
I I I I
I
DI SPLAYS
PILOT EICAS COPILOT
I I I I
I
I I I I 1 I I 1 I I I I
1
L --
I
I I I
OFF
OFF
! I
I I I I I
1
,.
____
Display Power Panel Figure 202
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Page 205 Aug 15/91
2.
c.
Primary Flight Display (PFD) The display components which make up the PFD are discussed in detail the PFD is comprised of the but in general the following paragraphs,
following functions:
q
in
Attitude Sphere with Linear Pitch and Roll Scales Attitude Source Annunciation
q q
Flight Director Command Bars - SC/CP Flight Director Mode Annunciations

Autopilot/Autothrottle Engage Annunciation
TCS Mode Annunciation Autothrottle Mode Annunciations Radio Altitude Rising Runway Radio Altitude Rising Brown Raster On Altitude Tape Radio Altitude Digital Readout Radio Altitude Source Annunciation
Radio Altitude Set Digital Readout Vertical Nav Scale (GS/VNAV) Lateral Nav Scale Airspeed Display Presentation Moving Analog Airspeed Tape with Vspeeds Airspeed Target Bug with Digital Readout Fixed Airspeed Current Value Pointer with Rolling Digits V~O Thermometer on Airspeed Tape Digital Mach Readout Amber VSPD Annunciation
Mach Display Presentation Moving Analog Mach Tape Mach Target Bug with Digital Readout Fixed Mach Current Value Pointer with Rolling Digits M~O Thermometer on Mach Tape Digital Airspeed Readout
Moving Analog Altitude Tape with Trend Vector Baro Set Function - inHg/millibars Fixed Altitude Current Value Pointer with Rolling Digits
Positive Altitude Indication Below 10,000 Feet Altitude Select Bug with Digital Readout Positive Alt Sel Indication Below 10,000 Feet
Altitude Alerting Indication Digital Readout of Altitude in Meters
VNAV Target Alt Bug with Digital Readout VNAV Altitude Alerting Indicator DADC Source Annunciation
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180-Degree Compass Rose Heading Source Annunciation

Magnetic/True Heading Navigation Navigation Bug Annunciator with Source Source Digital Readout Readout Annunciation Digital Distance
Course Pointer/CDI with Digital Readout To/From Indicator Bearing Pointers Circle/Diamond Bearing Pointer Source Annunciation
Marker Fixed Beacon Vertical Annunciation
Speed Tape with Moving Pointer Vertical Speed Current Value Digital Readout within
q q q q q
Pointer
(Current
Bug Fixed Normalized AOA Scale with Moving Pointer AOA Current Value Digital Readout within Pointer AOA Target Bug Abnormal AOA Range Indication Comparison Monitor Annunciators Attitude Heading Air Data ILS/MLS Data EICAS Wraparound Fault Warning Computer
Value Range = t9900) Vertical Speed Target
q q
Category II ILS Mode Annunciations Category II ILS Excessive Deviation Monitor
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Page 207 Aug 15/91
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Honeywell !i!)!!r.c
2.
c.
(1) Attitude
(a)
Displays aircraft symbol
Attitude Sphere - Moves with respect to the display actual pitch and roll attitude.
to
(b)
- The pitch attitude scale has white scale Pitch Attitude reference marks above and below the horizon line and marked follows: ~ Down
as
;:
;:
30 40 60 90
30 45 60 90
There are reference markings every 2.5 degrees up to ten (10)

degrees and Additionally, and 65 every five (5) degrees there are red warning pitch up and 35, 50, between 10 and 30 degrees. chevrons which appear at and 65 degrees pitch 45
degrees
down.
(c)
- The roll attitude scale displays actual roll Attitude attitude through a movable white index pointer and fixed white scale reference markings at O, 10, 20, 30, 45, and 60 degrees. The 30 degrees reference mark is highlighted and shows up as a brighter shade of white. Roll
(d) Aircraft Symbol - The stationary yellow aircraft symbol is used to develop the relationship between aircraft pitch and roll attitudes and the movable sphere. Additionally, the symbol is used to align to the flight director command cue in order to satisfy the commands of the selected flight director mode. (e) Attitude Source Annunciation - The selected attitude source is not annunciated if it is the normal on-side source for that indicator. As other attitude sources are selected they are annunciated in white left of the attitude sphere. When the pilot and copilot source are the same, they are annunciated on both displays in amber. Source selection for attitude is accomplished through the display controller as shown in Figure 203.
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2.
c.
(1)
(f)
Flight Director Command Cue(s) - The magenta flight director command cues are superimposed over the attitude display and can be used as reference commands to capture and maintain a desired The command cue format single cue (SC) or cross flightpath.
pointers (CP) is selected by the crew through the display controller as shown in Figure 204. The SC combines the pitch and roll commands into one cue presentation and is flown by aligning the fixed aircraft symbol with the cue. The CP has the pitch and roll commands separated into two cue presentations and is flown by aligning the aircraft symbol with the center of each command cue. (9) Flight Director Autothrottle Modes - Flight director (FD) vertical and lateral modes are annunciated along the top of the attitude sphere as shown in Figure 203. The lateral mode region appears to the upper left of the attitude sphere. The vertical mode region appears to the upper right of the attitude sphere. The center region is reserved for autothrottle (AT) mode annunciations as shown in Figure 204. Armed modes are annunciated in white and located in the left half of the appropriate region. Captured modes are annunciated in green and located in the right half of the appropriate region. As the modes transition from armed to captured, a green box is drawn around the capture mode for 5 seconds. Table 201 lists all the annunciated lateral and vertical FD modes, as well as autothrottle modes.
(h) Autopilot (AP)/Autothrottle (AT) Engage Annunciation - The AP and AT engage status is displayed adjacent to the right roll indices below the FD lateral mode box as shown in Figure 205. (i) Touch Control Steering (TCS) Mode Annunciation - TCS is annunciated in place of the AP engage annunciation whenever TCS is selected on either the pilots or copilots control wheel. The annunciation is normally white except when CAT II ILS monitors are active in which case the annunciation is amber. (j) Radio Altitude Rising Runway - The yellow rising runway symbol provides an indication of absolute altitude above the terrain. The symbol appears at 200 feet and contacts the aircraft symbol at touchdown. The runway symbol gves analog cues to its corresponding digital readout.
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CRoss
POINTERS ALTITUDE -TREND VECTOR
Vs &kR f 000 ml
RAD SOtiR~E
Primary Flight Display Format
(SENSOR)
Figure 203
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Use or disclosure
of information
D ALTITUDE
sw7-
tlACH_ NUMBER
-.55M
l.o
293;~SI;
CRS 000 .<
\\u
\\ .~ Q ~l$f *%%
m 1!/, ?//
NAV1
9\
B;;:
METR1 C ALTITUDE
23. 4DME
/ 0 ;
.8 .6 4
. 4
AOA
SCALE
A:
1 0 0
/: t m OADFf
o-~
,_VEFF&\AL
.20>
HDG
==00
000
VOR2
BEAR ING POINTERS
Primary
Flight
Display
Format
(DISP)
Figure 204
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Page 211 Aug-15/91
FD Lateral Mode
Heading Select LNAV FMS
Mode Annunciation HDG FMS VOR LOC BC AZ
Qy x ;
LNAV VOR
Approach ILS Back Course I
x
x x
MLS
FD Vertical Mode Altitude Hold Vertical Speed Altitude Preselect FLCH IAS FLCH MACH Approach ILS Takeoff Go-Around VNAV ALT Preselect VNAV ALT Hold VNAV FLCH IAS VNAV FLCH MACH VNAV Path VNAV ARM
Mode
Annunciation ALT
~ x x x x
Vs ASEL IAS MACH !; GA VASEL VALT VIAS VMACH VPATH VNAV GP Mode Annunciation TO GA FLCH IAS MACH HOLD VMO MMO POWER FLAPS GEAR ~ x x : x ~
x ; x
x x x x
x
x
MLS AT Mode Takeoff Go-Around Flight Level Change Speed - IAS Speed - Mach Hold Mode VHO Limited MHO Limited Power Limited Flap Limited
Gear Limited
x x x x x x x x x x x
Flight Director/AutothrottleMode Annunciations Table 201
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Page 212 Apr 15/93
2.
C.
(1)
(k) Radio Altitude

of radio
given on the barometric altitude tape (see Figure 205). At 600 feet AGL, a rising brown raster fills the
Rising altitude is
Brown
Raster
Display
- Another
indication
background of the altitude tape displacing the normal gray raster field. The bottom of the altitude scale corresponds to
600 feet and the baro altitude present value window corresponds to O feet (Figure 206). The brown raster fills in the scale proportionally between 600 and O feet AGL. (1) Radio Altitude Digital Readout - The white radio alt tude digital readout and RA label is located to the lower right of the attitude sphere. The digital readout comes into view at 2500 feet and is displayed in 10-foot increments abo~e 200 feet and 5-foot increments below 200 feet. (m) Radio Altitude Source Annunciation - The selected radio altitude source is not annunciated if it is the normal on-side source for that indicator. As other sources are selected, a white side designator (1 or 2) is added to the RA legend. When the pilots and copilots source are the same, it is annunciated on both displays in amber. Source selection for radio altitude is accomplished through the display controller as shown in Figure 203. (n) Radio Altitude Reference Set Display - The crew can set a green radio altitude reference display directly above the digital radio altitude display. When the actual value of radio altitude is less than the reference value, the actual radio altitude value is boxed in white. The box flashes for 5 seconds after the transition has occurred. The reference display is set using the display controller asshown in Figure 205. The reference value is settable to 2500 feet in 10-foot increments above 200 feet and 5-foot increments below 200 feet.
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of
Page 213 Aug 15/91
thisdocument,
Honeywell !!$!!g~.c
CATEGORY I I AP/AT
VSPEEDS \ \
ENGAGE
RAD ALT SET DATAs
ANNUNCIATORS
ILS MODE ANNUNCIATOR

I ~%%
BELOW -1:E:go
Jet-l
%+2////7
R;:::: CAS
TARGET OFF-SCALE \
RASTER
BELOW RA:E$LT 1.0
RISING RUNWAY
*RS
000
\f?l
\\\
\ +
.8 0.59
\\ .~
\\
Q
- RADIO ALTITUDE
AOA
TARGET \
.4
.2
HDG 000
k=
75
/11
Primary Flight Display (FLT REF)
Figure 205
Format
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220
HDG I
TO I
L
10=10 \
. 23M
1.0
CRS 000
.8 .6 i
HDG 000
Primary Flight Display Format (AUTO VSPD - CONFIG Mismatch) Figure 206
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2.
c.
(1)
(o) Vertical Navigation Scale - The vertical navigation scale

Glideslo~;e(G) appears to the right of the attitude sphere. and VNAV (V) deviations are displayed on this scale. source selection for this scale is done through the display controller. The selected source type is labeled with the letters shown in parenthesis of the above listed source types. The VNAV scale is enabled for display only when a VNAV flight director mode is active (see Figure 208). The vertical navigation scale has a fixed white (G)/cyan (V) deviation scale showing t2 dots of deviation. The green (G)/cyan (V) deviation pointer moves along this scale to show deviation from path center. Aircraft displacement from path is indicated by the The relationship of the aircraft to the deviation pointer. scaling definition for glideslope, VNAV, and VNAV approach are as follows: GS/GP VNAV VNAV APP 75 pA/dot 250 ft/dot 75 ft/dot
(2)
Cal ibrated Airspeed/Mach $cal e The CAS/Mach scale presentation is located to the left of the attitude sphere as in a conventional T arrangement. The CAS scale is presented for altitude less than 25,000 feet (Figure 204). The display can be selected to a Mach scale above 25,000 feet (Figure 203) via the display controller or through the flight guidance system. Each display is configured to be a moving tape with fixed current value pointer. The tape markings, current value data, and current value pointer are white with gray background shading for display enhancement. (a) Cal ibrated Airspeed Scale (CAS) ~ Calibrated Airspeed Analog Scale on the tape are shown at 10-knot are labeled every 10 knots below are labeled every 20 knots above - The white scale markings intervals. The markings 200 knots (Figure 204) and 200 knots.
Calibrated Airspeed Digital Readout - A digital readout of the actual airspeed is magnified and displayed within the current value pointer. The digital data is displayed in white using a digital rolling drum presentation readable to a 1 knot resolution.
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MAINTENANCE MANUAL GULFSTREAMIV
2.
c.
(2)
(a) 2
V Vector - The V~O vector is a fixed red bar located on in oard side of the CAS scale, originating from the CAS $ scale endpoint extending out to VMO. The V~o vector symbology is identical to the MM vector shown in Figure
the
203. When the value in the poln%er exceeds VN~MHO, the digital CAS data, in the current value pointer, IS turned red. Speed Target Digital Readout - The speed target digital data is displayed in green at the top of the CAS scale. The speed target data is set by the pilot using the guidance panel or is available automatically with the FMS. Speed Target Bug - The green triangular speed target bug travels along the inboard side of the airspeed tape. The bug position on the scale corresponds to the digital speed target value displayed at the top of the CAS scale. Vspeed Bugs - In addition to the speed target bug described above, the pilot has the ability to set Vspeed bugs corresponding to reference speeds for various phases of flight. This data is available from the FMS PZ-800 Performance Computer automatically or is manually set through the display controller as shown in Figure 205. The Vspeeds travel along the airspeed tape in the same area as the speed target bug previously described. The Vspeed bugs are displayed in green. The default in the display controller is AUTO VSPD selected. In the event that a performance computed configuration mismatch is detected, prior to takeoff (aircraft on ground), the performance computed Vspeeds are displayed on the DC unboxed with an asterisk. Additionally, an amber VSPD annunciation is displayed in the top portion of the PFD airspeed tape as shown in Figure 206. The VSPD annunciation is also active with a DC failure on the ground. The source for Vspeed information is the on-side display controller.
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2.
c.
(2)
(a) z
Digital Mach Readout - A Mach number digital readout is displayed below the speed scale whenever the CAS tape configuration is active. The data is labeled with a white M to designate Mach. The digital readout is normally white. When V~~M~O is exceeded, the Mach digits turn red.
(b) Mach Scale (MACH) Mach Number Analog Scale - The white scale markings on the tape are shown at 0.02 Mach intervals. The markings are labeled in white every 0.02 Mach interval. Mach Number Digital Readout - A digital readout of the actual Mach number is magnified and displayed within the current value pointer. The digital data is displayed in white using a digital rolling drum presentation readable to
a 0.01 M Mach resolution. Vector - The M~O vector is a fixed red bar located on the in oard side of the Mach scale, originating from the Mach % scale endpoint extending out to MO (Figure 203). When the value in the pointer exceeds VH~~O, the digital Mach data, in the current value pointer, 1s ~urned red.
Mach Target Digital Readout - The speed target digital data

is displayed in green at the top of the Mach scale. The
speed target data is set by the pilot using the flight guidance controller, or it is available automatically with
the FMS. Mach Target Bug - The green triangular Mach target bug travels along the inboard side of the Mach tape. The bug
position on the scale corresponds to the digital Mach target value displayed at the top of the Mach scale. Digital CAS Readout - A CAS digital readout is displayed
below the speed scale whenever the Mach tape configuration is active. The data is labeled with a white KTS to
designate knots. The digital readout is normally white. When v~O/M~Ois exceeded, the CAS digits turn red.
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Page 218 Apr 15/93
2.
C.
(3) Barometric Altitude Scale (a) Altitude

Analog Scale - The barometric altitude scale is a moving tape display with fixed current value pointer. The white scale markings on the tape are in 100-foot intervals.
The 205) scale and is every labeled 500 every feet 200 feet 10,000 below feet 10,000 (Figure feet 203). (Figure
The tape markings, current value data, and current value pointer are white with gray background shading for display enhancement.
above
(b) Altitude Digital Readout - A digital readout of the current altitude is magnified and displayed within the current value pointer. The current data is displayed in white using a digital rolling drum presentation readable to a 20-foot resolution. For climb/descent rates greater than 1000 feet per minute, the rolling drum digits are replaced by two dashes to enhance altitude scale readability (Figure 203). Below 10,000 feet, an indication for absence of the most significant digit is given (Figure 205). (c) Altitude Trend Vector - The magenta altitude trend vector originates at the tip of the current value pointer and travels along the inboard side of the altitude scale (Figure 203). The trend vector is an altitude predictor term with a length equivalent to 6 seconds. (d) Altitude Select (ALT SEL) Digital Readout - ALT SEL digital data is displayed in green at the top of the altitude scale. The ALTSEL target data is set by the pilot using the flight guidance controller. (e) Altitude Select Bug - The green triangular ALT SEL bug travels along the inboard side of the altitude scale. The bug position on the scale corresponds to the ALT SEL digital target value previously discussed. The bug is present on the scale at all times with the exception of glideslope (GS) capture mode active. Glideslope capture has no effect on the digital ALT SEL display. (f) Altitude Alert Indications - Approaching the ALT SEL reference, the ALT SEL bug and readout turn from green to amber whenever actual altitude is within 1000 feet of the ALT SEL reference indicators. These displays remain amber until the actual value is within 250 feet at which point they turn back to green. Departing a selected altitude, the ALT SEL bug and readout turn from green to amber whenever the current altitude value is greater than 250 feet from the ALT SEL reference indicators. If the excursion from altitude exceeds 1000 feet, the bug and readout return to their normal green color.
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IS SUbJeCf to the restncflons
On the title page of Ihw document.
Page 219 Aug 15/91
2.
c.
(3)
(g) VNAV Altitude Reference Bug/Readout - The VNAV altitude target digital readout is displayed in cyan below the FD vertical mode window (Figure 208). This target is active whenever an FD VNAV mode is active and the target is different than the altitude preselect value. A cyan pointer shaped bug travels along the inboard side of the altitude scale. The bug position on the scale corresponds to the VNAV altitude target digital readout. This data is transmitted automatically by the FMS when VNAV is active. (h) VNAV Altitude Alert Indications - Approaching the VNAV ALT target, the VNAV ALT bug and readout turn from cyan to amber whenever actual altitude is within 1000 feet of the ALT SEL reference indicators. These displays remain amber until the actual value is within 250 feet at which point they turn back to cyan. Departing a selected altitude, the VNAV ALT SEL bug and readout turn from cyan to amber whenever the current altitude value is greater than 250 feet from the VNAV ALT SEL reference indicators. If the excursion from altitude exceeds 1000 feet, the bug and readout return to their normal cyan color. (i) Barometric Altimeter Setting - The magenta baro set digital readout is located directly below the altitude tape. Each pilot can set the barometric reference for the on-side DADC through the baro set knob located on the display controller. The pilot has the ability to select the altimeter setting for display in either inHg (IN) or millibars (MB) as selected on the display controller (Figure 204). (j) Metric Altitude Display - Directly below the baro set data appears a white digital readout of altitude in meters. This display appears only if it has been selected on the display controller (Figure 204). (k) Digital Air Data (DADC) Source Annunciation - The selected DADC source is not annunciated if it is the normal on-side source for that indicator. As DADC sources are selected they are annunciated in white to the right of the attitude sphere. When the pilot and copilot source are the same, they are annunciated on both displays in amber. Source selection for DADC is accomplished through the display controller as shown in Figure 203.
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Page 220 Aug 15/91
2.
c.
(4)
Horizontal Situation Indicator (HSI) (a) Aircraft Symbol - The white aircraft symbol provides a quick visual cue as to the actual aircraft position in relation to heading, selected heading, or selected course.
(b)
Heading Display - The displayed compass rose consists of a 180-degree arc that is divided into 5-degree increments and labeled every 30 degrees. The compass rose rotates about the stationary aircraft symbol to provide actual heading information. The compass indices and labels are displayed in white.
(c) Heading Source Annunciation - Displayed heading comes from the selected IRS. (d) Heading MAG/TRU Annunciations - The MAG/TRU reference label is not displayed if the selected source is the normal on-side MAG condition. For on-side true data a white TRU is displayed above the lubberline. Cross-side data is displayed in white as MAG or TRU with a side designator 1, 2, or 3 attached (Figure 203). When the pilots and copilots source are the same, they are annunciated on both displays in amber. (e) Heading Bug with Readout - The notched magenta heading bug is positioned around the rotating heading dial by the heading select knob located on the flight guidance controller. A digital heading select readout of bug position is provided and located at the lower left-hand side of the compass. This data is labeled with a white HDG. The digital readout is displayed in magenta corresponding to the heading bug color. The center of the heading select knob contains a button labeled SYNC. Selection of the SYNC button causes the heading bug to align with the current aircraft heading. Course Deviation, Course Pointer with Readout - The course deviation bar represents the centerline of the selected navigation or localizer course. The aircraft symbol pictorially shows aircraft position in relation to the displayed deviation. The course pointer is positioned around the rotating heading dial in one of two manners:
q
(f)
Course select knob located on the flight guidance controller for short range NAV (SRN) sources (i.e., NAV, ILS, MLS). Long range NAV (LRN) sources automatically select the desired track data for the active flight plan (i.e., FMS, LASERTRAK).
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Page 221 Aug-15/91
Honeywell %!!k!f.c
The digital readout corresponding to the pointer position is provided and located to the upper left of the compass arc. The The pointer, data is labeled CRS forSRNs and DTRK for FMS. deviation indicator, and digital readouts are green for SRN
sources and
contains causes selected the
cyan
for
FMS.
The center of the

SYNC. to Selection with the of align
course the
select SYNC of the
knob
a button course
labeled pointer
button
bearing
NAV source causing the deviation bar to center. The navigation SYNC mode is only operational when the displayed source is VOR. The scaling for is as follows:
SRNS FMS FMS AW 2. C. (4) (g)
course deviation for each displayed parameter
75 flldot 2.5 miles/dot 0.75 miles/dot
Distance Display - The distance display indicates the nautical miles to the selected DME station or FMS waypoint. The distance display is located to the upper right of the compass arc. The data is labeled DME (Figure 207) for SRN sources and NM (Figure 203) for FMS. The digital display color is consistent with the course select pointer (i.e., green for SRNS and cyan for FMS). DME hold is indicated by displaying an amber H adjacent to the distance readout (Figure 207).
(h) NAV Source Annunciations - Annunciation of the navigation source is displayed in the upper right-hand corner of the compass arc directly above the distance readout. The crew has the ability to select all navigation sources available in any given insta-lation through the display controller as shown in Figure 207. The labels are normally displayed in white. When the pilots and copilots source are the same, they are annunciated on both displays in amber. (i) TO/FROM Ind cater - A magenta arrow head appears in the center of the HSI. oriainatinq at the fixed aircraft symbol nose or tail as appropriate. The arrow indicates whether the selected course will take the aircraft TO or FROM the station or waypoint. The TO/FROM annunciator is not in view during localizer operation.
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2.
c.
(4)
(j) Bearing Pointers with Annunciation - Each pilot can display
up
to two bearing pointers on the compass arc simultaneously. The bearing pointers are distinguishable by shape (circle or diamond) and color (white or yellow). Each bearing pointer source is labeled and displayed in the lower right-hand corner of the HSI. The circle pointer is always displayed positionally above the diamond pointer. Bearing pointer sources are selected in the MAP (Figure 212) and COMP (Figure 217) modes of the display controller when the BRG selection in the DISP mode has been made (Figure 204).
(k) Marker Beacon Annunciation - Marker beacon information is displayed inside the lower right-hand side of the attitude sphere (Figure 207). The marker colors are blue for outer (0), amber for middle (M), and white for inner (I). A box identifies the location of the marker beacon annunciations whenever a localizer has been selected for display. (1) LASERTRAKW Option - LASERTRAKW course (LRN) and distance information may be displayed on the PFD HSI when selected on the display controller. HSI displays function as previously
described exce~tt hat
coupled to this data.
the fliqht quidance computer cannot be --
(5) Vertical Speed Display (VS) (a) VS Analog Scale - The VS tape is a fixed moving current value pointer. The white display appear at O, t500, t1000, t2000, minute (FPM). The scale labels O, 1, 2, white scale with scale markings on the and t3000 feet per and 3 appear at the O, t1000, jZOOO, and t3000 FPM marks respectively. The range between *1OOO FPM is expanded and marked with a short tickmark at the t500 FPM point. A white zero rate of climb index mark is also provided on this display.
(b) VS Digital Readout - A digital readout of the actual vertical speed is magnified and displayed in the current value pointer. The digital data is displayed in white and is readable to a 50 FPM resolution (Figure 207) below t1000 FPM and 100 FPM resolution (Figure 208) above t1000 FPM. (c) VS Target Bug - The green triangular VS target bug travels along the inboard side of the VS scale. The bug position on the scale corresponds to the pilot selected reference bug on the flight guidance controller.
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Honeywell !!!#!#b.cE
Fi:M
SELECTEI HEADING
Primary
Flight Display (NAV) Figure 207
Format
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VNAV ALTITUDE /TARGET
VNAV
29.921N
1.0
DTRK
000
.<
.~ 1%
\\u T ///
%/
ms 1 23.4 NM
e: ;
.8
.6 .4 :=
3 2 t
0
%V
o 0
A
/ t \\ II 0 OADF1 ~~ ~ VOR2 ;50
s
.20
liDG 325
=>
Primary Flight Display Format (VNAV) Figure 208
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Honeywell ~f~~~~fE
2. c. (6) Normal ized Angle Of Attack (AOA) Display
(a) AOA Analog Scale - The AOA tape is a fixed scale with moving current value pointer. The white scale markings on the display range from 0.2 to 1.1 in 0.1 AOA increments. The scale is labeled in white at 0.2 AOA intervals. The scale is colorranges. The scale is white banded to show AOA exceedance between O and 0.64 AOA, amber between 0.64 and 0.80 AOA, and red between 0.80 and 1.1 AOA. AOA Digital Readout - A digital readout of the actual normalized AOA is magnified and presented in the current value The digital data is readable to a 0.01 AOA pointer.
resolution. range on Target the The scale Bug digit as colors defined change above. to match the indicated
(b)
(c)
AOA
moves
shaped AOA target bug of the VS scale. The target value is settable by the pilot through the use of the displa~ controller (Figure 205). triangular
along the inboard side
The green
(7)
Comparison Monitor Annunciation Selected pilot and copilot input data is compared by the symbol generator. If the difference between the data exceeds predetermined These levels, the out-of-tolerance symbol is displayed. in amber and are located to the left, annunciations are displayed adjacent to the attitude sphere. A list of the compared signals and displayed cautionary symbols are given below.
Com~ared Sictnals Pitch Attitude Roll Attitude Heading Airspeed Altitude Localizer Glideslope Fault Warning Computer Engine Display CAS Display
Displayed S~mbol PIT (ATT*) ROL (ATT*) HDG
Tri~ Threshold 6 degrees 6 degrees 6 degrees 20 knots 200 feet 38 PA
IAS
ALT
LOC (ILS**) (AZ***) GS (ILS**) (GP***)

FWC ENG DU4
49 pll
Red Messages
*
**
***
PIT and ROL active produce a ATT symbol. LOC and GS active produce a ILS symbol. When MLS is selected EL and Az symbols are displayed. AZ active produce an MLS symbol.
EL and
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2.
c.
(8)
Category II (CAT 2) ILS Operation

CAT1/CAT2 annunciations and ILS deviation monitors have been added to the PFD display format for aircraft operators receiving CAT2 certification (CAT2 wiring installed).
(a)
CAT1/CAT2 Annunciations - The CAT2 annunciation is displayed automatically when the APR mode is selected on the flight guidance controller and lateral and vertical deviation valid with the displays configured as follows:
q
FWC JIA-82 (CATII Installed) will be read by the FWC at ~fle~L~pset < 200 feet on at least one side One radio altimeter (minimum) valid Two symbol generators (minimum) valid On-side ILS (NAV/ILS) source selected for display on each side and valid Either dual couple mode or radio altitude greater than 800 feet (Dual couple mode occurs at approximately 1200 feet)
.
q q q
CAT2 is annunciated in green directly below the FD vertical listed above mode window (Figure 205) when all the conditions In the event that one of the enabling conditions are met. changes, the green CAT2 is replaced with an amber CAT1. CAT1 appears flashing for 5 seconds and then remains displayed steady. Changes back to CAT2 are handled the same way in the event that the enabling condition is restored. The CAT2 annunciation is presented only if the displays are configured is as above. If these conditions are not met when APRmode selected, no CAT1/2 mode annunciations are displayed.
(b)
Excessive Deviation Monitor - When the CAT2 mode annunciation is active, and displayed radio altitude is less than 500 feet, the excessive deviation monitor is activated. When the threshold of the local izer (LOC) or glideslope (GS) deviations are exceeded, the deviation pointer and deviation scale are turned amber and are flashed. This condition remains as long The as the deviation is above the appropriate threshold. threshold for LOC and GS are as follows: Localizer 320 /LA Glideslope ~65 PA
Excessive deviation indications are also shown on the ND compass mode when the CAT2 mode is active. CAT2 will be cancelled:
q q q q
at touchdown when there is a change in the selected lateral FD mode when there is a change in the selected vertical FD mode when approach mode is deselected.
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2.
C.
(9)
PFD Caution and Warning Displays (a)

Inertial display Reference System (IRS) Failures and Flags - The symbology associated with IRS failures is shown in Figure 209.
Failure of either the pitch or roll data is indicated by removing the pitch scale markings, turning the entire attitude sphere cyan, and displaying, in red, the label ATT FAIL in the top center of the attitude sphere. Failure of the displayed heading is shown by removing the displayed bearing pointers, course pointer and deviation, and displaying, in red, the label HDG FAIL at the top center of the compass rose.
(b)
IRS Test mode is shown by displaying the labels ATT TEST and HDG TEST in the same location as the fail annunciations discussed above (see Figure 211).
(c) Flight Director Failure - In the event of a flight director failure, an amber FD annunciation is displayed in the left-most (lateral modes) FGC mode annunciation box. Additionally, the flight director mode annunciations and cue are removed (Figure 210). (d) Autothrottle Failure - In the event of failure in the selected autothrottle, an amber AT annunciation is displayed in the (center) autothrottle mode annunciation box (Figure 210). (e) Radio Altitude Failure - In the event of a failure of the radio altimeter, amber dashes will replace the digital radio altitude value and the rising runway/brown raster will be removed from the display if present (Figure 210). (f) Vertical Navigation Scale - A failure of the source driving the vertical navigation scale (SRN only) is shown by removing the deviation pointer and displaying a red X through the deviation dots as shown in Figure 210. When VNAV is invalid, the VNAV vertical deviation scale is inhibited for display.
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I
0
FAIL
al0
--
M
---
!
. .
1.0
3 2 1 0
/
.4
HDG
---
=x
m=
.2
1 2 K 3
PFD Failure Indications (IRS/DADC) Figure 209
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I FD
I AT
1
20
20
lo
10
to=
10
1
200 ----
. 55f1
PFD Failure Indications (Mist) Figure 210
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2.
c.
(9)
(g) Digital Air Data (DADC) Failures) - In the event of a failure of the displayed DADC, CAS or Mach, altitude, vertical speed, and AOA, the failure indication is as shown in Figure 209.
~
In the case of the CAS (Mach) and altitude scales, data is removed from the current value pointer, the scale markings are removed, and a red X is drawn through the scale. The digital Mach (CAS) display failure is shown by replacing the numerical value with amber dashes.
In the case of the vertical speed and AOA scales, the current value pointer is removed and a red X is drawn
through the scale.
(h) Heading Select Failure - Failure of the heading select signals

will cause the digital display to be replaced by amber dashes with the heading bug removed from the display. This indication will also be given in the event of an invalid heading display (Figure 209).
(i) Course Select Failure - Failure of the course select signals

will cause the display to be replaced by amber dashes with the
course pointer removed from the display. This indication will also be given in the event of an invalid heading display or FMS source (Figure 209). (j) Distance Display Failures - Failure of either the DME or FMS distance signals is indicated by replacing the digital distance value with amber dashes (Figure 211). (k) Course Deviation Failure - A failure of the course deviation indicator is shown by removing the deviation bar and displaying a red X through the deviation dots (Figure 211). (1) EFIS Self-Test - This test can be initiated through the on-side display controller (TEST mode) when airspeed is valid and less than 60 knots and the WOW switch is active. Selecting the EFIS self-test shows the invalid flags for the following PFD display
information:
. .
q
IRS DADC Flight Director

All Comparison Monitor Annunciations Radio Altitude Distance Display Vertical Deviation Display Active
. . .
q
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O RA
.55M
DTRK --FMS 1
r3
1
.4 i
F
1
1 2 3
IRS Test Mode Indications Figure 211
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2.
D.
Navigation Display (ND) Formats The navigation display is comprised of the following three display modes: c
q
Map Mode Compass (COMP) Mode

Plan Mode
The above modes are selected by the crew via the on-side display controller. The following paragraphs contain specific descriptions of each NAV display mode. (1) Navigation Display - General (a) Static AirTemp (SAT), True Airspeed (TAS), and Groundspeed (GSPD) Displays - The SAT, TAS, and GSPD digital readouts appear in all three of the above listed NAV display formats. The data is positionally stable in the MAP, COMP, and PLAN modes. This data is displayed in the extreme lower right-hand corner of the ND. In each case, the data is labeled in dim white and the actual value is displayed in bright white. Data for SAT and TAS comes from the selected DADC source and GSPD comes from the selected ND FMS source. (b) Weather Radar (WX) Mode Annunciations - Weather radar mode annunciations appear in the MAP, COMP, and PLAN modes. The data is positionally stable in all three ND modes. This data is displayed in the extreme lower left corner of the ND. Available modes for the P-800 Weather Radar Svstem are as follows: WX STBY WX GMAP TEST FAIL RCT GCR TGT TGT VAR WX (Amber) - WXR Off/WXR Fail (Green).- Standby Mode (Green) - Weather Mode (Green) - Ground Map Mode (Green) - Test Mode (Amber) - Test Mode Failed Annunciation (Green) - REACT Mode (Amber) - Ground Clutter Reduction Mode (Green) - Target Alert On (Amber) - Target Alert Active (Amber) - Variable Gain Mode (Flashing Amber) - ND is not in PLAN mode to display Test, Weather, or Ground Map
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Honeywell
##&f~.cE
Available modes for the P-870 Weather Radar System are as follows: WX-OFF
(Green) - P-870 RT Turned Off WX (Green) - Weather Mode WX (Amber) - WXR Interface Fail WX/T (Green) - Weather Mode with Turbulence GMAP (Green) - Ground Map Mode TEST (Green) - Test Mode FAIL (Amber) - WXR Failed Annunciation
RCT (Green) - REACT Mode GCR (Green) - Ground Clutter Reduction Mode TGT (Green) - Target Alert On TGT (Amber) - Target Alert Active
STBY (Green) - Standby Mode FSBY (Amber) - Forced Standby Mode WAIT (Amber) - RT Warmup Mode STAB (Amber) - Stabilization Off Indication VAR (Amber) - Variable Gain Mode W (Flashing Amber) - ND is not in PLAN mode to display Test, Weather, or Ground Map 2. D. (1) (c) Weather Radar Tilt Display - Weather radar tilt information is displayed in green on the bottom line of the WX mode annunciation box. The information is displayed in half-decwee increments for values between tlOO and one-d~gree increments for values greater than tlOO. The P-870 autotilt mode is indicated by an A following the digital value. (d) Weather Radar Fault Codes - When the amber FAIL annunciation is displayed (P-870 installations only) selection of the TEST mode causes P-870 fault codes to be displayed (amber) in place of the digital tilt data.
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2.
D.
(2) Map (MAP) Mode The map mode is comprised of the follow.ng functons: .
q
. . . .
q q
. . . . . .
q
120-Degree Compass Rose Digital Heading Readout Magnetic/True Annunciation Heading Bug with Digital Readout Actual Track Line Wind Display in Vector or X-Y Formats FMS 1/2 Source Annunciation Bearing Pointers Circle/Diamond Bearina Pointer Source Annunciation Flight-Management System (FMS) Mode Annunciations FMS Waypoint, Airport, and Navaid Display Provisions FMS Desired Track Lines Map/Weather Radar Range Rings Joystick Slewable Waypoints Vertical Profile Presentation Weather Radar Display
(a) Aircraft Symbol - The white aircraft symbol provides a visual cue to aircraft position relative to actual heading and selected heading. (b) Actual Track Vector - Actual track from the IRS is displayed from the nose of the aircraft symbol to the map lubber line as a magenta, dashed line. The selected IRS source provides this
data (Figure 212). - The displayed that compass is divided rose into consists 5-degree of an
(c)
Heading expanded increments rotates heading
Display
120-degree
arc
and labeled every 30 degrees. The compass rose about the stationary aircraft symbol to provide actual information. The compass indices and labels are
displayed
in white. The display is augmented with a white digital readout of actual heading above the compass lubber-line (Figure 212).
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HEADING 1
WAY~~INT WAYPOINT= 7 MAG/TRU \ FMsM:: \
00 TRU
Y
FMS1
FMS ~ ALERT MESSAGES
SELECTEI HEAD ING

BEAR ING POINTERS \
WIND-
HALF RANGE LABEL/DATA
-BEARING SOURCES
i M%%E BOX
HDG 315
o ADF 1 @OR2 SAT 56 r TAS 234 GSPD 345 -
-Wx
VAR GCR
Map
Mode Figure
Format 212
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or
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disclosure
of information
on this page is subjecl
to the restrictions
2.
D.
(2)
(d) Heading MAG/TRU Annunciations - The heading source for this display is the same IRS source which drives the on-side PFD. The MAG/TRU reference label is not displayed if the selected source is the normal on-side condition. For on-side true data, a white TRU is displayed to the right of the heading digital readout (Figure 212). Cross-side data is displayed in white as MAG or TRU with the side designator 1, 2, or 3 as appropriate. When the pilot and copilot source are the same, they are annunciated on both displays in amber. (e) Heading Bug with Readout - The notched magenta heading bug is positioned around the rotating heading dial by the heading select knob located on the flight guidance controller. A digital heading select readout of bug position is provided and located at the top of the WX mode annunciator box (lower left corner). This data is labeled with a white HDG. The digital readout is displayed in magenta corresponding to the heading bug color. The center of the heading select knob contains a button labeled SYNC. Selection of the SYNC button causes the heading bug to align with the current aircraft heading. (f) NAV Source Annunciations - Annunciation of which FMS is driving the displayed flight plan data is located in the upper righthand corner of the ND. The pilots source is FMS1 when his active navigation source is any SRN or FMS1. When FMS2 is selected as the active NAV source, the map source also becomes FMS2. The copilots map source is FMS2 when his active navigation source is any SRN or FMS2. When FMS1 is selected as the active NAV source, the map source also becomes FMS1. These selections are made through the display controller as shown in Figure 207. When the pilot and copilot map sources are the same, the source label is displayed on both NDs in amber. (9) Bearing Pointers with Annunciation - Each pilot can display up to two bearing pointers on the map arc simultaneously. The bearing pointers are distinguishable by shape (circle or diamond) and color (white or yellow). Each bearing pointer source is labeled and displayed in the lower right-hand corner of the HSI. The circle pointer is always displayed positionally above the diamond pointer. Bearing source selections are made using the display controller as shown in Figure 212.
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2.
D.
(2)
(h)
Wind
Display - The wind format is displayed in white in either a vector (Figure 212) or X-Y (Figure 213) component format as selected through the display controller. The wind display abeams the aircraft symbol to the left, above the heading select digital readout. This data is displayed from the selected ND FMS source.
(i) Range Rings - Range rings are displayed to aid in determining the position of radar returns and active flight plan parameters. The range ring boundary is the compass card arc and represents the select range on the weather radar controller. A half-range ring (arc) is provided and labeled with the half-range distance at each end of the arc (Figure 212). (j) Weather - Weather information from the radar is displayed on the map format, within the WX boundary (Figure 213.1), whenever at least one weather radar (side independent) controller has been turned on. With both WX controllers ON (STBY, TEST, WX, or GMAP modes selected), each pilot has independent control over alternate sweeps of the radar yielding independent weather display capability relative to range, tilt, and WX mode. With one WX controller ON and the other in the OFF position, the active controller selects weather radar modes and range data on both side map displays (slave-mode). Activation of the TEST, WX, or GMAP modes, with the aircraft on the ground, and the COMP or PLAN mode displayed on the ND, causes the mode annunciation to turn amber and flash. With the MAP mode display on the ND and the TEST, WX, orGMAP mode active, selecting the FPLN range on the WX controller removes the displayed radar returns and flashes the active radar mode annunciation in amber.
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Page 238 Aug 15/91
NAG/TRU
UIND COMPONENTS 0
looaMAG2i
Y FMS 1
*NAVAID
J!A~#D
AIRPORT H ID
4+ -AIRPORT
HDG 315
Ux
4
TIUS SAV12 / tlILEN FL41O -
JEJ?EJ?IICXJL
VAR GCR
SAT S6 TAS 234 GSPD 34s
Map Mode With Vertical Profile Figure 213
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6!%r5tE151
sm9cu TmsYsTm FLw 0000
c c
f
mo BS* FII!S1 Ffls2 VOR1 ADFt AUTO
?~
VOR2ADF2
VERT PROF
0
SET
ID UAYPT ID NAVAID
Bfi
&
ID AIRPT
WIND )(Y ~
FMS 1
UX DISPLAY -BOUNDARY
HALF RANGE LABEL/DATA
Mif%E BOX
Map Mode With Weather Radar Display Figure 213.1
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.-
MAINTENANCE
2.
D.
(2)
(k) Active F1ight Plan Waypoints (WPTS) - The active flight plan can be displayed on the MAP whenever the WPT selection has been made on the display controller (Figure 212). The pilot is given the choice of displaying the waypoints with or without ID 1abels. The flight plan WPTS are displayed in white with white connecting path line (DTRK). The TO WPT is always displayed in magenta (consistent with the FMS CDU) for a visual indication of the active flight plan leg. A maximum of 16 WPTS can be displayed on the MAP at any time.
(1)
Navaids - The FMS outputs data for the 10 (max) closest navaids to present position. These are displayed, when selected, in yellow using the standard vortac symbol (Figure 213). Navaids can be displayed with or without IDs as selected through the display controller.
(m) Airports - The FMS outputs data for the nine (max) closest airports to present position. These are displayed, when selected, in cyan using a circular symbol (Figure 213). Airports can be displayed with or without IDs as selected through the display controller. (n) Waypoint Annunciations - Track changes, both lateral and vertical, are given at the upper right-hand side of the MAP arc (Figure 212). The annunciations are displayed in white and labeled as follows: VERTALRT TRK CHG Vertical Track Change Lateral Track Change
These annunciations appear flashing for 5 seconds upon activation and remain steady for the duration of the mode. When coming out of the alert mode, the annunciation is boxed for 5 seconds. The OFFSET annunciation (Figure 212) is displayed below the TRK CHG annunciation whenever the lateral track offset mode has been selected on the FMS CDU. (o) Joystick - The aircraft installed joystick is used to move a cursor around on the MAP format. The cursor is a green diamond shape attached to a green dashed line which originates at the aircraft symbol. When the cursor is at the desired location, the enter button is depressed. This transmits the position data (LAT/LON) into the CDU scratchpad of the displayed FMS. This information can then be line selected into the active FMS flight plan. Selection of the clear pushbutton returns the joystick to the origin (i.e., hidden under aircraft symbol).
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2.
D.
(2)
(p)
Vertical Profile - The vertical profile mode allows the crew to view a portion of the flight plan in the vertical dimension. This mode is selected through the display controller (Figure 213). The previous discussion on waypoints apply. Navaids and airports are not displayed in the vertical profile area. The vertical profile display uses the symbols previously discussed in the lateral map section of this document. This display is limited to five symbols (maximum) to make the best use of the limited display area. These symbols include waypoints, top of climb (TOC), top of descent (TOD), and transition points. The display vertical dimension is altitude in feet. The vertical dimension is scaled to be t20,000 feet about the aircraft altitude. The lateral dimension is distance in miles and is scaled to be equivalent to the lateral MAP range. The altitude is identified further by type of follows: * FL300 FL300 FL300 FL300 Tv~e of Constraint At or Below At or Above At. Predicted
constraint as
The waypoint identifier is normally displayed in white to maintain consistency with the lateral flight plan. The TO waypoint is the exception in that it will-be displayed in magenta for consistency with lateral map and CDU. The waypoint altitude is displayed in cyan and is located below the appropriate waypoint. ~ TOC/TOD Waypoints - The TOC and TOD (top of climb/descent) waypoints are represented on the vertical profile display using a diamond symbol (Figure 214). Transition Point - A transition point is defined as a point that has no ident or altitude labels but is on the vertical path (Figure 214). Altitude Preselector - The altitude preselector is shown on the map as a horizontal green dashed line (Figure 214). This value corresponds to the value displayed above the altitude tape on the PFD.
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2.
D.
(2)
(p) ~
Holding Pattern - When a flight plan holding pattern is active, a hold annunciation will be displayed at the holding point on the profile. In this situation, the vertical map will be held static in the distance axis and updated in the altitude axis only. The racetrack pattern appears on the lateral map only.
(3) MAP Caution and Warning Displays (a) IRS Failures and F1ags - Failure of the displayed heading from the IRS is shown by removing the flight plan, bearing pointers, track line, and wind vectors from the display. The digital heading readout is replaced by amber dashes. Additionally, a red HDG FAIL label is displayed below the lubber line as shown in Figure 215. IRS test mode is shown with the label HDG TEST in the same location as the fail annunciation discussed above (Figure 216).
of the heading select signals (b) Headinu Select Failure - Failure . . will c~use the display to be replaced by amber-dashes with the heading bug removed from the display. This indication will also be given in the event of an invalid heading display (Figure 215).
ALTITUDE
/
PRESELECTOR TILLS
Wx
VAR GCR
TOC
--------mvT-
- . . +L 10
SAT
-
56
TAS 234 GSPD 345)

I
TRANSITION
POINT
Vertical Profile Symbols Figure 214
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FMS 1
50 \ HDG --Wx
\
50
+
0 ADF 1 O VOR2
SAT --TAS --GSPD ---
Map Caution/Warning Displays Figure 215
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Honeywell
Ft4S 1
:;W::ANCE
GULFSTREAM IV
as
345
NAV 1 23. 4DrI~
(
o-
L+ T-s
0-
VAU
IRS Test Mode Display

Figure 216
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2.
D.
(3)
(c) DADC Failures - DADC failures are indicated by replacing the SAT and TAS numerical values by amber dashes (Figure 215). (d) FMS Failure - A failure of the FMS removes plan waypoints, navaids, and airports from indication will also be given in the event heading display (Figure 215). The digital replaced by amber dashes. the active flight the display. This of an invalid GSPD window is
(e) Weather Radar Failure - A failure is shown by displaying an amber WX in the weather radar mode annunciation box (Figure 215). (f) EFIS Self-Test - This test is initiated through the on-side display controller TEST mode when airspeed is valid and less than 60 knots and the WOW switch is active. Selecting the EFIS
self-test shows the invalid flags for the following MAP display -parameters:
q q
. (4)
IRS DADC VERT TRK, TRK CHG Annunciations
Compass (COMP) Mode The COMP mode is comprised of the following functions (Figure 217): 360-Degree Compass Rose Digital Heading Readout q Magnetic/True Annunciation . Heading Bug with Digital Readout . Wind Display in Vector or X-Y Formats q Course Pointer/CDI with Digital Readout q Navigation Source Digital Distance Readout q Navigation Source Annunciation
q q q q
c
q q
To/From Indicator Bearing Pointers Circle/Diamond Bearing Pointer Source Annunciation
Vertical NAV Scale (GS/VNAV) NAV Preview Mode
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2.
D.
(4)
(a) Aircraft Symbol - The white aircraft symbol provides a visual cue to aircraft position relative to heading, selected heading, and selected course. (b) Heading Display - The displayed compass rose rotates through 360 degrees of aircraft heading, is marked in 5-degree increments, and is labeled every 30 degrees. The compass rose rotates about the stationary aircraft symbol to provide actual heading information. The compass indices and labels are displayed in white. The display is augmented with a white digital readout of actual heading above the compass lubber-line (Figure 217). (c) Heading MAG/TRU Annunciations - TheMAG/TRU annunciation operation and location is identical to the MAP mode (paragraph 2.D.(2)(d)) as previously discussed. (d) Heading Bug with Readout - The heading bug operation and identification is as previously discussed in the MAP mode (paragraph 2.D.(2)(e)). (e) Wind Display - The wind format is displayed in white in either an X-Y (Figure 217) or vector (Figure 218) format as selected through the display controller. The wind display abeams the aircraft symbol to the left, above the heading select digital readout. This data is displayed from the selected ND FMS source.
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Page 247 Aug-15/91
Honeywell !!!$C.CE
TO/FROM
DISTANCE J
NAV SOURCE >
CRS 000
BEAR ING POINTERS
H23.%;;
DME - HOLD
COURSE DEVIATION INDICATOR VERTICAL ~ NAV SOURCE VERTICAL % NAV SCALE
BEAR ING SOURCES
Compass Mode Display Format (COMP) Figure 217
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2.
D.
(4)
(f) Course Deviation, Course

deviation navigation bar represents
Pointer with Readout - The course the centerline of the selected
The aircraft symbol or localizer course. pictorially shows aircraft position in relation to the displayed deviation.
The course pointer is positioned around the rotating heading dial in one of two manners:
q
Course select knob located on the flight guidance controller for short range NAV (SRN) sources (i.e., NAV, ILS, MLS). Long range NAV (LRN) sources automatically select the desired track data for the active flight plan (i.e., FMS).
A digital readout corresponding to the pointer position is provided and located to the upper left of the compass rose. The data is labeled CRS for SRNS and DTRK for FMS. The pointer, deviation indicator, and digital readouts are green for SRN sources and cyan for FMS. The center of the course select knob contains a button labeled SYNC. Selection of the SYNC button causes the course pointer to align with the bearing of the selected NAV source causing the deviation bar to center. The SYNC mode is only operational when the displayed navigation source is VOR. (9) Distance Display - The distance display indicates the nautical miles to the selected DME station or FMS waypoint. The distance display is located to the upper right of the compass arc. The data is labeled DME (Figure 217) for SRN sources and NM (Figure 218) for FMS. The digital display color is consistent with the course select pointer (i.e., green for SRNS and cyan for FMS). DME hold is indicated with an amber H displayed adjacent to the distance readout. (h) NAV Source Annunciations - Annunciation of the navigation source is displayed in the upper right-hand corner of the compass rose directly above the distance readout. The crew has the ability to select all navigation sources available in any given installation through the display controller as shown in Figure 207 (note the PFD displayed NAV source is also the COMP mode displayed NAV source). The labels are normally displayed in white. When the pilot and copilot NAV sources are the same, they are annunciated on both displays in amber.
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2.
D.
(4)
(i) TO/FROM Indicator - A magenta arrow head appears in the center of the HSI, originating at the fixed aircraft symbol nose or
tail as appropriate. The arrow indicates whether the selected
course will take the aircraft TO or FROM the station or waypoint. The TO/FROM annunciator is not in view during localizer operation.
(j)
Bearing Pointers with Annunciation - Each pilot can display up to two bearing pointers on the compass arc simultaneously. The bearing pointers are distinguishable by shape (circle or diamond) and color (white or yellow). Each bearing pointer source is labeled and displayed in the lower right-hand corner of the HSI. The circle pointer is always displayed positionally above the diamond pointer. The sources available on each bearing pointer are selected through the display controller (Figure 217).
(k) Vertical Navigational Scale - The vertical navigation scale appears to the right of the compass rose (Figure 217). The pointer source is selected through the display controller. The vertical navigation source displayed is associated with the active lateral navigation source selected for display (i.e., glideslope with ILS, VNAV with FMS, etc.). The display format and operation is identical to the description already provided in paragraph 2.C.(1)(0).
(1) Waypoint Annunciations - Track changes, both lateral and vertical, are given at the upper right-hand side of the compass
rose (Figure 218). Directly below these annunciations is the track offset annunciation. These annunciations are displayed in white and labeled as follows: VERT ALRT TRK CHG OFFSET Vertical Track Change Lateral Track Change Track Offset Mode
These annunciations are active as previously discussed in paragraph 2.D.(2)(n).
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DTRK 000
FMS f 23.4 NM
FMS ALERT -MESSAGES
WIND
HDG 000
PREVIEWED / NAV
SOURCE
1
!:R
--.-
I i
--.
- -ii
GCR ----
r-
Lcw
CRS [ ----- ----330
NAV2; 23. --- 4DMEI A \
TAS 234
GSPD 345
Navigation
Preview (NAV) 218
Mode
Figure
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to the restrictions
2.
D.
(4)
(m) Navigation Preview Mode - The crew has the capability to preview other navigation sources simultaneously with the active This mode is selected through the display NAV source. 218. When active, a ghosted (dim controller as shown in Figure course/CDI is presented on the compass white-dashed lines) rose. Additionally, a preview mode annunciation box is brought mode box and the up on the display centered between the weather SAT/TAS and GSPD box. This box contains the previewed NAV source label, course select readout, and distance display. All previous discussion of these modes for the compass format apply with the exception of color. All preview mode associated displays follow the convention of using dim-white, dashed lines with dim-white digital readouts.
(5) COMP Caution and Warning Displays (a) IRS Failures and Flags - Failure of the displayed heading from the IRS is shown by removing the bearing pointers, course pointer/deviation bar, wind display, and TO/FROM indicator. The digital heading readout is replaced by amber dashes. Additionally, a red HDG FAIL label is displayed below the lubber line as shown in Figure 219.
lRS test mode is shown with the label HDG TEST in the same location as the fail annunciation discussed above (Figure 216).
(b) Heading Select Failure - Failure of the heading select signals will cause the digital display to be replaced by amber dashes with the heading bug removed from the display. This indication will also be gi~en in the event of an invalid heading display (Figure 219). (c) Course Select Fai1ure - Fai1ure of the course select signals will cause the digital display to be replaced bv amber dashes with the course pointer removed from the dispa~. Thi indication will also be given in the event of an inval d heading display or FMS source (Figure 219). (d) Course Deviation Failure - A failure of the course dev.ation indicator is shown by removing the deviation bar and dsplaying a red X through the deviation dots (Figure 220).
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Honeywell #&$~.cE
CRS
NAV 1 23. 4DME
0 0
o 0
I-IDG ---
,Q s \\ \\ \ 0
+
() ADF 1 @/0R2 SAT - 56 TAS 234 GSPD --
Wx VAR GCR
Compass Caution/Warning Displays (IRS)

Figure 219
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Page 253 Aug 15/91
M#JJJHJANCE
Honeywell ...~.~.
CRS 000
IL!
P1
NAV 1 ----DME
\,\\\
\\ s 33
HDG 000 Wx
SAT TAS -- GSPD 345
Compass
Caution/Warning
Displays
(Mist)
Figure 220
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Page 254 Aug 15/91
2.
D.
(5)
(e) Distance Display Failures - Failure of either the DME or FMS distance signals is indicated by replacing the digital distance value with amber dashes (Figure 220). (f) Vertical Navigation Scale - A failure of the source driving the vertical navigation scale is shown by removing the deviation pointer and displaying a red X through the deviation dots as shown in Figure 220. (g) DADC Failures, Weather Radar Failures - The same indications are given as previously described in the MAP mode (paragraph 2.D.(3)(c)). (h) Previewed NAV Source Failure - A failure of the previewed NAV source is shown in the same manner as the active NAV source failure previously discussed. A red, dashed X is displayed through the deviation scale to preserve the ghosted image of the preview symbology. EFIS Self-Test - This test is initiated through the on-side display controller TEST mode when airspeed is valid and less than 60 knots and the WOW switch is active. Selecting the EFIS self-test shows the invalid flags for the following compass display parameters:
q q
(i)
c . .
IRS DADC VERT TRK, TRK CHG Annunciations Distance Display Vertical Deviation Display
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this
255
page k
Aug 15/91
subject to the restrictions on the title page of this document,
Honeywell !!!#&#r.cE
2. D. (6) Plan (PLAN) Mode The PLAN mode is comprised of the following functions: .
q
True North-Up Map Presentation Heading Source Annunciation . Wind Display in Head/Tail and Left/Right Components q FMS 1/2 Source Annunciation . Flight Plan Range Ring . FMS Waypoint Annunciations q FMS Waypoint, Airport, and Navaid Display Provisions q FMS Desired Track Lines . Flight Plan Scroll (a) Aircraft Symbol - The green aircraft symbol moves about the display area as a function of present position. The aircraft symbol provides a visual cue as to the actual aircraft position in relation to true north and the active flight plan. (b) Heading Display - In this display format, the heading presentation is fixed at true north-up as shown by the white north-up arrow ~n the upper right corner of the display adjacent to the FMS source (Figure 221). This is the only heading indicat on given in the plan mode. (c) Wind Display - The wind format is displayed in white using head or tail wind and left or right cross-wind labels with the associated magnitude (Figure 221). The left/right components are displayed positionally above the head/tail components at all times. The symbols used are defined as follows: LABEL H-10 T-10 R-10 L-10 DEFINITION Head wind of 10 knots Tail wind of 10 knots Right cross-wind of 10 knots Left cross-wind of 10 knots
(d) NAV Source Annunciations - NAV Source annunciation functions are identical to the MAP mode source annunciations previously discussed in paragraph 2.D.(2)(f).
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rml
WIND COMPONENTS
NORTH-UP ~INDICATOR
FtlS sol !CE
o
+MILEN
KBNL
w y
MS ALERT MESSAGES
VERT ALRT TRK CHG OFFSET
L-4 T-5
25
25
KNBC
2 /
PLAN MODE POSITION
-wX VAR GCR
- 56
KLHU
TAS 234 GSPD 345
Plan
Mode
Display
Format
(PLAN) Figure 221
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Use or disclosure
of reformation
2.
D.
(6)
(e)
Range Ring - A range circle is displayed to aid in determining the position of the active flight plan parameters. The circle corresponds to half the selected range on the weather radar controller. The circle is labeled on both sides with the halfrange data.
(f) Active F1ight Plan Waypoints (WAYPT) - The active flight plan can be displayed in the plan mode whenever the WAYPT selection has been made on the display controller (Figure 221). The pilot is given the choice of displaying the waypoints with or without ID labels. The flight plan waypoints are displayed in white with a white connecting path line (DTRK). The TO waypoint is always displayed in magenta (consistent with the FMS CDU) for a visual indication of the active flight plan leg. A maximum of 16 waypoints can be displayed on the MAP at any time. (g) Navaids - The FMS outputs data for the 10 (max) closest navaids to present position. These are displayed, when selected, in yellow using the standard vortac symbol (Figure 221). Navaids can be displayed with or without IDs as selected through the display controller. (h) Airports - The FMS outputs data for the nine (max) closest airports to present position. These are displayed, when selected, in cyan using a circular symbol (Figure 221). Airports can be displayed with or without IDs as selected through the display controller. (i) Waypoint Annunciations - Track changes, both lateral and vertical, are given at the upper right-hand side of the plan range ring (Figure 221). Directly below these annunciations is the track offset annunciation. The annunciations are displayed in white and labeled as follows: VERT ALRT TRK CHG OFFSET - Vertical Track Change - Lateral Track Change - Track Offset Mode
These annunciations are active as previously discussed in paragraph 2.D.(2)(n). (j) Joystick - Joystick operation is as previously discussed in paragraph 2.D.(2)(0). The one difference is that the joystick cursor remains fixed in the center of the display and the active flight plan is moved about this point with the joystick.
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Page 258 Aug 15/91
2.
D.
(6)
(k)
F1ight Plan Scroll Mode - Once a flight plan has been selected for display, the crew can then scroll through the entire flight plan using the FPLN SCROLL buttons on the display controller (Figure 221). Selection of the scroll FORE allows the pilot to move the waypoints of the active flight plan one at a time through the center of the plan range ring in the forward (origin to destination) direction. Selection of the scroll BACK allows the pilot to move the waypoints of the active flight plan one at a time through the center of the plan range ring in the backward (destination to origin) direction. The maximum number of waypoints that can be displayed at one time is limited to 16. The 16-waypoint window for scrolling purposes is made up of the past three FROM waypoints and the TO through the TO+12 waypoints. The scroll window and selected range will determine the number of waypoints that will be displayed while scrolling the flight plan.
(7)
PLAN Caution and Warning Displays (a) IRS Failures and Flags - Failure of the displayed heading is shown by removing the active flight plan and wind display and displaying, in red, the label HDG FAIL at the top center of the plan range ring (Figure 222). IRS test mode is shown with the label HDG TEST
location Figure as 216). the fail annunciation discussed in above the same (see
(b)
FMS Failure - A failure of the FMS removes the active flight plan, navaids, and airports from the display. This indication will also be given in the event of an invalid heading display
(Figure dashes. 222). The digital GPSD window is replaced by amber
(c) DADC Failures, Weather Radar Failures - The same indications are given as previously described in the MAP mode (paragraph 2.D.(3)(c)). (d) EFIS Self-Test - This test is initiated through the on-side display controller TEST mode when airspeed is valid and less than 60 knots and the WOW switch is active. Selecting the EFIS self test shows the invalid flags for the following plan display parameters: .
q
IRS DADC VERT TRK, TRK CHG Annunciations
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Page 259 Aug 15/91
N I HDG FAIL
FMS1
25
25
r
SAT --TAS
I --I GSPD
I
Plan Mode Caution/Warning Displays Figure 222
---
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of thts document.
2.
E.
Engine
(ENG)
Display
The ENG display is comprised of the following functions (Figure 223):

q q q q q
Analog EPR Scales with Digital Readout FMS (PZ) Computed EPR Limit/Target Bugs FMS (PZ) Target Bug Digital Readout FMS Source/EPR Mode Annunciations Manual EPR Limit Set Capability Analog TGT Scales with Digital Readout Abnormal TGT Range Indication Analog LP Scales with Digital Readout LP SYNC Annunciation LP Anti-Ice Annunciations Abnormal LP Range Indication Analog HP Scales with Digital Readout HP SYNC Annunciation Annunciation of Start Valve Open [SVO) Annunciations of Ignition (IGN) Abnormal HP Range Indication Analog FF Scales with Digital Readout Fuel Flow Valve Status Indications Digital Readouts of Oil Pressure Oil Pressure Warning Indications Digital Readouts of Oil Temperature Oil Temperature Warning Indications Digital Readouts of Engine Vibration Monitor (EVM) LP Digital Readouts of Engine Vibration Monitor (EVM) HP Digital Readout of Digital Readout of COMB/FLT Hydraulic Digital Readout of Digital Readout of Combined Hydraulic Pressure Flight Hydraulic Pressure Pressure Valve Status Indications Auxiliary Hydraulic Pressure Utility Hydraulic Pressure
q q
q s q q
q q q q q
q q
q q q q
q q
q q q q q
q q q q q
Digital Readout of Engine Temperature Engine Fuel Temperature Warning Indications Digital Readouts of Fuel Quantity, Left, Right, and Total Digital Readout of Combined Hydraulic Pressure Fuel Quantity Low Indication
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Page 261 Aug 15/91
2.
E.
(1)
Engine
Instruments
- General
The configuration of the GIV system includes two DA-884 Data Acquisition Units (DAU) which receive signals from the engine sensors for display on the engine and CAS (paragraph 2.F.) displays. DAU 1 is tied to the left engine sensors and DAU 2 is tied to the right engine sensors. Additionally, each DAU has two channels (A and B) that are completely independent from one another. Each channel within a particular DAU is performing the same computations on the same engine parameters. The pilot has the ability to display data from one channel at a time from each DAU. The selection between the two channels is accomplished through the display controller (Figure 223). This is the crews means of reversion in the event that the displayed DAU channel fails. The primary engine instruments reside on the left two thirds of the engine display format. This area is divided into five rows of engine gauges as follows: Engine Pressure Ratio (EPR) Turbine Gas Temperature (TGT) . Low Pressure Tach (LP) . High Pressure Tach (HP) q Fuel Flow (FF)
q
Each engine gauge is a 225-degree arc with moving pointer and fixed current value window located above the pointer rotation point. Each engine gauge type is labeled in white between the left and right gauges as shown in Figure 223. The secondary engine parameters are displayed digitally in the remaining one-third of the display format. The parameters which comprise the secondary engine parameter display are:
q q q q q q q q q q
Oil Pressure Oil Temperature Engine Vibration Monitor (EVM) - LP Engine Vibration Monitor (EVM) - HP Combined Hydraulic Pressure Flight Hydraulic Pressure Utility Hydraulic Pressure Auxiliary Hydraulic Pressure Engine Fuel Temperature Fuel Quantity
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2.
E.
(2)
Primary Engine Instruments (a)

Engine display 0.85 Pressure format Ratio the (Figure (EPR) top row 223). Display
- The EPR instruments

the primary boundaries engine range from
(left/right) are
of scales on The EPR arc
The scale is marked every 0.1 EPR EPRto 2.00 EPR. starting from 0.9 and going to 2.00. The 0.85, 1.0, 1.5, and 2.0 tick marks are highlighted with a longer tick. The white EPR current value corresponds to the pointer position on the scale and is readable to a 0.01 EPR resolution. If the actual data goes below 0.85, the pointer remains stationary at the lower limit and the digits show actual EPR value. If the
actual the data goes above and the 2.00, digits the pointer the remains actual stationary EPR value. at
The EPR arc, scale markings, current value window, and pointer are white.
upper limit show
(b)
Engine Pressure Ratio Transmitter (EPRT) Interface - Engine pressure ratio (EPR) is displayed on the engine display (DU No. 3) and on the standby engine instrument panel (Figure 224). The EPRT provides an indication of engine power in the form of the ratio of engine fan duct total pressure to intake total pressure. Engine fan duct pressure is received pneumatically from the on-side engine. Total pressure is received from the on-side AZ-81O Digital Air Data Computer (DADC) via ARINC 429. Cross-side DADC is used if the on-side is invalid. To compensate for variations in the actual thrust
versus trim EPR plug of to different input select Rolls is Royce provided. appropriate Tay engines, This for allows each a seven-wire the engine. engine discrete
The trim plug input is read by the EPRT during power-up initialization and is used by its software to trim the computed EPR. The computed EPR is transmitted out, over two redundant low-speed ARINC 429 buses, to the DA-884 Data Acquisition Unit (DAU) and to the standby engine instrument signal conditioner. The DAU reads the information off of ARINC 429 and retransmits it on ASCB for the display system to read.
technician a trim
(c)
EPR Limit/Target Source Annunciation - The FMS source for the limit (except manual limit) and target is annunciated above the EPR label on the engine display format (Figure 223). The source is always the PFD commanded (priority) side FMS. This information is also displayed on the TRS menu of the display controller.
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2.
E.
(2)
(d)
FMS (PZ) EPR Limit Annunciation and Tickmark - EPR 1imit modes are selected on the main TRS menu of the display controller. The annunciation is displayed in white directly below the EPR scale label. A white, enh~nced, tickmark is d~splayed along the EPR scale in correspondence with the EPR limit mode selected (Figure 225). The available FMS limit modes are as
follows: Limit
Mode
Annunciation TO GA CLB CRZ MCT
Takeoff Go-Around Climb Cruise Max Continuous
(e) Manual EPR Limit Annunciation - The FMS calculated limits may be overridden by selecting the second page of the TRS menu and manually dialing an EPR limit value. The symbology is as discussed above for the limit marking on the scale. A MAN annunciation is displayed in white in the same location as the
FMS (f) limit annunciation (Figure 226).
Bug and Digital Readout - The FMS-PZ calCU1ates a EPR Target target bug based on the selected EPR limit mode. This bug is displayed on the EPR scale in green (Figure 225) corresponding positionally to the green digital readout above each EPR current value window. Generally, there is not a mode annunciation given for the target bug since the target corresponds to the selected limit mode. FLEX mode is the one exception. When FLEX mode is selected, takeoff (TO) is the displayed limit mode, and a green FLEX mode annunciation is displayed below the TO annunciation. The green bug is positioned at the FLEX mode value.
(g) Turbine Gas Temperature (TGT) Display - The TGT instruments form the second row of scales on the primary engine instrument display (Figure 223). The TGT arc is banded with white, amber, and red colors to indicate normal, caution, and warning ranges respectively on the arc. The arc boundaries range nonlinearly fromO C to 1000 C. A set point tick mark is displayed at the 785 C point on the arc. The color band definition for TGT is as follows: WHITE AMBER RED O C< 715 OCS 800 C< TGT TGT TGT < 715 C < 800 C < 1000 C
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The TGT
the at actual the value.
current value corresponds to the pointer scale and is readable to a 1.0 C resolution. data upper goes arc above limit 1000 and C, the the digits pointer show the
position
on
If the
stationary TGT actual
remains
TGT
and the
exceedance band region to TGT current arc
(amber/red twice digital color. the
regions) normal value
is width
shown and
by
growing the to color
the pointer match
colored
changing
(normally
white)
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Page 265 Aug 15/91
EPR
RED BAND%
TGT
AIM&;R_ wtsr; .
LP
A:::~ SYNC / LP * SYNCHED START/ VALVE IGNIT /ON
HP
FF
pj
mo,
Format 223
Engine
instrument Display (SENSOR) Figure
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.
9J1B 30 31
A2-S1ODADC NO. 1
H ARINC429 OUTPUTNO 3 [ L
ARINC 429 OUTPUTNO H 4 ( L
32 33
1
136J1A
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ARINC 429
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CROSS-SIDE ARINC 429
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EPROUTPUT NO 1 ARINC 429
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EPROUTPUT NO 2 ARINC429 -
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STANDBYENGINE INSTRUMENTS SIGNAL CONDITIONER
CROSS SIDE DADC ARINC 42S (
H L
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H EPR OUTPUT NO 1 ARINC 429 ( L
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PRIMARY BUS
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H EPR OUTPUT NO 2 ARINC 429 ( L
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OUTPUT NO 3
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H
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C9J1B 30 31 137J1A 8 9L 4
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ARINC 429 OUTPUT NO 4 ( L
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( H : )<=> P I
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ALTERNATE No SGIDU BUS
L J-
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H4 ASCB CHANNEL B ( L6
P
)
137J1B
ARINC 429
NJ
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AD 21367
EnciinePressure Ratio
Transmitter Interface Figure 224 Diagram
267/268
Use or disclosure of
Informallon
on
Ihm page is subject 10 the restrictions on the Mle page of this document.
EPR TARGET r BUG
EPR > TARGET
EPR LIMIT ~BUG
OIL
PRESS
p4
OIL mm ~] -I HYD COMB ml
m{
TEMP EVM LP~l HPl~] PRESS FLT plmq
ENG FUEL mm FUEL
TEMP QTY
&
50:
Engine
instrument
Display
Format
(TRS) Figure 225
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2.
E.
(2)
(h)
Low Pressure (LP) Tach Display - The LP instruments comprise the center row of gauges on the primary engine display (Figure 223). The LP arc is banded with white and red colors to indicate the normal and warning ranges respectively on the arc. The arc boundaries range nonlinearly from O%RPM to 110% RPM. The color range definition for LP is as follows: WHITE RED The LP
scale
O%RPM 95.5% RPM
s ~
LP LP
< <
95.5% RPM 110% RPM

position on the
If the actual data goes above 110% RPM, the pointer remains stationary at the upper arc limit and the digits shown the actual LP value. LP exceedance (red region) is shown by growing the red band to twice the normal width and changing the pointer and digital LP value color (normally white) to match the arc region color. (i) Anti-Ice (A/1) Annunciator - This annunciation is displayed in green above the LP digital readout windows. The annunciation label isA/I (Figure 223). (j) LP Synchronization (SYNC) Annunciator - If the crew chooses to sync the engines using LP, a SYNC annunciation is displayed in green directly below the LP scale label (Figure 223). High Pressure (HP) Tach Display - The HP instruments form the fourth row of gauges on the primary engine display (Figure 223). The HP arc is banded with red, white, amber, and red colors to show the low end warning, normal, high end caution, and high end warning ranges on the arc. The arc boundaries range nonlinearly between O% RPM to 110% RPM. The color range definition for HP is as follows: RED WHITE AMBER RED O%RPM 46.7% RPM 97.5% RPM 99.7% RPM s ~ s g HP HP HP HP < < < < 46.7% RPM 97.5% RPM 99.7% RPM 110% RPM
actual value corresponds and is readable to a 0.1%
to the pointer RPM resolution.
(k)
The HP current value corresponds to the pointer position on the scale and is readable to a 0.1% RPM resolution. If the actual
data upper goes arc above limit 110% and RPM, the the pointer remains stationary at the digits
shown the actual HP value.
HP exceedance (amber and red region) is shown by growing the colored band to twice the normal width and changing the pointer and digital HP value (normally white) color to match the arc region color.
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2.
E.
(2)
(1)
Start Valve Open (SVO) Annunciation - The SVO annunciation is located adjacent (outboard side) to the HP scales as shown in Figure 223. When the start valve is open, the SVO label color is determined by the following logic: Condition HP < 42% HP ~ 42% Color 61ue Flashing Amber
(m)
Ignition (IGN) Annunciation - The green IGN annunciation is located positionally below the SVO annunciation (Figure 223). This label is displayed whenever the igniters are active. HP Synchronization (SYNC) Annunciator - If the crew chooses to sync the engines using HP, a SYNC annunciation is displayed in green directly below the HP scale label (Figure 225). Fuel Flow (FF) Display - The FF instruments comprise the bottom row of gauges on the primary engine display (Figure 223). The FF arc boundaries range between 250 PPH (pounds per hour) to 8000 PPH. The digital readout window is located directly above the pointer rotation point. The white FF actual value corresponds to the pointer position on the scale and is readable to a 1O-PPH resolution. If the actual data goes below 250 PPH, the pointer remains stationary at the lower limit and the digits show actual FF value. If the actual data goes above 8000 PPH, the pointer remains stationary at the upper limit and the digits shown the actual FF value. The FF arc, scale markings, current value window, and pointer are white. Fuel Flow Valve Status Indications - When the fuel flow valves are in the closed position, amber cross-hatching is displayed within the FF digital readout window (Figure 226). When the fuel flow valves are in transit, amber dashes are displayed
within the FF digital readout window. The pointer remains displayed to distinguish this condition from the invalid data condition (paragraph 2.E. (4)).
(n)
(o)
(p)
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MAINTENANCE
Honeywell %!!!~b.
2. E. (3) Secondary Engine Instruments
(a) Engine Oil Pressure (OIL PRESS) Display - The engine oil pressure is displayed digitally in white in the first row of the secondary engine parameters (Figure 223). The resolution of the readout is 1 PSI. The display digits change color as a function of oil pressure as defined below:
RED AMBER WHITE (b)

Engine Oil temperature
O 16 30
PSI < PSI ~ PSI ~
OIL PRESS OIL PRESS OIL PRESS
< <
16 PSI 30 PSI
in white in the second row of the secondary engine parameter display (Figure 223). The resolution of the digital readout is 1 C. The display digits change color as a function of oil temperature as defined below: RED AMBER WHITE AMBER RED -40 -30 105 120 C C C C < ~ < < OILTEMP OIL TEMP OIL TEMP OIL TEMP OIL TEMP < < < < -40 -30 105 120 C C C C
Temperature (OIL TEMP) is displayed digitally
Display
- The
engine
oil
(c)
Engine Vibration Monitor (EVM) Display - The EVM displays (Figure 223) consists of two sets of windows (row 3 and 4) labeled LP and HP respectively. EVM is displayed digitally in white to a 0.01 IPS resolution. Combined Hydraulic Pressure (FLT HYD PRESS) - The COMB HYD PRESS digital readout is the left-most display in the fifth row COMB of the secondary engine parameter display (Figure 223). HYD PRESS is displayed digitally in white to a 1OO-PSI resolution. F1ight Hydraulic Pressure (FLT HYD PRESS) - The FLT HYD PRESS digital readout is located right of the COMB HYD PRESS display
in the fifth 223). row of the secondary engine parameter display
(d)
(e)
HYD PRESS is displayed digitally in white to a 1OO-PSI resolution.

(Figure FLT
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G G
Svo
OIL PRESS D ml OIL TEMP

EVM
COMB
W
l-l
VA~~E IN< TRANSIT IGN
LT AUX -1
FLT PRESS VALVE CLOSED
ENG FUEL TEMP mm

FUEL CITY
FF VALVE CLOSED
&
Fuel Flow/Hydraulic Pressure Valve Symbology (TRS-MAN) Figure 226
50:
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Use or disclosure Of information on this page is subject to the restritilons on the title page of this document.
Page 273 Aug 15/91
2.
E.
(3)
(f)
COMB/FLT Hydraulic Pressure Valve Status Indications - When the COMB/FLT HYD PRESS valves are in the closed position, amber cross-hatching is displayed within the appropriate hydraulic pressure digital readout window (Figure 226). When the COMB/FLT HYD PRESS valves are in transit, amber dashes are displayed within the appropriate hydraulic pressure digital readout window. Utility Hydraulic pressure (UTIL HYD pRESS) - The UTIL HYD PRESS digital readout is the left-most display in the sixth row of the secondary engine parameter display (Figure 223). UTIL HYD PRESS is displayed digitally in white to a 100 PSI
resolution.
(9)
(h) Auxiliary Hydraulic Pressure (AUX HYD PRESS) - The AUX HYD PRESS digital readout is located right of the UTIL HYD PRESS display in the fifth row of the secondary engine parameter display (Figure 223). AUX HYD PRESS is displayed digitally in white to a 1OO-PSI resolution.
(i)
Engine Fuel Temperature (ENG FUEL TEMP) Display - The ENG FUEL TEMP is displayed digitally in white in the seventh row of the secondary engine parameter display (Figure 223). The resolution of the digital readout is 1 C. The display digits change color as a function of oil temperature as defined below: RED WHITE AMBER RED -40 C s 90 C s 120 C s FUEL FUEL FUEL FUEL TEMP TEMP TEMP TEMP < < < -40 C 90 c 120 C
(j)
Fuel Quantity (FUEL QTY) - This FUEL QTY display (Figure 223) consists of three digital windows comprising rows 8 and 9. Two wi;ows (row 9) corresponds to the fuel quantity in each (L/R)
The third window (row 8) is a running total (T) of the fuelquantity from both tanks. All three digital displays are white (normal) and readable to a 50-pound resolution. The display digits go to amber when a fuel level low indication is received. The total window turns amber only if both sides indicate fuel level low.
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Honeywell f~~~~vc
2. E. (4)
Engine Instruments Failure Unit Indications (DAU) Failure -
(a)
Data
Acquisition on the
A DAU failure is
by removing the data Additionally, dashes. The consists dashes. 1) the current failure of Figure 227
indicated
primary
engine
display
pointers from all the arc value digits are replaced indication replacing shows the on the the secondary digital
displays. with amber engine with single
display amber DAU (No.
readout
indication
for a
channel
failure. of a
(b)
Engine
Sensor/Interface
Failure
- The
failure
indication
particular
sensor or interface is a subset of the DAU failure previously discussed. The difference is that the failure indication is shown only on the affected parameter as appropriate (Figure 227).
(c)
Display Controller Failure - In the event of a dual display controller failure, EPR mode annunciations and command/limit bugs are removed from the EPR scale and the EPR target digital readout is replaced with amber dashes (Figure 227). Bus Controller Failures - In the event the three bus controllers fail the indication given would be that of a dual display controller failure and a dual DAU failure as previously discussed. FMS Failure - Failure of the PFD commanded FMS-PZ causes the command bug to be removed from the display with the corresponding digital readout replaced with amber dashes. FMS calculated limit tickmark and mode annunciations are also removed from the display. EICAS Self-Test - This test is initiated through either display TEST mode when airspeed is valid and less than 60 knots and the WOW switch is active. Selecting the EICAS selftest gives the following indications on the engine display:
controller
q
(d)
(e)
(f)
DAU lA-lB Failure DAU 2A-2B Over-Range Indication - TGT - LP - HP - Oil Temperature - Engine Fuel Temperature Fuel Quantity Low Indication A/I, IGN, and SVO Annunciations
. .
The above indications are also given on the system pages (refer to paragraph 2.G.) as appropriate.
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Page 275 Aug 15/91
Honeywell !!!!!!5.
-----
OIL OIL
em
PRESS TEMP
EVM
HYD COMB UTIL c1 :NG
PRESS FLT AU)( l-mm-l
FUEL FUEL
T
TEMP QTY
FF
Engine
Instrument
Display Failure Figure 227
Indications
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Page 276 Aug 15/91
2.
F.
Crew
Alerting
System
(CAS)
Display
The crew alerting system (Figure 228) is comprised of the following functions:
q
.
q
.
q q
23 Message Lines Max 18 Characters Per Line Max 1 Message Status Line CAS Display Declutter Via Scroll Buttons Master Caution Button Acknowledgement of Messages CAS Computed Messages
(1) CAS Display - General The G-IV system is configured with two FC-880 Fault Warning Computers (FWC) which receive warning, caution, and advisory signals from various subsystems in the aircraft. Each FWC is performing the same computations on identical signal inputs. The selection between which FWC is displayed is accomplished through the DC-884 Display Controller (Figure 228). This is the crews means of reversion in the event of a FWC failure. The CAS display unit is located positionally under the engine display. The CAS format comprises the left-hand one-third of the and displayed priority usable display space. The color convention
for messages on the CAS display is defined as follows:
RED - Warnings (Top message Stack) AMBER - Cautions (Middle Message Stack) BLUE - Advisories (Bottom Message Stack) . Master Warning/Caution Panel - The main crew interface with the CAS display is through the warning/caution panel mounted in front of each pilot on the instrument panel. This panel is shown in Figure 229. Each annunciator shown is also a push to select switch. The upper left annunciator/switch is the red warning/message acknowledgement pushbutton. Below this switch is the amber warning/message acknowledgement pushbutton. The upper right button, labeled with amber UP, is the message scroll up pushbutton. The lower right button, labeled with an amber DN, is the message scroll down pushbutton. Each annunciator and pushbutton function will be discussed in later paragraphs.
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Page 277 Aug 15/91
Honeywell !!!!L!!!%H.CE
CABIN PRESSURE LOW BAGGAGE DOOR L-R FUEL PRES LOW AOA HEAT 2 FAIL L-R AIL HYD OFF L-R PITOT HT FAIL BATT 1-2 CHGR FAIL L-R AC POWER FAIL ICE DETECTED TAT PROBE HT FAIL TONE GEN FAIL VOICE REC FAIL FLIGHT REC FAIL AC EXT POWER DC EXT POWER VHF COMM 1-2 FAIL ISOLATION VLV OPEN SERVICE DOORS L OIL FILT BPASS R COWL A/I E BATT 1 FAIL APU ALT OFF CPL DATA INVALID I1r J3$ L AMBER
MESSAGE STATUS ~BLUE MESSAGE STATUS
Crew
Alerting
System Figure
(CAS) 228
Display
Format
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iMASTER I WARN I
1 I I ~ I I
I I I I I I
WARN VHIBIT
CAS SCROLL
ON
J
u
UP
I 1
n]
AP
OFFI
uV
I DN I I [ I
I
d
I I I I I 1 I I I 1
1
Master
Warning/Caution Figure 229
Panel
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Page 279 Aug 15/91
Honeywell !#!#r.cE
2. F. (2) CAS Messages and Controls Tables 202, 203, and 204 show the Phase II messacielist. with the source and the type of input to the source. The-following is an
example of how to use Tables 202, 203, or 204. Tvs)e WSP 15, BIT 15 *28/o
Messaqe L-R Fuel Filter enable CAS on the DAU 1,2
Source JIB-24 operation FILTER to be displayed, DAU
*Message For 28 V the
state/normal L FUEL state)
message enable
1 must
have bit 15
(message
of WSP15 transmit
ASCB. The FWC ASCII code for

DU 3 or
on JIB-24 and then DAU 1 will set upon recognizing this bit set will this message message over
ASCB
to
the
SG in the
displaying CAS on INHIBIT function. (a) Warning
4.
This
is not
included
(Red) Messages - The available red messages are listed in Table 202. When a red message becomes active the following indications are given: red message displayed flashing on the CAS display red message aural alert is sounded red annunciator on the master warn panel is lit
. . .
When the red annunciator/pushbutton is selected on the master warning panel, the red annunciator is extinguished and the red message is displayed steady on the CAS display. If there are red messages already on the CAS display when a new red message becomes active, the new message is put at the top of the red message stack. Acknowledged messages are removed from the CAS display when the condition causing the message is remedied.
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on
the title
Page 280 Aug 15/91
page
of this document.
Message
Source
Type
ACFT CONFIGURATION AFT EQUIP HOT APU FIRE BAGGAGE DOOR CABIN PRESSURE LOW CABIN DFRN - 9.8 CHECK PFD DAU 1-2 MISCMP-MSG ENG FIRE LOOP ALRT FLAME DETECT GND SPOILER L-R ENGINE HOT L-R FUEL FILTER L-R FUEL PRESS LOW L-R PYLON HOT L-R REV UNLOCK L-ROIL PRES LOW MAIN DOOR SMOKE DETECT 1 A9 2 A
Messa e enable
FWC DAU DAU DAU DAU DAU FWC FWC DAU DAU DAU DAU DAU DAU DAU DAU DAU DAU DAU
1 1 2 1 1 1 2 2 1,2 1,2 1,2 1,2 1,2 1,2 t 1
J1B-10 JIB-48 WSP JIB-47 WSP JIB-58 WSP JIB-20 WSP JIB-70 WSP CALCULATED CALCULATED JIB-69 WSP JIB-31 WSP JIB-55 WSP JIB-13 WSP JIB-24 WSP J1B-10 WSP JIB-12 WSP JIB-9 WSP JIB-14 WSP JIB-20 WSP JIB-31 WSP
operation.
17, 17, 18, 15, 18, 18, 16, 17, 15, 15, 15, 15, 15, 15, 15, 16,
BIT7 BIT 6 BIT 1 BIT 11 BIT 12 BIT 11 BIT6 BIT 14 BIT4 BIT 15 BIT 1 BIT3 BITO BIT5 BIT 11 BIT6
28/0 28/0 28/0 ~ 28/0 2;;: ~
G;O 28/0 28/0 28/0 ~ 28/0 28/0 28/0 28/0 ~ 28/0 28/0 28/0
state/normal
Message enable activates checklist auto callup. Engine fire discrete (DAU 1,2 JIB-66, WSP 18, BIT 8) also activates. CAS Red Warning Messages Table 202
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Page 281 Aug 15/91
2.
F.
(2)
(b)
Caution (Amber) Messages - The available amber messages are listed in Table 203. When an amber message becomes active the following indications are given: . . c amber message displayed flashing on the CAS display amber message aural alert is sounded amber annunciator on the master warn panel is lit
When the amber annunciator/pushbutton is selected on the master warning panel, the amber annunciator is extinguished and the amber message is displayed steady on the CAS display. Although the red annunciator is not lit, selection of the red pushbutton acknowledges amber messages also. If there are amber messages already on the CAS display when a new amber message becomes active, the new message is put at the top of the amber message stack. If the existing amber or blue messages are scrolled off the display, the amber and blue message stacks are brought back on the CAS display with the new message displayed at the top of the amber stack. Acknowledged messages are removed from the CAS display when the condition causing the message is remedied. (c) Advisory (Blue) Messages - The available blue messages are listed in Table 204. When a blue message becomes active the following indications are given: . . blue message displayed flashing on the CAS display blue message aural alert is sounded
The blue message appears flashing on the CAS display for 5 seconds after which time the message is displayed steady. No pilot interaction is required to acknowledge this type of message. If there are blue messages already on the CAS display when a new blue message becomes active, the new message is displayed at the top of the blue message stack. If the existing amber or off the display, the blue message blue messages are scrolled stacks are brought back on the CAS display with the new message displayed at the top of the stack. Blue messages are removed from the CAS display when the condition causing the message is remedied.
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Page 282 Aug 15/91
Message AHRS COOL FAIL ALT MODE OFF ANTI-SKID FAIL

AOA HEAT 1-2 FAIL
Source FWC FGC DAU 2

FWC
Type G/O O~G

O/G
JIA-27 WSP 39, BIT 8 JIB-74 WSP 19, BIT O

JIA-73,74
AP OFF AP TRIM FAIL APU ALT BRG FAIL APU ALT HOT APU MASTER WARN AUX AC POWER FAIL AUXILIARY HYD HOT BATT 1-2 CHGR FAIL BRAKE FAIL BRAKE PEDAL BRAKE OUHT CABIN DFRN - 9.6 CABIN OXYGEN ON CABIN PRES MANUAL CAT 2 INVALID CHECK DU1-2-3-4-5-6 CHECK VSPEEDS CMB-FLT HYD FAIL CPL DATA INVALID DAU 1-2 MISCMP-ENG DAU 1-2 MISCMP-MSG DU FAN 1-2 FAIL EL CMB-FLT HYDOFF EL MISTRIM NOSE DN EL MISTRIM NOSE UP ENG FLT LOOP ALRT EPMP BATT SW OFF EPMP POWER FAIL FGC 1-2 FAIL FWD RADIO RACK HOT ICE DETECTED IRS 1-2 ALN FAULT IRS 1-2 COOL FAIL IRS 1-2 ON BATTERY L-R AC POWER FAIL L-RAIL HYD OFF L-RALT BRG FAIL L-R ALT FUEL FAIL L-RALT HOT L-R BLEED AIR HOT L-R BLEED PRES HI L-R CONV FAN FAIL
FGC FGC DAU 2 DAU 1 DAU 1 DAU 1 DAU 1 DAU 1,2 DAU 1 DAU 2 FWC 1 DAU 2 DAU 1 DAU 2 FWC FWC PERF DAU 1,2 FGC FWC FWC DAU 1,2 DAU 1,2 FGC FGC DAU 2 DAU 1 DAU 1 FGC DAU 2 DAU 2 IRS IRS IRS DAU 1,2 DAU 1,2 DAU 1,2 DAU 1,2 DAU 1,2 DAU 1,2 DAU 1,2 DAU 1,2
WSP 38, BIT 11 WSP38, BITO G~O JIB-75 WSP 19, BIT 1 28/0 JIB-34 WSP 16, BIT9 G/O JIB-75 WSP 19, BIT 1 28/0 JIB-46 WSP 17, BIT 5 28/0 JIB-50 WSP 17, BIT9 O/G JIB-80 WSP 19, BIT6 O/G JIB-74 WSP 19, BIT O O/G JIB-73 WSP 18, BIT 15 G/O ~ JIA-84 G/O JIB-70 WSP 18, BIT 12 JIB-45 WSP 17, BIT 4 28/0 28/0 JIB-45 WSP 17, BIT 4 LOGIC IN FWC ASCB CALCULATED CALCULATED 28j0 JIB-23 WSP 15, BIT 14 LOGIC IN FWC ASCB + WOW CALCULATED CALCULATED OjG JIB-78 WSP 19, BIT4 28/0 ~ JIB-33 WSP 16, BIT8 WSP 38, BIT 3 WSP38, BIT 4 G;O JIB-69 WSP 18, BIT 11 JIB-56 WSP 17, BIT 15 28/0 28/0 JIB-59 WSP 18, BIT 2 LOGIC IN FWC ASCB 28/0 JIB-48 WSP 17, BIT 7 28/0 JIB-52 WSP 17, BIT 11 WSP33, BIT 10 OR 12 WSP 34, BIT 4 WSP33, BIT 6AND O 28j0 JIB-36 WSP 16, BIT 11 28/0 ~ JIB-25 WSP 16, BITO G/O JIB-72 WSP 18, BIT 14 28/0 JIB-42 WSP 17, BIT 1 28/0 JIB-29 WSP 16, BIT 4 28/0 JIB-26 WSP 16, BIT 1 28/0 JIB-27 WSP 16, BIT 2 28/0 JIB-32 WSP 16, BIT 7
CAS Amber Caution Messaaes Table 203
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Use or disclosure
of information
on this page
is subject
to the restrictions
Message L-R CONV HOT L-R COOL TURB HOT L-R COWL A/I OVHT L-R COWL PRESS LOW L-R DC POWER FAIL L-R FUEL LEVEL LOW L-RMAIN FUEL FAIL L-R PITOT HT FAIL L-R WING HOT L-R WING TEMP LOW
MACH TRIM LIMIT MACH TRIM OFF
Source
Type
DAU DAU DAU FWC DAU DAU DAU DAU DAU

FWC FGC
1,2 JIB-30 WSP 16, 1,2 JIB-35 WSP 16, 1,2 JIB-64 WSP 18, JIB-17,18 1,2 JIB-37 WSP 16, 1,2 JIB-11 WSP 15, 1,2 JIB-41 WSP 17, 1,2 JIB-71 WSP 18, 1,2 JIB-40 WSP 16,
JIB-22,23 WSP38, BIT 13
BIT 5 BIT 10 BIT 7 BIT BIT BIT BIT BIT 12 2 O 13 15
28/0 28/0 28/0 28/0 28/0 28/0 28/0 G/O 28/0
0/28 ~
RD CMB-FLT HYD OFF RETRIM L WING DOWN RETRIM RWING DOWN SNGL RUDDER LIMIT SSEC 1-2 DISABLED STAB-FLAP FAIL STALL BARR 1-2 FL STALL BARRIER OFF
STALL BARRIER 1-2
FGC DAU 1,2 FGC FGC DAU 1 DADC DAU 1 DAU 1,2 DAU 1
DAU 1,2
ASCB + DISCRETES JIB-53 WSP 17, BIT WSP38, BIT 8 WSP38, BIT 7 JIB-54 WSP 17, BIT WSP 17, BIT 15 JIB-55 WSP 17, BIT JIB-38 WSP 16, BIT JIB-57 WSP 18, BIT
JIB-44
12 13 14 13
LOGIC IN FWC 28/0 ~ 28j0 28~0 0/28

28/0 28/0
O WSP 17, BIT 3
STBY PITOT HT FAIL STEER BY WIRE FAIL TAT PROBE HT FAIL TRIM LIMIT TRU FAIL TRU HOT UTILITY HYD OFF YAW DAMPER OFF ~ ~ ~ ~ ~
DAU FWC DAU FGC DAU DAU DAU FGC
1 2 1 2 1
JIB-76 JIA-26 JIB-76 WSP38, JIB-58 JIB-50 JIB-60 ASCB +
WSP 19, BIT 2 WSP 19, BIT BIT 1 WSP 18, BIT WSP 17, BIT WSP 18, BIT DISCRETES 2 1 9 3 :{: G/O A
28j0 28/0 28/0 LOGIC IN FWC
Message enable state/nortnal operation. CCA certification only. GEAR DOWN discrete (FWC JIA-67) must be active ground. Corresponding COWL A/I discrete (DAU 1,2 JIB-18, WSP 15, BIT 9) must be active (28 V) for at least 15 seconds. Corresponding WING A/I discrete (DAU 1,2 JIB-17, WSP 15,
BIT 8) must be active (28 V) for at least 2 minutes. -905 FWC Only.
CAS Amber Caution Messages Table 203 (cent)
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Message
AC EXT POWER
Source
Type
AP CTLR SW STUCK AP ENGAGE INHIBIT

APU ALT OFF
APU EXCEEDANCE AT ENGAGE INHIBIT AT NOT IN HOLD

AT 1-2 FAIL BC 1-2-3 TEST FAIL
DAU 2 FGC FGC FWC FWC

AT AT
JIB-46 WSP 17, BIT 5 WSP 39, BIT O

WSP 39, BIT 4
28/0 28j0 5 SECOND
JIB-28 CALCULATED WSP 4, BIT 7

ASCB ASCB
LOGIC iN FWC
BRAKE MAINT REQD

BUS CTLR 1-2-3 FL
CALL CAT 2 RAD ALT CAT 2 RADIOS CAT 2 SG REV CDU 1-2-3 FAIL CHECKLIST MISMATCH CMB-FLT HYD HOT CPL DATA INVALID DADC MISCOMPARE
DADC 1-2 FAIL
AT FWC DAU 1 FWC DAU 1,2 FWC FWC FWC FWC FWC DAU 1,2 FGC FGC
DADC
CALCULATED OjG JIB-73 WSP 18, BIT 15 O/G JIA-97,98,99 28/O(ORD) JIB-15 WSP 15, BIT 6 ASCB LOGIC IN FWC ASCB LOGIC IN FWC LOGIC IN FWC ASCB O/G & JIA-75,76,77 CALCULATED JIB-22 WSP 15, BIT 13 28;0 WSP 39, BIT 9
WSP 38, BIT 5
DAU lA-lB-2A-2B FL DAU 1-2 MISCMP-MSG DC EXT POWER

DISP CTLR 1-2 FAIL
ASCB DAU 1,2 ASCB FWC CALCULATED

FWC DC JIB-9 28j0
DU 1-2-3-4-5-6 HOT E BATT 1-2 DISCH

E BATT 1-2 FAIL ENGINE EXCEEDANCE EPR 1 - DADC 2
ASCB FWC J1A-34,35,36,37,38,39 DAU 1,2 JIB-39 WSP 16, BIT 14

JIA-71,72 CALCULATED
G;O
28/0 O/G 5 SECOND
FWC FWC DAU 1
EPR 2 - DADC 1 EXT BATT SWITCH ON FGC NOT USING IRS 1(2) FGC SYSTEM TEST FGC 1(2) MASTER FLIGHT REC FAIL FMS 3 ACTIVE FUEL INTTANK OPEN
FUEL XFLOW OPEN FWC 1-2 FAIL GND PROX FAIL
DAU 2 DAU 1 FGC FGC FGC FWC

FWC DAU 2 DAU 1 FWC DAU 2 FWC
WSP 11, BITS 0,1 WSP 11, BITS 0,1 JIB-52 WSP 17, BIT 11 28;0 WSP 3, BITS 14,15 WSP 39, BIT 1 WSP 1, BIT 11 5 S~COND 0/28 JIB-14 JIA-780RJ1A-79 LOGIC IN FWC ~
JIB-68 JIB-68 WSP 18, BIT 10 G/O
WSP 18, BIT 10

WSP 18, BIT4
G/O
28~0 G/O
ASCB
JIB-61 JIA-70
GND IRS IRS IRS IRS
SPOILER UNARM MISCOMPARE MONITOR FAIL 1-2 FAIL 1-2 HI LATALN
FGC FGC IRS

IRS
WSP 38, BIT 6

WSP 38, BIT 15
WSP 33, BIT 4 WSP 34, BIT 6
CAS Blue Advisory Messages

Table 204
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Page-285 Aug 15/91
Message
Source
Type
IRS 1-2 NAV READY IRS 1-2 ON DC ISOLATION VLV OPEN L-R COWL A/I L-R OIL FILT BPASS L-R WING A/I MAINT SWITCH ON MLS FAIL
MLS 1 FAIL
MLS 2 FAIL NAV MISCOMP L SEL NAV MISCOMP R SEL NZ 1-2-3 FAIL PERF 1-2 FAIL RADALT 1-2 FAIL RECENTER TURN KNOB RUDDER LIMIT SELECT INHIBIT SERVICE DOORS SG 1-2-3 FAIL SG 1-2-3 HOT SPD BRAKE EXTNDED SPD BRAKE SWITCH TCAS FAIL TONE GEN FAIL TREND RECORD VHF COMM 1-2-3 FL
VNAV TRACK CHANGE VOICE REC FAIL
VOR COURSE WS FAIL WS UNAVAILABLE

~
IRS IRS DAU 1 DAU 1,2 FWC DAU 1,2 FWC SG SG SG FGC FGC NZ PERF DAU 1,2 FGC DAU 2 FGC DAU 2 SG FWC DAU 2 FWC SG DAU 2 FWC FWC NZ FWC FGC FWC FWC
state/normal
WSP 34, BIT WSP 34, BIT JIB-51 WSP JIB-18 WSP JIB-12,13 JIB-17 WSP JIA-85 WSP 6, BIT WSP 6, BIT
2 3 17, BIT 10 15, BIT 9 15, BIT8 5 6
28;0 28/0 0/28 28/0 G/O :&

-b
WSP 6, BIT 7 WSP 39, BIT 6 WSP 39, BIT 7
ASCB (NZ 3=FWC JIA-87) ASCB JIB-19 WSP 15, BIT 10 WSP 38, BIT 14 JIB-54 WSP 17, BIT 13
WSP 39, BIT 5 JIB-59 WSP 18, BIT 2
~
Oj28
28j0
28j0 ASCB JIA-51,52,53 G~O JIB-49 WSP 17, BIT 8 28/0 ASCB (DAU VS. FGC) LOGIC IN FWC
WSP 6, BIT 4 JIB-57 WSP 18, BIT O CALCULATED JIB-19,20 0j28 ~ 0j28
ASCB JIA-25 WSP 23. BIT 2 JIA-33 JIA-69

operation. must be active
LOGIC IN FWC O/G
Message enable
~ ~
WS INSTALLED discrete (FWC JIA-32)
ground.
SPARE FMS INSTALLED discrete (FWC JIA-90) required to activate FMS 3 messages. FMS 3 ACTIVE message requires valid NZ 3 and valid CDU 3. WS INSTALLED (FWC JIA-32) and WS VALID (FWC JIA-33) discretes
must be active ground.
-905 FWC only. CAS Blue Advisory

Table 204 Messages (cent)
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Page 286 Apr 15/93
2.
F.
(2)
(d) CAS Message Scroll - Amber out of the CAS display area
and
blue
messages the
can
be with
scrol 1 ed a
providing
pilot
The scroll UP/DOWN buttons, located decl uttered CAS display. on the master warning/caution panel (Figure 229), provide the means to do the scroll function. To scroll .
q
the messages
up, the
following
criteria
must
be met:
all amber messages acknowledged all blue messages displayed steady the messages down, the following criteria must be
To scroll met:
q q q
23 messages minimum must be displayed all amber messages acknowledged all blue messages displayed steady messages bring the scrolled amber and blue message
New amber
(up to 23 messages) stacks back onto the CAS display. New blue messages bring the scrolled blue message stack back onto the
CAS (e) display. line Status Line - The bottom give a status of the scrolled of the CAS display is
The display consists of a total message number with arrow(s) to indicate the direction the message was scrolled. The amber readout and arrow correspond to the amber messages scrolled off the display and is located on the left side of the status line. The blue readout and arrow correspond to the blue messages scrolled off the display and is located on the right side of the status line. It is possible to have a total number with arrows pointing in both directions. The number indicates the total number of undisplayed messages. The arrows indicate that some are scrolled off in the up direction while some are located in the down direction.
messages.
CAS Message provided to
(f) Message Inhibit Function - The inhibit select switch is located on the master warning/caution panel (Figure 229). This mode is activated by selecting the inhibit switch with either gear down or valid radio altitude less than 400 feet AGL. The master caution light, amber aural alert, and blue aural alert are disabled whenever the inhibit function is active (except as noted below). Display and acknowledgement of the messages is as previously described.
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Page 287 Aug 15/91
The master warn and red aural alert are disabled following red messages when the inhibit function
q
for any of the is active:
. .
APU FIRE CABIN DFRN MAIN DOOR
- 9.8
. c
CABIN PRESSURE LOW DAU 1-2 MISCMP - MSG

red messages activate the master warn and
All other alert.
red aural
The following amber messages are not inhibited when the inhibit function is active: .
q
CAT 2 INVALID (Option) CPL DATA INVALID System Messages
2.
F.
(3)
CAS Computed
The majority of the messages displayed by the crew alerting system are generated directly from logic within a particular aircraft The messages described in this section are computed by the system.
fault warning computer based on multiple system inputs.
(a) DAU 1-2 MISCMP-MSG Red Message - The fault warning computer compares the red message activation logic between each channel (A and B) of a particular DAU. If a difference is detected between the DAU channels, the miscompare message is activated as appropriate (i.e., DAU 1, 2, or 1-2). (b) CHECK PFD Red Message - This message is active anytime the CHECK DU message is active from both the pilots and copilots relative primary flight displays (PFD). The CHECK DU messages,
to the PFDs, Refer are to suppressed the next whenever paragraph the for CHECK the PFD CHECK message DU is active. definition. message
(c)
CHECK
DU 1-2-5-6 Amber Message - Each display unit (DU) transmits data to the fault warning computer over a privateline data bus. The content of the data varies depending on DU position and display format. All DUS transmit activity counter information. The DUS displaying the PFD format additionally transmit attitude (pitch and roll), speed (CAS or Mach), and altitude information. The CHECK DU message is activated whenever the conditions for any one of the following criteria are met:
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ckclosure of Information on this page is subject to the restrictions on the title page of this document.
Page 288 Aug 15/91
The fault warning computer monitors for activity on the DU wrap-around bus. The CHECK DU message is displayed as appropriate for the DUS positional location (1 through 6) in the aircraft. The fault warning computer compares PFD format data against actual sensor data. If the difference between the display and the sensor exceed the appropriate threshold, for any one parameter, the CHECK DU message is activated as appropriate for the DUS positional location in the aircraft.
2.
F.
(3)
(d)
ENG/DU4 Message (PFD) - These messages are active on the PFD whenever the conditions for any one of the following criteria are met: . The fault warning computer monitors for act-ivity the DU on The ENG and DU4 messages are displayed as bus. appropriate for the DUS positional location in the aircraft.
wrap-around
The fault warning computer compares engine format data against the actual sensor data. If the difference between the display and sensor exceed the appropriate threshold, for any one parameter, the ENG annunciation is activated. If this condition exists with compacted EICAS format (paragraph 2.H.) on DU4, the ENG message is displayed and the DU4 message is suppressed.
(e)
DAU 1-2 MISCMP-MSG Amber Message - The fault warning computer compares the amber message activation logic between each channel (A and B) of a particular DAU. If a difference is detected between the DAU channels, the miscompare message is activated as appropriate (i.e., DAU 1, 2, or 1-2). DAU 1-2 MISCMP-ENG Amber Message - The fault warning computer primary engine data (EPR, TGT, LP, HP, FF) between channels A and B of each DAU. If the difference exceeds any one of the following thresholds for 2 or more seconds, this message will indicate the appropriate DAU: EPR - 0.5, TGT - 200, LP - 20, HP - 20, FF - 1000.
compares
(f)
(g)
VSPEEDS Amber Message - When the AUTO VSPD mode is active, the FWC compares the Vspeeds from FMS-PERF 1 and FMS-PERF 2. If the Vspeeds differ by more than 3 knots or only one performance computer is outputting valid Vspeeds, the message is enabled. cWX
DAU 1-2 MISCMP-MSG Blue Message - The fault warning computer compares the blue message activation logic between each channel (A and B) of a particular DAU. If a difference is detected between the DAU channels, the miscompare message is activated as appropriate (i.e., DAU 1, 2, or 1-2).
(h)
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Page 289 Aug 15/91
2.
F.
(4)
CAS
(a)
Display
Failure
Indications Computer (FWC) Failure - In the event that the fails, all messages and status line data are
Fault Warning displayed FWC removed. A shown
area as
red X is drawn through the entire CAS display in Figure 230.
(b) Bus Controller Failures - In the event the three bus controllers fail, a FWC failure indication is given as discussed in the previous paragraph. (c) EICAS Self-Test - This test is initiated through either display controller (TEST mode) when airspeed is valid and less than 60 knots and the WOW switch is active. Selecting the EICAS self-test gives the following indications in the cockpit: c c c . . . All Red Messages Displayed AP OFF Horn Active AP OFF Light On Red Aural Alert Active EICAS Fail Discrete Active Master WARN/CAUTION Lights On
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Page 290 Aug 15/91
Honeywell ##&!i!wcE
CAS
Display
Failure Figure 230
Indications
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Page 291 Aug 15/91
Honeywell !!!!#!R~NcE
2. G.
System The Page Displays system
mode is comprised of the following system pages:
c . .
q q
.
q q
Hydraulic System (Figure 231) Fuel System (Figure 233) APU/Bleed System (Figure 235) Engine Start (Figure 237) Exceedance System (Figure 239) Checklist (Figure 242) Waypoint List (Figure 244) System Page Declutter Mode (Figure 245)
(1) System Page Displays - General The data acquisition units and fault warning computers, previously discussed, provide all the required data to build the system page display formats. The system pages are displayed in the right-hand two-thirds of the CAS display, adjacent to the CAS messages. The individual formats, which make up the system mode, can be selected by either pilot using the display controller as shown in the above referenced figures. (2) Hydraulic System Page The hydraulic system page (Figure 231) is comprised of the following functions: Combined Hydraulic Pressure (COMB PRESS) Digital Readout Flight Hydraulic Pressure (FLT PRESS) Digital Readout COMB/FLT Hydraulic Valve Status Indications Utility Hydraulic Pressure (UTIL PRESS) Digital Readout Auxiliary Hydraulic Pressure (AUX PRESS) Digital Readout Combined Hydraulic Quantity Analog Scale (Vertical Tape) Flight Hydraulic Quantity Analog Scale (Vertical Tape) Applied Brake Pressure Analog Scales (Vertical Tape)
(a)
Combined Hydraulic Pressure (COMB PRESS) - COMB PRESS is displayed digitally in white on the left side, first row, of the hydraulic system page (Figure 231). The digital readout resolution is 100 PSI.
(b) F1ight Hydraulic Pressure (FLT PRESS) - FLT PRESS is displayed digitally in white adjacent to the COMB PRESS readout in the first row of the hydraulic system page. The digital readout resolution is 100 PSI. (c) COMB/FLT Hydraulic Pressure Valve Status Indications - When the COMB/FLT JiYDPRESS valves are in the closed position, amber cross-hatch is displayed within the appropriate hydraulic pressure digital readout window (Figure 226). When the COMB/FLT HYD PRESS valves are in transit, amber dashes are displayed within the appropriate hydraulic pressure digital readout window (Figure 226).
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Use or disclosure
of information
to the restrictions
HYDRAULICS
COMB PRESS m UTIL
m
FLT m
AUX m
PRESS
PRESS
PRESS
HYDRAULIC
QUANTITY - FULL
APPLIED
BRAKE PRESS
- ADD
- LOW
r(
d<
Hydraulic System Page Figure 231
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Page 293 Aug 15/91
2.
G.
(2)
(d) Utility Hydraulic
Pressure page
(UTIL
PRESS)
- UTIL
PRESS
is
displayed digitally the hydraulic system resolution (e) Auxiliary the 100 is 100
in white
on the left (Figure 231).
side, second row, of The digital readout
PSI.
Pressure in white page.
Hydraulic system
(AUX PRESS) - AUX PRESS is

on The the right side, digital readout second row, of resolution is
displayed digitally
hydraulic
PSI.
(f) Combined Hydraulic Quantity (COMB) - The hydraulic quantity analog scales (COMB/FLT) are the left set of scales located in the bottom half of the hydraulic system page (Figure 231). The combined HYDRAULIC QUANTITY (left) scale is labeled with a white COMB. The flight HYDRAULIC QUANTITY (right) scale is labeled with a white FLT. The white quantity scale is marked with the labels LOW, ADD, The triangular shaped scale pointers change color and FULL. depending on the indicated quantity range. The color relationship is as follows: RED WHITE HYD QTYs LOW HYD QTY > LOW
(g) Applied Brake Pressure Left/Right (LT/RT) - The applied brake

pressure scales are located the hydraulic system page. applied 100 brake pressure scales in the lower right-hand The left (LT) and right are marked with corner (RT) of tickmarks every
PSI below 1000 PSI and every 200 PSI above 1000 PSI. scales are labeled in white as follows: 5, 10, 20, and 30
The
The labels are interpreted as 100 PSI units as labeled at the bottom center of the scale. The data resolution is readable to 50 PSI below 1000 PSI and to 100 PSI above 1000 PSI. The display thermometer is a moving ladder type. The ladder rungs are left at the labeled tickmarks only (i.e., 5, 10, 20, 30) as the data increases.
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Page 294 Aug 15/91
2.
G.
(3)
Hydraulic
System
Page
Failure
Indications
DAU Failures - A DAU failure is indicated by removing the data display thermometers and pointers and replacing all the digital readouts with amber dashes (Figure 232).
. The COMB above indications and LT are given on brake the COMB PRESS, for UTIL a DAU PRESS, No. 1
quantity,
applied
pressure
failure.
q
The
above
indications and Page RT
are
given brake
on
the
FLT for
PRESS, a DAU
AUX No.
PRESS,
FLT
quantity,
applied
pressure
2 failure.
(4)
Fuel
System
Displays
The fuel system functions:

q q
page
(Figure
233)
is comprised
of the
following
LeftlRight Fuel Flow Left/Right Readout Engine Fuel Fuel Fuel Fuel Tank
Fuel Valve Engine
Flow (FF)
Status Fuel
Digital
Readout (ENG FUEL TEMP) Digital
Indications Temperature Warning (FUEL TANK Warning Readouts
s
q
Temperature
Indications TEMP) Digital Readout Indications
.
q
Temperature
. (a)
Tank Temperature Quantity Digital
Fuel Flow (FF) located at the
Digital Scale - The FF digital readouts are top, first row, of the fuel system page. The
white FF label is located between the left and right digital display windows. The white current value readouts are readable to a 10 pounds per hour (PPH) resolution.
(b)
Fuel
are fuel within
Flow Valve Status Indications - When the fuel flow valves

in the the closed position, readout amber cross-hatch (Figure is displayed 226). When the FF digital window
flow valves are in transit, amber dashes are displayed within the FF digital readout window (Figure 226). (c) Engine Fuel Temperature (ENG FUEL TEMP) Display - The ENG FUEL TEMP digital readouts are located in the second row of the fuel system page. The white ENG FUEL TEMP label is located above the left and right digital display windows. The white current value readouts are readable to a 1 C resolution. The display digits change color as a function of fuel temperature as defined below: RED WHITE AMBER RED FUEL FUEL FUEL FUEL TEMP < -40 C TEMP < 90 C TEMP< 120 C TEMP
-40 C s 90 C s 120 C:
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Page 295
Honeywell !ff!g~.c
HYDRAULICS
COMB PRESS F$T PREYS
UTIL PRESS
AUX PRESS
HYDRAULIC tlUANTITY FULL
APPLIED BRAKE PRESS
ADD
LOW
mmEl
Hydraulic System Page Figure Failure 232 Indications
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page is subject to the restrictions on the title page of this document. Use or disclosure Informellon this of on
ENG mm
FUEL
TEMP
FUEL TANK TEMP m FUEL QTY
EElm
+%
Fuel System Page Display Figure 233
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Page 297 Aug 15/91

IS
subject
to the
restrictions
on the ttle
page
of this document.
Honeywell !k!!!r.
2. G. (4) (d) Fuel Tank Temperature (FUEL TANK TEMP) Display - The FUEL TANK TEMP digital readouts are located in the third row of the fuel system page. The white FUEL TANK TEMP label is located above the digital display windows. The white current value readouts has a 1 C resolution. The display digits change color as a function of tank temperature as defined below: RED WHITE RED (e) -40 C s 54 C s TANK TEMP c -40 C TANK TEMP < 54 C TANK TEMP
Fuel Quantity (FUEL QTY) - The FUEL QTY display consists of three digital windows (comprising rows 4 and 5). Two windows (row 5) corresponds to the fuel quantity in each tank (L/R). The third window (row4) is a running total (T) of the fuel quantity from both tanks. All three digital displays are white (normal) and readable to a 50-pound resolution. The display digits go to amber when a Fuel Level Low indication is received. The total window turns amber only if both sides indicate fuel level low.
(5) Fuel System Page Failure Indications DAU Failures - A DAU failure is indicated by replacing the current value digits with amber dashes (Figure 234). . The above failure indications are given on the FF (left), ENG FUEL TEMP (left), FUEL TANK TEMP, and FUEL QTY (left) displays for a DAU 1 failure. The above failure indications are given on the FF (right), ENG FUEL TEMP (right), FUEL TANK TEMP, and FUEL QTY (right) displays for a DAU 2 failure.
(6) APU/BLEED System Page The APU/BLEED system page (Figure 235) is comprised of the following functions:
q
. .
q
Analog APU EGT Scale With Digital Readout Analog APU RPM Scale With Digital Readout Left Bleed Air Pressure Digital Readout Right Bleed Air Pressure Digital Readout
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FUEL
ENG FUEL
TEMP
FUEL
TANK TEMP
FUEL
QTY
+%
Fuel
System
Page
Failure 234
Indications
Figure
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Paae
Use or disclosure Of information on this page is subject to the restrictions on the title
page
298.1
of this document.
Aiig
15/91
t?mEE&lrl
-(i
HYD
~
ENS START E%CEEDANCES

UAYPT LIST
APU/BLEED
APU
EGT m RPM
BLEED AIR PRESS
APU/BLEED System Page Display Figure 235
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Use or disclosure of information on this page is subject to the restrmtions on the title page of this document,
298.2 Aug 15/91
2.
G.
(6)
(a) APU EGT Display

the display The
- The EGT scale is the left scale at the top of under the white label APU (Figure 235).
EGT arc is banded with white, amber, and red colors to indicate normal, caution, and warnin ran es respectively. The arc boundaries range between O and 1800 ?. The color range definition for APU EGT is as follows:
WHITE &l~ER
O Cg 680 C< 732 C<
EGT < 680 C EGT < 732 C EGT < 1000 C
The EGT current value readout corresponds to the pointer osition on the scale and is readable to a 1 C resolution. !f the actual data goes above 1000 C, the pointer remains stationary at the upper arc limit and the digits show the actual EGT value. APU EGT exceedances are shown by growing the colored band to twice the normal width and than ing the pointer and current EGT di ital value color (normally w! ite) to match the arc region co7or. (b) APU RPM Dis lay - The RPM scale is the right scale at the top of the disp!ay under the label APU (Figure 235). The RPM arc is banded with white, amber, and red colors to indicate normal, caution, and warnin ran es respectively. The arc boundaries range between O and 1!! R M. The color range O% definition for APU RPM is as follows: WHITE &4~ER O% RPM s 104% RPM s 110% RPM s RPM RPM RPM < < < 104% RPM 110% RPM 120% RPM
The RPM current value readout corresponds to the pointer position on the scale and is readable to a 1% RPM resolution. If the actual data goes above 120% RPM, the pointer remains stationary at the upper arc limit and the digits show the actual RPM value. APU RPM exceedances are shown by growing the colored band to twice the normal width and than ing the pointer and current RPM di ital value color (normallyw ! ite) to match the arc region co7or. (c) Left Bleed Air Pressure Digital Readout - Directly below the APU EGT arc is the left bleed air ressure di ital readout. The white digital readout is readak to a 1 !S1 resolution. le Right Bleed Air Pressure Digital Readout - Directly below the APU EGT arc is the right bleed air ressure di ital readout. The white digital readout is readabYe to a 1 P! I resolution.
(d)
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Page 298.3 Aug 15/91
2.
G.
(7) APU/BLEED System Display Indications

. on the arc displays DAU Failures - A DAU failure is indicated removing all color bands and data pointers from the arc and replacing the current value di its with amber dashes. The shown on the digita7 readout is that of replacing indication by
the
digital readout with amber dashes (Figure 236). The above indications are given on the APU EGT, APU RPM, and left bleed air pressure displays for a DAU 1 failure. The failure are given on the right bleed air pressure display for indications a DAU 2 failure. (8) Engine Start Page (ENGINE START) Display The ENGINE START system page display consists of the following functions and annunciations (Figure 237). Left Bleed Air Pressure Digital Readout Right Bleed Air Pressure Digital Readout . Annunciations of Fuel Pressure Low . Annunciations of Ignition (IGN) q Analog TGT Scales . Analog HP Scales q Di ital Readouts of Oil Pressure . Oi7 Pressure Warning Indications . Sin le Rudder Limit Annunciation i! q Cornined Hydraulic Pressure (COMB HYD PRESS) Digital Readout q Fli ht Hydraulic Pressure (FLY HYD PRESS) Digital Readout . COM8/FLT Hydraulic Pressure Valve Status Indications q Utility Hydraulic Pressure (UTIL HYD PRESS Digital Readout s Auxiliary Hydraulic Pressure (AUX HYD PRES4 ) Digital Readout
q
The ENGINE START format is available for on-ground use only. The display controller ENG START prompt is removed when weight-offwheels is detected. The ENGINE START format (Figure 237) shown is divided in half to represent the left and right side engine parameters. The format is divided into five functional rows as follows: Row 1 Row 2 Row 3 Row 4 Row 5 - ;~~cm~sts of the left and right bleed air pressure readout . - &sts . - ~~:;~sts of the left and right SVO and IGN annunciation . - Consists of the left and right analog TGT and HP scales. - Consists of the left oil pressure readout box, the SING RUD LIMIT annunciation box, and the right oil pressure readout box. - Consists of the COMB, FLIGHT, UTIL, and AUX hydraulic pressure readouts. of the left and right fuel pressure annunciation
ROW 6
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Paqe 298.4 A~g 15/91
APWBLEED
APU
BLEED AIR
PRESS
E23
APU/BLEED System Page Failure Indications Figure 236
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298.5 Aug 15/91
ENGINE
START
40 40 ?BLEED AIR .BLEED AIR .FUEL PRESS LOU ?FUEL PRESS LOU
L SVO
700 600 Soo

40 300 200
I 100
L lGN 60 50 40 30 20 10 I 35
? Svo
700
LTGTILHP
L OIL
PRESS COMB 3000
SING RUD LIMIT FLIGHT 3000
IJ
600 500 40 50 40 30 20 300 200 10 100 R TGT R HP R OIL PRESS 35 PRESSURE UTIL 3000 AUX 3000
HYDRAULIC
Engine
Start Page Display Figure 237
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of Use or disclosure information on this
page
298.6
15/91
is subject to the restrictions on the title page of this document.
2.
G.
(8)
(a)
Bleed Air Pressure Digital Readouts (RBLEED/LBLEED AIR) - The RBLEED AIR and LBLEED AIR digital readouts comprise the first row of displays on the ENGINE START display page. The white
digital readouts are readable to a 1 PSI resolution. (b) Fuel Pressure Low Annunciations - The LFUEL PRESS LOW annunciation is located in the box directly below the left bleed air pressure digital readout. The RFUEL PRESS LOW annunciation is located in the box directly below the right bleed air pressure digital readout. These annunciations are displayed when a fuel pressure low condition is detected. Start Valve Open (SVO) Annunciation - The SVO annunciations are located in the third row of data. The first box houses the L SVO annunciation while the third box houses the R SVO annunciation. The SVO annunciation changes color in relationship to HP9ARPM as described in paragraph 2.E.(2) (primary engine instruments). Ignition (IGN) Annunciation - The green IGN annunciations are located in the third row of data. The second box houses the L IGN annunciation while the fourth box houses R IGN annunciation. Left Turbine Gas Temperature (L TGT) Display - The L TGT s~~~~ is the first scale in the (fourth) row of analog scales. display is a low end expansion of the TGT round dial gauge on the primary engine instruments. The white scale is marked every 100 C and ranges between 100 and 700 C. A set-point triangular mark is shown at 425 C. A white label L TGT
appears moving the at the scale type bottom. The data As the display TGT pointer is a ladder thermometer. value increases,
(c)
(d)
(e)
up the scale. A ladder rung is left at thermometer grows each labeled tickmark. The normally white thermometer turns red for TGT values greater than 700 C.
(f)
Right Turbine Gas Temperature (R TGT) Display - The RTGT scale is the third scale in the (fourth) row of analog scales. This display is a low end expansion of the TGT round dial gauge on the primary engine instruments. The white scale is marked every 100 C and ranges between 100 and 700 C. A set-point triangular mark is shown at 425 C. A white label RTGT appears at the scale bottom. The data display pointer is a moving ladder type thermometer. As the TGT value increases, the thermometer grows up the scale. A ladder rung is left at
each labeled tickmark. The normally white thermometer turns
red for TGT values greater than 700 C.
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Page 298.7 Aug 15/91
2.
G.
(8)
(g) Left High Pressure (L HP) Tach Display - The L HP scale is the second scale in the (fourth) row of analog scales. This display is a low end expansion of the HP round dial gauge on the primary engine instruments. The white scale is marked every 10% RPM and ranges between O and 60% RPM. A set-point triangular mark is shown at 15%RPM. A white label L HP appears at the scale bottom. The white data display pointer is a moving ladder type thermometer. As the HP value increases, the thermometer grows up the scale. A ladder rung is left at each labeled tickmark. (h) Right High Pressure (R HP) Tach Display - The L HP scale is the fourth scale in the (fourth) row of analog scales. This display is a low end expansion of the HP round dial gauge on the primary engine instruments. The white scale is marked every 10% RPM and ranges between O and 60% RPM. A set-point triangular mark is shown at 15% RPM. A white label R HP appears at the scale bottom. The white data display pointer is a moving ladder type thermometer. As the HP value increases, the thermometer grows up the scale. A ladder rung is left at each labeled tickmark.
(i)
Left Engine Oil Pressure (L OIL PRESS) Display - The L OIL PRESS digital readout is located in the first box of the fifth row of the ENGINE START format. The normally white digits are readable to a 1 PSI resolution. The display digits change color as a function of oil pressure as defined below: RED AMBER WHITE O PSI <OIL 10 PSI gOIL 30 PSI sOIL PRESS< 16 PSI PRESS < 30 PSI PRESS
(j) Single Rudder Limit (SING RUD LIMIT) Annunciation - The amber SING RUD LIMIT annunciation appears in the center box of the fifth row whenever this condition is active. (k) Right Engine Oil Pressure (ROIL PRESS) Display - The ROIL PRESS digital readout is located in the third box of the fifth row of the ENGINE START format. The normally white digits are readable to a 1 PSI resolution. The display digits change color as a function of oil pressure as defined below: RED AMBER WHITE O PSI sOIL 10 PSI <OIL 30 PSI <OIL PRESS< 16 PSI PRESS < 30 PSI PRESS
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2.
G.
(8)
(1) Hydraulic
Pressure
Readouts
The engine start display has digital readouts of the following hydraulic pressures: . . . c Combined Hydraulic Pressure (COMB) Flight Hydraulic Pressure (FLIGHT) Utility Hydraulic Pressure (UTIL) Auxiliary Hydraulic Pressure (AUX)
The operation of these displays is discussed in paragraph 2.E.(3). (9) Engine Start Page Failure Indications DAU Failures - A DAU failure is indicated by removing the data display thermometers and replacing all the digital readouts with amber dashes.
q
The above indications are given on the LBLEED AIR, L TGT, L OIL PRESS, COMB PRESSURE, and UTIL PRESSURE displays for a DAU 1 failure. The LFUEL PRESS LOW, L SVO, L IGN, and SING RUD LIMIT annunciations wont activate in this condition. Figure 238 shows a DAU No. 1 failure indication. The above indications are given on the RBLEED AIR, RTGT, ROIL PRESS, FLIGHT PRESSURE, and AUX PRESSURE displays for a DAU No. 2 failure. The RFUEL PRESS LOW, R SVO, and R IGN annunciations will not activate in this condition.
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restrictions
Page 298.9 Aug 15/91
on
the
title
page
of
this
document,
Honeywell !f!Ii##&.cE
I
LBLEED
ENGINE
AIR --
START
RBLEED AIR 40 RFUEL PRESS LOW R SVO R IGN 60 50
50 408 30 8 1 406
40 30 20 a 10
0
lLTGTILHpl L OIL PRESS HYDRAULIC ---RTGTl RHp R OIL PRESS PRESSURE UTIL ---AUX 3000 FLIGHT 3000 35
I
Engine Start
COMB ----
Page
Failure 238
Indications
Figure
22-14-00
Page 298.10 Aug 15/91
2.
G. (10)
Engine/APU Exceedance (EXCEEDANCES) Display

The EXCEEDANCES system page functions and annunciations
.
q
display (Figure
message with
consists 239).
of the
following
No
exceedances exceedance
recorded monitor
Engine -
the
following
functions: value for TGT, band monitor
Snapshot LP, and Recording
recording
of maximum the parameter
exceedance was tripped
HP
of of time which in exceedance the exceedance parameter
Indication
APU exceedance monitor with the following functions: -
Snapshot recording of maximum exceedance value

and RPM of which parameter system tripped prior the to Indication the
for
APU
EGT
exceedance an exceedance
monitor causes
Selecting the
EXCEEDANCES
page
in white across NO EXCEEDANCE RECORDED message to be displayed the system page display field as shown in Figure 240.
When an engine exceedance is encountered, the blue ENGINE EXCEEDANCE EICAS message is displayed. Subsequent selection of the EXCEEDANCES system page will show the parameter that caused the engine exceedance on the TRIGGERED BY line. The highest value of all ~
parameters is recorded only if the appropriate The exceedance The thresholds is manual. clock on the display. The time clock is parameter is above the exceedance are stopped started threshold. set in accordance with the G-IV flight when the actual value drops below the lower hysteresis trip threshold, (LP< 95%, HP<97%, and TGT < 710 c). Once all values drop below the exceedance thresholds, the display will hold the last exceedance data until the power is removed or another exceedance is detected.
The APU exceedance monitor works in the same manner except that a blue APU EXCEEDANCE EICAS message is displayed and time is not recorded.
All exceedances are held in the fault warning computer can be retrieved by maintenance personnel as needed. memory and
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Page 298.11 Aug 15/91
APu/Bl&ED
UAYPT
LIST
CHECKLIST d
EXCEEDANCES
ENGINE EXCEEDANCE MAX-TIME
TG
LP HP
800 49.5
80.3
0:49 0:00
0:00
750 49.5
80.3 L TGT
0:00 0:00
0:00
TRIGGERED BY:
APU EXCEEDANCE MAX EGT ~ 0000 000.0 RPM

TRIGGERED BY N/A
Engine/APU Exceedances Page Figure 239
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298.12 Aug 15/91
EXCEEDANCES
NO EXCEEDANCES RECORDED
No
Exceedances Figure
Recorded 240
Format
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298.13
Honeywell ##!b.cE
2. G. (11) EXCEEDANCES System Page Failure Indications (a) Fault Warning Failure - In the event that the FWC fails, a in the EXEEDANCES UNAVAILABLE message is displayed system page display field as shown in Figure 241.
magenta
(b) Bus Controller Failures - In the event that the three bus controllers fail, an EXCEEDANCES UNAVAILABLE message is displayed (Figure 241). (12) CHECKLIST System Display The CHECKLIST display (Figure 242) is comprised of the following functions: . . 12 lines of text max per page 26 characters max per line q Normal/abnormal/emergency procedures display . Auto call-up of emergency procedures
The CHECKLIST is displayed when selected by either pilot on the display controller. The data which makes up the checklist is Provided b.ythe displayed FWC. A typical CHECKLIST format is made up of the ~ollowing parameters:
q q q q q
Normal/emergency/abnormal CHECKLIST CHECKLIST Procedure Procedure cursor procedure page step title index description
label
(a) Normal CHECKLIST Procedures - The power-up default mode of the CHECKLIST is normal procedures. When selected on the display controller, the normal procedure CHECKLIST index is displayed (Figure 242). In this mode, the normal procedure label and page index are displayed in white at the top of the index list. The index contains those procedures which make up the normal operation section of the flight manual. The items which make up the normal procedures CHECKLIST are numerically listed, in blue, by procedure, in correspondence with the aircraft flight manual. When a particular procedure is selected, the CHECKLIST index display is replaced by the selected procedure list. The page is labeled in white with the selected procedure located in place of the normal procedure label already discussed. Each step of the procedure is numerically displayed in blue. When all steps of the procedure are completed, the display automatically returns to the normal procedure index with the completed procedure shown in green.
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Page 298.14 Aug 15/91
EXCEEDANCES
EXCEEDANCES UNAVAILABLE
Exceedance
Data Failure Figure 241
Indications
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298.15 Auq 15/91
Honeywell !!!$!%H.CE
PROCEDURE LABEL \
PAGE INDEX ,
CURSOR
NORMAL PROCEDURES
CKLIST
1/2 /
3 4 5
6
STARTING
ENGINES
AFTER STARTING
ENGINES
J~[W~~FORE LINE
UP
Checklist
System Figure
Page 242
Display
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Page 298.i6 Aug 15/91
2.
G. (12)
(b)
Emergency/Abnormal CHECKLIST Procedures - The emergency and abnormal selections call up procedures which make up the emergency and abnormal sections of the aircraft flight manual. The CHECKLIST functions identically to the already described, normal procedures, except that the procedure labels and page index are displayed in amber.
(c) CHECKLIST Cursor - CHECKLIST cursor control is accomplished through the DC-884 Display Controller as shown in Figure 243. The white cursor can be controlled forward (ADV) or backwards (BACK) by either PAGE or LINE as shown in the figure. The cursor box surrounds the entire procedure under consideration. (d) CHECKLIST Procedure Checked - To check off a 1ine item or select a procedure from the index, the CHECKLIST cursor is
moved over the appropriate item an the ENTER key is selected. This causes the selected line item to change color from blue to green giving the crew an indication that this procedure is complete.
(e)
RECALL - Selection of this key will call up the first (by numerical designation) CHECKLIST item skipped (i.e., not entered). CHECKLIST Mode Exit - To get out of the CHECKLIST mode, a different system page must be selected.
Auto Callup procedures one c .
q
(f)
(g)
Of are
Emergency called up
Procedures for display have
- Emergency checklist automatically whenever been detected:
any
of
the
following hot fire unlock low
conditions
Engine Engine Reverser APU Cabin
. .
fire pressure
Additionally, the display controller checklist menu is selected automatically with the EMER mode active for any of the above conditions. There are two priorities of auto callup of emergency checklists. Engine fire is the highest priority. All other emergency checklists are of equal priority and lower than engine fire. From the normal checklist any auto callup of emergency checklist will display that checklist. Engine fire will be displayed in place of a previously called up checklist. If a low priority auto callup checklist is displayed, another equal priority auto callup checklist will not be displayed until the current emergency checklist is completed.
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Page 298.17 Aug 15/91
CHECKLIST
NORMAL PROCEDURES 1 DISCLAIMER [2---:~~i~~T1RT7~G - --- ---. -- -3 STARTING
4 5 6 ENGINES AFTER STARTING ENGINES TAXI/BEFORE TAKEOFF LINE UP
1/2
j i
I I
I
~3 LINE At tiANCES
Checklist
System Figure
Cursor 243
Control
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Page 298.18 Aug 15/91
2.
G. (13) CHECKLIST
Failure
Mode
Indications
Fault Warning Computer Failure - In the event that the FWC fails when displaying a checklist format, the CAS display shows a red X and the system page displays a magenta CHECKLIST UNAVAILABLE message below the checklist system page title.
(14)
Waypoint
Listing
A waypoint listing of the active flight plan can be displayed when selected on the display controller as shown in Figure 244. The waypoint list consists of 12 lines defined as follows: . FMS Source Annunciation with IDENT, LAT, and LON Labels (Line 1) . Yellow FROM Waypoint Data (Line 2) . Magenta TO Waypoint Data (Line 3) c Next 8 Flight Plan Waypoints Data (Lines 4-11) c Present Position (PPOS) Data (Line 12) Each waypoint is displayed with IDENT and corresponding latitude (LAT) and 1ongi tude (LON). (15) Waypoint List Failure Mode Indications FMS Failure, No Active Flight Plan - In the event that the pilots displayed FMS fails, all the data in the waypoint list is replaced with amber dashes. The same indication is given for unused lines in the waypoint list (Figure 244). (16) System Page Declutter Mode The declutter mode removes all system pages from the system display area as shown in Figure 245.
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or
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disclosure
of information
on this page
is SUb@Cf 10 the
restrictions
on the title page
of this document.
WAYPT
I DENT KSAV SAV DBN MCN ATL KATL TO+5 TO+6 To+7 TO+8 PPOS
LIST
LON U 81 U 81 U 82 U8338 U 84 U 84 ------------U 81 F 12 06 50 26 2S -. ---12
FMS SOURCE
LAT N 32 07.6 N 32 09.6 N 32 33.6 N3241.5 N 33 37.8 N 33 38.4 --- ----- ----- ----- N 32 07:8
UNUSED LINES
7RESENT 3osITIoN
Waypoint
List Display Figure 244
Page
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Page 298.20 Aug 15/91
CABIN
BAGGAGE
PRESSURE LOW
DOOR
L-R FUEL PRES LOW AOA HEAT 2 FAIL L-R AIL HYD OFF L-R PITOT HT FAIL BATT 1-2 CHGR FAIL L-R AC POWER FAIL ICE DETECTED TAT PROBE HT FAIL TONE GEN FAIL VOICE REC FAIL FLIGHT REC FAIL AC EXT POWER FAIL ISOLATION VLV OPEN SERVICE DOORS L OIL FILT BPASS R COWL A/I E BATT 1 FAIL APU ALT OFF
CPL DATA TIT L INVALID $3$ d DC EXT POWER VHF COMM 1-2
System Page Declutter Mode Figure 245
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2.
H.
Compacted EICAS
Display
The compacted EICAS display format is only displayed in an engine or CAS system reversionary mode. This paragraph addresses the display format only. Paragraph 2.1. discusses reversionary mode operation of the display system in detail. Analog EPR Scales with Digital Readout FMS (PZ) Computed EPR Limit/Target Bugs FMS (PZ) Target Bug Digital Readout FMS Source/EPR Mode Annunciations Manual EPR Limit Set Capability Analog TGT Scales with Digital Readout Analog LP Scales with Digital Readout LP SYNC Annunciation LP Anti-Ice Annunciations Digital HP Scales HP SYNC Annunciation Annunciations of Start Valve Open (SVO) Annunciations of Ignition (IGN) Digital Readouts of FF Fuel Flow Valve Status Indications Digital Readouts of Oil Pressure Oil Pressure Warning Indications Digital Readouts of Oil Temperature Oil Temperature Warning Indications Crew Alerting System Messages (1) Compacted EICAS - General The compacted EICAS display is formed by combining primary engine data parameters with the CAS system on one display format. The engine instruments (ENG) comprise the left two-thirds of this format. The crew alerting system (CAS) utilizes the right one-third of the display format. The ENG and CAS display description is provided in paragraphs 2.E. and 2.F., respectively. The engine instrument area is divided into seven rows of engine displays as follows:
q q q
. . .
EPR Analog Gauges TGT Analog Gauges LP Tach Analog Gauges HP Tach Digital Readout FF Digital Readout Oil Pressure (P) Digital Readout Oil Temperature (T) Digital Readout
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Page 298.22 Aug 15/91
Each engine gauge is a 225-degree arc with moving pointer and fixed Each current value window located above the pointer rotation point. engine gauge type is labeled in white between the left and right gauges as shown in Figure 246.
2.
H.
(2) Engine Instruments (ENG) (a)

Engine Pressure Ratio (EPR) Display - The EPR instruments (left/right) are the top row of scales on the engine instrument
side of the display format (Figure 246). The details of the in paragraph 2.E.(2)(a). EPR scale operation are discussed (b) EPR Limit/Target Readout and Bug, Source and Mode Annunciations - Operation of this function is identical to the EPR command description provided in paragraph 2.E.(2)(b).
(c) Turbine Gas Temperature (TGT) Display - The TGT instruments form the second row of scales on the engine instrument side of the display format. The operational description of the TGT function is provided in paragraph 2.E.(2)(g). (d) Low Pressure (LP) Tach Display - The LP instruments comprise the third row of gauges on the primary engine display. The operational description of the LP tach function is provided in paragraph 2.E.(2)(h).
(e) Anti-Ice (A/1) Annunciator - This annunciation is displayed in green above the LP digital readout windows. The annunciation label isA/I. (f) LP Synchronization (SYNC) Annunciator - If the crew chooses to sync the engines using LP, a SYNC annunciation is displayed in green directly below the LP scale label.
(9)
High pressure (HP) Tach Display - The HP instruments

fourth row of engine instruments on the differs from the engine display format format. This
form the display
in that only a digital readout of HP is provided. The HP digital readout colors are dependant on actual HP values as follows: RED WHITE AMBER RED O%RPMS 46.7% RPMs 97.5% RPM~ 99.7% RPMs HP HP HP HP < < < < 46.7% 97.5% 99.7% 110% RPM RPM RPM RPM
The HP digital readout is readable to a 0.1% RPM resolution.
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<Ml
FMS1
EPR
MCT
CAB IN PRESSURE LOW BAGGAGE DOOR L-R FUEL PRESS LOW AOA HEAT 2 FAIL L-R AIL HYD OFF
TGT
L-R PITOT HT FAIL BATT 1-2 CHGR FAIL L-R AC POWER FAIL ICE DETECTED TAT PROBE HT FAIL
LP
TONE GEN FAIL VOICE REC FAIL FLIGHT REC FAIL AC EXT POWER DC EXT POWER VHF COMM 1-2 FAIL ISOLATION VLV OPEN SERVICE DOORS L OIL FILT BPASS R COWL A/I E BATT 1 FAIL APU ALT OFF CPL DATA INVALID
rIr
&3&
Compacted
EICAS Figure
Display 246
Format
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298.24
15191
2.
H.
(2)
(h)
Start located (Figure color
Valve
adjacent (outboard side) to When the start valve 246). is determined by the following Color
Open (SVO) Annunciation - The SVO annunciation readout the HP digital

is open, logic: the SVO label
is
Condition
HP < 42%
HP > 42%
B1ue
Flashing
the
Amber
(i)
Ignition
located
Annunciation positionally below (SYNC) using below HP, the
(IGN)
The
SVO
green
IGN
annunciation
is
annunciation. -
(j) HP
Synchronization the engines directly
Annunciator a SYNC
If the crew chooses to

is displayed in
sync green
annunciation label.
HP scale
FF the
(k)
- The Fuel Flow (FF) Display row of engine instruments on identically 2. G.(4)(a). to the
instruments format.
form This
the in
fifth operates
display
FF digital readout discussed
paragraph
(1)
Engine digital
Oil
Pressure
(P)
Display the
- The sixth
engine of
oil the
pressure
(P)
readouts
comprise
row
engine
The operational description is instrument display format area. provided in paragraph 2.E.(3)(a). (m) Engine Oil_Temperature (T) Display - Theengine_oil temperature (T) digital readouts comprise the seventh row of the engine instrument display format area. The operational description is provided in paragraph 2.E.(3)(b).
(3) Crew Alerting System (CAS) Display The operational description for this system is provided in paragraph 2.F. The only difference between the CAS display on this format and the normal CAS display (paragraph 2.F.) is the positional location of the display. The normal CAS display is located on the left onethird of the display format. The compacted EICAS-CAS display is located on the right one-third of the display format. (4) Compacted EICAS Failure Mode Indications The failure mode indications for the compacted EICAS, shown in Figure 247, represent a DAU No. 1 and FWC failure. The failure indication descriptions for each of the above parameters are contained in paragraph 2.E.(4) for ENG and paragraph 2.F.(4) for CAS.
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Page 298.25 Aug 15/91
or disclosure of information on this page is subject to the restrictions on the title page of this document.
-----
EPR
LJ
0
TGT
LP
Compacted
EICAS
Failure Mode Indications Figure 247
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Page 298.26 Aug 15/91
2.
I.
EFIS/EICAS Reversionary Modes

This section goes into detail on the various reversionary
modes available
to the crew in the EFIS and EICAS systems.

(1) Display
System Reversionary Panel
The display system reversionary panel is located in the overhead between the pilot and copilot. The reversionary panel layout is shown in Figure 248. The display system reversionary (REV) modes are divided into display unit (DU) REV modes and symbol generator (SG) REV modes. These modes are discussed in more detail in the following paragraphs. (2) DU and SG Failures - General (a) DU Failure Mode Indications - The failure mode indication for a DU failure is a blank display. This may be caused by a cooling air failure or an internal DU failure. A cooling air failure gives a clue that the display is going down. When a DU overheats, the raster (PFD - ADI sky blue, ADI ground brown, and altitude and speed gray shading/ND - WX returns) is removed. The next indication is a blank display. (b) SG/Interface Mode Indications - An SG or interface failure is indicated by displaying a red X over the entire DU display area as shown in Figure 249. (3) DU Reversionary Modes (a) Pilots DU Reversionary Modes - The pilots PFD reversion is to transfer the PFD format onto the NAV display. This is done by moving the pilots DU reversionary switch to the PFD XFER position. The display configuration for this reversionary mode is shown in Figure 250. In the event the pilots ND fails, the reversionary mode is to turn the DU reversionary switch to the ND OFF position. (b) Copilots DU Reversionary Modes - The copi1ots DU reversionary modes (Figure 251) are identical to those discussed in the previous paragraph except the copilot uses the right-most set of DU REV switches.
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Page 298.27 Aug 15/91
Honeywell fl!~.c

1
1
I I
i
i
I
~
PILOT
DISPLAY
SWITCHING
E I CAS
-1
COPI LOT
I I
I I I
I
I
I
I
I
~SYMBOL
GENERATOR
CONTROL-
I I
I
I
L -
I
-1
Display
System
Reversionary 248
Panel
Figure
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Page 298.28
Symbol Generator Failure Mode Indication Figure 249
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Page 298.29 Aug 15/91
uF
COPILOT PFD
Pilots
PFD
Reversionary
Mode
Figure 250
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Page 298.30 Aug 15/91
MAINTENANCE
Honeywell %W%f!hw
PILOTS (q-l
DC
COPILOTS m~
DC
ENGINE
CAS
SYSTEM
Copilots PFD Reversionary

Figure 251
Mode
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298.31 Aug 15/91
2.
I.
(3)
(c)
EICAS DU Reversionary Modes In the event that the ENGINE DU fails, the compacted EICAS format (paragraph 2.H.) is selected for display on the CAS DU This is achieved by selecting the as shown in Figure 252. to the BOT CMPT position. EICAS DU REV switches
In the
Figure switches event 253. to that 2.H.) This the the is CAS DU fails, on by the the compacted EICAS shown format in
(paragraph
is displayed achieved CMPT TOP
ENGINE
DU
the
as
selecting
EICAS
DU REV
position.
(4) Symbol Generator Reversionary Modes

(a)
Symbol Generator 1 (Pilots Normal) Failure - As previously noted, a failure of SG No. 1 would be shown in one of the following manners:
q
.
.
Red X on the pilots PFD Red lXon the pilots ND

Red X on both the pilots PFD and
ND
The reversionary mode for this failure is to select the pilot SG reversionary knob from the NORM to the ALT position. The SG driving the EICAS at that moment, normally SG No. 3, would then drive the pilots PFD and ND as well as the EICAS displays. If SG No. 3 control was selected to the alternate position prior to the SG No. 1 failure, then SG No. 2 would be in use by all six DUS and a multiple SG failure condition would exist (refer to paragraph 2.1.(4)(d)). (b) Symbol Generator 2 (Copilots Normal) Failure - A failure of SG No. 2 would be shown in one of the following manners: . . c Red X on the copilots PFD Red X on the copilots ND Red X on both the copilots PFD and ND
The reversionary mode for this failure is to select the copilot SG reversionary knob from the NORM to the ALT position. The SG driving the EICAS at that moment, normally SG No. 3, would then drive the copilots PFD and ND as well as the EICAS displays. If SG No. 3 control was selected to the alternate position and a multiple SG failure condition would exist (refer to paragraph 2.1.(4)(d)). For this condition, the initial SG No. 2 failure mode indication would show the red X on the EICAS display(s) as well as the indications listed above.
prior to the all six DUS SG No. 2 failure, then SG No. 1 would be in use by
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298.32 Aug 15/91
2.
I.
(4)
(c)
Symbol
Generator
3 (EICAS
Normal) show
Fai 1ure itself in one of the following
A failure manners: .
q
of SG No.
3 would
Red X on the ENGINE display Red X on the CAS display Red X on both the ENGINE and CAS displays
The reversionary mode for this failure is to select the EICAS SG reversionary knob from the NORM to the ALT position. The SG driving the copilots PFD and ND at that moment, normally SG No. 2, would then drive the EICAS displays as well as the copilots PFD and ND. If SG No. 2 control was selected to the
alternate would be condition position in use by would prior to the SG all six DUS and (refer to No. 3 failure, a multiple SG then SG failure No. 1
exist
paragraph
2.I.(4)(d)).
(d) Multiple SG Failures - A single SG is capable of driving the six DUS in the G-IV EFIS/EICAS system in the event that any two SGS fail. The pilots and copilots PFD and NDwould be identical in this case. All same source indications (amber source annunciations) would be on each display. The sinqle SG reverts to the pilot~s DC for display command; regardles~ of which SG is driving the six DUS. If the pilot s DC fails, the single SG reverts to the copilots DC for dispay commands. (5) Display Controller Failures (a) Pilots DC Fails - In the event that the pilots DC fails, the SG driving the pilots displays automatically revert to the following display source selections:
~ @
IRS 1 DADC 1 NAV 1 RADALT 1 RAD ALT SET - 200 BRG - AUTO BARO - IN FD CMD - SC
MAP Mode FMS 1 ID WAYPT
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Page 298.33 Aug 15/91
2.
I.
(5)
(b)
Copilots DC Fails In the event that the copilots DC fails, the SG driving the copilots displays automatically revert to the following display source selections:
~ ~
IRS 2 DADC 2
NAV 2
MAP Mode
FMS 2
ID WAYPT
RADALT 2 RAD ALT SET - 200

BRG - AUTO BARO - IN
FD
CMD - SC
(C)
Both
Pilots
and
Copilots
DC
Fails
In the event that both the pilots and copilots DC fails, the SG driving the ENGINE and CAS displays will automatically use DAU 1 channel A, DAU 2 channel B,-and FWC 1 sources. The
pilot/copilot same Dual the as DC PFD and have ND no sources effect for on this FGC via condition 2.I.(5)(a) the DC. are the (b). previously failures cannot described be manually in paragraphs the selected and
source other than
source
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PILOTS DC /m]
COPILOTS DC -j
EIFl
COMP EICAS
COPJ;OT
Engine
Display
Failure Figure
Reversionary 252
Mode
Page 298.35 Aug 15/91 Use or disclosure mformatlon n Ihls of o page !ssubject o therestrictions t on thetitle page ofthis document
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Honeywell !!!!!!!!)!.c
PILOTS DC zml
m~
Ellzl
COMP
EICAS
11
COP;&OT
COPILOT PFD
CAS
Failure Reversionary Figure 253
Mode
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Page 298.36 Aug 15/91
2.
J.
Traffic Alert and Collision Avoidance System (TCAS) Displays (1) TCAS General
The TCAS system determines the range, altitude and bearing of other aircraft equipped with mode S or ATCRBS transponders with respect to The system monitors the trajectory of the location of own aircraft.
these target aircraft for the purpose of determining if any of them constitute a potential collision hazard. The system is responsible for estimating the separation at closest approach and determining if a potential conflict exists. If so, the system displays a resolution advisory on the vertical speed tape of the pilots and copilots map mode o the navigation displays. These displays are crew selectable through the DC-884 Display Controllers. The TCAS system page will automatically callup when the TCAS detects any traffic advisory or resolution advisory target. The TCAS system is composed of the TCAS computer with inputs from radio altimeters, mode S computers, and through the mode S computers, the air data computer. In addition, the TCAS has two directional antennas for range and bearing information. The TCAS output information is sent to the symbol generators through two high speed 429 buses. Mode of operation is selected with the TCAS adapter panel, but is dependent on selected mode S controller status as well as internal and discrete logic, such as current radio altitude, gear up/down, weight-on-wheels, and the ground proximity warning system inhibit. TCAS FAIL is displayed on the CAS in eventof failure, TCAS mode of operation is displayed beside the PFD vertical speed tape, and an extended test page is available on the ground on the TCAS system page. (2) TCAS Display Pages The TCAS information is displayed in three primary areas: a TCAS system page on DU 4, the map mode of the navigation display on DUS 2 and 5, and the vertical speed tape on the PFD. The CAS is used for a blue TCAS FAIL message. (a) System Page Display (Figure 253.1) - The system page on DU 4 is the primary traffic display and is selected by the crew through either the DC-884 Display Controller or is called up by the TCAS in the event of either a Resolution Advisory or a traffic advisory. Like the ND, the system page is centered on an own aircraft symbol and provides a fixed range fore and aft of sixmiles and side-to-side of five-miles. A two-mile range ring-of-dots surrounds the aircraft symbol with a dot at each clock hour position. Targets that exceed the fixed range of the display are shown as off-scale targets around the edges of the display, and up to two lines of no bearing target
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Use Or disclosure of information on this page is subject
298.36.1 Apr 15/93
to the restrictions
on the title page
of this document.
information are displayed in the lower portion of the screen when needed. All displays are limited to sixteen targets. The display mode, above/normal/below, is annunciated in the upper right corner of the display.
J.
(2)
(b) Navigation Display (Figure 253.2) - The ND is the only range TCAS information is overlayed selectable display for TCAS.
Only targets within the normal map display information. the selected range are displayed and off-scale targets are not used. This display does not use a two-mile range ring and no bearing targets are not displayed on this page. This display is selected for on-side display through the pilot and copilot Symbols used are identical to DC-884 Display Controllers. those used on the system page. Targets are subject to the A/N/B selection annunciated on the TCAS system page. onto
(c) Primary F1ight Display (Figure 253.3) - The PFD is used for resolution advisory guidance information, as well as displaying the current TCAS operational mode. The vertical speed scale is expanded to t6000 fpm. Recommended performance is presented on the left edge of the vertical speed tape with acceptable and unacceptable vertical speeds shown in green and red respectively. The vertical speed indicator digits are colored to correspond with the color band for the vertical speed they
occupy; so that if TCAS is displaying a red guarded band from -6000 fpm to -500 fpm, and a green target band from -500 fpm to O fpm, the vertical speed indicator digits are red from -6000
to -500, green from -500 to O, and white above O to +6000. The TCAS mode is displayed on the PFD, beside the vertical speed tape opposite the O fpm mark. TCAS modes are STBY, TEST, TA
and TA/RA. (3) TCAS Traffic Display Symbology (see Figure 253.1)
(a) Above/Normal/Below (ANB) - This selection is available on the . . TCAS adapter panel and is annunciated on the system page only. The ANB function determines the targets to be displayed by relative altitude from own aircraft. The normal mode is not annunciated and displays all altitude reporting traffic from 2700 ft below the aircraft to 2700 ft above. Above and below
expand the normal display to 7000 ft relative in the chosen direction, while retaining the 2700 ft selection in the other Non-altitude reporting targets are always direction. displayed.
(b
Resolution Advisory (RA) Traffic Symbol - The RA traffic symbol is a solid red square. Targets not reporting altitude, (transponder not on, or not transponder equipped) cannot generate resolution advisories.
22-14-00
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Page 298.36.2 Apr 15/93
2.
(3)
(c)
Traffic Advisory
(TA) Traffic Symbol - The TA traffic symbo is a solid amber circle. TAs may be non-altitude reporting aircraft, if non-altitude reporting they will always be selected for display.
Proximate Traffic (PT) Symbol - The PT symbol is a solid cyan (pale blue) diamond. A PT is any altitude reporting traffic
(d)
within t1200 ft of own aircraft altitude and within 6 miles. (e) Other Traffic (OT) Symbol - The OT symbol is a hollow cyan diamond. OT aircraft are altitude reporting targets outside ilZOO ft of own aircraft, but within the ANB limits of either 2700 or 7000 ft as selected, of own aircraft altitude. (f) Data Tag altitude (IVSA). target. - A data tag is composed of two items, the relative display (RAD), and the intruder vertical speed arrow These items are attached to each altitude reporting
The RAD represents the altitude separation between the targets altitude and own aircraft in hundreds of feet, rounded to the nearest hundred. Targets above have their data tag above their symbol, targets below have their data tag below their symbol A t symbol is also attached to each RAD as confirmation. Data tags are the same color as their associated target. The IVSA is an arrow appended to the RAD to indicate target vertical speed direction, if it exceeds 499 fpm. This arrow points up for climbing and down for descending traffic. (9) off-scale
Symbol - On DU 4 only, targets that are being tracked but are not within the range of the display are shown as off-scale targets. These are regular target symbols cut in
half and against the edge of the display on the correct bearing to the target. A data tag is attached to each symbol. (h) No Bearing Targets - An area below the target display on DU 4 is reserved for no bearing targets. These are targets which are altitude reporting but have no resolved bearing. This is usually a temporary condition and this area is reserved for RA and TA targets. For these reasons the header of NO BEARING TARGETS is only displayed when active. No bearing target information is displayed in the color corresponding to threat level of the target; RAs are written in red and TAs are written in amber. All information usually provided on targets is presented including threat level, distance of separation and all data tag information.
22-14-00
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Page 298.36.3 Apr 15/93
2.
J.
(3)
(i) Voice Advisories - Voice advisory is provided through the aircraft audio system and consists of advisories and commands as needed:
q
TCAS TEST is
announced
at
the
beginning
of
test.
TCAS PASS indicates a successful test completion.
TCAS FAIL indicates an unsuccessful test.

TRAFFIC, TRAFFIC, TRAFFIC indicates a target has transitioned to traffic advisory threat level. CLIMB, CLIMB, CLIMB or DESCEND, DESCEND, DESCEND is a resolution advisory alert that accompanies PFD vertical guidance. INCREASE CLIMB or INCREASE DESCENT are alerts to further action needed to resolve conflict. These accompany revised PFD vertical guidance. CLEAR OF CONFLICT is announced at the resolution of threat.
Other advisories are provided for and a complete list can be found in the TCAS Pilot Manual.
(4)
TCAS Test (Figure 253.4 and 253.5) TCAS test is initiated from the test button of the ACTIVE mode S controller and lasts approximately 8 seconds. TCAS test consists
the
(a)
of
following:
The TCAS system page will appear if not already selected (Figure 253.4). TCAS TEST will be announced over voice advisory.
(b)
(c) TCAS FAIL will be displayed on CAS (Figure 253.4), and TEST will be displayed on PFD as TCAS mode (Figure 253.4). (d) Four targets will be generated by the TCAS computer and displayed on any active TCAS display (Figure 253.4).
q
RA at 2 NM and level at +200 feet. TA

at
2 NM and climbing at -300 feet.
.
q
PT at 3.6 NM and descending at -1100 feet. OT

at
3.6 NM and level at +2000 feet.
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Page 298.36.4 Apr 15/93
2.
J.
(4)
(e)
A resolution advisory will be generated and displayed on the PFD as shown below (Figure 253.4). . Green from O to +250 feet (Green target band).
.
q
Do Not Climb >+2000 feet (Upper red guarded band). Do Not Descend (Lower red guarded band).
result or TCAS will FAIL. be announced over voice advisory, either TCAS
(f) Test
PASS
(5)
TCAS Extended Test (Figure 253.6) TCAS extended test required weight-on-wheels, transponder active and TCAS in standby. Prior to exiting the test mode, TCAS looks at the test button to see if it is still active. If so, TCAS enters the extended reporting mode for maintenance information. This information duplicates some of the information on the front of the TCAS computer, but is current and active as long as the test button is held. If, for example, the transponder No. 2 circuit breaker is pulled while viewing the test page, the Mode S Bus 2 will change from active to inactive until the breaker is reset. NOTE: Attempting extended test with both TCAS and transponders in standby will lockup the TCAS in test mode. Activating the No. 1 transponder will release it.
(6) TCAS Computer Test A test function is available from the front of the TCAS unit itself. test is of the current status of the TCAS and associated equipment. Failures are annunciated through indicators on the front of the CU. Past failure data is also available by pressing the test button again within eight seconds. This will display any failures
logged to memory on the previous flight, a flight is defined as a
This
WOW transition. This can be done repeatedly, stepping back one flight each time test is pushed. The end of flight memory is signalled by flashing all indicators. Ten flight legs may be available.
22-14-00
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Page 298.36.5 Apr 15/93
9 0000 -p N
SENSOR
v
S?SISM
FLT REF TRS
Ooom
,15Y3 a 5
FUEL APU/BLEED
ENG START EXCEEDANCES WAYPTLIST CHECKLIST
tiv
sn
: z
=$
(2
DATA TAG \
n
w
OFF
1!
SCALE SYMBOL
/ ABOVE, NORMAL, OR BELOW ANNUNCIATOR ~ PROXIMATE TRAFFIC SYMBOL

RESOLUTION ADVISORY TRAFFIC SYMBOL
TRAFFIC ADVISORY TRAFFIC SYMBOL

-
DATA
TAG
- OWN
AI RCRA~ SYMBOL 2 NM
RANGE RING
II
NO
T~
BEARING
TARGETS II +02 -23? +
- OTHER TRAFFIC SYMBOL - NO BEARING TARGETS

AD-34393@
1.1 NM 2.0 NM
TCAS System Page Display Figure 253.1
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Page 298.36.6 Apr 15/93
Use or disclosure of information on this page issubject to the restrictions n the title o page of thisdocument.
9~oJ~ Gzl
Ooo
SENSOR FLT RIIf IRs SYSTEM Sfr
0000 -J35 5
TCAS TARGETS%
Aoasal@
TCAS Targets on the

Navigation Display Figure 253.2
22-14-00
Page
298.36.7 Apr 15/93
Use or disclosure
of information
to the restrictions
HoneyweU
!!!!!!!~;;
/EXPANDED VERTICAL SPEED SCALE

0.22M CRS 1.
010
OVERTICALSPEED GREENTARGET BAND
O.io
.$
.2
HDG 050
VERTICAL SPEED REDGUARDED BAND
(3
TCASMODE ANNUNCIATOR
Ao-s4s92@
TCAS Resolution Advisory on

the Primary Flight Display Figure 253.3
22-14-00
Page 298.36.8 Apr 15/93
Ak34S9S@
TCAS Test on the System Page Display Figure 253.4
22-14-00
IJse
or
Page 298.36.9 Apr 15/93
disclosure
of information
to the restrictions
on the title
page of this document,
B s8
136
LOC I
GS
E16000
6000
180
AP 1
190
2Ll
20
200
0
0
5800
1o
10
u
0
o
;2
55%
5480 5200
23
240
REF
10==10
250 260
20
20
1500
rIzz#l
so ;:00
0.22M 1.
:;:
.\\j\
II,,
!ivdME
P/,
~ 1 o
<GREEN TARG~ BAND
~.
TEST
~,
0.50 $&\
4 .2 HOG 050
\
0
.0 +-
OK\
Owl:
f
LOWERRED GUARDED BAND
TCASMODE ANNUNCIATOR
Ao-34394@
TCAS Resolution Advisory Test on the Primary Flight Display Figure 253.5
22-14-00
Page 298.36.10 Apr 15/93
TCAS TEST
COMPUTER UNIT
UPPER ANTENNA LOWER ANTENNA RADIO ALT BUS 1 RADIO ALT BUS 2 MODE S BUS 1 MODE S BUS 2 ~
PASS PASS
PASS
ACTIVE ACTIVE ACTIVE ACTIVE
@
Au-mq
--------
TCAS Extended Test on System Page Display Figure 253.6
22-14-00
Apr
Use or disclosure of information on this page is subject to the restrictionsn the title o page of thisdocument.
Page 298.36.11
15193
2.
K.
Microwave Landing System (MLS)

(1)
General The ML-850 MLS Receiver is designed for use with the C-band Time Referenced Scanning Beam MLS as defined in 1986 by ICAO. Ground (predominantly stations conforming to the previous ICAO definition
European) are not compatible with this receiver as they did not provide for magnetic heading selection of runway centerline.
The MLS system provides 200 channels between 5031.0 and 5090.7 MHz. The signal format is time multiplexed with each function (azimuth, elevation, basic data, auxiliary data, and back azimuth) transmitted sequentially on a single frequency. Each function is identified by an encoded preamble, followed by TO and FRO scanning beam signals or
more digital data depending on the function. Basic data from the ground is used to determine runway length for azimuth scaling, proportional coverage limits, minimum glidepath, The receiver also runway heading and station identification.
processes station and outputs auxiliary data which pertains to the ground
for use by other systems such as EDS, AFCS, FMS< or RNAV equipment. The ML-850 receiver system provides guidance to the azimuth and glidepath angles selected on the control unit or transmitted from the ground station. Guidance is output from the receiver in the
form of digital deviation signals intended to drive conventional The MLS receiver scales course deviation indicator (CDI) displays.
and biases these ARINC 429 labels to the corresponding ILS mV per dots of deviation allowing integration to the autopilot and display on the EDS.
The receiver computes the centers of the received TO and FRO scans, calculates the aircraft position angle for each scan, and subtracts the selected angle to derive deviations.
Approach azimuth angles may be selected from the runway centerline out to the limits of the proportional coverage area of the ground station. This angle is entered as the approach magnetic heading. Azimuth deviations are scaled as a function of runway lengths.
Glidepath angles may be selected from the minimum safe angle for the desired runway heading (as transmitted from the ground station) to the maximum allowable glidepath angle of 4 degrees for the G-IV.
Glidepath glidepath deviations angle. are scaled as a function of the selected
22-14-00
Use
Page 298.36.12
Apr 15/93
The MLS
flight labels
receiver
transmits crew display, by
ARINC the
429 and
labels internal
for
the
purpose
of Once these
guidance, are
monitoring.
transmitted
MLS receiver, they are switched into
the SG-884 Symbol Generator by an external relay. The DC-884 Display Controller energizes this relay based on flight crew selection of MLS as the active or preview nav source.
A Morse code station identifier is decoded by the receiver and

output as an audio signal, a discrete signal and digitally on both
buses.
The MLS system in the G-IV is configured as a dual receiver and dual control head system. Each MLS receiver tunes a DME in a sharing MLS only controls scheme with the other equipment on the aircraft. As MLS uses the DME it will be normal DME when NAV is not selected. MLS No. 1 tunes No. 1 to see F--- in the NAV control head window.
DME MLS receiver, is as receiver MLS then No. selected 2 sent tunes to by the the No. 2 display DME receiver. generators controller. This with DME the paired information symbol
K.
(2) MLS Displays MLS is selected on each DC-884 Display Controller with both onside and offside sources available.
MLS 1 FAIL or MLS 2 FAIL is displayed in the CAS as appropriate in the G-IV dual installation. MLS FAIL is also supported in the FC-880 Fault Warning Computer, but is for single installations.
(a) Primary Flight Display (Figure 253.7)

for lateral and vertical modes with MLS are AZ and GP respectively, and are displayed at the top of the PFD as with other nav sources. AZ and GP are displayed in white when armed, boxed in green for five seconds when captured, and green
Annunciation
with no box after five seconds. The vertical deviation indicator beside the attitude sphere is green and is labelled P for path in glidepath. Lateral deviation on the compass portion of the display is conventional and also green. The NAV source annunciator displays the active source as either MLS 1 or MLS 2 as appropriate. This is displayed in white unless the pilot and copilot select the same NAV source when they are in amber. Directly below it is the collocated DME display. The distance display will be dashed if DME is unavailable. As the G-IV MLS is configured for front azimuth approaches only, there is no need for a TO/FROM indicator.
22-14-00
Use or disclosure of informationon this page issubject to the restrictions on the title page ofthis document,
Page 298.36.13 Apr 15/93
LATERAL MODE ANNUNCIATOR \\
VERTICAL MODE ANNUNCIATOR / /

/
136
COMPARISON MONITOR ANNUNCIATOR
Yzl
20 lo 20
GPJI
Lii6000
180
190 00 21
AP 1
0
6000 5800
10
0
u
22
23 240 250 260
E
A.
MLS REF
10:10
- VERTICAL DEVIATION INDICATOR
55T
541% 5200
0 0
0.22M 1. CRS 010

\\
:$
4 .2
gig
\\\t;lm ~~tiM F
2~20
1500
5000
1770M
30.021N
4
1
NAV SOURCE ANNUNCIATOR
C/,
~$TAR
= DME DISPIAY
~\
OADFI
COURSE DEVIATION BAR
COURSE POINTER
AX4.U9S@
MLS Displays on the Primary Flight Display Figure 253.7
22-14-00
Page
298.36.14
Apr 15/93
2.
(2)
(b) Navigation Display

MLS has available both active and preview modes, and selected on the display controller NAV page. ~ Active Mode (Figure 253.8) When displayed as the active nav source MLS will be familiar AZ will be displayed in white at the top from ILS usage. left of the ND, with the numeric display below it in green. Unlike ILS or VOR which use the course knob to set desired course, the desired azimuth is set on the MLS control head or is uplinked from the ground station. The course pointer and deviation bar will also be in green. As with the PFD annunciation, the active nav source displayed in the top riqht hand corner is white unless the pilot and copilot seiect the same source then it will be amber. The vertical deviation indicator functions as with is green and is labeled P for path in glidepath. ~LS but s
DME is in the top right corner and is displayed with MLS. The distance readout will be dashed if DME is unavai able. Due to DME sharinq scheme the DME can be unavailable to the MLS . As the G-IV-is configured for front azimuth approaches only there is no need for a TO/FROM indicator. Preview Mode (Figure 253.9) With MLS, preview mode works very similiary to ILS
with and appropriate annunciation changes. MLS azimuth, preview DME,
source are displayed in a box in the lower portion of the display. Deviation information will be displayed in the preview ghost display in addition to the active source. source. Again DME will be unavailable if NAV is the active
22-14-00
Page 298.36.15 Apr 15/93
AZIMUTH DISPLAY
COURSE POINTER
COURSE DEVIATION BAR
NAV SOURCE ANNUNCIATOR
\
/42 020
I !
Y1
050 MAGI
.
MLS1 17.2 DM
~DME DISPU4Y
/VERTICAL DEVIATION INDICATOR
HDG 025
0 ADF1 SAT 52 TAS 300 GSPD 325
Wx
VAR GCR
Ao-s4397@
MLS Active Mode Displays on the Navigation Display Figure 253.8
22-14-00
Page 298.36.16 Apr 15/93
PREVIEW COURSE POINTER \
DTRK 020
IRS2
t-f M.
1
PREVIEW COURSE DEVIATION BAR
050 MAGI
FMS1 65.0 DME
\\l
J~q,
fl
//
HDG 025
// ,/ o ,; \ += ---->2 ----.:._ ->... . ---- \ ..-/ --+; . ------- + .-~. m .0 ----=&= /0 0 / 1; + / 4f \\ Lz \\ %/, h;; n\\\ \
I
\ +.+
1;
P5,
O ADF1
. . . II
Wx
VAR GCR
PREVIEW
MLS1
SAT 52
TAS
I
58 17.2 DME
g:
325
,
I
4
!
0(
\
I
r
\,
\
II
AD-343ea@
PREVIEW A21MUTH DISPLAY
PREVIEW DME DISPLAY
PRE-VIEW NAV SOURCE ANNUNCIATOR
MLS Preview Mode Displays on the Navigation Display Figure 253.9
22-14-00
Page 298.36. 17/298.36.18 Apr 15/93
3.
DFZ-820 Dual Fliaht Guidance Svstem A. System Performance/Operating Limits

The
for the System are presented in system performance/operating limits Table 205. All limits have a tolerance of f10 percent. Control or Sensor A/P Engage TCS Switch Parameter Value Rol1: Up to *75 deg Pitch: Up to t50 deg Up to t35 deg max t6 deg min
20 deg
Mode
A/P Basic A/P
Engage Limit Roll Angle Limit Pitch Angle Limit
up, 15 deg down
Turn Knob
Roll Angle Limit Roll Rate Limit
*3O deg Roll *5.5 deg/sec 20 deg up, 15 deg down +o.2g; -0.1 g
Pitch Wheel
Pitch Angle Limit Pitch g Command Limit
Electric Pitch Trim Heading Select GP-820 Heading Knob and HDG SEL Button
Up Trim Limit Down Trim Limit Roll Angle Limit
20.52 0.5deg 6.()~ ().sdeg
~za deg
120 deg low bank
switched on GP-820 Roll Rate Limit 4.0 deg/sec 2 deg/sec low bank Up to t90 deg Function of Beam Error, Beam Closure Rate, and Course Error Min Trip Point, *20 mv dc Max Trip Point, ~180 mv dc
VOR/VORAPP
GP-820 LNAV Button, CRS Knob, and NAV Receiver
VOR/VOR APP Capture: Beam Intercept Angle (HDG SEL) Lateral Beam Sensor (LBS) Capture Point
System Performance/Operating
Table 205
Limits
22-14-00
the restrictions on the title page of this document.
Page 298.37 Aug 15/91
Use
or
disclosure
of
information
on
this
page
is
subject
to
Mode VOR/VOR APP

(cent)
Control or Sensor
Parameter Roll Angle Limit
Value
t24 deg VOR t30 deg VOR APP 5.5 deg/sec VOR 7.0 deg/sec VOR/APP
Roll Rate Limit
Course Cut Limit During Capture VOR Track: Roll Angle Limit Roll Rate Limit Crosswind Correction Over Station: Course Change Roll Angle Limit Roll Rate Limit
~45 deg Course Error
314 deg 4.0 deg/sec

Up to t45 deg Course Error
Up to t90 deg ~14 deg
7.0 deg/sec
NOTES :
1.
VOR APP mode is automatic and engages when TAS s 180 knots or flaps other than zero. VOR mode cannot be armed or engaged unless IRS TRUE TRACK is valid (IRS TRUE TRACK is valid only if groundspeed is >20 kts).
2.
I LOC or BC
GP-820 LNAV Button (LOC), BC Button (BC), CRS Knob, and NAV Receiver
LOC Capture: Beam Intercept Angle (HDG SEL) Capture Point
Up to t90 deg
I
System Performance/Operating Table 205 (cent)
Useor disclosure of information on this page issubject to the restrictions
Function of Beam, Beam Closure Rate, and Course Error Min Trip Point, ~35 mv dc Max Trip Point, ~200 mv dc (~175 mv d~ -906/907 FGC)
Limits
22-14-00
Page 298.38 Apr 15/93
on the title
MAINTENANCE MANUAL
GULFSTRE4M IV
Mode LOC or BC (cent)
Control or Sensor
Parameter Roll Angle Limit Roll Rate Limit Course Cut Limit During Capture LOC Track: Roll Angle Limit Roll Rate Limit Crosswind Correction LOC Gain Programming ~30 deg 7.0
Value
deg/sec
*45 deg Course
224 deg 5.5 deg/sec
Up to t45 deg Course Error Function of Radio Altitude, TAS and GS Deviation Function of Beam Error and Beam Closure Rate Min Trip Point, 20 mV dc Max Trip Point, 37.5 mVdc +10 deg, -15 deg Vertical Acceleration Preset 0.2 g maximum Function of Radio Altitude, TAS and Vertical Speed 15.0 deg noseup (12.0 deg noseup -906/907 FGC)
APR
GP-820 APR Button, CRS Knob, and NAV Receiver
Glideslope Capture: Capture Point
Pitch Command Limit Glideslope Damping Pitch Rate Limit GS Gain Programming
GA I
Control Switches on Throttles (Disengage A/P)
Fixed Flight Director Pitch-Up Command; Wings Level in Roll
System Performance/Operating Limits Table 205 (cent)
22-14-00
Page 298.39 Apr 15/93
Useor
disclosure
of
information
on
this
page
issubject
totherestrictions
on
the
title
Mode
Control
or Sensor
Parameter
Value
ALT Hold
DADC
ALT
Hold Range
O to 60,000 ft ~40 ft
Engage
ALT Hold Engage Error
Pitch Limit
Pitch Rate Speed Limit Engage
20 deg up, 15 deg

Preset O to 0.1 +6000 -8000
down
g maximum ft/min ft/min
VS Hold
DADC
VERT VERT
Engage Pitch
Speed
Hold
*1OO
ft/min
Error Limit 20 0.1 0.4 ~0.01 20 deg deg up, 15 deg down
Pitch Rate Limit FLCH (IAS/MACH) DADC Mach Engage Range Mach
Hold Error
g maximum to 0.88 Mach Mach
Pitch Limit
Pitch Rate Engage Limit Range
up, 15 deg down
0.2 g maximum 80 to 340 KN CAS

&5 KN
IAS
IAS Hold Engage Error Pitch Limit

Pitch Rate Limit for ASEL ARM
20 deg
up,
15
deg down
0.2 g maximum 60 ft/min 3 seconds direction preselect for in the of the ALT value
ALT Preselect
ARM (ASEL)
DADC and ALT SEL Control
VS
Required
Automatic
22-14-00
Page 298,40 Aug 15/91
Mode
Control
or
Sensor
Parameter
Value
ALT Preselect CAP (ASEL)
DADC and ALT SEL Control
Preselect
Capture Range
O to 60,000 ft *20,000 ft/min
Maximum Vertical Speed for Capture Capture Maneuver Damping Pitch Limit Pitch Rate Limit at Capture
Complemented Vert Acceleration 20 deg

up, 15 deg down
0.05 g with VS K 10,000 ft/min 0.08 gwith VS > 10,000 ft/min
Maximum Altitude Capture Error VALT Hold FMS ALT Hold Engage Range ALT Hold Engage Error Pitch Limit Pitch Rate Limit VALT Preselect ARM (VASEL) VALT Preselect CAP (VASEL) FMS VS Required for Automatic VASEL ARM
325
ft
O to *4O 20
60,000 ft.
ft
deg up, 15 deg down
0.1 g maximum 60 ft/min for 3 seconds in the direction of the ALT preselect value O to 60,000 ft t20,000 ft/min
FMS
Preselect Capture Range Maximum Vertical Speed for Capture Capture Maneuver Damping Pitch Limit
Complemented vertical acceleration 20 deg up, 15 deg down
System Performance/OperatingLimits Table 205 (cent)
22-14-00
Page 298.41 Rug 15/91
Use or dkclosure
of mformatlon on tfVs page is subject to the restrictions on the title page of this document.
Mode VALT Preselect ;~;n~~SEL)
Control or Sensor
Parameter Pitch Rate Limit At Capture
Value 0.05g for VS < 10,000 ft/min 0.08g for VS > 10,000 ft/min ?25 ft
Maximum Altitude Capture Error VIAS VMACH FMS Mach Engage Range Mach Hold Error Pitch Limit Pitch Rate Limit IAS Engage Range IAS Hold Engage Error Pitch Limit Pitch Rate Limit VPATH FMS Altitude Range Angle Range Bias Range Pitch Limit Pitch Rate Limit
0.4 to 0.88 Mach &O.01 Mach 20 deg up, 15 deg down 0.2 g maximum 80 to 340 KN &5 KN 20 deg up, 15 deg down 0.2 g maximum O to 60,000 ft O to -6 deg f (FMS waypoint) 20 deg up, 15 deg down 0.1 g maximum
22-14-00
tttle page of thw document.
Page 298.42 Aug 15/91
Use
or
disclosure
of mformatlon on thm page is subpct to the restrictions on
the
3.
B.
Flight Director/Autopilot
Functional Description
(1)
General Paragraph 3.B.(2) discusses conditions and functions that are referred to in the text accompanying each mode of operation in paragraphs 3.B.(4), (5), and (6). These paragraphs discuss the signal flow through the flight guidance computer for each flight-
path mode and the associated roll, pitch, or yaw flight control axis. Figures 259, 260, and 261 are simplified diagrams that show the signal flow and interconnect wiring for the applicable selected flight director mode and autopilot axis. Figures 254, 255, and 256 are AP, YD, Mach Trim, and PFD-CMD select, mode select, and AP engage logic diagrams that are used in conjunction with Figures 259, 260, and 261 to aid in understanding the system operation. (2)
Control Functions
(a)
Lateral Beam Sensor (LBS)

When flying to intercept the VOR or LOC beam, the LBS will
tripped as a function of beam deviation, be
course error, TAS and DME. In the LOC mode, the course error is compared with the beam deviation signal and rate of crossing the beam to determine the LBS trip point. When the LBS trips, the flight director commands a turn toward the desired VOR radial or runway at the optimum point for a smooth capture of the beam. If the intercept angle to the beam center is very shallow, the LBS will not trip until the aircraft is near beam center. For this reason, an override on the LBS occurs when the beam deviation reaches a specified minimum. The minimum beam sensor trip point for the VOR mode is ~20 mv. In the LOC mode, the minimum trip point is f35 mV. The maximum LBS trip point is t175 mV in VOR and t200 mV (*175 mV -906/907 FGC) in LOC. (b) Vertical Beam Sensor (VBS) The VBS determines the point of glideslope capture utilizing a number of inputs. The VBS is armed when the NAV radio is tuned to a LOC frequency, the LOC receiver is valid, and the LBS is tripped. The VBS trips as a function of vertical speed, TAS, and glideslope deviation. The VBS will trip when vertical deviation is less than 150 mV and acapture sensor is satisfied. The capture sensor combines airspeed, rate of change of beam deviation, and acceleration to determine the optimum capture point. In the event the aircraft is paralleling the beam, i.e., 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.
22-14-00
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Page 298.43 Apr 15/93
Honeywell
In the back selected.
course (BC)
MAINTENANCE MANUAL
GULFSTREAM IV
mode,
the VBS
is
locked
out
when BC is
When capturing from above descending at a rate that
the
beam,
the
aircraft
must
be
will create a suitable intercept
angle. 3. B. (2) (c) Glideslope Gain Programming 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 progrannning occurs at GS capture and is controlled by a runway height estimator. The
value estimated is a function of GS capture, GS track, and At GS capture, the height is estimated at 1500 middle marker. feet. At GS track and middle marker not passed, the height is At GS track and middle marker passed, the height is 250 feet. If the DADC is not valid, vertical speed is a 100 feet.
preprogrammed fixed rate. (d) True Airspeed (TAS) Gain Programmer TAS gain programming is used to program heading select error, course select error, pitch wheel command, air data commands, and glideslope deviation to achieve approximately the same aircraft response regardless of the aircrafts airspeed and altitude. The TAS computation is derived from airspeed, altitude, and outside air temperature. (e) PFD Command Bars or Cue When a command signal is applied to the bar or cue input, the bar will move left or right (roll) or up or down (pitch) and the cue will move CW orCCW (roll) or up or down (pitch). This provides the required visual command to allow the pilot to maneuver the aircraft in the proper direction to reach the desired flightpath. If the information required to fly the desired flightpath becomes invalid, the command bar or cue is biased from view. (f) VOR 0SS The over station sensor (0SS) is used to detect the erratic radio signals encountered in the area above the VOR transmitter. When these radio signals reach a certain level of deviation, they no longer are useful and the 0SS eliminates them from the control signal.
22-14-00
Page 298.44 Aug 15/91
The VOR over station sensor trips when the are satisfied:
q
following
conditions
VOR
track of
has the
occurred plus 3 seconds of elapsed time. following conditions occurs:
Either
Distance to the station less than one fourth of the barometric altitude and DME present. Lateral deviation is greater than 75 mV and the rate of deviation is greater than 8 mV per second and the DME is not present.
3.
B.
(2)
(g) GS CAP The following conditions are necessary for glideslope capture: . . . . Glideslope mode is armed plus 3 seconds. The localizer mode is captured or in the track phase. Glideslope deviation is less than 150 mV. Either of the following conditions is satisfied: The VBS tripped. GS deviation less than 20 mV.
(h) GS Track Glideslope track occurs after the aircraft has captured the glideslope and is now tracking the beam. The track phase provides for tighter flying of the beam. The following conditions are necessary for the track mode to be satisfied: . .
q
GS capture plus 15 seconds. Localizer has gone into track 1 or track 2. GS deviation must be less than 37.5 mV. The vertical deviation must be changing at a rate of less than 10 ft~sec.
22-14-00
Use or
disclosure of information on this page is
Page 298.45 Aug 15/91
Honeywell #i[!r.cE
3. B. (2) (i) VOR AOSS 1
and
VOR AOSS 2
When the aircraft is flying in the 0SS state, beam deviation is continually monitored to determine when it is again useful to include in the command signal. The AOSS monitors beam deviation. When certain conditions are satisfied regarding beam deviation, the AOSS will trip. There are two stages to the AOSS. The first stage is AOSS 1, and AOSS 2 is the second stage. AOSS 2 will not trip until AOSS 1 has tripped. These sensors ensure that when beam deviation is again included back into the control signal it will indeed be useable information. VORAOSS 1 will occur when the following conditions are all satisfied: . . VOR 0SS has occurred dependent on the active lateral mode. A calculated period of time has elapsed since the last to/from transition on the EHSI in order for AOSS 1 to trip. The period of time elapsed is calculated using true airspeed and altitude. The higher the altitude, the longer it takes to get through the cone of erratic radio information; therefore the longer the time period must be. Likewise, the lower the aircraft altitude, the smaller the cone of erratic radio information, and the shorter the time period must be to trip AOSS 1. The required elapsed time period is also affected by the aircrafts true airspeed. The faster the airspeed, the quicker the aircraft will be through the cone. The slower the airspeed, the longer it will take to pass through the cone, and a longer time period is required to trip AOSS 1.
VOR AOSS 2 will occur when the followina conditions are all satisfied: . .
q
VORAOSS
1 has tripped
plus than
3 seconds. 75
Beam deviation is less
mV.
per
Beam rate is less than 25
feet
second.
Once VORAOSS 2 trips, beam deviation will again be part of the control signal. (j) VOR CAP VOR capture will occur when the following conditions are satisfied:
q
The VOR mode has been armed plus 3 seconds of elapsed time. The lateral beam sensor (LBS) has tripped.
22-14-00
Use or disclosureof intorrnation on this
page is
Page 298.46 Aug 15/91
3.
B.
(2)
(k) VOR Track VOR track will occur as the aircraft is established on beam center and the following conditions are all satisfied:
q
The VOR mode has been captured or AOSS 2 has occurred.

Thirty seconds of elapsed time from capture.
.
q
Lateral deviation rate is less than 50 feet per second and the aircraft bank angle is less than 6 degrees.
At this time course error is eliminated from the command signal, leaving beam deviation and lateral acceleration from the IRS to maintain the aircraft on beam center. There is no
visual indication in the cockpit that the VOR track submode has occurred. (1) LOC CAP 1 and BC CAP 1 Localizer and back course capture 1 are the initial capture phases of their respective modes. Localizer capture 1 and back course capture 1 will occur when the following conditions are all satisfied:
q
LOC armed plus 3 seconds. Either of the following occurs: Lateral beam sensor trips. Beam deviation less than 35 mV.
(m) LOC CAP 2 and BC CAP 2

Local izer and back course capture 2 are capture phases which
indicate the aircraft is now flying closer to the center of the beam. The capture 2 phase will occur for each mode when the following conditions are all satisfied: . . . LOC CAP 1 plus 3 seconds. Course error less than 35 degrees. Beam deviation less than 175mV (165 mV -906/907 FGC).
22-14-00
Useor disclosure of information on this page issubject totheresttictions onthetitle page of this document.
Page 298.47
Apr 15/93
Honeywell !%!!!?~.c
3. B. (2) (n) LOC Track 1 and BC Track 1
Localizer being on from 7.5 track 1 and back course track 1 signify the aircraft beam center and the roll rate limit being decreased down to 5.5 degjsec deglsec during the capture phase
in the track submode. At the track submode occurrence, the course error is eliminated from the control signal, leaving beam deviation and lateral acceleration from the IRS to maintain the aircraft on beam center. The track 1 phase will occur when the following conditions are all satisfied:
q
LOC CAP 2 plus 30 seconds. Estimated beam rate less than 30 feet/second. Localizer beam deviation less than 20 mV. Aircraft bank angle less than 6 degrees.
There is no visual indication in the cockpit that the LOC track 1 submode has occurred. (o) LOC Track 2 and BC Track 2 The track 2 submode will occur only after track 1 has been satisfied. There is no visual indication to the pilot that the track 2 mode has been activated. Radio altitude, distance to the transmitter, and a vertical velocity indicating the aircraft is descending are the factors involved in determining the track 2 condition. When these conditions reach certain levels, track 2 is tripped so as to provide tighter control during the final stages of an approach. The track 2 phase will occur when the following conditions are all satisfied:
q
LOC track 1 has been tripped. The aircraft is descending at a vertical speed which would indicate a runway approach. Either of the following conditions has occurred: ~i;;~a~e to the transmitter isless than approximately . . Radio altitude less than 1200 feet with the radio altimeter valid.
22-14-00
Use
Page 298.48 Aug 15/91
Honeywell ##@R.cE
3. B. (3) Flight Director Mode Selection (See Figure 255.) There are nine mode select pushbutton switches located on the GP-820 Flight Guidance Controller as shown on sheet 1. When one of these switches is pushed, a ground (PB ARM) is provided at llJ1-38 to the
FZ-820 pushed, to interrupt ground the to A processor. Also, when a switch is
PISO is removed and 5 volts is The clock and strobe for applied to the parallel input of the PISO. The pushbutton serial data the PISO is received from the FZ-820. output from the PISO device is routed to the SIPO device of the FZ-820 which provides a parallel output to the A processor. A signal representing the mode selected is provided on the ASCB to the symbol generator to annunciate the mode selected on the PFD.
the the GP-820
Figure 255, sheets 2 through 15, show the logic conditions required to annunciate each mode and also the conditions that will reset or clear a selected mode. For example, VOR ARM (sheet 2) is annunciated on the PFD when the LNAV switch is pushed on the GP-820 and the following conditions are met: . . . . Tuned to VOR frequency (NAV VOR Select) Not tuned to localizer (~) Lateral beam sensor has not tripped (LBS TRIP) All inputs to the OR gate to clear (CLR) or reset (R) the flip-flop are not present.
If VOR is annunciated in white indicating the mode is armed, the mode will be reset if any of the following inputs are present to the OR gate to reset (R) the flip-flop: ;tR CAP 1 PFD CMD SEL NAV SOURCE CHANGE TKOD q AP ENG Also, the mode will be cleared if any of the following inputs are present the OR gate to clear (CLR) the flip-flop: . . Flight guidance computer valid not present (FGC VALID) Inertial reference system miscompare and inertial reference system No. 3 valid not present (IRS MISCOMPAREq IRS 3 VALID) Selected di ital air data computer valid not present (SDADC VALI;) Tuned to a localizer frequency (TTL) CPL valid not present for two seconds (CPL VALID
q
. .
q
2 SEC)
Page 298.49/298.50 Aug 15/91

Use
or disclosure
22-14-00
of information on this
page
is
subjecf 10 the restrictions on the title page of this document,
FZ-S20 FLIGHT GUIDANCE COMPUTER (PILOTS)
-.
10 I IIJ1
i I I I I I I I I I I I I I I I I I I I I I I I I I I
l-+
(H) (c) {H) (cl (H)
0, 0
SERIAL DATA IN
3 4 SERIAL lNPARALLEL OUT OEVICE (SIPO) A/P ON PARALLEL OUTPUTS
)6 N A
STROBE
5
P
\
~
<
CLOCK (Llm&r4
(c)
STROBE
6 M PILOTS AP COPILOT AP S I rLAMP TEST
}
* LAMP TEST I } * 2LOCK cLAMP TEST 1 ! ENO AROUNO (I 7 9
ANN LATCHEW DRIvERS
I
*
..w
rT
ANN VLO
LAMP TEST ORIVE I
I
,
NOTES 1. THE GP-620 PILOTS SIDE (CH ! ) IS SHOWN, THE COPILOTS SIDE (CH2) IS SHOWN ON SHEET 2. THE INPUT IS LEVEL SHIFTED TO PROVIDE A 5 VDC PARALLEL INPUT TO THE PISO ALL CIRCLED LETTERS POINTS ON StiEET 2, DENOTE TIE
* wow -9 71 *
CLOCK STR08E
2.
PARALLEL INPUTS ( WRALLEL lNSERIAL OUT DEVICE (PISO) : -,
PROCESSOR Is 28 VOC ANNUNCIATOR VALID
66 LEVEL SHIFTERS (NOTE 2) JLD
cL~R
T
SERIAL lNPARALLEL OUT OEVICE (SIPO)
78
:?
PBARMMO
q
I I
o-
rs
10
I I I L
L
MACH TRIM DISENG
20 Voc YD OISENG
15 16
B1
pa a
L
5V WRALLEL INPUTS SERIAL OATA OUT 5V -:
PFO-CMO 13 m
11
PFD-CMO LEFt/RIGliT LOGIC 1
+tl
(H)
(c)
%%-
K3
I -
E!!K
-@
@
AP - DISENGAGE HORN
Is
- &ENGAGE ANN
PFD-CMD +
I
I I I I
1
I
3
u
ASCBOUTPUT TO SYMBOL GENERATORS
w O-5vDC *
46 49
=/ -
EDGE LIGHTING
10 I-(H
PUSHBUTTONSERIALOATA
AP, YD, MACH TRIM, and PFD-CMD Select Diagram Figure 254 (Sheet 1)
Use or disclosure of mtormatlon on this page is subject to the reslricllons on the title page of this document.
Page 298.51/298.52 Aug 15/91
22-14-00
GULFSTREAM IV
MAINTENANCE MANUAL
PZ420 PLIGHT GUIDANCE COMPUTER (COPILOTS)
.
!B (k
-
1lJ:
SERIAL DATA 1 2
__
__>_
__
GP-82UPIJGHT GUIDANCECONTROLLER (COPILors CHANNEL)

SERIAL OATA IN
(c
}
CLOCK
i I
I I PARALLEL OUTPUTS
(H
3 4 SERIAL IN. PARALLEL OUT DEVICE (Sllw)
(c
}
STROBE
4
CLOCK (u~sEFl
(h (c
5 STROBE 6
PJ
A
Ed
} *
ANN LATCHES DRIVERS
I I I
LAMP
LAMP TEST
TEST2
CLOCK c= w TEST 2t END AROUNO 1b IAMP TEST ORIVE 2
ANN VLLI
I
I
I
:)0
+
w -o PARALLEL IN. SERIAL OUT DEVICE (PISO) CLOCK STROBE :$P( z)@
+
wow -26 VOC ANNUNICATOR VAIJO m X LEVEL SHIFTERS (NOTE 2) ?[ 7$ m * 4 V-O ?1 e
PROCESSOR
I
I (H) (c) b 7 8
NOTES 1, THE GP.620 COPILOTS SIOE (CH2) IS SHOWN THE PILOTS SIDE [CH1) IS SHOWN ON SHEET 1 2. tHE iNPUT IS LEVEL SHIFTEO TO PROVIOE A S VOC PARALLEL INPUT TO THE PISO 3. ALE LE7TERS CIRCLED DENOTE TIE POINTS ON SHEET 1,
C*R
11J2
SERIAL DATA WT 5V 5V :: : 1 PARALLEL INPUTS
SERIAL lNPARALLEL 04JT OEVICE (SIP(3)
PSAJ3MN0.2 H *
I I
9
la
I I I I
28vOC YD OISENG MACH TRIM OISENG -
--03 +@
28 Voc ANN PWR NO. 2
f-l.
15 16 6
>
ASCB OUTPUT TO SYMBOL GENERATORS
J(
PUSH BUITON
SERIAL OATA
-1
_.
AP, YD, MACH TRIM, and PFD-CMD Select Diagram Figure 254 (Sheet 2)
Use or
dwclosure
of
Intormatlon
On
Ihm
page
is
subject
10 the
restrictions
on
the
Mle
page
Page 298.53/298.54 Aug 15/91

01 thm document.
22-14-00
. r
FZ-820 FLIGHT GUIDANCE COMPUTER (PILOTS)
Honeywell !!!?!fr.c
.
llJ! 1
...
,,
3P-s2O FUGHT GUIDANCE CONTROLLER (PILOTS CHANNEL 1)

SERIAL DATA IN
1
I I
I I I I I I I I I I I I I I I I I I I I I I I I I I I I
1+
(H)
{c]
l/2@ANKSWI (H: (c, CLOCK 3 4 SERIAL lNPARALLEL OUT DEVICE (SIPO) ON@MODE STROBE 5 6 SWI
I I
I I I I I I
NOTES: 1 THE NINE MODE SELECT SWITCHES ARE IABELED, HOG SEL ALT HLD FLCH APR Sc VNAV BANK Vs LNAV 2 EACH SWITCH GOES TO A SEPARATE INPUT ON THE PISO DEVICE. LOGIC FOR EACH MODE SELECTEO IS SHOWN ON THE FOLLOWING SHEET5 3
CLOCK (u::gFr
c-
64 LAMP TEST
LAMP TEST 1
Y=
STROBE CLOCK ANN VLCI f + CLOCK STROBE I) LEvEL SWTERS (NOTE 4) ANN VLO A )
PARALLEL OUTPUTS
ANN LATCHES/ DRIvERS
CLEAR
END A170UND
7 lLJ+=ST
I
FORALL MOOES, A SECONO ACTIVATION OF THE SWITCH WILL RESET THE MODE.
..A
PROCESSOR
?8VOC ANNuNCIATOR
VALIO w MRALLEL lNSERIAL OUT DEVICE (PISO)

(H)
I I
llJ1
4 THE INPUT IS LEVEL SHIFTED TO PROVIDE A 5 VDC PARALLEL INPUT TO THE PISD 5 THE GPw21J PILOTS SIOE (CHI ) IS SHOWN. THE COPILOTS SIOE (CH2) IS SHOWN ON SHEET 11 6 ML CIRCLEO LETTERS POINTS ON SHEET 1 I OENOTE TIE
PILOT-S TOGA SW
l=o
*
PILOTS TCS SW m
q
7 6
72
{~
ICI
SERIAL IN. PAFIALLEL OUT DEvICE (SIPO)
---p
74
I
I I I I
r
2s
P9 ARM NO 1
1 SINGLE-POLE 00LJSLE-THRDW SWITCHES (NOTE1)
-J9
K
AS(X OUTPUT
2s VDC ANN PWR n~ NO. 1
1(
I I
I I I I I
I I I I I --l
AD-12462 @
1! 11(
=3ggggJ0 PFO
I I I I 1-
4 4 L PUSH BuTTON SERIAL OATA 6 ~
EDGE LIGHTING
F1ight Director Mode Select Diagram Figure 255 (Sheet 1)
Page 298.55/298.56 Aug 15/91

Use or disclosure of mlormatlon on this pege E subject 10 the reslrtcllons on the Illle page of thm document.
22-14-00
Honeywell
MAINTENANCE MANUAL
GULFSTREAM IV .. .
W-820 FLIGHT GUIDANCECONTROLLER(COPILOT%CHANNEL2)
FZ-820 FLIGHTGUILIAHCE COMPUTER(COPILOTS)

1 SERIAL DATA
1
I
I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I L
P-+\
SERIAL DATA IN
CLOCK
SERIALlNPARALLEL CiJT OEVICEF31PO)
I I
ANN
LATCHESl ORIVERS
STROSE
>
(P
STR09E
PARALLEL OUTPUTS
I I
I I NOTES
c
A
LAMP TEST
LAMP TEST 2 CLOCK cm w
LAMP TEST
ANNVLD
TEST2+
+ END AROUND
ORIVE2
1 THE INPUTIS LEVEL SHIFTED TO PROVIDE VDC A5 PARALLELINPUT

TO THE PISO 2 THE GP-820 COPILOTS SIOE (CH2) IS SHOWN THE COPILOTS SIDE (CH1 ) IS SHOWN ON SHEET I 3. ALL CIRCLED LETTERS DENOTE TIE POINTS ON SHEET 1.
I
I I
-9 -
CLOCK STROBE
PROCESSOR
2a VDC ANNUNCIATOR VALID

q
+ PARALLEL INSERIAL OUT OEVICE (PISO) (H) (C) 1 11J2 7 8
COPILOTS TO(M SW LEVEL SHIFTERS (NOTE 1}
* ANN VLD
CLEAR
COPILOTS TCS SW
5V .; 1
q
PARALLEL INPUTS
SERIAL DATA OUT
v
I PS ARM NO. 2
(5
o
I
/$
28 VOC ANN PWR n No. 2
I
q
1
PULSE WIDTH CONVERTER k
r
*
1 J
PUSH BuTTON SERIAL DATA
I I I
Ao ~ 12462
.
F1 ight Director
Mode Select Diagram Figure 255 (Sheet 1.1)
Use or dwclosure of Intormallon on
this
page
IS subject
10 the
restrictions
on
Ihe
htle page of thm document.
Page 298.57/298.58 Aug 15/91
22-14-00
. . . FLIGHT r FZ-820 GUIDANCE COMPUTER I

10J2E r lJ1 7 7 HDG SEL SWITCH INPUT (REFSH1) 8 a + Ioi 10
I
.
HDG
q
3s 2
1of
ANY OTHER LATERAL MODE CAP GA PFD CMDSELECT TKOD q AP ENG H
CLR
3 J ,
FGC = IRS MISCOMPARE

q lRS3~D
SDADC G SG VALID llJ1 7 7 LNAV SWITCH INPUT (REF SHl) ~ * 4 la 10 FOR COUPLED PFD * t Q 1
NAV SELECT_
b-
VOR ARM
I -
1%B0J2B
Sa -9 2
la
-r
VOR CAP PFD CMD SEL NAV SOURCE CHANGE
I
I I I I I I I
I
IRS MISCOMPARE SG VALID
TKOO q AP ENG
d
+ 3 J j s o vOR CAP m R CLR L ,
FGC~
q IRS 3~
SDADC= TTL FOR COUPLED PFD +
VOR
ARM q 3 SEC LBS TRIPS
GA HDG SEL LNAV SEL vOR TRK PFO CMD SEL NAV SOURCE CHANGE
I I I I I I
I I I
I I I
TKOD q AP ENG j
I
NOTE: vOR APPROACH MODE SELECTED TAS = 1S0 KNOTS OR FLAPS >0
FGC ~D IRS MISCOMPARE

q IRS 3 ~
SDAOCVALID SEL LAT GUIOANCE VALID .5 SEC
CPLVALID.2SEC =-w TTL .93 _ FOR COUPLED PFD 4 AUTOMATICALLY DEGREES. WHEN
I I I I I
i
AD.13662@R5 -1
L
LATERAL/ROLL MODES
F1 ight Director Mode Select Diaqram Figure 255 (She& 2)
22-14-00
Page 298.59 Apr 15/93
Use or disclosure
of information
vOR CAP+VOR AOSS 2 30sEcfi LATERAL OEVIATION RATE ~ q BANK ANGLE< 6 < 50/SEC > 3 DEG q =
I FZ-S20FLIGNT GUIDANCE COMPUTER
I
COURSE
I I I I I I I I I I I OR RACKSEC --l--& I I s a oRoss I I I I I I I I I I I I I I I I I I I L

CHANGE GA vOR TRACK HDG SEL LNAV SEL 0ss PFD CMD SEL CHANGE CLR NAV SOURCE TKOD q AP ENG SG VALID FOR COUPLED PFD FGC ~ IRS MISCOMPARE
q IRS 3 -3 VALID
SDADC VALID VALID

q
SEL LAT GUIDANCE
5 SEC TTL
CPL=.
2 SEC
-T
~~~;~?i!!-v
>75
>8 mV . RATE
I I I I I I I I I I I I
mV/SEC.
DME VALID DME HOLD
CLR
GA
HDG SEL 3
LNAV SEL
vOR AOSS 1
PfD CMD SEL CHANGE
10J 1W1OJ2B 1 2 4 ASCB OUTPUT TO SYMBOL GENERATOR TO DISPLAY SELECTED MODE ON PFD
A PROCESSOR
NAV SOURCE
TKOD q AP SNG Yld
3 J ;
GA
HDG SEL
LNAV SEL
vOR AOSS 2
PFD CMD SEL CHANGE
NAV SOURCE
TKOD q AP ENG 3
%Jr+
CLR vOR AOSS 2 D CLR h Y
ORAO:M:=-tF
GA HDG SEL LNAV SEL VOR TRACK PFD CMD SEL CHANGE TKOD q AP ENG
NAV SOURCE
I I I I I I I I I I I I I I -1
l-
5
LATERAL/ROLL
MODES
AO.13e63 @) -R3
F1iqht Director Mode select Diagram Figure 255 (Sheet 3)
22-14-00
Page 298.60 Aug 15/91
Use or disclosure of information on this page is subject to the restrictions on the title page of Ihts document.
FZ-820 FLIGNT GUIDANCE COMPUTER
I
I
NAV1 OR NAV2
llJ1
LNAV OR APR SWITCH INPUT (REFSH1)
!
7 8
10( 101
R w
-t
38
106
r
o
1
LOC ARM
LOC CAP1 BC SEL GA PFD CMIY SEL t.lAV SOURCE CHANGE TKOD q AP ENG 6 SG VALID FOR COUPLED PFD~
I I I I I I I I I
loJIB/loJ2B -
FGC VALID IRS MISCOMPARE* lRS3~ _ SDAOC VALIO CPL VALIO --+
q
I I I
I
2 SEC K
LOC ARM q 3 SEC
LOC CAP2 HDG SEL LNAV SEL GA PFD CMD SEL L
I
LATERAL/ROLL MODES
1
2 4
LOC
CAP 1
ASCB OUTPUT TO SYMBOL GENERATOR TO DISPLAY SELECTED MODE ON PFD
CLR
LOC CAP 1 q 3 SEC COURSE ERROR <35 DEV <175 mv (NOTE) LOC TRACK1 HDG SEL LNAV SEL 3 v R CLR s 0 LOC CAP 2
NOTE: DEV f 165 mv FOR -936/-907 FGC.
CS5-J
PFD CMD SEL NAV SOURCE CHANGE TKOD q AP ENG T
-. .
AD-13662 ~-R5
F1 ight Director Mode Select Diagram Figure 255 (Sheet 4)
22-14-00
Page 298.61 Apr 15/93
Use
or
disclosure
of
information
on
this
page
is subject
to
the
restrictions
I
OC TRACK 1 -
I I
LOC TRACK 2 HDG SEL LNAV SEL BC SEL GA PFD CMD SEL NAV SOURCE CHANGE
I I I I
l
TKOD . AP ENG
SG VALID
FOR COUPLED
PFD
FGC vALID
q IRS 3 VALID
I l I
IRS MISCOMPARE
w
R CLR
(NOTE)
SDADCVALID CPL VALID . 2SEC wF =.5
SEL LAT GuIDANCE
SEC
-4
1
LOC TRACK vERT VEL <-2 (TAS/57.3)
HDG SEL ~
r-ii
R Cl
LOC TRACK (NOTE)
II
E?.-l 4
a
,,w
I I I I I I I
loJIB/loJ2B
PROCESSOR
,,A,,
PROCESSOR
Ascs ouTPuT TO SYMBOL GENERATOR TO DISFIAY SELECTED MODE ON PFD
.
NAV SOURCE 10J2B r IJ1 7 + BC SWITCH INPUT (REF SH1) 8 + 100 e 101 + TKOD CHANGE . AP ENG 3
NAV. SERIAL IN PARALLEL OUT DEVICE
LOC SEL s o T ~ TTL R CLR BC ARM
3s + 2
106 BC CAP1 4 !
I I I I I I I I I
I
NOTE: IF BOTH DADCS ARE INVALID, THE FGC WILL USE DEFAULT AIR DATA VALUES WHEN IN APPROACH TRACK MODE. THE DEFAULT VALUES ARE: DYNAMIC PRESSURE TAS
75 La/F? 160 KNOTS
Y
I I
APP SEL LNAV SEL GA PFD CMD SEL NAV SOURCE CHANGE P
1 I I I I I

TKOD q AP ENG
FGC VALID IRS MISCOMPARE* lRS3~ SDADC= CPL =

q 2 SEC
I
1 L
K w
-1
AD-136S2 @ -R3
LATERAUROLL
MODES
F1iqht Director Mode ~elect Diagram Figure 255 (Sheet 5)
22-14-00
use
or
disclosure
of
information
on
this
page
is
subject
to
the
restrictions
Page 298.62 Aug 15/91
Honeywell
. r FZ-S20 .
FLIGNT GUIOANCE COMPUTER
I
I I I I
I
LNAV SEL q BC CAP 1
I
I
q
I I I I I I I
I I I I I I I I I I I I I I I I I I I I I I I
I I I
NAV SOURCE
CHANGE 1
TKOD q AP ENG
SG VALID
FOR
COUPLED
PFD
FGC =0 IRS MISCOMPARE* IRS3VALI0 -3
CPL VALID. SEL LAT GUIOANCE VALID
=cmb-2 SEC
q
5 SEC m <
EC CAP 1 q 3 SEC COURSE ERROR <35 DEV <175 mv @ (NOTE) BC TRACK 1 APP SEL HDG SEL LNAV SEL GA PFD CMD SEL NAV SOURCE CHANGE P
TKOD q AP ENG
r w
s
R BC CAP 2 Q CLR ,.A.. PROCESSOR
10JIB/10J2B 1 2 4 5 ASCO OUTPUT TO SYMBOL GENERATOR TO DISPLAY SELECTED MODE ON PFD
BC CAP 2 q 30 SEC BEAM RATE<30 LO. FT/SEC mv DEV <20
BANK ANGLE <6 + EC TRACK 2 APP SEL HDG SEL LNAV SEL GA PFD CMD SEL NAV SOURCE CHANGE P
F
Q R CLR
EC TRACK 1
r I I I I I
I
NOTE: DEV. 165 mv FOR -906/-s07 FGC.
TKOD q AP ENG
VERT VEL <-2
LONG DIST < 26K q RAVAL RAO ALT <1200
* RAVAL
=mAPP SEL LNAV SEL HDG SEL GA PFD CMD SEL CHANGE + TKOD q AP ENG
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I I
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I
AD-1 3342 @
1- J
LATERAUROLL MODES
-R3
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Page 298.63 Apr 15/93
USe or disclosure of information on this page is subject to the restrictionsn the title o page of thisdocument.
I FZ-820FLIGHTGUIDANCE I
COMPUTER
1OJ2B lJ1 7 B LNAV SWITCI INPuT (REF SH1) + +
FMS VALID FMS ARM
SQ 100 * 101 SERIAL IN PARALLEL OUT DEVICE FMS SELECTED T R
CLR )
J--IG=JG=J -J
I
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PROCESSOR
i I I I I I
I 10J1
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PRO&SOR
=%
LNAV SEL HDG SEL APP CAP BC CAP L GA PFD CMD SEL TKOD q AP ENG Y
r
SQ
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FMS CAP
I I I I I I
I I I I I I I I
AO-13SS2@.R4
5J3 a FOR COUPLEO PFD FMS VALID FGC ~D q IRS MISCOMPARE lRS3~ _ SDADCVALID -u CPL VALID. 2 SEC 4
I
SELLAT ~.5SEC GUIDANCE I
Flight Director Mode Select Diagram Figure 255 (Sheet 7)
22-14-00
Use or disclosure of information on this page is subject to the restrictions on the title page of this
Page 298.64 Aug 15/91 document.
. _. r FZ-820 FLIGNl GUIDANCE COMPUTER 1 I I I
ANY vERTICAL
;G VALID FOR COUPLED
=LFDMODEEL--LJ
F/D MODE SEL PFDA
I I
llJ1 7 FLCH SWITCH INPUT (REFSH1) 8
: se B
-F
PFD CMD SEL GA ANY OTHER VERTICAL F/D MODE ON +CAP P SDADC VALID q IRS M~MPARE IRS 3 VALID FGC ~
I I I
I I
llJ1 7 VS SWITCH INPUT (REF SH1)
;G VALID
FOR COUPLED
PFD
PARALLEL 8
OUT
3s B
ANY OTHER VERT FD MODE ON+ CAP + ALT SEL CAP ALTERROR<25 ALT RATE<5 FT/SEC
%-J
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o Vs
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A PROCESSOR 2 4 5
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PW MOTION llJ1 7 ALT HLD SWITCH INPUT (REFSH1) 8 ALT SEL KNOB MOTION
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MODES
(,
AD-t3e62
-R3
22-14-00
Use or
Page 298.65 Aug 15/91
disclosure
of
mformatlon
on
this
page
is
subject
to
the
restrictions
. r FZ4ZDPLIGNT
. GUIDANCE COMPUTER
..
I I I I I ! I I I I I I I I
I I I
1
ALT SEL cAP 1
DECREASING ALTITUDE ERROR CMD ALT RATE > VS

vs > 1,3
FT/SEC 3 SECS
---
Au=lOM A c.. . ..!
AP ENG
GS CAP
LT=sr : 1
+ FD STBY d R + TRKd CLR ALT GS CA VNAV GA PFO CMD SEL GS TRACK
tl . .
u s
r-f
ALT SEL CAP
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ALT SEL ARM AL, SEL CAP DETECTOR TRIPS ALT sET KNOB IN MOTION PW IN MOTION ANY OTHER VERT MODE SEL + CAP PFD CMD SEL GA
2 4
I I I I I I I
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15
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I I
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VERTICAL/PITCH
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22-14-00
Use or disclosure of information on this page is subject to the restrictions on the Mle page of this document.
Page 298.66 Aug 15/91
MAINTENANCE
Honeywell H%!#&M.
laJ2B
PZ-62aFUGHT GUIDANCECOMPUTER
f--lJ1 7 100
..A
1
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NAV q LOC SEL s a
APR SWITCH lNI%tT (REF SH1 )
17q :=~
8 101 SERIAL IN PARALLEL OUT DEVICE T R lTL CLR 3s 1% PROCESSOR GA ~ GS CAP
I
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I
-1
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I
I I I I I I I I I I I I I I I I I I
FGC ~ IRS MLSCOMPARE* lRS3~ SDAOC m SG m FOR COUPLEO GSARM
pm
q 3 SEC
LOC CAP + TRK VES TRIPS GSDEV<20mv ~ GA GS TRACK ANY OTHER VSRT MODE CAP PFOCMOSEL R CLR APROCESSOR s o GS WP m A PROCESSOR
I I I I I
10J1 B/10J2B 1 2 4 5 ASCB OUTPln TO .WMSOL GEWRATOR TO DISPIAY SSLECTEO MODE ON PFO
S0 ~ FOR COUPLEOPFD SOURCEVERTGUIDq 5 SEC LOCCAP+ TRK FGC~ IRSMISCOMPARE IRS3VALID q SDADCW -w
I
vERT DEV RATE < <10 m/SEC GA MY PPDCMOSEL OTHER VERT MODE ON +CAP
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22-14-00
Page 298.67 Aug 15/91
FLIGHT GUIDANCE
~MpuTER
I Fz.8~
I
PW MOTION llJ1 T 7 VNAV SWITCH INPUT (REF SH 1) s 10 w 8 + ~ 100 + SERIAL IN PARALLEL OUT T 10J2B s a
I
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101
R CLR A PROCESSOR
I I I
t A. PROCESSOR 1 2 4 5 ASCB OUTPUT TO SYMBOL GENERATOR TO DISPLAY SELECTED MODE ON PFD
I
.
VNAV Pushbutton PFO CMD SEL
I
I I
GS GP
CAP GA VALT VPTH VFLC
VASEL FLCH
Vs ALT
SFMS SWITCH OVER SDADC SWITCH OVER Y
I I I I I I
FGC VALID SDADC V= 3
SG VALI ~+ COUPLED
PFD
I I I I I I I I
I
Awl 3632@
-R1@
22-14-00
Use
Page 298.68
Apr 15/93
F I %?-S20 FLIGHT GUIDANCE COMPUTER
f (ACTIVE vERTICAL FLIGHT PLAN)
I llJ1 > 7 FLCH SWITCH INPUT (REF SH 1) 8 * 101 VNAV AFIM 10J2B SERIAL IN PARALLEL OUT DEVICE
s
Q T
1VFLCH N PROCESSOR
-1-J
R c1
I I I I I I
+ 1 2 4 5 ASCB OUTPUT TO SYMBOL GENERATOR TO DISPIAY SELECTED MODE ON PFD A PRCCESSOR
PFD CMD SEL ALT Vs GA Gs+GP cAp
I
I
I
I I I
FLCH Pushbutton VASEL CAP VPTH VNAV PuSHBUTTON AUTOMATIC SELECTION FLCH ?
OF ANY VNAV MODE
vNAV TARGET VALI D SDABC VALID IRS MISCOMPARE

q
IRS 3 VALID FGC VALID SFMS VALID -=s SG VALID FOR ~ COUPLED PFD
I I I I I I I
AD-13E62 ~-Rl@
F1ight Director Mode Select Diagram

Figure 255 (Sheet 12)
22-14-00
Page
298.69 Apr 15/93
r FZ.820 FLIGNT GUIDANCE COMPUTER
..
I
I
I
I
I [ I I I I I I I 1 I
DECREASING ALTITUDE ERROR CMD ALT RATE > VS vs > 1,3 FT/SEC 2 3 SECS + FD STBY ALT HOLD e ALT SEL CAP VNAV ENG GS CAP VFLCH + TRK + s VASEL ARM ~ b
AP ENG
+ VPATH
R CLR
VASEL
CAP VALT d
PFD CMD SEL-j
P
s R
I I I I I 1 I I I I I I I I
40J1 B/l 0J2B 1 2 A PROCESSOR 4 5 ASCB OUTWT TO SYMBOL GENERATOR TO OISPIAY SELECTED MOOE ON PFD
6AR0
ALT =
I I I I I I I I I
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zaa3-DETECTOR TRIPS ALT SET KNOB IN MOTION PW IN MOTION ANY OTHER VERT MODE SEL + CAP PFD CMD SEL GA P
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I I I
FGC VALI IRS MISCOMPARE . lRS3~ SOADC + = SG = COUPLED FOR PFD 1
OVERSPEED
L0 VERTICAIJPITCH MODES
F1 ight Director Mode Select Diagram Figure 255 (Sheet 13)
22-14-00
Page 298.70 Aug 15/91
Use or
disclosure
Of
information on this page
E-wiiFmHRuFANcE
I
I
mCOMPUTER
VASEL ALT ERROR< ALT RATE< CAP 25 FT
PW
5 FT/SEC
MOTION
ALT SEL KNOBMOTION P
I
llJ1 7 7 ALT SWITCH INPUT (REF SH 1) m 106 L A PROCESSOR >L 8 + 101 + w 1 W2B r 100 + SERIAL PARALLEL DEVICE R IN OUT T ANY VNAV MODE
UALT
I I I
I
I I I I I I I I
APROCESSOR
t 7
10JIB/1 W2B ASCB OLJTPUT TO SYMBOL GENERATOR TO DISPIAY SELECTED MODE ON PFD
A PROCESSOR
2 4 5
GA PW MOTION ANY OTHER VERT b F/D MODE ON+ CAP
I I I I
I
I
I I I
SDADC ~ IRS MISCOMPARE IRS 3 Vm
4
~
FGCVALID
SFMS = VNAV TARGET V= SG VALID FOR COUPLED PFD BARO ALT V= VNAV PUSHBUTTON -r
I I I I I I I I I
J
AD-15662 ~-Rl@
F1ight Director Mode Select Diagram
22-14-00
Use
Page 298.71 Apr 15/93
r- ] FZ-820 FLIGHT COMPUTER I
. GUIDANCE
I
I I I I
BOlXX4
I I
4 s c T VPTH
TARGET ALT>150 ~ BELOW JVC ALT FMS MODE ENGAGED TOP OF DESCENT DEFINED OF DESCENT DEFINED PATH ANGL= 6
b A- PRCCE.SXR >1
I I I
10J1SW3J2B T 1 2 4 ASC8 OUTPUT TO SYMSC)L GENERATCR TO DISPIAY SELECTED MOOE CN PFD
VALT* PATH CAPTURE ZCNE VFLCH* PATH CAPTURE ZONE
I I I I I I I I I I I I I I
L
A PRCY2ESSCR
GA PFD CMD Gs CAP VFLCH VALT OVERSPEED ?
r
I I I I I I I I I
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VNAV PUSHBUTT(34 GF IRS MISGOMPARE IRS 3~D
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AD-1 3662
(&Rl
22-14-00
Page 298.72
Apr 15/93
Honeywell !!i$!!!!i.cE
3. B. (4) Autopi1ot Engage Logic The autopilot engage logic diagram is shown
engagement is under software software monitors can either disengagement control, prevent in Figure 256. Servo and
however, engagement
both hardware or cause a
if a failure occurs. All logic gates shown in Figure 256 are actually software within the FGC.
(a)
Pushbutton Switch Discrete Inputs

q
GP-820 (Push On/Off) AP pushbutton
Aircraft Panel (Push On/Off)

-
YD pushbutton Trim pushbutton

disconnect pushbuttons
Manual
AP quick-disconnect YD quick-disconnect (not used, wired to ground) Trim quick-disconnect Go-around TCS Manual trim switches (disconnect AP only)
Miscellaneous Discrete Inputs Weight-on-wheels Stall warning
(b)
Servo Engage Control Relays K2, K3, and K4 are used for servo engage control. The purpose of the servo engage control is to engage the servo clutches and activate servo brakes as well as completing the motor drive circuits. The servo engage control provides engage status information for use by the servo switching monitors and for transmission on the ASCB. When relay K2 is energized, the aileron and elevator servo clutches are engaged and the aileron and elevator servo commands are allowed to drive the servo. The cross-side servos brakes are applied as well to prevent
the cross-side actuator is the are from brake to trim engaging. excitation drive to drive the clutch the servo When relay K3 is and When and energized, the relay the rudder K4 trim is servo the rudder command energized, commands is applied actuator. is engaged servo.
allowed allowed
The cross-side brake is applied as well to prevent the cross-side from engaging. Both fault warning computers receive AP and YD clutch inputs which are used for computing the EICAS messages and the aurel alerts.
22-14-00
Page 298.73 Aug 15/91
Relay K4 is energized by the trim engage logic from AND gate C. The processor valid and servo power enable inputs are partitioned between the A and B processors through AND gates D and E. The trim enable is output from the A processor only through AND gate B. The trim engage command input can be from the M/T pushbutton or autopilot engagement. Trim engagement returns to the engage status that existed prior to AP engagement. AP servo power is also input to AND gate C through the K1 relay. Relay K3 is energized by the YD engage logic from AND gate G. The processor valid and servo power enable inputs are partitioned between the A and B processors. AND gate D derives the servo power enable input from the A and B processor. Servo power enable and the processor valid output from AND gate E is derived from the internal power supply monitors, the A and B heartbeat monitors, and processor valids. The YD drive enable is output from the B processor only. YD engage can be reset by deselecting YD or by the pilot or copilot YD disconnect inputs to the FGC. Relay K2 is energized by the output from AND gate J. The autopilot cannot be engaged unless the yaw damper is engaged, thus AND gate J needs the engage logic from AND gate G (yaw damper) and gate F (autopilot). Again, servo power enable and processor valid are partitioned between both processors thru AND gates D and E. The AP drive enable is output from the B processor only. The autopilot cannot be engaged if the weight-on-wheels or stick shaker discrete inputs into the FGC are active. AP engage can be reset by deselecting AP, use of the pilot or copilot take-off/go-around (TOGA) switches, the pilot or copilot AP disconnect switches, or the pilot or copilot electric trim switches. 3. B. (4) (c) Servo Power Enable Control The purpose of the servo power control relay (relay Kl) is to provide servo clutch power to the servo engage relays (relays K2, K3, and K4) to provide an alternate method of servo disengagement, and to provide cross-channel status validation logic (relay-off crossfeeds). The servo clutch power their respective servo hardware heartbeat and the servo clutch power is controlled by both processors via power enable discrete outputs. The power supply must also be valid before can be enabled.
Relay K1 must be energized before the autopilot, yaw damper, or trim can be engaged via relays K2, K3, and K4. Relays K2, K3, and K4 are used for all normal engagements and disengagements of the AP, YD, or trim. Relay K1 is used for all abnormal disconnects. Whenever any failures are detected, relay K1 is
22-14-00
Use
or disclosure of information on this page is subject to the restrictions on the tnle page of thm document.
Page 298.74 Aug 15/91
de-energized. The servo switching monitor in the FGC validates different engaged states against allowed states. Anytime an unallowed state is detected, such as AP engaged without YD (relay K2 energized but not K3), the servo switching monitor will cause the servo power control relay to de-energize, causing the system to disengage and the FGC to become invalid. The servo switching monitor is discussed in detail in section 4. 3. B. (4) (d) Cross-Channel Discretes The status of one FGC is conveyed to the cross-channel FGC via the cross-channel discretes. The cross-side servo power off output from OR gate A will be active whenever the servo power control relay is open, thus removing power from all clutches, and power to the clutches is switched off. Whenever this output is active, the FGC is invalid and will not engage the system should the cross-channel FGC fail. The servo disconnect output from AND gate H will be active whenever the FGC does not have AP, YD, and trim engaged. As long as this output is not active, this FGC is the priority channel and AP, YD, or trim is engaged. The FGC also outputs the AP and YD power valids to the cross-channel FGC. (e) ASCB Engage Logic Data The cross-channel engage status data listed below is used for engage synchronization and channel prioritization. All ASCB output data is controlled and formatted by the A processor.
q
AP/YD/Trim Engage Status (Word 2) Off/Invalid Off/Standby Selected/Standby Selected/Engaged
. .
Channel Priority Status (Word 1) AFCS Status to Fault Warning Computer (Word 37) TCS Status AP/YD/Trim Status Channel Priority
Page 298.75/298.76
Aig
Use or dmclosure of information on this page is subject to the restrictions on the title page of this document.
22-14-00
15/91
Ml-7
AP Cnsc WA C1OJ1A-41 11J2.79 TFuM DISC Ym r Ym ENGIDISENG WC MT ENG/DISENG -0 r .. . 50
*y-j ~1
*
I YID OISENG
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GP-S20 FLIGHT GUIDANCE CONTROLLER - -
2,.C ANNPWR
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1W2B 01 A C1OJ2B-81
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28 VDC Ml DISENG 28 VDC YD OISENG
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PILOTS AP DISC SW
COPILOTS Olsc Sw
PILOTS TCS SW T
11 J2-77 C1OJ2B-66 C1OJ2B-54 cls4JlA-&l
COPILOTS TCS SW
r
=?
;
LEVEL SHIFTERS
I
llJ1 SERIAL DATA ( OUT H c 7 8 28 VDC ANN WRAP AROUND SERIAL OATA OUT F
PARALLEL INPUTS
se 1=
-14
lIJ1 H SERIAL DATA IN ~) H
~2J2
6-wow I
1OJ2B-74 PILOTS TOGA SW C1OJ2B-74 SIPO
T
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COPILOTS TOGA SW
T ~ 11J2-54
P
ANN DRIvER
AP ON
28 VDC ANN PWR
I I I I I I I II I
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I
.
Autopilot Engage Logic Diagram Figure 256 (Sheet 1)
--l
AD.14619@R2
Page 298.77/298.78
22-14-00
Apr 15/93
lPILOTSm-8aFLIG.TG.lm.U.OMwWR
1IIJ29 IOJ 7 41 43 45 47 49 I $4 C1OJ2A r
COPILOrS FZ-&!O FLIGHT GUIDANCE COMPUTER

AP CROSS PWF! FDBK YD CROSS PWR Ft)13K CROSS SERVO PWR OFF CROSS SERVOS OFF CROSS CHANNEL SYNC
1
I I I I I I
I
BuFFER/MULTIPLEXER 28 v TRIM SERVO PwR OFF FDBK A/P SERVO PWR OFF FDBK Y/D SERVO PWR OFF FDBK
1
~
13c
+~
~ EMERGENCYDISC_ L 10J1A * 40 ,1 EMERGENCYDISC. * . YDSERVOPwR
BUFFER) MULTIPLEXER
* *
YD CROSS SIDE PWR AP CROSS SIDE PWR
YD ENG/OIS ENG * c M/T ENGK21S ENG D
SERVOPwR OFF
#z
50
CROSS SIDE CHANNEL
SYNC
CROSS SIOE SERVO PWR OFF
28v13c
(* 6 :) COMPUTER POWER AP SERVO PWR
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CROSS SIDE SERVO DISCONNECT CROSS SIDE SERVO PWR OFF
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21 SS 12JI 1 2 21 12 14 11 14 ) C124J1B
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28 VDC ANN WRAPAROUND G-
la 10
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BRAKE CLUTCH ExC CLUTCH ExC CROSS SIDE
SM-SWDUAL AILERON
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SERVO ORIVE
1 I
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VALID [
I ls-
I
I I I I I I I I I I
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B-PROC VALID
WPROC SERVO FwR ENABLE AP DRIVE ENABLE
61 2
AP ENG PB B-PROCESSOR w YD DRIVE ENABLE
TCI
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Wmi
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PROC VALID SERVO PWR ENABLE RuDDER CMD RUDDER COMMAND I I 10J1A
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124JIB 24
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FC-8S0 FWC
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AP CLUTCH YD CLUTCH I 25
-A
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I
14J 1
RUODER ACTUATOR (PILOTS)

ACTUATOR DRIVE
YD ENG PB
T o YD ENG 64
-y
PILOT OR COPILO; TOGA SWITCHES AP DISC PILOT OR CO~lLOT
.pqnl
PILOT OR COPILOT YD DISCONNECT
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Engage 256
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TRIM SWITCH
Autopi
1 ot Figure
Lcgic (Sheet
I)iagram 2)
use or
alsclosure
01
.mlormallon .
Page 298.79/298.80 Aug 15/91

on Ilws page IS
22-14-00
subject 10 the reslrlctlons on the title pege of this document
rCyL~ ~lwlA ~ ., A
n-a~G~
-1
1 I I
J
1 I
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GUIDANCE COMPUTER
TRIM SRAKE
PILOTS FZ-S20FUGHT GUIDANCE COMPUTER I
I
x 10J1A 2SJ2
ru
22
22
1 I I I
TRIMSERVOCMD
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13
CLUTCH Exc
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~ 25 I TRIM CLUTCH
9
1
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Ao.14s19@Qf
Autopi1ot Engage Logic Diagram Figure 256 (Sheet 3)
22-14-00
the title page of this document.
Page 298.81 Aug 15/91
Use or
disclosure
of
information
on
thw
page
is
subject
to
the
restrictions
on
3.
B.
(5) Monitors
The flight guidance computers incorporate internal monitors that are designed to disconnect the system (if only one FGC is valid) or automatically switch to the second FGC (if two FGCS are valid) when a fault is detected. When a fault is detected, the bad FGC will automatically force itself invalid (EICAS will annunciate FGC 1 FAIL or FGC 2 FAIL). After an FGC has detected a fault, it goes invalid. It will then automatically initiate a self-test. If this self-test passes, the FGC will becbme valid again (the EICAS FGC FAIL message wouldautomatically clear). This process of automatically initiating a The self-test after a detected fault is ca led monitor recovery. time required for the monitor recovery to be performed is 7 seconds if the cross-channel FGC is valid, or ~5 seconds if the cross-channel FGC is invalid (-905 FGC only). Monitor recovery is initiated automatically except when a fault is In this case, the pilot must detected with only one FGC valid. initiate the monitor recovery action by depressing either the pilot or copilot quick disconnect switch. Prior to an FGC forcing itself invalid, the FGC writes the fault data into memory. This data may be retrieved by accessing the flight fault summary section of the AFGCS test when performing the ground maintenance test. The instructions for the ground maintenance test are provided in section 4. modes except VOR/BC/LOC track Monitor recovery is enabled in all If an FGC detects a fault when in one of these modes, monitor recovery will not occur until after the track mode is cancelled. As long as both FGCS are valid when a fault is detected, there will be no loss of the active mode because the remaining FGC would automatically perform all the functions that were being performed by the failed FGC.
modes.
If a particular fault results in an FGC performing monitor recovery more than once in a 45-second period, the FGC will force itself invalid and will not perform additional monitor recovery attempts. (5.1) Power Interruptions
Figures 257 and 258 illustrate the engage timing requirements various power interruptions and AFCS fault conditions. for
22-14-00
Page 298.82
Apr 15/93
Honeywell &~$&.cE
WARM
START
COLD
START
AFCS WILL COME UP IN PREVIOUSLY ACTIVE MOOES
ALL AFCS MODES WILL HAVE TO BE MANUALLY RE-ENGAGEO
SERVOS WILL BE RE-ENGAGED FROM THE PREVIOUSLY ENGAGED CHANNEL
SERVOS WILL BE RE-ENGAGED FROM FIRST-UP CHANNEL
DISENGAGE ALL SERVOS
INTERRUPTION OURATION
AO-10157
Power Interruption of Both Channels Figure 257
22-14-00
page
Use or
disclosure of
298.83 Aug 15/91
information on this page is subject to the restrictions on the title page of this document.
MAINTENANCE
Honeywell
!Y!K&!#h.
AFCS
WILL
COME
UP IN PREVIOUSLY I
ENGAGED
MODES
I
I I
THE INTERRUPTED CHANNEL WILL INITIATE COLD START AND WILL BE SYNCHRONIZED
SERVOS WILL RE-ENGAGE FROM FORMERLY ENGAGED CHANNEL
I
I
SERVOS WILL BE RE-ENGAGED FROM FORMER STANDBY CHANNEL WITHIN 100 mSEC
I
I
TO THE MODES NOW ACTIVE IN THE FORMER STANDBY CHANNEL
I
I
I
I
I I ,
w I
INTERRUPTION DuRATION
AD-101 58
Power Interruption of Engaged Channel Only Figure 258
22-14-00
Page
Use or
disclosure of information on this page is subject to the restrictions on the title page of this
298.84 Aug 15/91
document.
3.
B.
(6) Comparators The FGC uses dual

inputs (a) from DADC each sensors sensor and are averages the data. The nonaveraged
compared.
Comparator
The DADC comparator is not enabled unless at least one TAS input is greater than 50 kt. The different parameters compared by the FGC are shown below. Parameter Dynamic Pressure True Airspeed Indicated Airspeed Pressure Altitude Mach Allowed Error Threshold 10 lb/ft2+qAvg/16 10 kt + TAS Avg/32 10 kt + IAS Avg/32 100 ft +ALTAvg/256 0.02 Mach (if both Mach >0.7)
A miscompare condition occurs when one of the above parameters deviate greater than the allowed threshold. When a miscompare is detected in cruise modes or approach modes prior to the approach track, the AP and YD will disengage and the DADC mismatch will be annunciated on EICAS, however, flight director modes will be retained. A miscompare in approach track mode, the flight director mode will remain in approach track (APPT), however, reversion to constant speed gain programming will occur in order to retain operational AP and YD. (b) IRS Comparator The different parameters compared by the FGC are shown below. Parameter Pitch/Roll Pitch Rate Yaw Rate Roll Rate Normal Accel Lateral Accel Fore-AFT Accel Heading MAG Hdg True Hdg True Track Gnd Speed Allowed Error Threshold 6. 0.6/sec +Avg 0.6/sec +Avg 3.0/sec +Avg 0.2 g +Avg 0.1 g +Avg Rate/16 Rate/16 Rate /16
Normal Accel /16 Delta Accel /16 6, 60 6* 6
10 kt + Vgnd Avg/32
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A miscompare condition occurs when one of the above parameters deviate greater than the allowed threshold. When a miscompare is detected, the FGC reversion will be dependent upon whether With the IRS monitor resident in the AHRS or IRS 3 is valid. the IRS monitor invalid, all FD modes will be dropped, the AP and YD will disengage, and the IRS miscompare will be A heading miscompare with the IRS monitor invalid annunciated. will cause the aircraft to revert to wings level from HDG hold and annunciate the IRS miscompare. With the IRS monitor valid, a miscompare
the FGC to look at the miscompare
in the FGC will

from the
cause
discretes
IRS
The IRS monitor compares the parameters listed below monitor. between IRS 1 and IRS 2. Parameter Pitch/Roll Pitch Rate Yaw Rate Roll Rate Normal Accel Lateral Accel Fore-Aft Accel
Heading
Allowed Error Threshold 3
0.3/sec +Avg
Rate /32
0.05 g + Avg Delta Accel /32
N/A
A miscompare condition in the IRS monitor occurs whenever the above parameters deviate greater than the allowed threshold between the IRS monitor and IRS 1 or the IRS monitor and IRS 2. The IRS monitor will set the appropriate discrete to the FGC (either IRS 1 miscompare or IRS 2 miscompare). The FGC does not use the miscompare discretes from the IRS monitor until the FGC has detected a miscompare. At that point the FGC uses the IRS monitor as a voter by looking at the The FGC will stop using data from the miscompare discretes. IRS with which the IRS monitor has miscompared and EICAS will annunciate FGC NOT USING IRS (X).
3.
B.
(6)
(c)
Radio Altitude Comparator The parameter compared by the FGC is shown below. Parameter Radio Alt Allowed Error Threshold 5 ft + ALT Avg /8
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or disclosure of information on this page is subject to the restrictions on the title page of this document,
3.
B.
(6)
(d)
Lateral and Vertical Approach Deviation Comparator The parameters compared by the FGC are shown below. This comparator is enabled only if in dual approach mode. Parameter LOC/AZ Deviation GS/GP Deviation Allowed Error Threshold 38 mV (1/2 dot)*
*Miscompare detected only if opposed polarities and smaller deviation is more than 10 mV. Miscompare retained unless delta between deviations is less than 20 mV.
(7) Roll Channel Functional Operation (a) Heading Select (HDG) Mode (See Figure 259, sheet 1.)
The heading select mode is used to intercept and maintain a magnetic heading. Activation of the HDG SEL pushbutton on the GP-820 Flight Guidance Controller selects the heading select mode and overrides all roll active F/D modes. The HDG SEL pushbutton annunciates ON. Selection of heading is made by a knob on the GP-820 and is displayed on the PFD and also on the ND if the full compass is displayed. The heading select mode is annunciated on the PFD by a green HDG.
In the heading select mode, all armed roll F/D modes are allowed, but the capture of any armed roll mode will override the heading select mode. To allow initiation and continuation of the mode, the selected PFD data must be valid and the turn knob must be in detent.
To operate the mode, the heading bug on the PFD and ND is positioned around the compass card to the heading the pilot desires to intercept, using the heading knob on the GP-820 Flight Guidance Controller. The heading select signal from the GP-820 to the FZ-820 Flight Guidance Computer represents the desired aircraft heading. The signal is routed from the In the FZ-820 on the ASCB to the SG-884 Symbol Generator. symbol qenerator, the desired aircraft headinq is com~ared against-actual aircraft heading, and the resuitant heading error signal is routed to the FZ-820 Flight Guidance Computer through the ASCB.
In the flight guidance computer, the heading error signal is is TAS (true airspeed) gain programmed. TAS gain programming performed on the heading error signal to achieve approximately the same aircraft response, regardless of the aircrafts airspeed and altitude. The TAS computation is derived from airspeed and barometric altitude information provided from the AZ-81O Digital Air Data Computer, through the ASCB.
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From the TAS gain programmer, the heading select command is routed to Figure 259, sheet 4, and is processed as discussed paragraph 3.B.(7)(g).
in
The BANK pushbutton on the GP-820 allows manual control of the bank angle limit in the heading select mode only. Alternate activation of the BANK pushbutton causes alternate selection of a high bank angle limit (28 degrees) and a low bank angle limit Power-up state is high bank angle unless (20 degrees). altitude is greater than 20,000 feet at power-up. Once a bank angle limit is selected, it is retained in memory for the heading select duration of the flight; that is, reselection of heading select mode will not deselect the bank angle value stored in memory. When the BANK pushbutton is pressed and annunciates ON, low bank is selected. Climbing through 29,500 feet with wings level will automatically select the low bank angle limit, if it is not already selected. The low bank angle limit can be reselected by pressing the BANK pushbutton. Descending through 28,500 feet with wings level will automatically select the high bank angle limit if it is not already selected. The low bank angle limit can be reselected by pressing the BANK pushbutton.
I
3. B. (7)
(b) VOR (LNAV) Mode (See Figure 259, sheet 2.)

The VOR mode provides for automatic intercept, capture and tracking of a selected VOR radial, utilizing the selected navigation source displayed on the active PFD and ND. The navigation source displayed on the PFD and ND is a function of the NAV source selected on the DC-884 Display Controller. Prior to engaging the mode, the pilot would perform the following: .
q
Tune the navigation receiver to the desired VOR frequency.
If the station is listed as a VORTAC (combination of VOR and TACAN), then tune the DME receiver to the station frequency to obtain distance to the station information. Set the course pointer for the desired course to be flown toward or away from the station. Set the heading bug for the desired heading intercept for the selected course, since the heading select mode is used to achieve the VOR intercept. Select NAV 1 or NAV 2 as the navigation Display Controller.
source on the DC-884
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With
the signal
aircraft
outside the
of
the
normal
capture
range
of
the than
VOR
(typically
CDI on the PFD and ND is
greater
two dots), the Flight Guidance
pilot selects Controller.
the LNAV button on the GP-820 At this time, the PFD will is
HDG in green and VOR in white. The FZ-820 Flight annunciate Guidance Computer is now armed to capture the VOR signal and
generating previously a roll command to fly discussed in paragraph the heading select 3.B. (7)(a). mode as
When reaching the lateral beam sensor (LBS)

system switches automatically to the drops the heading select
trip point, mode and
the
VOR capture phase. The following is observed
on the PFD: . .
.
The white VOR The green HDG
annunciator annunciator
extinguishes. extinguishes. 5
A green VOR is annunciated and is boxed for emphasize the capture phase of operation.
seconds to
The FZ-820 now generates the proper roll command to bank the aircraft to capture and track the selected VOR radial. When the course select pointer was set on the ND using the course knob on the GP-820 Flight Guidance Controller, the course select error signal was established. This signal represents the difference between the actual aircraft heading and the desired aircraft course. The course error signal is then sent from the DC-884 Display Controller to the symbol generator and to the FZ-820 through the avionics standard communications bus (ASCB). Next, the course error signal is TAS (true airspeed) gain programmed. TAS gain programming of the course error signal is performed to achieve approximately the same aircraft response for a given command, regardless of the aircrafts airspeed and altitude. The TAS computation is derived from airspeed and barometric altitude information provided from the AZ-81O Digital Air Data Computer through the ASCB. From the TAS gain programmer, the course error signal is summed with
radio deviation.
The radio deviation signal is routed from the navigation receiver to the symbol generator on the ARINC 429 bus. From the symbol generator, the radio deviation signal is routed to the FZ-820 through the ASCB, where the signal is lateral gain programmed. The lateral gain programming is performed as a function ofDME distance to the station and barometric altitude. This gain programming adjusts for the aircraft either coming toward or moving away from the VOR station. The DME compensation circuit approximates ground range to the station for more accurate gain programming and to help calculate over station sensing (0SS).
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From the lateral gain programmer, the radio signal is filtered and summed with the course error signal. The sum of course error and radio deviation is then sent to a course cut limiter. The course cut limiter functions primarily when approaching the desired VOR radial at an intercept angle greater than 45 degrees and at high speed. Its function is to limit steering commands to 45 degrees which forces a flightpath to get on the selected radial sooner to prevent overshooting 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. When the aircraft meets the VOR ON TRACK criteria, the (VOR TRK . CE < 45) switch opens. This removes course error from the roll command, leaving radio deviation, roll attitude and lateral acceleration from the IRS, to compensate for beam standoff in the presence of a crosswind. As the aircraft approaches the VOR station,
zone of unstable radio signal. This upward from the station in the shape it will enter a zone of confusion radiates cone. In of a truncated
this area, the radio signal becomes highly erratic and it is desirable to remove it from the roll command. The over station sensor monitors for entry into the zone of confusion and opens the 0SS switch, removing radio deviation from the roll command.
From the course cut limiter, the VOR SEL command is routed to Figure 259, sheet 4, and is processed as discussed in paragraph 3.B. (7)(g). Should the pilot select FMS as his navigation source on the DC-884 Display Controller, the system flys desired track from present position to the next waypoint, with the following differences: . Instead of using course error and radio deviation from the symbol generator, a composite lateral steering command is utilized from the NZ-920 Navigation Computer. This lateral steering command is lateral gain programmed in the NZ-920 and therefore is not gain programmed again in the FZ-820. When FMS is selected as the navigation source on the DC-884 to perform the VOR intercept, the mode annunciation on the
PFD will be FMS.
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FMS will be displayed in white on the PFD during the arm phase of operation. At LNAV capture, FMS will be displayed on the PFD in green and is boxed for 5 seconds to emphasize the capture mode.
TO do this,
Another option the pilot has when flying a VOR intercept, is to

fly a zero deviation approach to the VOR station. th~ pilot would do the-following: . .
Establish the VOR intercept as previously discussed. On the DC-884 Display Controller, set the bearing selector to the same NAV source being used for the VOR intercept.
the following:
The PFD and ND will now display

q
The course pointer will display the pilot selected course to the VOR station. The bearing pointer will display a zero deviation course to the VOR station.
Should the pilot desire to fly the zero deviation course to the station, he would push the SYNC button on the GP-820 CRS knob.
This will cause the course select pointer to align with the bearing pointer and provide for a zero deviation course to be
flown to the VOR station.
3.
B.
(7)
(c)
Local izer Mode (See Figure 259, sheet 3.) The and the the
q
localizer mode provides for automatic intercept, capture, tracking of the front course localizer beam, to line up on centerline of the runway in use. Prior to mode engagement, pilot would perform the following: Tune the navigation receiver to the published front course localizer frequency for the runway in use. Set the course pointer for the inbound runway heading. Set the heading bug for the desired heading to perform a course intercept. Select NAV 1 or NAV 2 as the navigation source on the DC-884 Display Controller.
The PFD and ND now display 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 used to perform the intercept.
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Honeywell &!#%.cE
Outside the normal capture range of the localizer signal (between one and two dots), pressing the LNAV button on the GP-820 Flight Guidance Controller will cause the PFD to annunciate:
q
LOC
in white.
HDG in green.
The aircraft is now flying the desired heading intercept and the system is armed for automatic localizer beam capture. With the aircraft approaching the selected course intercept, the lateral beam sensor (LBS) is monitoring localizer beam deviation, beam rate, and TAS. At the computed time, the LBS
will trip and capture the drops localizer the signal. select The flight and guidance generates
roll command to bank the aircraft toward localizer beam center. When the LBS trips, the PFDwill display LOC in green and it is boxed for 5 seconds to emphasize that the capture phase has occurred.
computer now the proper
heading
mode
As the aircraft continues toward localizer beam center, the computer enters the LOC CAP 2 submode. With the aircraft almost lined up on localizer beam center, the computer will automatically change to the LOC TRACK 1 and the LOC TRACK 2 submodes. The LOC CAP 2 and LOC TRACK submodes provide tighter control law programming on the localizer signal to better maintain a truer flightpath along the localizer beam. There are no visual indications in the cockpit that these submodes have occurred. When the course select pointer was set on the PFD using the course knob on the GP-820 Flight Guidance Controller, the course select error signal was established. This signal represents the difference between actual aircraft heading and desired aircraft course. The course select error signal is routed from the DC-884 Display Controller to the FZ-820 Flight Guidance Computer and the SG-884 Symbol Generator through the avionics standard communications bus (ASCB). the course error signal is TAS.(true airspeed) gain programmed. TAS gain programming is performed to achieve approximately the same aircraft response for a given command, regardless of the aircrafts altitude and airspeed. The TAS computation is derived from airspeed and barometric altitude information provided by the AZ-81O Digital Air Data Computer through the ASCB. After being TAS gain programmed, the course error signal is summed with radio deviation information.
Next,
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Page 298.92 Aug 15/91
The radio deviation signal is routed from the navigation receiver to the symbol generator on the ARINC 429 bus. From the symbol generator, the radio deviation signal is routed to the FZ-820 through the ASCB, where the signal is lateral gain programmed. Lateral gain programming is required to adjust the gain applied to the localizer signal due to the aircraft approaching the localizer transmitter and beam convergence caused by the directional qualities of the Iocalizer transmitter. The lateral gain programmer is controlled by a distance from transmitter estimator. The distance estimator is actually a low pass filter and rate limiter with two modes of operation:
q
A calculated range mode
. An estimated range mode If both radio altitude and glideslope deviation are valid, then distance is calculated using radio altitude and glideslope deviation data. If only radio altitude is valid, distance is first estimated for capture and then, when in the final track 2 mode, it is assumed that an approach to the runway is being made without glideslope, and distance is calculated based on radio altitude only. If radio altitude information is not valid, then distance is estimated as a function of glideslope deviation and TAS. If neither radio altitude nor glideslope data is valid, then distance is estimated as a function of TAS and time. From the lateral gain programmer, the localizer signal is filtered, amplified and summed with the course error signal. The resultant localizer command signal is then course cut limited. The course cut limiter functions primarily when approaching localizer beam center at an intercept angle greater than 45 degrees and at high speed. The course cut limiters function is to limit steering commands to 45 degrees, which forces a flightpath to get onto localizer beam center sooner. This is done to prevent overshooting localizer beam center during the capture phase of operation. Typically, the roll command will make an initial heading change, then level out and fly toward the beam. At the computed time, the roll command will initiate a second heading change to line up on the localizer beam. When the aircraft meets the LOC track conditions (LOC TRK + BC TRK q CE < 450), the switch opens. This removes course error from the roll command, leaving radio deviation, roll attitude, and lateral acceleration to compensate for beam standoff in the presence of a crosswind.
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Page 298.93 Aug 15/91
page K subpcf to the restrctlons on the ttie page of this document.
From the course cut limiter, the localizer command is routed to Figure 259, sheet 4, and is processed as discussed in paragraph 3.B.(7)(g). 3. B. (7) (d) Localizer Approach Mode (See Figure 259, sheet 3.) The localizer approach mode provides for automatic intercept, capture, and tracking of the front course localizer and glideslope signals. This allows the pilot to fly a fully coupled like the ILS approach. The mode is set up and flown exactly mode, with the following differences: localizer
q
On the GP-820 Flight Guidance Controller, the APR button is selected.
With the aircraft outside the normal localizer capture limits, the PFD will annunciate the following modes at this time:
.
q
HDG in green.
LOC in white. GS in white.
As with the localizer mode, heading select is used to initiate the localizer approach intercept. Any other vertical mode in use at this time will a-so be annunciated on the PFD. At localizer capture, the PFD wi11 annunciate: . LOC in green and is boxed for 5 seconds to emphasize the capture-phase.
GS in white.
. Any other vertical mode in use at the time. The flight guidance computer now generates a roll command to smoothly capture and track the localizer signal. With the localizer signal captured, the aircraft proceeds inbound and, at the computed time, will automatically capture and track the glideslope signal. The GS capture overrides all vertical modes which were previously engaged. At this time, the PFD will annunciate:
c
LOC
in green.
GS in green and is boxed for 5 seconds to emphasize the capture phase.
The aircraft is now flying a fully coupled ILS approach.
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Page 298.94 Aug 15/91
3.
B.
(7)
(e)
Back Course (BC) Mode (See Figure 259, sheet 3.)

The back course mode provides for automatic intercept, capture, When flying and tracking of the back course localizer signal. a back course localizer approach, glideslope capture is
automatically inhibited. The back course mode is set up and flown exactly like a front course localizer approach, with the following differences: . On the GP-820 Flight Guidance Controller, the BC button is selected.
With the aircraft outside the normal localizer capture limits, the PFD will annunciate:
q
HDG in green. BC in white. localizer capture, the PFD will annunciate: BC in green and is boxed for 5 seconds to emphasize that the
captur~ phase has occurred.
At
q
tlhenthe back course mode was selected on the GP-820, logic in the flight guidance computer was established to internally reverse the polarity of the course error and localizer signals. Additionally, a gain change takes place in the computer when BC is selected, since the aircraft will now be closer to the localizer transmitter by the length of the runway plus 1000 feet. At back course capture, the flight guidance computer will generate a roll command to smoothly capture and track the back course localizer signal. In addition, the previous roll mode is cancelled. To allow initiation or continuation of the mode, the selected PFD and NAV data must be valid. (f) Category 2 - Optional A category 2 approach is flown the same as an ILS approach. Refer to paragraph 3.B.(7)(d). (g) Roll Autopilot Mode Flow (See Figure 259, sheet 4.) The roll autopilot diagram shows two signal paths for the lateral steering command. The first path is with the autopilot disengaged and routes the lateral steering command to the symbol generator only. This path is discussed in paragraph 3.B.(7)(g)~. The second path is with the autopilot engaged, and routes the lateral steering command to both symbol generators and to the aileron servo drive motor. This path is discussed in paragraph 3.B.(7)(g)~.
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Page 298.95 Aug 15/91
Honeywell !i!gr.c
When the autopilot is engaged and no lateral flight director to a mode is selected, the autopilot will drive the aircraft winas level attitude. When the bank anale is less than 6 d;grees, the autopilot will fly headi~g hold. Heading hold is discussed in paragraph 3.B.(7)(g)a. The roll hold mode of in paragraph 3.B.(7)(g)~, turn knob is operation is discussed discussed in paragraph 3.B.(7)(g)s, and the go-around mode is discussed in paragraph 3.B.(7)(g)~. 3. B. (7) (g) ~ Lateral Steering Command with Autopilot Disengaged With the autopilot disengaged, the selected flight director steering command is routed through the following: Rate Limiter Bank Angle Limit q Roll Hold Switch . Summing Point q AP Engage Switch . Roll Bar Bias Switch
q
The steering command is then routed to the symbol generator through the ASCB to drive the flight director lateral steering cue on the PFD. As the
pilot banks the aircraft to follow the steering command, roll attitude information is provided to the summation point from the IRS through the AP ENG switch.
As the steering command is satisfied, the flight director lateral steering cue is centered on the PFD, and the aircraft is now flying the flight director command. As the aircraft approaches the selected heading or radio beam center, the flight director command diminishes in size and the roll attitude signal predominates. This causes the flight director lateral steering cue to move out of center in the opposite direction to the original command. As the pilot flys the aircraft to satisfy the command, the following is taking place: . .
q q
The aircraft is rolling back to a wings level attitude. The flight director command is satisfied. The roll attitude signal is going to zero. The flight director lateral steering cue is returning to center.
Roll bar bias (RBB) is a fixed voltage level used to bias the flight director lateral steering cue out of view to prevent the pilot from flying invalid data. The lateral steering cue is biased out of view if: c . No flight director mode is selected. The flight director is not valid.
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Page 298.96 Aug 15/91
Flight director valid is comprised of .
the
following: Drovides from validity Th~ CPU, the
CPU A heartbeat monitor valid which logic to engage/disengage the autopilot

heartbeat so that no monitor. monitor is hardware
functions.
independent
single fault can disable both the CPU and the The heartbeat monitor output is provided as an interrupt to the nonmonitored processor.
Flight director flag/annunciator valid which is a direct discreet output from the A CPU to drive the FD flag on the PFD and enable the annunciator drivers on the same side guidance controller channel. FGC power supply valid which monitors the internal
supply voltages for proper operating levels. power
3.
B.
(7)
(g) Z
Lateral Steering Command with Autopi1ot Engaged With the autopilot engaged, the selected flight director steering command is routed through the: . . s
q
Rate Limiter Bank Angle Limiter Roll Hold Switch First Summation Point Second Summation Point
From the second summation point, the steering command is rate limited again, acceleration and bank angle limited, and then split into two paths. The first path goes up through the activated AP ENG switch, the roll bar bias switch and then to the symbol generator. The second path routes the steering command to a M degrees position command limiter, is gain adjusted and applied to a pulse width command limiter and output servo amplifier. The pulse width command limiter serves two functions. First, it is the D/A converter for the servo amplifier. Second, as a motor driver it issues a continuous string of 28 V dc pulses, at a rate of one pulse approximately every 2 milliseconds. The pulse width of the pulses is determined by the lateral command. The pulse width command limiter has its current limits established by a software program contained in the B CPU. The output of the servo amplifier is sent to the SM-600 aileron servo drive motor and to the A processor current monitor to check for servo runaway current. The SM-600 is a permanent magnet dc motor that utilizes a dc tachometer for rate feedback. It has but does not use a position feedback synchro. As the servo motor drives to position the aileron,
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IS
it also drives the dc tach generator through mechanical coupling (represented by a dotted line). The tach generator provides a rate feedback signal that serves two functions. First, it acts as a damping term when summed with the lateral command input to the pulse width command limiter. This helps to stabilize aileron position and minimize excessive aileron travel. Second, the rate feedback signal is integrated to obtain position feedback, gain adjusted and summed with the steering command. When these signals are equal, the aileron is in the proper position to satisfy the steering command. As the aircraft responds, roll attitude and roll rate information provided by the IRS, are summed with the steering command. This allows the feedback position signal to drive the aileron back to its original position. As the steering command is satisfied and diminishes in size, the roll attitude signal becomes dominant and provides a command to move the aileron in the opposite direction, to return the aircraft to a wings level attitude. The servo loop follow up would be identical to that just discussed. If the summation of command and roll attitude are not exactly equal, the difference between the two signals is sent to the command rate taker. The signal is changed to rate, and summed with tach generator rate feedback. The summing of these two signals is then integrated to obtain position data and summed with the steering command. This boost helps eliminate flightpath or attitude standoffs. 3. B. (7) (g) ~ Wings Level and Heading Hold Mode If the autopilot is engaged and no flight director mode has been selected, then a zero roll command becomes the desired steering command. This zero command is routed through the following: . . . . . Rate Limiter Bank Angle Limiter Roll Hold Switch First Summation Point Second Summation Point
At the second summing point, roll attitude provided by the IRS is added to the command. Since the command is zero, the summing points output is an attitude displacement signal that is rate limited, acceleration limited, and summed with roll rate, provided by the IRS. This attitude signal is now routed to the aileron servo drive as discussed in paragraph 3.B.(7)(g)~.
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Honeywell !g!!gH#h --rolls to a wings level attitude, the system As the aircraft will automatically switch to the heading hold mode. Heading hold is defined as:
q q
No lateral flight director mode selected. Bank angle less than 3 degrees and 10 seconds.
When in HDG HOLD (refer to Figure 259, sheet 1), heading information from the IRS is routed to the heading hold reference synchronizer. When the system recognizes the heading hold criteria as being true, the HDG HOLD switch opens, locking the reference heading in the synchronizer. n Actual heading informatif is now compared to the reference heading. Any difference between the two is TAS gain programmed and routed to Figure 259, sheet 4. The heading hold error signal is now routed to the aileron servo drive, as previously described ~n paragraph 3.B.(7)(g)~. 3. B. (7) (9) 4 Roll Hold Mode The autopilot recognizes the roll hold mode as being operational when:
q q
. .
No lateral fliaht director mode is selected. The aircraft b~nk angle is greater than 6 degrees. Touch Control Steering (TCS) was used to initiate the bank maneuver. Turn knob is not active.
The roll hold mode can be used by the pilot to maneuver the aircraft into a bank and utilize the autopilot to hold the bank angle. With the roll hold criteria being met, roll attitude information from the IRS is entered into the roll hold reference block. With the ROLL HOLD switch activated to the up position, desired roll attitude is compared against actual roll attitude at the second summation point. Since these signals are equal and opposite, no command is issued to the aileron servo drive, and the autopilot maintains the desired bank angle. The roll hold reference block is a synchronizer that locks its output as a function of releasing TCS with the aircrafts bank angle greater than 6 degrees. Should a transient wind gust occur, the desired bank angle remains unchanged, while the actual bank angle changes with aircraft movement. The difference between the two becomes an error signal routed to the aileron servo drive, as described in paragraph 3.B.(7)(g)~, to fly the aircraft back to the reference bank angle.
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Page 298.99 Aug 15/91
3.
B.
(7)
(g)
Turn When
Knob the TURN knob is any rotated out of detent, signal change 259, with flight the director
autopilot
engaged,
previously
selected
roll mode is cancelled and the FZ-820 Flight Guidance roll turn attitude knob reference is command limited
a turn knob Computer to to Figure to t30
is applied to the aircrafts sheet 1). The
(refer
degrees by knob excitation and is routed to Figure 259, sheet 4. The turn knob command is then routed to the aileron servo drive, as previously described in paragraph 3.B.(7)(g)~.
Returning the TURN knob to detent will return the airDlane to a win~s-level condition and then engages the headi;g-hold mode. Other lateral modes can be selected after the TURN knob is returned to the detent position. ~ Go-Around (Wings Level) The go-around mode is normally used to transition from an ILS approach to a climb out condition when a missed approach has occurred. The pilot selects go-around by pressing the TOGA button located on either outboard throttle handle. With go-around selected, all armed and active flight director modes are cancelled, and the autopilot is disengaged. Laterally, the pilot sees a wings level command on the PFD. After go-around mode selection, HDG SEL mode can be selected to cancel the wings level roll command. The go-around mode is cancelled by selecting another pitch mode, engaging TCS, or engaging the autopilot. The go-around mode is annunciated on the PFD by a green GA.
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Page 298.100 Aug 15/91
17&ooTuRNPITcHc0N7R0LLER
1 w
-
10.ll B/10J2B
EXC
--
AVERAGED TURN KNOB OUTPUT
i7 ;8 ;5
FZ-SZO PLIGNT GUIDANCE COMPUTER

-15vDC
TO SH4 TKOO
> +15vDC EXC
% ~
I I I I L
AZ-810 r
I I
f=ilil
II
57 RIGHT ROLL 12 13 5s I
60
. J
55
14
56
50
DADC 1 =-
-v
ASC8 A INTERFACE NOTES
I L cBBMTAm r ( I I I
IRS
ASCB K DATA 4 15 ASCB W DATA
12 (
1. lHE FOLLOWING ASCB A AND W DATA (SH1

TO SH 1
I TO SH4
THRU 4) IS AVERAGED IN THE FZ-820 q ROLL ATTITUDE q ROLL RATE . TAS q LATERAL ACCEL THE FOLLOWING ASCB A OR W DATA (SH1 THRU 4) IS PROVIDED FROM THE COUPLED SIDE q HEADING ERROR q COURSE ERROR q HEADING q LATERAL STEERING CMO q DME . ALTITuDE q RADIO OEVIATION IF ONE OF THE SIGNALS IS INVALIO AND AVERAG. ING IS NOT POSSIBLE. THEN THE SYSTEM SWITCHES TO SINGLE SIDE OPERATION USING THE SIGNAL FROM THE VALID SENSOR. 2 THE SWITCH NOMENCLATURE CAUSES THE SWITCH TO CHANGE FROM STATE SHOWN
(NOTE
1)
13
P=sY=OL=N~TZ
ASCG < OATA
65J
V65J 10 NOTE 1
I
I
1
(
(
16 17
1
ASCB W DATA
T
llJ1 (H) ~ 10J1J r 11 9
ASCB w INTERFACE
ROLL ATTITUOE
HEADING
ERROR
IGP-820FLIGHT
GUIDANCE CONTROLLER
IC4
3. POLARITY SIGNS AT SUMMATION DENOTE SIGNAL RELATIONSHIPS
POINTS
HDGt40LDERRoR
TO (SH.11
SYNC
TACH (L) z,
HDG SELECTED TO ASCO INTERFACE
HDG SEL KNOB %
(H) HoG SYNC (c) )
Plso : A ; ~ 10
HDG SELECT AND HDG HOLO MODES
..
AD 13663 @
R4
F1ight Director/Autopilot Roll Channel Mode Flow Diagram Figure 259 (Sheet 1)
Page 298.101/298.102 Aug 15/91

Use or dwclosure of mformallon on Ihls page KSsub]ect 10 the restrlcllons on the title page of this document
22-14-00
..
lwle.m.m
..
TAS GAIN PROGRAMMER
__
____
Z-ESO fl.2QEIT2sU10ANCE COMPUTER
TO Sk12
I
LATERAL ACCEL ) TO SH 2
vOR TRK q CE<4S0
+F=ll=-p--o.l,4
Cl
LATEFIA1 BEAM SE NSOI{
LATERAL >&l STEERING CMD
FMS SELECT
q LNAV SELECT q FMS CAP
fIzxGGF
i
I
l.
ASCS A- MTA
AXE B
C14TA (
IiRs
IRr
(
12
@Jl~$a
TO SH 2
ASCO AINTERFACE
TO SH 4
13
14
II
I I l-==-T0sH2
ASJ.X A TO SH 4
NAV
RECEIVER NO 1 (TUNED TO vOR) ARINC 42S
\
I
I L 41 42 24 3s : g g
ASCO (
.A- DATA ASCS BOATA (
4 15 12 13 ASCB 8 U ROLL RATE )
64J1A ~
~~ RADIO DEVN
~~~!~
-
.A. ~TA
M
(
) OME ) ASCW% MTA
l-)
!lJt E2 ;
1~5J2 DGSE4 DISPLAY CRS SELECT ) CRS SYNC
CONIROLEER
-d !!3 M
RADIO OEVIATKJNI
4sJl&usJ1B
16 17
ROLL ATTITUOF
16
ALTITUDE
17
-b
ASC8 B. lNTERF#2E
DME
NOTE 1 (SHI)
111
LATERAL ACCEL
11 SJV11SJ2 R S
A e
ASCB ,A- MTA ( ASCB 0- OATA M(
I
1
cm \ SEL KNCM
2s >
1-
-1
11s.22 ~ Q (p ~
II
F=NA===T -J,,
II
(
RAOIO OEVIATK)N ~
DME COMPENSATION ALTITUOE (T -
T
- ..
IRS TRUE TRACK
FILTER TIME CONSTANTS vOR TFIK 10 SEC vOR TRR 4 SEC
TO CROSS SIDE OC-SS4
I L
VOR AND FMS MODES
AD 13661Jhl
F1ight Director/Autopilot Roll Channel Mode Flow Diagram

22-14-00
Page 298.103/298. 104 Apr 15/93
.
laAla/la12e
..
+ BCmKI*CE<450
TAS GAIN PROGRAMMER
lb TO SH 3
i
1
1
_A-.7A(:11~[
ASCE e OATA
Cl
LATERAL BEAM SENSOR
I
I
1.
ASCB GATA AASCB ,0llATA
M
(
( : 12 13
N51
t3 ( !4 1
--l=a
I
RAOIO OEVIATION
TO SH 3
Ilti
ROLL RATE )
NOTE 1 KSHIJ
p.riii. - ,,,, GUIOANCE

CONTROLLER
Ill
l15A1/11sJ2 R
11>
OC-SE4DWPLAVCONTROLLER }:y,c,
ASCS A D4TA (
++f2&
~ v
;
~
s
A
CRS I
1SEL KNOB %
FL
CRsSVNC
ASCS MTA B
(
C1W2A 2e d
37 FROM FIG 205 cSH5)
2 4
GSOEVN
I I
=R+FD=Iow=:NHpRx~x=_
AvEIWGEO RADIO ALT
R7 m;& ~ r- RADIOALTIMETER NO 1
I
I GUTPUT ~omv~~
+W
w
N
Ef
{
*
27
2i G
F=====
I I
PFIIMARY OUTPUT 40 mVDc/FT
28 VOC RA VALID
L .
LOCALIZER, LOCALIZER APPROACH, AND BACKCOURSE MODES
kEi7
+W ( N V C1W2B 26 27
cm
1(
r
nAvALIO; ---
---w
AO i!73 13663
F1ight Director/Autopilot Roll Channel Mode Flow Diagram Figure 259 (Sheet 3)
Page 298. 105/298. 106 Apr 15/93

Use or
disclosure of information on this page is subject to the restrictions on the title page of this document,
22-14-00
Honeywell #.#!r.cE
3. B. (8) Pitch Channel Functional Operation (a)
~~li~~tlD~ rector Pitch Attitude Hold
Mode (See Figure 260,
. The pitch attitude hold mode is the basic vertical flight director mode. It is activated when a flight director roll mode is selected without an accompanying pitch mode and is not annunciated on the PFD. The pitch command on the PFD provides the pilot with a pitch reference corresponding to the pitch attitude existing at the moment the roll mode was selected. This pitch reference may be changed with the TCS button located on the pilots and copilots control wheel. The reference pitch attitude may also be changed as a function of the pitch wheel on the PC-880 Turn Pitch Controller when the autopilot is engaged. (Refer to discussion in paragraph 3.B.(8)(i)~.) Prior to the mode being operative, IRS pitch attitude information is applied to a summation pfit and then routed through a closed [PITCH HOLD + (AP ENG q TCS q NO VERT F/D MODE)] switch to the input of a synchronizer. The output of the synchronizer is of opposite polarity to the pitch attitude signal, and therefore the two signals cancel each other. This results in a zero signal out of the summation point. When only a lateral fligmdirector mode is selected, the [PITCH HOLD + (AP ENG q TCS q NO VERT F/D MODE)] switch opens. This clamps the synchronizer output as a reference for the pitch hold mode. As long as the pitch attitude of the aircraft remains unchanged, there will be no command to drive the pitch cue on the PFD. If the aircraft deviates from the reference attitude established at mode engagement, an error signal corresponding to the difference between the actual aircraft attitude and the reference attitude will drive the pitch flight director cue in the proper direction to fly the aircraft back to the pitch reference attitude. As the aircraft responds to the command, the error signal diminishes and the flight director pitch cue on the PFD returns to center. The pitch reference signal is limited to +20, -15 degrees and then routed to Figure 260, sheet 7, and is processed as discussed in paragraph 3.6.(8)(i). Lift compensation is provided to hold the aircrafts nose up in a turn commanded through the autopilot. Roll attitude from the IRS is routed to a block where the cosine of the bank angle is subtracted from one. The resultant output will be routed to the pitch autopilot to keep the nose of the aircraft up during the turn maneuver. The lift compensation function is inhibited during the FLCH mode of operation.
22-14-00
Page 298.109 Aug 15/91
Lift compensation is also provided as a function of flap This is accomplished to minimize position and transitions. aircraft pitch attitude changes due to the aerodynamic lift I
changes induced through the deployment of flaps. 3. B. (8) (b) Vertical Speed (VS) Hold Mode (See Figure 260, sheet 2.)
Activation of the VS pushbutton on the GP-820 selects the VS hold mode and overrides all active pitch F/D modes. The
vertical speed hold mode is annunciated on the PFD by a green VS. In the VS hold mode, all armed pitch F/D modes are allowed, but the capture of any armed pitch mode will override the mode. To allow the initiation or the continuation of the mode, the selected DADC must be valid. The vertical speed hold mode is used to automatically maintain the aircraft at a pilot selected vertical speed reference. The value set with the VERT SPEED knob on the GP-820 Flight Guidance Controller is displayed on the GP-820 and PFD. 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. The reference vertical speed may be changed by use of the VERT SPEED knob or by pressing the TCS button on the control wheel and maneuvering the aircraft to a new vertical speed reference and then releasing the TCS button. Prior to mode engagement, altitude rate (VS) information, provided by the AZ-81O DADC through the ASCB, is fed to a summing point where it is compared to selected vertical speed. Should a difference between these signals occur, the difference is TAS gain programmed and routed as a VS command signal to TAS gain programming accurately adjusts Figure 260, sheet 7. the VS command signal as a function of the aircrafts current speed and barometric altitude. The VS command signal will drive the flight director pitch command cue on the PFD in the proper direction to fly the aircraft back to the pilot selected vertical speed. As the aircraft returns to the reference vertical speed, the VS command will decrease towards zero. The aircraft has now returned to the selected vertical speed reference. For discussion of the vertical speed command signal as it is processed on Figure 260, sheet 7, refer to paragraph 3.B.(8)(i).
22-14-00
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Page 298.110
15/93
3.
B.
(8)
(c)
F1ight Level Change (FLCH) Mode and VNAV F1ight Level Change (VFLCH) Mode (See Figure 260, sheet 3.) Activation of the FLCH pushbutton on the GP-820 Flight Guidance Controller selects the flight level change mode and overrides all active pitch F/D modes. The FLCH mode will fly to the speed target which is displayed on the PFD and in the GP-820 speed window. Activation of the VNAV arm and FLCH pushbuttons on the GP-820 Flight Guidance Controller selects the VNAV flight level change mode and overrides all active pitch F/D modes. The VFLCH mode may also be selected automatically by the FMS. The VFLCH mode will fly to the speed target which is displayed on the PFD and in the GP-820 speed window. The speed target is GP-820 switch selectable by the pilot to be either IAS or Mach and automatic or manual. Automatic speed is supplied by the FMS and manual speed is set by the pilot with the GP-820 speed knob. The airspeed target display on the GP-820 Flight Guidance Controller functions in automatic and manual (speed intervention) modes as follows: . Automatic Mode - The displayed speed target is input from the selected FMS which also controls the IAS/Mach display format. . Manual Mode - Manual mode (speed intervention) is selectable via the SPD pushbutton on the GP-820. The IAS/Mach display format will not change when this mode is selected, but the speed target will be synched to present speed. In this mode, the SPD button will be annunciated (MAN), and the target display format will toggle selectable via the IAS/Mach changeover pushbutton. Alterations of the target are accomplished via the speed-set knob inputs. Continuity of speed shall be maintained when toggling between IAS and Mach targets, via the changeover button. The PFD annunciates Mach or IAS (FLCH), orVMACH or VIAS (VFLCH), and the GP-820 SPD switch annunciates MAN when in the manual mode. Before using the FLCH or VFLCH mode, the desired altitude is set with a knob on the GP-820 and it is displayed in the GP-820 altitude window. When autothrottles are engaged, they provide proper power management for the desired altitude and airspeed change. Without autothrottles, the pilot provides the power control.
22-14-00
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disclosure of reformation cm thw page is subpct to the restrictions on the title page of this document.
Page 298.111 Aug 15/91
The FLCH mode is annunciated on the PFD by a green IAS or MACH. The VFLCH mode is annunciated on the PFD by a green VIAS or VMACH . In FLCH and VFLCH, all armed pitch flight director modes are allowed, but the capture of any armed pitch mode will override the mode. The FLCH and VFLCH mode is set up to change level from present It will try to maintain altitude to the preselected altitude. the speed reference over the long term and allow vertical speed For example, to change, as a function of power setting. throttle retard in a climb will cause the system to track the speed reference while bleeding off vertical speed. However, vertical speed will not be allowed to go below zero. If throttle retard in a climb was enough to cause vertical speed to go to zero, vertical speed would be held to zero and At this time, the flight the aircraft would decelerate. director command cue on the PFD would be out of center, indicating that power should be applied to track the FLCH or VFLCH speed reference.
In the FLCH or VFLCH mode, the AFCS should fly to the new preselect altitude at the target speed from the FMS or as manually selected on the GP-820, when aircraft thrust is set When the power is not set appropriately for climb or descent. appropriately, then the AFCS should maintain zero vertical speed in order to not fly away from the preselected altitude. If the target speed is changed from IAS to MACH (or vice versa), the FLCH or VFLCH mode should remain engaged and fly to the appropriate new speed target.
The DAFCS pitch guidance will @ generate commands to exceed v or M~Q when in FLCH or VFLCH mode. This speed limiting f~~ction Includes anticipation to account for flight envelope v The vertical guidance will not and/or MH discontinuities. c&mand more ? han tO.2 g in FLCH and VFLCH modes. Once in the FLCH mode the target speed can be changed via the GP-820 SPEED knob if using manual speed. NOTE : Depressing the GP-820 FLCH button will automatically select either IAS or MACH modes as function of aircraft pressure altitude. At altitudes greater than 27,850 If FLCH is feet, Mach will automatically be selected. selected at or below 27,850 feet pressure altitude, the IAS mode will automatically be selected. The pilot can change this automatic selection at any time by pushing the GP-820 IAS/MACH button.
22-14-00
Page 298.112 Apr 15/93
The pilot can manually select IAS or MACH mode at any time by pushing the GP-820 IAS/MACH changeover button. If the FLCH mode is engaged, selecting IAS or MACH mode also causes the pilot and copilot PFDs speed tapes to change (i.e., MACH mode EFIS provides a math tape and IAS mode provides a CAS tape).
inhibits the Mach tape below 25,000 feet but this prevent the selection of the FLCH MACH mode below will this not altitude
(in this case the FGCwill hold a Mach value but an equivalent CAS target bug is displayed on the PFD CAS tape).
mode The FLCH mode will automatically switch from IAS to MACH during a climb when the actual aircraft speed is at or above the FMS initialized climb Mach (the PFDs will also automatically switch from a CAS to a MACH tape). Conversely, the FLCH mode will also automatically switch from MACH to IAS mode during a descent when the actual aircraft speed is at or above the FMS initialized descent CAS (the PFDs will also automatically switch from a MACH to a CAS tape). The pilot can change this automatic selection at any time by pushing the GP-820 IAS/MACH button. At mode engagement, with the speed bug on the PFD synchronized to existing aircraft speed, the pilot has two options to fly the mode:
c Retard the speed bug reference (climb) Advance throttle settings (climb)
Page 298.112.1/298.112.2 Apr 15/93

22-14-00
Honeywell !!t!~f.c
with the pilot retarding the speed bug In the first instance, reference, selected IAS/Mach is compared against actual is changed to a rate term and then IAS/Mach. The difference converted through to an altitude vertical and This rate term. This signal is routed or a zero
speed limiter, pitch rate limiter, TAS
gain programmer, VFLCH command. commanded
sent to Figure 260, sheet 7 as the FLCH signal determines what is the aircrafts
speed as the system maintains the IAS/Mach vertical reference. As the aircraft flies to the commanded vertical speed, actual altitude rate is summed against the command to center the flight director command cue. Actual airspeed or Mach is routed through a rate taker and is gain changed to act as a damping term on the command signal. In the second instance, with the mode engaged and the speed bug synchronized to existing aircraft speed, the pilot advances the throttles to maintain the speed reference during the FLCH or VFLCH maneuver. Initially, the aircraft starts to accelerate. The increase in TAS and longitudinal acceleration is changed to a potential speed rate, with normal acceleration added as a damping term. This potential speed rate is changed to an altitude rate signal and the commanded vertical speed signal is processed as previously discussed and is routed to Figure 260, sheet 7 and is processed as discussed in paragraph 3.B.(8)(i). The FMS (and air data) information is used from the same side FMS and DADC as are selected for display on the in-command side PFD. If FMS is not selected for display, the DAFCS selects the FMS on the same side as the PFD in-command.
3.
B.
(8)
(d)
VNAV Path (VPATH) Mode (See Figure 260, sheet 3.) The VPATH mode is used to descend to a new flight level at a prescribed angle (1 to 6 degrees). Activation of VPATH mode is automatic from the coupled FMS. The FMS calculates a top of descent (TOD) based on the altitude constraints entered into the FMS flight plan and the desired or calculated path angle. The VNAV path mode is annunciated on the PFD by a green VPATH. Commands to maintain the aircraft on the prescribed path are based on the target vertical speed received from the coupled FMS over ASCB. Note that this-target is not displayed on the GP-820 Flight Guidance Controller. The vertical speed display on the GP-820 will be blanked except in vertical speed mode, which is discussed in paragraph 3.B.(8)(b). Prior to mode engagement or use of TCS, altitude rate information provided by the AZ-81O DADC through ASCB is fed to a summing point where it is compared to altitude rate. The signals cancel so that there is no error signal. Upon mode engagement or release of TCS, the aircraft altitude rate is compared with the FMS commanded vertical speed. Should a difference between these signals occur, the difference is TAS
22-14-00
Use or disclosure of information on this page is subject to the restrid!ons on the title page of this document
Page 298.113 Aug 15/91
Honeywell ###!b.cE
gain programmed sheet 7). TAS command and signal barometric and gain as routed as a VPATH command (Figure 260, programming accurately adjusts the VPATH of the aircrafts current speed a function
The VPATH command signal will drive the flight director pitch command cue on the PFD in the proper direction to fly the aircraft back to the prescribed path. As the aircraft returns to the prescribed path, the VPATH command will decrease towards zero. The aircraft has now returned to the prescribed path. For discussion of the VPATH command signal as it is processed (as shown in Figure 260, sheet 7, refer to paragraph 3.B.(8)(i).
altitude.
3.
B.
(8)
(e) ~~~~;u~e)Hold and VNAV Altitude Hold Modes (See Figure 260, . Activation of the ALT HLD pushbutton on the GP-820 Flight Guidance Controller selects the altitude hold mode and overrides all active pitch F/D modes. The altitude hold mode is annunciated on the PFD by a green ALT. Activation of GP-820 Flight hold mode and altitude hold the VNAV ARM and ALT HOLD pushbuttons on the Guidance Controller selects the VNAV altitude overrides all active pitch F/D modes. The VNAV mode is annunciated on the PFD by a green VALT.
Activation ofALT or VALT modes is automatic after either an altitude preselect capture (ASEL) or VNAV altitude preselect capture (VASEL). In the ALT or VALT mode, all armed pitch F/D modes are allowed, but a capture of any armed pitch mode will override the ALT or VALT mode. To allow the initiation or the continuation of the mode, the selected DADC must be valid. ALT and VALT modes are vertical axis flight director modes used to maintain a barometric altitude reference. 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. Using the pitch wheel on the PC-880 cancels the ALT mode. Prior to mode engagement, barometric altitude information provided by the selected DADC is routed through a summing junction and a closed ALT HOLD + TCS switch to the input of the altitude hold reference synchronizer. The synchronizer develops an output equal in amplitude but opposite in polarity to its input. The synchronizer output will sum with and cancel the actual altitude information resulting in the altitude reference signal continually being synchronized to zero prior to mode engagement.
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Page 298:114 Aug 15/91
Honeywell
When the altitude hold mode is engaged, the ALT HOLD + TCS
switch opens and clamps the synchronizer output as the for the mode. With the aircraft on the desired reference
altitude, the barometric altitude and integrator signals match each other at the summation point, and no error signal results. If the aircraft departs from the desired altitude, the synchronizer output remains unchanged as a reference. The change in altitude is detected by the air data computer and compared with the reference altitude clamped in the synchronizer. The difference in signals will generate a displacement error signal to fly the aircraft back to the selected altitude. The error signal is summed with washed out pitch attitude. Long term pitch attitude is washed out, so that the aircraft will
maintain the pilot desired altitude.
The combined altitude reference and pitch attitude washout signals are filtered, rate limited and summed with instantaneous vertical velocity (IVV). The IVV
aircraft back the to aircraft signal from the is a control the altitude, back to term desired the reduce that helps altitude, IVV term overshoot. to stop and controls as the it how comes quickly
departing desired comes
The combined altitude command and IVV signals are then TAS gain programmed to achieve approximately the same aircraft response, regardless of the aircrafts airspeed and altitude. The altitude command signal is routed to Figure 260, sheet 7 and is processed as discussed in paragraph 3.B.(8)(i). 3. B. (8) (f) Altitude Preselect (ASEL) and VNAV Altitude Preselect (VASEL) Modes (Figure 260, sheet 5.) The ASEL and VASEL modes are automatically armed when the aircraft is flying toward the preselected altitude or an altitude constraint. The preselected altitude is input to the AZ-81O Digital Air Data Computer via the altitude select knob on the GP-820 Flight Guidance Controller. The master DADC then transmits the preselected altitude over ASCB to the FZ-820 Flight Guidance Computer and the SG-884 Symbol Generator for display. The altitude constraint is entered into the FMS flight plan and sent over ASCB to the FGC by the NZ-920
Navigation Computer. VSHOLD, FLCH, PITCH HOLD, or VFLCH can be
used to fly to the selected altitude. The arm modes are annunciated on the PFD by a white ASEL or VASEL. When the bracket altitude is reached, the system automatically switches to altitude capture mode. When the mode captures, ASEL or VASEL in green will be displayed on the PFD. The mode annunciation will be boxed for 5 seconds to indicate the
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Page 298.115 Apr 15/93
Honeywell
transition
When in VASEL. the bracket from arm to capture. altitude will be either the preselected altitude or the
altitude constraint, whichever has the smallest altitude error. When the desired altitude is reached, the ASEL VASEL CAP mode
is automatically
cancelled, and ALT or VALT hold mode is
automatically selected. The ALT hold mode is annunciated on the PFD by a green ALT. The VALT hold mode is annunciated on the PFD by a green VALT. The ALT or VALT hold mode will be dropped following pitch wheel movement. During the three phases (ASEL or VASEL ARM, ASEL or VASEL CAP, ALT or VALT HOLD), a GS capture will override the altitude mode. If the selected DADC is not valid, none of the three altitude modes (ASEL or VASEL ARM, ASEL or VASEL CAP, ALT or VALT HOLD) can be initiated or continued. In the FZ-820 Flight Guidance Computer, actual barometric altitude is compared against preselected altitude or an altitude constraint. The altitude signals are provided by the AZ-81O Digital Air Data Computer and/or the NZ-920 Navigation Computer through the ASCB. The resultant altitude error commands a changing altitude rate from a lookup table in the FZ-820. The lookup table is a predetermined software program. Commanded altitude rate is then compared against actual altitude rate to determine the altitude capture point. For the capture detector to trip the following must be true:
q
.
q q
Selected DADC valid. ASEL or VASEL mode is armed. The ALT set knob is not being turned (SLEW). The pitch wheel is not in motion (PW MOTION).
In the capture detector, if commanded altitude rate is greater than actual altitude rate, the detector does not trip. When commanded altitude rate is less than actual altitude rate, the detector trips and the aircraft will now initiate a flare maneuver to capture the desired altitude. The capture point is a nonlinear function dependent on commanded altitude rate. As an example, with a commanded altitude rate of 24 ft/sec (1440 ft/min), the capture point is 231 feet from the selected altitude. With a commanded altitude rate of 100 ft/sec (6000 ft/min), the capture point will be about 3000 feet from the selected altitude. After mode capture, the altitude error signal is run through the flare computation circuit and G limiter before being summed with washed out pitch attitude. The flare computation circuit is designed to gain adjust the altitude error signal to provide a constant vertical acceleration capture of the selected
22-14-00
Page 298.116 Apr 15/93
Honeywell
altitude. The G limiter acts to ensure that the rate of acceleration is held to a maximum of 8 ft/sec2. After the G limiter, the altitude error signal is summed with washed out pitch attitude. Long term pitch attitude is washed
out so that the aircraft will maintain the pilot desired altitude. From the summing junction, the ASEL or VASEL CMD
signal is filtered, rate limited and summed with IVV (instantaneous vertical velocity).
IVV is a combination of vertical (normal) acceleration and altitude rate. This signal is used as a damping term and is summed with the ASEL or VASEL CMD signal to enhance the smoothness of the flare maneuver. The aircraft will remain in the ASEL or VASEL capture mode until the following conditions exist simultaneously:
q q
ASEL or VASEL CAP ALT error is less

ALT rate is less
than 5
25
feet
than
ft/sec
At this time, the ASEL or VASEL mode is dropped and the aircraft is automatically placed in the altitude hold mode. After being summed with IVV, the ASEL or VASEL CMD signal is TAS gain programmed and routed to Figure 260, sheet 7, and is processed as discussed in paragraph 3.B.(8)(i). 3. B. (8) (g) Glideslope (APP) Mode (See Figure 260, sheet 6.) The glideslope 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 2 and 3 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 as previously discussed in paragraph 3.B.(7)(c). The glideslope mode is set up and flown as follows: . The navigation receiver is tuned to the published ILS frequency for the runway in use. The course pointer and heading bug are set on the PFD for localizer intercept. The APR mode is selected on the GP-820 Flight Guidance Controller. The NAV/ILS navigation source is selected on the DC-884 Display Controller.
22-14-00
Page 298.117 Apr 15/93
With
the
local izer limits, the
captured, PFD will
and
outside
the the
normal following
glideslope
capture
annunciate
modes at
this time:
q q
LOC in green. GS in white.

in use at this time will also be
Any other vertical mode

displayed.
As the
beam
aircraft
approaches
the
glideslope
beam,
the
vertical
(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.
sensor
At this time, the PFDwill annunciate: . LOC in green
. A green GS that is boxed for 5 seconds to emphasize that the capture phase has occurred. The glideslope deviation signal is routed to the symbol generator from the navigation receiver on the ARINC 429 bus. From the symbol generator, the signal is routed to the FZ-820 Flight Guidance Computer through the ASCB. Gain programming is performed on the glideslope signal to compensate for the aircraft closing on the glideslope transmitter, and beam convergence caused by the directional properties of the glideslope antenna. Glideslope programming is normally accomplished as a function of radio altitude and vertical speed. The radio altitude signal is rate limited, summed with vertical speed, and limited again before gain programming the glideslope signal. If the radio altimeter is not valid, then GS gain programming is accomplished as a function of preset height above runway estimates and run down as a function of true airspeed. From the GS gain programming block, the glideslope signal is filtered, rate limited and summed with estimated vertical deviation rate. Estimated vertical deviation rate is used as a damping term to help maintain a truer track of the glideslope beam. The estimator utilizes normal acceleration provided from the IRS, along with glideslope deviation, to provide an inertially derived vertical rate, with long term glideslope deviation correction.
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Page 298.118 Aug 15/91
Honeywell #&!!r.cE
The summation of glideslope deviation and vertical deviation rate is then TAS gain programmed. TAS gain programming allows for better glideslope tracking qualities over a given range of approach speeds. After being TAS gain programmed, the glideslope command signal is routed to Figure 260, sheet 7 and is processed as discussed in paragraph 3.B.(8)(i). 3. B. (8) (h) Dual Couple Approach Mode During the tracking phase of an ILS approach, the system will utilize landing aid flightpath information from both the pilot and copilot PFD. Initiation of this flight segment of the approach phase is automatic and occurs at 1200 feet radio altitude as shown in Figure 259.1. The dual couple mode requires all the following conditions to be satisfied: .
q
Pilot PFD NAV source must be NAV 1 or ILS 1. Copilot PFD NAV source must be NAV 2 or ILS 2. LOC/GS track mode, Radio altitude less than 1200 feet. Both NAV 1 and NAV 2 sources are valid.
. .
/ I I
RADIOALTITUDE BETWEEN1200 AND1500FEET
DUALCPLMODE (1200RA) I
/ -1 I I v OUTER MARKER 4.O-7.OMILES * I / v MIODLE MARKER 3500 / RUNWAY / ~p%4Ri%:fiDFEET
Dual Couple Approach Figure 259-.1
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Use
or
disclosure
of information
to the restrictions
Honeywell !!#&!!!.cE
At
q
dual
couple
transition
the
following
events occur:
Command bars are in-view on both pilot and copilot PFDs. The GP-820 PFD-CMD button illuminates both L and R annunciators.
In the dual couple mode the high priority FGC (i.e., the FGC selected on the-DC-884 sensor page) averages the radio data from the pilot and copilot NAV sources. This allows the approach mode to be continued in the event of a failure of one navigation receiver or if there is an unflagged miscompare between the NAV receivers. The high priority FGC outputs identical FD commands (based on the average radio deviations) to both pilot and copilot PFDs in the dual couple mode. Navigation failures in the dual couple mode result in the following automatic reconfiguration: . NAV 1 Fails - Pilot PFD command bars are removed and the PFD-CMD reverts to R. Approach mode continues using data from NAV 2. If NAV 1 becomes valid the dual couple mode will automatically return. NAV 2 Fails - Copilot PFD command bars are removed and the PFD-CMD reverts to L. Approach mode continues using data from NAV 1. If NAV 2 becomes valid the dual CPL mode will automatically return. Unflagged Miscompare Between NAV 1 and NAV 2 - The system will automatically select the NAV source with the smallest deviation (must be greater than 1/3 DOT). The PFD-CMD logic and command bars operate the same as in the NAV failure case. This is annunciated on the EICAS. 1. Although the FGC uses averaged ILS data for guidance, the EFIS comparison monitor always annunciates LOC/GS miscompares based on nonaveraged data (i.e., direct comparison of NAV 1 and NAV 2). The PFD-CMD pushbutton is inhibited in dual couple mode. After cancellation of the APR mode the PFD-CMD status reverts to the side which was selected prior to the dual couple transition.
NOTES:
2. 3.
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Page 298.120 Aug 15/91
subjecf to the restrictions on the title page Of this document.
3.
B.
(8)
(i)
Pitch
The
Autopilot
Ditch
Mode Flow (See
Figure
260,
sheet
7.)
paths for the diaqram shows two signal The ?irst path is with the-autopilot disengaged and routes the vertical command to the symbol generator for the PFD only. This path is discussed in paragraph 3.B.(8)(i)l. The second path is with the autopilot engaged, and routes the vertical command to both the symbol generators for the PFD and to the elevator servo drive motor. This path is discussed in paragraph 3.B.(8)(i)~.
autor.)ilot vert{cal command.
When the autopilot is engaged and no vertical flight director mode is selected, the system will automatically revert to the basic autopilot mode of pitch attitude hold. This is discussed in paragraph 3.B. (8)(i)~. The go-around mode of operation is discussed in paragraph 3.B.(8)(i)~. ~ Vertical Steering Command With Autopilot Disengaged With the autopilot disengaged, the selected flight director vertical command is routed through the following:
q Pitch Rate Limiter . Pitch Limiter . Go-Around Switch . AP Engage Switch q Pitch Bar Bias Switch
The command is then routed to the symbol ASCB.
generators on the
Pitch bar bias (PBB) is a fixed voltage level used to bias the vertical flight director command bar out of view to prevent the pilot from flying invalid data. The vertical command bar is biased out of view if:
q
No flight director mode is selected. The flight director is not valid.
Flight director valid is comprised of the following:

q
A CPU heartbeat monitor valid which provides validity logic to engage/disengage the autopilot functions. The heartbeat monitor is hardware independent from the CPU, so that no single fault can disable both the CPU and the monitor. The heartbeat monitor output is provided as an interrupt to the nonmonitored processor. Flight director flag/annunciator valid which is a direct discrete output from the A CPU to drive the FD flag on the EADI and enable the annunciator drivers in the same side guidance controller channel.
22-14-00
Use or disclosure Of information On this page is subject to the restrictions on the title page of this document.
Page 298.121 Aug 15/91
Honeywell !!!!!!%!!.
q
FGC
power
supply
valid for
which
monitors operating
the
internal
power
supply
voltages
proper
levels.
3.
B.
(8)
(i) ~
Vertical Steering Command With Autopilot Engaged

With the autopilot command is engaged, routed the selected the: flight director
vertical
through
.
q
Pitch Rate Limiter Pitch Limiter q Acceleration Limiter . Another Pitch Rate Limiter
The resultant signal is then summed with pitch rate. Pitch rate is supplied by the IRS and is used as a damping term to help control the speed at which the pitch maneuver will occur. The vertical command is then pitch limited again and then follows two paths. The first path goes up through the activated AP ENG switch, TCS switch, pitch bar bias switch, and then to the symbol generator. The second path routes the vertical command to a summing point through a t8-degree position command limiter. The signal is then gain adjusted and applied to a pulse width command limiter and output servo amplifier. The pulse width command limiter serves two functions. First, it is the D/A converter for the servo amplifier. Second, as a motor driver it issues a continuous string of 28 V dc pulses, at a rate of one pulse approximately every two milliseconds. The pulse width of the pulses is determined by the vertical command. The pulse-width command limiter has its current limits established by a software program contained in the B CPU. The output of the servo amplifier is sent to the SM-600 elevator servo drive motor, the A processor current monitor to check for servo runaway current, and to the pitch The SM-600 is a permanent magnet dc trim threshold sensor. motor that utilizes a dc tachometer for rate feedback. It has but does not use a position feedback synchro. As the servo motor drives to position the elevator, it also drives the dc tach generator through mechanical coupling (represented by a dotted line). The tach generator provides a rate feedback signal that serves two functions. First, it acts as a damping term when summed with the vertical connnand input to the pulse-width command limiter. This helps to stabilize elevator position and minimize excessive elevator travel.
22-14-00
Page 298.122 Aug 15/91
Second, the rate feedback signal is integrated to obtain position feedback, gain adjusted and summed with the steering command. When these signals are equal, the elevator is in the proper position to satisfy the vertical command. As the aircraft responds, the flight director command diminishes and the position feedback signal drives the elevator servo back to its original position. Should there be a mismatch between vertical command and elevator servo position, a flightpath standoff could occur. To prevent this standoff, any command at the output of the second pitch limiter is routed through a command rate taker and limiter. The signal is changed to rate, and summed with tach generator rate feedback. The summing of these two signals is then integrated to obtain position data and summed with the vertical command. 3. B. (8) (i) ~ Autopilot Pitch Attitude Hold (See Figure 260, sheet 1.) Pitch attitude hold is the basic vertical autopilot mode. It is automatically active if the autopilot is engaged and no vertical flight director mode has been selected. Prior to autopilot engagement, pitch attitude is routed through a summing point-d through the normally closed PITCH HOLD + (AP ENGAGE q TCS q NO VERTICAL FD MODE SELECTED) switch to a synchronizer. The output of the synchronizer is inverted and summed with pitch attitude to give a zero output from the summing point. If the autopilot is engaged and no vertical flight director mode is selected, the synchronizer switch opens, clamping the synchronizer with the reference pitch attitude at the time of autopilot engagement. Should the aircraft deviate from the desired reference attitude, the difference from the summing point is limited and routed to Figure 260, sheet 7, as a pitch hold command signal and is processed as discussed in paragraph 3.B.(8)(i)~. The reference pitch attitude can be changed through the use of the pitch wheel on the PC-880 Turn Pitch Controller, with the autopilot engaged. Moving the pitch wheel will cause a rate generator output. The direction of 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 to more accurately adjust the signal as a function of aircraft speed and barometric altitude. The pitch wheel signal then changes the pitch attitude reference, and the output from the summing point is identical to what was previously discussed.
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Page 298.123 Aug 15/91
3.
B.
(8)
(i) 3
Go-Around (Pitch Axis) Mode The go-around mode is normally used to transition from an ILS approach to a climb out condition when a missed approach has occurred. The pilot selects go around by pressing the TOGA button located on either outboard throttle handle. With go-around selected, all armed and active flight director modes are cancelled and the autopilot is disengaged. The GA switch changes state, and a fixed 15-degree GA up bias is routed to the pitch command cue on the PFD. The 15-degree angle is determined by the aircraft manufacturer and represents the best climb angle. As the pilot flys the GA command, pitch attitude information from the IRS nulls the command and centers the pitch command cue on the PFD. (A 12-degree GA up bias is used in the -906/-907 FGC). The go-around mode is cancelled by selecting another pitch mode, engaging TCS, or engaging the autopilot. The go-around mode is annunciated on the PFD by a green GA.
(j) Autopilot Pitch Trim (See Figure 260, sheet 8) There are three modes of electric trim operation available:
q
. .
Manual electric trim Mach trim Autopilot trim
The trim function will control trim tab motion via digitally processed closed-loop control laws which utilize motor rate (tachometer) and motor position (synchro) feedbacks. Each FGC provides excitation for its own-side trim synchro. Trim servo travel is limited such that the trim servo does not drive into the mechanical stops by use of the trim limit switches in the trim servo bracket. The manual trim wheel can be used to override the electric trim via a slip clutch (for emergency use only). Trim override inputs via the slip clutch will cause a change in the relative positions of the trim limit
switches. Therefore, readjustment of the servo linkage may be When a trim limit required to realign the trim limit switches. is reached, the trim servo will not continue to drive in the
current direction, however, the trim servo can be driven in the opposite direction. Manual Mode - The manual electric trim mode is active whenever the electric trim is engaged with the autopilot disengaged. This mode responds to trim inputs from the The maximum pilot and copilot yoke mounted trim switches. trim rate shall be t2 tab/see in this mode at low airspeeds. This speed limit shall decrease with true airspeed increasing.
22-14-00
Page 298:124 Apr 15/93
Each flight guidance computer receives manual trim inputs directly from the pilots and copilots manual electric trim switches (located on control yokes). Since these are split actuated trim switches (each is dual) the flight guidance computer brings in a total of four analog discretes as follows:
. .
q q
Pilots Pilots Copilots Copilots
trim trim
up down
(switch (switch (switch up down
1) 1) 1) 1)
trim trim
(switch
Each channel of the GP-820 Flight Guidance Controller shall receive four analog input discretes as follows: . .
q q
Pilots trim up (switch 2) Pilots trim down (switch 2) Copilots trim up (switch 2) Copilots trim down (switch 2)
These inputs received by the flight guidance controller are transmitted via private-line serial data link to the flight guidance computer. Any one of the above pairs, if active together (anded logic), activate the manual electric trim in the direction selected. If any two anded switch pairs are on at once calling for trim in opposite directions, the electric trim will not drive. The DAFCS monitors the pilots and copilots trim switch pairs for disagreements and provides individual trim switch caution flags via ASCB to the EDS system for crew alerting. The electric trim rate is gain programmed (as a function of true airspeed). This data shall be received via ASCB from the DADCS. This trim rate programming is a factor when the autopilot is engaged (autotrim) and when the manual electric trim is activated via the pilot or copilot trim switches. This rate programming is not to be used for Mach trim rate control. When voted DADC data is not valid, the electric trim defaults to the high trim rate. 3. B. (8) (j) ~ Mach Trim Mode - The Mach trim mode is active above 0.7 Mach whenever the electric trim is engaged with the autopilot disengaged and the manual mode inactive (i.e., no pilot trim inputs). The Mach trim mode trims the aircraft noseup for increasing Mach number and trims the aircraft nosedown for decreasing Mach number. This control only applies in the speed range between 0.838 Mach and 0.95 Mach and results in
22-14-00
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Page 298.125 Aug 15/91
a total linear trim tab displacement of 6 degrees when passing through the region. Outside this speed region the Mach trim function holds trim tab position. Transition to Mach trim mode ON (via autopilot disengage, trim engage, or manual trim switches released) causes the Mach trim control such that the present trim tab position is the law to synch correct rates starting are limited point to for the degree present tab/see Mach in situation. Mach trim Trim tl.O
mode.
At trim engagement, the servo control is synched to command zero rate, and the Mach trim is synched to hold present trim
position. At trim disengagement, no synching is required.
At channel switchover, the trim is synched the same as at trim engagement, as described above. When the pilot or copilot manual trim switches are act the Mach trim position reference is synched to present position and the Mach trim control law remains off unt manual trim switch is released. The Mach trim control continues to synch for a short time afterward -n order allow the trim motor to coast to a stop. This Drevent Mach trim from causing the trim to back up following a manual trim input. 3. B. (8) (j) ~ ve, 1 the 1aw to the
Autopilot Trim - The elevator servo current is monitored by the FZ-820 FGC. When the current goes above a predetermined threshold, the trim tab is moved in the opposite direction from the elevator. This reduces the load on the elevator which in turn reduces the amount of current required to drive the elevator servo. A delay is required to prevent trim from driving during transitory loads.
22-14-00
Page 298.126 Aug 15/91
C1OJ2B
,m
10
AVERAGED
/1
=4=mGHT
GUIDANCS
COMPUTER
PC4B0 TURN PITCH

r
CONTROLLER
PITCH WHEEL TACH NO 1 NOTE 4
I I I
F
129J1 18 + 19 14 ( 15 12 ( ~ 13 d
1~
FGC
CROSS SIOE
(
TAS GAIN PROGRAMMER t
PITCH
ATT
TO SH7
14 Is ~
M )5
PITCH
qNO VERT
HOLD +(AP ENGo~ F D MODE)
-{
PITCH ATTITUOE
TO SH1 AND SH7
u
TO SH7
A -v
1
2
---F==l
l-~ ASCB A I (NOTE 1) ASCB B I
TO SH 1
OsH NOTES
rIRS
I
I

A ASCB DATA ASCB % DATA
r-==-TO
1. THE FOLLOWING ASCB A- AND B- DATA (SH1 THRU 10) IS AVERAGED IN THE FZ.S2rl q ROLUPITCH ATTITUDE . PITCH RATE q TAC
,--
q LONGITUDINAL ACCEL q NORMAL ACCEL q VERTICAL SPEEO
THE FOLLOWING ASCB A OR 40MTA (SH1 S TliRu 6 ) IS PROVIDED FROMTHECOLAPLEDIOE:

q q q q q
AIRSPEEDfMACH
1-
ASCBADATA ( ASCB%DATA (
SG-SM
r
SYMBOL GENERATOR
S5JlA/SSJ2B 16 17 16 17
A 1 2
FMS SEL MACH/lAS ALTITUDEIPRESELECT ALTITUDE ALTITUDE RATE MIDDLE MARKER q GLIDE SLOPE DEVIATION q FMS PRESLECT ALTITUDE q FMS CMD VS IF ONE OF THE SIGNALS IS INVALID AND AVERAGING IS NOT POSSIBLE. THEN THE SY3TEM SWITCHES TO SINGLE SIDE OPERATION USING THE SIGNAL FROM THE VALID SENSOR. 2. THE SWITCH NOMENCLATURE CAUSES THE SWITCH TO CHANGE FROM STATE SHOWN.
I L
r
9JlA/9JlB
--Ed
I NOTE 1
AZ-81ODADC
ASCB W OATA (
3. POLARITY SIGNS AT SUMMATION POINTS DENOTE SIGNAL RELATIONSHIPS. 4. ROTATING THE PITCH WHEEL F%l@lDES TACH OUTPUTS AT THE SAME TIME. BOTH
I
I I
ASCB W DATA
(
0 FLAP POSITION ( ~, 39
L .
0!!
11 12 13 i4 55 56 57 FIAP HANDLE SWITCH 58
LIFT COMPENSATION 1- COS OF ROLL ANGLE
+ TO SH7
G=-=DE&
!
PITCH HOLD MODE AND LIFT COMPENSATION
AD.13664
433
F1ight Director/Autopilot Pitch Channel Mode Flow Diaaram Figure 260 (Sheet 1)
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Page
298.127/298~128 Aug 15/91
Use or disclosure ot mformatlon cm thm page IS subject 10 the restrictions on the title page of this document.
Honeywell !!!$!!!!~.c
la
..
=29 FLIGHT GUIDANCE COMPUTEF
(
(
TO SH?
SELECTED VEI+T SPEED 7
Vs. m
+
(NOTE) ALT RATE LIMIT 1+ J TO SH7
. . OAoc ru-Elo I ASCE 8 I L . IRS r I I L

ASCB A WTA ( IMTA (
F-TOH2
kJINwlB 11 12 13 14
TO SH2
~T0sH2
ASC9 ADATA (
14 15 12 13
e
LONG~TcUE~lNAL
ASCB0OATA ( : $
. r
SW1AISW2B 16 ( ASCS BWTA ( M 17 16 NOTE 1 ISHI )
SG-8$4SYMBOLGENERATOR
ASCB ~ DATA
I
I
17
r
1
GPd20 PLIGNT GUIOANCE CONTROLLER
. 1
l%%
Y
1~
I
26 :
29 + L
NOTE. ALT RATE SELECTED VERT SPEED IS SYNCHRONIZED TO EXISTING VERT SPEED UPON MODE ENGAGEMENT OR RELEASE OF TCS
TO SI-!2
Io-~1
. vERT SPEED KNOB
~
12
)ToSIDE FZ-S20
TACH GEN
L -J
VERTICAL
SPEED
MODE
AO. @ R4 IW
F1ight Director/Autopi 1ot Pitch Channel Mode F1ow Diagram Figure 260 (Sheet 2)
Page 298.129/298. 130 Aug 15/91

Use or disclosure Of lflfOrm8t10n on this page
IS
22-14-00
subject to Ihe restrictions
on the title page 01 this documenl.

10J1W1W2E
,.
_,
--+:1 lcq i I L scBOmAm NAV COMPUTER rM2-SZO ( I I L . M

121J1N121J1B 10
,,
ASCBA- OATA
ASCS B- llATA
31
r u-m
OADC
ASCB A tAATA ( ASCB W OATA (
I
I
r 1;:
FMS MACH/lAS ~TosH3
FMS VEFIT SPEED VPATH m

q =
(
TO
SH7
FMS LIMIT 1+ I
TAS GAIN PROGRAMMER
TO SH7
SELECTED MACWIAS
ALT RATE
ARWW:OI
T
TO SH3 + TO S7
TAS
(
SPEE~oRATE ALTITuOE RATE CONVERTER + ZEW vER~{~cAmm +
TAS )
ASCS
PITCH RATE
10 SH7
NORMAL ACCEL
TO SH3
L . r ( I I L
IRS
ASCSA OATA ASCB B OATA ( r
11
SH3
SG-S94SVMSOLGENERATOR
ASC8A OATA 1
I
1 A
ASCB B- OATA
M -rF=
14 ,5 12 13
ASSW
PITCH RATE
SsJ
16 17
TAS
NOTE 1 (SH1)
l-m
ASCB W INTERFACE
AIRSPEECV MACH
CdTi
RR-l
i==
GP-S20 FLIGHT r
GUIDANCECONTROLLER
1
m
1
I
I ~-lxt1
1 IASIMACH SPEED KNOS TACH GEN
VPATH, VFLCH, AND FLCH MOOES
..
__
AD13.sw~
F1ight Director/Autopilot Pitch Channel Mode Flow-Diagram Figure 260 (Sheet 3)
Page 298.131/298.132 Aug 15/91

Use or disclosure of information on Ihm page m subpct 10 the restrlchons on the title page of Ihm document,
22-14-00
Honeywell !!!$!!!b.c
I Pz-aoFuGHTWIMNCE coMPulEn
..
10.
--
rN2-SSO I sc.~.ll%= I L . R D rU-MOADC I I L F

NAV COMPUTER
ASCS W DATA ( ASCS N
-j-EiG= ~ALTDEERoR
~-.
ALTITUDE HOLO REFERENCE
---
2s
31
PITCH ATTITUDE
TO SH4 AND SH7
DATA (
ASCBW- OATA (
ASCS MT
M
11 12 13 14
wlmJle
-v
I
i
T
(
(
Ilfi
;C. ,.A.
ALTITUDE
RATE
TO SH4
14 ,5
TO Sli9
ASCO ,0
12 13
t
FILTER TIME CONSTANT ALT HOLD= 125 SEC r
~TA
S&SS4 SYMBOL GENERATOR

ASCB A OATA I ( ASCS W OATA
(
6SJ1N6&J2B
~c
6 17
16 ~e 17 1
I
I
h
v
~1
NORMAL CC TAS ALTITUDE PITCH ATTITUDE
L-cEE@
NOTE 1 (Sli 1)
?TosH7
TAS
I
ALTITUDE NOLD ANO VNAV ALTKUDE HOLO MODES
L
I
PITCH -- -- WASHOUT
L
.
J
_
..
F1ight Director/Autopi 1ot Pitch Channel Mode Flow Diagram Figure 260 (Sheet 4) -
Page 298. 133/298; 134 Aug 15/91

Use or disclosure of InformalIon on this page M subject 10 the restncttons on the title page of thm document,
22-14-00
..
___
__,
E3
ALT CONSTRAINT 121J1AJ121J1B TO SH5 ANO Sli7
F-=N=C~WYR
ASCO .A- DATA

( ABCB V DATA (
I
I
L ~,BGaM7 ALT PRESELECT SLEW CONTROL Fo4 m ~} 1
~s
I I
1
Aaca-AOATA
a
ASCO A-
TO SNS
TO SH5
INTEFIFACE
TO SHE
0sH5 -B .A10 SH9
ASCB BH=
(
(
r
I I I
8G-SM BVMBOLGE
ASCB 01
DATA
I
Asca eINTERFN2E t-
NOTE
1 ISH 1)
-1
1 2
GiFFLIlii
,,,,1 GUIOANCE CONTROLLER
1
I
1
mm TO CROSS SIDE Az-sw {
&
31 L 11J2 20 102 H L 104 31
L
33
*
-E-o TNH GEN ! ALT SEL KNOB I I
ALT SEL CAP LIMITER m fps I I TO SH7
--. r-I 1
I
TAS G= PROGRAMMER
NOTE 05q w,lh VS . 10K FT.MIN CIq W,lhVS > I OK FT MIN
ALTITUOE PRESELECT ANO VNAVALTITUDE PRESELECT MOOES
I I I I I I L .
F1ight Director/Autopilot Pitch Channel Mode F1ow Diagram Figure 260 (Sheet 5) -
I L
I
--
PITCH --
WASHOUT
I -1
I
[
l--iI I
I
G LIMITER (NOTE)
--
I
I
-.
--
L -.
..- .
-.
TAS
I
FLARE
d-l
ALTITuDE 1
COMPUTATION
ALT CONSTRAINT 3
SMALLEST ALT ERROR BETWEEN PRESELECT ALT q ALT CONSTRAINT
WJAV ~
ALTITUOE RATE COMMANO FROM LOOKUP TABLE
ALT SEL ARM ALT SEL ~
1 I I I I I
DETECTOR
+ COMPARATOR
OADC VALID PW MOTlON
-.
--
--
CAPTURE
AD.13E64~
R2
Page 298.135/298; 136 Aug 15/91

Use or disclosure 01 mtormallon on this pege is subject 10 the restrtcllons on Ihe hlle page of this document
22-14-00
-
10J 1B
,_
FZd30 FLIGHT GUIOANCE COMPUTER
uam omc r I I L F I
ASCB ASCO ASCB , I ASCB ~~ 6E.JIA 41 42 43
f
C( MIDOLE MARKER ~ TO SH6
1
2
--@Et
I
lr
GS DEVN
TO SH7
TO SH6
L
SG~ syMBoL GENERA70R ) MIDDLE MARKER GS OEV?V VALID ASCB ~~ ASCB ,
TO SH6 ANO FIG 259 (SH3)
1
ARINC 429 }
--FEY
I 1(
I
(GS ARM. (GS CAP= 1500 FT) 1S03 FT) OUAL APP + GS TFIK q MM PASSED . 250 FT ) PITCH ATTITUOE AND RATE
I NOTE 1 (SH1 )
NAV RECEIVER
GS OEVIATION q GS VALIO q MIOOLE MARKER
l
C1OJ2A
r
I I
IIT-300 RADIO ALTIMETER
2UJ1
L
38
37
PRIMAFW + w OUTPUT -40 mVOC/FT 7 N { 28VOC RAVALIO Y
m w .
+J+&-n+
A/o I
I
%rl-1
BEAM FILTER 2 SECS RATE LIMITER +
L Y . ALTIMETER C20J1 r PF!IMARY + w

RT-300 RADIO
I
10J2A b =
m 36 37 * L C1OJ2B ~ * 26 27 26 L . . pRF2ER&FT0sH7 38
I I
OUTPUT
40
mVOC!FT
28 vOC RA VALID d
L
GLIDESLOPE MODE
GS DEVN
&
L ..
___
AO.13664
_
@) F13
F1ight Director/Autopilot Pitch Channel Mode Flow Diagram Figure 260 (Sheet 6)
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title page of
Use or disclosure
of information
to the restrictions
on the
this document.
3.
B.
(9) Yaw Channel Functional Operation (See Figure 261, sheets 1 and 2.) The yaw axis of the autopilot provides directional stability (yaw damping) and directional control for turn coordination. The yaw axis of the autopilot receives sensor information from the IRS and the DADC. The IRS supplies the following information through the ASCB.
w . . . .
q
Yaw
rate Roll rate Pitch attitude attitude acceleration acceleration acceleration
Roll Normal
Longitudinal Lateral
The DADC supplies the following information through the ASCB. .

q
Indicated airspeed (IAS) True airspeed (TAS) Altitude rate (VS)
The above inputs from the IRS and the DADC are all combined in the FZ-820S rudder command processor. (See Figure 261, sheet 2.) The rudder command processor will determine the proper rudder deflection to maintain directional stability and control. Yaw rate, true airspeed, roll attitude, and lateral acceleration are the primary controlling inputs for the yaw axis. The rudder command processor looks at yaw rate and computes the control response necessary to bring the yaw rate of the aircraft to zero. True airspeed, roll attitude, and lateral acceleration combine to provide turn coordination. The remaining inputs to the processor are secondary and aid in further optimizing yaw control. The yaw axis may be engaged by pressing the YD pushbutton on the aircraft control panel. The yaw axis is disengaged by also pressing the same YD button. The yaw axis will automatically be engaged when the autopilot is engaged. The autopilot cannot be operated without the yaw damper. Upon engagement, if the rudder command processor is satisfied, its output will be zero and the rudder will remain centered. When the rudder command processor detects a need for yaw correction, it will route its command signal through an easy on circuit. This easy on function allows the command processor signal to gradually be applied to the rudder when the yaw damper is engaged. In the event that the processor were to command a large displacement at YD engagement, the pilot would have sufficient time to react and disengage the yaw damper. The yaw rate command is then adjusted to the proper gain and rate limited. The command is now changed from digital to analog
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Use or disclosure Of information On this page IS subject to the restrictions on the title page of this document.
Page 298.143 Aug 15/91
The pulse width command limiter is a motor driver that issues a continuous string of 28 V dc pulses at a rate of one
pulse approximately every 2 milliseconds. The pulse amplitude and polarity are determined by the yaw command input. The servo amplifier drives the motor of the rudder linear actuator, which in turn drives the ballscrew. The ballscrew is mechanically
form and continues servo amplifier.
on through
a pulse
width
command
limiter
and
coupled to:
q q
LVDT (Linear Variable Differential Transformer) Hydraulic Package
The hydraulic package drives the aircrafts rudder control surface. As the rudder control surface responds to the command, the LVDT provides a position feedback signal to the FZ-820. The servo amplifier output is also routed to the A processor current monitor to check for servo runaway current. As the actuator drives the ball screw, the LVDT is moved and provides an output that equates to commanded rudder position. This signal is routed to the FZ-820 where it is demodulated and then follows two paths. The first path is through a rate taker, where the position signal is converted to rate of position change. This signal is utilized as a damping term to minimize excessive rudder travel. The second path from the demodulator retains position information and is summed with the command signal. When these two signals are equal and opposite, the command has been satisfied and the rudder stops moving. As the aircraft responds to rudder clef ection, the IRS detects this movement through aerodynamic feedback, and the input signals to the rudder command processor diminish. Th s allows the LVDT signal to predominate and drives the rudder back to its original position.
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Page 298.144 Apr 15/93
.
10 J1B;1OJ2B
.
COMPUTER
FZ-SmFLIGNTGUIDANCE
r Az-slo
.
9J 1
OADC
ASCB A OATA ( ASCO B DATA (
-..
1
I
I
11 12
-v
13*
ASCB A INTERFACE 1-
TO SH 2
L .
NOTES
1 DATA FROM ASCBA AND 01S AVERAGED TOGETHER TO PROVIOE
-r
I ASCB A
r
I
I
.
14
IRS
ASCB A OATA ( ASCS % OATA (
15
L .
4==
1 2
==1I
- .
e,
I I
THE sELECTED SIOE WITH THE APPLICABLE OUTPUTS INDICATED ONE OF THE SIGNALS IS INVALIO AND AVERAGING IS NOT POSSIBLE THEN THE SYSTEM SWITCHES TO SINGLE SIOE OPERATION uSING THE SIGNAL FROM THE VALID SENSOR 2 THE SWITCH NOMENCLATURE CAUSES THE SWITCH FROM STATE SHOWN TO CHANGE
IF
3 POLARITY SIGNS AT SUMMATION POINTS DENOTE SIGNAL RELATIoNSHIPS
YAW RATE
NOTE
(
.
TASIIAS
AUTOPILOT
YAW AXIS
AO.13665
I .R2
Flight Director/Autopilot Yaw Channel Mode Flow Diagram Figure 261 (Sheet 1)
Page 298.145/298. 146 Apr 15/93

22-14-00
FZdSO FL2GNT GUIDANCE COMPUTER I
.
CIC4.JIA 1--1 TO CROSS SIDE FZ420 FGc ( 61 62 14J1 T u
IUOOER ACTUATOR
YAW RATE
=EE----l
(
FROM SHI (
TASIAS
RUOOER COMMAND PROCESSOR
!-!
~
YO ENGAGE 7
OIA
SERVO LOOP GAIN
(PITCH
ATTITUDE+
zm
CURRENT LIMIT B WIL)TH COMMANO IMIT R RATE TAKER 28 VDC
FROM CROSS SIDE FZ.82U FGC (
IIELAY SWITCHED (SEl&;G.
Jl 4
C1OJIA
54 60 s R C1O.I1A 62 H G 64
FROM g;:% FGC
SIDE (~
u ERTEA HYDRAULIC ACTUATOR
7
,
LATERAL ACCEL
POSITION FDBK LIMITER k
10V, 2kHz SOUARE WAVE EXC
M J
-i
il
=--:-ENGAGE SOLENOIO
; I
I I I I I
I
I
I I I
I
J
AO. !3665 2 +14
-El
RELAY SWITCHED (SEE FIG. 203)
I -;
31[
YAW AXIS
. -
AUTOPILOT
F1 ight Director/Autopilot Yaw Channel Mode Flow Diagram
Page 298. 147/298. 148 Apr 15/93

22-14-00
4.
FMZ-800 Fliqht Management System

A. General
The flight management system (FMS) is designed as a federated system, where there are independent components but each component performs a system function. The FMS is comprised of three basic components. The first component of the system is the CD-81O Control Display Unit (CDU). The other two components are the NZ-920 Navigation Computer and the PZ-800 Performance Computer. Since each computer is a self-contained unit, NAV only or performance only systems are possible. The key to the federated approach is to keep the navigation and performance functions as separate and independent as possible, and yet allow for their coexistence. Some performance calculations, however, utilize navigation data and some navigation displays include performance data. The flight plan data and other joint use information are shared between the navigation and performance computers on the ASCB; however, the majority of the NAV-PERF integration is through the CDU. The CDU can be driven from the navigation computer for NAV, or predominately NAV display pages. The CDU is then driven from the performance computer for PERF pages. This keeps the computers as independent as possible. It is a design requirement to keep aircraft variable data in the performance computer. The architecture of the NAV, performance, and CDU integration is shown in Figure 262. The CDU provides the primary means for pilot input into the system. It also provides an important output display for the navigation and performance computers. The CDU utilizes a full alphanumeric keyboard, with four line selection keys on either side of the CRT. Several function keys are provided to allow direct access to specific display pages. Annunciators are built into the top of the unit to advise the pilot of the systems status. The CDU sends ASCII characters simultaneously to both the navigation and performance computers. The NZ-920 Navigation Computer is the component in the FMS, which provides both lateral and vertical navigation guidance. The database inside the NZ-920 is used for storage of waypoints, navaids, routes, airports, and other NAV data for easy access by the pilot. The NZ-920 can interface with five long range sensors; three via ARINC 429 buses and two over the ASCB bus. Each navigation computer can also connect to dual Proline 2 429 scanning DME receivers and VOR/ILS receivers. The interface to the air data, EFIS, performance computer and autopilot is over the avionics standard communications bus(ASCB). Flight Plans are also transferred between navigation computers over the ASCB while the link to the CDU is over a RS-422 private-line interface. To provide high-accuracy long range navigation, the navigation computer is designed to connect to IRS, GPS, Omega/VLF sensors plus VOR/DME. With links to the on-board navigation sensors, the navigation computer develops an FMS position based on a blend or mix of the sensors. The FMS does not
22-14-00
Page 298.149 Apr 15/93
directsource
y display navigation maps on the CDU; however, the FMS is the of map data for other cockpit displays such as EFIS. Display of maD data is achieved bv the utilization of the internal database and ASCB A large portion ~fthe navigation database is subject to updating 1/0. on a 28-day interval. The DL-800/900 data loader is used for this purpose. The navigation part of the FMS may be considered an area navigation system or RNAV. Its fundamental purpose is to provide navigation information relative to a selected geographically located point. Navigation management will allow the pilot 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 pilot or automatic flight control system (AFCS) to steer the aircraft along the 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 purpose of the PZ-800 computer is to provide the pilot with detailed performance information and automatic control of the throttles. Previously, detailed performance information was only available by spending a great deal of time in the aircraft performance manuals. With the performance functions of the PZ-800, the pilot now has access to a computerized performance manual. The pilot is supplied with flight-planning information prior to takeoff such as fuel and time required. In flight, the system provides the pilot with real time information based on current aircraft and atmospheric conditions. In case of changes to the flight plan, the pilot can be updated immediately on the consequences of the changes. This capability extends the pilots ability to conduct the flight safely and economically. The performance system is enhanced by the autothrottle. Aircraft parameters calculated by the performance functions can be coupled to the autothrottle and flight guidance computer for effortless tracking of these commands. Alternatively, the autothrottles can be set to maintain pilot-entered values. In addition to the PZ-800 computer, the autothrottle function requires one SM-81O Autothrottle Servo-Clutch assembly for each engine controlled. Inputs from the throttles, engines, autopilot control panel, and display controller are also required.
22-14-00
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Page 298.150 Aug 15/91
Honeywell
!!!#!I~.cE
NZ-920
PZ-800
RS422
CD-81O
AD-30609-Rl#
Flight Management System (FMS) Architecture

Figure 262
22-14-00
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Page 298.151
15/93
I 4.
B.
NZ-920 Navigation Computer (Figure 263) (1) Avionics Standard Communication Bus (ASCB) Interface The navigation computer transmits flight plan data, display data, guidance commands, dual NZ-920 sync data, and navigation and custom databases during normal operation of the bus. The navigation computer receives dynamic information about the aircrafts present state via the ASCB. This information consists of attitude, headinq, velocities, accelerations, altitude and soeeds. Also, dual NZ-926sync data is received from-the ASCB. (a) NZ-920 Navigation Computer ASCB Inputs ~ FZ-820 Flight Guidance Computer (FGC) ASCB Inputs The NZ-920 inputs both left and right FGC data. It processes and uses data from the priority FGC only. -he priority FGC is established by reading WSP 1, bit 11, mode/engage priority, of both FGCS transmissions. A logic one setting of this bit identifies the priority FGC. If the priority bits for both FGCS are set or neither set simultaneously, the data from each FGC is considered .rivald i and is not processed for use by the NZ-920. Only one FGC can be priority at a time in order for the NZ-920 to use its
data. ~ AZ-81O Digital Air Data Computer (DADC) ASCB Inputs
The NZ-920 inputs both left- and right-side DADC data from the ASCB. Selection of DADC data is performed by the navigation and guidance (LNAV and VNAV) subsystems of the NZ-920. The navigation subsystem selects and uses its on-side DADC data if valid. Otherwise, it will switch to the off-side DADC and use that data if the on-side DADC is invalid. If both DADCS are invalid, the NZ-920 continues to search between the two DADCS until a valid sensor is found. If both DADCS are valid, the navigation subsystem in each NZ-920 of a dual system configuration have independent sources of air data for input into the position computation. The guidance subsystem selects and uses the same DADC from which the high priority autopilot gets its data for use in its control laws for steering the airplane. By using this DADC, guidance is using the same altitudes and speeds as the autopilot, except during the approach mode. During an approach, the autopilot will average the DADCS and guidance will use the previously AFCS selected DADC state to determine its DADC usage.
22-14-00
Use or disclosure
Page 298.152 Aug 15/91
1; A
1 B
42-920 NAVIGATfON :OMPUTER NO. 1 429 +) ARINC xMTR

~, +)
1 4 RS422 RCVR CDU DATA RS422 XMTR CDU DATA RS422 RCVR CDU CNTL (H) 5 6 85 6
,20J,i c~lo
M (H)
cDU
Not
GEN BUS SECONDARY ARINC 429)(MTR
{ { {
(L) (H) (L) (H) (L)
r} N(L) DATA
RW22 )(M~
I 1
51
L)
GEN BUS PRIMRY
.1
18
-1) ARINC 429 RCVR MLSilLS PRIMARY L) }
RS422 XMTR (H) CDU cNn { (L) RS422 XMTR CDU CLK (H) { (L)
CDU VALID
~WMLS SELECT
~
RS422 FICVR ATA OADER (H) { (L) (H) { (L) (H) { (L) 8 9 )2 )3
DL;O~; DATA LOADER
I J 1 1 .
+ m
NAV NO. 1 +
RS422 XMTR DATA LOADER
*
*
RS422 XMTR CLOCK 32 33 ) L) ARINC 429 RCVR NAV PRIMARY
DL CONNECTEU ASCB PRIMARY (H) BUS { (L) (H) BUS { (L) a 11
*
NAV NO. 2 +
*
*
=}
>
-L .
ASCE INTERCONNECT SHOWN IN SECTION t FIGURE 6
43 u
H) L) }
ARIM2 429 RCVR NAV SECONDARY
ASCO SECONDARY
DAUNO. 1 4*
la 1s
H) L) }
DAUNO. 2
ARINC 429 RCVR DME PRIMARY
I
DME NO. 2 I
22 23
4b DC NO. 1 4
SG NO. 3 1=
SG NO. 2
) L)
ARINC 429 RCVR DME SECONOARY
) L)
ARltW 429 RCVR LTS NO. 1
+
VLF/OMEGA +
I
c121JiB.54
b
*
z 24
H) ;L)}
ARINC 429 RCVR LTS NO.2
51 se
H) [L) }
I I l G I 1. I
FZ NO. 1
4)
IRUNO. 1
4~
FC NO. 2 t
IRU NO. 2
J) I 4~ AZ NO. 2
AZ NO, 1
ARINC 429 RCVR LTS NO.3
11
3f ONSIDE TUNING CNTL
1.Q31=
m
PZ NO. 1
PZ NO. 2
I
wok!
TAG SYNC OUT 54 X.SIDE TuNING CNTL CDU SYNC OUT TAG SYNC IN CDU SYNC IN VERSION B ASCB
J--r.
C121J1 AB 34 48 9 16
NZ-920 NAVIGATfON COMPUTER NO. 2

TAG SYNC IN CDU SYNC IN TAG SYNC OUT CDU SYNC MT [H) ASCB SECONDARY BUS
I
I
I 9 I
NO CLOCK ASCB w 8! 8( 9! M RADIO CONFIG RADIO CONFIG RADIO CONFIG DME SCAN NPE RADIO BUS TYPE IDO 101 ID2
PZ INSTALLED OP MODE IDo OP MODE ID1 SDI NO, 1
{=1
28 31
(L) } [H) ASCB PRIMARY BUS (L) }
NZ-920 Navigation Computer Interface Diagram Figure 263
SDI NO. 2 . .
. +
AD.31610-Rl#
Page 298.153/298. 154 Apr 15/93

22-14-00
Selection of DADC data by the guidance subsystem is treated differently between the priority (master) NZ-920 and the nonpriority (slave) NZ-920. The priority NZ-920 guidance selects and uses the DADC that is selected by the autopilot as previously described. The priority (master) NZ-920 guidance subsystem determines the AFCS selected DADC status by reading the high priority flight guidance computer (FGC) data. If both FGCS are high priority or both low priority then the FGCS are considered failed and guidance defaults to the left EFIS and uses the selected DADC. If the left EFIS is not If the valid then guidance uses its on-side DADC if valid. on-side is not valid then it switches to the off-side to get DADC data.
If the selected DADC used by the FGC fails or the selected EFIS DADC fails, then guidance continues to follow the selected DADC and guidance is set invalid.
I
I I
The nonpriority NZ-920 (slave] guidance subsystem selects and uses the DADC selected on the EFIS on which the nonpriority NZ-920 is displayed. Guidance continues to select the EFIS selected DADC regardless of DADC validity.
If the selected
DADC is invalid, guidance
is set invalid.
If the nonpriority NZ-920 is not displayed, it defaults to its on-side DADC if valid. If default DADC is invalid, the NZ-920 switches and uses the other remaining DADC if valid. If both DADCS are invalid, guidance is set invalid.
The nonpriority NZ-920 guidance subsystem reads the EFIS it is displayed on to determine DADC selection. If the NZ-920 cannot determine the selection because EFIS is invalid, the nonpriority NZ-920 defaults to its on-side DADC if valid.
I
I
4. I I ~ I B. (1) (a) ?
If the on-side DADC is not valid, the off-side DADC is used.

PZ-800 Performance Computer ASCB Inputs
The NZ-920 inputs
and uses only its on-side performance computer data. Both basic and background data is used. The NZ-920 does not read the offside performance computer data.
Inertial Reference System (IRS) ASCB Inputs
The NZ-920 inputs both left and right IRS data. It processes and uses data from both IRSS when available and valid.
22-14-00
Page 298.155
Apr 15/93
4.
B.
(1)
(a) S
SG-884 Symbol Generator (SG) ASCB Inputs

The NZ-920 inputs left, right, and center SG data. It processes and uses data from all three SGS when available and valid. The NZ-920 determines SG reversionary or backup modes (WSP 1) from the SG and processes the appropriate SG data based on this reversion data.
I I ~
DA-884 Data Acquisition
Unit (DAU) ASCB Inputs
The NZ-920 inputs all four DAU transmissions (1A, lB, 2A, 2B) . It processes and uses the DAU data as selected by its If the selected DAU is invalid, on-side display controller. the NZ-920 switches and uses data from its corresponding secondary channel (i.e., 1A or lB, 2A or 2B). If the selected DAU channel becomes valid, the NZ-920 switches and
uses the selected channel. DC-884 Display Controller (DC) ASCB Inputs
The NZ-920 inputs and processes on-side display controller data. FC-880 Fault Warning Computer (FWC) ASCB Inputs
The NZ-920 inputs both left and right FWC data.

(b)
NZ-920 Navigation Computer ASCB Outputs The NZ-920 transmits two types of data onto the ASCB; basic
data and background data.
(2)
RS-422 Synchronous
Interface
This RS-422 interface is a synchronous serial digital data bus. Data is transmitted over a shielded twisted pair cable. The implementation of the RS-422 in the navigation computer has the following parameters: .
q
.
q
SDLC CRC ITT No parity 312.5k baud
All data is transmitted in a byte format using eleven-bit groups. Each group consists of a start bit, followed by 8 data bits, followed by a parity bit (odd), and ending with a stop bit. The data is transmitted least significant bit first on the bus.
22-14-00
Page 298.156
Apr 15/93
The RS-422 bus is used to communicate operator-entered data, CDU messages, and CDU display data between the NAV computer and the CDU, an RS-422 and between the performance computer and the CDU. Also,
interface communicates Jeppesen data and flight plans between the
NAV computer and the database loader. 4. B.
(3)
ARINC
429
Interface
bus standard used between transmissions are open loop, sources on that information basis from has a continuous
ARINC 429 is a serial digital data

avionics system elements. sinks are not required to received. Data Data inform
i.e., been
the source systems at rates sufficiently high to ensure small incremental value changes between updates. The basic information element transmitted is a digital word containing 32 bits. This data is sent in either binary, binary coded decimal (BCD) or discrete formats. The least significant bit and least significant character of each word are transmitted first. Also, the least significant bit of the word is the most significant bit of the label and the label is transmitted ahead of the data in each case. The label is used to identify the data within the word. The bus transmits at either a 100-kHz (high speed) rate or a 12.5-kHz (low speed) data rate.
is transmitted
The 429 serial bus is used to input the following data to the navigation computer: . .
q
. . c
VOR/ILS Radio Data DME Radio Data IRS Data OMEGA Data GPS Data AFIS Commands and Data
sensor initialization required data, to the
The navigation computer will output

radio tuning commands, via two 429 and various subsystems
other
parameters
buses (general bus No. 1 and No. 2). data is described in Table 206.
This
22-14-00
Page 298.157 Aug 15/91
Honeywell !$ji$!&.
M9!ld
Remote VHF Tune Remote ATC Tune Remote ADF Tune Remote VOR/ILS Remote DME Tune Set Set Latitude Longitude Heading Deselect Tune Octal ~ Format Signif Char** Digital -&!19!L Approx Resolution ~ Positive Sense Update Rate (SPS~
030 031 032 034 035 041 042 043 272 260 125
BCO BCD BCD BCD BCO BCO BCD BCD 01s
118.0-135.975
---
MHz
---
NOTE1 NOTE1 NOTE1 NOTE1 NOTE1 NOTE2 NOTE2 NOTE2

NOTE 2 NOTE 3 NOTE 3 10 10 10 10 10 10 10 10 10 10 10 10 10
(Referto Chapter 3 of ARINC 429 Specification) 5 5 5 6 6 3

(Refer (Refer 5 15 20 20 15 15 6 6 12 18 (Refer 15 17 (Refer
190-1750 108.0-117.95 10B.O-135.95 180N-180S 180E-180W 0-359

to Table 207) 207)
------0.1 0.1 1.0 ---
kHz MHz MHz OEG:MIN OEG:MIN DEG ----HR:MIN KNOTS oEG/180 oEG/180 KNOTS 0EG1180 KNOTS DEG1180 MIN NM --NM FEET ---
------N E --------ALWAYS POS N FROM O E FROM O --CW FROM N --CW FROM N --TO DEST --FLY LEFT -----
Set Magnetic Omega Station Date GMT True Airspeed
BCD BCO BNR BNR BNR BNR BNR

BNR BNR BNR BNR
to Table 0-23 .59.9 0-2048 *0.5 *1. O 0-4096 *1. O 0-256 *1. O 0-4096 h32768 to Table *128 0-131072 to Table
--0.1
210 310 311 312 314 315 316 352 351 275 116 Alt 204 371
0.0625 0.00000048 0.00000095 0.125 0.0000305 1.0 0.00391 1.0 0.125 --0.004 1.0
207)
POS Latitude POS Longitude Groundspeed True Uind Heading Speed
Wind Oirection Time to Distance Destination to Dest Uord
LNAV Status Lateral Baro
DIS
207)
Oeviation Corrected
BNR BNR 01S
Equipnent
ID
---
ARINC
429 NAV Computer

Table 206
Output
Data
NOTES :
1.
Transmitted in a l-second burst. Repetition rate during the l-second burst will vary depending upon other labels being
transmitted at
in
that time.
a 500-ms burst. Repetition rates durina the 500-ms
2.
Transmitted burst
will vary depending upon other labels being tran~mitted at that
time. 3. Transmitted continuously (100 ms) unless a position initialization is performed at which time these labels are transmitted for a 500-ms burst.
22-14-00
Use or disclosure Of information on this page is subject to the restrictions on fhe title page of this document.
Page 298.158 Aug 15/91
MAINTENANCE
Honeywell H!%!#h.
Omega BIT
Station
Deselect (Octal Label 272) 11111000000000 43210987654321

SDI
333222222222211111 210987654321098765 P SSM
Station
manually
deselected
01011101
P - Odd Parity
SSM - 00 valid 01 invalid units #1 112
#3 -
SDI - 00 all
01 unit 10 unit
11
Station
unit
Assignments
Logic 1 represents a deselect.
~ 12 13 ;: 16 17 18 ;: 21 22 :: 25 :! 28 29
Station
JXN (Norway VLF)

GOD (Anthorne VLF) NAU (Puerto Rico VLF) A (Norway Omega) B (Liberia Omega) C (Hawaii Omega) D (Dakota Omega) E (Reunion Omega) F (Argentina Omega) G (Australia Omega) H (JaDan Omeaa) ~aVLF) NWt ~Austral NDT (Japan VLF) GBR (Great Britain VLF) NAA (Maine VLF) NPM (Hawaii VLF) NSS (Annapolis VLF) NLK (Washington VLF)
Output Word Formats Table 207
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Use or disclosure
of reformation on thm page IS subject to the restrrctlons on the title page of this document.
Page 298.159 Aug 15/91
Date BIT
(Octal
Label
260)
3332222222222111 2109876543210987
1111111000000000 6543210987654321
II P SSM
SSM
00
00001101
P - Odd Parity
- 00 01 valid invalid
Data - BCD DayAB,
1 through
CD, 1 through
31
12
BCDMonth BCD Year
EF, 00 through
99
LNAV Status Word (Octal Label 275) BIT 3332222222222111 2109876543210987 P SSM c N M 1111111000000000 6543210987654321
A
T/F
10111101
P - Odd Parity SSM - 00 valid 01 invalid
c (CDI Flag) - ~ ~;~~$id

N (Mag/True North) - 1 True O Magnetic M (Message Alert) - 1 Message O No Message
o (Lateral Offset) - 1 Offset

O No Offset T/F (To/From) - ~~ $$ From or To
10 From 11 Invalid A (Approach Mode) - 1 Approach O No Approach W (Waypoint Alert) - 1 Waypoint Alert O Waypoint Alert Output Word Formats Table 207 (cent)
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Page
298.160 Aug 15/91
Use or disclosure of information on this page is subpcf to the restrictions on the tttle page of this document.
4.
B.
(4)
Input and Output Control Discretes

The discrete inputs are in a ground condition when connected to an airframe dc ground, defined by a voltage of less than +3.5 volts dc.
The
open condition is defined as greater than 100,000 ohms or a voltage between +18.5 and +36 volts dc.
The
output control discretes are in the ground condition defined by a voltage of less than +3.5 volts dc. open condition is defined as qreater than
The
100,000 ohms or a
C contains
voltage between +18.5 volts and +j6 volts dc. Volume III, Section 6, Interconnects, Table 501, Appendix a detailed description of the control discretes. (5) Global Data Management Unit (DMU) and DL-800/900 Data Interconnect (See Figure 264.)
Loader
The DMU interface to the NAV computer is ARINC 429 as described in paragraph 4.B.(3) and the interface to the DL-800/900 Data Loader is a synchronous RS-422 serial digital data bus as described in paragraph 4.B. (2). When the data loader is connected to NAV computer No. 1, a ground is applied to 121J1B-83 from 123J1-E. If No. 2, a ground to the data loader is connected to NAV computer
C121J1B-83 is applied from 123J1-D. Pin 123JI-F is connected
if a
third warm spare NAV computer is installed. (6) Navigation Modes The navigation computer develops a position based on a blend or mix of the sensors. The navigation modes are listed below by priority
based upon developing the most accurate position blend:

(a)
DME/DME DME/VOR
(b)
(c)
(d)
IRS
Only
IRS/Omega Mix
FMS freezes IRS drift in memory once IRS updating begins. When system accuracies fall below specified levels, IRS/Omega mixing begins, if the Omega is within 12 NM of the average IRS position. The
When the Omega is within 12 NM of the

is mixed as with one
it
average and will
IRS
position, the
it same
the
average
IRS
position,
have
weight
IRS.
will
limit, then
If the Omega position is outside the 12 NM not be used in calculation of FMS position.
Page 298.161/298.162
Apr 15/93
22-14-00
lmJIA
J_
NZ.92D NAV COMPUTEq
. 1
NO. I
I
mu ~ (
gfy ILJ s 7
121J1A
;:A (w %
IN
J
~
) f M
T (LI M

DATA IN DATA
12aJl CD-S1 O CDU NO. I
7
I
I
M
N
&Jr
I a
I I I
121J1B
J
.
I 1
Cu VALID lW 4 RcvRm 7 e CNTL( M 8 4 .
~ Cu VALID(GNof P (Nf XMTRCNrL R 0-))
-1
II
ti-
77 F
L-SOO/900 DATA LOADE 1~1
Cl 21JlA
. 1 /$
NZ42D NAV COMPUTER
NO.2
II
cl~l
II
NOTE TNE INTERFACE SETWEEN TNE NZ-920 ANO TNE OL40CVS09 USES A FIS422 US. TNE NTERFACE SETWEEN TNE NZ-92D AN W MU USES AN AJw4c 42s us,
FATA US OUT
CD-O1OCDU NO.2
1
1
H
LOAO LEFT E o . . =
I
*
II
23 102 L OATA LOAOER CONNECTED Am ENABLE
xMTR[W
CNTL
i
1-
LOAD RIGNT
32 .J3 Im L -
m *
Lr pil v i
CU vALID
(u ,)
RcvR
cm
ICDU VALIO @NOI
C121J1A Cr 0+) es M N (m
;ATA ( o-l 152
,(Q lJ
DATA
I I I I I
Global DMU (AFIS) and DL-800/900 Data Loader Interconnects Figure 264
I I J L
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4.
B.
(6)
(e)
VLF/Omega Only
The current Phase II certification allows GPS data to be viewed on the CDU, however the navigation computer does not use GPS data in determining its position. The -976 Navigation Computer (9101 software level) can use GPS position information blended with other sensors in deriving the GPS data may also be viewed on the CDU. The GPS FMS position. information can come directly from the GPS sensors or through to the FMS. Regardless of how the hybrid IRS/GPS (GPIRS) units ~~~ information gets to the FMS, it is treated the same by the The GPIRS units provide three sets of data (pure IRS, hyb~id IRS/GPS, pure GPS) to the FMS. The FFIS uses the pure IRS data just as IRS has been used in the past. The FMS uses the hybrid IRS/GPS or purse GPS as the GPS sensor information. By priority, the FMS uses the hybrid IRS/GPS information if available and pure GPS only if the hybrid is not available. With GPS position blending o erational, the FMS computes
aircraft an
sensors excluding GPS. The reference position is compared to GPS If the positions agree within predefine tolerances, position. GPS position is blended with the reference position to form the GPS data is not blended if it fails the position FMS position. comparison.
reference position E ased on the best available
Tolerances
for com aring the reference and GPS positions were The tolerances for NZ-9101 software with t I e FAA. are: 18.0 nautical miles (NMI) oceanic, 4.3 NMI enroute, 2.6 NMI terminal area, and 0.4 NMI on approach (increased to 0.7 NMI when using VOR/DME updating).
established
When the FMS is in radio updating (VOR/DME or DME/DME), the average GPS and radio positions are equally weighted in deriving the FMS position. Thus, in radio updating, the FMS position could deviate a maximum 1/2 the above listed tolerances due to GPS. When GPS is blended with other long-range navigation (LRN) sensors, each GPS and IRS contribute an equal share to the FMS In the case of VLF/Omega, the avera e VLF/Omega position. For position is counted equal to a single GPS or I i S sensor. example, two ure IRS position inputs blended with a single GPS position resu T ts in an FMS position deviation due to GPS is With three IRSS and one-third of the above listed tolerances. two GPS sensors, and no other position information, the average GPS position would account for 40 percent of the resulting FMS position. GPS is certified for supplement navigation only. This means that it cannot be used as the sole source of osition. There must be other means of determining osition, Iowever, where all other sensors are deselected or fai 7ed, the FMS can navigate with GPS as the only position sensor. In this situation, DGRAD is illuminated and NO REQUIRED SENSORS is displayed on the control display unit indicating the FMS cannot guarantee the required accuracy for the present phase of flight.
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4.
B.
(7) Configurations
When installed second FMS.

exist .
in:
in an aircraft, the FMS may be configured

There are four configuration
transfer,
with
states
that
and
the
single.
FMS may
dual,
initiated
independent
Dual mode allows all active flight plan entries and performance initialization data to be transferred to the off-side system without the need for a separate pilot action. Independent mode exists only when two systems are installed. In is transferred between systems.
this mode only off-side tuning information
Initiated Transfer mode is applicable only when two systems are installed. In this mode off-side radio tuning commands and pilot defined database entries are transferred automatically. Active flight plan and performance initialization data are transferred only on command either through an aircraft mounted switch or via a line select key prompt on the last page of the active flight plan. Single is the configuration of a single FMS system or a default mode when two systems in a duplex installation are not communicating with the offside FMS.
~:
Some installations have three (3) FMS systems installed. However, the third FMS interfaces with the total integrated system as a hot spare.
The FMS will operate in dual or initiated transfer modes only when the following criteria are met: . c Both systems must have the same software version (SW PROGRAM). Both systems must have the same navigation database region and effective dates (NAV DB and DB CYCLE). Both systems must have the same programming (CONFIG PIN). Both custom databases must be identical pin configurations
(CUSTOM DB).
Both FMSS must have the same present position with a 10 NM tolerance (PPOS DIFF).
Both FMSS must be in agreement as to the master-slave

relationship (SLAVE).
The parenthetical information above will be displayed on the CONFIG PROBLEMS page if the system is not operating in the mode for which it has been configured.
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Page 298.166 Apr 15/93

document.
4.
c.
PZ-800 Performance
(Autothrottle)
Computer
The PZ-800 provides two distinct functions. They are described in this section separately as performance function and autothrottle function. (1) Performance Function
The PZ-800 contains a digitized flight manual. Entries via the CDU allow the PZ-800 to calculate the desired performance values. (a) Performance Initialization
Performance initialization requires entries from the pilot in These entries order to enable the performance calculations. are in addition to the active flight plan which contains lateral information and may contain vertical information. Flight planning, climb, cruise, descent, and engine-out portions of the flight can be calculated using the performance initialization entries. If the calculation of takeoff and landing data is desired, additional entries are required. (b) Performance Planning The performance planning function for the active
has two primary activities. planning function calculates flight plan Prior to takeoff, the performance and displays the fuel and time
required for the flight using the selected cruise altitude, step climb increment, and selected speed mode. If the optimum cruise altitude is used, it is calculated and displayed. These calculations are based on the data entered during performance Following takeoff, the performance planning initialization. function updates the fuel and time calculations to reflect actual conditions and changes that the pilot may enter. Display of performance planning information includes predicted fuel remaining and estimated time enroute (ETE) at each waypoint. Performance planning for a stored flight plan can be obtained. This is done by specifying the initialization data to be used on the the stored flight plan to be used. This function could be utilized by the pilot to examine alternative flight routings or future flight plans. The PZ-800 in conjunction with the NZ-920 Navigation Computer form the core of the Honeywell flight management system (FMS). The FMS can accept flight plans from an external source such as lockheed jetplan. Once the flight plan is entered as the active flight plan, the performance planning function is the same as for a pilot-entered flight plan. Following performance initialization, the performance planning calculations are performed for the flight plan which has been loaded from the external source. The computer does not use the performance values (e.g., fuel flow and fuel remaining) computed by the flight planning service.
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Honeywell !!!!#f#.E
4. C. (1) (c)
Takeoff Calculations Following entry of the takeoff initialization data, the takeoff calculations are performed. Takeoff initialization data can be changed after the calculation of the takeoff data. If a change is made, the takeoff data is removed from display until updated takeoff data are calculated and to the change. The following
displayed:
q
Takeoff Required
weight takeoff
or
most field the
restrictive length (the
maximum longer
takeoff of the
weight
accelerate-go
q
and
accelerate-stop (EPR)
(emergency)
distances)
Takeoff
engine
limit and
Accelerate-go Takeoff Speeds
accelerate-stop
(emergency)
distances
speed - V1 decision decision speed range - Vlmax, Vlmin* rotation speed - Vr safety speed - V2 climb speed - V4 (UK CAA only) steadv initial -. final segment speed - Vfs single-engine speed - Vse reference speed (landing configuration) - Vref A choice of V1 between Vlmax and Vlmin, inclusively, is permitted if the case is not field-length-limited. Vlmax is the default value for V1.
Once the takeoff initialization is complete, the takeoff configuration comparison logic is active. The configuration comparison logic continuously compares the initialized configuration for bleed air, ground spoilers, anti-skid, and flap-position against the actual aircraft configuration. Barometric altitude, pressure altitude, and outside air temperature are also continuously compared against the initialized conditions. If the initialized configuration does not match the actual configuration, the display of takeoff speeds is confined to the CDU and glareshield-mounted display controller. When the initialized configuration matches the actual configuration, the takeoff speeds are available for (PFD) from the avionics display on the primary flight display standard communication bus (ASCB). When both engines are advanced above 1.17 EPR and the configuration comparison logic is satisfied, the logic is latched. This means that while the logic is latched, the display of takeoff data is available from the ASCB regardless of changes to the actual aircraft configuration. If both engines are reduced below 1.17 EPR, the comparison logic is unlatched and is again active.
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4.
C.
(1)
(d)
Climb During accept
Calculations performance the default initialization, climb mode or the select pilot the is required climb to mode.
desired
This is However,
for selection at any time. For the active climb mode, the performance computer calculates and displays the following climb parameters: .
q
used for the flight the mode each climb mode is available
planning
function.
Top-of-climb (TOC) altitude Estimated time enroute (ETE) and estimated time-of-arrival (ETA) at the TOC altitude Command speed Distance-to-go (DTG) to the TOC altitude Command engine pressure ratio (EPR) setting Current fuel remaining
. . . .
(e) Cruise Calculations While in the cruise mode, the performance function calculates speed and recommended power settings. The autothrottle controls speed of the aircraft. Altitude is flown by the flight control system on the elevator. The following parameters are calculated and/or displayed on the CDU cruise pages for the active cruise modes: . c
q
Cruise altitude* Optimum altitude Step altitude (based on initialized step alttude increment) Command speed ETE and ETA to step climb point Command EPR setting DTG for step point Range to reserve Time to reserve Current fuel remaining * Cruise altitude is the higher of the entered cruise altitude or the preselect-altitude until matched by actual altitude.
c
q
. c .
q
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Honeywell &&!j!j#.cE
4. C. (1) (f) Descent Calculations During descent the following parameters are calculated and/or displayed for the active descent mode: . .
q
Bottom-Of-Descent (BOD) altitude ETE and ETA to BOD altitude Command speed DTG to BOD altitude Command EPR setting* * The descent EPR value is removed when flaps or landing gear are extended.
. .
(g)
Landing
Calculations
With this information and that already in the computer, calculations are made for the landing and go-around parameters. The following landing parameters are calculated and displayed: . . . . s . Landing weight Landing distance (non-UKCAA - dry, UK CAA - wet) Landing configuration approach speed, Vref = 1.3 V stall (non-UK CAA) Target threshold speeds - VatO and Vatl (UK CAA only) Maximum threshold speeds - all-engine and single-engine (UK CAA only) Dry runway landing field length (non-UK CAA)
. Wet runway landing field length (non-UK CAA) Data are computed for weights greater than the certified maximum landing gross weight, but these data are accompanied with a message denoting exceeding the maximum landing gross weight and the most restrictive applicable condition. The restrictive conditions applicable may include: takeoff-climblimited, approach-climb-limited,landing-climb-limited, fieldlength-limited, or certified maximum gross weight exceeded.
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4.
C.
(1)
(h) Go-Around Calculations In addition to the landing go-around calculations are

. . Maximum Approach landing climb weight* speed
calculations, the following displayed:
in approach configuration with one
engine inoperative
. Landing climb speed in landing configuration with both engines operative (non-UK CAA)
Go-around EPR rating Climb EPR rating There is only a check again of the maximum landing weight (58,500); it is not separately displayed.
. *
(i)
Single-Engine
Single-engine calculations are made by the performance function of the computer. There is no requirement for additional input from the pilot. If an engine becomes inoperative in flight, the climb, cruise, and descent modes are automatically switched
to single-engine with the associated calculations being
The following information is available while operating with both engines, for fixed altitude cruise and for cruise-climb:
performed.
.
q
Single-engine cruise altitude Single-engine drift up/down speed Active average flight plan ground range and time to reserve fuel Active average flight plan ground range and time to zero fuel
(J)
WtlAT-IF Mode
The WHAT-IF mode is used for investigating the results of changes to the performance inputs. Questions such as what if a higher altitude is selected are answered by the WHAT-IF mode. The WHAT-IF mode includes climb, cruise, and descent phases of flight. Any of the performance initialization inputs may be changed for the WHAT-IF case. The default initialization values are the currently active values.
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Honeywell !!!$!!~.c
The following are calculated and/or displayed for the active flight plan under the WHAT-IF conditions:
.
q
Cruise
altitude increment
and
ceiling
altitude
Step
.
q
ETE to destination for active and WHAT-IF flight plans Fuel required to destination for active and WHAT-IF flight plans Optimum altitude Step
altitude (based on initialized step altitude increment)
.
q
Command speed ETE and ETA to step climb point Command EPR setting DTG
for step point
.
.
. .
.
Range to
reserve
Time to reserve
Current fuel remaining
. 4. C. (1) (k)
Cruise pages under WHAT-IF conditions
Stored Flight Plan Data Performance data can be calculated for a stored flight plan. The performance initialization inputs may be changed to reflect the expected conditions for the flight. The default initialization values are the currently active values except for fuel weight. The following is calculated and/or displayed for the stored flight plan: .
q
Cruise altitude and ceiling altitude Step increment
.
q
Time to destination Fuel required to destination
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Honeywell &!#!u!e.cE
4.
c.
(1)
(1)
Performance
Priority
Selections
The priority PZ-800 Performance Computer will follow the NAV priority. In order to determine PZ-800 priority with on-side NAV invalid, off-side NAV is also checked. When both NAV computers are invalid, the FMS displayed on the PFD selected EFIS determines priority. With both NAVS and autopilots invalid, the FMS displayed on the pilots displays determines priority. When one NAV only is valid, the PZ-800 on-side with that NAV is the only PZ-800 that can set priority. The priority PZ-800 uses the DADC as indicated by the FGC. When the FGC is invalid, the left EFIS DADC display determines the DADC selection. For the flap settings, a comparison of both ADC flap settings is made provided both DADC flap settings are valid. This comparison has a one-second debounce. That is, itwill take 10 miscompares (based on receiving the DADC every 100 ms) before the PZ-800 will declare flap position invalid. If they do not agree for the full second, the flap setting is marked invalid. If there is only one valid flap setting, that flap setting is received and marked valid. FGC data comes from the priority FGC provided the data is valid. If both FGCS are high priority or both are low priority, the FGC is considered invalid. The performance computer receives the PFD selected DC-884 Display Controller (DC) if valid. If the selected DC is invalid, the other side DC is read. If the PFD selection is neither or both (dual) the previously selected DC remains selected. The previous DC is initialized to left DC on power-up. If there is no autopilot, the left DC is selected if valid. otherwise the rightDC is selected. If there are no DCS the following DAU channel defaults are set: Default DAU Channel PERF1 (left) PERF2 (right) CHANNEL A CHANNEL B
If the left or right EPR value is manually set on the dis~lay controller on the-second page of the TRS pages, then thatEPR is used as the rating. When the DC is in the DUAL manual EPR mode, the two EPR values will be the equal. Only when the mode is SPLIT can the two values differ. The lowest of the two values will always be used.
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If a single rating is selected on the DC TRS page 1, this rating will be used as the rating by the perf computer. The choices are: .
q
.
q q q
Takeoff Flex Go-around Climb Cruise Max Continuous
A DAU channel switch takes place if one or more of the following parameters are invalid, as determined by the validity or the applicable range and rate tests: Nl, N2, EPR, fuelflow, and fuel quantity. The switch only takes place if the nonselected channel has all valid data. N2 is included in this list to allow perf and autothrottle to use a common selection
logic. DAU N1 reasonable test consists of range and rate checks. For the range test, the minimum rpm is O and the maximum rpm The rate test will be failed if a rate in will be 110 percent. excess of 5 percent per sample is detected. IfNl is considered invalid for a given channel of a DAU for 400 milliseconds, then the data from the other channel will be used. The
The DAU For the will be of 0.06 invalid

the data
EPR reasonable test consists of range and rate checks. range test, the minimum EPR is 0.8 and the maximum EPR 2.0. The rate test will be failed if a rate in excess EPR per sample is detected. If EPR is considered for a given channel of a DAU for 400 milliseconds, then from the other channel will be used.
Fuel quantity has no validity so a simple range and rate test is performed. For the range check the minimum quantity is O lb and the maximum is 16,500 lb for each DAU. We would expect the performance computer to continue to operate properly with these values since they are valid inputs to the tables. The flight manual lists a maximum value of 14,750 lb. The total fuel quantity is the sum of the two separate values from the two DAUS. The rate check fails if the change is greater than 875 lb per sample. The validity should be set valid only if both
DAUS have valid data.
Fuel flow has no validity so a simple range and rate test is performed. The fuel flow must be between O and 10,485 lb/hr (per the ASCB specification). The max value in the FUELFLOW table is 10,355 lb/hr, and the performance calculations will operate without error up to this value. Total fuel flow is the sum of the two separate values from the two DAUS. The rate test fails when the change is greater than 320 lb/hour per sample. The validity should be set valid only if both DAUS have valid data.
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to the restrictions on the Mle page
4.
C.
(2) Autothrottle Function (a) Introduction The functions which the autothrottle is capable of providing vary depending on the phase of flight and operating modes of other systems which interface with the autothrottle (i.e., navigation computer, flight guidance computer (FGC)). The autothrottle has four basic modes of operation: takeoff, go-around, flight level change (FLCH) mode, and speed hold. When engaged and operating in the FLCH mode (FLCH mode is set by the flight guidance computer) the autothrottle commands the energy required by the flight guidance computer to accomplish the FLCH climb or descent. When engaged and operating in speed mode, the autothrottle adjusts engine thrust via separate throttle servos (one servo for each engine) to control aircraft speed to the target speed which is displayed in the cockpit. The target speed may be manually input or slaved to a speed determined by the performance function depending on performance mode and pilot selection. Other autothrottle functions such as maximum operating speed (VN~MO) protection, flap placard protection, extended landing gear ~lmits, engine limit protection, and minimum thrust control are performed in parallel with the basic modes. The autothrottle also provides engine low-rotor speed (%N1) or high-rotor speed (%N2) synchronization in speed-hold mode as a function of pilot selection. The only valid bleed configurations for autothrottle operation are: (1) cowl and wing anti-ice off, (2) cowl anti-ice on, (3) cowl and wing anti-ice on. The environmental control system (ECS) is assumed to be on and the isolation valve closed at all times. If an invalid aircraft bleed configuration is sensed, the autothrottle disconnects and an appropriate advisory message is displayed. An appropriate delay is provided when changing bleed configurations to prevent nuisance disconnects. The autothrottle performance limits are listed in Table 208 and the advisory messages which appear on the EICAS display are listed in Table 209.
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Ambient temperature dictated engine limitations are determined via the aspirated ambient air temperature probe only. Pilot entry of static ambient temperature is not used by the
autothrottle.
Descriptions of specific functional capability during representative flight phases are given below:
4.
C.
(2)
(b) Takeoff
When the autothrottle is engaged and takeoff is initiated (requires cockpit input, minimum engine power setting, and
satisfaction of enabling conditions), the throttles are automatically advanced to the required takeoff engine setting based on a full-thrust (MIN EPR) takeoff or a reduced-thrust (FLEX EPR) takeoff. A FLEX EPR takeoff requires either an operating performance function and a CDU selection by the pilot during performance initialization, or a pilot input of engine pressure ratio (EPR) command on the manual thrust reference page of the display controller. At 60 knots the autothrottle servos are depowered with the clutches remaining engaged (throttle hold) and remain depowered until the aircraft has climbed to at least 400 feet above lift-off altitude (see Figure 264.1). An indication of the throttle hold condition is displayed to the pilot. At 400 feet, the servos are repowered after a positive pilot action (required) is made indicating a transition from takeoff (or if the flight director captures the selected altitude). This action will be the selection of a mode that causes the takeoff discrete flight guidance computer to be dropped. (c) Climb During the climb phase, the autothrottle mode is determined by flight guidance computer operation. If the autothrottle is engaged and the autopilot is either in vertical speed mode or no mode is selected, the autothrottle adjusts thrust within engine limits to control aircraft speed. Engine synchronization is provided in speed hold mode as a function of cockpit inputs.
If the FGC is in flight level change mode, the autothrottle increases thrust (limited to the selected engine rating) to provide the aircraft with the energy required to accomplish the FLC climb.
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Page 298.175 Apr 15/93
4.
C.
(2)
(d)
Cruise
During limits control cruise, of aircraft the autothrottle thrust speed. and the adjusts selected thrust engine within rating the to
minimum
(e)
Descent
I)uring flight vertical the descent, the autothrottle (FGC) and mode is determined computer by
guidance speed,
computer
navigation
operation.
If the autothrottle is engaged and the FGC is in VNAV path, or no mode is selected, the autothrottle adjusts thrust within the limits of minimum thrust and the selected engine rating to control aircraft speed. Engine synchronization in speed hold mode is provided as a function of cockpit inputs.
change mode, the autothrottle to provide the autopilot with the FLC descent.
If the FGC is in flight level decreases thrust as necessary

energy required to accomplish
the
If the descent is being made with vertical navigation (VNAV) guidance, minimum thrust control is provided. (f) Approach When the FGC is in glideslope, path, or vertical speed mode during approach, the autothrottle adjusts thrust to control aircraft speed. (g) Go-Around When engaged and go-around is initiated (requires cockpit input), the autothrottle automatically increases thrust to the go-around engine limit.
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FvT IN TAKE OFF (TO) MODE AUTO EPR RATING - TO/FLEX AT Ml KTS IAS AUTOTHROITLE
CLAMPS THROITLES
(HOLD MODE) NOTE 1
NO
NT REMAINS IN HOLD MODE AUTO EPR RATING REMAINS TO I FLEX V SPEEDS ARE DISPIAYED
YES
A/T REMAINS IN HOLD MODE AUTO EPR RATING REMAINS TOIFLEX V SPEEDS REMAIN UNTIL Vse + 50 (-906 PZ) OR 200 KTS (-910 PZ)
I
~
YES
V SPEEDS ARE CANCELLED IN -906 PZ V SPEEDS ARE CANCELLED AT 200 KTS IN -910 PZ
A/l MAINTAINS EPR RATING SELECTED AUTO - CLB OR GA (GA MODE SELECTED)
A/T MAINTAINS SPEED AND LIMITS EPR TO RATING SELECTED AUTO - CLB OR GA (PITCH HOLD MODE) NOTE 3 I
NOTES 1. WHEN IN HOLD MODE, THE AUTOTHROITLE FOR ANY CHANGES IN EPR. DOES NOT CORRECT
2. TO MODE CAN BE CANCELLED BY SELECTING ANOTHER VERTICAL FLIGHT DIRECTOR MODE OR AUTOMATICALLY BY CAPTURING ASEL. 3. ENGAGING THE A/P WHEN IN TO MODE WILL CHANGE THE VERTICAL MODE TO PITCH HOLD AND AUTO EPR RATING TO GA. SELECTING TCS WILL CANCEL TO MODE AND ALSO SETS THE AUTO EPR RATING TO GA.
AD-34324 @
Takeoff Mode Flow Chart Figure 264.1
Page 298.176.1/298.176.2
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Mode SPEED (IAS/MACH)
Control or Sensor DADC
Parameter Mach Engage Range Mach Hold Error IAS Engage Range IAS Hold Error Throttle Control Authority Throttle Rate Limit
Value 0.4 to 0.88 M tool M
80 to 340 kts (CAS) 25 kts 2 to 39.5 PLA f7 pLA/SECOND 0.85to 2.0 EPR
FLCH CLIMB
EPR
EPR Control Range EPR Hold Error Throttle Control Authority Throttle Rate Limit
~().olEpR 2 to39.5 PLA
~7 pLA/SECOND 2 PLA
FLCH DESCENT
TAKEOFF (TO)
PLA
(Power Lever EPR Angle)
PLA Setting
EPR EPR
Control Hold
Range
0.85 ~().ol 2 to
to
2.0
EPR
Error Control
EpR 39.5 PLA
Throttle Authority Throttle GO-AROUND (GA) EPR Hold EPR EPR
Rate
Limit
~lo 0.85to ~oool 2
pLA/SECOND 2.0 EpR PLA EPR
Control
Range
Error Control
Throttle Authority Throttle
to39.5
Rate
Limit
f7
pLA/SECOND
Autothrottle Performance Limits Table 208
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Page 298:177 Aug 15/91
Message
Messages Timed Out (5 See) Description
AT 1(2)
FAIL
No Yes
A/T
has failed.
is inhibited under due the to engage
AT ENGAGEINHIBIT
Manual selection interlock. A/T cannot conditions: . Aircraft EPRc .

q
be
engaged
following
on
ground
(TO
not
selected
or
1.17) invalid for thrust
EPR
modes
for speed
IAS/MACH target
A/T quick
invalid
modes
disconnect
switch
depressed
.
q
Valid
preselect not
altitude selected
of 20 percent valve
EPR rating LP
.
.
(Nl)
split
Bleed
air
isolation
open
Engine out (HP (N2) < 41 percent) This message will not be active unless the A/T ARM mode is selected.
NOTE:
AT NOT IN HOLD
No
Message appears with A/T engaged in TO mode when CAS is greater than 60 knots and the HOLD mode is not active. Message automatically cancels when RAD ALT is greater than 400 ft AGL.
Advisory Messages (Blue) Table 209
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4.
c.
(3)
Autothrottle
System Description
Each PZ-800 Performance Computer contains an input/output card, an autothrottle card, and a servo card. Two PZ-800 Performance Computers are included for redundancy; however, only one computer
controls both throttles when selected. The PZ-800 processes inputs

from many different sources. The primary interface is the ASCB. This high-speed bidirectional bus supplies a wealth of information
from the rest of the SPZ-8000 Digital Automatic Flight Control System (AFCS). Other interfaces include hardwired aircraft discretes, analog input/output for servo control, and RS-232 for test and debug. The GP-820 Flight Guidance Controller is centrally located on the glareshield and is used to control both the autopilot and the autothrottle. An A/T ARM pushbutton is provided to enable the autothrottle system. Speed and altitude selections are tied directly to the AFCS and passed to the autothrottle via ASCB. Likewise, several flight guidance mode selections are available; these are also relayed to the autothrottle by the AFCS. This
ensures that autothrottle control modes are always coordinated with AFCS modes. Speed selection can be made in terms of calibrated
airspeed or Mach number, or if FMS mode is active, the speed command is determined by the flight management system and displayed in the
same window on the GP-820 Flight Guidance Controller.
In addition to the arm button on the GP-820 Flight Guidance Controller, there are several cockpit switches which directly affect autothrottle operation. Engage/disengage, positive-disconnect, and The takeoff/go-around switches are located on the throttles. positive disconnect switch provides a direct-to-hardware means for disengaging the autothrottle servos. The takeoff/go-around button is used to select takeoff on the ground or go-around mode in the
air. Engine synchronization and the switches (overhead panel) select engine synchronization
engine parameter to be equalized.
The autothrottle uses information broadcast on ASCB by the FZ-820 Flight Guidance Computer and other systems. The other systems include DC-884 Display Controllers, Inertial Reference Systems, AZ-81O Digital Air Data Computers, NZ-920 Navigation Computers, PZ-800 Performance Computers, DA-884 Data Acquisition Units, and FC-880 Fault Warning Computers. Display controllers (DC) are located to the left and right of the flight guidance controller on the glareshield; engine limits selected on the DC are used by the autothrottle. Inertial reference systems (IRS) provide acceleration measurements, as well as certain aircraft parameters (e.g., pitch angle, roll angle). Digital air data computers (DADC) supply altitude, temperature, and airspeed
data, as well as flap position and V~O values. Navigation and performance computers optimize aircraft performance and can be coupled to the autothrottle (and AFCS) for automatic flight. Data
acquisition units relay important engine data and aircraft discretes. Fault warning computers interface with the autothrottle to log faults and run ground maintenance tests.
22-14-00
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the throttles. Finally, two SM-810 Servos are included to drive motor, These hiqh-reliability servos each consist of a servo
train, electrical eng~ge clutch, mechanical The dual-servo grooved for aircraft cable. slip clutch, and
qear
~ drum
configuration allows accurate and independent thrust setting on both engines in takeoff, go-around, and flight level change modes. Synchronization of engine rotor speeds, side to side, is made possible by independent control of each throttle. When the autothrottle is engaged, the PZ-800 Performance Computer outputs analog rate commands to the servos to control thrust. Hardware and software monitoring is used to ensure the health of the system. 4.
c.
(4)
Autothrottle Modes Autothrottle modes are closely

tied to flight guidance modes and can also be influenced by the flight management system (navigation and Basically, the autothrottle sets engine performance computers). modes. thrust for takeoff, flight level change (FLCH), and go-around
At all other times it controls airspeed. The best way to describe autothrottle modes is to step through a typical flight and discuss system operation along the way. Figure 265 gives an outline of flight guidance and autothrottle modes for each phase of flight.
(a)
Takeoff As the aircraft taxis out to the runway for takeoff, the pilot enables the autothrottle system by pressing the arm button on the flight guidance controller. Takeoff mode is selected by pressing the takeoff/go-around button on either throttle. Once the aircraft has been cleared for takeoff, the pilot moves the throttles above a minimum engine pressure ratio (EPR) threshold and engages the autothrottle. Throttles are automatically advanced to the required engine power setting for takeoff. The PZ-800 Performance Computer has data stored internally to determine the appropriate EPR for a full-power takeoff (as a function of altitude and temperature). However, if a reduced thrust flex takeoff has been selected, the performance computer does the necessary computations and supplies the EPR value to the autothrottle or the pilot could dial in a manual EPR value through the DC-884 Display Controller. Each throttle is driven independently by a separate servo which allows accurate closed-loop EPR control of both engines. At 60 knots, the servos are depowered and remain in throttle-hold until the aircraft has climbed to at least 400 feet above ground level. An indication of the throttle-hold condition is displayed to the pilot and monitored by the FC-880 Fault Warning Computer. The servos are repowered, above 400 feet, when a mode other than takeoff has been selected by the pilot or ASEL is automatically captured.
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Honeywell !!!!!!%5.
FLIGHT PHASE 1
Takeoff
FLIGHT DIRECTOR MODE

Takeoff
AUTOTHROITLE FUNCTION
Maximum rated thrust OR FLEX reduced-thrust OR manually-set thrust Takeoff to climb thrust transition Reduced climb thrust for smooth transition Full climb thrust
AUTOPILOT FUNCTION
NIA
Climb-Out
Flight Level Change
Airspeed control Airspeed control Airspeed oontrol Altitude capture Altitude hold Airspeed control
Small-Step Climb Large-Step Climb Top-ofClimb Cruise
Flight Level Change Flight Level Change Altitude Capture Altitude Hold Flight Level Change Flight Level Change Glideslope Track
Transition to airspeed control Airspeed control
Top-ofDescent Descent
Transition thrust Maitiln thrust
to minimum
minimum
Airspeed oontrol Glideslope track
Approach
Airspeed control. Proteot flap/gear limits. D@engage Maximum thrust rated
10 11
Landing Go-Around
NIA Go-Around
Disengage Disengage
AD-219$
Basic Autothrottl e Functions Over the FI ight Prof i1e Figure 265
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Of Use or disclosure information
4.
c.
(4)
(b)
Climb
Once the aircraft is airborne, the pilot normally engages the AFCS (autopilot) and selects flight level change. When FLCH climb is initiated, the autothrottle smoothly sets thrust to an appropriate level to accomplish the climb; the AFCS controls In a large-step climb, the airspeed through the elevator. autothrottle sets and maintains thrust at the selected engine rating (usually maximum climb EPR). Without an autothrottle, the pilots would have to constantly monitor engine parameters In a and make throttle adjustments throughout the climb. small-step climb, a unique proportionality scheme provides an appropriate energy level while always ensuring a minimum rate of climb. This reduced-thrust-level feature for small climbs has been popular with the pilots.
Other flight guidance modes can be used for climbing. Pitch If the autopilot is hold is the default mode for the AFCS. a mode, it maintains current pitch engaged without selecting angle while the autothrottle controls airspeed (within engine limits). When vertical speed mode is selected, the AFCS controls the aircraft rate-of-climb and the autothrottle If the autothrottle is unable to maintains selected airspeed. achieve the desired airspeed without exceeding engine limits, a power-limit message is displayed to the pilot. (c) Cruise
nears the selected cruise altitude, the AFCS As the airplane automatically initiates an altitude capture and the autothrottle smoothly transitions to controlling airspeed. Control laws have been developed to give a smooth transition with good speed control and without excessive throttle movement. Altitude hold by elevator control (AFCS) and speed
hold by throttle control operation in cruise.
(autothrottle)
are the normal
modes
of
Several features of the autothrottle control laws contribute to the overall low-activity design. Complementary filtering uses measured airspeed together with inertial acceleration in varying proportions as a function of altitude and phase of flight. Aircraft drag information included in the autothrottle is used to anticipate thrust change required to compensate for configuration changes (flaps, landing gear, and turns). Also, control of aircraft acceleration and deceleration is programmed to smoothly capture a new selected airspeed. These features, together with appropriate gains, provide accurate speed control with minimal throttle activity.
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Honeywell !?!!!i~.c
4. C. (4) (d)
Descent
To
descend, FLCH is
the
pilot to
may the
select
flight
level change
smoothly
mode. the
When
selected,
autothrottle thrust
reduces
throttle
level to allow the aircraft to achieve a reasonable rate of descent. The AFCS controls airspeed through the elevator, as in FLCH climb.
setting a minimum
Other potential flight guidance modes for descent include vertical speed and pitch hold. Also, a VNAV path mode is available for descent where the FMS coordinates with the AFCS to maintain a programmed path angle. The autothrottle controls airspeed (within engine limits) in all three of these descent modes. (e) Approach During an instrument landing system (ILS) approach, the AFCS works with the FMS to track the localizer and glideslope, while the autothrottle controls airspeed. If the speed selector is in the automatic (FMS) mode, speed targets are supplied by the PZ-800 Performance Computer. As the aircraft nears the destination, the speed target is automatically set to 10 knots below the limit for 10 degrees of flaps. When the pilot selects the 10-degree flap position, the speed target is set to allow 20 degrees of flaps. As the approach progresses, the speed target is reduced until it is set to Vref + 10 knots for final approach. The autothrottle is designed to accurately control airspeed without excessive throttle activity or sensitivity to turbulent conditions. The Gulfstream IV autothrottle was certified for category II weather minimums. (f) Go-Around When engaged in any mode, autothrottle go-around can be initiated by a single push of the takeoff/go-around button. The autothrottle provides an automatic thrust increase to the internally-computed maximum engine rating. Go-around mode is discontinued when another flight guidance mode is selected by the pilot. The AFCS disengages when go-around is initiated and the flight director provides command bars on the primary flight display.
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Page 298.183 Aug 15/91
4.
c.
(5) Other Autothrottle Functions Several autothrottle functions are performed in addition to the basic operating modes: (a) Engage/Disengage While normal engagement and disengagement is by the switch on the throttles, other means are available to disengage the autothrottle. As mentioned earlier, a positive disconnect button provides a direct-to-hardware path for disengagement, or the pilot can manually move the throttles, causing an autothrottle disconnect. Logic is included in the autothrottle to detect an engine failure and immediately disengage. If a fault is detected in the autothrottle system or in a system providing required inputs, the autothrottle will also disconnect. (b) Airspeed Limit Protection Maximum airspeed limits are observed by the autothrottle when it is operating in speed hold mode. These limits include maximum operating speeds (VM~M ), as well as placards for all flap and landing gear conflgura ions. Minimum speed protection ! is Drovided whenever the system is ot)eratinain the automatic (FM~) speed selection mode: In thismode, ~he speed command is set by the PZ-800 Performance Computer and is never allowed to drop below Vref. (c) Engine Limit Protection The autothrottle uses the selected EPR rating as an upper limit for control in all modes of operation. Automatic rating selection is available, where the PZ-800 Performance Computer chooses the engine rating based on the phase of flight. Also, minimum engine limits are observed to avoid the nonlinear flat-response area near idle throttle settings. (d) Synchronization of Engine Rotor Speeds Engine rotor speed synchronization is provided by the autothrottle when it is engaged in speed hold mode. Low-pressure rotor speed (Nl) or high-pressure rotor speed (N2) can be selected by the pilot for synchronization. Normally, N1 synchronization is selected in cruise to prevent any potential beating noise from the engines. If neither rotor speed is selected, a default EPR equalization is in effect.
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Honeywell !l!!!!b.c
4. c. (5) (e) Mode Annunciation Autothrottle
display. modes are annunciated on the primary modes are displayed as Basic operating flight
either armed (white) or captured (green). Several limits are also annunciated. If the autothrottle is unable to achieve the selected airspeed, it will annunciate the reason. For example, the active window might show: VMO, MMO, FLAPS, GEAR, or POWER. The first four indicate speed limiting for specific aircraft configurations. POWER is shown when an engine limit is preventing the autothrottle from reaching the desired speed.
(6) Autothrottle Mode Engagements (a) Autothrottle Engage Logic (See Figures 266 and 267.) Autothrottle controls are located on the GP-820 Flight Guidance Controller and on each power lever. Autothrottle (A/T ARM) Button - This pushbutton is located on the GP-820 and is used to arm/disarm the engage/disengage switches on the power levers. This button must be armed before the A/T recognizes any activation from the throttle mounted switches. Autothrottle Engage/Disengage (A/T ENG/DISENG) Switches Each power lever handle has an A/T ENG/DISENG switch located on the under side of the power lever handles (see Figure 266). When the A/T is armed, activation of either switch will engage the A/T provided the engage criteria is met. Autothrottle Quick Disconnect (A/T DISC) Switches - Each power lever handle has an A/T DISC switch located on the front of the power lever handle (see Figure 266). This switch is used to disconnect the A/T and also cancels the A/T OFF light.
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b
\
TO/GA
JL
VfEW FROM REAR (PILOT SEAT)
m
EN& DISENG
AD.20S07
AI-r ENGI DISENG
Autothrottle
Switch
Locations 266
on
Power
Levers
Figure
The autothrottle can be engaged, via the A/T ENG/DISENG switch, any time the following criteria is met:
q
A/TARM light is annunciated on the GP-820 Flight Guidance Controller. A speed target is displayed speed mode only). in the GP-820 speed window (for
. An EPR limit rating has been selected (MAN or AUTO) for display on the DC-884 Display Controller. . .
q
Bleed air isolation valve must be CLOSED. N1 cannot

be split
by more than 20%.
No engine out condition (N2 < 41%). Valid preselector.
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disclosure
of
information
on
this
page
is
subject
Honeywell !!i!r.
For engagement, the A/T requires the following components valid: . c . . . .
q
FGC 1 or FGC 2 IRS 1 or IRS 2 (or both) DADC 1 or DADC 2 (or both) DAU 1A or DAU lB (or both) DAU 2A orDAU DC 1 orDC 2B (or both)
2 (or both)
At least one bus controller
For engagement on the ground, the following additional criteria must be met: . . The flight director takeoff mode must be selected with the power lever mounted TO/GA switches. Engine EPRmust be set greater than 1.17 EPR.
The fault warning computer provides a signal to the tone generator for manual and automatic A/T disconnects. Additionally, an A/T OFF light is annunciated for each disengagement. The light is active for 1 second on a pilotactivated disconnect and flashes steady for any automatic disconnect. The steady annunciation can be cancelled by engaging the A/T or depressing the A/T DISC switch on either power lever. In the event of failure of the selected autothrottle, an amber AT annunciation is displayed in the autothrottle mode annunciation box (center) on the PFD.
Page 298.187/298.188 Aug 15/91

Use or
22-14-00
t:
4
2+00 PERFORMANCE COMPUTER (PILOTS)
A=O=.
==
PF4NJAFIYASIX
I I
I L
_!ic:
{
{
:;
SECONDARY
ASCB
:;
~RuNO
,, No. 2
PRIMARY ASCB {
-. D%
I
:; ;:
EPR .$17 N1 LOW PRESSURE N2 k 42U
13 u
. . DC 1 VALID Id I ASCS PD, ,

. -
l,J,NC,J,A
IH 2H
I
I I L
(H)
(L)
SEIXX40AFFASCB {
:;
l+
:;
-r
T
NT ENGAGE DISENGAGE SW + I
-1t
AT SELECT
LEFT
~~
1
Ill
Ill
II%El-t
I II I
4
8! TO
LOCATED CM LEFT THROTTLE NT ENGAGE DISENGAGE SW rFZ~Oii?
1~0.y
PRIMARY ASCB
7j~~f2e
) 2 ; 12 ~~}g
+ I
I I
{ (L)
I
L
SECONOARYASCB
L~ATED CM RIGHT THROTTLE
;;
rPZ400
(COPILOTS)
;12211 A B 33 34 4 5 81
9
I I I I I I I I
I
PRltAARY ASCB {
SECCN+DARYASCB
(1
~j
(1
1%
DISCOmNECT SWITCH DISG%ECT SWITCH I I I I LOCATED ON LEFT THROTTLE
!SAJIA.S3 C124JIA.63
q
T
R
Illlr
RECWIRED COMPCNENIS VAUO
LOCATED ON RIGHT THR03TLE
II
1
TO FIG 266
AIT ENGAGEDGNI
9!
F wEk ,$SOURCE ON R,G~ 6 SOURCE ON 7

WHEELS
L,>
6,
I
VALVES CLOSED I ALTITUDEPRESELECT DISPtAV VAUD NT EN3AGE I .
AS
I
. .
Ix%==l
I
..
Ir
49 99 AO-33612R!S
A,T ENGAG CROSS. SIDE AIT ENGAGE[ LEFTIIUGHT SELEC
49 46 59
L ..
Autothrottle Engage Logic Diagram Figure 267
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Use or disclosure
of information
to the restrictions
4.
C.
(6)
(b)
Autothrottle
Arm,
Takeoff,
and
Hold
Mode Select (Figure 268).
Autothrottle Arm Mode With A/T ARM ON on the GP-820 Flight Guidance Controller, and the autothrottle disengaged, the A/T outputs white arm mode annunciations in the A/T mode annunciation window on the PFD. These annunciations turn green when an autothrottle mode is engaged.
Autothrottle Takeoff Mode Takeoff (TO) mode is used to advance and set takeoff r.)ower. the g~ou~d, this mode is armed by:
q
On
Selecting A/TARMON
on the GP-820
Selecting flight director TO mode with TO GA switch on either power lever.
TO
is annunciated in green in the PFD vertical mode window and in white in the PFD autothrottle mode window.
Takeoff is captured following ARM by: . . Advancing both power levers above 1.17 EPR
Selecting A/T ENG with either power lever mounted ENG/DISENG switches.
The white TO annunciation in the autothrottle window changes to green and is boxed for 5 seconds. ~ Autothrottle Hold Mode The hold mode is automatic during takeoff. The autothrottle clamps the power levers when 60 knots is achieved. This mode is annunciated on the PFD in green as HOLD. The power levers remain in HOLD until 400 feet AGL as a minimum and will stay in HOLD until another mode is selected.
Page 298,191/298.192 Aug 15/91

Use or
disclosure of information on this page is subjecf to the restrictions on the title page of this document.
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r
I
1
G~O~GHT GUIDANCE
.
CONT
TO/GA + AT AFIM PUsHBLtTTON SERIAL DATA
1!
I
I I L
I
100 +
8 3s
101 + 106
SERIAL IN PARALLELOUT DEVICE
II
I
xmr-J
ASCB
INTERFACE TO
. PRCCgSSOR I
%-
Q
AT ARM
BUTTON
ARM NO. 1
J-
I :
13A z
I L~.
II II
ASCB INTERFACE K I
,,
I I I I I I I I I I I I I I I
1
10 ARM
(
I c
ROMFGTJ~Rm
==%-4-!
SPEED TGT~ VC)DE ONLY) FLAPS 1 VALID DADCE DAU lx FGC ~ DAU 2= AT ~ MAN OVERRIDE AT DISC AT ENG PB CROSS.SIDE AT SEL + R c
(SPEED
N1 SPLIT > 2U% EPR LIMIT= N2 < 41% LSOVALVE OPEN % ,
400 FT AGL ~
I
___ ____,
AD.30613.Rl#
FDMODE+ AP
ENG
Autothrottle Arm, Takeoff, and Hold Mode Select Diagram Figure 268
I I I I I I I I I I I I I I I I I i I I I I I I I I I I
Page 298. 193/298. 194 Apr 15/93

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22-14-00
4.
c.
(6)
(b) ~
The autothrottl are disengaged by: es . . . . Moving either power lever mounted A/T ENG/DISENG switch Pressing either power lever mounted A/T disconnect switch Manually moving the
power
levers
Deselecting A/T ARM button on the GP-820 Flight Guidance Controller Selecting the cross-side A/T via the DC Deselecting the EPR limit rating on the DC LP (Nl) split of 20 percent
. .
q
Engine out (N2 < 41 percent) Bleed air isolation valve open FGC 1 and 2 fail A/T fail An autothrottle limit mode will drop the correct autothrottle mode but will not disconnect the autothrottles.
. . .
(c) Autothrottl F1ight Level Change, Speed (IAS/MACH), and e Go-Around Mode Select (Figure 269). ~ Autothrottle Flight Level Change Mode This mode of the autothrottle is active whenever the flight director is in a flight level change (FLCH) mode (IAS, MACH, VIAS, VMACH). This mode is annunciated as FLCH, in green, in the PFD autothrottle mode annunciation window. In this mode, the autothrottle is setting power (a target) for the climb or descent, which is normally full climb power or idle, as appropriate. If the amount of climb is less than 6000 feet, at low altitudes, the autothrottle sets less than full climb power. The amount of thrust provided is limited, in all cases, by the EPR LIMIT rating value selected for display on the engine EPR display. To engage the mode:
q
A/T ARM is pressed on and A/T is engaged. Press the FLCH button. If the performance computer has been initialized, that speed target will automatically appear as the FLCH speed target, otherwise a manual speed set may be used. A/T will provide the correct amount of thrust.
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Page 298.195 Aug 15/91
of information
4.
C.
(6)
(c) Z
Autothrottle Speed Mode The speed

This mode mode is is the active primary mode of the autothrottle.
anytime:
A/T is engaged and
Flight director modes are not takeoff (TO) go-around (GA) airspeed or Mach
(IAS,
MACH, VIAS, VMACH).

holds Guidance the
Once active, the A/T speed mode displayed in the GP-820 Flight speed target comes from: .
.
Controller.
speed target The
FMS (performance)
Pilot selecting the SPD manual (MAN) mode and setting a value on the GP-820 Flight Guidance Controller.
This mode is annunciated in green as IAS or MACH depending on the speed target. ~ Autothrottle Go-Around Mode The go-around mode is used to rapidly advance and set go-around power. This mode is selected by: . A/T is engaged . Select flight director GA mode with TOGA switch on either power lever.
GA is annunciated in green in the PFD vertical mode window and in green in the PFD autothrottle mode window. This mode remains active until another flight director mode is selected.
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4.
c.
(6)
(c)
The autothrottle is disengaged by:

q
Moving either power lever mounted A/T ENG/DISENG switch

Pressing either power lever mounted A/T disconnect switch Manually moving the power levers
Pressing A/T ARM button on the GP-820 Flight Guidance Controller
. .
q
Selecting the cross-side A/T via the DC Deselecting the EPR limit rating on the DC Loss of EPR rating
LP (Nl) split of 20 percent
.
. .
q
Engine out (N2 < 41 percent) Loss of engine data A/T Fail FGC 1 and 2 Fail DADC 1 or DADC 2 DClorDC2 IRS 1 or IRS 2 OAT< -70 C (-80 C for -910 PZ)
G . .
q
Bleed air isolation valve open Speed target invalid (speed hold mode only) An autothrottle limit mode will drop the current autothrottle mode but will not disconnect the autothrottles.
.
q
(d)
Manual Override If during autothrottle operation the pilot manually moves either of the power levers, the A/T autothrottle will disengage and momentarily annunciate OVRD on the PFD in green.
Page 298.197/298.198 Apr 15/93

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22-14-00
.
~P~o~H~ 71,,, GUIDANCE CONT PUSHBUTTON ? I ,0J2Bfiz~ ~H~U~NC~O~UT~ SERIAL IN PARALLEL
OUT DEV!CE L
iz;o
:B
=F=M=E=MVmE~P~r~
ASCB INTERFACE PITCH HOLD
SERIAL DATA
101 -
K PROCESSOR i
-1
IAS HOLD MACH HOLD ALT HOLD WAS HcXD FLCH AT END EXCEEDED 400 FT AGL AT DISC MACH HOLD MAN OVERRIDE CROSS-SIDE AT SEL c 4 I * 3 II T Q
I
VS HOLD
VMACH FOLD ASEL
L
-
I SG484
J
-
IAS HOiD
SYMBOL GENERATOR
IL-<
r
1 ;-
AT ENG PE
IAS
ASCB INTERFACE
I I
L
1~
~
VALT HOLD VASEL
MACH GA AT LIMIT MODE FGC VALID ISO VALVE OPEN AT VALID 3
I
I I I I I I I I I I I I I
VIAS FK)LD
EPR LIMIT= OAT <-70 C (<.SOC -91OPZ)
AP q FO VERTICAL MODES AT ARM PB }
N 1 SPLIT > 20% N2 < 41+ DAU 1 = DAU 2 = DAOC = lRS~D DC= PLAPS ~D . IPEED K)LD AS OR MACH)
AT DISC
SPEED TARGET
GO AROUND ~ T Q
AT ENG
w6w+-
R c
I I I I I I I I I I I I I I I I I I I I I I I I I I I I
AD-30614-RIU
Autothrottle Flight Level Change, Speed (IAS/MACH), and Go-Around Mode Select Diaqram Figure 269
Page 298. 199/298.200 Apr 15/93

Use or disclosure Qf information on this page is subject to the restrictions on the title page of this document.
22-14-00
4.
C.
(6)
(e) A/T Limit Mode Operation The autothrottle is Drocwammed to t)rotectsr)eedand thrust 1 imits during the va~iofis phases of flight. As speed approaches the appropriate limit, the A/T active mode, shown on the PFD, is turned white and moved to the arm side of theA/T annunciation window. The appropriate limit is annunciated in green on the PFD. The limits protected by the A/T are shown below with the mode annunciation: Limit Landing Gear Operating Speed (VL~MLO) Flaps Extended Speed (vFE/MFE) Power (selected EPR) Limited Maximum Operating Limit Speed (V~~MMO) Annunciation GEAR FLAPS POWER VMO or MMO
When the autothrottle performance limiting factor is corrected, the previously active mode will be restored in green on the PFD. All mode transitions are shown boxed for 5 seconds.
(7) A/T Priority Description The autothrottle system uses two identical performance computers. Only one computer is active at any one time. The pilot can manually select A/T 1 or A/T 2 through the display controller sensor page. This selection can be made on either the pilot or copilot display controller (both controllers always show the same A/T selection). Full system performance capabilities are provided independent of which A/T is active (i.e., there is no operational advantage in the pilot manually selectingA/T 2 insteadofA/T 1). The system will power-up with A/T 1 selected. Since the autothrottle system is fail passive, failure of the active A/T performance computer or selection of the other A/T performance computer via the DC will result in an A/T disconnect.
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Page 298~201 Aug 15/91
Honeywell
4. c. (8)
Engine Sync
MAINTENANCE MANUAL GULFSTREAMIV
The engines may be selected to
sync
to either N1 (LP) or N2 (HP).
This w;ll be djsplayed on the engine instruments display. Whenever the autothrottles are engaged, the aircraft engine sync system is disabled and the autothrottles will sync LP or HP for the engines when in the autothrottle speed hold mode, annunciated as IAS, or MACH in the autothrottle window on the PFD. The autothrottles will equalize EPR when in the autothrottle FLCH, TO, or GA modes. Table
210 lists how engine synchronization autothrottles. is performed by the
Flight
Director Mode N/A
Autothrottle Mode Not Engaged
Parameter Synced LP or HP DESCENT
System Providing Sync Function Aircraft System
IAS, MACH,
VIAS, VMACH FLCH
2 DEG PLA
CLIMB EPR Autothrottle
TO GA
TO GA
EPR EPR
Autothrottl e Autothrottle Autothrottle
ALT, VALT ASEL, VASEL Vs VPATH GS PITCH HOLD
IAS or MACH
LP or HP
Engine Synchronization Table 210
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4.
c.
(9) Autothrottle Mode F1ow

Figure 270 shows a schematic of control laws for the four basic
modes of autothrottle operation. (a) Takeoff/Go-Around Mode When the autothrottle is operating in either takeoff or go-around mode, the throttles are independently adjusted to capture the commanded EPR. The control achieves this EPR level by commanding a throttle rate proportional to the EPR error. The increased bandwidth requirement during takeoff (the commanded thrust must be attained prior to throttle-hold) calls for a high loop gain. This could result in thrust overshooting the command if additional compensation were not applied. The compensation used to preclude overshoots is in the form of command biases which are proportional to EPR rate and throttle rate. (b) F1ight Level Change (FLCH) Mode In flight level change (FLCH) mode, the throttles are controlled to maintain a commanded EPR. During FLCH climb, the EPR command is determined from the selected engine rating and the magnitude of the requested altitude change. For large climbs, the full-thrust rating is commanded, while smaller altitude changes result in an EPR command which is proportional to the size of the climb increment. During FLCH descents, a minimum thrust level is commanded. When FLCH mode is initiated, the FLCH EPR command processor smoothly adjusts EPR command to the appropriate level. This gradual change in commanded thrust minimizes the effect on autopilot speed control. The required EPR is maintained by commanding a throttle rate which is proportional to the EPR error. Unlike takeoff operation, additional compensation is not required due to the lower loop gain in FLCH. The requirement for a smooth transient during FLCH allows for a decreased bandwidth. (c) Speed Hold Mode In
speed hold the mode, the control airspeed. modulates the throttles to
maintain
commanded
The airspeed target input to the autothrottle is first evaluated by the speed command processor. The speed command processor ensures that maximum airspeeds are not violated (flap, gear, and v~~MMo 1 imits). Also, a second-order filter with rate limiting is applied to speed target changes to support the design goal of smooth throttle movements.
Page 298.203/298.204 Aug 15/91

Use or disclosure of infOrrrIatiOn on this page is subject to the restrictions on the title page of this document.
22-14-00
rAzYoyR DATA
19J1
A o
1o 55 56 57 58 72 73
rpz-~m
PERFORMANCE
COMPUTER
I
SELECTED ENGINE RATIN TO SHEET SHEET SHEET FLIGHT PATli ANGLE SHEET SHEET SHEET SELECTED AIRSPEEO SHEET SHEET 2 2 2 2 2 2 2 2 2 2 3
I
I I
COMPUTER
FLAP POSITIO
20
{
TEMPERATURE I PROB { PRIMARY I ASCB { SECONOARY ASC
39 (H) (L)
W=l
122J1 A
13 ) (L) (H)
1 12
14
3INTERFACE
ASCB A
I
I I
I .
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PRIMARY SECONOARY
ASCB
Asc~(H)l
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GUIDANCE I
COMPUTER
I I
.
PRIMARV ASC {
SECONOARY ASC
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I I I
.
I
ACQUISITION
UNIT
PRIMARY
ASC
SECONDARY
ASC
rm-8a4 DISpmy
CONTROLLER
9 tlld tlli
(H) 10 { (L) 11 I I 2S ~ l(L
71~J
rCD-810 CONTROL DISPLAY UNIT
7120J1 INERTIAL 9 h e
B7 h3 )S w 01 02 03 04 05 of
Awe
ACCELERATION ENGINE PRESSURE RATIO
SHEET SHEET SHEET
MOOE
SELECTION
LOGIC
[E
ASCB
l(
A ALTITUOE
COMMANO
TO SHEET
TO SHEET
11OJ lB 1
20
..e.. t
(H)
(L)
L ----F
-I,
(
MOOE SELECTION LOGIC
f
A ALTITUDE
COMMANO
~ J 1
TO SHEET
,,,
(H) (L)
-k&F
1136J1 AB 4
(H) (L)
nnll
SELECTED Alf !SPEEO
1111< lil~
~1
ENGINEPRESSURE RATIO
TO SHEET TO SHEET TO SHEET TO SHEET TO SHEET TO SHEET TO SHEET
3 2 2 2 2 2 2 2 2 2 2 2 2
ACCELERATION
FLI(3HT PATH ANGLE
TO SHEET TO SHEET TO SHEET TO SHEET
1115J
12 [H) (L) [H) (L) E R S A B

e
SELECTEOENGINE RATIN
GEAR 00WN
TO SHEET TO SHEET I
PRIMARY ASC { SECONOARYASC (

.
\
54 TO
SHEET 2
I I a
I
72 TO SHEET 2
rs&@~4
syM~oL
166J1
I GENERATOR
I
I m
PRIMARY
ASCB
SECONOARY
ASC 4
~Ru
I
I I
.
PRIMARY
1
{ H) [L)
ASCB
tlld P
w B ;
460 Hz
REF
i-
;;
lJIA H
T===--EET2
I I
I ~ ,-. < , AO-3C@5@ (Rl)#
I I I
2H @ :
tt
TO SHEET 3
I
L
SECONOARY
ASC
~:
:)
i) }
Autothrottle Mode Flow Diagram Figure 270 (Sheet 1)
Page 298.205/298.206 Aug 15/91

Use or dwcloswe
Of
22-14-00
Of
Information
on this page IS subject 10 the restrictions on the htle page
this document.
1-
1 PZ-800 PERFORMANCE 1
COMPUTER
I
I I I I I I
SELECTED ENGINE RATING
ENGINE RATING CALCULATION
EPR RATING
FLCH EPR COMMAND PROCESSOR
EPR COMMAND
EPR + K
-i
&
/ FLIGHT PATH ANGLE \
( ENGINE PRESSURE RATlO )
I I I I I
I I I I I I I I I I I I I I I I
) I I I >3 SECONDS
<30 SECONDS
LEFT OR RIGHT FLIGHT LEVEL CHANGE PLA COMMAND
P-J
~THRusT REDUCTION
INERTIAL ACCELERATION
SPEED COMPLIMENTARY FILTER 4 SPEED COMMAND PROCESSOR + EPR ERROR * v K ; &=~~s LEFT OR RIGHT . SPEED HOLD PLA COMMAND
I I
I
L-
SELECTED AIRSPEED
MODE SELECTION LOGIC
[ PRIMARY EPR COMMAND EPR RATE +
ENGINE PRESSURE RATIO ~
LEFT OR RIGHT TAKEOFFIGO AROUND PLA COMMAND
II I I I
I AD-xM15 @ RI#
ENGINE PRESSURE RATIO ~
TAKER ATE
EON
TAKER ATE
Autothrottle Figure
Mode 270 F1OW (Sheet
Diagram 2)
___
_, J
22-14-00
Page 298.207/298.208
Apr 15/93 of this
document, on the title page
Use of disclosure
of information
on
this
page
is
subject
to
the
restrictions
MAINTENANCE
Honeywell
M!!%.,,
rC122J1 B-58 C122J1 B-59 L128P1 A D
122J1
i I
Pz.aoo
PERFORMANCE
COMPUTER
B 59
11-
I I
FROM SHEET PLA COMMAND 2 v 16 I . 28 V SERV* CLUTCH DRIVE NO.1 23 + 15
58
TACH
I I I
CLUTCH
B c E
I I I I 7
LEFT THROTTLE HANDLE
I I
&
K
,* C122J1A-61
I
a
-1
60 AID 61
I ERROR + -
LOGIC
FROM SHEET
PLA COMMAND 2
PULSE WIDTH COMMAND LIMIT
17 18 28 V SERVOCLUTCH DRIVE NO.2 24
4=A E
&
I
I
I
I J AD-30615@#
Autothrottle Mode Flow Diagram Figure 270 (Sheet 3)
Page 298.209/298.210 Aug 15/91

Use or d!scloswe of
Inlormal!on on this page
22-14-00
01 this document
IS
subject
10 the
restrlct)ons
on
the
title
page
The airspeed feedback term used in the speed-hold loop is processed by a complementary filter to reduce the effects of wind gusts. A complementary filter is used when rate information must be extracted from a signal containing unwanted high-frequency noise terms. These unwanted terms must be filtered out without the loss of actual signal information above the cutoff frequency of the filter. The required
complement signal is the derivative of the control signal. It is important that the derivative be obtained from a different
source to ensure that it does not contain the unwanted noise. In this application, the prime signal is true airspeed and the complement signal is aircraft inertial acceleration along the flightpath. An EPR rate command is calculated by applying lead-lag compensation (with a gain based on aircraft response) to the speed error. This command is biased by a thrustprediction term which anticipates required thrust adjustments that result from changes in aircraft drag. Thus, compensation is provided for flap, gear, and turn effects on aircraft drag. A second thrust-prediction term, which compensates for changes in flightpath angle, is also included during certain aircraft The EPR rate command is then integrated and bounded maneuvers. by engine limits to determine the commanded EPR level.
The closed EPR inner loop provides an increased degree of

stability and accuracy to the autothrottle system during speed hold operation. This loop is configured similar to the FLCH control. The resulting throttle rate command is proportional to EPR error. 4. D. Target Speeds
(1)
Automatic Speed Targets
The speed target is set by the speed schedules initialized on the CDU page PERF INIT 2/5. The active speed target follows the flight phase (refer to paragraph 4.D. (l)(d)); in climb the active speed is set by the climb schedule, in cruise it is set by the cruise schedule, and finally in descent the active speed target is set by the initialized descent schedule. In cruise-climb and cruise-descent the speed target is the cruise speed.
(a) The current speed command is displayed on page 1 of the active flight plan. A CAS and MACH are both displayed when climbing or descending; otherwise, the cruise speed target (either a CAS or a MACH) is displayed. The active speed target, which is the lesser of CAS or MACH, is shown in large characters. The active speed target is also displayed on the GP-820 Flight Guidance Controller when MAN on the GP-820 is not selected.
22-14-00
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Apr 15/93
Use or disclosure of information on this page is subject to the restrictionsn the title o page of thisdocument.
4.
D.
(1)
(b)
The current speed target observes placard speeds and minimum speed, and is the lesser of the following:
q q q q
Flap or gear limit speeds V~O/MO SDee$ limit below an altitude

blaypoint constraint speeds
. (c)
Speed schedule for phase of flight (climb, cruise, descent) Latched speeds
The FMS automatically changes the speed target throughout the flight to accommodate aircraft configuration and phase of This automatically controlled speed target is flight.
available for use by the autopilot or autothrottle, independent of VNAV being selected, for speed control as long as MAN is not If MAN is selected on the GP-820, the selected on the GP-820. pilot controlled speed is used by the autopilot or autothrottle The automatic FMS speed target for speed control when engaged. for a typical flight is changed as follows:
q
Prior to takeoff, the speed target is set to the placard speed for the aircraft configuration. During initial climb, as the gear and flaps are retracted, the speed target is adjusted to the placard speed for current configuration. Following aircraft cleanup, the speed target is set to 10 knots below the speed/altitude limit (250/10,000), if If a speed/altitude limit is entered, or the climb speed. entered, the speed target is set to climb speed after passing the limiting altitude.
During climb, the speed target is the climb speed schedule selected during initialization and the transition to MACH is
accomplished automatically. This speed schedule is observed during any intermediate level off.
. The speed target is changed to the cruise speed as the autopilot transitions to ASEL or VASEL before reaching the
cruise altitude.
. The cruise altitude can be manually entered on PERF INIT page 4, or the FMS will automatically compute an optimum cruise altitude if the OPTIMUM option is used. However, the cruise altitude will be set equal to the altitude preselector should this be set higher than the entered or computed altitude. Cruise altitude entries that are lower than the preselector altitude will result in a RESET ALT SELECT message on the CDU scratchpad and will not be accepted. Once the performance initialization is completed, the cruise altitude can also be entered directly on the PERF DATA page 1. Entering DELETE on either of these two pages has the effect of recomputing the optimum altitude. Once in cruise, entries are ignored, and the cruise altitude will only be redefined when the altitude preselector is armed.
22-14-00
Page 298.212 Apr 15/93
Use or disclosure of information on thispage issubject to the restrictionsn the title o page of this document.
Honeywell
q
The the
speed
target is
is
changed
dialed
preselector
to the descent speed, provided down, just prior to the TOD if a
deceleration is required or at the TOD if no deceleration is required. For any descent greater than 6500 feet, any descent within 100 miles of the TOD, or any descent past the TOD, the speed target is changed to the descent speed (at
the beginning of the descent). Descents started more than 100 miles prior to the TOD and descents with less than 6500
feet altitude change are considered cruise descents, and the

speed target remains at the cruise speed.
q
During descent, the speed target is the descent speed schedule selected during initialization, and the transition to CAS is accomplished automatically. This speed schedule is observed during any intermediate level off.
If a speed/altitude limit is entered, the speed target is changed to the limit minus 10 knots prior to the limiting altitude to allow for deceleration, provided the preselector is set below the limiting altitude.
When the aircraft is within 20 NM flight plan distance from

the destination and less than 10,000 feet above the destination elevation, the speed target is changed to the placard speed for 10-degree flaps minus 10 knots. This for the pilot to start extending the flaps when allows required.
target is changed to the placard minus 10 knots for the next expected flap selection. When landing flaps are selected, (39 degrees), the speed target is set to Vref plus 10 knots. Typically, the speed would change to 240 knots at 20 NM, 210 knots when 10-degree flaps are selected, 160 knots when
As the gear and flaps are extended, the speed
20-degree flaps are selected, and some value between 133-158 knots when 39-degree flaps are selected. . Vref displayed on the display controller and on the PFD is calculated by the FMS and is always based on current weight This Vref is accurate and valid even and configuration.
below the 45,000 pound minimum landing weight. .
If go-around
described
is selected,
the
speed
target
is changed
as
for climb.
22-14-00
Page 298.213
Apr 15/93
Use or disclosure of informationon this page is subject to the restrictions onthe title page ofthis document.
4.
D.
(1)
(d)
Phase
of Flight
Logic
The Climb Phase

While on the ground, the power-up flight phase is set to climb, by default. Level-offs, while in climb, do not
change the flight phase.
(See Figure 270.1).
If a descent is started prior to reaching the computed top-of-climb (TOC) altitude, the flight phase changes to The flight phase does not change back to climb descent.
until climb is resumed (see Figure 270.2). The normal way to transition from the climb to the cruise phase is to reach the TOC altitude. There is one exception to this rule; 30 NM prior to top-of-descent (TOD) the TOC
altitude will come down to the present altitude if the vertical mode is altitude hold (see Figure 270.3). This causes the flight phase to change to cruise. ~ The Cruise Phase When cruise altitude is reached, the flight phase stays in cruise until another climb, or the descent is started. A climb or descent is recognized by an ASEL ARM towards a new preselected altitude. If a climb is initiated, a newTOC altitude is placed at the preselector, but if a descent is started the cruise altitude does not change.
There are two sub-phases to the cruise phase called cruise-climb and cruise-descent. These sub-phases are defined as climbs or descents less than 6,500 feet (see Figure 270.4). Note that when a cruise-descent takes place the cruise altitude is moved down. Also, a cruise-descent
is only allowed above 15,000 ft. Descents within 100 NM of the planned TOD
as a descent, . regardless of the altitude 270.5) are change always (see treated Figure
TOC
CLIMB
AD-31723@
Climb Phase With No Descents Figure 270.1
22-14-00
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Useor
disclosure
of information
on this page issubject
to the restrictions
on the title
TOC
AD-31729@
Climb Phase With Descent Figure 270.2
TOC
TOC CLIMB
~----------q
.,
q
*D
.=
CRUISE
q 9*
AD-31730@
Transition
From Climb to Cruise Figure 270.3
Phase
TOC
CRUISE
CRUISE
/xK~:AN CRUISE-DESCENT CRUISE-CLIMB
ABOVE 15,000 FT
AD-31 731@
Cruise-Climb
and Cruise-Descent Figure 270.4
Subphase
22-14-00
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Page 298.214.1
15/93
Use or disclosure
of information
to the restrictions
LESS THAN 100 NM .... .
CRUISE
. . . . . . . . . . . . . ...-..*
AD-31 732@
Descents Within 100 NM of TOD

Figure 270.5
4.
D.
(1)
(d)
The Descent Phase The flight phase changes to descent once ASEL ARM towards a lower preselector altitude is detected, unless a cruise-descent is flown. After leveling off, while in descent, the flight phase will change back to cruise, if the level segment is predicted to be at least 100 NM (see Figures 270.5 and 270.6). Typically, the level segments are shorter, and the flight phase stays in descent all the way down.
Once in descent, the flight phase can go back to climb if a

climb is initiated (see Figure 270.7).
If a missed approach is executed (see Figure 270.8), the flight phase transitions to climb. A new cruise altitude is defined at the preselector altitude, and a short cruise-segment will be flown before flight phase transitions to descent.
~ The Auto EPR Rating Transitions The auto EPR rating is set to TO on the ground. FLEX is also boxed if selected on the TAKEOFF INIT pages. As long
as the flight guidance computer (FGC) mode is TO the auto EPR rating will remain TO as well. The TO rating will be kept until passing 400 ft. above the field elevation under all circumstances.
22-14-00
Page 298.214.2 Apr 15/93
The transition to CLB takes place when a vertical mode (VNAV, FLC, ALT or VS buttons) is engaged. Capturing an altitude will also cause the auto EPR rating to transition to CLB. Simply engaging the autopilot in pitch hold will
not cause a transition to CLB. The auto EPR rating goes to GA because the FGC TO mode is cancelled. The auto EPR rating is set to CLB as long as the flight phase is climb,
even during level-offs, prior to TOC.
When the flight phase is cruise, the auto EPR rating is CRZ,
except the CRZ, flight except for cruise-climbs phase is descent, then the the phase auto EPR becomes rating CLB. stays When with
when the gear comes down for approach. EPR then changes to GA.
The auto
will
Whenever the FGC GA mode is selected, the auto EPR rating go to GA. If an engine failure occurs, the auto EPR rating goes to MCT, provided the rating was not TO or GA
when the engine failure occurred. Upon landing, the auto EPR rating returns to TO.
TOD CRUISE
CRUISE
MORETHAN1OONM
TOD
AD-31733@
Descent to Cruise Phase When More

Than 100 NM from TOD Figure 270.6
22-14-00
Page 298.214.3
Apr 15/93
TOD CUMB
AD-31734@
Descent to Climb Phase Figure 270.7
TOC
CRUISE
TOD
TOC
TOD
AD-31735@
Missed Approach Flight Phase Figure 270.8
(2) Speed Constraints

(a) Speed constraints may be entered at waypoints and are displayed in large characters, unless a descent angle has been manually entered, in which case the speed constraint is in small characters above the angle and altitude entry. Climb speed constraints are observed until reaching the constraining waypoint.
(b)
22-14-00
Page
298.214.4 Apr 15/93
4.
D.
(2)
(c)
(d)
cruise Cruise speed constraints greater than the perf init speed are observed after passing the constraining waypoint.
If a
cruise to
or be
descent the on speed
speed at the
constraint begins waypoint.
requires prior to the
a constraining
deceleration, waypoint (e) Any
deceleration
speed constraint can be deleted by selecting *DELETE* to the appropriate line on the active flight plan pages. This also deletes any altitude constraint.
(f)
If the airspeed is not slowing sufficiently to meet a lower cruise/descent speed constraint, a message CHECK SPEED CONSTRAINT will be generated until the aircraft is anticipated to meet the speed constraint at the waypoint or the message is cleared using the CDU CLEAR button.
(3)
Latched Speeds
If VNAV automatically transitions to the flight level change mode, the current speed may be latched as the speed target. For example,
when flying a path with the preselector
altitude constraint, change constraint, VNAV as the aircraft transitions automatically
set
lower the to the last
than flight
the altitude
last level
passes
mode and continues the descent toward the preselector. To avoid possible pitch changes, the current airspeed is latched as the speed target if the current speed is 5 knots or more less than the current target speed. This is noted on the active flight plan page display of the speed target by changing the title to LATCHED. The latched speed can be removed by selecting *DELETE* to the speed command line. (4) Speed Protection
The FMS provides

speeds include: .
q
speed protection for the aircraft.
Protected
c
q
V~~MO and buffet limits Spee$ limit below an altitude Placard speeds Minimum speeds (1.3 Vs)
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Page 298.214.5/298.214.6 Apr 15/93
4.
D.
(5)
Vertical
Flight
Plan
(Figure
271)
The Honeywell FMS is structured such that the pilot can enter all information for the entire flight prior to takeoff. In flight, the the progress of the operation of the FMS can be limited to checking
flight and updating the system with any in-flight changes as necessary. During ground operations, the pilot is prompted in the lower right-hand corner of the screen on the normal four The four steps are: predeparture steps.
. . . .
Verify date, time, and database Initialize position Enter flight plan Initialize performance
An 8-waypoint example flight will be used. The performance initialization data used are as follows:
q q q
.
q
Climb Speed Schedule Cruise Speed Schedule Descent Speed Schedule Transition Altitude Speed/Altitude Restriction Cruise Altitude
300/0.75 0.78 300/0.80 18,000 250/10,000 45,000
Pressing the PERF DATA prompt allows the PZ-800 to calculate the performance values for the entire flight plan. Airspeed constraints will be entered into the flightplan at waypoints 2, 3, 4, 5, 6, and 7 as follows: WPT WPT WPT WPT WPT WPT 2 3 4 5 6 7 320 kt 280 kt 0.80 M 0.75 M 0.82 M 0.78 M
Figure 271 shows the vertical flight plan for the above example.
22-14-00
Pa~e 298.215 Aug 15/91
45,000 FT CRUISE ALT 280 KTS
TOC
CRUISE 0.78M
SPD WPT 4 0.80M A T 0.75M 0.82M WPT 5 TOD DESCENT SPD
320 KTS 0.78M CLIMB SPD 300/0.75 18,000 FT
250 KTS
10,000 Fr 250 KTS WPT 8
AD-3061 6#
Example Vertical Flight Plan Figure 271
The SPD/ALT restriction entry made is the speed and altitude below which a speed limit applies. The speed target of the FMS is 10 knots below the value entered, so in this example the speed target below 10,000 feet will be 240 knots. Table 211 shows the climb and descent schedule for flaps as well as the gear limitation speed. Flar)s(deci) ;: 39
Gear =
Climb Phase (kt) 250 220 170
Descent Phase (kt) 210 160 VREF+1O
225 Climb and Descent Schedule Table 211
~:
current phase on an approach ASEL is armed (60 ft/min for 3 seconds in the direction of the altitude p~eselect value) with the altitude preselector above the aircraft then the phase of flight will change to climb and the speed schedule will revert to the climb schedule. Capturing GS or arming ASEL to a preselected altitude below the aircraft will change the flight phase back to descent and return the descent speed schedule. The flaps down speed
of flight (refer schedule to paragraph is based on the If 4.D.(l)d.).
22-14-00
Page 298.216 Apr 15/93
4.
D.
(5)
(a)
Climb Phase
Climb
q
speeds
can
be
altered
on -
the
following
CD-81O or
CDU
pages:
Initialization Constraint speed
climb
speed
PERF INIT 2/5

X/X
CLIMB PAGE
- FLIGHTPLAN
Restriction speed - PERF INIT 4/5

rules:
Climb speed .
Rule 1 - Speed constraints > initialization climb speeds are ignored. Rule 2 - Speed constraints < initialization climb speeds are honored until the constraint waypoint is sequenced. Once the constraint waypoint is sequenced the target speed returns to the initialization climb speed. Rule3 - Initialization climb speeds can be changed at any time and will cause the active target speed to change if no speed constraint is active.
272 shows the climb phase of the flight.
Figure
The following
paragraphs refer to the circled numbers shown.
22-14-00
Page 298.217 Aug 15/91
MAINTENANCE
Honeywell !!!!t!!!&.
TOC 45,000 Fr
WPT 3
WPT 2
18,000
FT
10,000
Fr
WPT 1
AD-30617#
Climb Phase Figure 272 At
point
@the at 20.
aircraft
is
on
the
ground
ready
for
departure,
with
The speed target at this point will be 220 knots. Since the airport traffic area speed restriction is usually 200 knots, a manual speed target must be entered until outside this area, or 200 may be entered as the desired climb speed on the performance initialization, page 2.
flaps
At point 2 the aircraft is in a climb and the flaps are raised to9 O degrees. Although the flap placard for flaps 10 is 250 knots, the speed target changes to 240 knots due to the speed restriction below 10,000 feet at 250 knots (the system always uses 10 knots less than the entered speed restriction to prevent overshoots). At point 3 the speed target would change automatically to 250 knots (FLA S 10 placard). When the flaps are raised to zero degrees, the speed target will automatically change to the climb speed schedule of 300 knots as entered in i)erformance
initialization.
22-14-00
Page 298.218 Aug 15/91
Use
At point @ all altitudes will be displayed as flight levels in the FMS except for descent predictions less than 18,000 feet. Altitudes greater than 18,000 feet are displayed as flight levels even when the aircraft is on the ground. If the baro correction is not changed to 29.92, the message CHECK BARO SET will be displayed in the CDU scratchpad. This message is displayed under the following conditions:
q
In a climb, if the baro set is not 29.92 and the aircraft altitude equals the transition altitude (18,000 feet in this example) plus 3000 feet, or the aircraft levels off between the transition altitude plus 3000 feet above the transition altitude. In a descent, if the baro set is 29.92 and the aircraft altitude equals the transition altitude minus 3000 feet, or the aircraft levels off between the transition altitude minus 3000 feet below the transition altitude.
At point ~ a constraint speed of 320 knots is entered on the active flight plan page adjacent to WPT2, but since 320 is larger than the entered 300 knots entered in PERF INIT, the speed constraint is ignored and 300 remains as the speed target (refer to rule 1). At point ~ a constraint speed of 280 knots is entered adjacent to WPT3. The active speed target changes to 280 knots (refer to rule 2). At point ~ the active speed target changes back to the initialization climb speed of 300 knots when the waypoint is sequenced (refer to rule 3). The speed target will automatically change to a Mach target (0.75 M) at the appropriate point or if selected on the GP-820 Flight Guidance Controller via the IAS/MACH pushbutton. At point ~ the aircraft levels off at the cruise altitude of 45,000 feet and the speed target automatically changes to the cruise speed of 0.78 M as entered in the performance initialization.
22-14-00
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Use or disclosure of information on this page issubject to the restrictions on the title page of thks document.
Page 298.219
15/93
Honeywell !!%!!~.c
4. D. (5)
(b) Cruise Phase
Cruise speed rules:

q
Rule 1 - All constraint speeds are honored. Rule 2 - When a constrained waypoint is sequenced, the active target speed is latched to the constraint speed. Rule 3 - Entering DELETE on line lR of the active flight plan page (CMD SPD) will delete the latched target speed and return the target speed to the initial cruise speed schedule. Rule4 - Cruise speeds can be changed at any time. The active target speed will not change to a new cruise speed schedule if the current target speed is latched to a constraint speed.
Q .
Figure 273 shows the cruise phase of the flight. The following paragraphs refer to the circled numbers shown.
6363
TOC A WPT 4
AD-3081 8#
Cruise Phase Figure 273
22-14-00
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Page 298;220 Aug 15/91
or disclosure
of information
on this page
is subject
to the
restrictions
on the title page
of this document,
Honeywell ?##~&wcE
At point @ the current cruise speed schedule). At
point @ the target target
speed is 0.78 M
(from
the
speed changes (and latches) to 0.80 M.
At point ~ the target speed changes to 0.75 M to allow the aircraft to decelerate into WPT5. At point ~ the target speed is now latched to 0.75 M.
At point 13 , if it is desired to return to the cruise speed P schedule o 0.78 M, line select DELETE to lR on the active flight plan page (CMD SPD).
At point @ the aircraft changes begins to its the descent and the speed
target
speed schedule of 0.80 M as entered in the performance initialization.

automatically descent
4.
D.
(5)
(c) Descent Phase Descent speed rules: . Rule 1 - Only constraint speeds less than the descent speed schedule are observed. Rule 2 - Target speeds will latch to the constraint speed. Rule3 - The descent speed schedule can be changed at any time. If the current target speed is latched, only changes to the descent speed schedule less than the latched speed will be honored. Speeds entered above the latched speed are limited to the latched speed. If the current latched speed speed schedule is deleted then all changes to the descent will be honored, assuming speed limits are not violated.
Figure 274 shows the descent phase of the flight. The following paragraphs refer to the circled numbers shown.
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Page 298.221 Aug 15/91
Honeywell $%!!!.
VdPT 8
AD-30619#
Descent Figure
Phase 274
At point @ the top of descent (TOD) has been reached and the aircraft begins its descent. The target speed automatical1y changes to the descent speed of 0.80 M. At point ~ there is no change to the current target speed (refer to rule 1). At point @ the target speed changes to 0.78 M to allow the aircraft to decelerate into WPT 7. At point ~ the current speed target is now latched to 0.78 M, but switches over to 300 KCAS when reaching the 0.78 M/300 crossover altitude. At point ~ deleting the SPD CMD on the active flight plan page returns the target speed back to the descent speed schedule of 300/0.80.
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Page 298.222 Aug 15/91
At
knots
point to point 8)
At
(WPT
an
elevation
to the 10-degree flap so the speed target changes placard minus 10 knots (240 knots). In this example the speed target would already be 240 knots, so no change would be
noticed.
9 9
20 a 21
the the the less
speed
target to is 10,000
automatically decelerate 20 above NM the to
changes the the
to SPD/ALT
240 LIMIT.
low
aircraft aircraft than
within feet
from
destination
destination
At point @ the flaps are lowered to 10 degrees, which causes the speed target to automatically change to 210 knots, which is 10 knots below the 20-degree flap placard. At point @ the flaps are lowered to 20 degrees, which causes the speed target to automatically change to 160 knots, which is 10 knots below the 39-degree flap placard. At
the point speed @ the target flaps to are lowered to 39 degrees, to VREF which plus 10 causes knots.
automatically
change
The speed targets, whether manual or automatic, can be flown by the flight guidance system or the autothrottle system. Whenever the autopilot is controlling speed, such as FLCH or VFLCH, the autothrottle controls thrust. The autothrottle will control speed if engaged for all other flight director modes, except TO/GA.
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Honeywell

Digital Automatic Control System

System Maintenance Manual

CopyrigtM 1993 Honeywell All Rights Reserved

REVISED 15 APRIL 1993 1 JUNE 1987

Honeywells Continuous Quality Process READER

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SUBHEADING AND PAGE

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Avionics Standard Communications Bus (ASCB) Description

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Engine Pressure Ratio (EPR) System

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Shiminq, Handlinq, and Storaqe

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TABLE OF CONTENTS (cent) List of Illustrations VOLUME I

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TABLE OF CONTENTS (cent) List of Illustrations VOLUME I

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TABLE OF CONTENTS (cent) List of Illustrations VOLUME I

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TABLE OF CONTENTS (cent) List of Illustrations VOLUME I

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TABLE OF CONTENTS (cent) List of Illustrations VOLUME I

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OF CONTENTS of Illustrations VOLUME I

Title EFIS/EICAS Display System

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TABLE OF CONTENTS (cent) List of Illustrations VOLUME I

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TABLE OF CONTENTS (cent) List of Illustrations VOLUME I

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TABLE OF CONTENTS (cent) List of Illustrations VOLUME I

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TABLE OF CONTENTS (cent) List of Illustrations VOLUME III

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