spz-8000 Difcs

Honeywell
Commercial Flight Systems Group

Business and Commuter Aviation Systems Division
Honeywell Inc.
60X 29000
Phoenix, Arizona 85038
SPZ-8000 Digital Integrated Flight
Control System (DIFCS)
Cessna Citation Vll
System
Maintenance Manual
Volume I System and Component
Description and
System Operation
22=05-07
TITLE PAGE T-1
PRINTED IN U.S.A. PUB. NO, A15-1 146-058 1 JUNE 1993
PROPRIETARY NOTICE
This document and the information disclosed herein are proprietary data of Honeywell Inc. Neither this
document nor the information contained herein shall be used, reproduced, or disclosed to others
without the written authorization of Honeywell Inc., except to the extent required for installation or
maintenance of recipients equipment,
NOTICE - FREEDOM OF INFORMATION ACT (5 USC 552) AND
DISCLOSURE OF CONFIDENTIAL INFORMATION GENERALLY (18 USC 1905)
This document is being furnished in confidence by Honeywell Inc. The information disclosed herein
falls within exemption (b) (4) of 5 USC 552 and the prohibitions of 18 USC 1905.
S93
22=05=07
TITLE PAGE T-2
Copyright 1993 Honeywell Inc
All Rights Reserfed 1 JUNE 1993
Date Received
Honeywells Continuous Quality Process
READER COMMENTS
(Mail or FAX this form to [602] 436-4100)
Honeywell welcomes all comments and recommendations to improve future editions of this publication.
Your Name Company/Airline
State Country Zip
Telephone No.
FAX Date
Honeywell Pub. No. ATA No.
Manual
COMMENTS/RECOMMEN DATIONS:
LOCAL REPRODUCTION ENCOURAGED
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From
Honeywell
Business and Commuter Aviation
Systems Division
Logistics Quality Administrator
MS AV2CC85C3
P.O. BOX 29000
Phoenix, AZ 85038-9000
---------------------------------------------------------------------------------------------------------------------------------------------------------
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REPORT OF POSSIBLE DATA ERROR
(Mail or FAX this form to [602] 436-4100)
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Address
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Manual
Tfile
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GRAPH
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(If returning by mail, please tape closed Postal regulations prohibit use of staples.)
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------------------------------------------------------------------------------------------------------------------------------------------------------
From
Honeywell
Business and Commuter Aviation
Systems Division
Logistics Quality Administrator
MS AV2CC85C3
P.O. BOX 29000
Phoenix, AZ 85038-9000
----------------------------------------------------------------------------------------------------------------------------------------------------------
FOLD FOLD
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 Revision Date Put
Number Date In Manual By
Revision Date Put Insertion
Number In Manual Date By
22=05-07
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Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the title page of this document.
SUBHEADING AND PAGE
Title
T-1
T-2
Reoord of Revisions
RR-1/RR-2
List of Effeotive Pages
LEP-1
LEP-2
LEP-3
LEP-4
LEP-5/LEP-6
Table of Contents
TC-1
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TC-4
List of Illustrations
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L1-7/Ll-8
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Introduction
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Pages LEP-5/LEP-6
Jun 1/93
1
TABLE OF CONTENTS - VOLUME 1
Para~raph
Svstem Description
1. General
2. System Description
A. AHZ-600 Attitude and Heading Reference System (AHRS)
B. ADZ-81O Air Data System
c. AA-300 Radio Altimeter System (Optional)
D. EDZ-816 Electronic Flight Instrument System (EFIS)
E. DFZ-800 Dual Flight Guidance System
F. PRIMUS@ 870 Digital Weather Radar System
G. MDZ-816 Multifunction Display System (Optional)
H. SRZ-850 Integrated Radio System
1. FMZ-800/900 Flight Management System (Optional)
J. LSZ-850 Lightning Sensor System (Optional)
K. TCAS II (Optional)
L. Global Positioning System (Optional)
M. LASEREF@ Ill Inertial Reference System (Optional)
3. Digital Information Transfer Systems
A. Honeywell Avionics Standard
Communications Bus (ASCB)
B. Radio System Bus (RSB)
c. Digital Audio Bus
D. ARINC 429
E. Collins Commercial Standard Digital Bus (CSDB)
F. RS-422 (Electrical Specification)
Component Description
1. General
2. AHZ-600 Attitude and Heading Reference System (AHRS)
A. AH-600 Strapdown Attitude and Heading
Reference Unit (AHRU)
B. AHRU Functional Description
C. CS-412 Dual Remote Compensator
D. FX-600 Thin Flux Valve
3. ADZ-81 OAir Data System
A. AZ-8 10 Digital Air Data Computer
B. SI-225ASI-225S Mach Akspeed Indicator
c. AL-801 Altitude Preselect Controller
D. DS-1 25A TAS Temperature Indicator
22-05-07
Paae
1
1
23
24
25
25
26
26
27
27
28
32
33
34
35
35
36
36
56
60
62
68
68
101
101
102
102
107
115
117
119
119
127
130
133
Page TC-1
Jun 1/93
TABLE OF CONTENTS - VOLUME I (cent)
Section
Para~raDh
2 Comwnent Descri~tion (cent)
4. Optional AA-300 Radio Altimeter System
A. RT-300 Radio Altimeter Receiver/Transmitter
B. AT-300 Radio Altimeter Antenna
5. Paragraph 5 is not applicable to this system.
6. EDZ-816 Electronic Flight Instrument System (EFIS)
and Optional MDZ-816 Multifunction Display (MFD) System
A.
B.
c.
D.
E.
F.
G.
H.
1.
J.
ED-800 Electronic Display
ED-800 Used As An Electronic Attiiude
Director Indicator (EADI)
ED-800 Used As An Electronic Horizontal
Situation Indicator (EHSI)
EFIS Reversionary Controls and Annunciators
ED-800 Used As A Multifunction Display (MFD)
SG-816 Symbol Generator
MG-816 MFD Symbol Generator
DC-81 O Display Controller
MC-800 MFD Controller
RI-206S Instrument Remote Controller
7. DFZ-800 Dual Flight Guidance System
A. FZ-800 Flight Guidance Computer
B. GC-81 O Flight Guidance Controller
C. SM-200 Servo Drive and SB-201 Bracket
8. PRIMU@ 870 Weather Radar System
A. WU-870 ReceiverlTransmitter Unit and Antenna
B. WC-870 Weather Radar Controller
C. WI-870 Weather Radar Indicator
9. Optional FMZ-800/900 Flight Management System (FMS)
A. NZ-820/920 Navigation Computer
B. CD-800/81 O Control Display Unit
C. DL-900 Data Loader
D. OZ-800 Receiver Processor Unit
E. AT-801 H-Field Brick Antenna
10. Optional SRZ-850 Integrated Radio System
A. RNZ-850 Integrated Navigation Unit
B. RCZ-850/851 A Integrated Communication Unit
c. ML-850 Microwave Landing System (MLS) Receiver
22-05=07
~
136
136
139
140
140
140
145
158
177
179
187
193
198.2
198.9
198.15
198.17
198.17
198.21
198.27
198.30
198.31
198.34
198.43
198.49
198.49
198.54
198.63
198.65
198.68
198.69
198.69
198.75
198,82
Page TC-2
Jun 1B3
Section
2
TABLE OF CONTENTS - VOLUME I (cent)
Paragraph
Component DescrirXion (cent)
D. RM-850 Radio Management Unit (RMU)
E. AV-850A Audio Control Unit
F. CD-850 Clearance Delivery ControVDisplay Unit
G. DI-851 DME Indicator
H. AT-860 ADF Antenna
1. AT-851 MLS Antenna
11. Optional LSZ-850 Lightning Sensor System
A. LP-850 Lightning Sensor Processor
B. LU-850 Lightning Sensor Controller
c. AT-850 Lightning Sensor (Teardrop) Antenna
D. AT-855 Lightning Sensor (Brick) Antenna
12. Optional Traffic Alert and Collision Avoidance
System (TCAS 11)
A. RT-91 OTCAS Computer Unit
B. DV-91 O VSi/TRA Display
c. TCAS/RMU Control
D. AT-91 O Directional Antenna
E. Typical Bottom Omnidirectional Antenna
F. XS-91 O Mode S Transponder
13. Optional Global Positioning System
A. Global Positioning System Sensor Unit
B. AT-81 O GPSSU (Dome) Antenna
14. Optional LASEREF@ Ill Inertial Reference System (IRS)
A. HG2001 AB02/HG2001 AC02 Inertial Reference Unit
B. Mode Select Unit
c. Battery Backup
System Operation
1. General
2. System Performance/Operating Limits
3. Flight Director/Autopilot Functional Description
A.
B.
c.
D.
E.
F.
Use or disclosure of
General
Control Functions
Flight Director Mode Selection
Roll Channel Functional Operation
Pitch Channel Functional Operation
Yaw Channel Functional Operation
22=05=07
PaJp
198.86
198.91
198.95
198.99
198.102
198.104
198.105
198.105
198.111
198.113
198.115
198.116
198.116
198.122
198.128
198.134
198.135
198.136
198.140
198.140
198.147
198.148
198.148
198.158
198.162
201
201
202
206
206
206
212
245
267
298.5
Page TC-3
Jun 1/93
information on this page is subject to the restrictions on the title page of this document.
Section
4
5
6
7
8
9
TABLE OF CONTENTS - VOLUME II
Paragraph
Ground Check
1< General
2. Equipment and Materials
3. Procedure
Fault Isolation
1. General
2. Procedure
Interconnects
Table 501 - Interconnect Information
Table 502- Optional System Interconnect Information
Svstem Schematics
Removal/Reinstallation and Adjustment
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17,
18.
General
Equipment and Materials
Procedure for Displays and Indicators
Procedure for CD-850 Clearance Delivery Unit
Procedure for Selectors and Controllers
Procedure for AL-801 Altitude Preselect Controller
Procedure for WI-870 Weather Radar Indicator
Procedure for RM-850 Radio Management Unit
Procedure for AZ-81 O Digital Air Data Computer, OZ-800 Receiver
Processor Unit (RPU), RNZ-850 NAV Unit, RCZ-850/851A COM Unit,
ML-850 MLS Receiver, LP-850 Lightning Sensor Processor,
and RT-91 O TCAS Computer Unit
Procedure for AH-600 AHRU, FZ-800 Flight Guidance Computer, SG-816
or MG-816 Symbol Generator(s), NZ-820/920 Navigation Computer
Procedure for LASEREF@ Ill Inertial Reference Unit (IRU)
Procedure for SM-200 Servo Driie and SB-201 Drum and
Bracket Assembly
Procedure for FX-600 Flux Valve
Procedure for CS-412 Dual Remote Compensator
Procedure for WU-870 Antenna and Receiver/Transmitter Unit
Procedure for Global Positioning System Sensor Unit
Procedure for RT-300 Radio Altimeter Receiver Transmitter
Procedure for Antennas
Page
301
301
301
301
401
401
401
501
503
598.259
601
701
Shipping, Handling, and Storage
701
701
702
702
703
710
710
711
712
717
720
725
726
728
729
729
730
732
801
22-05=07
Page TC-4
Jun 1/93
Uae or disclosure of information on this page is subject to the restrictions on the title page of this document.
LIST OF ILLUSTRATIONS - VOLUME I
!3wE
1-1
1-2
1-3
1-4
1-5
1-6
1-7
1-8
1-9
1-1o
1-11
1-12
1-13
1-14
1-15
1-16
1-17
1-18
1-19
1-20
1-21
1-22
1-23
System Flow Diagram
SRZ-850 Integrated Radio System Flow Diagram
SPZ-8000 Wdh MFD System Flow Diagram
Optional FMZ-800/900 Flight Management System
Optional LSZ-850 Lightning Sensor System
TCAS/Mode S Flow Diagram
Global Positioning SysterrVlnertial Reference System Flow Diagram
Standard Component Locations
Optional Component Locations
Radio Management System Bus Diagram
Radio System Bus (RSB) Network
Lightning Symbols
Example System Using the ASCB
Standard SPZ-8000 ASCB Configuration
SPZ-8000 ASCB Configuration with MFD SG Installed
SPZ-8000 ASCB with MFD SG, FMS NAV Computer,
and LASEREF@ Ill IRU Installed
AHRS Private Line ASCB
AHRS Private Line ASCB Configuration with MFD SG Installed
Illustration of a Typical User Subsystem
Example of Bus Activity
Manchester II (Bi-Phase Level) Encoded Data
Synchronizing Sequence Data
Synchronizing Sequence Waveform
E!w
7
9
11
13
14
15
17
19
21
29
31
33
37
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Page L1-1
Jun 1/93
Em!E
1-24
1-25
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1-27
1-28
1-29
1-30
1-31
1-32
1-33
1-34
2-1
2-2
2-3
2-4
2-5
2-6
2-7
2-8
2-9
2-1o
3-1
3-2
3-3
3-4
LIST OF ILLUSTRATIONS - VOLUME I (cent)
ASCB Waveform
RSB Data Field Structure
Audio System Bus Network
Digital Audio Data Sequence
Octal Label 274
Data Bits 11 thru 29
BCD Bit Assignments
BCD Data for Selected Course
Five-Character DME Word
Six-Chacacter DME Word
ARINC Data Transmission
AH-600 Strapdown AHRU
AHRS Auxiliary Power Annunciator
E!aw
53
55
59
60
61
62
62
62
63
63
64
102
103
AHRS (Remote) Controls
104
AHRS Basic Annunciator
104
AH-600 Strapdown AHRS Block Diagram
109
IMU Sensor Configuration
113
CS-412 Dual Remote Compensator
115
CS-412 Dual Remote Compensator Block Diagram
116
FX-600 Thin Flux Valve
117
FX-600 Thin Flux Valve Schematic
118
AZ-81 ODigital Air Data Computer
119
AZ-81 O Digital Ak Data Computer Block Diagram
123
SZ-225A/Sl-225S Mach Airspeed Indicator
127
SI-225AEI-225S Mach Airspeed Indicator Block Diagram
129
22-05-07
Page LI-2
Jun 1/93
Eh!!E
3-5
3-6
3-7
3-8
4-1
4-2
4-3
6-1
6-2
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
AL-801 Altitude Preselect Controller
AL-801 Altitude Preselect Controller Block Diagram
DS-1 25A TAS Temperature Indicator
DS-1 25A TAS Temperature Indicator Block Diagram
RT-300 Radio Altimeter ReceiverTfransmitter
RT-300 Radio Altimeter Receiverfiransmitter Block Diagram
AT-300 Radio Altimeter Antenna
ED-800 Electronic Display Block Diagram
EADI Displays and Annunciators
EADI - Amber Caution and Failure Annunciations
Red EADI Failure Annunciations
Internal System Failure Annunciations
EHSI Displays and Annunciators
Partial Compass ARC Format
Weather Radar Display and Annunciators
Map Mode Wfih VOR Selected For Display
Map Mode Wtih FMS Selected For Display
EHSI Full Compass - Amber Caution/Failure
PaJgg
130
132
133
135
136
138
139
140
143
149
154
157
157
159
166
168
170
172
Annunciators 174
EHSI Full Compass - Red
Composite Mode Display
External Select Switches
MFD Map Mode
Failure Annunciators 175
176
177
182
MFD Plan Mode With True North-Up Orientation 184
22-05-07
Page LI-3
Jun 1/93
m!!E
6-18
6-19
6-20
6-21
6-22
6-23
6-24
6-25
6-26
6-27
7-1
7-2
7-3
7-4
7-5
7-6
8-1
8-2
8-3
8-4
8-5
8-6
8-7
9-1
9-2
SG-816 Symbol Generator Block Diagram
MG-816 MFD Symbol Generator Block Diagram
DC-81 O Display Controller Block Diagram
MC-800 MFD Controller Block Diagram
RI-206S Instrument Remote Controller Schematic
FZ-800 Flight Guidance Computer
FZ-800 Flight Guidance Computer Block Diagram
GC-81 O Flight Guidance Controller
GC-81 O Flight Guidance Controller Block Diagram
SM-200 Servo Drive and SB-201 Bracket
SM-200 Servo Driie Blook Diagram
MPEL Boundaty
WU-870 Antenna and Receiver/Transmitter
WU-870 Antenna and Receiver/Transmitter
WC-870 Weather Radar Controller
Unit
Unit Block Diagram
WC-870 Weather Radar Controller Block Diagram
WI-870 Weather Radar Indicator
WI-870 Weather Radar Indicator Block Diagram
NZ-820/920 Navigation Computer
NZ-820/920 Navigation Computer Block Diagram
22=05-07
Page
187
191
193
197
198.2
198.7
198.9
198.13
198.15
198.16
198.17
198.20
198.21
198.25
198.27
198.29
198.30
198.31
198.33
198.34
198.41
198.43
198.47
198.49
198.53
Page LI-4
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the title page of this document,
EWE
9-3
9-4
9-5
9-6
9-7
9-8
9-9
10-1
10-2
10-3
104
10-5
10-6
10-7
10-8
10-9
1o-1o
10-11
10-12
10-13
10-14
10-15
10-16
10-17
CD-800/81 O Control Display Unit
CD-800/81 O Control Display Unit Block Diagram
DL-900 Data Loader
DL-900 Data Loader Block Diagram
OZ-800 Receiver Processor Unit
OZ-800 Receiver Processor Unit Block Diagram
AT-801 H-Field Brick Antenna
RNZ-850 Integrated Navigation Unit
RNZ-850 Integrated Navigation Unit Block Diagram
RCZ-850/851A Integrated Communication Unit
RCZ-850 Integrated Communication Unit Block Diagram
RCZ-851 A Integrated Communication Unit Block Diagram
ML-850 MLS Receiver
ML-850 MLS Receiver Block Diagram
RM-850 Radio Management Unit
RM-850 Radio Management Unit Block Diagram
AV-850A Audio Control Unit
AV-850A Audio Control Unit Block Diagram
CD-850 Clearance Delivery ControVDisplay Unit
Block Diagram
DI-851 DME Indicator
DI-851 DME Indicator Block Diagram
AT-860 ADF Antenna
AT-860 ADF Antenna Block Diagram
!?s9!2
198.54
198.61
198.63
198.64
198.65
198.67
198.68
198.69
198.74
198.75
198.78
198.79
198.82
198.85
198.86
198.90
198.91
198.94
198.95
198.98
198.99
198.101
198.102
198.103
22=05-07
Page LI-5
Jun 1/93
E!9!&
10-18
11-1
11-2
11-3
11-4
11-5
11-6
12-1
12-2
12-3
12-4
12-5
12-6
12-7
12-8
12-9
12-10
12-11
12-12
12-13
12-14
13-1
13-2
13-3
14-1
LIST OF ILLUSTRATIONS - VOLUME 1(cent)
AT-851 MLS Antenna
LP-850 Lightning Sensor Processor
LP-850 Lightning Sensor Processor Block Diagram
LU-850 Lightning Sensor Controller
LU-850 Lightning Sensor Controller Schematic
AT-850 Antenna
AT-855 (Brick) Antenna
RT-91O TCAS Computer
TCAS CU Panel Layout
RT-91 OTCAS Computer Block Diagram
DV-91 O VS1/TRA Display
DV-91 O VSlflFIA Display Formats
DV-91 OVSVTRA Block Diagram
RM-850 Radm Management Unit (TCAS Control)
RMU Page Menu Display
ATC/TCAS Control Page Display
RMU Setup Page Display
AT-91 O Directional Antenna
Typical Omnidirectional Antenna
XS-91O Mode S Transponder
XS-91 O Mode S Transponder Panel Layout
Global Positioning System Sensor Unit (G PSSU)
GPSSU Interface Diagram
AT-81 O GPSSU (Dome) Antenna
Inertial Reference Unit
22-05-07
Page
198.104
198.105
198.107
198.111
198.112
198.113
198.115
198.116
198.118
198.121
198.122
198.124
198.125
198.128
198.131
198.132
198.133
198.134
198.135
198.136
198.139
198.140
198.146
198.147
198.148
Page LI-6
Jun 1/93
Ew!?
14-2
14-3
14-4
14-5
14-6
14-7
14-0
201
202
203
204
205
206
207
208
209
210
701
702
703
704
705
706
IRU
IRU
IRU
Mounting Tray and Blower Kit
Rear Connector Layout
Signal Interface Diagram
Mode Select Unit (MSU)
MSU Schematic
Battery Backup Unit
Typical IRU Battery Power Operating Time
AP, YD, HSI SEL, and GA Mode Select Diagram
ED-8oo EADI Display Flow Diagram
Dual EFIS Display System EADI Interconnects
ED-800 EHSI Display Fiow Diagram
Dual EFIS Display System EHSI Interconnects
Flight Director Mode Select Diagram
Autopilot Engage Logic Diagram
Flight Director/Autopilot Roll Channel Mode Flow Diagram
Flight Director/Autopilot Pitch Channel Mode Flow Diagram
Flight Director/Autopilot Yaw Channel Mode Flow Diagram
LIST OF ILLUSTRATIONS - VOLUME II
AV-850 Audio Control Unit Adjustments Locations
COM Unit Adjustments Locations
NAV Unit Adjustments Locations (lop Cover Removed)
IRU Mounting Tray Fan Filter Replacement
IRU Mounting Tray Fan Assembly Schematic
RT-300 Zero Adjustment Cable
Page
198.154
198.156
198.157
198.158
198.161
198.162
198.163
213
215
217
219
221
223
239
257
279
298.7
706
713
715
722
723
731
22-05-07
Pages L1-7/Ll-8
Jun 1/93
LIST OF TABLES - VOLUME I
Table
1-1
1-2
1-3
1-4
1-5
1-6
1-7
2-1
2-2
2-3
2-4
3-1
3-2
3-3
3-4
3-5
3-6
4-1
4-2
6-1
6-2
6-3
6-4
6-5
Standard System Components
Optional System Components
Equipment Required But Not Supplied by Honeywell
ASCB Frame Structure Allowing 40, 20, and 10
Update Rates
RSB Message Numbers (NORMAL MODE)
SSM Bit Assignments
Differential Output Voltages
AH-600 Strapdown AH RU Leading Particulars
AH-600 AHRU Dip Angle Compensation Programming
CS-412 Dual Remote Compensator Leading Particulars
FX-600 Thin Flux Valve Leading Particulars
PaJ&
2
4
6
48
56
63
65
103
106
115
117
AZ-81 O Digital Air Data Computer Leading Particulars 120
AZ-81 O Digital Air Data Computer ASCB Outputs 121
AZ-81 O Digital Air Data Computer Self-Test Outputs 122
Sl-225A/Sl-225S Mach Airspeed Indicator Leading Particulars 127
AL-801 Altitude Preselect Controller Leading Particulars 130
DS-125 TAS Temperature Indicator Leading Particulars 133
RT-300 Radio Altimeter Receiver/Transmitter Leading
Particulars 136
AT-300 Radio Altimeter Antenna Leading Particulars 139
ED-8oO Electronic Display Leading Particulars 141
Comparison Monitoring 153
SG-816 Symbol Generator Leading Particulars 188
MG-816 MFD Symbol Generator Leading Particulars 194
DC-81 O Display Controller Leading Particulars 198.3
22-05-07
Page LT-1
Jun 1/93
LIST OF TABLES - VOLUME I (cent)
Table
6-6
6-7
7-1
7-2
7-3
7-4
8-1
8-2
8-3
9-1
9-2
9-3
9-4
9-5
10-1
10-2
10-3
10-4
10-5
10-6
10-7
10-8
10-9
MC-800 MFD Controller Leading Particulars
RI-206S Instrument Remote Controller Leading Patiiculars
FZ-800 Flight Guidance Computer Leading Particulars
GC-81O Flight Guidance Controller Leading Particulars
SM-200 Servo Drive and SB-201 Bracket Leading Particulars
SM-200 Servo Drive Dash No. Differences
WU-870 Antenna and Receiver/Transmitter Leading Particulars
WC-870 Weather Radar Controller Leading Particulars
WI-870 Weather Radar Indicator Leading Particular
NZ-820/920 Navigation Computer Leading Particulars
CD-800/81 O Control Display Unit Leading Particulars
DL-900 Data Loader Leading Particulars
OZ-800 Receiver Processor Unit Leading Particulars
AT-801 H-Field Brick Antenna Leading Particulars
RNZ-850 Integrated Navigation Unit Leading
Particulars
RCZ-850/851A Integrated Communication Unit Leading
Particulars
ML-850 MLS Receiver Leading Particulars
ML-850 MLS Receiver ARINC 429 Outputs
RM-850 Radio Management Unit Leading Particulars
AV-850A Audio Control Unit Leading Particulars
CD-850 Clearance Delivery ControVDisplay
Unit Leading Particulars
DI-851 DME Indicator Leading Particulars
AT-860 ADF Antenna Leading Particulars
22-05=07
!?s9!2
198.9
198.15
198.18
198.21
198.28
198.28
198.32
198.35
198.44
198.50
198.55
198.63
198.66
198.68
198.69
198.75
198.82
198.84
198.86
198.91
198.95
198.99
198.102
Page LT-2
Jun 1/93
Table
10-10
11-1
11-2
11-3
11-4
11-5
12-1
12-2
12-3
12-4
12-5
12-6
12-7
12-8
13-1
13-2
13-3
134
13-5
14-1
14-2
14-3
14-4
14-5
LIST OF TABLES - VOLUME I (cent)
AT-851 MLS Antenna Leading Particulars
LP-850 Lightning Sensor Processor Leading Particulars
LP-650 Configuration Strap (CS) Jumpers
LU-850 Lightning Sensor Controller Leading Particulars
AT-850 Antenna Leading Particulars
AT-855 Antenna Leading Particulars
RT-91 OTCAS Computer Leading Particulars
RT-91 OTCAS Computer ARINC 429 Output Data
RT-91 OTCAS Computer-To-Mode S Transponder Data
XS-91 O Mode S Transponder-To-TCAS Computer Data
DX-91 OVSl~RA Display Leading Particulars
TCAS Symbology
AT-91 O Directional Antenna Leading Particulars
XS-91 OMode S Transponder Leading Particulars
Global Positioning System Sensor Unit Leading Particulars
GPSSU Digital Accuracy and Resolution
GPSSU ARINC 429 Output Data
GPSSU Binary Coded Decimal (ARINC 429) Output Data
GPSSU Discrete Coded (ARINC 429) Output Data
Inertial Reference Unit Leading Particulars
IRU Performance Accuracy
IRU Orientation Programming Pins
Mode Select Unit Leading Particulars
Battery Backup Unit Leading Particulars
PaJ&
198.104
198.105
198.109
198.111
198.113
198.115
198.116
198.119
198.120
198.120
198.122
198.126
198.134
198.136
198.140
198.142
198.144
198.145
198.145
198.149
198.151
198.155
198.158
198.162
22=05=07
Page LT-3
Jun 1/93
LIST OF TABLES - VOLUME II
Table
201 System Pedormance/Operating Limits
301 Ground Maintenance Test Procedure
501 Intermnnect Information
502 Interconnect Information for LASERE@ Ill, TCAS 11,AA-300 Radio
Aftitude Systems and the DS-1 25A TAS/TEMP Indioator
Paae
202
303
503
598.259
22=05=07
Page LT-4
Jun 1193
INTRODUCTION
This manual provides general system maintenance instructions and theory of operation for the SPZ-8000
Digital Integrated Flight Control System (DIFCS) for Cessna Citation Vll aircraft.
This manual provides block diagram information and intemonnect diagrams to permit a general
understanding of System interface.
Common system maintenance procedures are not presented in this manual. The best established shop
and flight line practices should be used.
Reference Documents
System checkouts, operational testdchecks, fault isolation, and repair are made only during ground
maintenance. Detailed instructions for these ground maintenance procedures are presented in the following
Honeywell Description and Installations manuals listed below.
SVstem Honeywell Pub. No.
AA-300 Radio Altimeter System 15-3321-06
Global Positioning System Sensor Unit 95-8698
LASERE@ Ill Ineriial Reference System 15-3343-011
LSZ-850 Lightning Sensor System A09-3950-01
PRIMUS@ 870 Coloradar System A09-3946-01
SRZ-850 Integmted Radio System A15-3800-01
FMZ-600/800 Flight Management System (FMS) A15-1147-15
TCZ-91 O Traffic Alert and Collision Al 5-3840-001
Avoidance System (TCAS)
Information on shipping, storage, and handling of all system components is contained in manual, Pub. No.
09-1100-01.
Abbreviations used in this manual are defined as follows:
Abbreviation Description
ACCEL Accelerometer, Acceleration
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Director Indicator
A/D Analog to Digital
AGC Automatic Gain Control
22-05-07
Introduction (Page 1)
Jun 1/93
Use or disclosureof informationon this page is subjectto the restrictionson the titlepage of this document.
Abbreviation
AHRS
AHRU
AIL
ALT
ANN, ANNUN
ANT
AOSS
AP, AIP
APE
APP, APR
APS
APSB, APSBK
ARM
AS
ASCB
All
AUX
AZ
BARO
WA
BC
BCD
BRG
BRK
CAP
CAS
CB
CDS
CE
CH
CKT
CLK
CLR
CMD
CMPTR
COM
COMP, COMPTR
CONT
CORR
Cos
CP
CPL
CPU
CRS
CRT
es
CT
Cu
DA
D/A
Description
Attitude and Heading Reference System
Attitude and Heading Reference Unit
Aileron
Altitude
Annunciator
Antenna
After Over Station Sensor
Autopilot
Autopilot Engage
Approach
Altitude Preselect
APS Bracket
Armed
Airspeed
AvkmicsStandard Communications Bus
Attitude
Auxiliary
Azimuth
Barometric
Bank Angle
Back Course
Binary-Coded-Decimal
Bearing
Brake
Capture
Calibrated Airspeed
Circuit Breaker
Differential Resolver
Course Error
Channel
Circuit
Clock
Clear
Command
Computer
Common
Compensation, Cornpass, or Comparator
Controller
Correction
Cosine
Cross Pointers
Couple
Central Processor Unit
Course
Cathode Ray Tube
Cross Siie
Control Transformer
Computer Unit
Drift Angle
Digital to Analog
22-05=07
Jun 1/93
Abbreviation
DEFL
DEG
DEMOD
DET
DEV, DEVN
DG
DH
DIFCS
DIFF
DISPL
DMA
DME
DN
DRC
DSR
DUP
EFIS
EL, ELEV
EMI
ENG
EO
E OFF
EX LOC
EXT
FD, F/D
FDBK
FGC
FLT
FMS
FP
FR, FRM
FSB
FV
GA, GIA
GND
GP
GPS
GPSSU
GS, G/S
HB
HBM
HDG
HDLC
HORIZ
HSI
IAS
ID
IF
Description
Deflection
Degree
Demodulator
Detector, Detent
Deviation
Directional Gyro
Decision Height
Digital Integrated Flight Control System
Differential, Difference
Displacement
Direct Memory Access
Distance Measuring Equipment
Down
Dual Remote Compensator
Desired
Duplicate
Elect ronic Flight Instrument System
Elevator, Elevation
Elect romagnetic interference
Engage
Easy-On
Easy-Off
Expanded Localizer
Extend, External
Flight Director
Feedback
Flight Guidance Computer
Flight
Flight Management System
Flight Plan
From
Forced Standby
Flux Valve
Go-Around
Ground
Glidepath
Global Positioning System
Global Positioning System Sensor Unit
Glideslope
Heartbeat
Heartbeat Monitor
Heading
High Level Data Link Control
Horizontal
Horizontal Situation Indicator
Indicated Airspeed
Identification
Intermediate Frequency
22=05-07
Jun 1/93
Abbreviation
ILS
INC-DEC
IND
INS
INTLK
INTGL
INV
1/0
IRC
IRS
IRU
1s0
Ivv
KN
L
LAT
LBS
L/c
LH
LOC
LP
LPV
LRN
LSS
LTG
LVC
LVDT
MLS
MM
MOM
MON
MSG
MSU
MUX
NAV
NC
NCD
NM
NO
NOC
NORM
OBS
Olc
OM
Osc
0ss
PAIT
PB
Description
Instrument Landing System
Increase-Decrease
Indicator
Inertial Navigation System
Interlock
Integral
Invert
Input/Output
Instrument Remote Controller
Inertial Reference System
Isolation
Instantaneous Vertical Velocity
Knots
Left
Lateral
Lateral Beam Sensor
Inductive/Capacitive
Left Hand
Localizer
Lightning Processor
Latched Power Valid
Long-Range Nav
Lightning Sensor System
Lighting
Line Voltage Compensation
Linear Variable Differential Transformer
Microwave Landing System
Middle Marker
Momentary
Monitor
Message
Mode Select Unit
Multiplexer
Navigational
No Connection or Normally Closed
No Computed Data
Nautical Mile
Normally Open
NAV on Course
Normal
Omni Bearing Selector
On Course
Outer Marker
Oscillator
Over Station Sensor
Pitch Attitude
Pushbutton
22=05=07
Jun 1/93
Abbreviation
Pews
Plso
PITCH SYNC
POR
PRI, PRIM
PROC
PROG
P/s
Pv
Pw
PWM
PWR
R
RA
RA, R/A, RAD ALT
RAM
RCB
RCT
RCVR
RCWS
REF
REL
RET
RETR
REV
RG
RH
RMI
RN, RNAV
RNAPP
RNG
RSB
RT, R/T
RTA
RUD
SAT
SBY, SBTY
SCR
Scs
Scl
SEC
SECT
SEL
SG
SIG
SIN
SIPO
SPD
SR
Description
Pitch Control Wheel Steering
Parallel In Serial Out
Pitch Synchronization
Power On Reset
Primary
Processor
Programmer, Programming
Pitot Switch
Power Valid
Pitch Wheel or Pulse Width
Pulse Width Modulated
Power
Right
Resolution Advisories
Radio Altimeter
Random Access Memory
Radio Communication Bus
React
Receiver
Roll Control Wheel Steering
Reference
Release
Return
Retract
Reverse Course (Same as Back Course)
Rate Gyro
Right Hand
Radio Magnetic Indicator
Area NAV
RNAV Approach
Range
Radio System Bus
Receiverflransmitter, Rate of Turn
Receiver~ransmitter and Antenna
Rudder
Static Air Temperature
Standby
Source
Single Channel Select
Serial Control Interlace
Seconds, Secondary
Sector
Select
Symbol Generator
Signal
Sine
Serial In Parallel Out
Speed
Soft Ride
22-05-07
Jun 1/93
Abbreviation
SRN
SSEC
STAB
STAEL
STC
STCS
STP
STR, STRG
SYNC
TA
TAS
TAT
TCAS
TCS
TGT
TK
TKE
TLA
TLE
TP
TRK
TSO
lTL
UART
VA
VAL
VANG
VAPP
VAR
VBS
Vco
VG
VLD
VOR
VORTAC
VR
VRT, VERT
Vs
Vsl
VS1/lRA
WL, W/L
Wo
wow
Wx
XMTR
YD, Y/D
Description
Short-Range NAV
Static Source Error Correction
Stabilization
Station Elevation
Sensitivity Time Control
Single Trim Channel Select
Steep
Steering
Synchronization
Traffic Advisories
True Airspeed
True Air Temperature
Traffic Alert and Collision Avoidance
System
Touch Control Steering
Target Alert
Turn Knob
Track Error
Torque Limit Aileron
Torque Limit Elevator
Test Point
Track
Technical Standard Order
Tuned to Localizer
Universal Asynchronous Receiver Transmitter
Volt Ampere
Valid
Vertical Angle
VOR Approach
Variible Gain
Vertical Beam Sensor
Voltage Controlled Oscillator
Vertical Gyro
Valid
VHF Omni Range
Colocated VOR and TACAN Stations
Volts Regulated
Vertical
Vertical Speed
Vertical Speed Indicator
Vertical Speed indicator/Traff ic
and Resolution Advisories
Wings Level
Washed Out
Weight on Wheels
Weather Radar
Transmitter
Yaw Damper
22-05-07
Jun 1/93
NOTICE
[
CRITICAL ITEMS
COMPLIANCE REQUIRED
/
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. The clearance
(distance) between the keeper pins and the drum brackets, and the diameter of the aircraft control
cables are designated INSTALLATION CRITICAL.
Measuring the distance between the keeper pins and the servo drum bracket for proper clearance,
and verifying the diameter of the aircraft control cables are critical to avoiding failures that could cause
a hazardous flight condition. Specific methods of installation are required to ensure that jamming of
the cable by the keeper and drum is extremely improbable. Refer to the REMOVAUINSTALIATION
AND ADJUSTMENT section of this manual for procedures on how to verii the keeper and drum
clearance, and cable diameter.
These technical instructions have been veriiied by performing so much of the operations, or
witnessing the performance of such operations, either actual or simulated, in true or reverse order of
installation, removal, adjustments, and repair, as will provide reasonable assurance or proof of overall
accuracy and sufficiency of these instructions. The manual will be revised as necessary to reflect
current information.
22-05=07
Introduction (Pages 7/8)
Jun 1/93
SECTION 1
SYSTEM DESCRIPTION
1. General
The SPZ-8000 Digital Integrated Flight Control System (DIFCS), shown in figure 1-1, provides the
following:
G flight director, automatic pilot, flight instrumentation (including gyro references, radio altitude, and
flight instruments)
.
crew advisories
.
air data functions (including air data displays, altitude reporting, altitude preselect, and altitude
alefiing)
.
Integrated Radio Communications System (figure 1-2) for input/wtput (1/0) and data
management with other radio communication and navigation systems
.
radio navigation
.
tong-range navigation
G
weather radar system.
Optional system features include the following:
Subsvstem
m
MDZ-816 Multifunction Display (MFD) System 1-3
FMZ-800/900 Flight Management System (FMS) 1-4
LSZ-850 Lightning Sensor System (LSS) 1-5
Traffic Alert and Collision Avoidance System II (TCAS 11)with 1-6
Mode S Transponder and AA-300 Radio Altimeter System
Global Positioning System (GPS) and LASEREF@ Ill Ineriial 1-7
Reference System (IRS)
Table 1-1 lists the components and part numbers that compose a standard SPZ-8000 system
configuration for the Citation Vll. Optional system components are listed in table 1-2. Figure 1-8
shows the approximate component locations for a standard Citation Vll installation and fgure 1-9
shows the approximate locations of optional system components. Table 1-3 lists equipment required
but not supplied by Honeywell.
22-05-07
Page 1
Jun 1/!33
Aircraft
System Component Qty Parl No. Ref Des.
Attitude and Headina Reference System
AH-600 Strapdown Attitude and Heading 2
Reference Unit (AHRU)
FX-600 Flux Valve 2
CS-412 Dual Remote Compensator 1
Electronic Flight Instrument System (EFIS)
ED-800 Electronic Display (EHSI) 2
ED-800 Electronic Display (EADI) 2
Inclinometer Kit 2
RI-206S Instrument Remote Controller 1
DC-8 10 Display Controller
Air Data System
2
(see note) 2
2
AZ-81 O Digital Ak Data Computer
S1-225S Mach Airspeed Indicator (Pilot)
SI-225A Mach Airspeed Indicator (Copilot)
Dual Fli@t Guidance System
GC-81 O Fliiht Guidance Controller
SM-200 Sewo Drive (Aileron)
SM-200 Servo Drive (Elevator)
SM-200 Servo Drive (Rudder)
SB-201 Servo Bracket
Weather Radar System
WU-870 Antenna and Receiverflransmitter
Unit
2
1
1
1
2
1
1
1
1
3
1
1
7003360-932
7010133
2593379-002
7003110-921
7003110-921
7005400-901
4026206-974
7011674-316
7011674-416
7005819-729
7000700-954
7004577-903
7005358-902
7002860-902
7003974-718
7011702-925
4006719-906
4006719-906
4006719-913
4005842
7012640-901
7007700-803
1
4
5
2
3
N/A
23
65
65
115
9
16
25
25
10
11
12
13
14
N/A
59
63
NOTE: The EFIS -416 symbol generator is interchangeable with the EFIS -316 synbol generator.
Table 1-1
22-05=07
Page 2
Jun 1/93
Aircraft
Svstem Component
@
Part No. Ref Des.
Integrated Radio Svstem
ML-850 MLS Receiver
AT-851 MLS Antenna (Fore)
AT-851 MLS Antenna (Aft)
RCZ-850 Integrated Communication Unit
AT-860 ADF Antenna
CD-850 Clearance Delivery Control/Display
Unit
2
2
2
2
2
2
2
2
2
1
7510600-901
7510638-901
7510638-901
7510700-901
7012100-983
7510300-901
7511001 -9XX
7513006-911
7510100-911
7513000-805
116
118
119
143
144
158
160
163
164
165
Table 1-1 (cent)
22-05=07
Page 3
Jun 1/93
Use or disclosure of information on this page is subject 10 the restrictions on the title page of this document.
Aircraft
System Component
m
Part No. Ref Des.
Radio Altimeter System
RT-300 Radio Altimeter Receiver~ransmitter
AT-300 Antenna (Receiver)
AT-300 Antenna (Transmitter)
1
1
1
7001840-926
7003586
7003586
20
21
22
Air Data Svstem
DS- 125A TAS/SAT/TAT Indicator 1 7002638-906 27
Weather Radar System
WC-870 Weather Radar Controller (note 1)
WC-870 Weather Radar Controller (note 2)
WI-870 Weather Radar Indicator (note 2)
2
1
1
7008471-803
7008471-801
7007700-801
61
61
63
Fliaht Management System
CD-81 O Control Display Unit (Color option)
NZ-820/920 Navigation Computer (note 3)
DL-900 Data Loader (note 4)
2
2
1
2
2
7007549-901
7004402-VAR
7016600-901
7004608-901
7011103
120
121
123
141
142
Multifunction Display System (MFD\
MG-816 Mdtifunction IXsplay Symbol
Generator
MG-816 Multifunction Display Symbol
Generator (note 5)
MC-800 Multifunction Dkplay Controller
ED-800 Multifunction Display
1 7011675-316 125
7011675-416 1 125
126
127
1
1
7007062-925
7003110-921
Integrated Radio System
RCZ-851 A Integrated Communication Unit
(Pilot)
(CoPilot)
1
1
7510700-803
7510700-901
143
143
Table 1-2
22=05-07
Page 4
Jun 1/93
Aircraft
System Component Qtv Part No. Ref Des.
LicahtningSensor System
LU-850 Lightning Sensor Controller (note 2)
AT-850 Lightning Antenna (Teardrop)
AT-855 Lightning Antenna (Brick)
Global Positionirm System
GZ-81 O Global Positioning System Sensor Unit
(GPSSU)
AT-81 O GPS Antenna
Inertial Reference System
Inertial Reference Unit (IRU)
Mode Select Unit
TCAS II
XS-91 O Mode S Transponder
RT-91 O TCAS R/T Computer Unit
AT-91 OTCAS Directional Antenna
DV-91 O VS1/TRA Disr.dav
1
1
1
1
1
1
2
2
1
1
1
2
7011822-903
7011865-903
4057697-901
7014062-901
HG2021AB02
26002806-201
HG2001 ABXX
CG1042AB04
4061400-903
4066010-903
7514060-902
4067241-860
145
146
147
147
149
150
170
172
191
193
194
196
NOTES: 1. The WC-870 replaces the WI-870 when the MFD system is installed.
2. If the LSZ-850 Lightning Sensor and MFD systems are installed, the LU-850 can be
replaced by using the controls on the WC-870, Patl No. 7006471-801. With no
MFD, the LU-850 can be replaced by using controls on the WI-870, Parl No.
7007700-801.
3. The following optional navigation computers are available.
Component Part No. Features
NZ-820 7004402-8XX Backup Battery/Standard Database/VNAV
NZ-820 7004402-8XX Backup Battery/Standard DatabaseNNAV/AFIS
NZ-920 7004402-9XX Backup Battery/Quad Density DatabaseNNAV
NZ-920 7004402-9XX Backup Battery/Quad Density Database/VNAV/AFIS
4. The DL-900 Data Loader can be installed in a portable case, Part No. 7016602-901.
5. The MFD -416 symbol generator is interchangeable with the MFD -316 symbol
generator.
Table 1-2 (cent)
22-05=07
Page 5
Jun 1/93
Function and Designation Qtv DescrirXion
AP Disconnect Switches - S1, S2 2 Normally closed, momentary pushbutton,
1 pole; Switch rated at 28 V dc at 100 rnA
Touch Control Steering Switches - S3, S4 11 Normally open, momenta~ pushbutton, 1 pole;
Go-Around Switches - S5, S6 28 Vdcat 100mA
AHRS Switches - S7, S8
Annunciator Reset Switch - S9
Reversion Switches - S1O, S11, S12, S13
Maintenance Test SEL Switch - S14
ASCB Test Connectors:
Pl, CPI
Jl, CJ1
P2, CP2
J2, CJ2
Over Temp/System Maintenance
Annunciators; FB-1 through FB-8
Aural Alefi Horn; Horn-1, Horn-2, Horn-3
Relays; K-1, K-2
Resettable Annunciators; SA-1, SA-2
(Optional)
Potentiometer - R1
Cooling Air Fans
Airflow Sensors
Fast Erect Switches - S15, S16
AFCS Master Select Switches/Annunciators
1
2
2
2
2
8
3
2
2
1
3
3
2
2
Fail Switches/Annunciators 2
Trim Annunciators 2
2-pole single throw; toggle; rated at 100 rnA
Trompeter 3105-0032-2 (4 lug)
Magnetic Latching Annunciators, Minelco Part
No. BHGD21T-28-BLK/YS-209, Annunciator
Mfg, Minelco Inc, Sub. of Talley Industries Inc,
Thomastom, CT
Mallory Sonalert, Model SC-628, or equivalent
1-pole double throw, Coil -28 V dc, 100 mA,
Contacts - c 1 ampere
Momentary SPST switches with integral
annunciator light, lamps 28 V dc, 2 per
annunciation, switch contacts rated at 100 mA
Dimming rheostat, 50 KQ
Rotron Propimax 3, Model 718ZH, or
equivalent
Texas Instruments, Klixon 2 SE series, or
equivalent
Normally open, spring loaded, momentary
toggle 1-pole, rated at 100 rnA
DPPT momentary pushbutton, rated at
28 V dc, at 100 mA with integral annunciator
light. 28 V dc lamps, up to 4 lamps per
annunciation at 40 mA each
Momentary pushbutton, rated at 28 V dc,
at 100 mA with integral annunciator light.
Lamps 28 V dc, up to 4 lamps per annunciation
at 40 rnA each
Annunciator with 3-way split legend, lamps
8 V dc, up to 2 lamps per legend at 40 rnA
each
Equipment Required But Not Supplied by Honeywell
Table 1-3
22-05=07
Page 6
Jun 1/93
+
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22-05-07
Pages 718
Jun 1/93
TO FMS To
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Fgure 1-2
22-05-07
Pages 9/1 O
Jun 1/93
Use or disclosure of information on thisPageis subject10the restrictionson the titlePageof this document.
MAINTENANCE
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Figure 1-3
22-05=07
Pages 11/1 2
Jun 1/93
Use or disclosureof informationon thispageis subject10the restrictionson the titlepage of thisdocument.
429LS
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Figure 1-4
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m 34553
22-05-07
Page 13
Jun I/93
Use or disclosureof informationon thispage k subjectto the restrictionson the titlepageof thisdocument.
I
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Figure 1-5
22-05=07
Page 14
Jun 1/93
yJII14ANCE
CITATfONVil
ARINC 429 Ls
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Figure 1-6
22-05-07
Pages 15/1 6
Jun 1/93
RT-300 RADIO ALTIMETER
RECEIVER/TRANSMITTER
/
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vsl/TRA
DISPIAY
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Figure 1-7
22-05=07
Q
AT.81O GPS ANTENNA
Pages 17/1 8
Jun 1B3
AD-34555-RI
\
13 17 14
1, 2, 3, 4, 7, 8 ~Ts)
l? /
1,2,3,4 (COPILOTS)
w
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Standard Component Locatnns
Figure 1-8
ITEM NO.
1.
2.
3.
4.
5.
6.
7.
6.
9.
10.
11.
12.
13.
14.
15.
16.
t 7.
NOMENCLATURE
AH-600STRAPDOWNAHRU
FZ-600 FLIGHTGUIDANCECOMPUTER
SG-616 SYMBOLGENERATOR
AZ-61ODIGITALAIRDATACOMPUTER
WU-870 ANTENNAANDRCVFVXMTR
RCZ-650INTEGRATEDCOMMUNIT
RNZ-650 INTEGRATEDNAVUNIT
MSL-650 RECEIVER
AT-851MLSAANTENNA
SM-200 SERVO DRIVE (ELEVATOR)
SM-200 SERVO DRIVE (RUDDER)
FX-600 THIN FLUXVALVES
SM-200 SERVO DRIVE (AILERON)
CS412 DUALREMOTECOMPENSATOR
INSTRUMENTPANELANDPEDESTAL
MOUNTEDCOMPONENTS
G ED-6ooELECTRONICDISPIAYS (EADI,EHSO
G GC-61OFLIGHTGUIDANCECONTROLLER
G W1470 WX tNOICATOR
G DC-61ODISPLAYCONTROLLER
G 01-651DME INDICATOR
G AL-601ALTITUDEPRESELECTCONTROLLER
G RM-650RADIOMANAGEMENTUNIT
G RI-206SINSTRUMENTREMOTECONTROLLER
G AV-650AAUDIOCONTROLUNIT
G SI-225N225S MACHAIRSPEEDINDICATOR
G CD-65OCLEARANCEDELIVERYCONTROU
DISPLAYUNIT
AILERONSURFACEPOSITIONFEEDBACK
SYNCHRO(CESSNAFURNISHEDITEM)
AT-6&1A13FANTENNA
AO.34556
22-05-07
Pages 19/20
Jun 1193
c
2 (PILOTS)
.U. 7/
U
Optional Component Locations
Figure 1-9
/
/
4,6, 15
ITEMNO
-
1.
2.
3.
4.
5.
8.
7.
8.
9.
10.
11.
12.
13,
14.
15.
16.
NOMEMCIATURE
MO-616MFDSYMBOLGENERATOR
LASERIll INERTIALREF UNIT
NZ-S20/920NAVCOMPUTER
GZ-61OGLOBALPOSITIONINGSYSTEM
SENSORUNIT
AT-61OGPS ANTENNA
XS91O KK)DES TRANSPONDER
AT-3LMRADIOALTIMETERANTENNA(RECEIVER)
AT-3ooRADIOALTIMETERANTENNA(TRANSMITTER)
RT-300RADIOALTIMETERRECEIVER/TRANSMllTER
LP-650LIGHTNINGSENSOR PROCESSOR
02-600 RECEIVERPROCESSORUNIT
AT-S5LU8S5 LIGHTNINGANTENNA
AT-SWH-FIELDBRICKANTENNA
RT-910TCASDIRECTIONALANTENNA
RT-91OTCASR/l COMPUTERUNIT
INSTRUMENTPANELAND PEDESTAL
MOUNTEDCOMPONENTS
G EO-600ELECTRONICDISPLAY(MFD)
G LU-650LIGHTNINGSENSORCONTROLLER
G WC-670WX CONTROLLER
G WI-670WX INDICATOR
G DS-125ATASTEMP INDICATOR
G WDE SELECTUNIT
G DV-91OVS1/TRADISPLAY
G MC-600MFDCONTROLLER
G cD._10 CONTROLDISPLAYUNIT
AQ.34557
22-05-07
Pages 21/22
Jun 1/93
Use or disclosureof informationon thispage is subjectto the restrictionson the Iille pageof thisdocument.
2. System Description
The SPZ-8000 DIFCS consists of the following subsystems, which are described in paragraphs 2.A
thru 2.M.
AHZ-600 Attitude and Heading Reference System (AHRS)
ADZ-81 O Air Data System (ADS)
AA-300 Radio Altimeter System
EDZ-816 Electronic Flight Instrument System (EFIS)
DFZ-800 Dual Flight Guidance System
PRIMUS@ 870 Weather Radar System
MDZ-816 Multifunction Display (MFD) System
SRZ-850 Integrated Radio System
FMZ-800/900 Flight Management System (FMS)
LSZ-850 Lightning Sensor System
Traffic Alert and Collision Avoidance System (TCAS 11)
Global Positioning System (GPS)
LASEREF@ Ill Inertial Reference System (IRS)
The SPZ~8000 is a complete automatic flight control system providing complete fail-operational
execution of flight director guidance, autopilot, yaw damper, and trim functions. The automatic path
mode commands are generated by the FZ-800 flight guidance computer, which integrates the attitude
and heading reference, air data, and EFIS into a complete aircraft control system. As a control
system, the SPZ-8000 DI FCS provides the stabilization and control needed to ensure optimum
performance throughout the aircraft flight regime.
NOTE Fa#operationa/ means that if any device connected to the Avionics Standard
.
Communications Bus fails, the bus remains operational.
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 and safety design features to provide high
through-put, fail-operational data exchange within the system. The ASCB consists of two serial
synchronous digital 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 attitude/heading reference system,
the digital air data system, and the EFIS. The flight guidance computer is the bus controller, 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,
22=05=07
Page 23
Jun 1/93
2,
The system data communication is split between the main system bus (ASCB) and priiate line paths
provided for specific sensitive data for which fault isolation is required. These specific private line
paths include the following:
G AH-600 AHRU attitude and heading to EFIS
G AZ-81 O DADC Mach airspeed to SI-225W225S Mach Airspeed Indicator
G AZ-81 O DADC vertical speed to EHSI Vertical Speed Indicator
G GC-81 OController to FZ-800 Flight Guidance Computer
G DC-81 O Display Controller to SG-816 Symbol Generator
c SG-816 Symbol Generator to ED-800 EFIS displays
G MC-800 MFD Controller to MG-816 MFD Symbol Generator
. MG-816 MFD Symbol Generator to ED-800 MFD display
Also, switched NAV data is input directly to the AFCS and flight instruments to ensure that both
subsystems may independently assess ILS and MLS data during approaches.
The system displays heading, course, radio bearing, pitch and roll attitude, barometric altitude,
selected alert altitude, radio altitude, rate-of-turn, course deviation, glideslope deviation, to-from
indications, and DME indications. Lighted annunciators denote selected flight mode, altitude alert,
decision height, and go-around mode engagement. Pitch and roll steering commands developed by
the FZ-800 Flight Guidance Computer in conjunction with the GC-81 O Flight Guidance Controller are
displayed by steering pointers to enable the pilot to reach and/or maintain the desired flight path or
attitude.
A. AHZ-600 Attitude and Heading Reference System (AHRS)
The AHZ-600 AHRS comprises the foIlowing components:
G
AH-600 Strapdown AHRU
G
CS-412 Dual/Remote Compensator
G
FX-600 Flux Valve
The AHZ-600 is a strapdown system that differs from a platform system. A typical platform
system has the following characteristics:
G
It uses gimballed 2.5 to 3 degrees of freedom gyros.
G
It has a spinning mass that is isolated from the airframe by gimbals.
G
The output signals are displacement sensitive.
Characteristics of a strapdown system are:
G
It has no gimbals.
G
The spinning mass follows the airframe.
G
The output signals are rate sensitive.
The AHZ-600 Strapdown AHRS is an all attitude inertial sensor system that provides aircraft
attitude, heading, and flight dynamics information to the ADI and HSI displays, flight control
(DIFCS), weather radar antenna platform, and other aircraft systems and instruments. The
AHZ-600 differs from conventional vertical and directional gyro systems in that the gyroscopic
elements are rate gyros strapped down to the principal aircraft axes. A digital computer
contained in the AH-600 mathematically integrates the rate data to obtain heading, pitch, and
roll. The FX-600 flux valve and three accelerometers in the AH-600 provide long- term
references for the system. The AH-600 is pin programmable to provide optimized heading
performance in four separate regions on the eatth.
22-05=07
Page 24
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the Iitle page of this document.
External switches enable the pilot to manually slew the AH-800 AHRU heading to
output and to make mode control inputs to the AHRU. The CS-412 Dual Remote
provides single cycle N-S, E-W compensation for the flux valve.
2. B. ADZ-81 O Air Data System
The ADZ-81 O Air Data System comprises the following components:
G
AZ-81 O Digital Air Data Computer
.
DS-125A TAWTEMP Indicator (Pilots side)
.
S1-225S Mach Airspeed Indicator (Pilots Side)
.
SI-225A Mach Airspeed Indicator (Copilots Side)
G
any desired
Co~ensator
The AZ-81 O Digital Air Data Computer (DADC) is a microprocessor-based digital computer that
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
mmputing the standard air data functions. The DADC provides outputs suitable for driving the
S1-225/U225S and DS-1 25A indicators, transfxmder, flight recorder, flight director, and autopilot,
as well as other elements of the flight mntrol system.
The AL-801 Altitude Preselect Controller provides displays for altiiude alefting and attitude
preselect. The amputations for these functions are performed by the AZ-81 O DADC.
c. AA-300 Radio Altimeter System (Optional)
The AA-300 Radio Attimeter System comprises the following components:
G
RT-300 Radio Altimeter Receiver Transmitter
.
AT-300 Antenna
The AA-300 Series Radio Altimeter System is a high resolution, short-pulse radio altitude system
designed for automatic continuous operation over wide variations of terrain, target reflectivity,
weather, and aircraft attitude. 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 both pilot and copilot MFD RAD ALT displays and supplies
attiiude information to the flight guidance system.
Proper system operation is indicated by the absolute altitude being in view on the MFD. The
RAD ALT display is 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 4V3-300 may be used in-flight to monitor absolute altitude at any attitude 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 attitude. 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.
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Jun 1/93
2. D. EDZ-816 Electronic Flight Instrument System (EFIS)
The EFIS comprises the following components:
G
ED-800 Electronic Display (EADI and EHSI)
G
G
G
The EFIS displays pitch and roll attitude, heading, course orientation, flight path commands,
weather presentations, and mode and source annunciations, air data parameters, and fault
warning information.
The primary features the EFIS 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 are integrated into the
pilots prime viewing area. Each symbol generator is capable of driving four ED-600 displays,
such that in case of a symbol generator failure, the remaining symbol generator drives the
displays on both sides. In the case of a display failure, a composite attitude/heading display
format can be displayed on the remaining display.
The switching of attitude and navigation sensor data to be displayed is provided electronically.
All comparison monitoring of criiical display information is done within the EFIS.
The primary attitude data from the AHRS is sent to the EFIS symbol generator over a dedicated
serial bus to meet the certification requirements for isolation of the primary data to the pilots
instruments.
The ASCB extends the capability and flexibility of the EFIS system. The ASCB links other
subsystems as required for display and pilot operational integration.
E. DFZ-800 Dual Flight Guidance System
The DFZ-800 Dual Flight Guidance System comprises the following components:
G
G
c SM-200 Servo Drive and Bracket (Aileron, Elevator, and Rudder)
The DFZ-800 Flight Guidance System provides full fail-operational flight director, autopilot, yaw
damper, and trim. Fail-operational capability is provided by redundant flight control functions.
Only the servos are nonredundant. Existence of dual attitude/heading and air data sensors is
used to full advantage within the DFZ-800 System through sensor voting and redundancy
management techniques. The fail-operational characteristic is extended to include sensor
failures.
Each servo is a single channel unit and is connected to both flight guidance computers. Only
one computer will be actively controlling the setvos. 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 mmputer. In this way,
fail-operational control is achieved.
22=05=07
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Jun 1/93
The single GC-81 O Flight Guidance Controller is used to engage the system, select the
operating modes, and select the HSI and DADC being used to interface with the flight guidance
mmputer. The pitch wheel is also part of this unit.
2. F. PRIMUS@ 870 Digital Weather Radar System
The PRIMUS@ 870 Weather Radar system is an X-Band digital radar, designed for weather
detection and analysis, and ground mapping. The system consists of the following components:
.
WU-870 Antenna and Receiver/Transmitter Unit
G
G
WI-870 Weather Radar Indicator (Optional)
The PRIMUS@ 870 system detects storms along the flight path of the aircraft and gives the flight
crew a visual indication, in color, of storm intensity. In the weather detection mode, target
returns are displayed at one of five video levels (O, 1, 2, 3, or 4), with O represented by a black
screen because of weak or no returns, and levels 1, 2, 3, and 4 represented by green, yellow,
red, ati magenta respectively, to show progressively stronger returns. In ground mapping
mode, video levels of increasing reflectivity are displayed as black, cyan, yellow, and magenta.
When the PRIMUS@ 870 is operated in con@ction with the EFIS, radar video is provided for
display on the EHSI. Radar information may also be displayed on the Multifunction Displays
(MFDs). The radar range, radar operating mode, and antenna tilt functions are all controlled by
pushbuttons on the WC-870 (if installed the WI-870), or menu selections on the MFD. The pilot
side display and the copilot side display are independently controllable. When both displays are
active, the left side EFIS or MFD displays the data received during the time that the antenna is
sweeping from left to right, and the right side EFIS and MFD displays the data received during
the right to left sweep.
G. MDZ-816 Multifunction Display System (Optional)
The MDZ-816 Multifunction Display System consists of the following components:
.
G
G
ED-800 Electronic Display for MFD
The Multifunction Display System (MFD) presents data to the flight crew that will enhance the
operation of the aircraft. This data includes normal and emergency checklists, navigation maps,
and weather radar. In addition, the MFD provides backup capability for the EFIS Symbol
Generator and EFIS display tube failures.
The MG-816 Symbol Generator is the focal point of information flow in the MDZ-816 System.
The symbol generator pedorms the conversions necessary to interface this
microprocessor-based system to the sensors in the aircraft. This information is then processed
using computer techniques to filter, scale, store, and remnvefl the information to the video and
deflection signals required to control the electron beam on the ED-800 Electronic Display. The
MC-800 MFD Controller provides a means for pilot selection of display modes and formats.
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Jun 1/93
Use or disdosure of information on this page is subject to the restrictions on the title page of this document.
2. H. SRZ-850 Integrated Radio System
The SRZ-850 Integrated Radio System includes the following components:
.
.
G
G
G
G
G
RCZ-851 A Integrated Communication Unit (for use with TCAS only)
ML-850 MLS Receiver
RM-850 Radio Management Unit (RMU)
CD-850 Clearance Delivery ControlKlisplay Unit
AT-860 ADF Antenna
AT-851 MLS Antennas (two per system)
The SRZ-850 Integrated Radio System is a dual, remote-mounted, digital radio system that
enmmpasses all standard navigation and communication functions, including VOR, DME, ILS,
MLS (optional), VHF communication with extended frequency range, MARKERS, and Modes
A/C/S Transponders, all of which are operated from two (Pilot and Copilot) Radm Management
Units (RMUS). The radio system also interfaces with the optional Traffic Alert and Collision
Avoidance System (TCAS). The RMUS also provide backup navigation display capabilities.
The ML-850 Microwave Landng System (MLS) Receiver is used (as an ancillary NAV unit) in
conjunction with the RNZ-850 Integrated Navigation Unit. The RNZ-850 Integrated Navigation
Unit provides VHF NAV and ADF receiver and DME transceiver functions. The RCZ-851 A
Integrated Communication Unit provides VHF COM transceiver and Mode S Transponder
functions. Microphone selection, radio headset and speaker audio selection, and volume control
are provided by the AV-850A Audio Control Unit.
The basic radio control functions are:
G
VHF COM mode and channel
.
VHF NAV mode and channel
.
ADF mode and channel
G
Transponder reply code and mode
.
MLS azimuth, elevation, and channel
G
Audio Panel
G
DME (Independent Channeling in the Split Mode)
Frequency and mode control of the radios can be input by the operator from either the Radio
Management Unit, via the FMS, or by the Clearance Delive~ Unit (CDU).
Wtih the exception of the audio signals and emergency tuning commands, all data for these
control functions are transmitted via a Radio System Bus (RSB) as shown in figure 1-10. Audio
switching mntrol is input by means of controls on the Audio Panel itseff. The audio signals are
transmitted from the remote units to the audio panel via a dedicated digital audio bus.
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Jun 1/93
SECONDARY PRIMARY
RSB RM-B50 RADIO SY!
RMu
J
I
w
AV-850A
AUDIO CONTROL UNIT
RCZ.850
INTEGRATED
COM UNIT
(
(
DIGITAL
AUDIO
RNZ-850
INTEGRATED
NAV UNIT
&
AT-851 MLS
RECEIVER
DI-851 DME INDICATOR
SECONDARY
EMBUS
RM.850
RSB
RMu
GiiiiiJ
AV-850A
AUDIO CONTROL UNIT
-m
e
AT-851 MLS
RECEIVER
DI-851 DME INDICATOR
1
AD-36746
Radio Management System Bus Diagram
Figure 1-10
22-05=07
Page 29
Jun 1/93
With the exception of a DME Indicator, all the navigation data is displayed on the EFIS. A
separate DME indicator is provided, that displays the distance, groundspeed, time-to-station, and
station identifier.
Basic to the overall system design are cluster modules in the COM and NAV remote units. The
cluster module is an interfacing element that collects data from the RSB, distributes this data to
the respective functional modules (ADF, DME, etc) via the MLS Radio Communication Bus
(RCB), and also collects data through the MLS RCB from the functional modules to be broadcast
on the RSB.
The RM-850 RMU broadcasts messages addressed to radio functional modules and receives
data from the radios via the RSB. Three major functions of the RMU are to output tuning
(channel or frequency) control data, output operational mode control data for the radios, and
display the tuned active channel or frequency and operational mode.
The RSB is a high-speed (667 kHz) multi-user bus that allows all radios and control heads to
broadcast data on the bus for the purpose of tuning radios to the desired channel or frequency
for aircraft communication and navigation. Three buses are used for redundancy in the event
that one or more buses become inoperative for any reason.
Physically, RSB consists of three separate multi-user serial half duplex, digital communications
buses. Each bus is electrically isolated from the others, and all buses are electrically isolated
(transformer coupled) from the circuitry inside the units installed on the bus. Each bus is
terminated at each end with an appropriate termination (resistor) network as shown in figure
1-11.
The bus is connected in a manner that one primary bus serves all of the radios. Two secondary
buses, one for each side, serve the radios on that side only. By connecting the buses as
shown, only three control bus connections through the pressure bulkhead are usually required.
The RSB has no bus controllers commanding users to transmit data. User components know
when they should transmit by having synchronized themselves to broadcasts on the bus and are
continually desynchronizing their clocks to valid broadcasts on the bus. A valid broadcast is
defined as a transmission that has the correct transmit address and has occurred in a time slot
defined for that address.
Loss of the prima~ bus only eliminates the cross-side control feature. In that event the RMUS
or control heads can no longer tune their off side radios. However, no radio functions are lost.
The radios on both sides are still fully functional via their secondary buses.
22=05=07
Page 30
Jun 1/93
r
.
PILOT RMU
I
I
(
SECONDARY +
RSB
1-
1
(
+
I
PRIMARY
RSB _
L .
r
.
PILOT OME
lNOfCATOR
I
(
SECONDARY +
RSB
1-
1
I
I (
PRIMARY +
RSB _
L.
pTmGv-
1
{
SECONDARY +
RSB
1-
1
BOBBIN
I
PRIMARY
(
+
I
RSB _
L -
I
SECONDARY
I
RSB
I
I
I
PRIMARY
RSB
L
,
COPILOT RMU
1
I
1
+
SECONDARY
- RSB 1
I
-1
I
+PRIMARY
RSB
I
)J
1
I
I
I
I
I
-l
1
I
I
I
I
I
J
Radio System Bus (RSB) Network
Figure 1-11
22=05-07
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Jun 1/93
Use or disclosureof informationonthispage k subjectto the restrictionson the titlepageof thisdocument.
2. 1. FMZ-800/900 Flight Management System (Optional)
The FMZ-800/900 Flight Management System (FMS) consists of the following components:
G
G
G
DL-900 Data Loader
G
G
The FMS has many varied functions such as; remote radio tuning, flight plan building and
storage, waypoint creation and storage, and information on navaids and earth reference points,
such as airports, intersections, runways, and routes. However, the prirnaty function of the FMS
is accurate short- and long-range lateral and vertical navigation. Although the FMS interfaces
with a variety of short-range and long-range sensors, the sensors themselves are not part of the
FMS. The FMS provides lateral and vertical navigation guidance for display and coupling to the
DIFCS. The CD-800/CD-81 O Control Display Unit (CDU) is the primary means for pilot interface
with the system.
The Navigation Computer can intefface with three long-range sensors, one via an ARINC 429
bus 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 intetface to the
AHRS, Air Data, MFD, EFIS, and DIFCS 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 an RS-422 private-line interface. To provide high accuracy long-
range navigation, the Navigation Computer is designed to connect to AHRS, Omega/VLF
sensors plus VOWDME. Wtih 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 EFIS or MFD. 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 intefval. The DL-900 Data Loader is used for this purpose.
The navigation pati 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 DIFCS to steer the aircraft along the desired route. Routes
are defined from the aircraft present position to a destination way~int via a direct great circle
route or via a series of great circle legs connected by intermediate waypoints.
22-05-07
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Jun 1/93
2. J. LSZ-850 Lightning Sensor System (Optional)
The LSZ-850 Lightning Sensor System consists of the following components:
G
.
AT-850 (Teardrop) Antenna or AT-855 (Brick) Antenna
G
The Lightning Sensor System detects lightning activity in the region around the aircraft (within
100 NM) and determines the bearing and range of each lightning discharge. However, range
information is not available for all strikes - horizontal (cloud to cbud) strikes and activiiy beyond
100 NM contain no range information, but bearing is available in these cases, Areas of lightning
activity are represented with unique lightning symbols as shown in figure 1-12. These synbols
are displayed in conjunction with weather radar displays on the EHSI or MFD. Each lightning
symbol represents the center of a circular area with a radius of 9 NM and the rate-of acurrence
for the last 2 minutes.
The magenta aleft symbols are used to display every lightning discharge detected by the
processor. These symbols will be displayed at the correct bearing of the discharge and at the
maximum selectable range. All lightning discharges, whether rangeable or not, are displayed in
this manner. These symbols are displayed for 5 seconds in each instance.
The white rate symbols are displayed at the center of 9 NM radius areas of lightning activity.
The different symbols are displayed for any rangeable lightning activity bgged by the system
according to the rate of activity vs range. It is important to remember that the symbol does not
represent single lightning strikes, but shows history of Iiihtning activity in an area. The symbol
for a given area will be displayed as long as rangeable lightning activity occurrs in that area at a
fast enough rate.
Mode control of the Lightning Sensor System can be accomplished in one of three ways;
through the LU-850 Lightning Sensor Controller, the WC-870 Weather Radar Controller, or the
WI-870 Weather Radar Indicator. The method used depends upon which components are
installed in the aircraft. If an MFD system is installed, the LU-850 can be replaced by using the
controls on the WC-870. If an MFD is not installed, the LU-850 can be replaced by using the
controls on the WI-870.
The Lightning Sensor System accepts latitude/longitude inputs from a long-range navigation
system, heading from a compass or strap-down heading reference system, and airspeed from
one of any number of sources.
h
WHITE
4
WHITE
$
WHITE
4
MAGENTA
RATE 1 RATE 2 RATE 3
ALERT
ACI 1~.R5
Lightning Symbols
Figure 1-12
22=05-07
Page 33
Jun 1/!33
2. K. TCAS II (Optional)
The following components comprise TCAS 11:
.
RT-91 O TCAS Computer Unit (CU)
.
AT-9 10 TCAS Directional Antenna(s)
G
XS-91 O Dual Diversity Mode S Transponder
.
DV-91 O Vertical Speed Indicator/Traffic and Resolution Advisory
(VSI/TRA) Display
.
Parl of the two RM-850 Radio Management Units
.
Parl of the aircraft audio system
NOTE- The trans rider, the RMUS, and the audio system are pafi of the
(PRIMU 8 11)SRZ-850 Integrated Radio System.
TCAS is designed to act as a backup to the Air Traffic Control (ATC) system and the see and
avoid concept. TCAS computes closure rate and altitude of all transponder-equipped aircraft in
the surrounding airspace. Surveillance volume is defined by a minimum horizontal radius of 14
nautical miles, and a minimum vertical range of *12,700 feet. TCAS continually interrogates
transponders in that airspace, processes their replies, and tracks their fliihtpaths. Flightpaths
that are predicted to penetrate a collision area surrounding the TCAS aircraft are annunciated by
TCAS. The physical dimensions of the collision area are time-based and vary as a function of
horizontal and veftical closure speeds (Range Rate and Altitude Rate) and horizontal and
vettical distances (Range and Altitude) between the TCAS aircraft and the intruder aircraft.
TCAS operational displays are divided into two distinct advisories:
.
Traffic Advisories (TA), which indicate the range, bearing and relative altitude of the
intruder aircraft.
G
Resolution Advisories (RA), which indicate what vertical maneuver is to be performed or
avoided in order to assure safe separation.
TCAS plots local air traffic on the VSUTRA display and in the event of a conflicting flightpath,
guides the pilot toward the correct avoidance maneuvers. Alternate displays can be used with
TCAS. Traffic advisories can be displayed on the weather radar indicator, EFIS, or the VSlfiRA
displays. Resolution advisories can be displayed on either EFIS or the VS1/TRA displays.
Displayed traffic and resolution advisories are also supplemented by synthetic voice advisories.
The Mode S Transponder is an integral pad of TCAS. Aircraft equipped with TCAS
communicate with other TCAS-equipped aircraft through their Mode S transfxmcters for
coordination of collision avoidance maneuvers.
Mode selection and other operational commands for the system are generated within the Radio
Management Unit (RMU), which is also part of the SRZ-850 Integrated Avionics System. These
commands are conveyed to the TCAS Computer Unit, from the Mode S transponder, via ARINC
429 data. If the TCAS computer calculates that an advisory should be presented to the flight
crew, it will provide ARINC 429 output data to VSVTRA display, and a synthesized voice will be
applied to the audio output.
22=05=07
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Jun 1/93
2. L. Global Positioning System (Optional)
The Global Positioning System (GPS) tracks a minimum of four satellites, processes the
received signals, and determines the system latitude, longitude, altitude, time and velocity.
When less than four satellites remain trackable, the system uses inertial information from the
IRS and air data computers to continue determinatiin of position. When a fourth satellite is
acquired, the system revetts to normal tracking mode. The GPS mnsists of the following
components:
G
Global Positioning Sensor System Unit (GPSSU)
.
AT-8 10 GPS Antenna
M. LASERE@ Ill Inertial Reference System (Optional)
The IRS is an all attitude inertial sensor system. Typical installation is normalfy a dual system
configuration comprising the following components:
.
Two Inertial Reference Units and Mounting Trays
.
Two Mode Select Units
G
24 V dc battery backup (not supplied)
The LASEREl@ Ill IRS senses movement and rotations using inertial accelerometer sensors
and laser ring gyros (within the IRU). From this information, the system calculates present
aircraft position, velocity, heading, and attitude. The IRS then outputs this information digitally to
the Dual Flight Control System, Weather Radar System, DADC, FMS, EFIS, and MFD System (if
installed).
The IRU is the primary component of IRS. The IRU uses ARINC 429 standard communication
buses to transmit the following flight information to the aircraft avionics:
.
G
G
G
Primary attitude
Body linear accelerations (longitudinal, lateral, and normal)
Body angular rates (pitch, roll, and yaw)
Inertial velocity (N-S, E-W, ground speed, track angle, and vertical rate)
Magnetic and true north reference heading
Navigation position (latitude, longitude, and inertial altitude)
Wind Data (wind speed and angle, and drift angle)
Calculated data (flightpath angle and acceleration, alma track and cross track
acceleration, inertial pitch and-roll rate, vertical acceler&on, and potential vertical speed)
A dedicated +24 V dc battery backup (not supplied) is required for proper operation of the IRU.
The mode select unit (MSU) enables the flight crew 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).
22-05-07
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Jun 1A33
Honeywell
The IRU is similar, in many ways, to the
MAINTENANCE
MANUAL
CITATlONVll
AHRU. The major differences are the IRU:
.
uses Laser gyros in place of the fiber optic gyros
G provides magnetic and true nofih reference outputs
G provides present position data outputs
.
can accept position update input from the optional Global Positioning
System (GPS).
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.
3. Digital Information Transfer Systems
An essential function of the SPZ-8000 System is information interchange between subsystems andor
between Line Replaceable Units (LRU) within a subsystem. Most of the digital information transfer
between subsystems is accomplished through the use of serial data buses. The data buses found in
the SPZ-8000 System include the following:
.
.
.
G
G
A.
Avionics Standard Communications Bus (ASCB)
Radio System Bus (RSB)
Audio Bus
ARINC 429
Collins Commercial Standard
RS-422
RS-232
Digital Bus (CSDB)
Honeywell Avionics Standard Communications Bus (ASCB)
The Honeywell Avionics Standard Communications Bus (ASCB) is the principal communications
network interconnecting the SPZ-8000 System. Reliable transfers of data via ASCB are ensured
by designed-in redundancy and predefine protection and isolation mechanisms. Control and
data protocols are also predefine to ensure consistent application of the bus within the overall
SPZ-8000 System. Moreover, ASCB is not merely a bus, but is a fail-operational bus system,
and actually consists of two buses arranged as shown in figure 1-13. These are LEFT-SIDE
BUS A and RIGHT-SIDE BUS B and each consists of two, differentially driven, twisted-shielded
wire pairs denoted as Data and Clock.
NOTE Fai/-operationa/ means that if any device connected to the bus fails, the bus remains
.
operational.
Two bus controllers manage all data transfer activity. These reside in each FZ-800 Flight
Guidance Computer. Only one bus controller is in control at any given time, and it outputs
request messages on both buses. The other bus controller remains in standby status ready to
assume control automatically in the event the active bus controller becomes inoperative. If a
bus controller fails, it becomes passive, and is not capable of transmitting erroneous data on the
bus.
22-05=07
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Jun 1193
FZ-800
BUS
CC) NTROLLER
(ACTIVE)
$
AFCS 1
10Hz
AHRS 1
40Hz
B
I
L
AFCS 2
10Hz
I = BUS
FZ-800
Example System Using The ASCB
Figure 1-13
22=05-07
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Jun 1/93
Use or disclosureof informationon thispage is subjectto the restrictionsonthe titlepageof thisdocument.
All other units such as Digital Air Data Computers, Attitude and Heading Reference Systems,
etc, that are connected to the ASCB are defined as users or subsystems. The bus users and
the bus controllers are all transformer coupled and impedance-matched to the data and clock
transmission lines. Data transmitted onto the bus drives one line more positive, and the other
line more negative. This interface method provides protection from faults, transients, and RF
interference. By design, the ASCB interfaces are virtually immune to lightning-induced
transients, hot shorts, ground shorts, and RF threats. The design precludes any fault
propagation between the bus and various interconnected users and/or bus controllers At the
same time, the ASCB interconnect structure provides superior RF emissions characteristics,
ensuring that ASCB will not interfere with sensitive receivers onboad the aircraft.
The users and bus controllers are connected to the buses via a splicing arrangement (using
solder rings). Figure 1-14 shows the network for a standard SPZ-8000 system configuration,
Figure 1-15 shows the network for a system that has an optional MFD symbol generator (SG)
installed. Other network options (in addition to the MFD SG), include an FMS NAV computer
and LASERE@ IRU, as shown in figure 1-16.
The ASCB also has private-line networks with AHRS and the EFIS/MFD symbol generators.
Figure 1-17 shows the priiate-line netwofi for AHRS and the EFIS symbol generators, and
figure 1-18 shows the private-line network for a system that includes an optional MFD SG.
Physical characteristics common to all of the ASCB networks are listed as follows
G
G
G
G
G
G
G
G
G
G
G
There are two independent ASCBS denoted A and B, each consisting of two
wire pairs denoted Data and Clock.
The ASCB transmission lines are Raychem2524E0114 with a therrnorad
jacket.
Each ASCB transmission line pair has a characteristic impedance of
125 * 5 ohms. The characteristic capacitance is 12 f 2 picofarads/foot.
Each ASCB transmission line pair is terminated at its two ends with
noninductive 127-ohm resistors *1 ~., 1/4 Watt, metal film. The cable length
between the last stub and the termination resistor is 24 inches.
The ASCB transmission lines have a maximum length between terminators of
150 feet.
Stub lengths at each user pickoff must not exceed 10 inches. Butt splices with
solder rings are utilized for all stub interconnections.
The shield connections at each stub are butt spliced. The maximum allowable
distance between shield connections is 0.3 inch.
All shields are tied at one point to the aircraft frame at the rear of the flight
guidance computer. A 6-inch (maximum) length of 22 gage insulated wire shall
be used.
Wire runs outside shields are no longer than 2 inches and shall be configured
as twisted pairs wherever possible.
Wires in each pair are matched for length to ~0.2 inch for all runs outside
shields,
The ASCB transmission lines are connected in a daisy chain fashion between
user subsystems. The cable length between users must be greater than 2 feet.
22-05-07
Page 38
Jun 1/93
Data flow on the ASCB is bidirectional with a bit transmission rate of 667 kHz (1.5 p.s~it). ASCB
data capacity exceeds 50,000 16-bit words per second and the ASCB can interconnect as many
as 15 assofted avionics LRUS. This capacity is sufficient even in the most options-loaded
versions of the SPZ-8000 System.
Data transfer between users on the bus is controlled by the active bus controller. (Bus requests
are transmitted simultaneouslyon both buses.) Each user is requested to transmit or talk its
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 (label) 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 ASCB works on a message basis. Every user transmits its 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 ASCB user (other than the bus controller) outputs its reply data simultaneously on both
buses, in response to its own uniquely defined request address, which is transmitted by the
active bus controller. Each user is connected to (and cart receive data selectively from) 1 of the
2 buses. This arrangement provides each user with dual-path access to its own data and sirtgle-
path access to all other data.
Since the buses are operating synchronously (in response to only one bus controller at a time),
the bus management process at each user remains extremely efficient. Wtih ASCB there is no
confusion as to how many buses there will be in the system, or which data to send on (or
receive from) each bus, or when the data will appear on each bus. Since the sequence timing
of transmission and reception are predefine and synchronized via the bus controller, each user
can confidently inhibit bus interactions during selected portions of its processor cycle without
missing any important data.
Each bus users transmitters are safety interlocked to ensure that no user can broadcast outside
its allotted time slot or in response to another users request. The user interlock mechanisms
effectively keep the bus users from competing for simultaneous bus time windows, and thereby
ensure reliable data flow. Fuflhermore, built-in data protection mechanisms (which are pan of
the ASCB data protocol) eliminate any requirement to isolate critical data, essential data, and
nonessential data onto separate data buses. This greatly simplifies the design, utilization, and
certification processes for ASCB and for the SPZ-8000 System as a whole.
22-05-07
Page 39
Jun 1/93
127!1 127!) 127!1 127[)
x: - - : - - 1
PILOTS AHRS
lJ IA
E
CIJ IB COPILOTS AHRS
{
DATA
{: :
55
:}
DATA
*,
56
{: : 1
, , B.
CLOCK
57
:}
CLOCK
58
lJ IB CIJ IA
{
DATA
{: :
55
:}
C3ATA
,0
56
{: :
57
}
A,.
CLOCK
58 :}
CLOCK
I I 1 I I I I I
PILOTS DADC
{
DATA
~.
CLOCK
{
DATA
B.
CLOCK
E!: ::: ; 1
9J 1A
#
C9J 1B
COPILOTS DADC
{: ;:
13
14 :}
DATA
{: :
:}
}
..B..
15
CLOCK
16
9J 1B C9J 1A
{: :
11
12 :}
OATA
{: :
24
:}
1
. A
CLCCK
25
PILOTS FGC
{
DATA
,A,.
CLOCK
{
DATA
,B
CLOCK
1
1 , I 1 1 , 1 ,
PI
) f
P2
)(
CP1
)(
CP2
ASCB TEST ~
CONNECTORS
x : _ _ k !;
J 1 J 2 CJ 1
PILOT% SG
CJ 2
65J 1A
{
U
C65J 2B
COPILOTS SG
OATA
{: :
61
62
:}
GATA
,,A.
CLOCK
{: :
64
:}
}
.. .
65
CLOCK
65J 2B
{
C65J 1A
DATA
{: :
69
}
:} A.
DATA
,5
70
CLOCK
{: :
72
73
:}
CLOCK
127il 127(2 1271) 127f) AC)29771-R1
Standard SPZ-8000 ASCB Configuration
Figure 1-14
22-05-07
Page 40
Jun 1/93
Useor disclosureof informationon thispage is subjecttotherestrictionsonthetitle page of thisdocument.
ULOTS AHRS
r
DATA
.*.
\
CLOCK
{
OATA
B
CLOCK
127!1 12711 127!1 1271>
,~t: - -
lJ IA
: - ; - ,1~,
CIJ IB COULOTSAHRS
{: ::
55
% :}
OATA
{: :
57
:}
}
,,6
CLOCK
58
lJ IB CIJ IA
{: ::
55
56 :}
OATA
{: ::
57
:}
}
,,K
58
CLOCK
PILOTS DADC
9J1A C9J1B
COPILOTS DADC
{
H::: : ; J:
ATA {: :;
13
!
;1
DATA
A
14
CLOCK
{: ::
15
:1
}
..B,,
CLOCK
16
9J 1B
{
C9J 1A
DATA
{: :
11
:}
DATA
B
12
{: ::
1
,.c
CLOCK
24
25 :1
CLCCK
n :i~i;!
PILOTS FGC 10J 1B
r
C1OJ 1B COPILOTS FGC
{
DATA
{: :
1
A
2 :J
OATA
{: :
1
A
CLOCK
4
5 :}
CLOCK
10J 2B
C1OJ .2I2
{
DATA
{: :
1
:}
DATA
B
2
{: :
1
,.B,.
CLOCK
4
:}
CLOCK
5
PLOTS SG
{
DATA
,,A
CLOCK
{
DATA
,,0
CLOCK
m
12711
I
61
62
< :U
:}
OATA
s-l
:}
}
,,6
65
CLOCK
C65J 1A
69
70 :1
OATA
72
}
,,A,.
73
:1
CLOCK
( b
(
_
)
~~ _ ;E
125J 3A MFD SG
102
103 :}
DATA
104
:}
}
,.A,
CLOCK
105
12SJ 3B
102
103 :}
DATA
104
:}
}
B
CLOCK
10
12711 12711 12711
~ AO-29733
SPZ-8000 ASCB Configuration with MFD SG Installed
Figure 1-15
22-05=07
Pages 41/42
Jun I/93
Use or disclosure of information on this page is subject to the restrictions on the title page of this document
c
(0
m
o
0
-.
w
m
w
N
Cb
o
0
0
PILOTS FMS NAv 121J1A
C121J1B COPILOTS FMS NAV
{
{ L>{;c ;
H e
I
26 H
1
z 1
DATA
DATA
c 9
27 c
I
,
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}
B
..A..
{ ->;; 1
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CLOCK H
12
+ }
H CLOCK
c 13
<30+ c
121.IIB
{
{ z;:~
C121J1A
H 26
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,
I
g 1
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DATA
c 27
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A 1
1
}
A-
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{ u;;
29
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CLOCK ; z }
H CLOCK
30
<13 c
9J1A
C9J1B
PILOTS DADC
COflLOrS DADC
{
( +>)1
H 11
I
<13 H
DATA
I
z 1
OATA
c 12
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T
I
,
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24
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25
H CLOCK
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c
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c
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7
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H cl
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c
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c CLOCK
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z= } 1
9-
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; CLOCK
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E= }
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*C15 ; TA .A.
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Cll Ii
C12
}
c CLOCK
AD-34559
PILOTS AHRS
I
lJIB
{
H
m
DATA
c
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I
H
CLOCK
c
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64>,
65
1
1
66>,
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PfLOTS SG
:;q
65J1A
[
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H 75
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c 76
A
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I I
H 78
CLOCK
c
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.
4 4 *
COPILOTS SG
C65J1A
i
)75
I
D }
H
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>76 c
I
I
;, }1
A
>78 H
I
CLOCK
)79 c
COPILOTS
AHRS
}
H
DATA
c
)1
A
H
CLOCK
c
1 I
AD-29772
PfLOT% AHRS ]
I lJIB
{
{
t-l
DATA
c
A
{
H
CLOCK
c
64
65
%
I
66
67
{
H
75
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DATA
c 76
A
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H 78
CLOCK
c 79
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--.
G
[
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c
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65
}
c
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125J3B
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@
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c 33
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ss~
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C65J1A
}
-+75 H
DATA
+76 C
)
+78 H
A
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L
AD-10576
AHRS Private Line ASCB Configuration with MFD SG Installed
Figure 1-18
22=05-07
Page 48
Jun 1/93
Figure 1-19 illustrates an example of a typical user subsystem. It shows a
the DADC. The defined message content is shown in the box to the right.
user address defined for
Other data in front and in
back of the actual data is control and error checking information required in all user messages.
Forty times per second (every 25 ms) the active bus controller begins a series of interrogations of the
users on the ASCB. Each 25-rns time block is known as a Frame. There are a total of eight
different frames defined, with different groups of subsystems transmitting in each frame. Some
subsystems will reply in each and every frame, some will reply in alternate frames, some in every
fourth frame, and some only every eighth frame. This allows update rates of 40, 20, 10, and 5 times
per second or slower. Individual subsystem requirements dictate a 40 Hz update rate for AHRS and
10 Hz for the AFCS, air data, and EFIS. Refer to table 1-4 for specific frame content.
WRu%w{p+-.
FLAG RESPONSE
ADDRESS 06
t
DADC
TRANSMISSION
1
PRESSURE ALTITUDE
BARO ALTITUDE
ALTITUDE RATE
INDICATED AIRSPEED
TRUE AIRSPEED
MACH
TOTAL AIR TEMPERATURE
STATIC AIR TEMPERATURE
DYNAMIC PRESSURE
CHECKSUM
CRC ERROR CHECK
[ FLAG
AD-15024-R2
Illustration of a Typical User Subsystem
Figure 1-19
22-05-07
Page 47
Jun 1/93
Useor disclosureof informationon thispage is subjectto the restrictionson the titlepageof thisdocument.
c
3
0 I
FRAnEo FRAKEl FRAME2 FRAnE3 FRAKS5 FRAUS6 FRAIIE7
PM
SOTS
BOTH
START
CONTROL
FTIU
AFCS,L
START
CONTROL
START ~TART
iWrROL
START
CONTROL
SPARE,2
START START
CONTROL CONTROL
START
CONTROL
BUS A
BUS B
PMC-P,L Ft4CS, L* FIKS,L
PHC-P, R FMCS,R
iPARE,1
FMCS,R
KFo
AFCS,R
BUS A
BUS B
AFCS,L MFD
AFCS,R SPARS,3
DADC,L
ANRS,L
ANRS,R
EFIS,L
DADC,R
BUS A
BUS B
EFIS,L DADC,L
DADC,R
ANRS,L
AHRS,R
XFER EFIS
EFIS,R EFIS,R
ANRS,L
ARRS,R
XFER EFIS
BUS A
BUS B
ANRS,L
ANRS,R
XFI?REFIS
UiRS, L
ANRS,R
ASRS,L
ANRS,R
XFER EFIS
ABRS,L ARRS,L
ANRS,R ARRS,R
XFER EFIs
EFIs XFER
EFIS,L
EFIS, R
KFD
FMCS,L
PMc-P,L
NAV W,L
XPER EFIS XFER BFIS Bors FER EFIS
BOTN EFISXFER SFIS ~=
EFIS,L
EFIS,R
MFD
EFIS XFER
EFIS,L
EFIS,R
nFD
EFIS XFER IEFIsxmt EFISXFER
EFIS,L EFIS,L
EFIS,R EFIS,R
BUS A
BUS B
EFIS,L
EFIS,R
!FIS, L
EFIS,R
EFIS,L
EFIS,R
UAIL
HASL
BUS A
BUS B
UFO Mm MFD MFLl HAIL
BUS A
BUS B
FMCS,L FMcS,L F14CS, L
FMCS,R FMCS,R
PK-P,R
FMS,R
PMC-P,R
P?CS,R
PUC-P,R
BIWD
BUS A
BUS B
=.
=
m
v
+
o
5
-.
m
P14C-P ,L P!4c-P, L IPUC-P,L
PMC-P,R BRGD
BltGD
BUS A
BUS B
BUS A
BUS B
NAV CDU,L NAV m4, L
NAV CDU,R NAV RE?4, R
CDKM CDU,L
COF04CDU,R
NAV RD4,L
NAV l@l,R
:UIRI REt4, L
CCS4MRF24, R
NAV IW?4, L
NAV R124,R
C(M4 REM,L
CCM REM,R
I
NAVRD4,R
1
* opt10M1
When the active bus controller starts a frame, it does so with two short messages; a FRAME
START message, and a CONTRO~EST message. The FRAME START message is simply a
wake-up call to all users, announcing that a new frame is starting. The CONTROUTEST
message is resetved for functions such as identifying frame number (1, 2, 3, or 4 in this
example) and controlling maintenance test activity. Following the CONTRO~EST message,
the bus controller requests all users to transmit for that patiicular frame.
Figure 1-20 illustrates typical bus requests and responses. Following the FRAME START and
CONTROUTEST, a request for AHRS 1 is transmitted on both buses. AHRS 1 responds with its
data on Bus A. AHRS 2 request is transmitted on both buses. AHRS 2 responds with data on
Bus B. This process continues as shown in figure 1-20 until all subsystems have transmitted
their messages. Both buses then go inactive until the beginning of the nexl 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 that 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. Table 14 shows the complement
of subsystems requested to transmit in each of eight sequential frames. After frame seven is
complete, the sequence repeats, stafting again with frame zero.
In Version A of the bus (table 1-4), control tasks are alternated between the FZ-800 and the
SG-816. Primary bus control is contained in the FZ-800, with secondary bus control
accomplished by the SG-816.
The FZ-800 has control of the bus for approximatefy the first 7.2 ms. After this, the FZ-800
transfers control to the SG-816 for the remainder of the frame. In order to determine which
SG-816 to transfer to, the FZ-800 checks the validity of the SG-816 basic data each frame. If
both the left and right SG-816 are outputting valid data, the FZ-800 hands off control to the left
SG-816. If, however, only one is valid, control is transferred to the valid SG-816.
The SG-816, when acting as bus controller, can only transmit on one bus. Users have the
capability to determine on which bus the requests are going to be transmitted. Users also have
the means for determining when to switch listening tasks from one bus to the other. In addition,
there is no automatic transfer of control shoukf one SG-816 fail.
22=05-07
Page 49
Jun 1/93
BUS A ACTIVITY
m
-
IE!KREJ
AHRS 1 MSG.
-
*
AFCS 1 MSG.
m
---
INACTIVE ---
I. ExNml
DADC 1 MSG.
r===l
NAV 1 MSG.
I
lNACTIVk UNTIL
START OF NEXT
FRAME
I
I
1
BUS B ACTIVITY
I
FRAME START
I
I CONTROIJTEST I
AHRS 2 MSG.
-
B
AFCS 2 MSG.
P. EuELJ
GEia
---
INACTIVE ---
I
INACTIV; UNTIL
START OF NEXT
FRAME
I
: AD-34560@
Example of Bus Activity
Figure 1-20
22=05-07
Page 50
Jun 1/93
To be compatible with the transformer-coupled data bus, all ASCB messages are Manchester II
encoded before being applied to the bus. Unlike Non-Return-to-Zero (NRZ) data, which requires
a bandwidth of dc to fC(clock frequency), Manchester encoded data is limited to the frequency
range of f~2 to f=, Also, since Manchester data must transition in the middle of each bti period,
the data clock is contained within the data and is easily extracted at each receiver for data
decoding. This feature avoids having to send a synchronous clock on sepamte lines along with
the data. Manchester II encoding is illustrated in figure 1-21.
Referring to the timing diagram (figure 1-21), the NRZ data are encoded into Manchester II
format by a Manchester II ertcoder/decoder chip. The phase relationship is as defined in the
timing diagram. The clock frequency (f~ is 667 MHz. To reduce timing problems associated
with data skew, jitter, and settling time, the circuit device providing the Manchester II
encoder/decoder element with data uses the trailing edge of the transmit clock for its data
shifting function. In the receiver mode, the encoder/decoder chip provides the next circuit device
with the NRZ data and a properly phased clock for shifting the data into the system. Again, the
nexl circuit device uses the same trailing clock transition as that used by the encoder/decoder
for data transitions.
TRANSMITTER d
ENABLED
,, ,,
NRZ DATA
~
CLOCK
I
MANCHESTER
I I
I I I I ! 1 I
DATA
DIRECTION OF MID-B17TRANSITION
BIT INDICATES DATA CONTENT
PERIOD HIGH TO LOW= ONE
(1.5 ps) LOW TO HIGH= ZERO
AD-34561@
NOTE: The data to be transmitted is clocked out of the previous circuit element on
the rising clock edge and is then clocked into the encoder on the falling clock
edge. In the receive mode the NRZ data is clocked from the Manchester
decoder chip on the receive clocks rising edge and into the next circuit
device on the trailing clock edge.
Manchester II (Bi-Phase Level) Encoded Data
Figure 1-21
22-05-07
Page 51
Jun 1/93
Use or disclosure of information orI this page is subject to the restrictions on the titfe page of this document.
In order for each receiver to phase lock to the incoming data, a synchronizing signal is added to
the beginning of each transmitted message. This synchronizing sequence consists of 8 i 1
Manchester Obits, followed by a command sync of 3.0 bit times (defined as 1.5 bit times
HIGH, and 1.5 b~ times LOW) as shown in figure 1-22. This synchronizing sequence is
automatically generated by the ASCB user Manchester encoder/decoder chip,
,,0,, 0 II II 110/ /011 ,,(),,
o
~~
F---k:z+::&:+-+::&:+-
SYNC
AD-34562@
Synchronizing Sequence Data
Figure 1-22
Figure 1-23 shows the Synchronizing Sequence as seen on the bus. Notice the 1-1/2 HIGH and
the 1-1/2 LOW after the series of ZEROS. The ASCB bus data waveform is shown at
approximately 4 volts peak-to-peak.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
_-
. . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . .
AD-20151 SHl@
Synchronizing Sequence Waveform
Figure 1-23
22=05-07
Page 52
Jun 1/93
Figure 1-24 shows the start of data decoding as a result of the receiver recognizing the 1-1/2
HIGH followed by the 1-1/2 LOW after the series of ZEROS. This shows the ASCB bus data
waveform as seen on the bus at approximately 5 volts peak-to-peak. This amplitude indicates
that there is no load on the bus whatsoever (open circuit). Typical waveform amplitudes are
between 3 and 4 volts peak-to-peak, and are dependent upon the actual number of users that
are connected to the bus. Since all users are essentially connected in parallel, more users lower
the bus impedance, and consequently, the data waveform amplitudes. Amplitudes below 2.5
volts peak-to-peak indicate an abnormally low impedance or abnormally low resistance
somewhere on the bus.
o
1
I S13 00101 1 MSB
.-
\\ hi-////
1111111 1
1111118 1
START OF
FIRST BIT
/
TIME
1111
1
181
I
I
Ill I
I 111 I
Ii Ill
.
\
. . . .. .
II
.. . . .
1.5 pSEC = BIT TIME
ASCB Waveform
Figure 1-24
II
AD-201 50 SH2@
22=05-07
Page 53
Jun 1/93
3. B. Radio System Bus (RSB)
The Honeywell Radio System Bus (RSB) is the principal communications network
interconnecting the LRUS in the SRZ-850 Integrated Radio System. All the LRUS in the radio
system are connected to the RSB. Reliable transfers of data via RSB are ensured by designed-
in redundancy and predefine protection and isolation mechanisms. Control and data protocols
are also predefine to ensure consistent application of the databus. It is a fail-operational
databus system, and actually consists of three shielded twisted pairs; denoted as the PRIMARY
bus, LEH-SIDE SECONDARY bus, and RIGHT-SIDE SECONDARY bus. Again, Fail-
operational means that if any device connected to the bus fails, the bus remains operational.
All units that are connected to the RSB, such as the RM-850 Radio Management Unit (RMU),
RNZ-f350 Integrated Navigation (NAV) Unit, RCZ-850 Integrated Communciation (COMM) Unit
etc, are defined as users. The RSB bus users are all transformer-coupled and irnpedance-
matched to the databus transmission lines. The bus is a shielded-twisted-pair which is
differentially driven. Data transmitted onto the bus drives one line more positive, and the other
line more negative. This interface method provides protection from faults, transients, and RF
interference. By design, the RSB interfaces are virtually immune to lightning-induced transients,
hot shorts, ground shorts, and RF threats. The design precludes any fault propagation (via
RSB) between the various interconnected users. At the same time, the RSB interconnect
structure provides superior RF emissions characteristics, ensuring that RSB will not intetfere with
sensitive receivers onboard the aircraft. The users are connected to the data buses via a
splicing arrangement (using solder rings) as shown in figure 1-11.
Data flow on RSB is bidirectional with a bit transmission rate of 667 kHz (1.5 pdbti). Data traffic
flow on RSB does not require a bus controller, All users receive and identify all bus data. Since
each user knows its own user number, it sets up an internal timer, based upon the last message
received, and transmits at the appropriate time. Each RSB user (other than those described as
Listen Only) outputs its message on the PRIMARY and its ONSIDE SECONDARY buses
simultaneously. This arrangement provides each user with dual-path access to its own-side data
and single-path access to all cross-side data. It also makes it impossible for any single-point
fault to disable all three data buses. For example, a failure of the PRIMARY bus will merely
disable cross-side tuning of the radios, and will cause no other problems.
Each bus users transmitters are safety interlocked to ensure that no user can broadcast outside
its allotted time slot or in response to another users request. The user interlock mechanisms
effectively keep the bus users from competing for simultaneous bus time windows, and thereby
ensure reliable data flow.
A field is defined as a 192-ins time period that contains a sequence of 24 messages spaced 8
ms apart, starting with message O (transmits address O) and progressing in sequence to
message number 23. Thus, there are 24 possible message time slots for this bus.
22=05=07
Page 54
Jun 1/93
As shown in figure 1-25, in the message Otime slot, the left side NAV Unit transmits on both the
PRIMARY and LEIT-SIDE SECONDARY buses. Then, in the message 1 time slot, the right
side NAV Unit transmits on both the PRIMARY and RIGHT-SIDE SECONDARY buses. Then
there is a spare time slot (message 2) for future expansion. Since some messages combine
data from more than one radio function, RMU, COM, Transponder, VOWLOC, Glideslope,
Marker, DME, ADF, and MLS require eight messages per system side. Left-side system = 8,
Right-side system = 8, and spare time slots = 8 more, totaling 24.
t--
192 MSEC PER FIELD
--1
MESSAGE NO. 012345 1819202122230
PRIMARY BUS
~~
LEFT-SIDE SECONDARY ~~
RIGHT-SIDE SECONDARY
~~
EXPANSIONTIME SLOT
a=
NAV RMU
DATA DATA AD-34583@
RSB Data Field Structure
Figure 1-25
When message number 23 is completed, the cycle begins again with message number O, and
the cycle repeats for as long as the system has power applied. During initial power-up, the
RMUS are programmed to starl the bus activity by transmitting messages 3 or 4, depending on
which RMU comes online first. The sequence of transmissions is fixed, and any user that is not
in the aircraft will still have a time slot assigned at the appropriate time in the field. Therefore,
removal of a unit will not disable the bus functions.
Table 1-5 shows the message content for each message in the sequence in the normal
operational mode. Like the ASCB described earlier in this section, the data format of the
messages on the RSB is similar to High Level Data Link Control (HDLC). This format is
described by International Standard ISO 3309-1979 (E).
When viewed on an oscilloscope, data on the RSB and on the ASCB appear nearly identical.
Since these buses use the same data structure, refer to the explanation associated with figures
1-21 thru 1-24.
22-05-07
Page 55
Jun 1/93
Uea or disclosure of information on this page is subject to the restrictions on the title page of this document.
Honeywell
MAINTENANCE
MANUAL
CITATIONVll
;CI:D o, 1. 2 3, 4. 5 6, 7, 8
NAVREM RMU COM NAV REM
9, 10, 11 12, 13. 14 ~;fi16t 17 & Z..h20 21. F;:, 23
COM REM NAV REM
1 Low MSG. NO.
I
MSG. NO.
I
14;:4Rg~.
1 High CONTROL CONTROL
4 Low MLS
I
COM VOR/ILS
4 High AZ DEV PRESET BRGILOC DEV
5 Low MLS
I
ATC LEFT
I
VORIILS
5 High GP DEV OP MODE GS OEV
6 LOW OME OIST ATC LEFT VOR/ILS
6 High RT-SIDE REPLY COOE MARKER
7 Low ATC RIGHT DME DIST
7 High OP MODE
DME DIST
RT-SIDE
8 LOU
PRESET
FMS ma!!
ATC RIGHT
8 High REPLY CODE
9 Low
ONE OIST
ATC/TCAS LFT-SIOE
9 High DME DIST OP MODE PRESET
F#ts ..bfl
O Low ATC/TCAS DME STATUS
O High ALT/RANGE R-S PRESET
DME DIST
1 Low LFT-SIOE COM STRAPS OME CHAN
1 High WORD 1 R-S PRESET
2 Low DME STATUS ::I)OS;RAPS DME GS
2 High LFT-SIDE R-S PRESET
5 Low DME TTS
I I
DME IDENT
5 High LFT-SIDE R-S PRESET
*
MSG. NO. MSG. NO.
CONTROL CONTROL
COM MLS
STATUS OUTPUT AZ
COM MLS
CHAN OUTPUT GP
COM
I
MLS
PRESET AZ DEV
*
I
--i
ATC
STATUS
:;: D:ST
ATC
,, ,,
REPLY CODE
4
ATC
ALTITUDE
OME DIST
ATC LFT-SIDE
-- . . . . . . --
I
+
ATC/TCAS ~~E#TUS
STATUS
ATC/TCAS :14:54;:N
ALT/RANGE
AUX1 OME GS
STATUS RT-S1OE
I [
ADF ADF ATC
CHAN MAG ERG REPLY CODE
ADF VOR/ILS
PRESET
MISC.
BRG/LOC OEV STATUS
I
%+%--RN
VOR/ILS
I
~t4: S:ATUS VHF COM
PRESET
!, ,,
CHANNEL
I
1 I
MLS DME TTS VOR-DME
OP MODE
FMS ma,,
OPMODE
MLS
I
:::;:~TUS VOR-DME
CHAN CHANNEL
I
MLS FWO.
::: $;!N
MLS-DME
SEL. AZ OPMODE
M~LS5S;~wDGP DUE GS MLS-OME
FMS ..~?.
CHANNEL
SEL. AZ DME TTS
FMS .,a!!
RES FOR DME FMS b DME OPMOOE
Table 1-5
Page 56
Jun 1193
MLS-DME MLS FMS a
OP MOOE STATUS DME CHAN
22=05-07
WORO o. 1, 2 3, 4, 5
Pos. NAVREM RMU COM
6, 7, 8 9, 10. 11 12, 13, 14 15, 16. 17 18, 19, 20 21. 22, 23
NAV REM COM REM NAV REM RMU NAV NAV REM FMS/RMU
%%%-1--
18 LOW VOR/ILS
18 High STATUS
k
22 Low VOR/ILS
I
AUX1
22 High IOENT OP MOOE
26 LOW NAV CLUSTER AUX2
26 High STRAPS OPMOOE
29 LOW NA:TVC~J:TER AUX2
29 High
.- .-. . ---
OME STATUS AUX1 DME IOENT MLS-DME MLS
~Ms !, b!.
L-S PRESET
. . . ---- --
RT-SIDE CHAN CHAN OME OPMOOE
OME CHAN AUX1 ~~:);:fNT NAV STRAPS m: [ye.
~~s !.~?.
L-S PRESET
------ ---
WORO 1 OME CHAN
OME GS AUX2 MLS AUX NAV STRAPS MLS SEL. GP MLS
L-S PRESET STATUS OATA MORO 1 WORO 2 MLS GSTATUS OPMODE
OME TTS AUX2 MLS AUX NAV STRAPS )44; 8:;D. MLS
L-S PRESET --------- OATA WORD 1 WORO 3 . . CHANNEL
DME IDENT AUX2 MLS AUX NAV STRAPS MLS BASIC MLS
L-S PRESET --------- DATA WORO 2 UORO 4 1.3,4,5,6 FORW/BACK
AZIMUTH
OME IOENT CO~T:~J:TER MLS AUX AHRS-A429
L-S PRESET
MLS 8ASIC
DATA UORO 2 NAV HEAOING 1,3,4,5,6 MLS GP
AOF ATC MLS AUX MLS 8ASIC
STATUS
AOF
CONFIG OATA WORO 3 WORO 2 OPMOOE
AOF ATC MLS AUX
CHAN
MLS BASIC AOF
CONFIG OATA WORO 3 WORD 2 CHANNEL
ADF ATC MLS AUX
PRESET
MLS C:~MCI~:STEF
CONFIG OATA WORD 4 GEN OATA
AOF C:~A3~:STER MLS AUX
IOENT
MLS N:JMN&STEF
OATA WORD 4 GEN OATA
AOF COM CLUSTER
IOENT STRAPS
COM CLUSTER SYSTEM
STRAPS ONIOFF
CO: TMCj;:TER POST SYS
POST RAOIOS
AOF CO:T:j;:TER MLS MISC CONTRL
CONFIG CONFIG FMCS CONTR
AOF COM OME NAV CLUSTER
CONFIG CONFIG CONFIG OPMOOE
CHECKSUM CHECKSUM CHECKSUM
CHECKSUM
CHECKSUM CHECKSUM CHECKSUM
CHECKSUM CHECKSUM CHECKSUM CHECKSUM CHECKSUM
Table 1-5 (cent)
22-05=07
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Jun 1/93
3. c. Digital Audio Bus
The audio bus network shown in figure 1-26 is a dual system configuration, with system No. 1
being the pilots side and system No. 2 being the copilots side. Digitizing the audio offers the
advantage of complete independence from grounding problems within the aircraft and the
absolute elimination of ground noise pick-up, whine and cross-talk.
Each side has a One-Way digital audio bus, consisting of a differentially driven, shielded
twisted-pair. Data transmitted onto the bus drives one line more positive, and the other line
more negative. This interface method provides protection from faults, transients, and RF
interference. By design, the interfaces are virtually immune to lightning-induced transients, hot
shorts, ground shorts, and RF threats. The design precludes any fault propagation (via digital
audio bus) between the various interconnected users. At the same time, the digital audio bus
interconnect structure provides superior RF emissions characteristics, ensuring that the digital
audio bus will not interfere with sensitive receivers onboard the aircraft. The users are
connected to the data buses via a splicing arrangement (using solder rings) which experience
has shown to be extremely reliable and damage resistant. The type of cable that is specified for
use meets regulatory guidelines for flammabWy and smoke, and is resistant to hydraulic fluids
and fuel.
Each remote LRU contains a Cluster Module, which, in turn, contains five digitizer chips. These
are standard Off-The-Shelf chips (called CODECS - for COder/DECoder) that are used by most
telephone companies. The five digitizers are sampled in sequence, their digital outputs are
assembled into a digital data message, and the message is transmitted on the digital audio bus.
The remote COM Units provide digitized COM receive audio, and the remote NAV Units provide
digitized VOWLOC, ADF, and MARKER BEACON audio. The NAV Units also feed discrete
digital btis (in a status byte) to enable an audio oscillator in the Audio Panel when MLS or DME
Morse Code Identifier audio is present. Both remote units contain additional unassigned
digitizers for future growth, one of which is frequently used for HF-received audio.
The two separate digital audio buses are fed to all audio panels for flight crew selection, This
allows the flight crew to conveniently select and control each individual audio source.
Data flow on the digital audio bus is unidirectional with a bit transmission rate of 1.0 MHz (1.0
p.dbfi). Data traffic flow on the digital audio bus does not require a bus controller. The COM
Unit transmits a data string of approximately 60 ps every 128p. The NAV Unit receives the
COM message, synchronizes its transmitter and then transmits the approximately 60 ps NAV
message immediately after the COM message. Should the COM unit fail, the NAV unit will go
into a free run mode so as not to lose the NAV digital audio.
22-05=07
Page 58
Jun 1/93
mm
f

PILOT AUDIO PANEL
--
~ h
COPILOT AUDIO PANEL
AUDIO
{
+ 160J1-4 .
T
;%l II
. C160J1-~ +
}
AUDIO
BUS 1 - 160J1-p .
+ ,
Y
. C160J1 -p - BUS 1
-
- J
II
4
160J1 -N
AUDIO
{
160J1 -q
BUS 2
160J1 -g
PILOT COMM I
{
+ 143J1 -56 1
AUDIO
m
BUS 1
II
- 143J1-70
II
4
-
143JI -42
I
PILOT NAV
I I
{
164J1 B-42
AUDIO
~
BUS 1
II
164JI B-29
II
164J1B-67+ )
-
-
r
127
II A
\J
.-
--
-
--
127
t-i
C160J1-N
COPILOT COMM
I
q}
r~
C143J1-56
d
AUDIO
II
BUS2
Y
C143J1-70
I
4
~ C143JI-42
COPILOT NAV
I
:1 1
f\
Cl 64J1 B-42
d
AUDIO
II
BUS 2
Y
Cl 64J1 B-29
)-+ C164J1B-67
AD-1 591 O-RI
Audio System Bus Network
Figure 1-26
1
22-05=07
Page 59
Jun 1/93
NOTE: The Digital Audio Bus is very similar to both the RSB and ASCB
described earlier in this section, except the clock frequency is 1 MHz
instead of 667 kHz, and the data bit assignments are different. Refer
to the explanation associated with figures 1-21 thru 1-24.
As shown in figure 1-27, in each transmitted message, the Preamble consists of 8 + 1
Manchester one bits; and the sync consists of 1-1/2 bits of HIGH followed by 1-1/2 bits of
LOW, which the receiver uses for synchronization. The remaining six bytes contain eight bits
each, at 1.0 @it. The Status byte identifies the message as COM or NAV. The digital audio
panel then decodes and processes the individual bytes as appropriate to the flight crew
selections.
r28sEc7
c
I
N
II
c
DATA BUS llNl,~
AMBLE
NAvMEs~AG. ~ 8BITS.CHWORD
PRE SYNC STATUS VOFl ADF MARKERAUX1 AUX2
AMBLE LOC AD-345s4@
Digital Audio Data Sequence
Figure 1-27
3. D. ARINC 429
The ARINC 429 bus system is made up of transmitters and receivers connected by shielded
twisted wire pairs. Data is transmitted by a single transmitter to either a single receiver or to a
group of up to 20 receivers connected in parallel. Each 429 bus carries data in one direction
only. Bidirectional transmission between two Line Replaceable Units (LRUS) must be
accomplished by using two sets of transmitters, receivers, and twisted wire pair buses.
ARINC 429 transmissions consist of words made up of 32 bits. These words are transmitted at
12.5 kHz (low speed) or 100 kHz (high speed). Bit number 1 is always the first bit transmitted,
and bit number 32 is always the last bit transmitted, Bits 1 thru 8 are called the Octal Label,
which identifies the type of information contained within the word. For example, True Airspeed
has an octal label of 210. In most cases, bits 9 and 10 are the Source/Destination Identifier
(SDI), which indicates the source LRU in multi-box installations, by system number (1 thru 4).
22-05=07
Page 60
Jun 1/93
Bits 9 and 10 may also be used as data bits in high resolution data words. Bits 11 thru 29
compose the data field. Bit 11 is the least significant bd (LSB), and bit 29 is the most significant
bit (MSB). In most cases, bits 30 and 31 form the Sign Status Matrix (SSM), which identifies the
sign and validity of the data. Like bits 9 and 10 above, bits 30 and 31 may also be used as data
btis in high resolution data words. Bit 32 is used for parity.
In the Octal Label, bds 1 thru 8 are used to represent numbers Othru 377. The eight btis are
broken into two groups of three and one group of two, as shown in figure 1-28. Each group
represents a digit encoded in binary with the least significant bd (LSB) having a value of one.
The Octal Label is transmitted with the most significant bit (MSB) of the most signif~ant digit
first. This reversed label characteristic is a legacy from past systems in which the octal coding
of the label field was, apparently, of no paflicular significance,
BIT NUMBER
BINARY VALUE
LSB
CHARACTER VALUE
<
8 7 6 5 4 3 2 1
1 2 4 1 2 4 1 2
0 0 1 1 1 1 0 1
4 7 2
MSB
AD-34565@
Octal Label 274
Figure 1-28
Units, ranges, resolution, refresh rate, and number of significant bits for information transferred
are encoded in either Binafy Coded Decimal (BCD) or Binary (BNR) (twos con@ement)
fractional notation. Discrete information is also sent via the ARINC 429 bus. In the data field,
bits 11 thru 29 are the data bits. (See figure 1-28.) For some high resolution data words, bfis 9
and 10 are also data btis. Bits 30 and 31 may also be data bits.
As shown in figure 1-29, if bds 11 thru 29 contain data bits in a Binary (BNR) format, the most
significant bit of the data field represents one half of the maximum possible of the value
transmitted. Each successive (less significant) bit represents one half of the previous (more
significant) bfl. Negative numbers are encoded as the twos complement of positive values, with
the negative sign reflected in the sign/status matrix. (See table 1-6 for details.)
For example, if we wish to encode a quantity whose maximum value is 2,500, bit number 29
would represent a value of 1250, bit number 28 would represent a value of 625, bti number 27
woufd represent a vafue of 312.5, and so on to bfi number 11, which would represent a value of
0.004768371541. Adding up the individual bit values yields the total value of the quantity being
transmitted.
22-05-07
Page 61
Jun 1/93
29
I I I
MSB DATA
LSB
AD-34566@
Data Bits 11 thru 29
Figure 1-29
If bits 11 thru 29 contain data bits in a Binary Coded Decimal (BCD) format (see figure 1-30), the
data is grouped into four bit bytes, each byte denoting a decimal column. The 19 data bits are
broken up into four groups of four bits and one group of three bfls. Each group of four can
represent a number from Oto 9; the ffih group can represent a number from Oto 7. Refer to
the following examples of BCD data fields. Data bit number 11 (the eleventh bti transmitted in a
word) has the binary value of 1. Data bits numbered 12, 13, and 14 have the binary value of 2,
4, and 8 respectively. Each group of bits 15 thru 29 have similarly assigned values as shown
below. Using ths format, decimal numbers (or characters) between Oand 9 can be assembled
using combinations of these four binary values.
29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11
4 2 1 8 4 2 1 8 4 2 1 8 4 2 1 8 4 2 1
MSB DATA LSB
BCD Bit Assignments
AD-34567@
Figure 1-30
In the data field, only those bits required to transmit parameter range and resolution are used,
and the remaining bits are set to O (zero). For example, figure 1-31 shows the data word for
Selected Course, with an octal label of 024, and a value of 254 degrees, which only requires
three characters. The remaining two characters are filled with zeros.
1
Parameter:SelectedCourse Octal Label:024 Value: 254 degrees
29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11
0 1 0 0 1 0 1 0 1 0 ~ o 0 0 0 0 0 0 0
2 5 4 x x
AD-34568@
BCD Data For Selected Course
Figure 1-31
22=05=07
Page 62
Jun 1/93
Figure 1-32 shows an example of a DME data word that requires five characters.
Parameter: DME Distance Octal Label:201 Value:257S6 NM
29 28 27 26 25 24 23 22 21 a 19 18 17 16 15 14 13 12 11
0 1 0 0 1 0 1 ~ 1 1 1 1 0 0 0 0 1 1 0
2 5 7 8 6
AD-34569@
Five-Character DME Word
Figure 1-32
Figure 1-33 shows an example of position data words requiring six characters. As can be seen,
bits 9 and 10 are used, and the format is changed slightly.
Paramek PresentPos. Long. octal Labef:011 ValuaE 17559.9
29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9
1 0 1 1 1 0 1 0 1 0 1 0 1 1 0 0 1 1 0 0
1 7 5 5 9 9
AtH4570@
Six-Character DME Word
Figure 1-33
When btis 30 and 31 are being utilized for the Sign Status Matrix (SSM) function, the bits
assignments are defined as skwn in table 1-6. -
BIT
31 30
00
01
10
11
MEANING
PLUS, NORTH, EAST, RIGHT, TO, ABOVE
NOCOMPUTED DATA
FUNCTIONALTEST
MINUS, SOUTH, WEST, LE17, FROM, BELOW
AD-34571@
SSM Bit Assignments
Table 1-6
in those data words that are BCD encoded for longitude and latitude, bits 30 and 31 are both
encoded to zeros for East or Notih, or both to ones for West or South. In addition, bits 9 and 10
are not used for SDI, but are included in the data field to give the resolution required for
position,
22-05=07
Page 63
Jun 1/93
Uae or disclosure of information on this page is subject to the restrictionson the title page of this document,
For angular range, Othru 359.xxx degrees is encoded as Othru plus or minus 179.XXX degrees.
The sign bits (30 and 31) determine the semicircle being referenced. The positive portion of the
semicircle includes Othru 179.XXX degrees. The negative portion includes 180 thru 359.xxx
degrees. An all zeros configuration represents Oand 180 degrees. All ones represents 179.XXX
and 359.xxx degrees. Twos complement notation is used for the negative half.
Pariiy is one of the simplest of all the error checking methods used in data handling. There are
two basic parii configurations, ODD and EVEN. ARINC 429 transmissions are always odd
parity, and bit 32 is the pariiy bit. ARINC 429 receivers are programmed to always expect an
odd number of ones in each 32-bit word. Bit 32 is set to one when there are an even number of
binay 1s in the word, and set to a zero when there are an odd number of binary 1s in the word.
This creates a word that always contains an overall odd number of 1s.
To be compatible with the transformer-coupled data bus, all ARINC 429 messages are
Manchester II encoded before being applied to the bus. Unlike Non-Return-to-Zero (NRZ) data,
which requires a bandwidth of dc to fC(clock frequency), Manchester encoded data is limited to
the frequency range of f~2 to fC. Also, since Manchester data must transition in the middle of
each bfl period, the data clock is contained within the data and is easily extracted at each
receiver for data decoding. This feature avoids having to send a synchronous clock on separate
lines along with the data. Figure 1-34 illustrates Manchester II encoding.
ARINC 429 transmissions return to the zero voltage condition at the end of each bd period. As
can be seen below, a high on Line A, and a low on Line B is a binary one. In addition, a low on
Line A, and a high on Line B is a binary zero, When both Line A and Line B are at zero volts,
there is no data bit being transmitted. ARINC 429 transmitters must provide a minimum dead
time of four bits between messages because the receivers synchronize to the transmitted data
by recognizing the four-bn dead time as the synchronizing command.
BIT NUMBER
1234567 29 30 31 32
I
I I I I
I FOUR-BIT
11000110
1 ,*
I DEADTIME I
:~m
LINEA O
:~m
LINEB O
AD-34572@
ARINC Data Transmission
Figure 1-34
22=05-07
Page 64
Jun 1/93
Use or disclosure of informationon this page is subject to the restrictionson the title page of this document.
Tri-level bipolar modulation consisting of HI (binary one), LO (binary zero) and NULL (no
data) states are used in the transmission of data. The differential output signal voltage across
the specified odput terminals (balanced to ground at the transmitter) should be as given in table
1-7, when the transmitter is open circuit: -
HI (1) NULL (V) LO (0)
Line A
to +Iot 1.0 0 f 0.5 -10* 1.0
Line B
Line A
to +5 to 0.5
0 f o.25 .5 f ().5
Ground
Line B
to -5 * 0.5 0 f 0.25 +5 f O.!j
Ground
Differential Output Voltages
Table 1-7
The differential voltage presented at the receiver is dependent upon line length and the number
of receivers connected to a transmitter. The nominal voltage range at the terminals is likely to
be between 6.5 and 13 volts peak-to-peak. Receiver input common mode voltages (Line A to
Ground and Line B to Ground) are not specified because of the dtilculties of defining ground
with any satisfactory degree of precision.
The transmitter output impedance is 75 Q balanced to ground. The receiver input impedance is
typically 8,000 ohms, No more than twenty receivers (4oO ohms minimum for twenty receiver
loads) should be connected to one digital data bus, and each receiver contains isolation
provisions to ensure that the occurrence of any reasonably probable failure does not cause loss
of data to the others. Bus fault tolerances for shotis and steady state voltages are designed into
the transmitters and receivers.
22=05-07
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Jun 1/93
3. E. Collins Commercial Standard Digital Bus (CSDB)
There are several RS-422 pods on each SRZ-850 Radio Management Unit (RMU). These
RS-422 ports emulate Collins radios by outputting completely compatible Pro-Line II (PLII) di@al
bus information for all radm functions. For example, backup VOWLOC/GS/MKR navigation
display data is sent to the Radio Management Units from the No. 1 Navigation Unit on PLII
digital data buses.
The data format is in accordance with Collins Commercial Digital Bus (CSDB) standard
523-0772774-00611 R. This data bus is frequently referred to as the Collins Pro-Line II Serial
Data bus, or PLII.
The PLII bus system is made up of transmitters and receivers connected by shielded twisted
wire pairs. Data is transmitted by a single transmitter to either a single receiver or to a group of
up to 20 receivers connected in parallel. Each PLII bus carries data in one direction only.
Bid@ctional transmission between two LRUS must be accomplished by using two sets of
transmitters, receivers, and twisted wire pair buses.
F. RS-422 (Electrical Specification)
Strictly speaking, RS-422 is an electrical specification, as defined by Electronics Institute of
America (EIA). Nonetheless, the term RS-422 is used throughout this manual to describe any
data bus consisting of a shielded-twisted-pair that is not described so far in this section.
Examples are:
G
The bus that carries data from the GC-81 O Flight Guidance Panel Controller to the
FZ-800 Flight Guidance Computers.
G
The bus that carries data from the NZ-820/920 Navigation Computers to the
CD-800/81 O Display Control Units.
.
The bus that carries data from the Radar Receiverflransmitter
Units.
G. RS-232 (Electrical Specification)
(lVT) to the Display
Strictly speaking, like RS-422 above, RS-232 is an electrical specification as defined by EIA.
Again, like RS-422 above, RS-232 is used throughout this manual to describe any of the buses
that are used to connecl to a personal, or laptop, computer. This data bus typically carries
ASCII data between the computer and one or more of the LRUS in the SPZ-8000 System.
For example: The link between the personal or laptop computer and the AHRS test function
22-05-07
Page 66
Jun lt93
1.
SECTION 2
COMPONENT DESCRIPTION
General
This section provides an illustration, leading particulars, a brief description, and a bfock diagram or
schematic of each component used in the System. The information is only for the specific
components listed in Section 1, table 1-1. When a component picture utiiiies cailouts, the description
for each callout is presented with upper left-hand caliout described first and proceeding clockwise
unless it is a minor item grouped with a major callout.
The components are separated into the following subsystems:
Subsystem ParaaraDh
AHZ-600 Attitude and Heading Reference System 2
ADZ-81O Air Data System 3
AA-300 Radio Altimeter System (Optional) 4
Reserved Subsystem Not Applicable to Citation WI Aircraft 5
EDZ-816 Electronic Flight Instrument System and Optional MDZ-816 6
Multifunction Display System
DFZ-800 Dual Fliiht Guidance System 7
PRIMUS@ 870 Weather Radar System 8
FMZ-800/900 Fight Management System (Optional) 9
SRZ-850 Integrated Radio System 10
LSZ-850 Lightning Sensor System (Optional) 11
Traffic Alerl and Collision Avoidance System II (Optional) 12
Global Positioning System (Optional) 13
LASERE@ 111Inertial Reference System (Optional) 14
NOTE: Refer to the contents section in the front of this manual for a listing of each
component contained in each subsystem.
22-05-07
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Jun 1/93
2. AHZ-600 Attitude and Headina Reference System (AHRS)
The SPZ-8000 System may include one or two AHZ-600 Attitude Heading Reference Systems
(AHRS). Each AHRS consists of one AH-600 Attitude Heading Reference Unit (AHRU), a CS-412
Dual Remote Compensation Valve, and one FX-600 Flux Valve. The AHRU measures the inertial
mot ion of the aircraft, the flux valve provides long-term magnetic heading information, and the AH RS
then computes attitude, magnetic heading, angular rates, and linear accelerations.
A. AH-600 Strapdown Attitude and Heading Reference Unit (AHRU) (See figures 2-1 thru 2-6, and
table 2-1.)
The AHRU contains the necessary power supplies, sensors, and electronics to compute attitude
and magnetic heading, and provides the necessary digital signals for the primary flight displays,
flight guidance, flight management, and other aircraft systems as rquired. The sensors within
the AHRU include fiber optic gyros, which sense angular motion around all three axes; and
accelerometers, which sense linear motion along all three axes. It is capable of 360-degree
displacement in the roll and heading axes, and M% degree displacement in the pitch axis.
The AHRU provides the excitation, current feedback control, and signal demodulation interfaces
for the dual remote compensator and flux valve.
o 0
@
o
0
@
o a P
AD-15747
AH-600 Strapdown AH RU
Figure 2-1
22-05-07
Page 102
Jun 1/93
Use or disclosure of information on this page is subject to the restrictionson the title page of this document.
Dimensions (maximum):
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..16.63 inches (427.5 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.91 inches (124.7 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..7.62 inches (193.5 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 13.51b(6.12 kg)
Power Requirements:
Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . +28Vdc, 60 Watts starl and 40 Watts run
Mating Connectors:
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (Cannon) DPX2MA-67S-67S-33B-OOO0
Mounting Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Honeywell Part No. 7004651
AH-600Strapdown AHRU
Leading Particulars
Table 2-1
The AHRSisprovided with twopower source inputs. Theprimary power forthe No. l AHRSis
the No. 1 avionics bus; for the No. 2 AHRS it is the No. 2 avionics bus. The auxiliary power for
each AHRS is provided from a continuously charged standby battery pack. The AHRS standby
battery pack is controlled by the standby vertical gyro ON-OFF switch. Separate circuit breakers
are provided for each of these power circuits. AHRS shutdown in flight due to power load or bus
switching transients is prevented by automatic power transfer within the AHRS to the auxiliary
input. Upon restoration of the primary power input, the AHRS will switch back to the primary
power source. While operating from the auxiliary power input, the amber AHRS AUX PWR
annunciator, shown in figure 2-2, illuminates within 2 seconds after power transfer has occurred.
The annunciator is extinguished immediately upon return to the primary power source.
la
EFIS
FAN
AHRS
AUX PWR
AHRS Auxiliary Power Annunciator
Figure 2-2
2. A. (1) Standard Modes of Operation
Two modes are provided for routine operation: the normal mode in the attitude channel,
and the slaved mode in the heading channel. The normal mode uses true airspeed (TAS)
from the air data computer to compensate for acceleration induced attitude errors. The
slaved mode uses the flux valve to align the heading outputs. To prevent errors due to
the north turning phenomena, the flux valve slaving is cut off during maneuvers that
induce such errors. System operation in this mode is similar to that of a conventional
gyroscopically stabilized magnetic compass.
22=05=07
Page 103
Jun 1/93
The AH-600 also computes true airspeed (TAS) as a monitor function to verify the
reasonableness of the data received. Under a no failure condition, the AHRS prima~
TAS data is received from the on-side ASCB TAS. If this source is unavailable or is
unreasonable, the AHRS will automatically revert to the cross-side ASCB TAS. If this
source is unavailable or is unreasonable, the AHRS will automatically revert to the IAS
input. The AHRS also automatically reverts to using indicated airspeed (IAS) data when
the TAS is less than 150 knots.
In the slaved mode, the difference between the indicated heading and the flux valve
heading is displayed on the slave error indicator (heading sync indicator) located on the
EHSI. The card has two symbols: a cross (+) and a dot (D). During straight and level
flight the indicator will generally be centered with excursions toward the cross or dot
occurring over a 20- to 30-second time period. This activity is normal and indicative of
good magnetic heading data. In turns, the display can show a steady dot or cross.
Following return to straight and level flight, the indicator will return to the centered
condition within 2 minutes.
The verticality of the AHRS may be checked or corrected during unaccelerated flight by
pressing a remote vertical gyro FAST/NORM switch shown in figure 2-3, to FAST for a
minimum of 10 seconds. This causes the ATT flag to be displayed on the EADI, the
autopilot to disengage, and the flight director modes to reset. Upon releasing the
FAST/NORM switch, the ATT flag will clear, and pitch and rolt attitude will become active.
The autopilot and flight director can be re-engaged at this time.
VERT GYRO 1 ~LH GYRO SLAVE=
FAST 1 MAN LH J
@@@
NORM AUTO RH
AHRS (Remote) Controls
Figure 2-3
2. A. (2) Reduced Performance Modes
Two reduced performance modes are also available: Basic mode for attitude and DG
mode for heading. The basic mode is annunciated and is entered automatically when
true airspeed becomes invalid fmm the DADC. The basic mode is indicated by
illumination of a (remotely located) white BASIC annunciator as shown in figure 2-4.
AHRS operation in the basic mode results in an attitude system similar in behavior to a
conventional vertical gyro (VG) with pitch and roll erection cutoffs, and which is subject to
drift and acceleration errors. For this reason AHRS operation in the basic mode results in
reduced attitude accuracy.
Id
AHRS
BASIC
1 2
AHRS BASIC Annunciator
Figure 2-4
22-05-07
Page 104
Jun 1/93
NOTES: 1. During basic mode, the vertical gyro FAST/NORM function should be
used frequently, in level unaccelerated flight, to correct for drift and
acceleration errors.
2. On the ground, the on-side DADC must be supplying its own AHRS
true airspeed or the AHRS will enter the basic mode.
The DG mode disables the automatic slaving of the heading outputs. Entty into this mode
can only be achieved by momentarily pressing a remote GYRO SLAVE MAN/AUTO
pushbutton (figure 2-3). Entty into the DG mode occurs when the pushbutton is released
and is confirmed by the DG1 (DG2) annunciator on the EHSI. AHRS operation in the DG
mode results in a heading system similar to a free directional gyro, and which is subject to
drift and turn error. For this reason, AHRS operation in the DG mode results in reduced
heading accuracy. In the DG mode, the compass sync annunciator is removed on the
EHSI.
While in the DG mode, the heading card can be manually set to any heading using a
remote GYRO SLAVE LH/RH switch (figure 2-3). The control is inactive in the slaved
mode. When the switch is being used, the EHSI will display the HDG fail flag. The
switch will automatically center to the OFF position when released.
Upon exit from the DG mode, the AHRS performs an automatic synchronization of the
heading outputs to the present flux valve magnetic heading. This feature can also be
used if a heading error should develop. While in the slaved mode, the error can be
quickly removed by momentarily entering the DG mode and returning to the slaved mode.
This is performed by pressing the GYRO SLAVE MAN/AUTO button (figure 2-3).
2. A. (3) Preflight Test
The AHRS is equipped with automatic self-test, which is performed during the first 5
seconds of the 3-minute alignment period when power is first applied. The test provides
the following visual outputs on the EFIS:
G
10 Degrees Pitch Up
G 20 Degrees Right Wing Down
G North Heading, Turning at 3 Degrees per Second Toward East
G BASIC Annunciator ON
G ATT Flag Valid for 2.5 Seconds, then Invalid
G HDG Flag Valid for 2.5 Seconds, then Invalid
After 5 seconds, the time remaining of the alignment period can be monitored by
momentarily pressing the VG FAST/NORM switch (figure 2-3) and observing the EHSI
heading dial. The time is displayed in seconds where one second equals one degree on
the heading dial and is counted down from 175 to Odegree. At the completion of the
alignment, the heading output revefts to the aircraft heading regardless of the previous
mode. The alignment is complete when the ATT and HDG flags clear on the EADI and
EHSI.
A maintenance mode is incoqxwated to speed testing of the AHRU following a removal.
A separate test connector is provided behind the front panel to gain access to internal test
and calibration signals. A dual discrete input on that connector provides interlock to
prevent activation during flight. This mode also serves as an aid during compass swings,
initial installation, and system checkout.
22-05-07
Page 105
Jun 1/93
2. A. (4) Ground Initialization
The AHRS requires approximately 3 minutes to initialize following application of power.
The initialization is complete when the AIT and HDG flags clear on the EADI and EHSI.
During the initialization, the aircraft must remain stationary. Wind gusts and aircraft
buffeting are not limiting in this respect, Similarly, all normal preflight operations, including
engine starts and passenger loading, may be carried out while the AHRS is initializing. If
the initialization requires more than 3 minutes, the AHRS could have detected excessive
aircraft motion. If aircraft movement has occurred during initialization, the AHRS must be
recycled and a new initialization commenced.
The initialization time-out can be observed if the vertical gyro FAST/NORM switch is
momentarily moved to FAST after power is applied and the AHRS AUX PWR and BASIC
annunciators extinguished. The EHSI heading card will slew to approximately south (180
degrees). The heading will decrease at the rate of 1 degree/second until the heading
card indicates nofih (O degrees). At this time, the 3-minute initialization period is complete
and all indications return to normal.
If the heading card stops and does not step to an indication of Odegree, the initialization
of that AHRS has not been completed in a satisfactory manner. The main and auxiliary
dc power to that AHRS should be removed by opening the appropriate circuit breakers
and then reapplied to restaft the initialization. Press the VG ERECT button and observe
the time-out sequence.
NOTE: It is necessary that both breakers (primary and AUX) be pulled out.
Resetting each breaker individually will not reset the AHRS.
(5) Dip Angle Compensation Programming
The AH-600 AHRU provides for optimized heading performance in four separate regions
on the earth. This requires that the AHRU dip angle programming pins (JIB-14 thru
J1B-17) be configured for the appropriate region of operation as shown in table 2-2. This
may be done by fixed wiring or by means of a selector switch. If the AHRS is operated in
a region other than the one for which it is wired or selected, heading errors may result
during certain maneuvers.
Programming Pins
Region JIB-15 (DIP O)
I
JIB-16 (DIP 1) JIB-17 (DIP 2)
1 1
Northern Hemisphere (1) open
!
open
!
open
Australia-Asia (2) I JIB-14 (DIP*) I JIB-2 (grid) I open
South America (3) JIB-14 (DIP*) open J1B-2 (grid)
Southern Africa (4) open J1 B-14 (DIP*) J1B-2 (grid)
All other combinations will be flagged invalid.
AH-600 AHRU Dip Angle Compensation Programming
Table 2-2
22-05-07
Page 106
Jun 1193
2. B. AHRU Functional Description
The following paragraphs describe the operation of the AH-600 AHRU with reference to block
diagram, figure 2-5.
(1) Power Supply
The power switching function selects 28-volt input power from either of the two sources
that are usually tied to each side of the aircraft power distribution system. If the PWR 1
input suffers a transient or fails, the AHRS switches to PWR 2 if it is present and of
sufficient level to power the system. Energy storage within the AHRS Power Supply
Subsystem is sufficient to survive the bus switching interrupt without foming a
reinitialization or loss of data.
The power supply is protected for short circuits, transformer saturation, regulator loop
faults, and high- and low-line transients. The AHRS will reinitialize itseff if a transient
condition causes the power inputs to simultaneously drop below 18 volts for more than
200 ms,
(2) Flux Valve Drive
The flux valve drive provides 400 Hz excitation through the mmpensator to the flux valve
primary winding. The driie signal is generated by a dc-to-ac converter powered from the
28-volt aircraft ~wer to the AHRS. The drive frequency is derived from the 4831 Hz
system clock. An 800 Hz demodulator reference is also generated.
The compensator function is totally isolated from other circuit functions and derives its
signal voltages from the f Iux valve excitation. Isolation is maintained between the primary
and secondaty sides of the flux valve. The compensator provides single cycle error
correction. Index errors are removed during flux valve installation by mechanical
adjustment.
The flux valve current servo is an advanced interface over the conventional ones used
with directional gyros, It trarwfates the 3-wire ac flux valve signal (XYZ) into dc sine and
cosine signals. The slaving error (the difference between the flux valve and output
headings) is displayed on the HSI.
(3) Inertial Measurement Unit (IMU)
The IMU measures the body axis angular rates and linear accelerations and convetis
them to dc signals. Three rate gyros and accelerometers are contained in the IMU. Each
rate gyro is aligned to a principal aircraft axis as shown in figure 2-6. Two types of
accelerometers are used: a servo unit in the z-axis and two torroidal units in the x- and
y-axes. The torroids are liquid levels that are self-temperature compensating. The servo
unit is also temperature compensated and requires no special driie signals.
22=05-07
Page 107
Jun 1/93
2. B. (4) Central Processor Unit (CPU)
At the heart of the CPU are the microprocessors and their support functions. Two
processors are used in the design: a fixed point, 16-bit, general purpose processor, and
a floating point, math coprocessor. These two devices perform the control, logic, and
computational functions of the AHRS. Their 5 MHz clock speed is derived from a
dedicated 15 MHz crystal oscillator.
The control functions provide the system interface to the processors for interrupt control
(ASCB and Real-Time Clock), as well as wait state generation for insuring correct
address, data, and control signal timing (Ready). Processor and master resets are
generated in response to the power reset signal. Additionally, a time down signal voltage
is provided that is proportional to the length of a power interrupt. The processors are also
reset in response to an invalid heartbeat valid (HBV) signal.
Program code is stored in read-only memory (ROM). Random access memory (RAM)
provides nonvolatile storage for computational results. RAM access is disabled on power
interrupts and must be re-enabled by the processor when power is restored.
The processor control, address, and data buses are confined to the CPU to prevent
external faults from crippling the program execution. Access to the system buses for
input/output and ancillary functions is through the system bus drivers. The system control,
address, and data buses provide CPU access to the hardware input/output (1/0) functions.
The system buses also provide CPU access to the IMU ROM, which contains calibration
coefficients for the sensor elements.
The processors themselves are continuously checked for proper operation by performing
sample problems in both the fixed point and floating point devices. Since the latter is a
coprocessor, this test also verifies that both units are properly communicating to each
other and to the bus mntroller. Proper processor reset operation is veriied in injunction
with the heahbeat monitor.
(5) ASCB Interface
The ASCB Interface provides the AHRS with a high-speed digital communications link to
the other aircraft systems. There are three buses, each consisting of a clock and data
line: a bidirectional A bus, a receive only B bus, and a transmit only EFIS bus. The EFIS
bus is the private and primary interface to the electronic display system. Communication
with other aircraft systems is via the A and B System buses.
22-05=07
Page 108
Jun 1/93
G IMU -CALU3RAT10N MEMorw M Bll ~ESSOR
-PITCH -NARHE MONITORS
I
w -3
G POWERSUPPLV
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3 3SVOCN0 1
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VALIO
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AIRSPEEO 31
32
TAS VALIO 33<
I
I
IAS VALIO 34
FAST ERRECT CMO 15
MAINT TEST CMO 16
a
MOOESELECTCOMMON 17
( {G]
2SVGC CONTROL 21 ;
-R 23
LAMPTESTINPUT 23<1
I
I
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I
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i
{ 18
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OA2 S3
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OP, 67
ORIENTATION OP2 54
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I
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ATT REF INPUT 21
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8
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52
53
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lU3LLWEATHERRAGAR50mV10E13
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~> ~ BASICMOOE ANN
~ 40 FAST ERRECT ACKNOWLEDGE
~ 41 ALIXPOWERANN
+42 MAINTTESTMOIJEACKNOWLEOGE
-+
LAMPGNO
+ 4S BOOVPITCHRATE
~} 49 SOOVROLLRATE
~> 3S RATECOMMON
~> 3S RATEVALIO
\
ASCB BuS NO 1
I I I I /
1 I 1 I
ASCB BuS NO 2
ATTITUOE FUNCTIONS
11
EFISPRIvATE SIUS
Figure 2-5 (Sheet 1 of 2)
22=05=07
Pages 109/1 10
Jun 1193
28 Voc
SOUAllE WAVE
FLUX VALVE EXC
(
FLUX VALVE COMMON
FLUX VALVE INPUT
{
FLUXvALVESHIELD
MANUAL
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{
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AtiRu OATA BUS
G IMU -CALIBRATIONMEMORY G CPU
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7
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Figure 2-5 (Sheet 2)
24VOCN0 1
PwR GN13
28 VOCN0 2
22=05-07
Pages 111/112
Jun 1/93
AD-8365
IMU Sensor Configuration
Figure 2-6
22-05-07
Page 113
Jun 1/93
Useor disclosureof informationon thispage IS subjectto the restrictionson the titlepage of thisdocument,
2. B. (6) Analog and Discrete Outputs
Although the AHZ-600 is principally digital in nature, the unit is configured to provide
analog output signals to those auxiliary systems not participating on the ASCB bus. Two
pitch and two roll synchros, as well as a set of two-wire ac pitch and roll signals for the
weather radar antenna system, are provided with a common phase reference input. Two
heading synchros with a common phase reference input are also provided for use with an
RMI or other remote indicator. An additional heading synchro with a separate phase
reference input is also available. All synchro outputs are isolated by Scott-T transformers
and are capable of driving three 500-ohm synchro loads. Analog outputs of normal
acceleration and rate of turn are provided as dc voltage signals while slaving error is
available as a dc current for driving an ammeter or other indicator.
Discrete outputs are provided to indicate specific AHZ-600 operational modes and analog
data valid status. Several of these outputs are redundant with data available on the
ASCB and provide system protection from certain types of failure modes, Moreover, the
data valid discrete outputs are controlled asynchronously with respect to the digital buses
so that an invalid indication is annunciated immediately upon recognition of a failure.
(7) Monitoring
The AHRU performs extensive system self-checking during all modes of operation. These
monitors are implemented in both software and hardware and provide protection from
undetected multi-axis hardovers.
The majoriiy of monitoring is performed by the CPU under software control. Its internal
monitors provide memory checksums, data in-range and reasonableness checks; and
alternate algoriihm verification of the computed results. The CPU also checks system
operation by performing output end-arounds and sensor funct ionality verification (gyros,
accelerometers, and flux valve).
The hardware monitors are principally concerned with determining that the primafy
software monitors are performing their required function. These monitors check CPU
sequencing, CPU activity, critical clock periods, and power interruption. Other monitors
protect the digital buses from uncontrolled access by the CPU and verii transmission
frequency.
Fault annunciation is provided on the ASCB by individual valid bits associated with each
data word. In the event of a major system failure, the single system is disabled from
transmitting on the bus structure at all. Valid flags are provided for the various analog
outputs and are controlled by software but are overridden to the invalid state by the
hardware monitors.
22=05-07
Page 114
Jun 1/93
2. c. CS-412 Dual Remote Compensator (See figures 2-7 and 2-8, and table 2-3.)
The CS-412 Dual Remote Compensator minimizes system deviation caused by local magnetic
disturbances.
The Dual Remote Compensator insefts small dc voltages on the flux valve output to minimize
comoass svstem deviation caused by local magnetic disturbances from the airframe and the
ele%cal s~stems onboard the aircraft.
CS-412 Dual Remote Compensator
Figure 2-7
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.62 inches (142.7 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.56 inches (65.0 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..0. .0 . . . ..299i~hes (75gm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .lolb(o.~kg)
power Ftequirements . . . . . . . . ..- . . . . . . . . . ..- . . . . . . ..28V~S Sc!uare Wave~25VA
Mating Connectors:
JI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... S3126F14-19SX
Jo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. S3126F14-lgSy
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Hard ounf
CS-412 Dual Remote Compensator Leading Particulars
Table 2-3
22-05-07
Page 115
Jun 1/93
Use or disclosure ot information on this page is subject to the restrictions on the title page of this document.
Honeywell
MAINTENANCE
MANUAL
CITATIONVll
SCREWDRIVER
ADJUSTMENTS
Pw
TEST
(
DC
OUTPUT + Dc
N-S TEST
E-W TEST
I
FROM
FLUX
VALVE
kohl
(x)
(Y)
FLUX VALVE
OUTPUT 10
AH-SW AHRU
F
I
I
A
3
B,
c
f
s
T
v
A I
-S,8 VDC
4)
4
7
CURRENT
LIMITING
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I I
SJl
I
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&
Dc
BLOCKING
I
>
H
CAPACITORS
1
IJ
(E<
NOTE
THE DUAL REMOTE COMPENSATOR CONTAINS TWO IDENTICAL
COMPENSATION CIRCUITS. CIRCUITRY AND CONNECTIONS
SHOWN ARE FOR THE NUMBER ONE SYSTSM THROUGH
CONNECTOR J1. CIRCUITRY FOR THE NUMBER TWO SVSTEM IS
IDENTICAL TO SYSTEM NUMBER ONE EXCEPTCONNECTIONS
ARE MADE THROUGH CONNECTOR J2.
CS-412 Dual Remote Compensator Block Diagram
Figure 2-8
22=05=07
1
(Z) AUXILIARY
(x)
FLUX
VALVE
(Y)) OUTPUT
CHASSIS GND
AD-%42
Page 116
Jun 1/93
2. D. FX-600 Thin Flux Valve (See figures 2-9 and 2-10, and table 2-4.)
The flux valve detects the magnitude and direction of the earths magnetic field and converts it to
electrical information that is used to align the AH-600 AHRU to magnetic north.
AD-32728@
FX-600 Thin Flux Valve
Figure 2-9
Length . . . . . .
Wkfth . . . . . . .
Height . . . . . .
Bowl diameter .
Weight (maximum)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.40 inches (111 .76 mm)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.60 inches (91 .44 mm)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.06 inches (25.32 mm)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.31 inches (84.07 mm)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.44 lb (0.65 kg)
Power requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...28 Vdc Square Wave
Mating terminals (6 required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pad No. 0364-01
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nonmagnetic machine screws, 6-40 by
3/8-inch fillister head, Parl No. 1715115
FX-600 Thin Flux Valve Leading Particulars
Table 2-4
22-05=07
Page 117
Jun 1/93
Use or disclosure of information on lhis page is subject to the restrictions on the title page of this document.
GRN (X) B101
\
I
A
~)
BLK (Y)
I
B
RED (Z)
I
p ~
,
-4
ma:}
I
WHT
>F
FX-600 Thin Flux Valve Schematic
Figure 2-10
800 t-iz
SIGNAL
OUTPUT
28 VDC
SQUARE WAVE
STATOR
COMMON
AD-8661-R1
22=05-07
Page 118
Jun 1/93
Useor disclosureof informationon thispage k subjectto the restrictionson the title pageof thisdocument.
3. ADZ-81 O Air Data System
A. AZ-81 O Digital Air Data Computer (See figures 3-1 and 3-2, and table 3-1.)
AD-3037-R1
AZ-81 O Digital Ak Data Computer
Figure 3-1
22-05-07
Page 119
Jun 1/93
Length (including handle) . . . . . . . . . . . . . . . . . . . . . . . . . ...15.76 inches (400.3 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.59 inches (91.2 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.62 inches (193.5 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..9.71b(4.4kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 28 Vdc. l.l AMaxirnum
26VacRef,60mA
Mating Connector:
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. DPX2MA-A106P-A1O6P-33B-OO24
Mating Pneumatic Connectors:
Pitot (straight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40007-2B24*
Static (straight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40007-2A26*
Pitot(90 elbow) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..40007-2B24E*
Static (90elbow) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..40007-2A26E*
GAll part numbers are American Safety Flight Systems.
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, Barry Part No. 404A-38-S-l/DPX2-0
AZ-8 10 Digital Air Data Computer
Leading Particulars
Table 3-1
The AZ-810 Digital Air Data Computer (DADC)is a microprocessor-based digital computerthat
accepts both digital and analog inputs, pedorms digital computations, and supplies both digital
and anaiog outputs. It receives pitot-static pressures and total air temperature inputs for
computing the standard airdata functions. The air data equations are solved directly usinga
16/32-bitarithmetic microprocessor under the control ofan8-bfi general putpose micmprocessor.
The DADC provides outputs for driving the math airspeed and veriiial speed indicators,
transponder, flight recorder, flight director, and autopilot, as well as other elements of the flight
control system. It also provides the computation for the AL-801 Altitude Preselect Controller.
Analog and discrete outputs are shown on figure 3-2, sheet 2. Digital outputs transmitted on the
ASCB are listed in table 3-2.
22-05=07
Page 120
Jun 1/93
Use or disclosure of information on this page is subject to the restrictionson the title page of this document,
Internal
Update Rate
Parameter Units Data Range Times/See
Pressure Altitude*
Baro Corrected Alt*
Altitude Rate*
Attitude Valid
Indicated Airspeed
IAS Valid
True Airspeed*
True Airspeed Valid
Total Air Temp
Temp Valid
Static Air Temp
Preselect Altitude
Crank-In-Motion
Preselect Alt Valid
VMO*
VMO Warning
Dynamic Pressure
DME Range
Ground/Slant Range
DME Distance Valid
Baro Set
Baro Set
Baro Set Valid
To/From
To/From Valid
DMi31TN
Mach
Mach Valid
MMCV
A1tAlert Light
Feet
Feet
Ft/Min
--
Knots
..
Knots
-.
c
.-
C
Feet
. .
-.
Knots
--
lnHg
Nm
. .
lnHg
mB
. .
. .
--
Mach
..
Mach
-.
-1000 to 60000
-1000 to 60000
-20000 to +20000
30 to 450
. .
30 to 599
..
-50 to +99
-.
-99 to +50
Oto 60000
. .
. .
30 to 450
0 to 22
.-
-.
28 to 31
948 to 1050
. .
. .
-.
-.
0.2 to 1.0
. .
0.2 to 1.0
10
10
10
5
5
5
3
5
2
2
2
10
5
5
2
5
5
3
3
3
10
10
5
5
5
3
5
2
5
5
* SSEC Applied
AZ-81 O Digital Air Data Computer ASCB Outputs
Table 3-2
22=05=07
Page 121
Jun 1/93
The DADC incorporates a self-test mode. When activated via a cockpit test switch, the DADC
outputs static data on the ASCB and ARINC 429 buses as specified in table 3-3. The
appropriate data will be displayed on the DS-1 25A TAS/Temperature Indicator and the EADI.
Static air temperature (SAT), total air temperature (TAT), and true airspeed (TAS) are displayed
as dashes on the DS-1 25A TAS/Temperature Indicator for an invalid condition.
Parameter Data Output
Pressure Altitude
Baro Altitude
Altitude Rate
IAS
TAS
Mach
TAT
SAT
Preselect Altitude
VMO
Dynamic Pressure
MMO
Baro Set (lnHg)
Baro Set (MB)
4000 Ft
Present Altitude
5000 Ft/Min
325 Kts (290 Kts*)
301 Kts
0.790 M
-16 C
-45 c
12,000 Ft
335 Kts (280 Kts*)
9.0 lnHg
0.80 M
29.921 lnHg
1013.3 MB
G Limits when ventral tanks contain fuel.
Self-Test Outputs
Table 3-3
22=05-07
Page 122
Jun 1/93
J IB
(s<,
I
18
DIGITAL 10
RANGE ,1
Ps
=~ ~
Ps FREOUENCY
SENSOR TEMP
SERIAL
DI;I?AL
CONVERTER
PAR;?LEL
c ONVERTER
[AR(NC 419,
[
DIGITAL BUS BUS [TO SH2)
A
CHARACTERIZATION
PROM
T
PITOT
T
PRESSURE
T
-
SENSOR
sENsOR
TEMP
SENsOR TEMp INTERFACE
{ f~
J IA
HOLD
60
pILOT
SLEW
HOLD
CONTROL : COPILOT
SLEW
INTERFACE
J IA
lr
BARO OISABLE 38
SSEC DISABLE 39
SELF TEST 52
TAT SAT SEL 7,
ALERTERSEL 93
PILOT,
COPILOT SEL lm
{
ALT 55
B
PILOT ALT RATE 56
HOLD
ENG A,s 57
MACH 58
, , . +4
PILOT SLEW ENG 59
(s
ALT 55
COPILOT ALTRATE %
HOLD
ENG
A/S 57
M4Cti 58
COPILOT SLEW ENG 59
J IA
@
10I
102
AIRCRAFT ,OS
INTERLOCK
KEYING 104
105
1C6
s-SCBDUAUSGL 9S
DISCRETE
INPUT
CONDITIONING
AND
MULTIPLEXING
J IB
{s4
94
TEST INTERLOCK
(DIAGNOSTIC MODE) 95
RANGE FORMAT 24
RANGE CORRECTION 65
RANGE VALlD 66
VNAV ARM 92
VN&V CAPTURE 93
WAYPOINT SELECT S0
E
{~
103
D, SPLAV 0
SELECT ,02
29
COM
TOROUE LOGIC IN1 5
TOROUE LDGIC IN2 6
TOROuE LOGIC TEST 7.
I
3
ARITHMETIC
PROCESSOR
[s511)
I
=Pzl
m
- ANALOG OUT (FROM SH2)
MONITOR (FROM SH2)
Block Diagram
Figure 3-2 (Sheet 1 of 2)
22-05=07
pages 123/124
Jun 1/93
Useor disclosureof informationon thispage issubjectto the restnctionsonthetitle page ~f thisdocument,
MAINTENANCE
MANUAL
CITATIONVll
J lh
WE
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IQ !) ~ AMTA
J IA
llola
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77
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I
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xx
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nw
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4s
}
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4s
AAACW
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Ax
AIRSPEEO
OUTPUTS *E*
J lm
~:
1
COPILOT
4s WTPUT9
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4s
J IA
?a IAS NO 3
J IB
~4 ELm cvAL o
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urtnm VAUOS
54
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}
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nvorm
a
37
NOLO OUTPUT
AWSPEEO VALIM
WENT PATN VAJ.10
PRESELECT ALT VALIO
I t
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E
ES
77
J IB
m
AAlsc
OUTWT
1s
FIEOl!lTER
I
7e
74
7?
m
WAo WAANINO
ALTIWOE SWITCN
TO/MOM NULL
ALT ALEnT LIGHT
ALT ALERT NORN
PnESELECT AL !S00 FT
PRESELECT ALT CRANK
WAYPOIN11 ANN
WAYPOINT 2 ANN
J IA
PRESS ALT NO 1
PRESS ALT NO 2
Block Diagram
Figure 3-2 (Sheet 2)
22=05=07
Pages 125/1 26
Jun 1/93
Hone~eU
3. B. Sl-225A/Sl-225S Mach Airspeed Indicator
MAINTENANCE
MANUAL
CITATIONVll
(See figures 3-3 and 3-4, and table 3-3.)
MACH COUNTER
VMO POINTER
G
IAS POINTER
YELLOW- INOE)(
AD 3073
S1-225A/Sl-225S Mach Airspeed Indicator
Figure 3-3
Height (both units) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.19 inches (81.03 mm)
Wdh (both units), . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.59 inches (91.2 mm)
S1-225S Length (mechanical unit) . . . . . . . . . . . . . . . . . . . . . . 4.05 iches (102.87 mm)
S-225SLerrgth (electrical unit) . . . . . . . . . . . . . . . . . . . . . . . ..4.40 inches (lll.76 mm)
Sl-225A Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..5.75 inches (146.05 mm)
Sl-225S Weight (maximum for both units) . . . . . . . . . . . . . . . . . . . . . . . . . ...3.1 lb(l.41 kg)
Sl-225A Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...2.5 lb(l.13 kg)
Power Requirements:
Primaty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..26 Vdc.400Hz. 5.2 VA
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..5 V. 400 Hz,2.7VA
Mating Connector
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS3126F18-32SZ
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Clamp. MSP lrtc, Part No. 64409
SI-225AH-225S Mach Airspeed Indicator
Leading Particulars
Table 3-4
22-05-07
Page 127
Jun 1/93
Use or disclosure of information on this page is subject to tha restrictionson the title page of this document.
Honeywell
The Mach Airspeed Indicator provides a
displays of indicated airspeed (IAS) and
MAINTENANCE
MANUAL
CITATIONVll
servoed counter display of MACH, and servoed pointer
maximum allowable speed (VMO). The ADC provides
the instrument with the driving signals for all three functions. Four indices of various colors are
also provided that allow the pilot to mark critical airspeeds.
A failure monitor controls the maximum allowable airspeed (VMO) failure flag and airspeed
failure (OFF) flag. The VMO flag and the OFF flag are operated by a common permanent
magnet motor. A failure affecting maximum allowable airspeed only causes display of the VMO
legend. A failure affecting airspeed only or both airspeed and maximum allowable airspeed
causes display of the OFF legend. The failure condition and the resultant flag displayed are
summarized below.
Failure Condition Flag Dis@wed
Absence of primary instrument OFF
Internal power supply failure OFF
Loss of reference voltage OFF
Persistence of excessive IAS servo null signal OFF
Absence of exiernal IAS data valid signal OFF
Persistence of excessive Vw null signal VW
Absence of external altitude data valid signal v
MO
The S1-225S Mach Airspeed Indicator is used on the pilots side, and the SI-225A Mach
Airspeed Indicator is used on the copilots side. Both indicators are functionally the same. The
difference is that the S1-225S is two separate units connected by a cable for use where
mounting space does not permit using the SI-225A. Both units of the S1-225S are replaced as a
single LRU.
22-05=07
Page 128
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the title page of this docul nent.
J1
{:, -
I
A
5 VAC
INSTRUMENT
LIGHTING
I
LIGHTING
B
I
+
CHASSIS 1
GND
I
SINGLE
GND
c+
=
INPUT
POWER
26 VAC
400 Hz
{:=
I
28 VDC
I v
ALTITUDE
(FOR vMO
AIRSPEED/VMO
MONITORING)
I
FAILUREFLAG
28 VDC IASI
I
+
FAILURE
VALID INPUT K < MONITOR
T
b
+12 VDC REF LO M
1-
1
I
IAS SINGLE INPUT R
-22.2 mVDC/KN
b
I
4)
I
I
I
4I
I
REF vMO
SINGLE INPUT S
-22.2 mVDC/KN
I
I
I
I
dI
1
MACH
1
SINGLE INPUT P
-10 VDC/KN
H
I
---- --- ---- ---- -- A
SERVO
AMPL
==+@O*<R
t
I
i
----- ---- ----- ---- A
SERVO
AMPL
I
= @-p J-T--m
MACH READOUT
I
----- ----- ----- ---- a
AD-498-RI
Sl-225A/Sl-225S Mach Airspeed Indicator
Block Diagram
Figure 3-4
22=05=07
Page 129
Jun 1/93
3. c. AL-801 Altitude Preselect Controller (See figures 3-5 and 3-6, and table 3-5.)
>
1:1 1:1 FEET
[-1 l-l
J
@J
ALTSET
Q
SET
AD-4126
Figure 3-5
Length from rear of bezel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.90 inches (226.1 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..3.28 inches
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.54 irtches
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.31b
(83.4 mmj
(39.1 mm)
(0.590 kg)
Power Requirements:
Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..28 Vdc. 5.5 Watts
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..5Vac ordc,2.5VA
Mating Connectors:
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS24308I2-10
Mounting Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. ClaW. MSPlnc. Part No. 64419
Leading Particulars
Table 3-5
22-05-07
Page 130
Jun 1/93
The Altitude Preselect Controller provides altitude alerting and altitude preselect functions. The
computations for each of these functions are performed by the AZ-81 OAir Data Computer. The
pilot preselects a desired altitude up to 60,000 feet by rotating the SET knob, which controls a
dc tachometer output to the AZ-81 O. The tachometer signal is integrated in the AZ-81 Oto
provide display data and altitude alerting functions. When the SET knob is rotated, a ground is
provided to the flight guidance computer to reset the ALT SEL CAP mode to the ARM mode.
The display will indicate dashes if power is interrupted for more than 2 seconds or if the air data
computer is not valid.
The AZ-81 O provides the altitude alerting outputs as a function of the SET altitude. As the
aircraft approaches the altitude selected on the Altitude Preselect Controller, a single momentary
(0,5 to 1.0 second) ground is provided at 1000 feet for an audio alerting device, and the amber
alert light on the baro altitude indicator is illuminated. The alert light remains illuminated until the
aircraft is within 250 feet of the selected altitude where it is extinguished. No warning signals
are generated within 250 feet of the selected altitude. If the aircraft should subsequently deviate
from the selected altitude, a single momentary ground is provided at 250 feet deviation and the
alert light is illuminated.
The AL-801 has dual outputs that are internally switched to the pilots or copilots air data
computer. The AL-801 switching is controlled by opening (pilots) or grounding (copilots) pin
16J1-27.
22=05=07
Page 131
Jun 1/93
DISPLA
DATA
I <,
J1
DDS ONO 1
I
002+3
s4
DDS*NO-----4+.
00s2N01~ 7
I
-r
SEWN04+W-=AL
.5LEWTACH(H,N0 ,.+-< :;
SLEWTACH(H] NO 2 + < 46
I I WI
SLEW TACH(L1NO 2 ++,, *
1
I 10 I
I J 1 i I r
. vDcN02~31~ ;
----i+
DC GNDNO I
2 I
cGNDNO 2- T_
SCD
SIGNALGNDNO I
-/+;
%
G ND 0 ~
I
I 1
0
,
.ADCSELECTLL+ --I
Block Diagram
Figure 3-6
22-05-07
-mm
--E!Y$+
EM+
L,l%ssl.
~4- r%=
TEST)
AD-..,
Page 132
Jun 1/93
3. D. DS-1 25A TAS Temperature Indicator (See figures 3-7 and 3ft, amd table 3-6.)
TAT C TAS KNOTS
~Bm>
DIM KNOB
@
\o
SAT C DIM
(Qy
AD-35321 @
Figure 3-7
Length from rear of bezei . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.18 inches (182.4 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.28 inches (83.4 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.56 inches (39.8 mm)
Weight (maxirrwm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.Olb(0.454 kg)
Power Requirements:
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..0t05V dcorac,2VA
Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..26 V.400 HZ. 5VA
Mating Connector
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Cannon Part No. DAMA-15S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Clamp. MSPlnc, Part No. 64321
DS-125A TASTemperatu relndicator
Leading Particulars
Table 3-6
22=05=07
Page 133
Jun 1/93
Use or disclosure of informationon this page is subject to the restrictions on the title page of this document.
The DS-1 25A TAS Temperature Indicator receives true airspeed (TAS), static air temperature
(SAT), and total air temperature (TAT) signals from the air data computer. TAS is displayed in
knots from 150 to 599 and SAT and TAT in C from -99 to +50. The indicator normally displays
TAT and then displays SAT when the SAT switch is pressed. Display dimming is controlled by
the DIM knob on the front panel. If the air data valid signal goes invalid, both displays will be
blank except for a single dash in the middle digit of each display.
22-05=07
Page 134
Jun 1/93
Use or disclosureof informationon thispage issubjectto the restrictionson the title pageof thisdocument,
] s*TffAToc
28 V DC?
.rI
1 TO DISPLAY
I DISPLAY
i
AIR DATA 3
VALID
[
I
DRIVERS
DISPLAY
TE~ GND 1+
TO DISPLAY DRIVERS
m:
I
I
I
SATI
I
FUNCTION
ANALOG/
TAT 2 4 *
TENS
I
DIGITAL
3
INPUT
GENERATOR
CONVERTER
DRIVER
I
I
1
20 V DC
1
I I
REF 4 4

VOLTAGE
I
UNITS
l_ z I
DRIVER
TO AIR
SAT I I
Ef@< ~
l-J
r;szsl
:%c{:~Fl
I
DISPLAY
-
I
HUNDREDS
DRIVER
1
I
1
I
I
I
r
TAS
ANALOG/ I
INPUT 6 I
DIGITAL
4 )-0
TENS
CONVERTER
DRIVER
I
I I I
CHASSIS ,1
GND
%
AD-31517
Block Diagram
Figure 3-8
22-05-07
Page 135
Jun 1/93
Use or disclosureof informationon thispage is subjectto the restrictionson the titlepage of thisdocument.
4.
Honeywell
AA-300 Radio Altimeter Svstem
MAINTENANCE
MANUAL
CITATIONVll
A. RT-300 Radio Altimeter Receiver/Transmitter (See figures 4-1 and 4-2, and table 4-1.)
RT-300 Radio Altimeter Receiverflransmitter
Figure 4-1
Dimensions (maxinwm):
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..ll.07inches (281.2 mm)
Wtih . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.56 inches (1 15.8 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..4.09 inches (104.0 mm)
Weight (maxirrum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..4.51b(2.05 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Vdc,0.7A
Transmitter characteristics (nominal):
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Shofi Pulse Modulation
RF frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..4.3GHz
Peak power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Watts
Receiver characteristics (nominal):
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Superheterodyne
lFfreauencv . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60MHz
RT-300Radio Altimete rReceiverflransmitter
Leading Pafiiculam
Table 4-1
22-05-07
Page 136
Jun 1/93
Operational Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O-2500ft
Data Outputs/Accuracy:
Precision Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DC analog voItage(O-2500ft)
Gradient: -4. OmVdc/ft
Oalt=O volt
Accuracy: o-looft,f3ft
lf)()-50()ft,*3/0
500-2500ft,*4/o
Auxiliary Output . . . . . . . . . . . . . . . . . . . . . DC analog voltage (O-2500ft)
Gradient: Per ARINCcharacteristic 552,
ALT = (0.02h + 0.4) V dc for
altitudes below 480 ft and
(10 + 10Ln h + 20) Vdc
500
for attitudes above 460 ft
Accuracy: o-loo ft, *4ft
100-500 n, +4%
500-2500 ft, ?5/0
Altitude Trips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 mA current sink provided at and
below trip points indicated below:
TriD Point Accuracy
50 ft *4ft
250 ft
*loft
500 ft
+20 ff
1200 ft
~60 ff
Mating Connectors:
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS3116F16-26S
J2 -TRANSMIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. GRFF 4007-0002
(GRFF Connectors, GRFF Division, Solitron Devices, Irtc)
J3 -RECEIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. GRFF4007-OO02
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard Mount
RT-300 Radio Altimeter Receiver~ransmitter
Leading Particulars
Table 4-1 (cent)
The Radio Altimeter Receiver/Transmitter provides a dc output voltage propoflional 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 ADI RAD ALT display. The auxiliary output supplies
absolute altitude information to the flight director system.
22=05-07
Page 137
Jun 1193
; TO TRANSMIT
; TO RECEIVE
r?
ANTENNA
--
r?
ANTENNA
--
I 1
TRANSMITTER/ To LsE
VIDEO
MODULATOR
RECEIVER
AGCVOLTAGES
PROCESSOR
STCVOLTAGE
TRACK
VALID
J1
J1
I
I
SELF TEST T
1]
I
I
I
I
1;
I
I
1)
TEST INHIBIT NO. 1 D
OUTPUT
I ASSEMBLY
=
I
I
I
TEST INHIBIT NO. 2 B
I
1
)
I
1
i
OUTPUT TEST E
I
I >
I
4 1>
I
28 VDC FILTERED
I
I * +30 VDC I
+28 VDC ~
+15 VDC
INPUT PWR -
1
POWER
~ +5 VDC 1)
I
SUPPLY I
PWR GND ~
15VDC
I
~ 18 VDC
I
4)
>
*
RT-300 Radio Altimeter Receiver/Transmitter
Block Diagram
Figure 4-2
22-05=07
W ALT OUTPUT (EH)
X AUX OUTPUT
Y FLAG WARNING
F TRACK INVALID
N OUTPUT COMMON
U 1200 FT TRIP
V 250 FT TRIP
R 50 FT TRIP
L 500 IT TRIP
P ALT TRIPCOMMON
z +15 VDC OUTPUT
a 15 VDC OUTPUT
M f 15VDC COMMON
AD-9784
Page 138
Jun 1/93
4. B. AT-300 Radio Altimeter Antenna (See figure 4-3 and table 4-2.)
One AT-300 antenna is used to receive information from the RT-300 and another is used to
transmit information to the RT-300.
Fir
AD6841
Figure 4-3
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..3.65 iMhes (92.7 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.50 inches (66.9 mm)
Height (including connector) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.93 inches (23.6 mm)
Weight (maxirmm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.50z (99.229)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . 10 Watts peak maximum, 1 Watt (nominal)
Mating Connector:
JI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..TNC -male
Mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flush mounted to aircraft skin, using
No. 10panhead screws and gasket,
Part No. 4010193-6
Leading Particulars
Table 4-2
22-05-07
Page 139
Jun 1/93
Use or disclosure of information on this page is subject to tha restrictions on the title page of this document.
5.
6.
Paracwaah 5 is not applicable to this svstem.
EDZ-816 Electronic FlifXl Instrument Svstem (EFIS) and MDZ-816 Multifunction Displav (MFD) System
A. ED-800 Electronic Display (See figures 6-1 and 6-2, and table 6-1.)
The ED-800 depicted in fgure 6-1, is a large format, 5 by 6 inch, high resolution cathode-ray-tube
(CRT) display. This unit presents ADI and HSI, or MFD information compiled by any of the
symbol generators. A single EDZ-816 EFIS uses two (2) ED-800 Electronic Displays, one as an
Electronic Attitude Director Indicator (EADI) and the other as an Electronic Horizontal Situation
Indicator (EHSI). The MDZ-816 MFD system uses one ED-800 Electronic Display.
All ED-800 display units are identical and interchangeable, except when used as an ADI. In this
case, an inclinometer is attached to the bezel. Leading padiculars of the ED-800 are listed in
table 6-1 and a block diagram is shown in figure 6-2.
Refer to paragraphs 6. A. (1) thru 6. A. (4) for a functional description of the ED-800. Paragraph
6. B describes the display features of the ED-800 when used as an AD I. Paragraph 6. C
describes HSI features and the composite display. Paragraph 6. D describes EFIS reversionary
controls and annunciators, and paragraph 6. E describes the display features of the ED-800 when
used as an MFD.
Figure 6-1
22-05-07
Page 140
Jun 1/93
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..10.50 inches (266.70 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.08 inches (154.48 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..5.08 inches (129.03 mm)
Weight (maxinwm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 10.31b(4.67kg)
Power Requirements:
Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 28Vdc.65Watts maxinwm
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..5Vacordc. l.2Watts maximum
and28Vdc, l.2 Watts maximum
Mating Connectors:
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS27473E20B35S
with strain relief MS27506-B20-2
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clamp, Honeyuvell Part No. 7000066-6
or MSPlnc, Part No. 64440
User Serviceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NONE
Leading Particulars
Table 6-1
6. A. (1) Deflection System
The ED-800 display unit is capableof operating in either raster scan orstroke writing
modes. Inthestroke wriiing modethedeflection amplifiers operate ascurrentoutput
power stages. ~e&fl-ion yoke currents aresamplti atifed~ck tothein~ to the
power stages to provide deflection amplifiers for each mode of operation. The deflection
amplifier output stages, in both the vertical and horizontal axes, are constructed using
complementary power FETs for high-power gain, hence reduced component count.
Cimuitry is contained within the deflection system to provide for the pincushion linearity
correction required by the CRT physical geometry.
[n order to provide the highest possible data throughput fmm the symbol generator to the
display, a handshake system is used to tell the symbol generator when the display
deflection amplifiers are through slewing and ready to write. This stroke ready signal is
generated by a window comparator that monitors the input/output status of the deflection
amplifiers. All of the display unit deflection signals are fed through a multiplexer. This
allows the display to be driven from two different symbol generators as required in the
reversionary mode.
22-05-07
Page 141
Jun lr93
6. A. (2) Video and Dimming System
The video system provides the individual drive signals to each of the three (red, blue, and
green) electron guns in the CRT. Amplitude of the gun drives are adjusted to provide the
required color selection menu. Four bits of color selection data are used providing for a
possible 8 colors on both raster and stroke operation (for a total of 16).
The overall intensity of the display output is controlled in the video system by a signal
from the autodimming system. In the auto-dimming system, the pilot-selected intensity
(from the dimming control on the DC-81O cmtroller) is modulated by a control signal
generated from two strategically located ambient light sensors. This allows the pilot to
select a different intensity level for the weather radar display and the remainder of the HSI
functions.
(3) System Monitor
A system monitor is incorporated in the ED-800 to provide CRT phosphor protection and a
system invalid signal to the symbol generator whenever the following conditions are
detected:
G Loss of deflection in either axis
c Abnormal power supply outputs
Improper CRT filament current
The circuitry also provides a 5-second time delay between application of CRT filament
current and high-voltage power turn-on. This allows the system to stabilize quickly and
also protects the CRT cat bodes from the effects of excessive initial anode current.
(4) Power Supply
All power required by the ED-800 display unit is provided from the aircraft 28-V dc bus via
a power supply subsystem located within the display unit. This power supply subsystem
consists of a high-effiiency switching regulator and a solid state high voltage power
supply.
The high voltage power supply is a ferro-resonant switching converter and high voltage
multiplier assembly. This supply features well regulated high voltage (14 kV) to prevent
intensity and size variations in the picture due to load variations caused by changes in
picture content. The high voltage portions of the power supply are encapsulated as well
as the anode and focus lead assembly. This is required for unpressurized environments.
When an ED-800 display unit is to be used as an EADI, an inclinometer is attached to the
front of the display. Provisions have been made to light the inclinometer from the
standard aircraft 5-voit lighting bus.
22-05-07
Page 142
Jun 1/93
r
LO=VO=AG~ 1
POWER SUPPLY I I 1
1 I I
28 VDC
{,!:
1!
AIRCRAFl H I
SWITCHING
I*
INTERNAL
POWER c
REGULATOR
1-
- POWER
~
I
L
T
I
l
- 1
I
I n
ENABLE
G1
VALID 4 !
SYSTEM
olM coNTROL ~
MONITOR
I
xMcOROL~
D
RIGHT SENSOR OUT
I
AUTO
DIM
I
SYSTEM
LE~ SENSOR OUT I
VIDEO INTERFACE
(
(PRI)
(SEC)
STROKE READY
(
(PRI)
(SEC)
X DEFLECTION
{
(PRt)
(SEC)
Y DEFLECTION
(
(PRI)
(SEC)
RASTER/STROKE
(
(PRI)
(SEC)
FLYBACK
(
(PRI)
(SEC)
REV SELECT
I
I
MUX
I
I
ED-800 Electronic Display Block Oiagram
Figure 6-2
G2
6.3V
Ocus
Jr
RIGHT PHOTO SENSOR
LEFT PHOTO SENSOR G 1
R,B,G
CRT
VIDEO
SYSTEM ,
-
&
1
STROKE READY
I
G
Pages 143J144
Jun 1/93
;E:ERl=lg~:L=
CORRECTION
J I
m RASTER/STROKE
ANODE
J
J
FLY13ACK
AD s272
22-05-07
6. B. ED-800 Used As An Electronic Attitude Director Indicator (EADI)
The EADI combines the familiar true sphere-type attitude display with lateral and vertical
computed steering signals to provide the pilot commands required to intercept and maintain a
desired flight path. The EADI provides the following display information:
.
.
.
.
.
.
G
G
G
G
Glideslope or Glidepath Deviation

Expanded Localizer or Azimuth Deviation
Radio Altitude
Rising Runway
- Digits/ Readout
- Decision Height
Marker Beacon Annunciation
Cross-side Sym&J Generator Switching
Rate-of -Turn
Fast/Sbw AOA Command
Attitude Source
FD Mode Annunciations
Airspeed Trend Error
Autopilot Engage Status
Air Data Command
Airspeed Display
Digital Airspeed
Analog Vertical Speed
(1) ED-800 EADI Displays and Annunciators (See figure 6-3.)
(a)
(b)
(c)
Decision Height Display
Decision height is displayed by a three-digit display. The set range is from 10 to
990 feet in 10-foot increments. The DH display may be removed by setting full
countercbckwise rotation of the set knob. In addition, when within 100 feet of the
selected digital display value, a white box appears in the upper left corner of the
EADI. At or below DH set value, an amber DH is displayed in the window and
flashes for 10 seconds.
Attitude Source Annunciator
The selected attitude source is not annunciated if it is the normal source for that
indicator. As other attitude sources are selected, they are annunciated in white at
the top left side of the EADI. When the pilot and copilot sources are the same, the
annunciation is amber.
Roll Attitude Pointer and Scale
The pointer displays actual roll attitude when aligned with the fixed index reference
marks at O, 10, 20, 30, 45, and 60 degrees on the roll scale.
22-05-07
Page 145
Jun IB3
6. B. (1) (d) Glideslope, Vertical Navigation, or Glidepath Deviation Pointer
The glideslope pointer and scale are in view when tuned to an ILS frequency to
display aircraft deviation from glideslope beam center. Aircraft is befow glidepath if
pointer is displaced upward. Each glideslope dot represents displacement from the
beam center-line. During ILS approaches, if decision height (DH) is set below 160
feet with the AP engaged, a Categofy II window (green) appears on the glideslope
deviation scale. If the VNAV mode is selected, the pointer indicates the VNAV
computer path center to which the aircraft is to be fbwn. Vertical track aletl (VTA) is
annunciated 1 minute prior to VNAV capture and is removed at VNAV capture. If
MLS is selected, the pointer would indicate deviation from the selected glidepath
angle.
The vettical deviation scale is identified to show its current function: ILS, MLS, and
VNAV. The glideslope and glidepath pointer is on the right side of the scale; the
VNAV pointer is on the outside of the scale.
(e) Flight Director Mode Annunciators
Flight director vertical and lateral modes are annunciated along the top of the EADI.
Armed vertical and lateral modes are annunciated in white to the Iefl of the captured
vertical and lateral mode annunciators. Capture mode annunciators are displayed in
green and are located to the left of top center for lateral modes and in the upper
right corner for vetiical modes. As the modes transition as specified bebw, a white
box is drawn around the capture or hold mode annunciator for 5 seconds.
Lateral Transitions
VOR ARM to VOR CAP
LOC ARM to LOC CAP
LNAV ARM to LNAV CAP
BC ARM to BC CAP
VAPP ARM to VAPP
AZ ARM to AZ CAP
CAP
Vertical Transitions
VPTH CAP to VALT
VPTH CAP to VFLC
FLC CAP to ASEL CAP
VFLC CAT to ASEL CAP
VPTH to ASEL CAP
VS CAP to ASEL CAP
VNAV ARM to VFLC
VNAV ARM to VPTH CAP
ASEL ARM to ASEL CAP
ASEL CAP to ALT
ASEL ARM to ALT
GS ARM to GS CAP
GP ARM to GP CAP
22-05-07
Page 146
Jun 1/93
Useor disclosureof iniormetiononthis page is subjectto the restrictionson the titlepage of thisdocument.
6. B. (1) (f) Flight Guidance Computer Status
A green AP ENG is annunciated whenever the autopilot is engaged. If touch control
steering is being used, the AP ENG annunciation is replaced with an amber TCS
ENG.
(9)
Vertical Speed Indicator
A therornometer-type scale and pointer to the right of the attitude sphere indicates
current aircraft vertical climb or descent. The green vertical speed indicator has a
range of M999 ft/min with a resolution of 50 fl/min for speeds under 1000 ft/min and
100 ft/min for speeds over 1000 ft/min. The green vertical speed pointer indicates
the approximate verlical speed and the direction of vertical speed travel. The
vertical speed scale has a range of t7000 ft/min with scale markings at 1,000,
2,000, and 6,000 ft/min.
(h) Radio Altitude Display
The four-digit display indicates the aircrafts radio altitude from Oto 2500 feet. The
resolution above 200 feet of altitude is 10 feet; below 200 feet, the resolution is 5
feet. The display is blanked for altitudes greater than 2500 feet. When the radio
altitude data is invalid, the display indicates a dash in each of the digits.
(i) Marker Beacon
Marker beacon information is displayed to the right of the expanded localizer/azirrwth
scale. The markers are of the specified mlors of blue for outer, amber for middle,
and white for inner marker. A white box identifies the location of the marker beacon
annunciation after tuning to a Iocalizer. The marker beamn display will flash as the
respective beacons are received.
0)
Rising Runway
For added backup during the critical approach phase of flight, absolute reference
above the terrain is displayed below 200 feet by the rising runway. The rising
runway appears at 200 feet and moves toward the miniature aircraft symbol as the
aircraft descends toward the runway, mntacting the bottom of the symbolic aircraft
at touchdown. If radio altitude is invalid, the rising runway is out of view.
(k) Inclinometer
The inclinometer gives the pilot a conventional display of aircraft slip or skii, and is
used as an aid to coordinated maneuvers. A means for leveling the inclinometer is
provided. Level inclinometer in accordance with procedure in Section 8.
22-05-07
Page 147
Jun 1/93
6. B. (1) (1) Expanded Localizer or Azimuth Pointer
Expanded Iocalizer is displayed by the Iocalizer pointer whenever a valid Iocalizer
sgnal is available. Raw Iocalizer displacement data from the navigation receiver is
amplified approximately 7-1/2 times to permit the bcalizer pointer to be used as a
sensitive reference indicator of the aircrafts position with respect to the center of the
Iocalizer. It is normally used for assessment only.
During final approach, the pointer serves as an indicator of the Category II window.
Keeping the expanded Iocalizer pointer within its full-scale marks ensures the pibt
that he will touch down within *33 feet of the certterfine of the runway when using a
Category II ILS system. When tuned to other than an ILS frequency, the expanded
Iocalizer display is replaced by the rate-of-turn display. When MLS is selected, the
expanded Iocalizer pointer displays deviation from the selected azimuth angle.
(m) Attitude Sphere
The sphere moves with respect to symbolic aircraft reference to display actual pitch
and roll attitude. Pitch attitude marks are in 5degree increments.
(n) Aircraft Symbol
The symbol serves as a stationary representation of the aircraft. Aircraft pitch and
roll attitudes are displayed by the relationship between the fixed miniature aircraft
and the movable sphere. The miniature aircraft is fbwn to align the command cue
to the aircraft symkd in order to satisfy the commands of the selected flight director
mode.
(o) Airspeed Display
The indicated airspeed is displayed in a T-Speed window to the left of the attitude
sphere. A magenta trend vector indicates the direction and rate of change of
airspeed. The maximum deflection is 1-inch, which equals a rate of 2 knotskecond.
The resolution of the trend vector is 1/32 knothecond. The display will turn amber
when approaching Vmo and red once the airspeed is greater than Vmo.
(P)
Fast/Sbw Pointer
The pointer indicates relative approach airspeed provided by the angle of attack
system. The pointer deflects toward F when the aircraft is flying at more than
programmed speed. The opposite is true when the pointer deflects toward S.
22=05-07
Page 146
Jun 1/93
ATTITUDE ROLL
SOURCE ATTITUDE ROLL
DECISION HEIGHT
VERTICAL TRACK
ANNUNCIATOR POINTER SCALE ALERT
AOA
PITCH ANO ROLL -
\ .
F
COMMAND
(NOTE 2)
FASTISLOW
POINTER
AIRSPEED- ~
DISPLAY
AIRCRAFT / ~
SYMBOL
/
ATTITUDE 0
SPHERE
\
DECISION
HEIGHT
DISPLAY
EXPANDED INCLINOMETER RISING
LOCALIZER
MARKER
RUNWAY BEACON
OR AZIMUTH
POINTER
(NOTE 1)
NOTE%
1.
2.
3.
4.
FLIGHT
-DIRECTOR
MODE
ANNUNCIATORS
(NOTE 3 AND 4)
- FLIGHT
GUIDANCE
COMPUTER
STATUS
E VERTICAL
SPEED
INDICATORS
- GLIDESLOPE/
GLIDEPATH
VERTICAL
DEVIATION
\
POINTER
VNAV
VERTICAL
DEVIATION
POINTER
< RADIO
ALTITUDE
DISPLAY
WiEN NOT TUNED TO AN ILS FREQUENCY, THE RATE OF TURN
POINTER AND SCALE IS PRESENT IN PLACE OF THE EXPANDED
LOCALIZER. WHEN MLS IS SELECTED, THE EXPANDED LOCALIZER
POINTER DISPLAYS AZIMUTH DEVIATION.
THE CUE ON THE NON-HSI SELECTED SIDE MAY BE BIASED
FROM VIEW BY PRESSING THE FD CMD BUITON ON THE DC-81O
ON THAT SIOE.
A WHITE BOX IS DRAWN AROUND THE MODE ANNUNCIATOR WHEN AN
AUTOMATIC MODE TRANSITION OCCURS, (IN THIS CASE,
GSARM TO GSCAP).
~) INOICATES THE CAPTURE OF A LATERAL OR VERTICAL MODE.
THE () IS REMOVED IN THE TRACKING (ON COURSE) MODE.
EADI Displays and Annunciators
Figure 6-3
h
ATTITUDE SOURCE
WHITE FOR DIFFERENT SOURCE
AMBER FOR SAME SOURCE
(NOTE 5) AIT 1
ATT2
ATT3
LATERAL CAPTURE (GREEN)
HOG LOC
112 HDG LNAV
VOR AZ
BC
m
ASEL
GS
GP
B
LATERAL ARM
WHITE)
VOR VAPP
LOC AZ
BC_ -_ LNAV
TREND vECTOR
(MAGENTA)
I AIR DATA COM=I
+%%+
w
I 350 KTS I
)
LEv-J
CATEGORY II
- WINDOW (NOTE 6)
I
I MARKER 1
H
BEACON
O OUTER
M MIDDLE
I INNER
5. INS, INS2ANDINS3ANNUNCIATIONMAYBEREPIACEDATAITl ,
AlT2 ANDAlT3 DEPENDINGONINSTALLATION.THEREWILLBE
EITHERTHEINSORAl_f ANNUNCIATIONS,NOTBOTH.
6. CATEGORY~ WINDOWSHOWNWHENDECISIONHEIGHTSET
BELOW160FEET.
1
VERTICAL CAPTURE (GREEN)
I
+7
VERTICAL
DEVIATION
ANNUNCIATOR
ILS
MLS
RADIO ALTITUDE
1
AD-36747
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Use or disclosureof informationon thispageis subjecttothe restrictionson the titlepage of thisdocument.
6. B. (1) (q) Pitch and Roll Command Cue
The pitch and roll command cue displays computed steering commands to capture
and maintain a desired flight path. The aircraft symbol is always flown to the flight
director cue. The cue is biased out-of-view if an invalid condition occurs in the flight
director pitch or roll channel.
NOTE: Unless deselected with DC-81 O Display controller, the command bars
are shown in both EADIs and reflect flight director guidance to the selected
modes based on the selected EHSI data.
(r) Rate-Of-Turn Display
When tuned to other than an ILS frequency, the rate-of-turn is displayed by a pointer
and scale at the same location as the expanded Iocalizer. The rate-of-turn of the
aircraft is indicated by the position of the pointer against scale indices. The marks at
the extreme left and right sides of the scale represent a standard rate of turn
(2-minute or 3-degree per second turn rate).
(s) Air Data Command Display
When selecting a flight director mode of either flight level change (FLC) or vertical
speed (VS), the command reference will appear in the lower left comer. The
guidance controller pitch wheel may be used to change the air data command
reference. For other vertical modes, the air data command display will be removed.
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6, B. (2) ED-800 EADI Amber Caution and Failure Annunciation (See figure 6-4.)
(a)
(b)
(c)
(d)
Same Attitude Source
There is no attitude source annunciated if the pilot and copilot are using their normal
attitude sources. Selecting other attitude sources causes the new source to be
annunciated in white. If the pilot and copilot have selected the same attitude source,
that attitude source is annunciated in amber on both EADIs.
Flight Director Failure
An amber FD FAIL warning is displayed at the top left of the EADI in the event of a
flight director failure. Also, the flight director cue and all FD mode annunciators are
removed. During self-test, if the FD mode annunciator test is valid, the word TEST
is annunciated in magenta at the same location as FD FAIL.
Decision Height Warning
When the radio altitude is within 100 feet of the decision height, a white box will
appear to the left of the radio altitude display. When at or bebw the decision height,
an amber DH will appear inside the white box.
Comparison Monitor
Selected pilot and copilot input data is compared in the symbol generator. If the
difference between the data exceeds predetermined levels, an out-of-tolerance
symbol will be displayed. A list of the compared signals and the displayed
cautionary symbol are given below. Note that when the compared pitch and roll
attitude or glideslope and Iocalizer signals (Compared Signals 6 and 7 in table 6-2)
are out-of-tolerance, a combined symbol (AIT or ILS) is displayed.
Each pibts station incorporates a combination master comparison monitor warning
light and clear switch. Any mmparison monitor that trips will cause both master
comparison monitor warning lights to illuminate. Once a paflicular monitor has
exceeded the trip threshold level, it is latched and must be manually cleared. Both
external warning lights and both EADI warning annunciations can be cleared by
depressing either the pilots or copibts clear switch.
Once a particular monitor has tripped and has been manually cleared, it is
automatically rearmed only if the miscompare rendition is reduced to below the
monitor trip threshold. If the miscompare value for a particular monitor is not
reduced to below the trip threshold, that monitor will not rearm unless the EFIS
primary power is recycled.
22-05=07
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Compared Signals Tolerance Displayed Symbol
1. Pitch Attitude *6 Deg PIT
2. Roll Attitude M Deg ROL
G
3. Heading
*6 Deg
HDG
4. Localizer
~40 mv
LOC (AZ**)
* 5. Glideslope
*50 mv
GS (GP*)
6. Pitch and Roll Attitude f% Deg AIT
* 7. Localizer and Glideslope
*4o mv (LOC)
ILS (MLS**)
+50 mv (GS)
NOTES:
G These comparisons are only active during flight director Iocalizer and glideslope
carXure with both NAV receivers tuned to a LOC frecmencv.
** When MLS is selected on both NAV receivers (pilots and copilots), Iocalizer (LOC)
becomes azimuth (AZ), glideslope (GS) becomes glidepath (G P), and ILS becomes
MLS. The tolerance for AZ is approximately 1/2 dot and GP is approximately 2/3 dot.
G** The heading monitor threshold is *6 degrees for bank angles up to 6 degrees. When
bank angles exceed 6 degrees the threshold is fl 2 degrees heading and remains at
*I 2 degrees for 45 to 90 seconds after bank angle is reduced below 6 degrees. If
the compared heading sources are not the same (both MAG or TRU), the comparison
monitor is disabled.
Comparison Monitoring
Table 6-2
6. B. (2) (e) Status Messages
The following status messages will be displayed as requird:
Messwae Color
AP ENG GREEN
TCS ENG AMBER
FMS MSG AMBER
Autopilot Engage (AP ENG) - A green AP ENG is normally displayed on the EADI
to indicate when the autopilot is engaged.
Flight Management System Message (FMS MSG) - A message on the installed
FMS display is indicated by an amber FMS MSG on the EADI. This message
overrides the AP ENG message.
Touch Control Steering Message (TCS ENG) - An amber TCS ENG is displayed on
the EADI, overriding the AP ENG message when the TCS button is pressed.
22=05-07
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COMMON SYMBOL
GENERATOR
ANNUNCIATOR
F1
FLIGHT DIRECTOR
COUPLED TO THE
CROSSIOE HSI
BLANK < HSI
HSI >
NOTE
AIRSPEED
DISPLAY
FAILURE
HEADING
COMPARISON
MONITOR
AIR DATA
COMMAND
FAILURE
DECISION
HEIGHT
FAILURE
!3EClS10ti
SAME
FLIGHT
ATTITUDE DIRECTOR
HEIGHT
MAXIMUM RADIO ALTITUOE RADIO
SPEED COMPARISON ALTITUDE
ANNUNCIATOR MONITOR FAILURE
NOTE: WHEN IN DUAL HSI APPROACHTHE
<HSI ANNUNCIATIONWILL BE REMOVED
m
STATUS
MESSAGES
AP ENG
TCS ENG
FA4S MSG
m
GS
ILS
AZ
GP
MLS
I
AD-2W17-R2
6. B. (2) (f)
(9)
EADI - Amber Caution and Failure Annunciations
Figure 6-4
Radio Altitude Failure
In the event of a failure of the radio altimeter, amber dashes will replace the
numerical values and the rising runway will be removed from the display, if present.
Max Speed Annunciator
Indicates the flight guidance system has automatically overridden the selected
vertical mode to ensure V.JM.. is not exceeded.
22=05-07
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Jun 1/93
6. B. (2) (h)
(i)
0)
(k)
(1)
Decision Height Failure
In the event of an open DH potentiometer, or during self-test, amber dashes will
replace the numerical values of the decision height display.
Air Data Command Failure
In the event of an air data computer failure, amber dashes will replace the
numerical value of the specific air data command displayed.
Airspeed Display Failure
In the event of an air data computer failure, amber dashes will replace the
numerical airspeed value.
HSI Couple Symbol (Cross-Side Command Cue)
Normally both flight guidance computers are coupled to the left EHSI. The copilots
EADI will usually have an amber <HSI symbol to indicate that the left EHSI is
supplying information for the command bars. The HSI SEL arrow on the GC-81 O
Flight Guidance Controller will display the same selection. The HSI couple symbol
will move between EADIs, depending on which HSI is selected.
Common Symbol Generator
When in the reversionary mode and one symbol generator is driving both pilot and
copilot display tubes, a reversionary warning is given in amber, which indicates the
information source. This display appears next to the upper left corner and will
display SG 1 or SG 2 depending on whether the pilots or copilots symbol
generator is the source. Anytime the optional MG-816 MFD Symbol Generator is
driving the pilots or copilots displays, an amber MG appears in this location.
(3) European Joint Airworthiness Requirements (JAR) Caution Annunciators (See figure 6-4).
Additional EADI caution annunciators are dispJayed when the installation programming
for the symbol generator is set for JAR. These additional annunciations are outlined
below.
(a) Comparison Monitor
The radio altitude (RA) symbol is displayed near the radio altitude readout. All
monitor annunciations flash for 10 seconds.
Commred Sicmal Displayed Symbol Monitor Threshold
Radio Altitude RA 10 ft + 1/8 [(RA1 + RA2)/2]
pin
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Use or disclosure of information on this page is subject 10the restrictionson the title page of this document.
6. B. (3) (b) Excessive Deviation
Between 300 feet and 100 feet radio altitude, when the flight guidance APP mode
is selected, and the autopilot is engaged, this feature is enabled. The green CAT II
window on the glideslope scale will then be displayed.
With the excessive deviation monitor enabled, exceeding either of the following
thresholds will cause the expanded Iocalizer and glideslope scales to flash.
Signal Threshold
Localizer 25 mV (- 1/4 dot)
Glideslope 75 mV (- 1/2 dot)
(4) ED-800 EADI Red Failure Annunciations
(a)
(b)
(c)
(d)
Attitude Failure (See figure 6-5.)
In the event of a failure of the attitude display, the pitch scale and roll pointer will
be removed, the sphere will be painted blue, and a rd ATT FAIL will be displayed
in the middle of the sphere upper half.
Glideslope, VNAV or Glidepath, Expanded Localizer or Azimuth, Fast/Slow
Command, and Rate-Of-Turn Failures (figure 6-5)
In the event of a failure of any of these systems, the pointer is removed and a red
X is drawn through the scale. The annunciation ILS, MLS, or VNV remains at the
bottom of the vertical deviation scale to identify the invalid information.
Vertical Speed Failure (figure 6-5)
If a failure occurs, the digital and analog displays are removed and a red X is
drawn through the scale.
Internal Failure (figure 6-6)
In the event of an internal failure within the display system itself, the display will be
blank. A failure of the inputioutput processor will be indicated by a red X centered
on the EADI and EHSI displays, with annunciation SG FAIL. SG FAIL is
annunciated in red for the EADI and amber for the EHSI.
22-05=07
Page 156
Jun 1/93
FAST/SLOW ~
FAILURE
ATTITUDE FAILURE
ANNuNCIATOR
/
-
3
AOA
<
F
s
200
6
g II
~ q
o
ATT
2
FAIL
c
o 2
ILS ~
FPM
DH
a
140RA
EXPANDED LOCALIZER
OR AZIMUTH FAILURE
(NOTE)
NOTE:
RATE OF TURN FAILURE IS SIMILAR.
Red EADI Failure Annunciations
Figure 6-5
AO-8147
NOTE: SG FAIL IS AMBER ON THE EHSI.
Internal System Failure Annunciations
Figure 6-6
22-05-07
Page 157
Jun 1/93
- GLIDESLOPE
VNAV.
OR GLIDEPATH
FAILURE
- VERTICAL
SPEED
INDICATOR
FAILURE
AD-29927
6. C. ED-800 Used As An Electronic Horizontal Situation Indicator (EHSI)
The EHSI combines numerous displays to provide a map-like display of the aircraft position.
The indicator displays aircraft displacement relative to VOR radials, Iocalizer, and glideslope
beam. At power-up, the EHSI presents a full compass display. By pressing the DC-81 O
FULIJMAP button, the full compass display is changed to a partial compass format. Also, if
weather radar returns or map information is desired, pressing the WX or MAP button on the
DC-81 O changes the full compass display to a partial compass displaying weather radar returns
or map information. The EHSI provides the following full and patiial compass display
information:
Full Compass Displays
G Heading
Heading Sync
G Heading Select
G Heading and NAV Source Annunciators
G Course Select
G Course or Azimuth Deviation
G Distance
G Ground Speed or Time-To-Go
G To/From
G Desired Track
G Bearing 1 and 2
. Vertical, Glideslope, or Glidepath Deviation
Partial Cornpa ss Displays Only
G
G
G
G
G
(1)
Weather Radar
Wind Vector
Navigation Map (Range annunciation and waypoints)
Multiple Waypoints
Digital Heading Readout
ED-800 EHSI Displays and Annunciators (See figure 6-7.)
(a) Course/Desired Track Display
A digital readout in degrees of the course indicated by the course select pointer. If
long-range navigation is selected, desired track (DTRK) is displayed.
(b) FMS Approach Annunciator
When supplied by the installed FMS, a blue APP annunciator is displayed above
the heading display dial. It indicates that the FMS has entered the approach phase
of operation.
22-05-07
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Jun 1/93
DRl~ HEADING HEADING FORE
;$l:LE SOURCE :~ECT LUBBER BEARING
ANNUNCIATOR LINE
WAYPOINT
POINTERS ANNUNCIATOR
FMS APPROACH
ANNUbKIATOR
\
COURSWDESIRED
\ I // /
TRACK DISPIAY J $ /// ,
CONPASSSYNC
ANNUNCIATOR
COURSE
SELECT
POINTER
WEATHER RADAR ml
ANNUNCIATOR I 11-=
SWRCE
ANNUNCIATOR
(~,
NAVIGATION
<SOURCE
ANNUNCIATOR
= DMEHOLD
GUDESLOPW
GUDEPATH
%vERTICAL
DEVIATION
POINTER
_GROUND SPEED
DISPLAY(NOTE1)
II
@
\
@
/
HEADING AIRCRAFT Af=f
SELECT SYMBOL
RECIPROCAL COURSE OR
LUBBER
DISPLAY
COURSE AZIMUTH
LINE POINTER DEVIATION BAR
NOTES: 1. TIME-TOGO IS ALSO DISPIAY AT THIS LCCATION.
2. lX APPEARS WHEREVER WEATHER RADAR IS TRANSMllTER
AND WX IS NOT SELECTED ON THE DC-81O.
EHSI Displays and Annunciators
Figure 6-7
RADAR MODE
(NOTE 2)=
M
VOR 1 lLSl
~::: ILS2
FMS1
MLS2 FMS2
\
\
Honeywell \
\
o
/
h
%
Y
+
CRS MAG1 WPT ILS1
::5
\:<\g: J 1/>/ 2 M
.1+
\ w
+ /,
\\ 0-/ o
1=
@. o
> ~ .3$
A
00
4
0
+
m --
JOR :
o
d\
9,: 0
-?DF
/ P
//
z!,/ >~
HDG
///11 l\\
319
GSPO<
130 KTS
/
3W=tilN
GSPD
999 KTS
AD45312@
22=05-07
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Use or disclosureof informationon thispageis subjecttothe restrictionson the tinePageof thisdocument.
6. C. (1) (c) Drift Angle Bug (INS only)
If available, the drift angle bug with respect to the lubber line represents drift angle
left or right of the desired track. The drift angle bug with respect to the compass
card represents aircraft actual track. The bug is displayed as a green triangle that
moves around the outside of the compass card (either partial or full).
(d) Heading Source Annunciator
The current heading source is annunciated in white (top left side of the EHSI) when
the pilot and copilot sources are not the same. As other heading sources are
selected, they are also annunciated in white at the top left side of the EHSI. If the
heading sources (pilot and copilot) are the same, the annunciation is in amber.
(e) Heading Select Bug and Heading Select Display
The notched blue heading select bug is positioned on the rotating heading dial by a
remote heading knob to select and display preselected compass heading. The bug
rotates with the heading dial; therefore, the clifference between the bug and the fore
lubber line index is the amount of heading error applied to the flight director
computer. A digital heading select display is provided for convenience in setting
the heading bug.
(f) Heading Display and Dial and Fore and Aft Lubber Lines
Gyro stabilized magnetic compass information is displayed on the heading dial,
which rotates with the aircraft throughout 360 degrees. The azimuth ring is
graduated in 5-degree increments. Fixed heading marks are at the fore and aft
lubber line positions and at 45-degree bearings.
(9)
Bearing Pointers and Source Annunciators
The bearing pointem indicate relative bearing to the selected navaid. Two bearing
pointers are available and can be tuned to navaids or selected off from the display
controller. The bearing source annunciations are symbol and color coded with the
bearing pointers. When the bearing pointer navigation source is invalid or a
Iocalizer frequency is chosen, the respective bearing pointer is removed. The
annunciator symbols c> and O are removed from the display, in addition to the
pointers being removed, if the bearing pointers are selected off.
22=05=07
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Jun 1/93
6. C. (1) (h) Waypoint Annunciator
This amber annunciator indicates waypoint passage for the long-range navigation
system displayed on the EHSI. The annunciator lights 2 minutes prior to waypoint
passage.
(i) Navigation Source Annunciators
Annunciation of the navigation source is displayed in the upper right hand corner.
Long-range navigation sources (INS, VLF, RNAV, FMS) are displayed in blue to
distinguish them from short-range sources annunciated in white.
(0
Distance Display
The distance display indicates the nautical miles to the selected DME station or
waypoint. Depending on equipment, the distance will be displayed in a O-399.9 or
a o-3999 nautical mile format. DME HOLD is indicated by an amber H adjacent to
the distance readout.
(k) Vertical Navigation, Glideslope, or Glidepath Deviation Pointer
The vertical navigation display and annunciator come into view when the VNAV
mode on the flight director is selected. The deviation pointer then indicates the
VNAVS computed path center to which the aircraft is to be flown.
NOTE: Consult the appropriate documentation for the installed LRN to verii its
VNAV capability.
The glideslope display and annunciator come into view when a VHF NAV source is
selected on the EHSI and that NAV source is tuned to a Iocalizer frequency. The
deviation pointer then indicates the glideslope beam center to which the aircraft is
to be flown.
The glidepath display and annunciator come into view when MLS is selected. The
deviation pointer then indicates deviation from the selected glidepath angle. If the
scale indication becomes saturated, the scale pointer will go out-of-view at the
maximum def Iect ion position of the scale.
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Use or disclosureof informationon thispageissubjectto the restrictionson the titlepageof thisdocument.
6. C. (1) (1) Ground Speed or Time-To-Go Display
Pressing the GS/TTG button on the DC-81 O Display Controller allows ground speed
or time-to-go to be alternately displayed. Ground speed displayed is the value
calculated by the long-range navigation system (LRN) if an LRN is installed and its
output is valid. If the LRN is invalid, the EFIS computes ground speed using DME
distance.
(m) Course or Azimuth Deviation Bar
The murse bar represents the centerline of the selected VOR or Iocalizer course.
The aircraft symbol pictorially shows actual aircraft position in relation to this
selected course. In VOR operation, each dot on either side of the aircraft symbol
represents 5-degree deviation from centerline. In ILS operation, each dot represents
1-degree deviation from centerline. When MLS is selected, the bar indicates
deviation from the selected azimuth course.
When the back course (BC) mode is selected on the flight director, or when tuned to
a Iocalizer frequency with the selected course more than 90 from aircraft heading,
the course deviation is automatically reversed to provide proper deviation sensing
with respect to the course centerline. The course deviation bar always indicates the
location of the course centerline relative to the nose of the aircraft.
(n) Reciprocal Course Pointer
The pointer indicates 180 degrees from the course select pointer.
(o) Aircraft Symbol
A fixed miniature aircraft symbol corresponds to the longitudinal axis of the aircraft
and lubber line markings. The symbol shows aircraft position and heading with
respect to the rotating heading dial. It also shows the aircraft position in relation to a
radio course.
(P)
VOR TO-FROM Annunciator
An arrowhead in the center of the EHSI indicates whether the selected course is TO
or FROM the stationor waypoint. The TO-FROM annunciator is not in view during
Iocalizer operation.
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Jun 1/93
6. C. (1) (q) Weather Radar Annunciators (Full Compass Display)
Weather radar modes and antenna tilt angle are annunciated on the left side of the
EHSI. Target Alert annunciators (all formats) are only displayed when partial
compass format is selected.
G Tilt Angle - The angle of the weather radar antenna position is displayed in
positive degrees for up-tilt and negative degrees for down-titt.
G Radar Mode - The TX annunciation appears whenever the weather radar is
transmitting, and WX mode is not selected on the DC-810 Display Controller.
(r) Course Select Pointer
The yellow course pointer is positioned on the rotating heading dial by a remote
course knob to select a magnetic bearing that coincides with the desired VOR radial
or Iocalizer course. The course pointer rotates with the rotating heading dial to
provide a continuous readout of course error to the flight director computer.
When long-range navigation is selected, the course pointer becomes a desired track
pointer. The position of the desired track pointer is mrttrolled by the long- range
navigation system. A digital display of desired track (DTRK) is displayed in the
upper left hand corner.
(s) Compass Sync Annunciator
The compass sync annunciator indicates the state of the compass system in the
slaved (AUTO) mode. The bar represents commands to the directional gyro to slew
to the indicated direction (+ for increased heading and o for decreased heading).
The sync annunciator is removed during the DG (MAN) mode of operation.
22-05-07
Page 164
Jun 1/93
6. C. (2) EHSI Partial Compass ARC Format (See figure 6-8.)
The partial compass format displays the same information as the full compass format,
except for the following differences:
G
The paftial compass mode displays a 90 arc (+45) of the compass card.
Pressing the FULIJMAP button once on the DC-81 O Display Controller causes the
heading dial to change to the partial compass format allowing one waypoint for
each bearing pointer, wind vectors, and VOR/DME ground station positions to be
displayed. (EFIS also has the capability of displaying multiple waypoints.)
G
Digital Heading readout - For convenience, a display of the aircrafts current
heading is provided at the top of the compass card.
G
Drift Bug - The drift bug will be displayed when FMS is the selected navigation
source. The drii bug indicates the angular difference between FMS calculated
track and aircraft current track.
G
Range Rings - Range rings are displayed to aid in the use of radar returns and
position of navaids. The outer range ring is the compass card boundafy and
represents the selected range on the radar. The range annunciation on the inner
ring represents one-half the range setting of the weather radar. When the
weather radar is off, the display indicates the 100 mile range.
G
Wind Vector Display - Wind vector information is displayed left of bottom center,
The wind can be shown with velocity and direction or broken into headhail
component and crosswind mmponent. In both cases, the arrow shows the
direction and the number indicates velocity of the wind. The type of display is
determined during installation. The wind vectors are available from long-range
NAV systems such as VLF and INS.
G
Navaid - Navaid position can be selected during MAP mode. The source of the
navaid position markers is selected and annunciated in conjunction with the
associated bearing source and is color coded.
22-05-07
Page 165
Jun 1/93
NAVAID=
HEADING READOUT
\
DRIFT BUG
/
\ I
/ Iioneywell
/
/
\ /
I \
/
/ / \
\
ADF
HDG 25 i
.o+o\ 50>
319
7
15+ G
260 KTS
/
f-l
u
----
~
WIND VECTOR
DISPLAY
Partial Compass ARC Format
Figure 6-8
RANGE
7RINGS
I
RANGE ANNUNCIATION
(NAUTICAL MILES)*
1
2.5 25
50
1: 100
12.5 150
*RANGE ANNUNCIATION ON
INNER RING IS 1/2 THE
RANGE SETTING OF THE
WEATHER RADAR.
AD-3531 3@
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Use or disclosureof informationon thispageis subjectto the restrictionson the titlepage of thisdocument.
Hone~eII
6. C. (3) EHSI Weather Radar Displays (See
MAINTENANCE
MANUAL
CITATION Vll
figure 6-9.)
Pressing the WX button on the DC-810 Display Controller when the EHSI in the pattial
compass format selects the radar return (storm intensity levels) display. Weather radar
antenna titt angle, modes, and target alert station are annunciated on the left side of the
EHSI.
(a) Heading (HDG) OFF Scale Arrow
Any time the heading select bug is moved more than 45 from the fore lubber line,
this arrow will come into view above the compass card boundary. The arrow can be
on the left or right side and indicates the closest direction to the bug.
Note that while an ILS frequency is tuned as the EHSI navigation source, the MAP
format is inhibited. Toggling is allowed between FULL and ARC formats only.
(b) Target Alerl (TGT) and Variable Gain (VAR) Annunciator
The target alerl annunciator warns of level 3 targets 7.5 degrees either side of
aircraft heading within a 60 to 120 nautical mile (NM) range. A green TGT indicates
an armed condition (target alert selected) while an amber TGT indicates a weather
alerl condition (e.g., level 3 WX return detected within 7.5 degrees of the aircraft
heading, but beyond the selected radar range). For target alerl to be operable, the
gain must be in the preset position. An amber VAR indicates the radar is operating
in the variable gain mode.
(c) Range Ring and Annunciator (WR, NAV, and NAV/WR Formats Only)
Range is selected on the weather radar controller. One-half the selected range is
annunciated in white beside the half-range ring. If weather radar range control is not
available, the range default value is 100 NM.
(d)
Weather Radar Returns
For WX, the following video levels of increasing reflectivity are displayed as green,
yellow, red, magenta, and blue. When in the GMAP (ground map) mode, prominent
landmarks are displayed as cyan, yellow, and magenta against a black background.
Return Wx GMAP
Level 1 Green Cyan
Level 2 Yellow Yellow
Level 3 Red Magenta
Level 4 Magenta
RCT Blue
(e) Weather Radar Antenna Tilt Angle
The angle of the weather radar antenna position is displayed in positive degrees for
up-tilt and negative degrees for down-tilt.
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Use or disclosure of information on this page is subjact to the restrictionson the title page of this document.
TGT OR VAR ANNUNCIATOR
I
M!%,
ANNUNCIATIONS
G wAIT (GREEN)
G STBY (GREEN)
G TEST (GREEN)
G wx (GREEN)
G RcT (GREEN)
G GcR (AMBER)
G GMAP (GREEN)
G FAIL (AMBER)
G TIJRB (GREEN)
G FFILN
K
Honeywel l l \
\
\
o
/
WX ANTENNA/
TILT ANGLE
,
VOR 1
,/ \
+
VOR2
r
L
A n
Pi==l
WIND iEcTOR
DISPLAY
w
*RANGE ANNUNCIATION ON
INNER RING IS 1/2 THE
RANGE SETTING OF THE
WEATHER RADAR.
Weather Radar Display and Annunciators
Figure 6-9
/ ;::L:FF
ARROW
+ WEATHER
RADAR
RETURN
AD-3531 4@
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Jun 1/93
6. C. (3) (f) Weather Radar (WX) Mode Annunciations
The following radar operating modes are annunciated on the EHSI.
Operating Modes
Wait
Standby
Test Weather
REACT
Ground Map
Ground Clutter
Reduction
Turbulence
Fail
Transmitting-but not
selected for display
Annunciation
WAIT
STBY
TEST
RCT
GMAP
GCR
T
FAIL
TX
Color
Green
Green
Green
Green
Green
Amber
Green
Amber
Magenta
The TX annunciation appears whenever the weather radar is transmitting, and WX
mode is not selected on the DC-81 O Display Controller.
(9)
Lightning Sensor (LX) Mode Annunciation
The following mode annunciations may a~~ear on the weather radar indicator, EHSL
or MFD disp~ays.
Annunciation
LX/F
LX/S
LX/CL
LXK
Lx/l
LWH
LX/C
LX/L
LX
. .
ODerating Modes
Indicates that self-test has detected a fault.
Indicates that the system is in the STBY mode.
Clear mode - occurs for approximately 3 seconds after the
CLR/TST mode has been selected. After this time the mode
annunciation will switch to Lx/T.
Test mode - if a hardware fault is detected, this annunciator may
be replaced with an amber failure code.
Receiver inhibited - during transmission by communications
transmitters. No lightning information can be received during this
condition.
Heading input has been deselected.
Self calibration mode - this will revert to selected mode
approximately 10 seconds after power is applied.
Indicates that the number of computed lightning rate symbols
exceeds the capability of the display system.
Normal operating mode.
It is possible that two or more of the above situations maybe true at the same time.
In that case, the annunciation that is highest on the above list will be displayed. All
mode annunciations except LX/F may be white or green. LX/F will be amber or
yellow. When the LX/H annunciation appears, heading updates are not applied to
the displayed symbols. The display should be cleared by momentarily going to the
CLR/TST mode if heading changes of 5 degrees or more are made.
22-05-07
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Jun 1/93
6. C. (4) EHSI Map Mode Wdh VOR Selected For Display
In the map format, when VOR is selected for display, the normal ARC course select
display (pointer, scale, and deviation) is removed and replaced by the following display
(figure 6-1 O).
G The VOR or VOR-DME station is displayed at its geographical position with the
corresponding symbol (if display range permits).
The course information is indicated by a digital readout (same as ARC) and by a
course line centered on the VOR station. The TO information is represented by a
continuous line, the FROM information being represented by a dashed line.
G If the VOR station is out of the display range, an arrow is added to the course line to
indicate the direction of the selected course to be followed.
G The deviation is displayed as a digital cross-track distance readout.
G If the selected VOR bearing (1or 2) is different from the VOR NAV source (VOR 2 or
VOR 1), a magenta navaid symbol is displayed at the geographic location. If the
symbol for the selected bearing is out of map range, then the appropriate VOR
bearing pointer (1 or 2) is displayed.
G If the selected source VOR bearing (1 or 2) is the same as the VOR NAV source
(VOR 1 or VOR 2), a magenta number corresponding to the VOR bearing number is
displayed to the left of the green or yellow VOR symbol. If the selected bearing
symbol is out of map range, a magenta bearing pointer is displayed.
Map range is controkf from the installed weather radar range control.
INBOUND
SELECTED
COURSE TO
VOR STATION
I
3 ~-x
r
VORI 10 10
v
VOR2
HOG
&
319 w
GSPD
14,3R 260 KTS
\
o
%UTBOUND
COURSE FROM
VOR STATION
/
k
@
Map Mode Wtih VOR Selected For Display
Figure 6-10
22=05=07
AD-23618
Page 170
Jun 1/93
6. C. (5) EHSI Map Mode Wtih FMS Selected For Display (See figure 6-11.)
With the EHSI in the full compass format, pushing the FULUMAP button twice on the
DC-81 O Display Controller will display the paftial compass map format. If the instalJed FMS
has the capability, up to six waypoints are displayed, along with the desired track between
waypoirtts. This assumes that the displayed range has been selected accordingly with the
weather radar range control.
(a) Upon selection of the MAP mode, the following will occur:
.
.
G
The course select pointer and HS1-type course deviation bar displays are
removed.
Both bearing pointers are removed.
A digital course deviation display will be present on the bottom of the EHSI
display. This will show the position of the aircraft with respect to the desired
track,
Muttiple waypoints will appear on the EHSI.
A white track line connects waypoint to waypoirtt.
Most map symbology is a function of the the installed FMS. Each waypoint is
identified by a number 01 thru 99 or when the FMS communicates by the GAMA
standard bus for alphanumerics, the waypoint is identified by name.
The waypoint to which the aircraft is flying is magenta in cofor. All other
waypoints are white.
If the EFIS is receiving valid VOR station and DME distance, the navaids for the
two VOR stations will be available for display on the EHSI, no matter where the
bearing selector switches are set. The blue navaid will be VOR 1 (NAV 1), and
the green navaid will be VOR 2 (NAV 2).
If available from the FMS, the map mode displays a wind vector in the lower teft
of the EHSI. Depending on the FMS, this vector is also displayed when VOR
MAP is display.
DeDendina on the caDabilitv of the FMS. if VNAV is available and selected. the
vekcal d&riation scaie, with VNAV deviation, is displayed with the MAP--&e~
For convenience, the actual heading indicated by the heading dial is numerically
displayed at the top of the EHSI.
The desired track annunciator and a digital readout of the desired track from past
waypoint to the next waypoint are shown in the upper left comer of the EHSI.
A TO-FROM indication is displayed to the right of the desired track di@al readout. It
will indicate TO when the aircraft is flying to the waypoint.
22-05-07
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Jun lm3
6. C. (5) (b) Heading Select Bug Out-Of-View Arrow
Any time the heading select bug is moved more than 45 from the fore lubber line,
this arrow will come into view above the compass card boundary. The arrow can
be on the left or right side and indicates the closest direction to the bug.
Note that while an ILS freauencv is tuned as the EHSI navigation source. the MAP
.
format is inhibited. Toggling is allowed between FULL and ARC formats only.
NAVIGATION
TO-FROM HEADING SOURCE HEADING SOURCE
ANNUNCIATOR ANNUNCIATOR DISPLAY ANNUNCIATOR
,,,,,,g,,,:D+s2ii\A,l
,J-J%J::E
HEADING 315T0
SELECT
30 NM RINGS
BUG
+10
H*3
;Z:T <~ -
4
F
A:::< : ~=&
NAVAID
SOURCE
~~
@
@
HEADING CROSSTRACK
SELECT DEVIATION
DISPLAY
AO-14E65-R3
Map Mode Wtih FMS Seleot For Display
Figure 6-11
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Jun 1/93
6. C. (6) EHSI Full Compass - Amber CautiodFailure Annunciations (See figure 6-12.)
(a)
(b)
(c)
(d)
(e)
Heading Source or Navigation Source Annunciators
When the pilot and copilot have selected the same heading or navigation source,
the applicable source is annunciated in amber; otherwise, the annunciation is in
white. For SRN sources, if the pilot and copilot have both cross switched to the
others source, the annunciator would be amber even though they would be from
different sources.
If the pilot selects the copilots (VOR 2) navigation source and the copilot selects
the pilots (VOR 1) navigation source, both annunciators are amber to indicate
cross-switched sources.
DME Hold Annunciator
When DME is set in the hold position, an amber H is displayed to the left of the
numerical DME readout.
Waypoint (WPT) Alert Annunciator
An amber WPT annunciation from a long-range navigation system indicates
waypoint passage. The annunciator lights 2 minutes prior to waypoint passage.
Display Failure Annunciators
When any of the following systems fail, the digital display is replaced by amber
dashes.
G Ground Speed (GSPD) G Heading Select (HDG)
G Time-To-Go (lTG) G Course Select (CRS)
G Distance Measuring Equipment (DME) G Desired Track (DTRK)
If distance information is not available due to limitations of the LRN system, an
amber N/A appears in the distance position.
Weather Radar (WX) Failure
When WX mode is selected and there is a failure of the weather radar system, the
WX annunciator will change to amber and the weather display will be removed. If
TX is displayed, it also will be amber.
22=05-07
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Jun 1/93
6. C. (6) (f) Weather Radar Target Alerts
Weather radar target alerts are annunciated on the left side of the EHSI. An
amber TGT indicates a weather alert condition and an amber VAR indicates the
radar is operating in the variable gain mode.
(9) Course Select and Heading Select Annunciators
Failure of the course or heading select signals will cause these displays to be
replaced by amber dashes. They are also dashed when the heading display is
invalid.
SAME HEADING
OR NAV SOURCE
(AMBER)
COURSE SELECT
FAILURE
(AMBER DASHES) ,
(NOTE 2)
w
-
- <,
I WEATHER TARGET I
I
TGT VAR
1
II / >.?
WX FAILURE
(AMBER)
--- KTS
SELECT
{AMBER DASHES)
ro
r
NOTES: \
1 lTG FAILURE IS SIMILAR GROUND SPEED
2. DTRK FAILURE IS SIMILAR. FAILURE
(AMBER DASHES)
(NOTE 1)
EHSI Full Compass - Amber Caution/Failure Annunciations
Figure 6-12
\ DMEHOLD
ANNUNCIATOR
(AMBE+)
\ WAYPOINT
ALERT
ANNUNCIATOR
(AMBER)
AD-14562-RI
22=05=07
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Jun 1193
6. C. (7) EHSI Full CompassRed Failure Annunciations (See figure 6-13.)
(a)
(b)
Heading Failure
A failure of the heading system valid results in the removal of drii angle, bearing
pointers, To-From arrow, select course pointer, selected heading bug, course
deviation pointer, and course scale. The digital select course and digital heading
select readouts are dashed, and a red HDG FAIL is displayed at the top of the
heading dial.
Course, Vertical, Glideslope Deviation, or MLS GlidePath Deviation Failure
A failure of the course, vertical, glideslope, or glidepath deviation systems results in
the removal of the course, vertical, glideslope, or glidepath deviation pointer, and
paints a red X through the scale.
(8) EHSI Partial Compass Failure Annunciations
The partial compass failure annunciations are identical to those of the full compass format
with the exception of Course Select/Desired Track Deviation failure. Should this failure
occur, the deviation bar is removed from the display and a red X is drawn through the
scale.
HEADING FAILURE
AMBER DASHES DISPLAY
(NOTE 2) (RED)
COURSE OR
AZIMUTH
DEVIATION FAILURE >
(RED)
(NOTE 2)
AMBER
DASHES _
(NOTE 2)
A /
\
/
1
.
CRS HDG1 ti!
w
vOR I
.
\\\\ \ ~ll,p,
21NM
\:\ 30
[
** %0
m-
,3 \
/
9,s- Iol
/ s
HDG
21 , \\\
~///,~1 ,\,\\
\_
GSPD
130 KTS
NOTES
1 GLIDESLOPE OR ELEvATION DEVIATION FAILURE IS SIMILAR
2 IN THE EVENT OF HEAOING FAILURE, THE COURSE SCALE AND
RED X WILL NOT BE DISPLAYED AND THE CRS AND HDG
READOUTS WILL INGICATE AMBER DASHES
EHSI Full Compass - Red Failure Annunciations
Figure 6-13
VERTICAL
DEVIATION
- FAILURE (RED)
(NOTE 1)
AD-%?a6a
22-05-07
Page 175
Jun 1/93
6. C. (9) Composite Mode Symbology (See figure 6-14.)
In the event of a display unit failure, the EAD1/EHSl DIM control on the DC-81 O Display
Controller is turned to the OFF position to display a composite attitude and NAV format on
the other ED-800 display. Figure 6-14 defines the location and form of the composite
display elements. As in normal EADI and EHSI presentations, all elements are not
displayed at the same time, The presence or absence of each display element is
determined by flight phase, NAV radio tuning, selected flight director mode, absolute
altitude, etc. The failure, caution, and warning annunciations function is much the same
as for the normal display mode.
The composite mode deviation functions as a simple, fixed card CDI (course deviation
indicator) for VOR data. As long as the aircraft is headed within 90 degrees of the
selected course or selected radial, as long as the TO-FROM annunciation is correct, the
CDI is directional; othetwise, it displays reverse sensing and the techniques required for
reverse sensing apply.
For Iocalizer (LOC) data, this CDI display contains some additional capability. When the
aircraft has a heading greater than 90 degrees to the selected inboard Iocalizer course,
the CDI will reverse polarity. In this case, it will remain directional.
ROLL
ATTITUDE
AITITUDE POINTER NAVIGATION
TO-FROM SOURCE DECISION AND SOURCE DISTANCE
ANNUNCIATOR ANNUNCIATOR HEIGHT SCALE ANNUNCIATOR DISPLAY
COURSEIDESIRED
TRACKDISPLAY
AIRCRAW
SYMBOL
HEADING
DISPLAY
HEADING
COMPARISON
MONITOR
HEADING
SELECT
DISPLAY
HEADING
SOURCE
ANNUNCIATOR
NOTE
DECISION
HEIGHT
DISPLAY
FOR
LUBBER AZIMUTH AZIMUTH SELECT DISPLAY BEACON
LINE DEVIATIOW DEVIATIONBAR POINTER
DISPLAY
NOTE:
WHEN AIR DATA COMMAND MODES ARE SELECTED, THE
HEADING SOURCE ANNUNCIATOR IS REMOVED CANCELING
THE AIR DATA COMMAND CAUSES THE HEADING SOURCE
ANNUNCIATOR TO REAPPEAR
Composite Mode Display
Figure 6-14
AD.29928
22-05-07
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Jun 1/93
6. D. EFIS Reversionary Controls and Annunciators (See figure 6-15.)
The EDZ-816 EFIS allows pilot selection of alternate source data inputs, EADI or EHSI displays,
or symbol generators. The extent of the reversionary switching capability depends on the
installed options. Control of these functions is mostly done with external cockpit mounted
switches. These alternate selections allow the pilot to maintain usable flight displays even after
multiple failures.
The EADI and EHSI displays are normally reconfigured with the DC-81 O dimming controls.
Additional controls for selection of alternate EFIS sources are located on the outer portion of
each pilots instrument panel (figure 6-1 5). Switches on the pilots side control the pilots EFIS
and the copilots switches control the copilots EFIS. Alternate source selection is described
below.
(1) Heading Reversion (HDG REV) Button
The HDG REV button selects alternate heading sources for display on the EHSI as listed
below.
Action Pilot
@E&l
Power-up MAG 1 MAG 2
First Push MAG 2 MAG 1
Second Push MAG 1 MAG 2
(2) Attitude Reversion (All REV) Button
The ATT REV button selects alternate attitude sources for display
below.
Action Pilot EADI Copilot EADI
Power-up Blank Blank
First Push AIT 2 AIT 1
Second Push AIT 1 All 2
on the EADI as listed
When both sides of the cockpit display data from the same source, the source annunciator
is shown in an amber color.
I
HDG ATT SYM GEN
REV REV REV
I
000
(LEFT LH INSTRUMENT PANEL-TYPICAL)
AO-29975-R2
External Select Switches
Figure 6-15
22=05-07
Page 177
Jun 1/93
6. D. (3) Symbol Generator Reversion (SYM GEN REV) Button
Pressing the SYM GEN REV button selects the opposite side symbol generator as an
alternate source of information display on the EADI and EHSI. The sequence for
reversionary source selection is listed below.
Action ~
-
Power-up Blank Blank
First Push SG 2 SG 1
Second Push SG 1 SG 2
The selected symbol generator is annunciated in amber on the pilot and copilot EADIs as
SG 1 or SG 2, depending on whether the source is the number 1 (pilot) or number 2
(copilot) symbol generator. Pressing the SG GEN REV button a second time reverts the
EADI and EHSI displays back to the original failed condition. If both symbol generators
fail, the multifunction symbol generator (MG) may be used as a source of information
display.
If the above sequence is used, the failed side becomes a slave to the remaining operating
EFIS. If the MG is used, the failed side retains full operational capability but the MFD unit
is unusable (blank). The MG reversionary selection is accomplished with the MFD
controller.
When the MG is used as a pilot or copilot symbol generator, all flight director modes are
reset and the on-side VOFVLOC is selected. However, this only occurs on the side
selected by the HSI SEL button on the GC-81 O Flight Guidance Controller. If the MG is
used as a backup on the side not selected by the HSI select button, all modes and
navigation source remain as previously selected.
To ensure that the proper data source is being used with the selected flight director
modes, when sources are changed, EFIS resets the FD modes as follows.
Selection Action FD Modes Reset
NAV Navigation
HDG Lateral
ATT All modes
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Jun 1/93
6, E. ED-800 Used As A Multifunction Display (MFD)
The MDZ-816 Multifunction Display System has four major functions:
G Weather radar
G Navigation data
Q Checklist
G EFIS Reversionary
One of the most signif~ant of these functions is its ability to back up either of the two EFIS
symbol generators or one of the EHSI displays. Should one SG fail, the pilot can select the
MFD symbol generator to take over operation of the failed sides displays with all functions and
operations unchanged. The EFIS DC-81 Ocontroller on that side will continue to operate the
display formats as before. The MFD display can also be used as a backup in the event of an
EHSI display failure.
The MFD system greatly expands on the navigation mapping capabilities of the EFIS, This is
primarily due to the fact that the MFD display area can be used exclusively for map formats
without the need for the essential heading and NAV data that the EHSI also has to contain.
Some of the additional information that can be added to the traditional map display of waypoint
locations includes waypoint and VOR identifiers, aircraft present position in LAT/LON
coordinates, and the TO waypoint time to go. This additonal data is supplied by the optional
Flight Management System for display on the MFD. The MFD system also has a north-up plan
function in addition to the usual heading-up map display. Both formats make use of a designator
controlled by the MC-800 MFD Controller joystick. The position of the designator can be
automatically transmitted to the FMS to be used in defining a new waypoint.
NOTE: The display capability of the MFD depends on the FMS installed in the aircraft.
The display formats shown in this section assume that a Honeywell FMZ
series FMS is installed.
(1) MFD Weather Radar Mode
The weather radar display on the MFD is identical to the weather radar display on the
EHSI (partial compass format), The MFD weather radar function has two basic weather
radar (WX) modes:
G WX with map
c Basic mode with WX only
The WX with map is similar to the EFIS WX mode where one range ring is presented at
selected range and another at half range. The basic mode differs from WX with mp by
presenting four range rings.
22-05-07
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Jun 1/93
Color weather radar information from the PRIMUS@ 870 Receiver-Transmitter is
presented in the form of an overlay by raster techniques on the stroke written display. A
white outer range ring is provided. An inner range ring is also provided with its associated
label also stroke written in white characters on the right side of the display. Weather
intensity levels are differentiated by the standard convention of red, yellow, green, and
blue areas.
The blue field is generated by the rain-echo attenuation compensation circuitry to warn the
pilot that the weather levels in this area cannot be calibrated and are therefore of
unknown precipitation density. Ground mapping may also be displayed on the standard
convention of magenta, yellow, and cyan areas. The radar mode is annunciated in the
upper right side of the display.
A target alert annunciator is provided to warn of level 3 targets 7.5 degrees on either side
of the aircraft flight path 60 to 120 miles in range. A green TGT annunciates this feature,
changing to an amber TGT when active. When the gain is not calibrated, an amber VAR
annunciator will be displayed in the target alert area. Annunciators below the outer range
label display RCT in green characters for Rain Echo Attenuation Compensation Technique
(REACT).
A weather radar failure will remove the raster weather display and force the mode
annunciator to display WX in amber characters.
A magenta TX is displayed where WX is annunciated when the P-870 is ON and weather
is not selected for MFD.
If the installation is equipped with a dual weather radar controller, the green arrow (+)
over the WX annunciation indicates which weather radar controller has control of the
weather display.
NOTES: 1. If only one weather radar controller is installed, the arrow
always points to the left.
2. A complete cycle through the weather radar displays will, in
a dual WX installation, cause the arrow to point in the
opposite direction.
3. If the weather radar fails, selecting the WX TEST display
will also display the WX failure codes.
6. E. (2) MFD Map Mode (See figure 6-16.)
Two formats of NAV mapping are selectable using the alternate action MAP/PIAN button
on the MC-800 MFD Controller. The MAP format expands the totally independent E)iSl
map by increasing the maximum range beyond the normal radar ranges, and utilizes all
the data available from selectable navigation sources. The MAP format is always oriented
to the aircraft heading with the aircraft position at lower center and the map route moving
toward the aircraft.
22-05=07
Page 180
Jun 1/93
6.
When coupled to a compatible LRN, the NAV route with up to six waypoints can be
displayed to the range limit of 1200 miles, or the next route segment can be displayed.
When weather returns are selected, the maximum selectable range is slaved to the
WC-870 WX Controller. With a compatible NAV source, such as the Honeywell FMS with
stored database, other pertinent navigation data beyond route mapping such as VOR
station locations, and time-to-go to the next waypoint, can be selected and displayed.
A movable designator can aid in relocating the next waypoint. When the designator is
moved from its home position, the LAT-LON display reflects the designator position,
which then can be automatically loaded as the next waypoint into compatible LNAV or
FMS sources. The map mode displays shown on figure 6-16 are described below.
E. (2) (a)
(b)
(c)
(d)
(e)
(f)
(9)
Heading Display
The HDG display indicates the actual heading of the aircraft, It is the same heading
information displayed on the EHSI.
VOFUDME Symbols
These symbols are added upon actuation of the VOR button on the MC-800. They
represent the nearby VOR stations stored in the LRN database.
WX Target Alert
This annunciator warns the pilot of level 3 targets 7.5 degrees on either side of the
aircraft and 60 to 120 miles in range.
Selected NAV Source
The selected Ions-ranae navigation No. 1 or No. 2 source is discdaved as a function
of the SRC butto~ on ~he MC~800.
s.
Distance to TO Waypoint
The distance tot he designated waypoint is displayed in nautical miles.
WX Controller Identifier
The direction the arrow is ~inting identifies which WC-870 WX Controller is
providing the range control on the MFD display.
Weather Radar Mode
Displays the status of the weather radar system. When in STBY, no weather
information is displayed. Weather is added to the display, and WX is annunciated
pressing the WX button on the MC-800.
by
22=05=07
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Jun 1/93
6.
E. (2) (h)
WX Tilt Angle
The angle the weather radar antenna is positioned is displayed in positive degrees
for up-tilt and negative degrees for down-tilt.
Airport Annunciator
The airports are identified as a function of the APT button on the MC-800.
Designator Annunciations
These annunciations display the course and distance tot he designator from present
position.
MAGITRU HEADING TUNED SELECTED NAV
DESIRED TRACK
ANNUNCIATIONS
DTRK LINE
WX TARGET
ALERT
WX CONTROLLER
IDENTIFIER
DESIGNATOR
LAT/LON
DISPLACEMENT CROS$.TRACK AIRCRAFT
LINE DEVIATION SYMBOL
NOTE: WAYPOINT IDENTS UTILIZING NAME IDENTIFIERS ARE ONLY
AVAILABLE WHEN THE LRN SOURCE IS ARINC 429 COMPATIBLE
MFD Map Mode
Figure 6-16
AD-1456E+2
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Jun 1/93
6. E. (2) (k) Waypoint and Waypoint Data
The number of available waypoints is dependent upon the LRN, which is providing
the data, while the MFD can only display six waypoints depending on the selected
range. The waypoint to which the aircratl is flying is magenta in color. All other
waypoints are white. The DAT button on the MC-800 will add the following
information to the display if it is available from the long-range NAV system.
G Waypoint identification (either number or name)
G Distance to TO waypoint in nautical miles
G ETA in GMT at the TO waypoint, if available, or lTG
(1) Aircraft Symbol
The aircraft symbol provides a visual cue as to the aircraft position in relation to the
desired track.
(m) Crosstrack Deviation
Crosstrack deviation indicates the deviation in nautical miles to the right (R) or left
(L) of the desired track.
(n) Displacement Line
Displacement Line indicates the position of the designator relative to the nose of the
aircraft.
(o) Designator
The power-up home position of the designator is the aircraft present position. The
designators latitude and longitude is continuously displayed in the lower left corner
of the presentation. Manipulation of the designator is controlled by the joystick and
the SKP, RCL, and ENT buttons on the MC-800. The designators latitude and
longitude can be transmitted to the selected LRN as a map reference point.
(p) Range Rings
Range rings are displayed to aid in the use of radar returns and position of navaids.
If WX mode is selected, the outer range ring is the compass card boundary and
represents the select range on the radar. The range annunciation on the inner ring
represents one half the range setting of the weather radar. The lNC/DEC switch on
the MC-800 increases or decreases the range if WX mode is not selected.
(q) Desired Track (DTRK) Line and Annunciation
The waypoints are connected by a white track line. The desired track annunciator
and a digital readout of the desired track from past waypoint to the next waypoint are
shown in the upper left corner of the display.
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Jun 1/93
6. E. (3) MFD Plan Mode (See figure 6-17.)
A unique NAV PLAN format features a true north-up orientation in which the aircraft is
positoned with respect to the NAV route and progresses along the route, while the
maximum range is depicted by a circle around the outer perimeter. The north-up
orientation enhances the flight planning function and further clarifies the aircraft
relationship to the programmed route. In this display, the designator is homed to the TO
waypoint and both appear in the center of the display. The aircraft symbol is still plotted
at present position (if present position is on the display) and is oriented with respect to
heading.
if the designator is moved from the TO waypoint, the designator symbol will remain in the
center of the display while the designator course/distance annunciation in the lower right
corner will be from the waypoint. The designator remains in the center during SKP and
joystick operations. Weather is not available in the PLAN mode, so range is controlled
solely from the MC-800. Other operations are the same as for MAP mode.
AIRPORT SELECTEDNAV SELECTEDNAV
ANNUNCIATOR SOURCE SOURCE
NORTH-UP
DISTANCETO
IDENTIFER
\
DTRK
DISPtACEMEFJT
UNE= ~ .
WAYFOINT
DESIGNATOR
o
1
TX
WEATHERRADAR_ ~ -
fvlODE
DESGNATOR
ANNUNCIATOR
RNG
{ COURSEFROM
RANGE
300
WAYFOINT
DESIGNATOR
~ DISTANCEFR~
lAT/LON
WAYPOINT
IN OR IN
AO-32295@
MFD Plan Mode With True North-Up Orientation
Figure 6-17
22=05=07
Page 184
Jun 1/93
6. E. (4) MFD Checklist Display
The MFD Symbol Generator is capable of storing and displaying 200, 400, or 800 pages
of text. These pages are stored in controlled internal PROM with content as defined by
the aircraft operator. Page composition is 12 lines with a maximum of 24 characters per
line, All text is stroke-written for sunlight readability.
The NORM button on the MC-800 MFD controller provides entry into the normal checklist
display function. The normal checklists are arranged in the order of standard flight
operations. Use these buttons to access the normal checklist index page that contains
the lowest order incomplete and unskipped checklist with the active selection at that
checklist. The SKP, RCL PAG, and ENT buttons and the joystick on the MC-800 MFD
controller provide cent rol of this function.
The EMER button on the MC-800 provides entry into the abnormal and emergency
checklist display. Actuation of EMER results in the presentation of the first page of the
abnormaVemergency master index. When a selection is made, an index, arranged by
aircraft systems, is presented. The crew can then select the listing for the malfunctioning
system area, which in turn will provide access to the specific malfunction checklist. The
format of the MFD checklist very closely follows the aircrafts approved abbreviated
checklist.
Under EMER conditions the SKP, RCL, PAG, and ENT buttons and the joystick perform
as described for NORM with the exception of the action taken upon completion of the
checklist. All checklist items are removed from the page and EMERGENCY
PROCEDURE COMPL~E is written below the amber checklist title. This is cleared
when the index is selected.
22-05-07
Page 185
Jun 1/93
6. E. (5) EFIS Backup Modes
EFIS backup is provided by the MFD as an addition to the existing EFIS reversionary
modes. This method has the following advantages:
G The pilot can cope with EFIS failures through the EFIS controller and maintain the
MFD for checklists, weather radar, and enhanced mapping. Alternately, the pilot
can satisfy dispatch requirements for certain flight regimes through MFD backup of
the EFIS failures and, in this instance, forego the normal MFD functions.
G The MFD does not itself become a dispatch critical item.
Selection of EFIS backup by the MFD is accomplished by the rotary MOD selector switch
on the MC-8OO MFD Cent roller. Normal MFD functions are available in the MFD position,
and EFIS backup modes are obtained by selecting the HSI or SG positions. The HSI and
SG positions are spatially oriented to the side of the cockpit concerned.
G HSI - Selection of this position will result in an HSI display on the MFD.
Composition of the HSI will be determined by the EFIS DC-81 O Display Controller.
G SG - Selection of this position will result in replacement of the EFIS symbol
generator by the MFD symbol generator for the EFIS displays. In this case the
MFD CRT will be blanked. Composition of the EFIS displays will be determined by
the EFIS DC-81 O Display Controller.
22-05-07
Page 186
Jun 1/93
6. F. SG-816 Symbol Generator (See figures 6-18 and 6-19, and table 6-3.)
The SG-816 Symbol Generator (figure 6-1 8) is the heart of the EFIS. It receives heading,
attitude, and short- and long-range navigation sensor and weather radar inputs. It also receives
mode logic inputs from the flight guidance computer. All inputs are processed and transmitted to
the ED-800 Electronic Displays as a function of the selections made on the DC-81 Oand GC-81 O
Controllers. Leading particulars for the SG-816 Symbol generator are listed in table 6-3.
The following paragraphs describe the operation of the symbol generator with reference to block
diagram, figure 6-19.
AD-7920
Figure 6-18
22-05=07
Page 187
Jun 1/93
Use or disclosureof information on this page is subject to the restrictions on the title page of this document.
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.78 inches (400.81 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.91 inches (124.71 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...7.62 inches (193.55 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.01b,20z(6.86 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Vdc,70Watts (maximum)
Mating Connectors:
Jland J2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DPX2MA-106S-106P-33B-OOO2
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray Model MT-800 ,Part No. 7003272-90 1,
Boxmount Tray, Part No. 8314,
or Barry Tray, Part No. 93995-1
Leading Particulars
Table 6-3
6. F. (1) Display Interface
The display interface generates the signals for both the EADI and EHSI simultaneously.
That is, one of the displays is in the stroke or vector mode while the other display is being
rastered. This circuit provides an X and Y deflection signal and a set of video signals to
each display. The voltage of the X and Y deflection signals controls the movement of the
CRT electron beam in the X and Y dimensions respectively. In the stroke mode the X and
Y deflection voltages are varied in such a way as to cause the electron beam to move
around the screen drawing characters and lines like a pencil. In the raster mode, the X
deflection signal is a fast ramp and the Y deflection signal is a slower ramp causing the
electron beam to cover the entire area. Images are created in the raster mode by turning
the electron beam off and on at the appropriate times. The video sgnals control the
relative intensity of the three electron guns in each CRT. ft is this intensity relationship
which determines the instantaneous color of the image on the CRT. This system has the
capability to produce 16 colors including black.
In the stroke mode, 12-bit digital signals from the vector generator are converted to analog
signals and steered by an analog multiplexer to the proper X and Y output amplifiers. At
the same time, the video drive selects the corresponding video signals from the vector
generator and directs them via line drivers to the display, which is in the stroke mode. In
the raster mode, timing signals from the raster generator start the high- and low-speed
ramps, which are steered to the other set of X and Y output amplifiers by the analog
multiplexer. The dgital multiplexer in the video driver presents the raster video signals to
the line drive connected to the display, which is in the raster mode.
22=05-07
Page 188
Jun 1/93
6, F. (2) Vector Generator
The vector generator responds to commands from the display CPU to create the digital
deflection and video signals used by the display interface in the stroke mode. The heart
of the vector generator is a microprogrammable state machine that controls the action of
this circuits hardware. Included in the vector controllers repertory of instructions is
character creation, character rotation, character initial position, and vector length. The
vector accumulator is a combination of registers, adders, multiplexer, and memory
necessary to carry out the instructions of the vector controller.
The ping-pong RAM is two identical storage areas used alternately by the vector controller
and the display CPU. The display CPU writes into one area while the vector controller
reads from the other. At the end of a frame the storage areas ping-pong. This circuit
allows the display CPU and the vector controller to use this memory simultaneously
without interfering with each other, affording much higher operating speeds. The SG-816
uses two vector generators because it has to perform more functions in the stroke mode,
such as filling in the pointers on the EHSI.
(3) Raster Generator
The raster generator creates the attitude sphere (Horizon) used on the EADI and the
weather radar (WX) overlay that appears on the partial compass HSI display. The WX
memory includes the WX interface circuits and the weather radar refresh memory. The
horizon generator accepts pitch and roll information from the display CPU and generates
the color coded (blue for sky, brown for ground) horizon video signals. The timing
generator creates the clocks and the start and stop pulses that synchronize the video
pulse trains to the deflection ramps.
(4) Display CPU
The display CPU reads the digitized input data stored in the mailbox memory and creates
the instructions and data required by the vector and raster generators. The CPU is a
16-bit monolithic microprocessor with program memory and RAM, The program memory
contains the instructions that define the information content displayed on the CRT
screens. The mailbox is a memofy that allows asynchronous access by the 1/0 CPU and
display CPU buses.
22=05=07
Page 109
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the title page o this document,
6. F. (5) 1/0 CPU
The essential element of this assembly is a second 16-bit monolithic microprocessor
complete with a powerful 1/0 coprocessor. These devices control the flow of input data
from the interface assemblies. This procedure includes responding to interrupts from the
A to D converter, the ARINC-6-WIRE convetier and the serial interfaces, as well as
filtering data, performing synchro to digital conversions, and finally storing the processed
data in the mailbox.
The discrete and serial interface is included on the 1/0 CPU assembly. This circuit has
Universal Asynchronous Receiver Transmitters (UARTS) and line drivers and receivers
used to service the WX bus and controller buses. This circuit also provides the interface
to discrete inputs such as flags and programming pin data.
(6) ARINC Interface
This assembly contains the ARINC 429 and ARINC 419 (6-wire) interfaces. Associated
with this circuitry is a label decoding matrix that prescreens the incoming data and thereby
reduces processor loading. This assembly has RAM storage for the quantities entered on
the ARINC buses and the necessary logic required to control the input multiplexing, RAM
read and write, and intetface to the l/O CPU. In addition, this card has a state machine
that coordinates the timing for the synchro sample and hold circuits on Intedace 1 with the
1/0 CPU.
(7) ASCB interface
The major function of this assembly is to setvice two system ASCB buses, two private line
ASCB buses, and the Proline II interface. This is accomplished by a 4-to-2 input
multiplexer driiing dual ASCB processing channels, which include Manchester coding and
HDLC protocol encoder/decoder. This circuitry also includes a DMA controller working
with an 8088 microprocessor and a segment of RAM shared with the 1/0 CPU.
(8) DC Variable/Synchro Interface
This circuitry converts the synchro, resolver, and variable dc inputs to a digital format for
use by the remainder of the system. The synchro sample and hold circuit has buffers and
analog multiplexer sufficient to process 16 synchro signals in two channels. After
buffering and selection by the multiplexer, two channels of synchro signals are converted
from three-wire to sinekosine signals by an electronic Scott Tee. The sine cosine signals
are then synchronously peak detected and converted to digital numbers by the 12-bit A to
D. The l/O CPU takes the digitized sine and cosine data and uses trigonometric
relationships to compute the associated angle. The buffer and MUX circuitry isolates and
multiplexes up to 24 variable dc signals, which are subsequently converled to digital
signals by the 12-bit A to D.
22=05-07
Page 190
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the title page of this docJment.
Honeywell
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22-05-07
pages 191/1 92
Jun 1/93
6. G. MG-816 MFD Symbol Generator (See figures 6-20 and 6-21, and table 6-4.)
The MG-816 Symbol Generator (figure 6-20) receives heading, attitude, short- and long-range
navigation sensor, and weather radar inputs, as well as mode logic inputs from the flight
guidance computer. The MG-816 symbol generator input ports are connected in parallel with
the pilot and copilot SG-816 Symbol Generator input ports. All inputs are processed and
transmitted to the ED-800 MFD display as a function of the MC-800 MFD Controller when in the
MFD mode. When in the EFIS backup modes, the display functions are controlled by the
DC-81 O Display Controller.
The MFD Symbol Generator also has a removable checklist module located on the front of the
MG-816 Symbol Generator. This module is programmed to each customers operating
requirements as an available option; in this case, a standard Citation VII checklist. Leading
particulars for the MG-816 Symbol Generator are listed in table 6-4.
AD-1 031 7@
Figure 6-20
22=05-07
Page 193
Jun 1/93
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..16.03 inches (407.16 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.53 inches (191.26 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..7.62 inches (193.55 mm)
Weight (maximum), . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 25.Olb(ll.34kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...28 Vdc,120Watts (maximum)
Mating Connectors Jl, J2, andJ3. . . . . . . . . . . . . . . . . . . . DPX2MA-A106P-A1O6P-33B-OOO1
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray Model MT-61 O, Pati No. 7007246-901
MG-816MFD Symbol Generator
Leading Particulars
Table 6-4
The following paragraphs describe operation of the Symbol Generator with reference to the
block diagram, figure 6-21.
6. G. (1) Display Interface (A2)
The display interface supplies the signals for both the EADI and EHSI at the same time.
Once every 1/60 of a second, the EADI starts its vectoring format. At the same time, the
raster generator begins its EHSI raster format. At the end of the EHSI raster format, a
second vector generator starts vectoring the EHSI format. At this point, both EADI and
EHSI are in vector mode. At the end of the EADI vector format, the raster generator is
turned to raster the blue/brown sphere format on the EADI display. The time available for
vectoringhastering is programmable and under the display CPU control.
This circuit provides an X and Y deflection signal and a set of video signals to each
display. The voltage of the X and Y deflection signals controls the movement of the CRT
electron beam in the X and Y dimensions respectively. In the stroke mode, the X and Y
deflection voltages are varied in such a way as to cause the electron beam to move
around the screen drawing characters and lines. In the raster mode, the X deflection
signal is a fast ramp and the Y deflection signal is a slower ramp causing the electron
beam to cover the full area. Images are created in the raster mode by turning the
electron beam off and on at the appropriate times. The video signals control the relative
intensity of the three electron guns in each CRT. It is this intensity relationship that gives
the instantaneous color of the image on the CRT. This system has the capability to
produce 16 colors including black.
22-05-07
Page 194
Jun 1/!33
In the stroke mode, 12-bit digital signals from the vector generator are converted to
analog signals and steered by an analog multiplexer to the proper X and Y output
amplifiers. At the same time, the video drive sets the corresponding video signals from
the vector generator and directs them through line drivers to the display that is in the
stroke mode. In the raster mode, timing signals from the raster generator start the high-
and low-speed ramps which, are steered to the other set of X and Y output amplifiers by
the analog multiplexer. The digital multiplexer in the video driver presents the raster video
signals to the line drive connected to the display that is in the raster mode.
6. G. (2) Vector Generator (Al )
Each of the two identical vector generators responds to commands from the display CPU
to create the digital deflection and video signals used by the display interface in the stroke
mode. The heart of the vector generator is a microprogrammable vector controller that
controls the action of this circuits hardware. Included in the vector controllers instructions
is character creation, character rotation, character initial position, dash generator, variable
writing speed controller, and vector length. The vector accumulator is a combination of
registers, adders, multiplexer, and memory necessary to carry out the instructions of the
vector controller. In the ping-pong RAM, two identical storage areas are used alternately
by the vector controller and the display CPU. The display CPU writes into one area while
the vector controller reads from the other. At the end of a frame the storage areas ping-
pong. This circuit allows the display CPU and the vector controller to use this memory at
the same time without interfering with each other, allowing for much higher operating
speeds.
(3) Raster Generator (A4)
The raster generator creates the attitude sphere (Horizon) used on the EADI and the
weather radar (WX) overlay, which appears on the partial compass HSI display. The WX
memory includes the WX interface circuits and the weather radar refresh memory. The
horizon generator accepts pitch and roll information from the display CPU and sends the
color coded (blue for sky, brown for ground) horizon video signals. The timing generator
creates the clocks and the start and stop pulses that synchronize the video pulse trains to
the deflection ramps.
(4) Display CPU (A5)
The display CPU reads the digitized input data stored in the mailbox memory and creates
the instructions and data required by the vector and raster generators. The CPU is a 16-
bit monolithic microprocessor with program memmy and RAM. The program memory
contains the instructions that define the information content displayed on the CRT
screens. The mailbox is a memory that allows asynchronous access by the 1/0 CPU and
display CPU buses.
22=05=07
Page 195
Jun 1/93
6. G. (5) 1/0 CPU (A6)
The essential element of this ACA is a 16-bit monolithic microprocessor. This processor
receives data from the triple shared RAM found on the ARINC ACA and also from the
shared RAM found on the ASCB ACA. The data is then transferred to the DISPLAY
processor, ARINC processor, and the ASCB processor for display ancYor output to other
systems.
(6) DC Variables (A9)
This ACA converts the synchro, resolver, and variable dc inputs to a digital format for use
by the remainder of the system. The synchm sample and hold circuit has buffers and
analog multiplexer sufficient to send 11 synchro signals in two channels. The two
channels of synchm signals are converted from three-wire to sine/cosine signals by an
electronic Scott Tee. The sine and cosine signals are then synchronously peak detected
and converted to digital numbers by the 12-bit A to D. In addition, the buffer and MUX
circuitry isolates and multiplexes up to 11 variable dc signals, which are subsequently
converted to digital signals by the 12-bit A to D.
(7) ASCB (A7)
The major function of this ACA is to service two system ASCB buses, two private line
ASCB buses, and the Proline II intetface. This is accomplished by a 4-to-2 input
multiplexer driiing dual ASCB processing channels, which include Manchester coding and
HDLC protocol encoder/decoder. This circuitry also includes a DMA controller working
with an 8086 microprocessor and a part of RAM shared with the 1/0 CPU. In addition, a
WX interface is included on this ACA.
(8) ARINC ACA (A8)
This assembly contains the ARINC 429 and 419 (6-wire) interfaces, Associated with this
circuity is a label decoding matrix that screens the incoming data and reduces processor
loading. This assembly has RAM storage for the quantities entered on the ARINC buses
and the necessafy logic required to control the input multiplexing, RAM read and write,
and interface to the 1/0 CPU. In addition, this card has a state machine.
(9) Output Multiplexer CCA (A3)
The display MUX allows the pilot maximum flexibility to reconfigure the displays after a
display system failure. Using this MUX, the video and deflection signals can be directed
to the pilots or copilots EADI and EHSI secondary display inputs. This feature allows the
Symbol Generator to back up the pilots or copilots Symbol Generator.
22-05-07
Page 196
Jun 1/93
Honeywell
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Figure 6-21
22=05=07
Pages 197/1 98
Jun 1/93
Use or disclosure of informahonon this page is subject to the restrictionson the title page of this document.
.
6. G. (1 O) Input Multiplexer ACA (Al O)
The input multiplexer selects pilot or copilot side systems and directs them to the various
EFIS cards contained within the Symbol Generator,
(11) Checklist Driver ACA (Al 1)
The checklist driver provides the interface to the checklist module and contains additional
switching circuitry.
(a) Checklist Module
A feature of the MFD/WX system is the easily removable checklist module. This
module may be removed without breaking the units seal and is not required for the
continued operation of other MFD functions. This allows the checklist to be
modified without the need to return the entire Symbol Generator. The checklist
module contains enough memofy and control circuitry for up to 800 pages of
checklist text.
NOTE: If the MG-816 MFD Symbol Generator is sent in for repair
or exchange, the checklist module has to be removed and
retained for installation in the replacement MG-816.
(b) Symbol Generator Removal
The MG-816 Symbol Generator provides continuity for EFIS CRT secondary signals
and EFIS outputs in the event of either an MFD failure or loss of power. However,
if the Symbol Generator is removed from its mounting tray, these signals are
interrupted and several normal EFIS functions and the EFIS Symbol Generator
reversionary modes are unavailable.
The MG-816 connector pin assignments are designed to allow either installation of
a jumper plug for continuity when the MG-816 is removed or external switching to
accomplish this continuity.
For normal EFIS operation and SG reversionary modes, connect pins JIA-1 thru
J1A-44 to J1B-1 thru J1B-44, respectively. Also, connectJ3A-27toJ3A-106 and
connect J3B-27 to J3B-1 06.
If external switching is to be used for this operation as shown in table 501,
figure 8-18, pin J2A-9 may be used as a ground path to open the external
switching when the MG-816 is installed.
22=05-07
Page 198.1
Jun 1/93
6. H. DC-81 O Display Controller (See figures 6-22 and 6-23, and table 6-5.)
The DC-81 O Display Controller (figure 6-22) provides the pilot with a convenient method of
controlling EFIS display formatting modes, such as:
G displayed sensors
G display dimming
G self-test
G radio altitude decision height setting
c full or partial compass display
c single cue (SC) or cross pointer (CP) selection.
The DC-81 O has two bearing pointer source selectors, decision height knob, separate EADI and
EHSI master dim controls, self-test switch, and seven momentary pushbuttons located on the
front panel. Leading particulars are provided in table 6-5.
AD- 15493
Figure 6-22
22=05=07
Page 198.2
Jun 1/93
Use or disclosureof informationon thispage issubjectto the restrictionsonthe titlepage of thisdocument.
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..6.87 inches (174.50 mm)
Width, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75inches(146.05 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2.25 irtches (57.15 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.81b(0.82 kg)
Power Requirements:
Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Vdc,5Watts (maximum)
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5Vdc.5Watts (maximum)
Mating Connectors:
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS27473E20-B35SC
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Unit Screw Fasteners
DC-810 Display Controller
Leading Particulars
Table 6-5
The following paragraphs describe the Controller functions:
6. H. (1)
(2)
FULUMAPButton
The FULUMAP button is athree-toggle button used to change the EHSl display from full
compass to partial compass format. In the full compass mode, 360 degrees of headingis
displayed. lnthepaftiaI compass rnode,90 degrees of heading isdisplayed. Successive
toggling of the FULUMAP button changes the display from the full compass to one of
several partial compass displays.
The paftial compass display also allows various navigation map formats to be displayed. If
VOR/DME is the selected source, the tuned VOWDME ground station positions are
displayed in conjunction with the associated bearing source. Flight plan data from a long-
range navigation source (FMS) will be displayed in the map mode if selected. The
information will only be displayed if within the radar range selected.
Weather (WX) Button
The WX button is used to call up weather radar returns on the partial compass display of
the EHSI. If the EHSI is in the full compass mode initially, pressing the WX button
changes the display to the partial compass mode and displays weather radar returns from
the weather radar or a weather test pattern. A second push of the WX button will remove
the weather information.
22-05-07
Page 198.3
Jun 1/93
6. H. (3) Ground SpeeWTime-To-Go (GSPD~G) Button
By pressing the GS/TTG button, ground speed or time-to-go will alternately be displayed in
the lower right comer of the EHSI.
(4) Single Cue/Cross Pointer (SC/CP) Button
By pressing the SC/CP button, the Ilight director command cue(s) maybe toggled back
and forih from single cue configuration to the cross pointer configuration.
(5) Flight Director Command (FD CMD) Button
Command cues are displayed on both EADIs whenever a flight director mode is selected.
The command cue on the non-HSl selected side may be biased from view by pressing the
FD CMD button on that side. Pressing the button a second time will restore the cue to the
display.
Pressing the HSI SEL button on the GC-81 Oflight guidance controller resets everything to
the initial state. In addition, during GA and dual HSI approaches, command cues are
displayed on both sides regardless of the previous state, and the FD CMD buttons on both
DC-81 0s are locked out during the dual HSI approach.
(6) Navigation (NAV) Button
By pressing the NAV button, VOR/LOC information is selected for display on the EHSI.
(7) Flight Management System (FMS) Button
By pressing the FMS button, flight management system (FMS) information is selected for
display on the EHSI.
(8) Bearing Source Select Knobs
The EHSI has the capability of displaying two independent bearing pointers. The
selectable bearing sources for each pointer are as follows:
BRG O BRG <>
OFF OFF
NAV1 NAV2
ADF1 ADF2
FMS1 FMS2
22-05-07
Page 198.4
Jun 1193
6. H. (9) Dim Controls
The dimming system employed by the EFIS is semiautomatic. Two inputs contribute to
the overall display brightness of each ED-800 Electronic Display:
G Ambient light sensed by the photosensors on each ED-800
G Setting of the dimming controls
The DIM pot sets the nominal intensity for each display. The photosensors located on
each ED-800 cause the light output of each display to be modulated about the nominal
intensity as a function of the light incident on each display.
(a)
(b)
(c)
ADI DIM Control
The ADI DIM control dims the raster and stroke wriing on the EADI. Turning the
control to the OFF position causes the EADI to go blank and the composite mode
to be displayed on the EHSI.
HSI DIM Control
The HSI DIM control dims stroke writing and the raster on the EHSI. Turning the
control to the OFF position causes the EHSI to go blank and the composite mode
to be displayed on the EADI.
WX DIM Control
The WX DIM control dims only the raster on the EHSI that contains weather radar
information, Turning the control to the OFF postion removes the weather radar
display. If in the composite mode on the EHSI, the WX DIM control is used to dim
the attitude sphere intensity.
(11 ) Decision Height (DH) Knob
Rotation of the inner DH knob allows the decision height displayed on the EADI to be
adjusted between 10 and 990 feet in 10-foot increments. By rotating the DH knob
completely counterclockwise, the decision height display may be removed from the EADI
display.
22=05-07
Page 198.5
Jun 1/93
Use or disclosureot informationon this page is subject to the restrictions on the title page of this document.
6. H. (12) TEST (TST) Button
By pressing the test button, the displays will enter the test mode. In the test mode, flags
and cautions are presented along with a check of the radio altimeter. The following test
routine is displayed:
NOTE Test of the EFIS is only functional on the ground. Radio altimeter test is functional at all
times except during GS CAP/TRK or GP CAP/TRK.
.
.
G
Course select, heading select, and DH set digital displays are replaced by amber
dashes.
AIT and HDG displays are flagged.
All pointers/scales are flagged with a red X.
All heading related bugs/pointers are removed.
Command bars are biased from view.
Radio altimeter digital readout displays radio altimeter self-test value. (Slews to 100
feet for Honeywell radio altimeter.)
Comparator monitor annunciates AIT, HDG, and ILS (if ILS sources are seleded
on both sides) or MLS (if MLS sources are selected on both sides).
The word TEST (in magenta color) is annunciated in the lateral capture location on
the top left of the EADI.
FD mode annunciations are removed.
DH mode is annunciated.
22-05-07
Page 198.6
Jun 1/93
USSIor disclosure of information on this page is subject to the restrictionson the title page of this document.
Honeywell
[:fu~4ANCE
CITATIONVll
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22=05-07
Pages 198.TI1 98.8
Jun 1193
Use or disclosure of information on this page is subject to the restrictionson the title page of this document
6. 1. MC-800 MFD Controller (See figures 6-24 and 6-25, and table 6-6.)
The MC-800 MFD Controller provides the means by which the pilot can control the MFD display
modes and format. The following paragraphs describe the controller functions.
AD-10336
Figure 6-24
Dimensions (maxirmm):
Length . . . . . .
Width . . . . . . .
Height . . . . . .
Weight (maximum) . .
Power Requirements:
Primary . . . . . .
Lighting . . . . .
Mating Connector:
J1 . . . . . . . . .
Mounting. . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.59 inches (167.39 mm)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 inches (146.05 mm)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 inches (57. 15 mm)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 lb (0.82 kg)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 5 Watts (maximum)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 5 Watts (maximum)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E14-35S
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unit Screw Fasteners
Leading Particulars
Table 6-6
22=05-07
Page 198.9
Jun 1/93
Honeywell ~$gvfc
6. 1. (1)
(2)
(3)
(4)
(5)
(6)
MAP/PLAN Button
The MAP/PLAN button alternately selects the heading up MAP display or the North up
PLAN mode for display.
Source (SRC) Button
The SRC button alternately selects the source of long-range navigation data for mapping.
Weather (WX) Button
The WX button is used to call up weather radar returns on the MFD map display. When
weather is displayed, the map range is controlled by the WC-870 Weather Radar
Controller.
Normal (NORM) Button
The NORM button provides enty into the MFDs normal checklist display function. The
normal checklist is arranged in the order of standard flight operations. Button actuations
cause presentation of the normal checklist index page that contains the lowest onder
incomplete and unskipped checklist with the active selection at that checklist. The SKP,
RCL, PAG, and ENT buttons and the joystick provide control of this function.
Emergency (EMER) Button
The EMER button provides entry into the MFDs emergency checklist display function.
Actuation of EMER results in the presentation of the first page of the highest priority callup
with the active selection at the first item on the page.
The SKP, RCL, PAG, and ENT buttons and the joystick provide control of this function.
Skip (SKP), Recall (RCL), Page (PAG), and Enter (ENT) Buttons and Joystick
These buttons (PAG for checklist only) and the joystick are used to control the checklist
and operation of the designator on the map. Paragraph 6. 1. (6) (a) describes the
checklist control and paragraph 6. 1. (6) (b) describes the designator control.
(a) Checklist Control
G
G
G
G
SKP - actuation skips the active selection to the nexi item. If the item skipped is
the last item, the active selection is the lowest order skipped item.
RCL - actuation results in presentation of the page containing the lowest order
skipped item with the active selection at that item.
PAG - actuation advances the page count. The active selection is the lowest order
incomplete item on that page. If there are no inmmplete items on the page, the
active selection is the first item on the page.
ENT - operation is dependent upon display if:
22=05=07
Page 198.10
Jun 1/93
On an index page - actuation results in display of the checklist corresponding to the
active index line selection. The checklist is presented at the page containing the
lowest order incomplete item with the active selection at that item. If the checkfist
had previously been completed, the system forces all items in the checklist to
incomplete and presents the first page of the checklist with the active selection at the
first item.
On a checklist page - actuation forces the active selection to complete and advance
the active selection to the next incomplete item. If ENT is actuated with the active
selection at the last item in a checklist, the operation depends upon the completion
status of the checklist.
If the checklist is not complete (one or more items skipped) the system presents the
page containing the lowest order incomplete item with the active selection at that
item.
If the checklist is complete (all items complete) the system presents the index page
containing the next higher order checklist with the active selection at that checklist.
G Joystick - The joystick provides additional paging and cursor control. Each
actuation results in the action described:
UP moves the active selection to the lower order item
.
DOWN moves the active selection to the next higher order item (this is
identical to SKP)
LEFT results in presentation of the previous page
.
RIGHT resutts in presentation of the next page (this is identical to PAG)
6. 1. (6) (b) Designator Control
9
G
G
9
SKP - actuator skips the designators home position to the next displayed
waypoint. When actuated with the designator at the last displayed waypoint, the
designator shall return to present position.
RCL - when the designator is not at its home position, actuation of RCL recalls the
designator to the home position. Actuation with the designator at its home position
recalls the designator to present position (if not already there).
ENT - when the designator is offset, actuation of ENT causes the LAT/LON of the
designator to be transmitted to the selected LRN as a requested waypoint.
Joystick - the joystick provides four-direction control of the designator up, down,
left, and right. The course and distance to the designator from its home position is
displayed in the lower right corner of the display.
22-05=07
Page 198.11
Jun 1/93
Useor disclosureof informationon this page is subject to the restrictions on the title page of this document.
6. 1. (7) VHF Omni Range (VOR) Button
The VOR button is used to add VOWDME symbols to the map and plan displays.
(8) Data (DAT) Button
The DAT button is used to add long-range navigation information to the map and plan
displays.
G
First actuation will add the following data to the lower right corner of the display:
- Waypoint identification
- Estimated Time of Arrival (ETA) in Greenwich Mean Time (GMT) at the TO
waypoint if known; otherwise, Time-To-Go (lTG) to the TO waypoint.
G
Second actuation - If no destination information is known, this step shall be to data
OFF. However, if destination identification, ETA, or lTG is known, this step shall
replace the TO waypoint data as described above with the destination data.
If some destination data is known but the waypoint identification is not, the mnemonic
DEST shall be used in place of the waypoint identification.
(9) Airport (APT) Button (Not applicable to -925 units)
The APT button is used to add airport designators to the map and plan displays.
(10) Increase (lNC)/Decrease (DEC) Range (RNG) Switch
This switch increases or decreases the selected range (5, 10,25,50, 100,200,300,600,
and 1200 NM) if the weather radar (WX) mode is not selected. When WX is selected, the
range is controlled by the WC-870 Controller.
(11 ) Mode Selector
This is a five-position rotary switch used to select the following MFD modes of operation:
G MFD - normal MFD operation
G HSI (counterclockwise) - pilot HSI backup
G SG (counterclockwise) - pilot SG-816 backup
G HSI (clockwise) - copilot HSI backup
SG (clockwke) - copilot SG-816 backup
(12) Dim Control - This knob controls overall MFD CRT dimming in addition to the ED-800
automatic photoelectric dimming.
22-05-07
Page 198.12
Jun 1/93
r
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Figure 6-25
22=05-07
Pages 198.1 3/1 98.14
Jun 1/93
6. J. RI-206S Instrument Remote Controller (See figures 6-26 and 6-27, and table 6-7.)
The Instrument Remote Controller interfaces with the Symbol Generator to provide heading and
course selection. Activation of the PULL SYNC switch causes synchronization of the heading
bug to present heading (lubber line). The PULL DIR switch allows automatic selection of a TO
direction desired VOR course having zero deviation.
e
COURSE 1 HANDING COURSE 2
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AD-1509@
Figure 6-26
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..4.31 inches (109.5 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 inches (146.1 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..l.50inches (38.1 mm)
Weight (maxirrwm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.11b(0.50 kg)
Power Requirements:
Synchro Excitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..26 V. 400 Hz,2.4VA
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Vacordc,3.3VA
Mating Connector:
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..- . . . . . .. MS3126F14-19S
J2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS3126F14-19SW
Leading Particulars
Table 6-7
22-05-07
Page 198.15
Jun lA13
Use or disclosureof informationonthispage issubjectto the restrictionson the titlepage of thisdocument.
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AD-151 OO-R1
Instrument Remote Controller Schematic
Figure 6-27
22=05=07
Page 198.16
Jun 1/93
Use or disclosure o! information on this page is subject to the restrictions on the title page of this document.
7. DFZ-800 Dual Flight Guidance System
A. FZ-800 Flight Guidance Computer (See figures 7-1 and 7-2, and table 7-1.)
AD-7076-R 1
Figure 7-1
22-05-07
Page 198.17
Jun 1/93
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..15.13 inches (384.3 mm)
Wdh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.91 inches (124.7 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..7.62 inches (193.5 mm)
Weight (approximate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.llb(6.04kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 28 Vdc.40Watts
Mating Connector:
J1, J2 . . . . . . . . . . . . . . . . . . . . . . . . . . Cannon Part No. DPX2MA-67S- I06P-33B-0002
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, Honeywell Part NO. 7003272-901
Leading Particulars
Table 7-1
The FZ-800 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, andyawcontrol outputs and flight director pitch and roll steering command outputs. In
addition to the modes selectable on the GC-81 O Controller, the computer will produce pitch and
roll control outputs for any flight director mode except go-around.
The FGC has a dual processor architecture, each processor performing different control and
computational functions. The A-processor performs 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 scratchpad memory.
The FGC also functions as a controller for the Avionics Standard Communications Bus (ASCB)
used to gather/distribute data within the DAFCS. The controller function is performed by the
A-processor. 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.
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).
22=05-07
Page 198.18
Jun 1/93
All the 1/0 is memory mapped, and 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
Sewo 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 analog bar commands and validity annunciations
computed by the A-processor.
22=05-07
Page 198.19
Jun 1/93
Use or disclosureof informationon thispage is subjectto the restrictionson the titlepage of his document.
Honeywell
MAINTENANCE
MANUAL
CITATION Vll
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MEMORY
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DATA
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INPUT INTERLOCKS
PROCESSING
A/D
CONVERSION -
*
B-PROCESSOR I
DIGITAU
G INNER CONTROL
PULSE WIDTH
A/P AND YID
LOOPS
CONVERSION
DRIVES
4
CONTROL
DISCRETE
G -ATTITUDE LOOPS
INPUTS
DATA
*
G SERVO LOOPS
G 1/0 CONTROL 4
G MONITORING
PROGRAM
MEMORY
4
4
SCRATCH
PAD
MEMORY
AD-8327.R 1
FZ-800 Flight Guidance Computer Block Diagram
Figure 7-2
22-05-07
Page 198.20
Jun 1/93
Use or disclosure of informationon this page is subject to the restrictions on the title page of this doct.ment.
Honeywell ~~~~~c
7. B. GC-81 O Flight Guidance Controller (See figures 7-3 and 7-4, and table 7-2.)
m
m
.-i
l
m
VNAV
1
r
--- .
..._
I
1
NOSE
DN A-B
11=11- -d
I@
~
ur . ..-
AD-15541
Figure 7-3
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..6.50 inches (165.l mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 inches (146.l mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2.63 inches (66.7 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.51b(l.13 kg)
Power Requirements:
Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 28 Vdc, llWatts
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...5 Vdc,12 Watts
Mating Connectors:
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS27473E20B35SB
J2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20B35SD
Both connectors use strain relief MS27506-A20-2
GC-810 Flight Guidance Controller
Leading Particulars
Table 7-2
22-05-07
Page 198.21
Jun 1/93
The GC-81 O Flight Guidance Controller is used to engage/disengage the system, select the
operating modes, and select the HSI and DADC being used to interface with the flight guidance
computer. The pitch wheel is also part of this unit. The function of each switch or control is
described in the following paragraphs.
7. B. (1)
(2)
(3)
(4)
AP and YD Buttons
The AP button engages autopilot and yaw darnper functions simultaneously, but
disengages only the autopilot functions. The YD button engages the yaw damper only
and disengages the yaw damper and autopilot. The active channel is annunciated by the
lighted A and B located on either side of the AP and YD buttons. When the autopilot and
yaw damper systems are in a normal no failure condition, the pilot channel is
automatically selected as the active channel and the (A) annunciator on the AP and YD
engage switches will be lighted. If the pilot wishes to select the copilot channel (right
FGS) as the active channel, he can press the AFCS B button on the instrument panel.
When the system is engaged, the (B) annunciator on the AP and YD switches will be
lighted indicating that the right channel is active. The AFCS A or AFCS B buttons can be
used to select the active FGC.
NOTE: The autopilot cannot be engaged on the ground.
HSI SEL Button
The HSI SEL button alternately selects either the pilots or copilots HSI and DADC data
for lateral and vertical guidance to both flight guidance computers. The DAFCS power-up
logic selects data from the pilots HSI and DADC. When the system is transferred to the
alternate HSI and DADC, all flight director modes are cancelled. Operating modes must
be again selected. The pointer on the right and left side of the HSI button will be lighted
to indicate which HSI has been selected.
During an ILS approach, the system automatically selects both the pilots and copilots
HSI data and both HSI SEL switch pointers will be lighted. If one ILS receiver fails, the
system will automatically select the data from the remaining receiver.
NOTE: Annunciation of the arm or capture status of the flight director modes is only
displayed on the EADI.
HDG (Heading) Button
The HDG button commands the flight guidance computer to follow the inputs of the
heading bug on the EHSI. The command bars on the EADI are then driven to track the
position of the heading bug. While in the heading mode, a lower bank limit can be
selected with the BANK button on the controller.
NAV (Navigation) Button
The NAV button allows the flight guidance computer to arm, capture, and track the
selected navigation signal sources (VOR, AZ, LNAV).
22-05=07
Page 198.22
Jun 1/93
7. B. (5)
(6)
(7)
(8)
(9)
(lo)
(11)
(12)
(13)
(14)
APP (Approach) Button
The APP button selects the appropriate gains to arm and capture the lateral deviation
sgnal for VOR, LOC, and AZ, and both lateral and vertical navigation signals for ILS and
MLS to meet approach criteria.
BC (Back Course) Button
The BC button commands the flight director computer to track the Iocalizer back course.
ALT (Altitude) Button
The ALT button commands the system to hold the current altitude. Capturing the altitude
displayed on the AL-801 Altitude Preselect Controller will allow the system to maintain that
altitude.
VNAV (Vettical Navigation) Button
The VNAV button commands the system to follow the vertical flight path guidance from a
compatible long- range navigation system, when selected.
BANK Button
The BANK button commands the guidance computer to use reduced bank angle (17
degrees) when in the HDG mode. Automatic bank angle change occurs at 34,275 feet
MSL. During a climb, bank switches to half bank; during descent, bank returns to full bank
values.
STBY (Standby) Button
The STBY button cancels all selected flight director modes. If the autopilot is engaged, it
will remain engaged in basic pitch and roll hold.
FLC (Flight Level Change) Button
The FLC button selects the fight level change mode and overrides all active vertical
modes, except VNAV.
C/O (Change Over) Button
The C/O button allows the airspeed target to be displayed in knots or Mach.
VS (Vertical Speed) Button
The VS button selects vertical guidance to hold vertical speed.
NOSE UP/NOSE DN Thumb Wheel
The Pitch Wheel is used to mmmand pitch change. When the autopilot is in the basic
pitch hold mode, the pitch wheel is used to directly change pitch attitude. The amount of
pitch change is proportional to the movement of the pitch wheel.
22=05-07
Pages 198.23/1 98.24
Jun 1/93
r
. . .
1
EGGE-LIGHTINO KUTTON BACK4.IGHTINO BUL13S
POWER (NOT OUALI
-
1
::=
FD MOOE
SWITCHES
~!
I
i
AP
PARALLEL
I
Ipo OUTPUTS A B
(
I
CLOCK
( +
i I
c izIR-
!
A B
ANNUN
I
DRIVERS Yo
t )
I
~
- CLOCK
* STROBE
1
- --1 I
4
PARALLEL
I L---
t * .. L-----
I
I i I
INPUTS
( ~
14SI SEL
t------ Plso
LEVEL PARALLEL
SHIFTERS INPUTS
ANNJ N
(Pf)TE)
VALI,Y 1
I
I
I
ANNUN OATA I
I
I
I
I
I
DISCONNECT 1
LAMP TEST 1
ANNuN VALlO 1
AOVISORV OISPLAY
1 AND 2 PS DISCRETES I
--lJ
SERIAL
OATA OUT
SERIAL DATA
TO FGC 1
t
5V MISC L21SCFIETES
-;LGHTS
l
MISCOLSCRSTES
TOIFF40M
I
CROSS CHANNEL
I
EMI
FILTER
1
+ 28V
PowER 1
I
FROM CROSS.
CHANNEL
i
1
I
OIMMINO CONTROL
INPUT
~..l
I
I
1 ric mE
AOVISOIW OISPLAV
1 ANO 2 PB ARM 1
I
I
I
I
I
I
I
1-
1
I
I
wTERNAL
e 015CRETEs I
TNE SEPUT IS LEVEL
SHIFTED TO PROVIOE
i
A S ~ PARALLEL
INPUT TO TNE PISO
$Ff=--
1
I
I
I
I
I
l
-
- DUAL CHANNEL
L . .. J
m *%U
GC-81O Flight Guidance Controller Block Diagram
Figure 7-4
22-05=07
Pages 198.25/1 98.26
Jun 1/93
Use or disclosure of informationon this page is subject to the restrictionson the title page of this document,
Hone~ell
7. c. SM-200 Servo Drive and SB-201 Bracket.
MAINTENANCE
MANUAL
CITATION Vll
(See figures 7-5 and 7-6, and tables 7-3 and 7-4.)
The SM-200 Servo Drive translates electrical inputs into a clutched rotational mechanical output.
The SM-200 Servo Drive has a dc motor tachometer assembly which mates with and drives a
spline output through a power gear train and a synchro gear train. The power gear train has an
electrical clutch which can be engaged or disengaged as required. (The clutch is engaged when
more than 18 V dc is applied across the coil and disengaged when this voltage is less than
3 V de.) Tachometer rate signals are fed back to the FZ-800 Flight Guidance Computer servo
amplifier. The drum and bracket unit is bolted to the aircraft structure and connected in parallel
to the aircraft primary control rigging through cables.
m 2215
Figure 7-5
22=05-07
Page 198.27
Jun 1/93
Use or disclosureof informationon thispage is subjectto the restrictionsonthetitlepage of thisdocument,
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..8.825 inches (224.3 mm)
Wdh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.065 inches (128.8 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..3.97 inches (100.8 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.61b(2.54 kg)
Power Requirements:
Clutch . . . . .
Motor Stall .
Synchro . . .
Stall Torque. . . . .
Resistance values:
Clutch . . . . .
Tachometer
Motor . .
NOTE:
. . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 56 Watts
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 V, 400 Hz, 1 VA
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up to 160 lb-in.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.5 t 6 ohms
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 ohms (maximum)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.7 * 2.6 ohms
Motor resistance value is calculated by accurately measuring applied
vottage and load current. When attempting to measure this resistance
with an ohmmeter, the value may vary between 18 and several hundred
ohms, depending upon brush position and the quantity of brush dust.
Mating Connector:
JI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PT06E-1 4-19S(SR)
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Hard Mount
Leading Particulars
Table 7-3
Dash No. Power Gear Ratio Synchro Gear Ratio Clutch HI Pin Clutch HI Pin
-906 (Aileron) 38.9:1 151.1:1 F J
-913 (Elevator, Rudder) 68.8:1 315.2:1 H J
SM-200 Servo Drive Dash No. Differences
Table 7-4
22-05-07
Page 198.28
Jun 1/93
Use or disclosure of informationon this page is subject to the restrictions on the title page of this document,
F

-1
: SERVO ORIVE ASSEMBLYPOWERLOOP
,.
I
I
I
I
I
I
.J ,
F<,
BRN
II
CLUTCH
i=!
~i ORN
I
Vlo
H
WHTIORN
J
I
FOUR INPUT PINSON
CONNECTORJ1 ARE
PROVIOED FOR CLUTCH
EXCITATION, BUTONLY
TwOARFIJSED THF
API
ISDICTATEDBYTHE SERVO
ORI
NUMBER.
} vOLTAGE
-VOLTAGE
I-fij
, CR1
2
L1
BLK BLK
CLUTCH
EXCITATION
(CONTROLLEDBY
AUTO PILOT
ENGAGEANOIOR
TOUCHCONTROL
=EERING)
.- . ...- ------ ...
?ROPRIATE COMBINATION
VEASSEMBLYDASH
SHIELDGNO K
h
1
1
I TO
+---
[0
SERVO
I
ORIVE
L::;
TACHOMETER RATE L
+ ELK A
FEEDBACKOUTPUT
(POLARITY SHOWN
FORCCWOUTPUT
I wHT~ :
I
TO ORUMAND
BRACKET)
N i-
x,
I
I
A
MOTORINPUTFROM
SERVOAMPL
(POLARITYSHOWN
FORCCWOUTPUTTO
omm ANDBRACKET)
+-++7
I
E k
GRN
I
r
c1
MG1
1
b
0.SSPF
I
I
I
I
6
I
IMOT -T}
I
I
C2
I
0.SSPF 1- -1
RED
5
.
t~
L
I
CHASSIS GND C
Q

+. I F
I
- SERVODRIVEASSEMBLYFEEDBACKLOOP
I
I GEARTRAINQ [
SVNCHRO
SYNCHRO
, TERMINALS
p ix BLU
8
1
[i
BLUE
w
1
I
I
SERVO(SYNCHROBl)
Y WHT/VIO
9
BLK
POSITIONFEEDBACK R
OUTPUT
I
Z YEL
10 YELLOW
1
I
{:1
!+WHTIRED 11 RED/WHT
D
x
I
26 VAC
400 Hz
c WHTlOLK 12 BLK/WHT
E
n
I
I
1- . 4
w---
4-
4--
u
NOTES:
1.
0
INOICATESMECHANICAL
SPARES
SIGNALFLOW.
2 e
INDICATESELECTRICAL
INPUTS.
SPARES
3.
*
INDICATESELECTRICAL
OUTPUTS.
22691
SM-200 Servo Drive Block Diagram
Figure 7-6
22=05-07
Page 198.29
Jun 1/93
Use or disclosure of informationon this page is subject to the restrictionson the title page o this document,
8. PRIMUSXB 870 Weather Radar System
WARNING: HEATING AND RADIATION EFFECTS OF WEATHER RADAR CAN BE HAZARDOUS
TO LIFE.
Maximum Permissible Exposure Level (MPEL)Personnel should remain at a distance greater than R
(figure 8-3) 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.
20-686, August 8, 1980, Subject: Recommended Radiation Safety Precautions for Ground Operation
of Airborne Weather Radar. The radius R to the MPEL bounda~ 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 or near-field is based on the recommendations outlined in
AC No. 20-686.
The American National Standards Institute (ANSI) in their document ANSI C95.1 -1982, recommends
an exposure level of no more than 5 mW/cm2.
Honeywell, Inc. recommends that operators follow the 5 mW/cm2 standard. Figure 8-1 shows MPEL
for k-th exposure levels.
A~R~~EA&~
RADOME
AIRCRA~ LU6BER LINE
I
12 IN
I 1~
9 FT
!3U3CKl
*
I
10 IN
25Z-Cxd
I
i-!%%
I
&
AD-9659-R2r@
MPEL Boundary
Figure 8-1
22=05=07
Page 198.30
Jun 1/93
Honeywell
8. A. WU-870 Antenna and Receiver~ransmitter
MAINTENANCE
MANUAL
CITATION Vll
Unit (See figures 8-2 and 8-3, and table 8-1.)
The WU-870 Antenna and Receiver/Transmitter Unit is an integrated unit that inmrporates
transmitter, receiver, and antenna into a single unit. The Antenna and Receiver/TransmMer Unit
accepts either a 10- or 12-inch flat plate radiator with transmitter and receiver components
mounted on the rear of the antenna. The remainder of the circuit~ is contained in the
electronics package that forms the Antenna and Receiver~ransmitter Unit base. The Antenna
and Receiver/Transmitter Unit transmits and receives X-band radio frequency energy for the
purposes of weather detection and ground mapping. The 9345*30 MHz transmitted signals
are sent directly to the antenna from the transmitter circuitty, which is mounted on the rear of the
antenna. Echo signals received by the antenna are applied directly to the receiver, which is also
mounted on the rear of the antenna. The receiver and processing system processes these
signals by encoding them into one of four levels depending on their intensity, scan converts
them, and outputs the scan converted data to the various display systems.
AD- 16235
WU-870 Antenna and Receiver/Transmitter Unit
Figure 8-2
22-05=07
Page 198.31
Jun 1/93
Base Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.66 inches (22.0 mm)
Height (Antenna flat) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.00 inches (30.5 mm)
Height (Antenna full ac) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.00 inches (30.5 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.01b(6.40 kg)
Prime Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
+22to +32 Vdc, 90 Watts (maximum)
Antenna
Size . . . . . . . . . . . . . . . . . . . ..i . . . . . . . . . . . . . . . . . . . . . . .
12-inch flat plate radiator
Stabilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Line-of-sight, +30 degrees
Tilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. fls degrees
Scan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Full -120 degrees (~60 degrees)
Sector- 60 degrees (*30 degrees)
Roll Axis Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Recessed onfront panel
Transmitter
Frequency .
Power . . . .
Pulse Widths
PRF . . . . . .
Receiver
Noise Fgure
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9345*30 MHZ
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3kW, nominal, magnetron
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2, 1.5,2.4,4.8,9, 18, and27ys,
determined by selected range
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120, 240, 360, and 480 Hz,
determined by selected range
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.5 dB, typical
lFFrequ%cy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..35 MHz
lF Bandwidth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..0.8 MHz. nominal
Video Bandwidth. . . . . . . . . . . . . . . . . . . . . . . . Commensurate with selected pulse width
SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Present inallrnodes
MDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l12.4dBmnominal, on300NMrange
Displayed Ranaes
WXGMAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...5.10.25.50.100. 200, and300, NM
full scale with five ccmcentncrange
rings (cyan forWX, green for GMAP)
Fight PIan . . . . . . . . . . . . . . . . . . . . . . . 5,10,25,50,100, 200, 300, 500,and 1000NM
full scale with five concerrtric range rings
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS3126F22-55S
WU-870 Antenna and Receiver~ransmitter Unit
Leading Particulars
Table 8-1
22-05=07
Page 198.32
Jun 1/93
GND FOR 203 Mll
MODULATOR
t
VIDEO
TR. LIMITER DETECTOR AMpL
Pw
CIRCULATOR
MAGNE~ON
I I I
+,
STC
XSTC
I
REACT
I
v I
(d
I
.LlvoLT.EG.EEy, 1- - -
=1-P
GND FOR 429 STABA
GNO FOR DUAL CONTROL OPERAW3N
DISCRETE
INTERFACE
~F44;70R INVERTEO
ON,OFF
2
mA;OR
ORWE
1
Az
MOTOR
PROCESSOR
NOTE
~ THE 4SS INTERFACE FUNCTIONIS uSED ONLY
WHEN RTAPARTtW 7DDS47D.921AND-922
REOUIRE 0i131TbLINPuTS OTHERWISE, ANALOG
STABILIZATIONINPUTS ARE USED
lb
1
[
EL
MDTOR
DRIVE
EL
Z;:o FEE?B4CK MOTOR
SENSOR
r
k
IwDMFO
LT EFIS
RT EFIS
CONTROL
-=2f
R CJ NTRCi
----E=LTEFS
-----+=s
~cENTER
WU-870 Antenna and Ffeceiver/transmitter Unit Block Diagram
Figure 8-3
22-05=07
PICTURE
BuS
CONTROL
Bus
Page 198.33
Jun 1/93
Honeywell
8. B. WC-870 Weather Radar Controller (See
WJ;:JANCE
CITATION Vll
figures 8-4 and 8-5, and table 8-2.)
The controls used to operate the radar system are located on the WC-870 Weather Radar
Controller. The typical Radar System configuration uses single or dual controllers. Typically,
dual EHSIS and/or optional MFD unit are used for the radar display. With a single controller, all
cockpit displays are identical. Dual operating capability is added with a second controller. Each
WC-870 Controller sets the modes, range, and antenna tilt used to display radar information on
its respective EHSI. It one WC-870 Controller is oft, the other controller will set the radar
modes, range, and antenna tilt. A SLV (slave) annunciation displayed on the C)FF controller
indicates which controller is slaved to the settings on the ON controller.
The function of each switch and control is described in paragraphs 8.8. (1) thru 8.6. (11).
NOTE: If the WI-870 Weather Radar Indicator is installed in place of the MFD, all weather
radar controls are located on it. Operation is the same aswith the WC-870 controllers.
WITH LIGHTNING SENSOR SYSTEM CONTROL
WITHOUT LIGHTNING SENSOR SYSTEM CONTROL AC)-3SS16Q
Figure 8-4
22-05-07
Page 198.34
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the titfe page of this document
Length {from rear of bezel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.0inches(177.8 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 inches (146.1 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.87 inches (47.5 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..l.91b(0.86 kg)
Power Requirements:
Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +22to+32Vdc, 5.8 Watts (maximum)
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..28 Vdcat6.O Watts (nominal)
or 5 V ackic at 4.6 Watts (nominal)
Mating Connector (Jo) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E14B-18S
with strain relief MS27506-B14-2
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Dzus Fasteners
Leading Particulars
Table 8-2
8. B. (1) Range Buttons
Radar operating range selections are made with two momentary-contact pushbutton
switches (up-arrow and down-arrow). Range selections are from 5 to 300 NM full scale in
the WX mode or 5 to 1000 NM full scale in the Flight Plan (FPLN) mode. The up-arrow
selects increasing ranges while the down arrow selects decreasing ranges. One-haff the
selected range is annunciated at the one-half scale range mark on the EHSI.
(2) TRB (Turbulence) Button
This button is a momentary-contact switch, whch, when pressed, selects the Turbulence
Detection mode of operation. The TRB mode can only be selected if the selected range
is 50 miles or less. The weathedturbulence mode is annunciated in the mode fwkt with
the V/X/l legend. Areas of at least moderate turbulence are shown in soft white. The
turbulence threshold is five meters per second.
Selecting the 100, 200, or 300 mile range turns off the turbulence detection mode. The T
is deleted from the mode annunciation and variable gain is engaged if previously selected.
Subsequent selection of ranges of 50 miles or less re-engages turbulence detection.
(3) GCR (Ground Clutter Reduction) Button
The GCR button is also a momentary-contact switch. Pressing this button selects the
Ground Clutter Reduction mode of operation. The GCR mode is annunciated above the
mode field with the GCR legend. The GCR mode can only be selected if the RADAR
switch is in the WX position and the selected range is 50 miles or less. GCR is an
advisory mode that reduces the display of ground clutter. Targets remaining on the
display are very probably weather targets.
22-05-07
Page 198.35
Jun 1/93
The GCR mode has the following display limitations.
Q Will not remove all of the ground return.
G Removes some of the weather returns.
G Effectivity is reduced as the antenna scans away from dead ahead.
The scintillation frequency of the ground radar returns is fewer 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 resuft, the weather presentation in
this mode cannot be considered calibrated. However, the GCR mode gives the pilot a
dramatically improved look at weather in terminal areas or mountainous terrain where it
may be necessary to titt the antenna toward the ground to see weather ahead. GCR is
operational in WX mode and selected ranges of 50 NM or less.
Selecting the 100, 200, or 300 mile range or the tuttxdence detection (TRB) mode turns
off the ground clutter reduction. The GCR legend is deleted from the mode annunciation
and variable gain is engaged if previously selected. Subsequent selection or ranges of
50-miles or less re-engages GCR. If not already selected, GCR forces the radar into
preset gain.
8. B. (4) TGT (Target Alert) Button
The TGT button is a momentary alternating action pushbutton switch that enables and
disables the target alert mode of the radar system. Target alert is selectable in any WX
range except 300 NM. When selected, target aleft monitors beyond the selected range
and 7.5 degrees on each side of the aircraft heading. Also the target must have the
following depth and range characteristics:
Selected Target Target
Range (NM~ Depth (NM~ Range (NM~
5
10
25
50
100
200
300
FP (Flight Plan)
2 5- 55
2 10- 60
4 25- 75
4 50-100
4 100-150
6 200-250
inactive
2 5-055
It shoufd 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.
If a return with cefiain characteristics is detected in the monitored area, the target alert
changes from the green armed condition to an amber TGT warning rendition. Target
alert can be selected only in the WX andFP modes.
22-05-07
Page 198.36
Jun 1/93
8. B. (5)
(6)
(7)
The TGT button can also be used to override (turn off) the radar attitude stabilization.
The radar is normally attitude stabilized and automatically compensates for roll and pitch
maneuvers. Attitude stabilization is turned off by pressing the TGT button four times
within 3 seconds. Stabilization is turned back on by again pressing the TGT button four
times within 3 seconds.
SECT (Sector) Button
The SECT button is a momentary alternating action pushbutton switch that selects either
full azimuth scan (120 degrees) or sector scan (60 degrees).
TILT/PULL AUTO Knob
The TILT/PULL AUTO knob is a single turn rotary control that varies antenna tilt between
15 degrees up and 15 degrees down. (Clockwise rotation tilts beam upward Oto 15
degrees; counterclockwise rotation tilts beam downward Oto -15 degress.) The range
between +5 degrees and -5 degrees is expanded for ease of setabiliiy. A digital readout
of the antenna tilt angle is displayed on the EFIS.
Pulling out on the TILT knob causes the system to enter the Auto Tilt mode. In Auto Tilt
the antenna tift is automatically adjusted with regard to the selected range and barometric
altitude. The antenna tilt will automatically readjust with changes in altitude anctlor
selected range. Afso note that while the radar system is in Auto Titt, the tilt control can
fine-tune the titt setting by *2 degrees. The digital readout will always show the
commanded tilt of the antenna regardless of the tilt command source (auto tiff command
or manual tilt command).
LSS (Lightning Sensor System) Knob (Optional)
The LSS knob is a four-position rotary switch that allows the LSZ-850 Lightning Sensor
System to be operated in the following modes:
Mode Function
OFF Removes power from the Lghtning Sensor System.
SBY (Standby) Places the Lightning Sensor System in nonoperational
mode. Display of data from the system is inhibited, but
data is still accumulated.
LX (Lghtning) Lightning Sensor System is fully operational. Lightning
strike data is collected, processed, and displayed.
CLRTR3T (Clear/Test) Accumulated data is cleared from memo~ of the Lightning
Sensor System. After 3 seconds the test mode is initiated.
NOTE: Mode control of the Lightning Sensor System can be accomplished in
one of three ways; through the LU-850 Lghtning Sensor Controller, the
WC-870 Weather Radar Controller, or the WI-870 Weather Radar
Indicator. The method used depends upon which systems are installed
in the aircraft. If an MFD system is installed, the LU-850 can be
replaced by using the mntrols on the WC-870. If an MFD is not
installed, the LU-850 can be replaced by using the controls on the
WI-870.
22-05-07
Page 198.37
Jun 1/93
8. B. (8) RADAR Control
The RADAR control knob is a seven-position rotary switch that allows the Radar System
to be operated in the following modes:
Mode
OFF
S6Y (Standby)
WX (Weather Detection)
RCT (REACT)
GMAP (Ground Map)
FP (Flight Plan)
Function
This switch position removes power from the Radar System.
This switch position places the Radar System in standby (ready
state), with the antenna scan stopped, the transmitter inhibiied,
and the display memory erased. STBY is displayed on the
EFIS/MFD.
Select this position to place the Radar System in the weather
detection mode. The system is fully operational and all internal
parameters are set for enroute weather detection.
This switch position turns on REACT, which is an acronym for
Echo Attenuation Compensation Technique. REACT
compensates for attenuation of the radar signal as it passes
through rainfall.
REACT is a submode of the WX mode and selecting RCT
forces the system to preset gain. When REACT is selected,
the RCT legend is displayed on the EFIWMFD.
Selecting GMAP places the Radar System in the ground
mapping mode. The system is fully operational and all internal
parameters are set to enhance returns from ground targets.
This switch position selects the system flight plan (navigation)
display mode - there is no radar data presented in FP.
WARNING: X-BAND MICROWAVE ENERGY IS RADIATED IN THE TEST MODE.
HEATING AND RADIATION EFFECTS OF WEATHER RADAR CAN BE
HAZARDOUS TO LIFE.
TST (Test) This switch position selects the radar self-test mode. A special
test-pattern is displayed on EFIS/MFD to allow verification of
system operation. The test legend is displayed in the
EFIWMFD mode field.
22-05-07
Page 198.38
Jun 1/93
8. B. (9) Rain Echo Attenuation Compensation Technque
The rain REACT function permits the radar receiver to adjust its own sensitivity
automatically to compensate for attenuation losses asthe radar pulse passes through
weather targets on its way to illuminate other targets. This is done by measuring the
intensity of signals, and deducing from them the density, and therefore, the attenuation of
the target, and then using this information to adjust the sensitivity. This is done
continuously on each radar azimuth radial. There is a maximum value to which sensitivity
may be set due to the receiver generating noise, and would fill the display with noise if it
were too high. When this maximum value is reached, a blue color is displayed for the
remainder of the displayed range. This gives the pilot an unmistakable warning that
attenuation is hiding possible severe weather areas that cannot be accurately detected.
REACT is always selected in TEST mode. REACT is available in all modes except
GMAP.
(10) SLV (Slaved) Annunciator
SLV is an annunciator centered on the lower edge of the panel. This annunciator is used
in dual controller installation and lights whenever this controller is in the OFF mode and
the opposite side controller is in any mode except OFF. Both controllers must be off
before the radar system turns off.
(11 ) GAIN Control
GAIN is a single turn rotary control and push/pull switch that varies the Antenna and
Receiverflransmitter Unit receiver gain. Pushing in on the GAIN knob causes the system
to enter the preset, calibrated gain mode. Calibrated gain is the normal mode and is used
for weather avoidance. Turning the gain knob during this mode has no effect on the
system (does nothing).
Pulling out on the GAIN knob causes the system to enter the variable gain mode.
Variable gain is useful for additional weather analysis and for ground mapping. In WX
mode, variable gain can increase receiver sensitivity over the calibrated level to show very
weak targets, or it can be reduced below the calibrated level to eliminate weak returns.
WARNING: IF THE GAIN IS SET TOO LOW, HAZARDOUS TARGETS
MIGHT NOT BE DISPLAYED
In GMAP mode, variable gain is used to reduce the level of the typically very strong
returns from ground targets.
Minimum gain is attained with the control at its full counterclockwise (CCW) position.
Gain increases as the control is rotated in a clockwise (CW) direction from full CCW to the
12:00 position. At the 12:00 position, both the gain and the STC (sensitivity timing
control) are at their maximum values. Additional CW rotation removes STC. At the full
CW position, the gain is at maximum and the STC is at minimum.
22=05=07
Pages 198.39/1 98.40
Jun 1/93
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1. REFERENCE DESIGNATIONS ARE AS FOLLOWS:
PANEL LAMP
CIRUIT
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AD-e9?3.m
WC-870 Weather Radar Controller Block Diagram
Figure 8-5
22-05-07
Pages 198.41/1 98.42
Jun 1/93
8. C. WI-870 Weather Radar Indicator (See figures 8-6 and 8-7, and table 8-3,)
The WI-870 Indicator is a weather radar controller and electronic display integrated into a single
panel-mounted LRU (figure 8-6). Operation of all controls and switches on the Indicator are
identical to the controls and switches on the WC470 Controller. The display is a large format
five-inch diagonal color CRT similar to the one used in the MFD. When installed in place of the
MFD, the WI-870 Indicator provides all control functions for the weather radar system and
displays scan converted data processed by the Antenna and Receiverflransmitter Unit. In
addition, high-speed video input capability is provided through a separate Universal Digital
I ntertace (UDI) port to permit display from auxiliafy systems-such as Data NAV and th~ Lightning
Sensor System. Leading particulars are listed in table 8-3.
Honeywell
Q
./ -- -
. . . ...- -=
TRB
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RANGE
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Figure 8-6
22-05-07
Page 198.43
Jun 1/93
Length (from rearof bezel) . . . . . . . . . . . . . . . . . . . . . . . . ...11.49 inches (291.85 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.83 inches (122.68 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..6.265 inches (159.13 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.01b(4.54 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . +22to +32Vdc, 36Watts (maximum)
Panel LQhting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..+28 Vdc, 0.200A (nominal)
or5Vac/dc,O.750 A (nominal)
Mating Connectors:
J101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS3126F22-21S
J102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. KJGF14A35SN
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, Honeywell Part No. 7011359-901
W1-870 Weather Radar indicator
Leading Padiculam
Table 8-3
Table 8-4 describes the operation of the W1-870 Controller.
1. BRT Single turn display brightness control that adjusts
brightness of display. CW rotation increases
display brightness, and CCW rotation decreases
brightness.
2. TILT
- AUTO TILT
(Pull)
3. GAIN
Singleturnrotary mntrolwhichvaries antenna tilt
between 15 degrees upand 15 degrees down.
The range between +5degrees and-5 degreesis
expandedfor ease of setability.
Places elevation control under Auto Tilt which
adjusts antenna tilt inrelation to altitude and
selected Range. Tilt knob can be used for fixed
offset corrections of up to *2.O degrees.
Single turn rotary control which varies the
Antenna and Receiver/Transmitter Unit receiver
gain. Control is active when pulled, and when
pushed, receiver gain is preset and calibrated.
Selection of RCT or TGT ALERT overrides the
variable gain to be fixed and calibrated. Rotation
of CCW from the 12 oclock (straigM up) position
reduces receiver gain. Rotation CW from the 12
oclock position reduces STC so that receiver
gain is increased until it is at maxinwm when
GAIN control is at the full CW position.
WI-870 Control Functions
22-05-07
Page 198.44
Jun 1/93
4. Mode Switch
OFF
SBY
Wx
GMAP
FP
TST
5. TGT
6. RCT
7. GCR
8. TRB
Seven-position rotary switch which selects
primary radar modes.
Removes power from system.
Standby. Places system in non-operational
mode.
Places system in the operational Weather (WX)
mode.
Places system in the operational Ground Map
(GMAP) mode.
Flight Plan. Permits extended range display of
navigational data provided through the Universal
Digital Interface (UDI) UDI pat.
Activates the system self test mode.
Momentary alternate-action pushbutton which
enables the Target Alerl function. This button
also disables STAB if pressed once and then
three more times within 4 seconds. To enable
STAB, repeat. When active, gain is forced to
preset.
Momentaty alternate-action pushbutton which
enables the REACT (RCT) function. RCT is
selected in TST on alternate sweeps
automatically.
This pushbutton is also used to activate a Hidden
mode for roll compensation.
Momentary pushbutton which selects GCR
(ground clutter reduction) in WX mode up to 50
NM.
Momentary pushbutton wh~h selects the
turbulence (TRB) mode. In this mode, areas of
potentially hazardous turbulence are displayed in
gray white, in addition to normal reflectivity data.
TRB may only be engaged in the WX mode at
ranges of 50 NM or less. A mode annunciation
of WX/T is displayed.
Table 8-4 (rent)
22-05=07
Page 198.45
Jun 1/93
9. RANGE A two-pushbutton range selection system with
permits range selection from 5 to 300 NM full
scale in WX, RCT, or GMAP mode or 5 to 1000
NM full scale in the Flight Plan mode. The up
arrow pushbutton selects increasing ranges while
the down arrow pushbutton selects decreasing
ranges. The last range is remembered when
switching between WX, RCT, or GMAP and FP.
Upon reaching maximum or minimum range,
further pressing of the pushbutton causes the
range to rollover to minimum or maximum range,
respectively. If FSBY is wired to a
weight-on-wheels switch, the unit will be in
Forced Standby on the ground unless both
RANGE pushbuttons are pressed simultaneously.
10. AZ Momentary alternate-action pushbutton which
permits displaying and removing azimuth marks
from the display.
11. SCT Alternate-action pushbutton which selects either
full azimuth scan angle (120 degrees) or sector
azimuth scan angle (60 degrees).
Table 8-4 (cent)
22-05-07
Page 198.46
Jun 1/93
UDI
HORIZ
TIMING
REF
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-
UDI
;ELECT CIRCUITS
B
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fuRE=c-
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ONOFF---La
WI-1370 Weather Radar Indicator Block Diagram
Figure 8-7
VIDEO
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SWEEP
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AD-6873- m
22=05-07
Pages 198.471198.48
Jun 1193
Use or disclosure of information on this page is subject to fhe restrictions on the title page of this document.
9. FMZ-800/900 Flight Management System (Optional~
A. NZ-820/920 Navigation Computer (See figures 9-1 and 9-2, and table 9-1.)
The NZ-820/920 Navigation Computer (figure 9-1) receives its FMS command data from the
CD-81 O Control Display Unit (CDU), and its FMS input data from the Avionics Standard
Communications Bus (ASCB), Radio Systems Bus (RSB), and DL-900 Data Loader. The
navigation computer contains the necessary power supplies, electronics, and database memory
to receive and process sensor input information, while providing highly accurate position
information to the flight crew. Additionally, the navigation mmputer has the ability to remotely
tune all the radios on the aircraft, as well as provide a means for the flight crew to create and
store waypoints and flight plans. Leading particulars are listed in table 9-1.
The NZ-820/920 Navigation Computer provides both lateral and vertical navigation guidance.
The navigation computer has a 320k byte (NZ-820) or 1.2 megabyte (NZ-920) internal navigation
database that is used for storage of waypoints, navaids, routes, airports, and other NAV data for
easy access by the pilot. The NZ-820 database only allows loading one of the available four
regions of data at a time. The NZ-920, with the expanded database, enables loading all four
regions of data to allow international operation without changing databases. An internal
keeps the clock and calendar running when power is removed.
battery
AD-1I!Ml@
Figure 9-1
22-05-07
Page 198.49
Jun 1/93
Honeywell
MAINTENANCE
MANUAL
CITATIONVll
Length . . . . .
Width . . . . . .
Height . . . . . .
Weight (approximate)
Power Requirements
Mating Connector:
J1 . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.03 inches (432.6 mm)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.91 inches (124.7 mm)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.62 inches (193.5 mm)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.8 lb (6.71 kg)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 65 Watts
. . . . . . . . . . . . . . . . . . . . . Cannon Part No. DPX2-67S-106P-33B-0089
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Tray. Paft No. 7003272-903
Leading Particulars
Table 9-1
The navgation computer can interface with three long-term sensors via ARINC 429 buses and
the ASCB. Each navigation computer can also connect to dual Proline II or Bendix/King DME
receivers and a single VOR receiver. The interface to the AH-600 AHRU, AZ-810 DADC,
FZ-800 FGC, SG-816 (EFIS), and MG-816 (MFD), is over the 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, OmegaNLF Sensors, plus VOWDME. With links to the
onboard navigation sensors, the navigation computer develops an FMS position based on a
blend or mix of the sensors.
The FMS does not directly display navgation maps on the CDU; however, the FMS is the source
of map data for other cockpit displays such as EFIS. 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-900 data loader is used for this purpose.
The navigation funotions of the system include accurate computations of aircraft position, ground
speed, and altitude, navaid selection, and tuning of the VOR and DME receivers. Aircraft
position is computed using data received from the radios (VOR ancf/or DME andor Omega) and
AHRS. The navigation computer calculates ground speed using inertial acceleration and radio
inputs. Aircraft altitude is computed using air data computer sensors.
The navigation computer selects frequencies for tuning the VOR and a directed scan DME or two
single channel DMEs. However, the NAV radios can be tuned by either the navigation computer
supplied frequencies or a frequency transmitted by the VHF NAV control head. When in
autotune, the VOR/DME is listening to the navigation computer for selection of the VOR
frequency and as many as three DME frequencies. In the manual position, the VOWDME is
listening to the VHF NAV control head, which can select a VOR and/or DME station for display
on the RMI.
22-05-07
Page 198.50
Jun 1/93
The aircraft position is computed as a function of logic switches called navigation update modes.
The four position update modes are radio/inetilal, radio only, inertial only, and dead reckoning.
The navigation mode hierarchy is a function of sensor and data availability. The radidinertial
position is computed by using radio position.
The radio position is then combined with the calculated inertial velocity for computing
radlofinertial position. If valid rho/theta or omega data is being received on the ground, a radio
position will be computed. Sensor and radio data availability defines the priority for each
navigation mode. The highest priority nav mode is radioiinertial, folfowed by inertial only, radio
only, and dead reckoning. These priorities are based upon sensor accuracies.
When the navigation update mode changes from one of the four modes listed to the no
navigation mode and the aircraft is airborne, the present aircraft position is frozen for display on
the CDU PROG page for 2 minutes. After that, if the aircraft is airborne and the no navigation
mode is still active, the aircraft position is invalid for display. If an initial start-up power transient
occurs when the no navigation mode is active, the above display logic is invalidated and the
aircraft posit-on is not valid for display unless a new position can be mmputed.
The radm/inedial NAV mode is active when the following conditions are true:
G Valid acceleration and angular data are available.
G A valid radio position is computed from at least two DMEs, one VOR/DME pair, or an omega
sensor.
The radio position and inertial acceleration are combined in the AHRS velocity filter to compute
the north and east inertial ground speed components. These components are then combined
with radio position in a complementary filter to compute the radiofinertial position. The inertial
only NAV mode is active when at least one AHRS is providing valid acceleration and angular
inputs and there is no valid radio position data. The inertial only mode is less accurate due to
AHRS drift and the pilot is notified by a CDU message when this mode is active. In addition, if
radio position is not computed within 10 minutes of entering the AHRS inertial only mode, the
system reverts to dead reckoning.
The radio only mode is active when there is no valid inertial data and valid radio data is being
received.
The Dead Reckoning mode is activated when the following conditions are true:
G There is a valid mag heading input from an AHRS.
G A radio position cannot be computed.
G A valid true airspeed is available from the air data mmputer.
A dead reckoning position is calculated from the last known aircraft position using the track and
distance traveled along that track. AHRS heading, ADC true airspeed, and the last known wind
are used to estimate aircraft ground speed and track. The dead reckoning position update mode
is annunciated on the CDU. The annunciator is automatically cleared when the position update
mode transitions out of dead reckoning.
22-05=07
Page 198.51
Jun 1/93
Veriical Navigation (VNAV) within the FMS allows the operator to define vertical path information,
which is then flown by the aircraft automatically when the proper ffight director mode has been
selected. FMS VNAV may be used throughout the flight. The VNAV can be utilized to climb on
the optimum IAS and automatically transition to the optimum MACH. Descents can be set up for
a path mode (pseudo glideslope) or programmed MacWIAS letdowns.
VNAV controls the vertical flight path by sending speed (CAS or Mach) or vertical speed targets
to the flight director. The flight director will limit the vertical and along path accelerations for
passenger comfort. Altitude targets are also sent to the flight director, which uses its internal
altitude capture logic to determine when to sequence to the attitude capture and hold modes.
The flight level change (FLC) function engages a speed on elevator climb or descent based on
aircraft position relatiie to the altitude preselector. The operation of FLC is the same for VNAV
or flight director operation, the only difference being the selection of the speed target. VNAV
FLC uses the prestored MacWIAS values from the navigation computer; whereas, the basic flight
director FLC synchronizes to the current airspeed.
The VNAV function of the FMS is integrated into the various pages of the CDU display. The
primary locations of VNAV information are on the ACTIVE FLIGHT PLAN and PROGRESS
pages. The vertical definition of the flight plan includes speed, angle, and altitude constraints at
waypoints. VNAV will not function until all PERF INIT information has been programmed into the
CDU. If VNAV is not desired, simply omit the PERF INIT step of preflight. tt shoukt be noted
that the altitude preselector provides an active input into the FMS VNAV function. Since the
VNAV preflight computations for each waypoint are done with regard only to the altitude
preselector, the cruise altitude from PERF INIT page 3 and altitude constraints in the flight plan,
it is suggested that all VNAV constraints should be defined in the ACTIVE FLIGHT PLAN priir to
PERF INIT. After PERF INIT, compliance with subsequently entered altitude constrains is
guaranteed only with the altitude preselector set to the constraint. The VNAV doesnt change the
altitude preselector or fly past the preselected attitude. The pilot should set the aietier only to
the cleared attitude.
With VNAV, there are four submodes that inform the pilot about how the aircraft is being flown.
This is important in knowing what effect throttle movement will have on the aircraft. The four
subrnodes are as follows:
.
.
.
G
VFLC - This mode is vertical flight level change. During the mode, the aircraft speed is being
controlled by the elevator or pitch of the aircraft. Movement of the throttle during this mode
changes the vertical speed and pitch of the aircraft.
VPTH - This mode is verlical path and is similar to flying on agl i desl ope. Path control is
accomplished by changes to vertical speed as ground speed changes. Throttle movement
causes speed changes.
VALT - This mode is the same as altitude hold. Throttle movement causes a speed change.
VASL - This mode is the same as altitude capture and is used to level the aircraft at an
altitude constraint or preselect setting. Throttle movement causes a speed change.
22-05-07
Page 198.52
Jun 1/93
a
GMT
CLOCK
CDU
INTERFACE
=?EiEl+
@
DATA BASE
E2 PROM
PROGRAM
EPROM
RAM
I
w
ARINC
429
XMIT
l)
E=
RS422
RCIIRS
RS422
XMIT
NZ-820/920 Navigation Computer Block Diagram
Figure 9-2
22=05=07
Page 198.53
Jun 1193
9. B. CD-800/810 Control Display Unit (See figures 9-3 and 9-4, and table 9-2.)
The CD-800/81 O Control Display Unit (CDU) provides the primary means for pilot input to the
flight management system. It also provides output display for the navigation computer. The
CDU utilizes a full alphanumeric keyboard, as well as decimal, dash, and slash. Four line
selection keys are provided on each side of the CRT. Seven function keys are provided to allow
direct access to specific display pages. Annunciators are located in the top of the bezel to
advise the pilot of the systems status.
The CRT in the CDU has nine lines of text 24 characters long. l%e top line of the CDU display
is dedicated as a title line and the bottom line is used as a scratchpad and to display messages.
A manual dimming knob is used for long-term dimming adjustments, while ambient light sensors
are used for short-term display brightness adjustments under varying cloudhunlight conditions.
PHOTO PHOTO
SENSOR ANNUNCIATORS
/
SENSOR
/ \
CRT
DISPLAY
~ACllVl I I I PI AN l/bj~>l
LE~
LINE
SELECT
KEYS
SCRATCHPAD
MODE KEYS
ALPHA-NUMERIC
KEYS
==!
H
17it
+34
H
El
Ml I
02(7)093.(3NM
Stc ~~N~w
.548 .
KSI C Q1911/
aA1-?M Al IN
1)1SI
KSI C
E
HI
61(31
16@/492@
HI
4b6@J
I&J
HI
ARI-?IVAI b
II 1
i
El
A
1
G
K
M
@j )
K El
El El
K K
El El
K K
El K El
K El la
El K El
El El El
El El El
FtJNCiTtON
KEYS
Figure 9-3
22-05-07
/
RIGHT
LINE
SELECT
KEYS
~ FUNCTION
KEYS
_ MODE KEYS
\ BR,G*NE~
CONTROL
AO-1 1942-Rl@
Page 198.54
Jun lA13
Length (CD-800 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..7.5Oi5ches(l9O.5 mm)
Length (CD-810 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..10.00 inches (254.O mm)
Width (both) . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . ..5.7linches(l46.l mm)
Height (CD-800) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . ..6.75 inches (15mm) mm)
Height (CD-810) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..7.50 inches (190.5 mm)
b
Weight:
CD-800 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4 lb (4.27 kg)
CD-810 . . . . . . . . ! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.7 lb (5.76 kg)
Power Requirements:
Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Vdc,40 Watts
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..5Vac
User Replaceable Parts
Knob, Brightness Control . . . . . . . . . . . . . . . . . . . . . . . . . Honeywell Part No. 7008508
Setscrew(.112-40xl/8) . . . . . . . . . . . . . . . . MS51021-9, Honeywell Part No. 0455-128
Mating Connector:
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS3126F22-55SX
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Standard Dzus rail
Leading Patiiculars
Table 9-2
9. B. (1) CRT Display
Ammhrome (CD-800) ormlor(CD-810) CRTisus~to display data onthe CDU. The
displays consist of 91ines, each line containing 24 characters. The first line isatitle line
and the ninth line is the scratchpad. The intermediate lines and scratchpad are available
for data display and entry.
The CRTdisplays relative flight information to the pilot. Thepilot enters alphanumeric
data into thesystem viathefull alphanumeric keyboard. This data appears in the
scratchpad to belineselected to the appropriate position onthe CRT display.
(2) Bightness Control
CRT brightness control is provided in order to maintain readability under dim light as well
as direct sunlight. This isaccomplished intwo ways:
G Manually bythe brightness knob
G Automatically by the photosensors
22-05-07
Page 198.55
Jun 1193
9. B. (3) Annunciators
The six annunciators located at the top of the CDLJ keyboard panel operate independently
from the CRT and keyboard. Lighting of the annunciators is initiated by the Navigation
Computer via the RS-422 serial data link. The two mbrs used for annunciations are white
and amber. White indicates an advisory annunciation, and amber indicates an alerting
annunciation. The following paragraphs describe each annunciator:
(a) Display (DSPLY) Annunciator
The DSPLY annunciator is an advisory (white) that lights when the CDU is
displaying a page that is not relative to the current aircraft lateral or vertical flight
path. The DSPLY annunciator will light under the following conditions:
G When displaying a flight plan page other than page 1.
G When displaying a stored flight plan page.
G When displaying any of the review pages for SIDS and STARS.
G When displaying the CHANGE ACTIVE LEG message.
G When defining the Intercept waypoint on the active leg.
(b) Dead Reckoning (DR) Annunciator
The DR annunciator is an alert (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:
G When the FMS has been operating in the DR mode for bnger than 3 minutes.
G 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.
G 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 ligMs 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 renditions:
G When the aircraft is within the terminal area, 50.8 NM, and the required acwracy
cannot be guaranteed with the available position sensors.
G When the aircraft is within the approach area, 10 NM, and the required accuracy
cannot be guaranteed with the available position sensors.
If the DEGRAD annunciator is on when the DR annunciator is turned on, the
DEGRAD annunciator will be turned off.
22=05=07
Page 198.56
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the title page of this dooument.
9. B. (3) (d)
(e)
(f)
Message (MSG) Annunciator
The MSG annunciator is an advisory type (white) that lights when the FMS is
displaying a message in the scratchpad to the flight crew. The annunciator shall
extinguish after the message(s) have been cleared from the scratchpad.
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 Ighted, the offset will be removed and the annunciator
turned off.
Approach (APRCH) Annunciator
The APRCH annunciator is an advisoty type (white) that lights when in approach
mode. The NAV Computer output sensitivity of lateral deviation to the EHSI will be
ramped to a higher sensitivity when the annunciator is lighted. The APRCH
annunciator will light under the following conditions:
G If the destination elevation is specified, distance to destination is less than 15
NM, altitude is less than 2500 feet ative the destination elevation, and the speed
is less than 200 knots.
G If the destination elevation is not specified, distance to destination is less than 15
NM, and speed is less than 200 knots.
G If the APRCH annunciator is illuminated and the aircraft flies out of the above
conditions, the APRCH annunciator will be extinguished and the sensitivity
ramped to normal.
G When the
(4) Line Select Keys
There are four line
pilot selects APP on the flight guidance controller.
select keys on each side of the CRT display. For reference, the keys
are defined one thru 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 1L 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 line select fields on a given page. This can be accomplished simply by
depressing the key adjacent to the line in which you wish the scratchpad data to be
inserted.
22=05-07
Page 198.57
Jun 1/93
9. B. (5) Function Keys
There are four function keys, and the function of each is described in the following
paragraphs:
(a) Previous (PREV) and NEXT Page Keys
The number of pages in a particular mode or menu display are shown in the upper
right hand corner of the display. The format is AAIBB. 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.
(b) Clear (CLR) Key
The CLR key performs the following functions:
G When a message is present in the scratchpad,
delete that message.
pressing the CLR key shall
G When an alphanumeric entry resides in the scratchpad, one character shall be
cleared from the scratchpad (from riiht to left) for each time the button is
pressed.
G When an alphanumeric entry resides in the scratchpad and the CLR key is hekf
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 hekf
down.
(c) Delete (DEL) Key
When there is no message in the scratchpad and the DEL key is pressed, a
GDELETE* 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 inhibded.
(6) Mode Keys
There are five mode keys, and the function of each is described in the following
paragraphs:
(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.
22=05-07
Page 198.58
Jun 1/93
Use or disclosure of information on this page is subject to the restrictionson the title pa9e of this document.
9. B. (6)
(7)
(8)
(b)
(c)
(d)
(e)
Navigation (NAV) Mode Key
Pressing the NAV mode key shall enable the pilot to access the NAV index page.
The pilot may select any of the submodes by pressing the line select key.
Flight Plan (FPL) Mode Key
Pressing the FPL mode key 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 fliiht plan, or create a stored flight plan.
Progress (PROG) Mode Key
Pressing the PROG mode 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.
Direct To/intercept (DIR) Mode Key
Pressing the DIR mode key shall display the active fight plan with the DIRECT and
INTERCEPT prompts.
Alphanumeric 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.
Scratchpad
The scratchpad provides a worldng area for the pilot to enter data andor verify the data
before line selecting it to the desired position. The scratchpad also provides advisory and
alerting messages to be displayed to the pilot. Data shall be retained in the scratchpad
throughout all mode and page changes.
22-05-07
Pages 198.59/198.60
Jun 1/93
NAV
COMPUTER
PERFORMANCE
COMPUTER
5VLIGHTING J
J1
I KEYBOARO
LIGHTING COMMON O ~
1
M
LIGHTING
.,
f
1 LEFT PHOTO
SENSOR
16K
-0-9
8K
CPU PROG SYS
MEM RAM
A
I I I 11-ll=n ~
1 RIGHT PHOTO
SENSOR
L 1
1
Vlu
CRT
Aum
CONTROLLER CONTROLLER
& ]
II
\
VIDEO
RAM B
GI
II
FOCUS
A /
l b-n
-i
3E0
1 II
CRT
. .. .. LIFIER
K
I
{
M
(H)
OATABUS OUT
N
(c)
RS422
{
(H) OUT
OATATERMINAL p
REAOYBUS OUT R (c)
I
(
s
al
(H]
OATABUS IN
T
(c)
(
(H)
u
2LEARTO SENO BUS IN
RS422
(c)
v
INPUT
(
w
(H)
CLK BUS IN (c)
1
~ I (W
OATABUS IN
( d
E
(c)
(
(H)
e
CLEAR TO SENO BUS IN
RS422
f
(c)
INPUT
(H)
.
(
9
CLK BUS IN
h
(c)
I
{
Y
a
(H)
OATABUS OUT
z
(c)
RS422
{
(H)
OUT
DATATERMINAL a
REAOYBUS OUT ~
(c)
I
I
BRIGHTIDIM DISCRETE v
KEYSOARD
1
ANNUNCIATORS
I
INPUT
BUFFER
TEST ENABLE EE
I
-
I
{:!
B
(H)
~
28 VDC POWER
c
(L) LVPS
*
DIM CMIBRATION q <
[ J
x
SYNC
I
-
DEFLECTION
AMPLIFIERS Y
LAMP TEST S
I 1
{:!
F
(H)
28V ANN POWER (L)
ANNUNCIATOR
H POWERI
,1
OIM CONTROL
ANN INTENSITY CONTROL W ~
~ J
CHASSIS GNO
%
CD-800/81 O Control Display Unit Block Diagram
Figure 9-4
22-05-07
Pages 198.61/1 98.62
Jun 1/93
CDU VALID
\
m-l19ro-Fll
Use or disclosure of informationon this page is subject to the restrictionson the title page of this document
9. c. DL-900 Data Loader (See figures 9-5 and 9-6, and table 9-3.)
The DL-900 Data Loader is used to transfer navigation related data to the NZ-820~20
Navigation Computer. The DL-900 uses 3.5-inch diskettes and has an RS-422 interface with the
navigation computer.
AD-m793@l
DL-900 Data Loader
Figure 9-5
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..2.24 inches (56.90 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 inches (146.05 mm)
Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..8.00 inches (203.20 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...3.0 fb(l.36 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..28 Vdc.12 Watts (maxinntm)
Mating Connector:
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS3126F16-26S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Standard Dzus rail
DL-900 Data Loader
Leading Particulars
Table 9-3
22-05-07
Page 198.63
Jun 1/93
9. c. (1) Navigation Database Loading
The DL-900 Data Loader provides transfer of data derived from the Jeppesen database
from a 3-1/2 inch floppy disk to the NAV Computer local EEPROM memory. This data
includes navaids, vuaypoints, airports, airport runways, airport procedures, and jet routes
organized in regional partitions of the entire Jeppesen data source. The database is
updated every 28 days. The data transfer rate is 312K baud. The total time required to
load an NZ-820 full database is approximately 3 minutes. The NZ-920 requires
approximately 8 minutes to load.
(2) Flight Plan Loading
The DL-900 Data Loader also has the capability of interfacing with a ground-based
Lockheed Jet Plan 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. For each flight plan, the following data wilt be stored: lateral waypoints, origin,
destination, winds, and temperatures at each waypoint.
1 (H)
RS232 DATA IN a ~
RS232 SIG GND V < ;
(c)
(H)J1
1>
Z RS232 DATA OUT
GCENTRAL PROCESSING
[ <t
(c) UNIT (CPU)
DATA BUS IN G - Z80 CPU I
FROM NAV
IX, ~
I
(H)
-8 K BYTES RAM
COMPUTER H -32 K BYTES EPROM
(c) ] ~
- RS422 INTERFACE
I
:}
DATA BUS OUT
{~ .
(c) - RS232 INTERFACE
(H) T
TO NAV COMPUTER
CLK BUS IN J
FROM NAV
COMPUTER K
(H)
I
I
CHASSISGND b ~~fi
LOADER
INSTALLED
DISCRETE FROM
NAV COMPUTER
1(R)
[d
RIGHTD
- 5V DC
- ?12v DC
(L)
- DISCRETES FOR CPU
LEFT E
I
3-1/2 INCH FLOPPY
FLOPPY DISK
DL-900 Data Loader Block Diagram
Figure 9-6
22-05=07
AD-1 1969-R2 @
Page 198.64
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the title page of this documwtt.
9. D. OZ-800 Receiver Processor Unit (See figures 9-7 and 9-8, and table 9-4.)
AD-15616
Figure 9-7
I
22-05-07
Page 198.85
Jun 1/93
Use or disotosureof informationon thispage issubjectto the restrictionson the titlepage of thisdocument.
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.58 inches (370.33 mm)
Wtih . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 inches (57.15 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7.60 inches (193.04 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 6.51b(2.95 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Vdc,40Watts (maximum)
Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2to13.6kHz
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . Cannon Part No. DPXBMA-57-335-OOOl
Mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray(l/4ATRShort Box or Equivalent)
0Z-800 Receiver Processor Unit
Leading Particulars
Table9-4
The 0Z-800 Receiver Processor Unit (RPU) receives and processes data from the ground-based
OMEGAWLF stations to provide latitude, longitude, N-S velociiy, E-W velocity, and station
information to the flight management system. The antenna receives the OMEGNVLF signals
and converts them for processing by the RPU. All signals from or to the RPU are transmitted
over an ARINC 429 data bus. The RPU also supplies the antenna with *I 2 V dc power.
22-05-07
Page 198.66
Jun 1/93
1
OMEGFUVLF
ANTENNA
ANALOG
i lIVLF DIGITAL DATA
*
* w
INPUT
RCVR
DIGITAL
t
BUFFERED CLK
< PROCESSOR
RCVR
1
SELECT CONTROL
4
GNLYOPEN
DISCRETE
DISCRETE
d
INPUTS
INTERFACE
HDG~AS
--i
SYNCHRO
INTERFACE
I
INPUTS
TO FMS
{
e
DIGITAL
INPUTIOUTPUT
d
RPU DC
28 VDC D
POWER
VOLTAGES REQUIRED
SUPPLY
*12VDC
~ TOACU
AD 15927
OZ-800 Receiver Processor Unit Block Diagram
Figure 9-8
22=05=07
Page 198,67
Jun 1/93
9. E. AT-801 H-Field Brick Antenna (See figure 9-9 and table 9-5.)
The AT-801 Antenna receives the OMEGAVVLF signals and mnverts them for processing by the
02-800 RPU. The antenna also incorporates built-in test circuitry to monitor its own operation.
AD.156! 7
Figure 9-9
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..6.50 inches (165.10 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.65 inches (143.51 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..l.75inches (44.45 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...2.2 lb(l.OO kg)
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M83723-86R-14-15N
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard mount using six nonmagnetic
hex head screws, 1O-32X 1.00
AT-801 H-Field Briik Antenna
Leading Particulars
Table 9-5
22-05-07
Page 198.68
Jun 1/93
10. ODtional SRZ-850 Integrated Radio System
A. RNZ-850 integrated Navigation Unit (See figures 10-1 and 10-2, and table 10-1.)
AD-1 3743-R2@
Figure 10-1
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26 V,
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(
. . 14,01 inches (355.9 mm)
. . . 8.90 inches (226.l mm)
. . . 3.36 inches (85.3 mm)
. . . . . . . . 13.6 lb (6.16 kg)
28 Vdc,69VA (nominal),
400 Hz, 18.3VA(maximum)
Tray, Part No.751 0124-90X
;inohdesmating connectors)
RNZ-8501ntegrated Navigation Unit
Leading Particulars
Table IO-l
22-05=07
Page 198.69
Jun 1/93
Use or disclosureof informationon thispage is subjectto the restrictionson the title page O(thisdocument.
The RNZ-850 Integrated Navigation Unit is a completely seff-contained navigation system. It
contains the NV-850 VHF NAV Receiver module, the DF-850 Automatic Direction Finder (ADF)
module and a six-channel scanning DM-850 Distance Measurement Equipment (DME) module.
Also within the navigation unit is a cluster module that contains the circuitry necessaty to handle
all of the digital outputs of the navigation unit modules and place them on the digital audio and
radio system buses.
Another function of the cluster module is an MLS Interface. The cluster module has circuitry and
drivers to feed the information coming from the RSB to the ML-850 MLS Receiver in the same
manner as it feeds information to one of the internal modules. This makes the external MLS, in
effect, a module of the NAV unit; however, it is housed separately so it may be used for
independent applications where a full NAV unit is not needed.
Each one of the modules is self-contained within its own housing and connects to the cfuster
module via ribbon cabfe. For bus utilization considerations, it is most efficiint to have several
units feeding their information to the central cluster module and that module placing the data
onto the bus rather than having each unit irrdhridually address the bus, By this packaging
approach, functions are gathered together resufling in a considerable savings in weight, volume,
and installation labor.
As previously mentioned, the NAV unit is physically divided internally into four modules, the
VOR, DME, ADF, and cluster, and are all provided power on an independent basis through the
rear connector and through ribbon cables that feed each unit. Therefore, each module has its
own power supply, and is contained within a cast housing that has covers providing shiekfing
and protection for the module. Removal of heat generated within the modules is provided for by
sinking power devices to a special heat sinking structure within the module for transfer to the
outer surfaces of the unit. Air flow provisions within each module also assist in the heat removal
process, aided by a noncritical fan located on the mounting rack at the rear of the unit.
The fan is controlled via the cluster module and is only on when required to decrease
temperature and to maximize the mean-time-between-failures. Each one of the modules has its
own individual temperature sensor, and any module can call for cooling air by notifying the
cluster module, which controls the cooling fan. When the temperature within the unit has
dropped adequately to satisfy the conddions, the cluster module will deactivate the fan. The fan
operation is monitored fully by the cluster module and is tested each time power is applied to the
unit as well as being verified that it is running during operating periods when fan is called for.
In the NAV unit, each module has its independent housing, with the DME and ADF mounted on
the outside edges of the unit and the VOR and cluster module in the center. The DME and ADF
modules both provide parl of the NAV unit structure to further reduce the installed volume of the
product and to provide heat sinking to the outside surfaces. A heat sink is associated with the
NAV unit and is attached to the front of each of the modules to provide a heat path from the
internal structure of the box to the front sutface where there is adequate radiating surface
provided in the free area, At the rear of the navigation unit are flush mounted antenna
connectors and aircraft harness connector.
22-05-07
Page 198.70
Jun 1/93
10. A. (1) NV-850 VHF NAV Receiver
The VHF NAV receiver portion is a self-contained module housed within a die cast
assembly comprising three printed circuit boards internal to the casting and one external.
The NAV receiver houses four major functions: the VOR/Localizer Receiver, Glideslope
Receiver, Marker Beacon Receiver, and Power Supply/Processor.
The navigation receiver has extensive buitt-in test circuitry. This BITE operation includes a
setf-test signal generator and modulator built into the unit. When energized by flight crew
or power-up command, the injected signal is identical to a VOR/lLS signal and starts the
testing at the earliest possible stages of the various receivers, just after the antenna.
BITE commands an extensive check of the various circuitry within the NAV receiver and
will cause the various outputs to move in a very specified and regular sequence, allowing
the pilot to confirm that the entire navigation receiver is operating pmperfy. Additionally,
there are other maintenance monitor and signal monitors associated with the NAV module,
which continuously check for proper operation and valid signals within the unit. These
circuits continuously watch over the operation of the unit and, shoufd any operating
parameter move outside of its nominal range, this condition will be stored in nonvolatile
memory for subsequent maintenance readout.
(a) VOR Receiver
The VOR portion of the NAV receiver is used to intercept a VOR radial in the radio
frequency range of 108.00 to 117.95 MHz on channels spaced 50 kHz apart. The
VOR receiver provides radio deviation, To-From, bearing, and flag outputs to the
EFIS Symbol Generator for display on the EHSI and to the FZ-800 Flight Guidance
Computer for automatic capture and traddng of the selected VOR radial.
(b) Localizer Receiver
The Iocalizer receiver is used for processing raw Iocalizer data for use in lining up
the aircraft on the centerline of the runway. The Iocalizer frequency range is 108.10
to 111.95 MHz on channels spaced 50 kHz apart. The Iocalizer deviation output is
displayed on the EADI and EHSI and is applied to the FZ-500 Flight Guidance
Computer for use in automatic capture and tracking of the Iocalizer beam.
(c) Gliieslope Receiver
The glideslope receiver is used for processing ghdeslope data for use in guiding the
aircraft down to the runway in a linear descent. The giideslope frequency range is
329.15 to 335.00 MHz on channels spaced 150 kHz apart. The glideslope deviation
output is displayed on the EADI and EHSI and is appfied to the FZ-500 Ffiiht
Director Computer for use in automatic capture and tracking of the glideslope beam.
The 75 MHz maker beacon receiver detects the three tones of the marker beacons
and provides audio and lamp drive outputs to annunciate on the EADI the outer
marker (blue), middle marker (amber), and inner marker (white).
22-05-07
Page 198.71
Jun 1/93
10. A. (1) (d) Power Supply
The self-contained power supply is fed from a dedicated pin on the main connector
of the unit allowing for independent application of aircraft supply vottages to the
NAV receiver.
(2) DM-850 DME
The DM-850 Distance Measuring Module is asix=hannel scanning DME that
simultaneously tracks four selected DME channels for distance, ground speed, and time-
to-station as well as tracking two additional channels for the IDENT functions. This gives
the system the capability of tracking four channels and having the decoded identifier
readily available from two additional channels. The unit dedicates two of its four channels
to a Flight Management System when installed. Thus, with an FMS, the flight crew has
two remaining channels to control and display IDENT, distance, time-to-station, and
ground speed. The IDENT only channels will have decoded IDENT ready, so when the
crew selects the preset VOR channel, the instant search capability of its DME will allow
the functionality of 4 full-time channels for the crew.
The ranging capability of the DME is up to 300 miles, ground speed capability up to 1000
knots, and time-to-station capability up to 999 minutes. These signals are sent from the
DME in several formats, one of which is the normal radio system format appearing on the
digital bus via the cluster module, another is an RS-422 format. Also provided is an
ARINC-568 standard output of six wires on which data, sync, andcl ock are provided to
output the distance. In addition to the digital outputs, a 40 millivolts per nautical mile
analog output and audio capable of driving two 600-ohm audio loads with the IDENT
signal is also provided. Self testing is accomplished via a built-in signal generator, which
is pulsed to provide a complete end-to-end distance verification check of the DM E unit.
Information is provided to the DME about the aircraft installation via strap options that
represent the DME antenna cable length, the number of DME installed, and number of
FMS and channeling sources, including MLS controls. The DME has an additional option
to obtain access to some of the military channels that are paired with VHF COM
frequencies. Also, like all of the other radio product modules, the DME has an internal
nonvolatile memory that stores the various maintenance monitor codes and conditions.
(3) DF-850 Automatic Direction Finder
The DF-850 Automatic Direction Finder System cowprises the ADF receiver and
companion AT-860 ADF antenna. Used together, these two units provide the ADF
function capability contained in the integrated NAV unit. The DF-850 functions over the
frequency range of 100 kHz to 1799.5 kHz in addition to operating on emergency range of
2181 to 2183 kHz. All of these frequency ranges are available with 0.5 kHz increments.
The DF-850 ADF drives conventional analog synchros and RMIs and has strap options
available to select DC SIN/COS or AC synchro drives. In addition to its capability of
driving various pointers, the ADF has digital outputs, which are sent to the RSB via the
cluster module. The ADF also has an RS-422 serial data output.
22=05-07
Page 198.72
Jun 1/93
The ADF also has a dual bandwidth operating mode. In order to meet the requirements of
the regulatory agencies for bandwkfth, current ADF receivers must be designed so that the
audio fidelity of the receiver is severely degraded. The ADF receiver has a voice mode of
operation so that, when desired, the ADF audio qualiiy may be inqmved to allow voice
and other types of signals to be clearly received.
For self-test, the ADF has a built-in oscillator circuit~ located in the antenna which, when
energized, couples directly into the antenna circuitry and provides a complete test of the
entire ADF system.
The ADF has an input function allocated for HF COM keying information. Previous units
are quite susceptible to onboard HF transmitters, which can cause the ADF pointing cirmit
to be disturtmd during transmissions. The DF-8S0 ADF module provides an input signal
so that when the HF is transmitting, the ADF processor will reject the false influences
created.
10. A. (4) Cluster Module
The cluster module is attached to the 212-pin rear connector of the NAV unit. All of the
signals from the aircraft wiring harness, with the exception of the antennas, come through
this rear connector and onto the cluster module. They are then distributed to the various
modules over ribbon cabfes that plug into the edges of the cluster module. The cluster
module power supply receives its power via a diode OR connection through each one of
the modules, assuring that power will be available even with several individual module
power supplies turned off.
The cluster module also contains circuitry associated with the digital audio system. All of
the analog audio signals generated by the various modules within the NAV unit are sent to
the cluster module in analog form. The cluster module contains integrated circuits called
CODEC, which digitize audio into 8-bd words. This signal is applied to the d~ital audio
bus at the proper time by sensing the presence of the COM unit digital audio signal and
following it in the NAV time slot. Also on the cfuster module associated with the audio
digital circuitry are two auxiliary inputs, which may be used to bring in analog audio from
units outside the NAV for digitization and placing on the audio bus.
Another function of the cluster module is to monitor all of the traffic back and forth across
the digital buses and verify that they are operating properly. If a malfunction is detected,
invalii signals are inserted within the normal bus spaces and the RMU display for the
failed function is dashed.
22-05-07
Page 198.73
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the titlepage of this document,
RADIO
SYSTEM ~
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AD- 14269-R3
RNZ-850 Integrated Navigation Unit Block Diagram
Figure 10-2
22-05-07
Page 198.74
Jun 1/93
10. B. RCZ-850/851 A Integrated Communication Unit (See figures 10-3, 10-4, 10-5, and table 10-2.)
AD-13744-Rl@
RCZ-850/851 A Integrated Communication Unit
Figure 10-3
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..14.li~heS(3~.l mm)
Wtih . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.90 inches (175.3 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..-- . . . . . ..3.~i~hes(85-9 mm)
Weight:
RCZ-850 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10.5 lb (4.77 kg)
RCZ-851A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.26 lb (3.75 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . 28 V dc, 36.5 Watts (nominal receive mode)
28 Vdc,230 Watts (nominal transmit mode)
Mounting:
RCZ-850 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, Part No.751 0814-902
(includes mating connector)
RCZ-851A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, Part No. 7510814-91 1
RCZ-850/851Alntegrated CommunicationUnit
Leading Particulars
Table 10-2
22-05-07
Page 198.75
Jun 1/93
Use or disclosure of informationon this page issubjact to the restrictionsonthe title page of this document.
The RCZ-850/851 A Integrated Communication Unit, also known as the COM unit, is identical in
concept to the RNZ-850 Integrated NAV unit in that it contains internal modules that feed their
signals through a cluster module and have their signals placed on the RSB (radio system bus)
for operation. The modules within the COM unit are the TR-850 VHF communication transceiver
and the XS-850 Mode S air traffic control transponder or an XI-851 TCAS interface module
(RCZ-851 A only). Each one of the modules, again like the NAV unit, is selfantained within its
own housing, has its own internal power supply (except for the TCAS interface module), and its
own interface to ttre cluster module. The operation and cooling of the COM unit is also identical
to the NAV unit with a fan mounted on the mount and controlled by signals from the individual
modules according to their internal cooling requirements.
The cluster module has its own onboard power supply and receives its primary 28-vott input
power from both the VHF COM Transceiver Module andthe Mode S Transponder Module so
that in the event either of them is energized, the cluster module will be energized. The COM
cluster module, like the NAV cluster module, contains audio interface circuit~ for the signals from
the COM unit. Because of the nature of the function, the Mode S transponder has no audio
output circuit~.
The COM cluster module has an additional function in that there are four undedicated audio
inputs available on the connector of the unit so that non-Honeywell products that provide analog
audio sgnals can gain access to the digital audio bus.
tO. B. (1) TR-850 VHF Communication Transceiver
The TR-850 VHF COM Transceiver module provides air-toground and air-to-air voice and
data communications in the radio frequency range of 118.00 to 136.975 MHz (or from
118.00 to 151.975 MHz in extended frequency range) on channels spaced 25 kHz apart
and utilizes amplitude modulation.
The synthesizer portion of the COM is similar in function to other frequency synthesizers in
that channels are selected via the RSB and cluster module. The synthesizer generates
the internal RF signals necessary for channeling of the COM unit. One of the optional
features of the COM is that when it receives achannel change, it will put out a tone
indicating that the frequency has changed in the COM receiver if the function has been
selected by the strap options.
The audio circuitty of the COM provides a noise squelch and a carrier level squelch,
allowing it to operate in conjunction with multi-carrier networks. Also, it has outputs for
SELCAL, the selective calling system in which an individual aircraft may be addressed via
tones across a COM channel. The audio circuitry has an output of 100 milliwatts into a
600-ohm load, which is the conventional standard. It also has an isolated side tone output
so that the receiver and transmitter audio outputs may be routed, as appropriate, to
existing analog type audio systems. The transmitter side tone is derived by actually
detecting the COM transmitter output. This provides a full check of the modulator and
transmitter portions of the COM.
The COM transmitter also has a timeout feature that causes the unit to automatically
return to the receive mode after 2 minutes of continuous transmitting. This feature is
intended to protect the user and others using the same frequency from disruption of
communications caused by blocking the frequency.
22-05-07
Page 198.76
Jun 1/93
Built into the COM is a self-test oscillator which, when energized, will cause a signal to
appear in the receiver and will verify its operation.
Other features of the COM include the standard Radio System nonvolatile maintenance
log and internal monitoring to verify circuitry performance and to record any deviation from
nominal olxwation for later recall by maintenance personnel.
The COM transmitter power output is a nominal 20 Watts, a guaranteed minimum of
16 Watts, and is applicable across the entire frequency range of 118.000 to 151.975 MHz.
The receiver sensitivity of the COM is a nominal 2.5 (hard) microvotts.
10. B. (2) XS-850 Mode S Transponder
The XS-850 Mode S transponder module works with the Air Traffic Control Radar Beacon
System (ATCRBS) to provide enhanced surveillance and communication capability
required for air traffic control automation. The Mode S Transponder rmduie uses 1030
MHz to receive interrogations and 1090 MHz to transmit replies. It is fully functional with
ATCRBS Modes A and C and capable of providing Basic Mode S operation. Mode S
albws digital addressing of individual aircraft and the communication of messages back
and forth between the air and the ground and is a fundamental portion of the FAA
proposed Traffic Alert and Collision Avoidance System.
When the transponder senses a change in the reply code commanded by the control
head, it will hold the current reply code until the new code has remained constant for
approximately 3 seconds. Then it will begin to use the newly selected reply code. This is
done in an effort to avoid transmitting false alarms and false emergency signals when the
emergency codes are inadvertently used during the process of tuning.
As with all the other radio units, the transponder has its own built-in self-test circuitty and
its own maintenance log and maintenance monitoring circuitty. The self-test circuitry is
composed of oscillators and pulse generating circuitty, which will inject simulated
interrogations into the transponder receiver circuit~ very close to the antenna system and
will completely check the transponder code, processing, and all of the RF circuitry by
actually sirmlating a known signal coming from the ground.
(3) XI-851 TCAS Interface Module
The optional XI-851 TCAS interface module is used only in RCZ-851 A COM unit (f~ure
10-5). It albws the COM unit to interface with a traff ic alert and collision avoidance
system (TCAS) operating in conjunction with a diversity Mode S transponder.
The TCAS interface module has one circuit card assembly (CCA) attached to a metal
casting. The casting mounts inside the RCZ-851 A COM unit in place of the transponder
module. It connects to the cluster module, inside the COM unit, through a 30-pin ribbon
cable connector. The ribbon cable supplies +5 V and +28 V input power from the cluster
module and supplies all signal interconnections.
22-05-07
Page 198.77
Jun 1/93
RADIO
SYSTEM ~
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Bus
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RCZ-850 Integrated Communication Unit Block Diagram
Figure 10-4
22-05-07
AD- 14270-R5
Page 198.78
Jun 1/93
Hone~ell
-
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COMAIRCRAFTINTERFACES<
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AD-31508@
RCZ-851 A Integrated Communication Unit Block Diagram
Figure 10-5
22=05-07
Page 198.79
Jun 1/93
10. B. (3) (a) Interface Functions
The TCAS interface module supports fwr interface functions:
G Radio communication bus (RCB) interiace
G Low-speed ARINC 429 interface
c Discrete inpuffoutput (1/0) interface
G Remote programming interface.
The processor RCB interface function cxmverts one data format to another (for
example, RCB to ARINC data), as shown in the examples below.
~
m
Serial RCB/RSB data from COM Discretes and serial ARINC data to
unit transponder
Discretes from aircraft and Serial RCB data to COM unit
transponder
The RCB communication format is the same as that used in COM units with an
internal XS-850 transponder, except that it includes additional data words to support
TCAS. Depending on the operational mode, the processor initiates an RCB data
block transmission every 50 ms.
The ARINC 429 interface function outputs ARINC labels 013, 015, and 016 on a
low-speed ARINC 429 data link. The processor formats each label from data
received on the RCB interlace. The update rate for each label is 150 ms.
The ARINC labels are used as follows:
G Labels 013 and 015 are used only by the TCAS computer and must be relayed
to TCAS by the transponder
G Label 016 contains data used by both TCAS and the transponder. Because the
remote transponder does not use label 031 when label 016 is present, the
processor does not transmit label 031.
The discrete 1/0 interface function monitors discrete inputs coming from the
transponder and the aircraft, and drives discrete outputs going to the transponder
through the COM cluster module. The discrete 1/0 interface translates the +28 V
logic at the 1/0 pins into the transistor-transistor logic (lTL) levels used by the
processor.
The module program code resides in the flash electrically programmable read-only
memory (EPROM), also called FEPROM. In the remote programming irttedace
function, the program code can be downloaded into the flash EPROM without
removing the CCA from the COM unit. The downloading operation is accomplished
using an external personal computer (PC) linked to the processor serial port by the
RS-232 interface.
22-05-07
Page 198.80
Jun 1/93
10. B. (3) (b) Operational Modes
The module operates in five basic modes, depending on which portion of the
program is being executed. Each operational mode is defined by the module RCB
control byte.
A brief description of the five operational modes follows.
The power-on mode is the module initial state at power-up, Following
power-on tests, the processor sends the null control byte until it receives the
configuration data byte from the COM cluster module.
In the normal mode, the module outputs ARINC 429 data and discrete signals
to the transponder based on data received on the RCB. It also monitors the
signal interfaces and records malfunctions.
In the POST/PAST mode, the module executes the following checkout
sequence:
G Sets the transponder in the test mode by raising the FUNCTIONAL TEST
OUTPUT discrete to the HIGH state
G Reads the XPDR FAIL INPUT discrete to determine if the transponder
passed its self-test
G Reads the module self-test status to determine if any internal failure has
occurred
G Returns a FAIL condition to the RCB if either the transponder or the module
processor has logged an error, or
G Returns a PASS condition to the RCB if no error was reported.
In the aircraft maintenance mode (AMM), the module returns the data that
folbws on the RCB:
c Software part number of the program contained in the FEPROM
Current power-n-count (POC)
G Error log data contained in the nonvolatile random access merno~
(NOVRAM).
The bench mode enables testing and fault isolation functions. For example,
the bench mode allows reading the FEPROM checksum to check that the
FEPROM stores the correct software version and contains valid data. Other
operations that may be pedormed in the bench mode include:
s erase the maintenance log stored in the NOVRAM
G test the serial interfaces
G monitor the status of the discrete inputs
G set the logic level of discrete outputs.
22=05-07
Page 198.81
Jun 1/93
10. c. ML-850 Microwave Landing System (MLS) Receiver (See figures 10-6 and 10-7, and table 10-3.)
AD-1 3745-R2Q
ML-850 MLS Receiver
Figure 10-6
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..14.01 inches (355.9 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.08 inches (78.2 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..3.36 inches (85.3 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.61b(2.09 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..28 Vdc. 15.5 Watts nominal
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, Honeywell Part No. 7510664-901
ML-850MLS Receiver
Leading Particulars
Table 10-3
22-05-07
Page 198.82
Jun 1/93
The ML-850 is housed in a self-contained package and, unlike the other units, does not have a
cluster module. It is intended to be used with the Radio System as another module associated
with the RNZ-850 Integrated Navigation Unit. In its operation, it is fully integrated with the NAV
unit and may be thought of as simply another module for the NAV unit with the only exception
being that its package is separate. By doing this, the MLS receiver is allowed to take full use of
all the bus and internal system operation information. For example, selecting the MLS mode on
the EFIS control will cause the DME to select the channel commanded for the MLS and will pair
up for the approach operation.
The MLS receiver is similar to the other radio receiver products. It has a receiver, synthesizer,
signal processing, and a power supply. The receiver is a triple conversion super heterodyne that
begins at the 5 GHz MLS operating frequency and converts down to several stages before finally
presenting the signal to the signal processing cimuit~. The frequency synthesizer provides the
internal RF signals necessary for the operation of the receiver. The power supply is a
conventional switch mode supply and provides the voltages necessary for the MLS operation. It
is operated from the aircraft 28 volt dc supply line, totally independent of the other units in the
aircraft.
The ML-850 MLS Receiver decodes and processes data from an MLS ground station and
provides an accurate indication in both azimuth (equivalent to bcalizer) and elevation (equivalent
to glideslope) of the deviation from the desired flight path. The deviation data is displayed on the
EADI and EHSI.
The ML-850 operates in the frequency range of 5031.0 to 5090.7 MHz on 200 channels spaced
3000 kHz apart. Selection of the desired azimuth and elevation angle and tuning is
accomplished with the RM-850 RMU. In its operation, the ML-850 is fully integrated with the
RNZ-850 Integrated Navigation Unit and may be thought of as simply another module for the
RNZ-850.
The ML-850 provides ARINC 429 digital outputs (table 10-4) that conform to the data standards
of ARINC characteristic 727 for MLS receivers. Also provided is a digital dc Morse Code output
for use with a digital audio system,
22-05-07
Page 198.83
Jun 1/83
Label Label
(Octal) Data Description (Octal) Data Description
017 Runway Heading 154 MLS Max Selectable Glidepath Angle
033 lLS/MLS Frequency 155 MLS Selected Glidepath Angle
035 MLS/DME Frequency 156 MLS Basic Data Word 1
036 MLS Channel Number 157 MLS Basic Data Word 2
105 Runway Heading 160 MLS Basic Data Word 3
130 MLS Auxiliary Data Word 1A 161 MLS Basic Data Word 4
133 MLS Auxiliary Data Word 4A 164 MLS Absolute Glidepath Angle
134 MLS Auxiliary Data Word 1B 165 MLS Absolute Azimuth Angle
135 MLS Auxiliary Data Word 2B 173 MLS Localizer Deviation
136 MLS Auxiliary Data Word 3B 174 MLS Glideslope Deviation
137 MLS Auxiliary Data Word 4B 175 MLS Selected Back Azimuth Angle
140 MLS Auxiliary Data Word 1C 176 MLS Back Azimuth Absolute Angle
141 MLS Auxiliary Data Word 2C 177 MLS Back Azimuth Deviation
142 MLS Auxiliaty Data Word 3C 256 MLS Ground Station Identification 1
143 MLS Auxiliary Data Word 4C 257 MLS Ground Station Identification 2
151 MLS Azimuth Deviation 270 MLS Discretes
152 MLS Glidepath Deviation 376 Gen AV Equipment Identification
153 MLS Selected Azimuth Angle 377 MLS Specific Equipment Identification
ML-850 MLS Receiver
ARINC 429 Outputs
Table 10-4
22=05=07
Page 198.84
Jun 1/93
Use or disclosureof informationon thispage is subjectto the restrictionson the titlepage of this doc ument.
MLs ANTENNAS
TT

1
I
DPSK I
II
?
ANTENNA
SWITCH
280
MAIN
I
I
b
+
PROCESSOR
I
I
SYNTHESIZER -
1
I 4.
t
I
b
I
t
TCXO
1;
1{0+ BITE
I
1,
PROCESSOR
RCB
d
BITE 8031
COMM
L
JL++ J
RCB
TO
NAV UNIT
OR
MLS CDU
----5--iF--
+5 +28 +15 -15
F
r
I
I
POWER
SUPPLY
I
L A
28 hX
INPUT
POWER
ML-f350 MLS Receiver Block Diagram
Figure 10-7
22-05-07
AD14757-R4
Page 198.85
Jun 1193
10. D. RM-850 Radio Management Unit (RMU) (See figures 10-8 and 10-9, and table 10-5.)
CURSOR
\
TRANSFER
KEY (LEFT
SIDE)
LINE SELECT
KEYS (LEFT
SIDE)
FUNCTION
KEYS
PHOTO
CA
- ~ SENSOR
II 1
II 1
II -1
cmTNvl
,123.20 110.25
p=q
109.35
b! w! wlI EMORy- I
1471
II
162.5
1ATCON ANT
~MLSl -MDU
1
MAN. MODE C: 600 ~
W 300 E
GP3.8 BAZ 200
I
TRANSFER
f-II KEY (RIGHT
SIDE)
[ II
[ II
p
II 11
LINE SELECT
KEYS (RIGHT
[I
SIDE)
f II
Figure 10-8
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..ll.lOinches (281.9 mm)
Wdh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.06 inches (103.1 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..5.06 inches (128.5 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.21b(3.27 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...28 Vdc,33VA nominal
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS3126F20-41S
Mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clamp, Honeywell Part No. 7000066-11
MSP Part No. 64557
Leading Particulars
Table 10-5
22-05=07
Page 198.86
Jun 1/93
The Radio Management Unit (RMU) is the central control unit for the entire radio system. It
provides complete capabWty for controlling the operating mode, frequencies, and codes within all
the units of the Radio System. Additionally, the RMU has the capability to switch its operation
from its primary radio system to the cross-side system. The RMU is aml orCRT-based
controller featuring the proven concept of selecting a function by pushing a line select key
adj acent to the parameter that is to be changed. Any selectable parameter, such as a VOR
frequency, may be changed by pressing the corresponding line key next to the displayed
parameter and then rotating the controller tuning knob.
For ease of operation, the RMU screen is divided into five dedicated windows. Each window
groups the data associated with a pafiicular function of the radio system. The five windows
(COM, NAV, Transponder, ADF, and MLS) each provide for co~lete control of frequency ancVor
operating mode of the associated function. The RMU also has other display modes, called
pages, which perform additional features and functions for the control of the radio system.
The RMU is also the input to the radio system for external FMS tuning in that digital signals from
the FMS come into the RMU where they act in much the same manner as if the front tuning
knob was being operated. This allows the FMS to enter into the system in an organized manner,
and will appear to the system as if the flight crew is tuning the receiver.
As a safety feature of the RMU, should any of the components of the radio system fail to
respond to commands from the RMU, the frequencies or operating commands associated with
that patiicular function will be removed from the RMU and replaced with dashes. This will alerl
the crew to the fact that the radio system operation is not normal.
Also available in the RMU is a maintenance mode of operation, when not in flight. During this
mode, various pages are utilized to allow maintenance personnel access to the maintenance log
data and operating conditions of the radio system. In the aircraft maintenance mode, parameters
may only be examined and may not be modified in any way by the crew.
The following paragraphs describe each control on the RMU:
10. D. (1) Photosensor
The photosensor senses the ambient light and causes the
automatically adjusted to compensate for varying levels of
in the sunlight.
(2) Transfer Keys
CRT brightness to be
light as the aircraft maneuvers
The transfer key when pushed, flip-flops the active frequency (Top Line) and the preset
frequency (Bottom Line) of the COM or NAV window.
22-05-07
Page 198.87
Jun 1/93
10. D. ( 3)
(4)
(5)
Line Select Keys
The first push of the line select key moves the yellow cursor to surround the data field
associated with that particular line select key. This then electronically connects that data
field to the tuning knobs so that frequency or mode may be changed. For some functions,
additional pushes of the line select key will toggle modes or recall stored frequencies. The
line select key, if held for certain functions, allows ADF andATC memories to be recalled,
and to enter and exit direct tune mode for the COM and NAV.
Tuning Knobs
The tuning knobs are used to modify the data field enclosed by the cursor. This maybe
frequency or mode depending upon the data field.
Function Keys
( a)
( b)
( c)
( d)
( e)
Squelch (SQ) Key
Pressing the SQ key causes the COM radio to open its squelch and allow any noise
or signal present in the radio to be heard in the audio system. The squelch key is
strictly a toggle. Pressing the key toggles SQ. The letters SQ are annunciated
along the top line of the COM window when the squelch is opened.
Dimming (DIM) Key
Pressing the DIM key connects the RMU brightness control to the tuning knob
allowing the display to be adjusted to match overall cockpii brightness.
Cross-Side (1/2) Key
Pressing this key transfers the entire RMU operatiirt and display to the cross-side
system. The legend color changes from white to magenta when one system is
being controlled by the RMU associated with the cress-side system.
Store (STO) Key
Pressing the STO key causes a temporary (TEMP) COM/NAV preselect frequency
to be stored in memory and assigned a numbered location, provided the cursor has
first been placed around that frequency. The ADF and ATC each have one
memory location. Pressing the STO key causes the current ADF or ATC channel to
be stored in memoty, provided the cursor has first been placed around that
frequency.
Identification (ID) Key
Pressing the ID key places the transponder in the identification response mode.
The ID squawk terminates after 18 seconds.
22-05-07
Page 198.88
Jun 1/93
Use or disclosure of information on this page is subjact to the restrictions on the title page of this document.
10. D. (5) (f) Page (PGE) Key
Pressing the PGE key once will change the RMU display to the COM preset
frequency memory page. Pressing it a second time will move the display to the
NAV preset frequencies page. Keying PGE a third time calls up the discrete
RADIO ON-OFF page, which is the last page of the RMU program. A fourth push
of the PGE key will return the display to the Main Page. All of these back pages
assign a Return function to the lower feft line select key. Pressing this key will
bring back the Front page.
(9)
Test (TST) Key
Pressing the TST key causes the ccmponent associated with the yellow cursors
present position to activate its internal seff-test cirwits for a complete end-to-end
test of the function. Hold the TST key down for the duration of the test, about 2
seconds for COM transceiver, 5 to 7 seconds for DME, ATC, ADF, and about 20
seconds for NAV (VOFVILS). Releasing the TST key at any time immediately
returns the function to normal operation.
(h) DME Key
The DME key deslaves the DME from the active VOR frequency, and alfows tuning
of a different DME channel without changing active VOR. Successive presses of
the DME key enable display and selection of the DME channels in VHF and TACAN
formats.
(6) Cursor
The yellow cursor encloses the data field selected by the line select key. The yellow
cursor reverts to the COM window 20 seconds after the last tuning operation on the RMU.
22-05-07
Page 198.89
Jun 1/93
Use or disclosureof informationonthispage issubjecttothe restrictionson the titlepage of thisdocument.
DISPLAY
RADIO
SYSTEM
-i
RSB
BUS
INTERFACE
DISPLAY
DISPLAY
CONTROL
-
DRIVERS
n 11
ATC IDENT
COM FREQXFR
COM MEM SEL
:
VOR MKR SENS
SIDE SEL BITS DISCRETE
TEST ENABLE
INPUTS
WEIGHT-ON-WHEELS
WOW POIARllY
RS-422
FMS
RS-422
INPUT
INTERFACE
FRONT
-
CONTROL
)
PROCESSOR *
1 BEZEL
D
DISCRETE POWER OFF
OUTPUTS CONTROLS
-1
*
28 VDC
LOW HIGH
INPUT
VOLTAGE
*
VOLTAGE
POWER
POWER POWER
SUPPLY SUPPLY
{z
ELECTRO-
ELECTRO-
DIMMING ~ ;% LUMINESCENT
LUMINESCENT
INPUTS
28 VDC
POWER AND
BACK
DIMMING
LIGHTING
CONTROLS
RM-850 Radio Management Unit Block Diagram
Figure 10-9
AD- 14268-R3
22-05-07
Page 198.90
Jun 1/93
Use or disclosureof informationon thispageis subjecttothe restrictionson the titlepageof thisdocument.
Hone~ell ##~f~Nc E
10. E. AV-850A Audio Control Unit (See figures 10-10 and 10-11, and table 10-6.)
H r MICROPHM
?545!
E
( - J g g. l&~l(-J
SPEAKER
HEAUWUINE
AD-18840
Figure 10-10
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..7.10 inches (180.3 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 inches (146.1 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00 inches (76.2 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...3.75 lb(l.70 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...28 Vdc,28VA nominal
Mating Connector:
J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS27473E20-A41S
J2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS27473E20-A41SB
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unit Dzus Fasteners per MS-25213
Leading Particulars
Table 10-6
22-05-07
Page 198.91
Jun lK13
Use or disclosureof informationon thispage is subjectto the restrictionson the title pageof thisdocument.
The AV-850A Audio Control Unit receives digitized audio from the remote units via two high-
speed digital audio buses. Each audio panel then selects the appropriate channels from this
digital audio bus and reconstitutes headphone and speaker signals. This allows the system to
provide the capability to individually select the radio function the crew member desires to hear.
There is a row of microphone selector buttons along the top edge, which, when pressed, will
automatically select the desired microphone and at the same time enable the audio associated
with that microphone, regardless of the setting of the audio ordoff buttons. The audio on/off
buttons are focated on the lower rows of the audio panel. Pushing the button will cause it to
latch stowed, and the audio associated with that button will be turned off. Pushing the button
again will allow it to pop out and energize the audio into the speaker and headphone and alfow
the audio level to be adjusted by rotating the button. Also included are master volume controls
for both speaker and headphone.
The audio panel also has numerous inputs for intercom, crew annunciation, crew communication,
hot microphone, passenger address, etc, and full-time emergency warning inputs from aircraft
systems. Cross-cockpii audio is provided so that pibt and copibt will remain coordinated with
each other in their selection and use of the radio system components.
Digital audio offers the advantage of complete independence from grounding problems within the
aircraft and the absolute elimination of ground noise pick-up, whine, and cross-talk. Having the
audio digitized also offers the advantage that when recovering the anabg information from the
digital, each volume control may be independently set by each crew member. For instance, the
pibt may wish to have COM 1 very loud and COM 2 very soft in his headset, while the copibt
desires the VOR to be bud, COM 1 to be soft, and COM 2 to be moderate. This is easity set at
the audio panels simply by adjusting the volumes to their own desire. Also, by having the audio
system digitized, various filtering and prioriiy functions can be easily accomplished to enhance
the operation and the human interfaces.
The audio panel has provisions for a combination of emergency operations. In the case of
power-down or failure of the audio system, there is one location (in the upper right-hand corner
of the audio panel) where pushing the microphone select for the emergency COM bypasses all
the circuitry within the audio panel and places the emergency COM and NAV audio into the
headphone circuitry. This function is convenient during ground operation when minimum power
usage is desired.
10. E. (1)
(2)
Microphone Switches
These switches when pressed automatically select the desired microphone and at the
same time enable the audio associated with that microphone, regardless of the setting of
the COM audio on/off controls that are located under the switch.
CABIN Switch
When the CABIN switch is pressed, a cabin speaker amplifier is enabled. All other
audios, except warning audios, are muted during cabin address operation.
22-05-07
Page 198.92
Jun 1/93
10. E. (3)
(4)
(5)
(6)
(7)
(8)
(9)
Emergency (EMER) Switch
When the EMER switch is pressed, the microphone is connected directly to a
predetermined VHF COM transceiver, and the transceivers received audio is connected
directly to the aircrafts headphone. The system may be wired to simultaneously route a
single NAV audio to headphones. When EMER is selected, headphone volume is
controlled by the master headphone volume control. All electronic circuitry is eliminated in
the EMER position. This mode also disables all other audio paneI modes.
Audio Source Control
Each control (COM, NAV, ADF, DME, MLS) mmbines the function of switch andvolume
control. The control energizes a particular channels audio when unlatched (out position)
and de-energizes the audio when latched (in position). Rotation of this control will adjust
audio level from minimum at the fully CCW position to maximum at the fully CW position.
lD/Voice Switch
The lD/Voice switch is operated by setting a rotary switch and is used to filter the VOR
and ADF audio signals. In the ID mode (CCWposition), the VOR or ADF audio is filtered in
such a way as to enhance the Morse Code identification. [n the VOICE mode (CW
position), the audio is filtered to reduce the Morse Code signal for received ADF and
VOR/lLS audio. In the BOTH (center position), the VOR and ADF signals are not
subjected to any filtering in the audio frequency band.
Speaker and Headphone Controls
These controls are used to adjust the speaker and headphone amplifiers volume. They
work in series with the individual audio source controls.
Marker (MKR) Beacon Volume Control
The marker volume control is a latched switch used to control the marker audio volume. It
differs from other volume controls in that it may not be turned down bebw a level that is
adjusted by a potentiometer inside the audio panel. This prevents the marker audio from
being turned down too low to be heard, causing the marker signal to be missed.
Marker Beacon MUTE Control
The marker sensitivity is controlled by rotating the control. Pressing the mntrol activates
the marker mute function that is used to temporarily silence the Marker Beacon audio
(nonlatching). When the marker audio is muted, it will remain muted as long as the audio
level is above a threshold setting. When the audio level drops below the threshofd, a
timeout sequence begins that continues to mute the marker audio for a fixed period of
time. After the timeout, the marker audio is unnwted.
Interphone (INPH) Control
The interphone volume control adjusts the headset audio level when the interphone
function is used. The interphone audio is not available over the cockpit speaker. The
interphone fu~lon ties together the cross-side audio panel and any externally located
maintenance audio jacks. The interphone function may be either trot mic or push-to-
talk.m
22-05-07
Page 198.93
Jun 1193
Use or disclosure of informationon this page is subject to the restrictions on the title page of this document,
PILOTS
OIGITAL~
AUDIO
H
DECODE
BuS
AND
RECEIVER
vOLUME
CONTROL
PROCESSOR
a
DIGITAL
ANi;OG
COCKPIT AUDIO
WARNINGS
SIGNALS
AND
INTERCOM +
28 VDC
INPUT
a
POWER
PoWER
SUPPLY
COPILOTS
DIGITAL ~
AUDIO
BUS
FRONT
PANEL
SWITCHES
v
A
CONTROL
+
PROCESSOR
A
I
FRONT
-
PANEL
VOLUME
CONTROL
,
+
r
DECODE
AND DIGITAL
- VOLUME ~ TO
CONTROL ANALOG
PROCESSOR
L
b--
?
NORM
1
HEADPHONE
()
I
EMER
Y
B-SPK
COCKPIT
AND CREW
- MICROPHONE
MICROPHONES
SELECT TO
e RAOIOS
L
AI?-14271-R2
AV-850A Audio Control lJnit Block Diagram
Figure 10-11
22-05=07
Page 198.94
JurI 1)93
Use or disclosure of information on this page is subject to the restrictions on the title page of this doclment,
10. F. CD-850 Clearance Delivery Control/Display Unit (See figures 10-12 and 10-13, and table 10-7.)
SYSTEM INSTALLATION REMOTE TUNE TUNING NAV AUDIO ON
ANNUNCIATOR \ ANNUNCIATOR CURSOR ANNUNCIATOR
RADIO TUNING
ANNUNCIATORS
TRANSFER KEY
NORM/EMERGENCY
MODE SWITCH
EMERGENCY
MODE
ANNUNCIATOR
SQUELCH
ANNUNCIATOR
TRANSMIT
ANNUNCIATOR
NAV AUDIO
ON/OFF SWITCH
SQUELCH
ON/OFF SWITCH
TUNING KNOBS
AD-29837
Figure 10-12
Le~h(from back of bzel) . . . . . . . . . . . . . . . . . . . . . . . . . ..5.90imhes (149.9 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.38 inches (60.3 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..2.62 inches (66.7 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...1.25 lb. (567g)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..28 Vdc. 4VA maximum
Display Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dichmic LCD, white characterson
black background
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS3126F20-41SW
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Unit Locking Panels
Leading Particulars
Table 10-7
22-05-07
Page 198.95
Jun lt93
Use or disclosure of information on this page is subject to the restrictions on the title page of this dooument.
10. F
The CD-850 Clearance Delivery CDU provides an alternate or emergency backup capability for
tuning the remote mounted VHF Communications transceiver ancVor VHF Navigation Receiver in
the event that the primary Radio System Bus (RSB) tuning is not available, or if the pilotloperator
wishes to override the bus tuning for any reason.
The CD-850 can be used before engine start for initial mmmunications with low-power drain. It
can act as a stand-alone control unit or a backup thifd control. The CD-850 has several
operating modes, which are selected by either the mode knob or by installation strapping on the
rear connector. The modes selected by installation strapping are:
G Clearance Delivery mode, which is the normal operating mode.
G COM only mode, which makes the unit dedicated to COM tuning only.
G NAV only mode, which makes the unit dedicated to NAV tuning only.
The normal and emergency modes are submodes that are selected by the mode knob and are
used if the unit is strapped for clearance delivery.
The following paragraphs describe each function or control:
(1)
(2)
(3)
(4)
(5)
(6)
System Installation Annunciator
Either the 1, 2, or 3 annunciator is ON to indicate to which system the CD-850 is
connected.
Remote Tune Annunciator
This annunciator is active only when the CD-850 is strapped for NAV only or COM only
tuning. RMT is annunciated when the radio is tuned from some source other than the CD-
850.
Tuning Cursor
The tuning cursor annunciator is a lighted triangle controlled by the transfer key. It
indicates which frequency can be changed by the tuning knobs.
NAV AUDIO On Annunciator
This annunciator indicates when NAV audio has been selected on.
Emergency (EMRG) Mode Annunciator
This annunciator indicates when the CD-850 has been placed in the emergency backup
mode, which locks out all other COM and NAV tuning sources for the side to wh~h it is
connected. The COM and NAV are now tuned exclusively by the CD-850. This
annunciator is not related to the emergency frequency of 121.5.
Squelch (SQ) Annunciator
This annunciator indicates that the squeJch is opened.
22-05=07
Page 198.96
Jun 1/93
10. F. (7) Transmit (TX) Annunciator
This annunciator indicates when the COM transmitter is ON.
(8) NAV AUDIO OnK3ff Switch
This atternate action pushbutton is used to toggle NAV audio ON or OFF.
(9) squelch (SQ) OrVOff Switch
This alternate action pushbutton is used to toggle the COM squelch ON or OFF.
(10) Tuning Knobs
The tuning knobs are used to change the frequency indicated by the tuning cursor.
(11 ) Normal/Emergency Mode Switch
This rota~ switch knob provides alternate selection of the Normal and Emergency modes
when the CD-850 is strapped for operation as a clearance delivery head. This switch is
nonoperating in the COM only or NAV only modes.
(12) Transfer Key
In the clearance delivery mode, the transfer key alternately selects either the COM
frequency (top) or the NAV frequency (bottom) to be mnnected to the tuning knobs.
In the NAV only or COM only configuration, the transfer key toggles the active (top)
frequency with the preset (bottom) frequency. In addition, holding the transfer key down
for 2 seconds will remove the preset frequency and place the CD-850 in the direct tuning
mode. To return to the active/preset tuning mode, hold down the transfer key for 2
seconds.
(13) Radio Tuning Annunciators
These four annunciators are annunciated individually to identify the frequency at the top
and bottom lines.
22-05-07
Page 198.97
Jun 1/93
Use or disclosureof informationon thispage is subjectto tha restrictionson tha titlepaga of thisdocument.
AUX PORT
Y f
COM AUX _ SHIFT
DATA
*
PORT REGISTER
- CLOCK
DISpLAy
/
,9
DISPLAY
AND DRIVER ENA6LE
DRIVERS
{
DATA ~
-
A
NAV AUX
4 )
PORT
{ PROCESSOR
LOAD
)
i
PRIMARY RSB ~
RSB
RECEIVER
+
nT ZKb$==l
i J
SQUAT SW SENSE
POST ANNUNCIATOR-
1
;a~
NAV CONFIG STRAPS (5)
J--=%- I _,
I ? r -1
+-3) VDC
28 VDC INPUT POWER *
POWER
SUPPLY
+-15 VDC
+ +5 VDC
(
DIMMING 5VACYDC
INPUTS
28 VDC
CD-850 Clearance Delivery ControVDkplay Unii Block Diagram
Figure 10-13
22-05-07
AD-170@
Page 198.98
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the title page of this docunent,
10. G. DI-851 DME Indicator (See figures 10-14 and 10-15, and table 10-8.)
RMU
FREQ SELECT
PILOTS/COPILOTS MLS TUNE
ANNUNCIATOR (1/2) ANNUNCIATOR ANNUNCIATOR
DME HOLD
ANNUNCIATOR
3ALA
+7.s:lLR5&
HLD NAV PRE 12 MLS
DME DISTANCE
\D>~ y_, M/~Ei Z~, ATOR
DME CHANNEL PARAMETER
SELECT SELECT
Figure 10-14
AD-15823-R1
Length (from back of bezel) . . . . . . . . . . . . . . . . . . . . . . . . . ..6.27 inches (159.3 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.26 inches (82.8 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.54 inches (39.2 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..l.051b (476g)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..28V dc,2.8VA nominal
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Honeywell Kit Part No. 7500436-901
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clamp, Honeywell Part No. 7000066-11
(MSP 64419)
DI-851 DMElndicator
Leading Particulars
Table 10-8
22-05-07
Page 198.99
Jun 1/93
The DI-851 DME Indicator is a panel-mounted indicator designed to display DME-related
information to the pilot. This information includes:
.
.
G
distance to the ground station in nautical miles

lDENTtiication of the ground station (extracted from the Morse code identifier)
computed ground speed of the aircraft in knots
time-togo (time to reach the ground station) in minutes
The Indicator may be used with either one or two DME receivers, and is capabte of displaying
data for both the active and preset channels of each DME. The unit will also annunciate other
information such as: DME hold status for each channel, and MLS paired channel status. All
data is input to the Indicator via the RSB.
The DME has a digital Iquid crystal display (LCD), which is separated into two windows. The
window on the left continuously displays distance in nautical miles, and the window on the right
displays either station identifier, ground speed in knots, or time-to-go in minutes.
The LCD display, the legends on the two pushbutton switches, and the indicator identifier legend
are backlit by electroluminescent lighting, the intensity of which is controlled by the aircraft
instrument dimming line.
The following paragraphs describe each function or control:
10. G. (1)
(2)
(3)
(4)
RMU Frequency Select Annunciator
The annunciation NAV is displayed when the DME is associated with the active NAV
channel selected on the RMU. If the preset channel is selected, the annunciation is PRE.
Pilots/Copibts (1/2) Annunciator
The 1 or 2 is annunciated depending on whether the pibts side (1) or the copibts side
(2) channel is selected as determined by the channel (CH) select button.
MLS Tune Annunciator
M1.S is displayed when a DME receiver is being tuned by the microwave landing system
receiver.
DME Channel Select
The CH button selects which DME channel to display. At power-up, the same channel is
displayed that was being displayed at power-down. If MLS is not selected, the button
toggles between NAV 1, NAV 2, PRE 1, and PRE 2.
22-05-07
Page 198.100
Jun 1/93
10. G. (5) Parameter Display and Select
The DME station identifier, the computed ground speed of the aircraft in knots, or time-to
go (time to reach the ground station) in minutes is displayed as a function of the
parameter select (SEL) button. The KTS/MIN annunciator identifies which parameter is
being displayed. Each time the SEL button is pressed, the display changes as follows:
SEL Button Parameter Annunciator
Power Up Identifier Blank
1st Push Ground Speed KTS
2nd Push Time-To-Go MIN
3rd Push Identifier Blank
(6) DME Hold Annunciator
HLD is annunciated if the DME frequency is split from the VOR.
OATA
e
CLOCK DISPLAY ,9
ORIVERS
/
OISPUY
PRIMARY
ENAE!L5 d
mm lNPuT~ RS8 Y )
SELECT ~
R.%
e
PROCESSOR
SECONOARY~ SWITCH
RECEIVER
1 .
RS8 INPUT
CLOCK
E!WOLE
DI-851 DME Indicator Block Diagram
Figure 10-15
22-05-07
Page 198.101
Jun 1/93
10. H. AT-860 ADF Antenna (See figures 10-16 and 10-17, and table 10-9.)
AD-141W
AT-860 ADF Antenna
Figure 10-16
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..18.3 inches (414.8 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..8.33 inches (211.6 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...3.7 lb(l.68 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +15 Vdcfrom ADF Receiver
MatingConnector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Cannon KPT08P12-10S
Mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Hard mount usirtgfour No.10
steel socket head screws
AT-860 ADF Antenna
Leading Particulars
Table 10-9
22-05-07
Page 198.102
Jun 1/93
The AT-860 ADF Antenna performs the functions of reception, amplification, and combination of
RF signals so as to yield low-frequency reception and directional information. Normal reception
of AM signals is performed by the E-field element, or vertically polarized antenna; while bearing
information is provided by H-field antennas in the form of a pair of loop antennas mounted at
right angles to each other. By carefully combining the amplified signals, bearing information is
obtained in the form of phase modulation on the received RF, which is demodulated and
processed in the receiver.
The antenna also contains a self-test circuit that radiates a 120 kHz signal into the sense and
loop antennas. This checks the operation of both the AT-880 ADF Antenna and the DF-850
ADF Receiver Module. Proper operation is indicated by a 1 kHz tone and a bearing indication of
135 degrees.
0[ >=
LOOP Cos Cos BALANCED
ANTENNA LOOP AMP MOOULATOR
SIN
LOOP
SIN
50 OHM
AMPL
OUTPUT
v
90 DEG
PHASE
EQUALIZER
RADIATOR
AMPL
120 KHZ
< SELF TEST * TEST
XTAL OSC
AD 14622-R2
AT-880 ADF Antenna Block Diagram
Figure 10-17
22=05=07
Page 198.103
Jun 1/93
Use or disclosure of information on this page is subject to the restrictionson the title page 01this document.
10. 1. AT-851 MLSAntenna (See figure 10-18, andtable 10-10.)
AD-15804@
AT-851 MLS Antenna
Figure 10-18
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..2.50 inches (62.5 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50 inches (38.l mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 0.75 inches (19.05 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...1.2 oz(34.02g)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..l KWPeak
Impedance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..500hms
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. TNCMale, GRFF4100-0001
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard mount usingfour 10-32
uncflat head screws
AT-851 MLS Antenna
Leading Particulars
Table 10-10
The AT-851 MLSAntenna is a vertically polarized C-band antenna operating inthe 5.0 to5.1
GHzfrequency rangewithamaximum VWSRof2:l. The antenna isomnidirectional inazimuth
and cosinusoidal in elevation.
22-05=07
Page 198.104
Jun lh33
The Processor receives signals that 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 LP-850 Processor outputs display data (lightning symbols) directly to the WI-870 Weather
Radar Indicator through a universal digital interface (UDI). The UDI port permits lightning data
encoded in a raster format to be overlaid on a radar display. When no DATA NAV computer is
in use and the radar system is in the Standby mode, the LP-850 Processor takes over the entire
radar display and creates a 360-degree display of lightning data.
Lightning data is also converted to ARINC 429 low-speed digital messages (mode, strike rate,
location, fault, and test page information) for display on EFIS or MFD-type systems. Label
assignments do not conform to ARINC 429. The data stream contains range, bearing, and
severiiy data for up to 3 alert and 50 rate symbols. The 429 data also contains all information
available for a 360 degree area with a radius of 125 NM around the aircraft. The information is
prioritized so that symbols in the forward 120 sector are sent first (in order from the closest
symbol). It is the task of the display device to determine which symbols fall within its display
area. Some displays may limit their lightning data to the forward scan sector and may not utilize
the full 360 degree information.
The LP-850 Processor has a basic maintenance and operational philosophy; condition
monitoring. Multilevel built-in software and hardware tests (BIT) are used by the LP-850
Processor to monitor itself and other system components for proper operation in order to detect
and record faults. The purpose of BIT is to detect and isolate failures internal or external to the
LP-850 wherever possible. All BIT capabilities are executed by the LP-850 Processor in
software. The first occurrence of a failure and a single indication of the first repeat of that failure
is recorded in nonvolatile (maintenance) memory as a fault code. Subsequent repeats on the
same flight are not recorded.
The LSZ-850 Processor also has the capability to present a series of test/maintenance pages on
the radar indicator or electronic displays. Test page selections include operational monitoring of
the systems sensor interfaces, fault/failure codes, and pilot activated self-tests for a variety of
subsystem functions. Access to these maintenance pages can be accomplished in one of two
different ways:
G Interconnect the LX mode lines (LX (NO), LX-S (NO), LX-CT (NO), and CONT
PNL RTN) at the processor or controller.
G Interconnect the test mode lines (TST MODE 1, TST MODE 2, and TST MODE
RTN) at the processor while in CLR/TST mode.
The pilot activated self-test mode allows the LP-850 Processor to exercise its interface with
associated avionics. Activation of this test mode allows the LP-850 to run BIT on selected input,
output, and internal circuitry. Selection of the maintenance monitoring test mode allows the LP-
850 to present fault codes (stored in maintenance memory) from previous flights, as well as
sensor data readout for diagnostic purposes when troubleshooting a system malfunction.
Refer to the LSZ-850 System Description and Installation Manual, Honeywell Pub. No. A09-
3950-01, for more information on available ground maintenance pages.
22-05-07
Page 198,106
Jun 1/93
11. LSZ-850 Lightning Sensor System (OptionaI~
A. LP-850 Lightning Sensor Processor (See figures 11-1 and 11-2, and table 11-1.)
LP-850 Lghtning Sensor Processor
Figure 11-1
~O.O
>~,ooo
O.OO
,.OO
,>
AD-15286
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..14.75 inches (375 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.42 inches (61.5 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.62 inches (194 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,751b(3.07 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..28 Vdc.28VA
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. DPX2MA-67S67S-33 B-0011
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, Honeywell Parl No. 7011839-901
Leading Particulars
Table 11-1
22-05-07
Page 198.105
Jun 1/93
Use or disclosure of informationon this page is subject to the restrictions on the title page o{ this document,
28 VDC *
POWER f12vDcTo
SUPPLY * ANTENNA
I
HN, HP, E-FIELD
ANALOG
FROM ANT
+ TO DIGITAL
CONVERTER
DATA
PROCESSOR
DG VALID *
wow *
CONFIGURATION
STRAPPING
w
RADAR IND
AND DATANAV *
INPUTS
INPUTI
TAS, TAS REF * OUTPUT
PROCESSOR
IAS, IAS REF *
XMIT INHB -
ARINC IN (1) -
ARINC IN (2) *
HEADING *
MODE DISCRETES w
LIGHTNING
~ FLAG
VALID
RADAR IND
~ AND DATA NAV
OUTPUTS
~ DATAOUT(1)
~ DATAOUT (2)
~ DATAOUT (3)
~ DATAOUT (4)
LP-850 Lightning Sensor Processor Block Diagram
Figure 11-2
ARINC 429
OUTPUTS
TO EFIS
AND MFD
AD- 18249-RI
22=05-07
Page 198.107
Jun 1/93
11. A. (1) Configuration Straps
The lightning system has a number of options that may be selected by means of jumper
pins (Configuration Straps CS1 to CS16) located at connector J101 of the LP-850
Processor. These pins are jumpered to ground to configure the lightning system (LX
mode) and are only read by the processor during power-up initialization. If it is necessary
to change the jumper pins, the system must be shut down (for at least 5 seconds) in order
to force the LP-850 Processor to read the straps again.
The pins are read as a hexadecimal representation of the jumper configuration. A jumper
to ground equals logic O. The use of each jumper pin is defined in table 11-2.
Configuration strap 16 is the MSB of the left-most digit, and CSI is the LSB of the right-
most digit. The procedures for field adjustment of the configuration straps are found in
the LSZ-850 System Description and Installation Manual, Honeywell Pub. No.
A09-3950-01 .
(2) ARINC Transmit Data
The LP-850 Processor encodes and transmits the following nonstandard ARINC Labels in
the order listed below. All labels are presented in OCTAL format. The specific labels
being transmitted depend upon mode of system operation and amount of lightning data
present. A data stream consisting of all applicable words is transmitted each 265* 50
ms, beginning with label 001 followed by other applicable labels in numeric order.
Label
001
002 to017
020 to 017
070 to 077
100to 164
300
371
Assignments
Initial transmission with discretes and fault data.
Maintenance page 1 and 1A data
Maintenance page 2 data
Fault Annunciation
Lightning Cell data
Termination and Cleanup data
EquipmentiManufacturer Data
Bit assignments for each of the word labels listed above are defined in the System
Description and Installation Manual, Pub. No. A09-3950-01.
(3) Calibration Switches (S1, S2, S3, and S4)
The LP-850 Processor has four calibration switches (S1 thru S4), which correct magnetic
and electric field distortions caused by the aircraft. Correction factors for each aircraft
type and antenna mounting are plainly marked on a label located on the mounting tray.
Field adjustments may be necessary when the antenna is replaced. Switches S1, S2, S3,
and S4 are located on the front of the unit. The procedures for field adjustment of the
Lightning Sensor System are found in the LSZ-850 System Description and Installation
Manual, Honeywell Pub. No. A09-3950-01.
22-05=07
Page 198.108
Jun 1/93
Use or disclosure of information on this page is subject to the restrictionson the title page of this doc~ment,
Lightning System Options
RESERVED
1 = oRen, O = shorkd to J101 Pins A47 or A64
DISPLAY AZIMUTH ANGLE
90 Degrees
120 Degrees
160 Degrees
180 Degrees
ARINC INPUT (J101 PINS B28-B29) FORMAT
ARINC 419 (561)
ARINC 429
ARINC INPUT DATA SPEED
High (100 Kbytes per seoond)
Low (12.5 Kbytes per second)
HIGH/LOW RECEIVER GAIN
CS-6 is deactivated and the receiver is always
in high gain.
POSITIONING MODE
Use Present Position (ARINC I/P)
Use Analog TAS (Pins B9-32, 33, 34)
Use TAS on ARINC l/P
Compute TAS from HP/lAS (or APAS)
Reserved
Resewed
Reserved
Reserved
Fixed TAS 150 ICE
Fixed TAS 200 KTS
Fixed TAS 275 KTS
Fixed TAS 350 KTS
Fixed TAS 400 KTS
Fixed TAS 450 KTS
Fixed TAS 500 KTS
Fixed TAS 550 KTS
ANTENNA ORIENTATION
Bottom Mount (Inverted)
Top Mount
Configuration Straps
@l_
1
CS-2 CS-3
.
1 0
1 1
0 1
0 0
CS-4
T
1
o
1
CS-6
T
Qs-J CS-9 Cs-1o CS-8 _ ,_
1 7- 1 1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
0
1
1
0
0
1
1
0
0
1
1
0
0
1
1
1
0
0
0
0
1
1
1
1
0
0
0
0
1
1
1
1
1
1
1
1
0
0
0
0
0
0
0
Cs-11
o
1
Table 11-2
22=05-07
Page 198.109
Jun 1/93
Lightning System Options
HEADING DATA TYPE
ARINC 407 Synchro
ARINC 419/429 Digital
DATA OUT SPEED
High (100 Kbytes per second)
Low (12.5 Kbytes per second)
SPARE JUMPERS
No Connection
Configuration Straps
CS-12
1
0
CS-13
o
1
CS-14 CS-15 CS-16

1 1 1
Table 11-2 (cent)
22-05-07
Page 198,110
Jun 1/93
11. B. LU-850 Lightning Sensor Controller (See figures 11-3 and 11-4, and table 11-3.)
The LU-850 Lightning Sensor Controller contains a simple rotary mode switch for the Lightning
Sensor System and requires no power apart from its panel lamps. This controller is supplied
optionally. Mode control of the Lightning Sensor System can be accomplished in one of three
ways: through the LU-850 Lightning Sensor Controller, the WC-870 Weather Radar Controller, or
the WI-870 Weather Radar Indicator. The method used depends upon which components are
installed in the aircraft. If an MFD system is installed, the LU-850 can be replaced by using the
controls on the WC-870. If an MFD is not installed, the LU-850 can be replaced by using the
controls on the WI-870.
AD-3531 7(Q
Figure 11-3
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.58 inches (65.5 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.37 inches (85.7 mm)
Weight (maximum). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.51b(0.2 kg)
Power Requirements . . . . . . . . . . . . . . . . . . +5 V ctdac and +28 V dc, 3.5 Watts (maximum)
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS3126F14-19SW
(Honeywell Pari No. 4000809-547)
Mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Dzus fasteners
Leading Particulars
Table 11-3
22=05-07
Page 198.111
Jun 1/93
Operation of the rotary knob is identical to the LSS rotary knob on the WC-870 Weather Radar
Controller and/or WI-870 Weather Radar Indicator. The LSS knob is a four-position rotay switch
that allows the LSZ-850 Lightning Sensor System to be operated in the following modes:
Mode Function
OFF Removes power from the Lightning Sensor System.
SBY (Standby) Places the Lightning Sensor System in nonoperational
mode. Display of data from the system is inhibited, but
data is still accumulated.
LX (Lightning) Lightning Sensor System is fully operational. Lightning
strike data is collected, processed, and displayed
CLR/TST (Clear/lest) Accumulated data is cleared from memory of the Lightning
Sensor System. After 3 seconds the test mode is initiated.
Fr
1
=
C S2-B
/
0
//
f
I
I
I
1
-i=
1)
34
I
2
I
1
C S2-A
: ~
I ,-
L
S1 (HDG)
JI
A
c
B
E
H
J
K
L
M
N
+ 2EIV LIGHTING
LIGHTING COMMON
+ 5V LIGHTING
PWR ON COMMAND
STBY
Lx
CLRITST
SWITCH COMMON
OFF
E7011 SS7-2-A
NOTE Switch S1 is not used.
.
LU-850 Lightning Sensor Controller schematic
Figure 11-4
22=05=07
Page 198,112
Jun 1/93
11. c. AT-850 Lightning Sensor (Teardrop) Antenna (See figure 11-5, and table 11-4.)
NOTE: This antenna is intended for external mounting only, on the top or
bottom surface of the aircraft. An AT-855 (Brick) Antenna mav
used if the location for installation is protected from wind -
turbulence. Also, the AT-850 antenna is encapsulated and not
repairable.
AD-13956
AT-850 Antenna
Figure 11-5
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . llS8inches( 294.13 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.06 inches (153.92 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..2.51b(l.13 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..t10 Vdcfrom LP-850
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Honeywell Part No. 4011518-60
Mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard Mount Using Three No. 10 Screws
AT-850 Antenna
Leading Particulars
Table 11-4
22-05-07
Page 198.113
Jun 1193
The 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.
~1 o 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,
and cabling to the Processor.
22=05=07
Page 198,114
Jun 1/93
Honeywell
11. D. AT-855 Lightning Sensor (Brick) Antenna
MAINTENANCE
MANUAL
CITATIONVll
(See figure 11-6, and table 11-5.)
The AT-855 Antenna is functionally interchangeable with the AT-850 (Teardrop) Antenna.
However, the AT-855 antenna is not aerodynamic and is intended for installations that are
protected from wind turbulence. The AT-855 Antenna circuit~ (crossed loop H-fiekt antenna, E-
field antenna, and test windings) are also encapsulated and is not repairable.
AT-855 (Brick) Antenna
Figure 11-6
Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..7.00 inches (178.80 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.00 inches (154.4 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.51b(l.13 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..*1O Vdcfrom LP-850
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Honeywell Part No. 4011518-60
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hard Mount Using Four No. 8 Screws
AT-855 Antenna
Leading Particulars
Table 11-5
22=05-07
Page 198.115
Jun 1/93
w e u m o p s ! q J ) 0 6 t 3 e d e l l ! l e q J u o s u o ! ! q J l s e J e q l o ! @ C 4 n S s ! e 6 e d w u o U O W U J O W J O e J n s o l m p J O e s n
w U w
9 1 ) 8 6 1 ~ ~ e d L o s o z z
\ o o - o o c o ~ - o N u e d w n ~ x o a ~ e J l - - o - - - - 6 u ! ~ n 0 ~
0 0 1 0 - 1 0 6 6 - S 9 9 0 - 3 N d W I S - l W - - - - - ~ u u o ~ o u ! a e w
( U W ! W U ) S ~ e M 0 8 Z H O O ~ ~ e A s l ) < - - W J ~ J ~ J ! n b W J ~ M o d
~ 6 x 6 . 0 1 ) q , o p z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J @ ! ~ M
( ~ ~ 9 0 - ~ 6 ~ ) s ~ q ~ ! ~ ~ . . . . - . . . - - - - : : : : . . ~ w M
@ ! ~ H
( w u ~ 8 9 6 \ ) s e q w ! s L L < - - o -
( l U U I S 8 1 3 3 f j S e W M ! S L Z I - - ( J O ~ a u u m J o e e O J ~ ) ~ w e 7
: ( u m w x e w ) s u o ! s u w ! a
t w 6 z c o v
1 1 A N O 1 1 V M 3
l v n N v u l
X ) N V N 3 1 N 1 V W
l l W J @ U O H
The TCAS Computer Unit (CU) is packaged in a modular concept unit (MCU) outline referred to
as a 6 MCU short. Six plug-in assemblies, removable from the top of the unit for shop
maintenance, and interconnected by a motherboard, make up the CU. Its rear panel is a size-3
AFUNC-600 connector with six cavities (A thru F). Its front panel has a carrying handle, a self-
test command switch, and 11 annunciators used for maintenance. Two NA622CE2 hooks
secure the CU to the mounting tray.
The CU requires external cooling air in accordance with ARINC 600 or ARINC 404 in order to
maintain the highest possible mean-time-between-failures (MTBF). In those installations where
external cooling is not available, a mounting tray with an integral fan is required. The mounting
tray is not supplied by Honeywell.
12. A. (1) CU Functional Description
The TCAS CU interrogates airborne transponders, processes their replies, and produces
video graphic data for use by the VS1/lRA display. The CU contains the RF transmitter
and receivers necessary to send and receive replies from transponder-equipped aircraft,
Dual microprocessors process the surveillance and collision avoidance system (CAS)
data. The CU uses that data to determine which aircraft represents a potential collision
threat and the appropriate vertical response to avoid a midair collision or near midair
incident.
If the threat persists, the CU supplies visual and aural advisories to the flight crew to
assure progressive vertical separation. Progressive vertical separation avoids the threat
while causing the least deviation of the TCAS aircraft from its current rate of climb or
descent. An interface is provided with an onboard Mode S Tran.sfxmder in order to
coordinate avoidance maneuvers with other TCAS equipped aircraft.
Mode selection and other operational commands for the system are generated within the
RM-850 Radio Management Unit (RMU), which is part of the SRZ-850 Integrated Radio
System. These commands are conveyed to the CU, from the Mode S Transponder, via
ARINC 429 data. If the CU calculates that an advisory should be presented to the flight
crew, it will provide ARINC 429 output data to both VS1/TRA (pilot and copilot) displays,
and a synthesized voice will be applied to the audio output.
(2) CU Maintenance Indicators
PASS/FAIL indicator lamps and a PUSH TO TEST button on the CU front panel
(figure 12-2) supply system status for maintenance putposes. By momentarily pressing
PUSH TO TEST, maintenance or engineering personnel can activate a self-test cycle and
monitor fault data for the current and preceding flight legs on the indicator lamps. An
extended test mode can also be activated from the RM-850 RMU. Lamp indications and
Test functions are described in the TCZ-91 O System Description and Installation Manual,
Honeywell Pub. No. Al 5-3840-001.
(3) CU Program Pins
The CU is designed to accommodate various system configurations. Program pins on the
rear CU connector inserts allow the user to select functions that satisfy a particular
installation. These pins are jumpered to ground to configure TCAS and are only read by
the CU during power-up initialization. If it is necessary to change the program pin
jumpers, the system must be shut down in order to force the CU to read the pins again.
The use of each program pin jumper is defined in the TCZ-91 O System Description and
Installation Manual, Honeywell Pub. No. Al 5-3840-001.
22-05=07
Page 198.117
Jun 1/93
12. A. (4) CU Rear Connector Layout
External plug-in connectors on the rear panel interface the CU to the TCAS and
transponder system LRUS. The CU rear connector has six cavities (designated A, B, C,
D, E, and F), which provide the following interface functions:
G
G
G
G
G
G
A
Cavity A - Left top plug (LTP) connects the CU to the top directional antenna
Cavity B - Left middle plug (LMP) connects the CU to the bottom omnidirectional or
directional antenna
Cavity C - Left bottom plug (LBP) connects the CU to the aircraft mutual suppression
bus and the 115 V, 400 Hz power bus
Cavity D - Right top plug (RTP) is not installed
Cavity E - Right middle plug (RMP) connects the CU to the transponder(s), radio
altimeter(s), and RA/TA display(s)
Cavity F - Right bottom plug (RBP) connects the CU to various aircraft discrete lines.
complete list of interface connector pins is provided in SECTION 6, INTERCONNECTS.
Software updates can be incorporated into the CU program memory by means of an
ARINC 615 data loader port. This serial port is accessible either through the front panel
connector or the rear panel RMP connector.
n
@
@
TCASPASS~ ~ TADISP
FRONT PANEL VIEW
~
A
B:
!
,
!
I
c!
,
,
,
REAR CONNECTOR VIEW
AD-3531 8@
TCAS CU Panel Layout
Figure 12-2
22-05-07
Page 198.118
Jun 1/93
12. A. (5) CU ARINC 1/0
The CU transmits ARINC 429 high-speed output data to the VS1/TRA displays as listed in
table 12-2.
The CU also transmits ARINC 429 high-speed output data to the Mode S Transponder as
listed in table 12-3. This data is for coordination with other TCAS II equipped aircraft.
The Mode S Transponder transmits ARINC 429 high-speed output data to the CU as
listed in table 12-4. This data is for coordination with other TCAS II equipped aircraft.
Parameter/Signal Name Label Rate
Control Panel Set
Altitude Select
TCAS Mode/Sens
Intruder Range G
Intruder Altitude G
Intruder Bearing *
Own Aircraft Altitude
Vertioal RA
Horizontal RA
Select TCAS Sensitivity
Maintenance
STX
Data Characters
EOT
RTS/ETX
EauiDment 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 Hz
2 Hz
2-3 Hz
2-3 Hz
2-3 Hz
NOTE: G Labels 130, 131, and 132 are repeated for each
successive intruder for display.
RT-91O TCAS Computer ARINC 429 Output Data
Table 12-2
22-05-07
Page 198.119
Jun 1/93
Control Panel Set 013
Altitude Select 015
TCAS Mode/Sens 016
Own Aircrafl Altitude 203
Vertical RA 270
Horizontal RA 271
272
273
Select TCAS Sensitivity 274
275
276
277
Maintenance 350
2 Hz
2-3 Hz
2-3 Hz
2-3 Hz
RT-91 O TCAS Computer-To-Mode S Transponder Data
Table 12-3
273
Select TCAS Sensitivity 274 2-3 Hz
275
XS-91 O Mode S Transponder-To-TCAS Computer Data
Table 12-4
22=05-07
Page 198.120
Jun 1/93
SUPPRESSION
Bus
TOP ANT
COAX
SOTTOM ANT
COAX
PARTOF
ARINC 600
CONNECTOR
1
I
4:
4
I
9
Ic
A4
4
RF 1/0
A3
-;
A5 ~ SURVEILLANCE
I
RF CPLURF
RECEIVER -
1/0
I
PRoCESSOR
I
A
I
A6
<: :
RF
I
TRANSMITTER
4
I
t__
115VAC
i
400 Hz 4 POtiE R
1
4*
4
POWER I
SUPPLY
1-
OUTPUT DISCRETES
2*
1
~ AuRAL OUTPUTS
PARTOF
ARINC 600
CONNECTOR
i
I
I
I
I
I
I
I
I
I
I
1~
4!
BITE
ANALOG INPUTS
INDICATORS ~
(SYNCHRO, RADIO -,
ALTITUDE)
w
DISCRETE INPUTS + :
14 ,
I
m
INPUTS ARINC 429 M ;
5
a
I
-
PROGRAM PINS 4:
331
I
-
I
I
&
AZ
Ii%
4
DIGITAL VIDEO
CAS CPU!
INTERFACE
AIRCRAFT 4
1/0
ARINC 429 OUTPUTS
PROCESSOR
RECORDER INTERFACE
}
ARINC 615JWX3 DATA
LOADER INTERFACE
}
ARINC 61 5/603 DATA
LOADER INTERFACE
J w-- REc ORDER
FRONT PANEL
DATA LOADERCONNECTOR
C-S641-202(Rl)#
RT-91 OTCAS Computer Unit Block Diagram
Figure 12-3
22=05-07
Page 198.121
Jun 1/93
Honeywell
12. B. DV-91 O VSVTRA Display (See figures 12-4,
MAINTENANCE
MANUAL
CITATION Vll
12-5, and 12-6, and table 12-5.)
Major components of the DV-91 O VS1/TRA include a full-color high resolution Iquid crystal
display (LCD) and bezel assembly, backlight assembly, four plug-in circuit card assemblies,
motherboard, and a circular 41-pin connector as the sole electrical interconnect to the aircraft
system. The unit interfaces with the same high-speed ARINC 429 bus used by the TCAS CU. It
also accepts ARINC 565 and ARINC 429 vertical sped inputs.
DV-91 O VSlflRA Display
AD-35340#
Figure 12-4
Length (from rear of connector) . . . . . . . . . . . . . . . . . . . . . . . ..7.58 inches (16.63 cm)
Wkfth. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.26 inches (8.28 cm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..3.26 inches (8.28 cm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. Olb(l.81 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . 115 V ac, 400 Hz, 31 Watts (maximum)
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M83723/75R-20-41N
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clarrp, MSP-644098
DV-91 O VS1/TRA Display Leading Particulars
Table 12-5
22-05-07
Page 198.122
Jun 1/93
12. B. (1) Functional Description
The DV-91 O VSUTRA is a microprocessor-controlled electronic flight instrument. Its basic
function is to provide an indication of the aircrafts vertical speed, TCAS traffic information,
and warning advisories. The display symbology used for advisories is described in the
TCZ-91 O System Description and Installation Manual, Honeywell Pub. No. Al 5-3840-001.
The VS1/TRA is also displays system mode, status and test annunciations. When the CU
is operating in an extended test mode, the VS1/lRA dk+play presents lest pages containing
system diagnostic information. Test pages with diagnostic examples are also shown in the
TCZ-91 O System Description and Installation Manual. Figure 12-5 shows typical displays.
The electronic vertical speed indicator (VSI) portion of the DV-91O display presents rate of
climb or rate of descent on a scale centered around zero vertical speed. The vertical
speed display is derived from signals input directly to the VS1/lRA. Three possible
sources exist for vertical speed data including:
.
ARINC 429 data
.
DC analog vottage according to ARINC 575 (approximately 500 mV per 1000 ft/min)
G AC analog voltage according to ARINC 585 (approximately 250 mV per 1000 ft/min).
These three selectable sources provide compatibil~ with most aircraft.
Advisory information is received from the CU on a dedicated high-speed ARINC 429 bus.
The ARINC bus carries bearing, altitude, and range data for each threat. The VS1/TRA
uses that information to give an indication of the proximity of the threat and of the vertical
speed required to avoid the threat. A green band overlaying the VSI scale points to the
desired vertical speed; and a red band indicates the vertical speed range to be avoided.
Display brghtness is controlled from several inputs:
G
From an internal light sensor (ILS) mounted on the bezel of the LRU
G From a remote light sensor (RLS)
G From the aircraft dimming bus.
These inputs are used to set the intensity of the LCD panel backlight. The VS1/TRA
software activates output discretes that repmt LRU status information. TCAS valid shows
that the indicator is displaying valid TCAS information.
(2) Configuration Straps
The DV-91 O VS1/TRA can be configured to operate in any of the following display modes
by means of jumper pins (Configuration Straps CSO to CS7) at the connector.
G VSI mode displays vertical speed data only
G VS1/RA mode displays vertical speed and resolution advisory
data
G VS1/RNTA mode displays vertical speed, resolution advisory,
and traffic advisory data
G VS1/RMA, and other traffic mode add other traffic (hollow cyan
symbols) to the display.
22-05-07
Page 198.123
Jun 1/93
TYPICAL
DISPLAY
FAILURE
ANNUNCIATIONS
EXTENDED
TEST MODE
DISPLAY
X -
\ ~
f \
/
-
TCFISTEST MENU
FUNCTION COOE
SYSTEMSTllTUS 0000
OISPLtlY STflTUS 0001
Rf10/flLT STflTUS 0002
XPORSTflTUS 0003
PROORfiHPINS 0004
PR06RfM PINS 0005
PROORIMPINS 0006
HELP REFERENCE 0007
AD-31670fl
DV-91OVSVITU$ Display Formats
Figure 12-5
22=05=07
Page 198,124
Jun 1/93
Use ordisclosure of inforrnationon this page is subject to the restrictions onthe title page of this document.
These pins are jumpered to ground to configure the DV-91 O VS1/TRA Display and are
only read by the microprocessor during power-up initialization. If it is necessary to change
the jumper pins, the unit must be shut down in order to force the microprocessor to read
the straps again.
The pins are read as a hexadecimal representation of the jumper configuration. A jumper
to ground equals logic O. Configuration strap CS7 is the MSB, and CSO is the LSB. A
complete list of connector pins with strap options is provided in the TCZ-91 O System
Description and Installation Manual.
12. B. (3) Built-in Tests
The microprocessor performs multilevel built-in software and hardware tests (BIT) to
monitor itself and other system components for proper operation in order to detect and
record faults. The purpose of BIT is to detect and isolate failures internal or external to
the DV-91 O VS1/TRA wherever possible. All BIT capabilities are executed by the
microprocessor in software. The first occurrence of a failure and a single indication of the
first repeat of that failure is recorded in nonvolatile (maintenance) memory as a fault code.
INTERNAL
FEEDBACKLIGHTSENSOR
BACKLIGHT
LIGHT m
ASSY
SENSOR
PIOAl
r I
I
FEEDBACK LIGHT SENSOR
I
VALID
BOOT
DIMMINGAND
LIGHTSENSOR
ADC
Bsl
SELFTEST
ARINC429
INPUTS
VALID
CONFIGURATION
STRAPS
3
ANALOG
CONTROL
ECA I
A5
*
-
200 KHz
m
A
DATA BUS
m 4
*
/
ARINC
ECA
A3
ADDRESS BUS
4
CONTROL
cPu/
MEMORY
ECA
A4
I
INTERRUPT
*
POWER VALID
-
LOW VOLTAGE
115VAC
-
POWER
400 Hz
SUPPLY
A2
INTERNAL
~ VOLTAGES
1
LCD
ASSY
PIO A1
C-2254-042(Rl)#
DV-91 O VS1/TRA Block Diagram
Figure 12-6
22=05=07
Page 198.125
Jun 1/93
12. B. (4) TCAS Displays
The TCAS modes use color-coded symbols and data tags to map air traffic and local
threat aircraft on the VS1/TRA Display.
Four traffic symbols are used: solid circle, solid square, solid diamond, and hollow
diamond. See figure 12-5 for examples. A different color is assigned to each symbol
type, as listed in table 12-6.
Graphic Symbol Color Display Function
Solid Square Red Resolution Advisory (RA)
Solid Circle
I
Amber
I
Traffic Adviso~ (TA)
Solid Diamond
I
Blue
I
Proximate Traffic
Hollow Diamond Blue Other Traffic
TCAS Symbology
Table 12-6
(a) Colors
Red
Represents an immediate threat to a TCAS-equipped aircraft. Prompt action is
required to avoid an intruder. This color is only used in conjunction with
an RA.
Amber
Represents an immediate threat to a TCAS-equipped aircraft. A visual search
is recommended to prepare for intruder avoidance. Amber is used only in
conjunction with a TA.
Cyan (light blue)
Represents proximate traffic and other traffic that the TCAS surveillance logic
has in its track file.
White
Used only for mode annunciations and for reference graphics, including own
aircraft position, range ring, etc.
22=05=07
Page 198.126
Jun 1/93
12. B. (4) (b) Traffic Identification
Resolution Advisory
Intruder aircraft entering the warning area, 20 to 30 seconds from the TCAS II
collision area are represented as a solid red square. This type of traffic will
result in an RA.
Traffic Advisory
Intruder aircraft entering the caution area, 35 to 45 seconds from the TCAS II
collision area are represented as a solid amber circle. This type of traffic will
result in a TA.
Proximate Traffic
Aircraft within display range, and within the selected vertical window, are
represented as a solid cyan diamond. Proximate traffic is shown to improve
situational awareness in the event of a potential conflict with higher prioriiy RA
or TA aircraft.
Other traffic
Any transponder-replying traffic that is not classified as an intruder or
proximate traffic, and is within the display range, and is within the selected
vertical window, are represented as hollow cyan diamonds (only in view when
no RA or TA is in progress). The predicted flight paths of proximate traffic and
other traffic do not penetrate the collision area of the aircraft.
(c) Data Tags
Two styles of data tags may be displayed on the VS1/TRA display. The style
displayed is determined by the RMU selection of ALT:REL or ALT:FL, as shown in
figure 12-7.
When ALT:REL is selected, a data tag, made up of a two-digit number and a plus
(+) or a minus (-) sign, appears either above or below the intruder aircraft symbol,
and represents the relative attitude of the intruder, in hundreds of feet, as
referenced to the TCAS equipped aircraft (+ means that the intruder is above the
TCAS equipped aircraft, and - means that the intruder is below). The data tag may
also include a vertical arrow. If the arrow is pointing upward, it means that the
intruder aircraft is climbing at a rate greater than 500 feet per minute (fPm), and if
the arrow is pointing down, the intruder is descending at a rate greater than 500
fpm. The data tag appears in the same color as the advisory.
When ALT:FL is selected, the data tag is made up of a three-digit number, which
represents the intruders reported uncorrected altitude in hundreds of feet above
mean sea level.
22=05=07
Page 198.127
Jun 1/93
12. c. TCAS/RMU Control (See figures 12-7 thru 12-1 O.)
Since the other operating instructions of the RMU have been covered elsewhere in this manual,
only the operation of the ATC/TCAS window will be covered here.
As a safety feature of the RMU, should any of the components of the TCAS system fail to
respond to commands from the RMU, the appropriate mode ancf/or code display will be removed
from the RMU and replaced with dashes. This will alert the crew to the fact that the TCAS
system operation is not normal.
The following paragraphs describe each RMU control that is used during TCAS operation.
o
COM1 NB
123. 20
131. 27
1 MEMORY-3I
ATCKCAS
1471
1ATCON
TCASDSPY1-
ALT: REL
BELOW
NAV1
110. 25
109. 35
MEMORY-1
ADF1
162. 5
ANT
MLS1_ERR_
CH: 500 ;
IAZ:300ME
II
II
II
II
II
TUNE
AD-33513@
RM-850 Radio Management Unit (TCAS Control)
Figure 12-7
22-05=07
Page 198.128
Jun 1/93
Use or disclosureof informationon thispageis subjectto the restrictionson the titlepageof thisdocument.
12. C. (1) Line Select Keys
The first push of the line select key moves the yellow cursor to surround the data field
associated with that particular line select key. This then electronically connects that data
field to the tuning knobs so that the mode or code may be changed.
(2) Code Select Key
Press this key to place the cursor around the transponder code data line. Now the large
outer tuning knob controls the left two digits, and the smaller inner knob controls the right
two digits. Figure 12-7 shows a selected code of 1471.
Since only one transponder can operate at a time, both RMUS will be displaying the same
transponder information. Therefore, if a code or mode is changed on one RMU, the other
RMU will track it. Since the other RMU is being tuned by a remote source, the data
changed will appear in yellow.
Press and hold this key for more than 2 seconds to change the code to that which was
stored in the memory. To store a code in memory, dial the desired code within the
cursor, and then press the STO key. The stored code will remain in memory during recall
and during power-down.
(3) Mode Select Key
Pressing this key moves the cursor to the mode line, and enables several functions.
G
Press this key again to toggle between standby and the last active mode,
G
With the cursor at the mode line, and an active mode selected, press the 1/2 key to
toggle between transponder 1 active and transponder 2 active.
G
Twist either tune knob to change the active mode. The available selections are: ATC
ON, ATC ALT, TA ONLY, TA/RA. Figure 12-7 shows transponder No. 1 active in
ATC ON mode.
G
If the system does not include two diversity transponders, the TCAS will only be
active when the diversity transponder is selected as active. In this case, the 1/2
button will also cause the banner line to change from ATCiTCAS (when the diversity
transponder is selected as active) to ATC (when the nondiversity transponder is
selected as active). Additionally, when the nondiversity transponder is selected to
active, and the banner line shows ATC, only the ATC ON and ATC ALT operational
modes may be selected.
The third data line in this window displays either the Flight ID number or error messages,
as appropriate.
22=05-07
Page 198.129
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the title page of his document.
Honeywell ~$$!
12. c. (4)
(5)
(6)
Altitude Display Key
Press this key to move the cursor to this line. Press this key again, or twist either tuning
knob, to toggle the TCAS intruder altitude display between relative altitude (REL) and
uncorrected altitude (FL).
Surveillance Window Key
Press this key to move the cursor to this line. Press this key again, or twist either tuning
knob, to select one of the following surveillance window sizes:
G
NORMAL -2700 feet above own aircraft and 2700 feet below own aircraft
+
ABOVE -7000 feet above own aircraft and 2700 feet below own aircraft
G
BELOW -2700 feet above own aircraft and 7000 feet below own aircraft
These selections are determined by the flight crew, depending on the vertical path of the
aircraft. NORMAL would be selected during level flight. ABOVE or BELOW would be
selected during high rate climbs or descents.
The results of these two key selections will be seen on each TCAS display separately. In
normal operation, RMU No. 1 will select these functions for the left side TCAS display,
and RMU No. 2 will select for the right side TCAS display. If either RMU is in the cross-
side control mode (with magenta banner lines) that RMU will control the cross-side
display, just as all other cross-side controls.
PGE Key
The first press of the PGE key will bring up the RMU Page Menu, as shown in figure
12-8.
On the RMU Page Menu, press the ATC/TCAS line select key, and the ATC/TCAS
Control Page will be displayed, as shown in figure 12-9. On this page the Flight ID
number may be entered, changed, or cleared.
Press the line select key next to the FLIGHT ID data line to place an underline cursor
beneath the first character in the ID, as shown in figure 12-9. The large, outer, tune knob
moves the underfine cursor from character to character. The small, inner, tune knob
inputs the alphabetic or numeric character. Clockwise twisting of the knob will increment
through the alphabet, then numerically from Oto 9, and then a space. Counterclockwise
twisting decrements the selected character.
Another line of data shown on the ATC/TCAS Control Page is the FLIGHT LEVEL line.
This line displays the uncorrected altitude of the aircraft being reported by the active
transponder. In figure 12-9, the number 1 indicates that the active transponder is
obtaining its altitude information from air data source No. 1. The uncorrected altitude in
this example is 22,500 feet above mean sea level, as referenced to a barometric standard
of 29.92 inches of mercury, or 1013.2 millibars. COM option straps and the reversionary
controller ADC switch position determines the on-side/off-side configuration.
22-05=07
Page 198,130
Jun 1/93
On the RMU Page Menu, press the MAINTENANCE line select key, and then the RMU
SETUP line select key. The RMU SETUP page will be displayed, as shown in
figure 12-10. On this page ATC FLIGHT ID may be disabled, and therefore not
transmitted in the Mode S replies. When ATC FLIGHT ID is disabled, the FLIGHT ID
legend is not shown on the ATC/TCAS Control Page, nor on the Main Operating page.
II 41
II
II
[1
II
II
~:
PAGE MENU SYSTEM 1
RADIO PAGE SYS OWOFF
COM MEMORY NAVIGATION
NAV MEMORY ENGINE PG1
ATC/TCAS
ENGINE PG2
MLS
RETURN MAINTENANCE /
o
AD-33516@
RMU Page Menu Display
Figure 12-8
22-05-07
Page 198.131
Jun 1/93
Use or disclosureof informationon thispage issubjectto the restrictionson the title page of thisdocument.
Ho-
0
ATC/TCAS CONTROL PAGE -
INTRUDER ALTITUDE: REL
TA DISPLAY: AUTO
FLIGHT ID AA 125B
FLIGHT LEVEL I 22500
RETURN
AD-3351 7Q
ATC/TCAS Control Page Display
Figure 12-9
22-05-07
Page 198.132
Jun 1/93
Use or disclosureof informationon thispage issubjectto the restrictionson the titlepageof thisdocument.
Hol l e#wOM
o
1(
RMU SETUP SYSTEM 1
II h] MLS DISPLAY -ON
~1
II
[I
II
II
1
TCAS DISPLAY -ON
1
ATC FLIGHT ID - ENABLE
1
1
RETURN FOR
1
NORMAL OP.
II
II
II
II
II
TUNE
AD-3351-
RMU Setup Page Display
Figure 12-10
22-05=07
Page 198.133
Jun 1/93
Use or disclosureof informationon thispage is subjectto the restrictionsonthe titlepageof thisdocument.
12. D. AT-91O Directional Antenna (See figure 12-11 and table 12-7.)
AD-32826@
AT-91 O Directional Antenna
Figure 12-11
Height Outside Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..806 inches (20.47 mm)
Height Inside Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..l.56inches (39.62 mm)
Diameter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.31 inches (236.47 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.801b(l.30 kg)
Mating Connectors (4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Type TNC
Mounting Adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Honeywell Parl No. 7514081-910
AT-91 O Directional Antenna Leading Particulars
Table 12-7
The AT-91 Odirectional 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 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 Honeywell TCAS will also accommodate a bottom-
rnounted directional antenna if so desired by the user. Such an installation will slightly increase
the areas in which bearing information is available. The AT-91 O directional antenna is connected
to the TCAS computer unit by four coaxial cables.
22-05-07
Page 198.134
Jun 1/93
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 f 0.5 dB, including line
connections.
12. E. Typical Bottom Omnidirectional Antenna (See figure 12-1 2.)
.
u AtI=827@
Typical Omnidirectional Antenna
Figure 12-12
The leading particulars for the bottom omnidirectional antenna must be obtained from the
selected antenna manufacturer.
The omnidirectional antenna mounted on the bottom of the aircraft fuselage does not
provide any directional information, but does enable the TCAS computer to interrogate and
receive replies from intruder aircraft located beneath own aircraft. Since TCAS is a
vertical-only system, intruder bearing is not used in the computation of the escape or limit
maneuver.
The omnidirectional antenna must exhibit 50-ohm impedance, and must also exhibit 50 ohms
freed 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=05=07
Page 198.135
Jun 1/93
Use or disclosureof informationon this page is subject to the restrictionson the title page of this document.
12. F. XS-91O Mode S Transponder (See figures 12-13 and 12-14, and table 12-8.)
XS-91 O Mode S Transponder
Fgure 12-13
Length (from rearof connector) . . . . . . . . . . . . . . . . . . . . . . . 15.02 irtches(35.18 cm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.64 inches (1 1.70 cm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..7.64 inches (19.30 cm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...14.5 lb(6.6 kg)
Power Requirements (maximum) . . . . . . . . . . 115 V ac, 400 Hz, 26 Watts (no interrogations)
31 Watts (Mode S replies)
Operating Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1090*1 MHZ
RF Power Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...400 Watts (nominal)
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . .. Cannon Pad No. BKAD2-l55M-3OOO5
Mounting . . . . . . . . . . . . . . . Tray, Boxmount Part No. 10294-101 (Not supplied by Honeywell)
XS-91 O Mode S Transponder Leading Particulars
Table 12-8
22-05-07
Page 198.136
Jun 1/93
Use or disclosureof informationon thispage is subjectto the restrictionson the title page of this document.
The transponder is packaged in a 4 modular concept unti (MCU) outline as defined in
ARINC 600-7. Thebasic mechanical chassis is constructed from of lightweight aluminum alloy
sheet metal wit h extruded side panels for additional strength. Four plug-in assemblies,
removable from the top of the unit for shop maintenance, and interconnected by a mothedxmrd,
make up the transponder. Its rear panel is a size-2 ARINC-600 connector with three cavities (A,
B, and C). The front panel has a carrying handle, a seff-test command switch, and
six annunciators used for maintenance.
The transponder requires external cooling air in accordance with ARINC 600 or ARINC 404 in
order to maintain the highest possible mean-time-between-failures (MTBF). In those installations
where external cooling is not available, a mounting tray with an integral fan is required. The
mounting tray is not supplied by Honeywell.
12. F. (1) Mode S Functional Description
The transponder is a surveillance and communication system required for operation of the
TCAS. The data link capability of the Mode S Transponder allows it to setve as an
essential element of the TCAS. TCAS-equipped aircraft are airborne interrogators,
communicating with other TCAS-equipped aircraft through their Mode S Transponders.
All TCAS avoidance maneuvers are coordinated through the transponder. In addition, the
Mode S Transponder is responsible for providing altitude data and RM-850 RMU control
inputs to the TCAS CU.
The name Mode S comes from its direct-selectable address format, thus mode select
(Mode S). Each Mode S equipped aircrafl has an individual, airframe-specific, assigned
address code. No two aircraft have the same two address codes. Address codes are
wired into the transponder with jumper pins (Configuration Straps). Using this address,
interrogations can be directed to a particular aircraft, and replies positively identified.
Normal Mode S operation begins when aircraft power is applied to the unit. Initial self-test
runs automatically on power-up and takes about 1 second. Self-test runs continuously
while power is supplied to the transponder. Should a failure occur, the transponder failure
(XPDR FAIL) indicator (on the front panel) lights.
Mode S interrogations are received on by the transponder by 1030 MHz and replies are
transmitted on by the transponder on 1090 MHz. TCAS aircraft acquire other Mode S
transponder aircraft by receiving their squitter transmissions (unsolicited all-call type
replies, transmitted pseudo-randomly every 0.8 to 1.2 seconds), and thereafter by special
addressed interrogations.
Mode selection and other operational commands for TCAS are generated by the RM-850
RMU, which is part of the SRZ-850 Integrated Radio System, These commands are
conveyed to the TCAS CU, through the Mode S Transponder, via ARINC 429 databus.
22=05-07
Page 198.137
Jun 1/93
12. F. (2) Mode S Built-in Tests
The transponder performs multilevel built-in software and hardware tests (BIT) to monitor
itself and other system components for proper operation in order to detect and record
faults. The purpose of BIT is to detect and isolate failures internal or external to the
transponder wherever possible. All BIT capabilities are executed by the transponder in
software. The first occurrence of a failure and a single indication of the first repeat of that
failure is recorded in nonvolatile (maintenance) memory as a fault code. The transponder
maintains a log of the last ten flights.
(3) Mode S Maintenance Indicators
PASS/FAIL indicator lamps and a PUSH TO TEST button on the transponder front panel
(figure 12-14) supply system status for maintenance purposes. By momentarily pressing
PUSH TO TEST, maintenance or engineering personnel can activate a self-test cycle and
monitor fautt data for the current and preceding flight legs on the indicator lamps.
(4) Mode S Program Pins (Configuration Straps)
The transponder is designed to accommodate various system configurations. Program
pins on the rear transponder connector inserts allow the user to select airframe specific
functions that satisfy a particular installation. These pins are jumpered to ground to
configure TCAS and are only read by the transponder during power-up initialization. If it
is necessary to change the program pin jumpers, the system must be shut down in order
to force the transponder to read the pins again.
(5) Mode S Rear Connector Layout
External plug-in connectors on the rear panel interface the transponder to the TCAS
system LRUS. The rear connector has three cavities (designated A, B, and C), which
provide the following interface functions:
G Cavity A - top plug (TP) connects the transponder to the top omnidirectional antenna
G Cavity B - middle plug (MP) connects the transponder to the bottom omnidirectional
antenna
. Cavity C - bottom plug (BP) connects the CU to the aircraft mutual suppression bus
and the 115 V, 400 Hz power bus.
A complete list of interface connector pins is found in the INTERCONNECTS section.
22=05=07
Page 198.138
Jun 1193
Honeywell
Honeywell
I
XPDR PASS @ @ TOP ANT
XPDR FAIL @ @ BOT ANT
CNTL PNL @ @ ALT SIG
PUSH
@ TO
TEST
f
FRONT PANEL VIEW
MAINTENANCE
MANUAL
CITATION Vll
A
\
OHM METER
LEADS
/
B
c
4
0000000000
~oooooooooo
~oooooooooo
4
,00000000007
D
2
~oooooooooo
40000000000
~oooooooooo
80000000000
700000000007
w
1
040302 ~1
:Iooyom
(Y@
_ TOP
ANTENNA
- BOITOM
ANTENNA
XS-91 O Mode S Transponder Panel Layout
Figure 12-14
22-05-07
Page 198.139
Jun 1/93
Use or disclosureof informationon thispageis subjectto the restrictionson the titlepage of this document.
13. Global Positioning System (Optiona~
A. Global Positioning System Sensor Unit (See figures 13-1 and 13-2, and table 13-1.)
The GPSSU consists of a flange-mounted device with two connectors. It contains five internal
circuits; a power supply circuit, a navigation processor circuit, an RF circuit, and two signal
Gbbal Positioning System Sensor Unit (GPSSU)
Figure 13-1
Dimensions (maxirrwm):
Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..8.50 inches (215.9 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.50 inches (215.9 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..2.20 inches (55.8 mm)
Weight (rnaxinwm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..5.01b(2.27 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..28 Vdc.24 Watts (maximum)
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M83723/77R2041N
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard Mount Using Four 10-32 Cap Screws
Global Positioning System Sensor Unit Leading Paniculars
Table 13-1
22-05-07
Page 198.140
Jun 1/93
The GPSSU receives signals transmitted by the NAVSTAR satellites, computes present position,
altitude, true track, and groundspeed, and outputs this data on an ARINC 429 databus. If the
GPSSU is not able to maintain track of at least four satellites, it uses pressure altitude from the
DADC, and received data from the remaining satellite(s) to compute present position. If the
GPSSU is not able to track any satellites for 30 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 is a two-channel, single-frequency GPS receiver capable of receiving the L1
frequency transmissions (1575.42 MHz) from NAVSTAR satellites. The GPSSU performs the
following functions:
G
G
G
G
G
G
Tracks the L1 coarsdacquisition (C/A) code transmitted by the NAVSTAR
global positioning system (GPS) satellites.
Locks onto the satellite signal.
Computes the Pseudo-range to the satellite. Pseudo-range consists of the actual range
modified by receiver clock errors.
Computes the Pseudo-range rate from the satellite (Doppler). Pseudo-range
rate consists of the actual range rate modified by receiver clock errors.
Decodes the satellite data.
Computes the aircraft position, (this is referred to as the navigation solution).
ARINC 429 standard communication buses provide the interface for direct data exchanges with
the Flight Management System (FMS) NZ-8201920 Navigation Computers and AZ-81 O Digital Air
Data Computers. ARINC outputs include aircraft position, velocity, and satellite information. The
data provided, and its accuracy and resolution is listed in table 13-2.
13. A. (1) GPSSU Modes of Operation
The GPSSU operates in five modes: self-test, initialization, acquisition, navigation, and
fault modes. In addition, the nav mode has an altitude-aidin~clock=oasting submode.
(a)
(b)
Setf-Test Mode
During the self-test mode, the GPSSU tests its circuits to verii 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.
22-05-07
Page 198.141
Jun 1/93
Parameter
1.
2.
3.
4.
5.
6.
7.
8.
Present Position
Ground Speed
Track Angle
True****
Vettical Velocity
Altitude
N-S Velocity
E-W Velocity
Time**
Honeywell
Selective Availability
OFF
ON
OFF
ON
OFF
ON
OFF
ON
OFF
ON
OFF
ON
OFF
ON
OFF
I
ON
CITATION WI
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 meters
100 meters
1.8 Knots**
1.8 Knots**
030..
030**
100 ft/min
100 ft/min
138ft
551 ft
1.8 Knots**
1.8 Knots**
.8 Knots**
.8 Knots*
350 ns
450 ns
Hybrid
25 meters
100 meters
0.3 Knots*
0.7 Knots*
0.07
0.18
20 ft/min
25 Wmin
138ft
551 ft
0.2 Knots*
0.5 Knots*
0.2 Knots*
0.5 Knots*
350 ns
450 ns
G The resolution of the ARINC output is 0.125 knot.
G* The track angle, velocity, and speed errors will grow to lar9er values during aircraft mane~ers. In
a 2G turn, th~ error nominally grows to 6.0 kno~s for the velocities and 2.2Z for track angle.
G** The time accuracy is internal. The time is associated with a hardware time mark. The system
capability depends on the receiving equipment.
G*** Based on 160-knot ground speed.
GPSSU
13. A. (1) (c) Acquisition Mode
Digital Accuracy and Resolution
Table 13-2
During the Acquisition mode, the GPSSU begins acquiring satellite data that
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-aidin~clock coasting subrnode when it is
unable to track any satellites for 30 seconds.
22=05=07
Page 198,142
Jun 1/93
13 A. (1) (d)
(e)
(f)
Nav Mode
In the Nav mode, the GPSSU updates and transmits data on the ARINC 429 data
bus to its interfaces. 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 G PSSU remains
in the nav mode as long as it is able to track four satellites. If it is unable to track
four satellites, the GPSSU enters the altitude-aiding/clock coasting submode.
Aftitude-Aidin~Clock-Coasting Submode
The GPSSU enters the altitude-aiding/clock-coasting subrnode from the nav mode
when it is unable to track four satellites. In this submode, the GPSSU uses inertial
or pressure altitude inputs to determine position and other data. 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 re-enters the nav mode.
If the GPSSU cannot track any satellites for 30 seconds, the GPSSU revetts to the
acquisition mode.
Fauft Mode
The fault mode occurs when built-in test equipment (BITE) detects a critical failure.
In this mode, all outputs are invalid.
(2) Signal Processor Modes of Operation
The signal processor has two modes of operation: the continuous tracking mode and the
automatic frequency control (AFC) mode.
(a) Continuous Tracking Mode
In the continuous tracking mode, the signal processor circuits perform continuous
phase lock loop (PLL) tracking and navigation data collection.
(b) AFC mode
In the AFC mode, one channel of the signal processing circuits performs AFC
tracking without collecting navigational data. This mode is used to perform
measurements.
(3) ARINC Data Output
The GPSSU provides ARINC 429 high-speed output data in three different data formats
as listed in the following tables. Table 13-3 lists those words that are transmitted in
Binary (BNR) data format. Table 13-4 lists those words that are transmitted in Binary
Coded Decimal (BCD) data format. Table 13-5 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, Honeywell Publication No. 95-8698.
22=05=07
Page 198.143
Jun 1/93
Use or disclosure of informationon this page is subject to the restrictionson the title page of his document.
Hone~ell #~~~~Nc E
Binary (BNR) Data Format
Parameter/Sianal Name
Label Units Digital Range Resolution
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 Merii
UTC Fine
UTC Fine Fractions
UTC
Vertical Velocity
N/S Velocity
E/W Velocity
Horizontal Figure of Merit
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
Meters
Meters
Meters/Second
Meters
Meters
Meters
Meters
Meters
Meters
Meters
Seconds
Feet
Degrees
Degrees
Degrees
Knots
Degrees
Degrees
Meters
Seconds
Seconds
HR:MIN:SEC
Feet/Minute
Knots
Knots
Meters
*268435456
256
f4096
f4096
*671 08864
64
f671 08864
64
+671 08864
64
10
~131072
1024
1024
-E180
+180
f180
4096
1.716E-4
1.716E-4
1024
19.537E-7
9.537E-7
23:59:59
&32768
+4096
f4fj96
1024
GPSSU ARINC 429 Output Data
Table 13-3
256
0.125
0.0039
0.0039
64
0.0039
64
0.0039
64
0.0039
9.5367 E-6
0.125
0.031
0.031
0.0055
1.716 E-4
1.716 E-4
0.125
8.38E-8
8.38 E-8
0.031
9.313 E-1
1
1.0
0.125
0.125
0.031
22-05-07
Page 198.144
Jun 1/93
MAINTENANCE
MANUAL
CITATION Vll
Binary Coded Decimal (BCD)
Data Format Label Units
Digital
Range
Resolution
Parameter/Signal Name
UTC
Date
Equipment
125 HR:MIN 23:59.9 0.1 Min.
260 D:M:Y 1
ID 377
GPSSU Binary Coded Decimal (ARINC 429) Output Data
Table 13-4
Discrete (DIS) Data Format
Label Units
Digital
Parameter/Signal Name
Range
Resolution
GPSSU Status 273
Maintenance Discrete No. 2 352
System Time Counter 354 Seconds 262144 1
Maintenance Discrete No. 1 355
GPSSU Discrete Coded (ARINC
Table 13-5
429) Output Data
22-05-07
Page 198.145
Jun 1/93
HG~21~G~U
h
1
I
+}
DADC 1 2
ARINC419 (575)
Q
OR 429
12.5 KHz
DADC2 2
[+
2 TIME MARK NO. 1
REAL TIME
CLOCK 1 Hz
D
2 TIME MARK NO, 2
I
Q
FMC/lRSl 2
a
FMc/lRs2 2
I
DADC INPUT
419/429 SELECT
-1
429 OUTPUT
HS/LS SELECT
-1
D
2
}
TIME MARK NO, 3
ARINC429
12.5 KHz OR
100 KHz
ARINC 429
12.5 Kt-lzOR
\
100 KHz
OPENIGROUND
DISCRETE
INPUTS
I
Q
2 429 OUT NO. 1
b
2 429 OUT NO. 2
+
2 429 OUT NO. 3
BEGINATP
-q]
.
- J
OPEN/GROUND
DISCRETE OUTPUT
t-
GPSSU FAULT
+28 v
4]
POWER
+28 V RETURN
I
L J
AD-3534 1#

I
GPSSU Interface Diagram
Figure 13-2
22=05=07
Page 198.146
Jun 1/93
Useor disclosureof informationon thispage is subject10the restrictionson the titlepageof thisdocument.
13. B. AT-81 O GPSSU (Dome) Antenna
TOP
SoTroN
NMIEPIATE
AmMs42*
AT-81O GPSSU (Dome) Antenna
Figure 13-3
The leading particulars for the antenna must be obtained from the selected antenna
manufacturer.
The antenna must exhibit 50-ohm impedance, and must also exhibh 50 ohms fixed resistance to
ground. This is necessary for self-test. Identical antennas maybe used for the top and bottom
antennas connected to the GPSSU.
22-05-07
Use or disclosure of information on this page is subject to the restrictionson the
Page 198.147
Jun 1/93
title page of this document.
14. LASEREF@ 111Inertial Reference System (iF?S~
A. HG2W1 A602/HG200fAC02 inertial Relerence Unit (See figures 14-1 and 14-2, and tables 14-1
and 14-2).
The HG2001 At302 or HG2001 A(XJ2 IRU is a $tr~wn, &tiler-tuned navigation system. The
IRU contains the necessary power supplies, sensors, and electronics to compute attitude and
true heading. h turther computes present position, inertial veiociiy vectors, magnetic heading,
sensor systematic error compensation, arid provides the necessa~ d~ita~ signals for the
EFIS/MFD flight displays, f~iht guidance, ?Iightmanagement, weather radar, and other aircraft
systems as required, Leading particulars are listed in table 14-1.
\
AD-22714~
Inettiat Reterence Unit
Figure 14-1
22-05-07
USGor disclosure of informationon this page is subject to the restrictionscmthe title page of this dorwment,
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...7.64
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...4.88
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...13.12
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
inches (194.1 mm)
irtches(124.0 mm)
inches (333.0 mm)
27.0 lb (12.25 kg)
Power Requirements:
Primary AC . . . . . . . . . . . . . . . . . . . . . . . . . . 115Vrms, single-phase, 400 Hz (nominal)
Primary/SecondaryDC . . . . . . . . . . . . . . . . . . . . . . . . . +28 Vdc,80Watts (maximum)
Backup (battery) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..+24Vdc. 4 ampere-hour
Mating Connector (Jo) . . . . . . . . . . . . . . . . . . . . . . . llTCannon PatiNo. BKAD2-313-30001
Mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, MT-260, 4MCU (with Blower Kit)
Honeywell Part No. 26006092-101
Blower Kit:
Optional DC Blower Kit . . . . . . . . . . . . . . . . . . . . . . Honeywell Part No. 26006089-101
Optional AC Blower Kit . . . . . . . . . . . . . . . . . . . . . . Honeywell Part No. 26006089-102
Fan, FN-260 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Honeywell Part No. 26006881-101
Fan filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Honeywell Part No. 26000790-101
14. A. (1)
Leading Particular
Table 14-1
IRU Functional Description
The sensors within the IRU include three laser gyros and three accelerometers that are
mounted on each axis inside of the IRU. This combination of sensors integrates all inertial
sensors in the aircraft, eliminating duplication of systems. The gyms and accelerometers
sense accelerations along and rotation about each of the axes. The IRU is capable of
360-degree displacement in all axes. Using positional changes, a microprocessor within
the IRU pedorms the computations necessary to solve the following equations:
G Primary attitude
G Aircraft linear accelerations (longitudinal, lateral, and normal)
G Aircraft angular rates (pitch, roll, and yaw)
G Inertial velocity (N-S, E-W, ground speed, track angle, and vertical rate)
G Magnetic and true north reference heading
G Navigation position (latitude, longitude, and inertial altitude)
G Wtnd speed, angle, and drift
22-05-07
Page 198.149
Jun lf133
Information is transmitted to and from the DIFCS, Weather Radar System, DADC, FMS,
EFIS, and the MFD System through multiple input and output (1/0) communications ports
(ARINC 429 and ASCB). The HG2001 AB02 uses Versions A and B of the ASCB word
format to transmit data and the HG2001 AC02 uses Version C. Specific information about
ASCB and ARINC word formats can be found in the Installation Manual for the
LASERE~ Ill, Pub. No. Ml 5-3343-011. The accuracy and resolution of the data
provided by the IRU is listed in table 14-2.
NOTE: Accuracy of the IRU attitude angle outputs is directly dependent upon
the accuracy with which the mounting tray is aligned with the aircraft
axes during installation.
14. A. (2) IRU Power Transfer
The IRU power supplies can accept either 115 V ac or +28 V dc power from the aircraft
and backup battery as primary power. Power switching to primary ac, primary dc, or
backup battery power is handle by the IRU,
The +28 V dc aircraft power can be connected as a secondaty power source (pin C-7) to
protect the IRU from ac power interruptions and line transients. When using 115 V ac as
the primaty power (pin C-1), the IRU automatically transfers to +28 V dc power whenever
the primary ac power drops below 85 V rrns. If the voltage level on the +28 V dc power
(pin C-7) also drops below 18 V dc, the IRU automatically transfers to the +24 V dc (pin
C-2) backup battery power.
If the IRU is operating with +28 V dc aircraft power as the primary source, then the IRU
automatically transfers to the +24 V dc backup battery power. The backup battery power
supply must be capable of supplying 24 V dc at a rate of 4 ampere-hours or greater. In
the Citation Vll, this requirement is met by connecting the backup battery input pin to the
28 V dc essential bus. Although the IRU can operate using +24 V dc backup battery
power, it cannot power on using this power source. Primary power(115 V ac or +28 V
dc) from the aircraft is required for the IRU to power on.
(3) Mounting Tray
The IRU (and battery backup) requires external cooling air in accordance with ARINC 600
or ARINC 404 in order to maintain the highest possible mean-time-between-failures
(MTBF). In those installations where external cooling is not available, a mounting tray
with an integral fan is required. The mounting tray is supplied optionally by Honeywell.
NOTE The tray also allows quick installation and removal of the IRU, as well
.
as adjustment of the lRU-to-aircraft body axes alignment.
(4) Blower Kits
Optional cooling fan blower kds (figure 14-2) are available for either ac or dc primary
power installations. The electrical motors for either blower kd use 115 V ac, 400 Hz as
the primary power input. The dc blower kit includes a built-in inverter module for
conversion of aircraft power to the required ac fan voltage. The fan filter snaps directly
onto the top of the fan and consists of a black foam filter that is bonded to a plastic body.
22=05=07
Page 198.150
Jun 1/93
Parameter Limitation Navigation Mode Attitude Mode
1. Present position FAR 121, NA
Appendix G
O.1OO
RES: 0.010
2. Pitch angle
3. Roll angle
None TSO-C4C G
RES: 0.010
None, except for the following TSO-C4C G 0.1 0
RES: O.O1 condition: When cos pitch -
c 0.087, then roll angle = last
computed value
None, except for the following
condition: When cos pitch
c 0.087, then heading = last
computed value
1) Computed between
latitudes (Iat) 73N and
60S only:
a) Between *50 tat
RES: O.O1
4. True heading 0.4
RES: O.1
NA
5. Magnetic heading
2
3
Initial tracking
SET HDG 1
RES: O.1
Operational
accuracy 15 hr
drift fl?aX
b) Greater than 50 Iat
RES: O.1 2) When cos pitch c 0.087;
then heading = last
commtted value
6. Groundspeed None 12 kts
RES: 0.125
NA
7. Vertical velocity Barometric altitude input
required
Minimum range of t70/sec
30 ft/min Same
8. Body axis pitch
rate
0.1 kc or 1% of
output, whichever is
greater.
RES: 0.01 50/see
Same
9. Body axis roll rate Minimum range of *70/sec 0.1 /see or 1% of
greater.
RES: 0.01 50/see
0.1 O/see or 1% of
greater.
RES: 0.01 50/see
Same
10. Body axis yaw rate Minimum range of *40/sec Same
* Attitude accuracy is degraded under dynamic conditions.
Table 14-2
22-05=07
Page 198.151
Jun 1/93
Use or disclosureof informationon thispage issubject10the restrictionson the titlepageof thisdocument.
Navigation Mode Parameter
11. Pitch attitude rate
Limitation
Minimum range of +30/sec
Attitude Mode
0.1 /see or 1% of
greater.
RES: 0.01 50/see
0.1 /see or 1% of
greater.
RES: 0.01 50/see
O.olg
RES: 0.001g
0.01 g
RES: 0.001g
O.olg
RES: 0.001g
Same
12. Roll attitude rate Minimum range of *300/sec Same
13. Body longitudinal
acceleration
Minimum sensing range of *4g; Same
accuracy/resolution required
over +0.5g range
Minimum sensing range of t4g; 14. Body lateral
acceleration
Same
accuracy/resolution required
over tO.5g range
Minimum sensing range of f4g;
accuracy/resolution over fl g
15. Body normal
acceleration
Same
range about fl g reference
NA 16. Earth vertical
acceleration
Minimum sensing range of f4g;
accuracy/resolution over *1 g
range about tl g reference
O.olg
RES: 0.001g
17. Flight path
acceleration
Accuracy/resolution required
over fO.5g range (based on
120 kts around weed)
1o% of output
RES: 0.001g
NA
18. Along track
acceleration
over ~0.5g range (based on
120 kts ground speed)
over *0.5g range (based on
120 kts ground speed)
None, except for the following
conditions: When cos pitch
<0.087, then heading = last
computed value
10% of output
RES: 0.001g
1o% of output
RES: 0.001g
NA
19. Cross track
acceleration
NA
TSO-C5C 20. Platform HDG
21. Track angle true Not computed when velocity
<20 kts; accuracy based on
120 kts ground speed
Not computed when TAS <50
kts or velocity <20 kts
5.0
RES: O.1 BCD
RES: 0.005 BNR
12 kts
RES: 1 ktS
10
RES: 0.7
NA
22. Wind speed NA
Not computed when TAS <50 23. Wind direction NA
kts or velocitv <20 kts
Table 14-2 (cent)
22=05=07
Page 198.152
Jun 1/93
Parameter
24. Track angle
magnetic
25. Drii angle
26. Flight path angle
27. Track angle rate
28. North-south (N-S)
velocitv
29. East-west (E-W)
velocity
30. inertial altitude
31. Potential vertical
speed
Limitation
Not computed when velocity
None
None
Barometric altitude input
required; accuracy specified
with constant altitude input;
filter at steady state; no error
assumed in air data input;
resolution as specified with
maximum granularity of 6 fl
with altitude rate of 8000 ft/min
output
Based on limitations associated
with flight path angle, ground
speed and flight path
acceleration
Navigation Mode
6
RES: O.1
5.0
RES: 0.10 BCD
RES: 0.005 BNR
0.4
RES: O.1
0.25tsec
RES: O.1 BCD
RES: 0.005 BNR
flz Ids
RES: 0.125 ktS
flz Ids
RES: 0.125 ktS
5ft
RES: 1 ft
f30 Wmin
4 ft/min
Table 14-2 (cent)
22-05=07
Attitude Mode
NA
NA
NA
NA
NA
NA
NA
NA
Page 198.153
Jun 1/93
A
1 FANMUST BE INSTALLEDWITH THE
AIRFLOWARROWPOINTING DOWN
FAN FILTER
sEE VIE
REMOVALTA
I
IRU Mounting Tray and Blower Kit
Figure 14-2
/
I
I
I
BLOWERKIT
22-05=07
Page 198.154
Jun 1/93
Useor disclosureof inforrna!ionon thispage is subjectto the restrictionson the titlepage of thisdocurvent.
14. A. (5) IRU Built-in Tests
The IRU performs multilevel built-in software and hardware tests (BIT) to monitor itsetf
and other system components for proper operation in order to detect and record faults.
The purpose of BIT is to detect and isolate failures internal or external to the IRS
wherever possible. All BIT capabilities are executed by the IRU microprocessor in
software. The first occurrence of a failure and a single indication of the first repeat of that
failure is recorded in nonvolatile (maintenance) memory as a fault code. Fault codes are
defined in the Installation Manual for the LASERE~ Ill, Pub. No. Ml 5-3343-011.
(6) IRU Rear Connector Layout (See figure 14-3.)
External plug-in connectors on the rear panel interface the unit to the system LRUS. The
rear connector has three groups of connector inserts (designated A, B, and C), which
provide the following interface functions:
G Cavity A - the top insert group provides the test and signal
interface
G Cavity B - the middle insert group provides the system signal
interface
G Cavity C - the bottom insert group provides the power interface.
This group connects the IRU to the aircraft 115 V, 400 Hz power
bus and the +28 V dc essential bus
A complete listing of the connector pins is provided in the INTERCONNECTS section.
See figure 14-4 for a diagram of the IRU interface.
(7) IRU Orientation (Program Pins)
The IRU can be installed in four possible directions (aft, forward, left, and right) on the
aircraft. Program pins on the rear connector insetts allow the user to define orientation of
the IRU (direction of the handle) for a specific airframe installation. Direction may be
chosen using the right-hand Cartesian axes set as a frame of reference for the IRU
attitude output. Jumper pins are interconnected to configure the IRU and are only read
during power-up initialization. If it is necessary to change the program pins, the system
must be shut down in order to force the IRU to read the pins again. A mrnplete listing of
other program pins can be found in the Installation Manual for the lASERE@ III, Pub.
No. Ml 5-3343-011.
Direction Handle Points
Program Pin Aft Fotward Left Right
B-A2 (ORIENT/1) open jumper to B-Al open jumper to B-Al
B-A3 (oRIENT/2) open open jumper to B-Al jumper to B-Al
IRU Orientation Programming Pins
Table 14-3
22=05=07
Page 198.155
Jun 1/93
Honeywell
MAINTENANCE
MANUAL
CITATION W
o 0
/
ABC DE FGHJK
10000000000
20000000000
30000000000
40000000000
50000000000
600 00 00 0 0 0 0
70000000000
80000000000
90000000000
100 0 0 0 0 0 0 0 0 0
110000000000
120000000000
130000000000
140000000000
150000000000
A BCD E F GH J K
10000000000
20000000000
30000000000
40 000 00 0 0 0 0
50 000 00 0 0 0 0
60 000 00 0 0 0 0
70 000 00 0 0 0 0
.90000000000
90 0 00 0 0 0 0 0 0
100 0 0 0 0 0 0 0 0 0
110 0 0 0 0 0 0 0 0 0
!20 o 0 0 0 0 0 0 0 0
130 0 0 0 0 0 0 e 0 0
140 0 0 0 0 0 0 0 0 0
150 0 0 0 0 0 0 0 0 0
.~.
/
A66~
60 08
70 05
100 1, o
3000
12
0 0
~ TOP
INSERT
B MIDDLE
INSERT
SOCKET
,- .,
ARINC600
CONNECTOR KEY
CODE 96
NOTE:
CONNECTOR PART NO,IS
1OO7O296-REFARINC600
SIZE 2.
CONTACTARRANGEMENT
VIEWFROMMATING CONNECTOR SIDE
lRURear Connector Layout
Figure 14-3
AD-36344#
22-05=07
Page 198.156
Jun 1/93
Use ordisclosure of inforrnationon this page is subject to the restrictions onthe title page of this document.
FMC 1
FMC 2
NDU
ARINC 429
INITIALIZATION
12.5 KHz
DADC 1
d
2
d]
ARINC 575/429
AIR DATA
DADC 2 12.5 KHz
2
I
.
a
2 CLOCK
1
ASCB NO. 2
d
667 KHz
2 DATA
1.
AIR DATA575/429 SEL~
SDI 1
SDI 2
3
SDI 3
SDI 4
=1
IRU ORIENT 1
IRUORIENT2
=1
REMOTE TEST
ASCB DATASELECT
=1
ASCB FORMAT SELECT
MODE DISCRETE 1
=1
MODE DISCRETE 2
MODE DISCRETE 3
=1
J
OPEN/GROUND
DISCRETE
ARINC429
100 KHz
ASCBNO, 1
667 KHz
ACTO BATTXFER
3}
SPECIAL
FUNCTION
ACLOGICFAIL
DISCRETES
t
ANNUNCIATORPOWERIN--d
ANNUNCIATORPOWEROUT ~
+28 V DCNDUPOWER~
b
2 429-1
B
2 429-2
2 429-3
D
2 429-4
b
2 429-5
+
2 429-6
CLOCK
R
2
INPUTS
OPEN/GND
DISCRETE
OUTPUTS
115v Ac,400Hz~
115v AcRTN~
+28 V DC ~
+28 V DC RTN ~
+24 V DC BATTERY ~
+24 V DC BATTERY RTN ~
L ON DC ANNUNCIATOR
b
ALIGN ANNUNCIATOR
NAV RDY ANNUNCIATOR
1=
FAULTANNUNCIATOR
ATT ANNUNCIATOR
1=
NOAIR ANNUNCIATOR
BAIT FAIL ANNUNCIATOR
1-
ON BATTANNUNCIATOR
OPEN/28 V
DISCRETE L CHARGER INHIBIT
OUTPUT
I
I
I
I
I
AD-35345#
IRU INPUT
POWER
L J
IRU Signal Interface Diagram
Figure 14-4
22=05=07
Page 198,157
Jun 1/93
14. B. Mode Select Unit (See figures 14-5 and 14-6, and table 14-4.)
The Mode Select Unit (MSU) provides mode selection, status indication, and test initiation for
one IRU. The MSU mnsists of a mode switch, six annunciators, and a test switch.
TEST
SWITCH
ALIGN FAULT
NAVRDY NOAIR
ON BAIT BAIT FAIL
h
4
\
tiDE
SELECT
ANNUNCIATORS
SWITCH
Mode Select Unit (MSU)
Figure 14-5
AD-3534e#
Dimensions (maximum)
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..3.67 inches (9.35 cm)
Wdh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 inches (14.61 cm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5inches(3.81 cm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.001b(0.45 kg)
Power requirements:
Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 12.5 Watts (maximum)
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . 5 volts rms or dc, 2.5 Watts (maximum)
Mating connector (Jl) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MS3122F18-32S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Standard Dzus rail
Mode Select Unit Leading Particulars
Table 14-4
22-05-07
Page 198.158
Jun 1/93
14. B. (1) Mode Select Switch
The mode select switch selects four basic inertial operating modes; OFF, ALIGN
(alignment), NAV (navigation), and ATT (attitude). The mode select switch also selects
several transitional modes. The mode select switch is detented in the NAV position. It
requires 4 Ibs of force to pull the switch out of detent in order to turn the switch to a
desired position. Selection of inertial modes and submodes are selected by setting the
mode select switch as follows:
(a)
(b)
(c)
(d)
(e)
(f)
(9)
OFF-TO-ALIGN
The inertial reference unit (IRU) enters the power-on/BITE submode. When BITE is
complete, the IRU enters the Align mode. The IRU remains in the Align mode until
the MSU mode select switch is set to OFF, NAV, or ATT.
OFF-TO-NAV
The IRU enters power-on/BITE submode, the Align mode, and upon completion of
alignment, the NAV mode.
OFF-TO-ALIGN-TO-OFF or OFF-TO-NAV-TO-OFF (with two identical incorrect
initialization entries)
The IRU enters the Align mode after completing the power-on51TE submode. If
the operator sets the mode select switch to OFF after entering the same erroneous
initialization data twice, the IRU ignores the erroneous data and does not store it as
the last known position. Instead, the IRU retains position data from the last NAV
mode as its last known position.
ALIGN-TO-NAV
The IRU enters the NAV mode from the ALIGN mode upon completion of
alignment.
NAV-TO-ALIGN
The IRU enters the Align downmode from the NAV mode.
NAV-TO-ALIGN-TO-NAV
The IRU enters the Align downmode from the NAV mode. After 30 seconds, it
automatically re-enters the NAV mode.
ALIGN-TO-AIT or NAV-TO-AIT
The IRU enters the erect attitude submode for 20 seconds, during which the MSU
ALIGN annunciator lights. The IRU then enters the Attitude mode.
When the MSU mode select switch is set to AIT, the IRU remains in the attitude
mode until power is removed from the MSU. To enter the Align or NAV modes
from the Attitude mode, the aircraft must remain stationary and the mode select
switch must be set to OFF for at least 3 seconds before being set to Align or NAV.
22=05=07
Page 190.159
Jun 1/93
14. B. (1) (h) 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 enters the Off mode.
(i) AlT-, NAV-, or ALIGN-TO-OFF-TO-ALIGN, -NAV, or -AIT
If the mode select switch is reset to Align, NAV, or AIT after 3 seconds in the OFF
position, but before the 10 second powerdown procedure has been completed, the
IRU completes the power-down procedure and then restarts power-on procedures.
(2) Annunciators
All of the MSU panel annunciators are driven by discrete outputs (OPEN/GROUND) from
the IRU.
(a)
(b)
(c)
(d)
(e)
(f)
ALIGN
This indicates that the IRU is in the ALIGN mode. A flashing ALIGN annunciator
indicates that an incorrect latitude/longitude entry, or excessive aircraft motion
during alignment.
FAULT
This indicates an IRS fault.
ON BATT
This indicates that backup battery lmwer is being used. This annunciator will
normally come on for about 15 to 20 seconds during the power-up BITE submode.
BAIT FAIL
This indicates that backup battery power is inadequate to sustain IRS operation.
This annunciator will typically light, when the battery voltage is less than 21 V dc.
NAV RDY
The NAV ready annunciator will come on at the end of the ALIGN period to indicate
that alignment is complete.
NO AIR
This indicates that the airfow to cool the IRU is inadequate.
(3) Test Switch
The test mode is selected by pressing the MSU TEST switch, or the IRU INTERFACE
TEST switch. The test mode can be selected in the ALIGN or NAV modes, without
affecting basic IRS functions. The test mode is inhibded if the aircraft groundspeed
exceeds 20 knots. When either test switch is pressed, the IRU outputs a fixed set of test
values to the aircraft instruments.
.
22-05=07
Page 198.160
Jun 1/93
J1
u
e
f
M
N
A
T
s
h
a
x
9
P
Y
z
L
w
v
K
LOGIC GND 4*
*
OFF
MODE SEL 1 5 ALN
T
ATT
OFF
o
I
ALN
MODE SEL 2 3 NAV
Q
T
ATT
o
+20 v Dc
BLOWER
CONTROL
NOTES:
~ CRRENTNOTTOEXCEED 250MA
~ TWO PARALLEL LAMPS ARE USEDON
CG1042ABO3, MOOS O. 1,AND 2.
~ FJIN.11-KNOT USED ON CCi1042AB03.
MOD 0,
~ PIN P1-14USED0NCGt042AB03
AND CG1042ABO4, MOD 2 (-128
AND -129 ASSEMBLIES).
ANNUNCIATOR TEST
ALIGN
NAV RDY
ON BATT
FAULT
I TEST SWITCH S2-2
1
A ON BATT ANNUN HI
1
2
3
4
5
6
7
8
9
10
11
12
14
I
\
I
I
I
I
,
i
S2
J
*
i LA
4 L--J AD-35347#
MSU Schematic
Figure 14-6
22-05-07
Page 198,161
Jun 1193
14. c. Battery Backup (See figures 14-7 and 14-8, and table 14-5.)
The battery backup provides an alternate +24 V dc power source to the IRU when aircraft
~rifyfafy p&wer is I&t.
1-
Battery Backup Unit

Figure 14-7
AD-35348#
Dimensions (maximum)
Length . . . . . .
Width . . . . . . .
Height . . . . . .
Weight (maximum) . .
Power requirements:
Charger input .
Battery output .
Operating time
Mating connector (Jl )
Mounting . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.55 inches (31.5 cm)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.88 inches (12.4 cm)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.61 inches (19.3 cm)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 lb (7.26 kg)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +28 V dc, 10-ampere
. . . . . . . . . . . . . . . . . . +24 V dc, 4 ampere-hour, 280 Watts (maximum)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 minutes
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DPXBMA-33S-OO02
b (cannon or equivalent)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, 1/2 ATR Short
Battery Backup Unit Leading Particulars
Table 14-5
22=05=07
Use or disclosure of information on this page is subject to the restrictions on the
Page 198.162
Jun 1/83
title page of this document.
Each IRU requires a battery backup source. The battew charger begins operation when the IRU
is powered on and continues until fully charged. When fully charged, the backup battery will
supply all required power for at least 90 minutes.
The maximum charger input current with +28
V dc applied is 10 amperes.
The time required to charge the battery depends upon the battery charge level and temperature.
A fully discharged battery at a temperature of 75 F (23.9 C) may require as much as 1 hour to
charge.
The IRU transmits a CHARGER INHIBIT discrete signal (pin A-G9) to the battery during power-
up and BITE submode. This output discrete signal is used to turn off the battery charging
circuitw for 15 seconds while the IRU is being operated on battery power. Figure 14-8 shows
the typ:kal IRU operating time on backup power.
Z,llllllllllll 11. . L. . _l
l l rrrrrnTl l :
_. _. l .
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BATTERYFAILMONITORING LEVEL
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IRU MINIMUM OPERATING ~EVEL,+18 V DC { l\
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II
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TIME - MINUTES
Typical IRU Battery Power Operating Time
Figure 14-8
104 112 120 128 136
AD-35349U
22-05-07
Pages 198.1 63/198.164
Jun 1193
Use or disclosureof informationon thispageis subjectto the restrictionson the titlepage of thisdocument.
SECTION 3
SYSTEM OPERATION
1. General
This section describes the operation of the System by separating the flight director/autopilot
description into the roll (paragraph 3. D), pitch (paragraph 3. E), and yaw (paragraph 3.F) channels of
operation. A table listing the system limits is contained in paragraph 2.
22=05=07
Page 201
Jun 1/93
USeor disclosureof informationon thispage issubjectto the restrictionson the titlepageof thisdocument.
2. SVstem Performance/Operatinq Limits
The system performance/operating limits are presented in table 201. All limits have a tolerance of
*1 O percent.
Mode Control or Sensor Parameter Value
AIP
Basic A/P
Heading
Select
VOR,
VOR APP,
or LNAV
A/P Engage
TCS
Pitch Wheel
Heading SEL Knob
Course Knob and
NAV Receiver
Engage Limit
Roll Control Limit
Pitch Control Limit
Pitch Angle Limit
Pitch g Command
Limit
Roll Angle Limit
Roll Rate Limit
w
Beam Intercept Angle
Roll: Up to t45 deg
Pitch: Up to MO deg
Up to *45 deg Roll
Up to +20 deg Pitch
i20 deg Pitch
Preset
-T deg
*17 deg low bank
switched on GC-81 O
4 degJsec
Up to *9O deg
(HDG SEL) -
Capture Point Function of Beam,
Beam Closure Rate,
and Course Error
Min Trip Point
H() mv dc
Max Trip Point
+18f) mv dc
Roll Angle Limit +27 deg VOR, VOR APP
*3O deg LNAV
Roll Rate Limit 7.5 degkc VOR APP,
4.0 deghc VOR
5.5 deglsec LNAV
Course Cut Limit +45 deg Course Error
During Capture
System Performance/Operating Limits
Table 201
22=05-07
Page 202
Jun 1/93
VOR, Track Course Knob and
VOR APP, or NAV Receiver Roll Angle Limit
LNAV (cent)
Roll Rate Limit
Crosswind
Correction
Over Station:
Course Change
Roll Angle Limit
APR (LOC or Course Knob and NAV Lateral Capture:
AZ) or BC Receiver Beam Intercept Angle
(HDG SEL)
Capture Point
Roll Angle Limit
Roil Rate Limit
Course Cut Limit
During Capture
f27 deg
4.0 deg/sec VOR APP
4.0 deg/sec VOR
Up to &J5 deg
Course Error
Up to *9O deg (VOR)
*3O deg (VOR APP)
*27 deg
Up to *9O deg
Function of Beam,
Beam Closure Rate,
and Course Error
Min Trip Point
*= mv *
Max Trip Point
~180 mv dc for LOC
+~30 mv dc for AZ
7.0 deglsec
&15 deg Course
LOC/AZ Track:
Roll Angle Limit
+24 deg
Roll Rate Limit 5.5 deghc
Crosswind Up to *45 deg
Correction Course Error
Gain Programming Starts at 1500 ft radio
altitude for LOC or
17 NM DME for AZ
Table 201 (cent)
22-05=07
Page 203
Jun 1/93
Mode Control or Parameter Value
APR (GS or NAV or MLS
GP) Receiver
GA Control Switches
on Throttles
(Disengage A/P)
Pitch Hold TCS Switch
Depressed
ALT Hold or ADC or FMS
VALT Hold
VS Hold ADC
GS/GP Capture:
Capture Point
Pitch Command Limit
Pitch Rate Limit:
Gain Programming
Fixed Flight Director
Pitch-Up Command;
Wings Level in Roll
Pitch Attitude
Command
ALT Hold Engage
Range
ALT Hold Engage
Error
Pitch Limit
Pitch Rate Limit
VERT Speed Engage
VERT Speed Hold
Engage Error
Pitch Limit
Pitch Rate Limit
<150 mV GS Beam
Deviation TAS,
and VS
+10 deg, -15 deg
Preset
Minimum 2.0 deg/sec
Starts at 1500 ft radio
altitude for GS or
6 NM DME for GP
10.0 deg nose up
+ZO deg Maximum
o to 65,536 ft
M() ft
Ho deg
Preset
Oto %000 ft/min
-6000 ft/min
*3O ~min
Ho deg
300
~S(ti deghec max)
Table 201 (cent)
22-05=07
Page 204
Jun 1/93
Use or disclosure of informationon this page is subject to the restrictionson the title page of this doc~lment.
FLC or ADC or FMS Engage Range
VFLC
Hold Engage
Error
Pitch Limit
Pitch Rate Limit
ALT ADC and Altitude Preselect Capture
Preselect Preselect Range
Controller
Maximum Vertical
Speed for Capture
Capture Maneuver
Damping
Pitch Limit
Pitch Rate
Limit Limiter
Synchronized
at Bracket
Maximum Altitude
Capture Error
VPTH FMS Altitude Range Path
Angle Range
80 to 350 kn
0.4 to 0.85 MACH
*5 kn
t.01 MACH
,2*xlQQWl)
sec TAS
o to 65,536 f!
Complemented
Vert Acceleration
Preset
Q5 H
-1 to -6 deg
Table 201 (cent)
22=05=07
Page 205
Jun 1/93
3. Flight Director/Autopilot Functional Description
A. General
Paragraph 3.B discusses conditions and functions that are referred to in the text accompanying
each mode of operation in paragraphs 3.D, 3.E, and 3.F. Paragraphs 3.D, 3.E, and 3.F discuss
the signal flow thru the flight guidance computer for each flight path mode and the associated
roll, pitch, or yaw flight control axis. Figure 208 (sheets 1 thru 5), figure 209 (sheets 1 thru 9),
and figure 210 (sheets 1 and 2) are simplified diagrams that show the signal flow and
interconnect wiring for the applicable selected flight director mode and autopilot axis. Figures
201 thru 209 are mode select, switching, and AP engage logic diagrams that are used in
conjunction with figures 208, 209, and 210 to aid in understanding the system operation,
B. Control Functions
(1) Lateral Beam Sensor (LBS)
When flying to intercept the VOR or LOC beam in the heading select mode, the LBS will
be tripped as a function of beam deviation, 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 is *35 mV. The maximum LBS
trip point is *180 mV.
(2) 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 a
capture sensor is satisfied. The capture sensor mwnbhes 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.
In the back course (BC) mode, the VBS is locked out when BC is selected.
When capturing from above the beam, the aircraft must be descending at a rate that will
create a suitable intercept angle.
22=05=07
Page 206
Jun 1193
3. B. (3) Glideslope Gain Programming
Gain programming starts after the VBS trips, when LOC II is established. The gain is
programmed as a function of radio altitude. If the radio altimeter is invalid, gain
programming occurs at GS capture and is controlled by a runway height estimator. The
value estimated is a function of GS capture, GS track, and middle marker. At GS capture,
the height is estimated at 1500 feet. At GS track and middle marker not passed, the
height is 250 feet. At GS track and middle marker passed, the height is 100 feet.
(4) True Airspeed (TAS) Gain Programmer
TAS gain programming is used to program heading selected error, course select error,
pitch wheel command, air data commands, and glideslope deviation to achieve
approximately the same aircrafl response regardless of the aircrafts airspeed and altitude.
The TAS computation is derived from airspeed, altitude, and outside air temperature.
(5) ADI Command Cue
When a command signal is applied to the cue input, the cue will move cw or ccw (roll) or
up or down (pitch). This provides the required visual cue to allow the pilot to maneuver
the aircraft in the proper direction to reach the desired flight path.
If the information required to fly the desired flight path bemmes invalid, the command bar
is biased from view.
NOTE. If crosspointer cues are displayed, selection of just a lateral
.
mode will cause both the lateral and vertical bars to be
displayed. The vertical mmmand bar will command pitch hold,
Selection of only a vertical mode will cause only the vertical
bar to be displayed.
(6) 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.
The VOR over station sensor trips when the following conditions are satisfied:
(a) VOR track has occurred plus 3 seconds of elapsed time.
(b) Either of the following conditions occurs:
G Distance to the station less than one-fourih of the barometric altitude and DME valid.
Lateral deviation is greater than 75 mV and the rate of deviation is greater than 8 mV
per second and the DME is not valid.
(7) VApP 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,
22-05-07
Page 207
Jun 1/93
3. B. 7.
(8)
(9)
The VOR approach over station sensor trips when the following conditions are satisfied:
(a) VAPP TRACK has occurred plus 3 seconds of elapsed time.
(b) Either of the following conditions occurs:
G Distance to the VOR station less than 3000 feet and DME valid.
G Lateral deviation is greater than 75 mV and the rate of deviation is greater than 8 mV
per second and the DME not valid.
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:
. GS capture plus 15 seconds.
G Localizer has gone into track 1 or track 2.
G GS deviation must be less than 37.5 mV.
c The vertical deviation must be changing at a rate of less than 3 ftkec.
GS CAP
The foIlowing conditions are all necessary for glideslope capture:
(a) Glideslope mode is armed plus 3 seconds.
(b) The Iocalizer mode is captured or in the track phase.
(c) Glideslope deviation is less than 150 mV.
(d) Either of the following conditions is satisfied:
G The VBS tripped
G GS deviation less than 20 mV
(10) VOR AOSS 1, VOR AOSS 2, VAPP AOSS 1, and VAPP AOSS 2
When the aircraft is flying in the 0SS state, beam deviation is continually monitored to
determine when it is again usefut 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 usable information.
22=05=07
Page 208
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the title page of this docuTent.
3. B. (10) (a) VOR AOSS 1 and VAPP AOSS 1 will occur when the following conditions are all
satisfied:
G VOR 0SS or VAPP 0SS has occurred dependent on the active lateral mode.
G
A calculated period of time has elapsed since the last to/from transition on the
HSI 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 requirai to trip AOSS 1.
(b) VOR AOSS 2 and VAPP AOSS 2 will occur when the following conditions are all
sat isfied:
G The respective VOR AOSS 1 or VAPP AOSS 1 has tripped plus 3 seconds.
G Beam deviation is less than 75 mV.
. Beam rate is less than 25 feet per second
Once VOR AOSS 2 or VAPP AOSS 2 trip, beam deviation will again be part of the
control signal.
(11) VOR CAP and VAPP CAP
VOR capture and VOR approach capture occur when the following conditions are all
satisfied:
(a) The respective mode has been armed plus 3 seconds of elapsed time.
(b) Lateral deviation is less than 175 mV.
(c) The lateral beam sensor (LBS) has tripped.
(12) VOR Track and VAPP Track
VOR track and VOR approach track occur as the aircraft is established on beam center
and the following conditions are all satisfied:
(a) The respective mode has been captured or AOSS 2 has occurred.
(b) Ninety seconds of elapsed time from capture.
(c) Lateral deviation rate is less than 50 feet per second and the aircraft bank angle is
less than 6 degrees.
22=05=07
Page 209
Jun 1/93
The track condition is identified when the green asterisk extinguishes. At this time course
error is eliminated from the command signal, leaving beam deviation and inettial damping
from AHRS to maintain the aircraft on beam center.
3. B. (13) 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:
(a) LOC armed plus 3 seconds.
(b) Beam deviation is less than 175 mV.
(c) Either of the following occurs:
G Lateral beam sensor trips.
G Beam deviation less than 35 mV.
(14) LOC CAP 2 and BC CAP 2
Localizer 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:
(a) LOC CAP 1 plus 3 seconds.
(b) Course error less than 35 degrees.
(c) Beam deviation less than 110 mV.
(15) LOC Track 1 and BC Track 1
Localizer track 1 and back course track 1 signify the aircraft being on beam center and
the roll rate limit being decreased from 7.5 degkec during the capture phase down to 5.5
degkec in the track submode. At the track submode occurrence, the course error is
eliminated from the control signal, leaving beam deviation and lateral damping from AHRS
to maintain the aircraft on beam center. The track 1 phase will occur when the following
conditions are all satisfied:
(a) LOC CAP 2 plus 30 seconds.
(b) Change in heading rate less than 0.5 degree/second.
(c) Localizer beam deviation less than 20 mV.
(d) Aircraft bank angle less than 6 degrees.
22-05=07
Page 210
Jun 1/93
3. B. (16) 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 ceriain 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:
(a) LOC track 1 has been tripped.
(b) The aircraft is descending at a vertical speed which would indicate a runway
approach.
(c) Either of the following conditions has occurred:
G Distance to the transmitter is less than approximately 5 miles and the radio
altimeter is invalid.
G Radio altitude less than 1200 feet with the radio altimeter valid.
C. Flight Director Mode Selection (See figure 206.)
There are nine mode select pushbutton switches located on the GC-81 O Flight Guidance
Controller as shown on sheet 1. When one of these switches is pushed, a ground (PB ARM) is
provided at 1lJ1 -47 to the FZ-800 to interrupt the A processor. Also, when a switch is pushed,
the ground to the GC-81 O PISO is removed and 5 volts is applied to the parallel input of the
PISO. The clock and strobe for the PISO is received from the FZ-800. The pushbutton serial
data output from the PISO device is routed to the SIPO device of the FZ-800 which provides a
parallel output to the A processor. A signal representing the mode selected is provided on the
ASCB to the EFIS Symbol Generator to annunciate the mode selected on the EADI.
Figure 207, sheets 2 thru 12, show the logic conditions required to annunciate each mode and
ala the conditions that will reset or clear a selected rmde. For example, VOR ARM (sheet
annunciated on the EADI when the NAV switch is pushed on the GC-81 O and the following
conditions are met:
G
G
G
G
Tuned to VOR frequency (V/L Select)
Not tuned to Iocalizer (~L)
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.
2) is
22=05=07
Page 211
Jun 1/93
Honeywell
If VOR is annunciated in white indicating the
following inputs are present to the OR gate
GA
APP SEL
VOR CAP
HSI SEL
NAV SOURCE CHANGE
STANDBY
MAINTENANCE
MANUAL
CITATION Vll
mode is armed, the mode will be reset if any of the
to reset (R) the flip-flop:
Also, the mode will be cleared if any of the following inputs are present to the OR gate to clear
(CLR) the flip-flop:
. Flight Guidance Computer Valid not present (FGC VALID)
. Voted Automated Heading Reference System Valid not present (VAHRS VALID)
G Selected Digital Air Data Computer Valid not present (SDADC VALID)
G Tuned to a Localizer Frequency (lTL)
G Selected HSI valid not present for two seconds (SEL HSI VALID 2 SEC)
22=05=07
Page 212
Jun 1/93
MAINTENANCE
MANUAL
CITATION Vll
11
1
2
3
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5
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ANNUNCIATOR OATA
7
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STROBE
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TEST I
k
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PARALLEL r
OUTPUTS
CLOCK
c =
ANNUN.
DRIVERS
ANN VLD
t
END AROUNO
LAMP LAMP TEST
TEST 1 * - DRIvE 1
#k
+ CLOCK
WRALLEL
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-1
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1
ERIAL OUT
I I ~ LEFTiRIGHT \ 2
-------- .
n,,,-c ,,,, .,..
4iL-
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Yo
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NOTIES,
I
1. THE TNREE SWITCHES ARE
LASELEO AR VO, ANO NW SEL.
2. TNE INPUT IS LEVEL SHIPTEO
TO mowos A 5 voc PARALLEL
INPuTTOTNEPIS4 mo&oPl wm --
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CHANNEL
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GENE~ATORS
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AP, YD, HSI SEL, and GA
Mode Select Diagram
Figure 201
22-05-07
Pages 213/21 4
Jun 1/93
Use or disclosure of informationon this page is subject 10the restrictions on the title page of this document.
.- MAINTENANCE
-
1
iG-816 SYMBOL GENERATOR
\
lJIB 65J1A
64
75
76
70
79
69
7a
72
73
i
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DATAA
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CLOCK A
I
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65
ROLL AND PITCH ATTITUDE
d
~ (EFIS PRIVATE LINE ASCB)
\
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CLOCK ~
I
ATTITUDE ROLL
I
SOURCE ATTITUDE ROLL VERTICAL TRACK
DECISION HEIGHT ANNUNCIATOR POINTER SCALE ALERT
\ \ \ \l
-
[C=2 }
ASCB ADATA
I
PITCH AND ROLL
COMMAND
I
(NOTE 2)
ANNUNCIATORS
I
FASTK3LOW \
(NOTE 3 AND 4)
POINTER
I
GUIDANCE
COMPUTER
I
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STATUS
DISPLAY
65JlA/
65J2B INDICATORS
(NOTE 5)
VERTICAL
DEVIATfON
AIRCRAFT / ~
SYMBOL
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\
SPHERE
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DECISION
I
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DISPLAY
}
ASCBACLOCK
G ASC8 INPUTS G ASCB OUTWTS
FD PITCH LOCK3S
ANO ROLL CMD -OUTEWMIDOLE
VNAV INNER MARKERS
FD MODE RADIO ALT
65J2a
}
AscB WDATA ANNUNCIATION ATT ERROR
LOGIC
}
ASCB B- CLOCK
-)
+ANGLE OF
ATTACK
ANGLE OF
ATTACK (AOA)
SENSOR
AOA VALID
1 I
_164Jl B
RNZ-8w NAV RCVR
{ ;:
+ 89
RS-422
* 1
OUTPUT
164J1A
d
1
- 59
LOCIGS AND
)
OUTER/MIDDLE/
INNER MARKER
AND VALIDS
u
I
EXPANDED INCLINOMETER RISING RADIO
LOCALIZER RUNWAY ALTITUOE
OR AZIMUTH DISPtAY
= (RS-422)
I
POINYEf(
NOTES:
(NOTE 1) ,,
WHEN NOT TUNED TO AN ILS FREQUENCY, THE RATE
OF TURN POINTER AND SCALE IS PRESENT IN PLACE OF
THE EXPANDEDLOCALIZER. WHEN MLS IS SELECTED, THE
EXPANDEDLOCALIZER POINTER DISPLAYSAZIMUTH
}
RAOIO ALT
DEVIATION.
THE CUE ON THENON-HSI SELECTEDSIDE MAYBE
BIASEDFROMVIEWBYPRESSINGTHE FDCMD BUTTON
ON THE DC-6WION THATSIDE.
2.
I
I
I 2,vDcRAvAL,Dly~RAvAL,D
3.
4.
AWHITE BOXIS DRAWNAROUNDTHE MODE
ANNUNCIATORWHENANAUTOMATICMODE
TRANSITION CXCURS. (IN THIS CASEGS ARMTO GSCAP)
L
LA
() INDICATESTHECAPTUREOF A LATERALORVERTICAL
MODE. THE ()ISREMOVEDINTHE TRACKING (ON COURSE)

MODE.
5. REFER TO FIGURE203 FOR INTERCONNECT WIRING
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ED-8oo EADI Display Flow Diagram
Figure 202
22-05-07
Pages 215/21 6
Jun 1/93
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22-05=07
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22-05-07
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22-05-07
Pages 221/222
Jun 1/93
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22-05=07
Pages 22S224
Jun 1/93
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22=05=07
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22=05=07
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22-05=07
Page 233
Jun 1/93
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Jun 1/93
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22-05-07
Pages 243/244
Jun 1/93
3. D. Roll Channel Functional Operation
(1) Heading Select (HDG) mode (See figure 208, sheet 1.)
The heading select mode is used to intercept and maintain a magnetic heading. The
mode is engaged by pressing the HOG button on the GC-81 O Flight Guidance Controller.
HOG will be annunciated on the EADI. Engaging the heading select mode will reset all
previously selected lateral modes. The flight guidance computer will now generate the
proper roll command to bank the aircraft to intercept and maintain the pilot selected
heading.
The heading cursor on the EHSI is positioned around the compass card to the heading
the pilot desires to intercept, using the heading knob on the RI-206S Instrument Remote
Controller (IRC). The heading select signal from the IRC to the SG-816 Symbol
Generator represents the desired ainxaft heading. In the symbol generator, the desired
aircraft heading is compared against actual aircraft heading and the resultant heading
select signal is routed to the FZ-800 Flight Guidance Computer through the Avionics
Standard Communications Bus (ASCB).
In the flight guidance computer, the heading error signal is TAS (True Airspeed) gain
programmed. TAS gain programming is performed on the heading error signal to achieve
approximately the same aircraft turn radius, regardless of the aircrafts airspeed and
altitude. The TAS computation is derived from airspeed and barometric altitude
information provided from the AZ-81 O Digital Air Data Computer, through the ASCB.
From the TAS gain programmer, the heading select command is routed to figure 208,
sheet 4, and is processed as discussed in paragraph 3. D.(8).
(2) VOR (NAV) Mode (See figure 208, sheet 2.)
The VOR mode provides for automatic intercept, capture and tracking of a selected VOR
radial. Prior to engaging the mode, the pilot would perform the following:
G Tune the navigation receiver to the desired VOR frequency.
G 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.
G Set the course pointer on the EHSI for the desired course to be flown toward or away
from the station.
G Set the heading cursor on the EHSI for the desired heading intercept for the selected
course, since the heading select mode is normally used to achieve the VOR intercept.
. Select NAV as the navigation source on the DC-81 O EFIS Display Controller.
With the aircraft outside of the normal capture range of the VOR signal (typically the CDI
on the EHSI is greater than two dots), the pilot selects the NAV button on the GC-81 O
Flight Guidance Controller. At this time, the EADI annunciates HDG in green and VOR in
white. The FZ-800 Flight Guidance Computer is now armed to capture the VOR signal
and is generating a roll command to fly the heading select mode as previously discussed
in paragraph 3.0.(1).
22=05=07
Page 245
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the title page of !his document.
When reaching the lateral beam sensor (LBS) trip point, the system automatically drops
the heading select mode and switches to the VOR capture phase. The following is
observed on the EADI:
G The white VOR annunciator extinguishes
G The green HDG annunciator extinguishes
G A green VOR* is annunciated
The asterisk indicates the system is now in the capture phase of operation. The FZ-800
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 EHSI using the course knob on the
RI-206S Instrument Remote 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 SG-816 Symbol Generator
to the FZ-800 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 turn radius
for a given command, regardless of the aircrafts airspeed and attitude. The TAS
computation is derived from airspeed and barometric altitude information provided from
the AZ-81 O 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 SG-816 Symbol
Generator on the Collins Proline II bus. From the symbol generator, the radio deviation
signal is routed to the FZ-800 through the ASCB, where the signal is lateral gain
programmed.
The lateral gain programming is performed as a function of DME distance to the station
and barometric aftitude. 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). 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 flight path 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 towafd 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 asterisk on the VOR message
displayed on the EADI is removed. At this time, the VOR TRK + VOR APP TRK switch
opens. This removes course error from the roll command, leaving radio deviation, roll
attitude and lateral acceleration from AHRS, to compensate for beam standoff in the
presence of a crosswind,
22=05=07
Page 246
Jun 1/93
Useor disclosureof informationon thispage is subjectto the restrictions on the title page of this document.
As the aircraft approaches the VOR station, it will enter a zone of unstable radio signal.
This zone of confusion radiates upward from the station in the shape of a truncated cone.
In this area, the radio signal becomes highly erratic and it is desirable to remove it from
the roll command. The over station sensor monitors for entry into the zone of confusion
and opens the 0SS switch, removing radio deviation from the roll command. When the
aircraft exits the zone of confusion, the system displays VOR* on the EADI, again
indicating it is in the capture mode. When track conditions are again satisfied, the
asterisk is removed.
From the course cut limiter, the VOR SEL command is routed to figure 208, sheet 4 and
is processed as discussed in paragraph 3. D.(8).
3. D. (3) VOR Approach (VOR APP) Mode (See figure 208, sheet 2.)
The VOR Approach mode provides for intercept, capture, and tracking of a selected VOR
radial when less than 25 DME miles from the VOR station, or when using the VOR as an
approach reference to land. The VOR approach mode is set up and flown exactly like the
VOR mode, with the following differences.
G Select the APP pushbutton on the GC-81 O Flight Guidance Controller.
G Capture and track annunciators on the EADI will identify VOR APP.
G Selected gains in the FZ-800 Flight Guidance Computer are changed to optimize
system performance in the VOR APP mode.
(4) LNAV Mode (See figure 208, sheet 2.)
The LNAV mode provides for the automatic intercept, capture, and tracking of a selected
ground track to a waypoint or destination utilizing a composite steering command from a
long range navigation system. To fly LNAV information, the pilot would enter the
navigation problem into the long range NAV system in accordance with established
operating procedures. The pilot then selects:
G FMS on the DC-81 O Display Controller
. The NAV button the the GC-81 O Flight Guidance Controller
The EADI will annunciate LNAV* in green. With FMS selected as the navigation source,
the FZ-800 will go immediately into the capture phase of operation.
The LNAV steering command is routed to the FZ-800 and treated as two wire radio
information. Since lateral gain programming of the steering command is done in
the FMS unit itself, it is not necessary to do it again in the FZ-800.
(5) Localizer Mode (See figure 208, sheet 3.)
The kxalizer mode provides for automatic intercept, capture, and tracking of the front
course Iocalizer beam, to line up on the centerline of the runway in use. Prior to mode
engagement, the pilot would perform the following:
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c Tune the navigation receiver to the published front course Iocalizer frequency for the
runway in use.
c Set the course pointer on the EHSI for the inbound runway heading.
c Set the heading cursor on the EHSI for the desired heading to perform a course
intercept.
Q Select NAV as the navigation source on the DC-81 O Display Controller.
The EHSI now displays the relative position of the aircraft to the center of the Iocalizer
beam and the desired inbound course. With the heading cursor set for course intercept,
the heading select mode will be used to perform the intercept. Outside the normal
capture range of the Iocalizer signal (between one and two dots on the EHSI), pressing
the NAV button on the GC-81 O Flight Guidance Controller will cause the EADI to
annunciate:
G LOC in white
c HDG SEL in green
The aircraft is now flying the desired heading intercept and the system is armed for
automatic Iocaiizer beam capture.
With the aircraft approaching the selected course intercept, the lateral beam sensor (LBS)
is monitoring kxalizer beam deviation, beam rate, and TAS. At the computed time, the
LBS will trip and capture the Iocalizer signal. The flight guidance computer now drops the
heading select mode and generates the proper roll command to bank the aircraft toward
Iocalizer beam center. When the LBS trips, the EADI displays LOC* in green. The
asterisk indicates that the system is in the capture mode of operation.
As the aircraft continues toward Iocalizer beam center, the computer enters the LOC CAP
2 subrnode. With the aircraft almost lined upon Icrcalizer beam center, the computer will
automatically change to the LOC TRACK 1 and the LOC TRACK 2 submodes. This is
annunciated on the EADI by the removal of the green asterisk.
When the course select pointer was set on the EHSI using the course knob on the
RI-206S Instrument Remote Controller, the course select error signal was established.
This signal represents the difference between actual aimraft heading and desired aircraft
course.
The course select error signal is routed to the FZ-800 Flight Guidance Computer from the
SG-816 Symbol Generator through the Avionics Standard Communication Bus (ASCB).
Next, the course error signal is TAS (True Airspeed) gain programmed. TAS gain
programming is performed to achieve approximately the same aircraft turn radius for a
given command, regardless of the aircrafts altitude and airspeed. The TAS computation
is derived fmm airspeed and barometric altitude information provided by the AZ-81 O
Digital Air Data Computer through the ASCB. After being TAS gain programmed, the
course error signal is summed with radio deviation information.
22=05=07
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Useor disclosureof informationon thispageis subjectto the restrictionson the titlepageof thisdocument.
The radio deviation signal is routed from the navigation receiver to the SG-816 Symbol
Generator on the Collins Proline II bus. From the symbol generator, the radio deviation
signal is routed to the FZ-800 through the ASCB, where the signal is lateral gained
programmed.
Lateral gain programming is required to adjust the gain applied to the Iocalizer signal due
to the aircrafi approaching the Iocalizer 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:
G A calculated range mode
G 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.
From the lateral gain programmer, the Iocalizer signal is filtered, amplified, and summed
with the course error signal. The resultant Iocalizer command signal is then course cut
limited. The course cut limiter functions primarily when approaching Iocalizer 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 flight path to get onto
Iocalizer beam center sooner. This is done to prevent overshooting Iocalizer 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 Iocalizer beam.
When the aircraft meets the LOC track conditions, the LOC TRK + BC TRK 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.
From the course cut limiter, the Iocalizer command is routed to figure 208, sheet 4 and is
processed as discussed in paragraph 3. D.(8).
3. D. (6) Localizer Approach Mode (See figure 208, sheet 3.)
The Iocalizer approach mode provides for automatic intercept, capture, and tracking of the
front course Iocalizer and glideslope signals. This allows the pilot to fly a fully coupled ILS
approach. The mode is set up and flown exactly like the Iocalizer mode, with the
following differences:
c On the GC-81 O Flight Guidance Controller, the APP button is selected.
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Use or disclosureof informationon thispageissubjecttothe restrictionson the titlepage of thisdocument.
With the aircraft outside the normal Iocalizer capture limits, the EADI will annunciate the
following modes at this time:
G HDG SEL in green
G LOC in white
G GS in white
Any other vertical mode in use at this time will also be annunciated on the EADI. At
Iocalizer capture, the EADI will annunciate:
G LOC* in green
G GS in white
G Any other vertical mode in use at the time
The flight guidance computer now generates a roll command to smoothly capture and
track the Iocalizer signal. Wfih the Iocalizer signal captured, the ainxaft proceeds inbound
and at the computed time, will automatically capture and track the glideslope signal.
At this time, the EADI will annunciate:
G LOC* in green
c GS* in green
The aircraft is now flying a fully coupled ILS approach.
3. D. (7) Back Course (BC) Mode (See figure 208, sheet 3.)
The back course mode provides for automatic intercept, capture, and tracking of the back
course Iocalizer signal. When flying a back course Iocalizer approach, glideslope capture
is automatically inhibited. The back course mode is set up and flown exactly like a front
course Iocalizer approach, with the following differences:
G On the GC-81 O Flight Guidance Controller, the BC button is selected.
With the aircraft outside
following at this time:
G HDG SEL in green
G BC in white
At Iocalizer capture, the
. BC* in green
the normal Iocalizer capture limits, the EADI will annunciate the
EADI will annunciate:
When the back course mode was selected on the GC-81 O, logic in the flight guidance
computer was established to internally reverse the polarity of the course error and
Iocalizer signals. Additionally, a gain change takes place in the computer when BC is
selected, since the aircraft will now be closer to the Iocalizer 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 Iocalizer signal.
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Jun 1/93
Honeywell
3. D. (8) Roll Autopilot Mode Flow (See figure
The roll autopilot diagram shows two
MAINTENANCE
MANUAL
CITATION Vll
208, sheet 4.)
signal paths for the lateral steering command. The
first path is with the autopilot disengaged and routes the lateral steering command to the
SG-816 Symbol Generator only. This path is discussed in paragraph 3. D.(8)(a). The
second path is with the autopilot engaged, and routes the lateral steering command to
both the symbol generators and to the aileron sefvo drive motor. This path is discussed
in paragraph 3. D.(8)(b).
When the autopilot is engaged and no lateral flight director mode is selected, the system
will automatically roll the aircraft wings level, and then revefi to the basic autopilot mode
of heading hold. This is discussed in paragraph 3. D.(8)(c). The roll hold mode of opera-
tion is discussed in paragraph 3. D.(8)(d), the go-around mode is discussed in paragraph
3. D.(8)(e), and the emergency descent mode (EDM) is discussed in paragraph 3. D.(8)(f).
(a) Lateral Steering Command with Autopilot Disengaged
With the autopilot disengaged, the selected flight director steering command is
routed through the following:
G Rate Limiter
G Bank Angle Limit
G Roll Hoki Switch
G Summing Point
G AP Engage Switch
G Roll Bar Bias Switch
The steering command is then routed to the SG-816 Symbol Generator through the
ASCB to drive the flight director cue on the EADI.
As the pilot banks the aircraft to follow the steering command, roll attitude
information is provided to the summation point from the AHRS through the AP ENG
switch. As the steering command is satisfied, the flight director cue is centered on
the EADI 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 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:
c The aircraft is rolling back to a wings level attitude
G The flight director command is satisfied
. The roll attitude signal is going to zero
G The flight director cue on the EADI is returning to center
Roll bar bias (RBB) is a fixed voltage level used to bias the flight director command
cue out of view to prevent the pilot from flying invalid data, The command cue is
biased out of view if:
c No flight director mode is selected
c The flight director is not valid
22=05-07
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Jun 1/93
Flight director valid comprises the following:
G CPU A 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
nonrnonitored processor.
G Flight director flag/annunciator valid, which is a direct discrete output from the
A CPU to drive the FD flag on the ADI and enable the annunciator drivers on
the same side guidance controller channel.
G FGC power supply valid, which monitors the internal power supply voltages for
proper operating levels.
3. 0. (8) (b) Lateral Steering Command with Autopilot Engaged
With the autopilot engaged, the selected flight director
through the:
. Rate Limiter
G Bank Angle Limiter
. Roll Hold Switch
. First Summation Point
G ~M Switch
G Second Summation Point
steering command is routed
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 EFIS symbol generator.
The second path routes the steering command to a *8 degrees position command
limiter, is gain adjusted and applied to a pulse width command limiter and output
servo amplifier.
The pulse width command limiter sewes 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 and polarity 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-200 aileron semo drive motor
and to the A processor current monitor to check for setvo runaway current. The
SM-200 is a permanent magnet dc motor that utilizes a dc tachometer for rate
feedback. It does not use a position feedback transducer. As the servo motor
drives the aileron, it also drives the dc tach generator and aileron position synchro
through mechanical coupling (represented by a dotted line). The tach generator
provides a rate feedback signal that setves 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.
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Jun I/93
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 AHRS, is summed
with the steering command prior to the t45 bank limiter. This allows the feedback
position signal to drive the aileron back to its neutral position.
The aileron position synchro output adds to the tach generator signal to
compensate for any deadzone in the aileron rigging.
As the steering command is satisfied and diminishes in size, the roll attitude signal
bermmes dominant and provides a command to move the aileron in the opposite
direction, to return the aircraft to a wings level attitude. The sewo loop follow up
would be identical to that just discussed.
If the summation of command and roll attitude are notexactly 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 flight path or attitude standoffs.
3. D. (8) (C) 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
rouhxf through the following:
G Rate Limiter
G Bank Angle Limiter
G Roll Hold Switch
G First Summation Point
G =M Switch
G Second Summation Point
At the second summing point, roll attitude provided by the AHRS 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 AHRS.
This attitude signal is now routed to the aileron servo drive as discussed in
paragraph 3. D.(8)(b).
As the aircraft rolls to a wings level attitude, the system will automatically switch to
the heading hold mode. Heading hold is defined as:
c No lateral flight director mode selected
G Bank angle less than 3 degrees and 10 seconds
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Jun 1/93
3.
3.
D. (8) (d)
D. (8) (e)
(f)
When we are HDG HOLD (refer to figure 208, sheet 1), heading information from
the AHRS 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. Actual heading information is
now compared to the reference heading. Any difference between the two is TAS
gain programmed and routed to figure 208, sheet 4. The heading hold error signal
is now routed to the aileron servo drive, as previously described in paragraph
3. D.(8)(b).
Roll Hold Mode
The autopilot recognizes the roll hold mode as being operational when:
G No lateral flight director mode is selected.
G The aircraft bank angle is greater than 6 degrees.
G Touch Control Steering (TCS), was used to initiate the bank maneuver.
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 AHRS is
entered into the roll hold reference block. Wtih 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 sefvo 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. 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. D.(8)(b), to fly the aircraft back to the reference
bank angle.
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 GA button located on the left throttle handle or on the control
wheel. Wtih go-around selected, all flight director modes are cancelled, and the
autopilot is disengaged. Laterally, the pilot sees a wings level command on the
EADI.
Emergency Descent Mode (EDM) (See figure 208, sheet 5 and figure 209, sheet
7.)
At an altitude above 34,275 feet, a ground is always present, but is only applied to
the autopilot to initiate EDM when there is a cabin decompression (cabin altitude of
13,500 feet or greater). This ground is filtered for a 1 second delay to prevent
spurious signals from initiating EDM. Upon detection of the EDM ground, all other
modes are reset.
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Jun 1/93
Use or disclosure of information on this page is subject to the restrictionson the title page of this documenl.
The autopilot generates a pitch down command proportional to the difference
between IAS and VMO. This command signal is limited to 6 degrees,
Simultaneous to the pitch down maneuver, the autopilot commands a 35 degree
bank angle for a perimf of approximately 48 seconds. During the emergency
descent, the system performs a flare computation of the form (h + 20 hs O) where
h is the difference between the aircraft altitude (ft) and the 15,000 ft flare altitude,
and h is the aircraft vertical speed (ft/see). At the point the flare computation is
satisfied, the autopilot switches into the EDM FLARE mode. In this mode, the
autopilot generates a pitch command proportional to the difference between the
aircraft altitude and the flare altitude. The system remains latched into the EDM
FLARE mode until cancelled by disengaging the autopilot.
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Pages 255/256
Jun I/93
Use or disclosure of information on this page is subject to the restrictions on the title page O( this document,
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22-05=07
Pages 257/258
Jun 1/93
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22-05-07
Pages 259/260
Jun lt93
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22-05-07
Pages 261/262
Jun 1/93
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22- 05=07
Pages 263/264
Jun 1/93
Use or disclosureof informationon thie page is subjeot to the restrictionson the title page of this document,

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22-05=07
Pages 265/266
Jun 1/93
Use or disclosure of information on this page is subject to the restrictions on the title page c this document.
3. E. Pitch Channel Functional Operation
(1) Flight Director Pitch Attitude Hold Mode (See figure 209, sheet 1.)
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 EADI. The pitch command on the EADI 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
GC-81O when the autopilot is engaged. [Refer to discussion in paragraph 3. E.(8)(c).]
Prior to the mode being operative, AHRS pitch attitude information is applied to a
summation point and then routed through a closed [PITCH HOLD + (AP ENG . T=s
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 flight director mode is selected, the [PITCH HOLD + (AP ENG o=S
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 EADI. 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
cue on the EADI returns to center.
The pitch reference signal is limited to MO degrees and then routed to figure 209, sheet 6
and is processed as discussed in paragraph 3. E.(8).
(2) Vertical Speed Hold (VS) Mode (See figure 209, sheet 2.)
The vertical speed hold mode is used to automatically maintain the aircraft at a pilot
selected vertical speed reference. To initiate the mode, the pilot would maneuver the
aircrafi to the desired climb or descent attitude, establish the vertical speed reference, and
engage the mode. The reference vertical speed may be changed 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. The vertical speed reference may also be
changed by the use of the pitch wheel on the GC-81 O Flight Guidance Controller.
Prior to mode engagement, altitude rate (W) infor@on, provided by the AZ-81 O DADC
through the ASCB, is fed through the closed VS TCS switch to the VS integrator, This
allows the integrator to build an output equal and opposite to the VS input. When the
vertical speed mode is engaged, the following occurs:
G The VS switch opens, clamping the integrator with the vertical speed reference.
G The EADI displays FPM and the number of feet per minute.
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The output of the integrator is rate limited and fed to a summing point where it is
compared to actual aircraft vertical speed. Should a difference between these signals
occur, the difference is TAS gain programmed and routed as a VS command signal to
figure 209, sheet 6. TAS gain programming accurately adjusts the VS command signal as
a function of the aircrafts current speed and barometric altitude. The VS command signal
will driie the flight director command cue on the EADI 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 vertical speed reference. For discussion of the vertical speed command
signal as it is processed on figure 209, sheet 6, refer to paragraph 3. E.(8).
3. E. (3) Flight Level Change (FLC) Mode (See figure 209, sheet 2.)
Activation of the FLC pushbutton on the GC-81 O Flight Guidance Controller selects the
Flight Level Change mode and overrides all active pitch F/D modes except VNAV. The
FLC mode will fly to the airspeedhnach reference which is displayed on the EADI. The
speed target is selectable by the pilot to be either IAS or MACH as a function of the
change over (C/0) pushbutton on the GC-81 O Flight Guidance Controller.
The FLC mode is set up to change level from present altitude to the preselected altitude.
It will ty to maintain the speed reference over the long term and allow vertical speed to
change, as a function of power setting. For example, throttle retard in a climb will cause
the system to track the speed reference, while bleeding off vedical speed.
In the FLC mode, the AFCS should fly to the new preselect altitude at the target speed
from EFIS when aircraft thrust is set appropriately for climb or descent. When the power
is not set appropriately, then the AFCS should maintain zero vertical speed in order not to
fly away from the preselected altitude. If the target speed is changed from IAS to MACH
(or vice versa) the FLC mode should remain engaged and fly to the appropriate new
speed target.
When the aircraft is in a climb and the altitude is 34,275 feet, the lAS/MACH reference will
automatically change from IAS to MACH. The switching will be annunciated by EFIS.
When the aircraft descends through 34,275 feet, the IAWMACH reference changes from
MACH to IAS. The FLC mode is annunciated on the EADI by a green FLC. To allow
initiation or continuation of the mode, the selected EFIS and DADC must both be valid. In
FLC mode, all armed pitch F/D modes are allowed, but capture of any armed pitch mode
will overriie the mode, except VNAV.
At mode engagement, the speed command on the EADI is synchronized to existing
aircraft speed. The pilot has two options to fly the mode:
G Retard the speed reference using the pitch wheel or TCS
G Advance throttle settings
In the first instance, with the pilot retarding the speed reference, selected lAS/MACH is
compared against actual lAS/MACH. The difference is changed to a speed rate term and
then converted to an altitude rate term. This signal is routed through a zero vettical
speed limiter, pitch rate limiter, TAS gain programmer, and sent to figure 209, sheet 6 as
the FLC command. This signal determines what is the aircrafts commanded vertical
speed as the system maintains the lAS/MACH 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.
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In the second instance, with the mode engaged and the speed synchronized to existing
aircraft speed, the pilot advances the throttles to maintain the speed reference during the
FLC 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, is routed
to figure 209, sheet 6, and is processed as discussed in paragraph 3. E.(8).
3. E. (4) Altitude Hold Mode (See figure 209, sheet 3.)
The altitude hold mode is a vertical axis flight director mode used to maintain a barometric
altitude reference. The vertical command for altitude hold is displayed on the flight
director command cue on the EADI. To fly utilizing altitude hold, the pilot would:
. Be in any lateral flight director mode
G Press the ALT button on the GC-81 O
At this time, the green ALT annunciator is displayed on the EADI while altitude hold is
active. The vettical 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
cancels the ALT mode.
Prior to mode engagement, barometric altitude information txovided 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.
When the altitude hold mode is engaged, the ALT HOLD + TCS switch opens and clamps
the synchronizer output as the reference for the mode. With the aircraft on the desired
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 integrator.
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 (NW).
The IW signal is a control term that helps to stop the aircraft from departing the desired
altitude, and as it comes back to the desired altitude, the IVV term controls how quickly
the aircraft comes back to reduce overshoot.
The combined attitude command and IVV signals are then TAS gain programmed to
achieve approximately the same aircraft response, regardless of the aircrafts airspeed
and altitude. The attitude command signal is routed to figure 209, sheet 6 and is
processed as discussed in paragraph 3. E.(8).
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3. E. (5) Altitude Preselect (ALT SEL) Mode (See figure 209, sheet 4.)
The altitude preselect mode is used in conjunction with another vertical mode to enable
the pilot to automatically capture, level off, and hold the altitude he has set on the AL-801
Altitude Preselect Controller. The altitude preselect mode provides for capturing and
leveling off on the desired altitude, while the other vettical mode is used to get to the
desired altitude. To fly the altitude preselect mode, the pilot would perform the following:
G
G
G
Al
G
G
Set the desired altitude on the AL-801 Controller.
Initiate the required ascent or descent to the new altitude.
Engage another vertical mode, such as VS on the GC-81 O.
this time, the EADI would annunciate the following:
ALT SEL in white
The other vertical mode in green
The aircraft is now flying toward the desired altitude using one vertical mode, while ALT
SEL is armed to automatically capture the desired altitude.
In the FZ-800 Flight Guidance Computer, actual barometric altitude is compared against
preselected altitude. The altitude signals are provided by the AZ-81 O Digital Air Data
Computer through the ASCB. The resultant altitude error commands a changing altitude
rate from a lookup table in the FZ-800. The lookup table is a predetermined software
program. Commanded altitude rate is then compared against actual altitude rate to
determine the altitude capture point. There are two ways of causing the capture detector
to trip, and in both ways, the following must be true:
Selected DADC valid
ALT SEL mode is armed
The ALT set knob on the AL-801 is not being turned (SLEW).
The pitch wheel is not in motion (PW MOTION)
the capture detector, if commanded altitude rate is greater than actual altitude rate, the
G
G
G
G
In
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 non-linear function dependent on commanded altitude
rate. As an example, with a commanded altitude rate of 24 Wsec (1440 ft/min), the
capture point is 231 feet from the selected altitude. With a commanded altitude rate of
100 ftlsec (6000 ft/min), the capture point will be about 1200 feet from the selected
altitude. When the capture detector trips, the altitude select mode is captured and the
other active vertical mode is dropped. At this time, the EADI will display ALT* in green.
The asterisk denotes that the aircraft is in the capture portion of mode operation.
After mode capture, the altitude error signal is run through the flare computation circuit
and .25 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 altitude. The .25 G limiter acts to
ensure that the rate of acceleration is held to a maximum of 8 ft/sec2.
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After the .25 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
attitude. From the summing junction, the ALT SEL CMD signal is filtered, rate limited and
summed with IVV (Instantaneous Vettical 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 ALT SEL CMD signal to enhance the
smoothness of the flare maneuver. The aircraft will remain in the ALT SEL capture mode
until the following conditions exist simultaneously:
G ALT SEL CAP
G ALT error is less than 25 feet
G ALT rate is less than 5 fthec
At this time, the ALT SEL mode is dropped and the aircraft is automatically placed in the
altitude hold mode.
After being summed with IW, the ALT SEL CMD signal is TAS gain programmed and
routed to figure 209, sheet 6, and is processed as discussed in paragraph 3. E.(8).
3. E. (6) Glideslope (APP) Mode (See figure 209, sheet 5.)
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 two and three degrees,
dependent on local terrain, When the glideslope mode is used as the vertical portion of
the Iocalizer approach mode, it allows the pilot to fly a fully coupled ILS approach. The
mode is interlocked, so that glideslope capture is inhibited until Iocalizer capture has
occurred as previously discussed in paragraph 3. D.(5).
The glideslope mode is set up and flown as follows:
G The navigation receiver is tuned to the published ILS frequency for the runway in use.
G The course pointer and heading cursor are set on the EHSI for Iocalizer intercept.
G The APP mode is selected on the GC-81 O Flight Guidance Controller.
G The NAV button is selected on the DC-81 O EFIS Display Controller.
With the Iocalizer captured, and outside the normal glideslope capture limits, the EADI will
annunciate the following modes at this time:
G LOC in green
G GS in white
Any other vertical mode in use at this time will also be displayed.
As the aircraft approaches the glideslope beam, the vertical beam sensor (VBS) monitors
TAS, vertical speed, and glideslope deviation in determining the correct capture point. At
glideslope capture, the computer drops any other vertical mode that was in use, and
automatically generates a pitch command to smoothly track the glideslope beam.
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At this time, the EADI will annunciate:
G LOC in green
G GS* in green
The asterisk denotes the capture phase of mode operation.
The glideslope deviation signal is routed to the SG-816 Symbol Generator from the
navigation receiver on the Collins Proline II bus. From the symbol generator, the signal is
routed to the FZ-800 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 veftical speed. The radio altitude signal is rate limited,
summed with vertical speed and limited again before gain programming the glideslope
signal. [f 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 vertical acceleration provided from the
AHRS, along with glideslope deviation, to provide an inertially derived vertical rate, with
long term glideslope deviation correction.
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 209, sheet 6 and is processed as discussed in
paragraph 3. E.(8).
3, E. (6.1) Vertical Navigation Mode (VNAV)
Activation of the VNAV button on the GC-81 O Flight Guidance Controller selects the
vertical navigation mode and overrides all active pitch flight director modes. In the VNAV
mode, the AFCS tracks the vertical flight profile of the FMS with the following submodes
possible:
(a) Vertical Flight Level Change (VFLC) (See figure 209, sheet 5.1.)
VFLC operates identically to FLC except that the target speed and altitude from the
FMS are used for climb or descent. VFLC will also engage if VALT is engaged and
the FMS initiates a climb or descent. A third possible way to enter VFLC mode is
when VALT or VPTH arm is engaged and the FLC button on the GC-81 O is
pushed. The FMS FLC mode is annunciated on the EADI by a green VFLC. For
FLC mode description, refer to paragraph 3. E.(3).
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3. E. (6.1) (b) Vertical Altitude Select (VASL) (See figure 209, sheet 5.2.)
VASL operates identically to ASEL. VASL will arm as soon as VFLC or VPTH is
engaged. When the mode captures, VALT in green will be displayed on the EADI.
The mode annunciation will flash for 5 seconds to indicate the transition from arm
to capture. VASL is cancelled whenever VALT mode engages. For the altitude
preselect mode description, refer to paragraph 3. E.(5).
(c) Vertical Attitude Hold (VALT)
VALT operates identically to ALT. VALT will engage automatically after VASL has
captured the target altitude. VALT will also engage whenever the VNAV
pushbutton is activated and the aircraft is within 250 feet of the FMS target altitude.
The FMS ALT mode is annunciated on the EADI by a green VALT. For the Altitude
Hold mode description, refer to paragraph 3. E.(4).
(d) Vertical Path (VPTH) Mode (See figure 209, sheet 5.3.)
VPTH mode is used to fly a fixed flight path angle to a vertical waypoint during
descent. VPTH mode will engage whenever the FMS initiates a path descent
which may occur while in VFLC or VALT modes. When the mode captures, VPTH
in green will be displayed on the EADI. The mode annunciation will flash for 5
seconds to indicate the transition from arm to capture. VPTH mode will be
cancel led by VASL mode capture.
On the FMS CD-800/81 O Control Display Unit (CDU), the pilot has entered the
following parameters to fly a VPTH descent:
G Desired aircraft altitude
c Distance TO/FROM waypoint
G An angle of descent if the pilot wants to fly a particular flight path angle.
All of the other normally entered VNAV parameters, such as station elevation and
DME to station are automatically provided for through inputs to the Navigation
Computer, or are called up from the FMS database.
In the Navigation Computer, all of these parameters are corrbrted to generate an
FMS computed descent angle. This descent angle is converted to vertical speed,
using ground speed as an input. The vertical speed is filtered and routed to the
FZ-800 through the ASCB.
In the FZ-800, FMS commanded vertical speed is summed with actual aircraft
altitude rate. The difference between the two signals is rate limited, summed with
synchronized pitch attitude, and TAS gain programmed. TAS programming
provides approximately the same aircraft response over a wide range of altitudes
and airspeeds.
From the TAS gain programmer, the VPTH vertical speed command is routed to
figure 209, sheet 6.
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3. E. (7) Dual HSI Approach Mode
During the tracking phase of an lLS/MLS approach, the system will utilize landing aid
vertical flight path information from both the pilots and copilots HSI. This dual phase
shall provide for sensor fail-operational performance through sensor redundancy
management for the safety critical segment of the approach. Initiation of this flight
segment of the approach phase is automatic.
When both the Iocalizer and glideslope signals are on track, radio altitude is below 1200
feet and both navigation receivers are valid, the system will transition to the dual HSI
mode of operation. When this mode is active, both HSI SEL arrows on the GC-81 O will
light. In this mode, both flight guidance computers are using information from both
navigation receivers. This allows the approach to be continued in the event of a failure of
one navigation receiver. Should one receiver fail, the arrow associated with that receiver
on the GC-81 O will extinguish and the approach mode will remain active.
(8) Pitch Autopilot Mode Flow (See figure 209, sheet 6.)
The pitch autopilot diagram shows two signal paths for the vertical command, The first
path is with the autopilot disengaged and routes the vetiical command to the SG-816
Symbol Generator for the EADI onty. This path is discussed in paragraph 3. E.(8)(a). The
second path is with the autopilot engaged, and routes the vertical command to both
symbol generators for the EADI display and to the elevator servo drive motor, This path
is discussed in paragraph 3. E.(8)(b).
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. E.(8)(c). The go-around mode of operation is discussed in
paragraph 3. E.(8)(d). Refer to paragraph 3. D.(8)(f) for discussion on the Emergency
Descent Mode (EDM).
(a) Vertical Steering Command with Autopilot Disengaged
With the autopilot disengaged, the selected flight director veriicai command is
routed through the following:
. Pitch Rate Limiter
G Pitch Limiter
G Go-Around Switch
G AP Engage Switch
G Pitch Bar Bias Switch
The command is then routed to the SG-816 EFIS Symbol Generator on the ASCB.
Pitch Bar Bias (PBB) is a fixed voltage level used to bias the vettical 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:
G No flight director mode is selected.
G The flight director is not valid.
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Flight director valid comprises the following:
G 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
nonrnonitored processor.
. Flight director flag/annunciator valid, which is a direct discrete output from the
A CPU to drive the FD flag on the ADI and enable the annunciator drivers in
the same side guidance controller channel.
G FGC power supply valid, which monitors the internal power supply voltages for
proper operating levels.
3. E. (8) (b) Vertical Steering Command with Autopilot Engaged
With the autopilot engaged, the selected flight director vertical command is routed
through the:
. Pitch Rate Limiter
G Pitch Limiter
c Acceleration Limiter
G Another Pitch Rate Limiter
The resultant signal is then summed with pitch rate. Pitch rate is supplied by the
AHRS 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 EFIS Symbol Generator.
The second path routes the vertical command to a summing point through a *8
degrees position command limiter, gain adjusts the command, and applies it to a
pulse width command limiter and output servo amplifier.
The pulse width command limiter setves 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 evety 2 milliseconds. The
pulse width and polariiy of the pulses are 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 setvo amplifier is sent to the SM-200 elevator servo drive motor,
the A processor current monitor to check for servo runaway current, and to the
pitch trim threshold sensor. The SM-200 is a permanent magnet dc motor that
utilizes ado tachometer for rate feedback. It does not use a position feedback
transducer. As the servo motor drives the elevator, it also dries 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 command input to the
pulse-width command limiter. This helps to stabilize elevator position and minimize
excessive elevator travel.
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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 vettical 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 flight path 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. E. (8) (C) Autopilot Pitch Attitude Hold (See figure 209, 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 thrgh a summing point and
through the normally closed PITCH HOLD + (AP ENG . TCS oNO VERT F/D
MODE) 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 vettical 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 209, sheet 6, as a pitch hold command signal and is processed as
discussed in paragraph 3. E.(8)(b). The reference pitch attitude can be changed
through the use of the pitch wheel on the GC-81 O Flight Guidance Controller, with
the autopilot engaged. Moving the pitch wheel will cause a rate generator output.
The direction of pitch wheel motion will determine the polarii 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.
(d) Go-Around (Pitch Axis) (See figure 209, sheet 6.)
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 GA button located on the left throttle handle or on the control
wheel. Wfih go-around selected, all previously engaged flight director modes are
cancelled and the autopilot is disengaged. The GA switch changes state, and a
fixed 10 degrees GA up bias is routed to the command cue on the EADI. The 10
degrees angle is determined by the aircraft manufacturer and represents best climb
angle. As the pilot flys the GA command, pitch attitude information from the AHRS
nulls the command and centers the command cue on the EADI.
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Honeywell
3. E. (9) Autopilot Pitch Trim (See figure 209,
MAINTENANCE
MANUAL
CITATION Vll
sheet 8.)
In the process of mntrolling the pitch axis of the aircraft, the elevator must maintain
certain required surface positions. Maintaining these various surface positions may
require the elevator servo to hold the elevator against a constant air load. The elevator
servo must exert a torque sufficient to hold the surface. Torque is proportional to the
amount of electrical current needed by the servo motor to hold that surface position.
When the current reaches a specified threshold, a signal is generated to operate the
elevator trim actuator, which in turn deflects the horizontal stabilizer. The horizontal
stabilizer is driven in the proper direction and amount to relieve the aerodynamic loading
on the elevator. This reduces the current level in the servo motor and allows the elevator
to return to its neutral position. When elevator setvo current drops below the trim
threshold limit, the elevator trim actuator stops, and the horizontal stabilizer is in a new
position to hold the aircrafts desired pitch attitude.
When the trim threshold current has been exceeded as shown in figure 209, sheet 8, a
trim threshold sensor will apply the trim drive signal to a trim up and a trim down sensor.
These sensors are polariiy detectors and determine which direction the trim must run. At
the same time, the trim drive signal is properly gained according to the flap position and
transition status. The trim gain will be increased when the flaps are in motion to
compensate for the change in lift. The trim drive signal is then applied to a time delay
circuit. If the flaps are in motion, a time delay of one second will oc c ur before the trim
begins to move. Any other time the delay will be 3 seconds.
Dependent on which direction the trim must run, the appropriate logic AND gate will
provide a signal to the pitch trim interface circuitry. The trim drive output will drive the trim
actuator in the proper direction which in turn, moves the horizontal stabilizer. Limit
switches are employed to protect against extreme trim demands.
Also involved in the trim operation is a set of trim servo constants combined with
airspeed, which provides an estimated rate of trim feedback term to sum with elevator rate
feedback. The trim actuator constants are values regarding the rotational and gear ratio
characteristics of the trim actuator. This estimated elevator trim rate sums with elevator
feedback rate to better optimize the trims effect on the aircraft.
22- 05=07
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Jun 1/93
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(
ASCB A CLOCK
{
#
. TO SH1
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I
ASCO B CMTA
[ NOTES
1. TNEFOLIQWING-e A M40 WMTA (SW
Tl+Ru6) ISAVWED INTNEFZ~
I
ASCS S CLOCK
( r . ROLL/PITCN ATTITUDE
G plTCH !WTE
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lFONEOFMS10NAL9 IS INVALID ANO AVSRN3-
ING IS NOT POSS2EW TNENTNESVSTEM
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3 POIARITV Sl@4S AT SUMMATION POINTS
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ASC8
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ASCB W- 1
1- .
~ii-AMi
I
I
I
11
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1-
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PITCH ATTITUDE
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.
IsJ
w
70
72
73
I
I
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62
70
64
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ASC9 W OATA
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LIFT COMP/FLAP
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L .
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FIG 206, SHS
1
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T
MT SWITCH 77
1
4
PITCH HOLD MODE (M4GFIWN LOWCA6.IN
AND Ll= COMPENSATION
AZ41O DADC PRESWRE ~13,a m
TO C&ll A-n
- . . .

AD-33616
Pitch Channel Mode Ffow Diagram
22=05-07
Pages 279/280
Jun I/93
Use or disclosure of information on lhis page is subject to the restrictions on the title page of this document,
. . .. . . .
Z-SW FLIGHT GU16ANCE COMPUTER
11 I
I
>
1
5
I
,
GC-S1O FLIWT GUIDANCE

COSSTnOLLCR Ml - r- =+=- l
AvERAGED
OS CAP+ vNAV
&
A:o
d-
+
+ s-
RATE -
Vs. rs .
Li%
LIMIT
INTEGRATOR OUTPUT
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INITIALIZED TO
EXISTING VS UPON
. VS ENIMGEMEN1
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I (
PITCH WNEEL
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NOTE 5
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TACH NO 2
FROM w I

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ALTITuOE RATE
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- CONVERTEn
LIMITER
J%
13
14
15
m
ASCO W CLOCK
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I
I
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ASCO A OATA
ASCB A CLOCK
ASCF3W OATA
ASC8 W CLOCK

.
t
ASC8 0-
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A
SYNCHRONIZE
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rE
lTIAL
RATE I
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I ASCB A OATA
I
(
I
ASCB A CLoc K
{
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ASC9 B oATA
(
I ASCB 8 CLOCK
(
I_ -
I
. . . __ __ ___ __
AO.3SSIS VERTICAL SPEED ANO FLIGHT LEVEL CHANGE MODES
Pitch Channel Mode Flow Diagram
22=05-07
Pages 281/282
Jun 1/93
.. . . . _
K40S mow 0UMS4CS c oNPursin
r
.. .. -
1
mJ 1wlo.J m
M
PITCH ATTITUOE
>
TO SN3 ANO SHE
~4~Diii6 ----
1 Asc a -A OATA
1 (
SMA?W19
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I
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F
b
t
1
I
1
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ASCS A-
WETE14FACE
i
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.
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i
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10 SNS
1-
10 SNO
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) NOTE I (SM 1,
2
FILTER
TIME CONSTANT.
ALT HOLO .1 3S SEC
OTHEaS .08 SEC
A
i
I
(
AS(XA MTA w
I
70
(
12
I
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73
I
ASCBWOATA
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61
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St
M
1
I 1
L -1
PITCH*SNOUT
.- .- -
M.TETSJ DE MOI.OMODE
- .
A&mm
22-05-07
Pages 283/284
Jun 1/93
Use or disclosure of information on Ibis page is subject to the restrictionson the title page of this document.
MAINTENANCE
MANUAL
CITATION Vll
. . . ..- . , ___ _
PITCH ATTITLJ OE
~::w ~ ALT11u06
m
WtAruJle
11
I ASCD A MTA
I
(
I
mm -h- CLOCK
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AD-3%21
22-05=07
Pages 285/286
Jun 1193
Wlwlwze
. .. .. . .
Z- fUONT GUIDANCE COMPUTSR
rU410 DADC

T
All
I ASCB K OATA
(
11
I
12
(
24
I
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.
( MIOOLEMARKER ) - 9TO St-6
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I
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To St-is
TO SH5
TO SHS
SCB A- TO SH5 ANO
J-
1
1
ASCB B- OATA
(
I
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(
L .
I
ASCB
CONTROLLER ~~A=
I ASCB W OATA
I
(
I
ASCB A CLOCK
(
I
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I
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.
mlB SG-S16SYMBOLGENERATOR
FIG. 20S[S443)
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I
I
w
w
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72
73
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11
)
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s
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65
I
.
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1S4.IIE
<
Ss
Czzika
- .
AD-3E422
9uDESLOPE MODE
22-05-07
Pages 287/288
Jun 1/93
- .. .
MOO FLKM4TGUIOANCECOMWIEn
lW
{
All RATE TO SHE1
I
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SCAA(I! I$==3i AS4X-ACLOCK (:
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To
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ASC8 A- CLOCK
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I
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e
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9
(
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20
WI
1- .-l--
FM8VMAVFLIGHTLEVELCHAMGE(VFLC)MOOE
A03sS22
Figure 209 (Sheet 5.1 )
22=05- 07
Pages 289/290
Jun 1/93
MAINTENANCE
MANUAL
CITATION Vtl
. . .. ,.
2400 WOWQUIOANCSI COMPUTER
IO,J IWIO.J 2E
I
t
I
5
1~ PITCH ATTITuOE rosm2Ma3M ~=.z_ ___
1 ASC8 AMTA[
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1
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TAS TO SNS2
NORMAL ACCEL TO SN52
ALTITuOE RATE ~TosN$2
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121
11A)J 18
8
9
12
13
24
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FMS W ALTETUDE PRESELECT fVASL) MODE
1- -- .
ho-3w24
Pitch Channel Mode Fiow Diagram
Figure 209 (Sheet 5.2)
22- 05=07
Pages 291/292
Jun 1193
Honeywell
MAINTENANCE
MANUAL
CITATION WI
. .

iiOO FUGHT GUIDANCE COMPUTER
lWIB/l&12B
,( PITCH ATTITUDE ~ TO .%4S
ToSMs
~410 DAOC
.
SJ INWIB
11
I ASCB A DATA
[
77
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r
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\
ASCB A CLOCK
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TnF-=-
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, NOTE 1
(SH 1)
.-
r
TNtS CtRCU!TRYIS LOCATED
IN TNE NZd20/920 NAV COMPUTER I
I
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DESCENT ANGLE
FMS COMPUTED TO
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COMPLIMENTARY TO
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.. -- -. -- -- - -
A
-- . -
L -1 . .
AD-3SS2S
~S VNAVVERTICAL WTN (VPTN) MODE
Flight Director/Autopibt
Figure 209 (Sheet 5.3)
22- 05- 07
Pages 293/294
Jun 1/93
. .
FnoM SIU.3 m CMO
3
WTH
WLC+VASL+VP7H
u
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MODE SELECT
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+
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TACH TACH
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AO.2ES52
22-05-07
Pages 295/296
Jun 1/93
. .
FZ-800 FLIGHT GUID~E~MPUTER
.
SH 6
LIMITER
6
I
i
I
TO PITCH
SERVC.I LOOP
I
J Q--p-=
EDM FLARE
IEDM (Ah+ 20~ <O)
I
15,000 FT
I
EDM GROUND
--zI
1 SEC
(NOTE)
DELAY
. -
EMERGENCY DESCENT MODE (EDM)
NOTE: EDM GND = (BARO ALT >34,275 FT) G
(CABIN ALT >13,500 FT)
AD-9866 @-Rl
22- 05- 07
Pages 297/298
Jun 1/93

.-
1
FZ-WO FLIGHT GUIDANCE COMPUTER
v
TRIM
TIME DELAY
?-t
10.
FROM SN6 THRESHOLD
FIAPS IN MOTION
= 1 sEC
UP
SENSOR
62
ALL OTHERS = 3 SEC
FLAP POWTRANSITION
FFIOM SH1
T I
TFIIMTHRESNOLO CURRENT
I
I
G
ESTIMATEO
ELEVATOR
~ TRIM RATE I
I TO SH6
1
n
I
TRIM UP ELEVATOR
CURRENT
I
>25 MA
FROM SH2 AIRSPSEO I
TRIM
UPMN
.
J
PITCH TRIM
Flight Dir-tor/Autopilot
22-05=07
TO PITCH
TRIM lNTERF~
SW
Pages 298.1 /298.2
Jun 1/93
c 10J2A
+
FROM
62 cRo$s SIDE
~ FZ@ll
FGC
TRIM UP
1
TRIM OOWN
*
c 10J2A FROM
d
~ CROSS SIOE
FZ400
FGC
AIP TRIM RELAY
1
s40a
> &
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= I
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5A 2A
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BRAKE HI
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ACTIVATOR
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UP
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9
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PWRu$ 11J2.34
TEST
I
I
I
22=05-07
pages 298.3/298.4
Jun 1/93
3. F. Yaw Channel Functional Operation (See figure 210, 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 AHRS
and the DADC. AHRS supplies the following information through the ASCB.
G Yaw rate
. Roll rate
. Pitch attitude
. Roll attitude
G Normal acceleration
G Longitudinal acceleration
G Lateral acceleration
The DADC supplies the following information through the ASCB.
. Indicated airspeed (IAS)
G True airspeed (TAS)
G Altitude rate (VS)
The above inputs from AHRS and the DADC are all combined in the FZ-800S rudder command
processor. (See figure 210, 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 GC-81 O. 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 darnper.
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 form and continues on through a pulse width command
limiter and servo amplifier. 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 width and polariiy of the pulses are determined by the yaw command input. The
pulse width command limiter has its current limits established by a software program contained
in the B CPU.
22-05-07
Page 298.5
Jun 1/93
Use or disclosers of information on this page is subject to the restrictions on the title page 1,f this document.
The output of the servo amplifier is sent to the SM-200 rudder servo drive motor and the A
processor current monitor to check for servo runaway current. The SM-200 is a permanent
magnet dc motor that utilizes a dc tachometer for rate feedback. It does not use a position
feedback transducer. As the servo motor drives the rudder, 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 yaw command input to the pulse width command limiter. This helps to stabilize rudder
position and minimize excessive rudder travel.
Second, the rate feedback signal is integrated to obtain position feedback and summed with the
yaw command. When these signals are equal, the rudder is in the proper position to satisfy the
yaw command. As the aircraft responds, the yaw command diminishes and the position
feedback signal drives the rudder servo back to its original position.
22=05- 07
Page 298.6
Jun 1/93
Use or disclosureof informationonthispage k subjectto the restrictionson the titlepageof thisdOChment.
MAINTENANCE
MANUAL
CITATION Vll
10
SJ IAiwte
/1
1
2
4
s
E
1
2
4
5
.- . .. ..
FZ-SOOFLIGHT GUIDANCE COMPUTER
TO SH 2
NOTES,
r
LAAL
ACCEL
11
12
24
25
I
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ASCEi K OATA
(
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ASCB A-
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THE SELECTED SIOE WITH THE
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ANO AVERAGING 1SNOT POSSIBLE.
THEN THE SVSTEM SWITCHES TO
SINGLE SIOE OPERATION UslNG
THE SIGNAL FROM THE VALID
SENSOR
2. THE SWITCH NOMENCLATURE
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FROM STATE SHOWN.
3, POLARITV SIGNS AT SUMMATION
POINTS OENOTE SIGNAL
RELATIONBNIPS
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55
5s
57
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AUTOPILOT YAWAXIS
. -
Ac wmr@m
Yaw Channel Mode Flow Diagram
22=05=07
Pages 298,7/298.8
Jun 1/93
Honeywell
MAINTENANCE
MANUAL
CITATION Vll
. .. 1
FZ-SOOFLIGHTGUIOANCECOMPUTER
I
FROM SH1
.
c
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GAIN
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TO .4 ; ?rS~kaSCIH
CURRENT MONITOR -
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GAIN
POSITION
FEEDBK
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r
63
28V-E!I+
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. . . -1
AUTOPILOT YAWAXIS
Yaw Channel Mode Fiow Diagram
22-05=07
Pages 298.9/298.1 O
Jun 1/93
r
. . . .
SM-SM RUOOERSERVODRIVEANDBRACKET
1
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Ml
72 ,&
73 FZ.4
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spz-8000 Difcs

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Honeywell

Commercial Flight Systems Group

Glideslope or Glidepath Deviation

distance to the ground station in nautical miles

Battery Backup Unit

MODE. THE ()ISREMOVEDINTHE TRACKING (ON COURSE)

ltKo#W4 ------A~ ;J.L: A%15-=====TAT;

GC-S1O FLIWT GUIDANCE

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