Idu-450 8.0H R

IDU-450 EFIS Software Version 8.
0H (Rotorcraft)
IDU-450 8.0H
(Rotorcraft)
Pilot Guide
PRECISE PERFORMANCE.
PROVEN EXPERIENCE.
PERSONALIZED ATTENTION.
Pilot Operating Guide and
Reference
(Rotorcraft)
EFIS Software Version 8.0H
Document 64-000102-080H
This pilot guide must be carried in the aircraft and made available to
the pilot at all times. It can only be used in conjunction with the
Federal Aviation Administration (FAA) approved Rotorcraft Flight
Manual (RFM). Refer to the applicable RFM for aircraft specific
information, such as unique ground tests, limitations, and emergency
procedures.
© 2018 Genesys Aerosystems All Rights Reserved
No part of this document may be reproduced in any form, or by any means,
without prior written consent of Genesys Aerosystems.
FlightLogic and Virtual VFR are trademarks of Genesys Aerosystems. All
other brand names and trademarks are the property of their respective
holders.
For service or repairs, contact an authorized Genesys Aerosystems
dealer. For product support or inquiries regarding this pilot guide, contact
Genesys Aerosystems.
One S-TEC Way, Municipal Airport, Mineral Wells TX 76067
Phone: (800) 872-7832 Fax: (940) 325-3904
www.genesys-aerosystems.com
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) i
Revision Record
Notes/Pages changed, added, or
Rev Date Author
deleted by current revision
Retain this record in front of pilot guide. Upon receipt of a revision, insert
changes and complete table below.
Revision or Edition Revision Date Insertion Date/Initials
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) ii

IDU-450 EFIS Software Version 8.0H
Table of Contents
Section 1 Introduction ......................................................................... 1-1
1.1. Introduction ............................................................................. 1-1
1.2. EFIS/FMS Description ............................................................ 1-1
1.3. About This Guide .................................................................... 1-2
Section 2 System Overview ................................................................ 2-1
2.1 Abbreviations and Acronyms .................................................. 2-1
2.2 System Overview .................................................................. 2-11
2.2.1 Functional Integration and Display Redundancy ...... 2-12
2.2.2 IDU Initialization ........................................................ 2-13
2.3 General Arrangement ........................................................... 2-18
2.3.1 Data Source Monitors ............................................... 2-19
2.3.2 IDU Intra-System Communications........................... 2-19
2.3.3 GPS Aiding Limitation ............................................... 2-19
2.4 Color Conventions................................................................. 2-20
2.5 Warning/Caution/Advisory System ....................................... 2-21
2.5.1 Time-Critical Warning and Caution Alerts ................. 2-22
2.5.2 Warning Alerts........................................................... 2-25
2.5.3 Caution Alerts............................................................ 2-27
2.5.4 Side-Specific Caution Alerts ..................................... 2-35
2.5.5 Advisory Alerts .......................................................... 2-36
2.5.6 Side-Specific Advisory Alerts .................................... 2-37
2.5.7 Audio-Only Caution and Advisory Alerts ................... 2-40
2.5.8 Voice Alerts and Muting ............................................ 2-41
2.5.9 Visual Alert Prioritization and Declutter..................... 2-41
2.6 Database and Software Updates .......................................... 2-42
2.6.1 Navigation and Obstruction Databases .................... 2-42
2.6.2 Update Requirements ............................................... 2-43
2.6.3 Software and Terrain Database Update ................... 2-45
2.7 Run Demonstrator /Training Program ................................... 2-45
2.8 EFIS Training Tool ................................................................ 2-46
2.9 Application Software Air Mode and Ground Mode................ 2-46
Section 3 Display Symbology.............................................................. 3-1
3.1. Introduction ............................................................................. 3-1
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) TOC-1
3.1.1. PFD (PFI) Symbology ................................................. 3-1

3.1.2. Basic Mode ................................................................. 3-2
3.2. Menu Functions ...................................................................... 3-2
3.2.1. Altitude Display and Altimeter Setting ........................ 3-3
3.2.2. Selected Altitude Sub-Mode (Target Altitude) ............ 3-4
3.2.3. VNAV Sub-Mode......................................................... 3-5
3.2.4. Altitude Display (VNAV Tile) ....................................... 3-6
3.2.5. Altitude Display (Metric Units)..................................... 3-7
3.3. PFD Symbology ...................................................................... 3-7
3.3.1. Minimum Altitude ........................................................ 3-7
3.3.2. Vertical Speed Indicator .............................................. 3-8
3.3.3. Normal AGL Indication ................................................ 3-9
3.3.4. Analog AGL Indication .............................................. 3-10
3.3.5. Decision Height ......................................................... 3-11
3.3.6. Airspeed Display ....................................................... 3-11
3.3.7. Airspeed Display (With EFIS-Coupled) .................... 3-13
3.3.8. Heading Display ........................................................ 3-13
3.3.9. Pitch Scale ................................................................ 3-15
3.3.10. Turn Rate Indicator ................................................... 3-16
3.3.11. Landing Gear Indication............................................ 3-16
3.3.12. Unusual Attitude Mode ............................................. 3-17
3.3.13. PFD Background....................................................... 3-17
3.3.14. Flight Path Marker (Velocity Vector) ......................... 3-22
3.3.15. Hover Vector ............................................................. 3-24
3.3.16. Bank Angle Scale ..................................................... 3-25
3.3.17. Turn Indication .......................................................... 3-26
3.3.18. Timer Indication ........................................................ 3-26
3.3.19. Marker Beacon Symbology....................................... 3-26
3.3.20. Flight Director Symbology......................................... 3-26
3.3.21. Course Deviation Indicator (CDI) .............................. 3-27
3.3.22. OBS Setting of CDI ................................................... 3-29
3.3.23. Heading/Roll-Steering Sub-Mode ............................. 3-30
3.3.24. Heading Bug Sub-Mode ........................................... 3-30
TOC-2 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 1st Ed Nov 2018
3.3.25. No Autopilot or Fully-Integrated Autopilot Course

Deviation Indicator ......................................................................... 3-31
3.3.26. Vertical Deviation Indicator ....................................... 3-31
3.3.27. Vertical Deviation Indicator (EFIS Coupled) ............. 3-33
3.3.28. Highway in the Sky/Skyway ...................................... 3-34
3.3.29. Active Waypoint and Waypoint Identifier .................. 3-34
3.3.30. Mini Map .................................................................... 3-35
3.3.31. Runways ................................................................... 3-36
3.3.32. Heliports .................................................................... 3-37
3.4. MFD Symbology.................................................................... 3-38
3.4.1. Ownship Symbology ................................................. 3-38
3.4.2. Moving Map............................................................... 3-39
3.4.3. Compass Rose/ND Boundary Circle Symbol ........... 3-41
3.4.4. Clock/Options ............................................................ 3-42
3.4.5. Air Data and Groundspeed ....................................... 3-42
3.4.6. Fuel Totalizer/Waypoint Distance Functions ............ 3-43
3.4.7. Navigation Data......................................................... 3-44
3.4.8. Analog Navigation Symbology .................................. 3-46
3.4.9. Borders ...................................................................... 3-47
3.4.10. Terrain/Obstructions.................................................. 3-48
3.4.11. Pan Mode .................................................................. 3-50
3.4.12. Start Point ................................................................. 3-50
3.4.13. Direct Point................................................................ 3-51
3.4.14. Altitude Capture Predictor/Top of Descent ............... 3-51
3.4.15. Projected Path........................................................... 3-52
3.4.16. Active Flight Plan Path/Manual Course/Runways .... 3-52
3.4.16.1. Parallel Track ........................................................ 3-53
3.4.16.2. Active Flight Plan Path .......................................... 3-53
3.4.17. Field of View Indication ............................................. 3-54
3.4.18. Range ........................................................................ 3-54
3.5. HSI Page ............................................................................... 3-55
3.5.1. Conventional HSI/PTR Format ................................. 3-56
3.5.2. Analog Navigation Symbology .................................. 3-57
3.5.3. Compass Rose Symbols ........................................... 3-59

3.5.5. Clock ......................................................................... 3-60
3.5.6. Fuel Totalizer/Waypoint Distance Functions ............ 3-61
3.6. Navigation Log ...................................................................... 3-61
3.6.1. Clock and Groundspeed ........................................... 3-61
3.6.2. Fuel Remaining and Fuel Flow Data ........................ 3-61
3.6.3. Waypoint Identifier Column....................................... 3-61
3.6.4. VNAV and VNAV Offset Column .............................. 3-62
3.6.5. Path Column ............................................................. 3-63
3.6.6. Distance Column....................................................... 3-64
3.6.7. Estimated Time Enroute Column .............................. 3-64
3.6.8. Estimated Time of Arrival Column ............................ 3-64
3.6.9. Fuel Remaining Column ........................................... 3-64
3.7. Hover Page ........................................................................... 3-65
3.7.1. Hover Page Screen Range ....................................... 3-65
3.7.2. Hover Vector ............................................................. 3-65
3.7.3. Compass Rose Symbols .......................................... 3-66
3.7.4. Active Flight Plan Path/Manual Course .................... 3-67
3.7.5. Navigation Data ........................................................ 3-68
3.7.6. Projected Path .......................................................... 3-68
3.7.8. Clock ......................................................................... 3-69
3.7.9. AGL Indication .......................................................... 3-69
3.7.10. Decision Height Indication ........................................ 3-70
Section 4 Reversionary Modes ........................................................... 4-1
4.1. Reversionary Modes ............................................................... 4-1
4.1.1. Oat Sensor Failure Mode............................................ 4-5
4.1.2. Heading Failure Mode ................................................ 4-5
4.1.3. PFD Screen Auto Reversion....................................... 4-5
4.1.4. GPS Failure ................................................................ 4-6
4.2. PFD and MFD Failure Mode Examples .................................. 4-8
4.3. PFD Failure Mode 0............................................................... 4-9
4.3.1. MFD Failure Mode 0 (Normal Mode) .......................... 4-9
4.4. PFD Failure Mode 1............................................................. 4-10
4.4.1. MFD Failure Mode 1 ................................................. 4-10

4.5. PFD Failure Mode 2 (Normal Mode) .................................... 4-11
4.5.1. MFD Failure Mode 2 ................................................. 4-11
4.6. PFD Failure Mode 3 .............................................................. 4-12
4.6.1. MFD Failure Mode 3 ................................................. 4-12
4.7. PFD Failure Mode 4 ............................................................. 4-13
4.7.1. MFD Failure Mode 4 ................................................. 4-13
4.8. PFD Failure Mode 5 .............................................................. 4-14
4.8.1. MFD Failure Mode 5 ................................................. 4-14
4.9. PFD Failure Mode 6 ............................................................. 4-15
4.9.1. MFD Failure Mode 6 ................................................. 4-15
4.10. PFD Failure Mode 7 ............................................................. 4-16
4.10.1. MFD Failure Mode 7 ................................................. 4-16
Section 5 Menu Functions and Step-By-Step Procedures ................ 5-1
5.1. Menu Functions....................................................................... 5-1
5.1.1. Menu Philosophy......................................................... 5-2
5.1.2. Avoidance of Autonomous Behavior ........................... 5-2
5.2. Menu Synchronization ............................................................ 5-3
5.3. Menu Function Types ............................................................. 5-5
5.4. Top-Level Menu ...................................................................... 5-5
5.4.1. Top-Level Menu Option Descriptions.......................... 5-5
5.4.2. Top-Level Menu Automatic Pop-up Function Descriptions
.................................................................................... 5-6
5.5. First Page (PFD) ..................................................................... 5-8
5.5.1. PFD Page First-Level Option Descriptions ................. 5-8
5.5.2. PFD Screen First Soft Menu Level ........................... 5-10
5.5.3. First-Level (MFD) ...................................................... 5-10
5.6. Lower-Level Menus (Below First-Level) ............................... 5-11
5.7. Flight Plan (FPL) Menu ......................................................... 5-11
5.7.1. Flight Planner Page................................................... 5-12
5.7.2. PFD Page Shown...................................................... 5-12
5.7.3. MFD Page Shown on IDU ......................................... 5-12
5.7.4. Create an Overfly User Waypoint ............................. 5-12
5.7.5. Flight Plan (FPL) Menu Selecting (Step-By-Step) .... 5-13
5.7.6. Flight Plan (FPL) Menu Create-Edit (MFD Only) (Step-

By-Step) .................................................................................. 5-13
5.7.7. Activate Flight Plan (MFD Only) (Step-By-Step) ...... 5-14
5.7.8. Edit Flight Plan (MFD Only) (Step-By-Step) ............. 5-15
5.7.9. Reverse Flight Plan (MFD Only) (Step-By-Step) ...... 5-15
5.7.10. Delete Flight Plan (MFD Only) (Step-By-Step) ......... 5-16
5.7.11. Changing Procedure in Active Flight Plan ................ 5-16
5.7.12. Create User Waypoint (LAT-LON) (MFD Only) (Step-By-
Step) .................................................................................. 5-17
5.7.13. Create User Waypoint (RAD-DST) (MFD Only) (Step-By-
Step) .................................................................................. 5-18
5.7.14. Edit User Waypoint (MFD Only) (Step-By-Step) ...... 5-19
5.7.15. Delete User Waypoint (MFD Only) (Step-By-Step) .. 5-20
5.7.16. RAIM Prediction ........................................................ 5-21
5.8. Active Flight Plan (ACTV) Menu ........................................... 5-23
5.8.1. Main Menu ................................................................ 5-23
5.8.2. Active Flight Plan (ACTV) Menu Options ................. 5-24
5.8.3. Active Flight Plan (ACTV) Menu Options (Step-By-
Step) .................................................................................. 5-27
5.8.4. Active Flight Plan (ACTV) Menu (Step-By-Step) ...... 5-27
5.8.5. Active Flight Plan (ACTV) Options NRST Menu Option
(Step-By-Step) ............................................................................... 5-28
5.9. Information (INFO) Menu ...................................................... 5-29
5.9.1. Information (INFO) Menu (Step-By-Step) ................. 5-30
5.10. Omnibearing Selector (OBS) Menu ...................................... 5-31
5.10.1. Omnibearing Selector (OBS) Menu (Step-By-Step) . 5-32
5.11. Heading Bug (HDG) Menu.................................................... 5-33
5.11.1. Heading Bug (HDG) Menu (PFD Only) (Step-By-
Step) .................................................................................. 5-33
5.12. Nearest (NRST) Menu .......................................................... 5-34
5.13. Nearest (NRST) Menu (Step-By-Step) ................................. 5-35
5.13.1. Nearest ILS (NRST) Menu (Step-By-Step) ............... 5-36
5.14. Direct Menu........................................................................... 5-36
5.14.1. Direct Menu (Step-By-Step)...................................... 5-37
5.15. Time (TIME) Menu ................................................................ 5-38
5.15.1. Time (TIME) Menu (Step-By-Step) ........................... 5-39
5.16. PFD Source (SOURCE) Menu.............................................. 5-39

5.16.1. PFD Page First-Level Source Selection (Step-By-
Step) .................................................................................. 5-40
5.17. PFD Bugs (BUGS) Menu ...................................................... 5-41
5.17.1. PFD Bugs (BUGS) Menu (Step-By-Step) ................. 5-43
5.18. PFD Declutter (DCLTR) Menu .............................................. 5-44
5.18.1. PFD Declutter (DCLTR) Menu (Step-By-Step) ......... 5-46
5.19. PFD Altimeter Menu .............................................................. 5-47
5.19.1. PFD Altimeter Menu (Step-By-Step) ......................... 5-48
5.20. MFD Fault Display (FAULTS) Menu ..................................... 5-49
5.20.1. MFD Fault Display (FAULTS) Menu (Step-By-Step) 5-50
5.21. MFD Fuel Totalizer Quantity Setting (SET FUEL) Menu ...... 5-51
5.22. MFD Page (PAGE) Menu ..................................................... 5-51
5.22.1. MFD Page (PAGE) Menu (Step-By-Step)................. 5-52
5.23. MFD NAV Log Page (Step-By-Step)..................................... 5-52
5.24. MFD HSI Page (Step-by-Step) ............................................. 5-53
5.24.1. MFD HSI Declutter (DCLTR) Menu .......................... 5-53
5.25. MFD ND Page Format (FORMAT) Menu ............................. 5-53
5.25.1. MFD ND Page Format (FORMAT) Menu (Step-By-
Step) .................................................................................. 5-56
Section 6 Quick Start Tutorial ............................................................. 6-1
Section 7 IFR Procedures ................................................................... 7-1
7.1. Active Flight Plan .................................................................... 7-1
7.2. IFR Procedures ....................................................................... 7-7
7.3. Overview of Procedures and Instrument Approaches ............ 7-8
7.3.1. Highway in the Sky (Skyway) .................................... 7-10
7.3.2. Waypoint Sequencing ............................................... 7-14
7.3.3. Fly-Over Waypoints................................................... 7-15
7.3.4. Fly-By Waypoints ...................................................... 7-17
7.3.5. Direct-To ................................................................... 7-20
7.3.5.1. Direct-To Unnamed Waypoints inside Procedures7-20
7.4. Discontinuities ....................................................................... 7-21
7.4.1. Manual Termination Legs ......................................... 7-21
7.5. Magnetic Course ................................................................... 7-22
7.5.1. AHRS Modes for Heading Source ............................ 7-22
st
1 Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) TOC-7
7.5.2. EFIS True North Mode .............................................. 7-23

7.6. GPS Altitude ......................................................................... 7-23
7.7. Dead Reckoning ................................................................... 7-23
7.8. Geodesic Path Computation Accuracy ................................. 7-23
7.9. Parallel Offsets ..................................................................... 7-23
7.10. Default GPS/SBAS Navigation Modes ................................. 7-26
7.11. GPS/SBAS CDI Scale .......................................................... 7-28
7.12. Approach Type Selection...................................................... 7-29
7.12.1. Approach Path Definition .......................................... 7-31
7.12.2. VTF IFR Approach .................................................... 7-31
7.12.3. VTF VFR Approach .................................................. 7-31
7.13. Loss of Navigation Monitoring .............................................. 7-32
7.13.1. Automatic RNP Mode ............................................... 7-32
7.13.2. Faults Menu .............................................................. 7-32
7.13.3. Loss of Integrity Caution Monitoring ......................... 7-34
7.14. Manual Holding Patterns ...................................................... 7-34
7.15. Selection of an Instrument Procedure .................................. 7-35
7.15.1. Missed Approach and Departure Path Definition ..... 7-35
7.15.2. Standard Instrument Departure (DP) (Step-By-Step) 7-37
7.15.3. Standard Terminal Arrival Route (STAR) (Step-By-
Step) .................................................................................. 7-39
7.15.4. ILS Instrument Approach (Step-By-Step) ................. 7-41
7.15.5. ILS Approach with Manual Termination Leg in MAP
(Step-By-Step) ............................................................................... 7-44
7.15.6. LOC Back Course Instrument Approach (Step-By-
Step) .................................................................................. 7-47
7.15.7. RNAV (GPS) Instrument Approach to LPV Minima (Step-
By-Step) .................................................................................. 7-51
7.15.8. NRST ILS Instrument Approach (Step-By-Step) ...... 7-55
7.15.9. VOR/DME Instrument Approach (Step-By-Step)...... 7-58
7.15.10. ILS or LOC RWY 1 Instrument Approach with Missed
Approach Flown to Alternate fix (Step-By-Step) ........................... 7-62
Section 8 Terrain Awareness Warning System Enhanced HTAWS and
HTAWS ............................................................................................ 8-1
8.1. Enhanced HTAWS and HTAWS (Terrain Awareness Warning
System) Functions .............................................................................. 8-1
8.2. Terrain Display ........................................................................ 8-2

8.3. Forward Looking Terrain Alert (FLTA) Function ..................... 8-2
8.3.1. FLTA Modes................................................................ 8-3
8.3.2. GPS/SBAS Navigation Mode Slaving ......................... 8-3
8.3.3. Default FLTA Mode ..................................................... 8-3
8.3.4. FLTA Search Envelope ............................................... 8-4
8.3.5. FLTA Alerts and Automatic Popup.............................. 8-6
8.4. Excessive Rate of Descent (GPWS Mode 1) ......................... 8-7
8.5. Excessive Closure Rate to Terrain (GPWS Mode 2) .............. 8-8
8.6. Sink Rate after Takeoff or Missed Approach (GPWS Mode 3) ...
.............................................................................................. 8-10
8.7. Flight into Terrain when not in Landing Configuration (GPWS
Mode 4) ............................................................................................. 8-11
8.8. Excessive Downward Deviation from an ILS Glideslope (GPWS
Mode 5) ............................................................................................. 8-12
8.9. External Sensors and Switches ............................................ 8-13
8.10. TAWS Basic Parameter Determination ................................ 8-15
8.11. TAWS Automatic Inhibit Functions (Normal Operation) ....... 8-17
8.11.1. TAWS Automatic Inhibit Functions (Abnormal Operation)
.................................................................................. 8-18
8.11.2. TAWS Manual Inhibit Functions................................ 8-21
8.12. TAWS Selections on PFD ..................................................... 8-21
Section 9 Appendix ............................................................................. 9-1
9.1. Appendix ................................................................................. 9-1
9.2. Operating Tips......................................................................... 9-1
9.3. Domestic or International Flight Planning ............................... 9-1
9.4. Descent Planning .................................................................... 9-1
9.5. Terrain Clearance ................................................................... 9-1
9.6. Departure Airport Information ................................................. 9-2
9.7. Unique Names for Flight Plans ............................................... 9-2
9.8. Altimeter Settings .................................................................... 9-2
9.9. Warnings, Cautions, and Advisories ....................................... 9-2
9.10. Magnetic vs. True North Modes of Operation ......................... 9-2
9.11. Altitude Miscompare Threshold .............................................. 9-4
9.12. Airspeed Miscompare Threshold ............................................ 9-5
9.13. Jeppesen NavData Chart Compatibility.................................. 9-6

9.14. ARINC-424 Path-Terminator Leg Types ................................ 9-6
9.15. Data Logging and Retrieval .................................................... 9-6
9.15.1. Delete Log Files .......................................................... 9-7
9.15.2. Logged Flags and Custom CAS Messages................ 9-7
9.16. Routes and Waypoints............................................................ 9-8
9.16.1. VFR Flight Planning .................................................... 9-8
9.16.2. Download Routes and User Waypoints ...................... 9-8
9.16.3. Upload Routes and User Waypoints........................... 9-8
9.16.4. Delete Routes ............................................................. 9-8
9.17. EFIS Training Tool (ETT)........................................................ 9-9
9.18. USB Flash Drive Limitations ................................................... 9-9
9.19. Certification Basis ................................................................. 9-10
9.20. Environmental Requirements ............................................... 9-11
T 1. Traffic Page Access ................................................................ T-1
T 2. Menu Declutter ....................................................................... T-1
T 3. Traffic Symbology ................................................................... T-2
T 3.2. Traffic Display Definitions ........................................... T-3
T 3.3. Traffic Rendering Rules .............................................. T-3
T 3.4. Traffic Thumbnail ........................................................ T-4
T 4. Dedicated Traffic Page ........................................................... T-4
T 4.1. Traffic Display Format ................................................. T-4
T 4.2. Traffic Page Screen Range ........................................ T-5
T 4.3. Compass Rose Symbols ............................................ T-5
T 4.4. Clock and Options ...................................................... T-5
T 4.5. Fuel Totalizer/Waypoint Distance Functions .............. T-6
T 4.6. Active Flight Plan Path/Manual Course/Runways ...... T-6
T 5. MFD Traffic Format (FORMAT) Menu .................................... T-7
T 6. MFD Fault Display (FAULTS) Menu ....................................... T-8
T 7. Menu Synchronization ............................................................ T-8
RBP 1. Remote Bugs Panel ....................................................... RBP-1
S 1. WX-500 Data .......................................................................... S-1
S 2. Dedicated Strikes Page .......................................................... S-2
S 2.1. MFD Page (PAGE) Menu ........................................... S-2
S 2.2. Strikes Page Screen Range ........................................ S-2

S 2.3. Air Data and Groundspeed ......................................... S-2
S 2.4. Clock and Options ....................................................... S-3
S 2.5. Active Flight Plan Path/Manual Course/Runways ...... S-3
S 2.6. Fuel Totalizer/Waypoint Distance Functions .............. S-4
S 3. MFD Strikes Format (FORMAT) Menu ................................... S-4
S 4. MFD Page First-Level Option Descriptions ............................ S-5
S 5. MFD Fault Display (FAULTS) Menu ....................................... S-5
S 6. Menu Synchronization ............................................................ S-5
D 1. Datalink Symbology ............................................................... D-1
D 2. Dedicated Datalink Page ....................................................... D-4
D 2.1. MFD Page (PAGE) Menu ...........................................D-4
D 2.2. Ownship Symbol .........................................................D-4
D 2.3. Datalink Page Legend .................................................D-4
D 2.4. Air Data and Groundspeed .........................................D-4
D 2.5. Clock and Options .......................................................D-4
D 2.6. Datalink Page Screen Range ......................................D-6
D 2.7. Boundary Circle Symbols ............................................D-7
D 2.8. Active Flight Plan Path/Manual Course/Runways ......D-7
D 2.9. Borders ........................................................................D-8
D 2.10. Pan Mode ....................................................................D-8
D 3. MFD Datalink Format (FORMAT) Menu ................................ D-8
D 3.1. MFD DATALINK Page (Step-By-Step) .......................D-9
D 4. Top-Level Auto Pop-Up Function Descriptions.................... D-10
D 5. MFD Page First-Level Option Descriptions ......................... D-10
D 6. Active Flight Plan (ACTV) Menu Options ............................. D-11
D 7. Information (INFO) Menu ..................................................... D-11
D 8. MFD Fault Display Menu ..................................................... D-11
D 9. Menu Synchronization ......................................................... D-11
RD 1. Airspeed Display .............................................................. RD-1
RD 2. Round Dials PFD ............................................................. RD-2
RD 3. Round Dials PFI Configuration ........................................ RD-2
RD 4. Altitude Display ................................................................ RD-3
RD 5. Vertical Speed Indicator ................................................... RD-5
RD 6. Heading Display ............................................................... RD-6

RD 7. Turn Rate Indicator .......................................................... RD-7
RD 8. RED-X (Invalid Input) ....................................................... RD-7
SAR 1. Search and Rescue (SAR) Patterns .............................. SAR-1
SAR 1.1. SAR Pattern Step-by-Step Procedures ................. SAR-1
SAR 2. Expanding Square Pattern............................................. SAR-4
SAR 3. Rising Ladder Pattern .................................................... SAR-5
SAR 4. Orbit Pattern................................................................... SAR-7
SAR 5. Race Track Pattern ........................................................ SAR-8
SAR 6. Sector Search Pattern ................................................... SAR-9
INDEX
GLOSSARY
List of Figures and Tables

FIGURE 1-1: IDU-450 INPUT IDENTIFICATION .............................................. 1-2
FIGURE 2-1: IDU-450 PRIMARY FLIGHT DISPLAY ...................................... 2-11
FIGURE 2-2: IDU-450 MULTIFUNCTION FLIGHT DISPLAY ........................... 2-12
FIGURE 2-3: SYSTEM DIAGRAM ................................................................ 2-12
FIGURE 2-4: IDU-450 INITIALIZATION SCREEN .......................................... 2-13
TABLE 2-1: IDU SOFTWARE VERSION AND PART NUMBER ......................... 2-13
TABLE 2-2: CPU NUMBER DESIGNATION .................................................. 2-14
FIGURE 2-5: LOGO SCREEN WITH “TESTING” .......................................... 2-15
FIGURE 2-6: CRC SCREEN ...................................................................... 2-16
FIGURE 2-7: TWO-MINUTE COUNTDOWN SCREEN ..................................... 2-17
FIGURE 2-8: QUICK START SCREEN ..................................................... 2-18
FIGURE 2-9: TIME-CRITICAL WARNING ALERT........................................... 2-22
FIGURE 2-10: TIME-CRITICAL CAUTION ALERT .......................................... 2-23
TABLE 2-3: TIME-CRITICAL WARNING AND CAUTION ALERTS IN PRIMARY FIELD
OF VIEW.......................................................................................... 2-23
TABLE 2-4: TIME-CRITICAL WARNING AND CAUTION ALERTS ..................... 2-23
FIGURE 2-11: WARNING ALERTS .............................................................. 2-25
TABLE 2-5: WARNING ALERT ELEMENTS................................................... 2-26
TABLE 2-6: WARNING ALERTS.................................................................. 2-26
FIGURE 2-12: CAUTION ALERTS ............................................................... 2-27
TABLE 2-7: CAUTION ALERT ELEMENTS .................................................... 2-27
TABLE 2-8: CAUTION ALERTS ................................................................... 2-27
TABLE 2-9: SIDE-SPECIFIC CAUTION ALERTS............................................ 2-35
FIGURE 2-13: ADVISORY ALERTS ............................................................. 2-36
TABLE 2-10: ADVISORY ALERT ELEMENTS ................................................ 2-36
TABLE 2-11: ADVISORY ALERTS ............................................................... 2-36
TABLE 2-12: SIDE-SPECIFIC ADVISORY ALERTS ........................................ 2-38
TABLE 2-13: AUDIO-ONLY CAUTION AND ADVISORY ALERTS ..................... 2-40
FIGURE 2-14: GROUND MAINTENANCE PAGE ............................................ 2-44
FIGURE 3-1: PFD, PURE DIGITAL CONFIGURATION ..................................... 3-1
FIGURE 3-2: PFD, ROLLING DIGITAL CONFIGURATION ................................ 3-1
FIGURE 3-3: PFD IN BASIC MODE PURE AND ROLLING DIGITAL ................... 3-2
FIGURE 3-4: PFD BANK SCALE .................................................................. 3-2
FIGURE 3-5: MENU FUNCTIONS .................................................................. 3-3
FIGURE 3-6: ALTIMETER SETTING .............................................................. 3-3
FIGURE 3-7: ALTIMETER SETTING .............................................................. 3-4
FIGURE 3-8: TARGET ALTITUDE BUG (VERTICALLY INTEGRATED) ................. 3-5
FIGURE 3-9: TARGET ALTITUDE BUG (NOT VERTICALLY INTEGRATED) ......... 3-5
FIGURE 3-10: VNAV SUB-MODE (NOT VERTICALLY INTEGRATED) ............... 3-5
FIGURE 3-11: VNAV SUB-MODE (VERTICALLY INTEGRATED) ...................... 3-6
FIGURE 3-12: ALTITUDE DISPLAY (VNAV TILE) .......................................... 3-6
FIGURE 3-13: ALTITUDE DISPLAY (METRIC UNITS) ...................................... 3-7
FIGURE 3-14: PFD SYMBOLOGY ................................................................ 3-7
FIGURE 3-15: MINIMUM ALTITUDE .............................................................. 3-8
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) LOFT-1
FIGURE 3-16: VSI ..................................................................................... 3-8

TABLE 3-1: SCALE GRADUATIONS AND DISPLAY ......................................... 3-8
FIGURE 3-17: VSI BUG ............................................................................. 3-9
FIGURE 3-18: VSI BUG (VERTICALLY INTEGRATED) .................................... 3-9
FIGURE 3-19: NORMAL AGL INDICATION .................................................... 3-9
TABLE 3-2: AGL INDICATION.................................................................... 3-10
FIGURE 3-20: ANALOG AGL INDICATION .................................................. 3-10
TABLE 3-3: ANALOG AGL INDICATOR ....................................................... 3-10
TABLE 3-4: ANALOG AGL INDICATOR MARKINGS ...................................... 3-10
FIGURE 3-21: DECISION HEIGHT .............................................................. 3-11
FIGURE 3-22: AIRSPEED DISPLAY ............................................................ 3-12
FIGURE 3-23: AIRSPEED TREND .............................................................. 3-12
FIGURE 3-24: AIRSPEED SCALE FAR PART 27/29 .................................... 3-12
TABLE 3-5: AIRSPEED BUG LIMITS ........................................................... 3-12
FIGURE 3-25: AIRSPEED SCALE BUG ....................................................... 3-13
TABLE 3-6: AIRSPEED BUG SETTING ANNUNCIATION AND BUG COLORS..... 3-13
FIGURE 3-26: AIRSPEED DISPLAY (WITH EFIS-COUPLED) ......................... 3-13
FIGURE 3-27: HEADING DISPLAY ............................................................. 3-14
FIGURE 3-28: DG INDICATED WHEN AHRS IN DG MODE .......................... 3-14
FIGURE 3-29: SLIP/SKID INDICATOR ......................................................... 3-14
FIGURE 3-30: DISPLACED HEADING BUG .................................................. 3-14
TABLE 3-7: HEADING DISPLAY ................................................................. 3-15
FIGURE 3-31: PITCH SCALE ..................................................................... 3-15
FIGURE 3-32: PITCH SCALE ZENITH AND NADIR SYMBOLS ........................ 3-16
FIGURE 3-33: TURN RATE INDICATOR ...................................................... 3-16
FIGURE 3-34: LANDING GEAR INDICATION ................................................ 3-16
FIGURE 3-35: UNUSUAL ATTITUDE MODE ................................................. 3-17
FIGURE 3-36: PFD TERRAIN AND OBSTRUCTIONS .................................... 3-18
TABLE 3-8: LAT-LON RESOLUTION BOUNDARIES..................................... 3-19
TABLE 3-9: TERRAIN AND OBSTRUCTION RENDERING LEVELS ................... 3-19
FIGURE 3-37: TERRAIN DESELECTED ON PFD BUT SELECTED ON MFD ..... 3-20
FIGURE 3-38: PFD WITH OBSTRUCTIONS ................................................. 3-21
FIGURE 3-39: FLIGHT PATH MARKER ....................................................... 3-22
FIGURE 3-40: FLIGHT PATH MARKER VIEWS............................................. 3-22
FIGURE 3-41: FPM ABSENT (UNUSUAL ATTITUDE MODE) ......................... 3-23
FIGURE 3-42: PFD WITH FPM REMOVED ................................................. 3-23
FIGURE 3-43: PFD WITH GPS FAILURE AFTER 1 MINUTE .......................... 3-24
FIGURE 3-44: PFD HOVER VECTOR SYMBOLOGY ..................................... 3-24
FIGURE 3-45: BANK ANGLE ..................................................................... 3-25
FIGURE 3-46: TURN INDICATOR ............................................................... 3-26
FIGURE 3-47: TIMER ............................................................................... 3-26
FIGURE 3-48: MARKER BEACON S ........................................................... 3-26
FIGURE 3-49: FLIGHT DIRECTOR.............................................................. 3-27
FIGURE 3-50: FLIGHT DIRECTOR (BASIC MODE) ....................................... 3-27
FIGURE 3-51: COURSE DEVIATION INDICATOR .......................................... 3-27
TABLE 3-10: CDI BEHAVIOR AND COLOR ................................................. 3-28
LOFT-2 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 1st Ed Nov 2018
FIGURE 3-52: HEADING BUG .................................................................... 3-30

FIGURE 3-53: LNAV ARMED MODE .......................................................... 3-30
FIGURE 3-54: CDI NO AUTOPILOT OR FULLY-INTEGRATED AUTOPILOT ...... 3-31
FIGURE 3-55: VERTICAL DEVIATION INDICATOR ........................................ 3-31
TABLE 3-11: VERTICAL DEVIATION INDICATOR BEHAVIOR .......................... 3-32
FIGURE 3-56: VDI COLOR DURING GPS/SBAS LON OR VLON ................ 3-33
FIGURE 3-57: EFIS COUPLED VERTICALLY WITH GLIDESLOPE MODE ENGAGED
...................................................................................................... 3-33
FIGURE 3-58: HIGHWAY IN THE SKY ......................................................... 3-34
FIGURE 3-59: ACTIVE WAYPOINT ............................................................. 3-34
FIGURE 3-60: MINI MAP........................................................................... 3-35
TABLE 3-12: MINI MAP BEHAVIOR (WHEN NOT DECLUTTERED) ................. 3-36
FIGURE 3-61: RUNWAYS .......................................................................... 3-36
TABLE 3-13: RUNWAY DRAWING CRITERIA ............................................... 3-37
FIGURE 3-62: HELIPADS .......................................................................... 3-38
FIGURE 3-63: OWNSHIP SYMBOLOGY ....................................................... 3-38
FIGURE 3-64: BASIC MOVING MAP ........................................................... 3-39
FIGURE 3-65: LATITUDE/LONGITUDE DISPLAY COMPASS ROSE/ND BOUNDARY
CIRCLE SYMBOL .............................................................................. 3-39
FIGURE 3-66: MOVING MAP WITH INSTRUMENT APPROACH ....................... 3-40
FIGURE 3-67: NORTH-UP ARC MODE ....................................................... 3-40
FIGURE 3-68: NORTH-UP CENTERED MODE ............................................. 3-41
FIGURE 3-69: HEADING-UP CENTERED MODE .......................................... 3-41
FIGURE 3-70: COMPASS ROSE/ND BOUNDARY CIRCLE SYMBOL ............... 3-41
TABLE 3-14: CLOCK OPTIONS .................................................................. 3-42
FIGURE 3-71: CLOCK/OPTIONS ................................................................ 3-42
FIGURE 3-72: AIR DATA AND GROUNDSPEED............................................ 3-42
FIGURE 3-73: FUEL TOTALIZER/WAYPOINT DISTANCE FUNCTIONS ............. 3-43
TABLE 3-15: FUEL TOTALIZER/WAYPOINT DISTANCE FUNCTIONS .............. 3-44
FIGURE 3-74: NAVIGATION DATA AND AIRSPACE DEPICTION...................... 3-44
TABLE 3-16: NAVIGATION SYMBOLOGY..................................................... 3-45
TABLE 3-17: AIRSPACE DEPICTION .......................................................... 3-46
FIGURE 3-75: ANALOG NAVIGATION SYMBOLOGY HSI IN ARC MODE ........ 3-46
FIGURE 3-76: ANALOG NAVIGATION SYMBOLOGY HSI IN CENTERED MODE 3-47
FIGURE 3-77: STATE BORDERS DRAWN ................................................... 3-47
FIGURE 3-78: WITHOUT STATE BORDERS DRAWN .................................... 3-48
FIGURE 3-79: TERRAIN/OBSTRUCTIONS PFD ........................................... 3-48
FIGURE 3-80: TERRAIN/OBSTRUCTIONS MFD........................................... 3-49
TABLE 3-18: TERRAIN COLOR .................................................................. 3-49
TABLE 3-19: OBSTRUCTIONS ................................................................... 3-49
FIGURE 3-81: PAN MODE ........................................................................ 3-50
FIGURE 3-82: START POINT ..................................................................... 3-51
FIGURE 3-83: DIRECT POINT.................................................................... 3-51
FIGURE 3-84: TOP OF DESCENT OR TOP-OF-CLIMB .................................. 3-51
FIGURE 3-85: PROJECTED PATH .............................................................. 3-52
FIGURE 3-86: PARALLEL TRACK ............................................................... 3-53
FIGURE 3-87: LOSS OF NAVIGATION......................................................... 3-53

FIGURE 3-88: FIELD OF VIEW................................................................... 3-54
FIGURE 3-89: RANGE .............................................................................. 3-54
FIGURE 3-90: HSI PAGE ......................................................................... 3-55
FIGURE 3-91: HSI POINTER COLOR ......................................................... 3-56
FIGURE 3-92: CONVENTIONAL HSI/PTR FORMAT: HSI WITH VDI AND
GLIDESLOPE ................................................................................... 3-57
FIGURE 3-93: CONVENTIONAL HSI/PTR FORMAT WITH LOSS OF NAVIGATION
CONDITION ..................................................................................... 3-57
FIGURE 3-94: ANALOG NAVIGATION DISPLAY VOR1 AND VOR2 ............... 3-58
FIGURE 3-95: ANALOG NAVIGATION DISPLAY FMS AND ADF2 .................. 3-58
FIGURE 3-96: HSI BEARING DISTANCE READOUT WITH DME IN HOLD ..... 3-59
FIGURE 3-97: HSI WITH MARKER BEACON DISPLAYED.............................. 3-59
FIGURE 3-98: COMPASS ROSE ................................................................ 3-59
FIGURE 3-99: HSI DISPLAY AIR DATA AND GROUNDSPEED ....................... 3-60
FIGURE 3-100: HSI CLOCK ..................................................................... 3-60
FIGURE 3-101: HSI FUEL TOTALIZER/WAYPOINT DISTANCE ...................... 3-61
FIGURE 3-102: NAVIGATION LOG ............................................................. 3-61
FIGURE 3-103: HOVER PAGE ORIENTATION ............................................. 3-65
FIGURE 3-104: HOVER VECTOR SYMBOLOGY ........................................... 3-66
FIGURE 3-105: HOVER VECTOR COMPASS ROSE ..................................... 3-66
FIGURE 3-106: HOVER VECTOR ACTIVE FLIGHT PLAN PATH/MANUAL COURSE
...................................................................................................... 3-67
FIGURE 3-107: HOVER VECTOR ACTIVE FLIGHT PLAN PATH/PARALLEL COURSE
...................................................................................................... 3-68
FIGURE 3-108: HOVER VECTOR PROJECTED PATH ................................... 3-69
FIGURE 3-109: HOVER VECTOR AGL INDICATION ..................................... 3-69
TABLE 3-20: ANALOG AGL INDICATION DESIGNED PARAMETERS .............. 3-70
TABLE 4-1: REVERSIONARY MODE STATUS (PFD) ...................................... 4-2
TABLE 4-2: REVERSIONARY MODE STATUS (ND) ........................................ 4-3
TABLE 4-3: REVERSIONARY MODE STATUS (OUTPUT FUNCTIONS) .............. 4-3
FIGURE 4-1: GPS TRK ............................................................................. 4-5
FIGURE 4-2: LOI CAUTION......................................................................... 4-6
FIGURE 4-3: FAULTS PAGE ON MFD ........................................................ 4-7
FIGURE 4-4: LOSS OF VERTICAL NAVIGATION (VLON) ................................ 4-7
FIGURE 4-5: PFD FAILURE MODE 0 GPS, ADC, AND AHRS NORMAL ........ 4-9
FIGURE 4-6: MFD FAILURE MODE 0 (NORMAL MODE) GPS, ADC, AND AHRS
NORMAL ........................................................................................... 4-9
FIGURE 4-7: PFD FAILURE MODE 1 GPS/SBAS FAILED; ADC AND AHRS
NORMAL ......................................................................................... 4-10
FIGURE 4-8: MFD FAILURE MODE 1 GPS/SBAS FAILED; ADC AND AHRS
NORMAL ......................................................................................... 4-10
FIGURE 4-9: PFD FAILURE MODE 2 (NORMAL MODE) ADC FAILED; GPS/SBAS
AND AHRS NORMAL ....................................................................... 4-11
FIGURE 4-10: MFD FAILURE MODE 2 ADC FAILED; GPS/SBAS AND AHRS
NORMAL ......................................................................................... 4-11
FIGURE 4-11: PFD FAILURE MODE 3 AHRS FAILED; GPS/SBAS AND ADC
NORMAL ......................................................................................... 4-12
FIGURE 4-12: MFD FAILURE MODE 3 AHRS FAILED; GPS/SBAS AND ADC
NORMAL ......................................................................................... 4-12
FIGURE 4-13: PFD FAILURE MODE 4 GPS/SBAS AND ADC FAILED; AHRS
NORMAL ......................................................................................... 4-13
FIGURE 4-14: MFD FAILURE MODE 4 GPS/SBAS AND ADC FAILED; AHRS
NORMAL ......................................................................................... 4-13
FIGURE 4-15: PFD FAILURE MODE 5 GPS/SBAS AND AHRS FAILED; ADC
NORMAL ......................................................................................... 4-14
FIGURE 4-16: MFD FAILURE MODE 5 GPS/SBAS AND AHRS FAILED; ADC
NORMAL ......................................................................................... 4-14
FIGURE 4-17: PFD FAILURE MODE 6 ADC AND AHRS FAILED; GPS/SBAS
NORMAL ......................................................................................... 4-15
FIGURE 4-18: MFD FAILURE MODE 6 ADC AND AHRS FAILED; GPS/SBAS
NORMAL ......................................................................................... 4-15
FIGURE 4-19: PFD FAILURE MODE 7 GPS/SBAS, ADC, AND AHRS FAILED ..
...................................................................................................... 4-16
FIGURE 4-20: MFD FAILURE MODE 7 GPS/SBAS, ADC, AND AHRS FAILED ..
...................................................................................................... 4-16
FIGURE 5-1: IDU-450 INPUT CONTROLS .................................................... 5-1
TABLE 5-1:ENCODER FUNCTIONS FOR ALL PAGES ...................................... 5-1
FIGURE 5-2: IDU-450 INPUT CONTROLS .................................................... 5-2
TABLE 5-2: MENU SYNCHRONIZATION ........................................................ 5-3
FIGURE 5-3: PFD TOP-LEVEL MENU .......................................................... 5-5
TABLE 5-3: TOP-LEVEL MENU AUTOMATIC FUNCTION DESCRIPTIONS .......... 5-6
FIGURE 5-4: FIRST PAGE PFD ................................................................... 5-8
TABLE 5-4: CROSSFILL INHIBIT/ARM/SYNC FUNCTION ................................. 5-8
FIGURE 5-5: FIRST-LEVEL MFD ............................................................... 5-10
FIGURE 5-6: FLIGHT PLAN MENU ............................................................. 5-11
FIGURE 5-7: CREATION OF OVERFLY USER WAYPOINT ............................. 5-13
FIGURE 5-8: ACTIVE FLIGHT PLAN MAIN MENU ......................................... 5-23
FIGURE 5-9: ACTIVE FLIGHT PLAN MENU OPTIONS ................................... 5-24
FIGURE 5-10: INFORMATION MENU........................................................... 5-29
FIGURE 5-11: CRS SYNC ...................................................................... 5-30
FIGURE 5-12: OMNIBEARING SELECTOR (OBS) MENU .............................. 5-31
FIGURE 5-13: HEADING BUG (HDG) MENU .............................................. 5-33
FIGURE 5-14: NEAREST (NRST) MENU .................................................... 5-34
FIGURE 5-15: DIRECT MENU .................................................................... 5-36
FIGURE 5-16: TIME MENU ........................................................................ 5-38
FIGURE 5-17: PFD SOURCE MENU .......................................................... 5-40
FIGURE 5-18: PFD BUGS (BUGS) MENU ................................................. 5-42
FIGURE 5-19: PFD BUGS (BUGS) MENU (CONTINUED) ............................ 5-43
TABLE 5-5: PFD DECLUTTER OPTIONS AND FEATURES ............................. 5-44
FIGURE 5-20: PFD DECLUTTER (DCLTR) MENU ...................................... 5-45
FIGURE 5-21: PFD ALTIMETER MENU ...................................................... 5-47
FIGURE 5-22: MFD FAULT DISPLAY MENU ............................................... 5-49

FIGURE 5-23: MFD FUEL TOTALIZER QUANTITY MENU ............................. 5-51
FIGURE 5-24: MFD PAGE (PAGE) MENU ................................................ 5-51
FIGURE 5-25: MFD HSI DECLUTTER (DCLTR) MENU .............................. 5-53
FIGURE 5-26: MFD ND PAGE FORMAT MENU .......................................... 5-54
FIGURE 5-27: MFD SYMBOL DECLUTTER ................................................. 5-55
TABLE 7-1: VNAV ALTITUDES AND OFFSETS .............................................. 7-2
FIGURE 7-1: SUPPRESSED WAYPOINT........................................................ 7-2
FIGURE 7-2: ACTIVE FLIGHT PLAN WITH TWO SUPPRESSED WAYPOINTS ..... 7-3
FIGURE 7-3: VERTICAL DEVIATION INDICATOR LINEAR DEVIATION.............. 7-10
TABLE 7-2: HIGHWAY IN THE SKY CONFIGURATION ................................... 7-10
FIGURE 7-4: HIGHWAY IN THE SKY (AIRCRAFT REFERENCED) ................... 7-12
FIGURE 7-5: HIGHWAY IN THE SKY (GEO-REFERENCED BACKWARD) ......... 7-12
FIGURE 7-6: HIGHWAY IN THE SKY (GEO-REFERENCED FORWARD) ........... 7-12
TABLE 7-3: FINAL SEGMENT OF IFR APPROACH, DESCENT ANGLE AND VNAV
WAYPOINT ...................................................................................... 7-13
FIGURE 7-7: HIGHWAY IN THE SKY FINAL APPROACH SEGMENTS .............. 7-14
FIGURE 7-8: FLY-OVER WAYPOINTS ........................................................ 7-15
TABLE 7-4: RNAV PATH TERMINATOR LEG TYPE ..................................... 7-16
FIGURE 7-9: FLY-BY WAYPOINTS............................................................. 7-17
TABLE 7-5: LEG SEGMENTS FOR PATHS CONSTRUCTED BY THE EFIS ....... 7-18
FIGURE 7-10: UNNAMED WAYPOINTS ....................................................... 7-21
FIGURE 7-11: PARALLEL OFFSET PTK+/PTK ENTRY .............................. 7-24
FIGURE 7-12: PARALLEL OFFSET PTK-/PTK ENDING ............................. 7-25
TABLE 7-6: PARALLEL OFFSETS SYMBOLS AND DESCRIPTION ................... 7-25
TABLE 7-7: DEFAULT GPS/SBAS NAVIGATION MODES ............................ 7-27
TABLE 7-8: DEFAULT NAVIGATION MODES BASED UPON REGION OF OPERATION
...................................................................................................... 7-27
TABLE 7-9: SUMMARY OF CHANGES IN CROSS-TRACK FSD ...................... 7-28
FIGURE 7-13: GPS MODE (LPV APPR) .................................................. 7-29
FIGURE 7-14: NAVIGATING TO FAF ON VTF VFR APPROACH ................... 7-31
FIGURE 7-15: LON INDICATION................................................................ 7-32
TABLE 7-10: SUMMARY OF FAULTS MENU ................................................ 7-32
TABLE 7-11: LOSS OF INTEGRITY CAUTION MONITORING .......................... 7-34
FIGURE 7-16: MISSED APPROACH AND DEPARTURE PATH ........................ 7-35
FIGURE 7-17: STANDARD INSTRUMENT DEPARTURE (DP) ......................... 7-37
FIGURE 7-18: STANDARD TERMINAL ARRIVAL ROUTE (STAR) .................. 7-39
FIGURE 7-19: ILS INSTRUMENT APPROACH (KHIO) .................................. 7-41
FIGURE 7-20: ILS APPROACH (EGYD) .................................................... 7-44
FIGURE 7-21: LOC BACK COURSE APPROACH ......................................... 7-47
FIGURE 7-22: RNAV (GPS) INSTRUMENT APPROACH TO LPV MINIMA ...... 7-51
FIGURE 7-23: NRST ILS INSTRUMENT APPROACH ................................... 7-55
FIGURE 7-24: VOR/DME INSTRUMENT APPROACH .................................. 7-58
FIGURE 7-25: ILS OR LOC RWY 1 INSTRUMENT APPROACH WITH MISSED
APPROACH FLOWN TO ALTERNATE FIX (STEP-BY-STEP) ................... 7-62
TABLE 8-1: TAWS FUNCTIONS PROVIDED BY THE EFIS ............................. 8-1
FIGURE 8-1: TERRAIN DISPLAY .................................................................. 8-2

FIGURE 8-2: FLTA INHBT ........................................................................ 8-2
FIGURE 8-3: DEFAULT FLTA INHBT .......................................................... 8-4
FIGURE 8-4: FLTA INHBT MODE AREAS ................................................... 8-4
TABLE 8-2: FLTA SEARCH ENVELOPE FOR HTAWS ................................... 8-5
FIGURE 8-5: POPUP MODE ........................................................................ 8-6
TABLE 8-3: HTAWS GPWS MODE 1 ENVELOPE ........................................ 8-7
FIGURE 8-6: ROTORCRAFT GPWS MODE 1................................................ 8-8
TABLE 8-4: HTAWS GPWS MODE 2 ENVELOPES ...................................... 8-8
TABLE 8-5: HTAWS GPWS MODE 2A ENVELOPES (NOT IN LANDING
CONFIGURATION) .............................................................................. 8-9
TABLE 8-6: HTAWS GPWS MODE 2B ENVELOPES (LANDING CONFIGURATION)
........................................................................................................ 8-9
FIGURE 8-7: ROTORCRAFT GPWS MODE 2.............................................. 8-10
FIGURE 8-8: GPWS MODE 3 WARNING (SINK RATE AFTER TAKEOFF OR MISSED
APPROACH) .................................................................................... 8-10
FIGURE 8-9: ROTORCRAFT GPWS MODE 3.............................................. 8-11
TABLE 8-7: HTAWS GPWS MODE 4 ENVELOPES .................................... 8-11
TABLE 8-8: HTAWS GPWS MODE 4 ALERTING CRITERIA ........................ 8-11
TABLE 8-9: HTAWS GPWS MODE 4A ENVELOPES .................................. 8-12
FIGURE 8-10: ROTORCRAFT GPWS MODE 4............................................ 8-12
TABLE 8-10: HTAWS GPWS MODE 5 ENVELOPES .................................. 8-13
FIGURE 8-11: ROTORCRAFT GPWS MODE 5............................................ 8-13
TABLE 8-11: EXTERNAL SENSORS AND SWITCHES (APPLICABLE TAWS) ... 8-14
TABLE 8-12: HTAWS BASIC PARAMETERS DETERMINATION ..................... 8-15
TABLE 8-13: TAWS AUTOMATIC INHIBIT FUNCTIONS ................................ 8-18
FIGURE 8-12: TERRAIN DISPLAY FUNCTIONALITY ...................................... 8-21
FIGURE 8-13: PFD SVS BASIC OPTION.................................................. 8-22
FIGURE 8-14: PFD SVS TAWS OPTION .................................................. 8-22
FIGURE 8-15: AUTOMATIC PFD TERRAIN WARNING .................................. 8-23
FIGURE 8-16: PFD SVS TAWS OPTION AND OBSTRUCTIONS ................... 8-23
FIGURE 8-17: PFD OBSTRUCTION CAUTION ............................................. 8-24
FIGURE 8-18: PFD OBSTRUCTION WARNING ............................................ 8-24
FIGURE 9-1: US/UK WORLD MAGNETIC MODEL ......................................... 9-3
TABLE 9-1: ALLOWABLE INSTRUMENT ERROR ............................................. 9-4
TABLE 9-2: REGULATORY REFERENCE ....................................................... 9-4
TABLE 9-3: AIRSPEED ERROR .................................................................... 9-5
TABLE 9-4: AIRSPEED REGULATORY REFERENCE ....................................... 9-5
TABLE 9-5: LOG FILE VALUES .................................................................... 9-7
FIGURE 9-2: VFR WAYPOINT ..................................................................... 9-8
FIGURE T-1: MFD TRAFFIC PAGE ACCESS ................................................. T-1
FIGURE T-2: PFD MENU DCLTR ............................................................. T-1
FIGURE T-3: TRAFFIC SYMBOLOGY ............................................................ T-2
TABLE T-1: TRAFFIC SYMBOLOGY .............................................................. T-2
TABLE T-2: ADS-B AND TIS-B TRAFFIC SYMBOLS ...................................... T-2
TABLE T-3: TRAFFIC RENDERING RULES .................................................... T-3
TABLE T-4: PILOT SELECTED OT AND PA TRAFFIC ALTITUDE FILTERING ..... T-3
FIGURE T-4: TRAFFIC THUMBNAIL .............................................................. T-4
FIGURE T-5: TRAFFIC DISPLAY FORMAT ..................................................... T-4
FIGURE T-6: TRAFFIC SCREEN RANGE COMPASS ROSE SYMBOLS .............. T-5
FIGURE T-7: CLOCK AND OPTIONS ............................................................. T-5
TABLE T-5: CLOCK AND OPTIONS .............................................................. T-6
FIGURE T-8: FUEL TOTALIZER/WAYPOINT DISTANCE FUNCTIONS ................ T-6
FIGURE T-9: MFD TRAFFIC FORMAT (FORMAT) MENU ............................. T-7
FIGURE T-10: MFD TRAFFIC IDENT (FORMAT) MENU ............................. T-8
TABLE T-6: MENU SYNCHRONIZATION ........................................................ T-8
FIGURE RBP-1: REMOTE BUGS PANEL ................................................. RBP-1
TABLE RBP-1: REMOTE BUGS PANEL (RBP) ........................................ RBP-1
TABLE S-1: LIGHTNING STRIKES ................................................................ S-1
FIGURE S-1: STRIKES PAGE ...................................................................... S-1
FIGURE S-2: LIGHTNING SYMBOLS ............................................................. S-2
FIGURE S-3: AIR DATA AND GROUNDSPEED IN UPPER LEFT CORNER .......... S-2
FIGURE S-4: CLOCK AND OPTIONS ............................................................ S-3
TABLE S-2: WX-500 STATUS .................................................................... S-3
FIGURE S-5: ACTIVE FLIGHT PLAN PATH/MANUAL COURSE/RUNWAYS ........ S-4
FIGURE S-6: FUEL TOTALIZER/WAYPOINT DISTANCE FUNCTIONS ................ S-4
FIGURE S-7: MFD STRIKES FORMAT (FORMAT) MENU ............................. S-5
TABLE S-3: MENU SYNCHRONIZATION ........................................................ S-5
FIGURE D-1: DATALINK SYMBOLOGY WITH G METAR ON........................... D-1
FIGURE D-2: DATALINK SYMBOLOGY WITH NEXRAD ON ............................ D-1
TABLE D-1: ADS-B DATA .......................................................................... D-2
TABLE D-2: DATALINK NEXRAD DATA ...................................................... D-2
TABLE D-3: GRAPHICAL METARS (GMETARS) SCREEN RANGE............... D-2
FIGURE D-3: NRST AIRPORT INFO ........................................................... D-3
TABLE D-4: GRAPHICAL METAR SYMBOLS ................................................ D-3
TABLE D-5: DATALINK GRAPHICAL METAR PRECIPITATION ........................ D-3
FIGURE D-4: METAR AND TAF REPORT FOR KPHX .................................. D-4
FIGURE D-5: DATALINK SYMBOLOGY ROTORCRAFT OWNSHIP SYMBOL ........ D-4
FIGURE D-6: ADS-B DATALINK PAGE LEGEND ........................................... D-4
FIGURE D-7: CLOCK/OPTIONS ................................................................... D-5
TABLE D-6: DATALINK NEXRAD STATUS................................................... D-5
FIGURE D-8: DATALINK PAGE SCREEN RANGE ........................................... D-6
TABLE D-7: DATALINK PAGE SCREEN RANGES ........................................... D-7
FIGURE D-9: BOUNDARY CIRCLE SYMBOL .................................................. D-7
FIGURE D-10: MFD DATALINK FORMAT (FORMAT) MENU ......................... D-9
TABLE D-8: TOP-LEVEL AUTO POP-UP FUNCTION DESCRIPTIONS ............. D-10
TABLE D-9: MENU SYNCHRONIZATION ..................................................... D-11
FIGURE RD-1: ROUND DIALS AIRSPEED DISPLAY .................................... RD-1
FIGURE RD-2: ROUND DIALS AIRSPEED DISPLAY LIMITS .......................... RD-1
FIGURE RD-3: ROUND DIALS PFI AREA (QNH) ....................................... RD-2
FIGURE RD-4: ALTIMETER QNH ............................................................. RD-3
FIGURE RD-5: ALTIMETER QFE.............................................................. RD-3
FIGURE RD-6: ALTITUDE DISPLAY ........................................................... RD-3

FIGURE RD-7: ALTITUDE DISPLAY (WHEN BELOW SEA LEVEL) ................. RD-4
FIGURE RD-8: AIRSPEED AND ALTITUDE WITH LOSS OF ADC ................... RD-4
FIGURE RD-9: TARGET ALTITUDE BUG .................................................... RD-4
FIGURE RD-10: VNAV SUB-MODE ......................................................... RD-5
FIGURE RD-11: METRIC ALTITUDE .......................................................... RD-5
FIGURE RD-12: VERTICAL SPEED INDICATOR .......................................... RD-5
FIGURE RD-13: VSI BUGS ..................................................................... RD-6
FIGURE RD-14: HEADING DISPLAY ......................................................... RD-6
FIGURE RD-15: TURN RATE INDICATOR .................................................. RD-7
TABLE RD-1: PFD DECLUTTER OPTIONS AND FEATURES......................... RD-7
FIGURE SAR-1: EXPANDING SQUARE PATTERN .....................................SAR-4
FIGURE SAR-2: EXPANDING SQUARE PATTERN PARAMETERS ...............SAR-4
TABLE SAR-1: EXPANDING SQUARE PATTERN PARAMETERS .................SAR-4
FIGURE SAR-3: EXPANDING SQUARE PATTERN-TURN AND LEG PARAMETERS
...................................................................................................SAR-5
FIGURE SAR-4: EXPANDING SQUARE PATTERN-INDIVIDUAL LEG SELECTED
...................................................................................................SAR-5
FIGURE SAR-5: RISING LADDER PATTERN ............................................SAR-5
FIGURE SAR-6: RISING LADDER PATTERN PARAMETERS .......................SAR-6
TABLE SAR-2: RISING LADDER PATTERN PARAMETERS .........................SAR-6
FIGURE SAR-7: RISING LADDER PATTERN-TURN, LEG, AND TRACK
PARAMETERS ...............................................................................SAR-6
FIGURE SAR-8: EXPANDING SQUARE PATTERN-INDIVIDUAL LEG SELECTED
...................................................................................................SAR-6
FIGURE SAR-9: ORBIT PATTERN ..........................................................SAR-7
FIGURE SAR-10: ORBIT PATTERN PARAMETERS ...................................SAR-7
TABLE SAR-3: ORBIT PATTERN PARAMETERS .......................................SAR-7
FIGURE SAR-11: ORBIT PATTERN-TURN AND RADIUS PARAMETERS ......SAR-7
FIGURE SAR-12: RACE TRACK PATTERN ..............................................SAR-8
FIGURE SAR-13: RACE TRACK PATTERN PARAMETERS .........................SAR-8
TABLE SAR-4: RACE TACK PATTERN PARAMETERS ...............................SAR-8
FIGURE SAR-14: RACE TRACK PATTERN-TURN, LEG, AND TRACK PARAMETERS
...................................................................................................SAR-8
FIGURE SAR-15: SECTOR SEARCH PATTERN ........................................SAR-9
FIGURE SAR-16: SECTOR SEARCH PATTERN PARAMETERS...................SAR-9
TABLE SAR-5: SECTOR SEARCH PATTERN PARAMETERS ......................SAR-9
FIGURE SAR-17: RACE TRACK PATTERN-TURN AND TRACK PARAMETERS
.................................................................................................SAR-10
FIGURE SAR-18: SECTOR SEARCH PATTERN-INDIVIDUAL LEG SELECTED.........
.................................................................................................SAR-10
Section 1 Introduction
1.1. Introduction
Aviation has become more complex with sophisticated “automation

centered” systems, which minimize pilot involvement and automate control
of the aircraft and its systems, thereby relegating the pilot to the role of
manager and emergency backup.
The Genesys Aerosystems Electronic Flight Instrument System (EFIS) is
designed as a “pilot-centered” system. While still highly automated, it
presents the pilot with information necessary to make decisions and take
appropriate actions. For example, the Highway-in-the-Sky (HITS) allows for
highly automated approaches, but its predictive nature provides the pilot
awareness of upcoming maneuvers. Instead of overloading the pilot with
information and options, the Genesys Aerosystems EFIS presents only
necessary information to reduce workload, decrease task complexity, and
minimize confusion, which results in safer flying with less stress and
fatigue.
The Genesys Aerosystems EFIS goal is IFR-VFR equivalence with HUD
symbology overlaying real-time 3-D virtual view of the outside world. This
“synthetic vision” provides the pilot in IMC with simple visual clues for
navigation and aircraft control as those used in VFR conditions. The “virtual
VFR” eliminates the need to scan multiple instruments for aircraft control
or interpret complicated enroute and approach procedures. As experience
is gained with this integrated system, the pilot will fly with more precision,
awareness, and confidence.
1.2. EFIS/FMS Description
The integrated display unit (IDU) has eight buttons along the vertical sides
referenced as L1 through L4 starting at the top left corner of the display
moving down and R1 through R4 from the top right corner moving down
the display from a pilot’s perspective.
There are two encoders along the bottom. The left encoder () only
controls the backlighting intensity. References throughout this guide refer
to the right-hand encoder () and when to push and/or scroll for desired
outcomes.
On the bezel between the two encoders, a slip indicator or blank housing
acts as the USB memory door. When lifted prior to power-up, the ground
maintenance mode is initiated after power-up. If a limits change, software,
or database update is planned, the USB drive must be inserted prior to
power-up.
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 1-1
L1 R1
L2 R2
L3 R3
L4 R4
 
Figure 1-1: IDU-450 Input Identification
A sensor on the face of the IDU bezel measures ambient light levels. Use
 to control the brightness of the panel or display lighting. To adjust panel
lighting (illumination of legends, encoders, inclinometer, and buttons), push
and scroll  clockwise to increase or counter clockwise to decrease. To
adjust display lighting (illumination of the LCD display), without pushing
scroll  as described with panel lighting. Lighting may be controlled locally
or remotely with a default state being with the local control.
NOTE:
If entering ground maintenance mode with bright light shining or reflecting

directly into the display, shield the light sensor to avoid the IDU from
going directly into the flight mode.
1.3. About This Guide
Operation of the Genesys Aerosystems EFIS is described in detail and

divided into sections as follows:
TABLE OF CONTENTS: Locate areas by topic
INTRODUCTION (Section 1): Basic explanation of the pilot guide.
SYSTEM OVERVIEW (Section 2): Description of system and hardware;
IDU behavior during initialization; warning alerts, time-critical warning
alerts, master visual and aural alerts caution alerts, and advisory alerts with
1-2 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 1st Ed Nov 2018
conditions; coloring conventions; abbreviations and acronyms; and

database update procedures.
DISPLAY SYMBOLOGY (Section 3): Identification of each screen
element of the PFD/MFD, and explanation of symbology.
REVERSIONARY MODES (Section 4): Views of displays with various
sensor failed conditions and resulting symbology, as well as, examples of
various configurations and display formats used with specific tables
showing affected functions. Explanation of what to expect when a particular
sensor fails and what changes on the display immediately or after a
specified amount of time.
MENU FUNCTIONS AND STEP-BY-STEP PROCEDURES (Section 5):
Menu structure of each feature and step-by-step procedures for operation
of each task. Basic description of all encoder and button functions with
menu tile definitions.
QUICK START TUTORIAL (Section 6): Basics necessary for flying a flight
with this system. Includes simple steps to manage displays for existing
flight conditions to quickly gain familiarity with where to locate controls to
manipulate the system for each operation.
IFR PROCEDURES (Section 7): Detailed information and instruction
about selecting and flying instrument procedures with examples of the most
popular published procedures with views of referenced published
procedures. Includes descriptions of selection of departure, published
instrument approach, standard terminal arrival procedures, as well as, how
the active flight plan quickly reflects changes to ATC clearances.
TERRAIN AWARENESS WARNING SYSTEM (Section 8): Description of
Enhanced HTAWS and HTAWS functionality for this aircraft with all
configurations. Defines the various parameters, which automatically apply
to each mode of flight.
APPENDIX (Section 9): Contains support material and other useful
information about system operation, guidance from Jeppesen, and
supplemental information such as flight planning; magnetic vs. true north
modes; airspeed/altitude miscompare thresholds; EFIS Training Tool; and
downloading routes / user waypoints.
APPENDICES: Traffic, Remote Bugs Panel, WX-500 Lightning Strikes,
Datalink, and Search and Rescue Patterns. Sections on equipment and
features not installed in every aircraft and may be removed at the discretion
of the end-user.
INDEX: Alphabetical listing of terms or keywords with corresponding page

numbers.
GLOSSARY: Alphabetical listing of definitions for terms.
Section 2 System Overview

2.1 Abbreviations and Acronyms
0R No Radius
3-D Three-Dimensional
AC Advisory Circular
ACTV Active
ADAHRS Air Data Attitude Heading Reference System
ADC Air Data Computer
ADF Automatic Direction Finder
ADS-B Automatic Dependent Surveillance-Broadcast
AFCS Automatic Flight Control System
AFM Aircraft Flight Manual
AGL Above Ground Level
AHRS Attitude Heading Reference System
AIRAC Aeronautical Information Regulation and Control
AIRMET Airmen’s Meteorological Information
ALT Pressure Altitude
ALT SEL Altitude Selection
AMLCD Active Matrix Liquid Crystal Display
ANP Actual Navigation Performance
ANT Antenna
AP Autopilot
APP Waypoint is part of an Instrument Approach Procedure
APPR Approach
APT Airport
APV Approach with Vertical Guidance
AOA Angle of Attack
ARINC Aeronautical Radio, Inc.
ARTCC Air Route Traffic Control Center
AS SAE Aerospace Standard
ASEL Aircraft Selected Altitude
ATC Air Traffic Control
ATT Attitude
st
1 Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 2-1
Baro Barometric setting

Baro-VNAV Barometric Vertical Navigation
BC Backcourse navigation
BRT Brightness
BTM Bottom
C Celsius
CA Course to Altitude (ARINC-424 Leg)
CALC as in RAIM (R2)
CAS Crew Alerting System
CD Course to DME Distance (ARINC-424 Leg)
CCW Counter Clockwise
CDA Continuous Descent Approach
CDI Course Deviation Indicator
CF Course to Fix (ARINC-424 Leg)
CI Course to Intercept (ARINC-424 Leg)
CLR Clear
CNX Cancel
COM Communication
CONT Continue
CPLT Co-Pilot
CPM Computer Processor Module
CPU Central Processing Unit
CR Course to Radial Termination (ARINC-424 Leg)
CRC Cyclic Redundancy Check
CRS Course
CSA Conflict Situation Awareness (ADS-B)
CTRST Contrast
CW Clockwise
dBZ Decibel relative to radar reflectivity (Z)
DCLTR Declutter
DCND Descend
DEC HT Decision Height Bug
DEL Delete
DESIG Designate
DF Direct to Fix (ARINC-424 Leg)

DFCS Digital Flight Control System
DFLT Default
DG Directional Gyro
DH Decision Height
DLNK Datalink
DME Distance Measuring Equipment
DO RTCA Document
DOD Department of Defense
DP Departure Procedure
DR Dead Reckoning
EFIS Electronic Flight Instrument System
EGM Earth Gravity Model
EGNOS European Geostationary Navigation Overlay Service
EGPWS Enhanced Ground Proximity Warning System
EQPMNT Equipment
ESSNTL Essential
ETA Estimated Time of Arrival
ETE Estimated Time Enroute
ETT EFIS Training Tool
EXCD Exceedance
EXPND Expand (also EXP)
F Fahrenheit
FA Course from a Fix to Altitude (ARINC-424 Leg)
FAA Federal Aviation Administration
FAF Final Approach Fix
FAR Federal Aviation Regulation
FAWP Final Approach Waypoint (same as FAF)
FC Course Fix to along Track Distance (ARINC-424 Leg)
FD Course from a Fix to DME Distance (ARINC-424 Leg);
Flight Director
FDE Fault Detection and Exclusion
FG Fixed Gear
FG + F Fixed Gear with Defined Landing Flaps Position
FIS Flight Information Service

FIS-B Flight Information Service-Broadcast
FL Flight Level
FLTA Forward Looking Terrain Awareness
FM Course from Fix to Manual termination (ARINC-424 Leg)
FMS Flight Management System
FOV Field of View
FPL Flight Plan
fpm Feet per minute
FPM Flight Path Marker
FPNM Feet Per Nautical Mile
FRT Fixed-Radius Transition
FSD Full Scale Deflection
FT Feet
FTE Flight Technical Error
FTP Fictitious Threshold Point
FNCT Function
GAGAN India’s GPS and GEO-Augmented Navigation System
GARP GNSS Azimuth Reference Point
GBAS Australia’s Ground Based Augmentation System
GLS GNSS Landing System
GMETAR Graphical METAR (also GMTR)
GMF Ground Maintenance Function
GN Gain
GND Ground
GNSS Global Navigation Satellite System
GPI Glidepath Intercept
GPIP Glide Path Intercept Point
GPS Global Positioning System
GPSV Global Positioning System Vertical Navigation
GPWS Ground Proximity Warning System
GS Glideslope
H Hold
HA Terminates at an altitude (ARINC-424 Leg)
HF Holding, Pattern to Fix (ARINC-424 Leg)

HM Altitude or Manual Termination (ARINC-424 Leg)
HAL Horizontal Alert Limit
HAT Height Above Threshold
HDG Heading
HFOM Horizontal Figure of Merit
hh:mm:ss Hours: Minutes: Seconds
HITS Highway in the Sky
HLTH Health
HORIZ Horizontal
HOTAS Hands on Throttle and Stick
hPa Hectopascal
HPL Horizontal Protection Level
HRZ SYNC Horizon Synchronization
HSI Horizontal Situation Indicator
HUD Head Up Display
IAP Instrument Approach Procedure; Initial Approach Point
IAS Indicated Airspeed
IAWP Initial Approach Waypoint (same as IAP)
ICAO International Civil Aviation Organization
ID Identity or Identification
IDU Integrated Display Unit
IF Initial Fix leg
IFR Instrument Flight Rules
ILS Instrument Landing System
IM Inner Marker
INFO Information
INHBT Inhibit
inHg Inches of Mercury
INIT Initialize
IO Input/Output
IP Initial Point
IPV Instrument Procedure with Vertical Guidance
ISA International Standard Atmosphere
IVSI Instantaneous Vertical Speed Indicator

IWP Intermediate Approach Waypoint
K Kilo=1000
KB Kilobyte
kHz Kilohertz
KIAS Knots Indicated Airspeed
KT Knot - Nautical Mile per Hour
KTAS Knots True Airspeed
LAT Latitude
LCD Liquid Crystal Display
LCL Local
LDA Localizer-type Directional Aid
LED Light Emitting Diode
LGND Legend
LIFR Low IFR conditions (Ceiling < 100’ or visibility < 1 mile)
LNAV Lateral Navigation
LOC Localizer
LOI Loss of Integrity
LON Loss of Navigation; Longitude
LP Localizer Performance
LPV Localizer Performance with Vertical Guidance
LTP Landing Threshold Point
LVL Level
MA Waypoint is part of the missed approach segment of an
Instrument Approach Procedure
MAGVAR Magnetic Declination (Variation)
MAHP Missed Approach Holding Point
MAHWP Missed Approach Holding Waypoint (same as MAHP)
MAN Manual
MAP Missed Approach Point; Missed Approach Procedure
MASPS Minimum Aviation System Performance Standard
MAWP Missed Approach Waypoint (also MAWPT)
mbar Millibars
MDA Minimum Descent Altitude
MESO Mesocyclonic
METAR Routine hourly weather report
MFD Multifunction Display
MIN Minimum
MM Middle Marker
MOA Military Operations Area
MOT Mark On Target
MSAS Japan’s MTSAT-based Satellite Augmentation System
MSG Message
MSL Mean Sea Level
MVFR Marginal Visual Flight Rules
NAS U.S. National Airspace System
NAV Navigation
NAVAID Device or system providing navigational assistance
ND Navigation Display
NDB Nondirectional Beacon
NEXRAD (Next-Generation Radar) network of weather radars
operated by the National Weather Service (NWS) (also
NXRD)
NIMA National Imagery and Mapping Agency
NM Nautical Mile
NRST Nearest
nT Nanoteslas (ref. World magnetic Model)
NWS National Weather Service
OAT Outside Air Temperature
OBS Omnibearing Selector
ODP Obstacle Departure Procedure
OF Over-fly
OM Outer Marker
OT Other Traffic (Traffic Function)
PA Proximate Advisory (Traffic Function)
PDA Premature Descent Alert
PFD Primary Flight Display (also refers to the primary IDU with
software that only shows primary flight instrumentation)
PFI Primary Flight Information
PI Procedure Turn (ARINC-424 Leg)

PLI Pitch Limit Indicator
PLT Pilot
PM Personality Module
PN Part Number; Pan
PROC Procedure
PRN Pseudo-Random-Noise (Satellite communications)
PRS Press
PRV Previous
PSH Push
PTK Parallel offset (Parallel Track)
PTRS Pointers
PWR Power
QFE Altimeter setting provides height above reference point
QNE Altimeter setting provides pressure altitude readout
QNH Altimeter setting provides MSL altitude at a reporting point
RA Resolution Advisory (Traffic Function)
RADALT Radar Altimeter (also RALT)
RAD-DST Radial and Distance
RAIM Receiver Autonomous Integrity Monitoring
RBP Remote Bug Panel
RF Precision Arc to Fix (ARINC-424 Leg)
RFP Radio Frequency Panel
RG Retractable Gear
RG + F Retractable Gear with Defined Landing Flaps Position
RHT Radar Height
RMI Radio Magnetic Indicator
RNAV Area Navigation
RNP Required Navigation Performance
RTC Real Time Computing
RTCA Radio Technical Commission for Aeronautics
RTD Resistive Thermal Detector
RW Runway
SAE Society of Automotive Engineers
SAR Search and Rescue

SAT Saturation
SATLT Satellite
SBAS Satellite-Based Augmentation System
SCC System Configuration Card (personality module)
SECAM Analog color television system used in France
SIC Side-in-Command
SID Standard Instrument Departure
SIGMET Significant Meteorological Advisory
SSM Sign Status Matrix
STAB Stability
STAR Standard Terminal Arrival Routes
STBY Stand-by
STD Standard
STRKS Strikes (Lightning detection)
SVS Synthetic Vision System
SYMB Symbol
SYNC Synchronize
SYRD System Requirements Document
TA Traffic Advisory (Traffic Function)
TACAN Ultra-High Frequency Tactical Air Navigational Aid
TAFs Terminal Aerodrome Forecasts
TAS Traffic Advisory System; True Airspeed
TAWS Terrain Awareness and Warning System
TCA Terminal Control Areas
TCAD Traffic Collision Alert Device
TCAS Traffic Collision Alert System
TD Terrain Data
T/D Top of Descent
TERPS Terminal Instrument Procedures
TF Track to a Fix; Track from Fix to New Fix (ARINC-424 Leg)
TFR Temporary Flight Restriction
TGT Target
TIS Traffic Information Service
TIS-B Traffic information Service-Broadcast

TLT Tilt
TRANS Transition
TRK Track
TRNDO Tornadic
TSO Technical Standard Order
TTA Time to Alert
TURB Turbulence
USB Universal Serial Bus, data storage device
USR User Waypoint
UTC Universal Time Coordinated
VA Heading to Altitude (ARINC-424 Leg)
VA Speed above which it is unwise to make full application of
any single flight control
VAL Vertical Alert Limit
VAPP Target approach airspeed
VD Heading to DME Distance (ARINC-424 Leg)
VDI Vertical Deviation Indicator
VERT Vertical
VFE Maximum flap extended speed
VFOM Vertical Figure of Merit
VFR Visual Flight Rules
VHF Very High Frequency
VI Heading to Intercept (ARINC-424 Leg)
VLOC VOR/Localizer
VLON Vertical Loss of Navigation
VM Heading to Manual Termination (ARINC-424 Leg)
VMO Maximum operating limit speed
VNAV Vertical Navigation (also VNV)
VNE Never exceed speed
VNO Maximum structural cruising speed or maximum speed for
normal operations
VOR VHF Omnidirectional Radio
VORTAC Collocated VOR and TACAN
VP VFR waypoints (five digits beginning with “VP”)
VPL Vertical Protection Level

VPROC Procedure Speed
VR Rotation speed
VR Heading to Radial Termination (ARINC-424 Leg)
VREF Landing reference speed or threshold crossing speed
VS Vertical Speed
VSI Vertical Speed Indicator
VTF Vectors to Final
VTOS Minimum speed for a positive rate of climb with one engine
inoperative
WAAS Wide Area Augmentation System
WGS84 World Geodetic System 1984
WPT Waypoint
WX Weather
XFILL Crossfill
2.2 System Overview
Figure 2-1: IDU-450 Primary Flight Display
The IDU-450 EFIS is a complete flight and navigation instrumentation

system intuitively providing information via computer-generated displays.
The displays include 3-D, enhanced situational awareness primary flight
display (PFD) and multi-function display (MFD), which may be configured
to show a moving map, an HSI, terrain, traffic, or datalink weather.
At any given time, each system only has one IDU transmit enabled to send
RS-232 and RS-422 system transmissions. By default, the PFD is transmit
enabled and, if it subsequently fails, the respective MFD becomes transmit
enabled.
Figure 2-2: IDU-450 Multifunction Flight Display
2.2.1 Functional Integration and Display Redundancy
Crosslink
*Traffic
GPS #1
Sensor
*Remote
*GPS #2
Tune Radios
IDU #1 IDU #1
*Remote
ADC #1
Bugs Panel
*IDU #2 *IDU #2
*Digital
Sync *ADC #2 Sync
Autopilot
*IDU #3 *IDU #3
*Airframe/
AHRS #1
Engine Data
*IDU #4 *IDU #4
*Analog
*AHRS #2
Interface
Pilot *Datalink/ *Mode S

Co-Pilot
ADS-B Transponder
*Fuel Flow/ Note: * = Optional

*WX-500
Quantity
Figure 2-3: System Diagram
IDUs incorporate a high-brightness AMLCD screen; bezel pushbuttons;

encoders and enter switches; central processing unit; numerous RS-232,
RS-422, and ARINC 429 receive and transmit ports; and discrete IO ports.
Hardware and software are identical for all IDUs, and functionality is
determined by configuration settings setup during installation. The IDUs are
independently connected to all external sensors and independently perform
all integrated functions (e.g., TAWS, FMS, ADS-B In, traffic, or strikes). This
provides an exceptional level of redundancy as compared to traditional
display architectures where most of these functions were performed by
external line replaceable units.
Figure 2-3 depicts a typical architecture used by IDUs. The IDUs depend
upon intra-system (between IDUs on a side – depicted as “Sync”) and inter-
system (between IDUs on opposite sides – depicted as “Crosslink”) to
achieve synchronization of the integrated functions. The IDUs also depend
upon intra-system communications to determine which IDU on a side takes
over “talker” responsibilities. The “talker” IDU is the IDU providing data to
external sensors and generating audible alerts.
2.2.2 IDU Initialization
Figure 2-4: IDU-450 Initialization Screen
Upon power-up, the hardware, including file system, IO, and graphics, is
initialized. Immediately after graphics initialization, a logo screen with
“INITIALIZING” is displayed with the Genesys Aerosystems logo, software
version number, and part number. Software version number delineates: (1)
major revision number (i.e., “8.0”), and (2) minor revision letter (i.e., “H”).
Table 2-1: IDU Software Version and Part Number
Version Number Part Number

Rev 8.0H 25-EFIS80H-SW-0002
Aircraft configurations are initially read from flash drive storage to provide
IDUs with a default configuration setup in the event of personality module
failure.
The personality module contains the CPU number (Table 2-2) and system
designation (pilot or co-pilot). The CPU number is identified below the part
number on the initialization screen (Figure 2-4).
Table 2-2: CPU Number Designation
CPU Number/IDU# Definition

“0” Single-screen installation
“1” IDU only shows PFD
“2” First MFD in multi-screen installation
“3” Second MFD in a multi-screen installation
“4” Third MFD in a multi-screen installation
Aircraft parameters (latitude, longitude, altitude), as they existed prior to the

last system shutdown, are read for a good system initialization, even if
system sensors are failed or not yet initialized. For future updates (i.e.,
updating software version 8.0H to 8.0J), all aircraft settings re-initialize to
default values. Otherwise, aircraft settings, as they existed prior to the last
system shutdown, are used to initialize the system except for the following
default values:
Selected sensors are initialized to default values.
Active flight plan structure and associated values are cleared.
ADAHRS set to slaved mode, and slewing value is initialized to zero.
Timers are turned off.
Map panning modes are set to off.
Fuel caution and alarm thresholds are set to default values.
Heading bug is set to 360°.
Heading mode is turned off.
HSI navigation source is set to FMS.
Horizon Synchronization status is set to disabled.
Minimum altitude setting is turned off.
FMS OBS setting is set to automatic.
VOR/LOC 1 OBS setting is set to 360°.
VOR/LOC 2 OBS setting is set to 360°.

Parallel offset is set to 0 NM.
PFD zoom mode is set to off.
Manual RNP is set to off.
PFD skyway is set to on.
Airspeed bug is turned off.
Target and preselected altitude bugs are turned off
True North mode is turned off.
Vertical speed bug is turned off.
Crosslink is initialized to on.
Map modes are set to allowed values.
If configured, the magnetic variation coefficients database is read from the
flash drive storage and CRC-32 checked.
The IDU decides whether it is booting on the ground or in flight based on
the air/ground mode parameter value from the last system shutdown. If
booting on the ground, the following actions happen:
A logo screen with “TESTING” is displayed.
Figure 2-5: Logo Screen with “TESTING”
CRC-32 values for application executable, limitations files, NavData®

files, obstruction files, sounds database, and terrain header files are
checked.
During this action, “PRESS ANY BUTTON TO QUICK START” is

displayed below “TESTING.” Press any button to stop the ground
booting and execute the flight booting.
If the BIT (built-in-test) check fails, the program exits with an error
message and creates a BIT result file indicating failure.
If the BIT check passes, the program continues to initialize and creates
a BIT result file indicating passage.
If “Baro Auto-Setting on Startup Flag” is enabled in EFIS limits, the
system auto-sets the altimeter based on the terrain elevation at the
startup point (only applicable at surveyed airports.) In case of QFE
mode operation, the application will autoset the altimeter to read zero
altitude.
CRC screen displays:
a) Software CRC-32;
b) Aircraft type;
c) Sounds database name and CRC-32;
d) Magnetic variation coefficients version and CRC-32; and
e) Database versions and validity dates are displayed along with
“PRESS ANY BUTTON TO CONTINUE.”
Figure 2-6: CRC Screen
If all critical sensors (GPS, ADC, and AHRS) are in normal condition,
the display screens are shown immediately.
If any critical sensor is not in normal condition, a logo screen with a

two-minute countdown timer is displayed along with “PRESS ANY
BUTTON TO SKIP.”
Figure 2-7: Two-Minute Countdown Screen
The display screens initialize at the earliest of:

a) when 2 minutes have elapsed;
b) when the pilot presses any button to escape the startup
countdown; or
c) when all critical sensors are in normal condition.
Display screens initialize as follows:
a) IDU #1: PFD screen
b) Other IDUs: IDU #2 initializes to MFD screen. All other IDUs
initialize to MFD screen.
c) On IDU #0, #2, #3, or #4 with fuel totalizer functions enabled, the
fuel set menu is activated to remind the pilot to set the fuel totalizer
quantity.
All active alerts are automatically acknowledged for 5 seconds to
reduce nuisance alerting.
If booting in the air, the following actions happen:
1) A logo screen with “QUICK START” is displayed.
Figure 2-8: QUICK START Screen
2) BIT result file created during the last ground boot is checked.
a) Failure = indicates a failure, program exits with an error message.
b) Passage = program continues.
3) The display screens initialize immediately as follows:
a) IDU #1: PFD Screen
b) Other IDUs: IDU #2 initializes to MFD screen. All other IDUs
initialize to MFD screen.
4) All active alerts are automatically acknowledged for 5 seconds to
reduce nuisance alerting.
NOTE:
Intra-system and inter-system synchronization messages are paused

when any IDU menu is active. After IDU initialization, if any menu is
active, press EXIT (R1) on each display and wait at least 20 seconds to
allow PFDs to sync with MFDs and pilot and co-pilot sides to sync.
2.3 General Arrangement
The IDU-450 is 6.375” W x 5.65” H x 4.75” D and weighs less than 7.5 lbs.
The IDU-450 has the capacity to accommodate integrated peripherals
mechanically attached to the IDU but have electrical isolation and
redundancy. These modules may include:
1) Integrated ADAHRS sensor module
2) Integrated GPS/SBAS sensor module
3) Serial protocol converters

4) Video format converters
Data storage is sufficiently sized to hold world terrain, navigation, and
obstruction databases. Because the receive ports are connected to the
digital sensor modules in parallel, each IDU is independent from all others.
2.3.1 Data Source Monitors
IDUs continuously monitor the ADC, AHRS, and GPS sensors to detect
disagreements:
1) Airspeed 5) GPS position, track, and
groundspeed
2) Altitude
6) Heading
3) Attitude
7) Localizer and glideslope
4) Barometric setting (pilot vs. co- deviations
pilot sides)
8) Radar altitude
2.3.2 IDU Intra-System Communications
Communication between IDUs installed on the same side is referred to as

intra-system communications. In a dual system (pilot and co-pilot)
configuration, the crosslink side-to-side communications is referred to as
inter-system communications. IDUs on a system side (pilot side and co-
pilot side individually) monitor each other using intra-system
communications and perform the following checks:
1) Intra-system 6) Barometric setting
communications freshness agreement
2) Screen counter 7) GPS position, track, and
incrementing (i.e., screen groundspeed agreement
not frozen)
8) Heading agreement
3) Airspeed agreement
9) Localizer and glideslope
4) Altitude agreement deviation agreement
5) Attitude agreement 10) Radar altitude agreement
2.3.3 GPS Aiding Limitation
To prevent gyro drift in the roll attitude solution, continuous corrections to

roll attitude are made based upon speed, accelerations, and rates. The
preferred correction speed source is airspeed from the air data computer
(ADC). However, airspeed data becomes noisy and inaccurate as the

aircraft slows, and the system automatically transitions to GPS
groundspeed (at approximately 55 KIAS) under these conditions.
When flying in a GPS-denied environment, be aware that flight below 55
KIAS could result in a degraded roll attitude solution. Therefore, avoid IMC
conditions and crosscheck other attitude instruments when flying below 55
KIAS and transition to flight above 55 KIAS as soon as practicable.
NOTE:
Not applicable for rotorcraft with other AHRS than Genesys ADAHRS
installed.
2.4 Color Conventions
The EFIS uses a consistent set of colors to display information. Any color
representation may not be identical as it appears on the IDU.
WHITE for items set by pilot and held by the EFIS or items where
device feedback is not expected; marker beacon receiver high/low
sensitivity modes; scales, associated labels and figures; pilot
action; or data entry. Examples:
 Scales markings (airspeed, altitude, heading, VSI, pitch, map

ranges, etc.)
 Pilot-selected values (airspeed, heading, altitude)
 Secondary flight data (TAS, wind, OAT, timers, etc.)

When used for an analog bar indication, light gray (low-intensity
white) is used instead as a large white area on the screen may
become overwhelming.
CYAN for IFR navigation dataset items (airports with instrument
approach procedures, VORs, and intersections) and VOR #1.
MAGENTA (light magenta for visibility) indicates calculated or

derived data and certain navigation database items. Examples:
 Active waypoint related symbols
 Course data (desired track, CDI)
 VFR airports, NDBs
 VNAV altitudes
GRAY as background for airspeed and altitude readout and for

conformal runway depiction (light gray for usable portion of active
runway, dark gray for other runway surfaces).
GREEN (light green for visibility) for VOR #2 and to indicate
normal or valid operation (airspeed, altitude tape coloring, status
indication, engine, etc.). Examples:
 Aircraft ground track
 Skyway symbology
 Airspeeds in green arc

DARK GREEN for terrain indication on moving map. The slope
between adjacent terrain determines the shade used.
AMBER (YELLOW) identifies conditions requiring immediate pilot

awareness and possible subsequent action.
OLIVE in various shades shows terrain within 2000’ and below

aircraft altitude.
BROWN in a variety of shades indicates earth/terrain portion of

PFD or when above 100 feet less than aircraft altitude on MFD.
BLUE in a variety of shades indicates sky portion of PFD, bodies

of water on moving map, and advisory text on black background.
RED indicates aircraft limitations or conditions, which require

immediate pilot action, or a device failure (red “X”).
BLACK for field of view angle lines on moving map, figures on a

gray background, and outlining borders and certain
figures/elements on backgrounds with minimal contrast, e.g.,
airspeed, altitude, and menu tiles on the PFD/MFD.
2.5 Warning/Caution/Advisory System
The IDU has an integrated audio/visual warning system, which monitors a

wide variety of parameters and provides alerts for conditions that demand
pilot action or awareness.
Each transmit enabled IDU provides the following alerts:
1) Warning Alerts
2) Time-Critical Warning Alerts
3) Master Visual and Audible Alerts
4) Caution Alerts
5) Advisory Alerts
All warnings, including time-critical warnings, activate the warning (red)
light and master caution light. All cautions, including time-critical cautions,
activate the caution (yellow) light and master caution light. Once
acknowledged, the flashing behavior stops, the audible alert is interrupted,
and the discrete outputs are deactivated.
2.5.1 Time-Critical Warning and Caution Alerts
Time-critical warning and caution alerts trigger the following elements

(Table 2-3) and display in the pilot’s primary field of view with a shaded
background (Figure 2-9 and Figure 2-10). EFIS limits may have enabled
the option for time-critical alerts to illuminate a master warning/master
caution push button annunciator when equipped.
NOTE:
In the following tables, examples show shaded backgrounds on sky and

terrain backgrounds for readability.
Figure 2-9: Time-Critical Warning Alert
Figure 2-10: Time-Critical Caution Alert
Table 2-3: Time-Critical Warning and Caution Alerts in Primary

Field of View
Alert Type Text Color Flash Rate Audio Alert at Full Volume
Repeated until
Red 2 Hz
acknowledged
Amber
1 Hz Plays only once
(Yellow)
Table 2-4: Time-Critical Warning and Caution Alerts
Voice Alert Condition

Visual Alert
“--” No Voice Alert ** No time delay
“Warning Obstruction within TAWS FLTA
Obstruction, Warning warning envelope.
Obstruction” Half-second time delay.
Resolution advisory. Not given if
own aircraft at or below 400’
AGL. Not given if target is at or
“Traffic, Traffic”
below 200’ AGL (ground target).
Audio not generated with TCAS-II
system. **
Terrain cell within HTAWS FLTA
“Warning, Terrain,
warning envelope.
Warning Terrain”
Half-second time delay.

Visual Alert
Within GPWS Mode 1 warning
“Pull Up,
envelope.
Pull Up”
“Terrain, Terrain,
envelope.
Pull Up, Pull Up”
“Glideslope,
envelope.
Glideslope”
Activates if aircraft is below 150’
“Check Gear, Check AGL, is descending, and any
Gear” landing gear is not down.
2-second time delay.
Within GPWS Mode 2 caution.
“Caution Terrain, Terrain cell within TAWS FLTA
Caution Terrain” caution envelope.
Within GPWS Mode 1 caution
“Sink Rate,
envelope.
Sink Rate”
Within GPWS Mode 3 envelope.
“Too Low Terrain,
Within GPWS Mode 4-1 “Too
Too Low Terrain”
Low Terrain” envelope.
Within GPWS Mode 4-2 “Too
“Too Low Gear, Too
Low Gear” envelope.
Low Gear”
“Glideslope,
envelope.
Glideslope”
“Caution Obstruction within TAWS FLTA
Obstruction, Caution caution envelope.
Obstruction” Half-second time delay.
Not given if own aircraft below
“Traffic, Traffic” 400’ AGL nor if target is below
200’AGL (ground target). **

Visual Alert
Annunciates horizon
synchronization function is
engaged. Annunciation does not
-- flash nor illuminate a master
visual alert, because it is not
really a caution but instead is a
pilot selection annunciation.
Time-critical warning and caution alerts are prioritized so only one alert at
a time is active:
GPWS Mode 1 Warning GPWS Mode 2 Caution

GPWS Mode 2 Warning GPWS Mode 3
TAWS FLTA Warning GPWS Mode 5 Warning
Obstruction Warning GPWS Mode 5 Caution
TAWS FLTA Caution Check Gear
Obstruction Caution Traffic Warning (Resolution
Advisory)
GPWS Mode 4-1
Traffic Caution (Traffic Advisory)
GPWS Mode 4-2
Horizon Synchronization
GPWS Mode 4-3 Caution
GPWS Mode 1 Caution
2.5.2 Warning Alerts
Figure 2-11: Warning Alerts

st
Table 2-5: Warning Alert Elements
Flash Audio Alert

Type Alert Location
Rate at Full Volume
PFD lower
left corner of Repeated until
2 Hz
transmit acknowledged
enabled IDU
Table 2-6: Warning Alerts
Visual Alert Voice Alert Condition ** No time delay

One of the following conditions is
true:
1) A low fuel warning discrete
input is active
2) A sensed fuel tank quantity is
“Fuel Low, Fuel
below its low fuel warning
Low”
threshold
3) Total aircraft fuel is below the
pilot-set emergency fuel
threshold.
1-minute time delay.
“Warning
Obstruction within TAWS FLTA
Obstruction,
warning envelope. (Used on CPU
Warning
#0 only.) Half-second time delay.
Obstruction”
“Warning, Terrain cell within HTAWS FLTA
Terrain, Warning warning envelope. (Used on CPU
Terrain” #0 only.) Half-second time delay.
“Pull Up, Pull
envelope. (Used on CPU #0 only.)
Up”
“Terrain, Terrain,
Pull Up, Pull Up”
“Glideslope,
Glideslope”
Table 2-6: Warning Alerts
Visual Alert Voice Alert Condition ** No time delay

Resolution advisory. Not given if
own aircraft at or below 400’ AGL.
Not given if target is at or below
200’ AGL (ground target). Audio
not generated with TCAS-II
system. (Used on CPU #0 only.) **
2.5.3 Caution Alerts
Figure 2-12: Caution Alerts
Table 2-7: Caution Alert Elements
Type Alert Location Flash Rate Audio Alert

PFD lower left Single alert
corner of transmit 1 Hz played at full
enabled IDU volume.
Table 2-8: Caution Alerts
Voice Alert/
Visual Alert Condition
Alert Tone
** No time delay
[1] Only active in dual-sensor installation with neither sensor in failure condition
[2] Only active in dual-system (pilot and co-pilot)
[3] Only active when single-pilot mode discrete not asserted
Indicates no valid IAS, pressure

altitude, nor VSI received from
Alert Tone
numbered ADC(s) for more than 1
second. ** [1]
Voice Alert/
Alert Tone
** No time delay
[1]
Only active in dual-sensor installation with neither sensor in failure condition
Enabled by ADS-B out fail warning

limits setting. Mode-S transponder
indicates bad ADS-B out status.
Alert Tone
Also, set by audio/radio interface with
NGT-9000R transponder.
Indicates no valid bank, pitch, nor
heading received from enumerated
Alert Tone AHRS(s) for more than 1 second.
Inhibited during and for 10 seconds
after unusual attitude mode.** [1]
No valid message or bad status
received from installed optional
sensors. Sensor status displayed in
faults menu.
“Auxiliary 5-second time delay. Inhibited during
Sensor Failure, and for 10 seconds after unusual
Auxiliary attitude mode. Applies to the
Sensor following optional sensors:
Failure” RS-232 TAS
ADS-B system
WX-500 Lightning system
Analog interface system
IDU core temperature greater than

Alert Tone
95°C. 2-second time delay.
Voice Alert/
Alert Tone
** No time delay
[1]
Only when fresh intra-system monitor

messages are received. Indicates
critical parameters used by displays
on the indicated side exceed
miscompare thresholds. Compares
the following critical parameters:
1) Attitude (pitch and roll)
2) Heading
3) Pressure altitude
4) Indicated airspeed
Alert Tone 5) Localizer (both inputs)
6) Glideslope (both inputs)
7) Radar altitude
8) Latitude
9) Longitude
10) Track
11) Groundspeed
after unusual attitude mode. [2]
Indicates pressure altitude difference
between ADCs is beyond limits.
Alert Tone
10-second time delay. Inhibit for 5
minutes after startup. [1]
Indicates pitch or roll difference be-
tween AHRS is beyond limits (6°).
Alert Tone
Voice Alert/
Alert Tone
** No time delay
[1]
Based upon flight plan in use on the

indicated side, less than 30 minutes
buffer (at current groundspeed)
between calculated range and
distance to:
1) last waypoint if it is active; or
“Check Range, 2) airport if on a missed approach;
Check Range” or
3) along-route distance to
destination.
Not activated in climbing flight nor if
below 60 kts groundspeed.
Indicates personality module for

designated IDU (side and CPU #)
Alert Tone could not be read upon power-up.
Internal limits are in use by the
system. Only active on the ground.
Indicates on the designated IDU

(side and CPU #), aircraft is currently
beyond extent of terrain database or
a failure condition is preventing
Alert Tone
TAWS FLTA function from operating.
Half-second time delay. Inhibited
during and for 10 seconds after
unusual attitude mode.
Triggered when external cooling fan
is commanded on by discrete output,
Alert Tone but the cooling fan status discrete
input indicates the cooling fan is not
rotating. 1-minute time delay.
Voice Alert/
Alert Tone
** No time delay
[1]
Compares the volume of fuel

designated left wing tank fuel vs.
volume of fuel designated right wing
tank fuel to the fuel split caution
threshold. Issued if the difference
Alert Tone exceeds the fuel split caution
threshold. Only performed if the fuel
split caution threshold is non-zero
and both left and right wing tank fuel
is monitored and valid.
A low fuel warning is not active and
one of the following conditions is
true:
1) One of the low fuel caution
discrete inputs is active
“Fuel Low,
2) One of the sensed fuel tank
Fuel Low”
quantities is below its low fuel
caution threshold
3) Total aircraft fuel is below the
pilot-set minimum fuel threshold.
Indicates position, track, or
groundspeed difference between
GPS/SBAS units is beyond the
following limits:
Position:
Alert Tone Enroute Mode 4NM
Terminal Mode 2NM
Departure Mode .6NM
IFR Approach Mode .6NM
VFR Approach Mode .6NM
Voice Alert/
Alert Tone
** No time delay
[1]
Track: If groundspeed is greater than

30 kts, miscompare if difference is
more than 4°.
Groundspeed: If difference between
GPS#1 and GPS#2 miscompare is
more than 10 kts.
10-second time delay. Inhibited
during and for 10 seconds after
unusual attitude mode. [1]
Indicates at least one glideslope is
receiving a signal within 1 dot of
Alert Tone center and difference between
glideslope signals is beyond limits
(0.25 dots). 10-second time delay. [1]
With neither AHRS failed nor in DG
mode. Indicates heading difference
between AHRS is beyond the
heading miscompare threshold limit.
Alert Tone
60-second delay. Inhibited during
and for 10 seconds after unusual
attitude mode. Inhibit for 5 minutes
after startup. [1]
Indicates IAS difference between
ADCs is beyond limits.
Alert Tone
Indicates at least one localizer is
receiving a signal within 1 dot of
Alert Tone center and difference between
localizer signals is beyond limits
(0.25 dots). 10-second time delay. [1]
Voice Alert/
Alert Tone
** No time delay
[1]
Indicates that radar altitude

difference between radar altimeters
is beyond limits. 10 second time
delay. Limits are as follows:
Alert Tone
>= 500’AGL ∆14%
100 – 500’AGL ∆10%
< 100’AGL ∆10’ [1]
OAT FAIL applicable to single ADC
installation. OAT# FAIL applicable
indicates OAT indication is invalid but
Alert Tone
other air data parameters are normal
(i.e., air data not red-X’d) [1].
RALT FAIL applicable to single radar
altimeter installation. RALT# FAIL
applicable to dual radar altimeter
installation. For analog radar
altimeter, indicates the aircraft is
Alert Tone
below 2000’ AGL in air mode without
a valid radar altimeter reading. For
ARINC 429 radar altimeter, indicates
an SSM of failure warning is
transmitting. 2-second time delay.
Indicates both sides are operating
Alert Tone
from same ADC source. ** [1]
Alert Tone
from same AHRS source. ** [1]
Alert Tone
from same DME Source **[1] [3]
Alert Tone
from same GPS/SBAS source.**[1][2][3]
Alert Tone
from same navigation source. ** [2]
Alert Tone from same radar altimeter source. **
[1] [2] [3]
Voice Alert/
Alert Tone
** No time delay
[1]
TAWS autorotation mode activated

Alert Tone
through use of discrete input. **
TAS indicates lack of
Alert Tone communications with system or
failure indication from system. **
Compares the volume of sensed fuel
to the fuel totalizer calculation.
Issued if the difference exceeds the
totalizer mismatch caution threshold.
Only performed if:
1) Totalizer mismatch caution
threshold is non-zero;
Alert Tone
2) Fuel totalizer is enabled;
3) Unmonitored fuel flag is false;
4) Fuel totalizer has a valid value;
and
5) Fuel levels are valid.
Indicates lack of inter-system
Alert Tone communications.
32-second delay. [2] [3]
Indicates no valid message received
from numbered GPS/SBAS for more
Alert Tone than 5 seconds. ** Inhibited during
and for 10 seconds after unusual
attitude mode. [1]
Activates if aircraft is below 150’
“Check Gear, AGL, is descending, and any landing
Check Gear” gear is not down. (Used on CPU #0
only.) 2-second time delay.
“Caution
Terrain cell within TAWS FLTA
Terrain,
caution envelope. (Used on CPU #0
Caution
only.) Half-second time delay.
Terrain”
Voice Alert/
Alert Tone
** No time delay
[1]

“Sink Rate,
Sink Rate”
“Glideslope,
Glideslope”
Within GPWS Mode 3 envelope.
(Used on CPU #0 only.)
“Too Low
Terrain, Too
Within GPWS Mode 4-1 “Too Low
Low Terrain”
Terrain” envelope. (Used on CPU #0
“Too Low Within GPWS Mode 4-2 “Too Low
Gear, Too Low Gear” envelope. (Used on CPU #0
Gear” only.) Half-second time delay.
“Caution
Obstruction within TAWS FLTA
Obstruction,
caution envelope. (Used on CPU #0
Caution
Obstruction”
Not given if own aircraft below 400’
AGL nor if target is below 200’AGL
(ground target). (Used on CPU #0
only.)**
2.5.4 Side-Specific Caution Alerts
Side-specific caution alerts are displayed on all IDUs on a side that detect
a failure on an IDU on that side.
Table 2-9: Side-Specific Caution Alerts
Visual Alert Alert Tone Condition ** No time delay

IDU status has not been received
from another same-side IDU in the
Alert Tone last second ± 0.1 seconds. #
indicates which IDU is failing the
check. **
2.5.5 Advisory Alerts
Figure 2-13: Advisory Alerts
Table 2-10: Advisory Alert Elements
Type Alert Location Appearance Audio Alert

PFD lower left
Single advisory
corner of While condition
chime played
transmit persists
at 80% volume
enabled IDU
Table 2-11: Advisory Alerts
Visual Alert Alert Tone Condition

** No time delay
Indicates ADC# not at full accuracy

Chime during warm-up. ** ADC1 INIT, ADC2
INIT, and ADC1/2 INIT [1]
Indicates numbered AHRS in DG

Chime
mode. ** [1]
Only active with EFIS control of an
Chime audio controller and call notice is
received from the controller.
Indicates a dual redundant power

supply within the designated IDU
Chime (side and CPU #) is not functioning
correctly. Only active on the ground.
Flight path marker inhibit function

Chime activated through use of momentary
discrete input. **
Table 2-11: Advisory Alerts
Visual Alert Alert Tone Condition

** No time delay
Indicates mismatch of altimeter

Chime settings or altimeter modes between
systems. 10-second time delay. [2] [3]
TAS audible inhibited through
Chime activation of TCAS/TAS audio inhibit
input. **
TAWS glideslope cancel (GPWS
Mode 5) activated through use of
Chime
discrete input. Enhanced HTAWS
only. **
TAWS inhibited through discrete
Chime
input. **
TAWS low altitude mode activated
Chime
through use of discrete input. **
Only active with TCAS-II. Indicates
Chime system is either in standby or
executing functional test in flight.**
Chime system is unable to display resolution
advisories. **
Chime system is in functional test on
ground. **
Only active with good inter-system
communications and crossfill not
Chime inhibited. Indicates systems are not
synchronized and synchronized
function is available. ** [2] [3]
Only with good inter-system
Chime communications, indicates crossfill is
inhibited through discrete input.** [2] [3]
2.5.6 Side-Specific Advisory Alerts
Side-specific advisory alerts have the same characteristics as advisory

alerts except, they always appear in the lower-left corner of the transmit
enabled IDU screen.
These type of alerts are used where the pilot and copilot systems can
generate different alerts, such as when the pilot and co-pilot systems are
not crossfilled and are operating on different FMS flight plans.
Table 2-12: Side-Specific Advisory Alerts

Ascending through transition level:
Altimeter not set to 29.92 inHg or 1013
mbar.
Descending through transition level:
Chime Altimeter set to 29.92 inHg or 1013
mbar. Descent warning times out in 10
seconds.
Disabled during QFE operation.
GPS/SBAS actual navigation
performance in nautical miles based
Chime
upon current GPS/SBAS HPL. Value
ranges from 0.01 to 15.0 NM.
GPS/SBAS automatic required
navigation performance in nautical
Chime miles as acquired from navigation
database. Value ranges from 0.01 to
15.0 NM.
GPS/SBAS manual required
navigation performance in nautical
Chime
miles as set by pilot. Value ranges
from 0.01 to 15.0 NM.
GPS/SBAS in dead reckoning mode
with valid ADC and AHRS data. Timer
shows time since loss of position
(mm:ss) to indicate quality of DR
Chime
solution. Valid range is from 00:00 to
59:59. Inhibited during and for 10
seconds after unusual attitude
mode.**
GPS/SBAS in LNAV approach
Chime
mode.**
GPS/SBAS in LNAV/VNAV approach
Chime
mode. **
Chime GPS/SBAS in LP approach mode. **
Chime GPS/SBAS in LPV approach mode.**
Table 2-12: Side-Specific Advisory Alerts

Automatic waypoint sequencing is
suspended under any of the following
conditions:
1) Pilot has selected a manual
GPS/SBAS OBS.
2) Active waypoint is the missed
approach waypoint, and missed
approach procedure has not been
armed (ARM) nor initiated (MISS).
3) Aircraft is in a published or
manually created holding pattern,
Chime and pilot has not chosen to
continue (CONT) out of the
holding pattern.
4) Leg following active waypoint is a
manual termination leg, and the
pilot has not chosen to resume
(RESUME) to the waypoint
following the manual termination.
5) The aircraft is in a repeating SAR
pattern (see SAR appendix), and
the pilot has not chosen to
continue out of SAR pattern.**
Chime GPS/SBAS in terminal mode. **
Chime GPS/SBAS in VFR approach mode. **
GPS/SBAS in vectors to final
Chime approach mode prior to sequencing
FAWP. **
GPS/SBAS parallel offset path
advisory. ## is nautical miles left (L) or
Chime right (R) of main path. PTK ENDING if
within the parallel offset distance from
a parallel offset exit waypoint. **
Shown when FLTA function is
automatically inhibited during normal
Chime
operation. TAWS INHBT advisory has
priority. **
Chime System operating in true north mode.**
2.5.7 Audio-Only Caution and Advisory Alerts
Table 2-13: Audio-Only Caution and Advisory Alerts
Caution or Voice Alert/ Condition

Advisory Alert Alert Tone ** No time delay
Deviation from above to below
Minimum Altitude “Minimums, minimum altitude bug. Minimum
Caution Alert Minimums” altitude readout turns amber (yellow)
and flashes. **
Selected Altitude Deviation greater than 150’ from
Deviation selected altitude after capture (within
Caution Alert 100’ of altitude). 2-second time delay.
“Altitude, If not on a descending VNAV profile,
VNAV Altitude Altitude” deviation greater than 150’ from
Deviation altitude of the current or prior VNAV
Caution Alert waypoint after capture (within 100’ of
altitude). 2-second time delay.
Deviation from above to below
Decision Height “Decision decision height bug. Decision height
Caution Alert Height” readout turns amber (yellow) and
flashes. **
No valid position data available from
selected GPS/SBAS for more than 5
seconds and dead reckoning not
GBS/SBAS
available. Inhibited during and for 10
Failure Alert Tone
seconds after unusual attitude mode.
Caution Alert
Loss of position data is obvious from
symbology changes associated with
reversionary modes.**
GPS/SBAS loss of integrity caution.
GPS/SBAS Loss after unusual attitude mode. LOI
of Integrity Alert Tone indication is integrated with lateral
Caution Alert deviation indicator. **
GPS/SBAS loss of navigation

caution. Inhibited during and for 10
GPS/SBAS Loss seconds after unusual attitude mode.
of Navigation Alert Tone LON indication is integrated with
Caution Alert lateral deviation indicator. **
Table 2-13: Audio-Only Caution and Advisory Alerts
Caution or Voice Alert/ Condition

Advisory Alert Alert Tone ** No time delay
Loss of vertical navigation
caution. Inhibited during and
Loss of Vertical
for 10 seconds after unusual
Navigation Alert Tone
attitude mode. VLON
Caution Alert
indication is integrated with
vertical deviation indicator. **
Countdown Timer Sounds when countdown timer
Chime
Chime reaches 00:00:00. **
Within the greater of 1000’ or 50% of
Level-off Altitude Alert VSI from uncaptured selected or
Advisory Alert Tone VNAV waypoint altitude. Inhibited in
approach procedures. **
2.5.8 Voice Alerts and Muting
Only the highest priority (in criticality and recency), unacknowledged voice
alert is played at any given time. Any playing audio message is immediately
muted by activating the warning/caution acknowledge switch.
2.5.9 Visual Alert Prioritization and Declutter
Visual alerts are visually prioritized, so warnings are displayed above

cautions, which are displayed above advisories. Within categories, visual
alerts are stacked in chronological order, so the most recent alert appears
on top.
The maximum number of visual alerts that can be simultaneously displayed
in the standard location is 11. In the event there are more than 11 visual
alerts, appears for guidance in accessing the EXPAND
CAS menu.
Only the highest priority (in criticality and recency), unacknowledged
audible annunciation is played at a time. In addition, to further minimize
cockpit confusion, annunciations are grouped and prioritized so only one
annunciation is active. Annunciations prioritized in this manner are as
follows (higher in list = higher priority).
In addition, flags are decluttered from all IDUs, which are not “transmit
enabled.” Flags only appear on these IDUs if they are IDU-specific (i.e.,
CHECK IDU #).
2.6 Database and Software Updates
2.6.1 Navigation and Obstruction Databases
The EFIS uses Jeppesen Sanderson NavData® for the navigation

database and Jeppesen Sanderson obstacle data for the obstruction
database.
Visit www.jeppesen.com to place the order for the correct database.
NOTE:
When ordering, review the EFIS Equipment-Database Compatibility

Matrix (document 01-000062) on the Genesys Aerosystems website. This
document specifies the compatibility of Genesys Aerosystems EFIS
equipment and software versions to navigation database versions.
Three available coverage areas of navigation databases may be used on
this EFIS:
Americas - Major airports and navigation for Alaska, Canada, Continental
U.S., Hawaii, Puerto Rico, Bahamas, Bermuda, Mexico, Central, and South
America.
International - All available coverage except North and South America.
World - Major airports and navigation with the Americas.
The updateable navigation database contains at least the following location
and path information, referenced to WGS-84, with a resolution of 0.01
minute (latitude/longitude) and 0.1° (for course information) or better at all
of the following for the area(s) in which IFR operations are intended:
1) Airports.
2) VORs, DMEs (including DMEs collocated with localizers), collocated
VOR/DMEs, VORTACs, and NDBs (including NDBs used as locator
outer marker).
3) All named waypoints and intersections shown on enroute and terminal
area charts.
4) All airways shown on enroute charts, including all waypoints,
intersections, and associated RNP values (if applicable). Airways are
retrievable as a group of waypoints (select the airway by name to load
the appropriate waypoints and legs between desired entry and exit
points into the flight plan).
5) RNAV DPs and STARs, including all waypoints, intersections, and

associated RNP values (if applicable). DPs and STARs are retrievable
as a procedure (select the procedure by name to load the appropriate
waypoints and legs into the flight plan).
6) LNAV approach procedures in the area(s) in which IFR operation is
intended consist of:
a) Runway number and label (required for approach identification);
b) Initial approach waypoint (IAWP);
c) Intermediate approach waypoint(s) (IWP), when applicable;
d) Final approach waypoint (FAWP);
e) Missed approach waypoint (MAWP);
f) Additional missed approach waypoints, when applicable; and
g) Missed approach holding waypoint (MAHWP).
The complete sequence of waypoints and associated RNP values (if
applicable), in the correct order for each approach, is retrievable as a
procedure (select the procedure by name to load the appropriate
waypoints and legs into the flight plan). Waypoints utilized as a final
approach waypoint (FAWP) or missed approach waypoint (MAWP) in
an LNAV approach procedure are uniquely identified as such (when
appropriate) to provide proper approach mode operation.
7) LNAV/VNAV procedures in the area(s) where IFR operation is
intended. LPV, LP, and/or LNAV/VNAV published procedures are
available. Select a procedure by name to load the appropriate
waypoints and legs into the active flight plan. Waypoints used as a final
approach waypoint (FAWP) and LTP/FTP/MAWP in an LNAV/VNAV
procedure are uniquely identified as such to provide proper approach
mode operation.
The obstruction database is distributed by a government agency in each
country. Not all countries have obstruction databases available.
2.6.2 Update Requirements
Scheduled updates for databases are as follows:

Navigation Database - Every 28 days
Obstruction Database - Every 28 days
MAGVAR Database - Every 5 years (updated as described in a

Genesys Aerosystems Service Bulletin)
CAUTION:
Failure to update the EFIS with the correct NavData® causes the IDU
to remain in continual reboot mode and does not allow any display
page to appear.
The EFIS is updated through the ground maintenance function (GMF). To
gain access to the GMF, prior to applying power, slide the slip indicator or
non-slip blank door cover at the bottom-center of the IDU bezel upward to
the first detent position to expose the USB port.
When an update is performed, the following procedures must be performed
separately on every IDU installed in the aircraft.
To update the databases:
1) Load the navigation database (navdata.exe) and obstruction database
(obst.exe) on USB flash drive.
2) With the power off insert the USB flash drive into USB port.
CAUTION:
Always install a valid USB flash drive in the IDU prior to activating
any ground maintenance function. Operation of the GMF without a
valid USB flash drive installed may cause erroneous failure
indications or corruption of the IDU.
3) Turn on power to gain access to the GMF page.
4) Scroll  to Update Databases and push to enter.
Figure 2-14: Ground Maintenance Page
5) Once each database is loaded, press any button to continue to

complete the process.
6) Once both databases have been uploaded, power down the IDU,
remove the USB flash drive, and lower the USB door.
7) Once each IDU has been updated, power up the entire EFIS in normal
flight mode and verify each IDU successfully updated with the latest
database by noting the new navigation database and obstruction
database cycle expiration dates before acknowledging the initialization
screen (Figure 2-4). Because the obstruction database is advisory in
nature, there technically is no expiration date. The listed date is the
effective date of the next available obstruction database.
8) A cyclic redundancy check (CRC) self-test verifies the data at every
step of the process, thereby ensuring the data installed into the system
has not been corrupted at any point during the process.
2.6.3 Software and Terrain Database Update
Updates and terrain database updates are provided on an as-needed basis

and performed as per a service bulletin.
2.7 Run Demonstrator /Training Program
The EFIS has a built-in demonstration application to fly anywhere in the

world while performing any procedure (except takeoff and landing) based
on the current navigation database. Use this feature on the ground in
ground mode as follows:
1) With power off, lift the USB flash drive door.
2) Power on the system. Scroll  to RUN DEMONSTRATOR/ TRAINING

PROGRAM and push to enter.
Use the demonstrator to gain familiarity of the EFIS menu structure and
location of button tiles for each operation. Load an instrument procedure
prior to take off to view the expected sequence of events.
The demonstrator begins flying over Reno, Nevada, USA at an altitude of
approximately 8000’ MSL. Altitude may be changed with altitude bug,
VNAV profiles or navigation database procedures. Airspeed remains
relatively constant but may be controlled with the airspeed IAS bug in the
BUGS menu. The simulated aircraft may be positioned anywhere in the
world, by activating a flight plan stored in the memory.
All appropriate navigation signals are simulated, allowing for precision and
non-precision instrument approaches found within the current navigation
database. All obstructions in the latest obstruction database and all time-
critical warning, caution, and advisory audible and flag annunciations are
presented as appropriate during simulated flights.
NOTE:
When operating in Demonstrator mode, the IDU is isolated from all

sensors and other IDUs. Flight plans created on an IDU are stored on that
IDU alone. To make the flight plan available on all other displays, the
following action must be taken.
While in flight mode, activate the flight plan created in the
demonstrator mode.
With crossfill enabled (in two sided systems), view active flight plan
on any other IDU and press SAVE (L1) to save this flight plan on
all displays.
2.8 EFIS Training Tool
In addition to the demonstrator program, the EFIS Training Tool (ETT) is

available to load on a personal computer. The ETT is compatible with 32-
or 64-bit versions of Microsoft Windows. It serves as a multi-purpose tool
for training pilots and provides features to record and capture images. See
user guide distributed with the ETT installer for further details.
2.9 Application Software Air Mode and Ground Mode
Numerous symbology elements change behavior depending upon whether

the aircraft is on the ground (ground mode) or in flight (air mode). Mode is
determined separately from the system initialization modes. This parameter
is continuously calculated as follows:
1) With a weight on wheels/weight on ground discrete input configured,
air or ground mode is determined solely from the discrete input
position.
2) Otherwise, mode is determined as follows:
a) If airspeed is valid and AGL altitude is valid, ground mode is set
when indicated airspeed is less than 30 knots, and AGL altitude is
less than 75 feet.
b) If airspeed is invalid but AGL altitude is valid, ground mode is set
when AGL altitude is less than 75 feet.
c) Under any other circumstance, air mode is set by default.
Section 3 Display Symbology

3.1. Introduction
This section details the symbology on the pilot and co-pilot PFD and MFD.
This section only describes the PFD configured with the airspeed scale
digital configuration set to tapes with both “pure” and “rolling” digital
configurations.
3.1.1. PFD (PFI) Symbology
Figure 3-1: PFD, Pure Digital Configuration
Figure 3-2: PFD, Rolling Digital Configuration
3.1.2. Basic Mode
Rolling Rolling
digital digital
Figure 3-3: PFD in Basic Mode Pure and Rolling Digital
The following are no longer present when Basic mode is displayed:

1) Atmospheric perspective 5) Roll pointer option
2) Terrain rendering 6) Bank scale option
3) Obstructions rendering 7) Airport runways
4) Flight path marker
With Bank Scale Without Bank Scale

Figure 3-4: PFD Bank Scale
3.2. Menu Functions
The top-level menu level corresponds to the permanent IDU pushbutton

labels and is active when no soft menu tiles appear next to the appropriate
IDU button or encoder ().
L1 R1
L2 R2
L3 R3
L4 R4
 
Figure 3-5: Menu Functions
On the PFD, scroll  to activate the heading menu. On MFD pages with
an adjustable display (e.g., ND, strikes, traffic, or datalink), scroll  CW to
increase scale or CCW to decrease scale.
Selection lists too long to be presented in the available space indicate the
location within the list. When the menu system is beyond the top-level, EXIT
(R1) escapes to the top-level. When a menu level is deeper than the first
level, BACK (L1) regresses one level through the menu system.
3.2.1. Altitude Display and Altimeter Setting
Synthetic Vision Basic Mode

Figure 3-6: Altimeter Setting
Press BARO (R2) to enter altimeter setting mode and view the altimeter
setting in inches of mercury (inHg) or millibars (mbar) value in the lower
right corner. Scroll  CW to increase or CCW to decrease the QNH. Push
 to enter the new value. The altimeter setting is immediately below the
altitude readout box and digitally displays the altimeter setting in either
inches of mercury (inHg) or millibars (mbar) according to the pilot-selected
units.
When QFE altimeter setting is selected, QFE is annunciated immediately
below the altimeter setting. When QNH altimeter setting is selected, no
mode is annunciated below the altimeter setting
QFE: Barometric setting resulting in the altimeter displaying height above
a reference elevation (e.g., airport or runway threshold).
QNE: Standard barometric setting (29.92 inHg or 1013 mbar) used to
display pressure altitude for flight above the transition altitude.
QNH: Barometric setting resulting in the altimeter displaying altitude above
mean sea level at the reporting station.
Synthetic Vision - QNH Basic Mode - QNH
Synthetic Vision - QFE Basic Mode - QFE
Figure 3-7: Altimeter Setting
3.2.2. Selected Altitude Sub-Mode (Target Altitude)
When in selected altitude sub-mode, the altitude scale has a pilot-settable

target altitude bug geometrically interacting with the altitude box pointer.
The target altitude bug value has a resolution of 100 ft., and a range from -
1000 ft. to 20,000 ft.
When in altitude hold mode, the target altitude bug

setting annunciation is green, while the target altitude
bug is filled-white.
When in a climb or descent mode, the target altitude bug
setting annunciation is white, and the target altitude bug
is hollow-white.
During altitude hold capture, the target altitude bug
setting annunciation is green and flashes, while the
target altitude bug is filled-white.
Figure 3-8: Target Altitude Bug (Vertically
Integrated)
When not vertically integrated with an autopilot, the

target altitude bug setting annunciation is white, and the
target altitude bug is filled-white at all times.
Figure 3-9: Target Altitude Bug (Not Vertically
Integrated)
3.2.3. VNAV Sub-Mode
When in VNAV sub-mode, the altitude scale shows the active waypoint
VNAV altitude (if it exists) with a bug symbol geometrically interacting with
the altitude box pointer. The VNAV altitude bug setting is annunciated
above the altitude scale with a resolution of 100 feet.
When not vertically integrated with a fully integrated
digital autopilot, the VNAV altitude bug setting
annunciation includes “VNAV” indicating VNAV altitude
sub-mode. When vertically integrated with a fully
integrated digital autopilot, this legend is not needed,
because an equivalent indication appears in the
autopilot mode annunciation area.
Figure 3-10: VNAV Sub-Mode (Not Vertically
Integrated)
The VNAV altitude bug is a visual reference or, when vertically integrated
with an autopilot either fully or partially integrated through the vertical mode
discrete input, as a control parameter for climbs or descents.
When vertically integrated with an autopilot:
When in altitude hold mode, the VNAV altitude bug
setting annunciation is green, and the VNAV altitude bug
is filled-magenta. During altitude hold capture, VNAV
altitude bug setting annunciation is green and flashes,
while the VNAV altitude bug is filled-magenta.
When in a climb or descent mode, the VNAV altitude bug
setting annunciation is white, and the VNAV altitude bug
is hollow-magenta.
Figure 3-11: VNAV Sub-Mode (Vertically Integrated)
When the VNAV altitude or target altitude differs from aircraft altitude to the
extent the associated bug is off-scale, the associated bug is “parked” in the
direction of the difference with half of the associated bug visible as in Figure
3-11.
3.2.4. Altitude Display (VNAV Tile)
Figure 3-12: Altitude Display (VNAV Tile)
When enabled for performing VNAV with a manually selected altitude

entered, VNAV (L2) appears.
3.2.5. Altitude Display (Metric Units)
Pilot-selectable altitude values are in metric units with a

resolution of 10 meters as depicted.
Figure 3-13: Altitude Display (Metric Units)
3.3. PFD Symbology
Figure 3-14: PFD Symbology
The PFD combines pitot-static information, heading, attitude, 3-D

navigation data, and more overlaid on a virtual background of the outside
world. Other objects in the background, including terrain, obstructions,
traffic, and runways are presented conformally as if seen directly in front of
the aircraft while looking outside.
3.3.1. Minimum Altitude
A user-settable minimum altitude bug consists of a bold yellow line on the

altitude scale and a yellow region on the altitude scale from the minimum
altitude down to ground level. The minimum altitude bug value is displayed
above the altitude scale with a resolution of 10 ft. The minimum altitude bug
can be used in conjunction with a selected altitude or VNAV bug. When a
minimum altitude is set, descending from above to below causes the
“Minimums, Minimums” audible alert and the minimum altitude to turn
amber (yellow) and flash.
Figure 3-15: Minimum Altitude
3.3.2. Vertical Speed Indicator
Figure 3-16: VSI
The vertical speed indicator (VSI) is depicted in a "worm" format providing

analog and digital representation of VSI in feet per minute (fpm). For
example, rate of descent in Figure 3-16 is 700 fpm.
Table 3-1: Scale Graduations and Display
Traffic Installed Scale Limit Scale Graduations and Display

±500, ±1,000, and ±2,000
With TCAS-II Background of VSI functions as an RA
±2,000 fpm display with green and red regions to
provide RA maneuver guidance.
Without TCAS-II ±500, ±1,000, and ±2,000 fpm
The pilot-selectable VSI bug setting (100 fpm resolution)

in this example is set to 1000 fpm descent rate. The
vertical speed bug is used either as a visual reference
or, when vertically integrated with an autopilot (either
fully integrated or partially integrated through use of the
vertical mode discrete input), as a control parameter for
climbs or descents. It is mutually exclusive with the
airspeed bug.
Figure 3-17: VSI Bug
When vertically integrated with an autopilot, the VSI

bug-setting annunciation is green with the speed bug
filled-white when in VSI climb or descent mode.
Otherwise, the VSI bug setting is white, and VSI bug is
hollow-white.
Figure 3-18: VSI Bug (Vertically Integrated)
When not vertically integrated with an autopilot, the VSI bug setting
annunciation is white, and the vertical speed bug is filled-white at all times.
3.3.3. Normal AGL Indication
AGL altitude is displayed in two formats above the course deviation

indicator (normal) and as the (analog) AGL indicator. These are mutually
exclusive of each other and driven by the AGL altitude source used for
TAWS but not displayed when the source is invalid. Source indication
designates the source for either format as follows:
R = Radar altitude
G = GPS/SBAS geodetic height less database ground elevation
B = Barometric altitude less database ground elevation
(SVS Basic) AGL (SVS TAWS) AGL

Based on GPS Altitude Based on Radar Altimeter
Figure 3-19: Normal AGL Indication
AGL altitude is not displayed in either format when it is greater than the
radar altimeter maximum valid altitude nor when it is invalid. Additionally,
the AGL indication includes the set decision height (see § 3.3.5).
Table 3-2: AGL Indication
≥100 Feet
Altitude ≥300 Feet <100 Feet
< 300 Feet
AGL Indication resolution 10 Feet 5 Feet 1 Foot
3.3.4. Analog AGL Indication
Pilot-selected analog AGL indication is displayed in the

lower right corner of the PFD above the active waypoint
identifier with a green circular tape and digital readout in
the center. The circular tape has a radial line at its end
and disappears above 1000’ AGL.
Figure 3-20: Analog AGL Indication
The analog AGL indicator disappears in unusual attitude mode and is

mutually exclusive with the mini map and traffic thumbnail. Likewise, when
the analog AGL altitude display is shown, the normal AGL display is
removed.
Table 3-3: Analog AGL Indicator
Analog AGL Indicator Scaling

AGL (at clock position)
Markings 0-1000 Feet
0-100 Feet 100 Feet-1000 Feet 0’ 6:00
Linear Logarithmic 50’ 9:00
100’ 12:00
200’ 1:30
500’ 3:00
Table 3-4: Analog AGL Indicator Markings
Major Tick Marks Minor Tick Marks

0’ 
10’ 
20’ 
30’ 
40’ 
Table 3-4: Analog AGL Indicator Markings
Major Tick Marks Minor Tick Marks

50’ 
60’ 
70’ 
80’ 
90’ 
100’ 
200’ 
300’ 
400’ 
500’ 
1000’ 
3.3.5. Decision Height
Pilot-settable decision height is displayed above the CDI with the

abbreviation DH and by a yellow radial on the analog indicator. When the
aircraft descends below decision height, DH ### turns amber (yellow) and
flashes and the circular tape turns amber (yellow). This is accompanied by
“Decision Height” audible alert.
Figure 3-21: Decision Height
3.3.6. Airspeed Display
Airspeed is digitally displayed in same color as airspeed scale in knots,

miles, or kilometers per hour with interactive pointer. The airspeed scale is
commensurate with the certification category of the aircraft.
The airspeed box pointer interacts with the airspeed

scale and has graduations every five measurement units
with labels every 10 measurement units with high
numbers at the top. The airspeed scale range has at
least 40-75 measurement units. During an ADC failure,
a red “X” is displayed in place of the airspeed scale.
Figure 3-22: Airspeed Display
The airspeed trend vector is calculated along the

rotorcraft longitudinal axis is in a worm format to provide
analog representation of IAS achieved in five seconds
assuming the instantaneous longitudinal acceleration is
maintained.
Figure 3-23: Airspeed Trend
The airspeed scale for Part 27 and Part 29 rotorcraft has

additional specific airspeed markings as follows:
A red cross-hatched line at VNE (power-off).
If enabled, a white triangle

translational lift reference
speed marker appears.
Figure 3-24: Airspeed Scale FAR Part 27/29
Table 3-5: Airspeed Bug Limits
Low end High end

VMIN Red-line (VNE)
The pilot-settable airspeed bug geometrically interacts with the airspeed

box pointer and is colored as per Table 3-6. When the bug setting differs
from aircraft speed to the extent the bug is off scale, the bug appears to be
parked.
Airspeed bug is parked in the direction of the difference if airspeed

off scale.
Figure 3-25: Airspeed Scale Bug
Table 3-6: Airspeed Bug Setting Annunciation and Bug Colors
Vertically Integrated Autopilot

Without Without
Airspeed White at all Green when in airspeed climb or
Bug Setting times descent mode otherwise white
Airspeed Filled-white at Filled-white when in airspeed climb or
Bug all times descent mode otherwise hollow-white
3.3.7. Airspeed Display (With EFIS-Coupled)
Airspeed descent to 1,900’ with green color and filled airspeed

Figure 3-26: Airspeed Display (with EFIS-Coupled)
When the ADC sensor fails, a black circle with red “X” is shown instead of
the airspeed readout, dial and pointer.
3.3.8. Heading Display
NOTE:
The track pointer is not displayed when indicated airspeed is in the noise
range (indicated airspeed or groundspeed is less than 30 knots).
   
 Heading Scale  Heading Pointer

 Ground Track  Active Waypoint
Synthetic Vision
Basic Mode
Figure 3-27: Heading Display
An integral slip indicator is provided and may replace the mechanical slip
indicator mounted in the bezel. The slip indicator is a rectangle just below
the heading pointer that moves left and right to indicate the lateral
acceleration sensed by the AHRS in the same manner as the ball in a
mechanical slip indicator. The integral slip indicator is responsive to lateral
(Y-axis) G-force (the slip indicator is the white rectangular part of the
heading pointer) and is damped, so it approximately matches a
conventional glass vial indicator.
When the AHRS is in DG mode, the DG symbol appears as
shown here.
Figure 3-28: DG Indicated when AHRS in DG Mode
Figure 3-29: Slip/Skid Indicator
Figure 3-30: Displaced Heading Bug
When an active waypoint exists, the heading scale includes a magenta,

star-shaped waypoint pointer at a point corresponding with the active
waypoint. When the waypoint pointer is displaced from aircraft heading
beyond the boundaries of the PFD screen, the waypoint pointer is replaced
by a magenta, triangular arrow at either the far-right or far-left limit of the
heading scale to indicate the shortest (not necessarily the safest) direction
of turn to the active waypoint (Figure 3-30). The waypoint pointer and
shortest direction of turn indications turn amber (yellow) in the event of GPS
loss of navigation (LON) caution.
Table 3-7: Heading Display
Track pointer off

scale when aircraft
track is displaced
from boundaries.
When changed,
heading bug value
displayed for 5
seconds
When heading bug is
displaced beyond
boundaries of
heading scale, partial
heading bug is
shown at the limit of
the heading scale
with the heading bug
value above.
3.3.9. Pitch Scale
Figure 3-31: Pitch Scale
The PFD has large aircraft symbol reference marks fixed in the center of
the display. Rotation of the background, pitch scale, and background
oriented display elements occur relative to the location of the waterline
symbol or large aircraft reference marks.
Pitch scale has increments every 5° with major increments and pitch scale
labels every 10°. Increments are equally spaced to conform approximately
to the 3-D PFD background. Pointer bars at the ends of each major
increment indicate direction to the horizon and automatically declutter to
present the fewest possible increments needed to unambiguously display
pitch attitude. The pitch scale terminates with a zenith symbol (small white
circle) at +90° and a nadir symbol (small white circle with “+”) at -90°.
Zenith Nadir
symbol symbol
Figure 3-32: Pitch Scale Zenith and Nadir Symbols
3.3.10. Turn Rate Indicator
Half standard rate

Full standard rate
Figure 3-33: Turn Rate Indicator
3.3.11. Landing Gear Indication
If configured, the PFD displays landing gear position as small “tires” below
large aircraft symbol reference marks.
Basic Mode Normal Mode

Figure 3-34: Landing Gear Indication
3.3.12. Unusual Attitude Mode
Unusual attitude mode is enabled when pitch attitude exceeds +30° or -30°
or bank angle exceeds 50° and remains engaged until pitch attitude returns
to within 5° of the horizon and bank attitude returns to within 10° of the
horizon. Recovery chevrons tied to the 30° and higher pitch scale
indications (both positive and negative) aid in unusual attitude recovery and
are a normal part of the pitch scale and are not necessarily tied to unusual
attitude mode.
Less than 30° pitch up More than 30° pitch up

Figure 3-35: Unusual Attitude Mode
The following features are disabled in unusual attitude mode:

1) Terrain and obstruction 8) Active waypoint symbology
rendering
9) Mini map
2) CDI
10) Traffic thumbnail
3) VDI
11) If in basic mode, PFD reverts to
4) Flight path marker normal mode
5) Highway in the Sky boxes 12) If in zoom mode FOV, PFD
reverts to normal FOV
6) Atmospheric perspective
13) Runways
7) Analog and digital AGL
indication 14) Menus
3.3.13. PFD Background
The PFD has a 3-D background generated from terrain elevation and
obstruction elevation data stored in electronic memory. The “actual
horizon” displayed on the PFD is based upon the higher of terrain within
90NM or a horizon calculated using a visible horizon equation. Thus, the
relative elevation of terrain and obstructions with respect to aircraft altitude

and performance is observed by reference to the primary flight information
pitch ladder and FPM.
The background has two pilot-selectable field of view (FOV) modes, wide
FOV mode (approximately 70°) and narrow FOV mode (approximately
35°). In unusual attitude mode, wide FOV mode is automatically selected.
A blended-tone sky is displayed in conjunction with terrain. The sky fades
from light blue at the horizon to dark blue at the top of the display to simulate
atmospheric perspective and enhance the 3-D presentation. Additionally,
the blended sky increases contrast of the directional scale, emphasizes the
horizon, and provides a compelling visual cue to a nose-high attitude.
Figure 3-36: PFD Terrain and Obstructions
Terrain and obstruction rendering uses hidden surface removal technique

s, while terrain/sky rendering uses atmospheric perspective techniques.
Terrain with obstruction rendering is collectively pilot-selectable to declutter
the display (independent declutter of obstructions is not possible).
Terrain and obstruction rendering is disabled in basic mode, unusual
attitude mode, and during any reversionary mode. In unusual attitude
mode, the blue -brown boundary line of the background decouples from the
pitch scale at high pitch angles so a sliver of the blue-brown boundary line
always remains visible to give guidance to the horizon.
Terrain ahead of the aircraft is shown conformally with the artificial horizon
in the correct scale and perspective for the aircraft’s current position and
altitude. Worldwide terrain coverage is provided in each IDU and is shown
with a resolution as shown in Table 3-8. Terrain is displayed ahead of the
aircraft using a grid and simulates “atmospheric perspective” (terrain lines
fade into the background “ground” color as they recede into the distance).
NOTE:
There is a one-degree dead band to prevent grid flicker while flying along
one of the boundary latitudes. The grid space switching changes at one
degree less latitude when flying towards the Equator than it does when
flying toward the Poles.
At latitudes greater than 75°, no grid lines are shown. To keep the grid
spacing relatively consistent, at latitudes between 45° and 75°, the
longitude spacing is increased according as follows.
Table 3-8: LAT-LON Resolution Boundaries
Longitude Grid Heading Boundary

Latitude Range
Spacing Pole Equator
0° to 46° 24 arc-seconds
46° to 62° 48 arc-seconds 46° 45°
62° to 70° 72 arc-seconds 62° 61°
70° to 74° 96 arc-seconds 70° 69°
74° to 75° 120 arc-seconds 74° 73°
Table 3-9: Terrain and Obstruction Rendering Levels
Feature Coloring Notes

Amber and red colors not used
for normal display of terrain.
SVS Shades of brown for
Deep blue denotes areas of
BASIC non-water terrain.
water and takes precedence over
the shades of brown.
Shades of olive when at Amber and red colors used for
or below 100 ft. below normal display of terrain and to
aircraft altitude. show terrain areas causing FLTA
SVS Shades of brown when alerts.
TAWS above 100 feet than Deep blue denotes areas of
aircraft altitude. water and takes precedence over
TAWS coloring of FLTA other colors.
alert or warning cells.
No terrain nor obstructions are shown. Neither, SVS BASIC
None
or SVS TAWS is selected.
WARNING:
DO NOT USE THIS EFIS FOR TERRAIN-FOLLOWING FLIGHT. DO

NOT ATTEMPT TO NAVIGATE USING THE TERRAIN DEPICTION.
ALWAYS ADHERE TO PUBLISHED NAVIGATIONAL INSTRUMENT
PROCEDURES AND NAVIGATIONAL CHARTS IN ALL FLIGHT
CONDITIONS.
When terrain and obstruction rendering is deselected or disabled, the PFD

background is a conventional blue over brown attitude display presentation
without atmospheric perspective. Additionally, terrain may be deselected
on the PFD and retained on the ND MAP page as seen in Figure 3-37.
Figure 3-37: Terrain Deselected on PFD but Selected on MFD
Obstructions within the following ranges are depicted on the PFD in SVS
Basic or SVS TAWS modes:
1) Narrow FOV: 17NM
2) Wide FOV: 12NM
Obstructions such as towers, antennas, buildings, and other manmade
structures are shown on the PFD display as vertical amber (yellow) lines
(see Figure 3-38). They are conformal in location and size and only shown
in conjunction with terrain regardless of altitude. Obstructions representing
a collision hazard are annunciated aurally and with a caution or warning
flag. See Section 2 System Overview for description of alerts when
obstructions represent a collision hazard.
WARNING:
MANY TOWERS, ANTENNAS, STRUCTURES, AND OBSTRUCTIONS

ARE NOT IN THE DATABASE.
NOTE:
The obstruction data is provided by Jeppesen and must be updated each

28 days to maintain current database information.
Obstructions without Hazardous Obstructions Creating an

Condition OBSTRUCTION Warning
Figure 3-38: PFD with Obstructions
3.3.14. Flight Path Marker (Velocity Vector)
Figure 3-39: Flight Path Marker
The FPM appears on the background to coincide with the aircraft’s actual
flight path as projected on the outside world. The FPM is laterally displaced
parallel to the horizon with respect to the center of the display to account
for the difference between aircraft track and heading, and is vertically
displaced perpendicular to the horizon to account for aircraft climb or
descent angle.
Because the FPM is used in conjunction with a 3-D background, the FPM
utility normally associated with a HUD is achieved. When the FPM is
displaced to the extent it interferes with heading, altitude, or airspeed
indications, it is removed from the display as in Figure 3-40.
FPM nearing airspeed tape due FPM removed due to excessive

to strong crosswind from the right crosswinds from the right
Figure 3-40: Flight Path Marker Views
FPM movement is dampened by reference to aircraft pitch and heading so

not to deviate from pitch or heading at a rate greater than 1°/sec.
Figure 3-41: FPM Absent (Unusual Attitude Mode)
Figure 3-42: PFD with FPM Removed
The FPM is not shown in basic mode. In unusual attitude mode, it

disappears to allow the pilot to concentrate on the large aircraft symbol
reference marks for unusual attitude recovery.
FPM at low speed (airspeed <= 45 KIAS) behavior further depends upon
whether or not the aircraft is in flight or on the ground and whether or not a
WOW/WOG discrete input is enabled.
In reversionary mode 1 (GPS failure), the FPM changes to a light gray color
after one minute to indicate degraded performance (Figure 3-43).
Figure 3-43: PFD with GPS Failure after 1 Minute
3.3.15. Hover Vector
The FPM is removed at low speed, <30 knots groundspeed, and is replaced
with hover vector symbology. The hover vector indicates direction and
groundspeed of drift at low groundspeeds (when lower than 30 kts)
consisting of large aircraft symbol reference marks, an inner concentric ring
indicating 10 knots groundspeed, an outer concentric ring indicating 20
knots groundspeed, and a vertical and horizontal dashed line passing
through the center extending to the outer ring. The white dot of the large
aircraft symbol reference marks indicates 0 knots groundspeed and is the
center for the concentric rings. A gray dot equal in size to the white dot and
connected to the white dot by a white line floats over the concentric ring
area to indicate direction and magnitude of drift in a gods-eye view.
AGL Indicator (Normal) AGL Indicator (Analog)

Figure 3-44: PFD Hover Vector Symbology
A diamond-shaped acceleration cue is centered on the gray dot to indicate

direction and magnitude of horizontal acceleration. Deviation of the dot in
a straight up direction (12 o’clock position) indicates forward flight while
straight down (6 o’clock position) indicates rearward flight. Deviation of the
dot laterally indicates lateral drift in that direction. The movement of the dot
is constrained to less than five knots per second to prevent jumpiness. The
example above shows drift, forward and slightly to the right (1 o’clock
position) at 20 knots groundspeed. (See § 3.7.2 for full hover vector
symbology with Hover page selected on MFD.)
NOTE:
In the event the bank scale was decluttered, it becomes uncluttered while
at low speed <30 knots groundspeed.
3.3.16. Bank Angle Scale
The bank scale and roll pointer are centered upon the large aircraft symbol
reference marks in basic or unusual attitude modes. When bank angle
scale decluttering is selected, the bank angle scale and sky pointer are
displayed when the bank angle exceeds 2.8°. With decluttering selected,
appearance of the bank angle scale and roll pointer are dampened based
upon magnitude and time to prevent nuisance appearances.
Figure 3-45: Bank Angle
When decluttering is not selected, bank angle scale and sky pointer appear
full time with level, 10°, 20°, 30°, 45°, and 60° marks on left and right sides.
The bank angle scale and roll pointer are centered upon the large aircraft
symbol reference marks (basic mode or unusual attitude mode).
3.3.17. Turn Indication
Rate of turn is available as an option in the PFD

declutter menu to show a worm in the direction
of turn with full-scale deflection indicating a
standard rate of turn and half-standard rate
indicated at the mid-scale marking.
Figure 3-46: Turn Indicator
3.3.18. Timer Indication
When selected, a countdown or count-up timer is

displayed above the FPM or large aircraft symbol
reference marks.
Figure 3-47: Timer
3.3.19. Marker Beacon Symbology
Marker beacons data acquired from the navigation receiver are displayed
on the PFD and disabled when the selected NAV source is FMS. Valid
marker beacon signals cause circular indicators with appropriate coloring
and markings to display in the lower central portion of the PFD.
Synthetic
Vision
Basic Mode
Figure 3-48: Marker Beacons
3.3.20. Flight Director Symbology
Flight director (FD) symbology is controlled on the IDU or integrated

autopilot/flight director equipment. When selected, FD symbology and valid
steering commands are received from the FD with one of the following
symbols shown in the normal mode. The PFD has a waterline symbol fixed
in the center of the display. Rotation of the background, pitch scale, and
background oriented display elements occur relative to the location of the
waterline symbol or large aircraft reference marks.
FD1 Single Cue FD2 Dual Cue

Figure 3-49: Flight Director
FD1 Single Cue FD2 Dual Cue

Figure 3-50: Flight Director (Basic Mode)
3.3.21. Course Deviation Indicator (CDI)
Without Autopilot
With Autopilot
Figure 3-51: Course Deviation Indicator
The order of precedence of type accuracy used by the system from highest
to lowest is as follows:
1) Manual RNP: The pilot may override the automatic accuracy types by
setting a manual RNP value.
2) Automatic RNP: These are based upon RNP values, which are coded
in the navigation database. The EFIS looks at the leg coding on all legs
other than those on the final approach segment. On the final approach
segment, the EFIS looks at the “Level of Service” record for those
approaches, which have RNP transition legs, and then goes to LP or
LPV minima for the final approach.
3) Default TSO-C146C operation: As specified as per Table 3-10 for
enroute, terminal, and various approach modes according to the “Level
of Service” record.
Table 3-10: CDI Behavior and Color
CDI Pointer and Condition Color or Behavior

Full Scale Deflection Flash
Slaved to GPS/SBAS Scale is appropriate FSD value for
mode of flight:
Enroute: ±2NM
From Enroute to Terminal:
Change from ±2 NM FSD to ±1 NM
FSD over distance of 1 NM; start
transition when entering terminal
mode.
From Terminal to Enroute:
Change from ±1 NM FSD to ±2 NM
FSD over distance of 1 NM; start
transition when entering enroute
mode.
From Terminal to Approach: If
VTF, switch immediately.
Otherwise, change from ±1 NM
FSD to approach FSD over
distance of 2 NM; start transition at
2 NM from FAWP.
From Approach to Terminal:
Change to 1 NM.
From Departure to Terminal: If
initial leg is aligned with runway,
change from ±0.3 NM FSD to ±1
NM FSD at the turn initiation point
Table 3-10: CDI Behavior and Color
CDI Pointer and Condition Color or Behavior

of the first fix in the departure
procedure.
Slaved to GPS/SBAS (with GPS
Amber (Yellow)
loss of navigation)
Normal conditions Magenta
In sources other than FMS Angular scale annunciation
Navigation source is localizer
Reverse sensing
(Course error exceeds 105°)
Lateral deviations in failed state Red “X” displayed over CDI
EFIS not coupled with autopilot
Selected NAV source FMS2
Selected NAV source VOR1
Selected NAV source VOR2
EFIS coupled system with autopilot

Holding the wings level*
Tracking HDG BUG**
LNAV in ARM mode**
LNAV captured**
*No positive autopilot feedback/**Positive autopilot feedback
3.3.22. OBS Setting of CDI
In automatic mode, the system controls the scale and OBS setting. The
selected navigation source is annunciated below the CDI as follows:
1) NAV: FMS1/FMS2
2) NAV: VOR1/LOC1
3) NAV: BC1/BC2 (annunciated instead of LOC1/2 when course error
exceeds 105°)
4) NAV: VOR2/LOC2
3.3.23. Heading/Roll-Steering Sub-Mode
Heading/roll-steering sub-mode annunciation appears immediately right of

the selected navigation source annunciation and displays:
1) HDG: LVL (Wing-Leveling Sub-Mode Guidance)
2) HDG: LNAV (LNAV Sub-Mode Guidance)
3) HDG: BUG (Heading Bug Sub-Mode Guidance)
4) HDG: --- (Failure Sub-Mode)
3.3.24. Heading Bug Sub-Mode
The heading bug sub-mode is active when selected through the menu
system and commands roll angles to track the heading bug with aircraft
heading (if heading is valid) or aircraft track (if heading is invalid). Figure
3-52 shows this mode with positive feedback from the autopilot (green
annunciation and filled heading bug). LNAV (L1) is a one-touch method for
turning off the HDG bug and engaging in LNAV mode.
Figure 3-52: Heading Bug
Figure 3-53: LNAV Armed Mode
3.3.25. No Autopilot or Fully-Integrated Autopilot Course Deviation

Indicator
Without Autopilot
With HeliSAS-E
Figure 3-54: CDI No Autopilot or Fully-Integrated Autopilot
In an installation without an autopilot or with a fully integrated autopilot (e.g.,

HeliSAS-E), the heading/roll-steering sub-mode annunciation is not
meaningful and should be decluttered from the CDI display. Therefore, the
shaded background of the CDI only falls behind the CDI scale. An
abbreviated navigation source annunciation (without “NAV:”) appears
above the top left corner of the CDI scale. The heading/roll-steering sub-
mode annunciation does not appear, as it is not required with autopilot
mode annunciations or when an installation does not include an autopilot.
3.3.26. Vertical Deviation Indicator
Figure 3-55: Vertical Deviation Indicator
The vertical deviation indicator (VDI) on the right side of the PFD displays
vertical deviation for the selected vertical navigation source to display
descent profile but disappears in unusual attitude mode.
1) LPV Mode and LPV1 or LP V2: When descending on the final
approach segment in LPV mode. GPS altitude utilized to generate VDI
; pilot may follow guidance to LPV minima regardless of temperature.
2) LNAV Mode and VNV1-G or VNV2-G: When descending on the final
approach segment in LP, LNAV/VNAV, and LNAV or RNP modes when
using GPS VNAV. GPS altitude utilized to generate VDI; pilot may
follow guidance to LNAV minima regardless of temperature.
3) LNAV Mode and VNV1-B or VNV2-B: Default FMS barometric VNAV
mode. Using barometric altitude to generate the VDI, pilot may follow
guidance to LNAV minima as long as the specified temperature is
within limits.
4) GS1 or GS2: Glideslope receiver #1 or #2 as indicated. Pilot follows
guidance to published barometric DH.
Table 3-11: Vertical Deviation Indicator Behavior
Source Pointer
Behavior/Condition
(Below VDI) Color
FMS Conforms to the VDI display Magenta
Source must be valid when a valid
Glideslope Cyan
glideslope is received.
Source is valid if: Magenta
On VNAV descent segments when
approaching the Top of Descent point
so as to provide descent anticipation
as long as the following are true:
1) On VNAV descent segments; OR
2) If the vertical deviations on VNAV
level segments option is enabled,
on VNAV level segments; OR
3) If the vertical deviations on VNAV
level segments option is disabled,
when approaching the Top of
LPV or VNAV Descent point to provide descent
mode anticipation;
Providing:
1) The aircraft is within 2NM or twice
the full scale deflection for the
mode of flight (whichever is
greater) of the lateral navigation
route; AND
2) The aircraft is in TO operation
relative to the active VNAV
waypoint (i.e., taking into account
VNAV offsets); AND
3) If on the final approach segment,
the aircraft is within a 35° lateral
Table 3-11: Vertical Deviation Indicator Behavior
Source Pointer
Behavior/Condition
(Below VDI) Color
wedge of the azimuth reference
point (either the GARP or
MAWPT + 10,000 ft.).
Pointer and
Text Color
LPV, VNV-G During GPS LON or GPS VLON
Amber
(Yellow)
Figure 3-56: VDI Color during GPS/SBAS LON or VLON
3.3.27. Vertical Deviation Indicator (EFIS Coupled)
Figure 3-57: EFIS Coupled Vertically with Glideslope Mode Engaged
When vertically integrated with an autopilot (either fully integrated or

partially integrated) through glideslope mode discrete input with glideslope
mode engaged, the selected vertical navigation source is green indicating
the autopilot is vertically coupled to the selected vertical navigation source.

Otherwise, the selected vertical navigation source is white.
3.3.28. Highway in the Sky/Skyway
Coupled Uncoupled
Figure 3-58: Highway in the Sky
When not decluttered, the PFD displays the active navigation route or
manual OBS course in 3-D with a series of skyway boxes, which overly the
flight plan route at a desired altitude and provide lateral and vertical
guidance. See Section 7 IFR Procedures for details.
3.3.29. Active Waypoint and Waypoint Identifier
Instantaneous bearing Distance to active

to active waypoint waypoint
ETE or ETA based on along track distance
Figure 3-59: Active Waypoint
The PFD displays the active waypoint symbol as a magenta “tethered

balloon” consisting of:
1) an “X” depicted at the ground location of the active waypoint;
2) a hoop or “tethered balloon” (for fly-over waypoints) or “tethered

diamond” (for fly-by waypoints) depicted at the VNAV altitude or at
aircraft altitude (if there is no VNAV altitude), and
3) a line connecting the “X” and the hoop.
The “X” and connecting line are not shown if ground elevation information
is not encoded with the NavData waypoint information (e.g., terminal and
enroute fixes). The active waypoint symbol is drawn using the hidden
surface removal techniques of terrain and obstruction rendering, so an
active waypoint behind terrain appears to be so. The active waypoint
symbol disappears in unusual attitude mode but turns amber (yellow) in the
event of GPS LON caution.
The identifier of the waypoint along with the distance to the waypoint are
displayed in the lower right corner of the PFD in magenta. If a target altitude
is not set and the active waypoint has a VNAV altitude associated as in
Figure 3-55, the identifier includes a display of the VNAV altitude.
NOTE:
Only the active waypoint is shown on the PFD. Subsequent waypoints in

a route are displayed sequentially as the current active waypoint is
passed. With terrain turned off, the active waypoint is always visible
regardless of distance.
If the active waypoint is beyond the lateral limits of the screen, the
magenta waypoint direction pointer (i.e., magenta triangle) on the
directional scale indicates shortest direction of turn to the waypoint.
If the waypoint is only a hoop hanging in space, it is a fix and not directly
associated with a NAVAID on the ground (e.g. VOR, NDB, user waypoint,
or airport).
If the waypoint X disappears behind terrain on the PFD, there is terrain
between the aircraft present position and the waypoint.
3.3.30. Mini Map
Figure 3-60: Mini Map
Table 3-12: Mini Map Behavior (When Not Decluttered)
Symbology Color Condition
VOR 1 When Valid
Cyan
VOR 2 When Valid
Green
Magenta GPS/SBAS normal
Active Leg
Amber (Yellow) GPS/SBAS LON
Ownship Symbol (Figure 3-63) White
Mutually exclusive with analog AGL, and traffic thumbnail.
Mini Map disappears in Unusual Attitude Mode
3.3.31. Runways
The PFD displays airport runways in a 3-D manner. Upon activation of a

DP, VFR approach, IFR approach, or STAR procedure, runways for the
airport associated with the procedure, as well as, runways associated with
the three nearest airports (computed by the TAWS algorithms) are
displayed.
Figure 3-61: Runways
Runways are displayed with hidden surface removal techniques of the

terrain and obstruction rendering, so runways behind terrain appear to be
so. Runways are based on characteristics in the navigation database,
including elevation, position, orientation, length, and width, and displayed
as defined in Table 3-13.
Table 3-13: Runway Drawing Criteria
Feature Color Notes

Runway markings, Dark gray According to
aiming point markings, characteristics from
centerline, navigation database,
designation, and e.g., including position,
displaced threshold orientation, length, and
arrows width.
Runway markings Medium gray
Landing portion of the Light gray Taking into account

selected runway. displaced threshold data.
Runway markings for

Lighter gray than the light gray
the selected runway
3.3.32. Heliports
Heliports appear as distinguishable 150’ X 150’ helipads with applicable

markings.
Figure 3-62: Helipads
3.4. MFD Symbology
Navigation display (ND) may be configured the following formats:

1) Moving Map 5) Traffic (see Traffic
Appendix)
2) Conventional HSI
6) Datalink (see Datalink
3) Navigation Log Appendix)
4) Strikes (see WX-500
Lightning Strikes Appendix)
3.4.1. Ownship Symbology
Rotorcraft Pan Mode

Figure 3-63: Ownship Symbology
3.4.2. Moving Map
Figure 3-64: Basic Moving Map
NOTE:
When selected, latitude/longitude is displayed below the ownship symbol

as aircraft current position.
Figure 3-65: Latitude/Longitude Display Compass Rose/ND

Boundary Circle Symbol
Figure 3-66: Moving Map with Instrument Approach
Figure 3-67: North-Up Arc Mode
Figure 3-68: North-Up Centered Mode
Figure 3-69: Heading-Up Centered Mode
3.4.3. Compass Rose/ND Boundary Circle Symbol
In heading up mode, the magnetic digital heading readout and pointer are
aligned with the longitudinal axis of the ownship symbol.
Figure 3-70: Compass Rose/ND Boundary Circle Symbol
3.4.4. Clock/Options
The following are displayed in the upper right corner of the ND.
Table 3-14: Clock Options
Feature Options Notes

Zulu Time or hh:mm:ssZ Synchronized with the
Local Offset hh:mm:ssL GPS/SBAS constellation.
DCLTR A = Automatic declutter mode
Declutter Mode
DCLTR M = Manual declutter mode
Enabled or Terrain status is indicated by the
Terrain Status
Disabled absence or presence of terrain.
Traffic Status See Traffic appendix
WX-500 Status See Strikes appendix
Datalink TFR Data
Status
See Datalink appendix
Datalink Weather
Status
Zulu Time Local Offset Time

Figure 3-71: Clock/Options
3.4.5. Air Data and Groundspeed
True North Mode Normal Mode

Figure 3-72: Air Data and Groundspeed
The following are displayed in the upper left corner of the ND:
1) Wind: Information consists of the following readouts:
a) Direction in degrees;
b) Speed in knots;
c) Crosswind component in knots; and
d) Graphical wind vector arrow oriented to correspond to the ND
orientation.
NOTE:
Wind information is not shown when the aircraft is in the ground mode, or
when the AHRS is in DG mode. If referenced to magnetic north, direction
readout uses the degree (°) symbol. Otherwise, a stylized true north (T)
symbol is used.
2) Outside Air Temperature: Digitally in degrees C or F (as configured).
3) International Standard Atmosphere (ISA): Difference between ISA
temperature and current outside air temperature is displayed digitally
in °C or °F (negative values = less than standard OAT). Decluttered if
the “Show ISA Temperature Flag” is disabled in EFIS limits.
4) Density Altitude: Digitally in feet. Decluttered if “Show Density altitude
Flag” is disabled in EFIS limits.
5) True Airspeed: Digitally in knots. Decluttered if “True Airspeed Flag”
is disabled in EFIS limits.
6) Groundspeed: Digitally in knots.
3.4.6. Fuel Totalizer/Waypoint Distance Functions
GPS in normal state GPS in LON GPS in normal state

and current active condition and not the current
waypoint active waypoint
Figure 3-73: Fuel Totalizer/Waypoint Distance Functions
Table 3-15: Fuel Totalizer/Waypoint Distance Functions
Type Symbols
Function Conditions
Options
DEST If there is an active flight plan, waypoint ETA or ETE
Waypoint type, identifier, range, and ETE/ETA for Degree (°) or
the last waypoint (“DEST” waypoint) are True North (T)
shown. symbol
If the active waypoint is not the last
waypoint, range and time to destination
waypoint are based on the flight plan
route. Otherwise, range and time are
based on a direct geodetic path.
Waypoint information is white but turns
amber (yellow) with GPS LON caution.
Range Based on instantaneous fuel flow, fuel remaining and
groundspeed are shown immediately below “DEST”
waypoint information for easy comparison.
Endurance Based on instantaneous fuel flow and fuel remaining is
shown.
3.4.7. Navigation Data
Figure 3-74: Navigation Data and Airspace Depiction
The ND displays navigation data in correct relationship to the ownship

symbol with navigation data symbols, which include airport symbols, NDBs,
and user waypoints. High altitude and low altitude airways may be shown.
Table 3-16: Navigation Symbology
IFR Airport NDB
VFR Airport FIX
High Altitude
VORTAC
Airway
DME only or Low Altitude
TACAN Airway
VOR User Waypoint
User Waypoint
HSI CDI scale
in Pan Mode
The ND has manual and automatic decluttering of navigation data. There

are six levels of automatic declutter based upon the number of navigation
data symbols drawn in the current ND format and range. Decluttering is
as follows:
1) Airports: Manually or automatically decluttered. In automatic declutter

mode, large airports (IFR procedure and longest runway and
automatically adjusted threshold needed to achieve desired symbol
count) are always shown; IFR airports that are not large airports are
shown in levels 1, 2, 3, and 4; and VFR airports are shown in levels 1,
2, and 3.
2) VORs: Manually or automatically decluttered. In automatic declutter
mode, VORs are shown in levels 1, 2, 3, 4, and 5.
3) NDBs: Manually or automatically decluttered. In automatic declutter
mode, NDBs are shown in levels 1 and 2. Both enroute and terminal
NDBs are shown.
4) FIXES (including user waypoints): Manually or automatically
decluttered. In automatic declutter mode, enroute fixes are shown in
level 1. Terminal fixes are manually selected and not shown in
automatic declutter mode. Enroute fixes, terminal fixes, and user
waypoints may be manually decluttered separately from each other.
5) High Altitude Airways: Manually selected.
6) Low Altitude Airways: Manually selected.
Table 3-17: Airspace Depiction
Type of ARINC 424 Airspace Vertical Limits
Single pixel dashed lines More than ±500’
Single pixel solid lines Within ±500’
Within airspace
Triple pixel solid lines
vertical limits
Color of Airspace
Class C, control area, TRSAs, Class
Green
D
Class B, TCAs (where applicable) Blue
Caution, danger, MOAs, training,

Amber (Yellow)
warning, or unknown areas
Prohibited, restricted, or TFR areas
Red
(when equipped with Datalink)
3.4.8. Analog Navigation Symbology
Figure 3-75: Analog Navigation Symbology HSI in ARC Mode
When selected, the ND displays analog (VOR1 and VOR2) navigation

symbology, when valid. When the VOR1 and/or VOR2 pointers are
selected for display, bearing and distance for the selected VOR pointers
appear at the bottom of the ND view (cyan for VOR1; green for VOR2). If
the DME channel is in hold mode, the associated distance readout is amber
(yellow), and the letter “H” is shown above the distance readout (Figure
3-96). The size of the HSI depends on arc or center modes to ensure a full
HSI is always displayed.
Figure 3-76: Analog Navigation Symbology HSI in Centered Mode
3.4.9. Borders
If national and United States state borders are selected, they are drawn at
all map scales. Borders are white if the ND background includes terrain.
Borders
Figure 3-77: State Borders Drawn

Figure 3-78: Without State Borders Drawn
3.4.10. Terrain/Obstructions
Terrain and obstruction rendering is pilot-selectable to declutter the display

by deselecting terrain (independent declutter of obstructions is not
possible). Furthermore, terrain and obstruction rendering is disabled when:
1) The GPS/SBAS sensor is failed; OR
2) When the ADC is failed; OR
3) When the horizontal figure of merit exceeds the greater of 0.3NM or
the horizontal alarm limit for the mode of flight.
Figure 3-79: Terrain/Obstructions PFD
Figure 3-80: Terrain/Obstructions MFD
Terrain is displayed on the ND in its correct relationship to the ownship

symbol using color to show relationship to aircraft altitude.
Table 3-18: Terrain Color
Based on Aircraft Altitude Color Notes

Terrain at or below 100 feet
Olive shades
below aircraft altitude Terrain slope
Terrain above 100 feet determines shade
Brown shades
below aircraft altitude
FLTA alerts Amber and Red See Section 8 TAWS
Takes precedence
Water at all altitudes Deep Blue
over other colors
Obstructions are displayed on the ND in correct relationship to the ownship

symbol using color to show relationship to aircraft altitude.
Table 3-19: Obstructions
21 NM or less PFD in narrow FOV

Lateral 15 NM or less PFD in wide FOV
Distance
Away 8.5 NM or greater Not depicted on the ND
8.5 NM or less As described below
More than 2000’ below aircraft Not depicted on the ND
Within 2000’ but more than
Vertical Depicted in amber
500’ below aircraft
Criteria
Within 500’ but below aircraft Depicted in light red
At or above aircraft altitude Depicted in deep red
NOTE:
See Section 8 Terrain Awareness Warning System for obstructions
causing TAWS alarms and depiction of separate symbology.
3.4.11. Pan Mode
The ND page has a pan mode for changing the location of the center of the
page away from current location and viewing map details along the route
of flight and at the intended or alternate destination while either in flight or
on the ground. When pan mode is active, use labeled buttons to pan
location north, south, east, and west in a north-up, centered orientation.
Upon entering pan mode, the heading pointer, track pointer, lubber line,
waypoint pointer, analog navigation symbology, and field of view lines are
removed from the display.
Figure 3-81 shows the line with bearing and distance from the map center
to the aircraft’s current position in white when the aircraft is more than 0.5
NM away. When panning, the nearest displayed airport, VOR, NDB, or fix
within the inner range ring is highlighted with a flashing circle. Buttons are
labeled to allow for viewing or hiding waypoint information (including
datalink weather information associated with that point). When exiting pan
mode, all previous settings are restored as before pan mode was enabled.
Figure 3-81: Pan Mode
3.4.12. Start Point
Activation of NRST or Direct -To function creates and activates a flight plan
from the present position to the selected waypoint. A waypoint named
“START” is placed at the current aircraft location when the flight plan is
created.
Figure 3-82: Start Point
3.4.13. Direct Point
Unnamed waypoints appear depending upon the procedure loaded when

a direct-to command is entered. See Section 7 IFR Procedures for more
information.
-ALT- altitude terminations
-DIR- waypoints that begin a Direct -To leg
-DME - distance or DME terminations
-INT- intercept terminations
-RAD- radial terminations
Figure 3-83: Direct Point
3.4.14. Altitude Capture Predictor/Top of Descent
Top of Descent Top of Climb

Figure 3-84: Top of Descent or Top-of-Climb
When a selected altitude or VNAV is specified on the PFD, “T/D” marks

correct point on the flight plan path at which descent must be commenced
and contains location on the flight plan path with indication of the glidepath
angle used to calculate position. After passing top of descent along the
lubber line, altitude is captured and shown as a green arc located ahead of
the aircraft. The arc marks the bottom-of-descent or top-of-climb point.
3.4.15. Projected Path
When the aircraft is in a bank angle, a projected path emanates from the
ownship symbol. This curving path is based upon aircraft bank angle and
groundspeed as it projects one minute into the future up to a maximum of
180° of turn. The projected path or “noodle” assists in course interception
and making small adjustments to bank angle for proper roll out.
Figure 3-85: Projected Path
3.4.16. Active Flight Plan Path/Manual Course/Runways
When there is an active flight plan and the GPS/SBAS OBS setting is
automatic, the flight plan path is shown on the ND in correct relationship to
the ownship symbol. The active flight plan path depiction meets all the
requirements of GPS/SBAS path definition and matches the lateral
navigation guidance given on the PFD (GPS/SBAS CDI in automatic OBS
mode, skyway boxes, and mini map). The fly-over waypoint symbol is
distinct from fly-by waypoints and consists of the waypoint symbol within a
circle. When there is a parallel offset, the active flight plan path depicts the
parallel offset path, and the original flight plan path is shown with haloed
gray dashed lines. Top of descent symbols with an indication of glidepath
angle are shown where VNAV descents are predicted to commence.
When there is an active waypoint and the GPS/SBAS OBS setting is
manual, the manual course through the waypoint is shown as a pointer
centered on the waypoint. The pointer matches the lateral navigation
guidance given on the PFD (GPS/SBAS CDI in manual OBS mode, skyway
boxes, and mini map).
The active flight plan path’s active leg/manual course and active waypoint
are magenta but turn amber (yellow) in the event of a GPS LON caution.
The ND displays airport runways in correct relationship and scale to the
ownship symbol. Upon activation of a DP, VFR approach, IFR approach,
or STAR procedure, the runways for the airport associated with the
procedure are displayed. In addition, the runways associated with the three
nearest airports (as computed by the TAWS algorithms) are displayed.
3.4.16.1. Parallel Track
When there is an active flight plan and GPS/SBAS OBS setting is

automatic, the flight plan path is shown on the ND in correct relationship to
the ownship symbol. See Section 5 Menu Functions and Procedures for
details on creating a parallel track.
Original flight plan path
Figure 3-86: Parallel Track
3.4.16.2. Active Flight Plan Path
Figure 3-87: Loss of Navigation
3.4.17. Field of View Indication
The ND background indicates the ND FOV with a set of segmented gray

lines leading out from the ownship symbol in either 35° or 70° angles
depending on the zoom mode setting on the PFD.
Normal FOV (Zoom Off) Narrow FOV (Zoom On)

Figure 3-88: Field of View
3.4.18. Range
The white range ring is centered on the aircraft’s position to quickly

estimate distances. Distance (in NM) from the aircraft to the ring is a white
number overlaying the 6 o’clock position of the ring. The range ring is half
the distance to the directional scale. Consequently, when the range ring
shows a distance of 5NM, the directional scale is 10NM. Scroll  to set the
overall map scale ranges in NM to of the following values as appropriate:
, , , , , , , and, .
Figure 3-89: Range
3.5. HSI Page
When selected, the ND displays conventional HSI symbology, including a

selected course needle, a lateral deviation indicator, and a TO-FROM
indicator. VOR1, VOR2, and ADF navigation are displayed with a magenta
single line FMS1 (), a cyan single line VOR1 needle (), and a green
double line VOR2 needle (), and ADF () tuned to an NDB. When the
signal is invalid, the associated pointer is not shown. When the HSI NAV
source fails, a red “X” is displayed in place of the HSI deviations.
 
VDI Source
VDI Scale
CDI Scale
Figure 3-90: HSI Page
A VDI appears, as in Figure 3-90, when the VDI source is valid to display
vertical deviation information for the currently selected navigation source.
When the selected vertical source is FMS, the VDI displayed on the HSI
has the same behavior as the VDI displayed on the PFD with the exception
of the VDI source displayed on the top of the VDI to avoid clutter with
waypoint information below:
1) VNV1-B: Default FMS barometric VNAV mode
2) VNV2-B: Default FMS barometric VNAV mode
3) GS1: Glideslope #1
4) GS2: Glideslope #2
3.5.1. Conventional HSI/PTR Format
When selected, the ND displays conventional HSI symbology, including a

selected course needle, a lateral deviation indicator, and a TO-FROM
indicator.
Magenta (if FMS is the selected navigation source);
1) Cyan (if VLOC1 is the selected navigation source);
2) Green (if VLOC2 is the selected navigation source); or
3) Yellow when HSI is slaved to GPS/SBAS and there is a GPS LON
condition.
Normal Magenta Pointer GPS LON Condition

Amber (Yellow) Pointer
Figure 3-91: HSI Pointer Color
As seen in Figure 3-92, a green diamond-shaped track pointer appears on

the compass rose and aligns with the aircraft’s track across the earth at
groundspeeds greater than 30 kts. When selected, the VLOC1, with GS1
is displayed. When the signal is invalid, the associated pointer is not shown.
Figure 3-92: Conventional HSI/PTR Format: HSI with VDI and

Glideslope
When VOR1 and VOR2 pointers are selected for display, a distance display
at the bottom of the ND appear. If bearing or distance is not valid, the
respective field is filled with dashes.
Figure 3-93: Conventional HSI/PTR Format with Loss of Navigation

Condition
3.5.2. Analog Navigation Symbology
When selected, the HSI displays analog (VOR1 [cyan] and VOR2 [green])
navigation symbology with an RMI pointer format overlaid upon the HSI.
When the signal is invalid, the associated pointer is not shown. When the
signal is valid for VOR1 and VOR2, a bearing and distance display for the
selected VOR pointers appears at the bottom of the display in the same
color of the respective pointer. When an ADF2 is enabled, the ADF2 double
needle is as shown in Figure 3-95.
Figure 3-94: Analog Navigation Display VOR1 and VOR2
Figure 3-95: Analog Navigation Display FMS and ADF2
If a DME channel is in hold mode, the associated distance readout is

displayed in amber (yellow) rather than blue or green, and “H” is shown
above the distance readout.
Figure 3-96: HSI Bearing Distance Readout with DME in HOLD
Valid marker beacon discretes are displayed on the PFD and ND HSI with
appropriate coloring markings. Only during a built-in-test, more than one
marker beacon may be active. Marker beacons are disabled when the NAV
source is FMS.
Figure 3-97: HSI with Marker Beacon Displayed
3.5.3. Compass Rose Symbols
When selected, a digital heading readout and pointer aligned with the
longitudinal axis of the ownship symbol appear on the compass rose
boundary circle.
Normal Mode True North Mode

Figure 3-98: Compass Rose
If referenced to magnetic north, the heading readout uses the degree (°)
symbol. Otherwise, a stylized true north (T) symbol is used. A green
diamond-shaped track pointer is aligned with the aircraft’s track across the
earth appears on the compass rose when groundspeed is greater than 30
kts. The pilot-settable heading bug geometrically interacts with the heading
pointer on the compass rose. A magenta, star-shaped waypoint pointer is

displayed on the heading scale at a point corresponding with the active
waypoint but turns amber (yellow) in the event of GPS LON caution.
NOTE:
See Section 7 IFR Procedures for description of the following heading

modes with the AHRS and EFIS:
1) ADAHRS Slaved—EFIS Magnetic North
2) ADAHRS Slaved—EFIS True North
3) ADAHRS Free/”DG”—EFIS Magnetic North
4) ADAHRS Free/”DG”—EFIS True North
Air data and groundspeed are displayed as specified in § 3.4.5.
Figure 3-99: HSI Display Air Data and Groundspeed
3.5.5. Clock
Zulu Time or LCL Time: As specified in § 3.4.4 in the upper right corner
of the HSI:

Figure 3-100: HSI Clock
3.5.6. Fuel Totalizer/Waypoint Distance Functions
Fuel totalizer and waypoint distance are displayed in

the lower right corner of the HSI as specified in §
3.4.6.
Figure 3-101: HSI Fuel Totalizer/Waypoint
Distance
3.6. Navigation Log
With Fuel Enabled Without Fuel Enabled

Figure 3-102: Navigation Log
3.6.1. Clock and Groundspeed
The following are displayed in the upper left corner of the NAV Log:
1) Zulu or LCL Time: As specified in § 3.4.4.
2) Groundspeed: Displayed digitally in knots
3.6.2. Fuel Remaining and Fuel Flow Data
The following are displayed in the upper right corner of the NAV Log:
Fuel Remaining: If either fuel level or fuel flow is available, current fuel
remaining is displayed digitally in fuel units.
Fuel Flow: If fuel flow is available, current total fuel flow is displayed
digitally in fuel units.
3.6.3. Waypoint Identifier Column
The identifier for each waypoint of the active flight plan is displayed in the
left-most column of the nav log. The active waypoint, indicated with an
asterisk, is magenta but turns amber (yellow) in the event of a GPS LON
caution. Brackets indicate suppressed waypoints. Navigation data symbols
are shown with the waypoint identifier to easily distinguish the waypoint
type.
When a waypoint is part of a procedure or parallel offset, the following
legends are drawn on top of the navigation data symbol:
1) FAF = Waypoint is a final approach fix.
2) MAP = Waypoint is a missed approach point.
3) Airway Designation = Waypoint is part of the designated Airway.
4) MA = Waypoint is part of the missed approach segment of an
instrument approach procedure.
5) APP = Waypoint is part of an instrument approach procedure but not a
final approach fix, missed approach point, nor part of the missed
approach segment.
6) VFR = Waypoint is part of a VFR approach.
7) STAR = Waypoint is part of a standard terminal arrival procedure.
8) DP = Waypoint is part of a Departure Procedure.
9) PTK = Parallel Offset. In the case of a STAR or DP waypoint subject
to a parallel offset, both STAR/DP and PTK are shown.
10) HOLD = Waypoint is part of an enroute Holding pattern
11) SAR = Waypoint is part of a SAR pattern
3.6.4. VNAV and VNAV Offset Column
VNAV altitude and associated VNAV offset (in NM) are displayed
immediately to the right of the waypoint identifier column. In the case of an
approach with a final approach segment data block, VNAV offset readout
associated with the missed approach point is “GPI” to designate distance
to the glidepath intercept point. VNAV altitudes and offsets from the
navigation database or manually entered are white; those computed
automatically are gray. VNAV and VNAV offset column elements align with
waypoint identifier column elements to indicate the VNAV information
applies to the associated waypoint.
3.6.5. Path Column
LNAV path between waypoints is displayed immediately to the right of the

VNAV and VNAV offset column. The following are displayed:
1) Geodetic path between waypoints is displayed with (R4), followed

by the initial geodetic course for the leg.
2) Suppressed waypoints (not part of the active flight plan) are shown as
dashes.
3) Discontinuities (i.e., a leg where FMS is unable to compute a valid path)
are shown with the legend “-DISCONT-.”
4) Skipped waypoints are shown with the legend “-SKIPPED-.”
5) Altitude terminations are shown with leg course followed by the altitude
at which the leg terminates.
6) Manual legs are shown with leg course followed by “-MAN-.”
7) Procedure turns are shown with a pictorial representation of a
procedure turn (either left or right turns) as well as the entry and exit
course for the procedure turn.
8) Holding patterns are shown with a pictorial representation of a holding
pattern (either left or right turns) as well as the inbound course for the
holding pattern.
9) Arc legs are shown with a pictorial representation of an arc (either left
or right turns) as well as the entry and exit radials for the arc.
10) Radius to a fix legs are shown with a pictorial representation of an arc
(either left or right turns) followed by “RF.”
11) SAR pattern legs are shown with a pictorial representation of the SAR
pattern (Expanding Square, Rising Ladder, Orbit, Race Track, or
Sector, each with either left or right turns) followed by “SAR.” (See SAR
appendix.)
12) Other leg types (Direct, DME termination, radial termination, intercept
or course to a fix) are shown using the Direct-To Symbol followed by
the leg course.
Path column elements are offset from waypoint identifier column elements
to indicate the path information applies to the leg between waypoints.
3.6.6. Distance Column
Distance between waypoints is displayed immediately to the right of the

path column and is calculated taking into account the associated path as
well as parallel offsets. In the case of a discontinuity, distance between
waypoints is the direct geodetic distance between the two waypoints. In the
case of suppressed waypoints, skipped waypoints, discontinuities or
manual transitions, the distance between waypoints are shown in dashes.
Distance column elements are offset from waypoint identifier column
elements to indicate distance information applies to the leg between
waypoints.
3.6.7. Estimated Time Enroute Column
ETE between waypoints is displayed immediately to the right of the

distance column and is calculated taking into account the associated
distance between waypoints and current groundspeed. In the case of
suppressed waypoints, skipped waypoints, discontinuities or manual
transitions, the distance between waypoints are shown in dashes. ETE
column elements are offset from waypoint identifier column elements to
indicate ETE information applies to the leg between waypoints.
3.6.8. Estimated Time of Arrival Column
ETA at the active waypoint and all subsequent waypoints are displayed
immediately to the right of the ETE column. ETA at the active waypoint is
calculated taking into account the associated time remaining on the active
leg and current time. ETA at subsequent waypoints is calculated taking into
account the cumulative ETEs and current time. In the case of suppressed
waypoints, skipped waypoints or manual terminations, the ETA is shown
as dashes. ETA column elements align with waypoint identifier column
elements to indicate the ETA information applies to the associated
waypoint.
3.6.9. Fuel Remaining Column
Fuel remaining at the active waypoint and all subsequent waypoints is

displayed immediately to the right of the ETA column. Fuel remaining at the
active waypoint is calculated taking into account the associated time
remaining on the active leg, current fuel flow, and current fuel quantity. Fuel
remaining at subsequent waypoints is calculated taking into account the
cumulative ETEs, current fuel flow, and current fuel quantity. Fuel
remaining column elements are aligned with waypoint identifier column
elements to indicate the fuel remaining information applies to the
associated waypoint. In the case of suppressed waypoints, skipped
waypoints or manual terminations, the fuel remaining is shown in dashes.
NOTE:
Since a suppressed waypoint is not part of the active flight plan, dashes
appear in the absence of the following VNAV data associated with a
suppressed waypoint:
1) Path data (dashes) 4) ETA data (dashes)
2) Distance data (dashes) 5) Fuel remaining data
(dashes)
3) ETE data (dashes)
3.7. Hover Page
The hover page has the following elements. Ownship symbology is as in

Figure 3-63.
Figure 3-103: Hover Page Orientation
3.7.1. Hover Page Screen Range
The following selectable hover page screen ranges are available (all
distances are from the ownship symbol to the compass rose): 400’, 800’,
1,600’, 0.5NM, 1NM, 2NM, and 5NM. Two range rings (one at half the
radius of the compass rose) centered upon the ownship symbol aids in
judging range to displayed symbols. Range indication corresponding to the
radius of the range ring is presented on the range ring (200’, 400’, 800’,
0.25NM, 0.5NM, 1NM, and 2.5NM).
3.7.2. Hover Vector
The hover vector is used to indicate flight direction and groundspeed and
re-uses the compass rose and range ring as speed scales. In addition, two
intermediate speed scales (the first between the ownship symbol and the
range ring, the second between the range ring and the compass rose) are
drawn using dashed lines. The speed range for the hover vector indication
changes based upon current groundspeed. Available speed ranges are (all
speeds represent the speed indicated at the compass rose): 20 kts, 40 kts,
and 80 kts with the currently selected speed range textually displayed
adjacent to the compass rose. Changes in speed range employ a
deadband to prevent flicker at speed range boundaries.
Figure 3-104: Hover Vector Symbology
The ownship symbol indicates 0 knots groundspeed and a dot connected

to the ownship symbol by a gray line floating over the hover page to indicate
flight direction and groundspeed. Deviation of the dot in a straight up
direction (12 o’clock position) indicates forward flight while straight down (6
o’clock position) indicates rearward flight. Deviation of the dot laterally
indicates lateral drift. Movement of the dot is constrained to less than five
knots per second to prevent jumpiness. The hover vector line and dot are
limited and cropped at the outer circle of the hover page.
3.7.3. Compass Rose Symbols
Figure 3-105: Hover Vector Compass Rose
A digital magnetic heading readout and pointer aligned with the longitudinal
axis of the ownship symbol appears on the compass rose boundary circle.
A green diamond-shaped track pointer aligned with the aircraft’s track
across the earth appears on the compass rose when groundspeed is

greater than or equal to 30 knots. A pilot-settable heading bug
geometrically interacting with the heading pointer appears on the compass
rose. A magenta, star-shaped waypoint pointer is displayed on the heading
scale at a point corresponding with the active waypoint, which turns amber
(yellow) in the event of GPS LON caution.
3.7.4. Active Flight Plan Path/Manual Course
Figure 3-106: Hover Vector Active Flight Plan Path/Manual Course
automatic, the flight plan path is shown on the hover page in its correct
relationship to the ownship symbol. The active flight plan path meets all the
requirements of GPS/SBAS path definition and matches the lateral
navigation guidance given on the PFD (GPS/SBAS CDI in automatic OBS
mode, skyway boxes, and mini map). Active flight plan path waypoints are
shown as fly-over or fly-by waypoints with the fly-over waypoint consisting
of a waypoint symbol within a circle. The fly-by waypoint consists of a
waypoint symbol without the circle.
When there is a parallel offset, the active flight plan path depicts the parallel
offset path, and the original flight plan path is shown with haloed gray lines.
manual, the manual course through the waypoint is shown as a pointer
centered on the waypoint. The pointer matches the lateral navigation
guidance given on the PFD (GPS/SBAS CDI in manual OBS mode, skyway
boxes, and mini map).
Figure 3-107: Hover Vector Active Flight Plan Path/Parallel Course
3.7.5. Navigation Data
The hover page displays navigation data in correct relationship to the

ownship symbol. Navigation data symbols include airport symbols, VORs,
NDBs, fixes, and user waypoints. The user waypoint symbol on the hover
page includes an outlining box sized so it cannot be obscured by the
ownship symbol. The intent of this requirement is to allow the pilot to hover
by reference to a user waypoint. These symbols cannot be decluttered from
the hover vector page since there is no FORMAT.. menu option.
The hover page displays airport runways and some heliports in correct
relationship and scale to the ownship symbol. Immediately upon a system
startup on the ground, the runways for the nearest airport are displayed.
Upon activation of a DP, VFR approach, IFR approach, or STAR
procedure, the runways for the airport associated with the procedure are
displayed. In addition, the runways associated with the three nearest
airports are also displayed. Runways are shown in dark gray according to
characteristics contained in the navigation database, including position,
orientation, length, and width. The landing portion of the selected runway,
taking into account displaced threshold data, are shown in light gray.
3.7.6. Projected Path
When the aircraft is in a bank angle, a projected path emanates from the
ownship symbol. The projected path is based upon aircraft bank angle and
groundspeed and projects one minute into the future up to a maximum of
180° of turn.
Figure 3-108: Hover Vector Projected Path
Displayed as specified in § 3.4.5.

3.7.8. Clock
Displayed as specified in § 3.4.4.

3.7.9. AGL Indication
Above 2,500’ AGL 2,500’ AGL 500’ AGL 200’ AGL

Figure 3-109: Hover Vector AGL Indication
AGL altitude is displayed as an analog indication and digital readout on the

right side of the hover page, which is driven by whatever AGL altitude
source being used as defined in § 3.3.3.
Digital readout of AGL altitude is not displayed when it is greater than the
radar altimeter maximum valid altitude nor when it is invalid. The digital
readout of AGL altitude is not displayed when its source is barometric and
indicated airspeed is in the noise range (less than 20 KIAS) due to rotor
wash effects. When AGL altitude source is radar altitude, the digital readout
of AGL indication is smoothed to avoid jumpiness (Table 3-2).
Table 3-20: Analog AGL Indication Designed Parameters
Altitude Range Markings Notes

Thermometer fashioned
style. Top of column has a
widened area for better
registration against the scale
0-1000’ Green-filled column accordingly, so the widened
area disappears at AGL
altitudes greater than 1,000
feet (i.e., maximum analog
indication).
Scaling
0 to 100’ Linear 0’ AGL is at the bottom,
50’ AGL is at 25% of height,
100’ AGL is at 50% of
height, 200’ AGL is at 67%
100’-1,000’ Logarithmic
of height, 500’ AGL is at
83% of height, and 1,000’
AGL is at full height
Major Tick Marks
0’, 50’, 100’, 500’, and 1,000’
Minor Tick Marks
10’, 20’, 30’, 40’, 60’, 70’, 80’, 90’, 200’, 300’, and 400’
Color-filled column is not displayed when AGL altitude is invalid. Analog
indication of AGL altitude (including the scale) is not displayed, when its
source is barometric and indicated airspeed is in the noise range (less
than 20 KIAS) due to rotor wash effects.
3.7.10. Decision Height Indication
AGL indication includes a display of the set decision height altitude as

described in § 3.3.5.
Section 4 Reversionary Modes

4.1. Reversionary Modes
The equipment has eight reversionary modes as follows:

Mode 0: GPS/SBAS, ADC, and AHRS normal.
Mode 1: GPS/SBAS failed; ADC and AHRS normal.
Mode 2: ADC failed; GPS/SBAS, and AHRS normal.
Mode 3: AHRS failed; GPS/SBAS, and ADC normal.
Mode 4: GPS/SBAS and ADC failed; and AHRS normal.
Mode 5: GPS/SBAS and AHRS failed; and ADC normal.
Mode 6: ADC and AHRS failed; and GPS/SBAS normal.
Mode 7: GPS, ADC, and AHRS failed.
To use this section, review the following table and notes to determine what
feature or function is affected by one or more of the three sensors failed
conditions. Examples follow with the IDU-450 displays in various
configurations with a table breaking down the affected functions.
Not all possible IDU-450 display configurations and format combinations
are represented here. All eight modes of system operation are represented
for description purposes.
Table 4-1: Reversionary Mode Status (PFD)
Mode
PFD Functions
0 1 2 3 4 5 6 7
Airspeed OK OK 19 OK 19 OK 19 19
Altimeter OK OK 19 OK 19 OK 19 19
Altimeter Set Display OK OK - OK - OK - -
Bank Scale OK OK OK - OK - - -
1+
CDI OK OK OK 20 20 OK 20
20
Runway OK 1 25 - - - - -
Waypoint Pointer 7 1 7 7 - - 7 -
Heading Scale 7 7 7 7 7 - 7 -
AGL Ind. OK 2 4 OK 11 11 4 -
1+
Flight Path Marker OK - - - - - -
14
Hover Vector OK - - - - - - -
Ground Track 7 1 7 7 - - 7 -
Heading Indicator 7 7 7 - 7 - - -
Horizon OK OK OK - OK - - -
Mini-Map 7 1 7 7 - - 7 -
Pitch Scale OK OK OK - OK - - -
1+
Highway in the Sky OK - - - - - -
15
Terrain/Obstructions OK - 25 - - - - -
Clock Functions OK OK OK OK OK OK OK OK
VSI OK OK - OK - OK - -
Waterline Symbol 22 22 5 13 5 13 13 13
Waypoint Symbol OK 1 - - - - - -
Waypoint Brg/Dist OK 1 OK OK - - OK -
Traffic OK OK OK - - - - -
Traffic Thumbnail OK OK OK OK OK OK OK OK
Speed Trend OK OK - - - - - -
Table 4-2: Reversionary Mode Status (ND)
Mode
ND Functions
0 1 2 3 4 5 6 7
Aircraft Position OK 1 OK OK - - OK -
6+
Special Use Airspace 9 1 6 9 - - -
9
Waypoint Pointer 9 1 9 9 - - 9 -
Active Flight Plan Path 9 1 9 9 - - 9 -
Groundspeed OK 1 OK OK - - OK -
Ground Track 9 1 9 9 - - 9 -
Heading Indicator 9 9 9 - 9 - - -
Navigation Symbols 9 1 9 9 - - 9 -
Outside Air Temp. OK OK - OK - OK - -
Projected Path OK 1 OK - - - - -
Traffic OK OK OK OK OK OK OK OK
25+
Terrain/Obstructions OK - 25 OK - - -
9
Clock Functions OK OK OK OK OK OK OK OK
Waypoint Brg./Dist. OK 1 OK OK - - OK -
Wind 21 3 - - - - - -
WX-500 Data OK OK OK OK OK OK OK OK
Compass Rose 9 9 9 9 9 - 9 -
Fuel Totalizer Functions 23 24 23 23 12 12 12 12
True Airspeed OK OK - OK - OK - -
Density Altitude OK OK - OK - OK - -
OAT/ISA Display OK OK - OK - OK - -
Table 4-3: Reversionary Mode Status (Output Functions)
Mode
Output Functions
0 1 2 3 4 5 6 7
Air/Ground Output 16 16 17 16 17 16 17 17
Autopilot EFIS Valid 16 16 16 - - - - -
TAWS Alarm Output 16 16 16 16 16 16 16 16
TCAS-II RA Display Valid 16 16 - 16 - 16 - -
TCAS-II TA Display Valid 16 16 16 16 16 16 16 16
Transmit Enabled 16 16 16 16 16 16 16 16
Warning Light Output 16 16 16 16 16 16 16 16
Caution Light Output 16 16 16 16 16 16 16 16
Mstr. Caut. Light Output 16 16 16 16 16 16 16 16
MDA/DH Output 16 16 18 16 18 16 18 18
Altitude Capture Output 16 16 - 16 - 16 - -
IAS Switch Output 16 16 - 16 - 16 - -
Note 1: Presented using inertial dead-reckoning based on last known

wind information. If unable to dead reckon (e.g., heading is
failed or true airspeed cannot be calculated), function is
disabled.
Note 2: Only radar altitude presented when available.
Note 3: Last known wind is saved during GPS/SBAS failure.
Note 4: Either radar altitude or geodetic altitude less database
elevation.
Note 5: Waterline symbol expanded to large attitude bars. Rotorcraft
versions (Part 27 or Part 29 airspeed scale), use full-time large
attitude bars and do not show the waterline symbol.
Note 6: Special use airspace boundaries are drawn with bold lines due
to lack of aircraft altitude data.
Note 7: In heading-only failure mode or AHRS failure mode, heading
scale aligned with aircraft track and heading indication is
removed. In heading-only failure mode or AHRS failure mode
combined with GPS failure, heading scale is replaced with a
red-X.
Note 9: In heading-only failure mode or AHRS failure mode, compass
rose aligned with aircraft track and heading indication is
removed when in heading up mode. In heading-only failure
mode or AHRS failure mode combined with GPS failure,
compass rose is removed.
Note 10: Presents using last-known wind information and aligned with
aircraft track in heading up mode.
Note 11: Only radar altitude presented when available.
Note 12: Assuming valid fuel flow information, endurance is presented.
Note 13: Large attitude bars presented and X’d out.
Note 14: Flight path marker grayed after 1 minute to indicate degraded
operation.
Note 15: Highway in the Sky removed after 1 minute.
Note 16: See IDU SCC Card and Limits Requirements for activation
requirements.
Note 17: Defaults to AIR unless Weight on Wheel/Weight on Ground
discrete input is active.
Note 18: Only DH function (with valid AGL altitude) in this mode.
Note 19: Red-X in place of scale.
Note 20: VLOC CDI always available if optional VOR symbology
enabled.
Note 21: Function removed during heading-only failure mode.
Note 22: Rotorcraft versions (Part 27 or Part 29 airspeed scale), use full-
time large attitude bars and do not show the waterline symbol.
Note 23: Assuming valid fuel flow information, both range and
endurance are presented.
Note 24: Assuming valid fuel flow information, both range and
endurance are presented using inertial dead-reckoning based
on last known wind information. If the pilot is unable to dead-
reckon due to loss of heading or true airspeed cannot be
calculated, endurance only information is presented.
Note 25: Inhibited in accordance with the conditions specified in TAWS
automatic inhibit function (abnormal operation).
4.1.1. Oat Sensor Failure Mode
The EFIS has an OAT sensor failure mode. With the OAT sensor failed,
wind, OAT, density altitude, and true airspeed are not displayed on the ND.
4.1.2. Heading Failure Mode
The EFIS has a heading failure mode. With heading failed, the PFD
heading scale and MFD compass rose align with track (if available) or are
removed and replaced with a red-X.
The PFD heading scale includes “GPS TRK” around the track
marker to clearly indicate a heading failure mode.
Figure 4-1: GPS TRK
4.1.3. PFD Screen Auto Reversion
For IFR approval in aircraft, flight instrument information essential to safety

of flight remains available to the pilot without additional crewmember action
after a failure. To accommodate this, MFDs have the ability to sense when
the PFD has failed and take over the PFD function automatically.
Therefore, when an MFD (IDU #2, 3, or 4) becomes the transmit-enabled
IDU, the MFD automatically switches to the PFD screen. Push  to change
the MFD to other screens after the automatic switch.
4.1.4. GPS Failure
GPS degrades or fails as a result of loss of satellite information or GPS

equipment failure. When SBAS provides the integrity, the EFIS issues a
loss of integrity (LOI) caution within two seconds, if the current horizontal
protection level (HPL) exceeds the horizontal alert level (HAL). LOI caution
appears when there is no integrity monitoring and disappears when it is
restored.
Figure 4-2: LOI Caution
Further GPS degradation causes the EFIS to lose GPS updating of aircraft
position, ground speed, and ground track, and the ability to calculate the
wind information.
1) (Loss of Integrity) displayed with no time delay.

2) HPL > HAL for the phase of flight currently in. Position is still presented
based upon a GPS navigation solution.
3) (Loss of Navigation) displayed with no time

delay of the onset of the following:
a) The absence of power;
b) Equipment malfunction or failure;
c) The presence of a condition lasting five seconds or more where
there are an inadequate number of satellites to compute position
solution;
d) Fault detects a position failure that cannot be excluded within time-
to-alert when integrity is provided by FDE;
e) HPL > HAL on the final approach segment: Genesys Aerosystems
EFIS does not transition to DR navigation at this stage. A GPS
navigation solution is still presented; and
f) Where HPL > HAL on the final approach segment, this position
may still be satisfactory for GPS navigation. For example, an HPL
of 0.31NM exists, which means as soon as a transition to terminal
mode occurs, all alerts disappear. This is significantly important
during a wind change if the system had been in a DR mode.
NOTE:
At any time, view HFOM on the FAULTS page to see the system-reported
accuracy.
Figure 4-3: FAULTS Page on MFD
1) DR (Dead Reckoning)
a) If a GPS position cannot be calculated, a dead reckoning solution
is provided with a timer . This solution is calculated
from heading and TAS derived from the AHRS and ADC.
2) Loss of Vertical Navigation
Figure 4-4: Loss of Vertical Navigation (VLON)
If the navigation equipment is no longer adequate to conduct or

continue the LNAV/VNAV approach, “VLON” appears within one
second of the onset of any of the following conditions:
a) The absence of power;
b) Equipment malfunction or failure;
c) The presence of a condition where fault detection detects a

position failure that cannot be excluded;
d) There are an insufficient number of SBAS HEALTY satellites;
e) The horizontal protection level exceeds the alert limit as follows for
LNAV/VNAV approaches:
i) Prior to sequencing the FAWP- HAL should be 0.3 NM with no
limit on VAL
ii) After sequencing the FAWP- HAL 556m (0.3NM) and VAL 50m
When in LNAV mode, the fault detection function detects positioning
failures within 10 seconds after the onset of the positioning failure.
4.2. PFD and MFD Failure Mode Examples
GPS failure results in the EFIS operating in “dead reckoning” mode. The
EFIS continues to provide navigational position, groundspeed, and ground
track information, based upon the last known wind, current air data, and
heading. The PFD and MFD are affected as follows.
4.3. PFD Failure Mode 0
Figure 4-5: PFD Failure Mode 0

GPS, ADC, and AHRS Normal
4.3.1. MFD Failure Mode 0 (Normal Mode)
Figure 4-6: MFD Failure Mode 0 (Normal Mode)

GPS, ADC, and AHRS Normal

GPS/SBAS Failed; ADC and AHRS Normal
4.4.1. MFD Failure Mode 1
Figure 4-8: MFD Failure Mode 1

GPS/SBAS Failed; ADC and AHRS Normal
4.5. PFD Failure Mode 2 (Normal Mode)
Figure 4-9: PFD Failure Mode 2 (Normal Mode)

ADC Failed; GPS/SBAS and AHRS Normal

ADC Failed; GPS/SBAS and AHRS Normal

AHRS Failed; GPS/SBAS and ADC Normal

AHRS Failed; GPS/SBAS and ADC Normal

GPS/SBAS and ADC Failed; AHRS Normal

GPS/SBAS and ADC Failed; AHRS Normal

GPS/SBAS and AHRS Failed; ADC Normal

GPS/SBAS and AHRS Failed; ADC Normal

ADC and AHRS Failed; GPS/SBAS Normal

ADC and AHRS Failed; GPS/SBAS Normal

GPS/SBAS, ADC, and AHRS Failed

GPS/SBAS, ADC, and AHRS Failed
Section 5 Menu Functions and Procedures
Section 5 Menu Functions and

Step-By-Step Procedures
5.1. Menu Functions
L1 R1
L2 R2
L3 R3
L4 R4
 
Figure 5-1: IDU-450 Input Controls
The top-level menu level corresponds to the permanent labeling of the IDU
buttons and is active any time no soft menu options appear on the screen.
Soft menu function tiles appear next to the appropriate IDU button and the
right encoder () when appropriate.
On the PFD, scroll  to activate the heading menu. On MFD pages with
an adjustable display (e.g., ND, strikes, traffic, datalink, or hover) scroll 
to change the display scale (CW = increase scale, CCW = decrease scale).
Table 5-1:Encoder Functions for All Pages
PFD page
MFD Map page
MFD Datalink page
With the exception of IDU #1, push  to swap between the PFD and MFD,
unless the IDU is in MFD-only mode. IDU #1 is always configured to the
PFD page.
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0F (Rotorcraft) 5-1
5.1.1. Menu Philosophy
The menu system and buttons with an action are clearly labeled. The
following rules are in the design of the menu system:
EXIT (R1): Whenever menu system is beyond the top-

level, provides a one-touch escape to the top-level.
BACK (L1): Whenever soft menu level is deeper than the

first-level, regresses through the menu system by one level.
Soft menu tiles: Used (even at the top-level) and are annunciated on the
screen adjacent to the appropriate IDU button or encoder when
appropriate.
Selection list: Menus adjacent to  are frequently a selection list. Lists

too long to be presented in the space available provide an indication of
location within the list.
Within lists or on a soft menu tile, a two-dot trailer
indicates further menu levels.
Menu messages are displayed for five seconds but are
cleared if no IDU button is pressed or encoder pushed
or scrolled.
Figure 5-2: IDU-450 Input Controls
5.1.2. Avoidance of Autonomous Behavior
TAWS/HTAWS popups: When an FLTA alert is generated, a popup

function enables PFD SVS TAWS feature and activates terrain at an
appropriate scale and format on the MFD moving map page. This is a
required function of TSO-C194 for Enhanced HTAWS and is enabled in the
other TAWS/HTAWS options integrated in the EFIS software. (See Section
8 Terrain Awareness Warning System for details.)
Traffic popups: When a traffic alert is generated, a popup function displays
traffic on the PFD, traffic thumbnail and MFD moving map page.
5-2 IDU-450 EFIS Software Version 8.0F (Rotorcraft) 1st Ed Nov 2018
5.2. Menu Synchronization
System settings changed by the menu system are synchronized between

multiple IDUs in MFD-MFD mode. All parameters for rotorcraft are included.
Each appendix for Datalink, Strikes, RBP, and Traffic contains specific
limitations for menu synchronization for that feature.
Table 5-2: Menu Synchronization
Menu Parameter Notes

The following menu parameters are synchronized across all displays at
all times. These are bugs and fundamental aircraft values that should
never have independence.
AHRS 1 and 2 mode and slewing
values
Fuel Totalizer Quantity
VNAV Climb Angle
Countdown Timer Start Time
Countdown Timer Default Value
Remote Tune Frequencies
VNAV Descent Angle
Used when “Dual Decision
Decision Height Setting
Height Flag” as set in EFIS limits.
Emergency and Minimum Fuel
Settings
Heading Bug and Heading Sub-
Mode
High Weight VNE selection
Minimum Altitude Bug Value
VLOC OBS Settings
Airspeed Bug Setting
Target Altitude Bug Setting
Timer Starting Signal
True North Mode
UTC Offset
VSI Bug Setting
Crosslink Synchronization Status
The following menu parameters are synchronized across all displays
when crosslink is enabled. Otherwise, they are only synchronized
onside. These parameters are FMS parameters and allow the pilot and
co-pilot FMSs to be operated independently when crosslink is inhibited.
Active Flight Plan Parameters
Runway Display Parameters
The following menu parameters are only synchronized onside. These
parameters are usually sensor selections or PFD options used to keep
Table 5-2: Menu Synchronization

the appearance of any pilot's PFD consistent in the case of PFD
reversion. The onside characteristic means that individual pilots can still
adjust their PFD settings to their preference.
Sensor Selections
Transition Altitude
Barometric Setting Parameters
(Baro, Transition alt, set QFE Baro)
Used when “Dual Decision
Decision Height Setting
Height Flag” as set in EFIS limits.
Navigation Source
Horizon Synchronization
Parameters
PFD Basic Mode
PFD Zoom Mode
PFD Analog AGL
PFD Full-time Bank Scale Flag
PFD Flight Director Show Flag
PFD Mini map Show Flag
PFD Altitude (meters) Show Flag
PFD Skyway Show Flag
PFD Terrain Show Flag
Rate of Turn Indication flag
The following menu parameters are independent between displays.
These are used to support non-PFD display options to give the pilot
maximum MFD operating flexibility. Note that some of these parameters
are also independent between top and bottom MFD areas as specified
in the notes.
To support mixed CPU type
CPU Type
installations
MFD Hover Page Scale
MFD Selected Page
450 Screen Display Status Support for 450 reversion
MFD Map Function Declutter
Settings
MFD Show ETA Flag
MFD Map NavData® Symbol
Declutter Settings
MFD Map and HSI Page Pointer
Settings
5.3. Menu Function Types
There are two types of menu functions on the IDU-450; top-level menu
functions corresponding to the labeled button, and soft menu functions
indicated by menu tiles, which appear on screen. Soft menu function tiles
appear next to the appropriate IDU button or in the lower right corner when
use of the encoder is appropriate. Soft menu functions take precedence
over IDU button functions.
5.4. Top-Level Menu
On the IDU-450, the top-level menu corresponds to the permanent label of

the IDU buttons and is active anytime no soft menu options appear on the
screen.
F M
P E
Flight Plan Menu First Soft Menu Level N
L U
A B
C A
T Active Flight Plan Menu Altimeter Menu R
V O
I N
N R
F Information Menu Nearest Menu S
O T
O
B
S
Omnibearing Selector Menu Direct Menu D
PFD Page:
 Push – Switch to MFD (N/A to CPU #1) 1
 Scroll – Activate Heading Bug Menu
Figure 5-3: PFD Top-Level Menu
5.4.1. Top-Level Menu Option Descriptions
1) FPL (L1): Flight plan menu

2) ACTV (L2): Active flight plan menu (§ 5.8.2)
3) INFO (L3): Information menu
4) OBS (L4): Omnibearing selector menu
5) MENU (R1): First-level associated with the current display page and
times out after 10 seconds if there are no subsequent pilot actions.
6) BARO (R2): Altimeter menu
7) NRST (R3): Nearest menu (§ 5.8.2)
8) (R4): Direct menu (§ 5.8.2)

st
1 Ed Nov 2018 IDU-450 EFIS Software Version 8.0F (Rotorcraft) 5-5
9) #1 Encoder ()
a) On a PFD, scroll to activate the heading menu.
b) On MFD pages with an adjustable display scale (e.g., ND, Strikes,
Traffic, Datalink, or Hover,), scroll to change display scale (CW =
increase, CCW = decrease).
c) With the exception of IDU #1, push to swap between the PFD and
MFD. IDU #1 is always fixed to the PFD page.
5.4.2. Top-Level Menu Automatic Pop-up Function Descriptions
Soft menu tiles appear adjacent to buttons under the specified conditions.
Table 5-3: Top-Level Menu Automatic Function Descriptions
Tile Legend and Action in Order of Precedence

FPL 1) When a terrain popup occurs during a TAWS FLTA alert,
(L1) RESET appears. (MFD only)
2) When ND page with pan mode enabled, PN OFF
appears. Press to disable pan mode. RESET has
precedence over PN OFF. (MFD only)
3) When display is transmit enabled, LNAV appears when
there is an active flight plan, heading bug sub-mode is
active, and the system is integrated with an analog
autopilot. Press to deactivate heading bug sub-mode and
resume guidance to active flight plan path. (PFD only)
4) When display is transmit enabled, MISS appears upon
transitioning the FAF. Press to activate the missed
approach procedure.
5) When the display is transmit enabled, HDG appears when
LNAV sub-mode is active and the system is integrated
with an analog autopilot with HDG mode engaged. Press
to deactivate LNAV sub-mode and resume guidance to
the heading bug. (PFD only)
ACTV 1) When showing ND page with: (a) pan mode enabled; (b)
(L2) information for the nearest highlighted waypoint is shown;
and (c) airport weather information present in the
information block.
2) When the display is transmit enabled and HRZ SYNC is
armed, HS ON appears. Press to engage HRZ SYNC
mode and apply the appropriate offset to displayed pitch
attitude. (PFD only)
Table 5-3: Top-Level Menu Automatic Function Descriptions
Tile Legend and Action in Order of Precedence

3) When the display is transmit enabled and HRZ SYNC is
engaged, HS OFF appears. Press to cancel HRZ SYNC
mode. UP has precedence over HS OFF. HRZ SYNC is
also automatically cancelled by flying beyond the arming
range. In most cases, it is anticipated that HRZ SYNC will
be cancelled automatically by accelerating through the
arming speed rather than by pressing HS OFF. (PFD
only)
4) When the display is transmit enabled, CONT appears
when in a holding pattern with further active flight plan
legs after the holding pattern. Press to re-enabled
automatic waypoint sequencing to allow normal
sequencing to the leg after the holding pattern. (PFD only)
5) When display is transmit enabled, RESUME appears
when a manual leg is active with further non-manual
active flight plan legs after the manual leg. Press to
activate a Direct-To waypoint following the manual leg.
(PFD only)
6) When the display is transmit enabled, VNAV appears
when VNAV guidance is valid, the selected altitude sub-
mode is active, and the system is integrated with an
analog autopilot. Press to deactivate selected altitude
sub-mode and resume guidance to VNAV path. (PFD
only)
7) When the display is transmit enabled, ARM appears when
on the final approach segment (between FAF and MAP).
Press to arm missed approach procedure to automatically
activate upon sequencing MAP. (PFD only)
INFO When ND page with pan mode enabled, NORTH appears.
(L3) Press to shift the center of the page in the specified direction.
OBS When ND page with pan mode enabled, SOUTH appears.
(L4) Press to shift the center of the page in the specified direction.
When ND page with pan mode enabled, INFO or HIDE
BARO
appears. Press to toggle the display of information for the
(R2)
nearest highlighted waypoint.
NRST When ND page with pan mode enabled, EAST appears. Press
(R3) to shift the center of the page in the specified direction.
When ND page with pan mode enabled, WEST appears. Press

to shift the center of the page in the specified direction.
(R4)
5.5. First Page (PFD)
On the IDU-450, IDU #1 is fixed to the PFD page, and other IDUs may
show the PFD page as a backup function. IDU-450 PFD page first-level
options are as follows.
Synchronize
pilot and co-pilot
F M
systems in dual- E
P XFILL SYNC system installations
Exit to Top-Level EXIT N
L U
when cross-link
is re-enabled
A SOURCE.. B
C A
T PFD Source Menu PFD Bugs Menu BUGS.. R M
V HRZ SYNC O E
Arm Horizon N
U
I Synchronization N
N
Narrow FOV ZOOM ON R
F DESIG Create user S
O waypoint at Wide FOV ZOOM OFF T
current location
O
B
S
TIME.. Time Menu PFD Declutter Menu DCLTR.. D
Figure 5-4: First Page PFD
5.5.1. PFD Page First-Level Option Descriptions
1) XFILL SYNC (FPL) (L1): Appears in dual-system installations where

the pilot and co-pilot systems are not synchronized, but crosslink is
enabled. Press to synchronize the pilot and co-pilot active flight plan
parameters to the system where the button press occurred.
Table 5-4: Crossfill Inhibit/Arm/Sync Function
Action to
Indication Synchronize Flight
(1) Flight
Crossfill (Pilot and Co- Plans Result
Plan
pilot)
Pilot Co-pilot
No action required.
Enabled Synchro- Pilot and co-pilot
None None None
(Cond.1) nized sides already
synchronized.
Pilot’s flight plan is

sent to co-pilot side
MENU (R1) and both sides are
synchronized going
XFILL None
forward.
Enabled Not SYNC (L1) is
Synchro- removed from both
(Cond.2) nized (2) sides.
MENU (R1) Co-pilot’s flight plan

None XFILL is sent to pilot side
SYNC( L1) and both sides are
Table 5-4: Crossfill Inhibit/Arm/Sync Function
Action to
Indication Synchronize Flight
(1) Flight
Crossfill (Pilot and Co- Plans Result
Plan
pilot)
Pilot Co-pilot
synchronized going
forward.
is
removed from both
sides.
Not removed.
Inhibited Enable crossfill (1)
Synchro-
(Cond.3) (proceed to Cond. 2)
nized displayed on both
sides.
(1) Crossfill is inhibited with the use of a latching (ON) crossfill inhibit switch.
Crossfill is enabled by releasing (OFF) this switch. The location and number
of crossfill inhibit switches in a cockpit varies by installation. Usually a single
crossfill switch can be centrally located in a side-by-side cockpit within reach
of both pilots. If a single switch cannot be installed within reach of both pilots
(tandem cockpits or very wide cockpits), two switches can be installed to
function in parallel (either switch inhibits or enables crossfill on both the pilot
and co-pilot sides).
(2) Pilot and co-pilot flight plans can become unsynchronized under the following
conditions:
 Crossfill is inhibited, and pilot and co-pilot flight plans are separately
changed before crossfill is re-enabled.

Either the pilot or co-pilot side is restarted with an active flight plan on the
other side and crossfill enabled.
2) HRZ SYNC (L2): When the display is transmit enabled and horizon
synchronization function is available, arms horizon synchronization
function.
3) SOURCE (L2): Activates PFD source selection menu. HRZ SYNC has
precedence.
4) DESIG (INFO) (L3): Creates a user waypoint at the current aircraft
location. In addition, if pressed with an ND page operating in pan mode,
creates a user waypoint at the panning location. User waypoint at
current aircraft location is automatically named “OF###,” where ### is
the next available over-fly user waypoint number. User waypoint at
panning location is automatically named “PN###,” where ### is the
next available panning user waypoint number. When pressed and the
number of user waypoint count is more than 998, the USER WPTS
FULL message appears.
5) TIME (OBS) (L4): Activates time menu

6) BUGS (BARO) (R2): Activates PFD bug set menu
7) ZOOM ON/ZOOM OFF (NRST) (R3): Toggles between wide FOV
mode and narrow FOV mode. ZOOM ON appears when current mode
is wide FOV. ZOOM OFF appears when current mode is narrow FOV.
8) DCLTR (R4): Activates PFD declutter menu option.
5.5.2. PFD Screen First Soft Menu Level
When horizon synchronization is available and the IDU is transmit enabled,

HRZ SYNC (L2) appears in the PFD screen first soft menu level. HRZ
SYNC takes precedence over the PFD source menu. Press HRZ SYNC
(L2) to arm horizon synchronization mode. It is anticipated the pilot takes
this action on a Cat. A departure prior to lifting the helicopter into hover
flight.
XFILL SYNC (L1) appears in the PFD screen first soft menu level when all
of the following conditions are met:
1) Crosslink status is enabled; and
2) Crosslink synchronization status is not enabled; and
3) Discrete input for Crossfill Inhibit is not enabled; and
4) Side in command is valid; and
5) AFCS Status is set to invalid.
5.5.3. First-Level (MFD)
IDUs other than #1 may show various MFD pages as described in § 5.22.
MFD first-level options are as follows.
F Fault Display Menu Exit to Top-Level M

E
P FAULTS.. EXIT N
L U
Clear strikes Fuel Totalizer
on ND and Quantity Setting
A CLR STRKS Strikes screens Menu B
C A
T SET FUEL.. R
V WX LGND.. Datalink weather O
legend on M
MFD Page Menu E
I Datalink screen N N
N R U
F DESIG Format Menu on
PAGE.. S
Create user
O T
waypoint at ND, Traffic, Strike,
current or panned and Datalink pages. FORMAT..
O location
B TIME.. Declutter Menu
DCLTR.. D
S
Time Menu on HSI, and Hover
Page
Figure 5-5: First-Level MFD
1) FAULTS (FPL) (L1): Activates fault display menu

2) CLR STRKS (ACTV) (L2): On ND or Strikes page with WX-500 option
enabled, CLR STRKS activates strike clear option for the Goodrich/L-
3 WX-500. On Datalink page, WX LGND.. activates datalink weather
legend (see Datalink appendix).
3) DESIG (INFO) (L3): Same function as PFD page first-level
4) TIME (OBS) (L4): Same function as PFD page first-level
5) SET FUEL (BARO) (R2): Activates fuel totalizer set menu
6) PAGE (NRST) (R3): Activates MFD display page select menu
7) FORMAT or DCLTR (R4):
a) FORMAT: On ND, traffic, strikes, and datalink pages, activates
appropriate page format menu option.
b) DCLTR: On HSI page with optional VOR or ADF symbology
enabled, activates HSI declutter menu.
5.6. Lower-Level Menus (Below First-Level)
Top-level and first-level menus, called lower-level menus, and the eight
buttons and encoder control them as seen in Figure 5-1.
5.7. Flight Plan (FPL) Menu
Figure 5-6: Flight Plan Menu

st
5.7.1. Flight Planner Page
The flight planner is used for following functions on pilot-modifiable

elements in the IDU database.
1) Manage stored flight plans (activate, create, edit, delete, and reverse);
2) Manage user waypoints (create, edit, and delete); and
3) Perform RAIM predictions.
Because the flight planner takes over the IDU’s controls, limitations are
placed upon access and display of the flight planner. The flight planner is
not available when a PFD page is being displayed on the IDU. (MFD in
reversion mode).
When the flight planner is accessed, it only appears on the MFD to preserve
access to crucial PFD page controls such as altimeter settings.
5.7.2. PFD Page Shown
Upon activation of the flight plan menu, the system checks for existing
saved flight plans. If there are no saved flight plans, NO SAVED FPLS
appears. Otherwise, a selection list of saved flight plans is presented. Upon
selection of a saved flight plan, the second waypoint in the flight plan is
activated.
5.7.3. MFD Page Shown on IDU
Upon activation of the flight plan menu, the system checks for existing
saved flight plans. If there are no saved flight plans, the flight planner is
activated. Otherwise, an option list is presented for the pilot to either select
a saved flight plan or enter the flight planner. Selecting the saved flight plan
option leads to a list of saved flight plans. Upon selection of a saved flight
plan, the second waypoint in the flight plan is activated.
5.7.4. Create an Overfly User Waypoint
When flying over intended waypoint, press MENU (R1) and then DESIG
(L3) on the PFD or MFD. A user waypoint is created at the present position
and automatically named “OF###”, where ‘###’ is the next in sequence
overfly user waypoint number available. User waypoint at panning location
is automatically named “PN###” accordingly. Change the waypoint name
by using the EDIT USER WPT function on the MFD (§ 5.7.14).
Figure 5-7: Creation of Overfly User Waypoint
NOTE:
A maximum of 998 user waypoints may be created and stored. When an

attempt is made to create additional user waypoints, USER WPTS FULL
message appears.
5.7.5. Flight Plan (FPL) Menu Selecting (Step-By-Step)
1) Press FPL (L1).

2) Scroll  to desired flight plan and
push to enter.
5.7.6. Flight Plan (FPL) Menu Create-Edit (MFD Only) (Step-By-Step)
1) Press FPL (L1).
2) Scroll  to CREATE-EDIT.. and

push to enter.
3) Push  to enter.
4) Press ADD (R2) to begin creating

first waypoint.
5) Either use  to create a new

waypoint or press NRST APT..
(L2), NRST VOR.. (L3), NRST
NDB.. (L4), NRST FIX.. (R2), or
NRST USR.. (R3), and make
desired selection. Push  to
enter.
6) When finished, press SAVE (R4)
to store the new flight plan as one
of 100 flight plans in memory. If
100 flight plans are present, the
CREATE FLIGHT PLAN option is
absent.
7) If no other action is necessary,
press BACK (L1) to return to
function select page or EXIT (R1)
to exit the menu.
5.7.7. Activate Flight Plan (MFD Only) (Step-By-Step)
1) Press FPL (L1).
2) Scroll  to SELECT.. and push to

enter.
3) Scroll  to desired saved flight

plan and push to enter to exit and
return to normal operation.
Or

push to enter.
2) Scroll  to ACTIVATE FLIGHT

PLAN and push to enter.
3) Scroll  to desired saved flight

plan and push to enter.
to exit the menu.
5.7.8. Edit Flight Plan (MFD Only) (Step-By-Step)
1) Press FPL (L1).

push to enter.
3) Scroll  to EDIT FLIGHT PLAN

and push to enter.

push to enter.
5) Edit flight plan by adding or

deleting waypoints as appropriate.
6) To save, press SAVE (R4).

to exit the menu.
5.7.9. Reverse Flight Plan (MFD Only) (Step-By-Step)
1) Press FPL (L1).

push to enter.
3) Scroll  to REVERSE FLIGHT


push to enter.
to exit the menu.
5.7.10. Delete Flight Plan (MFD Only) (Step-By-Step)
1) Press FPL (L1).

push to enter.
3) Scroll  to DELETE FLIGHT

4) Scroll  to desired flight plan to

be deleted and push to enter.
5) Push  to CONFIRM DELETE

FPL.
6) Next flight plan is highlighted. If no
other action is necessary, press
BACK (L1) to return to function
select page or EXIT (R1) to exit
the menu.
5.7.11. Changing Procedure in Active Flight Plan
1) Press ACTV (L2) to view active

flight plan.
2) Scroll  to desired airport where

new approach is to be entered and
push to enter.
3) Scroll  to IFR APPR.. and push

to enter.
4) Scroll  to desired instrument

approach and push to enter.
5) Scroll  to desired Transition and

push to enter.
6) Scroll  to desired runway and

push to enter.
7) If this new approach is to replace

the initial procedure, push  to
confirm.
Use same procedure for changing a
STAR , DP
, or instrument
approach procedure.
5.7.12. Create User Waypoint (LAT-LON) (MFD Only) (Step-By-Step)
User waypoints may be created with three methods:

1) Latitude and Longitude 3) Overfly (Designate)
2) Radial and Distance
Follow the step-by-step procedure defined below to create a user waypoint
using latitude and longitude.
1) Press FPL (L1).

push to enter.
3) Scroll  to CREATE USER WPT

(LAT-LON) and push to enter.
(Maximum of 998 user waypoints
saved)
4) With new user waypoint name
created, push  to proceed
through all fields as necessary.
Approach bearing preloading
depends on mode of flight as
follows:
On Ground: Preloaded with
current heading
In Flight: Preloaded with “OFF”
value.
If desired, specify the approach

bearing to user waypoint in degrees
1°- 360°. “OFF” disables VFR
approaches to the user waypoint.
NOTE:
Pressing EXIT (R1) only exits menu

and does not save the new USER
WPT.
5) Press SAVE (R3) to save user
waypoint or press (R4) to

create CRACK as the active
waypoint and begin navigation
guidance.
5.7.13. Create User Waypoint (RAD-DST) (MFD Only) (Step-By-Step)
1) Press FPL (L1).

push to enter.
3) Scroll  to CREATE USER WPT

(RAD-DST) and push to enter.
(Maximum of 998 user waypoints
saved)
4) The identifier is automatically
named RD### where ### is the
next available radial distance
waypoint number.*
5) In this case, ACK was not the
desire waypoint. Scroll  to the
desired waypoint and push to
enter.
6) Either press SAVE (R3) user
waypoint or press (R4) to

create RD001 as the Active
guidance.
NOTE:
Pressing EXIT (R1) only exits menu

and does not save the new USER
WPT.
* Reference Waypoint: The pilot is prompted to enter an identifier for the
reference waypoint on the second line. Use  to enter the reference
waypoint in the same manner as a waypoint is entered for a flight plan. If
there is a single result from the search, the pilot is advanced to the radial
entry box. If there is no result from the search, the pilot is re-prompted to
enter an identifier. If there are multiple results from the search, a selection
list with matching identifiers is displayed, and upon selection, the pilot is
advanced to the radial entry box. INFO menu appears at this level and
provides access to information for the highlighted result.
Radial Entry: The third line is for pilot to specify a radial from the reference
waypoint in increments of degrees.
Distance Entry: The fourth line allows the pilot to specify a distance from
the reference in increments of tenths of nautical miles.
5.7.14. Edit User Waypoint (MFD Only) (Step-By-Step)
1) Press FPL (L1).

push to enter.
3) Scroll  to EDIT USER WPT and

push to enter.
4) Scroll  to desired waypoint to be

edited.
5) Use  to enter alphanumeric

characters; follow prompts to edit
information. Push  to step
through all character spaces. To
back up, press BACK (L1) and
continue to the end of all character
spaces.
6) Either press SAVE (R3) to save
user waypoint or press (R4) to

create PUNCH as the active
guidance.
7) Press EXIT (R1) to save changes
and exit the menu.
5.7.15. Delete User Waypoint (MFD Only) (Step-By-Step)
1) Press FPL (L1).

push to enter.
3) Scroll  to DELETE USER WPT

and push to enter.
4) Scroll  to desired waypoint to be

deleted.
5) Push  to CONFIRM DEL USER

WPT.
6) If no other waypoints to delete,
press EXIT (R1) to exit the menu
and return to MAP.
NOTE:
Alterations of user waypoint parameters while in flight do not

automatically update to an active flight plan.
When changes are made to a user waypoint, and those changes are
desired in existing flight plans, which use the waypoint, it must be deleted
and replaced in the flight plans with the following steps:
1) EDIT the user waypoint as described in § 5.7.14.

2) Open a flight plan that uses the user waypoint.
3) Delete the existing waypoint from the flight plan.
4) Save and exit.
5) Reload the flight plan if it were in use.
5.7.16. RAIM Prediction
When selected, the RAIM prediction screen is only shown if the GPS/SBAS
receiver is capable of performing a RAIM prediction (not suitable for
enroute predictions). This requires there be no faults along with a current
almanac in memory. Check the FAULTS menu to determine if the
GPS/SBAS receiver is capable of performing a RAIM prediction.
1) Press FPL (L1).

push to enter.
3) Scroll  to RAIM PREDICTION

and push to enter.
SEE NOTE BELOW.
4) If another RAIM Prediction is
necessary, press START OVER
(R2) to start the process again or
press EXIT (R1) to exit the RAIM
Prediction menu.
NOTE:
The pilot may perform RAIM prediction at a designated waypoint. The

screen has various data entry boxes as follows.
1) Designated Waypoint: Prompted to enter an identifier for the
designated waypoint. If there is a single result from the search, the pilot
is advanced to the UTC time entry box. If there is no result from the
search, the pilot is re-prompted to enter an identifier. If there are
multiple results from the search, a selection list with matching
identifiers is presented and, upon selection, the pilot is advanced to the
UTC time entry box. INFO (L3) gives access to information for the
highlighted results.
2) UTC Time Entry: Allows entry of the 24-Hour UTC estimated time of
arrival at the designated waypoint.
3) UTC Date Entry: Allows entry of the UTC estimated date of arrival at
the designated waypoint.
4) PRN Mask Entry: Allows the pilot to specify the PRN number of
satellites expected to be unavailable at the destination.
5) EXIT: Allows exit of the RAIM prediction screen at any time.
6) Once a designated waypoint and UTC estimated time of arrival are
entered, CALC (R2) appears for the pilot to initiate the RAIM
Prediction. Press CALC (R2) to check the UTC estimated time of
arrival and ensure it is within the current almanac (i.e., <3.5 days from
current date and time). If it is, a Predictive FDE Request message
requesting “Detection Availability” with a required HAL of 0.3NM is sent
to the GPS/SBAS receiver. In response, the GPS/SBAS receiver
replies with a sequence of Predictive FDE Response messages. These
messages are parsed and used to fill in the RAIM Prediction result area
at the bottom of the screen. The RAIM Prediction result area shows the
RAIM Prediction results as “OK” or “XX” for ETA ± in 5-minute
increments. Once a prediction is complete, START OVER (R2) allows
the pilot to perform another prediction without exiting the RAIM
Prediction screen.
5.8. Active Flight Plan (ACTV) Menu
5.8.1. Main Menu
See Section 7 IFR Procedures for active flight plan description.

Does Yes Waypoint List
ACTV active flight plan ...
...
1
exist? ...
No
NO ACTV WPT
SYNC R3
Activate selected
waypoint
WAYPOINT*
OFF R4
VNAV.. *
Define Hold parameters 1
HOLD.. * Enter VNAV
altitude and offset 1
SAR PTRN.. *
Insert custom hold
SAR SGMNT.. *
Select SAR Pattern
Define SAR parameters 1
segment
OFLY/AUTO..*
VFR APPR.. * Insert custom SAR
IFR APPR.. *
STAR.. * AUTO
1
DP.. * OVERFLY
* Shown if applicable
NO RADIUS 1
Select waypoint
characterization
Runway List * STAR List DP List Approach List

...
...
1 ...
...
1 ...
...
1 ...
...
1
... ... ... ...
Insert selected Transition List * Transition List * Transition List *

VFR approach ...
...
1 ...
...
1 ...
...
1
... ... ...
Runway List * Runway List * Runway List *

...
...
1 ...
...
1 ...
...
1
... ... ...
Insert selected Insert selected Insert selected

STAR DP approach
Figure 5-8: Active Flight Plan Main Menu
5.8.2. Active Flight Plan (ACTV) Menu Options
L1 SAVE Save active flight plan
Delete active
flight plan and
L2 ACTV OFF place autopilot INSERT.. R2
roll-steering into
wing-leveler mode
Delete
ACTV L3 INFO.. Information Menu
selected waypoint DELETE R3
or procedure
for the highlighted
waypoint
Insert phantom
L4 PTK..
Enter parallel track
waypoint at current
location to
D R4
offset distance “re-center” skyway
and make
highlighted 1
waypoint active
Scroll – Scroll through active flight

plan waypoint selection list
Push – Select highlighted waypoint
Searches for and Searches for and

presents list of presents list of
L2 NRST APT.. Nearest Enroute NRST FIX.. R2
Nearest Airports
Waypoints
Searches for and

Searches for and
presents list of
L3 NRST VOR.. presents list of
Nearest User
NRST USR.. R3
Nearest VORs
Waypoints
Searches for and

L4 NRST NDB.. Searches for and presents list of AIRWAY.. R4
presents list of Airways going through
Nearest NDBs waypoint prior to
insertion point
Enter Identifier 1
L3 INFO..
Single No
Match? Match List
...
...
1
Yes
...
Insert waypoint into Waypoint Waypoint or

active flight plan Airway?
Airway
Airway
Insert selected
Waypoint List
airway waypoints
... 1
into active flight plan ...
...
Figure 5-9: Active Flight Plan Menu Options
1) SAVE (L1): Saves active flight plan. Stored flight plans are saved
without procedures or phantom waypoint (this is a safety item as
procedures potentially change every 28 days). Stored flight plans are
named by their first and last waypoints. If the new stored flight plan has
the same start and end points as a previously saved flight plan but has
different routing, a number (0-9) is appended to the name to uniquely
identify up to 10 routings with the same start and end points.
2) ACTV OFF (L2): Deletes active flight plan. The pilot is prompted to
confirm deletion prior to completion of the operation.
3) INFO (L3): Activates information menu option for highlighted waypoint.

4) PTK (L4): Shown if the active leg can be offset allowing the pilot to
specify a parallel offset distance that applies to the active and
contiguous legs. The range of parallel offsets are from 20NM left of
track to 20NM right of track in 1NM increments.
5) INSERT/ADD (R2): Allows the pilot to insert or add a waypoint or
airway into the active flight plan. If the highlighted position is one
position past the end of the active flight plan, ADD (R2) appears,
otherwise INSERT (R2) appears. When the highlighted waypoint is the
second or subsequent waypoint of a procedure, the tile does not
appear. This prevents corruption of IFR approaches, STARs, and DPs.
When activated, the pilot is prompted to enter an identifier. Performing
a search for waypoints requires the entry of at least two characters. If
only one character is entered, only airways are searched.
For waypoints, if there is a single result from the search, the result is
inserted or added to the active flight plan. If there is no result from the
multiple results from the search, a selection list with matching
identifiers is presented and, upon selection, the selected waypoint is
inserted or added to the active flight plan. INFO (L3) gives access to
information for the highlighted result.
AIRWAY (R4): Performs a search for all airways going through the
highlighted waypoint and matching the entered identifier (i.e., to get a
list of all Victor airways, Q-Routes and T-Routes going through the
highlighted waypoint, enter an identifier string of “V”, “Q” or “T”). If there
is a single result from the search, a list of airway waypoints is shown
for the pilot to select the desired exit point. If there is no result from the
multiple results from the search, a selection list with matching airway
identifiers is presented and, upon selection, a list of airway waypoints
is shown for the pilot to select the desired exit point. Upon selecting the
desired exit point, all airway waypoints from the previous waypoint to
the desired exit point are inserted or added to the active flight plan.
6) NRST APT (L2): Performs a search for 20 airports within 240NM
nearest to the waypoint prior to the insertion point or, if there is no
waypoint prior to the insertion point, current aircraft location. If there
are no results (i.e., no airports within 240NM with a runway length
greater than or equal to the minimum runway length setting), NO
RESULTS is displayed. Otherwise, a selection list is displayed
including identifier, bearing, and distance to each result. Upon selecting
a result from the selection list, the item is inserted or added to the flight
plan. INFO (L3) gives access to information for the highlighted result,
which includes datalinked weather information when available. With

optional datalink, WX LGND (L2) and EXPND WX (L3) are available at
this level to show a weather symbol legend and highlighted result
METAR and TAF text respectively.
7) NRST FIX (R2): Performs a search for 20 fixes within 240NM nearest
to the waypoint prior to the insertion point or, if there is no waypoint
prior to the insertion point, current aircraft location. If there are no
results (i.e., no fixes within 240NM), NO RESULTS is displayed.
Otherwise, a list is displayed including identifier, bearing, and distance
to each result. Upon selecting a result, it is inserted or added to the
flight plan. INFO (L3) gives information for the highlighted result.
8) NRST NDB (L4): Performs a search for 20 NDBs within 240NM nearest
the waypoint prior to the insertion point or, if there is no waypoint prior
to the insertion point, current aircraft location. If there are no results
(i.e., no NDBs within 240NM), NO RESULTS is displayed. Otherwise,
a list is displayed including identifier, bearing, and distance to each
result. Upon selecting a result, it is inserted or added to the flight plan.
INFO (L3) gives information for the highlighted result.
9) NRST USR (R3): Performs a search for 20 user waypoints within
240NM nearest the waypoint prior to the insertion point or, if there is
no waypoint prior to the insertion point, current aircraft location. If there
are no results (i.e., no user waypoints within 240NM), NO RESULTS is
displayed. Otherwise, a list is displayed including identifier, bearing,
and distance to each result. Upon selecting a result, it is inserted or
added to the flight plan. INFO (L3) gives information for the highlighted
result.
10) NRST VOR (L3): Performs a search for 20 VORs within 240NM
nearest the waypoint prior to the insertion point or, if there is no
waypoint prior to the insertion point, current aircraft location. If there
are no results (i.e., no VORs within 240NM), NO RESULTS is
displayed. Otherwise, a list is displayed including identifier, bearing,
and distance to each result. Upon selecting a result, it is inserted or
added to the flight plan. INFO (L3) gives information for the highlighted
result.
11) Identifier Entry Box: Option to enter an identifier where the encoder
message otherwise appears. To perform a search, enter at least two
characters. After entering two identifier characters, SEARCH (R8)
appears. If there is a single result, the result is inserted or added to the
active flight plan. If there is no result, the pilot is re-prompted to enter
identifier. If there are multiple results, a list with matching identifiers is
presented. The selected waypoint is inserted or added to the active
flight plan. INFO (L3) gives information for the highlighted result.
12) DELETE (R3): If highlighted waypoint is a non-procedure waypoint,

deletes the highlighted waypoint from active flight plan. If highlighted
waypoint is part of a procedure, deletes the entire procedure from the
active flight plan after confirmation. DELETE does not appear if
highlighted waypoint is a non-procedure waypoint and there are fewer
than three non-procedure waypoints in the active flight plan, because
an active flight plan must always have at least two non-procedure
waypoints. DELETE also does not appear when highlighted waypoint
is suppressed or highlighted position is one position past the end of the
active flight plan.
13) DIRECT (R4): Inserts a phantom waypoint at the current aircraft

location and makes the highlighted waypoint active. The phantom
waypoint is a fly-over defined entry waypoint, and the leg prior to the
phantom waypoint is designated a discontinuity (DISCONT). This
assures the skyway is “re-centered” to provide guidance to the new
active waypoint. Not shown if the highlighted waypoint is an undrawn
waypoint, phantom waypoint, SAR pattern waypoint, dynamic
termination waypoint, or parallel offset entry or exit waypoint. Also does
not appear when the highlighted waypoint is suppressed or when the
highlighted position is one position past the end of the active flight plan.
5.8.3. Active Flight Plan (ACTV) Menu Options (Step-By-Step)

flight plan.
2) Scroll  to desired waypoint.

Push to enter.
3) Scroll  to desired option and

push to enter.
4) As one option, VNAV.. is entered.
5) As another option, deleting the

next waypoint is accomplished.
5.8.4. Active Flight Plan (ACTV) Menu (Step-By-Step)

flight plan. The next steps may be
accomplished on the PFD or MFD.
2) Scroll  to desired waypoint.

Push to enter.
3) Scroll  to VNAV.. then to

desired altitude and push to enter.
4) If no OFFSET is necessary, push

 to enter.
5) View active flight plan for further
editing or press EXIT (R1) to clear
active flight plan from view.
5.8.5. Active Flight Plan (ACTV) Options NRST Menu Option (Step-
By-Step)
1) With active flight plan displayed,

press INSERT.. (R2) to see NRST
options.
2) Press SAVE (L1) to save active
flight plan as one of the 100 stored
flight plans. (Any procedure within
the saved active flight plan is not
saved.)
3) Press NRST APT.. (L2), NRST

VOR.. (L3), NRST NDB.. (L4),
NRST FIX.. (R2), NRST USR..
(R3), or AIRWAY.. (R4) to view
applicable list. Scroll  to desired
selection and push to insert into
active flight plan.
5.9. Information (INFO) Menu
INFO Enter Identifier 1
Match List Selection List

Single No 1
... ...
...
1
Match? ...
... ...
Yes
Nearest List NRST

...
...
1
...
INSERT.. R2
L3 INFO..
Enter Identifier 1
Not
Single
Match
Enter Identifier 1
ACTV Scroll through match list 1 Not
Single
Match
L3 INFO.. Scroll through match list 1 Direct-To
Scroll through active flight plan L3 INFO..

waypoint selection list
1
Display graphical Display

L2 WX LGND.. * METAR legend
Selection
for airport
Information 1 TO COM * (a)
... R2
Display textual ... TO NAV * (a)
...
L3 EXPND WX.. * METAR and TAF
data for airport
Remote tune NAV or COM
radio with highlighted
TO COM1 * (b)
Synchronize frequency:
R2
TO NAV1 * (b)
L4 CRS SYNC * VLOC1 and VLOC2 (a) Garmin SL-30/40
OBS to localizer course (b) ARM/Honeywell
TO COM2 * (b)
KX155A/165A or R3
Wulfsberg Flightline TO NAV2 * (b)
* Shown if applicable
Figure 5-10: Information Menu
If INFO is activated from within the ACTV, NRST, or Direct menu,

information on the highlighted waypoint is shown. Otherwise, the function
checks for an active waypoint. If there is an active waypoint, it is the default
entry. If there is no active waypoint, the nearest airport is the default entry.
If the default entry is accepted, information for the default entry is shown. If
the pilot rejects the default entry by entering identifier characters, a search
for matching identifiers is performed. If there is a single result, information
for the result is shown. If there is no result, the pilot is re-prompted to enter
an identifier. If there are multiple results, a list with matching identifiers is
presented.
The amount and type of information presented depends upon the type of
waypoint as follows:
1) Waypoints 7) Latitude/Longitude
2) Identifier 8) Navigation aides
3) Type 9) Frequency
4) Elevation (if available) 10) Airports
5) Long name 11) Communication frequencies
6) Bearing and Distance 12) Runway data
NOTE:
Frequencies are only sent to either com or nav radios in the standby
position. It is up to the pilot to swap frequencies to the active position in
the applicable radio.
When information is presented for an ILS or localizer waypoint and the
current VLOC1 or VLOC2 omnibearing selectors are not synchronized with
the localizer course, CRS SYNC (L4) synchronizes VLOC1 (L3) and
VLOC2 (L4) omnibearing selectors to the localizer course.
Figure 5-11: CRS SYNC
5.9.1. Information (INFO) Menu (Step-By-Step)
1) Press INFO.. (L3) to view active

waypoint.
2) Push  to view information.
5.10. Omnibearing Selector (OBS) Menu
Select HSI display navigation source

* Current source
L2 NAV: FMS RNP.. R2

OBS
Synchronize OBS setting to inbound
L3 NAV: VLOC1 course or aircraft heading
OBS SYNC R3
L4 NAV: VLOC2 Toggle to AUTO mode OBS AUTO (c) R4

Toggle to MANUAL mode OBS MAN (d)
Push – Set OBS automatically

through active flight plan OBS:AUTO (d)
1
Scroll – Change OBS in 1° increments Set desired OBS
Push – Set selected OBS
(c) Shown if HSI source is
FMS and OBS is manual
(d) Shown if HSI source is
Toggle to AUTO RNP RNP AUTO FMS and OBS is auto
R4
Toggle to MANUAL RNP RNP MAN
Push – Set AUTO RNP mode RNP: AUTO

1
Scroll – Change MANUAL RNP Set desired RNP
Push – Set selected MANUAL RNP
Figure 5-12: Omnibearing Selector (OBS) Menu
OBS menu allows the pilot to control the omnibearing selector for showing
course deviations. Press FMS (L2) to specify a manual or automatic OBS
setting in which the active OBS is controlled by the active flight plan. OBS
for VLOC1 allows the pilot to specify the active OBS setting for the VLOC1
navigation function. OBS for VLOC2 allows the pilot to specify the active
OBS setting for the VLOC2 navigation function. Manual FMS, VLOC1, and
VLOC2 OBS settings are settable in increments of 1°. OBS SYNC (R3)
synchronizes the manual FMS, VLOC1, or VLOC2 OBS settings
(depending upon HSI source) to the inbound course or, if the inbound
course cannot be determined, to aircraft heading. When HSI source is
FMS, OBS AUTO/OBS MAN (R4) toggles between automatic and manual
OBS settings.
NOTE:
If a true north mode discrete input is configured, the OBS menu allows the
pilot to toggle between TRUE NORTH and MAG NORTH modes.
With VOR symbology enabled, the OBS function also permits the pilot to
select either FMS, VLOC1, or VLOC2 as the HSI source. The HSI source
selects the navigation source used to generate HSI guidance symbology.
The OBS function also permits the pilot to select between manual and
automatic RNP settings.
Upon selecting RNP.. (R2), RNP AUTO/RNP MAN (R4) toggles between
automatic and manual RNP settings. Manual RNP is selectable between
0.10NM and 15NM as follows:
1) 0.01NM increments between RNP 0.10 and RNP 0.3
2) 0.1NM increments between RNP 0.3 and RNP 2
3) 1NM increments between RNP 2 and RNP 15
5.10.1. Omnibearing Selector (OBS) Menu (Step-By-Step)
1) Before pressing OBS (L4) to make

any OBS changes, view the
current setting to see if FMS is
selected.
2) Press OBS (L4) and make HSI

source selection or change to
OBS MANUAL (R4). (There must
be an active waypoint selected to
use manual OBS.)
3) When the OBS is set to FMS,
VLOC1, or VLOC2, scroll  to
select new OBS course.
4) Press RNP (R2).
5) Press RNP MANUAL (R4).
6) Scroll  to desired FSD and push

to enter to view estimate of
position uncertainty required in
RNP airspace.
5.11. Heading Bug (HDG) Menu
Synchronize heading bug

to current aircraft heading
SYNC R3
Turn heading bug off OFF (a) R4
Scroll – Change heading bug

in 1° increments Set heading bug 1
Push – Set selected heading
(a) Not available if integrated autopilot installed
Figure 5-13: Heading Bug (HDG) Menu
The heading bug menu allows the pilot to set the heading bug in increments
of 1°, synchronize the heading bug to current heading, or turn off the
heading bug.
5.11.1. Heading Bug (HDG) Menu (PFD Only) (Step-By-Step)
1) Scroll  to enter Heading mode.
2) Scroll  to change heading bug in

1° increments.
3) Push  to select new heading or

press SYNC (R3) to sync current
heading.
5.12. Nearest (NRST) Menu
APT..
VOR..
ILS..
NDB..
FIX.. NRST
USER.. *
Yes Empty ARTCC..
NO RESULTS List?
FSS..
No
WX.. * 1
Nearest List
...
...
1
...
APT, VOR, NDB, ILS

FIX, USER or
APT, VOR, NDB,
FIX, USER?
ILS
CONFIRM ACTIVATE ILS 1
Create and activate new flight Create new flight plan from
plan from present position to present position to airport * Shown if applicable
selected waypoint associated with selected ILS
and activate VTF ILS approach
TO COM * (a)
TO NAV * (a)
Remote tune NAV or COM R2
radio with highlighted TO COM1 * (b)
L3 INFO Information Menu frequency:
(a) Garmin SL-30/40 TO NAV1 * (b)
(b) Honeywell
Synchronize KX155A/165A or TO COM2 * (b)
L4 CRS SYNC * VLOC1 and VLOC2 Wulfsberg Flightline R3
OBS to localizer course TO NAV2 * (b)
Figure 5-14: Nearest (NRST) Menu
Upon selecting a category from the option list, a selection list of up to 20

items within 240NM matching the category appears. If the list is empty (i.e.,
no items within 240NM), NO RESULTS is displayed. The selection list
includes identifier, bearing, and distance to the item, the list for Heliports
and airports also contains an indication of the longest runway length at the
airport. The selection list for airports contains only airports with runway
length greater than or equal to the minimum runway length setting when
the system was configured during installation.
The selection list for airports, VORs, ILSs, NDBs, ARTCCs, and FSSs
includes an associated frequency (CTAF in the case of airports). Tiles are
shown to allow transmission of the associated frequency to remote NAV or
COM radios. If the frequency is greater than or equal to 118MHz, the tiles
read TO COM# and the transmission is addressed to COM radios. If the
frequency is less than 118MHz, the tiles read TO NAV#, and the
transmission is addressed to NAV radios, TO COM1 or TO NAV1 (R2), or
a TO COM2 or TO NAV2 (R3) position.
NOTE:
Frequencies are only sent to either com or nav radios in the standby
position. It is up to the pilot to swap frequencies to the active position in
the applicable radio.
When the results for airports, VORs, ILSs, NDBs, fixes, and user waypoints
are displayed, INFO (L3) appears to provide further information on the
highlighted item.
In the case of NRST ILS where the current VLOC1 or VLOC2 OBS does
not match the localizer course, CRS SYNC (L4) is presented to
synchronize VLOC1 and VLOC2 OBS to the localizer course.
Upon selecting a waypoint of type airport, VOR, NDB, fix, or user waypoint,
a new active flight plan is created from present aircraft position to the
selected waypoint. Upon selecting a waypoint of type ILS, CONFIRM
ACTIVATE ILS is displayed. When the pilot confirms the ILS activations,
the following actions occur:
1) A direct flight plan to the airport associated with the ILS is created;
2) A vectors-to-final ILS approach to the ILS is activated;
3) If the heading bug is turned OFF, the heading bug is activated to
current heading to act as a starting point for receiving vectors (autopilot
enabled systems only);
4) VLOC1 and VLOC2 OBS settings are set to the associated localizer
course;
5) HSI source is switched as follows:
a) If there is only one nav radio installed, the source for the selecting
side is changed to VLOC1. The source for the other side does not
change.
b) If there are two nav radios installed, the default sensor for the
selecting side controls which source is used. The source for the
other side does not change.
6) Connected nav radios are remote tuned to ILS frequency.
5.13. Nearest (NRST) Menu (Step-By-Step)
1) Press NRST (R3) to enter Nearest

Menu.
2) Scroll  to select APT.. from list,

push to enter.
3) Scroll  to desired airport and

select to either INSERT, INFO, or
send frequency to COM1 or
COM2.
5.13.1. Nearest ILS (NRST) Menu (Step-By-Step)
1) Press NRST (R3) to enter Nearest

menu.
2) Scroll  to select ILS from list.

Push to enter.
3) Scroll  to desired airport and ILS

approach then push to enter.
4) Push  to confirm and activate

ILS.
5.14. Direct Menu
Direct-To
Push to enter – Insert phantom waypoint at current

Active Waypoint *
location to “re-center” skyway
1
Enter Identifier
* Or nearest
No Single airport if
Match?
no active
Yes waypoint
L3 INFO..
Match List
...
...
1
...
Create and activate new flight plan from

present position to selected waypoint
Figure 5-15: Direct Menu
Upon activating the direct menu from the top-level menu, the function
checks for a current active waypoint and, if found, the active waypoint
becomes the default entry. If there is no active waypoint, the nearest airport
becomes the default entry.
If the default entry is the active waypoint and accepted by the pilot, a
phantom waypoint is inserted at the current aircraft location. The phantom
waypoint is a fly-over defined entry waypoint, and the leg prior to the
phantom waypoint is designated a discontinuity. This assures the skyway
is “re-centered” to provide guidance to the new active waypoint. The rest of
the active flight plan remains unchanged.
If the default entry is not the active waypoint and accepted by the pilot, the
resulting action depends upon whether the aircraft is in the air or on the
ground. If in the air, a new active flight plan is created from present aircraft
position to the selected waypoint. If on the ground, a search is conducted
for a database airport within 6NM. If an airport is found, a new active flight
plan is created from the found airport to the selected waypoint. Otherwise,
a new active flight plan is created from present aircraft position to the
selected waypoint.
If the pilot rejects the default entry by entering identifier characters, a
search for matching identifiers is performed. If there is a single result from
the search, the resulting action depends upon whether the aircraft is in the
air or on the ground. If in the air, a new active flight plan is created from
present aircraft position to the selected waypoint. If on the ground, a search
is conducted for a database airport within 6NM. If an airport is found, a new
active flight plan is created from the found airport to the selected waypoint.
Otherwise, a new active flight plan is created from present aircraft position
to the selected waypoint.
If there is no result from the search, the pilot is re-prompted to enter an
identifier.
If there are multiple results from the search, a selection list with matching
identifiers is presented. Upon selection, the resulting action depends upon
whether the aircraft is in the air or on the ground. If in the air, a new active
flight plan is created from present aircraft position to the selected waypoint.
If on the ground, a search is conducted for a database airport within 6NM.
If an airport is found, a new active flight plan is created from the found
airport to the selected waypoint. Otherwise, a new active flight plan is
created from present aircraft position to the selected waypoint. INFO (L3)
gives access to the information function for the highlighted result.
5.14.1. Direct Menu (Step-By-Step)
1) Press (R4) to enter the Direct

menu. The active waypoint or, in
absence of an active waypoint, the
nearest airport appears.
2) Either push  to insert a phantom

waypoint at the current aircraft
location or scroll  to begin
entering new identifier.
3) After creating new identifier, scroll

 to the end and push to enter. A
new active flight plan is created
from the present aircraft position.
4) If necessary, search waypoints for
selection. Scroll  to desired
selection. Push to enter.
5.15. Time (TIME) Menu
MENU
TIME..
Increment start time

by 5 minutes +5 MIN R2 Turn off any
active timer
functions
OFF R4
Decrement start time Start count

by 5 minutes -5 MIN R3 up timer
COUNT UP
COUNT DN.. 1
UTC OFFSET..
Store start time for later use STORE R4
FLT TIME
Scroll – Change start time in
1 second increments Set start time 1
Push – Start timer
Display
elapsed
flight time
Use Zulu Time (Offset = 0) ZULU R4

Scroll – Change offset in 15
minute increments between
-12:00 and +14:00. OFFSET = ±HH:MM 1
Push – Use new offset
Figure 5-16: Time Menu
Upon selecting the time menu, an option list appears to let the pilot choose
the COUNT UP.. timer, COUNT DN.. timer, UTC OFFSET.., or FLT TIME
display. Press OFF (R4) to turn off any active timer functions.
If the count up timer is selected, the count up timer is activated. If the
countdown timer is selected, the pilot is prompted to enter a start time from
which the countdown begins. Shortcut tiles to quickly add or decrement by
five-minute increments are provided at this level. After entering a start time,
the pilot may either start the countdown timer or select STORE (R4) to store
the start time for later use.
If the UTC offset is selected, the pilot is prompted to enter a UTC offset
between -12:00 and +14:00 in 15-minute increments. A shortcut to quickly
select Zulu time (UTC offset = 0:00) is provided at this level.
If the pilot selects the flight time display option, the elapsed time since the
aircraft transitioned from ground to air mode is displayed for ten seconds
or until any button is pressed. If the aircraft has not yet transitioned from
ground to air mode, upon selecting the flight time display option, elapsed
time is displayed as FLT TM: 00:00:00.
5.15.1. Time (TIME) Menu (Step-By-Step)
1) Press MENU (R1).
2) Press TIME.. (L4) to enter the

Time menu.
3) Scroll  to select COUNT UP,

COUNT DN.., UTC OFFSET.. or
FLT TIME, and push to enter.
4) If COUNT UP is desired, push 

to enter. A timer appears on the
PFI area above the pitch scale.
5) To turn off timer, press MENU
(R1) and TIME.. (L4) then press
OFF (R4) on PFD or MFD.
5.16. PFD Source (SOURCE) Menu
Upon activating the PFD source menu, an option list of sensor sources is
shown for the pilot to select/deselect the following items:
1) ADC1, 5) GPS1,
2) ADC2, 6) GPS2,
3) AHRS1, 7) Radar altimeter 1, and
4) AHRS2, 8) Radar altimeter 2
AHRS SLAVE/AHRS DG (R2) toggles between the two AHRS modes.

AHRS SLEW (R3) enters a submenu to adjust the DG mode slewing value
(if a DG/Slave discrete input is not configured for that AHRS.)
MENU
SOURCE..
Toggle between Slaved

and DG mode
AHRS SLAVE/DG (e) R2
(a) Only available if dual ADC’s are installed

and an ADC offside select discrete input is not
configured.
1 AHRS SLEW AHRS SLEW (f) R3 (b) Only available if dual AHRS’s are installed
and an AHRS offside select discrete input is
not configured.
Selects ADC1 and
Deselects ADC2 (c) Only available if dual GPS’s are installed
and a GPS offside select discrete input is not
Selects ADC2 and ADC1 (a) configured.
Deselects ADC1
Selects AHRS1 and

ADC2 (a) (d) Only available if dual Radar Altimeters are
Deselects AHRS2 installed and a Radar Altimeter offside select
AHRS1 (b) discrete input is not configured.
Selects AHRS2 and
Deselects AHRS1 AHRS2 (b) (e) Only available if selected AHRS is a CFS/
Genesys ADAHRS and an AHRS DG mode
Selects GPS1 and Deselects
GPS2
GPS1 (c) discrete input for the selected AHRS is not
configured.
Selects GPS2 and Deselects GPS2 (c)
GPS1 (f) Only available if selected AHRS is a CFS/
RADALT1 (d) Genesys ADAHRS that is in DG mode and
Selects Radar Altimeter 1 and AHRS slew discrete inputs for the selected
Deselects Radar Altimeter 2 AHRS are not configured.
RADALT2 (d)
Selects Radar Altimeter 2 and
Deselects Radar Altimeter 1 DONE 1
Accept changes
Figure 5-17: PFD Source Menu
5.16.1. PFD Page First-Level Source Selection (Step-By- Step)
1) Press MENU (R1).
2) Press SOURCE.. (L2).
3) Scroll  to desired source, push

to check/uncheck, scroll  to
DONE and push to enter or press
EXIT (R1).
4) When dual AHRS are installed

with an AHRS off-side select
discrete is not configured.
5) When Genesys AHRS is installed
and in DG mode without discrete
inputs for the selected AHRS are
not selected.
5.17. PFD Bugs (BUGS) Menu
Upon selecting the PFD bugs menu, set either:

1) ALT SEL.. (R2): Target altitude option allows the user to either
synchronize the target altitude to current altitude, turn the target altitude
off or set the target altitude in increments of 100 feet.
NOTE:
“Target altitude” refers to pre-selected altitude in Genesys/S-TEC

HeliSAS-E installations.
2) MINS.. (R3): Minimums option brings up a further option list for setting
either decision height or minimum altitude. Selecting the minimum
altitude option allows the pilot to either synchronize the minimum
altitude to current altitude, turn the minimum altitude off, or set the
minimum altitude in increments of 10 feet. The decision height option
allows the pilot to either, set the decision height to a default height of
200 feet, turn the decision height off, or set the decision height in
increments of 10 feet.
3) VNAV CDA.. (R4): VNAV climb or descent angle option brings up a
further option list for setting either climb angle or descent angle. At this
further level, selecting either option allows the pilot to set the climb
angle or the descent angle (as appropriate) in increments of 0.1° (a
value of 0 is not allowed). Corresponding feet per nautical mile are
shown adjacent to the climb or descent angle setting in parentheses.
In addition, a shortcut tile is available to set the climb or descent angle
to 3°.
MENU
BUGS..
SYNC R3 200 FT R3
Synchronize target altitude Set decision

to current altitude height to 200 ft
OFF R4 OFF R4
Turn target Turn decision

altitude off height off
ALT SEL.. R2 Enter altitude 1 Enter height 1
Scroll – Change altitude in Scroll – Change height in

100 ft increments 10 ft increments
Push – Set selected altitude Push – Set selected height
MINS.. R3
DEC HT..
1
MIN ALT..
3° R4
SYNC R3
Set 3° descent angle
Synchronize minimum
Enter angle 1 altitude to current
altitude
Scroll – Change descent angle
in 0.1° increments OFF R4
Push – Set selected angle
DCND ANG..
Turn minimum
CLMB ANG.. altitude off
3° R4
1 Enter altitude 1
Set 3° climb angle
Scroll – Change altitude in
10 ft increments
Enter angle 1 Push – Set selected altitude
Scroll – Change climb angle

in 0.1° increments
VNAV CDA.. R4 Push – Set selected angle
Figure 5-18: PFD Bugs (BUGS) Menu
4) IAS.. (L2): Airspeed bug option allows the pilot to either, synchronize
the airspeed bug to current airspeed, turn the airspeed bug off, or set
the airspeed bug in increments of one knot indicated airspeed. On the
low end, airspeed bug settings are no less than 60KIAS and no greater
than VNE.
NOTE:
When integrated with a Genesys/HeliSAS-E in IAS mode, it is not

possible to turn off the airspeed bug.
5) VSI.. (L4): VSI bug option to either, synchronize the VSI bug to the
current VSI, turn the VSI bug off, or set the VSI bug in increments of
100 feet per minute. The airspeed bug and VSI bug are mutually
exclusive, therefore selecting one turns off the other.
MENU
BUGS..
L2 IAS.. SYNC R3
Synchronize airspeed
bug to current airspeed
OFF R4
Turn airspeed bug off
Enter airspeed 1
Scroll – Change airspeed

in 1 kt increments
Push – Set selected airspeed
SYNC R3
Synchronize VSI
bug to current VSI
OFF R4
Turn VSI bug off
Enter VSI 1
Scroll – Change VSI in

100 fpm increments
L4 VSI..
Push – Set selected VSI
Figure 5-19: PFD Bugs (BUGS) Menu (Continued)
5.17.1. PFD Bugs (BUGS) Menu (Step-By-Step)
1) Press MENU (R1) then BUGS

(R2) to enter the Bugs menu.
2) Press IAS (L2), VSI (L4), MINS
(R3), or VNAV CDA (R4) to select
desired menu.
3) If IAS (L2) is entered, press SYNC

(R3) or OFF (R4) to accept or turn
off IAS bug.
4) If a different IAS bug is desired,

scroll  to select desired airspeed
and push to enter new value.
5) If MINS.. (R3) is selected, scroll 

to select either DEC HT.. or MIN
ALT.. and push to enter.
6) If DEC HT.. is selected, scroll  to

create new decision height. Push
to enter. DH displays on PFI below
FPM.
7) If VNAV CDA (R4) is selected,
scroll  to select either DCND
ANG.. or CLIMB ANG... Push to
enter.
8) If DCND ANG.. is selected, Scroll
 to create the descent angle.
Push to enter new descent angle
or select default 3° (R4).
5.18. PFD Declutter (DCLTR) Menu
Upon activating the PFD declutter menu, an option list of declutter items is
shown.
Table 5-5: PFD Declutter Options and Features
Declutter Configuration
Notes
Options Tapes Basic
Mutually exclusive with MINI
ANLG AGL  
MAP and MINI TRFC
Airspeed Trend  Feature only
BASIC  
Table 5-5: PFD Declutter Options and Features
Declutter Configuration
Notes
Options Tapes Basic
Full-time or auto decluttered
bank scale display; automatically
BANK SCL 
returns to bank scale when
decelerating to hover mode
Mutually exclusive with ANLG
MINI MAP  
AGL and MINI TRFC
Mutually exclusive with ANLG
MINI TRFC  
AGL and MINI MAP
SKYWAY 
SVS TAWS  SVS TAWS is labeled “SVS
ADVANCED” when TAWS is not
SVS BASIC  enabled
TRAFFIC 
TURN IND  
FD1  
FD2  
METERS  
MENU
DCLTR..
Single cue flight
director symbology FD1 (b)
Dual cue flight
director symbology
FD2 (b) Round
Dials Tapes
Round Dials
Enable Metric display
METERS or Tapes?
DONE
Accept changes
Basic Basic Normal
1 or Normal
Mode?
PFD Analog AGL Indicator

ANLG AGL
PFD Analog AGL Indicator
Switch PFD to Normal Mode
BASIC
PFD Analog G-Meter
PFD mini-map
MINI MAP
Full-time or auto-decluttered ANLG AGL
PFD traffic thumbnail MINI TRFC (a) bank scale
ANLG G
Turn Indicator TURN IND Switch PFD to Basic Mode
Single cue flight
BANK SCL
FD1 (b)
director sym bology PFD mini-map
BASIC
FD2 (b)
Dual cue flight PFD traffic thumbnail
director sym bology
MINI MAP
METERS
Skyway guidance symbology MINI TRFC (a)
Enable Metric display DONE
TAWS terrain and SKYWAY
Accept changes obstacle depiction
SVS TAWS (c)
1 Non-TAWS terrain and
obstacle depiction SVS BASIC (c)
(a) Shown if optional traffic sensor installed.
(b) Shown if FD option enabled. Dual and single Perspective traffic depiction TRAFFIC (a)
cue FD are mutually exclusive. TURN IND
Turn Indicator
(c) Only one may be selected. Turning both off
FD1 (b)
disables terrain. Note that “SVS TAWS” is Single cue flight
labeled “SVS ADVNCD” when TAWS is not director symbology
FD2 (b)
enabled.
Dual cue flight
METERS
director symbology
DONE
Enable Metric display
1
Accept changes
Figure 5-20: PFD Declutter (DCLTR) Menu

st
5.18.1. PFD Declutter (DCLTR) Menu (Step-By-Step)
1) Press MENU (R1) then DCLTR

(R4) to enter the Declutter menu.
2) Scroll  to ANLG AGL, BANK

SCL, BASIC, MINI MAP, MINI
TRFC, SKYWAY, SVS TAWS,
SVS BASIC, TRAFFIC, TURN
IND, FD1, FD2, or METERS and
push to check/uncheck. Scroll 
to DONE and push to enter or
press EXIT (R1).
3) If BANK SCL is unchecked, scroll

 to DONE and push to enter, or
press EXIT (R1).
4) Bank scale is removed while in

level flight.
5) Scroll  to SVS TAWS push to

check/uncheck then scroll  to
EXIT (R1).
6) If SVS BASIC mode is desired,
scroll  to SVS BASIC, push 
to check/uncheck, then scroll  to
EXIT (R1).
7) In the event of a TAWS warning,

the system automatically switches
back to SVS TAWS mode if terrain
were disabled.
5.19. PFD Altimeter Menu
Switch to QFE
QFE altimeter operation STD R4
L2
QNH Switch to QNH
Change barometric setting to standard
altimeter operation
(29.92 inHg or 1013 mbar)
L3 TRANS ALT Enter

barometric 1
setting
Select mbar
BARO MBAR barometric setting units
L4 Turn – Change barometric setting in
IN HG Select inHg 0.01 inHg or 1 mbar increments
barometric setting units Press – Accept barometric setting
Change altitude to 18,000 ft

18000' * R4 * Displayed if current
Turn – Change altitude in transition altitude is
1000 ft increments not 18,000 ft
Press – Set selected altitude Enter altitude 1
Figure 5-21: PFD Altimeter Menu
Press BARO (R2) to activate the altimeter menu. Scroll  to increment

(CW) or decrement (CCW) the barometric setting and push  to accept
the new barometric setting. In addition, the following options are available
in the altimeter menu:
1) QNH/QFE (L2): Toggles between QNH and QFE altimeter operation.
When in QNH mode, QNE operation automatically is selected when
above the transition altitude with a standard altimeter setting. The
following definitions:
a) QFE: Barometric setting resulting in the altimeter displaying height
above a reference elevation (e.g., airport or runway threshold). If
Baro-Auto-Setting is enabled in EFIS limits, when in QFE mode of
operation, the EFIS autosets the altimeter to read zero altitude
during a ground start.
b) QNE: Standard barometric setting (29.92 inHg or 1013 mbar) used
to display pressure altitude for flight above the transition altitude.
c) QNH: Barometric setting resulting in the altimeter displaying

altitude above mean sea level at the reporting station.
2) TRANS ALT (L3): Changes transition altitude in units of 500 feet.
Transition altitude is used to generate barometric setting warnings and
to determine QNE/QNH operation. If current transition altitude is not
18,000 feet, 18000’ (R4) sets transition altitude as 18,000 feet.
3) MBAR/IN HG (L4): Sets barometric setting units (inHg or mbar).
4) STD (R4): Sets barometric setting to standard (29.92 inHg or 1013
mbar).
5.19.1. PFD Altimeter Menu (Step-By-Step)
1) Press BARO (R2) to enter the

Altimeter menu.
2) Scroll  to set proper QNH and

push to enter.
3) Crosscheck proper QNH under
altitude indication.
4) Press BARO (R2) again and STD
(R4) to reset altimeter setting to
29.92 inHg or 1013 mbar and push
 to enter or press EXIT (R1).
5) Normally the BARO menu is only
used on the PFD, but it can be
opened and changes made on the
MFD. Press BARO (R2) and make
changes accordingly.
5.20. MFD Fault Display (FAULTS) Menu
MENU
FAULTS..
GPS/SBAS loss of navigation:
GPS/SBAS loss of navigation: probable equipment failure
absence of power
GPS/SBAS loss of navigation:
GPS/SBAS loss of navigation: GPS PWR OK Unable to exclude position failure
inadequate satellites GPS EQPMNT OK
GPS SATLT OK GPS/SBAS horizontal protection
GPS/SBAS loss of integrity GPS FDE OK level in nautical miles
GPS LOI OK GPS/SBAS horizontal figure of
GPS/SBAS vertical protection GPS HPL 0.1NM merit (95% accuracy) in nautical
level in meters GPS VPL 25M miles
GPS/SBAS vertical figure of merit

GPS HFOM 0.0NM
GPS/SBAS almanac validity
(95% accuracy) in meters GPS VFOM 19M
GPS ALMANAC OK
GPS/SBAS loss of navigation: GPS/SBAS loss of navigation:
SBAS MSG OK insufficient healthy satellites
no valid SBAS message
SBAS HLTH OK
WX-500: WX-500 OK(a) Traffic sensor:
loss of communication
loss of communication TRFC OK(b)
AIU OK(c) ADS-B datalink:
Analog interface:
loss of communication ADSB POSN OK(d) position validity
ADSB MAINT OK(d)
ADS-B datalink: Conflict
ADS-B datalink: receiver ADSB CSA OK(d)
maintenance required Situational Awareness working
(a) Shown if optional WX-500 installed

(b) Shown if optional traffic sensor installed
(c) Shown if optional AIU installed
(d) Shown if optional ADS-B datalink installed
Figure 5-22: MFD Fault Display Menu
Upon selecting the MFD faults menu, the status of the following system
parameters are displayed:
1) GPS/SBAS loss of navigation due to absence of power (GPS PWR)
2) GPS/SBAS loss of navigation due to probable equipment failure (GPS
EQPMNT)
3) GPS/SBAS loss of navigation due to inadequate satellites to compute
a position solution (GPS SATLT)
4) GPS/SBAS loss of navigation due to a position failure that cannot be
excluded within the time to alert (GPS FDE)
5) GPS/SBAS loss of integrity and loss of navigation due to loss of
integrity (GPS LOI)
6) Readout of the current GPS/SBAS horizontal protection level (GPS
HPL) in nautical miles. This value may be used as the estimate of
position uncertainty required in RNP airspace.
7) Readout of the current GPS/SBAS vertical protection level (GPS VPL)

in meters.
8) Readout of the current GPS/SBAS horizontal figure of merit (GPS
HFOM) in nautical miles. This value is an indication of the 95%
confidence horizontal position accuracy.
9) Readout of the current GPS/SBAS vertical figure of merit (GPS VFOM)
in meters. This value is an indication of the 95% confidence vertical
position accuracy.
10) An indication of whether the GPS/SBAS receiver has a valid almanac
in memory (GPS ALMANAC).
11) GPS/SBAS loss of navigation due to no valid SBAS message received
for four seconds or more (SBAS MSG).
12) GPS/SBAS loss of navigation due to insufficient number of SBAS
HEALTHY satellites (SBAS HLTH).
a) An attitude or range fault condition exists.
b) A control fault condition exists.
c) A T/R fault condition exists.
13) If the analog interface option is enabled, loss of communications with
the analog interface (AIU).
14) If ADS-B datalink is enabled, an indication of ADS-B position validity
(ADSB POSN), an indication of whether maintenance of the ADS-B
receiver is required (ADSB MAINT), and an indication of whether the
Conflict Situational Awareness algorithm is working (ADSB CSA).
5.20.1. MFD Fault Display (FAULTS) Menu (Step-By-Step)
1) Press MENU (R1) and then

FAULTS.. (L1) to view the faults
menu.
2) View status of GPS and

equipment parameters.
5.21. MFD Fuel Totalizer Quantity Setting (SET FUEL) Menu
MENU
SET FUEL..
Set aircraft emergency fuel Set fuel totalizer quantity

L3 EMG FUEL..
value to “fuel tabs” fuel capacity
MAINS R3
Set aircraft minimum fuel Set fuel totalizer quantity

L4 MIN FUEL..
value to total aircraft fuel capacity
FULL R4
Scroll – Change quantity

Push – Set selected quantity
Set Fuel Totalizer 1
Figure 5-23: MFD Fuel Totalizer Quantity Menu
The fuel quantity setting menu allows the pilot to:
1) Set the fuel totalizer quantity in increments of volume units.

2) If either a fuel totalizer or fuel level sensing (with no unmonitored fuel)
is configured in aircraft limits, set emergency and minimum fuel bugs
in increments of volume units.
3) If an aircraft fuel caution or aircraft fuel warning is configured in aircraft
limits, set emergency and minimum fuel bugs in increments of volume
units.
In addition, if a fuel totalizer is configured in aircraft limits, Press MAINS
(R3) to quickly set the quantity to the “fuel tabs” fuel capacity, and FULL
(R4) to quickly set the quantity to the total aircraft fuel capacity. Units of
measure and fuel flow are shown in the quantity window when available.
5.22. MFD Page (PAGE) Menu
PAGE..
ND screen
MAP
HSI screen (a) Shown if optional
HSI
WX-500 installed.
FMS screen NAV LOG (b) Shown if optional
traffic sensor installed.
Strike screen STRIKES (a)
(c) Shown if optional
TRAFFIC (b) ADS-B or normal
Traffic screen datalink installed.
DATALINK (c) (d) Rotorcraft only, not
Datalink page available if in MFD-
HOVER (d) only operation.
Hover page 1
Figure 5-24: MFD Page (PAGE) Menu
PAGE menu allows the pilot to select which MFD page to display:
1) MAP: Shows the ND page

2) HSI: Shows the HSI page
3) NAV LOG: Shows the FMS page
4) STRIKES: Shows the Strike page (See Strikes appendix)
5) TRAFFIC: Shows the Traffic page (See Traffic appendix)
6) DATALINK: Shows the Datalink page (See Datalink appendix)
5.22.1. MFD Page (PAGE) Menu (Step-By-Step)
1) Press MENU (R1).
2) Press PAGE.. (R3) to view page

selection menu.
3) Scroll  to MAP, HSI, NAV LOG,

STRIKES, TRAFFIC, DATALINK,
or HOVER, and push to enter.
5.23. MFD NAV Log Page (Step-By-Step)

PAGE.. (R3). Scroll  to NAV
LOG and push to enter.
2) NAV LOG page cannot be
formatted nor used to edit the
active flight plan.
5.24. MFD HSI Page (Step-by-Step)

PAGE.. (R3). Scroll  to HSI and
push to enter.
2) HSI page displayed with full scale
deflection and flashing FMS CDI.
5.24.1. MFD HSI Declutter (DCLTR) Menu
MENU
DCLTR..
ADF1 pointer PTR ADF1 (a)

ADF2 pointer PTR ADF2 (a)
(a) Shown if optional VOR or
VOR1 pointer PTR NAV1 (a) ADF navigation installed.
VOR2 pointer PTR NAV2 (a)

Accept changes DONE 1
Figure 5-25: MFD HSI Declutter (DCLTR) Menu
Upon selecting the declutter menu when on the HSI page, the following
option list appears to allow the pilot to individually select display of:
1) ADF1 pointer (if ADF symbology is enabled);
2) ADF2 pointer (if dual ADF symbology is enabled);
3) VOR1 pointer (if VOR symbology is enabled); and
4) VOR2 pointer (if dual VOR symbology is enabled).
5.25. MFD ND Page Format (FORMAT) Menu
Upon selecting the MFD format menu when in the ND page, an option list
appears with the following:
MENU
Switch to centered display format
(shown if arced is current display format and not panning)
Switch to arced display format FORMAT..

(shown if centered is current display format and not panning)
Switch to heading up display format

CENTER
(shown if true north up is current display format and not panning)
ARC
Switch to true north up display format
(shown if heading up is current display format and not panning) HDG UP
Turn pan mode on N UP
(shown if pan mode is off)
PAN ON
Turn pan mode off
(shown if pan mode is on) PAN OFF
SYMB DCLTR..
Automatic FNCT DCLTR.. 1

navigation AUTO
symbol declutter
MANUAL.. 1 Airspace
Borders
Large airports
Datalink NEXRAD, AIRSPACE
LRG APT
IFR airports graphical METARS,
IFR APT and lightning BORDERS
ground strikes
VFR airports
VFR APT DATALINK (a)
Estimated
VORs ETA
VORS time of arrival
NDBs NDBS High-altitude airways H AIRWAY
Fixes FIXES L AIRWAY

Low-altitude airways
TRM FIXES LAT/LON
Terminal fixes Current latitude
USER WPTS and longitude PTR ADF1 (b)
User waypoints
DONE 1 ADF1 pointer PTR ADF2 (b)
Accept changes
PTR NAV1 (b)
ADF2 pointer
PTR NAV2 (b)
Show/ Hide VOR1 pointer
P highlighted STRIKES (c)
N point H I
VOR2 pointer TERRAIN
information I N
L1 O D F R2
F Pan Off E O Strikes TRAFFIC (d)
F
Terrain
WX RDR (e)
N
O Pan east E DONE
A Traffic
L3 R S R3 1
T
H Pan north T Weather Radar
(a) Shown if optional ADS-B
Accept changes or normal datalink
S W installed.
Pan west
O
E (b) Shown if optional VOR or
L4 U
S R4 ADF installed.
T T (c) Shown if optional WX-500
Pan south
H installed.
(d) Shown if optional traffic
Push – Switch to PFD 1 sensor installed.
Scroll Right – Increase range (e) Shown if optional weather
Scroll Left – Decrease range radar installed.
Figure 5-26: MFD ND Page Format Menu
1) CENTER/ARC: Toggles between a centered and arced ND display

format (if not panning).
2) HDG UP/N UP: Toggles between heading up and north up ND display
format (if not panning).
3) PAN ON/PAN OFF: Toggles ND page pan mode.
4) SYMB DCLTR: Activates an option list to choose either automatic or
manual navigation symbol declutter. If the pilot chooses manual
navigation symbol declutter, a further option list appears to allow the
pilot to individually select:
a) large airports;
b) IFR airports;
c) VFR airports;
d) VORs;
e) NDBs;
f) fixes;
g) terminal fixes; and
h) user waypoints.
Figure 5-27: MFD Symbol Declutter
Turning on VFR airports also turns on large and IFR airports. Turning
on IFR airports also turns on large airports. Turning off large airports
also turns off IFR and VFR airports. Turning off IFR airports also turns
off VFR airports.
5) FNCT DCLTR: Activates an option list for the pilot to individually toggle
display of:
a) airspace;
b) borders;
c) datalinked NEXRAD, graphical METARs (if ADS-B is enabled);
d) estimated time of arrival (ETA);
e) high-altitude airways;
f) low-altitude airways;
g) current latitude and longitude display of present position;
st
h) ADF #1 pointer (if ADF symbology is enabled);

i) ADF #2 pointer (if dual ADF symbology is enabled);
j) VOR1 pointer (if VOR symbology is enabled);
k) VOR2 pointer (if dual VOR symbology is enabled);
l) Strikes (if WX-500 option is enabled);
m) Terrain; and
n) Traffic (if enabled).
5.25.1. MFD ND Page Format (FORMAT) Menu (Step-By-Step)
1) Press MENU (R1) and FORMAT..

(R4).
2) Scroll  to FNCT DCLTR.. and

push to enter.
3) Scroll  to LAT/LON, scroll  to

DONE and push to enter, or press
EXIT (R1).
Section 6 Quick Start Tutorial

Quick Reference Guide (DOC 64-000100-080H)
Begin by reading the EFIS
Rotorcraft Flight Manual (RFM) or
Rotorcraft Flight Manual
Supplement (RFMS).
Power up the EFIS. The system

performs a built-in test routine. If all
tests pass, the system displays a
screen with the database coverage.
Press any button or push/scroll  to
acknowledge. The system begins a
two-minute countdown while
awaiting sensor initialization. For
flight planning purposes or etc.,
press any button to override this
countdown.
Right encoder is numbered . The

left encoder () is for lighting
control only.
 
Changing Altimeter Setting on PFD or MFD
Press BARO (R2) and scroll  to

desired QNH altimeter setting and
push to enter or press EXIT (R1).
If QFE flight operations are in effect,

Press BARO (R2) then press QFE
(L2) to enter QFE mode.
QFE now appears below altimeter

window. If set on the ground, the
system automatically sets altitude
value corresponding with zero
altitude.
Creating Direct to Active Waypoint on PFD or MFD
In this case of no active waypoint,
press (R4) to enter a destination

active waypoint to nearest airport.
Either accept nearest airport or

scroll  to the desired alpha or
numerical character, push to
confirm, and advance to the next
position. Push to enter until all five
spaces have been either entered or
viewed.
View waypoint information. Scroll
and push  to enter the desired
destination.
A direct route to the active waypoint
is activated and appears as
magenta tethered balloon on the
PFD as shown.
Active Waypoint on PFD

Active waypoint information,
including waypoint type and
identifier; elevation or crossing
altitude; and along track distance
are displayed below the analog AGL
indicator, traffic thumbnail, or mini
map as configured.
Indicated Airspeed, Heading, and Altitude on PFD

Indicated airspeed is on the left,
altitude is on the right, and heading
is across the top. FMS/VLOC CDI is
located on the bottom. VSI appears
on the right side of the altitude tape
during climbs and descents. Time-
critical warnings and cautions are
displayed in the primary field of view.
Menu Options on MFD

On the MFD, press MENU (R1) to
view soft menu selections for easy
access with press of appropriate
IDU button.
Page Options on MFD

On the MFD, press MENU (R1) then
PAGE (R3) to view list of available
pages. Scroll  for selection and
push to show desired page.
Manual Termination Leg

An altitude termination leg created
within a procedure and indicated
inside the active waypoint
information box.
Cropped view of MFD indicating

climb performance is satisfactory to
meet the ALT termination leg at
2,680’ MSL.
Pilot action is necessary to resume

normal waypoint sequencing. Press
RESUME (L2).
After RESUME (L2) was pressed,

the routing to the next waypoint is
resumed as shown with the active
waypoint information and the new
magenta line on the ND. Normal
waypoint sequencing has resumed.
Flight Plans (Stored Routes)

Activate Flight Plan on PFD or MFD
1) Press FPL (L1).
2) Scroll  to SELECT.. and push to enter.
3) Scroll  to select desired flight plan and push to activate.

Create Flight Plan on MFD
1) Press FPL (L1).
2) Scroll  to CREATE-EDIT.. and push to enter.
3) Scroll  to CREATE FLIGHT PLAN and push to enter.
4) Press ADD (R2) to create first waypoint using  to enter waypoints

from beginning to end, or press NRST APT.. (L2), NRST VOR.. (L3),
NRST NDB.. (L4), NRST FIX.. (R2), NRST USR.. (R3) or AIRWAY..
(R4) to select next waypoint, and push to enter.
5) Press SAVE (R4) to save flight plan. (If not pressed, flight plan is not
saved.)
6) Press EXIT (R1) to exit flight planner.
Waypoints
Create a User Waypoint on PFD or MFD
1) Press MENU (R1).
2) Press DESIG (L3).
Edit a User Waypoint on MFD
1) Press FPL (L1).
2) Scroll  to CREATE-EDIT.. and push to enter.
3) Scroll  to EDIT USER WPT and push to enter.
4) Scroll  to highlight desired waypoint to edit and push to enter.
5) Press SAVE (R3), (R4) to proceed direct, or EXIT (R1) to exit flight
planner.
Add Waypoint to an Active Route on PFD or MFD

1) Press ACTV (L2).
2) Scroll  to location on waypoint list where added waypoint is to be

inserted above.
3) Press INSERT (R2).
4) Press NRST APT.. (L2), NRST VOR.. (L3), NRST NDB.. (L4), NRST
FIX.. (R2), NRST USR.. (R3), or AIRWAY.. (R4) (when applicable) and
then
a) Scroll  to make selection and push to enter, or
b) Use  to enter waypoint identifier and push to enter.

5) Press SAVE (L1) to save new active flight plan as another stored flight
plan or press EXIT (R1) to save changes to active flight plan.
Delete Waypoint from an Active Route on PFD or MFD
1) Press ACTV (L2).
2) Scroll  to highlight the waypoint to delete and press DELETE (R3) to

prompt CONFIRM DEL WPT. If part of a published procedure, press
DELETE (R3) to prompt CONFIRM DEL PROC.
3) Push  to CONFIRM DEL WPT or CONFIRM DEL PROC.

4) Press SAVE (L1) to save new active flight plan as another stored flight
plan.
Omnibearing Selector Function

Automatic OBS (FMS OBS Only) on PFD or MFD
1) If FMS is in OBS Manual but automatic OBS is desired, press OBS
(L4).
2) Press OBS AUTO (R4).
3) Push  OBS:AUTO to enter.

Manual OBS on PFD or MFD
1) Press OBS (L4).
2) To select HSI source, press NAV VLOC1 (L3) or NAV VLOC2 (L4).
3) If HSI source is NAV FMS, press OBS MANUAL (R4) then scroll  to
desired OBS value and push to enter, or press OBS SYNC (R3) and
push to enter.
4) If HSI source is NAV VLOC1 (L3) or NAV VLOC2 (L4) scroll  to

desired course (OBS:XXX° (XXX°)) and push to enter.
Approaches/Track
Select a VFR Approach on PFD or MFD
The active flight plan must contain an eligible airport for runway selection
and VFR approach creation, or user waypoint.
1) Press ACTV (L2).
2) Scroll  to desired airport or user waypoint and push to enter.
3) Scroll  to VFR APPR.. and push to enter.
4) Scroll  to desired runway and push to enter.

Change Runway during VFR Approach on PFD or MFD
This deletes the previous VFR approach and creates a new VFR approach
to the selected runway.
1) Press ACTV (L2).
2) Scroll  to any waypoint inside the current VFR procedure and press
DELETE (R3). Push  to .
3) Scroll  to desired airport and push to enter.
4) Scroll  to VFR APPR.. and push to enter.
5) Scroll  to desired new runway and push to enter.

Select an IFR Approach on PFD or MFD
1) Press ACTV (L2).
2) Scroll  to the desired eligible airport and push to enter.
3) Scroll  to IFR APPR.. and push to enter.
4) Scroll  to desired approach and push to enter.
5) Scroll  to desired transition and push to enter.
6) Scroll  to desired runway and push to enter.
Change Runway on IFR Approach on PFD or MFD

This deletes the previous IFR approach and creates a new IFR approach
to the selected runway.
1) Press ACTV (L2).
2) Scroll  to any waypoint inside the current Instrument procedure and

press DELETE (R3). Push  to .
3) Scroll  to the desired airport, which is now unsuppressed, and push

to enter.
4) Select APPR: Scroll  to desired approach. Push to enter.
5) Select TRANS: Scroll  to desired transition. Push to enter.
6) Select RW: Scroll  to desired runway. Push to enter.

Create NRST ILS Approach on PFD or MFD
1) Press NRST (R3).
2) Scroll  to ILS.. and push to enter.
3) Scroll  to desired airport beginning with ILS and push to enter.
4) Push  to CONFIRM ACTIVATE ILS.
XFILL SYNC Operation

XFILL Sync Operation on PFD
(Crossfill is the normal default mode of operation.)
1) During crossfill inhibited operation,
appears on the PFD in the
lower left corner.
2) After the XFILL switch is pressed again, the
pilot and co-pilot sides are not synchronized;
appears in lower left
corner of both PFDs.
3) When the pilot and co-pilot sides are not
synchronized, press MENU (R1) then XFILL
SYNC (L1) to synchronize the pilot and co-
pilot active flight plan parameters from the
side where the button press occurred.
Section 7 IFR Procedures

7.1. Active Flight Plan
Before using the Genesys EFIS GPS navigation system to fly any part of
an instrument procedure instrument procedure in VMC or IMC conditions,
always compare each leg of the applicable and current published charted
procedure to the flight plan displayed on the ND. This EFIS and FMS may
not support some specific navigation leg types. All pilots must understand
how each leg is depicted and navigated prior to conducting the procedure.
After updating the navigation database and planning to fly an instrument
procedure, practice in the RUN DEMONSTRATOR/TRAINING PROGRAM
to view how each leg is depicted in the aircraft EFIS limits VPROC setting.
If navigation planning includes manual sequencing of any leg in a
procedure, verify what specific navigation guidance the EFIS provides.
When any procedure includes ARINC-424 legs defined by headings, or that
terminate at a specific altitude, the pilot must understand how the EFIS
behaves and how system behavior can affect coupled autopilot operations.
Upon activation of the active flight plan menu, the application checks for an
active waypoint. If there is no active waypoint, appears.
Otherwise, a nav log of waypoints in the active flight plan appears with the
following:
1) Waypoint identifier and characterization (default, overfly [OF], or no
radius [0R])
2) Symbol designating waypoint type and what type of procedure (if any)
the waypoint is associated
3) VNAV altitudes and offsets associated with each waypoint
4) Information related to flight plan path between each waypoint
In the case of an approach with a final approach segment data block, the
VNAV offset readout associated with the missed approach point is “GPI” to
designate distance to the glidepath intercept point. When courses are
presented as part of the path information, they are displayed referenced to
either magnetic or true north depending upon the status of the true north
discrete input. If referenced to magnetic north, the course is indicated with
the degree (°) symbol. Otherwise, a stylized true north (T) symbol appears.
The active waypoint is designated by an asterisk and is magenta but turns
amber (yellow) in the event of a GPS LON caution.
Table 7-1: VNAV Altitudes and Offsets
Input Source Color
Navigation
database or
manually
entered
Computed
automatically
A suppressed waypoint (designated by brackets) is an airport associated

with an IFR or VFR approach procedure. After an approach procedure is
activated, the associated airport is no longer part of the active flight plan for
guidance purposes. However, the associated airport is still shown in the
nav log for it to be highlighted for information or to activate other procedures
to the airport. Since only one approach may be active at any given time,
only one waypoint may be suppressed by adding an Instrument approach
procedure at any given time.
NOTE:
Adding a STAR procedure with no instrument approach nor SID does not
suppress the airport waypoint. Adding a STAR to a different airport in the
active flight plan does not change the original suppressed waypoint
airport.
Figure 7-1: Suppressed Waypoint
It is possible to add a departure procedure to another airport within an

active flight plan and have two suppressed waypoints within the same
active flight plan.
Figure 7-2: Active Flight Plan with Two Suppressed Waypoints
A skipped waypoint is a waypoint associated with a dynamic termination

leg with a zero length. These are either:
1) An altitude termination leg when current aircraft altitude is above the
termination altitude; or
2) System-created (i.e., not NavData® specified) intercept to a “Course
to a Fix” leg where there is insufficient distance to calculate an intercept
heading.
To add a waypoint to the end of the active flight plan, scroll through each
waypoint of the flight plan to one position past the end. If not, the application
makes the selected waypoint active. Otherwise, a list is presented.
Upon selection of a waypoint from the selection list, the EFIS checks
whether the selected waypoint meets the criteria for waypoint activation,
manual VNAV parameter entry, custom holding pattern entry, SAR pattern
entry, SAR pattern segment selection, manual overfly characterization,
VFR approach entry, IFR approach entry, STAR entry, or DP entry. If it
does, a list is presented as follows:
1) WAYPOINT: If valid, this option allows the pilot to make the selected
waypoint the active waypoint. Option valid for any waypoint except:
a) Suppressed waypoint;
b) Skipped waypoint;
c) A waypoint following a discontinuity; or
d) The first waypoint.

2) VNAV: If valid, this option allows the pilot to enter a manual VNAV
altitude and offset for the selected waypoint. This menu level allows for
synchronizing the VNAV altitude to current altitude and for removing
the manual VNAV altitude and offset entries. These altitudes are
settable in increments of 100 feet and distances of 1 NM. Option valid
for any waypoint except:
a) Suppressed waypoint
c) A manual termination waypoint;
d) A waypoint that is part of an IFR or VFR approach;
e) A SAR pattern exit waypoint:
f) A parallel offset entry or exit waypoint; or
g) One of the following types of termination legs:
i) Dynamic
ii) Altitude
iii) DME
iv) Radial or
v) Intercept
3) HOLD: If valid, this option allows the pilot to enter a manual holding
pattern at the selected waypoint. Option valid for any waypoint except:
d) A waypoint that is part of a missed approach procedure, including
the missed approach waypoint;
e) A waypoint that is part of a VFR approach;
f) A holding pattern waypoint;
g) A SAR pattern exit waypoint;
h) A waypoint that begins with a Departure Procedure;
i) A parallel offset entry or exit waypoint; or

j) One of the following dynamic termination waypoints:
i) Altitude;
ii) DME;
iii) Radial; or
iv) Intercept
4) SAR PTRN: If valid, this option allows the pilot to create and enter a
SAR pattern as defined in the SAR appendix. If SAR patterns are
enabled in the EFIS limits, this option is valid for any waypoint except:
d) A waypoint that is part of an IFR or VFR approach;
e) A holding waypoint;
f) A SAR pattern exit waypoint;
g) A waypoint that begins a departure procedure;
h) A parallel offset entry or exit waypoint; or
i) One of the following dynamic termination waypoints:
i) Altitude;
ii) DME;
iii) Radial; or
iv) Intercept
5) SAR SGMNT: This option allows the pilot to select which segment
within the SAR pattern should be active for navigation guidance. If the
selected waypoint is the active waypoint and is one of the following
types of SAR patterns:
a) Expanding square;
b) Rising ladder; or
c) Sector search
6) OFLY/AUTO: If the selected waypoint is neither suppressed, skipped

nor a manual termination, change the waypoint’s overfly
characterization. The choices are:
a) AUTO: Reset automatic overfly characterization by FMS.
b) OVERFLY: Force the overfly characterization to be an overfly
adjust-exit waypoint and force the inbound course to go directly to
the waypoint regardless of the amount of course change required.
c) NO RADIUS: Force the turn radius at the waypoint to be zero. This
forces the inbound course and outbound course to go directly to
and from the waypoint regardless of the amount of course change
required.
NOTE:
It is not possible to track a “NO RADIUS” path perfectly, but the FMS path
guidance quickly recaptures the outbound course after resuming
automatic waypoint sequencing. Designating a waypoint as a “NO
RADIUS” waypoint affects the turn radius used to calculate procedure
turn and holding pattern leg paths.
7) VFR APP: If selected waypoint is a user waypoint with an approach
bearing, a VFR approach to the user waypoint based on the approach
bearing is created, then the user waypoint becomes suppressed. If the
selected waypoint is a VFR airport or an IFR airport with surveyed
runways, the pilot is presented with a list of runways. After selecting a
runway, a VFR approach to the runway is created, then the airport
waypoint becomes suppressed. Activating a VFR approach deletes
any pre-existing IFR or VFR approaches. If a heading bug is not active;
activating a VFR approach activates the heading bug on current aircraft
heading and is used to define the course intercept angle.
8) IFR APP: This option is invalid if the selected waypoint is a holding
pattern waypoint or SAR pattern exit waypoint. (This forces a pilot to
deactivate a manual holding pattern or SAR pattern prior to activating
an IFR approach). Otherwise, If selected waypoint is an airport with an
IFR approach, the pilot is presented with a list of available approaches
(including, if applicable, the five-digit channel number, followed by a list
of available transitions, if there are more than one) and a list of runways
(if there are surveyed runways at the airport). After selection, the
appropriate IFR approach is created, and the airport waypoint becomes
suppressed. Activating an IFR approach deletes any pre-existing IFR
or VFR approaches. If there is a pre-existing STAR to the airport, the
IFR approach waypoints are inserted after the STAR waypoints. If a
heading bug is not active and the activated transition is “Vectors to
Final,” activating an IFR approach activates the heading bug on current

aircraft heading for purposes of defining the course intercept angle.
9) STAR: This option is invalid if the selected waypoint is a holding pattern
waypoint or SAR pattern exit waypoint. (This forces a pilot to deactivate
a manual holding pattern or SAR pattern prior to activating an IFR
approach). If selected waypoint is an airport with a STAR, the pilot is
presented with a list of available STARs, followed by a list of available
transitions (if there are more than one) and a list of runways (if there
are surveyed runways at the airport). After selection, the appropriate
STAR is created. Activating a STAR automatically deletes any pre-
existing STAR. If there is a pre-existing approach (IFR or VFR) to the
airport, STAR waypoints are inserted prior to the approach waypoints.
10) DP: This option is invalid if the selected waypoint is a holding pattern
waypoint or SAR pattern exit waypoint. (This forces a pilot to deactivate
a manual holding pattern or SAR pattern prior to activating an IFR
approach). If selected waypoint is an airport with a DP, the pilot is
presented with a list of DPs, followed by a list of available transitions (if
there are more than one) and a list of runways (if there are surveyed
runways and more than one runway authorized for the DP). After
selection, the appropriate DP is created, and upon activation, deletes
any pre-existing DPs.
7.2. IFR Procedures
Pilots operating in a radar environment are expected to associate departure

headings or an RNAV departure advisory with vectors or the flight path to
their planned route or flight. There are two types of departure procedures
(DP); obstacle departure procedures (ODP) are printed either textually or
graphically, and standard instrument departure procedures (SID) are
always printed graphically. All DPs, either textual or graphic, may be
designed using either conventional or RNAV criteria. RNAV procedures
have RNAV printed in the title.
ODPs are not found in NavData®, therefore the climb angle found in the
PFD BUGS menu should be set to comply with the steeper than normal
climb gradient during the departure until established on the enroute
structure. ODPs are recommended for obstruction clearance and may be
flown without ATC clearance, unless an alternate departure procedure (SID
or radar vector) has been specifically assigned by ATC.
Approach minima are never coded in NavData®. On some approaches, the
altitude coded at the MAP for a non-precision approach coincides with an
MDA (normally where the final approach course does not align with the
runway), but more often the coded altitude is some height above the
threshold.
7.3. Overview of Procedures and Instrument Approaches
This Genesys Aerosystems EFIS provides 3-D GPS precision and non-
precision instrument approach guidance using a system integral TSO
C146c BETA 3 GPS receiver with GPS and augmented GPS with Satellite
Based Augmentation System (SBAS) commonly referred to as WAAS
(Wide Area Augmentation System).
Use of this GPS receiver provides a level of certified service supporting
RNAV (GPS) approaches to LNAV, LP, LNAV/VNAV, and LPV lines of
minima within system coverage. Some locations close to the edge of the
coverage may have lower availability of vertical guidance.
Approach with vertical guidance (APV) procedures are defined in ICAO
Annex 6 and include approaches such as the LNAV/VNAV procedures
presently being flown with barometric vertical navigation (BARO-VNAV).
These approaches provide vertical guidance but do not meet the more
stringent standards of a precision approach. With the WAAS BETA 3 GPS
receiver and updatable navigation database in this system, these
approaches may be flown using an electronic glidepath, which eliminates
errors introduced by using barometric altimetry.
In addition to LNAV/VNAV procedures, APV takes advantage of the high
accuracy guidance and increased integrity provided by GBS/SBAS. This
SBAS (TEROS/ICAO) generated angular guidance allows use of the same
TERPS approach criteria for ILS approaches. The resulting approach
procedure minima, localizer performance with vertical guidance (LPV),
have a decision altitude as low as 200 feet height above touchdown (EASA
OPS LPV 250 ft.) with visibility minimums as low as ½ mile (providing the
terrain and airport infrastructure and regulations support the lowest minima
criteria.)
Another non-precision GPS/SBAS approach is certified as a localizer
performance (LP) approach where terrain or obstructions prohibit the
certification of the LPV vertically guided approach. This approach takes
advantage of the angular lateral guidance and smaller position errors
(provided by GPS/SBAS) to provide a lateral only procedure similar to an
ILS localizer. LP procedures may provide lower minima than a LNAV
procedure due to the narrower obstacle clearance surface. In the LP
approach, vertical guidance is for information only and is based on SBAS
or BARO information.
The Genesys Aerosystems EFIS guides the pilot through every step of the
approach procedure with Highway in the Sky (HITS) 3-D symbology. The
system defines a desired flight path based upon the active flight plan. The
current position of the aircraft is determined relative to the desired path in
order to determine lateral deviation for display on the GPS/SBAS CDI and
VDI. The EFIS auto-sequences from one waypoint to the next in

accordance with the flight plan along the flight path with the following
exceptions:
1) Pilot has selected a manual GPS/SBAS OBS
( shown).
2) Active waypoint is the missed approach waypoint, and the missed
approach procedure has not been armed (ARM) or initiated (MISS)
( shown).
3) Aircraft is in a published or manually created holding pattern, and the
pilot has not chosen to continue (CONT) out of the holding pattern
( shown).
4) Active waypoint is the last waypoint of active flight plan (no flag shown).
5) Leg following active waypoint is a manual termination leg, and the pilot
has not chosen to resume (RESUME) to the waypoint following the
manual termination ( shown).
6) The aircraft is in a repeating SAR pattern (race track, sector search, or
orbit) and the pilot has not chosen to continue out of the SAR pattern
( shown). (See SAR appendix.)
Where automatic waypoint sequencing is suspended due to reasons 1, 2,
or 4 above, the EFIS automatically switches from TO operation to FROM
operation when appropriate. If not suspended, automatic waypoint
sequencing occurs upon the following conditions:
1) Bearing to the transition point (turn bisector for the fly-by waypoint,
active waypoint for fly-over waypoint) is more than 90° from the current
course (transition from “TO” to “From” operation);
2) Aircraft location is within one turn diameter (based upon current true
Airspeed and 15° angle of bank) of the transition point; and
3) Aircraft heading is within 90° of the current course (generally pointed
in the correct direction).
The linear vertical scale limits of the VDI for LNAV/VNAV and LPV
approaches are shown in Figure 7-3.
Figure 7-3: Vertical Deviation Indicator Linear Deviation
7.3.1. Highway in the Sky (Skyway)
When not decluttered, the PFD displays the active navigation route or
manual OBS course in a 3-D manner with a series of skyway boxes, which
overlay the flight plan route at a desired altitude and provide lateral and
vertical guidance. Skyway boxes conform to the VNAV requirements of
GPS/SBAS receiver requirements (TSO-C-146C). The top and bottom of
the boxes are parallel to the horizon on straight leg segments and
dynamically tilt with respect to the horizon on turning leg segments based
on leg-segment turn radius and groundspeed.
Table 7-2: Highway in the Sky Configuration
Type Fully Partially Integrated Analog Un-Integrated

HITS Integrated Autopilot Autopilot or
Lines Autopilot No Autopilot
Dashed Not coupled to skyway
Coupled to skyway. Autopilot
is either in HDG mode with
LNAV heading/roll-steering
Coupled
Solid sub-mode engaged or in Always Solid
to Skyway
NAV/APR mode with FMS1 or
FMS2 as the selected
navigation source.
When the active route is in view, up to five boxes are shown with the
dimensions being a constant 400 feet wide (±200 feet from the desired
lateral path) by 320 feet tall (±160 feet from the desired vertical path)
spaced horizontally 2000 feet. Skyway boxes are drawn using the hidden
surface removal techniques of the terrain and obstruction rendering, so a
skyway box behind terrain appears to be so. Skyway boxes disappear in
basic mode and unusual attitude mode. In reversionary mode 1 (GPS
failure), skyway boxes disappear after one minute to indicate degraded

navigation performance.
Skyway box altitude is controlled by VNAV altitude, aircraft altitude, aircraft
climb performance, and climb/descent angle setting. If no VNAV altitude is
set, the skyway boxes describe the desired lateral flight path of the aircraft
at the aircraft's current altitude.
With a VNAV altitude set, the boxes provide both lateral and vertical
guidance. Climb and descent angle settings are controlled individually with
a resolution of 0.1°. VNAV is guided by VNAV waypoints determined by
VNAV altitude and VNAV offset from flight plan waypoints. There are two
sources for VNAV altitudes, the navigation database and manual input
through the ACTV menu, which are computed automatically by the system
using “look-ahead” rules. When “look-ahead” finds a further VNAV altitude
constraint above the previous VNAV altitude constraint (i.e., climb
commanded), an automatic VNAV altitude is continuously calculated for the
waypoint based upon an immediate climb to the altitude constraint at the
higher of actual climb angle or the climb angle setting (dynamic climb
angle). When “look-ahead” finds a further VNAV altitude constraint below
the previous VNAV altitude constraint (i.e., descent commanded), an
automatic VNAV altitude is calculated for the waypoint based on a descent
to reach the VNAV altitude constraint at the associated waypoint using the
descent angle setting. If no further VNAV altitude constraints are found, the
automatic VNAV altitude is set to the last valid VNAV altitude constraint.
When a VNAV climb is desired, the boxes are drawn at a vertical position
the higher of: (a) the dynamic climb angle emanating from the aircraft's
present position (aircraft-referenced); (b) the dynamic climb angle
emanating from the next waypoint VNAV altitude (geo-referenced forward);
or (c) the climb angle setting emanating from the previous waypoint VNAV
altitude (geo-referenced backward). The geo-referenced backward
calculation is only considered when the current leg is part of a procedure
and is designed to provide pilot awareness, if a specified climb gradient is
not being met. Once the boxes intercept the VNAV altitude, further boxes
are drawn with a zero angle to show a level off followed by a level flight
segment as an anticipatory cue for planning. Climb guidance is depicted in
Figure 7-4, Figure 7-5, and Figure 7-6.
Level-Off Point
VNAV
Altitude
Active
Waypoint
Depicted
Flight Path
Dynamic
Climb Angle
Figure 7-4: Highway in the Sky (Aircraft Referenced)
Level-Off Point
VNAV
Altitude
Depicted
Flight Path
Climb Angle
Setting
Previous
Waypoint
Figure 7-5: Highway in the Sky (Geo-Referenced Backward)
Level-Off Point
VNAV
Altitude
Active
Waypoint
Depicted
Flight Path
Dynamic
Climb Angle
Figure 7-6: Highway in the Sky (Geo-Referenced Forward)
When a VNAV descent is desired, boxes are drawn with a zero angle until
reaching a descent point. Further boxes are drawn downward at an angle
corresponding to the descent angle setting. The descent point is defined
by the intercept of a line emanating upward from the subsequent VNAV
waypoint at the descent angle setting and a line representing level flight at
the previous VNAV altitude. On the final approach segment of an IFR
approach, descent angle and VNAV waypoint are defined as follows.
Table 7-3: Final Segment of IFR Approach, Descent Angle and
VNAV Waypoint
Condition VNAV Waypoint Descent Angle

Glidepath intercept
Descent angle as
IFR approach with valid point (GPIP) as
defined in final
final approach segment defined in final
approach segment
data block approach segment
data block
data block
No or invalid final
approach segment data Straight line from FAF
block Missed approach
to MAP location and
point location
No intermediate altitudes.
waypoints exist
between FAF and MAP
No or invalid Final Steepest descent
Approach Segment angle based upon
data block straight lines from the
Missed approach
FAF and subsequent
Intermediate waypoints point location
intermediate
exist between FAF and waypoints to MAP
MAP location and altitudes.
On the final approach segment of a VFR approach procedure, the higher

of the descent angle setting or 3° is used.
Because five boxes are shown, the descent point depiction is an
anticipatory cue. Figure 7-7 depicts descent guidance and creates an easily
understood, yet safe, VNAV paradigm meeting the VNAV requirements
current guidance. Simplicity is a primary objective.
Further, the paradigm is biased towards keeping the aircraft at the highest
altitude possible for the longest period of time. The climb paradigm
compensates for an aircraft's ability to climb more steeply than specified
and warns of being below a desired climb gradient when the aircraft is
unable to meet the specified climb angle. The descent paradigm
encourages flying stabilized approaches.
Figure 7-7: Highway in the Sky Final Approach Segments
7.3.2. Waypoint Sequencing
When automatic waypoint sequencing is suspended due to reasons 1, 2,

or 4 in § 7.3, the EFIS switches from “TO” to “FROM” operation when
appropriate. If not suspended, automatic waypoint sequencing occurs in
following conditions:
1) Bearing to the transition point (turn bisector for fly-by waypoint, active
waypoint for fly-over waypoint) is more than 90° from the current course
(i.e., transition from “TO” to “FROM” operation);
2) Aircraft location is within two turn diameters (based upon current true
airspeed and 15° angle of bank) of the active waypoint location; and
3) Aircraft is within 90° of the current course (i.e., generally pointed in the
correct direction).
The desired flight path is created from a sequence of straight, left turning,
and right turning leg segments designed to provide smooth skyway,
GPS/SBAS CDI, and lateral autopilot guidance. Each leg between
waypoints is composed of up to nine segments. Otherwise, radii for turning
segments (other than DME arc or radius to a fix segments) are calculated
with the parameter speed determined as follows:
1) If the waypoint is part of a DP and within 30 NM of the departure
runway, speed is the preprogrammed procedure speed.
2) If the waypoint is part of a STAR and within 30 NM of the arrival runway,
speed is the preprogrammed procedure speed.
3) If the waypoint is part of an IFR or VFR approach procedure, speed is

the preprogrammed procedure speed.
4) If the waypoint is part of a holding pattern, speed is the preprogrammed
procedure speed.
5) Within a SAR pattern, speed is the lower of holding speed or procedure
speed.
6) Where a fixed-radius transition (FRT) is defined by the navigation
database for a waypoint, that turn radius is used for the turning
segment. FRT is used in enroute flight in order to save the number of
waypoints and to provide a smoother transition. The RF leg can only
be used in a SID or in a STAR. It is the flight plan leg stored in the
navigation database, which is defined by constant radius turns around
a given fix.
7) Otherwise, speed is the current true airspeed or procedure speed,
whichever is higher.
In all cases, if NavData® derived speed limit is associated with the
waypoint, speed is the lower of the NavData® derived speed limit or the
speed determined above.
Radius for DME arc or radius to a fix segments comes from NavData®.
7.3.3. Fly-Over Waypoints
To create the desired flight path, each waypoint is designated as a fly-by

or a fly-over waypoint. Waypoints are further subdivided into waypoints with
a defined entry heading and waypoints with a defined exit heading.
Waypoint auto-sequencing for fly-by waypoints occurs at the bisector of the
turn. Waypoint auto-sequencing for fly-over waypoints occurs over the
waypoint.
Auto-
Sequence
Auto-
Sequence
MFD Defined Exit Defined Entry PFD
Figure 7-8: Fly-Over Waypoints
These waypoints are type fly-over with defined entry heading:
1) Waypoint leading into discontinuity;

2) Waypoints which are marked as overfly in the navigation database or
menu system;
3) Exit from holding pattern;
4) Exit from procedure turn;
5) Entry into holding pattern;
6) Missed approach point;
7) Phantom waypoint (created by inserting a waypoint into the active flight
plan or performing Direct-To function within the active flight plan –
avoids S-turns);
8) Last waypoint;
9) Start waypoint (created by creating a new active flight plan with the
Direct-To function – avoids S-turns);
10) Reference (takeoff runway end) waypoint of a DP;
11) Waypoint leading into discontinuity; and
12) Altitude, DME, or radial termination legs (ARINC-424 path types CA,
FA, VA, CR, VR, CD, FD, and VD; see Table 7-4).
13) Waypoints marked as overfly in the navigation database.
Table 7-4: RNAV Path Terminator Leg Type
Path Designator Terminator

Constant DME arc A A Altitude
Course to C C Distance
Direct Track D D DME Distance
Course from a Fix to F F Fix
Holding Pattern H I Next Leg
Initial I M Manual Termination
Constant Radius R R Radial Termination
Track Between T
Heading To V
Examples: CF= Course to Fix, and FM= Course from a Fix to a Manual
Termination, etc.
The following waypoints are fly-over with a defined exit heading:
1) Waypoint exiting a discontinuity with the exception of start, phantom or

DP reference points;
2) Entry into procedure turn; and
3) First waypoint with the exception of start or DP reference points.
7.3.4. Fly-By Waypoints
1) CF legs with defined Entry Heading

2) All other waypoints with defined Exit Heading.
MFD MFD PFD
Auto- Auto-
Auto- Sequence Sequence
Sequence
Bisector
Bisector Bisector
Normal Large Turn Large Turn

Defined Exit Defined Entry
Figure 7-9: Fly-By Waypoints
NOTE:
Entry adjustments should be expected anytime a turn exceeds 120⁰.

Turns greater than 120⁰ should not be used in conjunction with RNP
routes. (RNP standards specifically exclude such turns from RNP
requirements.)
Leg segments for paths are constructed by the EFIS as follows.
Table 7-5: Leg Segments for Paths Constructed by the EFIS
Path Waypoint
# of Segments and Description
Type Entry Exit
2nd half of fly-by turn at entry
waypoint.
Fly-By Fly-By WGS-84 geodesic or arc path from
entry to exit turns.
1st half of fly-by turn at exit waypoint.
2nd half of fly-by turn at entry
Fly-Over waypoint.
Defined WGS-84 geodesic or arc path from
Fly-By
Exit entry to exit turns.
Heading Turn to exit heading prior to exit
waypoint.
Fly-Over 2nd half of fly-by turn at entry
Defined waypoint.
Fly-By
Entry WGS-84 geodesic or arc path from
Heading entry turn to exit waypoint.
Fly-Over WGS-84 geodesic or arc path from
Straight Defined entry waypoint to exit turn.
Fly-By
Leg, Exit
DME Heading 1st half of fly-by turn at exit waypoint.
Arc, or Fly-Over Fly-Over WGS-84 geodesic or arc path from
Radius Defined Defined entry waypoint to exit turn.
to a Fix Exit Exit Turn to exit heading prior to exit
Heading Heading waypoint.
Fly-Over Fly-Over
Defined Defined WGS-84 geodesic or arc path from
Exit Entry entry waypoint to exit waypoint.
Heading Heading
Turn from entry heading after entry
Fly-Over waypoint.
Defined
Fly-By WGS-84 geodesic or arc path from
Entry
entry to exit turns.
Heading
1st half of fly-by turn at exit waypoint.
Turn from entry heading after entry
Fly-Over Fly-Over waypoint.
Defined Defined WGS-84 geodesic or arc path from
Entry Exit entry to exit turns.
Heading Heading Turn to exit heading prior to exit
waypoint.
Path Waypoint
Type Entry Exit
Fly-Over Fly-Over Turn from entry heading after entry
Defined Defined waypoint.
Entry Entry WGS-84 geodesic or arc path from
Heading Heading entry turn to exit waypoint.
WGS-84 geodesic path from entry
waypoint on outbound heading for 30
seconds.
Turn to procedure turn heading (45°).
Outbound on procedure turn heading
for 72 seconds.
Fly-Over Fly-Over Turn to inbound heading (135°).
Proce-
Defined Defined WGS-84 geodesic path to exit
dure
Exit Entry waypoint. Entry waypoint and exit
Turn
Heading Heading waypoint are same point.
Turn to proper entry procedure
heading. This heading varies. For a
parallel entry, it is 180° from the
holding course. For direct and
teardrop entries, it is the heading
required to get to entry of inbound
turn.
WGS-84 geodesic path to entry of
inbound turn.
Inbound turn. Degree of turn varies
depending upon entry procedure and
heading.
WGS-84 geodesic path to holding fix
Fly-Over Fly-Over for direct and teardrop entries. WGS-
Holding Defined Defined 84 geodesic path to entry of turn to
Pattern Entry Entry holding pattern heading for parallel
Heading Heading entries.
Turn to holding pattern heading for
parallel entries. This leg is not used
for direct and teardrop entries.
Turn to holding pattern outbound leg
(180°).
Path Waypoint
Type Entry Exit
Holding pattern outbound leg (length
based upon either time or distance
as specified by navigation database).
Turn to holding pattern inbound leg
(180°).
Holding pattern inbound leg (length
based upon either time or distance
as specified by navigation database).
7.3.5. Direct-To
If the EFIS generates a WGS-84 geodesic path to a designated “To” fix,

the aircraft captures this path without “S-turning” or undue delay. Where
the selected “To” fix is in the active flight plan, the required transition is
created as follows:
1) A phantom waypoint is created at the current aircraft location.
2) Leg prior to the phantom waypoint is designated as a discontinuity.
3) Phantom waypoint is designated as a fly-over defined entry heading
waypoint where the entry heading is current aircraft track.
Where the selected “To” fix is not in the active flight plan, the required
transition is created as follows:
1) A new active flight plan is created from “Start” (current aircraft location)
to the “To” fix.
2) “Start” waypoint is designated as a fly-over defined entry heading
waypoint where the entry heading is current aircraft track.
7.3.5.1. Direct-To Unnamed Waypoints inside Procedures
The following identifiers are implemented for unnamed waypoints inside a

published procedure and are found on the ND or inside the active flight
plan.
1) -ALT- for altitude terminations
2) -DIR- for waypoints that begin a Direct-To leg
3) -DME- for distance or DME terminations
4) -INT- for intercept terminations

5) -RAD- for radial terminations
6) -MAN- for manual terminations
Active Flight Plan MFD Navigation PFD Waypoint

Display Information
Figure 7-10: Unnamed Waypoints
7.4. Discontinuities
Where the EFIS is unable to construct a smooth flight path as described

above due to active flight plan waypoint spacing (i.e., spacing too close for
turn radius), a discontinuity is placed between the waypoints. When a
discontinuity exists, no path nor skyway is drawn between the waypoints.
The pilot cannot activate the waypoint exiting the discontinuity, as it is not
possible to provide path guidance to this waypoint. Attempts to activate the
waypoint exiting the discontinuity activates the next waypoint or, if there is
no next waypoint (i.e., end of active flight plan), activation of the waypoint
leading into the discontinuity.
7.4.1. Manual Termination Legs
Manual termination legs (ARINC-424 path types FM and VM) are a special
case and are handled as follows:
1) The manual termination leg is rendered as a path on the database
course/heading for 10NM beyond either:
a) the previous waypoint (manual leg not active); or
b) the nearest on-path point (manual leg active);
2) Rendering of the manual termination leg does not terminate with a
waypoint symbol;
3) The manual termination leg is followed by a discontinuity;
4) Waypoint sequencing is suspended on the manual termination leg;
5) Once the CDI transitions to FROM operation, RESUME (L2) appears;
6) When ready to end manual navigation and resume a path to the

waypoint following the manual termination leg, press RESUME (L2) to
create and activate a Direct-To path to the waypoint.
NOTE:
If the manual termination leg is not followed by another waypoint (other
than a suppressed waypoint), RESUME (L2) does not appear, because
there would be no waypoint-to-waypoint sequencing to resume.
7.5. Magnetic Course
The source of magnetic variation used for paths defined using magnetic
course is in accordance with the following:
1) If the leg is part of a database terminal area procedure and the
magnetic variation is specified by the State for the procedure, the
magnetic variation to be used is the value specified.
2) If the leg is not part of a procedure and the active fix is a VOR, the
magnetic variation to be used is the published station declination for
the VOR.
3) If the leg is not part of a procedure and the terminating fix is not a VOR,
the magnetic variation to be used is defined by the system using an
internal model.
The EFIS is capable of computing magnetic variation at any location within
the region where flight operations may be conducted using magnetic north
reference. The assigned magnetic variation is calculated using the NIMA
GEOMAG algorithm and world magnetic model appropriate to the five-year
cycle in a MAGVAR database.
7.5.1. AHRS Modes for Heading Source
AHRS Slaved—EFIS Magnetic North: Standard mode of operation.

Everything displayed relative to magnetic north drift free.
AHRS Slaved—EFIS True North: Everything is displayed relative to true
north with drift free heading. The preferred way to operate in areas where
navigation is done relative to true north. (See Section 9 Appendix for
limitations on Earth’s magnetic flux horizontal field)
AHRS Free/“DG”—EFIS Magnetic North: Use this mode when operating
around significant magnetic disturbances in areas where navigation is done
relative to magnetic north. Ensure the compass rose is slewed to a
magnetic north value.
AHRS Free/“DG”—EFIS True North: Method of operation in high-latitude

areas where navigation is accomplished relative to true north. Heading is
not drift free and requires periodic correction. This mode may also be used
when operating around significant magnetic disturbances in areas where
navigation is done relative to true north. Ensure the compass rose is slewed
to a true north value.
7.5.2. EFIS True North Mode
True north mode is selectable either through OBS (L4), TRUE NORTH (L1)
or a discrete input external switch. This mode is intended to address aircraft
requirements during high or low latitude operations and should be used
when the AHRS has been set to free-gyro mode. See Section 3 Display
Symbology for symbology examples while in true north mode.
7.6. GPS Altitude
WGS-84 ellipsoid altitude received from the GPS/SBAS is converted to

geodetic (MSL) altitude using the EGM 2008 geoidal database, which is
revised on a 12-year cycle.
7.7. Dead Reckoning
The EFIS has dead reckoning capability and is active whenever a valid
position is not being sent by the GPS/SBAS sensor. The EFIS projects the
last known GPS/SBAS position forward using TAS and heading corrected
for last known wind as it continues to navigate using this position and the
active flight plan. The system provides the capability to determine bearing
to an airport based upon the dead reckoning position.
7.8. Geodesic Path Computation Accuracy
The cross-track path deviation error between the computed path used to
determine cross-track deviations and the true WGS-84 geodesic is less
than 10% of the horizontal alert limit of the navigation mode applicable to
the leg containing the path.
7.9. Parallel Offsets
The parallel offset is a route parallel to, but offset from, the original active
route. The basis of the offset path is the original flight plan leg(s) and one
or more offset reference points as computed by the EFIS. The computed
offset reference points are located so they lie on the intersection of lines
drawn parallel to the host route at the desired offset distance and the line
that bisects the track change angle, except where the parallel offset ends.
In this case, the offset reference point is located abeam of the original flight
plan waypoint at the offset distance.
The parallel offset function is not available nor applies to:

1) Legs that are parts of approach procedures (IFR and VFR); or
2) Legs with complex geometries or that begin or end with dynamically
terminations. (ARINC-424 path types other than CF, DF, or TF or any
leg where the starting waypoint is not a fixed position); or
3) Legs that begin at an aircraft starting position (reference waypoint in a
DP or Start/Phantom waypoints created by the Direct-To function.
Parallel offset function does not propagate through the following:
1) Any waypoint at the beginning or end of a route discontinuity; or
2) Any waypoint at the beginning or end of a prohibited leg type; or
3) A waypoint with an unreasonable path geometry (defined as a turn
greater than 120°).
When the parallel offset function begins or ends within a flight plan due to
the above constraints, parallel offset entry (PTK+) or exit (PTK-) waypoints
are inserted into the flight plan. appears in sufficient time
to alert the pilot to return to the original path. Discontinuities precede
parallel offset entry waypoints and follow parallel offset exit waypoints. This
allows the pilot to navigate to and from the parallel offset as required.
Figure 7-11: Parallel Offset PTK+/PTK ENTRY
Figure 7-12: Parallel Offset PTK-/PTK ENDING
The EFIS provides guidance to parallel tracks at a selected offset distance.

When executing a parallel offset, navigation mode and all performance
requirements of the original route in the active flight plan are applicable to
the offset route. The EFIS provides for entry of offset distance in increments
of 1NM, left or right of course, and is capable of offsets of at least 20NM.
Offset mode is indicated with an advisory flag, e.g., .
When in offset mode, the EFIS provides reference parameters (e.g., cross-
track deviation, distance-to-go, time-to-go) relative to the offset path and
offset reference points.
Once a parallel offset is activated, the offset remains active for all flight plan
route segments until removed automatically (transitioning through a parallel
track exit waypoint), until the flight crew enters a “Direct-To” routing or
activates a new flight plan route, or until (manual) cancellation.
NOTE:
If a parallel offset is entered in the active flight plan and then cancelled,
that active flight plan is no longer eligible for configuring another parallel
offset without deleting and reopening due to the creation of a
discontinuity.
Table 7-6: Parallel Offsets Symbols and Description
Symbol Description
Parallel offset has been created and has a
designated ending waypoint.
Table 7-6: Parallel Offsets Symbols and Description
Symbol Description
Designated ending waypoint of parallel offset
Parallel track advisory indicating offset track 3

NM to the right of host route.
PTK.. (L4) appears when active route is eligible

for a parallel offset.
Approaching end of parallel offset waypoint

VNAV altitude is possible with offset of distance
before or after waypoint.
VNAV altitude input is possible but not an offset

of a distance before or after waypoint.
The absence of PTK (L4) indicates a parallel

offset is not allowed for reasons stated above.
Indicates each waypoint is a part of the parallel

offset.
7.10. Default GPS/SBAS Navigation Modes
In the default GPS/SBAS mode, the EFIS has enroute, terminal, LNAV
approach, LNAV/VNAV approach, LP approach, LPV approach, VFR
approach, and departure navigation modes. Mode annunciation, alert limits
(horizontal and vertical), and CDI FSD (horizontal and vertical) are
determined by navigation mode.
Table 7-7: Default GPS/SBAS Navigation Modes
Navigation Mode Annunciation

Enroute None
Terminal TERMINAL
LNAV Approach LNAV APPR
LNAV/VNAV Approach LNAV/VNAV APPR
LP Approach LP APPR
LPV Approach LPV APPR
VFR Approach VFR APPR
Departure TERMINAL
The system switches to default navigation modes based upon region of

operation as follows.
Table 7-8: Default Navigation Modes Based Upon Region of

Operation
Default
Navigation Definition of Region
Mode
Selected when the active waypoint is the first waypoint of
a departure or missed approach procedure and the active
Departure leg heading is aligned (±3°) with the active runway
heading. Also set when the active waypoint is the MAWP
but a missed approach has been manually activated.
VTF IFR approach has been selected; and
VTF within 30NM of the active runway; and
Approach FAWP is active waypoint*; and
(LNAV, bearing to FAWP is within 45 of final approach segment
LNAV/VNAV, track (treated as a mode entry criteria); and
LP or LPV)
desired track to FAWP is within 90° of final approach
segment track (treated as a mode entry criteria).
IFR approach has been selected; and
within 30NM of the active runway; and
Approach MAWP or FAWP is active waypoint; and
(LNAV, if FAWP is active waypoint:
LNAV/VNAV, bearing to FAWP is within 45 of final approach segment
LP or LPV) track (treated as a mode entry criteria); and
desired track to FAWP is within 90° of final approach
segment track (treated as a mode entry criteria); and
Table 7-8: Default Navigation Modes Based Upon Region of

Operation
Default
Navigation Definition of Region
Mode
either segment leading into FAWP is not a holding pattern,
or pilot has elected to continue out of holding.
VFR approach has been selected; and
within 30NM of the active runway; and
active runway is the active waypoint; and
VFR the bearing to the active runway/user waypoint is within
Approach 45° of the final approach segment track (treated as a
mode entry criteria); and
the aircraft track is within 90° of the final approach
segment track (treated as a mode entry criteria).
Not in departure mode; and
Not in approach mode; and
Terminal The active waypoint is part of a departure or the active
waypoint and previous waypoint are parts of an arrival or
approach or within 30 NM of the departure airport, arrival
airport, or runway.
Enroute Not in departure, approach, or terminal modes.
NOTE:
During RNP 0.3 Approach (manually or coded) the scale remains in RNP
0.3.
7.11. GPS/SBAS CDI Scale
Table 7-9: Summary of Changes In Cross-Track FSD
To Enroute To Terminal To Approach

Change from ±2 NM
FSD to ±1 NM FSD
From over distance of 1
Enroute NM; start transition
when entering
terminal mode.
Change from ±1
From If VTF, switch
NM FSD to ±2
Terminal immediately.
NM FSD over
Table 7-9: Summary of Changes In Cross-Track FSD
To Enroute To Terminal To Approach

distance of 1 NM; Otherwise, change
start transition from ±1 NM FSD
when entering to approach FSD
enroute mode. over distance of
2 NM; start
transition at 2 NM
from FAWP
From
Change to 1 NM.
Approach
If initial leg is aligned
with runway, change
from ±0.3 NM FSD to
From
±1 NM FSD at the
Departure
turn initiation point of
the first fix in the
departure procedure.
NOTE:
For RNP 0.3 routes, time to alert (TTA) is the same as for the approach.
For RNP 0.3, the EFIS uses a 10-second TTA when using GPS-only, and
a 2-second TTA when using EGNOS.
7.12. Approach Type Selection
Figure 7-13: GPS Mode (LPV APPR)
The EFIS selects the approach type (LNAV, LNAV/VNAV, LP, or LPV)
when entering approach mode with the following order of precedence and
prerequisites:
1) LPV:
a) ARINC-424 “Level of Service” indicates LPV minimums are
published;
b) Valid long-term, fast, and ionospheric SBAS corrections are
available and being applied to at least 4 GPS satellites;
c) Final approach segment data block exists and passes CRC; and
d) Horizontal and vertical alert limits from final approach segment
data block are predicted to be supported.
2) LP: (Same precedence and prerequisites as LPV (except ARINC-424
“Level of Service” indicates LP minimums are published.)
3) LNAV/VNAV:
a) ARINC-424 “Level of Service” indicates LNAV/VNAV minimums
are published;
b) If a final approach segment data block exists, it passes CRC; and
c) Horizontal alert limit of 556 m. (.3 NM) is predicted to be supported.
NOTE:
Because the EFIS inherently supports barometric VNAV, it is not a

prerequisite for the vertical alert limit to be predicted or supported, nor is it
a prerequisite for valid long-term, fast, and ionospheric SBAS corrections
to be available and applied to at least four GPS satellites. Rather, the
vertical alert limit (50m) and SBAS correction tests are used to determine
whether to present guidance based upon GPS altitude or barometric
altitude.
4) LNAV: Default approach type and is selected when none of the above
selections is made. There are no prerequisites for selecting LNAV.
The EFIS continuously displays the approach type (mode indication) after
selection. It does not degrade the approach type after selection unless the
approach procedure is reselected or changed.
NOTE:
These GPS/SBAS modes still appear during a ground-based approach

such as an ILS approach.
Some instrument procedures include notes saying the following: “RNP 0.3
required” and are coded as an RNAV procedure. In these cases, select
manual RNP to see the RNP and ANP values on the PFD.
7.12.1. Approach Path Definition
Normal IAP path definitions are as specified in the procedure contained in

the navigation database. Deviations are provided with respect to the active
leg of the approach procedure.
7.12.2. VTF IFR Approach
In addition, the pilot may select a VTF IFR approach, indicating the pilot
does not intend to fly the entire procedure. When a VTF IFR approach is
selected, the EFIS creates an initial point (IP) waypoint on the extended
final approach course to provide deviations relative to the extended final
approach course. The IP is a fly-over defined exit heading waypoint, and
the leg prior to the IP is designated a discontinuity. Until the FAWP is
sequenced, the EFIS indicates a VTF IFR approach has been selected.
indicates guidance is not relative to a published
approach path, and TERPS clearances are not assured.
7.12.3. VTF VFR Approach
The pilot may select a VFR approach to a runway or user waypoint with a
defined approach bearing. When a VFR approach is selected, the EFIS
creates an IP waypoint approximately 12 NM on the extended final
approach course to provide deviations relative to the extended final
approach course. The IP is designated as a fly-over defined exit heading
waypoint, and the leg prior to the IP is designated as a discontinuity.
Figure 7-14: Navigating to FAF on VTF VFR Approach

As depicted in Figure 7-14, during this VTF VFR approach, the aircraft
proceeds towards the IP. Since the IP is designated as a discontinuity,
proceeding direct is not possible. When attempting to proceed direct to the
IP, only the active leg between the IP and RW06 is activated.
7.13. Loss of Navigation Monitoring
The EFIS continuously monitors for loss of navigation capability. In manual

or automatic RNP mode prior to sequencing the FAWP, the loss of
navigation caution is displayed using a 10-second TTA if the RNP value is
less than 2 NM and a 30-second TTA otherwise. Use the Faults menu to
distinguish the cause of the LON caution. The caution returns to its normal
state upon termination of the responsible condition.
7.13.1. Automatic RNP Mode
In automatic RNP mode, after

sequencing the FAWP, the EFIS
indicates when the navigation system is
no longer adequate to conduct or continue the approach by displaying the
LON condition inside the CDI on the transmit enabled display. The flag is
latched until no longer in an approach mode.
Figure 7-15: LON Indication
NOTE:
The aircraft is equipped for the following individual levels of RNP but may
not be capable due to limited satellite coverage. Manual RNP is
selectable between 0.10NM and 15NM as follows:
1) 0.01 NM increments between RNP 0.10 and RNP 0.3
2) 0.1 NM increments between RNP 0.3 and RNP 2
3) 1 NM increments between RNP 2 and RNP 15
7.13.2. Faults Menu
Use the faults menu to distinguish the cause of the LON caution. Table
7-10 explains conditions and caution termination for each mode of flight.
Table 7-10: Summary of Faults Menu
Mode of Flight Conditions Caution Termination

Manual RNP LON displayed with a Returns to normal
10-second time to state immediately
alert if RNP value is
Table 7-10: Summary of Faults Menu
Mode of Flight Conditions Caution Termination

less than 2NM and a upon termination of
30-second time to responsible condition
alert.
Automatic RNP After sequencing the Latched until
FAWP, LON displayed equipment no longer
when navigation in an approach mode.
system is no longer is
adequate to conduct
or continue the
approach.
Enroute and LON displayed when Returns to normal
Terminal navigation system is state immediately
no longer is adequate upon termination of
to conduct or continue responsible condition
the navigation.
LNAV Approach Upon passing the Returns to normal
mode FAWP, flag is latched state immediately
until EFIS is no longer upon termination of
in an approach mode. responsible condition
LNAV/VNAV LON displayed when After sequencing the
Approach mode navigation system is FAWP, LON/VERT
no longer adequate to LON flags are latched
conduct or continue until the equipment is
the approach. no longer in an
approach mode. As
defined above with the
exception that when
the LNAV/VNAV
approach mode is
predicted upon
Barometric VNAV.
(See Note1)
LP or LPV Approach LON or VERT LON Prior to sequencing
mode displayed when the FAWP, flags
navigation system is return to normal state
no longer adequate to immediately upon
conduct or continue termination of the
the approach. responsible condition.
Note 1: A supplemental test is added for lateral and vertical flagging. A
supplemental test is added for vertical flagging when barometric
altitude information is in a failed state.
7.13.3. Loss of Integrity Caution Monitoring
The EFIS provides a caution, independent of any operator action, when the
equipment has a loss of integrity monitoring. When HPL (Horizontal
Protection Level) exceeds the applicable HAL (Horizontal Alert Limit) for
the longer than applicable time to alert and HPLSBAS exceeds the HAL for
the current navigation mode for longer than 2 seconds. There are two types
of HPL, HPLFD, or HPLSBAS but only one transmitted by the receiver as valid
at any time.
Table 7-11: Loss of Integrity Caution Monitoring
Mode of Flight HAL Time to Alert

As manually set 10 Seconds (RNP<2NM)
or automatically
(See Note 1) retrieved 30 Seconds (otherwise)
Enroute 2 NM 30 Seconds
1 NM 10 Seconds
0.3 NM 10 Seconds
0.3 NM 10 Seconds
0.3 NM 10 Seconds
Departure 0.3 NM 10 Seconds

Note 1: Only applicable prior to sequencing FAWP. Meeting loss of
integrity criteria after sequencing the FAWP is defined as LON.
7.14. Manual Holding Patterns
Most waypoints within an active flight plan can have a manual holding
pattern created with the following parameters:
1) Inbound course to the holding fix with 1° increments relative to
magnetic or true north.
2) A left or right turn direction.
3) A turn distance, settable in either time (increments of 0.1 minutes from
0.5 minutes to 5.0 minutes) or distance (increments of 1 nautical mile
from 1 nautical mile to 25 nautical miles). When a time setting is used,
the speed used to calculate distance is the holding speed set in EFIS
limits.
7.15. Selection of an Instrument Procedure
When an instrument procedure is selected and active, the receiver notifies

the pilot of the most accurate level of service supported by the combination
of the GPS/SBAS signal, receiver, and selected approach using naming
conventions on the minima lines of the selected approach procedure. Once
the level of service has been given, the EFIS operates in this mode for the
duration of the procedure, unless the level of service is unavailable. The
EFIS cannot change back to a more accurate level of service until the next
time an approach is activated.
The following are samples of step-by-step procedures:
1) Standard Instrument Departure (DP)
2) Standard Terminal Arrival Route (STAR)
3) ILS Instrument Approach
4) ILS Instrument Approach with Manual Termination Leg
5) LOC Back Course Instrument Approach
6) RNAV (GPS) Instrument Approach to LPV Minima
7) NRST ILS Instrument Approach
8) VOR/DME Instrument Approach
9) ILS or LOC RWY 1 Instrument Approach with Missed Approach Flown
to Alternate Fix
7.15.1. Missed Approach and Departure Path Definition
Missed
Approach
Path
Figure 7-16: Missed Approach and Departure Path
Once on the final approach segment (dashed line course similar to

instrument approach chart portrayal), the pilot may initiate an immediate
missed approach or arm the system to execute the missed approach at the
MAWP. If armed before crossing the MAWP, the missed approach is armed
for automatic initiation at the MAWP. If a missed approach is not initiated
prior to crossing the MAWP, the EFIS switches to FROM mode at the
MAWP and continues on the same course.
If the pilot initiates the missed approach, the EFIS provides guidance
relative to the procedure. If a missed approach is armed prior to crossing
the MAWP, the desired path, to and after the MAWP, is defined by the
procedure. If the first leg in the missed approach procedure is not a straight
path aligned within 3° of the final approach course, the FSD changes to
terminal mode FSD (±1 NM) when the missed approach is initiated.
Otherwise, the FSD changes to ±0.3 NM, when the missed approach is
initiated (departure mode), and changes to terminal mode FSD (±1 NM) at
the turn initiation point of the first waypoint in the missed approach
procedure.
The pilot may select DP guidance and, if the first leg in the DP is not a
straight path aligned within 3° of the runway heading, terminal mode FSD
(±1 NM) is used. Otherwise, the FSD is ±0.3 NM (departure mode) and
changes to terminal mode FSD (±1 NM) at the turn initiation point of the
first waypoint in the DP.
7.15.2. Standard Instrument Departure (DP) (Step-By-Step)
The following example includes the execution of a Standard Instrument

Departure procedure from Cairns AAF Alabama USA (KOZR) with radar
vectors to the assigned route.
Figure 7-17: Standard Instrument Departure (DP)

st
1) Press ACTV (L2) departure airport

must be entered as a waypoint.
2) Scroll  to desired airport (KOZR)

and push to enter.
3) Scroll  to DP.. and push to

enter.
4) Scroll  to desired DP (CLIOS2).

Push to enter.
5) Scroll  to desired transition

(RW36). Push to enter.
6) Scroll  to desired runway

(RW36). Push to enter.
7) ATC issues radar vectors to

assigned route as published in the
DP text notes.
8) Press MENU (R1), press PAGE..
(R3), then scroll  to NAV LOG
and push to enter. View first
portion and then scroll  to view
remainder of NAV LOG.
7.15.3. Standard Terminal Arrival Route (STAR) (Step-By-Step)
Figure 7-18: Standard Terminal Arrival Route (STAR)
If the selected waypoint is an airport with a published STAR, this option is

available for selection from a list of available STARs, transitions, and
runways. After selection, the appropriate STAR is created and displayed
on the MAP page. Activating a STAR deletes any pre-existing STAR, and
it is inserted prior to any approach waypoints if previously entered.
STARS normally terminate at a fix near the airport, so a radar vector or
feeder route is used for transition to the approach phase of the arrival. If an
instrument approach is activated during the STAR, the approach waypoints

are inserted after the STAR.
The following example includes the execution of a STAR procedure into
Portland-Hillsboro Oregon USA (KHIO)
1) Press ACTV (L2) Scroll  to

desired airport.
2) Push  with (KHIO) highlighted.
3) Scroll  to STAR.. and push to

enter.
4) Scroll  to desired STAR

(HELNS6). Push to enter.

(*BUWZO), push to enter.
(*indicates most likely transition
based on arrival area and track.)
6) Scroll  to desired runway

(RW13L) and push to enter.
7) ATC clears direct to KRATR

maintain 5,000’ then on course.
Press ACTV (L2) then scroll  to
KRATR press (R4) and push

to enter.
8) On the MFD, press MENU (R1)
then PAGE.. (R3) and scroll  to
NAV LOG and push to enter.
7.15.4. ILS Instrument Approach (Step-By-Step)
All approach operations begin with the same basic steps. This example
selects ILS or LOC RWY 13R at Portland-Hillsboro Oregon USA (KHIO).
Figure 7-19: ILS Instrument Approach (KHIO)

st
1) ATC clears direct BTG VOR Press

ACTV (L2) scroll  to BTG press
(R4) and push to enter.

2) ATC says to plan for the KHIO ILS
13R. Scroll  to KHIO and push
to enter.
3) Scroll  to IFR APPR... Push to

enter.
4) Scroll  to desired approach (ILS

13R). Push to enter.
5) Scroll  to transition (*BTG)

(*indicates most logical from
current position). Push to enter.
6) Scroll  to landing runway

(RW13L due to current NOTAMS
for RW13R closed). Push to enter.
7) ATC issues clearance to proceed
to DUCKA and hold as published
maintain 4,500’ expect further
clearance at (XXXX). Scroll  to
DUCKA and push to enter. Scroll
 to HOLD and push to enter and
enter holding direction and leg
length or time. Push to enter.
8) Holding pattern was created in the
previous step and is the next leg to
be sequenced.
9) ATC now cancels the holding

clearance at DUCKA and issues
clearance for the KHIO ILS
RW13R side-step to land on
RW13L.
10) Beyond FAF and ARM (L2) was

pressed. Below circling minimums
for side-step to land on RW13L.
11) On a 3-mile final and RW13R is a

dark gray to serve as a reminder it
is not the landing runway.
12) ATC issues go-around clearance.
Press MISS (L1).
13) Navigation source automatically

switches to FMS1 and FSD 0.3NM
with HITS guidance clearly
revealing anticipatory right turn
ahead.
7.15.5. ILS Approach with Manual Termination Leg in MAP (Step-By-

Step)
This example selects RAF Cranwell United Kingdom (EGYD) with

-ALT- termination leg followed by an immediate manual termination leg
requiring pilot action to resume automatic waypoint sequencing.
Figure 7-20: ILS Approach (EGYD)
1) Press ACTV (L2). Scroll  to the

destination airport (EGYD) and
push to enter.

to enter.
3) Scroll  to desired approach and

push to enter.
4) Scroll  to desired transition and

push to enter. (* indicates most
logical from current position)
5) Scroll  to desired runway (colors

the active runway light gray). Push
to enter.
6) Passing the FAF, press ARM (L2)
to arm the missed approach
procedure and resume automatic
waypoint sequencing.
7) DH set at 200’, and localizer

minimums set as MDA 520’.
8) On localizer centerline and slightly

above glideslope. Below minimum
altitude and approaching DH at
225’ AGL.
9) Past the MAWP, auto nav source

switches to FMS. The -ALT- leg
climbing to 2680’ is depicted in the
active waypoint information box.
10) It is important to note, there is no
further navigation guidance
beyond the ALT termination leg.
11) MFD showing manual termination

leg with no further course
guidance. Altitude predictor arc
indicates climb performance meets
procedure requirements.
12) Automatic waypoint sequencing

still suspended. Press RESUME
(L2) to resume.
13) After RESUME (L2) is pressed,

normal waypoint sequencing
resumes to next active waypoint
(EGNW)
7.15.6. LOC Back Course Instrument Approach (Step-By-Step)
This example includes a LOC/DME Back Course approach at Santa Maria,

California, USA (KSMX) with attention drawn to OBS settings and includes
blue numbers to associate places of reference on the chart and the EFIS.
❺

❹ ❷
Figure 7-21: LOC Back Course Approach
1)  Press ACTV (L2). Scroll  to

airport active waypoint. Push to
enter.

to enter.
3) Scroll  to desired approach

(LBCA) and push to enter.
4) Scroll  to transition (*indicates

most logical from current position).
Push to enter.
5) Scroll  to desired runway. Push

to enter.
6) Follow ATC clearance and

determine where to proceed. To
view NAV LOG, press MENU (R1)
and PAGE (R3). Scroll  to NAV
LOG and push to enter.
7) ❷ Assume ATC issued clearance

to proceed direct to KOAKS, press
ACTV (L2) and (R4) when

KOAKS was highlighted.
8) It is only desired to cross KOAKS

as a waypoint. Push  to enter.
9) To set minimums, press MENU

(R1), BUGS (R2), MINS (R3),
scroll  to MIN ALT.., and push
to enter. Scroll  to set minimum
altitude and push to enter.
10) ❸ Press OBS (L4). Press NAV

VLOC1 (L3) or NAV VLOC2 (L4)
as applicable. Scroll  to set back
course bearing of 300° and push
to enter. This results in proper
sensing of back course CDI
indications.
11) ❹ After passing the FAF

(CAMCO), MISS (L1) and ARM
(L2) appear. There is no
advisory due to
the stepdown fix of PATER 0.2NM
ahead. Approaching PATER (fly-
by waypoint symbol) stepdown fix
with the missed approach
procedure armed.
12) On the MFD, the altitude predictor

indicates descent planning is
adequate for arriving at MA300 at
1,320’ with no further action
required.
13) Approaching MAP MA300 with

runway in sight. IAS stabilized at
70 KIAS.
14) Passing the MAWP, nav source

automatically switches to FMS and
FSD 0.3NM.
15) ❺ Entering HOLD at GLG and

navigating on FMS.
16) CONT (L2) appears as a reminder
to press when ready to leave the
HOLD and continue to the
destination KSBP.
7.15.7. RNAV (GPS) Instrument Approach to LPV Minima (Step-By-

Step)
This example includes an RNAV (GPS) RWY 32 approach to Wichita,

Kansas, USA (KICT) and includes blue numbers to associate places of
reference on the chart and the EFIS.
 
Figure 7-22: RNAV (GPS) Instrument Approach to LPV Minima
1) Press ACTV (L2). Scroll  to

desired airport  from active flight
plan and push to enter.

to enter.
3) Scroll  to desired approach, for

example, RNAV32 (99617). Verify
WAAS channel number 
 matches instrument approach
chart and push to enter.
4) Scroll  to the desired transition

and push to enter. (* = most
logical from present position.)
5) Scroll  to assigned landing

runway. (Active runway is light
gray for identification purposes.)
6) While 2.8NM outside of FAF, the
VDI source is LPV1. DA is set to
1,580’ and the mini map is
selected from the DCLTR menu.
❸ On final approach course and

approaching the FAF,
appears with the
VDI. The source automatically
switches to LPV1. The autopilot is
coupled in vertical mode.
7) ❹ Upon passing HOLUS, press

ARM (L2) to continue auto
waypoint sequencing. This is the
latest point on the approach to
press ARM (L2).
VDI displays vertical guidance for
the LPV vertical profile based on
GPS/SBAS.
8) Obstructions appear on MFD and

altitude predictor arc indicates
vertical planning requires no pilot
action.
9) Press MENU (R1) then ZOOM

(R3) for wide- angle view of PFI
area.
10) FPM lined up on the active runway
on glidepath approaching
minimums with CDI centered and
on glidepath approaching
minimums of 1580’ MSL.
11) Below minimums with FPM

aligned with touchdown zone on
runway. Minimums are amber
(yellow) and flashing as the
audible alert, “MINMUMS,
MINIMUMS,” sounds.
12) Past the MAWP, NAV source

remains FMS1 and scale
automatically changes to 0.3NM
FSD.
13) ❺ Established in hold at CEPGA.

Press CONT (L2) to continue
waypoint sequencing to next leg in
active flight plan.
7.15.8. NRST ILS Instrument Approach (Step-By-Step)
This method does not require the airport to be in the active flight plan. This
example selects ILS RWY 26R at Chino, California (KCNO) with the NRST
ILS method of creation.
Figure 7-23: NRST ILS Instrument Approach

1) Press NRST (R3). Scroll  to

ILS... Push to enter. This clears
any prior active flight plan.
2) Scroll  to desired NRST ILS.

Push to enter.
3) Once confirmed, push  to

activate the ILS.
4) The following actions occur:
a) Direct flight plan to the ILS
airport is created.
b) A vectors-to-final ILS
approach is activated.
c) Heading bug is activated to
the current heading.
d) VLOC 1 and VLOC 2 OBS are
set to the associated localizer
course.
e) ILS frequency is automatically
transmitted to NAV#1 in
standby position. (When
configured)
f) EFIS changes to LOC1, and
VDI indicates source of
glideslope GS1 when signal is
received.
5) DEWYE is the active waypoint.
Press (R4) then push  to

enter a direct route with navigation
guidance to FAF.
6) HITS indicates guidance to follow
GPS overlay of the localizer and
glideslope. However, the localizer
source for CDI and glideslope
receiver VDI are the primary
sources for guidance on this ILS
approach.
7) MFD press MENU (R1) then

PAGE (R3). Scroll  to HSI and
push to enter.
8) Inside 2.0 NM final with
indicating no
TAWS alerts are triggered and the
default GPS mode LNAV APPR is
active.
9) Approaching DH with zoom mode

on and stabilized at 90 KIAS on
the localizer centerline.
10) During the missed approach, the

navigation source automatically
switches to FMS with 0.3NM FSD.
FLTA is still inhibited and terminal
mode is active while within the
terminal area.
7.15.9. VOR/DME Instrument Approach (Step-By-Step)
This example loads the Lamar Municipal, Colorado, USA VOR/DME RWY
36 approach and is flown via the east arc followed by a missed approach.
Blue numbers associate locations on chart and EFIS.
❹
❻
Figure 7-24: VOR/DME Instrument Approach
1) With destination airport entered as

the waypoint, scroll  to IFR
APPR.. and push to enter.

to enter.
3) ❶ Scroll  to select desired

approach (VORDME36) and push
to enter.

(DO48T). (* = most logical from
present position.) Push to enter.
5) Scroll  to desired runway. Push

to enter.
6) Press ACTV (L2) scroll  to view

procedure and select fix for
compliance with ATC clearance
❷ (DO48T). Press (R4) and

push  to enter.
7) A magenta line leads from -DIR-
current position to ❸ D048T,
which is now the active waypoint.
8) Established on the 20 DME ARC

❹ with NAV1 and NAV2 set on
116.9 MHz for LAA VOR and
inbound FAC set at 350° on both
VORs with DME indicating on both
nav sources.
9) To declutter the mini map on the

PFD, press MENU (R1) and then
DCLTR (R4). Scroll  to MINI
MAP and push to check. Press
EXIT (R1) or scroll  to DONE
and push to enter.
10) Established inbound on the final

approach course to the FAF
(FF36) ❺ crossing top of descent
symbol ahead indicating when
descent can be commenced to
cross the FAF at 5700’. Nav
source is VOR1 and HITS source
is GPS. Primary lateral source is
the VOR and DME for this
instrument approach.
11) After passing the FAF, MISS (L1)
and ARM (L2) appear. Press
MISS (L1) to immediately execute
the missed approach procedure or
press ARM (L2) to arm the missed
approach procedure upon crossing
the MAWPT.
12) Approaching the stepdown fix ❻

11VOR at the proper altitude of
4460’ as shown in the waypoint
information box.
13) Below minimums with audible

alert, “MINIMUMS, MINIMUMS.”
14) Established at 70 KIAS on short
final with the runway in sight .6 NM
ahead at the same angle as
shown on the instrument approach
chart.
15) After passing the MAWPT and the

missed approach procedure
automatically sequenced, aircraft
begins following the dashed
magenta missed approach course
lines on the MAP. Nav source
automatically switched to FMS1
and 0.3NM FSD.
references to
still being in the terminal area and
TAWS terrain alerts are still
inhibited.
7.15.10. ILS or LOC RWY 1 Instrument Approach with Missed

Approach Flown to Alternate fix (Step-By-Step)
This example loads the Akron-Canton, Ohio, USA, ILS or LOC RWY 1
approach with the missed approach flown to the alternate missed approach
fix (KEATN)
❶
❷
Figure 7-25: ILS or LOC RWY 1 Instrument Approach with Missed

Approach Flown to Alternate fix (Step-By-Step)
During the instrument approach clearance, ATC advised that in the event
of a missed approach, plan on flying the alternate missed approach
instructions to ❶ KEATN intersection and hold as published. The ILS RWY
1 instrument approach is loaded and the active flight plan is opened and 
is scrolled to one position past (KCAK) and INSERT (R2) is pressed and
KEATN entered with  and pushed to enter.
1) ❶ Create KEATN waypoint in

active flight plan between KCAK
and KDTW. Push  to enter.
2) In active flight plan, scroll  to

KEATN and push to enter.
3) Scroll  to HOLD.. and push to

enter.
4) To create published holding

pattern at KEATN, scroll/push 
through the process then push to
enter. Observe KEATN is in
correct position in active flight
plan after (KCAK).
5) ❷ Upon executing the missed
approach, press ACTV (L2).
Scroll  to KEATN press

(R4) and push  to enter direct
routing to KEATN.
6) Verify the active flight plan has

the holding pattern entered as
published and is depicted on the
ND correctly.
7) Established holding pattern at

KEATN. When cleared to
continue to next waypoint, press
CONT (L2). Waypoint sequencing
resumes to next waypoint.
8) If an instrument approach is
necessary at the destination
(KDTW) the approach can be
loaded without losing the holding
pattern at KEATN, since it was
not part of the KCAK ILS 01
Instrument approach procedure.
NOTE:
When a procedure is deleted from the flight plan, the original flight plan is
correctly restored since the duplicate waypoint is only skipped and not
deleted.
Navigation databases should be current for the duration of the flight. If the
Aeronautical Information Regulation and Control (AIRAC) cycle is due to
change during the flight, operators and pilots should establish procedures
to ensure the accuracy of navigation data including suitability of
navigation facilities used to define the routes and procedures for flight.
Once acceptable means to compare aeronautical charts (new and old) to
verify navigation fixes prior to departure, electronic data have traditionally
been verified against paper products. If an amended chart is published for
the procedure, do not use the database to conduct the operation.
There may be a slight difference between the navigation information
portrayed on the chart and the primary navigation display heading.
Differences of three degrees or less may result from equipment
manufacturer’s application of magnetic variation and are operationally
acceptable.
GPS receivers do not “fail down” to lower levels of service once the
approach has been activated.
If only appears, use the LNAV minima if the rules under which the
flight is operating allow changing the type of approach being flown after
commencing the procedure. If the lateral integrity limit is exceeded on an
LP approach, a missed approach is necessary, since the lateral alarm
limit may not be reset while the approach is active.
Section 8 Terrain Awareness Warning System
Section 8 Terrain Awareness Warning

System Enhanced HTAWS and HTAWS
8.1. Enhanced HTAWS and HTAWS (Terrain Awareness Warning
System) Functions
The IDU provides TSO-C194 HTAWS functionality. Depending on aircraft

configuration and external sensors/switches, the system is configurable as
an Enhanced HTAWS or HTAWS. Functions provided by HTAWS are:
1) Terrain Display: Terrain and obstacles on PFD and ND.
2) Forward Looking Terrain Awareness (FLTA): Alerts to hazardous
terrain or obstructions in front of the aircraft.
3) Excessive Rate of Descent (GPWS Mode 1): Alerts when
hazardously high rate of descent above terrain (i.e., descending into
terrain).
4) Excessive Closure Rate to Terrain (GPWS Mode 2): Alerts when
hazardously high rate of change above terrain (i.e., flying level over
rising terrain).
5) Sink Rate after Takeoff or Missed Approach (GPWS Mode 3): Alerts
when loss of altitude is detected immediately after takeoff or initiation
of a missed approach.
6) Flight into Terrain when not in Landing Configuration (GPWS
Mode 4): Alerts when descending into terrain without properly
configuring the aircraft for landing.
7) Excessive Downward Deviation from an ILS Glideslope (GPWS
Mode 5): Alerts when deviating below glideslope on the final approach
segment of an ILS approach.
Table 8-1: TAWS Functions Provided by the EFIS
TAWS Terrain GPWS Mode

Aircraft Type FLTA
Class Display 1 2 3 4 5
Rotorcraft RG Enhanced       
Rotorcraft FG Enhanced      
Rotorcraft Normal   
Notes: RG = Retractable Gear; FG = Fixed Gear
8.2. Terrain Display
Display of terrain on the PFD and MFD are described in Sections 3 Display
Symbology and 5 Menu Functions and Step-By-Step Procedures where
applicable.
PFD
MFD
Figure 8-1: Terrain Display
8.3. Forward Looking Terrain Alert (FLTA) Function
Figure 8-2: FLTA INHBT

FLTA function uses the following to alert to hazardous terrain or

obstructions within a search envelope in front of the aircraft:
1) Terrain database 6) Aircraft groundspeed
2) Obstruction database 7) Aircraft bank angle
3) Airport and runway database 8) Aircraft altitude
4) Aircraft position 9) Aircraft vertical speed
5) Aircraft track
8.3.1. FLTA Modes
The EFIS FLTA mode is either slaved to the GPS/SBAS navigation mode
or set automatically based upon default mode logic.
8.3.2. GPS/SBAS Navigation Mode Slaving
The EFIS performs TSO-C146c GPS/SBAS functions in addition to the

TAWS functions. As a result, GPS/SBAS navigation mode is available as
an input to the TAWS. The pilot may select an IFR procedure (approach,
DP, or STAR), which automatically changes the GPS/SBAS navigation
mode to enroute, terminal, departure, or IFR approach as appropriate. In
addition, the pilot may select a VFR approach to any runway or user
waypoint with a defined approach path. Selection of a VFR approach
causes automatic GPS/SBAS navigation mode to change to enroute,
terminal, or VFR approach as appropriate.
When slaved, the GPS/SBAS active runway threshold or user waypoint is
the reference point for automatic FLTA inhibiting. The advantage is the
GPS/SBAS navigation modes are a direct indication to the FLTA function
of pilot intent.
8.3.3. Default FLTA Mode
If the default FLTA navigation mode is higher in precedence than the

GPS/SBAS navigation mode, FLTA mode is slaved to the default FLTA
navigation mode. These modes, in order of precedence, are:
1) Departure Mode: Enabled when in ground mode. Reference point for
automatic FLTA inhibiting and mode envelope definition is the last point
at which the ground definition was satisfied (this is near the liftoff point).
Departure mode ends upon climbing through 1500 feet above or
traveling more than 6NM from the reference point.
1500’
Departure FLTA Departure

Mode Inhibit Mode
6NM 2NM 2NM 6NM

Reference Point
Figure 8-3: Default FLTA INHBT
2) Other Modes: For other default FLTA modes, reference point for
automatic FLTA inhibiting and mode envelope is the nearest runway
threshold or the nearest user waypoint with a defined approach
bearing. TAWS continuously searches all runway thresholds at the
nearest three airports to determine the nearest runway threshold.
TAWS performs a search for the nearest three airports and nearest
user waypoints with a defined approach bearing every 3NM of distance
traveled. Modes are as follows:
a) Approach Mode: When within 1900 feet and 5NM of the reference
point.
b) Terminal Mode: From 5NM to 15NM from the reference point
when below an altitude varying from 1900 feet (at 5NM) to 3500
feet (at 15NM) above the reference point.
c) Enroute Mode: When not in any other mode.
3500’ Enroute 3500’

Mode
Enroute Enroute
Mode Mode
1900’
Terminal Approach FLTA Approach Terminal

Mode Mode Inhibit Mode Mode
15NM 5NM 2NM 2NM 5NM 15NM

Reference Point
Figure 8-4: FLTA INHBT Mode Areas
8.3.4. FLTA Search Envelope
The FLTA search envelope is an area in front of and below the aircraft. If
terrain or obstructions are found within the FLTA search envelope, a
caution or warning is given. Dimensions of the search envelope depend
upon TAWS type, FLTA mode, groundspeed, bank angle, and vertical
speed. Basic envelope parameters are as follows.
1) TAWS Type: Determines value of several parameters used to
calculate the search envelope.
Table 8-2: FLTA Search Envelope for HTAWS
Envelope Parameter
10% of vertical speed
Level-Off Rule Used for level off leading for
descending flight reduced
required terrain clearance (RTC)
36 seconds of the forward range
search envelope
Range Reduced to 24 seconds when low
altitude mode is engaged.
GPS/SBAS HFOM is added to
range.
Enroute Mode Level/Climbing
Flight RTC 150 feet
Terminal Mode Level/Climbing
Flight RTC Reduced to 100 feet when low
Approach Mode Level/Climbing altitude mode is engaged.
Flight RTC
Departure Mode Level/Climbing
Flight RTC
Enroute Mode Descending RTC
100 feet
Terminal Mode Descending RTC
Approach Mode Descending RTC
Departure Mode Descending RTC
2) Aircraft Track: Terrain search envelope is aligned with aircraft track.

3) Aircraft Groundspeed: Used in conjunction with range parameter to
determine look-ahead distance and used in with FLTA mode to
determine the search volume width as follows:
a) Enroute Mode: Based on a 30 change in track followed by 30

seconds of flight at aircraft groundspeed. Maximum width is 0.5NM
either side of track.
b) Terminal Mode: Based on a 15 change in track followed by 30

c) Approach Mode: Based on a 10 change in track followed by 30

d) Departure Mode: Based on a 10 change in track followed by 30

After calculating search volume width as described above, the GPS/SBAS
HFOM is added to search volume width.
1) Aircraft Bank Angle: Used to expand the search volume in the
direction of a turn and requires at least 10 of bank. In addition, search
volume expansion is delayed so at 10 of bank, the bank angle must
be continuously held for 3.25 seconds, which is reduced linearly with
increased bank angle so at 30 of bank there is no delay time.
2) Aircraft Vertical Speed: If above 500 fpm, vertical speed is used to
determine which RTC values should be used. At vertical speeds less
than 500 fpm, level and climbing flight RTC values apply. A three-
second pilot reaction time is used and applied to the level-off rule
parameters.
8.3.5. FLTA Alerts and Automatic Popup
Figure 8-5: Popup Mode
When terrain or obstructions fall within the FLTA search envelope, a FLTA
warning is generated. Terrain rendering is enabled when a FLTA warning
is initiated or upgraded as follows:
1) On PFD screen, terrain rendering is enabled;
2) On navigation display screen, terrain rendering is enabled only if TAWS

Inhibit is not enabled (i.e., TAWS Inhibit prevents terrain from being
automatically enabled on the ND).
In addition, when an FLTA warning is initiated or upgraded, an automatic
popup mode is engaged as follows:
1) Display switched to navigation display.
2) Display switched to aircraft centered and heading up.
3) Display panning disabled.
4) Display scale set to:
a) 10NM (groundspeed > 200 knots);
b) 5 NM (groundspeed < = 200 knots and groundspeed > 100 knots);
or
c) 2NM (groundspeed < = 100 knots).
After the popup mode is engaged, the pilot may change any setting
automatically changed by the popup mode. In addition, RESET (L1)
appears for 20 seconds to reset the previous screen configuration with one
button press. Popups only occur on IDU #0 or IDU #2 but do not occur if:
1) TAWS inhibit is enabled;
2) IDU#2 is showing the PFI.
8.4. Excessive Rate of Descent (GPWS Mode 1)
GPWS Mode 1 function is present in Enhanced HTAWS and uses aircraft

vertical speed information and AGL altitude to alert when the rate of
descent is hazardously high as compared to height above terrain. GPWS
Mode 1 has a caution and warning threshold. When below the thresholds,
a GPWS Mode 1 warning is generated.
Table 8-3: HTAWS GPWS Mode 1 Envelope
AGL Altitude (ft.)

Sink Caution Threshold Warning Threshold
Rate
(fpm)
1000 62.5% Sink Rate 600

1000 Lesser of: Caution
66%
to 750 or Threshold
3000 25% Sink Rate
Rotorcraft Mode 1
800
Height Above Terrain (ft.)
700
600
500
400
300
200
100
0
0 1000 2000 3000 4000
Barometric Altitude Sink Rate (fpm)
"Sink Rate" "Pull Up"
Figure 8-6: Rotorcraft GPWS Mode 1
8.5. Excessive Closure Rate to Terrain (GPWS Mode 2)
GPWS Mode 2 function is present in Enhanced HTAWS only and uses

filtered AGL rate and AGL altitude to alert when the rate of change of height
above terrain is hazardously high as compared to height above terrain (i.e.,
flying level over rising terrain). Envelope selection is determined as follows
and is based upon a 10 second sampling time.
There are two Mode 2 envelopes: Mode 2A, which is active when not in
landing configuration, and Mode 2B, which is active when in landing
configuration. Envelope selection is determined as follows.
Table 8-4: HTAWS GPWS Mode 2 Envelopes
Landing Gear Mode 2A Mode 2B

Retractable Landing Gear Up Landing Gear Down
AGL Altitude 200 ft
AGL Altitude 200 ft or
Fixed and
Airspeed 80 KIAS
Airspeed 80 KIAS
When the GPWS Mode 2 envelope is pierced, a GPWS Mode 2 warning is

generated.
Table 8-5: HTAWS GPWS Mode 2A Envelopes (NOT in Landing

Configuration)
AGL Altitude (ft.)

AGL Caution Warning
Rate Threshold Threshold
(fpm)
1905 125% AGL Rate 1600

20% of the lesser of:
Airspeed AGL Rate
KIAS fpm
90 3120 66%
Caution
1905 90 to 130 3120
Threshold
72 Airspeed 90
130 6000
or
AGL Rate
Table 8-6: HTAWS GPWS Mode 2B Envelopes (Landing

Configuration)
AGL Altitude (ft.)

Caution Threshold Warning Threshold
Lesser of:
300 or 66% Caution Threshold
20% AGL Rate 2000
Rotorcraft Mode 2
Height Above Terrain (ft.)
1400
1200
1000
800
600
400
200
0
0 2000 4000 6000 8000
Terrain Closure Rate (fpm)
2A Envelope 2A Speed Expansion 2B Envelope
8.6. Sink Rate after Takeoff or Missed Approach (GPWS Mode 3)
GPWS Mode 3 function uses aircraft vertical speed information and AGL
altitude to alert when a sink rate is detected immediately after takeoff or
initiation of a missed approach. GPWS Mode 3 is armed by either being in
ground mode or by being on the first leg of a missed approach procedure
(as determined by the GPS/SBAS) with distance to the active runway
threshold increasing. GPWS Mode 3 is disarmed upon climbing through
400 feet AGL, traveling more than 3 NM from the last point at which the
ground definition was satisfied (this is near the liftoff point), or transitioning
to the second leg of a missed approach procedure. GPWS Mode 3 has a
caution threshold based upon height above terrain and vertical speed.
When below the caution threshold (AGL threshold = 1.4 x sink rate), a
GPWS Mode 3 caution is generated.
Figure 8-8: GPWS Mode 3 Warning (Sink Rate after Takeoff or

Missed Approach)
Rotorcraft Mode 3
Height Above Terrain

600
500
(FT) 400
300
200
100
0
0 1000 2000 3000 4000
Barometric Altitude Sink Rate (fpm)
8.7. Flight into Terrain when not in Landing Configuration (GPWS

Mode 4)
GPWS Mode 4 function is present in Enhanced HTAWS and uses aircraft

speed information and AGL altitude to alert when descending into terrain
without properly configuring the aircraft for landing. There are two Mode 4
envelopes: Mode 4A, which gives cautions when landing gear is in other
than landing configuration, and Mode 4B, which gives cautions when
landing gear are in other than landing configuration. Applicability of Mode
4 envelopes to aircraft types are as follows.
Landing Gear Mode 4A Mode 4B

Retractable Landing Gear Up Not Applicable
Fixed Not Applicable Not Applicable
Mode 4 envelope consists of low-speed and high-speed regions.

Table 8-8: HTAWS GPWS Mode 4 Alerting Criteria
Region Caution Flag Single Voice Alert

Low-Speed “Too Low Gear”
High-Speed “Too Low Terrain”
Autorotation expansion, when
“Too Low Gear”
engaged, regardless of speed
Mode 4 alerting criteria require the Mode 4 envelope to be entered from

above so changing aircraft configuration while within a Mode 4 envelope
does not generate an alert.
Table 8-9: HTAWS GPWS Mode 4A Envelopes
Segment Speed (KIAS) AGL Altitude (ft.)

4A Low-Speed 100 150
4A High-Speed 100 400 in autorotation
Rotorcraft Mode 4
600
Height Above Terrain (FT)
400
200
0
0 100 200 300
Airspeed (Knots)
Normal Autorotation
8.8. Excessive Downward Deviation from an ILS Glideslope

(GPWS Mode 5)
GPWS Mode 5 function is present in Enhanced HTAWS only and uses ILS
glideslope deviation information and AGL altitude to alert when an
excessive downward glideslope deviation is detected on the final approach
segment of an ILS approach. GPWS Mode 5 is armed when a valid
glideslope signal is being received, and the aircraft is below 1000’ AGL.
GPWS Mode 5 has a caution and warning threshold. When below a
threshold, a GPWS Mode 5 warning is generated. The curve compares
glideslope deviation to AGL altitude.
Caution Threshold Warning Threshold

Greater of: Greater of:
1.3 1.4% 2 1%
Dots Dots
150 AGL Altitude 150 AGL Altitude
or or
1.3 Dots 2 Dots
Rotorcraft Mode 5
1200
Height Above Terrain (FT)
1000
800
600
400
200
0
0 1 2 3 4
Below Glide Slope Deviation (Dots)
Caution Warning
8.9. External Sensors and Switches
TAWS requires a variety of inputs from external sensors and switches to

perform its functions as follows:
1) GPS/SBAS Receiver: Source of aircraft position, geodetic height,
horizontal figure of merit (HFOM), vertical figure of merit (VFOM), loss
of integrity (LOI), and loss of navigation (LON) inputs.
2) Air Data Computer (ADC): Source of barometric altitude, outside air
temperature, and vertical speed.
3) ILS Receiver: Glideslope receiver is the source of glideslope deviation.
4) Radar Altimeter (RA): Source for radar altitude.
5) Gear Position Sensors: Landing gear position discretes, as

configured in the system limits, are the source of landing gear position.
6) TAWS Inhibit Switch: As configured in the system limits, used for
manual inhibiting of TAWS alerting functions. Gives an indication of
actuation (e.g., toggle/rocker or pushbutton with indicator light and
on the lower left corner of the PFD).
7) Low Altitude Mode Switch: As configured in the system limits, used
for inhibiting and modifying HTAWS alerting functions to allow normal
operation at low altitudes. Gives an indication of actuation (e.g.,
toggle/rocker or pushbutton with indicator light and
on the lower left corner of the PFD).
8) Audio Mute Switch: Momentarily activated to silence active aural
alerts is desired. It is connected directly to the EFIS IDU.
9) Glideslope Deactivate Switch: As configured in the system limits,
momentarily activated to inhibit GPWS Mode 5 function.
10) Low Torque Sensor: A low torque discrete, as configured in the
system limits, used for inhibiting and modifying HTAWS alerting
functions during an autorotation.
Applicability of external sensors and switches for the applicable TAWS is
as follows.
Table 8-11: External Sensors and Switches (Applicable TAWS)
Aircraft Type Rotorcraft RG Rotorcraft FG Rotorcraft

HTAWS Class Enhanced Enhanced Normal
GPS/SBAS   
ADC   
Gear Position Sensor 
TAWS Inhibit Switch   
Audio Cancel Switch   
Low Altitude Mode
Switch
  
Low Torque Sensor  
ILS  
Radar Altimeter  
Glideslope Deactivate
Switch
 
Notes: RG = Retractable Gear; FG = Fixed Gear
8.10. TAWS Basic Parameter Determination
The fundamental parameters used for TAWS functions are.
Table 8-12: HTAWS Basic Parameters Determination
Parameter Source Notes

Aircraft GPS/SBAS HFOM must be less than or equal to
position, the greater of 0.3 NM or horizontal
groundspeed alert limit (HAL) for mode of flight.
and track
MSL Altitude GPS/SBAS Geodetic height converted to MSL
with the current EGM database. To
be considered valid for use as MSL
altitude, the VFOM must be less than
or equal to 106 feet.
Secondary source of MSL altitude is
barometric altitude from an air data
computer. Barometric altitude is
determined based upon a barometric
setting in the following order of
preference:
1) If either the pilot or co-pilot
system is operating in QNH
mode, the QNH barometric
setting is used (i.e. on-side
barometric setting preferred); or
2) If GPS/SBAS geodetic height has
been valid within the last 30
minutes, a barometric setting
derived from the GPS/SBAS
geodetic height is used.
If neither of the above conditions is
met, MSL altitude is marked as
invalid.
When a reporting station elevation is
determined and outside air
temperature is valid, a temperature
correction is applied.
TAWS uses the lower of the
barometric altitude or the
temperature-corrected altitude. In the
case of QNH-mode barometric
setting, reporting station elevation is

derived from waypoint or active
runway elevations in the active flight
plan using the following logic:
1) If the aircraft is in TERMINAL,
DEPARTURE, IFR APPROACH,
or VFR APPROACH mode and
an active runway exists, reporting
station elevation is the elevation
of the active runway threshold.
2) Otherwise, if the aircraft is in
TERMINAL mode, reporting
station elevation is the elevation
of the airport causing TERMINAL
mode.
3) In ENROUTE mode, no reporting
station elevation is determined.
In the case of GPS/SBAS geodetic
height-based barometric setting,
reporting station elevation is the GPS
MSL altitude reported at the time the
barometric setting was determined
(see Section 3 Display Symbology).
Terrain Data Terrain Considered valid for use, when the
Database following conditions apply:
1) Aircraft position is valid;
2) Aircraft position is within the
boundaries of the terrain
database; and
3) Terrain database is not corrupt as
determined by CRC-32 checks at
system initialization and during
runtime.
Obstacle Obstacle Considered valid for use, when the
Data Database following conditions apply:
1) Aircraft position is valid;
2) Aircraft position is within the
boundaries of the obstacle
database; and

3) Obstacle database is not corrupt
as determined by CRC-32 checks
at system initialization.
AGL Altitude Radar Altitude Secondary source for AGL altitude is
MSL altitude less terrain altitude.
Vertical Instantaneous IVSI values come from barometric
Speed vertical speed vertical speed from an ADC
“quickened” with vertical acceleration
from an AHRS. Secondary source for
vertical speed is barometric vertical
speed from an ADC. Tertiary source
for vertical speed is GPS/SBAS
vertical speed providing the VFOM is
less than or equal to 106 feet.
Terrain Smoothed first Due to the multiple sources for
Closure Rate derivative of altitude, there are multiple sources for
AGL altitude terrain closure rate.
Runway/ EFIS Considered valid for use, when the
Reference navigation following conditions apply:
point location database 1) Aircraft position is valid;
2) Aircraft position is within
boundaries of the navigation
database; and
3) Navigation database is not
corrupt as determined by a CRC-
32 check at system initialization.
8.11. TAWS Automatic Inhibit Functions (Normal Operation)
The following automatic inhibit functions occur during normal TAWS

operation to prevent nuisance warnings:
1) FLTA function is automatically inhibited when in terminal, departure,
IFR approach, or VFR approach modes and within 2 NM and 1900’ of
the reference point.
2) GPWS Modes 1 through 4 are automatically inhibited when below 50
feet AGL (radar altimeter AGL altitude) or below 100 feet AGL (terrain
database AGL altitude).
3) GPWS Mode 4 is inhibited while Mode 3 is armed.
4) GPWS Mode 5 is inhibited below 200’ AGL. This form of automatic

inhibit remains active until the aircraft climbs above 1000’ AGL and
prevents nuisance alarms on missed approach when glideslope
receiver detects glideslope sidelobes.
5) FLTA function is automatically inhibited when indicated airspeed or
groundspeed is below the HTAWS FLTA inhibit speed.
8.11.1. TAWS Automatic Inhibit Functions (Abnormal Operation)
The following automatic inhibit functions occur during the specified

abnormal operations:
1) Autorotation detection: When the low torque sensor is active, an
Enhanced HTAWS enters autorotation mode. In this mode:
a) FLTA is inhibited;
b) GPWS Mode 1 is inhibited;
c) GPWS Mode 2 is inhibited; and
d) GPWS Mode 4 uses a modified envelope (see § 8.7).
2) System Sensor/Database Failures: See Section 4 Revisionary
Modes for system sensor failure results.
Table 8-13: TAWS Automatic Inhibit Functions
GPWS Mode
Parameters
Displaced
Sensor
Terrain
FLTA
1 2 3 4 5
Lost
GPS/SBAS (H)
AC Position
Inhibit
Inhibit
Terrain
Inhibit
Inhibit
Elev.
TD
GPS/SBAS (V) + GPS/SBAS (H) +
MSL + RADLT TD + RADLT MSL ILS Sensor
1st Ed Nov 2018

ADC RADLT
MSL Altitude, Terrain Elev. MSL Altitude, AC Position, MSL Glideslope Parameters
AGL Altitude AGL Altitude VSI AGL Altitude Altitude Dev. Lost
Terrain
Inhibit Inhibit Inhibit Inhibit Inhibit
Displaced
Inhibit Inhibit Inhibit Inhibit Inhibit FLTA

1
Inhibit Inhibit Inhibit Inhibit

Inhibit Inhibit Inhibit

3
IDU-450 EFIS Software Version 8.0H (Rotorcraft)

GPWS Mode
Inhibit Inhibit Inhibit

8-19
GPWS Mode
Parameters
Displaced
Sensor
Terrain
FLTA
Lost 1 2 3 4 5
GPS/SBAS (V) +
ADC + RADLT
VSI, AGL ALT

MSL Altitude,
Inhibit
Inhibit
Inhibit
Inhibit
Inhibit
Inhibit
Inhibit
Notes:
1) Combinations listed give the minimum combinations with the worst
consequences. Many other combinations are possible, but their effects
are subsumed within the combinations listed.
2) GPS/SBAS (H) = HFOM > max (0.3NM, HAL). Indication is loss of
terrain display on PFD and ND.
3) GPS/SBAS (V) = VFOM > 106’.
4) GPS/SBAS = GPS/SBAS (H) + GPS/SBAS (V). Indication is loss of
terrain display on PFD and ND.
5) TD = Terrain Data invalid. This would be due to being beyond the
database boundaries or database corruption.
6) ADC = Air Data Computer. Indication is
flag, or red Xs indicating a
single ADC failure.
7) RADALT = Radar Altimeter. Indication is lack of
radar altimeter source indication on radar altimeter
display.
8) ILS = ILS Glideslope Deviation. Indication is lack of glideslope needles.
9) MSL = MSL Altitude Invalid. Indication is or
in the absence of other failures.
8.11.2. TAWS Manual Inhibit Functions
The pilot may select the following manual inhibit functions:

1) Terrain Display function may be inhibited using an EFIS soft menu
declutter control.
Figure 8-12: Terrain Display Functionality
2) All TAWS alerting functions (including popup functionality) are

inhibited with the external TAWS inhibit switch, which does not affect
the terrain display function, including FLTA warning (red) and caution
(amber [yellow]) flags on the ND.
3) Low Altitude Mode Switch may be actuated to inhibit or modify
parameters for alerting functions. This switch desensitizes HTAWS
when purposefully flying VFR at low altitudes with the following effects:
a) GPWS Mode 1 is inhibited.
b) GPWS Mode 2 is inhibited.
c) GPWS Mode 3 is inhibited.
4) GPWS Mode 5 is inhibited with the glideslope cancel switch when
below 1000’ AGL. GPWS Mode 5 manual inhibit automatically resets
by ascending above 1000’ AGL.
8.12. TAWS Selections on PFD
Terrain and obstruction symbology for FLTA alerts meet the following
requirements:
1) Terrain cells that pierce the FLTA warning volume are colored red.
2) Terrain cells that pierce the FLTA caution volume are colored yellow.
3) Obstructions whose tops pierce the FLTA warning volume are visually
distinct from the non-alerting obstructions and flash.
4) Obstructions whose tops pierce the FLTA caution volume are visually
distinct from non-alerting obstructions.
PFD declutter menu includes three option possibilities for TAWS:
1) SVS TAWS
2) SVS BASIC
3) None
The following figures show all possible scenarios including “None” where
the aircraft pierces the TAWS FLTA terrain envelope, and SVS TAWS
automatically becomes enabled for the safest possible warning alert
condition.
Figure 8-13: PFD SVS BASIC Option
Figure 8-14: PFD SVS TAWS Option

If SVS TAWS and SVS BASIC are not checked and the aircraft pierces the
TAWS FLTA terrain envelope, the EFIS automatically enables SVS TAWS.
or takes precedence over or
.
Figure 8-15: Automatic PFD Terrain Warning
Obstructions
above aircraft
Obstructions
below aircraft
Figure 8-16: PFD SVS TAWS Option and Obstructions
Obstruction within TAWS FLTA caution envelope with audible alert,

“Caution Obstruction, Caution Obstruction”. Obstruction symbols flash.
Figure 8-17: PFD Obstruction Caution
Obstruction within TAWS FLTA warning envelope with audible alert

“Warning Obstruction, Warning Obstruction.” Obstruction symbols flash.
Figure 8-18: PFD Obstruction Warning
Section 9 Appendix
Section 9 Appendix
9.1. Appendix
This section contains a variety of useful information not found elsewhere in

the document and includes operating tips, system specifications, and
environmental requirements.
9.2. Operating Tips
With the Genesys Aerosystems EFIS installed and certified in all categories
of certified aircraft, numerous tips and suggestions are available for
obtaining the maximum performance and benefit from this system.
Additional operating tips are available with future releases of this
publication.
9.3. Domestic or International Flight Planning
Due to the differences in every aircraft avionics suite installation, the pilot
should determine what equipment code is applicable for domestic or
international flight plans. The aircraft operator must determine which
certifications pertain to them. Visit the FAA website, www.faa.gov, for flight
plan guidance for both domestic and international filers, as well as,
information and documentation regarding FAA, ICAO, and flight services
agreements and procedures.
9.4. Descent Planning
Instead of performing conventional time/speed/distance/descent-rate

calculations, use the waypoint symbol for descent planning. Simply
maintain the cruise altitude until the “X” at the bottom of the waypoint
symbol is 2-3 degrees below the horizon (as indicated by the pitch scale),
and then begin a 2-3 degree descent. Maintain the correct descent angle
by keeping the flight path marker positioned on the waypoint “X” symbol.
Following the skyway boxes assures the VNAV descent angle is
maintained.
9.5. Terrain Clearance
Use the flight path marker to evaluate climb performance for terrain
clearance. If climbing at the best climb speed to clear terrain and the flight
path marker is overlaying the terrain, the climb rate is insufficient. Either the
course or climb rate must be altered to adequately clear the terrain. If the
flight path marker is well clear of the terrain (overlaying blue sky), the climb
is sufficient for the present time, and no further action is necessary until
level off.
Section 9 Appendix
9.6. Departure Airport Information
On startup, all information for the departure airport is readily available. The
altimeter is automatically set to the nearest IFR runway touchdown zone
elevation (if Baro Autosetting on Startup is enabled in EFIS limits). Press
NRST (R3) to reveal the nearest airports where all important data such as
elevation, frequencies, and runway lengths are displayed.
9.7. Unique Names for Flight Plans
Multiple routes between the same airport pairs are numbered automatically
(KCEW-KDHN) [0], (KCEW-KDHN) [1], etc.). The work-around is to apply
this easily remembered differentiation. If a route is routinely flown from one
airport to another but different routing is necessary due to weather, hot
MOA areas, etc., up to 10 different flight plans may be created for the same
destination.
As an example for departing Sikes on a northern routing (KCEWN) or a
southern routing (KCEWS), create two different user waypoints at the
departure airport named KCEWN and KCEWS followed by different routing
to clear whatever creates the necessity for specific routing, e.g. a MOA.
9.8. Altimeter Settings
Use caution when setting the altimeter and inadvertently changing the
transition level. If this is reset to a lower than normal altitude,
may appear due to the altimeter setting not on 29.92
inHg or 1013 mbar.
9.9. Warnings, Cautions, and Advisories
Review Section 2 System Overview for the conditions precisely defining

scenarios for various time-critical warning alerts, warning alerts, master
visual and audio alerts, time-critical caution alerts and advisory alerts, as
they appear including the conditions and time delay when applicable.
9.10. Magnetic vs. True North Modes of Operation
There are two modes for the ADAHRS:

1) Slaved mode (i.e., compass rose stabilized by Earth’s magnetic flux
horizontal field) is the normal mode. It works well over most of the
surface of the earth (i.e., areas with a horizontal field of 5000nT or
above, which includes about 2/3rds of Canadian NDA). ADAHRS
senses magnetic flux with a 3D magnetometer. Performance in small
horizontal fields is installation dependent as variable magnetic
disturbances from the aircraft may begin to predominate.
Section 9 Appendix
2) Free or “DG” mode (i.e., compass rose not stabilized by the Earth’s
magnetic flux horizontal field and subject to drift) is used in areas of
magnetic disturbances (oilrigs, MRI machines, etc.) or in areas where
the horizontal field is too weak. In Free/”DG” mode, heading no longer
corrects towards Earth’s magnetic flux horizontal field, and the pilot
may “slew” the heading solution.
Figure 9-1: US/UK World Magnetic Model
There are two modes for the EFIS:

1) Magnetic North mode: Heading from the AHRS (whether slaved or
Free/”DG”) is used as-is and is expected to reflect magnetic north. GPS
track is converted from true north-referenced to magnetic north-
referenced using a magnetic variation database. PFD scenes and
compass rose symbols are aligned with magnetic north, and wind is
displayed referenced to magnetic north.
2) True North mode: GPS track is used as-is and reflects true north. When
AHRS is in slaved mode, heading from the AHRS is converted from
magnetic north-referenced to true north-referenced using a magnetic
variation database. When AHRS is in Free/”DG” mode, heading from
the AHRS is used as-is and is expected to reflect true north. PFD
scenes and compass rose symbols are aligned with true north. Wind is
displayed referenced to true north.
NOTE:
Designating magnetic north vs. true north mode is critical since it

determines how inputs are used – i.e., the relationship between GPS
track and ADAHRS heading. Mixing things up in Free/”DG” mode (i.e.,
slewing the compass rose to match magnetic north when in true north
mode and vice-versa) may result in large errors in wind calculations and
GPS track/flight path marker displays.
Section 9 Appendix
9.11. Altitude Miscompare Threshold
The altitude miscompare threshold is based upon allowable altitude error.

There are two components to allowable altitude error, instrument error and
installed system error. Allowable instrument error is based upon the values
of SAE AS8002A Table 1 as follows.
Table 9-1: Allowable Instrument Error
Altitude Allowed Error

Sea Level 25’
1,000’ 25’
2,000’ 25’
3,000’ 25’
4,000’ 25’
5,000’ 25’
8,000’ 30’
11,000’ 35’
14,000’ 40’
17,000’ 45’
20,000’ 50’
Allowable installed system error is added on top of instrument error and

these values are derived from the regulations as follows.
Table 9-2: Regulatory Reference
Regulation Allowed Error

At sea level, the greater of 30’ or 30% of the
14 CFR § 27.1325
calibrated airspeed in knots. This increases
proportionally to SAE AS8002A Table 1 at higher
14 CFR § 29.1325
altitudes.
An allowable altitude error is computed for each compared value and added
together to create the altitude miscompare threshold. This accommodates
for the values deviating in different directions.
Worked example for a calibrated airspeed of 100 knots and comparing a
first altitude of 3,490’ with a second altitude of 3,510’:
1) Calculate allowable instrument error based upon altitudes:
Allowable Instrument Error #1 = 50’
Allowable Instrument Error #2 = 50’
2) Calculate allowable installed system error based upon altitudes and
calibrated airspeed:
Section 9 Appendix
Allowable Installed System Error #1 = 30’

Allowable Installed System Error #2 = 30’
3) Calculate altitude miscompare threshold based upon sum of above
allowable errors:
Altitude Miscompare Threshold = 160’
9.12. Airspeed Miscompare Threshold
Airspeed miscompare threshold is based upon allowable airspeed error.

There are two components to allowable airspeed error, instrument error
and installed system error. Allowable instrument error is based upon the
values of SAE AS8002A Table 3 as follows.
Table 9-3: Airspeed Error
Calibrated Airspeed Allowed Error

50 knots 5 knots
80 knots 3 knots
100 knots 2 knots
120 knots 2 knots
150 knots 2 knots
200 knots 2 knots
Allowable installed system error is added on top of instrument. Error and

these values are derived from the regulations as follows.
Table 9-4: Airspeed Regulatory Reference
Regulation Allowed Error

Starting from (0.8 x VCLIMB): Greater of 5 knots or 3%.
14 CFR §
27.1323 Do not perform a comparison if either value is below (0.8
x VCLIMB).
For climbing flight (VSI > 250 feet per minute):
Starting from (VTOS – 10): 10 knots
Do not perform a comparison if either value is below
(VTOS – 10)
14 CFR §
For other flight regimes:
29.1323
Starting from (0.8 x VTOS): Greater of 5 knots or 3%.
Do not perform a comparison if either value is below (0.8
x VTOS).
System uses VCLIMB as a substitute for VTOS.
Section 9 Appendix
An allowable airspeed error is computed for each compared value and

added together to create the airspeed miscompare threshold and
accommodates for the values deviating in different directions.
9.13. Jeppesen NavData Chart Compatibility
As GPS navigation, flight management systems, computer flight maps, and

computer flight planning systems have gained acceptance, avionics
companies and software developers have added more features. Even with
the many systems available today, paper enroute, departure, arrival, and
approach charts are still required and necessary for flight. Avionics
systems, flight planning, computer mapping systems, and associated
databases do not provide all of the navigation information needed to
conduct a legal and safe flight. They are not a substitute for current
aeronautical charts.
See www.Jeppesen.com for the latest information on coding instrument
procedures, naming conventions, altitudes within the database, and
aeronautical information compatibility.
9.14. ARINC-424 Path-Terminator Leg Types
For information, definitions, and examples, visit the FAA website,

www.faa.gov, to view the Instrument Procedures Handbook (FAA-H-8083-
16A).
9.15. Data Logging and Retrieval
The EFIS logs all data associated with a flight, including all flight instrument
and navigation data, which may be downloaded for review after flight. Data
from the last 5 flights or 20 hours are logged at a one-second interval.
Data logging files contain recordings of flight and engine parameters of up
to five hours each from the previous five system operations. During system
operation, flight and engine parameters are recorded every one second.
Each time the parameters are recorded, a Zulu time stamp followed by
three lines of comma delimited ASCII text data are written where the first
line contains flight parameters and, the second line contains engine
parameters.
With IDU powered off, open USB door, and insert USB flash drive. Power-
up and select Download Log Files to create a “\log” directory on the USB
flash drive and copy the data logging files into the directory.
Section 9 Appendix
CAUTION:
Always install a valid USB flash drive in the IDU prior to activating
any GMF to avoid erroneous failure indications or corruption of the
IDU.
9.15.1. Delete Log Files
1) If there are problems updating a navigation database or application

software due to an excessively large log file, select Delete Log Files
to delete all log files in the log directory.
Files named “LOG00.dat” thru “LOG04.DAT” and “MSGLOG.DAT” are
deleted. This does not affect operations of the EFIS, as the EFIS
generates new “LOG00.DAT” and “MSGLOG.DAT” files once a flight
has started.
2) Press any button on the IDU or push  to return to the ground

maintenance menu.
9.15.2. Logged Flags and Custom CAS Messages
Flags and custom CAS messages are logged in memory to a file named
“caslog00.csv” (*.csv files may be opened in Microsoft Excel or similar
spreadsheet software). In addition, data from the previous four flights are
saved in files “caslog01.csv” through “caslog04.csv.” Upon system start,
the existing “caslog00.csv” through “caslog03.csv” files are renamed
“caslog01.csv” through “caslog04.csv,” and “caslog00.csv” is opened for
active logging.
The first line of the log files contains column headings related to the flag’s
text (for standard warning functions) or the “CAS Log File Text” parameter
(for custom CAS messages). All standard warning functions are logged.
Only custom CAS messages with valid “CAS Log File Text” parameters
(i.e., not an empty string) are logged. Within the data fields of the log file,
values are written as in Table 9-5.
Table 9-5: Log File Values
Category Value
NORMAL 0
ADVISORY 1
CAUTION 2
WARNING 3
Section 9 Appendix
9.16. Routes and Waypoints
9.16.1. VFR Flight Planning
Figure 9-2: VFR Waypoint
The navigation database includes VFR waypoints, which consist of five

digits beginning with “VP.” These may be found on VFR charts and should
be loaded in the FMS prior to flight to ensure they are available in the
database, and the INFO checked for proper location.
9.16.2. Download Routes and User Waypoints
1) Select Download Routes and User Waypoints from the GMF to

download all routes and user waypoints stored in the IDU to the USB
flash drive. This option is useful for fleet operations where multiple
aircraft fly the same routes.
2) Routes are stored on USB flash drive as NAME1-NAME2.RTE where
NAME1 is the 1 to 5-character designation of the origin waypoint and
NAME2 is the 1 to 5-character designation of the destination waypoint.
User waypoints are stored on the USB flash drive as “USER.DAT.”
9.16.3. Upload Routes and User Waypoints
To copy all routes and user waypoints from a USB flash drive to the IDU,
select Upload Routes and User Waypoints from GMF. Use this option in
conjunction with the “Download Routes and User Waypoints” option to
upload the same routes and user waypoints in multiple aircraft.
9.16.4. Delete Routes
When corrupted routes cause the IDU to continually reboot, select Delete
Routes on GMF to remove all routes from the IDU.
Section 9 Appendix
9.17. EFIS Training Tool (ETT)
See the Installation and User Guide distributed with the ETT install files for
directions to install and use the EFIS Training Tool.
Use the ETT to create routes and user waypoints to save and upload into
the aircraft mounted IDUs. When uploading a saved flight plan (route) into
an aircraft mounted IDU, the following rules apply:
1) Either upload flight plan (route) into each IDU to ensure flight plan
(route) is saved in the route directory (all other displays); Or
2) Upload flight plan (route) into one display while in the ground mode.
When in flight mode, activate that flight plan and on any other display,
view active flight plan and press SAVE (L1) to save flight plan in the
route directory. This action will save the new uploaded flight plan
(route) in all other displays.
NOTE:
In a two-sided system, crossfill must be enabled to save flight plan to all
other displays on each side of the system.
The ETT has a bezel with simulated buttons and encoders responsive to
mouse and keyboard messages. Bezel graphics are derived from actual
bezel design data, and the ETT presents an active display with 1:1 pixel
correspondence to an actual IDU display. The audio output capability for
the ETT matches the audio functionality in the actual IDU. This training tool
simulates the functionalities of the IDU, which begins flight in Reno, Nevada
at approximately 8000’ MSL. If different ETT startup conditions are
required, they may be edited.
Flight plans may be created (on the PFD or MFD), stored, and activated in
the same manner as on the EFIS displays installed in the aircraft. This
allows for moving the start point to anywhere in the world where loaded
NavData is present for practicing published procedures. As with the
demonstrator program, the aircraft begins flying at approximately 8000’
MSL (unless the simulate.ini program is loaded) intercepting the first leg at
a 45° angle.
9.18. USB Flash Drive Limitations
When powering up the IDU with a USB flash drive inserted and “Error: No
updater files found on USB drive” displays, the USB is likely not acceptable
for loading or transferring data.
1) Ensure the USB flash drive with required files is properly connected.
2) Try again after reboot.
Section 9 Appendix
3) Press any button to continue.

4) Try a different USB flash drive.
NOTE:
USB flash drive must be formatted as FAT16 or FAT32.

If the flash drive is not recognized, try another source.
9.19. Certification Basis
The following TSOs are considered applicable to the IDU-450 (depending

upon the features of the installed software).
Document Number Document Title
Mark 33 Digital Information Transfer System
ARINC 429-16
(DITS)
ARINC 735A-1 Traffic Alert and Collision Avoidance System
Interface between Data Terminal Equipment
EIA-232D
and Data
Electrical Characteristics of Balanced Voltage
EIA-422A
Digital Interface Circuits
Installation of Electronic Display in Part 23
FAA AC 23.1311-1B
Airplanes
Minimum Performance Standards - Airborne
RTCA/DO-155
Low-Range Radio Altimeters
Minimum Operational Performance Standards
RTCA/DO-229D for Global Positioning System/Wide Area
Augmentation System Airborne Equipment
Minimum Operational Performance Standards
RTCA/DO-283A for Required Navigation Performance for Area
Navigation
Bank and Pitch Instruments (Indicating
SAE AS396B
Stabilized Type)
Air Data Computer - Minimum Performance
SAE AS8002A
Standard
TSO-C4c Bank and Pitch Instruments
TSO-C87 Airborne Low-Range Radio Altimeter
TSO-C106 Air Data Computer
TSO-C194 Terrain Awareness and Warning System
Airborne Multipurpose
TSO-C113 SAE AS8034
Electronic Displays
TSO-C52b Flight Director Equipment SAE AS8008
Stand-Alone airborne navigation equipment
TSO-C146a
using the Global Positioning System (GPS)
Section 9 Appendix
Document Number Document Title

Augmented by the Wide Area Augmentation
System (WAAS)
Airplane Aerodynamics and Performance, Lan
N/A
and Roskam, 1981.
9.20. Environmental Requirements
The IDU-450 meets the requirements of RTCA/DO-160F requirements,

Genesys Aerosystems claims the following:
1) The coldest storage temperature is -55°C.
2) Coldest condition in which the units can be powered up is -40°C and
will take at least 4 minutes to warm up with the internal heater circuit
operating.
Sec. Condition Cat. Test Category Description Notes

4.0 Temperature and F2 Equipment intended for +75°C for
Altitude installation in non- Short-Time
pressurized and non- Operating
controlled temperature High Temp.
location in an aircraft that is Cat. V (30
operated at altitudes up to minutes) for
55,000 ft. (16,800 m) MSL. loss of
Operating Low Temp: -55° C cooling.
Operating High temp: +70° C
Ground Survival Low Temp: -
55° C
Ground Survival High Temp:
+85° C
Altitude: +55,000 feet
5.0 Temperature B Equipment in a non-
Variation temperature-controlled or
partially temperature
controlled internal section of
the aircraft.
6.0 Humidity B Equipment intended for
installation in civil aircraft,
non-civil transport aircraft
and other classes, installed
under conditions in which a
more severe humidity
environment than standard
conditions may be
encountered.
Section 9 Appendix

7.0 Operational B Equipment generally Aircraft Type
Shocks & Crash installed in fixed-wing aircraft 5, Test Type
Safety or helicopters and tested for R for Crash
standard operational shock Safety
and crash safety. Sustained
Test
8.0 Vibration H+ H – Demonstrates Cat. H,
R+ performance at high-level, curve R
U short duration transient
vibration levels
R - (Fixed-Wing) Cat. R,
Demonstrates performance curves B, B1
at higher, robust vibration
levels and after long term
vibration exposure. Cat. U,
U - (Helicopter w/Unknown curve G
Frequencies) Demonstrates
performance at higher
vibration levels and after
long term vibration exposure
for fuselage and instrument
panel equipment when the
specific rotor frequencies are
unknown.
9.0 Explosive X Not Applicable
Atmosphere
10.0 Waterproofness W Equipment is installed in Drip proof
locations where it may be test
subjected to falling water,
such as condensation.
11.0 Fluids X Not Applicable
Susceptibility
12.0 Sand and Dust S Equipment is installed in
locations subject to blowing
sand and dust.
13.0 Fungus F Demonstrate whether By Analysis
Resistance equipment material is
adversely affected by fungi
growth.
14.0 Salt Fog S Equipment is subjected to a
corrosive atmosphere
15.0 Magnetic Effect Z Magnetic deflection distance
less than 0.3m.
Section 9 Appendix

16.0 Power Input Z Equipment intended for use 200 ms
on aircraft DC electrical power
systems where the DC interruption
supply has a battery whose capacity
capacity is small compared
with the capacity of the DC
generators.
17.0 Voltage Spike A Equipment intended primarily
for installation where a high
degree of protection against
damage by voltage spikes is
required.
18.0 Audio Frequency Z Equipment intended for use
Conducted on aircraft DC electrical
Susceptibility- systems where the DC
Power Inputs supply may not have a
battery of significant capacity
floating on the dc bus at all
times.
19.0 Induced Signal ZC Equipment intended primarily
Susceptibility for operation in systems
where interference-free
operation is required on
aircraft whose primary power
is constant frequency or DC.
20.0 Radio Frequency Y Equipment and Radiated: K
Susceptibility interconnecting wiring Minimum
(Radiated and installed in severe level at all
Conducted) electromagnetic frequencies
environments and to show to be
compliance with the interim 100V/m
HIRF rules.
21.0 Emission of M Equipment in areas where
Radio Frequency apertures are EM significant
Energy but not in direct view of
aircraft antennas, such as
passenger cabin or cockpit.
22.0 Lightning A3J3 Equipment interconnected Level 4 for
Induced 3 with wiring installed within MSU and
Transient any airframe or airframe OAT Probe
Susceptibility section when structural pins.
resistance is also a
significant source of induced
transients, (i.e., carbon fiber
Section 9 Appendix

composite structures). Level
3 designates equipment and
interconnecting wiring
installed in a moderately
exposed environment.
23.0 Lightning Direct X Not Applicable
Effects
24.0 Icing X Not Applicable
25.0 Electrostatic A Electronic equipment that is
Discharge (ESD) installed, repaired, or
operated in an aerospace
environment.
26.0 Fire, C Non-metallic equipment, By Analysis
Flammability component parts, sub-
assemblies installed in
pressurized or non-
pressurized zones and non-
fire zones with largest
dimension greater than 50
mm.
Traffic
Traffic
T 1. Traffic Page Access
Figure T-1: MFD Traffic Page Access
T 2. Menu Declutter
Figure T-2: PFD MENU DCLTR
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) T-1
Traffic
T 3. Traffic Symbology
MAP Page Traffic Page

Figure T-3: Traffic Symbology
Table T-1: Traffic Symbology
Type Traffic Symbology

TCAS-I,
TCAS-II, TAS,
and TIS-A
Other Proximate Traffic Resolution
Traffic Advisory Advisory Advisory
(Flashing) (Flashing)
Ownship
Symbol
T.
Table T-2: ADS-B and TIS-B Traffic Symbols
Other Proximate Traffic Advisory

Traffic Advisory (Flashing)
High-Integrity Traffic with
Track Information
High-Integrity Traffic
without Track Information
Degraded Position Traffic
with Track Information
Degraded Position Traffic
without Track Information
T-2 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 1st Ed Nov 2018
Traffic
T 3.2. Traffic Display Definitions
1) Resolution Advisory (RA): Traffic with a dangerous closest point of

approach and generates climb or descent commands as defined by
internal TCAS-II sensor logic.
2) Traffic Advisory (TA): Traffic with a dangerous closest point of
approach as defined by internal traffic sensor logic.
3) Proximate Advisory (PA): Traffic within 6 NM and ±1200 feet from
ownship that is not a RA or TA.
4) Other Traffic (OT): Traffic beyond 6 NM or ±1200 feet from ownship
that is not a RA or TA.
T 3.3. Traffic Rendering Rules
Table T-3: Traffic Rendering Rules
Type Traffic Distance Results

Displayed with half-
Off-scale
TA and RA Traffic symbols
No bearing Displayed with text
Beyond 6 NM
OT and PA Traffic Not displayed
Off-scale or no bearing
ADS-B and TIS-B
TCAS-I, TCAS-II,
Within 200’ of ground ground traffic
TAS, or TIS-A Sensor
displayed
Table T-4: Pilot Selected OT and PA Traffic Altitude Filtering
Mode Parameter
If aircraft VSI is less than -500FPM, traffic within +2,700
and -9,900 feet of aircraft altitude displayed.
If aircraft VSI is more than +500FPM, traffic within -2,700
AUTO
and +9,900 feet of aircraft altitude displayed.
Otherwise, traffic within -2,700 and +2,700 feet of aircraft
altitude displayed.
Traffic within -2,700 and +9,900 feet of aircraft altitude
ABOVE
displayed.
Traffic within +2,700 and -9,900 feet of aircraft altitude
BELOW
displayed.
Traffic within -2,700 and +2,700 feet of aircraft altitude
NORMAL
displayed.
ALL All received traffic displayed, no altitude filtering.
st
1 Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) T-3
Traffic
Traffic popups: When a traffic alert is generated, a popup function displays

traffic on the PFI, moving map page, and traffic thumbnail on the PFI.
T 3.4. Traffic Thumbnail
When selected from declutter options, the traffic

thumbnail is displayed in the lower right corner of the
PFD above the active waypoint identifier and has clock
face markings fixed at the 6 NM scale.
Figure T-4: Traffic Thumbnail
The traffic thumbnail is automatically enabled while there is an active traffic

warning (TA or RA) and the aircraft is above 500’ AGL. During a traffic
warning, the traffic thumbnail scale automatically adjusts in multiples of 2
NM (2 NM, 4NM, or 6NM), to optimally display the traffic. Since the traffic
thumbnail is mutually exclusive with the mini map, it also disappears in
unusual attitude mode.
T 4. Dedicated Traffic Page
When selected, a traffic page is available based roughly on the appearance

of a TCAS display and has the following elements.
T 4.1. Traffic Display Format
Figure T-5: Traffic Display Format
The traffic page is a centered display format with the ownship symbol
centered in the traffic page with data displayed out to an equal distance in
all directions. When the AHRS is in DG Mode, “DG” appears to the right of
the ownship symbol.
Traffic
T 4.2. Traffic Page Screen Range
The following traffic screen selected ranges are available (all distances
represent the distance from the ownship symbol to the compass rose):
5NM, 10NM, and 20NM. A TCAS range ring is centered upon the ownship
symbol to help the pilot judge range to displayed symbols with a 3NM radius
in 5NM and 10NM ranges, has a radius of half the range in 20NM, 50NM,
and 100NM ranges, and is presented on the TCAS range ring (e.g., 3NM,
10NM, 25NM, or 50NM).
T 4.3. Compass Rose Symbols
The compass rose is aligned with either magnetic north or true north
depending upon the status of the true north discrete input. A digital heading
readout and pointer aligned with the longitudinal axis of the ownship symbol
appears on the compass rose boundary circle. Compass rose symbols are
as specified in Section 3 Display Symbology. A green dashed lubber line
connects the center of the aircraft symbol and the track pointer.
Normal Mode True North Mode

Figure T-6: Traffic Screen Range Compass Rose Symbols
If a target altitude is set and not captured, an altitude capture predictor arc
is displayed on the lubber line at a point corresponding with predicted climb
or descent distance (based upon current VSI). A top of descent symbol is
shown at the point where a VNAV descent is predicted to commence. The
track pointer, lubber line, altitude capture predictor arc, and top of descent
symbol are not displayed when groundspeed is less than 30 knots. A pilot-
settable heading bug geometrically interacting with the heading pointer
appears on the compass rose. A magenta, star-shaped waypoint pointer is
displayed on the heading scale at a point corresponding with the active
waypoint and turns amber (yellow) in the event of GPS LON caution.
T 4.4. Clock and Options
The following are displayed in the upper right corner of traffic page.

Figure T-7: Clock and Options
st
Traffic
Table T-5: Clock and Options
Feature Options Notes

Zulu Time or hh:mm:ssZ Synchronized with the GPS/SBAS
Local Offset hh:mm:ssL constellation.
Traffic Status Enabled or If traffic is disabled, overlying red “X”.
Disabled When enabled, traffic altitude filtering
is as follows (see Table T-4).
AUTO = TRFC AUTO
ABOVE = TRFC ABV
BELOW = TRFC BLW
NORMAL = TRFC NORM
ALL = TRFC ALL
ADS-B Traffic Length of traffic vector annunciated
Vector Length as VECT## (traffic vector length in
minutes)
T 4.5. Fuel Totalizer/Waypoint Distance Functions
As defined in Section 3 Display Symbology

Figure T-8: Fuel Totalizer/Waypoint Distance
Functions
T 4.6. Active Flight Plan Path/Manual Course/Runways
automatic, the flight plan path, when selected, is shown on the traffic page
in correct relationship to the ownship symbol. The active flight plan path
depiction meets all the requirements of GPS/SBAS path definition and
matches the lateral navigation guidance given on the PFD (GPS/SBAS CDI
in automatic OBS mode, skyway boxes, and mini map). Active flight plan
path waypoint symbols for fly-over waypoints are distinct from fly-by
waypoints and consist of the waypoint symbol within a circle. When there
is a parallel offset, the active flight plan path depicts the parallel offset path,
and the original flight plan path is shown with haloed gray dashed lines.
When there is an active waypoint and manual GPS/SBAS OBS setting, the
manual course through the waypoint is shown as a pointer centered on the
waypoint and matches the lateral navigation guidance given on the PFD
(GPS/SBAS CDI in manual OBS mode, skyway boxes, and mini map).
Traffic
are magenta and turn amber (yellow) in the event of a GPS LON caution.
The traffic page displays airport runways in correct relationship and scale
to the ownship symbol.
When traffic source is ADS-B, traffic vectors and aircraft identification data
are shown. The traffic vector is a line connecting the traffic’s current
position with the traffic’s predicted position based on its current track and
groundspeed. The prediction time, in minutes, is pilot-selectable. Aircraft
identification (e.g. aircraft registration number or scheduled airline flight
number) is text located near the traffic symbol in the same color as the
traffic symbol.
T 5. MFD Traffic Format (FORMAT) Menu
MENU
FORMAT.. AUTO
ABOVE
ALT FILTER BELOW
Activate TCAD pilot
TCAD TEST (b) NORMAL
initiated test function
TREND VECTOR (a) ALL 1
DCLTR.. 1
Scroll – Scroll through traffic
altitude filter options
Turn traffic trend vector off OFF R4 Push – Set selected traffic
altitude filter
Scroll – Change trend vector
length in 1 min
increments not to
exceed 15 min ## MIN 1
Push – Set selected trend
vector length
Display active flight plan route ROUTE (a) Shown if optional TIS-B installed.
Display traffic identifier/squawk information IDENT (a) (b) Shown if optional Ryan/Avidyne
TCAD installed.
Accept changes DONE 1
Figure T-9: MFD Traffic Format (FORMAT) Menu
Upon selecting the MFD format menu, a list appears with the following
options:
1) ALT FILTER: Sets traffic altitude filter to AUTO, ABOVE, BELOW,
NORMAL, or ALL.
2) TCAD TEST: Activates test function when Ryan/Avidyne TCAD.
3) TREND VECTOR: When TCAS flag is TIS-B, sets traffic trend vector
length in minutes. OFF (R4) turns off traffic trend vector.
4) DCLTR..: Activates option list.
a) ROUTE: Toggles display of active flight plan route.
st
Traffic
b) IDENT: When EFIS is configured for TIS-B, toggles traffic

identifier/squawk information.
This example shows “TEST XX” for aircraft Identifiers.

The actual aircraft shows actual aircraft identification.
Figure T-10: MFD Traffic IDENT (FORMAT) Menu
T 6. MFD Fault Display (FAULTS) Menu
If traffic enabled, loss of communications with traffic sensor (TRFC) is

indicated with an X in place of “OK.”
T 7. Menu Synchronization
Table T-6: Menu Synchronization

The following menu parameters are synchronized across all displays at
all times. These are bugs and fundamental aircraft values that should
never have independence.
Traffic Filter Setting
PFD Traffic Thumbnail Show Flag
PFD Traffic Show Flag
maximum MFD operating flexibility.
MFD Traffic Page Settings
Remote Bugs Panel (RBP)

RBP 1. Remote Bugs Panel
Function
HDG ALT Main Selector Push
Encoder Encoder Display Buttons
LNAV VNAV Option Option Multi-

Button Button Display Button function
Encoder
Figure RBP-1: Remote Bugs Panel
The Remote Bugs Panel (RBP) promotes ease of operation while

minimizing pilot workload complexity by providing dedicated controls for
frequently used bugs and controls for setting IDU parameters as defined in
Table RBP-1.
The heading (HDG) and altitude (ALT) encoders behave similarly as the
encoders on the IDU. (See Section 5 Menu Functions and Step-By-Step
Procedures for HDG and ALT encoder description)
During initialization, the RBP begins with “GENESYS RBP” on the main
and option display screens. To access the internal light sensor control for
brightness, press the two arrow buttons simultaneously and rotate the
multifunction encoder to make adjustments. Press the Option button to exit
the brightness control program and return the RBP to normal operation.
Table RBP-1: Remote Bugs Panel (RBP)
Button/Encoder Function Scroll Push

Heading Increase or Synchronize to
HDG Encoder
Bug decrease current heading
Increase or
Altitude Synchronize to
ALT Encoder decrease
Bug current altitude
target altitude
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) RBP-1

Synchronize to
Multifunction GPS Increase or
current bearing to
Encoder Course decrease
active waypoint
Multifunction VOR 1
Synchronize to
Encoder Course Increase or
current bearing to
Multifunction VOR 2 decrease
the station
Encoder Course
Multifunction Airspeed Increase or Synchronize to
Encoder Bug decrease current airspeed
Multifunction Vertical Increase or Synchronize to
Encoder Speed Bug decrease current VSI
Multifunction Climb
Encoder Angle Set Increase or
Set to 3°
Multifunction Descent decrease
Encoder Angle Set
Multifunction Decision Increase or
Set to 200’ AGL
Encoder Height Bug decrease
Minimum
Multifunction Increase or Synchronize to
Altitude
Encoder decrease current altitude
Bug
Change OBS
GPS
Option “---“ Button N/A mode (manual or
Course
automatic)
VOR 1
Option “---“ Button
Course
N/A No function
VOR 2
Option “---“ Button
Course
Airspeed
Option “---“ Button N/A Toggle on or off
Bug
Vertical
Speed Bug
Climb
Option “---“ Button Angle N/A No function
Setting
Descent
Option “---“ Button Angle N/A No function
Setting
Decision
Height Bug
RBP-2 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 1st Ed Nov 2018

Minimum
Option “---“ Button Altitude N/A Toggle on or off
Bug
Move through
“Set” options.
Press both arrow
Function
Arrow Buttons N/A buttons
Scroll
simultaneously to
place into dimming
mode.
Switch autopilot
pitch steering and
VNAV Button commanded VSI
(With autopilot VNAV N/A between VNAV
enabled) sub-mode and
target altitude sub-
mode
Switch autopilot
LNAV Button roll steering
(With autopilot LNAV N/A between LNAV
enabled) sub-mode and
heading sub-mode
RBP
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) RBP-3
WX-500 Lightning Strikes

S 1. WX-500 Data
When selected, the ND displays cell mode or strike mode lightning strikes
in correct relationship to the ownship symbol with the following limits.
Table S-1: Lightning Strikes
Time or Distance Limit View

Display scale less than 25 NM
Strikes not shown
More than 3 minutes old
Strikes less than 20 seconds old Lightning symbol
Strikes between 20 seconds and 2 minutes old Large cross symbol
Strikes between 2 and 3 minutes old Small cross symbol
The pilot may select either an arced or centered display format.

Arced: Ownship displaced toward the bottom of the screen. Strike data are
displayed in a larger scale while displaying all data within range ahead of
the aircraft.
Centered: Ownship symbol is in the center of the ND with navigation data
is displayed out to an equal distance in all directions.
The strikes page has Strikefinder markings aligned with either magnetic
north or true north depending upon the status of the true north discrete
input. When the AHRS is in DG mode, “DG” appears to the right of the
ownship symbol.
Figure S-1: Strikes Page

1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) S-1
Figure S-2: Lightning Symbols
S 2. Dedicated Strikes Page
S 2.1. MFD Page (PAGE) Menu
PAGE menu allows the pilot to select which MFD page to display:
STRIKES: Shows the Strikes page.
S 2.2. Strikes Page Screen Range
The following screen ranges may be selected with all distances

representing the distance from the ownship symbol to the Strikefinder
markings: 12.5 NM, 25 NM, 50 NM, 100 NM, and 200 NM. The range ring
is centered upon the ownship symbol to help judge range to displayed
symbols. It has half the radius of the Strikefinder markings displayed
indicating the range corresponding to the radius of the range ring such as
(1.5 NM, 25 NM, 50 NM, and 10 NM.) The range ring is completely visible
in arced display format for the pilot to ascertain the current strikes page
setting.
S 2.3. Air Data and Groundspeed
Figure S-3: Air Data and Groundspeed in Upper Left Corner

S-2 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 1st Ed Nov 2018
S 2.4. Clock and Options
The following are displayed in the upper right corner of traffic screen:
Clock with Local Offset Time Clock with Zulu Time

Figure S-4: Clock and Options
1) Zulu Time or LCL Time: As specified in Section 3 Display Symbology.

2) WX-500 Status: When selected, displays cell mode lightning strikes in
correct relationship to the ownship symbol with the limits in Table S-2.
Table S-2: WX-500 Status
Condition Annunciation
CELL MODE annunciates mode
System Normal, Cell Mode
RATE ### depicts strike rate
STRK MODE annunciates mode
System Normal, Strike Mode
RATE ### depicts strike rate
System Failed with “Show Full
STRIKES overlaid with red “X”
Sensor Status Flag” enabled in
Strike symbols removed
EFIS Limits.
STRK TST shown
System in Test Mode
Strike symbols removed
A new strike rate value is calculated every five seconds during normal
operation, based upon strikes within the selected display range. The
number of fresh strikes (less than 20 seconds old) is used to generate a
strike rate representing strikes per minute. Strike rate increases are
displayed immediately upon calculation, while decreases in strike rate are
damped. Activating the strike clear function resets the strike rate to zero.
S 2.5. Active Flight Plan Path/Manual Course/Runways
automatic, the flight plan path is shown on the strikes page in correct
relationship to the ownship symbol.
manual, the course through the waypoint is shown as a pointer centered
on the waypoint. The pointer matches the lateral navigation guidance on
the PFD (GPS/SBAS CDI in manual OBS mode, skyway boxes, and mini-
map).
Figure S-5: Active Flight Plan Path/Manual Course/Runways
The strikes page displays airport runways in correct relationship and scale
S 2.6. Fuel Totalizer/Waypoint Distance Functions
Active Waypoint Active Waypoint as Destination

Figure S-6: Fuel Totalizer/Waypoint Distance Functions
S 3. MFD Strikes Format (FORMAT) Menu
Upon selecting the MFD format menu when in the Strikes page, the
following option list appears:
1) CENTER/ARC: Toggles centered and arced display format.
2) STRK MODE/CELL MODE: Toggles strike and cell mode strikes.
3) DCLTR..: Activates option list to toggle active flight plan route.
4) STRK TEST: Activates the WX-500 test function.
S-4 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 1st Ed Nov 2018
MENU
Switch to centered display format

(shown if arced is current display format) FORMAT..
Switch to arced display format
(shown if centered is current display format)
CENTER
Switch to strike mode
ARC
(shown if cell is current mode)
STRK MODE
Switch to cell mode
(shown if strike is current mode) CELL MODE
Activate WX-500 pilot initiated test function STRK TEST
DCLTR.. 1
Display active flight plan route ROUTE

Accept Changes DONE 1
Figure S-7: MFD Strikes Format (FORMAT) Menu
S 4. MFD Page First-Level Option Descriptions
CLR STRKS (L2) or WX LGND (L2): On ND or Strikes page with WX-500

enabled, CLR STRKS activates the strike clear option.
S 5. MFD Fault Display (FAULTS) Menu
If the WX-500 option is enabled, loss of communications with the WX-500.

S 6. Menu Synchronization
Table S-3: Menu Synchronization

MFD Strike (WX-500) Page Settings
MFD Strike (WX-500) Page Settings
S
Datalink
Datalink
D 1. Datalink Symbology
Figure D-1: Datalink Symbology with G METAR On
Figure D-2: Datalink Symbology with NEXRAD On
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) D-1
Datalink
Table D-1: ADS-B Data
NEXRAD Data Available if included in user subscription.

Available if textual METAR data is included
Graphical METAR Data in user subscription. Derived from textual
METAR data using EFIS algorithm.
NEXRAD data is displayed on the ND in correct relationship as colored

regions of precipitation using the convention.
Table D-2: Datalink NEXRAD Data
Color Meaning
Areas beyond the limits of radar coverage or areas
Gray Shading
with missing data
Magenta Rain >= 50dBZ
Red Rain >= 45dBZ and < 50dBZ
Light Red Rain >= 40dBZ and < 45dBZ
Amber (Yellow) Rain >= 30dBZ and < 40dBZ
Green Rain >= 20dBZ and < 30dBZ
Cyan Snow >= 20dBZ
Light Cyan Snow >= 5dBZ and < 20dBZ
Mixed Precipitation >= 20dBZ (Area is distinguishable
Magenta
from rain >= 50dBZ by graphical context)
Light Magenta Mixed Precipitation >= 5dBZ and < 20dBZ
Graphical METARs are displayed in correct relationship to the ownship

symbol as a large color-filled circle as follows.
Table D-3: Graphical METARS (GMETARS) Screen Range
Screen Range Display

50 NM All GMETARS with Airport Symbol and ID
100 NM All GMETARS with Airport Symbol only
200 NM All GMETARS
400 NM VFR GMETARS are decluttered
800NM and 1,600 NM VFR and MVFR GMETARS are decluttered
Graphical METARs are also displayed in the menu system “nearest

airport,” “nearest weather,” and “info” functions.
D-2 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 1st Ed Nov 2018
Datalink
Figure D-3: NRST Airport INFO
If the airport has an available datalinked METAR, the circular part of the
airport symbol is colored-fill with the following convention.
Table D-4: Graphical METAR Symbols
Color Meaning
Sky Blue Visual Flight Rules (VFR)
Green Marginal Visual Flight Rules (MVFR)

Amber
Instrument Flight Rules (IFR)
(Yellow)
Red Low Instrument Flight Rules (LIFR)
Magenta Less than Category 1 Approach Minimums
Black No Data
Graphical weather conditions data are displayed in the menu system “info”
function as large colored squares per the following convention.
Table D-5: Datalink Graphical METAR Precipitation
Color Meaning
Sky blue No significant precipitation
Green Rain
White Snow
Red Hazardous weather
Right half gray Obscuration to visibility
Small black square centered in large
High wind
square
Black No data
Textual METAR and TAF data are displayed when appropriate in the menu
system “info” function. Time of observation and forecast are contained
within the text.
Datalink
Figure D-4: METAR and TAF Report for KPHX
D 2. Dedicated Datalink Page
D 2.1. MFD Page (PAGE) Menu
DATALINK: Shows the Datalink page.

D 2.2. Ownship Symbol
When not panning with AHRS in the DG mode, “DG”

appears to the right of the ownship symbol. The datalink
page is always displayed in north-up orientation with a
boundary circle in place of the compass rose. If not in
pan mode, the ownship symbol is aligned with the
aircraft heading.
Figure D-5: Datalink Symbology Rotorcraft Ownship Symbol
D 2.3. Datalink Page Legend
When selected, the datalink page

legend depicts symbology used for
graphical METARs and NEXRAD with
winter colors.
Figure D-6: ADS-B Datalink Page
Legend
D 2.4. Air Data and Groundspeed
Air data and groundspeed are displayed in the upper left corner of the
datalink page as specified in Section 3 Display Symbology.
D 2.5. Clock and Options
The following are displayed in the upper right corner of the ND:
Datalink
Figure D-7: Clock/Options
1) Zulu Time or LCL Time: As in Section 3 Display Symbology.

2) Datalink Weather Status: When status of NEXRAD, graphical
METARs are displayed as follows.
Table D-6: Datalink NEXRAD Status
Condition Status Annunciation

*NEXRAD Graphical METAR
Never completely
No Annunciation
downlinked
Downlinked within last 5 “NXRD ##” in green. “GMTR ##” in green.
minutes and selected ## is age in minutes. ## is age in minutes.
for display*. “Show Full NEXRAD shown. GMETARS shown.
Sensor Status Flag”
enabled.
Downlinked within last 5 “NXRD ##” in green. “GMTR ##” in green.
minutes and deselected ## is age in minutes. ## is age in minutes.
from display*. “Show “NXRD ##” overlaid “GMTR ##” overlaid
Full Sensor Status Flag” with green “X” with green “X”
enabled.
NEXRAD not shown. GMETARS not
shown.
Not downlinked within “NXRD ##” in amber “GMTR ##” in amber
last 5 minutes but (yellow). ## is age in (yellow). ## is age in
downlinked within last minutes. minutes.
10 minutes and NEXRAD shown. GMETARS shown.
selected for display*.
“Show Full Sensor
Status Flag” enabled.
Not downlinked within “NXRD ##” in amber “GMTR ##” in amber
last 5 minutes but (yellow). ## is age in (yellow). ## is age in
downlinked within last minutes. minutes.
10 minutes and “NXRD ##” overlaid “GMTR ##” overlaid
deselected from with green “X” with green “X”
display*. “Show Full
NEXRAD not shown.
Datalink
Table D-6: Datalink NEXRAD Status
Condition Status Annunciation

*NEXRAD Graphical METAR
Sensor Status Flag” GMETARS not
enabled. shown.
Not downlinked within “NXRD ##” in red. “GMTR ##” in red.
last 10 minutes but ## is age in minutes. ## is age in minutes.
downlinked within last NEXRAD shown. GMETARS shown.
75 minutes and
selected for display*.
Not downlinked within “NXRD ##” in red. “GMTR ##” in red.
last 10 minutes but ## is age in minutes. ## is age in minutes.
downlinked within last “NXRD ##” overlaid “GMTR ##” overlaid
75 minutes and with green “X” with green “X”
deselected from
display*. “Show Full NEXRAD not shown. GMETARS not
Sensor Status Flag” shown.
enabled.
Not downlinked within “NXRD XX” in red “GMTR XX” in red
last 75 minutes (timed- “NXRD XX” overlaid “GMTR XX” overlaid
out). “Show Full Sensor with red “X” with red “X”
Status Flag” enabled.
NEXRAD not shown. GMETARS not
shown.
* If installed, weather radar selected for display
D 2.6. Datalink Page Screen Range
Figure D-8: Datalink Page Screen Range

Datalink
When selected, the following screen ranges (all distances represent

distance from the ownship symbol to the boundary circle) are available.
Radius of the range ring is presented on the range ring.
Table D-7: Datalink Page Screen Ranges
Ownship to Boundary Circle Radius Range Values

50 NM 25 NM
100 NM 50 NM
200 NM 100 NM
400 NM 200 NM
800 NM 400 NM
1,600 NM 800 NM
D 2.7. Boundary Circle Symbols
Boundary
Circle
Figure D-9: Boundary Circle Symbol
A white triangular heading pointer aligned with the longitudinal axis of the
ownship symbol appears on the boundary circle with a green diamond-
shaped track pointer aligned with the aircraft’s track across the earth. A
green dashed lubber line connects the center of the aircraft symbol and the
track pointer.
If a target or VNAV altitude is set and not captured, an altitude capture
predictor arc is displayed on the lubber line at a point corresponding with
predicted climb or descent distance (based upon current VSI). The track
pointer, lubber line, and altitude capture predictor arc are not displayed
when groundspeed is less than 60 knots. A pilot-settable heading bug
geometrically interacting with the heading pointer appears on the boundary
circle. A magenta, star-shaped waypoint pointer displayed on the boundary
circle at a point corresponds with the active waypoint. The waypoint pointer
turns amber (yellow) in the event of GPS LON caution. Boundary circle
symbols are not drawn when in pan mode.
D 2.8. Active Flight Plan Path/Manual Course/Runways
When there is an active flight plan and automatic GPS/SBAS OBS setting,
the flight plan path, when selected, is shown in correct relationship to the
ownship symbol. The active flight plan path depiction meets all GPS/SBAS
Datalink
path definition requirements and matches the lateral navigation guidance

on the PFD (GPS/SBAS CDI in automatic OBS mode, skyway boxes, and
mini-map). Active flight plan path fly-over waypoints symbols are distinct
from fly-by waypoints and consist of the waypoint symbol within a circle.
When there is a parallel offset, the active flight plan path depicts the parallel
offset path, and the original flight plan path is shown with haloed gray
dashed lines.
When there is an active waypoint and manual GPS/SBAS OBS setting, the
course through the waypoint is shown as a pointer centered on the
waypoint and matches the lateral navigation guidance on the PFD
(GPS/SBAS CDI in manual OBS mode, skyway boxes, and mini-map).
The datalink page displays airport runways in correct relationship and scale
D 2.9. Borders
National and United States state borders are drawn in white in correct
relationship to the ownship symbol.
D 2.10. Pan Mode
Use the pan mode to change the location of the center of the page away
from current location and view weather conditions along the route of flight
and at the intended destination or alternate destination. When pan mode is
active, press NORTH (L3), SOUTH (L4), EAST (R3), or WEST (R4) to pan
in indicated direction. When pan mode is active, a line is drawn from the
map center to the aircraft's current position, and bearing and distance to
the map center is always displayed above the ownship symbol when the
aircraft is more than 0.5 NM away. If referenced to magnetic north, (as
specified in Section 3 Display Symbology) when panning, the nearest
displayed graphical METAR symbol within the inner range ring is
highlighted with a flashing circle. When such a point is highlighted,
dedicated buttons are present to allow the pilot to view and hide the
waypoint information (including datalink weather information) associated
with that point.
D 3. MFD Datalink Format (FORMAT) Menu
Upon selecting the MFD format menu when in the Datalink page, an option
list appears with the following options:
1) PAN ON/PAN OFF: Toggles Datalink page pan mode.
2) DCLTR..: Activates option list.
Datalink
a) ROUTE: Toggles showing the active flight plan route on the

Datalink page.
b) When datalink weather products are available for display, list of
individual datalink weather products appears in the selection box,
e.g., G METAR, NEXRAD.
MENU
FORMAT..
PAN ON
Turn pan mode off
PAN OFF
(shown if pan mode is on)
Turn pan mode on
DCLTR.. (shown if pan mode is off)
1
Display active flight plan route ROUTE P

N
Graphical METAR G METAR L1 O Pan Off
F
NEXRAD radar NEXRAD F
Accept Changes DONE N

Pan east E
1 O
A
L3 R S R3
T
Pan north T
H
S
Pan west W
O
E
L4 U S R4
T
Pan south T
H
Push – Switch to PFD

Scroll CW – Increase range 1
Scroll CCW – Decrease range
Figure D-10: MFD Datalink Format (FORMAT) Menu
D 3.1. MFD DATALINK Page (Step-By-Step)
1) Press MENU (R1) then PAGE

(R3) and scroll  to DATALINK
and push to enter.
2) Example shows MFD with

DATALINK.
Datalink
3) Press MENU (R1) then FORMAT

(R4) to format Datalink page.
4) Scroll  to PAN ON, DCLTR.., or

ROUTE ON, Push to enter.
D 4. Top-Level Auto Pop-Up Function Descriptions
Table D-8: Top-Level Auto Pop-Up Function Descriptions
FPL When showing Datalink page with pan mode enabled, PN

(L1) OFF appears. Press to disable pan mode. RESET has
precedence over PN OFF.
ACTV When showing ND or Datalink page with: (a) pan mode
(L2) enabled; (b) information for the nearest highlighted waypoint
being shown; and (c) airport weather information present in
the information block; WX appears. Press to display textual
METAR and TAF data for the airport.
INFO When showing Datalink page with pan mode enabled,
(L3) NORTH appears. Press to shift the center of page in the
specified direction.
OBS When showing Datalink page with pan mode enabled,
(L4) SOUTH appears. Press to shift the center of page in the
specified direction.
BARO When showing Datalink page with pan mode enabled, INFO
(R2) or HIDE appears. Press to toggle the display of information for
the nearest highlighted waypoint. Refer to the INFO Menu
requirements for the amount and type of information
presented.
NRST When showing Datalink page with pan mode enabled, EAST
(R3) appears. Press to shift the center of page in the specified
direction.
When showing Datalink page with pan mode enabled, WEST
appears. Press to shift the center of page in the specified
(R4) direction.
D 5. MFD Page First-Level Option Descriptions
WX LGND (ACTV) (L2): Activates datalink weather legend.
Datalink
D 6. Active Flight Plan (ACTV) Menu Options
NRST APT (R3): WX LGND (L2) and EXPND WX (L3) are available to
show a weather symbol legend and highlighted result METAR and TAF text
respectively.
Identifier Entry Box: Highlighted result information includes datalinked
weather information when available.
D 7. Information (INFO) Menu
When airport weather information is presented in the information block, WX

LGND (L2) displays an airport graphical METAR legend, and EXPND WX
(L3) displays textual METAR and TAF data for the airport.
D 8. MFD Fault Display Menu
If ADS-B datalink is enabled, an indication of ADS-B position validity (ADSB

POSN), an indication of whether maintenance of the ADS-B receiver is
required (ADSB MAINT) and an indication of whether the Conflict
Situational Awareness algorithm is working (ADSB CSA).
D 9. Menu Synchronization
Table D-9: Menu Synchronization

MFD Datalink Page Settings
D
Round Dials
Round Dials
RD 1. Airspeed Display
Figure RD-1: Round Dials Airspeed Display
The airspeed display digitally displays indicated airspeed in knots, miles,

or kilometers per hour (as per aircraft “Speed Units” system limit) and is
scaled to show the entire operating range of the aircraft. Clockwise
movement indicates increasing speed. When an ADC sensor fails, the
display appears as shown in Figure RD-8.
Without airspeed IAS bug set to 80 IAS bug set to 80

bugs and indicating 80 and indicating 70
KIAS KIAS
Figure RD-2: Round Dials Airspeed Display Limits
1) Gray safe-operating area from bottom of dial to VMIN. Airspeed is gray

at 0 (indicating “dead” airspeed) but otherwise green.
2) Green safe operating range area from VMIN to VNO. VMIN refers to the
minimum speed for effective airspeed indication (usually 20KIAS,
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) RD-1
Round Dials
depending on the connected ADC). Airspeed readout is gray at 0

(indicating “dead” airspeed) but otherwise green.
3) Amber (yellow) caution range area from VNO to VNE (power-on).
Airspeed readout is yellow.
4) Red radial line at VNE (power-on). Airspeed readout is red at or above
the red radial line.
The airspeed dial for Part 27 and Part 29 rotorcraft has additional specific
airspeed markings as follows:
A red cross-hatched radial line at VNE (power-off).
RD 2. Round Dials PFD
Figure RD-3: Round Dials PFI Area (QNH)
RD 3. Round Dials PFI Configuration
Altitude display and changing altimeter setting:

1) Press BARO (R2) to enter BARO mode and view the inches of mercury
(inHg) or millibars (mbar) value in the lower right corner.
2) Scroll  CW to increase or CCW to decrease QNH. (As shown

encircled in red in Figure RD-3, Figure RD-4, and Figure RD-5.)
3) Push  or press EXIT (R1) to enter the new value.
RD-2 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 1st Ed Nov 2018
Round Dials
The altimeter setting digitally displays the

altimeter setting in either inches of mercury
(inHg) or millibars (mbar) according to the pilot-
selected units.
Figure RD-4: Altimeter QNH
The mode is annunciated as QFE operations

otherwise, no mode is annunciated
Figure RD-5: Altimeter QFE
QFE: Barometric setting resulting in the

altimeter displaying height above a reference elevation (i.e., airport or
runway threshold).
QNE: Standard barometric setting (29.92 inHg or 1013 mbar) used to
display pressure altitude for flight above the transition altitude.
QNH: Barometric setting resulting in the altimeter displaying altitude above
mean sea level at the reporting station.
RD 4. Altitude Display
The altitude readout digitally displays barometric

altitude to the nearest ten feet as adjusted by an
altimeter setting and shows a 1000-foot range
with labels and graduations every 100 feet. CW
rotation of the pointer indicates increasing
altitude. All graduations are removed when
below sea level.
Figure RD-6: Altitude Display
Round Dials
Figure RD-7: Altitude Display (When Below Sea Level)
Figure RD-8: Airspeed and Altitude with Loss of ADC
Altitude sub-mode user-selectable triangular

target altitude bug shown here at 4,400’. The
bug is limited to -1,000’ up to the service ceiling
and is removed when more than 500’ away
from current altitude.
Figure RD-9: Target Altitude Bug
The target altitude bug can be used as a visual reference or when vertically
integrated with the Genesys HeliSAS-E or other autopilot, the bug
characteristics indicate the following modes:
1) Filled-white when in altitude hold mode.
2) Hollow-white when in a climb or descent mode.
3) Filled-white during altitude hold capture.
When not vertically integrated with the Genesys HeliSAS-E or other
autopilot, the target altitude bug is filled-white at all times.
Round Dials
When in VNAV sub-mode, the VNAV altitude

bug appears when within 500’ from the current
altitude. In this example, the VNAV altitude is
5,100’.
Figure RD-10: VNAV Sub-Mode
The VNAV bug can be used as a visual reference or when vertically

integrated with the Genesys HeliSAS-E or partially integrated through use
of the vertical mode discrete input as a control parameter for climbs or
descents with another autopilot. The following bug characteristics indicate
the following modes:
1) Filled-magenta when in altitude hold mode.
2) Hollow-magenta when in a climb or descent mode.
3) Filled-magenta during altitude hold capture.
When not vertically integrated with an autopilot, the VNAV bug is filled-
white at all times.
Metric altitude values may be selected from
within the declutter menu with a resolution of 1
meter.
Figure RD-11: Metric Altitude
RD
RD 5. Vertical Speed Indicator
The VSI is located below the altitude display with a

readout and dial pointer and scale of ±3,000 feet per
minute. The integral scale graduations are ±500,
±1,000, ±2,000, and ±3,000 feet per minute. CW
(upward) rotation of the pointer indicates increasing
vertical speed while CCW indicates decreasing speed.
Figure RD-12: Vertical Speed Indicator
Round Dials
VSI bug set to +1,000 fpm VSI bug set to +1,000 fpm without
with HeliSAS enabled autopilot enabled.
Figure RD-13: VSI Bugs
The vertical speed bug is mutually exclusive with the IAS bug and can be
used either as a visual reference or when vertically integrated with the
HeliSAS-E or other autopilot as a control parameter for climbs or descents.
When vertically integrated, the vertical speed bug is filled-white when in
VSI climb or descent mode. Otherwise, the vertical speed bug is hollow-
white as shown above on the left. When not vertically integrated with an
autopilot, the vertical bug is filled-white at all times.
RD 6. Heading Display
The heading display appears in a blacked-out area on the bottom to

emulate a “Basic-T.”
Figure RD-14: Heading Display
Round Dials
RD 7. Turn Rate Indicator
The turn rate indicator is displayed below the airspeed

display. This standard turn needle displays marks
representing a standard rate turn. The full scale for the
turn needle is beyond the standard rate turn mark. This
allows the pilot to fly a standard rate turn. The balance
ball is driven from accelerometers within the AHRS.
Figure RD-15: Turn Rate Indicator
Table RD-1: PFD Declutter Options and Features
Configuration
Declutter Options Round Notes
Tapes Basic
Dials
PFD Analog AGL
 
Indicator
Full-Time or Auto
Decluttered Bank 
Scale Display
Basic Mode  
PFD Mini-Map  
PFD Traffic
 
Thumbnail
Skyway Guidance 
Perspective Traffic

Depiction
Turn Rate
 
Indication
Single Cue Flight
  
Director
Dual Cue Flight
  
Director
METERS   
RD 8. RED-X (Invalid Input)
The following round dial items on the PFD screen will have a RED-X in
case of invalid input:
1) Turn Indicator
2) Balance Ball
Search and Rescue (SAR) Patterns

SAR 1. Search and Rescue (SAR) Patterns
When enabled by EFIS system limits, the pilot can create one SAR pattern
at an eligible flight plan waypoint and only one waypoint within the active
flight plan. The current position of the aircraft is determined relative to that
desired path for lateral deviation for display on the GPS/SBAS CDI. In most
cases, the IDU auto-sequences from one waypoint to the next similar to all
other flight plan sequencing along the flight path.
The SAR option is available for any waypoint except the following:
1) Suppressed waypoint
2) Skipped waypoint
3) Manual termination waypoint
4) Waypoint that is part of an IFR or VFR approach
5) Holding pattern waypoint
6) SAR pattern exit waypoint
7) Waypoint that begins a departure procedure
8) Parallel offset entry or exit waypoint
9) Dynamic termination waypoint (altitude termination, DME termination,
radial termination or intercept termination)
SAR patterns can be created in the RUN DEMONSTRATOR/TRAINING
PROGRAM Ground Maintenance Page or the EFIS Training Tool. After the
SAR pattern is created and saved, that flight plan can be uploaded to any
IDU or all IDUs in an aircraft for later use.
The desired flight path is created from a sequence of straight, left, and right
turning leg segments to provide smooth skyway, GPS/SBS CDI, and lateral
autopilot guidance. SAR patterns are drawn at the lowest of holding or
procedure speed.
SAR 1.1. SAR Pattern Step-by-Step Procedures
To select a SAR pattern, follow these step-by-step procedures. Refer to

subsequent sections for additional details and examples for the individual
patterns.
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) SAR-1
1) Press ACTIVE (L2) and scroll  to

desired eligible waypoint to begin
SAR pattern creation process and
push to enter.
2) Press ACTV (L2) and then scroll 

to SAR PTRN.. and push to enter.
3) Scroll  to one of the five SAR

pattern options and push to enter.
*Pattern includes the option to select
individual legs within the SAR
pattern for navigation guidance.
a) Expanding Square*
b) Rising Ladder*
c) Orbit
d) Race Track
e) Sector Search*
4) Scroll  through each step and

create the desired parameters (e.g.,
direction, track, leg length, leg
spacing, and number of legs) and
push to enter.
See following sub-sections for more

details for parameters of each
pattern.
SAR-2 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 1st Ed Nov 2018
5) After SAR pattern is created, it

appears on the ND MAP, MINI MAP
and active flight plan.
6) To select a SAR pattern individual

legs scroll  to SAR pattern EXIT
WPT as it appears in magenta and
push to enter.
7) Scroll  to SAR SGMNT.. and push

to enter.
8) Scroll  to desired leg for navigation

guidance.
9) Control the aircraft to new magenta

line for maneuvering to begin
following navigation guidance.
See § SAR 2, SAR 3, and SAR 6 for

examples of selected segments.
10) To delete existing SAR pattern,

Press ACTV (L2). Scroll  to SAR
pattern and press DELETE (R3).
11) Push  to confirm.
SAR 2. Expanding Square Pattern
Figure SAR-1: Expanding Square Pattern
Figure SAR-2: Expanding Square Pattern Parameters
Table SAR-1: Expanding Square Pattern Parameters
Parameters Increments (Range)/Direction Notes

Initial Turn Left or Right
Outbound from previous
Initial Track Magnetic or True
waypoint in 1° increments
Leg Spacing 0.25NM (0.25 to 10NM)
Number of Legs 1 to 50
Direction of Turn
Leg Spacing
Figure SAR-3: Expanding Square Pattern-Turn and Leg Parameters
Figure SAR-4: Expanding Square Pattern-Individual Leg Selected
SAR 3. Rising Ladder Pattern
Figure SAR-5: Rising Ladder Pattern

Figure SAR-6: Rising Ladder Pattern Parameters
Table SAR-2: Rising Ladder Pattern Parameters

Leg Length 0.5 NM (1NM to 100NM)
Number of Legs 1 to 50
INIT TURN: LEFT
LEG LENGTH:
15.NM
LEG
SPACING:
3.00NM INIT TRACK: 360°
Figure SAR-7: Rising Ladder Pattern-Turn, Leg, and Track

Parameters
Figure SAR-8: Expanding Square Pattern-Individual Leg Selected

SAR 4. Orbit Pattern
The SAR exit waypoint is a duplicate of

the previous waypoint. This SAR
pattern is unique in that the navigation
path never goes through the waypoint.
The path is a circle around the waypoint
intercepted along tangents. With no
other menus displayed on the PFD,
CONT (L2) appears to allow for
continuing out of the orbit and normal
sequencing in the active flight plan.
Figure SAR-9: Orbit Pattern
Figure SAR-10: Orbit Pattern Parameters
Table SAR-3: Orbit Pattern Parameters
Parameters Increments (Range)/Direction

Turn Direction Left or Right
Radius 0.25NM (0.25NM to 10NM)
TURN DIR: LEFT
RADIUS: 5.0NM
Figure SAR-11: Orbit Pattern-Turn and Radius Parameters

SAR 5. Race Track Pattern
With no other menus displayed on the PFD,

CONT (L2) appears for continuing out of the
racetrack and normal sequencing in the
active flight plan.
Figure SAR-12: Race Track Pattern
Figure SAR-13: Race Track Pattern Parameters
Table SAR-4: Race Tack Pattern Parameters

TURN DIR: LEFT
LEG LENGTH: 10.NM
INIT TRACK: 360°
Figure SAR-14: Race Track Pattern-Turn, Leg, and Track Parameters

SAR 6. Sector Search Pattern
Figure SAR-15: Sector Search Pattern
Figure SAR-16: Sector Search Pattern Parameters
Table SAR-5: Sector Search Pattern Parameters

SAR ON’T DELETE THIS LINE
INIT TURN: LEFT
Leg Length
INIT TRACK: 348°
Figure SAR-17: Race Track Pattern-Turn and Track Parameters
Figure SAR-18: Sector Search Pattern-Individual Leg Selected
Index
Abbreviations and Acronyms .................................................................. 2-1
About This Guide .................................................................................... 1-2
ADAHRS .............................................. 2-1, 2-14, 2-18 to 20, 3-60, 9-2 to 3
ADF #1 Pointer ..................................................................................... 5-56
AGL Indication ............................................................. 3-9 to 10, 3-69 to 70
Air Data ........2-1, 2-19, 2-33, 3-42, 3-60, 3-69, 4-8, 8-13 to 15, 8-20, 9-10,
..................................................................................................... S-2, D-4
Aircraft
In the Air .................................................................. 2-17, 2-44, 5-37, 7-1
On the Ground.. 2-15, 2-30, 2-36, 2-45 to 46, 3-35, 3-50, 3-68, 5-37, 6-2
Referenced ........................................................................................ 7-12
Airport.................. 2-30, 3-35 to 36, 3-44, 3-50 to 52, 3-68, 5-6, 5-16, 5-29,
........ 5-34 to 37, 5-47, 6-2, 6-7 to 8, 7-2, 7-6 to 8, 7-23, 7-28, 7-38 to 40,
............. 7-44, 7-48, 7-52, 7-55 to 56, 7-59, 8-16, 9-2, T-7, S-4, D-2 to 3,
......................................................................................... D-8 to 11, RD-3
Airspace ............................................................. 3-46, 4-4, 5-33, 5-49, 5-55
Depiction .................................................................................. 3-44 to 46
Airspeed
Bug ................................... 3-9, 3-12 to 13, 5-3, 5-42 to 43, RBP-2, RD-1
Display ................................................................. 3-11 to 13, RD-1, RD-7
Miscompare Threshold ................................................................. 9-5 to 6
True .................................................... 2-6, 2-9, 3-43, 4-3 to 5, 7-14 to 15
Airway
Low Altitude ....................................................................................... 3-44
Victor ................................................................................................. 5-25
Altimeter
Menu......................................................................................... 5-47 to 48
Setting ............................ 2-37, 3-4, 5-12, 5-47 to 48, 6-1, 9-2, RD-2 to 3
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) Index-1
Altitude
Aircraft Selected (ASEL) ..................................................................... 2-1
Capture Predictor ............................................................... 3-51, T-5, D-7
Display ................................................ 3-3, 3-6 to 7, 3-10, T-3, RD-3 to 5
Minimum ....................... 2-40, 3-7 to 8, 5-3, 5-41, 7-45, 7-49, RBP-2 to 3
Miscompare Threshold ......................................................... 1-3, 9-4 to 5
Select Menu (ALT SEL) ............................................................. 2-1, 5-41
Target ................................... 3-4 to 6, 3-35, 5-41, T-5, RBP-1 to 4, RD-4
Amber (Yellow) ............ 2-21, 2-40, 3-7, 3-11, 3-15, 3-21, 3-35, 3-44, 3-47,
................ 3-52 to 53, 3-58 to 62, 3-67, 7-1, 7-53, T-5 to 7, S-4, D-5 to 8
Analog AGL
Indication ........................................................................................... 3-10
Indicator (ANLG AGL) .............................................................. 5-44 to 46
Analog Navigation Symbology .............................................................. 3-50
Approach .... 2-1 to 6, 2-31, 3-28, 3-40, 5-17, 6-7 to 8, 7-7 to 8, 7-13 to 14,
.7-27 to 32, 7-35, 7-41, 7-44, 7-47, 7-51, 7-55, 7-58, 7-62, 8-1, 8-4 to 6,
.................................................................................................. 8-10, D-3
APPR ........................................................ 2-1, 6-7 to 8, 7-27 to 29, 7-57
APV .............................................................................................. 2-1, 7-8
ARM ................................ 2-39, 3-29, 5-7, 7-9, 7-43 to 45, 7-49, 7-53, 7-60
Atmospheric Perspective ...................................................... 3-2, 3-17 to 20
BACK ................................................................... 3-3, 5-2, 5-14 to 16, 5-20
Bank Scale (BANK SCL) ............................................. 3-2, 3-25, 5-45 to 46
BARO ..... 2-2, 2-16, 3-4, 5-4 to 7, 5-10 to 11, 5-47 to 48, 6-1 to 2, 7-8, 9-2,
............................................................................................... D-10, RD-2
BARO-VNAV ........................................................................................... 7-8
Basic Mode ............................................... 3-2, 3-17 to 18, 3-23 to 25, 7-10
Blue .......................................... 2-21, 3-18 to 20, 3-58, 7-47, 7-51, 9-1, D-3
Borders .............................................................. 2-21, 3-47 to 48, 5-55, D-8
Index-2 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 1st Ed Nov 2018
Brown .................................................................................. 2-21, 3-18 to 20

BUGS ........................................................ 2-45, 5-10, 5-41 to 43, 7-7, 7-49
Button/Menu Functions ................. 1-3, 3-2 to 3, 3-53, 5-1, 5-5, 8-2, RBP-1
CENTER/ARC ............................................................................... 5-55, S-4
Color Conventions ................................................................................ 2-20
Compass Rose ..... 3-39 to 41, 3-56, 3-59, 3-65 to 66, 4-3 to 5, 7-22 to 23,
....................................................................................... 9-2 to 3, T-5, D-4
CONT ............................... 2-2, 2-39, 5-7, 7-9, 7-50, 7-54, 7-63, SAR-7 to 8
Course Deviation Indicator (CDI) ...... 2-2, 2-20, 3-9 to 11, 3-17, 3-27 to 31,
... 3-45, 3-52, 3-67, 4-2, 4-5, 5-53, 6-3, 7-9, 7-14, 7-21, 7-26 to 28, 7-32,
..................................................... 7-49, 7-53, 7-56, T-6, S-3, D-8, SAR-1
Scale.................................................................................................. 7-28
CRS SYNC................................................................................... 5-30, 5-35
Cyan .......................................................................... 2-20, 3-47, 3-55 to 57
Data Logging and Retrieval .................................................................... 9-6
Database
Jeppesen ................................................................... 1-3, 2-42, 3-21, 9-6
NavData® ................. 2-15, 2-42 to 44, 3-35, 5-4, 7-3, 7-7, 7-15, 9-6, 9-9
Navigation ......... 2-20, 2-38, 2-42 to 45, 3-28, 3-37, 3-62, 3-68, 7-1, 7-8,
...........................................7-11, 7-15 to 16, 7-20, 7-31, 8-17, 9-7 to 8
Obstruction ...................................................................... 2-19, 2-42 to 45
Terrain ................................................................... 2-30, 2-45, 8-16 to 17
Update .......................................................................................... 1-1 to 3
Datalink ....... 1-3, 2-3, 3-38, 3-42, 3-46, 5-1 to 3, 5-6, 5-11, 5-52, D-1 to 11
DCLTR ......... 2-2, 3-42, 5-10 to 11, 5-44 to 46, 5-53 to 56, 7-52, 7-60, T-1,
.................................................................................... T-7, S-4, D-8 to 10
DCND ............................................................................................. 2-2, 5-44
Dead Reckoning ........................................... 2-3, 2-38 to 40, 4-7 to 8, 7-23
Decision Height (DEC HT) ........... 2-2 to 3, 2-40, 3-10 to 11, 3-70, 5-3 to 4,
..................................................................................... 5-41, 5-44, RBP-2
DELETE ...................................... 5-16, 5-20, 5-27, 6-6 to 8, SAR-3, SAR-9

Demonstrator ........................................................................ 2-45 to 46, 9-9
Density Altitude ....................................................................... 3-43, 4-3 to 5
Departure ...................... 1-3, 2-3, 2-7 to 9, 2-31, 3-28, 5-10, 7-2 to 7, 7-14,
................... 7-26 to 29, 7-34 to 38, 7-64, 8-3 to 6, 8-17, 9-2, 9-6, SAR-1
DESIG .............................................................................. 2-2, 5-9 to 12, 6-5
DG Mode ....................................................................................... 3-14, T-4
Direct....................... 2-3, 3-50 to 51, 3-63, 5-5, 5-29, 5-36 to 37, 6-2, 7-16,
............................................................................... 7-20 to 25, 7-56, 9-14
Menu ........................................................................................ 5-36 to 37
Direct-To ............................................................ 3-63, 5-7, 7-16, 7-20 to 25
Discontinuity ................. 3-64, 5-37, 7-3, 7-16 to 17, 7-20 to 21, 7-24 to 25,
................................................................................................. 7-31 to 32
DISCONT .......................................................................................... 3-63
Display Symbology ........... 3-1, 7-23, 8-2, 8-16, T-5 to 6, S-3, D-4 to 5, D-8
DME .......................2-2 to 3, 2-10, 2-33, 3-45 to 47, 3-51, 3-58 to 59, 3-63,
................................. 7-4 to 5, 7-14 to 20, 7-35, 7-47, 7-58 to 60, SAR-1
DONE........................................................................ 5-40, 5-46, 5-56, 7-60
DP .................. 2-3, 3-36, 3-52, 3-62, 3-68, 5-17, 7-3, 7-7, 7-14 to 17, 7-24,
.......................................................................................... 7-35 to 38, 8-3
EFIS Training Tool (ETT).................................... 1-3, 2-3, 2-46, 9-9, SAR-1
EFIS/FMS Description ............................................................................ 1-1
Encoder Functions .................................................................................. 5-1
Enroute ................... 1-1, 2-3, 2-31, 2-42, 3-28, 3-35, 3-45, 5-21, 7-7, 7-15,
......................................................... 7-26 to 29, 7-33 to 34, 8-3 to 5, 9-6
Enter Identifier ...................................................................................... 5-26
Estimated Time Enroute (ETE) .................................... 2-3, 3-44, 3-64 to 65
Estimated Time of Arrival (ETA) ........ 2-3, 3-44, 3-64 to 65, 5-4, 5-22, 5-55
EXIT ............... 2-18, 3-3, 5-2, 5-14 to 22, 5-28, 5-40, 5-46 to 48, 5-56, 6-1,
..................................................................... 6-5 to 6, 7-60, RD-2, SAR-3
EXPAND CAS ....................................................................................... 2-41

FAF ........2-3, 3-62, 5-6 to 7, 7-13, 7-31, 7-43 to 45, 7-49, 7-52, 7-56, 7-60
FAULTS .............................................. 4-7, 5-11, 5-21, 5-49 to 50, T-8, S-5
FAWP ................................................. 2-3, 2-39, 2-43, 3-28, 4-8, 7-27 to 34
Field of View........................... 2-4, 2-23, 3-17 to 18, 3-21, 3-49, 3-54, 5-10
Zoom Mode ........................................................... 2-15, 3-17, 3-54, 7-57
ZOOM ON/ZOOM OFF ............................................................ 3-54, 5-10
Fixes.............................................. 3-35, 3-45, 3-68, 5-26, 5-35, 5-55, 7-64
Flight Path Marker .................................................... 2-4, 3-22, 4-2, 9-1 to 3
Flight Plan
Activate ....................................................................................... 5-14, 6-5
Active (ACTV) ........ 2-1, 3-52 to 53, 3-67 to 68, 4-3, 5-3 to 6, 5-11, 5-16,
......... 5-23 to 24, 5-27 to 29, 6-6 to 8, 7-1 to 3, 7-11, 7-21, 7-38 to 44,
.......7-48, 7-52, 7-59, 7-63, T-6, S-3 to 4, D-7, D-10 to 11, SAR-2 to 3
Create .................................................................................................. 6-5
CREATE-EDIT.. ................................................................ 5-13 to 21, 6-5
Delete ................................................................................................ 5-16
Edit .................................................................................................... 5-15
FPL .................................................... 2-4, 5-5 to 8, 5-11 to 21, 6-5, D-10
Path ...................... 3-51 to 53, 3-67, 5-6, 7-1, T-6 to 7, S-3 to 4, D-7 to 8
Reverse ............................................................................................. 5-15
Flight Planning ........................................................... 1-3, 6-1, 9-1, 9-6 to 8
FLT TIME ..................................................................................... 5-38 to 39
FLTA .....2-4, 2-23 to 26, 2-30, 2-34 to 35, 2-39, 3-19, 3-49, 5-2, 5-6, 7-57,
................................................................. 8-1 to 7, 8-17 to 18, 8-21 to 24
FMS.......2-4, 2-13 to 14, 2-38, 3-26, 3-29, 3-32, 3-56 to 59, 3-63, 5-3, 5-7,
.........5-31 to 32, 5-52 to 53, 6-3, 6-6 to 7, 7-1, 7-6, 7-46, 7-50, 7-57, 9-8
FORMAT ..................... 3-68, 5-11, 5-53, 5-56, T-7 to 8, S-4 to 5, D-8 to 10
Fuel Remaining ...................................................................3-44, 3-61, 3-64
General Arrangement ........................................................................... 2-18

Geodesic Path .................................................................... 7-19 to 20, 7-23
Geo-Referenced
Backward .......................................................................................... 7-12
Forward ............................................................................................. 7-12
Glideslope ............2-4, 2-19, 2-24 to 26, 2-29, 2-32, 2-35 to 37, 3-32 to 33,
................................... 3-56 to 57, 7-45, 7-56, 8-1, 8-12 to 14, 8-18 to 21
GPS ............. 2-4, 2-16 to 20, 2-31 to 34, 2-38 to 40, 3-9, 3-15, 3-23 to 24,
............. 3-28 to 36, 3-42 to 44, 3-48, 3-52 to 53, 3-56, 3-60 to 62, 3-67,
............ 4-1, 4-4 to 16, 5-21 to 22, 5-49 to 50, 7-1, 7-8 to 10, 7-14, 7-23,
........ 7-26 to 30, 7-35, 7-51 to 53, 7-56 to 57, 7-60, 7-64, 8-3 to 6, 8-10,
.... 8-13 to 20, 9-3, 9-6, 9-10, T-5 to 7, RBP-2, S-3 to 4, D-7 to 8, SAR-1
Aiding ................................................................................................ 2-19
ALMANAC ......................................................................................... 5-50
Altitude ....................................................................................... 3-9, 7-23
FDE ................................................................................................... 5-49
HFOM ................................................................................................ 5-50
HPL ................................................................................................... 5-49
LOI .................................................................................................... 5-49
LON ... 3-33 to 35, 3-44, 3-52 to 53, 3-56, 3-60 to 62, 3-67, 7-1, T-5 to 7,
.......................................................................................... S-4, D-7 to 8
PWR .................................................................................................. 5-49
SATLT ............................................................................................... 5-49
VPL ................................................................................................... 5-50
GPS/SBAS ............ 2-18, 2-31 to 34, 2-38 to 40, 3-36, 3-52, 3-67, 4-1, 4-4,
...... 4-10 to 16, 5-21 to 22, 5-49 to 50, 7-8 to 10, 7-14, 7-23, 7-26 to 30,
............ 7-35, 7-53, 8-3 to 6, 8-10, 8-13 to 20, T-6, S-3, D-7 to 8, SAR-1
Default GPS/SBAS Navigation Modes..................................... 7-26 to 27
GPWS ..............2-4, 2-24 to 26, 2-35 to 37, 8-1, 8-7 to 14, 8-17 to 18, 8-21
Gray ................... 2-20 to 21, 3-23 to 25, 3-37, 3-52 to 54, 3-62, 3-66 to 68,
............................................... 7-43 to 45, 7-52, T-6, D-3, D-8, RD-1 to 2
Green ......... 2-21, 3-5 to 10, 3-13, 3-30, 3-33, 3-47, 3-52, 3-55 to 59, 3-66,
............................................................................ T-5, D-5 to 7, RD-1 to 2
Groundspeed .... 2-19 to 20, 2-29 to 32, 3-13, 3-24 to 25, 3-42 to 44, 3-52,
3-59 to 61, 3-64 to 69, 4-3, 4-8, 7-10, 8-3 to 7, 8-15, 8-18, T-5 to 7, S-2,
.....................................................................................................D-4, D-7
Heading
Display ........................................................................... 3-13 to 15, RD-6
HDG UP/N UP ................................................................................... 5-55
North Up ............................................................................................ 5-55
Pointer .................................................... 3-14, 3-50, 3-60, 3-67, T-5, D-7
Up .............................................................................. 3-41, 4-4, 5-55, 8-7
Heading Bug ........... 3-14 to 15, 3-30, 3-59, 3-67, 5-3, 5-6, 5-33 to 35, 7-6,
........................................................................................ T-5, RBP-1, D-7
(HDG) Menu ...................................................................................... 5-33
Hidden Surface Removal Technique ........................ 3-18, 3-35 to 37, 7-10
Highway in the Sky (HITS) ... 1-1, 2-5, 3-17, 3-34, 4-2 to 4, 7-8 to 14, 7-43,
.................................................................................................. 7-56, 7-60
Skyway ................................................. 2-21, 3-34, 5-4, 7-10 to 11, RD-7
HOLD ................................................................. 3-59, 7-4, 7-42, 7-50, 7-62
Holding Pattern ....... 2-39, 3-63, 5-7, 7-3 to 9, 7-15 to 16, 7-19 to 20, 7-28,
.................................................................................................. 7-34, 7-63
Hover.................................................... 3-24 to 25, 3-65 to 69, 4-2, 5-4 to 6
Page ........................................................................................... 3-65, 5-4
Vector ...................................................................... 3-24, 3-65 to 69, 4-2
IAP ................................................................................................. 2-5, 7-31
IAS ............. 2-5, 2-27, 2-32, 2-45, 3-12, 4-3, 5-42 to 44, 7-50, RD-1, RD-6
IFR
APPR.. ......................................... 5-16, 6-7, 7-42, 7-45, 7-48, 7-52, 7-59
Procedures .............................................. 3-34, 3-51, 3-60, 5-23, 7-1, 7-7
ILS......... 2-5, 5-30, 5-35 to 36, 6-8, 7-8, 7-30, 7-35, 7-41 to 44, 7-55 to 56,
..................................................... 7-62 to 63, 8-1, 8-12 to 14, 8-19 to 20
CONFIRM ACTIVATE ................................................................ 5-35, 6-8
NRST ILS ....................................................... 5-35, 6-8, 7-35, 7-55 to 56
INFO ..... 2-5, 5-5 to 11, 5-19, 5-22, 5-25 to 26, 5-29 to 30, 5-35 to 37, 9-8,
......................................................................................... D-3, D-10 to 11
inHg/mbar ............................. 2-5 to 6, 2-38, 3-4, 5-47 to 48, 9-2, RD-2 to 3
Initialization ......... 1-2, 2-13 to 14, 2-18, 2-45 to 46, 6-1, 8-16 to 17, RBP-1
International Standard Atmosphere ............................................... 2-5, 3-43
Introduction ...................................................................................... 1-1, 3-1
Latitude/Longitude ....... 2-6, 2-14, 2-29, 2-42, 3-19, 3-39, 5-17, 5-30, 5-55,
.......................................................................................................... 7-23
LNAV.................. 2-6, 2-38, 2-43, 3-29 to 32, 3-63, 4-7 to 8, 5-6, 7-8 to 10,
............................................... 7-26 to 27, 7-30, 7-33, 7-57, 7-64, RBP-3
Approach ...................................................... 2-38, 2-43, 7-26 to 27, 7-33
LNAV/VNAV ...... 2-38, 2-43, 3-31, 4-7 to 8, 7-8 to 9, 7-26 to 27, 7-30, 7-33
Approach ................................................. 2-38, 4-7 to 8, 7-26 to 27, 7-33
Log Files .......................................................................................... 9-6 to 7
Logo Screen ......................................................................................... 2-15
Loss of Navigation ............................ 2-6, 2-10, 2-40, 3-29, 3-53, 3-57, 4-6,
............................................................................... 5-49 to 50, 7-32, 8-13
LP.................. 2-6, 2-38, 2-43, 3-28, 3-31, 7-8, 7-26 to 27, 7-30, 7-33, 7-64
Approach ........................................................................................... 7-27
LPV ....... 2-6, 2-38, 2-43, 3-28, 3-31 to 33, 7-8 to 9, 7-26 to 30, 7-33 to 35,
................................................................................................. 7-51 to 53
Approach .................................................................................. 7-27, 7-33
Lubber Line ................................................................... 3-50 to 52, T-5, D-7
Magenta ..... 2-20, 3-6, 3-15, 3-29, 3-32 to 36, 3-52 to 56, 3-60 to 62, 3-67,
.6-2 to 4, 7-1, 7-59 to 61, T-5 to 7, S-4, D-2 to 3, D-7 to 8, RD-5, SAR-3
Magnetic Course................................................................................... 7-22
Map .............................................................. 2-14 to 15, 4-2, 5-1, 5-4, RD-7

Basic Moving ..................................................................................... 3-39
Mini ........................................................................................... 3-35 to 36
Moving ...................................................................................... 3-38 to 40
Page ......................................................................................5-1 to 2, T-4
Marker Beacon ....................................................................2-20, 3-26, 3-59
Menu
Function Types .................................................................................... 5-5
Synchronization .......................................................... 5-3, T-8, S-5, D-11
MENU............. 1-3, 5-5, 5-8, 5-12, 5-39 to 40, 5-43, 5-46, 5-50 to 53, 5-56,
...... 6-3 to 5, 6-8, 7-38 to 40, 7-48 to 49, 7-53, 7-57, 7-60, T-1, D-9 to 10
Metric Display (METERS) ................................... 3-7, 5-45 to 46, RD-5 to 7
MFD ............. 1-3, 2-7, 2-11 to 14, 2-17 to 18, 2-21, 3-20, 3-25, 3-38, 3-49,
.............. 4-5 to 16, 5-1 to 6, 5-10 to 20, 5-27, 5-39, 5-48 to 56, 6-1 to 8,
7-17, 7-21, 7-40, 7-46, 7-49, 7-53, 7-57, 8-2, 9-9, T-1, T-7 to 8, S-2 to 5,
............................................................................................D-4, D-8 to 11
Fault Display .................................................... 5-49 to 50, T-8, S-5, D-11
ND Page Format ...................................................................... 5-53 to 56
Page ............................................... 5-12, 5-51 to 52, S-2, S-5, D-4, D-10
Minima.......................................................................................... 7-35, 7-51
Minimums (MINS) ............................. 2-40, 3-7, 5-41 to 44, 7-49, 7-53, D-3
MISS ........................................................... 2-39, 5-6, 7-9, 7-43, 7-49, 7-60
Modes
Mode 0.......................................................................................... 4-1, 4-9
Mode 1.................... 2-24 to 26, 2-35, 4-1, 4-10, 8-1, 8-7 to 8, 8-18, 8-21
Mode 2.................. 2-24 to 26, 2-31, 4-1, 4-11, 8-1, 8-8 to 10, 8-18, 8-21
Mode 3................ 2-24 to 25, 2-35, 4-1, 4-12, 8-1, 8-10 to 11, 8-17, 8-21
Mode 4....... 2-24 to 25, 2-31, 2-35, 4-1, 4-13, 8-1, 8-11 to 12, 8-17 to 18
Mode 5....... 2-24 to 26, 2-35 to 37, 4-1, 4-14, 8-1, 8-12 to 14, 8-18, 8-21
Mode 6 ....................................................................................... 4-1, 4-15

Mode 7 ....................................................................................... 4-1, 4-16
Mute ...................................................................................................... 8-14
Navigation Data .................................................................. 2-43, 3-44, 3-68
Navigation Log ........................................ 3-38, 3-61, 5-52, 7-38 to 40, 7-48
Estimated Time Enroute Column ...................................................... 3-64
Estimated Time of Arrival Column .................................................... 3-64
Fuel Remaining Column ................................................................... 3-64
Path Column ..................................................................................... 3-63
VNAV Offset Column ........................................................................ 3-62
Waypoint Identifier Column ............................................................... 3-61
NDB ................ 2-7, 3-35, 3-45, 3-50, 3-55, 5-14, 5-26 to 28, 5-35, 6-5 to 6
Nearest (NRST) Menu ...... 2-7, 3-50, 5-5 to 7, 5-10 to 11, 5-14, 5-25 to 29,
..................... 5-34 to 36, 6-5 to 8, 7-35, 7-55 to 56, 9-2, D-3, D-10 to 11
NIMA GEOMAG.................................................................................... 7-22
NO RESULTS ..................................................................... 5-25 to 26, 5-34
Normal/Essential............ 2-3, 3-9, 3-16, 3-24, 3-29, 3-42, 3-54 to 56, 3-59,
.................................4-9 to 15, 6-4, 7-17, 7-31, 8-1, 8-14, 8-17, T-5, S-3
Obstruction ....... 2-15, 2-19, 2-23 to 26, 2-35, 2-42 to 45, 3-17 to 21, 3-48,
...................................................................................7-7, 8-3, 8-21, 8-24
OFF ...............5-6 to 10, 5-17 to 18, 5-24, 5-35, 5-38 to 39, 5-44, T-7, D-10
Olive ............................................................................................. 2-21, 3-19
Omnibearing Selector (OBS) ................... 2-7, 2-14 to 15, 2-39, 3-29, 3-34,
............ 3-52 to 53, 3-67, 5-3 to 7, 5-10 to 11, 5-31 to 32, 5-35, 6-6 to 7,
.................. 7-9 to 10, 7-23, 7-47 to 49, 7-56, T-6, RBP-2, S-3, D-7 to 10
AUTO ......................................................................................... 5-31, 6-6
Manual ................................................................................................ 6-6
Menu ........................................................................................ 5-31 to 32
SYNC ......................................................................................... 5-31, 6-7
Operation
FROM ..................................................................................5-7, 7-9, 7-21
TO............................................................................................... 3-32, 7-9
Outside Air Temperature (OAT) ........... 2-7, 2-20, 2-33, 3-43, 4-3 to 5, 9-13
Ownship Symbol ........................................................... 3-36 to 38, T-2, D-4
PAGE .............. 5-11, 5-51 to 53, 6-3, 7-38 to 40, 7-48, 7-57, S-2, D-4, D-9
Pan Mode .............................................. 3-50, 5-6 to 9, 5-55, D-4, D-7 to 10
PAN ON/PAN OFF .................................................................... 5-55, D-8
Parallel Offsets .......................................................... 3-64, 5-25, 7-23 to 25
Parallel Track ........................................................................2-8, 3-53, 7-25
PDA ......................................................................................................... 2-7
PFD ........... 1-3, 2-7, 2-11 to 18, 2-21, 2-26 to 27, 2-36, 3-1 to 3, 3-7, 3-10,
.................. 3-15 to 26, 3-31, 3-34 to 36, 3-48 to 56, 3-59, 3-67, 4-2, 4-5,
...... 4-8 to 16, 5-1 to 12, 5-27, 5-33, 5-39 to 48, 6-1 to 8, 7-7, 7-10, 7-17,
.. 7-21, 7-31, 7-60, 8-1 to 2, 8-6, 8-14, 8-20 to 24, 9-3, 9-9, T-1, T-4 to 8,
........................................... S-3 to 5, D-8, D-11, RD-2, RD-7, SAR-7 to 8
Declutter ........................................................................ 5-44 to 46, RD-7
Pitch Scale .................................................. 3-15 to 18, 3-26, 4-2, 5-39, 9-1
Nadir Symbol ..................................................................................... 3-16
Zenith Symbol ................................................................................... 3-16
Popup ...................................................................................................... 8-6
Procedure Turn .................................................... 2-8, 3-63, 7-6, 7-16 to 19
Projected Path ............................................................ 3-52, 3-68 to 69, 4-3
PTK ........................................................... 2-8, 2-39, 3-62, 5-25, 7-24 to 26
PTR .............................................................................................. 3-56 to 57
QFE ............................................. 2-8, 2-16, 2-38, 3-4, 5-4, 5-47, 6-2, RD-3
QNE .................................................................... 2-8, 3-4, 5-47 to 48, RD-3
QNH ............................................ 2-8, 3-4, 5-47 to 48, 6-1, 8-15, RD-2 to 3
Quick Start Tutorial ................................................................................. 6-1
RAIM .................................................................... 2-2, 2-8, 5-12, 5-21 to 22

CALC .......................................................................................... 2-2, 5-22
Prediction ................................................................................. 5-21 to 22
Range ............ 2-30, 3-19, 3-44, 3-54, 3-65, 3-70, 8-5, 9-10, T-5, S-2, D-2,
................................................................................. D-6 to 7, SAR-4 to 9
Red ................ 2-21 to 22, 2-33, 3-8, 3-12 to 13, 3-19, 3-49, 3-55, 4-4 to 5,
..................................................... 8-20 to 21, T-6, S-3, D-6, RD-2, RD-7
Remote Bugs Panel (RBP) .......................................... 1-3, 2-8, 5-3, RBP-1
Required Navigation Performance (RNP) ........ 2-8, 2-42 to 43, 3-28, 3-31,
................................. 5-32 to 33, 5-49, 7-17, 7-28 to 29, 7-31 to 34, 9-10
Automatic (AUTO) .................................................. 3-28, 5-32, 7-32 to 33
Manual (MAN) ....................................................... 2-15, 3-28, 5-32, 7-32
Reversionary Modes ............................................................................... 4-1
RNAV .......................................... 2-8, 2-43, 7-7 to 8, 7-16, 7-31, 7-35, 7-51
DPs ................................................................................................... 2-43
Runway (RW) ....... 2-8, 2-21, 3-4, 3-28, 3-37, 3-45, 3-68, 5-17, 5-25, 5-34,
... 5-47, 6-7 to 8, 7-6 to 7, 7-14 to 16, 7-27 to 31, 7-36 to 45, 7-48 to 53,
............................................... 7-59 to 61, 8-3 to 4, 8-10, 8-16, 9-2, RD-3
SAVE ........................2-46, 5-14 to 15, 5-18 to 20, 5-24, 5-28, 6-5 to 6, 9-9
SBAS .. 2-9, 2-38 to 40, 3-9, 3-28 to 29, 3-33, 3-42, 3-48, 3-52 to 53, 3-56,
.... 3-67, 4-6 to 8, 5-21 to 22, 5-50, 7-8, 7-23, 7-30, 8-3, 8-15, 8-20, T-6,
............................................................................................. S-3, D-7 to 8
HLTH ................................................................................................. 5-50
MSG .................................................................................................. 5-50
Search Envelope ............................................................................. 8-4 to 5
STAR ........ 2-9, 3-36, 3-52, 3-62, 3-68, 5-17, 7-2 to 3, 7-6 to 7, 7-14 to 15,
................................................................................. 7-35, 7-39 to 40, 8-3
Start Point .................................................................................... 3-50 to 51
STD ................................................................................................ 2-9, 5-48
SYMB DCLTR ....................................................................................... 5-55
SYNC ............................................................ 2-5, 2-9, 5-6 to 10, 5-33, 5-44
System Overview .......................................................... 2-1, 2-11, 3-21, 9-2

Terminal . 2-9, 2-31, 3-28, 3-45, 7-27 to 28, 7-33 to 35, 7-39, 8-4 to 5, 9-10
Terrain ... 2-4, 2-9 to 11, 2-15 to 16, 2-19 to 26, 2-30, 2-34 to 35, 2-45, 3-2,
...... 3-7, 3-17 to 21, 3-35 to 37, 3-42, 3-47 to 50, 4-2 to 3, 5-2 to 6, 5-47,
.............................. 5-56, 7-8 to 10, 7-61, 8-1 to 11, 8-16 to 23, 9-1, 9-10
Terrain and Obstruction Rendering ................ 3-17 to 20, 3-35 to 37, 3-48,
............................................................................................. 7-10, 8-6 to 7
TESTING...................................................................................... 2-15 to 16
Time
COUNT DN .............................................................................. 5-38 to 39
COUNT UP ............................................................................... 5-38 to 39
Menu....................................................................... 5-10 to 11, 5-38 to 39
STORE .............................................................................................. 5-39
Timer Indication ................................................................................. 3-26
Zulu Time ......................... 3-42, 3-60 to 61, 5-39, 9-6, T-5 to 6, S-3, D-5
TO COM1 .............................................................................................. 5-34
TO COM2 .............................................................................................. 5-34
TO NAV1 ............................................................................................... 5-34
TO NAV2 ............................................................................................... 5-34
Too Low ..............................................................................2-24, 2-35, 8-11
Top of Descent (TOD).......................................................... 3-51, 7-60, T-5
Top-Level Menu ............................................................................... 5-5 to 6
Traffic ............... 1-3, 2-1, 2-7 to 10, 2-23 to 27, 2-35, 3-8, 3-17, 3-38, 3-42,
............................ 4-2 to 3, 5-2 to 3, 5-6, 5-52, 5-56, 9-10, T-1 to 8, RD-7
TRANS ALT .......................................................................................... 5-48
Transmit Enabled ...................2-12, 2-21, 2-26 to 27, 2-36 to 37, 2-41, 4-3,
........................................................................................... 5-6 to 10, 7-32
TSO ............................................... 2-10, 3-28, 5-2, 7-8 to 10, 8-1 to 3, 9-10
Unusual Attitude Mode.................. 2-28 to 34, 2-38 to 41, 3-10, 3-17 to 18,
...................................................... 3-23 to 25, 3-31, 3-35 to 36, 7-10, T-4
Upload.............................................................................................. 9-8 to 9
USB............................................................. 1-1, 2-10, 2-44 to 45, 9-6 to 10
Vertical Deviation Indicator (VDI) .......... 2-10, 3-17, 3-31 to 33, 3-56 to 57,
........................................................................ 7-9 to 10, 7-52 to 53, 7-56
Vertical Speed Indicator (VSI) ..... 2-6, 2-11, 2-20, 2-27, 2-41, 3-8 to 9, 4-2,
.......5-3, 5-43, 6-3, 8-19 to 20, 9-5, T-3 to 5, RBP-2 to 3, D-7, RD-5 to 6
VFR .. 1-1, 2-10, 2-20, 2-31, 2-39, 3-36, 3-45, 3-52, 3-62, 3-68, 5-18, 5-55,
... 6-7, 7-2 to 7, 7-13 to 15, 7-24 to 28, 7-31 to 32, 8-3, 8-16 to 17, 8-21,
................................................................................. 9-8, D-2 to 3, SAR-1
Video ..................................................................................................... 2-19
VNAV .... 2-2, 2-10, 2-20, 2-40 to 45, 3-5 to 7, 3-32, 3-35, 3-51 to 52, 3-56,
............................... 3-62 to 65, 5-3, 5-7, 5-27 to 28, 5-41 to 44, 7-1 to 4,
........................ 7-10 to 13, 7-26, 7-30, 7-33, 9-1, T-5, RBP-3, D-7, RD-5
CDA .......................................................................................... 5-41 to 44
Sub-Mode ........................................................................... 3-5 to 6, RD-5
VOR 2-10, 2-14 to 15, 2-20 to 21, 2-42, 3-35 to 36, 3-45 to 47, 3-50, 3-58,
. 4-5, 5-11, 5-14, 5-26 to 28, 5-32 to 35, 5-53, 5-56, 6-5 to 6, 7-22, 7-35,
........................................................................... 7-42, 7-58 to 60, RBP-2
VTF ......................................................... 2-11, 3-28, 7-27 to 28, 7-31 to 32
WAAS ..........................................................................2-11, 7-8, 7-52, 9-11
Warnings, Cautions, and Advisories....................................................... 9-2
Water ........................................................................ 2-21, 3-19, 3-49, 9-12
Waypoint . 2-1 to 6, 2-10 to 11, 3-34, 3-43 to 45, 3-61 to 62, 4-2 to 3, 5-19,
...... 5-22, 6-5 to 6, 7-1 to 2, 7-13 to 18, 7-21, 7-63, 9-8, T-6, S-4, SAR-1
Active ......................................................................... 3-14, 3-34, 6-2 to 4
ADD ................................................................................... 5-13, 5-25, 6-5
APP ..................................................................................... 2-1, 3-62, 7-6
Confirm Delete (CONFIRM DEL WPT) ............................................... 6-6
Create User .............................................................................. 5-17 to 18
Create User (LAT-LON) .................................................................... 5-17
Create User (RAD-DST) ................................................................... 5-18
Delete User ....................................................................................... 5-20

Edit User ............................................................................................ 5-19
Fly-By ........................... 3-35, 3-52, 3-67, 7-9, 7-14 to 17, 7-49, T-6, D-8
Fly-Over ..................................3-35, 3-52, 3-67, 7-9, 7-14 to 15, T-6, D-8
Identifier ............................................................ 3-10, 3-62 to 64, 6-6, T-4
INSERT .......................................................... 5-25, 5-28, 5-36, 6-6, 7-62
MAHWP ...................................................................................... 2-6, 2-43
MAWP ......................................... 2-6, 2-43, 7-27, 7-36, 7-46, 7-50, 7-54
NO RADIUS ........................................................................................ 7-6
OFLY/AUTO ........................................................................................ 7-6
OVERFLY ............................................................................................ 7-6
Overfly User ............................................................................. 5-12 to 13
Phantom ................................................................ 5-24, 5-37 to 38, 7-20
Pointer .................................................... 3-15, 3-50, 3-60, 3-67, T-5, D-7
Routes and User .......................................................................... 9-8 to 9
Sequencing ... 2-39, 5-7, 6-4, 7-6, 7-9, 7-14, 7-22, 7-44 to 46, 7-53 to 54
Skipped Waypoint ...................................................................... 3-64, 7-3
Suppressed Waypoint ............................................. 3-62 to 65, 7-2, 7-22
USER WPT ............................................. 5-9, 5-12 to 13, 5-17 to 20, 6-5
WGS-84 .................................................................... 2-42, 7-18 to 20, 7-23
White .....2-20, 3-5 to 6, 3-9, 3-13 to 16, 3-24, 3-34, 3-44, 3-47, 3-50, 3-54,
...........................................................................3-62, D-7 to 8, RD-4 to 6
Wind .............................................................................. 3-42 to 43, 4-3, 9-3
WX-500 ............................... 1-3, 2-28, 3-38, 3-42, 4-3, 5-11, 5-56, S-1 to 5
XFILL SYNC............................................................................ 5-8 to 10, 6-8
Glossary
AGL Indication (Rad Alt, GPS Alt, Baro Alt) – Display of altitude above
the ground, with designation of the altitude source as R (radio altitude),
G (GPS WAAS geodetic altitude less local ground elevation), or B
(barometric altitude less local ground elevation).
Air Data and Groundspeed – Display of density altitude, outside air
temperature, ISA temperature deviation, true airspeed, and
groundspeed.
Airspeed Information – Display of airspeed is the indicated airspeed tape
and airspeed readout with associated data. The airspeed function
includes color-coded caution bands for minimum and maximum speeds
based on V-speeds set in the EFIS limits.
Altitude Information – Display of altitude information is the altitude tape
and altitude readout.
Approach Mode Signal Output – Conventional autopilot approach mode
signals are course error output, the left/right deviation signal (localizer
output) and the up/down deviation signal (glideslope output). Signals
are based on the selected ILS source.
Attitude Information – Display of attitude information includes pitch and
roll. The bank angle scale may be set to auto-declutter by the pilot when
the bank angle is less than 2.8°. The pitch ladder is limited to ±10° from
the flight path marker or aircraft waterline, whichever is greater. The
unusual attitude display appears when the aircraft pitch exceeds ± 30°
or bank angle exceeds 65° (fixed wing) or 50° (Rotorcraft).
Autoset – Automatically selects features or settings.
Azimuth – Angle between the north vector and the perpendicular
projection of the star down onto the horizon. Usually measured in
degrees (°).
Barometric Altimetry – Measurement of altitude based on the atmosphere
(pressure and temperature).
Barometric Correction – Display and altitude correction for local
barometric pressure.
Bezel – Faceplate of the IDU comprised of pushbuttons along the
pushbuttons along the sides and rotary encoders along the bottom.
Chroma – Colorfulness relative to the brightness.
Conformally – Angle-preserving. Example: Traffic appears conformally on
the PFD.
1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) G-1
Course Deviation Indicator – Display of course deviation from selected

course, including a To-From indicator.
Critical Flight Phase – Phase(s) of flight where the failure mode would
result in a hazard condition using flight phases. For example, failure of
ILS would only be a hazard condition during approach and landing.
Crossfill – Transfer of data and information between IDUs in a dual system
with two PFDs configured.
Cross-linked – Synchronized across both EFIS systems.
Datalinked – Display of received data such as weather or traffic from
peripheral systems such as ADS-B.
dBZ – Decibel relative to radar reflectivity (Z). Composite reflectivity shows
the highest dBZ (strongest reflected energy) at all elevations. Unlike
base reflectivity, which only shows reflected energy at a single
elevation scan of the radar, composite reflectivity displays the highest
reflectivity of ALL elevations scans. If there is heavier precipitation in
the atmosphere over an area of lighter precipitation (i.e. rain has yet to
reach the ground), the composite reflectivity displays the stronger dBZ
level.
Deadband – Neutral zone where no action or changes are made.
Directional Scale (Compass Rose or Arc) and Ownship Symbol –
Display of general directional information. All MFD pages include a
form of the compass rose with current heading pointer and aircraft
“ownship” symbol.
Discrete – A logic input or output that identifies a condition or status of or
for an ancillary system. Discretes are defined by the operating software
or settings programmed specifically for the aircraft.
Display of ADF – Display of single ADF bearing information in the form of
an RMI needle.
Display of Glideslope – Display of Glideslope 1 or Glideslope 2 in the form
of vertical deviation dots and deviation on PFD or MFD HSI page.
Display of Lightning Cell Information – Display of lightning information
from a WX-500 system and shown in the form of lightning cells. The
pilot may show individual lightning strike data by selecting the
dedicated WX-500 page.
Display of Localizer – Display of Localizer 1 or Localizer 2 in the form of
horizontal deviation dots and deviation.
G-2 IDU-450 EFIS Software Version 8.0H (Rotorcraft) 1st Ed Nov 2018
Display of Marker Beacon – Display of outer, middle, and inner marker

beacons in the form of a color-coded circle with the corresponding letter
(O, M, I).
Display of Traffic Information – When integrated with an appropriate
traffic system, the PFD and MFD display traffic information in two
formats. One format is via traffic symbols as shown on the PFD and
MFD Map page and Traffic page. The second format is with the traffic
pop-up thumbnail display showing traffic position in a full 360° format
on the PFD.
Display of VOR RMI – Display of VOR1 and VOR2 bearing in the form of
RMI needles.
Dot – (CDI scale referenced) represents an additional 2° for VOR and 1.25°
for Localizer.
EFIS-Coupled – The EFIS is coupled to an autopilot and controls the
lateral and vertical modes of the autopilot.
Failure Condition Hazard Description – A description of the failure mode
to be analyzed.
Flight Director (Selectable Function) – Display of flight director in a single
or dual cue format when selected for display on the PFD.
Flight Path Marker (Velocity Vector) – Display of aircraft’s actual flight
path, showing where the aircraft is going as opposed to where the
aircraft is pointed.
Flight Plan and Navigation Display – Display of the active GPS
WAAS/SBAS-based flight plan, including course line, waypoints,
ground track, glide range, projected path, altitude capture predictor,
approach procedure, missed approach procedure, and the aircraft
present position on the active leg.
Geodetic – Set of reference points used to locate places on the earth.
Geodesic – A generalization of the notion of a straight line to curved
spaces. The shortest route between two points on the Earth’s surface.
Geoid – Global mean sea level.
G-Force and Fast/Slow Indicator – Indications to show the G-force on the
aircraft or, for aircraft equipped with a compatible angle of attack
computer, the deviation from the reference speed while in the landing
configuration.
Glideslope Sidelobes – False glideslope signals.
GPS WAAS Course Deviation Indicator (CDI) – Display of CDI relative

to selected course, either automatic based on active flight plan or
manual based on pilot-selected OBS.
GPS WAAS Functions – The EFIS meets the GPS WAAS navigation and
flight planning/management requirements of TSO-C146a (RTCA/DO-
229D) for Class Gamma 3 equipment. These functions include
navigation, flight planning (function select, flight plan generation and
editing, selected waypoints, user waypoints, etc.), path definition
including approach and departure paths, GPS altitude, dead reckoning,
navigation modes with automatic mode switching, loss of navigation
monitoring, loss of integrity monitoring, etc. The database used with
the GPS WAAS functions meets the integrity requirements of
RTCA/DO-200A.
Heading Bug – Display and control of selected heading using a bug. May
be used to drive heading bug output to autopilot for HSI-based heading
mode.
Heading Display – Display of heading with directional scale is provided at
the top of the PFD. This is the same heading information provided on
the MFD.
Heading Mode Signal Output – Conventional autopilot heading mode
signal is a heading error output based on the difference between the
EFIS desired heading and the actual aircraft heading. The EFIS
desired heading is either the pilot-selected heading bug or a heading
designed to achieve and maintain the active GPS-based flight plan.
Hectopascal (hPa) – International System of Units (SI) unit measure of
pressure, equals one millibar (mbar).
HeliSAS – Genesys Aerosystems’ helicopter autopilot and stability
augmentation system.
Horizontal Situation Indicator (Selectable Function) – Display of VOR
or localizer and glideslope deviation when selected for display on the
PFD.
HOTAS – Hands On Throttle And Stick
Hover Vector Display (Rotorcraft Only) – Display of hover drift in a
rotorcraft installation when the helicopter is traveling less than 30 knots
airspeed.
Inches of Mercury (inHg) – Unit of atmospheric pressure used in
the United States. Named for the use of mercurial barometers
which equate height of a column of mercury with air pressure.
Inhibit – Prevention of activity or occurrence. Examples are:

and .
Integrated Peripherals – Internal devices of the essential unit.
Ionosphere – Region of the atmosphere between the stratosphere and
exosphere, 50 to 250 miles (80 to 400 km) above the surface of the
earth.
International Standard Atmosphere (ISA) – Standard model of the
change of pressure, temperature, density, and viscosity over a wide
range of altitudes or elevations.
Landing Gear Indication – When enabled on retractable landing gear
aircraft, PFD shows indication of landing gear extended.
Lubber Line – Line marked on the compass showing the direction straight
ahead.
Mach Display – Display of Mach number when the aircraft is traveling at
or above 0.35 Mach. This function may be deselected by a setting in
the IDU configuration (limits) file.
Magnetic Declination (MAGVAR) – Sometimes called magnetic variation;
the angle between magnetic north and true north.
Map Data – Display of map data, including airspace, VFR/IFR airports,
VHF navaids such as VOR/NDB/DME, jet/victor airways, and display
range rings.
Menu Functions – The EFIS includes menus to access functions on both
the PFD and the MFD.
Mesocyclonic – Contains a vortex of air within a convective; air rises and
rotates around a vertical axis, often in the same direction as low
pressure systems.
Millibar (mbar) – Metric (not SI) unit of pressure, one thousandth
of a bar, which is about equal to the atmospheric pressure on
Earth at sea level - 1013 millibars.
Miscompare – Disparity of data or information. Examples are:
, , ,
, , ,
, ,
, and .
NavData® – Jeppesen's aeronautical database to navigate the global

airspace system.
Navigation Data Display – Display of active waypoint, bearing to
waypoint, and ground track based on active flight plan. The pilot may
also select flight plan information as a mini map (thumbnail map).
These functions are analyzed as part of the GPS WAAS functions not
the PFD functions.
Navigation Log – Display of navigation information based on active flight
plan, including next waypoint, destination, estimated time remaining,
and fuel totalizer-based range and endurance. This function may be
deselected by a setting in the IDU configuration (limits) file. These
functions are analyzed as part of the GPS WAAS functions not the MFD
functions.
Navigation Mode Signal Output – Conventional autopilot Navigation
mode signals are the course error output and the left-right deviation
signals. Course error output is based on the difference between the
EFIS selected course (OBS) and the actual aircraft heading. These
signals are based on the selected navigation signal (VOR, GPS).
Nondirectional – Functions in all directions.
Noodle – Navigation Display (ND) projected path; curving path based upon
the aircraft bank angle and groundspeed used effectively to assist in
course interception and making small adjustments to bank angle for
proper roll out.
Nanoteslas (nT) – A unit of measurement of the strength of the magnetic
field. Earth's strongest magnetic field is located at the poles, and the
weakest field is near the equator.
Obstructions Display – Display of obstructions identified in the embedded
obstruction database which are within 8.5 NM of the aircraft present
position. Non-threatening obstructions are displayed by color to identify
altitude relative to the aircraft’s current altitude (amber [yellow] < 2000’
below, light red < 500’ below, bright red = at or above aircraft).
Threatening obstructions, defined as those that pierce the TAWS
envelope, are identified by highlight when producing a caution and
identified by flashing highlight when producing a warning. The
database used with the obstruction functions meets the integrity
requirements of RTCA/DO-200A.
Omnibearing – Magnetic bearing of an omni-range station.
Offset – When referring to parallel track of an active flight plan, “offset”
implies the distance paralleling the original track. When referring to
VNAV altitudes, “offset” refers to the distance before or after the

waypoint the VNAV altitude must be reached.
Ownship – Principal eye-point; referring to icon of aircraft represented on
display.
Pitch Limit Indicator – Appears when the aircraft is within 10 knots of stall
speed, based on the VSI setting in the EFIS limits. The intent is to notify
the pilot of a possible stall condition so corrective action is taken before
the stall occurs. This function may be deselected by a setting in the
IDU configuration (limits) file.
Q-Routes – Published RNAV routes, including Q-Routes and T-Routes,
can be flight planned for use by the Genesys EFIS, subject to any
limitations or requirements noted on enroute charts, in applicable
advisory circulars, or by NOTAM. RNAV routes are depicted in blue on
aeronautical charts and are identified by the letter “Q” or “T” followed
by the airway number, e.g., Q35, T-205. Published RNAV routes are
RNAV-2 except when specifically charted as RNAV-1.
QFE – Barometric setting that results in the altimeter displaying height
above a reference elevation (e.g., airport or runway threshold).
QNE – Standard barometric setting (29.92 inHg or 1013 mbar) used to
display pressure attitude for flight above the transition attitude.
QNH – Barometric setting that results in the altimeter displaying altitude
above mean sea level at the reporting station.
Recency – State of occurrence, appearance, or origin.
Selection and Display of Selected Course – Omni-Bearing Select (OBS)
function for the pilot to select the course for navigation. Selected course
is displayed for reference.
Settable V-Speeds, Targets – The pilot may set certain V-speeds for
reference during flight. In addition, the pilot may set certain information
at any time for reference during flight, including target airspeed (with
corresponding bug) and target altitude (with corresponding bug).
Side in Command – Side of aircraft control responsible for its operation.
Skipped Waypoint – A skipped waypoint is a waypoint associated with a
dynamic termination leg with a zero length. These are either:
1) An altitude termination leg when current aircraft altitude is above
the termination altitude; or
2) System-created (i.e., not NavData® specified) intercept to a

“Course to a Fix” leg where there is insufficient distance to
calculate an intercept heading.
Skyway VNAV/LNAV Guidance (Synthetic Vision) – Display of GPS-
based active navigation route, flight plan, procedure, or OBS course in
a three-dimensional series of skyway boxes. Also known as Highway
in the Sky (HITS).
Slip Indicator – Display of aircraft lateral accelerations via an integral
slip/skid indicator function. The slip indicator is a rectangle just below
the heading pointer that moves left and right to indicate the lateral
acceleration sensed by the AHRS in the same manner as the ball in a
mechanical slip indicator.
Strikefinder – Lightning detector system (WX-500) connected to EFIS and
enabled through factory program settings.
Suppressed Waypoint – A suppressed waypoint (designated by brackets)
is an airport associated with an IFR or VFR approach procedure.
Symbology – Use of symbols.
T-Routes – T-Routes are available for use by GPS or GPS/SBAS equipped
aircraft from 1,200 feet above the surface (or in some instances higher)
up to but not including 18.000 feet MSL. T-Routes are depicted on
enroute low altitude charts and considered to include the same
attributes of Low altitude airways in the Genesys Aerosystems EFIS
declutter menus.
Talker – IDU providing data to external sensors and generating aural alerts.
IDUs depend upon intra-system communications to determine which
IDU on a side takes over “talker” responsibilities. Only one talker
(transmit enabled) per side, two talkers in a two sided system, and a
master talker PFD when considering aircraft limits. Any IDU may
become a talker through auto reversionary means in the event of the
PFD failing.
Terrain Display (PFD Artificial Horizon) – Conformal display of
surrounding terrain presented with the artificial horizon, shown in the
correct scale and perspective for the aircraft’s current position and
altitude. Includes conformal display of known runway locations,
direction, scale, and perspective based on aircraft’s current position
and altitude.
Terrain Display and TAWS/HTAWS – Display of terrain, including
identification and annunciation of threatening terrain in accordance
with Terrain Awareness Warning System (TAWS) requirements.
Coloring scheme for SVS-TAWS PFD and MAP has been simplified as
follows:
Non-alerting Terrain below aircraft – Olive Shades
Non-alerting terrain above aircraft – Brown Shades
TAWS FLTA Caution Terrain – Amber (Yellow)
TAWS FLTA Warning Terrain – Red
Obstacles Below aircraft – Amber (Yellow)
Obstacles above aircraft – Red
When over water – Deep Blue
Threatening terrain is determined by the requirements of TAWS TSO-
C151b (fixed wing) and TSO-C194 HTAWS (Rotorcraft). Threatening
terrain is shaded amber (yellow) for caution situations or shaded red
for warning situations per TSO-C151b and TSO-C194. TAWS cautions
and warnings are accompanied by an amber (yellow) or red flag and
an aural annunciation. TAWS Class A, TAWS Class B, TAWS Class C,
Enhanced HTAWS, or HTAWS functions may be activated in the
system prior to installation. The database used with the TAWS
functions meets the integrity requirements of RTCA/DO-200A.
Timer Indication – Pilot-selected function for a count-up or count-down
timer.
Traffic Display – When integrated with an appropriate traffic system, traffic
is shown using standard TCAS symbology showing relative position,
altitude, climb/decent, and color. The pilot may also show traffic
information by selecting the dedicated traffic display page.
Vertical Speed Display – Display of altitude rate of change (vertical speed
or climb rate).
VPROC (Procedure Speed) – The aircraft’s normal speed (in airspeed units
and configured in EFIS limits) for flying instrument approaches (DPs,
IAPs, STARs). This value is used for calculating the turn radius used
for instrument procedure legs. This speed is not seen on the airspeed
tape and only found in the aircraft speed settings inside the limits.
Warning, Caution, and Advisory Flags – Display of, warning, caution,
and advisory indications accompanied by aural indications. The flags
are stacked in the lower left corner of the PFD. Warnings are always
shown at the top of the flag stack, followed by cautions and then
advisories. These flags remain in view for as long as the situation
exists.
Waterline – Indication of the aircraft’s longitudinal axis or waterline

(attitude).
Wide Area Augmentation System (WAAS) – Developed by Federal
Aviation Administration to provide accurate positioning part of the
Satellite Based Augmentation System (SBAS). Other countries have
similar systems: Europe: European Geostationary Overlay System
(EGNOS); Japan: MTSAT Satellite-based Augmentation System
(MSAS); India: GPS Aided GEO Augmented Navigation system
(GAGAN).
Wind Information – Display of wind direction, wind speed, and cross wind
component.
Zulu – Display of Zulu time (based on GPS data).
IDU-450 EFIS Software Version 8.0H (Rotorcraft)
64-000102-080H
genesys-aerosystems.com
1-817-215-7600
Copyright © 2018 Genesys Aerosystems. All rights reserved.
One S-TEC Way, Mineral Wells, TX 76067 USA

Idu-450 8.0H R

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IDU-450 EFIS Software Version 8.

1st Ed Nov 2018 IDU-450 EFIS Software Version 8.0H (Rotorcraft) ii

3.1.1. PFD (PFI) Symbology ................................................. 3-1

3.3.25. No Autopilot or Fully-Integrated Autopilot Course

3.5.4. Air Data and Groundspeed ....................................... 3-60

4.4.1. MFD Failure Mode 1 ................................................. 4-10

5.7.6. Flight Plan (FPL) Menu Create-Edit (MFD Only) (Step-

5.16. PFD Source (SOURCE) Menu.............................................. 5-39

7.5.2. EFIS True North Mode .............................................. 7-23

8.2. Terrain Display ........................................................................ 8-2

9.13. Jeppesen NavData Chart Compatibility.................................. 9-6

S 2.2. Strikes Page Screen Range ........................................ S-2

RD 6. Heading Display ............................................................... RD-6

List of Figures and Tables

FIGURE 3-16: VSI ..................................................................................... 3-8

FIGURE 3-52: HEADING BUG .................................................................... 3-30

FIGURE 3-87: LOSS OF NAVIGATION......................................................... 3-53

FIGURE 5-22: MFD FAULT DISPLAY MENU ............................................... 5-49

FIGURE 8-1: TERRAIN DISPLAY .................................................................. 8-2

FIGURE RD-6: ALTITUDE DISPLAY ........................................................... RD-3

Aviation has become more complex with sophisticated “automation

If entering ground maintenance mode with bright light shining or reflecting

Operation of the Genesys Aerosystems EFIS is described in detail and

conditions; coloring conventions; abbreviations and acronyms; and

INDEX: Alphabetical listing of terms or keywords with corresponding page

Section 2 System Overview

Baro Barometric setting

DF Direct to Fix (ARINC-424 Leg)

FIS Flight Information Service

HF Holding, Pattern to Fix (ARINC-424 Leg)

IVSI Instantaneous Vertical Speed Indicator

PI Procedure Turn (ARINC-424 Leg)

SAR Search and Rescue

TIS-B Traffic information Service-Broadcast

VPL Vertical Protection Level

Figure 2-1: IDU-450 Primary Flight Display

The IDU-450 EFIS is a complete flight and navigation instrumentation

Figure 2-2: IDU-450 Multifunction Flight Display

2.2.1 Functional Integration and Display Redundancy

Pilot *Datalink/ *Mode S

*Fuel Flow/ Note: * = Optional

Figure 2-3: System Diagram

IDUs incorporate a high-brightness AMLCD screen; bezel pushbuttons;

Figure 2-4: IDU-450 Initialization Screen

Version Number Part Number

Table 2-2: CPU Number Designation

CPU Number/IDU# Definition

Aircraft parameters (latitude, longitude, altitude), as they existed prior to the

VOR/LOC 2 OBS setting is set to 360°.

Figure 2-5: Logo Screen with “TESTING”

CRC-32 values for application executable, limitations files, NavData®

During this action, “PRESS ANY BUTTON TO QUICK START” is

Figure 2-6: CRC Screen

If any critical sensor is not in normal condition, a logo screen with a

Figure 2-7: Two-Minute Countdown Screen

The display screens initialize at the earliest of:

Figure 2-8: QUICK START Screen

Intra-system and inter-system synchronization messages are paused

3) Serial protocol converters

Pilot Datalink/ Mode S

Fuel Flow/ Note: = Optional