Phenom100 MTM - Vol 1

TM
Embraer
Empresa Brasileira de Aeronáutica S.A.
PHONE: (55 12) 3927-7517
FAX: (55 12) 39277546
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MAINTENANCE
TRAINING
MANUAL
VOL. 1 OF 4
Copyright 2007 by Embraer - Empresa Brasileira de Aeronáutica S.A. All rights reserved.
This document shall not be copied or reproduced in whole or in part, in any form or by any means without the express written
Authorization of Embraer. The information, technical data, designs and drawings disclosed in this document are proprietary
information of Embraer or third parties and shall not be used or disclosed to any third party without permission of Embraer.
MAINTENANCE TRAINING MANUAL VOL. 1 TM
Embraer proprietary — Copyright © — 2008

Developed for Training Purposes Only

THIS PAGE INTENTIONALLY LEFT BLANK
FRONT MATTER - page 6

VOLUME 1
21 ...........................................................AIR CONDITIONING 55 .....................................................................STABILIZERS

22 ....................................................................AUTO FLIGHT 56 ..........................................................................WINDOWS

23 ...........................................................COMMUNICATIONS 57 ................................................................................WINGS
24 .......................................................ELECTRICAL POWER 71 ...................................................................POWERPLANT
25 .............................................EQUIPMENT/FURNISHINGS 72 ...............................................................................ENGINE
26 ............................................................FIRE PROTECTION 73 .........................................ENGINE FUEL AND CONTROL
27 ..........................................................FLIGHT CONTROLS 74 .............................................................................IGNITION
28 ...................................................................................FUEL 75 ......................................................................................AIR
29 .........................................................HYDRAULIC POWER 76 ..........................................................ENGINE CONTROLS
30 ...........................................ICE AND RAIN PROTECTION 77 .........................................................ENGINE INDICATING
31 ..............................INDICATING/RECORDING SYSTEMS 78 ...........................................................................EXHAUST
32 .................................................................LANDING GEAR 79 .......................................................................................OIL
33 ...............................................................................LIGHTS 80 ..........................................................................STARTING
34 ......................................................................NAVIGATION
35 .............................................................................OXYGEN
36 .......................................................................PNEUMATIC
38 .................................................................WATER/WASTE
44 ...............................................................CABIN SYSTEMS
45 ................................CENTRAL MAINTENANCE SYSTEM
50 ...............CARGO AND ACCESSORY COMPARTMENTS
51 ...............................Unknown ATA2200 Chapter number
52 ...............................................................................DOORS
53 .........................................................................FUSELAGE
54 .........................................................NACELLES/PYLONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80



CHAPTER 22 - AUTO FLIGHT
SECTION TITLE PAGE

22-00 AUTO FLIGHT 10

22-10 AUTOPILOT 12
22-11 FLIGHT GUIDANCE AND CONTROL SYSTEM 14
(FGCS)
22-Aug-2008 CHAPTER 22 - page 9
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EFFECTIVITY: ALL
AUTO FLIGHT 22-00
Introduction
The AFCS (Automatic Flight Control System) is a digital system fully

integrated with the avionics system architecture, and is distributed across the
LRU (Line Replaceable Unit)s.
The AFCS includes computers and servo systems that allow automatic flight
control of the aircraft. The computers use data from different sources and
feedback circuits to control direction, heading, attitude, altitude, and speed.

The Flight Display Units and the GP (Guidance Panel) provide the crew with
means to interface with the system functions.
General Description
The AUTO FLIGHT includes this subsystem:
• AUTOPILOT (AMM SDS 22-10-00/1)
Components
AUTOPILOT (22-10)
The autopilot includes computers, servo systems, and switches. The

computers use data from the other aircraft systems and feedback circuits,
along with preset data from the pilot/copilot, to control direction, heading,
attitude, altitude, and speed. The autopilot operates with other systems to
supply flight guidance outputs. These outputs let the pilot or copilot fly the
aircraft on a set flight path.
The figure AUTO FLIGHT - OVERVIEW provides further data on the

preceding text.

EFFECTIVITY: ALL
AUTO FLIGHT 22-00

AUTO FLIGHT
(22−00)
AUTO PILOT
(22−10)
EM500ENSDS220001A.DGN
AUTO FLIGHT - OVERVIEW
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EFFECTIVITY: ALL
AUTOPILOT 22-10
Introduction
The autopilot includes computers, servo systems, and switches. The

computers use data from the other aircraft systems and feedback circuits,
along with preset data from the pilot/copilot, to control direction, heading,
attitude, altitude, and speed. The autopilot operates with other systems to
supply flight guidance outputs. These outputs let the pilot or copilot fly the
aircraft on a set flight path.

General Description
The AUTOPILOT includes this subsystem:
• FLIGHT GUIDANCE AND CON- (AMM SDS 22-11-00/1)

TROL SYSTEM (FGCS)
Components
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) (22-11)
The FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS (Flight Guidance

Control System.)) is a part of the AFCS (Automatic Flight Control System).
The figure AUTOPILOT - OVERVIEW provides further data on the preceding

text.

EFFECTIVITY: ALL
AUTOPILOT 22-10

AUTOPILOT
(22−10)
FLIGHT
GUIDANCE
AND CONTROL
SYSTEM (FGCS)
(22−11)
AUTOPILOT - OVERVIEW
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EFFECTIVITY: ALL
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) 22-11
Introduction
The FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS (Flight Guidance

Control System.)) is a part of the AFCS (Automatic Flight Control System).
The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) -

INTERFACES provides further data on the preceding text.

EFFECTIVITY: ALL
ADC
AHRS
GUIDANCE PANEL

FLIGHT DISPLAY UNITS
PFD 1 MFD PFD 2
INTEGRATED INTEGRATED
AVIONICS UNIT 1 AVIONICS UNIT 2
(GIA1) (GIA2)
AFCS FUNCTIONS AFCS FUNCTIONS
SERVOS
FLIGHT NORMAL PITCH FLIGHT NORMAL PITCH
DIRECTOR 1 TRIM CHANNEL DIRECTOR 2 TRIM CHANNEL
AUTO PILOT CRUISE AUTO PILOT CRUISE

YAW DAMPER SPEED QD SWITCHES YAW DAMPER SPEED
EM500ENSDS220005B.DGN
PILOT
COPILOT
CWS SWITCHES
PILOT
COPILOT
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - OVERVIEW
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EFFECTIVITY: ALL
NOTES: NOTES:

EFFECTIVITY: ALL
CONTROL WHEEL
STEERING CONTROL YOKE CONTROL YOKE
SWITCH (CWS)
AILERON RUDDER PEDALS ELEVATOR


QUICK
DISCONNECT INTEGRATED
SWITCH (QD) AVIONICS
UNITS
(GIAs 1 E 2)
QUADRANT
ASSY
MECHANICAL
LINK
AUTOPILOT
AILERON SERVO
QUADRANT
QUADRANT
ASSY
ASSY
AUTOPILOT
RUDDER
SERVO
LEGEND:
MECHANICAL
AUTOPILOT
RS485 ELEVATOR
SERVO
DISCRETE
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - INTERFACES
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EFFECTIVITY: ALL
General Description Each GIA communicates with its on-side display via HSDB. GIA 2 can
communicate with PFD 2 or MFD, depending on the switch selection. This
The FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) has the switch is adjusted only when the airplane is on the ground, and is set in such
following functions: a way that GIA 2 communicates with the MFD. In case operation is with a
single pilot and the MFD is failed, the switch is changed in order to allow the
• FD (Flight Director);
communication with PFD 2.
• AP (Automatic Pilot);
The AHRS and ADC (Air Data Computer) information is sent directly to the
• YD (Yaw Damper)/turn coordination; on-side GIAs via ARINC 429. In addition, AHRS and ADC information is sent

directly to the on-side PFD via ARINC 429. AHRS 1 and ADC 1 information
• Automatic pitch trim; is also sent directly to the MFD via ARINC 429.
• Cruise Speed Control. The AP and YD consume AHRS and ADC information that comes directly
from the GIA, whereas the selected FD consumes the information as
Both pilot-side and copilot-side GIA (Garmin Integrated Avionics unit)s are presented on its on-side PFD.
capable of computing FD commands, although only one performs those
calculations at any given moment, depending on the selection made through The PFDs and MFD displays communicate with each other via the HSDB
the GP (Guidance Panel). (High Speed Data Bus) and the DCU.
The GP communicates with the PFD (Primary Flight Display) and MFD (Multi- FLIGHT DIRECTOR
Function Display) via RS-232 bus.
The FGCS has two FDs that operate each within a GIA that provides vertical
The entire AP and YD processing is performed within the servo actuators, as and lateral FD mode selection logic. Although there are two FDs in the
well as the majority of monitoring. system, only one is active at a time, depending on the GIA selected by the
GP.
The servos contain two RS-485 transceivers. These transceivers are used to
receive sensor input data and FD command from the GIA's, exchange data The AP, when engaged, follows the pitch and roll FD command from the
within the servo between its two processors, and transmit to the GIA's the selected GIA, and both PFDs display the same FD annunciation, alerts, and
servo status and the motor speed, torque, voltage, and current. The servos guidance bar command, as determined from the selected GIA .
also receive autopilot and yaw damper engagement and disengagement
information from the GIA's. The FD command is limited and filtered with a second order low-pass filter
prior to being sent to the PFDs and the AP.
The AP and the YD functions are not available in electrical emergency
because the servos and AHRS (Attitude and Heading Reference System) 2 AUTOPILOT
receive power from DC Bus 2 and GIA 2 receives power from DC Bus 1.
The AP function provides pitch and roll axis command with limited authority
However, the FD function is available.
of servo torque and speed in order to achieve good performance when

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
controlling the aircraft under its expected flight envelope and configuration When the AP is engaged, the automatic pitch trim function commands the
and thrust changes. primary pitch trim actuator to alleviate the primary pitch (elevator) servo effort
The AP logic is performed in both GIAs, and depends on inputs from the GP, being maintained. In addition, provisions are available in the control system
ADC, AHRS, discrete signals, and the system parameters. to provide anticipation of the required trim changes due to flap extension or
retraction.
The AP is independent of the YD and may be used during normal maneuvers
with the YD disengaged. CRUISE SPEED CONTROL
The AP is inoperative if no GIA is selected, and is disengaged if the FD is The cruise speed control function is activated by pressing the CSC (Cruise

disengaged for any reason. Speed Control) button on the GP , and has the purpose of maintaining with
limited N1 authority the aircraft indicated airspeed or Mach number upon the
The AP manual engagement or disengagement command is generated by function engagement.
the GP and sent to the selected GIA by the Flight Display Units PFDs orMFD.
The FGCS includes the components that follow:
YAW DAMPER/TURN COORDINATION
• GP (AMM MPP 22-11-01/401);
The YD function provides damping of the dutch roll mode of the aircraft and
provides turn coordination. The dutch roll mode is damped by the yaw rate. • Autopilot Aileron-Servo Actuator (AMM MPP 22-11-02/401);
The turn coordination prevents adverse yaw in the rollout maneuver for a turn • Autopilot Aileron-Servo Mount (AMM MPP 22-11-03/401);
or the maneuver of return to wings level, and eliminates side slip by the use
of long-term lateral acceleration. • Autopilot Aileron-Servo Cable (AMM MPP 22-11-04/401);
The YD logics is performed in both GIAs, and depends on inputs from the • Autopilot Elevator-Servo Actuator (AMM MPP 22-11-05/401);
GP, ADC, AHRS, discrete signals, and the system parameters.
• Autopilot Elevator-Servo Mount (AMM MPP 22-11-06/401);
The YD is independent of the AP and may be used during normal maneuvers
with the AP disengaged. • Autopilot Elevator-Servo Cable (AMM MPP 22-11-07/401);
The YD is inoperative if no GIA is selected, and is disengaged if the FD is • Autopilot Rudder-Servo Actuator (AMM MPP 22-11-08/401);
disengaged for any reason.
• Autopilot Rudder-Servo Mount (AMM MPP 22-11-09/401);
The YD manual engagement or disengagement command is generated by
the GP and sent to the selected GIA by the Flight Display Units PFD's or MFD. • Autopilot Rudder-Servo Cable (AMM MPP 22-11-10/401);
AUTOMATIC PITCH TRIM • AP/TRIM DISC pushbutton (AMM MPP 22-11-22/401);
The automatic pitch trim commands are processed in the GIAs and respond • AP/FD CWS (Control Wheel Steering) pushbutton (AMM MPP
to the primary autopilot pitch servo torque effort and flap motion. 22-11-21/401).

EFFECTIVITY: ALL
NOTES: NOTES:

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EFFECTIVITY: ALL
The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - BLOCK

DIAGRAM provides further data on the preceding text.

EFFECTIVITY: ALL
HSDB
ARINC 429 AHRS1
ARINC 429 ADC1

RS−232 RS−232
GUIDANCE PANEL
AHRS1 ARINC 429 ARINC 429 AHRS2

HSDB HSDB
ADC1 ARINC 429 PFD 1 MFD PFD 2 ARINC 429 ADC2

HSDB DATA HSDB
CONCENTRATOR
UNIT ARINC
429
HSDB
HSDB HSDB HSDB

IESI NOR/REV
SWITCH
ARINC
HSDB
429
AVIONICS UNIT 1 (GIA 1) AVIONICS UNIT 2 (GIA 2)
AUTOMATIC FLIGHT CONTROL SYSTEM FUNCTIONS AUTOMATIC FLIGHT CONTROL SYSTEM FUNCTIONS
NORMAL PITCH TRIM CHANNEL RS−485 RS−485 NORMAL PITCH TRIM CHANNEL
AHRS1 ARINC 429 FLIGHT DIRECTOR 1 FLIGHT DIRECTOR 2 ARINC 429 AHRS2
MANUAL MANUAL
AUTOMATIC AUTOMATIC
ADC1 ARINC 429 MATCH MATCH
ARINC 429 ADC2
AUTO PILOT AFCS AUTO PILOT

YAW DAMPER SERVOS YAW DAMPER
EM500ENSDS220004D.DGN
CRUISE SPEED CRUISE SPEED
QUICK CWS SWITCH CWS SWITCH

QD SWITCH QD SWITCH
DISCONNECT PILOT COPILOT
PILOT COPILOT
RELAY
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - BLOCK DIAGRAM
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EFFECTIVITY: ALL
Components
GUIDANCE PANEL
The GP is installed on the main panel in the cockpit and provides the crew
with means to interface with the system functions.
The AP, YD and cruise speed control functions can be engaged and
disengaged by pressing the appropriate momentary button on the controller,

as well as the selection of any FD mode.
The targets, such as indicated airspeed or Mach number, altitude, vertical

speed, magnetic heading, and navigation course, can be selected by rotating
the appropriate knob or thumb wheel . The course and heading knobs can
also be pushed to synchronize the selected values to the current aircraft
value. The speed knob can be used to toggle between IAS (Indicated
Airspeed) and Mach for selected airspeed display.
The GP communicates with PFD 1 and MFD via RS-232 digital bus.
The controls on the GP are placed in the following four functional groups:
• Lateral guidance controls
• FGCS management control
• Vertical guidance controls
• Speed controls

GUIDANCE PANEL provides further data on the preceding text.

EFFECTIVITY: ALL
A

FD NAV HDG AP YD ALT VNV VS FLC FD
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2
APR CSC
BANK CPL UP
PUSH DIR
PUSH SYNC PUSH IAS MACH PUSH DIR
GUIDANCE PANEL
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - GUIDANCE PANEL
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EFFECTIVITY: ALL
AUTOPILOT AILERON, ELEVATOR AND RUDDER SERVOS circuits. The servo also receives discrete signals from hardware strapping for
servo programming.
The servo actuator is an electromechanical unit that, when mated with the
servo mount, drives a single flight control axis of the airplane. When the AP AUTOPILOT AILERON, ELEVATOR, AND RUDDER SERVO CABLES
function is engaged, the AFCS controls the aircraft position through the The autopilot cables connect the autopilot servo mounts to the aircraft primary
commands sent to the servos. control rigging. Each servo cable is attached to the capstan at its respective
Each servo assembly has a dedicated sector, to which the capstan is servo mount and to the respective quadrant assembly of the aircraft primary
connected via control cable. The slip clutch allows the capstan to rotate control-rigging. The cables are corrosion-resistant steel cables.

independently of the servo actuator whenever sufficient force is applied to the The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) -
capstan. This allows the pilot to override the operation of the servo actuator AUTOPILOT ELEVATOR SERVO AND AUTOPILOT ELEVATOR SERVO
in the event of a malfunction, or of the servo mount in the event of a CABLE provides further data on the preceding text.
mechanical jamming of its internal gear trains.
The installation of the servos is designed so that its interface with the primary
flight controls system is in accordance with the following cockpit controls
movement and actuation:
• Roll axis – The aileron servo turns the control wheel clockwise for right
wing down;
• Pitch axis – The elevator servo moves the control column rearward for
nose up;
• Yaw axis – The rudder servo moves the right pedal forward for nose right.
Once installed in the aircraft, the servo actuator may be easily removed for
maintenance, with no need for removing or de-rigging the servo mount, which
is mounted to the aircraft structure and is responsible for transferring the
output torque of the servo actuator to the mechanical flight control surface
linkage.
The servo receives serial RS-485 data packets from two GIAs that contain
data from the FD commands, attitude, rates, and accelerations from the
AHRS, and air data information from the ADC.
The servo receives discrete information from the pilot's and the copilot’s
quick-disconnect button to disengage the motor and the solenoid
simultaneously by interrupting the power to the motor drive and solenoid drive

EFFECTIVITY: ALL
AUTOPILOT AILERON
SERVO CABLE
B

A
ZONES
141
142
AUTOPILOT AILERON−SERVO
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - AUTOPILOT AILERON SERVO AND AUTOPILOT AILERON SERVO CABLE
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EFFECTIVITY: ALL
NOTES: NOTES:

EFFECTIVITY: ALL
AUTOPILOT RUDDER
SERVO CABLE
B
A

ZONE
321
AUTOPILOT RUDDER SERVO
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - AUTOPILOT RUDDER SERVO AND AUTOPILOT RUDDER SERVO CABLE
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EFFECTIVITY: ALL
NOTES: NOTES:

EFFECTIVITY: ALL
A

ZONE
322
AUTOPILOT ELEVATOR
SERVO CABLE
AUTOPILOT ELEVATOR SERVO
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - AUTOPILOT ELEVATOR SERVO AND AUTOPILOT ELEVATOR SERVO CABLE
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EFFECTIVITY: ALL
AP/YD/TRIM DISC PUSHBUTTON
The AP/YD/TRIM DISC pushbutton on each pilot and copilot control yoke is
a switch usually called QD (Quick Disconnect). The switch supplies an output
to the quick disconnect relay, and this relay sends the output to the GIAs and
the autopilot servos and allows the pilot or copilot to immediately disconnect
the AP and YD functions and disengage the autopilot servos.
AP/FD CWS PUSHBUTTON


The AP/FD CWS pushbutton on each pilot and copilot control yoke is a switch
that allows the crew to override the authority of the AP function with no effect
on the YD and turn coordination functions. When the AP/FD CWS pushbutton
is pressed, the vertical FD command synchronizes with the current aircraft
pitch and roll attitude, and power is removed from the servo motor and
solenoid.
The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - AP/YD/

TRIM DISC and AP/FD CWS PUSH BUTTON provides further data on the
preceding text.

EFFECTIVITY: ON ACFT WITH METALLIC CONTROL YOKE

A B

AP/FD CWS AP/FD CWS
PUSHBUTTON PUSHBUTTON
AP/YD/TRIM DISC AP/YD/TRIM DISC

A B
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - AP/YD/TRIM DISC and AP/FD CWS PUSH BUTTON
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ON ACFT WITH NONMETALLIC CONTROL YOKE

NOTES: NOTES:


A B

AP/FD CWS AP/FD CWS
AP/YD/TRIM DISC AP/YD/TRIM DISC

EM500ENSDS220011C.DGN
A B
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - AP/YD/TRIM DISC and AP/FD CWS PUSH BUTTON
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EFFECTIVITY: ALL
Operation The selected GIA does not allow a FD mode to be engaged, remain engaged,
arm, or remain armed unless the parameters required for that mode are valid.
FLIGHT DIRECTOR FUNCTION If the ADC, AHRS, and ADC parameters required for the pitch and roll FD
basic mode are not available, then the GIA does not allow any FD mode to
The FGCS has two FDs. Each operates within a GIA that provides vertical
remain or become selected.
and lateral FD modes selection logic, and pitch and roll command generation
for the AP processing and for guidance bar presentation on PFDs if the pilots The CPL pushbutton on the GP allows the crew to select GIA1 or GIA2 for
wish to hand-fly the aircraft following the guidance commands. the FD processing and computation, which couples to the AP when it is
engaged. Upon power-up, the selected FD comes from GIA1 with the green

There are two FD pushbuttons that allow each crewmember to toggle the FD
arrow on the PFDs pointing to the left. Pressing the CPL pushbutton causes
bars ON and OFF on his respective PFD side. From standby, the FD bars
the selected FD to toggle from one GIA to the other. Each push on this button
are displayed on both PFDs when any FD button is pressed, and the
cancels all FD modes and reverts them to the pitch and roll modes.
corresponding basic mode (pitch and roll) is instated.
The FLC pushbutton on the GP engages and disengages the flight level
Although there are two FDs in the system, only one is active at a time,
change FD mode. From standby, the VS (Vertical Speed) mode is activated
depending on the GIA selected by the GP. The FD function is inoperative in
accompanied by the roll lateral basic mode.
case there is no GIA selected. The FD for a specific GIA is engaged only
when that GIA is selected to be the coupled FD. Once the AP is engaged, it The FLC FD mode is designed in such a way that the airplane never flies
follows the pitch and roll FD command from the selected GIA, and both PFDs away from the direction of the preselected altitude. Once engaged, the FLC
show the same FD annunciation, alerts, and guidance bar command, as mode continuously monitors the current selected altitude, IAS, MN (Mach
determined from the selected GIA as well. Number), and ALT (Altitude). If the preselected altitude is above the current
altitude, the mode commands the airplane to climb in case the SPD (Speed)
The FD mode logics and the FD command generation processing manage
reference is less than the current airspeed or the throttle is changed in order
and use the parameters that are calculated by the GIA and the parameters
to increase airspeed; otherwise, the mode commands the airplane to a level
that are received from the GP , PFD and MFD.
flight with VS equal to zero. If the preselected ALT is below the current
The GP transmits PFD1 and the MFD the state of the FD mode entry and altitude, the mode commands the airplane to descend in case the SPD
control inputs, such as the button pressings, the number of clicks, and the reference is greater than the current airspeed or the throttle is changed in
direction readings from the reference knobs and thumb wheel. PFD1 and the order to reduce airspeed; otherwise, the mode commands the airplane to a
MFD obtains the above information and transmits the results to the selected level flight with VS equal to zero.
GIA.
AUTOPILOT FUNCTION
The FD that is operating within GIA1 uses AHRS , ADC and NAV (Navigation)
The AP function provides pitch and roll axis command with limited authority
data input parameters via the HSDB from PFD1, and these parameters are
of the servo torque and speed in order to achieve good performance when
the ones that are selected and are being displayed on PFD1. Accordingly,
controlling the aircraft under its expected flight envelope, and the
the FD that is operating within GIA2 uses input parameters from PFD2.
configuration and thrust changes.
However, in this case PFD2 gets parameters from the MFD.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Both processors within each autopilot servo determine the pitch and roll axis estimated by the system, taking into consideration the yaw rate, roll angle,
motor speed command, which is used to determine the desired motor torque lateral acceleration, and indicated airspeed parameters. The dutch roll mode
command, and then the motor control processor determines the desired is damped by the yaw rate. The turn coordination prevents adverse yaw in
motor voltage command. the rollout maneuver for a turn or the maneuver of return to wings level, and
eliminates sideslip by the use of long-term lateral acceleration.
Monitors are implemented in the GIAs and in the servos in order to guarantee
integrity of the software package, hardware, and systems, as well as the Both processors within the yaw axis servo determine the motor speed
configuration of the systems. The monitors are classified as power-up, command, which is used to determine the desired motor torque command,
preflight, and continuous tests. and then the motor control processor determines the desired motor voltage

command.
The parameters are processed in both GIAs for AP system status
annunciations, alerts, and engagement and disengagement logic processing. The parameters that are processed in both GIAs for YD system status
All the system status annunciations are displayed for a minimum of 5 s and annunciations, alerts, and engagement and disengagement logic processing.
are annunciated based on the validity and priority of the system parameters. All the system status annunciations are displayed for a minimum of 5 s and
are annunciated based upon the validity and priority of the system
The AP is independent of the YD and may be used with the YD disengaged. parameters.
The AP is inoperative if no GIA is selected and the selected GIA disengages
the AP if the FD is disengaged for any reason. The YD manual engagement or disengagement command is generated by
the GP and is sent to the selected GIA by the PFDs or MFD. The selected
The AP manual engagement or disengagement command is generated by GIA then sends the command to the GIA that is not selected, which reports
the GP and is sent to the selected GIA by the PFDs or MFD. The selected back to the selected GIA its engagement or disengagement status, all through
GIA then sends the command to the GIA that is not selected, which reports the servos. This occurs after the preflight test.
back to the selected GIA its engagement or disengagement status, all through
the servos. This occurs after the preflight test. Monitors are implemented in the GIAs and in the servos in order to guarantee
integrity of the software package, hardware, and systems , as well as the
Actually the servos respond to the command from the selected GIA. If the configuration of the systems. The monitors are classified as power-up,
GIA that is not selected does not respond to the engagement command, or preflight, and continuous tests.
for any reason it requests servo disengagement, the selected GIA
disengages the servos. AUTOMATIC PITCH TRIM
If a given servo detects an internal fault, it disengages itself and reports back The automatic pitch trim commands are processed in the GIAs and respond
to the GIA, then the selected GIA disengages the remaining servos and to the primary autopilot pitch servo torque effort and flap motion.
initiates messaging and alarms. The GIAs receive the primary pitch servo effort (torque) as produced by the
YAW DAMPER/TURN COORDINATION FUNCTION primary pitch servo. When the automatic pitch trim is engaged, the pitch trim
function outputs up or down commands from GIA 1 to the primary pitch trim
The YD function provides damping of the dutch roll mode of the aircraft and system of actuation in order to reduce the average pitch servo effort.
provides turn coordination in reaction to the presence of sideslip variation,

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
During manual flight, the crew commands the system (pitch, roll, or yaw) as
required to alleviate the forces on the control yoke or pedals. When the AP
is engaged, automatic pitch trim is also performed automatically and its
operation is transparent to the crew.
It should be noted that, while the AP/FD CWS button is pressed, the primary
servo effort from the load cell will go to a low value in such a way that the
normal automatic trim operation will cease.

CRUISE SPEED CONTROL
The CSC function can be engaged and disengaged by pressing the

appropriate momentary button CSC on the GP; it has the purpose of
maintaining with limited N1 (Fan Rotor Speed) authority the aircraft indicated
airspeed or the Mach number upon the function engagement.
The N1 calculation and the function abnormalities are processed within the
two FADEC (Full Authority Digital Engine Control)'s, whereas the function
request and its annunciations are primarily processed within the selected
GIA. The selected GIA transmits to the FADEC the CSC request if either the
altitude hold or the VNAV (Vertical Navigation) altitude hold mode is active
and the CSC button is pressed.
The CSC engagement and disengagement status announced on the FMA

(Flight Mode Annunciation) is based on the FADEC channels response to
engage the function, the active vertical FD mode, and the CSC button status.
The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - AP

INDICATION ON PFD AND EICAS PITCH TRIM DISPLAY ON MFD provides
further data on the preceding text.

EFFECTIVITY: ALL
PUSH PUSH
VOL ID VOL SQ
NAV1 111.85 117.95 GS ____KT DTK ___
O
TRK ___
O
ETE __:__ 121.500 128.075 COM1
NAV2 111.00 117.95 MAP - NAVIGATION MAP 136.975 136.000 COM2
87.8 TO 95.0 EMERG

ATR NORTH UP
ROLL PITCH NAV

KEWK STRMSCP
LIGHTNING
COM
TRIM TRIM PUSH

27.2 N1% 10.0
FAILED
TFR PUSH
1−2 NO DATA 1−2
BARO
ITT C
IGN 349 200 IGN
AB AB
TRIM 54.9 N2% 55.1

ROLL 232
253
OIL PRES PSI
TEMP C
232
253 PARK CITY
EL DORAD
PUSH
STD
FUEL
ICT KAAD
599 FF KGH 853
1250 FQ KG 800
20 TEMP 23 C
ELEC
2050
CABIN KICT
KBEC
AUGUSTA
RANGE
YAN BATT1
BATT2
0V
0V
ALT 7200 FT KIAB − +
RATE 0 FPM

SPDBRK DELTA-P 5.0 PSI
CLOSED
LFE 5 FT CERBY PUSH
OXY 1450 PSI PAN
LG FLAPS
DN D MENU
DN DN
YAM ROLL
TRIM
FPL PROC
C 20 5 NM
TRIM
CLR ENT
YAN
MAP WPT AUX NRST
DFLT MAP
SYSTEM MAP DCLTR SHW CHRT CHK LIST
FMS
PUSH CRSR
C A
B PFD 1
B PFD 2
D
A MFD
PUSH PUSH
VOL ID ° VOL SQ
NAV1 108.00 117.95 KIXD KCEA DIS 114 NM BRG 234 136.975 118.000 COM1
NAV2 108.00 117.95 GPS ROL AP YD VS 100FPM ALTS VPTH 136.975 118.000 COM2
YAW NAV
15200
EMERG
COM
DAMPER 20 20
M
15400
2000
4
230
STATUS PUSH
1−2 15300
PUSH
1−2
10 10 2
CRUISE 220 15200

20
BARO
LATERAL AUTOPILOT SPEED VERTICAL 210 151

00
200
MODES STATUS CONTROL MODES 10 10 15000 2
PUSH
STD
190 307 14900 4

HDG 035 CRS 300 RANGE
M .411 30.04 IN
30 33 − +
GPS ROL AP YD CSC ALT VPTH
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15 12
ARMED ACTIVE ACTIVE

CLR ENT
RAT 0 C ISA +15 C XPDR1 1253 ALT R LCL 17:12:20
ARMED INSET SENSOR PDF OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG
DFLT MAP
FMS
FLIGHT DIRECTOR
INDICATOR ARROW AFCS STATUS BOX
PUSH CRSR
D B
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - AP INDICATION ON PFD AND EICAS PITCH TRIM DISPLAY ON MFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
FLIGHT GUIDANCE AND CONTROL SYSTEM CONTROLS CRS1

and
The GP contains controls for setting the FD and the AP modes. The controls CRS2 Independently changes left or right side
are found in four main groups on the front panel: CRS1 and
knob course accordingly (clockwise - course in-
CRS2 - rotary
clock- crease, counterclockwise - course de-
• FD pushbutton and Course control; knob
wise/ crease) with the minimum increment of 1.
• Lateral guidance control; counter-
clockwise
• AFCS and Speed control;

PUSH DIR -
• Vertical guidance control. pushbutton
Synchronizes the corresponding course au-
on center of ON
tomatically to the current aircraft heading.
FD PUSH BUTTON AND COURSE CONTROL CRS1/CRS2
knobs
Table - FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - FD
PUSHBUTTON AND COURSE CONTROL shows the controls for the course
The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - FD
control group:
PUSH BUTTON AND COURSE CONTROL provides further data on the
• FD; preceding text.
• Adjust the Selected Course (CRS1 and CRS2);
• PUSH DIR.
Activates basic modes and brings up com-

Standby
mand cues on both displays.
Active
Toggles on/off the corresponding command
FD push but- (non-cou-
cue.
ton pled side)
Active If the AP is not active, the FD goes to stand-
(coupled by.
side) If the AP is active, there is no effect.

EFFECTIVITY: ALL
A

FD
PUSHBUTTON
DN
APR CSC
CRS1 CRS2
SELECT KNOB SELECT KNOB
BANK CPL
(OUTER) PUSH DIR PUSH SYNC
UP
PUSH IAS MACH PUSH DIR
(OUTER)
GUIDANCE PANEL
PUSH DIR
PUSHBUTTON
A
(INNER)
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - FD PUSH BUTTON AND COURSE CONTROL
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
LATERAL GUIDANCE CONTROLS Momentar-

ily pushed
Table - FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - LATERAL Arms HDG mode.
(not armed
GUIDANCE CONTROLS shows the controls for the lateral guidance control
HDG push or active)
group:
button Momentar-
• APR (Approach) Mode ily pushed
Disarms/deactivates HDG mode.
(armed or
• NAV Mode
active)

• Low Bank Mode (BANK) CW
• HDG (Heading) Select Mode (Clock- HDG target changes accordingly (CW cau-
HDG SEL wise)/ ses heading target to increase ; CCW cau-
• Adjusts the Selected Heading (HDG SEL); rotary knob CCW ses heading target to decrease) with the
(Counter- minimum increment of 1.
• PUSH SYNK clockwise)
PUSH
Momentar-
SYNC -
ily pushed
Arms APPR mode based on NAV source. push button Synchronizes the HDG target automatically
(not armed ON
on center of to the current aircraft HDG.
APR push or active)
HDG SEL
button Momentar- knob
ily pushed
Disarms/deactivates APPR mode.
(armed or The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) -
active) LATERAL GUIDANCE CONTROL provides further data on the preceding
text.
Momentar-
ily pushed
Arms NAV mode based on NAV source.
(not armed
NAV push or active)
button Momentar-
ily pushed
Disarms/deactivates NAV mode.
(armed or
active)
BANK push Momentar-
Toggles ON/OFF half bank limit.
button ily pushed

EFFECTIVITY: ALL
A

APR NAV HDG
PUSHBUTTON PUSHBUTTON PUSHBUTTON
DN
APR CSC
BANK CPL UP
PUSH DIR
GUIDANCE PANEL
BANK
PUSHBUTTON PUSH SYNC HDG SEL
A
PUSHBUTTON KNOB (OUTER)
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - LATERAL GUIDANCE CONTROL
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
AFCS AND SPEED CONTROL Momen-

tarily
Table - FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - AFCS AND pushed CSC engages.
SPEED CONTROL shows the controls for the FGCS management group and (not en-
controls for the speed control group: gaged)
CSC push-
• AP button Momen-
tarily
• YD pushed CSC is disengaged.

(engag-
• CSC
ed)
• CPL (Couple) Toggles the selected FD and its source of
CPL pushbut- PFD data between pilot and copilot. Arrow-
Momen- ON
ton head annunciator on the PFD indicates the
tarily used PFD and source.
AP engages.
pushed
YD engages if not engaged.
(not en- The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - AFCS
AP pushbut- gaged) and SPEED CONTROL provides further data on the preceding text.
ton Momen-
tarily
pushed AP is disengaged.
(engag-
ed)
Momen-
tarily
pushed YD engages.
(not en-
YD pushbut- gaged)
ton Momen-
tarily
pushed YD is disengaged.
(engag-
ed)

EFFECTIVITY: ALL
A

AP YD
DN
APR CSC
BANK CPL UP
PUSH DIR
CSC GUIDANCE PANEL

PUSHBUTTON
CPL
PUSHBUTTON
A
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - AFCS and SPEED CONTROL
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VERTICAL GUIDANCE CONTROLS Altitude

Altitude target changes with a TBD incre-
target dis-
Table - FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - VERTICAL ment.
played
GUIDANCE CONTROLS shows the controls for the lateral guidance control
group: Momen-
tarily
• ALT Hold Mode (ALT); pushed
Arms VPTH.
(not
• Adjusts the Selected Altitude (ALT SEL); armed or

VNV push active)
• Vertical Path Tracking Mode for Vertical Navigation Flight Control(VNV); button
Momen-
• Vertical Speed Mode(VS); tarily
• Adjusts the Vertical Speed Reference (UP/DN Wheel); pushed Disarms/deactivates any VNV mode.
(armed or
• Flight level Change Mode (FLC); active)
• Adjusts the Airspeed Reference (SPD SEL); Momen-

tarily
• PUSH IAS-MACH. pushed
Activates VS mode.
(not
Momen- armed or
tarily VS push but- active)
pushed ton
Activates ALT mode. Momen-
(not tarily
armed or pushed Disarms/deactivates VS mode.
ALT push active)
button (armed or
Momen- active)
tarily DN Wheel No effect.
pushed Disarms/deactivates ALT mode.
(armed or Rotating the Vertical Speed Select Wheel
active) VS rotary se- up causes the Vertical Speed Target to de-
lector wheel crease.
Altitude UP Wheel
ALT SEL ro- Altitude target becomes displayed and Rotating the Wheel down causes the Verti-
target not cal Speed Target to increase.
tary knob synchronized to the current altitude.
displayed Increments: TBD

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Momen-
tarily
pushed
Activates FLC mode.
(not
armed or
FLC push active)
button
Momen-
tarily

pushed Deactivates FLC mode.
(armed or
active)
FLC not
No effect.
active
SPD SEL ro- Turning the knob CW increases speed tar-
tary knob FLC ac- get and turning the knob CCW decreases
tive the speed target.
Increment: TBD.
PUSH IAS-
MACH push Toggles the speed reference value be-
button on ON tween indicated airspeed value and M val-
center of SPD ue.
SEL knob)

VERTICAL GUIDANCE CONTROL provides further data on the preceding
text.

EFFECTIVITY: ALL
A

ALT VNV VS FLC
PUSHBUTTON PUSHBUTTON PUSHBUTTON PUSHBUTTON
DN
APR CSC
BANK CPL UP
PUSH DIR PUSH SYNC PUSH IAS MACH PUSH DIR
GUIDANCE PANEL SPD SELECT
KNOB (OUTER)
A
ALT SEL KNOB VS SELECT PUSH IAS − MACH
WHEEL PUSHBUTTON
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - VERTICAL GUIDANCE CONTROL
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
FLIGHT DIRECTOR MODES OF OPERATIONS • Approach (VOR/LOC/GPS)

The FD system has two categories for modes of operation: vertical axis and ALTITUDE HOLD (ALT)
lateral axis. The selected GIA does not allow a FD mode to be engaged,
remain engaged, arm, or remain armed unless the parameters required for The ALT Hold Mode provides a pitch command, which permits the autopilot
that mode are valid. If a required input parameter becomes invalid while the to keep the altitude. The ALT Hold Mode can be armed manually by pushing
mode is engaged, either a lateral or vertical FD mode reversion is initiated the ALT pushbutton on the GP or automatically by means of the ALT preselect
depending on the axis associated with the mode. If a required input parameter mode. The ALT pushbutton in the GP engages and disengages the altitude
becomes invalid while the mode is armed, it becomes disarmed. hold FD mode. ALT Hold Mode active is indicated by an ALT annunciation in

the AFCS status box on the PFD.
The vertical axis flight director guidance modes are:
The CSC is available while the ALT Hold Mode is active. When the CSC
• Altitude hold (ALT) pushbutton is pressed, the FADEC varies engine thrust to maintain the
• Altitude preselect (ALTS) desired airspeed within a certain control range.
• Flight level change - (FLC) With the AP/FD CWS pushbutton depressed, the aircraft can be hand-flown
to a new altitude reference. When the AP/FD CWS is released at the desired
• G/A (Go-Around) altitude, the new altitude is established as the altitude reference. If the
selected altitude is reached during CWS maneuvering, the altitude reference
• TO (Takeoff) is not changed. In this case, the CWS must be pressed again after the
selected altitude is reached, to adjust the altitude reference.
• G/S (Glideslope)
• Pitch hold (PIT) ALTITUDE HOLD MODE (ALT) provides further data on the preceding text.
• Vertical speed (VS)
• Vertical navigation (VNV)
The lateral axis flight director guidance modes are:
• Roll hold (Rol)
• Wings level (WL)
• Low bank
• HDG
• Navigation (VOR/LOC/BC/GPS)

EFFECTIVITY: ALL
CRUISE SPEED
CONTROL ACTIVE
ALTITUDE HOLD
MODE ACTIVE

PUSH PUSH
SELECTED
VOL ID
NAV1 108.00 117.95 D KMCI DIS123 NM BRG 065
°
136.975 118.000 COM1
VOL SQ
ALTITUDE
NAV2 108.00 117.95 ROL CSC ALT 136.975 118.000 COM2
EMERG
NAV COM
M 16800
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151
00
200 PUSH
STD
10 10 2
A PFD 1 PFD 2
A 15000
190 307 14900 4

M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S E FPL PROC
15 12
CLR ENT
TAT 0 C SAT +15 C XPDR1 1253 ALT R LCL 17:12:20
DFLT MAP
INSET SENSOR PDF OBS CDI IDENT TMR/REF NRST MSG
ADF/DME XPDR
FMS
PUSH CRSR
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - ALTITUDE HOLD MODE (ALT)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ALTITUDE PRE-SELECTED (ALTS)
The white ALTS annunciation indicates that the ALT Pre-Selected Mode is
armed. The ALT SEL rotary knob is used to set the selected altitude until the
Pre-Selected Mode becomes active.
While in TO or G/A mode, the ALT Pre-Selected Mode arms automatically

only in case the preselected altitude is greater than or equal to 400 ft from
the TO or G/A mode entry ALT. As the aircraft nears the selected altitude, the

FD automatically transitions to the ALT Pre-Selected Mode with the ALT Hold
Mode armed. This automatic transition is indicated by the green ALTS
annunciation flashing for up to 5 seconds and the appearance of the white
ALT annunciation. At 50 ft from the selected altitude, the FD automatically
transitions from the ALT Pre-Selected Mode to the ALT Hold Mode and holds
the selected altitude. As the ALT Hold Mode becomes active, the white ALT
annunciation moves to the active vertical mode field and flashes in green for
5 seconds to indicate the automatic transition.

ALTITUDE PRESELECTED MODE (ALTS) provides further data on the
preceding text.

EFFECTIVITY: ALL
ALTITUDE
B PRE−SELECTED
MOVE ARMED
PUSH PUSH
VOL ID ° VOL SQ
NAV1 108.00 117.95 D KMCI DIS 137NM BRG 065 136.975 118.000 COM1
NAV2 108.00 117.95 ROL PIT ALTS 136.975 118.000 COM2
EMERG
NAV COM
M 15200

2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151
00
200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
A A PAN
3
PFD 1 PFD 2
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
INSET SENSOR PDF OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG
FMS
PUSH CRSR
HDG AP YD ALTS ALT
A
"FLASH UP TO 5 SEC. INDICATING AUTOMATIC TRANSITION"
HDG AP YD ALT
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - ALTITUDE PRESELECTED MODE (ALTS)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
FLIGHT LEVEL CHANGE (FLC)
The Flight Level Change Mode is selected by pressing the FLC pushbutton,
and it is indicated by a green FLC annunciation in the AFCS Status Box. The
Flight Level Change Mode is designed in such a way that the airplane never
flies away from the preselected altitude. This mode acquires and maintains
the airspeed reference in IAS or M) while climbing from or descending to the
selected altitude.

Once engaged, the Flight Level Change Mode continuously monitors current
selected altitude, IAS, MN, and ALT. If the preselected altitude is above the
current altitude, the mode commands the airplane to climb in case the speed
reference is less than current airspeed, or throttle is changed in order to
increase airspeed; otherwise, the mode commands the airplane to a level
flight with vertical speed equal to zero. If the preselected altitude is below the
current altitude, the mode commands the airplane to descend in case the
speed reference is greater than the current airspeed, or the throttle is
changed in order to reduce airspeed; otherwise, the mode commands the
airplane to a level flight with vertical speed equal to zero.
The Flight Level Change Mode also switches between FLC IAS and FLC M
and vice versa manually by pressing the speed knob on the GP. In this case
the automatic transition activates again if the FLC IAS and FLC M is left in
the ALT, IAS, or M condition that satisfies the logic system.
The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - FLIGHT

LEVEL CHANGE MODE (FLC) provides further data on the preceding text.

EFFECTIVITY: ALL
FLIGHT LEVEL ALTITUDE

CHANGE MOVE PRE−SELECTED
ACTIVE MOVE ARMED

PUSH PUSH
VOL ID ° VOL SQ
AIRSPEED NAV1 108.00 117.95 D KMCI DIS 88.8 NM BRG 064 136.975 118.000 COM1
108.00 117.95 ROL FLC ALTS 136.975 118.000
REFERENCE NAV2 COM2
EMERG
NAV COM
M .477 M 15200
2000
15400
230 20 20 4
PUSH PUSH
1−2 220 15300 1−2
10 10 2
210 15200 BARO
20
AIRSPEED 200 151
00
REFERENCE 190
A A
PUSH
STD
PFD 2 BUG 10 10 15000 2

PFD 1 180
170 307 14900 4

GS 180 KTS M .477 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
CURRENT
3
21
MACH NUMBER D MENU
6
S
E FPL PROC
15 12
CLR ENT
XPDR1 1253 ALT LCL 17:12:20
TAT 0 C SAT +15 C R
DFLT MAP
FMS
PUSH CRSR
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - FLIGHT LEVEL CHANGE MODE (FLC)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
TAKEOFF (TO) AND GO-AROUND (GA) MODES
By pressing the TOGA switch, located on the throttle levers, the crew selects
either the TO or the G/A vertical flight director mode, depending on whether
the airplane is on the ground or in the air.
In the G/A Mode, the FD commands a constant set pitch attitude. The ALT
Pre-Selected mode is automatically armed when the aircraft is at least 400
feet below the selected altitude at the time the TO or G/A mode is selected.

Pressing the GA Switch while in the air activates the FD in a wings-level, PIT
(Pitch)-up attitude, allowing the performance of a MAPR (Missed Approach)
or a G/A. Selecting G/A mode disengages the AP; however, subsequent AP
engagement is allowed.
The TO mode provides an attitude reference during rotation and TO. This
mode can be selected only while on the ground by pushing the GA Switch.
The FD command bars assume a wings-level, pitch-up attitude. The AP
engagement while the TO mode is active is inhibited while the aircraft is on
the ground.

TAKEOFF MODE (TO) and GO-AROUND MODE (GA) provides further data
on the preceding text.

EFFECTIVITY: ALL
GO AROUND
MODE ACTIVE
PUSH PUSH
VOL ID ° VOL SQ
NAV1 108.00 117.95 RW30L map SUNNE mahp DIS 4.6 NM BRG 303 136.975 118.000 COM1
NAV2 108.00 117.95 ROL AP YD GA ALTS 136.975 118.000 COM2
EMERG
NAV COM
M 15200
2000

15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151
00
200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
30 33 − +
PFD 1 PFD 2
A B A W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
TO/GA 15 12
SWITCH CLR ENT
DFLT MAP
FMS
PUSH CRSR
TO/GA
SWITCH A
THROTTLE
LEVERS
THRUST CONTROL QUADRANT
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - TAKEOFF MODE (TO) and GO-AROUND MODE (GA)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
GLIDESLOPE (G/S)
The G/S mode is available for LOC (Localizer)/ILS (Instrument Landing

System) approaches to capture and track the G/S. The G/S mode arms in
case APRLOC mode is armed or engaged, and does not engage if the
APRLOC mode is not engaged. It disarms or disengages if the APRLOC
mode disarms or disengages.
Once the LOC has been set as the navigation source, the LOC and the G/S

can be captured. Upon reaching the G/S, the FD transitions to the G/S mode
and begins to capture and track the G/S.

GLIDESLOPE MODE (G/S) provides further data on the preceding text.

EFFECTIVITY: ALL
GLIDESLOPE
APPROACH
MODE ACTIVE
MODE ACTIVE

PUSH PUSH
VOL ID ° VOL SQ
NAV1 108.00 117.95 KLIDE PATVI DIS 1.7 NM BRG 302 136.975 118.000 COM1
NAV2 108.00 117.95 LOC GS 136.975 118.000 COM2
EMERG
NAV COM
M 15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151
00
200 PUSH
STD
10 10 15000 2
A PFD 1 PFD 2
A 190 307 14900 4
M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - GLIDESLOPE MODE (G/S)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
PITCH HOLD (PIT)
This mode may be used to climb from or descend to the selected altitude,
since the ALT preselected mode is automatically armed when the PIT Hold
mode is activated. When the FD is activated (with the FD Key) or switched,
the PIT Hold mode is selected by default. The Pitch Hold mode is indicated
as the active vertical mode by the PIT annunciation.
In the PIT Hold mode, the FD maintains a constant PIT attitude. The PIT

reference is set to the aircraft PIT attitude at the moment of mode selection.
If the aircraft PIT attitude exceeds the FDPIT command limitations, the FD
commands a PIT angle equal to the nose-up/down limit.
The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - PITCH

HOLD MODE (PIT) provides further data on the preceding text.

EFFECTIVITY: ALL
ALTITUDE
PITCH HOLD PRE−SELECTED
MODE ACTIVE MODE ARMED

PUSH PUSH
VOL ID ° VOL SQ
NAV1 108.00 117.95 D KMCI DIS 137 NM BRG 065 136.975 118.000 COM1
EMERG
NAV COM
M 15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
A PFD 1 PFD 2
A 210 151
00
200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15
12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - PITCH HOLD MODE (PIT)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VERTICAL SPEED (VS)
In the VS Mode, the FD acquires and maintains a VS reference. The current

aircraft VS becomes the VS reference at the moment of VS mode activation.
This mode may be used to climb from or descend to the selected altitude,
since the ALT preselected mode is automatically armed when the VS mode
is selected.
When the VS mode is selected, the VS target synchronizes with the current

VS and is displayed on the PFDs as a cyan target bug on the VS tape and
as its corresponding digital readout cyan in color in a box right above the tape.
The VS target selection can be made in 100 ft/min increments using the VS
rotary selector wheel on the GP. The VS target synchronizes with the current
VS upon the CWS pushbutton is released from its activation.
With the VS mode activated by pressing the VS pushbutton, VS is

annunciated in green in the AFCS status box.

VERTICAL SPEED MODE (VS) provides further data on the preceding text.

EFFECTIVITY: ALL
ALTITUDE
VERTICAL SPEED PRE−SELECTED
MODE ACTIVE MODE ARMED

PUSH
VOL ID °
PUSH
VOL SQ
SELECTED
NAV1 108.00 117.95 D KMCI DIS 103 NM BRG 064 136.975 118.000 COM1
NAV2 108.00 117.95 ROL VS ALTS 136.975 118.000 COM2
ALTITUDE
EMERG
NAV COM
M 22000
1000
22100
20 20 4
230
PUSH PUSH
1−2 22000 1−2
10 10 2
220 21900 BARO
VERTICAL
40 SPEED
210 218
20
REFERENCE
200 PUSH
STD
10 10 21700 2
A PFD 1 PFD 2
A
190 307 21600 4
M .411 29.92 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - VERTICAL SPEED MODE (VS)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VERTICAL NAVIGATION (VNV)
The VNAV Function comprehends the three modes as follows:
• Vertical Path Mode (VPTH)
• VNV Target Altitude Capture Mode (ALTV)
• Glidepath Mode (GP)


The FD may be armed for VNAV at any time, but no target altitudes are
captured during a climb. The command bars provide vertical profile guidance
based on specified altitudes (entered manually or loaded from the database)
at waypoints in the active flight plan or direct-to (with vertical constraint). The
appropriate VNAV flight control modes are sequenced by the FD to follow the
path defined by the vertical profile. Upon reaching the last waypoint in the
VNAV flight plan, the FD transitions to the ALT Hold mode and cancels any
armed VNAV modes.
VERTICAL PATH MODE (VPTH).
When a vertical profile (VNAV flight plan) is active and the VNV pushbutton
is pressed, the vertical path tracking mode is armed in preparation for descent
path capture. The VPTH (or /V when Glidepath or the G/S mode is
concurrently armed) is annunciated in white in addition to the previously
armed modes. If applicable, the appropriate altitude capture mode is armed
for capture of the next VNV Target Altitude (ALTV) or the ALT preselected
mode (ALTS), whichever is greater.

VERTICAL NAVIGATION MODES (VNV) - VERTICAL PATH MODE (VPTH)
provides further data on the preceding text.

EFFECTIVITY: ALL
VERTICAL PATH TRACKING

B ALTITUDE HOLD
MODE ACTIVE
ARMED (FLASHING INDICATES
ACKNOWLEDGMENT REQUIRED
PUSH PUSH
VOL ID VOL SQ
NAV1 108.00 117.95 KIXD KCEA TOD within 1 minuts 136.975 118.000 COM1
NAV2 108.00 117.95 GPS ALT VPTH 136.975 118.000 COM2
EMERG
NAV COM
M 15200

2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151
00
200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
A A PAN
3
PFD 1 PFD 2
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
GPS ALT VPTH
GPS FLC ALTS GP/V
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - VERTICAL NAVIGATION MODES (VNV) - VERTICAL PATH MODE (VPTH)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VNV TARGET ALTITUDE CAPTURE MODE (ALTV)
The VNV Target Altitude Capture is analogous to the ALT preselected mode
(ALTS) and is armed automatically after the VNV pushbutton is pressed and
the next VNV Target Altitude is to be intercepted before the Selected Altitude.
The annunciation ALTV indicates that the VNV Target Altitude is to be
captured. VNV Target Altitudes are shown in the active flight plan or direct-
to (with vertical constraint), and can be entered manually or loaded from a
database.

As the aircraft nears the VNV Target Altitude, the FD automatically transitions
to the VNV Target Altitude Capture Mode with the ALT Hold mode armed.
This automatic transition is indicated by the magenta ALTV annunciation
flashing for up to 5 seconds and the appearance of the white ALT
annunciation. The active VNV Target Altitude is shown in magenta above the
Vertical Speed indicator.
At 50 feet from the VNV Target Altitude, the flight director automatically
transitions from VNV Target Altitude Capture to the Altitude Hold mode and
tracks the level leg. As the ALT Hold mode becomes active, the white ALT
annunciation moves to the active vertical mode field and flashes in magenta
for 5 seconds to indicate the automatic transition. The FD automatically arms
Vertical Path Tracking, allowing the upcoming descent legs to be captured
and subsequently tracked.

VERTICAL NAVIGATION MODES (VNV) - VNV TARGET ALTITUDE
CAPTURE MODE (ALTV) provides further data on the preceding text.

EFFECTIVITY: ALL
VERTICAL PATH VNV TARGET ALTITUDE

B TRACKING ACTIVE CAPTURE ARMED
PUSH PUSH
VOL ID ° VOL SQ
NAV1 108.00 117.95 KIXD KCEA DIS 11.1 NM BRG 232 136.975 118.000 COM1
NAV2 108.00 117.95 GPS VPTH ALTV 136.975 118.000 COM2
EMERG
NAV COM
M 15200

2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151
00
200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
A A PAN
3
PFD 1 PFD 2
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
GPS ALTV ALT VPTH

A
"FLASH UP TO 5 SEC. INDICATING AUTOMATIC TRANSITION"
GPS ALT VPTH
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - VERTICAL NAVIGATION MODES (VNV) - VNV TARGET ALTITUDE CAPTURE MODE (ALTV)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
GLIDEPATH MODE (GP)
The Glidepath mode is used to track the WAAS (Wide Area Augmentation
System)-based glidepath. When the Glidepath mode is armed, the GP is
annunciated in white in the AFCS status box.
Upon reaching the glidepath, the FD transitions to the Glidepath mode and
begins to capture and track the glidepath.

VERTICAL NAVIGATION MODES (VNV) - GLIDEPATH MODE (GP)

EFFECTIVITY: ALL
GLIDEPATH
MODE ARMED

PUSH PUSH
VOL ID
NAV1 108.00 117.95 KLIDE HIVAK faf DIS 114 NM BRG 234
°
136.975 118.000 COM1
VOL SQ
NAV2 108.00 117.95 GPS GP 136.975 118.000 COM2

EMERG GLIDEPATH
NAV
0
COM INDICATOR
20 20 4
230
PUSH G 4000 PUSH
1−2 1−2
o
10 10 2
3900
220 o BARO
210 3 8 00
80
200
A PFD 1 PFD 2
A 10 10
o
3700 2
PUSH
STD
o
3600
190 307 4
3500
M .411
30 33 29.89 IN − +
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - VERTICAL NAVIGATION MODES (VNV) - GLIDEPATH MODE (GP)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
LATERAL AXIS FLIGHT DIRECTOR GUIDANCE MODES
The lateral FD modes supply FD guidance commands in the lateral axis. The
indications for the modes show on the PFD's.
ROLL HOLD (ROL)
When the FD is activated or switched, the Roll Hold mode is selected by

default. This mode is annunciated as ROL in the AFCS status box. The

current aircraft bank angle is held, subject to the bank angle condition.
The roll reference can be changed by pressing the CWS pushbutton,

establishing the desired bank angle, then releasing the CWS pushbutton.
WINGS LEVEL (WL)
The WL mode holds the current aircraft roll attitude or rolls to wings level,
depending on the commanded bank angle. The GIA engages the Wings Level
mode if the current roll angle is less than 6 degrees when the Rol Hold FD
Mode is engaged. See Table - FLIGHT GUIDANCE AND CONTROL
SYSTEM (FGCS) - Roll Hold Mode Responses as follows:
Bank Angle Flight Director Response

< 6 degrees Rolls to Wings Level
Maintains current aircraft roll atti-
6 to 30 degrees
tude
> 30 degrees Limits bank to 30 degrees
The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - ROLL

HOLD MODE (ROL) provides further data on the preceding text.

EFFECTIVITY: ALL
ROLL HOLD MODE

ANNUNCIATION

PUSH PUSH
VOL ID ° VOL SQ
NAV1 108.00 117.95 D KMCI DIS 137NM BRG 065 136.975 118.000 COM1
EMERG
NAV COM
M 15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
A PFD 1 PFD 2
A 210 151
00
200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15
12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - ROLL HOLD MODE (ROL)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
LOW BANK
The Low Bank Mode limits the maximum bank/roll angle to a certification-
specific limit. When in Low Bank, the FD limits the maximum commanded roll
angle, and an arc limit is displayed in green along the Roll Scale in the ADI
(Attitude Director Indicator). The Low Bank mode can be manually or
automatically selected while heading, GPS (Global Positioning System)
lateral navigation, or VOR lateral navigation mode is active.

The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - LOW
BANK MODE provides further data on the preceding text.

EFFECTIVITY: ALL
LOW BANK ARC


PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
M 15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
A PFD 1 PFD 2
A 210 151
00
200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15
12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - LOW BANK MODE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
HEADING (HDG)
The Heading Select mode acquires and maintains the selected heading. The
selected heading target is presented on the FDs independently of the active
FD mode, and its selection is displayed as a cyan target bug on the compass
and as its corresponding digital readout cyan in color in a box on the top left
side of the compass. The heading target selection can be made in 1-degree
increments using the HDG rotary knob on the GP. Pressing the HDG rotary
knob synchronizes the selected heading to the current heading. The CWS

pushbutton activation has no effect on the selected heading target.

HEADING MODE (HDG) provides further data on the preceding text.

EFFECTIVITY: ALL
HEADING SELECT
MODE ACTIVE

PUSH PUSH
VOL ID ° VOL SQ
NAV1 108.00 117.95 DIS __._ NM BRG ___ 136.975 118.000 COM1
NAV2 108.00 117.95 HDG PIT ALTS 136.975 118.000 COM2
EMERG
NAV COM
M 15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
A PFD 1 PFD 2
A 210 151
20
00
200 PUSH
STD
10 10 15000 2
190 295 14900 4

M .411 30.04 IN
30
33
− + SELECTED
W
24 HEADING BUG
N
PUSH
GPS ENR PAN
21
3
D MENU
SELECTED
S
6
HEADING
FPL PROC
15 E
12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - HEADING MODE (HDG)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NAVIGATION (VOR/LOC/BC/GPS)
Pressing the NAV pushbutton causes the NAV mode to be selected. The NAV
mode acquires and tracks the selected NAV source (GPS, VOR, LOC). The
FD follows the GPS roll steering commands when the GPS is the selected
NAV source. When the NAV source is VOR or LOC, the FD creates roll
steering commands from the Selected Course and deviation. The NAV Mode
can also be used to fly non-precision GPS and LOC approaches where
vertical guidance is not required.

The Back Course mode captures and tracks a localizer signal in the back
course direction. The mode may be selected by pressing the NAV
pushbutton. When making a back course approach, set the selected course
to the localizer front course. The FD creates roll steering commands from the
selected course and deviation.
The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - PFD

LATERAL AXIS GUIDANCE MODE ANNUNCIATORS provides further data

EFFECTIVITY: ALL
PUSH PUSH
VOL ID ° ° VOL SQ
NAV1 108.00 117.95 obs 261 KRHV DIS 17.9 NM BRG 261 136.975 118.000 COM1
NAV2 108.00 117.95 GPS PIT ALTS 136.975 118.000 COM2
EMERG
NAV COM
M 15200
2000
15400
20 20 4
230
GPS NAVIGATION PUSH
1−2 15300
PUSH
1−2
MODE ACTIVE 220

10 10
15200
2
BARO
20
210 151
00
200 PUSH
STD
10 10 15000 2
190 288 14900 4


M .411 30.04 IN
W 30 − +
24
33
GPS TERM PUSH
21
N
PAN
3
D MENU
S
6
15 FPL PROC
12 E
CLR ENT
GPS IS SELECTED INSET SENSOR PDF OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG
DFLT MAP
FMS
NAVIGATION SOURCE
PUSH CRSR
A
A PFD 1 PFD 2
A BACKCOURSE
MODE ACTIVE
PUSH PUSH
VOL ID ° VOL SQ
NAV1 108.00 117.95 D KSJC DIS 1.6 NM BRG 305 136.975 118.000 COM1
NAV2 108.00 117.95 BC PIT ALTS 136.975 118.000 COM2
EMERG
NAV COM
M 15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151
00
200 PUSH
STD
10 10 15000 2
190 123 14900 4
M .411 30.04 IN
12 15 − +
E
S
6 LOC2 PUSH
PAN
21
3
24
MENU
LOC2 IS SELECTED
N
W FPL PROC
33
NAVIGATION SOURCE
30
CLR ENT
DFLT MAP
FMS
PUSH CRSR
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - PFD LATERAL AXIS GUIDANCE MODE ANNUNCIATORS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
APPROACH (VOR/LOC/GPS)
The APR mode is activated when the APR pushbutton is pressed. The APR
mode acquires and tracks the selected navigation source (GPS, VOR, or
LOC), depending on the loaded APR. This mode uses the selected navigation
receiver deviation and desired course inputs to fly the APR. Pressing the APR
pushbutton when the CDI (Course Deviation Indicator) is greater than one
dot causes the selected APR mode to be armed.

The LOCAPR mode allows the AP to fly a LOC/ILS approach with a G/S.
When the LOCAPR mode is armed, the G/S mode is also armed
automatically. The LOC captures are inhibited if the difference between the
aircraft heading and the localizer course exceeds 105 degrees.
The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - PFD

LATERAL AXIS GUIDANCE MODE ANNUNCIATORS provides further data

EFFECTIVITY: ALL
GPS APPROACH
MODE ARMED

PUSH PUSH
VOL ID ° VOL SQ
NAV1 108.00 117.95 KIXD KCEA DIS 114 NM BRG 234136.975 118.000 COM1
NAV2 108.00 117.95 GPS PIT ALTS GP 136.975 118.000 COM2
EMERG
NAV COM
15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
A PFD 1 PFD 2
A 210 151
00
200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15
12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - PFD LATERAL AXIS GUIDANCE MODE ANNUNCIATORS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80



CHAPTER 23 - COMMUNICATIONS
SECTION TITLE PAGE

23-00 COMMUNICATIONS 84

23-10 SPEECH COMMUNICATIONS 86
23-12 VHF COMMUNICATION SYSTEM 88
23-50 AUDIO INTEGRATING 102
23-51 AIRBORNE AUDIO SYSTEM 104
23-60 STATIC DISCHARGING 126
23-61 STATIC DISCHARGERS 128
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
COMMUNICATIONS 23-00
Introduction The figure COMMUNICATIONS - SYSTEM OVERVIEW provides further

data on the preceding text.
The communications system provides the means for accomplishing voice and
data communications inside an aircraft, between different aircraft, and
between the aircraft and ground stations.
General Description
The COMMUNICATIONS includes these subsystems:


• SPEECH COMMUNICATIONS (AMM SDS 23-10-00/1)
• DATA TRANSMISSION AND AU- (AMM SDS 23-20-00/1)
TOMATIC CALLING
• AUDIO INTEGRATING (AMM SDS 23-50-00/1)
• STATIC DISCHARGING (AMM SDS 23-60-00/1)
Components
SPEECH COMMUNICATIONS (23-10)
Speech communication contains the systems that allow voice communication

between different aircraft, and between aircraft and ground stations.
DATA TRANSMISSION AND AUTOMATIC CALLING (23-20)
The data transmission and automatic calling system supplies the means to
accomplish digital data communications between the aircraft and ground
stations.
AUDIO INTEGRATING (23-50)
The audio integrating system connects the communication and navigation

radios to the radio headsets, microphones, and loudspeakers in the aircraft.
STATIC DISCHARGING (23-60)
The function of the static discharging subsystem is to prevent accumulation

of static electricity on the aircraft structure.

EFFECTIVITY: ALL
COMMUNICATIONS 23-00

COMMUNICATIONS
(23−00)
DATA
SPEECH TRANSMISSION AUDIO STATIC
COMMUNICATIONS AND AUTOMATIC INTEGRATING DISCHARGING
(23−10) CALLING (23−50) (23−60)
(23−20)
01
01 OPTIONAL SYSTEM
COMMUNICATIONS - SYSTEM OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
SPEECH COMMUNICATIONS 23-10
Introduction
Speech communication contains the systems that allow voice communication

between different aircraft, and between aircraft and ground stations.
General Description
The SPEECH COMMUNICATIONS includes these subsystems:


• VHF COMMUNICATION SYSTEM (AMM SDS 23-12-00/1)
• SATCOM SYSTEM (AMM SDS 23-15-00/1)
Components
VHF COMMUNICATION SYSTEM (23-12)
The VHF (Very High Frequency) COM (Communications) system uses

airborne equipment and ground stations to supply two-way voice and data
communications between aircraft, and between aircraft and ground stations.
It uses AM (Amplitude Modulation) and operates in the frequency range from
118.000 to 136.992MHz.
SATCOM SYSTEM (23-15)
The SATCOM (Satellite Communications) system supplies two-way

communications between the aircraft and ground, including voice or data
transfers via iridium network. These services are available through satellite
communications link when the aircraft is in the air or on the ground.
The figure SPEECH COMMUNICATIONS - OVERVIEW provides further


EFFECTIVITY: ALL
SPEECH COMMUNICATIONS 23-10

SPEECH
COMMUNICATIONS
(23−10)
HF COMMUNICATION VHF COMMUNICATION SATCOM SYSTEM

SYSTEM SYSTEM
(23−11) (23−12) (23−15)
01 01
01 OPTIONAL SYSTEM
SPEECH COMMUNICATIONS - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VHF COMMUNICATION SYSTEM 23-12
Introduction
The VHF (Very High Frequency) COM (Communications) system uses

airborne equipment and ground stations to supply two-way voice and data
communications between aircraft, and between aircraft and ground stations.
It uses AM (Amplitude Modulation) and operates in the frequency range from
118.000 to 136.992MHz.
The figure VHF COMMUNICATION SYSTEM - OVERVIEW provides further



EFFECTIVITY: ALL

118.000 MHz
TO
136.992 MHz
118.000 MHz
118.000 MHz TO
TO 136.992 MHz
136.992 MHz
GROUND STATION
VHF COMMUNICATION SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description The figure VHF COMMUNICATION SYSTEM - BLOCK DIAGRAM provides
The aircraft has two VHFCOM systems:
• VHFCOM 1 system
• VHFCOM 2 system
The VHF system consists of four major components:


• Two PFD (Primary Flight Display)s and one MFD (Multi-Function Display)
(VHFCOM Controls)
• Two Audio Panels (VHF Selection)
• Two VHF transceivers embedded in GIA (Garmin Integrated Avionics unit)

1 and 2
• Two VHF antennas
Each VHF radio is isolated from system power using a dedicated circuit
breaker. In order to comply with safety requirements, each VHF transceiver
is also connected to independent electrical BUS systems. The emergency
bus and the DC (Direct Current) Bus 1 supplies power to VHF 1 Transceiver
and the DC Bus 2 supplies power to VHF 2 Transceiver.
The VHF transceiver has channels spacing modes of 8.33kHz and 25kHz
and is intended to operate within a range of 200nmi. The coverage limit of
VHF system is only due to line-of-sight radio visibility.
The VHFCOM system can be tuned by dedicated controls of PFD and MFD.
The COM selection is performed through the Audio Panels.
The VHFCOM system includes these components:
• VHFCOM System (AMM MPP 23-12-00/501)
• VHF Antenna (AMM MPP 23-12-02/401)

EFFECTIVITY: ALL
DC BUS 1 EMERGENCY BUS DC BUS 1 DC BUS 2
VHF 1 VHF 1 HSDB

GIA 1 AUDIO 1
PWR 1 PWR 2
VHF 2 AUDIO 2 GIA 2
HSDB
HSDB
HSDB
PFD 1 MFD PFD 2
(REV.MODE)
HSDB

HSDB
NORM/REV
SWITCH
VHF 1
ANTENNA
VHF 2
ICS AUDIO
ANTENNA
HSDB
AUDIO AUDIO
RS 232 HSDB
PANEL 1 PANEL 2
ANALOG AUDIO (BACKUP) RS 232
ANALOG AUDIO ALERT (BACKUP) ANALOG AUDIO (BACKUP)
ANALOG AUDIO ALERT (BACKUP)
INTEGRATED
AVIONICS INTEGRATED
UNIT 1 AVIONICS
(GIA 1) UNIT 2
(GIA 2)
(VHF1) ANALOG AURAL WARNING
GIA 1 DIGITAL AUDIO (VHF2)

GIA 1 DIGITAL AUDIO IDENT
GIA 1 DIGITAL AUDIO WARNING
GIA 2 DIGITAL AUDIO

ANALOG AURAL WARNING
VHF COMMUNICATION SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
VHF COM SYSTEM
The VHF transceivers are embedded in the GIA. The two GIAs are installed
in conveniently accessible locations for inspection and maintenance
purposes.
The VHF controls are embedded in the displays. There are PTT (Push-to-

Talk) switches for radios on the main instrument panel in parallel with the PTT
on the control yoke – these switches improve operation from the human
factors aspect.
The VHF communication system interfaces with the aircraft electrical system
and no power supply is required for the VHF antennas.
The figure VHF COMMUNICATION SYSTEM - GIA 1 AND 2 LOCATION


EFFECTIVITY: ALL
B

GIA 2
A
ZONES GIA 1
223
224
A
INTEGRATED AVIONICS UNIT

(GIA)
C C
GIA 1 GIA 2
B
C (FRONT VIEW OF THE MAIN INSTRUMENT
PANEL WITH THE FLIGHT DISPLAY UNITS REMOVED)
VHF COMMUNICATION SYSTEM - GIA 1 AND 2 LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VHF ANTENNA
The VHF antennas are broad band, 50 impedance and vertically polarized.
The VHF 1 and 2 antennas are installed on the top and on the bottom of the
aircraft, respectively. Both antennas are installed on metallic surface using
conductive gaskets. The use of gasket for both VHF antennas improves the
maintenance or inspection issues. The antenna removal is easy since it is not
required scraping, chiseling or grinding the antennas.

The VHF 1 antenna is connected to GIA 1 and VHF 2 antenna is connected
to GIA 2.
The figure VHF COMMUNICATION SYSTEM - ANTENNAS LOCATION


EFFECTIVITY: ALL
ZONES
233
234
A
VHF 1 ANTENNA

VHF 2 ANTENNA
A
ZONE
131
VHF ANTENNA
A
TYPICAL
VHF COMMUNICATION SYSTEM - ANTENNAS LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation
VHF COM SYSTEM OPERATION
The VHF transceiver consists of a 16WAM independent transmitter, and a

single conversion super heterodyne AM receiver. Each transceiver provides
voice communication in the 118.000 to 136.992MHz general aviation band
with 25kHz or 8.33kHz channel spacing. The 8.33kHz channel spacing meets
European requirements.

The VHFCOM module contains these circuits:
• Power supply;
• Transceiver;
• Self-test circuitry.
Each VHF transceiver has self-contained power supply and all other circuitry
necessary for the radio function to operate totally independent from NAV
(Navigation) radios.
When the PTT key becomes stuck the COM transmitter stops transmitting
after 35s of continuous operation. An alert appears on the PFD to advise the
crew of a stuck microphone.
The VHFRF (Radio Frequency) coaxial cables are routed with the maximum
practical separation distance between each other (50mm minimum). The
VHFRF cables are also routed as much as practical along grounded metallic
structures. The RF cables and wiring are kept away from potential sources
of electrical and mechanical interference and are clearly marked for easy
identification.
The figure VHF COMMUNICATION SYSTEM - VHFCOM INDICATIONS ON

THE PFD AND MFD provides further data on the preceding text.

EFFECTIVITY: ALL
MFD
A B
A
PUSH PUSH
VOL ID
NAV1 108.00 117.95 VPT KIXD DIS 136 NM DTK 053 TRK355 136.975 118.000 COM1
VOL SQ
NAV2 108.00 117.95 HDG 1500 FPH VS ALT 136.975 118.000 COM2
PFD 1 PFD 2 EMERG
NAV COM
1600
20 20 4
200
PUSH PUSH
1−2 1500 1−2
10 10 2
180 1400 BARO

40
170 13
20
160 PUSH
STD
10 10 1200 2
140 356 1100 4

TAS 170KT 2992 IN
N 3 − +
33
3O
6
NAV1 PUSH
PAN
E
D MENU
24
12
15 FPL PROC
21
S
CLR ENT
DFLT MAP
INSET SENSOR PFD OBS CDI ADF/DME XPDR IDENT TMR/REF NRST ALERTS
FMS
PUSH CRSR
ACTIVE COM STANDBY COM

FREQUENCY FIELD FREQUENCY FIELD
121.900 118.600 COM1
135.100 TX 118.400 COM2
VHF COMMUNICATION SYSTEM - VHF COM INDICATIONS ON THE PFD AND MFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VHF COM SYSTEM TUNING AND CONTROL COM TRANSCEIVER SELECTION, SET AND ACTIVATION
There is no specific control unit for the VHF radios. The radios parameters The COM transceiver is selected by pressing the COM MIC keys on the audio
such as volume, frequency tuning, frequency spacing and squelch, are panel. When the COM MIC key is annunciated, the associated active COM
adjusted through the dedicated VHF controls and keys of the MFD and PFD. frequency is displayed in green in the Active COM frequency field. When the
The COM selection is performed through the Audio Panels. active COM is transmitting, the active transceiver COM MIC key annunciator
flashes approximately one time per second.
COM FREQUENCY TRANSFER KEY
The figure VHF COMMUNICATION SYSTEM - VHFCOM TUNING AND

The COM frequency transfer key is used to switch the standby and active CONTROL provides further data on the preceding text.
COM frequencies. Pressing the toggle key flip flops the standby and active
frequencies.
OUTER AND INNER COM KNOBS (Dual COM knob)
The outer and inner knobs are used to adjust the setting of standby and active
COM frequencies. The outer knob adjusts the MHz value and the inner knob
adjusts the kHz value. Pressing the inner knob toggles the blue rectangle
tuning course between COM1 and COM2 fields. The Tuning course fields
determine which COM radio is affected by the controls.
The procedure to do the manual tuning of the COM transceivers is as follows:
• Turn the Dual COM knob to tune the desired frequency in the Standby
COM frequency field.
• Press the Frequency Transfer Key to transfer the frequency to the Active
COM frequency field.
• Adjust the volume level with the COM VOL/SQ knob.
• Press the COM VOL/SQ knob to turn the automatic squelch ON and OFF.
COM VOLUME
The radio volume level can be adjusted from 0 to 100% using the COM VOL/
SQ knob for COM. Turning the knob clockwise increases the volume, and
turning this knob counterclockwise decreases the volume. Pressing the COM
VOL/SQ knob turns automatic squelch On and Off.

EFFECTIVITY: ALL
COM VOL/SQ
MFD
A B KNOB
A
PUSH PUSH
VOL ID
VOL SQ
NAV2 108.00 117.95 HDG 1500 FPH VS ALT 136.975 118.000 COM2 COM FREQUENCY
PFD 1 PFD 2 EMERG
NAV COM TRANSFER KEY

1600
20 20 4
200
PUSH PUSH
1−2 1500 1−2
10 10 2
180 1400 BARO DUAL COM
KNOB

40
170 13
20
160 PUSH
STD
10 10 1200 2
140 356 1100 4

TAS 170KT 2992 IN
N 3 − +
33
3O
6
NAV1 PUSH
PAN
E
D MENU
24
12
15 FPL PROC
21
S
CLR ENT
DFLT MAP
FMS
PUSH CRSR
A
COM TUNING BOX

121.900 118.600 COM1 FREQUENCY FIELD FREQUENCY FIELD
135.100 118.400
TX COM2
119.700 124.150 COM1
RECEIVE AND TRANSMIT 135.675 35% VOLUME

INDICATIONS
B
COM VOLUME LEVEL
B
VHF COMMUNICATION SYSTEM - VHF COM TUNING AND CONTROL
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
TOTAL LOSS OF THE MAIN AIRCRAFT POWER GENERATING SYSTEM
The emergency BUS feeds the VHF 1 transceiver. In the event of total loss
of the main aircraft power generation system, the battery system guarantees
45min of uninterrupted power for the aircraft loads on the emergency bus.
COM TUNING FAILURE
In case of a COM system tuning failure, the emergency frequency


(121.5MHz) is automatically tuned in the radio in which the tuning failure
occurred. The Red 'X' COM message will be annunciated in the displays.
QUICK TUNING AND ACTIVATING 121.5MHz
If the COM frequency toggle key is pressed and held for 2s the COM
emergency frequency 121.5MHz is automatically set as active COM
frequency.
PTT STUCK
If the PTT key becomes stuck, the COM transmitter stops transmitting after
35s of continuous operation.
The figure VHF COMMUNICATION SYSTEM - VHFCOM SYSTEM

FAILURE ANNUNCIATIONS provides further data on the preceding text.

EFFECTIVITY: ALL
MFD
B
A A
PFD 1 PFD 2
PUSH PUSH
VOL ID
VOL SQ
EMERG
NAV COM
1600
20 20 4
200
PUSH PUSH
1−2 1500 1−2
10 10 2
180

1400 BARO
40
170 13
20
160 PUSH
STD
10 10 1200 2
140 356 1100 4

TAS 170KT 2992 IN
N − +
33
3O
NAV1 PUSH
PAN
W
D MENU
24
FPL PROC
21
CLR ENT
DFLT MAP
FMS
PUSH CRSR
A
EMERGENCY CHANNEL
RED "X" MESSAGE LOADED AUTOMATICALLY
COM1 121.500 121.900 COM1
COM2 135.100 118.400 COM2
B B
VHF COMMUNICATION SYSTEM - VHF COM SYSTEM FAILURE ANNUNCIATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
AUDIO INTEGRATING 23-50
Introduction
The audio integrating system connects the communication and navigation

radios to the radio headsets, microphones, and loudspeakers in the aircraft.
General Description
The AUDIO INTEGRATING includes this subsystem:


• AIRBORNE AUDIO SYSTEM (AMM SDS 23-51-00/1)
Components
AIRBORNE AUDIO SYSTEM (23-51)
The airborne audio system controls the audio functions of the NAV
(Navigation) and COM (Communications) radios, headsets, microphones,
and loudspeakers.
The figure AUDIO INTEGRATING - SYSTEM OVERVIEW provides further


EFFECTIVITY: ALL
AUDIO INTEGRATING 23-50

AUDIO
INTEGRATING
(23−50)
AIRBORNE AUDIO
SYSTEM
(23−51)
AUDIO INTEGRATING - SYSTEM OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
AIRBORNE AUDIO SYSTEM 23-51
Introduction
The airborne audio system controls the audio functions of the NAV
(Navigation) and COM (Communications) radios, headsets, microphones,
and loudspeakers.
The figure AIRBORNE AUDIO SYSTEM - OVERVIEW provides further data


EFFECTIVITY: ALL
HEADSET 1 HEADSET 2
JACK JACK

PANEL 1 PANEL 2
PTT MIC HAND MIC 1 HAND MIC 2 PTT MIC

SWITCHES SWITCHES
LOUDSPEAKER 2
AVIONICS
ANALOG AUDIO AUDIO LOUDSPEAKER 1 AUDIO ANALOG AUDIO
AVIONICS
UNIT PANEL 1 PANEL 2 UNIT
(GIA 1) (GIA 2)
DIGITAL AUDIO
DIGITAL AUDIO
AIRBORNE AUDIO SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description UNSWITCHED 3) and used to play aural alerts from an external source, when
installed, the priority of the alerts being such that they should be played
The airborne audio system supplies the audio controls, annunciators, and simultaneously with all other alerts. The stall computers are connected to the
signal lines for communication as follows: between the aircraft and the audio panels to recover the audio in the cabin when the stall aural warning
ground, between the cockpit and the passenger cabin, and between the flight sounds.
crewmembers in the cockpit. The system also supplies digitized audio
warnings to the flight crew. The audio panel includes marker beacon receiver with dual sensitivity and
features marker beacon audio muting with automatic rearming. In addition,
The audio panel incorporates a microcontroller for processing front panel key Master Avionics Squelch processing helps with de-emphasis of ambient

commands, annunciator control, input/output functions, and communication. noise from the avionics inputs, thereby improving cockpit communications. In
Remote microphone key signals, also called PTT (Push-to-Talk) signals, are addition, to enhance safety of flight, the unit provides the pilot with a fail-safe
input to the audio panels as active-low discrete. The audio panel also includes mode connection to COM1 and the copilot with a fail-safe mode connection
a six-position intercom system with electronic cabin noise de-emphasis and to COM2.
dual stereo entertainment input. The PA key of audio panel is pilot-selectable
and allows unidirectional communication from cockpit to ANR (Active Noise The airborne audio system comprises the following components:
Reduction) passenger’s headsets. • Audio Panel
Each audio panel provides an interface for two stereo, analog, auxiliary music • Cockpit Loudspeaker
inputs, which are referred to as MUSIC 1 and MUSIC 2, with streaming
content from the MUSIC IN jacks. MUSIC 1 is routed to the pilot and copilot • Jack Panel
headsets, while MUSIC 2 is routed to the passenger headsets. The audio
panel supports both monaural and stereo headsets. For mono headsets, a • PTTMIC (Microphone) Switch
switch inside each audio control panel routes its tip audio to both ears, and
the person using the mono headset will hear one audio control panel in both • Cockpit Headset
ears. • Hand-Mic
The audio panel also provides an interface for the CVDR (Cockpit Voice and The figure AIRBORNE AUDIO SYSTEM - BLOCK DIAGRAM provides further
Data Recorder) equipment. The unsquelched pilot microphone input (i.e., all data on the preceding text.
vocal inputs from the pilot) is combined with all audio presented to the pilot’s
headset and is output to the pilot CVDR channel. The unsquelched copilot
microphone input (i.e., all vocal inputs from the copilot) is combined with all
audio presented to the copilot’s headset and is output to the copilot CVDR
channel.
Each audio panel receives digital aural alerts from both GIA (Garmin
Integrated Avionics unit), via RS-232, which allows redundant aural alerting
in case one GIA or digital alert path fails. Three analog unmuted/unswitched
inputs are also available (UNSWITCHED 1, UNSWITCHED 2,

EFFECTIVITY: ALL
EMERGENCY BUS DC BUS 2 DC BUS 1 DC BUS 2
SAT WX/ MFD

RADIO PWR 2
VHF 1 MFD
GIA 1 AUDIO 1 PFD 1 VHF 2 PFD 2
PWR 2 HSDB PWR 1
HSDB
HSDB
MFD HSDB
PFD 1 PFD 2 GIA 2
(REV.MODE)
MUSIC IN HSDB MUSIC IN
DC BUS 1 AUDIO
HSDB

SATELLITE
HEADSET 1 HEADSET 2
WEATHER/RADIO AUDIO 2
RECEIVER
VHF 1
JACK JACK HSDB
PWR 1 HAND MIC 1 STALL WARNING
HAND MIC 2
PANEL 1 PANEL 2 NORM/REV
OXYGEN-MASK AND PROTECTION OXYGEN-MASK
SWITCH
STOWAGE COMPUTER STOWAGE
BOX 1 BOX 2
STALL WARNING ACTIVATED

VHF 1
ANTENNA AUDIO AUDIO
01 SATCOM
VHF 2
AUDIO AUDIO ANTENNA
01 HF
AUDIO AUDIO
01 ADF
HSDB AUDIO AUDIO
01 TCAS
AUDIO AUDIO
RS 232 AUDIO AUDIO HSDB
PANEL 1 01 DME1 PANEL 2
ANALOG AUDIO (BACKUP) RS 232
AUDIO AUDIO
01 DME2
ANALOG AUDIO (BACKUP)
AUDIO LOUDSPEAKER 2 AUDIO
LOUDSPEAKER 1
INTEGRATED
01 IFE
ICS AUDIO
AVIONICS INTEGRATED
UNIT 1 VOICE RECORDER
CVDR AVIONICS
(GIA 1) UNIT 2
(GIA 2)
(VHF1)
PASSENGERS HEADSETS (VHF2)

CROSS-SIDE ANALOG AURAL WARNING
GIA 1 DIGITAL AUDIO
GIA 2 DIGITAL AUDIO

01 OPTIONAL EQUIPMENT CROSS-SIDE ANALOG AURAL WARNING
AIRBORNE AUDIO SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components • MKR (Marker) selection
AUDIO PANEL • SPKR (Speaker) selection
The audio panel is a vertically-oriented panel-mounted audio control and • Telephone selection when it is installed
marker beacon system specifically designed for use in an installation with two
audio panels due to the redundancy in the digital aural alert that this model • Intercom System selection
offers. LED-illuminated push keys and logical layout allow audio selection of
• Music selection
NAV, COM and automatic warning audio in voice or tone annunciation. LED

(Light-Emitting Diode) brightness is adjusted to a level appropriate for • Volume/Squelch control
ambient cockpit light conditions automatically by the system display units.
Each crewmember can make separate radio selections and volume/squelch • Digital clearance recorder selection
adjustments using his/her on-side audio control panel. ICS
(Intercommunication System) isolation modes are cross-filled to both audio • Reversionary Mode selection
control panels in order to keep them synchronized between crewmembers.
NOTE: When a key is selected on the audio panel, a triangular annunciator
The unit features annunciated keys that control the selection of both COM above the key is illuminated.
and NAV audio. The COM interface can support up to three transceivers,
The figure AIRBORNE AUDIO SYSTEM - AUDIO PANEL provides further
while the NAV interface supports up to five radios. Only one microphone
source can be selected at a time on each audio panel and any combination
of audio sources can be selected simultaneously, but a second key press
deselects the audio source and deactivates the annunciator. The audio panel
also controls display reversionary mode (backup), in the event of display
failure, through the red button at the bottom of the audio panel.
The audio panel has the following functions:
• VHF (Very High Frequency) COM selection
• HF (High Frequency) COM selection when it is installed
• PA (Passenger Address) routing
• NAV selection
• ADF (Automatic Direction Finder) selection when it is installed
• DME (Distance Measuring Equipment) selection when it is installed

EFFECTIVITY: ALL
COM1
MIC COM1
A A COM2
COM2
MIC
COM3
COM3
MIC
PA TEL

MUSIC SPKR
MKR HI
MUTE SENS
DME NAV1
ADF NAV2
AUX
MAN
PLAY
SQ
INTR
COM CABIN
ICS MSTR
VOL SQ
DISPLAY BACKUP
AUDIO PANEL
AIRBORNE AUDIO SYSTEM - AUDIO PANEL
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
COCKPIT LOUDSPEAKER
There are two loudspeakers installed on the cockpit ceiling panels above the
pilot and copilot stations.
One loudspeaker is connected to the pilot audio panel and the other, to the
copilot audio panel. The loudspeaker is activated by selecting the SPKR key
on the audio panel. Selected aircraft audio can be heard over the on-side
headset and over the on-side speaker if SPKR is selected.

The figure AIRBORNE AUDIO SYSTEM - COCKPIT LOUDSPEAKERS

EFFECTIVITY: ALL
A

COCKPIT LOUDSPEAKERS
A
AIRBORNE AUDIO SYSTEM - COCKPIT LOUDSPEAKERS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
PTT MIC SWITCH
There are four PTTMIC switches: two on the glareshield panel and two on
each crew member’s control yoke. To allow all-microphone transmission, a
PTTMIC switch must be pressed.
If the PTTMIC switch becomes stuck, the COM transmitter stops transmitting
after 35s of continuous operation. An alert appears on the PFD (Primary Flight

Display) to advise the crew of a stuck microphone. The COM1 MIC or COM2
MIC key annunciator on the audio panel continues to flash as long as the
PTTMIC switch remains stuck.
The figure AIRBORNE AUDIO SYSTEM - PTT MIC SWITCH provides further

EFFECTIVITY: ALL
A A

PTT MIC SWITCH
A
C B
PTT MIC SWITCH PTT MIC SWITCH
LH CONTROL YOKE RH CONTROL YOKE
C B
AIRBORNE AUDIO SYSTEM - PTT MIC SWITCH
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
JACK PANEL
Jack panels 1 and 2 are installed on the RH (Right-Hand) and LH (Left-Hand)

lateral consoles, respectively.
The jack panels connect the pilot and copilot headset and hand-mic to their
respective audio panel. They have connections for both standard and ANR
headsets.

The figure AIRBORNE AUDIO SYSTEM - PILOT/COPILOT JACK PANELS

EFFECTIVITY: ALL
JACK PANEL 1
LH LATERAL
CONSOLE

A B
JACK PANEL 2
C
AUDIO JACKS
HAND PHONE BOOM
MIC MIC
RH LATERAL
CONSOLE
JACK PANEL
MASK ANR MUSIC
MIC HDST IN
ON
OFF
C B
TYPICAL
AIRBORNE AUDIO SYSTEM - PILOT/COPILOT JACK PANELS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation corresponding COM frequency on the on-side PFD for the duration of the
transmission.
AIRBORNE AUDIO SYSTEM
MASTER VOLUME CONTROL
The audio panel has the following functions:
The MSTR knob always controls master volume for the on-side
• Supplies integrated control of all audio functions in the aircraft. crewmember’s headset by adjusting all radio, alerts, and ICS audio volumes
simultaneously. Turning the knob clockwise increases volume level, while
• Receives digital audio data from the NAV and COM systems through a turning either knob counterclockwise decreases the volume level.
digital audio bus.

VHF RADIO MODE
• Converts digital data into analog signals that operate the cockpit
loudspeakers and headsets. There is no specific control unit for the VHF radios. Radio parameters such
as volume, frequency tuning, frequency spacing, and squelch are adjusted
• Supplies an interface to the CVDR unit. through the dedicate VHF controls and keys of the MFD and PFD. The COM
selection is performed trough the audio panel.
The fail-safe mode is set in the event of an audio panel failure due to integrity
checks or power interruptions. In fail-safe mode, fail-safe audio is directed to The COM frequency transfer key is used to switch the standby and active
the pilot’s and copilot’s headsets. The fail-safe mode bypasses the audio COM frequencies. Pressing the toggle key flip-flops the standby and active
panel circuits, with the exception of the relays that switch the pilot’s frequencies. The dual COM knob tunes the standby frequencies for the COM
microphone and headset directly to COM1 and copilot’s microphone and transceiver. The outer knob adjusts the MHz value and the inner knob adjusts
headset directly to COM2. In addition, fail-safe aural warnings are played on the kHz value.
the crewmembers’ headsets.
Radio volume level can be adjusted from 0 to 100% using the COM VOL/SQ
REVERSIONARY MODE knob for COM. Turning the knob clockwise increases volume and turning it
counterclockwise decreases volume. Pressing the COM VOL/SQ knob turns
Pressing the red DISPLAY BACKUP button located at the bottom of the audio the automatic squelch on and off.
control panel selects reversionary (or backup) mode for the MFD (Multi-
Function Display) as well as the on-side PFD. Reversionary mode is a mode The desired COM transceiver is selected by pressing the COM MIC keys on
of operation in which both the PFD and MFD are identically configured to the audio control panel. When the COM MIC key is annunciated, the
display all of the important flight parameters in the event of display failure. associated active COM frequency is displayed in green in the Active COM
frequency field.
COM MIC SELECT
PA MODE
Only one microphone source can be selected at a time on each audio panel.
When a microphone is selected, the active transceiver MIC key annunciator The operations to transmit or listen to the audio from the PA system are given
blinks approximately once per second to indicate that the transmission is below.
active, and a white TX (Transmit) indication appears next to the

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Pressing the PA key activates/deactivates the PA function. When PA key is

selected, COM1 MIC, COM2 MIC, and COM3 MIC are automatically
deselected. When PA is deselected, the previous selected microphones are
re-selected.
The associated PTT switch must be pressed to deliver PA announcements.

When a microphone is selected, the PA annunciator blinks approximately
once per second to indicate transmission is active. All selected radios will
continue to be heard in the PA mode. A discrete output is available to mute

passenger audio source (from in-flight radio or entertainment system) when
the PA key and the PTT are active.
The pilot and copilot can independently select PA mode for one-way
communication to the passengers. PA audio is not routed to speakers; it is
routed to the passenger's headsets and to the on-side headset. It is only
routed to the cross-side headset when the cross-side PA key is selected. It
can be delivered simultaneously by both pilot and copilot and its volume is
adjustable in configuration mode.
NAV AUDIO MODE
Pressing NAV1 or NAV2 selects the corresponding audio source and

activates the annunciator. Pressing the selected audio source key again
deselects this audio source. All aircraft radio keys can be selected
concurrently. Selected aircraft audio can be heard over the on-side headset
and over the on-side speaker if SPKR is selected.
The figure AIRBORNE AUDIO SYSTEM - FLIGHT DISPLAY UNIT

CONTROLS/INDICATORS provides further data on the preceding text.

EFFECTIVITY: ALL
COM VOL/SQ
MFD
A B KNOB
A
PUSH PUSH
VOL ID
VOL SQ
NAV2 108.00 117.95 HDG 1500 FPH VS ALT 136.975 118.000 COM2 COM FREQUENCY
PFD 1 PFD 2 EMERG
NAV COM TRANSFER KEY

1600
20 20 4
200
PUSH PUSH
1−2 1500 1−2
10 10 2
180 1400 BARO DUAL COM
KNOB

40
170 13
20
160 PUSH
STD
10 10 1200 2
140 356 1100 4

TAS 170KT 2992 IN
N 3 − +
33
3O
6
NAV1 PUSH
PAN
E
D MENU
24
12
15 FPL PROC
21
S
CLR ENT
DFLT MAP
FMS
PUSH CRSR
A
COM TUNING BOX

121.900 118.600 COM1 FREQUENCY FIELD FREQUENCY FIELD
135.100 118.400
TX COM2
119.700 124.150 COM1
RECEIVE AND TRANSMIT 135.675 35% VOLUME

INDICATIONS
B
COM VOLUME LEVEL
B
AIRBORNE AUDIO SYSTEM - FLIGHT DISPLAY UNIT CONTROLS/INDICATORS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
REF. CONTROL/INDICATOR POSITION/INDICATION MODE

Activates the corresponding radio as the active audio source and
highlights the corresponding COM frequency in green (COM1 and
1 selected
COM2 only) in the active frequency field of the on-side PFD.
COM1, COM2, COM3 keys COM3 is used to support an optional HF radio.
2

deselected Switches off the audio of the channel.
3
selected Activates the on-side telephone receiver.
4 TEL keys
deselected Deactivates the on-side telephone receiver.
All of the selected on-side radios can be heard over the on-side
selected
5 SPKR key cockpit speaker.
deselected Disconnects the audio signal for the speaker.
selected Augments marker beacon signal reception sensitivity.
6 HI SENS key
deselected Disconnects the HI SENS key.
Activates the corresponding audio source and activates the an-
AUDIO keys (NAV 1, NAV 2, ADF, DME, selected
7 nunciator. AUX is used to support an optional DME 2.
AUX)
deselected Deactivates the audio source.
selected Activates the playback function.
8 PLAY key
deselected Deactivates the playback function.
Used when crew wants to initiate conversation with the passen-
selected gers or acknowledge a request from the passengers to allow com-
9 CABIN key munication.
deselected Switches off the cabin audio.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
(Continued)
Turn to adjust intercom volume or squelch. Press to switch be-
clockwise to increase volume or tween volume and squelch control as indicated by the VOL or SQ
10 ICS knob
squelch level being illuminated. The MAN SQ Key must be selected to allow
squelch adjustment.
11 MSTR knob clockwise to increase volume level Adjusts volume for the blended NAV, COM, and intercom audio.

normal (selected) Sets the system for normal operation.
DISPLAY BACKUP (normal/reversion- Selects reversionary (or backup) mode for the MFD as well as the
12 on-side PFD. The PFD and the MFD are identically configured to
ary) Button reversionary (deselected)
display all of the important flight parameters in the event of display
failure.
Connects the pilot and copilot together and selects the ON state
selected
of the intercom on both panels.
13 INTR COM key
Disconnects the pilot and copilot and selects the OFF state of the
deselected
intercom on both panels.
Enables manual squelch for the intercom. When active, press the
selected
14 MAN SQ key ICS Knob to illuminate SQ. Turn the ICS knob to adjust squelch.
deselected Activates the automatic squelch.
Mutes the currently received Marker Beacon Receiver audio. Un-
selected
15 MKR/MUTE key mutes when new marker beacon audio is received.
deselected Switches off the marker audio.
selected Activates MUSIC 1 for the on-side headset.
16 MUSIC key Deactivates MUSIC 1 for the on-side headset. MUSIC 2 cannot
deselected
be switched off.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
(Continued)
Activates the PA function and COM1 MIC, COM2 MIC, and COM3
selected
MIC are automatically deselected.
17 PA key
Deactivates the PA function and the previous selected micro-
deselected
phones are re-selected.
Activates the corresponding radio as the active microphone

18 selected source and arms the audio function of that channel. COM3 MIC is
COM1 MIC, COM2 MIC, COM3 MIC used to support an optional HF radio.
keys
19
deselected Disconnects the microphone of the channel.
20

EFFECTIVITY: ALL
TRIANGULAR ANNUNCIATOR
COM1
20 − COM1 MIC KEY MIC COM1 1 − COM1 KEY
A A COM2
19 − COM2 MIC KEY MIC
COM2 2 − COM2 KEY
COM3
18 − COM3 MIC KEY MIC
COM3 3 − COM3 KEY

17 − PA KEY PA TEL 4 − TEL KEY
16 − MUSIC KEY MUSIC SPKR 5 − SPKR KEY
MKR HI
15 − MKR/MUTE KEY MUTE SENS 6 − HI SENS KEY
DME NAV1
ADF NAV2 7 − AUDIO KEYS
AUX
MAN
14 − MAN SQ KEY SQ
PLAY 8 − PLAY KEY
INTR
13 − INTR COM KEY COM CABIN 9 − CABIN KEY
ICS MSTR
10 − ICS KNOB
11 − MSTR KNOB
VOL SQ
12 − DISPLAY BACKUP
DISPLAY BACKUP
BUTTON
AUDIO PANEL
AIRBORNE AUDIO SYSTEM - AUDIO PANEL CONTROLS/INDICATORS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
STATIC DISCHARGING 23-60
Introduction
The function of the static discharging subsystem is to prevent accumulation

of static electricity on the aircraft structure.
General Description
The STATIC DISCHARGING includes this subsystem:


• STATIC DISCHARGERS (AMM SDS 23-61-00/1)
Components
STATIC DISCHARGERS (23-61)
The main function of the static-dischargers is discharging static electricity

from the airframe to the atmosphere while the aircraft is in flight and to the
ground when the aircraft makes a landing.
The figure STATIC DISCHARGING - COMPONENT LOCATIONS provides


EFFECTIVITY: ALL
STATIC DISCHARGING 23-60
ZONE
347
ZONE
348

ZONE
572
ZONE
336
ZONE
672
ZONE
711
STATIC DISCHARGING - COMPONENT LOCATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
STATIC DISCHARGERS 23-61
Introduction
The main function of the static-dischargers is discharging static electricity

from the airframe to the atmosphere while the aircraft is in flight and to the
ground when the aircraft makes a landing.
The static dischargers also:
• Minimize the risk of electrical shock to the crew, passengers, servicing


and maintenance personnel.
• Protect aircraft, with its systems and equipment, against the dangerous
effects of lightning discharges.
• Decrease the interference on the radio communication/navigation

systems of the aircraft.
The figure STATIC DISCHARGERS - COMPONENT LOCATIONS provides


EFFECTIVITY: ALL
ZONE
347 RH AILERON
ZONE TRAILING EDGE
348 ZONE
E 572
D NOSE LANDING
F GEAR STRUCTURE
C

ZONE STATIC DISCHARGER
336 CABLE STATIC
B DISCHARGER
ZONE
672 B
A
A
ZONE
LH AILERON 711
TRAILING EDGE
STATIC
DISCHARGER
RH ELEVATOR
LH ELEVATOR
TRAILING EDGE
TRAILING EDGE STATIC STATIC
DISCHARGER DISCHARGER
STATIC
DISCHARGER RUDDER
TRAILING EDGE
F C
E D
STATIC DISCHARGERS - COMPONENT LOCATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description – Two on the rudder.
When molecules of gas in the air hit the aircraft structure with the aircraft in • One static discharger cable on the NLG.
flight, static electricity can build up in the aircraft structure. Flights through
precipitation (rain) or electrical fields in cloud formations can also cause static • One ground connection on the right MLG.
electricity to build up in the aircraft structure.
The figure STATIC DISCHARGERS - NOSE-LANDING-GEAR provides
This sub-subsystem causes all the static electricity to be removed from the further data on the preceding text.
structure. To do this:

• Each static discharger causes the static electricity to be released to the
atmosphere.
• The static discharger cable (on the NLG (Nose Landing Gear)) discharges
static electricity when the aircraft makes a landing.
• The ground connection (on the right MLG (Main Landing Gear)) connects
the aircraft to the external grounding point, to prevent sparks or electrical
shocks to personnel.
All components in the airframe are electrically bonded. Thus, electrical

current flows easily through each metal component. A copper screen on each
composite part also lets the electrical current flow through each of these parts.
Thus, there is no electrical arcing between components, and no RF (Radio
Frequency) electrical interference is caused (which could have an effect on
avionics equipment), and there is no increased high voltage charge in the
aircraft structure (which could have an effect on human safety).
The static discharging sub-subsystem includes:
• 12 static dischargers on the flying surfaces, as follows:
– Three on the trailing edge of the left aileron.
– Three on the trailing edge of the right aileron.
– Two on the trailing edge of the left elevator.
– Two on the trailing edge of the right elevator.

EFFECTIVITY: ALL
ZONE
672
LH AILERON
TRAILING EDGE

ZONE
572
STATIC
A DISCHARGER
A
RH AILERON
TRAILING EDGE
STATIC
DISCHARGER
STATIC DISCHARGERS - AILERONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NOTES: NOTES:

EFFECTIVITY: ALL
ZONE LH ELEVATOR
348 TRAILING EDGE
B
STATIC
DISCHARGER
ZONE
347
A

A
RH ELEVATOR
TRAILING EDGE
STATIC
DISCHARGER
B
STATIC DISCHARGERS - ELEVATORS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NOTES: NOTES:

EFFECTIVITY: ALL
A
ZONE
336

STATIC
DISCHARGER
RUDDER
TRAILING EDGE
A
STATIC DISCHARGERS - RUDDER
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NOTES: NOTES:

EFFECTIVITY: ALL
A
ZONE
711

NOSE LANDING
GEAR STRUCTURE
STATIC DISCHARGER
CABLE
A
STATIC DISCHARGERS - NOSE-LANDING-GEAR
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
STATIC DISCHARGERS
Each static discharger has a base and a discharger rod. Thus, if a discharger
is damaged, it is easily removed from the base and replaced. Conductive
adhesive attaches the base.
STATIC DISCHARGER CABLE


The static discharger cable is attached to the bottom of the sliding tube of the
NLG. It is a steel cable with a fitting to attach it at one end, and a reinforcing
sleeve on the other end. The reinforcing sleeve touches the ground when the
aircraft is not airborne.
GROUND CONNECTION
The ground connection is installed on the right MLG. It is an electrical socket.

A plug on the end of a cable connects the aircraft to this equipment.
The figure STATIC DISCHARGERS - COMPONENT provides further data


EFFECTIVITY: ALL

ROD
BASE
STATIC DISCHARGER
WITH BONDED BASE
STATIC DISCHARGERS - COMPONENT
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80



CHAPTER 31 - INDICATING/RECORDING SYSTEMS
SECTION TITLE PAGE

31-00 INDICATING/RECORDING SYSTEMS 142

31-10 INSTRUMENT AND CONTROL PANELS 144
31-11 MAIN INSTRUMENT PANEL - GENERAL 146
31-14 CONTROL PEDESTAL - GENERAL 152
31-16 COCKPIT CONSOLES - GENERAL 154
31-20 INDEPENDENT INSTRUMENTS 156
31-21 CLOCK SYSTEM 158
31-22 CHRONOMETER SYSTEM 166
31-40 CENTRAL COMPUTERS 170
31-41 DATA CONCENTRATOR SYSTEM 172
31-42 HSDB (ETHERNET) 204
31-50 CENTRAL WARNING SYSTEMS 212
31-51 AURAL WARNING SYSTEM 214
31-52 MASTER WARNING/MASTER CAUTION 240
INDICATION
31-53 CREW ALERTING AND WARNING SYSTEM 244
31-60 CENTRAL DISPLAY SYSTEMS 248
31-61 FLIGHT DISPLAYS 250
31-30 RECORDERS 318
31-31 COCKPIT VOICE AND DATA RECORDER (CVDR) 320
SYSTEM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
INDICATING/RECORDING SYSTEMS 31-00
Introduction The central computers system shows the systems and components used for
collecting and processing data from the engines and other systems.
The indicating/recording systems include units and functions that record,
store, and compute data, and give visual and/or aural warning of conditions CENTRAL WARNING SYSTEMS (31-50)
in unrelated systems.
The central warning systems supply system alerts to the pilots when
General Description unsatisfactory aircraft conditions occur. System alerts include CAS (Crew
Alerting System) messages, visual indications, and aural warning messages.
The INDICATING/RECORDING SYSTEMS includes these subsystems:

CENTRAL DISPLAY SYSTEMS (31-60)
• INSTRUMENT AND CONTROL (AMM SDS 31-10-00/1)
PANELS The central display systems give the flight crew integrated displays of primary
• INDEPENDENT INSTRUMENTS (AMM SDS 31-20-00/1) flight data, navigation data, and engine and subsystem data. The systems
• RECORDERS (AMM SDS 31-30-00/1) also give visual warnings if the CAS (Crew Alerting System) finds a problem
• CENTRAL COMPUTERS (AMM SDS 31-40-00/1) or failure in one of the aircraft systems.
• CENTRAL WARNING SYSTEMS (AMM SDS 31-50-00/1)
• CENTRAL DISPLAY SYSTEMS (AMM SDS 31-60-00/1) The figure INDICATING/RECORDING SYSTEMS - OVERVIEW provides
Components
INSTRUMENT AND CONTROL PANELS (31-10)
The cockpit is designed for a single pilot operation or a dual pilot operation.
The instrument and control panels include the instruments of the pilots and
panels that control the aircraft systems. The panels that are not dedicated to
a particular system have also been inserted into this chapter.
INDEPENDENT INSTRUMENTS (31-20)
The independent instruments system shows the instruments which are not
related to a particular subsystem.
RECORDERS (31-30)
The recorder system receives voice and flight parameter data from different
systems. These data are recorded and kept for future analysis.
CENTRAL COMPUTERS (31-40)

EFFECTIVITY: ALL
INDICATING/RECORDING SYSTEMS 31-00
INDICATING/
RECORDING
SYSTEMS
(31−00)

INSTRUMENT CENTRAL CENTRAL
INDEPENDENT CENTRAL
AND CONTROL RECORDERS WARNING DISPLAY
INSTRUMENTS COMPUTERS
PANELS (31−30) SYSTEMS SYSTEMS
(31−20) (31−40)
(31−10) (31−50) (31−60)
INDICATING/RECORDING SYSTEMS - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
INSTRUMENT AND CONTROL PANELS 31-10
Introduction
The figure INSTRUMENT AND CONTROL PANELS - OVERVIEW provides
The cockpit is designed for a single pilot operation or a dual pilot operation. further data on the preceding text.
The instrument and control panels include the instruments of the pilots and
panels that control the aircraft systems. The panels that are not dedicated to
a particular system have also been inserted into this chapter.
General Description

The INSTRUMENT AND CONTROL PANELS includes these subsystems:
• MAIN INSTRUMENT PANEL - (AMM SDS 31-11-00/1)

GENERAL
• CONTROL PEDESTAL - GENER- (AMM SDS 31-14-00/1)
AL
• COCKPIT CONSOLES - GENER- (AMM SDS 31-16-00/1)
AL
Components
MAIN INSTRUMENT PANEL - GENERAL (31-11)
The main instrument panel includes the primary instruments for the pilots.
CONTROL PEDESTAL - GENERAL (31-14)
The control pedestal includes the engine and thrust controls, flap and trim
system controls, fire extinguishing system controls, and emergency/parking
brake handle. It is located between the pilot and copilot seats in order to
provide access for both of them.
COCKPIT CONSOLES - GENERAL (31-16)
The cockpit consoles include electrical system controls, oxygen masks,

oxygen system controls, CVDR (Cockpit Voice and Data Recorder) system
controls, and communication system controls. There are two cockpit
consoles: LH (Left-Hand) lateral console and RH (Right-Hand) lateral
console.

EFFECTIVITY: ALL
INSTRUMENT AND CONTROL PANELS 31-10
INSTRUMENT
AND CONTROL
PANELS
(31−10)

MAIN INSTRUMENT CONTROL COCKPIT
PANEL − GENERAL PEDESTAL − GENERAL CONSOLES − GENERAL
(31−11) (31−14) (31−16)
INSTRUMENT AND CONTROL PANELS - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
MAIN INSTRUMENT PANEL - GENERAL 31-11
Introduction The MFD shows navigation data, EICAS, radio tuning information, TAWS
information, weather information, attitude, altitude, and airspeed data, (when
The main instrument panel includes the primary instruments for the pilots. in reversionary mode), CAS messages (when in reversionary mode) and
cockpit annunciation (flags, miscompares, etc. when in reversionary mode).
General Description
EMERGENCY/PARKING BRAKE INDICATION LAMP
AUDIO PANEL
This indication lamp is a white lamp that turns on to alert the pilot about the
The audio panel integrates NAV (Navigation)/COM (Communications) digital
use of the emergency/parking brake.
audio, intercom system and marker beacon controls, and it is installed in dual

configuration on the outboard side of PFD (Primary Flight Display) 1 and PFD INTEGRATED ELECTRONIC STANDBY INSTRUMENT UNIT
2. This unit also enables the manual control of the flight display unit
reversionary mode (red DISPLAY BACKUP pushbutton) and communicates The IESI (Integrated Electronic Standby Instrument) is a standby instrument
with the on-side GIA (Garmin Integrated Avionics unit) using an RS-232 digital that calculates and displays primary flight data based on embedded sensors.
interface. This unit is used as a backup information source when the aircraft is in an
emergency condition. It provides information of airspeed, altitude, attitude,
PRIMARY FLIGHT DISPLAY mach number, VMO (Maximum Operating Speed) , MMO (Maximum Mach
Operation), VS (Vertical Speed), ILS (Instrument Landing System) deviations
The flight display unit installed on the pilot side is designated as PFD 1, and
and slip/skid.
the one installed on the copilot side is designated as PFD 2.
COCKPIT AREA MICROPHONE
The PFDs show attitude, altitude, airspeed data, heading, and slip/skid
indicators (basic T), navigation displays (on inset map), CAS (Crew Alerting The cockpit area microphone records the audio from inside the cockpit and
System) messages, radio tuning information, TAWS (Terrain Awareness and receives power from the CVDR (Cockpit Voice and Data Recorder) unit.
Warning System) information, weather information, cockpit annunciation
(flags, miscompares, etc.) and EICAS (Engine Indication Crew Alert System) GUIDANCE PANEL
(when in reversionary mode).
The guidance panel provides the crew with means to interface with the
PTT (Push-to-Talk) MIC (Microphone) SWITCH system’s FGCS (Flight Guidance Control System.) functions: autopilot, YD
(Yaw Damper), and cruise speed control as well as the selection of any FD
There are four PTTMIC switches: two on the glareshield panel and two on (Flight Director) mode. You can select the targets such as indicated airspeed
each crew member’s control yoke. To allow all-microphone transmission, a or mach number, altitude, vertical speed, magnetic heading and navigation
PTTMIC switch must be pressed. course through the rotation of the appropriate knob or thumb wheel.
MULTIFUNCTION DISPLAY TEST CONTROL PANEL
The flight display unit installed on the center of the main instrument panel is Through this panel, it is possible to do the engine fire detection indicator test,
designated as MFD (Multi-Function Display). the stall warning and protection system test, and the lighting test of the LED
(Light-Emitting Diode) of the striped bar and caption indication of the

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
pushbuttons on the main instrument panel, control pedestal, and cockpit • Inhibit the stick pusher actuator.
consoles.
FIRE/ENG START/STOP/IGNITION/TRIM CONTROL PANEL
PRESSURIZATION/AIR CONDITIONING CONTROL PANEL
This panel allows the flight crew to control the ignition system and the engine
The pneumatic and air conditioning systems can be operated through the start/shutdown. It has pushbuttons to shut the engines down and a switch to
PRESSURIZATION/AIR CONDITIONING control panel. You can also select activate the fire extinguishing system. It also permits trim actuation of the
its operation through the pressurization control mode. aileron, rudder, and horizontal-stabilizer surfaces. This panel is in the control
FMS (Flight Management System) PANEL pedestal region (AMM SDS 31-14-00/1), but is attached to the main panel.

The FMS panel provides the FMS controls for the MFD through an RS-232 Components
digital interface. Many of the controls on the FMS panel have the same The main instrument panel includes these components:
function as those located on the MFD. The advantage is the possibility of type
directly waypoints using the alphanumeric keys. MAIN INSTRUMENT PANEL - GENERAL - COMPONENTS
The FMS panel provides alphanumeric, softkey, and flight planning function REF
DESCRIPTION REMOVAL/INSTALLATION
keys used to interface with the integrated avionics system. Moreover, the .
FMS panel provides COM/NAV tuning capabilities. Audio Panel 1 (AMM SDS
1 AMM MPP 23-51-01/401
LDG CONTROL PANEL (CONTROL LEVER) 23-51-00/1)
2 PFD 1 (AMM SDS 31-61-00/1) AMM MPP 31-61-01/401
The landing gear control lever sets the landing gear up or down.
PTTMIC Switch (Pilot Side)
ICE PROTECTION/HEATING CONTROL PANEL 3 AMM MPP 23-51-07/401
(AMM SDS 23-51-00/1)
This panel provides means to control the anti-icing system and windshield 4 MFD (AMM SDS 31-61-00/1) AMM MPP 31-61-01/401
heaters.
Emergency/Parking Brake Indi-
FUEL/PAX SIGNS/ELT/HYD PUMP/STALL CONTROL PANEL 5 cation Lamp (AMM SDS AMM MPP 32-43-09/401
32-43-00/1)
This panel provides means to:
6 IESI Unit (AMM SDS 34-11-00/1) AMM MPP 34-11-01/401
• Control the fuel feed system and the crossfeed valve;
Cockpit Area Microphone (AMM
7 AMM MPP 31-31-07/401
• Turn on and turn off the passenger annunciators; SDS 31-31-00/1)
• Remotely operate the ELT (Emergency Locator Transmitter); Guidance Panel (AMM SDS
8 AMM MPP 22-11-01/401
22-11-00/1)
• Actuate the electrical hydraulic pump;
9 PFD 2 (AMM SDS 31-61-00/1) AMM MPP 31-61-01/401

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
MAIN INSTRUMENT PANEL - GENERAL - COMPONENTS (Continued)
REF
DESCRIPTION REMOVAL/INSTALLATION
.
PTTMIC Switch (Copilot Side)
10 AMM MPP 23-51-07/401
(AMM SDS 23-51-00/1)
Audio Panel 2 (AMM SDS
11 AMM MPP 23-51-01/401
23-51-00/1)

TEST Control Panel (AMM SDS
12 AMM MPP 33-12-02/401
33-12-00/1)
PRESSURIZATION/AIR CON-
13 DITIONING Control Panel (AMM AMM MPP 21-01-01/401
SDS 21-00-00/1)
FMS Panel (AMM SDS
14 AMM MPP 34-61-01/401
34-61-00/1)
LDG Control Panel (Control Lev-
15 AMM MPP 32-31-01/401
er) (AMM SDS 32-31-00/1)
HEATING/ICE PROTECTION
16 Control Panel (AMM SDS AMM MPP 30-01-01/401
30-00-00/1)
FUEL/PAX SIGNS/ELT/HYD
17 PUMP/STALL Control Panel AMM MPP 28-21-13/401
(AMM SDS 28-21-00/1)
The figure MAIN INSTRUMENT PANEL - GENERAL - COMPONENT

LOCATION provides further data on the preceding text.

EFFECTIVITY: ALL
4 5 6 7 8

9 10
3
ILS STD
+
DN
APR CSC
−
2 BANK CPL UP
CAGE BARO
11
PUSH PUSH PUSH PUSH PUSH PUSH

VOL ID VOL SQ VOL ID VOL SQ VOL ID VOL SQ
EMERG EMERG EMERG
NAV COM NAV COM NAV COM
PUSH PUSH PUSH PUSH PUSH PUSH

COM1 COM1
COM1 1−2 1−2 COM1
MIC 1−2 1−2 1−2 1−2 MIC
COM2 COM2
COM2 BARO BARO COM2
MIC BARO MIC
1 COM3
MIC
COM3
COM3
MIC
COM3
PA TEL PUSH PUSH PUSH PA TEL

STD STD STD
MUSIC SPKR MUSIC SPKR
MKR HI MKR HI
MUTE SENS RANGE RANGE RANGE MUTE SENS
DME NAV1 − + − + − + DME NAV1
ADF NAV2 ADF NAV2

PUSH PUSH PUSH
PAN PAN PAN
AUX AUX
MAN
D MENU D MENU D MENU
MAN
PLAY PLAY
SQ SQ
FPL PROC FPL PROC FPL PROC

INTR INTR
COM CABIN COM CABIN
CLR ENT CLR ENT CLR ENT

ICS MSTR ICS MSTR
DFLT MAP DFLT MAP DFLT MAP
FMS FMS FMS

VOL SQ VOL SQ
DISPLAY BACKUP
PUSH CRSR PUSH CRSR PUSH CRSR DISPLAY BACKUP
RANGE PRESSURIZATION AIR CONDITIONING

FUEL PUSHER HEATING ICE PROTECTION LDG GEAR TEST
BLEED
PUMP 1 XFR PUMP 2 WSHLD 1 WSHLD 2 ENG1 ENG2
D MENU
− + MODE BOTH CKPT FAN CABIN FAN MODE
CUTOUT ANNUNCIATOR
ON ON UP FPL PROC AUTO 1 2 HI
ON ON PUSH CRSR
PUSH
EM500ENSDS310028G.DGN
PAN MED
AUTO AUTO A B C D E F
OFF OFF MAN OFF LO
OFF OFF 1 2 3 VENT FIRE
G H I J K
HYD PUMP ADS−AOA WINGSTAB INSP LIGHT
SIGNS / OUTLET ELT DN LCK 4 5 6
AUTO CABIN ALT DUMP CKPT TEMP CABIN TEMP TEMP
AUTO REL L M N O P Q
ON DN
OFF ON OFF ON UP H
PED−BELTS/OFF 7 8 9
ON R S T U V
WRN STALL PROT
ARMED INHIB
BELTS/ON OFF
W X Y Z − 0 +
12
DN C
OFF/ON TEST/RESET SOFTKEY SELECT C H C H
BKSP SPC CLR ENT SEL
CABIN
17
16 13
15 14
MAIN INSTRUMENT PANEL - GENERAL - COMPONENT LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CONTROL PEDESTAL - GENERAL 31-14
Introduction
The control pedestal includes the engine and thrust controls, flap and trim
system controls, fire extinguishing system controls, and emergency/parking
brake handle. It is located between the pilot and copilot seats in order to
provide access for both of them.
General Description

FIRE/ENG START/STOP/IGNITION/TRIM CONTROL PANEL
This panel allows the flight crew to control the ignition system and the engine
start/shutdown. It has pushbuttons to shut the engines down and a switch to
activate the fire extinguishing system. It also permits trim actuation of the
aileron, rudder, and horizontal-stabilizer surfaces. This panel is in the control
pedestal region, but is attached to the main panel.
CONTROL STAND ASSEMBLY
The control stand assembly allows the flight crew to control the engine thrust.
It has a selector lever to operate the flaps and a handle to operate the
emergency/parking brake. It also permits takeoff configuration check.
Components
The control pedestal includes these components:
FIRE/ENG START/STOP/
IGNITION/TRIM Control
1 AMM MPP 26-21-01/401
Panel (AMM SDS
26-21-00/1)
Control Stand Assembly
2 AMM MPP 76-11-01/401
(AMM SDS 76-11-00/1)
The figure CONTROL PEDESTAL - GENERAL - LOCATION provides further


EFFECTIVITY: ALL
CONTROL PEDESTAL - GENERAL 31-14
ENG FIRE EXTINGUISHER TRIM

YAW
SHUTOFF 1
BOTTLE
SHUTOFF 2 1
LEFT RIGHT
DISCH
ROLL
OFF LWD RWD


ENG START/STOP
RUN RUN
STOP START STOP START

PITCH BKP
DN
UP
1 2
ENG IGNITION MODE

BKP
ON
AUTO OFF
OFF
1 2
A
2
+
IDLE IDLE
A
CONTROL PEDESTAL - GENERAL - LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
COCKPIT CONSOLES - GENERAL 31-16
Introduction Components
The cockpit consoles include electrical system controls, oxygen masks, The LH and RH lateral consoles include the following components:
oxygen system controls, CVDR (Cockpit Voice and Data Recorder) system
controls, and communication system controls. There are two cockpit Electrical Control Panel
consoles: LH (Left-Hand) lateral console and RH (Right-Hand) lateral 1 AMM MPP 24-01-01/401
(AMM SDS 24-00-00/1)
console.
Pilot/Copilot Oxygen
General Description 2 Mask (AMM SDS AMM MPP 35-11-02/401

35-11-00/1)
ELECTRICAL CONTROL PANEL
Oxygen Control Panel
This panel allows flight crew control over the starter-generators, through BTC 3 AMM MPP 35-01-06/401
(AMM SDS 35-01-00/1)
(Bus Tie Contactor) 1 and BTC 2, the battery contactors, and the GPU
(Ground Power Unit) connection to the aircraft. It also permits overriding the CVDR Control Panel
4 AMM MPP 31-31-09/401
EPGDS (Electrical Power Generation and Distribution System) automatism (AMM SDS 31-31-00/1)
and aircraft configuration for electrical emergency operation. Pilot/Copilot Jack Panel
5 AMM MPP 23-51-05/401
(AMM SDS 23-51-00/1)
PILOT/COPILOT OXYGEN MASK
The oxygen masks provide automatic oxygen dilution for hypoxia protection The figure COCKPIT CONSOLES - GENERAL - LOCATION provides further
and emergency purge for visual and respiratory protection from smoke and data on the preceding text.
fumes.
OXYGEN CONTROL PANEL
This panel enables the flight crew to control the oxygen mask deployment
and the oxygen flow to the masks.
CVDR CONTROL PANEL
The CVDR control panel contains test switches, a CVR ERASE push button,
and a headphone jack that can be used to monitor the audio signals being
recorded.
PILOT/COPILOT JACK PANEL
The jack panels connect the pilot and copilot headsets to their respective
audio panels.

EFFECTIVITY: ALL
COCKPIT CONSOLES - GENERAL 31-16
ELECTRICAL
GEN 1 GPU GEN 2
AUTO AUTO
AVAIL
OFF
IN USE
OFF
1
BUS TIE
AUTO
1 OPEN 2 OPEN
C BATT 1
ON
ELEC EMER BATT 2
ON
2
OFF OFF

2
A B
SUPPLY CONTROL
OXYGEN
PULL TO CUTOUT
3
PAX AUTO
CREW PAX
ONLY OVRD
PUSH TO RESTORE
VOICE / DATA
RECORDER
CVR
TEST
PHONE
4
FDR2 FAIL
FDR1 FAIL
D CVR FAIL
CVR PASS
TEST
HOLD
5
5 SEC
CVR
ERASE
MUSIC
MUSIC
BOOM
BOOM
5
MIC
MIC
IN
IN
AUDIO JACKS
AUDIO JACKS
PHONE
PHONE
HDST
HDST
ANR
ANR
OFF
OFF
ON
ON
HAND
MASK
MASK
HAND
MIC
MIC
MIC
MIC
EM500ENSDS310040E.DGN
LH LATERAL CONSOLE RH LATERAL CONSOLE
C D
COCKPIT CONSOLES - GENERAL - LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
INDEPENDENT INSTRUMENTS 31-20
Introduction
The independent instruments system shows the instruments which are not
related to a particular subsystem.
General Description
The INDEPENDENT INSTRUMENTS includes these subsystems:


• CLOCK SYSTEM (AMM SDS 31-21-00/1)
• CHRONOMETER SYSTEM (AMM SDS 31-22-00/1)
Components
CLOCK SYSTEM (31-21)
The clock function is used during preflight and in-flight activities to provide
the flight crew with the UTC (Universal Time Coordinated) and local date and
time.
CHRONOMETER SYSTEM (31-22)
The chronometer/timer system provides the flight crew with a precise means
of counting up (chronometer) or counting down (timer) hours, minutes, and
seconds.
The figure INDEPENDENT INSTRUMENTS - OVERVIEW provides further


EFFECTIVITY: ALL
INDEPENDENT INSTRUMENTS 31-20
INDEPENDENT
INSTRUMENTS

(31−20)
CLOCK CHRONOMETER
SYSTEM SYSTEM
(31−21) (31−22)
INDEPENDENT INSTRUMENTS - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CLOCK SYSTEM 31-21
Introduction
The clock function is used during preflight and in-flight activities to provide
the flight crew with the UTC (Universal Time Coordinated) and local date and
time.
The figure CLOCK SYSTEM - PFD (SYSTEM TIME) provides further data on
the preceding text.

EFFECTIVITY: ALL
CLOCK SYSTEM 31-21
PUSH PUSH
VOL ID ° VOL SQ

EMERG
NAV COM
M 15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
PFD 2 20
210 151
00
PFD 1 200 PUSH
STD
10 10 15000 2
190 307 14900 4
A A M .411
HDG 035 CRS 300
30.04 IN
−
RANGE
+
30 33
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
TAT 0 C SAT +15 C XPDR1 1253 ALT LCL 17:12:20
DFLT MAP
INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST CAUTION
FMS
PUSH CRSR
A
SYSTEM TIME
CLOCK SYSTEM - PFD (SYSTEM TIME)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CLOCK SYSTEM 31-21
General Description
The clock function is controlled by GIA (Garmin Integrated Avionics unit) 1

and GIA 2.
There are two clock functions: the clock 1 function and the clock 2 function.
Each GIA controls its on-side clock and flight display unit. In GIA 1, the clock
1 function sends the time and date information to PFD (Primary Flight Display)
1. In GIA 2, the clock 2 function sends the time and date information to PFD

2.
Each GIA has an internal clock that it is used to calculate time information in
the case of a GPS (Global Positioning System) failure. When the GPS is
available, the GIA sends the GPS time information to the PFD. When the GPS
is failed or not available, the GIA internal clock data is sent to the PFD.
There are no crosschecks between the clock functions. Each clock function
operates independently.
The MFD (Multi-Function Display) displays the current date and time and
allows the pilot through the DATE/TIME box on the system setup page to set
the time format (local 12 hours, local 24 hours, or UTC) and offset. The time
offset is used to define the current local time.
The figure CLOCK SYSTEM - BLOCK DIAGRAM provides further data on

the preceding text.

EFFECTIVITY: ALL
CLOCK SYSTEM 31-21
PFD 1 PFD 2 PFD 1 PFD 2
CLOCK FUNCTION 2
CLOCK FUNCTION 2
CLOCK FUNCTION 1
CLOCK FUNCTION 1
GIA 1 GIA 2 GIA 1 GIA 2
INTERNAL INTERNAL INTERNAL INTERNAL

CLOCK CLOCK CLOCK CLOCK
GPS 1 GPS 2 GPS 1 GPS 2


NORMAL OPERATION GPS 2 FAILURE
CLOCK FUNCTION 2
CLOCK FUNCTION 2
CLOCK FUNCTION 1
CLOCK FUNCTION 1

BOTH GPS’S FAILURE GIA 1 FAILURE

CLOCK FUNCTION 2
CLOCK FUNCTION 2
CLOCK FUNCTION 1
CLOCK FUNCTION 1

GIA 2 FAILURE BOTH GIA’S FAILURE
CLOCK SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CLOCK SYSTEM 31-21
Components
The clock function is implemented by GIA 1, GIA 2, and the flight display units.
There is no LRU (Line Replaceable Unit) dedicated to this function.
Selects the MFD page group;

Dual FMS knob (inner Selects the MFD page;
1
knob and outer knob) Selects the parameter value;
Activates the cursor.

2 ENT key Confirms the parameter value selection.
The figure CLOCK SYSTEM - CONTROLS provides further data on the

preceding text.

EFFECTIVITY: ALL
CLOCK SYSTEM 31-21
PUSH PUSH
VOL ID VOL SQ

EMERG
NAV COM
PUSH PUSH
1−2 1−2
BARO
PFD 2
PUSH
PFD 1 STD
MFD
RANGE
A A A − +
PUSH
PAN
D MENU
FPL PROC
CLR ENT
DFLT MAP
FMS
2
PUSH CRSR
1
CLOCK SYSTEM - CONTROLS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CLOCK SYSTEM 31-21
Operation • Select the SYSTEM SETUP page, using the inner knob of the dual FMS
knob.
NORMAL OPERATION
• Push the inner knob of the dual FMS knob to activate the cursor.
In normal operation, the clock function sends its on-side GPS to its
corresponding PFD. Every 6 minutes, each clock function checks the • Turn the outer knob of the dual FMS knob until the TIME FORMAT field
difference between the GIA internal clock time information and the GPS time is highlighted.
information. If the difference is 10 seconds or more, the clock function
updates the GIA internal clock with the GPS time. If the difference is still less • Select the desired time format, using the inner knob of the dual FMS knob.

than 10 seconds, no GIA internal clock update is performed.
• Push the ENT key to confirm the selection.
ABNORMAL OPERATION
To set the current time offset:
In the event of a one-side GPS failure, the corresponding GIA uses only its
• On the MFD, select the AUX page group, using the outer knob of the dual
internal clock to calculate and send time information to the PFD. If both GPSs
FMS knob.
fail, each GIA uses its internal clock to provide time information.
• Select the SYSTEM SETUP page, using the inner knob of the dual FMS
In the event of the GIA 1 failure, PFD 1 uses GIA 2 time information. In the
knob.
event of the GIA 2 failure, PFD 2 uses GIA 1 time information. If both GIAs
fail, the clock functions are lost. In this case, for the purpose of logging time • Push the inner knob of the dual FMS knob to activate the cursor.
and date (in the CMC (Central Maintenance Computer), for example), the
latest time and date will be logged thereafter. If the system has never received • Turn the outer knob of the dual FMS knob until the TIME OFFSET field is
time and date from the GIA since the aircraft power-up, the logged time and highlighted.
date will be a default value.
• Use the inner knob of the dual FMS knob to enter the time offset.
SYSTEM SETUP
• Push the ENT key to confirm the selection.
It is possible to set the time format (local 12 hours, local 24 hours, or UTC)
and offset. The time offset is used to define current local time. When using a The figure CLOCK SYSTEM - MFD (SYSTEM SETUP PAGE) provides
local time format, designate the offset by adding or subtracting the desired further data on the preceding text.
number of hours.
The management of these parameters is done via DATE/TIME box on the

system setup page, in the MFD (AUX (Auxiliary) page group).
To set the system time format:
• On the MFD, select the AUX page group, using the outer knob of the dual
FMS knob.

EFFECTIVITY: ALL
CLOCK SYSTEM 31-21
NAV1 117.95 116.95 GS 0KT ETE 03:11 TRK 021 DIS 136 NM 136.975 118.000 COM1
108.00 117.95 136.975 118.000


NAV2 AUX - SYSTEM SETUP COM2
PILOT PROFILE
ACTIVE DEFAULT PROFILE CREATE...
USED 0 DELETE...
AVAILABLE 25 RENAME...
42.0 N1% 92.9
DATE / TIME AIRSPACE ALERTS MFD DATA BAR FIELDS
DATE 03-APR-05 ALTITUDE BUFFER 200FT FIELD 1 GS
TIME 5:17:40LCL CLASS B/TMA OFF FIELD 2 DTK
713 ITT C
713 TIME FORMAT LOCAL 12hr CLASS C/TCM OFF FIELD 3 TRK
TIME OFFSET +03:00 CLASS D OFF FIELD 4 ETE

142.8 N2% 142.8
137 OIL PRESS PSI 137 DISPLAY UNITS
RESTRICTED OFF
OFF
95 OIL TEMP C 95 NAV ANGLE MAGNETIC( )
MOA ( MILITARY) OFF SELECTED AUTO
FUEL OTHER/ADIZ OFF
MAG VAR 3 E SYSTEM CDI 200Km
499 FF KGH 499
5000 5000 DIS SPC NAUTCAL (NM.KT) COM CONFIG
MFD 660 ALT. VS FEET (FT.FPM) CHANNEL SPACING 25.0 kHz
TEMP 0C
ELEC CABIN TEMP FAHRENHEIT ( F) ARRIVAL ALERT
NEAREST APT
BATT1 25 V FUEL NAUTCAL (NM.KT) OFF 0.0 Nm
ALT 7200 FT RNWY SURFACE HARD/SOFT
BATT2 25 V
RATE 0 FPM WEIGHT POUNDS (LB)
AUDIO ALERT MIN LENGHT 0FT
SPDBRK DELTA-P 5.0 PSI POSITION HDDD MM.MM’ VOICE FEMALE
LFE 5200 FT
CLOSED
OXY 1450 PSI
LG FLAPS
UP
UP UP 1
TRIM
ROLL PITCH
YAW 50
MAP WPT AUX NRST
SYSTEM DFLTS
CLOCK SYSTEM - MFD (SYSTEM SETUP PAGE)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CHRONOMETER SYSTEM 31-22
Introduction The timer/reference window is displayed or hidden on the PFD when the
TMR/REF softkey is pressed. The dual FMS knob is used to set the desired
The chronometer/timer system provides the flight crew with a precise means time interval and the time counting direction (UP - up / DN - down). The ENT
of counting up (chronometer) or counting down (timer) hours, minutes, and key is used to start, stop, and reset the chronometer/timer.
seconds.
CHRONO PUSHBUTTON
General Description
The CHRONO pushbutton has three modes of operation (START, STOP, and
The chronometer/timer system displays hours, minutes, and seconds in the RESET). If the chronometer is not displayed, the first actuation of the

HH:MM:SS format. The chronometer/timer is displayed on the timer/ CHRONO pushbutton selects the chronometer to display and starts the
reference window on the lower right corner of the PFD (Primary Flight counting from zero. Additional actuations of the CHRONO pushbutton cause
Display)s. Pressing the TMR/REF softkey causes this window to be the chronometer to scroll through chronometer modes as follows: Start (count
displayed. up)! Stop ! Reset ! Start (count up) ! ...
The pilot and the copilot can control the chronometer/timer by using the If the CHRONO counter is already selected for DN (timer), pressing the
CHRONO pushbutton located on each control yoke. CHRONO pushbutton on yoke overrides the timer and starts the chronometer
as explained above.
Components
ALERT MESSAGES
The chronometer/timer system is implemented by the flight display units and
the CHRONO pushbuttons. When timer (DN) reaches zero, it reverts to chronometer (UP) and remains
counting. However, a “TIMER EXPIRD - Timer has expired.” AFD (Auxiliary
The flight display unit calculates and displays hours, minutes, and seconds
Flight Display) message shows on the PFD and an aural alert sounds to
in the format HH:MM:SS in the timer/reference window, on the lower right
advise the flight crew that the programmed time interval has expired. If the
corner of the PFDs.
timer is reset before reaching zero, the digits are reset to the initial
Each control yoke (pilot and copilot) has a dedicated pushbutton identified programmed value.
with the label CHRONO to control the chronometer/timer displayed on the
The figure CHRONOMETER SYSTEM - LOCATION provides further data on
PFD. Through these pushbuttons, the flight crew can command the
the preceding text.
chronometer/timer to start, stop, reset, and restart the counting.
Operation
CHRONOMETER/TIMER MODE SELECTION
The flight crew has two ways to control the chronometer/timer system: via
PFD bezel controls or via the CHRONO pushbutton on each control yoke.
PFD CONTROLS

EFFECTIVITY: ON ACFT WITH METALLIC CONTROL YOKE

A A PUSH
VOL ID
NAV1 108.00 117.95 KIXD KCEA DIS 114 NM
°
BRG 234 136.975 118.000 COM1
PUSH
VOL SQ
EMERG
NAV COM
PFD 1 PFD 2 M 15200
2000
15400
20 20 4
230
PUSH
1−2 15300
PUSH
1−2
TIMER/REFERENCE
220
10 10 2
BARO
WINDOW
15200
20
C B 210
200
151
00
PUSH
STD
10 10 15000 2

190 307 14900 4
M .411 30.04 IN
30 33 − +
W REFERENCES
N
01:04:45 UP STOP?
24
TIMER
GPS TERM PUSH
V2 66KT ON PAN
3
Venr 110KT ON
21
LANDING
D MENU
6
Vapr 100KT ON
Vref 85KT ON
S
E FPL PROC
15 12 BARO MIN 1200FT ON
DEST ELV 0FT FLT ID 12345 CLR ENT
DFLT MAP
INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST MSG
FMS
PUSH CRSR
CHRONO
PUSHBUTTON CHRONO A
PUSHBUTTON TMR/REF SOFTKEY
EM500ENSDS310027F.DGN
C B
CHRONOMETER SYSTEM - LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

NOTES: NOTES:


A A
PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
M 15200
2000
15400
PFD 1 PFD 2 230
20 20 4
PUSH
1−2 15300
PUSH
1−2
TIMER/REFERENCE
10 10 2
WINDOW
B C 220 15200
20
BARO
210 151
00
200 PUSH
STD
10 10 15000 2

190 307 14900 4
M .411 30.04 IN
30 33 − +
W REFERENCES
N
01:04:45 UP STOP?
24
TIMER
GPS TERM PUSH
V2 66KT ON PAN
3
Venr 110KT ON
21
LANDING
D MENU
6
Vapr 100KT ON
Vref 85KT ON
S
E FPL PROC
DEST ELV 0FT FLT ID 12345 CLR ENT
DFLT MAP
FMS
PUSH CRSR
A
TMR/REF SOFTKEY
CHRONO CHRONO
B C
CHRONOMETER SYSTEM - LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CENTRAL COMPUTERS 31-40
Introduction
The central computers system shows the systems and components used for
collecting and processing data from the engines and other systems.
General Description
The CENTRAL COMPUTERS includes these subsystems:


• DATA CONCENTRATOR SYS- (AMM SDS 31-41-00/1)
TEM
• HSDB (ETHERNET) (AMM SDS 31-42-00/1)
Components
DATA CONCENTRATOR SYSTEM (31-41)
The data concentrator system is composed of microprocessor-based input/

output LRU (Line Replaceable Unit)s that serve as interfaces between the
flight display units, the engines and the other aircraft systems. It is composed
of the data concentrator unit, the GEA (Garmin Engine/Airframe unit)s, the
GIA (Garmin Integrated Avionics unit)s, the avionics blower and the electronic
modules.
HSDB (ETHERNET) (31-42)
The HSDB (High Speed Data Bus) is the main aircraft systems data bus. It
is based on twisted-pair cables and on the ethernet protocol. The HSDB
provides upper level communication capabilities with point-to-point, full-
duplex channels capable of 10 Mbps data rates.
The figure CENTRAL COMPUTERS - OVERVIEW provides further data on

the preceding text.

EFFECTIVITY: ALL
CENTRAL COMPUTERS 31-40

CENTRAL
COMPUTERS
(31−40)
DATA
CONCENTRATOR HSDB (ETHERNET)
SYSTEM (31−42)
(31−41)
CENTRAL COMPUTERS - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
DATA CONCENTRATOR SYSTEM 31-41
Introduction
The data concentrator system is composed of microprocessor-based input/

output LRU (Line Replaceable Unit)s that serve as interfaces between the
flight display units, the engines and the other aircraft systems. It is composed
of the data concentrator unit, the GEA (Garmin Engine/Airframe unit)s, the
GIA (Garmin Integrated Avionics unit)s, the avionics blower and the electronic
modules.

The figure DATA CONCENTRATOR SYSTEM - OVERVIEW provides further

EFFECTIVITY: ALL
DATA

CONCENTRATOR
SYSTEM
(31−41−00)
DATA ENGINE/AIRFRAME INTEGRATED

AVIONICS ELECTRONIC
CONCENTRATOR UNIT AVIONICS UNIT
BLOWER MODULE
UNIT (GEA) (GIA)
(31−41−07) (31−41−09)
(31−41−01) (31−41−03) (31−41−05)
DATA CONCENTRATOR SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description
The data concentrator system receives and transmits information from/to the
engines and other aircraft systems and receives and transmits information
from/to the flight display units (PFD (Primary Flight Display) 1, MFD (Multi-
Function Display) and PFD 2).
The data concentrator system is composed of one data concentrator unit,

three GEAs (GEA 1, GEA 2 and GEA 3), two GIAs (GIA 1 and GIA 2), one

avionics blower and two electronic modules.
The figure DATA CONCENTRATOR SYSTEM - BLOCK DIAGRAM provides


EFFECTIVITY: ALL
HSDB
01 ADF
HSDB
CVDR 01 WX RTA
01 EFB
HSDB HSDB
ARINC 429 DATA
CONCENTRATOR
IESI ARINC 429 UNIT

HSDB
ARINC 429
ARINC 429
HSDB SATELLITE HSDB

ARINC 429 01 TCAS WEATHER/RADIO 01 DLMU
RECEIVER
ARINC 429
HSDB
AIR DATA RS-232 GUIDANCE RS-232 RS-232 FMS ARINC 429 AIR DATA
COMPUTER 1 PANEL PANEL COMPUTER 2
HSDB HSDB
PFD 1 MFD PFD 2
ARINC 429 ARINC 429 ARINC 429
AUDIO AUDIO
AHRS PANEL 1 PANEL 2 AHRS
ICS AUDIO
HSDB (REV. MODE)

UNIT 1 UNIT 2
RS-422
RS-232
RS-422
RS-232
HSDB
ANALOG AUDIO
DIG. AUDIO
MAGNETOMETER MAINTENANCE PANEL MAGNETOMETER

UNIT 1 HSDB UNIT 2
HSDB NORM/REV
SWITCH
HSDB
ANALOG AUDIO DIG. AUDIO
ARINC 429
RS-232 AILERON SERVO ARINC 429
ARINC 429 RS-485 RS-485 RS-232
RUDDER SERVO
RS-232 ELEVATOR SERVO ARINC 429
RS-232
EM500ENSDS310064G.DGN
ARINC 429 RS-485 ENGINE/AIRFRAME UNIT RS-485
TRANSPONDER AVIONICS AVIONICS
RS-232 UNIT 1 (GEA 3) UNIT 2 ARINC 429
UNIT 1 TRANSPONDER
(GIA 1)
RS-485
(GIA 2) RS-232 01 UNIT 2
RS-485 ENGINE/AIRFRAME UNIT
(GEA 2)
01 DME 1
RS-485
RS-485 ENGINE/AIRFRAME UNIT
(GEA 1) 01 DME 2
ELT 01 ELT/NAV
ANGLE OF
ATTACK ANALOG RS-232
01 OPTIONAL EQUIPMENT SENSOR 01 ADS-B UAT 01 STORMSCOPE
DATA CONCENTRATOR SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components The data concentrator unit is fed by the EMERGENCY BUS. The data
concentrator unit is installed in the center compartment. There is a backplate
DATA CONCENTRATOR UNIT installed on the back part of the data concentrator unit that allows blind-mating
connections.
The data concentrator unit is a microprocessor-based LRU that receives/
processes signals from several aircraft systems (specially navigation The figure DATA CONCENTRATOR SYSTEM - DATA CONCENTRATOR
systems). UNIT LOCATION provides further data on the preceding text.
The data concentrator unit communicates directly with the flight display units

(PFD 1, MFD and PFD 2), with the satellite weather/radio receiver and with
the weather radar (when installed) via the HSDB (High Speed Data Bus). The
communication with other aircraft systems uses ARINC (Aeronautical Radio
Incorporated) 429, ARINC 717 and RS-422/485 interfaces. Software and
configuration settings are done via PFD 1.
The data concentrator unit provides the following interfaces:
• 12 configurable active high discrete inputs.
• 1 nonconfigurable discrete input.
• 33 configurable active low discrete inputs.
• 2 nonconfigurable active low inputs.
• 4 input/output ethernet channels.
• 14 configurable RS-485 / RS-422 input/outputs.
• 15 configurable ARINC 429 compatible receivers.
• 8 configurable ARINC 429 compatible transmitters.
• 1 ARINC 717 compatible receiver.
• 1 ARINC 717 compatible transmitter.
• Aircraft power input.

EFFECTIVITY: ALL
ZONES
241
242
A

B
DATA CONCENTRATOR UNIT
DATA CONCENTRATOR SYSTEM - DATA CONCENTRATOR UNIT LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
GEA
The GEAs are microprocessor-based LRUs that are responsible for

receiving/processing signals from engine and airframe sensors.
The GEAs communicate directly with both GIAs using RS-485 digital
interface. The GIAs then interface with the flight display units (PFD 1, MFD
and PFD 2), which serve as the user interface to the GEAs. Software and
configuration settings are done via PFD 1.

The GEAs use a configuration module temperature sensor and a
thermocouple sensor housed in a backshell assembly to monitor backshell
junction temperatures.
Each GEA provides the following interfaces:
• 30 analog inputs.
• 23 discrete inputs.
• 12 digital inputs.
• 18 discrete annunciate outputs.
• 2 RS-485 channels (GIA interface).
• Software and configuration data input.
• Aircraft power input.
The GEA 1 and the GEA 2 are fed by the EMERGENCY BUS. The GEA 3 is
fed by the DC BUS 2.
The GEA 1 is installed in the main instrument panel compartment, behind the
PFD 1. The GEA 2 and the GEA 3 are installed in the center compartment.
There is a backplate installed on the back part of each GEAs rack that allows
blind-mating connections.
The figure DATA CONCENTRATOR SYSTEM - GEA LOCATION provides


EFFECTIVITY: ALL
GEA 3
ZONES
241
242
B D
C
GEA 2

GEA 1 D
A D
ZONES
223
A
224 B
D GEA 1
ENGINE/AIRFRAME UNIT (GEA)
(FRONT VIEW OF THE MAIN INSTRUMENT
D
TYPICAL
C
DATA CONCENTRATOR SYSTEM - GEA LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
GIA • 1 VOR/ILSARINC 429 output.
The GIAs are microprocessor-based input/output LRUs that function as main • 5 RS-485 input/output channels.
communication hubs, linking other systems LRUs with the flight display units
(PFD 1, MFD and PFD 2). • 8 RS-232 input/output channels.
The GIAs communicate with the flight display units using a HSDB ethernet • 41 discrete inputs.
connection and with other LRUs using RS-232, RS-485, RS-422 and ARINC
• 14 discrete outputs.
429 data buses. Software and configuration settings are done through PFD

1. Each GIA has two separate power supplies:
Each GIA contains: • NAV (Navigation) power supply: provides power to the HSDB interfaces,
utilities interfaces, FD (Flight Director), GPS, VOR/LOC/ILS and NAV
• Position, velocity and time determination using signals transmitted by
radio tuning.
GPS (Global Positioning System) satellites.
• COM power supply: provides power to the communication radio.
• A VHF (Very High Frequency) COM (Communications) transceiver that
provides tuning from 118.00 to 136.990 MHz in 25 kHz or 8.33 kHz. The GIA 1 is fed by the EMERGENCY BUS ( NAV power supply) and by the
EMERGENCY BUS and DC BUS 1 (COM power supply). The GIA 2 is fed
• A VOR (VHF Omnidirectional Range)/LOC (Localizer)/ILS (Instrument
by the DC BUS 2 (NAV power supply) and by the DC BUS 1 (COM power
Landing System) receiver that provides tuning from 108.00 to 117.95 MHz
supply).
in 50 kHz increments.
In the event of loss of the NAV power supply, the communication radio is
• An ILS glideslope receiver that provides tuning from 328.6 to 335.4 MHz
automatically tuned to 121.5 MHz and the radio remains operative in this
as paired with the frequency tuned on the VOR/LOC/ILS receiver.
frequency.
• System integration microprocessors.
The GIAs are installed in the main instrument panel compartment, behind the
Each GIA is designed as an open architecture system that provides the flight display units. The GIA 1 is installed behind the MFD, while the GIA 2 is
following interfaces: installed behind the PFD 2. There is a backplate installed on the back part of
each GIA rack that allows blind-mating connections.
• 1 dedicated HSDB ethernet input/output channel.
The figure DATA CONCENTRATOR SYSTEM - GIA LOCATION provides
• 2 CAN (Controller Area Network) input/output channels. further data on the preceding text.
• 8 main ARINC 429 inputs.
• 3 main ARINC 429 outputs.
• 1 VOR/ILSARINC 429 input.

EFFECTIVITY: ALL
A A
GIA 1 GIA 2

INTEGRATED AVIONICS UNIT (GIA)
DATA CONCENTRATOR SYSTEM - GIA LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
AVIONICS BLOWER
There are no internal cooling fans in the LRUs installed on the main
instrument panel compartment. Externally, there is one five-port blower for
the GIAs and XPDR (Transponder)s cooling.
Each avionics blower output is connected to a tube, which is connected to

the LRU air input (GIA 1, GIA 2, XPDR 1 and XPDR 2 (if installed)). The
remaining avionics blower port is capped.

The avionics blower is fed by the DC BUS 1. The avionics blower is installed
in the main instrument panel compartment, behind the MFD.
The figure DATA CONCENTRATOR SYSTEM - AVIONICS BLOWER


EFFECTIVITY: ALL
B

A
ZONES
223
224
AVIONICS BLOWER
DATA CONCENTRATOR SYSTEM - AVIONICS BLOWER LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ELECTRONIC MODULE
The electronic module is a box with pull-up resistors and diodes that increase
the current output from the GIAs, GEAs and data concentrator unit.
The LH (Left-Hand) electronic module is fed by the DC BUS 1 and the RH

(Right-Hand) electronic module is fed by the DC BUS 2. Both electronic
modules are installed under the cockpit floor.

The figure DATA CONCENTRATOR SYSTEM - ELECTRONIC MODULE

EFFECTIVITY: ALL
RH ELECTRONIC MODULE
B

A
ZONES B
121
122
LH ELECTRONIC MODULE
ELECTRONIC MODULE
B
TYPICAL
DATA CONCENTRATOR SYSTEM - ELECTRONIC MODULE LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation Monitor the pressurization pa-

• rameters from the pressuriza-
NORMAL OPERATION tion control system.
Trigger pressurization system
The data concentrator system establishes interface with other aircraft •
alerts.
systems equipment and sensors.
Provide pressurization system
•
synoptic information.
Monitor the FCSOV (Flow Con- Provide pressurization informa-
•
Data trol Shutoff Valve)s. • tion on the EICAS (Engine Indi-

Con- • Monitor the ram air valve. cation Crew Alert System).
•
Environ- centra- Monitor the e-bay cooling sta- Provide the following informa-
•
21 mental tor Unit tus. tion to the pressurization control
control • GEA 2 Trigger ECS (Environmental system:
• • GEA 2
• GIA 1 Control System) alerts. - Altitude, rate of climb and rate
• GIA 2 Provide ECS synoptic informa- Pressuri- • GEA 3
• 21 of descent.
tion. zation • GIA 1
- Pilot selected barometric cor-
• GIA 2
rection.
- Feedback of some calculations
performed by the avionics for in-
• ternal pressurization controller
comparison.
- Pilot selected landing field ele-
vation (manual selection mode).
- Aircraft top of climb altitude
(FMS (Flight Management Sys-
tem)).
- TLA (Thrust Lever Angle) po-
sition.
- Doors status.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Monitor electrical power buses Monitor flap parameters from

• •
status. the flap control system.
Data
Monitor the electrical contac- • Trigger flap system alerts.
Con-
tors, the GPU (Ground Power • Provide flap information on the
centra- •
• Unit) switch, the electrical emer- 27 Flap EICAS.
tor Unit
gency switch and the bus tie Avionics provides a discrete
Data • GEA 2
switch status. output that informs if the speed
Con- • GIA 2 •
• Receive data from both GCU is higher than 60 kts to the flap
centra-
(Generator Control Unit)s for system.

24 Electrical tor Unit •
CMC (Central Maintenance
• GEA 1 Monitor pitch, roll and yaw trim
Computer) messages. •
• GEA 2 positions and failure signals.
Monitor batteries, generators
• GEA 3 • Monitor pitch and yaw trim com-
and GPU voltages. •
• Trigger electrical system alerts. mand switches.
Pitch, roll • GEA 2
Provide electrical system syn- Trigger pitch, roll and yaw trim
• 27 and yaw • GIA 1 •
optic information. system alerts.
trim • GIA 2
Provide electrical information on Provide pitch, roll and yaw trim
• •
the EICAS. information on the EICAS.
Perform pitch and mach trim
•
Monitor occurrences of failures computations.
• on the fire detection and fire ex-
tinguishing system. Data
• GEA 1 Con- • Trigger stall system alerts.
Monitor the extinguish bottle low •
Fire pro- • GEA 2 • 27 Stall centra- Provide stall information on the
26 pressure switch. •
tection • GIA 1 tor Unit PFD 1 and PFD 2.
Trigger fire protection system
• GIA 2 • • GIA 2
alerts.
Provide fire protection informa-
•
tion on the EICAS.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• Monitor fuel pump commands. Monitor the engine anti-ice pres-

•
• Monitor fuel valves status. sure transducers.
• GEA 1
Monitor fuel system parameters • Monitor the anti-ice command.
Engine • GEA 2
• from the EFCU (Electronic Fuel 30 Trigger engine anti-ice system
anti-ice • GIA 1 •
Control Unit). alerts.
Data • GIA 2
Monitor fuel low level discrete Provide engine anti-ice system
Con- • •
• outputs from the EFCU. synoptic information.
centra-
• Trigger fuel system alerts.
tor Unit Monitor wing and stabilizer de-
Provide fuel system synoptic in-

28 Fuel • GEA 1 • Data • ice parameters from the deice
formation.
• GEA 2 Con- control system.
Provide fuel information on the •
• GEA 3 • Wing and centra- Monitor the wing and stabilizer
EICAS. •
• GIA 1 30 stabilizer tor Unit deice command.
Provide the following informa-
• GIA 2 deice • GEA 1 Trigger wing and stabilizer deice
tion to the fuel system: •
- Body accelerations. • GEA 2 system alerts.
• • GIA 1 Provide wing and stabilizer de-
- Engines N2%. •
- FUEL panel switches and feed ice system synoptic information.
valve status. Monitor WOW (Weight-on-
• Monitor hydraulic pressure. Wheels) signals from the
•
Monitor the hydraulic relay sta- LHMLG (Main Landing Gear)
• and the RHMLG.
tus.
Data Monitor landing gear downlock
Monitor the hydraulic tempera-
Con- • and up position sensors for the
• ture switch. Data •
29 Hydraulic centra- NLG (Nose Landing Gear), the
• Trigger brakes system alerts. Con-
tor Unit • LHMLG and the RHMLG.
Provide brakes system synoptic centra-
• GEA 1 • Landing Monitor the control lever posi-
information. 32 tor Unit •
Provide brakes information on gear tion.
• • GEA 1
the EICAS. Monitor landing gear warning si-
• GEA 2 •
lencer pushbutton.
• GEA 3
Monitor the windshield heaters Monitor the landing gear fire de-
Data • •
status. tectors.
Wind- Con-
• Trigger windshield heating sys- Trigger landing gear system
30 shield centra- • •
tem alerts. alerts.
heating tor Unit
Provide windshield heating sys- Provide landing gear informa-
• GIA 2 • •
tem synoptic information. tion on the EICAS.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Monitor brakes parameters from Monitor the passenger, emer-

• the DBCU (Digital Brake Control • gency, baggage and crew bag-
Data
Unit). gage door status.
Con-
Monitor anti-skid and brakes • • Trigger doors system alerts.
52 Doors centra-
• failure discrete signals from the Provide doors system synoptic
Data tor Unit •
DBCU. information.
Con- • GEA 1
• Monitor parking brake lever sta- Provide doors information on
centra- • •
32 Brakes tus. the EICAS.
tor Unit
Monitor emergency parking

• GEA 2 • Monitor the engines parameters
brake accumulator pressure.
• GEA 3 • from FADEC (Full Authority Dig-
• Trigger brakes system alerts.
Provide brakes system synoptic ital Engine Control)s.
• Data
information. Monitor the engines fuel flow
Con-
Provide brakes information on • • and fuel filter impending bypass
• Engine centra-
the EICAS. status.
73 fuel and tor Unit
Provide engine fuel and control
control • GEA 1 •
Monitor and perform the calcu- system alerts.
• • GEA 2
lation for the oxygen quantity. Provide engine fuel and control
• GIA 2 •
Monitor oxygen system pres- information on the EICAS.
• sure switches and OXYGEN Provide engine maintenance
Flight Data •
control panel switch. page information.
Crew and Con-
• Monitor oxygen system cabin al-
35 Passen- centra- •
titude pressure switch.
ger Oxy- tor Unit
• Trigger oxygen system alerts.
gen • GEA 1
Provide oxygen system synop-
•
tic information.
Provide oxygen information on
•
the EICAS.
Data
Con-
•
centra- • Monitor the bleed lines.
Pneumat- tor Unit • Trigger bleed system alerts.
36
ic (Bleed) • GEA 1 Provide bleed system synoptic
•
• GEA 2 information.
• GEA 3
• GIA 1

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Provide engine control system • Monitor the chip detector status.

•
alerts. Data Monitor engines oil pressure
•
Provide engine control informa- Con- and temperature.
• •
tion on the EICAS. centra- Provide engine oil system
•
Monitors engines TT0 (Inlet To- 79 Oil tor Unit alerts.
•
tal Temperature) heaters. • GEA 1 Provide engine oil information
•
Monitors engines stop position • GEA 2 on the EICAS.
•
switches. • GIA 2 Provide engine maintenance
•
Both ADCs receive information page information.

Data • of TAT (Total Air Temperature)
Con- from FADECs. DATA CONCENTRATOR UNIT PAGE GROUP
•
centra- Avionics provides the following
tor Unit information to the FADEC: The data concentrator unit page group, also named as GSD page group, can
• GEA 1 - Engines TT0 heater currents. be accessed via PFD 1 in configuration mode. It provides the technician with
Engine • GEA 2 - Pilot selected OAT (Outside Air a means for configuring and checking the data concentrator unit. It also
76 provides troubleshooting and diagnostics information.
controls • GIA 2 Temperature).
ADC - UTC (Universal Time Coordi-
(Air Da- nated) date/time. WARNING: THE CONFIGURATION MODE OF THE FLIGHT DISPLAY
• UNIT CONTAINS PAGES AND SETTINGS THAT ARE
ta Com- - Oil temperatures and pres-
puter) 1 • sures. CRITICAL TO AIRCRAFT OPERATION AND SAFETY. SUCH
• ADC 2 - Engines fuel flow. PAGES ARE VIEWABLE TO PERMIT SYSTEM AWARENESS
- Nacelle anti-ice and wing deice FOR TROUBLESHOOTING. MOST PAGES ARE
status. PROTECTED, BUT THERE ARE SOME PAGES AND/OR
- Flap position. PARAMETERS THAT CAN BE MODIFIED. IF YOU MODIFY
- Pitch angle and body acceler- THESE PARAMETERS YOU CAN INTERFERE ON
ation (from AHRS (Attitude and AIRCRAFT OPERATION AND SAFETY.
Heading Reference System)). You can get access to the configuration mode by pushing and holding the
- ADC data. ENT key and then closing the circuit breaker of the PFD 1. After the PFD 1
Provide engine maintenance shows the SYSTEM STATUS page, release the ENT key. On the SYSTEM
•
page information. STATUS page, use the outer knob of the dual FMS knob to select the GSD
page group and the inner knob to select the pages.
The GSD page group contains the following pages:
• GSD ARINC CONFIGURATION page
• GSD RS-485 CONFIGURATION page

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• GSD I/O CONFIGURATION page
• GSD STATUS page
The ARINC communications channels for data concentrator unit are shown
on the GSD ARINC CONFIGURATION page. All settings are pre-established
and are loaded from the appropriate SD (Secure Digital) card slot.
The GSD RS-485 CONFIGURATION page shows settings for the RS-485

channels used by the data concentrator unit. All settings are pre-established
and are loaded from the appropriate SD card slot.
Discrete and digital input/output channels for data concentrator unit are
shown on the GSD I/O CONFIGURATION page. All settings are pre-
established and are loaded from the appropriate SD card slot.
The GSD STATUS page shows various items related to the data concentrator
unit and its operation. The technician can use this page as an aid in the
diagnosis and troubleshooting of the data concentrator unit.
The figure DATA CONCENTRATOR SYSTEM - DATA CONCENTRATOR

UNIT PAGE GROUP provides further data on the preceding text.

EFFECTIVITY: ALL
GSD STATUS
SELECT GSD UNIT
GSD1
MAIN STATUS
FPGA 1 FPGA 2 RAM ROM
OVER TEMP LOW TEMP SYSTEM FAILURE STATUS FLGS VALID

SUPRCAP FAIL CNT 191 ACTIVE MODE CONFIGURATION
HARDWARE STATISTICS
MAX SYS TEMP 65.50 C MIN SYS TEMP 20.00 C UNIT PWRUP CNT 560 UNIT PWRON TIME 385.18
VOLTAGE RANGE MONITOR

SYS VOLT FLGS VAL +28V PWR RANGE +12V PWR RANGE +5V PWR RANGE
+3.3V PWR RANGE +2.5V PWR RANGE 1 +2.5V PWR RANGE 2 +1.3V PWR RANGE
+1.2V PWR RANGE 1 +1.2V PWR RANGE 2 -5V PWR RANGE -12V PWR RANGE
AIRCRFT PWR A RNG AIRCRFT PWR B RNG SUPRCAP VOLT MON
ANALOG
A AIRCRFT PWR A 27.30 AIRCRFT PWR B 0.00 TEMPERATURE 49.50 C
PFD 1 ACTIVE PAGE IN

DISCRETE
CURRENT PAGE
SYS ID PROG 1 SYS ID PROG 2
GROUP
FUEL
FUEL JET A
SYSTEM GDU GIA GSD GEA GTX GRS GDC GFC GMA GDL RMT GWX
ACTIVE PAGE PAGE GROUPS PAGES IN
GROUP CURRENT PAGE
GROUP
DATA CONCENTRATOR SYSTEM - DATA CONCENTRATOR UNIT PAGE GROUP
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
GEA PAGE GROUP The GEA CONFIGURATION page shows configuration settings for all inputs/
outputs of the GEAs. All settings are pre-established for a particular
The GEA page group can be accessed via PFD 1 in configuration mode. It installation and are loaded from the appropriate SD card slot.
provides the technician with a means for configuring, checking, and
calibrating the GEAs. It also provides troubleshooting and diagnostics The figure DATA CONCENTRATOR SYSTEM - GEA PAGE GROUP
information. provides further data on the preceding text.
WARNING: THE CONFIGURATION MODE OF THE FLIGHT DISPLAY

UNIT CONTAINS PAGES AND SETTINGS THAT ARE

CRITICAL TO AIRCRAFT OPERATION AND SAFETY. SUCH
PAGES ARE VIEWABLE TO PERMIT SYSTEM AWARENESS
FOR TROUBLESHOOTING. MOST PAGES ARE
PROTECTED, BUT THERE ARE SOME PAGES AND/OR
PARAMETERS THAT CAN BE MODIFIED. IF YOU MODIFY
THESE PARAMETERS YOU CAN INTERFERE ON
AIRCRAFT OPERATION AND SAFETY.
You can get access to the configuration mode by pushing and holding the
ENT key and then closing the circuit breaker of the PFD 1. After the PFD 1
shows the SYSTEM STATUS page, release the ENT key. On the SYSTEM
STATUS page, use the outer knob of the dual FMS knob to select the GEA
The GEA page group contains the following pages:
• ENGINE DATA page
• GEA STATUS page
• GEA CONFIGURATION page
The ENGINE DATA page gives the technician real-time data showing current
engine sensor readings. There are no configurable parameters on this page.
The GEA STATUS page shows various items related to the GEAs and its
operation. The technician can use this page as an aid in the diagnosis and
troubleshooting of the GEAs.

EFFECTIVITY: ALL
GEA STATUS
SELECT GEA UNIT
GEA 1

STATUS
CALIBRATE EEPROM MAIN RAM RS-485 1
CONFIG EEPROM A ROM RS-485 2
INT PWR SUPPLY EEPROM B XILINX COM CHANNEL
MAIN ANALOG
AIRCRFT PWR 1 __.__ AIRCRFT PWR 2 __.__ INTRNL TEMP __.__ EXTRNL TEMP __.__
+2.5V REF __.__ +5V EXTRNL __.__ +10V EXTRNL __.__ +12V EXTRNL __.__
-2.1V INTRNL __.__ +2.5V INTRNL __.__ +3.3V INTRNL __.__ +5V INTRNL __.__
+5.75V XFMR __.__ +13.8V XFMR __.__ +30V XFMR __.__
I/O A ANALOG
A +2.5V REF __.__ -2.1V INTRNL __.__ +3.3V INTRNL __.__ +5V INTRNL __.__
PFD 1
I/O B ANALOG ACTIVE PAGE IN
+2.5V REF __.__ -2.1V INTRNL __.__ +3.3V INTRNL __.__ +5V INTRNL __.__ CURRENT PAGE
GROUP
-5.75V XFMR __.__ INTRNL TEMP __.__ EXTRNL TEMP __.__ BACKSHELL TEMP __.__
MAIN ANLG/CUR ANLG IN CUR MON ENG TEMP BKSHELL ANNUNC DIGITAL DSCRT
PAGE GROUPS PAGES IN
ACTIVE PAGE
CURRENT PAGE
GROUP
GROUP
DATA CONCENTRATOR SYSTEM - GEA PAGE GROUP
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
GIA PAGE GROUP The RS-485 CONFIGURATION page shows settings for the RS-485
channels used by the GIAs. All settings are pre-established and are loaded
The GIA page group can be accessed via PFD 1 in configuration mode. It from the appropriate SD card slot.
provides the technician with a means for configuring and checking the GIAs.
This page group also provides troubleshooting and diagnostics information. Discrete and analog input/output channels for GIA 1 and GIA 2 are shown on
the GIA I/O CONFIGURATION page. All settings are pre-established and are
WARNING: THE CONFIGURATION MODE OF THE FLIGHT DISPLAY loaded from the appropriate SD card slot.
CRITICAL TO AIRCRAFT OPERATION AND SAFETY. SUCH The COM SETUP page allows the VHF system configuration for both GIAs.

PAGES ARE VIEWABLE TO PERMIT SYSTEM AWARENESS It is possible to set the VHF communication frequency, the squelch threshold,
FOR TROUBLESHOOTING. MOST PAGES ARE the sidetone audio output level, and the headset microphone gain level.
PARAMETERS THAT CAN BE MODIFIED. IF YOU MODIFY The GIA STATUS page shows various items related to the GIAs and their
THESE PARAMETERS YOU CAN INTERFERE ON operation. The technician can use this page as an aid in the diagnosis and
AIRCRAFT OPERATION AND SAFETY. troubleshooting of the GIAs.
You can get access to the configuration mode by pushing and holding the The CAN CONFIGURATION page shows settings for the CAN used by the
ENT key and then closing the circuit breaker of the PFD 1. After the PFD 1 GIAs. All settings are pre-established and are loaded from the appropriate
shows the SYSTEM STATUS page, release the ENT key. On the SYSTEM SD card slot.
STATUS page, use the outer knob of the dual FMS knob to select the GIA
The figure DATA CONCENTRATOR SYSTEM - GIA PAGE GROUP provides
The GIA page group contains the following pages:
• RS-232 / ARINC 429 CONFIG page
• RS-485 CONFIGURATION page
• GIA I/O CONFIGURATION page
• COM SETUP page
• GIA STATUS page
• CAN CONFIGURATION page
Main ARINC 429 and RS-232 communications channels for GIA 1 and GIA
2 are shown on the RS-232 / ARINC 429 CONFIG page. All settings are pre-
established and are loaded from the appropriate SD card slot.

EFFECTIVITY: ALL
GIA STATUS
SELECT GIA UNIT
GIA1
GPS STATUS GS STATUS


RTC BATTERY BATTERY ROM EEPROM
PLL LOCKED EEPROM SYN LOCK
COM STATUS VLOC STATUS
ROM EEPROM ROM

RX TX EEPROM
SYN LOCK OVER TEMP XILINX
LOW PWR SYN LOCK
MAIN STATUS
ROM ANALOG CAL EEPROM 1
EEPROM 2
FPGA 1 FPGA 2 +28V PWR RANGE
+12V PWR RANGE
+5V PWR RANGE +3.3V PWR RANGE -5V PWR RANGE
-12V PWR RANGE
AIRCRFT PWR A RNG AIRCRFT PWR B RNG +5V BACKED PWR
3V BATTERY
OVER TEMP LOW TEMP BKUP CAPS
ANALOG
A
AIRCRFT PWR A _____ AIRCRFT PWR B _____ TEMPERATURE _____
PFD 1
DISCRETE ACTIVE PAGE IN
SYS ID PROG 1 SYS ID PROG 2 CURRENT PAGE
GROUP
FUEL
FUEL AV gas
ACTIVE PAGE PAGE GROUPS PAGES IN CURRENT
GROUP PAGE GROUP
DATA CONCENTRATOR SYSTEM - GIA PAGE GROUP
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
DATA CONCENTRATOR UNIT ABNORMAL OPERATION When power is not adequate to sustain one of the GIAs proper performance,
the system alerts that the respective GIA is failed.
In the event of a loss of the data concentrator unit, the flight crew is alerted
through the “GSD FAIL” CAS (Crew Alerting System) message. When power In the event of a failure in the GIAs configuration modules, the flight crew is
is not adequate to sustain the data concentrator unit proper performance, the alerted through the AFD messages.
system alerts that the data concentrator unit is failed.
AVIONICS BLOWER ABNORMAL OPERATION
In the event of a failure in the data concentrator unit configuration module,
the flight crew is alerted through the AFD (Auxiliary Flight Display) messages. In case of an avionics blower failure, the flight crew is alerted through the

“AVNX FAN FAIL” CAS message.
GEA ABNORMAL OPERATION
The figure DATA CONCENTRATOR SYSTEM - AFD AND CAS MESSAGES
In the event of a loss of the GEA 1, the flight crew is alerted through the “GEA provides further data on the preceding text.
1 FAIL” CAS message.
In the event of a loss of the GEA 2, the flight crew is alerted through the “GEA
In the event of a loss of the GEA 3, the flight crew is alerted through the “GEA
When power is not adequate to sustain one of the GEAs proper performance,
the system will alert that the respective GEA is failed.
In the event of a failure in the GEAs configuration modules, the flight crew is
alerted through the AFD messages.
GIA ABNORMAL OPERATION
In the event of a loss of the GIA 1 or a loss of the HSDB connection between
the GIA 1 and the PFD 1, the flight crew is alerted through the “GIA 1 FAIL”
CAS message. In the event of a GIA 1 overheating, the flight crew is alerted
about this condition through the “GIA 1 OVHT” CAS message.
In the event of a loss of the GIA 2 or a loss of the HSDB connection between
the GIA 2 and the MFD (or the PFD 2, if the HSDB switch is on REV position
on the maintenance panel), the flight crew is alerted through the “GIA 2 FAIL”
CAS message. In the event of a GIA 2 overheating, the flight crew is alerted
about this condition through the “GIA 2 OVHT” CAS message.

EFFECTIVITY: ALL

PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
CAS WINDOW
15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
CAS
ENG EXCEEDANCE
20
210 151 GEN 1 OFF BUS
ENG NO DISPATCH
00 ENG NO TO DATA
E1 FUEL IMP BYP
200 PUSH
A PFD 1 PFD 2
A 10 10 15000 2
E1 FIREX FAIL
BATT 2 OFF BUS
BLEED 2 FAIL
BLEED 1 FAIL
STD AFD WINDOW
BATT DISCHARG
FUEL 1 SOV FAIL
190 307 14900 4 E2 CTRL FAULT
HYD LO PRES
HDG 035 CRS 300
EMER BRK LO PRES
RANGE
M .411 30.04 IN
30 33 − +
W MESSAGES
N
GWX FAIL - GWX is inoperative.
24
GPS TERM PUSH
PAN
3
21
GMC FAIL - GMC is inoperative.
D MENU
6
S E CNFG MODULE - PFD1 configuration FPL PROC
15 12 module is inoperative.
CLR ENT
DFLT MAP
CAS INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST MSG
FMS
PUSH CRSR
DATA CONCENTRATOR SYSTEM - AFD AND CAS MESSAGES
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
HSDB (ETHERNET) 31-42
Introduction
The HSDB (High Speed Data Bus) is the main aircraft systems data bus. It
is based on twisted-pair cables and on the ethernet protocol. The HSDB
provides upper level communication capabilities with point-to-point, full-
duplex channels capable of 10 Mbps data rates.
The figure HSDB (ETHERNET) - OVERVIEW provides further data on the


preceding text.

EFFECTIVITY: ALL

LRU LRU
IN B OUT 1 B
IN A OUT 1 A
ETHERNET ETHERNET
OUT B IN 1 B
OUT A IN 1 A
HSDB (ETHERNET) - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description The HSDB is the exclusive communication path between the data link
management system and the satellite weather/radio system.
The HSDB provides guaranteed delivery of asynchronous packets through The figure HSDB (ETHERNET) - BLOCK DIAGRAM provides further data on
an acknowledge protocol. It gives the required integrity and functionality at a the preceding text.
cost lower than that of other higher level ethernet communication protocols.
The HSDB continuously monitors the health of communication between all

subsystems connected together and allow the flight display units to provide

the pilot with information about communication failures. Additionally, the
HSDB communication protocol monitors the age of the communication data
and contains routing information that the receiving subsystem utilizes to
determine if the data needs to be passed along to another subsystem. The
communication packets use an IEEE (Institute of Electrical and Electronics
Engineers, Inc.) standard 802.3 data link layer that utilizes broadcast
messages.
The HSDB is the exclusive communication path between:
• The PFD (Primary Flight Display) 1, the MFD (Multi-Function Display) and
the PFD 2.
• The flight display units (PFD 1, MFD and PFD 2) and the GIA (Garmin
Integrated Avionics unit)s (GIA 1 and GIA 2).
• The flight display units (PFD 1, MFD and PFD 2) and the data concentrator
unit.
• The flight display units (PFD 1, MFD and PFD 2) and the satellite weather/
radio receiver.
EFFECTIVITY: ON EMBRAER 500 ACFT WITH WEATHER RADAR
SYSTEM
The HSDB is the exclusive communication path between the WX

(Weather Radar) and the data concentrator unit.
EFFECTIVITY: ON ACFT WITH DATA LINK MANAGEMENT SYSTEM

EFFECTIVITY: ALL
HSDB
HSDB
01 WX RTA
HSDB DATA HSDB

CONCENTRATOR
UNIT

HSDB
HSDB
SATELLITE 01 DLMU
WEATHER/RADIO
HSDB
RECEIVER 01 TCAS
HSDB
HSDB HSDB
PFD 1 MFD PFD 2
MAINTENANCE PANEL
HSDB
HSDB
HSDB HSDB (REV. MODE)

NORM/REV
SWITCH
HSDB
AVIONICS AVIONICS
UNIT 1 UNIT 2
(GIA 1) (GIA 2)
01 OPTIONAL EQUIPMENT
HSDB (ETHERNET) - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
MAINTENANCE PANEL
The aircraft can be dispatched with the PFD 2 or the MFD failed (depending
on single or dual pilot operation, respectively) through the use of the HSDB
switch located on the maintenance panel. The switch position cannot be
changed in flight.

When the HSDB switch is in the NORM position, the GIA 2 is connected to
the MFD. When the switch is in the REV position, the GIA 2 is connected to
the PFD 2 and the "HSDB SW REV POS" advisory CAS (Crew Alerting
System) message is displayed.
The figure HSDB (ETHERNET) - MAINTENANCE PANEL LOCATION


EFFECTIVITY: ALL
MONUMENT
01

A
MAINTENANCE
ZONE
232 AVIONICS
HSDB DATA
NORM
REV
HSDB
SWITCH PRESN
B
RH FORWARD CABINET
TEST A
MAINTENANCE PANEL
01 A MONUMENT CAN BE A CABINET OR A REFRESHMENT CENTER.
HSDB (ETHERNET) - MAINTENANCE PANEL LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation
LOSS OF HSDB SEGMENTS
There is always a backup path for all the HSDB connections. If there is a
failure in a redundant path, the flight crew is alerted about this situation
through the “HSDB FAULT” advisory CAS message. To know what
communication path is failed, it is necessary to access the CMC (Central
Maintenance Computer) and enter in the active fault messages screen (AMM

TASK 45-45-00-970-801-A/200).
The figure HSDB (ETHERNET) - MESSAGES provides further data on the

preceding text.

EFFECTIVITY: ALL
CAS WINDOW

PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
CAS
ENG EXCEEDANCE
20
210 151 GEN 1 OFF BUS
ENG NO DISPATCH
00 ENG NO TO DATA
PFD 1 PFD 2 200 E1 FUEL IMP BYP
A A
PUSH
E1 FIREX FAIL STD
10 10 15000 2 BATT 2 OFF BUS
BLEED 2 FAIL
BLEED 1 FAIL
BATT DISCHARG
FUEL 1 SOV FAIL
190 307 14900 4 E2 CTRL FAULT
HYD LO PRES
HDG 035 CRS 300
EMER BRK LO PRES
RANGE
M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
HSDB (ETHERNET) - MESSAGES
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CENTRAL WARNING SYSTEMS 31-50
Introduction The CAS (Crew Alerting System) provides visual alerts to the flight crew. The
CAS alert messages are shown on the PFD (Primary Flight Display) 1 and
The central warning systems supply system alerts to the pilots when PFD 2 (and also on the MFD (Multi-Function Display), when in reversionary
unsatisfactory aircraft conditions occur. System alerts include CAS (Crew mode).
Alerting System) messages, visual indications, and aural warning messages.
General Description The figure CENTRAL WARNING SYSTEMS - OVERVIEW provides further
The CENTRAL WARNING SYSTEMS includes these subsystems:

• AURAL WARNING SYSTEM (AMM SDS 31-51-00/1)
• MASTER WARNING/MASTER (AMM SDS 31-52-00/1)
CAUTION INDICATION
• CREW ALERTING AND WARN- (AMM SDS 31-53-00/1)
ING SYSTEM
Components
AURAL WARNING SYSTEM (31-51)
The aural warning alerts are used to warn the flight crew of a possible
dangerous aircraft condition, without having them look at a visual display or
indicator. In this situation, the aural warning function immediately supplies the
pilots with aural alerts over the cockpit loudspeakers, so they are able to do
the appropriate procedure. The aural alerts can be tones or voice messages.
MASTER WARNING/MASTER CAUTION INDICATION (31-52)
The master warning/master caution indication function uses red and yellow
lights to alert the flight crew of emergency and abnormal conditions. PFD
(Primary Flight Display) 1 and PFD 2 (and the MFD (Multi-Function Display),
when in reversionary mode) monitor the status of various aircraft and avionics
systems on a continuous basis and supplies warning and caution alerts when
these conditions occur.
CREW ALERTING AND WARNING SYSTEM (31-53)

EFFECTIVITY: ALL
CENTRAL WARNING SYSTEMS 31-50

CENTRAL WARNING
SYSTEMS
(31−50)
MASTER WARNING/
AURAL WARNING CREW ALERTING AND
MASTER CAUTION
SYSTEM WARNING SYSTEM
INDICATION
(31−51) (31−53)
(31−52)
CENTRAL WARNING SYSTEMS - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
AURAL WARNING SYSTEM 31-51
Introduction
The aural warning alerts are used to warn the flight crew of a possible
dangerous aircraft condition, without having them look at a visual display or
indicator. In this situation, the aural warning function immediately supplies the
pilots with aural alerts over the cockpit loudspeakers, so they are able to do
the appropriate procedure. The aural alerts can be tones or voice messages.
The figure AURAL WARNING SYSTEM - OVERVIEW provides further data



EFFECTIVITY: ALL
"SINKRATE, SINKRATE"
"PULL UP"
"SINKRATE"

"PULL UP"
"TERRAIN TERRAIN"
"PULL UP"
AURAL WARNING SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description AURAL WARNING SYSTEM - AURAL WARNING ALERTS (Continued)

TONE/ PRI- CRITI- CAN-
The aural warning function plays recorded voice and tone messages and AURAL MEAN- TY
VOICE ORI- CALI- CELLA-
provides clear, uninterrupted and easily distinguishable aural alerts. The NAME ING PE
MESSAGE TY TY BLE
aural warning function allows some alerts to play repeatedly, until condition
ceases or crew takes the appropriate action for canceling the alert, if Exces-
DE-
applicable. sive de- Co
SCEN
scent Warn- ntin
T "Pull up" 10 No
The aural warning function determines the prioritization, sequencing, and rate to- ing uou
RATE

inhibiting of individual alerts, based on each aural alert priority level. The aural wards s
WRN
warning function sequences the active aural alerts, starting with alerts that terrain
have the highest priority.
OB- Re-
Each aural alert is aurally distinct from all other warnings. The voices are clear STA- duced "Obstacle, Co
and use full words – i.e., they do not use abbreviations that are used in any CLE required obstacle. Warn- ntin
10 No
related visual message. There is a silent interval between consecutive aural CLEAR obstacle Pull up, pull ing uou
warning alerts. When only one aural warning alert is active, a silent interval ANCE clear- up!" s
follows the repeated single warning to make sure the repeated audio warning WRN ance
alert does not distract the pilots.
OB-
The aural warning alerts are heard in a monotone female or male voice. On STA-
Immi- "Obstacle, Co
ground, it is possible to select between female or male message sets. Aural CLE
nent ob- obstacle. Warn- ntin
warning default voice messages set is female. IM- 10 No
stacle Pull up, pull ing uou
PACT
impact up!" s
The aural warning alerts are listed in the table that follows: WARNI
NG
AURAL WARNING SYSTEM - AURAL WARNING ALERTS
Re-
TONE/ PRI- CRITI- CAN- TER-
AURAL MEAN- TY duced Co
VOICE ORI- CALI- CELLA- RAIN "Terrain,
NAME ING PE required Warn- ntin
MESSAGE TY TY BLE CLEAR terrain; Pull 10 No
terrain ing uou
ANCE up, pull up!"
Airplane clear- s
WRN
getting Co ance
close to Warn- ntin
STALL "Stall, Stall" 5 No
a stall ing uou
condi- s
tion

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
AURAL WARNING SYSTEM - AURAL WARNING ALERTS (Continued) AURAL WARNING SYSTEM - AURAL WARNING ALERTS (Continued)
TONE/ PRI- CRITI- CAN- TONE/ PRI- CRITI- CAN-
AURAL MEAN- TY AURAL MEAN- TY
VOICE ORI- CALI- CELLA- VOICE ORI- CALI- CELLA-
NAME ING PE NAME ING PE
MESSAGE TY TY BLE MESSAGE TY TY BLE
TER- Yes
Immi- Co
RAIN "Terrain, Gear up Co (WRN
nent ter- Warn- ntin LAND-
IM- terrain; Pull 10 No in land- "Landing Warn- ntin INHIB on
rain im- ing uou ING 20
PACT up, pull up!" ing con- Gear" ing uou the LDG
pact s GEAR

WRN dition s control
panel)
Autopilot Yes (AP/
Co
AUTO- disen- TRIM New
Warn- ntin MAS- Co Yes
PILOT gaged "Autopilot" 20 DISC Warning
ing uou TER Triple Warn- ntin (Master
FAIL due to Pushbut- CAS 20
s WARNI Chime ing uou Warning
failure ton) Mes-
NG s Softkey)
sage(s)
AUTO-
Autopilot
PILOT Sin- No
inten-
DIS- Warn- gle NO Takeoff
tionally "Autopilot" 20 - Co
EN- ing Alar TAKE Configu-
disen- "No Take- Warn- ntin
GAG- m OFF: ration 20 No
gaged off: Brake" ing uou
ED BRAK due to
s
E brake
Cabin Co Yes status
CABIN
Altitude Warn- ntin (Master
ALTI- "Cabin" 20
Above ing uou Warning No
TUDE
10000 ft s Softkey) Takeoff
NO Co
Configu-
Co Yes TAKE "No Take- Warn- ntin
EN- Engine ration 20 No
Warn- ntin (Master OFF: off: Flaps" ing uou
GINE Fire De- "Fire, Fire" 20 due to
ing uou Warning FLAP s
FIRE tected flap sta-
s Softkey) tus

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
No OB-
Re-
Takeoff STA- "Caution, Co
NO Co duced
Configu- CLE obstacle. Cau- ntin
TAKE "No Take- Warn- ntin obstacle 30 No
ration 20 No CLEAR Caution, tion uou
OFF: off: Trim" ing uou clear-

due to ANCE obstacle" s
TRIM s ance
trim sta- CTN
tus
OB-
Over- Co STA- Immi- "Caution, Co
OVER
speed "High Warn- ntin CLE nent ob- obstacle. Cau- ntin
SPEE 20 No 30 No
condi- Speed" ing uou IM- stacle Caution, tion uou
D
tion s PACT impact obstacle" s
CTN
500 ft
ALTI-
above Sin- PRE-
TUDE
nearest "Five Hun- Advi- gle MA-
CAL- 30 - Prema- Co
landing dred" sory Alar TURE
LOUT ture De- "Too low, Cau- ntin
field ele- m DE- 30 No
500 scent terrain" tion uou
vation SCEN
Alert s
T
Exces- ALERT
DE-
sive de- Co
SCEN
scent Cau- ntin Re-
T "Sink Rate" 30 No TER-
rate to- tion uou duced "Caution, Co
RATE RAIN
wards s required terrain. Cau- ntin
CTN CLEAR 30 No
terrain terrain Caution, tion uou
ANCE
clear- terrain" s
NEG Altitude Co CTN
ance
CLIMB loss af- Cau- ntin
"Don't sink" 30 No
RATE ter take- tion uou
CTN off s

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
TER- Pilot se-
Immi- "Caution, Co Sin-
RAIN lectable
nent ter- terrain. Cau- ntin MINI- "Minimums, Advi- gle
IM- 30 No MDA or 50 -
rain im- Caution, tion uou MUMS minimums" sory Alar
PACT Decision
pact terrain" s m

CTN Height
New Co
MAS- Co Yes
Caution ntin
TER Single Cau- ntin (Master
CAS 40 uou
CAU- Chime tion uou Caution
Mes- s
TION s Softkey) TRIM
sage(s) Pitch (sto
SWITC
trim "Trim, trim, Advi- ps
Co H MAL- 50 No
TRAF- switch trim" sory af-
Cau- ntin FUNC-
FIC Traffic "Traffic" 40 No failure ter
tion uou TION
(TAS) six
s sec
Co ond
TRAF- s)
Cau- ntin
FIC Traffic "Traffic" 40 No
tion uou After
(TIS)
s next
VERTI-
ALTI- Sin- way- Sin-
1000ft to CAL
TUDE Advi- gle point, "Vertical Advi- gle
target al- C-chord 50 - TRAC 50 -
CAP- sory Alar aircraft Track" sory Alar
titude K
TURE m will m
ALERT
change
ALTI- altitude
200ft de- Sin-
TUDE dual C-
viation Advi- gle SE- Incom-
DE- chord+"Alti- 50 - Sin-
of target sory Alar LEC- ing com-
PAR- tude" gle
altitude m TIVE munica- "Selcal" 60 Status -
TURE Alar
CALL- tion from
m
ING HF radio

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
AURAL WARNING SYSTEM - AURAL WARNING ALERTS (Continued) SYSTEM ARCHITECTURE AND DESCRIPTION
TONE/ PRI- CRITI- CAN-
AURAL MEAN- TY The aural warning function is performed by the following components:
VOICE ORI- CALI- CELLA-
NAME ING PE
MESSAGE TY TY BLE
• PFD (Primary Flight Display) 1 (AMM SDS 31-61-00/1)
Timer
counting Sin- • PFD 2 (AMM SDS 31-61-00/1)
TIMER
has "Timer Ex- gle
EX- 60 Status - • MFD (Multi-Function Display) (AMM SDS 31-61-00/1)
reached pired" Alar

PIRED
zero m • GIA (Garmin Integrated Avionics unit) 1 (AMM SDS 31-41-00/1)
seconds
• GIA 2 (AMM SDS 31-41-00/1)
Aural
Warning • Audio Panel 1 (AMM SDS 23-51-00/1)
Sin-
AURAL power "Aural
gle • Audio Panel 2 (AMM SDS 23-51-00/1)
WARNI up BIT Warning 60 Status -
Alar
NG OK ended OK"
m • Cockpit Loudspeakers (AMM SDS 23-51-00/1)
suc-
cessfully The flight display units send to the GIAs the aural alerts to be queued and/or
Aural de-queued, according to aural alerts triggering inputs status.
AURAL Warning
The GIAs add the message to the queue, sorting the alert first by priority, then
WARNI power "Aural Sin-
by the time of occurrence of the request to queue. For each alert to be played,
NG up BIT Warning gle
60 Status - the GIA 1 (or GIA 2) sends the corresponding digital audio file to the audio
ONE detected One Chan- Alar
panel 1 and to the audio panel 2. Each GIA sends the digital audio files to
CHAN- one nel" m
both audio panels.
NEL channel
failed Each audio panel plays the digital audio files sent by the GIA 1 (or the GIA
FLIGH Vertical Sin- 2) over the cockpit loudspeakers. If the digital audio channels between the
T DI- or Later- Flight Direc- gle audio panels and the GIAs are faulty, the aural alerts are not played over the
60 Status - cockpit loudspeakers, but the audio panels use the backup analog channel
REC- al mode tor Alar
TOR are OFF m to play the aural alerts over the jack audio panels.
TAKE- Takeoff Sin- As previously stated, there are four redundant paths for aural alerts:
OFF configu- gle
"Takeoff ok" 60 Status - • Primary digital path: PFD 1 GIA 1 Audio Panel 1 and Audio Panel 2
CON- ration Alar
Loudspeaker 1 and Loudspeaker 2.
FIG OK test m

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• Secondary digital path: PFD 2/MFD GIA 2 Audio Panel 1 and Audio
Panel 2 Loudspeaker 1 and Loudspeaker 2.
• Primary analog path: PFD 1 GIA 1 Audio Panel 2 Jack Panel 2.
• Secondary analog path: PFD 2/MFD GIA 2 Audio Panel 1 Jack

Panel 1.
The figure AURAL WARNING SYSTEM - BLOCK DIAGRAM provides further



EFFECTIVITY: ALL
HSDB
HSDB DATA HSDB

CONCENTRATOR
UNIT
DC BUS 1 DC BUS 2
HSDB
EMERGENCY BUS DC BUS 2
MFD MFD SATELLITE

PWR 1 PWR 2 WEATHER/RADIO
RECEIVER

HSDB
PFD 1 PFD 2
HSDB HSDB
PFD 1 PFD 2
REV.
MODE
REV.
MODE
MFD REV.
MODE
REV.
MODE
AUDIO AUDIO
PANEL 1 PANEL 2
LOUDSPEAKER 1 LOUDSPEAKER 2
ICS AUDIO
HSDB
HEADSET 1 HEADSET 2
HSDB
JACK MAINTENANCE PANEL

JACK
PANEL 1 HSDB PANEL 2
HSDB (REV. MODE)
NORM/REV
SWITCH
EM500ENSDS310011F.DGN
HSDB
DIG. AUDIO DIG. AUDIO

AVIONICS GIA 1 GIA 2 ANALOG AUDIO AVIONICS
ANALOG AUDIO
UNIT 1 UNIT 2
(GIA 1) (GIA 2)
AURAL WARNING SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
T/O CONFIG SWITCH ASSEMBLY
The T/O CONFIG switch is located on the control stand assembly on the
control pedestal. The takeoff configuration monitor is a function used to check
if the aircraft is configured for takeoff. The flight crew can manually activate
the takeoff configuration monitor by pressing and holding the T/O CONFIG
switch. The takeoff configuration monitor is also activated when at least one

TLA (Thrust Lever Angle) is in TOGA (Take off / Go Around) position.
When the check is completed, the aural message “TAKEOFF OKAY” is

provided if the aircraft is in the correct takeoff configuration. If the aircraft is
in an improper configuration for takeoff, the takeoff configuration monitor
provides aural warning messages as “NO TAKEOFF BRAKE”, “NO
TAKEOFF TRIM” and “NO TAKEOFF FLAP” to the flight crew and a CAS
(Crew Alerting System) message “NO TO CONFIG” is displayed.
The figure AURAL WARNING SYSTEM - T/O CONFIG SWITCH LOCATION


EFFECTIVITY: ALL
FLAP
0 0

MAX MAX
1 1
TO/GA TO/GA 2 2
CON/CLB CON/CLB 3 3
MAX/CRZ MAX/CRZ FULL FULL
A T/O
CONFIG
+
IDLE IDLE
PARKING BRAKE
T/O CONFIG
SWITCH
CONTROL STAND ASSEMBLY
AURAL WARNING SYSTEM - T/O CONFIG SWITCH LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation NOTE: Inside each criticality group, the aural alerts can have different
priority levels. Nevertheless, warning aural alerts will always have a
AURAL ALERT PRIORITY LEVEL higher priority comparing to caution alerts; caution alerts will always
have a higher priority comparing to advisory alerts; and advisory
Every aural alert is assigned a priority level, which is an integer number
alerts will always have a higher priority comparing to status aural
greater than zero. The lowest number corresponds to the highest priority.
alerts.
The aural alerts priority levels are listed in the table that follows:
AURAL ALERTS QUEUEING

5 Warning alert from Stall The aural warning function inserts in a queue every aural alert that is
generated. This queue is ordered by priority level. In case of more than one
Warning alerts from TAWS (Terrain Aware-
10 alert with the same priority level, the alerts are played in the order they are
ness and Warning System)
generated.
20 Other warning alerts
As previously stated, the aural alerts can be continuous or single alarms. The
30 Caution and advisory alerts from TAWS continuous aural alerts obey the following rules:
40 Other caution alerts • Continuous aural alerts do not prevent alerts of higher priority from being
50 Other advisory alerts played. If a continuous aural alert is being played and an alert of higher
priority is generated, the lower priority alert playback is interrupted until
60 All status alerts the higher priority alert ceases. If the lower priority alert generation
conditions are still present, the respective aural alert returns to be played.
The aural alerts can be classified in four types, according to their criticality:
• Continuous aural alerts do not prevent alerts of the same priority level
• WARNING - The warning alerts indicate emergency operational or aircraft from being played. If a continuous aural alert is being played and an alert
system conditions that require immediate corrective or compensatory of the same priority level is generated, the alerts are played in an alternate
crew action. way until their corresponding generation conditions cease.
• CAUTION - The caution alerts are used in situations that have no • Continuous aural alerts prevent lower priority alerts from being played until
immediate impact on safety, but that indicate an abnormal operational or higher priority alerts cease. This way, the flight crew workload is reduced,
aircraft system conditions that require immediate crew awareness and a allowing them to make better decisions. When the higher priority alert
subsequent corrective or compensatory action. ceases, the lower priority alert is played, if its corresponding generation
conditions are still present.
• ADVISORY - The advisory alerts indicate operational or aircraft conditions
that require crew awareness. Subsequent or future crew action may be Once started, the aural alerts are fully played, even if the generating
required. conditions cease or a higher priority alert is triggered. In other words, aural
alerts are not truncated. Once in the queue, but prior to starting, if the
• STATUS - The status alerts indicate information/status messages. generating condition ceases, the aural alert is removed from the queue.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
AURAL WARNING TEST
The aural warning function performs a PBIT (Power-up Built-In Test) for all
components necessary for audio functioning (except the cockpit
loudspeakers).
If PBIT results are OK, the aural alert “AURAL WARNING OK” is played. If
PBIT detects failure in one of the aural warning channels, the aural alert
“AURAL WARNING ONE CHANNEL” is played and an advisory CAS

message “AURAL WARN FAULT” is displayed. In case of failure in both
channels, a caution CAS message “AURAL WARN FAIL” is displayed.
In case of failure in any component necessary to the aural warning function

(except the cockpit loudspeakers), the corresponding maintenance
messages are generated on the CMC (Central Maintenance Computer)
(AMM SDS 45-45-00/1).
The figure AURAL WARNING SYSTEM - COMPONENT LOCATIONS


EFFECTIVITY: ALL
PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
M 15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151
00
200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3

21
D
6
MENU
S
E FPL PROC
15 12
CLR ENT

DFLT MAP
FMS
PUSH CRSR
PFD 1
A B C
PUSH PUSH
VOL ID ° VOL SQ
PUSH
VOL ID
PUSH NAV1 108.00 117.95 KIXD KCEA DIS 114 NM BRG 234 136.975 118.000 COM1
NAV1 108.30 110.30 GS 0KT ETE 03:11 TRK 021 DIS 136 NM 121.500 126.775 COM1 VOL SQ
NAV2 110.30 113.00 MAP - NAVIGATION MAP 131.525 121.575 COM2 EMERG
NORTH UP EMERG
NAV COM
NAV COM M 15200
TFR 2000
15400
NO DATA 20 20 4
230
42.0 N1% 92.9 PUSH
15300
PUSH
PUSH PUSH 1−2 1−2
1−2 1−2
10 10 2
220 15200 BARO
3 BARO
713 ITT C
713 N 20
6375 NM
210 151
142.8 N2% 142.8
00
33
137 OIL PRESS PSI 137 200 PUSH
STD
95 OIL TEMP C 95 E
PUSH
STD 10 10 15000 2
FUEL
499 FF KGH 499 30
5000 5000
660
190 307 14900 4
12 HDG 035 CRS 300 RANGE
TEMP 0C RANGE
ELEC CABIN M .411 30.04 IN
BATT1 25 V
W
30 33 − +
BATT2 25 V
ALT 7200 FT
15
ELEV ( FT ) − + W
RATE 0 FPM
N
SPDBRK MAX 9396
DELTA-P 5.0 PSI 24 MIN 0
24
GPS TERM PUSH
AR
LFE 5200 FT S
GE
CLOSED 21 PAN
3
28 PUSH
NT
OXY 1450 PSI

IN
20 PAN
A-
21
LG FLAPS
B
12
OL
IV
9 D
6
MENU
IA
UP
7
5
D MENU
1
S
UP UP 3
E FPL PROC
TRIM 7 FPL PROC 15
ROLL PITCH 1
12
Sea CLR ENT
-1
50 1500NM CLR ENT
YAW TAT 0 C SAT +15 C XPDR1 1253 ALT R LCL 17:12:20
MAP WPT AUX NRST DFLT MAP
DFLT MAP INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST MSG
SYSTEM MAP DCLTR-3 FMS
FMS
PUSH CRSR
PUSH CRSR
MFD PFD 2
B C
AURAL WARNING SYSTEM - COMPONENT LOCATIONS

Sheet 1
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NOTES: NOTES:

EFFECTIVITY: ALL
A A
GIA 1 GIA 2

INTEGRATED AVIONICS UNIT (GIA)

Sheet 2
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NOTES: NOTES:

EFFECTIVITY: ALL
A COM1
MIC COM1
COM2
COM2
MIC
COM3
COM3
MIC
B B

PA TEL
MUSIC SPKR
MKR HI
COCKPIT LOUDSPEAKERS MUTE SENS
DME NAV1
AUDIO AUDIO
PANEL 1 PANEL 2
ADF NAV2
AUX
MAN
PLAY
SQ
INTR
COM CABIN
ICS MSTR
VOL SQ
DISPLAY BACKUP
A B

Sheet 3
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Training Information Points
AURAL ALERTS INHIBITION
In order to avoid nuisance aural during the time aircraft systems is being
powered-up, the aural warning is inhibited during the initial 30 ss.

EFFECTIVITY: ALL
MASTER WARNING/MASTER CAUTION INDICATION 31-52
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Introduction When new warning, caution and advisory alert messages are enabled, their
status is set to unacknowledged (flashing in inverse video). After the
The master warning/master caution indication function uses red and yellow acknowledgment, the new message remains in steady normal video, at the
lights to alert the flight crew of emergency and abnormal conditions. PFD top of its category on the CAS window, until a new message belonging to that
(Primary Flight Display) 1 and PFD 2 (and the MFD (Multi-Function Display), group appears. Whenever it is activated, the red master warning light flashes
when in reversionary mode) monitor the status of various aircraft and avionics continuously (0.5 second ON and 0.5 second OFF). Whenever it is activated,
systems on a continuous basis and supplies warning and caution alerts when the yellow master caution light flashes continuously (0.5 second ON and 0.5
these conditions occur. second OFF). The light goes off when the condition ceases or when the pilot
(or the copilot) pushes the master warning/master caution softkey.

General Description
The figure MASTER WARNING/MASTER CAUTION INDICATION -
The CAS (Crew Alerting System) messages are grouped by criticality
MASTER WARNING/MASTER CAUTION SOFTKEY provides further data
(warning, caution, advisory) and sorted by order of appearance (most recent
messages on top). The color of the message is based on its urgency and on
required action, and the MSG softkey label changes to display the appropriate
annunciation when a CAS message is generated.
• WARNING (Red) - The WARNING softkey annunciation flashes and an

immediate crew awareness and action are required.
• CAUTION (Yellow) - The CAUTION softkey annunciation flashes and an

immediate crew awareness and possible future corrective action are
required.
Components
The master warning/master caution indication function is implemented by the

PFD 1 and the PFD 2. The master warning/master caution softkey is
accomplished by the flight display unit softkey #12 and is available to both
pilots via PFDs (or via MFD, in case it is in reversionary mode). There is no
LRU (Line Replaceable Unit) dedicated to this function.
Operation
The master warning red light is activated when an unacknowledged or new

warning CAS message (red message) is enabled. The master caution yellow
light is activated when an unacknowledged or new caution CAS message
(yellow message) is enabled.

EFFECTIVITY: ALL
CAS WINDOW

PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
M 15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151 CAS
00 AP FAIL
200 YD FAIL
SWS FAIL
PUSH
STD
10 10 15000 2 ADS 2 FAIL
ADS 1 FAIL
AHRS 2 FAIL
AHRS 1 FAIL
A PFD 1 PFD 2
A 190
HDG 035
307
CRS 300
14900 4 GIA 2 FAIL
CONFIG MDL FAIL
HYD LO PRESS RANGE
FLAP FAIL
M .411 30.04 IN
30 33 BRK FAIL
AURAL WARNING FAIL
− +
W OXY LO PRESS
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST CAUTION
FMS
PUSH CRSR
A MASTER CAUTION
SOFTKEY
MASTER WARNING/MASTER CAUTION INDICATION - MASTER WARNING/MASTER CAUTION SOFTKEY

Sheet 1
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NOTES: NOTES:

EFFECTIVITY: ALL
CAS WINDOW
PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
M 15200
2000
15400
20 20 4
230
PUSH PUSH

1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151 CAS
00
LG LEVER DISAG
200 FUEL XFR FAIL PUSH
STD
FUEL 2 SOV FAIL
10 10 15000 2 FUEL 1 SOV FAIL
FUEL OVERFILL
AP FAIL
YD FAIL
190 307 14900 4 SWS FAIL
ADS 2 FAIL
ADS 1 FAIL
M .411 30.04 IN AHRS 2 FAIL
30 33 AHRS 1 FAIL − +
GIA 2 FAIL
W CONFIG MDL FAIL
N
AURAL WARNING FAIL
24
PFD 2 GPS TERM PUSH
PAN
3
21
PFD 1 D MENU
6
A A
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST WARNING
FMS
PUSH CRSR
A
MASTER WARNING
SOFTKEY
MASTER WARNING/MASTER CAUTION INDICATION - MASTER WARNING/MASTER CAUTION SOFTKEY

Sheet 2
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CREW ALERTING AND WARNING SYSTEM 31-53
Introduction • ADVISORY (White) - These messages indicate aircraft systems that need
to be monitored by the flight crew and may require subsequent or future
The CAS (Crew Alerting System) provides visual alerts to the flight crew. The flight crew action. No aural warning is associated with this category.
CAS alert messages are shown on the PFD (Primary Flight Display) 1 and
PFD 2 (and also on the MFD (Multi-Function Display), when in reversionary • STATUS (White) - These messages supply a cockpit indication on an
mode). aircraft system condition, but are not part of the warning system. These
messages are displayed in the AFD (Auxiliary Flight Display) window
General Description (AMM SDS 31-61-00/1) and there is no pop-up in relation to this window.
Flight crew shall manually activate it through the MSG softkey.

The CAS continuously monitors the condition of the various aircraft systems
and avionics, and shows alert messages to the flight crew on the PFD 1 and Components
PFD 2 (and also MFD, when in reversionary mode). The alert messages are
shown according to their importance and are color coded. The flight display units contain the CAS messages triggering logic and
monitor the status of the applicable aircraft systems. There are no LRU (Line
The CAS has the following basic functions: Replaceable Unit)s dedicated to this system.
• Getting the attention of the flight crew and directing it to the alert condition. Operation
• Showing the flight crew the location and type of the alert condition. CAS MESSAGE WINDOW
• Supplying the flight crew with the procedures to control the system, letting The CAS message window can show up to 14 lines of text, with a maximum
them know the aircraft status quickly, and showing new alerts. of 16 characters left justified per line. The warning messages show on the top
of the message window, followed by the caution messages, and the advisory
• Supplying the flight crew with the results of the actions taken.
messages. The alert messages show from top to bottom in chronological
CAS MESSAGE TYPES order for each category (warning, caution and advisory). When new warning,
caution, and advisory messages are received, their status is unacknowledged
The CAS shows four types of messages as follows: (flashing in inverse video). After the acknowledgment, the new message
remains in steady normal video. The warning and the caution messages
• WARNING (Red) - These messages show an emergency condition that continue to change from the inverse video to the regular video until manual
demands immediate action by the flight crew. The master warning triple flight crew acknowledgment via master warning/master caution softkey (AMM
chime is repeated with three-second intervals between alerts until the SDS 31-52-00/1). The advisory messages automatically change from the
master warning softkey (AMM SDS 31-52-00/1) is pushed. inverse video to the regular video after five seconds.
• CAUTION (Yellow) - These messages indicate that the aircraft operation The CAS messages cannot be canceled, and remain active as long as its
or the condition of an aircraft system is not correct. The flight crew must activation condition exists.
take immediate action. The master caution single chime is repeated with
five-second intervals between alerts until the master caution softkey GOLDEN CAS MESSAGES
(AMM SDS 31-52-00/1) is pushed.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Some CAS messages are called golden CAS messages. They indicate the
Electrical Power 1st Engine Func-
root causes of other failures and their procedures shall be firstly accomplished K1 Aircraft Parked
ON Started tional
by the flight crew. They are identified as a steady inverse video after
acknowledgement. TLA (Thrust
1st Engine Star- Lever Angle) > Func-
CAS MESSAGE SCROLLING K2a Aircraft Taxiing
ted TO (Takeoff) tional
Power
Except for the warning messages, all acknowledged messages may be
scrolled out of view. Scrolling up causes the displayed caution/advisory Glob-

message to move up in relation to their current position, thus removing the K2b TLA > TO Power 60 kts Takeoff Roll
al
most recent message in the caution/advisory message queue. If messages
are scrolled out of view and a new message is activated, that respective group Glob-
K3 60 kts 400 ft (takeoff) Takeoff
may be automatically brought into view to show the new message. For al
example, if all caution messages are scrolled out of view, so that only warning Climb, Cruise, Func-
and advisory messages are displayed, and a new caution message is K4 400 ft (takeoff) 400 ft (landing)
Approach tional
activated, the CAS window will display the new caution message followed by
the other acknowledged messages (caution and advisory). 30 s after
Glob-
K5 400 ft (landing) touchdown or Landing
The scrolling of the warning, caution and advisory messages are done al
IAS < 30 kts
through the PFD 1 and the PFD 2 through the softkeys CAS, CAS ! and CAS
". The scrolling of the status messages are done by the inner knob of the dual CAS MESSAGE ACTIVATION/DEACTIVATION TIME
FMS knob.
Activation time is defined as the time during which the CAS message logic
CAS MESSAGE FLIGHT PHASE INHIBITION shall remain continuously active before the CAS message is displayed.
Deactivation time is defined as the time period that CAS message shall
The main goal of a flight phase inhibition for CAS messages is to avoid to get
remain displayed after its logic become false.
the flight crew's attention for a condition that is not relevant for that flight
phase, mainly during critical flight phases, like takeoff and landing. Then, if a The figure CREW ALERTING AND WARNING SYSTEM - CAS MESSAGES
CAS message is defined to be inhibited during a certain flight phase, the TYPES provides further data on the preceding text.
message shall not appear during this flight phase. On the other hand, if the
message is already displayed prior to that specific flight phase (where it
should be inhibited) and its logic is no longer satisfied during that flight phase,
the message shall not be removed from the CAS message window. This flight
phase inhibition behavior defines the global flight phase inhibition. In addition,
if the flight phase inhibition only prevents the message from being displayed,
but allows message removal when inhibition is active, it is called functional
flight phase inhibition.

EFFECTIVITY: ALL
B CAS WINDOW
PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2

220 15200 CAS
BARO
LG LEVER DISAG
20 GIA 2 FAIL
210 151 CONFIG MDL FAIL
00 HYD LO PRES
FLAP FAIL
200 BRK FAIL PUSH
STD
AURAL WRN FAIL
10 10 15000 2 OXY LO PRES
D-I WINGSTB FAIL
RAM AIR FAIL
GEA 3 FAIL
190 307 14900 4 GEA 2 FAIL
GEA 1 FAIL
HDG 035 CRS 300 GSD FAIL RANGE
M .411 30.04 IN
30 33 − +
W MESSAGES AFD WINDOW
N
24
GPS TERM SIMULATOR - Sim mode is active. PUSH
Do not use for navigation. PAN
3
21
XPDR1 CONFIG - XPDR1 config D MENU
6
error. Config service req’d.
S
E
15 XTALK ERROR - A flight display
FPL PROC
STATUS MESSAGES
12 crosstalk error has occurred.
CLR ENT
A PFD 1 PFD 2
A TAT
CAS
0 C SAT +15 C
INSET SENSOR PFD OBS CDI DME XPDR

XPDR1 1253 ALT
IDENT TMR/REF
R
NRST
LCL 17:12:20
MSG
DFLT MAP
C
FMS
CAS PUSH CRSR
LG LEVER DISAG WARNING MESSAGES

GIA 2 FAIL
CONFIG MDL FAIL
HYD LO PRES
CAS SOFTKEY
(SCROLLING)
A
FLAP FAIL CAUTION MESSAGES
BRK FAIL
AURAL WRN FAIL
OXY LO PRES WARNING CAUTION ADVISORY STATUS
D-I WINGSTB FAIL MESSAGES MESSAGES MESSAGES MESSAGES
RAM AIR FAIL (RED) (YELLOW) (WHITE) (WHITE)
GEA 3 FAIL
GEA 2 FAIL ADVISORY MESSAGES
GEA 1 FAIL WARNING CAUTION ADVISORY MSG
GSD FAIL
CAS MESSAGE ANNOUNCEMENT
CAS WINDOW
B C
CREW ALERTING AND WARNING SYSTEM - CAS MESSAGES TYPES
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CENTRAL DISPLAY SYSTEMS 31-60
Introduction
The central display systems give the flight crew integrated displays of primary
flight data, navigation data, and engine and subsystem data. The systems
also give visual warnings if the CAS (Crew Alerting System) finds a problem
or failure in one of the aircraft systems.
General Description

The CENTRAL DISPLAY SYSTEMS includes this subsystem:
• FLIGHT DISPLAYS (AMM SDS 31-61-00/1)
Components
FLIGHT DISPLAYS (31-61)
The flight displays provide the flight crew with a visual presentation of the
primary flight data and the status of various aircraft systems. The flight
displays include controls to allow the flight crew to change the information
displayed and to introduce input commands and data. They also generate
visual and aural warnings to alert the flight crew of real or potential hazards
in the monitored systems.
The figure CENTRAL DISPLAY SYSTEMS - OVERVIEW provides further


EFFECTIVITY: ALL
CENTRAL DISPLAY SYSTEMS 31-60
CENTRAL
DISPLAY

SYSTEMS
(31−60)
FLIGHT
DISPLAYS
(31−61)
CENTRAL DISPLAY SYSTEMS - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
FLIGHT DISPLAYS 31-61
Introduction
The flight displays provide the flight crew with a visual presentation of the
primary flight data and the status of various aircraft systems. The flight
displays include controls to allow the flight crew to change the information
displayed and to introduce input commands and data. They also generate
visual and aural warnings to alert the flight crew of real or potential hazards
in the monitored systems.

The figure FLIGHT DISPLAYS - BLOCK DIAGRAM provides further data on
the preceding text.

EFFECTIVITY: ALL
HSDB
HSDB DATA HSDB

CONCENTRATOR
UNIT
HSDB
SATELLITE
WEATHER/RADIO

RECEIVER
ARINC 429
ARINC 429 HSDB
AIR DATA RS−232 GUIDANCE RS−232 RS−232 FMS ARINC 429 AIR DATA
COMPUTER 1 ARINC 429 PANEL PANEL COMPUTER 2
ARINC 429 HSDB HSDB ARINC 429

PFD 1 MFD PFD 2
REV. REV. REV. REV.
AHRS MODE MODE MODE MODE ARINC 429 AHRS
UNIT 1 ARINC 429 AUDIO AUDIO UNIT 2
PANEL 1 PANEL 2
ICS AUDIO
MAINTENANCE PANEL
HSDB
HSDB
HSDB HSDB (REV.MODE)

NORM/REV
SWITCH
HSDB
RS−485 ENGINE/AIRFRAME UNIT RS−485
ANALOG (GEA 3) ANALOG
AUDIO INTEGRATED INTEGRATED AUDIO
DIGITAL AVIONICS RS−485 ENGINE/AIRFRAME UNIT RS−485 AVIONICS
UNIT 1 (GEA 2) UNIT 2 DIGITAL
AUDIO AUDIO
(GIA 1) (GIA 2)
(GEA 1)
FLIGHT DISPLAYS - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description • Radio tuning information
The flight displays provide aviation, navigation, communication control and • TAWS information
system information to the flight crew via three flight display units. Each flight
display unit provides baseline functionality, with the GIA (Garmin Integrated • Weather information
Avionics unit)s, the GEA (Garmin Engine/Airframe unit)s and the data
• Synoptic pages
concentrator unit providing most of the raw data to the flight display units.
• Primary flight data (when in reversionary mode)
Each flight display unit has the same software and therefore each of them is

capable of processing the same display format. However, hardware straps • Crew alerting messages processing and display (when in reversionary
allow each flight display unit to assume a specific role depending on the place mode)
it is installed. The flight display unit installed on the center of the main
instrument panel is the MFD (Multi-Function Display). The flight display unit • Cockpit annunciation (when in reversionary mode)
installed on the pilot side is the PFD (Primary Flight Display) 1 and the one
installed in the copilot side is the PFD 2. The figure FLIGHT DISPLAYS - PFDs AND MFD provides further data on the
preceding text.
The PFDs provide:
• Primary flight data
• Navigation data (on inset map)
• Crew alerting messages processing and display
• Radio tuning information
• TAWS (Terrain Awareness and Warning System) information
• Weather information
• Cockpit annunciation
• EICAS (Engine Indication Crew Alert System) (when in reversionary

mode)
The MFD provides:
• Navigation data
• EICAS

EFFECTIVITY: ALL
PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
M 15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151
00
200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3

21
D
6
MENU
S
E FPL PROC
15 12
CLR ENT

DFLT MAP
FMS
PUSH CRSR
PFD 1
A B C
PUSH PUSH
VOL ID ° VOL SQ
PUSH
VOL ID
PUSH NAV1 108.00 117.95 KIXD KCEA DIS 114 NM BRG 234 136.975 118.000 COM1
NAV1 108.30 110.30 GS 0KT ETE 03:11 TRK 021 DIS 136 NM 121.500 126.775 COM1 VOL SQ
NAV2 110.30 113.00 MAP - NAVIGATION MAP 131.525 121.575 COM2 EMERG
NORTH UP EMERG
NAV COM
NAV COM M 15200
TFR 2000
15400
NO DATA 20 20 4
230
42.0 N1% 92.9 PUSH
15300
PUSH
PUSH PUSH 1−2 1−2
1−2 1−2
10 10 2
220 15200 BARO
3 BARO
713 ITT C
713 N 20
6375 NM
210 151
142.8 N2% 142.8
00
33
137 OIL PRESS PSI 137 200 PUSH
STD
95 OIL TEMP C 95 E
PUSH
STD 10 10 15000 2
FUEL
499 FF KGH 499 30
5000 5000
660
190 307 14900 4
12 HDG 035 CRS 300 RANGE
TEMP 0C RANGE
ELEC CABIN M .411 30.04 IN
BATT1 25 V
W
30 33 − +
BATT2 25 V
ALT 7200 FT
15
ELEV ( FT ) − + W
RATE 0 FPM
N
SPDBRK MAX 9396
24
GPS TERM PUSH
AR
LFE 5200 FT S
GE
CLOSED 21 PAN
3
28 PUSH
NT
OXY 1450 PSI

IN
20 PAN
A-
21
LG FLAPS
B
12
OL
IV
9 D
6
MENU
IA
UP
7
5
D MENU
1
S
UP UP 3
E FPL PROC
TRIM 7 FPL PROC 15
ROLL PITCH 1
12
Sea CLR ENT
-1
50 1500NM CLR ENT
YAW TAT 0 C SAT +15 C XPDR1 1253 ALT R LCL 17:12:20
DFLT MAP INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST MSG
SYSTEM MAP DCLTR-3 FMS
FMS
PUSH CRSR
PUSH CRSR
MFD PFD 2
B C
FLIGHT DISPLAYS - PFDs AND MFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components Controls COM (Communications) audio

COM VOL/SQ level. When pressed, turns the COM auto-
FLIGHT DISPLAY UNIT 5
Knob matic squelch ON and OFF. Audio volume
level is shown in the field as a percentage.
The flight display unit is a 12-inch LCD (Liquid Crystal Display) with 1024 x
768 resolution. It allows for tuning of communication and navigation Swaps the standby and active COM fre-
frequencies, flight planning interfaces, barometric correction inputs, cursor quencies. When pressed and held for two
COM Frequency
control, map range selection and panning, and context-sensitive softkeys. 6 seconds, automatically tunes the emergen-
Swap Key
Dedicated knobs and function keys on the left and right sides of the flight cy frequency (121.5 MHz) in the active fre-

display unit bezel as well as a popup window on the lower right hand side of quency field.
the PFDs can accommodate full flight plan back up in the event of a MFD
failure. Tunes the MHz (outer knob) and kHz (inner
knob) standby frequencies for the COM
7 Dual COM Knob transceiver. When pressed, toggles the
Tunes the MHz (outer knob) and kHz (inner
tuning cursor (light blue box) between the
knob) standby frequencies for the NAV
COM1 and COM2 fields.
1 Dual NAV Knob (Navigation) receiver. When pressed, tog-
gles the tuning cursor (light blue box) be- The large knob sets the altimeter baromet-
tween the NAV1 and NAV2 fields. ric pressure and the small knob adjusts the
course. The course is only adjustable when
NAV Frequency Swaps the standby and active NAV fre-
2 the HSI (Horizontal Situation Indicator) is in
Transfer Key quencies.
VOR1 or VOR2. Pressing this knob centers
8 CRS/BARO Knob
Controls the NAV audio level. Volume level the CDI (Course Deviation Indicator) on the
3 NAV VOL/ID Knob currently selected VOR. Selected Course
is shown in the field as a percentage.
provides course reference to the FD (Flight
Used for upload capabilities including load- Director) when operating in navigation and
ing software to all LRU (Line Replaceable approach modes.
Unit)s and updating databases such as avi-
ation, terrain, and obstacles. Download ca- Changes the map range when rotated.
9 Joystick
pabilities focus on the retrieval of system When pressed, activates the map pointer.
4 SD card slot
data for maintenance troubleshooting and
Used to enter a destination waypoint and
various engineering data collection. Each
establish a direct course to the selected
flight display unit is equipped with two SD
10 DIRECT-TO Key destination (specified by the identifier,
(Secure Digital) card slots located on the
chosen from the active route or taken from
top right portion of its bezel.
the map cursor position).

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Displays a context-sensitive list of options. Used to select the page to be viewed. The
This list allows the user to access additional outer knob selects a page group (MAP,
11 MENU Key
features or make setting changes that re- WPT, AUX, NRST), while the inner knob
late to particular pages. selects a specific page within the page
group. Pressing the inner knob turns the
Displays the active flight plan page for cre- selection cursor ON and OFF. When the
12 FPL Key ating and editing the active flight plan, or for cursor is ON, data may be entered in the
accessing stored flight plans. different windows using the inner and outer
knobs. The outer knob is used to move the

Selects approaches, departures and arriv- 16 Dual FMS Knob
als from the flight plan. If a flight plan is cursor on the page, while the inner knob is
used, available procedures for the depar- used to select individual characters for the
ture and/or arrival airport are automatically highlighted cursor location. When the list is
suggested. If a flight plan is not used, the too long for the display screen, a scroll bar
13 PROC Key desired airport and the desired procedure appears along the right side of the display,
may be selected. This key selects IFR (In- indicating the availability of additional items
strument Flight Rules) departure proce- within the selected category. Press the dual
dures (DPs), arrival procedures (STARs) FMS knob to activate the cursor and turn
and approaches (IAPs) from the database the outer knob to scroll through the list.
and loads them into the active flight plan. The softkeys are located along the bottom
Erases information, cancels an entry, or re- of each flight display unit. The softkeys
moves page menus. To display the naviga- shown depend on the softkey level or page
14 CLR Key being displayed. The bezel keys below the
tion map page immediately, press and hold
CLR (MFD only). softkeys can be used to select the appro-
17 Softkeys
priate softkey. When a softkey is selected,
Accepts a menu selection or data entry. its color changes to black text on gray back-
This key is used to approve an operation or ground and remains this way until it is
15 ENT Key
complete data entry. It is also used to con- turned off, at which time it reverts to white
firm selections and information entries. text on black background.
The figure FLIGHT DISPLAYS - CONTROLS provides further data on the

preceding text.

EFFECTIVITY: ALL
3
4
5
PUSH PUSH
VOL ID VOL SQ

EMERG
6
2 NAV COM
7
PUSH PUSH
1−2 1−2
1 8
BARO
PUSH
STD
9
A A A RANGE
− +
10
PFD 1 MFD PFD 2 PUSH 11
PAN
D MENU 12
FPL
13
PROC
14
CLR ENT
DFLT MAP
FMS
15
PUSH CRSR
16
17 A
FLIGHT DISPLAYS - CONTROLS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
DISPLAY COOLING FANS
There are no internal cooling fans in the flight display units. Externally, there
are three axial cooling fans, one for each flight display unit. Each display
cooling fan is installed in such a manner as to blow air in the direction of the
heat sink in the back side of the flight display unit.
Each flight display unit monitors its respective display cooling fan and, in case
of a failure, it triggers a CAS (Crew Alerting System) message.

In case of a PFD 1 axial cooling fan failure, the flight crew is informed about
the situation through the "PFD 1 FAN FAIL” CAS message. In case of a MFD
axial cooling fan failure, the pilot is informed about the situation through the
“MFD FAN FAIL” CAS message. In case of a PFD 2 axial cooling fan failure,
the flight crew is informed about the situation through the “PFD 2 FAN FAIL”
CAS message.
The PFD 1 axial cooling fan and the PFD 2 axial cooling fan are fed by the
DC BUS 2 and the MFD axial cooling fan is fed by the DC BUS 1.
MASTER CONFIGURATION MODULE
There is a master configuration module installed in the PFD 1 connector

backshell, which stores the main configuration files for the avionics
equipment. There is a complete copy of this information in the PFD 1 memory,
and each LRU contains copies for the specific LRU configuration.
The figure FLIGHT DISPLAYS - DISPLAY COOLING FANS AND MASTER

CONFIGURATION MODULE provides further data on the preceding text.

EFFECTIVITY: ALL
B
C
B B

A
ZONES
223
224 (FRONT VIEW OF THE MAIN INSTRUMENT
MASTER
CONFIGURATION
MODULE
DISPLAY COOLING FAN
B C
TYPICAL
FLIGHT DISPLAYS - DISPLAY COOLING FANS AND MASTER CONFIGURATION MODULE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation • Reversionary Sensor Window
PRIMARY FLIGHT DISPLAY • CAS Window
The PFDs show the following information: • AFD (Auxiliary Flight Display) Window
• Attitude • Traffic Annunciation
• Airspeed • TAWS Annunciation


• Altitude • Flight Plan Window
• Vertical Speed • NAV Frequency Box
• Vertical Deviation/Glideslope indicator • COM Frequency Box
• HSI • Marker Beacon Annunciations
• Heading and Course Indication • Navigation Status Box
• Turn Rate Indicator • AFCS (Automatic Flight Control System) Status Box
• Navigation Source ATTITUDE
• Course Deviation Indicator Attitude information is displayed over a virtual blue sky and brown ground
with a white horizon line. The attitude indicator displays pitch, roll, and slip/
• Bearing Pointers skid information.
• DME (Distance Measuring Equipment) Window The horizon line is part of the pitch scale. Above and below the horizon line,
major pitch marks and numeric labels are shown for every 10 degrees, up to
• Wind Data
80 degrees. Minor pitch marks are shown for intervening 5-degree
• Temperature Displays increments, up to 25 degrees below and 45 degrees above the horizon line.
Between 20 degrees below to 20 degrees above the horizon line, minor pitch
• System Time marks occur every 2.5 degrees. Red extreme pitch warning chevrons pointing
toward the horizon are displayed, starting at 50 degrees above and 30
• XPDR (Transponder) Status Box degrees below the horizon line.
• Timer/References Window The inverted white triangle indicates zero on the roll scale. Major tick marks
at 30 degrees and 60 degrees and minor tick marks at 10 degrees, 20
• Comparator Window

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
degrees, and 45 degrees are shown to the left and right of the zero. Angle of
bank is indicated by the position of the pointer on the roll scale.
The slip/skid indicator is the bar beneath the roll pointer. The indicator moves
with the roll pointer and laterally away from the pointer to indicate lateral
acceleration (slip/skid). One bar displacement from the roll pointer is
equivalent to one ball displacement on a traditional slip/skid indicator.
The figure FLIGHT DISPLAYS - PFD (ATTITUDE) provides further data on


the preceding text.

EFFECTIVITY: ALL
ROLL POINTER
ROLL SCALE ZERO
SLIP/SKID INDICATOR
HORIZON LINE ROLL SCALE
PITCH SCALE

PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
15200
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151
00
200 PUSH
STD
10 10 15000 2
A PFD 1 PFD 2
A 190 307 14900 4
M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
AIRCRAFT SYMBOL INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST MSG
FMS
PUSH CRSR
FLIGHT DISPLAYS - PFD (ATTITUDE)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
AIRSPEED When the current airspeed crosses the barber pole, the IAS digits are shown
in warning inverse video (white numbers, red background) and no aural alert
The airspeed indicator displays airspeed on a rolling number gauge using a is sounded. When the airspeed trend vector crosses the red band of the low
moving tape. The numeric labels and major tick marks on the moving tape speed awareness, the IAS readouts are shown in caution inverse video (black
are marked at intervals of 10 knots, while minor tick marks on the moving tape numbers, yellow background). When the current airspeed crosses the low
are indicated at intervals of 5 knots. Speed indication starts at 20 knots, with speed awareness yellow band, the IAS digits are shown in caution inverse
80 knots of airspeed viewable at any time. The current airspeed is displayed video (black numbers, yellow background). When the current airspeed
inside the black pointer. The pointer remains black until reaching the high crosses the low speed awareness red band, the IAS readouts are shown in
airspeed limit, at which point it turns red along with the mach number readout. warning inverse video (white numbers, red background) and a stall warning

A commanded airspeed pre-select is identified above the tape, only when in alert is activated.
flight level change autopilot mode is selected. The box immediately below the
airspeed tape indicates current aircraft mach if its value is greater than 0.4 The grounspeed is represented to the left side of the airspeed indicator and
M, or pressure altitude equal or above the point where MMO (Mach Maximum shows the velocity that the aircraft is travelling relative to a ground position.
Operating) is the speed limit, or AP (Automatic Pilot) is engaged in a mach V-speeds are shown as a bug and label placed at the corresponding values
mode. on the airspeed tape. V-speeds can be changed and their flags turned ON/
Overspeed awareness is represented at the high end of the airspeed tape. OFF from the PFDs timer/references window. When active (ON), the v-
The flight display unit is configurable to allow for a VMO (Velocity Maximum speeds are displayed at their respective locations to the right of the airspeed
Operating)/MMO schedule. In mach region, the bottom of the red MMO tape tape. By default, all v-speed values are reset and all flags turned OFF when
shall synchronize to the current aircraft mach number. IAS (Indicated power is cycled. V-speeds are categorized as either takeoff or landing.
Airspeed) readouts become red when the bottom of barber pole touches the Takeoff v-speed flags are automatically turned OFF when a certain airspeed
current IAS. The location of the barber pole is placed at the IAS value that is is reached. The order in which the categories are displayed is determined by
equivalent to the mach value. whether the aircraft is on the ground or in the air. If the aircraft is on the
ground, the takeoff v-speeds are displayed at the top of the v-speed list. If the
Low airspeed awareness is represented at the low end of the airspeed tape aircraft is in the air, the landing v-speeds are displayed at the top. V-speed
and it is part of the stall warning system (AMM SDS 27-36-00/1). flags can be turned ON or OFF all at once or by category (takeoff and landing).
Default values for all or a category of v-speeds can also be restored using a
The airspeed trend vector is a vertical, magenta line, extending up or down menu option (by pressing the MENU key while the timer/references window
on the airspeed scale, located to the right of the color-coded speed range is displayed).
strip. The end of the trend vector displays approximately the airspeed to be
reached in 10 seconds if the current rate of acceleration is maintained. If the Ma
trend vector crosses VMO/MMO, the text of the actual airspeed readout and Takeoff Decision Speed (V1) 1 ge -
the mach readout changes to yellow. The trend vector is absent if the speed nta
remains constant or if any data needed to calculate airspeed is not available
due to a system failure. Shifted to the right
Cy-
Takeoff Rotation Speed (Vr) R to avoid possible
When the airspeed trend vector crosses the barber pole, the IAS readouts an
overlay with V1
are shown in caution inverse video (black numbers, yellow background).

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Wh
Takeoff Safety Speed (V2) 2 -
ite
Gr
Final Segment Speed
Takeoff FS ee -
(Vfs)
n
Cy-
Landing Approach Speed (Vap) AP -
an

Reference Speed Wh
Landing RF -
(Vref) ite
Ma Shifted to the right
Approach/Climb
Landing AC ge to avoid possible
Speed (Vac)
nta overlay with VRF
Gr
Final Segment Speed
Landing FS ee
(Vfs)
n
The figure FLIGHT DISPLAYS - PFD (AIRSPEED) provides further data on

the preceding text.

EFFECTIVITY: ALL
DECISION SPEED REFERENCE SPEED

(V1) BUG FINAL SEGMENT SPEED
(VFS) BUG (VREF) BUG
ROTATION SPEED
(VR) BUG APPROACH SPEED
(VAP) BUG
SAFETY SPEED
(V2) BUG APPROACH/CLIMB SPEED
(VAC) BUG

PUSH PUSH FINAL
SELECTED VOL ID
NAV1 108.00 117.95 KIXD KCEA DIS 114 NM
°
BRG 234 136.975 118.000 COM1
VOL SQ
SEGMENT
108.00 117.95 GPS ROL AP YD VS 100FPM ALTS VPTH 136.975 118.000
AIRSPEED NAV2 COM2
EMERG SPEED
NAV COM
250 KT 15200 (VFS) BUG
15400
20 20 4
230
AIRSPEED PUSH
1−2
1
15300
PUSH
1−2
R
TREND 10 10 2
A A VECTOR 220 2
FS
15200
20
BARO
210 151
AP 00
200 RF
PUSH
STD
PFD 1 PFD 2 ACTUAL AIRSPEED AC
10 10 15000 2
FS
190 307 14900 4
GS 180 KTS
M .411 30.04 IN
30 33 − +
W
N
24
GROUND SPEED GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
MACH NUMBER INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST MSG
FMS
READOUT
PUSH CRSR
FLIGHT DISPLAYS - PFD (AIRSPEED)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ALTITUDE
The altimeter displays barometric altitude values in feet on a rolling number

gauge using a moving tape. Numeric labels and major tick marks are shown
at intervals of 100 ft. Minor tick marks are at intervals of 20 ft. The current
altitude is displayed in the black pointer.
A magenta altitude trend vector extends up or down the left of the altitude
tape, the end resting at the approximate altitude to be reached in 6 seconds

at the current vertical speed. The trend vector is not shown if altitude remains
constant or if data needed for calculation is not available due to a system
failure.
The barometric pressure setting is displayed below the altimeter in inHg or

hPa. The barometric settings of the PFDs can be synchronized from the PFD
setup menu, using the BARO knob. If the settings differ by more than 0.2
inHg, the readouts become yellow.
The selected altitude is displayed above the altimeter in the box indicated by
a selection bug symbol. A bug corresponding to this altitude is shown on the
tape; if the selected altitude exceeds the range shown on the tape, the bug
appears at the corresponding edge of the tape. The metric value, when
selected, is displayed in a separate box above the selected altitude.
Selected and current altitudes can be displayed in meters (readouts displayed

above the normal readouts in feet) and the altimeter barometric setting in
hectopascals.
For altitude awareness, a minimum descent altitude, based on barometric

altitude, can be set. When active, the altitude setting is displayed to the lower
left of the altimeter and with a bug at the corresponding altitude along the
altimeter (once the altitude is within the visible range of the tape).
The figure FLIGHT DISPLAYS - PFD (ALTITUDE) provides further data on

the preceding text.

EFFECTIVITY: ALL
SELECTED ALTITUDE BUG
ALTITUDE TREND VECTOR

SELECTED ALTITUDE
BAROMETRIC MINIMUM
DESCENT ALTITUDE BUG
CURRENT ALTITUDE

PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
15200
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151
00
200 PUSH
STD
10 10 15000 2
A PFD 1 PFD 2
A 190
HDG 035
307
CRS 300
14900 4
RANGE
M .411 30.04 IN
30 33 BARO MIN − +
W 14860FT
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
BAROMETRIC SETTING
A MINIMUM DESCENT
ALTITUDE
FLIGHT DISPLAYS - PFD (ALTITUDE)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VERTICAL SPEED
The VSI (Vertical Speed Indicator) displays the aircraft vertical speed with
numeric labels and tick marks at 2000 and 4000 feet per minute in each
direction on the non-moving tape. Vertical speed is identified in a box that
moves up/down along the static vertical speed tape (to the right of barometric
altitude tape). Minor tick marks are at intervals of 1000 feet per minute. The
current vertical speed is displayed in the pointer, which also points to that
speed on the nonmoving tape. If the rate of ascent/descent exceeds 4000

feet per minute, the pointer appears at the corresponding edge of the tape
and the rate appears inside the pointer.
The selected vertical speed bug is displayed on the vertical speed scale and
the selected vertical speed readout is displayed above the vertical speed
indicator in a custom cutout box that accommodates the associated selected
vertical speed direction arrow.
The figure FLIGHT DISPLAYS - PFD (VERTICAL SPEED) provides further


EFFECTIVITY: ALL
SELECTED VERTICAL
SPEED READOUT
SELECTED VERTICAL
SPEED BUG

PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 V 15300 1−2
10 10 ° 2
220 15200 BARO
°
20
210 151
00 -600
200 PUSH
STD
10 10 ° 15000 2
A PFD 1 PFD 2
A 190 307
°
14900 4
M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
A VERTICAL SPEED CURRENT VERTICAL

SPEED
SCALE
FLIGHT DISPLAYS - PFD (VERTICAL SPEED)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VERTICAL DEVIATION/GLIDESLOPE INDICATOR
The glideslope indicator appears to the left of the altimeter whenever an ILS
(Instrument Landing System) is tuned in the active NAV field and selected on
the audio panel. The glideslope indicator display consists of a rectangular
center point with two dots above and below, and a green pointer acting as
the glideslope indicator, like a glideslope needle on a conventional indicator.
The glidepath is analogous to the glideslope for GPS (Global Positioning


System) approaches and is generated by the system to reduce pilot workload
during approach. When an approach of this type is loaded into the flight plan
and GPS is the selected navigation source, the glidepath indicator appears
as a magenta diamond.
HSI
The horizontal situation indicator displays a rotating compass card in a

heading-up orientation. Letters indicate the cardinal points and numeric
labels occur every 30 degrees. Major tick marks are at 10 degrees intervals
and minor tick marks at 5 degrees intervals. The HSI presents heading, turn
rate, course deviation, bearing, and navigation source information in either a
360 degrees compass-rose format or in an arc mode.
The figure FLIGHT DISPLAYS - PFD (GLIDESLOPE INDICATOR AND HSI)


EFFECTIVITY: ALL
GLIDESLOPE INDICATOR

PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 G 15300 1−2
10 10 ° 2
220 15200 BARO
°
20
210 151
00
200 PUSH
STD
10 10 ° 15000 2
°
A PFD 1 PFD 2
A 190
HDG 035
307
CRS 300
14900 4
RANGE
M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
A HORIZONTAL SITUATION INDICATOR (HSI)
FLIGHT DISPLAYS - PFD (GLIDESLOPE INDICATOR AND HSI)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
HEADING AND COURSE INDICATION Color indicates the current navigation source: magenta (for GPS) or green
(for VOR and LOC); the selected course readout also follows these color
A digital reading of the current magnetic heading appears on top of the HSI. indications.
The current track is represented on the HSI by a magenta diamond bug.
COURSE DEVIATION INDICATOR
The selected heading is shown in light blue to the upper left corner of the HSI
and is set with the HDG SEL knob, on the guidance panel (changes selected The CDI moves left or right from the course pointer along a lateral deviation
heading on both PFDs). The light blue bug on the compass rose corresponds scale to display aircraft position relative to the course. The CDI has the same
to the selected heading. The bug and current heading can be synchronized angular limits as a mechanical CDI when coupled to a VOR or LOC. When

by pressing the HDG SEL knob, moving the bug to the current heading. coupled to GPS, the full scale limits for the CDI are defined by a GPS-derived
distance. If the CDI exceeds the maximum deviation on the scale (two dots)
The selected course is shown on the upper right corner of the HSI and is while coupled to GPS, the crosstrack error (XTK) is displayed below the
adjusted for each PFD independently with the corresponding CRS knob aircraft symbol.
(CRS1 knob or CRS2 knob) on the guidance panel. Pressing the
corresponding CRS knob (CRS1 knob or CRS2 knob) re-centers the CDI and The figure FLIGHT DISPLAYS - PFD (DETAILED INFORMATION ON THE
returns the course pointer to the bearing of the active waypoint or navigation HSI) provides further data on the preceding text.
station. The color of the selected course corresponds to the selected
navigation source: magenta for GPS or green for NAV (VOR (VHF
Omnidirectional Range), LOC (Localizer)).
TURN RATE INDICATOR
The turn rate indicator is located directly above the rotating compass card.
Tick marks to the left and right of the lubber line denote half-standard and
standard turn rates. A magenta turn rate trend vector shows the current turn
rate. The end of the trend vector gives the heading to be reached in 6
seconds, based on the present turn rate. At rates greater than 4 degrees per
second, an arrowhead appears at the end of the magenta trend vector and
the prediction is no longer valid.
A standard-rate turn (3 degrees per second) is shown on the indicator by the

trend vector stopping at the standard turn rate tick mark, corresponding to a
predicted heading of 18 degrees from the current heading.
NAVIGATION SOURCE
The HSI can display two sources of navigation: GPS or NAV (VOR, LOC, and
GS (Glide Slope)). The CDI softkey cycles through the navigation sources.

EFFECTIVITY: ALL
TURN RATE/HEADING

TREND VECTOR
CURRENT HEADING
SELECTED COURSE
PUSH PUSH
VOL ID ° VOL SQ
NAV2 108.00 117.95 GPS ROL AP YD VS 100 FPM ALTS VPTH 136.975 118.000 COM2
EMERG
NAV COM
15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
LUBBER LINE 220 15200 BARO
20
210 151
00
A PFD 1 PFD 2
A 200
10 10 15000 2
PUSH
STD
190 287 14900 4

M .411 30.04 IN
SELECTED HEADING W 30 3 − +
3
24
CURRENT TRACK BUG GPS TERM PUSH
FLIGHT PHASE
N
21
PAN
S
D
3
MENU
OBS
NAVIGATION SOURCE 15 FPL PROC
6
12 E
CLR ENT
HEADING BUG
TURN RATE INDICATOR TAT 0 C SAT +15 C
INSET SENSOR PFD OBS CDI DME XPDR

XPDR1 1253 ALT
IDENT TMR/REF
R
NRST
LCL 17:12:20
MSG
DFLT MAP
FMS
ROTATING COMPASS ROSE
PUSH CRSR
COURSE DEVIATION INDICATOR (CDI) COURSE POINTER

A
TO/FROM INDICATOR
LATERAL DEVIATION SCALE
FLIGHT DISPLAYS - PFD (DETAILED INFORMATION ON THE HSI)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
BEARING POINTERS When a signal is invalid, the distance is replaced by “–.– – NM”. For more
details refer to AMM SDS 34-51-00/1.
Two bearing pointers and associated information can be displayed on the HSI EFFECTIVITY: ON ACFT WITH DME1 AND DME2
by pressing the PFD softkey, followed by one of the BRG softkeys (BRG1 or
BRG2). Use the BRG softkey to cycle through bearing sources (NAV, GPS, DME WINDOWS
ADF (Automatic Direction Finder) (if installed)). The pointers are light blue DME1 information window and DME2 information window may be
and are single-lined (BRG1) or double-lined (BRG2). An icon is shown in the enabled/disabled by pressing DME1 and DME2 softkeys (a second-level
respective information window to indicate the pointer type. The bearing PFD softkey). DME1 information window is displayed above the BRG1
pointers never override the CDI and are visually separated from the CDI by

information window and DME2 information window is displayed above
a white ring (shown when bearing pointers are selected but not necessarily the BRG2 information window. Each DME information window contains
visible due to data unavailability). a DME label (DME1 or DME2), tuning mode (NAV1, NAV2, or HOLD),
When a bearing pointer is displayed, its associated information window is also frequency, and distance. When a signal is invalid, the distance is replaced
displayed. The bearing information windows are displayed to the lower sides by “–.– – NM”. For more details refer to AMM SDS 34-51-00/1.
of the HSI and show bearing source (NAV, GPS, ADF (if installed)), pointer The figure FLIGHT DISPLAYS - PFD (BEARING POINTERS AND DME)
icon (single line for BRG1, double line for BRG2), frequency (NAV, ADF (if provides further data on the preceding text.
installed)), station/waypoint identifier (NAV, GPS), and GPS-derived great
circle distance to bearing source.
If the NAV radio is the bearing source and is tuned to an ILS frequency, the
bearing pointer is removed from the HSI and the frequency is replaced with
“ILS”. If the NAV radio is not receiving the tuned VOR station, the bearing
pointer is removed from the HSI and the frequency displayed in the
information window is replaced with “NO DATA”. When NAV1 or NAV2 is the
selected bearing source, the frequency is replaced by the station identifier
when the station is within range.
If GPS is the bearing source, the active waypoint identifier is displayed in lieu
of a frequency. If an active waypoint is not selected, the bearing pointer is
removed from the HSI and “NO DATA” is displayed in the information window.
EFFECTIVITY: ON ACFT WITH DME1 ONLY
DME WINDOW
The DME information window may be enabled/disabled by pressing the

DME softkey (a second-level PFD softkey). The DME information window
is displayed above the BRG1 information window and shows the DME
label, tuning mode (NAV1, NAV2, or HOLD), frequency, and distance.

EFFECTIVITY: ALL
PUSH PUSH
VOL ID ° VOL SQ

EMERG
NAV COM
15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151
00
200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
30 33 − +
A A W
N
PFD 1 PFD 2
24
GPS TERM PUSH
PAN 02
3
21
DME 1 DME2 D MENU DME 2
6
NAV1 NAV2
113.00 117.95 INFORMATION
S
9.9NM E 97.7NM FPL PROC
39.3NM 15 12 9.9NM WINDOW

01 TOP
NAV1
0JC
NAV2
CLR ENT
DME 1 INFORMATION INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST MSG
DFLT MAP
FMS
WINDOW
PUSH CRSR
BEARING 1 INFORMATION A BEARING 2 INFORMATION
WINDOW
WINDOW
01 ON ACFT WITH DME

BEARING 2 POINTER BEARING 1 POINTER
02 ON ACFT WITH DME 1 AND DME 2
FLIGHT DISPLAYS - PFD (BEARING POINTERS AND DME)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
WIND DATA descent altitude, destination elevation, and flight ID (Identification) (AMM
SDS 34-52-00/1).
Wind direction and speed can be displayed in a box on the upper left corner
of the HSI. The box can be displayed by pressing the PFD softkey, followed The figure FLIGHT DISPLAYS - PFD (XPDR, REFERENCES, WIND AND
by the WIND softkey. These display options are then available: longitudinal TEMPERATURE INFORMATION) provides further data on the preceding
and lateral components (OPTN1), total direction and speed (OPTN2), total text.
direction with head and crosswind speed components (OPTN3), and box not
displayed (OFF).

When the box is selected for display, but wind information is invalid or
unavailable, the box shows “NO WIND DATA”.
TEMPERATURE DISPLAYS
The TAT (Total Air Temperature) and SAT (Static Air Temperature) are
displayed in the lower left portion of the PFD under normal mode, or
underneath the airspeed indicator in PFD reversionary mode. Both are
displayed in °C by default.
SYSTEM TIME
The system time (AMM SDS 31-21-00/1) is displayed in the lower right corner
of the PFDs. Three display formats are available: local 12-hr, local 24-hr, and
UTC (Universal Time Coordinated). Time and date are obtained from the GPS
satellites and cannot be changed, although a time offset may be entered
(±HH:MM) for local times.
XPDR STATUS BOX
The XPDR status box (AMM SDS 34-52-00/1) is located to the left of the
system time. The data box displays the label, active four-digit code, mode,
and a reply status.
TIMER/REFERENCES WINDOW
The timer/references window is enabled/disabled by pressing the TMR/REF

softkey and provides access to the following settings: chronometer/timer
(AMM SDS 31-22-00/1), V-speed values and flags, barometric minimum

EFFECTIVITY: ALL
TIMER/REFERENCES
WINDOW

PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
A PFD 1 PFD 2
A 210 151
20
00
WIND DATA BOX 200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
20 30 33 − +
TEMPERATURE 9 W
N
DISPLAYS
24
GPS TERM REFERENCES PUSH
PAN
3
TIMER 01:04:45 UP STOP?
21
V2 66KT ON
Venr 110KT ON D MENU
6
LANDING
Vapr 100KT ON
S
E FPL PROC
Vref 85KT ON
CLR ENT
DEST ELV 0FT FLT ID 12345
DFLT MAP
FMS
PUSH CRSR
TRANSPONDER
A STATUS BOX SYSTEM TIME
FLIGHT DISPLAYS - PFD (XPDR, REFERENCES, WIND AND TEMPERATURE INFORMATION)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
COMPARATOR WINDOW Reversionary sensor selection is annunciated in a window on the right side
of the PFDs. These annunciations reflect reversionary sensors (ADC, AHRS,
The comparator monitors critical values generated by redundant sensors. If and GPS) selected on one or both PFDs. When the on-side source is selected
differences in the sensors exceed a specified amount, the comparator for its side, there is no indication. When the same source is selected for both
window appears in the upper right corner of the PFDs and the discrepancy is sides, yellow messages are displayed. When a non-normal source is selected
annunciated in the comparator window as a ‘MISCOMP’ (miscompare). If one (cross-sided sensors), yellow messages are displayed.
or both of the sensed values are unavailable, it will be annunciated as a ‘NO
COMP’ (no compare). Press the SENSOR softkey to access ADC1, ADC2, AHRS1, and AHRS2
softkeys. These softkeys allow manual switching of sensors. With certain

The pitch comparison monitor compares displayed pitch attitude from the types of sensor failures, some sensors may be automatically selected. The
AHRS (Attitude and Heading Reference System) 1 and the AHRS 2. If the GPS sensor cannot be switched manually.
two pitch values are more than 5 degrees apart, a pitch miscompare is
displayed. CAS WINDOW
The roll comparison monitor compares displayed roll attitude from the AHRS The CAS (AMM SDS 31-53-00/1) continuously monitors the condition of the
1 and AHRS 2. If the two roll values are more than 6 degrees apart, a roll various aircraft systems and avionics, and shows alert messages to the flight
miscompare is displayed. crew on the PFD 1 and PFD 2. The alert messages are shown according to
their importance and are color coded. The CAS has the following basic
The heading comparison monitor compares displayed heading from the functions: getting the attention of the flight crew and directing that attention
AHRS 1 and AHRS 2. If the two heading values are more than 10 degrees to the alert condition; showing the flight crew the location and type of the alert
apart, a heading miscompare is displayed. If the pilot and copilot heading condition; supplying the flight crew the procedures to control the system,
modes are different (True versus Magnetic), the output of the monitor is set letting them get the aircraft status quickly, and showing new alerts; and
false, inhibiting the monitor. supplying the flight crew the results of the actions taken by them.
The airspeed comparison monitor compares displayed airspeed from the The CAS messages are presented on the CAS window, on the center right
ADC (Air Data Computer) 1 and ADC 2. If both IAS < 35 kts, there’s no portion of the PFDs.
comparison. If both IAS ≥ 35 kts, but their values are equal to or more than
15 kts apart, an airspeed miscompare is displayed. If both IAS ≥ 80 kts, but AFD WINDOW
their values are equal to or more than 10 kts apart, an airspeed miscompare
is displayed. The AFD window conveys messages to the flight crew regarding operational
or aircraft system conditions that require cockpit indication, but do not require
The barometric altitude comparison monitor compares displayed barometric immediate flight crew awareness (status messages). When a new message
altitude from the ADC 1 and ADC 2. If the two altitude values are equal to or is issued, the MSG softkey flashes to alert the flight crew of a new message.
more than 200 ft apart, a barometric altitude miscompare is displayed. It continues to flash until acknowledged by pressing the softkey. When this
softkey is pressed, the AFD window is displayed at the lower right corner of
REVERSIONARY SENSOR WINDOW the PFDs.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The figure FLIGHT DISPLAYS - PFD (MESSAGES WINDOW) provides


EFFECTIVITY: ALL
COMPARATOR
WINDOW REVERSIONARY
SENSOR WINDOW

PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV HDG NO COMP COM

CAS WINDOW
15200 ROL NO COMP
2000 PIT NO COMP
15400 ALT NO COMP
20 20 4
230
PUSH PUSH
1−2 15300 BOTH ON GPS1 1−2
BOTH ON AHRS1
10 10 2 BOTH ON ADC2
220 15200 BARO
CAS
ENG EXCEEDANCE
20
210 151
A A
GEN 1 OFF BUS
ENG NO DISPATCH
00 ENG NO TO DATA
PFD 1 PFD 2 200 E1 FUEL IMP BYP PUSH
10 10 2
E1 FIREX FAIL
BATT 2 OFF BUS
STD AFD WINDOW
15000 BLEED 2 FAIL
BLEED 1 FAIL
BATT DISCHARG
FUEL 1 SOV FAIL
190 307 14900 4 E2 CTRL FAULT
HYD LO PRES
HDG 035 CRS 300
EMER BRK LO PRES
RANGE
M .411 30.04 IN
30 33 − +
W MESSAGES
N
GWX FAIL - GWX is inoperative.
24
GPS TERM PUSH
PAN
3
21
GMC FAIL - GMC is inoperative.
D MENU
6
CNFG MODULE - PFD1 configuration
S
E FPL PROC
15 12 module is inoperative.
CLR ENT
DFLT MAP
FMS
PUSH CRSR
FLIGHT DISPLAYS - PFD (MESSAGES WINDOW)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
TRAFFIC ANNUNCIATION
The PFDs display traffic symbolically on the inset map. When a TA (Traffic
Advisories) is detected (AMM SDS 34-43-00/1), the following automatically
occurs: the PFD inset map is enabled and displays traffic; a flashing black-
on-yellow "TRAFFIC" annunciation appears on the top left corner of the
attitude indicator for five seconds and remains displayed until no TA are
detected in the area; an aural alert is generated.

TAWS ANNUNCIATION
TAWS annunciations (AMM SDS 34-41-00/1) appear on the PFDs on the left
of the selected altitude readout.
FLIGHT PLAN WINDOW
The flight plan window (AMM SDS 34-61-00/1) is annunciated in a window

on the right side of the PFDs through the FPL key. This window displays the
active flight plan page for creating and editing the active flight plan.
The figure FLIGHT DISPLAYS - PFD (FLIGHT PLAN WINDOW, TRAFFIC

AND TAWS ANNUNCIATION) provides further data on the preceding text.

EFFECTIVITY: ALL
TRAFFIC ANNUNCIATION TAWS ANNUNCIATION


PUSH PUSH
VOL ID °
VOL SQ
EMERG
NAV COM
TRAFFIC TERRAIN 15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
FLIGHT PLAN
20
210 151 WINDOW
A PFD 1 PFD 2
A 00
200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
30 33 − +
PFD INSET MAP
10KT NORTH DP W FLIGHT PLAN
N
GILRO / KSJC
24
GPS TERM DTK DIS
PUSH
PAN
3
GILRO laf
21
KLIDE NM
D MENU
6
HIVAK faf NM
S
E
FORUL NM FPL PROC
15
RW30L map 304 25,2 NM
12
2NM CLR ENT
DFLT MAP
FMS
PUSH CRSR
FLIGHT DISPLAYS - PFD (FLIGHT PLAN WINDOW, TRAFFIC AND TAWS ANNUNCIATION)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NAV FREQUENCY BOX Outer marker reception (O) is indicated by a blue light, the middle marker (M)
by an amber light, and the inner marker (I) by a white light.
The NAV controls and NAV frequency box are located on the left side of the
navigation status box, in the top left corner of the PFDs. NAVIGATION STATUS BOX
The NAV frequency box is composed of four fields, two standby fields and The navigation status box is located on the top center portion of the PFDs
two active fields. The active frequencies are on the right side and the standby and displays four, user-configurable fields which can display the following
frequencies are on the left. information: bearing to next waypoint (BRG); distance to next waypoint (DIS);
desired track to next waypoint (DTK); enroute safe altitude (ESA); estimated

A selected NAV frequency displayed in green indicates that the NAV radio is time of arrival (ETA); estimated time enroute (ETE); ground speed (GS);
selected for navigation on the HSI. NAV radio selection is made with the PFD maximum safe altitude (MSA); track angle error (TKE); track angle (TRK);
CDI softkey. When the NAV1 frequency is selected, a single green arrow with vertical speed required (VSR); cross track error (XTK).
"VOR1" or "LOC1" shows on the HSI and the NAV1 active frequency
becomes green. When the NAV2 frequency is selected, a double green arrow AFCS STATUS BOX
with "VOR2" or "LOC2" shows on the HSI and the NAV2 active frequency Flight director mode annunciations (AMM SDS 22-11-00/1) are displayed on
becomes green. Both active NAV frequencies displayed in white indicate that the PFDs, below the navigation status box, when the flight director is active.
the GPS is in use. Flight director selection and autopilot and yaw damper statuses are shown in
COM FREQUENCY BOX the center of the AFCS status box. Lateral flight director modes are displayed
on the left and vertical on the right. Armed modes are displayed in white and
The COM controls and COM frequency box are located on the right side of active in green.
the navigation status box, in the top right corner of the PFDs.
The figure FLIGHT DISPLAYS - PFD (NAV AND COM FREQUENCY BOX)
The COM frequency box is composed of four fields, two standby fields and provides further data on the preceding text.
two active fields. The active frequencies are on the left side and the standby
frequencies are on the right.
A selected COM frequency displayed in green indicates that the COM

transceiver is selected on the audio panel (COM1 MIC or COM2 MIC keys).
White numbers indicate that the radio is not selected. Both active COM
frequencies appearing in white indicate that no COM radio is selected for
transmitting (PA (Passenger Address) mode is selected on the audio panel).
MARKER BEACON ANNUNCIATIONS
Marker beacon annunciations are displayed on the PFDs on the left of the
selected altitude readout (also where the TAWS annunciations appear).

EFFECTIVITY: ALL
MARKER BEACON ANNUNCIATION

NAVIGATION
STATUS BOX
AFCS STATUS BOX


NAV FREQUENCY BOX COM FREQUENCY BOX
PUSH PUSH
VOL ID ° VOL SQ
EMERG
NAV COM
M 15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
A PFD 1 PFD 2
A 210 151
00
200 PUSH
STD
10 10 15000 2
190 307 14900 4

M .411 30.04 IN
30 33 − +
W
N
24
GPS TERM PUSH
PAN
3
21
D MENU
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
FLIGHT DISPLAYS - PFD (NAV AND COM FREQUENCY BOX)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
MULTI-FUNCTION DISPLAY • Auxiliary Group (AUX)
The MFD displays a broad array of mapping and other information in a variety • Nearest Group (NRST)
of presentations. The left side of the MFD displays engine and airframe
information and the center and right portions are for mapping and other flight • Flight plan Group (FPL)
planning functions.
Each page group contains multiple pages. The page groups are selected
The MFD is generally characterized by the following display areas: using the outer knob of the dual FMS knob. The inner knob of the dual FMS
knob selects pages in the page group. Holding the CLR softkey for two

• Page Group Display seconds returns to the default navigation page.
• Navigation Status Box The page group and active page title box are displayed in the upper center
of the screen, below the navigation status box. In the bottom right corner of
• NAV Frequency Box the screen, the current page group, number of pages available in the group,
and placement of the current page within the group are indicated.
• COM Frequency Box
The map group (MAP) contains the following pages: navigation map; traffic
• Engine Information
map; weather radar; weather data link; TAWS.
• Battery Voltage Indication
The waypoint group (WPT) contains the following pages: airport information
• Speed Brake Indication screens (airport information, departure information, arrival information,
approach information, weather information); intersection information; NDB
• Cabin Data (Non-Directional Beacon) information; VOR information; user WPT
(Waypoint) information.
• Landing Gear Indication
The auxiliary group (AUX) contains the following pages: weight planning; trip
• Flap Indication planning; utility; GPS status; system setup; XM radio; system status.
• Trim Indication The nearest group (NRST) contains the following pages: nearest airports;
nearest intersections; nearest NDB; nearest VOR; nearest user WPTs;
• Synoptic Pages
nearest frequencies; nearest airspaces.
PAGE GROUP DISPLAY
The flight plan group (FPL) contains the following pages: active flight plan
The large central and right portion of the MFD contains information from the (wide view, narrow view); flight plan catalog (stored flight plan). The flight plan
page groups, namely: group is toggled ON using the dedicated FPL key on the right side of the MFD.
• Map Group (MAP) NAVIGATION STATUS BOX
• Waypoint Group (WPT)

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The navigation status box is located on the top center portion of the MFD and The COM frequency box is composed of four fields, two standby fields and
displays four, user-configurable fields which can display the following two active fields. The active frequencies are on the left side and the standby
information: bearing to next waypoint (BRG); distance to next waypoint (DIS); frequencies are on the right.
desired track to next waypoint (DTK); enroute safe altitude (ESA); estimated
time of arrival (ETA); estimated time enroute (ETE); ground speed (GS); A selected COM frequency displayed in green indicates that the COM
maximum safe altitude (MSA); track angle error (TKE); track angle (TRK); transceiver is selected on the audio panel (COM1 MIC or COM2 MIC keys).
vertical speed required (VSR); cross track error (XTK). White numbers indicate that the radio is not selected. Both active COM
frequencies appearing in white indicate that no COM radio is selected for
Flight director mode annunciations (AMM SDS 22-11-00/1) are displayed on transmitting (PA mode is selected on the audio panel).

the MFD (only in reversionary mode), below the navigation status box, when
the flight director is active. Flight director selection and autopilot and yaw The figure FLIGHT DISPLAYS - MFD (PAGE GROUP DISPLAY, NAV AND
damper statuses are shown in the center of the AFCS status box. Lateral COM FREQUENCY BOX) provides further data on the preceding text.
flight director modes are displayed on the left and vertical on the right. Armed
modes are displayed in white and active ones are displayed in green.
NAV FREQUENCY BOX
The NAV controls and NAV frequency box are located on the left side of the
navigation status box, in the top left corner of the MFD.
The NAV frequency box is composed of four fields, two standby fields and
two active fields. The active frequencies are on the right side and the standby
frequencies are on the left.
A selected NAV frequency displayed in green indicates the NAV radio is

selected for navigation on the HSI. NAV radio selection is made with the PFD
CDI softkey. When the NAV1 frequency is selected, there is a single green
arrow with "VOR1" or "LOC1" on the HSI and the NAV1 active frequency
becomes green. When the NAV2 frequency is selected, there is a double
green arrow with "VOR2" or "LOC2" on the HSI and the NAV2 active
frequency becomes green. Both active NAV frequencies displayed in white
indicate that the GPS is in use.
COM FREQUENCY BOX
The COM controls and COM frequency box are located on the right side of
the navigation status box, in the top right corner of the MFD.

EFFECTIVITY: ALL
NAV FREQUENCY BOX NAVIGATION ACTIVE PAGE GROUP COM FREQUENCY BOX
STATUS BOX AND PAGE TITLE
PUSH PUSH
VOL ID
VOL SQ

NORTH UP EMERG
NAV COM
TFR

NO DATA
42.0 N1% 92.9

PUSH PUSH
1−2 1−2
BARO
3
N
713 ITT C
713
6375 NM
142.8 N2% 142.8 33
137 OIL PRESS PSI 137
PUSH
95 OIL TEMP C 95 E STD
FUEL
MFD 499 FF KGH 499 30
5000 5000
A TEMP 0C
660 12
RANGE
ELEC CABIN
W
BATT1 25 V
BATT2 25 V
ALT 7200 FT
ELEV ( FT )
− +
RATE 0 FPM 15
SPDBRK MAX 9396
AR
LFE 5200 FT S
G
CLOSED 21 PUSH
EN
28
1450 PSI
TI
OXY PAN
NA
20
-B
LG FLAPS 12
OL
I
9
VI
UP
A
7 D MENU
5
UP UP 1
3
TRIM 7 FPL PROC
ROLL PITCH 1
Sea
-1 CLR ENT
50 1500NM
YAW
MAP WPT AUX NRST
DFLT MAP
SYSTEM MAP DCLTR-3
FMS
PUSH CRSR
PAGE GROUPS PAGES IN CURRENT

PAGE GROUP
A
FLIGHT DISPLAYS - MFD (PAGE GROUP DISPLAY, NAV AND COM FREQUENCY BOX)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
EICAS In very specific situations, it may be necessary that aircraft operates both
engines with the maximum thrust that does not compromise the engine life
The EICAS displays electrical (AMM SDS 24-00-00/1), fuel (AMM SDS (continuous thrust rating). The TLA (Thrust Lever Angle) has a single position
73-00-00/1), engine (AMM SDS 77-00-00/1), pressurization (AMM SDS for both CLB (Climb) and continuous ratings, being CLB the most usual one.
21-30-00/1), and flight controls (AMM SDS 27-00-00/1) information on the left When the continuous rating is needed, the selection shall be done by the
side of the MFD. pilots using the CLB and CON softkeys on the MFD. This selection is not to
be done for takeoff, but during flight.
ENGINE INFORMATION
The default mode is CLB. If CON mode is selected, it remains active until the

Engine information is displayed on the upper portion of the EICAS. It shows
CLB softkey is pressed or the aircraft transitions from flight phase k5 to flight
thrust rate selected, APR (Approach) modes, N1 (Fan Rotor Speed), N2
phase k2a. The CON and CLB softkeys are disabled during the k1, k2a and
(Core Rotor Speed), ITT (Interstage Turbine Temperature), fuel flow, fuel
k2b flight phases.
quantity, ignition, oil pressure, oil temperature, engine fire, engine fail, engine
OFF, red/yellow lines, targets, etc. BATTERY VOLTAGE INDICATION
To minimize the impact of TT0 (Inlet Total Temperature) faults and N1 The battery voltage indication shows with a label ELEC. The box is on the
variations during the takeoff roll, the OAT (Outside Air Temperature) is bottom left side of the EICAS.
entered via the MFD. When aircraft is on ground and just after aircraft power-
up, FADEC (Full Authority Digital Engine Control)s transmit their default OAT The battery voltage indication readout is an indication of the voltage between
values based on engines TT0. In order to select the takeoff data, pilot needs the terminals of each electrical battery. The readouts are labeled BATT1 and
to use the ENG SET softkey group on the MFD. When this softkey is selected BATT2. There is also a V unit label shown.
and the aircraft is on ground (flight phases k1 and k2a), then the takeoff data
set window is displayed on the lower part of the EICAS. SPEEDBRAKE INDICATION
The initial OAT reference value is the average of the OAT values read from The speed brake shows with a label SPDBRK. The box is on the bottom left
both engines. To change the OAT value, pilot can use the OAT and OAT! side of the EICAS.
softkeys. If pilot wants to revert to the originally proposed OAT value, then he
When the speed brake is not installed, the indication is a gray "----".
shall press the RST OAT softkey. The selected value is not sent to the
FADECs until they are accepted by the pilot. The OAT , OAT! and RST OAT When installed, the speed brake position shows as a status (OPEN or
softkeys are disabled during the k2b, k3, k4 and k5 flight phases. CLOSED) in green text, or (NOT AVAIL) in gray text.
Each FADEC contains an ATR (Automatic Thrust Reserve) thrust rating CABIN DATA
which automatically increases the thrust of the local engine to reserve in case
of one engine failure during takeoff. The ATR system is enabled by default The cabin data shows in a box labeled CABIN on the bottom right side of the
during FADEC power-up on ground. If pilot wants to change this setting, he EICAS. The cabin data has digital readouts of the cabin altitude, cabin rate,
can do it by using the ATR ON and ATR OFF softkeys. The ATR ON and ATR cabin delta pressurization, landing field elevation, and oxygen system
OFF softkeys are disabled during the k2b, k3, k4 and k5 flight phases. pressure.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The cabin altitude readout is an indication of the cabin altitude or pressure. The flap position symbol is an analog display of the actual position of the flap.
The cabin altitude pressure shows in feet, with a leading "-" (minus) if the The flap position symbol pivots similarly to the flap on the aircraft to show the
value is negative. The readout is labeled ALT and the label FT denoting units. leading edge surface of the wings.
The cabin rate readout is an indication of the rate of change of the cabin The flap readout is the digital data that corresponds to the flap lever positions.
altitude or pressure. The cabin rate is the cabin pressure rate of change, and This readout shows in a box under the analog image.
it shows in feet per minute, with a leading "-" (minus) if the value is negative.
The readout is labeled RATE. There is also a unit label, FPM, along with an The arc on the analog flap display acts as a flap angle scale. The scale has
arrow pointing up or down that shows the direction of the change. tick marks at each end that show the positions at zero-degree and 36

degrees. There is also an arrow that acts as a flap pointer. This pointer shows
The cabin delta pressure digital readout display is an indication of the the flap position along the scale. The pointer moves up the scale for the
difference between the cabin pressure and outside/ambient pressure. The decreasing values of the flap angle. The shading shows between the zero-
cabin delta pressurization shows in pounds per square inch with a leading "-" degree flap position and current flap position.
(minus) if the value is negative. The readout is labeled DELTA-P. There is
also a PSI label shown. TRIM INDICATION
The landing field elevation shows as a numerical readout in feet. The readout The trim data is shown in a box labeled TRIM in the bottom of the EICAS.
is labeled LFE and the units label FT also shows. This value may be selected The trim data is supplied for the ROLL, PITCH, and YAW axes.
automatically or may be entered by the flight crew.
The roll trim scale is an arc that shows the aileron trim position. The scale is
The oxygen system pressure shows in pounds per square inch. The readout labeled ROLL. There are five tick marks that show along the scale at -100%,
is labeled OXY. There is also a PSI label shown. -50%, 0%, 50%, and 100%.
LANDING GEAR INDICATION The yaw trim scale is a horizontal scale that shows the rudder trim position.
The scale is labeled YAW and has a yaw pointer to show the yaw trim position.
The landing gear data shows in a box labeled LG. The box is on the bottom There are five tick marks shown along the scale at -100%, -50%, 0%, 50%,
left side of the EICAS. and 100%.
The landing gear position shows as a status (UP or DOWN) in the text. The pitch trim readout is a digital display of the horizontal stabilizer trim
Surrounding the text is a symbol of a circle when the gear is down, and a position in degrees. The readout is a numerical readout in a box, and a label
symbol of a rectangle when the gear is up. When the landing gear is in centered above or below shows the UP or DOWN pitch trim.
transition, there is no text, only hatched rectangles.
The figure FLIGHT DISPLAYS - MFD (EICAS) provides further data on the
FLAP INDICATION preceding text.
The flap position is displayed in a box in the bottom right corner of the EICAS
labeled FLAPS. The flap positions show in both analog and digital readouts.

EFFECTIVITY: ALL
A

PUSH PUSH
VOL ID
NAV1 110.80 108.40 GS 0 KT ETE 03:11 TRK 021 DIS 136 NM 120.350 122.800 COM1
VOL SQ
NAV2 109.90 108.90 SYSTEM - STATUS 122.800 134.150 COM2

EMERG
120.0 TO 120.0 LAKE AS NORTH UP 12 H 44
ATR DELTONA
NAV TAT 10 C COM
TFR SAT 10 C
BARY
NO DATA TAS 0 KT
ENTERPRISE
GW 4290 KG
42.0 N1% 92.9 OSTEEN ELEC HYD PRES OXY EMER BRK
ST
PUSH PUSH
ACCU PRES
. J
1−2 BATT1 1−2
O
LAKE MONROE
WN
28.2 V
S
15 C
RI
BARO
V
SANFORD
KSFB
ER
BATT2
IGN
AB
713 ITT C
713 IGN
AB
+12 28.2 V
15 C
42.8 N2% 42.8
MFD 125 OIL PRES PSI 125 LAKE JESSUP
3000 PSI 1400 PSI 3000 PSI
PUSH
95 OIL TEMP C 95 DOORS STD
+12 PASSENGER
FUEL
25 FF KGH 25
WINTER OPRINOO LAKE HA BAGGAGE FWD
330 FQ KG 330
660 3 ODIEDO
TEMP 0C RANGE
ELEC CABIN
417 CHULUOTA
28 V
BATT1
BATT2 28 V
ALT 5200 FT
GOLDENROD
+50
+50 − +
6
RATE 0 FPM
LAKE PICKETT
EICAS SPDBRK DELTA-P
LFE
0 PSI
5200 FT
CLOSED BITHLO PUSH
UNION PARK
OXY 1400 PSI 50 PAN
LG FLAPS 417
408 3
DN
D MENU
DN DN 2
FPL PROC
TRIM
ROLL PITCH
12
CLR ENT
20
YAW 528
30NM SYSTEM
DFLT MAP
ENG SET LFE STATUS ECS ELEC FUEL ICEPROT ENG MNT BACK
FMS
PUSH CRSR
FLIGHT DISPLAYS - MFD (EICAS)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
SYNOPTIC PAGES
The SYSTEM softkey allows the display of synoptic pages and an engine
maintenance page.
The synoptic pages are:
• Status Synoptic page
• Fuel Synoptic page


• Electrical Synoptic page
• ECS (Environmental Control System) Synoptic page
• De-Ice Synoptic page
STATUS SYNOPTIC PAGE
The status synoptic page is displayed as the default page at the electrical
power-up and displays information necessary before engine start-up and
information usually used during this phase. The status synoptic page displays
data from the systems that follow: door and access panels status; battery
status; hydraulic pressure status; oxygen system status; and brakes status.
All doors which have an associated CAS message are displayed in the aircraft
figure and its color is consistent with the status of the door.
The figure FLIGHT DISPLAYS - MFD (STATUS SYNOPTIC PAGE) provides


EFFECTIVITY: ALL
STATUS SYNOPTIC PAGE
PUSH PUSH
VOL ID
VOL SQ
NAV2 110.30 113.00 SYSTEM - STATUS 131.525 121.575 COM2


EMERG
NORTH UP 30 H 17
NAV SAT 0 C COM
TFR
TAT 6 C
NO DATA
TAS 0 KT
GW 16360 LB
42.0 N1% 92.9 EMER BRK
PUSH ELEC HYD PRES OXY PUSH
1−2 ACCU PRES 1−2
GALHEIROS BATT1
24.6 V
4 C
N
3 BARO
713 ITT C
713 6 7.5 NM
BATT2
24.6 V
142.8 N2% 142.8 33 6 C
MFD 137 OIL PRESS PSI 137 0 PSI 0 PSI 0 PSI
PUSH
95 OIL TEMP C 95 E DOORS STD
A 499
FUEL
FF KGH 499
30
PASSENGER
EMERGENCY
5000 5000 BAGGAGE FWD
12 BAGGAGE AFT
660
TEMP 0C W RANGE
ELEC CABIN
BATT1 25 V
BATT2 25 V
ALT 7200 FT 15 − +
RATE 0 FPM 24
S
21
LFE 5200 FT
CLOSED PUSH
OXY 1450 PSI PAN
LG FLAPS
UP
D MENU
UP UP 1
TRIM FPL PROC
ROLL PITCH
CLR ENT
YAW 50
30 NM SYSTEM
DFLT MAP
FMS
PUSH CRSR
A
FLIGHT DISPLAYS - MFD (STATUS SYNOPTIC PAGE)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ECS SYNOPTIC PAGE
The ECS synoptic page has symbols that show the ECS components status.
Lines between icons on the diagram depict ducts. Icons shown in green
indicate that the components are operating normally. A white icon may
indicate that a unit is off or not otherwise operating normally. A red “X”
indicates failure of a unit.
The figure FLIGHT DISPLAYS - MFD (ECS SYNOPTIC PAGE) provides



EFFECTIVITY: ALL
ECS SYNOPTIC PAGE
PUSH PUSH
VOL ID
VOL SQ
NAV2 110.30 113.00 SYSTEM - ECS 131.525 121.575 COM2


NORTH UP EMERG
NAV COM
TFR
NO DATA
42.0 N1% 92.9 TEMPERATURE

PUSH PUSH
CKPT CABIN CKPT
1−2 GALHEIROS 1−2
22 C SET 22 C
72 F 72 F
N
3 EVAP BARO
35 C 35 C
713 ITT C
713 6 7.5 NM 95 F
ACTUAL
95 F
142.8 N2% 142.8 33 CABIN
PUSH
95 95 E FCV FCV
MFD OIL TEMP C STD
A 499
FUEL
FF KGH 499
30 OFV
5000 5000 OPEN

12 RAM INTERMEDIATE
660 AIR CLOSED
TEMP 0C W RANGE
ELEC CABIN
BATT1 25 V
BATT2 25 V
ALT 7200 FT 15 25 HX 25 − +
RATE 0 FPM 24 PSI PSI
S 80 C 80 C
21
LFE 5200 FT
CLOSED 176 F 176 F PUSH
OXY 1450 PSI PRSOV PRSOV PAN
LG FLAPS
UP
D MENU
UP UP 1
GCF VCS
TRIM FPL PROC
ROLL PITCH
CLR ENT
YAW 50
30 NM SYSTEM
DFLT MAP
FMS
PUSH CRSR
A
FLIGHT DISPLAYS - MFD (ECS SYNOPTIC PAGE)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ELECTRICAL SYNOPTIC PAGE
The electrical synoptic page has symbols that show the electrical system
components status. The generators, GPU (Ground Power Unit), batteries,
and buses are shown in green to denote normal operation. The color of the
units changes depending on the condition. A red “X” over a component
indicated invalid data or a failed unit.
The figure FLIGHT DISPLAYS - MFD (ELECTRICAL SYNOPTIC PAGE)



EFFECTIVITY: ALL
ELECTRICAL SYNOPTIC PAGE
PUSH PUSH
VOL ID
VOL SQ
NAV2 110.30 113.00 SYSTEM - ELECTRICAL 131.525 121.575 COM2


NORTH UP EMERG
NAV GEN 1 GPU GEN 2 COM

TFR
NO DATA
28.0 V 28.0 V
28.0 V
42.0 N1% 92.9 300 A 300 A
PUSH PUSH
3 BARO
N DC BUS 1 DC BUS 2
713 ITT C
713 6 7.5 NM
142.8 N2% 142.8 33

137 OIL PRESS PSI 137 CENTRAL BUS
E PUSH
MFD 95 OIL TEMP C 95 STD
A 499
FUEL
FF KGH 499
30
5000 5000 EMER BUS SHED BUS

12
660
TEMP 0 C W RANGE
ELEC CABIN
BATT1 25 V
BATT2 25 V
ALT 7200 FT 15
HOT BUS 2
− +
RATE 0 FPM 24
S
21
LFE 5200 FT
CLOSED HOT BUS 1 PUSH
OXY 1450 PSI PAN
LG FLAPS
UP
D MENU
UP UP 1
28.0 V 28.0 V FPL PROC
TRIM
ROLL PITCH
BATT 1 BATT 2 CLR ENT

YAW 50
30 NM SYSTEM
DFLT MAP
FMS
PUSH CRSR
A
FLIGHT DISPLAYS - MFD (ELECTRICAL SYNOPTIC PAGE)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
FUEL SYNOPTIC PAGE
The fuel synoptic page has symbols that show the fuel system components
status. A red “X” over a component indicated invalid data or a failed unit.
The figure FLIGHT DISPLAYS - MFD (FUEL SYNOPTIC PAGE) provides


EFFECTIVITY: ALL
FUEL SYNOPTIC PAGE
PUSH PUSH
VOL ID
VOL SQ
NAV2 110.30 113.00 SYSTEM - FUEL 131.525 121.575 COM2


NORTH UP EMERG
NAV COM
TFR
NO DATA
42.0 N1% 92.9

PUSH PUSH
XFR
N
3 BARO
713 ITT C
713 6 7.5 NM
142.8 N2% 142.8 33

594 KG 594 KG
E PUSH
MFD 95 OIL TEMP C 95 STD
A 499
FUEL
FF KGH 499
30
5000 5000 TOTAL

660
12 1188 KG
TEMP 0C W USED RANGE
ELEC CABIN
BATT1 25 V 426 KG
BATT2 25 V
ALT 7200 FT 15 − +
RATE 0 FPM 24
S
21
LFE 5200 FT
CLOSED PUSH
OXY 1450 PSI PAN
LG FLAPS
UP
D MENU
UP UP 1
TRIM FPL PROC
ROLL PITCH
CLR ENT
YAW 50
30 NM SYSTEM
DFLT MAP
FMS
PUSH CRSR
A
FLIGHT DISPLAYS - MFD (FUEL SYNOPTIC PAGE)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
DE-ICE SYNOPTIC PAGE
The de-ice synoptic page has symbols that show the de-ice system
components status. When the de-icing system is operating normally, all
components are shown in green on the system diagram. Items in white
indicate components which are off. A red “X” over a component indicated
invalid data or a failed unit.
The figure FLIGHT DISPLAYS - MFD (DE-ICE SYNOPTIC PAGE) provides



EFFECTIVITY: ALL
DE−ICE SYNOPTIC PAGE
PUSH PUSH
VOL ID
VOL SQ
NAV2 110.30 113.00 SYSTEM - DEICE 131.525 121.575 COM2


NORTH UP EMERG
NAV COM
TFR
NO DATA
42.0 N1% 92.9

PUSH PUSH
N
3 BARO
713 ITT C
713 6 7.5 NM
142.8 N2% 142.8 33

E PUSH
95 OIL TEMP C 95 STD
MFD
A 499
FUEL
FF KGH 499
30
INBD
EFCV
OUTBD
EFCV
5000 5000
12
660
TEMP 0C W VLV
PRSOV PRSOV
VLV RANGE
ELEC CABIN EAI1 EAI2
BATT1 25 V
BATT2 25 V
ALT 7200 FT 15 − +
RATE 0 FPM 24 STAB
SPDBRK DELTA-P 5.0 PSI EFCV
S
21
LFE 5200 FT
CLOSED PUSH
OXY 1450 PSI PAN
LG FLAPS
UP
D MENU
UP UP 1
TRIM FPL PROC
ROLL PITCH
CLR ENT
YAW 50
30 NM SYSTEM
DFLT MAP
FMS
PUSH CRSR
A
FLIGHT DISPLAYS - MFD (DE-ICE SYNOPTIC PAGE)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ENGINE MAINTENANCE PAGE
The engine maintenance page shows the engine dispatch level limitations
and exceedance data for the engines. The engine maintenance page
continually monitors subsets of engine parameters to determine if they remain
within prescribed limits. Once an exceedance is detected, it stays latched in
a FADEC non-volatile memory until maintenance personnel perform the
required procedures. Storage can be accomplished in one of the six available
SD card slots available in the flight display units.

The figure FLIGHT DISPLAYS - MFD (ENGINE MAINTENANCE PAGE)

EFFECTIVITY: ALL
ENGINE MAINTENANCE PAGE
PUSH PUSH
VOL ID
VOL SQ
NAV2 110.30 113.00 SYSTEM - ENGINE MAINTENANCE 131.525 121.575 COM2


EMERG
NAV
NORTH UP
ENGINE MAINTENANCE PAGE COM
TFR ENGINE DISPATCH
NO DATA
ENG 1 NO DISPATCH ENG 2 NO DISPATCH
ENG 1 SHORT DISPATCH ENG 2 SHORT DISPATCH
42.0 N1% 92.9 ENG 1 CHIP DETECTED ENG 2 CHIP DETECTED
PUSH PUSH
1−2 GALHEIROS ENG 1 LOW MARGIN ENG 2 LOW MARGIN 1−2
ENGINE 1
3 BARO
N PEAK SEC ZONE
713 ITT C
713 6 7.5 NM N1 HIGH XXX.X XXX
142.8 N2% 142.8 33 N2 HIGH XXX.X XXX
137 OIL PRESS PSI 137 ITT HIGH XXXX XXX C
E PUSH
MFD OIL TEMP XXXX XXX
A 499
FUEL
FF KGH 499
30
OIL PRESS XXXX XXX B
5000 5000 FUEL TEMP XXXX XXX
12
660
TEMP 0C W ENGINE 2 RANGE
ELEC CABIN
BATT1 25 V PEAK SEC ZONE
BATT2 25 V
ALT 7200 FT 15 N1 HIGH XXX.X XXX − +
RATE 0 FPM 24
N2 HIGH XXX.X XXX C
S
LFE 5200 FT
21 ITT HIGH XXXX XXX
CLOSED PUSH
OXY 1450 PSI OIL TEMP XXXX XXX B PAN
LG FLAPS OIL PRESS XXXX XXX
UP FUEL TEMP XXXX XXX D MENU
1
UP UP
ENGINE TRIMS
TRIM FPL PROC
ROLL PITCH ENG1 N1 ___ ENG2 N1 ___
ENG1 ITT ___ ENG2 ITT ___ CLR ENT
YAW 50
30 NM SYSTEM
DFLT MAP
FMS
PUSH CRSR
A
FLIGHT DISPLAYS - MFD (ENGINE MAINTENANCE PAGE)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
REVERSIONARY MODE
In the event of a flight display unit failure, the flight display system
automatically switches to reversionary mode. Reversionary mode is a mode
of operation in which flight (PFD symbology) and EICAS is displayed on both
PFDs and MFD.
In case of a PFD 1 failure, the MFD enters the reversionary mode and the
PFD 2 remains in normal mode. In case of a MFD failure, both PFD 1 and

PFD 2 enter the reversionary mode. In case of a PFD 2 failure, both PFD 1
and MFD remain in normal mode.
The reversionary mode can also be activated manually by pressing the

DISPLAY BACKUP button at the bottom of each audio panel (unlatched
position). Pressing this button again deactivates reversionary mode (latched
position). With the DISPLAY BACKUP button of the audio panel 1 in the
unlatched position, the PFD 1 and the MFD are in the reversionary mode.
With the DISPLAY BACKUP button of the audio panel 2 in the unlatched
position, the PFD 2 and the MFD are in the reversionary mode.
The figure FLIGHT DISPLAYS - REVERSIONARY MODE provides further


EFFECTIVITY: ALL

PUSH PUSH
VOL ID °
VOL SQ
120.0 TO 120.0 EMERG
ATR 335 MT
NAV COM
TRAFFIC 15200
2000
42.0 92.9 15400
230 20 20 4
PUSH N1% PUSH
1−2 15300 1−2
CAS
713 713 10 10 2
LG LEVER DISAG
IGN ITT O C IGN
220 15200 FUEL XFR FAIL BARO
OFF OFF FUEL 2 SOV FAIL
20
142.8 N2% 142.8 210 151 FUEL 1 SOV FAIL
AP FAIL
OIL 00
137 PRESS PSI 137 YD FAIL
A PFD 1 A MFD A PFD 2 95 TEMP OC
FUEL
1100 FF PPH 1100
95 200
10 10
15000 2
BRK FAIL
AUDIO PNL 2 FAIL
PUSH
STD
AUDIO PNL 1 FAIL

0 C FQ LB
O
ADS 2 FAIL
5000 100 5000 ADS 1 FAIL
ELEC 190 14900 4 AHRS 2 FAIL
BATT 1 25 V 360 AHRS 1 FAIL RANGE
BATT 2
CABIN
25 V
M .411 30.04 IN GIA 2 FAIL
ALT 7200 FT − +
RATE 0 FPM GS N 3
0KT 33
NORTH UP
50 PSI
EICAS DELTA-P
LFE 5200 FT TAT 0C
O
3O
1450 PSI SAT 0C
O
6
OXY PUSH
LG +12
GPS ENR WC +50 PAN
UP
W
UP UP
E
33
SPDBRK FLAPS D MENU
+12 51K
24
CLOSED
1
12
+50
TRIM
FPL PROC
ROLL PITCH 21 15
S 15 NM
CLR ENT
YAW 50
XPDR 1200 GND R LCL 05:29:52 DFLT MAP
SYSTEM SENSOR PFD CDI XPDR IDENT TMR/REF NRST MSG
FMS
PUSH CRSR
FLIGHT DISPLAYS - REVERSIONARY MODE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
DISPLAY BRIGHTNESS CONTROL
The flight display units (PFDs and MFD) backlighting can be adjusted either
automatically or manually.
The CKPT PANEL dimmer, on the LIGHTS control panel, controls the PFDs
and the MFD backlighting as well as the PFDs and the MFD bezels, the FMS
control panel, guidance panel and audio panels key annunciator lighting.

If the CKPT PANEL dimmer is in the OFF position, the PFDs and the MFD
use photocell technology to automatically adjust for ambient lighting
conditions. Photocell calibration curves are pre-configured to optimize display
appearance through a broad range of cockpit lighting conditions.
The figure FLIGHT DISPLAYS - DISPLAY BRIGHTNESS CONTROL


EFFECTIVITY: ALL
A

CKPT PANEL
POTENTIOMETER
LIGHTS
EXTERNAL CKPT CABIN
LDG/TAXI NAV STROBE PANEL UP WASH + EFFECT
LDG ON BRT
TAXI DIM
OFF OFF OFF

OFF BRT OFF BRT
LIGHTS CONTROL PANEL
FLIGHT DISPLAYS - DISPLAY BRIGHTNESS CONTROL
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CONFIGURATION MODE • GDC page group
The configuration mode provides the technician with a means of configuring, • GFC page group
checking, and calibrating various aircraft subsystems. Troubleshooting and
diagnostics information can also be viewed in this mode. It can be accessed • GMA page group
via PFD 1.
• GDL page group
WARNING: THE CONFIGURATION MODE OF THE FLIGHT DISPLAY
• RMT page group

CRITICAL TO AIRCRAFT OPERATION AND SAFETY. SUCH SYSTEM PAGE GROUP
PAGES ARE VIEWABLE TO PERMIT SYSTEM AWARENESS
FOR TROUBLESHOOTING. MOST PAGES ARE The SYSTEM page group contains the following pages:
PARAMETERS THAT CAN BE MODIFIED. IF YOU MODIFY • SYSTEM STATUS page
THESE PARAMETERS YOU CAN INTERFERE ON
• DATE/TIME SETUP page
AIRCRAFT OPERATION AND SAFETY.
• MAIN LIGHTING page
You can get access to the configuration mode by pushing and holding the
ENT key and then closing the circuit breaker of the PFD 1. After the PFD 1 • AUDIO ALERT CONFIGURATION page
shows the SYSTEM STATUS page, release the ENT key.
• SYSTEM UPLOAD page
In the PFD 1 configuration mode, the information is organized into pages,
which are grouped into page groups. The flight display unit configuration • DIAGNOSTICS TERMINAL page
mode presents the following page groups:
• MAINTENANCE LOG page
• SYSTEM page group
• OEM DIAGNOSTICS page
• GDU page group
• SYSTEM CONFIGURATION page
• GIA page group
• SYSTEM DATA PATHS page
• GSD page group
• SYSTEM SETUP page
• GEA page group
• MANIFEST CONFIGURATION page
• GTX page group
The SYSTEM STATUS page is the first visible page in the configuration
• GRS page group mode. This page can show whether or not the installed LRUs are

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
communicating properly with the system. Other LRU information can also be The SYSTEM SETUP page permits the configuration and adjustment of
obtained at this page for troubleshooting purposes. several items.
The DATE/TIME SETUP page is used to enter the date and time in order to The MANIFEST CONFIGURATION page shows the last used configuration
assist in GPS receiver satellite acquisition. If adjustments are desired, enter software files and its respective versions. Should an incorrect LRU software
correct UTC time and date using the dual FMS knob. file be loaded inadvertently, the system detects a mismatch and an alert is
Through the MAIN LIGHTING page configuration settings, the flight display generated to the flight crew. To detect an incorrect software file in the flight
units lighting can be setup and adjusted to suit each installation/cockpit display unit configuration mode, the technician would need to cross-reference
the LRU software file shown at the SYSTEM STATUS page with the LRU file

environment. Each flight display unit must be configured for individual
performance. The audio panels lighting is also controlled from this page. The shown at the MANIFEST CONFIGURATION page.
audio panels lighting is directly tied to flight display units configuration. The figure FLIGHT DISPLAYS - SYSTEM PAGE GROUP provides further
The AUDIO ALERT CONFIGURATION page allows technicians to adjust the data on the preceding text.
volume of voice alert messages received by the flight crew.
The SYSTEM UPLOAD page is used to load software and configure files to
the aircraft systems (via the top SD card slot of any flight display unit) for initial
configuration as well as field software updates.
The DIAGNOSTICS TERMINAL page is only displayed if the flight display

unit is in diagnostic mode and is used by Garmin's support personnel to
access assert logs and diagnostic data.
The MAINTENANCE LOG page displays the log entries for the CMC (Central
Maintenance Computer) and CAS events recorded in the configured flight
display unit memory sections.
The OEM DIAGNOSTICS page accesses the logs and uses the HTML
(HyperText Markup Language) interface files to show the maintenance
messages, and/or record the logs on the CMC interfaceSD card.
The SYSTEM CONFIGURATION page shows the LRUs that are connected
to the HSDB (High Speed Data Bus).
The SYSTEM DATA PATHS page displays the status of the configured
ARINC (Aeronautical Radio Incorporated) 429, CAN (Controller Area
Network), HSDB, RS-232 or RS-485 data paths.

EFFECTIVITY: ALL
SYSTEM STATUS
GDUS ONLINE GIAS/GSDS ONLINE OTHER LRUS ONLINE

MDF1 GIA1 GSD1 GDL69
PFD1 GIA2 GSD2 GWX
PFD2
LRU DATA
GCU PART NUMBER 006-B0387-06

GDC1 VERSION 2.03
GDC1 FPGA PRODUCT GMC/GCU SYS
GDC2 DESCRIPTION G1000 GMC710/GCU475 SYS
GDC2 FPGA COPYRIGHT (c) 2004-06 Garmin Ltd or subs
GEA1 SERIAL NUMBER 27000132
GEA2 MODEL NUMBER 0
GEA3 FUNCTIONS PRESENT 0
A A A GFC CERT GIA1 STATUS OK
GFC CERT GIA2
PFD 1 MFD PFD 2 GFC CERT P C
GFC CERT P M
ACTIVE PAGE IN
GFC CERT R C CURRENT PAGE
GFC CERT R M GROUP
GFC CERT Y C
GFC CERT Y M
GIA1
GIA1 AUDIO
ACTIVE PAGE PAGE GROUPS PAGES IN CURRENT
GROUP PAGE GROUP
FLIGHT DISPLAYS - SYSTEM PAGE GROUP
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
GDU PAGE GROUP The ALERT CONFIGURATION page displays the status of the configured
alerts and triggers.
The GDU page group contains the following pages:
The AIRFRAME CONFIGURATION page shows the airframe configuration
• RS-232 / ARINC 429 CONFIG page details (engines, fuel system, electrical system, v-speeds etc.).
• GDU STATUS page The figure FLIGHT DISPLAYS - GDU PAGE GROUP provides further data
• GDU TEST page

• DIAGNOSTICS page
• SERIAL / ETHERNET I/O page
• VIDEO page
• ALERT CONFIGURATION page
• AIRFRAME CONFIGURATION page
The RS-232 / ARINC 429 CONFIG page shows the ARINC 429 and RS-232
communication channels for the MFD and PFDs. All settings are loaded from
the SD card slot.
The GDU STATUS page shows various items related to the flight display units
and their operation. The technician can use this page as an aid in the
diagnosis and troubleshooting of the flight displays units.
The GDU TEST page depicts a graphical layout of all controls of the flight
display unit bezel in red. Each red graphical control turns green when the
corresponding bezel control is pressed/turned, indicating that it operates
correctly. The GDU TEST page also provides information regarding the flight
display unit and associated systems.
The DIAGNOSTICS page displays diagnostic data for the flight display unit.
The SERIAL / ETHERNET I/O page shows the ethernet / HSDB statistics.
The VIDEO page displays and configures the optional flight display unit video
input.

EFFECTIVITY: ALL
GDU STATUS
STATUS

RAM XILINX® BASE MAP
ETHERNET 1 ETHERNET 2 ETHERNET 3 ETHERNET 4
RS-232 1 RS-232 2 IRDA
ANALOG
PHOTOCELL A 9765 CCFT CRNT 1 377 POWER - 1.3V 1229 POWER - 28V 1 53
PHOTOCELL B 9794 CCFT CRNT 2 420 POWER - 2.5V 2512 POWER - 28V 2 2707
BEZEL THERM 2935 LGHT BUS AC 4848 POWER - 3.3V 3300 INTRNL TEMP 1 3350
LGHT BUS DC 10000 INTRNL TEMP 2 3400
DISCRETE
A A A SYS ID 1 RVRSNRY MODE 1 TEST MODE SLCT PULSE PER SEC 1
SYS ID 2 RVRSNRY MODE 2 DEMO MODE SLCT PULSE PER SEC 2
SYS ID 3 SPARE INPUT ACTIVE PAGE
PFD 1 MFD PFD 2 GROUP
DISCRETE IN CONFIGURATION
INPUT DATA TYPE INVERTED

SET ACTIVE SET ACTIVE
PFD 1 PFD 1 FAN PFD 1 FAN TRUE TRUE
ACTIVE PAGE IN
PFD 2 PFD 2 FAN PFD 2 FAN TRUE TRUE
MFD 1 MFD 1 FAN MFD 1 FAN TRUE TRUE
CURRENT PAGE
GROUP
PAGE GROUPS PAGES IN CURRENT

PAGE GROUP
A
FLIGHT DISPLAYS - GDU PAGE GROUP
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
RECORDERS 31-30
Introduction
The recorder system receives voice and flight parameter data from different
systems. These data are recorded and kept for future analysis.
General Description
The RECORDERS includes this subsystem:


• COCKPIT VOICE AND DATA RE- (AMM SDS 31-31-00/1)
CORDER (CVDR) SYSTEM
Components
COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM (31-31)
The CVDR (Cockpit Voice and Data Recorder) system is a combination of a

FDR (Flight Data Recorder) and a CVR (Cockpit Voice Recorder). The CVDR
system keeps a record of the critical flight data and voice communications in
the cockpit area. The system has a CVDR unit, a control panel, a cockpit area
microphone, a ULB (Underwater Locator Beacon), and an impact switch.
The figure RECORDERS - OVERVIEW provides further data on the

preceding text.

EFFECTIVITY: ALL
RECORDERS 31-30

RECORDERS
(31−30)
COCKPIT VOICE AND DATA

RECORDER (CVDR) SYSTEM
(31−31)
RECORDERS - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM 31-31
Introduction
The CVDR (Cockpit Voice and Data Recorder) system is a combination of a

FDR (Flight Data Recorder) and a CVR (Cockpit Voice Recorder). The CVDR
system keeps a record of the critical flight data and voice communications in
the cockpit area. The system has a CVDR unit, a control panel, a cockpit area
microphone, a ULB (Underwater Locator Beacon), and an impact switch.

The CVDR unit keeps the most recent data from the input sources as follows:
• A minimum of 2 hours of audio data from four input sources (two primary
crew microphones, an area microphone in the cockpit and a spare audio
input).
• A minimum of 25 hours of flight data received from an ARINC

(Aeronautical Radio Incorporated)-717 data bus from the data
concentrator unit.
After the flight, the records of cabin voice data contained in the CVDR memory
can be erased if the aircraft is on the ground, the parking brake is applied,
and the control panel toggle switch is set at the CVR ERASE position.
Previously recorded voice information cannot be read or downloaded from

the CVDR while it is installed on the aircraft. However, flight data can be
monitored and downloaded from the CVDR while it is installed on the aircraft.
The figure COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM -

OVERVIEW provides further data on the preceding text.

EFFECTIVITY: ALL

AUDIO PANEL 1
DC POWER
VOICE
CVDR UNIT
AIRCRAFT DATA FLIGHT DATA VOICE
SIGNALS CONCENTRATOR
UNIT
( FDR FUNCTION
+
CVR FUNCTION
) VOICE
AUDIO PANEL 2
COCKPIT AREA
MICROPHONE
COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description • Cockpit Area Microphone (AMM MPP 31-31-07/401)
• CVDR Control Panel (AMM MPP 31-31-09/401)

The CVDR system continuously records cockpit voice and flight data upon
the instant of the power supply is applied until it is removed. The figure COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM -
BLOCK DIAGRAM provides further data on the preceding text.
The FDR functions process, store, and preserve all the necessary flight data.
The CVR functions monitor, compress, store, and preserve the voice
recordings from the cockpit crew and area microphones. Only the most recent

voice and data are kept. The CVDR system keeps a minimum of two hours
of audio data and twenty five hours of flight data.
The CVDR system does not let the audio data be erased when the aircraft is
in flight. In order to manually erase the audio data, there must be a WOW
(Weight-on-Wheels) indication and the parking brake must be set. The pilot
can then use the CVR ERASE button on the CVDR control panel to erase the
audio data.
The CVDR unit receives the audio on four band voice channels. The inputs
to the band voice channels are the pilot, copilot, a spare audio, and the area
microphone. The cockpit area microphone monitors the ambient audio
environment in the cockpit.
The controls for the CVDR system are on the left lateral console in the cockpit.
The CVDR control panel contains test switches, a CVR ERASE pushbutton,
and a headphone jack that can be used to monitor the audio signals being
recorded.
An impact switch is installed on the central compartment. The impact switch

removes the electrical power from the CVDR unit, if the aircraft experiences
a severe impact.
The CVDR system includes these components:
• CVDR Unit (AMM MPP 31-31-01/401)
• CVDRULB (AMM MPP 31-31-03/401)
• CVDR Impact Switch (AMM MPP 31-31-04/401)

EFFECTIVITY: ALL
COCKPIT
AREA
MICROPHONE
FLIGHT
DISPLAY
UNITS
AUDIO AUDIO EMERGENCY BUS


PANEL 1 PANEL 2
HSDB
VOICE/DATA
RECORDER
GMT
DATA CVDR
DATA IMPACT
CONCENTRATOR UNIT SWITCH
UNIT STATUS
CVDR
HEADSET CONTROL GIA 1
PANEL
EMERGENCY BUS
ANN
TEST
CONTROL
PANEL
COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
COCKPIT VOICE AND DATA RECORDER (CVDR) UNIT
The CVDR consists of a chassis and front panel, three printed wiring
assemblies (aircraft interface PWA, audio compressor PWA, and acquisition
processor PWA), and the CSMU (Crash Survivable Memory Unit).
The CVDR unit is installed in the aft compartment and its access can be

reached through the aft compartment door. The CVDR unit is part of the
emergency equipment on board the aircraft. It is used to keep a record of the
voice communications and flight data in the event of an aircraft incident. The
CVDR unit is in a mounting tray. One electrical connector at the rear of the
tray supplies the power for the CVDR unit.
The main component of the CVDR unit is its CSMU and, in front of the CSMU,
there is a ULB. The chassis and CSMU are painted international orange. Two
reflective stripes are located on the CSMU. The CSMU contains the solid-
state flash memory used as the recording medium.
CVDR UNDERWATER LOCATOR BEACON
The ULB is mounted horizontally in the front of the CSMU, making it easier
to remove the battery and view the battery expiration date. It is also used as
the recorder carrying handle. The ULB sends a signal that can be found by
the emergency crew to help them find the CVDR unit in the event of an
accident. The ULB is equipped with a battery that has an expected service
life of six years.

CVDR LOCATION provides further data on the preceding text.

EFFECTIVITY: ALL
B

A
ZONE
315 POWER
SUPPLY
CRASH SURVIVABLE
MEMORY UNIT
A
UNDERWATER
LOCATOR BEACON
CVDR UNIT
COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM - CVDR LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CVDR IMPACT SWITCH
One impact switch is installed next to the GEA (Garmin Engine/Airframe unit)
3 in the center compartment. The impact switch senses when the aircraft
experiences an impact and removes the electrical power from the CVDR unit.
At this time the indicating light on the impact switch comes on. The purpose
of the CVDR electrical power removal is to avoid the loss of the data from the
CVR, since the CVDR keeps the most recent two hours of audio data. As a
method to assure automatic cessation of recording, the impact switch

interrupts CVDR power upon exposure to a predetermined level of g-force.
To restart CVDR operation, a reset switch on the impact switch must be
activated.

CVDR IMPACT SWITCH LOCATION provides further data on the preceding
text.

EFFECTIVITY: ALL

B
A
ZONES
241
242
INDICATING
LIGHT RESET
SWITCH
CVDR IMPACT
SWITCH
B
COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM - CVDR IMPACT SWITCH LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The cockpit area microphone is located on a vertical plane oriented

orthogonally to the pilot’s and copilot’s normal line of sight. The cockpit area
microphone faces the crew members and is mounted in such a way that the
exposed portion of the microphone element is unobstructed. The cockpit area
microphone records the audio from inside the cockpit and receives power
from the CVDR unit.

COCKPIT AREA MICROPHONE LOCATION provides further data on the
preceding text.

EFFECTIVITY: ALL
A

COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM - COCKPIT AREA MICROPHONE LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CVDR CONTROL PANEL
The CVDR control panel has the following components:
• One LED (Light-Emitting Diode)-lighted annunciator (pushbutton stile)

with separate indications for when the CVR preflight test indicates CVR
PASS (green indication) and for the CVR FAIL with white indication. This
annunciator is permanently dark if the above conditions are not satisfied.

• One LED-lighted annunciator (pushbutton stile) with the FDR1 FAIL
indication. This annunciator is permanently dark when the CVDR is not
installed or the above conditions are not satisfied.
• Audio jack.
• A lever lock momentary switch capable of supporting 0.2 mA for the CVR
ERASE control and 12.5 "A for the CVR preflight BIT (Built-in Test) test
control.

CVDR CONTROL PANEL LOCATION provides further data on the preceding
text.

EFFECTIVITY: ALL
B

A LH LATERAL
CONSOLE
VOICE / DATA
RECORDER
CVR A
TEST
PHONE
FDR2 FAIL
FDR1 FAIL
CVR FAIL
CVR PASS
TEST
HOLD
5 SEC
CVR
ERASE
CVDR CONTROL PANEL
COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM - CVDR CONTROL PANEL LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation • Voice communication of the flight crew members using the interphone
system.
RECORDER OPERATION
• Voice or NAV (Navigation) identification signals introduced into the
The CVDR system records the flight and voice data. It combines the functions headset or speaker.
of a FDR and a CVR. The record function of the CVDR system is automatic
when the aircraft is in flight. The CVDR unit starts to record the flight and voice The CVR function simultaneously records four separate channels of cockpit
data as soon as the power is applied, and will continue until the power is audio, converts the audio into a digital format, and stores the data in a solid-
removed from the unit. The CVDR unit stores the audio and flight data on its state memory. The CVDR records high-quality audio for the following

CSMU. stations: pilot, copilot, a spare audio input, and a cockpit area microphone.
The audio inputs are conditioned, amplified, and equalized as necessary. The
The CVDR unit operates from 28 V DC and keeps all the data collected in the resulting signals are converted into digital PCM (Pulse Code Modulation)
CSMU. A status control connection is provided to indicate software detected data. The headphone jack on the CVDR control panel in the cockpit supplies
failures of the recorder or the input data stream. a CVR audio monitor.
The CVDR has its control panel with test/erase switch and annunciators. The The FDR function is capable of downloading in less than five minutes the
CVR test indication outputs are presented to the pilot during the preflight flight data recorded. The GSE (Ground Support Equipment) is used to read
check when applicable. During the preflight check, if a CVR function or FDR and make an analysis on the data stored in the CVDR unit.
function failure occurs, a specific indication is presented on the CVDR control
panel. The figure COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM -
CVDR UNIT MEMORY provides further data on the preceding text.
Differently than when a CVR function or FDR function failure occurs, in case
of electrical power supply failure, during the preflight check, no light indication
is presented on the CVDR control panel. This difference helps identify the
failure mode.
The CMC (Central Maintenance Computer) is constantly monitoring the

CVDR integrity and will register every detected failure.
The CVR functions in the CVDR unit receive and record inputs from the
cockpit area microphone and airborne audio system. The cockpit area
microphone senses the ambient audio environment in the cockpit.
The airborne audio system supplies the CVR audio as follows:
• Radio voice communication received and transmitted by the flight crew.
• Audio signals from each boom, mask, or hand-held microphone in use.

EFFECTIVITY: ALL
25 HOURS

FLIGHT DATA FLIGHT DATA MEMORY
2 HOURS
SPARE AUDIO INPUT CH 1 VOICE MEMORY
COPILOT AUDIO CH 2 VOICE MEMORY
PILOT AUDIO CH 3 VOICE MEMORY
COCKPIT AREA MICROPHONE CH 4 VOICE MEMORY
COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM - CVDR UNIT MEMORY
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
FDR FUNCTION BIT Previously recorded voice information cannot be read or downloaded from
the CVDR unit while it is installed on the aircraft. This is a security feature to
The CVDR contains internal BIT circuitry. This continuous self-test feature protect the privacy rights of pilots and other crew members. The CVDR unit
starts to work after applying power to the flight recorder and runs for at least must be removed from the aircraft, connected to a DC (Direct Current) power
60 seconds. During this first 60 seconds, the BIT circuitry checks the recorder source, and connected to a GSE to play back previously recorded voice data.
and analyzes the data being received from the data concentrator unit. However, flight data can be monitored and downloaded from the CVDR unit
while it is installed on the aircraft by using a GSE.
NOTE: The result of BIT test is only indicated by the FDR1 FAIL indication
upon setting the TEST toggle switch to the TEST position for 5 The figure COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM -

seconds. CVDR UNIT READOUT provides further data on the preceding text.
PREFLIGHT CHECK
The preflight check assures the CVR system integrity. Therefore, it must be
performed before every flight or whenever maintenance has been performed
on the aircraft, which may have affected the performance of the CVR function
of the CVDR system.
On the CVDR control panel, press and hold the TEST toggle switch for a
minimum of five seconds. The CVR PASS indication illuminates green when
the CVDR has passed its testing, and will remain illuminated until the TEST
toggle switch is released.
For the FDR function the test is automatically initiated when power is applied
and then, when the control panel TEST toggle switch is positioned to TEST,
the system allows the displaying of possible FDR function failure indication.
The FDR1 FAIL indication illuminates red when the BIT circuitry has found a
possible defect within the CVDR unit or the input data stream from the data
concentrator unit is incorrect or is not being received.
If FDR1 FAIL is not displayed, the FDR function of the CVDR is operating
properly.
CVDR READOUT
The GSE connector is located in the front of the CVDR unit. This connector
provides the interface from the CVDR unit to a GSE for checkout of the
recorder, or to transfer data to a readout device.

EFFECTIVITY: ALL
B

A
ZONE
315
CVDR UNIT
GSE CONNECTOR
B
COCKPIT VOICE AND DATA RECORDER (CVDR) SYSTEM - CVDR UNIT READOUT
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80



CHAPTER 34 - NAVIGATION
SECTION TITLE PAGE

34-00 NAVIGATION 338

34-10 FLIGHT ENVIRONMENT DATA 340
34-11 INTEGRATED ELECTRONIC STANDBY 342
INSTRUMENT
34-15 AIR DATA SYSTEM 358
34-20 ATTITUDE & DIRECTION 372
34-21 ATTITUDE AND HEADING REFERENCE SYSTEM 374
34-23 STANDBY COMPASS SYSTEM 396
34-30 LANDING AND TAXIING AIDS 400
34-32 VHF NAV SYSTEM 402
34-40 INDEPENDENT POSITION DETERMINING 424
34-41 TERRAIN AWARENESS AND WARNING SYSTEM 426
34-42 WEATHER RADAR SYSTEM 452
34-50 DEPENDENT POSITION DETERMINING 468
34-51 DISTANCE MEASURING EQUIPMENT 470
34-52 TRANSPONDER SYSTEM 492
34-56 GLOBAL POSITIONING SYSTEM 516
34-57 SATELLITE WEATHER/RADIO SYSTEM 530
34-60 FLIGHT MANAGEMENT COMPUTING 552
34-61 FLIGHT MANAGEMENT SYSTEM 554
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NAVIGATION 34-00
Introduction INDEPENDENT POSITION DETERMINING (34-40)
The navigation system uses ground stations, satellites, and airborne aircraft The independent position determining subsystem uses equipment other than
systems to supply navigation, approach, and landing data. ground stations and/or satellites to find targets around the aircraft.
General Description DEPENDENT POSITION DETERMINING (34-50)
The NAVIGATION includes these subsystems: The dependent position determining subsystem uses the data received from
ground stations, satellites, and airborne equipment to calculate the aircraft

• FLIGHT ENVIRONMENT DATA (AMM SDS 34-10-00/1) position and airspeed.
• ATTITUDE & DIRECTION (AMM SDS 34-20-00/1)
• LANDING AND TAXIING AIDS (AMM SDS 34-30-00/1) FLIGHT MANAGEMENT COMPUTING (34-60)
• INDEPENDENT POSITION DE- (AMM SDS 34-40-00/1)
TERMINING The flight management computing subsystem uses the navigation data to
• DEPENDENT POSITION DETER- (AMM SDS 34-50-00/1) calculate the position or control the flight path of the aircraft.
MINING
• FLIGHT MANAGEMENT COM- (AMM SDS 34-60-00/1) The figure NAVIGATION - OVERVIEW provides further data on the preceding
PUTING text.
Components
FLIGHT ENVIRONMENT DATA (34-10)
The flight environment data senses the external conditions around the
aircraft, such as pitot (total) air pressure, static air pressure, etc. It uses the
environment conditions for navigation purposes.
ATTITUDE & DIRECTION (34-20)
The attitude and direction subsystem provides aircraft attitude and heading
reference.
LANDING AND TAXIING AIDS (34-30)
The landing and taxiing aids subsystem uses the data received from the
ground stations to guide the pilots during the approach, landing, and taxiing
flight phases.

EFFECTIVITY: ALL
NAVIGATION 34-00
NAVIGATION
(34−00)

FLIGHT INDEPENDENT FLIGHT
LANDING AND
ENVIRONMENT POSITION MANAGEMENT
TAXIING AIDS
DATA DETERMINING COMPUTING
(34−30)
(34−10) (34−40) (34−60)
ATTITUDE DEPENDENT
& POSITION
DIRECTION DETERMINING
(34−20) (34−50)
NAVIGATION - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
FLIGHT ENVIRONMENT DATA 34-10
Introduction
The flight environment data senses the external conditions around the
aircraft, such as pitot (total) air pressure, static air pressure, etc. It uses the
environment conditions for navigation purposes.
General Description
The FLIGHT ENVIRONMENT DATA includes these subsystems:


• INTEGRATED ELECTRONIC (AMM SDS 34-11-00/1)
STANDBY INSTRUMENT
• AIR DATA SYSTEM (AMM SDS 34-15-00/1)
Components
INTEGRATED ELECTRONIC STANDBY INSTRUMENT (34-11)
The IESI (Integrated Electronic Standby Instrument) sub-subsystem is a

backup navigation source. It is a backup source of flight data such as attitude,
altitude, and airspeed information on a single AMLCD (Active Matrix Liquid
Crystal Display) flat panel screen. It also displays the aircraft magnetic
heading and ILS (Instrument Landing System) information received from
external sources.
AIR DATA SYSTEM (34-15)
The ADS (Air Data System) provides primary air data information to the flight
display units, flight controls, and other avionics systems.
The figure FLIGHT ENVIRONMENT DATA - OVERVIEW provides further


EFFECTIVITY: ALL
FLIGHT ENVIRONMENT DATA 34-10

FLIGHT ENVIRONMENT
DATA
(34−10)
INTEGRATED ELECTRONIC
AIR DATA SYSTEM
STANDBY INSTRUMENT
(34−15)
(34−11)
FLIGHT ENVIRONMENT DATA - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
INTEGRATED ELECTRONIC STANDBY INSTRUMENT 34-11
Introduction
The IESI (Integrated Electronic Standby Instrument) sub-subsystem is a

backup navigation source. It is a backup source of flight data such as attitude,
altitude, and airspeed information on a single AMLCD (Active Matrix Liquid
Crystal Display) flat panel screen. It also displays the aircraft magnetic
heading and ILS (Instrument Landing System) information received from
external sources.

The figure INTEGRATED ELECTRONIC STANDBY INSTRUMENT -

EFFECTIVITY: ALL

MAGNETIC HEADING MAGNETIC HEADING
ILS INFORMATION ILS INFORMATION
INTEGRATED
ELECTRONIC
STANDBY
INSTRUMENT
(IESI)
STATIC AIR PRESSURE
FLIGHT DATA
(ATTITUDE, ALTITUDE
TOTAL AIR PRESSURE AND AIRSPEED INFORMATION)
INTEGRATED ELECTRONIC STANDBY INSTRUMENT - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description • Static pressure and total pressure from the pitot-static probe through
pneumatic plumbing.
GENERAL
The IESI includes the components that follow: The IESI unit provides the outputs that follow:
• IESI unit • Attitude information is provided for the data concentrator unit through an
ARINC 429 bus.
• Pitot-static probe
• Air data information is provided for the data concentrator unit through an

The IESI unit receives static pressure and total pressure from a pitot-static ARINC 429 bus.
probe through pneumatic plumbing. The pressure information is computed
so that the air data related functions are performed. The IESI unit has internal The figure INTEGRATED ELECTRONIC STANDBY INSTRUMENT - BLOCK
gyros and accelerometers to perform inertial data functions. DIAGRAM provides further data on the preceding text.
IESI INTERFACES
In normal operation, the IESI is fed through the EMERGENCY BUS, which is
the IESI primary input power source. In the event of a failure of the
EMERGENCY BUS, the IESI power supply is automatically switched through
a relay from EMERGENCY BUS to DC BUS 1. Each IESI unit power supply
has a dedicated circuit breaker (trip-free type), which provides appropriate
circuit protection.
The IESI unit receives the inputs that follow:
• ILS information from GIA (Garmin Integrated Avionics unit) 1 through an

ARINC (Aeronautical Radio Incorporated) 429 bus.
• Flap angle information from GIA 1 through an ARINC 429 bus.
• Heading information from AHRS (Attitude and Heading Reference

System) 1 through an ARINC 429 bus.
• Discrete from GEA (Garmin Engine/Airframe unit) 1 for enabling/disabling

the “altitude in meters” indication on the IESI display.
• 0 to 28 V DC from the cockpit dimmer for the IESI bezel light dimming
control.

EFFECTIVITY: ALL
IESI IESI
PWR 1 PWR 2
BEZEL LIGHTING COCKPIT

DIMMER
STBY PWR SUPPLY


ENABLE RELAY INTEGRATED
ELETRONIC
STANDBY ARINC 429 AHRS 1
ENGINE/AIRFRAME
DISCRETE FT/M INSTRUMENT UNIT
UNIT 1
UNIT
(GEA 1)
RS−485
(IESI UNIT)
ARINC 429
DATA
CONCENTRATOR
ARINC 429
UNIT
INTEGRATED
AVIONICS ARINC 429
UNIT 1
(GIA 1)
HSDB
HSDB
SATELLITE HSDB
WEATHER/RADIO
HSDB
RECEIVER
HSDB
HSDB HSDB
PFD 1 MFD PFD 2
HSDB
INTEGRATED ELECTRONIC STANDBY INSTRUMENT - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
IESI UNIT
The IESI unit is located in the main instrument panel. It is installed on a clamp
that is attached to the main instrument panel by means of screws.
Removal of the IESI unit is done by removing the glareshield cover so that
the electrical connector and plumbing fittings can be disconnected. After

disconnected, the IESI can be pulled out from the main instrument panel. For
more details, refer to AMM MPP 34-11-01/401.
The figure INTEGRATED ELECTRONIC STANDBY INSTRUMENT - IESI

UNIT provides further data on the preceding text.

EFFECTIVITY: ALL
A

IESI UNIT
A
INTEGRATED ELECTRONIC STANDBY INSTRUMENT - IESI UNIT
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
PITOT-STATIC PROBE
The pitot-static probe is used to sense both total and static air pressure and
transmit it to the IESI internal pressure transducers, through aircraft specific
total and static pressure pneumatic plumbing. The pitot-static probe has one
1/4-inch and one 3/8-inch air fitting for connecting to the aircraft total and
static pressure plumbing, respectively.
The interconnections between the plumbing and the IESI unit and between

the plumbing and the pitot-static probe are made with flexible hoses in order
to avoid transmission of vibration and make equipment installation easier.
The pitot-static probe is installed on the right side of the forward fuselage.
Installation is done so that the lowest point of the plumbing lines is the pitot-
static probe to prevent moisture or debris from collecting inside the plumbing
and near the IESI unit. Therefore, there are no drain points in the pneumatic
lines.
Protection against icing is provided by built-in heating elements. The pitot-

static probe has a two-pin electrical connector for connecting the heating
elements to the aircraft electrical system.
The figure INTEGRATED ELECTRONIC STANDBY INSTRUMENT - PITOT-

STATIC PROBE provides further data on the preceding text.

EFFECTIVITY: ALL

A
ZONE
223
PITOT − STATIC PROBE
INTEGRATED ELECTRONIC STANDBY INSTRUMENT - PITOT-STATIC PROBE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation INTEGRATED ELECTRONIC STANDBY INSTRUMENT - IESI CON-

TROLS (Continued)
IESI CONTROLS R
DESCRIP-
EF FUNCTION
The IESI controls are located in the IESI bezel, which provides easy access TION
.
when the pilots are seated and without any significant interference with
aircraft structure or other controls. Whenever the CAGE key is maintained de-
pressed for more than 1 second, it resets the ho-
The brightness of the IESI bezel is controlled by the CKPT PANEL rizon function to zero. In addition, a CAGE warn-

potentiometer, located on the LIGHTS control panel. For more details, refer 5 CAGE key ing flag appears and is maintained during 10 sec-
to AMM SDS 33-12-00/1. onds after the release of the CAGE key. The
CAGE function shall only be used under stabilized
INTEGRATED ELECTRONIC STANDBY INSTRUMENT - IESI CON-
flight conditions.
TROLS
R 6 MINUS (-) key Decreases the brightness of the IESI display.
DESCRIP-
EF FUNCTION 7 PLUS (+) key Increases the brightness of the IESI display.
TION
.
Shows the glideslope and localizer indications on The figure INTEGRATED ELECTRONIC STANDBY INSTRUMENT -
1 ILS key CONTROLS provides further data on the preceding text.
the IESI display.
Sets the barocorrection value to the standard bar-
2 STD key
ocorrection (1013 hPa/ 29.92 inHg).
3 Photocell Adjusts the IESI display brightness automatically.
Barocorrection setting can be adjusted by rotating
the BARO knob. Rotation clockwise increases the
barocorrection setting value. Rotation counter-
clockwise decreases the barocorrection value.
4 BARO knob
Whenever the selected barocorrection is out of
range, its displayed indication remains locked and
the action on the rotary knob is not taken into ac-
count.

EFFECTIVITY: ALL
1 2
ILS STD

3
7
+
6
−
CAGE BARO 4
5
STANDBY INSTRUMENT UNIT
INTEGRATED ELECTRONIC STANDBY INSTRUMENT - CONTROLS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
IESI INDICATIONS The "altitude in meters" box is shown above the altitude tape, whenever
selected by a softkey on the PFD (Primary Flight Display) 1 menu. The
During normal operation, the IESI computes and displays attitude, slip/skid unit (meters) is indicated by an M at the right side of the altitude value.
indication, altitude (barocorrected), airspeed, vertical speed, Mach number,
and VMO (Maximum Operating Speed)/MMO (Maximum Mach Operation). • Barocorrection setting
In addition, the IESI receives and displays magnetic heading information from Barocorrection setting is displayed at the central part of the top of the IESI
AHRS 1. display.
The unit is inHg or hPa, depending on the strap configuration, and it is
The units of all the indications provided on the IESI display are in accordance indicated by an "InHG" or "hPa", respectively, on the right side of the

with the corresponding indications provided on the primary displays. If, by barocorrection setting value.
selection, they are different, the units are clearly stated.
• Attitude and slip/skid
• Airspeed tape Attitude and slip/skid indication is displayed at the central part of the IESI
The airspeed tape is located on the left side of the IESI display. It shows display.
the current indicated airspeed (in knots) at a digital readout box, at the The attitude is shown in degrees.
center of the moving tape. Slip/skid represents the aircraft sensed lateral acceleration. It is indicated
by a movable trapezoid presented below the roll pointer.
• Mach number
The Mach indication shows at the bottom left corner, below the airspeed • Magnetic heading tape and heading annunciator
tape. The Mach number starts to be shown above Mach 0.45 and it is The magnetic heading tape is located at the central part of the bottom of
removed below Mach 0.40. the IESI display. It shows the current magnetic heading information (in
degrees).
• VMO/MMO and VFE (Maximum Flaps Extended Speed) The heading annunciator, which is located on the right side of the
The VMO/MMO and VFE are indicated by a red barber pole placed at the magnetic heading tape, indicates the source that is being currently used
high end of the airspeed tape. for obtaining magnetic heading information. For example, HDG1 means
that AHRS 1 is the current source.
• Altitude tape
The altitude tape is located on the right side of the IESI display. It shows • ILS indication
the current barocorrected altitude (in feet) at a digital readout box, at the The ILS indication consists of a vertical scale (glide slope) and a horizontal
center of the moving tape. scale (localizer).
• Vertical speed • ILS annunciator
The vertical speed (in feet/minute) is displayed in a box below the altitude The ILS annunciator is located at the right upper corner of the IESI display.
tape. An arrow, located at the left side of the box, indicates if the aircraft It indicates the source that is being currently used for obtaining the ILS
is climbing or descending. information. For example, ILS1 means that ILS 1 (from GIA 1) is the
current source.
• Altitude in meters

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The figure INTEGRATED ELECTRONIC STANDBY INSTRUMENT - IESI

INDICATIONS provides further data on the preceding text.

EFFECTIVITY: ALL
BARO CORRECTION SETTING

A B
ILS ANNUNCIATOR
ALTITUDE IN METERS
ILS STD
BARBER POLE ATTITUDE INDICATION

(VMO/VFE INDICATIONS)
ILS1 1013 hPA 3880 M
240
+ 20 .130 00
220

AIRSPEED TAPE
ALTITUDE TAPE
10
2 40
20 O 127 20
ILS INDICATION
180 .12500
− 10
3700 VERTICAL SPEED
MACH NUMBER M. 47 32 34 HDG1
CAGE BARO
HEADING ANNUNCIATOR
ROLL SCALE ZERO
A MAGNETIC HEADING TAPE
ROLL SCALE ROLL POINTER

20
AIRCRAFT SYMBOL 10 SLIP/SKID INDICATOR
AIRCRAFT SYMBOL
HORIZON LINE
10 PITCH SCALE
B
INTEGRATED ELECTRONIC STANDBY INSTRUMENT - IESI INDICATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
IESI ABNORMAL OPERATION The figure INTEGRATED ELECTRONIC STANDBY INSTRUMENT - OUT-
OF-ORDER PAGE provides further data on the preceding text.
In case of electrical power emergency, the IESI remains operational since it
is fed by the electrical EMERGENCY BUS. In case of internal failure detection
with a loss of information integrity, the IESI enters the fail state and an OUT
OF ORDER page is displayed.
In case of failure of the attitude function detected by the internal monitoring,

the display elements of the attitude (brown and blue background, pitch scale,

roll scale, roll pointer, and skyline) should be removed and replaced by an
attitude failure flag.
In case of no availability of the magnetic heading information coming from the

AHRS, the IESI does not display the magnetic heading indication, which is
replaced by a red cross. All the other functions remain preserved.
In case of failure of the airspeed function detected by the internal monitoring,

the airspeed tape and the readout should be removed and an airspeed failure
flag be displayed. Similarly, in case of failure of the altitude function detected
by the internal monitoring, the altitude tape and the readout should be
removed and an altitude failure flag be displayed.
In addition, the following failure flags are also implemented on the IESI unit:
• VMO/MMO/VFE
In case of lack of relevant parameters for VMO/MMO and VFE calculation,
the barber pole is not displayed and the VMO warning flag is displayed at
the top of airspeed scale.
• ILS
In case of failure, the ILS pointer and scale are removed and replaced by
a red cross.
• SSEC (Static Source Error Correction)

In case of loss of SSEC correction, an SSEC warning flag is displayed in
place of the Mach number indication at the bottom of the airspeed tape.

EFFECTIVITY: ALL
A

ILS STD
+ OUT OF ORDER
− 0000 0000 0001
CAGE BARO
STANDBY INSTRUMENT UNIT
INTEGRATED ELECTRONIC STANDBY INSTRUMENT - OUT-OF-ORDER PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
AIR DATA SYSTEM 34-15
Introduction
The ADS (Air Data System) provides primary air data information to the flight
display units, flight controls, and other avionics systems.
The figure AIR DATA SYSTEM - OVERVIEW provides further data on the
preceding text.

EFFECTIVITY: ALL
AIR DATA COMPUTER
RAM AIR TEMPERATURE

CANDIDATE USES OF
ANALOGIC−DIGITAL
AIR DATA INFORMATION

CONVERSION
PRESS
STATIC PORT STATIC
PRESSURE PROCESS / * PRIMARY FLIGHT DISPLAY
TEMP
SENSOR COMPENSATE ARINC 429 * TRANSPONDER
SENSORS * AHRS AIDING
* FLIGHT CONTROL
DATA OUTPUT DRIVERS

PRESS
PITOT PORT IMPACT
PRESSURE
SENSOR TEMP
COMPUTE
STATIC PORT HEAT
OUTPUTS
PITOT PORT HEAT
DISCRETE STATUS
RS−232 * DIAGNOSTICS
OAT HEAT MONITORING
* PROGRAMMING
CODE
UNIT ID
UPLOAD
MONITOR
INTEGRITY
INPUT PROCESSING
ARINC−429
INTERNAL CONFIG. MEMORY

OPTIONAL INPUTS
1) VERT. ACCEL
2) ANGLE−OF−ATTACK INPUT/OUTPUT DRIVERS
3) BARO CORRECTION
EXTERNAL CONFIGURATION MEMORY
AIR DATA SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description ADS 1 is essentially composed of pitot probe 1, dual static port 1 S2, dual
static port 2 S1, ADC 1 and PFD (Primary Flight Display) 1. ADC 1 also
interfaces with FADEC (Full Authority Digital Engine Control) 1B, GIA
There are two primary ADS systems installed in the aircraft and they are
(Garmin Integrated Avionics unit) 1 and the MFD (Multi-Function Display).
identified as ADS 1 and ADS 2. The IESI (Integrated Electronic Standby
Instrument) is considered as an standby ADS. For more details about IESI, • PFD 1
refer to AMM SDS 34-11-00/1. The low speed ARINC 429 interface between ADC 1 and PFD 1 is the
primary data path through which data from ADC 1 is made available to
Each primary ADS is basically composed of one ADC (Air Data Computer) PFD 1 and the avionics HSDB (High Speed Data Bus).

pneumatically connected, through specific plumbing, to one pitot probe and
• MFD
to two static ports, which supply total and static pressure to the ADC.
The ADC 1 also interfaces with the MFD, through an ARINC 429 bus, to
ensure that data from ADC 1 is displayed by the MFD and made available
The ADS provides accurate air data information, which includes altitude, to the avionics HSDB, in case of failure of PFD 1.
airspeed and temperature.
• FADEC 1B
The ADS outputs are suitable for primary flight displays, altitude-encoding ADC 1 receives air temperature information from FADEC 1B through a
transponders, AFCS (Automatic Flight Control System)s, and AHRS (Attitude high speed ARINC 429 bus.
and Heading Reference System)s.
• GIA 1
The ADS provides the information that follow, in ARINC (Aeronautical Radio The low speed ARINC 429 bus from ADC 1 to GIA 1 is the backup data
Incorporated) 429 format: path through which data from ADC 1 is made available to the avionics
HSDB, and consequently available to be displayed by the cockpit
• Density altitude; displays, in case of failure of the primary bus.
ADC 1 receives aircraft specific data through a low speed ARINC 429 bus.
• Pressure altitude;
The RS-232 bus from GIA 1 to ADC 1 is used for maintenance purposes.
• Vertical speed;
DC BUS 1 supplies ADC 1 through a protective circuit breaker.
• Air temperature: total air temperature, outside/static air temperature;
ADS 2 INTERFACES
• Indicated airspeed;
ADS 2 is essentially composed of pitot probe 2, dual static port 1 S1, dual
• True airspeed; static port 2 S2, ADC 2 and PFD 2. ADC 2 also interfaces with FADEC 2B
and GIA 2.
• Mach number.
• PFD 2
ADS 1 INTERFACES

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The low speed ARINC 429 interface between ADC 2 and PFD 2 is the
primary data path through which data from ADC 2 is made available to
PFD 2 and the avionics HSDB.
• FADEC 2B
ADC 2 receives air temperature information from FADEC 2B through a
high speed ARINC 429 bus.
• GIA 2

The low speed ARINC 429 bus from ADC 2 to GIA 2 is the backup data
path through which data from ADC 2 is made available to the avionics
HSDB, and consequently available to be displayed by the cockpit
displays, in case of failure of the primary bus.
ADC 2 receives aircraft specific data through a low speed ARINC 429 bus.
The RS-232 bus from GIA 2 to ADC 2 is used for maintenance purposes.
DC BUS 2 supplies ADC 2 through a protective circuit breaker.
The figure AIR DATA SYSTEM - BLOCK DIAGRAM provides further data on
the preceding text.

EFFECTIVITY: ALL
DC BUS 1 HSDB DC BUS 2
HSDB HSDB
ADC 1 ADC 2
PFD 1 MFD PFD 2

(REV. MODE)
ARINC 429
ARINC 429
HSDB
HSDB
HSDB
HSDB
AHRS 1 ARINC 429 NORM/REV ARINC 429 AHRS 2
UNIT SWITCH UNIT
ARINC 429
HSDB
AIR DATA AIR DATA
COMPUTER COMPUTER
1 ARINC 429 ARINC 429 2
FADEC 2A INTEGRATED INTEGRATED
(ADC 1) (ADC 2)
RS 232 AVIONICS AVIONICS RS 232
RS 232 UNIT 1 UNIT 2 RS 232 ARINC 429
ARINC 429 (GIA 1) (GIA 2)
ARINC 429 ARINC 429 ARINC 429
ELECTRONIC CONTROL
FADEC 1A
AND MONITORING UNIT
(ECMU)
TOTAL AIR
PITOT PRESSURE
PROBE 1 DUAL STATIC PORT 1 DUAL STATIC PORT 2 TOTAL AIR
S1 S1 PRESSURE FADEC 2B
LEGEND: S2 S2 PITOT
PNEUMATIC PLUMBING STATIC AIR PRESSURE STATIC AIR PRESSURE PROBE 2
TO ADC 1 FADEC 1B
PNEUMATIC PLUMBING ARINC 429
TO ADC 2
AIR DATA SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
ADC
The ADC is a remotely mounted device that provides air data for flight
instrumentation. The ADC measures aircraft static and impact pressure
information from pressure transducers and receives total air temperature
from an external source. Using the data from the appropriate sensors, the
ADC computes pressure altitude, vertical speed, airspeed values, air

temperature information and density altitude. The ADC has a SSEC (Static
Source Error Correction) to correct static error. Corrections in altitude
determination to account for the local barometric setting are performed
externally to the ADC (on the PFDs). Aircraft specific configuration
parameters are stored in an external configuration module installed in the
ADC connector backshell.
The ADC units are installed in the main instrument panel compartment. ADC
1 unit and ADC 2 unit are accessed through the removal of PFD 1 and MFD,
respectively.
The figure AIR DATA SYSTEM - ADC LOCATION provides further data on
the preceding text.

EFFECTIVITY: ALL
B

A ADC 2
ZONES
223 A
224
ADC 1
C
AIR DATA COMPUTER (ADC)
C C
ADC
ADC 1
B ADC 2
CONFIGURATION
MODULE (FRONT VIEW OF THE MAIN INSTRUMENT
AIR DATA SYSTEM - ADC LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
PITOT PROBE moisture or debris collecting inside the plumbing and near the ADC unit.
Therefore, no drain points are present in the pneumatic lines.
The pitot probe is used to sense the total air pressure and transmit it to the
ADC internal pressure transducer, through aircraft specific total pressure Protection against icing is provided by two separate built-in heating elements,
pneumatic plumbing. The pitot probe has a 5/16-inch air fitting for connecting S1 HTR and S2 HTR. Each heating element has an associated current
to the aircraft plumbing. regulator which controls the amount of power dissipated by the heater, in
order to keep the probe free from ice accumulation throughout the conditions
The interconnections between the plumbing and the ADC and between the encountered during operation.
plumbing and the pitot probes are made with flexible hoses, in order to avoid

transmission of vibration and ease equipment installation. In order to allow monitoring of the heating element status, each element has
an associated sense resistor connected in series with it and built in the probe.
Pitot probe 1 is installed on left side of the forward fuselage, while pitot probe
2 is on the right side of the forward fuselage. Installation is done so that the The dual static port has one six-pin electrical connector for connecting the
lowest point of the plumbing lines are the pitot probes, to avoid moisture or heating elements, as well as the associated current regulators and sense
debris collecting inside the plumbing and near the ADC unit. Therefore, no resistors to the aircraft electrical system.
drain points are present in the pneumatic lines. The figure AIR DATA SYSTEM - PITOT PROBES AND DUAL STATIC
Protection against icing is provided by built-in heating elements. The pitot PORTS provides further data on the preceding text.
probe has a two-pin electrical connector for connecting the heating element
to the aircraft electrical system.
DUAL STATIC PORT
The dual static port has two completely independent static ports, S1 and S2,
constructed in the same metal body. The dual static port is used to sense the
static air pressure that surrounds the aircraft and transmit it to the ADC
internal pressure transducer, through aircraft specific static pressure
plumbing. The dual static port has two independent 3/8-inch air fittings,
labeled S1 and S2, for connecting to the aircraft plumbing.
The interconnections between the plumbing and the ADC and between the
plumbing and the dual static ports are made with flexible hoses, in order to
avoid transmission of vibration and ease equipment installation.
Dual static port 1 is installed on left side of the forward fuselage, while dual
static port 2 is on the right side of the forward fuselage. Installation is done
so that the lowest point of the plumbing lines are the dual static ports, to avoid

EFFECTIVITY: ALL
B

PITOT
PROBE 1
C
A DUAL STATIC PORT 1
ZONES A D
223
224
PITOT
PROBE 2
DUAL STATIC PORT

PITOT PROBE
D D
C
DUAL STATIC PORT 2 B TYPICAL TYPICAL
AIR DATA SYSTEM - PITOT PROBES AND DUAL STATIC PORTS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation • If both IAS ≤ 35 kts and the difference between their values is equal to or
more than 15 kts, an airspeed miscompare is displayed.
ADS SOURCE SELECTION
• If both IAS ≥ 80 kts and the difference between their values is equal to or
The airspeed and altitude information transmitted by the ADS are shown to more than 10 kts, an airspeed miscompare is displayed.
the flight crew on the PFDs. The MFD also shows this information when it is
in the reversionary mode. ALTITUDE INFORMATION
During normal operation, ADS 1 is the primary source of air data for PFD 1 The current indicated altitude is shown at the center of the moving altitude

and ADS 2 is the primary source of air data for PFD 2. tape. The value is corrected by the barometric correction setting, which is
controlled by using the BARO knob. The barometric correction setting is
Manual source selection (reversion) is available through the softkeys, which identified below the altitude tape. Vertical speed is identified in a box that
are located at the bottom of the PFD, on the PFD menu. moves up/down along the static vertical speed tape (at the right of the altitude
tape).
Once the SENSOR option is selected from the PFD menu, the ADS1, ADS2,
and ADS STBY options will be shown on the same PFD menu. A barometric altitude comparison monitor compares displayed barometric
altitude from ADS 1 and ADS 2. If the difference between the two altitude
When ADS2 option is selected in PFD 1, ADS 2 becomes the active source
values is equal to or more than 200 ft, a barometric altitude miscompare is
in PFD 1. When ADS1 option is selected in PFD 2, ADS 1 becomes the active
displayed.
source in PFD 2.
BAROMETRIC CORRECTION
Whenever the reversion to the ADS STBY is made, the air data information
from the IESI is presented on the PFD. IESI indications remain available on The altitude tape indicates the current barometric corrected altitude. It is
the IESI display. computed by the PFD, which corrects the pressure altitude, provided by the
ADS, using the barometric correction setting. The barometric correction
AIRSPEED INFORMATION
setting is adjusted by means of the BARO knob, which is located on the bezel
An airspeed tape shows the current indicated airspeed at the center of the of the PFD. The barometric correction setting is indicated at the bottom of the
moving tape, along with standard color coding for airplane-specific airspeed altitude tape. The units of the barometric correction setting can be chosen
ranges/limits. The box immediately below the airspeed tape indicates current between in inHg and hPa, by means of the appropriate PFD softkeys. The
aircraft mach if its value is greater than 0.4 MN (Mach Number). TAT (Total barometric correction is set to STD by pressing the BARO knob or by pressing
Air Temperature) and SAT (Static Air Temperature) are indicated in the box the softkeys in this sequence in the PFD menu: PFD softkey and then the
on the left lower corner of the PFD. STD BARO softkey.
An airspeed comparison monitor compares displayed airspeed from the ADS The figure AIR DATA SYSTEM - INDICATIONS provides further data on the
1 and ADS 2: preceding text.
• If both IAS (Indicated Airspeed) < 35 kts, there’s no comparison.

EFFECTIVITY: ALL

AIRSPEED ALTITUDE
TAPE TAPE
PUSH PUSH
VOL ID
VOL SQ
EMERG VERTICAL SPEED
NAV COM
TAPE
1600
20 20 4
200
PFD 1 PFD 2
A A
PUSH PUSH
1−2 1500 1−2
10 10 2
180 1400 BARO
170 13
40 BARO KNOB
20
160 PUSH
STD
10 10 1200 2
140 356 1100 4

MACH M .411 N 29.92 IN
− +
33 3
INDICATION BAROMETRIC
3O
6
NAV1 PUSH
PAN CORRECTION
E
D MENU SETTING
24
12
15 FPL PROC
21
S
CLR ENT
DFLT MAP
INSET SENSOR PFD OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG
FMS
TEMPERATURE PUSH CRSR
SOFTKEYS (REF.)
SOURCE
SELECTION
A
AIR DATA SYSTEM - INDICATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ADS PROBES HEATING CONTROL
The ADS probes heating system permits a safe flight under icing conditions.
With the ADS/AOA rotary switch set to the AUTO position, on the ICE
PROTECTION/HEATING control panel, the probe heating elements are
automatically energized if at least one engine is running or the aircraft weight
is not on wheels (WOW (Weight-on-Wheels) = false). For more details about
sensor heating system, refer to AMM SDS 30-31-00/1.

ABNORMAL OPERATION
In case of ADS 1 failure, PFD 1 reverts to ADS 2 and, in case of ADS 2 failure,
it reverts to IESI (ADS STBY), even during electrical emergency. In case of
reversion to ADS STBY, the message BOTH ON ADS STBY is displayed.
Manual reversion to ADS 2 is also available (including normal and abnormal
operation).
In case of ADS 2 failure, PFD 2 reverts to ADS 1 and, in case of ADS 1 failure,
it reverts to IESI (ADS STBY), even during electrical emergency. In case of
reversion to ADS STBY, the message BOTH ON ADS STBY is displayed.
Manual reversion to ADS 1 is also available (including normal and abnormal
operation).
The figure AIR DATA SYSTEM - PROBES HEATING CONTROL provides


EFFECTIVITY: ALL

ICE PROTECTION HEATING
ENG 1 ENG 2 WSHLD 1 WSHLD 2
OFF OFF
ON ON
ON
OFF
A
WINGSTAB INSP LIGHT ADS/AOA WSHLD DEFOG
AUTO
OFF ON
ON ON
OFF OFF
ICE PROTECTION/HEATING
CONTROL PANEL
ADS/AOA
A ROTARY SWITCH
AIR DATA SYSTEM - PROBES HEATING CONTROL
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ATTITUDE & DIRECTION 34-20
Introduction
The attitude and direction subsystem provides aircraft attitude and heading
reference.
General Description
The ATTITUDE & DIRECTION includes these subsystems:


• ATTITUDE AND HEADING REF- (AMM SDS 34-21-00/1)
ERENCE SYSTEM
• STANDBY COMPASS SYSTEM (AMM SDS 34-23-00/1)
Components
ATTITUDE AND HEADING REFERENCE SYSTEM (34-21)
The AHRS (Attitude and Heading Reference System) provides accurate

attitude, accelerations, rates and heading information to the flight crew.
STANDBY COMPASS SYSTEM (34-23)
The standby compass system uses the earth's magnetic field to provide
magnetic heading information to the flight crew. It is used as a standby
heading source.
The figure ATTITUDE & DIRECTION - OVERVIEW provides further data on

the preceding text.

EFFECTIVITY: ALL
ATTITUDE & DIRECTION 34-20

ATTITUDE & DIRECTION
(34−20)
ATTITUDE AND HEADING STANDBY COMPASS

REFERENCE SYSTEM SYSTEM
(34−21) (34−23)
ATTITUDE & DIRECTION - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ATTITUDE AND HEADING REFERENCE SYSTEM 34-21
Introduction
The AHRS (Attitude and Heading Reference System) provides accurate

attitude, accelerations, rates and heading information to the flight crew.
The figure ATTITUDE AND HEADING REFERENCE SYSTEM - OVERVIEW


EFFECTIVITY: ALL
INTERNAL SENSORS
RATE SENSORS (3 AXES) CPU

ACCELEROMETERS (3 AXES) ANALOG ARINC 429 AND RS232

TO ATTITUDE ALGORITHMS
TILT SENSOR (2 AXES) DIGITAL INTEGRITY CHECKING
TEMPERATURE SENSORS (2) SYSTEM MONITORING OUTPUT DATA
ATTITUDE / HEADING
ROTATIONAL RATES
EXTERNAL SENSOR ACCELERATIONS
MODE OF OPERATION
GMU MAGNETOMETER
RS485 VALIDITY STATUS
MAGNETIC SENSORS (3 AXES)
TILT SENSOR (2 AXES)
TEMPERATURE SENSOR
EXTERNAL DATA INPUTS

RS232
GPS: POSITION, VELOCITY, TIME
ARINC 429
AIR DATA: AIRSPEED, OAT,
PRESSURE ALTITUDE, RATE OF CLIMB
EXTERNAL CONFIGURATION MEMORY
INSTALLATION−SPECIFIC INFORMATION
ATTITUDE AND HEADING REFERENCE SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description • GPS 2 information from GIA 2 through an RS 232 bus.
GENERAL GPS 1 is the primary GPS source for AHRS 1. GPS 2 is the secondary GPS
source for AHRS 1.
There are two identical and independent AHRSs installed in the aircraft and
they are identified as AHRS 1 and AHRS 2. AHRS 1 provides the outputs that follow:
The AHRS includes the components that follow: • Attitude is provided to PFD (Primary Flight Display) 1 and MFD (Multi-
Function Display) through two distinct ARINC 429 busses.
• AHRS unit (AMM MPP 34-21-01/401)

• Magnetic heading data is provided to the IESI (Integrated Electronic
• Magnetometer unit (AMM MPP 34-21-02/401) Standby Instrument) through an ARINC 429 bus.
AHRS 1 is composed of AHRS 1 unit and magnetometer 1 unit. AHRS 2 is • Attitude and accelerations are provided to the AFCS (Automatic Flight
composed of AHRS 2 unit and magnetometer 2 unit. Control System) through an ARINC 429 bus (through GIA 1).
The magnetometer unit provides magnetic information to the AHRS unit. Its AHRS 2 INTERFACES
voltage supply is provided by the AHRS unit.
DC BUS 2 supplies AHRS 2 through a protective circuit breaker.
The AHRS uses a combination of internal solid-state sensors and external AHRS 2 receives the inputs that follow:
input data to determine the aircraft heading and attitude. External sources of
input data to the AHRS include, in addition to the magnetometer unit, the ADC • Magnetic heading information from magnetometer unit 2 through an
(Air Data Computer) and two GPS (Global Positioning System) receivers. The RS-485 bus.
GPS receivers are integrated in the GIA (Garmin Integrated Avionics unit)s.
• Air data information from ADC 2 through an ARINC 429 bus.
AHRS 1 INTERFACES
• GPS 1 information from GIA 1 through an RS 232 bus.
The EMERGENCY BUS supplies AHRS 1 through a protective circuit
breaker. • GPS 2 information from GIA 2 through an RS 232 bus.
AHRS 1 receives the inputs that follow: GPS 2 is the primary GPS source for AHRS 2. GPS 1 is the secondary GPS
source for AHRS 2.
• Magnetic heading information from magnetometer unit 1 through an
RS-485 bus. AHRS 2 provides the outputs that follow:
• Air data information from ADC 1 through an ARINC (Aeronautical Radio • Attitude is provided to PFD 2 through an ARINC 429 bus.
Incorporated) 429 bus.
• Attitude and accelerations are provided to the AFCS through an ARINC
• GPS 1 information from GIA 1 through an RS 232 bus. 429 bus (through GIA 2).

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The figure ATTITUDE AND HEADING REFERENCE SYSTEM - BLOCK


EFFECTIVITY: ALL
IESI UNIT
EMERGENCY BUS HSDB DC BUS 2
AHRS 1 HSDB HSDB AHRS 2

PFD 1 MFD PFD 2

MAGNETOMETER HSDB MAGNETOMETER
1 ARINC 429 HSDB (REV. MODE) ARINC 429 2
UNIT UNIT
ARINC 429
HSDB
+12 V DC ARINC 429 NORM/REV +12 V DC
POWER AHRS 1 SWITCH AHRS 2 POWER
UNIT UNIT
HSDB
RS 232 RS 232
HSDB
RS 485 ARINC 429 RS 485
ARINC 429
ARINC 429 RS 232 RS 232 ARINC 429
RS 232 INTEGRATED INTEGRATED RS 232
AVIONICS AVIONICS
UNIT 1 UNIT 2
AIR DATA (GIA 1) (GIA 2) AIR DATA
COMPUTER COMPUTER
1 2
(ADC 1) (ADC 2)
RS 232
RS 232
GPS 1 GPS 2
ANTENNA ANTENNA
TO SATELLITE
WEATHER/RADIO RECEIVER
ATTITUDE AND HEADING REFERENCE SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
AHRS UNIT
The AHRS units are installed in the main instrument panel compartment.
AHRS 1 unit and AHRS 2 unit are accessed through the removal of PFD 1
and PFD 2, respectively.
Each AHRS unit is installed in a mounting tray and held in position by screws.

AHRS CONFIGURATION MODULE
Each AHRS has a configuration module installed inside the backshell

connector, which is connected to each AHRS unit.
The configuration module is a memory that contains the configuration and

installation data used by the system.
The figure ATTITUDE AND HEADING REFERENCE SYSTEM - AHRS UNIT


EFFECTIVITY: ALL
B

AHRS 2 UNIT
A
ZONES
223
224 A AHRS 1 UNIT
C C C
AHRS 2 UNIT
AHRS UNIT
AHRS 1 UNIT B
AHRS
CONFIGURATION (FRONT VIEW OF THE MAIN INSTRUMENT
MODULE PANEL WITH THE FLIGHT DISPLAY UNITS REMOVED)
ATTITUDE AND HEADING REFERENCE SYSTEM - AHRS UNIT
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
MAGNETOMETER UNIT
The magnetometer units are installed on the wing tips. Magnetometer 1 unit
is on the left wing tip and magnetometer 2 unit is on the right wing tip.
Installation is done so that no significant disturbances from objects or devices

which present magnetic influence are observed, such as electric motors and
relays, ferromagnetic structures and electrical devices and conductors.

Each magnetometer unit is installed in a mounting rack and held in position
by non-magnetic screws.
Magnetometer units are accessed through the removal of the appropriate

access panels, on the wing tips.
The figure ATTITUDE AND HEADING REFERENCE SYSTEM -

MAGNETOMETER UNIT provides further data on the preceding text.

EFFECTIVITY: ALL

A
ZONES
551
651 A
B
MAGNETOMETER UNIT
B
TYPICAL
ATTITUDE AND HEADING REFERENCE SYSTEM - MAGNETOMETER UNIT
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation The aircraft has two sources of GPS information. If a single GPS receiver
fails, or if the information provided by one of the GPS receivers is
AHRS MODES OF OPERATION unreliable, the AHRS automatically transitions to use the other GPS
receiver. If both GPS inputs fail, the AHRS continues to operate in
The AHRS has four modes of operation available and depend upon the reversionary-no GPS mode as long as the air data and magnetometer
combination of available sensor inputs, as follows: inputs are available and valid.
• Primary • Magnetometer failure
If the magnetometer input fails, the AHRS transitions to one of the
• Reversionary-No GPS

reversionary-no magnetometer modes and continues to output valid
• Reversionary-No magnetometer attitude information. However, the heading output on the PFD becomes
invalid (as indicated by a red "X").
• Reversionary-No magnetometer-No air data
• ADS (Air Data System) input failure
The AHRS primary mode is the AHRS normal operation mode. A failure of the air data input has no effect on AHRS output while AHRS
is operating in normal/primary mode. A failure of the air data input while
In normal (primary) mode, the AHRS relies upon GPS and magnetic field the AHRS is operating in reversionary-no GPS mode results in invalid
measurements supplied by the magnetometer unit. If either of these external attitude and heading information on the PFD (as indicated by a red "X").
measurements is unavailable or invalid, the AHRS uses air data information
for attitude determination. Control of these modes is automatic. No input is Table - ATTITUDE AND HEADING REFERENCE SYSTEM -
required from the flight crew to select or enter a mode. REVERSIONARY ATTITUDE-SOLUTION MODES summarizes the sensor
data that must be both available and considered reliable for the AHRS to
Table - ATTITUDE AND HEADING REFERENCE SYSTEM - PRIMARY operate in each reversionary mode, as well as the validity of the AHRS
ATTITUDE-SOLUTION MODE summarizes the sensor data that must be outputs while operating in each reversionary mode.
both available and considered reliable for the AHRS to operate in the primary
mode, as well as the validity of the AHRS outputs while operating in the Table - ATTITUDE AND HEADING REFERENCE SYSTEM -
primary mode. REVERSIONARY MODES ATTITUDE AND HEADING ACCURACIES
provides the accuracy values for pitch, roll and magnetic heading parameters
Table - ATTITUDE AND HEADING REFERENCE SYSTEM - PRIMARY while operating in reversionary modes.
MODE ATTITUDE AND HEADING ACCURACIES provides the accuracy
values for pitch, roll and magnetic heading parameters while operating in
primary mode.
The AHRS automatically enters one of its reversionary modes according to

the failures that follow:
• GPS input failure

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ATTITUDE AND HEADING REFERENCE SYSTEM - PRIMARY MODE AT-
ATTITUDE AND HEADING REFERENCE SYSTEM - PRIMARY ATTI-
TITUDE AND HEADING ACCURACIES (Continued)
TUDE-SOLUTION MODE (Continued)
PITCH ACCU- ROLL ACCU- HEADING AC-
AT- SENSOR INPUTS AVAIL- PRIMARY AT-
AHRS OUTPUTS VALID RACY (DE- RACY (DE- CURACY (DE-
TI- ABLE AND RELIABLE TITUDE-SOLU- GREES) GREES) GREES)
TU TION MODE
DE- Max Error Max Error Max Error
SO An-
In High Dynamics
LU- Mag- gu-
er Air GP Hea Pit R Acceler-

TIO neto- lar (|Bank| > 35 de-
tia data S ding ch oll ations ±2.5 ±2.5 ±2.5
N meter rate grees or |Pitch|
ls > 15 degrees)
MO s
DE
Pri- ATTITUDE AND HEADING REFERENCE SYSTEM - REVERSIONARY AT-
Y Not Ye Ye Y
mar Yes Yes Yes Yes TITUDE-SOLUTION MODES
es used s s es
y SENSOR INPUTS
AVAILABLE AND RELI- AHRS OUTPUTS VALID
ATTITUDE AND HEADING REFERENCE SYSTEM - PRIMARY MODE AT- ATTI- ABLE
TITUDE AND HEADING ACCURACIES TUDE-
SOLU- An-
PITCH ACCU- ROLL ACCU- HEADING AC- In-
PRIMARY AT- TION Mag- Air gu- Accel-
RACY (DE- RACY (DE- CURACY (DE- er- GP Hea Pit R
TITUDE-SOLU- MODE neto- da lar era-
GREES) GREES) GREES) tia S ding ch oll
TION MODE meter ta rate tions
ls
Max Error Max Error Max Error s
Straight and Rever- Y

Ye Ye Ye
Level Flight (| sionary- Yes No Yes e Yes Yes
s s s
Bank| and | ±1.25 ±1.25 ±1.8 No GPS s
Pitch| < 5 de-
Rever-
grees)
sionary- Y
Ye Ye Ye
Normal Dynam- No mag- No Yes No e Yes Yes
s s s
ics (|Bank| ≤ 35 netome- s
±1.25 ±1.25 ±2.5 ter
degrees; |Pitch|
≤ 15 degrees)

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ATTITUDE AND HEADING REFERENCE SYSTEM - REVERSIONARY AT- The figure ATTITUDE AND HEADING REFERENCE SYSTEM - FAILURE
TITUDE-SOLUTION MODES (Continued) INDICATION provides further data on the preceding text.
SENSOR INPUTS
AVAILABLE AND RELI- AHRS OUTPUTS VALID
ATTI- ABLE
TUDE-
SOLU- An-
In-
TION Mag- Air gu- Accel-
er- GP Hea Pit R
MODE neto- da lar era-

tia S ding ch oll
meter ta rate tions
ls
s
Rever-
sionary-
Y
No mag- Ye N Ye
No Yes No e Yes Yes
netome- s o s
s
ter-No air
data
ATTITUDE AND HEADING REFERENCE SYSTEM - REVERSIONARY

MODES ATTITUDE AND HEADING ACCURACIES (Continued)
REVERSION- PITCH ACCU- ROLL ACCU- HEADING AC-
ARY ATTI- RACY (DE- RACY (DE- CURACY (DE-
TUDE-SOLU- GREES) GREES) GREES)
TION MODE Max Error Max Error Max Error
Straight and
Level Flight (|
Bank| and | ±2.0 ±2.0 ±2.0
Pitch| < 5 de-
grees)
Normal Dynam-
ics (|Bank| ≤ 35
±2.5 ±2.5 ±6.0
degrees; |Pitch|
≤ 15 degrees)

EFFECTIVITY: ALL

ATTITUDE PUSH
VOL ID
PUSH
VOL SQ
DIRECTOR NAV2 108.00 117.95 HDG 1500 FPH VS ALT 136.975 118.000 COM2
EMERG
INDICATOR (ADI) NAV COM
1600
4
200
A PFD 1 PFD 2
A PUSH
1−2
ATTITUDE FAIL
1500
2
PUSH
1−2
180 1400 BARO
40
170 13
20
160 PUSH
STD
1200 2
140 HDG 1100 4

TAS 170KT 2992 IN
N 3 − +
33
3O
6
NAV1 PUSH
PAN
E
D MENU
24
12
15 FPL PROC
21
S
CLR ENT
MAGNETIC HEADING INSET SENSOR PFD OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG
DFLT MAP
FMS
DATA FIELD
PUSH CRSR
ATTITUDE AND HEADING REFERENCE SYSTEM - FAILURE INDICATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
AHRS SOURCE SELECTION
The primary source for PFD 1 is AHRS 1 and for PFD 2 is AHRS 2. Source
selection (reversion) is available through the softkeys located at the bottom
of the PFDs, on the PFD menu.
Once the SENSOR option is selected from the PFD menu, the options
AHRS1, AHRS2, and ATT STBY show on the same PFD menu.

When AHRS 2 option is selected in PFD 1, AHRS 2 becomes the active
source in PFD 1. When AHRS 1 option is selected in PFD 2, AHRS 1 becomes
the active source in PFD 2.
Whenever the reversion to the ATT STBY is made, the attitude data from the
IESI unit are presented on the PFD. The IESI indications remain available on
the IESI display.
The figure ATTITUDE AND HEADING REFERENCE SYSTEM - SOURCE

SELECTION provides further data on the preceding text.

EFFECTIVITY: ALL

PUSH PUSH
VOL ID
VOL SQ
EMERG
NAV COM
1600
20 20 4
200
PUSH PUSH
1−2 1500 1−2
A PFD 1 PFD 2
A 180
10 10
1400
2
BARO
40
170 13
20
160 PUSH
STD
10 10 1200 2
140 356 1100 4

TAS 170KT 2992 IN
N 3 − +
33
3O
6
NAV1 PUSH
PAN
E
D MENU
24
12
15 FPL PROC
21
S
CLR ENT
DFLT MAP
FMS
PUSH CRSR
SOFTKEYS (REF.)
SOURCE SELECTION
A
ATTITUDE AND HEADING REFERENCE SYSTEM - SOURCE SELECTION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
AHRS INDICATIONS
The AHRS continuously calculates and applies attitude and heading

measurement updates to correct the gyro-integrated attitude and heading
during all flight maneuvers.
Attitude and heading information transmitted by the AHRSs are shown to the
flight crew on the PFDs. The MFD also shows this information, when it is in
the reversionary mode. AHRS 1 also provides the magnetic heading to be

shown on the IESI unit.
ATTITUDE INFORMATION
The attitude information consists of an artificial horizon, pitch tape, roll pointer/
scale, slip/skid indication and aircraft symbol.
The artificial horizon consists of a stabilized horizon with a sky/ground

representation.
A fixed reference aircraft symbol is displayed at the center of the attitude

indication. A linear pitch tape is displayed through the center of the attitude
display. The pitch tape is horizon stabilized.
An arc-linear roll scale and the roll pointer are displayed on the top of the
attitude indication.
The slip/skid indication measures the aircraft sideslip. It is displayed below

the roll pointer.
HEADING INFORMATION
The aircraft heading is displayed on the top of the HSI (Horizontal Situation
Indicator).
The figure ATTITUDE AND HEADING REFERENCE SYSTEM - ATTITUDE

AND HEADING INFORMATION provides further data on the preceding text.

EFFECTIVITY: ALL
PUSH PUSH
VOL ID
VOL SQ
EMERG
NAV COM
1600
20 20 4
200
PUSH PUSH
1−2 1500 1−2
10 10 2
180 1400 BARO
ATTITUDE 170 13
40
20
DIRECTOR 160 PUSH

STD
10 10
INDICATOR (ADI) 1200 2
140 356 1100 4

TAS 170KT 2992 IN
N 3 − +
33
3O
6
NAV1 PUSH
PAN
E
MAGNETIC D MENU
24
12
HEADING 21
S
15 FPL PROC
CLR ENT
DFLT MAP
FMS
PUSH CRSR
PFD 1 PFD 2
A A ROLL SCALE
ROLL ZERO A
POINTER
SLIP/SKID
INDICATOR SKY
20 20 REPRESENTATION
ROLL SCALE
10 10
HORIZONTAL PITCH SCALE
LINE
AIRCRAFT
SYMBOL
AIRCRAFT 10 10
SYMBOL LAND
REPRESENTATION
B
ATTITUDE AND HEADING REFERENCE SYSTEM - ATTITUDE AND HEADING INFORMATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
EARTH'S MAGNETIC FIELD
Because the magnetic field is unsuitable near the Earth’s poles, operation of
the AHRS is not authorized North of 70 degrees North latitude nor South of
70 degrees South latitude. In addition, operation is not authorized in the two
regions that follow:
• North of 65 degrees North latitude between longitudes 75 degrees West

and 120 degrees West (Northern Canada).

• South of 55 degrees South latitude between longitudes 120 degrees East
and 165 degrees East (South of Australia).
Operation outside the stated authorized geographic region can lead to

degraded accuracy of the magnetic heading, pitch, roll, angular rates, vertical
acceleration, along-heading acceleration, and cross-heading acceleration
information.
The figure ATTITUDE AND HEADING REFERENCE SYSTEM - EARTH'S

MAGNETIC FIELD provides further data on the preceding text.

EFFECTIVITY: ALL
100
25
5
5
5
35 65
−4
−6
−5
−100 15
−2 −75 25
−15
80°N 15 85
5
85 85 85
0
35
−3
5
−2
15
25
0

15
40°N
0
GEOGRAPHIC LATITUDE
−15
−1
5
0
0° 0
0
0
−15
15 −25 −25
15
−3
40°S − 4 55
25
35 −1
−85
5
45
−6
5
55
0
65
15
75 −25
−75
−35
−55
35
80°S
00
25
−1
−45
10
45
0
180°W 120°W 60°W 0° 60°E 120°E 180°W
GEOGRAPHIC LONGITUDE
LEGEND:
MAGNETIC VARIATION/DECLINATION ISOLINES (DEGREE) AHRS (GRS77) GEOGRAPHIC LIMITATION BOUNDARY
MAGNETIC DIP/INCLINATION ISOLINES (DEGREE) CANADIAN NORTHERN DOMESTIC AIRSPACE
ATTITUDE AND HEADING REFERENCE SYSTEM - EARTH'S MAGNETIC FIELD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
STANDBY COMPASS SYSTEM 34-23
Introduction The magnetic compass bowl is filled with silicone fluid to provide damping for
movement of the compass card. Metal bellows, hermetically sealed to the
The standby compass system uses the earth's magnetic field to provide rear of the compass bowl, allow for expansion and contraction of the fluid due
magnetic heading information to the flight crew. It is used as a standby to changes in temperature.
heading source.
The standby compass unit is installed in the cockpit compass shroud.
General Description
COMPASS CALIBRATION PLACARD
The standby compass unit is a magnetic compass, self contained unit which

provides a constant indication of aircraft heading and requires electrical There is one placard that contains the corrections for normal operation
power only for illumination. conditions (ENGINES, ELECTRICAL GEN AND RADIOS ON table) and for
emergency conditions (ELECTRICAL EMERGENGY table).
The compass card is marked with white legend on a black background. Each
30-degree line (except the cardinals) is identified by numerals representing The COMPASS CALIBRATION placard is installed on the reading light
degrees. The last digit is omitted in each case (e.g. “3” denotes 30 degrees, shroud assembly, in the cockpit.
“24” denotes 240 degrees, etc). The cardinal points are appropriately marked
“N”, “S”, “E” and “W”. Headings are read against a vertical lubber line Operation
engraved and filled white on the inside surface of the bowl, the arrangement
The standby compass unit is compensated for aircraft magnetic interference
being such as to minimize reading errors due to parallax effect.
and a COMPASS CALIBRATION placard informs the deviations.
The standby compass unit receives 28 V DC, for illumination purposes, from
For operation, there are two types of readings:
EMERGENCY BUS through a dedicated circuit breaker (trip-free type), which
provides appropriate circuit protection. • Normal reading
Under a normal operation condition, the values contained in the
Illumination is achieved by using a LED (Light-Emitting Diode), mounted
ENGINES, ELECTRICAL GEN AND RADIOS ON table (normal flight
beneath the compass body but enclosed within the instrument. The
condition) of the COMPASS CALIBRATION placard shall be used for
illumination is turned on by the CKPT PANEL potentiometer, on the LIGHTS
correcting the compass residual deviations (due to the characteristic
control panel. The illumination has no brightness adjustment.
aircraft generated magnetic field).
The standby compass sub-subsystem includes these components:
• Emergency reading
• Standby compass unit In case of an aircraft electrical power emergency condition, the standby
compass unit continues to operate normally. However, the values
• COMPASS CALIBRATION placard contained in the ELECTRICAL EMERGENGY table of the COMPASS
CALIBRATION placard shall be used for correcting the presented
Components deviations under this condition.
STANDBY COMPASS UNIT The illumination of the standby compass unit is turned on by the CKPT
PANEL potentiometer located on the LIGHTS control panel.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
STANDBY COMPASS SYSTEM - STANDBY COMPASS UNIT — COM-

PONENT LOCATION (Continued)
REF. DESCRIPTION LOCATION
1 CKPT PANEL potentiometer LIGHTS control panel
2 East/west calibration point Standby compass unit
3 North/south calibration point Standby compass unit

4 Graduated horizontal card Standby compass unit
5 Lamp case Standby compass unit
6 Standby compass unit Cockpit compass shroud
7 Lubber line Standby compass unit
COMPASS CALIBRATION
8 Reading light shroud assembly
placard
You must periodically do a functional test (AMM TASK 34-23-00-720-801-A/

500) to make sure that the standby compass unit works properly.
NOTE: Do not calibrate the standby compass unit near external metallic
objects or if you are wearing metallic objects like jewelry and watch
to prevent interference to it.
The figure STANDBY COMPASS SYSTEM - COMPONENTS LOCATIONS


EFFECTIVITY: ALL
C A LIGHTS
EXTERNAL CKPT CABIN
B LDG/TAXI NAV STROBE PANEL UP WASH + EFFECT
LDG ON BRT
TAXI DIM
OFF OFF OFF

OFF BRT OFF BRT

A 1
8. COMPASS
CALIBRATION 2 3
PLACARD
B 10 10 C
COMPASS CALIBRATION
ENGINES,
ELECTRICAL ELECTRICAL
GEN AND EMERGENCY 4
RH CB PNL RADIOS ON
7
STEER FOR STEER
EMERGENCY BUS
030
060 s
COMPASS 120
150
210 6
240
300
330
5
STANDBY
COMPASS UNIT
LIGHTS
CONTROL
AIRCRAFT
B
PANEL DATE
LIGHTING
B A C
STANDBY COMPASS SYSTEM - COMPONENTS LOCATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
LANDING AND TAXIING AIDS 34-30
Introduction
The landing and taxiing aids subsystem uses the data received from the
ground stations to guide the pilots during the approach, landing, and taxiing
flight phases.
General Description
The LANDING AND TAXIING AIDS includes this subsystem:


• VHF NAV SYSTEM (AMM SDS 34-32-00/1)
Components
VHF NAV SYSTEM (34-32)
The VHF (Very High Frequency) NAV (Navigation) system uses airborne
equipment and ground stations to supply data for the in-flight navigation,
approach/landing, and area guidance functions.
The figure LANDING AND TAXIING AIDS - OVERVIEW provides further data

EFFECTIVITY: ALL
LANDING AND TAXIING AIDS 34-30

LANDING AND
TAXIING AIDS
(34−30)
VHF NAV SYSTEM
(34−32)
LANDING AND TAXIING AIDS - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VHF NAV SYSTEM 34-32
Introduction
The VHF (Very High Frequency) NAV (Navigation) system uses airborne
equipment and ground stations to supply data for the in-flight navigation,
approach/landing, and area guidance functions.
The VHFNAV system comprises the subsystems that follow:
• VOR (VHF Omnidirectional Range)/LOC (Localizer)/GS (Glide Slope)


subsystem;
• MB (Marker Beacon) subsystem.
The figure VHF NAV SYSTEM - OVERVIEW provides further data on the
preceding text.

EFFECTIVITY: ALL

VHF NAV SYSTEM
VOR/LOC/GS MARKER BEACON

SUBSYSTEM SUBSYSTEM
VHF NAV SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description Each VOR/LOC/GS receiver sends audio data to the on-side and to the cross-
side audio panels, through a digital audio interface.
VOR/LOC/GS SUBSYSTEM
The VOR/LOC/GS antenna is connected to both GIA 1 and GIA 2 through an
The VOR/LOC/GS subsystem comprises the components that follow: antenna phase coupler and through a splitter.
• VOR/LOC/GS receivers; GIA 1 (VOR/LOC/GS 1) is connected to the aircraft EMERGENCY BUS and
GIA 2 (VOR/LOC/GS 2) is connected to DC BUS 2. Each GIA is connected
• VOR/LOC/GS antenna phase coupler;
to its electrical bus through a dedicated protective circuit breaker.

• VOR/LOC/GS antenna splitter;
In normal conditions, the EMERGENCY BUS and DC BUS 2 are fed by two
• VOR/LOC/GS antenna. independent generators (one per engine). The EMERGENCY BUS switches
automatically to the aircraft battery in case its corresponding generator fails,
There are two VOR/LOC/GS receivers installed in the aircraft. The VOR/LOC/ keeping VOR/LOC/GS 1 still available.
GS 1 receiver and VOR/LOC/GS 2 receiver are integrated in GIA (Garmin
Integrated Avionics unit) 1 and GIA 2, respectively. The figure VHF NAV SYSTEM - VOR/LOC/GS BLOCK DIAGRAM provides
Each GIA contains the subassemblies that follow:
• A main processor that interfaces with all LRU (Line Replaceable Unit)s of
the integrated avionics system
• A GPS (Global Positioning System) receiver;
• A VHFCOM (Communications) transceiver;
• A VOR/ILS (Instrument Landing System) LOC receiver;
• An ILSGS receiver.
The VOR/LOC receiver provides tuning from 108.00 to 117.95 MHz in 50 kHz
increments. The GS receiver provides tuning from 328.6 to 335.4 MHz as
paired with the frequency tuned on the VOR/LOC receiver.
VOR/LOC/GS INTERFACES
GIA 1 and GIA 2 communicate with the flight display units through the HSDB
(High Speed Data Bus). All VOR/LOC/GS data is sent to the flight display
units and other consumers through this bus.

EFFECTIVITY: ALL
RS−232 RS−232
GUIDANCE PANEL
HSDB
HSDB HSDB
PFD 1 MFD PFD 2

REV. REV. REV. REV.

MODE MODE MODE MODE
AUDIO
PANEL 1 AUDIO
HSDB
PANEL 2
HSDB
EMERGENCY BUS
MAINTENANCE PANEL
DC BUS 2
HSDB
HSDB (REV. MODE)
NORM/REV
SWITCH
GIA 1
GIA 2
HSDB
NAV 1
DIG. AUDIO NAV 2
INTEGRATED DIG. AUDIO
VOR/LOC VOR/LOC/GS VOR/LOC
AVIONICS SIGNAL #1 SIGNAL #2
UNIT 1 ANTENNA INTEGRATED
(GIA 1) GS SIGNAL # 1 SPLITTER GS SIGNAL # 2 AVIONICS
UNIT 2
(GIA 2)
VOR/LOC/GS
ANTENNA
PHASE COUPLER
VOR/LOC/GS ANTENNA
VHF NAV SYSTEM - VOR/LOC/GS BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
MB SUBSYSTEM Audio panel 1 is connected to the aircraft EMERGENCY BUS and audio panel
2 is connected to DC BUS 2. Each audio panel is connected to its electrical
The MB subsystem identifies exact locations on the LOC flight path as a bus through a dedicated protective circuit breaker.
function of the GS angle and the approach category of the runway. The MB
ground station transmits a 75-MHz signal that is modulated with 400 Hz, 1300 During electrical emergency the MB 1 receiver remains operative, as audio
Hz, or 3000 Hz tones. panel 1, GIA 1 and PFD 1 are connected to the EMERGENCY BUS.
The MB subsystem comprises the components that follow: The figure VHF NAV SYSTEM - MB BLOCK DIAGRAM provides further data

• MB receivers;
• MB antenna;
• MB antenna splitter.
There are two MB receivers installed in the aircraft. The MB 1 receiver and
MB 2 receiver are integrated in the audio panel 1 and audio panel 2,
respectively.
The audio panel provides a MB receiver to be used as a part of an ILS

approach. The MB receiver is always ON and receives at 75 MHz. In addition
to the normal MB receiver functions, the audio panel provides a MB audio
muting capability.
The MB receiver lights/lamps shown on the PFD (Primary Flight Display)s

operate independently of the MB audio and cannot be switched off.
MB INTERFACES
The audio panels, which host the MB receivers, are connected to the MB
antenna through a splitter. Both audio panels send data to activate the MB
lights to the on-side GIA through an RS-232 bus and then to the on-side PFD
through the HSDB.
Each MB sends information to be shown on its on-side PFD. In case of failure,

the cross side information is switched automatically, provided it has valid
data.

EFFECTIVITY: ALL
HSDB
HSDB HSDB
DC BUS 2
PFD 1 MFD PFD 2

REV. REV. REV. REV.
MODE MODE MODE MODE

AUDIO PANEL 1/
MARKER AUDIO PANEL 2/
BEACON MARKER AUDIO 2 GIA 2
RECEIVER 1 BEACON
HSDB
RECEIVER 2
(REV. MODE)
HSDB
HSDB
MAINTENANCE PANEL
EMERGENCY BUS
HSDB
NORM/REV
SWITCH
GIA 1 AUDIO 1
HSDB
RS−232
RS−232 NAV 2 INTEGRATED

DIG. AUDIO AVIONICS
INTEGRATED UNIT 2
AVIONICS NAV 1 (GIA 2)
UNIT 1 DIG. AUDIO
MARKER BEACON
(GIA 1)
ANTENNA SPLITTER
MARKER BEACON
ANTENNA
VHF NAV SYSTEM - MB BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
VOR/LOC/GS RECEIVER
As previously mentioned, the VOR/LOC/GS 1 receiver and VOR/LOC/GS 2

receiver are integrated in GIA 1 and GIA 2, respectively.
GIA 1 and GIA 2 are installed in the main instrument panel compartment. GIA
1 and GIA 2 are accessed through the removal of the MFD (Multi-Function

Display) and PFD 2, respectively.
The figure VHF NAV SYSTEM - GIA (VOR/LOC/GS RECEIVERS)

LOCATIONS provides further data on the preceding text.

EFFECTIVITY: ALL
B

GIA 2
A
ZONES GIA 1
223
224
A

(GIA)
C C
GIA 1 GIA 2
B
VHF NAV SYSTEM - GIA (VOR/LOC/GS RECEIVERS) LOCATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VOR/LOC/GS ANTENNA PHASE COUPLER
The VOR/LOC/GS antenna phase coupler is installed inside the vertical

stabilizer.
The VOR/LOC/GS antenna phase coupler is used to synchronize the VOR/

LOC/GS signals. It couples the signals from each blade of the VOR/LOC/GS
antenna into one output.

VOR/LOC/GS ANTENNA SPLITTER
The VOR/LOC/GS antenna splitter is installed on the left side of the cockpit,
under the main instrument panel compartment.
It is used to share and send the VOR/LOC/GS signal from the VOR/LOC/GS
antenna phase coupler to the two VOR/LOC/GS receivers, in the GIAs.
VOR/LOC/GS ANTENNA
The VOR/LOC/GS antenna is composed of two blades, which receive the

VOR/LOC/GS signals from a ground station. Each blade is installed on one
side of the vertical stabilizer.
Each blade has one output that is connected to the VOR/LOC/GS antenna
phase coupler through a 50-# coaxial cable.
The figure VHF NAV SYSTEM - VOR/LOC/GS COMPONENT LOCATIONS


EFFECTIVITY: ALL
A
ZONE
335

E
C
B
ZONE
223
C B
D A
VOR/LOC/GS ANTENNA VOR/LOC/GS ANTENNA
VOR/LOC/GS ANTENNA PHASE COUPLER SPLITTER
C D E
VHF NAV SYSTEM - VOR/LOC/GS COMPONENT LOCATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
MB RECEIVER
As previously mentioned, the MB 1 receiver and MB 2 receiver are integrated

in audio panel 1 and audio panel 2, respectively.
Audio panel 1 and audio panel 2 are installed in the main instrument panel.
MB ANTENNA
The MB antenna is installed on the bottom of the forward fuselage. It receives


the MB signals and it is connected to the MB antenna splitter through a 50-
# coaxial cable.
MB ANTENNA SPLITTER
The MB antenna splitter is installed on the left side of the cockpit, under the
main instrument panel compartment.
It is used to share and send the MB signal from the MB antenna to the two
MB receivers, on the audio panels.
The figure VHF NAV SYSTEM - MB COMPONENT LOCATIONS provides


EFFECTIVITY: ALL
MARKER BEACON
ANTENNA SPLITTER

B
A
ZONE
223 B
COM1
MIC COM1
A
COM2
COM2
MIC
AUDIO PANEL 2/
COM3
COM3
MIC
MARKER BEACON
PA TEL RECEIVER 2
AUDIO PANEL 1/
MARKER BEACON
MUSIC
MKR
SPKR
HI RECEIVER 1
C
MUTE SENS
DME NAV1
C
D ADF NAV2
AUX
ZONE MAN
PLAY
121 SQ
INTR
COM CABIN
ICS MSTR
AUDIO PANEL/
MARKER BEACON
VOL SQ
RECEIVER
MARKER BEACON
ANTENNA DISPLAY BACKUP
D C
VHF NAV SYSTEM - MB COMPONENT LOCATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation
VOR/LOC/GS INDICATIONS
The VOR/LOC/GS indications are presented in the fields that follow:
• NAV frequency window, on the left upper corner of each flight display unit
(PFD 1, MFD, and PFD 2).
• HSI (Horizontal Situation Indicator)


• Glide Slope tape
VOR/LOC/GS INDICATIONS ON NAV FREQUENCY WINDOW
On the NAV frequency window, the active NAV frequency field is located on
the right side and the standby NAV frequency field is located on the left side.
The active NAV frequency is shown in green indicating the NAV radio is
selected for navigation on the HSI.
The NAV tuning box is shown over the standby NAV frequency field when the
radio is selected for tuning. The frequency transfer arrow shows beside the
NAV tuning box, between the active and standby NAV frequencies.
The station ID (Identification) code is shown on the right of the active NAV
frequency field.
During the adjustment of the NAV radio volume, through the NAV VOL/ID
knob, the level is shown in place of the standby NAV frequencies. The volume
level indication remains for two seconds after the change.
When the identifier is ON, a white ID indication shows on the left of the active
NAV frequency field and the Morse code is heard on the NAV audio, provided
the corresponding NAV radio is selected on the audio panel.
The figure VHF NAV SYSTEM - NAV FREQUENCY WINDOW provides


EFFECTIVITY: ALL
A B NAV FREQUENCY
WINDOW
MFD PUSH
VOL ID
NAV1 109.90 114.10 BNA VPT KIXD DIS 136 NM DTK 053 TRK355 136.975 118.000 COM1
PUSH
VOL SQ
NAV2 110.60 111.60 GHM HDG 1500 FPH VS ALT 136.975 118.000 COM2
EMERG
NAV COM
PUSH PUSH
1−2 1−2
BARO

PUSH
STD
RANGE
− +
PUSH
PAN
D MENU
FPL PROC
CLR ENT
DFLT MAP
FMS
PUSH CRSR
PFD 1
A A PFD 2
STANDBY NAV
FREQUENCY FIELD STATION A
ID CODE
NAV1 109.90 114.10 BNA NAV1 109.90 114.10 BNA NAV1 109.90 114.10 BNA
OR OR
NAV2 110.60 111.60 GHM VOLUME 23% 111.60 GHM NAV2 110.60 ID 111.60 GHM
NAV TUNING
BOX
FREQUENCY MORSE CODE

TRANSFER ARROW ACTIVE NAV NAV RADIO IDENTIFIER
FREQUENCY FIELD VOLUME INDICATION
VHF NAV SYSTEM - NAV FREQUENCY WINDOW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VOR/LOC/GS INDICATIONS ON HSI
When the VOR/LOC is selected on the HSI, a green arrow is shown as well
as the text indicating which source is selected. The selected course is shown
on the right side of the HSI.
The arrow format depends on which NAV radio is selected: a single arrow is
used when VOR 1/LOC 1 is selected and a double arrow is shown when VOR
2/LOC 2 is selected.

VOR/LOC/GS INDICATIONS ON GLIDE SLOPE TAPE
The glide slope tape shows on the left side of the altitude tape. It shows when
an ILS is tuned in the active NAV frequency field and it is selected, through
the CDI softkey, as the active NAV source. A green diamond indicates the
deviation to the glide slope beam.
When no signal is detected by the GS receiver the text "NO GS" is shown on
the glide slope tape.
The figure VHF NAV SYSTEM - VOR/LOC/GS INDICATIONS ON PFD


EFFECTIVITY: ALL
GLIDE SLOPE
TAPE C
PUSH PUSH
VOL ID
NAV1 108.00 117.95 DIS __._ NM BRG ___ 136.975 118.000 COM1
VOL SQ
NAV2 108.00 117.95 136.975 118.000 COM2

EMERG
NAV COM
TRAFFIC 4500
20 20 17200 4
50
PUSH PUSH
1−2
40 17 100 1−2
10 10 2
30 17
BARO

16 9 40
PUSH
STD
10 10 2
16800
356 16700 4
RANGE
GS 0KT 29.73 IN +
N −
NORTH UP
+12
3O
6
LOC1 PUSH
+12
B PAN
W
KSLN
12
E
22
DME D MENU
NAV1
24
+50
112.00
12
+50
53.1 NM FPL PROC
15 NM 53.1 NM S 53.1 NM
CLR ENT
MKL MEM
TAT 32 F SAT 32 F NAV1 NAV2 XPDR1 1200 GND R LCL 17:33:21 DFLT MAP
INSET SENSOR PFD CDI XPDR IDENT TMR/REF NRST MSG
FMS
PFD 1
A A PFD 2 PUSH CRSR
SOFTKEYS (REF.)
356 356 A
N N
BEARING 1
POINTER BEARING 2
LOC1 LOC2 POINTER
VERTICAL
DEVIATION/GLIDE SLOPE
INDICATOR
SELECTED S S
NAV SOURCE
C B
VHF NAV SYSTEM - VOR/LOC/GS INDICATIONS ON PFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VOR/LOC/GS CONTROLS GUIDANCE PANEL
The VOR/LOC/GS controls are located on each flight display unit (PFD 1, The guidance panel provides control of the selected course in each PFD
MFD, and PFD 2), on the guidance panel, and on the audio panels. (CRS1 and CRS2). Clockwise rotation increases the course and
counterclockwise rotation decreases it. For more details about the guidance
The NAV frequency window is controlled by means of knobs and keys on the panel, refer to AMM SDS 22-11-00/1.
left side of PFD 1, MFD, and PFD 2.
AUDIO PANEL
DUAL NAV KNOB

The NAV radio audio can be selected on the audio panels, through the NAV1
It is used to tune a NAV frequency in the NAV tuning box (the outer knob is and NAV2 keys. For more details about the audio panels, refer to AMM SDS
used for MHz and the inner knob is used for kHz). Clockwise rotation 23-51-00/1.
increases the frequency, while counterclockwise rotation decreases the
frequency. The figure VHF NAV SYSTEM - VOR/LOC/GS CONTROLS provides further
It is also used to move the NAV tuning box between the NAV 1 and NAV 2
radios. To do this, it is necessary to push the inner knob.
NAV FREQUENCY TRANSFER KEY
This key is used to transfer the NAV frequencies between the active and the
standby NAV frequency fields.
NAV VOL/ID KNOB
The NAV VOL/ID knob is used to adjust the NAV radio volume level.
Clockwise rotation increases the volume, while counterclockwise rotation
decreases the volume.
It is also used to turn the Morse code ID function ON and OFF. To do this, it
is necessary to push the NAV VOL/ID knob.
SOFTKEYS
Softkeys used for the HSI control are available at the bottom of PFD 1 and
PFD 2. The CDI softkey is used to selected the desired NAV source on the
HSI. Pushing the PFD softkey provides access to the BRG1 and BRG2
softkeys, which are used to enable the bearing pointers and information
windows on the HSI.

EFFECTIVITY: ALL
C GUIDANCE PANEL NAV VOL/ID KNOB PUSH

VOL ID
PUSH
VOL SQ
NAV2 110.60 111.60 GHM HDG 1500 FPH VS ALT 136.975 118.000 COM2
EMERG
NAV FREQUENCY NAV COM
TRANSFER KEY 20 20
1600
4
200
AUDIO PANEL 1 AUDIO PANEL 2 PUSH PUSH
1−2 1500 1−2
10 2
180 BARO
DUAL NAV KNOB 1400
40
170 13
20
160 PUSH
STD
10 10 1200 2

140 356 1100 4
COM1
COM1 TAS 170KT 2992 IN
MIC N 3 − +
33
B B
3O
6
COM2 VOR1 PUSH
COM2 PAN
MIC
E
DME
NAV1 D MENU
24
COM3
12
COM3 112.00
MIC 53.1 NM 15 FPL PROC
21
53.1 NM
S 53.1 NM
MKL MEM CLR ENT
PA TEL NAV1 NAV2

DFLT MAP
FMS
MUSIC SPKR
PUSH CRSR
MKR HI
MUTE SENS
DME NAV1 SOFTKEYS (REF.)
NAV1 KEY
PFD 1
A A PFD 2
ADF NAV2
A
AUX
NAV2 KEY
MAN
PLAY
SQ
INTR
FD NAV HDG AP YD ALT VNV VS FLC FD COM CABIN
DN
ICS MSTR
APR CSC
BANK CPL UP
VOL SQ
CRS1 KNOB
C CRS2 KNOB
DISPLAY BACKUP
VHF NAV SYSTEM - VOR/LOC/GS CONTROLS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VOR/LOC/GS NORMAL OPERATION The green diamond indicates the flight direction in order to center the aircraft
to the glide slope beam. For example, if the diamond is above the center it
By pushing the inner knob of the dual NAV knob you can toggle the NAV indicates that a “fly up” is required to position the aircraft in the correct glide
tuning box between the NAV1 and NAV2 sub-windows to select the desired slope angle.
NAV radio to be tuned.
When the GS receiver is functioning properly but is not receiving the glide
slope signal from the ground station the diamond is removed and the text “NO
The outer knob of the dual NAV knob can be used to tune the MHz portion of
GS” is shown on the glide slope tape.
the frequency, while the kHz portion of the frequency can be tuned by turning

the inner NAV knob. Pushing the NAV VOL/ID knob toggles the Morse code identifier filter ON and
OFF for the active NAV frequency next to which the tuning box is located.
Pushing the NAV frequency transfer key toggles the NAV frequencies
When the identifier is ON, a white ID indication shows on the left of the
between the active and standby NAV frequency fields of the NAV radio on
corresponding active NAV frequency.
which the frequency transfer arrow is located.
The Morse code identifier for an active NAV frequency can only be heard if
To be selected, a NAV frequency must be placed in the active NAV frequency
the Morse code identifier filter for the corresponding NAV is on (i.e., if the ID
field and the corresponding NAV radio must be shown on the HSI. When
indication shows next to the active NAV frequency) and if the corresponding
selected, the active NAV frequency is shown in green in the active NAV
NAV radio is selected on the audio panel (i.e., if the associated NAV radio
frequency field.
annunciator lights are illuminated on the audio panel).
The desired NAV radio is selected for navigation by pushing the CDI softkey
When the Morse code identifier is OFF, the ID indication disappears and the
located on the PFDs. The three navigation modes that can be selected are:
Morse code is off.
• VOR1 (or LOC1) – If NAV 1 is selected, a single green arrow labeled either
NAV audio is available with the ID filtered out for listening to HIWAS
VOR1 or LOC1 is shown on the HSI and the active NAV 1 frequency is
(Hazardous Inflight Weather Advisory Service) and FSS (Flight Service
shown in green.
Station) transmissions on VOR stations.
• VOR2 (or LOC2) – If NAV 2 is selected, a double green arrow labeled
VOR/LOC/GS ABNORMAL OPERATION
either VOR2 or LOC2 is shown on the HSI and the active NAV 2 frequency
is shown in green. The VOR/LOC/GS subsystem failure is evident to the flight crew. When it
occurs, a red “X” shows on the NAV frequency window (PFD 1, PFD 2, and
• GPS - If GPS mode is selected, a single magenta arrow shows on the HSI
MFD) and the deviation on the HSI/CDI (Course Deviation Indicator) is
and neither of the NAV radios is selected. Both active NAV frequencies
removed. In addition, a red “X” and text “GS FAIL” also show on the glide
are then shown in white. For more details about this mode, refer to AMM
slope tape on PFDs, and proper messages are activated.
SDS 34-61-00/1.
The figure VHF NAV SYSTEM - VOR/LOC/GS OPERATION provides further
In addition to the indications presented on the HSI, when an ILS is tuned the
glide slope tape is shown on the left side of the altitude tape.

EFFECTIVITY: ALL
GLIDE SLOPE
TAPE D
PUSH PUSH
C
VOL ID
NAV1 108.00 117.95 BNA DIS __._ NM BRG ___ 136.975 118.000 COM1
VOL SQ
NAV2 108.00 117.95 GHM 136.975 118.000 COM2

EMERG
NAV COM
TRAFFIC 4500
NAV FREQUENCY 50
20 20 17200 4
WINDOW PUSH
1−2
40 17 100
PUSH
1−2
10 10 2
30 17
BARO

16 9 40
PUSH
STD
10 10 2
HORIZONTAL 16800
SITUATION 356 16700 4

RANGE
INDICATOR (HSI) GS 0KT 29.73 IN
N − +
NORTH UP
+12
3O
6
LOC1 PUSH
+12
B PAN
W
KSLN
12
E
22
DME D MENU
NAV1
24
+50
112.00
12
+50
53.1 NM FPL PROC
15 NM 53.1 NM S 53.1 NM
CLR ENT
MKL MEM
TAT 32 F SAT 32 F NAV1 NAV2 XPDR1 1200 GND R LCL 17:33:21 DFLT MAP
FMS
PFD 1
A A PFD 2 PUSH CRSR
SOFTKEYS (REF.)
STANDBY NAV
356 FREQUENCY FIELD A
N STATION
ID CODE
SELECTED
NAV SOURCE LOC1 NAV1 108.00 117.95 BNA
NAV2 108.00 ID 117.95 GHM
NAV TUNING
BOX VERTICAL
DEVIATION/GLIDE SLOPE
INDICATOR
S MORSE CODE
IDENTIFIER ACTIVE NAV
FREQUENCY FIELD
B C D
VHF NAV SYSTEM - VOR/LOC/GS OPERATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
MB INDICATIONS Pushing MKR/MUTE key, on the audio panel, will enable or disable the MB
audio. The HI SENS key enables the MB high sensibility function.
The MB annunciations are shown on the left side of the altitude tape, on the
PFDs. MB ABNORMAL OPERATION
The MB receiver detects three tones associated with the outer, middle, and When one MB receiver fails, the cross side MB receiver is automatically
inner approach markers, respectively, and illuminates the appropriate marker switched, so both PFDs will indicate the outer, middle, and inner
beacon annunciations located on the left of the altitude tape, on the PFDs. annunciations normally.
The outer marker signal frequency is 400 Hz and a blue annunciator indicates

its reception. The middle marker signal frequency is 1,300 Hz and an amber In case both MB receivers fail, an audio panel failure message (AFD (Auxiliary
annunciator indicates its reception. The inner marker signal frequency is Flight Display) message) will be shown.
3,000 Hz and a white annunciator indicates its reception.
The figure VHF NAV SYSTEM - MB CONTROLS AND INDICATIONS
MB CONTROLS provides further data on the preceding text.
The MB controls are located on the audio panels, which are installed on the
main instrument panel.
The MB receiver is always ON and the indications on the PFDs (MB

annunciations) are shown whenever the MB signal is detected by the
receiver. There are only two control keys related to the MB, both being related
to the audio: the MKR/MUTE key and the HI SENS key.
When the MKR/MUTE key is pushed the corresponding key annunciator light
becomes illuminated and the MB audio can be heard. Pushing the key again
switches off the MB audio.
The HI SENS key switches on the MB high sensibility function, which is useful
over airway markers or to receive an earlier indication of a nearing outer
marker during an approach.
MB NORMAL OPERATION
As previously mentioned, since the audio panels are energized, the MB

receiver is always ON. The MB annunciations on the PFDs are shown
whenever the MB signal is detected.
Manual selection of the cross side MB is not possible. There is only an

automatic reversion when one side fails.

EFFECTIVITY: ALL
MARKER BEACON
ANNUNCIATION
C
PUSH PUSH
VOL ID
VOL SQ
AUDIO PANEL 1 AUDIO PANEL 2 NAV2 110.60 111.60 GHM HDG 1500 FPH VS ALT 136.975 118.000 COM2
EMERG
NAV COM
M
1600
20 20 4
200
PUSH PUSH
1−2 1500 1−2
10 2
180 1400 BARO

40
170 13
20
COM1 160 PUSH
MIC COM1 STD
10 10 2
B B 1200
COM2
COM2 140 356 1100 4
MIC HDG 356 CRS 049 RANGE
TAS 170KT 2992 IN
N 3 − +
COM3 33
COM3
MIC
3O
6
VOR1 PUSH
PAN
E
PA TEL DME
NAV1 D MENU
24
12
112.00
53.1 NM 15 FPL PROC
21
MUSIC SPKR 53.1 NM
S 53.1 NM
MKL MEM CLR ENT
NAV1 NAV2
DFLT MAP
MKR HI FMS
MUTE SENS
PUSH CRSR
DME NAV1
PFD 1
A A PFD 2
ADF NAV2
SOFTKEYS (REF.)
AUX
O
(OUTER MARKER MAN
SQ
PLAY
A
ANNUNCIATION − OM)
INTR
COM CABIN
OR MKR MUTE KEY HI SENS KEY
ICS MSTR
(MIDDLE MARKER
M
ANNUNCIATION − MM)
OR VOL SQ
I
(INNER MARKER
DISPLAY BACKUP
ANNUNCIATION − IM)
C B
VHF NAV SYSTEM - MB CONTROLS AND INDICATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
INDEPENDENT POSITION DETERMINING 34-40
Introduction
The independent position determining subsystem uses equipment other than

ground stations and/or satellites to find targets around the aircraft.
General Description
The INDEPENDENT POSITION DETERMINING includes these subsystems:


• TERRAIN AWARENESS AND (AMM SDS 34-41-00/1)
WARNING SYSTEM
• WEATHER RADAR SYSTEM (AMM SDS 34-42-00/1)
Components
TERRAIN AWARENESS AND WARNING SYSTEM (34-41)
The TAWS (Terrain Awareness and Warning System) is a system that

increases situational awareness and aids in reducing the risk of CFIT
(Controlled Flight Into Terrain). TAWS requires a valid 3D GPS (Global
Positioning System) position solution and valid terrain/airport and obstacle
databases.
WEATHER RADAR SYSTEM (34-42)
The weather radar system is a four-color digital pulsed radar. It provides real-
time precipitation returns to the flight crew to be displayed on the MFD (Multi-
Function Display) and has the ability to distinguish potentially dangerous
thunderstorm cells by measuring the radar return strength.
The figure INDEPENDENT POSITION DETERMINING - OVERVIEW


EFFECTIVITY: ALL
INDEPENDENT POSITION DETERMINING 34-40
INDEPENDENT POSITION

DETERMINING
(34−40)
TRAFFIC ALERT AND AUTOMATIC DEPENDENT

TERRAIN AWARENESS WEATHER RADAR
COLLISION AVOIDANCE STORMSCOPE SYSTEM SURVEILLANCE−
AND WARNING SYSTEM SYSTEM
SYSTEM BROADCAST SYSTEM
(34−44)
(34−41) (34−42)
01 01 (34−43) 01 01 (34−45)
01 OPTIONAL SYSTEM
INDEPENDENT POSITION DETERMINING - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
TERRAIN AWARENESS AND WARNING SYSTEM 34-41
Introduction
The TAWS (Terrain Awareness and Warning System) is a system that

increases situational awareness and aids in reducing the risk of CFIT
(Controlled Flight Into Terrain). TAWS requires a valid 3D GPS (Global
Positioning System) position solution and valid terrain/airport and obstacle
databases.

The figure TERRAIN AWARENESS AND WARNING SYSTEM - OVERVIEW

EFFECTIVITY: ALL

POTENTIAL IMPACT POINT
PROJECTED FLIGHT PATH
100 feet THRESHOLD UNLIGHTED OBSTACLE
1000 feet AGL
TERRAIN AWARENESS AND WARNING SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description
The system was designed to comply with the requirements specified for a
TAWS Class B.
The TAWS uses information provided from the GPS receiver to determine a
horizontal position and altitude. GPS altitude is derived from satellite
measurements and is converted into an MSL (Mean Sea Level)-based

altitude (GPS-MSL altitude). Then, it is used to determine the TAWS alerts.
For more details about GPS, refer to AMM SDS 34-56-00/1.
The TAWS utilizes terrain/airport and obstacle databases that are referenced
to MSL. Using the GPS position and GPS-MSL altitude, the TAWS portrays
a 2D picture of the surrounding terrain and obstacles relative to the position
and altitude of the aircraft. Furthermore, the GPS position and GPS-MSL
altitude are used to calculate and “predict” the aircraft’s flight path in relation
to the surrounding terrain and obstacles. In this manner, the TAWS system
can provide advanced alerts of predicted dangerous terrain conditions.
The database information is contained in SD (Secure Digital) cards.
Databases are generated based on information provided by government

sources and complies with accuracy requirements.
The TAWS is a software hosted in each flight display unit (MFD (Multi-
Function Display) and PFD (Primary Flight Display)s).
The figure TERRAIN AWARENESS AND WARNING SYSTEM - BLOCK


EFFECTIVITY: ALL
HSDB
HSDB DATA HSDB

CONCENTRATOR
UNIT
DC BUS 1 DC BUS 2
HSDB
FMS
PANEL
MFD MFD SATELLITE
RECEIVER
RS−232

HSDB
PFD 1 PFD 2
HSDB
HSDB
PFD 1 PFD 2
REV. REV. MFD REV. REV.
TAWS MODE MODE MODE MODE TAWS
FUNCTION TAWS FUNCTION
FUNCTION
AUDIO
PANEL 1 AUDIO
PANEL 2
HSDB
HSDB
MAINTENANCE PANEL
HSDB
HSDB (REV. MODE)
GPS 1 NORM/REV
ANTENNA SWITCH
GPS 2
ANTENNA
HSDB
AVIONICS DIG. AUDIO DIG. AUDIO AVIONICS
UNIT 1 UNIT 2
(GIA 1) (GIA 2)
GIA 1 GIA 2
GPS 1 GPS 2
TO SATELLITE
WEATHER/RADIO
RECEIVER
TERRAIN AWARENESS AND WARNING SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
As the TAWS is a software hosted in each flight display unit (MFD and PFDs),
there is not any dedicated unit for it.
The database information is contained in SD cards. There is one SD card

inserted in the lower SD card slot of each flight display unit. The SD cards
have same part number.

The figure TERRAIN AWARENESS AND WARNING SYSTEM - FLIGHT
DISPLAY UNIT AND SD CARD provides further data on the preceding text.

EFFECTIVITY: ALL
A PUSH
VOL ID
PUSH
VOL SQ
EMERG
NAV COM
MFD PUSH PUSH

1−2 1−2
BARO
PUSH
STD
B

RANGE
LOWER
− +
SD CARD SLOT
PUSH
PAN
D MENU
FPL PROC
CLR ENT
DFLT MAP
FMS
PUSH CRSR
A
PFD 1
A A PFD 2
SD CARD
B
TERRAIN AWARENESS AND WARNING SYSTEM - FLIGHT DISPLAY UNIT AND SD CARD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation within 0.5 nmi of the approach runway or is below 125 ft , AGL while within 1
nmi of the threshold.
TAWS ALERT MODES
Enroute 700 ft 500 ft
The TAWS provides the alert modes that follow:
Terminal 350 ft 300 ft
• FLTA (Forward Looking Terrain Avoidance)
Approach 150 ft 100 ft
• PDA (Premature Descent Alert)
Departure 100 ft 100 ft

• EDR (Excessive Descent Rate Alert)
PDA
• NCR (Negative Climb Rate after Takeoff Alert)
A PDA is issued when the system detects that the aircraft is significantly
• "Five Hundred" Aural Alert below the normal approach path to a runway. The PDA alert mode functions
only during descent to land. PDA alerting begins when the aircraft is within
FLTA
15 nmi of the destination airport and ends when the aircraft is either 0.5 nmi
The FLTA is used by TAWS and it is composed of two elements: from the runway threshold or is at an altitude of 125 ft , AGL while within 1
nmi of the threshold. During the final descent, algorithms will set a threshold
• RTC (Reduced Required Terrain Clearance) Avoidance for alerting based on parameters like speed and distance.
Provides alerts when the aircraft flight path is above terrain, yet is
projected to come within minimum clearance values outlined in Table - EDR
TERRAIN AWARENESS AND WARNING SYSTEM - MINIMUM
The purpose of the EDR is to provide suitable alerts when the aircraft is
TERRAIN AND OBSTACLE CLEARANCE VALUES FOR FLTA
determined to be closing (descending) upon terrain at an excessive speed.
ALERTS. When an RTC alert is issued, a potential impact point is
EDR alerts have two levels of severity, caution (sink rate) and warning (pull-
displayed on the TAWS page.
up).
• ITI (Imminent Terrain Impact) Avoidance.
The figure TERRAIN AWARENESS AND WARNING SYSTEM - EDR
Provides alerts when the aircraft is below the elevation of a terrain cell in
ALERTING PARAMETERS provides further data on the preceding text.
the aircraft’s projected path. ITI alerts are accompanied by a potential
impact point displayed on the TAWS page. The alert is given when the
projected vertical flight path is calculated to come within minimum
clearance altitudes in Table - TERRAIN AWARENESS AND WARNING
SYSTEM - MINIMUM TERRAIN AND OBSTACLE CLEARANCE
VALUES FOR FLTA ALERTS.
During the final approach phase of flight, RTC/ITI alerts are automatically
inhibited when the aircraft is below 200 ft , AGL (Above Ground Level) while

EFFECTIVITY: ALL
5000
4500

E"
AT
4000
R
K
HEIGHT ABOVE TERRAIN (feet)
3500
IN
"S
3000
2500
2000
1500
1000
"PULL UP"
500
0
2000 4000 6000 8000 10000 12000
DESCENT RATE (FPM)
TERRAIN AWARENESS AND WARNING SYSTEM - EDR ALERTING PARAMETERS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NCR
The purpose of the NCR (also referred to as “Altitude Loss After Takeoff”) is
to provide suitable alerts to the pilot when the system determines that the
aircraft is losing altitude (closing upon terrain) after takeoff. NCR alerting is
only active when departing from an airport and when the following conditions
are met:
• The height above the terrain is less than 700 ft.


• The distance from the departure airport is 2 nmi or less.
• The heading change from the heading at the time of departure is less than
110 degrees.
"FIVE HUNDRED" AURAL ALERT
The purpose of the aural alert message “Five-hundred” is to provide an

advisory alert to the flight crew that the aircraft is five-hundred ft above terrain.
The figure TERRAIN AWARENESS AND WARNING SYSTEM - NCR

ALERTING PARAMETERS provides further data on the preceding text.

EFFECTIVITY: ALL

1000
HEIGHT ABOVE TERRAIN (feet)
800
600
400
"DON’T SINK"
200
0
0 20 40 60 80 100 120 140
ALTITUDE LOSS (feet)
TERRAIN AWARENESS AND WARNING SYSTEM - NCR ALERTING PARAMETERS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NORMAL OPERATION VFR (Visual Flight Rules) into an area where unique terrain exists could
cause the system to annunciate a nuisance alert. If this option is enabled,
The terrain information can be shown on the pages that follow: menu option becomes “Enable TAWS”.
• On the dedicated page for the TAWS on the MFD, named TAWS page. • Test TAWS - provides a manual test capability which verifies if the system
is functioning properly. This test is inhibited during flight and is available
• Overlaid over the NAVIGATION MAP page, on the MFD. on ground.
• Overlaid over the inset map, on the PFD. • Show Aviation Data – enables the depiction of aviation data such as

airports, VOR (VHF Omnidirectional Range) , NDB (Non-Directional
During MFD power-up, the terrain/obstacle database versions and coverage Beacon) and other navaids. If this option is enabled, menu option
area are shown along with a disclaimer to the flight crew. This information becomes “Hide Aviation Data”.
comes from SD cards that contain databases. Flight crew has to push the
ENT key, in order to acknowledge this information. • View Arc – by selecting this option, TAWS view reverts to a 120-degree
view, showing terrain ahead of and 60 degrees to either side of the aircraft
At the same time, TAWS self-test begins. The TAWS gives the following aural flight path. If this option is enabled, menu option becomes “View 360°”.
messages upon test completion:
The map view can also be selected by pushing the VIEW softkey, on TAWS
• "TAWS System Test, OK", if the system passes the test. page, and then pushing the softkey related to desired view.
• "TAWS System Failure", if the system fails the test. To change the display range, on the TAWS page, rotate the joystick to select
TAWS PAGE the desired range.
The TAWS page, on the MFD, is in the MAP group of pages. To show the The figure TERRAIN AWARENESS AND WARNING SYSTEM -
TAWS page, it is necessary to select the MAP group and then select the DEDICATED TAWS PAGE provides further data on the preceding text.
TAWS page. The outer knob of the dual FMS knob is used to select MAP
group and then the inner FMS knob is used to select the TAWS page.
Terrain information, aircraft ground track, and GPS-derived MSL altitude are
shown on the TAWS page.
On TAWS page, by pushing the MENU key, on the bezel of the MFD, you
can access the PAGE MENU. Then, by scrolling through the options (using
inner or outer FMS knob) and pushing ENT key, each option can be selected.
To remove PAGE MENU, it is necessary to push the CLR key or push the
dual FMS knob. The options available on PAGE MENU are:
• Inhibit TAWS - This mode is designed to deactivate PDA/FLTA aural and

visual alerts when they are deemed unnecessary by the flight crew. Flying

EFFECTIVITY: ALL
MFD
TAWS PAGE
PAGE MENU

PUSH PUSH
VOL ID
GS 230 KT DTK 236 o TRK 236 o ETE 03:11 MAP - TAWS VOL SQ
PAGE MENU
OPTIONS EMERG
N
NAV Inhibit TAWS COM
View Arc
Show Aviation Data
Test Taws
PUSH PUSH
1−2 1−2
Press the FMS CRSR knob to
return to base page
BARO
1
JOYSTICK
PUSH
STD
RANGE
− +
PUSH
PAN
MENU KEY
TERRAIN
D MENU
-100 FT
FPL PROC
-1000 FT
CLR
ENT KEY
ENT
MAP WPT AUX NRST

DFLT MAP
FMS
CLR KEY
PUSH CRSR
SOFTKEYS (REF.) DUAL FMS KNOB
TERRAIN AWARENESS AND WARNING SYSTEM - DEDICATED TAWS PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NAVIGATION MAP PAGE
In order to overlay TAWS information on NAVIGATION MAP page, it is

necessary to push the MAP softkey and then push the TERRAIN softkey, on
the MFD.
To change the display range, on the NAVIGATION MAP page, rotate the
joystick to select the desired range.

Popup terrain alerts can also appear on the MFD during an alert on any page
except on the dedicated TAWS page. The following actions can be
performed:
• Push ENT key, to acknowledge the popup alert and quickly access the
dedicated TAWS Page.
• Push CLR key, to acknowledge the popup alert and remain on the current
page.
The figure TERRAIN AWARENESS AND WARNING SYSTEM -

INFORMATION ON THE NAVIGATION MAP PAGE provides further data on
the preceding text.

EFFECTIVITY: ALL
MFD

NAVIGATION
MAP PAGE
PUSH PUSH
VOL ID
NAV1 108.00 117.95 GS 0 KT DTK ___ T TRK 357 ETE __:__ 136.975 118.000 COM1
VOL SQ

EMERG
NORTH UP
G1
NAV COM
TFR
NO DATA
P32
PUSH
42.0 N1% 92.9 PUSH
1−2 1−2
WILLIAMS
BARO
713 ITT C
713 POPUP ALERT
142.8 N2% 142.8
137 OIL PRES PSI 137
PUSH
FUEL
1100 FF PPH 1100
5000 FQ LB 5000
JOYSTICK
TEMP 0 C RANGE
ELEC CABIN
BATT1 25 V
BATT2 25 V
ALT 7200 FT − +
RATE 0 FPM
LFE
PUSH
OXY 1450 PSI PAN
LG FLAPS
UP
TERRAIN ALERT
D MENU
UP UP 1 DUKIW CAUTION - TERRAIN
TRIM FPL PROC
ROLL PITCH
Press "ENT" - TERRAIN PAGE
CLR ENT
ENT KEY
50 CHOYA PEVYU Press "CLR" - PREVIOUS PAGE
YAW
DFLT MAP
SYSTEM MAP DCLTR-1
FMS
CLR KEY
PUSH CRSR
SOFTKEYS (REF.)
TERRAIN AWARENESS AND WARNING SYSTEM - INFORMATION ON THE NAVIGATION MAP PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
INSET MAP
Similarly to TAWS overlaid on MFD, in order to show the TAWS information

on the inset map, it is necessary to push the INSET softkey and then the
TERRAIN softkey, on the PFD.
To change the display range, on the inset map, rotate the joystick to select
the desired range.

ABNORMAL OPERATION
TAWS system continually monitors several system critical items, such as

database validity and GPS status. Should the system detect a failure, TAWS
FAIL is displayed on PFD and MFD. The system continuously monitors these
items, and cross-checks to ensure that all flight display units have the same
TAWS status, for instance, if any flight display unit detects that TAWS has
failed, the entire TAWS system is considered failed. However, if one flight
display unit fails, TAWS continues active in the remaining flight display units.
The figure TERRAIN AWARENESS AND WARNING SYSTEM -

INFORMATION ON THE INSET MAP provides further data on the preceding
text.

EFFECTIVITY: ALL

PUSH PUSH
VOL ID VOL SQ
EMERG
NAV COM
PULL UP 0
160
2
7800
PUSH 20 20 PUSH
150
PFD 1
A A PFD 2
1−2
140 10 10
7700 1
1−2
BARO
300
80
13 2 75
60
7500 PUSH
STD
120 1
10 10 7400
110 167 2
7300 RANGE
69 KT 2992 IN
TAS
15 S − +
21
NORTH LP
12
GPS ENR PUSH
24
E
PAN
JOYSTICK
W
6
D MENU
3O
3
FPL PROC
N 33
3NH CLR ENT
INSET MAP DFLT MAP
FMS
PUSH CRSR
SOFTKEYS (REF.)
TERRAIN AWARENESS AND WARNING SYSTEM - INFORMATION ON THE INSET MAP
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
TAWS INDICATIONS
TAWS uses black, yellow, and red colors to depict terrain information relative
to aircraft altitude. Each color is associated with an alert severity level and a
suggested course of action. Color assignments are used by terrain graphics,
obstacle symbols, and visual annunciations.
terrain/Obsta-
Initiate climb
cle at or within

and/or turn
Red 100 ft below WARNING
away from ter-
current aircraft
rain/obstacle.
altitude.
terrain/Obsta-
Be aware of sur-
cle between
roundings.
Yellow 100 ft and 1000 CAUTION
Be prepared to
ft below current
take action.
aircraft altitude.
terrain/Obsta-
cle is more than No action re-
Black NO DANGER
1000 ft below quired.
aircraft altitude.
The figure TERRAIN AWARENESS AND WARNING SYSTEM - COLOR

SYMBOLOGY AND TAWS SYMBOLS provides further data on the preceding
text.

EFFECTIVITY: ALL
POTENTIAL
IMPACT POINT
PROJECTED FLIGHT PATH
100 feet THRESHOLD UNLIGHTED OBSTACLE


1000 feet AGL
TAWS COLOR SYMBOLOGY
UNLIGHTED OBSTACLE LIGHTED OBSTACLE UNLIGHTED OBSTACLE LIGHTED OBSTACLE

POTENTIAL
(HEIGHT IS LESS THAN (HEIGHT IS LESS THAN (HEIGHT IS GREATER THAN (HEIGHT IS GREATER THAN
IMPACT POINTS
1000 feet AGL) 1000 feet AGL) 1000 feet AGL) 1000 feet AGL)
TAWS SYMBOLS
TERRAIN AWARENESS AND WARNING SYSTEM - COLOR SYMBOLOGY AND TAWS SYMBOLS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
TAWS ALERTS "Caution, Ob-

CAUTION - OB-
IOI Caution TERRAIN stacle; Caution
Alerts are issued when flight conditions meet parameters that are set within STACLE
Obstacle"
TAWS software algorithms. TAWS alerts typically employ either a CAUTION
or a WARNING alert severity level. When an alert is issued, visual and aural TOO LOW - "Too Low, Ter-
PDA Caution TERRAIN
annunciations are generated. Alerts are shown in a dedicated field in the TERRAIN rain"
lower right corner of the MFD. Alerts always appear on the PFD. Altitude Callout
None None "Five-Hundred"
"500"
EDR Warning PULL UP PULL UP "Pull up"

EDR Caution TERRAIN SINK RATE "Sink Rate"
"Terrain, Ter-
TERRAIN - NCR Caution TERRAIN DON'T SINK "Don't Sink"
RTC Warning PULL UP rain; Pull up,
PULL UP
Pull up"
TAWS STATUS
"Terrain, Ter-
TERRAIN -
ITI Warning PULL UP rain; Pull up, The following system status can also be annunciated:
PULL UP
Pull up"
• TAWS FAIL - TAWS system continually monitors several system critical
"Obstacle, Ob- items, such as database validity, hardware status, and GPS status.
OBSTACLE -
ROC Warning PULL UP stacle; Pull up, Should the system detect a failure, TAWS FAIL is displayed on PFD and
PULL UP
Pull up" MFD.
"Obstacle, Ob- • TAWS INHB - This mode is designed to deactivate PDA/FLTA aural and
OBSTACLE -
IOI Warning PULL UP stacle; Pull up, visual alerts when they are deemed unnecessary by the flight crew. Flying
PULL UP
Pull up" VFR into an area where unique terrain exists could cause the system to
"Caution, Ter- annunciate a nuisance alert.
CAUTION -
RTC Caution TERRAIN rain; Caution
TERRAIN • TAWS N/A - TAWS requires 3D GPS navigation solution along with
Terrain"
specific vertical accuracy minimums. Should the navigation solution
"Caution, Ter- become degraded, if the terrain/obstacle database is not available, or if
CAUTION -
ITI Caution TERRAIN rain; Caution the aircraft is out of the database coverage area, the annunciation “TAWS
TERRAIN
Terrain" N/A” is given.
"Caution, Ob- • TAWS TEST - TAWS provides a manual test capability which verifies if
CAUTION - OB-
ROC Caution TERRAIN stacle; Caution the system is functioning properly. During TAWS test “TAWS TEST” is
STACLE
Obstacle" displayed. This test is inhibited during flight and is available on ground.
TAWS System Test Fail TAWS FAIL

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
TAWS Alerting is disabled TAWS INHB

No GPS position or excessively de-
TAWS N/A
graded GPS signal
System Test in progress TAWS TEST
System Test pass None
The figure TERRAIN AWARENESS AND WARNING SYSTEM - ALERTS ON


THE PFD provides further data on the preceding text.

EFFECTIVITY: ALL
MFD

PUSH PUSH
VOL ID HDO UP VOL SQ
GPS ALT
N HGL
11000FT EMERG
NAV COM
25Nh
PUSH PUSH
1−2 1−2
12.5Nh
BARO
PUSH
STD
RANGE
− +
PUSH
ALERT
PAN
ANNUNCIATION
TERRAIN D MENU
-100 FT
FPL PROC
-1000 FT
TERRAIN CLR ENT
MAP WPT AUX NRST
DFLT MAP
VIEW
FMS
PUSH CRSR
TERRAIN AWARENESS AND WARNING SYSTEM - ALERTS ON THE MFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NOTES: NOTES:

EFFECTIVITY: ALL

ALERT
ANNUNCIATION
PUSH PUSH
VOL ID VOL SQ
EMERG
NAV COM
PULL UP 0
160
2
7800
PUSH 20 20 PUSH
150
PFD 1
A A PFD 2
1−2
140 10 10
7700 1
1−2
BARO
300
80
13 2 75
60
7500 PUSH
STD
120 1
10 10 7400
110 167 2
7300 RANGE
69 KT 2992 IN
TAS
15 S − +
21
NORTH LP
12
GPS ENR PUSH
24
E
PAN
W
6
D MENU
3O
3
FPL PROC
N 33
3NH CLR ENT
DFLT MAP
FMS
PUSH CRSR
TERRAIN AWARENESS AND WARNING SYSTEM - ALERTS ON THE PFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
There is not any specific period to perform airport and terrain database
update. They are always operative. Although the obstacle database is always
operative too, it is updated every 56 days and it can be performed by ordering
an SD card or DVD (Digital Versatile Disk) with new databases.
The TAWS function shows altitudes of the terrain and obstructions relative to

the aircraft's altitude and are advisory in nature only. Terrain information
should be used as an aid to visual acquisition - do not use terrain information
to navigate or maneuver to avoid terrain.

EFFECTIVITY: ON ACFT WITH WEATHER RADAR SYSTEM

WEATHER RADAR SYSTEM 34-42
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

Introduction
The weather radar system is a four-color digital pulsed radar. It provides real-
time precipitation returns to the flight crew to be displayed on the MFD (Multi-
Function Display) and has the ability to distinguish potentially dangerous
thunderstorm cells by measuring the radar return strength.
The figure WEATHER RADAR SYSTEM - OVERVIEW provides further data





ALTITUDE (X 1000 ft)
80
HALF POWER
ANTENNA AT ZERO TILT
18,000 ft MAX POWER AT BEAM CENTER

8°
18,000 ft
0
0
15 30 45 60 75 90
RANGE (NAUTICAL MILES)
WEATHER RADAR SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

General Description The weather radar receiver/transmitter antenna transmits a microwave pulse
beam that, upon encountering a target, is then reflected back to the radar
GENERAL receiver as a return echo. This signal is processed and then sent through the
HSDB (High Speed Data Bus).
The weather radar system includes the component that follows:
The weather radar receiver/transmitter antenna uses the HSDB to change
• Weather Radar Receiver/Transmitter Antenna (AMM MPP
data with the flight display units.
34-42-01/401).
DC BUS 1 supplies the weather radar system through a protective circuit
The weather radar receiver/transmitter antenna is a 12-inch phased array

breaker.
antenna that is fully stabilized to accommodate 30 degrees of pitch and roll.
It also allows manual adjustment of the radar vertical tilt, of its gain and of its The figure WEATHER RADAR SYSTEM - BLOCK DIAGRAM provides
range. further data on the preceding text.
Besides the horizontal scan, the weather radar system has a vertical scan
feature that allows the flight crew to select an azimuth (bearing) and scan a
storm cell or other area vertically. A vertical scanning function helps to
analyze storm tops, gradients, and cell buildup activity at various altitudes.
It also has the WATCH (Weather Attenuated Color Highlight) feature, which
is a tool to determine areas of possible inaccuracies in displayed intensity
due to weakening (attenuation) of the radar energy. This attenuation can be
generated in areas behind areas of intense precipitation (or large areas of
lesser precipitation) and may not fully reflect the “storm behind the storm”.
The weather radar system also provides weather alert, a function that looks
ahead for intense cell activity in the 80-320 nmi range, even if these ranges
are not being monitored.
A secondary use of the weather radar system is a presentation of terrain. This

is possible by using the ground map mode.
The ground map mode can be a useful tool for verifying aircraft position. A
“picture” of the ground is represented much like a topographical map that can
be used as a supplement to the navigation map on the MFD. It is possible to
distinguish landscape features and bodies of water by measuring the radar
return strength.
WEATHER RADAR INTERFACES

EFFECTIVITY: ON EMBRAER 500 ACFT WITH WEATHER RADAR SYSTEM

HSDB
DC BUS 1
HSDB DATA HSDB
CONCENTRATOR
HSDB
UNIT
HSDB
WX RADAR
SATELLITE WEATHER
WEATHER/RADIO RADAR
RECEIVER RTA

HSDB
AUDIO
HSDB
HSDB
PFD 1 REV. REV.

MFD REV. REV.
PFD 2
MODE MODE MODE MODE
AUDIO
PANEL 1 AUDIO
PANEL 2
HSDB
HSDB
MAINTENANCE PANEL
HSDB
HSDB (REV. MODE)
NORM/REV
SWITCH
HSDB
AVIONICS AVIONICS
UNIT 1 UNIT 2
(GIA 1) (GIA 2)
WEATHER RADAR SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

Components
WEATHER RADAR RECEIVER/TRANSMITTER ANTENNA
The weather radar receiver/transmitter antenna is installed in the aircraft

nose, inside the radome. It is accessed through the removal of the radome.
The figure WEATHER RADAR SYSTEM - RECEIVER/TRANSMITTER

ANTENNA provides further data on the preceding text.



A
ZONE
111 A
B
B
WEATHER RADAR
RECEIVER/TRANSMITTER ANTENNA (RTA)
WEATHER RADAR SYSTEM - RECEIVER/TRANSMITTER ANTENNA
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

Operation
MODES OF OPERATION
The weather radar system has the modes of operation that follow:
• Weather mode
• Ground map mode


• Standby mode
• Off mode
When the weather radar system is in the weather mode or ground map mode,
upon landing, the system automatically switches to the standby mode.
WEATHER RADAR CONTROLS
The weather radar images are displayed on a dedicated page (WEATHER

RADAR page), on the MFD.
The weather radar controls are located on the bezel of the MFD. The MFD is
located on the main instrument panel providing easy access to controls when
the pilots are seated and without any significant interference with aircraft
structure or other controls.
The softkeys, knobs, and keys on MFD bezel are used to adjust and set
weather radar parameters.
The figure WEATHER RADAR SYSTEM - CONTROLS ON MFD provides



A

PUSH PUSH
VOL ID
NAV1 108.00 117.95 GS 0 KT DTK ___ T TRK 360 T ETE __:__ 136.975 118.000 COM1
VOL SQ
NAV2 108.00 117.95 MAP - WEATHER RADAR 136.975 118.000 COM2

EMERG
OFF STAB ON
NAV COM
42.0 N1% 92.9 40 NM

PUSH PUSH
1−2 1−2
BARO
713 ITT C
713
142.8 N2% 142.8
PUSH
FUEL OFF
1100 FF PPH 1100
5000 5000 30 NM
FQ LB
JOYSTICK
TEMP 0C RANGE
ELEC CABIN
BATT1 25 V
BATT2 25 V
ALT 7200 FT − +
RATE 0 FPM 20 NM
LFE
OXY 1450 PSI
PUSH
PAN
MENU KEY
SCALE
LG FLAPS
o
UP TILT UP 1.50
HEAVY 10 NM
D MENU
o
UP UP 1 BEARING L 0
ROLL
TRIM
PITCH LIGHT
SECTOR SCAN FULL FPL PROC ENT KEY
GAIN CALIBRATED
CLR ENT
YAW 50
MAP WPT AUX NRST
DFLT MAP
OFF STANDBY WEATHER GROUND BACK
FMS
DUAL FMS
KNOB
PUSH CRSR
SOFTKEYS (REF.)
WEATHER RADAR SYSTEM - CONTROLS ON MFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

WEATHER RADAR INDICATIONS

< 23 dBZ (Z-
The main information presented on the WEATHER RADAR page, on the BLACK Weighted Deci- < 0.01 in./h < 0.25 mm/h
MFD, is detailed in Table - WEATHER RADAR SYSTEM - WEATHER bel)
RADAR PAGE - MAIN INFORMATION. 23 dBZ to < 32
GREEN 0.01 - 0.1 in./h 0.25 - 2.5 mm/h
dBZ
It indicates the current weather radar status (off,
1 Status/mode standby, RADAR FAIL, RDR FAULT, bad con- 32 dBZ to < 41
YELLOW 0.1 - 0.5 in./h 2.5 - 12.7 mm/h
figuration) or mode (weather or ground map). dBZ

It depicts the weather information, based on a 41 dBZ to < 50 12.7 - 50.8 mm/
RED 0.5 - 2 in./h
color scale. It is also possible to see the scan dBZ h
Weather infor-
2 and bearing line (if enabled). The color scale 50 dBZ and
mation MAGENTA > 2 in./h > 50.8 mm/h
varies depending on the mode selected, weath- greater
er or ground map.
Antenna stabili- It indicates whether the antenna stabilization is Table - WEATHER RADAR SYSTEM - COLOR SCALE IN GROUND MAP
3 MODE gives the color scale for the ground map mode:
zation status on, off or inoperative.
It shows the selected range. It can be adjusted
4 Selected range BLACK 0 dB
by the joystick, on MFD bezel.
CYAN > 0 dB to < 9 dB
Parameters It displays the settings for some parameters
5
window such as tilt, bearing, sector scan and gain. YELLOW 9 dB to < 18 dB
Through the softkeys, it is possible to select the MAGENTA 18 dB to < 27 dB
mode (off, standby, weather or ground map),
scan mode (vertical or horizontal), enable func- BLUE 27 dB and greater
6 Softkeys
tions (weather alert, WATCH) and also enable
setting of such parameters as gain, tilt, and The figure WEATHER RADAR SYSTEM - INDICATIONS provides further
bearing, depending on the selected scan mode. data on the preceding text.
It shows a color scale denoting precipitation in-

7 Color scale
tensity.
Table - WEATHER RADAR SYSTEM - COLOR SCALE IN WEATHER

MODE gives the color scale for the weather mode.


1 2 3

PUSH PUSH
VOL ID
NAV1 108.00 117.95 GS 0 KT DTK ___ T TRK 360 T ETE __:__ 136.975 118.000 COM1
VOL SQ
4
NAV2 108.00 117.95 MAP - WEATHER RADAR 136.975 118.000 COM2
STAB ON EMERG
WEATHER
NAV COM
PUSH
42.0 N1% 92.9 40 NM PUSH
1−2 1−2
BARO
713 ITT C
713
142.8 N2% 142.8
137 OIL PRES PSI 137 PUSH
FUEL
1100 FF PPH 1100
5000 FQ LB 5000 30 NM
TEMP 0C RANGE
7 BATT1
ELEC
25 V
ALT
CABIN
7200 FT − + 5
BATT2 25 V
RATE 0 FPM 20 NM
LFE PUSH
OXY 1450 PSI SCALE PAN
LG FLAPS
o
UP TILT UP 1.50 D MENU
HEAVY 10 NM o
UP UP 1 BEARING L 0
SECTOR SCAN FULL FPL PROC

TRIM
ROLL PITCH LIGHT
GAIN CALIBRATED
CLR ENT
YAW 50
MAP WPT AUX NRST
DFLT MAP
CAS CAS MAP HORIZON VERTICAL GAIN WATCH BRG WX ALRT
FMS
PUSH CRSR
6
A
WEATHER RADAR SYSTEM - INDICATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

WEATHER MODE the gain. In order to return the radar to a calibrated condition, it is necessary
to push the GAIN softkey again.
To select the WEATHER RADAR page, it is necessary to rotate the outer
knob of the dual FMS knob, on the MFD, to select the MAP page group and In the parameters window, it is possible to select the SECTOR SCAN field by
then, use the inner FMS knob, to select the WEATHER RADAR page. pushing the dual FMS knob and then rotating the outer FMS knob. By using
the inner FMS knob it is possible to change between FULL (90 degrees), 60
On the WEATHER RADAR page, by pushing the MODE softkey you can degrees, 40 degrees, and 20 degrees. This limits the sector to be scanned.
access the softkeys that switch the radar on. If the STANDBY softkey is By using the bearing line, it is possible to change the center point of the sector
selected, the radar initiates a one-minute warm-up period. After this period it scan. In the vertical scan view, the sector scan function is not available.

is ready to operate.
To enable or disable stabilization, it is necessary to push the MODE softkey
It is also possible to select the WEATHER instead of the STANDBY softkey. and then select the desired option, STAB ON or STAB OFF. When
In this case, if the aircraft is airborne, the warm-up starts and then the radar stabilization is on, the antenna is stabilized from pitch and roll angles.
starts operating. If the aircraft is on the ground and the WEATHER softkey is
selected, a confirmation window is displayed to confirm the activation. To On the WEATHER RADAR page, pushing the WATCH softkey enables the
confirm or not, it is necessary to use the inner FMS knob to select YES or NO WATCH feature. Pushing the WX ALRT softkey enables the weather alert
and then push the ENT key, on the MFD bezel. feature.
While in the horizontal scan view, select the BRG softkey. This displays the In case the weather alert function is enabled, if a heavy precipitation (red or
bearing line. Alternatively, it is possible to push the MENU key and turn the magenta) is detected, targets appear as red bands along the outer range ring
outer FMS Knob to select the SHOW BEARING LINE option, and then press at the approximate azimuth of the detected returns.
the ENT key. By turning the inner FMS knob it is possible to place the bearing If the weather alert is detected within ±10 degrees of the aircraft heading, an
line on the desired storm cell, or other area, to be vertically scanned. When alert will be displayed on the PFD (Primary Flight Display), in the AFD
the VERTICAL softkey is pushed, a vertical “slice” of the selected area is (Auxiliary Flight Display) messages window.
displayed.
GROUND MAP MODE
In the vertical scan view, in order to adjust tilt it is necessary to push the TILT
softkey. This enables tilt line and, by rotating the inner FMS knob, the tilt is The ground map mode uses a different gain range than the weather mode.
adjusted. Different colors are also used to represent the intensity levels. The displayed
intensity of ground target returns are de ned in Table - WEATHER RADAR
In the horizontal scan view, in order to adjust tilt it is necessary to push the SYSTEM - COLOR SCALE IN GROUND MAP MODE. The use of the GAIN
dual FMS knob and then use the outer FMS knob to select TILT field. Once and TILT controls will help improve contrast so that speci c ground targets
TILT is selected, it is possible to set the desired value by using the inner FMS can be recognized more easily. The type and orientation of the target in
knob. This method can also be used when in the vertical scan view. relation to the aircraft affects the intensity displayed in various conditions.
Pressing the GAIN softkey enables the GAIN field on the weather radar To select the ground map mode, it is necessary to push the MODE softkey,
parameters window. By rotating the inner FMS knob it is possible to adjust on the WEATHER RADAR page, and then push the GROUND softkey.


NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

ABNORMAL OPERATION
In the case of weather radar failure, the RADAR FAIL message shows in the
status/mode field, on the left upper corner of the WEATHER RADAR page.
If the flight display units are reverted to the reversionary mode and the
weather radar is active, it automatically reverts to the standby mode.
In case the weather radar receives invalid attitude data, it is automatically


shut down. On the WEATHER RADAR page, the RDR FAULT message
shows in the status/mode field, on the left upper corner, and the STAB INOP
message shows on the antenna stabilization status field, on the right upper
corner.
The figure WEATHER RADAR SYSTEM - OPERATION provides further data



ACTIVE PAGE ACTIVE PAGE

GROUP TITLE
STATUS/MODE
FIELD

PUSH
VOL ID
PUSH
ANTENNA
108.00 117.95 GS 0 KT DTK ___ TRK 360 T ETE __:__ 136.975 118.000
VOL SQ
NAV1
NAV2 108.00 117.95
T
MAP - WEATHER RADAR 136.975 118.000
COM1
COM2
STABILIZATION
WEATHER STAB ON
EMERG
STATUS FIELD
NAV COM
PUSH
42.0 N1% 92.9 40 NM PUSH
1−2 1−2
BARO
713 ITT C
713
142.8 N2% 142.8
FUEL
1100 FF PPH 1100
5000 5000 30 NM
FQ LB
TEMP 0C RANGE
ELEC CABIN
25 V
BATT1
BATT2 25 V
ALT 7200 FT − +
RATE 0 FPM 20 NM
LFE
OXY 1450 PSI
PUSH
PAN
MENU KEY
SCALE
LG FLAPS
o
UP TILT UP 1.50 D MENU
HEAVY 10 NM
o
UP UP 1 BEARING L 0
ROLL
TRIM
PITCH LIGHT
SECTOR SCAN FULL FPL PROC ENT KEY
GAIN CALIBRATED
CLR ENT
YAW 50
MAP WPT AUX NRST
DFLT MAP
FMS
DUAL FMS
KNOB
PUSH CRSR
PAGE IN CURRENT
SOFTKEYS (REF.)
PAGE GROUP
PAGE GROUPS
A
WEATHER RADAR SYSTEM - OPERATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

MAXIMUM PERMISSIBLE EXPOSURE LEVEL
The minimum safe distance from the antenna for personnel near an operating
airborne weather radar is based upon the Federal Communications
Commission's exposure limit at 9.3 to 9.5 GHz for general population/
uncontrolled environments which is 1 mW/cm².

The zone in which the radiation level exceeds the US Government standard
of 1 mW/cm² is the semicircular area of at least 11 ft from the 12-inch antenna.
All personnel must remain outside this zone in order to prevent human body
injury by radiated energy.
The weather radar should not be operated while the aircraft is in a hangar or
other enclosure. It also should not be operated while an aircraft is being
refueled or defueled in order to prevent possible fuel ignition.
The figure WEATHER RADAR SYSTEM - MPEL (Maximum Permissible

Exposure Level) provides further data on the preceding text.


MPEL
BOUNDARY

10.83 FT FOR 12" ANT
WEATHER RADAR SYSTEM - MPEL (Maximum Permissible Exposure Level)
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
DEPENDENT POSITION DETERMINING 34-50
Introduction satellite weather/radio system, and FMS (Flight Management System) use
the GPS data for navigation functions.
The dependent position determining subsystem uses the data received from
ground stations, satellites, and airborne equipment to calculate the aircraft SATELLITE WEATHER/RADIO SYSTEM (34-57)
position and airspeed. The satellite weather/radio system is based on a data-link satellite receiver
General Description that is capable of receiving XM weather data and displaying received
graphical weather information and associated text on the MFD (Multi-
The DEPENDENT POSITION DETERMINING includes these subsystems: Function Display) and on the PFD (Primary Flight Display) Inset Map. It also

receives XM radio services, for entertainment purposes.
• DISTANCE MEASURING EQUIP- (AMM SDS 34-51-00/1)
MENT
The figure DEPENDENT POSITION DETERMINING - OVERVIEW provides
• TRANSPONDER SYSTEM (AMM SDS 34-52-00/1)
• GLOBAL POSITIONING SYSTEM (AMM SDS 34-56-00/1)
• SATELLITE WEATHER/RADIO (AMM SDS 34-57-00/1)
SYSTEM
Components
DISTANCE MEASURING EQUIPMENT (34-51)
The DME (Distance Measuring Equipment) system uses airborne equipment

and ground stations to calculate the distance data for in-flight navigation,
terminal navigation, and area guidance functions.
TRANSPONDER SYSTEM (34-52)
The XPDR (Transponder) system replies to valid ATC (Air Traffic Control)
radar interrogations with a coded reply signal. It uses airborne equipment and
ground stations to find and identify airborne aircraft.
GLOBAL POSITIONING SYSTEM (34-56)
The GPS (Global Positioning System) is a fully automatic, precision satellite

sensor system. It uses the signals received from GPS satellites to calculate
the aircraft position, velocity, and time. The AHRS (Attitude and Heading
Reference System), TAWS (Terrain Awareness and Warning System),

EFFECTIVITY: ALL
DEPENDENT POSITION DETERMINING 34-50
DEPENDENT POSITION

DETERMINING
(34−50)
SATELLITE
DISTANCE MEASURING AUTOMATIC DIRECTION GLOBAL POSITIONING
TRANSPONDER SYSTEM WEATHER/RADIO
EQUIPMENT FINDER SYSTEM SYSTEM
SYSTEM
(34−52)
(34−51) (34−53) (34−56)
01 01 (34−57)
01 OPTIONAL SYSTEM
DEPENDENT POSITION DETERMINING - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ON ACFT WITH DME

DISTANCE MEASURING EQUIPMENT 34-51
Introduction
The DME (Distance Measuring Equipment) system uses airborne equipment

and ground stations to calculate the distance data for in-flight navigation,
terminal navigation, and area guidance functions.
The figure DISTANCE MEASURING EQUIPMENT - OVERVIEW provides



DME
INTERROGATION
(1025−1150) MHz

REPLY
(960−1213) MHz
DELAY
50 µ s
GROUND STATION
DISTANCE MEASURING EQUIPMENT - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

General Description DME units interface with the audio panels (each DME unit sends audio
signals to both audio panels) and the suppression line connection.
The DME system calculates the time delay of radio pulses transmitted to and
immediately received from a ground station. It uses the time data to calculate DC BUS 1 supplies DME 1 system while DC BUS 2 supplies DME 2
the distance from the ground station, ground speed, and time-to-station. The system. The two systems have each a protective circuit breaker.
DME system also supplies the Morse code identification data.
The figure DISTANCE MEASURING EQUIPMENT - DUAL DME - BLOCK
The DME system computes ranges up to 389 nmi (at line-of-sight altitude), DIAGRAM provides further data on the preceding text.
groundspeeds up to 999 kts and time to the ground station up to 99 minutes.

The DME frequency is paired with a VHF (Very High Frequency) NAV
(Navigation) frequency. Frequency pairing is automatic and only the VHFNAV
frequency is shown on the flight display units.
The DME system includes the components that follow:
• DME unit (AMM MPP 34-51-01/401).
• DME antenna (AMM MPP 34-51-02/401).

The DME unit communicates with the integrated avionics through GIA
(Garmin Integrated Avionics unit) 1, which sends commands to the DME
1 unit (radio tuning, paired with the VHFNAV radios) and receives DME
calculated data (slant range, ground speed and time to station).
DME 1 unit interfaces with the audio panels (it sends audio signals to
both audio panels) and the suppression line connection.
DC BUS 1 supplies DME 1 system through a protective circuit breaker.

EFFECTIVITY: ON ACFT WITH DME1 AND DME2
The two DME systems installed in the aircraft are identical and
independent and they are identified as DME 1 and DME 2.
Each DME unit communicates with the integrated avionics through the
on side GIA, which sends commands to the respective DME unit (radio
tuning, paired with the VHFNAV radios) and receives DME calculated
data (slant range, ground speed and time to station).


HSDB
HSDB HSDB
PFD 1 MFD PFD 2

REV. REV. REV. REV.
MODE MODE MODE MODE

AUDIO
PANEL 1 AUDIO
PANEL 2
HSDB
AUDIO
DC BUS 1
HSDB
MAINTENANCE PANEL
HSDB
HSDB (REV. MODE)
DME 1 NORM/REV
SWITCH DC BUS 2
EMERGENCY BUS
HSDB
GIA 2
GIA 1
COMMANDS/
DME DATA DME 1
INTEGRATED SUPPRESSION INTEGRATED
LINE
AVIONICS TO OTHER L BAND AVIONICS
UNIT 1 EQUIPMENT UNIT 2
(GIA 1) (GIA 2)
DME 1
ANTENNA
DISTANCE MEASURING EQUIPMENT - SINGLE DME - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

NOTES: NOTES:


HSDB
HSDB HSDB
PFD 1 MFD PFD 2

REV. REV. REV. REV.
MODE MODE MODE MODE

AUDIO
PANEL 1 AUDIO
PANEL 2
HSDB
AUDIO
DC BUS 1
AUDIO
HSDB
MAINTENANCE PANEL DC BUS 2

HSDB
HSDB (REV. MODE)
DME 1 NORM/REV
SWITCH
EMERGENCY BUS DME 2 GIA 2
HSDB
GIA 1
COMMANDS/ COMMANDS/
DME DATA DME 1 DME 2 DME DATA
SUPPRESSION
INTEGRATED LINE INTEGRATED
AVIONICS AVIONICS
UNIT 1 UNIT 2
(GIA 1) (GIA 2)
TO OTHER L BAND
EQUIPMENT
DME 1 DME 2
ANTENNA ANTENNA
DISTANCE MEASURING EQUIPMENT - DUAL DME - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

Components
DME UNIT
The DME unit is a remote mounted with 200 channels, that employs solid-
state transmitter and large scale integrated circuit technology. All tuning is
done electronically, using a single crystal, digital, frequency synthesizer.
Range, speed, and time-to-station are measured digitally. The DME unit
contains no software.

The DME unit is installed in a rack located on the left side of the center
compartment, in the aircraft pressurized area.
The DME units are installed in the racks located in the center
compartment, in the aircraft pressurized area. DME 1 unit is on the left
side and DME 2 unit is on the right side.
DME ANTENNA
The same part number is used for DME and XPDR (Transponder) L band
antennas.
The DME antenna installation was designed to avoid obstructions that
would avoid equipment proper functioning.
The DME antenna is installed on the bottom fuselage.

The DME antennas installation was designed to avoid obstructions that
would avoid equipment proper functioning.
Both DME antennas are installed on the bottom fuselage.
The figure DISTANCE MEASURING EQUIPMENT - COMPONENT


EFFECTIVITY: ON EMBRAER 500 ACFT WITH DME1 ONLY

ZONES
241
242 AFT PRESSURE
BULKHEAD (REF.)
A
DME UNIT

B
DME 1 UNIT
B
ZONE
132
C
DME 1 ANTENNA
DISTANCE MEASURING EQUIPMENT - COMPONENT LOCATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ON EMBRAER 500 ACFT WITH DME1 AND DME2

NOTES: NOTES:

EFFECTIVITY: ON EMBRAER 500 ACFT WITH DME1 AND DME2

ZONES
241
242 AFT PRESSURE
BULKHEAD (REF.)
A
DME UNIT

B
DME 2 UNIT
B
DME 1 UNIT
B
C
ZONE
132
D D
ZONE
522
C DME 2 ANTENNA
DME 1 ANTENNA
DISTANCE MEASURING EQUIPMENT - COMPONENT LOCATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

Operation
DME CONTROLS
The DME controls are located in the bezels of the PFD (Primary Flight
Display)s. The ADF/DME softkey, on the PFD bezel, controls the DME
TUNING window, which toggles the DME TUNING window ON and OFF.
The DME radio is tuned by selecting the associated NAV system or HOLD in

the DME TUNING window. This selection is done through the dual FMS knob
and the ENT and CLR keys. Pushing the FMS knob activates/deactivates the
cursor in the DME TUNING window. When the cursor is active, the inner FMS
knob is used to select the following tuning modes:
• NAV1 – Tunes the DME frequency from the selected NAV 1 frequency.
• NAV2 – Tunes the DME frequency from the selected NAV 2 frequency.
• HOLD – When in the HOLD position, the DME frequency remains tuned
to the last selected NAV frequency.
The ENT key is used to complete the selection. Pushing the CLR key while
in the process of DME tuning cancels the data entry and reverts back to the
previously selected DME tuning state.
The figure DISTANCE MEASURING EQUIPMENT - CONTROLS provides




PUSH PUSH
VOL ID
VOL SQ
EMERG
NAV COM
1600
20 20 4
200
PUSH PUSH
1−2 1500 1−2
10 10 2
180 1400 BARO
PFD 1
A A PFD 2
170 13
40
20
160 PUSH
STD
10 10 1200 2
140 356 1100 4

DME TUNING
TAS 170KT
N 3
2992 IN
− + WINDOW
33 ADF/DME TUNING
ADF 1799.5 190.0
3O
6
NAV1 MODE ADF VOL 50% PUSH
DME MODE NAV1

PAN
E
D MENU
ENT KEY
24
12
15 FPL PROC
21 ENT TO TRANSFER
S
CLR ENT
XPDR 1200 ON R
DFLT MAP
FMS
CLR KEY
PUSH CRSR
SOFTKEYS (REF.) DUAL FMS KNOB
ADF/DME SOFTKEY
A
DISTANCE MEASURING EQUIPMENT - CONTROLS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

DME AUDIO SELECTION
DME audio is selected through the DME key on each audio panel. For
more details about audio panel, refer to AMM SDS 23-51-00/1.
DME AUDIO SELECTION

DME audio is selected through the DME and AUX keys on each audio
panel. DME 1 audio is selected through the DME key and DME 2 audio
is selected through the AUX key. For more details about audio panel,
refer to AMM SDS 23-51-00/1.
The figure DISTANCE MEASURING EQUIPMENT - AUDIO SELECTION



COM1
MIC COM1
COM2
COM2
MIC
A A COM3
COM3
MIC

PA TEL
MUSIC SPKR
MKR HI
MUTE SENS
DME KEY
DME NAV1
ADF NAV2
AUX
MAN
PLAY
SQ
INTR
COM CABIN
ICS MSTR
VOL SQ
DISPLAY BACKUP
DISTANCE MEASURING EQUIPMENT - AUDIO SELECTION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

NOTES: NOTES:


COM1
MIC COM1
A A COM2
MIC
COM2
COM3
COM3
MIC

PA TEL
DME KEY
MUSIC SPKR
MKR HI
MUTE SENS
AUX KEY
DME NAV1
ADF NAV2
AUX
MAN
PLAY
SQ
INTR
COM CABIN
ICS MSTR
VOL SQ
DISPLAY BACKUP
DISTANCE MEASURING EQUIPMENT - AUDIO SELECTION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

DME INDICATIONS
The DME window is located on the left of the HSI (Horizontal Situation
Indicator). The DME window contains the following information: DME
label (DME), tuning mode (NAV1, NAV2 or HOLD), NAV frequency and
distance

DME INDICATIONS
The DME1 window is located on the left and the DME2 window is located
on the right of the HSI. Each DME window contains the following
information: DME label (DME1 or DME2), tuning mode (NAV1, NAV2 or
HOLD), NAV frequency and distance
The figure DISTANCE MEASURING EQUIPMENT - INDICATIONS provides




PUSH PUSH
VOL ID
VOL SQ
EMERG
NAV COM
1600
20 20 4
200
PUSH PUSH
1−2 1500 1−2
PFD 1
A A PFD 2 180
10 10
1400
2
BARO
40
170 13
20
160 PUSH
STD
10 10 1200 2
140 356 1100 4

TAS 170KT 2992 IN
N 3 − +
33
3O
6
NAV1 PUSH
PAN
E
DME
NAV1 D MENU
DME WINDOW
24
12
117.95
NM 15 FPL PROC
21
S
CLR ENT
XPDR 1200 ON R
DFLT MAP
FMS
PUSH CRSR
DISTANCE MEASURING EQUIPMENT - INDICATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

NOTES: NOTES:



PUSH PUSH
VOL ID
VOL SQ
EMERG
NAV COM
1600
20 20 4
200
A A
PUSH PUSH
1−2 1500 1−2
10 10 2
PFD 1 PFD 2 180 1400 BARO
40
170 13
20
160 PUSH
STD
10 10 1200 2
140 356 1100 4

TAS 170KT 2992 IN
N 3 − +
33
3O
6
NAV1 PUSH
PAN
E
DME DME
NAV1 NAV2 D MENU
DME1 WINDOW 24
DME2 WINDOW
12
117.95 117.95
NM 15 NM FPL PROC
21
S
CLR ENT
XPDR 1200 ON R
DFLT MAP
FMS
PUSH CRSR
DISTANCE MEASURING EQUIPMENT - INDICATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

The DME failure is evident to the flight crew. When the GIA loses
communication with the DME receiver or it stops sending DME data to the
flight display units a red "X" is placed in the DME window.
When the signal from the DME station is not being received the DME range
is replaced by dashes, in the DME window.

When operating DME 1 and DME 2, they will interfere with each other
when the NAV frequencies differ by 5.3 MHz (for example, 108.00 MHz
and 113.3 MHz). This interference results in premature flags or loss of
"lock-on". If this occur, one of the DME should be either turned off or tuned
to a different NAV frequency so that the 5.3 MHz difference is eliminated.

EFFECTIVITY: ALL
TRANSPONDER SYSTEM 34-52
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Introduction
The XPDR (Transponder) system replies to valid ATC (Air Traffic Control)
radar interrogations with a coded reply signal. It uses airborne equipment and
ground stations to find and identify airborne aircraft.
The figure TRANSPONDER SYSTEM - OVERVIEW provides further data on

the preceding text.

EFFECTIVITY: ALL

01 TCAS INTERROGATION
(1030 MHz)
XPDR REPLY
(1090 MHz)
XPDR REPLY XPDR REPLY

(1090 MHz) (1090 MHz)
GROUND STATION
INTERROGATION GROUND STATION
(1030 MHz) INTERROGATION
(1030 MHz)
GROUND STATION
01 IF THE AIRCRAFT ARE EQUIPPED WITH TCAS
TRANSPONDER SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description • Airborne status determination

EFFECTIVITY: ON ACFT WITH XPDR1 ONLY • Transponder capability reporting
The XPDR system includes the components that follow: • Mode S Enhanced Surveillance requirements
• XPDR unit (AMM MPP 34-52-01/401) • Acquisition squitter
• XPDR antenna (AMM MPP 34-52-02/401)

Ground stations can interrogate Mode S transponders individually using a 24-

EFFECTIVITY: ON ACFT WITH XPDR1 AND XPDR2 bit ICAO (International Civil Aviation Organization) Mode S address, which is
unique to the particular aircraft. In addition, ground stations may interrogate
The dual XPDR configuration includes the components that follow: a transponder for its XPDR data capability and the aircraft's flight ID, which
is the registration number or other call sign. The XPDR unit makes the
• XPDR unit (AMM MPP 34-52-01/401)
maximum airspeed capability (set during configuration setup) available to
• XPDR antenna (AMM MPP 34-52-02/401) TCAS (Traffic Alert and Collision Avoidance System) systems on board
nearby aircraft to aid in the determination of TCAS advisories.
• Coaxial switch (AMM MPP 34-52-04/401)
The XPDR unit meets Mode S Enhanced Surveillance requirements. Mode
S Enhanced Surveillance provides information consisting of additional aircraft
The XPDR system offers Mode A, Mode C and Mode S interrogation and parameters to ground radar systems.
reply capabilities.
EFFECTIVITY: ON EMBRAER 500 ACFT WITH XPDR1 AND XPDR2
Mode A replies consist of framing pulses and any one of 4,096 codes, which
differ in the position and number of pulses transmitted. In the dual XPDR configuration, XPDR 1 unit is a non-diversity
transceiver while XPDR 2 unit is a transceiver with the diversity capability.
Mode C replies include framing pulses and encoded altitude.
EFFECTIVITY: ON EMBRAER 500 ACFT WITH XPDR1 ONLY
The XPDR unit is equipped with selective addressing or Mode Select (Mode INTERFACES
S) capability. Mode S functions include the following features:
The EMERGENCY BUS supplies XPDR 1 system through a protective
• Level-2 reply data link capability (used to exchange information between circuit breaker.
aircraft and various ATC facilities)
XPDR 1 unit interfaces with GIA (Garmin Integrated Avionics unit) 1 and
• Surveillance identifier capability GIA 2 through an RS-232 bus.
• Flight ID (Identification) reporting EFFECTIVITY: ON EMBRAER 500 ACFT WITH XPDR1 AND XPDR2
INTERFACES
• Altitude reporting

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The EMERGENCY BUS supplies XPDR 1 system while DC BUS 2

supplies XPDR 2 system. The two systems have each a protective circuit
breaker.
XPDR 1 unit interfaces with GIA 1 while XPDR 2 unit interfaces with GIA
2, through an RS-232 bus.
In the dual XPDR configuration, a coaxial switch is used to alternate the

connection to the bottom antenna between XPDR 1 unit and XPDR 2 unit.

To do so, the coaxial switch receives a control signal from GIA 1.
As XPDR 2 unit contains, in addition to the functions of XPDR 1 unit, the

diversity capability, it also requires a second antenna (top antenna),
which is installed on top of the fuselage. This top antenna is directly
connected to XPDR 2 unit.
Other equipment on board the aircraft may transmit in the same frequency
band (L-band) as the XPDR unit. Mutual suppression is a synchronous pulse
that is sent to the other equipment to suppress transmission of a competing
transmitter for the duration of the pulse train transmission. The XPDR
transmission is suppressed by an external source and other equipment on
board is suppressed by the XPDR unit. This feature is designed to limit mutual
interference.
The figure TRANSPONDER SYSTEM - BLOCK DIAGRAM provides further



HSDB
HSDB HSDB
PFD 1 MFD PFD 2

REV. REV. REV. REV.
MODE MODE MODE MODE

AUDIO
PANEL 1 AUDIO
PANEL 2
HSDB
DIGITAL AUDIO
DIGITAL AUDIO
EMERGENCY BUS
HSDB
DC BUS 2
MAINTENANCE PANEL HSDB
(REV. MODE)
HSDB
NORM/REV
SWITCH
GIA 1 XPDR 1
GIA 2
HSDB
SUPPRESSION
LINE TO OTHER L BAND
TRANSPONDER EQUIPMENT
1
UNIT
RS−232 RS−232
AVIONICS AVIONICS
UNIT 1 UNIT 2
(GIA 1) (GIA 2)
TRANSPONDER
ANTENNA (BOTTOM)
TRANSPONDER SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

NOTES: NOTES:


HSDB
HSDB HSDB
PFD 1 MFD PFD 2

REV. REV. REV. REV.
MODE MODE MODE MODE
AUDIO
PANEL 1 AUDIO

PANEL 2
HSDB
DIGITAL AUDIO
EMERGENCY BUS
HSDB
DIGITAL AUDIO DC BUS 2

MAINTENANCE PANEL
HSDB
(REV. MODE)
HSDB
NORM/REV
GIA 1 XPDR 1 SWITCH XPDR 2 GIA 2
TO OTHER
HSDB
L BAND
EQUIPMENT
TRANSPONDER TRANSPONDER
1 2
UNIT UNIT
RS−232 RS−232
SUPPRESSION
LINE
AVIONICS AVIONICS
UNIT 1 UNIT 2
CONTROL
(GIA 1) (GIA 2)
COAXIAL
SWITCH
(BOTTOM)
TRANSPONDER TRANSPONDER
ANTENNA (BOTTOM) ANTENNA (TOP)
TRANSPONDER SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
XPDR UNIT
The XPDR unit is a radio transmitter and receiver that operates on radar
frequencies, receiving ground radar or TCAS interrogations at 1030 MHz and
transmitting a coded response of pulses to ground-based radar on a
frequency of 1090 MHz. The XPDR unit is equipped with IDENT capability
that activates the SPI (Special Position Identification) pulse for 18 seconds.

The XPDR unit is equipped with selective addressing or Mode Select

(Mode S) capability.
The XPDR unit is installed in the main instrument panel compartment. It

is accessed through the removal of PFD (Primary Flight Display) 1.
The XPDR 1 unit is equipped with selective addressing or Mode Select

(Mode S) capability.
In the dual XPDR configuration, besides the functions of XPDR 1 unit,

XPDR 2 unit also has the diversity capability.
The XPDR units are installed in the main instrument panel compartment.
XPDR 1 unit and XPDR 2 unit are accessed through the removal of PFD
1 and MFD (Multi-Function Display), respectively.
The figure TRANSPONDER SYSTEM - XPDR UNITS LOCATIONS provides



B

A
ZONES TRANSPONDER 1 UNIT
223 (XPDR 1)
224
A
TRANSPONDER UNIT
C
TRANSPONDER 1 UNIT
(XPDR 1)
B
C
TRANSPONDER SYSTEM - XPDR UNIT LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

NOTES: NOTES:


B

TRANSPONDER 2 UNIT
A (XPDR 2)
ZONES TRANSPONDER 1 UNIT
223 (XPDR 1)
224
TRANSPONDER UNIT
C C
TRANSPONDER 1 UNIT TRANSPONDER 2 UNIT
(XPDR 1) (XPDR 2)
B
TRANSPONDER SYSTEM - XPDR UNITS LOCATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
XPDR ANTENNA
The XPDR antenna is an L-band non-directional antenna.

There is one XPDR antenna installed on the bottom of the forward
fuselage. It is connected to the XPDR unit through a 50-! coaxial cable.

There are two XPDR antennas installed on the aircraft. One on top of the
center fuselage and the other on the bottom of the forward fuselage. The
bottom antenna is connected to the coaxial switch while the top antenna
is connected directly to XPDR 2 unit. Each antenna is connected through
a 50- coaxial cable.
COAXIAL SWITCH
The coaxial switch selects the system (XPDR 1 or XPDR 2) to be

connected to the XPDR bottom antenna.
The coaxial switch is located under the cockpit floor, on the pilot's side.
The figure TRANSPONDER SYSTEM - XPDR ANTENNAS AND COAXIAL

SWITCH LOCATIONS provides further data on the preceding text.


A
ZONE

121
A
TRANSPONDER
ANTENNA
TRANSPONDER SYSTEM - XPDR ANTENNA LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

NOTES: NOTES:


ZONES
243
244
B

D
ZONE
121 C
A COAXIAL SWITCH
ZONE
121
A
TRANSPONDER
ANTENNA
(TOP)
TRANSPONDER
D ANTENNA COAXIAL
(BOTTOM) SWITCH
C
B
TRANSPONDER SYSTEM - XPDR ANTENNAS AND COAXIAL SWITCH LOCATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation
XPDR CONTROLS
The XPDR is controlled through PFD softkeys, which are organized in three
levels.
In the first level the XPDR softkey is shown. Pushing the XPDR softkey, a
submenu (second level) shows the options that follow: STBY, ON, ALT, GND

(XPDR modes), VFR (loads the pre-programmed VFR (Visual Flight Rules)
code), CODE (XPDR code selection), IDENT (Position Identification function)
and BACK (return to previous menu).
Pushing the CODE softkey, the third level of the softkeys shows on the bottom
of the PFD. It consists of numeric keys for XPDR code selection.
EFFECTIVITY: ON ACFT WITH XPDR1 AND XPDR2
On the second level of the softkeys, the first two softkeys, on the left, are
used for XPDR selection (XPDR1 and XPDR2 softkeys).
The figure TRANSPONDER SYSTEM - CONTROLS provides further data


EFFECTIVITY: ALL
PUSH PUSH
VOL ID
VOL SQ
EMERG
NAV COM
1600
20 20 4
200
PUSH PUSH
1−2 1500 1−2
10 10 2
180 1400 BARO
40
170 13
20
160 PUSH
STD
10 10 1200 2
140 356 1100 4


TAS 170KT 2992 IN
N 3 − +
33
3O
6
NAV1 PUSH
PAN
E
D MENU
24
12
15 FPL PROC
21
S
CLR ENT
B
TAT 0 C SAT +15 C XPDR 6543 ALT R LCL 00:05:52
DFLT MAP
FMS
PUSH CRSR
SOFTKEYS (REF.)
A PFD 2
A
PFD 1
XPDR STATUS BAR
A XPDR SOFTKEY
FIRST LEVEL INSET SENSOR PFD CDI XPDR IDENT TMR/REF NRST MSG
SOFTKEYS
SECOND LEVEL STBY ON ALT GND VFR CODE IDENT BACK MSG
SOFTKEYS
THIRD LEVEL 0 1 2 3 4 5 6 7 IDENT BKSP BACK MSG

SOFTKEYS
B
TRANSPONDER SYSTEM - CONTROLS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
XPDR INDICATIONS
The XPDR status bar is located on PFD, on the lower portion of the screen.
The XPDR status bar contains the following fields, from left to the right:
• XPDR label: shows the selected XPDR system.
• XPDR code: shows the selected XPDR code.


• XPDR mode: shows the selected XPDR mode.
• Reply status field: a white “R” shows momentarily when XPDR replies to
interrogations.
The figure TRANSPONDER SYSTEM - INDICATIONS provides further data


EFFECTIVITY: ALL
PUSH PUSH
VOL ID
VOL SQ
EMERG
NAV COM
1600
20 20 4
200
PUSH PUSH
1−2 1500 1−2
10 10 2
180 1400 BARO
40
170 13
20

160 PUSH
STD
10 10 1200 2
140 356 1100 4

TAS 170KT 2992 IN
N 3 − +
33
3O
6
NAV1 PUSH
PAN
E
D MENU
24
12
15 FPL PROC
21
S
CLR ENT
TAT 0 C SAT +15 C XPDR 1200 ON R
DFLT MAP
FMS
PUSH CRSR
A PFD 1 PFD 2
A SOFTKEYS (REF.)
A B
XPDR LABEL XPDR CODE XPDR MODE REPLY STATUS FIELD
XPDR 1200 ON R
XPDR STATUS BAR
B
TRANSPONDER SYSTEM - INDICATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
XPDR MODES OF OPERATION The ON mode can be selected at any time by pushing the ON softkey. ON
mode generates Mode A and Mode S replies, but Mode C altitude reporting
The XPDR system has four modes of operation, as follow: is inhibited. In ON mode, a green ON indication shows in the mode field of
the XPDR status bar.
• Ground (GND)
ALTITUDE MODE (AUTOMATIC OR MANUAL)
• Standby (STBY)
Altitude mode is automatically selected when the aircraft becomes airborne.
• ON
Altitude mode may also be selected manually by pushing the ALT softkey. If

• Altitude (ALT) Altitude mode is selected, a green ALT indication shows in the mode field of
the XPDR status bar, and all XPDR replies requesting altitude information
The XPDR mode selection can be automatic (Ground and Altitude modes) or are provided with pressure altitude information.
manual (Standby, ON, Altitude and Ground modes). The STBY, ON, ALT and
GND softkeys are accessed by pushing the XPDR softkey, on the bottom of
When no valid XPDR information is received by the flight display units the
the PFDs.
XPDR status bar shows the selected XPDR system, yellow FAIL text and a
GROUND MODE (AUTOMATIC OR MANUAL) red “X” over the area of the field.
Ground mode is automatically selected when the aircraft is on the ground. The figure TRANSPONDER SYSTEM - MODES OF OPERATION provides
Also, this mode can be selected at any time by pressing the GND softkey.A further data on the preceding text.
green GND indication shows in the mode field of the XPDR status bar. In
Ground mode, the XPDR does not allow Mode A and Mode C replies, but it
does permit acquisition squitter and replies to discretely addressed Mode S
interrogations.
Ground mode can be overridden by pressing any of the XPDR mode selection
softkeys.
STANDBY MODE (MANUAL)
The Standby mode can be selected at any time by pressing the STBY softkey.
In Standby mode, the XPDR does not reply to interrogations, but new codes
can be entered. If the Standby mode is selected, a white STBY indication
shows in the mode field of the XPDR status bar.
In STBY mode, the IDENT function is inhibited.
ON MODE (MANUAL)

EFFECTIVITY: ALL
PUSH PUSH
VOL ID
VOL SQ
EMERG
NAV COM
1600
20 20 4
200
PUSH PUSH
1−2 1500 1−2
10 10 2
180 1400 BARO
40
170 13
20
160 PUSH
STD
10 10 1200 2
140 356 1100 4


TAS 170KT 2992 IN
N 3 − +
33
3O
6
NAV1 PUSH
PAN
E
D MENU
24
12
15 FPL PROC
21
S
CLR ENT
TAT 0 C SAT +15 C
STBY ON ALT GND VFR CODE

XPDR
IDENT
6543 ALT
BACK MSG
DFLT MAP
FMS
B
PUSH CRSR
XPDR STATUS BAR

SOFTKEYS (REF.)
XPDR LABEL XPDR CODE XPDR MODE
A PFD 1 PFD 2
A A
XPDR 6543 ALT
OR
XPDR 6543 GND

OR
XPDR 6543 STBY
OR
XPDR 1200 ON R REPLY STATUS FIELD
XPDR STATUS BAR
B
TRANSPONDER SYSTEM - MODES OF OPERATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
XPDR CODE SELECTION
The XPDR code selection is performed through the numeric softkeys on PFD.
Pushing the XPDR softkey and then the CODE softkey, provides access to
the XPDR code numeric softkeys.
A total of 4,096 discrete identification codes can be selected with the code
selection softkeys.

When entering the code, the next key in sequence must be pressed within
10 seconds, or the entry is cancelled and restored to the previous code. Five
seconds after the fourth digit has been entered, the XPDR code becomes
active. When entering a code, the BKSP (backspace) softkey is used to back
up and change code digits.
VFR CODES
The VFR code can be entered either manually, each digit at a time, or by
pushing the XPDR softkey and then the VFR softkey. When you push the
VFR softkey, the pre-programmed VFR code is automatically shown in the
code field of the XPDR status bar. Pushing the VFR softkey again restores
the previous identification code.
XPDR IDENT FUNCTION
Pushing the IDENT softkey sends an ID indication to ATC. The ID return

distinguishes own aircraft XPDR from all others on the air traffic controller’s
radar screen. The IDENT softkey shows in all levels of XPDR softkeys. When
you push the IDENT softkey, a green IDNT indication shows in the mode field
of the XPDR status bar for a duration of 18 seconds.
As previously described, in the Standby mode the IDENT softkey is

inoperative.
The figure TRANSPONDER SYSTEM - CODE SELECTION AND IDENT

FUNCTION provides further data on the preceding text.

EFFECTIVITY: ALL
PUSH PUSH
VOL ID
VOL SQ
EMERG
NAV COM
1600
20 20 4
200
PUSH PUSH
1−2 1500 1−2
10 10 2
180 1400 BARO
40
170 13
20
160 PUSH
STD
10 10 1200 2
140 356 1100 4


TAS 170KT 2992 IN
N 3 − +
33
3O
6
NAV1 PUSH
PAN
E
D MENU
24
12
15 FPL PROC
21
S
CLR ENT
B
DFLT MAP
FMS
PUSH CRSR
SOFTKEYS (REF.) IDENT SOFTKEY

A PFD 2
A
PFD 1
XPDR STATUS BAR
A XPDR SOFTKEY
FIRST LEVEL INSET SENSOR PFD CDI XPDR IDENT TMR/REF NRST MSG
SOFTKEYS
SECOND LEVEL STBY ON ALT GND VFR CODE IDENT BACK MSG
SOFTKEYS
THIRD LEVEL 0 1 2 3 4 5 6 7 IDENT BKSP BACK MSG

SOFTKEYS
B
TRANSPONDER SYSTEM - CODE SELECTION AND IDENT FUNCTION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
GLOBAL POSITIONING SYSTEM 34-56
Introduction
The GPS (Global Positioning System) is a fully automatic, precision satellite

sensor system. It uses the signals received from GPS satellites to calculate
the aircraft position, velocity, and time. The AHRS (Attitude and Heading
Reference System), TAWS (Terrain Awareness and Warning System),
satellite weather/radio system, and FMS (Flight Management System) use
the GPS data for navigation functions.

The figure GLOBAL POSITIONING SYSTEM - OVERVIEW provides further

EFFECTIVITY: ALL
GPS SATELLITES

GLOBAL POSITIONING
SYSTEM (GPS)
SATELITE
AHRS TAWS WEATHER/RADIO FMS
(34−21) (34−41) SYSTEM (34−61)
(34−57)
GLOBAL POSITIONING SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description equipment also provides integrity in the absence of the WAAS signal through
the use of FDE (Fault Detection and Exclusion).
There are two GPS receivers installed in the aircraft. The GPS 1 receiver and As a Class 3 equipment, the GPSWAAS receiver supports oceanic and
the GPS 2 receiver are integrated in GIA (Garmin Integrated Avionics unit) 1 domestic en route, terminal, non-precision approach, LNAV (Lateral
and GIA 2, respectively. Navigation)/VNAV (Vertical Navigation), approach with vertical guidance and
departure operation.
Each GIA contains the subassemblies that follow:
Each GPS receiver, in the GIA, receives satellite signals through the GPS
• A main processor that interfaces with all LRU (Line Replaceable Unit)s of

antenna. There are two different antennas: the GPS 1 antenna has only one
the integrated avionics system output and is connected to GIA 1. The GPS 2 antenna has two outputs: one
for GPS 2, which is connected to GIA 2, and the other for the satellite weather/
• A GPS receiver radio receiver.
• A VHF (Very High Frequency) COM (Communications) transceiver Usually, GPS 1 information is used by PFD (Primary Flight Display) 1 and
• A VOR (VHF Omnidirectional Range)/ILS (Instrument Landing System) MFD (Multi-Function Display), while GPS 2 information is used by PFD 2. The
LOC (Localizer) receiver GPS data is sent to the flight display units through the HSDB (High Speed
Data Bus) bus.
• An ILSGS (Glide Slope) receiver
The figure GLOBAL POSITIONING SYSTEM - BLOCK DIAGRAM provides
The system was designed to comply with the requirements specified for a further data on the preceding text.
GPSWAAS (Wide Area Augmentation System) Class 3. Each WAAS-
capable GPS receiver can simultaneously track and use information from up
to 12 (twelve) GPS satellites.
The WAAS signal provides augmentation to the GPS to obtain the required
accuracy improvement for approaches with vertical guidance, as well as
integrity, continuity, and availability of navigation for all phases of flight. The
WAAS coverage is limited to North America. When the aircraft is outside the
WAAS service volume, the GPS/WAAS equipment works as a common GPS
receiver.
The GPS receiver is Class Beta (functional) and Class 3 (operational),

according to DO-229C definition.
As a Class Beta equipment, the GPSWAAS receiver determines position

(with integrity) and provides position and integrity data for the FMS. This

EFFECTIVITY: ALL
HSDB
HSDB DATA HSDB

CONCENTRATOR
UNIT
HSDB
DC BUS 1 DC BUS 2
SATELLITE
WEATHER/RADIO FMS
RECEIVER PANEL
MFD MFD

PFD 1 PWR 1 PWR 2 PFD 2
HSDB
RS−232
MFD HSDB
PFD 1
HSDB PFD 2
HSDB
MAINTENANCE PANEL
HSDB
HSDB (REV. MODE)
HSDB
GPS 1 NORM/REV
ANTENNA SWITCH
GPS 2
ANTENNA
HSDB
EMERGENCY BUS
DC BUS 2
AVIONICS GIA 1 GIA 2 AVIONICS
UNIT 1 UNIT 2
(GIA 1) (GIA 2)
GPS 1 GPS 2
TO SATELLITE
WEATHER/RADIO
RECEIVER
GLOBAL POSITIONING SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
GPS RECEIVER
As previously mentioned, the GPS 1 receiver and the GPS 2 receiver are
integrated in GIA 1 and GIA 2, respectively.
GIA 1 and GIA 2 are installed in the main instrument panel compartment. GIA
1 and GIA 2 are accessed through the removal of the MFD and PFD 2,

respectively.
The figure GLOBAL POSITIONING SYSTEM - GIA (GPS RECEIVERS)


EFFECTIVITY: ALL
B

GIA 2
A
ZONES GIA 1
223
224
A

(GIA)
C C
GIA 1 GIA 2
B
GLOBAL POSITIONING SYSTEM - GIA (GPS RECEIVERS) LOCATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
GPS ANTENNA
The GPS 1 antenna and the GPS 2 antenna are installed on the top of the
center fuselage.
The GPS 1 antenna is dedicated to the GPS 1 receiver, in GIA 1, while the
GPS 2 antenna has two outputs: one for the GPS 2 receiver, in GIA 2, and
the other for the satellite weather/radio receiver. For more details about the
satellite weather/radio system, refer to AMM SDS 34-57-00/1.

The figure GLOBAL POSITIONING SYSTEM - ANTENNA LOCATIONS

EFFECTIVITY: ALL
ZONES
GPS 2 ANTENNA
233
234
A

C
GPS 1 ANTENNA
B
GPS 1 ANTENNA
C
GPS 2 ANTENNA 01
01 THIS ANTENNA PROVIDES SIGNAL FOR GPS 2 AND SATELLITE WEATHER/RADIO RECEIVER.
GLOBAL POSITIONING SYSTEM - ANTENNA LOCATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation • GPS SIGNAL STRENGTH WINDOW

As the GPS receiver locks onto satellites, a signal strength bar is
GPS STATUS PAGE displayed for each satellite in view, with the appropriate satellite number
underneath each bar. The progress of satellite acquisition is shown in four
There is a dedicated page called GPS STATUS, on the MFD, that provides
stages:
a visual reference of the GPS receiver functions and some additional
No signal strength bars – the receiver is looking for the satellites indicated.
information related to the GPS signal.
Hollow signal strength bars – the receiver has found the satellites and is
On the GPS STATUS page, there are five main windows that show collecting data.
Checkered signal strength bars – the receiver has excluded the satellite

information related to the GPS:
(FDE).
• CONSTELLATION WINDOW Solid signal strength bars – the receiver has collected the necessary data
On the CONSTELLATION window, the sky view displayed at the top left and the satellites are ready for use.
corner of the GPS STATUS page shows the satellites currently in view as The letter "D" is displayed when the system is applying differential
well as their respective positions. The outer circle of the sky view correction to the GPS signal.
represents the horizon (with North at the top of the circle), the inner circle
represents 45 degrees above horizon, and the center point shows the The figure GLOBAL POSITIONING SYSTEM - GPS STATUS PAGE
position directly overhead. provides further data on the preceding text.
• SATELLITE STATUS WINDOW

On the SATELLITE STATUS window, information is presented that is
related to current position, time, altitude, ground speed, and track as well
as to EPU (Estimated Position Uncertainty), HDOP (Horizontal Dilution of
Precision), HFOM (Horizontal Figure of Merit), and VFOM (Vertical Figure
of Merit).
• GPS STATUS WINDOW

The GPS STATUS window shows the GPS that is being used by each
flight display unit (PFD 1 and PFD 2), the GPS solution, and whether the
SBAS (Satellite Based Augmentation System) is active or inactive.
• RAIM PREDICTION WINDOW

The RAIM (Receiver Autonomous Integrity Monitoring) is a GPS receiver
function that performs a consistency check on all tracked satellites. RAIM
ensures that the available satellite geometry will allow the receiver to
calculate a position within a specified protection limit. On the RAIM
PREDICTION window, it is also possible to determine that the RAIM will
be available for a specified date and time.

EFFECTIVITY: ALL
GPS STATUS SATELLITE STATUS

CONSTELLATION PAGE WINDOW
WINDOW
GPS
STATUS
PUSH PUSH
: : DIS 101 NM 0KT WINDOW

VOL ID
NAV1 108.00 117.95 UTC ETE GS 121.500 129.650 COM1
VOL SQ
NAV2 108.00 117.95 AUX - GPS STATUS 132.475 130.250 COM2

EMERG
CONSTELLATION SATELLITE STATUS GPS STATUS
NAV NRTH UP COM
EPU 0.03 NM PILOT GPS1
HDOP 0.7 COPILOT GPS2
RAIM
PUSH
42.0 N1% 92.9
001
002 HFOM 16 FT GPS SOLUTION 3D DIFF NAV
PUSH
PREDICTION
1−2 003
VFOM 23 FT SBAS ACTIVE 1−2 WINDOW
122
0 0015 BARO
012
005 POSITION N 39 23.27 RAIM PREDICTION
713 ITT C
713 011
010 006 W101 41.54
127008 007 WAYPOINT P.POS
142.8 142.8
A
N2%
TIME 11:46:15 UTC ARV TIME 11:45 UTC
95 OIL TEMP C 95 ALTITUDE 25000 FT ARV DATE 01-APR-05
PUSH
STD
FUEL
GROUND SPEED 0.0 KT COMPUTE RAIM?
1100 FF PPH 1100
5000 FQ LB 5000 TRACK 360
TEMP 0C GPS SIGNAL STRENGTH RANGE

MFD BATT1
ELEC
25 V
CABIN
BATT2 25 V
ALT 7200 FT − +
RATE 0 FPM
LFE
PUSH
OXY 1450 PSI PAN
LG FLAPS
UP
D MENU
UP UP 1
D D D D D D
TRIM FPL PROC
ROLL PITCH 001 002 003 005 006 007 008 010 011 012 013 015 122 127 132
GPS SIGNAL YAW 50

MAP WPT AUX NRST
CLR ENT
STRENGTH SYSTEM GPS1 GPS2 RAIM SBAS

DFLT MAP
FMS
WINDOW
PUSH CRSR
SOFTKEYS (REF.)
GLOBAL POSITIONING SYSTEM - GPS STATUS PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CONTROLS
To select the GPS STATUS page, it is necessary to rotate the outer knob of
the dual FMS knob, on the MFD, to select the AUX page group and then use
the inner FMS knob to select the GPS STATUS page. The MFD is located
on the main instrument panel.
On the GPS STATUS page, it is possible to select GPS 1 or GPS 2 by

pressing the associated softkeys (GPS1 or GPS2). This selects the source

of information (GPS 1 or GPS 2) for the GPS STATUS page. It is also possible
to select the GPS by pressing the MENU key, rotating the dual FMS knob
and pressing the ENT key, on the MFD bezel.
In order to compute RAIM, it is necessary to press the dual FMS knob. This
highlights WAYPOINT in the RAIM PREDICTION field. It is necessary to
determine the waypoint, time, and date in order to predict the RAIM
availability. This can be done using the FMS inner knob and pressing the ENT
key for after each selection. Pressing the ENT key when "COMPUTE RAIN?"
is highlighted generates the result: "RAIM AVAILABLE" or "RAIM
UNAVAILABLE".
By pressing the SBAS softkey, the RAIM PREDICTION field is replaced by

the SBAS SELECTION field. This is used when the aircraft is flying in a WAAS
area and there is no need to compute RAIM.
The flight crew can enable or disable WAAS correction by highlighting the
WAAS field and pressing the ENT key. A checked box means that WAAS
correction is enabled. If the box is not checked, this means that WAAS
correction is disabled.
The figure GLOBAL POSITIONING SYSTEM - CONTROLS ON THE MFD


EFFECTIVITY: ALL
GPS STATUS
PAGE
PUSH PUSH
: : DIS 101 NM 0KT

VOL ID
NAV1 108.00 117.95 UTC ETE GS 121.500 129.650 COM1
VOL SQ
NAV2 108.00 117.95 AUX - GPS STATUS 132.475 130.250 COM2

EMERG
CONSTELLATION SATELLITE STATUS GPS STATUS
NAV NRTH UP COM
EPU 0.03 NM PILOT GPS1
HDOP 0.7 COPILOT GPS2
001
42.0 N1% 92.9 002 HFOM 16 FT GPS SOLUTION 3D DIFF NAV
PUSH PUSH
1−2 003
VFOM 23 FT SBAS ACTIVE 1−2
122
0 0015 BARO
012
005 POSITION N 39 23.27 RAIM PREDICTION
713 ITT C
713 011
010 006 W101 41.54
127008 007 WAYPOINT P.POS
142.8 142.8
A
N2%
TIME 11:46:15 UTC ARV TIME 11:45 UTC
95 OIL TEMP C 95 ALTITUDE 25000 FT ARV DATE 01-APR-05
PUSH
STD
FUEL
GROUND SPEED 0.0 KT COMPUTE RAIM?
1100 FF PPH 1100
5000 FQ LB 5000 TRACK 360
TEMP 0C GPS SIGNAL STRENGTH RANGE

MFD BATT1
ELEC
25 V
CABIN
BATT2 25 V
ALT 7200 FT − +
RATE 0 FPM
LFE
PUSH
LG
OXY 1450 PSI
FLAPS
PAN MENU KEY
UP
D MENU
UP UP 1
D D D D D D
ROLL
TRIM
PITCH 001 002 003 005 006 007 008 010 011 012 013 015 122 127 132
FPL PROC ENT KEY
CLR ENT
50
YAW
MAP WPT AUX NRST
DFLT MAP
DUAL FMS
SYSTEM GPS1 GPS2 RAIM SBAS
FMS
KNOB
PUSH CRSR
SOFTKEYS (REF.)
AUX PAGE
GROUP
A
GLOBAL POSITIONING SYSTEM - CONTROLS ON THE MFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
GPS SENSOR ANNUNCIATIONS
As previously mentioned, GPS 1 usually provides information for PFD 1 and

for the MFD, while GPS 2 provides information for PFD 2. The GPS data is
sent to the flight display units through the HSDB bus.
If there is a failure in one of the GPS or information is degraded, the remaining

GPS is automatically used to provide information for all flight display units
(PFD 1, PFD 2, and MFD).

For this, an internal system checking is performed to ensure that both GPS
receivers are providing accurate data for the flight display units. In some
circumstances, both GPS receivers may be providing accurate data, but one
receiver may be providing a better GPS solution than the other receiver. In
this case, the GPS receiver producing the better solution will be automatically
coupled to all flight display units. The "BOTH ON GPS 1" or "BOTH ON GPS
2" message will then be displayed in the REVERSIONARY SENSOR window,
on the PFDs, indicating which GPS receiver is being used. Both GPS
receivers are still functioning properly, but one receiver is performing better
than the other at that particular time.
These GPS sensor annunciations are most often seen after the system
power-up when one GPS receiver has acquired satellites before the other, or
one of the GPS receivers has not yet acquired a WAAS signal. While the
aircraft is on the ground, the WAAS signal may be blocked by obstructions
causing one GPS receiver to have difficulty in acquiring a good signal. Also,
while airborne, turning the aircraft may result in one of the GPS receivers
temporarily losing the WAAS signal.
If the sensor annunciation persists, check for a system failure message in the
AFD (Auxiliary Flight Display) window (named MESSAGES window), on the
PFDs. If no failure message exists, check the GPS STATUS page and
compare information for GPS 1 and GPS 2. The discrepancies may indicate
a problem.
The figure GLOBAL POSITIONING SYSTEM - SENSOR ANNUNCIATIONS


EFFECTIVITY: ALL

PUSH
VOL ID
PUSH
VOL SQ
REVERSIONARY
EMERG
SENSOR
NAV
11 000
COM
WINDOW
1900
20 20 4
200
PUSH PUSH
1−2 1800 BOTH ON GPS2 1−2
10 10 2
180 1700 CAS
BARO
BLEED 2 FAIL
170 1 640 BLEED 1 FAIL
A PFD 1 PFD 2
A 160
10 10
20
2
FUEL 2 SOV FAIL
FUEL 1 SOV FAIL
E1 FIRE DET FAIL
PRESN AUTO FAIL
PUSH
STD
1500 AP FAIL
YD FAIL
SWS FAIL
140 327 1400 4
AUDIO PNL2 FAIL
GIA 2 FAIL
AFD
RANGE
2992 IN
GIA 1 FAIL
EBAY OVHT WINDOW
33 FLAP FAIL − +
3O N MESSAGES
GIA2 SERVICE − GIA2 needs
3
GPS ENR service. Return unit for repair. PUSH
PAN
24
GMA2 FAIL − GMA2 is inoperative.
6
D MENU
21
E
ADC2 AS EC − ADC2 airspeed error FPL PROC
S 12 correction is unavaible.
15
CLR ENT
DFLT MAP
FMS
PUSH CRSR
SOFTKEYS (REF.)
GLOBAL POSITIONING SYSTEM - SENSOR ANNUNCIATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
SATELLITE WEATHER/RADIO SYSTEM 34-57
Introduction
The satellite weather/radio system is based on a data-link satellite receiver

that is capable of receiving XM weather data and displaying received
graphical weather information and associated text on the MFD (Multi-
Function Display) and on the PFD (Primary Flight Display) Inset Map. It also
receives XM radio services, for entertainment purposes.

The figure SATELLITE WEATHER/RADIO SYSTEM - WEATHER DATA
SYMBOLOGY provides further data on the preceding text.

EFFECTIVITY: ALL
WEATHER PRODUCT SYMBOL WEATHER PRODUCT SYMBOL


NEXRAD N SURFACE ANALYSIS
R (SFC)
FREEZING LEVELS
CLOUD TOP (CLD TOP) (FRZ LVL)
WINDS ALOFT
ECHO TOP (ECHO TOP) (WIND)
XM LIGHTNING (LTNG) COUNTY WARNINGS

(COUNTY)
CELL MOVEMENT (CELL MOV) CYCLONE WARNINGS

(CYCLONE)
SIGMETS/AIRMETS
(SIG/AIR) S/A RADAR COVERAGE NO PRODUCT
IMAGE
METARS TFRS NO PRODUCT
IMAGE
CITY FORECAST (CITY) TAFS NO PRODUCT

IMAGE
SATELLITE WEATHER/RADIO SYSTEM - WEATHER DATA SYMBOLOGY
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description • Cloud Top – shows the cloud top altitude determined from satellite
GENERAL imagery.
The satellite weather/radio system includes the component that follows: • Echo Top – shows the location, elevation, and direction of the highest
radar echo. The highest radar echo does not indicate the top of a storm
• Satellite weather/radio receiver (AMM MPP 34-57-01/401). or clouds, only the highest altitude at which precipitation is detected. The
information is derived from NEXRAD data. When Echo Top is activated,
Besides the satellite weather/radio receiver, the system uses the same NEXRAD and Cloud Top are removed.
antenna used by GPS (Global Positioning System) 2 system. This antenna

has two outputs, one for GPS 2 system and other for the satellite weather/ • XM Lightning – shows the location of cloud-to-ground lightning strikes.
radio system.
• Cell Movement – shows the storm cells identified by the ground-based
Both XM weather and XM radio operate in the S-band frequency range system. The movement is depicted by an arrow.
(2332.5 to 2345 MHz). They provide continuous reception capabilities at any
altitude, however in North America only. In order to have satellite weather • SIGMET (Significant Meteorological Information)– is broadcast for
and radio functioning, it is necessary to activate the satellite weather/radio hazardous weather that is considered of extreme importance to all aircraft.
receiver and make a subscription. SIGMET warn of the following weather hazards: severe icing, severe and
extreme turbulence, dust storms, sandstorms, or volcanic ash lowering
WEATHER DATA visibility to less than 3 miles, tornadoes, thunderstorms, hail and low-level
windshear.
Weather data is collected by the USA National Weather Service and
disseminated to a weather information provider (Wx Works). This data is then • AIRMET (Airman's Meteorological Information)– is broadcast for weather
delivered to XM Satellite for rebroadcast. There are two geostationary phenomena that potentially affect all aircraft. AIRMET gives valuable
satellites that make the data immediately available to XM users. Due to information about the following conditions: moderate icing, moderate
inherent delays and relative age of the data, XM weather data is intended for turbulence, sustained winds 30 knots or greater at the surface,
long-range planning purposes, as a strategic system. It shall not be used for widespread area with a ceiling of less than 1000 feet and/or visibility less
short range avoidance hazardous weather. than 3 miles and extensive obscuration of mountains.
The number of weather product available for use in certain airplane depends • METAR (Meteorological Aviation Reports)s – provide information about
on subscription performed by user. Complete weather products include the airport meteorological conditions (VFR (Visual Flight Rules), MVFR
following: (Minimum Visual Flight Rules), IFR (Instrument Flight Rules), LIFR (Low
Instrument Flight Rules)).
• NEXRAD (Next-generation Radar) – composite data from all of the
NEXRAD radar sites in the United States is shown. This data is composed • City Forecast/Surface Analysis – shows current or forecast conditions.
of the maximum reflectivity from the individual radar sweeps. The display The city forecasts information is combined with the surface conditions.
of the information is color-coded to indicate the weather level severity.
NEXRAD is a network of 158 high-resolution Doppler radar systems that • Freezing Levels – displays contour lines for freezing levels for certain
are operated by the National Weather Service. altitudes.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• Winds Aloft – shows wind speed and direction at a selected altitude from The DC BUS 2 supplies the satellite weather/radio system through a
the ground up to 42,000 ft in 3,000 ft increments. protective circuit breaker.
• County Warning – provides specific public awareness and protection The figure SATELLITE WEATHER/RADIO SYSTEM - BLOCK DIAGRAM
weather warnings for tornado, severe thunderstorm, and flood conditions provides further data on the preceding text.
provided by the National Weather Service.
• Cyclone Warning – shows the current location of cyclones (hurricanes)

and their projected track at various time intervals.

• TAF (Terminal Aerodrome Forecasts) – provide an airport forecast. TAF
are generally standard around the world. TAF provide information on
significant weather changes, temporary changes, probable changes, and
expected changes in weather conditions.
• TFR (Temporary Flight Restrictions) – provide information about

temporary flight restrictions.
RADIO SERVICES
Digital audio entertainment is available through the XM satellite radio service,

received by the satellite weather/radio receiver. XM satellite radio offers a
variety of radio programming over long distances based on signals from
satellites. Entertainment audio is available on the flight deck and for the
passengers.
SATELLITE WEATHER/RADIO SYSTEM INTERFACES
The satellite weather/radio receiver receives satellite signals through the

GPS 2 antenna.
The satellite weather/radio receiver communicates with the flight display units
through the HSDB (High Speed Data Bus). The HSDB is used to change data
between the receiver and the flight display units.
The satellite weather/radio receiver has one audio output connected to both
audio panels. Through this output, XM radio music is distributed to the flight
crew and to the passengers.

EFFECTIVITY: ALL
HSDB
HSDB DATA HSDB

CONCENTRATOR
DC BUS 2 UNIT GPS 2
ANTENNA
HSDB
SAT WX/
RADIO SATELLITE TO GPS 2
WEATHER/RADIO RECEIVER
RECEIVER (GIA 2)

HSDB
AUDIO
HSDB
HSDB
PFD 1 REV. REV.

MFD REV. REV.
PFD 2
MODE MODE MODE MODE
AUDIO
PANEL 1 AUDIO
PANEL 2
HSDB
HSDB
MAINTENANCE PANEL
HSDB
HSDB (REV. MODE)
NORM/REV
SWITCH
HSDB
AVIONICS AVIONICS
UNIT 1 UNIT 2
(GIA 1) (GIA 2)
SATELLITE WEATHER/RADIO SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
SATELLITE WEATHER/RADIO RECEIVER
The satellite weather/radio receiver is installed in the main instrument panel

compartment. It is accessed through the removal of the MFD.
The satellite weather/radio receiver is installed in the main instrument panel

compartment, on a modular rack installed in the integrated avionics system

rack.
The figure SATELLITE WEATHER/RADIO SYSTEM - RECEIVER


EFFECTIVITY: ALL
B

A SATELLITE WEATHER/
RADIO RECEIVER
ZONES
223
224
A
C C
SATELLITE WEATHER/
RADIO RECEIVER
B
SATELLITE WEATHER/RADIO SYSTEM - RECEIVER LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ANTENNA
The GPS 2 antenna, which is shared by GPS 2 system and by the satellite
weather/radio system is installed on top of the fuselage.
For more details about the GPS 2 antenna, refer to AMM SDS 34-56-00/1.
The figure SATELLITE WEATHER/RADIO SYSTEM - ANTENNA


EFFECTIVITY: ALL
ZONES
233 GPS 2 ANTENNA
234
B

A
B
GPS 2 ANTENNA 01
01 THIS ANTENNA PROVIDES SIGNAL FOR GPS 2 AND SATELLITE WEATHER/RADIO RECEIVER.
SATELLITE WEATHER/RADIO SYSTEM - ANTENNA LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation SATELLITE WEATHER/RADIO SYSTEM - WEATHER PRODUCTS AVAIL-

ABLE ON EACH PAGE (Continued)
SATELLITE WEATHER PRODUCTS AU
X-
Satellite weather products can be shown on Inset Map, on the PFDs, and on WEA WEAT
NAVI- TRI
several pages of the MFD. The WEATHER DATA LINK page is the dedicated THE HER NEAR FLIGH
WEATH- PFD GA- P
satellite weather page and it shows all available satellite weather products. R DA- IN- EST T
ER IN- TION PL
TA FOR- PAGE PLAN
The XM weather data can take up to five minutes to initialize. PROD- SET MAP AN-
LINK MA- GRO PA-
UCTS MAP PAG NIN

PAG TION UP GES
The information available on each page varies depending on the selected E G
E PAGE
page. PA
GE
SATELLITE WEATHER/RADIO SYSTEM - WEATHER PRODUCTS AVAIL-
ABLE ON EACH PAGE SIGMET/
No No Yes Yes No No No
AIRMET
AU
X- METAR No No Yes No No No No
WEA WEAT
NAVI- TRI
THE HER NEAR FLIGH City
WEATH- PFD GA- P No No Yes No No No No
R DA- IN- EST T Forecast
ER IN- TION PL
TA FOR- PAGE PLAN
PROD- SET MAP AN- Surface
LINK MA- GRO PA- No No Yes No No No No
UCTS MAP PAG NIN Analysis
PAG TION UP GES
E G
E PAGE Freezing
PA No No Yes No No No No
GE Levels
NEXRAD Yes Yes Yes No Yes Yes Yes Winds

No No Yes No No No No
Aloft
Cloud
No No Yes No No No No County
Top
Warn- No No Yes No No No No
Echo Top No No Yes No No No No ings
XM Light- Cyclone
Yes Yes Yes No Yes Yes Yes
ning Warn- No No Yes No No No No
ings
Cell
Move- Yes Yes Yes No Yes Yes Yes
ment

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
SATELLITE WEATHER/RADIO SYSTEM - WEATHER PRODUCTS AVAIL-
ABLE ON EACH PAGE (Continued)
AU
X-
WEA WEAT
NAVI- TRI
THE HER NEAR FLIGH
WEATH- PFD GA- P
R DA- IN- EST T
ER IN- TION PL
TA FOR- PAGE PLAN
PROD- SET MAP AN-
LINK MA- GRO PA-
UCTS MAP PAG NIN

PAG TION UP GES
E G
E PAGE
PA
GE
Radar
Cover- No Yes Yes No No No No
age
TFR Yes Yes Yes Yes Yes Yes Yes
TAF No No Yes Yes No No No
The figure SATELLITE WEATHER/RADIO SYSTEM - INSET MAP provides


EFFECTIVITY: ALL

PUSH PUSH
VOL ID
VOL SQ
EMERG
NAV COM
1600
20 20 4
200
PFD 1
A A PFD 2
PUSH
1−2
10 10
1500
2
PUSH
1−2
180 1400 BARO
40
170 13
20
160 PUSH
STD
10 10 1200 2
140 356 1100 4

TAS 170KT 2992 IN
N 3 − +
DIORE NORTH UP 33
3O
TFR: N/A
6
135 NAV1 PUSH
PAN
E
INSET MAP D MENU
24
12
INMOM 15 FPL PROC
21
8 NM
S
TA OFF SCALE
CLR ENT
XPDR 1200 ON R
DFLT MAP
FMS
PUSH CRSR
SATELLITE WEATHER/RADIO SYSTEM - INSET MAP
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
XM RADIO PAGE
On the MFD there is also a page related to XM satellite radio. This page can
be shown using the outer FMS knob to select the AUX page group and then
using the inner FMS knob to select the XM RADIO page.
The XM RADIO page provides information and control of the audio

entertainment features of the XM satellite radio.

The figure SATELLITE WEATHER/RADIO SYSTEM - XM RADIO PAGE

EFFECTIVITY: ALL
MFD
A

PUSH
VOL SQ
PUSH
VOL ID
ACTIVE CHANNEL EMERG
Gladys Knight & XM 7 Decades COM

Neither One Of U The 70s
NAV
CHANNELS
CHANNEL NAME TITLE CATEGORY PUSH
1−2
0 RADIO ID: G386308N
PUSH
1−2 1 XM Preview Snoop Dog Caming To XM BARO
4 The 40s Savay Express Savay Express Decades
5 The 50s Pat Boone Remenber You’re Decades
6 The 60s YongRascals Good Lavin* Decades PUSH

STD
7 The 70s Gladys Knight & Neither One Of U Decades
8 The 80s Steve Winvaad Higher Love Decades

MENU KEY
9 The 90s Pearl Jan Ever Flow Decades RANGE
10 America Clint Black A Better Man Country
− +
11 Nashville Trisha Yearwood Reindeer Boogle Country
12 X Country Rod Picott Up All Night Country
13 Hank’s Place Justin Trevina Teardraps Don’t Country

PUSH
PAN ENT KEY
14 Bluegtrass Juncti Valerie Snith & No Sunner Store Country
15 Falk Village Jackson Browne Daddy’s Tune Country D MENU
CATEGORY VOLUME FPL PROC
All Categories 54%

CLR ENT
DUAL FMS
MAP WPT AUX NRST
CAS CAS MAP RADIO INFO CHNL CATGRY VOL PRESETS DFLT MAP
KNOB
FMS
PUSH CRSR
SOFTKEYS (REF.) PAGES IN CURRENT

PAGE GROUP
A PAGE GROUPS
SATELLITE WEATHER/RADIO SYSTEM - XM RADIO PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CONTROLS
The Satellite weather and radio controls are located on the bezel of the flight
display units and on the audio panels. The flight display units and the audio
panels are located on the main instrument panel.
On the PFD, the INSET softkey enables and disables the depiction of the
satellite weather information on Inset Map.

The selection of pages and groups on the MFD is performed using the dual
FMS knob. The dedicated satellite weather page (WEATHER DATA LINK
page) can be shown by using the outer FMS knob to select the MAP page
group and then using the inner FMS knob to select the WEATHER DATA
LINK page.
The softkeys are used to enable and disable certain satellite weather
products in the selected page. The keys on the bezel of the flight display units
are used to customize some pages on the NAVIGATION MAP page and on
the WEATHER DATA LINK page.
For satellite radio, besides softkeys, dual FMS knob and keys on the MFD
bezel, there is also the MUSIC key on each audio panel that enables and
disables audio output. Thus, after selecting a channel and setting the volume
on the XM RADIO page, it is necessary to push the MUSIC key, on the audio
panel, to enable the music. Muting the music occurs automatically upon
aircraft VHF (Very High Frequency) radio activity, marker beacon activity or
intercom activity. For more details about airborne audio system, refer to AMM
SDS 23-51-00/1.
The figure SATELLITE WEATHER/RADIO SYSTEM - CONTROLS provides


EFFECTIVITY: ALL
MFD
B A
COM1
MIC COM1
COM2
COM2
MUSIC KEY MIC
B COM3
COM3
MIC
PA TEL

MUSIC SPKR
MKR HI
MUTE SENS
DME NAV1
ADF NAV2
AUX
PUSH PUSH MAN

VOL ID
14.00 MAP - WEATHER DATA LINK 136.975 136.000 COM2
VOL SQ PLAY
SQ
NORTH UP
EMERG
NEXRAD
LAKE H INTR
NAV AGE: 6min COM
COM CABIN
RAIN
GRAND TRAVERS L H
I MIX E
G A ICS MSTR
H V
PUSH SNOW PUSH
T Y
1−2 1−2
CLD TOP
LAKE MICHIGAN AGE: 13min BARO
XM LTNG
AGE: 1min VOL SQ
PUSH
STD JOYSTICK
RANGE
DISPLAY BACKUP
UNITED STATES OF AMERICA
− +
PUSH MENU KEY

B
PAN
D MENU
FPL PROC
ENT KEY
N + CLR ENT
+ 1000NM
R +
MAP WPT AUX NRST
DFLT MAP
FMS
DUAL FMS
PUSH CRSR
KNOB
SOFTKEYS (REF.)
SATELLITE WEATHER/RADIO SYSTEM - CONTROLS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
SATELLITE WEATHER INDICATIONS
The main information presented by the dedicated satellite weather page

(WEATHER DATA LINK page), on the MFD, is detailed in Table - SATELLITE
WEATHER/RADIO SYSTEM - SATELLITE WEATHER INDICATIONS.
It gives further details about the weather

products enabled, like scales and age.
When the age of a weather product is great-

Weather Prod-
1 er than half of the expiration time, it will
ucts Information
change from cyan to amber in color. Each
product has its expiration time and update
rate.
Weather Prod- It shows the symbols of the weather prod-
2
ucts Symbols ucts that are enabled.
Using the softkeys, it is possible to select the
weather products to be shown. The cells in
3 Softkeys light gray with black letter are the ones se-
lected. The cells in dark gray with white let-
ters are not selected.
It shows the weather products enabled.
Each product is represented by different col-
Enabled Weather ors, symbols or text. On the WEATHER DA-
4
Products TA LINK page, it is possible to access all
symbols and legends, by pushing the LEG-
END softkey.
The figure SATELLITE WEATHER/RADIO SYSTEM - SATELLITE

WEATHER INDICATIONS provides further data on the preceding text.

EFFECTIVITY: ALL
MFD
A

PUSH PUSH
VOL ID
14.00 MAP - WEATHER DATA LINK 136.975 136.000 COM2
VOL SQ
1
NORTH UP
EMERG
NEXRAD
LAKE H
NAV AGE: 6min COM
RAIN
GRAND TRAVERS L H
I MIX E
G A
H V
PUSH SNOW PUSH
T Y
1−2 1−2
LAKE MICHIGAN CLD TOP

AGE: 13min BARO
XM LTNG
AGE: 1min
PUSH
STD
RANGE
UNITED STATES OF AMERICA

− +
++
+
PUSH
PAN
+
++
++ + D MENU 2
4 ++
++
++++ FPL PROC
++
+
++ + ++++
++ ++
++++ +
N +
+ 1000NM
CLR ENT
++ ++ R +
++ MAP WPT AUX NRST
DFLT MAP
NEXRAD ECHO TOP CLD TOP LTNG CELL MOV SIG/AIR METAR LEGEND MORE WX
FMS
PUSH CRSR
3
SATELLITE WEATHER/RADIO SYSTEM - SATELLITE WEATHER INDICATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Before the satellite weather/radio receiver can be used for the first time, it has
to be activated by XM Satellite Radio and services have to be subscribed to
XM Satellite Radio Corporation. For this, the radio ID (Identification)s are
required.
These IDs are shown on the XM INFORMATION page, on the MFD. The

DATA RADIO ID field shows the ID for the XM weather data and the AUDIO
RADIO ID field shows the ID for the XM satellite radio.
The XM INFORMATION page can be shown using the INFO softkey, on the
XM RADIO page.
The contact to the XM Satellite Radio can be done by e-mail (address listed
on their website, www.xmradio.com) or by the customer service phone
number listed on the website.
When a new satellite weather/radio receiver is installed in the aircraft, it is

necessary to contact XM Satellite Radio to update the radio IDs on the current
subscription or to start a new subscription.

EFFECTIVITY: ALL
FLIGHT MANAGEMENT COMPUTING 34-60
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Introduction
The flight management computing subsystem uses the navigation data to

calculate the position or control the flight path of the aircraft.
General Description
The FLIGHT MANAGEMENT COMPUTING includes this subsystem:


• FLIGHT MANAGEMENT SYSTEM (AMM SDS 34-61-00/1)
Components
FLIGHT MANAGEMENT SYSTEM (34-61)
The FMS (Flight Management System) is an integrated system that provides

flight planning, lateral and vertical navigation, and RNP (Required Navigation
Performance) capabilities. The system displays provide some basic functions
used for trip and weight planning.
The figure FLIGHT MANAGEMENT COMPUTING - OVERVIEW provides


EFFECTIVITY: ALL

FLIGHT MANAGEMENT
COMPUTING
(34−60)
FLIGHT MANAGEMENT
SYSTEM
(34−61)
FLIGHT MANAGEMENT COMPUTING - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
FLIGHT MANAGEMENT SYSTEM 34-61
Introduction
The FMS (Flight Management System) is an integrated system that provides

flight planning, lateral and vertical navigation, and RNP (Required Navigation
Performance) capabilities. The system displays provide some basic functions
used for trip and weight planning.
The FMS navigation is based on GPS (Global Positioning System). The FMS

is not a multi-sensor system and it does not use sensors like VOR (VHF
Omnidirectional Range), DME (Distance Measuring Equipment) or inertial
reference systems to determine position.
The FMS is a software hosted in each flight display unit MFD (Multi-Function
Display) and PFD (Primary Flight Display).
The figure FLIGHT MANAGEMENT SYSTEM - OVERVIEW provides further


EFFECTIVITY: ALL

FMS
FLIGHT LATERAL WAAS BASED VERTICAL RADIO WEIGHT/TRIP NRST (NEAREST) WPT (WAYPOINT)
PLANNING NAVIGATION APPROACHES NAVIGATION AUTO−TUNING PLANNING PAGES PAGES
FLIGHT MANAGEMENT SYSTEM - OVERVIEW
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EFFECTIVITY: ALL
General Description The figure FLIGHT MANAGEMENT SYSTEM - BLOCK DIAGRAM provides
The FMS features provide the necessary support to the RNP which is a
statement of the navigation performance accuracy necessary for operation
within a defined airspace. The RNP types are established according to 95%
navigational accuracy in the horizontal plane. Each type is identified by an
accuracy value expressed in nautical miles.

Each flight display unit PFDand MFDindependently computes navigation
guidance to allow for reversionary guidance in the event of failure in one of
the units. Flight plan data entry and pilot-performed navigation modifications
are synchronized on all LRU (Line Replaceable Unit).
If one display is restarted or cold started while another connected display is

already running, the active flight plan and navigation state is transferred to
the recently-started LRU. Additionally, the navigation solutions are
considered parallel and independent except that the flight plan operations
and data are synchronized. As long as there are not flight plan changes, the
navigation updates occur without interaction.
There is not any "master" solution that is broadcast throughout the system.
There are separate pilot and copilot navigation HSDB (High Speed Data Bus)
packets for PFD 1, MFD and PFD 2.
The FD (Flight Director) can be coupled to either PFD 1 or PFD 2. When a

display fails, the other display navigation solutions continue without
interruption. The GPS 1 and GPS 2 sensors are also used independently for
the PFD 1, MFD and PFD 2 solutions, respectively. However the displays
always automatically revert to the best GPS, based on the solution provided
for each receiver (3D differential, 3D, 2D differential, etc). This reversion is
automatic and continually occurs.
Besides the software hosted in each flight display unit MFD and PFD, the
FMS has the component that follows:
• FMS Panel (AMM MPP 34-61-01/401)

EFFECTIVITY: ALL
HSDB
HSDB DATA HSDB

CONCENTRATOR
UNIT
DC BUS 1 DC BUS 2
HSDB
FMS
PANEL
MFD MFD SATELLITE
RECEIVER
RS−232

PFD 1 PFD 2
HSDB
HSDB
PFD 1 PFD 2
RS 232 RS 232
MFD HSDB
GUIDANCE
PANEL
HSDB
EMERGENCY BUS
HSDB
MAINTENANCE PANEL
HSDB
HSDB (REV. MODE)
GPS 1 NORM/REV
GUIDANCE PNL
ANTENNA SWITCH
GPS 2
ANTENNA
HSDB
INTEGRATED EMERGENCY BUS DC BUS 2 INTEGRATED
AVIONICS AVIONICS
UNIT 1 UNIT 2
(GIA 1) (GIA 2)
GIA 1 GIA 2
GPS 1 GPS 2
TO SATELLITE
WEATHER/RADIO
RECEIVER
FLIGHT MANAGEMENT SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components The dual FMS knob is used to turn the selection

cursor ON and OFF. When the cursor is ON, data
FLIGHT DISPLAY UNIT may be entered in the applicable window by turn-
7 Dual FMS knob ing the inner and outer knobs. The outer knob
The flight display units PFD and MFD host the FMS software and provide the
moves the cursor on the page, while the inner
FMS data. The controls are located on bezels of the PFD and MFD.
knob selects individual characters in the high-
lighted cursor location.
This key is used to enter a destination waypoint
and establish a direct course to the selected des-

For more detail about flight display units refer to AMM SDS 31-61-00/1.
1 Direct-to key tination (the destination is either specified by the
identifier, chosen from the active route, or taken The figure FLIGHT MANAGEMENT SYSTEM - FLIGHT DISPLAY UNIT -
from the map pointer position). CONTROLS provides further data on the preceding text.
This key is used to select a context-sensitive list
of options. This list allows the user to access ad-
2 MENU key
ditional features or make setting changes that re-
late to particular pages.
This key is used to select the ACTIVE FLIGHT
3 FPL key PLAN page for creating and editing the active
flight plan.
This key is used to select the IFR (Instrument
Flight Rules) departure procedures, arrival pro-
cedures and approach procedures for a flight
plan. If a flight plan is used, available procedures
4 PROC key for the departure and/or arrival airport are auto-
matically suggested. These procedures can then
be loaded into the active flight plan. If a flight plan
is not used, both the desired airport and the de-
sired procedure may be selected.
This key is used to validate or confirm a menu
5 ENT key
selection or data entry.
This key is used to erases information, cancel
6 CLR key
entries, or remove page menus.

EFFECTIVITY: ALL
PUSH PUSH
VOL ID VOL SQ

EMERG
NAV COM
PUSH PUSH
1−2 1−2
BARO
PUSH
STD
A A A RANGE
+
1
−
PFD 1 MFD PFD 2 PUSH 2
PAN
D MENU 3
FPL PROC 4
CLR ENT 5
DFLT MAP
FMS 6
7
PUSH CRSR
FLIGHT DISPLAY UNIT
FLIGHT MANAGEMENT SYSTEM - FLIGHT DISPLAY UNIT - CONTROLS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
FMS PANEL This key is used to select the IFR departure

procedures, arrival procedures and approach
Many of the controls on the FMS panel have the same function as those procedures for a flight plan. If a flight plan is
located on the bezels of the flight display units, with the advantage of enabling used, available procedures for the departure
direct typing of waypoints by using the alphanumeric keys. 5 PROC key and/or arrival airport are automatically sugges-
ted. Theses procedures can then be loaded in-
RE to the active flight plan. If a flight plan is not
DESCRIPTION FUNCTION
F. used, both the desired airport and the desired
procedure may be selected.

This knob is used to select the MFD page to be
viewed; the outer knob selects a page group Changes the map range when rotated. Acti-
6 Joystick
(MAP, WPT, AUX, NRST), while the inner knob vates the map pointer when pressed.
selects a specific page within the page group.
Pressing the dual FMS knob turns the selection These keys are used to enter data quickly,
Alphanumeric
1 Dual FMS knob cursor ON and OFF. When the cursor is ON, 7 without having to select individual characters
keys
data may be entered in the applicable window with the dual FMS knob.
by turning the inner and outer knobs. In this Plus (+) Minus
case, the outer knob moves the cursor on the 8 This key is used to select (+) or (-) signals.
(-) key
page, while the inner knob selects individual
characters for the highlighted cursor location. 9 Decimal key This key is used to enter a decimal point.
This key is used to select the ACTIVE FLIGHT The center of this key is used to activate the
2 FPL key PLAN page for creating and editing the active selected softkey, while the right and left arrows
10 SEL key
flight plan, or for accessing stored flight plans. are used to move the softkey selection box to
the right and to the left respectively.
This key is used to enter a destination waypoint
and establish a direct course to the selected This key is used to validate or confirm a menu
11 ENT key
3 Direct-to key destination (the destination is either specified selection or data entry.
by the identifier, chosen from the active route, This key is used to erase information, cancel
or taken from the map pointer position). entries, or remove page menus. Pressing and
12 CLR key
This key is used to select a context-sensitive holding this key, displays the NAVIGATION
list of options. This list allows the user to access MAP page automatically.
4 MENU key
additional features or make setting changes 13 SPC key This key is used to add a space character.
that relate to particular pages.
This key is used to move the cursor back one
14 BKSP key
character space.

EFFECTIVITY: ALL
NOTES: NOTES:

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EFFECTIVITY: ALL
The figure FLIGHT MANAGEMENT SYSTEM - FMS PANEL - CONTROLS


EFFECTIVITY: ALL
1 2 3 4 5
A

RANGE
D MENU
− +
FMS
FPL PROC
PUSH CRSR
PUSH 6
A B C D E F
PAN
1 2 3
G H I J K
4 5 6
L M N O P Q
7
7 8 9 8
R S T U V
X Y +/− 0 .
W Z 9
SOFTKEY SELECT
DFLT
BKSP SPC MAP CLR ENT SEL
14 13 12 11 10
FMS PANEL
FLIGHT MANAGEMENT SYSTEM - FMS PANEL - CONTROLS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation Based on the active flight plan or direct-to destination, it is possible to access
procedures like approaches, departures and arrivals. In either case, the
FMS FUNCTIONS departure and destination airports must have associated published
procedures.
The FMS functions are:
The flight plan information can be presented on the MFD and on the PFD.
• Flight planning
The MFD can display two pages, ACTIVE FLIGHT PLAN and FLIGHT PLAN
• LNAV (Lateral Navigation) CATALOG.

• WAAS (Wide Area Augmentation System) based approaches On both PFD it is also possible to access flight plan and perform the same
operations as those in the MFD, except for VNAV. On the bezel of MFD and
• Radio auto-tuning PFD there are controls used to perform flight plan operations.
• VNAV (Vertical Navigation) The flight plan functions on the MFD can be controlled by using the FMS
Panel that has similar buttons and keys as the ones on PFD and MFD bezel,
• Weight/trip planning with the advantage that the waypoints can be directly typed by using the
alphanumeric keys.
• NRST (Nearest) pages
FLIGHT PLAN INFORMATION ON MFD
• WPT (Waypoint) pages
The MENU window can be selected on each flight plan page on the MFD, by
FLIGHT PLANNING
pressing the MENU key on the bezel. The options in green are currently
The FPL pages are used to create, edit and copy flight plans. Each flight plan available to be selected.
may contain up to 99 waypoints. The system supports one active flight plan
On ACTIVE FLIGHT PLAN page it is possible to create and modify the active
and 1000 user defined waypoints. Other 99 flight plans can also be stored on
flight plan.
internal, nonvolatile memory, thus resulting in 100 flight plans supported by
the system. The ACTIVE FLIGHT PLAN page displays the ACTIVE FLIGHT PLAN
window, the CURRENT VNV PROFILE window, and the navigation map. The
The system supports all ARINC (Aeronautical Radio Incorporated) 424 leg
ACTIVE FLIGHT PLAN window presents information as flight plan title,
types, IFR procedures, SID (Standard Instrument Departure) and STAR
waypoint identifier, airway identifier, procedure header, active flight plan leg,
(Standard Instrument Arrivals), Jet and Victor airways. The direct-to
desired track to waypoint, distance to waypoint, and waypoint altitude
navigation feature provides a quick method of setting a GPS course to a
constraint. It is also possible to add more fields with information like ETE
destination waypoint. Once a direct-to navigation is activated, the system
(Estimated Time en Route) and ETA (Estimated Time of Arrival), by selecting
establishes a point-to-point course line from the present position to the
the wide view mode. The active flight plan can be configured to show
selected direct-to destination. Course guidance is provided until the direct-to
cumulative distance over the length of the flight plan or the distance for each
navigation is cancelled or replaced by a new destination.
leg of the flight plan.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The figure FLIGHT MANAGEMENT SYSTEM - ACTIVE FLIGHT PLAN

PAGE provides further data on the preceding text.

EFFECTIVITY: ALL
MFD
NAVIGATION MAP ACTIVE FLIGHT PLAN PAGE


PUSH
PUSH VOL SQ
VOL ID
NAV2 108.00 117.95 FPL - ACTIVE FLIGHT PLAN 136.975 118.000 COM2
EMERG
NORTH UP
ACTIVE FLIGHT PLAN COM
NAV KMKC / KCOS
ACTIVE FLIGHT
42.0 N1% 92.9
DTK
Departure - KMKC-ALLTIFTO2.TIFTO
DIS ALT
PUSH
PLAN WINDOW
PUSH
KMKC FT
1−2
1−2
MCI 322 21.0 NH FT
TIFTO 287 57.0 NH FT
BARO
713 ITT C
713 KFLU Enraute
142.8 N2% 142.8 TOP 147 32.3 NH FT
137 OIL PRES PSI 137 KMCI Airway - V508.HYS
PUSH
95 OIL TEMP C 95 MCI ZOYFY 290 19.6 NH FT STD
FUEL
MHK 255 34.9 NH FT
1100 FF PPH 1100
CEKIS 203 8.6 NH FT
5000 FQ LB 5000
SLN 258 41.0 NH FT
TEMP 0C CURRENT VNV PROFILE RANGE
ELEC CABIN
BATT1 25 V KTS KMKC ACTIVE VNV WPT FT at
BATT2 25 V
ALT 7200 FT
VS TGT FPM FPA
− +
RATE 0 FPM
SPDBRK VS REQ FPM TIME TO TOD
DELTA-P 5.0 PSI
LFE V DEV FT
PUSH
OXY 1450 PSI PAN
LG FLAPS USR000
UP
1
D MENU
MENU KEY
UP UP
TRIM FPL PROC

ROLL PITCH KOJC
KIXD
CLR ENT
CAMI
YAW 50
50 NH FPL
DFLT MAP
SYSTEM MAP LD WPT VIEW CNCL VNV
FMS
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - ACTIVE FLIGHT PLAN PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
FLIGHT PLAN INFORMATION ON MFD (continued)
A stored flight plan can be created and modified on the FLIGHT PLAN
CATALOG page.
The FLIGHT PLAN CATALOG page displays the FLIGHT PLAN CATALOG
window, FLIGHT PLAN LIST window, FLIGHT PLAN INFO window, and the
selected flight plan map.

The FLIGHT PLAN CATALOG window presents information as the number
of flight plans in memory, on the USED field, and the number of empty
positions to store new flight plans, on the EMPTY field.
The FLIGHT PLAN LIST window shows the flight plans stored in memory.
The FLIGHT PLAN INFO window shows the departure waypoint, destination
waypoint, total flight plan distance and enroute safe altitude.
The figure FLIGHT MANAGEMENT SYSTEM - FLIGHT PLAN CATALOG


EFFECTIVITY: ALL
MFD
SELECTED FLIGHT FLIGHT PLAN FLIGHT PLAN CATALOG
PLAN MAP CATALOG PAGE WINDOW

PUSH
PUSH VOL SQ
VOL ID
NAV1 108.00 117.95 GS 0 KT ___ T
DTK TRK 357 ETE __:__ 136.975 118.000 COM1
NAV2 108.00 117.95 FLIGHT PLAN CATALOG PAGE 136.975 118.000 COM2
EMERG
NORTH UP
FLIGHT PLAN CATALOG COM
NAV USED 5 EMPTY 94
FLIGHT PLAN LIST

42.0 N1% 92.9 1 J / 51K PUSH
PUSH 2 O / L 1−2
1−2
3 C / D
FLIGHT PLAN
4 BVK / O BARO LIST WINDOW
713 ITT C
713 KFLU 5 KMKC / KCOS
142.8 N2% 142.8 6

137 OIL PRES PSI 137 7
KMCI PUSH
95 OIL TEMP C 95 MCI 8 STD
FUEL 9
1100 FF PPH 1100
10
5000 FQ LB 5000
11
TEMP 0C 12 RANGE
ELEC CABIN
BATT1 25 V KTS KMKC 13
BATT2 25 V
ALT 7200 FT 14 − +
RATE 0 FPM
SPDBRK
15
DELTA-P 5.0 PSI
16
LFE
PUSH
1450 PSI 17
OXY PAN
LG FLAPS USR000
FLIGHT PLAN INFO
UP
DEPARTURE D MENU
UP UP 1 DESTINATION FLIGHT PLAN
FPL PROC
ROLL
TRIM
PITCH
KIXD
KOJC
TOTAL DISTANCE
ENROUTE SAFE ALT
INFO WINDOW
CLR ENT
CAMI
YAW 50
50 NH FPL
DFLT MAP
SYSTEM MAP LD WPT VIEW CNCL VNV
FMS
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - FLIGHT PLAN CATALOG PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
FLIGHT PLAN INFORMATION ON PFD
The FPL key on thePFD bezel, is used to get access to the FLIGHT PLAN
window that shows the flight plan title, desired track to waypoint, distance to
waypoint, airway identifier, waypoint ID and active leg. The active flight plan
can be created and modified on the FLIGHT PLAN window.
The dual FMS knob is used to scroll waypoints and options in several

windows.
The MENU key is used to select the PAGE MENU, which contains the
operations that can be performed, like Store Flight Plan, Invert Flight Plan,
Delete Flight Plan, Load Airways, Expand Airways, Remove Departure,
Remove Arrival, Remove Approach, Closest Point of FPL, Parallel Track. The
options in green are currently available to be selected.
The key identified by a “D” with an arrow is used to select the DIRECT TO
window. The PROC key is used to select the PROCEDURES window that
supplies a list of possible procedures like approaches, departures and
arrivals.
The figure FLIGHT MANAGEMENT SYSTEM - FLIGHT PLAN WINDOW


EFFECTIVITY: ALL

PUSH PUSH
VOL ID VOL SQ
NAV1 108.00 117.95 136.975 118.000 COM1
NAV2 108.00 117.95 136.975 118.000 COM2
EMERG
NAV COM
15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 15300 1−2
10 10 2
220 15200 BARO
20
210 151
FLIGHT PLAN
00
200 PUSH
STD
WINDOW
10 10 15000 2
A PFD 1 PFD 2
A
190 307 14900 4
M .411 30.04 IN
30 33 − +
FLIGHT PLAN
W DIRECT−TO
KMKC / KCOS
N
KEY
24
GPS TERM DTK DIS PUSH
PAN
3
KMKC-ALL.TIFT02.TIFTO
21
KMKC
D MENU MENU KEY
6
MCI 322 21.1 NM
TIFTO 287 57.0 NM
S
E FPL PROC
15 12 Enroute
CLR ENT PROC KEY
DFLT MAP
OBS MSG
INSET SENSOR PFD CDI DME XPDR IDENT TMR/REF NRST
FMS
PUSH CRSR
A DUAL FMS
KNOB
FLIGHT MANAGEMENT SYSTEM - FLIGHT PLAN WINDOW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The FLIGHT PLAN CATALOG page on the MFD allows the selection of a
FLIGHT PLAN STORAGE stored flight plan for editing on the STORED FLIGHT PLAN page. After
selecting the desired point of insertion and entering the waypoint, it is added
The integrated avionics system can store up to 99 flight plans, numbered 1
in front of the selected waypoint. Flight plans are limited to 99 waypoints
through 99. The active flight plan is erased when the integrated avionics
(including waypoints within airways and procedures). If the number of
system is powered off or when another flight plan is activated. Details about
waypoints in the flight plan exceeds 99, an alert message appears and the
each stored flight plan are displayed on the FLIGHT PLAN CATALOG page
new waypoint(s) are not added to the flight plan.
and on the STORED FLIGHT PLAN page.
If the identifier entered in the waypoint INFORMATION window has

The stored flight plans can be alphanumerically sorted based on the name
duplicates, a DUPLICATE WAYPOINTS window is displayed. Use the dual
(comment) assigned to each flight plan.
FMS knob to select the correct waypoint.
Upon activation of a stored flight plan, the active flight plan is automatically
The figure FLIGHT MANAGEMENT SYSTEM - STORED FLIGHT PLAN
erased and replaced with the newly activated flight plan. Inverting a stored
flight plan reverses the waypoint order and activates it.
The integrated avionics system allows copying a flight plan into a new flight
plan memory slot for editing, etc., without affecting the original flight plan.
Individual or all stored flight plans can be deleted from the integrated avionics
system memory
FLIGHT PLAN EDITING
The integrated avionics system allows deleting an active flight plan. Deleting
the active flight plan cancels navigation by the integrated avionics system.
Individual waypoints, entire airways, and entire procedures can be deleted

from a flight plan. Some waypoints in the final approach segment (such as
the final approach fix or missed approach) cannot be deleted individually.
Attempting to delete a waypoint that is not allowed results in a window
displaying "INVALID FLIGHT PLAN MODIFICATION".
The comment (or name) field of each flight plan can be changed to something
that is useful for identification and sorting.
ADDING WAYPOINTS TO AN EXISTING FLIGHT PLAN
Waypoints can be added to the active flight plan or any stored flight plan.

EFFECTIVITY: ALL
MFD
STORED FLIGHT PLAN PAGE


DESIRED TRACK
PUSH
PUSH VOL SQ
VOL ID
NAV2 108.00 117.95 FPL - STORED FLIGHT PLAN 136.975 118.000 COM2
EMERG
DISTANCE
NORTH UP
STORED FLIGHT PLAN COM
NAV 05 KMKC / KCOS
42.0 N1% 92.9

DTK DIS ALT
ALTITUDE
Departure - KMKC-ALL.TIFTO02.TIFTO PUSH
PUSH 1−2
1−2 KMKC
MCI 323 11.8 NM
TIFTO
BARO
287 57.0 NM
713 ITT C
713 Enroute
142.8 N2% 142.8 TOP 147 32.3 NM

TIFTO PUSH
95 OIL TEMP C 95 ZOYFY 290 19.6 NM STD
FUEL
1100 FF PPH 1100 MHK 255 34.9 NM
5000 FQ LB 5000 KMCI
CEKIS 203 8.6 NM
ZOYFY
MCI SLN 258 41.0 NM
TEMP 0C RANGE
ELEC CABIN KM
TOP
BATT1 25 V
BATT2 25 V
ALT 7200 FT − +
RATE 0 FPM KFOE
LFE
PUSH
OXY 1450 PSI PAN
LG FLAPS
UP
D MENU
UP UP 1
TRIM FPL PROC
ROLL PITCH
CLR ENT
YAW 50
150 NH FPL
SYSTEM MAP LD DP LD STAR LD APR ACTIVE

DFLT MAP
DUAL FMS
FMS KNOB
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - STORED FLIGHT PLAN PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ADDING AIRWAYS TO A FLIGHT PLAN
Airways can be added to the active flight plan or any stored flight plan. After
choosing a flight plan (add the desired airway entry point if not already in the
flight plan), you can select the waypoint after the desired airway entry point.
Pressing the MENU key on the MFD bezel, causes the option “Load Airway”
to appear as selectable only when an acceptable airway entry waypoint has
been indicated. Selecting “Load Airway” option and pressing ENT, the

AIRWAY SELECT page comes into view and displays the list of the airways
that are selectable from the airway entry waypoint. The list of airways is sorted
such that low altitude airways are presented at the top of the list, followed by
“all” altitude airways, followed by high altitude airways. After selecting the
airway, it is necessary to select an airway exit waypoint from a list, by using
the dual FMS knob, and confirm the selection by pressing the ENT key. After
pressing the ENT key, the field “LOAD?” is highlighted. The pilot can then
review the segment chose in the navigation map, on the MFD, and press the
ENT key to load the selected segment in the flight plan.
The figure FLIGHT MANAGEMENT SYSTEM - SELECT AIRWAY PAGE


EFFECTIVITY: ALL
MFD
SELECT AIRWAY PAGE


PUSH PUSH
VOL ID
108.00 117.95 GS 0 KT DTK ___ TRK 357 ETE __:__ 136.975 118.000
VOL SQ
NAV1
NAV2 108.00 117.95
T
FPL - SELECT AIRWAY 136.975 118.000
COM1
COM2
AIRWAY ENTRY
NORTH UP
ENTRY
EMERG
WAYPOINT
NAV COM
KHLC TOP
AIRWAY
PUSH
42.0 N1% 92.9 V508
PUSH
AIRWAY
1−2 EXIT 1−2
HYS
SEQUENCE
BARO
713 ITT C
713 TOP
142.8
137
N2% 142.8
137
ZOYFY 290 19.6 NH AIRWAY EXIT
OIL PRES PSI MHK 255 34.9 NH
95 OIL TEMP C 95 CEKIS 203 8.6 NH
PUSH
STD WAYPOINT
FUEL
1100 FF PPH 1100
KRSL SLN 258 41.0 NH
KRSL
HYS
5000 FQ LB 5000 V500 HYS 262 77.7 NH
TEMP 0 C
ELEC CABIN
RANGE AIRWAY WAYPOINT
25 V
BATT1
BATT2 25 V
ALT 7200 FT − + SEQUENCE
RATE 0 FPM
LFE
PUSH
OXY 1450 PSI PAN
LG FLAPS
UP
UP
UP 1 KGBD
D MENU
MENU KEY
TRIM FPL PROC
ROLL PITCH
LOAD?
YAW 50 80 NH FPL
CLR ENT
ENT KEY
DFLT MAP
SYSTEM MAP DCLTR-1
FMS
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - SELECT AIRWAY PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ADDING PROCEDURES TO A STORED FLIGHT PLAN
The integrated avionics system allows the pilot to insert predefined instrument
procedures from the navigation database into a flight plan. The procedures
are designed to facilitate routing of traffic leaving an airport (departure),
arriving at an airport (arrival), and landing at an airport (approach).
The PROCEDURE window provides direct access to departures, arrivals and


approaches, based upon the active flight plan or direct-to destination. In either
case, the departure and destination airports must have published procedures
associated with them.
The PROCEDURE window is displayed and removed by pressing the PROC

key on the MFD bezel. The PROCEDURE window enables to activate vector-
to-final, approach or missed approach; select approach, arrival, or departure.
The dual FMS knob can be used to highlight the SELECT DEPARTURE
option. Pressing the ENT key, the DEPARTURE LOADING page is displayed.
A DPRT (Departure) procedure is loaded through the DEPARTURE

LOADING page, at the departure airport in the flight plan. Only one departure
can be loaded at a time in a flight plan. The route is defined by selection of a
departure, the transition waypoints, and a runway.
The DEPARTURE LOADING page shows the DEP, STAR and APR softkeys,
which enable to alternate between the procedures loading pages.
The PFD enables the selection and activation of some procedures.
Pressing the PROC key the PROCEDURE window is displayed. The dual
FMS knob can be used to highlight the SELECT DEPARTURE option.
Pressing the ENT key, the SELECT DEPARTURE window is displayed.
The steps necessary to select or activate a procedure through the PFD are
similar to the ones described for the MFD.
The figure FLIGHT MANAGEMENT SYSTEM - DEPARTURE LOADING


EFFECTIVITY: ALL
MFD
DEPARTURE LOADING PAGE


DEPARTURE
PUSH
AIRPORT
PUSH VOL SQ
VOL ID
NAV2 108.00 117.95 PROC - DEPARTURE LOADING 136.975 118.000 COM2
EMERG
NORTH UP
AIRPORT COM SELECTED
NAV KMKC PUBLIC DEPARTURE
WHEELER DOWNTOWN
42.0 N1% 92.9 KANSAS CITY MO
PUSH
1−2
PUSH
1−2
DEPARTURE
TIFTO2
SELECTED
RUNWAY
BARO RUNWAY
713 ITT C
713 ALL
142.8 N2% 142.8 TIFTO
TRANSITION
95 OIL TEMP C 95 TIFTO PUSH
STD SELECTED
1100
FUEL
FF PPH 1100
SEQUENCE
TRANSITION
5000 5000 KMKC
FQ LB
MCI 323 11.8 NM
MCI
TEMP 0C TIFTO 287 57.0 NM RANGE
ELEC CABIN
BATT1 25 V
ALT 7200 FT − + DEPARTURE
BATT2 25 V KM
SPDBRK
RATE
DELTA-P
0 FPM
5.0 PSI
WAYPOINT
LFE
PUSH
SEQUENCE
OXY 1450 PSI PAN
LG FLAPS
UP
D MENU PROC KEY
1
PREVIEW OF SELECTED UP UP
TRIM
LOAD?
FPL PROC
ROLL PITCH
DEPARTURE
YAW 50
100 NM
CLR ENT
ENT KEY
PROC
DFLT MAP
SYSTEM MAP DP STAR APR GO BACK
FMS
PUSH CRSR
SOFTKEYS (REF.) DUAL FMS

KNOB
FLIGHT MANAGEMENT SYSTEM - DEPARTURE LOADING PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ADDING PROCEDURES TO A STORED FLIGHT PLAN (continued)
The dual FMS knob enables to highlight the SELECT ARRIVAL option on the
PROCEDURE window. Pressing the ENT key, the ARRIVAL LOADING page
is displayed.
A STAR procedure is loaded through the ARRIVAL LOADING page, at the

destination airport in the flight plan. Only one arrival can be loaded at a time

in a flight plan. The route is defined by selection of an arrival, the transition
waypoints, and a runway
The ARRIVAL LOADING page shows the DEP, STAR and APR softkeys,
FMS knob can be used to highlight the SELECT DEPARTURE option.
Pressing the ENT key, the SELECT ARRIVAL window is displayed.
The figure FLIGHT MANAGEMENT SYSTEM - ARRIVAL LOADING PAGE


EFFECTIVITY: ALL
MFD
ARRIVAL LOADING PAGE


DESTINATION
PUSH
AIRPORT
PUSH VOL SQ
VOL ID
NAV2 108.00 117.95 PROC - ARRIVAL LOADING 136.975 118.000 COM2
EMERG
NORTH UP
AIRPORT COM SELECTED
NAV KCOS
KCOS PUBLIC ARRIVAL
CITY OF COLORADO SPRINGS
42.0 N1% 92.9 COLORADO SPRINGS CO
PUSH
1−2
PUSH
1−2
ARRIVAL
DBRY1
SELECTED
PYNON
TRANSITION
BARO TRANSITION
713 ITT C
713 ALS
142.8 N2% 142.8
FSHER RUNWAY
95 OIL TEMP C 95 ALL PUSH
STD SELECTED
1100
FUEL
FF PPH 1100 OPSHN
SEQUENCE
RUNWAY
5000 5000 ALS
FQ LB
TRPEL 039 57.9 NM
TEMP 0C TRPEL OPSHN 040 15.3 NM RANGE
ELEC CABIN
BATT1 25 V
ALT 7200 FT
FSHER 352 9.8 NM
− + ARRIVAL
BATT2 25 V PYNON 352 11.9 NM
SPDBRK
RATE
DELTA-P
0 FPM
5.0 PSI KCOS 342 18.0 NM
WAYPOINT
LFE
PUSH
SEQUENCE
OXY 1450 PSI PAN
LG FLAPS
UP
D MENU PROC KEY
1
TRIM
LOAD?
FPL PROC
ROLL PITCH
ARRIVAL ALS
YAW 50
100 NM
CLR ENT
ENT KEY
PROC
DFLT MAP
FMS
PUSH CRSR

KNOB
FLIGHT MANAGEMENT SYSTEM - ARRIVAL LOADING PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ADDING PROCEDURES TO A STORED FLIGHT PLAN (continued)
The dual FMS knob can be used to highlight the SELECT APPROACH option
on the PROCEDURE window. Pressing the ENT key, the APPROACH
LOADING page is displayed.
An APR (Approach) procedure is loaded through the APPROACH LOADING

page, at the destination airport in the flight plan and provides precision or non-

precision guidance. Only one approach can be loaded at a time in a flight
plan. The route is defined by selection of an approach and the transition
waypoints.
The APPROACH LOADING page shows the DEP, STAR and APR softkeys,
FMS knob can be used to highlight SELECT APPROACH option. Pressing
ENT key, the SELECT APPROACH window is displayed.
The figure FLIGHT MANAGEMENT SYSTEM - APPROACH LOADING


EFFECTIVITY: ALL
MFD
APPROACH LOADING PAGE


DESTINATION
PUSH
AIRPORT
PUSH VOL SQ
VOL ID
NAV2 108.00 117.95 PROC - APPROACH LOADING 136.975 118.000 COM2
EMERG
NORTH UP
AIRPORT COM
NAV KCOS PUBLIC
CITY OF COLORADO SPRINGS
42.0 N1% 92.9 COLORADO SPRINGS CO
MOGAL PUSH
1−2
PUSH
1−2
APPROACH CHANNEL
CHANNEL 97799 ID W35A
SELECTED
APPROACH
BARO APPROACH
713 ITT C
713 RNAV 35R GPS LPV
142.8 N2% 142.8
TRANSITION
95 OIL TEMP C 95 HABUK iaf PUSH
STD SELECTED
1100
FUEL
FF PPH 1100
PRIMARY FREQUENCY
TRANSITION
5000 FQ LB 5000
KCOS SEQUENCE
TEMP 0C HABUK iaf RANGE
ELEC CABIN 6368FT
RW35R
BATT1 25 V
ALT 7200 FT
FALUR 261 5.0 NM
− + APPROACH
BATT2 25 V CEGIX faf 351 6.0
SPDBRK
RATE
DELTA-P
0 FPM
5.0 PSI RW35R map 351 5.1
NM
NM
WAYPOINT
CEGIX
LFE 6368FT 348 0.4 NM PUSH
SEQUENCE
OXY 1450 PSI MOGAL mahp PAN
LG FLAPS
FALUR HABUK HOLD 168 6.0 NM
UP
D MENU PROC KEY
1
TRIM FPL PROC

ROLL PITCH
APPROACH LOAD?
YAW 50
50 NM
CLR ENT
ENT KEY
PROC
DFLT MAP
FMS
PUSH CRSR

KNOB
A
FLIGHT MANAGEMENT SYSTEM - APPROACH LOADING PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ALONG TRACK OFFSETS
A waypoint having an “along track offset” distance from an existing waypoint

can be entered into a flight plan. Along track offset waypoints lie along the
path of the existing flight plan, and can be used to make the system reach a
specified altitude before or after reaching the specified flight plan waypoint.
Offset distances can be entered from 1 to 99 nmi in increments of 1 nmi.


Entering a negative offset distance results in an along track offset waypoint
inserted before the selected waypoint, whereas entering a positive offset
distance results in an along track offset waypoint inserted after the selected
waypoint.
Multiple offset waypoints are allowed. A waypoint must be adjacent to its

parent waypoint in the flight plan, so the system limits the along-track distance
to less than the length of the leg before or after the selected waypoint. If the
selected waypoint is the active waypoint, the distance is limited to less than
the distance to go to the active waypoint.
Assigning an along track offset to a leg with undefined length is not permitted.
An along track offset is not allowed at or after the final approach fix of an
approach. An along track offset distance cannot be modified once entered. If
the along track offset distance must be changed, the existing along track
offset waypoint must be deleted and a new one created with the new offset
distance.
The figure FLIGHT MANAGEMENT SYSTEM - ALONG TRACK OFFSETS

ON THE ACTIVE FLIGHT PLAN provides further data on the preceding text.

EFFECTIVITY: ALL
MFD

PUSH
PUSH VOL SQ
VOL ID
EMERG
NORTH UP
NAV KMKC / KCOS
DTK DIS ALT

42.0 N1% 92.9 Enroute PUSH
PUSH
TOP 147 32.3 NH FT
1−2
1−2
Airway - V508.HYS
ZOYFY 290 19.6 NH FT BARO
713 ITT C
713 MHK 255 34.9 NH FT
142.8 N2% 142.8 CEKIS 203 8.6 NH FT
137 OIL PRES PSI 137 SLN -5 MN 258 36.0 NH FT

A PUSH
95 OIL TEMP C 95 SLN 258 5.0 NH FT STD
FUEL HYS 262 77.7 NH FT
1100 FF PPH 1100 V5
SLN LAA 251 165 NH FT
5000 FQ LB 5000
V508 -5 Airway - J102.ALS
TEMP 0C CURRENT VNV PROFILE RANGE
ELEC CABIN KSLN
BATT1 25 V ACTIVE VNV WPT 9000 FT at HABUK iaf
BATT2 25 V
ALT 7200 FT
VS TGT FPM FPA -3.0
− + ALONG TRACK
RATE 0 FPM
SPDBRK DELTA-P 5.0 PSI VS REQ FPM TIME TO TOD OFFSET
V DEV FT
LFE
OXY 1450 PSI
PUSH
PAN
WAYPOINT
LG FLAPS
AND DISTANCE
UP
ALONG TRACK UP UP 1
D MENU
FROM FLIGHT
OFFSET WAYPOINT ROLL
TRIM
PITCH
KMPR FPL PROC PLAN WAYPOINT
AND DISTANCE YAW 50
CLR ENT
80 NH FPL
DFLT MAP
SYSTEM MAP LD WPT VIEW VNV PROF CNCL VNV VNV D ATK OFST ACT LEG
FMS
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - ALONG TRACK OFFSETS ON THE ACTIVE FLIGHT PLAN
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
PARALLEL TRACK
The parallel track feature allows the creation of a parallel course offset of 1
to 50 nmi left or right of the current flight plan. When a parallel track is
activated, the course line drawn on the map pages shows the parallel course,
and waypoint names have a lower case “p” placed after the identifier. When
using direct-to navigation, loading an approach, a holding pattern, or editing
and activating the flight plan automatically cancels the parallel track. A parallel

track is also cancelled if a course change greater than 120° occurs, or if the
parallel tracks overlap as a result of the course change.
If the parallel track proposed by the offset direction and distance is not allowed
by the system, the activation prompt is displayed, but remains disabled. A
parallel track cannot be activated if a course is set by using direct-to or if the
active leg is the first leg of the departure procedure. Attempting to activate a
parallel track under these conditions results in the message ‘PARALLEL
TRACK UNAVAILABLE INVALID ROUTE GEOMETRY’. If an approach leg
is active, the status indicates that the system is unable to activate the parallel
track with the message ‘PARALLEL TRACK UNAVAILABLE APPROACH
LEG ACTIVE’. If the offset direction and distance results in an unreasonable
route geometry, the status indicates that the system is unable to activate the
parallel track because of invalid geometry.
If the active leg is not a track between two fixes or a course to a fix leg, the
status indicates that the system is unable to activate the parallel track
because a parallel track is not available for the active leg type.
The figure FLIGHT MANAGEMENT SYSTEM - PARALLEL TRACK ON THE

ACTIVE FLIGHT PLAN provides further data on the preceding text.

EFFECTIVITY: ALL
MFD
ORIGINAL TRACK

PUSH
PUSH VOL SQ
VOL ID
EMERG
NORTH UP
0 ACTIVE FLIGHT PLAN COM
NAV 33 KMKC / KCOS
3
DTK DIS ALT

42.0 N1% 92.9 Departure - KMKC-ALLTIFTO2.TIFTO PUSH
PUSH
KMKC -p FT
1−2
1−2 6
MCI -p 322 15.8 NH FT PARALLEL TRACK
BARO
713 ITT C
713
KMCI TIFTO 287 57.0 NH FT
WAYPOINTS
Enroute
142.8 N2% 142.8 TOP 147 32.3 NH FT
9
137 OIL PRES PSI 137 0 Airway - V508.HYS
33 PUSH
95 OIL TEMP C 95 ZOYFY 290 19.6 NH FT STD
FUEL
MCI-p MHK 255 34.9 NH FT
1100 FF PPH 1100
30 CEKIS 203 8.6 NH FT
5000 FQ LB 5000
12 SLN -5 NM 258 36.0 NH FT
TEMP 0C 21 CURRENT VNV PROFILE RANGE
ELEC CABIN
BATT2 25 V
ALT 7200 FT 27
18
15
VS TGT FPM FPA -3.0
− +
RATE 0 FPM RTS
SPDBRK VS REQ FPM TIME TO TOD
DELTA-P 5.0 PSI
LFE V DEV FT
PUSH
KMKC-p
OXY 1450 PSI PAN
PARALLEL TRACK LG FLAPS 24
UP
D MENU
UP UP 1
TRIM 21
FPL PROC
ROLL PITCH
USR000
0
33 18 CLR ENT
YAW 50
30 NH FPL
DFLT MAP
SYSTEM MAP LD WPT VIEW VNV PROF CNCL VNV VNV D ATK OFST
FMS
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - PARALLEL TRACK ON THE ACTIVE FLIGHT PLAN
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
“From” waypoint, “To” waypoint, and the “Next” waypoint. To prevent one or
ACTIVATING A FLIGHT PLAN LEG more of these waypoints from being hidden in a collapsed airway segment,
the airway segment that contains either the “To” or the “Next” waypoint is
The integrated avionics system allows the selection of a highlighted leg as automatically expanded. When an airway is loaded, airways are automatically
the “active leg” (the flight plan leg which is currently used for navigation expanded to facilitate flight plan review
guidance).
CLOSEST POINT OF FLIGHT PLAN
INVERT A FLIGHT PLAN
The function ‘Closest Point of FPL’ calculates the bearing and the closest
Any flight plan may be inverted (reversed) for navigation back to the original

distance to a reference waypoint, in relation to the flight plan, and creates a
departure point. new user waypoint along the flight plan at the location closest to a chosen
reference waypoint.
FLIGHT PLAN VIEWS
The figure FLIGHT MANAGEMENT SYSTEM - FLIGHT PLAN VIEWS
Information about flight plans can be viewed in more than one way. provides further data on the preceding text.
On the MFD, on the ACTIVE FLIGHT PLAN page, the flight plan can be
viewed in a narrow or wide view, by pressing NARROW or WIDE softkey
respectively.
On the wide view, additional information is displayed on the ACTIVE FLIGHT

PLAN window: fuel remaining (FUEL REM), estimated time enroute (ETE),
estimated time of arrival (ETA), and bearing to the waypoint (BRG).
On the ACTIVE FLIGHT PLAN page, the active flight plan can be configured
to show cumulative distance over the length of the flight plan or the distance
for each leg of the flight plan, by pressing CUM or LEG-LEG softkeys
respectively. With CUM and WIDE softkeys selected, the cumulative ETE
(CUM ETE) is displayed.
The integrated avionics system allows airways on the active flight plan to be
collapsed or expanded from the ACTIVE FLIGHT PLAN page/window.
When airways have been collapsed, it is indicated on the airway heading.

When airways are collapsed, leg-to-leg computed values such as distance
(DIS) or ETE shown for the exit waypoint reflect the total of all the legs on the
airway that have been hidden in the collapsed display. The desired track
(DTK) value is inhibited because it is not usable in this context. The ACTIVE
FLIGHT PLAN page always keeps the following three waypoints visible:

EFFECTIVITY: ALL
MFD
ACTIVE FLIGHT PLAN PAGE


PUSH
PUSH VOL SQ
VOL ID
EMERG

NAV KMKC / KCOS
CUM FUEL CUM
ACTIVE FLIGHT
42.0 N1% 92.9
DTK DIS ALT REM ETE ETA BRG
PLAN WINDOW
KMKC FT PUSH
PUSH 1−2
MCI 322 15.8 NH FT GL LCL 032
1−2
TIFTO 287 78.0 NH FT GL LCL 308
BARO
Enroute
713 ITT C
713 TOP 147 110 NH FT GL LCL 285
142.8 N2% 142.8 Airway - V508.HYS
CURRENT VNV PROFILE PUSH
95 OIL TEMP C 95 NORTH UP STD
ACTIVE VNV WPT FT at
FUEL KMCI
1100 FF PPH 1100 VS TGT FPM FPA
5000 5000 MCI
FQ LB VS REQ
27 FPM TIME TO TOD
01R 9 V DEV FT
TEMP 0C 0 RANGE
ELEC CABIN 33
BATT1 25 V
BATT2 25 V
ALT 7200 FT − +
RATE 0 FPM
SPDBRK DELTA-P 5.0 PSI 30
LFE
PUSH
12
OXY 1450 PSI PAN
LG FLAPS
UP
D MENU
15
UP UP 1 27
18
19
KMKC
TRIM 21 FPL PROC
ROLL PITCH
01
CLR ENT
YAW 50
15 NH FPL
DFLT MAP
SYSTEM MAP WIDE NARROW LEG-LEG CUM BACK
FMS
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - FLIGHT PLAN VIEWS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
LNAV (LATERAL NAVIGATION) During the ENR or OCN phase of flight, if the integrated avionics system
detects an invalid GPS solution or is unable to calculate a GPS position, the
The LNAV function refers to the use of the FMSLNAV to provide navigation system automatically reverts to DR mode. In DR mode, the integrated flight
guidance in the lateral reference plane (parallel to the surface of the earth). control system uses its last known position combined with continuously
updated airspeed and heading data (when available) to calculate and display
The LNAV function processes flight plan and GPS position data and produces
the aircraft current estimated position. In all other phases, in case of an invalid
guidance outputs that are used to control the aircraft in the lateral plane. The
GPS solution, the integrated flight control system cancels the navigating in
LNAV guidance is provided for the active leg and transitions to the active leg.
GPS mode.
If the flight plan is changed, the legs are redefined to include and follow the

changed leg. When the active leg is sequenced, the active leg is redefined
as the previous leg and the next leg is redefined as the active leg. The lateral COCKPIT CONTROLS
guidance uses this information to provide the best guidance solution possible
for legs and transitions, providing roll steering commands to the AFCS On the PFD, the controls related to lateral navigation are the softkeys (INSET,
(Automatic Flight Control System). PFD, OBS and CDI) and the joystick on the bezel.
There are 6 different lateral modes, as follows: The softkey INSET is used to enable the inset map. The inset map enhances
situational awareness related to lateral navigation.
• DR (Dead Reckoning)
The joystick is used to adjust the scale in the inset map.
• OCN (Oceanic)
Pressing the PFD softkey, then a BRG softkey, the bearing pointer and
• ENR (Enroute) associated information can be displayed on the HSI (Horizontal Situation
Indicator). The BRG softkey is used to scroll through bearing sources (NAV
• TERM (Terminal) (Navigation), GPS, ADF (Automatic Direction Finder)).
• DPRT The OBS softkey is used to select manual sequencing of waypoints.
Activating OBS (Omni Bearing Selector) mode sets the current active-to
• MAPR (Missed Approach)
waypoint as the primary navigation reference and prevents the system from
There are also three non precision approach modes listed below, related to sequencing to the next waypoint in a flight plan. When the OBS mode is
the WAAS operation, that provide vertical guidance and are used during cancelled, automatic waypoint sequencing is continued, and the integrated
approach: avionics system automatically activates the next waypoint in the flight plan
once the aircraft has crossed the present active waypoint.
• LNAV with vertical guidance (LNAV+V)
The CDI softkey is used to select the primary navigation source on the HSI.
• LNAV/VNAV (L/VNAV) For lateral navigation, the source has to be the GPS.
• LPV (Localizer Performance with Vertical Guidance) mode (LPV)

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
On the MFD, similarly to the inset map, the navigation map enhances
situational awareness related to lateral navigation. The joystick on the MFD
bezel is used to adjust the scale in the map.
the NAV key on the guidance panel is used for arming and coupling lateral
navigation to flight director/autopilot. The CRS1 and CRS2 knobs are used
to select a course in the OBS mode. Further details related to the guidance
panel and flight director, refer to AMM SDS 22-11-00/1.

The figure FLIGHT MANAGEMENT SYSTEM - LNAV - COCKPIT
CONTROLS provides further data on the preceding text.

EFFECTIVITY: ALL
B GUIDANCE PANEL

PUSH PUSH
VOL ID
NAV1 108.00 117.95 KMKC MCI DIS 21.0 NM BRG 032 136.975 118.000 COM1
VOL SQ
NAV2 108.00 117.95 136.975 118.000 COM2

EMERG
NAV COM
TRAFFIC 28300
1600
20 20 4
50
PUSH 1500 PUSH
1−2 1−2
40
10 10 2
1400
30 BARO
13 00
PUSH
1 200 STD
10 10 2
1 100
327 4
RANGE
GS 0KT 31.35 IN +
N
−
3O
INSET MAP
NORTH UP
JOYSTICK
W
PUSH
GPS TERM
PAN
24
6
MCI
PFD 1
A A PFD 2
XTK 19.8 NM D MENU COURSE
E
KMKC
12 FPL PROC DEVIATION
S
30 NM CLR ENT INDICATOR
TAT 0 F SAT 0 F XPDR1 1200 GND R LCL 11:47:30 DFLT MAP
INSET SENSOR PFD OBS CDI XPDR IDENT TMR/REF NRST MSG
FMS
NAV KEY
PUSH CRSR
HORIZONTAL
SOFTKEYS (REF.) SITUATION
DN
CRS1
APR
HDG SEL
CSC
ALT SEL SPD SEL CRS2 INDICATOR
A
BANK CPL UP
CRS1 KNOB
B CRS2 KNOB
FLIGHT MANAGEMENT SYSTEM - LNAV - COCKPIT CONTROLS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
In case of dead reckoning, a “DR” is displayed in lieu of the flight phase

INDICATIONS ON HSI/CDI (Course Deviation Indicator) annunciation, and the CDI deviation bar is removed from the display.
When the GPS is the navigation source, the course pointer is displayed in As a result of operating in DR mode, all GPS-derived data computation is
magenta along with a GPS annunciation. The selected course is shown on based upon an estimated position and is displayed in yellow text on the
the upper right corner of the HSI. The selected course readout also follows display, to indicate that the navigation source information is degraded. This
the color indications and is displayed in magenta when GPS is the navigation data includes the following:
source. A TO/FROM indicator shows in the same axis of the course pointer.
• Navigation status box fields except active leg, true air speed, and DTK

The CDI moves to the left or to the right from the course pointer along a lateral (Desired Track)
deviation scale to display aircraft position relative to the course. When
coupled to the GPS, the full scale limits for the CDI are defined by a GPS- • GPS bearing pointer
derived distance. If the CDI exceeds the maximum deviation on the scale (two
dots) while coupled to GPS, the XTK (Cross-Track Error) is displayed below • Wind data and pointers in the wind data box on the PFD
the aircraft symbol.
• Track bug
In the GPS mode, the flight plan legs are sequenced automatically and the
• All bearing pointer distances
annunciations below appear on the HSI for the flight phase:
• Active flight plan distances, bearings, and ETE values
• “OCN” for oceanic
As the aircraft crosses the missed approach point, automatic approach
• “ENR” for enroute
waypoint sequencing is canceled. The label “SUSP” appears on the HSI (to
• “TERM” for terminal the lower right of the aircraft symbol) and the OBS softkey label changes to
SUSP.
• “DPRT” for departure
In the OBS mode, an “OBS” annunciation is displayed in the same location
• “MAPR” for missed approach as that of the “SUSP” annunciation. If the GPS integrity is insufficient for the
current phase of flight, an “LOI” annunciation is displayed on the HSI.
• “LNAV” for non-precision approach
If the RAIM (Receiver Autonomous Integrity Monitoring) function detects
• “LNAV+V” for approach with vertical guidance excessive GPS position errors, a “WARN” is displayed in yellow on the lower
left side of the aircraft symbol (same position as “LOI”). When the GPS
• “L/VNAV” for a LNAV/VNAV approach
integrity is restored to within normal limits, the “INTEG OK” annunciation is
• “LPV” for a LPV approach displayed for 5 seconds.
If the selected scaling is smaller than the automatic setting for enroute and The figure FLIGHT MANAGEMENT SYSTEM - LNAV - INDICATIONS ON
terminal phases, the CDI is scaled accordingly and the selected setting is HSI/CDI provides further data on the preceding text.
displayed rather than the flight phase annunciation.

EFFECTIVITY: ALL
SELECTED COURSE
SELECTED HEADING

PUSH PUSH
VOL ID
VOL SQ
NAV2 108.00 117.95 136.975 118.000 COM2

EMERG
NAV COM
TRAFFIC 28300
1600
20 20 4
50
PUSH 1500 PUSH
1−2 1−2
40
10 10 2
1400
30 BARO
13 00
PFD 1 PFD 2
A A
PUSH
1 200 STD
10 10 2
1 100
327 4
COURSE POINTER GS 0KT 31.35 IN − + TO/FROM INDICATOR
3O N
W
NAVIGATION SOURCE GPS TERM
PUSH
PAN FLIGHT PHASE
24
6
XTK 19.8 NM D MENU
E
LATERAL DEVIATION SCALE 12 FPL PROC COURSE DEVIATION
S
CLR ENT
INDICATOR (CDI)
CROSSTRACK ERROR FMS
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - LNAV - INDICATIONS ON HSI/CDI
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
INDICATIONS ON HSI/CDI (continued)
The bearing pointer can also be enabled on the HSI. The pointers are light
blue and are single (bearing 1 pointer) or double-lined (bearing 2 pointer). An
icon shows in the respective information window to indicate the pointer type.
The bearing pointers never override the CDI and are visually separated from
the CDI by a white ring.

When a bearing pointer is displayed, its associated information window is also
displayed. Bearing 1 information window and bearing 2 information window
are displayed on the lower sides of the HSI and show:
• Bearing source
• Pointer icon
• Waypoint identifier
• GPS-derived great circle distance to bearing source
Pressing the PFD softkey on the first level softkeys, then pressing BRG1 or
BRG2 softkey, on the second level softkeys, bearing 1 pointer or bearing 2
pointer are respectively displayed.
If an active waypoint is not selected, the bearing pointer is removed from the
HSI and the label “NO DATA” is displayed in the information window
The figure FLIGHT MANAGEMENT SYSTEM - LNAV - BEARING

INDICATIONS provides further data on the preceding text.

EFFECTIVITY: ALL

PUSH PUSH
VOL ID
VOL SQ
NAV2 108.00 117.95 136.975 118.000 COM2

EMERG
NAV COM
TRAFFIC 28300
1600
20 20 4
50
PUSH 1500 PUSH
1−2 1−2
40
10 10 2
1400
30 BARO
13 00
PUSH
PFD 1 PFD 2 10 10
1 200 2
STD
A A 1 100
327 4
RANGE
GS 0KT 31.35 IN +
N
−
3O
W
GPS TERM
PUSH
PAN
BEARING 1
POINTER
24
6
XTK 19.8 NM D MENU
E
FPL PROC
S 12
21.0 NM
BEARING 1 MCI
GPS
NO DATA
NAV2
CLR ENT
BEARING 2
TAT 0 F SAT 0 F XPDR1 1200 GND R LCL 11:47:30
INFORMATION INSET SENSOR PFD OBS CDI XPDR IDENT TMR/REF NRST MSG
DFLT MAP
INFORMATION
FMS
WINDOW WINDOW
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - LNAV - BEARING INDICATIONS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
INDICATIONS ON TOP OF PFD phase annunciation. RAIM protection limits follow the selected CDI scale and
corresponding flight phases.
Some bits of information related to lateral navigation are also displayed on
top of the PFD . In the AFCS status box, on the left side, the navigation mode When set to “AUTO” (default), the CDI scale automatically adjusts to the
is displayed as “GPS” in white when the mode is armed, and in magenta when desired limits based upon the current phase of flight. If a lower CDI range
the mode is active. Some bits of information about the flight plan, as the active setting is selected (1.0 or 0.3 nmi), the higher range settings are not selected
leg, show on the GPS navigation status box, on the left side. This field during any phase of the flight. For example, if 1.0 nmi is selected, the
provides the pilot with information about turn anticipations, transitions, and integrated avionics system uses this for enroute and terminal phases and
some advisory information as well. The distance and bearing to the next ramps down to 0.3 nmi during an approach.

waypoint are displayed on the right side. To change the CDI range, while on the SYSTEM SETUP page, on the AUX
INDICATIONS ON MAPS page group, press the dual FMS knob momentarily to activate the flashing
cursor. Turn the outer FMS knob to highlight the selected field in the GPS
The maps (inset map on the PFD and navigation map on the MFD) depict CDI box. Turn the inner FMS knob to display and scroll through the range list
graphic information about the lateral navigation based on active flight plan. and press the ENT key when the desired selection is highlighted.
The active leg is displayed in magenta while the remaining legs are displayed
in white. The system is able to automatically perform holding patterns when these
patterns are defined in the navigation database. In order to perform a holding
NORMAL OPERATION in a selected waypoint where there is not any holding pattern defined, the pilot
must use the OBS mode. It is necessary to press the OBS softkey. The OBS
In order to operate the lateral navigation, the pilot must select the GPS as the mode cancels the automatic sequencing of waypoints in the flight plan and
navigation source on the HSI, by pressing the CDI softkey on the PFD, and retains the current “active-to” waypoint as the navigation reference even after
activate a flight plan. passing the waypoint.
The GPS mode is armed by pressing the NAV button on the guidance panel. The CRS knob can be used to set the desired course for the holding. When
As soon as the conditions to capture the mode are satisfied, the mode is the OBS is disabled (the OBS softkey is pressed again), the GPS returns to
captured and provides roll steering commands to the flight director. Pressing normal operation with automatic sequencing of waypoints. The FMS can be
the NAV key with the mode armed causes the mode to disarm. Pressing the used to provide guidance during the missed approach procedure.
NAV key with the mode active causes the mode to revert to ROLL. For further
details related to the guidance panel and flight director, refer to AMM SDS To switch to the missed approach mode, an approach procedure must have
22-11-00/1. been loaded and activated into the flight plan.
The current GPSCDI scale setting is displayed as “SYSTEM CDI” on the GPS The selected approach procedure must be coded with a missed approach
CDI window on the AUX - SYSTEM SETUP page and the scale setting may procedure from the aviation database. Selection of the TOGA (Take off / Go
also be changed (2.0 nmi, 1.0 nmi, 0.3 nmi, or AUTO) from this page. Around) switch automatically activates the missed approach mode when the
approach mode is active. For further details about missed approach
If the selected scaling is smaller than the automatic setting for enroute and procedure, refer to AMM SDS 22-11-00/1.
terminal phases, the selected setting may be displayed in lieu of the flight

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
ABNORMAL OPERATION
A failure of the lateral navigation function is evident to the crew. When a failure
is detected, the CDI is removed. In case of loss of integrity, a “LOI”
annunciation is also displayed on the HSI. In case of excessive position error
detected by the RAIM function, the label “WARN” comes into view on the HSI.
The figure FLIGHT MANAGEMENT SYSTEM - LNAV - INDICATIONS ON

TOP OF PFD provides further data on the preceding text.

EFFECTIVITY: ALL
B GUIDANCE PANEL
GPS NAVIGATION
STATUS BOX AFCS STATUS BOX

PUSH PUSH
VOL ID
VOL SQ
NAV2 108.00 117.95 GPS ROL AP YD CSC ALT VPTH 136.975 118.000 COM2
EMERG
NAV COM
TRAFFIC 28300
1600
20 20 4
50
PUSH 1500 PUSH
1−2 1−2
40
10 10 2
1400
30 BARO
13 00
PUSH
1 200 STD
10 10 2
1 100
327 4
RANGE
GS 0KT 31.35 IN +
N
−
3O
W
PFD 1
A A PFD 2
GPS TERM
PUSH
PAN
24
6
XTK 19.8 NM D MENU
E
FPL PROC
S 12
CLR ENT
NAV KEY TAT 0 F SAT 0 F XPDR1 1200 GND R LCL 11:47:30 DFLT MAP
FMS
PUSH CRSR
DN
APR CSC
SOFTKEYS (REF.)
BANK CPL UP
A
CRS1 KNOB
B CRS2 KNOB
FLIGHT MANAGEMENT SYSTEM - LNAV - INDICATIONS ON TOP OF PFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
WAAS BASED APPROACHES Similarly to the lateral navigation, the type of the selected approach is
displayed on the HSI ,in magenta, and vary according to the approach
The WAAS is an elevated-accuracy navigation system. The system selected:
augments the GPS to provide the additional accuracy, integrity, and
availability necessary to enable users to rely on GPS for all phases of flight • LNAV+V - for LNAV with vertical guidance approach
for all qualified airports within the WAAS coverage area. For having vertical
guidance on approach the aircraft must be in WAAS coverage area and with • L/VNAV - for LNAV/VNAV approach
adequate vertical and horizontal position accuracy. All these approaches with
• LPV - LPV approach
vertical guidance behave similarly to and can be flown by using the same

techniques as in an ILS (Instrument Landing System) approach. The selection is made during the loading the approach procedure. Beside
each approach available for certain airport, there is an indication of approach
The FMS supports three types of GPS approaches with vertical guidance.
type.
These approaches are LNAV with vertical guidance (LNAV+V), LNAV/VNAV
(L/VNAV) and LPV mode (LPV). When in a WAAS based approach, the lateral annunciation on AFCS status
box is the same as the one for LNAV:
The LNAV+V is anLNAV approach that has a glidepath angle defined on the
approach chart and in the database. The minimums used in this approach • GPS - in white for armed mode
are the LNAV minimum descent altitude (MDA).
• GPS - in magenta for captured mode
Guidance on LNAV/VNAV approaches is WAAS-based. The FMS does not
currently support barometric VNAV based guidance for LNAV/VNAV For the vertical annunciation:
approaches. The vertical path does not require barometric correction and is
generated solely by use of GPS altitude. • GP - (from glidepath) is displayed in white when the mode is armed.
The LPV approach is similar to an LNAV/VNAV approach, however LPV • GP - is displayed in magenta when the mode is captured.
approaches have lower decision altitudes. Currently published procedures
VERTICAL DEVIATION INDICATIONS
may have decision altitudes as low as 250 ft.
The glidepath is analogous to the glideslope for GPS approaches supporting
CREW INTERFACE
WAAS vertical guidance and is generated by the system to reduce pilot
The cockpit controls used for WAAS based approaches operations are the workload during approach.
same as the ones used for lateral navigation. The only additional control is
The difference between glideslope and glidepath is the color, green for
the APR key on guidance panel.
glideslope and magenta for glidepath. Full-scale deflection (two dots)
INDICATIONS ON HSI/CDI corresponds to 1000 ft.
In case of loss of vertical guidance, the bug is removed and a label “NO GP”
is displayed vertically.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NORMAL OPERATION
In order to operate the WAAS based approaches, the pilot must select the
GPS as the navigation source on the HSI , and activate an approach
procedure that supports the GPS vertical guidance.
The GPS and GP modes are armed by pressing the APR key on the guidance
panel. As soon as the conditions to capture the modes are satisfied, the
modes are captured.

Pressing the APR key with the modes armed, causes the modes to disarm.
Pressing the NAV key with the modes active reverts to the basic modes (roll
and pitch).
If the pilot desires to engage only the lateral guidance during an approach
that provides vertical guidance, the NAVGPS mode should be used instead
of APRGPS mode (this prevents the GP mode from arming).
ABNORMAL OPERATION
With the GP mode engaged, a reversion to pitch mode occurs when the
WAAS vertical deviation becomes invalid. At the same time, the deviation bug
is removed and a “NO GP” indication is displayed. A transition is made from
APRGPS to NAVGPS mode, thus preventing the GP mode from rearming
automatically. The pilot can then rearm the GP mode by pressing the APR
key (which reselects the APRGPS mode).
The figure FLIGHT MANAGEMENT SYSTEM - WAAS BASED

APPROACHES provides further data on the preceding text.

EFFECTIVITY: ALL
AFCS STATUS BOX GLIDESLOPE INDICATOR


PUSH PUSH
VOL ID ° VOL SQ
NAV2 108.00 117.95 GPS AP YD GP 136.975 118.000 COM2
EMERG
NAV COM
15200
2000
15400
20 20 4
230
PUSH PUSH
1−2 G 15300 1−2
10 10 ° 2
220 15200 BARO
°
20
210 151
00
200 PUSH
STD
10 10 ° 15000 2
A PFD 1 PFD 2
A 190
HDG 035
307
CRS 300
°
14900 4
RANGE
M .411 30.04 IN
30 33 − +
W
N
24
NAVIGATION GPS TERM PUSH
PAN SELECTED
3
SOURCE APPROACH
21
D MENU
6
S
E FPL PROC
15 12
CLR ENT
DFLT MAP
FMS
PUSH CRSR
HORIZONTAL SITUATION INDICATOR (HSI)
FLIGHT MANAGEMENT SYSTEM - WAAS BASED APPROACHES
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
RADIO AUTO-TUNING
The PFD allows radio auto-tuning associated with the nearest airport COM
(Communications) frequencies and the MFD provides auto-tuning of both
COM and NAV frequencies from various pages. In addition, regardless of the
display, the pertinent primary NAV frequency is entered systematically in the
NAV window upon approach loading or activation.
COM frequencies for the nearest airports can be automatically tuned from the

NEAREST AIRPORTS window on the PFD. Upon pressing the NRST softkey
on the PFD, a list of nearest airport identifiers and COM frequencies is
displayed on the NEAREST AIRPORTS window on the PFD. When the
desired frequency is entered, it becomes a standby frequency. Pressing the
COM frequency transfer key places this frequency into the active COM
frequency field.
The figure FLIGHT MANAGEMENT SYSTEM - RADIO AUTO-TUNING ON

PFD provides further data on the preceding text.

EFFECTIVITY: ALL
COM FREQUENCY
WINDOW B

PUSH PUSH
VOL ID
VOL SQ
NAV2 108.00 117.95 GPS ROL AP YD CSC ALT VPTH 136.975 118.000 COM2 COM FREQUENCY
NAV
EMERG
COM
TRANSFER KEY
TRAFFIC 28300
1600
20 20 4
50
PUSH 1500 PUSH
1−2 1−2
40
10 10 2
1400
30 BARO
13 00
PUSH
1 200 STD
10 10 2
PFD 1
A A PFD 2 327
1 100
4
RANGE
GS 0KT 31.35 IN +
N
−
3O
KTOP
NEAREST AIRPORTS
275 29.4 NM ILS
NEAREST AIRPORTS
W
GPS TERM TOWER 118.700 RNWY 5099 FT PUSH
PAN
WINDOW
STANDBY COM
24
KLXT 092 29.5 NM RNA
6
UNICOM 122.800 RNWY 4015 FT D
FREQUENCY FIELD XTK 19.8 NM MENU
E
KOWI 200 30.1 NM GPS
FPL
COM TUNING S 12 UNICOM 122.800 RNWY 4500 FT
PROC
BOX CLR ENT

FMS
136.975 122.000 COM1
PUSH CRSR
136.975 118.000 COM2
SOFTKEYS (REF.)
B
ACTIVE COM A
FREQUENCY FIELD
FLIGHT MANAGEMENT SYSTEM - RADIO AUTO-TUNING ON PFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NAV frequencies are automatically loaded into the NAV tuning box on
RADIO AUTO-TUNING (continued) approach activation. When loading or activating a VOR or ILS/LOC
(Localizer) approach, the approach frequency is automatically transferred to
The MFD provides auto-tuning of NAV frequencies from WPT and NRST
a NAV frequency field as follows:
pages.
• If the current CDI navigation source is GPS, the approach frequency is
COM frequencies can be automatically tuned from the following MFD pages:
transferred to the active NAV frequency field, corresponding to NAV1 or
• WPT – AIRPORT INFORMATION NAV2 radios. The frequency that was previously in the active NAV
frequency field are transferred to the standby NAV frequency field.

• NRST – NEAREST AIRPORTS
• If the current CDI navigation source is GPS, and if the approach frequency
• NRST – NEAREST FREQUENCIES is already loaded into the NAV1 or NAV2 standby frequency field, the
standby frequency is transferred to active NAV frequency field.
• NRST – NEAREST AIRSPACES
• If the current CDI navigation source is NAV1 or NAV2, the approach
The auto-tuning is accomplished by selecting the desired frequency in any of frequency is transferred to the standby NAV frequency field of the selected
the pages mentioned above and pressing the ENT key to place it in the CDINAV radio.
standby frequency field. The toggle switch may be used to place the
frequency in the active frequency field. The figure FLIGHT MANAGEMENT SYSTEM - RADIO AUTO-TUNING ON
MFD provides further data on the preceding text.
NAV frequencies can be selected and loaded from the following MFD pages:
• WPT – AIRPORT INFORMATION
• WPT – VOR INFORMATION
• NRST – NEAREST AIRPORTS
• NRST – NEAREST VOR
• NRST – NEAREST FREQUENCIES
• NRST – NEAREST AIRSPACES
During enroute navigation, the NAV frequency is entered automatically into

the standby NAV frequency field. During approach activation the NAV
frequency is entered automatically into the active NAV frequency field.
Frequencies can be automatically loaded into the NAV tuning box by
highlighting the frequency and pressing the ENT Key

EFFECTIVITY: ALL
NAV FREQUENCY COM FREQUENCY

A B WINDOW
C WINDOW
NEAREST VOR PAGE
MFD
PUSH
PUSH VOL SQ
VOL ID
NAV1 113.25 111.40 RIS GS 200 KT DTK262 T TRK 307 ETE 22:22 121.275 118.700 COM1
NAV2 110.70 117.80 TOP NRST - NEAREST VOR 123.800 122.000 COM2 EMERG
NORTH UP COM
NEAREST VOR
NAV
223 TRF TOP 324 23.3 NM
NO DATA
OJC 082 25.7 NM
42.0 N1% 92.9 056
RIS 37.2 NM PUSH
PUSH 1−2

1−2 MCI 038 38.3 NM
BUM 127 49.3 NM BARO
713 ITT C
713 MCI
495
EMP 229 50.8 NM
15
142.8 N2% 142.8 KMKC ANX 069 56.7 NM
137 OIL PRES PSI 137 400 KANSAS
4 RBA 351 62.8 NM PUSH
95 OIL TEMP C 95 470 STD
KFCE MHK 284 67.9 NM
FUEL
1100 FF PPH 1100 10
50 STJ 010 71.0 NM
5000 FQ LB 5000
71
35 CNU 188 72.4 NM
TEMP 0C RANGE
ELEC CABIN 69 INFORMATION
BATT1 25 V
BATT2 25 V
ALT 7200 FT 169 KANSAS CITY − +
RATE 0 FPM 336
SPDBRK DELTA-P 5.0 PSI KANSAS CITY NO
LFE HIGH ALTITUDE 5 E PUSH
OXY 1450 PSI PAN
N 39 17 12’
LG FLAPS
W094 44 22’
UP
D MENU
UP UP 1 FREQUENCY
ROLL
TRIM
PITCH
113.25 FPL PROC NAV
50
CLR ENT FREQUENCY
YAW
150 NM MAP WPT AUX NRST
DFLT MAP
SYSTEM MAP VOR FREQ
FMS
PUSH CRSR
STANDBY NAV STANDBY COM

FREQUENCY FIELD
A
FREQUENCY FIELD
NAV TUNING COM TUNING
BOX BOX
NAV1 113.25 111.40 RIS 121.275 118.700 COM1
NAV2 110.70 117.80 TOP 123.800 122.000 COM2
B C
ACTIVE COM
ACTIVE NAV
FREQUENCY FIELD
FREQUENCY FIELD
FLIGHT MANAGEMENT SYSTEM - RADIO AUTO-TUNING ON MFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
VNAV (VERTICAL NAVIGATION)
The integrated avionics system Baro-Alt (Barometric Altitude) based VNAV

function provides descent guidance during the ENR and TERM phases of
flight. No support for cruise or climb operation is provided.
Compensation of Baro-Alt at extreme cold temperatures is not provided. No

performance management related capability, such as speed control, is
provided.

Guidance is based on specified altitudes at waypoints in the active flight plan
or the direct-to waypoint. It includes vertical path guidance to a descending
path, which is provided to the flight crew as a linear deviation from the desired
path on PFD. The VNAV software is hosted by the displays. There is no
dedicated hardware associated to VNAV.
VNAV information is presented on PFDs and MFD
CONTROLS ON PFD
The inset map displays information about TOD (Top of Descent) and BOD
(Bottom of Descent) points computed by VNAV. The INSET softkey is used
to display the inset map.
The DIRECT TO window is used to make a lateral and also a vertical direct-
to operation. The direct-to key displays the DIRECT TO window and the inner
and outer knobs of the dual FMS knob are used to select the vertical direct-
to waypoint, to assign a vertical constraint to it, and an along track offset.
The figure FLIGHT MANAGEMENT SYSTEM - VNAV - CONTROLS AND

INDICATIONS ON PFD provides further data on the preceding text.

EFFECTIVITY: ALL

PUSH PUSH
VOL ID
VOL SQ
NAV2 115.30 112.00 GPS VPTH 132.475 130.250 COM2

EMERG
20000
NAV COM
19 000
22500
20 20 4
290
PUSH 22 400 PUSH
1−2 G 1−2
280
10 10 ° 2
22 300
270 BARO
1 °
260 22 2 00
0
PUSH
250 22 100 STD
10 10 ° 2
240
PFD 1
A A PFD 2 230
HDG 193
306
CRS 305
° 22 000
4
RANGE DIRECT TO WINDOW
260 KT
1013 IN
− +
3O N
6 KT NORTH UP DIRECT TO
KIPPY TFR: N/A CIPPY
W
PUSH
GPS TERM
PAN
24
ALT 20000 FT OFFSET +0 NM
6
INSET MAP XTK 19.8 NM BRG 305 DIS 7.0NM D MENU DIRECT−TO KEY
E
CRS 305
FPL PROC
S 12
TA OFF SCALE 15NM ACTIVATE? CLR ENT
TAT 32 F SAT +52 F XPDR1 7654 ALT R UTC 09:17:22 DFLT MAP
FMS
DUAL FMS KNOB
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - VNAV - CONTROLS AND INDICATIONS ON PFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The guidance panel enables the pilot to couple the VNAV to the flight director/
CONTROLS ON MFD autopilot and to select altitude. For further details related to the guidance
panel and flight director, refer to AMM SDS 22-00-00/1.
The FPL key on the display bezel selects the ACTIVE FLIGHT PLAN page
on the MFD, which displays the current flight plan on the ACTIVE FLIGHT The figure FLIGHT MANAGEMENT SYSTEM - VNAV - CONTROLS AND
PLAN window and related VNAV information about the CURRENT VNV INDICATIONS ON MFD provides further data on the preceding text.
PROFILE window.
Pressing the dual FMS knob enables the cursor on the ACTIVE FLIGHT

PLAN page. The outer knob of the dual FMS knob is used to select the desired
field (waypoint, altitude, VNAV profile) and the inner knob of the dual FMS
knob is used to change the values.
Clockwise rotation of the outer knob of the dual FMS knob moves the cursor
through the flight plan to the bottom, and counterclockwise rotation moves
the cursor to the top. Clockwise rotation of the inner knob of the dual FMS
knob increases value in the field.
The CLR key is used to cancel the operation and the ENT key is used to
confirm a selection. There are also softkeys available for VNAV control:
• VNV PROF: enables the cursor on the CURRENT VNAV PROFILE

window. The dual FMS knob is used to change the FPA (Flight Path Angle)
or the target vertical speed.
• CNCL VNV: this softkey is used to disable the vertical navigation

computations.
• VNAV direct-to: this softkey is used to make a vertical direct-to operation.
• ATK OFFSET: this softkey is used to assign an along track offset to a

vertical waypoint, in conjunction with the dual FMS knob.
The same operations described above can be accomplished by using the

FMS panel. The alphanumeric keys can be used to select waypoints and
altitude constraints instead of the dual FMS knob. The softkeys can also be
selected through the FMS panel.

EFFECTIVITY: ALL
MFD


PUSH
PUSH VOL SQ
VOL ID
NAV1 108.00 117.95 GS 0 KT DTK ___ T TRK 357 ETE __:__ 136.975 118.000 COM1 ACTIVE FLIGHT
EMERG PLAN WINDOW
NORTH UP
NAV KMKC / KCOS
ATCHISON
DTK DIS ALT

42.0 N1% 92.9 Departure - KMKC-ALLTIFTO2.TIFTO PUSH
PUSH
KMKC FT
1−2
1−2
TIFTO 287 42.2 NH 10000 FT
Enroute BARO
713 ITT C
713 TOP 146 32.3 NH 10000 FT
Airway - V4.SLN
142.8 N2% 142.8
137
95
OIL PRES PSI
OIL TEMP C
137
95
SLN
Airway - V244.LAA
260 97.7 NH 10000 FT
PUSH CURRENT VNV
STD
FUEL
HY5 262 77.7 NH 10000 FT PROFILE WINDOW
1100 FF PPH 1100 30
5000 FQ LB 5000 LAA 251 165 NH 10000 FT

Airway - V263.TBE
TEMP 0C NAVENHOR
NAVENHOR
CURRENT VNV PROFILE RANGE
ELEC CABIN
BATT2 25 V
ALT 7200 FT 27
MISSCO
MISSCO
VS TGT -1161 FPM FPA -3.0
− +
RATE 0 FPM
SPDBRK VS REQ FPM TIME TO TOD 03:03
DELTA-P 5.0 PSI
LFE LANSIN
V DEV FT
PUSH
OXY 1450 PSI PAN
LG FLAPS 24
UP
D MENU FPL KEY
UP UP 1
TRIM FPL PROC
ROLL PITCH
YAW 50
CLR ENT ENT KEY
30 NH FPL
DFLT MAP
SYSTEM MAP LD WPT VIEW VNV PROF CNCL VNV VNV D ATK OFST ACT LEG
FMS
CLR KEY
PUSH CRSR
DUAL FMS KNOB

A
FLIGHT MANAGEMENT SYSTEM - VNAV - CONTROLS AND INDICATIONS ON MFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
INDICATIONS ON PFD way as for all FMS modes. For further details related to the automatic flight
control system, refer to AMM SDS 22-11-00/1.
• VERTICAL DEVIATION INDICATOR
• TOD WITHIN 1 MINUTE/BOD WITHIN 1 MINUTE ALERTS
The VNAV non-numeric vertical deviation is displayed on the left of the
altitude tape, at the same place and similar to the glideslope indications. The message “TOD within 1 minute” is displayed on the GPS navigation
When the VNAV information is displayed, the vertical deviation indicator status box, on the PFD, when the aircraft is within one minute from the top of
(sideways “V”) shows in magenta, and also a magenta “V” is displayed above descent TOD (the vertical waypoint at which the aircraft initiates the transition
the vertical deviation tape. from level flight to descent, as defined by the active vertical flight plan). The

message flashes for ten seconds and then disappears. An aural alert is also
The non-numeric vertical deviation indicates below center when the aircraft activated in case it is configured. Similarly, the message “BOD within 1
is above the desired vertical path (fly down), similar to glideslope indications. minute” is displayed when the aircraft gets within one minute from the bottom
The vertical deviation is only shown when it is valid and the VNAV is enabled. of descent. No aural is associated with the BOD.
• REQUIRED VERTICAL SPEED BUG The figure FLIGHT MANAGEMENT SYSTEM - VNAV - INDICATIONS ON
PFD provides further data on the preceding text.
Required vertical speed bug indicates the required vertical speed to follow
the VNAV vertical path (displayed on the vertical speed tape).
• VNV TARGET ALTITUDE
The VNV target altitude is displayed in magenta above the vertical speed tape
to the right of the preselected altitude.
• PFD INSET MAP
The TOD is displayed on the inset map as a small grey circle intersecting the
flight path line at the TOD point, with a white label “TOD” above the circle.
The BOD is displayed as a small white circle intersecting the flight path line
at the BOD point (no label is displayed).
• AFCS STATUS BOX
TheAFCS status box is located near the top of PFD, and displays information
about flight director/autopilot status, including lateral and vertical modes.
The VNAV modes, either armed or active, are indicated in this area. The
VNAV active modes (ALTV and VPTH) are indicated in magenta, the same

EFFECTIVITY: ALL
AFCS STATUS BOX

GPS NAVIGATION STATUS BOX

PUSH PUSH
VOL ID VOL SQ
NAV1 108.00 117.95 KIXD KCEA TOD within 1 minute 136.975 118.000 COM1
NAV2 108.00 117.95 GPS ALT VPTH 136.975 118.000 COM2
EMERG
NAV
1000
3500 COM VNV TARGET
220 25300
ALTITUDE
20 20 4
230
PUSH 25 200 PUSH
1−2 V 1−2
220
10 10 ° 25 100
2
210
20
BARO VERTICAL DEVIATION
°
200 25 000 INDICATOR
30
190 24 900
PUSH
STD
10 10 ° 2
180
° 24 800 VERTICAL SPEED
170 238 4
RANGE TARGET BUG
A PFD 1 PFD 2
A GS 180 KTS
160
24 W
24 700
30.04 IN
− +
NORTH UP 21
30
12
GPS TERM PUSH
S
PAN
33
15
D MENU
DIRECT−TO KEY
N
12
INMOM 3 FPL PROC
PDF INSET MAP 15 NM

E 6
CLR ENT
TAT 0 C SAT 4 C XPDR1 1200 ALT R LCL 15:38:40
DFLT MAP
FMS
DUAL FMS KNOB

PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - VNAV - INDICATIONS ON PFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The along track offset is displayed following the waypoint ID, in case the pilot
INDICATIONS ON MFD has assigned an along track offset to that waypoint (through the ATK OFST
softkey). It is displayed in large white font, with a minus signal or a plus signal
• ALT (Altitude) FIELD
to indicate that the offset is before or after the waypoint, respectively.
The ALT field on the ACTIVE FLIGHT PLAN window, on the ACTIVE FLIGHT
• CURRENT VNAV PROFILE
PLAN page, shows altitude information related to the waypoints. The
following bits of information may be displayed: In the CURRENT VNAV PROFILE window, a flashing inverse video cursor is
displayed on the VS TGT or FPA fields when they are modifiable.
- Altitude constraint: it is displayed for each vertical waypoint, when the pilot

manually enters an altitude or confirms an altitude restriction from the The following bits of information are displayed in the CURRENT VNAV
navigation database (by selecting it and pressing the ENT key). When the PROFILE window:
auto-nomination function is enabled, the approach and arrival vertical
restrictions obtained from the database are automatically activated, not ACTIVE VNAV WPT: The active VNAV waypoint shows the altitude constraint
requiring pilot’s confirmation. The altitude constraints are displayed in large and waypoint ID.
cyan font.
VS TGT - the vertical speed target is the estimated vertical speed needed to
- Predicted altitude: it is computed for each lateral only waypoint lying along follow the active descent profile.
the descent profile. It is displayed in small white font.
VS REQ - the vertical speed required is the vertical speed necessary to reach
- Altitude restriction: it is displayed for each lateral only waypoint when the active VNAV waypoint if descent starts at current aircraft position.
available from the navigation database in large white font with a line above
and/or below it, when they are not automatically nominated. It is shown in unit V DEV - the numeric vertical deviation is the deviation in (ft) from the defined
of feet or flight level, as read from the database. The following symbology is vertical profile. This window shows dashes until the aircraft is within one
used: minute from the TOD.
a) “AT” altitude restrictions: displayed with a line below and above the altitude FPA - this is the flight path angle for the active vertical waypoint.
value.
TIME TO TOD/BOD: the TIME TO BOD is displayed when the aircraft is
b) “AT or ABOVE” restrictions: displayed with a line below the altitude value. between the TOD and the BOD. Otherwise, the TIME TO TOD is displayed.
c) “AT or BELOW” restrictions: displayed with a line above the altitude value. • TOD AND BOD ON THE MAP
d) “WINDOW” restrictions: converted to an “AT or ABOVE” restriction and The TOD and BOD points are depicted on the navigation map, on the
displayed as an “AT or ABOVE” restriction. NAVIGATION MAP page of the MAP page group, on the MFD.
Invalid altitude constraints are displayed in cyan dithered text. The TOD and BOD points are depicted in the same way as for the PFD inset
map.
• ALONG TRACK OFFSET

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NORMAL OPERATION The FPA shows in the current VNAV profile information box when there is an
active vertical waypoint, and can be changed by the pilot. Prior to any change,
• DEFAULT VERTICAL FLIGHT PLAN the FPA is configured as a default value, however, if an FPA greater than the
default one is required to reach a newly entered vertical constraint, the
Upon activation of a flight plan, there is no vertical constraints defined. Any
minimum required FPA shows, provided it does not exceed the maximum
altitude restrictions obtained from the navigational database are displayed.
allowed value. If an invalid FPA value is entered, the previous value is
All other VNAV display items on the ACTIVE FLIGHT PLAN page are dashed.
displayed after pressing the ENT key.
• VERTICAL WAYPOINT ENTRY
The VS TGT is computed by using the FPA and current ground speed, and

The pilot can create a vertical flight plan by selecting each altitude field and is periodically updated on the display. If there is an active vertical waypoint,
entering a VNAV altitude constraint. a valid ground speed, and the system determines that the aircraft is airborne,
the pilot can select and modify the VS TGT.
When the FMS knobs are used to enter data, the display default is the MSL
(Mean Sea Level) altitude. If the pilot enters an “F” in the most significant digit, • CANCELLING VNAV
the system automatically changes to show units of flight level.
Cancelling the VNAV operation renders the VNAV outputs V DEV, VS REQ,
An altitude restriction obtained from the navigational database can be and TIME TO TOD/BOD invalid and, as a result, the non-numeric vertical
selected as a vertical waypoint. An altitude entered by the pilot can also deviation display on the PFD is removed, and the V DEV, VS REQ, and TIME
override an altitude restriction from the navigational database. TO TOD displayed in the CURRENT VNV PROFILE box on the ACTIVE
FLIGHT PLAN page, on the MFD are dashed.
Pressing the ENT key accepts the VNAV constraint. The vertical constraint
is displayed in cyan letters using large font to distinguish it from computed After the VNAV operation is cancelled, it remains disabled until it is manually
predicted altitudes and altitude restrictions obtained from the navigational enabled or a direct-to vertical waypoint is entered while in reversionary mode,
database. and the CNCL VNV softkey changes to ENBL VNV. The VNAV operation can
be enabled by pressing the ENBL VNV softkey, and this causes a VNAV
• ALONG TRACK OFFSET WAYPOINT ENTRY waypoint to be selected (if possible) and the vertical navigation to resume.
The pilot can enter along track offsets from any lateral waypoint in the flight • VERTICAL DIRECT-TO
plan.
The vertical direct-to waypoint selection is accessed from the first page of the
Altitude constraints cannot be modified. An along track offset distance cannot FPL page group.
be modified after entered. If the along track offset distance must be changed,
the pilot must delete the existing along track offset waypoint and create a new The pilot may also enter an altitude constraint and along track offset when
one with the corrected offset distance selecting a lateral direct-to waypoint not in the active flight plan from the PFD
or MFD.
• VERTICAL PROFILE MODIFICATION
• VERTICAL AND LATERAL FLIGHT PLAN INTERACTIONS

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Some lateral flight plan changes impact the VNAV operation. For example, a
lateral direct-to or manual selection of a lateral waypoint modifies the lateral
flight plan and can have implications in enroute/terminal VNAV.
The active vertical waypoint is the active lateral waypoint if it has an altitude
constraint. If the active lateral waypoint has no altitude constraint, the active
vertical waypoint is the first waypoint with a valid non-zero FPA vertical
constraint beyond the active lateral waypoint.

The active vertical waypoint is not behind the active lateral waypoint unless
the active vertical waypoint is the active lateral waypoint with a negative along
track offset.
When a lateral direct-to feature is activated or another waypoint is manually

selected, an instantaneous change in the vertical deviation may occur. If a
waypoint in the active flight plan (may or may not be a vertical waypoint) is
deleted or inserted, the vertical profile is recomputed and the appropriate
waypoint sequencing and alerting is completed.
ABNORMAL OPERATION
The VNAV function is lost/unavailable when the MFD either fails or enters in
reversionary mode. In reversionary mode, only a vertical direct-to is possible.
The figure FLIGHT MANAGEMENT SYSTEM - VNAV - INDICATIONS ON

MFD provides further data on the preceding text.

EFFECTIVITY: ALL
MFD


PUSH
PUSH VOL SQ
VOL ID
NAV1 108.00 117.95 ETA 13:07 UTC ETE 02:03 DIS 9.1 GS 265 KT 121.500 129.650 COM1
NAV2 108.00 117.95 FPL - ACTIVE FLIGHT PLAN 132.475 130.250 COM2 EMERG
NORTH UP COM
ACTIVE FLIGHT PLAN
NAV TFR: N/A
SBGL/SBBR
CUM
ACTIVE FLIGHT
42.0 N1% 92.9 DTK DIS ALT PUSH PLAN WINDOW
PUSH
GERA NM FT 1−2
1−2
PURA NM FT
BARO
LUCI NM FT
713 ITT C
713
Approach - SBBR-ILS 11 L
142.8 N2% 142.8
137 OIL PRES PSI 137 BRS NM FT
PUSH
D16.0 309 10.2 NH 23000 FT
FUEL D16.0
1100 FF PPH 1100 LUKA D286P 106 12.2 NH 9500 FT
5000 5000 TOD
FQ LB LUCI 105 25.7 NH 5200 FT
0C OM11 OM11 faf 106 28.2 NH 5200 FT

TEMP
D286P
RANGE
ELEC CABIN
LUCI BRS RW11L map 106 33.7 NH
BATT1 25 V
BATT2 25 V
ALT 7200 FT 3879 FT 106 34.4 NH 3880 FT − +
RATE 0 FPM
LFE CURRENT VNAV PROFILE
PUSH
OXY 1450 PSI ACTIVE VNV WPT 23000 FT at D16.0 PAN
LG FLAPS
VS TGT -1410 FPM FPA -3.0 CURRENT VNAV
UP
1 TERRAIN
VS REQ -872 FPM TIME TO TOD 00:53 D MENU
PROFILE WINDOW
UP UP V DEV -1230 FT
TRIM FPL PROC
ROLL PITCH -100 FT
-1000 FT
CLR ENT
YAW 50
50 NH FPL
DFLT MAP
SYSTEM MAP VIEW VNV PROF CNCL VNV VNV D ATK OFST ACT LEG
FMS
PUSH CRSR
FLIGHT MANAGEMENT SYSTEM - VNAV - INDICATIONS ON MFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
WEIGHT/TRIP PLANNING The FPL softkey can be used to select the flight plan mode, and the WPTS
softkey can be used to select the waypoint mode.
The WEIGHT PLANNING and the TRIP PLANNING pages are located in the
MFDAUX (Auxiliary) page group. The WEIGHT PLANNING page calculates • In flight plan mode (FPL), with a stored flight plan selected (NN), and the
the payload and fuel weights based on pilot’s entry and fuel sensed data. The entire flight plan (CUM) selected, the waypoints are the starting and
TRIP PLANNING page provides trip statistics, fuel statistics, and other ending waypoints of the selected flight plan.
statistics for a specified direct-to, point-to-point, or flight plan based on
automatic or manual input of data. • In flight plan mode (FPL), with a stored flight plan selected (NN), and a
specific leg (NN) selected, the waypoints are the endpoints of the selected

TRIP PLANNING leg.
All inputs of data needed for calculating and viewing statistics is done on the • In flight plan mode (FPL), with the active flight plan selected (00), and the
TRIP PLANNING page through the fields of the INPUT DATA window. remaining flight plan (REM) selected, the ‘from’ waypoint is the present
position of the aircraft and the ‘to’ waypoint is the endpoint of the active
The trip planning inputs are based on sensor inputs (automatic page mode) flight plan.
or on pilot inputs (manual page mode). The pilot may select automatic or
manual page modes through the AUTO and MANUAL softkeys respectively. • In flight plan mode (FPL), with the active flight plan selected (00), and a
specific leg (NN) selected, the ‘from’ waypoint is the current aircraft
The pilot may select the flight plan or waypoint modes through FPL and WPTS position and the ‘to’ waypoint is the endpoint of the selected leg.
softkeys respectively.
• In waypoint (WPTS) mode, these are manually selected waypoints (if
Some additional explanations of the sources, for some of the inputs, are as there is an active flight plan, these default to the endpoints of the active
follows: leg).
• Departure time (DEP TIME) - This defaults to the current time in automatic Some of the calculated trip statistics are dashed when the selected leg of the
page mode. The computations are made from the aircraft present position, active flight plan has already been flown.
so the aircraft is always just departing.
Trip statistics show on the TRIP STATS window, on the TRIP PLANNING
• Calibrated airspeed (CALIBRATED AS) - The primary source is from the page.
air data system, and the secondary source of information is the GPS
ground speed. • Desired Track (DTK) - DTK shows as nnn° and is the desired track
between the selected waypoints. It is dashed unless only a single leg is
• Indicated altitude (IND ALTITUDE) - The primary source is the barometric selected.
altitude, and the secondary source of information is the GPS altitude.
• Distance (DIS) - The distance shows in tenths of units up to 99.9, and in
The trip statistics calculations are based on the selected starting and ending whole units up to 9999.
waypoints and the trip planning inputs.
• Estimated time enroute (ETE) - ETE shows as hours:minutes for more
than one hour, and minutes:seconds for less than one hour.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• Estimated time of arrival (ETA) - ETA shows the local time at the • Fuel endurance remaining at the end of the selected leg (REM ENDUR)
destination as hours:minutes. - This value is calculated by subtracting the time of fuel endurance by the
If in waypoint mode, then the ETA is the ETE added to the departure time. amount of time to go.
If a flight plan other than the active flight plan is selected, it shows the ETA
by adding to the departure time all of the ETEs of the legs up to the • Fuel required for trip (FUEL REQ) - This value is calculated by multiplying
selected leg. If the entire flight plan is selected, then the ETA is calculated the time to go by the fuel flow.
as if the last leg of the flight plan was selected.
• Total range at entered fuel flow (TOTAL RANGE) - This value is calculated
If the active flight plan is selected, the ETA reflects the current position of
by multiplying the time of fuel endurance by the ground speed.
the aircraft and the current leg being flown. The ETA is calculated by

adding to the current time the ETEs of the current leg up to the selected These statistics calculations are based on the system sensor inputs or the
leg. If the entire flight plan is selected, then the ETA is calculated as if the manual trip planning inputs.
last leg of the flight plan was selected.
Other statistics are shown on the OTHER STATS window on the TRIP
• Enroute safe altitude (ESA) - The ESA is shown as nnnnnFT PLANNING page.
• Destination sunrise and sunset times (SUNRISE, SUNSET) - These times • Density altitude (DENSITY ALT)
are shown as hours:minutes and are the local time at the destination.
• True airspeed (TRUE AIRSPEED)
The fuel statistics calculations are based on the selected starting and ending
waypoints and the trip planning inputs. Some of the calculated trip statistics • Wind direction (WIND DIRECTION) - Not shown in manual page mode.
are dashed when the selected leg of the active flight plan has already been
flown. • Wind speed (WIND SPEED) - Not shown in manual page mode.
The fuel statistics show on the FUEL STATS window on the TRIP PLANNING • Head wind (HEAD WIND) - Not shown in manual page mode. The wind
page. is shown as a tail wind value if appropriate
• Fuel efficiency (EFFICIENCY) - This value is calculated by dividing the In manual page mode, the other eight trip input data fields must be entered
current ground speed by the current fuel flow. by the pilot, in addition to flight plan and leg selection.
• Time of fuel endurance (TOTAL ENDUR) - This time shows as The figure FLIGHT MANAGEMENT SYSTEM - TRIP PLANNING PAGE
hours:minutes. This value is obtained by dividing the amount of fuel on provides further data on the preceding text.
board by the current fuel flow.
• Fuel on board upon reaching the end of the selected leg (REM FUEL) -
This value is calculated by taking the amount of fuel on board and
subtracting the fuel required for trip.

EFFECTIVITY: ALL
MFD
TRIP PLANNING PAGE


PUSH
PUSH VOL SQ
VOL ID
NAV2 108.00 117.95 AUX - TRIP PLANNING 132.475 130.250 COM2 EMERG
INPUT DATA COM

NAV PAGE MODE AUTOMATIC
NORTH UP
FPL 02 LEG CUM CALIBRATED AS 230 KT
42.0 N1% 92.9 TIFTO KMKC KCOS IND ALTITUDE 9999 FT

MOGAL HYS
FT PUSH
PUSH
PRESSURE 29.92 IN 1−2
MXX
TOP
1−2 SLN
FSHER DEP TIME 00:41 LCD TOTAL AIR TEMP 0C
PKPCL
TBE
UNITED STATES OF AMERI
GS 230 KT BARO INPUT DATA
713 ITT C
713 FUEL FLOW 150.0 LB/HR
500 NH FUEL ONBOARD 1454 LB WINDOW
142.8 N2% 142.8
137 OIL PRES PSI 137 TRIP STATS FUEL STATS OTHER STATS
PUSH
95 OIL TEMP C 95 DTK ___ EFFICIENCY 1.5 DENSITY ALT ______ FT STD
FUEL
DIS 758NM TOTAL ENDUR 09:41 TRUE AIRSPEED 230KT
1100 FF PPH 1100
ETE 03:17 REN FUEL 960 LB WIND DIRECTION 019 T
5000 FQ LB 5000
ETA 03:17 LCL REN ENDUR 06:24 WIND SPEED 0 KT
TEMP 0 C ESA 16500 FT FUEL REQ 494.0 LB HEAD WIND 0 KT RANGE
ELEC CABIN
BATT1
BATT2
25 V
25 V
ALT 7200 FT
SUNRISE
SUNSET
12:44 LCL
01:21 LCL
TOTAL RANGE 2230 NM
− + OTHER STATS
TRIP STATS SPDBRK
RATE
DELTA-P
0 FPM
5.0 PSI
WINDOW
LFE
WINDOW OXY 1450 PSI
PUSH
PAN
LG FLAPS
UP
D MENU
UP UP 1
TRIM FPL PROC
ROLL PITCH
CLR ENT
YAW 50
MAP WPT AUX NRST
DFLT MAP
SYSTEM MAP AUTO MANUAL FPL WPTS
FUEL STATS WINDOW FMS
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - TRIP PLANNING PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The total weight of passengers is calculated by multiplying the number of

WEIGHT PLANNING passengers by the average passenger weight.
All inputs of data needed for calculating and viewing the weight planning is • ENTERING THE CARGO WEIGHT
done on the WEIGHT PLANNING page located in the AUX page group.
Press the dual FMS knob to activate the cursor and highlight the ‘CARGO’
The information is shown in two windows: PAYLOAD and FUEL. The data field. Turn the inner FMS knob to enter the cargo weight. Press the ENT key
fields for weight planning are displayed in units of lb or kg. The units are to confirm the entry.
selected on the MFD AUX page group, on the SYSTEM SETUP page.

The ‘ZERO FUEL WEIGHT’ is calculated by adding the basic empty, pilot and
• ENTERING BASIC EMPTY WEIGHT stores, passenger, and cargo weights.
Select the EMPTY WT softkey or press the MENU key, highlight the ‘Set • ENTERING A FUEL ON BOARD WEIGHT
Basic Empty Weight’, and press the ENT key to select the BASIC EMPTY
WEIGHT field. Turn the inner FMS knob to enter the basic empty weight. Press the dual FMS knob to activate the cursor and highlight the ‘FUEL ON
Press the ENT key to confirm the entry. BOARD’ field. Turn the inner FMS knob to enter the fuel on board. Press the
ENT key to confirm the entry.
• ENTERING A PILOT AND STORES WEIGHT
Synchronizing the fuel on board with the actual measured fuel on board:
Press the dual FMS knob to activate the cursor and highlight the ‘PILOT AND
STORES’ field. Turn the inner FMS knob to enter the pilot and stores weight. Select the FOB SYNC softkey; or press the MENU softkey, highlight
Press the ENT key to confirm the entry. ‘Synchronize Fuel on Board’, and press the ENT key. The actual measured
fuel on board is displayed in the FUEL ON BOARD field.
The basic operating weight is calculated by adding the basic empty weight
and the pilot and stores weight, and is shown on BASIC OPERATING When the aircraft is in the air and a destination waypoint has been entered,
WEIGHT field. the fuel calculations can be completed.
• ENTERING THE NUMBER OF PASSENGERS • Estimated landing weight (EST. LANDING WEIGHT) = zero fuel weight +
estimated landing fuel weight.
Press the dual FMS knob to activate the cursor and highlight the
‘PASSENGERS #’ field. Turn the inner FMS knob to enter the number of • Estimated landing fuel weight (EST. LANDING FUEL) = fuel on board
passengers. Press the ENT key to confirm the entry. weight - (fuel flow x ETE)
• ENTERING THE INDIVIDUAL PASSENGERS WEIGHT • Excess fuel weight (EXCESS FUEL) = estimated landing fuel weight - fuel
reserves weight.
Press the dual FMS knob to activate the cursor and highlight the passenger If the aircraft is on the ground or a destination waypoint has not been
weight field. Turn the inner FMS knob to enter the average passenger weight. entered, the following fields display invalid values consisting of six dashes:
Press the ENT key to confirm the entry. EST. LANDING WEIGHT
EST. LANDING FUEL

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
EXCESS FUEL
• WEIGHT CAUTION AND WARNING CONDITIONS
If the zero fuel weight is greater than the maximum allowable zero fuel weight,
then the zero fuel weight is displayed in amber.
If the aircraft weight is greater than the maximum allowable takeoff weight,
then the aircraft weight is displayed in amber.

If the estimated landing weight is greater than the maximum allowable landing
weight, then the estimated landing weight is displayed in amber.
If the estimated landing fuel weight is positive, but less than or equal to the
fuel reserves weight, the following values are displayed in amber:
- Estimated fuel at landing weight
- Excess fuel weight
If the estimated landing fuel weight is zero or negative, then the following
values are displayed in red:
- Estimated fuel at landing weight
- Excess fuel weight
The figure FLIGHT MANAGEMENT SYSTEM - WEIGHT PLANNING PAGE


EFFECTIVITY: ALL
MFD
WEIGHT PLANNING PAGE


PUSH
PUSH VOL SQ
VOL ID
NAV2 108.00 117.95 AUX - WEIGHT PLANNING 132.475 130.250 COM2 EMERG
PAYLOAD (LB) FUEL (LB) COM

NAV
BASIC EMPTY WEIGHT 6100 ZERO FUEL WEIGHT 6490
PILOT & STORES + 180 FUEL ON BOARD + 750
6280 7240
42.0 N1% 92.9 BASIC OPERATING WEIGHT AIRCRAFT WEIGHT
PUSH
PUSH
1−2
PASSENGERS # 1 AT 180 (EACH) = 180 EST. LANDING WEIGHT 6640
150
1−2 FUEL WINDOW
CARGO + 30 EST. LANDING FUEL
ZERO FUEL WEIGHT 6490 FUEL RESERVES - 100

BARO
EXCESS FUEL 50
713 ITT C
713
Press FOB SYNC or enter FUEL ON BOARD
142.8 N2% 142.8
to confirm fuel.
PUSH
FUEL
1100 FF PPH 1100
5000 FQ LB 5000
TEMP 0 C RANGE
ELEC CABIN
BATT1 25 V
BATT2 25 V
ALT 7200 FT − +
RATE 0 FPM
LFE
PUSH
OXY 1450 PSI PAN
LG FLAPS
UP
1
D MENU MENU KEY
UP UP
PAYLOAD WINDOW ROLL

TRIM
PITCH
FPL PROC
YAW 50
CLR ENT
ENT KEY
MAP WPT AUX NRST
DFLT MAP
SYSTEM MAP EMPTY WT FOB SYNC
FMS
FMS KNOB
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - WEIGHT PLANNING PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
NRST (NEAREST) PAGES DISPLAYS
The NRST page group, on the MFD, provides information about the nearest The nearest pages are displayed on the MFD. Specifically for the nearest
navigation aids, based on current aircraft position and information from the airports, it is also displayed on the PFD.
navigation database. The NRST page group consists of following pages:
• NEAREST AIRPORTS CONTROLS AND INDICATIONS ON MFD
• NEAREST INTERSECTIONS The same selections performed through the controls on the MFD bezel may
be done through the FMS panel controller. In addition to the entry through the

• NEAREST NDB dual FMS knob, the FMS panel controller also enables data entry through the
alphanumeric keys. The NRST page group is selected through the outer FMS
• NEAREST VOR knob and the pages within the group are selected through the inner FMS
knob. The page/page group indicator is located on the bottom right corner of
• NEAREST USER WPTS
the MFD.
• NEAREST FREQUENCIES
• NEAREST AIRPORTS PAGE
• NEAREST AIRSPACES
The NEAREST AIRPORTS page on the MFD is the first in the group of NRST
Not all 25 nearest airports, VORs, NDB (Non-Directional Beacon)s, pages because of its potential use in the event of an in-flight emergency. In
intersections or user waypoints can be displayed on the corresponding NRST addition to displaying a map of the currently selected airport and surrounding
page at one time. The NEAREST AIRPORTS page displays detailed area, the page displays nearest airport information in five windows.
information about five nearest airports, with a scroll bar along the right hand
NEAREST AIRPORTS window, which shows airport identifier, symbol,
side of the page indicating the part of the list that is currently being viewed.
bearing, distance (up to 25 airports within 200 nmi of current position). The
The NEAREST AIRPORTS page displays detailed information about up to
list shows five airports at the same time (scroll of the list is done through the
three special use or controlled airspace alerts.
dual FMS knob). The selected airport is indicated by an arrow.
The NRST pages for VORs, NDBs, intersections and user waypoints display
INFORMATION window, which shows name, closest city and elevation of the
nine waypoints at a time. The flashing cursor and outer FMS knob are used
airport.
to scroll and view the rest of the waypoints or airspaces in the list.
RUNWAYS window.
The NRST pages can be used in conjunction with the direct-to function to
quickly set a course to a nearby facility. This feature can be a real time saver FREQUENCIES window, which shows airport COM frequencies.
compared to retrieving information from the database using the WPT pages.
More importantly, it instantly provides navigation to the nearest airport in case APPROACHES window.
of an in-flight emergency.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
The NRST APT window on the SYSTEM SETUP page defines the minimum The figure FLIGHT MANAGEMENT SYSTEM - NEAREST AIRPORT PAGE
runway length and surface type used when determining the 25 nearest provides further data on the preceding text.
airports to display on the MFD NEAREST AIRPORTS page. A minimum
runway length and/or surface type can be entered to prevent airports with
small runways or runways that are not appropriately surfaced from being
displayed. Default settings are 0 ft (or m) for runway length and “ANY” for
runway surface type.
The following softkeys are available for the NEAREST AIRPORTS page:

APT (Airport): pressing the APT softkey places the cursor on the NEAREST
AIRPORTS window. The dual FMS knob is used to select one of the airports
in the list. A direct-to the selected airport can be done by pressing the
DIRECT-TO key and then pressing the ENT key to confirm the selection.
RNWY (Runways): pressing the RNWY softkey places the cursor on the
RUNWAYS window. The dual FMS knob is used to select one of the available
runways for the selected airport.
FREQ (Frequencies): pressing the FREQ softkey places the cursor on the
FREQUENCIES window. The dual FMS knob is used to select the desired
frequency. Pressing the ENT key places the selected frequency in the
standby frequency field of the selected COM radio.
APR/LD APR (Approaches/Load Approach): pressing the APR softkey

places the cursor on the APPROACHES window. At this time the LD APR
softkey becomes available (white text). The dual FMS knob is used to select
the desired approach. Pressing the LD APR softkey displays the APPROACH
LOADING page with the transitions highlighted. The desired transition is also
selected thought the dual FMS knob and the ENT key is used to load the
transition. At this point, the cursor is placed on the “ACTIVATE?” field, and
pressing the ENT key inserts the selected approach in the flight plan for
navigation.
An alternative to the softkeys is the selection of the MENU key on the MFD
bezel, which enables the page menu. The dual FMS knob is used to highlight
the desired option and the ENT key is used to select it.

EFFECTIVITY: ALL
MFD
NEAREST AIRPORTS PAGE


PUSH PUSH
VOL ID
VOL SQ
NAV2 108.00 117.95 NRST - NEAREST AIRPORTS 136.975 118.000 COM2

NORTH UP EMERG
NEAREST AIRPORTS
NAV 51K 124° 6.8NM COM
KLWC 271° 10.2NM
KSTJ KIXD 150° 11.4NM
NEAREST AIRPORTS
42.0 N1% 92.9
PUSH
1−2
K34 167° 11.8NM PUSH
1−2
WINDOW
K64 218° 13.0NM
INFORMATION
BARO
LAWRENCE MUN
713 ITT C
713
LAWRENCE KS 832FT INFORMATION WINDOW
142.8 N2% 142.8
RUNWAYS
PUSH
95 95 01 - 19 HARD SURFACE
OIL TEMP C
FUEL 3901FT x 75FT
STD
RUNWAYS WINDOW
1100 FF PPH 1100
5000 FQ LB 5000 FREQUENCIES
ASOS RX 121.225
TEMP 0C CLEARANCE 121.825 RANGE
ELEC CABIN
BATT1
BATT2
25 V
25 V
ALT 7200 FT KFLV
UNICOM
CENTER
123.000
123.800
− + FREQUENCIES WINDOW
RATE 0 FPM
SPDBRK DELTA-P 5.0 PSI ILS 33 108.900
KMCI
LFE
MCI APPROACHES PUSH
OXY 1450 PSI PAN
KLWC - ILS 33
LG FLAPS
KLWC - RNAV 15GPS LNAV
UP
KLWC - RNAV 33GPS LNAV D MENU
UP UP 1
KLWC - VOR/DME-A APPROACHES WINDOW
TRIM FPL PROC
ROLL PITCH
KTS KMKC
CLR ENT
YAW 50
50NM MAP WPT AUX NRST
DFLT MAP
SYSTEM MAP APT RNWY FREQ APR
FMS
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - NEAREST AIRPORT PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• NEAREST INTERSECTIONS PAGE
The NEAREST INTERSECTIONS page is the second page of the NRST

page group.
The NEAREST INTERSECTIONS page is used to view information about

intersections. In addition to displaying a map of the currently selected
intersection and surrounding area, the NEAREST INTERSECTIONS page

displays intersection information in three windows.
The NEAREST INT window displays the intersection identifier, symbol,

bearing, distance (within 200 nmi from the current position). The selected
intersection is indicated by an arrow.
The INFORMATION window shows latitude and longitude of the nearest

intersection.
The REFERENCE VOR window shows the VOR name, symbol, frequency,
bearing, and distance.
Pressing the dual FMS knob places the cursor on the NEAREST INT window.
The desired intersection is selected through the dual FMS knob, by
highlighting the intersection and pressing the ENT key.
The figure FLIGHT MANAGEMENT SYSTEM - NEAREST

INTERSECTIONS PAGE provides further data on the preceding text.

EFFECTIVITY: ALL
MFD
NEAREST INTERSECTIONS PAGE


PUSH PUSH
VOL ID
VOL SQ
NAV2 108.00 117.95 NRST - NEAREST INTERSECTIONS 136.975 118.000 COM2

NORTH UP EMERG
NEAREST INT
NAV OGUCO 001 1.2 NM COM
VPDSO 136 1.8 NM
DESOT 035 4.5 NM NEAREST INT
PUSH
42.0 N1% 92.9 ZODPU 073 5.2 NM
PUSH WINDOW
1−2 FLUFF 030 6.0 NM 1−2
FLUFF RUGBB 270 6.4 NM
VPBSP 052 6.6 NM BARO
713 ITT C
713 KEZNU 130 7.0 NM
EXIBY 070 7.6 NM
142.8 N2% 142.8 DIBDE 177 8.5 NM
CYPRE 090 8.5 NM PUSH
FUEL
JITER 230 8.9 NM
1100 FF PPH 1100 NEWBN 231 8.9 NM
5000 FQ LB 5000 SPICY 091 9.6 NM
US ORFUN 269 9.9 NM

TEMP 0C RANGE
ELEC CABIN MATCB 269 9.9 NM
BATT1 25 V
BATT2 25 V
ALT 7200 FT INFORMATION − +
RATE 0 FPM N 39 05.12’
SPDBRK DELTA-P 5.0 PSI 51K
W094 55.12’ INFORMATION
LFE
1450 PSI 30
REFERENCE VOR PUSH WINDOW
OXY
MCI 113.25 PAN
LG FLAPS
212 15.0 NM
UP
D MENU
UP UP 1
TRIM FPL PROC
ROLL PITCH
27 CLR ENT
REFERENCE VOR
50
YAW
DFLT MAP
WINDOW
SYSTEM MAP
FMS
PUSH CRSR
FLIGHT MANAGEMENT SYSTEM - NEAREST INTERSECTIONS PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• NEAREST NDB PAGE
The NEAREST NDB page is the third page of the NRST page group.
The NEAREST NDB page can be used to quickly find an NDB close to the
flight path. In addition to displaying a map of the surrounding area, the page
displays information about up to 25 nearest NDBs in three labeled boxes.
The NEAREST NDB window displays the NDB identifier, symbol, bearing,

distance (within 200 nmi from the current position).
The INFORMATION window shows NDB name, location and, latitude and
longitude.
The FREQUENCY window shows NDB frequencies.
Pressing the dual FMS knob places the cursor on the NEAREST NDB
window. The desired NDB is selected by rotating the dual FMS knob to
highlight it, and pressing the ENT key.
The figure FLIGHT MANAGEMENT SYSTEM - NEAREST NDB PAGE


EFFECTIVITY: ALL
MFD
NEAREST NDB PAGE


PUSH PUSH
VOL ID
VOL SQ
NAV2 108.00 117.95 NRST - NEAREST NDB 136.975 118.000 COM2

NORTH UP EMERG
NEAREST NDB
NAV TO 280 32.9 NM COM
GPH 054 38.4 NM
AZN 001 53.1 NM NEAREST NDB
PUSH
42.0 N1% 92.9 UKL 216 54.0 NM
PUSH WINDOW
1−2 EZZ 034 55.3 NM 1−2
EZZ
FNB 334 70.0 NM
SZ 105 70.6 NM BARO
TIFTO
713 ITT C
713 GLY 118 72.8 NM
FSK 168 73.0 NM
142.8 N2% 142.8 75.1 NM
MCI MSB 192
137 OIL PRES PSI 137 ZOYFY
EAD 151 75.9 NM PUSH
95 OIL TEMP C 95 TOP KMKC
STD
FUEL
MQD 273 76.5 NM
1100 FF PPH 1100 EVU 360 80.9 NM
5000 FQ LB 5000 CVY 269 83.9 NM
CHT 053 84.1 NM
TEMP 0C RANGE
ELEC CABIN PUR 085 84.4 NM
BATT1 25 V
BATT2 25 V
ALT 7200 FT INFORMATION − +
SPDBRK
RATE
DELTA-P
0 FPM
5.0 PSI
CAMERON INFORMATION
CAMERON MO
LFE
PUSH
WINDOW
OXY 1450 PSI PAN
LG FLAPS N 39 43.75’
W094 16.33’
UP
FREQUENCY
D MENU
1
UP UP
TRIM
394.0
FPL PROC
FREQUENCY
ROLL PITCH
WINDOW
CLR ENT
YAW 50
DFLT MAP
SYSTEM MAP
FMS
PUSH CRSR
FLIGHT MANAGEMENT SYSTEM - NEAREST NDB PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• NEAREST VOR PAGE
The NEAREST VOR page can be used to quickly find a VOR station close to
the flight path. In addition, a NAV frequency from a selected VOR station can
be loaded from the VOR page. In addition to displaying a map of the
surrounding area, the NEAREST VOR page displays information about up to
25 nearest VOR stations in three labeled boxes. The list only includes
waypoints that are within 200 nmi.

The NEAREST VOR window displays the VOR identifier, VOR symbol,
bearing and distance to VOR from the aircraft position.
The INFORMATION window shows name, city, class, magnetic variation,

latitude and longitude of selected VOR.
The FREQUENCY window shows VOR frequency.
The following softkeys are available for the NEAREST VOR page:
VOR: pressing the VOR softkey places the cursor on the NEAREST VOR
window. The dual FMS knob is used to select one of the VORs in the list.
FREQ (Frequency): pressing the FREQ softkey places the cursor on the
FREQUENCY window. Pressing the ENT key places the selected VOR
frequency on the standby frequency field to the selected NAV radio.
bezel, which enables the PAGE MENU. The dual FMS knob is used to
highlight the desired option and the ENT key is used to select it.
The figure FLIGHT MANAGEMENT SYSTEM - NEAREST VOR PAGE


EFFECTIVITY: ALL
MFD
NEAREST VOR PAGE


PUSH
PUSH VOL SQ
VOL ID
NAV2 108.00 117.95 NRST - NEAREST VOR 136.975 118.000 COM2
EMERG
NORTH UP
NEAREST VOR COM
NAV OJC 125 15.6 NM
RIS 066 20.2 NM
MCI 033 21.0 NM
NEAREST VOR
42.0 N1% 92.9
PUSH
TOP 285 26.9 NM
PUSH
1−2 WINDOW
1−2 ANX 079 41.1 NM
TIFTO BUM 148 49.8 NM

BARO
RBA 336 54.6 NM
713 ITT C
713 STJ 360 57.7 NM
142.8 N2% 142.8 KMCI BQS 051 64.6 NM
MCI EMP 229 68.3 NM
PUSH
95 OIL TEMP C 95 MHK 274 78.5 NM STD
FUEL
TOP KMKC
1100 FF PPH 1100 CNU 196 87.0 NM
5000 FQ LB 5000 KFOE

FRI 266 87.1 NM
PWE 319 91.1 NM
TEMP 0C LMN 023 107 NM RANGE
ELEC CABIN
BATT1 25 V OSW 182 111 NM
BATT2 25 V
ALT 7200 FT − +
RATE 0 FPM INFORMATION
SPDBRK DELTA-P 5.0 PSI TOPEKA INFORMATION
LFE TOPEKA KS
OXY 1450 PSI LOW ALTITUDE 5 E
PUSH
PAN WINDOW
LG FLAPS
N 39 08.23’
UP W094 32.95’
D MENU
UP UP 1 FREQUENCY
ROLL
TRIM
PITCH
117.80 FPL PROC
FREQUENCY
50
CLR ENT WINDOW
YAW
150 NH MAP WPT AUX NRST
DFLT MAP
SYSTEM MAP VOR FREQ
FMS
PUSH CRSR
FLIGHT MANAGEMENT SYSTEM - NEAREST VOR PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• NEAREST USER WAYPOINTS PAGE
The integrated avionics system can create and store up to 1.000 user-defined
waypoints. User waypoints can be created from any map page (except PFD
inset map, TRIP PLANNING page, or procedure pages) by selecting a
position on the map, or from the USER WPT INFORMATION page by
referencing a bearing/distance from an existing waypoint or bearing from two
existing waypoints. Once a waypoint has been created, it can be renamed,

deleted, or moved.
The NEAREST USR window shows the nearest user waypoint list which
contains the user waypoint identifier, bearing and distance from aircraft
position.
The INFORMATION window shows latitude and longitude.
The REFERENCE WAYPOINT window shows a second reference waypoint

with identifier and bearing.
Pressing the dual FMS knob places the cursor on the NEAREST USR
window. The desired user waypoint is selected by rotating the dual FMS knob
to highlight it, and pressing the ENT key.
The figure FLIGHT MANAGEMENT SYSTEM - NEAREST USER

WAYPOINTS PAGE provides further data on the preceding text.

EFFECTIVITY: ALL
MFD
NEAREST USER WPTS PAGE


PUSH PUSH
VOL ID
VOL SQ
NAV2 108.00 117.95 NRST - NEAREST USER WPTS 136.975 118.000 COM2
NORTH UP EMERG
NEAREST USR
NAV USR000 097 7.6NM COM
CA 138 14.7NM
A 269 124 NM
42.0 N1% 92.9
PUSH
1−2
PUSH
1−2 NEAREST USR
WINDOW
BARO
713 ITT C
713
KFLV
142.8 N2% 142.8
KMCI PUSH
MCI
FUEL
1100 FF PPH 1100
5000 FQ LB 5000
TEMP 0C RANGE
ELEC CABIN
BATT1 25 V
BATT2 25 V
ALT 7200 FT − +
RATE 0 FPM
SPDBRK
INFORMATION
DELTA-P 5.0 PSI
LFE
KLWC
OJC324 / 10
N 39 58.75’ PUSH
INFORMATION
OXY 1450 PSI PAN
LG FLAPS
USR000
W094 50.43’
WINDOW
UP REFERENCE WAYPOINTS
OJC D MENU
UP UP 1
323.7 9.6 NM
TRIM FPL PROC
______
ROLL PITCH
KIXD
KOJ ___._
REFERENCE
CLR ENT
YAW 50
DFLT MAP
WAYPOINTS
SYSTEM MAP
FMS
WINDOW
PUSH CRSR
FLIGHT MANAGEMENT SYSTEM - NEAREST USER WAYPOINTS PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
frequency and press the ENT key to load it into the standby frequency
• NEAREST FREQUENCIES PAGE field of the selected COM radio.
The NEAREST FREQUENCIES page is the sixth page of the NRST page • WX (Weather): pressing the WX softkey places the cursor on the
group. The following bits of information are displayed on the NEAREST NEAREST WX window. Turn the dual FMS knob to highlight a WX
FREQUENCIES page: frequency and press the ENT key to load it into the standby frequency
field of the selected COM radio.
• Map of surrounding area
• Facility name, bearing to and distance to the five (one at a time, selected

bezel, which enables the PAGE MENU. The dual FMS knob is used to
through the dual FMS knob) nearest ARTCC (Air Route Traffic Control highlight the desired option, and the ENT key is used to select it.
Centers) and FSS (Flight Service Station) points of communication within
200 nmi from the present position. For each ARTCC and FSS listed, the The figure FLIGHT MANAGEMENT SYSTEM - NEAREST FREQUENCIES
NEAREST FREQUENCIES page also indicates the frequency and may PAGE provides further data on the preceding text.
be used to quickly tune the COM transceiver to the facility frequency. The
selected frequency is placed in the standby COM frequency field of the
selected COM radio and activated by using the COM frequency transfer
key
The MFD provides auto-tuning of NAV frequencies from waypoint and
nearest pages. During enroute navigation, the NAV frequency is entered
automatically into the NAV standby frequency field. Upon approach
activation, the NAV frequency is automatically entered into the NAV active
frequency field. Frequencies can be automatically loaded into the NAV
Frequency Boxes by highlighting the frequency and pressing the ENT Key
• Nearest weather frequencies
The following softkeys are available for the NEAREST FREQUENCIES page:
• ARTCC (Air Route Traffic Control Centers): pressing the ARTCC softkey
places the cursor on the NEAREST ARTCC window. The inner FMS knob
is used to select one of the ARTCCs in the list. Turn the outer FMS knob
to highlight an ARTCC frequency and press the ENT key to load it in the
• FSS (Flight Service Station): pressing the FSS softkey places the cursor
on the NEAREST FSS window. The inner FMS knob is used to select one
of the FSSs in the list. Turn the outer FMS knob to highlight a FSS

EFFECTIVITY: ALL
MFD
NEAREST FREQUENCIES PAGE


PUSH
PUSH VOL SQ
VOL ID
NAV2 108.00 117.95 NRST - NEAREST FREQUENCIES 136.975 118.000 COM2
EMERG
NORTH UP
NEAREST ARTCC COM
NAV 1 KANSAS CITY NEAREST ARTCC
ARTCC
KANSAS CITY
BRG 261 DIS 38 NM WINDOW
42.0 N1% 92.9 127.900 123.800 PUSH
PUSH 1−2
1−2
TIFTO NEAREST FSS
BARO
1 COLUMBIA
713 ITT C
713
BRG 094 DIS 12 NM
NEAREST FSS
142.8 N2% 142.8 KMCI
MCI 122.150
PUSH
WINDOW
95 OIL TEMP C 95 KMKC STD
TOP
FUEL
ARTCC
1100 FF PPH 1100 KANSAS CITY NEAREST WX
123.800
5000 FQ LB 5000 KFOE KLWC ASOS 121.225
KIXD ASOS 135.325
TEMP 0C KOJC ATIS 119.350 RANGE
ELEC CABIN
BATT1 25 V
ALT 7200 FT
KOJC ASOS 119.350
− + NEAREST WX
BATT2 25 V KMKC ATIS 120.750
SPDBRK
RATE 0 FPM
KMCI ATIS 128.375
WINDOW
DELTA-P 5.0 PSIARTCC
LFE KANSAS CITY
ARTCC KLXT ASOS 124.175
127.725 KANSAS CITY PUSH
OXY 1450 PSI 125.550 KTOP ASOS 121.275 PAN
LG FLAPS KFOE ATIS 128.250
UP KFOE ASOS 128.250
D MENU
UP UP 1 KLRY AWOS 119.975
TRIM ____ ____ ___.___ FPL PROC

ROLL PITCH
____ ____ ___.___
CLR ENT
YAW 50
DFLT MAP
SYSTEM MAP ARTCC FSS WX
FMS
PUSH CRSR
FLIGHT MANAGEMENT SYSTEM - NEAREST FREQUENCIES PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• NEAREST AIRSPACES PAGE
The NEAREST AIRSPACES page can be used to quickly find airspaces close
to the flight path. In addition, a selected frequency associated with the
airspace can be loaded from the NEAREST AIRSPACES page. In addition
to displaying a map of airspace boundaries and surrounding area, the
NEAREST AIRSPACES page displays airspace information in four windows
labeled ‘AIRSPACE ALERTS’, ‘AIRSPACE, AGENCY’, VERTICAL LIMITS’,

and ‘FREQUENCIES’.
The following softkeys are available for the NEAREST AIRSPACES page:
• ALERTS: pressing the ALERTS softkey places the cursor on the

AIRSPACE ALERTS window. The dual FMS knob is used to select one
of the airspaces in the list.
• FREQ: pressing the FREQ softkey places the cursor on the

FREQUENCIES window. The dual FMS knob is used to select the desired
frequency and pressing the ENT key places the selected frequency in the
The same selections can be done alternatively through the PAGE MENU.
Pressing the MENU key on the displayMFD bezel displays the PAGE MENU
and the dual FMS knob is used to highlight the desired option. The ENT key
is used to confirm the selection.
The figure FLIGHT MANAGEMENT SYSTEM - NEAREST AIRSPACES

PAGES provides further data on the preceding text.

EFFECTIVITY: ALL
MFD
NEAREST AIRSPACES PAGE


PUSH
PUSH VOL SQ
VOL ID
NAV2 108.00 117.95 NRST - NEAREST AIRSPACES 136.975 118.000 COM2
EMERG
NORTH UP
AIRSPACE ALERTS COM
NAV 1 ________________ AIRSPACE ALERTS
___ __:__:__ WINDOW
42.0 N1% 92.9 2 ________________ PUSH
PUSH 1−2
1−2 ___ __:__:__
OGUCO 3 ________________
BARO
713 ITT C
713 ___ __:__:__
142.8 N2% 142.8

AIRSPACE, AGENCY
137 137
95
OIL PRES PSI
OIL TEMP C 95
___ PUSH
STD
AIRSPACE, AGENCY
___
1100
FUEL
FF PPH 1100
WINDOW
VERTCAL LIMITS
5000 FQ LB 5000 _____
_____
TEMP 0C RANGE
ELEC CABIN
BATT1 25 V
ALT 7200 FT
FREQUENCIES
____ − + VERTCAL LIMITS

BATT2 25 V
SPDBRK
RATE
DELTA-P
0 FPM
5.0 PSI
WINDOW
LFE
PUSH
VPDSO
OXY 1450 PSI PAN
LG FLAPS
UP
D MENU
UP UP 1 FREQUENCIES
ROLL
TRIM
PITCH
FPL PROC
WINDOW
CLR ENT
YAW 50
DFLT MAP
SYSTEM MAP ALERTS FREQ
FMS
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - NEAREST AIRSPACES PAGES
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CONTROLS AND INDICATIONS ON PFD
The NEAREST AIRPORTS window is enabled/disabled on PFD through the

NRST softkey. The dual FMS knob is used to select the desired airport, and
pressing the ENT key causes the AIRPORT INFORMATION window to be
displayed with details about the selected airport. The option BACK shows
highlighted, and pressing the ENT key returns to the NEAREST AIRPORTS
window. Similarly to the MFD, a direct-to operation can be done by

highlighting the desired airport and pressing the DIRECT-TO key. In addition,
the airport frequency can be selected as the standby COM frequency by
highlighting the desired frequency and pressing the ENT key.
The figure FLIGHT MANAGEMENT SYSTEM - NEAREST AIRPORTS

WINDOW provides further data on the preceding text.

EFFECTIVITY: ALL

PUSH PUSH
VOL ID
VOL SQ
NAV2 108.00 117.95 136.975 118.000 COM2

EMERG
NAV COM
0
20 20 2
PUSH
40 2500 PUSH
1−2 1−2
30 10 10 1
2400 BARO
20
23 00
00 PUSH
2 200 STD
10 10 1
PFD 1
A A PFD 2 2 100
360 2
RANGE
32.50 IN − +
NORTH UP
N
51K
NEAREST AIRPORTS
124 6.8 NM VFR
NEAREST AIRPORTS
3O
6
GPS TERM UNICOM 122.700 RNWY 2440 FT PUSH
PAN
WINDOW
KLXT 271 10.2 NM ILS
E
USR
UNICOM 123.000 RNWY 5700 FT D MENU

51K
XTK 19.8 NM
24
12
KIXD 150 11.4 NM ILS
FPL PROC
TOWER 133.000 RNWY 7339 FT
15 NM S
CLR ENT

INSET PFD OBS CDI TMR/REF NRST ALERTS
FMS
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - NEAREST AIRPORTS WINDOW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
WPT (WAYPOINT) PAGES

• AIRPORT INFORMATION PAGE
The WPT page group provides information about thousands of airports,
VORs, NDBs, intersections, runways, frequencies and procedures. In The AIRPORT INFORMATION page is the first page of the WPT page group.
addition, the user waypoint information page displays information about up The DEPARTURE, ARRIVAL, and APPROACH pages must be selected from
to 1,000 user-created waypoints. The WPT page group consists of the the AIRPORT INFORMATION page using their corresponding softkeys.
following pages:
The following softkeys are available:
• AIRPORT INFORMATION
• INFO: pressing the INFO softkey displays the AIRPORT INFORMATION

• DEPARTURE INFORMATION page.
• ARRIVAL INFORMATION • DP: pressing the DP softkey displays the DEPARTURE INFORMATION
page.
• APPROACH INFORMATION
• STAR: pressing the STAR softkey displays the ARRIVAL INFORMATION
• INTERSECTION INFORMATION page.
• NDB INFORMATION • APR: pressing the APR softkey displays the APPROACH INFORMATION
page.
• VOR INFORMATION
The cursor is displayed on the AIRPORT INFORMATION page by pressing
• USER WPT INFORMATION the dual FMS knob. The outer knob of the dual FMS knob is used to move
the cursor through the page fields.
DISPLAYS
AIRPORT SELECTION
The WPT page group is displayed on the MFD.
On the AIRPORT window, the airport can be selected by its waypoint
identifier, facility name or location name. When the cursor is in the desired
CONTROLS AND INDICATIONS ON MFD field, rotating the inner knob of the dual FMS knob changes the first character
of the field. At this point, the outer knob of the dual FMS knob is used to select
The WPT page group is selected through the outer knob of the dual FMS the next character.
knob, and the pages within the group are selected through the inner knob of
the dual FMS knob. The page/page group indicator is located on the bottom After the selection is done, the ENT key is used to confirm the selection, or
right corner of the MFD. The map range for each one of the waypoint pages the CLR key is used to cancel the entry. Pressing the dual FMS knob disables
is controlled through the joystick on the MFD bezel. The same selections the cursor. The same operations above can be done through the FMS panel.
performed through the controls on the MFD bezel may be done through the The airport identifier, facility name or location name can be selected through
FMS panel. In addition to the entry through the dual FMS knob, the FMS panel the alphanumeric keys, instead of using the dual FMS knob.
also enables data entry through the alphanumeric keys.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
RUNWAY SELECTION • View Departure
When the desired airport is selected, one specific runway can be selected by • View Arrival
placing the cursor on the RUNWAYS window (using the outer knob of the
dual FMS knob) and by rotating the inner knob of the dual FMS knob until the • View Approach
desired runway is displayed. Pressing the dual FMS knob disables the cursor.
The AIRPORT INFORMATION page shows the following detailed information
AIRPORT FREQUENCY SELECTION about the selected airport: · Airport Information · Runways · Frequencies
The AIRPORT window contains information about the selected airport, such

When the desired airport is selected, a list of the available frequencies is
displayed. The list of frequencies can be scrolled by rotating the inner knob as airport waypoint identification, facility name, location, airport symbol,
of the dual FMS knob when the cursor is displayed on the FREQUENCIES usage type (PUBLIC, MILITARY, PRIVATE), position and altitude.
window. Tuning to the selected frequency is accomplished by pressing the
The RUNWAYS window displays runway designations, length, surface type
ENT key: the selected frequency is placed in the standby NAV frequency field
and lighting for the selected airport. A map image of the runway layout and
of the COM or NAV radio, as applicable.
surrounding area is also displayed on the AIRPORT INFORMATION page.
If a listed frequency has sector or altitude restrictions, the frequency is For airports with multiple runways, information about each runway is
preceded by an info designation. With the cursor in the info designated field, available. The following descriptions and abbreviations are used on the
the restriction information is displayed when the ENT key is pressed. RUNWAYS window fields:
AIRPORT INFORMATION PAGE MENU • Surface – Runway surface types include: HARD, TURF, SEALED,
GRAVEL, DIRT, SOFT, UNKNOWN, or WATER
Additional options are available in the AIRPORT INFORMATION page by
pressing the MENU key. The desired option is selected by rotating the dual • Lighting – Runway lighting types include: NO LIGHTS, PART TIME, FULL
FMS knob and pressing the ENT key. TIME, UNKNOWN or FREQUENCY
The following options are possible (note that some of them may be displayed The FREQUENCIES window displays radio frequencies and frequency types
in grey, indicating that they are not available/applicable to current for the selected airport, as well as sector and altitude restrictions (where
configuration): applicable). If the selected airport has a localizer-based approach, the
localizer frequency is also listed on the FREQUENCY window.
• Load Approach
Some listed frequencies may include designations for limited usage, as
• View Departure Airport follows:
• View Destination Airport • “TX” – transmit only
• View Recent Airport List • “RX” - receive only
• View Info • “PT” – part time frequency

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• “i” – additional information exists, press the ENT key • GROUND
If a listed frequency has sector or altitude restrictions, the frequency is • HELICOPTER

preceded by an info designation. The FREQUENCY window fields use the
following descriptions and abbreviations: • MULTICOM
Communication frequencies which may include restrictions: • PRE-TAXI
• APPROACH • RADAR

• ARRIVAL • RAMP
• CLASS B • OTHER
• CLASS C • TOWER
• CAT • UNICOM
• DEPARTURE Navigation frequencies:
• TMA • ILS
• TERMINAL • LOC
• TRSA The figure FLIGHT MANAGEMENT SYSTEM - AIRPORT INFORMATION

Communication frequencies without restrictions:
• ATIS
• ASOS
• AWOS
• CENTER
• CLEARANCE
• GATE
• CONTROL

EFFECTIVITY: ALL
MFD
AIRPORT INFORMATION PAGE


PUSH
PUSH VOL SQ
VOL ID
NAV2 108.00 117.95 WPT - AIRPORT INFORMATION 136.975 118.000 COM2
EMERG
NORTH UP
AIRPORT COM
NAV DAAD PUBLIC
BOU SAADA
AIRPORT
42.0 N1% 92.9 BOU SAADA
PUSH
WINDOW
PUSH ALGERIA 1506 FT 1−2
1−2 22
N 35 19.88’
E004 12.27’
BARO
UTC+1
713 ITT C
713
RUNWAYS
142.8 N2% 142.8
04-22
7218 FT X 98 FT PUSH
RUNWAYS
95 OIL TEMP C 95
FUEL HARD SURFACE
STD
WINDOW
1100 FF PPH 1100 NO LIGHTS
5000 FQ LB 5000
FREQUENCIES
TEMP 0 C DAAD TOWER 118.100 RANGE
ELEC CABIN
BATT1 25 V
BATT2 25 V
ALT 7200 FT − +
RATE 0 FPM
SPDBRK DELTA-P 5.0 PSI FREQUENCIES
LFE
1450 PSI
PUSH WINDOW
OXY PAN
LG FLAPS
UP
04 D MENU
UP UP 1
TRIM FPL PROC
ROLL PITCH
CLR ENT
YAW 50
1.5 NM MAP WPT AUX NRST
DFLT MAP
SYSTEM MAP INFO DP STAR APR
FMS
PUSH CRSR
SOFTKEYS (REF.)
FLIGHT MANAGEMENT SYSTEM - AIRPORT INFORMATION PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• Procedure sequence on the SEQUENCE window.

• DEPARTURE INFORMATION PAGE
• ARRIVAL INFORMATION PAGE
The DEPARTURE INFORMATION page is selected through the DP softkey
when the AIRPORT INFORMATION page is displayed. The ARRIVAL INFORMATION page is selected through the STAR softkey
when the AIRPORT INFORMATION page is displayed.
The dual FMS knob is used to select the available departures, runways and
transitions for the selected airport. The dual FMS knob is used to select the available arrivals, transitions and
runways for the selected airport.
Pressing the dual FMS knob places the cursor on the DEPARTURE window.

Turning the inner knob of the dual FMS knob displays a window with the Pressing the dual FMS knob places the cursor on the ARRIVAL window.
available departure options. The ENT key is used to confirm the selection. A Turning the inner knob of the dual FMS knob displays a window with the
similar procedure is used to select the runway and transition on the RUNWAY available arrival options. The ENT key is used to confirm the selection. A
and TRANSITIONS windows respectively, with the outer knob of the dual similar procedure is used to select the transition and runway on the
FMS knob being used to move the cursor between the windows. TRANSITION and RUNWAY windows respectively, and the outer knob of the
dual FMS knob is used to move the cursor between the windows.
Once the departure, runway and transition are set, the procedure may be
loaded using the departure PAGE MENU. Pressing the MENU key displays Once the arrival, transition and runway are set, the procedure may be loaded
the departure PAGE MENU, and the dual FMS knob and ENT key are used by using the arrival PAGE MENU. Pressing the MENU key displays the arrival
to select the LOAD DEPARTURE option. PAGE MENU, and the dual FMS knob and ENT key are used to select the
LOAD ARRIVAL option.
The DEPARTURE INFORMATION page shows the available departure
procedures (also referred to as SIDs) for the selected airport. Where multiple The ARRIVAL INFORMATION page shows the available STAR procedures
runways or transitions are associated with the departure procedure, that for the selected airport. Where multiple transitions or runways are associated
information can also be displayed. A map image provides a layout diagram with the arrival procedure, that information may also be displayed.
for each departure, runway and transition.
The following bits of information are displayed on the ARRIVAL
The following information is displayed on the DEPARTURE INFORMATION INFORMATION page:
page:
• Map showing the arrival layout diagram.
• Map showing the departure layout diagram.
• Selected airport on the airport window.
• Selected airport on the AIRPORT window.
• Arrival on the ARRIVAL window.
• Departure on the DEPARTURE window.
• Runway on the RUNWAY window.
• Transition on the TRANSITION window.
• Transition on the TRANSITION window.
• Procedure sequence on the SEQUENCE window.

EFFECTIVITY: ALL
NOTES: NOTES:

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• APPROACH INFORMATION PAGE • Procedure sequence on the SEQUENCE window.
The APPROACH INFORMATION page is selected through the APR softkey • INTERSECTION INFORMATION PAGE
when the AIRPORT INFORMATION page is displayed. An intersection can only be selected by its identifier. Pressing the dual FMS
The dual FMS knob is used to select the available approaches and transitions knob places the cursor on the INTERSECTION window. With the cursor in
for the selected airport. this window, rotating the inner knob of the dual FMS knob changes the first
character and rotating the outer knob of the dual FMS knob selects the next
Pressing the dual FMS knob places the cursor on the APPROACH window. character. Pressing the dual FMS knob at this time removes the cursor.

Turning the inner knob of the dual FMS knob displays a window with the
available approach options. The ENT key is used to confirm the selection. A The INTERSECTION INFORMATION page displays the following bits of
similar procedure is used to select the transition on the TRANSITION window, information about a selected intersection:
and the outer knob of the dual FMS knob is used to move the cursor between • Map of surrounding area.
the windows.
• Intersection identifier and symbol on the INTERSECTION window.
Once the approach and transition are set, the procedure may be loaded by
using the approach PAGE MENU. Pressing the MENU key displays the • Name, general location, latitude/longitude (degrees/minutes or degrees/
PAGE MENU, and the dual FMS knob and ENT key are used to select the minutes/seconds), MGRS (Military Grid Reference System) or Universal
LOAD APPROACH or LOAD & ACTIVATE APPROACH options. Transverse Mercator (UTM) / Universal Polar Stereographic (UPS) on the
INFORMATION window.
The APPROACH INFORMATION page shows the available approach
procedures for a selected airport. Where multiple IAF (Initial Approach Fix)s • Nearest VOR/VORTAC (VOR and UHF Tactical Air Navigation)/DME
and feeder routes are available, that information may also be displayed. The (identifier, symbol, bearing, distance) on the NEAREST VOR window.
following bits of information are displayed on the APPROACH
INFORMATION page: The VOR displayed on the INTERSECTION INFORMATION page is the
nearest VOR, not necessarily the VOR used to define the intersection.
• Map showing the approach layout diagram.
The figure FLIGHT MANAGEMENT SYSTEM - INTERSECTION
• Selected Airport on the AIRPORT window. INFORMATION PAGE provides further data on the preceding text.
• Approach Channels on the APPROACH CHANNEL window
• Approach on the APPROACH window.
• Transitions on the TRANSITIONS window.
• Frequency on the PRIMARY FREQUENCY window.

EFFECTIVITY: ALL
MFD
INTERSECTION INFORMATION PAGE


PUSH
PUSH VOL SQ
VOL ID
NAV2 108.00 117.95 WPT - INTERSECTION INFORMATION 136.975 118.000 COM2
EMERG
NORTH UP
INTERSECTION COM
NAV A INTERSECTION
INFORMATION WINDOW
42.0 N1% 92.9 CHINA
PUSH
PUSH N 23 23.30’ 1−2
1−2 E113 14.20’
BARO
NEAREST VOR
713 ITT C
713 TAN INFORMATION
142.8
137
N2%
OIL PRES PSI
142.8
137
RAD 183 WINDOW
DIS 16.7NM PUSH
20R 20L
FUEL
1100 FF PPH 1100 ZGGG
5000 FQ LB 5000 A
0C
NEAREST VOR
TEMP RANGE
BATT1
ELEC
25 V
CABIN 02L 02R WINDOW
BATT2 25 V
ALT 7200 FT − +
RATE 0 FPM
LFE
PUSH
OXY 1450 PSI PAN
LG FLAPS
UP
D MENU
UP UP 1
TRIM FPL PROC
ROLL PITCH
CLR ENT
YAW 50
DFLT MAP
SYSTEM MAP
FMS
PUSH CRSR
FLIGHT MANAGEMENT SYSTEM - INTERSECTION INFORMATION PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• NDB INFORMATION PAGE
The NDB may be selected by its identifier, name or closest city.
Pressing the dual FMS knob enables the cursor on the NDB window and the
outer knob of the dual FMS knob is used to move the cursor between the
options. With the cursor in the desired field, rotating the inner knob of the dual
FMS knob changes the first character of the field. At this point, the outer knob

of the dual FMS knob is used to select the next character. When the selection
is done, the ENT key is used to confirm the selection, or the CLR key is used
to cancel the entry. Pressing the dual FMS knob disables the cursor.
The NDB PAGE MENU is accessed by pressing the MENU key. The option
“View Recent NDB List” is available for selection, which is accomplished by
pressing the ENT key. The list of the recent NDB is displayed, and the desired
NDB is selected by rotating the inner knob of the dual FMS knob and pressing
the ENT key.
The NDB INFORMATION page displays the following bits of information

about a selected NDB:
• Map of surrounding area.
• NDB identifier and symbol, name and closest city on the NDB window.
• General location, latitude/longitude (degrees/minutes or degrees/

minutes/seconds), MGRS or UTM/UPS, magnetic variation in degrees on
the INFORMATION window..
• Frequency in kHz on the FREQUENCY window.
• Nearest airport (identifier, symbol, bearing, distance) on the NEAREST

AIRPORT window.
The figure FLIGHT MANAGEMENT SYSTEM - NDB INFORMATION PAGE


EFFECTIVITY: ALL
MFD
NDB INFORMATION PAGE


PUSH
PUSH VOL SQ
VOL ID
NAV1 108.00 117.95 GS 0 KT DTK___ T TRK 357 ETE __:__ 136.975 118.000 COM1
NAV2 108.00 117.95 WPT - NDB INFORMATION 136.975 118.000 COM2
EMERG
NORTH UP
79 NDB COM
NAV
TO NDB
BILOY
42.0 N1% 92.9 TOPEKA KS

WINDOW
PUSH
PUSH
INFORMATION 1−2
1−2
COMPASS LOCATOR (LOM)
N CEN USA BARO INFORMATION
713 ITT C
713 N 39 07.22’
WINDOW
ELHONT
ELHONT
W095 41.23’
142.8 N2% 142.8
137 OIL PRES PSI 137 FREQUENCY
95 OIL TEMP C
FUEL
95 521.0
PUSH
STD FREQUENCY
1100 FF PPH 1100 NEAREST AIRPORT WINDOW
5000 FQ LB 5000 TO KTOP
132 4.3 NM
TEMP 0C RANGE
BATT1
ELEC
25 V
CABIN
NEAREST AIRPORT
ALT 7200 FT − +
BATT2 25 V
RATE 0 FPM 75
24
WINDOW
SPDBRK DELTA-P 5.0 PSI STOP
LFE 22
70
PUSH
OXY 1450 PSI 04 31 PAN
LG FLAPS 36
T
T
UP
TOPIKA
TOPIKA
D MENU
40
UP UP 1
70
TRIM FPL PROC
ROLL PITCH
CLR ENT
YAW 50
DFLT MAP
SYSTEM MAP
FMS
PUSH CRSR
FLIGHT MANAGEMENT SYSTEM - NDB INFORMATION PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• VOR INFORMATION PAGE
Similarly to the NDB INFORMATION page, the VOR may be selected by its
identifier, name or closest city.
Pressing the dual FMS knob enables the cursor on the VOR window and the
outer knob of the dual FMS knob is used to move the cursor between the
options. With the cursor in the desired field, rotating the inner FMS knob

changes the first character of the field. At this point, the large FMS is used to
select the next character. When selection is done, the ENT key is used to
confirm the selection, or the CLR key is used to cancel the entry. Pressing
the dual FMS knob disables the cursor.
The VOR PAGE MENU is accessed by pressing the MENU key. The option
“View Recent VOR List” is available for selection, which is accomplished by
pressing the ENT key. The list of the recent VOR is displayed, and the desired
VOR is selected by rotating the inner knob of the dual FMS knob and pressing
the ENT key.
The VOR INFORMATION page displays the following bits of information

about a selected VOR:
• Map of surrounding area.
• Identifier and symbol, name and closest city on the VOR window.
• General location, latitude/longitude (degrees/minutes or degrees/

minutes/seconds), MGRS or UTM/UPS and magnetic variation (degrees)
on the INFORMATION window.
• Frequency in MHz on the FREQUENCY window.
• Nearest airport (identifier, symbol, bearing, distance on the NEAREST

AIRPORT window).
The figure FLIGHT MANAGEMENT SYSTEM - VOR INFORMATION PAGE


EFFECTIVITY: ALL
MFD
VOR INFORMATION PAGE


PUSH
PUSH VOL SQ
VOL ID
NAV1 108.00 117.95 GS 0 KT DTK___ T TRK 357 ETE __:__ 136.975 118.000 COM1
NAV2 108.00 117.95 WPT - VOR INFORMATION 136.975 118.000 COM2
EMERG
NORTH UP
NZWP VOR COM
NAV
AA VOR-DME VOR
AUCKLAND
42.0 N1% 92.9 AUCKLAND

WINDOW
NZMB PUSH
PUSH H INFORMATION 1−2
1−2 33
0 20 E
NEW ZEALND BARO INFORMATION
713 ITT C
713 30 12
S 37 00.28’
WINDOW
3 E174 48.82’
142.8 N2% 142.8 15
137 OIL PRES PSI 137 FREQUENCY
95 OIL TEMP C
FUEL
95
27
114.80
PUSH
STD FREQUENCY
1100 FF PPH 1100
NZAA
AA
5 NEAREST AIRPORT WINDOW
5000 FQ LB 5000 NZAA
NZAR 240 1.1 NM
TEMP 0C RANGE
BATT1
ELEC
25 V
CABIN 24
NEAREST AIRPORT
ALT 7200 FT
9
− +
BATT2 25 V
RATE 0 FPM WINDOW
SPDBRK DELTA-P 5.0 PSI 21
LFE
12 PUSH
OXY 1450 PSI PAN
LG FLAPS 24
15
UP
D MENU
UP UP 1
TRIM FPL PROC
ROLL PITCH
CLR ENT
YAW 50
DFLT MAP
SYSTEM MAP
FMS
PUSH CRSR
FLIGHT MANAGEMENT SYSTEM - VOR INFORMATION PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• Identifier on the USER WAYPOINT window.

• USER WPT INFORMATION PAGE
• Comment on the COMMENT window.
Pressing the dual FMS knob enables the cursor on the USER WAYPOINT
window. The outer knob of the dual FMS knob is used to scroll through the • General location and latitude/longitude on the INFORMATION window.
page fields. With the cursor in the desired field, rotating the inner knob of the
dual FMS knob changes the first character of the field. At this point, the outer • A reference waypoint with identifier, radial, and distance on the
knob of the dual FMS knob is used to select the next character. When REFERENCE WAYPOINTS window.
selection is done, the ENT key is used to confirm the selection, or the CLR
• A second reference waypoint with identifier and radial on the

key is used to cancel the entry.
REFERENCE WAYPOINTS window.
Pressing the dual FMS knob disables the cursor. The user waypoint PAGE
• A list of all user waypoints on the USER WAYPOINT LIST window.
MENU is accessed by pressing the MENU key. The following options are
available: • Statistics of the number of user waypoint slots used and available.
• Delete All User Waypoints The figure FLIGHT MANAGEMENT SYSTEM - USER WPT INFORMATION
• View Recent User WPT List
• Use Present Position
• Auto Comment
• Create New User Waypoint
• Delete User Waypoint
• Rename User Waypoint
The desired option is selected by rotating the dual FMS knob and pressing
the ENT key.
The USER WPT INFORMATION page displays the waypoint name (up to six
characters long), identifier and radial from two reference waypoints, distance
from one reference waypoint, along with the user waypoints latitude/longitude
position.
The following data is displayed on the USER WPT INFORMATION page:
• Map of surrounding area

EFFECTIVITY: ALL
MFD
USER WPT INFORMATION PAGE


PUSH
PUSH VOL SQ
VOL ID
NAV2 108.00 117.95 WPT - USER WPT INFORMATION 136.975 118.000 COM2
EMERG
NORTH UP
USER WAYPOINT COM
NAV A USER WAYPOINT
COMMENT
WINDOW
42.0 N1% 92.9 KSLN355 / 15
PUSH
PUSH INFORMATION 1−2
1−2
N CEN USA
N 39 02.47’
W097 39.13’
BARO
COMMENT
713 ITT C
713
142.8 N2% 142.8
REFERENCE WAYPOINTS WINDOW
RAD DIS
PUSH
95 OIL TEMP C 95 1 KSLN 355.0 15.0 NM
STD
FUEL 2 ______ ____
1100 FF PPH 1100
5000 FQ LB 5000 A USER WAYPOINT LIST INFORMATION
A KSLN355 / 15
TEMP 0C CAMILA KSLN084 / 134

RANGE
WINDOW
ELEC CABIN
LEO KSLN083 / 125
BATT1 25 V
BATT2 25 V
ALT 7200 FT
SLN
USR000 OJC324 / 10 − +
RATE 0 FPM Z1 SH008 / 157
SPDBRK DELTA-P 5.0 PSI 30E301 KXC326 / 114 REFERENCE
LFE
OXY 1450 PSI
PUSH
PAN WAYPOINTS
FLAPS
LG
UP
KSLN WINDOW
D MENU
UP UP 1
TRIM FPL PROC
ROLL PITCH
USED WPTS 6 / 1000
50
CLR ENT USER WAYPOINT
YAW
LIST WINDOWS
DFLT MAP
SYSTEM MAP NEW DELETE RENAME
FMS
PUSH CRSR
FLIGHT MANAGEMENT SYSTEM - USER WPT INFORMATION PAGE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80



CHAPTER 44 - CABIN SYSTEMS
SECTION TITLE PAGE

44-00 CABIN SYSTEMS 664

44-10 CABIN CORE SYSTEM 666
44-12 CABIN LOUDSPEAKER 668
44-13 PASSENGER INTERCOM SYSTEM 670
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CABIN SYSTEMS 44-00
Introduction
The function of the cabin system is to let the crew speak to the passengers.
EFFECTIVITY: ON EMBRAER 500 ACFT WITH IFE SYSTEM
The cabin system also supply ambient music to the passengers cabin.
General Description
The CABIN SYSTEMS includes these subsystems:


• CABIN CORE SYSTEM (AMM SDS 44-10-00/1)
• INFLIGHT ENTERTAINMENT (AMM SDS 44-20-00/1)
SYSTEM
Components
CABIN CORE SYSTEM (44-10)
The cabin core system function is to let the crew speak to the passenger
cabin.
INFLIGHT ENTERTAINMENT SYSTEM (44-20)
The inflight entertainment system (IFE (In Flight Entertainment)) function is

to supply resources to entertain the passengers.
The figure CABIN SYSTEMS - BLOCK DIAGRAM provides further data on

the preceding text.

EFFECTIVITY: ALL
CABIN SYSTEMS 44-00

CABIN SYSTEMS
(44−00)
INFLIGHT
CABIN CORE
ENTERTAINMENT
SYSTEM
SYSTEM
(44−10)
(44−20)
01
01 OPTIONAL SYSTEM
CABIN SYSTEMS - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CABIN CORE SYSTEM 44-10
Introduction
The cabin core system function is to let the crew speak to the passenger
cabin.
General Description
The CABIN CORE SYSTEM includes these subsystems:


• CABIN LOUDSPEAKER (AMM SDS 44-12-00/1)
• PASSENGER INTERCOM SYS- (AMM SDS 44-13-00/1)
TEM
Components
CABIN LOUDSPEAKER (44-12)
The cabin loudspeakers function is to supply the audio amplified to the

passengers cabin.
PASSENGER INTERCOM SYSTEM (44-13)
The Passenger Intercom System provides intercommunication between flight

crew members and the passengers. It also permits announcements from
pilots to the passengers through the headsets.
The figure CABIN CORE SYSTEM - BLOCK DIAGRAM provides further data

EFFECTIVITY: ALL
CABIN CORE SYSTEM 44-10

CABIN CORE SYSTEM
(44−10)
PASSENGER
PUBLIC ADDRESS
CABIN LOUDSPEAKER INTERCOM
SYSTEM
(44−12) SYSTEM
(44−11)
(44−13)
01 01
01 OPTIONAL SYSTEM
CABIN CORE SYSTEM - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ON ACFT WITH IFE SYSTEM

CABIN LOUDSPEAKER 44-12
Introduction In the case of a generator be lost, the shed DC bus will automatically be
deactivated, and thus, every equipment there connected. In the case of
The cabin loudspeakers function is to supply the audio amplified to the an emergency occurs, there is a switch installed on the left hand side of
passengers cabin. cockpit which allows the pilot to turn off all the IFE (In Flight
Entertainment) systems and the inverter used in the AC (Alternating
General Description
Current) outlet system.
The cabin loudspeakers are installed in such a manner to provide ambient
The figure CABIN LOUDSPEAKER - COMPONENTS LOCATION provides
sound to the passengers, independently of their locations in the cabin.

Components
PASSENGER LOUDSPEAKERS
There is one 3-way loudspeaker for each passenger. They are installed
in the sideledge along the passengers cabin.
SUBWOOFER
The cabin audio-entertainment system has one subwoofer installed on

the toilet wardrobe, on the left side.
TWO-CHANNEL AUDIO AMPLIFIER
The two-channel audio amplifier boosts the RF (Radio Frequency) signal

from the digital satellite system antenna to the receiver. It provides a
stronger digital signal with a gain of 15 dB with tilt compensation for
accurate signal boosts and less chance of fade.
EFFECTIVITY: ON ACFT WITH IFE SYSTEM
Operation
The cabin audio-entertainment system uses a commercial receiver to

provide ambient sound throughout the passenger loudspeakers and
subwoofer. It is supplied by the shed DC (Direct Current) bus. This DC
bus is dedicated to power lower level electrical loads and does not supply
power to airplane systems necessary for continued safe flight and
landing.


CABIN LOUDSPEAKER 44-12
ZONE
241
B

D
B
A
ZONES
231/232
C A PASSENGER LOUDSPEAKER
PASSENGER
LOUDSPEAKER
SUBWOOFER
LAVATORY SIDELEDGE
TWO−CHANNEL
CABINET (REF.)
AUDIO AMPLIFIER
(REF.)
D C
TYPICAL
CABIN LOUDSPEAKER - COMPONENTS LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
PASSENGER INTERCOM SYSTEM 44-13
Introduction
The Passenger Intercom System provides intercommunication between flight

crew members and the passengers. It also permits announcements from
pilots to the passengers through the headsets.
The figure PASSENGER INTERCOM SYSTEM - OVERVIEW provides


EFFECTIVITY: ALL
COCKPIT LOUDSPEAKERS COCKPIT HEADSET


SPKR KEY CABIN KEY
AUDIO PANEL
ANR COCKPIT PCU

HEADSET JACK CALL SWITCH
CABIN ANNUNCIATOR LED
PASSENGER HEADSET
PASSENGER INTERCOM SYSTEM
PASSENGER INTERCOM SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description
The passenger intercom system interfaces with the audio system in order to
allow the communication between the crew members and the passengers,
through the headsets.
The passenger intercom system has the following components:
• Passenger Headsets

• Cockpit Call Switch
• ANR (Active Noise Reduction) Headset Jack
The figure PASSENGER INTERCOM SYSTEM - SCHEMATIC DIAGRAM


EFFECTIVITY: ALL
SHED BUS EMERGENCY BUS
FEEDER 10 AUDIO 1
SIDELEDGE PCU
CABIN
PASSENGER’S ANNUNCIATOR
ANR LED 1

HEADSET
JACK
COCKPIT CALL
SWITCH 1
CABIN
ANR LED 2
HEADSET
JACK
COCKPIT CALL
SWITCH 2
AUDIO CABIN
PANEL 1 ANNUNCIATOR
PASSENGER’S
ANR LED 3
HEADSET
JACK
COCKPIT CALL
SWITCH 3
CABIN
ANR LED 4
HEADSET
JACK
COCKPIT CALL
SWITCH 4
PASSENGER INTERCOM SYSTEM - SCHEMATIC DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
PASSENGER HEADSETS
The passenger headsets provide audio and cockpit announcements to the

passengers and permit the passengers communicate to the crew. It is
possible to connect one headset to each passenger seat.
COCKPIT CALL SWITCH


The cockpit call switch is located on the sideledge stowage. It is input to the
audio panels to acknowledge a request from the crew to communicate, or to
initiate a conversation with the crew.
ANR HEADSET JACK
The ANR headset jack is located on the sideledge stowage. It provides ANR
headset connection.
The figure PASSENGER INTERCOM SYSTEM - COMPONENTS


EFFECTIVITY: ALL
B

B
A
ZONES
231
SIDELEDGE
232 A
ANR
HEADSET
JACK
COCKPIT CALL
SWITCH B
TYPICAL
PASSENGER INTERCOM SYSTEM - COMPONENTS LOCATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation crew member is left in the passenger intercom loop or continues to light
steadily if communication channel is still open between passenger and
On the audio panel, the CABIN key is used when the crew wants to initiate remaining crew member. The cabin-to-cockpit communication is disabled
conversation with the passengers or to acknowledge a request from the between passengers and crew member that pressed CABIN key.
passengers to allow communication. Similarly, the passengers use a
COCKPIT CALL SWITCH, installed on the sideledge, that is input to the audio Passengers end communication
panels to acknowledge a request from the crew to communicate or to initiate The COCKPIT CALL SWITCH must be pressed on one of the sideledges to
a conversation with the crew. end the conversation. The CABIN triangular annunciator extinguishes on both

audio panels. The CABIN ANNUNCIATOR LED on each PCU extinguishes.
Crew member initiates communication The cabin-to-cockpit communication is disabled.
On the audio panel, the CABIN key is pressed to initiate conversation. The The figure PASSENGER INTERCOM SYSTEM - OPERATION provides
CABIN triangular annunciator flashes on the audio panel where button was further data on the preceding text.
pressed. The CABIN ANNUNCIATOR LED on each PCU (Passenger Control
Unit) flashes. Audible chime is heard in passenger headsets. Pressing
COCKPIT CALL SWITCH the call is acknowledged. The CABIN triangular
annunciator lights steadily on the audio panel where CABIN key was pressed.
The CABIN ANNUNCIATOR LED on each PCU lights steadily. The cabin-to-
cockpit communication channel is enabled.
Passengers initiate communication
On the sideledge, the COCKPIT CALL SWITCH is pressed to initiate

conversation with crew. The CABIN triangular annunciator flashes on both
audio panels. The CABIN ANNUNCIATOR LED on each PCU flashes.
Audible chime is heard in crew members headsets and cockpit speakers, if
SPKR key is enabled. Pressing CABIN key on the audio panel, the call is
acknowledged. The CABIN triangular annunciator lights steadily on the audio
panel where CABIN key was pressed and extinguishes on the other. The
CABIN ANNUNCIATOR LED on each PCU lights steadily. The cabin-to-
cockpit communication channel is enabled.
Crew member ends communication
The CABIN key must be pressed again to end the conversation. The CABIN
triangular annunciator extinguishes on audio panel where CABIN key was
pressed. The CABIN ANNUNCIATOR LED on each PCU extinguishes if no

EFFECTIVITY: ALL
AUDIO AUDIO
PANEL 1 PANEL 2 B
A A
B

B
SIDELEDGE
(REF.)
TRIANGULAR
COM1
MIC COM1
ANNUNCIATOR C
(REF.)
COM2
MIC
COM2 PCU
COM3
MIC
COM3
(REF.)
PA TEL
MUSIC SPKR
MKR HI
MUTE SENS
SPKR KEY
DME NAV1
ADF NAV2
AUX
MAN
PLAY
SQ
INTR
COM CABIN
ICS MSTR ANR

CABIN KEY HEADSET
JACK CABIN
VOL SQ
ANNUNCIATOR
LED
B
DISPLAY BACKUP
COCKPIT CALL
AUDIO PANEL SWITCH
C
TYPICAL
A
PASSENGER INTERCOM SYSTEM - OPERATION
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80



CHAPTER 45 - CENTRAL MAINTENANCE SYSTEM
SECTION TITLE PAGE

45-00 CENTRAL MAINTENANCE SYSTEM 680

45-45 CENTRAL MAINTENANCE COMPUTER FUNCTION 682
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CENTRAL MAINTENANCE SYSTEM 45-00
Introduction
The maintenance system is a combination of a fault recording system and a

maintenance access system. Individual aircraft subsystems supply real-time
and captured data to the maintenance system. The maintenance system
collects the data so it can be retrieved by maintenance personnel and shown
on the MFD (Multi-Function Display) or, in case of a MFD malfunction, in
either PFD (Primary Flight Display) 1 or PFD 2. The data recorded and the
information supplied by the maintenance system helps maintenance

personnel do troubleshooting and repair of the aircraft.
General Description
The CENTRAL MAINTENANCE SYSTEM includes this subsystem:
• CENTRAL MAINTENANCE COM- (AMM SDS 45-45-00/1)

PUTER FUNCTION
Components
CENTRAL MAINTENANCE COMPUTER FUNCTION (45-45)
The CMC (Central Maintenance Computer) is a function performed by the

avionics system designed to aid troubleshooting and maintenance of aircraft
systems on ground. The CMC collects the maintenance data, while the
individual aircraft subsystems supply their real-time and captured data.
The figure CENTRAL MAINTENANCE SYSTEM - OVERVIEW provides


EFFECTIVITY: ALL
CENTRAL MAINTENANCE SYSTEM 45-00

MAINTENANCE
SYSTEM
(45−00)
CENTRAL
MAINTENANCE
SYSTEM
(45−45)
CENTRAL MAINTENANCE SYSTEM - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CENTRAL MAINTENANCE COMPUTER FUNCTION 45-45
Introduction
The CMC (Central Maintenance Computer) is a function performed by the

avionics system designed to aid troubleshooting and maintenance of aircraft
systems on ground. The CMC collects the maintenance data, while the
individual aircraft subsystems supply their real-time and captured data.
The CMC interface is accessible from the MFD (Multi-Function Display) and
navigation through its screens is possible by using the display knobs and

keys. In case of a MFD malfunction, the CMC data can be accessed from the
PFD (Primary Flight Display) 1 or PFD 2, once the CMC software runs in all
flight display units (PFD 1, MFD and PFD 2) independently. Moreover, the
maintenance crew can download maintenance logs and other aircraft
diagnostics relevant information to a SD (Secure Digital) card.
The figure CENTRAL MAINTENANCE COMPUTER FUNCTION -


EFFECTIVITY: ALL
CMC INTERFACE SD CARD
AVAILABLE ONLY
ON GROUND
CMC
HTML

INTERFACE
FILES
NVM
CMC
CAS CONFIG FILE CAS LOG REPORTS
HSDB OEM
HSDB
CMC LOG DIAGNOSTICS
DRIVER
(BROWSER)
CMC CONFIG FILE ENGINE TREND LOG
FLIGHT DISPLAY
UNIT GRAPHICAL
INTERFACE
FLIGHT DISPLAY UNIT
CENTRAL MAINTENANCE COMPUTER FUNCTION - OVERVIEW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
General Description • Fault log history
• Engine trend
The CMC is a functionality implemented by software running on the displays,
and independently monitors a large number of aircraft systems. The system • Reports on SD card
is capable of reading any information available to avionics bus, recording and
showing maintenance messages, and providing SD card reports. Active faults are the ones that are still present in the aircraft at the time CMC
interface is used – i.e., the faults whose logic equations still yield true.
The source of information for the CMC is the HSDB (High Speed Data Bus),
The fault log history presents faults that can be sorted by date, ATA (Air

from which all information come from the avionics LRU (Line Replaceable
Unit)s or the other aircraft systems (via GIA (Garmin Integrated Avionics Transport Association of America) chapter, or last flight leg flown. The faults
unit)s, GEA (Garmin Engine/Airframe unit)s and the DCU (Data Concentrator are stored with information on the respective flight phase in which they
Unit)). occurred.
The CMC gathers information from: The engine trend is a system that monitors the engine health– i.e., it takes
engine snapshots according to predefined inputs, and stores it internally on
• DCU (AMM SDS 31-41-00/1) the non-volatile memory. The engine trend is stored in the specific log (engine
trend log).
• GIA 1 (AMM SDS 31-41-00/1)
The following logs are stored in the non-volatile memory on the displays:
• GIA 2 (AMM SDS 31-41-00/1)
• CMC messages
• GEA 1 (AMM SDS 31-41-00/1)
• CAS (Crew Alerting System) messages
• GEA 2 (AMM SDS 31-41-00/1)
• Engine trend
• GEA 3 (AMM SDS 31-41-00/1)
The CMC configuration file is resident inside the displays. The HSDB driver
The only CMC code that runs in flight is the one that calculates message logic. makes HSDB information available so that CMC logic file can log CMC
If there are any CMC messages detected, their fault logs are stored in a non- messages and engine trend information in non-volatile memory. The CAS
volatile memory on the displays. The maintenance crew on ground can either messages are stored by the CAS configuration file.
retrieve the messages on the display, or download them to the CMC interface
SD card (located in the upper SD card slots in the displays) for later analysis. The OEM (Original Equipment Manufacturer) diagnostics browser accesses
This software runs in background, requires no action from the flight crew, and the logs and uses the HTML (HyperText Markup Language) interface files to
does not affect the aircraft systems operation at all in flight. show the maintenance messages, and/or record the logs on the CMC
interface SD card.
The CMC provides the bits of information below:
The figure CENTRAL MAINTENANCE COMPUTER FUNCTION - BLOCK
• Active faults DIAGRAM provides further data on the preceding text.

EFFECTIVITY: ALL
HSDB
HSDB DATA HSDB

CONCENTRATOR
UNIT
HSDB

SATELLITE
WEATHER/RADIO
RECEIVER
HSDB
PFD 1 MFD PFD 2
HSDB HSDB
CMC FUNCTION CMC FUNCTION CMC FUNCTION
MAINTENANCE PANEL
HSDB
HSDB (REV. MODE)
HSDB NORM/REV
SWITCH
HSDB
(GEA 3)
AVIONICS RS−485 ENGINE/AIRFRAME UNIT RS−485 AVIONICS
UNIT 1 (GEA 2) UNIT 2
(GIA 1) (GIA 2)
(GEA 1)
CENTRAL MAINTENANCE COMPUTER FUNCTION - BLOCK DIAGRAM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Components
The CMC is implemented by a software running on the flight display units.
The CMC software runs in background, requires no action from the flight
crew, and does not affect the performance of the aircraft systems at all in
flight. The CMC software has three main functions:
• Triggering maintenance messages


• Storing and displaying the fault information
• Allowing maintenance reports download
During flight, if there are any CMC messages detected, their fault logs are
stored in a non-volatile memory on the MFD, PFD 1 and PFD 2.
There are no crosschecks between the flight display units.
The maintenance crew, on the ground, can either retrieve the CMC messages
on the flight display unit, or download them to the CMC interface SD card
(inserted in the upper SD card slot located in each flight display unit) for later
analysis. It is important to notice that generation and storage of CMC
messages do not depend on SD cards. They are needed only for exhibition
and download of CMC messages.
The figure CENTRAL MAINTENANCE COMPUTER FUNCTION - CMC

INTERFACE SD CARD provides further data on the preceding text.

EFFECTIVITY: ALL
A PUSH
VOL ID
PUSH
VOL SQ
EMERG
NAV COM
MFD PUSH
1−2
PUSH
1−2
B
BARO
UPPER
PUSH
STD
SD CARD SLOT

RANGE
− +
PUSH
PAN
D MENU
FPL PROC
CLR ENT
DFLT MAP
FMS
PUSH CRSR
A
PFD 1
A A PFD 2
CMC INTERFACE SD CARD
B
CENTRAL MAINTENANCE COMPUTER FUNCTION - CMC INTERFACE SD CARD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
Operation
The CMC can be accessed on ground only, and its primary man-machine
interfaces is the MFD, through the OEM DIAGNOSTICS page inside the AUX
page group.
To access the OEM DIAGNOSTICS page on the MFD, do as follows:
• Open the MFD PWR 1 and MFD PWR 2 circuit breakers.


• Insert the CMC interface SD card in the upper SD card slot.
• Close the MFD PWR 1 and MFD PWR 2 circuit breakers.
• Use the dual FMS knob to select the AUX page group and, then the OEM
DIAGNOSTICS page.
The CMC cannot be used without the CMC interface SD card.

INTERFACE ON MFD provides further data on the preceding text.

EFFECTIVITY: ALL
MFD
OEM DIAGNOSTICS PAGE


PUSH PUSH
VOL ID VOL SQ
NAV1 109.95 110.30 ISJ GS 0KT DTK ° TRK 020° ETE : 136.450 131.925 COM1
NAV2 112.10 ID 110.30 ISJ AUX - OEM DIAGNOSTICS 129.725 121.500 COM2
EMERG
NAV CENTRAL MAINTENANCE COMPUTER COM

Main Menu Faults
FAULT MESSAGES ACTIVE FAULTS
Fault Messages
PUSH
42.0 N1% 78.6 GIA 2 HSDB BUS FAIL
PUSH
1−2 1−2
GIA 2 HSDB BUS FAIL
FAULT CODE: 31422000 BARO

678 ITT ° C
678 FAULT ISOLATION MANUAL TASK: 31-41-00-810-803-A
142.8 N2% 142.8
RELATED CAS MESSAGE: GIA 2 FAIL
PUSH
95 OIL TEMP °C 95 CURRENT STATUS: Active STD
FUEL
595 FF KPH 595 ACTIVATION HISTORY
4995 FQ KG 4995 FAULT DATE TIME (UTC) PHASE
9990
0° C 26-May-2008 16:39:49 CRUISE
TEMP RANGE
ELEC CABIN
25.0 V
BATT 1
BATT 2 25.0 V
ALT 7200 FT − +
RATE 0 FPM
SPOILER DELTA-P 5.0 PSI
LFE PUSH
OXY/50 1450 PSI PAN
LG FLAPS
UP D MENU
UP UP 1
FPL PROC
TRIM
ROLL PITCH
CLR ENT
YAW
MAP WPT AUX NRST
DFLT MAP
SYSTEM
FMS
PUSH CRSR
CENTRAL MAINTENANCE COMPUTER FUNCTION - INTERFACE ON MFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
If necessary (MFD inoperative, for example), the CMC can be accessed

through PFD 1 or PFD 2 (the fault log is simultaneously stored in the non-
volatile memory of the three displays) only on ground, as previously
mentioned.
In this case, it is necessary to set the PFD to the configuration mode to access
the CMC as follows:
• Open the circuit breaker related to the flight display unit (PFD 1 or PFD

2) used to access the CMC
• Insert the CMC interface SD card in the upper SD card slot of the flight
display unit (PFD 1 or PFD 2).
• Push and hold the ENT key and then close the circuit breaker related to
the flight display unit (PFD 1 or PFD 2) to enter in the configuration mode
and get access to the OEM DIAGNOSTICS page on the SYSTEM page
group.
The CMC cannot be used without the CMC interface SD card.

INTERFACE ON PFD provides further data on the preceding text.

EFFECTIVITY: ALL
OEM DIAGNOSTICS PAGE


PUSH PUSH
VOL ID VOL SQ
OEM DIAGNOSTICS
CENTRAL MAINTENANCE COMPUTER
EMERG
Main Menu Faults
NAV FAULT MESSAGES ACTIVE FAULTS COM
Fault Messages
GIA 2 HSDB BUS FAIL
PUSH
GIA 2 HSDB BUS FAIL PUSH
1−2 1−2
FAULT CODE: 31422000
FAULT ISOLATION MANUAL TASK: 31-41-00-810-803-A BARO
CURRENT STATUS: Active PUSH

STD
ACTIVATION HISTORY
FAULT DATE TIME (UTC) PHASE
26-May-2008 16:39:49 CRUISE
RANGE
PFD 1
A A PFD 2 − +
PUSH
PAN
D MENU
FPL PROC
CLR ENT
DFLT MAP
FMS
PUSH CRSR
CENTRAL MAINTENANCE COMPUTER FUNCTION - INTERFACE ON PFD
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
CMC MAIN MENU WINDOW
The MAIN MENU window is displayed on the initial page of the CMC .
Pressing the dual FMS knob highlights the field FAULT MESSAGE. Rotating
the inner knob of the dual FMS knob scrolls through the following options:
• FAULT MESSAGES
• REPORTS

Selecting one of the options above, through the ENT key, causes the
respective CMC submenu to come into view on the screen.
The figure CENTRAL MAINTENANCE COMPUTER FUNCTION - MAIN

MENU WINDOW provides further data on the preceding text.

EFFECTIVITY: ALL
MFD
MAIN MENU WINDOW

PUSH PUSH
VOL ID VOL SQ
NAV1 108.00 110.30 GS KT DTK ° TRK ° ETE : 126.500 121.500 COM1
NAV2 108.10 108.00 AUX - OEM DIAGNOSTICS 121.500 121.500 COM2
EMERG
NAV CENTRAL MAINTENANCE COMPUTER COM

Main Menu
FAULT MESSAGES
FAULT MESSAGES
PUSH
0.0 N1% 0.0
REPORTS PUSH
1−2 1−2
BARO
0 ITT ° C
0
0.0 N2% 0.0
-3 OIL TEMP °C -1 STD
FUEL
0 FF PPH 0
0 FQ LB 0
0
TEMP 0° C RANGE
ELEC CABIN
BATT 1
BATT 2
27.8 V
27.9 V
ALT 0 FT − +
RATE 0 FPM
LFE 0 FT PUSH
OXY 2010 PSI PAN
LG FLAPS
DN D MENU
DN 0
FPL PROC
TRIM
ROLL PITCH
CLR ENT
YAW 56
SYSTEM
FMS
PUSH CRSR
CENTRAL MAINTENANCE COMPUTER FUNCTION - MAIN MENU WINDOW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
FAULT MESSAGES • On the ACTIVE FAULTS window, turn the inner knob of the dual FMS
knob to show a list of all maintenance messages that are still present in
The CMC man-machine interface is not accessible to the pilots in flight, the aircraft at the time the CMC interface is used – i.e., the faults whose
however, the CMC software runs and logs avionics faults as they are logic equations still yield true. The maintenance messages are organized
triggered by a predefined logic. The CMC and CAS faults are logged along by time of occurrence.
with the following bits of information:
• On the ACTIVE FAULTS window, select a message to see its fault details.
• The alert ID related to the event that occurred
The fault details fields show the bits of information that follow:

• The date and time in which the event occurred
• CMC message
• Whether the alert is being set or cleared
• FAULT CODE
• Whether the alert is inhibited
• FAULT ISOLATION MANUAL TASK - It shows the FIM (Fault Isolation
• The flight phase in which the event occurred Manual) task number related to the selected CMC message.
• The flight number for the particular date in which the event occurred (the • RELATED CAS MESSAGE - It shows all CAS messages related to the
number of times the aircraft has taken off that day) selected CMC message. The CAS messages are color coded red
(warning), yellow (caution), and white (advisory), and show according to
• The state of each input used to trigger the event (all triggers for which the
their importance.
alert is configured)
• CURRENT STATUS - It shows the current status of the fault (active or
The CMC user is able to request the fault log presentation in four different
inactive).
modes:
• ACTIVATION HISTORY - It shows the date, time, and flight phase in which
ACTIVE FAULTS
the fault occurred.
The ACTIVE FAULTS mode selects all maintenance messages that are still
The figure CENTRAL MAINTENANCE COMPUTER FUNCTION - FAULT
present in the aircraft at the time the CMC interface is used – i.e., the faults
MESSAGES - ACTIVE FAULTS provides further data on the preceding text.
whose logic equations still yield true.
To see the messages stored in the ACTIVE FAULTS list and their details, do
as follows:
• On the MAIN MENU window, select the FAULT MESSAGES option to

access the FAULTS window.
• On the FAULTS window, select the ACTIVE FAULTS option to access the
ACTIVE FAULTS window.

EFFECTIVITY: ALL
CENTRAL MAINTENANCE COMPUTER CENTRAL MAINTENANCE COMPUTER

Main Menu Main Menu Faults
FAULT MESSAGES FAULT MESSAGES INDEX
FAULT MESSAGES INDEX

REPORTS ACTIVE FAULTS
LAST LEG FAULTS
HISTORY BY ATA
HISTORY BY DATE

MAP WPT AUX NRST MAP WPT AUX NRST

Main Menu Faults Main Menu Faults
FAULT MESSAGES ACTIVE FAULTS FAULT MESSAGES ACTIVE FAULTS
Fault Messages Active Faults
GIA 2 HSDB BUS FAIL TURN FMS KNOB TO SEE MESSAGES
GIA 2 HSDB BUS FAIL TURN FMS KNOB TO SEE MESSAGES

MFD FAN FAIL
FAULT CODE: 31422000 PITOT 1 HEATER FAIL
GIA 2 HSDB BUS FAIL
FAULT ISOLATION MANUAL TASK: 31-41-00-810-803-A
MFD UNIT FAIL
ECS RAM AIR VALVE FAIL
RELATED CAS MESSAGE: GIA 2 FAIL LG WOW SYS FAIL
ANTI-ICE ENGINE 1 VALVE FAIL
CURRENT STATUS: Active PFD 2 FAN FAIL
STBY IND (IESI) ATTITUDE COMM FAIL
ACTIVATION HISTORY
26-May-2008 16:39:49 CRUISE
CENTRAL MAINTENANCE COMPUTER FUNCTION - FAULT MESSAGES - ACTIVE FAULTS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
• ACTIVATION HISTORY - It shows the date, time, and flight phase in which
LAST LEG FAULTS the fault occurred.
The LAST LEG FAULTS mode selects all maintenance messages that were The figure CENTRAL MAINTENANCE COMPUTER FUNCTION - FAULT
triggered during the last flight leg flown. MESSAGES - LAST LEG FAULTS provides further data on the preceding
text.
To see the messages stored in the LAST LEG FAULTS list and their details,
do as follows:
• On the MAIN MENU window, select the FAULT MESSAGES option to


access the FAULTS window.
• On the FAULTS window, select the LAST LEG FAULTS option to access
the LAST LEG FAULTS window.
• On the LAST LEG FAULTS window, turn the inner knob of the dual FMS
knob to show a list of all maintenance messages related to the last flight
leg flown, with their respective current status. The maintenance messages
are organized by time of occurrence.
• On the LAST LEG FAULTS window, select a message to see its fault
details.
• CMC message
• FAULT CODE
• FAULT ISOLATION MANUAL TASK - It shows the FIM task number

related to the selected CMC message.
• RELATED CAS MESSAGE - It shows all CAS messages related to the

selected CMC message. The CAS messages are color coded red
their importance.
• CURRENT STATUS - It shows the current status of the fault (active or

inactive).

EFFECTIVITY: ALL


ACTIVE FAULTS
REPORTS
LAST LEG FAULTS
HISTORY BY ATA
HISTORY BY DATE


Main Menu Faults Main Menu Faults
FAULT MESSAGES LAST LEG FAULTS FAULT MESSAGES LAST LEG FAULTS
Fault Messages Last Leg Faults
LG WOW SYS FAIL Active TURN FMS KNOB TO SEE MESSAGES
LG WOW SYS FAIL TURN FMS KNOB TO SEE MESSAGES

MFD FAN FAIL Inactive
FAULT CODE: 32620200 PITOT 1 HEATER FAIL Inactive
GIA 2 HSDB BUS FAIL Active
FAULT ISOLATION MANUAL TASK: 32-63-00-810-001-A MFD UNIT FAIL Active
ECS RAM AIR VALVE FAIL Active
RELATED CAS MESSAGE: LG WOW SYS FAIL LG WOW SYS FAIL Active
ANTI-ICE ENGINE 1 VALVE FAIL Active
CURRENT STATUS: Active PFD 2 FAN FAIL Active
STBY IND (IESI) ATTITUDE COMM FAIL Active
ACTIVATION HISTORY
26-May-2008 16:39:49 TAXI
26-May-2008 11:56:44 PARKED
CENTRAL MAINTENANCE COMPUTER FUNCTION - FAULT MESSAGES - LAST LEG FAULTS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
HISTORY BY DATE their importance.
The HISTORY BY DATE mode lists all stored maintenance messages • CURRENT STATUS - It shows the current status of the fault (active or
whether they are active or inactive, sorted by date and time. inactive).
To see the messages stored in the HISTORY BY DATE list and their details, • ACTIVATION HISTORY - It shows the date, time, and flight phase in which
do as follows: the fault occurred.
• On the MAIN MENU window, select the FAULT MESSAGES option to The figure CENTRAL MAINTENANCE COMPUTER FUNCTION - FAULT

access the FAULTS window. MESSAGES - HISTORY BY DATE provides further data on the preceding
text.
• On the FAULTS window, select the HISTORY BY DATE option to access
the DATES window.
• On the DATES window, turn the inner knob of the dual FMS knob to show
a list of dates in which the faults occurred.
• Once a date is selected, the FAULT MESSAGES window shows on the

screen.
• On the FAULT MESSAGES window, turn the inner knob of the dual FMS
knob to show a list of all maintenance messages related to the selected
date, with their respective current status. The maintenance messages are
organized by time of occurrence.
• On the FAULT MESSAGES window, select a message to see its fault

details.
• CMC message
• FAULT CODE



EFFECTIVITY: ALL


LAST LEG FAULTS
HISTORY BY ATA
HISTORY BY DATE

CENTRAL MAINTENANCE COMPUTER CENTRAL MAINTENANCE COMPUTER CENTRAL MAINTENANCE COMPUTER

Main Menu Faults Dates Main Menu Faults Dates Main Menu Faults Dates
FAULT MESSAGES HISTORY BY DATE 26-May-2008 FAULT MESSAGES HISTORY BY DATE 26-May-2008 FAULT MESSAGES HISTORY BY DATE 26-May-2008
Fault Messages Fault Messages Fault Messages
28-Feb-2008 TURN FMS KNOB TO SEE MESSAGES GIA 2 HSDB BUS FAIL
23-Feb-2008
3-Mar-2008 TURN FMS KNOB TO SEE MESSAGES GIA 2 HSDB BUS FAIL
4-Mar-2008 MFD FAN FAIL Inactive
5-Mar-2008 GIA 2 HSDB BUS FAIL Active FAULT CODE: 31422000
6-Mar-2008 MFD UNIT FAIL Active
7-Mar-2008
FAULT ISOLATION MANUAL TASK: 31-41-00-810-803-A
PFD 2 FAN FAIL Active
8-Mar-2008 GSD UNIT FAIL Inactive
10-Mar-2008 PFD 2 - GSD HSDB BUS FAIL Inactive
26-May-2008 GSD - GDL69A HSDB BUS FAIL Inactive
PFD 1 - GSD HSDB BUS FAIL Inactive CURRENT STATUS: Active
AVIONICS BLOWER FAIL Inactive
ACTIVATION HISTORY
26-May-2008 16:39:49 CRUISE
MAP WPT AUX NRST MAP WPT AUX NRST MAP WPT AUX NRST
CENTRAL MAINTENANCE COMPUTER FUNCTION - FAULT MESSAGES - HISTORY BY DATE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
HISTORY BY ATA their importance.
The HISTORY BY ATA mode lists all stored maintenance messages, whether • CURRENT STATUS - It shows the current status of the fault (active or
they are active or inactive, sorted by ATA chapter. inactive).
To see the messages stored in the HISTORY BY ATA list and their details, • ACTIVATION HISTORY - It shows the date, time, and flight phase in which
do as follows: the fault occurred.
• On the MAIN MENU window, select the FAULT MESSAGES option to The figure CENTRAL MAINTENANCE COMPUTER FUNCTION - FAULT

access the FAULTS window. MESSAGES - HISTORY BY ATA provides further data on the preceding text.
• On the FAULTS window, select the HISTORY BY ATA option to access

the ATA/SYSTEM window.
• On the ATA/SYSTEM window, turn the inner knob of the dual FMS knob
to show a list of ATA chapters.
• Once an ATA chapter is selected, the FAULT MESSAGES window shows

on the screen.
• On the FAULT MESSAGES window, turn the inner knob of the dual FMS
knob to show a list of all maintenance messages related to the selected
ATA chapter, with their respective current status. The maintenance
messages are organized by time of occurrence.
• On the FAULT MESSAGES window, select a message to see its fault

details.
• CMC message
• FAULT CODE



EFFECTIVITY: ALL


LAST LEG FAULTS
HISTORY BY ATA
HISTORY BY DATE

CENTRAL MAINTENANCE COMPUTER CENTRAL MAINTENANCE COMPUTER CENTRAL MAINTENANCE COMPUTER

Main Menu Faults ATA / System Main Menu Faults ATA / System Main Menu Faults ATA / System
FAULT MESSAGES HISTORY BY ATA 31 - INDICATING/RECORDING SYSTEMS FAULT MESSAGES HISTORY BY ATA 31 - INDICATING/RECORDING SYSTEMS FAULT MESSAGES HISTORY BY ATA 31 - INDICATING/RECORDING SYSTEMS
Fault Messages Fault Messages Fault Messages
- - - TURN FMS KNOB TO SEE MESSAGES GIA 2 HSDB BUS FAIL
21 - AIR CONDITIONING
23 - COMMUNICATIONS
24 - ELECTRICAL POWER TURN FMS KNOB TO SEE MESSAGES GIA 2 HSDB BUS FAIL
26 - FIRE PROTECTION MFD FAN FAIL Inactive
GIA 2 HSDB BUS FAIL Active FAULT CODE: 31422000
27 - FLIGHT CONTROLS
28 - FUEL MFD UNIT FAIL Active FAULT ISOLATION MANUAL TASK: 31-41-00-810-803-A
29 - HYDRAULIC POWER PFD 2 FAN FAIL Active
30 - ICE AND RAIN PROTECTION GSD UNIT FAIL Inactive
PFD 2 - GSD HSDB BUS FAIL Inactive
31 - INDICATING/RECORDING SYSTEMS
GSD - GDL69A HSDB BUS FAIL Inactive
PFD 1 - GSD HSDB BUS FAIL Inactive CURRENT STATUS: Active
AVIONICS BLOWER FAIL Inactive
ACTIVATION HISTORY
26-May-2008 16:39:49 CRUISE
MAP WPT AUX NRST MAP WPT AUX NRST MAP WPT AUX NRST
CENTRAL MAINTENANCE COMPUTER FUNCTION - FAULT MESSAGES - HISTORY BY ATA
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
EFFECTIVITY: ALL
REPORTS
The CMC allows the user to save the fault log and other maintenance
information for later analysis through the use of the CMC interface SD card,
which is inserted in the upper SD card slot on the flight display unit.
The maintenance crew can download a fault log containing CMC messages,
CAS messages and bits of information about the engine trend and
exceedance, which have to be analyzed by an appropriate software.

To download the complete fault log, do as follow:
NOTE: The fault log is saved on the CMC interface SD card in a file called
"maint_log.dat".
NOTE: Before you download the maint_log.dat, make sure that the CMC
interface SD card, does not have this file. If the CMC interface SD
card, already has this file, delete it before you do the download.
• On the MAIN MENU window, select the REPORTS option to access the
REPORTS window.
• On the REPORTS window, select the DOWNLOAD ALL option to

download the file containing the fault log to the CMC interface SD card.

REPORTS - DOWNLOAD ALL provides further data on the preceding text.

EFFECTIVITY: ALL

Main Menu Main Menu Reports
FAULT MESSAGES REPORTS DOWNLOAD ALL
FAULT MESSAGES
REPORTS


Main Menu Reports Main Menu Reports
REPORTS DOWNLOAD ALL REPORTS DOWNLOAD ALL
File "maint_log.dat" saved on SD card. DOWNLOAD ALL
CENTRAL MAINTENANCE COMPUTER FUNCTION - REPORTS - DOWNLOAD ALL
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80

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Embraer proprietary — Copyright © — 2008

Developed for Training Purposes Only

FRONT MATTER - page 6

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21 ...........................................................AIR CONDITIONING 55 .....................................................................STABILIZERS

Developed for Training Purposes Only

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Developed for Training Purposes Only

FRONT MATTER - page 8

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CHAPTER 22 - AUTO FLIGHT

SECTION TITLE PAGE

Developed for Training Purposes Only

22-Aug-2008 CHAPTER 22 - page 9

Embraer proprietary — Copyright © — 2008

The AFCS (Automatic Flight Control System) is a digital system fully

Developed for Training Purposes Only

The AUTO FLIGHT includes this subsystem:

• AUTOPILOT (AMM SDS 22-10-00/1)

The autopilot includes computers, servo systems, and switches. The

The figure AUTO FLIGHT - OVERVIEW provides further data on the

22-Aug-2008 CHAPTER 22 - page 10

Embraer proprietary — Copyright © — 2008

Developed for Training Purposes Only

22-Aug-2008 CHAPTER 22 - page 11

Embraer proprietary — Copyright © — 2008

The autopilot includes computers, servo systems, and switches. The

Developed for Training Purposes Only

The AUTOPILOT includes this subsystem:

• FLIGHT GUIDANCE AND CON- (AMM SDS 22-11-00/1)

FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) (22-11)

The FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS (Flight Guidance

The figure AUTOPILOT - OVERVIEW provides further data on the preceding

22-Aug-2008 CHAPTER 22 - page 12

Embraer proprietary — Copyright © — 2008

Developed for Training Purposes Only

22-Aug-2008 CHAPTER 22 - page 13

Embraer proprietary — Copyright © — 2008

The FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS (Flight Guidance

The figure FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) -

Developed for Training Purposes Only

Embraer proprietary — Copyright © — 2008

Developed for Training Purposes Only

PFD 1 MFD PFD 2

AFCS FUNCTIONS AFCS FUNCTIONS

AUTO PILOT CRUISE AUTO PILOT CRUISE

FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - OVERVIEW

22-Aug-2008 CHAPTER 22 - page 15

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Developed for Training Purposes Only

Embraer proprietary — Copyright © — 2008

AILERON RUDDER PEDALS ELEVATOR

Developed for Training Purposes Only

FLIGHT GUIDANCE AND CONTROL SYSTEM (FGCS) - INTERFACES

22-Aug-2008 CHAPTER 22 - page 17

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Developed for Training Purposes Only

22-Aug-2008 CHAPTER 22 - page 18

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