Primus Epic 170 190 PDF

Honeywell International
21111 N. 19th Ave.

Phoenix, Arizona 85027-2708
U.S.A.
CAGE: 55939
Telephone: (800) 601--3099 (U.S.A.)
Telephone: (602) 365--3099 (International)
TO: HOLDERS OF THE PRIMUS EPIC INTEGRATED AVIONICS

SYSTEM FOR THE EMBRAER 170/175/190/195 PILOT’S
GUIDE, HONEYWELL PUB. NO. A28--1146--172
REVISION NO. 2 DATED OCTOBER 2006
HIGHLIGHTS
This guide has been revised to reflect changes and added information.
The List of Effective Pages (LEP) identifies the current revision to each
page in this guide.
Because of the extensive changes and additions throughout the guide,

revision bars have been omitted and the entire guide has been
reprinted.
Please replace your copy of this guide with the attached complete
revision. The Record of Revisions page shows Honeywell has already
put Revision No. 2 dated Oct 2006 in the guide.
Highlights
Page 1 of 1
October 2006
Copyright Honeywell International Inc. Do not copy without express permission of Honeywell.
Honeywell International
21111 N. 19th Ave.
Phoenix, Arizona 85027-2708
U.S.A.
CAGE: 55939
Telephone: (800) 601--3099 (U.S.A.)
Telephone: (602) 365--3099 (International)
PRIMUS EPIC Integrated

Avionics System
for the
Embraer 170/175/190/195
Pilot’s Guide
Revised October 2006

Printed in U.S.A. Pub. No. A28--1146--172--002 April 2003
Page T--1
PRIMUS EPIC Integrated Avionics System for the Embraer 170/175/190/195
Honeywell--Confidential
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Copyright -- Notice
Copyright 2006, Honeywell International Inc. All rights reserved.
Honeywell and PRIMUS EPIC are registered trademarks of

Honeywell International Inc.
All other marks are owned by their respective companies.
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Record of Revisions
For each revision, put the changed pages in your guide and
discard the replaced pages. Write the revision number and date,
and the date put in the guide. Put your initials in the applicable
columns on the Record of Revisions. The initial H shows that
Honeywell put the changed pages in the guide.
Revision Revision Insertion

Number Date Date By
1 Feb 2004 Feb 2004 H
2 Oct 2006 Oct 2006 H
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Record of Revisions TC--21 H Oct 2006
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List of Effective Pages TC--24 H Oct 2006
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LEP--8 H Oct 2006
LEP--9 H Oct 2006 Introduction
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Table of Contents 1--6 H Oct 2006
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TC--6 H Oct 2006 System Description
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System Description (cont) 3--8 H Oct 2006

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2--31 H Oct 2006 Electronic Display System (EDS)
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2--34 H Oct 2006 F 4--3/4--4 H Oct 2006
2--35 H Oct 2006 4--5 H Oct 2006
2--36 H Oct 2006 4--6 H Oct 2006
2--37 H Oct 2006 F 4--7/4--8 H Oct 2006
2--38 H Oct 2006 Primary Flight Display (PFD)
2--39 H Oct 2006
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Primary Flight Display (PFD) (cont) 5--62 H Oct 2006

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Primary Flight Display (PFD) (cont) 6--42 H Oct 2006

6--43 H Oct 2006
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Multifunction Display -- Navigation 6--46 H Oct 2006
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Multifunction Display -- Synoptics
6--14 H Oct 2006
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Multifunction Display -- Synoptics (cont) 7--72 H Oct 2006

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7--62 H Oct 2006 Engine Indication and Crew Alerting
System (EICAS)
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Engine Indication and Crew Alerting 8--52 H Oct 2006

System (EICAS) (cont) 8--53 H Oct 2006
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8--40 H Oct 2006 Modes of Operation
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Modes of Operation (cont) 9--55 H Oct 2006

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9--22 H Oct 2006 Autothrottle (A/T) System
9--23 H Oct 2006 10--1 H Oct 2006
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F 9--29/9--30 H Oct 2006 10--7 H Oct 2006
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9--47 H Oct 2006 Stall Warning Protection System (SWPS)
9--48 H Oct 2006
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Stall Warning Protection System (SWPS) 12--40 H Oct 2006

(cont) 12--41 H Oct 2006
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Radio System
12--47 H Oct 2006
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F 12--3/12--4 H Oct 2006
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Radio System (cont) 15--3 H Oct 2006

15--4 H Oct 2006
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15--5 H Oct 2006
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15--6 H Oct 2006
12--87 H Oct 2006
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15--8 H Oct 2006
Audio System
Radar Altimeter System
13--1 H Oct 2006
16--1 H Oct 2006
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16--6 H Oct 2006
13--7 H Oct 2006
13--8 H Oct 2006 Weather Radar Systems and Lightning
Sensor System (LSS)
13--9 H Oct 2006
13--10 H Oct 2006 17--1 H Oct 2006
13--11 H Oct 2006 17--2 H Oct 2006
13--12 H Oct 2006 F 17--3/17--4 H Oct 2006
13--13 H Oct 2006 17--5 H Oct 2006
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13--18 H Oct 2006 17--10 H Oct 2006
13--19 H Oct 2006 17--11 H Oct 2006
13--20 H Oct 2006 17--12 H Oct 2006

17--13 H Oct 2006
Micro Inertial Reference System (IRS)
17--14 H Oct 2006
14--1 H Oct 2006 17--15 H Oct 2006
14--2 H Oct 2006 17--16 H Oct 2006
14--3 H Oct 2006 17--17 H Oct 2006
14--4 H Oct 2006 17--18 H Oct 2006
14--5 H Oct 2006 17--19 H Oct 2006
14--6 H Oct 2006 17--20 H Oct 2006
14--7 H Oct 2006 17--21 H Oct 2006
14--8 H Oct 2006 17--22 H Oct 2006
14--9 H Oct 2006 17--23 H Oct 2006
14--10 H Oct 2006 17--24 H Oct 2006
14--11 H Oct 2006 17--25 H Oct 2006
14--12 H Oct 2006 17--26 H Oct 2006
14--13 H Oct 2006 17--27 H Oct 2006
14--14 H Oct 2006 17--28 H Oct 2006
Global Positioning System (GPS) 17--29 H Oct 2006
15--1 H Oct 2006 17--30 H Oct 2006
15--2 H Oct 2006 17--31 H Oct 2006

Weather Radar Systems and Lightning Enhanced Ground Proximity Warning

Sensor System (LSS) (cont) System (EGPWS)
17--32 H Oct 2006 19--1 H Oct 2006
17--33 H Oct 2006 19--2 H Oct 2006
17--34 H Oct 2006 19--3 H Oct 2006
17--35 H Oct 2006 19--4 H Oct 2006
17--36 H Oct 2006 19--5 H Oct 2006
F 17--37/17--38 H Oct 2006 19--6 H Oct 2006
17--39 H Oct 2006 19--7 H Oct 2006
17--40 H Oct 2006 19--8 H Oct 2006
17--41 H Oct 2006 19--9 H Oct 2006
17--42 H Oct 2006 19--10 H Oct 2006
17--43 H Oct 2006 19--11 H Oct 2006
17--44 H Oct 2006 19--12 H Oct 2006
Traffic Alert and Collision Avoidance 19--13 H Oct 2006

System (TCAS) 19--14 H Oct 2006
18--1 H Oct 2006 19--15 H Oct 2006
18--2 H Oct 2006 19--16 H Oct 2006
18--3 H Oct 2006 19--17 H Oct 2006
18--4 H Oct 2006 19--18 H Oct 2006
18--5 H Oct 2006 19--19 H Oct 2006
18--6 H Oct 2006 19--20 H Oct 2006
18--7 H Oct 2006 19--21 H Oct 2006
18--8 H Oct 2006 19--22 H Oct 2006
18--9 H Oct 2006 19--23 H Oct 2006
18--10 H Oct 2006 19--24 H Oct 2006
18--11 H Oct 2006 19--25 H Oct 2006
18--12 H Oct 2006 19--26 H Oct 2006
18--13 H Oct 2006 19--27 H Oct 2006
18--14 H Oct 2006 19--28 H Oct 2006
18--15 H Oct 2006 19--29 H Oct 2006
18--16 H Oct 2006 19--30 H Oct 2006
18--17 H Oct 2006 19--31 H Oct 2006
18--18 H Oct 2006 19--32 H Oct 2006
18--19 H Oct 2006 19--33 H Oct 2006
18--20 H Oct 2006 19--34 H Oct 2006
18--21 H Oct 2006 19--35 H Oct 2006
18--22 H Oct 2006 19--36 H Oct 2006
18--23 H Oct 2006 19--37 H Oct 2006
18--24 H Oct 2006 19--38 H Oct 2006
18--25 H Oct 2006 19--39 H Oct 2006
18--26 H Oct 2006 19--40 H Oct 2006
18--27 H Oct 2006 19--41 H Oct 2006
18--28 H Oct 2006 19--42 H Oct 2006

LEP-- 10 REV 2 Oct 2006
Enhanced Ground Proximity Warning 21--14 H Oct 2006

System (EGPWS) (cont) 21--15 H Oct 2006
19--43 H Oct 2006 21--16 H Oct 2006
19--44 H Oct 2006 21--17 H Oct 2006
19--45 H Oct 2006 21--18 H Oct 2006
19--46 H Oct 2006 21--19 H Oct 2006
19--47 H Oct 2006 21--20 H Oct 2006
19--48 H Oct 2006 21--21 H Oct 2006
19--49 H Oct 2006 21--22 H Oct 2006
19--50 H Oct 2006 21--23 H Oct 2006
19--51 H Oct 2006 21--24 H Oct 2006
19--52 H Oct 2006 21--25 H Oct 2006
19--53 H Oct 2006 21--26 H Oct 2006
19--54 H Oct 2006 21--27 H Oct 2006
19--55 H Oct 2006 21--28 H Oct 2006
19--56 H Oct 2006 21--29 H Oct 2006
19--57 H Oct 2006 21--30 H Oct 2006
19--58 H Oct 2006 21--31 H Oct 2006
21--32 H Oct 2006
Digital Voice Data Recorder (DVDR)
21--33 H Oct 2006
20--1 H Oct 2006
21--34 H Oct 2006
20--2 H Oct 2006
21--35 H Oct 2006
F 20--3/20--4 H Oct 2006
21--36 H Oct 2006
20--5 H Oct 2006
21--37 H Oct 2006
20--6 H Oct 2006
21--38 H Oct 2006
20--7 H Oct 2006
21--39 H Oct 2006
20--8 H Oct 2006
21--40 H Oct 2006
20--9 H Oct 2006
21--41 H Oct 2006
20--10 H Oct 2006
21--42 H Oct 2006
20--11 H Oct 2006
21--43 H Oct 2006
20--12 H Oct 2006
21--44 H Oct 2006
Communications Management Function 21--45 H Oct 2006
(CMF)
21--46 H Oct 2006
21--1 H Oct 2006 21--47 H Oct 2006
21--2 H Oct 2006 21--48 H Oct 2006
21--3 H Oct 2006 21--49 H Oct 2006
21--4 H Oct 2006 21--50 H Oct 2006
21--5 H Oct 2006 21--51 H Oct 2006
21--6 H Oct 2006 21--52 H Oct 2006
21--7 H Oct 2006 21--53 H Oct 2006
21--8 H Oct 2006 21--54 H Oct 2006
21--9 H Oct 2006 21--55 H Oct 2006
21--10 H Oct 2006 21--56 H Oct 2006
21--11 H Oct 2006 21--57 H Oct 2006
21--12 H Oct 2006 21--58 H Oct 2006
21--13 H Oct 2006

REV 2 Oct 2006 LEP-- 11
Satellite Communications (SATCOM) 23--8 H Oct 2006

23--9 H Oct 2006
22--1 H Oct 2006
23--10 H Oct 2006
22--2 H Oct 2006
23--11 H Oct 2006
22--3 H Oct 2006
23--12 H Oct 2006
22--4 H Oct 2006
F 22--5/22--6 H Oct 2006 Fly--By--Wire Control System
22--7 H Oct 2006 24--1 H Oct 2006
22--8 H Oct 2006 24--2 H Oct 2006
22--9 H Oct 2006 F 24--3/24--4 H Oct 2006
22--10 H Oct 2006 24--5 H Oct 2006
22--11 H Oct 2006 24--6 H Oct 2006
22--12 H Oct 2006 24--7 H Oct 2006
22--13 H Oct 2006 24--8 H Oct 2006
22--14 H Oct 2006 Other Systems
22--15 H Oct 2006
25--1 H Oct 2006
22--16 H Oct 2006
25--2 H Oct 2006
22--17 H Oct 2006
25--3 H Oct 2006
22--18 H Oct 2006
25--4 H Oct 2006
22--19 H Oct 2006
25--5 H Oct 2006
22--20 H Oct 2006
25--6 H Oct 2006
22--21 H Oct 2006
22--22 H Oct 2006 Acronymns and Abbreviations
22--23 H Oct 2006 Abbrev--1 H Oct 2006

22--24 H Oct 2006 Abbrev--2 H Oct 2006
F 22--25/22--26 H Oct 2006 Abbrev--3 H Oct 2006
22--27 H Oct 2006 Abbrev--4 H Oct 2006
22--28 H Oct 2006 Abbrev--5 H Oct 2006
22--29 H Oct 2006 Abbrev--6 H Oct 2006
22--30 H Oct 2006 Abbrev--7 H Oct 2006
22--31 H Oct 2006 Abbrev--8 H Oct 2006
22--32 H Oct 2006 Abbrev--9 H Oct 2006
22--33 H Oct 2006 Abbrev--10 H Oct 2006
22--34 H Oct 2006 Abbrev--11 H Oct 2006
22--35 H Oct 2006 Abbrev--12 H Oct 2006
22--36 H Oct 2006 Abbrev--13 H Oct 2006
22--37 H Oct 2006 Abbrev--14 H Oct 2006
22--38 H Oct 2006 Abbrev--15 H Oct 2006
Abbrev--16 H Oct 2006
Maintenance System
23--1 H Oct 2006
23--2 H Oct 2006
23--3 H Oct 2006 Index
23--4 H Oct 2006 Index--1 H Oct 2006

23--5 H Oct 2006 Index--2 H Oct 2006
23--6 H Oct 2006 Index--3 H Oct 2006
23--7 H Oct 2006 Index--4 H Oct 2006

LEP-- 12 REV 2 Oct 2006
Index (cont) Index--26 H Oct 2006

Index--27 H Oct 2006
Index--5 H Oct 2006
Index--6 H Oct 2006
Index--7 H Oct 2006
Index--8 H Oct 2006
Index--9 H Oct 2006

REV 2 Oct 2006 LEP-- 13
Blank Page

LEP-- 14 REV 2 Oct 2006
Table of Contents
Section Page
1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Pilot Guide Structure . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Equipment and Functions Covered . . . . . . . . . . . . . 1-2
Honeywell Product Support . . . . . . . . . . . . . . . . . . . . 1-11
Customer Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Customer Response Center (CRC) . . . . . . . . . . 1-12
Honeywell Aerospace Technical
Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
2. SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 2-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
System Network Buses . . . . . . . . . . . . . . . . . . . . . . . 2-5
ASCB--D Network . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Local Area Network (LAN) . . . . . . . . . . . . . . . . . . 2-5
Essential System Configuration and
Architecture for PRIMUS EPIC
(ESCAPE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
MAU System Architecture . . . . . . . . . . . . . . . . . . 2-9
MAU Backplane . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
MAU Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Automatic Flight Control System (AFCS) . . . . . . . . 2-17
Flight Director (FD) Guidance Overview . . . . . . 2-17
Communications Equipment . . . . . . . . . . . . . . . . . . . 2-21
Digital Audio System . . . . . . . . . . . . . . . . . . . . . . . 2-23
Electronic Display System (EDS) . . . . . . . . . . . . . . . 2-25
Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Primary Flight Display (PFD) . . . . . . . . . . . . . . . . 2-26
Multifunction Display (MFD) . . . . . . . . . . . . . . . . . 2-27
Engine Indication and Crew Alerting
System (EICAS) . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Guidance Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Display Controller (DC) . . . . . . . . . . . . . . . . . . . . . 2-34
Multipurpose Control Display Unit (MCDU) . . . . 2-36
MCDU Subsystem Communications . . . . . . . . . 2-40
Cursor Control Device (CCD) . . . . . . . . . . . . . . . 2-42
Digital Voice Data Recorder (DVDR) . . . . . . . . . 2-42
Navigation Functions and Features . . . . . . . . . . . . . 2-43
Flight Management System (FMS) . . . . . . . . . . . 2-43
Radio Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45
A28-- 1146-- 172 Table of Contents

REV 2 Oct 2006 TC-- 1
Table of Contents (cont)

Section Page
2. SYSTEM DESCRIPTION (CONT)

Global Positioning System (GPS) . . . . . . . . . . . . 2-45
Radar Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
Micro Inertial Reference System (IRS) . . . . . . . 2-47
Air Data System (ADS) . . . . . . . . . . . . . . . . . . . . . 2-47
Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48
Traffic Alert and Collision Avoidance
(TCAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48
Enhanced Ground Proximity Warning
System (EGPWS) . . . . . . . . . . . . . . . . . . . . . . . . 2-48
Maintenance System . . . . . . . . . . . . . . . . . . . . . . . . . 2-48
3. CONTROLLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Cursor Control Device (CCD) . . . . . . . . . . . . . . . . . . 3-2
Flight Guidance Controller (FGC) . . . . . . . . . . . . . . . 3-4
Flight Director Controls . . . . . . . . . . . . . . . . . . . . . 3-7
Display Controllers . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Reversion Panel . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Control Yoke Switches . . . . . . . . . . . . . . . . . . . . . 3-27
4. ELECTRONIC DISPLAY SYSTEM (EDS) . . . . . . . 4-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
EDS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
5. PRIMARY FLIGHT DISPLAY (PFD) . . . . . . . . . . . . 5-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Flight Mode Annunciators (FMA) . . . . . . . . . . . . . . . 5-3
Lateral and Vertical Modes . . . . . . . . . . . . . . . . . 5-7
Approach Status Indication . . . . . . . . . . . . . . . . . 5-11
Approach 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Approach 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Autoland 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
Steep Approach Status Indication . . . . . . . . . . . 5-17
Attitude Director Indicator (ADI) Display and
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
ADI Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Enhanced Ground Proximity Warning
System (EGPWS) Annunciators . . . . . . . . . . . 5-31
ADI Source Annunciators . . . . . . . . . . . . . . . . . . . 5-33
Table of Contents A28-- 1146-- 172

TC-- 2 REV 2 Oct 2006

Section Page
5. PRIMARY FLIGHT DISPLAY (PFD) (CONT)

ADI Traffic Alert and Collision Avoidance
System (TCAS) Displays . . . . . . . . . . . . . . . . . . 5-34
Airspeed Display and Annunciators . . . . . . . . . . . . . 5-36
Airspeed Displays . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
VSPEED Bugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
Altitude Display and Annunciators . . . . . . . . . . . . . . 5-48
Altitude Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
Radio Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-56
Vertical Speed (VS) Display . . . . . . . . . . . . . . . . . 5-63
Vertical and Lateral Deviation . . . . . . . . . . . . . . . 5-69
PFD Comparison Monitors . . . . . . . . . . . . . . . . . . . . 5-78
Horizontal Situation Indicator (HSI) Displays and
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-82
Full Compass Heading Scale . . . . . . . . . . . . . . . 5-85
Selected Heading Digital Readout and
Bug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-86
Drift Angle Bug . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-87
Primary Navigation Source Annunciators . . . . . 5-88
Heading Source . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-89
DME Distance Display . . . . . . . . . . . . . . . . . . . . . 5-94
HSI Arc Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-99
HSI Map Mode Display . . . . . . . . . . . . . . . . . . . . . 5-100
Preview Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-103
PFD Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-107
6. MULTIFUNCTION DISPLAY -- NAVIGATION . . . . 6-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Access and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
MFD Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Map and Plan Displays . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Common Display Elements . . . . . . . . . . . . . . . . . 6-15
Electronic Checklist (ECL) . . . . . . . . . . . . . . . . . . . . . 6-42
Electronic Checklist Application . . . . . . . . . . . . . 6-43
Checklist Operation . . . . . . . . . . . . . . . . . . . . . . . . 6-53
Abnormal ECL Operation . . . . . . . . . . . . . . . . . . . 6-58
7. MULTIFUNCTION DISPLAY -- SYNOPTICS . . . . . 7-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Systems Title Button . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Systems Menu Button Types . . . . . . . . . . . . . . . . 7-2

REV 2 Oct 2006 TC-- 3

Section Page
7. MULTIFUNCTION DISPLAY -- SYNOPTICS (CONT)
Systems -- Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

Cabin Door Display . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Flight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Electrical Batteries . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Crew Oxygen Pressure . . . . . . . . . . . . . . . . . . . . 7-13
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Systems -- Flight Controls . . . . . . . . . . . . . . . . . . . . . 7-18
Aircraft Display Icon . . . . . . . . . . . . . . . . . . . . . . . 7-19
Abnormal Control Surface Conditions . . . . . . . . 7-23
Spoiler Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Abnormal Spoiler Conditions . . . . . . . . . . . . . . . . 7-27
Ventral Speed Brake (Option) . . . . . . . . . . . . . . . 7-28
Flight Control System Status Annunciators . . . . 7-29
Systems -- Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
Hydraulic System Engine Firewall Shutoff
Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
Hydraulic Users . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
Systems -- Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
Fuel Temperature Digital Readout . . . . . . . . . . . 7-44
Fuel Tank Quantity Displays . . . . . . . . . . . . . . . . 7-44
Fuel Ejector Pumps . . . . . . . . . . . . . . . . . . . . . . . . 7-46
Fuel AC Boost Pumps . . . . . . . . . . . . . . . . . . . . . 7-46
Fuel DC Start Pump . . . . . . . . . . . . . . . . . . . . . . . 7-48
Fuel Crossfeed Valve . . . . . . . . . . . . . . . . . . . . . . 7-49
Engine and APU Fuel Shutoff Valves . . . . . . . . . 7-50
Fuel Flow Line Diagrams . . . . . . . . . . . . . . . . . . . 7-52
Systems -- Electrical System . . . . . . . . . . . . . . . . . . . 7-55
Unit Icons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-55
Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60
Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60
Auxiliary Power Unit (APU) . . . . . . . . . . . . . . . . . 7-62
AC Power Cart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63
DC Power Cart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
AC Emergency Power Ram Air Turbine
(RAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
Transformer Rectifier Unit (TRU) . . . . . . . . . . . . 7-66
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67
Systems -- Environmental Control System (ECS)
Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-68
Cockpit and Cabin Temperature Displays . . . . . 7-69
TC-- 4 REV 2 Oct 2006

Section Page
7. MULTIFUNCTION DISPLAY -- SYNOPTICS (CONT)

Recirculation Pumps . . . . . . . . . . . . . . . . . . . . . . . 7-70
Outflow Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-71
Manifold Pressure . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
Air Shutoff Valves . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
Air Duct Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-74
Crossover Air Duct . . . . . . . . . . . . . . . . . . . . . . . . 7-76
Line Flow Segments . . . . . . . . . . . . . . . . . . . . . . . 7-78
Systems -- Bleed Anti--Ice Synoptic . . . . . . . . . . . . . 7-82
Bleed Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-83
Temperature Digital Readout . . . . . . . . . . . . . . . . 7-84
Engine Bleed Display . . . . . . . . . . . . . . . . . . . . . . 7-85
APU Bleed Air Display . . . . . . . . . . . . . . . . . . . . . 7-86
Bleed--Air Isolation Valve . . . . . . . . . . . . . . . . . . . 7-87
Icing Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-87
Wing Anti--Ice Display . . . . . . . . . . . . . . . . . . . . . . 7-88
Wing Anti--Ice Flow Lines . . . . . . . . . . . . . . . . . . . 7-89
Systems -- Maintenance . . . . . . . . . . . . . . . . . . . . . . . 7-93
Engine Dispatch Limitations Display . . . . . . . . . 7-95
Engine Exceedances Display . . . . . . . . . . . . . . . 7-96
Engine Fault Codes Display . . . . . . . . . . . . . . . . . 7-97
Engine Maintenance Display . . . . . . . . . . . . . . . . 7-98
Systems -- Systems Configuration . . . . . . . . . . . . . . 7-102
8. ENGINE INDICATION AND CREW ALERTING

SYSTEM (EICAS) . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Reversion and Screen Brightness . . . . . . . . . . . 8-2
EICAS Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
EICAS Declutter . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Crew Alerting System (CAS) . . . . . . . . . . . . . . . . . . . 8-4
Accessing the Crew Alert Window . . . . . . . . . . . 8-5
CAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Alert Messages Types . . . . . . . . . . . . . . . . . . . . . 8-7
Alert Message Lists . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Status Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Acknowledging Messages . . . . . . . . . . . . . . . . . . 8-10
CAS Message Inhibit . . . . . . . . . . . . . . . . . . . . . . 8-11
Primary Engine Instruments . . . . . . . . . . . . . . . . . . . 8-44
Engine Failure Annunciators . . . . . . . . . . . . . . . . . . . 8-52
Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-54

REV 2 Oct 2006 TC-- 5

Section Page
8. ENGINE INDICATION AND CREW ALERTING

SYSTEM (EICAS) (CONT)
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-56
Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-56
Engine Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-58
Flaps, Slats, Spoiler, and Speedbrakes . . . . . . . . . . 8-60
Flap Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-61
Slat Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-64
Speedbrake Indicator . . . . . . . . . . . . . . . . . . . . . . 8-66
Steep Approach Indicator . . . . . . . . . . . . . . . . . . . 8-67
Ground Spoiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-67
Landing Gear/Autobrake (Option) . . . . . . . . . . . . . . 8-68
Gear Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-69
Autobrake (Option) . . . . . . . . . . . . . . . . . . . . . . . . 8-71
Auxiliary Power Unit (APU) . . . . . . . . . . . . . . . . . . . . 8-73
Cabin Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-76
Trim Position Indicators . . . . . . . . . . . . . . . . . . . . . . . 8-80
Yaw Trim (Rudder) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-83
9. MODES OF OPERATION . . . . . . . . . . . . . . . . . . . . . 9-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Lateral Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Heading Hold (ROLL) Mode . . . . . . . . . . . . . . . . 9-3
Heading Select Mode . . . . . . . . . . . . . . . . . . . . . . 9-4
Roll Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Lateral Navigation (LNAV) Mode . . . . . . . . . . . . . 9-7
Localizer (LOC) Mode . . . . . . . . . . . . . . . . . . . . . . 9-9
Back Course (BC) Mode . . . . . . . . . . . . . . . . . . . 9-14
Instrument Landing System (ILS) Approach
Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
ILS LOC Capture and GS Armed . . . . . . . . . . . . 9-22
ILS GS Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
ILS Approach Mode Tracking . . . . . . . . . . . . . . . 9-25
ILS CAT 2 Approach Mode Procedure . . . . . . . . 9-27
Vertical Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
Takeoff Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
Vertical Speed Hold Mode . . . . . . . . . . . . . . . . . . 9-33
Flight Level Change (FLCH) Mode . . . . . . . . . . . 9-35
Vertical Track Alert (VTA) . . . . . . . . . . . . . . . . . . . 9-35
Altitude Preselect (ASEL) Mode . . . . . . . . . . . . . 9-39
Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . 9-45
Go--Around (GA) Mode (Wings Level) . . . . . . . . 9-47

TC-- 6 REV 2 Oct 2006

Section Page
9. MODES OF OPERATION (CONT)

Vertical Navigation Flight Level Change
(VFLCH) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 9-49
Vertical Navigation Altitude Hold (VALT)
Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-50
Vertical Navigation Path (VPTH) Mode . . . . . . . 9-51
Vertical Glidepath (VGP) Mode . . . . . . . . . . . . . . 9-53
Vertical Navigation Altitude Select Capture
(VASEL) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 9-55
Autoland Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-55
Conditions to Arm/Engage . . . . . . . . . . . . . . . . . . 9-56
Minimum Equipment Required . . . . . . . . . . . . . . 9-57
Autoland Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-58
ALIGN (Alignment) Mode . . . . . . . . . . . . . . . . . . . 9-58
Flare Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-59
RETD (Retard) Mode . . . . . . . . . . . . . . . . . . . . . . 9-60
D--ROT (Derotation) Mode . . . . . . . . . . . . . . . . . . 9-61
RLOUT (Rollout) Mode . . . . . . . . . . . . . . . . . . . . . 9-61
Windshear (WSHR) Mode . . . . . . . . . . . . . . . . . . 9-62
Overspeed (OVSP) Mode . . . . . . . . . . . . . . . . . . 9-64
Steep Approach Mode . . . . . . . . . . . . . . . . . . . . . 9-65
10. AUTOTHROTTLE (A/T) SYSTEM . . . . . . . . . . . . . . 10-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Thrust Management System (TMS) . . . . . . . . . . . . . 10-1
Thrust Rating System (TRS) . . . . . . . . . . . . . . . . 10-4
Takeoff Dataset (TDS) . . . . . . . . . . . . . . . . . . . . . 10-5
Autothrottle (A/T) Operational Description . . . . 10-9
Autothrottle Modes . . . . . . . . . . . . . . . . . . . . . . . . 10-10
Autothrottle Integration With FGCS . . . . . . . . . . 10-14
FGCS and A/T Modes and Operation . . . . . . . . 10-15
Autothrottle Controls . . . . . . . . . . . . . . . . . . . . . . . 10-19
Electronic Thrust Trim System (ETTS) . . . . . . . 10-23
11. STALL WARNING PROTECTION SYSTEM
(SWPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Angle--of--Attack (AOA) Computation . . . . . . . . . 11-2
Stick Shaker Function . . . . . . . . . . . . . . . . . . . . . . 11-2
System Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3

REV 2 Oct 2006 TC-- 7

Section Page
11. STALL WARNING PROTECTION SYSTEM

(SWPS) (CONT)
Stick Shaker Description . . . . . . . . . . . . . . . . . . . 11-3
Angle--of--Attack Sensors . . . . . . . . . . . . . . . . . . . 11-3
Stall Warning Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Stall Warning Protection System (SWPS) Controls
and Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Stall Protection System (SPS) Panel . . . . . . . . . 11-4
Stall Protection Indicators . . . . . . . . . . . . . . . . . . 11-5
Low Speed Awareness Indicator . . . . . . . . . . . . . 11-6
System Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
SWPS Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Automatic Dependent Surveillance Process
(ADSP) Failures . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
Aural Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
CAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
12. RADIO SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
System Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
Digital VHF Data Radio (VDR) . . . . . . . . . . . . . . 12-1
VHF Omni--directional Radio and Instrument
Landing (VIDL) . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
Transponder (XPDR) . . . . . . . . . . . . . . . . . . . . . . 12-6
Automatic Direction Finder (ADF) . . . . . . . . . . . . 12-7
Distance Measuring Equipment (DME) . . . . . . . 12-8
Multifunction Control Display Unit (MCDU)
Radio Control and Display . . . . . . . . . . . . . . . . . . . 12-9
MCDU Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
Panel Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
Scratchpad Area . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13
Line Select Keys . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14
MCDU Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14
Display Cursor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-15
Display Prompts . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-15
Frequency Swapping Operation . . . . . . . . . . . . . 12-18
Page Organization . . . . . . . . . . . . . . . . . . . . . . . . . 12-19
Basic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-20
Frequency Tuning . . . . . . . . . . . . . . . . . . . . . . . . . 12-23
Radio Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-25

TC-- 8 REV 2 Oct 2006

Section Page
12. RADIO SYSTEM (CONT)

RADIO 1/2 Page . . . . . . . . . . . . . . . . . . . . . . . . . . 12-25
RADIO 1/2 Annunciators . . . . . . . . . . . . . . . . . . . 12-28
RADIO 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-29
RADIO 2/2 Annunciators . . . . . . . . . . . . . . . . . . . 12-31
COM1 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-33
COM MEMORY 1/2 and 2/2 Pages . . . . . . . . . . 12-36
NAV1 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-39
NAV MEMORY 1/2 and 2/2 Pages . . . . . . . . . . . 12-42
COM 3 Page (Optional) . . . . . . . . . . . . . . . . . . . . 12-44
TCAS/XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-46
HF COM 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-47
HF Detail Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-55
HF MEMORY 1/2 and 2/2 . . . . . . . . . . . . . . . . . . 12-56
HF Emergency Channel Setup Page . . . . . . . . . 12-58
HF Emergency Channel Abnormal
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-59
ADF 1 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-60
ADF MEMORY Page . . . . . . . . . . . . . . . . . . . . . . 12-62
PFD Radio Setup . . . . . . . . . . . . . . . . . . . . . . . . . . 12-64
Radio Interactions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-68
Scratchpad Messages . . . . . . . . . . . . . . . . . . . . . 12-69
13. AUDIO SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
Normal Operational Mode . . . . . . . . . . . . . . . . . . 13-2
Configuration Mode . . . . . . . . . . . . . . . . . . . . . . . . 13-3
Backup Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
Audio Panel Controls . . . . . . . . . . . . . . . . . . . . . . 13-5
Other Audio Cockpit Controls . . . . . . . . . . . . . . . 13-6
Control Descriptions . . . . . . . . . . . . . . . . . . . . . . . 13-7
Audio Panel Annunciators and Displays . . . . . . 13-10
Audio Panel Operation . . . . . . . . . . . . . . . . . . . . . . . . 13-11
VHF and HF Audio/MIC Operation . . . . . . . . . . . 13-12
Passenger Address (PA) Operation . . . . . . . . . . 13-12
SATCOM Operation (Option) . . . . . . . . . . . . . . . . 13-14
RAMP Interphone Operation . . . . . . . . . . . . . . . . 13-15
Cabin (CAB) Interphone Operation . . . . . . . . . . . 13-16
Emergency (EMER) Interphone Operation . . . . 13-16
Emergency Operation . . . . . . . . . . . . . . . . . . . . . . 13-17
NAV Audio Operation . . . . . . . . . . . . . . . . . . . . . . 13-17

REV 2 Oct 2006 TC-- 9

Section Page
13. AUDIO SYSTEM (CONT)

Ident (ID) Filter (or Switch) Operation . . . . . . . . 13-17
Distance Measuring Equipment (DME) and Marker
(MKR) Beacon Controls . . . . . . . . . . . . . . . . . . . 13-18
Selective Calling (SELCAL) Operation . . . . . . . . 13-18
Aural Warning Function . . . . . . . . . . . . . . . . . . . . 13-19
14. MICRO INERTIAL REFERENCE SYSTEM
(IRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
Inertial Reference Unit (IRU) . . . . . . . . . . . . . . . . . . . 14-2
Position Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
Body Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
Local Level Frame . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
Earth Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
Modular Avionics Unit (MAU) . . . . . . . . . . . . . . . . 14-5
Flight Management System (FMS) . . . . . . . . . . . 14-5
Electronic Displays System (EDS) . . . . . . . . . . . 14-5
Modes Of Operation . . . . . . . . . . . . . . . . . . . . . . . 14-6
Power--Up Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 14-7
Alignment Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8
Navigation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 14-10
End of Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-11
Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 14-12
Micro Inertial Reference System Aircraft
Personality Module (APM) . . . . . . . . . . . . . . . . 14-13
Inertial Reference System (IRS)
Reversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-14
15. GLOBAL POSITIONING SYSTEM (GPS) . . . . . . . 15-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
Receiver Autonomous Integrity Monitoring
(RAIM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
GPS Operating Modes . . . . . . . . . . . . . . . . . . . . . 15-4
16. RADAR ALTIMETER SYSTEM . . . . . . . . . . . . . . . . 16-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1

TC-- 10 REV 2 Oct 2006

Section Page
16. RADAR ALTIMETER SYSTEM (CONT)

Displaying Radar Altimeter Information . . . . . . . . . . 16-2
Radar Altitude Self--Test . . . . . . . . . . . . . . . . . . . . 16-6
Radio Altitude System Failure and
Miscompare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-6
17. WEATHER RADAR SYSTEMS AND LIGHTNING
SENSOR SYSTEM (LSS) . . . . . . . . . . . . . . . . . . . 17-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
System Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5
Antenna Position Indicator (API) . . . . . . . . . . . . . . . . 17-8
Weather Radar Controls . . . . . . . . . . . . . . . . . . . . . . 17-9
Weather on MAP Menu . . . . . . . . . . . . . . . . . . . . 17-10
Weather Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-11
Weather Radar Self--Test . . . . . . . . . . . . . . . . . . . 17-24
Weather Radar Operating Procedures . . . . . . . . . . 17-27
Preliminary Control Settings . . . . . . . . . . . . . . . . 17-27
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-27
Power--Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-27
Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-28
Radar Mode -- Weather . . . . . . . . . . . . . . . . . . . . 17-28
Radar Mode -- Ground Mapping . . . . . . . . . . . . . 17-29
In--Flight Troubleshooting . . . . . . . . . . . . . . . . . . . 17-29
Test Mode With TEXT FAULTS Enabled . . . . . . 17-30
In--Flight Roll Compensation Adjustment
of the PRIMUS 660 Weather Radar
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-32
Tilt Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-33
Maximum Permissible Exposure Level
(MPEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-34
Lightning Sensor System (LSS) (Option) . . . . . . . . 17-35
System Description . . . . . . . . . . . . . . . . . . . . . . . . 17-35
Lightning Sensor System Controls . . . . . . . . . . . 17-36
Lightning Sensor System Mode
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-40
Lightning Sensor Symbols . . . . . . . . . . . . . . . . . . 17-41
Weather and Lightning Displays . . . . . . . . . . . . . 17-44
18. TRAFFIC ALERT AND COLLISION AVOIDANCE
SYSTEM (TCAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1

REV 2 Oct 2006 TC-- 11

Section Page
18. TRAFFIC ALERT AND COLLISION AVOIDANCE

SYSTEM (TCAS) (CONT)
TCAS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2
MCDU XPDR/TCAS Radio Control . . . . . . . . . . 18-3
MFD Menu Controls . . . . . . . . . . . . . . . . . . . . . . . . . . 18-8
TCAS Menu Controls . . . . . . . . . . . . . . . . . . . . . . . . . 18-11
TCAS Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-12
TCAS Target Types . . . . . . . . . . . . . . . . . . . . . . . . 18-13
PFD TCAS Displays . . . . . . . . . . . . . . . . . . . . . . . 18-15
TCAS Aural Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-24
Traffic Advisory Aural Alerts . . . . . . . . . . . . . . . . . 18-24
Resolution Advisory Aural Alerts . . . . . . . . . . . . . 18-25
Aural Warning Inhibit Conditions . . . . . . . . . . . . . 18-26
TCAS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-27
19. ENHANCED GROUND PROXIMITY WARNING

SYSTEM (EGPWS) . . . . . . . . . . . . . . . . . . . . . . . . . 19-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-1
EGPWS System Outputs . . . . . . . . . . . . . . . . . . . 19-5
Ground Proximity . . . . . . . . . . . . . . . . . . . . . . . . . . 19-6
EGPWS Database . . . . . . . . . . . . . . . . . . . . . . . . 19-7
Mode 1 Excessive Descent Rate . . . . . . . . . . . . 19-8
Mode 2 Excessive Closure to Terrain . . . . . . . . . 19-9
Mode 3 Altitude Loss After Takeoff . . . . . . . . . . . 19-12
Mode 4 Unsafe Terrain Clearance . . . . . . . . . . . 19-14
Mode 5 Excessive Deviation Below
Glideslope Alert . . . . . . . . . . . . . . . . . . . . . . . . . . 19-20
Mode 6 Advisory Callouts . . . . . . . . . . . . . . . . . . 19-22
Mode 7 Windshear Alerting . . . . . . . . . . . . . . . . . 19-27
Enhanced Functions . . . . . . . . . . . . . . . . . . . . . . . 19-30
Runway Field Clearance Floor . . . . . . . . . . . . . . 19-33
Terrain Look--Ahead Alerting (Obstacles) . . . . . 19-34
Terrain Alerting and Display . . . . . . . . . . . . . . . . . 19-35
EGPWS on the MFD . . . . . . . . . . . . . . . . . . . . . . . 19-42
Terrain Clearance Floor/Terrain Alerting and
Display (TCF/TAD) INOP and INHIBIT . . . . . . 19-44
Geometric Altitude . . . . . . . . . . . . . . . . . . . . . . . . . 19-45
Aural Declutter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-46
Aural Message Priority . . . . . . . . . . . . . . . . . . . . . 19-46
Pilot Responses To EGPWS Alerts . . . . . . . . . . 19-47

TC-- 12 REV 2 Oct 2006

Section Page
19. ENHANCED GROUND PROXIMITY WARNING

SYSTEM (EGPWS) (CONT)
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-49
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . 19-49
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . 19-50
System Start--Up and Test . . . . . . . . . . . . . . . . . . . . . 19-53
System Start--Up . . . . . . . . . . . . . . . . . . . . . . . . . . 19-53
EGPWS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-55
System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-57
System Constraints . . . . . . . . . . . . . . . . . . . . . . . . 19-57
20. DIGITAL VOICE DATA RECORDER (DVDR) . . . . 20-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-1
DVDR Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-2
Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-5
MCDU Maintenance Controls . . . . . . . . . . . . . . . 20-6
Microphones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-7
Accelerometers . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-7
Impact Switches . . . . . . . . . . . . . . . . . . . . . . . . . . 20-7
Load Cells . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-7
DVDR Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-8
DVDR Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-8
Circuit Breaker Control . . . . . . . . . . . . . . . . . . . . . . . . 20-9
Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . 20-10
Power Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-10
Downloading DVDR Data Using the Hand Held
Download Unit (HHDLU) . . . . . . . . . . . . . . . . . . . . . 20-10
21. COMMUNICATIONS MANAGEMENT FUNCTION
(CMF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-1
System Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-2
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-3
SEND Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-3
PRINT Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-4
Multifunction Control Display Unit (MCDU) . . . . . . . 21-4
Page Formats and Data Labels . . . . . . . . . . . . . . . . 21-8
Page Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-9
Air Traffic Service (ATS) System Displays . . . . . . . 21-12
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-12

REV 2 Oct 2006 TC-- 13

Section Page
21. COMMUNICATIONS MANAGEMENT FUNCTION

(CMF) (CONT)
ATS System Displays Access . . . . . . . . . . . . . . . . . . 21-13
ATS MENU Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-14
TWIP REQUEST Display . . . . . . . . . . . . . . . . . . . . . . 21-15
TWIP Report Display . . . . . . . . . . . . . . . . . . . . . . . . . 21-17
ATIS REQUEST Display . . . . . . . . . . . . . . . . . . . . . . 21-18
ATIS Report Display . . . . . . . . . . . . . . . . . . . . . . . . . . 21-19
DCL REQUEST Display . . . . . . . . . . . . . . . . . . . . . . . 21-20
Departure Clearance Display . . . . . . . . . . . . . . . . . . 21-22
OCEANIC CLX REQ Display . . . . . . . . . . . . . . . . . . 21-23
Oceanic Clearance Display . . . . . . . . . . . . . . . . . . . . 21-24
PUSHBACK CLX REQ Display . . . . . . . . . . . . . . . . . 21-25
PUSHBACK CLX Display . . . . . . . . . . . . . . . . . . . . . 21-27
TAXI CLX REQUEST Display . . . . . . . . . . . . . . . . . . 21-28
TAXI CLX Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-29
ATC STAT MSG Display . . . . . . . . . . . . . . . . . . . . . . 21-30
ATS LOG Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-31
NEW MESSAGES Display . . . . . . . . . . . . . . . . . . . . 21-32
System Manager Displays . . . . . . . . . . . . . . . . . . . . . 21-33
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-33
System Displays Access . . . . . . . . . . . . . . . . . . . . . . 21-34
SYSTEM MENU Display . . . . . . . . . . . . . . . . . . . . . . 21-35
TIME/DATE Display . . . . . . . . . . . . . . . . . . . . . . . . . . 21-36
DATALINK Manager (MGR) Display . . . . . . . . . . . . 21-37
VHF FREQ SEL Display . . . . . . . . . . . . . . . . . . . . . . 21-46
DATA REGIONS Display . . . . . . . . . . . . . . . . . . . . . . 21-48
TEXT UPLINK Display . . . . . . . . . . . . . . . . . . . . . . . . 21-49
MAINTENANCE Menu Display . . . . . . . . . . . . . . . . . 21-50
PART NUMBERS Display . . . . . . . . . . . . . . . . . . . . . 21-51
FAULT LOG Display . . . . . . . . . . . . . . . . . . . . . . . . . . 21-52
CURRENT LEG Display . . . . . . . . . . . . . . . . . . . . . . . 21-53
PREV LEG Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-54
FAULT DATA Display . . . . . . . . . . . . . . . . . . . . . . . . . 21-55
APM DATA Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-56
Communication (COMM) AUDIT Display . . . . . . . . 21-57
22. SATELLITE COMMUNICATIONS (SATCOM) . . . 22-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-1
SATCOM Setup, Control, and Operation . . . . . . . . 22-7
Audio Control Panel (ACP) . . . . . . . . . . . . . . . . . 22-7

TC-- 14 REV 2 Oct 2006

Section Page
22. SATELLITE COMMUNICATIONS (SATCOM) (CONT)

Multifunction Control Display Unit (MCDU) . . . . 22-8
Cabin Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-12
Handsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-12
Facsimile (FAX) . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-15
PC Modem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-16
Basic Phone Operation -- Voice . . . . . . . . . . . . . . . . 22-17
Air-to-Ground Voice Communication . . . . . . . . . 22-17
Ground-to-Air Voice Communication . . . . . . . . . 22-24
Basic Phone Operation -- FAX . . . . . . . . . . . . . . . . . 22-32
Air-to-Ground FAX Operation . . . . . . . . . . . . . . . 22-32
Ground-to-Air FAX Operation . . . . . . . . . . . . . . . 22-36
Basic Phone Operation -- Air-To-Ground PC
Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-36
Advanced Dialing Features -- Air--To-Ground . . . . . 22-38
23. MAINTENANCE SYSTEM . . . . . . . . . . . . . . . . . . . . 23-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-1
Central Maintenance System (CMS)
Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2
Central Maintenance Computer (CMC) . . . . . . . 23-2
Role in Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2
Member Systems . . . . . . . . . . . . . . . . . . . . . . . . . 23-3
CAS and Maintenance Messages . . . . . . . . . . . . 23-3
Ground Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-3
Hardware Components . . . . . . . . . . . . . . . . . . . . . 23-3
CMC Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-5
Accessing the Maintenance System . . . . . . . . . 23-5
CMC MAIN MENU . . . . . . . . . . . . . . . . . . . . . . . . 23-6
CMC In--Air Main Menu . . . . . . . . . . . . . . . . . . . . 23-7
Display Pages and Controls . . . . . . . . . . . . . . . . . 23-9
Maintenance Display Pages . . . . . . . . . . . . . . . . 23-9
CMC Main Maintenance Menu . . . . . . . . . . . . . . 23-9
Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-10
File and Data Loading . . . . . . . . . . . . . . . . . . . . . . 23-10
Maintenance Database . . . . . . . . . . . . . . . . . . . . . 23-10
Menus and Displays . . . . . . . . . . . . . . . . . . . . . . . 23-10
24. FLY--BY--WIRE CONTROL SYSTEM . . . . . . . . . . . 24-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-1

REV 2 Oct 2006 TC-- 15

Section Page
24. FLY--BY--WIRE CONTROL SYSTEM (CONT)

Primary Flight Controls . . . . . . . . . . . . . . . . . . . . . 24-1
Secondary Flight Controls . . . . . . . . . . . . . . . . . . 24-2
Hydraulic Systems . . . . . . . . . . . . . . . . . . . . . . . . . 24-2
Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . 24-5
25. OTHER SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-1
Emergency Location Transmitter (ELT) . . . . . . . . . . 25-1
Integrated Electronic Standby (IES) . . . . . . . . . . . . . 25-2
Standby Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-4
Standby Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-5
Acronyms and Abbreviations . . . . . . . . . . . . . . . . . . Abbrev--1
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index--1

TC-- 16 REV 2 Oct 2006
List of Illustrations
Figure Page
1--1 Embraer 170 Aircraft Cockpit . . . . . . . . . . . . . . . . . . 1-9
2--1 PRIMUS EPIC System Block Diagram for

Embraer Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2--2 System Network Buses . . . . . . . . . . . . . . . . . . . . . . . 2-7
2--3 System Backplane Network . . . . . . . . . . . . . . . . . . . . 2-11
2--4 MAU Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
2--5 Radio System Architecture . . . . . . . . . . . . . . . . . . . . 2-21
2--6 Audio Panel With Callouts . . . . . . . . . . . . . . . . . . . . . 2-22
2--7 Modular Radio Cabinet . . . . . . . . . . . . . . . . . . . . . . . . 2-22
2--8 Electronic Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
2--9 PFD Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
2--10 MFD Map Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
2--11 Upper and Lower Menu Bars . . . . . . . . . . . . . . . . . . 2-28
2--12 Representative EICAS Display . . . . . . . . . . . . . . . . . 2-29
2--13 Flight Guidance Panel . . . . . . . . . . . . . . . . . . . . . . . . 2-31
2--14 Display Controllers on the Guidance Panel . . . . . . 2-34
2--15 MCDU Front Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
2--16 MCDU Function Keys . . . . . . . . . . . . . . . . . . . . . . . . . 2-39
2--17 MCDU Page Layout . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40
2--18 MCDU Functional Interfaces . . . . . . . . . . . . . . . . . . . 2-41
2--19 Cursor Control Device . . . . . . . . . . . . . . . . . . . . . . . . 2-42
2--20 FMS Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43

3--2 CCD Display Control . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3--3 Concentric Knobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3--4 Flight Guidance Panel . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3--5 Flight Director Controls . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3--6 PFD Control Panel Controls . . . . . . . . . . . . . . . . . . . 3-13
3--7 Auto Reversion Configuration . . . . . . . . . . . . . . . . . . 3-19
3--8 Dimming Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
3--9 T/O CONFIG Button . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
3--10 Declutter Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
3--11 EICAS in Declutter Mode . . . . . . . . . . . . . . . . . . . . . . 3-25
3--12 Full EICAS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
3--13 Control Yoke Switch Locations . . . . . . . . . . . . . . . . . 3-27
4--1 Embraer PRIMUS EPIC Cockpit Layout of Electronic

Display System (EDS) . . . . . . . . . . . . . . . . . . . . . . . 4-3
4--2 Embraer PRIMUS EPIC EDS Block Diagram . . . . . 4-7

REV 2 Oct 2006 TC-- 17

List of Illustrations (cont)
Figure Page
5--1 Typical PFD Display . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5--2 PFD Functional Display Area Layout . . . . . . . . . . . . 5-2
5--3 Flight Mode Annunciator Fields . . . . . . . . . . . . . . . . 5-3
5--4 Lateral and Vertical Flight Director Modes . . . . . . . 5-8
5--5 Approach Status Indicators . . . . . . . . . . . . . . . . . . . . 5-11
5--6 Steep Approach Status Annunciator . . . . . . . . . . . . 5-17
5--7 ADI Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
5--8 ADI Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
5--9 Excessive Attitude Declutter Display . . . . . . . . . . . . 5-21
5--10 Flight Path Components . . . . . . . . . . . . . . . . . . . . . . . 5-23
5--11 Airspeed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
5--12 Altitude Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
5--13 Radio Altitude Displays . . . . . . . . . . . . . . . . . . . . . . . 5-56
5--14 Vertical Speed Display . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5--15 Vertical and Lateral Deviation Indicators . . . . . . . . . 5-69
5--16 Lateral Deviation Display on PFD in Arc Mode
With Map View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-76
5--17 Comparison Monitor Annunciator Locations . . . . . . 5-78
5--18 HSI Full Compass Mode . . . . . . . . . . . . . . . . . . . . . . 5-82
5--19 HSI Arc Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-83
5--20 HSI Arc Mode With Weather Enabled . . . . . . . . . . . 5-84
5--21 HSI Map Mode With Weather Enabled . . . . . . . . . . 5-84
5--22 NAV and Heading Sources . . . . . . . . . . . . . . . . . . . . 5-88
5--23 DME Distance Display . . . . . . . . . . . . . . . . . . . . . . . . 5-94
5--24 Radio Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-97
5--25 HSI Arc Mode With Weather . . . . . . . . . . . . . . . . . . . 5-99
5--26 PFD HSI Map Mode With Weather Displayed . . . . 5-101
5--27 HSI MAP Mode With Flight Plan Displayed . . . . . . 5-101
5--28 Preview Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-104
5--29 PFD Test Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-107
6--1 Typical MFD in Map Format . . . . . . . . . . . . . . . . . . . 6-1

6--3 Map Title Button Pulldown Menu . . . . . . . . . . . . . . . 6-5
6--4 Plan Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6--5 Systems Title Button Pulldown Menu . . . . . . . . . . . . 6-8
6--6 TCAS Title Button Pop--Up Menu . . . . . . . . . . . . . . . 6-10
6--7 Radar Title Button Pop--Up Menu . . . . . . . . . . . . . . . 6-11
6--8 Checklist Title Button Pop--Up Menu . . . . . . . . . . . . 6-13
6--9 Map Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
6--10 Plan Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15

TC-- 18 REV 2 Oct 2006

Figure Page
6--11 Progress Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
6--12 Vertical Profile Components . . . . . . . . . . . . . . . . . . . 6-22
6--13 Vertical Profile Showing Off Lateral Path . . . . . . . . 6-25
6--14 Vertical Profile Display . . . . . . . . . . . . . . . . . . . . . . . . 6-26
6--15 MFD Map Heading Display . . . . . . . . . . . . . . . . . . . . 6-29
6--16 MFD Map Heading Failed Display . . . . . . . . . . . . . . 6-30
6--17 Selected Reference Point . . . . . . . . . . . . . . . . . . . . . 6-32
6--18 TCAS on MFD Map Display . . . . . . . . . . . . . . . . . . . 6-33
6--19 Typical Weather Display in the MFD Map
Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-34
6--20 Terrain on MFD Map Display . . . . . . . . . . . . . . . . . . . 6-34
6--21 Aircraft Centered Plan Mode Display . . . . . . . . . . . . 6-37
6--22 T/O Waypoint Centered on MFD Plan Mode
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38
6--23 Map Failure and Warning Displays . . . . . . . . . . . . . . 6-41
6--24 MFD Checklist Display . . . . . . . . . . . . . . . . . . . . . . . . 6-42
6--25 Checklist Hierarchy Example . . . . . . . . . . . . . . . . . . 6-44
6--26 Checklist Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-45
6--27 Checklist Display Layout . . . . . . . . . . . . . . . . . . . . . . 6-47
6--28 Checklist Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-48
6--29 Pop--Up Menu and Buttons . . . . . . . . . . . . . . . . . . . . 6-49
6--30 Checklist Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-52
6--31 Passive Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-53
6--32 CAS Message Active . . . . . . . . . . . . . . . . . . . . . . . . . 6-55
6--33 CAS Message Warnings and Cautions . . . . . . . . . . 6-57
7--1 Systems Title Button Pulldown Menu . . . . . . . . . . . . 7-1

7--2 Systems/Status Synoptic Page . . . . . . . . . . . . . . . . . 7-5
7--3 Door Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
7--4 Passenger, Service, and Cargo Doors Open . . . . . 7-8
7--5 Electric, Hydraulic, and Fueling Access Doors
Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
7--6 Flight Controls Synoptic Page Clean
Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
7--7 Aircraft Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
7--8 Abnormal Primary Control Surface Displays . . . . . . 7-23
7--9 Speed Brakes Deployed . . . . . . . . . . . . . . . . . . . . . . 7-24
7--10 Ground Spoilers Deployed . . . . . . . . . . . . . . . . . . . . . 7-25
7--11 All Ground Spoilers Fully Deployed . . . . . . . . . . . . . 7-26
7--12 Abnormal Spoiler Displays . . . . . . . . . . . . . . . . . . . . . 7-27
7--13 Ventral Speed Brake . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28

REV 2 Oct 2006 TC-- 19

Figure Page
7--14 Status Box With Normal Indications . . . . . . . . . . . . . 7-29
7--15 Rudder With Direct Mode Active . . . . . . . . . . . . . . . . 7-30
7--16 Rudder With FAIL Failure Mode . . . . . . . . . . . . . . . . 7-30
7--17 Rudder System With a -- -- Unknown Failure
Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
7--18 Left--Hand Elevator in STBY DIR Mode . . . . . . . . . 7-31
7--19 Left Side Elevator With ON Failure Status . . . . . . . 7-31
7--20 Left Side Elevator With -- -- Failure Status . . . . . . . 7-31
7--21 Hydraulic System Synoptic Page . . . . . . . . . . . . . . . 7-32
7--22 Valve Icons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
7--23 Valve State Icons . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
7--24 Hydraulic Pump Users . . . . . . . . . . . . . . . . . . . . . . . . 7-40
7--25 Fuel System Synoptic Page . . . . . . . . . . . . . . . . . . . 7-41
7--26 Shutoff Valve Locations . . . . . . . . . . . . . . . . . . . . . . . 7-50
7--27 Shutoff Valve Icons . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-51
7--28 Fuel Flow Lines With Numbered Callouts . . . . . . . . 7-52
7--29 Electrical System Synoptic Page With
Ground Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-55
7--30 Electrical System Synoptic Page Without
Ground Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57
7--31 Generator 1 and Generator 2 Icons . . . . . . . . . . . . . 7-61
7--32 Cabin Environmental Control System Synoptic
Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-68
7--33 Air Duct System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-74
7--34 Crossover Duct and Valve . . . . . . . . . . . . . . . . . . . . . 7-76
7--35 ECS Line Flow Segments . . . . . . . . . . . . . . . . . . . . . 7-78
7--36 Bleed Anti--Ice Synoptic Page . . . . . . . . . . . . . . . . . . 7-82
7--37 Anti--Ice Interconnects . . . . . . . . . . . . . . . . . . . . . . . . 7-89
7--38 Maintenance Main Menu . . . . . . . . . . . . . . . . . . . . . . 7-93
7--39 Engine Maintenance Synoptic Page . . . . . . . . . . . . 7-94
7--40 Engine Dispatch Limitations . . . . . . . . . . . . . . . . . . . 7-95
7--41 Engine Exceedances Display . . . . . . . . . . . . . . . . . . 7-96
7--42 Engine Fault Codes Display . . . . . . . . . . . . . . . . . . . 7-97
7--43 Engine Maintenace Display . . . . . . . . . . . . . . . . . . . . 7-98
7--44 Exceedance Pop--Up Window Display . . . . . . . . . . . 7-100
7--45 Communication Error Display . . . . . . . . . . . . . . . . . . 7-101
7--46 Systems Cofiguration Pulldown Menu . . . . . . . . . . . 7-102
7--47 Systems Configuration Display . . . . . . . . . . . . . . . . . 7-104
8--1 Engine Indication and Crew Alerting System

DisplayFunctional Areas . . . . . . . . . . . . . . . . . . . . . 8-1

TC-- 20 REV 2 Oct 2006

Figure Page
8--2 Decluttered EICAS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
8--3 CAS Message Window . . . . . . . . . . . . . . . . . . . . . . . . 8-5
8--4 Crew Alerting Window Operations Diagram . . . . . . 8-10
8--5 Master Caution and Warning Switches . . . . . . . . . . 8-10
8--6 Engine Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
8--7 Fuel Quantity Display Location . . . . . . . . . . . . . . . . . 8-54
8--8 Engine Oil Readout Location . . . . . . . . . . . . . . . . . . . 8-56
8--9 Engine Vibration Location . . . . . . . . . . . . . . . . . . . . . 8-58
8--10 Flap/Slat Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-60
8--11 Flap, Slats, and Spoiler Display . . . . . . . . . . . . . . . . 8-61
8--12 Landing Gear Status Location . . . . . . . . . . . . . . . . . . 8-68
8--13 APU Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-73
8--14 Cabin Environment Location . . . . . . . . . . . . . . . . . . . 8-76
8--15 Trim Position Location . . . . . . . . . . . . . . . . . . . . . . . . 8-80
9--1 Heading Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3

9--2 Heading Select Mode . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
9--3 Roll Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
9--4 FMS LNAV Track Mode . . . . . . . . . . . . . . . . . . . . . . . 9-8
9--5 Localizer Mode Profile . . . . . . . . . . . . . . . . . . . . . . . . 9-9
9--6 Localizer Armed Mode . . . . . . . . . . . . . . . . . . . . . . . . 9-10
9--7 Localizer Capture Mode . . . . . . . . . . . . . . . . . . . . . . . 9-11
9--8 Localizer Track Mode Profile . . . . . . . . . . . . . . . . . . . 9-12
9--9 Localizer Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
9--10 Back Course Mode Profile . . . . . . . . . . . . . . . . . . . . . 9-14
9--11 Back Course Armed Mode . . . . . . . . . . . . . . . . . . . . . 9-15
9--12 Back Course Capture Mode . . . . . . . . . . . . . . . . . . . 9-16
9--13 Back Course Tracking Display . . . . . . . . . . . . . . . . . 9-17
9--14 ILS Approach Mode Localizer Intercept
Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
9--15 ILS Approach Mode -- Localizer and Glideslope
Armed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
9--16 ILS Approach Mode Glideslope Intercept
Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-21
9--17 ILS Approach Mode -- Localizer
Captured and Glideslope Armed . . . . . . . . . . . . . . 9-22
9--18 ILS Approach Mode Glideslope Intercept and
Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-23
9--19 ILS Approach Mode (GS Captured) . . . . . . . . . . . . . 9-24
9--20 ILS Approach Mode Glideslope Track Profile . . . . . 9-25
9--21 ILS Approach Mode Tracking . . . . . . . . . . . . . . . . . . 9-26

REV 2 Oct 2006 TC-- 21

Figure Page
9--22 ILS ( APPR 2 ) Approach . . . . . . . . . . . . . . . . . . . . . 9-27
9--23 ILS Approach 2 (CAT 2) Mode . . . . . . . . . . . . . . . . . 9-29
9--24 Takeoff Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32
9--25 Vertical Speed Hold Mode . . . . . . . . . . . . . . . . . . . . . 9-33
9--26 PFD With VTA Annunciated . . . . . . . . . . . . . . . . . . . 9-36
9--27 Altitude Preselect Profile . . . . . . . . . . . . . . . . . . . . . . 9-40
9--28 Altitude Preselect Mode -- 1 . . . . . . . . . . . . . . . . . . . . 9-41
9--32 Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-45
9--33 Go--Around Mode (Wings Level) . . . . . . . . . . . . . . . 9-47
9--34 Track Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-49
9--35 Vertical Navigation Path Descent Profile . . . . . . . . . 9-51
9--36 VNAV Path Mode (VPTH) . . . . . . . . . . . . . . . . . . . . . 9-52
9--37 VGP Arm/Engage Range . . . . . . . . . . . . . . . . . . . . . . 9-53
9--38 Autoland in Armed Mode . . . . . . . . . . . . . . . . . . . . . . 9-56
9--39 Autoland in Active Mode . . . . . . . . . . . . . . . . . . . . . . 9-57
9--40 Flare Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-59
9--41 Derotation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-61
9--42 Windshear Mode With Autothrottle Engaged . . . . . 9-62
9--43 Overspeed Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-64
9--44 Steep Approach Mode Annunciator . . . . . . . . . . . . . 9-65
10--1 Setup Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2

10--2 Active Thrust Rating on EICAS . . . . . . . . . . . . . . . . . 10-4
10--3 Thrust Rating Select Page . . . . . . . . . . . . . . . . . . . . . 10-4
10--4 Takeoff Dataset Menu . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
10--5 Change Not Accepted . . . . . . . . . . . . . . . . . . . . . . . . 10-8
10--6 Derated Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
10--7 Speed Target Annunciator on PFD . . . . . . . . . . . . . . 10-11
10--8 Thrust Lever Control Buttons . . . . . . . . . . . . . . . . . . 10-20
10--9 Autothrottle Override Annunciator on PFD . . . . . . . 10-20
10--10 AT Annunciator on PFD . . . . . . . . . . . . . . . . . . . . . . . 10-21
11--1 Stall Protection System Panel . . . . . . . . . . . . . . . . . . 11-4

11--2 Pitch Limit Indicator on PFD . . . . . . . . . . . . . . . . . . . 11-5
11--3 Low Speed Awareness Queue . . . . . . . . . . . . . . . . . 11-6
12--1 Embraer PRIMUS EPIC Radio System Block

Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3

TC-- 22 REV 2 Oct 2006

Figure Page
12--2 Multifunction Control Display Unit Control
Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
12--3 PFD Radio Tuning Boxes . . . . . . . . . . . . . . . . . . . . . . 12-10
12--4 MCDU Control Groups and Display . . . . . . . . . . . . . 12-11
12--5 MCDU Display and Line Select Key Layout . . . . . . 12-14
12--6 Examples of Display Prompts . . . . . . . . . . . . . . . . . . 12-16
12--7 Swapping the Active and Standby
Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-18
12--8 Radio Tuning Logic Diagram . . . . . . . . . . . . . . . . . . . 12-19
12--9 MCDU Button Locations . . . . . . . . . . . . . . . . . . . . . . . 12-20
12--10 NEXT/PREV Example . . . . . . . . . . . . . . . . . . . . . . . . 12-21
12--11 Cursor Box Example . . . . . . . . . . . . . . . . . . . . . . . . . . 12-22
12--12 HF Frequency Control . . . . . . . . . . . . . . . . . . . . . . . . 12-24
12--13 RADIO 1/2 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-25
12--14 RADIO 2/2 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-29
12--15 RADIO 2/2 Annunciators . . . . . . . . . . . . . . . . . . . . . . 12-31
12--16 VHF COM Radio Tuning Logic Diagram . . . . . . . . . 12-33
12--17 COM 1 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-34
12--18 COM MEMORY 1/2 Page . . . . . . . . . . . . . . . . . . . . . 12-36
12--19 COM MEMORY 2/2 Page . . . . . . . . . . . . . . . . . . . . . 12-37
12--20 VHF NAV Radio Tuning Logic Diagram . . . . . . . . . . 12-39
12--21 NAV 1 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-40
12--22 NAV MEMORY 1/2 Page . . . . . . . . . . . . . . . . . . . . . . 12-42
12--23 NAV MEMORY 2/2 Page . . . . . . . . . . . . . . . . . . . . . . 12-43
12--24 COM 3 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-44
12--25 TCAS/XPDR 1/2 Page . . . . . . . . . . . . . . . . . . . . . . . . 12-46
12--26 HF COM Radio Tuning Logic Diagram . . . . . . . . . . 12-47
12--27 HF1 Simplex Mode Page . . . . . . . . . . . . . . . . . . . . . . 12-49
12--28 HF1 Split Mode Page . . . . . . . . . . . . . . . . . . . . . . . . . 12-50
12--29 HF1 Emergency Mode Page . . . . . . . . . . . . . . . . . . . 12-51
12--30 HF 1 Detail 2/2 Page . . . . . . . . . . . . . . . . . . . . . . . . . 12-55
12--31 HF MEMORY 1/2 Page . . . . . . . . . . . . . . . . . . . . . . . 12-57
12--32 Emergency Channel Setup 1/1 Page . . . . . . . . . . . . 12-58
12--33 ADF Radio Tuning Logic Diagram . . . . . . . . . . . . . . 12-60
12--34 ADF 1 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-61
12--35 ADF MEMORY 1/2 Page . . . . . . . . . . . . . . . . . . . . . . 12-63
12--36 PFD Radio Displays . . . . . . . . . . . . . . . . . . . . . . . . . . 12-64
12--37 PFD Radio Setup Page . . . . . . . . . . . . . . . . . . . . . . . 12-65
12--38 MCDU and HSI for Radio Set Up . . . . . . . . . . . . . . . 12-66
12--39 Radio Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-68

REV 2 Oct 2006 TC-- 23

Figure Page
13--1 AV--900 Audio Panel With VHF3 and NAV3 . . . . . . 13-6
13--2 Dimming Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
13--3 PA Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7
13--4 Observer Jack Panel . . . . . . . . . . . . . . . . . . . . . . . . . 13-7
13--5 AV--900 Audio Panel . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
14--1 FMS POSITION INIT Page . . . . . . . . . . . . . . . . . . . . 14-3

14--2 FMS POS SENSORS Page . . . . . . . . . . . . . . . . . . . 14-3
14--3 Micro IRS Aircraft Personality Module . . . . . . . . . . . 14-13
14--4 IRS Reversionary Panel . . . . . . . . . . . . . . . . . . . . . . . 14-14
15--1 GPS 1 STATUS 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2

15--2 GPS 1 STATUS 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
15--3 Predictive RAIM 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
15--4 GPS Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . 15-5
16--1 Radio Altitude Displays on the PFD . . . . . . . . . . . . . 16-2

16--2 MCDU TEST Page With Radio Altitude
Self--Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-6
17--1 Weather Radar System Block Diagram . . . . . . . . . . 17-3

17--2 PFD HSI Arc With Weather Displayed . . . . . . . . . . . 17-5
17--3 MFD Map Mode With Weather Displayed . . . . . . . . 17-6
17--4 API Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8
17--5 MFD Map Title Button Pulldown Menu . . . . . . . . . . 17-10
17--6 WU--880 Virtual Weather Radar Controller . . . . . . . 17-11
17--7 WU--660 Virtual Weather Radar Controller . . . . . . . 17-11
17--8 Outer Knob Gain Control on CCD . . . . . . . . . . . . . . 17-16
17--9 Outer Knob Range Control on CCD . . . . . . . . . . . . . 17-18
17--10 MFD Weather Mode Box Location . . . . . . . . . . . . . . 17-19
17--11 PFD Weather Annunciator Locations . . . . . . . . . . . . 17-20
17--12 MCDU TEST Page . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-24
17--13 Weather Radar TEST Mode . . . . . . . . . . . . . . . . . . . 17-26
17--14 Fault Annunciator on Weather Indicator . . . . . . . . . 17-31
17--15 Radar Beam Illumination High Altitude . . . . . . . . . . 17-33
17--16 Radar Beam Illumination Low Altitude . . . . . . . . . . . 17-33
17--17 Maximum Permissible Exposure Level
Boundary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-34
17--18 LSS Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-35
17--19 LSS System Block Diagram . . . . . . . . . . . . . . . . . . . 17-37
17--20 Rate--of--Occurrence Symbols . . . . . . . . . . . . . . . . . 17-42

TC-- 24 REV 2 Oct 2006

Figure Page
17--21 Lightning Cell Size vs Range . . . . . . . . . . . . . . . . . . . 17-42
17--22 MFD With Lightning Displayed . . . . . . . . . . . . . . . . . 17-44
18--1 Transponder Interrogation Capabilities . . . . . . . . . . 18-1

18--2 TCAS and ATC1 Logic Diagram . . . . . . . . . . . . . . . . 18-3
18--3 RADIO 1/2 Page, COM Tuning . . . . . . . . . . . . . . . . . 18-4
18--4 TCAS/XPDR 1/2 Page, Transponder Tuning . . . . . 18-5
18--5 TCAS/XPDR 2/2 Page, Transponder Tuning . . . . . 18-7
18--6 Map Menu Selection . . . . . . . . . . . . . . . . . . . . . . . . . . 18-8
18--7 TCAS Menu Button . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-9
18--8 TCAS Control Menu Selection . . . . . . . . . . . . . . . . . 18-10
18--9 Zoom Pop--Up Display . . . . . . . . . . . . . . . . . . . . . . . . 18-12
18--10 TCAS Display With Targets and Annunciators . . . . 18-14
18--11 TCAS Upper and Lower Threat Avoidance
Zones on the PFD . . . . . . . . . . . . . . . . . . . . . . . . . . 18-16
18--12 TCAS PFD ADI Display -- Corrective RA
Upper Threat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-17
Lower Threat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-18
Upper and Lower Threat . . . . . . . . . . . . . . . . . . . . . 18-19
18--15 TCAS PFD ADI Display -- Preventive
RA Upper Threat . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-20
RA Lower Threat . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-21
RA Upper and Lower Threat . . . . . . . . . . . . . . . . . . 18-22
18--18 Vertical Speed Corrective Upper and
Lower Threats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-23
18--19 MCDU With TCAS Test Selected . . . . . . . . . . . . . . . 18-27
18--20 MFD TCAS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-27
19--1 System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-3

19--2 Mode 1 Diagram and Graph of Boundaries . . . . . . 19-8
19--3 Mode 2A Terrain Envelope . . . . . . . . . . . . . . . . . . . . 19-10
19--4 Mode 2B Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-11
19--5 Mode 3 Terrain Envelope . . . . . . . . . . . . . . . . . . . . . . 19-13
19--6 Mode 4A Alert Envelope . . . . . . . . . . . . . . . . . . . . . . 19-15
19--7 Mode 4B Alert Envelope . . . . . . . . . . . . . . . . . . . . . . 19-17
19--8 Mode 4C Alert Envelope . . . . . . . . . . . . . . . . . . . . . . 19-19
19--9 Mode 5 Alert Envelope . . . . . . . . . . . . . . . . . . . . . . . . 19-20

REV 2 Oct 2006 TC-- 25

Figure Page
19--10 Mode 6 Bank Angle Alert . . . . . . . . . . . . . . . . . . . . . . 19-24
19--11 Mode 6 Business Aviation Bank Angle
Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-25
19--12 Mode 6 Air Transport Aviation Bank Angle
Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-26
19--13 Mode 7 Windshear Warning and Caution
Envelopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-27
19--14 Windshear Caution Display . . . . . . . . . . . . . . . . . . . . 19-28
19--15 Mode 7 Windshear Factors . . . . . . . . . . . . . . . . . . . . 19-28
19--16 Windshear Warning Display . . . . . . . . . . . . . . . . . . . 19-29
19--17 TCF Alert Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . 19-31
19--18 Improved TCF Alert Envelope Runway Track
View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-32
19--19 Improved TCF Envelope Plan View . . . . . . . . . . . . . 19-32
19--20 RFCF Alert Envelope . . . . . . . . . . . . . . . . . . . . . . . . . 19-33
19--21 Terrain Look--Ahead Profile . . . . . . . . . . . . . . . . . . . . 19-34
19--22 MFD Display With Green and Yellow Terrain . . . . . 19-36
19--23 Terrain Color Coding . . . . . . . . . . . . . . . . . . . . . . . . . . 19-37
19--24 EGPWS Pop--Up Terrain Display Showing
Caution (Yellow) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-37
19--25 Terrain Display Showing Warning (Red) . . . . . . . . . 19-38
19--26 Terrain at a Low Relative Altitude . . . . . . . . . . . . . . . 19-40
19--27 Terrain at a High Relative Altitude . . . . . . . . . . . . . . 19-41
19--28 Terrain in MFD Display . . . . . . . . . . . . . . . . . . . . . . . . 19-43
19--29 MCDU With EGPWS Self--Test Active . . . . . . . . . . . 19-55
19--30 EGPWS Test Pattern . . . . . . . . . . . . . . . . . . . . . . . . . 19-56
20--1 DVDR Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-1

20--2 DVDR System Block Diagram . . . . . . . . . . . . . . . . . . 20-3
20--3 DVDR Overhead Control Panel . . . . . . . . . . . . . . . . 20-5
20--4 DVDR Control Page . . . . . . . . . . . . . . . . . . . . . . . . . . 20-6
20--5 IND/REC Circuit Breaker Page . . . . . . . . . . . . . . . . . 20-9
20--6 Hand Held Download Unit . . . . . . . . . . . . . . . . . . . . . 20-10
20--7 HHDLU Download Set--Up . . . . . . . . . . . . . . . . . . . . . 20-11
20--8 DVDR Front Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-12
21--1 CMF System Interfaces . . . . . . . . . . . . . . . . . . . . . . . 21-2

21--2 Multifunction Control Display Unit . . . . . . . . . . . . . . . 21-5
21--3 Example of a CMF Main Menu . . . . . . . . . . . . . . . . . 21-10
21--4 CMF Page Access Diagram . . . . . . . . . . . . . . . . . . . 21-11
21--5 ATS System Displays Page Access Diagram . . . . . 21-13

TC-- 26 REV 2 Oct 2006

Figure Page
21--6 ATS MENU Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-14
21--7 TWIP REQUEST Display . . . . . . . . . . . . . . . . . . . . . . 21-15
21--8 TWIP Report Display . . . . . . . . . . . . . . . . . . . . . . . . . 21-17
21--9 ATIS REQUEST Display . . . . . . . . . . . . . . . . . . . . . . 21-18
21--10 ATIS Report Display . . . . . . . . . . . . . . . . . . . . . . . . . . 21-19
21--11 DCL REQUEST Display . . . . . . . . . . . . . . . . . . . . . . . 21-20
21--12 DEPARTURE CLX Display . . . . . . . . . . . . . . . . . . . . 21-22
21--13 OCEANIC CLX REQ Display . . . . . . . . . . . . . . . . . . 21-23
21--14 OCEANIC CLX Display . . . . . . . . . . . . . . . . . . . . . . . 21-24
21--15 PUSHBACK CLX REQ Display . . . . . . . . . . . . . . . . . 21-25
21--16 PUSHBACK CLX Display . . . . . . . . . . . . . . . . . . . . . 21-27
21--17 TAXI CLX REQUEST Display . . . . . . . . . . . . . . . . . . 21-28
21--18 TAXI CLX Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-29
21--19 ATC STAT MSG Display . . . . . . . . . . . . . . . . . . . . . . 21-30
21--20 ATS LOG Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-31
21--21 NEW MESSAGES Display . . . . . . . . . . . . . . . . . . . . 21-32
21--22 System Displays Page Access Diagram . . . . . . . . . 21-34
21--23 Typical SYSTEM MENU Display . . . . . . . . . . . . . . . 21-35
21--24 Typical TIME/DATE Display . . . . . . . . . . . . . . . . . . . 21-36
21--25 Typical DATALINK MGR Display With VDL
Mode 2 Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-38
21--26 Typical DATALINK MGR Display Without VDL
Mode 2 Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-40
21--27 Typical DATALINK MGR Display in Voice Mode
(VDL Mode 0, A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-42
21--28 Typical DATALINK MGR Display in Data Mode
(VDL Mode 0, A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-42
(VDL Mode 0, A, 2) With Inhibited Voice Mode
Enabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-43
(VDL Mode 0, A) With Inhibited Voice Mode
Enabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-43
(VDL Mode 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-44
(VDL Mode 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-44
21--33 VHF Frequency Select Display . . . . . . . . . . . . . . . . . 21-46
21--34 Typical VHF FREQ SEL Display in
VDL Mode 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-47

REV 2 Oct 2006 TC-- 27

Figure Page
21--35 Typical DATA REGIONS Display
in Automatic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 21-48
21--36 TEXT UPLINK Display . . . . . . . . . . . . . . . . . . . . . . . . 21-49
21--37 Typical MAINTENANCE Menu Display . . . . . . . . . . 21-50
21--38 Typical PART NUMBERS Display . . . . . . . . . . . . . . 21-51
21--39 Typical FAULT LOG Display . . . . . . . . . . . . . . . . . . . 21-52
21--40 Typical CURRENT LEG Display . . . . . . . . . . . . . . . . 21-53
21--41 Typical PREV LEG Display . . . . . . . . . . . . . . . . . . . . 21-54
21--42 Typical FAULT DATA Display . . . . . . . . . . . . . . . . . . 21-55
21--43 Typical APM DATA Display . . . . . . . . . . . . . . . . . . . . 21-56
21--44 Typical COMM AUDIT Display . . . . . . . . . . . . . . . . . 21-57
22--1 SATCOM System Block Diagram . . . . . . . . . . . . . . . 22-5

22--2 SATCOM Main Menu Display . . . . . . . . . . . . . . . . . . 22-8
22--3 SATCOM Submenu Page . . . . . . . . . . . . . . . . . . . . . 22-10
22--4 WH--10 Handset (Typical) . . . . . . . . . . . . . . . . . . . . . 22-13
22--5 Magnastar Mach--1 Handset (Typical) . . . . . . . . . . . 22-14
22--6 Airborne FAX Machine (Typical) . . . . . . . . . . . . . . . . 22-15
22--7 Satellite Coverage and Ground Earth Station
Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-25
23--1 MFD Maintenance Dropdown Menu . . . . . . . . . . . . . 23-5

23--2 CMC MAIN MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-6
23--3 MFD CMC IN--AIR MAIN MENU . . . . . . . . . . . . . . . 23-8
24--1 Hydraulic System Diagram . . . . . . . . . . . . . . . . . . . . 24-3

24--2 Status Box With Normal Indications . . . . . . . . . . . . . 24-6
24--3 Rudder With DIRECT Mode Active . . . . . . . . . . . . . 24-7
24--4 Rudder With FAIL Failure Mode . . . . . . . . . . . . . . . . 24-7
24--5 Rudder System With a -- -- Unknown Failure
Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-7

TC-- 28 REV 2 Oct 2006
List of Tables
Table Page
1--1 Standard Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1--2 Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
3--1 Bearing Pointer Designations . . . . . . . . . . . . . . . . . . 3-15

3--2 DH and MDA Set Range . . . . . . . . . . . . . . . . . . . . . . 3-17
3--3 Two ADC Annunciators on PFD . . . . . . . . . . . . . . . . 3-21
3--4 Two IRS Annunciators on PFD . . . . . . . . . . . . . . . . . 3-22
5--1 A/T Mode Field Annunciators . . . . . . . . . . . . . . . . . . 5-5

5--2 AP Mode Field Annunciators . . . . . . . . . . . . . . . . . . . 5-7
5--3 Lateral and Vertical Mode Field Annunciators . . . . 5-8
5--4 Approach Status Indicators . . . . . . . . . . . . . . . . . . . . 5-12
5--5 STEEP Approach Status Annunciators . . . . . . . . . . 5-17
5--6 Pitch Scale Markings . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
5--7 Pitch Limit Indicator Color Scheme . . . . . . . . . . . . . 5-29
5--8 ERJ--17X Margin Gain Table . . . . . . . . . . . . . . . . . . . 5-30
5--9 ERJ--19X Margin Gain Table . . . . . . . . . . . . . . . . . . . 5-31
5--10 Marker Beacon Annunciators . . . . . . . . . . . . . . . . . . 5-33
5--11 TCAS Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
5--12 VSPEED Bugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
5--13 VNAV Altitude Waypoint Constraint Display
Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-54
5--14 Vertical Deviation Range Table . . . . . . . . . . . . . . . . . 5-71
5--15 PFD HSI Lateral Deviation Range . . . . . . . . . . . . . . 5-76
5--16 Monitor Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . 5-79
5--17 Deviations for Primary NAV Sources . . . . . . . . . . . . 5-92
5--18 FMS Mode Annunciators . . . . . . . . . . . . . . . . . . . . . . 5-97
6--1 Map and Plan Mode Differences . . . . . . . . . . . . . . . . 6-16

6--2 Vertical Scale Range . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
6--3 Altitude Display Symbols . . . . . . . . . . . . . . . . . . . . . . 6-24
6--4 Terrain Display Colors and Density . . . . . . . . . . . . . 6-36
7--1 Aircraft System Synoptic Pages . . . . . . . . . . . . . . . . 7-2

7--2 Crew Oxygen Pressure Levels . . . . . . . . . . . . . . . . . 7-14
7--3 Hydraulic Brake Pressure . . . . . . . . . . . . . . . . . . . . . 7-16
7--4 Brake Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
7--5 Elevator Position Color Coding . . . . . . . . . . . . . . . . . 7-20
7--6 Aileron Position Color Coding . . . . . . . . . . . . . . . . . . 7-21
7--7 Rudder Position Color Coding . . . . . . . . . . . . . . . . . . 7-22
REV 2 Oct 2006 TC-- 29

List of Tables (cont)
Table Page
7--8 Outer, Middle, and Inner Spoiler Position Color
Coding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
7--9 Ground Spoiler Position Color Coding . . . . . . . . . . . 7-26
7--10 Ventral Speed Brake Position Color Coding . . . . . . 7-28
7--11 Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
7--12 Fuel Line Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
7--13 Line Flow Segment Conditions . . . . . . . . . . . . . . . . . 7-80
7--14 Anti--Ice Flow Line Descriptions . . . . . . . . . . . . . . . . 7-91
8--1 Warning CAS Messages . . . . . . . . . . . . . . . . . . . . . . 8-12

8--2 Caution CAS Messages . . . . . . . . . . . . . . . . . . . . . . . 8-16
8--3 Advisory CAS Messages . . . . . . . . . . . . . . . . . . . . . . 8-31
8--4 White Status CAS Messages . . . . . . . . . . . . . . . . . . 8-41
8--5 Autothrottle Thrust Rating Annunciators . . . . . . . . . 8-48
8--6 Flap Position Indicators . . . . . . . . . . . . . . . . . . . . . . . 8-62
8--7 Slat Position Indicators . . . . . . . . . . . . . . . . . . . . . . . . 8-64
9--1 Vertical Deviation Scaling . . . . . . . . . . . . . . . . . . . . . 9-37

9--2 Steep Approach Status Annunciators . . . . . . . . . . . 9-66
10--1 Takeoff Dataset Menu Button Selections . . . . . . . . 10-6

10--2 A/T Mode Selection . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
10--3 Typical Flight Control by the A/T and FGCS . . . . . . 10-17
10--4 Limited Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
12--1 RADIO 1/2 Annunciator Descriptions . . . . . . . . . . . . 12-28

12--2 RADIO 2/2 Annunciator Descriptions . . . . . . . . . . . . 12-32
12--3 Scratchpad Alert Messages . . . . . . . . . . . . . . . . . . . . 12-70
12--4 Scratchpad Advisory Messages . . . . . . . . . . . . . . . . 12-75
12--5 Scratchpad Other Messages . . . . . . . . . . . . . . . . . . . 12-81
12--6 Data Load Fail Codes . . . . . . . . . . . . . . . . . . . . . . . . . 12-85
17--1 Rainfall Rate Color Cross--Reference . . . . . . . . . . . 17-7

17--2 Target Alert Characteristics . . . . . . . . . . . . . . . . . . . . 17-7
17--3 Weather Radar Annunciators . . . . . . . . . . . . . . . . . . 17-22
17--4 WX Self--Test Procedure . . . . . . . . . . . . . . . . . . . . . . 17-25
17--5 Fault Annunciator Text Fault Fields . . . . . . . . . . . . . 17-30
17--6 LSS Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-39
17--7 Lightning Sensor System Mode Annunciators . . . . 17-40
18--1 TCAS Call--Up Procedure . . . . . . . . . . . . . . . . . . . . . 18-8

TC-- 30 REV 2 Oct 2006

List of Tables (cont)
Table Page
18--2 TA Aural Alert Messages . . . . . . . . . . . . . . . . . . . . . . 18-24
18--3 RA Aural Alert Messages . . . . . . . . . . . . . . . . . . . . . . 18-25
19--1 EGPWS Aural Warning Alerts . . . . . . . . . . . . . . . . . . 19-22

19--2 Terrain Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . 19-44
19--3 Alert Modes Priorities . . . . . . . . . . . . . . . . . . . . . . . . . 19-46
19--4 Alert List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-49
19--5 EGPWS Terrain Color Coding . . . . . . . . . . . . . . . . . . 19-54
22--1 Air-to-Ground Voice Dialing Procedure

(WH--10 Handset) . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-17
22--2 Air-to-Ground Voice Dialing Procedure
(Magnastar Handset) . . . . . . . . . . . . . . . . . . . . . . . . 22-18
22--3 International Air-to-Ground Dialing Codes . . . . . . . 22-19
22--4 Ground Service Cross--Reference . . . . . . . . . . . . . . 22-27
22--5 Ground-to-Air International Access Codes . . . . . . . 22-28
22--6 Ground-to-Air Voice Dialing Procedure . . . . . . . . . . 22-31
22--7 Air-to-Ground FAX Dialing Procedure --
Aero--H Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-32
Aero--H+ Systems (Spot Beam) . . . . . . . . . . . . . . . 22-33
Aero--H+ Systems (Global Beam) . . . . . . . . . . . . . 22-33
Aero--I Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-34
22--11 Ground-to-Air FAX Dialing Procedure . . . . . . . . . . . 22-36
22--12 Air-to-Ground PC Data Dialing Procedure --
Aero--H Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-37
22--13 Air-to-Ground PC Data Dialing Procedure --
Aero--H+/I Systems (Spot Beam) . . . . . . . . . . . . . 22-37

REV 2 Oct 2006 TC-- 31
Blank Page

TC-- 32 REV 2 Oct 2006
1. Introduction
This pilot guide describes the operation, components, typical flight

applications, and operating procedures for the Honeywell PRIMUS
EPIC Integrated Avionics System installed in the Embraer
170/190/175/195 series aircraft. It covers equipment and functions that
are installed in the aircraft. Figure 1--1 shows an Embraer 170 cockpit.
PILOT GUIDE STRUCTURE

This guide is divided into the following sections:
D Section 1 -- Introduction
D Section 2 -- System Description
D Section 3 -- Controllers
D Section 4 -- Electronic Display System (EDS)
D Section 5 -- Primary Flight Display (PFD)
D Section 6 -- Multifunction Display -- Navigation
D Section 7 -- Multifunction Display -- Synoptics
D Section 8 -- Engine Indication and Crew Alerting System (EICAS)
D Section 9 -- Modes of Operation
D Section 10 -- Autothrottle System
D Section 11 -- Stall Warning Protection System (SWPS)
D Section 12 -- Radio System
D Section 13 -- Audio System
D Section 14 -- Micro Inertial Reference System (IRS)
D Section 15 -- Global Positioning System (GPS)
D Section 16 -- Radar Altimeter System
D Section 17 -- Weather Radar and Lightning Sensor Systems
(LSS)
D Section 18 -- Traffic Alert and Collision Avoidance System
(TCAS)
D Section 19 -- Enhanced Ground Proximity Warning System
(EGPWS)
D Section 20 -- Digital Voice Data Recorder (DVDR)
D Section 21 -- Communications Management Function (CMF)
D Section 22 -- Satellite Communications (SATCOM)
D Section 23 -- Maintenance System
D Section 24 -- Fly--By--Wire
D Section 25 -- Other Systems
A28-- 1146-- 172 Introduction

REV 2 Oct 2006 1-1
EQUIPMENT AND FUNCTIONS COVERED

Honeywell avionics models and systems included in this guide are listed
in the standard and optional installed tables, shown in Tables 1--1 and 1--2.
Table 1--1
Standard Equipment
Model Equipment Qty.
Automatic Flight Control System (AFCS) Components

GP--750 Guidance Panel 1
SM--3000 Aileron Servo 1
SM--3000 Elevator Servo 1
Radio Altimeter Components
KRA--405B Radar Altimeter 1
AT--300 Radar Altimeter Antenna (Receive) 1
AT--300 Radar Altimeter Antenna (Transmit) 1
Weather Radar Components
WU--660 Weather Radar (Receiver, Transmitter) 1
Electronic Flight Information Display (EFIS) Components
DU--1080 Flat Panel Display Unit
D Primary Flight Display (PFD)
D Multifunction Display (MFD) 5
D Engine Indication and Crew Alerting
System (EICAS)
CC--800 Cursor Control Device (CCD) 2
Automatic Direction Finder (ADF) System Components
AT--860 Automatic Direction Finder (ADF) Antenna 1
Airborne Audio System Components
AV--900 Audio Panel 3
Micro Inertial Reference System (IRS) System Components
Introduction A28-- 1146-- 172

1-2 REV 2 Oct 2006
Table 1--1 (cont)

Standard Equipment
MICRO--IRU Micro Inertial Reference Unit (IRU) 2

Enhanced Ground Proximity Warning System
Enhanced Ground Proximity Warning 1
System Module (EGPWS)
MC--850 Multifunction Control Display Unit (MCDU) 2
Traffic Collision Avoidance System (TCAS) Components
RT--951 Traffic Alert and Collision Avoidance 1
System (TCAS) 2000 Computer
AT--910 TCAS Directional Antenna with Fuselage 1
Curvature Adapter
Modular Avionics Unit Components #1
MAU--914 Modular Avionics Unit (MAU) -- 20 slot 1
chassis
PWR--902 Power Supply Module 3
NIC/PROC Network Interface Card with Processor 2
Automatic Flight Control System 2
(AFCS)/Actuator Input Output (AIO) with
Processor
Proximity Sensor Evaluation Module 1
Brakes Input/Output (I/O) Module 1
CONTROL-- Control I/O Controller I/O Module 1
IO
Flight Control Module (FCM) -- 2
Fly--By--Wire
MAU--GEN2 Generic Dual I/O Module 1

REV 2 Oct 2006 1-3
Table 1--1 (cont)

Standard Equipment
CUSTOM-- Custom I/O Module 1

IO--1
GPS--90X GPS Module 1 1
CMC--901 CMC Module 1
chassis
PWR_902 Power Supply 2
I/O Module -- Nose Wheel Steering Control 1
Module
EGPWM Module 1
DBM--901 Database Module 1
AMM Spare (Air Management Module) 3
AFCS/AIO with Processor 1
CONTROL-- Control -- I/O Control I/O Module 1
IO
Brakes I/O Modular (Inboard) 1
chassis
PWR--902 Power Supply Module 2
FCM FMC -- Fly--By--Wire 2

1-4 REV 2 Oct 2006
Table 1--1 (cont)

Standard Equipment
AMM Spare (Air Management Module) 2

AFCS/AIO with Processor 1
CUSTOM-- Custom I/O Module 1
IO--I
Proximity Sensor Evaluation Module 1
EVM Engine Vibration Module 1
Modular Radio Cabinets (MRC) Components
MRC--855A Modular Radio Cabinets 2
ADF Blank Plate Module (for MRC2) 1
Distance Measuring Equipment (DME) System Components
DM--855 DME Module 1
DME Blank Plate Module (for MRC2) 1
VHF Communications System Components
TR--865A Very High Frequency (VHF) Digital Radio 2
(VDR) Communication Module
NV--875A VOR/ILS Datalink (VIDL) Navigation 2
Module
Air Traffic Control (ATC) Transponder System Requirements
XS--857A Mode S Diversity Transponder Module 2
NI--900 Network/Audio Interface Module 2
Additional Equipment
IM--950 MAU Configuration Module 2
CM--2000 Radar Altimeter Configuration Kit 2

REV 2 Oct 2006 1-5
Table 1--1 (cont)

Standard Equipment
BC--900 Bus Coupler 3

Digital Voice/Data Recorder (DVDR) 2
DVDR Control Panel 1
Emergency Locator/Transmitter (ELT) 1
ELT Antenna 1
Glideslope Antenna 1
Marker Beacon Antenna 1
TCAS Omni--Directional Antenna 1
Transponder Antenna (bottom) 2
Transponder Antenna (top) 2
VHF COM 1 & 2 Antenna (top and bottom) 2
VOR/LOC Antenna (dual, top of vertical 1
stabilizer)
Distance Measuring Equipment (DME) 1 1
Antenna
Global Positioning System (GPS) 1 1
Antenna
Integrated Electronic Standby Instrument 1
Cockpit Voice Recorder (CVR) Impact 2
Switch
Marker Beacon Antenna Coupler 1

1-6 REV 2 Oct 2006
Table 1--2 lists optional equipment available.
Table 1--2
Optional Equipment
Radar Altimeter Components

KRA--405B Radar Altimeter 1
AT--300 Radar Altimeter Antenna (Receiver) 1
AT--300 Radar Altimeter Antenna (Transmitter) 1
WU--880 Weather Radar (Receiver/Transmitter) 1
KRX--1053 HF COM Receiver/Exciter 1
Lightning Sensor System
LP--860 Lightning Sensor System (LSS) Processor 1
AT--850 LSS Antenna 1
ADF System Components
AT--860 ADF Antenna 1
DF--855 ADF Module 1
Other Equipment
CM--2000 Radar Altimeter Configuration Module 1
SM--3000 Rudder Servo 1
SD--700 Satellite Communications (SATCOM) 1
Satellite Data Unit
HP--700 SATCOM High Power Amplifier 1
SATCOM Diplexer/Low Noise Amplifier 1
SATCOM Intermediate Gain Antenna 1
GPS--90X Global Positioning System (GPS) Module 1
AGM Advanced Graphics Module (AGM) 2
ABM Autobrake Module 1
DM--855 DME Module 1

REV 2 Oct 2006 1-7
Table 1--2 (cont)

Optional Equipment
TR--865A VDR Module 2

NV--875A VIDL Module 2
DMU Data Management Unit (DMU) II 1
MT--880 Mini--Cabinet 1
KAC--1052 HF Antenna Coupler 1
KPA--1052 HF Common Power Amplifier 1
Remote Terminal 1
TP--4840 Printer 1
VHF COM3 Antenna 1
GPS2 Antenna 1
ELT/Navigation Interface Unit 1
HF COM Antenna 1

1-8 REV 2 Oct 2006
Figure 1--1
Embraer 170 Aircraft Cockpit
REV 2 Oct 2006 1-9/1-- 10
HONEYWELL PRODUCT SUPPORT

The Honeywell SPEX program for corporate operators supplies an
extensive exchange and rental service that complements a worldwide
network of support centers. An inventory of more than 9,000 spare
components assures that the Honeywell--equipped aircraft will be
returned to service promptly and economically. This service is available
both during and after warranty.
The aircraft owner/operator is required to ensure that units supplied
through this program have been approved in accordance with their
specific maintenance requirements.
All articles are returned to Reconditioned Specifications limits when
they are processed through a Honeywell repair facility. All articles are
inspected by quality control personnel to verify proper workmanship
and conformity to Type Design and to certify that the article meets all
controlling documentation. Reconditioned Specification criteria are on
file at Honeywell facilities and are available for review. All exchange
units are updated with the latest performance reliability MODs on an
attrition basis while in the repair cycle.
For more information regarding the SPEX program, including
maintenance, pricing, warranty, support, and access to an electronic
copy of the Exchange/Rental Program for Corporate Operators, Pub.
No. A65--8200--001, you can go to the Honeywell web site at:
http://www.avionicsservices.com/home.jsp.

REV 2 Oct 2006 1-11
CUSTOMER SUPPORT
Customer Response Center (CRC)
For all aerospace inquiries including:

D Technical assistance
D Aircraft on--ground (AOG)
D Sales: New and exchange
D Repair and overhaul
D Supply chain optimization
D Rentals
D Return material authorization (RMA).
Use the following CRC contact numbers:

D Fax: 602--822--7272
D Phone: 800--601--3099 (U.S.A.)
D Phone: 602--365--3099 (International).
Also, the CRC is available if you need to:

D Identify a change of address, telephone number, or e--mail address
D Register for revisions of this Pilot’s Guide.
Honeywell Aerospace Technical Publications
If you have access to the Internet, go to the Honeywell Online Technical

Publications web site at https://pubs.cas.honeywell.com/ to:
D Download or see publications online
D Make an order for a publication
D Tell Honeywell of a possible data error (report a discrepancy) in a
publication.
If you do not have access to the Honeywell Online Technical

Publications web site and need technical publications information:
D Send an e--mail message to the CRC at:
[email protected]
D Send a fax or speak to a person at the CRC contact numbers.

1-12 REV 2 Oct 2006
2. System Description
INTRODUCTION
This chapter describes the components, systems and associated
equipment associated with the PRIMUS EPIC system.
GENERAL
The PRIMUS EPIC system takes advantage of advancements in flat
panel display technology and cursor control devices. It couples these
with the modular integration of many of the stand--alone utilities
functions into the avionics suite. Many control functions that were
previously individual line replacement units (LRU) in older systems are
integrated into the modular avionics unit (MAU) and the modular radio
cabinets (MRC) of the PRIMUS EPIC system. PRIMUS EPIC is
designed as an open architecture that integrates non--avionics
functions and non--Honeywell equipment into the system. The following
is a list of the main components of the PRIMUS EPIC system for the
Embraer aircraft:
D Modular Avionics Unit (MAU) -- The MAU is a cabinet containing

line replaceable modules that integrate avionics, utilities, and
selected flight controls functions.
D Display Unit (DU) -- The DU is a full--color, active--matrix, liquid

crystal display (AMLCD).
D Modular Radio Cabinet (MRC) -- The MRC is a cabinet that

contains line replaceable radio modules. These modules provide
traditional navigation and communication functions including:
— VHF NAV
— VHF COM
— ADF
— DME
— Diversity Mode S Transponder.
D Controllers -- The controllers consist of:
— Integrated display and flight guidance controller
— Cursor control device (CCD)
— Multifunction control display unit
— Audio panel.
D Sensors -- The sensors consist of:
— GPS module housed in the MAU
A28-- 1146-- 172 System Description

REV 2 Oct 2006 2-1
— Air data module

— Integrated multifunction probe (option)
— Inertial reference system (IRS)
D Weather Radar
D Radar Altimeter
D TCAS 2000 System
D Autopilot Servos
D Head--Up Display System (HUD) (option, non--Honeywell)
D Lightning Sensor System (LSS) (option)
D SATCOM System (option)
D VHF COM unit (option).
Figure 2--1 shows the baseline architecture for the Embraer aircraft in
block diagram format.
System Description A28-- 1146-- 172

2-2 REV 2 Oct 2006
Figure 2--1
PRIMUS EPIC System Block Diagram for
Embraer Aircraft
REV 2 Oct 2006 2-3/2-- 4
SYSTEM NETWORK BUSES
The system MAUs, DUs, and the MRCs are attached directly to the
system network buses, as shown in Figure 2--2. These buses consist
of the Honeywell Avionics Standard Communications Bus, Version D
(ASCB--D) and a local area network (LAN). Data from these units is
broadcast onto the network that is then available to any unit connected
to the ASCB.
ASCB--D Network
The ASCB--D network is designed to provide aircraft--wide

communications between many system components. ASCB--D
maintains critical integrity and availability for data communications
between units. The ASCB--D buses can transmit high--capacity (10
Megabyte/sec) data throughput and use tapped twin--axial wire. The
entire system network consists of four individual buses for system
redundancy requirements. The ASCB--D design and protocols ensure
that all four buses remain synchronized and deterministic at the ASCB
data transmission rates of 80, 40, 20, 10, 5 and 1 Hz.
Local Area Network (LAN)
The major system components also connect to a single non--redundant

LAN. The LAN is a commercial off--the--shelf (COTS) ethernet--protocol
network using tapped coaxial wire. The LAN supplies the primary
maintenance and software--loading interface for the system.
Essential System Configuration and Architecture for

PRIMUS EPIC (ESCAPE)
Definition of all ASCB data from MAU channels, DUs, MRCs, and
secondary power distribution assemblies (SPDAs) is performed using
the ESCAPE tool. Before the PRIMUS EPIC, ASCB transmission
requirements were captured into documents that textually defined each
software component ASCB bus transmission. The documents were
constructed for each aircraft system and contained low--level details
about the component. They included such details as the location of
each component and the parameters each component was expected
to transmit.
The ASCB interface between software components was captured into

a paper document known as the ASCB specification. This document
was distributed to the component developers for implementation.

REV 2 Oct 2006 2-5
Blank Page

2-6 REV 2 Oct 2006
Figure 2--2
System Network Buses

REV 2 Oct 2006 2-7/2-- 8
In the PRIMUS EPIC system, each software component ASCB

transmission attributes are captured in a software configuration,
management--controlled, workstation--based database. The database
contents are used to generate an ASCB specification. The tool is used
to capture the contents of the database, as well as generate outputs.
While ESCAPE can generate human--readable, paper--based
specifications based on the database contents, the primary outputs of
the tool are the periodic device driver (PDD) registry and the network
interface controller (NIC) registry.
At the simplest level, ESCAPE is a translator. It translates

ASCB--based inter--component communication details into the
collection of registries. After ESCAPE generates the registries, they are
verified.
MAU System Architecture

The MAU cabinet is a single-- or dual--channel unit (dual--channel units
utilize independent power supplies and network interfaces). The MAU
chassis is sized to contain as few as four user modules or as many as
24 user modules. One dual--channel, 20--slot MAU and two
dual--channel, 16--slot MAU are installed in the Embraer aircraft.
The modules within the MAU are designed to be building blocks using
common designs. Input/output (I/O) and processing capability is
upgraded in the MAU by adding more processing and/or I/O modules
to slots in an MAU chassis. Each MAU channel incorporates one or two
power supply modules and one NIC module. The power supply and NIC
modules are an integral part of the MAU and are not counted as user
modules.
The MAU cabinet backplane power bus design is isolated between the
left and right power supply slots. Power Supply (PS) A powers the top
backplane bus (channel A) and PS B powers the bottom backplane bus
(channel B).

REV 2 Oct 2006 2-9
MAU Backplane
The heart of the PRIMUS EPIC system is the virtual backplane. In
general, the virtual backplane supplies:
D Global Information Capability -- All elements tied to the network

have access to all data generated by all processing, database, or I/O
modules.
D Seamless Communication -- Communication between modules is

independent of physical location. This provides maximum flexibility
in enabling efficient and scalable systems.
D Wire Elimination -- Bidirectional buses eliminate many of the

dedicated point--to--point wiring requirements found in other
architectures.
A diagram of the virtual backplane network is shown in Figure 2--3. The

network consists of the elements that follow:
D Module Backplane Interface -- Processing, database, and I/O

modules contain standard interface circuitry that transfers data to
and from a unit’s backplane bus. The interface circuitry performs
functions that include data distribution, data integrity checking, and
source identification.
D Backplane Bus -- The backplane bus is a parallel, high--capacity,

general--purpose bus that transfers all data between the modules
and the network interface controller.
D Network Interface Controller (NIC) -- The network interface

controller is a dedicated module that interfaces a unit backplane bus
to the external ASCB--D network.

2-10 REV 2 Oct 2006
Figure 2--3
System Backplane Network

REV 2 Oct 2006 2-11/2-- 12
MAU Hardware
The MAU cabinet configuration, shown in Figure 2--4, can contain the
types of circuit card assemblies (CCAs) that follow (depending on the
options selected for the aircraft):
D Power supply module
D Network interface controller plus processor module (NIC/Proc)
D Processor module (Proc)
D Database module (DB)
D Global position sensor module (GPS)
D Enhanced ground proximity warning module (EGPWM)
D Central maintenance computer module (CMC)
D Advanced graphics module (AGM)
D Input/output modules:
— Control I/O module

— Actuator I/O with processor module
— Generic I/O module
— Custom I/O module
— Control I/O + video I/O module.

REV 2 Oct 2006 2-13
Blank Page

2-14 REV 2 Oct 2006
Figure 2--4
MAU Configuration

REV 2 Oct 2006 2-15/2-- 16
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)
The AFCS contains the functions that follow:

D Flight director (FD)
D Autopilot (AP) and autopilot trim
D Mach trim
D Yaw damper (YD)
D Thrust management system (TMS)
D Stall warning and protection system (SWPS).
Flight Director (FD) Guidance Overview
The FD queue and mode annunciators for the flight guidance control
system (FGCS) are displayed on the primary flight display (PFD). Flight
director modes are selected through the guidance panel. The vertical
axis FD modes that follow are displayed:
D Altitude select/hold
D Flight level change (FLCH)
D Flight path angle (FPA)
D Glideslope (GS) approach
D Nose lowering
D Overspeed protection
D Takeoff/go--around (TO/GA)
D Vertical navigation (VNAV)
D Vertical speed (VS)
D Windshear guidance.
The lateral axis FD modes that follow are displayed:

D Basic roll modes (roll hold/heading hold/wings level)
D Heading select
D Lateral navigation (by the FMS lateral steering command)
D Localizer (LOC/ILS) approach and back course localizer
D Track hold (takeoff and go--around)
D Rollout.

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AUTOPILOT (AP) AND AUTOMATIC PITCH TRIM OVERVIEW
The AP performs the functions that follow:
D Pitch attitude control by elevator commands for:

— AP stability computations
— Coupling to the active vertical FD modes.
D AP pitch trim commands for:
— alleviation of elevator servo loads.
D Roll attitude control by aileron for:
— AP stability computations
— Coupling to the active lateral flight director modes.
AP is engaged and disengaged by an AP button on the guidance panel.
Applying sufficient force to the control wheel or using either AP quick
disconnect switches on the control wheels also disengage the AP.
The AP servo clutches are disabled while either of the touch control
steering (TCS) switches is pushed.
The AP trim function commands change in horizontal stabilizer

position. This is done through trim rate commands to the fly--by--wire
(FBW) trim system to reduce steady--state offsets in column position.
MACH TRIM SYSTEM OVERVIEW
The Mach trim function commands an incremental change in stabilizer

position as a function of Mach number. This function is used to eliminate
the nose down tendency of the aircraft in the transonic region. Mach
trim is disabled while the AP is engaged.
YAW DAMPER (YD) FUNCTION OVERVIEW
The yaw damper system outputs rudder commands to improve

damping of the dutch roll tendency and to coordinate turns. The system
is selectable using the YD engage/disengage switch on the guidance
panel. The Flight Control Modules (FCM) transmit the yaw damper/turn
coordination commands to the rudder Primary Actuator Control
Electronics (P--ACE) by the Controller Area Network (CAN) bus. The
rudder P--ACE performs final authority limiting for the yaw damper/turn
coordination function.

2-18 REV 2 Oct 2006
THRUST MANAGEMENT SYSTEM (TMS)
The thrust management system (TMS) consists of three subfunctions:

D Thrust rating selection (TRS)
D Autothrottle (A/T)
D Electronic thrust trim system (ETTS).
When engaged, the A/T system automatically positions the thrust

levers to control the aircraft’s thrust throughout the flight regime. The
A/T system keeps the aircraft within its thrust and speed envelopes and
controls the engine thrust modes in synchronization with the active
FGCS modes.
Based on pilot--selection and flight phases the ETTS automatically

trims the aircraft thrust by the full authority digital engine computers
(FADEC) to supply:
D Tighter speed control (during A/T operation)
D Thrust match of the two engines (during takeoff)
D Electronic flats (during manual operation of the thrust levers)
D N1 synchronization.
The baseline TMS configuration consists of a dual channel TRS and

A/T/ETTS. The MCDU permits the active TRS, A/T, and ETTS
channels to be pilot--selected. The TRS is configured in an
active/standby configuration. It automatically goes to standby if the
selected TRS is inoperative. The A/T/ETTS is also configured with
autopriority reversion. If the selected A/T/ETTS channel is inoperative,
the A/T/ETTS automatically switches to the other channel.
STALL WARNING PROTECTION SYSTEM (SWPS)
The SWPS supplies a two--stage system to warn and protect the

aircraft from stall. The first level is the stick shaker. It warns the pilot that
the aircraft is approaching a stall condition by activating motor mounted
on each control column. A low--speed awareness indication on the
airspeed tape and a pitch--limit indicator on the ADI of the PFD is a
corresponding visual indication of an impending stall condition.
The second level is an angle--of--attack (AOA) limiter protection system

supplied by the primary flight control system.
The SWPS compares the body AOA measurements with predefined

threshold values. When the threshold is reached or exceeded, the
SWPS activates the stick shakers on the control columns.

REV 2 Oct 2006 2-19
The SWPS consists of the functions, components, and AOA

computations that follow:
D Local AOA
D Body AOA
D Complemented body AOA
D Redundancy management
D Sideslip (Beta) computation
D Aircraft mass computation.
Stall warning (shaker):

D Shaker motor actuation
D Shaker pattern generation
D On--ground shaker test function
D SPS panel cutout
D Display computations
D Computation of a low--speed awareness (LSA) ratio
D Pitch limit indicator.
Annunciators:
D Aural warnings
D PFD annunciators
D CAS messages.

2-20 REV 2 Oct 2006
COMMUNICATIONS EQUIPMENT
The VHF communication function (VHF COM), a VHF Data Radio

(VDR) communication module, is hosted in each of the two modular
radio cabinets (MRC). A digital audio system provides audio,
interphone, and passenger address system. The system is controlled
using the MCDUs and dual digital audio panels. A block diagram of the
radio system architecture is shown in Figure 2--5.
The optional third VHF COM unit is a separate LRU interfaced by the
ARINC 429 to the ASCB--D network. This is done through an I/O
module in the MAU cabinet. A separate, single HF
communication/datalink system is an optional item.
Figure 2--5
Radio System Architecture

REV 2 Oct 2006 2-21
The Honeywell modular radio system consists of the major components

that follow:
D Cockpit Mounted Units -- There are three digital audio control

panels, as shown in Figure 2--6.
Figure 2--6
Audio Panel With Callouts
D Remote Mounted Units -- Dual remote mounted MRCs are shown

in Figure 2--7.
NAV ADF DME NAV
LOC LOC
G/S G/S
MKR MKR
NIM
NIM
COM XPDR COM XPDR
TOP TOP
ID--134941
BOT BOT
Figure 2--7
Modular Radio Cabinet
D Required Antennas -- Any properly approved antenna is

compatible and certifiable with the Honeywell radio system
modules.

2-22 REV 2 Oct 2006
Digital Audio System

The digital audio system provides communication between the aircraft
and ground and between the cockpit and the cabin. The system also
outputs digitized audio warnings to the crew. Digitization of all audio
signals is done in the MRC.
The digital audio system consists of:

D Audio control panels
D Radio modules within the MRCs
D Stand--alone communication LRUs
D Passenger address system
D Cockpit loudspeakers
D Headsets
D Microphones.
DIGITAL AUDIO CONTROL BUS
The digital audio bus is the primary audio communication path between
major subsystems of the radio system and the audio panels. The digital
audio bus consists of two primary buses. Each bus is electrically
isolated from the other bus.
DIGITAL MICROPHONE CONTROL AND INTERPHONE BUS
Two bidirectional multiplexed buses with identical data are routed from
each audio panel for system redundancy in case of a single bus failure.
The audio panels transmit digital data samples of the selected
microphone audio and control/status information from the audio panel.
Both buses are connected to each MRC network interface module

(NIM). The NIM converts the microphone data to an analog audio signal
and applies it to the selected radio’s microphone input along with a
decoded push--to--talk (PTT) signal. Each bus is connected to its
corresponding bus side in all audio panels in the system to supply
interphone communication. The audio data samples and control/status
data from each audio panel are multiplexed at a high rate onto the bus
by each audio panel. The digital audio system contains the functions
that follow:
D Interphone link between crew members and flight attendants
D Operation of communication and radio--navigation audio systems
with individual volume control
D Input of audio warnings (TCAS and aural warning tones) through the
MRCs.

REV 2 Oct 2006 2-23
D Operation of ramp (maintenance) interphones

D Cockpit voice recorder output
D Public address (PA) selection and switched microphone.
SATCOM (OPTION)
The SATCOM system contains multichannel voice and data functions.

The SATCOM provides the crew with:
D Airline operational control services (AOC)
D Future air traffic control (ATC) services
D Passenger services (voice, fax, and PC).
The SATCOM system is used with the INMARSAT satellite network.
The SATCOM system contains two LRUs, the satellite data unit (SDU)
and the high--power amplifier (HPA). The SDU is the heart of the system
and contains the necessary modems, codecs, and RF modules. It also
contains built--in test equipment to maintain troubleshooting logs and
configure the SATCOM.
The multifunction control and display unit (MCDU) is used to control and
select predetermined telephone numbers, review maintenance
information, and adjust system parameters. The SATCOM
communication is controlled using the selective calling (SELCAL)
option.
The configuration of the system is reconfigured using an owner

requirements table (ORT) that resides in the SDU. This software is user
modifiable. It is field loaded using a personal computer (PC) based
data--loading terminal.
The HPA supplies the gain required to transmit to the INMARSAT

satellites. It is nominally rated at 20 watts and maintains several
channels of SATCOM at the same time.
The SATCOM system interfaces with an antenna subsystem that

consists of two LRUs: the Aero--I (intermediate gain) antenna and the
diplexer/low--noise amplifier (D/LNA).

2-24 REV 2 Oct 2006
ELECTRONIC DISPLAY SYSTEM (EDS)

The EDS, shown in Figure 2--8, consists of five identical display units
(DU) that have three main functions:
D Primary flight display (PFD)
D Multifunction display (MFD)
D Engine indication and crew alerting system (EICAS).
Figure 2--8
Electronic Displays
The PFDs display information for aircraft control. The MFDs display
navigation and aircraft systems information and act as the backup
display for the PFD or EICAS failures. The EICAS displays engine
information, flight controls, and warning/alert information.

REV 2 Oct 2006 2-25
DISPLAYS
Primary Flight Display (PFD)

The PFD, shown in Figure 2--9, displays:
D Radio navigation
D FMS information
D Air data and attitude
D Heading inputs.
Figure 2--9
PFD Display
Attitude information is displayed on an electronic attitude director

indicator (ADI). Heading and course information is displayed on an
electronic horizontal situation indicator (HSI).
The PFD annunciates the selected flight modes, alert altitude, and
approach minimums. Pitch and roll steering commands are generated
by the FGCS, in conjunction with the flight guidance controller. They are
displayed as command bars that direct the pilot to maintain the desired
flight path. Selected communications (COM) and navigational (NAV)
radio displays are displayed at the bottom of the PFD.

2-26 REV 2 Oct 2006
Multifunction Display (MFD)

The MFD display, shown in Figure 2--10, has a set of menu item buttons
at the top and bottom of the display. The pilot can use these menus to
select items to set formats and control systems.
Figure 2--10
MFD Map Display

REV 2 Oct 2006 2-27
MENU TITLE BUTTONS
The MFD has two menu bars, shown in Figure 2--11. There is one on
the top and another on the bottom of the screen. The upper menu bar
has three menu title buttons. There are Map and Plan navigation
formats and various synoptic formats that the crew can select for
display in the upper area of the screen.
The lower menu bar has three menu title buttons. TCAS zoom, the
weather radar virtual controller, and Checklist can be selected for
display in the lower area of the screen.
The MFD acts as the redundancy backup to display the PFD and EICAS
formats.
Figure 2--11
Upper and Lower Menu Bars
There are six menu title buttons that are used to select pulldown menus,
formats, and functions. Each menu title button is associated with an
MFD menu, format, or function. The six menu buttons are always
displayed and are located along the top and bottom of the MFD. A menu
title button that has been selected looks like it has been pushed in on
the display. The menu buttons that are not selected appear raised. The
buttons are mutually exclusive, so selecting a menu title button
automatically deselects all other menu buttons on that menu bar.

2-28 REV 2 Oct 2006
Engine Indication and Crew Alerting System (EICAS)

The information in the list that follows is displayed on the EICAS, as
shown in Figure 2--12.
Figure 2--12
Representative EICAS Display

REV 2 Oct 2006 2-29
D CAS messages
D Primary/secondary engine data
D N1
D Thrust reverser status
D ITT
D Ignition
D N2
D Fuel flow
D Oil pressure/temperature
D Windmilling start icon
D N1/N2 vibration
D Fuel information
D Flap/slat configuration
D Roll, pitch, and yaw trim display
D Cabin pressurization information
D APU, EGT, and RPM display
D Landing gear/autobrake status.
Each piece of information is displayed at a fixed location on the EICAS

display. Items are removed or decluttered during specific flight
conditions. The EICAS is displayed on the center DU (DU 3) in a normal
configuration.

2-30 REV 2 Oct 2006
CONTROLLERS
Guidance Panel
The flight guidance panel (GP), shown in Figure 2--13, is used to
engage the flight director, yaw damper, autopilot, and autothrottle
systems. It is also used to select the operating modes, coupled side
source of navigation, heading data for the FGCS, and PITCH wheel
control.
The FGCS functions controlled by the guidance panel include:
D Flight director modes
D PITCH wheel and vertical references
D Engaging the autopilot, autothrottle, yaw damper, and Mach trim

functions
D Selecting left or right PFD data as the source of flight information for
the FGCS.
Figure 2--13
Flight Guidance Panel
The control functions on the guidance panel include lateral controls,

autoflight controls, autothrottle controls, and vertical controls. Lateral
controls include:
D NAV Button -- Pushing the NAV button arms, activates, or

deactivates the lateral guidance mode based on the selected NAV
source.

REV 2 Oct 2006 2-31
D APP Button -- Pushing the APP button arms, activates, or

deactivates approach modes.
D BANK Button -- Pushing the BANK button switches between an

automatically selected bank angle limit and a fixed value. Pushing
the button toggles between the two limits (that is, Fixed -- Auto --
Fixed).
D HDG Button -- Pushing the HDG button activates the heading

select (HDG) mode.
D HDG SEL Knob -- The HDG SEL knob is used to dial in the
desired heading. The change in the HDG SEL value is displayed as
a heading bug on the PFD compass, PFD arc, and the MFD map
displays.
D PUSH SYNC Button -- When the PUSH SYNC button is pushed,

the heading target synchronizes to the current aircraft heading.
Autoflight controls include:
D AP Button -- The AP button engages/disengages the autopilot.

Pushing the button toggles between engaged and disengaged (that
is, engaged -- disengaged -- engaged).
D YD Button -- The YD button engages/disengages the yaw

damper. Pushing the button toggles between engaged and
disengaged, the same way the AP button operates.
D SRC Button -- The SRC button selects the coupled NAV source.
Pushing the button toggles between pilot--side and copilot--side NAV
sources.
Autothrottle speed controls include:
D SPEED Knob -- The SPEED knob selects speed target (speed

reference) used by the autothrottle and autopilot. This knob does not
operate when the FMS/MAN switch is in the FMS position.
D FMS/MAN Switch -- This two--position switch, concentrically

located around the SPEED knob, is used to select between FMS
and MAN (manual) speed target. In the FMS position, the FMS
sets speed targets. In the MAN position, the pilot sets speed targets.
D PUSH IAS--MACH Button -- The PUSH IAS--MACH button is a

momentary button that is located in the center of the SPEED knob.
Pushing this button toggles between IAS and MACH speed
reference.

2-32 REV 2 Oct 2006
Vertical mode controls include:
D VNAV Button -- Pushing the VNAV button arms, activates, and

deactivates the vertical navigation (VNAV) guidance mode.
D FLCH Button -- Pushing the FLCH button activates and

deactivates the flight level change (FLCH) mode.
D ALT Button -- Pushing the ALT button activates and deactivates

altitude hold (ALT) mode.
D ALT SEL Knob -- The ALT SEL knob is used to set altitude
targets.
D FPA Knob -- The FPA knob sets the flightpath angle target.
D FPA Button -- The FPA button activates and deactivates the

altitude hold (ALT HOLD) mode.
D PUSH FT/M Button -- This momentary button is located in the

center of the ALT SEL knob. Pushing it toggles the altitude display
between feet and meters.
D VS Thumbwheel -- The thumbwheel sets the vertical speed target

value.
D VS Button -- Pushing the VS button activates and deactivates the

vertical speed (VS) mode.

REV 2 Oct 2006 2-33
Display Controller (DC)

Each crewmember can independently select information for their
respective PFD using the display controller section of the guidance
panel, shown in Figure 2--14. This is done using duplicate knobs and
buttons for each display control function (reference).
There are two display controllers on each side of the flight guidance
panel. The left display controller is used to control information on the
pilot’s PFD. The right display controller is used to control information on
the copilot’s PFD.
Figure 2--14
Display Controllers on the Guidance Panel
Controller functions are described in the following paragraphs:
D CRS Knob -- The CRS knob is used to set the desired course.
D PUSH DIR Button -- The PUSH DIR button is a momentary switch

located in the center of the CRS knob. When pushed, it sets the
selected course to the primary navigation source VHF omni--range
(VOR) bearing when tuned to VOR.
D RA/BARO Switch -- The RA/BARO knob is a two--position switch

concentrically located around the MINIMUMS knob. When set to
RA , the MINIMUMS knob sets the decision height (DH). When
set to BARO , the MINIMUMS knob sets the minimum descent
altitude (MDA).
D MINIMUMS Knob -- The MINIMUMS knob sets decision height or

minimum descent altitude based on position of RA/BARO switch.
D BARO SET Knob -- The BARO SET knob sets barometric values
that are displayed under the altitude tape on the PFD.

2-34 REV 2 Oct 2006
D IN/hPa Switch -- This is a two--position switch concentrically

located around the BARO SET knob. It is used to switch between
displaying barometric pressure in terms of inches ( IN ) of mercury
and hectopascals ( hPa ).
D PUSH STD Button -- When this momentary button, located in the

center of the BARO SET knob is pushed, barometric pressure is
set at the barometric standard at sea level (29.92 IN).
D HSI Button -- This momentary button toggles the PFD format

between full compass, arc, and arc with map.
D Bearing (f) Source Selector --This knob is used to select the

circle bearing source. It deep toggles between VOR1, ADF1, and
FMS(1) bearing.
D Bearing (Z) Source Selector --This knob is used to select the

diamond bearing source selector knob. It deep toggles between
VOR2, ADF2, and FMS(2) bearing.
D FMS Button -- Pushing the FMS button selects FMS as the

primary navigation source. It is a deep toggle that switches between
available FMS sources.
D V/L Button -- Pushing the V/L button selects a short--range NAV

as the primary navigation source. It is a deep toggle that switches
between available sources (that is, on--side VOR/LOC--cross--side
VOR/LOC--on--side VOR/LOC).
D WX Button -- The WX switch is a momentary button that toggles

weather radar on and off of the PFD.
D PREV Button -- The PREV button is a momentary button that

selects navigation preview. The button has no effect if the FMS is
not the primary navigation source. If FMS is the selected navigation
source, pushing PREV displays the on--side, short--range
navigation (SRN) lateral deviation and vertical deviation on the HSI.
Pushing the button subsequent times toggles the preview source
between available on--side SRNs (that is, VOR1 -- VOR2 -- OFF).
Turning the CRS knob changes the selected course for the
intercept. The primary navigation source autotransitions to the
previewed navigation source when the AFCS FD lateral capture
mode transitions to APP LOC, BC LOC, APP AZ, or BC AZ.
D FPR Button -- The FPR button is used to display or remove the

flight path reference line. The line defaults to the current flight path
angle from the IRS at activation.

REV 2 Oct 2006 2-35
D FD Button -- The FD button removes the flight director command

bars unless the on--side PFD is displaying the sensor source and the
autopilot is engaged.
Multipurpose Control Display Unit (MCDU)

The MCDU is an active--matrix liquid crystal display (AMLCD) that
displays pertinent aircraft subsystem information. It also displays flight,
navigation and aircraft related information to the flight crew. It is also a
source for the crew to control a host of aircraft functions.
The MCDU is the input source for alphanumeric data to various aircraft
subsystems through the keyboard. The MCDU also gives numeric
inputs to aircraft subsystems (such as radio tuning) with the entry knob.
Each aircraft subsystem connected to the MCDU has its own functional
page, which is described in the corresponding subsystem sections of
this guide.
The MCDU functions as a terminal for multiple aircraft subsystems. The

MCDU sends key--push and entry--knob information to the aircraft
subsystems and receives aircraft subsystem data for the display. The
MCDU depends on the rest of the aircraft subsystems to perform
system--level safety checking. Figure 2--15 shows the MCDU front
panel.

2-36 REV 2 Oct 2006
Figure 2--15
MCDU Front Panel
The MCDU contains all of the electronic circuitry required to display

specified input/output parameters. It also provides controls for
operation of the connected aircraft subsystems.
The MCDU contains:

D Color display
D Keyboard
D Line select keys (LSK)
D Special function keys
D Alphanumeric keys
D BRT/DIM (bright/dim) rocker switch
D Bezel light sensors
D Panel illumination
D Data entry knob.

REV 2 Oct 2006 2-37
The MCDU display has 14 lines of display with 24 characters per line.
The top line (line 1) of the display is used as the title line. The bottom
line (line 14) of the display is used as the scratchpad for entering data
using the keyboard. The remaining lines are used to display data.
The keyboard is the primary user interface to the MCDU. It contains the
data entry keys and knobs for the pilot to:
D Select an aircraft subsystem.
D Display aircraft subsystem data.
D Enter data.
D Control the selected aircraft subsystem.

2-38 REV 2 Oct 2006
Up to 13 function keys are installed on the MCDU keyboard to

accommodate special functions for different avionics subsystems (for
example, flight management system). Some of the function keys are
designated special function keys (for example, MENU , PREV ,
NEXT ). The remaining function keys are used to select specific
avionics functions (for example, NAV , RADIO , FPL , RTE ).
Pushing these function keys displays the avionics functional page.
Figure 2--16 shows the function key layout for the MCDU installed on
the Embraer.
Figure 2--16
MCDU Function Keys
The MCDU has 12 line select keys (LSK), six on each side of the
display. When the MCDU main menu is displayed, the LSKs are used
to select aircraft subsystems that are interfaced with the MCDU. When
an avionics subsystem is active and being displayed, the LSKs are used
to select specific avionics subsystem modes. They are also used to
enter scratchpad data into specific data fields.
The MCDU panel illumination is integrated with and powered by the

panel light dimmer bus. The MCDU uses automatic brightness control
to maintain display readability in various ambient light conditions. The
manual brightness is controlled by the keyboard BRT/DIM rocker
switch that sets the display brightness to 1 of 21 predetermined
brightness levels. There are two bezel light sensors that detect changes
of the ambient light. These bezel light sensors automatically control
brightness in conjunction with the manual setting to ensure the display
is readable in dim light, as well as direct sunlight shafting.

REV 2 Oct 2006 2-39
MCDU PAGE DISPLAYS
The MCDU display consists of 14 lines of display with 24 characters per

line. The top line (line 1) of the display is the title and page number. The
bottom line (line 14) of the display is the scratchpad. The remaining
lines are used to display data. In general, the display is divided in areas,
as shown in Figure 2--17. MCDU subsystem pages, their use and
control are described in the subsystem sections of this guide.
Figure 2--17
MCDU Page Layout
MCDU Subsystem Communications

The MCDU maintains communications with all connected subsystems
at the same time but only one subsystem is actively controlled at a time.
The pages that display information about the active subsystem are
created and maintained by the active subsystem. The MCDU gives the
user interface to access and enter subsystem data.
The MCDU does not format or give any data for the page generation
other than the user input that the subsystem needs to select or create
the page. The MCDU generates the messages regarding subsystem
status or requests. All active aircraft subsystems have a scratchpad
area for user inputs, subsystem alerts, and advisory messages. The
scratchpad area is in the last line of the display (line 14). Depending on
the type of aircraft subsystem, the scratchpad is either managed by the
subsystem or by the MCDU.

2-40 REV 2 Oct 2006
If the aircraft subsystem is an ARINC 739 subsystem, the scratchpad

is managed by the active aircraft subsystem. The MCDU sends all
users key inputs to the subsystem as they occur. The MCDU displays
the scratchpad data as it is received from the aircraft subsystem. The
scratchpad editing is performed by the subsystem. If the aircraft
subsystem selects the enabled MCDU scratchpad management
configuration option, then the scratchpad is managed by the MCDU.
The MCDU stores and displays the user key inputs as they occur and
transmits the total scratchpad entry to the subsystem when a line select
key is pushed. Scratchpad editing is local to the MCDU.
The MCDU provides some subsystems with a data--entry knob input.

The data--entry knob is a user input from the knob on the MCDU
keyboard. The MCDU transmits the knob data in absolute values. The
functionality of knob data/control is a function of the subsystem using
the knob data. Figure 2--18 is an overview of the MCDU functional
interfaces within the aircraft.
28 V dc
AUX POWER
PRIMARY POWER AND 0--115 V ac 400 Hz PANEL AREA
28 V dc
AUX POWER FROM LIGHTING CONTROL
PRIMARY POWER
THE AIRCRAFT FROM THE AIRCRAFT
MCDU LCD
HEALTH STATUS DISPLAY DATA
INPUT/OUTPUT MCDU OPERATIONAL KEYBOARD ENTRY

ENVIROMENTAL AND DATA ENTRY FLIGHT CREW
DISCRETES
IDENTIFIERS KNOB INPUT
MCDU
ARINC 739 ARINC 739 ARINC 429 ARINC 429

EQUIPMENT EQUIPMENT
ID--134948
NTSC RS--232
VIDEO RS--232 DEVICE
Figure 2--18
MCDU Functional Interfaces

REV 2 Oct 2006 2-41
Cursor Control Device (CCD)

In the PRIMUS EPIC system, screen prompts indicate when CCD
action is required. The CCD, shown in Figure 2--19, makes menu
selections and controls displayed items. It is located on the center
console. It has three buttons along the front edge that are used to select
the display to be controlled. The touch pad is used to move the screen
cursor. Two ENTER buttons, one on each side of the unit, are used to
initiate action. Stacked concentric dual knobs, located in front of the
screen selection buttons, are used to scroll through lists, make
selections, or change items, such as radio frequencies.
Figure 2--19
Cursor Control Device
Digital Voice Data Recorder (DVDR)

The DVDR system on the Embraer aircraft combines the function of a
flight data recorder (FDR) with the function of a cockpit voice recorder
(CVR) in a single unit. Two DVDR units are installed in the DVDR
system. Each unit is a solid--state recording device. They can receive,
record, and preserve all required data parameters and voice recordings
from the crew and area microphones. The DVDR function in the EPIC
system is a data collector that receives different parameters and
formats them to be compatible with ARINC 717. That data is then output
on the ARINC 717 bus to the DVDR.

2-42 REV 2 Oct 2006
NAVIGATION FUNCTIONS AND FEATURES
Flight Management System (FMS)

The FMS is an integrated system that provides data for the cockpit
displays and flight control system (FCS). The FMS serves as an aid to
performance, flight planning, navigation, database, and redundancy
management.
The FMS is a baseline system in the Embraer aircraft. The standard

baseline configuration is a dual FMS system.
The FMS is used for complete flight planning activities, including

predictions of fuel and time. Once programmed, the FMS can give
control outputs to the autopilot system to fly the aircraft along the
planned route, both laterally and vertically. The FMS also provides the
electronic displays system (EDS) with the flight plan and status
information for display. A block diagram of the FMS is shown in
Figure 2--20.
TO OTHER
AIRCRAFT
SYSTEMS
MAU NO. 2
PCI BACKPLANE
PROCESSOR CONTROL NETWORK

MODULE I/O INTERFACE
FMS NO. 1 MODULE(S) CONTROLLER
TO OTHER ARINC 429 BUS ARINC 429

AIRCRAFT
SYSTEMS
MCDU NO. 1
MAU NO. 3
PCI BACKPLANE
NETWORK CONTROL PROCESSOR

INTERFACE I/O MODULE
CONTROLLER MODULE(S) FMS NO. 2
TO OTHER ARINC 429 BUS ARINC 429 ASCB--D

AIRCRAFT
SYSTEMS
ID--134945
MCDU NO. 2
Figure 2--20
FMS Block Diagram

REV 2 Oct 2006 2-43
The FMS software is hosted on a processor module running the digital

engine operating system (DEOS) within an MAU and interfaces with the
hardware components that follow:
D Two independent MAU--based FMS applications running on

separate processor cards in different MAUs. The FMS operates
through the NIC in MAU 2 and MAU 3.
D Two MAU--based database modules are used to store copies of the

FMS application software, navigational database, custom
database, company route database, and learned performance
information.
D An MAU--based I/O module interfaces to external systems,

including the MCDU.
D An MAU--based NIC gives the FMS software application access to

and from the ASCB and subsequently to the external I/O system.
D Two cockpit installed MCDUs give pilots access to the FMS

software application. (FMS page displays are described in Volume
II of this guide set, Pub. No. A28--1146--179).
D A dataloader is used to update associated FMS application

software, as well as FMS databases. The loader is supported by the
central maintenance computer (CMC).
D An airline personality module (APM) is used to configure the FMS

options given to the user. The components of the FMS receive
power from the sources that follow:
— The FMS 1 function resides on the processor module in MAU 2
and receives power from DC bus 2.
— The FMS 2 function (dual installation) resides on the processor
module in MAU 3 and receives power from enviromental stress
screening (ESS) bus 2.

2-44 REV 2 Oct 2006
Radio Navigation
Radio navigation functions, including VOR, ADF, DME, ILS, and Mode
S transponder, are located in the MRC system. All of these functions
are located in the MRCs with line replaceable modules. The system is
controlled with the MCDUs and audio panels.
The baseline configuration of the modular radio cabinets is as follows:
D Modular radio cabinet #1 contains the modules that follow:

— NIM
— VOR/ILS datalink (VIDL) navigation module
— DME module
— VDR communication module
— Mode S diversity transponder module
— ADF module.
D Modular radio cabinet #2 contains the modules that follow:
— NIM
— VIDL navigation module
— VDR communication module
— Mode S diversity transponder module.
— DME module.
Global Positioning System (GPS)

The GPS sensor module resides in the MAU and connects with an
active antenna system. The GPS sensor module calculates and
outputs navigation data, satellite measurement data, receiver
autonomous integrity monitoring (RAIM), and predictive RAIM
(PRAIM). The module also manages sign status matrix (SSM) and
satellite status. It performs all built--in test equipment (BITE) functions,
supplies client configuration information to the VbPCI bus, and
performs data loader operations. The module also supplies a memory
access function and transmits custom data.
The GPS module computes a pseudorange to the satellites by timing

the arrival of the GPS signal. The GPS module uses the pseudorange
to compute its internal clock offset and a three dimensional position fix.
From this data, the module creates position, velocity, time, and integrity
parameters. This group of data, collectively known as the navigation
block, is transmitted onto the ARINC 429 output bus. The GPS
navigation data is transmitted over ARINC 429 to the FMS and IRS.
The GPS module provides a time mark timing output. The GPS module
uses 12 channels, each capable of tracking NAVSTAR GPS satellite
signals.

REV 2 Oct 2006 2-45
The GPS module uses seven operating modes and one

non--operational mode. The module switches modes automatically.
The operational modes are as follows:
D Self--test, initializations
D Acquisition
D Navigation
D Altitude aiding
D Aided
D Fault.
The non--operational mode is data load.
The GPS module receiver uses the commercial access (C/A) code of
the NAVSTAR GPS satellite constellation. It can operate when the
system is either selectively available (SA) or if it is deactivated.
The GPS module executes a RAIM test in order to make sure of the
integrity of the data transmitted by the device. RAIM is a software
function. It gives a timely alert to the system and the pilot for when the
GPS module outputs are adequate or not adequate for navigation.
PRAIM calculates the estimated value of the horizontal integrity limit

(HIL) at some future place and time. The GPS module supplies the
types of RAIM predictions that follow:
D Destination
D Alternate waypoint.
The destination and alternate waypoint predictions are predictions at a

specific location and estimated time of arrival (ETA). The FMS requests
the predictions for flight planning purposes. Satellites are manually
deselected or enabled for these destination and alternate waypoint
predictions.

2-46 REV 2 Oct 2006
Radar Altimeter
The radar altimeter system is a baseline system onboard the Embraer

aircraft. A second radar altimeter system is optional.
The radar altimeter system supplies the pilots with dependable,

accurate altitude, --20 to +2,500 feet above ground level (AGL). The
system supplies this information during the approach and landing
phases of aircraft operation. The radar altitude is displayed on pilot and
copilot PFDs. Each radar altimeter system consists of a
receiver/transmitter mounted in a tray, a configuration module, a
receive antenna and a transmit antenna.
Micro Inertial Reference System (IRS)
Two IRSs are baseline systems onboard the aircraft. The main
component of the IRS is the micro inertial reference unit (IRU).
The IRS gives dependable, accurate attitude, heading, and position

information to aid in navigation. The inertial reference (IR) component
of the micro IRU contains three force rebalance accelerometers and
three ring laser gyros. The accelerometers measure linear motion along
the longitudinal, lateral, and vertical axes. The ring laser gyros measure
angular motion along the longitudinal, lateral, and vertical axes. These
sensors, coupled with high--speed microprocessors, let the IRUs
maintain a stable platform mathematically, rather than mechanically.
Air Data System (ADS)
The traditional air data computer (ADC) that is installed in most aircraft
today is primarily a sensor unit. It supplies other systems on the aircraft
with specific information derived from its sensor inputs. The traditional
ADC contains internal air pressure sensors that measure static and
total pressure outside the aircraft. The ADC external sensor interfaces
include the total air temperature (TAT) probe, barometric (BARO)
correction setting, and discrete information.
In the PRIMUS EPIC system, the pressure sensing elements of the

traditional ADC are remotely mounted and self--contained in the air data
smart probes (ADSP). The ADSPs sense and transmit static and total
pressure to the air data application (ADA) hosted on a DEOS platform.
The ADA also receives the other traditional external sensor interfaces.
The air data system (ADS) for the PRIMUS EPIC consists of the
ADSPs, TAT probe, and BARO settings, in conjunction with the ADA.

REV 2 Oct 2006 2-47
Weather Radar
The WU--660 weather radar system is a baseline system onboard the
aircraft. The WU--880 weather radar system is offered as an option. The
WU--660/880 Weather Radar (WX) is a lightweight, X--band, color
digital radar that displays weather location and intensity, as well as a
ground mapping capability. The MFDs display radar data and have
pulldown menus that control the WX. WX data is displayed on both of
the MFDs and PFDs.
Traffic Alert and Collision Avoidance (TCAS)

The TCAS displays range, altitude, and bearing of other aircraft (using
ICAO standard transponders) with respect to the location of the
equipped aircraft. It monitors the trajectory of these aircraft for the
purpose of collision avoidance.

(EGPWS)
The EGPWS is a baseline system onboard the aircraft. The EGPWS
system is a module contained in MAU #2. The primary purpose of the
EGPWS is to give alert and warning signals to avoid controlled flight into
terrain. It also gives the flight crew detected windshear warning. The
system processes aircraft flight data to generate alert and warning
signals in the form of visual and aural annunciators.
MAINTENANCE SYSTEM
The aircraft diagnostic and maintenance system (ADMS) is also known
as the central maintenance computer (CMC) system.
The CMC has operating modes to:

D View fault histories.
D Download fault data.
D Run line replaceable unit (LRU) tests.
D Display real--time data.
A modifiable database is used to update or change the maintenance

information for any member system. The CMC is located in the MAU.
The CMC is powered and functional in flight, but LRU tests and full CMC
functionality is only available when the aircraft is on the ground.

2-48 REV 2 Oct 2006
3. Controllers
INTRODUCTION
This section describes the system components and primary controllers
associated with the PRIMUS EPIC system.
GENERAL
Several components are used to control and interface with the PRIMUS
EPIC system. Some of these components are described in detail in this
section. Others are described in detail in other sections. The list that
follows gives a brief description of the primary controllers for the
PRIMUS EPIC system and in what sections the detailed description is
found.
D Cursor Control Device (CCD) -- The CCD is used to control the

cursor position and to select the display configuration. It is described
in detail in this section.
D Multifunction Control Display Unit (MCDU) -- The MCDU is the

primary interface for entering alphanumerical data into various
systems that use the MCDU as an input device. The radio tuning
functions of the MCDU are described in Section 12, Radio System.
The FMS functions are described in the FMS software section, Pub.
No. A28--1146--179, which is Volume 2 of this guide set.
D Guidance Panel -- The guidance panel is used to control flight

director and autopilot functions. It is described in detail in this
section.
D Display Controllers -- The display controllers are used to display

various functions on the PFD. It is described in this section.
D Digital Audio Panel -- The digital audio panel is used to select radio
transmitters and control the radio system audio. It is described in
Section 12, Radio System.
D Weather Radar (WX) and Lightning Sensor System (LSS)

Controllers -- The WX and LSS controllers are virtual controller
windows on the MFD. They are used to control the weather radar
and LSS functions, such as range and mode. It is described in
Section 17, Weather Radar and Lightning Sensor System (LSS).
D Reversion Control Panels -- The reversion control panels are used

to control displays, ADS, and IRS reversions. They are described
in detail in this section.
A28-- 1146-- 172 Controllers

REV 2 Oct 2006 3-1
D Dimming Control Panel -- The dimming panels are located on the

left and right glareshields. They are described in this section.
D T/O Configuration Button --This button is located on the pedestal.

It is described in this section.
D EICAS Declutter Button -- The EICAS declutter button is located

on the pedestal. It is described in detail in this section.
CURSOR CONTROL DEVICE (CCD)

Each pilot has a CCD, shown in Figure 3--1, that is used to control the
displayed menus and virtual controllers. The CCD is used in conjunction
with the displays and menus. It is used to select items to be viewed or
changed on the display.
Prompts are displayed on the display screen in the selected area to

indicate the action available to the pilot. Example: If a curled arrow
prompt is displayed, the cursor selected contents are changed using
the concentric knobs on the CCD. In this guide, prompts are explained
where they are used.
CCD controls are described in the following paragraphs. See

Figure 3--1 for the location and identity of the functions described.
Figure 3--1
Controllers A28-- 1146-- 172

3-2 REV 2 Oct 2006
D Display Selection Buttons -- These three buttons are used to select

the corresponding display unit. Display screen selection is different
for the left (pilot’s) and right
(copilot’s) CCDs. The buttons
correspond to the physical
position of the displays in front
of the pilot or copilot, as shown
in Figure 3--2. The CCD on the
pilot’s side selects the displays
from left to right as PFD, MFD, and EICAS. The CCD on the copilot’s
side selects the displays from left to right as EICAS, MFD, and PFD.
The selection reference does not change in the display reversionary
mode. The buttons select by the physical position of the display
screen, not the function. The EICAS display is selected by either
CCD. The last CCD to select the EICAS controls it. When a display
is selected, the CCD cursor and a cyan box appear on the selected
display.
Figure 3--2
CCD Display Control
D Touch Pad -- The touch pad is used to move the cursor on the
selected display. The cursor on the screen moves with the finger
movement on the pad.
D Concentric Rotary Knobs -- The two stacked concentric knobs,
shown in Figure 3--3, are used to scroll through lists or make
selections, such as radio frequencies. Prompts on the display
indicate which knob to use.

REV 2 Oct 2006 3-3
Figure 3--3
Concentric Knobs
D Two ENTER Buttons -- The two buttons are used to initiate action.
They function the same way as ENTER on any computer.
D Cursor -- A distinctive cursor is provided and its movement is

controlled by the touchpad.
FLIGHT GUIDANCE CONTROLLER (FGC)

The flight guidance panel, shown in Figure 3--4, is mounted in the center
of the aircraft’s glareshield. It contains the two display controller
functions. There is one on each end and a flight guidance controller in
the middle.

3-4 REV 2 Oct 2006
Figure 3--4
Flight Guidance Panel

REV 2 Oct 2006 3-5/3-- 6
Flight Director Controls

In Figure 3--5, the pilot’s and copilot’s PFD control sections are
removedto simplify the figure. The FD controls are described below.
Figure 3--5
Flight Director Controls
D Flight Director (FD) Button -- The FD button toggles the on-side

flight director on and off. This depends on the flight guidance control
system (FGCS) coupled status, the FD vertical
mode, and the AP engagement. Flight director
command cues are displayed on the PFD when an
FD mode is selected. The command cues on the
coupled side cannot be removed when the autopilot
is engaged.
The flight director command cues are removed from the PFD that
is not coupled by pushing the FD button. In this case, the active
mode status is retained.
When the AP is not engaged, the FD modes are canceled and the
FD is placed into the standby mode (all modes and command cues
are removed from the display). When the FD button is pushed on
the coupled side, the command cues are removed only from that
display.
Flight director command cues are always displayed on both PFDs
when go--around (GA), takeoff (T/O), or windshear (WSHR) modes
are active.
D Course (CRS) Knob -- The CRS knob is used to select the desired
course when in VOR/ILS navigation (FMS navigation sources
automatically select the proper course). Slow
rotation of the knob changes the course at a rate
of one click = one degree. Rapid rotation changes
the data at a faster rate. When navigating using a
VOR source, pushing the CRS button
( PUSH DIR ) synchronizes the course pointer to
point directly to the active VOR station. The button
has no effect when the selected NAV source is
LOC or FMS, or when the VOR bearing is invalid.

REV 2 Oct 2006 3-7
D Navigation (NAV) Button -- When the NAV button is pushed, the

flight guidance system arms, captures, and tracks the lateral NAV
mode associated with the displayed NAV source.
The NAV sources are:

— VOR
— LOC
— FMS.
The selected FD mode, LOC or LNAV, is annunciated in the mode
field on the PFD above the ADI.
D Approach (APP) Button -- When the APP button is pushed, the

lateral and vertical approach modes are armed based on the NAV
source displayed on the selected PFD. LOC/GS is
displayed for the ILS. Glideslope capture is inhibited
until the localizer is captured.
VGP mode can also be armed and GP would be annunciated on the

PFD mode field.
In APP mode, the FGCS tracks the lateral and vertical flight profiles
supplied by the ILS, localizer or VGP. The appropriate approach
mode is annunciated on the PFD mode field.
D BANK Button -- When the BANK button is pushed, the guidance

system reduces maximum bank angle from 27 to 17 degrees when
in the HDG or NAV modes. During a climb, the bank
angle switches from high bank to low bank
automatically above 25,000 feet mean sea level
(MSL). During descent, low bank switches to high
bank automatically below 25,000 MSL.
During low bank, a bank limit arc (eyebrow) is displayed on the ADI.
D Heading (HDG ) Button -- The HDG button commands the flight

guidance system to capture the heading indicated by the heading
bug on the PFD. While in the heading mode, a lower
bank limit is selected with the BANK button on the
flight controller. HDG is annunciated on the PFD
mode field.

3-8 REV 2 Oct 2006
D Heading Select (HDG SEL) Knob -- The HDG SEL knob controls
the position of the heading bug on the horizontal situation indicator
(HSI) portion of the PFDs and MFDs. There is only
one heading knob control. It sets the heading bugs
on both PFDs and both MFDs to the same value.
Slow rotation of the knob changes the setting at a
rate of one click = one degree. Rapid rotation
changes the data at a faster rate. Pushing the
HDG SEL button ( PUSH SYNC ) sets the
heading bugs to the current aircraft heading.
D Autopilot (AP) Button -- The AP button engages the autopilot AP

and yaw damper. The AP button can also disengage the autopilot,
but not the YD. For normal operations, the autopilot
cannot be engaged on the ground or below 60 knots.
The active PFD source for the FD guidance computer is

annunciated by the green arrow on the PFD.
The autopilot cannot be engaged without the flight director guidance

modes active. When no vertical or lateral modes are active, the
autopilot engages the FPA and ROLL FD modes
The normal method to disengage the autopilot is to momentarily

push the AP DISC disconnect button located on each control wheel.
The autopilot can also be disengaged by any one of the actions that
follow:
— Pushing the AP button on the flight guidance panel

— Operating the pilot or copilot stabilizer manual trim controls
— Manually overpowering the control column.
NOTE: The autopilot is automatically disengaged when the stick

shaker activates.
The AP can temporarily be disengaged by pushing and holding the

touch control steering (TCS) button on either control wheel.
Releasing TCS re--engages the AP.
D Yaw Damper (YD) Button -- The YD button engages the yaw

damper and disengages the YD when pushed again. The yaw
damper is automatically engaged at power--up. It is
also engaged any time the aircraft is on the ground. The
YD OFF advisory crew alerting system (CAS)
message is displayed when the YD is not engaged.

REV 2 Oct 2006 3-9
D Source (SRC) Button -- At power--up, the guidance data for the

flight directors (FD) comes from the pilot’s PFD, and the green
arrow ( ← ) points to the left. Pushing the SRC
button toggles between the copilot’s (right) arrow
and the pilot’s (left) arrow. Each push of the SRC
button cancels all selected FD modes.
D Autothrottle (A/T) Button -- The AT button engages or

disengages the autothrottle system. When the system is engaged,
AT is annunciated in the mode field on the PFD. A/T
buttons on the engine thrust control levers are used to
disconnect the autothrottle system.
D Airspeed (SPEED) Knob -- The SPEED knob sets the selected

airspeed reference on the airspeed tape of each PFD. The speed
FMS/MAN switch indicates whether the
system uses the speed reference set by the
FMS or the manual speed reference set by the
knob (MAN). To manually set the speed
reference, the switch must be in the MAN
position. Pushing the SPEED knob activates
the PUSH IAS--MACH function. This
changes the speed bug setting from calibrated
airspeed to Mach, or from Mach to calibrated
airspeed.
D Vertical Navigation (VNAV) Button -- Pushing the VNAV button

arms the VNAV modes of the flight director. In VNAV, the flight
director responds to mode requests and targets
supplied by the FMS. The VNAV modes are:
— vertical navigation flight level change (VFLC)

— vertical navigation flight path (VPTH)
— vertical altitude select (VASEL)
— vertical navigation altitude hold (VALT).
In VNAV mode the FGCS tracks the vertical flight profile supplied by
the FMS. The proper mode is shown on the PFD mode field.
D Flight Level Change (FLCH) Button -- Pushing the FLCH button

selects the flight level change mode. The FLCH mode controls pitch
to achieve the active altitude target displayed on the
PFD. That altitude target is manually set or supplied
by the FMS and is displayed in feet or meters. FLCH
is annunciated on the PFD mode field.

3-10 REV 2 Oct 2006
D Altitude (ALT) Button -- When the ALT button is pushed, the

system is commanded to hold the current altitude. ALT is
annunciated on the PFD mode field.
D Altitude Select (ALT SEL) Knob -- The ALT SEL knob is used
to set the preselected altitude reference for the flight director or the
FMS for automatic altitude capture. The
preselected altitude reference is displayed on both
PFDs.
The ALT SEL knob sets the barometric altitude reference on each
PFD altitude tape. The selected altitude is used for the altitude
preselect and altitude alert functions. Rotating the knob clockwise
(cw) increases the preselect value and counterclockwise (ccw)
rotation decreases the value. Slow rotation of the knob gives
precise settings, and rapid rotation changes the data at a faster rate.
Pushing the ALT SEL knob ( PUSH FTM ) alternately selects

feet or meters for the altitude display.
D Vertical Speed (VS) Wheel -- The VS wheel is used to set a

vertical speed reference when the VS mode has been selected.
D Vertical Speed (VS) Button -- When the VS button is pushed, the

system maintains the current vertical speed. A new vertical speed
is selected and maintained using either the PITCH
wheel or the touch control steering (TCS) button on
the yoke. The vertical speed target is displayed on the
PFD. VS is annunciated on the PFD mode field of the
ADI.

REV 2 Oct 2006 3-11
D Flight Path Angle (FPA) Button -- The FPA button is a toggle

switch that that activates the FPA mode. The current flight path
angle is the active target or a new flight path angle is
selected using the FPA SEL knob.
D Flight Path Angle Select (FPA SEL) Knob -- The FPA SEL knob
is used to set a flight path angle reference when the FPA mode has
been selected. Each click of the FPA knob
commands a 0.1 degree change in the flight path
angle. Turning the knob cw sets a positive FPA,
and turning it ccw selects a negative FPA.
OTHER COCKPIT CONTROLS
D Autopilot Disconnect (AP DISC) -- The AP DISC buttons are

located on the control yokes. The autopilot disconnects when the
pilot pushes the AP DISC button. An audio alarm sounds and the AP
annunciator on the PFD flashes and is then removed. The pilot must
push the button again to silence the audio alarm. The yaw damper
remains engaged.
NOTE: Operating the manual trim stabilizer buttons also

disengage the autopilot, leaving the yaw damper
engaged.
D Back Course (BC) Mode -- When the NAV button is pushed and
the aircraft is more than 100 degrees off the localizer front course
heading, the BC mode is automatically armed and the heading
select mode is engaged.
In the back course mode, the FD automatically reverses the polarity

of the course error and localizer signals. Back course gain
programming is also used because the aircraft is closer to the
localizer antenna by the length of the runway plus 1000 ft.
BC is annunciated on the PFD mode field.
D Go--Around (GA) Button -- Pushing the TOGA button on either

throttle engages the go--around mode of the FD when the aircraft is
airborne. GA is annunciated on the PFD mode field.
D Take Off (TO) Mode -- Pushing the TOGA button on either throttle
arms the take--off mode of the FD when the aircraft is on the ground.
TO is annunciated on the PFD mode field.

3-12 REV 2 Oct 2006
D Touch Control Steering (TCS) Button -- The TCS button is

located on the control yoke. The autopilot temporarily disconnects
when the pilot pushes the TCS button and maneuvers the aircraft
with the control yoke. When the TCS button is released, the autopilot
resumes control of the aircraft. The command bar synchronizes to
the current vertical mode value selected and resumes guidance to
the lateral mode previously selected. While the TCS button is
pushed, TCS is annunciated on the PFD mode field.
Display Controllers
Figure 3--6 shows the display controllers portion of the guidance panel.
It is used by the pilot and copilot to independently select the information
on their respective PFD. This is done using two PFD display control
panels, one on each side of the GP with duplicate knobs and buttons.
Figure 3--6 shows the location of individual PFD control panel buttons
and controls.
Figure 3--6
PFD Control Panel Controls
Barometric Set (BARO SET) Controls -- The BARO SET

controls are used to set barometric pressure information for the
altitude tape for the current weather conditions.
Pressure units are in inches of mercury ( IN )
or in hectopascals ( hPa ). The inner
BARO SET knob is used to set the current
altimeter barometric pressure. The digital value
is displayed below the altitude tape on the
on--side PFD. The IN/hPa rotary switch beneath
the STD knob selects the format in inches of mercury or
hectopascals. Pushing the BARO SET knob ( PUSH STD ) sets
the barometric setting to standard 29.92 in. or 1013 hPa in the
format that was selected by the IN/hPa switch.

REV 2 Oct 2006 3-13
D Horizontal Situation Indicator (HSI) Button -- The HSI button

lets the pilot select a full compass display (360 degrees), an arc
compass display (45 degrees, centered on the
nose of the aircraft), or arc with MAP. The MAP
display places the next one to four FMS waypoints
and course lines on the HSI display.
The HSI button sequence is:

— Full Compass → Arc Compass → Arc with MAP →(repeat)
D Bearing (BRG) Buttons -- The PFD can display two independent
bearing pointers on the horizontal situation indicator (HSI) located
on the lower portion of the PFD display. The pointers
are connected to a navigation source by toggling the
respective f or Z BRG button to the desired
selection. The HSI bearing pointers also use the f or
Z symbols for identification. The selectable bearing
sources for each pointer are listed in Table 3--1. The
source is displayed on the on--side PFD on the left
edge of the HSI.

3-14 REV 2 Oct 2006
Table 3--1
Bearing Pointer Designations
BRG f Button BRG Z Button

Sequence Sequence
OFF OFF
VOR1 VOR2
ADF1 ADF2
(see Note 1)
FMS1 FMS2
NOTES: 1. ADF 2 is selectable only if the optional section
ADF system is installed.
2. When FMS is not the selected on--side
navigation source on the PFD, the toggling
sequence does not permit FMS as a bearing
pointer source.
D Weather Radar (WX) Button -- Pushing the WX button displays

weather radar data on the on--side HSI (PFD) in the arc mode.
When the WX button is pushed, the sequence is:
— HSI mode → Radar Data→ HSI mode →(repeat)
Radar modes of operation are controlled by the radar menu virtual

controllers on the on--side MFD.
D Preview (PREV) Button -- When FMS is displayed as the primary

navigation source, pushing the PREV button gives a preview
display of the VOR/LOC lateral deviation and vertical
deviation. It also gives a preview display of the
distance on the HSI for the on--side short range
navigation source. The selection sequence of the
PREV button is as follows:
— OFF → On--side VOR/LOC → Cross--side VOR/LOC → (repeat)
If FMS is not the selected navigation source, pushing the PREV

button has no effect on the display.

REV 2 Oct 2006 3-15
D Flight Path Reference (FPR) Button -- Toggling the FPR button

turns the flight path reference line and the digital readout for the
on--side ADI on or off.
D Flight Management System (FMS) Button -- The FMS button

toggles the primary navigation source between the FMS sources for
display on the on--side PFD and MFD. The selection
sequence in a dual FMS installation is as follows:
— On--side FMS → Cross--side FMS → (repeat)

Pushing the FMS button with any VOR/LOC source as the primary
navigation source ( BRG button) cancels that source. It also
changes the primary navigation source to the on--side FMS.
Pushing the FMS button while preview is selected cancels the
preview selection. The primary navigation source does not change
as a result of canceling preview.
D VOR/Localizer (V/L) Button -- The short range navigation button

selects VOR or localizer ILS navigation modes. The selection
sequence is:
— On--side VOR/LOC → Cross--side VOR/LOC → (repeat)

NOTES: 1. The selected NAV radio frequency selects VOR or
LOC/ILS.
2. NAV source buttons V/L and FMS permit
selection of VOR/LOC (short range) or FMS (long
range) navigation sources on the on--side display.
Pushing either button toggles between the on--side
and cross--side sources. At power--up, the system
selects the on--side VOR/LOC source.

3-16 REV 2 Oct 2006
D MINIMUMS Knob -- The RA/BARO outer ring switch is used to

select the radio altitude ( RA ) or barometric altitude ( BARO ) as
the minimums altitude source. The radio
altitude comes from the radio altitude system,
and the barometric altitude comes from the air
data system. The inner knob is used to set the
value of the minimum descent altitude (MDA)
or the decision height (DH), depending on the
mode selected. This value is displayed in a
small window in the lower right of the ADI.
Rotating the inner knob clockwise (cw) increases the value, and
counterclockwise (ccw) rotation decreases the value. Slow rotation
of the inner knob gives precise setting of the data (one click = 10),
while rapid rotation changes the data at a faster rate (one click =
100). Table 3--2 defines the DH and MDA set range of the inner
control knob.
Table 3--2
DH and MDA Set Range
Parameter Range
Outer Knob Inner Knob
DH Set (RA) 0 to 990 feet AGL

MDA Set (BARO) 0 to 16000 feet MSL
NOTE: If the pilot rotates the value past the maximum setting,
OFF is displayed for 5 seconds. The display is then
removed from the PFD.
When the RA MIN is not in view and the RA/BARO switch is in the
RA position, the items that follow are active:
— Cutout box
— Format
— Range
— Resolution.
When the MINIMUMS knob is rotated one click in either direction,
the initialization value is displayed.

REV 2 Oct 2006 3-17
Reversion Panel
The reversion panel is used to manually or automatically control display
reversion. It is also used to switch air data system (ADS) and inertial
reference system (IRS) sources.
D Displays Switch -- The displays control is a rotary switch that is

used to change the reversion mode of the display if the PFD or
EICAS displays fail. There are
two reversion control panels
that are located beside the
pilot’s and copilot’s PFD. The
four switch positions are
AUTO, PFD, MFD, and
EICAS.
D AUTO -- When the system detects a display unit failure and the
switch is in the AUTO position, the reversion system reconfigures
the remaining DUs. The AUTO reversion maintains the priority as
follows:
— PFD
— EICAS
— MFD
The AUTO display reconfiguration is shown in Figure 3--7.

3-18 REV 2 Oct 2006
Figure 3--7
Auto Reversion Configuration

REV 2 Oct 2006 3-19/3-- 20
D PFD, MFD, and EICAS Positions -- These three positions are used
to manually reset the MFD to the screen that is indicated by the
switch position. For example, if the pilot’s PFD fails and the switch
is set to PFD, the PFD replaces the pilot’s MFD. In the AUTO or
manual replacement modes, the screen that has failed or has been
replaced is automatically shut down.
D Air Data System (ADS) Reversion Button -- The ADS reversion

buttons operate as an extension to the PFD controls on the
guidance panel. They are used to select the normal (on--side),
backup, or cross--side ADS with successive pushes of the button.
The default selection (on--side) is not annunciated. However, if both

pilots select the same source or if the cross--side is selected, the
annunciator is amber. Table 3--3 lists the status of the annunciator
when the pilot’s and copilot’s selections are made.
Table 3--3
Two ADC Annunciators on PFD
Pilot’s Pilot’s PFD Copilot’s Copilot’s

Selection Annunciator Selection Annunciator
ADC1 None ADC2 None

ADC2 ADC2 ADC2 ADC2
ADC1 ADC1 ADC1 ADC1
ADC2 ADC2 ADC1 ADC1
D Inertial Reference System (IRS) Button -- The IRS reversion

buttons are used to select the normal (on--side) or cross--side IRS
with successive pushes of the button.
The IRS button selection sequence is:
— On--side IRS → Cross--side IRS → (repeat)
The default selection (on--side) is not annunciated. However, if both

pilots select the same source or if the cross--side is selected, the
annunciator is amber. Table 3--4 lists the status of the annunciator
when the pilot’s and copilot’s selections are made.

REV 2 Oct 2006 3-21
Table 3--4
Two IRS Annunciators on PFD
Pilot’s Pilot’s PFD Copilot’s Copilot’s

Selection Annunciator Selection Annunciator
IRS1 None IRS2 None

IRS2 IRS2 IRS2 IRS2
IRS1 IRS1 IRS1 IRS1
IRS2 IRS2 IRS1 IRS1
PILOT’S AND COPILOT’S DIMMING PANELS
The dimming controls for the pilot’s PFD, MFD, and EICAS displays,
shown in Figure 3--8, are located on the left glareshield. The dimming
controls for the copilot’s MFD and PFD are located on the right
glareshield. Turning the dimming knobs in the clockwise direction
increases the brightness of the display. When the dimming knobs are
fully counterclockwise, the displays are at minimum brightness, but
they cannot be completely dark.
Figure 3--8
Dimming Panels

3-22 REV 2 Oct 2006
The controls are all the same, but the pilot has exclusive control of the
EICAS dimming. The copilot has exclusive control of the STBY/CLK
dimming. The other controls include:
D PTT (push to talk) button -- audio panel control
D CHART
D FLOOD/STORM
D PFD
D MFD
D EICAS (pilot) or STBY/CLK (copilot).
TAKEOFF (T/O) CONFIGURATION BUTTON
Pushing the T/O CONFIG button activates the take--off monitor. The
monitor is a function used on the ground to check that the aircraft is
configured for take--off. This function is activated by pushing the button,
shown in Figure 3--9, while taxiing before take--off. It is located on the
pedestal.
Figure 3--9
T/O CONFIG Button

REV 2 Oct 2006 3-23
EICAS DECLUTTER BUTTON

One EICAS declutter panel, shown in Figure 3--10, is located on the
center pedestal below the MCDUs. The button is a declutter override
switch. When it is pushed, the display goes from that shown in Figure
3--11 to a full EICAS display, shown in Figure 3--12. When declutter is
active, lower priority information is removed from the display to make
higher priority data clearer. The light in the center of the button then
goes on.
Figure 3--10
Declutter Panel

3-24 REV 2 Oct 2006
Figure 3--11
EICAS in Declutter Mode

REV 2 Oct 2006 3-25
Figure 3--12
Full EICAS Display

3-26 REV 2 Oct 2006
Control Yoke Switches

The control yoke switches are shown in Figure 3--13.
Figure 3--13
Control Yoke Switch Locations
D AP Quick Disconnect Switch -- Pushing the AP quick disconnect

switch disengages the AP, the aileron, the elevator, and the rudder
clutch drives.
D Touch Control Steering (TCS) Switch -- When the pilot pushes

and holds the TCS switch, the AP disengages. The pilot can fly the
aircraft to a new configuration and then release the button. When the
button is released, the AP re--engages and maintains the new
configuration of the aircraft.
D Manual Pitch/Trim Switch -- This switch operates the same way

as the pitch wheel on the guidance panel, however, instead of
turning the wheel up or down, the pilot pushes the upper half of both
switches to trim up, and the lower half of both switches to trim down.
While the switch is pushed, the aircraft trims in the direction pushed.

REV 2 Oct 2006 3-27
STEEP APPROACH SWITCH
A steep approach switch in the central pedestal permits the steep

approach for all systems that are reconfigured from standard
operational conditions. The steep approach switch is labeled as follows:
APPROACH
STEEP
The steep approach is applicable to the CAT1 approach requirements

only. Steep approach is defined as GS > 4.5 degrees, but the system
must be able to demonstrate the capability to perform the steep
approach up to 7 degrees.
When this switch is pushed, the steep approach mode is enabled. The
steep approach is maintained until the aircraft is on the ground
(weight--on--wheels [WOW]) or the go--around mode is activated. In
both of these cases, the steep approach mode is automatically
disabled. The steep approach mode is manually disabled by pushing
the switch again.

3-28 REV 2 Oct 2006
4. Electronic Display System

(EDS)
INTRODUCTION
This section describes the components and functions of the electronic
display system.
GENERAL
In normal operation, the EDS includes a primary flight display (PFD)
screen and a multifunction display (MFD) screen for each pilot. There
is also one shared center engine indication and crew alerting system
(EICAS) screen, as shown in Figure 4--1. The two outside units are
DU 1 and DU 5, which are the two PFDs. DU 2 and DU 4 are used as
MFDs, but they can support all functions (PFD, MFD, EICAS). DU 3,
in the center of the main instrument panel, is the EICAS. The displays
contain the information listed as follows:
D The PFD shows lateral and vertical attitude and heading
information.
D The MFD shows navigation and aircraft systems information.
D The EICAS shows alert messages and engine and critical aircraft
systems information.
A28-- 1146-- 172 Electronic Display System (EDS)

REV 2 Oct 2006 4-1
Blank Page
Electronic Display System (EDS) A28-- 1146-- 172

4-2 REV 2 Oct 2006
Figure 4--1
Embraer PRIMUS EPIC Cockpit Layout of
Electronic Display System (EDS)

REV 2 Oct 2006 4-3/4-- 4
Besides the displays, the EDS also includes:

D Flight guidance controller with PFD display controllers (1)
D Display reversion panels (2)
D Dimming control panels (2)
D EICAS declutter panels (2)
D Cursor control devices (2).
The EDS is an integrated system that displays information to the crew

as follows:
D Flight altitude
D Airspeed
D Vertical speed
D Normalized angle-of-attack (AOA)
D Flaps/stabilizer positions
D Flight path angle (FPA)
D Attitude
D Heading
D Course orientation
D Flight director commands
D Weather and mapping presentations
D Source annunciators
D Navigation (NAV) preview
D Enhanced ground proximity warning system (EGPWS)
D Engine information
D Flight attitudes (pitch, roll, and yaw)
D Crew alerting system (CAS).
NOTE: Symbols and values are explained in the respective sections

of this guide. References to color changes of displays cannot
list specific values. Refer to the Aircraft Flight Manual for
specific values, ranges, and trip points.

REV 2 Oct 2006 4-5
EDS OPERATION
All five displays are connected to the avionics system. These include
controllers, control panels, sensors, and other units required for a fully
functional flight system. A block diagram of the EDS is shown in
Figure 4--2.
Each unit displays essential information from sensor systems as

follows:
D Automatic flight control
D Navigation
D Performance
D Caution--warning systems.
Navigation sources, bearing pointers, and course and heading inputs

are selected with the PFD display controller. Navigation displays,
weather, aircraft performance displays, and checklists are selected
through menus that are operated with the cursor control devices (CCD).
Radar, EGPWS, and TCAS controllers can also be selected and
controlled using menus and the CCD.
Each of the three types of displays in the EDS are described in the next
three sections of this guide.
Electronic Display System (EDS) A28-- 1146-- 172

4-6 REV 2 Oct 2006
Figure 4--2
Embraer PRIMUS EPIC EDS Block Diagram

REV 2 Oct 2006 4-7/4-- 8
5. Primary Flight Display (PFD)

INTRODUCTION
This section describes the operation and displays associated with the
PFD.
The primary flight display, shown in Figure 5--1, displays the types of
information that follow:
D Attitude and attitude directors
D Flight director and autopilot modes and command cues
D Air speed, altitude, and vertical speed
D Heading, bearing, and track data
D Air data information
D Autothrottle modes
D Weather radar
D TCAS displays
D HSI
D Radio tuning.
Figure 5--1
Typical PFD Display
A28-- 1146-- 172 Primary Flight Display (PFD)

REV 2 Oct 2006 5-1
The PFD is divided into functional areas, as shown in Figure 5--2. The
descriptions that follow are segmented into the categories shown in the
figure.
Figure 5--2
PFD Functional Display Area Layout
Primary Flight Display (PFD) A28-- 1146-- 172

5-2 REV 2 Oct 2006
FLIGHT MODE ANNUNCIATORS (FMA)

Control, autopilot/flight director status, and mode annunciators are
displayed at the top of the PFD above the attitude director indicator
(ADI). Figure 5--3 shows the flight mode annunciator fields. Refer to the
figure for the location of the FMAs described in the paragraphs that
follow.
Figure 5--3
Flight Mode Annunciator Fields
The FMA flight guidance control system (FGCS) modes are controlled
with the lateral and vertical mode select FGCS buttons. They are
located on the guidance panel (GP). The crew can also program the
flight management system (FMS) to control some FGCS vertical
modes when VNAV has been armed. The FMA autothrottle (A/T)
modes are controlled automatically by the A/T or by the crew with the
MCDU.
Armed and Active Autothrottle (AT) Modes -- A/T modes are
displayed on the left
corner of the mode field.
The lower box contains
armed modes that are
displayed in white. The upper box contains active modes that
are displayed in green. Also, the lower left center box displays the A/T
status (A/T engaged, disengaged, override). The autothrottle status
annunciation and the autothrottle modes are displayed only when the
autothrottles are engaged.
The A/T is engaged/disengaged through the flight GP AT button and
can also be disconnected using the A/T disconnect buttons on the
throttle handles. The autothrottle is engaged when the green text AT
annunciator is displayed in the lower box to the left of the source
selection arrow. When the field is blank, the autothrottle is disengaged.
The A/T modes are shown in the two boxes to the left of the AT .

REV 2 Oct 2006 5-3
Thrust management system (TMS) armed modes (displayed in the

bottom line) do not toggle between normal and reverse video when
a new armed mode is declared. When a new active mode is declared
by the TMS, that active mode (shown in the top line) toggles between
normal and reverse video for 5 seconds, then remains steady. When
a new valid active mode is declared during the 5 second toggling period,
the new mode is displayed immediately. The 5--second timer is then
re--initialized so that the new mode toggles for the entire 5 seconds.
NOTE: The TMS does not retain the invalid mode as active. The pilot
must manually reselect the desired mode.
The PFD source that currently supplies the references (primary NAV
source and selected airspeed reference) for FGCS autothrottle or flight
director operation is indicated by an arrow above the ADI. The arrow is
displayed in the center box of the FMA. The arrow points to the left for
the pilot’s PFD and to the right for the copilot’s PFD. The
autopilot/autothrottle source annunciation is controlled by the SRC
button on the GP, except when dual operation is active.
NOTE: The autopilot/autothrottle mode annunciators and the source

annunciator arrow are removed during an excessive attitude
declutter condition.
When the autothrottle is disengaged normally, the AT

annunciator changes to AT and flashes reverse
video ( AT to AT ) for 5 seconds. The flashing
continues until the pilot acknowledges with the A/T
disconnect on the throttle or the A/T is re--engaged.
In a normal/abnormal autopilot disengagement, the

AT annunciator changes to AT and flashes reverse
video ( AT to AT ) for a minimum of 5 seconds. The
flashing continues until the pilot acknowledges with the
A/T disconnect or the A/T is re--engaged.
When the crew moves the throttles while the A/T is

engaged, the A/T override function becomes active.
The AT annunciator is then replaced by an OVRD
annunciator.

5-4 REV 2 Oct 2006
A/T engaged, disengaged, or override status is not displayed when the

associated data is not valid.
Autothrottle Mode Annunciator -- The A/T modes are selected

automatically or manually
on the MCDU. The A/T
modes are coordinated
with the FGCS modes
(as selected by the crew) to distinguish when speed control is on the
throttle (SPDT ) or on the elevators (SPDE). A/T modes are displayed
to the left of the source selection arrow. The armed A/T mode is
shown below the active mode. When the mode annunciator LIM or
GA is initiated, they toggle to reverse video for five seconds and are
then displayed steady. A/T modes are listed in Table 5--1.
Table 5--1
A/T Mode Field Annunciators
Annunciator Status Mode Description
TO Armed A/T take--off mode armed
TO Active A/T take--off mode active
HOLD Active A/T hold active
SPDT Armed A/T speed throttle mode
SPDT Active A/T speed throttle mode
SPDE Active A/T speed elevator mode
RETD Armed A/T retard mode
RETD Active A/T retard mode
GA Active A/T go--around mode
LIM Active A/T limit mode
MAX Active A/T maximum mode
MIN Active A/T minimum mode

REV 2 Oct 2006 5-5
Table 5--1(cont)
A/T Mode Field Annunciators
AT Engaged A/T is engaged.
AT Disengaged A/T has been normally disengaged

(flashes in green reverse video).
AT Disengaged A/T has been abnormally

disengaged (flashes in red reverse
video).
OVRD Active A/T override is active.
Autopilot Engage (AUTOPILOT/TCS) Annunciator -- Autopilot

engage and touch control steering (TCS) status are
controlled by the GP AP button and the TCS and
disconnect switches on the control columns. When
the autopilot (AP) is engaged, AP is displayed at the
top center of the PFD above the attitude sphere.
When the autopilot is disengaged normally (using the

AP or disconnect buttons), the AP annunciator
flashes red reverse video ( AP to AP ) for
5 seconds and is then removed.
When the autopilot is disengaged abnormally (by

failure or invalid data), the AP annunciator flashes
red reverse video ( AP to AP ). The annunciator
continues to flash until one of the autopilot disconnect
buttons is pushed.
The AP annunciator is replaced by a TCS

annunciator when either pilot’s TCS button is pushed,
temporarily disengaging the AP. When the TCS button
is released, the autopilot is re--engaged, TCS is
removed, and AP returns. The annunciators in this field are listed in
Table 5--2.
NOTE: No annunciator is displayed on the PFD when only the yaw

damper is engaged. The YD indicator on the guidance panel
button indicates the engaged status of the yaw damper.

5-6 REV 2 Oct 2006
Table 5--2
AP Mode Field Annunciators
AP Engaged AP is engaged.
AP Disengaged AP has been normally disengaged

(flashes in red reverse video).
AP Disengaged AP has been abnormally disengaged

(flashes in red reverse video).
TCS Active Touch control steering is active.
NOTE: The autopilot engage/TCS status annunciators are removed

during an excessive attitude declutter condition.
Autopilot Source/Couple Arrow -- A green arrow ( ← , → ) is

displayed in the center box of the mode field to indicate which PFD
source is coupled to the FGCS. The arrow points to the left for the pilot’s
PFD and to the right for the copilot’s PFD. The source selection button
( SRC ) on the GP is used to make the coupled side selection. In the
dual couple mode, the arrow points to the pilot’s PFD. Also, the SRC
button has lighted arrows that indicate which PFD source is selected.
NOTES: 1. If the flight guidance computer fails, the source/couple

arrow is removed from the PFD, and the guidance
panel SRC lighted arrows turn off.
2. The source/couple arrow is removed during an
excessive attitude declutter condition.
Lateral and Vertical Modes

The lateral and vertical modes are controlled using the GP or the FMS.
D Lateral and Vertical Flight Director Modes -- Lateral modes are

displayed to the right of the autopilot select/couple arrow, and
vertical modes are displayed to the far right. Only one lateral mode
is displayed. Two vertical modes can be displayed in the armed
state, but only one is in the active state. When two vertical arm
modes ( for example, VNAV and GS ) are active at the same
time, the vertical armed window in the fifth column has an additional
gray separator line. Two vertical armed windows are displayed, as

REV 2 Oct 2006 5-7
Figure 5--4
Lateral and Vertical Flight Director Modes
When the autopilot and flight director mode annunciators are active,
they are displayed on both PFDs. Active modes are displayed in
green, and armed modes are displayed in white. When a mode goes
from armed to active it changes from white in the lower box to green in
the upper box. It flashes reverse video ( for example, ALT to ALT )
for 10 seconds, and then remains steady ( ALT ).
The lateral and vertical modes are listed in Table 5--3.
Table 5--3
Lateral and Vertical Mode Field Annunciators
Armed Lateral Modes
LOC Armed Localizer mode
BC Armed Back course mode
LNAV Armed Long range NAV mode
ALIGN Armed Autoland align mode
RLOUT Armed Autoland rollout mode
Active Lateral Modes
TRACK Active Take off or go--around mode
ROLL Active Roll hold mode (basic, wings level,

and heading hold)
LOC Active Localizer mode
BC Active Back course mode
LNAV Active Long range NAV mode

5-8 REV 2 Oct 2006
Table 5--3 (cont)

HDG Active Heading hold mode
ALIGN Active Autoland align mode
RLOUT Active Autoland rollout mode
Armed Vertical Modes
GP Armed Glidepath mode
GS Armed Glideslope mode
VNAV Armed Vertical NAV mode
FLARE Armed Autoland FLARE mode
D--ROT Armed Autoland derotation (nose lowering)

mode
Active Vertical Modes
ALT Active Altitude hold mode
ALIGN Active Autoland align mode
D--ROT Active Autoland derotation (nose lowering)

mode
FLCH Active Flight level change mode
GA Active Go--around mode
TO Active Takeoff mode
Active Vertical Modes (cont)
FPA Active Flight path angle mode
ASEL Active Altitude select mode

REV 2 Oct 2006 5-9
Table 5--3 (cont)

GS Active Glideslope mode
VS Active Vertical speed hold mode
WSHR Active Windshear mode
VNAV Active Vertical NAV mode
FLCH Active Flight level change and vertical flight

level change (from FMS)
ASEL Active Altitude preselect and vertical

altitude preselect (from FMS)
ALT Active Altitude hold mode and altitude hold

(from FMS)
PTH Active Path mode and vertical path (from

FMS)
GP Captured Glidepath mode and veritcal

glidepath (from FMS)
OVSP Active Overspeed protection is active.
Default Mode -- Roll hold (ROLL) is the default lateral mode (basic,
wings level, and heading hold). When the autopilot is engaged without
any modes being selected, ROLL is automatically engaged. When a
vertical mode is selected without a lateral mode, the default ROLL
mode is activated. The mode is displayed above the attitude indicator
on the PFD.

5-10 REV 2 Oct 2006
Vertical Track Alert Annunciator -- A vertical track alert (VTA) alerts

the flight crew of impending vertical profile
transitions. There is a VTA for every
change from climbing or descending to
level flight, and from level flight to climbing
or descending. Vertical deviation is
provided by VNAV for path type descents.
A magenta VTA annunciator is displayed
above the vertical deviation indicator on
the ADI. There is more information about
VTA in Section 9, Modes of Operation.
The VTA annunciator flashes reverse video for 5 seconds, and then
remains steady until removed from the display by the FMS (at the
transition to the next leg). If FMS data becomes invalid or times out
while the VTA annunciator is displayed, the annunciator is removed.
Approach Status Indication

The approach status indication is a single line directly above the two
FMA lines. The approach status is shown in two columns without a
divider line. The approach armed and engaged annunciators are shown
in Figure 5--5.
Figure 5--5
Approach Status Indicators
The approach status indication initializes to the current status defined

by the approach monitors. When no approach mode is selected and
there are no armed or engaged approach status indications, the
approach status indication initializes. The approach status indication
then has a thick gray border, the same as the gray PFD perimeter. The
approach status annunciators are listed in Table 5--4 and described in
the paragraphs that follow.

REV 2 Oct 2006 5-11
Table 5--4
Approach Status Indicators
Annunciator Color Mode Description
APPR 1 White Approach 1 armed
APPR 2 White Approach 2 armed
AUTOLAND 1 White Autoland 1 armed
APPR 1 ONLY Amber Approach 1 engaged AND Approach 1

only:
Flashes reverse video for 5 seconds,
then remains steady
APPR 1 ONLY White Approach 1 armed AND Approach 1

only
APPR 2 ONLY Amber Approach 2 engaged AND Approach 2

only:
Flash as reverse video for 5 seconds,
then steady
APPR 2 ONLY White Approach 2 armed AND Approach 2

only
NO AUTOLAND Red AP engaged and previous engaged

mode was AUTOLAND 1:
then remains steady
APPR 1 Green Approach 1 engaged:

then remains steady
APPR 2 Green Approach 2 engaged:

then remains steady
AUTOLAND 1 Green Autoland 1 engaged:

then remains steady

5-12 REV 2 Oct 2006
Approach 1
If the PFD minimums are set to BARO for Category 1 approach,
APPR 1 is displayed as an armed mode. This occurs when all of the
conditions that follow are met:
D The localizer and glideslope modes are armed or active.
D The AUTOLAND mode is not engaged or armed.
D The APPR 2 mode is not engaged or armed.
D The APPR 1 mode is not engaged.
If one of the PFD minimums is not correctly set for Category 1

approach, APPR 1 ONLY is displayed in place of APPR 1 (armed).
When APPR 1 engages and one of the PFD minimums is not correctly
set for Category 1 approach, APPR 1 ONLY is displayed in place of
APPR 1 (armed). APPR 1 is engaged when all of the conditions that
follow are met:
D The Approach 1 is armed.
D Any valid radio altimeter is displaying less than 1500 ft, or all radio
altimeters are invalid.
D The localizer and glideslope modes are active.
When APPR 1 is engaged, it is displayed as the active mode until one

of the conditions that follows is met:
D Loss of either the active localizer or glideslope mode
D The APPR 2 mode is engaged.
D The AUTOLAND mode is engaged.
Approach 2
Approach 2 is available when all of the conditions that follow are met:
D At least one radio altimeter is valid.
D The two PFD are driven by two independent air data and IRS
sources.
D There are at least two valid NAV sources.

REV 2 Oct 2006 5-13
When Approach 2 is not available, the APPR 2 NOT AVAIL advisory

CAS message is displayed. If the PFD minimums are correctly set for
Category 2 approach, APPR 2 is displayed as an armed mode. This
occurs when all of the conditions that follow are met:
D The aircraft is approach 2 capable.
D The minimums displayed on both PFDs are set to RA and valid.
D No displayed radio altitude is less than 800 ft.
D The localizer and glideslope modes are armed or active.
D The AUTOLAND 1 NOT AVAIL or the AUTOLAND OFF CAS

message is active.
D The crew has not selected the steep approach.
D The AUTOLAND mode is not engaged.
D Approach 2 is not engaged.
If one of the PFD minimums is not correctly set for Category 2

approach, APPR 2 ONLY is displayed in place of APPR 2 (armed).
When APPR 2 engages and one of the PFD minimums is not correctly
set for Category 2 approach, APPR 2 ONLY is displayed in place of
APPR 2 (armed). APPR 2 is engaged when all of the conditions that
follow are met:
D The Approach 2 is armed.
D At least one displayed radio altitude is valid and less than 1500 ft.
D The crew selected a valid APPR 2 flap position.
When APPR 2 is engaged, it remains engaged until one of the

conditions that follows is set:
D There is no valid displayed radio altitude.
D The aircraft is no longer Approach 2 capable.
D The crew selects an invalid APPR 2 flap position.
D The CAS message SLAT--FLAP LEVER DISAG is active.
D One of the minimum indications changes from RA to BARO.

D AUTOLAND is engaged.

5-14 REV 2 Oct 2006
Autoland 1
On aircraft with the APM option set for autoland, the autoland function
is turned off through the MCDU avionics setup page. When autoland is
turned off, a white AUTOLAND OFF status message is displayed on
EICAS. AUTOLAND 1 is available when all of the conditions that follow
are true:
D The functions that follow are valid:
— flight director
— autopilot and autopilot rudder function
— yaw damper
— autopilot trim
D At least two independent IRS, ADS, and ILS sources are valid.
D At least two independent radio altimeters sources are valid.
D At least two flap position signals are valid.
D At least one left side and one right side wheel speed signals are
valid.
Autoland is available when all of the conditions that follow are true:
D APPR 2 is capable.
D Each PFD is driven by an independent, valid, radio altimeter source.
For aircraft with the AUTOLAND 1 APM option set to enable monitor
warning requests, the AUTOLAND 1 NOT AVAIL advisory CAS
message is displayed. This occurs when autoland is not available.
AUTOLAND 1 arms when all of the conditions that follow are met:
D Autoland is enabled through the MCDU.
D Autopilot and yaw damper are engaged.
D GS mode is armed or active.
D Both radio altimeters are valid and indicate greater than 800 ft.
D Minimums on both PFDs are set to RA.

REV 2 Oct 2006 5-15
D Both minimums are set valid or both are dialed to OFF.
AUTOLAND 1 engages when all of the conditions that follow are met:
D AUTOLAND 1 is armed.
D Both radio altimeters are valid and indicate less than or equal to
1500 ft and greater than 800 ft.
D Flaps are in a valid AUTOLAND configuration (Flap 5).
AUTOLAND 1 disengages when any of the conditions that follow

occurs:
D AUTOLAND 1 is not capable.
D Tune/Test inhibit from NAV radio is not set.
D Flaps are moved out of certified autoland position (Flap 5).
D Autopilot, YD, or parallel rudder servo disconnects.
D One of the TOGA buttons on the throttle levers is pushed.
D Flight Director TO, GA, or WS mode is active.
When autoland is disengaged, a red NO AUTOLAND monitor

warning displays in the third line of the FMA. This triggers a NO
AUTOLAND aural warning. The visual and aural warnings are
canceledwhen the AP disconnects or when the flight director G/A mode
is selected. The AP disengages for rudder servo failures that are
detected while autoland or G/A are engaged. Rudder servo failures
detected while autoland or G/A are engaged are latched for remainder
of the flight.

5-16 REV 2 Oct 2006
Steep Approach Status Indication
Steep approach is defined as GS is greater than 4.5 degrees but the

system must be able to perform the Steep Approach up to 7 degrees.
The steep approach status indication is a single box directly to the left
of the approach status indication. The approach status is a single box
with a maximum number of five medium size characters. The STEEP
approach armed, engaged and disengaged annunciators are located in
the STEEP indication window as shown in Figure 5--6.
Figure 5--6
Steep Approach Status Annunciator
A steep approach switch is installed in the central pedestal. The switch

enables the steep approach for all the systems that are reconfigured
from standard operational conditions. The steep approach switch is
labeled APPROACH/STEEP.
When steep approach is armed or engaged, the steep approach switch

illuminates. When there is no armed or engaged steep approach status
indication, the steep approach status indicator is hidden by the
perimeter gray border of the PFD. The steep approach status indicators
are displayed as listed in Table 5--5.
Table 5--5
Steep Approach Status Annunciators
STEEP White Steep approach armed
STEEP Green Steep approach engaged
STEEP Amber Transition from engaged to disengaged
If the aircraft systems cannot support a steep approach, the advisory

CAS message STEEP APPR NOT AVAIL is annunciated. If a failure
during steep approach occurs, the CAS message STEEP APPR FAIL
is annunciated.

REV 2 Oct 2006 5-17
ATTITUDE DIRECTOR INDICATOR (ADI) DISPLAY

AND ANNUNCIATORS
The basic ADI display and annunciators on the PFD are shown in
Figure 5--7. The descriptions of the elements of the ADI are described
in the paragraphs that follow.
Figure 5--7
ADI Display
ADI Display
Attitude Shading -- The colors of the attitude display are blue for sky
and brown for ground . The truncated ADI sphere is lighter in color
than the attitude shading background. The displayed artificial horizon
ranges between ±17 degrees and is removed from the display at pitch
angles greater than 17 degrees. For pitch up attitudes greater than
17 degrees, the attitude display is almost all sky (blue), as shown in
Figure 5--8. A thin eyebrow of ground is retained for reference. For pitch
down attitudes greater than 17 degrees, the attitude display is almost all
ground (brown) with an eyebrow of sky (blue).
When attitude data is invalid, the entire attitude sphere changes to sky
blue and ATT FAIL is annunciated.

5-18 REV 2 Oct 2006
Sky/Ground Shading Eyebrow Shading Attitude Failure

Figure 5--8
ADI Indications
Attitude Pitch Scale -- The white scale markings on the pitch scale
tape are listed in Table 5--6.
Table 5--6
Pitch Scale Markings
Up Down
90° 10°
60° 20°
40° 30°
30° 45°
20° 60°
10° 90°
On the sky (blue) scale, there are pitch reference

markings every 2.5 degrees up to 10 degrees, and
every 5 degrees between 10 degrees and 30 degrees.
On the ground (brown) scale, there are pitch
reference markings every 1 degree down to 5 degrees,
at 7.5 degrees, 10 degrees, and every 5 degrees
between 10 degrees and 30 degrees.

REV 2 Oct 2006 5-19
Pitch attitude warning indicators (excessive pitch

chevrons) come into view under excessive pitch
conditions. Red fly down pitch warning chevrons are
displayed at 45 degrees and 65 degrees pitch up, as
shown in the diagram on the left. The red fly up pitch
warning chevrons are displayed at 35 degrees, 50
degrees, and 65 degrees pitch down.
When aircraft pitch exceeds 30 degrees up or 20

degrees down, some of the symbols on the PFD are
removed to declutter the display. The symbols are
restored when the aircraft returns to a normal attitude.
Excessive Attitude Declutter -- Under excessive attitude conditions,

low priority display items are removed from the PFD. Unusual attitude
is defined as one or more of the conditions that follow:
D Bank angle greater than 65 degrees
D Pitch up angle greater than 30 degrees
D Pitch down angle greater than 20 degrees.
The items that follow are removed from the PFD in an excessive attitude
condition, as shown in Figure 5--9:
D Autopilot (AP) engage and touch control steering (TCS) status
D Autothrottle (AT) engage status
D Flight mode annunciators (armed and active)
D AP/AT source arrow
D Low bank limit arc
D Vertical deviation scale, pointer, and annunciator
D Marker beacon annunciator
D Selected airspeed reference bug and readout
D VSPEED bugs
D Radio altitude readout
D Minimum altitude readout

5-20 REV 2 Oct 2006
D Selected altitude readout and bug
D VNAV altitude target readout
D Failure flags for all of the items
D The comparison monitor annunciators:

— HDG
— RA
— LOC
— GS
D Flight path angle (FPA) and associated symbols (acceleration cue
and speed error tape).
Figure 5--9
Excessive Attitude Declutter Display
NOTE: Attitude declutter is not active in windshear mode.
The symbols listed before are restored when both conditions that follow
are met:
D Roll attitude is less than 63 degrees
D Pitch up attitude is less than 28 degrees, or pitch down attitude is

less than 18 degrees.

REV 2 Oct 2006 5-21
Roll Scale -- The roll scale has tick marks at 10 degrees, 20 degrees,
30 degrees, and 60 degrees of
roll. The 30 degrees marks are
highlighted with a longer tick
mark. Inverted triangles are
displayed at 0 degrees and
45 degrees of roll. The white
triangle under the roll scale is the roll pointer. It rotates around the roll
scale on a degree--for--degree basis for the IRS roll input.
Low Bank Limit Arc -- The low bank limit arc is a visual reference to
help the pilot avoid banking the
aircraft too steeply. The white low
bank limit arc extends 17 degrees
on either side of the 0 degree
mark on the roll scale. Ticks are
displayed at 17 degrees.The low
bank limit arc is commanded on
and off automatically by the
AFCS, or manually by the pilots
(through the AFCS) using the
BANK button on the GP.
Slip/Skid Indication -- The bottom half of the roll pointer is used as a

slip/skid indicator. The lower portion
of the triangle moves left or right to
display the slip or skid condition.
When a force greater than, or equal
to 0.08 g is met, the slip/skid
indicator changes from white to
amber. The slip/skid indicator
remains at the outer limit for forces
of 0.08 g and greater. When the yaw
damper is engaged, there is little
movement of the slip--skid indicator.
If the slip/skid function fails, an

amber X is displayed inside the
slip/skid portion of the triangle, as
shown at the bottom of the figure.

5-22 REV 2 Oct 2006
Flight Path Display -- Figure 5--10 shows the flight path display
elements.
Figure 5--10
Flight Path Components
Attitude Reference Aircraft Symbol -- The attitude reference aircraft

symbol is fixed and does not move
with aircraft movement. The
aircraft symbol is centered and
always points to the top of the
display. It is used with the pitch
tape to reflect aircraft pitch and roll attitude in relation to the horizon
line. The aircraft symbol is displayed at all times.
Horizon Line -- The white horizon line position is based on the

current airplane pitch and roll
attitude. When the horizon line and
the attitude reference aircraft
symbol are overlaid, the airplane is
in a level pitch attitude. The attitude
shading and horizon line is displayed when valid data is received from
the IRS.

REV 2 Oct 2006 5-23
Flight Director Guidance Cue -- The flight director (FD) guidance cue
(non--takeoff mode) is displayed as a
diamond with short wings that moves
within the center area of the ADI. It fits
within the flight path angle symbol.
The cue is magenta and is positioned
based on the FD modes in use. The
cue motion is as follows:
-- The cue moves along the center of

the pitch ladder to provide vertical
guidance.
-- The cue rotates about its own axis

to provide lateral guidance.
Display conditions are as follows:
D The flight director button ( FD ) on the flight guidance panel (FGP)

turns the cue on or off on both displays.
— When GA, windshear, or any dual coupled approach modes are
inactive, pushing the FD button on the coupled PFD turns the
cue on or off in that display. The FD button on the coupled PFD
is inactive while the AP is engaged.
— Pushing the FD button on the non--coupled side of the PFD
turns the cue on or off in that display.
D If the GA or windshear flight director modes are active, the FD
buttons are inactive and the FD cue is displayed on both PFDs.
D If any APPR 1/APPR 2 (Category 1 or 2) is active, the FD buttons

are inactive and the FD cue is displayed on both PFDs.
If the pitch or roll command data is invalid, the flight director guidance
cue is removed.

5-24 REV 2 Oct 2006
Flight Director Guidance Cue in Takeoff Mode -- The TO mode FD

guidance cue symbol is displayed as
a horizontal guidance cue (or bar) and
a vertical guidance cue (or bar). The
horizontal cue moves vertically along
the center of the aircraft reference
symbol to provide vertical guidance.
The vertical cue moves horizontally
along the center of the aircraft
reference symbol to provide lateral
guidance.
When the TO flight director mode is

active, the FD cue is displayed on
both PFDs.
The takeoff mode FD guidance cue is displayed when the FGCS
supplies the valid parameters that follow:
D Lateral and vertical FD modes
D Lateral and vertical FD guidance cue position data
D The vertical FD mode is TAKEOFF.
If the vaild perameters are not supplied the takeoff mode FD guidance
cue is removed.
Flight Path Angle (FPA)-- The flight path angle consists of a green
aircraft symbol that indicates the
current flight path angle in reference
to the horizon line. The FPA moves up
on the pitch tape for increasing flight
path angles relative to the horizon.
The FPA moves down for decreasing
flight path angles.
The FPA symbol is displayed parallel

to the attitude reference aircraft
symbol. The FPA moves in the
vertical scale only and is vector
based. Lateral deviation due to
slip/skid, drift, or roll is not computed
or displayed in this symbol.
FPA is displayed on the PFD when FPA is valid and any of the
conditions that follow are satisfied:
D The aircraft is in the air greater than 20 seconds and TO FD mode
is not active.

REV 2 Oct 2006 5-25
D There is an active FD mode other than TO mode.
D TCAS guidance is displayed on the PFD.
The FPA symbol has a movement

range limited by the ADI racetrack.
When the FPA becomes
non--conformant (not placed on its
value on the pitch tape), the
FPA symbol changes to green
dashed lines . The FPA is always
able to communicate the correct rate
of climb. This is achieved by placing
the non--conformant symbol above
the horizon/eyebrow for a positive
rate of climb. The symbol is placed
below it for a negative rate.
The green FPA turns red when TCAS

RA is active and the FPA is in the
Avoidance Zone.
The FPA is removed from the display when excessive pitch is

exceeded.

5-26 REV 2 Oct 2006
Flight Path Angle Speed Error Tape -- The FPA speed error is a green
tape that rises or descends from
the left wing of the FPA symbol. The
tape gives information to the crew
regarding aircraft deviation from the
airspeed target. The speed error
tape represents the difference
between the selected airspeed and
the current airspeed. Down
indicates that current airspeed is
less than the selected airspeed, and
up indicates that it is more.
The speed error tape is limited to

±15 knots, which is indicated as
5 degrees of pitch (that is, the scale factor is 3 knots per degree of
pitch).
Flight Path Angle Acceleration Pointer -- The FPA acceleration

pointer, or potential flight path
acceleration (PFPA), is displayed
when FD is selected and gives an
analog indication of acceleration and
deceleration rate along the flight
path.
The pointer consists of a green

chevron ( > ) that points to the
right. The pointer moves along a
vertical line that goes from the top to
the bottom of the ADI. The FPA
acceleration pointer, or PFPA,
moves up for increasing values of
flight path acceleration. It moves
down for decreasing values of flight path acceleration. The pointer
moves relative to the FPA symbol based on airspeed rate and
compensated with acceleration along the FPA.

REV 2 Oct 2006 5-27
Flight Path Reference (FPR)-- The FPR represents the desired flight
path angle. The flight path reference
consists of a flight path reference line
and a flight path readout. The FPR
line is displayed as a cyan
horizontal , dashed ,
four segment line with a central
gap. It is positioned parallel to the
horizon line on the pitch tape. It is
positioned above or below the
horizon. The FPR line moves up for
increasing values and down for
decreasing values.
The FPR readout is a cyan digital

display that is the selected
reference directly left of the reference line. The FPR line is positioned
by the value of the FPR readout. The FPR readout moves in
conjunction with the FPR line.
The FPR readout is displayed by two digits, shown in the format X.X .
A polarity sign (--) is displayed to the left of the digits if the value is
negative. The displayable range is --9.9 degrees to +9.9 degrees in
reference to the horizon line with a resolution of 0.1 degree.
Display Conditions:
D The FPR line and readout are displayed when commanded into view
by the AFCS, (FPA is the FD basic mode).
D When the FD is not displayed, the FPR and readout are displayed
by pushing the flight guidance panel FPA button. The FPR and
readout are set using the FPA SEL knob.
— Upon initial selection of FPR for display, the FPR readout value
is set to the current IRS FPA value.
— Two rates of adjustment exist for the FPR readout:
- The slow rate increases or decreases the FPR readout value
by 0.1 degree for each knob click.
- The fast rate increases or decreases the FPR readout value
by 1.0 degree for each knob click.
— Rotation of the GP FPA SEL knob causes the the FPR readout
value to change as follows:
- Clockwise rotation increases the FPR readout value.
- Counterclockwise rotation decreases the FPR readout value.
— When the minimumm or maximum FPR readout value is
reached, the readout remains at that value with no indication that
the limit is reached.

5-28 REV 2 Oct 2006
D The FPR line and readout are inhibited when the FPA is not
displayed or is invalid.
Pitch Limit Indicator (PLI) -- The PLI ( half--feathered lines ) is a

pitch--based indiction of the margin
(in degrees) between the stick shaker
speed and the current airspeed. It is
displayed against the aircraft pitch
attitude using the aircraft symbol as
zero degrees. When the margin is
zero, the PLI symbol is placed on the
centerline of the wings of the aircraft
symbol. This gives the pilot a
reference of the remaining pitch
attitude margin to the stick shaker.
The PLI is displayed on the ADI,
parallel to the airplane symbol. The
PLI margin is calculated continuously
and displayed when the value is less
than or equal to 7 degrees. The PLI is removed from display when the
current airspeed exceeds 1.2 times the stall speed (VSTALL). PLI color
schemes are listed in Table 5--7.
Table 5--7
Pitch Limit Indicator Color Scheme
PLI Color Pitch Margin to Stall
PLI not displayed CAS > 1.2 (VSTALL 1G)
Green 1.2 (VSTALL 1G) ≥ CAS >K (VSTALL 1G)
Amber K (VSTALL 1G) ≥ CAS > VShaker
Red CAS ≤ VShaker

REV 2 Oct 2006 5-29
Table 5--7 (cont)

Pitch Limit Indicator Color Scheme
PLI Color Pitch Margin to Stall
Where:
VSTALL 1G = 1--G Stall Speed (KCAS)
VSHAKER = Shaker actuation speed (KCAS)
K=1.13, if Flap Continuous Configuration > 0.1
Else if aircraft Type = ERJ--170 or ERJ--175, K= Table 5--8
Else if aircraft Type = ERJ--190 or ERJ--195, K= Table 5--9
NOTE: The margin gain value, K, defaults to 1.13 if any of the items that follow are
undetermined or invalid (group invalid or status invalid):
- Mach data
- Flap data
- Aircraft type
Table 5--8
ERJ--17X Margin Gain Table
Mach K
0.00 1.130
0.45 1.130
0.50 1.061
0.60 1.062
0.70 1.062
0.80 1.054
0.86 1.055
0.90 1.055

5-30 REV 2 Oct 2006
Table 5--9
ERJ--19X Margin Gain Table
Mach K
0.00 1.13
0.30 1.13
0.50 1.13
0.60 1.11
0.65 1.08
0.70 1.07
0.75 1.07
0.80 1.07
0.85 1.08
When the PLI data or pitch or roll command data is invalid, the pitch
limit indicator is removed.

(EGPWS) Annunciators
Terrain and windshear warnings are provided by the Enhanced Ground
Proximity Warning System .
Terrain Annunciators -- Visual messages are displayed on the PFD

to accompany aural messages generated by the EGPWS for ground
proximity conditions. Ground proximity is annunciated on the ADI and
initially flashes for 10 seconds. It then remains steady in a constant
reverse video format until the condition is no longer detected.
Caution Advisory Warning Advisory

REV 2 Oct 2006 5-31
When EGPWS data is invalid, the annunciator is removed or does not

appear.
Windshear Annunciators -- Windshear visual messages are

displayed on the PFD to accompany aural messages generated by the
EGPWS for windshear conditions. The annunciator initially flashes for
10 seconds then remains steady in a constant reverse video format until
the condition is no longer detected.

Windshear Declutter -- When the flight director Windshear Guidance
Mode is active, the items that follow are not displayed on the PFD:
D MIN annunciator
D Speed error pointer
D Flight path reference line
D Flight path reference readout
D Overspeed FMA annunciator.
NOTE: The WSHEAR annunciator is only displayed when windshear

capability is installed.
Marker Beacons -- The boxed flashing (normal/reverse video) marker

beacon annunciator is displayed
inside the upper right corner of the
attitude sphere. Each marker
beacon annunciator is displayed in
the same location when they are
active. The three marker beacons
are listed in Table 5--10.

5-32 REV 2 Oct 2006
Table 5--10
Marker Beacon Annunciators
Annunciator Marker Color

O Outer Cyan
M Middle Yellow
I Inner White
ADI Source Annunciators

Attitude Source Annunciator -- The attitude reference source is not
annunciated when it is the
normal on--side source for that
PFD. The reversion panel is
used to change the source, so
both pilots are using the same
attitude source. When this
occurs, the respective IRS1
or IRS2 annunciator is
displayed in amber on both
PFDs. When IRS1 or IRS2 is
selected as the attitude
source for both PFDs, then
IRS1 or IRS2 is displayed
in the upper left of the attitude
sphere.
Air Data Source Annunciator -- The air data source is not annunciated
when it is the normal on--side
source for that PFD. When
the reversion panel is used to
change the source, the air
data source annunciator
ADS1 , ADS2 , or ADS3
is displayed in amber on both
PFDs. The annunciator is
also displayed if the air data
source is autoselected on
failure of an ADC system.
These conditions inicate that
a system other than the
on--side system is driving the
data, or that both sides are
using the same source.

REV 2 Oct 2006 5-33
ADI Traffic Alert and Collision Avoidance System

(TCAS) Displays
A TCAS resolution advisory (RA) is a command to the crew
recommending a maneuver to increase vertical separation relative to
an intruding aircraft. These commands are displayed on the ADI
sphere. Two types of RA are used; a preventive RA and a corrective
RA.
TCAS Avoidance Zones -- The preventive RA consists of one or two

red trapezoid avoidance zones .
The crew should not fly in the red
avoidance zone .
Fly--to Zone -- A corrective RA adds a corrective green fly--to

zone . When the green
fly--to zone is shown, the aircraft
should be maneuvered in that
direction to avoid the threat.

5-34 REV 2 Oct 2006
TCAS RA threats are above, below,

or both. Two avoidance zones and two
fly--to zones can be displayed. In this
case, fly to the green fly--to zone to
minimize the threats and avoid the red
avoidance zones .
The zones are associated with resolution advisories generated by the

TCAS system and are intended as commands to the crew. The TCAS
system ADI display uses vertical separation to increase aircraft safety.
TCAS Annunciator -- The TCAS display has an annunciator at the

bottom left of the ADI sphere. The
annunciators are listed in Table 5--11.
Table 5--11
TCAS Annunciators
Annunciator Description
TCAS OFF TCAS is OFF.
TCAS FAIL TCAS system failed.
TCAS TEST TCAS is in test mode.
TA ONLY TCAS is in TA only mode.
TCAS TCAS resolution advisory failure

RA FAIL

REV 2 Oct 2006 5-35
AIRSPEED DISPLAY AND ANNUNCIATORS

The paragraphs that follow describe the airspeed displays and
annunciators used at the upper left of the PFD. Figure 5--11 shows a
basic airspeed display and includes:
D Selected airspeed readout
D Selected airspeed bug
D Selected Mach display
D Indicated airspeed analog tape
D Airspeed trend vector
D Airspeed rolling digits display
D Other annunciators.
Figure 5--11
Airspeed Display

5-36 REV 2 Oct 2006
Airspeed Displays
Selected Indicated Airspeed (IAS) Digital Readout and Bug -- The
selected IAS digital readout is displayed above the
airspeed tape. The corresponding airspeed bug is
displayed along the right edge of the airspeed tape.
The selected airspeed digital readout and bug are
both magenta for FMS mode or cyan for MAN
(manual) mode.
The FMS / MAN switch of the speed knob control

on the guidance panel selects manual or automatic
modes. In AUTO mode the FMS sets the selected
speed readout and bug. In MAN mode the selected
airspeed is set using the guidance panel SPEED
knob.
NOTES: 1. When switching from FMS to MAN, the selected

airspeed matches the previous FMS target (if valid).
2. When switching from MAN to FMS, the selected
airspeed is displayed as magenta dashes ( ------ ).
This occurs when a valid FMS speed is not available.
3. When the selected airspeed value is outside the

current airspeed tape range, the selected airspeed
bug stops at the limit on the applicable end of the
airspeed tape.
4. On ground power--up, the selected airspeed readout
is displayed as cyan dashes ( ------ ). On the first click
of the SPEED knob in either direction, the display
becomes 100 knots. On in air power--up, the selected
airspeed readout displays the last selected airspeed.
5. When the selected airspeed value is invalid or outside
the maximum displayable range, the selected
airspeed readout is replaced with amber dashes
( ------ ). The bug is then removed.
FMS VNAV Airspeed Bug -- The magenta bug is displayed at the

FMS airspeed target when an FMS VNAV mode is valid. It moves along
the right side of the airspeed tape. The VNAV airspeed bug is displayed
in the flight director vertical capture modes as follows:
D VFLCH (VNAV flight level change)

REV 2 Oct 2006 5-37
D VASEL (VNAV altitude select)
D VALT (vertical altitude hold)
D VPTH (vertical path).
The VNAV airspeed bug stops at the applicable end of the airspeed tape
when it is off scale. At this position, one half of the bug remains on the
tape to indicate the direction of the bug.
This example shows a manual mode (cyan)

selected airspeed .
When the selected airspeed value is outside the

current airspeed tape range, the selected airspeed
bug stops at the limit of the applicable end of the
airspeed tape. Half of the bug is out of view. This
indicates that the bug is set and is above or below the
current displayed speed tape.
When the selected airspeed value is invalid or outside

the maximum displayable range, the selected
airspeed readout is replaced with amber dashes
( ------ ). The bug is then removed.

5-38 REV 2 Oct 2006
Selected Mach Airspeed Digital Display -- The selected target Mach

airspeed value replaces the selected ISA airspeed
displayed above the airspeed tape, and the selected
bug is displayed on the speed tape. The color coding
for Mach is the same as for IAS.
The bug stops at the top or bottom end of the tape in

the same way as with the selected air speed. This
indicates that the bug is set above or below the current
speed display area.
The SPEED knob on the GP is used to set the

selected Mach speed when the PUSH CAS--MACH
button is set to MACH and the FMS -- MAN switch
is set to MAN .
When the selected Mach is invalid or outside the

maximum displayable range, the Mach readout is
replaced with amber dashes ( ------ ). The bug is then
removed.
Mach Airspeed Digital Display -- A Mach digital display of the current

airspeed is displayed below the airspeed tape
followed by an M label. The color of the Mach digits
follow the color of the airspeed digits. The Mach
airspeed readout is displayed to a resolution of 0.001
Mach.
The Mach readout is displayed when speed is greater than 0.450 Mach
and remains displayed until the aircraft speed falls below 0.400 Mach.
When Mach status is invalid, the digital readout is

replaced with amber dashes ( -- -- -- ). When
airspeed status is invalid, the digital display and label
are removed.

REV 2 Oct 2006 5-39
Indicated Airspeed (IAS) Analog Tape -- The indicated airspeed tape

is a moving scale display with an airspeed reference
line and calibrated airspeed marks. It has a range of
30 to 942 knots. The scale displays ±42 knots from
the vertical center (airspeed reference line) of the
tape. The scale moves down for increasing airspeed
and up for decreasing airspeed. The airspeed
reference line extends from the middle of the airspeed
rolling digits window. The reference line acts as the
zero point for the airspeed trend vector.
The white scale tick markings on the tape are in

10--knot increments beginning at 30 knots to the top
of the tape. The tick marks are labeled every 10 knots
from 30 to 200 knots. For airspeeds greater than 200
knots, the tick marks are labeled every 20 knots. Tick
marks and labels are not shown below 30 knots. This
area is reserved to preview the takeoff and landing
bug speeds.
When the air data computer (ADC) has failed or

airspeed data is invalid, the airspeed tape is replaced
by a red X .

5-40 REV 2 Oct 2006
Airspeed Trend Vector -- The white airspeed trend vector bar

represents the airspeed in 10 seconds if the current
acceleration/deceleration trend is maintained. The
airspeed trend vector bar is positioned along the right
side of the airspeed tape and extends up or down from
the airspeed reference line. A trend vector above the
reference line indicates acceleration, and a trend
vector below the reference line indicates deceleration.
Maximum vector length is the top or bottom edge of the
airspeed tape. The minimum display is two knots.
When the indicated airspeed or true airspeed (TAS) data is invalid, the
airspeed trend vector bar is removed.
Airspeed Rolling Digits Display -- A rolling digits display that

reflects the current calibrated airspeed (CAS) is
displayed in a window in the vertical middle of the
airspeed tape. The digits are usually green. The digits
roll down for increasing speeds and up for decreasing
speeds.
The airspeed rolling digits turn amber under three

conditions:
D The airspeed trend vector is equal to or greater

than the aircraft’s current overspeed value (current
VMO + 1 knot, or MMO + 0.005 M).
D The airspeed trend vector is equal to or smaller

than the aircraft current low speed trend value (1.0
VSHAKER -- 1.0 knot).
D The airspeed is equal to or smaller than 1.2 Vs1g

(stall speed), but greater than 1.0 VSHAKER. There is a visual indication
when the white trend vector overlaps the red and white
barber pole , as shown. There is also a visual indication when the
rolling digits display is in the amber region of the speed awareness
bar.

REV 2 Oct 2006 5-41
When the current airspeed is equal to or exceeds VMO

(the red and white barber pole ), the rolling digits
change to red reverse video.
When the aircraft is in a low--speed condition (that is,

equal to or smaller than 1.0 VSHAKER). The
rolling digits turn to red reverse video. This is
indicated by the red low--speed awareness (LSA)
thermometer extending from the bottom of the
airspeed tape to the digital readout pointer.
At power--up, the airspeed rolling digits are not

displayed until the airspeed is equal to or greater than
30 knots. When the ADS status is invalid, the rolling
digits are removed.
VMO/MMO Overspeed Barber Pole -- The VMO/MMO overspeed barber

pole is a red and white striped barber pole . It is displayed along the
right side of the airspeed tape when approaching or operating in
overspeed conditions. It originates at the top--right side of the airspeed
tape and extends down indicating VMO/MMO overspeed range. The
VMO/MMO barber pole is displayed to a resolution of 1 knot.
A narrow version of the pole is displayed at 40 knots above current

airspeed. The vertical portion of the barber pole moves with the
airspeed tape. The pole widens when it exceeds VMO/MMO. When the
airspeed falls to the current barber pole value minus1 knot/.0025 M, the
normal display returns. When maximum operating airspeed status is
invalid, the overspeed bar is removed or does not appear.

5-42 REV 2 Oct 2006
< VMO VMO + Trend >VMO Invalid VMO
VMO/MMO speed is a function of placard speeds that are

configuration--dependent, maximum--limit airspeeds. Each flap/slat
configuration and landing gear (LG) extension/retraction has a speed
limit placard and is displayed through the VMO/MMO barber pole.
The bottom of the barber pole is positioned at the placard speed for the
current aircraft configuration. When a new configuration is selected, the
bottom of the VMO/MMO barber pole is repositioned to the new placard.
The bottom of the barber pole is positioned on the airspeed tape at the
lowest valid value that currently exists. All valid inputs (that is, VMO, MMO
converted to airspeed, and the currently active flap/slat/LG limits) are
compared, and the lowest value is used to position the barber pole.
The VMO/MMO barber pole reverts to a speed equivalent to the placard

speed of flap position 0 if the conditions that follow exist:
D Loss of valid VMO or MMO
D Loss of flap/slat position
D Position disagreement
D Landing gear is retracted.
If the conditions do not exist, the barber pole displays the landing gear
placard speed.
In the Manual Speed Select mode, the top portion of the speed select
bug is located under the barber pole (not displayed). The lower portion
of the speed select bug remains in view. The middle of the bug is set
to the maximum speed (limit speed) if commanded manually or
automatically.
In FMS mode, the speed select bug is located over the barber pole
(displayed). The lower portion of the speed select bug remains in view.

REV 2 Oct 2006 5-43
Low--Speed Awareness (LSA) Thermometer -- A low--speed

awareness thermometer is displayed along the lower
right inside of the airspeed tape. The thermometer
position is based on airspeed, aircraft configuration,
and angle--of--attack. The thermometer rises from the
bottom of the tape to the calculated stall or stick shaker
speed and has two colored ranges.
The amber thermometer range is from VSHAKER

speed to 1.0 VSTALL. The top of the amber range stall
warning system shakes the control yokes to warn of a
potential stall. An audible alarm is also given.
When the amber section of the thermometer

reaches the rolling digits readout, the rolling digits
change to amber.
The STALL occurs at the top of the red range . The

red STALL range is when airspeed is less than or equal
to VSHAKER to the bottom of the airspeed tape.
When the top of the red thermometer reaches or

passes the pointer, the rolling digits change to red
reverse video.
When the indicated airspeed, angle--of--attack, or stall

warning detection data is invalid, the thermometer is
removed.
VSPEED Bugs
The VSPEED display consists of a digital VSPEED readout, bugs, and

corresponding labels. There are four VSPEEDS that are displayed prior to
takeoff and four VSPEEDS that are displayed prior to landing. If VSPEED is
not entered or valid, or if it is deselected, no VSPEED symbol or bug is
displayed on the airspeed tape.

5-44 REV 2 Oct 2006
Preview Mode -- The pilot enters VSPEED through the multifunction

control display unit (MCDU). The pilot can also
deselect VSPEEDS on the MCDU. When the aircraft is
below 30 knots groundspeed, the display is in preview
mode. The preview mode is displayed in the lower
portion of the airspeed tape. The flight crew enters
takeoff VSPEEDS when the aircraft is on the ground. The
readout for each VSPEED is displayed at the bottom of the
airspeed tape in the preview area.
The preview area is displayed when the aircraft is on

the ground or the current airspeed is less than 30 knots
(minimum speed bug value).
The VSPEED bugs are listed in Table 5--12.
Table 5--12
VSPEED Bugs
Label Color VSPEED Definition
¬1 Magenta V1 Takeoff decision speed
¬R Cyan VR Takeoff rotation speed
¬2 White V2 Takeoff safety speed
¬FS Green VFS Final segment speed
¬AP Cyan VAP Approach speed
¬RF White VREF Reference speed
¬AC Magenta VAC Approach climb speed
NOTE: V1 is set equal to or less than VR.

VR is set equal to or less than V2.

REV 2 Oct 2006 5-45
When no valid VSPEED data is available and the aircraft

is on the ground, cyan dashes ( -- -- -- ) are displayed.
They appear next to the corresponding takeoff VSPEED
symbol/bug in the preview area of the airspeed tape.
When on the ground, the flight crew can enter the

VSPEED values. Also, the takeoff VSPEEDS are displayed in
the preview area of the airspeed tape, replacing the
dashes.
Takeoff VSPEED Bugs -- During the takeoff roll, above 30 knots

groundspeed (normal operations), the preview
mode digital readouts are removed. The bugs and
labels are displayed at the applicable positions
along the outside right edge of the airspeed tape.
When a VSPEED value is more than the currently

displayed range of the airspeed tape, the VSPEED
readout and bug are not shown. When that portion
of the tape rolls into view, the readout and bug
come into view again.
The VSPEED bugs and labels travel along the right

side of the airspeed tape and go out of view past
the ends of the viewable tape. The takeoff bugs are
removed from the airspeed tape when they go
below the bottom.
When each takeoff VSPEED rolls completely out of

view on the bottom of the airspeed tape, it
becomes inactive (that is, it will not be displayed
again on the airspeed tape). It stays inactive for the
duration of that in--air cycle.
Landing VSPEEDS and takeoff VSPEEDS are both exclusive. If conditions

become valid that enable the display of landing VSPEEDS while any takeoff
VSPEEDS are still displayed, the takeoff VSPEEDS are removed from the
airspeed tape for the duration of that in--air cycle.
NOTE: The VSPEEDS and bugs are removed from the display during an
excessive attitude declutter condition.

5-46 REV 2 Oct 2006
Landing VSPEED Bugs -- Landing VSPEED bugs are displayed when the
FMS is in landing mode, when the gear is
lowered after having been up, or when airspeed
has been above 230 knots and becomes
190 knots or less.
Approach bugs are shown along the right edge

and are removed once on the ground.
The landing VSPEEDS and bug remain enabled

and come into view when the applicable portion
of the airspeed tape comes into view until the
aircraft is on ground for 10 seconds or more. At
that time, landing VSPEEDS are disabled from
display on the airspeed tape until the next in--air
cycle. Also, takeoff VSPEEDS and bugs are
enabled.
The landing VSPEEDS are also enabled if the flight

crew commands the landing gear up and after
any time they command the landing gear down.
It is interpreted as a positive intention to land.
Ten seconds after touchdown, the takeoff VSPEEDS are re--enabled.
Ideal Flap Extension and Flap Retraction

Speed Bugs -- The ideal flap extension speed
symbol consists of a green bug (dot) ( F )
located along the right edge of the airspeed tape.
The flap retraction (VF) speed bug consists of a

magenta bug ( ¬ F ) located along the right
edge of the airspeed tape.
When calibrated airspeed data is invalid, the flap

bugs are removed.

REV 2 Oct 2006 5-47
ALTITUDE DISPLAY AND ANNUNCIATORS
Altitude Display
The altitude display, shown in Figure 5--12, includes:
D Selected altitude readout and bug

D Metric selected altitude
D Altitude tape
D Altitude rolling digits
D Metric altitude
D Trend vector
D VNAV target altitudes and bug
D Barometric setting
D Radio altitude awareness.
Figure 5--12
Altitude Display

5-48 REV 2 Oct 2006
Selected Altitude Digital Readout and Bug -- This readout is

displayed in cyan at the top of the altitude scale in
feet and metric units. The readout is up to five digits
displayed in the format XXXxx with a minimum of
three digits shown. Leading zeros are used when
necessary.
Selected altitude is displayed as a flight level (FL)

( for example, FL200 ) when STD has been
selected as the BARO correction. The flight level is
displayed in the format FLXXX, using leading zeros
if necessary.
In manual mode, the selected altitude is set using the ALT SEL knob
on the guidance panel. In auto mode, it is set by the FMS.
The selected altitude bug moves along the left side of the altitude tape.
The bug position corresponds to the altitude value set in the altitude
alert select digital display. The bug is always the same color ( cyan
bug or amber bug ) and has the same flashing characteristics as the
selected altitude digital readout. When the selected altitude is off of the
displayed range, half of the bug remains on the top or bottom of the
scale to indicate the direction to the selected altitude. The selected
altitude bug is removed from display when a selected altitude value is
not displayed.
The altitude alert operating region is between 1000 and 200 feet from
the preselected altitude. When approaching the preselected altitude,
the digital readout (initially flashes reverse video for five seconds
then remains steady amber) and bug turn amber and a momentary
audio alert sounds when the aircraft is within 1000 feet of that altitude.
Once the aircraft is within 180 feet of the preselected altitude, the
digital readout and bug turn back to cyan. After altitude capture,
if the aircraft departs more than 200 feet from the selected altitude, the
digital readout and bug turn amber and the audio alert is sounded.
On ground power--up, the selected altitude readout consists of cyan

dashes ( ---------- ). On the first knob click, the readout displays the
value derived by rounding the current altitude rolling digits readout to
the next higher 100 foot value. If no value for the digits is displayed, the
selected altitude displays zero with the first knob click.
On in--air power--up, the selected altitude readout displays the last set
value.

REV 2 Oct 2006 5-49
Two rates of adjustment exist for the selected altitude value

increments/decrements:
D The slow rate increases or decreases the selected altitude by

100 feet for each knob click.
D The fast rate increases or decreases the selected altitude by

Clockwise rotation increases the selected altitude value, and

counterclockwise rotation decreases the value. The selected altitude is
displayable from 0 to 41,000 feet. The readout is rounded to a resolution
of 100 feet. When the current selected altitude value reaches the
maximum or minimum, the readout remains at the maximum or
minimum with no indication that the limit is reached.
When the selected altitude data is invalid or outside the displayable

range, the readout is replaced with five amber dashes ( ---------- ).
NOTE: The selected altitude digital readout and bug are removed
from the display during an excessive attitude declutter
condition.
Metric Selected Altitude Readout -- The metric selected altitude

readout is shown in meters in a cutout box above the
English selected altitude readout.
The readout is followed by an M label located

directly to the right of the digits.
The metric selected altitude readout cutout box is

alternately displayed or removed from display on
both PFDs. It is a function of the PUSH FTM
switch that is integral to the ALT SEL knob on the
guidance panel.
The metric selected altitude readout consists of five digits displayed in

the format XXXXX without leading zeros. The metric selected altitude
readout digits always have the same color and flashing characteristics
as the selected altitude readout ( cyan readout or amber readout ).
When the metric selected altitude readout cutout box is displayed, the
metric selected altitude consists of the metric value that corresponds
to the current English value of the selected altitude. The metric selected
altitude has range of 0 to 12,500 meters and is rounded to a resolution
of 50 meters.
The metric selected altitude is shown as dashes when the selected

altitude is shown as dashes. The metric selected altitude value is not
displayed when the selected altitude value is not displayed.

5-50 REV 2 Oct 2006
When the metric selected altitude readout data is invalid or outside the
displayable range, the readout is replaced with five amber dashes
( ---------- ).
Barometric Altitude Analog Tape -- The barometric altitude tape is a

moving scale displayed under a fixed pointer reference
line. The background is gray with white markings
and numbers . The scale moves behind the feet and
metric rolling digits displays. The scale displays
±550 feet from the center of the tape. There are white
tick marks at 100--foot increments, except at the white
chevrons that are shown at the 500--foot increments.
Double chevrons are displayed at 1000 foot
increments. The altitude is identified at each chevron
in white digits .
The altitude reference line extends left from the altitude

rolling digits window to the airspeed window. The
reference line also acts as the zero point for the altitude
trend vector.
When barometric altitude status or BARO correction

data is invalid, the altitude data is removed, and a red
X is placed over the entire altitude tape area.

REV 2 Oct 2006 5-51
Altitude Rolling Digits Display -- The barometric altitude rolling digits

display the actual altitude rolled to a resolution of one
foot, but labeled every 20 feet. The digits are green
on a black background. For negative altitudes, a
minus sign is displayed in the place of the thousands
digit. A minimum of three digits are displayed with
leading zeros when required. The ten--thousands, thousands, and
hundreds digits are taller in the display to more easily distinguish
hundreds of feet or flight levels. The rolling digits roll down for increasing
values and roll up for decreasing values.
For altitudes above zero but less than 10,000 feet, a

green/black hashed box symbol replaces the
ten--thousands digit to emphasize low--altitude
awareness.
When barometric altitude status or BARO correction data is invalid, the

rolling digits are removed. Also, when the altitude value is outside of the
displayable range (<--2,000 ft or >60,000 ft), the rolling digits are
removed from the display.
Metric Altitude Display -- The metric altitude readout is alternately

displayed or removed from display on both PFDs as a
function of the PUSH FTM switch that is integral to the
ALT SEL knob on the guidance panel. The current
altitude in meters is displayed in a small
gray--bordered box above the altitude rolling digit
display. An M follows the digits to indicate meters. If
the left--most digit is a zero, a green/black
hashed box symbol place holder is displayed. The
metric altitude readout is displayed to a resolution of 5
meters.
When barometric altitude status or BARO correction data is invalid, the

metric display is removed.

5-52 REV 2 Oct 2006
Altitude Trend Vector -- The altitude trend vector is a white

thermometer that starts at the altitude
reference line and extends to the altitude
that the aircraft will be at in 6 seconds, based
on the current vertical speed.
The trend vector has the same scale factor

as the altitude tape and can go to the top or
bottom of the altitude tape.
The trend vector stops at the respective end

of the altitude tape. There is no indication
that the limit is reached if the current value
for the altitude trend vector goes outside the
currently displayed range of altitude tape.
The altitude trend vector is removed from the

display when the air data indicates a trend
vector of less than 20 feet, when the altitude
tape is not displayed, or when the trend
vector data is invalid.
VNAV Altitude Waypoint Constraint Readout -- The VNAV altitude

waypoint constraint readout is
displayed when FMS is the primary NAV
source. It is shown in a cutout box located
in the upper right region of the attitude
window. The VNAV altitude waypoint
constraint readout is displayed in feet or
flight level, as reported by the FMS.
The VNAV altitude indication is used to

inform the pilot of an active waypoint
constraint altitude that will be automatically
honored by the FMS prior to arrival at the
preselected altitude. The VNAV altitude waypoint constraint readout
displays the lower value constraint (Constraint 1), as reported by the
FMS.
When the VNAV altitude waypoint constraint is

reported as temperature compensated by the FMS,
the constraint readout is displayed in reverse video.

REV 2 Oct 2006 5-53
The VNAV altitude waypoint constraint has up to five digits displayed

in feet (in the format XXXXX), or up to three digits in flight level (as
FLXXX) using leading zeros if necessary. The format type is
determined by the FMS. The constraint readout is rounded to a
resolution of 1 foot when displayed in feet. The constraint readout is
rounded to a resolution of 100 feet when displayed in flight level.
The display method for VNAV altitude waypoint constraint readout

depends on the VNAV altitude constraint type and phase of flight, as
listed in Table 5--13.
Table 5--13
VNAV Altitude Waypoint Constraint Display Method
Constraint Type and

Phase of Flight Display Method
AT XXXXX over--scored and under--scored

AT or ABOVE XXXXX under--scored
AT or BELOW XXXXX over--scored
WINDOW in Climb XXXXX over--scored
WINDOW in Descent XXXXX under--scored
When VNAV altitude waypoint constraint data is invalid

or outside the displayable range, the readout digits are
replaced with five amber dashes ( -- -- -- -- -- ).
VNAV Target Altitude Bug -- The VNAV target altitude bug, a magenta
hollow rectangular bug , is displayed
when a VNAV target altitude is valid and the
FMS is the primary NAV source.
The target altitude bug is positioned at the

VNAV target altitude value on the left side
of the altitude tape. It is the same shape as
the selected altitude bug. The VNAV target
altitude bug is displayed on top of the
selected altitude bug when they begin to
overlap or are located at the same position.

5-54 REV 2 Oct 2006
When the VNAV target altitude is beyond the displayable range of the
altitude tape, the VNAV target altitude bug parks at the applicable end
of the tape, and half of the bug remains in view.
When VNAV data is invalid, the bug is removed.
BARO (Barometric) Altimeter Setting -- The BARO set window is

located directly below the altitude tape. The
digits are cyan, and the label ( IN or HPA ) is
gray. The pilot can set the BARO correction in
English units of inches of mercury (inHg) or metric
units of hectopascals (hPa).The value is adjusted
with the PFD control BARO SET knob on the
guidance panel.
When the PUSH STD button on the guidance

panel controller is pushed, the altimeter setting
window changes to STD , and the barometric
correction is set to 29.92 in Hg or 1013 hPa.
When the BARO set correction status is invalid, the

digits are replaced with amber dashes ( -- -- -- -- ).
When the barometric altitude data is invalid, the
BARO set display is removed.

REV 2 Oct 2006 5-55
Radio Altitude
The radio altitude displays, shown in Figure 5--13, include the following:
D Radio altitude readout

D Radio altitude low altitude awareness display
D Selected minimum RA/BARO altitude readout
D Minimum altitude annunciator
D BARO minimum altitude bug.
Figure 5--13
Radio Altitude Displays
Radio Altitude Readout -- Radio altitude readout is displayed in a

black box with green digits in the lower right of the attitude sphere.
The radio altitude consists of up to four digits in the format of XXXX with
no leading zeros. Radio altitude is only displayed when the radio altitude
is valid and less than 2500 feet. When the aircraft climbs through
2560 feet, the display is removed.
The range of the radio altimeter system is --20 to 2500 feet with
resolution of 5 feet below 200 feet, 10 feet for 200--1500 feet, and 50 feet
above 1500 feet.
In single radio altitude installations, when a data miscompare (an

RA difference between left and right PFD) or a no--computed data state
occurs, the radio altitude and the box are removed from both PFDs. If
the system fails, the radio altitude data is removed from the displays,
and a corresponding CAS message is generated to identify the failed
system.

5-56 REV 2 Oct 2006
In dual radio altimeter installations and the absence of failures,

RALT 1 is displayed on PFD 1, and RALT 2 is
displayed on PFD 2. When one radio altimeter is
invalid, the system automatically selects the other
radio altimeter. The radio altitude
digital displays on both PFDs turn amber, and a
corresponding CAS message is posted for the
non--valid radio altitude system.
In dual installations, when a miscompare occurs

between system 1 and 2, an RA source data
miscompare annunciator ( RA ) is displayed
above the digital readout box.
In dual installations, when the radio altitude is

invalid in both RA systems, the radio altitude
readout is removed and replaced with a boxed
--RA-- annunciator. A corresponding CAS
message is posted, indicating both radio altitude
systems have failed.
Radio Altitude Low Altitude Awareness Display -- The RA low

altitude awareness indicates the ground
proximity on the altitude tape. Low altitude
awareness is displayed as a brown
(ground) shading that replaces the gray on
the lower portion of the altitude tape. There
is an amber dividing bar between the
brown area and the remainder of the
altitude tape. RA low altitude awareness is
displayed when the altitude is below
550 feet AGL. The brown area increases
linearly for altitudes from 550 to 0 feet, until
the shaded area covers the altitude tape to the horizon line where the
RA altitude equals zero.
When the radio altitude data is invalid (both invalid in a dual installation),
the brown background changes back to gray, and the amber line is
removed.

REV 2 Oct 2006 5-57
Selected Minimum Radio Altitude (RA) Altitude Readout -- The

selected minimum radio altitude readout is located
in the lower right corner of the attitude sphere. The
format of the decision height (DH) digital readout is
XXX in cyan. The range of the RA readout value
is from 0 to 990 feet. Leading zeros are not
displayed.
On power--up on the ground, the minimum altitude is not displayed. On

in--air power--up, the last set display state (that is, RA, BARO, or none)
with the respective RA or BARO value is displayed.
D After initial system power--up, or after RA minimum has been turned

OFF by the pilot, the RA minimum value initializes to 200.
D After initial system power--up, or after BARO minimum has been

turned OFF by the pilot, the RA minimum value initializes to 2000.
D When BARO minimum is selected while an RA minimum value is

displayed and RA minimum is reselected, the RA minimum value
initializes to the last set RA minimum value.
D When RA minimum is selected while a BARO minimum value is

displayed and BARO minimum is reselected, the BARO minimum
value initializes to the last set BARO minimum value.
The altitude value is set using the MINIMUMS rotary knob on the PFD
controller section of the guidance panel when RA (radio altitude) is
selected on the MINIMUMS RA / BARO select switch.
The resolution of the RA minimum altitude is 5 feet for 0 -- 200 feet and
10 feet for greater than 200 to 990 feet.
When the RA minimum is not in view and the RA / BARO skirted

switch is in the RA position, the RA minimum cutout box and range
are active when the MINIMUMS knob is rotated one click in either
direction with the initialization value in view.
Two rates of adjustment exist for the RA minimum value

D The slow rate increases or decreases the RA minimum value by one

current minimum resolution increment for each knob click.
D The fast rate increases or decreases the RA minimum value by 10

current minimum resolution increment for each knob click.

5-58 REV 2 Oct 2006
When the current RA minimum value reaches zero,

additional counterclockwise clicks cause the value
to display OFF . While OFF is in view, a single
clockwise click causes zero to be displayed
regardless of the number of counterclockwise
clicks that occurred while OFF was displayed. If OFF is left in view
for 5 seconds (that is, a RA minimum of zero or more is not selected),
the display RA minimum cutout box and readout are removed from
view.
When the current RA minimum value reaches 990, additional clockwise

clicks cause the value to display OFF . While OFF is in view, a single
counterclockwise click causes 990 to be displayed, regardless of the
number of clockwise clicks that occurred while OFF was displayed. If
OFF is left in view for 5 seconds (that is, a RA minimum of 990 or less
is not selected), the display RA minimum cutout box and readout are
removed from view.
During Flight Modes:
D When APPROACH 1 ONLY ( APPR 1 ONLY ) is displayed in

amber in the flight mode annunciator (FMA) armed status field, the
decision height (DH) on both PFDs flashes in amber reverse
video for 5 seconds, and then displays steady in amber.

amber in the FMA armed status field, the decision height on both
PFDs flashes in amber reverse video for 5 seconds, and then
displays steady in amber.
D When NO AUTOLAND ( NO AUTOLAND ) is displayed in the

FMA armed status field, the decision height on both PFDs
flashes in amber reverse video for 5 seconds, and then displays
steady in amber.
When the minimum altitude readout data is invalid, the digital display
is removed.
NOTE: The minimum altitude readout is removed from the display

Minimum Altitude Annunciator -- When the actual radio or BARO

altitude decreases to within 50 feet of the DH or
minimum descent altitude (MDA) set value
respectively, an approach altitude alert annunciator
is displayed in the form of an amber lined empty
black box ( ) (armed mode) to the left of the radar
altitude display.

REV 2 Oct 2006 5-59
When the actual RA or BARO altitude is equal to or

less than the the approach minimum set value
(captured mode), a flashing amber reverse video
annunciator ( MIN / MIN ) is displayed in the box.
The MIN annunciator flashes reverse video for
5 seconds then remains steady.
The minimum altitude annunciator cutout box is removed from the

display when the RA/BARO altitude is greater than the selected
minimum altitude (+60 feet), when RA/BARO altitude is not displayed,
when RA/BARO minimum is not displayed, when the aircraft is on the
ground (WOW), or when RA or BARO minimum is selected as active.
Selected Minimum BARO Altitude Readout and Bug -- The selected

minimum BARO altitude readout is located
in the lower right corner of the attitude
sphere. The normally cyan bug, B (with a
horizontal L that sticks out from the left
edge of the altitude tape) marks the set
altitude. The format of the minimum descent
altitude (MDA) digital readout is XXXXX in
cyan. The range of the BARO readout value
is from 0 to 16,000 feet. Leading zeros are
not displayed.
The altitude value is set using the MINIMUMS rotary knob on the PFD
controller section of the guidance panel when BARO (barometric
altitude) is selected on the MINIMUMS RA / BARO select switch.
When the BARO minimum is not in view, and the RA / BARO skirted
switch is in the BARO position, the BARO select altitude cutout box
and range is active when the MINIMUMS knob is rotated one click in
either direction with the initialization value in view.
Two rates of adjustment exist for the BARO minimum value

D The slow rate increases or decreases the BARO minimum value by

D The fast rate increases or decreases the BARO minimum value by

Clockwise rotation increases the BARO minimum value, and

counterclockwise rotation decreases the value.

5-60 REV 2 Oct 2006
When the current BARO minimum value reaches

zero, additional counterclockwise clicks cause the
value to display OFF . While OFF is in view, a
single clockwise click causes zero to be displayed
regardless of the number of counterclockwise
clicks that occurred while OFF was displayed. If OFF is left in view
for 5 seconds (that is, a BARO minimum of zero or more is not
selected), the display BARO minimum cutout box and readout are
removed from view.
When the current BARO minimum value reaches 16,000, additional

clockwise clicks cause the value to display OFF . While OFF is in
view, a single counterclockwise click causes 16,000 to be displayed,
regardless of the number of clockwise clicks that occurred while OFF
was displayed. If OFF is left in view for 5 seconds (that is, a BARO
minimum of 16,000 or less is not selected), the display BARO minimum
cutout box and readout are removed from view.
The BARO minimum altitude

bug is usually a cyan label B with
a horizontal L that sticks out from
the left edge of the altitude tape.
The minimum altitude bug is
positioned by the minimum value
that is controlled by the
MINIMUMS knob on the guidance
panel and marks the set altitude. It
is not displayed if the aircraft is not
within ±550 feet of the current
altitude.
When barometric altitude is equal to or less than the approach

minimums set value, the bug ( B ) turns amber and the MIN altitude
annunciator is displayed in an amber box . The minimum altitude bug
flashes with the minimum altitude annunciator when the MIN
annunciator is in view.
The BARO minimum bug has priority over the altitude trend vector, and
its tail overwrites the selected altitude bug.
During Flight Modes:

amber in the flight mode annunciator (FMA) armed status field, the
minimum descent altitude on both PFDs flashes in amber
reverse video for 5 seconds, and then displays steady in amber.

REV 2 Oct 2006 5-61

amber in the FMA armed status field, the
minimum descent altitude on both PFDs flashes in amber
reverse video for 5 seconds, and then displays steady in amber.
D When NO AUTOLAND ( NO AUTOLAND ) is displayed in the

FMA armed status field, the minimum descent altitude on both
PFDs flashes in amber reverse video for 5 seconds, and then
displays steady in amber.
On takeoff, the MDA annunciator is inhibited. The display is removed

when the value is set to less than 10 feet.
When the minimum altitude readout data is invalid, the digital display
is removed and the B bug is removed.
NOTE: The minimum altitude readout is removed from the display


5-62 REV 2 Oct 2006
Vertical Speed (VS) Display

The vertical speed indicates altitude rate. Figure 5--14 shows the
vertical speed display. The vertical speed scale is displayed to the right
of the altitude tape and includes:
D Vertical speed scale (tape)

D Vertical speed readout
D Selected vertical speed and bug
D VSI/TCAS resolution advisory commands.
Figure 5--14
Vertical Speed Display

REV 2 Oct 2006 5-63
Vertical Speed Analog Scale -- The vertical speed scale is a fixed

white scale with moving green pointer . The scale ranges
from +4000 to --4000 feet per minute (FPM). From 0 to
±500 FPM, there is one white tick mark at every 100 FPM.
From ±1000 FPM to ±4000 FPM, there is one white
tick mark at every 1000 FPM. The scale is labeled at the
thousand FPM tick marks in white as 1 , 2 , and 4 . The
scale is expanded between +1000 to --1000 FPM.
The vertical speed reference line extends from the vertical

center of the display. The reference acts as the zero point for
the vertical speeds.
A green pointer indicates the vertical speed on the scale.

For vertical speeds in excess of ±4000 FPM, the pointer
stops at the end of the scale, and the digital display shows the
actual vertical speed up to ±9900 FPM.
When the vertical speed readout goes invalid, amber dashes are
displayed ( -- -- -- -- ) and the pointer is removed.
When pressure altitude data is invalid, the scale markings

and pointer are replaced with a red X .

5-64 REV 2 Oct 2006
Vertical Speed Readout -- The green vertical speed readout is in

the center of the vertical speed tape. It is only displayed
when the vertical speed (up or down) is greater than 550
FPM.
The digital display remains displayed until vertical speed

readout value falls between ±500 FPM.
The vertical speed readout is four digits in the format XXXX . Leading
zeros are not displayed. The vertical speed readout has a range of
±9900 FPM. The resolution for the vertical speed readout is 50 FPM for
vertical speeds less than 1000 FPM and 100 FPM for vertical speeds
equal to or greater than 1000 FPM.
For vertical speeds less than ±550 FPM, the digital readout
is not displayed.
At vertical speeds greater than ±9900 FPM, the display changes to

amber dashes ( -- -- -- -- ) and the pointer stops at the applicable scale
limit.
Also, when the pressure altitude data received is invalid or

when the altitude rate data is invalid, the vertical speed
readout value is removed from display and replaced by
amber dashes ( -- -- -- -- ).
NOTE: When a TCAS Resolution Advisory is active, the vertical

speed readout is removed.
Selected Vertical Speed Readout and Bug -- When vertical speed
(VS) is the active vertical flight director mode in the FMA and
a valid and within range selected vertical speed value exists,
the selected vertical speed readout and bug are
displayed.
The selected vertical speed cyan readout is displayed

above the vertical speed tape. The selected vertical speed is
manually entered by the flight crew using the guidance panel
VS wheel when the FGCS is in VS mode. The selected
vertical speed readout is four digits in the format XXXX with
a resolution of 100 FPM. Leading zeros are not displayed.
The selected vertical speed readout is limited to ±9900 FPM.

REV 2 Oct 2006 5-65
The cyan filled bug is displayed on the vertical speed scale and is
positioned at the selected vertical speed readout value. When the value
is outside of the vertical speed scale displayable range, the bug stops
at the applicable end of the vertical speed scale.
Cyan arrows ( Y / B ) above or below the display indicate that the

aircraft must climb or descend to attain the target vertical speed.
The selected vertical speed readout is controlled by the pitch wheel on

the guidance panel. Two rates of adjustment exist for the selected
vertical speed value increments/decrements:
D The slow rate increases or decreases the selected vertical speed by

100 FPM for each wheel click.
D The fast rate increases or decreases the selected vertical speed by

1000 FPM for each wheel click.
Rotation of the vertical speed knob gives the results the follow:
D Forward (towards the DN label on the guidance panel) rotation

decreases the selected vertical speed value.
D Backward (towards the UP label on the guidance panel) rotation

increases the selected vertical speed value.
When pressure altitude status is invalid, the selected vertical digital

display and bug are removed.
VSI TCAS Resolution Advisory Commands -- The vertical speed

indicator (VSI) is used to display TCAS resolution advisories. A
Resolution Advisory (RA) is a display indication given to the pilot
recommending or prohibiting a maneuver to prevent hazardously close
encounters with intruding aircraft. The RA consists of one or two red
bands and up to one green band located on the inside of the vertical
speed indicator. Resolution advisories are also displayed on the ADI.

5-66 REV 2 Oct 2006
The upper zone is a fly down avoidance area when red,

and it is a fly up area when green.
The center zone is a maintain zone when green and an

avoidance zone when red.
The lower zone is a fly up zone when red and a

fly down zone when green.
The Up Avoidance Zone when displayed, extends from the bottom of

the VSI up to the vertical speed corrective guidance provided from
TCAS.
D The Up Avoidance Zone is displayed when a down advisory

(descend corrective) is received and RA on the VSI is
activated by the aircraft personality module (APM)
configuration file.
The Down Avoidance Zone, when displayed, extends from the top of
the VSI down to the vertical speed corrective guidance provided from
TCAS.

REV 2 Oct 2006 5-67
D A Down Avoidance Zone is displayed when an up advisory (climb

corrective) is received.
When either single corrective is received, the Fly--To Zone is displayed

on the end of the Avoidance Zone symbol unless a preventive
command is indicated. If a preventive command is indicated, the Fly--To
Zone symbols are not shown.
When both a corrective and a preventive command are received at the

same time, the Fly--To Zone is displayed between the Avoidance
Zones. The Fly--To Zone symbol is compressed as the preventive and
corrective commands begin to merge. The Fly--To Zone is compressed
until a minimum Fly--To Zone height (500 FPM) remains. The minimum
Fly--To Zone height is no longer compressed to make sure that a flyable
command is displayed.
While a TCAS Resolution Advisory is active to aid in the pilot’s

compliance with the corrective and/or preventive command, the color
of the vertical speed pointer changes when the displayed vertical speed
is within an avoidance zone.
D The vertical speed pointer transitions from being displayed in

green to being displayed in red when the vertical speed used to
position the pointer is 50 FPM greater than the displayed down
advisory zone or 50 FPM less than the displayed up advisory zone.
D The vertical speed pointer transitions from being displayed in red

to being displayed in green when the vertical speed used to
position the pointer is 50 FPM less than the displayed down advisory
zone or 50 FPM greater than the displayed up advisory zone.
Resolution advisory commands are not displayed for an indicated

TCAS failure, stale data, invalid command data (or an invalid
combination of valid command data), a PFD TCAS Abnormal Mode
Annunciation other than TCAS Test (while in the air), or if vertical speed
is invalid.

5-68 REV 2 Oct 2006
Vertical and Lateral Deviation
The ILS vertical and lateral deviation indicators are shown in

Figure 5--15. The ILS and FMS deviation indicators are described in the
paragraphs that follow.
Figure 5--15
Vertical and Lateral Deviation Indicators
VERTICAL DEVIATION
Vertical Deviation Scale and Pointer -- The vertical deviation scale

is positioned vertically on the right side of the ADI. The vertical deviation
display consists of a rectangular centerpoint with two dots above and
below and a pointer indicating current vertical deviation. The pointer is
controlled by the selected primary navigation source (PNS).
The vertical deviation scale is displayed when:
D Localizer (LOC) is selected as the PNS.
D FMS is selected as the PNS, and the FMS commands the VNAV
vertical scale in view.

REV 2 Oct 2006 5-69
The vertical deviation display consists of a rectangular

centerpoint reference with two circles (dots) above
and two below the reference. The first dot above or
below the rectangle reference is 50 percent, and the
second dot above or below is 100 percent. The top and
bottom of the scale represent 125 percent vertical
deviation.
The color and shape of the arrow indicate the source

of the vertical deviation data. The ILS LOC deviation
pointer is a green trapezoid ( A ). The VNAV
(FMS) is magenta hollow diamond ( Z ). The scale and its markings
are identical regardless of the source (ILS or FMS). The scale and
markings are white.
When the deviation symbol is centered on the vertical

deviation scale, there is zero deviation. The scale is
divided into two linear portions with different scale
factors. One linear portion consists of the area from the
center square to each of the outer dots. The second
linear portion consists of the area past the outer dots
on each end of the scale.
The first and second dots represent the deflection as follows (in one
direction on the inner scale):
D The first dot represents 50% deflection.
D The second dot represents 100% deflection.
Deviation smoothly transitions to the second scale factor, which

extends from the outer edge of the outer dots to the outermost edge of
the scale. This is maximum deflection. Resolution of each linear portion
depends on the PNS that is active, as shown in Table 5--14.

5-70 REV 2 Oct 2006
Table 5--14
Vertical Deviation Range Table
FMS FMS
Pointer FMS En Terminal Approach
Deflection LOC PNS route PNS PNS PNS
Centered 0 0 0 0
One dot 0.0875 DDM 250 feet 250 feet 75 feet
Two dots 0.1750 DDM 500 feet 500 feet 150 feet
Maximum 0.3500 DDM 2000 feet 2000 feet 300 feet
deflection
If ILS data is invalid, the pointer and scale are

removed, and an amber X is placed over the
deviation scale.
When the vertical deviation scale is commanded into

view by the FMS and a valid deviation is not available,
the failure is indicated by replacing the vertical
deviation pointer with an amber X .
NOTE: The vertical deviation scale and pointer are removed from the
display during an excessive attitude declutter condition.
Excessive Vertical Deviation -- The excessive vertical deviation

display provides the pilot with an indication that the
aircraft has deviated excessively from the
Approach 2 vertical approach path. When excessive
deviation is detected, the scale markings and
pointer change to amber and the scale flashes (the
glideslope pointer does not flash).
NOTE: The excessive vertical deviation value is defined as one dot.
Excessive vertical deviation is enabled when all of the conditions that

follow are met for greater than 0.5 seconds and remains displayed for
a minimum of 5 seconds to prevent transient flashing to the pilot:

REV 2 Oct 2006 5-71
D Monitor warning declares APPR 2, AUTOLAND 1, or

AUTOLAND 2 are engaged.
D 700 ft. > Rad Alt ≥ RA MIN
D Rad Alt ≥100 feet.
LATERAL DEVIATION
ADI Lateral Deviation -- The ADI lateral deviation display is a scale that
has a rectangular center point and four dots. There are two to the left
of the reference symbol and two to the right. There are two different
pointers used to indicate current lateral deviation. There is an open
diamond shaped magenta pointer ( Z ), which is used for FMS
deviation and a triangular shaped green pointer ( Y ), which is used
for LOC. When both pointers are in view at the same time, such as
during PREV operation, the FMS pointer overwrites the LOC pointer
when both are at the same point on the scale. The ADI lateral deviation
display is located near the bottom of the ADI. The pointer of the ADI
lateral deviation display is controlled by the selected primary navigation
source.
Localizer Lateral Deviation Display -- Any time a localizer frequency

is tuned, the lateral deviation indicator is
displayed at the bottom of the ADI with a
triangular shaped green pointer ( Y ).
This is a raw--data indicator that amplifies
localizer lateral deviation data to center the aircraft on the localizer. The
green pointer indicates 1 degree for each dot. When the aircraft has
a heading of more than 92 degrees from the selected course, the
deviation pointer sensing is reversed.
FMS Lateral Deviation Display -- Any time FMS is selected as the

primary navigation source, the lateral
deviation indicator is displayed at the
bottom of the ADI with an open diamond
shaped magenta pointer ( Z ).
When FMS is the PNS and desired track is not within ±95 degrees of
the lubber line, the ADI lateral deviation scale is removed to prevent the
HSI lateral deviation from moving in the opposite direction of the ADI
lateral deviation.
For deviations in excess of maximum deflection, the ADI lateral

deviation indicator stops at the limit of the ADI lateral deviation scale in
the applicable direction.

5-72 REV 2 Oct 2006
When FMS is the PNS and preview mode

is active, a cyan preview pointer ( Y ) is
displayed with the FMS lateral deviation
pointer. When both pointers are in view at the same time and both are
at the same point on the scale, the FMS pointer overwrites the preview
pointer.
If a valid deviation is not available, the
failure is indicated by replacing the ADI
lateral deviation pointer with an amber
X.
Expanded Lateral Deviation -- The expanded lateral deviation display

is a horizontally positioned rectangular scale The expanded scale is
displayed in place of the ADI scale for Category 2 operations.
The expanded lateral deviation display
has a rectangular centerpoint with one
rectangle and one dot on each side of the
centerpoint. The LOC pointer indicates
current lateral deviation. The expanded lateral deviation display is
located below the ADI sphere. The expanded lateral deviation scale
and pointer are displayed when LOC is selected as the primary
navigation source and the FGCS declares APPR 2 or higher landing is
active.
For deviations in excess of maximum deflection, the expanded lateral
deviation indicator moves to the limit of the expanded lateral deviation
scale in the applicable direction and stops.
When a valid deviation is not available,
the expanded lateral deviation pointer is
removed and an amber X is displayed.
When the deviation symbol is centered on the vertical deviation scale

there is zero deviation. The scale is divided into two linear portions with
different scale factors. One linear portion consists of the area from the
center square to each of the outer dots. The second linear portion
consists of the area past the outer dots on each end of the scale.
The first and second dots represent the deflection as follows (in one
direction on the inner scale):
D The first dot represents 50% deflection.
D The second dot represents 100% deflection.
extends from the outer edge of the outer dots to the outermost edge of
the scale. This is maximum deflection.

REV 2 Oct 2006 5-73
The dot on the expanded lateral deviation display is equal to the

excessive LOC deviation value. Maximum deflection is equal to twice
the value of the excessive LOC deviation value.
Excessive Lateral Deviation -- The excessive lateral deviation display

supplies the pilot with an indication that the
aircraft has deviated excessively from the
Approach 2 lateral approach path. It is in
the same format and location as the
expanded lateral deviation. When excessive deviation is detected, the
scale markings and pointer change to amber, and the scale
flashes (the LOC pointer does not flash).
NOTE: Excessive LOC deviation value is defined as 25 microamps.

For localizer, 0.155 DDM (Difference in Depth of Modulation)
equals 150 microamps, which is two dots on the normal
(non--expanded) scale. The DDM--to--microamps
relationship is linear, and one dot is 75 microamps
(0.0775 DDM).
Excessive lateral deviation is enabled when all of the conditions that

follow are met for greater than 0.5 seconds and remains displayed for
a minimum of 5 seconds to prevent transient flashing to the pilot:
D Monitor warning declares APPR 2, AUTOLAND 1, or

AUTOLAND 2 are engaged.
D 700 ft. > Rad Alt ≥ RA MIN
D Rad Alt ≥50 feet.

5-74 REV 2 Oct 2006
HSI Lateral Deviation -- Lateral deviation information from the

currently selected PNS, is displayed
as the center bar inside the HSI in
the Full Compass view (shown in
Figure 5--15) and Arc view (shown
here). In the Full Compass and Arc
views, the lateral deviation bar is the
center portion of the selected course
pointer. A deviation scale is included
and consists of an aircraft symbol
and four dots . There are two to the
left of the aircraft symbol and two to
the right. Both the scale and the
deviation bar rotate with the selected
course/desired track.
The deviation symbol is centered on the aircraft symbol when there is

zero deviation. The scale is divided into two linear portions with different
scale factors:
D One linear portion goes from the aircraft symbol to the outer dots.
D The second linear portion is the area past the outer dots, on each
end of the scale.
The first and second dots represent the percent (%) deflection as
follows (in one direction on the inner scale):
D One dot out from center represents 50% deflection.
D Two dots out represents 100% deflection.

extends from the center of the second dot to the outermost edge of the
scale. This is the maximum deflection. Resolution of each linear portion
varies depending on the PNS that is active.
The lateral deviation scale displays zero to maximum deflection

deviation, as defined in Table 5--15.

REV 2 Oct 2006 5-75
Table 5--15
PFD HSI Lateral Deviation Range
FMS En FMS FMS

Pointer VOR LOC route Terminal Approach
Deflection PNS PNS PNS PNS PNS
Centered 0 0 0 0 0
One dot 5 0.0775 1.0 NM 0.5 NM 0.15 NM
degrees DDM
Two dots 10 0.1550 2.0 NM 1.0 NM 0.3 NM
degrees DDM
Maximum 20 0.3100 20.0 NM 4.0 NM 1.2 NM
deflection degrees DDM
For deviations in excess of the maximum deflection bar, the lateral

deviation bar stops at the limit of the lateral deviation scale in the
applicable direction.
When a valid deviation is not available from
the currently selected PNS, the lateral
deviation bar is replaced with an amber X .
In the Arc with Map view, which is only available when FMS is the PNS,
the lateral deviation is displayed in digital format under the aircraft
symbol at the bottom of the display, as shown in Figure 5--16. The
display consists of a digital readout and a label of L or R ,
indicating deviation to the right or left.
Figure 5--16
Lateral Deviation Display on PFD in Arc Mode With Map View

5-76 REV 2 Oct 2006
The lateral deviation digital readout consists of a digital readout

followed by the letter L or R , as applicable, when FMS is the PNS.
The L or R direction indicates the aircraft is to the left or right of the
flight plan ground track. R is also be displayed when the deviation is
zero ( 0.00 R ), serving as a nomenclature substitute. The range of
the digital readout is --99.9 NM to 99.9 NM with the resolution rounded
to 0.1 or 0.01 NM, depending on the numerical format.
When the deviation is greater than

99.9 or less than --99.9, the digital
readout stops at 99.9 and adds a
trailing plus sign (+) and the
applicable letter ( for example,
99.9 R + ).
When a valid deviation is not available from the

currently selected FMS PNS, the + and L or R
annunciators are removed, and the lateral deviation
readout is displayed as three amber dashes
( -- -- -- ).

REV 2 Oct 2006 5-77
PFD COMPARISON MONITORS

The comparison monitor annunciators, shown in Figure 5--17, are
located in various places on the ADI. When displayed, the comparison
monitor annunciators flash reverse video for the first five seconds, then
remain steady. Active messages are cleared when the miscompare
condition is resolved.
Figure 5--17
Comparison Monitor Annunciator Locations
The comparison is made when the pilot and copilot have different
sources selected for display. They are not active when the pilot and
copilot have the same source selected ( amber
source annunciator ).

5-78 REV 2 Oct 2006
Comparison Monitor Annunciator -- A monitor warning annunciates

when an unacceptable cross compare of any of the parameters that
follow are detected. Table 5--16 lists the comparison monitors and their
limits.
D Pitch
D Roll
D Attitude
D Heading
D BARO altitude
D Airspeed
D Localizer
D Glideslope
D Radar altitude
D Flight path angle
D EICAS
D Crew Alerting System (CAS).
Table 5--16
Monitor Annunciators
Annunciator Parameter Comparison Limits
PIT Attitude Pitch -- >5°

ROL Roll -- >6°
ATT ATT -- both monitors tripped
HDG Heading > 6°
Note: If the Pilot and Copilot’s heading modes are different (True
versus Magnetic), the output of the monitor is set false, inhibiting
the monitor.
ALT Altitude > 200 feet

REV 2 Oct 2006 5-79
Table 5--16 (cont)

IAS Airspeed > 5 knots
Note: If both the Pilot and Copilot’s displayed airspeed are below
100 knots, the output of the monitor is set false, inhibiting the
monitor.
LOC Localizer > 1/2 dot (> 40 mv)
Note: If the Pilot and Copilot’s primary navigation source is not

LOC, then the output of the monitor is set false, inhibiting the
monitor.
GS Glideslope > 2/3 dot (> 40 μA)
RA Radio Altitude > 10 ft (dual configuration only)
FPA Flight Path > 2°

Angle
EICAS CAS Graphics Test data monitor fail

annunciator for EICAS.
CAS MSG CAS CAS miscompare monitor is

performed continuously on all
valid sources of CAS data and
annunciate on each available
PFD if a miscompare between
these sources is detected.

5-80 REV 2 Oct 2006
Table 5--16 (cont)

Note: The CAS miscompare monitor verifies that both monitor

warning functions (MWF) are producing the same active text
messages. The monitor warning function calculates a checksum of
the active message level and text to be compared by the PFD
process. The monitor is debounced to make sure that each MWF
has time to generate a new message. When a difference is
detected, an amber message is displayed on the PFD indicating
that there is miscompare.
Miscompare occurs only if the CAS text checksums disagree for a

continous period of 7 seconds. Any agreement in checksum values
resets the debounce logic. Agreement resets the miscompare
immediately (that is, There is no off timer).
NOTE: When GPS mode is active, the FMS uses the blended GPS
position to update the FMS present position. The FMS uses
a position comparison test to determine which GPS position
inputs must be used to form the blended GPS position. The
FMS uses a priority scheme (each FMS uses the on--side
GPS) to choose a single GPS for position update if the two
GPS sensors are providing positions that differ by an amount
greater than the limits used in the position comparison test.
When GPS mode is active, GPS is displayed as the position
determination mode on the PROGRESS 1/3 page on the
MCDU.

REV 2 Oct 2006 5-81
HORIZONTAL SITUATION INDICATOR (HSI)

DISPLAYS AND ANNUNCIATORS
The heading display on the HSI for the PFD has three selectable
modes:
D Full Compass mode (Figure 5--18)
D Arc mode (Figures 5--19 and 5--20)
D Map mode (Figure 5--21).
The Full Compass, Arc, or Map mode is selected by pushing the HSI
button on the guidance panel.
Figure 5--18
HSI Full Compass Mode
On initialization, in--air or on--ground, the Full Compass mode is

displayed. The Full Compass mode gives a 360--degree compass view
with the aircraft centered in the compass scale. The Full Compass
mode contains the following:
D A full compass heading scale with fixed 45 degree tick marks
D An aircraft symbol
D A fixed lubber line
D A digital heading readout
D A selected heading readout and bug
D A heading source annunciator
D A drift angle bug
D A selected course (CRS)/desired track (DTK) readout and pointer
D A TO/FROM pointer.

5-82 REV 2 Oct 2006
Figure 5--19
HSI Arc Mode
The Arc mode gives 90 degrees of compass view with the aircraft at the
bottom of the compass scale. The Arc mode contains the following:
D An arc heading scale
D A selected heading readout, bug, and bug out--of--view arrow
D A drift angle bug
D A selected course (CRS)/desired track (DTK) readout and pointer
D A TO/FROM pointer.

REV 2 Oct 2006 5-83
Figure 5--20
HSI Arc Mode With Weather Enabled
Figure 5--21
HSI Map Mode With Weather Enabled
The Map mode gives 90 degrees of compass view with the aircraft at
the bottom of the compass scale. The Map mode contains the following:
D An arc heading scale

D A selected heading readout and bug
D A selected course (CRS)/desired track (DTK) readout.

5-84 REV 2 Oct 2006
Full Compass Heading Scale

Full Compass Display -- The full compass display is a 360° compass
rose. The cardinal headings are
labeled N , S , E , and W .
Headings at 30--degree
increments are labeled with
one--digit or two--digit degree
markings ( for example, 060° is
6 , 330° is 33 ).
The scale tick markings are in

5--degree increments long tick
marks are at 10--degree
increments and short ones are in
between.
Fixed 45--degree tick marks are

displayed at 45--degree intervals
along the circumference of the heading scale with respect to the lubber
line ( V ) to give directional reference.
The compass is centered around the reference aircraft symbol with the
scale rotated to align the current aircraft heading to the 12 o’clock
position.
Present heading is indicated by a fixed lubber line ( V ) at the top of

the heading scale with a digital heading readout directly above the
lubber line. The layout for the heading readout is three digits in the
format XXX , with leading zeroes as necessary. Heading readout has
a range from 1 degree to 360 degrees with a resolution of 1 degree. The
current aircraft heading is provided by the selected IRS and is in
reference to magnetic heading or true heading, as selected.
When heading data is invalid, the

full compass heading scale is
rotated to align with a major tick
mark. The compass digits and
cardinal labels are removed, and
the course deviation indicator
(CDI) and bearing pointers are
removed. Also, HDG FAIL is
displayed inside the compass
rose. Selected HDG , digital
heading readout, and CRS /
DTK values are replaced with
amber dashes ( -- -- -- ).

REV 2 Oct 2006 5-85
Selected Heading Digital Readout and Bug

Selected Heading Digital Readout and Bug -- The cyan
selected heading digital readout is displayed in the upper left
corner of the HSI below the
selected heading ( HDG )
annunciator. The selected
heading readout displays the
digital value for the aircraft
selected heading.
The cyan heading select

bug is positioned around the
compass by rotating the
HDG SEL knob on the
guidance panel (GP) and is based on the aircraft selected heading. It
is aligned to the applicable tick marks/labels.
Two rates of adjustment exist for the selected heading value

D The slow rate increases or decreases the selected heading by

1 degree for each knob click.
D The fast rate increases or decreases the selected heading by

10 degrees for each knob click.
The layout for the selected heading readout is three digits, in the format
XXX , with leading zeroes as necessary. The selected heading
readout has a range from 1 degree to 360 degrees with a resolution of
1 degree. The selected heading bug is positioned on the heading scale
to a resolution of 1 degree.
On on--ground power--up, the selected heading readout and selected

heading bug is set to 001 degrees. On an in--air power--up, the
selected heading readout and selected heading bug revert to the last
aircraft selected heading.

5-86 REV 2 Oct 2006
Pushing the PUSH SYNC button on the HDG SEL knob on the GP
synchronizes the heading bug and readout to the current aircraft
heading.
NOTE: The selected heading bug is displayed on the outside edge

of the heading scale on both the Full Compass mode and Arc
mode. In the Arc mode only, when the value of the selected
heading results in the bug being placed outside of viewable
section of the arc, a selected heading bug out--of--view arrow
is displayed. The bug out--of--view arrow is displayed on the
side of the arc, which indicates the direction of the shortest
distance to the bug. This is described and illustrated later in
this section.
As the heading scale rotates to reflect changes in referenced aircraft

heading, the selected heading bug rotates with the heading scale.
When the aircraft selected

heading (or the referenced
aircraft heading) is invalid, the
bug is removed, and the digital
readout is replaced with three
Drift Angle Bug
Drift Angle Bug -- The drift angle bug is represented by an inverted

solid white triangle ( B ) displayed on the
outside edge of the heading scale in both Arc
mode and the Full Compass mode. It is based on
information supplied by the IRS. The difference
between the aircraft heading and the aircraft
ground track is the drift angle. The drift angle bug
is placed on the edge of the heading scale and
aligned to the drift angle with respect to the lubber line. The drift angle
bug has a range of 1 to 360 degrees and is positioned on the heading
scale to a resolution of 1 degree. As the heading scale rotates to reflect
changes in referenced aircraft heading, the drift angle bug remains
positioned as an angle from the lubber line, but the rotating heading
scale causes a proper pictorial presentation.

REV 2 Oct 2006 5-87
The drift angle bug shows the actual direction of the aircraft track across
the ground when wind correction is added. It represents the actual track
relative to the compass display. The difference between the drift bug
and the heading reference triangle is the wind drift angle. When the drift
angle is 0 degree, the drift bug fits inside the heading bracket notch.
When the partial compass drift angle bug is beyond the range of the
displayed partial compass, the drift angle bug scrolls out of view.
Primary Navigation Source Annunciators

The primary navigation (NAV) source identifies the source of navigation
information currently being displayed. Also, the primary NAV distance
identifier, primary NAV distance readout, and primary NAV estimated
time en route are displayed below the primary NAV annunciator. The
primary navigation source for short range (VOR or LOC) or long range
(FMS) is displayed on the upper left edge of the HSI. The source is
selected by the V/L and FMS buttons on the guidance panel.
The primary NAV source annunciators are displayed, as shown in

Figure 5--22.
Figure 5--22
NAV and Heading Sources
Primary NAV Source Annunciator -- The primary NAV source is

selected using the V/L or FMS buttons on the guidance panel. When
the guidance panel data is invalid, the system defaults to the on--side
primary NAV source. The pilot’s default is VOR1/LOC1 and the copilot’s
default is VOR2/LOC2. The source is annunciated to the upper left of
the HSI. The possible NAV source selections are:

5-88 REV 2 Oct 2006
D SRN (short range navigation) -- The V/L (VOR/LOC) button selects

the available SRN source , displayed in green. The V/L associated
annunciators are VOR1 , VOR2 , LOC1 , or LOC2 .
D FMS -- The FMS button selects FMS as the source. The FMS
annunciator is magenta. When only one FMS system is installed,
the annunciator is FMS . A number is appended when dual FMS
systems are installed ( that is, FMS1 or FMS2 ).
Primary Navigation Distance Identifier, Distance and ETE

Readout -- The NAV source station identifier is displayed directly below
the NAV source annunciator. When FMS is selected
on the guidance panel, the next magenta
TO waypoint identifier is displayed. The waypoint
identifier has as many as six characters.
The distance and estimated time en route to the

selected FMS waypoint are displayed below the
waypoint identifier. For distances of 100 NM or more, the digits are
displayed with 1 NM resolution. For distances less than 100 NM, the
digits are displayed with 0.1 NM resolution. Time is always in minutes.
When the pilot and copilot have the

same NAV source selected, the digital
readout is amber. The displayed distance is to the
next waypoint for FMS long range NAV.
When SRN is selected on the guidance panel, the

FMS waypoint identifier, distance, and ETE
displays are removed. When distance or time
information is invalid, the corresponding digital
readout is replaced with three amber dashes
( -- -- -- ). When the station identifier status is
invalid, the identifier is removed.
Heading Source
The heading source combines the magnetic (MAG) or true (TRU)

heading reference and the selected IRS number. The IRS number is
selected using the IRS reversion button on the on--side reversion
control panel. The true or magnetic reference is selected by the FMS.

REV 2 Oct 2006 5-89
Heading Source Annunciators -- The source of heading data for each

PFD when annunciated is adjacent to the heading
readout on the HSI. The heading source
annunciation is selected by the IRS reversion
buttons located on the Reversionary Panel. When
the on--side IRS source and magnetic heading are
selected, the heading data source is not annunciated. When the pilot
and copilot select the same source IRS and magnetic heading, the
source is annunciated in amber. All true heading sources are
annunciated in amber.
Course Select/Desired Track Readout and Pointer -- The

course/desired track pointer rotates around the center
of the HSI heading arc. The course select pointer ,
deviation bar and course digital readout are
green for VOR and LOC navigation and the label
is CRS (course). When a short--range NAV source
(VOR or LOC) is selected on the guidance panel, the track pointer is
positioned by turning the CRS knob. Changes to the selected course
is inhibited when AUTOLAND is engaged. When the SYNCH button in
the center of the course select knob is
pressed, the course select value is set
to the course that minimizes the lateral
deviation. When the NAV source is
FMS , the desired track pointer ,
deviation bar , and digital
readout are magenta, and the label is
DTK (desired track). The value of the
desired track is supplied by the FMS.
The course deviation bar moves

laterally and shows lateral deviation.
When the pilot and copilot have selected the same

navigation source , the pointer , deviation bar , and digital
readout change to amber.
When the course/desired track data is invalid, the

pointer is removed, and the digital readout is replaced
with three amber dashes ( -- -- -- ).

5-90 REV 2 Oct 2006
TO/FROM Indicator -- The TO/FROM indicator is a colored triangle

displayed near the center of the compass. The
pointer indicates that the aircraft is flying to
( Y ) or away ( B ) from the selected
navigation source. When the TO/FROM pointer
is supplied by the selected FMS , it is magenta.
When it is supplied by VOR or LOC , it is green.
When the navigation source is the
same source for the pilot and copilot, the
TO/FROM pointer changes to amber.
For a TO indication, the triangle is located above

the nose of the aircraft symbol. The TO pointer is
displayed as long as the selected course pointer
is within ±88 degrees of the bearing to the
selected NAV source.
The FROM indication is a triangle pointer on the

tail of the aircraft symbol. The FROM pointer is
displayed as long as the selected bearing is
greater than ±92 degrees of the bearing to the
selected NAV source.
For values between 88 degrees and 92 degrees,

the TO/FROM symbol is removed.
When heading status is invalid, the TO/FROM

indicator is removed.

REV 2 Oct 2006 5-91
Course Deviation Indicator (CDI) and Lateral Deviation Scale --

The 4--dot CDI scale and pointer
are only displayed when a
navigation source is active. The
white CDI scale in the center
of the HSI revolves around the
aircraft symbol and remains perpendicular to the course arrow. The
deviation bar moves to the left or right to show the deviation from the
selected NAV source. Deflections are listed in Table 5--17.
Table 5--17
Deviations for Primary NAV Sources
Primary
NAV Max
Source Centered One Dot Two Dots Deflection
VOR 0 5° 10° 20°

LOC 0 0.0775 0.1550 0.310
DDM DDM DDM
(Difference in Depth of Modulation)
FMS 0 1.0 NM 2.0 NM 20 NM
En route
FMS 0 0.5 NM 1.0 NM 4.0 NM
Terminal
FMS 0 0.15 NM 0.3 NM 1.2 NM
Approach
When the back course mode is selected, or when tuned to a localizer

frequency and the selected course is more than 100 degrees from the
aircraft heading, the course deviation automatically reverses to
properly sense deviation with respect to the course centerline.
When lateral deviation data is

invalid, the CDI is removed and
an amber X is placed in the
CDI scale area.

5-92 REV 2 Oct 2006
Bearing Pointers -- The bearing pointer source is either VOR, ADF, or

FMS. Two bearing pointers are
displayed, and when the
pointers areover each other,
both pointers and their
identifying symbols are seen.
The pointers rotate around the
compass center the same as
the course pointer.
The bearing pointer source is

selected using the BRGf or
BRGZ buttons on the guidance
panel. If the PFD controller fails, the default sources are VOR1 for the
circle ( f ) pointer and VOR2 for the diamond ( Z ) pointer, as
shown above. Source identifiers to the left of the compass display are
the same color as the pointer.
When the data for the bearing source selected is invalid, the
corresponding bearing pointer is removed.
Ground Speed -- Ground speed is displayed in the upper left corner of

the HSI just below the airspeed tape. The digits are
green, and the label is GSPD . Ground speed is
determined by the inertial reference system (IRS). When
the IRS is invalid, the digits are replaced with three amber
dashes ( -- -- -- ). Ground speed has a range of 0 to 999
knots, with a resolution of 1 knot.

REV 2 Oct 2006 5-93
DME Distance Display
The distance measuring equipment (DME) source identifies the source

of DME information currently being displayed. In addition, the DME
station identifier, DME distance readout, and DME time--to--go (TTG)
readout are displayed below the DME source annunciator. The PFD
DME source annunciator is located to the right of the HSI on the PFD.
Also, the distance DME hold annunciator is located here. The source
is selected by the V/L button on the guidance panel.
The DME distance display annunciators are displayed, as shown in

Figure 5--23.
Figure 5--23
DME Distance Display
DME Source Annunciator -- The DME source annunciator displays

the DME source ( DME1 or DME2 when dual DMEs
are installed ). The DME source is selected by pushing
the V/L button on the PFD display controller.
Regardless of the number of DMEs installed, the DME
source annunciator reflects the short range navigation
source selection. For example, when VOR1/LOC1 is
selected, DME1 is displayed. When VOR2/LOC2 is
selected, DME2 is displayed.
When the primary NAV source is FMS, the last selected VOR/LOC is
used for the DME distance display.

5-94 REV 2 Oct 2006
The DME information is displayed in green under

normal conditions (that is, DME1 on PFD1,
DME2 on PFD2). When the same source is
used, the DME data is displayed in amber.
DME Station Identifier, Distance, and TTG Readout -- The DME

source station identifier is displayed directly below the
DME source annunciator. The station identifier is the
same color as the DME source annunciator and is up
to four characters for VHF NAV stations.
The DME distance readout is displayed below the station identifier. The
DME distance readout is the same color as the source annunciator. For
distances of 100 NM or more, the digits are displayed with 1 NM
resolution. For distances less than 100 NM, the digits are displayed with
0.1 NM resolution.
The DME TTG readout is displayed below the distance readout. TTG
to the waypoint, identified by the DME station identifier, is shown in
minutes.
When the station identifier, distance, or time

information is invalid, the digits are replaced with
DME Hold Annunciator -- When the DME is in DME hold mode, an

amber H is displayed in front of the distance
readout. When the DME distance data is invalid or
the FMS is the primary navigation source, the DME
hold annunciator is not displayed.
Wind Display, Polar -- The polar wind display uses a digital readout for
wind speed and an arrow vector for direction. The arrow
points in the direction the wind is blowing. The readout
and arrow are green.
Wind Display, Cartesian -- The Cartesian display indicates the

magnitude and direction of the wind as X and Y
components in relation to the aircraft symbol. Arrows
indicate the direction of the wind, and the numbers
show velocity (in knots). The readouts and arrows
are green.

REV 2 Oct 2006 5-95
Elapsed Timer -- The elapsed timer or chronometer is located at the

top right corner of the HSI display area. The elapsed
timer is labeled CHR and displays time in hours and
minutes (HH:MM) or minutes and seconds
(MM:SS) in green.
The chronometer is controlled by the chronometer button on the control

wheels. When the chronometer is not displayed, the first push of the
button displays the CHR and readout with the readout counting up
from 00:00. The next push pauses the readout. The next push resets
the readout back to 00:00 and pauses it. The next push restarts the
count, and the cycle begins again. The chronometer display is removed
when it is displayed for 30 seconds and no count has been displayed
(that is, the display is in pause or reset). When timer status is invalid,
the chronometer display digits change to amber dashes ( -- -- : -- -- ).
FMS Mode Annunciators -- The FMS mode annunciation region on

the PFD displays the active and applicable FMS
mode annunciators. The FMS mode annunciation
region is displayed to the right of the HSI compass
below the DME distance display.
RNP is displayed when FMS is the primary

navigation source. RNP ensures accurate,
repeatable, and predictable navigation
performance. RNP values are determined in the
priority order as follows:
1. Manual entry by pilot
2. Default based on Phase of Flight.
D Approach 0.3
D Terminal 1.00
D En route 2.00
D Oceanic/ Remote 10.0.
When the FMS data is invalid, the active and applicable annunciator
is removed. When FMS data becomes invalid or times out while the
RNP annunciator is displayed, the RNP value is displayed as three
amber dashes ( -- -- -- ). Table 5--18 lists the possible FMS mode
annunciators.

5-96 REV 2 Oct 2006
Table 5--18
FMS Mode Annunciators
Annunciator FMS Mode
APPR Approach Sensitivity
TERM Terminal Approach
WPT Waypoint Alert
OFFSET Lateral Offset
MSG (flashing) MCDU Message
DR Dead Reckoning
DGRAD Degrade
Radio Displays -- Two radio frequencies are controlled on each of the

PFDs, as shown in Figure 5--24. The COM frequencies are either VHF
COM, HF COM, or one of each. Radios are selected through the MCDU
setup pages for each PFD. The frequencies include a radio identifier
above each of them. See Section 12, Radio System, for more details
on radio controls and displays.
Figure 5--24
Radio Display
PFD Radio Cursor Box -- When the PFD is selected using the CCD,
a cyan box is placed around the last selected radio frequency. The
font size of the frequency digits and the radio source identifier become
larger.

REV 2 Oct 2006 5-97
The exchange prompt is displayed to the left of the cursor box in

cyan for the selected active frequencies. The exchange prompt
indicates that the green active frequency data is exchanged with the
white standby frequency when the CCD ENTER button is pushed.
The adjust prompt is displayed to the left of the cursor box in cyan
for any of the selected standby frequencies. The adjust prompt
indicates that the frequency is changed using the CCD rotary knobs.
The outer concentric knob changes the whole numbers, and the inner
concentric knob changes the decimal numbers. The frequency can also
be changed using the MCDU radio pages.
The radio cursor box defaults back to its original gray outline, and the
font will decrease in size when the frequency tuning has been
completed and remains inactive for a specified amount of time.
COM frequency and identifier display -- The COM frequency display

has a white COM source identifier annunciator ( that is, COM1 ,or
COM2 ), green COM active frequency , and a white COM
standby frequency of up to six characters each. When radio status
is invalid, the frequency changes to amber dashes ( -- -- -- . -- -- -- ).
NAV Frequency and Identifier Display -- The NAV frequency display

consists of a white NAV source identifier annunciator ( that is, NAV1 ,
or NAV2 ) and a NAV active frequency of up to five characters. The
active frequency is displayed in green when manually tuned and
magenta when auto tuned . When radio status is invalid, they change
to amber dashes ( -- -- -- . -- -- ). The NAV active and standby
frequencies are changed as stated above.

5-98 REV 2 Oct 2006
HSI Arc Mode

The Arc mode display is shown in Figure 5--25. Most of the arc display
symbols are the same as the full compass HSI display. The differences
are described in the paragraphs that follow.
Figure 5--25
HSI Arc Mode With Weather
HSI Arc Display -- The heading arc displays ±90 degrees from the
current aircraft heading. The partial compass heading
digital readout is displayed in green at the top of the compass arc.
Headings from 1 degree to 360 degrees are displayed. When heading
status is invalid, the digits are replaced by three amber dashes
( -- -- -- ). The Arc or partial compass mode is selected using the
guidance panel HSI button.
Weather Display -- Weather is displayed on the Arc or Map display, as

shown in Figure 5--25 and 5--26, when the WX button on the PFD
display controller is pushed. Weather and the control functions are
described in detail in Section 17, Weather Radar System and Lightning
Sensor System (LSS). Each PFD can display weather information that
is independently selected. The weather radar system is controlled by
a selected pop--up menu on the on--side MFD.
Weather Radar Sector -- The weather radar display sector is indicated

by tick marks on the half--range ring. The left and
right position of the tick marks is at ±60, referenced
to current heading. When the weather radar system
is operating in the sector scan mode (SECT is
selected through the virtual controller), the left and right tick mark
positions are at ±30, referenced to current heading. In sector scan
mode the portion of the half--range ring between the tick marks is
dashed to provide more indication of the display sector.

REV 2 Oct 2006 5-99
Weather Radar Annunciators -- The weather radar annunciators are

displayed on the PFD to the left of the NAV radio box
in the lower right area below the HSI. The MFD also
displays the specific weather mode. Refer to Section
17, Weather Radar System and Lightning Sensor
System (LSS), Table 17--3, for a list of the weather
radar annunciators.
Selected Heading Out of View Arrow -- When the HSI is in the Arc
mode and the heading select bug goes
beyond the display range, a cyan arrow is
displayed. The arrow is outside the
compass ring and shows the shortest
direction (left or right) to the heading select
bug.
Invalid heading data is

indicated by removing the
cardinal heading labels and
displaying HDG FAIL
inside the partial compass
rose.
HSI Map Mode Display
The is shown in Figure 5--26. Most of the Map display symbols are the
same as the full compass and arc displays. The differences are as
follows:
D Displays flight plans
D Cannot be used for preview mode.

5-100 REV 2 Oct 2006
Figure 5--26
PFD HSI Map Mode With Weather Displayed
Flight Plan Displays -- The Map mode can display FMS flight plan
data, as shown in Figure 5--27. The aircraft symbol at the center of the
display represents present aircraft position. The FMS map data is
oriented to the current aircraft heading (up). The heading can either be
magnetic or true referenced. The display is updated continuously in
relation to the present aircraft position and heading.
Figure 5--27
HSI MAP Mode With Flight Plan Displayed

REV 2 Oct 2006 5-101
The FMS map data displayed includes waypoints and vectors.

Waypoint symbols and waypoint identifiers show the relative location
of a waypoint in the flight plan. The vectors are used to show continuity
of the flight plan between waypoints.
The FMS flight plan data is displayed when:
D The HSI MAP mode has been selected.
D The FMS indicates valid (EFIS) data.
D The selected heading reference (mag or true) is valid.
D The aircraft present position data is valid.
The FMS map data is removed when any of the above conditions are
lost.
Up to five waypoints are displayed on the HSI display, depending on the

range considerations. When additional waypoints are in the flight plan,
but are not displayed because of the five--waypoint display limitation,
an undisplayed waypoint bearing pointer (Fixed Length Arrow) is
displayed from the fifth waypoint. It points to the position of the next
waypoint to indicate additional flight plan elements.
If one or more waypoints are not displayed because of map range

limitations, and the first out of range waypoint is the fifth or less waypoint
in the current flight plan order, a normal leg vector is displayed from the
last in range waypoint to the edge of the map display, pointing towards
the first out of range waypoint.
The current leg and next waypoint (the TO waypoint) are

displayed in magenta. All other legs and other waypoints e are
displayed in white.
FMS map data is positioned on the display with respect to the current
aircraft position and heading using aircraft latitude and longitude,
aircraft heading, and the selected map range. Any text associated with
a symbol (for example, waypoint identifier) is presented horizontally to
the right of the associated symbol. Symbols that would be placed
outside of the compass arc or that interfere with other HSI display data
areas are not displayed.

5-102 REV 2 Oct 2006
Lateral Deviation Display -- In the HSI Map mode, the lateral deviation
is displayed below the aircraft symbol
at the bottom of the display. Thedisplay
consists of a digital readout and label of
R or L in the color of the primary
navigation source, indicating deviation
to the right or left.
When the deviation is greater than 99.9

or less than --99.9, the digital readout
stops at 99.9 and adds a trailing plus
sign (+) to the applicable letter (for
example 99.9 L +).
Preview Mode
When FMS is the selected primary navigation source (PNS), course,
lateral deviation, and vertical deviation are previewed when selected on
the display controller portion of the guidance panel. Lateral deviation is
displayed on the HSI and on the ADI lateral deviation indicator. Vertical
deviation is displayed in the vertical deviation indicator within the ADI.
The previewed navigation source automatically transitions to the
primary navigation source when captured by the Flight Director
(FD)/Automatic Flight Control System (AFCS).
When the heading or preview selected course data is invalid, the

preview course pointer, digital readout, and course deviation pointer are
removed.
The preview mode is shown in Figure 5--28.

REV 2 Oct 2006 5-103
Figure 5--28
Preview Mode
Preview Navigation Source -- The preview NAV source is

annunciated in cyan to the right of the primary NAV source. The
possible NAV source annunciators for preview are:
D VOR1/2
D LOC1/2.
The navigation preview mode is only available when FMS is the

selected primary navigation source and HSI Full Compass or Arc mode
format is active. When Map mode is the current format, pushing the
PREV button has no effect. When PREV is active and the MAP mode
is selected, PREV is automatically canceled.
Pushing the PREV button multiple times toggles the previewed source
as follows:
D On--side SRN radios → Off--side SRN radios → Remove PREV

display → On--side SRN radios.

5-104 REV 2 Oct 2006
When PREV is selected and the frequency of the SRN is changed, the
PREV legend (VOR or LOC) is automatically changed to match the
frequency. The source side PFD primary navigation source
automatically transitions to the previewed navigation source when the
approach mode has been captured in the lateral channel. When the
SRN transitions to the primary NAV source, the PREV course and
lateral deviation bars/pointers change to the primary NAV source, and
the FMS data is removed from the display.
D When the non--source side PFD displays the same or equivalent

PREV source as the source PFD, the non--source PFD also
transitions the preview source to the primary source when lateral
FD/AFCS capture occurs.
Preview Course Pointer and Deviation Bar -- The preview pointer is

a cyan course arrow and deviation bar that are displayed on the
HSI at the same time the primary NAV source desired track (DTK)
pointer and deviation bar are displayed. Both bearing pointers can also
be in view.
When PREV is active, a preview cyan course digital readout with a

white CRS label is displayed to the right of the FMS DTK readout.
When the PREV CRS is displayed, the on--side course select knob on
the GP is turned to set the SRN previewed course and change the
position of the preview course pointer and deviation bar.
The PREV pointer and bar are visible when all pointers are aligned over
each other. The VOR/LOC scale factor is not the same as the FMS
scale factor. When valid, the preview deviation bar is displayed against
the existing primary NAV source scale, but VOR/LOC uses the same
scale factor as when they are primary NAV sources.
The TO/FROM pointer is the hollow smaller cyan arrow head that is
displayed at the top (TO) or bottom (FROM) of the deviation bar. The
preview TO/FROM pointer is displayed when the PREV source is VOR.
The TO/FROM logic is the same as when VOR is the primary NAV
source.
When the preview lateral deviation is not valid, the lateral deviation bar
is not displayed, and there is no failure indication. When the preview is
VOR and TO/FROM is not valid, the TO/FROM pointer is not displayed,
and there is no failure indication.
The primary NAV source lateral deviation failure indication is displayed,

as required by the conditions defined, for the primary NAV source that
is used. When the primary NAV source failure indication is shown, the
primary NAV source and the preview deviation bars are removed.

REV 2 Oct 2006 5-105
For the VOR/ILS previewed course, turning the course select knob
moves the arrow around the compass with the same selection gradient
used for the VOR/LOC course arrow. The CRS push--to--sync (push
DIR) button still works in the same manner as when the VOR is the
PNS.
Preview Lateral Deviation -- The ADI lateral deviation scale, under the
ADI, is displayed when FMS is the primary NAV source. The FMS
deviation is displayed as an unfilled
magenta diamond . When the
preview navigation source is LOC
or VOR, the preview lateral deviation is displayed as a filled cyan
trapezoid .
LOC or VOR deviation and FMS ADI lateral deviation are displayed
while preview mode is selected. The FMS ADI lateral deviation is
removed, and the LOC/VOR deviation remains in view when preview
is automatically deselected.
When PREV lateral deviation is displayed and the PREV deviation goes
invalid, the PREV pointer is removed from display, but no failure flag is
displayed. The primary NAV source lateral deviation failure indication
is displayed, as required, by the conditions defined for that source.
When the primary NAV source fails, the primary NAV source and the
preview deviation are removed.
Preview Vertical Deviation -- The vertical deviation scale, adjacent to

the ADI, is displayed when FMS is the primary NAV source and FMS
commands it into view, or in the
preview mode when LOC is
the PREV source. The primary
navigation source and FMS
deviation is displayed the
same way as the lateral
deviation. The pointers are
displayed so that both pointers
are identifiable at all times. The
same display and failure
conditions that apply to lateral
deviation apply to vertical deviation.
NOTE: When the active vertical mode is VNAV and G/S is not armed,
and the transition to the APP is made, altitude hold becomes
the active vertical FD mode.

5-106 REV 2 Oct 2006
PFD TEST
With the aircraft on the ground (WOW switch closed), selecting the PFD
test on the MCDU TEST page displays the PFD, shown in Figure 5--29.
The display cycles the test pattern of comparators for 4 seconds, and
then the failure flags for 4 seconds.
Figure 5--29
PFD Test Display

REV 2 Oct 2006 5-107
Blank Page

5-108 REV 2 Oct 2006
6. Multifunction Display --
Navigation
INTRODUCTION
MFD.
GENERAL
The multifunction display (MFD) is the primary navigation display. The
two MFD displays (pilot’s side and copilot’s side) function the same and
are controlled by their on--side cursor control device (CCD).
Each MFD has six title menu bars, three along the top of the screen and
three along the bottom, as shown in Figure 6--1. These bars are used
to access the information and controls available on the MFD. Display
reversion and screen brightness are described in Section 4, Electronic
Display System, of this guide.
Figure 6--1
Typical MFD in Map Format
A28-- 1146-- 172 Multifunction Display - Navigation

REV 2 Oct 2006 6-1
ACCESS AND CONTROL

The cursor control device (CCD), shown in Figure 6--2, is primarily used
to control the MFD. The CCD also provides radio tuning on the PFD and
CAS message scrolling on EICAS.
Figure 6--2
The center select button on either CCD selects the on--side MFD. The
touch pad moves the cursor that creates a cyan rectangular cursor
box around the menu title buttons on the MFD. Pushing the CCD
ENTER button on either side of the CCD activates or deactivates the
title button menu or selection.
When a menu is open, the touch pad moves the cyan

rectangular cursor . The prompts in the menu indicate what function
is available. The ENTER button selects or deselects the function.
Knob--type buttons are changed using the stacked concentric knobs on
the forward edge of the CCD.
Multifunction Display - Navigation A28-- 1146-- 172

6-2 REV 2 Oct 2006
MFD Menus
There are six title menu buttons always present on the MFD display.
The three on top of the screen are:
D Map
D Plan
D Systems.
The three on the bottom of the screen are:

D TCAS
D Weather
D Checklist.
Each has menus to control and display the associated MFD display
pages. MFD title menu buttons have the characteristics that follow:
D Only one title menu button is selected by the cyan cursor box at
a time.
D Title menu buttons are selected by using the touch pad on the CCD
to move the cursor box. When ENTER is pushed, the associated
title menu is selected.
D A selected title button menu is activated by pushing the ENTER
button a second time on the CCD. When ENTER is pushed, the pull
down or pop--up menu is displayed.
D When a menu is being displayed and the cursor is on the button,
pushing the CCD ENTER button closes it. To close the cursor when
it is in the menu, the pilot must move the cursor to the menu button
and push ENTER, or position the cursor over the dropdown menu
exit button ( X ) and push ENTER.

REV 2 Oct 2006 6-3
MENU BUTTON TYPES
The buttons located on the menu control the functions that are on the
MFD display. All buttons are displayed on a black background. The
selected menu button is highlighted in a cyan cursor box . Some
buttons are used in combinations. Both ENTER buttons on the CCD are
used to activate or deactivate the menus and make selections or
deselections in the control menus.
The menu button types are:
Check Box Button -- This is a

non--exclusive menu selection. More than
one check box is checked ( contains a green
check mark ), and all checked boxes are
considered active. A green check is placed
in the white box when the ENTER button
is pushed, or removed if a check mark was
already present.
Radio Button -- This is a mutually exclusive

menu selection. Pushing ENTER selects a
button and deselects all other buttons in the
menu. Radio buttons are white circles .
The active button has a green center.
Toggle Button -- This causes transition

between attributes listed in the text item. The
active choice is white, and the inactive is
gray. The ENTER button toggles between
selections.
Menu Exit Button -- A selectable menu exit

box with a white X displayed in it is
displayed to the right of the menu option
where the cursor is when in the MAP, PLAN,
or SYSTEMS pulldown menus. Moving the
cursor to the button and pushing ENTER
selects the button and exits the menu.

6-4 REV 2 Oct 2006
Knob Prompts -- The knob prompts indicate knob control is required

to change or scroll the selected item. The knob button prompt is
normally cyan. The prompts used in the displays are shown below.
The inner concentric knob button prompt is indicated by a
round curled arrow around a small dot.
The outer concentric knob button prompt is indicated by a
round curled arrow around a small circle.
The knob prompt in the pulldown menu is a
green circle with a white center , surrounded
by green dots .
Momentary Button -- When a momentary button is pushed, the item

remains active for a period of time, and then reverts to its previous state.
This type button is normally used as a clear or reset button.
MAP MENU
The Map menu, shown in Figure 6--3, is used to select the types of
navigation data to be displayed on the MFD Map display. The selections
are on top of each other to build a composite display. If the display is
too cluttered, selections can also be removed using the menu.
Figure 6--3
Map Title Button Pulldown Menu

REV 2 Oct 2006 6-5
The Map menu uses check box buttons to select and overlay any or all
of the items that follow:
D NAVAIDs -- Displays navigation aids on the map.
D Airports -- Displays airports on the map.
D WPT Ident -- Displays symbolic waypoint identifiers on the map.
D Progress -- Displays flight progress information below the map.
D Vert Prof -- Displays vertical flight profile below the map on same
page.
D Missed APPR -- Displayed when an approach procedure is inserted

into the flight plan. If not, the selection is not displayed.
D EO SID -- Displayed when a runway containing an engine out

standard instrument departure (EO SID) is activated in the flight
plan. If not, the selection is not displayed.
D TCAS -- Displays TCAS targets on the map.
The Map menu also uses radio buttons to select one of the displays to
be overlaid with the above:
D Weather -- Overlays weather or ground mapping radar image on the

Map. Weather is controlled using the Weather menu on the bottom
of the MFD.
D Terrain -- Overlays terrain EGPWS image on the map.
D Off -- No radar or TAWS images on the map are selected.
NOTE: 1. Display RANGE is controlled by the outer concentric knob

on the CCD when the Map page is displayed.
2. Weather and Terrain cannot be displayed together. They

are mutually exclusive.

6-6 REV 2 Oct 2006
PLAN MENU
The Plan mode is used to display flight plan data and flight progress
along the planned route, as shown in Figure 6--4. Display orientation is
north--up. Plan items are extracted from the NAV database and
displayed.
Figure 6--4
Plan Menu
The Plan menu uses check box buttons to select and overlay any or all
of the items that follow:
D NAVAIDS -- Displays navigation aids on the map.
D Airports -- Displays airports on the map.
D WPT Ident -- Displays symbolic waypoint identifiers on the map.
D Progress -- Displays flight progress information below the map.
D Vert Prof -- Displays a vertical flight profile.
D Missed APPR -- Displayed when an approach procedure is inserted

into the flight plan. If not, the selection is not displayed.

REV 2 Oct 2006 6-7
D EO SID -- Displayed when a runway containing an engine out

standard instrument departure (EO SID) is activated in the flight
plan. If not, the selection is not displayed.
The Plan menu also uses radio buttons to select reference positions for
the display:
D Aircraft Centered -- Centers the display on the aircraft.
D Waypoint Centered -- Centers the display on the waypoint.
NOTE: Display RANGE is controlled by the outer concentric knob on

the CCD when the Plan page is selected.
SYSTEMS MENU
Aircraft systems menu, shown in Figure 6--5, displays information about

aircraft systems. These display pages can help the crew identify and
resolve systems problems reported in the CAS window.
Figure 6--5
Systems Title Button Pulldown Menu

6-8 REV 2 Oct 2006
The Systems menu uses radio buttons to select the aircraft system
synoptic for one of the items that follow:
D Status -- Status of key aircraft systems
D Flight Ctrl -- Flight control system
D Hydraulics -- Aircraft hydraulic system
D Fuel -- Aircraft fuel system
D Electrical -- Aircraft electrical system
D ECS -- Cabin environmental control system
D Anti--Ice -- Engine bleed air anti--ice system
D Engine Maint -- Engine maintenance system
D Maintenance/FTI -- General maintenance system
D Sys Config -- Internal computer parameters.
NOTE: Maintenance/FTI is a ground function only and is greyed out

during flight.

REV 2 Oct 2006 6-9
TCAS MENU
The traffic alert and collision avoidance system (TCAS) zoom format is
controlled by the TCAS menu and is displayed on the lower 1/3 of the
MFD display, as shown in Figure 6--6. The TCAS check box on the MAP
pulldown menu, as shown in Figure 6--3, displays targets on the upper
2/3 of the MFD display. A TCAS virtual controller is also displayed when
the TCAS menu button is activated. The virtual controller controls the
TCAS data displayed in the upper and lower MFD displays. TCAS data
can also be displayed on the PFD. TCAS is described in detail in
Section 18, Traffic Alert and Collision Avoidance System (TCAS).
Figure 6--6
TCAS Title Button Popup Menu
The TCAS virtual controller is located on the bottom left corner of the
TCAS zoom display. The controller is used to select and control the
range, altitude format display, and altitude range of the targets.
D Range -- TCAS zoom ranges from 6, 12, 20, 40, 80, or 120 miles.
The cyan knob prompt indicates that the inner concentric knob
button on the CCD is used to set TCAS range. The TCAS range
value is displayed at the lower right end of the inner range arc.
NOTE: The outer concentric knob controls Map and Radar range
on the Map display when the Map page is being displayed.

6-10 REV 2 Oct 2006
D ABS -- This is a check box that toggles between the display of

intruder absolute altitude and relative altitude.
D NRM/AB/BL/EX -- This toggle button switches to normal, above,

below, and expanded modes.
WEATHER MENU
The weather radar display is selected in the Map menu by selecting the
weather radio button, shown in Figure 6--7. Weather images are
displayed on the MFD Map display, but the radar is controlled from the
Weather menu. The radar images can also be displayed on the PFD.
The weather radar and lightning sensor systems are described in detail
in Section 17, Weather Radar System and Lightning Sensor System
(LSS).
Figure 6--7
Radar Title Button Pop--Up Menu
When the Map page is being displayed, the on--side CCD has selected
the MFD, and the cyan knob prompt is displayed at the range value,
the map and weather range are controlled by the outer concentric knob
on the CCD. Also, when the Map page is displayed, radar tilt is
controlled by the inner concentric knob on the CCD, except when
automatic altitude compensated tilt (ACT) is enabled or TCAS range is
currently selected.

REV 2 Oct 2006 6-11
The Weather menu uses radio buttons to select one of the radar display
types that follow:
D WX -- Displays weather radar map.
D GMAP -- Displays ground radar map.
D STBY -- Sets weather radar mode to standby.
D OFF -- Turns radar off.
The Weather menu uses check box buttons to select and overlay any
or all of the items that follow:
D FSBY OVRD -- Enables weather radar on the ground to monitor

weather in the immediate area.
D SECT -- Enables sector scan, reducing scan width.
D STAB Off -- Inhibits weather radar stabilization.
D VAR Gain -- Enables manual gain control.
D TGT -- Enables the ability to warn when a target of red intensity or

greater is outside of the selected range.
D RCT -- Enables rain echo attenuation compensation technique.
D ACT -- Enables automatic altitude compensated tilt.
D TURB -- Enables identification of turbulence when range is < 50

miles.
D LX -- Enables the display of lightning data (optional).
D LX Clear -- Clears the display of lightning data (optional).
D CLR TST -- clears all data from the display.
The Weather menu has a knob button to adjust manual radar gain:
D Gain -- Manual adjustment of radar gain percentage using the inner

concentric knob and only while selected. Percentage of gain is
displayed in the box on the menu.
NOTE: If gain is not selected and altitude compensated tilt (ACT)

is off, the upper concentric knob manually changes radar
tilt.

6-12 REV 2 Oct 2006
CHECKLIST TITLE BUTTON
Electronic checklists are controlled and displayed under the Checklist

title menu button, as shown in Figure 6--8. Checklists are covered later
in this section.
Figure 6--8
Checklist Title Button Pop--Up Menu

REV 2 Oct 2006 6-13
MAP AND PLAN DISPLAYS

Navigation information uses two formats, Map and Plan. Figure 6--9
shows a typical Map format display. The Plan format is shown in
Figure 6--10.
Figure 6--9
Map Display

6-14 REV 2 Oct 2006
Figure 6--10
Plan Display
Common Display Elements

COMMON MAP AND PLAN FORMAT SYMBOLS
Map and Plan display formats use the same airport, NAVAID, waypoint,
and waypoint identifier symbols. The vertical profile and progress
displays in both modes are the same. Common display items on the
Map and Plan displays include:
D Primary NAV source
D TO waypoint identifier, distance, and time
D Half--range digital display
D Wind
D Static air temperature
D Total air temperature
D True air speed
D DME identifier, distance, and hold
D Lateral deviation indication.

REV 2 Oct 2006 6-15
These displays are common and selectable on both the Map and Plan
format displays the following:
D NAVAIDs
D Airports
D Waypoints
D Progress display
D Vertical profile display
D Missed approach.
MAP AND PLAN DIFFERENCES
The main differences between Map and Plan display modes are listed
in Table 6--1.
Table 6--1
Map and Plan Mode Differences
Function Map Mode Plan Mode
Display orientation Heading, UP North UP

View Looking at Map Looking at Map relative
from nose of to North UP
aircraft
Non--moving Aircraft symbol Next waypoint or aircraft
reference at center (Nose UP) symbol
of display
Heading indication Compass Aircraft symbol’s nose
(no compass displayed)
What moves The Map Aircraft ref. = waypoint
(on display ) Map ref. = aircraft
Range measured Aircraft symbol Selected reference
from:
TCAS overlay YES NO
Weather overlay YES NO
(Radar)
EGPWS overlay YES NO

6-16 REV 2 Oct 2006
MAP AND PLAN COMMON DISPLAY ELEMENTS
The elements below are common to both the Map and Plan modes.
Primary NAV Source -- The primary NAV source annunciator is located

in the upper left corner of the MFD Map or Plan views. The navigation
source is selected on the on--side PFD controller
and displayed on the Map and Plan modes. Each
MFD can use a different source, selected by the
on--side PFD controller using the FMS or V/L
source select buttons. Only one source is permitted
on each side. If the pilot and copilot are using the
same NAV source, the source annunciators on
both MFDs change to amber.
FMS NAV Source -- The FMS NAV source is FMS if only one FMS
is installed, or FMS1 or FMS2 if two FMS are installed. The source
annunciator is magenta and is selected by stepping through the
possible selections using the FMS button on the on--side PFD
controller.
Short Range NAV (SRN) Sources -- SRN sources are LOC1 ,

LOC2 , VOR1 , or VOR2 in green and are selected by stepping
through the possible selections using the V/L button on the on--side
PFD controller.
TO Waypoint Identifier, Time and Distance Display -- The FMS

distance display is shown in magenta, the SRN display is green. The
primary navigation distance information includes
the TO waypoint identifier or SRN source, distance
readout, and time--to--go readout. When distance
or time information is invalid, the corresponding
digital readout is replaced with three amber dashes
( -- -- -- ).
When FMS is selected as the primary navigation

source, the distance identifier is displayed as the
next TO waypoint. When a SRN source is selected
as the primary navigation source, the distance
identifier is displayed as the selected DME station.
The primary navigation source distance readout has a display range of

0.0 NM to 999 NM for SRN sources and 0.0 NM to 9,999 NM for FMS
sources. The primary navigation source distance readout is displayed
to a resolution of one--tenth of a nautical mile for distances of less than
100 NM. For distances equal to or over 100 NM, the primary navigation
source distance readout is shown to a resolution of 1 NM.

REV 2 Oct 2006 6-17
Estimated Time En Route (ETE) Readout -- When FMS is selected

as the primary navigation source, the ETE readout is displayed in
minutes when a valid estimated time en route to the identified waypoint
is derived from the FMS. When data is invalid, three amber dashes
------ replace the time, but the MIN label remains displayed. When a
SRN source is selected as the primary navigation source, the ETE
readout is displayed in minutes when a valid time to station to the
identified DME is given. If valid data is not given, three amber dashes
( ------ ) replace the time, but the MIN label remains displayed.
The primary NAV source ETE readout has a display range of 0 to 999
minutes with leading zeros suppressed.
Wind Display, Polar -- The polar wind display uses a digital readout for
wind speed and an arrow vector for direction. The arrow points in the
direction the wind is blowing. The readout and arrow
are green.
Wind Display, Cartesian -- The Cartesian display indicates the

magnitude and direction of the wind as X and Y components in relation
to the aircraft symbol. Arrows indicate the direction of the
wind and the numbers show velocity (in knots). The
readouts and arrows are green.
Flight Information Display -- The flight information display is located

in the upper right hand corner of the Map or Plan format on the MFD.
The display includes information on temperature
and airspeed and are explained in the paragraphs
that follow.
Static Air Temperature (SAT) -- The SAT display consists of a white

static air temperature label, a green temperature readout, and a gray
units label ( _C ). A plus ( + ) or minus ( -- )
sign is displayed to the left of the temperature
readout.
If the static air temperature is invalid, the

temperature readout is replaced with amber dashes ( -------- ), and the
polarity sign is removed.

6-18 REV 2 Oct 2006
Total Air Temperature (TAT) -- The TAT display consists of a white

total air temperature label, a green temperature readout, and a gray
units label (_C). A plus ( + ) or minus ( -- ) sign
is displayed to the left of the temperature readout.
If the total air temperature is invalid, the

temperature readout is replaced with amber dashes ( -------- ), and the
polarity sign is removed.
True Air Speed (TAS) -- The TAS display consists of a white true air
speed label, a green air speed readout, and a gray units label
( KTS ). True airspeed is displayed in knots with
1 knot resolution.
When the TAS is invalid, the TAS readout is

replaced with amber dashes ( ------ ).
DME Display -- The DME display is located to the right of the

navigation display. The DME information on the MFD is always
displayed in green under normal conditions.
When the data is abnormal or same source, the
DME display is amber.
DME Source -- The DME source annunciator reflects

the SRN source selection. For example, when
VOR1/LOC1 is selected on the PFD, DME1 is displayed on the
corresponding MFD. When VOR2/LOC2 is selected on the PFD,
DME2 is displayed on the corresponding MFD. When the primary
navigation source is FMS, the last selected VOR/LOC is used. When
the DME source is invalid, the DME source readout is replaced with
three amber dashes ( ------ ).
DME Station Identifier -- The DME source annunciator displays the

DME ground station that is tuned by the source DME receiver. When
the data is invalid, the DME station identifier is replaced with three
amber dashes ( ------ ).
Distance Readout -- The DME distance readout is displayed in nautical

miles on the MFD. DME has a resolution of 0.1 NM for ranges between
0 and 99 NM, and 1 NM for ranges over 100 NM. When the DME data
is invalid, the DME distance readout is replaced with three amber
dashes ( ------ ).

REV 2 Oct 2006 6-19
DME Hold -- The DME hold annunciator (hold mode active) is

represented with an H . The distance DME hold
annunciator is displayed to the left of the DME
distance readout. The crew selects DME hold using
the MCDU radio control pages.
PROGRESS DISPLAY
The PROGRESS display, shown in Figure 6--11 gives the flight crew
information on the next waypoint and the destination, including:
D Waypoint name
D Distance--to--go
D Estimated time of arrival (ETA)/estimated time en route (ETE)
D Fuel remaining, based on calculations received from the FMS.
Figure 6--11
PROGRESS Display
The FMS PROGRESS window is displayed in the center of the MFD

Map and Plan formats. The PROGRESS box is displayed when
PROGRESS is selected from their respective menus.
Progress Waypoint Name -- Waypoint name shows the name of the

next waypoint and name of the destination. The waypoint name is
displayed below the WPT label with the magenta next waypoint
name on the first line and the white destination name on the second.
If the next waypoint or destination is invalid, the waypoint identifier is
replaced with six amber dashes ( ------------ ).
Progress Distance--To--Go Display -- The distance to the next

waypoint is displayed in magenta below the DIST label. The distance
to the destination is displayed in white. When the distance is less than
100 nautical miles, the resolution is 0.5 miles. From 100 NM to 10,000
NM, the resolution is 1 NM. When distance information is invalid, the
waypoint distance is replaced with four amber dashes ( -------- ).

6-20 REV 2 Oct 2006
Progress ETA or ETE Display -- When estimated time of arrival (ETA)

is displayed, it shows the calculated UTC time, in hours and minutes,
of arrival at the next waypoint and at the destination. When ETE is
displayed, it shows the time, in hours and minutes, to go to the next
waypoint and to the destination.
D When ETA is valid, the label displayed is ETA . The value for ETA
or ETE is displayed below the ETA / ETE label with the next
waypoint time on the first line and the destination time on the
second.
D The ETE represents the time to go to the next waypoint or to the

destination. It is displayed when the ETA is not valid (that is, the
aircraft departure time was not available).
If a valid waypoint ETA/ETE outside the current displayable range is

received for the current format, or if the waypoint ETA/ETE data is
invalid or missing, amber dashes ( ----+---- ) are displayed in the
respective waypoint ETA/ETE location.
Progress Fuel Display -- Fuel remaining shows predicted fuel

remaining at the next waypoint and at the destination as computed by
the FMS. The fuel remaining is shown in pounds or in kilograms as
determined by the option configuration settings of the Aircraft
Personality Module (APM). The fuel remaining is displayed up to
5 digits, with the rightmost (least significant) two digits always displayed
as zeros, in the format XXX00 with leading zeros suppressed.
The fuel remaining is displayed below the FUEL label. The next
waypoint remaining fuel on the first line is magenta, and the
destination remaining fuel on the second line is white. Fuel remaining
is displayed with a resolution of 100 with the label LB or KG as
applicable.
When a valid waypoint fuel remaining outside the displayable range is

received, or when the waypoint fuel remaining data is invalid or missing
for the next destination waypoint, then amber dashes ( ------ - - ) are
displayed in the respective waypoint fuel remaining location.
VERTICAL PROFILE DISPLAY

The vertical profile display, as shown in Figure 6--12, is a vertical plan
chart of the lateral flight plan. The profile corresponds to the VNAV
profile of the FMS flight plan. Vertical profile data is displayed at the
bottom of both the Map and Plan displays.

REV 2 Oct 2006 6-21
Figure 6--12
Vertical Profile Components
The vertical profile display is presented when Vert Prof is selected on

the Map pulldown menu or the Plan pulldown menu. See Figure 6--12 for
the location of the vertical profile components, described in the
paragraphs that follow.
Vertical Scale Tape -- The vertical scale tape is a 0.6--inch wide white
tape that extends from the top to the bottom of the vertical profile display
with a gray background, located on the left side of the vertical display.
The vertical scale tape has ten evenly spaced hash marks. Four of the
hash marks include a digital readout for the associated
BARO--corrected altitude in feet MSL. In Map mode, the vertical scale
moves as the aircraft changes altitude. In Plan mode, the vertical scale
is updated as the selected waypoint changes.
FMS Source Indicator-- The FMS source indicator is displayed in

the upper left corner of the vertical profile display in magenta. The FMS
source indicator is the same as the FMS selected as the MFD map
source.
Selected Altitude Indicator -- The selected altitude indicator is

represented by a dashed line that extends across the vertical profile
window. The indicator shows the selected altitude set by the altitude
select (ALT SEL) knob on the guidance panel. When altitude alert is
active, the dashed line is amber. If it is not selected, it is cyan .
When the altitude preselect line is set beyond the display range, the line
goes out of the view. It returns back to view when the setting is within
the displayed range.

6-22 REV 2 Oct 2006
Half-- and Full--Range Indicators -- The half--range and

full--range indicators are white vertical lines with cyan readouts that
correspond to the circular or arc half and full ranges on the flight plan
display. The aircraft symbol, half--range and full--range indicators
remain fixed on the vertical profile display. If the selected range value
is not valid, the half--range and full--range indicators are removed.
The vertical scaling ranges are selected based on the horizontal

half--range currently displayed. Vertical scaling is based on a
symmetrical range from the vertical center of the display. The vertical
scaling ranges are listed in Table 6--2.
Table 6--2
Vertical Scale Range
Vertical Scale Range

Selected Half--Range Value Used
≤ 2.5 4,000 feet

≤ 5 8,000 feet
≤ 12.5 12,000 feet
≤ 25 15,000 feet
≤ 50 20,000 feet
>100 35,000 feet
Aircraft Trajectory Line -- The aircraft trajectory line is displayed

as a solid green line that extends forward from the nose of the aircraft.
The trajectory line shows the vector trend of the aircraft in the vertical
axis based on the current flight path angle.

REV 2 Oct 2006 6-23
Waypoint Displays -- Waypoints are displayed on the vertical profile

display and contain a waypoint symbol,
waypoint identifier, waypoint altitude, and
if required, a waypoint hold annunciator.
The waypoints displayed on the vertical
profile display represent the same
waypoints displayed on the Arc/Map mode
of the PFD or on the Map or Plan format on
the MFD. Vertical track lines are used to
connect the flight plan waypoints.
The waypoint symbol on the vertical profile

display is represented by a four--pointed
star symbol (or a diamond for the altitude
profile points). No other symbols are used.
The waypoint identifier is displayed above
the waypoint symbol. Waypoints that have a hold associated with them
have a HOLD annunciator below the waypoint altitude digital readout.
The altitude digital readout is displayed below the waypoint symbol. The
altitude value is displayed in feet or in flight level (FL). If the altitude
digital readout is invalid, it is replaced by three amber dashes ( ------ ).
The altitude at the waypoint is either a predicted altitude or an altitude

constraint. The type of constraint is indicated by lines above or below
the altitude indication, as shown in Table 6--3.
Table 6--3
Altitude Display Symbols
Displayed
Type of Constraint Symbol Description Symbol
At or above Line below altitude FL300

At or below Line above altitude FL300
At Line above and below FL300
altitude
Window (between) Line above upper FL300
altitude and line below FL280
lower altitude
Predicted No lines FL300

6-24 REV 2 Oct 2006
The active waypoint , associated information , and the

vertical track line from the left side of the display (past the aircraft
symbol) to the T/O (active) waypoint are displayed in magenta. Other
waypoints , associated information , and
associated vertical track lines are displayed in white.
Vertical Track Lines -- These lines connect waypoints that are

continuous in the flight plan. Track lines are displayed between
waypoints and from the left side to the next waypoint in the flight plan.
When the aircraft has significantly deviated from conformance with the
planned horizontal flight path, the vertical track line changes to an
amber dashed line and the message XTRACK is annunciated, as
shown in Figure 6--13. The XTRACK annunciator is removed, and the
vertical track line is displayed as a magenta solid line when the
aircraft lateral deviation returns to two dots of deviation or less.
Figure 6--13
Vertical Profile Showing Off Lateral Path
Vertical track lines are displayed when flight plan information is

available and valid, and the selected range value is valid. If not, the
vertical track lines are not displayed. When consecutive waypoints
have an altitude associated with them, and the waypoints have a
horizontal track between them, the waypoints are connected by a
vertical track line. Waypoints that have no horizontal track between
them (that is, there is a discontinuity) do not have a vertical track line
connecting them.
Altitude Profile Points -- An altitude profile point shows the relative

location of specific altitude transition points on the vertical flight plan.
These points include top of climb (TOC), top of descent (TOD), and
bottom of step climb (BOSC). The altitude profile point identifier is
displayed on the right side of the altitude profile point symbol. Each of
these points is displayed on the vertical profile when it is available and
valid. If not, the point is not displayed.
Aircraft Symbol -- The white aircraft symbol gives a horizontal and

vertical reference point for downpath waypoints.

REV 2 Oct 2006 6-25
Relative to the aircraft symbol, the altitude profile point symbol is placed
horizontally to represent distance based on the current horizontal range
and vertically based on the current vertical scaling for the window.
Figure 6--14
Vertical Profile Display
The waypoint symbols, altitude profile points, and vertical track lines
are displayed bottom to top relative to actual aircraft altitude, and the
waypoint symbols and altitude profile points are displayed left to right
as a function of distance from the aircraft. Waypoints and associated
data, altitude profile points, and vertical track lines move from right to
left along the fixed display.
The waypoints displayed are the same if selected to be presented on

the Map or Plan. If the last points are not visible on the selected Map
or Plan, a short segment of a vertical track line is used to indicate that
additional vertical waypoints exist.
As the distances to the waypoints change, the vertical profile display is

updated to reflect the updated distances, creating a moving display. No
waypoints are displayed to the left of the aircraft symbol, but the current
leg vertical track line is shown going to the left side of the display from
the T/O waypoint, regardless of the previous waypoint position. Even
if the aircraft symbol has just passed the waypoint, the waypoint is not
shown, but the vertical track line goes to the left side of the display. The
current leg vertical track line is always positioned with respect to the
previous waypoint (even if that waypoint is not shown) to correctly
represent the vertical position of the aircraft with respect to the current
vertical leg.
A vertical direct--to is performed to an altitude constraint or waypoint in

the flight plan. When the pilot selects a vertical direct--to on the MCDU,
all intermediate vertical constraints are removed from the flight plan and
the aircraft transitions into a climb/descent mode towards the selected
constraint if the altitude preselector is positioned correctly.

6-26 REV 2 Oct 2006
NAVAIDs -- Navigation aid (NAVAID) symbols and identifiers are

displayed on the Map or Plan format. NAVAID displays are enabled
when the NAVAIDs check box is selected from the Map or Plan menus.
The NAVAID symbol displayed is according to the station type
information received from the FMS. The NAVAID symbol and
identifier are displayed in green.
The NAVAIDs are shown at a relative location with up to 10 of the

closest NAVAIDs (within the current display of up to 320 NM) that are
not waypoints on the flight plan. When selected, the NAVAIDs are
displayed as a unique symbol for a collocated VOR/DME, DME, VOR,
or NDB with an associated NAVAID identifier, as shown in the examples
below.
VOR/DME symbol
DME symbol
VOR symbol
NDB symbol
A NAVAID symbol and identifier are removed from the display when the
data is invalid, data is missing from the FMS, there is an invalid current
heading, or there is an invalid present position. When a NAVAID symbol
is removed from the display, the corresponding NAVAID identifier is
removed.
Airport Symbol -- The airport symbol and identifier are shown at a

relative location of up to 10 of the closest airports (within the display of
up to 640 NM) that are not on the flight plan.
Airport symbols and identifiers are enabled when
the Airports check box is selected from the
Map or Plan menus.

REV 2 Oct 2006 6-27
Waypoint Symbol -- A waypoint symbol and

identifier shows the relative location up to the first
99 waypoints in the flight plan. To display waypoint
symbols and identifiers, WPT Ident is selected from
the Map or Plan menu.
The current leg and T/O waypoint are displayed in magenta. All
other legs and waypoints are displayed in white.
Altitude Profile Point -- An altitude profile point shows the location of

specific altitude transition points on the lateral flight plan. These points
include the top of climb (TOC), top of descent
(TOD), and bottom of step climb (BOSC). These
symbols are displayed on the flight plan.
Holding Pattern -- Holding patterns are positioned on the display with

respect to the current aircraft location and heading. The hold symbol
shows the relative location of a holding pattern in the
flight plan.
A holding pattern is displayed when the Map or Plan

format is presented and a valid holding pattern is
included from the FMS. Holding patterns represent either the active
flight plan (solid white or magenta lines) or a modified route
(dashed white lines).
Procedure Turn-- A procedure turn shows the location of a procedure

turn in the flight plan. Procedure turns are positioned on the display with
respect to the current aircraft location and heading.
Procedure turns represent the active flight plan
(solid white or magenta lines) or a modified
route ( dashed white lines).

6-28 REV 2 Oct 2006
Flight Path Vectors -- Curved and straight vectors are derived from the
FMS as part of the FMS map background data. The vectors are used
to show continuity of the flight plan between
waypoints.
Vectors are positioned on the display with

respect to the current aircraft location and
heading, using aircraft present position, vector
position (entry latitude/longitude and exit
latitude/longitude), current aircraft heading, and
the selected map range.
The vectors are displayed in the same color as

the waypoint that terminates the vector. The
vectors can represent the active flight plan
(solid white or magenta lines) or a
modified route (dashed white lines).
MFD MAP COMPASS DISPLAY
Figure 6--15 identifies information displayed on the Map format display.

No flight plan is shown.
Figure 6--15
MFD Map Heading Display
Compass Rose -- The Map heading display is a 180° compass rose.

The cardinal headings are labeled N , S , E , and W . Heading at 30°
increments are labeled with one or two--digit degree markings ( for
example, 060° is 6 , 330° is 33 ). The scale tick markings are in 5°
increments. The compass turns as the aircraft heading changes.

REV 2 Oct 2006 6-29
Heading Readout/Display -- Aircraft heading is displayed at the top

center above the compass by a pointer and digital heading readout. It
is displayed the same way as the heading readout
on the PFD HSI. The heading source is true or
magnetic selected on the MCDU.
The heading readout is contained in the pointer
window at the top center of the display. The readout is three green digits
from 001 to 360 . When heading status is invalid, the digits are
replaced with three amber dashes ( ------ ).
When heading data is invalid, the compass digits and cardinal labels are
removed and HDG FAIL is displayed, as shown in Figure 6--16.
Figure 6--16
MFD Map Heading Failed Display
Aircraft Symbol -- A white aircraft symbol, nose pointing up on the

Map display, is displayed in the lower center of the Map compass
display area. The aircraft symbol is a visual cue to
aircraft position relative to actual heading and selected
heading.
Half--Range Readout -- Map range (half--range arc) is

represented by a ±180 arc halfway between the aircraft
symbol and the heading arc. The displayed range value
is one--half of the full range value (2.5, 5, 12.5, 50, 100,
150, 250, 500, and 1000). The range value is controlled by the CCD
range outer concentric control knob. The display range shows the
range on the Map and Plan formats, including weather radar returns,
ground proximity indications, and flight plan waypoints when they are
shown. The half--range, when controllable, consists of cyan
range digits that represent one--half the selected range value and a
cyan outer knob icon . When the range is not controllable, the
range digits are displayed in white.

6-30 REV 2 Oct 2006
Valid full range values are 5, 10, 25, 100, 200, 300, 500, 1000, and 2000
NM.
Drift Bug -- The difference between the aircraft heading and aircraft
ground track is the drift angle. The drift bug is
represented by a white inverted triangle and is
displayed on the outside edge of the heading scale
in both Arc mode and the Full Compass mode. It
is based on information supplied by the IRS.
When heading or drift angle status is invalid, the drift bug is removed.
Lateral Deviation Display -- Lateral deviation or deviation from the

selected course is displayed directly below the aircraft symbol in
magenta with an L (left) or R (right) lateral
position identifier. The distance digital readout has
a resolution of 0.01 mile to 0.99 miles and a
resolution of 0.1 mile to 99.9 miles inclusive. When
the deviation is greater than 99.9, the digital
readout stops at 99.9 and adds a trailing plus sign
(+) after the applicable letter (for example
99.9 L+ ). When a valid deviation is not available,
the lateral deviation readout is displayed as three
Heading Select Bug -- The cyan selected heading bug position is

changed using the HDG knob on the guidance panel. Pushing the sync
button on the guidance panel sets the bug to
the current aircraft heading. The Plan mode
selected heading does not have a readout, but
the PFD HSI does.
Heading Select Bug Off--Scale Arrow -- In the Map mode the selected
heading bug is rotated off the compass scale. When the heading select
bug is off the visible scaled arc, a cyan
heading bug off--scale arrow is displayed on the
left or right side of the arc to indicate the shortest
direction to the bug. The arrow is removed when the
bug is in view.
When heading status or the selected heading bug

data is invalid, the heading bug and arrow are
removed.

REV 2 Oct 2006 6-31
Heading Source Annunciator-- The source of heading data is

displayed above the HSI just left of the lubber line. When the on--side
source is used and a normal magnetic heading
reference is selected, the source is not
annunciated. When the pilot and copilot are using
the same source or non--normal source, the
annunciator is displayed in amber. The IRS
source is selected on the on--side reversion
panel.
Selected Reference Points -- The selected reference point, shown in
Figure 6--17, is used to designate and display a specific waypoint. It is
entered through the FMS. The designated waypoint is displayed with
a distance from the designated waypoint (displayed as a range ring)
and a radial from the designated waypoint (displayed as a radial line).
The designated waypoint is displayed as a selected reference point fix
and identifier. All reference point symbols are green.
Figure 6--17
Selected Reference Point
The selected reference point and associated symbols are removed

from the display if it is invalid, or if it is missing from the FMS database.
The selected reference point radial bearing is displayed in the XXX
format (that is, 265 in Figure 6--17), with no leading zeros. The bearing
digits are displayed near the radial line. A heading reference indication
( T for true north or M for magnetic north ) is displayed if the
reference point radial bearing is entered referenced to true north with
the map heading referenced to magnetic north, or if the reference point
radial is entered referenced to magnetic north with the map heading
referenced to true north. If the heading reference and radial reference
are pointed toward the same source (magnetic or true) the T or M
is not displayed.
TCAS Display -- When TCAS is selected from the Map menu, TCAS
overlay information is displayed on the MFD.

6-32 REV 2 Oct 2006
The TCAS, shown in Figure 6--18, displays traffic symbols on the Map
display with a relative aircraft symbol. TCAS is described in detail in
Section 18, Traffic Alert and Collision Avoidance Systems.
Figure 6--18
TCAS on MFD Map Display
Weather Display -- Weather is displayed on the Map format when

weather has been selected from the Map pulldown menu. It is controlled
using the Weather menu at the bottom of the MFD. Weather cannot be
displayed at the same time with terrain as they are mutually exclusive.
A typical weather display is shown in Figure 6--19. The weather and
lightning sensor systems are described in detail in Section 17, Weather
Radar System and Lightning Sensor System. They are mutually
exclusive with terrain. When the weather option is not selected, the
weather window, located on the left side below the outer range ring and
to the left of the FMS progress window, is removed.

REV 2 Oct 2006 6-33
Figure 6--19
Typical Weather Display in the MFD Map Mode
Terrain Display -- Terrain information is displayed on each MFD, as

shown in Figure 6--20, when selected for display, or during an auto
pop--up condition. Terrain information consists of terrain and obstacle
images retrieved from the terrain/obstacle database, the mode
annunciator, and peaks information. When terrain is displayed, terrain
range is controlled by the range outer concentric control knob on the
CCD. Terrain is described in greater detail in Section 19, Enhanced
Ground Proximity Warning System.
Figure 6--20
Terrain on MFD Map Display

6-34 REV 2 Oct 2006
During a terrain alert from the enhanced mode, the terrain display
automatically appears. Once active, the terrain display remains on the
screen until the alerting condition is resolved.
An automatic pop--up function may be available, but it is not a
pilot--selectable function. During an automatic pop--up condition, range is
initially set to 10 NM.
D Terrain Database Images -- Terrain mapping is displayed in the
map area using varying colors and patterns to distinguish terrain
altitude.
The EGPWS video, shown in both MFD1 and MFD2, are monitored
to prevent misleading display data. In case of stagnant information
on the displays for 15 seconds, a TERR annunciator is displayed
in the middle of the MFD, and the terrain images are removed.
Terrain images are displayed when terrain is selected on the MFD
pulldown menu or when a caution/warning condition occurs.
Terrain range is controlled by the map range outer concentric CCD
control knob.
D Terrain Annunciator -- A terrain annunciator is displayed in the
terrain mode and peaks information in a gray box labeled
TERRAIN on the left side of the MFD display. The TERRAIN box
uses three lines for display. The top two lines display the mode
annunciator, and the bottom line displays the peaks information.
— Lines 1 and 2 Terrain Mode -- The terrain mode annunciator is
displayed on the top two lines in the TERRAIN box. TERRAIN
is always displayed on the top line with the other mode
description (if any) on the second line.
A terrain annunciator is displayed on the Map format when the
terrain button has been selected from the Map pulldown menu.
— Lines 1 and 2 Terrain Peaks Mode -- The peaks line shows one
or two elevation numbers. These numbers indicate the highest
and lowest terrain currently displayed. The terrain elevation
numbers are displayed with the highest terrain number first, then
a slash (/), followed by the lowest terrain number. The highest
terrain number is shown in the same color as the highest terrain
color pattern on the display, and the lowest terrain number is
shown in the color of the lowest terrain color pattern shown on
the display. A single elevation number is displayed when the
screen is all black or blue as a result of flying over water or
relatively flat terrain where there is no appreciable difference in
terrain elevations. The terrain elevation is displayed with a
resolution of 100 feet.

REV 2 Oct 2006 6-35
D Terrain Display -- The terrain display uses colors and patterns to

represent the terrain, as listed in Table 6--4.
Table 6--4
Terrain Display Colors and Density
Color Indication
Solid Red Terrain threat area -- Warning.
Solid Yellow Terrain threat area -- Caution.
High Density Terrain that is more than 2000 feet above

Red Dots aircraft altitude.
High Density Terrain that is between 1000 and 2000 feet

Yellow Dots above aircraft altitude.
Low Density Terrain that is 500 feet (250 with gear down)
Yellow Dots below to 1000 feet above aircraft altitude.
Solid Green Highest terrain not within 500 feet (250 with
gear down) of aircraft altitude.
High Density Terrain is in middle elevation band with no red

Green Dots or yellow terrain areas in display range.
Low Density Terrain is in lower elevation band with no red or

Green Dots yellow terrain areas in display range.
Low Density Terrain elevation equal to 0 feet MSL (Water).

Cyan Dots
Plan Format Display -- Plan mode is used to create new flight plans
or modify existing flight plans. This is done while the aircraft continues
to follow the flight plan shown on the Map display. The previous
descriptions covered the display functions common to both Map and
Plan displays. The paragraphs that follow describe the different
information presented on the Plan mode display.

6-36 REV 2 Oct 2006
The MFD Plan display is presented on the upper portion of the MFD
format. The Plan format displays navigation information referenced to
true north and includes the current flight plan, location of nearby
NAVAIDs, and airports. Also, waypoint distance and time information
are displayed, as well as current flight information (temperature and
airspeed). A progress window displays the distance, estimated time en
route (ETE) or estimated time of arrival (ETA), and fuel remaining at the
next active waypoint and at the destination.
Figure 6--21 shows the basic aircraft centered Plan format. Figure 6--22
shows the basic T/O waypoint centered Plan format.
Figure 6--21
Aircraft Centered Plan Mode Display

REV 2 Oct 2006 6-37
Figure 6--22
T/O Waypoint Centered on MFD Plan Mode Display
The Plan format display is used to modify an existing flight plan or create
a new one. The plan display is always shown as a north--up orientation.
It shows the intended path of the aircraft and progress to the next
number of planned waypoints based on the display range selected.
D Range -- The Plan format displays only a half--range ring labeled

with range digits that represent one--half the selected range value.
PLAN FORMAT
The Plan menu is positioned in the upper--middle of the MFD upper

window, directly below the Plan softkey. The Plan menu includes check
boxes and circular buttons that are used the same way as defined for
the Map menu. While the pulldown menu is displayed, the flight crew
can select or deselect any selectable item in that menu, and that item
is added or removed (respectively) from the existing Plan display.
Aircraft Centered Display -- The aircraft--centered display of the MFD

Plan mode is displayed when the Plan mode is selected and the radio
button aircraft centered is selected from the Plan menu. The
aircraft--centered display shows flight plan elements, NAVAIDs, and
other FMS map--related symbols relative to the aircraft position. The
center of the MFD Plan display is fixed at the present position of the
aircraft. After selection, the position and orientation of the aircraft are
updated to reflect changes in aircraft position and heading.
The aircraft symbol is positioned on the display with respect to the initial
aircraft location using aircraft present position and current aircraft
heading from the FMS.

6-38 REV 2 Oct 2006
Waypoint Centered Display -- The waypoint--centered display

displays the flight plan elements, NAVAIDs, and other FMS
map--related symbols relative to a selected flight plan waypoint. The
center of the MFD Plan display is fixed at the selected waypoint at the
time the waypoint--centered option was selected. After selection, the
position and orientation of the aircraft are updated to reflect changes in
aircraft position and heading. Also, the waypoint in the center of the
display is changed using the inner concentric knob on the CCD. When
the selection is made, Waypoint Center is displayed in the lower right
corner of the display.
The aircraft symbol is positioned on the display with respect to the

centered waypoint, using aircraft present position, current aircraft
heading, and the selected plan range. The positioning of the Map data,
NAVAIDs, airports, and waypoints are relative to the selected waypoint.
The center of the map is selected using the positions of the waypoints
along the flight plan given by the FMS. Upon initial selection of the
waypoint centered display, the current T/O waypoint is placed at the
center of the MFD Plan display with other waypoints, NAVAIDs,
airports, and other symbols, including the aircraft symbol, placed at the
correct distance and bearing based on position (latitude, longitude) and
range selection.
If the aircraft position is within the Plan map area, the aircraft symbol
is displayed when the waypoint center display is presented and valid
aircraft present position and heading are available.

REV 2 Oct 2006 6-39
Crew Interface -- When the Plan map is displayed in the MFD upper
window, the CCD inner control knob icon is displayed with the label
Waypoint Center at the lower right corner of the Plan display. This
knob is used to advance or go back through the FMS flight plan. The
waypoints of the flight plan are placed in the center of the MFD Plan
display, limited to waypoints in the flight plan (typically origin to
destination or alternate). For the waypoint centered display, the flight
plan waypoint displayed in the center of the Plan format can be moved
to the next up--path or down--path waypoint on the flight plan by rotating
the CCD inner concentric knob. Only one rate of adjustment exists for
the Plan map center waypoint select. The centered waypoint
increments are selected by one waypoint for each knob click. Clockwise
rotation increases towards the end of the flight plan. Counterclockwise
rotation decreases the waypoint towards the beginning of the flight plan.
Each end of the flight plan represents the limit of movement. The
respective end waypoint stays in view if the knob continues to rotate in
the same direction with no further indication that the limit has been
reached. Regardless of the number of knob clicks that occur at an end
waypoint, the first knob click in the opposite direction begins increasing
or decreasing back through the flight plan. If the TCAS zoom range
adjustment becomes active, the variable gain on the weather radar
virtual control becomes active, or if the ECL is activated, the CCD inner
concentric knob icon is removed from the Plan map and operation of the
CCD does not affect the centering on the display.
PLAN LATERAL DEVIATION READOUT
When the FMS is the selected NAV source, lateral deviation is

displayed in a magenta digital readout below the compass. L or R
indicates that the aircraft is to the left or right of the desired track. The
digital readout resolution is 0.01 mile to 0.99 miles, 0.1 mile from 1.0 to
99.9 miles, and 1.0 mile for distances of 100 miles and higher. The
display is removed for zero deviation or invalid FMS lateral deviation
data.

6-40 REV 2 Oct 2006
MFD FAILURE AND WARNING DISPLAYS
The paragraphs that follow describe the failure and warning indicators
that appear on the MFD displays, as shown in Figure 6--23.
Figure 6--23
Map Failure and Warning Displays
Heading Select Invalid -- If the heading select data is invalid, the

heading bug is removed from the display.
Aircraft Heading Invalid -- If referenced aircraft heading received is

not valid, the heading readout is replaced with three amber dashes
( ------ ), the compass numbers are removed, and HDG FAIL is
displayed slightly below the half--range scale.
Course Select Invalid -- If the course select signals fail, the digital
display is replaced with three amber dashes ( ------ ), and the course
pointer is removed from the display. This indication is also given during
an invalid heading display or FMS source.
Course Deviation Invalid -- If the CDI data is invalid, the deviation data
below the aircraft symbol is replaced with three amber dashes ( ------ ).
Distance Display Invalid -- If the DME or FMS distance data is invalid,

the digital display is replaced with three amber dashes ( ------ ).

REV 2 Oct 2006 6-41
ADS Invalid -- ADS data invalid is indicated by replacing the SAT, TAT,
and TAS digital displays with amber dashes ( ------ ).
ELECTRONIC CHECKLIST (ECL)

The ECL, shown in Figure 6--24, automates the operation of checklists
to reduce crew workload. The electronic checklist and the associated
menu are located on the lower half of the MFD. The ECL does not
eliminate the need for paper checklists in the cockpit.
The ECL combines automatic and manual response functions.

Automatic responses receive information from the aircraft system and
sensors. Manual responses are inputs made by the flight crew. The
CCD is used to control the checklist using the checklist menu and to
respond to the checklist items.
Figure 6--24
MFD Checklist Display

6-42 REV 2 Oct 2006
Electronic Checklist Application

During standard flight operations, the crew follows a set of procedures
to check aircraft operational status. These procedures are combined to
form an aircraft level checklist. A single checklist is a collection of line
items that define the procedure to verify aircraft status and manage
aircraft systems for safe operation.
Normal checklists are commonly organized to reflect the flow of events

in preparing the aircraft for flight, flying, and shutdown. The Abnormal
and Emergency checklists are considered non--normal checklists and
are commonly grouped by aircraft subsystems.
The ECL groups the procedures in the checklist categories as follows:

D Normal
D Abnormal (cautions + advisories)
D Emergency (warnings)
D Non--annunciated (warnings and cautions)
D User--defined.

REV 2 Oct 2006 6-43
CHECKLIST ORGANIZATION
Usually, each procedure index is organized to reflect some logical

sequence or grouping. A graphical diagram of a typical checklist
hierarchy is shown in Figure 6--25.
Figure 6--25
Checklist Hierarchy Example

6-44 REV 2 Oct 2006
CHECKLIST WINDOW
The ECL is displayed on the bottom of the MFD. The ECL window
layout displays nine lines, and each line can have up to 36 characters.
The checklist display consists of a title, checklist line item, a line item
indicator, a cursor, and the function buttons. An example checklist
window and checklist menu is shown in Figure 6--26.
Figure 6--26
Checklist Window

REV 2 Oct 2006 6-45
CHECKLIST COLOR USAGE
Colors used in the checklist display:
D The normal checklist heading is white.
D The warning checklist heading is red normal video.
D The caution checklist heading is amber normal video.
D The advisory checklist heading color is cyan normal video.
D Checklist completed and line items completed text are

green.
D Checklist incomplete and incomplete line item text are white.
D Overridden open--loop items are displayed in gray text with a filled

gray box.
D Overridden closed--loop items are displayed in gray text with a gray

box with an X inside.
D Inactive items or procedural notes with the checklist are

displayed in white.
D The current line item indicator is a hollow green arrow .
D The scroll bar is white when the CCD knob control is outside the
ECL, and cyan when inside the ECL.
D The CAS MSG button color is state dependent:
— Active emergency condition = red reverse video

— Active abnormal caution condition = amber reverse video
— Active abnormal advisory condition = cyan reverse video
— No active emergencies or abnormals = gray text (inactive).

6-46 REV 2 Oct 2006
CHECKLIST DISPLAY
The checklist display is shown in Figure 6--27 with callouts. Refer to the
callouts for the location of ECL functions described below.
Figure 6--27
Checklist Display Layout
D Checked Off Open--Loop/Closed--Loop -- When the pilot

indicates that an item is completed, a green check ( √ ) is placed
in the gray tile to the left of the line item for open loop items.
Closed--loop items have the green check , but no gray tile.
D Checklist Title -- The checklist title is always on the top center of

the checklist.
D Branch Item -- Branch items are displayed in white and are

subchecklists of green checklist items.
D Current Line Indicator -- The hollow green arrow points to the

current checklist item. When an item is marked complete, the arrow
moves down one item. If the last checklist item is completed, and
there are incomplete items in the checklist, the indicator jumps to the
last unchecked item. The current line indicator is moved using the
CCD touch pad, or it automatically moves to the next item when the
current item is completed.
D Scroll Bar -- A cyan scroll bar on the left side of the checklist
display indicates the position of the visible checklist items relative
to the entire checklist. The viewable portion of the checklist is
scrolled forward or backward using one of the knobs on the CCD.

REV 2 Oct 2006 6-47
FUNCTION BUTTONS
The electronic checklist uses a set of function buttons, shown in

Figure 6--28, to perform various checklist operations.
Figure 6--28
Checklist Buttons
D Chkl Funct ( Checklist Function)-- This opens a pop--up menu that

contains added function buttons; Reset All , Chkl Reset , and
Undo .
D Reset All -- This button resets all checklists that results in the
system re--assessing the completion status of all closed--loop
sensed items. A warning box opens asking the pilot if he is sure that
he wants to execute that action.
D Chkl Reset -- This button resets all items inside a checklist that
results in the system re--assessing the completion status of
closed--loop sensed items. If this button is selected at the checklist
menu level or the checklist item level, the entire checklist is reset.
D Undo -- This button undoes the last crew action inside the
checklist. Selecting the Undo button repeatedly results in all
actions being undone one at a time, until the last item within the
checklist has been undone.

6-48 REV 2 Oct 2006
D Ovrd -- This button overrides a checklist when the cursor is in a

menu, and overrides a checklist item when the cursor is inside a
checklist. Checklist Overridden is displayed in the ECL window
when the entire checklist is overridden.
D CAS MSG (abnormal/emergency) -- This button is used to

access the active non--normal checklist (CAS messages with
associated checklist items). This button is disabled (grayed--out)
when a non--normal checklist is not active. The active status is
described in the paragraphs that follow.
D Main Menu -- This button opens a pop--up menu, shown in

Figure 6--29, that includes the function buttons that give access to
these checklists: User Defined , Abnorm (abnormal), Emer
(emergency), Non Annun (non--annunciated), and Normal .
These keys are described in the paragraphs that follow.
Figure 6--29
Pop--Up Menu and Buttons
NOTE: When any of these buttons are selected and the associated
menu is displayed, the cursor is placed on the first incomplete
checklist item or after the last completed checklist if the pilot
has worked the checklists out of sequence.
D User Defined -- This button accesses the user--defined checklist

menu.
D Abnorm -- This button accesses the Abnormal checklist menu.

REV 2 Oct 2006 6-49
D Emer -- This button accesses the Emergency checklist menu.
D Non Annun -- This button accesses the Non--Annunciated

checklist menu.
D Normal -- This button accesses the Normal checklist menu.
MANUAL CONDITION BRANCHING
If, during the execution of a checklist procedure, the pilot must answer
a YES/NO question about the condition of the airplane while completing
the checklist, the pilot’s answer determines which branch of the
checklist is followed to complete the checklist. The pilot responds by
selecting a YES or NO prompt displayed in the conditional line item.
Once a selection is made, the path not taken is displayed in gray text
and is not selectable with the CCD. The flight crew can select the
Undo button to reset a branched item.
NOTE: The ECL permits one nested branch (one branch within
another), and a branch cannot be overridden.
LINK TO SYNOPTIC PAGE
Some line items give a hyperlink to a related system synoptic page to

aid in system monitoring. The system only uses pilot prompted inputs
for display of the corresponding display page. If a checklist is
completed, the selected synoptic is closed and the Map is displayed.
If the pilot leaves the checklist function from an incomplete checklist,
the selected synoptic remains displayed.
The synoptic pages that follow can be linked to any line item:
D Status
D Flight controls
D Electrical
D Hydraulic
D Fuel
D Anti--Ice
D ECS.

6-50 REV 2 Oct 2006
AUTO CHECK--OFF OF SENSED ITEMS
The electronic checklist is a combination of automatic and manual

checklist items. For automatic items, the proper condition of the item
is computer verified and indicated as completed or failed (that is, crew
attention required). If verified as completed, the cursor moves to the
next incomplete checklist item. The automatic items verified by
computer are as follows:
D Parking brake lever (released or NOT released)
D Engines 1 and 2 start/stop/run switch (start position or stop position
or run position)
D Throttle lever 1 and 2 lever positions (idle position or TOGA position
or NOT at IDLE and NOT at TOGA position)
D Autobrake RTO knob (RTO position or NOT RTO position)
D Slat/flap lever (zero position or full position or NOT zero and NOT
full positions)
D Gear lever (UP position or DOWN position)
D Brakes Temp -- Green zone temperature display indicates brake
temperature is OK. When brake temperature display is not green,
it indicates brake temperature is NOT OK.
D Hydraulics knobs (1B, 2B, 3B) (OFF position, AUTO position or ON
position)
D Hydraulics knobs (3A) (OFF position or ON position)
D Fuel knobs (AC 1, AC 2) (OFF position or AUTO position or ON
position)
D Packs 1 and 2 buttons (OUT position or IN position).
NOTE: The flight crew can manually override any incomplete item.

REV 2 Oct 2006 6-51
LINE ITEM TIMER FUNCTION
Some checklist line items require that the flight crew wait for a specified
period before continuing to the next checklist line item. To assist the
flight crew, ECL has a line item timer function. The timer is displayed
in the top left--hand corner of the checklist display, as shown in
Figure 6--30. The timer is automatically displayed and automatically
begins the prescribed countdown. The timer function locks out item
check--off while the timer is running. The timer can be overridden by
selecting the Ovrd button. Overriding a timer removes the timer from
the display.
Figure 6--30
Checklist Timer

6-52 REV 2 Oct 2006
Checklist Operation
Only one MFD display has control of the checklist function. The display
with control of the checklist is the active display, as shown in
Figure 6--31. Any other display containing the checklist is a passive
display and cannot control the checklist because it has no cursor in the
checklist.
Figure 6--31
Passive Display
The passive MFD can become the active MFD if the active side is not
using the checklist (no active MFD cursor movement), and the cursor
is moved into the passive MFD. When the active side transitions to the
passive state, the cursor is moved to the MFD Checklist menu button.
If the passive side is not displaying the checklist, the push of the CCD
ENTER button when the cursor is on the MFD Checklist menu button
opens the checklist into passive display.

REV 2 Oct 2006 6-53
The finger movement on the CCD touch pad moves the cursor inside
the checklist window and is used to select function buttons. Once an
item is checked, the current line item indicator and CCD cursor
automatically move to the next line item. The CCD rotary knob is used
to scroll through a checklist. Rotating one of the two knobs on the CCD
has the same effect of scrolling through the checklist one line at a time,
up or down. The checklist function is activated as follows:
D Normal Flight Conditions -- During normal flight conditions, the

pilot positions the CCD cursor on the MFD Checklist menu button
and pushes one of the CCD ENTER buttons. The button bar is
displayed on the right side of the ECL display.
D Abnormal Flight Conditions -- During non--normal flight

conditions (active CAS message with an associated checklist), the
pilot positions the CCD cursor on the MFD Checklist menu button
and pushes one of the CCD ENTER buttons to display the active
checklist or a queue of the active checklists.
If the pilot had closed the ECL window without completing a normal or
non--normal checklist, the ECL window re--opens to the previously
selected checklist with the cursor positioned at the same point where
the ECL was exited.
NORMAL CHECKLIST OPERATION
The five checklist indices are accessed by first selecting the MAIN
MENU button that displays the pop--up menu, and then selecting the
desired checklist. Selecting any of the checklist index buttons in the
pop--up menu closes the menu and displays the corresponding
checklist menu. Selecting the MAIN MENU button closes the pop--up
menu. The Chkl Funct pop--up menu operates the same way.
Under normal operations, the cursor is placed on the first normal

checklist item not completed when a normal checklist is selected.
After all line items have been completed, a message Checklist

Complete is displayed and the ECL returns to the normal checklist
menu.
Also, closing and opening the ECL window after Checklist Complete
is displayed (under normal situation) returns the checklist window to the
normal checklist menu.

6-54 REV 2 Oct 2006
NON--NORMAL CHECKLIST OPERATION
The non--normal checklist can be accessed as follows:
D ECL Window Closed -- When one CAS message with a related

checklist is active, the cursor is placed on the first item not
completed of the corresponding checklist when the MFD Checklist
menu button is selected.
D ECL Window Opened -- If a menu is displayed, the CAS activated

checklist is automatically displayed. If a checklist is displayed, the
CAS MSG button becomes active, as shown in Figure 6--32. The
active checklist count is displayed at the top right corner of the
checklist display. Pushing the CAS MSG button opens the
corresponding checklist if only one message is active, or opens the
active abnormal checklist queue if more than one message is active.
Figure 6--32
CAS Message Active

REV 2 Oct 2006 6-55
D Non--Normal Checklists Without CAS Messages -- If the ECL

window is open, the pilot can access the non--normal checklists at
any time, regardless of CAS messages, by selecting the Abnormal
or Emergency checklist buttons located in the main menu pop--up
menu.
D After all line items within the checklist have been completed, the
message Checklist Complete is displayed. Pushing the Enter
key on the CCD closes the checklist and changes the window as
follows:
— When one CAS message is active, the window returns to the

main menu.
— When one checklist is complete and two CAS messages with

associated checklists are active, the display shows the
remaining checklist, and then returns the window to the main
menu when the last checklist is completed.
— When a non--normal checklist that was selected through the

Abnormal or Emergency buttons is completed, the window
returns to the Abnormal or Emergency checklist menu
respectively.
NOTE: Once a checklist is completed from the active abnormal

queue, it is automatically removed. A previously
completed Abnormal or Emergency checklist is
automatically reset if the associated CAS message is
displayed again.
D Active Warning/Caution Displays -- The state of the active

abnormal/emergency queue is displayed at the top right corner of
the checklist display. The numbers separately indicate the total
number of warning, caution, or advisory checklists currently active,
and are only displayed when more than one checklist is active.
CHECKLIST PRIORITIES
Active abnormal emergency and caution checklists are prioritized in two

ways. The technique of First In, First Out (FIFO) is applied, and all
warnings are displayed above all cautions in the active abnormal
queue. There is no prioritization within emergency checklists, caution
checklists, or advisory checklists. The pilot can select any checklist in
any sequence.

6-56 REV 2 Oct 2006
The CAS MSG button color prioritization for CAS messages with
associated checklist items is as follows:
D Any active EMERGENCY displays a CAS MSG button, as shown

in Figure 6--33, regardless of what checklist is currently being
worked.
D Any active ABNORMAL caution displays an amber CAS MSG

button, as long as there are no active EMERGENCY checklists,
regardless of what checklist is currently being worked.
D Any active ABNORMAL advisory displays a cyan CAS MSG

button, as long as there are no active EMERGENCY checklists, no
active ABNORMAL caution checklists, regardless of what checklist
is currently being worked.
Figure 6--33
CAS Message Warnings and Cautions

REV 2 Oct 2006 6-57
Abnormal ECL Operation

The ECL system is not essential and does not require special provision
for operation under emergency power. The ECL is not required for
dispatch. The ECL does not include any emergency or caution
checklists and information not covered in the paper checklist. An
ELEC CHECKLIST FAIL CAS message is displayed in the MFD
checklist window if the ECL is invalid.

6-58 REV 2 Oct 2006
7. Multifunction Display --
Synoptics
INTRODUCTION
This section describes the functions and displays associated with the
systems title pulldown menu.
SYSTEMS TITLE BUTTON

The systems title menu bar is located on the top right corner of the MFD.
By placing the white cursor on the systems bar, using the touchpad on
the CCD, a cyan box outlines the systems title menu bar. Pushing one
of the ENTER buttons on the CCD lets the dropdown menu be
displayed below the systems title menu bar, as shown in Figure 7--1.
The aircraft systems menu is used to select aircraft systems synoptic
pages. The mutually exclusive items include: Status, Flight Controls,
Hydraulics, Fuel, Electrical, ECS, Anti--Ice, Engine Maintenance,
System Maintenance, and System Configuration. These synoptic
pages display detailed information about aircraft systems and can help
the crew identify aircraft system related problems.
Figure 7--1
Systems Title Button Pulldown Menu
A28-- 1146-- 172 Multifunction Display - Synoptics

REV 2 Oct 2006 7-1
Systems Menu Button Types

The systems menu buttons control the functions that are viewed on the
MFD display. When the cursor is over the correct menu item, pushing
one of the ENTER buttons on the CCD selects that item.
The abbreviated name of the aircraft system synoptic selected is shown

in the systems title button. Table 7--1 lists the labeling structure. The title
button page name remains displayed until another synoptic page is
selected.
Table 7--1
Aircraft System Synoptic Pages
Name in
Name Description of Systems
in Systems Synoptic Page Title
Menu Button
Status Status of systems, data, and doors Status

Flight Ctrl Flight control system Flt Ctl
Hydraulics Aircraft hydraulic system Hyd
Fuel Fuel system Fuel
Electrical Electrical system Elec
ECS Cabin environmental control system ECS
Anti--ice Engine air bleed anti--ice system Anti--Ice
Engine Engine dispatch limitations, excee- Engine
Maintenance dances, and fault codes Maint
Maintenance Maintenance system Maint

(See Note)
System Displays the configuration monitor Sys
Configuration systems page. Config
NOTE: Only displayed on MFD 2.
Multifunction Display - Synoptics A28-- 1146-- 172

7-2 REV 2 Oct 2006
GENERAL CHARACTERISTICS OF SYNOPTIC PAGES
Synoptics--type pages are only available in the systems title button

menu. All key components are displayed using descriptive icons. Some
examples are:
D Control actuators
D Valves
D Pumps
D Generators
D Engines
D Auxiliary Power Unit (APU)
D Users
D Interconnecting electrical, hydraulic, or plumbing
D Engine symbol outlines to represent engines
D A small engine outline to represent the APU
D A simple cart to represent a ground power unit.
Key icons are green when active and white when inactive . The key
icons become amber dashed icons when valid computer data is not
available.
The synoptic displays use flow tubes to represent paths between icons
or symbols. Flow tubes are used to represent the flow of electricity,
hydraulics, fuel, and bleed air. The flow tubes are colored green
when flow or pressure is present. When flow is not present, the
flow tubes are white. If there is no data or invalid data concerning the
flow tubes, the flow tubes change to amber dashed lines ( ------ ).

REV 2 Oct 2006 7-3
GENERAL SYNOPTIC COLOR USAGE
General color coding of information on the synoptic pages is arranged

to be consistent with the CAS message color structure used on the
EICAS display. A general color description is:
D BLACK for the screen background
D GREEN for normal active conditions , fuel flow , electrical
flow , hydraulic flow , valve on , switch on ,
generator active , or pump active
D WHITE for normal inactive states , status conditions , and
status messages
D GRAY for structures that usually do not change and for information
text
D CYAN for advisory conditions and advisory messages
D AMBER for invalid data conditions , failure conditions ,
caution conditions , and caution messages
D RED is for warning conditions and warning messages .
SELECTABLE MEASURE UNITS
Some temperature displays are in degrees Centigrade (°C) or degrees

Fahrenheit (°F). This is selectable on the setup page in the MCDU. The
descriptions that follow use Centigrade or Fahrenheit.

7-4 REV 2 Oct 2006
SYSTEMS -- STATUS
The system status synoptic page, shown in Figure 7--2, describes the
general condition of the aircraft. The system status synoptic page is
displayed by positioning the cursor on the systems menu title button on
the multifunction display (MFD), selecting the ENTER button on the cursor
control device (CCD), and then selecting the Status radio button. The
status display page covers the subjects that follow:
D Cabin door and bay access display
D Flight data
D Electrical batteries
D Engine oil quantities
D Crew oxygen
D Brake temperatures, system pressures, and emergency brake
accumulators.
Figure 7--2
Systems/Status Synoptic Page

REV 2 Oct 2006 7-5
Cabin Door Display

The cabin doors and hatches are displayed in green with black
outlines on a gray aircraft fuselage when they are closed. The cabin
doors are monitored and displayed as follows:
D Forward electronics bay access door
D Central electronics bay access door
D Hydraulic panel access door
D Refueling panel access door
D Forward service door
D Rear service door
D Forward passenger door
D Rear passenger door
D Forward baggage door
D Rear baggage door.
Closed doors are displayed in green. Open doors are displayed

in amber or red. Undetermined or invalid data for a door is
displayed with amber broken sides on a black background.
NOTE: There is one additional door over each wing for the ERJ
190/195.

7-6 REV 2 Oct 2006
Figure 7--3 identifies all doors and displays them open with red for
passenger and baggage access , and amber for
equipment access .
Figure 7--3
Door Identification

REV 2 Oct 2006 7-7
Figure 7--4 displays all passenger, service, and cargo doors open. The
warning annunciators and doors are shown in red.
Figure 7--4
Passenger, Service, and Cargo Doors Open

7-8 REV 2 Oct 2006
Figure 7--5 displays all electrical, hydraulic, and fueling access bay
doors open. The warning annunciators and doors are displayed
in amber.
Figure 7--5
Electric, Hydraulic, and Fueling Access Doors Open
When data is invalid for a door, it is displayed as a

door with amber broken sides with a black
background.

REV 2 Oct 2006 7-9
Flight Data
The flight data is displayed in the gray boxed outline in the upper left
corner of the MFD display. The display includes:
D Flight number or identification and time
D Total air temperature ( TAT )
D Static air temperature ( SAT )
D Gross weight ( G.W. ).
Flight Number and Time -- The

flight number or
identification is displayed in
green after the FLIGHT label.
The current time is displayed to
the right of the flight number and is
identified by an H between the
hours and minutes .
TAT and SAT are displayed with a green readout preceded by a

+ or -- and followed by °C . Both temperatures have a resolution of
1 °C.
G.W. for the aircraft is displayed in green digits with a LB/KG units
label. Gross weight has a resolution of 50 lb or 50 kg.
Invalid Data -- When data is

invalid for any of the items, only
the digits on that display are
replaced with amber dashes
( ------ ). All data, except the flight
number, is shown invalid.

7-10 REV 2 Oct 2006
Electrical Batteries
The battery voltage is displayed in the gray box below the flight data
display. The box is labeled ELEC .
Electrical Batteries -- The electrical battery

display monitors the voltage in the batteries. The
batteries are labeled BATT1 and BATT2 . The
voltage is displayed in green with a V for dc
voltage with a resolution of 0.2 volts.
If battery data is invalid, the voltage display changes

to three amber dashes ( ------ ).

REV 2 Oct 2006 7-11
Engine Oil
Engine Oil Quantities -- The oil quantity available for each engine is
displayed in graphic and digital forms. The scale is displayed as a
vertical white line with a white tick mark at the top and an amber tick
mark at the bottom. ENG OIL LEVEL is displayed on top, and a units
label of quarts ( QT ) is displayed at the bottom. The
digital numeric display is green.
When oil quantity is in the normal range,
between 2 and 11 quarts, the display pointer
and digital display are green.
When the oil quantity is below the minimum

2--quart level, the display pointer changes to
amber, and the digital display changes to
reverse amber.
If oil quantity data is invalid for the analog

gauge, the pointer is removed.
If oil quantity data is invalid for the digital

display, the digital display is replaced with
amber dashes ( ---- ).
Note: The vertical scale measures 0 to 12 quarts of oil for the ER

170/175 and 0 to 25 quarts for the ER 190/195.

7-12 REV 2 Oct 2006
Crew Oxygen Pressure
Crew Oxygen -- The crew oxygen display consists of the oxygen

pressure information required for crew awareness. It is located below
the flight data display and is outlined in gray and labeled CREW OXY
with PSI located on the bottom. The pressure scale is a vertical line
broken down into three segments: normal range (white top 25%),
advisory range (cyan, middle 25%), and caution range (amber,
lower 50%). Amber tick marks are displayed at the bottom and middle
points of the scale. A cyan tick mark is at the 75% point, and a white
tick is at the top of the scale. The pointer color and digital display are
directly related to the color of the scale, except in the upper white
segment. Refer to Table 7--2 for pressure levels.
A green display pointer indicates the oxygen

pressure is in the white normal range. The
green digital display is at the bottom.
As the pressure decreases, the arrow moves

down into the cyan advisory range. The display
pointer and the digital display change to
cyan.
When the pressure value moves into the amber

caution range, the display pointer changes to
amber, and the digital display changes to
amber reverse video.

REV 2 Oct 2006 7-13
If crew oxygen data is invalid, the display arrow is

removed, and the digital display value is replaced
with four amber dashes ( -------- ).
Table 7--2
Crew Oxygen Pressure Levels
Crew Oxygen Level Readout Color

(50 ft3 oxygen bottle)
0 < oxy press < 1195 psig Amber

1195 < oxy press < 1665 psig Cyan
1665 < oxy press < 1850 psig White
Crew Oxygen Level Readout N/A
(77 ft3 oxygen bottle)
0 < oxy press < 845 psig Amber
845 < oxy press < 1155 psig Cyan
1155 < oxy press < 1850 psig White

7-14 REV 2 Oct 2006
Brakes
BRAKES is displayed in the upper left corner of the display box. The
brake display is divided into quarters. System one ( SYS 1 ) is
displayed on the left and system two ( SYS 2 ) on the right. The upper
half of the brake display shows the accumulator pressure reserve
available and is labled EMER ACCU with the units PSI . The bottom
half shows the temperature of each of the four main wheel brakes and
is labeled TEMP with the units in °C .
The brake system display has four vertical scales, two for each system.
The scales are divided into two segments. For the accumulator section,
the top half of the scale is the white normal range. The bottom half
is the amber caution range. For the temperature section, the top half
of the scale is the amber caution range, and the bottom half is the
white normal range. Each scale has three tick marks ( two amber
and one white ) with associated pointers. The color of the pointers
changes to the color associated with their location on the scale. The
digital display located at the bottom of each scale is the same color as
the pointer.
Brake pressure -- Adequate

brake pressure is shown when
the green pointer is in the white
portion of the display. The
digital pressure value is
displayed in green below each
vertical scale display. See Table
7--3 for pressure levels.
Abnormal Pressure -- When the

accumulator pressure is below
the acceptable level, the
pointer changes to amber, and
the digital display changes to

REV 2 Oct 2006 7-15
If brake pressure data is invalid

for the analog gauge, the pointer
and center tick mark are
removed, and the scale becomes
white.
If brake pressure data is invalid

for the digital display, the digital
display is replaced with four
amber dashes ( -------- ).
Table 7--3
Hydraulic Brake Pressure
Brake Pressure (psi) Color

ERJ 190/195
> 1200 Green

< 1200 Reverse Amber
ERJ 170/175 N/A
> 1900 Green
< 1900 Reverse Amber
Brake Temperature -- A digital display of the temperature on each

wheel is shown at the bottom of the display and is labeled OB
(outboard left and right) and IB (inboard left and right). Brake
temperature is shown for each of the four main wheels on a vertical tape
with the white normal range at the bottom and the amber caution
range at the top. A green pointer and the digital temperature value
are displayed when the temperature is in the normal range. See Table
7--4 for temperature limits.

7-16 REV 2 Oct 2006
Abnormal Temperature -- When

the brake temperature is above
an acceptable level, the pointer
changes to amber, and the
digital display changes to
If brake temperature data is

invalid for the analog gauge, the
pointer is removed.
If brake temperature data is

invalid for the digital display, the
digital display is replaced with
four amber dashes ( -------- ).
Table 7--4
Brake Temperature
Brake Temperature °C Color

ERJ 170/175
< 288 °C Green readout

288°C < Brake Temp < 420 °C Reverse amber readout
Brake Temperature °C N/A
ERJ 190/195
< 232 °C Green readout
232 °C < Brake Temp < 420 °C Reverse amber readout

REV 2 Oct 2006 7-17
SYSTEMS -- FLIGHT CONTROLS

The flight control system (FCS) monitors the control surfaces for
deflection and tracking of split or separate surfaces. If any irregularities
are identified, CAS messages are generated and the details are seen
on the flight control synoptics page, shown in Figure 7--6. The flight
controls system synoptic page is invoked by positioning the cursor on the
systems menu title button on the multifunction display (MFD), selecting the
enter button on the cursor control device (CCD) and then selecting the
Flight Ctrl radio button.
The flight control system displays the status information that follows:
D Power--up built--in test (electrical/hydraulic)
D Surface deflection readouts
D Left and right elevator surfaces
D Left and right aileron surfaces
D Rudder surfaces
D Left and right multifunction spoiler status
D Left and right ground spoiler status
D Ventral airbrake status
D Actuator status.
Figure 7--6
Flight Controls Synoptic Page Clean Configuration

7-18 REV 2 Oct 2006
Aircraft Display Icon

The flight control surface indicators are positioned on a static aircraft
icon rear view, as shown in Figure 7--7. The aircraft icon has a white
outline with gray shading. The display shows control surfaces partially
active. When control surfaces are fully deployed, they are solid green.
If they are partially deployed, they are shown in black and green
diagonal lines . Retracted surfaces are displayed as a solid green
line .
Figure 7--7
Aircraft Display
Power--up Built--in Test (PBIT) -- The electrical and hydraulic PBIT

countdown annunciators are displayed on the top left corner of the flight
controls synoptic page. They are used as timers for the flight controls.
It is a mandatory safety check for the electrical and hydraulic systems
integrity. The status for the two counters are normal, represented by
green or cyan numbers. Invalid data is represented by two amber
dashes ( ---- ). The flight controls synoptic page displays the number
of remaining hours for the electrical and hydraulic PBITs starting at 20
hours and counting down to zero. If the number of hours for the PBITs
is ≥ 5, the color of the countdown is green. If not, it is cyan.
Surface Deflection Readout -- The flight control system surface

deflection readouts are displayed on the top right portion of the flight
control synoptic page. It represents the angular deflection of the rudder
and elevator control surfaces. The digits are displayed in green.
Invalid data is represented by amber dashes ( ----.---- ).

REV 2 Oct 2006 7-19
Elevator Surfaces -- Left and right elevator surfaces are monitored and
verified that they move together. The status of the elevator is
determined by the position of the icons. Normal (0 degree) deflection
elevator position is shown as a solid green line indicator level with the
horizontal stabilizer surface. Fully deflected elevators are shown by a
raised or lowered solid green surface indicator . Partially deflected
elevators are shown by black and green diagonal lines . Elevator
position is monitored for full deflection of --25 degrees down to +14
degrees up travel. Elevator position displays are listed in Table 7--5.
Table 7--5
Elevator Position Color Coding
Color Status Elevator Position
Solid Green Fully < --24° or ≥ 14° (ERJ 170)

Deployed <--25° or ≥ 17° (ERJ 190)
Green Cross Partially Any other position than fully

Hatch Deployed deployed
Green Line Retracted 0°
Amber Failed or X
Undetermined
Dashed White ON Deployed > 50% of full

Box deflection
Dashed White ON Failure or position unknown

Box
No display OFF Other (box removed)
Aileron Surfaces -- Left and right aileron surfaces are monitored and
verified that they move in opposite directions. The status of the ailerons
is determined by the position of the icons. Normal (0 degree) deflection
of aileron position is shown as a solid green line surface indicator
level with the wing surface. Fully deflected ailerons are shown by a
raised or lowered solid green surface indicator . Partially deflected
ailerons are shown by black and green diagonal lines . Aileron
position is monitored for full deflection of 14 degrees down to --24
degrees up travel. Aileron position displays are described in Table 7--6.

7-20 REV 2 Oct 2006
Table 7--6
Aileron Position Color Coding
Color Status Aileron Position
Solid Green Fully < --24° or > 14°

Deployed

Amber Failed or X
Undetermined

Box deflection

Box
Rudder Surface -- The rudder surfaces are monitored to verify

maximum deflection. The status of the rudder is determined by the
position of the icons. Normal (0 degree) deflection rudder position is
shown as a solid green line surface indicator level with the vertical
stabilizer surface. A fully deflected rudder is shown by a left or right solid
green surface indicator . A partially deflected rudder is shown with
black and green diagonal lines . Rudder position or travel is
monitored for full deflection of +28 degrees left to --28 degrees right.
Rudder position displays are listed in Table 7--7.

REV 2 Oct 2006 7-21
Table 7--7
Rudder Position Color Coding
Color Status Rudder Position
Solid Green Fully --28° > or > 28°

Deployed

Amber Failed or X
Undetermined

Box deflection

Box

7-22 REV 2 Oct 2006
Abnormal Control Surface Conditions

Figure 7--8 shows the possible abnormal primary control surface
displays described in the tables above.
Figure 7--8
Abnormal Primary Control Surface Displays
The conditions that follow use the left aileron to show the abnormal
examples.
Failed Deployed -- If a control surface fails and

it is deployed, the surface has black and amber
diagonal lines with an amber X that covers
the surface inside a white dashed box.
Failure Retracted -- If a control surface fails and

it is retracted, the surface is removed and
replaced with a solid amber line surface
indicator and an amber X inside a white
dashed box.
Surface Position Unavailable -- If a control

surface position is unknown or invalid and no
failure is reported, the surface is removed and
only the white dashed box showing the
maximum deflection in both directions is
displayed.

REV 2 Oct 2006 7-23
Spoiler Surfaces
Each wing contains five spoiler surfaces to perform the spoiler and
speed brake tasks. The two inboard surfaces on each wing are used for
ground spoilers. The three outer surfaces are used as ground spoilers,
air speed brakes, and for low--speed roll control. The three outer
spoilers on each wing are called the inboard, midboard, and outboard
multifunction spoilers, respectively. When spoilers are used to assist in
roll control, only the spoilers on the down wing are proportionally raised.
Spoiler position is monitored, and relative position is shown on the
display.
The spoiler surface display shows the status of each multifunction

spoiler surface and ground spoiler and also the information that follows:
D Spoiler deployment status
D Inboard spoiler surface position
D Midboard spoiler surface position
D Outboard spoiler surface position
D Inner ground speed brake spoiler surface position
D Outer ground speed brake spoiler surface position.
SPOILER DEPLOYMENT STATUS
The speed brakes are the three outboard spoiler panels on each wing,
shown in Figure 7--9, and are deployed at 20 degrees.
Figure 7--9
Speed Brakes Deployed
SPOILER SURFACE POSITION
The three surfaces on each wing function as a group for the speed
brake function. The surfaces are monitored and verified that they move
together, except during roll control. Spoiler deflection colors are given
in Table 7--8.

7-24 REV 2 Oct 2006
Table 7--8
Outer, Middle, and Inner Spoiler Position Color Coding
Color Status Spoiler Position
Solid Green Fully ² 28°, on the ground

Deployed
Solid Green Fully ² 28°, in the air

Deployed

Amber Failed or X
Undetermined

Box deflection

Box
GROUND SPOILER DEPLOYMENT STATUS
In Figure 7--10, the two ground spoiler panels on each wing are fully
deployed.
Figure 7--10
Ground Spoilers Deployed

REV 2 Oct 2006 7-25
Ground braking spoilers are deployed when all six spoilers are active
and all four ground spoilers are active. Figure 7--11 shows all ground
spoilers fully deployed, including the ventral speed brake (optional).
Ground spoiler color coding is listed in Table 7--9.
Figure 7--11
All Ground Spoilers Fully Deployed
Table 7--9
Ground Spoiler Position Color Coding
Color Status Ground Spoiler Position
Solid Green Fully > 50%

Deployed
Amber Failed or X
Undetermined

Box
No display OFF Not deployed

7-26 REV 2 Oct 2006
Abnormal Spoiler Conditions

Figure 7--12 shows the possible abnormal spoiler surface displays on
the left wing and a fully open spoiler on the right wing. These positions
are associated with the color coding tables that describe the spoiler and
air brake color coding.
Figure 7--12
Abnormal Spoiler Displays
The conditions that follow use the left outboard spoiler to show the
abnormal multifunction spoiler and ventral speed brake example.
Failed Deployed --If a spoiler fails and it is

deployed, an amber X covers the surface,
and a white dashed box showing the
maximum deflection is shown.
Failure Retracted/Unknown --If a spoiler

fails and its position is NOT known, the
surface is removed and replaced with an
amber X , and a white dashed box is
displayed, showing the maximum
deflection.
Surface Position Unavailable -- If a

spoiler position is unknown or invalid and no
failure is reported, the surface is removed,
and only the white dashed box showing
the maximum deflection is shown.

REV 2 Oct 2006 7-27
Ventral Speed Brake (Option)

The speed brake is located on the bottom of the fuselage, as shown in
Figure 7--13. The status of the ventral speed brake is determined by the
appearance and position of the icon. The display shows the ventral
speed brake deployed at 50 degrees. The ventral speed brake is solid
green when fully deployed at 60 degrees.
Figure 7--13
Ventral Speed Brake
The abnormal ventral speed brake conditions are the same as the
spoiler conditions, as shown in Abnormal Spoiler Conditions. Ventral
speed brake color coding is listed in Table 7--10.
Table 7--10
Ventral Speed Brake Position Color Coding
Solid Green Fully ² 60°

Deployed

Amber Failed or X
Undetermined

Box deployment

Box

7-28 REV 2 Oct 2006
Table 7--10 (cont)

Ventral Speed Brake Position Color Coding
No display OFF Not deployed
Flight Control System Status Annunciators

The flight control status box is shown in Figure 7--14. It is located on the
bottom portion of the flight control synoptic page. There is a STATUS
label at the top of this section. It associates airfoil surfaces with the
controlling hydraulic system, mode, and two actuators for each surface.
Under the SURFACE annunciator are the three surfaces being
described, RUDDER , ELEV LH (for left--hand elevator), and
ELEV RH (for right--hand elevator). Under hydraulic system
( HYD SYS ) are the three controlling hydraulic systems, 1 , 2 and
3 . Under the MODE annunciator are the modes of each surface.
Possible modes include NORMAL , DIRECT , FAIL , and -- -- .
Under the ACTUATORS are the status conditions, ON , STBY
(standby), STBY DIR (standby direct), ON and -- -- .
Figure 7--14
Status Box With Normal Indications
The MODES include:

D NORMAL -- The surface is operating in the normal mode.
D DIRECT -- The surface is operating in the direct mode.
D FAIL -- This means the system has failed for a known reason, and
a CAS message has been generated.
D -- -- -- This means a failure exists, but the source of the failed
condition is unknown, and no CAS message has been generated.
ACTUATORS status include the status reports that follow:
D ON -- The actuator is on and operating.

REV 2 Oct 2006 7-29
D STBY -- The actuator is in the standby channel and is available for

use.
D STBY DIR -- The actuator is in the direct mode and is operating in

the standby channel.
D ON -- The actuator is on, but a known failure has been detected,

and a CAS message has been generated.
D -- -- -- The actuator is in an unknown failure condition, and it is not

on.
Figure 7--15 shows the DIRECT mode is active on the rudder surface.
Figure 7--15
Rudder With DIRECT Mode Active
Figure 7--16 shows the FAIL active on the rudder surface. This means
the rudder is failed with a known cause and has an associated CAS
message.
Figure 7--16
Rudder With FAIL Failure Mode
Figure 7--17 shows the -- -- active on the rudder surface. This means
the rudder is failed with an unknown cause, and there is no associated
CAS message.

7-30 REV 2 Oct 2006
Figure 7--17
Rudder System With a -- -- Unknown Failure Condition

REV 2 Oct 2006 7-31
In Figure 7--18, the left side elevator has a STBY DIR status
annunciator, which means the direct mode is active in the standby
channel.
Figure 7--18
Left--Hand Elevator in STBY DIR Mode
In Figure 7--19, the left side elevator has an ON status annunciator.

The actuator is on, but a known failure has been detected, and a CAS
message has been generated.
Figure 7--19
Left Side Elevator With ON Failure Status
In Figure 7--20, the left side elevator has a -- -- failed status

annunciator, which means the elevator actuator has failed, and no CAS
message has been generated.
Figure 7--20
Left Side Elevator With -- -- Failure Status

7-32 REV 2 Oct 2006
SYSTEMS -- HYDRAULICS
The hydraulic system, as accessed by the Systems pulldown menu, is
comprised of three active and totally independent hydraulic fluid
systems.The hydraulic system synoptic page is displayed by
positioning the cursor on the Systems menu title button on the
multifunction display (MFD), selecting the ENTER button on the cursor
control device (CCD), and then selecting the Hydraulics radio
button.The hydraulic system synoptic page display is shown in Figure
7--21. For each of the hydraulic systems, a box encloses the fluid
quantity readout with its vertical scale/pointer, the system pressure
readout with its vertical scale/pointer, and the fluid temperature
readout. The hydraulic system synoptic page displays the status of:
D System pressure
D Reservoir quantities and temperatures
D Valves
D Standard and auxiliary pumps
D Flow lines
D System users.
Figure 7--21
Hydraulic System Synoptic Page

REV 2 Oct 2006 7-33
Hydraulic Reservoirs -- There are three hydraulic display reservoirs,

one for each hydraulic system. They are located at the top of the
display. SYS 1 (System 1) is the left, SYS 2 (System 2) is on the right
and SYS 3 (System 3) is in the center. The pressure, quantity, and
temperature displays are contained in the white bordered reservoir
boxes.
Hydraulic Pressure -- The hydraulic

pressure display is labeled PRESS and
is located in the reservoir box at the top
of the display page. The pressure range
is from 0 to 4000 psi with a resolution of
50 psi. The thermometer gauge is
amber and white. The scale pointer is the
same color as the digital readout. There
are tick marks at the top (4000 psi), at 1800 psi (amber region), and
at the bottom (0 psi) positions of the scale. A PSI label is located
at the bottom of the box. Pressure values at or below 1800 psi are
displayed in reverse amber. Values above 1800 to 4000 psi are
displayed in green.
Values between 0 and 1800 psi are

displayed in reverse amber, and the color
of the pointer is amber.
If pressure data is invalid or outside the

displayable range, the dial pointer is
removed, and the display digits are
replaced with four amber dashes
( -------- ).

7-34 REV 2 Oct 2006
Hydraulic Quantity -- The hydraulic

quantity display is labeled QTY and is
located in the reservoir box at the top of
the display page. The digital display is
displayed as a percentage of level from 4
percent to 100 percent with a resolution of
2 percent. A % label is at the bottom of
the box. The thermometer gauge is
white and cyan. There are tick marks at
the top level (100%), low level (17%) and bottom level (0%)
positions of the scale. The scales pointer is the same color as the digital
display. When the quantity is in the normal range (17% to 100%), the
pointer and display are green.
When the quantity is low, the pointer is

cyan, the display is reverse cyan, and
a CAS message is displayed in the CAS
window.
If quantity data is invalid or outside the

displayable range, the dial pointer is
removed, and the display digits are
replaced with three amber dashes
( ------ ).
Reservoir Temperature -- The reservoir temperature is displayed

inside each reservoir tank icon. The temperature is in degrees Celsius
with a resolution of 2 °C. The display digits are green with a °C label.
Normal temperature display is green, high temperature is amber
reverse video, and overheat is red reverse video. High and
overheat temperatures generate a CAS message. If temperature
data is invalid or outside of the displayable range, the digital display is
replaced with amber dashes ( ------ ).

REV 2 Oct 2006 7-35
Hydraulic System Engine Firewall Shutoff Valves

The hydraulic valves (FWSOVs) control the flow of hydraulic fluid from
the reservoir tanks to the boost pressure pumps. The valves are located
between the reservoir boxes and the boost pumps. The status of the
valves is determined by the appearance of the icons.
A number of valve icons are used in the hydraulic synoptic page. They
are shown in Figure 7--22. Most are described below. Those not
described are variations of the most commonly used valve icons.
Figure 7--22
Valve Icons

7-36 REV 2 Oct 2006
Valve Icon -- The valve icon is shown in three of 12 possible states in

Figure 7--23. The valve icon is represented as a white circle with a
gray flow tube across the center. For the open and in--transit states of
the valve, the valve color is dependent on the hydraulic fluid quantity.
If the fluid quantity is 6 percent or more, the valve and flow tube is
displayed green. If the fluid quantity is less than 6 percent, the valve
and flow tube are displayed in white. If the fluid quantity cannot be
determined, the valve is displayed white with an amber dashed flow
tube.
Valve Closed Valve In Transit Valve Open
Figure 7--23
Valve State Icons
If the valve fails in any of the three states, a

large amber X is placed over the valve icon,
and an amber CAS message is generated.
If valve data is invalid or undetermined, the

valve icon changes to a dashed amber valve
icon .

REV 2 Oct 2006 7-37
Valve Interconnects -- Green interconnects indicate the hydraulic

lines that connect the reservoir, pumps, and boxes, and indicate the
presence of hydraulic pressure or flow. Gray interconnects indicate
the absence of pressure or flow. Amber dashed lines indicate flow is
undetermined or invalid.
Hydraulic Pump System -- The system pumps

are used to supply pressure to each hydraulic
system. The pump icon is represented as a
circle with four blades in the center. They are
located below the pressure gauges. The pump
icon is normally shown ON (green) or OFF
(white). The status of the pumps is determined
by the appearance of the icons. Hydraulic
System 1 pressure is generated from an engine driven pump or an
electrical pump. Hydraulic System 2 pressure is generated from an
engine driven pump and an electrical pump. An additional pump (the
Power Transfer Unit [PTU] pump) is available to supplement the
landing gear hydraulic equipment. The PTU pump has a label PTU
shown to the left of the icon. Hydraulic System 3 pressure is generated
from two electrical pumps. The electrical pumps for System 3 have
labels A and B displayed to the right of the respective icon. The
remaining pumps are not labeled since only one electrical pump is
supplied for Hydraulic Systems 1 and 2.
If the pump fails in either state, a large amber

X is placed over the pump icon, and an amber
CAS message is generated.
If pump data is invalid or undetermined, the

pump icon is changed to an amber dashed
icon border around amber blades .

7-38 REV 2 Oct 2006
Hydraulic System Flow Lines -- The flow lines are represented on the
hydraulics system synoptic page by graphical icons. The state of the
flow lines is determined by the appearance of the icons. A combination
of the hydraulic fluid quantity, the status of the FWSOVs, and the status
of various pumps determine the hydraulic flow line states.
The flow line segment is displayed as a thick

solid green line when reservoir fluid quantity is
6 percent or more.
The flow line segment is displayed as a thin

white line when reservoir fluid quantity is less
than 6 percent.
The flow line segment is displayed as a

dashed amber line ( ------ ) when fluid quantity
cannot be determined or is invalid.

REV 2 Oct 2006 7-39
Hydraulic Users
Hydraulic power users are listed in the boxes in the center of the display
area and show which hydraulic system supplies each user.
System 1 (left side) users are:

D ELEV OUTBD LH -- Elevator outboard left side
D RUD UPPER -- Rudder upper
D ENG 1 REVERSER -- Engine 1 reverser
D MF SPOILER 3/4 -- Multifunction spoiler 3 and 4
D GND SPOILER 2 -- Ground spoiler 2
D BRAKE OUTBD -- Brakes outboard
D EMER/PARK BRAKE -- Emergency/parking brakes.
System 2 (right side) users are:

D ELEV INBD -- Elevators inboard
D AIL INBD -- Ailerons inboard
D ENG 2 REVERSER -- Engine 2 reverser
D MF SPOILER 5 -- Multifunction spoiler 5
D GND SPOILER 1 -- Ground spoiler 1
D BRAKE INBD -- Brakes inboard
D NOSEWHEEL STR -- Nose wheel steering
D SPEEDBRAKE -- Speedbrakes
D LANDING GEAR -- Landing gear
D EMER/PARK BRAKE -- Emergency/parking brakes.
System 3 (center) users are:

D ELEV OUTBD RH -- Elevator outboard right side
D RUD LOWER -- Rudder lower
D AIL OUTBD -- Aileron outboard.

7-40 REV 2 Oct 2006
USER ICONS
User icons are represented by large rectangles containing white

labels identifying the users of hydraulic power, as shown in Figure
7--24. The annunciations are always displayed and in white. The size
of the icon text varies. When normal pressure is indicated for a system,
the icons for that system get decreased text size. When a non--normal
pressure is indicated for a system, the icons for that system get
increased text size. The status of the user icons is determined by the
appearance of the icons.
The icon border is green if the pressure is in the normal range. If the
pressure is low, the icon border is white. If hydraulic pressure data is
invalid or undetermined, the icon border changes to amber dashes
( ------------ ).
Figure 7--24
Hydraulic Pump Users

REV 2 Oct 2006 7-41
SYSTEMS -- FUEL
The fuel system synoptic page is displayed by positioning the cursor on
the Systems menu title button on the multifunction display (MFD),
selecting the ENTER button on the cursor control device (CCD), and
then selecting the Fuel radio button. The fuel synoptic page contains
symbols that represent the fuel system components. Each wing section
of the display outlined in gray represents a fuel tank shown in
Figure 7--25. Inside each tank is a thermometer gauge that displays fuel
quantity. Also shown are pumps, valves, and plumbing needed to
manage fuel flow to the engines and APU.
Figure 7--25
Fuel System Synoptic Page

7-42 REV 2 Oct 2006
The fuel system displays the status of the information that follows:
D Total fuel on board the aircraft
D Total fuel used
D Fuel temperature (left tank)
D Left and right wing tank fuel quantity
D Left and right ejector pumps
D Left and right AC boost pumps
D DC pump (right wing)
D Fuel crossfeed valve
D Left and right engine shutoff valves
D APU shutoff valve.
The quantity displays are in LB (pounds) or KG (kilograms). The

weight measure (pounds or kilograms) is selected on the initialization
page on the MCDU. The wing tanks are labeled TANK 1 and TANK 2
at the bottom portion of the wing.
Total Fuel Tank Digital Readout -- The

total fuel quantity digital readout is
displayed under the APU icon on the fuel
synoptic page and is labeled TOTAL in
white. It is the sum of the left and right fuel tank quantities with a
resolution of 10 lb. TOTAL is followed by the normally green total
digital display , and then the units LB (pounds) or KG (kilograms).
If the quantity is in the caution range, the display is amber reverse
video, and if it is in the warning range, the display is red reverse
video. See Table 7--11 for fuel quantities.
Table 7--11
Fuel Quantity
Total Fuel Quantity Readout Color
ERJ 170/175
At least 2640 lb/1320 kg Green
Less than 2640 lb/1320 kg Reverse amber
Less than 1200 lb/ 600 kg Reverse red
ERJ 190/195

REV 2 Oct 2006 7-43
Table 7--11 (cont)

Fuel Quantity
Total Fuel Quantity Readout Color
At least 3520 lb/1760 kg Green

Less than 3520 lb/ 1760 kg Reverse amber
Less than 1600 lb/ 800 kg Reverse red
If TOTAL fuel data is invalid or outside the

displayable range, the digital display is
changed to five amber dashes ( ---------- ).
Used Fuel Digital Readout -- The total

fuel USED digital readout is displayed
below TOTAL on the fuel synoptic page.
The USED annunciator is followed by the digital display in green,
followed by the units LB (pounds) or KG (kilograms). It is displayed
with a resolution of 10 lb.
If fuel USED data is invalid or outside the

displayable range, the digital display is
changed to five amber dashes ( ---------- ).

7-44 REV 2 Oct 2006
Fuel Temperature Digital Readout

The fuel temperature digital display is
located in the center of the left wing tank
area and is labeled TEMP . Temperature
has a green digital display below it,
followed by the units °C and has a
resolution of 1_C. If the temperature is in
the caution range, the digital display
changes to reverse amber, and a CAS
message is generated.
If fuel temperature data is invalid or outside

the displayable range, the digital portion of
the display is changed to three amber
dashes ( ------ ).
Fuel Tank Quantity Displays

A graphic representation of the quantity is shown by referencing the
thermometer gauges for each wing tank. The quantity gauge has three
ranges, normal (white), caution (amber), and warning (red). The
thermometer gauge also has four tick marks. They are located at the
0% , 20% , 40% and the 100% locations on the scales. Each scale
also has an associated pointer that is the same color as the displayed
readout. The fuel quantity digital readout is located in the gray wing icon
at each tip below the analog display. The fuel quantity digits are labeled
in LB or KG units and are displayed with a resolution of 10 lb/kg.
The normal (white) quantity range is

located between the 40% and 100% tick
marks. The pointer in this range is solid
green and is positioned along the
thermometer to identify the percentage of
fuel remaining.

REV 2 Oct 2006 7-45
The caution (amber) quantity range is

located between the 20% and 40%
tick marks. When the fuel level reaches
the amber caution line, the pointer
changes to amber and the digital
display changes to
inverse video .
amber reverse
The warning (red) quantity range is

located between the 0% and 20%
tick marks. When the fuel level reaches
the red warning line, the pointer
changes to red and the digital display
changes to red reverse video . A red
CAS message is also generated.
If fuel quantify data is invalid or outside

of the displayable range, the pointer is
removed and the digital display is
changed to five amber dashes
( ---------- ).

7-46 REV 2 Oct 2006
Fuel Ejector Pumps
The left and right ejector pumps are shown on

the fuel synoptic page. The status of the pumps
is determined by the appearance of the icons.
The ejector pumps supply fuel and fuel
pressure from the fuel tanks to the remainder of
the fuel system. The ejector pump icon is shown
in three possible states, ON , OFF , or undetermined . The ejector
pump icon is a hollow triangle with a small circle inserted on top. In the
ON state, the ejector pump icon is green.
In the OFF state, the ejector pump icon is

white.
If ejector pump data is invalid or undetermined,

the pump icon changes to amber dashes
( ------ ).
Fuel AC Boost Pumps
The left and right

alternating current
( AC ) boost pumps
are a secondary
system activated
when the ejector
pump is failed or an
XFEED is needed.
The pump icon is represented as a gray circle with three colored blades
in the center. The AC boost pump icon is shown in four possible states,
ON , OFF , failed , or undetermined . In the OFF state, the pump
icon blades are white, as seen above. They operate on aircraft
generated power.

REV 2 Oct 2006 7-47
In the ON state, the pump icon blades are

green.
If the pump fails in any state, a large amber

X is placed over the pump icon. An amber
CAS message is generated for this
condition.
If AC boost pump data is invalid or

undetermined, the pump icon is changed to
an amber dashed ( ------ ) bordered icon
with amber blades.

7-48 REV 2 Oct 2006
Fuel DC Start Pump

The direct current ( DC ) fuel pump is used to increase fuel pressure
in the right fuel system for engine start, APU start up, and APU running.
The direct current fuel pump icon is represented as a gray circle with
three colored blades in the center and is located inside the right wing.
The direct current boost pump icon is labeled DC . It operates on
battery power.
The DC boost pump icon is shown in four

possible states, ON , OFF , failed , or
undetermined . In the OFF state, the
pump icon is white.
In the ON state, the pump icon is green.
If the pump fails in any state, a large

amber X is placed over the pump icon.
An amber CAS message is also
generated for this condition.
If DC boost pump data is invalid or

undetermined, the pump icon is changed
to an amber dashed ( ------ ) bordered
icon.

REV 2 Oct 2006 7-49
Fuel Crossfeed Valve
The crossfeed valve permits fuel flow from one wing tank to the other.
This permits one fuel system (left or right) to feed both engines or the
APU. The crossfeed valve is located in the center of the fuel page
display.
The valve icon is

represented as a
circle with a flow line
across the center.
The crossfeed valve
icon is shown in one
of four possible
states, open ,
closed ,
in--transit , and
undetermined .
In the in--transit and closed states, the

valve icon is white. The valve on top is shown
in--transit , and the one on the bottom is
closed .
In the open state, the valve icon is green. The

cyan indication LOW 1 is displayed above the
crossfeed valve when fuel is being transferred
from the right wing tank to the left wing tank.
LOW 2 indicates fuel transfer to the right wing
tank.
If the valve fails in any of the four states, a large

amber X is placed over the valve icon. An
amber CAS message is also generated for
this condition.

7-50 REV 2 Oct 2006

valve icon changes to an amber dashed
( ------ ) bordered icon.
Engine and APU Fuel Shutoff Valves

The engine shutoff valves are located below each engine icon as shown
in Figure 7--26. The APU shutoff valve is located in the center of the fuel
page display above the APU icon. The engine fuel shutoff valves supply
fuel to the engines. If an engine fire occurs, these valves are used to
shut off the flow of fuel to the engine area.
Figure 7--26
Shutoff Valve Locations
The valve icon is represented as a white circle with a gray flow line
across the center. The engine or APU shutoff valve icon is shown in one
of four possible states, open, closed, in--transit, and undetermined. In
the open state, the valve icon is green. In the closed and
in--transit states, the valve icon is white. In the undetermined state,
the icon is amber. Figure 7--27 shows three possible states. Both valves
give identical indications, even though only the engine shutoff valve is
illustrated.

REV 2 Oct 2006 7-51
Open In--Transit Closed

Figure 7--27
Shutoff Valve Icons
If the valve fails in any of the four states, a large

amber CAS message is also generated for this
condition.
If valve data is invalid or undetermined, the valve

icon changes to an amber dashed ( ------ ) icon.

7-52 REV 2 Oct 2006
Fuel Flow Line Diagrams

Fuel flow lines represent the fuel flow and are shown in Figure 7--28 with
each line labeled. If fuel is flowing through the line, the line is green.
If fuel is not flowing , the line is white. If fuel flow cannot be
determined or is invalid, the line changes to an amber dashed ( -------- )
icon. Table 7--12 lists the connections for each of the 13 lines.
Figure 7--28
Fuel Flow Lines With Numbered Callouts
Table 7--12
Fuel Line Definitions
Line
# From To
1 # 1 Ejector pump #1 AC union

2 #1 AC pump Segment to union with #3
3 Common pipe from #1 AC Union to segment #4
4 Pipe from crossfeed valve #1 Shutoff valve
5 #1 Shutoff valve #1 Engine
6 #2 Ejector pump and pipe #2 AC pipe union

REV 2 Oct 2006 7-53
Table 7--12 (cont)

Fuel Line Definitions
Line
# From To
7 #2 AC pipe Common pipe

8 DC pump and union Common pipe
9 Common pipe between #2 AC and DC pipe unions
10 Common pipe Segment 11
11 Crossfeed #2 Shutoff valve and #3
APU shutoff valve
12 #2 Shutoff valve #2 Engine
13 #3 Shutoff valve APU

7-54 REV 2 Oct 2006
The fuel flow line segment is displayed as a

thick solid green line when there is fuel flowing.

thin white line when there is no fuel flowing.

dashed amber line ( ------ ) when fuel flow
cannot be determined or is invalid.

REV 2 Oct 2006 7-55
SYSTEMS -- ELECTRICAL SYSTEM

The electrical synoptic page is displayed by positioning the cursor on
the Systems menu title button on the multifunction display (MFD),
selecting the ENTER button on the cursor control device (CCD), and
then selecting the Electrical radio button.The electrical system
synoptic page display, shown in Figure 7--29, includes the status of a
number of electrical power sources and buses that are monitored and
easily identified through various icons.
Figure 7--29
Electrical System Synoptic Page
With Ground Support
Unit Icons
A unit icon has a unique and logical shape to identify the function of the
icon. A green outline indicates that the source icon is producing or
delivering power, and white indicates that it is not producing power.
An amber dashed icon is used to indicate an undetermined state.
This means the unit has failed, or unit data is not available.

7-56 REV 2 Oct 2006
The electrical system displays the status of:

D Buses
D Connections
D Engine generators
D Auxiliary power unit (APU)
D AC power cart
D DC power cart
D Ram air turbine (RAT)
D Transformer rectifier unit (TRU)
D Battery.
The connecting lines represent connections between power sources

and load buses. The upper half of the display covers AC power, and the
lower half covers DC power.

REV 2 Oct 2006 7-57
The electrical display is decluttered when the aircraft is airborne.

Ground available services are removed, as shown in Figure 7--30.
Ground services, like ground power units, are shown on the synoptic
only when they are connected to the aircraft.
Figure 7--30
Electrical System Synoptic Page
Without Ground Support

7-58 REV 2 Oct 2006
BUSES
Bus Displays -- The buses distribute electrical power to the users or

loads normally through circuit breakers. Electrical buses are
represented as horizontal ovals with names in white letters inside
them.
There are ten buses in the electrical system, and they are labeled as
follows:
D AC BUS 1
D AC BUS 2
D AC ESS
D AC STBY V
D DC BUS 1
D DC BUS 2
D DC ESS 1
D DC ESS 2
D DC ESS 3
D APU START .

REV 2 Oct 2006 7-59
The status of the buses are determined by color.
Buses are shown with solid green lines when

there is current flowing through the bus.
Buses are shown with narrow white lines when

there is no current flowing through the bus.
Buses are shown with amber dashed lines

( ------ ) when the data for that bus is
The AC BUS icons are displayed in the OFF state until they reach a
voltage higher than 90 volts. When they reach 90 volts, they are
displayed in the ON state. Once the AC BUS is displayed as ON, it
remains displayed until the voltage falls below 70 volts.
The DC BUS icons are displayed in the OFF state until they reach a
voltage greater than 18 volts. When they reach 18 volts, they are
displayed in the ON state. Once the DC BUS is displayed as ON, it
remains displayed until the voltage falls below 15 volts.

7-60 REV 2 Oct 2006
Connections
Connections -- Flow line icons illustrate where contactors are closed
and/or voltage is sensed. Connections or electrical system flow lines
are green when current is flowing, white when there is no current
flowing, and amber dashes when current flow data is undetermined .
Flow lines are shown with solid green lines

when current is flowing through the
system.
Flow lines are shown with solid white lines

when there is no current flowing through
the system.
Flow lines are shown with amber dashed

lines ( -------- ) when the current cannot be
determined or is invalid in the system.
Generators
Engine Generators -- The left and right engine generators, each with
an identifiable icon, supply primary AC power to the aircraft, and display
the information as follows:
D Left and right engine generator AC voltage digital readouts
D Left and right engine generator AC frequency digital readouts
D Left and right engine generator AC load digital readouts.

REV 2 Oct 2006 7-61
The left engine AC generator is located in the upper left corner of the
display page, and the right engine AC generator in the upper right
corner, as shown in Figure 7--31. The engine generators are the main
AC power source when the aircraft is on its own power. Connections to
the AC buses are displayed below each generator. The generator icons
are labeled GEN 1 and GEN 2 respectively. Both icons operate
identically.
Figure 7--31
Generator 1 and Generator 2 Icons
Engine Generators -- The engine generator

icon is displayed in green when it is producing
power and the voltage is above 90 V ac. The
normal AC voltage readout is displayed as a
green voltage value followed by a V with a
resolution of 1 volt. The frequency is
displayed in green followed by a Hz and a
resolution of 1 Hz. The load readout is displayed in green followed by
KVA with a resolution of 1 kVA.
The generator icon is white when it is not

producing power or the voltage is below 70 V ac.
If the generator is invalid, or the condition is

undetermined, the generator icon changes to
amber dashes ( -------- ). If the digital data is
invalid, three amber dashes are displayed
( ------ ).

7-62 REV 2 Oct 2006
Auxiliary Power Unit (APU)

Auxiliary Power Unit (APU) Generator Icon--The APU generator is
located in the upper center of the display page. The APU generates ac
power for the aircraft when the engines are not supplying electrical
power. The APU contactor connection to the AC BUS is displayed
below the APU. The APU generator icon is labeled APU . The APU
icon is removed from the display when the APU is not available for
electrical loading. The readouts are only displayed when the icon is
displayed.
The auxiliary power unit icon outline is green

when it is producing power. The normal ac
voltage readout is displayed as a green
voltage value followed by a V with a resolution
of 1 volt. The frequency is green followed by
Hz with a resolution of 1 Hz, and the load
readout is green followed by KVA and a
resolution of 1 kVA.
The APU icon is white when it is not producing

power.
If the APU has failed, is invalid, or APU status is

undetermined, the APU icon is changed to an
amber dashed APU icon . If the voltage,
frequency or load data is invalid, the digits
change to three amber dashes ( ------ ).

REV 2 Oct 2006 7-63
AC Power Cart
AC External Power Cart Icon -- The external power icon, in the shape
of a simple ground power cart, is located in the upper center of the
electrical display page when the cart is connected to the aircraft while
on the ground. The AC external power icon and connection are
removed when the cart is disconnected. The external power connection
supplies AC power for the aircraft when the engines or APU are not
supplying power. The external power contactor connection to the AC
buses is displayed below the external power icon.
The external power cart icon is labeled
AC GPU . The wheels and tongue are white.
The external power cart icon is displayed in
green when it is delivering power. The normal
AC voltage readout is displayed as a green
voltage value followed by V with a resolution
of 1 volt. The frequency is green followed by
Hz with a resolution of 1 Hz, and the load readout is green followed
by KVA with a resolution of 1 kVA.
The external power cart is white when it is not
producing power.
If external power has failed or generator status

is undetermined, the generator icon is
changed to an amber dashed ( ------ )
generator icon. If the voltage, frequency, or
load data is invalid, the digits change to three
amber dashes ( ------ ), as shown.

7-64 REV 2 Oct 2006
DC Power Cart
DC External Power Cart Icon -- The DC external power cart icon is a
ground cart located in the lower center of the electric system display
when the aircraft is on the ground and a ground power source is
connected. The external power cart icon is green and labeled
DC GPU , and the wheels and tongue are white. If no external DC
connection is present, the external DC power icon is removed. The DC
external power connector supplies ground available DC power to the
aircraft. The external power contactor connection is displayed to the
right of the icon.
The external power cart

icon is displayed in
green when it is
delivering DC power.
The IN USE
annunciator is displayed
when the cart is
attached.
The cart is removed from

the display when it is not
supplying power.
If external DC power
status is undetermined,
the DC external power
cart icon is changed to
an amber dashed
( ------ ) icon.
AC Emergency Power Ram Air Turbine (RAT)

RAT Icon -- The RAT is used to supply emergency AC power to the
aircraft. When the RAT is deployed into the slipstream, the slipstream
airflow spins the RAT turbine to drive the emergency AC generator. The
AC emergency power icon is a circle located in the center of the display.

REV 2 Oct 2006 7-65
The AC emergency power icon is labeled

RAT . The ram air turbine icon outline is
displayed in green when it is producing AC
power. The output voltage is displayed in
green followed by V with a resolution of
1 volt. The frequency is green followed by
Hz with a resolution of 1 Hz.
The ram air turbine is removed when it is off

and not producing power.
If AC emergency power status is invalid, the

ram air turbine icon is changed to an amber
dashed ( ------ ) icon. If the voltage or
frequency is undetermined or invalid, the
voltage digits change to amber dashes
( ------ ).

7-66 REV 2 Oct 2006
Transformer Rectifier Unit (TRU)
TRU Icon -- The transformer rectifier unit

changes 117 V ac from the AC bus into 28
V dc to power the main DC 1 and DC 2
buses. The transformer rectifier unit icons
are square and located on the left and right
sides of the display below the engine
generators and in the center of the display
between the AC ESS and DC ESS 3
bus bars. The DC voltage and load are
digitally displayed to the left of the left
TRU 1 and the right of the right TRU 2
and TRU ESS . TRU 1 connects to the
DC BUS 1 and TRU 2 connects to the DC BUS 2 . TRU ESS
connects to the DC ESS 3 bus.
The transformer rectifier unit icons are

green and labeled TRU 1 , TRU 2 , and
TRU ESS . The TRU icon outline is
displayed in green when it is converting AC
power to DC. The normal DC voltage and
load readouts are displayed as green digital
values followed by a V with a resolution of
0.2 volts and A with a resolution of 1 amp.
The TRU icon is white when it is not

producing power.
If the transformer rectifier unit status is

undetermined or invalid, the transformer
rectifier unit icon is changed to an amber
dashed ( ------ ) icon. If the voltage or
amperage data is invalid, the digits change to

REV 2 Oct 2006 7-67
If a transformer rectifier unit has failed in any

state, a large amber X is placed over the
TRU icon and a CAS message is generated.
Battery
Battery Icon -- The general condition of the batteries is displayed here
in the battery area of the electrical synoptic. The battery icons are
located on the bottom left corner ( BATT 1 ) and the bottom right
corner ( BATT 2 ) of the display page. Batteries 1 and 2 supply DC
power to the aircraft. The status of the batteries is determined by color.
The battery icons are labeled BATT 1 and

BATT 2 . The BATT icon outline is displayed
in green with white terminals on top when it is
producing DC power, which is when battery
voltage rises above 18 volts. The normal DC voltage and
temperature readouts are displayed as green digital values followed
by V with a resolution of 0.2 volts and °C with a resolution of 15_C
respectively.
The battery is white when it is off and not

producing power. This occurs anytime battery
voltage falls below 10 volts.
If battery status is invalid, the battery icon is

changed to an amber dashed ( ------ ) icon. If
either the voltage or temperature is invalid, the
associated digits change to amber dashes
( ------ ).
If the battery temperature is at or above 70 _C

for two seconds, the readout changes to
red reverse video .

7-68 REV 2 Oct 2006
SYSTEMS -- ENVIRONMENTAL CONTROL SYSTEM

(ECS) SYNOPTIC PAGE
The environmental control system synoptic page is displayed by
positioning the cursor on the Systems menu title button on the
multifunction display (MFD), selecting the ENTER button on the cursor
control device (CCD), and then selecting the ECS radio button.The
ECS synoptic page shows the cabin and cockpit ventilation and
airconditioning system, including the cabin oxygen system. The
environmental control system display page is shown in Figure 7--32.
Figure 7--32
Cabin Environmental Control System
Synoptic Page

REV 2 Oct 2006 7-69
The display includes the following:

D Cabin and cockpit temperature displays
D Recirculation pumps
D Outflow valve (OFV)
D Manifold pressure
D Air shutoff valve
D Safety valve
D Ram air
D Air duct display
D Forward cargo display
D Crossover air duct display
D Pack
D Ground cart
D Line flow segments.
Cockpit and Cabin Temperature Displays

Cockpit and Cabin Temperature Displays -- The cockpit and cabin
temperatures are displayed in the white fuselage outline . The
temperature displays include the cockpit and cabin temperature digital
readout and circulation pump status.
The labels TEMP °C ,

SET and ACTUAL are
located in the nose of the
fuselage icon. Digital
temperature displays
include the set value in
cyan and the actual
temperature value in
green enclosed in white
boxes for the cockpit,
forward, and aft cabin areas. The temperature is measured in °C with
a 15 _C resolution.

7-70 REV 2 Oct 2006
If temperature data is invalid or

undetermined, three amber
dashes ( ------ ) replace the
temperature digits in the display.
Recirculation Pumps
Recirculation Pumps -- The recirculation pumps are used to circulate

the air in the cabin area to maintain uniform temperature.
The left recirculation pump

system is labeled
RECIRC 1 and is used for
the cockpit. The right
system is labeled
RECIRC 2 and is used for
the foward and aft cabin
sections. There is also a
fan in the forward cargo
bay labeled
FWD CARGO BAY . It operates the same as the other two
recirculation fans.
The pump is shown in green on a gray

background when it is in normal operation.
The pump is shown in white when it is off .

REV 2 Oct 2006 7-71
When the pump data is undetermined or invalid,

it is shown as an amber dashed ( ------ ) icon.
If the pump fails in any state, a large amber X is

placed over the pump icon.
Outflow Valve
Outflow Valve -- The outflow valve is used with the air conditioning
packs (PACKs) to control cabin pressure and ventilation. The outflow
valve lets air exit the cabin, while the air conditioning packs are
supplying fresh air. The system maintains air circulation and
pressurization. The outflow valve position is indicated by a vertical scale
and pointer located in the upper right corner of the environmental
control system synoptic page. OFV is displayed above the vertical
scale. There are tick marks placed at the upper and lower limits of the
scale. OPEN is displayed to the right of the upper limit of the vertical
scale. CLOSED is displayed to the right of the lower limit of the vertical
scale.
The green arrow indicates the open, partially

open, or closed condition of the outflow valve. The
arrow represents the degrees of open position.
The valve is fully closed at 0 degrees and fully
open at 90 degrees.

7-72 REV 2 Oct 2006
This shows a valve partially opened at 20

degrees.

arrow is removed.
Manifold Pressure
Manifold Pressure -- A manifold pressure gauge is
used to view the pressure on each side of the air
control system. The value is displayed in green
inside a gray box with a gray PSI label and a
resolution of 1 psi.
If the pressure value is undetermined or invalid, three

amber dashes ( ------ ) are displayed.
Air Shutoff Valves

The air shutoff valves are located on the environmental control system
synoptic page. They include the following:
D Left and right flow control valve
D Bleed isolation valve
D APU SOV
D Cargo SOV

REV 2 Oct 2006 7-73
D Left and right manifold PRSOVs
D Safety valve
D Ram air SOV.
Safety Valve -- The safety valve automatically relieves the pressure in

the system if it exceeds the acceptable value. When the safety valve
opens or fails, a CAS message is generated. The valve is labeled
SAFETY VALVE .
The states of the safety valve are the same as
the RAM air valve display, green for ON , white
for OFF , and amber dashes ( ------ ) for
Ram Air -- Ram air is used to supply outside air to the cabin at lower
altitudes if the PACK system is not functioning. The valve is labeled
RAM AIR .
The ram air valve, when shown in its normal
closed state, is white.
The RAM AIR valve is shown open (green) when

supplying outside ram air to the cabin.
If the RAM AIR valve data is invalid or undetermined,

the valve changes to an amber dashed ( ------ )
valve.
If the ram air valve fails in any of its possible states,

an amber X is placed over the valve.
The remaining shutoff valves use the same icon display and operate in
the same manner as the ram air shutoff valve previously mentioned.

7-74 REV 2 Oct 2006
Air Duct Display

The air duct system supplies ventilation air to the cockpit and cabin. The
duct system, shown in Figure 7--33, is a dual--feed system with a
crossover duct control valve labeled XBLD . The left engine bleed
system feeds air through the left air conditioner PACK 1 to the cabin.
The right engine bleed system feeds air through the right air conditioner
PACK 2 to the cockpit. The duct air flow is shown in green. If
no air flows , the duct is white.
Figure 7--33
Air Duct System
The engine valve is shown open (green)

when supplying pressure through the system.
The engine valve is shown closed (white)

when not supplying pressure through the
system.

REV 2 Oct 2006 7-75
If the engine valve data is invalid or

undetermined, the valve changes to an amber
dashed ( ------ ) icon, as shown.
If the engine valve fails in any of its possible

states, an amber X is placed over the valve.
The forward cargo bay, labeled FWD CARGO BAY , is located at the
bottom of the environmental control system display, as shown in Figure
7--33. It contains a recirculating pump and shutoff valve that operates
in the same manner as those previously mentioned. The forward cargo
bay is pressurized and must maintain a habitable environment since
domestic animals are placed here during transport.

7-76 REV 2 Oct 2006
Crossover Air Duct

Crossover Air Duct Valve -- The crossover valve, labeled XBLD is
installed in the crossover air duct line. The crossover valve is closed
(white) in normal operations. In the open position (green), it connects
both air duct systems, permitting one of the engine bleed and air
conditioner systems to supply the cabin and cockpit, as shown in Figure
7--34.
Figure 7--34
Crossover Duct and Valve
The faulty PACK is shut off using the pack valve below the PACK icon
( FCV1 or FCV2 ). The engine bleed is shut off at the engine valve.
The APU is used to supply cockpit air, or if connected, a ground cart
supplies air.
Pack Icon -- The air conditioner
PACK icons are green
rectangles with the label
PACK 1 or PACK 2 inside
when in normal operation.
A white border around the pack

icon indicates it is OFF .
A dashed amber border ( ------ )

indicates data about this pack is

REV 2 Oct 2006 7-77
If a pack fails in any state, a large

amber X is placed over the pack
icon, and a CAS message is
generated.
Ground Cart -- The ground cart

symbol, in gray with a
GND CART label, is only
displayed when a ground cart is
attached and supplying air to the
aircraft. The ground cart is
shown connected and supplying
air.
The ground cart icon is removed

when it is not connected or not
supplying air.

7-78 REV 2 Oct 2006
The ground cart icon is

changed to amber dashed lines
( -------- ) when the status is
Line Flow Segments

The line flow segments, labeled in Figure 7--35, are listed in Table 7--13.
Figure 7--35
ECS Line Flow Segments

REV 2 Oct 2006 7-79
The flow line is displayed as a

solid green line when air
is flowing .

solid white line when air is
not flowing .

dashed amber line ( -------- )
when the airflow is undetermined
or invalid.

7-80 REV 2 Oct 2006
Table 7--13
Line Flow Segment Conditions
Line Number and

Color Line Flow Condition
1 RAM air SOV is open, or left FCV is open.
1 RAM air SOV and left FCV are both closed.
2 RAM air SOV is open.
2 RAM air SOV is closed.
3 Left FCV is open.
3 Left FCV is closed.
4, 5, 6, 7, 12 The left manifold PRSOV is open, or the APU bleed

valve is open, or the bleed isolation valve is open, the
HP ground cart is supplying forced air.
4, 5, 6, 7, 12 The left manifold PRSOV is closed, or the APU bleed

valve is closed, or the bleed isolation valve is closed,
the HP ground cart is not supplying forced air.
8 The left engine (FADEC) indicates sufficient bleed air

pressure.
8 The left engine (FADEC) indicates insufficient bleed

air pressure.
9 APU indicates sufficient bleed pressure.
9 APU indicates insufficient bleed pressure.
10 APU bleed air valve is open, and a duct overheat

condition is not detected.
10 APU bleed air valve is closed.
11 HP ground cart is providing forced air.
11 HP ground cart is not providing forced air.

REV 2 Oct 2006 7-81
Table 7--13 (cont)

Line Flow Segment Conditions
Line Number and

Color Line Flow Condition
13 Bleed isolation valve is open, or right manifold

PRSOV is open.
13 Bleed isolation valve is closed, or right manifold

PRSOV is closed.
14 Right manifold PRSOV is open.
14 Right manifold PRSOV is closed.
15 Right engine FADEC indicates sufficient bleed

pressure.
15 Right engine FADEC indicates insufficient bleed

pressure.
16 Right manifold PRSOV is open, or the bleed isolation

valve is open.
16 Right manifold PRSOV is closed, and the bleed

isolation valve is closed.
17 Right FCV is open.
17 Right FCV is closed.
18 Safety valve is open.
18 Safety valve is closed.
19 Recirculation Fan 1 is on.
19 Recirculation Fan 1 is off.
20 Recirculation Fan 2 is on.
20 Recirculation Fan 2 is off.

7-82 REV 2 Oct 2006
SYSTEMS -- BLEED ANTI--ICE SYNOPTIC

The anti--ice system synoptic page is displayed by positioning the
cursor on the Systems menu title button on the multifunction display
(MFD), selecting the ENTER button on the cursor control device (CCD),
and then selecting the Anti--Ice radio button. The bleed anti--ice
synoptic page, shown in Figure 7--36, shows the engine bleed--air
system used to supply anti--ice protection. It also shows information
regarding bleed--air system valve status to the crew.
Figure 7--36
Bleed Anti--Ice Synoptic Page
The bleed system synoptic page shows the status of:
D Left and right bleed pressures
D Left and right bleed temperatures
D Bleed sources: left engine, right engine, or APU
D Bleed air isolation valve
D Control valves
D Icing (annunciator)

REV 2 Oct 2006 7-83
D Left and right wing anti--icing
D Left and right engine inlet anti--icing.
Bleed Manifold
The left and right bleed manifolds display bleed pressure and bleed
temperature digital readouts.
The normal digital

pressure readout is
displayed in green. It is
enclosed in a gray box
with a units label of PSI
and a resolution of 1 PSI.
If pressure data is invalid

or beyond the displayable
range, the display digits
are replaced with three
amber dashes ( ------ ). If
the pressure exceeds the
maximum limit, an amber
CAS message is also
generated for this
condition.

7-84 REV 2 Oct 2006
Temperature Digital Readout

The bleed--air
temperature is displayed
to the right and above the
pressure display, and the
slat anti--ice temperature
is displayed to the left of
the pressure display.
The temperature for both
is in degrees Celsius and
has a resolution of
1 °C . The display
digits are green with a
°C label.
If temperature data is
invalid or beyond the
displayable range, the
digital display is
replaced with three
If the temperature
exceeds the upper limit,
an amber CAS

REV 2 Oct 2006 7-85
Engine Bleed Display

The engine icons are gray. The left and right engines supply anti--ice
bleed air and show engine bleed valve icons, inlet de--ice, and bleed
interconnects. The engine inlets are supplied de--iced air from the
engine bleed, through the valve from the high--pressure port on the rear
portion of the engine.
The valve icon is shown in one of two
possible states: open or closed. The valve
icon is represented as a green circle with
a green flow tube across the center. In the
open state, the valve icon and flow tube
are green.
In the closed state, the valve icon and

flow tube are white.
If the valve fails in either state, a large

amber X is placed over the valve icon. A
CAS message is generated for this
condition.
If valve data is undetermined or invalid,

the valve icon is replaced with amber
dashed lines ( ------ ) with the flow tube
removed.

7-86 REV 2 Oct 2006
APU Bleed Air Display

The APU bleed air system is displayed in the lower left corner of the
bleed display page. The APU icon is a small APU engine symbol
outlined in gray, labeled APU . The APU air shutoff valve is located to
the right of it. The APU is only displayed when the aircraft is on the
ground.
The valve icon is shown open or

closed. The valve icon is represented
as a green circle with a green flow
tube across the center. In the open
state, the valve icon and flow tube are
green.
In the closed state, the valve icon

and flow tube are white.
If the valve fails in either state, a large

amber X is placed over the valve
icon, and an amber CAS message
is generated for this condition.
If valve data is undetermined or

invalid, the valve icon is replaced with
amber dashed lines ( ------ ) with the
flow tube removed.

REV 2 Oct 2006 7-87
Bleed--Air Isolation Valve
The bleed--air isolation valve connects the two bleed systems. It is

labeled XBLD . When it is open it connects both systems, and when
it is closed it isolates them. The isolation valve permits one engine to
supply de--icing air to both sides of the system. The isolation valve is
located in the center of the bleed--air display synoptic.
The valve icon is represented as a green circle

with a green flow tube across the center. In the
open state, the valve icon and flow tube are
green.
In the closed state, the valve icon and flow tube

are white.
If the valve fails in any of the states, a large

amber CAS message is generated for this
condition.
If the isolation valve data is undetermined or

invalid, the valve icon is replaced with amber
dashed lines ( ------ ) with the flow tube
removed.
Icing Display
If icing is present as
determined by the
presence of an icing CAS
message, then the
ICE CONDITION
annunciator is displayed
in the lower right area of
the bleed display
synoptic.

7-88 REV 2 Oct 2006
Wing Anti--Ice Display

The left and right wing anti--ice valves and interconnects are positioned
on static wing icons (outlined in gray) located near the top of the bleed
display page. The wing anti--ice system is monitored for temperature
and overpressure conditions. If limits are exceeded, CAS messages
are generated. The valves, when open, bleed air to the wing leading
edge de--icing system.
The left and right wing

valve icons are open or
closed. In the open
position the valve icon is
displayed as a green
circle with a green flow
tube across the center.
In the closed state, the

valve icon and flow tube
are white.
If the valve fails in either

state, a large amber X
is placed over the valve
icon. An amber CAS
message is generated
for this condition.
If wing valve data is

undetermined or invalid,
the valve icon is replaced
with amber dashed lines
( ------ ) with the flow
tube removed.

REV 2 Oct 2006 7-89
Wing Anti--Ice Flow Lines

The flow lines are represented on the anti--ice synoptic page by
graphical icons. The state of the flow lines is determined by the
appearance of the icons. The anti--ice flow line states are defined by the
states of the valves each flow line is connected to. Figure 7--37 shows
the anti--ice flow lines and interconnects numerically labeled. Table
7--14 lists the green and white conditions for these tubes. Amber
annunciations for that line indicate that the flow is undetermind, a leak
has been detected for that line, or that a failure condition exists that is
not described in the table.
Figure 7--37
Anti--Ice Interconnects

7-90 REV 2 Oct 2006
The flow lines are displayed as follows:

solid green line when air
is flowing .

solid white line when air is
not flowing .

dashed amber line ( -------- )
when the airflow is undetermined
or invalid.

solid amber line when there is a
failure in the system.

REV 2 Oct 2006 7-91
Table 7--14
Anti--Ice Flow Line Descriptions
Line Number and

Color Line Condition
1 Left engine inlet anti--ice SOV is open.
1 Left engine inlet anti--ice SOV is closed.
2 Left engine FADEC indicates sufficient bleed

pressure.
2 Left engine FADEC indicates insufficient bleed

pressure.
7 Left slat anti--ice valve is open.
7 Left slat anti--ice valve is closed.
8 Left manifold PRSOV is open, or the APU bleed valve

is open, or the bleed isolation valve is open.
8 Left manifold PRSOV is closed, and the APU bleed

valve is closed, and the bleed isolation valve is
closed.
9 Right manifold PRSOV is open, or the bleed isolation

valve is open.
9 Right manifold PRSOV is closed, and the bleed

isolation valve is closed.
10 Right slat anti--ice valve is open.
10 Right slat anti--ice valve is closed.
11 Right manifold PRSOV is open.
11 Right manifold PR SOV is closed.
15 Right engine FADEC indicates sufficient bleed air

pressure.
15 Right engine FADEC indicates insufficient bleed air

pressure.

7-92 REV 2 Oct 2006
Table 7--14 (cont)

Anti--Ice Flow Line Descriptions
Line Number and

Color Line Condition
16 Right engine inlet anti--ice SOV is open.
16 Right engine inlet anti--ice SOV is closed.
17 APU bleed valve is open, and a duct overheat

condition is not detected.
17 APU bleed valve is closed.
18 APU indicates sufficient bleed air pressure.
18 APU indicates insufficient bleed air pressure.
19 Left slat anti--ice valve is open, and a left wing

overheat (leak) is not detected.
19 Left slat anti--ice valve is closed.
20 Right slat anti--ice valve is open, and a right wing

overheat (leak) condition is not detected.
20 Right slat anti--ice valve is closed.

REV 2 Oct 2006 7-93
SYSTEMS -- MAINTENANCE
The engine maintenance synoptic page is displayed by positioning the
and then selecting the Engine Maint radio button. The opening page
is shown in Figure 7--38. The maintenance system synoptic pages can
only be displayed on MFD 2.
Figure 7--38
Maintenance Main Menu

7-94 REV 2 Oct 2006
The engine maintenance synoptic page, as shown in Figure 7--39,

displays dispatch level limitations for each engine. The engine
exceedance information and FADEC channel faults are also displayed.
ENGINE MAINTENANCE is displayed at the top of the engine
maintenance synoptic page. The synoptic is only available on the
ground. If the on--ground interlock is not satisfied, the drop--down menu
selection Engine Maint is grayed, preventing the selection of the
synoptic.
Figure 7--39
Engine Maintenance Synoptic Page

REV 2 Oct 2006 7-95
Engine Dispatch Limitations Display

The engine dispatch limitations window, as shown in Figure 7--40, is
displayed on the upper third of the engine maintenance synoptic
display. The status of the dispatch limiting faults is displayed on the
engine maintenance synoptic page to supply maintenance with the
engine dispatch limitation status. The left engine dispatch limitations
are displayed on the left side of the window, while the right engine
dispatch limitations are displayed on the right side.
Figure 7--40
Engine Dispatch Limitations

7-96 REV 2 Oct 2006
The engine maintenance synoptic is capable of showing up to five

dispatch limitations. They are displayed in the order listed:
D NO DISPATCH
D SHORT TIME DISPATCH
D LONG TIME DISPATCH
D ECONOMIC DISPATCH
D CHIP DETECTED .
When there are no dispatch limiting faults active, the annunciation

NO LIMITATION is displayed.
Engine Exceedances Display

The ENGINE EXCEEDANCES window, as shown in Figure 7--41, is
displayed on the middle third portion of the engine maintenance
synoptic. The main purpose is to supply maintenance with the engine
exceedance status of each engine. The left engine exceedance
limitations are displayed on the left side of the window, while the right
engine exceedance limitations are displayed on the right side.
Figure 7--41
Engine Exceedances Display

REV 2 Oct 2006 7-97
The engine exceedance synoptic shows data for seven engine

parameters. They are labeled as follows:
D N1 HI -- N1 high speed
D N2 HI -- N2 high speed
D ITT HI -- Inter turbine temperature
D N1 HI VIB -- N1 high vibration
D N2 HI VIB -- N2 high vibration
D OIL HI TEMP -- Oil high temperature
D OIL LO PRESS -- Oil low pressure.
The engine exceedance maximum peak and duration are also
displayed in cyan, permitting maintenace to know how high and how
long a parameter was exceeded. When there is no detected
exceedance, the annunciation NO EXCEEDANCE is displayed. If
there are any negative values, they are displayed as amber dashes
( ------ ).
All exceedances that are not used are removed from the display. For
example, if N1 HI VIB is the only condition that is exceeded, the
preceeding conditions are removed from the display, and N1 HI VIB
is displayed on the first line.
Engine Fault Codes Display
The ENGINE FAULT CODES window, as shown in Figure 7--42, is
displayed on the lower third of the engine maintenance synoptic. The
engine maintenance page shows a maximum of 14 fault codes for each
FADEC channel. When there are more than 14 codes, the additional
fault codes are displayed only when actively displayed fault codes are
cleared (removed).
Figure 7--42
Engine Fault Codes Display

7-98 REV 2 Oct 2006
The fault codes are displayed as follows:
D FADEC 1--A
D FADEC 1--B
D FADEC 2--A
D FADEC 2--B .
Each individual fault code is displayed in cyan. When there are no

active faults for a FADEC channel, the annunciation NO FAULT is
displayed.
Engine Maintenance Display

The function keys of the engine maintenance synoptic, as shown in
Figure 7--43, are displayed on the engine maintenance synoptic page
below the engine fault codes display. The purpose of the function keys
are to command the FADEC to clear memory.
Figure 7--43
Engine Maintenace Display

REV 2 Oct 2006 7-99
The function keys are displayed as follows:
D CLR ENG 1 EXCEED
D CLR ENG 2 EXCEED
D CLR ENG 1 FAULTS
D CLR ENG 2 FAULTS
D RECALL FAULTS .
A function key is activated by positioning the cursor on the desired

function key ( outlined in cyan) and selecting the ENTER button on the
CCD. A pop--up window appears requiring confirmation of the request
to clear the fault data memory. When YES is selected the data is
cleared, and the pop--up window is removed. When NO is selected,
the pop--up window is removed (see Figure 7--44).
Selection of the RECALL FAULTS function key results in a command

being sent to the left and right engine FADEC requesting previous fault
data to be displayed in the engine fault codes display window. The
RECALL FAULTS function key does not have a confirmation window.

7-100 REV 2 Oct 2006
Figure 7--44
Exceedance Pop--Up Window Display

REV 2 Oct 2006 7-101
COMMUNICATION ERROR DISPLAY

The communication error annunciation is displayed on the engine
maintenance synoptic, as shown in Figure 7--45. The
COMMUNICATION ERROR annunciation is displayed when both
FADEC channels indicate a communication failure.
Figure 7--45
Communication Error Display
NOTE: The Maintenance radio button on the Systems pulldown

menu is grayed out during flight and is only accessed by
maintenance personnel for maintenance related issues. It is
purposely omitted since it does not involve the flight crew.

7-102 REV 2 Oct 2006
SYSTEMS -- SYSTEMS CONFIGURATION

The systems configuration synoptic page is displayed by positioning the
and then selecting the Sys Config radio button. The opening page is
Figure 7--46
Systems Cofiguration Pulldown Menu

REV 2 Oct 2006 7-103
The systems configuration display shows a listing of hardware/software

part numbers, serial numbers, equipment IDs, and destination
identifiers received from member systems, supporting the central
maintenance computer function (CMCF). The CMCF is a software
application hosted on the central maintenance computer (CMC)
module that supplies real--time collection of fault reports and the
subsequent storage of maintenance messages and any associated
correlation to flight deck effects. This application also supplies a central
location from which other maintenance functions are performed on
member systems.
The system configuration display, as shown in Figure 7--47, is

generated by real--time data transmitted from each participating
member system to the CMCF. The configuration display is only used for
non--critical determination of installed components. The CMCF gives
commands only while the aircraft is on the ground, and test initiation is
locked out while in--air.

7-104 REV 2 Oct 2006
Figure 7--47
Systems Configuration Display
There are eight pages to select, as displayed by the cyan

control knob icon. They are not displayed in this section since it is
strictly a maintenance matter that does not involve the flight crew.

REV 2 Oct 2006 7-105
Blank Page

7-106 REV 2 Oct 2006
8. Engine Indication and Crew

Alerting System (EICAS)
INTRODUCTION
This section describes the engine indication and crew alerting system
(EICAS) display and each pertinent section in detail.
GENERAL
The EICAS, shown in Figure 8--1, shows critical engine instruments,

systems information, and the crew alerting system data. The single
EICAS display is in the center display position (DU 3). Both cursor
control devices (CCDs) are used to control the display.
Figure 8--1
Engine Indication and Crew Alerting System Display
Functional Areas
A28-- 1146-- 172 Engine Indication and Crew Alerting System (EICAS)
REV 2 Oct 2006 8-1
Reversion and Screen Brightness

When the EICAS display fails, the functions are moved to the pilot’s
MFD using the reversion switch outboard of the pilot’s PFD display, or
to the copilot’s MFD using the reversion switch outboard of the copilot’s
PFD. When one of the reversion controls is set to AUTO, the previous
change is automatic for that side.
The EICAS screen brightness is controlled on the left side of the pilot’s
glareshield. There is no control on the right side of the cockpit.
EICAS Layout
The EICAS display is divided into 10 information display areas. The
areas are separated by thin gray lines. Some of the areas are identified
by names in gray letters in the upper left corner of the area. The display
areas are as follows:
D crew alerting system (CAS) window
D Primary engine instruments (N1, N2, ITT, fuel flow, thrust reverse
status, ignition, windmill, start icon, engine thrust rating
annunciation, and ATTCS status)
D Fuel quantities (FUEL QTY)
D Engine oil pressure and temperature (OIL)
D Engine vibration--N1 and N2 (VIB)
D Flap, slat, spoiler and speedbrake position (SLAT/FLAP/SPOILER)
D Landing gear position and autobrake status (LANDING GEAR)
D Auxiliary power unit (APU) output temperature, exhaust gas
temperature (EGT), and revolutions per minute (RPM)
D Cabin pressure environment (CABIN)
D Trim position indicators -- roll, pitch, and yaw (TRIMS).
Engine Indication and Crew Alerting System (EICAS) A28-- 1146-- 172
8-2 REV 2 Oct 2006
EICAS Declutter
An automatic declutter mode is used to remove the oil
pressure/temperature, vibration, slat/flap/spoiler, landing gear, and
pitch trim green band displays from the EICAS.
The decluttered EICAS is shown in Figure 8--2. The EICAS declutter

button, labeled EICAS FULL , inhibits the automatic declutter,
resulting in constant display of all the information listed previously.
Declutter occurs 30 seconds after the following conditions are met:
D Both engines are running.
D All engine instruments are valid and in normal ranges.
D All data for the decluttered fields is valid and in normal ranges.
D APU and Autobrake (if installed) are off.
D Speedbrake surfaces must be stowed.
Figure 8--2
Decluttered EICAS
REV 2 Oct 2006 8-3
CREW ALERTING SYSTEM (CAS)

Two monitor warning function (MWF) computers in separate modular
avionics units (MAUs) continually monitor the status of various aircraft
and avionics systems.
One MWF has priority and alerts the flight crew by generating alert
messages in the CAS display window. Some warnings also have
sounds (voice and/or tone). The other MWF is a backup. If the priority
MWF fails, the display computer automatically selects and uses the
data from the backup MWF.
Alert messages are prioritized and color--coded for display. The MWF
also controls message timing, flight crew acknowledgement, and the
scrolling of the CAS messages in the CAS display window.
The CAS List Message Comparison Monitor compares the list of CAS
messages generated by the two MWFs. If the two CAS message lists
are continously different for 20 seconds, an amber miscompare
indication is annunciated on the MFD.
The concentric (stacked) knobs on the CCD are

used to scroll or move the alert message list in the
CAS window. One or both of the knobs are used to
scroll the CAS messages. The MCDU concentric
knobs do not control the CAS scrolling function.
8-4 REV 2 Oct 2006
Accessing the Crew Alert Window

The CCD is used to select the EICAS display and scroll through the alert
messages in the alert CAS window, shown in Figure 8--3. The last CCD
that selects the EICAS has control.
Figure 8--3
CAS Message Window
REV 2 Oct 2006 8-5
Unselected CAS Window The

crew alerting window, located in
the upper right area of the EICAS
display, consists of two sections:
the CAS message window and
status line for indication of CCD
focus and indication of out of view
messages. All alert messages are
displayed in the CAS window. The
status line indicates the number of
off--screen messages there are.
Arrows indicate that they are
located above or below the
window.
Selected CAS Window -- The CAS message

window has 15 lines of 22 characters each. It
is used to display four types of alert messages.
The cyan outline indicates that the CAS
message window is selected.
When CAS information is not valid or the crew

alert system is not operational, a large red X
is displayed over the full CAS window. No alert
messages are displayed.
8-6 REV 2 Oct 2006
CAS Messages
CAS messages consist of three elements: general header or system,
specific subsystem or location, and nature of the problem. These
elements are combined to create the CAS message mnemonic, which
is displayed in the CAS window on the EICAS display. The basic
functions of the CAS are to:
D Attract the attention of the flight crew and direct their attention to the
alerting condition, so that corrective action is taken.
D Inform the flight crew of the location and nature of the alerting
condition. Sufficient information is given to enable the crew to initiate
timely, corrective action.
D Let the flight crew access aircraft status quickly and identify new
alerts.
D Give necessary feedback to the flight crew regarding the results

related to the actions taken by them.
Alert Messages Types

Four types of alert messages (highest priority at the top) are displayed
in the CAS window. In order of priority, the types are:
D Warning messages
D Caution messages
D Advisory messages
D Status messages.
REV 2 Oct 2006 8-7
Alert Message Lists

Alert messages are managed in two lists: the warning list and the stack
list. The warning list contains all active red warning messages, listed
in chronological order (newest on top) at the top of the CAS window.
Warning messages are not scrollable and remain at the top of the
CAS window until the condition that caused them is corrected.
The stack list is arranged in one continuous stack. Caution messages

are at the top, the advisory messages are in the middle, and status
messages are at the bottom. New caution messages are inserted at
the top of the caution section in the stack. New advisory messages
are inserted at the top of the advisory section, and new status
messages are inserted at the top of the status section. The last entry
at the bottom of the stack list is the terminator ( END ) entry. It
identifies the end (bottom) of the stack, as shown in Figure 8--4.
New caution messages are displayed in the CAS window by

automatically adjusting the stack list to display the new caution
message below the bottom warning message. When no warning
messages are displayed, then it is displayed at the top of the CAS
window.
Warning and caution messages flash until they are acknowledged

by the crew. Advisory and status messages do not require
acknowledging. When the window is full, the older messages (except
warning messages) at the bottom of the window are forced (scrolled)
off the window.
8-8 REV 2 Oct 2006
Status Line
The CAS window is
selected by a CCD when a
cyan curl with arrow icon
(meaning knob adjustable
data) is displayed, and the alert window border changes from gray to
cyan. Turning the active CCD scroll knobs (one or both) scrolls the alert
message stack list under the CAS window.
The status line indicates the number (count) and type (color) of
messages out of the CAS window, and if they are located above or
below the window. Colored numbers on the left side of the status line
have an up arrow appended to them to indicate messages of that color
are located above the window. To retrieve them scroll DOWN. Colored
numbers on the right side of the status line have a down arrow
appended to them to indicate the messages are below the window and
must be scrolled UP to retrieve them. In the previous example, there are
six caution messages (three above and three below) the CAS window,
eight advisory messages and six status messages below the CAS
window. The out--of--view message display (digits and arrows) flashes
continuously when there are unacknowledged messages out of view.
If there are no out--of--view messages, the out--of--view message
display is removed from the window. Warning messages are not
scrolled out of the window. Caution , advisory , and status
messages are scrolled off the window. The types of scrolled messages
out of view are displayed at the bottom of the window on the status line.
See Figure 8--4.
Scrolling up is inhibited when the message at the top of the caution ,

advisory or status message display queue is unacknowleged, or
the END message is at the top of the message queue. This is the
same for scrolling down. New unacknowledged caution messages
are inserted at the top of the caution message display queue. This also
applies to advisory and status messages.
Messages are not scrolled when any displayed warning or caution

messages are flashing in the window and have not been acknowledged
by the crew using the master warning or caution acknowledge buttons.
REV 2 Oct 2006 8-9
Figure 8--4
Crew Alerting Window Operations Diagram
Acknowledging Messages
All warning and caution messages must be acknowledged when
displayed on the alert window. The messages flash until the crew
acknowledges them using the Master Caution and Warning switches,
shown in Figure 8--5. The switches are located on the glareshield. The
buttons also flash. Pushing the flashing master warning button on the
pilot’s or copilot’s glareshield acknowledges one or more warning
messages. This stops the flashing and indicates that the crew has seen
and acknowledged all flashing warning messages. Flashing caution
messages operate the same way by pushing the caution button.
Figure 8--5
Master Caution and Warning Switches
8-10 REV 2 Oct 2006
No action is required to acknowledge advisory or status messages.

Advisory messages are shown in the scrollable list. When visible in the
CAS window, they flash for 5 seconds and then stop. They are then
considered acknowledged. Status messages do not flash and are
automatically considered acknowledged when they are shown in the
scrollable list.
CAS Message Inhibit

Under some conditions, the CAS system inhibits some messages.
Inhibits are categorized as global or functional message inhibits. A
global message inhibit function is required during flight phases where
the flight crew has an increased workload compared with other flight
phases and must not be distracted by messages not relevant to those
flight phases. A global inhibit does not permit CAS messages to be
added or removed from the display during that flight phase. A functional
inhibit adds or removes CAS messages when the logic is satisfied. If
the conditions that caused the CAS message are still true after the
takeoff or landing, the message is displayed.
D Takeoff Inhibit -- The EICAS system uses the fault warning

computer (FWC) to determine when the aircraft is in the takeoff
phase of flight. The conditions used are as follows:
— Pressure altitude ≤ takeoff altitude + 400 feet
— Indicated airspeed (IAS) ≥ 80 knots
— Weight--on--wheels (WOW) or aircraft is airborne for less than

25 seconds.
When these conditions are met, CAS messages marked with an

asterisk (*) in Tables 8--1 thru 8--4 are permitted. All others are inhibited.
D Landing Inhibit -- The EICAS uses the FWC to determine when the
aircraft is ready for the landing phase of flight. The conditions used
to make this determination are:
— Radio altitude valid and less than 200 feet
— Air data system (ADS) is valid
— IAS > 50 knots
— Gear indicates down and locked
— WOW switch indicates airborne.
When these conditions are met, CAS messages marked with a pound
sign (#) in Tables 8--1 thru 8--4 are permitted. All others are inhibited.
REV 2 Oct 2006 8-11
WARNING (RED) MESSAGES
When a red warning message is active, the following indications are

given:
D A flashing red warning message is displayed at the top of the CAS
display.
D The red annunciator button on the master warning panel flashes.
D A triple chime aural tone is sounded.
When the master warning annunciator switch is pushed, the

annunciator extinguishes and the warning message stops flashing.
The master warning annunciator switch is then re--armed to accept
more incoming warning messages.
Table 8--1 lists the red warning CAS messages.
Table 8--1
Warning CAS Messages
CAS Message Description
A--I WING 1 LEAK There is a bleed leakage

A--I WING 2 LEAK downstream of left/right A--I wing
valve, or an overtemperature
condition has been detected by
left/right A--I temperature sensors,
which exceeds 110 _C for
30 seconds or 130 _C for 2 seconds.
APU FIRE * # An APU fire condition is detected.
BATT 1 OVERTEMP * # Battery 1 or 2 temperature is over
BATT 2 OVERTEMP * # 70 _C.
BATT 1--2 OFF * # Battery 1 and 2 contactors are not
closed.
BATT DISCHARGING * # Battery 1 and 2 are discharging
during electrical emergency.
8-12 REV 2 Oct 2006
Table 8--1 (cont)

CABIN ALTITUDE HI If the cabin altitude exceeds 9,700 ft

for airfield operations below 9,400 ft,
or the airfield altitude +500 ft for
airfield operations above 9,400 ft,
this CAS message is displayed and
an aural warning, CABIN, sounds.
The oxygen altimetric switch
supplies an input to EICAS to set this
warning message and aural sound
when cabin altitude exceeds
14,500 ft (+250/--500 ft).
CRG AFT SMOKE * # Aft or foward cargo smoke is

CRG FWD SMOKE * # detected.
DOOR EMER LH OPEN Indicates that the left overwing
emergency door is open.
(ERJ 190/195 ONLY)
DOOR EMER RH OPEN Indicates that the right overwing
emergency door is open.
(ERJ 190/195 ONLY)
DOOR CRG AFT OPEN Indicates aft or forward cargo door is
DOOR CRG FWD OPEN open.
DOOR PAX AFT OPEN Indicates aft or forward passenger
DOOR PAX FWD OPEN door is open.
DOOR SERV AFT OPEN Indicates aft or forward service door
DOOR SERV FWD OPEN is open.
ELEC EMERGENCY * # All AC sources are not available in
flight (no WOW and airspeed above
50 kts).
ELEV NML MODE FAIL Normal mode computed airspeed
gains failed to an erroneous high
airspeed value (low gain value).
ENG 1 FIRE * # An Engine 1 or 2 fire condition is
ENG 2 FIRE * # detected.
REV 2 Oct 2006 8-13
Table 8--1 (cont)

ENGINE 1 OIL LO PRESS Low oil pressure is detected on

Engine 1.
ENGINE 2 OIL LO PRESS Low oil pressure is detected on
Engine 2.
ENG 1 REV DEPLOYED * # Engine 1 or 2 reverser has deployed
ENG 2 REV DEPLOYED * # unexpectedly, and has not stowed
when commanded. All three
permissives have failed, and
FADEC cannot determine thrust
reverser position.
FUEL 1 LO LEVEL The wing fuel low level sensor or
FUEL 2 LO LEVEL FCU has detected low fuel quantity
in left/right wing tank.
GROUND SPOILERS FAIL* # One or more of the ground spoiler
surfaces has extended inadvertently
or has failed to extend when
commanded, or a failure has
occurred that prevents ground
spoilers from being used upon
landing.
HYD 1 OVERHEAT * # The hydraulic system oil
HYD 2 OVERHEAT * # temperatures have overheated.
HYD 3 OVERHEAT * # There is a fire risk.
LG BAY FIRE * # Indicates that both loops A and B
indicate fire, or that one of the loops
indicates fire when there is a fault in
the other loop.
LAV SMOKE The FWD or AFT lavatory smoke
detector is in ALARM mode.
LG LEVER DISAG * # This warning indicates that there is
disagreement between the position
of the landing gear control lever and
at least one gear.
8-14 REV 2 Oct 2006
Table 8--1 (cont)

NO TAKEOFF CONFIG The aircraft is not in a valid

configuration for takeoff.
RUDDER NML MODE FAIL Normal mode computed airspeed
gains have failed due to an
erroneous high airspeed value (low
gain value).
SPOILER NML MODE FAIL An inadvertent ground spoiler
deployment with no WOW,
inadvertent symmetric speed brake
deployment without command, or
inadvertent asymmetric speed
brake deployment is detected.
NOTE: All Warning CAS messages are inhibited during the takeoff or landing phases
of flight, except those marked:
* -- Not inhibited during takeoff
# -- Not inhibited during landing.
CAUTION (AMBER) MESSAGES
When an amber caution message is active, the following indications

are given:
D The flashing amber caution message is displayed on the CAS

display.
D The amber annunciator button on the glareshield panel is lit.
D A double chime aural tone is sounded.
When the master caution annunciator switch is pushed, the

annunciator extinguishes and the caution message stops flashing.
The master caution annunciator switch is then re--armed for more
incoming messages.
When the existing caution , advisory , and status messages scroll

off the display, and then return, the new message is displayed at the top
of the caution list.
REV 2 Oct 2006 8-15
Table 8--2 lists amber caution CAS messages.
Table 8--2
Caution CAS Messages
AC BUS 1 OFF AC bus 1/2 has de--energized due to

AC BUS 2 OFF a failure.
AC ESS BUS OFF AC essential bus voltage is less than
70 V ac.
AC STBY BUS OFF AC standby bus voltage is less than
70 V ac.
ADS 1 FAIL ADS 1/2/3 has failed.
ADS 2 FAIL
ADS 3 FAIL
ADS 1 HTR FAIL * ADS 1/2/3/4 heater has failed.
ADS 2 HTR FAIL *
ADS 3 HTR FAIL
ADS 4 HTR FAIL
A--I ENG 1 FAIL The engine 1/2 NAI valve is closed or
A--I ENG 2 FAIL regulating low pressure, or has a
failure in the A--I duct when the valve
was commanded on. Anti--ice
function lost on engine 1/2.
A--I LO CAPACITY Anti--ice is commanded on in the air,
and the anti--ice British thermal unit
(BTU) capacity (pressure,
temperature) is low (left or right
side).
A--I WING FAIL A failure has occurred in the system,
which results in the loss of the
anti--ice function (either left or right
side).
A--I WING NO DISPATCH The aircraft cannot be dispatched
before a maintenance action since
failure in the wing A--I system may
prevent engine start.
8-16 REV 2 Oct 2006
Table 8--2 (cont)

AMS CTRL FAIL Both AMS channels have failed and

there is no AMS control, or
secondary power distribution
assembly (SPDA) is not receiving
ARINC from AMS, or MAU is not
receiving information from SPDAs,
or output data set (ODS) cards
detected failed.
AOA LIMITING FAIL One or more of the sensors required
to perform the angle--of--attack
(AOA) limiting function has failed,
and the function is no longer
available.
AP FAIL The AP function has failed.
AP PITCH MISTRIM # The autopilot (AP) function has
detected a mistrim.
AP PITCH TRIM FAIL The AP pitch trim function has failed.
AP ROLL MISTRIM # The AP function has detected a
mistrim.
APM FAIL Three or four APMs have failed.
There is no dispatch relief.
APM MISCOMP One or more APMs do not match.
APU FAIL The APU has failed.
APU FAULT The APU has an internal fault.
APU FIRE DET FAIL There is an APU detector fault or
incorrect fire indication present.
APU FIREX FAIL There is low bottle pressure, or no
firing power, or bad EED is detected
with no discharge command.
APU FUEL SOV FAIL The APU fuel SOV is not in the
required position, ON or OFF.
REV 2 Oct 2006 8-17
Table 8--2 (cont)

APU GEN OFF BUS The APU generator is inoperative

with the APU running.
APU OIL HI TEMP The APU oil temperature is high.
APU OIL LO PRESS The APU oil pressure is low.
AT FAIL * # Autothrottle has failed. Selected A/T
function is unavailable due to a
detected failure of one of the
required inputs or internal failure.
AT NOT IN HOLD * # A/T is not in TO hold following the
transition above 60 knots during TO
ROLL and until the aircraft
transitions 400 ft above ground level
(AGL).
AURAL WRN SYS FAIL Both aural warning channels have
failed.
AUTOBRAKE FAIL # Indicates a failure condition when
autobrake is armed.
AVNX ASCB FAULT One or more ASCB buses have
failed.
AVNX MAU 1 FAN FAIL The channel NIC monitor detects
AVNX MAU 2 FAN FAIL that any three or more fans cannot
AVNX MAU 3 FAN FAIL be turned on.
AVNX MAU 1A FAIL All functions hosted in MAU channel
AVNX MAU 1B FAIL are unavailable.
AVNX MAU 2A FAIL
AVNX MAU 2B FAIL
AVNX MAU 3A FAIL
AVNX MAU 3B FAIL
AVNX MAU 1A OVHT The MAU has suffered an over
AVNX MAU 1B OVHT temperature condition. Continued
AVNX MAU 2A OVHT operation results in the loss of all
AVNX MAU 2B OVHT functions hosted in MAU Channel.
AVNX MAU 3A OVHT
AVNX MAU 3B OVHT
8-18 REV 2 Oct 2006
Table 8--2 (cont)

BATT 1 DISCHARGING * # Battery 1/2 is discharging.

BATT 2 DISCHARGING * #
BATT 1 OFF Battery 1/2 contactor is not closed.
BATT 2 OFF
BATT1 TEMP SENS FAULT Indicates a battery 1/2 sensor fault.
BATT2 TEMP SENS FAULT
BLEED 1 FAIL Failure occurred in the system,
BLEED 2 FAIL which results in the bleed system
being commanded off.
BLEED 1 LEAK Overheat is detected in the left bleed
BLEED 2 LEAK system or left/right pack.
BLEED APU LEAK Overheat is detected by the
overheat detection system in the
APU loop, or both APU ODS loops
have failed.
BLEED 1 OVERPRESS Overpressure is detected in left
bleed duct.
BLEED 2 OVERPRESS Overpressure is detected in right
bleed duct.
BRK LH FAIL # There is a loss of both wheel brakes
BRK RH FAIL # (inboard and outboard) of left/right
gear.
BRK OVERHEAT # At least one BTMS indicates a
temperature above 420 °C.
CABIN DIFF PRESS FAIL The cabin differential pressure is
greater than 8.5 psid or less than
--0.3 psid.
CENTER EBAY FANS FAIL Center electronic bay ventilation
flow is less than minimum required
due to fan failure.
CMS FAIL Both CMSs have failed. There is no
dispatch relief.
REV 2 Oct 2006 8-19
Table 8--2 (cont)

CREW OXY LO PRESS The pilot and copilot oxygen have

low pressure, or the oxygen
pressure sensor has failed.
CREW WRN SYS FAULT Monitor Warning 1 or 2 has failed.
CRG AFT FIRE SYS FAIL All detectors have failed, or HI or LO
CRG FWD FIRE SYS FAIL bottle pressure is low, or EED is
open, or any SPDA internal failures
have made the extinguishing
circuitry completely inoperative.
CRG FWD VENT FAIL The foward cargo compartment fan
has failed operating ON, or the
forward cargo compartment shutoff
valve has failed OPEN, and there is
an associate forward cargo
compartment fire signal. This
message is intended to inform the
crew that a fire in the cargo bay may
not be able to be extinguished
(inability to retain halon).
DC BUS 1 OFF DC bus 1/2 is de--energized with the
DC BUS 2 OFF AC source available.
DC ESS BUS 1 OFF DC essential bus 1/2/3 voltage is
DC ESS BUS 2 OFF less than 15 V dc.
DC ESS BUS 3 OFF
DISPLAY CTRL FAIL There is a loss of all display
controllers.
DISPLAY CTRL FAULT There is a partial loss of display
controllers.
DOOR CENTER EBAY The center electronic bay door is
OPEN open.
DOOR FUELING OPEN The wing refueling door is not
closed. On the ground, close the
door before dispatch. In flight,
reduce the aircraft speed.
8-20 REV 2 Oct 2006
Table 8--2 (cont)

DOOR FWD EBAY OPEN The forward electronic bay door is

open.
DOOR HYD OPEN The hydraulic compartment access
door is open.
EICAS FAULT The DU has suffered failure
condition(s) that affect the
functionality. Continued operation
results in the display of misleading
information.
EICAS OVHT The DU has suffered an over
temperature condition. Continued
operation can result in the loss of the
DU.
ELEV THR COMP FAIL One or more data parameters or
sensors required to perform the ETC
function have failed, or the function
is not available.
ELEVATOR FAULT # Displayed when any active elevator
P--ACE channel is operating in
DIRECT mode, or there is a loss of
normal mode gearing or gain
scheduling.
ELEVATOR LH FAIL # The active and standby systems
ELEVATOR RH FAIL # associated with the left/right elevator
surface have failed or the surface
has jammed.
EMER BRK FAIL # Both brake accumulator pressures
are low, and there is low pressure of
hydraulic systems 1 and 2.
EMER LT NOT ARMED Emergency lights are not armed.
EMER LT ON Emergency lights are on.
REV 2 Oct 2006 8-21
Table 8--2 (cont)

ENG 1 CONTROL FAULT The pilot is not able to modulate

ENG 2 CONTROL FAULT thrust, or the OBV has failed to open,
or the engine responds slowly.
ENG 1 FADEC OVERTEMP A FADEC line replaceable unit
ENG 2 FADEC OVERTEMP (LRU) over--temperature condition
exists on engine 1/2.
ENG 1 FAIL # An uncommanded shutdown of
ENG 2 FAIL # engine 1/2 has occurred.
ENG 1 FIRE DET FAIL There is an engine 1/2 detector fault
ENG 2 FIRE DET FAIL or a fire indication anomaly is
present.
ENG 1 FUEL IMP BYPASS A fuel filter impending bypass is set
ENG 2 FUEL IMP BYPASS for engine 1/2.
ENG 1 FUEL LO PRESS Fuel pressure is low.
ENG 2 FUEL LO PRESS
ENG 1 FUEL SOV FAIL The engine 1/2 fire handle is pulled,
ENG 2 FUEL SOV FAIL and engine 1/2 fuel SOV is not
closed, or indicates that they are
both open and closed.
ENG 1 NO DISPATCH The FADEC has detected a NO
ENG 2 NO DISPATCH DISPATCH fault condition on engine
1/2.
ENG OGV A--1 LOGIC ON An indicator to indicate the
functioning of the powerplant ice
protection system for each engine.
Autothrottle, if engaged, is to be
disengaged when displayed.
(ERJ 190/195 ONLY)
ENG 1 OIL LO LEVEL The engine 1/2 has less than a
ENG 2 OIL LO LEVEL sufficient oil level to complete the
flight with worst--case oil
consumption.
8-22 REV 2 Oct 2006
Table 8--2 (cont)

ENG 1 REV FAIL The engine 1/2 reverser is not

ENG 2 REV FAIL available and must be locked out to
prevent unexpected operation.
ENG 1 REV TLA FAIL The idle lock solenoid for the Thrust
ENG 2 REV TLA FAIL Lever Actuator for engine 1/2 has
failed.
ENG 1 REV PROT FAULT The engine 1/2 reverser fault that
ENG 2 REV PROT FAULT does not inhibit reverser operation is
detected.
ENG 1 START VLV OPEN The start valve is not closed when
ENG 2 START VLV OPEN engine 1/2 is running.
ENG 1 T2 HEAT FAIL The engine 1/2 T2 heater has failed
ENG 2 T2 HEAT FAIL to turn on. (ERJ 170/175 ONLY)
ENG TLA NOT TOGA * # The throttles are not at
takeoff/go--around setting within the
expected time.
ENG 1 TLA FAIL The engine 1/2 dual RVDT throttle
ENG 2 TLA FAIL failure has occurred.
ENG EXCEEDANCE An exceedance of one or both
engine limits was detected during
the flight.
ENG NO TAKEOFF DATA The takeoff data has not been
successfully entered.
ENG REF A--I DISAG There is a disagreement between
the REF anti--ice input and the actual
anti--ice bleed configuration.
ENG REF ECS DISAG There is a disagreement between
the REF ECS input and the actual
ECS bleed configuration.
ENG THR RATING DISAG The two engine thrust ratings are
different. Asymmetric thrust is
possible.
REV 2 Oct 2006 8-23
Table 8--2 (cont)

FD LATERAL MODE OFF # The lateral FD mode has

unexpectedly dropped due to invalid
conditions.
FD VERT MODE OFF # The vertical FD mode has
unexpectedly dropped because of
invalid conditions.
FLAP FAIL Both flap electronic control channels
are inoperative, or the flap system is
not available because of any failures
that result in the loss of the surface.
FLT CTRL BIT EXPIRED Indicates that 20 hours or more have
passed since the last time PBIT was
activated.
FLT CTRL NO DISPATCH One of the components associated
with the flight control system has
failed and requires maintenance
action prior to dispatching.
FLT CTRL TEST FAILED Indicates that maintenance initiated
tests (IBIT) have failed.
FMS POS DISAG The two FMS positions do not agree
with each filter.
FMS--GPS POS DISAG The FMS computed position and the
GPS position do not agree.
FUEL AC PUMP 1 FAIL Fuel pump AC1 or AC2 is selected
FUEL AC PUMP 2 FAIL ON with no fuel pressure detected,
or selected OFF with fuel pressure
detected.
FUEL IMBALANCE A fuel tank imbalance condition
exists on the FCU.
FUEL XFEED FAIL XFEED SOV is not responding
correctly or is indicating incorrect
position information.
8-24 REV 2 Oct 2006
Table 8--2 (cont)

FWD EBAY FANS FAIL On the ground, electronic bay fans 1

and 3 have failed, or the backup fan
(2) has failed, or the electronic bay
flow sensor has failed AND the
aircraft is on--ground OR if the flow
sensor indicates that there is NOT at
least one fan operating.
GND PROX FAIL The ground proximity function in
EGPWS has failed.
GPU CONNECTED The GPU is connected and the
parking brake is released.
HYD 1 EDP NOT D--PRESS EDP did not de--pressurize when
HYD 2 EDP NOT D--PRESS commanded. Inhibits windmill
engine start.
HYD 1 HI TEMP The hydraulic system oil
HYD 2 HI TEMP temperature is hot.
HYD 3 HI TEMP
HYD 1 LO PRESS # Hydraulic pressure is low (less than
HYD 2 LO PRESS # 1800 psi).
HYD 3 LO PRESS #
HYD 3 VLV FAIL Indicates a failure in the flow limiter
valve or the pump unloader valve
has been detected in hydraulic
system 3.
HYD PTU FAIL The power transfer unit (PTU) is not
supplying hydraulic power to
hydraulic system 2.
ICE DETECTOR 1 FAIL The right/left ice detector has failed.
ICE DETECTOR 2 FAIL
IDG 1 OFF BUS IDG 1/2 is inoperative with the
IDG 2 OFF BUS respective engine running.
IDG 1 OIL IDG 1/2 oil pressure is low, or high
IDG 2 OIL temperature is indicated with the
engine running.
REV 2 Oct 2006 8-25
Table 8--2 (cont)

IFE RACK SMOKE The IFE rack is reporting a smoke

alarm. (ERJ 190/195 ONLY)
INVERTER FAIL The inverter is inoperative.
IRS 1 FAIL * # IRS 1/2 has failed.
IRS 2 FAIL * #
IRS EXCESSIVE MOTION In stationary alignment, excessive
motion has been detected.
LAV SMOKE DET FAIL The forward or aft lavatory smoke
detector is not responding to test
input.
LG NO DISPATCH This message is activated when
there is a proximity sensor
evaluation module (PSEM) fault, or
a WOW system fault, or NWS
OVERTRAVEL or BTMS fails.
LG NOSE DOOR OPEN A nose landing gear door is in an
open condition and is not correct
with the nose gear position.
LG WOW SYS FAIL * # Indicates a failure of the WOW
indication system.
MCDU 1 OVHT MCDU 1/2 has an overtemperature
MCDU 2 OVHT condition.
MFD 1 FAULT The DU has failure conditions that
MFD 2 FAULT affect functionality. Continued
operation can result in the display of
misleading information.
MFD 1 OVHT The MCDU has an overtemperature
MFD 2 OVHT condition. Continued operation can
result in loss of DU.
NAVCOM 1 FAIL All functions hosted in MRC 1/2 are
NAVCOM 2 FAIL unavailable.
8-26 REV 2 Oct 2006
Table 8--2 (cont)

NAVCOM 1 OVHT The MRC NIM has an

NAVCOM 2 OVHT overtemperature condition.
Continued operation can result in
loss of ASCB communications from
MRC 1/2.
PACK 1 FAIL Indicates a failure in the pack that
PACK 2 FAIL causes complete loss of the pack
functionality.
PACK 2 LEAK Overheating is detected in high
pressure trim ducting or low
pressure trim ducting that cannot be
isolated by commanding trim values
closed.
PAX OXY NOT DEPLOYED The cabin altitude is higher than
14,500 ft (+250/--500 ft) and no auto
mask deployment occurs.
PFD 1 FAULT The DU has a fault condition that can
PFD 2 FAULT affect functionality. Continued
operation can result in the display of
misleading information.
PFD 1 OVHT The DU has an overtemperature
PFD 2 OVHT condition. Continued operation can
result in loss of the DU.
PITCH TRIM FAIL The pitch trim system cannot
operate, including no power being
applied to the actuator motors, or
failure of both HS--ACE channels, or
no power is applied to both HS--ACE
channels.
PRESN AUTO FAIL Both CPCS channels are not able to
perform in automatic mode.
PRESN MAN FAIL Both CPCS channels are not able to
perform in manual mode.
REV 2 Oct 2006 8-27
Table 8--2 (cont)

PUSHER FAIL The stall protection (pusher)

function has failed. Refer to the
checklist to determine the affected
functions and subsequent crew
action.
RAT FAIL A failure was detected in the RAT
system.
RECIRC SMK DET FAIL The smoke detector failed.
RECIRC SMOKE Smoke is detected in the
recirculation bay.
RUDDER FAIL # There is a total loss of control of the
rudder (a jam or failure of both
actuation components).
RUDDER FAULT # An active rudder channel is
operating in DIRECT mode, or there
is loss of normal mode gearing, or
there is gain scheduling.
RUDDER LIMITER FAIL # The rudder position limiter is not
active.
SHAKER ANTICIPATED The shaker activation angles have
been advanced to conservative
settings.
SLAT FAIL Both slat electronic control channels
are not operational, or the slat
system is not available because of
any failure(s) that results in the loss
of the surface.
SLAT--FLAP LEVER DISAG RAT interlock or flap/slat interlock
was violated.
8-28 REV 2 Oct 2006
Table 8--2 (cont)

SPOILER FAULT # One or more pairs of multifunction

spoilers have failed to respond to
commanded positions, or have
extended inadvertently, or the ASPD
gain scheduling has failed in one or
more pairs, or a reversion to
DIRECT mode has occurred in any
panel pair.
STAB LOCK FAULT The no--back function of the
stabilizer trim system has failed, and
the system is relying on the Zero
Velocity Hold function to hold
stabilizer position.
STALL PROT FAIL # The stall warning (shaker) function
and stall protection (pusher or AOA
limit) have failed.
STALL PROT FAULT A loss of redundancy has occurred in
the stall warning protection system.
STEEP APPR FAIL Steep approach function failed while
it was armed or active or steep
approach switch was pressed while
steep approach function was not
available. (ERJ 170/175 ONLY)
STEER FAIL # Indicates a failure of the steering
system. This message is displayed
when the landing gear is down.
SYS CONFIG FAIL The automatic configuration
monitoring system has detected a
non--dispatchable configuration
error.
TERRAIN FAIL Terrain function in EGPWS has
failed.
TRU 1 FAIL TRU 1/2 is not supplying DC power
TRU 2 FAIL to the system with respective AC bus
power available.
REV 2 Oct 2006 8-29
Table 8--2 (cont)

TRU ESS FAIL The essential TRU is not supplying

DC power to the system with
respective AC bus power available.
VALIDATE CONFIG The top--level system part number
was updated.
VHF 3 FAIL All functions provided by VHF 3 are
unavailable.
VHF 1 OVHT VHF COM 1/2/3 has an
VHF 2 OVHT overtemperature condition.
VHF 3 OVHT Continued operation can result in
loss of MRC VHF COM.
WINDSHEAR FAIL The windshear function of the
EGPWS has failed.
WINDSHIELD 1 HTR FAIL The SPDA has detected a failure.
WINDSHIELD 2 HTR FAIL
NOTE: All Caution CAS messages are inhibited during the takeoff or landing phases of
flight except those marked:
ADVISORY (CYAN) MESSAGES
When a cyan advisory message is active, the advisory message

flashes on the CAS display for 5 seconds, and then remains steady.
When there are advisory messages already on the CAS display and
a new advisory message becomes active, the new message is
displayed at the top of the advisory message list. When the existing
caution or advisory messages are scrolled off the display, the
caution and advisory message list is brought back on the CAS display
with the new message displayed at the top of the list. Messages are
removed from the CAS display when the conditions that caused the
message are corrected. Table 8--3 lists cyan advisory CAS
messages.
8-30 REV 2 Oct 2006
Table 8--3
Advisory CAS Messages
ADS 1 HTR FAULT The redundant ADS 1/2 heater

ADS 2 HTR FAULT controller has failed.
ADS 3 SLIPCOMP FAIL The ADS 3/4 side--slip
ADS 4 SLIPCOMP FAIL compensation function has failed.
ADS PROBE 1 FAIL Integrated pitot static or AOA sensor
ADS PROBE 2 FAIL 1/2/3/4 has failed.
ADS PROBE 3 FAIL
ADS PROBE 4 FAIL
AFCS FAULT A failure was detected in one of the

AFCS functionalities. Functionality
remains but there has been a loss of
redundancy.
AFCS PANEL FAIL Both CIOCALS have detected that
the AFCS control panel has failed.
AFCS PANEL FAULT One CIOCAL has detected that the
AFCS panel has failed. Full
functionality remains but there has
been a loss of redundancy.
REV 2 Oct 2006 8-31
Table 8--3 (cont)

A--I ENG 1 FAULT The pressure measured during the

A--I ENG 2 FAULT number 1/2 engine A--I system test
is above the expected value or the
signal, identified by the MAU, is out
of range.
A--I ENG 1 LEAK Indicates a leakage in the inner
A--I ENG 2 LEAK nacelle anti--ice duct of engine
number 1/2. (ERJ 170/175 ONLY)
A--I MODE NOT AUTO A--I MODE knob is not in the AUTO
position.
A--I SWITCH OFF Displayed when any of the anti--ice
manual override switches are
pushed.
AILERON LH FAIL Indicates the left aileron control is
jammed, non--responsive, or
disconnected.
AILERON RH FAIL Indicates the right aileron control is
jammed, non--responsive, or
disconnected.
AMS CTRL FAULT Both AMS channels failed, and there
is no AMS control, or SPDA is not
receiving ARINC from AMS, or MAU
is not receiving information from
SPDAs, or ODS cards detected
failed.
APM FAULT One or two APMs have failed, and
dispatch relief is possible.
AP FAULT A single autopilot channel has failed.
This fault includes possible failures
related to validating servo current.
AP PITCH TRIM FAULT A single channel of the AP pitch trim
function has failed.
8-32 REV 2 Oct 2006
Table 8--3 (cont)

AP RUDDER NOT AVAIL # Autopilot rudder control is not

available. Yaw damper may still be
capable. Autopilot elevator and
aileron still available. Message
requires Autoland 1/2 option to be
set.
APR 2 NOT AVAIL System is not capable of CAT 2
approach.
APU FIREXBTL DISCH There is low bottle pressure and the
APU EED is open.
AT FAULT A single A/T channel has failed.
AURAL WRN SYS FAULT One aural warning channel has
failed.
AUTO CONFIG TRIM FAIL Displayed when any data required
as input to the configuration trim
function is invalid or not available.
AUTOLAND 1 NOT AVAIL # Avionics system failures or
AUTOLAND 2 NOT AVAIL # configuration prevents the Autoland
function from being available. This
message requires Autoland 1/2 to be
set.
AVNX DB MODULE FAIL The onboard database module has
failed.
AVNX MAU 1 FAN FAULT This is set when any channel NIC
AVNX MAU 2 FAN FAULT monitor detects that a Fan cannot be
AVNX MAU 3 FAN FAULT turned on.
AVNX MAU 1A FAULT The MAU has failure condition(s)
AVNX MAU 1B FAULT that do not affect the functionality,
AVNX MAU 2A FAULT but may cause loss of redundancy.
AVNX MAU 2B FAULT
AVNX MAU 3A FAULT
AVNX MAU 3B FAULT
BLEED 1 OFF The bleed system is selected off and
BLEED 2 OFF is confirmed off.
REV 2 Oct 2006 8-33
Table 8--3 (cont)

BRK CONTROL FAULT One or both pairs are open loop due
to a press transducer fault on the
inboard or outboard module.
BRK LH FAULT # There is a loss of one wheel brake
(inboard or outboard) of the left gear.
BRK PEDL LH SEAT FAIL # One or both left/right seat pedals
BRK PEDL RH SEAT FAIL # LVDT have failed.
BRK RH FAULT # There is a loss of one wheel brake
(inboard or outboard) of the right
gear.
CCD 1 FAULT The CCD control of one or more DUs
CCD 2 FAULT has been lost.
CMC FAIL The central maintenance computer
(CMC) failed.
CMS FAULT One CMS has failed, dispatch relief
is possible.
CMF 1 FAIL CMF 1/2 has failed.
CMF 2 FAIL
CRG AFT FIREX HI ARM The high--rate cargo firex system is
CRG AFT FIREX LO ARM armed automatically or manually.
The low--rate cargo firex system is
armed after a high--rate bottle
discharge.
CRG FIRE PROT FAULT There are failures of smoke
detectors in a cargo compartment or
an SPDA internal failure that does
not render the smoke detection
completely inoperative.
CRG FWD FIREX HI ARM The high--rate cargo firex system is
CRG FWD FIREX LO ARM armed automatically or manually.
The low--rate cargo firex system is
armed after a high--rate bottle
discharge.
8-34 REV 2 Oct 2006
Table 8--3 (cont)

CVR AFT FAIL The aft/forward DVDR CVR function

CVR FWD FAIL has failed.
DEFUEL SOV OPEN The defuel transfer valve is open.
DOOR FUELING OPEN The wing refueling door is not
closed.
EMER BRK FAULT Pressure on one brake accumulator
is low or the inboard park brake
pressure is in disagreement with the
outboard park brake pressure.
EMER LT BATT FAULT One or more emergency lighting
system batteries failed.
ENG 1 FADEC FAULT The MAU has lost ARINC 429 data
ENG 2 FADEC FAULT from at least one FADEC channel on
engine 1/2.
ENG 1 FIREXBTL A FAIL There is low bottle pressure, or no
ENG 1 FIREXBTL B FAIL firing power, or bad EED detected
ENG 2 FIREXBTL A FAIL with no discharge command.
ENG 2 FIREXBTL B FAIL
ENG 1 FUEL SW FAIL The fuel pressure switch is stuck in
ENG 2 FUEL SW FAIL the pressure position. The fuel
pressure switch indicates the
pressure is not low when all fuel
pumps are off.
ENG 1 OIL IMP BYPASS Oil filter impending bypass on one
ENG 2 OIL IMP BYPASS engine.
ENG 1 OIL SW FAIL An oil impending bypass switch or oil
ENG 2 OIL SW FAIL pressure switch failure is detected in
engine 1/2.
ENG OGV A--I LOGIC ON Indicates functionality of the
powerplant ice protection system for
each engine. (ERJ 190/195 ONLY)
REV 2 Oct 2006 8-35
Table 8--3 (cont)

ENG 1 SHORT DISPATCH FADEC has detected a short time

ENG 2 SHORT DISPATCH dispatch fault condition on engine
1/2.
ENG FIREXBTL A DISCH There is low bottle pressure and one
ENG FIREXBTL B DISCH of the engine EEDs is open.
ENG TLA TRIM FAIL The selected sync function is
unavailable due to a detected failure
of one of its inputs or an internal
failure. A/T function is available.
FD FAIL The FD failed.
FD FAULT A single FD channel has failed.
FDR AFT FAIL The aft/forward DVDR flight data
FDR FWD FAIL record function has failed.
FLAP ALTN SW NOT OFF # The flap alternator switch is not in
the OFF position. (ERJ 190/195
ONLY)
FLAP LO RATE One flap electronic control channel
is inoperative and the flap system
operates at half speed.
FLT CTRL ADS FAIL The dedicated ADS to flight control
has failed.
FLT CTRL FAULT One of the components associated
with the flight control system has
failed.
FMS 1 FAIL The FMS has failed.
FMS 2 FAIL
FUEL DC PUMP FAIL The fuel pump DC selected is on with
no fuel pressure detected or
selected off and fuel pressure is
detected.
FUEL EQUAL--XFEED There is no fuel imbalance condition
OPEN and the XFEED SOV is open.
8-36 REV 2 Oct 2006
Table 8--3 (cont)

FUEL FEED 1 FAULT High fuel pressure is detected

without fuel pump 1 or the XFEED
switch selected.
FUEL FEED 2 FAULT High fuel pressure is detected
without fuel pump 2 or the XFEED
switch selected.
FUEL TANK LO TEMP The wing fuel tank temperature is
less than --37 °C.
FUEL KG--LB MISMATCH There is a fuel quantity unit
indication miscompare between the
APM and the FCU.
HYD 1 EDP FAIL An engine--driven pump is not
HYD 2 EDP FAIL supplying hydraulic power to the
system.
HYD 1 ELEC PUMP FAIL An electric motor pump is not
HYD 2 ELEC PUMP FAIL producing hydraulic power as
expected.
HYD 1 LO QTY The hydraulic system reservoir is
HYD 2 LO QTY low and requires servicing.
HYD 3 LO QTY
HYD 1 SOV FAIL The engine hydraulic firewall shutoff
HYD 2 SOV FAIL valve (FWSOV) did not go to its
commanded position.
HYD 3 PUMP A NOT ON The electric motor pump 3A control
switch is not in the normal position.
HYD PTU NOT AUTO The PTU control switch is not in the
normal position.
HYD PUMP NOT AUTO One of the electric motor pump
control switches is not in the normal
position.
REV 2 Oct 2006 8-37
Table 8--3 (cont)

HYD TEMP SENS FAIL One or more of the hydraulic

temperature sensors has failed and
the system is unable to monitor the
temperature in that system.
HYD 3 ELEC PUMP A FAIL An electric motor pump is not
HYD 3 ELEC PUMP B FAIL producing hydraulic power as
expected.
ICE CONDITION * # An icing condition is detected in
flight.
IRS 1 NAV MODE FAIL The inertial reference unit (IRU) is in
IRS 2 NAV MODE FAIL Attitude mode.
IRS ALIGNING One or more IRSs is performing a
stationary alignment.
IRS PRES POS INVALID The IRS did not receive the position
or received an invalid position.
LG BAY FIRE DET FAIL Both detector loops are invalid or
have failed in the associated LG
bay.
LG TEMP EXCEEDANCE The maximum acceptable
temperature of the brakes has been
exceeded.
LOAD SHED Some essential AC loads were
disconnected.
MACH TRIM FAIL The Mach trim function has failed.
MACH TRIM FAULT A single Mach trim channel has
failed. (ERJ 190/195 ONLY)
OBSERVER OXY LO The pilot, copilot, and observer
PRESS oxygen have low pressure.
PACK 1 OFF Pack is off.
PACK 2 OFF
PAX OXY SW NOT AUTO The oxygen pack is closed.
8-38 REV 2 Oct 2006
Table 8--3 (cont)

PITCH CONTROL DISC The control columns are

disconnected from each other.
PITCH TRIM BKUP FAIL The backup pitch trim switch is
inoperative.
PITCH TRIM SW 1 FAIL The pilot’s (1) and/or copilot’s (2)
PITCH TRIM SW 2 FAIL pitch trim switches are inoperative.
PRESN AUTO FAULT One of the CPCS channels cannot
perform auto mode but the auto
mode of the other channel is fully
operational.
PUSHER 1 FAIL The stick pusher 1/2 actuator has
PUSHER 2 FAIL failed. Refer to the checklist to
determine dispatch or continued
mission impact.
RALT 1 FAIL * # Radio altimeter 1/2 has failed.
RALT 2 FAIL * #
RAM AIR FAULT The forward emergency RAM valve

has failed and is closed.
RECIRC SMK DET FAULT A smoke detector is faulted.
(ERJ 190/195 ONLY)
REMOTE CB TRIP A remote thermal or electronic CB
has tripped.
ROLL CONTROL DISC The control wheels have
disconnected.
SATCOM FAIL SATCOM has failed.
SHAKER 1 FAIL Shaker 1/2 is disabled the SPS
SHAKER 2 FAIL cutout or it has failed.
SLAT LOW RATE One slat electronic control channel is
inoperative and the flap system
operates at half speed.
REV 2 Oct 2006 8-39
Table 8--3 (cont)

SPDA FAIL Failure was detected in the SPDA1,

SPDA2, or in both SPDAs.
SPDBRK LEVER DISAG A mismatch exists between the
speedbrake handle position and the
associated multifunction spoiler
surfaces.
STALL PROT ICE SPEED The stall warning and stall protection
system activation thresholds are
anticipated due to icing conditions.
STEEP APPR NOT AVAIL The system is not able to perform
steep approaches.
(ERJ 170/175 ONLY)
STEER FAULT The steering system is degraded:
loss of handwheel or rudder pedal
steering control. This message is
displayed on the ground.
TAC FAIL This is displayed when any of the
data required as inputs to the thrust
asymmetry compensation function
is invalid or missing.
TAILSTRIKE PROT FAIL* # Tailstrike protection function is
failed. Message requires tailstrike
protection APM option to be set.
(ERJ 190/195 ONLY)
TAT 1 FAIL Total air temperature 1/2 has failed,
TAT 2 FAIL or the heater has failed.
TCAS FAIL TCAS has failed.
TERRAIN NOT AVAILABLE The navigation sensors do not
provide the required RNP for the
phase--of--flight, or the terrain
database does not cover the current
region where the aircraft is flying.
Callouts are still available.
8-40 REV 2 Oct 2006
Table 8--3 (cont)

XBLEED FAIL The bleed isolation valve has failed

and is closed. Crossbleed
functionality is lost.
XBLEED SW OFF The crossbleed switch is in the OFF
position.
XPDR 1 FAIL MRC 1/2 has detected a
XPDR 2 FAIL transponder failure.
YD FAIL Yaw damper (YD) function has
failed.
YD FAULT A single yaw damper channel has
failed.
YD OFF The yaw damper function is off.
NOTE: All Advisory CAS messages are inhibited during the takeoff or landing phases of
STATUS (WHITE) MESSAGES
When a white status message is active, it is displayed on the EICAS

with no additional annunciators. New status messages are added to
the top of the CAS status message list. Messages are added the same
way as advisory messages. Table 8--4 lists status CAS messages.
Table 8--4
White Status CAS Messages
A--I ENG 1 VLV OPEN * # The engine 1/2 NAI valve is open.
A--I ENG 2 VLV OPEN * #
A--I WING VLV OPEN * # Indicates that wing A--I valves are
open.
REV 2 Oct 2006 8-41
Table 8--4 (cont)

APU FUEL SOV CLOSED This message is displayed for 10

seconds after the shut--off valve is
closed due to fire or emergency
stop.
APU SHUTTING DOWN The APU is waiting to cool before
shutting down after an OFF
command.
AUTOLAND OFF # Autoland is selected OFF on the
MCDU avionics setup page. This
message requires the Autoland 1/2
option to be set.
BLEED APU VLV OPEN The APU bleed valve is open.
CRG FIREX HI DISCH The cargo firex high--rate bottle has
been discharged.
CRG FIREX LO DISCH The cargo firex low--rate bottle has
been discharged.
ENG 1 FUEL SOV CLOSED The engine 1/2 fire handle is pulled
ENG 2 FUEL SOV CLOSED and the engine 1/2 fuel SOV is
confirmed closed.
ENG 1 REV INHIBIT The engine 1/2 reverser has been
ENG 2 REV INHIBIT inhibited by a maintenance action.
ENG 1 TLA NOT IDLE * # The message is sent when the
ENG 2 TLA NOT IDLE * # engine is started and TLA is not at
idle, or when the pilot attempts an
engine shutdown when the TLA is
not at idle.
ENG TDS REF A--I ALL Engine and wing anti--ice are
selected from TDS.
ENG TDS REF A--I ENG Engine anti--ice is selected in the
TDS.
FLT CTRL TEST IN PROG The FCS is under a
maintenance--initiated test (IBIT).
8-42 REV 2 Oct 2006
Table 8--4 (cont)

FLT CTRL TEST PASSED The FCS automated tests have

passed.
FUEL XFEED SOV OPEN The crossfeed fuel SOV is confirmed
open.
HYD 1 SOV CLOSED The engine hydraulic firewall SOV is
HYD 2 SOV CLOSED closed when the pilot manually
armed the left/right engine fire
extinguishing system, or selected
the HYD SOV closed with the
cockpit switch, or when the
temperature switch detects that the
system oil temperature reached
125 °C.
PRINTER FAULT The printer is not available.
STEER OFF # This message is displayed on the
ground when the steering is
disconnected.
NOTE: All Status CAS messages are inhibited during the takeoff or landing phases of
REV 2 Oct 2006 8-43
PRIMARY ENGINE INSTRUMENTS

The primary engine instrument gauges, shown in Figure 8--6, are
shown in the upper left portion of the EICAS display.
Figure 8--6
Engine Gauges
The engine displays consist of the following instruments and

annunciators:
D Engine instruments
— N1 engine fan speed and digital readout
— ITT interstage turbine temperature and digital readout
— N2 digital turbine speed
— Digital fuel flow
— Fuel quantity
— Engine oil
— Engine vibration.
8-44 REV 2 Oct 2006
D Engine annunciators
— Engine OFF
— Engine FIRE
— Engine W/M (windmill)
— Engine START
— Engine IGN (ignition)
— Engine FAIL
— Engine autothrottle modes
— Engine thrust reversers
— Engine anti--ice.
All displays on the EICAS are on a black background. The round engine
gauges for N1 and ITT are fixed analog displays with moving pointers.
Digital values are displayed below each gauge. N2 is a digital--only
readout.
When required data is not available or is invalid for digital displays, the
display digits are replaced with amber dashes ( ------ ) and the analog
pointers are removed.
Each engine is directly controlled by a full--authority digital engine

computer (FADEC) system. The FADEC receives command data from
the autothrottle quadrant, the thrust rating system (TRS), and the power
trim systems to control the engines. The FADEC supplies engine data
to other aircraft systems for calculations and decisions based on engine
variables.
Low Pressure Fan Speed (N1) -- The fan

speeds of both engines are displayed on
separate round analog dial gauges with
digital readouts below each gauge. Speed
is displayed as a percent of rated RPM. The
gauges are identified by N1 between the
digital portions of the display.
Normal operation is displayed by a green pointer reflected in a white

analog gauge with a gray shaded area between 0 and the dial pointer.
Each gauge has white tick marks at 20, 40, 60, and 80 percent of
scale. The analog gauge has a range from 0 to 110 percent. If the N1
value is not between 0 and 999.9, the pointer is removed from the
display.
The digital readout is normally green and has a range from 0 to 110
percent with a resolution of 0.1 percent.
REV 2 Oct 2006 8-45
N1 Engine Red Line -- One red tick

mark on the inside of each dial indicates
the red warning points. The position on
the dials is determined by the engine
FADEC system. When N1 reaches the
red warning tick position on the dial,
the shading changes to red, the
pointer turns white, and the
digital readout changes to red reverse video. When the N1 value
exceeds the range on the dial, the dial pointer remains at the upper limit
position. The digital readout continues to display the actual value.
N1 Gauge Invalid -- When N1 data is

invalid, the respective N1 dial pointer ,
shaded area, and red tick mark are
removed, and the digital readout is
replaced with three amber dashes
( ------ ).
N1 Reference Arc -- Commanded N1 is

interpreted from the throttle quadrant
and A/T trim systems by the FADEC.
The N1 reference arc is displayed as a
concentric cyan thermometer ,
extending from the N1 pointer to the N1
command value. The commanded value
is determined by the FADEC. It is based
on inputs from the active flight director mode and inputs set by the crew
using the engine takeoff control pages on the MCDU. The reference arc
is displayed during thrust transient, or when actual N1 does not reach
requested N1. If arc data is invalid or less than 0 percent, the N1
reference arc is removed from the display. If the value is greater than
110 percent, the arc is drawn from the pointer to the 110 percent
indication on the display.
8-46 REV 2 Oct 2006
Active Thrust Rating Bugs -- When the

autothrottle is engaged, a cyan open
arrow symbol ( < ) on the outside of
the dial is displayed on the N1 analog
indicator. This reference bug indicates
the commanded RPM, shown in cyan
digits above each gauge. If the thrust
rating is outside of the displayable range,
the readout is replaced by three amber dashes ( ------ ), and the thrust
rating bug stops at the applicable end of the dial. If data is invalid, the
bug is removed from the display, and the readout is replaced by three
Max Thrust Rating Bugs -- A green

tick mark is placed along the outside of
the dial to indicate the maximum allowed
thrust in this mode. If thrust is beyond the
range of the dial, then the thrust mark
stops at the applicable end of the dial. If
data is invalid, the thrust mark is
removed from the display.
Automatic Takeoff Thrust Control

System (ATTCS) -- The ATTCS system
automatically applies maximum power
permitted on the good engine when an
engine fails during takeoff. The ATTCS
annunciator is placed above and
between the N1 gauges when the
engines are set to the automatic takeoff
thrust mode. The annunciator is white in the armed state, and
changes to green when the mode is captured . ATTCS is displayed
in takeoff or go--around modes only, and when the ATTCS is armed .
If the ATTCS data is invalid, the annunciation is removed from the
display.
Thrust Rating Types and Values -- The

thrust rating type and digital rating values
are displayed above the N1 gauges. The
digital rating value (cyan) is calculated by
the FADEC. The rating type is
displayed between the two digital value
displays in cyan.
REV 2 Oct 2006 8-47
N1 Wing Anti--ice (WAI) Minimum Bug

-- The cyan N1 wing anti--ice minimum
bug is displayed on the outside of the N1
dial. The N1 WAI bug indicates the
minimum N1 value that meets the bleed
requirements for the wing anti--ice system
during the final approach. If the FADEC
data is invalid, the bug is removed from
the display.
The thrust rating system (TRS) determines the applicable rating type
for the particular phase of flight. The display uses the rating type from
the AFCS to select the applicable rating values from the FADEC. The
annunciators are listed in Table 8--5. The crew has control over these
parameters through the takeoff pages on the MCDU.
Table 8--5
Autothrottle Thrust Rating Annunciators
Annunciator Thrust Rating
GA 1 -- Go--around
GA RSV 2 -- Go--around
T/O--1 RSV 3 -- Takeoff
T/O--1 4 -- Takeoff
FLEX T/O--1 5 -- Takeoff
T/O--2 7 -- Takeoff
T/O--3 10 -- Takeoff
CON 12 -- Continuous
8-48 REV 2 Oct 2006
Table 8--5 (cont)

Autothrottle Thrust Rating Annunciators
Annunciator Thrust Rating
CLB--1 13 -- Climb
CLB--2 14 -- Climb
CRZ 15 -- Cruise
Flex Takeoff and Temperature -- A flex

takeoff is used to reduce the engine thrust
to account for favorable takeoff
conditions. The flex temperature limits
thrust to a value less than the active
takeoff rating if the entered flex
temperature value is greater than the
measured outside air temperature. Flex
temperature is received from the FADEC and is displayed in cyan
between the N1 dials below the ATTCS status annunciation. A degree
(_C) label is displayed to the right of the flex temperature display with
a resolution of 1 _C. Flex temperature is displayed when selected
through the MCDU. The flex temperature value is only valid for the
takeoff phase of the flight and is removed from the display at transition
out of takeoff.
If FADEC data for one of the engines is

invalid, the rating value is replaced with
three amber dashes ( ------ ), and the
cyan bug ( < ) is removed.
If thrust rating system data is invalid, the

rating values for both engines and the
rating types are replaced by three amber
dashes ( ------ ), and all bugs are
removed.
REV 2 Oct 2006 8-49
Interturbine Temperature (ITT) -- The

ITT is displayed as a dial, pointer, and
digital readout for each engine. The
display is labeled with ITT between the
two digital portions of the ITT display. A
red warning and an amber caution
tick mark are placed on each dial by the engine FADEC system.
Under normal conditions, a green pointer is used in the white dial

gauge with gray shading. The gauges have a range of 300 _C to
1100 _C. The digital readout below each gauge is green with a gray
degree symbol with a resolution of 1 _C.
The amber tick mark is displayed on the

EICAS only in--flight, after the end of the
takeoff phase. When ITT reaches the
amber caution tick position on the dial,
the shading and pointer change to
amber, and the digital amber readout
changes to amber reverse video.
When ITT reaches the red warning tick

mark on the dial, or the amber caution
condition has been present for two
minutes or longer, the shading
changes to red, the dial pointer
changes to white, and the digital
readout changes to red reverse video. Once the dial changes to the
exceedance display, it does not return to the amber range display. It
remains in exceedance until the ITT value drops below the amber tick
mark value. The display then returns to the normal ITT dial.
When ITT is beyond the displayable

range, the pointer parks at maximum
scale, while the digital readout continues
to display the actual ITT value. If the
engine sensors indicate a fire in the
engine, FIRE is displayed in the center
of that engine ITT gauge.
When ITT data is invalid, the respective

ITT dial pointer, shading, and tick marks
are removed, and the digital readout is
( -------- ).
8-50 REV 2 Oct 2006
High Pressure Fan Speed (N2) -- The

high pressure compressor speed N2 gauge
is a primary engine instrument and is
displayed to the crew as a digital readout for
each engine. The N2 readouts are located
below the ITT gauges and are labeled
N2 . The digital turbine display gives the
speed of the engine turbine as a
percentage of rated rotation speed. The
digital readout has a resolution of 0.1
percent. The N2 digital readouts are
normally green with the white N2
identifier between them.
When the N2 red--line value is exceeded,

the digital display changes to red
reverse video. When N2 data is invalid or beyond the displayable range,
the digital readout is replaced with three amber dashes ( ------ ).
Engine Fuel Flow (FF) -- The digital fuel

flow rate display gives the fuel usage for
each engine in pounds or kilograms of fuel used per hour. The unit
selection (pounds or kilograms) is not crew--selectable. The digital
readout has a resolution of 10 lb or 5 kg per hour. Fuel flow is displayed
as a green four--digit digital readout for each engine. The FF readouts
are located below the N2 and ITT gauges and are labeled FF . The
pound/kilogram units are set at installation. The readings are displayed
in gray as kilograms per hour ( KPH ) or pounds per hour ( PPH ).
If fuel flow status is invalid or outside of the

displayable range, the display digits are
( -------- ).
REV 2 Oct 2006 8-51
ENGINE FAILURE ANNUNCIATORS
The engine failure annunciators are contained in the engine instrument

display area. They are as follows:
D Engine OFF
D Engine FAIL
D Engine ignition, IGN A, or IGN B, IGN A B, or IGN OFF
D Engine W/M (windmilling)
D Engine thrust reversers (REV).
Engine OFF Annunciator -- The cyan

OFF annunciator indicates that the
engine is shut down. The OFF
annunciator is in a black box and is
displayed when the FADEC indicates that
an engine has been shut down by the
crew.
Engine Fail Annunciator -- The amber

reverse video FAIL annunciator
indicates that an engine failure was
detected. FAIL is displayed when the
FADEC indicates that an engine has
flamed out or shut down without crew
action.
The engine IGN display gives the condition of the ignitor plugs A and
B for each engine. The possible annunciators are: IGN A, IGN B, IGN
A B, and IGN OFF.
IGN A is annunciated when ignitor A is

active and removed when the ignitor is off.
When both A and B ignitors are used,
IGN A B is annunciated.
When only ignitor B is used, IGN B is

annunciated. When the ignitors are off,
IGN OFF is annunciated.
8-52 REV 2 Oct 2006
Windmill Annunciator -- The green

windmill annunciator WML is displayed
to the left and right of the two N2 digital
readouts. It is displayed when the
condition of an engine flameout is
detected, and the engine has not been
returned to running condition.
Thrust Reverser Annunciator -- The

green REV annunciator indicates the
thrust reverser is active and deployed
correctly. The annunciators are located
below the N1 gauge for each engine.
The annunciators are removed when the
reversers are fully stowed.
If the reversers do not deploy or stow

properly, the green REV changes to an
amber REV . If the thrust reversers
deploy while airborne, then the REV is
displayed in red reverse video.
REV 2 Oct 2006 8-53
FUEL QUANTITY
The fuel quantity display area shows left and right fuel quantity and total
fuel in three separate digital displays. The display area is identified by
the words FUEL QTY near the left edge of the display and gray
dividing lines above and below the area, as shown in Figure 8--7.
Figure 8--7
Fuel Quantity Display Location
Additional information about the fuel system is in Section 7, MFD --

Synoptics.
8-54 REV 2 Oct 2006
Fuel Tank Quantity -- The digital fuel tank

quantity display is given in pounds
( LBS ) or kilograms ( KG ) and is not
controlled by the crew. It is set at the
factory. Two digital displays are used to represent the fuel quantity in
each aircraft wing tank. The fuel tank quantity readouts have a resolution
of 10 lb or 10 kg. The normal tank quantity is displayed in green. (For
the ERJ 170/175, the quantity is more than 1321 lb. For the
ERJ 190/195, it is more than 1761 lb).
When the fuel tank level reaches the
caution level, the digital display
changes to amber reverse video ( For the
ERJ 170/175, the quantity remaining is
less than 1320 lb. For the ERJ 190/195, it is less than 1761 lb.)
When the fuel level reaches the

warning level, the digital display
changes to red reverse video (For the
ERJ 170/175, the quantity remaining is
less than 660 lb. For the ERJ 190/195, it is less than 880 lb).
When left or right fuel quantity data is

invalid, the respective digital readout is
replaced with five amber dashes
( ---------- ).
Total Fuel -- There is a digital display of

the TOTAL fuel onboard between the two
fuel tank quantities. This value is green
and is contained in a gray box.
If data is invalid or outside of the

displayable range, the total box display
changes to five amber dashes
( ---------- ).
REV 2 Oct 2006 8-55
ENGINE OIL
Oil pressure and oil temperature are displayed for each engine in the
location shown in Figure 8--8. The area is identified with the label OIL
on the left edge of the gray display line.
Figure 8--8
Engine Oil Readout Location
Oil Pressure
Oil Pressure -- The oil pressure digital

readouts are identified by PRESS . The
PSI units label is gray. The displays
are green and represent the engine oil
pressure. The digital readout is
displayed with a resolution of 1 PSI. The color of the digital readouts
change when pressure is out of the normal range.
8-56 REV 2 Oct 2006
When oil pressure is in the caution

range, the display digits change to
amber reverse video. When oil pressure
is in the warning range, the display
digits change to red reverse video.
When oil pressure data is invalid or

outside of the displayable range, three
amber dashes ( ------ ) are displayed in
the digital display.
Oil Temperature -- Oil temperature is

displayed below the oil pressure display
and is identified by the label TEMP . Oil
temperature is measured in _C. The
digital readout is green and has a
resolution of 1 _C. The color of the digital readout temperature
changes when it is out of the normal range.
When oil temperature is in the caution

range, the display digits change to
When oil temperature data for one or both

of the engines is invalid, three amber
dashes ( ------ ) are shown in the digital
display.
REV 2 Oct 2006 8-57
Engine Vibration
Engine vibration readouts are located just below the oil section as
Figure 8--9
Engine Vibration Location
Low Pressure (LP) Vibration -- Low

pressure vibration is identified by LP
(low pressure). The displays are green
to represent the engine LP vibration
levels. The color of the display changes
when vibration is detected out of the
normal range by the FADEC.
8-58 REV 2 Oct 2006
When vibration is in the caution range,

the amber
display changes to amber reverse
video.
When low pressure vibration data is

invalid, the display changes to four amber
dashes ( -------- ). If the the data is
outside of the displayable range, then the
digits are removed.
High Pressure (HP) Vibration -- The

high pressure vibration displays are
identified by the label HP . The
displays are green to represent the
engine high pressure vibration levels.
The color of the display changes when vibration is detected out of the
normal range by the FADEC.
When vibration is in the caution range,

the amber
display changes to amber reverse
video.
When HP vibration data for one or both of

the engines is invalid, the display
changes to four amber dashes ( -------- ).
If the the data is outside of the displayable
range, then the digits are removed.
REV 2 Oct 2006 8-59
FLAPS, SLATS, SPOILER, AND SPEEDBRAKES

The flap, slat, and spoiler display is located in the lower left corner of
the EICAS display. The area is labeled SLAT/FLAP/SPOILER in gray,
as shown in Figure 8--10.
Figure 8--10
Flap/Slat Display
8-60 REV 2 Oct 2006
The wing icon in Figure 8--11 is shown in white with moving flaps,
slats, spoiler, and speedbrake.
Figure 8--11
Flap, Slats, and Spoiler Display
Flap Position
The flap indicator gives a graphical representation of the flap position
and a digital readout of the flap deflection. The digital display is located
below the airfoil.
An airfoil and flap icon, in white, are used to display the flap position.
The angle of flap deflection is from 0 to 35 degrees (37 degrees for the
ERJ 190/195) with tick marks at 0 and 35 degrees (37 degrees). The
F label indicates the current position on the flap selection handle. A
gray shading area is shown between 0 degrees and the current flap
position pointer.
The flap handle detent indicator (or bug) is displayed as a cyan arrow .
As an operational example, if the flap handle is moved to detent
position 3, the flap handle bug on the flap display moves to that position,
and the flaps begin moving. When the flaps reach position 3, the flaps
and pointer stop moving.
REV 2 Oct 2006 8-61
The flap digital readout, identified by the label F , is located below the
wing display. It gives digital information that corresponds to the flap
lever position when the surface is within the tolerances specified for that
position. The flap readout is displayed in green during normal
operations. Possible flap display indications are listed in Table 8--6.
Table 8--6
Flap Position Indicators
Flap Angle Flap Position Display
< --0.7° Invalid

--0.7° to 0.7° 0
4° to 6° (6° to 8° )* 1
9° to 11° 2
19° to 21° 3
19° to 21° 4
19° to 21° 5
34° to 36° (34° to 38° )* FULL
> 40° Invalid
* ERJ 190/195
Normal Flap Displays -- The flaps are

displayed on a sectional view of the wing.
The display color is white. When the
flaps are retracted, the wing graphic
represents a clean wing with no flap scale
shown.
Normal display, showing 20 degrees

selected by the flap handle detent, the
flaps and pointer positioned at 20 degrees
and the flap digital readout of 3 is
displayed.
8-62 REV 2 Oct 2006
Normal display showing 35 degrees of

flaps on the graphic and digital displays.
During transition, the digital readout is

displayed with two green dashes ( ---- ).
Abnormal Flap Displays -- The flap

pointer and flap bug change to red
and the digital display changes to red
reverse video if an attempt is made to
takeoff with the flaps set incorrectly.
If the flaps are not set, then the flap

pointer and flap bug are red, and the
digital display changes to red reverse
video.
If there is a slat/flap lever disagreement,

an invalid command, or a failed condition,
the digital amber
display changes to amber
reverse video, and the pointer changes
to amber.
When actual flap position data is invalid,

two reverse amber dashes ( ---- ) are
displayed at the flap position digital
readout location, and the flap pointer
and bug are removed.
REV 2 Oct 2006 8-63
Slat Position
Leading edge slat position is shown on the same wing section as the
flap display. When the slats and flaps are retracted and no spoilers are
deployed, a plain wing section is displayed. Slats are displayed at the
leading edge of the wing. An S is used to indicate the slats are
deployed, and a bug and range arc with tick marks at 0 degrees and 25
degrees are used to show their position.
The slat digital readout identified by the label S is located below the
wing display. It provides digital information that corresponds to the slat
lever position when the surface is within the tolerances specified for that
position. The left gray box above the S/F shows the slat readout
position. Possible indications are described in Table 8--7.
Table 8--7
Slat Position Indicators
Slat Angle Slat Position Display
< --0.5° Invalid

--0.5° to 0.5° 0
11° to 16° 1
24° to 26° 2
> 26° Invalid
A colored pointer is used to indicate the desired position for the slats.
This pointer is set to 0, 15, or 25 degrees deflection by the slat control
system. The pointer is located on the outside of the slat range arc.
Normal Slat Displays -- The slats are

displayed on a sectional view of the wing.
Normal display color is white. When the
slats are retracted, the wing graphic
represents a clean wing with no flap scale
shown.
8-64 REV 2 Oct 2006
This normal display is showing 25

degrees selected by the slat handle bug
(cyan triangle) and the slats and pointer
moving through 15 degrees, on the way to
the commanded 25 degrees.
During transition, the digital readout is

displayed with two green dashes ( ---- ).
This normal display is showing 25

degrees of slat deployment on the graphic
and digital displays.
Abnormal Slat Displays -- The slat

pointer and bug change to red, and
the digital display changes to red
reverse video if an attempt is made to
takeoff with the slats not set, or if they are
set in excess of takeoff position.
If there is a slat/flap lever disagreement,

an invalid command, or a failed condition,
the digital amber
display changes to amber
reverse video, and the pointer changes
to amber.
When actual slat position data is invalid,

two reverse amber dashes ( ---- ) are
displayed at the flap position digital
readout location, and the flap pointer
and bug are removed.
REV 2 Oct 2006 8-65
Speedbrake Indicator
The speedbrake indicator gives a graphical representation of the
indicated speedbrake position. It is displayed on the same wing section
as the flaps. The label SPDBRK is displayed above the wing only
when airborne and when deployed.
Normal Speedbrake Indications --

When speedbrakes are retracted, the
normally green speedbrake is flat with
the wing.
When speedbrakes are deployed, a

green line (speedbrake) extending
from the top of the wing graphic is
displayed. The area between full--down
and the speedbrake current position is
shaded gray.
Abnormal Speedbrake Indications --

The speedbrake symbol changes to
amber if an open failure is detected.

amber if a closed failure is detected.

red if it is out of takeoff configuration.
When speedbrake position data is

invalid, the speedbrake section of the
wing graphic is removed.
8-66 REV 2 Oct 2006
Steep Approach Indicator

The steep approach indicator gives a graphical representation of the
position of the steep approach spoilers. When the steep approach
spoilers are deployed, the wing surface segment is shown in the up
position. When the steep approach spoilers are not deployed, the wing
surface segment is shown flat with the upper wing surface. A white
STEEP indicator is displayed above the wing when deployed.
Normal STEEP Indication -- When the
spoilers are deployed, a green line
(spoiler) extending from the top of the
wing and a white STEEP indicator are
displayed.
Abnormal STEEP Indication -- If a
failure occurs, a flat amber line and
STEEP indication are displayed.
Ground Spoiler
The ground spoiler indication consists of a pointer indicating whether
the ground spoiler is deployed or not deployed. It is displayed using the
same speedbrake icon. When the ground spoiler is deployed, the
pointer is shown in the up position. When the ground spoiler is not
deployed (stowed), the pointer is shown flush to the wing outline. The
ground spoiler indication is displayed only when the aircraft is on the
ground.
The label GND SPLR is displayed
above the wing only when on the ground
and any of the four ground spoilers are
deployed. When ground spoilers are
deployed, a green line (ground spoiler)
extending from the top of the wing graphic is displayed. The area
between full--down and the groundspoiler current position is shaded
gray.
The ground spoiler symbol changes
to amber if a failure is detected.
When ground spoiler position data is

invalid, the ground spoiler section of the
wing graphic is removed.
REV 2 Oct 2006 8-67
LANDING GEAR/AUTOBRAKE (OPTION)

The landing gear display area is located on the right side of the EICAS
display screen below the CAS window, as shown in Figure 8--12. The
label LANDING GEAR or LG/AUTOBRAKE is in the upper left
corner of the area. The landing gear display shows the position and
safety of the landing gear system.
Figure 8--12
Landing Gear Status Location
8-68 REV 2 Oct 2006
Gear Position
The display indicates the position (up, down, or in transit of each of the
three landing gears), a locked condition, and the nose wheel gear
doors.
Normal Gear Indications -- Each of the three landing gears is

represented by a rectangle indicating that the gear is up, or a large circle
indicating that the gear is down. The symbol is described for each of the
display conditions.
Normal indication that the gear is up and

locked is a white box with a black
background containing the word UP .
Normal indication that the gear is

in--transit and gear doors open is an
amber box with a black background
containing amber cross--hatching .
Normal indication that the gear is down

and locked is a green bordered circle
containing the letters DN .
REV 2 Oct 2006 8-69
Unsafe Gear Indications --Indication

that the gear is unsafe is the symbol
displayed in red reverse video.
When the gear is in transition during

extension or retraction, the symbol is
displayed in amber containing amber
cross--hatching .
A red background with white

cross--hatching is an indication that the
gear is unsafe.
Landing gear or gear doors that fail to

close after gear down are indicated in this
display.
If landing gear data is invalid, the gear

symbol box is changed to amber with
two amber dashes inside ( ---- ).
When the left main gear is unsafe, it does

not show as being down and locked.
8-70 REV 2 Oct 2006
Autobrake (Option)
The autobrake system supplies braking at maximum deceleration
rates, which may vary according to runway conditions for landings and
rejected takeoffs. The system modulates hydraulic pressure to the
brakes to supply a constant deceleration rate according to the level
selected. If reverse thrust is activated, the autobrake system modulates
the brake pressure to maintain a constant deceleration.
There are four autobrake levels of deceleration (RTO, LO, MED, HI)
that are available using a selector knob on the cockpit main instrument
panel. There are two modes of autobrake control. They are as follows:
D Landing mode (LO, MED, and HI)
D Rejected takeoff mode (RTO).
The autobrake display consists of a text indication A--BRK with an

autobrake mode annunciation. The autobrake mode annunciation
shows the selected autobrake deceleration rate. The flight crew
controls the autobrake using the autobrake switch in the cockpit. The
annunciations are in cyan, and they are displayed as follows: LO ,
MED , HI , and RTO (rejected takeoff).
The display indicates that the gear is

down and locked, and the autobrake is
LO .
If the autobrake mode is invalid, the mode

annunciation is replaced with three
If the brake control module detects a fault, the autobrake switch returns
to the OFF position and the autobrake annunciation is removed.
The selector knob always returns automatically to the OFF position if

the mode is armed and any of the following disarming conditions are
met:
D The selector switch is set to the OFF position.
D Pedal braking is applied while wheel speed is above 60 knots and

RTO is selected.
REV 2 Oct 2006 8-71
D Brake control system failure is detected while wheel speed is below

60 knots if RTO is selected.
D One of the thrust levers is advanced beyond idle during autobrake

application.
The aural message AUTOBRAKE is activated when the armed

condition (LO, MED, HI, or RTO) is changed to disarmed by autobrake
module (ABM) or brake control module (BCM) failure during parking,
taxiing, takeoff, roll, or landing.
8-72 REV 2 Oct 2006
AUXILIARY POWER UNIT (APU)

The APU section of the EICAS display is shown in Figure 8--13.
Figure 8--13
APU Location
REV 2 Oct 2006 8-73
The auxiliary power unit

( APU ) identifier, fan
speed, and EGT readouts
are displayed below the
landing gear window. The displays include the APU speed (RPM)
and exhaust gas temperature (EGT). The display area is labeled
APU in gray at the left end of the gray box.
APU Speed -- The APU speed is displayed in green digits as a

percent of RPM followed by a gray percent sign. It has a resolution of
1 percent.
If APU RPM exceeds 100%, the percent amber

digits change to amber
reverse video.
If APU RPM exceeds 110%, the percent digits change to red reverse
video.
If APU RPM data is invalid, the three digits change to three amber
dashes ( ------ ).
APU Exhaust Gas Temperature (EGT) -- The APU percent RPM is

displayed followed by up to four green digits of temperature and a
gray degrees centigrade symbol. The display has a resolution 1 °C.
If APU EGT enters the caution range, the temperature amber

digits change
to amber reverse video.
8-74 REV 2 Oct 2006
If APU EGT enters the warning range, the temperature digits change
to red reverse video.
If temperature data is invalid or outside of the displayable range, the

digits change to four amber dashes ( -------- ).
APU fan speed and/or temperature is removed from the display when
the APU fan speed is less than 10 percent, and the APU master switch
is selected OFF. The cyan OFF annunciator replaces the APU fan
speed and the temperature annunciators.
REV 2 Oct 2006 8-75
CABIN ENVIRONMENT
The cabin environment section is located on the lower right side of the
EICAS display, as shown in Figure 8--14.
Figure 8--14
Cabin Environment Location
Cabin Environment -- The cabin

environment area shows cabin altitude,
cabin altitude rate, cabin differential
pressure, and landing field elevation. The
area is identified by the label as CABIN
with a gray line above the area.
8-76 REV 2 Oct 2006
Cabin Altitude -- Cabin altitude readout is an indication of the cabin

altitude pressure. The cabin altitude display is labeled ALT followed
by the normal value (< 8100 ft) in green and the units FT . Cabin
altitude has a resolution of 100 ft.
If the cabin altitude value is more than 8100 ft, the amber
display changes
to amber reverse video.
If the cabin altitude value is more than 9700 ft, the display changes
to red reverse video.
If cabin altitude information is not valid, the value is replaced with six
amber dashes ( ------------ ).
Cabin Altitude Rate -- Cabin rate readout is an indication of the rate

of change of the cabin altitude pressure.The cabin altitude rate change
display is labeled RATE followed by the value in green and the units
FPM with a resolution of 50 fpm. If cabin altitude is going up, a green
arrow pointing up ( ↑ ) is displayed to the right of the fpm. A green
down arrow ( ↓ ) is displayed if the rate is going down. If altitude
change is zero, then the arrow is removed. The arrow is the same
color as the cabin rate readout digits.
If the rate change is less than --2500 fpm or more than 2500 fpm, the
digital portion of the amber
display changes to amber reverse video, and the
direction arrow changes to amber.
REV 2 Oct 2006 8-77
If rate information is not valid or outside of the displayable range, the

value is replaced with five amber dashes ( ---------- ).
Cabin Differential Pressure -- The cabin differential pressure display

is labeled in nP followed by the value in green and the units PSI
with a resolution of 0.1 psi. The cabin differential pressure display is an
indication of the difference between the cabin pressure and the outside
ambient pressure. Improper differential pressure could indicate
pressurization problems or not let the door open when on the ground.
If the differential pressure is between --0.5 to --0.2 psi or 8.4 to 9.1 psi,
the digit portion of the amber
display changes to amber reverse video.
If the differential pressure is less than --0.5 psi or more than 9.1 psi, the
digit portion of the display changes to red reverse video.
If differential pressure information is not valid, the value is replaced with

three amber dashes ( ------ ).
8-78 REV 2 Oct 2006
Landing Field Elevation -- The landing field elevation is labeled LFE

followed by the value in FT with a resolution of 100 ft. The value is
entered automatically from FMS data or manually by the crew.
If the elevation was entered automatically, the digits portion of the

display is green.
If the elevation was entered manually, the digits change to cyan with
an M displayed before the digits.
If landing field elevation information is not valid or outside of the

displayable range, the value is replaced with five amber dashes
( ---------- ).
REV 2 Oct 2006 8-79
TRIM POSITION INDICATORS

The trim display area is in the lower right corner of the EICAS screen,
as shown in Figure 8--15. The area is identified by the label TRIMS and
gray lines border the area.
Figure 8--15
Trim Position Location
The aircraft trim indicators show the position of the trim devices. For this
aircraft, trim is performed in the roll axis by aileron trim, in pitch by
horizontal stabilizer trim, and yaw by rudder trim. The stabilizer trim
indicator includes an indication of acceptable range during the takeoff
phase of flight.
8-80 REV 2 Oct 2006
Roll Trim (Aileron) -- The position of

aileron trim is displayed by a white
horizontal analog arc with a green
triangle pointer to indicate the
amount and direction of aileron or roll
trim. A ROLL label is located above
the trim arc. The trim pointer is centered on the center tick mark for
normal flight. If the roll trim is outside of the displayable range, the
pointer parks at the applicable end of the scale. There are five tick
marks displayed on the scale. They are positioned at --100, --50, 0, 50,
and 100 percent.
Invalid aileron trim data is indicated by

removal of the roll pointer.
Pitch Trim (Horizontal Stabilizer) -- The analog pitch trim position of

the horizontal stabilizer is displayed with a white vertical analog scale
and a green triangle pointer representing the trim position. It is
labeled PITCH .
Stabilizer pitch or trim is measured in degrees in reference to the

leading edge angle of the stabilizer. White tick marks are located at
--13, --9.25, --5.5, --1.75, and +2 degrees of the scale (4, 0.25, --3.5,
--7.5, and --11 degrees for ERJ 190/195). A green takeoff band is
shown between --6 and --1 degrees (--4 and +2 degrees for
ERJ 190/195). The digital readout of pitch trim is located in a gray box
to the right of the analog display with a resolution of 1 degree.
The trim value is displayed in green

while airborne or on the ground when the
pitch trim value is within takeoff
configuration. It is displayed in the gray
box and the pointer shows the position on
the vertical scale. The pitch trim pointer
moves upward for decreasing trim and downward for increasing trim.
If the pitch trim value is beyond the displayable range, the pointer parks
at the applicable end of the scale.
REV 2 Oct 2006 8-81
A pitch nose--up ( UP ) label is displayed

above the digital readout box when the
pitch value is less than or equal to 0.1
degree. The pitch trim numerical readout
and the UP label are annunciated at the
same time to prevent confusion about the
actual direction of trim. There is a green takeoff band on the scale
extending from --1 to --6 degrees (--4 to +2 degrees ERJ 190/195)
corresponding to the permitted pitch trim position for takeoff.
A pitch nose--down ( DOWN ) label is

displayed below the digital box when the
pitch value is greater than or equal to
0.1 degree.
If the trim
value is out of the limits (--1 to --6 degrees
or --4 to +2 degrees) during takeoff when
the takeoff configuration monitor is
active, the digital display changes to
red reverse video and the pointer
changes to red. A warning message is
also displayed in the CAS window.
If the data is invalid, outside of

displayable range, or the aircraft type is
undetermined, the pitch trim data is
indicated by amber dashes ( ---- ) in the
digital display, the removal of the analog
pointer, and the up or down labels.
8-82 REV 2 Oct 2006
YAW TRIM (RUDDER)

Yaw Trim (Rudder) -- Yaw or rudder
trim is displayed by a white horizontal
analog scale with a green triangular
pointer to indicate the position and
direction of yaw trim. The gauge is
labeled YAW . There are five tick
marks displayed along the scale at the
--100, --50, 0, 50, and 100 percent
marks.
Invalid yaw trim data is indicated by

removal of the pointer. If yaw trim is
outside of the displayable range, then
the pointer parks at the applicable end
of the scale.
REV 2 Oct 2006 8-83
Blank Page
8-84 REV 2 Oct 2006
9. Modes of Operation
INTRODUCTION
This section describes the flight director and autopilot (AP) modes of
operation and flight conditions. Flight director (FD) modes are as
follows:
D Lateral armed modes
— ALIGN
— RLOUT
— TRACK (TO and GA)
— LOC
— BC
— LNAV.
D Lateral active modes
— ROLL
— HDG
— LNAV
— LOC
— BC
— TRACK
— ALIGN
— RLOUT.
A28-- 1146-- 172 Modes of Operation

REV 2 Oct 2006 9-1
D Vertical armed modes
— D--ROT
— FLARE
— GP
— GS
— VNAV.
D Active vertical modes
— TO
— VS
— FLCH
— ASEL
— ALT
— GA
— VFLCH
— VALT
— VASEL
— VPTH
— D--ROT
— WSHR
— OVSP
— GP
— GS.
Modes of Operation A28-- 1146-- 172

9-2 REV 2 Oct 2006
LATERAL MODES
Heading Hold (ROLL) Mode
The basic lateral autopilot mode is heading hold. The autopilot is in

heading hold mode, as shown in Figure 9--1, when the following
conditions are met:
D Autopilot is engaged ( AP ).
D No lateral flight director guidance mode is selected.
D Bank angle is less than 3 degrees for 10 seconds.
Figure 9--1
Heading Hold Mode
If the above conditions are met, the autopilot rolls the aircraft to a
wings--level attitude and maintains current aircraft heading. When the
aircraft bank angle is less than 3 degrees for 10 seconds, the heading
hold mode is automatically engaged. ROLL is annunciated on the
PFD as the lateral flight director mode.

REV 2 Oct 2006 9-3
Heading Select Mode

The heading select mode, as shown in Figure 9--2, is used to intercept
and maintain the selected heading reference. The mode is engaged by
pushing the HDG button on the guidance panel, or when NAV, APP,
or BC arms while in the air. HDG is annunciated on the PFD.
Figure 9--2
Heading Select Mode

9-4 REV 2 Oct 2006
The following steps describe the procedure for the heading select
mode.
1. Toggle the guidance panel SRC button to display the left or right
arrow as the coupled side.
2. Position the heading bug on the desired heading using the HDG SEL
knob on the guidance panel.
3. Push the HDG button on the guidance panel. The PFD

annunciates HDG and displays the flight director steering
command to intercept and maintain the desired heading.
When in the air, if the heading bug is rotated more than 180 degrees,
the aircraft turns in the same direction as the bug. For example, if the
bug is turned to the right 270 degrees, the aircraft turns to the right in
a 270--degree turn instead of turning 90 degrees to the left. When on
the ground, if the heading bug is turned more than 180 degrees, the
flight director guides to the selected heading target using the shortest
arc.
The heading select mode limits the bank angle during heading captures
using HIGH/LOW bank limits. The HIGH/LOW bank feature
automatically or manually changes the bank angle limits used by the
heading select mode by pushing the BANK button on the guidance
panel. When LOW bank is active, an arc is displayed on the roll pointer
on the PFD to indicate a reduced bank.
NOTES: 1. Above 25,000 feet mean sea level (MSL), the bank
angle, in heading select mode, automatically changes
to the LOW limit of 17 degrees. When descending
below 25,000 feet MSL, the bank angle returns to the
HIGH bank limit of 27 degrees.
2. Each of the flight director modes are canceled by a
variety of pilot (or system) actions. Only the most
typical methods are described in this section.
The heading select mode is canceled by any one of the following:
D Pushing the HDG button on the guidance panel
D Capture of any other lateral steering mode
D Selecting go--around mode
D Coupling to the cross--side PFD by pushing the SRC button on the

guidance panel.

REV 2 Oct 2006 9-5
Roll Hold Mode

The autopilot is in roll hold mode, as displayed in Figure 9--3, when the
following conditions are met:
D No lateral flight director mode is selected.
D The aircraft bank angle is more than or equal to 6 degrees.
D Autopilot is engaged ( AP ).
Figure 9--3
Roll Hold Mode
When the above conditions are met, the autopilot maintains the
established bank angle. The touch control steering switch is used to
change the bank angle. When the touch control steering switch is
pushed, TCS replaces the AP annunciator.

9-6 REV 2 Oct 2006
Lateral Navigation (LNAV) Mode

The FMS lateral navigation (LNAV) mode is engaged by pushing the
NAV button on the guidance panel with FMS selected as the displayed
source on the coupled PFD. The LNAV mode is flown as described in
the following:
D Instead of using course error and radio deviation, the flight director
uses a composite lateral steering command from the FMS.
D This lateral steering command is lateral gain programmed in the

FMS and is a roll command, which aligns the aircraft with the flight
plan in the FMS.
The LNAV mode is described in the following steps:

1. Select the guidance panel SRC button to display the arrow left or
right.
2. Enter the data required for navigation into the FMS.
3. Select FMS as the navigation source on the coupled side PFD

display controller. If dual FMS is installed, the FMS button selects
FMS1 or FMS2, and then displays the NAV source annunciator as
FMS1 or FMS2 .
4. Set the desired heading to intercept the FMS path.
5. Push the NAV button on the guidance panel to engage the mode.
Pushing the NAV button activates the HDG mode and automatically
arms the LNAV track mode, annunciated as LNAV in the PFD
mode box. The flight director directs the aircraft to the desired track
intercept. When the FMS course is intercepted, LNAV is now active
and annunciated as LNAV .

REV 2 Oct 2006 9-7
Figure 9--4 shows the PFD in FMS LNAV track mode.
Figure 9--4
FMS LNAV Track Mode
The FMS LNAV mode is canceled by any one of the following:
D Pushing the NAV button on the guidance panel
D Selecting another navigation source on the display controller
D Selecting heading mode

guidance panel.

9-8 REV 2 Oct 2006
Localizer (LOC) Mode

The localizer mode automatically intercepts, captures, and tracks the
front course localizer beam to line up on the centerline of the runway
in use, as shown in Figure 9--5.
Figure 9--5
Localizer Mode Profile
The following steps describe the procedure for the localizer mode.
1. Select the guidance panel SRC button to set the arrow left or right.
2. Tune the coupled--side navigation receiver to the published front
course localizer frequency for the runway in use.
3. Select LOC as the navigation source on the coupled--side display

controller.
4. Rotate the CRS knob on the guidance panel to set the inbound
localizer course on the coupled PFD.
5. Set the heading bug to the desired beam intercept angle using the
guidance panel HDG knob.
6. Push the NAV button on the guidance panel to engage the mode.
Pushing the NAV button automatically selects the localizer armed
and heading select modes. Localizer armed is annunciated on the
PFD as LOC .
NOTE: The APP button is also available in this step, but, if the
APP button is pushed, the glideslope mode is armed.

REV 2 Oct 2006 9-9
Figure 9--6 shows the PFD in the localizer armed mode.
Figure 9--6
Localizer Armed Mode
In the localizer mode, the PFD shows the relative position of the aircraft
to the center of the localizer beam and the selected inbound course.
With the aircraft approaching the selected course intercept, the lateral
beam sensor monitors localizer beam deviation, beam rate, and true
airspeed. At the computed time, the lateral beam sensor trips and
captures the localizer signal. The flight director drops the heading select
mode and generates the proper roll command to bank the aircraft
toward the localizer beam center.

9-10 REV 2 Oct 2006
When the lateral beam sensor trips, the PFD annunciates LOC , as
shown in Figure 9--7. At capture, LOC and LOC flash for 5 seconds,
and then LOC is displayed.
Figure 9--7
Localizer Capture Mode
NOTES: 1. When flying a localizer intercept, the optimum

intercept angle is 45 degrees.
2. The pilot must not intercept the localizer at angles
greater than 90 degrees. At angles greater than
100 degrees, the system automatically arms the back
course.

REV 2 Oct 2006 9-11
The lateral deviation signal is gain programmed. Lateral gain

programming is required to adjust the gain applied to the localizer signal
due to the aircraft approaching the localizer transmitter and beam
convergence caused by the directional qualities of the localizer
antenna. The lateral gain programming is based on radio altitude when
the aircraft is less than 2400 feet AGL and the radio altitude is valid. If
the radio altitude is not valid, gain programming is based on localizer
beam capture, true airspeed, and time. Figure 9--8 shows the localizer
tracking mode profile.
Figure 9--8
Localizer Track Mode Profile

9-12 REV 2 Oct 2006
Figure 9--9 shows the PFD in localizer track mode.
Figure 9--9
Localizer Track Mode
The localizer mode is canceled by any one of the following:

guidance panel.

REV 2 Oct 2006 9-13
Back Course (BC) Mode

The BC mode automatically intercepts, captures, and tracks the back
course localizer signal. When flying a back course localizer approach,
glideslope capture is automatically inhibited. The back course mode
profile is shown in Figure 9--10.
Figure 9--10
Back Course Mode Profile
The back course mode is set up and flown as described in the following
steps below.
1. Select the guidance panel SRC button to direct the arrow left or
right.
2. Tune the coupled--side navigation receiver to the localizer frequency
for the runway in use.
3. Select NAV as the navigation source on the coupled--side display
controller.
4. Rotate the CRS knob on the guidance panel to the localizer front
course on the coupled PFD.
6. Push the APP button on the guidance panel to engage the mode.
Pushing the APP button automatically selects the back course
armed and heading select modes. Back course armed is
annunciated on the PFD as BC .
NOTE: Back course is armed and heading select mode is
engaged when APP is selected with the aircraft more than
100 degrees off the localizer front course heading.

9-14 REV 2 Oct 2006
In back course mode, the system automatically reverses polarity of the

course error and localizer signals. The BC mode performs the same
computations as the localizer approach mode, except that a correction
is made using the assumption that the transmitter is located 2000 feet
in front of the touchdown zone, and the sign of the localizer deviation
is inverted.
Figure 9--11 shows the back course armed mode.
Figure 9--11
Back Course Armed Mode

REV 2 Oct 2006 9-15
When the lateral beam sensor trips, the flight director generates a roll
command to capture and track the back course localizer signal, and the
PFD annunciates BC , as shown in Figure 9--12. At capture, BC and
BC flash for 5 seconds, and then BC remains steady.
Figure 9--12
Back Course Capture Mode

9-16 REV 2 Oct 2006
Figure 9--13 shows the back course track mode.
Figure 9--13
Back Course Tracking Display
The back course mode is canceled by any one of the following:
D Selecting symbol generator reversion on the coupled side

guidance panel.

REV 2 Oct 2006 9-17
Instrument Landing System (ILS) Approach Mode

The ILS approach mode automatically intercepts, captures, and tracks
the front course localizer and glideslope signals, so that a fully coupled
ILS approach is flown. The ILS mode is set up and flown similar to the
localizer mode. The ILS mode is interlocked, so that the glideslope
capture is inhibited until the localizer is captured. As with the localizer
mode, heading select is used for the localizer approach intercept.
The ILS approach mode localizer intercept profile is shown in

Figure 9--14.
Figure 9--14
ILS Approach Mode Localizer Intercept Profile
There are three categories of ILS approaches. They are: category 1

(APPR 1), category 2 (APPR 2) and AUTOLAND. APPR 1 and APPR
2 are standard features while AUTOLAND is an option. ILS indications
are always displayed in a third line above the flight mode annunciations
section on the PFD whenever an ILS approach is selected. An
APPR 1 , APPR 2 or AUTOLAND indication will be displayed
depending on the type of approach selected and whether or not the
aircraft has met the criteria needed to execute the approach.

9-18 REV 2 Oct 2006
The procedure for an ILS approach is described in the following steps.

1. Select the guidance panel SRC button to left or right.
2. Tune the coupled--side navigation receiver to the ILS frequency.
3. Select LOC as the navigation source on the coupled--side display

controller.
4. Set the baro altitude decision height (minimum altitude) on the PFD
with the BARO knob on the display controller for APPR 1 or set the
radio altitude decision height (minimum altitude) on the PFD with the
RA knob on the display controller for APPR 2.
5. Rotate the CRS knob on the guidance panel to set the inbound
localizer course on the coupled PFD.
7. Push the APP button on the guidance panel to engage the mode.
Pushing the APP button automatically selects localizer and
glideslope armed and heading select modes. The PFD annunciates
the following:
D LOC
D GS
D HDG
D active vertical mode (if any) in green.
D APPR 1 or APPR 2 .

REV 2 Oct 2006 9-19
The localizer and glideslope armed modes are shown in Figure 9--15.
Figure 9--15
ILS Approach Mode -- Localizer and
Glideslope Armed

9-20 REV 2 Oct 2006
As the aircraft approaches the glideslope beam, the vertical beam

sensor monitors TAS, vertical speed, and glideslope deviation to
determine the correct capture point. At glideslope capture, the
computer drops any other vertical mode that was engaged, and
automatically generates a pitch command to track the glideslope beam.
The ILS approach mode glideslope intercept profile is shown in
Figure 9--16.
Figure 9--16
ILS Approach Mode Glideslope Intercept Profile

REV 2 Oct 2006 9-21
ILS LOC Capture and GS Armed
When the lateral beam sensor trips, the flight director generates a roll
command to capture and track the localizer signal. At capture, LOC
and LOC flash for 5 seconds, and then LOC remains, as shown in
Figure 9--17.
Figure 9--17
ILS Approach Mode -- Localizer
Captured and Glideslope Armed
The glideslope part of the approach mode is used to automatically

intercept, capture, and track the glideslope beam. Typical glideslope
beam angles vary between 2 and 3 degrees, depending on local terrain.
Glideslope capture is inhibited until localizer capture has occurred.
ILS GS Capture
The glideslope part of the approach mode intercepts, captures, and

tracks the glideslope beam.

9-22 REV 2 Oct 2006
As the aircraft approaches the glideslope beam, as shown in

Figure 9--18, the vertical beam sensor monitors CAS, vertical speed,
and glideslope deviation to determine the correct capture point. At
glideslope capture, GS replaces the active vertical mode, and the
flight director generates a pitch command to track the glideslope. The
annunciator flashes reverse video GS / GS for 5 seconds, and then
the GS annunciator remains steady, as shown in Figure 9--19.
NOTES: 1. Glideslope capture is inhibited until localizer capture

has occured.
2. The PITCH wheel on the guidance panel is inhibited
during glideslope operations.
The ILS glideslope intercept profile is shown in Figure 9--18.
Figure 9--18
ILS Approach Mode Glideslope Intercept and Capture

REV 2 Oct 2006 9-23
Figure 9--19
ILS Approach Mode (GS Captured)
The approach is now engaged. The APPR 1 annunciation on the PFD

moves to the right side of the display field and is annunciated in green
APPR 1 as shown in Figure 9--21.

9-24 REV 2 Oct 2006
ILS Approach Mode Tracking

The vertical deviation signal is gain programmed in the flight guidance
computer. Vertical gain programming is required to adjust the gain
applied to the glideslope signal due to the aircraft approaching the
glideslope transmitter and beam convergence caused by the directional
qualities of the glideslope antenna. The vertical gain programming is
based on radio altitude. If radio altitude is not available, then vertical
gain programming is based on the sub--mode phase, vertical speed,
middle marker beacon, and an assumed initial altitude of 1500 feet. The
beam width is based on the estimated distance, glideslope deviation,
airspeed, and an assumed glideslope angle of 3 degrees. Figure 9--20
shows the glideslope tracking mode profile.
Figure 9--20
ILS Approach Mode Glideslope Track Profile

REV 2 Oct 2006 9-25
Figure 9--21 shows the localizer and glideslope track modes.
Figure 9--21
ILS Approach Mode Tracking
NOTE: For Category 1 approaches, the autopilot must be

disengaged before reaching 200 feet AGL.
The approach mode is canceled by any one of the following:
D Pushing the APP or NAV buttons on the guidance panel
D Loss of ILS glideslope data

guidance panel.

9-26 REV 2 Oct 2006
ILS CAT 2 Approach Mode Procedure

During the tracking phase of an ILS (APPR 2) approach, shown in
Figure 9--22, the system uses landing aid flightpath information from the
pilot and copilot PFDs. This flight segment of the approach phase is
automatically initiated, and it occurs at 1200 feet radio altitude.
Figure 9--22
ILS (APPR 2) Approach
The aircraft is capable of APPR 2 (CAT 2) approaches when all of the

D The high priority flight director is available.
D At least one radio altimeter is valid.
D The radio altitude miscompare monitor is not active.
D The pilot and copilot have valid PFD displays.
D The two PFDs are driven by independent air data sources and two
independent IRS sources.
D The altitude, airspeed, pitch, roll and heading and FPA

miscompares are not active.
D There are at least two valid Nav sources.
When APPR 2 is not capable, the APPR 2 NOT AVAIL CAS message
is displayed.

REV 2 Oct 2006 9-27
The APPR 2 mode is armed when all of the following conditions are
satisfied:
D The aircraft is IN--AIR.
D The aircraft is approach 2 capable.
D The minmums displayed on both PFDs are set to RA and valid.
D No displayed radio altitude is less than 800 ft.
D The localizer and glideslope modes are armed or active from the
high priority FD channel.
D AFCS is setting the AFCS APPR 2 ARM parameter from the high
priority FD channel.
D Either the AUTOLAND NOT AVAIL or the AUTOLAND OFF

CAS message is active.
D The STEEP approach is not armed or engaged.
D AUTOLAND mode is not engaged.
D Approach 2 is not engaged.
Once armed, APPR 1 is displayed in the line above the flight mode
annunciations on the PFD.
If either of the PFD minimums are not correctly set for Category 2
approach, APPR 2 ONLY is displayed in place of APPR 2 armed.
The APPR 2 mode shown in Figure 9--23 is engaged when all of the
following conditions are satisfied:
D The APPR 2 is armed.
D At least one displayed radio altitude is valid and less than 1500 ft.
D AFCS is setting the AFCS APPR 2 ACTIVE parameter from the high
priority FD channel.
D The crew selected a valid APPR 2 flap position.
At APPR 2 transition, the command bars are in view on both pilot and
copilot PFDs.

9-28 REV 2 Oct 2006
Figure 9--23
ILS Approach 2 (CAT 2) Mode
REV 2 Oct 2006 9-- 29/9-- 30
Once APPR 2 is engaged, it remains engaged until one of the following

conditions occur:
D There is no valid radio displayed radio altitude.
D The aircraft is no longer approach 2 capable.
D AFCS is no longer setting the AFCS APPR 2 ACTIVE parameter

from the high priority FD channel.
D The crew selects an invalid APPR 2 flap position.
D The CAS message SLAT -- FLAP LEVER DISAGREE is active.
D Either minimum indication changes from RA to BARO.
D AUTOLAND is engaged.
D Steep approach is either armed or engaged.
VERTICAL MODES
Takeoff Mode
The takeoff mode is a flight director only mode (does not couple to the
autopilot) that provides guidance throughout the takeoff portion of flight.
Takeoff mode is enabled after 5 seconds on--ground (main gear weight
on wheels) until passing through 400 feet AGL after takeoff. The flight
director guidance cue during this phase of flight is a horizontal
command bar positioned relative to the aircraft pitch attitude. When the
aircraft is on the ground, pushing the throttle--mounted go--around
switch sets the PFD command bars to a fixed pitch--up attitude. The
amount of pitch is aircraft and flap setting dependent. Figure 9--24
shows 12 degrees of pitch, and the vertical mode annunciator is TO .

REV 2 Oct 2006 9-31
Figure 9--24
Takeoff Mode

9-32 REV 2 Oct 2006
Vertical Speed Hold Mode

The vertical speed hold mode automatically maintains the aircraft at a
pilot--selected vertical speed reference. To engage the vertical speed
mode, push the VS button on the guidance control panel. The flight
director commands a pitch attitude to maintain the vertical speed that
exists when the VS button is pushed. With the vertical speed mode
engaged, a new vertical speed reference is selected by pushing the
TCS switch on the control wheel, maneuvering the aircraft to a new
vertical speed reference, and releasing the TCS switch. If the autopilot
is engaged, the vertical speed reference is also changed by rotating the
vertical speed ( VS ) knob on the guidance control panel.
When the vertical speed mode is engaged, VS is annunciated as the

flight director vertical mode, and the vertical speed target value and bug
are displayed on the vertical speed display.
Figure 9--25 shows the vertical speed hold mode.
Figure 9--25
Vertical Speed Hold Mode

REV 2 Oct 2006 9-33
When the vertical speed reference is changed by using the vertical

speed ( VS ) knob on the guidance control panel, the target value
changes and the vertical speed reference bug is repositioned. Actual
aircraft vertical speed is displayed on the vertical speed indicator. When
vertical speed mode is selected, it disengages all previously selected
vertical modes.
The vertical speed mode is canceled by any one of the following:
D Pushing the VS button on the guidance controller
D Selecting (or capturing) another vertical mode
D Failure of the on--side MADC

guidance controller.
NOTE: Airspeed protection is active in this mode. Refer to the speed

hold mode description.

9-34 REV 2 Oct 2006
Flight Level Change (FLCH) Mode

Pushing the FLCH button on the guidance controller selects the flight
level change mode. This mode uses preprogrammed climb/descent
values. The flight level change mode is annunciated as FLCH , and the
preprogrammed airspeed target is maintained.
When the FLCH button is pushed, the speed hold and vertical speed
hold modes are not available. In climb, control laws for the speed hold
mode are used. In a descent, the control laws for the vertical speed hold
mode are used. When the touch control steering switch is pushed and
held, the pitch and roll autopilot servos are disengaged, and the pilot
can maneuver the aircraft. When the touch control steering switch is
released, the flight guidance system returns the aircraft to the preset
flight level change target.
In the flight level change mode, all armed vertical flight director modes
are permitted, but if any armed vertical mode is captured, the flight level
change mode is disengaged.
NOTE: During a flight level change descent, the airspeed/Mach

reference bug and digital display are removed.
The flight level change mode is canceled by any one of the following:
D Pushing the FLCH button on the guidance controller
D Failure of the on--side micro IRS

Vertical Track Alert (VTA)

A vertical track alert (VTA) alerts the flight crew of an impending vertical
track change. There is a VTA for every change from climbing or
descending to level flight, and from level flight to climbing or
descending. Vertical deviation is provided by VNAV for path--type
descents. A VNAV vertical deviation indicator is displayed on the PFD
in the same location that the glideslope deviation indicator is displayed
when an ILS is selected and tuned as the primary navigation source on
the PFD. The magenta VTA annunciator is displayed above the
vertical deviation indicator on the ADI, as shown in Figure 9--26.

REV 2 Oct 2006 9-35
Figure 9--26
PFD With VTA Annunciated
An aural warning is also provided for VNAV altitude captures. An

altitude capture aural warning is provided with a vertical track alert when
transitioning from a climb or descent to level flight.
A VNAV vertical deviation indicator is displayed when the following

conditions are satisfied:
D The FMS is selected as the primary navigation source.
D A VNAV mode is the active FGCS vertical mode.
D A path type descent is defined in the active flight plan.
D The vertical deviation and vertical speed are within the capture
criteria for VPTH mode.
Vertical deviation scaling is determined by the active LNAV flight mode.

In the approach mode, vertical gains are increased. Vertical deviation
scaling values are shown in Table 9--1.

9-36 REV 2 Oct 2006
Table 9--1
Vertical Deviation Scaling
LNAV Mode Vertical Deviation Scale
Approach 75 ft/dot
Terminal 250 ft/dot
En route 250 ft/dot
Oceanic/Remote 250 ft/dot
The VNAV vertical deviation is continuously updated to reflect the

current vertical distance between the defined vertical path and the
current aircraft altitude based on the FMS position relative to the lateral
plane of the path. The VNAV vertical deviation indicator permits the
flight crew to manually control the aircraft in the vertical plane of flight
during a path--type descent.
When the FMS is selected as the primary navigation source and VNAV
is selected, a vertical track alert is given for any of the following
conditions:
D Climb/descent constraints turn on at 1000 feet prior and turn off
200 feet before a VNAV altitude constraint, which is not equal to
the preselect altitude. This also applies to altitude constraints that
are in a smoothing descent. Also, using the predicted altitude at a
holding pattern waypoint that is part of a path descent, the predicted
altitude is observed by VNAV as a constraint altitude in this special
case.
D One minute before the top of descent (TOD) and in VALT, when the
VTA is issued for a given TOD, another VTA is not reissued because
the aircraft is slowing near the TOD. One exception to this case is:
— If a holding pattern fix is less than one minute from the aircraft
current position, then NO vertical track alert is issued. In the
preceding case, if the holding pattern is deleted before entering
the holding pattern, then the vertical track alert is issued
immediately.
D One minute prior to the resumption of climb or descent at a
constrained vertical waypoint, the vertical track alert is displayed
until the abeam point of the subject constrained waypoint. Two
exceptions to this case are:
— If within one minute of a climb at/above altitude constraint, then
NO vertical track alert is issued.

REV 2 Oct 2006 9-37
— If a holding pattern fix is less than one minute from the aircraft
current position, then NO vertical track alert is issued. In the
preceding case, if the holding pattern is deleted prior to entering
the holding pattern, then the vertical track alert is issued
immediately.
D Prior to resuming VFLC descent after a speed restriction

deceleration level off, this will occur when the mode is VALT and
DCLRST (speed restriction deceleration) is true and CAS is less
than RSTCAS (speed restriction CAS) + 5 KCAS and the aircraft
altitude is within 100 ft of the restriction altitude. The VTA should
remain on until the aircraft accelerates to RSTCAS + 8 KCAS or until
VNAV transitions out of VALT.
D One minute prior to a step climb, unless a holding pattern fix is also
within one minute.
D One minute prior to a TOD when in a holding pattern, the exit hold
has been selected and in VALT.
D One minute prior to the hold fix with the hold fix at a climb altitude
constraint, and exit hold has been selected.
A vertical track alert is not produced for an intermediate level--off

altitude defined using only the altitude preselector. The altitude capture
aural warning is given in this situation.
A vertical track alert is not produced when the aircraft passes more than
50 feet above an AT or ABOVE constraint.
A vertical track alert is not produced when the aircraft passes more than
50 feet below an AT or BELOW constraint.

9-38 REV 2 Oct 2006
Altitude Preselect (ASEL) Mode

The altitude preselect mode is used with another vertical mode to
automatically capture, level off, and hold the altitude that is set with the
ALT SEL knob on the guidance controller. The altitude preselect mode
captures and levels off at the correct altitude, while the other vertical
mode flies to the desired altitude. The procedure to fly an altitude
preselect mode is described in the following steps.
1. Set the desired altitude in the PFD altitude preselect window with the
ALT SEL knob on the guidance controller.
2. Begin the climb or descent toward the new altitude. This arms the
altitude preselect mode.
3. Engage another vertical mode, such as vertical speed hold, speed

hold, or flight level change on the guidance controller. The PFD
displays ASEL .
The aircraft flies toward the preset altitude using one vertical mode,
while the altitude preselect mode is armed to automatically capture the
preset altitude.
The altitude preselect mode automatically captures when the aircraft

climbs or descends towards the alert altitude, and the following
conditions are met:
D Altitude preselect altitude is more than 150 feet from the current
altitude.
D Computed vertical speed is greater than actual vertical speed.
D Vertical speed is greater than 100 fpm for 3 seconds.
D Glideslope is not captured.
The altitude preselect mode is canceled in altitude hold or at glideslope

capture.
At altitude preselect capture, a command is generated to flare the

aircraft onto the selected altitude.

REV 2 Oct 2006 9-39
Figure 9--27 illustrates the ASEL procedure. The numbers in

Figure 9--27 correspond to the steps in the following procedure. Figures
associated with each step number show the PFD annunciators after the
step has been completed.
Figure 9--27
Altitude Preselect Profile

9-40 REV 2 Oct 2006
1. Rotate the ALT SEL knob on the guidance panel to set the desired
altitude on the PFD ( 15,000 feet in Figure 9--28 ). Setting the
altitude automatically captures altitude select and ASEL is
displayed in the vertical speed box.
Figure 9--28
Altitude Preselect Mode -- 1

REV 2 Oct 2006 9-41
2. Push the VS button on the guidance controller to engage the

vertical speed mode to descend toward the selected altitude. The
altitude preselect mode is engaged, and ASEL is annunciated, as
Figure 9--29

9-42 REV 2 Oct 2006
3. The altitude flare point (altitude preselect capture) is dependent on

vertical speed. At 500 feet above the flare point, the preselected
altitude turns amber reverse video ( 15,000 ), as shown in
Figure 9--30.
Figure 9--30

REV 2 Oct 2006 9-43
4. Altitude preselect capture is dropped and altitude hold mode

( ALT ) is automatically engaged, as shown in Figure 9--31.
Figure 9--31

9-44 REV 2 Oct 2006
Altitude Hold Mode

The altitude hold mode is a vertical flight director mode that maintains
the barometric altitude displayed on the coupled PFD at the altitude
reference. The altitude hold procedure is described in the following
steps.
1. Engage any lateral flight director mode.
2. Push the ALT button on the guidance control panel to engage the
altitude hold mode as shown in Figure 9--32. ALT is annunciated
as the vertical flight director mode. When the FMS is the primary
source of navigation, then ALT is annunciated in magenta.
Figure 9--32
Altitude Hold Mode

REV 2 Oct 2006 9-45
The altitude hold mode maintains the barometric altitude that exists
when the mode is engaged. The reference altitude is changed by
pushing the touch control steering switch on the control wheel,
maneuvering the aircraft to a new altitude, and releasing the touch
control steering switch. Selecting the altitude hold mode cancels any
other previously selected vertical mode.
The altitude hold mode is canceled by any one of the following:
D Pushing the ALT button on the guidance controller
D Failure of the on--side micro--IRS


9-46 REV 2 Oct 2006
Go--Around (GA) Mode (Wings Level)

The go--around mode is normally used to transition from a landing
approach to a climb out when a missed approach has occurred. It
provides guidance to capture and track a fixed angle or preset
go--around reference speed. The pilot selects the go--around mode by
pushing the TOGA button located on the throttle quadrant assembly.
When the go--around mode is selected, all flight director modes are
canceled. If the autopilot was engaged before go--around was selected,
the autopilot remains engaged.
The flight director shows a wings level, a heading hold command, and
a pitch command to maintain a minimum speed of 1.3 Vs. The flight
director initially commands a fixed pitch angle of 8 degrees then limits
it to maintain a pitch angle greater than 8 degrees. In case of an invalid
flap/slat position, the last valid flap position is frozen. Also, when a valid
VSPEED has been entered on the approach page of the MCDU, the
go--around mode transitions from the fixed pitch to speed hold control
upon reaching the go--around speed reference. The wings level lateral
mode is initially actuated, then transitioned to the track hold mode, as
seen in Figure 9--34. Selecting another lateral flight director mode
deactivates the track hold mode. The go--around mode is shown in
Figure 9--33.
Figure 9--33
Go--Around Mode (Wings Level)

REV 2 Oct 2006 9-47
CAUTION
DURING A COUPLED (AUTOPILOT ENGAGED) GO--AROUND
UNDER HEAVY AND FORWARD CG CONDITIONS, AN
ALTITUDE LOSS OF APPROXIMATELY 100 FEET CAN OCCUR.
Go--around is enabled when all of the following conditions are met:
D After climbing 400 feet above ground level until 5 seconds after
landing (main gear weight on wheels)
D When radio altitude is valid and less than 2500 feet, or radio altitude
is invalid and barometric altitude is less than 1700 feet.
NOTES: 1. For an invalid AOA, minimum speed defaults to

120 knots.
2. The go--around mode makes sure that minimal altitude
is lost during the maneuver.
3. The maximum pitch angle is 12 degrees.
4. Under low power conditions, the mode first maintains
altitude (see CAUTION above) until 1.3 Vs is reached.
5. Minimum speed protection mode is active during
go--around.
6. If a windshear condition is detected and go--around is
activated, the command bars are driven by windshear
guidance commands, and windshear guidance is the
vertical flight director mode.
The go--around mode is canceled by selecting another pitch mode or

by coupling to cross--side PFD.

9-48 REV 2 Oct 2006
Figure 9--34
Track Hold Mode
Vertical Navigation Flight Level Change (VFLCH)

Mode
VFLCH mode is the FMS equivalent to the FLCH mode. In VFLCH
mode, The flight director provides guidance commands based on the
altitude target received from the FMS.
The FMS limits the altitude target by the preselected altitude, if the
preselected altitude is between the present aircraft altitude and the
FMS flight plan altitude, while VFLCH mode is active.
The speed target in VFLCH mode is from FMS or is manually selected
with the FMS/MAN switch on the guidance panel.
VFLCH mode permits any of the following vertical modes to be armed
without deactivating VFLCH mode:
D GS
D VASEL.
When in VASEL or VALT modes, pushing the FLCH button on the
guidance panel transitions to VFLCH, and FLCH is displayed on the
PFD.

REV 2 Oct 2006 9-49
The VFLCH mode is canceled by any one of the following actions:
D Deselecting VNAV mode by pushing the guidance panel VNAV

button
D Automatically selecting another VNAV submode
D Selecting any other vertical mode
D Selecting display reversion on the coupled side
D IRS or MADC miscompare
D Failure of the coupled--side FMS or MADC.
Vertical Navigation Altitude Hold (VALT) Mode

VALT mode is the FMS equivalent to the ALT mode. The flight director
transitions to VALT mode following a VNAV altitude select capture of the
preselected altitude received from the FMS. Once engaged, VALT
mode maintains the FMS--provided BARO altitude.
VALT mode becomes the active vertical mode once VASEL mode has
been captured and has leveled the aircraft at the selected altitude. The
FMS ALT mode is annunciated on the PFD with a magenta ALT .
VALT mode permits the GS vertical mode to be armed without

deactivating VALT mode.
The VALT mode is canceled by any one one of the following actions:

button
D Selecting another vertical flight director mode
D Failure of the coupled--side FMS or MADC.

9-50 REV 2 Oct 2006
Vertical Navigation Path (VPTH) Mode
VPTH mode is the FMS equivalent to VS mode. In VPTH mode, the

flight director commands are based on the vertical speed target
received from the selected FMS. In all other ways, VPTH performs
identical to VS mode.
VPTH mode permits any of the following vertical modes to be armed

without deactivating VPTH mode:
D GS
D VASEL.
The vertical navigation path mode (VPTH) is used to descend to a new

flight level at a prescribed angle that is entered into the FMS. The VPTH
mode engages when the FMS initiates a path descent, which can occur
while in VFLCH or VALT modes.
Figure 9--35 shows the elements of a typical path descent. The FMS
calculates a top of descent (TOD) based on the altitude constraints
entered into the FMS flight plan. Sixty seconds before TOD, and with
a default or entered VNAV descent angle active, a flashing magenta
VTA (vertical track alert) annunciator is displayed on the PFD. When
the mode captures, a magenta PTH is annunciated on the PFD, as
shown in Figure 9--36. From the TOD to the bottom of descent (BOD),
the FD is engaged in a path descent mode. The magenta path deviation
scale pointer is displayed on the PFD (in the same location as the LOC
vertical deviation scale) when the NAV source is FMS.
Figure 9--35
Vertical Navigation Path Descent Profile

REV 2 Oct 2006 9-51
Figure 9--36
VNAV Path Mode (VPTH)
The VPTH mode is canceled by any one of the following actions:

button
D Selecting another vertical flight director mode
D Failure of the coupled side FMS or MADC.

9-52 REV 2 Oct 2006
Vertical Glidepath (VGP) Mode
The VGP mode permits the pilot to dial the altitude selector to the
missed approach altitude while performing a non--precision approach
in VNAV. The VGP is essentially the VPATH mode with the position of
the altitude preselector being ignored. While VNAV respects the altitude
preselector and levels off appropriately, a descent in VGP submode
ignores the altitude preselector similar to a glideslope descent.
Therefore, descents in VGP submode allow the flight crew to set the
altitude preselector to the missed approach altitude without affecting
the descent path.
This is useful during a non--precision instrument approach as it permits

the pilot to dial the altitude preselector to the missed approach altitude.
This mimics the flight deck procedures of an ILS approach.
In order to arm VGP, The APP button on the guidance panel must be
pushed and the following conditions must be met:
D ILS is not the previewed NAV source
D FMS requests VGP arm
D Approach selected is in active flight plan
D Along--track distance to destination (missed approach point) is less

than 30 nm as shown in Figure 9--37 .
VGP Arm/Engage Range

Figure 9--37
Once armed, a white GP annunciation will be displayed in the vertical

mode field of the flight mode annunciations located at the top of the
PFD.

NIL Feb 2004 9-53
To disarm VGP, the following conditions must be met:
D VNAV is deselected via subsequent push of the VNAV button on

the guidance panel.
D Approach is deselected via subsequent push of APP button on the

guidance panel.
D FMS disarms VGP mode.
D ILS is selected as the previewed NAV source.
D Along--track distance to destination (missed approach point)

becomes greater than 50 nm.
To engage VGP, the following conditions must be met:
D FMS is indicating VGP capture request
D FMS VPATH references and V/S are valid
D VGP is armed.
Once engaged, a green GP annunciation will be displayed in the

vertical mode field of the flight mode annunciations located at the top
of the PFD.
To disengage VGP, the following conditions must be met:
D FMS is no longer sending VGP capture request.
D FMS VPATH references and V/S are no longer valid.
D Approach is deselected via subsequent push of APP button.
D ILS becomes the active NAV source.

9-54 NIL Feb 2004
Vertical Navigation Altitude Select Capture (VASEL)

Mode
VASEL mode is the FMS equivalent to the ASEL mode. The flight
director arms VASEL mode the same way as ASEL with the exception
that the altitude target comes from the preselected altitude provided by
the FMS.
In the armed mode, a white VASEL is displayed on the PFD, and a

magenta ASEL is displayed when captured. FMS--provided altitude
is based on the entered flight plan or by the manually selected altitude.
The flight director ignores PITCH wheel inputs while VASEL mode is
active.
VASEL mode permits the GS vertical mode to be armed without

deactivating VASEL mode.
VASEL mode generates commands to capture the preselected altitude

displayed on the selected PFD, with a 0.2 g or less magnitude manuver.
VASEL mode uses the selected altitude and the BARO--corrected

altitude displayed on the coupled PFD for closed loop control.
The flight director automatically transitions to VALT mode from the

modes that follow:
D VFLCH
D VPTH.
Autoland Mode
The autoland feature is an option on the ERJ--170 aircraft. It permits the
pilot to fly a hands--off approach, followed by a complete automated
landing. Autoland is enabled/disabled through the Avionics Setup page
on the MCDU. The EDS Monitoring Warning Function determines when
a valid avionics configuration exists to perform an autoland. The AFCS
will then use the information from the EDSMWF to engage/disengage
the autoland.
Autoland 1 consists of approach, touchdown, and 5 seconds of rollout

with the autopilot engaged. This is accomplished under the capture of
localizer and glideslope during an ILS approach (CAT 1, 2, or 3).
Prior to being active, autoland is first displayed in the armed mode. It

is displayed in white ( AUTOLAND 1 ) on the line above the autopilot
lateral and vertical modes, as seen in Figure 9--38.

REV 2 Oct 2006 9-55
Figure 9--38
Autoland in Armed Mode
Conditions to Arm/Engage
The operational conditions to arm/engage autoland are:
D Autoland is enabled (MCDU).
D Autopilot and yaw damper are engaged.
D RA/BARO is set to RA and the minimums are set at 50 feet or

above.
D LOC 1 is set on the left PFD, and LOC 2 is set on the right PFD.
D Both NAV radios are set to the correct LOC frequency.
D Both PFDs are set to the correct LOC inbound course (V/L).
D There are no miscompares on the PFDs.
The operational conditions to engage autoland are:
D Flap 5 is set.
D Both radio altimeters are set down to 1500 feet.
If the flap setting is the only remaining condition to be satisfied for CAT
2, the armed status remains displayed down to 800 feet RA, suggesting
that there is still one pilot’s action pending.

9-56 REV 2 Oct 2006
When autoland engages, it is displayed as a green annunciation

( AUTOLAND 1 ) indicating that it is active, as seen in Figure 9--39.
Figure 9--39
Autoland in Active Mode
Minimum Equipment Required

The following equipment must be operational for autoland:
D Two inertial reference systems
D Two flight director systems
D Two primary flight displays (PFD)
D Windshield wipers
D Two independent VOR/ILS NAV systems (Datalink level A)
D One VHF/COMM system
D Two radio altimeters
D Two air data systems (ADS)
D One autopilot system channel.

REV 2 Oct 2006 9-57
Autoland Modes
There are five modes that are related specifically to autoland. They are
as follows:
D Align (ALIGN) engages at 150 feet and maintains the lateral

guidance while the airplane aligns with the runway centerline
through aileron and rudder control.
D Flare (FLARE) engages at 50 feet and gives vertical guidance for

the transition from glideslope to main gear touchdown.
D Retard (RETD) engages at 30 feet and commands the throttle to idle

if the autothrottle is engaged.
D Derotation (D--ROT) engages at main gear touchdown and

commands a nose pitch down permitting the nose to touchdown with
the runway.
D Rollout (RLOUT) engages at main gear touchdown and gives lateral

guidance to keep the airplane on the runway centerline.
ALIGN (Alignment) Mode

The alignment mode uses aileron control in conjunction with rudder
control to align the aircraft with the runway prior to touchdown. Rudder
control is used to align the aircraft heading with the runway heading in
crosswinds, and aileron control is used to arrest the resultant aircraft
drift to permit the aircraft to continue to track the localizer centerline.
Align mode automatically arms when autoland engages. Align mode
engages at 150 feet radio altitude and gives control through the parallel
rudder servo to align the aircraft with the runway prior to touchdown,
reducing any crab angle due to crosswind to within the performance
requirements. During the de--crab, the aileron servo is commanded to
maintain the localizer tracking, landing the aircraft within the lateral
runway dispersion requirements. Align mode exits when the rollout
mode engages or when the AP disengages. Figure 9--39 shows
ALIGN in the active mode.

9-58 REV 2 Oct 2006
Flare Mode
The Flare mode provides vertical guidance and control for the transition
from glideslope control to main gear touchdown during autoland
operations and includes landing the aircraft within the longitudinal
runway dispersion requirements. This mode is automatically armed and
engaged for autoland operations only. Flare mode engages at 50 feet
radio altitude and gives guidance to transition from glideslope track to
touchdown, landing the aircraft within the longitudinal runway
dispersion requirements, as shown in Figure 9--40.
Figure 9--40
Flare Mode
Flare mode performance results in landings within the longitudinal

touchdown zone between 200 feet and 2700 feet from the runway
threshold. Flare mode automatically exits when derotation mode
(D--ROT) activates or when the autopilot is disengaged.

REV 2 Oct 2006 9-59
RETD (Retard) Mode

The retard mode is used when the autothrottles are active. It
commands the thrust levers to the idle position on touchdown with the
runway. The retard mode, as shown in Figure 9--40, activates when any
of the following conditions are satisfied:
D Radio altitude is less than 30 feet and the aircraft is in a landing

configuration (gear down and landing flaps are at more than
15 degrees).
D Weight--on--wheels, both wheels are spun--up and the A/T is not in

GA mode.
The A/T remains engaged until touchdown to supply go--around thrust

activation of the go--around mode.
The retard mode is armed when the following conditions are met:
D Autothrottle is engaged.
D Flaps are in position 5 or 6.
D Gear down
D The aircraft is not on the ground.
D Autothrottle TOGA modes are not enabled or active.
D Autothrottle RETD mode is not active.
D Radio altitude is valid and transitions to less than 150 feet.

9-60 REV 2 Oct 2006
D--ROT (Derotation) Mode

The derotation mode automatically arms during autoland operations,
and when active, commands a nose down pitch rate to bring the nose
gear into contact with the runway, as shown in Figure 9--41. Derotation
automatically activates when all of the following requirements are
satisfied:
D Rollout mode is engaged.
D Voted radio altitude is less than 3 feet.
D The main landing gear contacts the runway -- Main landing gear on
the runway = Left (main landing gear WOW or wheel spinup) AND
Right (main landing gear WOW or wheel spinup).
Figure 9--41
Derotation Mode
Derotation mode disengages when the autopilot disconnects.
RLOUT (Rollout) Mode

Rollout mode uses rudder control to maintain the airplane on the
runway centerline while the nose is lowered. During the rollout mode,
the ailerons are gently faired. Rollout mode ( RLOUT ) arms when the
align mode engages as shown in Figure 9--40.

REV 2 Oct 2006 9-61
Rollout mode engages when all of the following requirements are

satisfied:
D Voted radio altitude is less than 3 feet.
D The main landing gear is on the runway -- Main landing gear on the
runway = Left (main landing gear WOW or wheel spinup) AND Right
(main landing gear WOW or wheel spinup).
When Rollout mode acitvates, AFCS uses the parallel rudder to guide
the aircraft towards the runway centerline based on localizer deviation.
Rollout mode exits when the autopilot disengages. Figure 9--41,
Derotation mode, shows RLOUT in the active mode.
Windshear (WSHR) Mode

The purpose of the windshear escape guidance mode is to minimize
altitude loss while maintaining a safe margin from stall. Windshear
escape flight director guidance is given by the flight guidance control
system (FGCS) and is annunciated as WSHR in green in the vertical
flight mode annunciator field when active. ROLL becomes the active
lateral mode when windshear escape guidance is initially activated, and
is annunciated in the lateral flight mode annunciator field, as shown in
Figure 9--42. The windshear detection function is performed by the
enhanced ground proximity warning system (EGPWS) and is enabled
between 10 feet and 1500 feet AGL. Windshear caution and warning
are annunciated in amber and red, respectively, on the PFD at the top
and center of the ADI (refer to Section 5, Primary Flight Display, for
more details).
Figure 9--42
Windshear Mode With Autothrottle Engaged

9-62 REV 2 Oct 2006
Windshear escape guidance is initiated when any of the following

conditions are met:
D When a windshear caution or warning is issued by the EGPWM and

the pilot pushes the TOGA button.
D When a windshear warning is issued by the EGPWM and the thrust

lever angle is more than 70 degrees.
NOTE: TLA position more than 70 degrees is considered to be the

TOGA detent/flat.
D Automatically, when the AFCS flight director mode is in takeoff or

go--around mode, and a windshear warning is issued by the
EGPWM.
When windshear escape guidance activates, vertical and lateral flight

director modes that were armed prior to activating windshear escape
guidance are disarmed. Altitude select mode ( ASEL ) is inhibited
while windshear escape guidance mode ( WSHR ) is the active
vertical flight director mode. Selection of another vertical mode while in
windshear escape guidance mode results in that mode being activated
when the criteria for entering the windshear escape guidance mode is
not satisfied. The flight path reference line and readout are removed
from the ADI when windshear escape guidance mode ( WSHR )
becomes the active vertical flight director mode. Selection of another
lateral mode while in windshear escape guidance mode results in that
mode being armed/captured.
Automatic reversion to any other vertical or lateral flight guidance mode

is inhibited while windshear escape guidance is the active vertical flight
director mode. Loss of the windshear escape guidance mode when
WSHR is the active vertical mode results in the removal of the
command cue, clearing the vertical and lateral flight mode annunciator
field, and posting of the applicable information on EICAS indicating the
cause of the failure. The windshear escape guidance command is
limited to pitch attitudes less than or equal to 27 degrees.
If already engaged, the autopilot disengages when windshear escape

guidance mode becomes active. Autopilot disconnect is indicated by
the applicable visual and aural alerts. If the autothrottle is already
engaged when windshear escape guidance is activated, the
autothrottle positions the thrust levers to the TOGA detent. If not
engaged, the pilot can engage the autothrottle or manually position the
thrust levers at the TOGA detent.

REV 2 Oct 2006 9-63
Overspeed (OVSP) Mode

Overspeed protection mode ( OVSP ) detects and minimizes the
possibility of unintentional long--term operation at an airspeed above
VMO/MMO (red/white barber pole on airspeed indicator as discussed in
Section 5). Overspeed protection mode is enabled when the following
vertical modes are active:
D ASEL
D VASEL
D FPA
D FLCH
D VS
D VFLCH
D VPATH.
When the active vertical mode is FPA, VS, or VPATH, and the
autothrottle is engaged and not at the idle limit, the FGCS delays
activating the overspeed protection mode until the autothrottle can no
longer prevent the overspeed condition. Figure 9--43 shows OVSP in
the active mode.
Figure 9--43
Overspeed Mode

9-64 REV 2 Oct 2006
When OVSP is active, the flight director generates guidance

commands to minimize long--term, steady state exceedances and large
excursions beyond the maximum operating speed. Small excursions of
the maximum operating speed that are short--term or transient in nature
are permitted. When the FGCS detects that an overspeed condition is
imminent, the FGCS produces guidance commands to maintain
airspeed within ± 5 knots or ± 0.02 Mach of VMO or MMO, as applicable.
Steep Approach Mode

Steep approach is defined as GS is more than 4.5 degrees, but the
system must perform the steep approach up to 7 degrees. The steep
approach status indication is a single box directly to the left of the
approach status indication. The approach status is a single box with a
maximum number of five medium size characters. The steep approach
armed, engaged and disengaged annunciators are located in the steep
indication window as shown in Figure 9--44.
Figure 9--44
Steep Approach Mode Annunciator
A steep approach switch installed in the central pedestal enables the

steep approach for all the systems that are reconfigured from standard
operational conditions. The steep approach switch is labeled
APPROACH/STEEP.

REV 2 Oct 2006 9-65
When steep approach is armed or engaged, the steep approach switch

illuminates. When there is no armed or engaged steep approach status
indication, the steep approach status indicator is hidden by the
perimeter gray border of the PFD. The steep approach status indicators
are listed in Table 9--2.
Table 9--2
STEEP Approach Status Annunciators
STEEP White Steep approach armed
STEEP Green Steep approach engaged
STEEP Amber Transition from engaged to disengaged
If the aircraft systems cannot support a steep approach, the advisory

CAS message STEEP APPR NOT AVAIL is annunciated. If a failure
during steep approach occurs, the CAS message
STEEP APPR FAIL is annunciated.

9-66 REV 2 Oct 2006
10. Autothrottle (A/T) System
INTRODUCTION
This section describes the function and operation of the autothrottle
system.
THRUST MANAGEMENT SYSTEM (TMS)

The thrust management system (TMS) computer works with the flight
guidance control system (FGCS) to control aircraft speed and thrust.
The TMS system helps reduce fuel consumption and increase engine
life by limiting thrust, speed, and temperatures required for different
phases of flight.
The baseline thrust management system (TMS) consists of the

following subfunctions:
D Thrust rating system (TRS)
D Takeoff dataset selection (TDS)
D Autothrottle (A/T)
D Electronic thrust trim system (ETTS).
The TRS receives the thrust ratings from the FMS or the MCDU (thrust
rating selection page). The thrust ratings are a percentage of the
maximum available for certain phases of flight. The full authority digital
engine control (FADEC) system for each engine determines the
maximum thrust rating for the engine under the current conditions. The
TRS thrust rating values are used to position the throttles using the
autothrottle servo system.
The takeoff dataset entry menu is a feature meant to prolong engine life
by letting the pilot derate engine thrust during the takeoff phase of flight.
This is done by entering the desired parameters in the MCDU.
A28-- 1146-- 172 Autothrottle System

REV 2 Oct 2006 10-1
The TMS configuration consists of a dual channel (one active and one
standby) TRS and a dual channel (one active and one standby)
AT/ETTS. The priority channels are selected automatically or manually.
The MCDU setup page, shown in Figure 10--1, is used to select the
priority channels; either TRS channel A or B and AT/ETTS channel A
or B. The TRS channels are in an active/standby configuration. If the
selected TRS is inoperative, the TMS automatically switches to the
standby channel, and continues to output TRS functions.
Figure 10--1
Setup Page
The AT/ETTS is also configured with auto channel priority reversion.

When the selected AT/ETTS channel is inoperative, the AT/ETTS
automatically disconnects and switches to the other channel. The pilots
can engage the operating AT/ETTS channel by pushing the A/T button
on the guidance panel.
To manually change the TRS priority channel, do the following:

1. Push the TRS system button on the MCDU to display the SETUP
page.
2. Push line select key (LSK) 5R to select the other channel. The green
letter A or B is the channel selected.
3. To change the A/T and ETTS channel push 4R.
Autothrottle System A28-- 1146-- 172

10-2 REV 2 Oct 2006
4. Use the TRS to manually (entered by the crew) or automatically

(based on phase of flight) determine the active engine rating.
The A/T system automatically positions the thrust levers to control the
aircraft’s thrust throughout the flight regime. The A/T system keeps the
aircraft within its thrust and speed envelopes and controls the engine
thrust modes in synchronization with the active FGCS modes.
The thrust lever quadrant consists of the main throttle levers for setting
forward thrust and finger lift levers for thrust reverser operation. The
system also uses takeoff/go--around (TOGA) buttons, autothrottle
(A/T) engage and disengage buttons, autothrottle quick disconnect and
engine run controls.
The A/T system annunciator is displayed on the PFD. The A/T active
mode annunciator as well as A/T armed status annunciator are
displayed on the PFD. The A/T system failure annunciator is displayed
on the PFD. System parameters are controlled by thrust rating
selection (TRS) pages on the MCDU.
The ETTS automatically trims the aircraft thrust using the FADEC to
permit one of the following based on crew selection and flight phase:
D Tighter speed control (during A/T operation)
D Thrust match of the two engines (during takeoff)
D Equalizing (during manual operation of the thrust levers)
D N1 synchronization (if selected by the crew).
The ETTS is designed to command limited authority thrust changes for

engine synchronization and trimming to the A/T computed thrust (N1)
reference. The ETTS operating mode is selected by the crew with an
MCDU menu.
To engage the TMS or autothrottle, push the A/T button on the guidance
panel. The button lights and the AT annunciator is shown at the top
of the PFD.

REV 2 Oct 2006 10-3
Thrust Rating System (TRS)

The TRS determines the appropriate thrust rating upper limit based on
the phase of flight when in auto rating mode or based on pilot selection
when in manual rating mode. The selected thrust rating and thrust
rating values are displayed on the EICAS display as described in
Section 8, Engine Indication and Crew Alerting System. The active
thrust rating bug shown in Figure 10--2, sets upper limit thrust rating for
the A/T system.
Figure 10--2
Active Thrust Rating on EICAS
The crew can select the auto rating or one of the manual ratings using
the MCDU Thrust Rating Select 1/1 page, shown in Figure 10--3. The
selected (active) thrust rating/mode is indicated in green and the
option that is not selected (standby) is shown in white.
Figure 10--3
Thrust Rating Select Page

10-4 REV 2 Oct 2006
The possible selections are:

1L AUTO -- (Automatic mode) Thrust rating based on the current
phase of flight when in auto rating mode.
2L TOGA -- Takeoff/go--around mode
3L CON -- Maximum continuous power mode
4L CLB1 -- Climb modes, CLB1 or CLB2
5L CRZ -- Cruise mode
2R CLB1/2 -- Toggle control.
Pushing the LSK 2R toggles between CLB1 and CLB2. The selected
CLB (in the case shown in Figure 10--3), CLB1 is displayed in the 4L
location.
When activated, the pilot--selected thrust rating (that is, AUTO, TOGA,
CON, CLB and CRZ) is displayed in a green font and the circular button
next to the active rating is filled in green with a white outline. When not
inhibited, all inactive thrust ratings are displayed in white font and the
circular radio button is hollow with a white outline. When the AUTO
thrust rating mode is selected, the active rating that is automatically
selected by the TRS is displayed in green font within green brackets
next to the AUTO thrust rating selection as shown in the Figure 10--3.
Selection of the Takeoff (TO) is possible only in the AUTO thrust rating
mode.
When a manually selected rating is active, the TRS transitions to AUTO
mode when a single engine inoperative condition is initially sensed.
Following this transition into AUTO mode, manual selection of thrust
rating is permitted. When a manually selected rating is active, the TRS
transitions to AUTO mode when the Flight Director mode transitions to
go around or windshear. Following this transition into AUTO mode,
manual selection of thrust rating is permitted if Flight Director GA or WS
mode is no longer active. When a manually selected rating is active and
the aircraft is In--Air, the TRS transitions to AUTO mode when the
landing gear and flaps are extended.
Takeoff Dataset (TDS)

The Takeoff Dataset Selection page lets the crew set various
parameters for takeoff, such as temperature, status of ATTCS, Anti--Ice
and ECS systems. The Takeoff Dataset Selection page is configured
based on the type of engine installed. The TO DATASET MENU 1/1
is used to change the takeoff thrust rating to accommodate for the
different takeoff conditions. There are three possible takeoff dataset
selections:

REV 2 Oct 2006 10-5
D TO--1
D TO--2
D TO--3.
Each is selected on the TO DATASET MENU 1/1 page, shown in

Figure 10--4. Not all TO--x are displayed if they are not available for the
engines installed in this aircraft. The TO header is the thrust value
labeled as 13K0 and read as 13,000 lbs thrust. Table 10--1 lists all of the
LSKs shown in Figure 10--4, with their selections and functions.
Figure 10--4
Takeoff Dataset Menu
Table 10--1
Takeoff Dataset Menu Button Selections
LSK Selection Function
1L 13K8 Selects Takeoff Dataset 1 as the

TO--1 default takeoff thrust schedule.
(T/O Rating 1) Header is available thrust value.

10-6 REV 2 Oct 2006
Table 10--1 (cont)

Takeoff Dataset Menu Button Selections
LSK Selection Function
4L TO TEMP Used to manually correct the

(Take Off measured probe temperature.
Temperature) Entered temperature is used by the
FADEC until 1700 ft above takeoff
altitude.
5L ENTER Transmits all data from Takeoff
(ACCEPT DATA) Dataset Menu to FADEC. No data is
transmitted to the FADEC until the
Accept button is pushed.
1R ATTCS Turns automatic takeoff thrust control
system (ATTCS) on or off.
2R REF ECS Turns Environmental Control System
(ECS Bleed Bleed on or off.
Configuration)
3R REF A/I Toggles Anti--Ice Bleed Configuration
(Anti--Ice Bleed between:
Configuration) OFF (Wing off; Nacelle off),
ENG (Wing off; Nacelle on),
ALL (Wing on; Nacelle on).
4R FLEX T/O Turns Flex Takeoff on or off.
(Flex Takeoff)
5R FLEX TEMP Limits thrust to a value less than the
(Flex active takeoff rating if the entered
Temperature) Not Flex Temp value is greater than the
displayed if FLEX measured outside air temperature.
T/O is off. Push 5R then adjust value with the
knob.
6R Thrust Rating Pushing this LSK switches the screen
Select to the Thrust Rating Select page on
the MCDU.
The crew selections are displayed in green. The takeoff data is

displayed on the Takeoff Dataset page with the currently active
selection in green and with the ENTER selection displayed in white.
When the crew uses the ENTER line select key to enter the selected
Takeoff Data Set on the page, the selected data is transmitted to the
FADEC and the ENTER selection is blacked out with the line select key
disabled. The transmitted Takeoff Data is echoed back by FADEC.

REV 2 Oct 2006 10-7
The active TDS as indicated by the FADEC is monitored by the monitor

warning function to verify equivalence in the two engines. If a mismatch
is detected, the monitor warning function issues a an amber
ENG THR RATING DISAG CAS message.
If the crew makes a change to the takeoff dataset menu page and the
change is not accepted (value is out of range), the message
CHANGE NOT ACCEPTED is displayed in the scratchpad area, as
shown in Figure 10--5. When new acceptable data is entered, the
ENTER (LSK 5L) is again displayed and the
CHANGE NOT ACCEPTED message is removed. Changes to one
TDS input shall have no affect to other TDS inputs except when a
different TO mode is selected, FLEX T/O is set to OFF. Changing the
TO TEMP will also cause FLEX T/O to be set to OFF.
Figure 10--5
Change Not Accepted

10-8 REV 2 Oct 2006
Engines can also be derated to save engine life by reducing power

output. When an engine is derated it is identified by the message
DERATED ENGINE -- 13K0 at the bottom of the
TO DATASET MENU 1/1 page, as shown in Figure 10--6. When an
engine is derated the ATTCS option for a particular takeoff dataset may
not be available. If an ATTCS option is not available for a selected
takeoff dataset, the ATTCS select field shall be blacked out and the line
select key disabled.
Figure 10--6
Derated Engines
Autothrottle (A/T) Operational Description

The A/T system is designed to be compatible with the active pitch
mode, determined by either the FGCS or the FMS. Thrust control
compatibility is maintained when speed is controlled by pitch. The A/T
is designed to use sensor data from the coupled PFD whenever
possible to assure compatible operation with the FGCS.
The A/T system generates speed and thrust envelope limiting. Thrust
envelope limiting is based on the active N1 rating. Speed envelope
limiting is based on minimum speed limits as well as placard and
structural speed limits.
In--line monitoring is incorporated into the A/T design to ensure control

integrity. The A/T monitoring consists of validity, servo response and
crew override monitoring. The validity monitoring ensures that all
parameters required for A/T control, including the smart servo
interface, during a specific phase of flight, are present and valid. In
addition, the validity monitoring detects engine out, engine reversion,
and thrust reverser deployment.

REV 2 Oct 2006 10-9
The servo response monitor compares the servo response with the
commanded response to ensure the integrity of the servo control
system.
The pilots can override the autothrottle system by making small

movements and holding the throttles at a desired location if the
movements are kept small. The pilots can feel the servo systems trying
to reposition or return the controls to the A/T settings. When the
throttles are released, the system returns them to the autothrottle
commanded positions. If the movements are to either of the limits, the
A/T system disconnects.
Autothrottle Modes
The following are the A/T modes:
D Takeoff thrust control mode
D Takeoff thrust hold mode
D Speed control mode (denoted SPDt)
D Flight level change thrust control mode (denoted SPDe)
D Retard mode
D Go--around thrust control mode.
TAKEOFF THRUST CONTROL MODE
In takeoff thrust control mode, the A/T advances the throttles to the
thrust set position to command takeoff thrust. The takeoff thrust control
mode remains active as airspeed increases above 60 knots. Above
60 knots, the A/T transitions to the takeoff throttle hold mode.
TAKEOFF THRUST HOLD MODE
The A/T activates takeoff throttle hold control mode to ensure that no
thrust reductions are experienced during this critical phase of the
takeoff. The takeoff throttle hold control mode deactivates as the
aircraft transitions beyond 400 feet AGL during climb--out and
transitions to the appropriate A/T mode following the activation of any
vertical flight director mode.

10-10 REV 2 Oct 2006
SPEED CONTROL MODE

The speed control mode is the basic default control mode of the A/T.
The speed control mode setup is shown displayed on the PFD in Figure
10--7. The A/T is set to speed control mode when it is engaged in the
air (assuming that thrust is not in takeoff or retard) with no FGCS mode
active, or when the A/T is engaged with the FGCS is engaged in a mode
that is complementary to the A/T speed control mode. If the active A/T
mode transitions to speed control mode and no speed target has been
selected, the A/T disconnects automatically.
Figure 10--7
Speed Target Annunciator on PFD
The airspeed/mach targets are set manually by the pilot on

the guidance panel or by the FMS during FMS speed
control. If the active A/T mode is speed control mode and
the A/T has established the aircraft on the current speed
target, the A/T maintains the aircraft on the current speed
target to within ±5 knots. Manual (MAN) mode or FMS
(AUTO) speed mode is selected using the two--position
switch knob on the guidance panel.
In manual mode, the crew controls the airspeed/mach target using the
guidance panel SPEED knob. The knob sets the selected speed value
in the speed target box. The crew controls whether the A/T is following
calibrated airspeed or mach by pushing the PUSH CAS--MACH
switch. It is also collocated with the speed knob.
When the A/T speed control mode is following an FMS speed target,
the FMS automatically controls whether the A/T uses airspeed or mach.
D Speed Envelope Protection -- The speed control mode gives high

and low speed envelope protection. EDS limits the pilot selected
airspeed by VMO/MMO, flap/gear placards, and LSA (low speed
awareness). The autothrottle lower speed limit will be equal to the
selected airspeed when flaps are not extended. When the flaps are
extended, the autothrottle limits the autothrottle speed target to the
greater of the speed target provided by EDS or 1.23 VSTALL plus a
gust compensation term.

REV 2 Oct 2006 10-11
D Gust Compensation -- If the flaps are extended, the lower speed

limit is equal to 1.23 VSTALL plus gust compensation. Gust
compensation can increase the lower speed limit above 1.23 VSTALL
by as much as 5 knots in gusty conditions and as little as 0 knots in
calm conditions.
D N1 Rating Protection -- The speed control mode gives N1 rating

protection. If a speed target is selected that requires an engine N1
higher than the active upper N1 rating or lower than the active lower
N1 rating, the A/T limits the commanded throttle position to the
appropriate N1 rating. Monitoring is performed by the A/T to detect
when the selected speed target cannot be reached because the A/T
is N1 rating limited.
FLIGHT LEVEL CHANGE THRUST CONTROL
The flight level change thrust control mode is active when the crew
selects the FGCS flight level change mode or when the FMS engages
into vertical flight level change (VFLC) mode. The A/T generates thrust
based on the new altitude selection.
Flight level changes are either small or large. A small flight level change
is one that does not require the throttle to advance to the max climb
position or retard to the idle position. A large flight level change is one
that does require max climb thrust or idle thrust.
For small flight level change climbs and descents, the A/T uses
appropriate thrust to attain a programmed rate of climb or descent. The
rate of climb or descent is proportional to the magnitude of the selected
altitude change.
Full power climbs and full idle descents are used when the target climb
or descent rate increases beyond the capability of the aircraft for the
active upper or lower N1 rating. This scheme assures that passenger
comfort is maintained throughout the small altitude change maneuvers
where maximum climb and idle power is undesirable.
In large flight level change climbs, the A/T advances the throttles to the
active upper N1 rating, which is climb N1. During large flight level
change descents, the A/T retards the throttles to the active lower idle
N1 rating. The ratings are computed by the FADEC and selected by the
TMS based on phase of flight or they are set by the pilot using the N1
rating menu on the MCDU.

10-12 REV 2 Oct 2006
RETARD MODE
The retard mode is a fixed rate throttle retard of both throttle levers to
the idle thrust position during aircraft flare on landing. Once the aircraft
touches down and both thrust levers are set in the idle thrust position,
the A/T automatically disconnects in preparation for reverse thrust
application by the pilot.
The retard mode is available for both an FGCS coupled approach as

well as a noncoupled approach and activates based on the conditions
that the radio altitude is valid and less than 30 feet and the aircraft is in
a landing configuration (gear down and landing flaps > 15_) with
weight--on--wheels and both wheels are spun up and A/T is not in GA
mode. Once the A/T retard mode is activated, the throttles are retarded
to the idle thrust position.
If the aircraft touches down without the A/T retarding the throttles (that
is, it failed to detect a landing configuration or sense a valid radio
altitude), the A/T retards the throttles to the idle stop position at
touchdown before it automatically disconnects. The A/T remains
engaged until touchdown to ensure go--around thrust is available if a
go--around is initiated during flare.
The retard mode is inhibited by the activation of go--around mode, and

remains inhibited until the aircraft transitions 400 feet above the altitude
where go--around was initiated. The retard mode is also inhibited by the
activation of takeoff mode.
GO--AROUND THRUST CONTROL
The go--around thrust control mode moves the throttles to the takeoff
position at a rate that ensures positioning of the throttles at takeoff
thrust set position in less than 4 seconds.
D Single Engine Operation -- When either FADEC indicates an

engine failure or engine not running condition, the A/T remains
engaged and continues to command the throttle lever related to the
good engine. Upon detection of the engine failure or shutdown, the
A/T de--powers and inhibits engagement of the thrust lever servo
related to the failed engine. During the single engine operation, the
A/T disregards the position of the failed engine throttle to avoid
disengagement due to the throttle split. It is the pilot’s responsibility
to move the corresponding thrust lever to the idle position and shut
the engine down.

REV 2 Oct 2006 10-13
Autothrottle Integration With FGCS

The A/T system permits the A/T mode operations and thrust setting to
complement the pitch control being performed by the FGCS. The A/T
monitors the active vertical FGCS mode to complement the active
FGCS mode, except in takeoff and retard modes. The correct A/T mode
is selected by the FGCS mode in use, as listed in Table 10--2.
Table 10--2
A/T Mode Selection
FGCS
Active Vertical Mode AT Mode Selected
ALT Speed Control Mode -- SPDt

ASEL
APP GS
VS
FPA
VALT
VASEL
VPATH
SBY
FLCH Flight Level Change Thrust Control Mode
VFLCH SPDe
GA Go--Around Thrust Control Mode
WSHR
If no FGCS vertical mode exists, the A/T sets independent throttle

control based on its internally computed mode.

10-14 REV 2 Oct 2006
FGCS and A/T Modes and Operation

Some autothrottle modes are either armed or active. When a mode is
selected or it transitions from its armed condition to active, the
annunciator on the PFD flashes for 5 seconds. The flight director and
autopilot modes automatically select the appropriate autothrottle mode.
The following are the Autothrottle armed modes:
D SPDt (SPEED) -- Armed when LIM is active
D TO (TAKEOFF) -- Armed by TO button on throttles.
The following are the Autothrottle active modes:
D T/O -- Take--off thrust control mode
D Hold -- Take--off thrust hold mode
D SPDt -- Speed control mode
D SPDe -- Speed control mode
D GA -- Go--around mode
D LIM -- Limited speed control mode
D RETD -- Throttle retard mode.
Table 10--3 outlines the integrated functional control supplied by the A/T
and FGCS for the various control modes of the AP/FD and FMS for
specified phases of a typical flight.
The yaw damper function produces stability augmentation and turn

coordination for the aircraft yaw axis through the electronic control unit.
For ride quality, the yaw damper generates dutch roll damping at critical
flight conditions without adversely affecting aircraft stability or turn
coordination. The yaw damper establishes turn coordination regardless
of autopilot engagement status.

REV 2 Oct 2006 10-15
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10-16 REV 2 Oct 2006
Table 10--3
Typical Flight Control by the
A/T and FGCS
FMS Pitch
Flight Mode
Phase AP/FD Pitch Mode (VNAV) Autothrottle Function AP/FD/FMS Function
Takeoff Roll Takeoff N/A Sets T/O rated thrust or FLEX reduced thrust by controlling to Pitch Control
the MAX or FLEX EPR rating. Throttle servos de--power when
airspeed reaches 60 knots.
Takeoff Takeoff N/A Throttle servos remain de--powered until 400 ft AGL. Above Pitch Control
Climb Out HOLD 400 ft AGL A/T controls to active MAX or FLEX T/O EPR
rating.
Small Flight Flight Level Change (FLCH), VNAV Flight Reduced climb thrust during FLCH and VFLCH. Airspeed control during FLCH and VFLCH.
Level Vertical Speed (VS) Level Airspeed control for VS. Vertical speed control during VS.
Changes Change
(Climb) (VFLCH)
Large Flight FLCH, VS VFLCH Full climb thrust during FLCH and VFLCH. Airspeed control during FLCH and VFLCH.
Level Airspeed control for VS. Vertical speed control during VS.
Changes
(Climb)
Top--of-- Altitude Capture VNAV Airspeed Control Altitude Capture Control

Climb (TOC) Altitude
Capture
Cruise Altitude Hold VNAV Airspeed Control Altitude Control

Altitude
Hold
Top of FLCH or VS VFLCH Transition to idle thrust during FLCH and VFLCH. Airspeed control during FLCH and VFLCH.
Descent Airspeed control for VS. Vertical speed control during VS.
(TOD)
FLCH FLCH, VS VFLCH or Full idle thrust during FLCH and VFLCH. Airspeed control during FLCH and VFLCH.
(Descent) VNAV Path Airspeed control during VS, and VPATH. Vertical speed control during VS and
Descent VPATH.
(VPATH)
Approach Glideslope Track N/A Airspeed Control Glideslope Control

Flare Glideslope Track N/A Thrust retard to idle stop Disengaged
Landing/Roll N/A N/A Disengaged Disengaged

Go--Around Go--Around N/A Sets Max Rated Thrust Pitch Control
Windshear Windshear N/A Sets Max Rated Thrust Pitch Control

REV 2 Oct 2006 10-17/10-- 18
Autothrottle Controls
Autothrottle controls are located on both the guidance panel and the
thrust (throttle) control quadrant (TCQ). The following are used to
manually disengage the A/T:
A/T Button -- Pushing the A/T button toggles between engaging and
disengaging the A/T. The A/T is engaged when the indicator above the
A/T button is on and when AT is annunciated on the
flight modes annunciation section of the PFD.
Pushing the A/T button while on the ground arms the TO mode as long
as the aircraft speed is less than 50 kts for 30 seconds and the A/T quick
disconnect is not active. Advancement of the throttles beyond
50 degrees TLA engages the A/T which moves the thrust levers to the
correct thrust settings for takeoff.
When the aircraft is airborne and above 400 feet AGL, pushing the A/T
button engages the system into a control mode compatible with the
active AP/FD mode. If no AP/FD mode has been selected, the A/T
engages into basic speed control mode. A speed target must have been
previously set. Engagement is inhibited if a fault is detected.

REV 2 Oct 2006 10-19
Three A/T switches, shown in Figure 10--8, are used to manually control
the A/T system.
Figure 10--8
Thrust Lever Control Buttons
D Quick Disconnect -- Pushing the Quick Disconnect button on the

throttle handle disconnects the A/T.
D Go--Around Button -- When the go--around button on the throttle

handle is pushed, the go--around mode engages and the A/T moves
the throttles to the TOGA position.
D Manual Movement of the Thrust Lever -- The pilot can override

the autothrottle system by manually moving the throttles to any
position between idle and TOGA without disconnecting the AP
provided the A/T T/O mode is not active. An OVRD message is
annunciated on the PFD, as shown in Figure 10--9.
Figure 10--9
Autothrottle Override Annunciator on PFD

10-20 REV 2 Oct 2006
When the manual override reaches any of the following conditions the
A/T disconnects:
D The pilot overrides the thrust levers to the MAX power position
(TLA > 78 degrees). (The system lets the A/T re--engage after the
pilot moves the thrust levers below the MAX position.)
D The asymmetric thrust monitor detects an unacceptable amount of
split between the thrust lever positions.
D The pilot positions or overrides the thrust levers below idle
(TLA <40 degress).
DISENGAGEMENT
AT is annunciated when the A/T is engaged, as shown in
Figure 10--10. The FWC sends a signal to the aural warning system for
manual and automatic autothrottle disconnects.
Figure 10--10
AT Annunciator on PFD
D Normal A/T Disengage -- Pushing the thrust lever TOGA buttons

or the quick disconnect buttons when the A/T system is engaged or
in an on--ground armed state disengages the A/T. The quick
disconnect switches are also used to acknowledge the A/T
disconnect annunciator, and when held, disables the A/T servo
drives.
A normal disengage or disconnect results in the AT annunciator
changing to a green reverse video AT and flashing for three seconds
while an aural triple cavalry charge is sounded. The aural warning
sounds on the ground for abnormal conditions only so as not to distract
the pilots during critical ground operations. The AT annunciator is then
removed from the PFD and the aural warning stops.
D Abnormal A/T Disconnect -- Selecting the other A/T channel using
the MCDU menu or overriding the system by manually positioning
the thrust levers to their limits when A/T is engaged, disconnects the
A/T system. Movement of the thrust levers when in an on--ground
T/O armed state does not disconnect the system.

REV 2 Oct 2006 10-21
An abnormal disconnect results in the AT annunciator changing to a

red reverse video AT and flashing continuously. Also, a continuous
triple cavalry charge aural warning is sounded until the crew confirms
the abnormal disengagement by pushing the quick disconnect button.
The conditions that follow also cause the system to disengage the A/T:
D The system determines that A/T is not required for the current phase
of flight (that is, touchdown).
D The A/T transitions to speed control mode and no speed target has
been selected.
D The system senses fault conditions from one or more sources (that
is, engine out, invalid sensors).
LIMITED CONDITION ANNUNCIATOR
When thrust or speed is a limiting factor, an amber LIM is displayed

in the A/T active box on the PFD. Table 10--4 lists the description for
each type of limited condition annunciation.
Table 10--4
Limited Conditions
Condition Description
Thrust Limited The aircraft is thrust limited. This occurs either

when throttle is full forward and the speed or
thrust target is still greater than the actual
speed or thrust or when the throttle is at idle
and the speed or thrust target is still less than
the actual speed or thrust.
Maximum The aircraft is structurally limited. This occurs
Speed Limited when the target speed is greater than the
maximum allowable speed.
Minimum The aircraft is stall limited. This occurs when
Speed Limited the target speed is less than the minimum
allowable speed.

10-22 REV 2 Oct 2006
AUTOTHROTTLE IN--LINE MONITORS
The autothrottle function availability is independent of ETTS and TRS

availability. The A/T supplies control as long as the data necessary to
perform the selected control is present and valid. The in--line monitors
incorporate a monitoring system that verifies the following:
D System validity
D Servo response
D Asymmetric thrust.
Any abnormal conditions detected cause the A/T to disconnect and

system failure messages are displayed on the CAS window.
Electronic Thrust Trim System (ETTS)

The ETTS gives limited authority thrust trimming over the full flight
regime by using electronic trim commands to the FADEC. It is available
to the crew in both on--ground and in--air conditions.
The ETTS performs engine pressure ratio (EPR) trim, N1

synchronization, and engage status and fault annunciation on EICAS.
The engine trim operating mode N1 SYNC is selected by entries made
on the TMS through an MCDU page. Only one operating mode is active
at a time. N1 SYNC is selected by default on FMS power--up.
The ETTS also supplies thrust matching. Thrust matching is used to

bias the engine thrust of each engine as necessary (within the authority
limits of the ETTS) to match the thrust of the two engines. ETTS is used
to bias the N1 of each engine to match the N1 of the selected thrust
rating (that is, when the thrust lever is placed near the CLIMB position
within the authority limits of the ETTS, the TMS will supply thrust for the
selected CLIMB).

REV 2 Oct 2006 10-23
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10-24 REV 2 Oct 2006
11. Stall Warning Protection

System (SWPS)
INTRODUCTION
This section describes the components and operation of the stall
warning protection system.
DESCRIPTION
The SWPS has a two--stage system that warns and protects the aircraft
from the stall conditions.
Normal Operation
The first stage of the SWPS warns the pilot of the impending stall in the
following ways:
D Activating the stick shaker motor on each control column which
causes each control column to shake (simulating the aircraft
buffeting)
D Display a low speed awareness indication on the airspeed tape
D Display a pitch limit indication on the attitude direction indicator on
the primary flight display.
The second level, provided by the fly--by--wire (FBW) system, is an
angle of attack (AOA) limiter protection system which limits the
maximum AOA to a safe value below the predicted aerodynamic stall
(preventing a stall). The SWPS executes these two stages of stall
protection based on comparisons made between the normalized AOA
measurements and predefined thresholds for AOA limits for each stage
of stall protection.
The AOA limit interlock is computed in the same manner as the stick
shaker command. AOA limit function is operational outside the normal
operating aircraft envelope so the AOA limit function is only activated
after stick shaker is engaged. The AOA limit function is deactivated
when the SWPS is invalid or when operating in the SPS Anticipated
mode.
Another feature of the SWPS system is its dual redundant architecture.
Since the aircraft is dispatched with only one operating AFCS channel,
each AFCS channel can command both shaker motors through the stall
protection system (SPS) panel. The AFCS channel 1, Lane--A, sends
the left shaker command and AFCS channel 1, Lane--B, sends the right
shaker command. It works the same way for AFCS channel 2.
A28-- 1146-- 172 Stall Warning Protection System (SWPS)

REV 2 Oct 2006 11-1
Angle-- of-- Attack (AOA) Computation

The SWPS has four BF Goodrich Air Data Smart Probes (ADSPs) each
of them giving AOA information. These measurements give the local
AOA information to the system. It is used in the following activities:
D Stall Protection System (SPS) processing
D Compensation of the sideslip
D Upwash and pitch rate effects.
The system converts all these measurements into a true AOA

measurement.
Stick Shaker Function

The SWPS consists of two independent stick shakers (Left Stick
Shaker and Right Stick Shaker). Each stick shaker has a motor that is
connected to its respective control column. When activated, the motor
provides a tactile warning by shaking the control column. The SWPS
compares the aircraft computed body AOA with pre--defined threshold
values. Once the threshold is reached or exceeded, the SWPS sends
the proper signals to activate the stick shakers on the control columns.
When using flap position in determining AOA threshold, the SWPS

uses the more conservative of the flap lever positions or the actual flap
position. For instance, when the flaps are retracting, the SWPS uses
flap lever position to compute the stick shaker threshold. When the flaps
are extending or in steady state, actual flap position is used to compute
the stick shaker threshold.
If the stick shaker function is activated, the stick shaker function

deactivates once the AOA is reduced below the deactivation threshold.
As in the activation threshold case, deactivation threshold is also a
function of flap, slat, spoilers, and ice data.
Stall Warning Protection System (SWPS) A28-- 1146-- 172

11-2 REV 2 Oct 2006
SYSTEM EQUIPMENT
Stick Shaker Description

The stick shaker actuator consists of the following three main
subassemblies:
D DC motor
D Stick shaker housing
D DC motor housing.
The DC motor is mounted to the stick shaker housing assembly. The

DC motor is driven by +28 V dc power and operates at approximately
12,500 RPM. The motor is used to shake the stick to warn the pilot of
an impending stall condition.
Angle--of--Attack Sensors
The SWPS uses the ADSPs as its AOA sensors. Four joint smart
probes (ADSPs) are installed in the aircraft (ADSP1, ADSP2, ADSP3
and ADSP4).
STALL WARNING TEST

Pre--flight test capabilities are included in the SWPS to verify the status
of the SWPS components and its functions. The SWPS Test is active
when the following conditions are set:
D Weight on Wheels
D Gear Down Locked
D Calibrated airspeed less than 40 knots
D Test button pushed in the MCDU.
The SWPS test activates the shaker from each control stick while the
test is active. The SWPS test period lasts no longer than 5.0 seconds.
The pilot is responsible for verifying the shaker actuation. When a
failure is encountered, a CAS message is generated.

REV 2 Oct 2006 11-3
STALL WARNING PROTECTION SYSTEM (SWPS)

CONTROLS AND INDICATORS
Stall Protection System (SPS) Panel

The SPS panel, shown in Figure 11--1, is located in the center pedestal
of the cockpit. It has two functional buttons, Shaker 1 cutout button and
Shaker 2 cutout button, as shown in Figure 11--1, in block diagram form.
The Shaker 1 cutout button inhibits Shaker 1 command and disables
the SWPS computations from AFCS/AIO 1A and 2A. The Shaker 2
cutout button inhibits Shaker 2 command and disables the SWPS
computations from AFCS/AIO 1B and 2B.
Figure 11--1
Stall Protection System Panel

11-4 REV 2 Oct 2006
Stall Protection Indicators

PITCH LIMIT INDICATOR
The SWPS computes a pitch limit indicator (PLI) based on the shaker
AOA threshold. The PLI, shown in Figure 11--2, indicates the margin
between stick shaker angle--of--attack and aircraft pitch attitude. The
PLI margin is calculated continuously and displayed when the current
airspeed is less than 1.2 VSTALL.
The PLI indicator is pitch--based. It is displayed with the conditions that

follow:
D When airspeed is higher than 1.2 VSTALL, the PLI is not displayed.
D When airspeed is less than or equal to 1.2 VSTALL but greater than
1.13 VSTALL, the PLI is displayed in green.
D When airspeed is less than or equal to 1.13 VSTALL but greater than
VSHAKER, the PLI is displayed in amber.
D When the airspeed is less than or equal to VSHAKER, the PLI is
displayed in red.
Figure 11--2
Pitch Limit Indicator on PFD

REV 2 Oct 2006 11-5
Low Speed Awareness Indicator

A low speed awareness bar, shown in Figure 11--3, is displayed along
the lower right side of the airspeed tape. The bar position is based on
airspeed, aircraft configuration, and angle--of--attack. The bar rises
from the bottom of the tape to the calculated stall or stick shaker speed
and has two colored ranges.
Figure 11--3
Low Speed Awareness Queue
The amber range is from VSHAKER speed to 1.13 VSTALL. The top of the
amber range in the stall warning system shakes the control yokes to
warn of a potential stall. An audible alarm is also given. When the amber
section of the bar reaches the rolling digits readout, the rolling digits
change to amber. The STALL occurs at the top of the red range . The
red STALL range is when the airspeed is less than VSHAKER. When the
top of the red bar reaches or passes the pointer, the rolling digits
change to red reverse video . When the indicated airspeed,
angle--of--attack, or stall warning detection data is invalid the bar is
removed.

11-6 REV 2 Oct 2006
SYSTEM FAILURES
SWPS Failures
There are three types of abnormal operations that can result in system
failures. The abnormal operations and their consequences are listed in
increasing order of importance:
D The first and most benign type of abnormal operation is due to

flagged failure, miscompare, undetected failure, or electrical failure
of the air data. In these cases, the SWPS automatically takes
corrective action and supplies continuous stall protection. A CAS
D The second and more severe abnormal operation is when a single

SWPS channel or both SWPS channels are inoperative. In the case
of a single SWPS channel being inoperative, the pilot can select the
other SWPS channel using the cutout buttons on the SPS panel. If
both channels are inoperative or the SWPS has failed, the pilot is
notified by EICAS messages. The pilot must then manually operate
the aircraft to avoid a stall and use other methods of stall detection.
D The third and most severe type of abnormal operation is a

malfunctioning SWPS. If SWPS knows it has failed, the system
automatically disengages all operations and annunciates SWPS
failure in the display system. However, if the malfunction is not
detected by the SWPS, the system can activate the stall warning
and protection measures in non--stall conditions, possibly resulting
in loss of aircraft control. In such abnormal operations, the pilot can
change the SWPS channel using the SPS panel. If both SWPS
channels exhibit the same abnormal conditions, the pilot must
ignore stall warning (shaker) measures and detect stall
characteristics with other methods.

REV 2 Oct 2006 11-7
Automatic Dependent Surveillance Process (ADSP)

Failures
During normal operations, the SWPS computes basic AOA by
averaging the local angle--of--attack (ADSP1) and the cross--side
angle--of--attack (ADSP2). However, failure conditions could exist
causing the SWPS to use data from another ADSP. A flagged failure is
one of those conditions. Flagged failures occur when there is no signal
from one of the ADSPs or when the measurements of the ADSPs are
out of range. In case of a flagged failure, the SWPS uses ADSP3 and
ADSP4 to compute the basic AOA instead of ADSP1 and ADSP2. If
data from the ADSP3 and ADSP4 are also invalid, the SWPS
automatically discontinues processing and sends a SWPS failure CAS
message.
Another failure is due to electrical failures. If an electrical failure occurs,

the SWPS computes shaker 1 command using ADSP3 (connected to
the battery bus directly) and it transitions to SPS anticipated mode.
Icing Conditions
The SWPS sets an ICE condition and requests the
STALL PROT ICE SPEED CAS message when either ice detector is
valid and indicates ice. The SWPS inhibits the ICE condition while the
aircraft is on the ground or IAS < 60 knots.
The SWPS inhibits the ICE condition for five minutes after transitioning
from weight--on--wheels to weight--off--wheels. Once the ICE condition
is detected, the SWPS latches the ICE condition until 10 seconds after
the weight--off--wheels to weight--on--wheels transition.

11-8 REV 2 Oct 2006
Aural Warnings
The following are SWPS related aural warnings:
D Stall Clacker -- The stall clacker is initiated when the stick shaker
activates. It is a continuous sound that cannot be canceled and it is
not followed by a CAS message.
D Master Caution -- A master caution is initiated by any active caution

CAS message. It sounds once every five seconds continuously. It
is canceled by pushing the MC switch.
D Shaker Vibration -- The shaker vibration produces audible sounds

that are the result of shaker vibrations.
The stall protection aural warnings are inhibited when any of the
D AOA limit option
D Weight--on--wheels
D For 10 seconds after transition from weight--on--wheels to
weight--off--wheels
D Loss of AOA data.
CAS Messages
See Section 8, Engine Indication and Crew Alerting System, for a
description of SWPS related CAS messages that are listed in this
section.
D ADS 1/2/3 FAIL
D ADS 1/2/3/4 HTR FAIL
D AOA LIMIT FAIL
D SHAKER ANTICIPATED
D STALL PROT FAIL
D STALL PROT FAULT .

REV 2 Oct 2006 11-9
D ADS 1/2 HTR FAULT
D ADS PROBE 1/2/3/4 FAIL
D ADS 3/4 SLIPCOMP FAIL
D FLT CTRL ADS FAIL
D SHAKER 1/2 FAIL
D STALL PROT ICE SPEED .

11-10 REV 2 Oct 2006
12. Radio System
INTRODUCTION
This section describes the operation and components of the radio
system.
SYSTEM DESCRIPTION
The radio system, shown as a block diagram in Figure 12--1, contains
two modular radio cabinets (MRC). Each major function has its own
module with a self--contained power supply, radio frequency (RF)
receivers/transmitters, signal processing, and all other circuitry
required for the radio system to operate. For example, the VOR ILS
Data Link (VIDL) module has within it a power supply, the VOR receiver
and converter, the localizer receiver and converter, glideslope receiver
and converter, and marker beacon receiver.
Each module is isolated from system power using an independent

circuit breaker. MRC communication is done through a radio control bus
(RCB). Communication with the digital audio bus, digital microphone
(MIC) bus, ARINC 429 radio control bus, and the ASCB is through the
network interface module (NIM).
The MCDU is the primary method to select and tune the radios. The
cursor control device (CCD) also supplies radio control. When the
aircraft is operating on emergency batteries, the MCDU is the primary
source for tuning the radios.
SYSTEM ELEMENTS
Digital VHF Data Radio (VDR)

The VHF communications system provides two--way, air--to--air, and
air--to--ground communication in the frequency range of 118.000 to
136.975 MHz with 8.33 or 25 kHz channel spacing (which is selectable
through the MCDU). The system has an automatic transmit time--out
function to prevent blockage of a communication channel if a
push--to--talk (PTT) switch is stuck closed. If a NIM fails, an ARINC 429
bus is provided to maintain control. Also, an analog audio backup
control is available (headphones only) by selecting the backup button
on the audio panels. This function bypasses the MIC bus in the NIM and
audio panels.
A28-- 1146-- 172 Radio System

REV 2 Oct 2006 12-1
The VHF COM system consists of the following equipment:
D One VDR module per MRC
D One VDR antenna per module
D One (optional 3rd COM) mini--cabinet with VDR module connected

to the 3rd COM antenna.
NOTE: An option for a third communication system also provides

data capability. This unit is located in the mini--cabinet and
acts as a 3rd COM function.
Radio System A28-- 1146-- 172

12-2 REV 2 Oct 2006
Figure 12--1
Embraer PRIMUS EPIC Radio
System Block Diagram

REV 2 Oct 2006 12-3/12-- 4
The VDR provides the following voice and data radio functions:
D 8.33 kHz channel ARINC 716 compatible analog voice

communications transceiver
D 25 kHz channel ARINC 716 compatible analog voice

communications transceiver.
VHF Omni--directional Radio and Instrument Landing

(VIDL)
The VHF navigation system enables the following:
D Terminal navigation
D Aircraft approach/landing phase navigation guidance using localizer

(LOC), glideslope (GS), and marker beacon (MKR BCN) distance
to runway threshold information.
One dual VOR/LOC antenna is installed on the tail of the aircraft. The
VOR/LOC receiver operates over the frequency band 108.00 to
117.95 MHz in 50 kHz increments and the LOC from 108.10 to
111.95 MHz in 50 kHz increments. The GS receiver operates over the
frequency band 329.15 to 335.0 MHz in 150 kHz increments. The
receiver system automatically pairs localizer and glideslope channels
to assigned frequencies. The marker beacon receiver operates at 75 MHz.
The VHF NAV system consists of the following equipment:
D One VIDL module in each MRC
D One dual GS antenna
D One MKR BCN antenna with a diplexer
D One dual VOR/LOC antenna.
NAV audio signals from the module are routed by the NIM and
transmitted on the digital audio bus. NAV ident and MKR BCN tone
audio signals are transmitted from the digital audio bus to each of three
audio panels in the system.
A28-- 1146-- 172 Section Title

REV 2 Oct 2006 12-5
The VIDL is an airborne navigation receiver that operates in ILS or VOR

receiver modes. The VIDL provides the following radio functions:
D The VHF omni--range receiver for providing bearing in degrees

to/from the ground station and used as navigation means for the
aircraft.
D The ILS that provides approach and landing navigation guidance

information. The radio components of this system include the LOC,
GS and MKR BCN. These radio functions give azimuth, elevation
angular deviation, and discrete position fixes relative to the runway
threshold.
Transponder (XPDR)
One Mode S Diversity XPDR is installed in MRC 1 and another in
MRC 2. Each transponder provides conventional ATC functions. The
dual Mode S XPDR system enables secondary surveillance by
transmission of aircraft identification information, altitude (barometric)
and coded message data to air traffic control (ATC) ground stations and
traffic collision avoidance system (TCAS) installations on other aircraft.
The XPDR also supports Level 3 Com A, B, and C datalink capability
and interfaces to an airborne datalink processor (ADLP). The XPDR
supports basic downlink aircraft parameters and is TCAS Change 7
compatible. The active XPDR supplies data to the primary coupled air
data system (ADS).
The XPDR receives altitude information from the ADS. Flight ID
information is supplied by the FMS or it is entered by the pilot through
the MCDU on the XPDR detail page. The XPDR also receives the ICAO
address programmed into the aircraft personality module (APM). The
pilot enters the squawk code.
The transponder system consists of the following equipment:
D One XS--857A Mode S Diversity transponder module in each radio

cabinet
D Dual transponder antennas (top and bottom, diversity) for each

transponder module.
The ADLP interface supports the following:
D COM--A/B messages
D COM--C/D messages
D Altimeter interface
Section Title A28-- 1146-- 172

12-6 REV 2 Oct 2006
D TCAS interface.
Automatic Direction Finder (ADF)

The ADF module enables en route and terminal navigation and area
guidance. It operates over the frequency band 190.0 to 1799.5 kHz in
500 Hz increments in normal operation. The ADF system can receive in
the frequency band of 2181 to 2183 kHz for maritime emergency listening
and it can tune frequencies in the range of 190 down to 100 kHz. The ADF
has two selectable bandwidths. A narrow band mode is used to reduce
noise during navigation. A wide band mode is used to improve clarity
when listening to voice signals. The selectable modes are as follows:
D Antenna (ANT) -- receives ADF static signal only.
D ADF -- receives static signal and computes bearing to station.
D Voice -- permits voice to be received and transmitted over radio

speakers.
D BFO -- adds a beat frequency oscillation for reception of signals.
The ADF receiver interfaces to a dedicated active antenna. The ADF

also interfaces to the display system through the ASCB--D bus by the
radio backplane and NIM. ADF audio signals go from the digital audio
bus to each audio panel in the system.
The ADF function is contained in the MRC. It includes the following:
D One ADF module (second is optional)
D One ADF antenna (second is optional).
The ADF module has the following features:
D High frequency (HF) keying input to prevent interference when HF

is transmitting. When the HF is keyed, the ADF needle freezes for
10 seconds then is driven to the 3 o’clock park position, where it
disappears.

REV 2 Oct 2006 12-7
Distance Measuring Equipment (DME)

The baseline Embraer installation is a dual DME system. The DME
system enables en route and terminal navigation and area guidance.
It operates over the frequency band 960.0 to 1215.0 MHz in 1 MHz
increments and has six channels. The DME can track four channels to
provide the data that follows:
D Slant range
D Groundspeed
D Time--to--station (TTS)
D Station identification.
Two additional channels track station identification of preset channels

for rapid acquisition. Frequency tuning is automatically paired with VHF
NAV. The DME can also operate in the HOLD mode. When that
happens, the frequency is not automatically paired with VHF NAV.
When the FMS is active, two DME channels are dedicated to the FMS
for distance, TTS, identification, and control. Two other channels are
DME IDENT preset channels and two channels are for flight crew
control and distance, TTS, and IDENT display. With two DMEs
installed, each DME tracks the IDENT of the on--side active frequency
and the on--side preset NAV frequency.
The DME system consists of the equipment that follows:
D Two DME modules (second is optional)
D Two DME antennas (second is optional).
The DME interfaces with the display system and flight management
system (FMS) through the ASCB--D bus.
The DME module has the following features:
D Accuracy to within 100 ft
D Digital audio IDENT transmission to audio panels
D IDENT decoding of audio Morse code for alpha display.

12-8 REV 2 Oct 2006
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU)

RADIO CONTROL AND DISPLAY
The MCDUs are the primary radio controllers. The PFD and CCD can
give quick and convenient access to change configured COM and NAV
frequencies.
The MCDU, shown in Figure 12--2, controls all communications,

navigation, and transponders in the system. The face of an MCDU is
shown in Figure 12--2. To access the radio system, push the RADIO
button.
Figure 12--2
Multifunction Control Display Unit
Control Layout

REV 2 Oct 2006 12-9
In addition to the MCDU, the FMS can also tune the radios. For detailed
FMS operation, refer to the applicable FMS operating procedures.
Radio frequencies can also be displayed on each PFD and controlled

using the on--side CCD. Radio frequences are displayed along the
bottom edge of both PFD displays, as shown in Figure 12--3. The radio
frequencies are accessed and changed by first selecting the PFD with
the CCD. Then select the radio to be changed with the cursor pad.
Change the frequency using the stacked concentric knobs on the CCD.
Radios displayed on the PFD are configured on the radio setup pages
in either MCDU.
Figure 12--3
PFD Radio Tuning Boxes
If any of the components of the radio system are not supplying valid
data to the MCDU or PFD, the frequencies or operating commands of
those components are removed from the display and replaced with
dashes.

12-10 REV 2 Oct 2006
MCDU Operation
The MCDU is the primary controller for the radio system. It uses line
select keys adjacent to the display to simplify its operation. Any
selectable parameter, like a VOR frequency, can be changed. Push the
corresponding line select key to place the cursor box around the desired
parameter on the display. Then, rotate the dual concentric tuning knobs
to change the boxed parameter value or load a new value directly from
the keypad.
The MCDU uses a menu system with edge control buttons. The
sections are used to identify and control both the frequency and
operating mode of the radio functions.
Panel Controls
The MCDU panel and button function groups are shown in Figure 12--4.
Figure 12--4
MCDU Control Groups and Display

REV 2 Oct 2006 12-11
Function Buttons -- Function buttons are located in area C. They

include the following:
D PERF -- Selects the Performance main menu.
D NAV -- Selects the Navigation main menu.
D PREV -- Moves to the previous page in a group of defined pages

indicated by the 1/x (x is >1) to the right of the page header name
on the top line of the display. If multiple pages are indicated, the
NEXT and PREV buttons move through the pages.
D FPL -- Selects the Flight Planning main menu.
D PROG -- Selects the Progress main menu.
D RTE -- Selects the Route menu.
D CB -- Controls ths circuit breaker.
D BRT/DIM -- Is a rocker button that increases or decreases display

screen brightness.
D MENU -- Selects the main menu for access to additional control

pages.
D DLK -- Displays the datalink initial control page.
D NEXT -- Moves to the next page in a group of defined pages

indicated by the 1/2 or greater to the right of the page name. If
multiple pages are indicated, then NEXT and PREV move through
the pages.
D TRS -- Displays the initial thrust rating system setup page.
D RADIO -- Displays the initial radio control page or the last radio
control page that was previously accessed.
Concentric Knobs -- Also known as TUNE or TUNING knobs, are

used to change a data field on the display that is identified and enclosed
by the cursor box. Concentric knobs can change either digits or modes,
depending upon the data field. The high order digits are changed by the
outer concentric knob. The low order digits are changed by the inner
concentric knob.
Keys -- Keys are used to enter data. The alpha (area A) and numeric
(area N) keypads use keys. The display pages use line select keys, left
side (area L) and right side (area R).

12-12 REV 2 Oct 2006
ALPHA Keys -- The English alphabet letters A through Z are in

alphabetical order.
DEL -- Deletes (clears) an entire item identified by the cursor box. The
annunciator *DELETE* is displayed in the scratchpad area. If data
was present in the scratchpad when *DELETE* is displayed, it is
recovered by pushing the CLR button once.
CLR -- Clears (removes) one character at a time, from right to left, in

the scratchpad area. Hold the CLR button down to delete characters
quickly.
NUMERIC Keys -- Numeric digits 0 through 9.
SP -- Generates a space character at the current location in the

scratchpad area.
. -- The period is used to represent a decimal point in numerical inputs

such as radio frequencies.
+/-- -- The plus/minus key is used to insert the plus and minus symbols.
Push one time for --. Push two times for +.
/ -- The slash key is used to insert a slash character.
NOTE: The alpha and numeric keypad keys and the CLR button have
a repeat function. When the button or key is held down, it
enters the same character repeatedly into the data field.
Scratchpad Area
The scratch pad is the bottom line of the MCDU screen. Enter data in
the scratchpad for transfer to the MCDU display screen. Scratchpad
data transfers to a field selected with the line select keys. Push the LSK
next to the destination field on the MCDU display. If the data is in a valid
format for that field, the data transfers when the LSK is pushed.
If the data is in an invalid format, the INVALID ENTRY is displayed in

the scratchpad area of the MCDU. The INVALID ENTRY is removed
by pushing the CLR button on the MCDU panel. The original
scratchpad data is then returned to the scratchpad. The data in the
scratchpad is cleared when it is transferred to another destination. Data
is removed from the scratchpad one character at a time from right to left
with the CLR button. Hold it down to use the repeat CLR function.
The DEL button clears the total scratchpad. The scratchpad can
accept more than 24 characters. After 24 characters are entered, all
data shifts to the left as new characters are entered.

REV 2 Oct 2006 12-13
Use the keypad to type the scratchpad data. Example: The pilot enters
124.45 with the keypad. The scratchpad displays 124.45 . If the pilot
tries to transfer the frequency to a NAV radio, the frequency is replaced
with Invalid data in the scratchpad (that is, 124.45 is not a valid NAV
frequency). Pushing the CLR button deletes Invalid data and
restores 124.45 to the scratchpad. If the pilot transfers 124.45 to a
VHF COM radio, the frequency is valid, so the data transfers to the VHF
COM field, and the scratchpad is cleared.
Line Select Keys
Line select keys (LSKs) are used to operate the MCDU menu items.
The first push of a line select key moves the cursor to surround the data
field next to the key. The system also attempts to transfer the contents
of the scratchpad, if the data is valid. The cursor connects the selected
data field to the TUNING knobs so the digits or modes can be changed.
For some functions, pushing the line select key toggles modes or
recalls stored frequencies. Figure 12--5 shows the line select key layout
and identifiers that are used in this guide.
Figure 12--5
MCDU Display and Line Select Key Layout
MCDU Display
The MCDU radio tuning pages control frequencies, memory selections,

operating modes, and options. Color is used with two font sizes. The
active choice is shown in the larger font and normally in a color other
than white. Display pages are normally white. Selections are in
larger green characters and annunciators are in magenta , yellow ,
cyan , red or amber .

12-14 REV 2 Oct 2006
In normal use, the LSK adjacent to the displayed function executes the
function described by the prompt. The top line is the page header and
includes the number of pages in the group. Example 1/2 is the first page
of a total of two pages, the second page is shown as 2/2.
Display Cursor
The cursor is a white box that encloses the data field selected by the
LSK. The cursor has a default position when the page is first opened.
The cursor in the COM or NAV radio display encloses either the active,
standby or memory frequency field. The memory selections are only
available on the detail pages. The cursor defaults to the standby
frequency in the radio pages and to the memory frequency on the detail
pages.
Display Prompts
Control prompts help the pilot navigate through the pages. They
indicate what action is required. Control prompts give some indication
of the expected result once the prompt is activated. The prompts are
located in the display columns immediately next to the LSKs. The
prompts are white, as shown in Figure 12--6.

REV 2 Oct 2006 12-15
Figure 12--6
Examples of Display Prompts

12-16 REV 2 Oct 2006
When the scratchpad is empty, pushing a line select key either moves
the format cursor to the adjacent field or performs the function indicated
by the icon that appears near the key. The icons and their functions are
described as follows.
Swap Frequencies -- This symbol indicates that the active

and preset frequencies are able to be exchanged. This
effectively saves the currently active frequency in the
preset memory and tunes the radio to the frequency
previously stored as the preset.
Page Indicator -- When this icon is displayed, pushing the

adjacent LSK changes the display to another page. The
page to be displayed is either labeled explicitly or it is a
detail page for the radio in the current field.
Exclusive Selection -- This icon is displayed next to a list

of mutually exclusive options. Each time the adjacent LSK
is pushed, the next item in the list is selected, wrapping
around to the first when the last option is reached. The
selected value is displayed in green and large font. The
unselected items are displayed in small white characters.
Immediate Function -- This icon does the function

identified in the field immediately after the LSK is pushed.
Copy Value -- This icon is used on the memory pages to

indicate that the frequency highlighted by the cursor will be
copied into the active frequency for the radio.
Cursor -- The cursor box highlights the value

in the active field.
Tuning Curl -- This icon indicates that the data value

highlighted by the format cursor is changed by turning the
MCDU tuning knob.

REV 2 Oct 2006 12-17
Frequency Swapping Operation

Three types of radio frequencies are displayed. They are as follows:
D Active frequency is the current setting for receiving and

transmitting.
D Standby frequency is the frequency waiting to be used next. The

standby frequency is normally changed using the tuning knobs or
the scratchpad.
D Memory frequency is a saved list of frequencies.
Two swap functions are used. The first one uses the standby frequency.
The second one uses the memory frequency. To swap the active
frequency with the standby frequency, the standby frequency must be
selected with the cursor box.
D With the cursor around the standby frequency and the swap icon
displayed, push the LSK to swap the standby and active
frequencies.
D With the cursor around the memory frequency and the swap icon
displayed, push the LSK to swap the memory and active
frequencies.
To make the standby frequency active, push 4L next to the active COM
frequency. This swaps the standby and active frequencies, as shown
in Figure 12--7.
NOTE: Expect a short delay for the display change to take place.
Figure 12--7
Swapping the Active and Standby Frequencies
VHF COM and HF COM radio pages use active, standby, and memory
frequencies. They do not permit the use of the tuning knobs to change
the active frequency.

12-18 REV 2 Oct 2006
Page Organization
The radio tuning function is accessed by pushing the RADIO function
button on the MCDU. That displays the RADIO 1/2 page. All other
pages are accessed from RADIO 1/2 using the line select keys or the
NEXT and PREV function keys, as shown in Figure 12--8.
Figure 12--8
Radio Tuning Logic Diagram
Access to the COM DETAIL, TCAS (traffic alert and collision avoidance
system), and NAV DETAIL pages is by the line select keys from
RADIO 1/2. Access to the HF DETAIL and ADF DETAIL pages is by the
line select keys from RADIO 2/2.

REV 2 Oct 2006 12-19
BASIC OPERATION
The bottom line on each page displays the characters entered on the
MCDU keypad and is called the scratchpad. The scratchpad is shared
across all MCDU functions and is not under the control of the radio
tuning function.
The text area adjacent to each line select key (LSK) on the MCDU is
referred to as a field and is identified by the LSK. For example, the
active frequency for VHF COM radio 1 (shown in Figure 12--9 as COM1,
123.200) on the RADIO 1/2 page is in field 1L.
Figure 12--9
MCDU Button Locations

12-20 REV 2 Oct 2006
Pushing the NEXT or PREV key when this page is displayed shows
the RADIO 2/2 PAGE, shown in Figure 12--10.
Figure 12--10
NEXT/PREV Example

REV 2 Oct 2006 12-21
In Figure 12--11, if LSK 2R is pushed, the cursor box and tuning curl
move from 2L COM1 to field 2R COM2. Similarly, pushing LSK 3L
moves the format cursor to the active frequency for VHF NAV 1 radio.
After the cursor box is positioned on a field, the tuning knob is used to
change the highlighted frequency.
Figure 12--11
Cursor Box Example

12-22 REV 2 Oct 2006
When an icon is displayed next to a line select key, the icon function box
supersedes the cursor box. For example, pushing LSK 1L swaps the
active and preset frequencies for VHF COM1 radio, without moving the
cursor box. Consequently, it is not possible to tune the active frequency
for a radio using the tuning knob.
The exception to this rule occurs when a preset frequency is not shown
for the associated radio. This can happen when a VHF navigation radio
is in DME HOLD which causes the preset frequency to be removed in
order to show the separately tuned DME frequency (refer to fields 3L
and 4L).
When one or more characters are present in the scratchpad, the icons
adjacent to fields that accept text entries are removed to indicate that
pushing those LSKs enters the scratchpad data into the field. Entering
the contents of the scratchpad into a field or manually clearing the
scratchpad restores the icons and the normal functions of the line select
keys.
Scratchpad entries are made into any editable field at any time. Making
a scratchpad entry into an active frequency field moves the previously
active frequency into the preset field for that radio.
Frequency Tuning
Frequency values are displayed in the format of XX.YYYZ (for example,
13.0500). The frequency is changed using either the scratchpad or the
tuning knob on the MCDU.
To change a frequency value with the scratchpad, use the keypad to

enter the new frequency value, then push the LSK next to the frequency
to be modified. This transfers the value from the scratchpad to the
selected frequency. The data does not transter when an entry is not
valid. A valid scratchpad entry is any of one of the following:
D XX.YYYZ
D XXYYYZ (no decimal point)
D XXYYY (last character not entered, assumed to be zero).
The range of valid HF frequency values is 2.0000 to 29.9999.

REV 2 Oct 2006 12-23
For frequency entries, the MCDU outer concentric tuning knob moves
the cursor and the inner concentric tuning knob changes the value of
the selected digits. To change the frequency value using the tuning
knobs, push the line select key next to the frequency to be changed.
The first push puts the cursor box around the first two digits (XX) of the
frequency, as shown in Figure 12--12. Turn the inner tuning knob to
change the value. Clockwise turns increase the value.
Counterclockwise turns decrease the value. To change the other digits
of the frequency value, turn the outer tuning knob clockwise to move to
the YYY digits. Then use the inner knob to change the value in the
cursor box. To change the Z digit, turn the outer knob clockwise to put
the cursor box around the Z digit and change the value with the inner
knob.
Figure 12--12
HF Frequency Control
NOTE: When the cursor box is located around the Z digit, turning the
outer knob clockwise does not move the cursor back to the
XX digits. The cursor parks at the Z digit until the outer knob
is turned counterclockwise.

12-24 REV 2 Oct 2006
RADIO PAGES
RADIO 1/2 Page

RADIO 1/2, shown in Figure 12--13, is displayed by pushing the
RADIO function key on the MCDU. It contains the following radio data:
D VHF COM1 and COM2 radios
D VHF NAV1 and NAV2 radios
D The currently selected TCAS/transponder mode
D The aircraft identification (ID) (if available)
D The current transponder code and status.
To toggle between RADIO 1/2 and RADIO 2/2, use the NEXT or
PREV function keys.
Figure 12--13
RADIO 1/2 Page

REV 2 Oct 2006 12-25
D 1L VHF COM 1 Active Frequency -- Pushing 1L swaps the active

and preset frequencies for VHF COM 1. A scratchpad entry into the
field replaces the preset frequency with the previously active
frequency.
D 2L VHF COM 1 Preset Frequency -- This is the default field for the
cursor box when the RADIO function key is pushed. This section
shows the standby COM 1 frequency. Pushing 1L when the cursor
box is already in the field displays the COM 1 page.
D 3L VHF NAV 1 Active Frequency -- When DME HOLD for NAV 1
is OFF, pushing 3L swaps the active and preset frequencies for VHF
NAV 1. When DME HOLD for NAV 1 is ON, pushing 3L moves the
cursor to field 3L or displays the NAV 1 page if the cursor is already
in the field. A scratchpad entry into 3L replaces the preset frequency
with the previous active frequency.
D 4L VHF NAV 1 Preset Frequency -- When DME HOLD for NAV 1
is OFF, this section shows the VHF NAV 1 preset frequency. When
DME HOLD is ON, this section shows the active DME frequency for
NAV 1. The cursor box is used in field 4L in either case. When the
4L is pushed when the cursor is in the field, the NAV 1 page is
displayed.
D 5L TCAS/XPDR -- Pushing this key shows TCAS/XPDR 2/2 page.
D 6L STBY TA/RA -- Pushing this line key alternately selects STBY
or the selected mode as the active mode. The active condition is
green, the inactive annunciator is white.
D 1R VHF COM 2 Active Frequency -- Pushing 1R swaps the active
and preset frequencies for VHF COM 2. A scratchpad entry into the
field replaces the preset frequency with the previously active
frequency.
D 2R VHF COM 2 Preset Frequency -- This section shows the COM
2 standby frequency. Pushing 2R when the format cursor is already
in the field displays the COM 2 page.
D 3R VHF NAV 2 Active Frequency -- Pushing LSK 3R when DME
HOLD for NAV 2 is OFF, swaps the active and preset frequencies
for VHF NAV 2. Pushing LSK 3R when DME HOLD for NAV 2 is ON
moves the cursor box to field 3R or shows the NAV 2 page if the
cursor was already in the field. A scratchpad entry into 3R replaces
the preset frequency with the previous active frequency.
D 4R VHF NAV 2 Preset Frequency -- When DME HOLD for NAV 2
is OFF, the VHF NAV 2 preset frequency is displayed. When DME
HOLD is ON, the active DME frequency for NAV 2 is displayed. The
cursor box highlights the field 4R in either case. Pushing 4R when
the cursor box is in the field shows the NAV 2 page.

12-26 REV 2 Oct 2006
D 5R Active Transponder Code and Reply Indicator -- This section

displays the active transponder code and reply indicator. The
header for field 5R shows the flight ID if it is available or was entered
by the crew. The reply indicator ( F ) lights when the transponder
is replying to a RADAR or TCAS interrogation. Pushing 5R moves
the cursor box to the field or shows TCAS1/1 if the cursor is already
in the field.
D 6R -- To transmit an IDENT reply when requested by ATC, push the

line select key at 6R next to the IDENT label.

REV 2 Oct 2006 12-27
RADIO 1/2 Annunciators

Table 12--1 lists the annunciators on RADIO 1/2 page.
Table 12--1
RADIO 1/2 Annunciator Descriptions
Annunciator Description
25K Indicates that the associated VHF COM radio

is set to 25 kHz frequency spacing. When not
present, the radio is tuning with 8.33 kHz
frequency spacing. This is selected on the
COM 1/2 page.
DME H xxx Indicates that the VHF navigation radio is

tuning the corresponding DME receiver
independently of the primary navigation
frequency.
IHBT Indicates that tuning of the radio is inhibited,

normally from a remote source (such as an
emergency tuning function).
MICSTK Indicates that the microphone button on the

radio has been down long enough that the radio
has identified it as stuck in the transmit position.
SQ Indicates that the squelch feature for the radio

is active. Squelch is set turned on and off by the
COM 1/2 page.
TX Indicates that the radio is currently transmitting.

12-28 REV 2 Oct 2006
RADIO 2/2
RADIO 2/2 , shown in Figure 12--14, is described below. It shows the
following radio data:
D ADF1 and ADF2 radios
D HF1
D COM / NAV 3 radios (optional).
Access to RADIO 1/2 is by the NEXT or PREV function keys.
Figure 12--14
RADIO 2/2 Page
D 1L Active ADF Frequency -- This section is the ADF 1 active

frequency. Pushing 2L swaps the active and preset frequencies for
the ADF. A scratchpad entry into the field replaces the preset
frequency with the previously active frequency.
D 2L Preset ADF Frequency -- This section is the ADF 1 preset

frequency. Pushing 1L when the cursor box is already in the field
displays the ADF 1/1 page.

REV 2 Oct 2006 12-29
D 3L Active HF COM 1 -- This section is the HF COM 1 active

frequency. Pushing 4L swaps the active and preset frequencies for
HF COM 1. A scratchpad entry into the field replaces the preset
frequency with the previously active frequency.
D 4L Preset HF COM 1 -- This section is the HF COM 1 preset

frequency. It is the default field for the cursor box when the RADIO
2/2 page is displayed. Pushing 4L when the cursor is already in the
field displays the HF 1 page.
D 5L Active COM 3, NAV 3, COM/NAV 3 (optional) -- This is the

active COM 3, NAV 3, or COM/NAV 3 frequency. Pushing 5L swaps
the active and preset frequencies for the installed radio. A
scratchpad entry into the field replaces the preset frequency with the
previously active frequency.
D 6L Preset COM 3, NAV 3, COM/NAV 3 (optional) -- This section

is the COM 3, NAV 3, or COM/NAV 3 preset frequency. Pushing 6L
when the cursor box is already in the field displays the detail page
for the installed radio.
D 1R Active ADF 2 Frequency -- This is the ADF 2 active frequency.

Pushing 3R swaps the active and preset frequencies for the ADF.
A scratchpad entry into the field replaces the preset frequency with
the previously active frequency.
D 2R Preset ADF 2 Frequency -- This is the ADF 2 preset frequency.

Pushing 2R when the cursor box is already in the field displays the
ADF 2 page.

12-30 REV 2 Oct 2006

A variety of annunciators appear on the radio tuning pages. Some of the
annunciators are shown in Figure 12--15.
Figure 12--15

REV 2 Oct 2006 12-31
Table 12--2 lists the annunciators on RADIO 2/2.
Table 12--2
RADIO 2/2 Annunciator Descriptions
ALERT
ANT The ADF radio is in antenna mode.
BFO The ADF radio is operating in BFO mode.
CW The radio is currently transmitting.
IHBT The radio tuning is inhibited, normally from a

remote source (such as an emergency tuning
function). Transmitting and/or receiving may be
inhibited periodically when the other HF radio
has recently performed a transmit operation.
ITU The radio is currently transmitting.
LO The radio is set to low squelch.
MED The radio is set to medium squelch.
RX The radio is currently receiving.
SQ The squelch feature for the radio is active.
TX The radio is currently transmitting.
TX MIN The radio is transmitting with low power.
TX MED The radio is transmitting with medium power.
VOICE The ADF radio is in voice mode.

12-32 REV 2 Oct 2006
COM1 Page
Figure 12--16 shows the pages associated with VHF COM radios.
Figure 12--16
VHF COM Radio Tuning Logic Diagram

REV 2 Oct 2006 12-33
The COM 1 page, shown in Figure 12--17, is used to access the

controls specific to VHF communications radios. The controls include
squelch, operating mode, and frequency spacing. The COM 1 page
also supplies a quick method for retrieving frequencies from memory.
The cursor box defaults to the memory tuning field (3L), which gives
quick access to stored frequencies. This page also gives access to the
COM memory pages.
Figure 12--17
COM 1 Page

12-34 REV 2 Oct 2006
D 1L Active VHF COM Frequency -- Active VHF COM frequency on

the selected radio (the page title shows which COM radio was
selected). Pushing 1L swaps the active and preset frequencies
(when the cursor box is on field 2L) or copies a frequency stored in
memory (when the cursor box is on field 3L) for the selected COM
radio. A scratchpad entry into the field replaces the preset frequency
with the previously active frequency.
D 2L Preset VHF COM Frequency -- This section shows the VHF

COM preset frequency.
D 3L MEM TUNE -- This section is the COM memory display. This is

the default field for the cursor box when the COM 1 or COM 2 pages
are displayed. Turning the tuning knob while field 3L is selected
cycles through the frequencies stored in memory, by location,
showing the associated label and the stored frequency below.
D 6L MEMORY -- Pushing this key displays the COM MEMORY 1/2

page.
D 1R SQUELCH -- This key toggles the squelch feature for the

selected VHF COM radio on and off. The selected state is green.
D 3R FREQ -- This key toggles the frequency spacing selection for the
selected VHF COM radio between 8.33 kHz and 25 kHz. The
selected spacing is green.
D 6R RETURN -- Pushing this key displays the RADIO 1/2 page.

REV 2 Oct 2006 12-35
COM MEMORY 1/2 and 2/2 Pages

The radio tuning function supports 12 memories per radio type (for
example, COM, NAV, HF COM) displayed on two pages each. In
addition to entering or dialing--in frequencies for each memory, a text
label containing up to eight characters are entered for each stored
frequency except for the HF COM memory page. The HF COM memory
page, shown in Figure 12--18, does not support labels due to display
area limitations. The default label for each memory is MEMORY, a
dash, and the memory number ( MEMORY -- 6 ), with the memory
number always on the outboard edge of the display.
Figure 12--18
COM MEMORY 1/2 Page
D 1L Active VHF COM Frequency -- Active VHF COM frequency

is displayed in green, and the selected radio title is white. Pushing
1L copies the field containing the cursor into the active frequency
and moves the previously active frequency into the preset field (not
shown on this page). A scratchpad entry into the field replaces the
preset frequency with the previously active frequency.
D 2L, 3L, 4L -- These are VHF COM 1 memories 1 thru 3.

12-36 REV 2 Oct 2006
D 2R, 3R, 4R -- These are VHF COM 1 memories 4 thru 6.

D 5R COM1 -- Pushing this LSK displays COM 1 detail page.
D 6R RADIO 1/2 -- Pushing this LSK displays the RADIO 1/2 page.
Labels are entered by typing into the scratchpad and pushing the line
select key adjacent to the desired frequency. When the radio tuning
function determines that the entry is a valid frequency for the radio, the
entry goes into the frequency field. When the data is not a valid
frequency, the entry is recognized as a label and is entered into the label
field above the frequency. A label is replaced by making another
scratchpad entry into a memory field or by pushing the DEL key.
Pushing the DEL key puts the text DELETE in the scratchpad. When
DELETE is entered on a memory field, the LSK deletes the associated
text label, returning it to the default. If the DEL key is used on a
memory where there is no user--entered label, the frequency is deleted
from memory.
The COM MEMORY 2/2 page, shown in Figure 12--19, is accessed
by the NEXT and PREV function keys. It operates identically to the
COM MEMORY 1/2 page.
Figure 12--19
COM MEMORY 2/2 Page

REV 2 Oct 2006 12-37
D 1L Active COM 1 Frequency -- Active VHF COM frequency is

displayed in green, and the selected radio title is white. Pushing
1L copies the field highlighted by the cursor box into the active
frequency and moves the previously active frequency into the preset
field. A scratchpad entry into the field replaces the preset frequency
with the previously active frequency.
D 2L, 3L, 4L -- VHF COM memories 7 thru 9.
D 2R, 3R, 4R -- VHF COM memories 10 thru 12.
D 5R COM 1 -- Pushing this key displays the COM 1 detail page.
D 6R RADIO 1/2 -- Pushing this key displays the RADIO 1/2 page.

12-38 REV 2 Oct 2006
NAV1 Page
Figure 12--20 shows the pages associated with VHF NAV radios.
Figure 12--20
VHF NAV Radio Tuning Logic Diagram

REV 2 Oct 2006 12-39
The NAV 1 page, shown in Figure 12--21, is used to access and

control VHF navigation radios, FMS automatic tuning, and DME hold
mode. The cursor box defaults to the memory tuning field (4L) and
supplies quick access to stored frequencies. The NAV 1 page can
also access to the NAV memory pages.
Figure 12--21
NAV 1 Page
D 1L Active VHF NAV Frequency -- The active VHF NAV

frequency is displayed in green. The white page title shows which
NAV radio was selected. Pushing 1L swaps the active and preset
frequencies (when the cursor is on field 2L). LSK 1L copies a
frequency stored in memory when the cursor is on field 4L. A
scratchpad entry into the field replaces the preset frequency with the
previously active frequency.
D 2L Preset VHF NAV Frequency -- This section is the VHF NAV

preset frequency.

12-40 REV 2 Oct 2006
D 4L MEM TUNE -- This section is the NAV memory display. This is

the default field for the cursor box when the NAV 1 or NAV 2 page
is displayed. Turning the tuning knob while field 4L is selected cycles
through the frequencies stored in memory by location, showing the
associated label and the stored frequency below.
D 6L MEMORY 1/2 -- Pushing this key displays the NAV MEMORY

1/2 page.
D 2R DME HOLD -- Pushing this key toggles the DME hold mode ON
and OFF for the selected VHF NAV radio. The selected state is
green. The selected state is annunciated on the RADIO 1/2 page.
D 4R TEST -- Pushing this key toggles the TEST mode ON and OFF.
The selected state is green.
D 5R FMS AUTO -- Pushing this key toggles the FMS autotune

feature ON and OFF for the selected VHF NAV radio. The
selected state is green. The selected state is annunciated on the
RADIO 1/2 page.

REV 2 Oct 2006 12-41
NAV MEMORY 1/2 and 2/2 Pages

The radio tuning function supports 12 navigation radio memories
displayed on two pages. In addition to entering or dialing--in frequencies
for each memory, a text label of up to eight characters are entered for
each stored frequency. The default label for each memory is MEMORY,
a dash, and the memory number ( MEMORY -- 2 ), with the memory
number always on the outboard edge of the display, as shown in
Figure 12--22. The MEMORY 1/2 page is shown in Figure 12--22.
Figure 12--22
NAV MEMORY 1/2 Page
D 1L Active NAV COM Frequency -- The active NAV COM frequency

on the selected radio is displayed in green. The white field title
shows which NAV radio was selected. Pushing 1L copies the field
highlighted by the cursor box into the active frequency and moves
the previously active frequency into the preset field. A scratchpad
entry into the field replaces the preset frequency with the previously
active frequency.
D 2L, 3L, 4L -- These locations store NAV memories 1 thru 3.

12-42 REV 2 Oct 2006
D 2R, 3R, 4R -- These locations store NAV memories 4 thru 6.
D 5R NAV1 -- Pushing this key shows the NAV detail page.
D 6R RADIO 1/2 -- Pushing this key shows the RADIO 1/2 page.
Labels are entered by typing into the scratchpad and pushing the line
select key adjacent to the desired frequency. When the radio tuning
function determines that the entry is a valid frequency for that radio, the
entry goes to the frequency field. If the frequency is not valid, the entry
is recognized as a label and it is entered into the label field above the
frequency. A label is replaced by making another scratchpad entry into
a memory field or by pushing the DEL key. Pushing the DEL key puts
the text DELETE in the scratchpad. When DELETE is entered on a
memory field, the LSK deletes the associated text label and returns it
to the default. If the DEL key is used on a memory where there is no
user--entered label, the frequency is deleted from memory.
The NAV MEMORY 2/2 page, shown in Figure 12--23, is accessed by

way of the NEXT and PREV function keys.
Figure 12--23
NAV MEMORY 2/2 Page

REV 2 Oct 2006 12-43
D 1L Active NAV COM Frequency -- The active NAV COM frequency

on the selected radio is displayed in green. The white field title
shows which NAV radio was selected. Pushing 1L copies the field
containing the cursor into the active frequency and moves the
previously active frequency into the preset field. A scratchpad entry
into the field replaces the preset frequency with the previously active
frequency.
D 2L, 3L, 4L -- These locations store NAV memories 7 thru 9.
D 2R, 3R, 4R -- These locations store NAV memories 10 thru 12.
D 5R NAV1 -- Pushing this key shows the NAV detail page.
COM 3 Page (Optional)
The COM 3 page, shown in Figure 12--24, is selected from the
RADIO 2/2 page. Select the RADIO function button on the MCDU.
Select the NEXT function button to get to RADIO 2/2 , then select 6L
twice to show the COM 3 page.
Figure 12--24
COM 3 Page

12-44 REV 2 Oct 2006
D 1L Active VHF COM Frequency -- Active VHF COM frequency on

the selected radio is displayed in green and the white page title
shows which COM radio is selected. Pushing 1L swaps the active
and preset frequencies when the cursor is on field 2L. The LSK 1L
copies a frequency stored in memory (when the cursor is on field 3L)
for the selected COM radio. A scratchpad entry into the field
replaces the preset frequency with the previously active frequency.
D 2L Preset VHF COM Frequency -- This section shows the VHF

COM preset frequency.
D 3L MEM TUNE -- This section is the COM memory display. This is

the default field for the cursor when the COM 3 page is displayed.
Turning the tuning knob while field 3L is selected cycles through the
frequencies stored in memory, by location, and shows the
associated label and the stored frequency below.
D 6L COM MEMORY -- Pushing this key shows the

NAV MEMORY 1/2 page.
D 1R SQUELCH -- This key toggles the squelch feature for the

selected VHF COM radio. The selected state is green. The
selected state is displayed on the RADIO 2/2 page.
D 2R MODE -- This key toggles between voice and data mode for the
selected VHF COM radio. The selected mode is green. The
selected state is displayed on the RADIO 2/2 page.
D 3R FREQ -- This key toggles the frequency spacing selection for the
selected VHF COM radio between 8.33 kHz and 25 kHz. The
selected spacing is green. The selected state is displayed on the
RADIO 2/2 page.
D 6R RETURN -- Pushing this key shows the RADIO 2/2 page.

REV 2 Oct 2006 12-45
TCAS/XPDR
The TCAS/XPNDR 1/2 detail page, shown in Figure 12--25, is
described in detail in Section 18, Traffic Alert and Collision Avoidance
System. It accesses the controls and data specific to the transponder
and TCAS systems and operating mode.
Figure 12--25
TCAS/XPDR 1/2 Page

12-46 REV 2 Oct 2006
HF COM 1/1
Figure 12--26 shows the sequence of screens that are associated with
high frequency (HF) communication radios.
Figure 12--26
HF COM Radio Tuning Logic Diagram

REV 2 Oct 2006 12-47
The HF 1 communications detail pages are described in this section.

Simplex mode is shown in Figure 12--27. Split mode is shown in Figure
12--28. Emergency mode is shown in Figure 12--29. The HF 1 detail
pages control the functions that follow:
D HF tuning (manual and memory)
D HF tuning mode selection
D Transmit power selection
D Squelch
D Operating mode selection.
The tuning functions work just like the VHF COM selections. In addition,
each of the tuning modes that HF radios supply are also selected on this
page. The tuning modes are:
D Simplex
D Split (duplex)
D Emergency
D International Telecommunications Union (ITU) channel numbers.

12-48 REV 2 Oct 2006
Figure 12--27
HF1 Simplex Mode Page

REV 2 Oct 2006 12-49
Figure 12--28
HF1 Split Mode Page

12-50 REV 2 Oct 2006
Figure 12--29
HF1 Emergency Mode Page
D 1L ACTIVE Simplex Operation -- Line select key 1L shows the

active frequency and active emission mode (EM). Pushing LSK 1L
puts the cursor box around the first two characters of the active
frequency and puts the tuning curl symbol to the right of the active
frequency. The frequency is changed using the tuning knobs.
— Split Operation -- LSK 1L shows the active receive/transmit

frequency and active emission mode. Pushing the LSK once
puts the cursor box around the first two characters of the active
receive frequency and puts the tuning curl symbol to the right of
the active receive frequency. Pushing the LSK a second time
puts the cursor around the next three characters of the active
transmit frequency and puts the tuning curl symbol to the right
of the active transmit frequency. The active emission mode is
displayed to the right of the active receive frequency.

REV 2 Oct 2006 12-51
— ITU Operation -- LSK 1L shows the active ITU channel,

corresponding receive and transmit frequencies, and the active
emission mode. Pushing this key puts the cursor box around the
active ITU channel and puts the tuning curl to the right of the
active ITU channel. The outer tuning knob changes the first two
digits and the inner knob changes the last two digits.
— Emergency Operation -- LSK 1L shows the active EMRG

channel, corresponding ITU channel (if available), and
corresponding receive and transmit frequencies. Pushing the
LSK puts the cursor around the active EMRG channel and puts
the tuning curl to the right of the active EMRG channel. The outer
tuning knob and inner tuning knob are used to scroll through the
six available EMRG channels.
Pushing the LSK a second time switches the EMRG channel to simplex
format so that the receive and transmit values are the same.
D 2L TRANSFER -- The active and preset values for

frequency/channel, active mode and emission mode, are swapped
by pushing the 2L key. This transfers the values entered for the
preset to the active frequency/channel, active mode and active
emission mode of the HF radio. The values that were set for the HF
radio are moved to the preset.
D 3L Simplex Operation -- LSK 3L shows the preset frequency and

preset emission mode. Pushing the 3L key puts the cursor box
around the first two characters of the preset frequency and puts the
tuning curl symbol to the right of the preset frequency.
— Split Operation -- LSK 3L shows the preset receive/transmit

frequency and preset emission mode. Pushing 3L once puts the
cursor box around the first two characters of the preset receive
frequency and puts the tuning curl symbol to the right of the
preset receive frequency. Pushing the 3L LSK a second time
puts the cursor around the next three characters of the preset
transmit frequency and puts the tuning curl symbol to the right
of the preset transmit frequency.
— ITU Operation -- LSK 3L shows the preset ITU channel and the
preset emission mode. Pushing 3L puts the cursor box around
the preset ITU channel and puts the tuning curl to the right of the
preset ITU channel. The outer tuning knob changes the first two
digits and the inner knob changes the last two digits.

12-52 REV 2 Oct 2006
— Emergency Operation -- LSK 3L shows the preset EMRG

channel, corresponding ITU channel (if available) and
corresponding receive and transmit frequencies. Pushing LSK
3L key puts the cursor box around the preset EMRG channel and
puts the tuning curl to the right of the preset EMRG channel. The
outer tuning knob and inner knob is used to scroll through the six
available EMRG channels.
D 4L Monitor Transmit -- LSK 4L is functional when the active

operational mode is either SPLT, ITU or EMRG. Pushing LSK 4L
sets the receive frequency to the transmit frequency. This permits
the pilot to listen on the transmit frequency before talking on the
transmit frequency. When LSK 4L is pushed the active receive and
transmit frequency shows at 1L and does not change but the
MONITOR XMIT annunciator is displayed. Pushing 4L again sets
the receive frequency back to the value displayed at 1L and changes
the annunciator to MONITOR XMIT .
D 5L Set Operational Mode -- The operational mode for the active

or preset is modified by toggling LSK 5L. The operational mode
cycles through the four choices -- SMP (Simplex), SPLT (Split),
EMER (Emergency) or ITU. The currently selected mode is green.
The nonselected modes are white.
When the cursor box is located on the active frequency, pushing 5L
changes the active operational mode. When the cursor box is located
on the preset frequency, pushing 5L changes the preset operational
mode. When the cursor box is not located on either the active or preset
frequency, the 5L is not operational.
D 6L MEMORY/EMRG SETUP -- If the active operational mode is

Simplex (SMPL), Split (SPLT) or ITU, pushing 6L shows to the
HF MEMORY 1/2 page. If the active operational mode is
Emergency (EMRG), pushing 6L shows the
EMERGENCY SETUP page.
D 1R Set Squelch Type -- LSK 1R cycles through the different
squelch types. The selected type is green. Each push of the key
changes the next selection from white to green. There are four
possible choices for squelch type: SQL, SQH, SBL, and SBH. The
squelch types are as follow:
— SQL -- Signal Strength Squelch: supplies a low noise and high

signal environment.
— SQH -- Audio Noise Squelch: supplies a low noise environment.
— SBL -- Audio Frequency Syllabic Content Squelch: supplies

low--level voice signals.

REV 2 Oct 2006 12-53
— SBH -- Audio Frequency Syllabic Content to Noise Squelch:

supplies normal level voice signals
D 3R Squelch Level -- The squelch level for the HF radio is set by

pushing the 3R key. The squelch level entries vary depending on the
squelch type that is selected with 1R LSK.
— SQL or SQH -- For these two types, the squelch level is a

numeric value between 0 and 31. This value is entered two ways:
-- Enter the value in the scratchpad, then push LSK 3R. The
value must be between 0 and 31 for the entry to be valid.
-- Push LSK 3R, then use the tuning knob to change the value.
Either knob is used. One click clockwise increases the
squelch level by 1 and one click counterclockwise decreases
the squelch level by one. The squelch level value (0 to 31) is
displayed in large white font .
— SBL or SBH -- For these types of squelch, the LSK 3R is used

to cycle through the different squelch levels. The selected level
is green. Each push of the key changes the next selection from
white to green. There are four possible choices for squelch level:
OFF, LO, MED, and HI.
D 5R -- The 5R key is used to cycle through the different emission

modes. The selected level is green. Each push of the key changes
the next selection from white to green. There are six possible
choices for emission modes. The emission modes are as follow:
— Upper sideband voice (UV)
— Lower sideband voice (LV)
— Upper sideband data (UD)
— Lower sideband data (LD)
— Amplitude modulation (AM)
— Reduced carrier (RC).
The selected mode is green.

12-54 REV 2 Oct 2006
HF Detail Page
The HF 1 2/2 page, shown in Figure 12--30, is used to select a clarifier

value, transfer HF control, and set the power level for the HF radio.
Figure 12--30
HF 1 Detail 2/2 Page
D 1L CLARIFY -- The listener uses the clarify function to slew the

receiver frequency up and down 250 Hz from the displayed
frequency in 10 Hz increments. This compensates for minor
frequency shifts between the transmitter and receiver due to
propagation, Doppler shift and other factors. The clarifier level for
the HF radio is set by pushing LSK 1L. The value is entered through
the scratchpad or by using the tuning knob. The value must be
between --250 and 250 to be valid.
D 6L MEMORY -- Pushing LSK 6L displays the HF memory page

described in the following paragraphs.

REV 2 Oct 2006 12-55
D 1R TX POWER -- The TX power for the HF radio is set by pushing

LSK 1R. The TX power only affects upper and lower sideband
operation. AM and Data modes are not affected. Pushing 1R cycles
through the three choices -- LO, MED, and HI. The active setting
is green the others are white. If the HF radio is invalid, all three
choices are displayed in small white font.
D 5R HF POWER -- LSK 5R toggles the HF power ON and OFF. The

active setting is green, the other is white.
D 6R RADIO 2/2 -- Pushing 6R returns the MCDU to the RADIO 2/2

page.
HF MEMORY 1/2 and 2/2

The HF MEMORY consists of two pages. HF MEMORY 1/1 , shown
in Figure 12--31, is described in the following paragraphs. The pages
function identically. The functions are the same as the VHF COM and
VHF NAV memory pages. The displays are different from the VHF COM
and VHF NAV pages so that two line frequencies are displayed (for split
mode tuning). Display screen space does not permit labels for HF
memory locations.
The HF memory pages contain the active HF frequency, six stored

frequencies, and controls for changing the tuning and operating modes
for each memory.
Access to HF MEMORY 2/2 is by the NEXT or PREV function

keys.

12-56 REV 2 Oct 2006
Figure 12--31
HF MEMORY 1/2 Page
D 1L -- Push LSK 1L to tune the HF radio with the values in the

currently selected memory location. This includes the frequency/
channel, operational mode, and emission mode.
D 2L, 3L, 4L, 2R, 3R, 4R -- Pushing these keys puts the cursor at the
selected memory location. The first push puts the cursor around the
first two digits of the frequency value. If the memory location is in a
split mode, then the cursor goes around the first two digits of the
receive frequency. Pushing the key again when the memory channel
is in split mode, moves the cursor to the first two digits of the transmit
frequency.
D 5L OP MODE -- The operational mode for the selected memory

location is modified by pushing the 5L key. The key cycles through
the four choices -- SMPL, SPLT, EMRG and ITU. The active
setting is green, the others are white.
Put the cursor on the mode to be changed. The cursor location

determines which memory location mode to change.

REV 2 Oct 2006 12-57
D 5R EM MODE -- The emission mode for the selected memory

location is changed by pushing LSK 5R. The key cycles through the
six choices -- UV, LV, UD, LD, AM, and RC. The active setting is
green, the others are white.
Put the cursor on the mode to be changed. The cursor location
determines which memory location mode to change.
D 6L HF1 -- Pushing this key shows the
HF EMRG CHAN SETUP 1/1 page, defined in the following
paragraphs.
HF Emergency Channel Setup Page

The HF EMRG CHAN SETUP 1/1 page, shown in Figure 12--32, is
used to change preprogrammed emergency channels. The emergency
frequency information in emergency channel 1 cannot be changed.
Changes to the emergency channels are stored like the memory values
so they are not lost between power cycles.
Figure 12--32
Emergency Channel Setup 1/1 Page

12-58 REV 2 Oct 2006
D 3L, 5L, 1R, 3R and 5R -- Pushing these keys puts the cursor at the
selected emergency channel. The first push puts the cursor box
around the first two digits of the frequency value. If the emergency
channel is in a split mode, the cursor is placed around the first two
digits of the receive frequency. Pushing the key again, when the
emergency channel is in split mode, moves the cursor to the first two
digits of the transmit frequency.
D 6L -- Pushing LSK 6L toggles the emergency channel highlighted by

the cursor between SMPL and SPLT. When the cursor is on an
emergency channel in simplex mode, pushing LSK 6L changes the
emergency channel to split mode. The active setting is green, the
other is white.
D DEL Key -- Pushing the DEL key returns the value of the emergency
channel highlighted by the cursor to the preprogrammed emergency
channel. This means the emergency channels are returned to their
initial values.
HF Emergency Channel Abnormal Operation

In the event of a main generator failure, the remaining operational
generator will supply both direct current (DC) buses through the
transformer rectifier units (TRU) without affecting the HF
communication system. The auxiliary power unit (APU) generator can
also take over the failed main generator and feed the DC bus and the
HF communication system is not affected. In the case of a single TRU
failure, the remaining operational TRU will supply both DC buses
without affecting the HF communication system.
If both transformer rectifier units (TRUs) fail or if the HF communication

system does not operate, the crew can use the VHF communication
system for shorter ranges.
The HF fail is annunciated with an amber dashed line on the HF

frequency on the MCDU.
If the HF coupler pressurization fails to support operation, the HF

reduces power, which is displayed on the power settings of HF detail
page 2/2.
If a pressure failure has occurred, the HF system assumes there is no

pressurization in the coupler, so the system limits the output power to
no more than 50W peak envelope power for single sideband operation
and the following messages are displayed:
D HF POWER REDUCED on the scratchpad portion of the HF page

on MCDU during flight.

REV 2 Oct 2006 12-59
D On landing, HF COUPLER PRESSURE FAIL is displayed on the

scratchpad of the MCDU.
If the HF coupler fails to tune to the selected frequency, a TUNE FAIL

is annunciated on both the HF detail pages as well as in the MCDU
scratchpad.
ADF 1 Page
Figure 12--33 shows the pages associated with the automatic direction
finder (ADF) system.
Figure 12--33
ADF Radio Tuning Logic Diagram

12-60 REV 2 Oct 2006
The ADF 1 page, shown in Figure 12--34 shows the active, preset,
and selected memory frequencies for the automatic direction finders.
It displays the controls for the active mode (antenna, ADF, beat
frequency oscillators [BFO], and voice). It is also used to access the
ADF memory pages or return to the Radio 2/2 page.
Figure 12--34
ADF 1 Page
D 1L Active ADF Frequency -- This section shows and controls the

active ADF frequency on the selected radio in green. The white
page title shows which ADF was selected. Pushing 1L swaps the
active and preset frequencies when the cursor is on field 2L.
Pushing 1L copies a frequency stored in memory when the cursor
is on field 3L for the selected ADF radio. A scratchpad entry into the
field replaces the preset frequency with the previous active
frequency.
D 2L Preset ADF Frequency -- This section shows the ADF preset

frequency.

REV 2 Oct 2006 12-61
D 3L MEM TUNE -- This section shows and controls the ADF

memory. This is the default field for the cursor box when the ADF
page is displayed. Turning the tuning knob while field 3L is selected
cycles through the frequencies stored in memory by location, and
shows the associated label and the stored frequency below.
D 6L MEMORY -- Pushing this key shows the ADF MEMORY 1/2

page.
D 4R TEST -- Pushing this key toggles the test mode ON or OFF.
D 5R MODE -- Pushing this key toggles the ADF operating mode for
the selected ADF. The active mode is in green.
ADF MEMORY Page

The radio tuning function supports 12 ADF memories displayed on two
pages. In addition to entering or dialing--in frequencies for each memory
location, a text label of up to 8 characters is entered for each stored
frequency. The default label for each memory is MEMORY, a dash, and
the memory number ( MEMORY -- 3 ), with the memory number
always on the outboard edge of the display. The ADF MEMORY page
is shown in Figure 12--35 and it is described in the paragraphs that
follow.
Labels are entered by typing into the scratchpad and pushing the LSK
adjacent to the desired frequency. When the radio tuning function
recognizes a valid frequency for the radio, the scratchpad data goes
into the frequency field. When the entry is not valid, the entry is
recognized as a label and it is entered into the label field above the
frequency. A label is replaced by making another scratchpad entry into
a memory field, or by pushing the DEL key. Pushing the DEL key
puts the text DELETE in the scratchpad. When DELETE entered on
a memory field, it deletes the associated text label and returns it to the
default label. If the DEL key is used on a memory where there is no
user--entered label, the frequency is deleted from memory.

12-62 REV 2 Oct 2006
Access to the ADF MEMORY 2/2 page is by the NEXT and PREV
function keys.
Figure 12--35
ADF MEMORY 1/2 Page
D 1L ADF1 -- This section shows and controls the active ADF

frequency on the selected radio in green. The white title shows
which ADF was selected. Pushing 1L copies the field highlighted by
the cursor into the active frequency and moves the previously active
frequency into the preset field. A scratchpad entry into the field
replaces the preset frequency with the previous active frequency.
D 2L, 3L, 4L -- These sections show the ADF memories 1 thru 3 ( 7

thru 9 on ADF MEMORY 2/2 ).
D 2R, 3R, 4R -- These sections show the ADF memories 4 thru 6 ( 10

thru 12 on ADF MEMORY 2/2 ).
D 5R ADF1 -- Pushing this key shows ADF detail page.

REV 2 Oct 2006 12-63
PFD Radio Setup

Radio navigation information (ADF, VOR, DME, ILS, and MB) is
displayed on the PFD, as shown in Figure 12--36. The PFD is a
secondary method to tune the radio. It uses the CCD to tune two VHF
and NAV channels.
Figure 12--36
PFD Radio Displays
The COM and NAV active and standby frequencies are shown in boxes
in the bottom left and right corners of the PFD display, as shown in
Figure 12--37. The active frequency is displayed in green and the
standby is displayed in white.
The frequencies are selected using the CCDs. The item that is currently
selected by the CCD is shown in an enlarged and highlighted cyan
box (the PFD cursor). The frequencies are tuned using the CCD
knobs. The outer concentric knob tunes the digits to the left of the
decimal point. The inner concentric knob tunes the digits to the right of
the decimal point. The CCD enter key selects a tuned frequency and
swaps the active and standby frequencies.
The radios that are displayed on the PFD are set by accessing the
PFD RADIO SETUP page from the SETUP page on the MCDU, as

12-64 REV 2 Oct 2006
Figure 12--37
PFD Radio Setup Page

REV 2 Oct 2006 12-65
The PFD radio setup page is only used to substitute aircraft radios into
the right and left radio tuning displays on the two PFDs. It cannot
change frequency values. Use the CCD to change frequency values.
The screen is divided in two parts. The left half controls the pilot’s side
and the right half controls the copilot’s side. The description that follows
is based on the MCDU and HSI section of the PFD shown in Figure
12--38. The pilot and copilot sections of the PFD RADIO SETUP page
operate identically.
Figure 12--38
MCDU and HSI for Radio Set Up

12-66 REV 2 Oct 2006
D 1L Pilot Left Side Radio -- The PILOT L title identifies the left
side radio box on the HSI. The green radio name identifies the
radio assigned to that box.
D 2L Pilot Right Side Radio -- The PILOT R title identifies the right
side radio box on the HSI. The green radio name identifies the
radio assigned to that box.
D 4L Cursor Definition -- LSK 4L toggles between LEFT or RIGHT.

The selected side is green, the unselected side is white. When
LEFT is selected, the cyan cursor box is displayed around the
left side radio box on the HSI. The size of the box and the
alphanumerics in the box increase, as shown in Figure 12--38.
D 5L Radio Select -- When LSK 5L is pushed, the white cursor

surrounds the radio name and the tuning cursor is displayed to the
right side of the box. The tuning knob is used to scroll through the
radios available for display. When the correct radio is in the cursor
box, pushing 1L or 2L replaces the existing radio with the radio
displayed in the cursor box.
D 6R Miscellaneous Menu -- Pushing 6R returns the MCDU display

to the SETUP menu.

REV 2 Oct 2006 12-67
RADIO INTERACTIONS
The radio tuning function expects to receive an acknowledgement
when the radio is successful in completing each tuning command. The
MCDU sends the appropriate tuning command to the specified radio
and waits for confirmation. If no confirmation is received within the
timeout period, the frequency display on the page changes to amber
and a scratchpad message is issued, as shown in Figure 12--39. The
pilot can try to tune the radio again if the fault was transient or was
cleared by crew action.
Figure 12--39
Amber Radio Indications

12-68 REV 2 Oct 2006
Scratchpad Messages
The FMS generates messages that alert the pilot to certain conditions.
The messages are displayed in the scratchpad and light the blinking
amber MSG light on the PFD (for alert messages only). Any entry
already in the scratchpad is placed in a stack. The CLR key clears a
message and displays the next message or entry from the stack. When
the crew corrects the condition that caused a message, the message
is cleared.
Messages are displayed in the priority order that follows:
D Alert messages
D Advisory messages
D Delete
D Entry from scratchpad or line select keys.
If the scratchpad contains a message, the message must be cleared

before any alphanumeric entries are used with the line select keys. Any
alphanumeric entry that is made while a message is displayed is placed
in the scratchpad and displayed in the priority order described.
The scratchpad alert messages that are generated are listed in

Table 12--3. The scratchpad advisory messages are listed in
Table 12--4. Other scratchpad messages are listed in Table 12--5.

REV 2 Oct 2006 12-69
Table 12--3
Scratchpad Alert Messages
ALERT DEFINITIONS
ACTIVE MODE IS MAG Magnetic heading has been

HDG automatically selected.
ACTIVE MODE IS TRUE True heading has been

HDG automatically selected.
CHECK ALT CONSTRAINT The pilot must check altitude

constraints for a conflict between
type of constraints (CLB or DES)
and current flight mode (climb or
descend).
CHECK BARO SET The aircraft has passed the

transition altitude by more than
1,000 ft. or is leveling off and the
baro set is not properly adjusted.
Appears during climbs and
descents.
CHECK DEST FUEL The destination fuel equals zero.
CHECK GPS (X) POSITION The position from the identified

GPS sensor is more than 10 nm
from the FMS position.
CHECK IRS (X) POSITION The position from the identified IRS
sensor is more than 10 nm from the
FMS sensor.
CHECK RESERVE FUEL The planned reserve fuel is equal to

or less than the reserve fuel
required.
CHECK SPD/ALTITUDE The upcoming speed and/or

LIMIT altitude constraint must be checked
and proper action taken in order to
meet the constraints.
CHECK SPEED The FMS detects that a waypoint

CONSTRAINT speed constraint will be exceeded.

12-70 REV 2 Oct 2006
Table 12--3 (cont)

ALERT DEFINITIONS
CHECK VOR/DME (X) The position from the VOR/DME is

POSITION more than 10 nm from the FMS
position.
COMPARE FMS The position of the FMSs have a

POSITIONS difference greater than 1.5 times
active RNP. The system continues
to operate normally.
COMPARE FUEL The FMS fuel quantity,

QUANTITY decremented by fuel flow and
sensed fuel quantity, differ by more
than 2% of the zero fuel weight.
DELETE The value in the scratchpad is

deleted.
DME (X) FAILED The FMS senses a DME failure for

the identified unit.
END OF FLIGHT PLAN This annunciator indicates the last

defined waypoint. It does not apply
to the destination waypoint.
ENTERING POLAR The polar region North or South has

REGION been entered.
EXCEEDS MAX LANDING The projected landing weight

WT exceeds the max landing weight.
EXITING POLAR REGION The aircraft is leaving the polar

region at 84 North or South.
FLT PATH ANGLE TOO The VNAV flight path angle

STEEP exceeds the limit (6 degrees).
FLT PLAN RECEIVED An AFIS flight plan has been

received.
FMS POSITIONS The FMS positions differ by 10 nm

DIFFERENT or more.

REV 2 Oct 2006 12-71
Table 12--3 (cont)

ALERT DEFINITIONS
FMS IN USE ON MCDU 1/2 This annunciator is displayed when

one MCDU is connected to the
single FMS and either pilot--entered
data or MCDU activity has been
detected within a certain time frame
as set by the APM Parameter.
FULL PERF UNAVAIL A numerical fault has occurred in

the active predictions and the FULL
PERF mode is not available.
GPS (X) FAILED Inputs from the GPS have failed.
GPS RAIM ABOVE LIMIT The RAIM value is above the limit
for the current phase of flight.
GPS RAIM UNAVAILABLE Raim is not being generated by the

GPS receiver.
HIGH HOLDING GRD SPD The groundspeed exceeds the limit

for the FAA allowable size of
holding pattern.
HIGH PCDR TURN GRD The groundspeed exceds the limit

SPD for the procedure turn.
INDEPENDENT The system reverted to

OPERATION independent operation.
INVALID AIRCRAFT DB The aircraft database has been

corrupted and has been cleared
and initialized.
INVALID COMPANY DB The company route database has

been corrupted. Reload the
database.
INVALID CUSTOM DB The custom database has been

corrupted and has been cleared
and initialized.

12-72 REV 2 Oct 2006
Table 12--3 (cont)

ALERT DEFINITIONS
INVALID ENTRY The entry in the scratchpad is

invalid.
INVALID NAV DB The navigation database is invalid

and is not useable. Reload the
database.
LAST LEG The active leg is the last leg of the

flight plan and TO waypoint is not
the destination.
NEW MESSAGE AVAIL A new AFIS message is available.
NEW SIGMETS AVAILABLE New SIGMETS are available

(AFIS).
NEW WINDS AVAIL New winds are available (AFIS).
NEW WX REPORTS AVAIL New weather reports are available

(AFIS).
NO POSITION SENSORS The DR light is turned ON.
OFFSET CANCEL The offset has been canceled.
OFFSET CANCEL NEXT The offset is canceled at the next

WPT waypoint in the flight plan.
PERF--VNAV The pilot is requesting a

UNAVAILABLE performance/VNAV function before
sufficient data has been entered.
The ususal common cause is
altitude preselect has not been set.
PILOT RNP CANCEL NEXT The active waypoint has a smaller

WPT RNP than the previously entered
pilot RNP.

REV 2 Oct 2006 12-73
Table 12--3 (cont)

ALERT DEFINITIONS
PILOT RNP CANCEL The aircraft is within the waypoint

sequence alert distance and the
RNP on the next leg is less than the
current RNP.
RAIM WILL EXCEED LIMIT RAIM will exceed limit for phase of
flight.
RE--LOGON TO ATC Pilot must logon to the ATC center.

CENTER
RESET ALT SEL? The FMS is commanding a change

of altitude but the selector has not
been reset. The selector must be
reset before altitude change can
occur.
S.E. PERF UNAVAIL Single engine performance is not

available.
SINGLE OPERATION There is a problem between the

FMSs that inhibits full
communication between the
systems.
STORED FPL PERF A numerical fault is in the stored

UNAVAIL flight plan predictions.
UNABLE NEXT ALT The aircraft is unable to meet the

altitude constraint.
UNABLE RNP EPU is greater than RNP or HIL is

greater than the integrity limit.
UNABLE RNP NEXT WP The current EPU is greater than the

RNP required at the next waypoint.
USING CURRENT GS/FF This annunciator indicates the

current performance mode.
VOR (X) FAILED A VOR failure has occurred.

12-74 REV 2 Oct 2006
Table 12--3 (cont)

ALERT DEFINITIONS
WEIGHT DEFAULT -- LBS Weight option has defaulted to

pounds. The usual cause is an
invalid configuration mode or a
configuration mode that has not
been read.
WHAT -- IF PERF UNAVAIL A numerical fault has occurred in

the What--If predictions.

REV 2 Oct 2006 12-75
Table 12--4
Scratchpad Advisory Messages
ADVISORY DEFINITIONS
AIRCRAFT DB An attempt has been made to

SYNCHRONIZED crossload an aircraft database to an
FMS where the ACDB already
matches.
AIRCRAFT DB REQD The pilot must load an aircraft

database before selecting the FULL
PERF mode.
ALREADY EXISTS A duplicate entry has been entered

and is not permitted.
BACK COMPLETE You have returned as far back as

possible.
BRG/CRS MUST BE IN The bearing entry must be in true

TRUE because the reference waypoint is
outside the coverage of the
magnetic variation table.
BUSY -- REENTER LAST A change to the custom database

CHG was attempted when the
cross--side had locked the custom
database while a change was in
progress.
CAPTURE DISK IS FULL The disk in the data loader is full.
CUSTOM DB An attempt has been made to

SYNCHRONIZED crossload a custom database to an
FMS where the CDB already
matches.
CHECK *PD PLACEMENT The waypoint was inserted

someplace other than the exact
spot indicated by the entry.
CHECK DATA LOAD (XX) The attempted data load has failed.
The failure reason is given by the
value xx. (See Table 12--6.)

12-76 REV 2 Oct 2006
Table 12--4 (cont)

CHECK LOADED WIND There was a problem with some of

TEMP the wind/temp data that was loaded
with the flight plan when it was
activated.
DATABASE OUT OF DATE NAV database is not current.
DATALOADER IN USE Dataloader is being used.
DATALOADER UPDATE Dataloader needs an update for the

NEEDED requested function.
DB TRANSFER ABORTED Database transfer has been

aborted.
DB TRANSFER COMPLETE Transfer of the database is

complete.
DB TRANSFER IN Transfer of the database is in

PROGRESS progress.
DISK IS NOT FORMATTED The disk in the dataloader needs to

be formatted.
DISK IS WRITE The disk is write protected.

PROTECTED
DUPLICATE FLT PLAN A stored flight plan name already

NAME exists.
ENDING WPT NOT FOUND The ending waypoint cannot be

found.
EXCEEDS CERT CEILING The entered altitude is above the

certified ceiling for the aircraft.
EXCEEDS MAX GROSS The gross weight exceeds the

WEIGHT maximum ramp weight.
FILE NOT FOUND The requested file is not on disk.

REV 2 Oct 2006 12-77
Table 12--4 (cont)

FLIGHT PLAN FULL The flight plan is full and is

displayed when the pilot attempts to
enter 100 waypoints.
FLT PLAN CHANGED The fixed location at which a pattern

is defined is different from when it
was defined in the stored flight plan.
FPL CONTAINS INVALID The stored flight plan has undefined

WPT or invalid waypoints.
FPL STORAGE FULL The storage area for flight plans is

full.
INTERSECTION NOT Waypoint does not intersect the

FOUND flight plan.
INVALID DELETE This annunciates an invalid deletion

attempt.
INVALID DIRECT TO This annunciator indicates an

invalid DIRECT TO.
INVALID ENTRY The entry is not in the correct

format.
ISA DEV EXCEEDED The entered temperature has

caused the ISA deviation to be
exceeded at altitude.
LABEL CANNOT BE The label specified in the aircraft.

CHANGED database is required and cannot be
changed.
LIST FULL Entry into a list is not allowed

because it is full.
MULTI FMS LOAD It is not possible to load the

UNAVAIL navigational database to all FMSs.

12-78 REV 2 Oct 2006
Table 12--4 (cont)

NAV DB SYNCHRONIZED An attempt has been made to

crossload a navigation database to
an FMS where the navigation
database already matches.
NO CROSSING POINT No crossing points are found for the

FOUND CROSSING POINTS page.
NO CRS TO ARC No intercept to the arc is found for

INTERCEPT the input definition.
NO DISK INSTALLED No disk is installed in data loader.
NO FLIGHT PLAN Origin or origin/destination is

entered on the flight plan list page
and there is no flight plan with the
same origin or destination.
NO INPUT ALLOWED No input is allowed.
NO PRESENT POSITION An action is requested that requires

a present position.
NOT ALLOWED Software load is not possible.
NOT A NAVAID An entry that was made was not a

navaid.
NOT AN AIRPORT An entry that was made was not an

airport.
NOT IN DATABASE The pilot requested data that was

not in the database and cannot be
pilot--defined.
ORBIT RADIUS/GS The groundspeed is too high to fly

CONFLICT the orbit at the defined radius.
RADIALS DO NOT The radials defined for the intercept

INTERSECT do not cross.

REV 2 Oct 2006 12-79
Table 12--4 (cont)

RUNWAY NOT FOUND The database does not contain the

entered runway at the designated
airport.
SET IRS 1/2/3/4 MAG HDG
SINGLE/INDEPENDENT The operating mode must be single

REQD or independent before accessing
the CLEAR CDB page.
TUNE FAIL The system failed to tune. Cancel

when re--keying the mike or select
new frequency.
UNABLE *PD PLACEMENT The PD waypoint has been

restricted from placement in the
flight plan.
UNABLE APPROACH MOD An attempt is made to change the

lateral path between the FAP and
the MAP.
UNABLE HOLD CHANGE The pilot attempted to change the

holding pattern definition while in
holding and not on the inbound leg.
UNABLE MANUAL The FMS time and date is being

CLOCKSET slaved to outside time and date
(such as GPS or aircraft) and
cannot be changed.
UNABLE OFFSET An attempt was made to insert an

offset during holding, a STAR, or a
SID.
UNABLE PCDR TURN A change to the procedure turn

CHANGE definition is inhibited after the
procedure turn is started.
UNABLE TO SEND The FMS has been waiting for a

DOWNLINK network acknowledge for a linked
message for 5 minutes.

12-80 REV 2 Oct 2006
Table 12--4 (cont)

UNABLE TUNE REQUEST The pilot entered a frequency while

the radios were in manual mode.
UNABLE--CDB XLOAD IN
PROG
USED BY ACTIVE FPL The pilot tried to delete a waypoint

from storage that is used in the
active flight plan.
USED BY OFFSIDE ACT The pilot tried to delete a waypoint

FPL from storage that is used in the
active flight plan.
VERT DIR OVER MAX ANG The angle computed during a

VERTICAL DIRECT TO exceeds
the limit. In this case, the angle is
set to the max limit (6).
VERT DIR UNDER MIN The angle computed during a

ANG VERTICAL DIRECT TO is under
the limit. In this case, the angle is
set to the min limit (1) and the
descent is started at that time.
WAYPOINT NOT FOUND The entered waypoint cannot be

found. If this occurs when
attempting to enter an airway into a
flight plan, the waypoint is not part
of the referenced airway.
WIND EXCEEDED AT CRZ The wind entered at altitude has

ALT caused the wind at the cruise
altitude to be exceeded.
WPT STORAGE FULL The storage area for pilot--defined

waypoints is full.

REV 2 Oct 2006 12-81
Table 12--5
Scratchpad Other Messages
OTHER DEFINITIONS
APPROACH CLIMB The landing calculations are

LIMITED approach climb limited.
ATC NOT AVAILABLE This message is displayed if Air

Traffic Service (ATS) Future Air
Navigation System (FANS)
Datalink is not configured on the
aircraft.
ATT /HDG 1/2 FAILED The FMS is no longer receiving

heading and attitude data for the
identified unit.
CANCEL PILOT RNP NEXT This alert will be displayed in the

WP CDU scratchpad when the active
waypoint has a smaller RNP than
the previously entered pilot RNP.
CHECK ATT/HDG CONFIG More than one input has been

configured with the same ASCB
ATT/HDG sensor number.
CHECK DATE/TIME ENTRY Manual entry is not updated by the

clockset function.
CHECK DMU The FMS has been waiting for a

flight plan from the AFIS DMU for
over 60 seconds.
CHECK FLT ID The MRC flight ID does not match

the FMS flight ID between 10 and
15 seconds after pilot entry.
CHECK GPS CONFIG More than one input port has been
configured with the same GPS
sensor number or multiple GPSs
are configured and one of the
sensors has an SDI of zero.

12-82 REV 2 Oct 2006
Table 12--5 (cont)

OTHER DEFINITIONS
CHECK IRS CONFIG More than one input port has been
configured with the same IRS
sensor number or multiple IRSs are
configured and one of the sensors
has an SDI of zero.
CHECK RADIO CONFIG The on--side radio has been

configured to an invalid
configuration.
CONFIG DATA INVALID The configuration module failed at

power up.
E.O. PERF UNAVAIL Engine out performance is not

available.
EXCEEDS MAX TAKEOFF The T/O weight exceeds the

WEIGHT maximum allowed. In this case,
takeoff data is computed at the
maximum allowable takeoff weight.
EXCEEDS P ALTITUDE Pressure altitude is exceeded.

LIMIT
EXCEEDS WIND LIMITS The wind limits for takeoff/landing

are exceeded.
FN NOT AVAILABLE There is no special function defined

by or available from the FMS.
FPL AUTO LOAD Automatic loading of the active

DISABLED flight plan to the warm spare FMS
has been disabled. This occurs if
the warm spare FMS is coupled to
the flight director.
HOLD This annunciator shows when

entering or reviewing a holding
pattern from the PATTERNS page.

REV 2 Oct 2006 12-83
Table 12--5 (cont)

OTHER DEFINITIONS
HF COUPLER PRESSURE This annunciator shows on landing

FAIL when pressure has failed and HF
system limits power output to no
more than 50W PEP for SSBD
operation.
HF POWER REDUCED HF system scales back power due

to antenna pressure failure.
INVALID OBSTACLE The obstacle distance and/or

ENTRY elevation entry exceeds the limits of
a table used in the calculation of
obstacle clearance.
IRS 1/2/3/4 FAILED The FMS senses the identified IRS

has failed.
LANDING CLIMB LIMITED The landing calculations are

landing climb limited.
LANDING OUT OF LIMITS The landing calculation is out of

limits after the initial calculation.
NO ACTIVE FPL There is no active flight plan when

requesting a flight plan update from
AFIS.
NO UPLINK FPL AVAIL An AFIS flight plan has not been

received when requesting to load
an AFIS flight plan.
OAT/ISA LIMIT EXCEEDED This message is displayed when

the sensed OAT or ISA deviation
exceeds the limit.
OBSTACLE DIST The entered obstacle distance is

CONFLICT less than an entry of stopway or
clearway.
PERF CEILING LIMITED The initial cruise altitude is above

the computed ceiling altitude and
performance is being limited to the
computed ceiling altitude.

12-84 REV 2 Oct 2006
Table 12--5 (cont)

OTHER DEFINITIONS
RTA UNAVAILABLE AT The RTA cannot be achieved at a

<XXX> given waypoint.
TAKEOFF OUT OF LIMITS The takeoff calculation is out of

limits after the initial calculation.
TEMP COMP ACTIVE TEMP COMP ACTIVE shows in the

MCDU scratchpad at the same time
as the VTA when approaching the
first waypoint with temperature
compensation. The message is
canceled automatically when the
waypoint is sequenced.
TO ENTRIES INHIBITED No entries can be made to takeoff.

This occurs when making an entry
to takeoff and power has been
advanced for takeoff.
TO WEIGHT LIMITED The current gross weight is

between the maximum takeoff
weight and the maximum ramp
weight for the aircraft and the
takeoff gross weight used by the
Takeoff and Landing function has
been limited to the maximum
takeoff weight for the aircraft.
V1VR CNST OUT OF One of the inputs to the table used

BOUNDS to calculate V1VR ratio is outside
the limits of the table.
VERIFY RNP ENTRY VERIFY RNP ENTRY shows in the

MCDU scratchpad when the
manual entry of RNP (just
performed by the pilot) is greater
than the normal RNP for the current
phase of flight or the RNP from the
navigation database.

REV 2 Oct 2006 12-85
Table 12--6
Data Load Fail Codes
Fail Code Definition
01 No response to OPEN command

02 No response to STATUS command
03 Illegal database file header

04 No response to READ command
05 Error getting 1st flight plan record
06 Flight plan record too long
07 No disk installed
08 Status command failed
09 CRC is illegal
0A EE size in header is bad
0B File size in header is bad

0C Database size or serial number is 0
0D Database size in header is odd
0E Serial number is locked out
0F CRC lockout
10 Bad ZFW
11 Bad fuel weight
12 Bad cargo weight
13 Bad number of passengers

14 Bad initial cruise altitude
15 Bad cruise speed

16 Bad fuel weight
17 Bad cruise fuel flow
18 Bad waypoints count

19 Too many waypoints in flight plan
1A Bad alternate waypoint count

12-86 REV 2 Oct 2006
Table 12--6 (cont)

1B Too many waypoints in alternate
1C Odd number of bytes in block

1D File header locked out
1E Error getting identifier
1F Error getting latitude
20 Error getting longitude

21 Error getting speed constraint
22 Error getting flight level constraint

23 Error getting spot wind
24 Error getting spot temperature

25 Error getting metro flight level
26 Error getting first debug monitor record
27 Record greater than 80 characters
28 Read file not open
29 Read attempted at EOF

2A Command in work
2B Unknown Op code
2C Disk error during read
2D Disk error during write

2E Disk is write protected
2F Disk is full
30 No response to WRITE command
31 No response to CLOSE command

32 STATUS command illegal
33 No response from debug monitor
34 Unknown Op code

REV 2 Oct 2006 12-87
Table 12--6 (cont)

35 No response to FORMAT command
36 Data loader requires update

37 Illegal characters in read buffer
38 Read buffer overflow
39 Illegal open RO file
40 Regional NDB only

80 No response to async OPEN command
81 Async data loader stopped responding

82 Async receive queue overflow
83 Async GT10 unused packets

84 Unknown async packet
85 No async data received
86 No response to async command
87 Bad response to async command
90--9F Async packet check errors

F1 Flash setup error
F2 Flash change erase error
F3 Flash write error

12-88 REV 2 Oct 2006
13. Audio System
INTRODUCTION
This section describes the operation and components of the audio
system.
GENERAL
The cockpit audio system consists of the items that follow:
D Three AV--900 audio panels
D Radio modules within the modular radio cabinets (MRCs)
D Stand--alone communication line replaceable units (LRUs)
D Cockpit loudspeakers
D Headsets
D Microphones.
The passenger address system also interfaces with the digital audio
system.
The cockpit audio system supplies communication on the ATC

transceiver radios between the end points that follow:
D Aircraft and ground
D Cockpit and cabin
D Flight crew and ramp crew
D Flight crew in the cockpit.
It also converts digitized navigation radio audio and aural warning audio
to analog audio for broadcast on the flight crew headphones and cockpit
speakers. Digitization of all audio signals occurs in the MRC. The
system interfaces are divided between the radio cabinets.
The audio that is selected and used by the pilot’s and copilot’s audio
panels is also sent to and recorded in the two digital cockpit voice
recorders (CVR/DVR).
A28-- 1146-- 172 Audio System

REV 2 Oct 2006 13-1
The audio panel gives audio selection and control for the functions that
follow:
D VHF and HF COM radios
D PA and interphone system
D SATCOM (satellite communication)
D RAMP
D Cabin interphone operation
D Emergency radio system
D NAV radios
D ID filter
D DME and marker beacons
D SELCAL (selective calling)
D Crew aural warning system.
Each audio panel is used to select channels from the digital audio bus
to generate headphone and speaker signals. This permits the system
to individually select the radio function the crewmember wants to hear.
The cockpit audio system has three modes of operation. The modes of
operation are as follows:
D Normal operational mode
D Configuration mode
D Backup mode.
Normal Operational Mode

In the normal operational mode the cockpit audio system supplies
selection and volume control on each audio panel for the following:
D All ATC transceiver communication channels
D Routing of the microphone--in--use to the selected transmitter
D All radio navigation channels
D Master cockpit speaker
D Headphones
Audio System A28-- 1146-- 172

13-2 REV 2 Oct 2006
D Microphone switching to different radios
D Warning tones in the cockpit with input of up to five audio warning

channels available
D APU firebell audio signal
D Amplifiers to drive headphones and speakers
D Sending critical signals to the headphones without power
D Supplying a cockpit speaker ON/OFF switch.
The cockpit audio sytem is equipped with the following equipment at

each crew station:
D A headset including boom microphone
D An oxygen mask microphone
D Inputs for PTT switches
D External dedicated PA PTT
D A handheld microphone with PTT
D A dedicated cockpit speaker.
Configuration Mode
The configuration mode allows the pilot to change the user
configuration data. The following data is changed in the configuration
mode:
D Gains/levels for warnings
D SELCAL code
D Squelch preset levels
D Minimum gain to be used for all audio channels
D Default levels for all mic buses
D Speaker/headphone/audio balances
D Marker mute level

REV 2 Oct 2006 13-3
D CVR audio level
D Speaker sidetone level.
The audio panel (AV--900) enters the configuration mode when the
VHF1 mic button, HDPH button, and INPH button are pushed
simultaneously for 5 seconds while the aircraft is on--ground or when
the two network interface modules (NIM) are not transmitting on the mic
bus (no power applied). In configuration mode, the audio panel does the
following functions:
D Shows CONFIG on the display when it enters the mode.
D Cycles through the configuration options one at a time with each

push of the HDPH button.
D Shows each configuration option on the display as a mnemonic for

the option and number of that option. For options that are either ON
or OFF, either ON or OFF is displayed.
D Shows an asterisk on the display preceding the option selection

value when the value has been changed but not locked.
D Changes the option selection as the VOL knob is rotated.
D Removes the asterisk from the display as soon as the value has
been locked.
D Locks the change when the VHF1 mic button is pushed. The
asterisk is removed, confirming that the change is locked.
D Supplies the SAVE fuction for changes made into non--volatile

memory or discards them.
D Transmits the changes to all audio panels to prevent them from

having to be individually updated.
Note: After the first cycle forward, the system can also cycle backward
and the configuration options are cycled backward one at a time with
each push of the INPH button.
Backup Mode
Each audio panel has a backup mode that is selected if the audio panel
power fails or the digital audio bus fails. The backup mode supplies
microphone switching directly to the VHF COM and VHF COM audio
directly to the headphones. No power is required.

13-4 REV 2 Oct 2006
The backup mode is active when one or more of the following conditions
are satisfied:
D Power to the audio panel is lost.
D The BKUP switch--pot is set to the BKUP position (the switch--pot

latched in the OUT position).
Note: When the BKUP switch--pot is latched IN, the audio panel
operates normally where there is power to the audio panel.
In backup mode, the audio panel does the following functions:
D Directs the microphone signal directly to the COM designated as the

backup or emergency radio for that particular audio panel.
D Directs the headphone output from the backup or emergency radio

to the pilot’s headphone outputs without amplification.
D Controls the headphone volume via the potentiometer on the

BKUP VOL switch--pot when the BKUP switch--pot is set to the
BKUP position.
D Illuminates the backup volume control by the backlight when the

BKUP switch--pot is set to the backup position and there is power
to the audio panel.
D Permits selection of the MASK or BOOM microphone with the mic

switch--pot, and ignores button pushes for all other buttons on the
panel.
Audio Panel Controls

A front panel drawing of the audio panel is shown in Figure 13--1. The
controls include the following:
D Nine microphone selections ( MIC -- horizontal rectangles )
D Two function selections ( ID and SELCAL -- square )
D 14 audio selection buttons ( VOL -- small round with center dot )
D One multiplexed master volume control ( VOL -- large round )
D One backup volume control ( BKUP VOL -- medium size round

with center arrow )

REV 2 Oct 2006 13-5
D One Auto/Mask microphone switch ( MIC AUTO/MASK -- medium

size round with center dot ).
D One display to show the volume of the last active microphone.
Figure 13--1
AV--900 Audio Panel With VHF3 and NAV3
Other Audio Cockpit Controls

PTT Switch -- The push--to--talk (PTT) switches, shown in Figure 13--2,
are located at the far left on the pilot’s dimming panel and at the far right
on the copilot’s dimming panel. When pushed, the PTT switch directs
the active microphone to the selected output channel.
Figure 13--2
Dimming Panels
Public Address (PA) Push To Talk (PTT) Switch -- The PA switch,

shown in Figure 13--3, is located on the center console. It is a PTT
switch that directs the active microphone to the public address system.

13-6 REV 2 Oct 2006
Figure 13--3
PA Switch
Observer Jack Panel -- The jack panel, shown in Figure 13--4, is

located at the observer station. It is used only by the observer. It is
used to connect the observer headset into the audio system, and to
select PTT and hot mic applications by the observer.
Figure 13--4
Observer Jack Panel
Control Descriptions
The audio panel control functions are as follows:
D Crew Intercom -- If no PTT is pushed, the intercom system between

the crew is active. The main volume control adjusts the on--side
headphone audio level when the intercom function is active (such
as when talking with the other pilot).

REV 2 Oct 2006 13-7
D Microphone Selection TX Buttons -- When a microphone button

is selected, the operator’s microphone signals are directed to the
selected radio
(or PA when
the PA PTT
button on the console is pushed). Microphones can only be selected
one at a time. When selected, a green LED on the microphone
button annunciator turns on. Each microphone button toggles the
microphone on and off. For radios without telephony features, the
microphone is deselected by pushing another microphone button.
When a microphone button is pushed, the audio selector button
below it is also enabled.
D Telephony Buttons (except SATCOM) -- When a telephony button

is pushed ( emergency [ EMER ], cabin [ CAB ], or RAMP ),
the operator can listen to the selected function. All
microphones are automatically enabled, no PTT is
required. When selected, the annunciator button
lights. One or more telephony buttons are selected
at the same time. Each function is toggled on and
off. One radio microphone button is selected
together with one or more telephony buttons. The
radio requires the use of the PTT. Selecting EMER
button when CAB or RAMP has already been
selected will cause the CAB and/or RAMP mic
buttons to be deselected.
D Audio Selection Buttons -- When an audio selection button is

pushed, the audio panel decodes the selected digital audio bus data
for the corresponding
radio and converts it to
analog audio. It also
enables the audio to be
summed into the output on
the headphone and
cockpit speaker outputs.
Any number of audio
buttons is active at the
same time. When pushed, the round annunciator lights. Each audio
button is selected by pushing it. If an audio button is already
selected and the selection button is pushed, the audio remains
selected and the volume for that audio is adjusted using the volume
control knob. To deselect an audio button, push the button two
times. One push makes it active and a second push makes it
inactive.

13-8 REV 2 Oct 2006
D Volume Control -- The volume control knob adjusts the volume of

the most recently selected audio or the one that shows in the display
window. Adjusting the knob clockwise increases
the volume. The relative volume is shown as a
number between 0 and 99 on the display.
D AUTO/MASK Microphone Switch -- The AUTO/MASK

microphone switch is a latching switch that is latched out by pushing
it and latched in by pushing it again. If there is
power to the audio panel, the dot on the MIC
AUTO/MASK switch is lighted by the backlight
when the control is latched out. When latched in
and the pilot puts on the oxygen mask and starts
the air flow, an automatic switch is performed
from the headset boom microphone to the
oxygen mask microphone. If the auto mode
fails, the oxygen mask microphone is activated by pushing the
AUTO/MASK switch out.
D BKUP Knob -- In an emergency power loss situation, this knob

controls the emergency VHF receiver volume to the user’s headset.
The backup volume control is both a latching
switch and a volume control. It is latched out
( BKUP ) by pushing it and latched in
( NORM ) by pushing it again. When latched
out, it is rotated to adjust the volume of the
emergency COM. The arrow points to the
volume with minimum volume shown by the
most counterclockwise position and the
maximum volume indicated by the most clockwise position. No
audio panel power is required for the feature to function. Power for
the emergency transceiver is necessary.
D SPKR, INPH, HDPH Buttons -- These three buttons control the

master volume levels for the speaker, headphones, and the
interphone system.
— Speaker ( SPKR ) -- Push the SPKR button and it lights and

SPKR shows in the display with a volume level number.
Adjusting the volume control sets the speaker volume level for
all audio inputs. Each one can still be individually controlled when
the audio button is pushed and ID displayed.

REV 2 Oct 2006 13-9
— Interphone ( INPH ) -- This button operates the same way as

the SPKR button and controls the interphone system.
— Headphone ( HDPH ) -- This button operates the same way as

the SPKR button and controls the headphone system.
Audio Panel Annunciators and Displays

D Microphone TX Selection Button (all air traffic control [ATC]
radios and PA) -- A green light--emitting diode ( LED ) annunciator
is used on each microphone transmit (TX)
button. The LED is on when the microphone is
selected. For SATCOM, the LED flashes for
incoming calls or to annunciate a HOLD status.
The flashing for incoming calls is at a slower rate
than the flashing to annunciate hold status.
D Telephony Buttons (except SATCOM) -- A green LED

annunciator is used on each button. The LED is on when the button
is selected. The LED also flashes for an
incoming call.
D Audio Selection Buttons -- The green LED is on when the audio

channel is selected. For channels with telephony features (such as
SATCOM), the LED flashes for incoming calls. It
does not flash to annunciate hold status. When
a channel is on hold this LED is off.
D Active Channel and Volume Display -- An eight--character

alphanumeric display shows the active channel ID and volume
setting. In normal conditions, the
VHF1: 47 display shows the volume of the last
active microphone selected. When
another microphone selection button is
pushed or an audio selection button is activated, the display shows
a four--character code for the selected system and a number
between 0 and 99 to show the volume setting. The display defaults
back to the last active microphone after 15 seconds.

13-10 REV 2 Oct 2006
AUDIO PANEL OPERATION

The audio panel, shown in Figure 13--5, does the following functions:
D Receives digitized audio from remote radio units.
D Decodes the audio.
D Controls the gain (volume) and routing of the various channels.
D Filters audio signals to various speakers and headphones.
D Controls microphone inputs to various radios, intercom, and
passenger address systems.
Amplifiers are included for driving headphones and speakers.
The audio panel also has inputs for intercom, crew annunciator, crew
communication, hot microphone, and full time emergency warning
inputs from aircraft systems.
Figure 13--5
AV--900 Audio Panel
The microphone input selection controls are located along the upper
edge of the audio panel. The controls are rectangular latching switches
that, when pushed, are locked into position. These switches direct
microphone audio to one of the transceivers or available intercom
channels. The received audio is routed to the speakers and
headphones at an internally preset minimum level. The level is adjusted
with the audio source selector buttons located below each latching
switch. During night flying operations, the microphone switches are
annunciated with a bar in the center of the switch that lights when
selected and latched.

REV 2 Oct 2006 13-11
VHF and HF Audio/MIC Operation

When a radio microphone is selected and PTT is enabled, the
operator’s microphone signal is routed to that radio microphone input.
The aural feedback to the pilot is

controlled by the audio selector button
immediately below the microphone
button for that radio. When a radio
microphone is selected, the aural feedback is limited to a minimum level
even if the volume set by the audio selector button is zero. This assures
that a transmission does not occur before listening.
In normal conditions, the display shows the radio ID and a number

between 0 and 99 to show the relative volume level for that audio
channel.
When another audio panel is talking on that radio, the display shows
BUSY and that radio transmit function is temporarily disabled.
When a radio is selected and PTT is pushed, the display shows the
characters representing that radio and TX (for transmitting). If PTT is
enabled for longer than the time--out time (selectable between 30
seconds to two minutes through the configuration file), the radio
transmit function is disabled and the display shows stuck mic (STK
MIC).
NOTE: Honeywell controls the time--out according to Embraer

requirements.
When a microphone selector button is deselected by pushing it when

it is on, or by selecting another microphone button, the microphone
annunciator, the audio selector annunciator below it and the audio from
that channel turn off.
Passenger Address (PA) Operation

The passenger address (PA) function allows the user to make an
announcement to the cabin using the selected microphone. A user is
able to transmit on the PA output by selecting the PA
microphone button and keying the PA PTT on the
pedestal or by keying the PTT (yoke, glareshield or
hand mic). When the PA microphone is selected, and
PA PTT is enabled, the pilot microphone signal is routed
to the PA amplifier. No other radio transmissions are
permitted, none are selected. The PA system can also
be used by pushing the PA PTT. See the detailed
description in this section.

13-12 REV 2 Oct 2006
The audio feedback to the pilot is controlled by the round audio selector
button immediately below the microphone button for PA.
In normal conditions, the display shows the radio ID and a number

between 0 and 99 to show the volume level for that audio channel. If
another audio panel is talking on the PA, the display shows BUSY and
the PA function is disabled.
When the PA button is selected and PTT is enabled, the display shows
the characters that indicate PA and TX. If PTT is enabled for longer than
the two minute time--out period, the PA function is disabled and the
display shows STK MIC.
The function of the PA with the headset mic is as follows:
D The pilot pushes the PA PTT (on the pedestal) and the following
occurs:
— The pilot mic (boom) is transferred to the PA function, while the

PA PTT is pushed and the PA mic on the audio panel light is on.
— The audio panel display shows PA TX.
— The VHF mic light that was active turns off while a PA PTT is
pushed.
— After releasing the PA PTT, the VHF mic that was active becomes
active again and the audio panel display shows VHF #.
D When the pilot selects the PA mic on the audio panel and pushes the
PA PTT, the following occurs:
— The pilot mic (boom) is transferred to the PA function.
— The PA mic light turns on and the VHF mic light that was active
turns off.
— The audio panel display shows PA TX.
When the pilot pushes the control wheel or dimming panel PTT, NO TX
shows on the audio panel display and no transmission occurs.
The function of the PA with the hand mic is as follows:
D The pilot selects PA mic on the audio panel and the following occurs:
— With the hand mic PTT pushed, the display shows PA TX and the
transmission is established.

REV 2 Oct 2006 13-13
D The pilot does not select the PA mic on the audio panel and pushes
the PA PTT:
— With the PA PTT pushed, the pilot mic is transferred to the PA

system and the PA mic light turns on.
— The audio panel display shows PA TX and the active pilot mic is
the boom (headset mic). Pushing the hand mic PTT establishes
the transmission.
The fuction of the PA with the mask mic is as follows:
D Same as headset operation except that the pilot’s mic (MIC button)
is manually or automatically transferred to the mask and the speaker
is automatically activated.
SATCOM Operation (Option)

The SATCOM system supplies multichannel voice and data functions.
The SATCOM supplies the cockpit crew with both airline operational
control services (AOC), future air traffic control
(ATC) services, as well as passenger services
(voice, fax and PC). This SATCOM system is
designed for use with the INMARSAT satellite
network. The operation of telephony devices
(SATCOM) selected through the audio panel is the
same as radio (VHF and HF) selection except for
the following differences described in this section.
When a call is received at the SATCOM unit, a signal is relayed to the

audio panel. The annunciators on both the microphone button and the
audio selector button for the SATCOM starts to flash. The aural
message SATCOM is sounded. When the microphone or selector
buttons are pushed, both annunciators stop flashing and stay lit. A
signal is output to the SATCOM unit to answer the call. The pilot can
then talk to the caller.
It is not necessary to enable PTT unless the hand mic is used. The pilot
can talk and listen. During the call, if another microphone button is
pushed while the call is in progress, the call is placed on hold and the
microphone annunciator flashes. The selector annunciator goes off.
When the microphone button is pushed again, both annunciators are

lit and the call is taken off hold.
When the microphone is deselected by pushing the button again, the

call is terminated and both annunciators go off.

13-14 REV 2 Oct 2006
To start a call, the multifunction control display unit (MCDU) must be

used to set up the call and then the microphone button is pushed.
Pushing the SATCOM Mic button will cause the cockpit audio system
to initiate a SATCOM call by telling the satellite data unit (SDU) to dial
the number that was previously selected on the MCDU. Another
SATCOM call must not be currently active. The SATCOM mic and audio
annunciations flash until the call is answered.
When the call is terminated by something other than pushing the

microphone button, the annunciator on the microphone select button
and the audio select button go off. The display defaults to the last active
microphone.
More than one person can talk on a SATCOM channel.
RAMP Interphone Operation
Pushing a button on the pilot’s left console sounds a horn in the nose
wheel well to summon ramp personnel. When RAMP is selected on
the audio panel, and the hot microphone is used,
the pilot microphone signal is routed to the
passenger address and cabin interphone system
(PACIS). There are provisions for three ramp
service (maintenance) interphone connections.
When RAMP is selected, the display shows RAMP CALL, and the
annunciator button flashes until the call is picked up by the ground crew.
At this time, the display shows the characters denoting RAMP and a
number between 0 and 99 to show the volume level.
When another audio panel is talking on the ramp, the display shows
BUSY and the ramp function is disabled.
When the pilot selects another radio, the ramp annunciator on the ramp
select button remains lit. To return to the ramp function, push the
RAMP select button.
For an incoming call, the ramp annunciator flashes. To pick--up the call,
push the RAMP select button. The annunciator light stays lit and the
display shows RAMP and a number between 0 and 99 to show the
volume level. After the call is terminated, the display defaults to the last
active microphone.

REV 2 Oct 2006 13-15
Cabin (CAB) Interphone Operation

The digital audio system interfaces with the passenger address system
to permit the flight crew in the cockpit to make passenger
announcements, to communicate with the flight attendants and to give
call chimes. The call chimes are annunciated at the beginning of the call
from the cockpit to the flight attendants and vice--versa. The chimes are
also annunciated before the pilots or flight attendants make
announcements to the passengers. When CAB is selected and a hot
microphone is used, the pilot microphone signal is routed to the
passenger address cabin intercom system (PACIS).
When CAB is pushed, the display shows CAB

CALL, and the annunciator button flashes until the
call is picked up by the flight attendant. Then the
display shows the characters that indicate CAB and
a number between 0 and 99 to show the volume.
When another audio panel is talking to the cabin, the display shows
BUSY and the cabin function is disabled.
The pilot can select another radio. If the pilot selects another radio, the
cabin annunciator on the cabin select button remains lit. To return to the
cabin function, the cabin select button must be pushed.
For an incoming call, the cabin annunciator flashes. To pick up the call,
push the cabin select button. At this time, the annunciator is steady on,
and the display shows the characters that indicate CAB and a number
between 0 and 99 to show the volume level.
After terminating the call, the display defaults to the last active
microphone.
Emergency (EMER) Interphone Operation

When emergency is selected and a hot microphone is used, the
microphone signal is routed to the PACIS.
When the yellow EMER button is pushed,

EMER is selected and the display shows EMER
CALL. The annunciator button flashes and a chime
sounds in the cabin until the call is picked up by the
flight attendant. At this time the annunciator button
remains lit and the display shows the characters that indicate EMER
and a number between 0 and 99 to show the volume level.
When another audio panel is talking to the cabin, the display shows
BUSY and the emergency function is disabled.

13-16 REV 2 Oct 2006
The pilot can select another radio. When the pilot selects a different
radio, the emergency annunciator on the cabin select button remains
lit. To return to the emergency function, the emergency select button is
pushed.
For an incoming call, the emergency annunciator flashes. To pick up the
call, push the emergency select button. At this time, the annunciator is
steady on and the display shows the characters that indicate EMER and
a number between 0 and 99 to show the volume level.
The EMER call is terminated when the pilot pushes the EMER button
or when the cabin crew terminates the call on the flight attendant’s
handset. When an EMER call is not active, or when the EMER call is
terminated, the EMER mic button light is OFF. After terminating the call,
the display defaults to the last active microphone.
When EMER is selected, headphone volume is controlled by the
on--side headphone volume control. The EMER button disables all
other audio panel controls.
Emergency Operation
The pilot and copilot audio panels have a backup (emergency) mode
that is selected if the audio panel power fails or the digital audio bus fails.
It connects the pilot’s headphones directly to the on--side VHF COM
radio.
The backup volume control ( BKUP ) is a latching switch. Volume
control is latched out by pushing BKUP and latched in by pushing it
again. When latched out, it is rotated to adjust volume of the
emergency COM. No power is required for this feature to function.
NAV Audio Operation

NAV radios (radios without transmitters) are controlled by the audio
volume control only. Volume is set in the same way as the other radios.
After a predetermined time, the display defaults to the last active
microphone.
Ident (ID) Filter (or Switch) Operation

When the ID filter is enabled by pushing the ID button, a filter is
activated that eliminates the voice on VOR and ADF audio. The
annunciator on the button is ON when the filter is
active. When the ident filter is deselected, voice and
ident are available and the annunciator is OFF.

REV 2 Oct 2006 13-17
Distance Measuring Equipment (DME) and Marker

(MKR) Beacon Controls
This control is used to adjust the marker
beacon volume to the speaker and
headphone. The volume cannot be
adjusted below an internally preset
minimum level. When the control is latched in, MKR audio to the
on--side cockpit speaker/headphone is turned ON and when the control
is latched out, MKR audio to the on--side cockpit speaker/headphone
is OFF.
The DME knobs are single--channel controls that are used to set audio
levels with the associated channel when it is latched in. Turning the
knob adjusts the audio level from the minimum (fully ccw) to the
maximum (fully cw).
Selective Calling (SELCAL) Operation

Selective call is a feature where audio tones are sent over VHF and HF
radios that selectively address a particular aircraft programmed to
decode those tones. Each aircraft has a designated
SELCAL code (consisting of four audio tones)
assigned prior to takeoff. This allows the crew to
receive calls from the ground station designated to
their aircraft. The SELCAL code programmed for the
aircraft is changed through the audio panel when the
aircraft is on the ground or both NIMs are not
transmitting on the MIC bus.
An incoming call is displayed when the SELCAL annunciator flashes

and the aural message SELCAL is sounded. Also, the microphone and
the audio button for the called radio flashes. Resetting to turn off the
flashing annunciators is done by pushing the SELCAL button. The
SELCAL button, when pushed, shows the SELCAL code on the audio
panel display.
To attend the call, the microphone button for the called radio is selected
on the audio panel and PTT is enabled.

13-18 REV 2 Oct 2006
Aural Warning Function

The cockpit audio system will sum and output the aural warning audio
signals from the following sources to the speakers, the headphones,
and the CVR output:
D Warning tone generators
D EGPWS
D TCAS
D PACIS.
The cockpit audio system is capable of adjusting the warning gain levels
from the user configuration database.

REV 2 Oct 2006 13-19
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13-20 REV 2 Oct 2006
14. Micro Inertial Reference

System (IRS)
INTRODUCTION
This section describes the operation and components of the micro
inertial reference system (IRS).
GENERAL
The IRS provides accurate attitude, heading, and position information
to aid navigation.
Two IRSs are a baseline system onboard the Embraer
170/175/190/195 aircraft. The main components of the IRS are the
Micro Inertial Reference Units (IRUs). Both IRUs operate continuously.
The Micro IRU processes and outputs inertial reference information.
The Micro IRU is normally used in a dual or triple installation. The
Primus Epic System installed on the ERJ 170/175/190/195 aircraft
includes an installation of a dual IRS as standard. The Micro IRUs differ
from other generations of IRUs mainly through the addition of the
following three new features:
D Align--in--motion capability
D Automatic mode control logic (eliminating the need for mode control
unit)
D Electronic tray alignment.
Each Micro IRU processes and outputs inertial reference data. The
inertial reference (IR) component of the Micro IRU contains three
accelerometers and three ring laser gyros. The accelerometers
measure linear motion along the longitudinal, lateral and vertical axes.
The ring laser gyros measure angular motion about the longitudinal,
lateral and vertical axes.
In normal operation, the Micro IRUs operate only from the primary input
power source when the primary input power is between 18 and 36 V dc.
If the primary input power source voltage is less than 18 V dc, the Micro
IRUs switch to and operate from the secondary input power source, if
the secondary input power source is between 18 and 36 V dc.
If the Micro IRUs are operating on the secondary input power source
and the primary input power source increases to a voltage greater than
19 V dc, the Micro IRUs switch back and operate (normally) from the
primary input power source.
A28-- 1146-- 172 Micro Inertial Reference System (IRS)

REV 2 Oct 2006 14-1
INERTIAL REFERENCE UNIT (IRU)

Each IRU outputs digital data that includes the following:
D Primary aircraft attitude in pitch and roll
D Magnetic and true heading
D Body linear accelerations
D Body angular rates
D Inertial velocity
D Navigation position
D Wind data
D Calculated data.
POSITION INITIALIZATION
The IR component requires system initialization (entry of latitude and
longitude). Initialization is done using either the flight management
system (FMS) input that is manually entered by the crew through the
multifunction control display unit (MCDU) or automatically from the
global positioning system (GPS). A pilot--entered position has priority
over a position from a GPS.
To initialize the FMS position, select the POSITION INIT line select
key (LSK) prompt from either the NAV IDENT or POS SENSORS
page. The POSITION INIT page, shown in Figure 14--1, lists positions
that are line--selected for initialization of the FMS using the LOAD
prompt. Any of the positions listed are used for the initialization or the
pilot can enter the appropriate latitude/longitude or reference waypoint
using LSK 2L. Pushing 6L retrieves the sensor page shown in Figure
14--2. This page contains sensor information from all three IRUs.
Micro Inertial Reference System (IRS) A28-- 1146-- 172

14-2 REV 2 Oct 2006
Figure 14--1
FMS POSITION INIT Page
Figure 14--2
FMS POS SENSORS Page
In addition, the IR component receives air data such as pressure

altitude, altitude rate and true air speed from the air data system (ADS)
as well as GPS autonomous data on high speed input buses. The Micro
IRUs use this data information for computing flight path angle, flight
path acceleration, inertial vertical speed, inertial altitude wind speed,
and the wind direction. They also produce the parameters for body
frame, local level frame, and earth frame that are described in the
following paragraph.

REV 2 Oct 2006 14-3
Body Frame
Body frame produces the following parameters:
D Longitudinal, lateral, and normal accelerations
D Pitch, roll, and yaw rates.
Local Level Frame

Local level frame produces the following parameters:
D Pitch and roll angles
D Pitch and roll attitude rates
D Flight path angle and flight path acceleration
D Inertial vertical speed and inertial vertical acceleration
D Platform heading.
Earth Frame
Earth frame produces the following parameters:
D Latitude and longitude
D North -- South velocity, East -- West velocity, and groundspeed
D Inertial altitude
D True and magnetic heading
D Track angle true and track angle magnetic
D Track angle rate
D Wind speed and wind direction true
D Drift angle
D Along track and crosstrack accelerations
D Along heading and crossheading accelerations.

14-4 REV 2 Oct 2006
Interfaces
The IRS interfaces with the following systems/components to transmit
inertial output data:
D High--speed ARINC 429 output bus transmits inertial output data to

the MAU -- generic I/O module. This data is available for the
electronic displays system (EDS) and other aircraft systems.
D High--speed ARINC 429 output buses (two) transmit inertial output

data to the MAU -- automatic flight control system (AFCS)/AFCS I/O
modules, and to the air data smart probes. One output bus also
transmits to the SATCOM system. The other transmits to the
electronic integrated standby -- Micro IRU #1 only.
Modular Avionics Unit (MAU)

The Micro IRUs receive command data from the MAUs. The IR
component requires system initialization (entry of latitude and
longitude). If more than one source supplies data at the same time, the
Micro IRUs accept the data in this sequence:
1. FMS 1 MCDU page for pilot input latitude/longitude
2. FMS 2 MCDU page for pilot input latitude/longitude (if installed)
3. GPS #1 automatic transmission latitude/longitude
4. GPS #2 automatic transmission latitude/longitude (if installed).
Flight Management System (FMS)

The FMS receives the positional information transmitted from the IRS.
The FMS MCDU shows the alignment status of the IRS on the IRU
status page.
Electronic Display System (EDS)

The attitude information is transmitted to the EDS and is displayed for
the crew on the PFDs.
D Attitude Display (ADI) -- The ADI consists of an artificial horizon,

pitch tape, roll pointer/scale, and aircraft symbol. The artificial
horizon consists of a horizon stabilized blue sky/brown ground
solid color that crosses the entire display. A reference aircraft
symbol is displayed in the ADI.

REV 2 Oct 2006 14-5
D Pitch Tape -- A linear pitch tape is displayed through the center of

the attitude display. The pitch tape is horizon stabilized. The pitch
tape appears to go behind the aircraft symbol and the radio altitude
digits whenever they are visible.
D Roll Scale -- A linear roll scale is displayed on the top of the

truncated ADI sphere.
D Air Data Module (ADM) -- The Micro IRU receives air data
information such as altitude, altitude rate, and true airspeed from an
ADM. These parameters are used to correct output to other avionics
systems.
D Global Positioning System (GPS) -- The Micro IRUs receive GPS

autonomous data. The Micro IRUs gather this information and
check GPS integrity. It uses the GPS information for position
initialization and elimination of long--term sensor drift.
D Automatic Flight Control System (AFCS) -- The AFCS receives

accelerations, attitudes, and attitude rates data from IRS.
Modes Of Operation
The Micro IRUs have the following operational modes.
D Power--up
— Warm start powerup
— Normal operation powerup
D Alignment
— Stationary alignment
— Align in motion (AIM)
— Auto realign
D Navigation
D Attitude
— Reversionary
— AIM
D End of flight.
Control of these modes is automatic. No input is required from the pilot

to select or enter a mode.

14-6 REV 2 Oct 2006
INTERACTION BETWEEN OPERATIONAL MODES
There are references in this section to the IRUs in the following

conditions:
D On--ground
D Motionless
D In the air
D In motion
D In--flight.
The IRUs define on--ground or motionless as a groundspeed of less

than 60 knots in the navigation mode, or an ADS true airspeed of less
than 110 knots in the reversionary attitude (includes erect attitude
submode) and AIM attitude modes.
The IRUs define in--flight, in the air, or in motion as a groundspeed of

greater than 80 knots in the navigation mode or an ADS true airspeed
of greater than 130 knots in the reversionary attitude (includes erect
attitude submode) and AIM attitude modes.
A flight occurs when the IRUs transition from the on--ground state to the
in--flight state. In the navigation mode, a flight occurs when inertial
groundspeed transitions from less than 80 knots to greater than
80 knots. In the attitude modes, a flight occurs when true airspeed
transitions from less than 130 knots to greater than 130 knots.
Power--Up Mode
The IRUs initiate the powerup mode when the IRUs are energized or
when the IRUs are reset as a result of an IRS reset command being
issued.
The IRS has two power--up submodes. They are the warm start
power--up and the normal operation power--up.
The warm start power--up makes attitude output recovery faster after
power interrupts that exceed the power holdup capability of the IRU.
During a warm start powerup mode, the IRU performs a powerup
built--in--test (BIT). Powerup mode does not exceed one second in
duration if a warm start powerup was performed. The powerup mode
execution time for a warm start powerup is measured from valid power
being applied to the device until the IRU enters the reversionary attitude
mode.

REV 2 Oct 2006 14-7
During a normal operation powerup mode, the IRU performs the

powerup BIT. Powerup mode does not exceed seven seconds in
duration under ground cold start conditions or five seconds under air
cold start conditions. The powerup mode execution time for a normal
operation powerup is measured from valid power being applied to the
device until the IRU enters the attitude mode (starting at the erect
attitude submode).
Following completion of the powerup mode, the Micro IRUs

automatically enter one of the alignment modes.
Alignment Mode
The Micro IRUs automatically select the correct alignment mode. The
three possible modes are as follows:
D Stationary align
D Align in motion
D Auto realign.
Stationary alignment and align in motion modes are performed in

conjunction with the attitude mode prior to entry into the navigation
mode. The auto realign mode is performed in conjunction with the
navigation mode.
STATIONARY ALIGNMENT
The stationary alignment mode is the primary method of alignment.

This mode is selected when the aircraft is on the ground and not
moving. The normal procedure is to perform a stationary alignment only
once at the beginning of each day.
The IRU requires a valid input of initial latitude and longitude from either
pilot entry on the MCDU or from one of the GPS input buses to complete
the stationary alignment mode. The IRU accepts latitude and longitude
from one of the GPS input buses if the same data (latitude or longitude)
has not been entered on either of the IR general purpose input buses
and the GPS data is valid. The IRU accepts present position data at any
time during the stationary alignment mode. With each successive
latitude and/or longitude entry, the IRU uses the new entry in place of
the previous entry. If latitude and longitude are not entered by the end
of stationary alignment, a cockpit indication goes to the pilot. When a
valid position is entered, the cockpit indication is cleared.

14-8 REV 2 Oct 2006
The time required to complete a stationary alignment varies as a

function of latitude. The variable alignment time ranges from 5 to
17 minutes. The alignment can fail if the Micro IRU senses excessive
motion during the initialization process or if the Micro IRU fails to receive
an initialization position. A position can come from the onboard NAV
systems or be entered by the pilot. Excessive aircraft movement during
the stationary alignment mode results in an automatic full realignment
beginning 30 +/-- 1 seconds after the cessation of excessive motion.
Time To NAV is reset to 17.0 minutes or less based upon entered or
stored latitude at the detection of excessive motion. If excessive motion
continues, Time To NAV does not count down until excessive motion is
no longer detected. The IRU is certified for stationary alignments up to
78.25 degrees.
ALIGN IN MOTION (AIM)
The AIM mode initializes the IRS while in the air to recover full IRU
navigation capability. This mode is selected if power is lost in flight.
The time required to complete an AIM varies as a function of aircraft

latitude and motion and ranges from 15 to 30 minutes. When the Micro
IRUs are performing an AIM, the flight crew is notified by the crew
alerting system message system. The message is cleared when the
AIM is completed.
The IRU requires valid GPS inputs throughout the align in motion period
to complete the alignment. At the end of the alignment time, the IRU
conducts an align in motion performance test to validate the integrity of
the IRU alignment. When the align in motion performance test fails, the
IRU resets the align in motion processing to 17 minutes and repeats the
align in motion procedure. When the align in motion performance test
passes, the IRU transitions to the navigation mode, and the align in
motion cockpit indication is cleared.
If the align in motion fails, the Micro IRUs are left in the attitude mode
(attitude data available, positional data unavailable).
Stationary alignment and AIM modes are performed in conjunction with

the attitude mode before entering the navigation mode.
AUTO REALIGN
The auto realign mode is performed in conjunction with the navigation

mode when the aircraft is stationary to maintain optimal performance.
There are three auto realign submodes. They are as follows:
D Extended auto realign
D Preflight auto realign

REV 2 Oct 2006 14-9
D Postflight auto realign.
The first auto realign activation is called an extended auto realign which
maintains optimal IRS attitude and navigation performance when the
aircraft is motionless prior to flight. While the system is in the extended
or preflight auto realign mode, the time in navigation remains constant
and is not incremented.
The second auto realign activation condition is referred to as preflight

auto realign, where auto realign updates are performed when the
aircraft becomes stationary for the period of time after motion was
experienced, prior to the first flight in a power cycle. Following both an
alignment to navigation mode transition and the presence of previous
motion, and the aircraft is on--ground prior to first flight taken in
navigation mode, the IRU enters preflight auto realign if motion was not
detected over the auto realign motionless time period.
The third auto realign activation is called the postflight auto realign
mode. This is following a flight when the aircraft has been motionless
for 7.5 to 15 minutes. The GPS position is used to automatically
reinitialize the Micro IRUs if the GPS position is available and valid. This
mode is equivalent to a stationary alignment and a postflight auto
realign resets the time in navigation to zero.
Auto realign mode automatically realigns the Micro IRU between flights.
The auto realign mode is performed in conjunction with the navigation
mode.
Navigation Mode
The absence of an IRU mode indication means the IRU is in navigation
mode. The Time in Navigation is displayed on the FMS IRU status page.
At the start of the navigation mode, the initial present position is the last
valid position data entered during the stationary alignment mode, or the
last position computed during the align in motion mode.
Computed magnetic variation is added to true heading and true track

to produce magnetic heading and magnetic track angle. If pitch angle
is greater than 85 degrees or less than --85 degrees, roll and heading
outputs are frozen at their last computed value and roll attitude rate is
set to zero.
Once the IRS enters navigation mode, it remains in this mode until the
system is turned off. In order to reenter the attitude mode, the system
must pass through the powerup mode. The inertial reference system
can remain in navigation mode for up to 18 hours. The time in navigation
is displayed on the FMS IRU status page.

14-10 REV 2 Oct 2006
ATTITUDE MODE
The attitude mode primarily functions to rapidly establish pitch and roll
attitudes and body rotational rates, and linear accelerations after the
powerup mode. Attitude mode runs concurrently with the alignment
modes (either stationary alignment or align in motion). The attitude
mode has two modes. They are as follows:
D Reversionary attitude mode
D Align in motion attitude mode.
REVERSIONARY ATTITUDE MODE
Following a normal operation powerup, the IRU enters the erect attitude
submode and then the reversionary attitude mode. Following a warm
start powerup, the erect attitude submode is bypassed and the IRU
enters the reversionary attitude mode. This mode operates in
conjunction with the stationary alignment mode.
This mode computes platform heading and requires an initial set
heading entry for valid output of magnetic heading. The reversionary
mode operates independently of GPS measurements. After four to ten
minutes, this mode is completed and the system automatically enters
AIM attitude mode.
ALIGN IN MOTION ATTITUDE MODE
From the start of reversionary attitude mode, the IRU continuously tests
for the align in motion (AIM) entry conditions, and if met, preempts the
stationary alignment mode and switches to the align in motion mode.
The AIM operates in conjunction with the AIM attitude mode. This mode
provides significantly improved attitude and heading performance. The
GPS--based AIM attitudes are continuously compared with the
reversionary mode attitudes to ensure the integrity of the Micro IRU
attitudes. If miscompare is detected, the Micro IRU automatically
reverts back to the reversionary attitude mode.
End of Flight
This mode is performed in conjunction with the navigation mode. The
Micro IRUs automatically enter this mode after a flight when the aircraft
has been motionless for five to fifteen seconds.
The end of flight mode stores navigation performance records, autocal
data, and other miscellaneous information after each flight. Data
considered important in the repair of the IRUs are stored in a nonvolatile
memory at the end of flight. End of flight mode requirements are
performed while the Micro IRUs are either in navigation or attitude
mode.

REV 2 Oct 2006 14-11
It takes the inertial reference system less than five seconds to perform
the functions of the end of flight mode. Power is removed from the unit
at anytime without risk of record corruption.
ABNORMAL OPERATION
The IRS has been designed such that in the event of a normal aircraft
power interrupt or power transient, no degradation in performance
occurs due to switching or operating from the backup power source.
The two Micro IRUs receive power from different primary and different
secondary power sources. If one Micro IRU loses power the other Micro
IRU continues to operate because its primary and secondary power
sources are different.
In the unlikely event that all three Micro IRUs fail or lose power
concurrently, the crew receives a CAS message that indicates the
Micro IRUs have failed and they must rely on other navigation
instruments and systems.

14-12 REV 2 Oct 2006
Micro Inertial Reference System Aircraft Personality

Module (APM)
The Micro IRS APM, shown in Figure 14--3, is programmed to contain
configuration and installation data. It also stores configuration
selections and tray alignment euler angles.
The installation specific data includes the euler angles from the tray
alignment and installation identification data. The IRU position
determines the SDI bit settings for applicable IRU ARINC outputs. The
SDI bits are also stored in the APM.
Figure 14--3
Micro IRS Aircraft Personality Module
Information contained in the APM file includes the following:

D Aircraft type/serial number/SDI
D Program MAGVAR select
D Program dedicated IRU battery select
D Mount misalignment euler angles
D Output filter characteristics
D Other A/C specific data.
The APMs are initially programmed as a part of the tray alignment

procedure. The configuration is changed later without modifying the
installation specific data.

REV 2 Oct 2006 14-13
Inertial Reference System (IRS) Reversion

The primary source for the pilot PFD is IRS1 and for the copilot is IRS2.
Source reversion is done by pushing the IRS button on the reversionary
panel, shown in Figure 14--4. The button lights to indicate that no
primary source is selected.
The reversionary panel manually switches the inertial reference source

from IRS1 to IRS2 or back to IRS1. The reversion is annunciated on the
top left side of the ADI.
Figure 14--4
IRS Reversionary Panel
Attitude Source Annunciator -- The attitude

reference source is not annunciated when it is the
normal on--side source for that PFD indicator. If the
reversion panel is used to change the source so the
pilot and copilot are using the same attitude
source, the annunciator is displayed on the two
PFDs in amber. If IRS2 is selected as the attitude
source for the two PFDs, then IRS2 is displayed
to the upper left of the attitude sphere.

14-14 REV 2 Oct 2006
15. Global Positioning System

(GPS)
INTRODUCTION
This section describes the operation and components of the GPS.
GENERAL
The GPS is a satellite--based navigation system that offers greater

accuracy and reliability than conventional means of navigation. It also
provides greater global coverage and accessibility.
The GPS consists of a receiver (two receivers are optional) and one
antenna (two optional). The GPS operates continuously and updates
the FMS position.The GPS receiver is contained in the MAU. The GPS
sensor module calculates and sends the following types of data:
D Navigation data
D Satellite measurement data
D RAIM data
D PRAIM data.
The GPS module also does the functions that follow:
D Manages the sign status matrix (SSM).
D Manages satellite status.
D Does built--in test equipment (BITE) functions.
D Supplies client configuration information to the VbPCI bus.
D Does data loader functions.
D Supplies memory access.
D Transmits custom data.
A28-- 1146-- 172 Global Positioning System (GPS)

REV 2 Oct 2006 15-1
The GPS module has a maximum of twelve channels, each capable of

tracking NAVSTAR GPS satellite signals. There are 24 satellites in the
entire GPS system. Only 12 are within line of sight at any given time and
position on the Earth. The other 12 would be on the other side of the
planet, (with the possible instance of high altitude flights over the poles).
The GPS module computes a pseudorange to the satellites by timing
the arrival of the GPS signal. The GPS module then uses the
pseudorange to compute its internal clock offset and a three
dimensional position fix. From this data, the module creates position,
velocity, time, and integrity parameters that are sent to the FMS and
IRS.
The performance of both GPS systems is monitored

( GPS 1 STATUS 1/2 , GPS 1 STATUS 2/2 (optional
GPS 2 STATUS 1/2 , GPS 2 STATUS 2/2 ) by selecting the MCDU
NAV menu button and selecting the POS SENSORS pages, shown
in Figures 15--1 and 15--2. This is useful in extended overwater
operations.
Figure 15--1
GPS 1 STATUS 1/2
Global Positioning System (GPS) A28-- 1146-- 172

15-2 REV 2 Oct 2006
Figure 15--2
GPS 1 STATUS 2/2
RECEIVER AUTONOMOUS INTEGRITY MONITORING

(RAIM)
The GPS module executes a receiver autonomous integrity monitoring

(RAIM) algorithm to insure the integrity of the data transmitted by the
satellite. RAIM is a software function that supplies a timely alert to
system users that the GPS module outputs can not be used for
navigation for integrity reasons. The GPS has a continuous integrity
level (limit) to the FMS that determines if the GPS navigation data is
used for the current phase of flight. The GPS RAIM function also
detects satellite failures. It isolates and removes failed satellites when
it is tracking a sufficient number of satellites for measurement
redundancy. The current RAIM value is displayed on line 1L of the GPS
STATUS page. If there is no current RAIM, this line is blank.
In addition to current RAIM conditions, the GPS receiver also supplies

RAIM predictions that calculate whether the satellite geometry is
acceptable for approach at the expected destination at the estimated
time of arrival (ETA). Predictive RAIM uses an almanac function that is
updated whenever the GPS is tracking satellites. The GPS supplies
horizontal integrity limit (HIL) predictions for a requested time/position
and also HIL/VIL (Vertical Integrity Limit) predictions for the approach
area on a continuous basis. Line 3L shows the computed destination
RAIM. Line 3R shows the computed pilot select RAIM, as shown in
Figure 15--3. If no value is available, the line is blank. RAIM is displayed
as YES if horizontal integrity limit is 0.3 or smaller, otherwise it is
displayed as NO.

REV 2 Oct 2006 15-3
Figure 15--3
Predictive RAIM 1/1
Each GPS sensor not only outputs RAIM but also figure--of--merit
(FOM), horizontal dilution of precision (HDOP), and vertical dilution of
precision (VDOP) values, which are shown on the GPS STATUS
MCDU page (Figure 15--2).
FOM consists of horizontal FOM and vertical FOM. FOM provides an

accuracy level estimate and must have a minimum 95 percent
confidence level. The FOM is required to be under two nm en route. The
FOM shows on line 1L of the GPS STATUS page. If the FOM is not
valid, the line is blank.
Line 2L (Figure 15--2) shows the horizontal and vertical dilution of

precision (HDOP and VDOP). DOP is a measure of the error
contributed by the geometric relationship of the satellites as seen by the
GPS receiver. The HDOP rates the satellite geometry in the surface
position (X and Y) axes. The VDOP rates the satellite geometry in the
altitude (Z) axis. For, the HDOP and VDOP, a 1 represents the best
geometry and the values shown are typically less than 10.
OPERATION
GPS Operating Modes

The GPS has the following seven operating modes, as shown in
Figure 15--4.
D Self-test
D Initialization

15-4 REV 2 Oct 2006
D Acquisition
D Navigation
D Aided
D Fault
D Altitude aiding.
Figure 15--4
GPS Operating Modes
SELF--TEST MODE
The GPS is in the self-test mode for a maximum of five seconds from
when it receives power until it completes all internal powerup built-in
tests (BITs). While it is in the self-test mode, it does not output data on
the ARINC 429 bus. When the self--test mode is completed, the GPS
enters the initialization or the fault mode.
INITIALIZATION MODE
The GPS hardware is initialized after BIT is successfully completed.

REV 2 Oct 2006 15-5
ACQUISITION MODE
The GPS enters the acquisition mode to aquire satellites. The GPS
enters the acquisition mode from the initialization mode or other modes
such as NAV or aided.
The GPS acquires satellites based on the information available when

it enters the acquisition mode. To acquire satellites, the GPS uses this
data:
D Almanac data -- Almanac data determines the coarse satellite
orbits. The GPS stores almanac data in non-volatile memory that
does not require an internal or external battery for operational
support.
D Time -- Time is used with almanac data to estimate the present
position of the satellites and their orbits.
D GPS Location -- The approximate GPS location helps to predict
which satellites are visible.
When the GPS has the information it needs to acquire satellites, the
system predicts which satellites are visible and then acquires those
satellite signals. The GPS collects satellite predicted orbital data by
decoding the satellite downlink data message. When it acquires each
satellite, the GPS begins to transmit the satellite measurement data for
that satellite. When the GPS is tracking at least five satellites, the GPS
computes position and velocity and enters the NAV mode.
When the GPS does not have almanac and/or initialization data, it does
a Search the Skies acquisition. To do this, the GPS tries to acquire all
of the satellites in the GPS constellation. When it acquires the first
satellite, it decodes the satellite orbital data from a downlink message.
When it acquires five satellites, the GPS enters the navigation mode.
Without valid initialization data, the time-to-first-fix (TTFF) of a satellite
is less than 10 minutes. With initialization and almanac data available,
the TTFF of a satellite is less than 75 seconds.

15-6 REV 2 Oct 2006
NAVIGATION (NAV) MODE
NOTE: The FMS does not accept GPS data that is based on inputs
from fewer than five satellites.
The GPS enters the NAV mode when it has computed a navigation
solution that contains position, velocity, and time measurements. The
GPS enters the NAV mode from the acquisition mode, aided mode, or
altitude aided mode.
AIDED MODE
The GPS enters the aided mode when only four satellites are available,
and it uses air data system (ADS) inputs for aircraft airspeed and
altitude information. As in the NAV mode, the FMS does not use GPS
data in computing a blended navigation solution unless five satellites
are available to compute RAIM. The pilot can access a GPS computed
latitude/longitude from a minimum of three satellites by selecting the
POS SENSOR from the FMS NAV menu, but this information is only
useful to compare with IRU positions for dead reckoning navigation.
The aided mode uses inertial velocities to extrapolate the navigation

solution and integrity monitoring during extended periods of insufficient
satellite coverage and geometry.
The GPS enters the aided mode and altitude aiding mode only when
there are insufficient satellites tracked to remain in the NAV mode.
FAULT MODE
The GPS enters the fault mode when the outputs are affected by one
or more critical system faults. This mode supersedes all other modes
of operation and remains active until the next powerup cycle.

REV 2 Oct 2006 15-7
ALTITUDE AIDING MODE
When satellite measurements are not sufficient for the GPS sensors to
maintain integrity or remain in navigation mode, but are sufficient when
altitude information is available, the GPS is in altitude aiding mode. This
mode uses external altitude information to aid the navigation solution
and integrity monitoring during extended periods of insufficient satellite
coverage and geometry. The GPS enters the altitude aiding mode only
after the pressure altitude has been calibrated with a geometric altitude
solution using the GPS with sufficient integrity. When the calibrated
pressure altitude standard deviation estimate is out of limits, the GPS
reverts to the aided mode. The altitude aiding mode is entered from the
navigation mode or aided mode and exits to the navigation, aided, or
fault modes.

15-8 REV 2 Oct 2006
16. Radar Altimeter System
INTRODUCTION
This section describes the operation, components, and displays of the
radar altimeter system.
GENERAL
The purpose of the radar altimeter is to measure the absolute height of
the aircraft above the terrain. This is done by transmitting a frequency
modulated continuous wave signal to the ground and processing the
received signal into a period proportional to range.
By the time the transmitted signal has been reflected from the terrain
and back to the receive antenna, the transmitter has shifted to a new
frequency, therefore, when the instantaneous transmitted signal is
mixed with the delayed received signal, an intermediate frequency is
produced which is directly proportional to the time delay for the round
trip. The intermediate frequency is processed to produce a period
proportional to the altitude. This is used to generate the digital output
used for display and for other systems.
In a dual installation, the radar altimeter is wired with a strap to change

the modulation rate from 100 to 105 Hz.
The radar altimeter receive and transmit antennas are designed to

function between 4.2 and 4.4 GHz. In a single radar altimeter system
installation, the same radio altitude shows in the two PFDs as a digital
readout. In a dual radar altimeter system installation, the pilot’s PFD
shows the system 1 radio altitude and the copilot’s PFD shows the
system 2 radio altitude.
The radar altimeter determines the height above ground level (AGL)
and shows it on the pilot’s and copilot’s PFDs. The radar altimeter can
monitor absolute altitude up to 2500 feet.
The radar altimeter displays include a digital readout on the ADI sphere
and a ground proximity warning display on the altitude tape. The radar
altimeter includes a subsystem that calculates and shows decision
height digital readouts, indicators, and annunciators.
A28-- 1146-- 172 Radio Altimeter System

REV 2 Oct 2006 16-1
DISPLAYING RADAR ALTIMETER INFORMATION

The radar altimeter system is a continuous service system that supplies
the pilots with absolute altitude from --20 to +2,500 ft AGL during the
approach and landing phases of aircraft operation.
The radio altitude (RALT) readout is located in a cutout box near the
lower right corner of the altitude display, as shown in Figure 16--1. The
radio altitude readout shows only when the radio altitude is valid or test.
At radio altitudes above 2500 ft, the cutout box and digits are removed.
Figure 16--1
Radio Altitude Displays on the PFD
For single RALT installation, the two PFDs show the same valid RALT
data in green. If the radar altimeter fails, the cutout box and readout are
removed from both displays. A failure annunciation ( --RA-- ) is shown
and a crew alerting system (CAS) message indicating the RALT has
failed is generated.
For a dual RALT installation, RALT 1 normally supplies data to PFD 1

and RALT 2 normally supplies data to PFD 2. When both PFDs receive
valid data from the normal RALT, they show RALT data in green. If
one RALT fails while the other is operable for more than 5 seconds, a
CAS message is generated for the invalid RALT, and the valid RALT
becomes the source for the two PFDs. The RALT readout changes
to amber. If both RALTs fail, --RA-- is shown and CAS messages
indicating both RALTs have failed are generated.
Radio Altimeter System A28-- 1146-- 172

16-2 REV 2 Oct 2006
The RALT readout resolution is as follows:
D 5 feet when the RALT is less than 200 feet
D 10 feet when the RALT is between 200 and 1500 feet
D 50 feet when the RALT is over 1500 feet.
Radio Altitude Low Altitude Awareness Display --

The radio altitude low altitude awareness indicates the
ground proximity on the altitude tape. It is shown as a
brown ground shading on the lower portion of the
altitude tape. There is an amber dividing line
between the brown area and the remainder of the
altitude tape. When the radio altitude is less than
+550 feet, the lower half of the altitude tape shading
begins to change to brown to indicate the ground. The
lower half of the altitude tape changes linearly for radio
altitudes between zero and +550 feet. At a radio
altitude of zero feet, the entire lower half of the altitude
tape is brown.
The altitude rolling digits cutout box has priority over the dividing line
and the brown ground shading. The brown ground indication goes
behind the cutout box under these conditions. Radio altitude low
altitude awareness uses radio altitude data from the same radar
altimeter that is sending data to the PFD radio altitude readout. If there
is a failure in the system, the low altitude awareness indications are
removed.
RADIO Approach Minimums -- The pilot can

select barometric or RA minimum altitudes using
the two position RA/BARO switch that is part of
the MINIMUMS knob on the guidance panel. When
the switch is in the RA position and the MINIMUMS
knob is rotated, the RA cutout box, format, range, and resolution are
active. The readout shows RA with cyan digits below.
When the RA MIN is not displayed, if the RA/BARO switch is in the RA

position, the RA MIN box, format, range, and resolution are active when
the MINIMUMS knob is rotated one click in either direction. The RA MIN
box is displayed with the initialized value inside.

REV 2 Oct 2006 16-3
The following are two adjustment rates for the RA MIN value:
D Slow -- Increases or decreases the RA value by 1 foot per knob click.
D Fast -- Increases or decreases the RA value by 10 feet per knob

click.
When the current RA MIN value reaches its maximum of 990, additional
clockwise turns show OFF . At this time, the knob is used to decrease
the value. When OFF stays in view for 5 seconds (that is, an RA MIN
of 990 or less is not selected), the display RA MIN box and readout are
removed from the display. The same is true at the lower end when the
RA value is 0 and additional decreasing of the value is attempted.
When the radio altitude is equal to or less than the

approach minimum set value, MIN (in an amber
box) is displayed next to the RA set value and the
radio altitude display.
NOTE: The MIN annunciator is inhibited on the ground and during

climb--out until the aircraft is more than 50 feet above the
minimums set value.
When APPROACH 1 ONLY or APPROACH 2 ONLY are displayed

in amber or NO AUTOLAND is displayed (in red) in the flight mode
annunciator armed status field, the decision height (BARO or RA) on
the two PFDs flashes in amber reverse video for five seconds and then
shows in steady amber.
BARO Approach Minimums -- The BARO

altitude minimums display is located in the
lower right corner of the attitude sphere.
When the barometric altitude is within 50 feet
of the set value, a black box is displayed. The
box contains the label BARO and the set
altitude value in cyan. The value is set
using the PFD controller MINIMUM control
when the RA/BARO switch is set to the
BARO position. The BARO minimums
operates the same way as the RA minimums
when it is at its maximum and minimum
values. When the maximum (16000) or minimum (0) is exceeded,
OFF is annunciated for 5 seconds, then the box, readout, and label
are removed from the display.

16-4 REV 2 Oct 2006
When the BARO MIN is not in view, if the RA/BARO switch is in the
BARO position, the BARO MIN box, format, range, and resolution
become active when the MINIMUMS knob is rotated one click in either
direction with the initialized value displayed.
The two rates of adjustment are as follows:
D Slow -- Increases or decreases the BARO MIN value by 10 feet per

knob click.
D Fast -- Increases or decreases the BARO MIN value by 200 feet per
knob click.
On takeoff, the MDA annunciator is inhibited. The display is removed

when the value is set to less than 10 feet.
The minimums bug is labeled with

a cyan B with a horizontal L
that protrudes from the altitude
tape left edge. It marks the set
altitude. It is only displayed when
the aircraft is within ±550 feet of
the current altitude.
When barometric altitude is equal

to or less than the approach
minimums set value, MIN is
displayed in a black box. The
minimum altitude bug becomes
the same color as—and flashes in unison with—the minimum altitude
annunciation (MIN), when the MIN annunciation is in view.
The minimum altitude bug is removed from the display when a minimum
altitude value is not displayed.

REV 2 Oct 2006 16-5
Radar Altitude Self--Test

A pilot initiated self--test is selected on the MCDU, as shown in
Figure 16--2, for the radar altimeter operational check. When the test
is run, the results are as follows:
D Under normal operation, the self--test generates a radio altitude of

50 ± 5 feet.
D If 100 feet is displayed, there is a problem with the system

receiver/transmitter unit.
D If 200 feet is displayed, there is a problem with the CM 2000

configuration module.
Figure 16--2
MCDU TEST Page With Radio Altitude Self--Test
Radio Altitude System Failure and Miscompare

With a single radar altimeter system installation, when there is a failure
of the system, --RA-- is displayed in place of the radio altitude digital
readout.
With a dual radar altimeter system installation, when a failure occurs in

one of the radar altimeters, the remaining operational radar altimeter
supplies data to the two PFDs. The radio altitude digital readout on
the PFDs is displayed in amber instead of green.
When the altitudes from the two radar altimeters in a dual configuration
do not agree, a miscompare occurs and RA is annunciated on the ADI
sphere above the radio altitude digital readout.

16-6 REV 2 Oct 2006
17. Weather Radar Systems and

Lightning Sensor System (LSS)
INTRODUCTION
The PRIMUS 660 (baseline) and 880 (optional) Weather Radar (WX)
Systems are lightweight, X--band digital radar that are designed for
weather detection and ground mapping.
The primary purpose of the systems is to detect storms along the

flightpath and give the crew a visual color indication of rainfall intensity
and turbulence content (880 only). After proper evaluation, the crew
can chart a course to avoid storm areas.
SYSTEM OVERVIEW
The PRIMUS 660/880 Weather Radar, shown in Figure 17--1 in block
diagram form, is a lightweight X--band digital color radar designed for
weather detection and analysis and ground mapping. This radar uses
a magnetron with a 10 kW nominal power output. The system consists
of the following:
D WU--660/WU--880 integrated receiver/transmitter/antenna (RTA)
unit
D Two virtual weather radar controllers.
The RTA is mounted in the nose of the aircraft. The standard 660
system uses an 18--inch antenna. The optional 880 uses a 24--inch
antenna that is not available with the baseline 660.
The virtual controllers consist of the CCDs and the WX mode

information displayed on the MFDs below the weather display.
The RTA transmits and receives X--band radio frequency energy for the
purposes of weather detection and ground mapping (GMAP). The
transmitted signals are sent directly to the antenna from the transmitter
circuitry, which is mounted on the rear of the antenna. Echo signals
received by the antenna are applied directly to the receiver. The RTA
receiver gain is adjustable to increase or decrease the receiver
sensitivity when performing GMAP or weather analysis. There is also
a rain echo attenuation compensation technique (REACT) function
available to the RTA to adjust sensitivity automatically to compensate
for attenuation losses caused by the weather target.
A28-- 1146-- 172 Weather Radar System and Lightning Sensor System (LSS)
REV 2 Oct 2006 17-1
The system range is adjusted to six different distances between 10 and

300 NM, and a target alert option is activated to alert the pilot when
severe weather outside of the selected range is detected. The system
can detect storms up to 300 NM from the aircraft.
The antenna sweep is selectable for normal sweep mode (120 degrees)
or sector scan sweep mode (60 degrees). Normal sweep covers
60 degrees for each side of the aircraft. Sector scan covers 30 degrees
for each side. The WX radar system has an OFF option, and also a SLV
option, where one controller is off and the other controls both radar
sweeps. There are also standby and forced standby modes in which the
unit is on, but not active.
The antenna tilt is manually adjustable, using the cursor control device
(CCD) in 1--degree increments between --15 degrees down and
+15 degrees degrees up with respect to the horizon. When the
stabilization feature is active, the antenna tilts to maintain the
line--of--sight with respect to the horizon within the 30 degrees pitch
attitude limit, regardless of the aircraft attitude. The antenna is
stabilized in the pitch and roll axis through attitude information from the
IRU.
The 880 system has additional functions for turbulence detection and
altitude compensated tilt (ACT). ACT adjusts the antenna tilt in relation
to the aircraft altitude and selected range, so the radar remains pointed
at the horizon. The radar processes return signals to determine when
a turbulence signature is present. Turbulence detection is only engaged
in the WX mode and at selected ranges of 50 NM or less.
The virtual WX radar controller and the CCD control the WX system
operating modes and antenna tilt functions. MFD display range is
controlled from the CCD outer concentric knob when the CCD focus is
the MFD. The WX menu controls all the radar operating modes and gain
functions. The outer concentric knob on the CCD controls range when
focus is on the MFD. Variable gain or tilt is adjusted with the CCD inner
concentric knob. With two MFDs operational in the aircraft, both the
pilot and copilot can look at different ranges and tilt settings at the same
time.
The WX system displays two different radar pictures with separate and
independent detail on each (This means that the pilot’s MFD shows
weather at 100 NM, while the copilot’s MFD shows weather at 25 NM).
The WX mode and status annunciation are displayed on the left side of
the MFD in a box labeled WEATHER, and on the PFD adjacent to the
right side radio box at the bottom of the horizontal situation indicator
(HSI) display.
Weather Radar System and Lightning Sensor System (LSS) A28-- 1146-- 172
17-2 REV 2 Oct 2006
Figure 17--1
Weather Radar System Block Diagram
REV 2 Oct 2006 17-3/17-- 4
SYSTEM DISPLAYS
The PRIMUS 660/880 Weather Radar System shows weather on the
primary flight display (PFD) horizontal situation indicator (HSI), as
shown in Figure 17--2, and on the multifunction display (MFD) map
mode, as shown in Figure 17--3.
Figure 17--2
PFD HSI Arc With Weather Displayed
REV 2 Oct 2006 17-5
Figure 17--3
MFD Map Mode With Weather Displayed
The weather radar configuration uses a dual system of controllers.

When dual controllers are used and none of the two is turned off,
weather radar displays are controlled by the on--side controller. If one
controller is turned off, the radar displays are controlled by the active
controller.
When the system is in the weather detection mode, storm intensity

levels are displayed in four bright colors on a black background, as
shown in Figures 17--2 and 17--3. Areas of very heavy rainfall are
displayed in magenta, heavy rainfall in red, less severe rainfall in
yellow, moderate rainfall in green, and little or no rainfall in black
(background). Areas of detected turbulence are displayed in soft
white (WU--880 only).
17-6 REV 2 Oct 2006
Precipitation in preset gain is listed in Table 17--1.
Table 17--1
Rainfall Rate Color Cross--Reference
Rainfall Rate Rainfall Rate

Color (inches/hr) (mm/hr)
Green 0.04 to 0.16 1 to 4

Yellow 0.16 to 0.47 4 to 12
Red 0.47 to 2 12 to 50
Magenta >2 > 50
Range marks and numbers are displayed in contrasting colors to help

evaluate storm cells. When target alert is selected, the system monitors
for severe weather targets beyond the selected range and within
±7.5 degrees of the aircraft heading. While target alert is armed, TGT
is displayed with the WX annunciators in the box labeled WEATHER
on the MFD. Selecting target alert forces the system to preset gain, and
turns off VAR gain mode. Target alert is only selected in the WX mode.
To activate target alert, the target must have the depth and range
characteristics described in Table 17--2. In an alert condition, TGT
flashes in amber as long as the alert condition exists.
Table 17--2
Target Alert Characteristics
Selected Target Target

Range (NM) Depth (NM) Range (NM)
5 5 > 5 to 55
10 5 > 10 to 60
25 5 > 25 to 75
50 5 > 50 to 100
100 5 > 100 to 150
200 5 > 200 to 250
300 Inactive ----
FP (Flight Plan) 5 > 5 to 55
REV 2 Oct 2006 17-7
The ground mapping mode improves the resolution and enhances

small targets at short ranges. The reflected signals from various ground
surfaces are displayed as magenta , yellow , cyan , and black
(most to least reflective).
WARNING
THE WEATHER SYSTEM PERFORMS ONLY THE FUNCTIONS
OF WEATHER DETECTION OR GROUND MAPPING. IT IS NOT
INTENDED TO BE USED OR RELIED FOR PROXIMITY
WARNING OR ANTICOLLISION PROTECTION.
ANTENNA POSITION INDICATOR (API)
When the weather radar is selected for display and WX, GMAP, or
TEST is the current mode, the antenna position indicator (API) is
displayed as an indication that the antenna scan is active. It is a yellow
line drawn just below the outer heading arc that indicates the current
antenna position and the limits of the weather radar sector where the
weather data is displayed. It also indicates that the image is being
updated shown in Figure 17--4.
Figure 17--4
API Indicator
17-8 REV 2 Oct 2006
WEATHER RADAR CONTROLS

Control and display menus are described in the paragraphs that follow.
Differences between the 660 and 880 systems are defined. Weather
radar is displayed using the WX button on the display controller section
of the guidance panel.
D WX Button -- Pushing this button displays weather radar data in the

arc mode on the on--side HSI (PFD).
The WX button sequence is:
— weather data → OFF → weather data → (repeat).
REV 2 Oct 2006 17-9
Weather on MAP Menu

The Map menu, shown in Figure 17--5, is used to select weather for
display. Weather is an exclusive button with terrain, which means that
weather or terrain is selected, but not both. When weather is selected,
the Weather menu is displayed. It controls the weather system no
matter where it is displayed.
Figure 17--5
MFD Map Title Button Pulldown Menu
17-10 REV 2 Oct 2006
Weather Menu
Radar weather and ground mapping displays are controlled in the Map
menu by selecting the correct radio button. Weather or ground mapping
images are displayed on the MFD Map display but the radar is
controlled from the Weather menu. When weather is selected, the
Weather menu, shown in Figures 17--6 and 17--7, is displayed.
Figure 17--6
WU--880 Virtual Weather Radar Controller
Figure 17--7
WU--660 Virtual Weather Radar Controller
REV 2 Oct 2006 17-11
WX -- When the pilot selects this radio button, the

weather mode is displayed. In the weather mode,
the system is fully operational and WX is displayed
in the mode field.
If WX is selected before the initial RTA warmup period is over, WAIT

is displayed in the mode field. In the wait mode, the transmitter and
antenna scan are inhibited and the display memory is erased. When the
warmup is complete, the system automatically switches to the weather
mode.
If both pilots have selected the WX mode, the left to right sweep of the
RTA displays weather detection based on selections made by the pilot
side WX controller. The right to left sweep display is based on settings
made on the copilot WX controller. A slaved condition exists, defined
under the sector (SECT) section in the following paragraphs, when one
pilot has WX selected and the other has OFF selected. In this
configuration, the WX controller with WX selected controls the display
and both sweeps of the RTA.
GMAP -- When this radio button is selected using

the CCD, the radar is in the ground mapping mode.
In this mode, the system is fully operational, and
GMAP is displayed in the mode field.
WARNING
WEATHER TYPE TARGETS ARE NOT CALIBRATED WHEN THE
RADAR IS IN THE GMAP MODE. BECAUSE OF THIS, DO NOT
USE THE GMAP MODE FOR WEATHER DETECTION.
As a constant reminder that the system is in the ground mapping mode,

the alphanumerics are changed to green, and the color scheme is
changed to black, cyan , yellow , and magenta . Cyan represents
the least reflective return , yellow is a moderate return , and
magenta is a strong return .
17-12 REV 2 Oct 2006
When the ground mapping mode is selected before the initial RTA
warmup period is complete, WAIT is displayed in the mode field.
When the warmup period is complete, the system automatically
switches to the ground mapping mode. GMAP, when selected on the
ground, is in the armed mode. It is active when airborne.
NOTE: RCT cannot be selected in the ground mapping mode.
Standby (STBY)/Forced Standby (FSBY) -- STBY
or FSBY is displayed for this menu item when the
aircraft is in the air (STBY) or on the ground (FSBY).
When this item is selected, the system deselects all
other previously selected modes, and places the
system in standby (that is, it dims all selections on the
Weather menu, so that trying to select them has no
effect). In STBY, the WX system remains in a ready
state with the antenna scan stopped. The antenna is stowed in the
tilt--up position, the transmitter is inhibited, the display memory is
erased, and STBY is displayed in the mode field. For the system to
be completely in standby, both controllers must have the STBY mode
selected. If only one controller has STBY selected, the WX RTA is on
during one sweep and off during the second sweep.
FSBY is displayed when the weight--on--wheels (WOW) switch
indicates the aircraft is on the ground. The RTA is in forced standby
mode when the aircraft is on the ground, the transmitter and antenna
scan are both inhibited, display memory is erased, and FSBY is
displayed in the mode field.
Overriding the forced standby requires that both pilots select the
FSBY OVRD menu item on the respective weather controllers. This
is the only selectable item on the menu. All other items are grayed out
to indicate they are not selectable.
The forced standby mode is a safety feature that inhibits the transmitter
on the ground to eliminate the X--band microwave radiation hazard.
WARNING
FORCED STANDBY MODE MUST BE VERIFIED BY THE
OPERATOR TO ENSURE SAFETY FOR GROUND PERSONNEL.
OFF -- When this item is selected on both MFD weather

controllers, the WX system is turned off. The system no
longer radiates power, and the antenna is stowed.
When OFF is selected in the air, all of the square
function boxes are grayed out to indicate they are not
selectable. The circular radio buttons are white to
indicate they are selectable.
REV 2 Oct 2006 17-13
When one of the pilots has OFF selected, and the other pilot has WX
selected, the weather display that is OFF is slaved to the WX pilot, and
the other WX menu selections control the display of weather on both
PFD HSI and MFD Map/Arc displays. In the slaved mode, an S is
displayed in the WX mode box, and Slaved is annunciated on the WX
controllers next to OFF .
FUNCTION SELECTIONS
The function items with a square box mean any or all of the boxes can
be selected at one time. The function selections are described in the
following paragraphs.
Sector ( SECT ) -- The normal radar

sweep is ±60 degrees from the nose of
the aircraft at a rate of 12 sweeps a
minute. If the SECT box is selected
(checked) the angle of the sweep is
reduced to ±30 degrees, and the rate is
increased to 24 sweeps a minute.
Deleting the check returns the sweep to
the normal setting. If one of the pilots
selects the reduced angle (that is, the
box is checked) the reduced scan
applies to both displays.
17-14 REV 2 Oct 2006
Stabilizer Off ( STAB Off ) -- When

this box is checked, attitude stabilization
is off, and unchecked attitude
stabilization is on.
Variable Gain ( VAR Gain ) -- When

the VAR Gain box is not checked, the
system is at the normal preset gain
recommended for weather avoidance.
When this mode is in use, the Gain box
is blank, and no cyan tuning cursor is
displayed since gain is not manually
changed. When the VAR Gain box is
checked, the system is in the variable
(VAR) gain mode. Variable gain is useful
for additional weather analysis. In the weather mode, variable gain
increases receiver sensitivity over the calibrated level to show very
weak targets, or it is reduced below the calibrated level to eliminate
weak returns. When the box is checked, the Gain annunciates a cyan
digital value that is adjusted using the concentric knobs on the CCD.
Gain Control -- When the Map page is displayed, the on--side CCD has
selected the MFD, and the cyan knob prompt is displayed at the gain
value, both map and weather gain values are controlled by the outer
concentric knob on the CCD, shown in Figure 17--8. Clockwise (cw)
rotation increases gain and counterclockwise (ccw) rotation decreases
gain. The gain value is displayed in the WX mode box in the lower left
corner of the MFD WX display. When TGT or RCT are selected, the
weather radar is set to calibrated gain, and VAR Gain and Gain are
grayed out.
REV 2 Oct 2006 17-15
Figure 17--8
Outer Knob Gain Control on CCD
Target (TGT) -- When the TGT box is not

checked, the target alert mode is off.
When it is checked, the TGT mode is on,
and TGT is displayed in the mode field.
Target alert is selectable except in the
300--mile range. When selected, the
system monitors beyond the selected
range and 7.5 degrees on each side of
the aircraft heading. If a return with target
alert characteristics ( red or
magenta ) is detected in the monitored area, the target alert
annunciator changes from the green ( TGT ) armed condition to the
amber alert condition ( TGT ). The TGT annunciator flashes, which
advises the pilot of potentially hazardous targets directly in front of the
aircraft that are outside the selected range. When an amber alert is
received, the pilot must select longer ranges to view the questionable
target. (Note that target alert is inactive in the selected range.)
Selecting target alert forces the system to preset gain. Target alert is
selected only in the weather mode, and selection does not affect the
cross--side MFD.
NOTE: To activate the target alert warning, the target must have the
depth and range characteristics described in Table 17--2.
17-16 REV 2 Oct 2006
REACT (RCT) -- RCT is a submode of

the weather detection mode. Selecting
RCT puts the system in preset gain, and
RCT is displayed in the WX mode
fields. The rain echo attenuation
compensation technique (REACT)
circuitry compensates for attenuation of
the radar signal as it passes through
rainfall. The cyan field indicates areas
where further compensation is not
possible. Any target detected in the cyan field is not calibrated and
must be considered dangerous. All targets in the cyan field are
displayed as magenta fourth--level precipitation.
Altitude Compensated Tilt (ACT) --

When this box is checked, the ACT mode
is selected. This mode is only available
on the PRIMUS 880 system radars. In
this mode, the system automatically tilts
the RTA in relationship to the current
altitude and currently selected range.
The tilt function (inner concentric circle
knob on the CCD) is still used by the
pilots for fixed offset compensations up
to 2 degrees. When active, an A is displayed in the WX mode fields.
The digital tilt readout always shows the commanded tilt of the antenna
regardless of the tilt command source (ACT or manual tilt). It only
affects the on--side controller.
Turbulence (TURB) -- When this box is

checked, the turbulence detection mode
is active. This mode is only available on
the PRIMUS 880 system radars. The
turbulence mode is available only when
the system is in the WX mode, and the
range is 50 NM or less. Areas of
moderate, severe, or extreme
turbulence are displayed in soft white.
When the turbulence detection mode is
selected, WX/T is displayed in the mode field. It only affects the
on--side controller.
REV 2 Oct 2006 17-17
Range Control -- When the Map page is displayed, the on--side CCD
has selected the MFD, and the cyan knob prompt is displayed at the
range value, the map and weather range are controlled by the outer
concentric knob on the CCD, shown in Figure 17--9. The range selections
are 10, 25, 50, 100, 200, and 300 NM (full scale). Clockwise rotation
increases ranges, and counterclockwise rotation decreases ranges.
The number below the MFD inner--range ring is the half--range of the
selected value ( 5 , 12.5 , 25 , 50 , 100 , and 150 ).
Figure 17--9
Outer Knob Range Control on CCD
CAUTION
TURBULENCE IS ONLY DETECTED WITHIN AREAS OF
RAINFALL. THE PRIMUS 880 WEATHER RADAR SYSTEM DOES
NOT DETECT CLEAR AIR TURBULENCE.
WARNING
UNDETECTED TURBULENCE CAN EXIST IN ANY STORM CELL.
Manual Tilt Control -- When the Map page is displayed, radar tilt is
controlled by the inner concentric knob on the CCD, as shown in
Figure 17--9, except if automatic altitude compensated tilt (ACT) is
enabled. The TILT knob selects the tilt angle of the antenna beam
relative to the horizon. Clockwise rotation tilts the beam upward to +15
degrees and counterclockwise rotation tilts the beam downward to --15
degrees. The most used range (--5 degrees to +5 degrees of tilt) is
expanded for ease of operation.
WARNINGS
1. TO AVOID FLYING UNDER OR OVER STORMS,
FREQUENTLY SELECT MANUAL TILT TO SCAN ABOVE AND
BELOW THE AIRCRAFT FLIGHT LEVEL.
2. ALWAYS USE MANUAL TILT FOR WEATHER ANALYSIS.
17-18 REV 2 Oct 2006
MODE ANNUNCIATOR BOXES
The MFD mode box is located on the left side of the display above the
WX menu, as shown in Figure 17--10. The PFD WX annunciators are
displayed to the left of the right radio display at the bottom of the HSI,
as shown in Figure 17--11. Table 17--3 lists the WX mode annunciators
and their meanings.
Figure 17--10
MFD Weather Mode Box Location
REV 2 Oct 2006 17-19
Figure 17--11
PFD Weather Annunciator Locations
D Weather Display Window -- The window display annunciators are

generated by the weather radar or lightning sensor system (LSS).
They include the following:
— Radar Tilt -- Radar tilt is displayed in the form of a green

digital readout and a preceding minus sign ( -- ) for negative
numbers. A white degree symbol ( _ ) is to the right of the digits.
When altitude compensated tilt (ACT) is engaged, a white A is
shown after the degree symbol.
— Weather Radar Mode Annunciators -- WX Radar mode

annunciators are annunciated in this area, as listed in
Table 17--3.
— Antenna Stabilization (STAB) -- The antenna is normally

stabilized in pitch and roll using attitude information from the IRU.
Momentarily selecting the STAB OFF checkbox disables
antenna stabilization and causes an amber STAB annunciator
to be displayed adjacent to the navigation display. Antenna
stabilization is reinstated by selecting the STAB OFF checkbox
a second time.
17-20 REV 2 Oct 2006
— Variable Gain (VAR) -- The GAIN control varies the RTA receiver
gain. Gain control is provided by the inner rotary knob on the
CCD when the CCD is located on the MFD, and the TILT option
is not active.
There are two GAIN modes: variable (VAR) and calibrated. The
preset calibrated mode is the normal mode and is used for
weather avoidance. In calibrated gain, the rotary control of the
GAIN does nothing. The system is forced into calibrated gain
when RCT or TGT are selected. The VAR gain mode is useful
for additional weather analysis and for ground mapping. In WX
mode, variable gain increases receiver sensitivity over the
calibrated level to show weak targets, or it is reduced below the
calibrated level to eliminate weak returns. VAR gain control is
selected on the virtual controller and the cursor is placed on the
GAIN control on the virtual controller. The set GAIN is displayed
as a numerical value on the MFD virtual controller, and an amber
VAR is displayed in the position of the TGT annunciator on the
PFD.
Rotation of the knob ccw reduces receiver sensitivity. Rotation

cw increases sensitivity until it is at the maximum sensitivity. A
digital readout and label of the gain setting is displayed on the
MFD adjacent to the navigation display.
— Target (TGT) Alert -- Target alert is located with the variable gain
in the bottom right of the WX mode annunciator window. It
overrides the variable gain display. When armed, TGT is
displayed in green. When activated, TGT turns amber and
flashes.
REV 2 Oct 2006 17-21
Table 17--3
Weather Radar Annunciators
Annunciator R/T Mode Description
WAIT RTA in warm--up

FSBY Forced standby (WOW)
STBY Normal standby
TEST Test mode and no faults (Note 1)
WX Normal weather mode (Notes 1, 2, 3)
WX/OFF Weather mode OFF
WX/TX Weather transmitting, but not selected for display
on the PFD or MFD (A/C in--air) (Note 2)
WX/TX Weather transmitting, but not selected for display
on the PFD or MFD (A/C on--ground) (Notes 1, 2)
WX/R Normal weather with REACT (Rain Echo
Attenuation Compensation Technique) mode
WX/T Normal weather with turbulence mode (Note 1)
WX/R/T Normal weather with REACT and turbulence
mode (Note 1)
GMAP Ground mapping mode (Note 1)
FAIL When a failure occurs (Note 4)
WX Weather interface failure (Note 3)
WX CTRL Invalid WX control bus
OVRNG Map range greater than 300 NM
STAB Stabilization ON
STAB Stabilization OFF
TGT Target alert enabled (Note 5, 6)
TGT Target alert enabled and active (Note 5, 6)
VAR Variable gain
17-22 REV 2 Oct 2006
Table 17--3 (cont)

Weather Radar Annunciators
Annunciator R/T Mode Description
NOTES: 1. When the aircraft is weight--on--wheels (WOW), and the weather

RADAR is transmitting, the weather RADAR mode annunciator turns
amber and flashes in reverse video.
2. When weather radar is invalid, WX is displayed.
3. When weather radar is first turned on, it displays an amber WX for a
few seconds, while the picture bus establishes and stabilizes
operation.
4. When on the ground and the weather test display is selected, weather
failures are indicated by fault codes in the tilt angle field. Refer to the
PRIMUS 880 Weather Radar System maintenance manual for specific
information on each fault code definition.
5. When target alert is enabled and a level 3 or greater weather return is
detected in the forward 15--degree antenna scan, TGT is displayed.
6. When target alert is armed, TGT is displayed respectively with the WX
annunciators in the box labeled WEATHER on the MFD and with the
WX annunciators in the lower right corner of the PFD. When target alert
is active, TGT is displayed respectively on the MFD and PFD.
7. When weather is not selected for display (Terrain enabled), WX modes
are annunciated in white, and functional annunciators (TILT, STAB,
TGT) are removed.
— LSS Annunciators -- These annunciators indicate the status of

the LSS. LSS modes are listed in Table 17--7.
If weather is selected for display and video data is lost, the annunciator
WX is displayed in the middle of the MFD.
If terrain is selected for display and video data is lost, the annunciator
TERR is displayed in the middle of the MFD.
REV 2 Oct 2006 17-23
Weather Radar Self--Test
WARNING
OUTPUT POWER IS RADIATED IN TEST MODE.
The PRIMUS 660 digital weather radar system has a self--test mode
and a maintenance function. The WX test mode is selected by pushing
the WX prompt on the MCDU test page, shown in Figure 17--12. The
key toggles between ON and OFF with the selected state in green
larger font and the unselected state in white smaller font.
Figure 17--12
MCDU TEST Page
17-24 REV 2 Oct 2006
Follow the procedure in Table 17--4 to conduct a complete WX self--test.
Table 17--4
WX Self--Test Procedure
Step Procedure
1 Verify that the test pattern, shown in Figure 17--13, has the
following:
D Half--range mark and alphanumerics are displayed in
white.
D Half--range distance is 50 NM.
2 Use the touchpad on the pilot’s CCD to select the SECT
button on the WX menu. Push the CCD ENTER key to
reduce the scan from +60 degrees to ±30 degrees.
D Verify that the change is made to both MFD radar
screens.
D Verify that the sweep rate increases from 12 to 25 scans
per minute.
3 Push the CCD ENTER key to deselect the SECT button.
Verify that both screens and scans are returned to the
±60 degrees sweep and 12 times per minute scan rate.
4 Select FSBY (on the ground) or STBY in the air, or select
the OFF button on the WX menu to remove the test and
weather display from the MFD.
In the self--test mode, a special test pattern is displayed. Figure 17--13

shows a test pattern for the indicator.
REV 2 Oct 2006 17-25
Figure 17--13
Weather Radar TEST Mode
D Color Bands -- A series of black/ green / yellow / red / cyan /

white / magenta /blue bands indicate that the signal to color
conversion circuits are operating normally.
The maintenance function lets the pilot or the line maintenance

technician determine the major fault areas.
— Fault Code -- Fault codes are displayed at the same place tilt
angle is displayed (if faults are detected) in the Weather mode
field. Fault codes are defined in the maintenance manual.
17-26 REV 2 Oct 2006
WEATHER RADAR OPERATING PROCEDURES
Preliminary Control Settings

Select the MODE, GAIN, and TILT control, as shown, before powering
up the aircraft electrical system. The following must be done:
D MODE control Off (unchecked)
D GAIN control Preset position
D TILT control +15°.
Precautions
If the radar system is to be operated in any mode other than standby
while the aircraft is on the ground:
D Direct the nose of aircraft, so that the antenna scan sector is free of
large metallic objects such as hangars or other aircraft, for a
distance of 100 feet (30 meters), and fully tilt the antenna.
D Do not operate the radar during aircraft refueling or during refueling

operations within 100 feet (30 meters).
D Do not operate the radar if personnel are standing too close to the
270--degree forward sector of aircraft.
D Operating personnel must be familiar with FAA AC 20--68B.
Power--up
On power--up, select the standby or test mode. When power is first
applied, the radar is in wait mode up to 60 seconds to let the magnetron
warm up. Power sequences ON--OFF--ON lasting less than the initial
wait period results in a 6--second wait period.
After warm--up, follow the test procedure described previously.
REV 2 Oct 2006 17-27
Standby
When STBY (or FSTBY) is selected, the antenna is stowed in a tilt--up
position and is not scanning or transmitting. If two controllers are
installed, both must be selected to STBY for the system to be in
standby.
Standby must be selected any time the operator wants to keep the
system powered on without transmitting.
Radar Mode -- Weather

For purposes of weather avoidance, pilots must know FAA Advisory
Circular AC 00--24B (1--20--83), Subject: THUNDERSTORMS.
To assist the pilot in categorizing storms as described in AC 00--24B,

the radar receiver gain is calibrated in the WX mode with the VAR Gain
not selected in the WX menu. The radar is not calibrated when variable
gain is being used (that is, VAR Gain selected on the WX menu), but
calibration is restored if RCT or target alert is selected.
To better interpret the display, targets are displayed in various colors.

Each color represents a specific level of precipitation.
In the WX mode, the PRIMUS 660/880 Weather Radar System

displays five levels as black, green , yellow , red , and magenta
(in increasing order of intensity).
REACT (RCT) is used in WX mode to compensate for attenuation of

the radar signal as it passes through a storm. It does this by increasing
the gain of the receiver as weather is detected.
The RCT button selects and deselects the cyan field display that
indicates the receiver is at maximum gain and the reference levels are
at final values. Any returns detected beyond that point are displayed
as magenta. (Selecting RCT prevents variable gain from operating.)
Target alert is selected in any WX range except 300 NM. The target alert
circuit monitors for red level or greater targets within ±7.5 degrees of
aircraft heading.
17-28 REV 2 Oct 2006
Radar Mode -- Ground Mapping

When the ground mapping mode is selected, the TILT control is turned
down until the proper amount of terrain is displayed. The degree of
down--tilt depends upon the aircraft altitude and the selected range.
In--Flight Troubleshooting
The PRIMUS 660/880 digital weather radar system displays
troubleshooting information in one of the two following formats:
D Fault codes
D Text faults.
The selection is made at the time of installation. The following

paragraphs describe access and use of this information.
Critical functions in the RTA are continuously monitored. Each fault

condition has a corresponding 2--digit fault code (FC). Also, a fault
name, a pilot message, and a line maintenance message are
associated with each fault condition.
The following faults are accessed on the ground or while airborne:

D Display, indicator, or RTA malfunction
D FAIL annunciator on weather indicator or EDS display.
When the feature TEXT FAULTS is engaged, the radar test pattern area
displays plain English text fault information. When it is not enabled, only
the fault code is shown (one at a time) on the indicator or EFIS display.
NOTE: In this installation with text faults enabled, the fault codes
are also displayed as part of the fail annunciator (for
example, FAIL 13).
REV 2 Oct 2006 17-29
Test Mode With TEXT FAULTS Enabled

When airborne, if the radar is in test mode, current faults are displayed.
When on--ground (weight--on--wheels active) and the radar is in test
mode, current faults are displayed followed by up to 32 faults from the
last 10 power--on cycles. The historic faults are displayed going from
the most recent to the oldest and are cycled every two antenna sweeps
(approximately 8 seconds). The power--on count (POC) number
indicates how many power--on counts in the history the fault have
occurred. After the last fault, an END OF LIST message is displayed.
To recycle through the list again, exit and re--enter the test mode.
Table 17--5 describes the six fault data fields that are displayed in
Figure 17--14.
Table 17--5
Fault Annunciator Text Fault Fields
Field No. Description
1 Pilot message
2 Line maintenance message
3 Fault code/power--on count
4 Fault name
5 Transmit ON/OFF
6 Strap code
NOTES: 1. When airborne, only fault fields 1, 2, and 3 are displayed.
2. When airborne, only the current faults are displayed.
3. Strap codes indicate the configuration that was done at the time of
installation. Refer to the System Description and Installation manual for
further explanation.
17-30 REV 2 Oct 2006
Figure 17--14
Fault Annunciator on Weather Indicator
REV 2 Oct 2006 17-31
In--Flight Roll Compensation Adjustment of the

PRIMUS 660 Weather Radar System
This radar is normally attitude stabilized and automatically
compensates for roll and pitch maneuvers. In--flight roll compensation
is done using the procedure in the steps that follow.
1. If two controllers are installed, one must be turned off. If an indicator
is used as the controller, the procedure is the same as follows.
2. Fly to an altitude of 10,000 feet AGL or higher.
3. Set the WX range to 25 NM.
4. Adjust the tilt down until a solid band of ground clutter is visible on
the screen. Then adjust the tilt until the green region of the ground
returns. Start at 20 NM.
5. On the WX menu, deselect RCT (no check in the box).
6. Turn the STAB box on and off four times within 3 seconds. A display
with text instructions is displayed. The radar unit is in the roll offset
adjustment mode.
7. Select the GAIN box on the WX menu, and adjust the gain value
using the CCD knob to make a roll offset adjustment. The offset
range is from --2.0 degrees to +2.0 degrees. The polarity of the gain
value is such that clockwise rotation causes the antenna to move
down when scanning on the right side.
8. While flying straight and level, adjust the gain value until the ground
clutter display is symmetrical.
9. Deselect VAR Gain. When the VAR Gain is deselected, the display
returns to the previous message.
10.Select the STAB button to go to the next menu (pitch offset), or

select and deselect it three times to exit.
NOTE: When it is set, the roll compensation is stored in

nonvolatile memory in the RTA. It is not erased when the
system is powered down.
17-32 REV 2 Oct 2006
TILT MANAGEMENT
The figures that follow show the relationship between tilt angle, flight
altitude, and selected range. Figure 17--15 shows the distance above
and below aircraft altitude that is illuminated by the flat--plate radiator
during level flight with 0--degrees tilt.
Figure 17--15
Radar Beam Illumination High Altitude
Figure 17--16 shows a representative low--altitude situation with the

antenna adjusted for 2.8--degrees up--tilt.
Figure 17--16
Radar Beam Illumination Low Altitude
REV 2 Oct 2006 17-33
MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL)

Heating and radiation effects of weather radar are hazardous to life.
Personnel should remain at a distance greater than the distance to the
maximum permissible exposure level boundary (R) from the radiating
antenna in order to be outside the envelope in which radiation exposure
levels equal or exceed 10 mW/cm2, the limit recommended in FAA
Advisory Circular AC No. 20--68B, August 8, 1980, Subject:
Recommended Radiation Safety Precautions for Ground Operation of
Airborne Weather Radar. The radius, R, is calculated for the radar
system on the basis of radiator diameter, rated peak--power output, and
duty cycle. The greater of the distances calculated for the far--field or
near--field is based on the recommendations outlined in
AC No. 20--68B.
The American National Standards Institute, in document ANSI

C95.1--1982, recommends an exposure level of no more than
5 mW/cm2.
Honeywell recommends that operators follow the 5 mW/cm2 standard.

Figure 17--17 shows the MPEL for PRIMUS 660/880 Weather Radar
power.
Figure 17--17
Maximum Permissible Exposure Level Boundary
17-34 REV 2 Oct 2006
LIGHTNING SENSOR SYSTEM (LSS) (OPTION)
System Description
The LSS detects high--energy invisible electric and electromagnetic
fields that are associated with lightning activity. Research has shown
a correlation between increased lightning and turbulence that affects
the proper operation of aircraft. After evaluating the LSS display and the
relation to precipitation, as indicated by the weather radar display, the
flight crew can plan the proper course to avoid hazardous weather.
The LSS is an optional system onboard the Embraer aircraft. The LSS
is used to detect and locate areas of lightning activity in a 200 NM radius
around the aircraft and to give the crew a visual display of the lightning
rate of occurrence and position relative to the aircraft. LSS is an
enhancement to the WX system to aid the crew in finding areas of storm
activity and operates in conjunction with the WX. The LSS information
is also displayed when the WX is off or has failed. The LSS consists of
the following LRUs:
D Lightning sensor processor
D Lightning sensor antenna.
An LSS menu is used to control LSS functions. It is located on the pilot’s

and copilot’s MFDs, as shown in Figure 17--18.
Figure 17--18
LSS Menu
When active, the LSS processor receives signals from the LSS antenna
and digitally processes this data to determine if valid lightning flashes
are present. It monitors the space 360 degrees around the aircraft, but
only displays lightning data in the normal sweep pattern of the WX. It
sends lightning strike information, azimuth, distance, number of strikes,
and heading data to the LSS. Figure 17--19 shows a block diagram of
the LSS system.
REV 2 Oct 2006 17-35
Lightning Sensor System Controls

The LSS is controlled through the LSS section of the WX menu. The
controls are described as follows.
LX -- When the LX box is checked, lightning

strikes are being collected, processed, and
displayed. When the LX mode is on, the lightning
strikes are displayed on the pilot’s and/or
copilot’s MFD. Deselecting the LX mode removes the lightning
information from the screen. The displays work independently so that
the pilot, or copilot, or both can select the LX display and have the
displays set at different ranges.
LX Clear Bar -- In the clear mode, all memory of

past strikes and symbols are cleared, and after
3 seconds, the equipment enters the
pilot--activated self--test (PAST). The PAST is
TEST MODES
The LSS performs an automatic self--test when power is turned on and

during the normal LSS operation. The crew also initiates a self--test.
The three self--test functions are as follows:
D Power--On Self--Test (POST) -- When power is applied to the LSS,

the processor automatically checks electrically programmable
read--only memories (EPROM), random access memory (RAM),
configuration straps, and power supply voltage.
D On--Line Built--In Test Equipment (BITE) -- This is a monitoring

function that continuously monitors the operation of various circuits
in the system during operation.
D PAST -- The crew verifies the operation of the LSS by selecting the
LX Clear mode on the LSS menu. The test sends simulated lightning
activity to the antenna for a complete end--to--end test of the system.
This results in a lightning symbol display at a bearing of 45 degrees
right at 25 NM. The simulation advances the severity to a lightning
rate 3 in 15 seconds after entry into the test mode. A lightning alert
is generated along the outermost range at a bearing of 45 degrees
right and remains for 3 to 7 seconds. The rate 3 symbol degrades
and fades out in 2 minutes.
17-36 REV 2 Oct 2006
Figure 17--19
LSS System Block Diagram
REV 2 Oct 2006 17-37/17-- 38
When the POST or the BITE detects a fault before or during

operation of the pilot-activated self-test, the system switches the
displayed mode symbol to a LX/FAIL . The pilot displays a fault
code by selecting LX Clear mode. In the LX Clear mode, an LXMN
is displayed, where MN is a fault code that is described in
Table 17--6.
Table 17--6
LSS Fault Codes
LX Fail Code
(MN) Hardware/Firmware Failure
00 No LX system failure (not displayed)

01 Power supply out-of-tolerance
02 Invalid configuration
03 Reserved
04 Data processor RAM failure
05 Data processor checksum failure
06 Data processor shared RAM failure
07 Reserved
08 Reserved
09 I/O processor RAM failure
0A I/O processor checksum failure
0B I/O processor shared RAM failure
0C HN out-of-range
0D HW out-of-range
0E Reserved
0F Reserved
10 Reserved
11 Reserved
12 No data from antenna
REV 2 Oct 2006 17-39
Lightning Sensor System Mode Annunciators
The LX mode and fault annunciations are displayed directly below the
WX/Terrain annunciations on the MFD Map Display in the MFD Map
format. Table 17--7 lists all LSS modes, annunciator text, and
annunciator color.
Table 17--7
Annunciator Mode Condition
LX/OFF LSS off LSS power is set to OFF.
LX LSS The system is in the normal operating mode.
LX LSS LSS power is on and a fault condition exists.

interface
failure
LX/FAIL LSS fault LSS failed.

detected
LX/MN LSS fault LSS clear mode is selected and PAST is

code activated, displaying fault codes defined in
displayed Table 17--6. (Notes 3, 4)
LX/INHB LSS input The receiver is inhibited by the XMIT INH

inhibited input during transmission by
communications transmitters. No lightning
is received in this condition.
LX/STBY LSS LSS is set to STBY, or checklist is selected.

Standby
LX/CLR LSS clear The system is in the clear (CLR) mode. This
occurs for approximately 3 seconds after the
CLR/TST mode has been selected. After
3 seconds, the mode annunciator switches
to LX/T.
LX/TEST LSS test The system is in the TST mode. This

annunciator is replaced with a display in the
form LXMN, where MN is a hexadecimal fault
code that is defined in Table 17--6. (Notes 3,
4)
LX/HDG LSS The heading input has been deselected by

heading the pilot (if a HDG select switch is fitted) or
input by the HDG VALID input.
deselected/
unavailable
17-40 REV 2 Oct 2006
Table 17--7 (cont)

Annunciator Mode Condition
LX/CAL LSS This annunciator indicates that the system is

calibration in the self-calibration mode. This reverts to
the selected mode approximately
10 seconds after power is applied (Note 2).
NOTES: 1. It is possible that two or more of the above situations are true at the
same time. In that case, the annunciator that is highest on the list is
displayed.
2. The LX/C annunciator is unique. During the first 8 seconds after power
is applied, the LSS performs a self-calibration process to cancel
variations in antenna gain and cable loss. As soon as the test is
complete, the letter C is removed from the display. If strong interfering
signals outside the aircraft or equipment malfunction prevent the
calibration of the system, it reverts to preset calibration factors, in
which case, the C is not removed from the display. In this case, the
pilot must select the TST mode and evaluate the test display. The
displayed target at 45 degrees right, 25 NM range must be in 5 NM of
that position. If this is the case, the system is usable, and the LX/C
annunciator does not indicate a failure of the system. Interference
signals are caused by other systems on the aircraft, by adjacent
ground installations such as power transformers or by nearby aircraft. If
sources outside the aircraft cause the C to remain displayed, they are
not displayed after takeoff. The LSS must be switched off and set back
to the LX mode to force recalibration for greater accuracy. If the C
display persists after takeoff, the test display must be reevaluated.
3. M represents the four most significant bits of the fault code, and N
represents the four least significant bits of the fault code. The display
supplies fault codes ranging from 00 through FF
4. For multiple failures, the LX processor updates the LX fault code once
every 3 seconds. The display updates to the current LX fault code.
Lightning Sensor Symbols
The LSS indicates cells of lightning activity using white

rate--of--occurrence symbols that show three levels of lightning
activity in a circular cell around the symbol. The white rate symbol
upgrades in level as more lighting strokes are detected in the cell, and
downgrades in level as two minutes pass with no new lightning strokes
detected.
The three white lightning rate--of--occurrence symbols and the

magenta alert symbol are shown in Figure 17--20.
REV 2 Oct 2006 17-41
Figure 17--20
Rate--of--Occurrence Symbols
The location of the white rate symbol represents the average position
of lightning strokes that have occurred in a circular cell around the
symbol, as shown in Figure 17--21.
Figure 17--21
Lightning Cell Size vs Range
17-42 REV 2 Oct 2006
The rate symbol location is updated with every new lightning stroke in
the cell. The LSS uses the strongest part of the strike to place the rate
symbol or to update the location, but that lightning stroke may cover
several miles. Because of the rate and position averaging, lightning
may not be occurring at the exact location of the white rate symbol.
If cells overlap, a new lightning stroke in the overlapping area is

averaged into the first cell formed that covers the stroke location. If the
updated locations of two overlapping cells bring them in the cell radius
of each other, they are replaced with one cell at the averaged location.
The lightning alert symbol is magenta and the same shape as the
RATE ONE symbol. The alert symbol is only displayed at the outermost
range arc of the display and is shown for 5 seconds to indicate a
lightning stroke on that bearing, in or beyond the selected weather radar
display range.
Cloud--to--cloud lightning strokes are difficult to range accurately and

are normally displayed as the alert symbol at the proper bearing.
RATE AND POSITION AVERAGING
When the first lightning stroke occurs, the magenta alert symbol is
displayed for 5 seconds on the bearing of the stroke, and a white
RATE ONE symbol is displayed at the strongest part of the stroke.
When, 30 seconds later, another stroke is detected in the cell, an alert
symbol is displayed for 5 seconds. The rate shape is not changed, but
the location is moved to the average position of the two strokes. When
another stroke is detected in 30 seconds, an alert symbol is displayed
for 5 seconds, the rate symbol is upgraded to a RATE TWO symbol, and
the location is changed to the average of the three strokes. After one
more minute and no lightning stroke is detected (2 minutes after the first
stroke), the rate symbol is downgraded to RATE ONE, but the position
is not moved. When no more strokes are detected in the cell in one more
minute (2 minutes after the last stroke), the rate symbol is removed from
the display. When more strokes are detected, the rate symbol is
upgraded and the position is updated. Any strokes detected outside
existing cells cause other cells to be formed, and a rate symbol is
displayed at the new locations.
REV 2 Oct 2006 17-43
Weather and Lightning Displays

The WX image with lightning layered on top of it, is shown in Figure 17--22.
The white and magenta lightning-rate symbols, which represent both

position and rate-of-occurrence of lightning strokes, make up a display
that is uncluttered and easy to read.
Figure 17--22
MFD With Lightning Displayed
The LSS receives inputs from one or combinations of several other

systems that are typically found on the aircraft. The pilot must be
familiar with the aircraft installation to know what features are active.
These inputs are latitude/longitude from the flight management
system (FMS), heading from the microattitude and heading reference
system, and airspeed from any one of several sources.
Generally, these inputs position the lightning-rate symbol accurately on

the display. They update the display with heading and velocity
information to keep the rate symbol over the same geographic location,
regardless of how the aircraft is maneuvered. This feature is called
Geographic Stabilization. The LSS computer can track up to
50 individual lightning-rate symbols.
17-44 REV 2 Oct 2006
18. Traffic Alert and Collision

Avoidance System (TCAS)
INTRODUCTION
This section describes the systems, components, and operating
procedures for the Traffic Alert and Collision Avoidance System.
GENERAL
The TCAS is an independent airborne system that does not rely on air
traffic control (ATC) for control or coordination. It detects unsafe traffic
conflicts with other transponder--equipped aircraft and assists the flight
crew in avoiding intruders inside a protected airspace. This is done by
interrogating surrounding aircraft Mode A, Mode C, and Mode S
transponders, tracking the responses, and issuing advisories to the
flight crew of the vertical separation from intruders, as shown in
Figure 18--1.
Figure 18--1
Transponder Interrogation Capabilities
A28-- 1146-- 172 Traffic Alert and Collision Avoidance System (TCAS)
REV 2 Oct 2006 18-1
TCAS Operation
Vertical guidance to avoid midair collisions is computed using the
following two levels of advisories:
D TA (Traffic Advisories) -- TAs indicate the range, bearing, and
relative altitude of the intruder to aid in visual acquisition of the
intruder.
D RA (Resolution Advisories) -- RAs indicate what vertical
maneuver must be executed to make a safe separation.
Each type of advisory has a corresponding aural message that is

sounded by the TCAS computer and broadcast in the cockpit.
Mode A equipped intruders are only detected and displayed as TAs.

Intruders not equipped or not using the transponder are invisible to
TCAS.
TCAS generates RA and TA when the TA/RA mode is selected on the

MCDU RADIO 1/2 page. The two types of advisories correspond to
time--based protection zones around the aircraft. The airspace around
the TCAS aircraft, where a RA is annunciated, represents the warning
area, while the larger airspace that results in a TA being annunciated
is the caution area.
Only one Mode S transponder in the protected aircraft is required for

TCAS operation. When two Mode S transponders are installed, the
selected transponder is used by TCAS. The other operates as a
backup. The TCAS receiver/computer uses a directional antenna to
display intruder bearing.
A TCAS map overlay and a TCAS zoom format is displayed on the

MFD. The two formats are mutually exclusive. The traffic symbols
displayed are limited to the eight highest--priority intruders to avoid
clogged displays with low--priority intruders.
Each pilot controls the on--side TCAS display, independent of the

selected controls on the other side.
Traffic Alert and Collision Avoidance System (TCAS) A28-- 1146-- 172
18-2 REV 2 Oct 2006
MCDU XPDR/TCAS Radio Control

The transponder and TCAS radios are controlled using the two MCDU
mounted in the center console. Some TCAS controls are also available
on the MFD TCAS menu. They are described in the paragraphs that
follow. The XPDR/TCAS system supports one or two transponders.
In each MCDU, there are three types of display pages used to control
the transponders. The main transponder page is RADIO 1/2 , the
detail transponder page is XPDR/TCAS 1/2 , and the detail TCAS
page is XPDR/TCAS 2/2 .
Figure 18--2 shows the pages associated with the TCAS and ATC
(transponder) subsystems.
Figure 18--2
TCAS and ATC1 Logic Diagram
REV 2 Oct 2006 18-3
RADIO 1/2 PAGE
The RADIO 1/2 page displays four lines for transponder radio control,
as shown in the bottom area of Figure 18--3. The TCAS/Transponder
display controls are listed in the paragraphs that follow:
Figure 18--3
RADIO 1/2 Page, COM Tuning
5L TCAS/XPDR -- Pushing this key takes the system to the

TCAS/XPDR 1/2 page.
6L STBY TA/RA -- Push this key to alternately select STBY or the

selected active mode. The active condition is green, and the
inactive annunciator is white. The possible modes, selected on
TCAS/XPDR 2/2, are listed as follows:
D TA/RA
D TA
D ALT--ON
D ALT -- OFF.
18-4 REV 2 Oct 2006
5R Active Transponder Code and Reply Indicator -- This section

displays the active transponder code and reply indicator. The header
for field 5R shows the flight ID, if it is available, or was entered by the
crew. The reply indicator ( F ) lights when the transponder is replying
to a RADAR or TCAS interrogation. Pushing line select key (LSK) 5R
moves the format cursor to the field or displays TCAS 1/1 if the cursor
is already in the field.
6R IDENT -- To transmit an IDENT reply when requested by ATC, push

the line select key at 6R next to the IDENT label.
TCAS/TRANSPONDER DETAIL PAGE 1/2
The TCAS/XPDR pages control the active transponder. The reply code
and identifiers are on the left side of the display with mode controls on
the right and page transfers at the bottom. Figure 18--4 shows the
TCAS/XPDR 1/2 page.
Figure 18--4
TCAS/XPDR 1/2 Page, Transponder Tuning
REV 2 Oct 2006 18-5
1L ACTIVE -- The adjustable active transponder reply code is

displayed in green. The tune key indicates the code is adjustable using
the tuning knob on the MCDU. Refer to the procedures that follow for
operating instructions for the ACTIVE and PRESET fields.
2L PRESET -- The preset transponder code is displayed here. When

the cursor box surrounds the display, the tune icon is displayed to
indicate that the code is adjustable using the tuning knob on the MCDU.
5L XPDR SEL -- This key toggles between XPDR1 and XPDR2 as the
active transponder. The selected transponder turns green and the
font is larger. The unselected sources are white in a smaller font.
1R PRESSURE ALT -- The pressure altitude digital value is

displayed in white. This is the altitude that the transponder is sending
to ground stations and other transponder--equipped aircraft.
2R FLT ID -- This location displays the loadable flight ID.
5R -- To transmit an IDENT reply when requested by ATC, push the line

select key at 5R next to the IDENT label.
6R RADIO 1/2 -- Pushing this key returns the display to the

RADIO 1/2 menu.
ENTERING A NEW REPLY CODE
To enter a new reply code directly using the scratchpad, use the
procedure that follows.
1. Type the 4--digit code into the scratchpad using the numeric keypad.
2. Push 1L at the ACTIVE transponder code. The cursor box does not
have to be on the intended destination field.
The MCDU checks the scratchpad for a valid transponder code. When
it is valid, the MCDU transfers the scratchpad code to the active
transponder code field and clears the scratchpad. The original active
transponder code is moved to the PRESET code field at 2L. When the
code is invalid, an error message is displayed in the scratchpad and no
transfer takes place.
Direct tuning of the transponder code using the knobs is not permitted.
The standby tuning procedure must be used as follows.
18-6 REV 2 Oct 2006
SWAPPING PRESET AND ACTIVE CODES
The PRESET transponder code is located adjacent to 2L. The

PRESET code is changed using the tuning knobs when it is selected
in the cursor box and the curl prompt is displayed.
To change the PRESET code and load it into the ACTIVE code, do
the steps that follow:
1. Push the line select key at 2L next to the PRESET code to move
the cursor box, if it is not already there. The default position for the
cursor on this page is 2L.
2. Change the PRESET code using the larger knob to change the
high--order portion of the code, and the upper smaller knob to
change the lower portion. The default reply code is 1200 (VFR).
3. Push the line select key when the swap icon is displayed for the
ACTIVE button at 1L. The ACTIVE code and the PRESET
code are exchanged.
TRANSPONDER DETAIL PAGE 2/2
The TCAS/XPDR 2/2 detail page, shown in Figure 18--5, is used to

control the rest of the transponder/TCAS functions.
Figure 18--5
TCAS/XPDR 2/2 Page, Transponder Tuning
1L TCAS/XPDR MODE -- Pushing this key toggles from TR/TA, TA,

ALT--ON, and ALT--OFF. The selected mode is shown in a larger
green font, and the others are smaller white font .
6R RADIO 1/2 -- Pushing this key returns the display to the

RADIO 1/2 menu.
REV 2 Oct 2006 18-7
MFD MENU CONTROLS

The TCAS system is controlled by the CCD using the TCAS pop--up title
button menu. To select the TCAS page, follow the procedure in
Table 18--1.
Table 18--1
TCAS Call--Up Procedure
Step Procedure
1 Use the CCD to select the MFD map menu, as shown in

Figure 18--6.
Figure 18--6
Map Menu Selection
18-8 REV 2 Oct 2006
Table 18--1 (cont)

Step Procedure
2 Activate the Map menu and select the TCAS checkbox,

shown in Figure 18--7, using the CCD cursor pad. Push
ENTER. TCAS overlay information is displayed on the
MFD.
Figure 18--7
TCAS Menu Button
REV 2 Oct 2006 18-9
Table 18--1 (cont)

Step Procedure
3 To control the TCAS display, move the cursor to the TCAS

menu title and push ENTER twice. The TCAS menu and
TCAS zoom format are displayed, as shown in
Figure 18--8.
Figure 18--8
TCAS Control Menu Selection
18-10 REV 2 Oct 2006
TCAS MENU CONTROLS

The TCAS menu virtual controller is
displayed when the TCAS menu button is
selected using the CCD and the ENTER
button is pushed twice. This also displays
the zoom or pop--up TCAS window.
D TCAS Range -- The range control is only for the zoom or pop--up
display. It is adjustable by first selecting the range function on the
menu using the touchpad on the CCD. The range is only changed
when the cyan prompt is on the range display. Set the range value
using the inner concentric knob on the CCD, as indicated by the
knob button prompt on the menu. The range value is displayed to
the lower right of the TCAS circle on the bottom of the MFD display.
Ranges available are 6, 12, 20, 40, 80, and 120 miles. The default
value is the 6--mile range. This range control does not control the
display range for TCAS on the map overlay. The map range control
is used for that format.
D ABS -- The default altitude display is relative to the aircraft. When
ABS is selected, the absolute altitude of the targets is displayed. To
display absolute altitude, select the ABS button using the CCD
touchpad and activate it by pushing the ENTER button. The green
check mark indicates that absolute altitude is being displayed.
Removing the check returns to the relative altitude display. The
display automatically reverts to the relative altitude display when a
TA or RA intruder is displayed or after 15 seconds.
D Normal, Above, Below, or Expanded -- Vertical range is selected
by the toggle button on the pop--up menu. Select the toggle button
using the touchpad, and then change the state of the
NRM/AB/BL/EX selection using the ENTER button. Select
Normal, AB (above), BL (below), or EX (expanded) and push the
ENTER button. The selected function is displayed in white, and
the unselected option is displayed in gray.
REV 2 Oct 2006 18-11
TCAS DISPLAYS
TCAS overlay is displayed on the Map display using the CCD to check
the TCAS box on the Map menu. The TCAS zoom display is displayed
on the lower portion of the MFD screen by activating the TCAS button
on the MFD display. The TCAS zoom format is a dedicated display with
unique range control. The TCAS map overlay uses the map range
setting.
When a TA or RA is encountered and the map format is not in view at

a range of less than 50 NM, the TCAS zoom format automatically
comes into view. The TCAS zoom format has display priority over the
weather and checklist formats when an automatic pop--up occurs.
When the TCAS zoom format, shown in Figure 18--9, is activated,

TCAS displayed on the Map display on the upper MFD window is
removed. As long as the zoom pop--up display is active, the Map TCAS
display remains dormant. It returns to the Map display when the zoom
pop--up deactivates and the TCAS box on the MAP MENU is
reselected. The TCAS zoom format is also deactivated by selecting the
checklist display using the checklist button on the Map pop--up menu.
Figure 18--9
Zoom Pop--Up Display
A fixed range ring is displayed in the TCAS zoom format. It gives a

spatial reference for the distance of the displayed intruders. The range
ring is positioned in the center of the zoom display, and it is positioned
horizontally and vertically so the top of the ring is in view at the top of
the zoom display, but only 240 degrees of arc are shown. The range
readout is given on the lower right side of the range ring and has a
trailing NM label. The range readout displays the TCAS zoom range
selected using the cursor control device (CCD) inner concentric knob
when the range function is enabled on the TCAS menu.
18-12 REV 2 Oct 2006
The CCD inner concentric knob icon is displayed to the left of the TCAS
zoom range readout when the CCD inner knob is used to set range.
Only one rate of adjustment is used to adjust the range, and the value
increases or decreases in one--range increments for each click of the
knob. Clockwise rotation increases the TCAS zoom range value.
Counterclockwise rotation decreases the value. The TCAS zoom range
is a linear scale where the maximum and minimum values are the limits
of the scale. When the range value reaches the maximum or minimum
value, the readout stays at that value. Knob turns above the maximum
and below the minimum have no effect. The first knob click in the
opposite direction begins to increase or decrease back through the
available ranges.
NOTE: The zoom range selection affects only the zoom format.
The 3--NM range ring gives a unique symbolic reference to determine

the proximity of the traffic targets. The 3--NM range ring is a ring of
12 small circles (or dots) positioned in the center of the TCAS zoom
format, placed in a radius of three nautical miles around the aircraft
symbol. The circles are arranged so that one circle is positioned every
30 degrees (that is, 0, 30, and 60 degrees). The circles placed at 0, 90,
180 and 270 degrees are larger in diameter than the remaining circles.
The diameter of the 3--NM range ring is scaled to reflect the selected
zoom range.
The 3--NM range ring is displayed when the TCAS zoom range is 6 NM,
12 NM, or 20 NM and it is not labeled. The range of the zoom format
defaults to 6 NM each time the zoom format is displayed in the lower
MFD window. When an RA or TA is detected, the range is automatically
reset to 6 NM if the zoom format is displayed at a range more than
12 NM.
The TCAS menu and CCD are used to select TCAS range, normal,
expanded, above, or below modes, and absolute (ABS) or relative
altitude for the on--side displays.
TCAS Target Types

The type of target is determined by the symbol and color. The target
types are as follows:
D Resolution Advisory Target ( J ) -- These are threat targets. To
protect the aircraft, avoidance action must be taken.
D Advisory Target ( F ) -- These are potential threats if conditions
do not change.
D Proximate Target ( z ) -- These are potential threats if they
change direction or altitude.
REV 2 Oct 2006 18-13
D No Threat Target ( V ) -- These are targets that are being

processed, but are currently not a threat.
D No Bearing Target -- The transponders of these targets are being
received (code and altitude), but the TCAS system is unable to
determine the bearing to them.
Figure 18--10 shows the types of targets with annunciators that are
Figure 18--10
TCAS Display With Targets and Annunciators
Vertical Speed Symbol -- If the intruder
vertical speed is 500 fpm or more, a
vertical arrow(↑ ↓) is placed to the right of
the intruder symbol, and it points in the
direction of the intruder vertical speed. The
arrow is the same color as the intruder
symbol. In the figure above, the z target
shows the aircraft is descending ( ↓ ).
Relative Altitude Display -- Relative
altitude is the altitude difference between
the intruder aircraft and the present
aircraft altitude. The relative altitude
values are rounded to the nearest
100 feet. A + or -- is used to indicate
whether the intruder is above or below the
present aircraft altitude. The remaining
two characters are the relative altitude in
hundreds of feet (that is, for F the --04
means --400 feet).
NOTE: Absolute altitude is replaced with relative altitude when an RA
or TA condition is encountered.
18-14 REV 2 Oct 2006
When the intruder aircraft is located below the present aircraft altitude,
the relative altitude is displayed below the intruder symbol. When the
intruder aircraft is located above the present aircraft altitude, the
relative altitude is displayed above the intruder symbol. The display
color of the relative altitude is the same color as the intruder symbol.
Absolute Altitude -- The absolute altitude
display is selected for display using the TCAS
menu on the MFD. When absolute altitude is
displayed, the actual altitude is displayed in a
three-digit format (that is, 060 equals 6000
feet, or 310 equals 31,000 feet). The absolute
altitude display times out 15 seconds after it is
selected, and the display reverts to relative
altitude.
The absolute altitude values are rounded to
the nearest 100 feet. If the intruder aircraft is
located below the present aircraft altitude, the
intruder absolute altitude is displayed below
the intruder symbol. If the intruder aircraft is
located above the present aircraft altitude, the
intruder absolute altitude is displayed above the intruder symbol. The
display color of the intruder absolute altitude is the same color as the
intruder symbol.
No Bearing Targets -- The no bearing display
is a text field that consists of an underlined NO
BEARING annunciation and information about
the two most critical no bearing intruders. The
no bearing displays 1 and 2 consist of an
RA/TA annunciation, range readout, altitude readout, and
climb/descend indication. The TCAS computer automatically prioritizes
the most critical no bearing available intruders into the first two no
bearing displayed intruders.
In the zoom display, when the no bearing 1 or 2 intruder is considered
a resolution advisory target, the display is red. When it is not
considered a resolution advisory target, the display is amber. In the
overlay display, the resolution advisory target is in red reverse video or
in amber reverse video.
PFD TCAS Displays

ATTITUDE DIRECTOR INDICATOR (ADI)
An RA is an automatic display indication given to the pilot that
recommends a maneuver to increase vertical separation relative to an
intruding aircraft.
REV 2 Oct 2006 18-15
TCAS resolution advisory commands consist of one or two avoidance

zones and up to one fly--to zone. The commands give flight path vector
(FPV) guidance information to the flight crew to recommend or prohibit
a maneuver and prevent hazardous encounters with intruding aircraft.
The up avoidance zone extends from the top of the ADI to an FPV target
based on current ground speed and vertical speed corrective guidance.
The down avoidance zone extends from the bottom of the ADI to an
FPV target based on current ground speed and vertical speed
corrective guidance.
The up avoidance zone is displayed when a down advisory (descend

corrective) is received. The down avoidance zone is displayed when an
up advisory (climb corrective) is received. When a single corrective is
received, the fly--to zone is displayed on the end of the avoidance zone
symbol, unless a preventive is indicated. If a preventive command is
indicated, the fly--to zone symbols are suppressed. When both a
corrective and a preventive are received at the same time, the
fly--to--zone is displayed between the avoidance zones, as shown in
Figure 18--11. The zones represent pitch--angles that must be left
immediately and pitch--angles to fly to.
Figure 18--11
TCAS Upper and Lower Threat Avoidance Zones on the PFD
NOTE: The flight director command is removed when TCAS

guidance is displayed.
18-16 REV 2 Oct 2006
The fly--to zone symbol is compressed as the preventive and corrective

commands begin to merge. The fly--to zone is compressed until a
minimum fly--to zone height remains. The minimum fly--to zone height
is not compressed any further to make sure that a flyable command is
displayed.
To aid in the pilot’s compliance with the corrective and/or preventive, the
coloration of the flight path angle (FPA) symbol, flight path vector (FPV),
speed error tape, and the flight path angle acceleration pointer are
displayed. When the FPA is in the avoidance zone , the symbols are
red. When the FPA is not in the avoidance zone , the symbols are
green.
All possible PFD displays are shown in Figures 18--12 thru 18--17. The
avoidance and fly--to zones rotate with the pitch scale under roll
conditions. The aircraft symbol color is a function of the target zone
location as follows:
D Red -- avoidance zone
D Green -- fly--to zone .
Figure 18--12
TCAS PFD ADI Display --
Corrective RA Upper Threat
REV 2 Oct 2006 18-17
Figure 18--13
Corrective RA Lower Threat
18-18 REV 2 Oct 2006
Figure 18--14
Corrective RA Upper and Lower Threat
REV 2 Oct 2006 18-19
Figure 18--15
Preventive RA Upper Threat
18-20 REV 2 Oct 2006
Figure 18--16
Preventive RA Lower Threat
REV 2 Oct 2006 18-21
Figure 18--17
Preventive RA Upper and Lower Threat
18-22 REV 2 Oct 2006
VERTICAL SPEED SCALE
The resolution advisories are displayed on the vertical speed indicator

(VSI), as shown in Figure 18--18. The RA consists of one or two red
bands and up to one green band located on the inside of the vertical
speed indicator. The up avoidance zone extends from the bottom of the
VSI up to the vertical speed corrective guidance supplied by the TCAS.
The down avoidance zone extends from the top of the VSI down to the
vertical speed corrective guidance supplied by the TCAS.
Figure 18--18
Vertical Speed Corrective Upper and Lower Threats
REV 2 Oct 2006 18-23
The up avoidance zone is displayed when a down advisory (descend

corrective) is received and RA on VSI is activated by the aircraft
personality module (APM) configuration file. A down avoidance zone is
displayed when an up advisory (climb corrective) is received. When a
single corrective is received, the fly--to zone is displayed on the end of
the avoidance zone symbol, unless a preventive is indicated. If a
preventive command is indicated, the fly--to zone symbols are
suppressed. When a corrective and a preventive are received at the
same time, the fly--to zone is displayed between the avoidance zones.
The fly--to zone symbols are compressed as the preventive and
corrective commands begin to merge. The fly--to zone is compressed
until a minimum fly--to zone height (500 feet per minute) remains. The
minimum fly--to zone height is not compressed any further to make sure
that a flyable command is displayed.
When a TCAS resolution advisory is active, the vertical speed digital

readout is removed and the color of the vertical speed pointer changes
if the displayed vertical speed is in an avoidance zone.
TCAS AURAL ALERTS

Aural alerts are announced over the aircraft audio system (Table 18--2
and 18--3). The aural alert audio levels are preset and not
crew--adjustable. The alerts accompany the visual TA and RA displays,
and the audio is softened or strengthened based on the urgency of the
situation.
Traffic Advisory Aural Alerts
Table 18--2
TA Aural Alert Messages
TA Aurals Meaning
Traffic - Traffic This alert occurs when TCAS

predicts an intruder enters the
collision area in 35 to 45
seconds. At the same time, the
TCAS traffic display shows the
location of the intruder.
18-24 REV 2 Oct 2006
Resolution Advisory Aural Alerts
Table 18--3
RA Aural Alert Messages
RA Aurals Meaning
Monitor Vertical Certain changes in vertical

speed are not safe.
Maintain Vertical Speed, Maintain current vertical rate.
Maintain
Maintain Vertical Speed, Promptly adjust vertical speed to
Crossing Maintain the rate indicated.
Climb - Climb Immediately begin to climb at
the rate indicated.
Descend - Descend Immediately begin to descend at
the rate indicated.
Adjust Vertical Speed, Adjust Smoothly adjust the vertical
speed to the rate indicated.
Climb, Crossing Climb - Start a climb at the indicated
Climb, Crossing Climb rate. The flight paths of this
aircraft and the intruder cross at
present altitude.
Descend, Crossing Descend - Start a descent at the indicated
Descend, Crossing Descend rate. The flight paths of this
aircraft and the intruder cross at
present altitude.
Increase Climb - Increase Immediately increase climb rate.
Climb
Increase Descent - Increase Immediately increase descent
Descent rate.
Climb, Climb Now! - This message follows a descent
Climb, Climb Now! advisory when TCAS has
determined that a reversal of
vertical speed is necessary to
give adequate separation.
REV 2 Oct 2006 18-25
Table 18--3 (cont)

RA Aural Alert Messages
RA Aurals Meaning
Descend, Descend Now! - This message follows a climb

Descend, Descend Now! advisory when TCAS has
determined that a reversal of
vertical speed is necessary to
give adequate separation.
Clear of Conflict Confirms the encounter has
ended and the separation is
increasing.
Aural Warning Inhibit Conditions

Certain TCAS warnings are inhibited under the following conditions:
D No increase descent commands are issued at altitudes less than

1450 feet above ground level (AGL) when the aircraft is descending,
or at altitude less than 1650 feet AGL when the aircraft is climbing.
D No descent commands are issued at altitudes less than 1000 feet

AGL when the aircraft is descending, or at altitude less than
1200 feet AGL when the aircraft is climbing.
D No RAs (TCAS reverts to TAs only) are issued at altitudes less than
900 feet AGL when the aircraft is descending, or at altitudes less
than 1000 feet AGL when the aircraft is climbing.
D No TAs are issued when the intruder altitude is less than 380 feet
AGL.
D No aural advisories are issued at altitudes less than 400 feet AGL
when the aircraft is descending, or at altitude less than 600 feet AGL
when the aircraft is climbing.
NOTE: The above altitudes are determined using the radio

altimeter system.
D All RAs are inhibited above 34,000 feet.
18-26 REV 2 Oct 2006
TCAS TEST
The TCAS test is accessed by pushing LSK 4L on the TEST 1/2 page
so the OFF--ON indication is ON , as shown in Figure 18--19. Pushing
the TCAS TEST button starts the test cycle and displays the TCAS test
screen. When the test is complete, the test display reverts to the original
TCAS screen. This test does not require crew intervention to exit the
cycle, as it turns itself off automatically. Figure 18--20 shows the MFD
TCAS test.
Figure 18--19
MCDU With TCAS Test Selected
Figure 18--20
MFD TCAS Test
REV 2 Oct 2006 18-27
Blank Page
18-28 REV 2 Oct 2006
19. Enhanced Ground Proximity

Warning System (EGPWS)
INTRODUCTION
This section describes the operation and components associated with
the enhanced ground proximity warning system (EGPWS).
GENERAL
The primary purpose of the EGPWS is to give aural and visual alerts
and warnings in the avoidance of controlled flight into terrain and to give
the flight crew detected windshear warnings. For additional information,
refer to an applicable aircraft flight manual (AFM) or EGPWS aircraft
flight manual supplement (AFMS). The EGPWS uses aircraft inputs
including the following:
D Geographic position
D Attitude
D Altitude
D Airspeed
D Glideslope deviation.
These are used with internal terrain, obstacles, and airport databases
to predict a potential conflict between the aircraft flight path and terrain
or an obstacle. When a terrain or obstacle conflict exists, the EGPWS
sounds an audio caution or warning alert and shows a display of the
situation. The EGPWS alerts the pilot of excessive glideslope deviation,
too low with flaps, or gear not in landing configuration. It can also warn
of excessive bank angles and altitude callouts. Severe windshear
conditions are also annunciated in certain types of aircraft.
The EGPWS incorporates the following several enhanced features:
D Envelope Modulation -- A process feature called envelope

modulation uses the internal database to tailor EGPWS alerts at
certain geographic locations to reduce nuisance alerts and give
added protection.
D Terrain Clearance Floor (TCF) -- The terrain clearance floor

feature adds another element of protection by alerting the pilot of a
possible premature descent. This is used for non--precision
approaches and is based on the current aircraft position relative to
the nearest runway.
A28-- 1146-- 172 Enhanced Ground Proximity Warning System (EGPWS)

REV 2 Oct 2006 19-1
D Runway Field Clearance Floor (RFCF) --RFCF is similar to the

TCF feature except that RFCF is based on the current aircraft
position and height above the destination runway based on
geometric altitude. This improves protection at locations where the
destination runway is significantly higher than the surrounding
terrain.
D Terrain Alerting and Display (TAD) -- The TAD is a graphic display

of the surrounding terrain that is displayed on the weather radar
indicator, EFIS, or a dedicated display. The aircraft position is
superimposed on the internal terrain topography database that is in
the display range selected. All terrain that is above the aircraft or
2000 feet below the aircraft altitude is displayed in the cockpit.
D Obstacles -- Obstacles is a feature that uses the obstacle database

to alert and display potential obstacle conflicts. GND PROX and
warning visual alerts are displayed and audio alerts are sounded
when a conflict is detected. When TAD is enabled, obstacles are
graphically displayed similar to terrain.
D Peaks -- Peaks is a TAD supplemental feature that displays

additional terrain features to enhance the pilot’s situational
awareness independent of the aircraft altitude. This includes digital
elevations for the highest and lowest displayed terrain, additional
colored elevation bands, and a representation of 0 MSL elevation
(sea level and its corresponding shoreline).
D Geometric Altitude -- Geometric altitude is based on global

positioning system (GPS) altitude. It is a computed
pseudo--barometric altitude that is designed to reduce or eliminate
altitude errors resulting from temperature extremes, non--standard
pressure altitude conditions, and altimeter--miss sets. This makes
sure that there is an optimal EGPWS alerting and display function.
D Aural Declutter -- The aural declutter feature reduces repetitive

aural warning messages.
Some of these features were added to the EGPWS as the system

evolved and are not present in all enhanced ground proximity warning
computers (EGPWC). For the specific EGPWC part number and
functions, refer to an applicable (AFM) or EGPWS (AFMS).
Enhanced Ground Proximity Warning System (EGPWS) A28-- 1146-- 172

19-2 REV 2 Oct 2006
SYSTEM DESCRIPTION
The EGPWS uses input signals from other onboard systems. The full
compliment of these other systems depends on the EGPWS
configuration and options selected, as shown in Figure 19--1. Systems
that monitor altitude, airspeed, attitude, glideslope, and position are
required for the basic and enhanced versions of EGPWS.
Accelerations, angle--of--attack (AOA), and flap position are required
for windshear. Inputs are also required for discrete signal and control
input.
Figure 19--1
System Diagram
The EGPWS uses signals from the following systems:
D Air data
— Uncorrected and corrected barometric altitude
— Altitude rate
— Computed airspeed
— True airspeed
— Static air temperature supplied by the air data system
— Radio altitude supplied by a radio altimeter system.
D Radio altimeter system (or ancillary system)
— Decision height
— Decision height altitude.

REV 2 Oct 2006 19-3
In later versions, the EGPWS conducts radio altitude reasonableness

checks based on the computed terrain clearance (pseudo--radio
altitude). Computed terrain clearance is computed by subtracting the
elevation of the (database) terrain below the aircraft from geometric
altitude (ASL). Radio altitude is considered unreasonable when it
indicates a terrain clearance that is less than the computed terrain
clearance by more than 2000 feet. For example, if the computed terrain
clearance is 10,000 feet and the radio altitude is any value (0 to 2500
feet), then the radio altitude is considered unreasonable. This is only
performed if TAD is enabled, high--integrity terrain and position data are
available, and the computed terrain clearance is more than 4000 feet.
This feature reduces the potential for nuisance alerts caused by false
tracking of the radio altimeter.
Other system outputs are listed as follows:
D FMS, IRS, attitude and heading reference system (AHRS), and

accelerometers output:
— Pitch and roll attitude
— Latitude and longitude position
— Body normal and longitudinal accelerations
— Magnetic and true track angles
— Magnetic and true heading
— Inertial altitude
— Groundspeed
— Type.
D Global positioning system

— Latitude and longitude position
— True track angle
— GPS altitude
— Groundspeed
— Horizontal and vertical figure of merit (HFOM/VFOM)
— Horizontal integrity limit (HIL)
— Sensor status.
D VHF NAV receiver

— Glideslope
— Localizer
— ILS tuned
— Selected runway heading
— Display range.

19-4 REV 2 Oct 2006
D AOA vane or stall warning

— AOA
— Stick shaker margin.
EGPWS APM options are used to tell the system the type of aircraft and
interface that it is on. These are defined and established during the
EGPWS installation. EGPWS output functions are the result of APM
options read each time the EGPWS is powered on. APM options
include the following:
D Decision height
D Landing flaps selected or flap position discretes
D Landing gear selected
D Terrain display range
D Status discretes, such as glideslope valid, localizer valid, and radio
altitude valid, are associated with analog signal inputs.
Control discretes control EGPWS functions. These include the

following:
D EGPWS test
D Glideslope cancel
D Glideslope inhibit or glideslope backcourse
D Terrain (display) select
D Terrain inhibit
D Flap override
D Audio inhibit
D Altitude callout enable
D Steep approach enable
D ILS tuned discretes.
EGPWS System Outputs

The EGPWS gives both audio and visual outputs.
Audio outputs are sent as specific alert phrases, altitude callouts, or

tones that are sounded by the speaker and by the cockpit interphone
system for use in the headset. Audio output levels are established
during the installation of the EGPWS. These EGPWS audio outputs are
inhibited by other systems that have a higher priority, such as
windshear, or using cockpit switches. The EGPWS audios inhibit other
system audio outputs, such as TCAS.

REV 2 Oct 2006 19-5
Visual outputs give discrete alert and status annunciations and display
terrain video when a compatible display system is installed. The
discrete visual alerts coincide with audio caution and warning alerts to
maximize the terrain alerting function. Status annunciations tell the pilot
about the status of the EGPWS (that is, GPWS INOP) or when other
functions have been selected.
Terrain video is generated by the EGPWC (enhanced ground proximity

warning computer) based on the aircraft current position relative to the
surrounding terrain. This video is displayed on a weather radar
indicator, EFIS display, or a dedicated display unit.
Ground Proximity
The EGPWS includes the functions of the basic GPWS. This includes
the following alerting modes:
Mode 1 -- Excessive descent rates with SINK RATE and PULL UP

aural warnings or an optional WHOOP--WHOOP PULL UP warning.
Mode 2 -- Excessive terrain closure rates with TERRAIN, TERRAIN

and PULL UP aural warnings or an optional WHOOP--WHOOP PULL
UP warning.
Mode 3 -- Altitude loss after takeoff with a DON’T SINK, DON’T SINK
aural warning or an optional SINKRATE SINKRATE warning.
Mode 4 -- Unsafe terrain clearance with TOO LOW TERRAIN, TOO

LOW GEAR, and TOO LOW FLAPS aural warnings.
Mode 5 -- Excessive deviation below glideslope with a GLIDESLOPE

aural warning.
Mode 6 -- Advisory callouts with BANK ANGLE, MINIMUMS, and

selected altitudes aural warnings.
Mode 7 -- Windshear alerting is included for specific aircraft types such

as CAUTION WINDSHEAR and WINDSHEAR, WINDSHEAR,
WINDSHEAR.
Mode 7 windshear caution and warning alerts are used when an

EGPWS windshear threshold is exceeded. The EGPWS calculates
these seven basic functions by comparing the aircraft position to an
internal terrain database to output alerts and displays that show the
aircraft situation.

19-6 REV 2 Oct 2006
EGPWS Database
The EGPWS internal database consists of four subsets:
1. A worldwide terrain database of varying degrees of resolution.
2. An obstacles database containing cataloged obstacles 100 feet or
higher located within North America and portions of the Caribbean
(expanding as data is obtained).
3. A worldwide airport database containing information on
hard--surface runways 3500 feet or longer in length. For a specific
list of the airports included, refer to Honeywell document
060--4267--000 or access it on the Internet at the web site
www.egpws.com.
4. An envelope modulation database to support the envelope
modulation feature.
All of these databases are constantly updated. Notification of a
database update is done using service bulletins. Database updates are
distributed on CD and are downloaded through the data loading system
(DLS).
Because the majority of controlled flight into terrain (CFIT) accidents
occur near an airport, and the fact that aircraft operate in close proximity
to terrain near an airport, the terrain database contains higher
resolution grids for airport areas. Lower resolution grids are used
outside airport areas where aircraft en route altitude make CFIT
accidents less likely and terrain feature detail is less important to the
flight crew.
The EGPWS receives present position, track, and groundspeed from
FMS or GPS. With this information, the EGPWS displays a graphical
plan view of the aircraft relative to the terrain and advises the flight crew
of a potential conflict with the terrain or obstacle. Conflicts are
recognized and alerts sounded when terrain violates specific computed
envelope boundaries on the projected flight path of the aircraft. Alerts
are in the following forms:
D Visual light annunciation of a caution or warning
D Audio enunciation based on the type of conflict
D Color enhanced visual display of the terrain or obstacle relative to
the forward look of the aircraft.
The terrain display is shown on the weather radar indicator, EFIS
display, or a dedicated EGPWS display and are or are not displayed
automatically. The sections that follow describe functions of the
EGPWS basic and enhanced features and system input and output
requirements.

REV 2 Oct 2006 19-7
Mode 1 Excessive Descent Rate

Mode 1 alerts for excessive descent rates with respect to altitude AGL
are active for all phases of flight. This mode has inner and outer alert
boundaries as shown in Figure 19--2.
Figure 19--2
Mode 1 Diagram and Graph of Boundaries

19-8 REV 2 Oct 2006
Penetration of the outer boundary activates the GND PROX on the

PFD and the SINK RATE, SINK RATE audio alert annunciator.
Additional SINKRATE, SINKRATE messages occur for each
20 percent degradation. Penetration of the inner boundary activates the
PULLUP on the PFD and changes the audio message to PULL UP.
It repeats continuously until the inner warning boundary is exited.
NOTE: The PULL UP audio message is preceded by a Whoop,

Whoop sound in some configurations based on the audio
menu option selected.
When a valid ILS glideslope front course is received and the aircraft is
above the glideslope centerline, the outer (sinkrate) boundary is
adjusted to desensitize the sinkrate alerting. This prevents unwanted
alerts when the aircraft is safely capturing the glideslope (or
repositioning to the centerline) from above the beam.
The EGPWS offers a steep approach option for some aircraft types that
desensitizes the alert boundaries to permit steeper--than--normal
approaches without unwanted alerts.
Mode 2 Excessive Closure to Terrain

Mode 2 alerts help protect the aircraft from impacting the ground when
rapidly rising terrain with respect to the aircraft is detected. Mode 2 is
based on radio altitude and how rapidly radio altitude is decreasing
(closure rate). Mode 2 exists in two forms, 2A and 2B.
MODE 2A ALERTS
Mode 2A is active during climbout, cruise, and initial approach (flaps not
in the landing configuration and the aircraft not on glideslope
centerline). When the aircraft penetrates the Mode 2A caution
envelope, the aural message TERRAIN, TERRAIN is generated and
the PFD GND PROX caution is displayed. If the aircraft continues to
penetrate the envelope, the PULLUP annunciator is displayed on the
PFD and the aural warning message PULL UP is repeated
continuously until the warning envelope is exited.
NOTE: The PULL UP audio message is preceded by a Whoop,

Whoop sound in some configurations based on the audio
menu option selected.
When the aircraft exits the warning envelope and if terrain clearance
continues to decrease, the aural message TERRAIN is given until the
terrain clearance stops decreasing. Also, the visual alert remains on
until the aircraft has gained 300 feet of barometric altitude, 45 seconds
has elapsed, or landing flaps or the flap override switch is activated.

REV 2 Oct 2006 19-9
The graph in Figure 19--3 shows how the upper boundary of the Mode 2
alert envelope varies as a function of the aircraft speed. As airspeed
increases from 220 knots to 310 knots, the boundary expands to give
increased alert times at higher airspeeds.
Figure 19--3
Mode 2A Terrain Envelope
In later versions of EGPWS, the Mode 2A upper limit is reduced to

1250 feet for all airspeeds when the TAD function is on. This enhances
the TAD alerting function, resulting from high--integrity GPS altitude and
geometric altitude data. The Mode 2A envelope is lowered to reduce the
potential for nuisance alerts during an approach.

19-10 REV 2 Oct 2006
MODE 2B ALERTS
Mode 2B uses a desensitized alerting envelope that permits normal

landing approach maneuvers close to terrain without causing unwanted
alerts. Mode 2B is automatically selected with flaps in the landing
configuration (landing flaps or flap override selected), or when making
an ILS approach with glideslope and localizer deviation less than 2 dots.
It is also active during the first 60 seconds after takeoff, as shown in
Figure 19--4.
Figure 19--4
Mode 2B Envelope

REV 2 Oct 2006 19-11
In later versions of EGPWS, Mode 2B is selected when the aircraft is

within 10 NM and 3500 feet of the destination airport (independent of
configuration) and the TAD function is on. This enhances the TAD
alerting capability resulting from high--integrity GPS altitude and
geometric altitude data. The Mode 2B envelope is selected to reduce
the potential for nuisance alerts during an approach.
During an approach, when the aircraft penetrates the Mode 2B

envelope with the gear or flaps not in the landing configuration, the aural
message TERRAIN, TERRAIN is sounded and the PFD GND PROX
annunciator is displayed. When the aircraft continues to penetrate the
envelope, the PULLUP annunciator is displayed and the aural
message PULL UP is repeated until the warning envelope is exited.
When the aircraft penetrates the Mode 2B envelope with the gear and
flaps in the landing configuration, the aural PULL UP messages are
suppressed and the aural message TERRAIN is repeated until the
envelope is exited.
Mode 3 Altitude Loss After Takeoff

Mode 3 gives alerts for significant altitude loss after takeoff or low
altitude go--around (less than 245 feet AGL) with the gear or flaps not
in the landing configuration. The amount of altitude loss that is
permitted before an alert is given is a function of the height of the aircraft
above the terrain, as shown in Figure 19--5. This protection is available
until the EGPWS determines that the aircraft has gained sufficient
altitude that is no longer in the takeoff phase of flight. Significant altitude
loss after takeoff, or during a low altitude go--around, activates the PFD
GND PROX caution annunciation and the aural message DON’T
SINK, DON’T SINK. The aural message is only sounded twice unless
altitude loss continues. Upon establishing a positive rate of climb, the
GND PROX goes off and the aural alert stops. When the aural
declutter feature is disabled, the warning is sounded continuously until
positive climb is established.

19-12 REV 2 Oct 2006
Figure 19--5
Mode 3 Terrain Envelope

REV 2 Oct 2006 19-13
Mode 4 Unsafe Terrain Clearance

Mode 4 alerts are given for insufficient terrain clearance with respect to
the phase of flight, configuration, and speed. Mode 4 alerts exist in three
forms, 4A, 4B, and 4C.
D Mode 4A is active during cruise and approach with the gear and flaps
not in the landing configuration.
D Mode 4B is active during cruise and approach with the gear in the
landing configuration and flaps not in the landing configuration.
D Mode 4C is active during the takeoff phase of flight with the gear or
flaps not in the landing configuration. Mode 4 alerts activate the
GND PROX annunciator and sound aural messages.
To reduce nuisance alerts caused by over--flying another aircraft, the

upper limit of the Mode 4A/B alerting curve is reduced (from 1000 feet)
to 800 feet. This occurs if the airplane is above 250 knots with gear and
flaps not in landing configuration and a sudden change in radio altitude
is detected. This is intended to eliminate nuisance alerts while flying a
holding pattern and an aircraft over--flight occurs (with 1000--foot
separation).
With version --210 and later models, Mode 4 airspeed expansion is

disabled (upper limit held at lowest airspeed limit) when the TAD
function is enabled and available. This is due to the enhanced alerting
function given with TAD resulting from high--integrity GPS altitude and
geometric altitude data. This change to the Mode 4 envelopes reduces
the potential for nuisance alerts when the aircraft is not in the landing
configuration.

19-14 REV 2 Oct 2006
MODE 4A ALERTS
Mode 4A alert is active during cruise and approach with the gear and
flaps up. This mode alerts the crew during cruise for inadvertent flight
into terrain where terrain is not rising significantly, or the aircraft is not
descending excessively. It also alerts to protect against an unintentional
gear--up landing. Below 1000 feet AGL and above 190 knots airspeed,
the Mode 4A aural alert is TOO LOW TERRAIN. This alert is dependent
on aircraft speed, so the alert threshold is ramped between 500 feet at
190 knots to 1000 feet at 250 knots, as shown in Figure 19--6.
Figure 19--6
Mode 4A Alert Envelope

REV 2 Oct 2006 19-15
Below 500 feet AGL and less than 190 knots airspeed, the Mode 4A
aural alert is TOO LOW GEAR.
For one or the other Mode 4A alerts, subsequent alert messages occur
only when penetration of the envelope increases by 20 percent.
GND PROX is annunciated on the PFD and aural messages stop
when the Mode 4A alert envelope is exited. If the aural declutter feature
is disabled, Mode 4A alert messages are repeated continuously until
the Mode 4A envelope is exited.
When TAD is enabled, the upper limit of the alert envelope is held to
500 feet for all airspeeds. This change to the Mode 4A envelope
reduces the potential for nuisance alerts when the aircraft is not in the
landing configuration.
MODE 4B ALERT
Mode 4B is active during cruise and approach, with the gear down and
flaps not in the landing configuration. Below 1000 feet AGL and above
159 knots airspeed, the Mode 4B aural alert is TOO LOW TERRAIN.
This alert is dependent on aircraft speed such that the alert threshold
is ramped between 245 feet at 159 knots to 1000 feet at 250 knots, as

19-16 REV 2 Oct 2006
Figure 19--7
Mode 4B Alert Envelope

REV 2 Oct 2006 19-17
Below 245 feet AGL and less than 159 knots airspeed, the Mode 4B
aural alert is TOO LOW FLAPS.
For turboprop and select turbofan aircraft, the TOO LOW FLAPS
warning curve is lowered to 150 feet AGL and less than 148 knots. The
pilot disables the TOO LOW FLAPS alert by engaging the flap override
switch (if installed). This silences the Mode 4B flap alert until it is reset
by the pilot.
If the aircraft radio altitude decreases to the value of the minimum

terrain clearance (MTC), the GND PROX annunciator is displayed on
the PFD and the aural message TOO LOW TERRAIN is sounded.
For one or the other Mode 4B alert, subsequent alert messages occur
only when penetration of the envelope increases by 20 percent.
GND PROX is annunciated on the PFD and aural messages stop
when the Mode 4B alert envelope is exited.
When TAD is enabled, the upper limit of the alert envelope is held to
245 feet for all airspeeds. This change to the Mode 4B envelope
reduces the potential for nuisance alerts when the aircraft is not in the
landing configuration.
MODE 4C ALERT
The Mode 4C alert is intended to prevent inadvertent controlled flight

into the ground during takeoff climb into terrain that produces
insufficient closure rate for a Mode 2 alert. After takeoff, Mode 4A and
4B give this protection.
Mode 4C is based on an EGPWS computed MTC floor that increases

with radio altitude. It is active after takeoff when the gear or flaps are
not in the landing configuration. It is also active during a low--altitude
go--around when the aircraft has descended below 245 feet AGL. At
takeoff, the MTC is 0 feet. As the aircraft climbs, the MTC is increased
to 75 percent of the aircraft radio altitude (averaged over the previous
15 seconds). This value is not permitted to decrease and is limited to
500 feet AGL for airspeed less than 190 knots. Beginning at 190 knots,
the MTC increases linearly to the limit of 1000 feet at 250 knots, as
shown in Figure 19--8. When the aircraft radio altitude decreases to the
value of the MTC, the GND PROX is annunciated on the PFD and the
aural message TOO LOW TERRAIN is sounded.

19-18 REV 2 Oct 2006
Figure 19--8
Mode 4C Alert Envelope
The GND PROX annunciator goes out and aural messages stop when
the Mode 4C alert envelope is exited.

REV 2 Oct 2006 19-19
Mode 5 Excessive Deviation Below Glideslope Alert
Mode 5 has two levels of alerting when the aircraft descends below
glideslope and activates the aural messages and the GND PROX
annunciator on the PFD. The first level alert occurs when the aircraft is
below 1000 feet radio altitude and the aircraft is 1.3 dots or more below
the beam. This displays the GND PROX and is called a soft alert
because the audio message “GLIDESLOPE” is sounded at half
volume. Twenty percent increases in the glideslope deviation cause
additional GLIDESLOPE messages that are sounded at a
progressively faster rate. The second level alert occurs when the
aircraft is below 300 feet radio altitude with 2 dots or more glideslope
deviation. This is called a hard alert because a louder GLIDESLOPE,
GLIDESLOPE message is sounded every 3 seconds and continues
until the hard envelope is exited. The GND PROX remains on until
glideslope deviation is less than 1.3 dots, as shown in Figure 19--9.
Figure 19--9
Mode 5 Alert Envelope

19-20 REV 2 Oct 2006
To avoid unwanted below glideslope alerts, when capturing the localizer

between 500 and 1000 feet AGL, alerting is varied in the following ways:
D Below glideslope alerts are enabled only when the localizer is in

2 dots, landing gear and flaps are selected, glideslope cancel is not
active, and a front course approach is determined.
D The upper altitude limit for the alert is modulated with vertical speed.
For descent rates above 500 fpm, the upper limit is set to the normal
1000 feet AGL. For descent rates lower than 500 fpm, the upper limit
is reduced to a minimum of 500 feet AGL. Both alert levels are
desensitized below 150 feet AGL to permit normal beam variations
nearer the ground and to reduce the possibility of nuisance alerts.
Mode 5 alerts are canceled by pushing the glideslope cancel switch (if
installed). The EGPWS interprets this switch one of two ways,
depending on the installation configuration.
1. A standard glideslope cancel switch is used to manually cancel
Mode 5 alerting any time below 2000 feet AGL. This switch is
automatically reset when the aircraft descends below 30 feet or
climbs above 2000 feet AGL.
2. An alternate glideslope cancel switch is used to manually cancel
Mode 5 alerting at any time and at any altitude. The cancel is reset
by again pushing the cancel switch, or it is automatically reset if the
gear or flaps are raised, or when the aircraft is on the ground
(weight--on--wheels [WOW] switch). Due to the nature of the
alternate cancel switch, this method requires that there be a cockpit
annunciation that glideslope cancel is in effect.
EGPWS Mode 5 alerts are inhibited during backcourse approaches to

prevent nuisance alerts due to false fly--up lobes from the glideslope.
The EGPWC determines a backcourse approach is occuring when the
aircraft magnetic track is greater than 90 degrees from the runway
approach course.

REV 2 Oct 2006 19-21
Mode 6 Advisory Callouts

Mode 6 EGPWS advisory callouts are sounded based on the
menu--selected option established at installation. These callouts
consist of predefined radio altitude--based voice callouts or minimum
descent altitude (MDA) and an excessive bank angle warning. There
are no visual alerts that are associated with these callouts. Table 19--1
is a list of the possible altitude callouts or tones.
Table 19--1
EGPWS Aural Warning Alerts
Occurs At Feet Above

Callout Ground Level
“RADIO ALTIMETER” 2500

“TWENTY FIVE HUNDRED” 2500
“ONE THOUSAND” 1000*
“FIVE HUNDRED” 500
“FOUR HUNDRED” 400
“THREE HUNDRED” 300
“TWO HUNDRED” 200
“APPROACHING MINIMUMS” MDA, DH+80
“APPROACHING DECISION HEIGHT” MDA, DH+100
“PLUS HUNDRED” MDA, DH+100
“FIFTY ABOVE” MDA, DH+50
“MINIMUM” MDA, DH
“MINIMUMS MINIMUMS” MDA, DH
”DECISION HEIGHT” MDA, DH
“DECIDE” MDA, DH
“ONE HUNDRED” 100
“EIGHTY” 80
“SIXTY” 60

19-22 REV 2 Oct 2006
Table 19--1 (cont)

EGPWS Aural Warning Alerts
Occurs At Feet Above

Callout Ground Level
“FIFTY” 50
“FORTY” 40
“THIRTY FIVE” 35
“THIRTY” 30
“TWENTY” 20
“TEN” 10
“FIVE” 5
* This is barometric altitude above the field elevation for some
aircraft types.
In some cases, a callout is stated twice (for example, MINIMUMS,

MINIMUMS) but in most cases, a callout is only sounded once for each
approach. Decision height (DH)--based callouts (approaching
minimums and minimums) require the landing gear to be down. They
are sounded when the aircraft is descending through the radio altitude
corresponding to the selected DH or the BARO--corrected altitude
corresponding to the selected MDA setting. These also have priority
over other altitude callouts when overlapping. For example, if DH is set
to 200 and TWO HUNDRED and MINIMUMS are valid callouts, then
only MINIMUMS is called out at 200 feet AGL. DH plus based callouts
(for example, approaching minimums) are only applicable for aircraft
that input a DH altitude to the EGPWS. Because of this, not all EGPWS
installations use these callout options.
Due to the variety of altitude callout choices available, it is not possible
to identify every combination in this manual. Refer to the applicable
Aircraft Flight Manual or EGPWS Aircraft Flight Manual Supplement for
callout identification in a specific application.

REV 2 Oct 2006 19-23
SMART 500--FOOT CALLOUT
Another feature available in the altitude callouts (options) is a Smart

500--foot callout. When selected, this callout assists pilots during a
nonprecision approach by enunciating FIVE HUNDRED feet with any
other altitude callout described previously. The EGPWS determines a
nonprecision approach when glideslope is greater than 2 dots deviation
(valid or not) or a back--course approach is detected. This feature adds
the 500--foot callout during nonprecision approaches and removes the
500--foot callout on precision approaches when it is part of the callout
option.
EXCESSIVE BANK ANGLE CALLOUT
The callout BANK ANGLE, BANK ANGLE advises of an excessive roll

angle, as shown in Figure 19--10. The EGPWS uses several excessive
bank angle envelopes to support air transport, business, or military
aircraft types (only air transport and business are described in the
paragraphs that follow).
Figure 19--10
Mode 6 Bank Angle Alert

19-24 REV 2 Oct 2006
BUSINESS BANK ANGLE ALERTS
The business envelope is defined for turbo--prop and jet business

aircraft, shown in the graph in Figure 19--11. Bank angles in excess of
the following:
D ±10 degrees between 5 and 30 feet
D ±10 to 40 degrees between 30 and 150 feet
D ±40 to 55 degrees between 150 and 2450 feet.
produce the bank angle advisory (shaded area). Bank angle advisories
are inhibited below 5 feet.
Figure 19--11
Mode 6 Business Aviation Bank Angle Envelope

REV 2 Oct 2006 19-25
TRANSPORT BANK ANGLE ALERTS
The air transport basic bank angle limits are similar to the business
aircraft bank angle limits, except above 150 feet, the bank limit remains
at 40 degrees, as shown in Figure 19--12.
Figure 19--12
Mode 6 Air Transport Aviation Bank Angle Envelope

19-26 REV 2 Oct 2006
Mode 7 Windshear Alerting

Mode 7 alerts the pilot when the aircraft encounters windshear. Two
alerting envelopes are used, an amber WINDSHEAR alert or a red
reverse video WINDSHEAR alert. Each has distinctive aural and
visual indications for the pilot.
EGPWS windshear alert is used for certain (but not all) aircraft types
and is a function of additional input signals and is used in windshear
calculations. These inputs are established during the installation of the
EGPWS, and they are described in the applicable AFM or EGPWS
AFMS. WINDSHEAR alerts are given when an increasing headwind
or decreasing tailwind and/or severe updrafts exceed a defined
threshold. These are characteristics that precede a microburst.
When a WINDSHEAR is enabled, and the aural message CAUTION,

WINDSHEAR is sounded. The lamps remain on for as long as the
aircraft is exposed to conditions in excess of the caution alert threshold.
The windshear caution envelope is shown in Figure 19--13, and the
windshear PFD caution alert is shown in Figure 19--14.
Figure 19--13
Mode 7 Windshear Warning and Caution Envelopes

REV 2 Oct 2006 19-27
It is possible for the windshear caution audio alerting to be disabled at

installation, so that only windshear warning alerts are given.
Figure 19--14
Windshear Caution Display
WINDSHEAR WARNING
WINDSHEAR alerts are given when a decreasing headwind or

increasing tailwind and/or a severe downdraft exceed a defined
threshold. These are characteristic of conditions in or when exiting a
microburst, as shown in Figure 19--15.
Figure 19--15
Mode 7 Windshear Factors

19-28 REV 2 Oct 2006
WINDSHEAR is annunciated on the PFD, and when installed as an

option, a siren is sounded followed by the message WINDSHEAR,
WINDSHEAR, WINDSHEAR. WINDSHEAR remains on for as long
as the aircraft is exposed to conditions in excess of the warning alert
threshold. The aural message is not repeated unless another separate
windshear event is detected. The threshold is adjusted as a function of
available climb performance, flight path angle, airspeeds significantly
different from normal approach speeds, and unusual fluctuations in
static air temperature (SAT) (typically associated with the leading edge
of a microburst). The windshear warning envelope is shown in
Figure 19--13, and the windshear warning display is shown in
Figure 19--16.
Mode 7 windshear alerting is active under the following conditions:
D During takeoff, from rotation until an altitude of 1500 feet AGL is

reached
D During approach, from an altitude of 1500 feet down to 10 feet AGL
D During a missed approach, until an altitude of 1500 feet AGL is

reached.
Figure 19--16
Windshear Warning Display

REV 2 Oct 2006 19-29
Enhanced Functions
ENVELOPE MODULATION
Due to terrain features at or near certain airports around the world,

normal operations have resulted in nuisance or missed alerts at these
locations in the past. With the introduction of accurate position
information and a terrain and airport database, it is possible to identify
these areas and adjust the normal alerting process to compensate for
the condition.
The EGPWS envelope modulation feature improves alert protection

and expands alerting margins at these identified airports. This feature
is automatic and requires no flight crew action.
Modes 4, 5, and 6 are expanded at certain locations to give alerting

protection consistent with normal approaches. Modes 1, 2, and 4 are
desensitized at other locations to prevent nuisance alerts that result
from unusual terrain or approach procedures. In all cases, very specific
information is used to correlate the aircraft position and phase of flight
before the envelopes are modulated.

19-30 REV 2 Oct 2006
TERRAIN CLEARANCE FLOOR
The terrain clearance floor (TCF) function (enabled with TAD)

enhances the basic GPWS modes by alerting the pilot of descent below
a defined TCF, regardless of the aircraft configuration. The TCF alert
is a function of the aircraft radio altitude and distance (calculated from
latitude/longitude position) relative to the center of the nearest runway
in the database that includes all hard surface runways more than
3500 feet in length. The TCF envelope is defined for all runways, as
shown in Figure 19--17, and extends with no limits or until it meets the
envelope of another runway. The envelope bias factor is typically 1/2
to 2 NM and varies as a function of position accuracy.
Figure 19--17
TCF Alert Envelope
The TCF alert envelope is limited to a minimum of 245 feet AGL

adjacent to the runway, as shown in Figures 19--18 and 19--19. The
envelope bias factor is reduced (moved closer to the runway) when
more accurate aircraft position and runway position information is
known. This is typically 1/4 to 1 NM.

REV 2 Oct 2006 19-31
Figure 19--18
Improved TCF Alert Envelope Runway Track View
Figure 19--19
Improved TCF Envelope Plan View
Also in these later versions, runway selection logic is improved to better

identify the destination runway. Comprehensive aircraft position and
navigation information is used to evaluate proximity runways and
determine the most likely destination runway for all alerting purposes.

19-32 REV 2 Oct 2006
Runway Field Clearance Floor

A runway field clearance floor (RFCF) feature is included. This is similar
to TCF, except that RFCF is based on the current aircraft position and
height above the destination runway using geometric altitude (instead
of radio altitude). This improves protection at locations where the
runway is significantly higher than the surrounding terrain, as shown in
Figure 19--20.
Figure 19--20
RFCF Alert Envelope
NOTE: Krf, shown in Figure 19--20 is based on runway data quality

and never closer than 1/2 NM from the runway threshold.

REV 2 Oct 2006 19-33
TCF and RFCF alerts display GND PROX on the PFD and the aural
message TOO LOW TERRAIN is sounded. The audio message is
sounded once when initial envelope penetration occurs and again only
for 20 percent decreases in radio altitude. The GND PROX
annunciator remains on until the TCF envelope is exited.
Terrain Look--Ahead Alerting (Obstacles)
Another enhancement the internal terrain database is used for is to look

ahead of the aircraft and detect terrain or obstacle conflicts with greater
alerting time.
This is done based on aircraft position, flight path angle, track, and
speed relative to the terrain database image forward of the aircraft.
Using look ahead calculations, both GND PROX and PULLUP are
generated when terrain or an obstacle conflict with ribbons is projected
forward of the aircraft, as shown in Figure 19--21.
Figure 19--21
Terrain Look--Ahead Profile
These ribbons project down, forward, then up from the aircraft with a
width starting at 1/4 NM and extending out at ±3 degrees laterally (more
if the aircraft is turning). The look--down and up angles are a function
of the aircraft flight path angle, and the look--down distance is a function
of the aircraft altitude with respect to the nearest or destination runway.
This relationship prevents unnecessary alerts when the aircraft is
taking off or landing. The look--ahead distance is a function of the
aircraft speed and distance to the nearest runway.

19-34 REV 2 Oct 2006
A terrain conflict with the aircraft caution ribbon displays GND PROX
on the PFD, and the aural message CAUTION TERRAIN, CAUTION
TERRAIN or TERRAIN AHEAD, TERRAIN AHEAD is sounded. An
obstacle conflict sounds a CAUTION OBSTACLE, CAUTION
OBSTACLE or OBSTACLE AHEAD, OBSTACLE AHEAD message.
The caution alert is typically sounded 60 seconds ahead of the
terrain/obstacle conflict and is repeated every 7 seconds as long as the
conflict remains in the caution area. During descents at high speeds,
the terrain clearance height is increased for improved alerting times.
When the obstacle is in the warning ribbon (typically 30 seconds prior

to the terrain/obstacle conflict), PULLUP is annunciated on the PFD
and the aural message TERRAIN, TERRAIN, PULL UP or
OBSTACLE, OBSTACLE, PULL UP is sounded with PULL UP
repeating continuously while the conflict is in the warning area.
In later versions, the look--ahead alerting calculations are improved for

higher airspeeds (about 300 knots or more). The look--ahead distance
is designed to sound a 60--second warning alert for up to 8 NM
look--ahead (as opposed to 30 seconds for up to 4 NM). The aural
message is established during the initial installation of the EGPWS as
a function if the terrain and obstacles features are enabled, and the alert
is selected from an audio menu. Refer to an applicable AFM or EGPWS
AFMS for specific application information.
Terrain Alerting and Display
When a compatible weather radar, EFIS, or other displays are available

and turned on, the EGPWS terrain alerting and display (TAD) feature
displays an image of the surrounding terrain represented in various
colors and intensities.
Peaks enhances the display characteristics to show a higher degree of

terrain awareness independent of the aircraft’s altitude. Terrain and
obstacles (if enabled) forward of the aircraft are displayed. Obstacles
are displayed in the cockpit as terrain using the same display--coloring
scheme.
NOTE: With respect to peaks display, terrain and obstacles are

always based on (and scaled for) the geographic range on the
display. Because of this, terrain and obstacles outside of the
selected display range and defined display sweep do not
have any effect on the displayed image.

REV 2 Oct 2006 19-35
PEAKS DISPLAY
The peaks display shows a graphical plan--view image of the

surrounding terrain as varying density patterns of green, yellow, and
red, as shown in Figure 19--22. The selected range is also displayed.
When TAD is active, it is indicated on the display (that is, TERR in a
color dependent on the installation) or by an adjacent indicator. The
peaks display includes the following functions:
D The digital display of the highest and lowest terrain/obstacle

elevations are annunciated.
D The solid or lower density color bands are displayed including the
addition of the sea level (0 feet MSL).
Figure 19--22
MFD Display With Green and Yellow Terrain
Each color and intensity represents terrain (and obstacles) below, at,
or above the aircraft altitude based on the aircraft position with respect
to the terrain in the database, as shown in Figure 19--23. When no
terrain data is available in the terrain database, the area is displayed in
a low--density magenta color. Terrain more than 2000 feet below the
aircraft or in 400 (vertical) feet of the nearest runway elevation is not
displayed (black).

19-36 REV 2 Oct 2006
Figure 19--23
Terrain Color Coding
When a caution alert is triggered, the terrain (or obstacle) that caused
the alert is changed to solid yellow (100 percent density), as shown
in Figure 19--24. This indicates that the aircraft is 60 seconds from
impact.
Figure 19--24
EGPWS Pop--Up Terrain Display
Showing Caution (Yellow)

REV 2 Oct 2006 19-37
When a PULLUP alert is triggered, the terrain (or obstacle) that

caused the alert is changed to solid red (100 percent density), as
shown in Figure 19--25. This indicates that the aircraft is 30 seconds
from impact.
Figure 19--25
Terrain Display Showing Warning (Red)
NOTE: When a TAD GND PROX or PULLUP alert is active, the

display cells surrounding the target are enlarged
(surrounding cells are lit). This lets a smaller terrain or
obstacle (for example, a single tower) be seen better on the
display.
The transition between green and yellow is below the aircraft to show
altimeter and/or terrain/obstacle height errors. Also, the transition
altitudes between colors are biased upward, proportional to the descent
rate when more than 1000 fpm. This gives approximately 30 seconds
of advanced terrain display.
Pilots must note that any yellow or red painted terrain is at or above the
aircraft altitude, and appropriate terrain clearance must be maintained.
Based on the display system used, there are more terrain display
features. These are defined as installation options and permit the
following:
D Automatic display of terrain on the cockpit display (TAD pop--up)

when a GND PROX or PULLUP alert is triggered as described
in terrain look--ahead alerting. In some cases, an active display type
must be selected first.
D Auto--range when pop--up occurs. When a pop--up display is

shown on the EDS, it automatically ranges the display for terrain as
defined for the display system configuration (typically 10 NM).

19-38 REV 2 Oct 2006
When the terrain display is on, digital values representing the highest
terrain/obstacle elevation and the elevation for the lowest color band
are displayed. These are based on the range selected (terrain in view).
The location of the digital values vary for the display used. In this guide,
digital displays are shown in the lower left corner of the top half of the
MFD display. These elevations are expressed in hundreds of feet above
sea level (for example, 125 is 12,500 feet MSL) with the highest
elevation on the left and the lowest on the right. When there is no
appreciable difference in the terrain/obstacle elevations (flat terrain),
only the highest value is displayed.
The color of the elevation value displayed matches the color of the
terrain display (that is, the digits are red when the terrain/obstacle
with that elevation is depicted as red in the terrain plan view. The
digits are yellow when terrain is yellow), as shown in Figure 19--26.
When the aircraft is 500 feet or less (250 feet with the gear down) above
the terrain in view (yellow or red is displayed), the peaks color scheme
is identical to the standard display with the exception of cyan
sea level .
NOTES: 1. Some displays do not support cyan and do not display

sea level in this case.
2. Differences can exist between the highest
terrain/obstacle being displayed and the digital
elevation value/color of the peaks numbers at or near
the top and sides of the display.

REV 2 Oct 2006 19-39
Figure 19--26 show the peaks display at a low relative altitude and a
profile of the aircraft position relative to the terrain.
Figure 19--26
Terrain at a Low Relative Altitude

19-40 REV 2 Oct 2006
Figure 19--27 shows the peaks display at a high relative altitude and a
profile of the aircraft position relative to the terrain.
Figure 19--27
Terrain at a High Relative Altitude
When the aircraft is greater than 500 feet (250 feet with gear down)
above the terrain in view (no yellow or red displayed), more (green)
color bands are displayed. These added bands are computed and
displayed as a function of the highest and lowest elevations in view.

REV 2 Oct 2006 19-41
OTHER EGPWS DISPLAYS
D EGPWS Displays -- Visual messages are displayed on the PFD to

accompany aural messages generated by the EGPWS for ground
proximity conditions. Ground proximity is annunciated on the ADI
and initially flashes for 5 seconds, then remains on until the condition
is no longer detected.
EGPWS on the MFD

Terrain is only displayed in the Map format of the MFD. Terrain is
selected for display by checking the Terrain button on the Map
pulldown menu. A typical terrain display is shown in Figure 19--28.

19-42 REV 2 Oct 2006
Figure 19--28
Terrain in MFD Display
The half--range ring is labeled with range digits that represent half of the
selected range value. The selected range value is transmitted to the
WX and the EGPWS. In return, the WX and the EGPWS supply the
display system with a transmitted range value to which the data
transmitted by the system is scaled (under normal conditions this is
identical to the selected range value). When the transmitted range
value and the selected range value do not agree, a range disagreement
condition exists. The annunciation RNG appears on the half--range
ring and flashes for 2 seconds, then it is removed.
Terrain Button -- When the Terrain button is

selected, terrain information is displayed on the
Map page with the flight plan superimposed over
the terrain display.

REV 2 Oct 2006 19-43
Terrain is also displayed when a terrain/obstacle awareness caution or

warning condition is set and the automatic pop--up has been enabled
from the on--side MCDU EGPWS page. The terrain annunciations are
displayed on the lower left side of the upper portion of the MFD display,
as shown in Figure 19--28. The terrain annunciators are displayed on
two lines. The first line contains the terrain mode, and the second line
contains the peaks information. The terrain modes are listed in
Table 19--2.
Table 19--2
Terrain Annunciators
Annunciator Mode Description
TERRAIN Terrain selected

TERRAIN EGPWS Self--Test Active selected from the
TEST MCDU
TERRAIN Terrain Display Override selected from the MCDU
INHIBIT
TERRAIN N/A Terrain not available
TERRAIN Terrain fail
FAIL
TERRAIN Terrain invalid
When terrain is selected for display and video data is lost, TERR is
displayed on the half--range ring of the MFD.
Terrain Clearance Floor/Terrain Alerting and Display

(TCF/TAD) INOP and INHIBIT
The EGPWS TCF and TAD functions are available when all required
data is present and usable. Aircraft position and other parameters are
monitored and verified for adequacy to perform these functions. When
EGPWS is determined to be invalid or unavailable, the system displays
terrain inoperative (INOP) or unavailable annunciators and removes
the terrain display when it is active.
TAD/TCF functions are inhibited manually using a cockpit mounted

terrain inhibit switch or through the MCDU. Losing or inhibiting the
TAD/TCF does not affect the basic GPWS functions (Modes 1--7).

19-44 REV 2 Oct 2006
Geometric Altitude
Based on GPS altitude, geometric altitude is a computed

pseudo--barometric altitude (above sea level ASL) designed to reduce
or eliminate errors potentially caused in corrected barometric altitude
by:
D Temperature extremes
D Nonstandard pressure altitude conditions
D Altimeter miss--sets.
This optimizes the EGPWS terrain alerting and display capability.

Geometric altitude also permits EGPWS operations in queens field
elevation (QFE) or corrected barometric altitude relative to field
elevation environments without custom inputs or special operations
procedures.
Geometric altitude requires GPS altitude input with the associated

vertical figure of merit (VFOM) and receiver autonomous integrity
monitoring (RAIM) failure indication, standard (uncorrected) altitude,
radio altitude, ground speed, roll angle, and aircraft position (latitude
and longitude). Corrected barometric altitude, SAT, GPS type, and the
number of satellites tracked are used if available. The geometric
altitude is computed by blending a calculated nonstandard altitude,
runway calibrated altitude (determined during takeoff), GPS calibrated
altitude, radio altitude calibrated altitude (determined during approach),
and barometric altitude (if available). Estimates of the VFOM for each
of these are determined and applied to determine the weight in the final
altitude. The blending calculation gives the most weight to altitudes with
a higher estimated accuracy, reducing the effect of less accurate
altitudes.
Each component altitude is also checked for reasonableness using a

window monitor computed from GPS altitude and the VFOM. Altitudes
that are invalid, not available, or fall outside the reasonableness window
are not included in the final geometric altitude value. The geometric
altitude calculation is designed to continue operation when one or more
of the altitude components are not available. When all component
altitudes are invalid or unreasonable, the GPS altitude is used directly.
When GPS altitude fails or is not present, then the EGPWS reverts to
using corrected barometric altitude alone.
The geometric altitude function is fully automatic and requires no pilot

action other than setting the corrected barometric altitude on the
altimeter.

REV 2 Oct 2006 19-45
Aural Declutter
The aural declutter feature reduces repetitive aural warning messages.
This feature is always enabled.
Aural Message Priority

Two or more messages are activated at the same time to establish a
message priority. Table 19--3 gives the priority for these message
callouts. Messages at the top of the list are sounded before or
immediately override a lower priority message, even if it is already in
progress.
Table 19--3
Alert Modes Priorities
Alert
Message Modes
“Windshear, Windshear, Windshear” (Notes 4 and 10) 7
“Pull Up” (Notes 8, 9, and 11) 1, 2, TA
“Terrain Terrain” 2, TA
“Obstacle, Obstacle” (Note 3) TA
“Terrain” 2
“Minimums” (Notes 1 and 3) 6
“Caution Terrain, Caution Terrain” (Notes 3 and 6) TA
“Caution Obstacle, Caution Obstacle” (Notes 3 and 7) TA
“Too Low Terrain” 4, TCF
Altitude Callouts (Note 3) 6
“Speed Brake, Speed Brake” (Note 3) 6
“Too Low Gear” 4A
“Too Low Flaps” 4B
“Sink Rate, Sink Rate” 1
“Don’t Sink, Don’t Sink” 3
“Glideslope” 5
“Approaching Minimums” (Notes 2 and 3) 6
“Bank Angle, Bank Angle” (Note 3) 6

19-46 REV 2 Oct 2006
Table 19--3 (cont)

Alert Modes Priorities
Alert
Message Modes
“Caution Windshear” (Notes 3, 4, and 5) 7
TA = Terrain Look--Ahead Alert
TCF = Terrain Clearance Floor
NOTES: 1. Can also be “Minimums, Minimums”, “Decision Height”, or “Decide”.
2. Can also be “Approaching Decision Height”, “Fifty Above”, or “Plus
Hundred”.
3. The message is dependent on aircraft type or option selected.
4. Windshear detection alerts are given for some aircraft types.
5. Caution alert if not disabled.
6. Can also be “Terrain Ahead, Terrain Ahead”.
7. Can also be “Obstacle Ahead, Obstacle Ahead”.
8. Can also be “Terrain Ahead, Pull Up”.
9. Can also be “Obstacle Ahead, Pull Up”.
10. Can be preceded by siren.
11. Can be preceded by a “Whoop, Whoop” alert.
Pilot Responses To EGPWS Alerts

The following are recommended responses to EGPWS alerts:
1. Stop any descent or climb to eliminate the alert. Analyze all available
instruments and information to determine the best course of action.
2. Advise ATC of the situation if necessary.
3. Set the throttles for maximum--rated thrust. Apply maximum

available power as determined by emergency need. The pilot not
flying (if applicable) must set power and make sure that TO/GA
power and modes are set.
4. When engaged, disengage the autopilot and smoothly, but

aggressively, increase pitch toward the stick shaker or pitch limit
indicators (PLI) to get maximum climb performance.
5. Continue climbing until the warning is eliminated and safe flight is

assured.
6. Advise ATC of the situation.

REV 2 Oct 2006 19-47
NOTES: 1. Climbing is the only recommended response unless

operating in visual conditions and/or pilot determines,
based on all available information, that turning and
climbing is the safest course of action. Follow
established operating procedures.
2. Navigation must not be based on the use of the terrain
awareness and alerting display (TAD).
GLIDESLOPE ALERTS
Below glideslope alerts are soft or hard alerts, based on the degree of
glideslope deviation and altitude. Respond to these alerts as necessary
to correct the aircraft flight path back to the glideslope centerline or
perform a missed approach.
ADVISORY CALLOUTS
Advisory callouts are used to announce an event or condition (for

example, MINIMUMS). Response to these callouts must be in
accordance with standard operating procedures.
WINDSHEAR CAUTIONS
This alert normally occurs because of increasing performance

windshear conditions (that is, increasing headwind, decreasing
tailwind, and/or updraft). This alert is considered advisory, and the crew
must be alert to the possibility of subsequent significant airspeed loss
and downdraft conditions. Coupled with other weather factors, the
windshear GND PROX must be considered in determining the
advisability of performing a go--around.
WINDSHEAR WARNINGS
Wind and gust allowances must be added to the approach speed,

increasing thrust if necessary. It may be necessary to disengage
autopilot or autothrottle. Avoid getting low on the approach glidepath or
reducing the throttles to idle. When a windshear warning occurs, the
following procedure must be followed:
1. Immediately initiate the windshear escape maneuver in accordance
with established windshear procedures.
2. Aggressively apply maximum--rated thrust, and disengage autopilot
and/or autothrottle if necessary.
3. Rotate smoothly to the go--around/take--off pitch attitude, permitting

airspeed to decrease if necessary. Maintain wings level. Do not
retract flaps or landing gear.

19-48 REV 2 Oct 2006
4. If the aircraft continues to descend, increase pitch attitude smoothly

and in small increments, bleeding air speed as necessary to stop
descent. Use stall warning onset (stick shaker) as the upper limit of
pitch attitude.
5. Maintain escape attitude and thrust, and delay retracting flaps or

landing gear until safe climb--out is assured.
NOTE: Engine overboost must be avoided unless the airplane

continues to descend and airplane safety is in doubt.
If overboost is required, adjust throttles back to maximum--rated thrust

as soon as safety has been assured. Overboosting engines while at
high angle--of--attack near airplane stall can cause engine stall, surge,
or flameout. Maintain escape attitude and thrust, and delay retracting
flaps or landing gear until safe climb--out is assured.
SYSTEM OPERATION
Normal Procedures
The EGPWS outputs visual and/or audio alerts when the following
conditions are detected:
D Potentially dangerous terrain conditions (Modes 1 -- 4, TCF, TAD)
D Below glideslope conditions (Mode 5)
D Descent below predefined altitudes or excessive bank angle

(Mode 6)
D Severe windshear conditions (Mode 7).
These consist of warning, caution, and advisory alerts based on the

detection alert threshold penetration. Table 19--4 lists the alerts by
mode and when it is a warning, caution or advisory message.
Table 19--4
Alert List
Alert Warning Caution Alert
Siren “WINDSHEAR” (3 times) 7

Any “PULL UP” 1, 2, TA

REV 2 Oct 2006 19-49
Table 19--4 (cont)

Alert List
Alert Warning Caution Alert
“CAUTION WINDSHEAR” 7
“TERRAIN, TERRAIN” 2, TA
“OBSTACLE, OBSTACLE” TA
“TERRAIN” 2
“APPROACHING MINIMUMS” 6
“MINIMUMS“ 6
“CAUTION TERRAIN” TA
“CAUTION OBSTACLE” TA
“TOO LOW TERRAIN” 4, TCF
“TOO LOW GEAR or FLAPS” 4
Altitude callouts 6
“SINK RATE” 1
“DON’T SINK” 3
“GLIDESLOPE” 5
“BANK ANGLE” 6
NOTE: Visual and audio indications vary and procedures given are representative.
Refer to an applicable AFM or EGPWS AFMS for specific implementation.
Abnormal Procedures
Partial system deactivation or compensation is accomplished for
abnormal procedures as follows:

19-50 REV 2 Oct 2006
MODE 1 EXCESSIVE DESCENT RATES

When steep approaches are to be performed (4 degrees or more),
EGPWS STEEP APPROACH must be enabled and selected for these
operations. This is done automatically by onboard systems or manually
selected by a cockpit switch. When active, Mode 1 alerts are
desensitized to compensate for normally higher descent rates for these
modes of operation, eliminating related unwanted alerts. When
implemented with a cockpit switch, manual deactivation is required.
MODE 2 EXCESSIVE CLOSURE TERRAIN
When required to operate in close proximity to terrain (less than
2500 feet above), Mode 2 alerts are desensitized or overridden by
activating the FLAP OVERRIDE switch to eliminate related unwanted
alerts. This requires manual deactivation.
MODE 4 UNSAFE TERRAIN CLEARANCE
Mode 4 alerts are reduced by activating the FLAP OVERRIDE switch.
This is recommended when performing approaches with less than
landing flaps selected. This requires manual deactivation.
MODE 5 DESCENT BELOW GLIDESLOPE
Mode 5 glideslope alerts are manually canceled when below 2000 feet
radio altitude (standard G/S cancel) by pushing the G/S cancel switch
( commonly part of the amber caution annunciators BELOW G/S
or GPWS ). This is typically selected when an unreliable glideslope is
expected, or when maneuvering is required during ILS final approach.
The G/S cancel is automatically reset following landing or when the
aircraft climbs above 2000 feet.
In some cases, an alternate G/S cancel is used to cancel Mode 5
alerting at any time and at any altitude. In this configuration, that is
defined only for certain aircraft types, pushing the G/S cancel switch in
the cockpit inhibits Mode 5 alerting. It is manually reset by pushing the
G/S cancel switch, or it is automatically reset:
D Following landing
D When the flap or gear state changes (that is, down to up).
Because of the nature of this type of G/S cancel, a cockpit indication
of its activation is required. Back course inhibit is used to prevent
Mode 5 nuisance alerts due to false fly--up alerts during back course
approaches. An automatic ILS glideslope back course inhibit activates
when the selected course and magnetic track angle (heading) are more
than 90 degrees apart.
NOTE: Implementation of the glideslope cancel input to the EGPWS
varies. Verify the use of this function in the aircraft.

REV 2 Oct 2006 19-51
TERRAIN ALERTING AND CLEARANCE FLOOR
Pushing the terrain inhibit switch, inhibits TAD and TCF alerting and
display, including obstacles and peaks when they are enabled. This
switch is used when position accuracy is inadequate or when operating
at airports not in the terrain database. Selecting terrain inhibit does not
light the terrain inoperative annunciator unless the aircraft is wired for
this to occur. Terrain inhibit requires manual deactivation. The EGPWS
flap or gear override, TAD/TCF inhibit, or other switches (as installed)
are used as required for an emergency situation (for example, landing
gear up).

19-52 REV 2 Oct 2006
SYSTEM START--UP AND TEST
System Start--Up
The EGPWS is fully active when the following systems are powered
and functioning normally:
D EGPWS
D Radio altimeter
D Air data
D ILS or glideslope receiver
D IRS, AHRS, or VG (attitude)
D GPS, FMS, or IRS (position)
D Landing gear
D Landing flaps
D Stall warning or AOA (windshear only)
D Weather radar, EFIS, or a dedicated terrain display.
When required data for a particular function is not available, then that
function is automatically inhibited and annunciated (that is, when
position data is not available or determined unacceptable, TAD and
TCF is inhibited, any active terrain display is removed, and TERR INOP,
TERR UNAVAIL (or equivalent) is indicated).
Some installations use redundant systems so when the primary source

of data fails, the EGPWS continues on the secondary source.
EGPWS status annunciators are displayed for GPWS inoperative

(Mode 1--6 functions), terrain inoperative (TAD/TCF functions), and
windshear inoperative. Refer to an applicable AFM or EGPWS AFMS
for specific system and status requirements.
The EGPWS has a self--test function that verifies and indicates

intended functions.

REV 2 Oct 2006 19-53
The Table 19--5 lists the TAD colors and elevations.
Table 19--5
EGPWS Terrain Color Coding
Color Indication
Solid Red Terrain/Obstacle Threat Area -- Warning.

Solid Yellow Terrain/Obstacle Threat Area -- Caution.
High Density Terrain/Obstacle that is more than 2000 feet
Red Dots above aircraft altitude.
High Density Terrain/Obstacle that is between 1000 and
Yellow Dots 2000 feet above aircraft altitude.
Low Density Terrain/Obstacle that is 500 feet (250 feet with
Yellow Dots gear down) below to 1000 feet above aircraft
altitude.
Solid Green Highest terrain not within 500 feet (250 feet with
gear down) of aircraft altitude. Appears with
dotted yellow terrain when the aircraft is in 500
feet
(250 feet with gear down) of terrain.
High Density Terrain that is in the middle elevation band when
Green Dots there is no red or yellow terrain areas in range on
the display.
Low Density Terrain that is in the lower band when there is no
Green Dots red or yellow terrain areas in range on the
display.
Low Density Terrain elevation equal to 0 feet MSL (requires
Cyan Dots compatible display).
Magenta Unknown terrain. No terrain data in the database
for the magenta area shown.
Black No significant terrain/obstacle.
NOTE: Magenta is displayed at or near the South and North Poles, depending on the
airplane flight path and location.

19-54 REV 2 Oct 2006
EGPWS Test
The EGPWS test is accessed by pushing the 3L LSK on the
TEST 1/2 , as shown in Figure 19--29.
Figure 19--29
MCDU With EGPWS Self--Test Active
Pushing the EGPWS Test button starts the test cycle and displays an
EGPWS test screen. When the test is complete, the test display reverts
to the original EGPWS screen. This test does not require crew
intervention to exit the cycle as it turns off automatically.
GROUND TESTING
The EGPWS self--test go/no--go test is normally performed by flight

crews as part of preflight checks.
The self--test is used to verify proper operation of the EGPWS on the

ground as follows:
1. Verify adequate aircraft power is available and the EGPWS and
associated systems are powered.
2. Verify any EGPWS inhibiting switches are in the normal
(non--inhibiting) position.
3. Verify EGPWS inoperative annunciators are off. When an

inoperative annunciator is indicated, perform the EGPWS self--test
(see Step 5), and then seek corrective action when the inoperative
condition persists.
4. Select terrain to be displayed.

REV 2 Oct 2006 19-55
5. When a self--test is initiated, the test continues through a sequence

resulting in turning on and off all system annunciators, broadcasting
specific audio messages, and if enabled, displaying a video test
pattern on the terrain display, as shown in Figure 19--30. Any
functions determined inoperative are also broadcast (for example,
GLIDESLOPE INOP). When self--test is completed, it terminates
automatically.
Figure 19--30
EGPWS Test Pattern
The following is a description of the expected results of a typical

terrain self--test. Annunciations are displayed on the MFD. Actual
annunciation nomenclature and sequence differs depending on the
installation.
D GPWS INOP, W/S INOP, and TERR INOP annunciators turn on.
D GPWS INOP, W/S INOP, and TERR INOP annunciators turn off.
D GND PROX annunciator turns on.
D GLIDESLOPE is announced over the speaker.
D GND PROX annunciator turns off.
D PULLUP annunciator is displayed.
D PULL UP is announced over the speaker.
D PULLUP annunciator turns off.
D WINDSHEAR annunciator turns on.
D (Siren) WINDSHEAR, WINDSHEAR, WINDSHEAR is
announced over the speaker.

19-56 REV 2 Oct 2006
D WINDSHEAR annunciator turns off.

D WINDSHEAR annunciator turns on.
D WINDSHEAR annunciator turns off.
D Warning ( PULLUP ) annunciator turns on.
D TERRAIN, TERRAIN, PULL UP is announced over the speaker.
D Terrain test pattern is displayed (shown in Figure 19--30).
D PULLUP annunciator turns off.
D Terrain test pattern is turned off.
6. Verify expected indications and annunciators during the test,

repeating as necessary, and noting any error conditions.
SYSTEM LIMITATIONS
System Constraints
System constraints for the EGPWS are as follows:
D When terrain data is unavailable for a particular area, then terrain

and obstacle alerting and display are not available for that area and
the affected display area is colored magenta.
D The display of terrain and obstacle information is intended to be a

situational awareness tool. The data is not sufficiently accurate for
terrain or obstacle avoidance. Navigation must not be based on the
use of the EGPWS terrain/obstacle display.
D When there is no source of aircraft position data that meets the

accuracy requirements for the TAD and TCF functions, then these
enhanced functions are automatically inhibited with a terrain
inoperative or unavailable indication.
D TAD/TCF functions must be manually inhibited within 15 NM on

approach to an airport that is not in the airport database to avoid
unwanted alerts (that is, airports with runway length less than
3500 feet are or are not in the database.)
D TAD/TCF functions must be manually inhibited during QFE

operations if GPS data is unavailable or inoperative.
D TAD/TCF functions must be manually inhibited for ditching or other

off--airport landings.

REV 2 Oct 2006 19-57
D When the TAD/TCF functions are inhibited and the EGPWS is

functional, the EGPWS goes back to giving basic GPWS functions
(Modes 1 to 6 and windshear). In this state, the EGPWS gives little
or no advance warning time for flight into precipitous terrain where
there are few or no preceding obstructions. This particularly applies
when:
— The aircraft is in the landing configuration.
— The aircraft is in a stabilized descent at a normal approach

descent rate.
— There is no ILS glideslope signal received by the EGPWS (not

tuned, not available, or inoperative).
D Terrain clearance or descent rates that are not compatible with

required minimum regulatory standards for ground proximity
warning equipment cause unwanted alerts.
D When enabled, the EGPWS uses onboard measurement of air

mass parameters and aircraft acceleration for detection of
windshear. This is a reactive system and does not predict windshear
that is ahead of the aircraft.
D The EGPWS terrain/obstacle database includes cataloged

human--made obstructions 100 feet high or more in North America
and portions of the Caribbean. The database is not all--inclusive,
and newer, smaller, or unknown obstructions could be encountered.
Refer to an applicable AFM or EGPWS AFMS for specific system
limitations and procedures.

19-58 REV 2 Oct 2006
20. Digital Voice Data Recorder

(DVDR)
INTRODUCTION
This section describes the operation and components of the digital
voice data recorder (DVDR).
GENERAL
The DVDR system combines a flight data recorder (FDR) and a cockpit
voice recorder (CVR) into a single DVDR unit, as shown in Figure 20--1.
Two DVDR units are installed in the aircraft. DVDR1 is located in the
forward avionics bay and DVDR2 is located in the aft avionics bay. Each
DVDR unit is a solid state recording device that receives, records, and
preserves all required flight data from the avionics system and voice
recordings of the crew and area microphones.
Figure 20--1
DVDR Unit
A28-- 1146-- 172 Digital Voice Data Recorder (DVDR)

REV 2 Oct 2006 20-1
The DVDR system has the following components:

D Two DVDR units with impact switches
D Cockpit overhead control panel (controls both DVDR units)
D Cockpit area microphone
D Tri--axial accelerometer (measures G forces)
D Ten load cells (to measure control forces)
D Connections to all critical components for data gathering.
DVDR OPERATION
The DVDR system is shown in block diagram form in Figure 20--2. A
total of 120 minutes (two hours) of audio information is recorded on four
input channels, one from the cockpit area microphone and three from
the primary crew microphones. Audio information includes:
D Voice communication transmitted from or received by the flight deck

D Attached radios
D Audio signals from each boom or mask microphone in use
D Voice communication of flight crew members using the interphone
system
D Voice or NAV ident signals introduced into the headset or speaker

D Voice communication of flight crew members using the passenger
address system.
A tri--axial accelerometer measures linear motion in three axes and
sends this data to the DVDR. The pilots’ forces on the airplane control
column, wheel, and pedals are measured by load cells and recorded.
Voice data is recorded for two hours before the oldest data is recorded
over by new voice data. The DVDR contains the last two hours of audio
information. Recorded voice data is erased by the crew only when the
aircraft is on the ground.
Flight data is recorded for 25 hours before the oldest data is overwritten
by new data. The DVDR contains the last 25 hours of flight data
information. Time correlation is maintained between the flight data and
voice recordings. Recorded flight data cannot be erased or altered.
The DVDR automatically starts recording audio data as soon as power
is applied to the unit and continues until power is removed from the unit.
The unit automatically begins recording flight information when the first
engine is started or any time the aircraft is in the air.
Digital Voice Data Recorder (DVDR) A28-- 1146-- 172

20-2 REV 2 Oct 2006
Figure 20--2
DVDR System Block Diagram

REV 2 Oct 2006 20-3/20-- 4
Control Panel
Pilot input to the DVDR is accomplished through the control panel,

shown in Figure 20--3. The DVDR control panel is located on the cockpit
overhead panel and the multifiunction control display unit (MCDU). The
control panel has buttons to perform the DVDR test or CVR erase
function. The panel also has a phone jack to connect a headset to
monitor the audio going to or tones from the CVR units. An MCDU
DVDR page can enable FDR recording on the ground for maintenance
purposes.
Figure 20--3
DVDR Overhead Control Panel
The control panel is located in the upper left corner of the overhead
panel. The controls are as follows:
D FWD/AFT (Forward/Aft) Switch -- Selects the forward or aft DVDR

for monitoring or audio response.
D DVDR TEST Button -- Initiates the commanded internal self--test

in both units. The test completes in less than 5 seconds. A
2--second 800 Hz tone from the selected DVDR indicates the test
passed. No tone and a CAS message indicates a failure.
D CVR ERASE Button -- This button erases all four audio channels
in the DVDR. Push the button in for one second. The unit responds
with an aural tone through the headphone jack when erasure is
complete. The DVDR permits audio data to be erased only when the
aircraft is on the ground and the parking brake is set.
D Audio Jack -- The audio input going to the selected DVDR

(FWD/AFT) is directed to the headphone jack to be monitored if a
headset is connected. Also, any tone response is heard at this jack.

REV 2 Oct 2006 20-5
MCDU Maintenance Controls

On the MCDU MISC MENU page, push the 5R key (DVDR) to display
the DVDR control page, shown in Figure 20--4. The DVDR menu
selection is available only when on the ground, both engines are powered
off (engine running not indicated) and both engine starter valves are
closed. When one of these conditions is not met, the DVDR is recording
and the DVDR is not available on the MISC MENU page.
Figure 20--4
DVDR Control Page

20-6 REV 2 Oct 2006
The DVDR page contains the menu selection that enables the DVDR
FDR recording function for maintenance purposes. The menu selection
button 1L toggles between recording enabled ON or OFF . The
selected state is green and the not selected state is white.This
menu selection affects both DVDRs in the same way (that is, both FDR
recording functions are enabled or both are disabled).
Microphones
The same four audio channels are recorded in both DVDRs. The
acoustic environment cockpit area microphone is located in the front
center of the cockpit area on the windshield divider post in front of both
pilots. The other three channels are the primary crew microphones and
audio channels as selected by the audio panels.
Accelerometers
The tri--axial accelerometer is located in the wing intersection area. It
measures acceleration forces along the longitudinal, lateral, and
vertical axes of the airframe and sends this data to both DVDRs to be
recorded.
Impact Switches
The impact switches remove power from both DVDR units when the
aircraft experiences a severe impact. This preserves the recorded data
by preventing it from being overwritten.
Load Cells
Load cells measure the loads imposed on the flight controls by the crew.
The data is continuously recorded in both DVDRs.

REV 2 Oct 2006 20-7
DVDR Testing
The DVDR is tested by three built--in--tests (BIT). The BIT error (BITE)
fault indicator on the front panel of the DVDR unit indicates that an error
has occurred in the DVDR unit. The BITE indicator remains unlit in all
other cases. There are no visual test or fault indicators on the DVDR
control panel. Audio tones and crew alerting system (CAS) messages
give DVDR status. The DVDR unit implements extensive BIT to detect
errors within the unit using three methods:
D Powerup or Initialization Self--Test -- The poweron initialization

function starts the DVDR and performs power BIT to determine the
integrity of the system. When the test is successful, the pilots
receive an aural indication through the cockpit headsets. When a
failure is detected, the failure condition is stored in the DVDR
crash--protected memory. The DVDR front panel BITE indicator
lights and the appropriate CAS message is sent to the EICAS.
D Commanded Self--Test -- To perform a commanded self--test, push

and hold the DVDR test button on the overhead control panel for
longer than one--half second. This test is performed on the ground
and in flight.
NOTE: Flight data and voice recording are stopped on the two
DVDRs during this test. Recording resumes after the tone
is generated. The system performs the self--test and
responds with an aural indication (a two--second 800 Hz
tone) when the test is successful. The two DVDRs run the
test at the same time. The completion tone is only heard
from the one selected by the FWD/AFT switch. A failure
is reported as a CAS message and no completion tone is
generated for the DVDR that failed.
D Continuous Background Test -- The background BITs are

performed continuously, using spare processor time, to verify
correct operation of the DVDR unit. When a failure is detected, the
DVDR front panel BITE indicator lights and a CAS message is
generated.
DVDR Failure
When a failure is detected by any of the internal tests in either DVDR,

the BITE indicator lights on the failed unit and the fault is reported by
a CAS message on the engine indication and crew alerting system
(EICAS) display. The fault or test failure is also reported to the
maintenance system.

20-8 REV 2 Oct 2006
CIRCUIT BREAKER CONTROL

The circuit breaker for the DVDR is on the MCDU CB BY SYS page.
The page is displayed by selecting ELEC SYS , CB BY SYS , and
IND/REC pages. This sequence displays the page shown in
Figure 20--5.
Figure 20--5
IND/REC Circuit Breaker Page
When IN is displayed, power is being supplied to the DVDR. When

OUT is displayed, the circuit breaker has been pulled out and the
DVDR is not receiving power. IN and OUT are selected by toggling
the 2R button for DVDR 1 and 3R for DVDR 2. If either DVDR power
bus fails, the system automatically displays the OUT condition.

REV 2 Oct 2006 20-9
Abnormal Operation
If the DVDR power system fails, the system reports the condition to the
aircraft diagnostic and maintenance system (ADMS) and a CAS
message is generated that indicates the failure. All DVDR CAS
messages are advisory in nature and some messages are inhibited in
critical phases of flight, such as takeoff.
Power Failure
When a power failure occurs, the DVDR automatically shuts down if the
absence of power is detected for more than 200 milliseconds.
DOWNLOADING DVDR DATA USING THE HAND

HELD DOWNLOAD UNIT (HHDLU)
The HHDLU, shown in Figure 20--6, is a portable device that is used to
download data from the DVDR. The download consists of encrypted
FDR memory contents onto the HHDLU cartridge memory.
Figure 20--6
Hand Held Download Unit

20-10 REV 2 Oct 2006
The HHDLU is connected to the download connector of the DVDR, as

shown in Figure 20--7. This permits the DVDR to remain installed and
be connected to the main aircraft connector.
Figure 20--7
HHDLU Download Set--Up

REV 2 Oct 2006 20-11
When the HHDLU is connected to the DVDR through the ground based
equipment (GBE) interface connector on the DVDR front panel, shown
in Figure 20--8, it receives power from the DVDR. When connected, the
HHDLU initializes and the HHDLU screen remains blank for
approximately 30 seconds.
Figure 20--8
DVDR Front Panel
In the DOWNLOAD mode, the flight data from the DVDR is copied from
the crash survivable memory module onto the cartridge memory in the
HHDLU and the BUSY light on the DVDR front panel lights. Once the
DOWNLOAD is complete, the DONE light on the front panel lights. The
cartridge can then be removed from the HHDLU and installed in a
ground--based personal computer for further processing.

20-12 REV 2 Oct 2006
21. Communications Management

Function (CMF)
INTRODUCTION
This section gives a basic understanding of the communications
management function (CMF) in the Embraer PRIMUS EPIC system.
SYSTEM DESCRIPTION
The communications management function is an airborne
communications router that supports datalink service access between
aircraft datalink applications and ground service providers. The CMF
supplies datalink access as follows:
D Aeronautical operational communication (AOC)/airborne flight

information system (AFIS) and air traffic service (ATS) to CMF
datalink capabilities
D Controller pilot datalink communication (CPDLC) -- (future)
D Automatic dependent surveillance (ADS) -- (future).
The CMF is based on ARINC Characteristic 758 and is upgraded by

software download to an Aeronautical Telecommunications Network
(ATN) router when protocols and application infrastructure are available
to support communications, navigation and surveillance/air traffic
management (CNS/ATM) datalink applications. The CMF gives an
Aeronautical Radio Inc. (ARINC) 724B compatible datalink router so
that all character--oriented data are transmitted to and from the ground
aircraft communications addressing and reporting system (ACARS)
network.
The CMF gives several levels of user interface. The CMF operational
crew interface is through a multifunction control display unit (MCDU),
printer, and data loaders. The data loader is either a portable data
loader (PDL) or an airborne data loader (ADL). Maintenance and
debugging user interfaces include aircraft, CDU, MCDU, or debug
maintenance terminal (DMT) interfaces. The DMT is a groundcrew
maintenance tool. The central maintenance computer (CMC) also
reports some CMF failures.
A28-- 1146-- 172 Communications Management Functiion (CMF)

REV 2 Oct 2006 21-1
Access to the ground network occurs through several ACARS

air--to--ground subnetworks as listed:
D Satellite communications (SATCOM)
D Very high frequency (VHF)
D High frequency (HF)
D Mode--S -- (future)
D Ultrahigh frequency (UHF) -- (future).
SYSTEM INTERFACES
Figure 21--1 shows the airborne equipment required for a single CMF
system to perform the airborne router communications function.
Figure 21--1
CMF System Interfaces
Communications Management Functiion (CMF) A28-- 1146-- 172

21-2 REV 2 Oct 2006
SYSTEM OPERATION
SEND Button
Displays that require pilot input normally have a button on the display
that is used to send or downlink the data to the ground. The send button
may not actually say SEND. Some SEND buttons say REPORT,
REQUEST, ACCEPT, REJECT, ACKNOWLEDGE, AUTO INIT or
some other word as defined by airline customization.
Along side the line select key for the SEND button is a send prompt
character. This character is either an asterisk ( * ) or a caret ( < or
> ). It indicates that all mandatory data (if any) has been entered and
the message is sent. The SEND button is inhibited when the send
prompt is blank.
All SEND buttons have a header line above the SEND button that
indicate the current link status information. The status changes when
the pilot pushes the SEND button to send the message. The possible
status indications are as follows:
D DATALINK -- Datalink is available.
D NO COM -- Datalink is not currently available.
D SENDING -- Message has been queued for transmission.
D SENT -- Message has been sent and acknowledged.
Messages are sent when the status indicates either DATALINK ,

READY or NO COM .
During NO COM conditions, the message is queued and sent when

datalink becomes available.
When the SEND button is activated, the status changes to

SENDING , indicating that the message has been placed in the queue
for downlinking. If datalink is available and the queue is empty, the
message is transmitted immediately.
After a message has been sent and acknowledged by the datalink

service provider, a time stamp indicating the time the message was
acknowledged is displayed next to the SENT status.
When a system error occurs that prevents the transmission of a

particular message, the status indicates QUEUE FULL after the
SEND button is pushed. When this happens, the message is not sent.

REV 2 Oct 2006 21-3
Once the SEND button has been pushed, all data on the display is
frozen to indicate the precise content of the message. The SEND
button is locked and another message cannot be sent from this page
until the page is removed from the display and called back up again.
Each time the page is brought up, the SEND button status indicates
the current status of the datalink and no longer reflects the status of the
previously sent message.
PRINT Button
Displays that are printed have a PRINT button on the display that is
used to send the displayed data or message to the cockpit printer.
Print buttons have a header line above them that indicate the current
status of the printer. The status changes when the pilot pushes the
PRINT button to print the message. The possible status indications
are as follows:
D READY -- Printer is ready to print.
D PRINTING -- Message is being sent to the printer.
D PAPER OUT -- Printer is out of paper.
D TEST -- Printer is in test mode.
D QUEUE FULL -- Printer queue is full and cannot accept another
print job.
D FAIL -- Printer failed.
Next to the line select key (LSK) for the PRINT button is a print prompt
character. This character is either an asterisk ( * ) or a caret ( < > ).
It indicates that information on the display is able to be printed. The
PRINT button is inhibited when the print prompt is blank.
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU)

The MCDU is the interface between the pilot and the CMF. It is used for
actions such as:
D Inserting data
D Initiating requests for:
— TWIP
— ATIS
— DCL (departure clearance)
— Oceanic CLX
— Pushback CLX
— Taxi CLX

21-4 REV 2 Oct 2006
D Free text messaging.
The MCDU, shown in Figure 21--2, has a full alphanumeric keyboard

along with mode, function, and data entry keys. The keyboard also
contains advisory annunciators, one integral automatic display light
sensor, and a knob to manually adjust display brightness.
Figure 21--2
Multifunction Control Display Unit

REV 2 Oct 2006 21-5
The display functional areas of the MCDU are the liquid crystal display
(LCD) screen, line select keys (LSK), brightness control, and
annunciators. Refer to the MCDU, shown in Figure 21--2, for the
following explanations.
D Display -- The LCD display screen has 14 lines with a total of 24

characters per line. The display is divided into different areas as
listed below.
— TITLE FIELD -- The title field is the top line of the display area.
It identifies the subject or title of the data on the displayed page.
It also identifies page number and the number of pages in a
series. For example,1/2 identifies the displayed page as the first
in a series of two pages.
— LEFT, CENTER, AND RIGHT FIELDS -- These fields are made

up of six pairs of lines extending from the left side of the display
to the right side. A line pair has a header line and a data line. The
pilot controls the left and right data lines with the adjacent LSKs.
— SCRATCHPAD -- The scratchpad is the bottom line of the

display. This line displays alphanumeric data or messages. Data
is entered into the scratchpad with the alphanumeric keys, an
LSK, or automatically by the CMF. The pilot cannot normally
enter data into the scratchpad when a CMF message is
displayed there.
Scratchpad entries are independent of page selection and

remain displayed until cleared, even when page changes occur.
Scratchpad data entries and deletions affect only the associated
MCDU. However, messages are able to be displayed and erased
on both MCDUs simultaneously.
D Line Select Keys -- There are six LSKs on each side of the display.
For reference, the keys on the left are identified 1L through 6L and
the keys on the right are identified 1R through 6R.
Pushing an LSK affects the adjacent line on the respective side of

the MCDU for entering, selecting, or deleting data. If data has been
entered in the scratchpad (and the data is acceptable to the CMF),
pushing an LSK transfers that data from the scratchpad to the
associated data line. Pushing an LSK next to a page prompt
(indicated by a caret [ < > ] next to the page name) displays that
page (or the first page of that series). An LSK can also select
procedures or performance modes, as indicated.

21-6 REV 2 Oct 2006
D Bright/Dim Switch ( BRT/DIM ) -- The BRT/DIM rocker switch

increases or decreases the display screen brightness. The
brightness of the backlit keys is controlled by a remote flight deck
control. MCDU brightness is also controlled by the master
brightness control system.
D Alphanumeric Keys -- The alphanumeric keys are used to enter

letters and numbers into the scratchpad. Letters and numbers are
entered together as required.
D SLASH Key -- The slash ( / ) key is used to separate data that is

entered into the data lines in pairs (for example, airspeed and Mach
(280/.720), wind direction and velocity (240/75), bearing and
distance (180/20), or airspeed and altitude (250/10,000). The
trailing entry of an entry pair must be preceded by the slash if it is
entered by itself.
D SP (Space) Key -- The SP key inserts a space between the

following:
— Words or characters that are entered into the scratchpad

— When entering messages directly into the lines when using the
MCDU for other subsystem operations
— When data transfer from the scratchpad to the MFD requires
spaces.
D PLUS/MINUS Key -- The plus/minus ( +/-- ) key is used to give a
plus or minus value to a number that is entered in the scratchpad.
The first push of the +/-- key inserts a minus sign into the
scratchpad. The second push inserts a plus sign. Subsequently
pushing the +/-- key toggles the sign between plus and minus.
D CLR (Clear) Key -- The CLR key is used to clear messages and
data from the scratchpad or from a data field. If an entry has been
made in the scratchpad, pushing the CLR key once erases the last
character entered. Pushing and holding the CLR key erases the
entire scratchpad entry. Pushing the CLR key also clears
messages displayed on the scratchpad (one message for each key
push).
D DEL (Delete) Key -- The DEL key is used to delete the contents
of a data field. If the scratchpad is empty, pushing the DEL key
inserts the word DELETE into the scratchpad. Subsequently,
pushing the LSK next to a data field deletes the data from that field.
If the deleted data has a default or CMU--calculated value, the data
field reverts to that value.
NOTE: Not all information is able to be deleted.

REV 2 Oct 2006 21-7
The DEL key is a special purpose key. The delete function is

operational only on specific pages. If any data or message is
displayed in the scratchpad, the DEL key is inoperative. The
scratchpad must first be cleared with the CLR key. Also, pushing
the CLR key with DELETE in the scratchpad, cancels the delete
function.
PAGE FORMATS AND DATA LABELS

Pertinent CMF formats and data labels are displayed on the MCDU
pages that are selected by function and mode keys. Two sizes of type
(fonts) are used on the display pages.
The display page format and data labels are described in the following
paragraphs.
D Page Title -- The page title identifies the selected page and the type
of data displayed on that page.
D Dash Prompts ( -- -- -- -- -- ) -- Dashes mean that data is entered to

define parameters. This data entry is optional. Data is entered in the
scratchpad and then transferred to this field by pushing the
associated LSK. After the data has been entered, it is displayed in
large font.
D Small Font -- Default or CMF--calculated values are displayed in

small font. When this data is next to an LSK, it is changed by the
pilot. When the data has been changed by the pilot, it is displayed
in large font.
D Large Font -- Pilot entries are displayed in large font.
D Line Title ---- The line title (or header line) is displayed in small font.
It identifies the data displayed on line(s) below it.
D Scratchpad ---- The bottom line of the display is the scratchpad.

This line displays CMF--generated messages, keyboard entries,
and data that is being moved from one line to another.
D Data Line -- The data line contains box prompts, dashes, brackets,
computer--generated data (small font), or crew--entered data (large
font).
D Page Number -- If multiple pages of associated data are available,

page numbers are displayed in the upper right corner of the display.
The first digit indicates the page number and the second digit
indicates total number of related pages. For example, 1/2 indicates
there are two pages of related data and page 1 is displayed.

21-8 REV 2 Oct 2006
D Box Prompts (jjjjj) -- Boxes mean that data entry is

required. Data is entered in the scratchpad and then transferred to
this field by pushing the associated LSK. After the data has been
entered, it is displayed in large font.
PAGE ORGANIZATION
The CMF contains three different types of screens. The first set is
referred to as AOC (aeronautical operational communication) screens.
This includes the main menu screen as well as other screens to perform
various airline specific communication functions. These AOC screens
are defined within the CMF AMI database and can vary from airline to
airline. As such, the description of the AOC screens within this
document are given as an example only and can vary for each particular
airline.
The second set of screens is referred to as the system display screens

that are controlled from a system manager. The system manager is
typically accessed from the main menu. The system display screens
are made up of screens that give displays that maintain the datalink
systems and maintenance related displays.
The third set of displays are ATS (air traffic service) displays. The ATS
displays are defined in the CMF HGI (Honeywell generated information)
database. The ATS displays are controlled from the ATS menu that is
accessed from the main menu.

REV 2 Oct 2006 21-9
An example of a main menu is shown in Figure 21--3. The system menu

and ATS menu are accessed from this main menu.
Figure 21--3
Example of a CMF Main Menu
Figure 21--4 shows how to access the CMF pages through the display
device. Access to the CMF system on the MCDU is performed by
selecting the ACARS prompt on the MCDU MISC menu or the DLK
button on the MCDU. When this is the first access of the CMF pages
since powerup, the CMF main menu appears. If it is not the first access
since powerup and there are new messages, the NEW MESSAGES
display appears. When it is not the first access since powerup and there
are no new messages, the last CMF page accessed is displayed. AOC
displays are controlled and updated by the particular airline and are not
included in this guide.

21-10 REV 2 Oct 2006
The CMF is accessed by pushing the MCDU DLK button. The CMF
main menu is accessed by pushing the MISC and then ACARS line
select keys.
Figure 21--4
CMF Page Access Diagram

REV 2 Oct 2006 21-11
AIR TRAFFIC SERVICE (ATS) SYSTEM DISPLAYS

The main menu of the CMF ATS system displays is the ATS MENU
display. Any airline modifiable information (AMI) table that is created
must have a page prompt that gives access to the ATS MENU display.
Introduction
The ATS system displays in the CMF consist of the following:
D ATS MENU
D TWIP (terminal weather information for pilots) REQ
D TWIP REPORT
D ATIS (automatic terminal information service) REQ
D ATIS REPORT
D DCL (departure clearance) REQ
D OCEANIC REQ
D OCEANIC CLX
D PUSHBACK CLX REQ (request)
D PUSHBACK CLX
D TAXI CLX REQ
D TAXI CLX
D ATC (air traffic control) STAT (status) MSG (message)
D ATS LOG
D NEW MESSAGES .

21-12 REV 2 Oct 2006
ATS SYSTEM DISPLAYS ACCESS

Figure 21--5 shows the page access to the ATS system displays.
Figure 21--5
ATS System Displays Page Access Diagram

REV 2 Oct 2006 21-13
ATS MENU DISPLAY

The ATS MENU display is the initial display for the ATS system. The
ATS MENU gives access to all ATS applications, as well as to the ATS
system and initial display definition contained in the AMI. Figure 21--6
shows a typical ATS MENU display.
Figure 21--6
ATS MENU Display
1L TWIP REQ -- This prompt is only displayed when the ATS TWIP
enabled aircraft personality module (APM) option indicates enabled.
Selecting this prompt displays the TWIP REQ display described in the
2L ATIS REQ -- This prompt is only displayed when the ATS ATIS
enabled APM option indicates enabled. Selecting this prompt shows
the ATIS REQ display described in the following paragraphs.
3L DCL REQ -- This prompt is only displayed when the ATS

departure clearance enabled APM option indicates enabled. Selecting
this prompt shows the DCL (departure clearance) REQ display
4L OCEANIC REQ -- This prompt is only displayed when the ATS

oceanic clearance enabled APM option indicates enabled. Selecting
this prompt shows the OCEANIC REQ display described in the
5L PUSHBACK CLX REQ -- This prompt is only displayed when the

ATS pushback clearance enabled APM option indicates enabled.
Selecting this prompt shows the PUSHBACK CLX REQ display

21-14 REV 2 Oct 2006
1R NEW MSGS -- Selecting this prompt shows the

NEW MESSAGES display described in the following paragraphs.
2R ATS LOG -- Selecting this prompt shows the ATS LOG display
5R TAXI REQ -- This prompt is only displayed when the ATS taxi
clearance enabled APM option indicates enabled. Selecting this prompt
shows the TAXI CLX REQ display described in the following
paragraphs.
6R SYS MENU -- Selecting this prompt shows the SYS MENU

display, the top menu for the system.
TWIP REQUEST DISPLAY

The TWIP REQUEST display is used to send a downlink request for
a TWIP report uplink. This display is accessible only when the ATS
TWIP enabled APM option indicates enabled. Figure 21--7 shows a
typical TWIP REQUEST display.
Figure 21--7
TWIP REQUEST Display

REV 2 Oct 2006 21-15
The TWIP REQUEST display has two modes. When the

TWIP REQUEST display is accessed from the ATS MENU , the
TWIP REQUEST display is used to generate a downlink message.
When the TWIP REQUEST display is accessed from the ATS LOG ,
the TWIP REQUEST display is used to identify the data as it was
displayed when the SEND prompt was selected. In this case, the data
on the TWIP REQUEST display is frozen. The only operational button
is 6L and the upper left corner of the display is the time the downlink
message was sent.
1L AIRPORT -- A four--character airport identifier that is used in the

TWIP downlink request is entered into this field. This field is defaulted
to the departure airport when the out--off--on--in (OOOI) state is IN and
the destination when not IN. Crew--entered data replaces the default
value.
3L MODE -- Selecting this prompt causes the normal mode TWIP

request to be used in the TWIP downlink request. The normal mode is
the default.
4L AUTO UPDATE -- Selecting this prompt causes the auto update

TWIP request to be used in the TWIP downlink request.
5L TERMINATE AUTO -- Selecting this prompt causes the terminate

auto mode TWIP request to be used in the TWIP downlink request.
Terminate auto mode is the default when a TWIP downlink request of
auto update was the previous TWIP downlink message sent.
6L RETURN -- Pushing this button shows the previous menu.
1R <SEL>TEXT -- Selecting this prompt causes the text TWIP format

to be used in the TWIP downlink request. Text is the default format.
2R GRAPHICS -- Selecting this prompt causes the graphics TWIP

format to be used in the TWIP downlink request (This is a future
application that is not currently available).
6R REQUEST -- Selecting this prompt causes a TWIP downlink

request based upon the entered/selected data.

21-16 REV 2 Oct 2006
TWIP REPORT DISPLAY

The TWIP report display is used to show a TWIP report uplink. This
display is accessible only when the ATS TWIP enabled APM option
indicates enabled. Figure 21--8 shows a typical TWIP report display.
Figure 21--8
TWIP Report Display
The title for the TWIP report display is the first nine characters of the
uplink message. The line adjacent to LSK 1L contains the time that the
uplink message was received.
1L -- 5L -- Displays a TWIP report uplink message. Multiple pages are

used when necessary.
6R PRINT -- This field is only displayed when a printer is installed.

Selecting this prompt sends the displayed report to the printer.

REV 2 Oct 2006 21-17
ATIS REQUEST DISPLAY

The ATIS REQUEST display is used to send a downlink request for
an ATIS report uplink. This display is accessible only when the ATS
ATIS enabled APM option indicates enabled. Figure 21--9 shows a
typical ATIS REQUEST display.
Figure 21--9
ATIS REQUEST Display
The ATIS REQUEST display has two modes. When the

ATIS REQUEST display is accessed from the ATS MENU , the
ATIS REQUEST display is used to generate a downlink message.
When the ATIS REQUEST display is accessed from the ATS LOG
display, the ATIS REQUEST display is used to identify the data as it
was displayed when the SEND prompt was selected. With this action,
the data on the ATIS REQUEST display is frozen. The only
operational button is 6L and the upper left corner of the display contains
the time that the downlink message was sent.
1L AIRPORT -- A four--character airport identifier to be used in the
ATIS downlink request is entered into this field. This field is defaulted
to the departure airport when depart ATIS is selected. Crew--entered
data replaces the default value.
2L ARRIVAL<SEL> -- Selecting this field results in the ATIS request
of single arrival mode to be used in the ATIS downlink request. Single
arrival mode is the default until after takeoff, then the single departure
mode is the default except after auto updates.
3L AUTO UPDATE -- Selecting this field results in the ATIS request
of auto arrival update to be used in the ATIS downlink request.
4L AUTO ENROUTE -- Selecting this field causes the ATIS request
of auto en route update to be used in the ATIS downlink request.

21-18 REV 2 Oct 2006
5L TERMINATE AUTO -- Selecting this prompt causes the ATIS

request of terminate auto mode to be used in the ATIS downlink
request. Terminate auto mode is the default when an ATIS downlink
request of auto arrival update or auto en route update was the previous
ATIS downlink message sent.
2R DEPART -- Selecting this prompt causes the ATIS request of

single departure mode to be used in the ATIS downlink request.
6R DATALINK REQUEST -- Selecting this prompt results in an ATIS

downlink request based upon the entered/selected data.
NOTE: Fields 2L, 3L, 4L, 5L, and 2R are mutually exclusive.
ATIS REPORT DISPLAY

The ATIS report display is used to show an ATIS report uplink. This
display is accessible only when the ATS ATIS enabled APM option
indicates enabled. Figure 21--10 shows a typical ATIS report display.
Figure 21--10
ATIS Report Display

REV 2 Oct 2006 21-19
The title for the ATIS REPORT display is the first 13 characters of the
uplink message.
1L -- 5L -- These fields show an ATIS report uplink message. Multiple

pages are used when necessary.

Selecting this prompt sends the currently displayed text to the printer.
DCL REQUEST DISPLAY
The DCL REQUEST display is used to send a downlink request for

a departure clearance uplink. This display is accessible only when the
ATS departure clearance enabled APM option indicates enabled.
Figure 21--11 shows a typical DCL REQUEST display.
Figure 21--11
DCL REQUEST Display
The DCL REQUEST display has two modes. When the

DCL REQUEST display is accessed from the ATS MENU , the
DCL REQUEST display is used to generate a downlink message.
When the DCL REQUEST display is accessed from the ATS LOG
display, the DCL REQUEST display is used to identify the data as it
the data on the DCL REQUEST display is frozen. The only
operational button is 6L.

21-20 REV 2 Oct 2006
1L FLT ID -- A three--character airline identification and a one-- to

four--character flight number is entered in this field. The airline
identification and flight number is the same on all displays and only
needs to be entered once. The flight number comes from an FMS input
and normally does not require modification by the crew. This field
requires a slash ( / ) after the airline ID or before the flight number.
2L ATIS -- Selecting this prompt shows the next value in the prompt
list. The default value is DEPARTURE and is followed by
ENROUTE , ARRIVAL , or AUTO ARRIVAL . The displayed value
is included in the departure clearance request downlink.
3L ATC FACILITY -- A four--character ATC facility identifier must be

entered into this field. It is the DCL REQUEST destination.
1R DEP -- A four--character departure airport identifier is entered in

this field. The departure airport comes from an FMS input.
2R STAND -- A one-- to five--character stand (gate) identifier is

entered in this field.
NOTE: Older versions may indicate GATE instead of STAND.
3R DEST -- A four--character destination airport identifier is entered

in this field. The destination airport comes from an FMS input.
4L -- The first line of optional free text to be included in the departure

clearance request downlink is entered into this field.
5L -- The second line of optional free text to be included in the departure

clearance request downlink is entered here.
6R DATALINK REQUEST -- Selecting this prompt downlinks a

departure clearance request based upon the entered/selected data.

REV 2 Oct 2006 21-21
DEPARTURE CLEARANCE DISPLAY

The departure clearance display is used to show a departure clearance
uplink. This display is accessible only when the ATS departure
clearance enabled APM option indicates enabled. Figure 21--12 shows
a typical departure clearance display.
Figure 21--12
DEPARTURE CLX Display
The title for the departure clearance display is characters 13 through 24

of the uplink message.
1L -- 4L -- This area shows a departure clearance uplink message.

Multiple pages are used when necessary.
5R DATALINK ACKNOWLEDGE -- Selecting this prompt sends a

departure clearance readback to the facility that sent the departure
clearance.


21-22 REV 2 Oct 2006
OCEANIC CLX REQ DISPLAY

The OCEANIC REQ display is used to send a downlink request for an
oceanic clearance uplink. This display is accessible only when the ATS
oceanic clearance enabled APM option indicates enabled.
Figure 21--13 shows a typical OCEANIC REQ display.
Figure 21--13
OCEANIC CLX REQ Display
The OCEANIC REQ display has two modes. When the

OCEANIC REQ display is accessed from the ATS MENU , the
OCEANIC REQ display is used to generate a downlink message.
When the OCEANIC REQ display is accessed from the ATS LOG
display, the OCEANIC REQ display is used to identify the data as it
the data on the OCEANIC REQ display is frozen. The only operational
button is 6L.
1L ENTRY FIX -- The latitude and longitude of the entry fix for the
oceanic clearance request downlink message is entered here.
2L MACH -- The Mach speed at the entry fix for the oceanic clearance
request downlink message is entered here.
3L ATS FACILITY -- A four--character ATC facility identifier must be

entered in this field. It is the oceanic clearance request downlink
destination.
1R ETA -- The reqested time of arrival at the entry fix for the oceanic
clearance request downlink is entered here. The entry format is hhmm.
2R FLT LEVEL -- A one-- to three--digit flight level at the entry fix for
the oceanic clearance request downlink is entered here.

REV 2 Oct 2006 21-23
3R FLT ID -- A three--character airline identification and a one-- to

four--character flight number is entered here. The airline identification
and flight number is the same on all displays and only needs to be
entered once. The flight number comes from an FMS input and
normally does not require modification by the crew. This field requires
a slash ( / ) after the airline ID or before the flight number.
4L -- The first line of optional free text to be included in the oceanic

5L -- The second line of optional free text to be included in the oceanic

6R DATALINK REQUEST -- Selecting this prompt requests an

oceanic clearance request downlink based upon the entered/selected
data.
OCEANIC CLEARANCE DISPLAY

The oceanic clearance display is used to show an oceanic clearance
uplink. This display is accessible only when the ATS oceanic clearance
enabled APM option indicates enabled. Figure 21--14 shows a typical
oceanic clearance display.
Figure 21--14
OCEANIC CLX Display

21-24 REV 2 Oct 2006
The title for the oceanic clearance display is characters 13 through 23

of the uplink message.
1L -- 4L -- This area displays an oceanic clearance uplink message.

5R DATALINK ACKNOWLEDGE -- Selecting this prompt sends an

oceanic clearance readback downlink to the facility that sent the
oceanic clearance.

Selecting this prompt sends the currently displayed text uplink to the
printer.
PUSHBACK CLX REQ DISPLAY

The PUSHBACK CLX REQ display is used to send a downlink
request for a pushback clearance uplink. This display is accessible only
when the ATS pushback clearance enabled APM option indicates
enabled. Figure 21--15 shows a typical PUSHBACK CLX REQ
display.
Figure 21--15
PUSHBACK CLX REQ Display

REV 2 Oct 2006 21-25
The PUSHBACK CLX REQ display has two modes. When the
PUSHBACK CLX REQ display is accessed from the ATS MENU ,
the PUSHBACK CLX REQ display is used to generate a downlink
message. When the PUSHBACK CLX REQ display is accessed from
the ATS LOG display, the PUSHBACK CLX REQ display is used to
identify the data as it was displayed when the SEND prompt was
selected. With this action, the data on the PUSHBACK CLX REQ
display is frozen. The only operational button is 6L.
1L FLT NO -- A three--character airline identification and a one-- to

four--character flight number are entered here. The airline identification
and flight number is the same on all displays and only needs to be
2L DEP -- A four--character departure airport identifier is entered

here. The departure airport comes from an FMS input.
3L STAND -- A one-- to three--character STAND (gate) identifier is

entered here.
1R SKED DAY/TIME -- The day/time where pushback is requested is

entered here in a dd/hhmm format.

here. The destination airport comes from an FMS input.
4L -- The first line of optional free text to be included in the pushback

5L -- The second line of optional free text to be included in the pushback

6R DATALINK REQUEST -- Selecting this prompt requests a

pushback clearance request downlink based on the entered/selected
data.

21-26 REV 2 Oct 2006
PUSHBACK CLX DISPLAY

The PUSHBACK CLX display is used to show a pushback clearance
uplink. This display is accessible only when the ATS pushback
clearance enabled APM option indicates enabled. Figure 21--16 shows
a typical PUSHBACK CLX display.
Figure 21--16
PUSHBACK CLX Display
1L -- 5L -- This area shows a pushback clearance uplink message.



REV 2 Oct 2006 21-27
TAXI CLX REQUEST DISPLAY

The TAXI CLX REQUEST display is used to send a downlink request
for a taxi clearance uplink. This display is accessible only when the ATS
taxi clearance enabled APM option indicates enabled. Figure 21--17
shows a typical TAXI CLX REQUEST display.
Figure 21--17
TAXI CLX REQUEST Display
The TAXI CLX REQUEST display has two modes. When the
TAXI CLX REQUEST display is accessed from the ATS MENU , the
TAXI CLX REQUEST display is used to generate a downlink
message. When the TAXI CLX REQUEST display is accessed from
the ATS LOG display, the TAXI CLX REQUEST display is used to
identify the data as it was displayed when the SEND prompt was
selected. With this action, the data on the TAXI CLX REQUEST
display is frozen. The only operational button is 6L.
1L FLT NO -- A three--character airline identification and a one-- to

four--character flight number are entered here. The airline identification
and flight number is the same on all displays, and only needs to be
2L DEP -- A four--character departure airport identifier is entered here.

The departure airport comes from an FMS input.
3L STAND -- A one-- to three--character stand (gate) identifier is

entered here.

21-28 REV 2 Oct 2006
1R SKED DATE/TIME -- The day/time where taxi clearance is

requested is entered here, in dd/hhmm format.

here. The destination airport comes from an FMS input.
4L --The first line of optional free text to be included in the taxi clearance
request downlink is entered here.
5L -- The second line of optional free text to be included in the taxi

6R DATALINK REQUEST -- Selecting this prompt requests a taxi

clearance request downlink based upon the entered/selected data.
TAXI CLX DISPLAY

The TAXI CLX display is used to show a taxi clearance uplink. This
display is accessible only when the ATS taxi clearance enabled APM
option indicates enabled. Figure 21--18 shows a typical TAXI CLX
display.
Figure 21--18
TAXI CLX Display
1L -- 5L -- This area shows a taxi clearance uplink message. Multiple

6L RETURN -- Pushing this key shows the previous menu.


REV 2 Oct 2006 21-29
ATC STAT MSG DISPLAY

The ATC STAT MSG display is used to show unsolicited uplink
messages that give additional information that the departure and
oceanic clearance uplink messages did not contain. This display is
accessible only when the ATS flight system messages enabled APM
option indicates enabled. Figure 21--19 shows a typical
ATC STAT MSG display.
Figure 21--19
ATC STAT MSG Display
1L -- 5L -- This area shows an ATC status message uplink. Multiple



21-30 REV 2 Oct 2006
ATS LOG DISPLAY

The ATS LOG display is used to show all uplink and downlink ATS
messages. Figure 21--20 shows a typical ATS LOG display.
Figure 21--20
ATS LOG Display
Column one of each entry in the ATS LOG display contains the
direction indicator (up arrow for an uplink message and down arrow for
a downlink message).
1L -- 5L -- The left side header for each entry in the ATS LOG is the
time stamp of when the message was received or sent. Left side
selection of an entry in the ATS LOG with the delete ( DEL ) button
removes the entry from the ATS LOG .
1R -- 5R -- The right side header for each entry in the ATS LOG
indicates the status of the associated message. Right side selection of
an entry in the ATS LOG displays the message.
6L RETURN -- Pushing this key shows the previous menu.
6R PRINT ATS LOG -- This field is only displayed when a printer is

installed. Selecting this prompt sends all messages contained in the
ATS LOG that have a print definition to the printer.

REV 2 Oct 2006 21-31
NEW MESSAGES DISPLAY

The NEW MESSAGES display is used to show all uplink messages
that are to be logged. The NEW MESSAGES display is defined in the
AMI table. When the AMI table is invalid, the definition contained in the
HGI table is used. Only two items are definable: the 6L prompt, and the
6R prompt. Figure 21--21 shows a typical NEW MESSAGES display.
Figure 21--21
NEW MESSAGES Display
1L -- 5L -- The left side header for each entry in the NEW MESSAGES
log is the time stamp of when the message was received. Left side
selection of an entry in the NEW MESSAGES log with the DELETE
( DEL ) button removes the entry from the NEW MESSAGES log.
1R -- 5R -- The right side header for each entry in the

NEW MESSAGES log indicates the status of the associated
message. Right side selection of an entry in the NEW MESSAGES
log displays the message.
The prompts displayed in fields 6L and 6R are dependent upon the AMI
table and are normally controlled by the airline. However, if the AMI
table is invalid, the definition of the prompts displayed in fields 6L and
6R is controlled by the HGI table as follows:
6R DELETE LOG -- Selecting this prompt deletes all

NEW MESSAGES .

21-32 REV 2 Oct 2006
SYSTEM MANAGER DISPLAYS

This section is given for reference only. The displays in this section are
customized by the airline to meet their specific requirements.
The main menu is the SYSTEM MENU display. Any AMI table that is
created must have a page prompt that gives access to the
SYSTEM MENU display.
INTRODUCTION
The CMF has two types of system displays: displays that maintain the
datalink system and maintenance displays.
The displays that maintain the datalink system are as follows:
D SYSTEM MENU
D TIME/DATE
D DATALINK MANAGER
D VHF FREQ (frequency) SEL (select)
D Aircraft communications addressing and reporting system
(ACARS) over aviation VHF link control (AVLC) (AOA)
D DATALINK REGIONS
D FREE TEXT downlink display
D TEXT UPLINK review display.
The maintenance displays are as follows:
D MAINTENANCE MENU
D PART NUMBERS
D FAULT LOG
D CURRENT LEG
D PREV LEG
D FAULT DATA
D APM DATA
D PROGRAM APM .

REV 2 Oct 2006 21-33
SYSTEM DISPLAYS ACCESS

Figure 21--22 shows the page access to the system displays.
Figure 21--22
System Displays Page Access Diagram

21-34 REV 2 Oct 2006
SYSTEM MENU DISPLAY

The SYSTEM MENU display gives access to other system displays.
Figure 21--23 shows a typical SYSTEM MENU display.
Figure 21--23
Typical SYSTEM MENU Display
1L DATALINK MGR -- Selecting this prompt shows the

DATALINK MGR display described in this section. The prompt is only
displayed when the HGI table and APM are valid.
2L TIME/DATE -- Selecting this prompt shows the TIME/DATE

display described in this section. The prompt is only displayed when the
HGI table and APM are valid.
6L MAIN MENU -- Selecting this prompt shows the MAIN MENU

display, the top menu for the displays contained in the AMI table. This
display is identified in the AMI as the starting display.
1R NEW MSGS -- Selecting this prompt shows the

NEW MESSAGES display. The prompt is only displayed when the
HGI table and APM are valid.
2R ATS LOG -- Selecting this prompt shows the ATS LOG display.
The prompt is only displayed when the HGI table and APM are valid.
5R MAINTENANCE -- Selecting this prompt shows the

MAINTENANCE MENU display described in this section.
6R ATS MENU -- Selecting this prompt shows the ATS MENU

display, the top menu for the displays contained in the HGI table. The
prompt is only displayed when the HGI table and APM are valid.

REV 2 Oct 2006 21-35
TIME/DATE DISPLAY
The TIME/DATE display gives the current date and time and gives the
crew the capability of updating the current date and time either through
manual entry or through a datalink uplink. This display is accessible
only when the HGI table and APM are valid. Figure 21--24 shows a
typical TIME/DATE display.
Figure 21--24
Typical TIME/DATE Display
1L CMU TIME -- This line shows the current time as determined by

the real time clock contained in the CMF. The CMF uses external time
sources to initialize its real--time clock at CMF powerup. These external
time sources are the global positioning system (GPS), flight
management system (FMS), and central maintenance computer
(CMC).
1R CMU DATE -- This line shows the current date as determined by

the real--time clock contained in the CMF. The CMF uses external time
sources to initialize its real--time clock at CMF powerup. These external
time sources are the GPS, FMS, and CMC.
2L MAN TIME -- This field is only displayed when the AMI table
attribute for manual time entry is enabled. When enabled, this field is
only displayed when the aircraft is in the IN state. When this field is
displayed, a manual time entry is permitted in hhmmss or hhmm format
to reset the time portion of the real--time clock. When time is entered,
the CMF time, field 1L, is updated and at the next display refresh, field
2L is set back to its default state of entry dashes.

21-36 REV 2 Oct 2006
2R MAN DATE -- This field is only displayed when the AMI table
attribute for manual time entry is enabled. When enabled, this field is
only displayed when the aircraft is in the IN state. When this field is
displayed, a manual date entry is made in ddMMMyy format to reset the
date portion of the real--time clock. When the date is entered, the CMF
date, field 1R, is updated, and at the display refresh, field 2R is set back
to its default state of entry dashes.
6L SYS MENU -- Selecting this prompt shows the SYS MENU

display described in this section.
6R DATALINKL CLOCK UPDATE -- This field is only displayed when

the aircraft is in the IN state. Selecting this prompt sends a downlink
message requesting a universal time coordinated (UTC) uplink
message to initialize the real--time clock contained in the CMF. When
the UTC uplink message is received, the CMF real--time clock is
initialized with the time and date values contained in the uplink
message.
DATALINK MANAGER (MGR) DISPLAY

The DATALINK MGR display is used to enable or disable AOA
operation. The DATALINK MGR display is also used to switch VHF
radio between voice and data mode and between 8.33 kHz and 25 kHz
mode. The DATALINK MGR display is also used to perform
subnetwork link tests and access to the VHF FREQ SEL and
DATALINK REGIONS displays. The DATALINK MGR display also
resets the communication function of the CMF. This display is
accessible only when the HGI table and APM are valid.
Figure 21--25 shows a typical DATALINK MGR display when the VHF
radio is in data mode. Figure 21--26 shows a typical DATALINK MGR
display with the VHF is in voice mode. The datalink manager is
operating with an ARINC 716 radio or an ARINC 750 radio in Mode 0.
Figures 21--27 and 21--29 show typical DATALINK MGR displays

when the VHF radio is in DATA (that is, VHF digital link [VDL] mode) and
voice mode (respectively) when operating with an ARINC 750 radio in
Mode A.

REV 2 Oct 2006 21-37
Figure 21--25
Typical DATALINK MGR Display
With VDL Mode 2 Option
1L VHF TEST -- This field is only displayed when the VHF radio is in
data mode. Pushing this LSK when the prompt is displayed initiates a
VHF link test. The status of the link test is displayed in the header line.
When the VHF link test is in the sending state, LSK 1L is temporarily
disabled (that is, another VHF link test is not initiated until the status of
the first link test is known). Also, when the FAILED prompt is displayed
in the header, LSK 1L is temporarily disabled. In this instance, the VHF
radio, or the link to the VHF radio, has failed and the CMF cannot initiate
a VHF link test.
2L SATCOM TEST -- This field is only displayed when a SATCOM

system is installed. Pushing this LSK while the SATCOM TEST
prompt is displayed initiates a SATCOM link test. The status of the link
test is displayed in the header line. When the SATCOM link test is in the
sending state, LSK 2L is temporarily disabled (that is, another SATCOM
link test is not initiated until the status of the first link test is known). Also,
when the FAIL prompt is displayed, LSK 2L is temporarily disabled.
In this instance, the SATCOM system or the link to the SATCOM
system has failed and the CMF cannot initiate a SATCOM link test.
When the SATCOM system link status does not indicate logged on, the
header line indicates NO COM and the asterisk in column 1 is not
displayed. In this condition, LSK 2L is temporarily disabled.

21-38 REV 2 Oct 2006
3L HF TEST -- This field is only displayed when an HF radio is

installed. Pushing this LSK when the prompt is displayed initiates an HF
link test. The status of the link test is displayed in the header line. When
the HF link test is in the sending state, LSK 3L is temporarily disabled.
(that is, another HF link test is not initiated until the status of the first link
test is known). Also, when the FAILED prompt is displayed in the
header, LSK 3L is temporarily disabled. In this instance, the HF radio,
or the link to the HF radio has failed and the CMF cannot initiate an HF
link test. When the HF radio link status does not indicate logged on, the
6L SYS MENU -- Pushing this LSK shows the SYS MENU display
4R MSG RESET -- Pushing this LSK shows the CONFIRM prompt.

Pushing this LSK when the CONFIRM prompt is displayed clears all
uplink and downlink messages in the review logs and resets most
parameters to their default values.
5R VHF FREQ SEL -- This field is only displayed when the VHF radio
is in data mode. Pushing this LSK shows the VHF FREQ SEL display.
6R DATA REGIONS -- Pushing this LSK shows the

DATA REGIONS display described in the following paragraphs.
NOTE: The following are purchased AOA options.
1R VDL MODE X -- This field displays one of the ACARS modes:

Mode 0, Mode A, or Mode 2.
2R ENABLED -- This field indicates whether AOA (VDL Mode 2) is

enabled or disabled. Pushing this LSK toggles between ENABLED
and * DISABLED . The toggle button is a customer option that is
determined by the airline. If the airline does not choose this option, the
field is display only.

REV 2 Oct 2006 21-39
Figure 21--26
Without VDL Mode 2 Option
1L VHF TEST -- This field is only displayed when the VHF radio is in
data mode. Pushing this LSK when the prompt is displayed initiates a
VHF link test. The status of the link test is displayed in the header line.
When the VHF link test is in the sending state, LSK L1 is temporarily
disabled (that is, another VHF link test is not initiated until the status of
the first link test is known). Also, when the FAILED prompt is displayed
in the header, LSK L1 is temporarily disabled. In this instance, the VHF
radio or the link to the VHF radio has failed and the CMF cannot initiate
a VHF link test.
2L SATCOM TEST -- This field is only displayed when a SATCOM

system is installed. Pushing this LSK when the prompt is displayed
initiates a SATCOM link test. The status of the link test is displayed in
the header line. When the SATCOM link test is in the sending state, LSK
2L is temporarily disabled (that is, another SATCOM link test is not
initiated until the status of the first link test is known). Also, when the
FAILED prompt is displayed in the header, LSK 2L is temporarily
disabled. In this instance, the SATCOM system or the link to the
SATCOM system has failed and the CMF cannot initiate a SATCOM
link test. When the SATCOM system link status does not indicate
logged on, the header line indicates NO COM and the asterisk in
column 1 is not displayed. In this condition, LSK 2L is temporarily
disabled.

21-40 REV 2 Oct 2006
3L HF TEST -- This field is only displayed when an HF radio is

installed. Pushing the LSK when the prompt is displayed initiates an HF
link test. The status of the link test is displayed in the header line. When
the HF link test is in the sending state, LSK 3L is temporarily disabled
(that is, another HF link test is not initiated until the status of the first link
test is known). Also, when the FAILED prompt is displayed in the
header, LSK 3L is temporarily disabled. In this instance, the HF radio
or the link to the HF radio has failed and the CMF cannot initiate an HF
link test. When the HF radio link status does not indicate logged on, the
6L SYS MENU -- Pushing this LSK shows the SYSTEM MENU

display, described in the following paragraphs.
4R MSG RESET -- Pushing this LSK shows the CONFIRM prompt.

Pushing this LSK when the CONFIRM prompt is displayed clears all
uplink and downlink messages in the review logs and resets most
parameters to their default values.
is in data mode. Pushing this LSK shows the VHF FREQ SEL display.

DATA REGIONS display, described in the flollowing paragraphs.

REV 2 Oct 2006 21-41
Figures 21--27 through 21--32 show various DATALINK MGR pages.
Figure 21--27
in Voice Mode (VDL Mode 0, A)
Figure 21--28
in Data Mode (VDL Mode 0, A)

21-42 REV 2 Oct 2006
Figure 21--29
in Data Mode (VDL Mode 0, A, 2)
With Inhibited Voice Mode Enabled
Figure 21--30
in Voice Mode (VDL Mode 0, A)
With Inhibited Voice Mode Enabled

REV 2 Oct 2006 21-43
Figure 21--31
in Data Mode (VDL Mode 2)
Figure 21--32
in Voice Mode (VDL Mode 2)

21-44 REV 2 Oct 2006
1L VOICE -- This field is only displayed when the VHF radio is

operating in Mode 0 and the inhibit voice mode input discrete is not
enabled. Selecting this prompt sets the VHF radio being commanded
to the voice mode, as shown in Figure 21--32.
1C VHF RADIO MODE (center) -- This field is only displayed when

the inhibit voice mode input discrete is enabled or the VHF radio is
operating in Mode A. This field displays the current voice or data mode
of the VHF radio.
1R <SEL>DATA -- This field is only displayed when the VHF radio is

operating in Mode 0 and the inhibit voice mode input discrete is not
enabled. Selecting this prompt sets the VHF radio being commanded
to the data mode, as shown in Figure 21--27.
2L -- This field is only displayed when the VHF radio is operating in

Mode 0, is in voice mode, and the inhibit voice mode input discrete is
not enabled. When displayed, entry to this field is permitted in either
8.33 or 25 kHz format based upon the capabilities of the radio. Valid
entries tune the VHF radio to the entered frequency, as shown in Figure
21--27.
3L -- This field is only displayed when the VHF radio is operating in

Mode 0, the inhibit voice mode input discrete is not enabled, the VHF
radio is capable of 8.33 kHz tuning, and the VHF radio is in voice mode.
Selecting this prompt updates the radio tuning in 8.33 kHz format, as
shown in Figures 21--27 and 21--30.
3R -- This field is only displayed when the VHF radio is operating in

Mode 0, the inhibit voice mode input discrete is not enabled, the VHF
radio is capable of 8.33 kHz tuning, and the VHF radio is in voice mode.
Selecting this prompt updates the radio tuning in 25 kHz format, as
is in data mode. Pushing this LSK when the prompt is displayed, shows
the VHF FREQ SEL display.
6L SYS MENU -- Selecting this prompt shows the SYSTEM MENU

display.
6R DATA REGIONS -- Selecting this prompt shows the

DATA REGIONS display.

REV 2 Oct 2006 21-45
VHF FREQ SEL DISPLAY

The VHF FREQ SEL display annunciates the candidate frequencies
in the current region and the crew can manually tune the active data
frequency. This display is accessible only when the following conditions
occur:
D The HGI table is valid.
D A VHF radio is installed for datalink, and that radio is not in voice
mode. Figure 21--33 shows a typical VHF FREQ SEL display.
Figure 21--33
VHF Frequency Select Display
When there are more than eight candidate frequencies in the current
region, a second page of the VHF FREQ SEL display is used. Lines
5 and 6 are the same on each page of the display. The name of the
current region is displayed centered in the header of line 1. The
candidate frequencies in the current region are displayed in order, in
fields 1L through 4L and 1R through 4R of page 1 and, if necessary, the
same order on page 2. The <SEL> indication is displayed adjacent to
the frequency that is currently being used by the CMF for VHF datalink
communications.
1L -- 4R -- These fields display the candidate frequencies for the current

region. When the selection of VHF base frequencies AMI attribute is
enabled, an asterisk shows in the outermost column to indicate that the
frequency is permitted. When a valid frequency is selected, the VHF
radio tunes the selected frequency and permission to send is assumed.
This means that the CMF can immediately transmit a downlink on this
frequency even when uplink traffic on the frequency has not been
detected.

21-46 REV 2 Oct 2006
When the selection of VHF base frequencies AMI attribute is NOT

enabled, an asterisk is not displayed in the outermost column and a
candidate frequency cannot be selected, as shown in Figure 21--34.
5L -- This field is only displayed when the CMF is currently tuned to a

data frequency as a result of an uplink message that contained an
autotune frequency request.
5R -- This field is only displayed when the AMI attribute manual data
frequency entry is enabled. When displayed, entry into this field must
be a valid 25 kHz frequency. When a valid frequency is entered, the
VHF radio tunes the entered frequency and permission to send is
assumed.
6L -- RETURN causes the display of the page that preceded the

VHF FREQ SEL display.
6R -- Selection causes the display of the DATA REGIONS display.
Figure 21--34
Typical VHF FREQ SEL Display in VDL Mode 2
2L -- This field displays the VHF data frequency when operating in VDL
Mode 2.
3L -- This field displays the data service provider (DSP); Honeywell,
ARINC, AVICOM Japan, Brazil, Brazil SITA, Data Service Provide,
China, Satellite Aircom, SITA Aircom, SITA AVICOM, Aerothai,
unknown.
6L RETURN -- Pushing this LSK shows the SYSTEM MENU display.
DATA REGIONS display.

REV 2 Oct 2006 21-47
DATA REGIONS DISPLAY
The DATA REGIONS display gives information that defines the

geographical region the aircraft is currently in with regards to preferred
channel selection. The crew can override the automatic selection of a
region if the AMI table permits it. This display is only accessible when
the HGI table is valid. Figure 21--35 shows a typical DATA REGIONS
display in automatic mode.
Figure 21--35
Typical DATA REGIONS Display
in Automatic Mode
1L -- 5L -- Fields 1L through 5L and 1R through 4R, display up to 20

user--defined regions. Multiple pages are used when necessary. The
current region is annunciated by the <*> indicator. When the region
selection enabled AMI attribute is enabled, an asterisk ( * ) is
displayed in the outermost column of each field to indicate that those
fields can be selected. Selecting a prompt makes the selected region
the current region and manually overrides the automatic region
selection process. The manual override of the automatic region
selection shows field 5R.
When the region selection enabled AMI attribute is not enabled, the
region selection prompt does not work.
5R RETURN TO AUTO -- This prompt is only displayed when the

automatic selection of regions has been overridden by manual
selection. Selecting this prompt returns to the automatic data region
selection.

21-48 REV 2 Oct 2006
TEXT UPLINK DISPLAY

The TEXT UPLINK review display is used to show unsolicited uplink
messages when the AMI table is invalid. This display is accessible only
when the AMI table is invalid and the HGI table is valid. Access to this
display is originally through the NEW MESSAGES log display. After
initial viewing, the TEXT UPLINK review display is accessed through
the ATS LOG display. Figure 21--36 shows a typical TEXT UPLINK
display.
Figure 21--36
TEXT UPLINK Display
1L -- 5L -- This area shows an uplink message. Multiple pages are used

when necessary.


REV 2 Oct 2006 21-49
MAINTENANCE MENU DISPLAY

The MAINTENANCE display is used to access the local CMF
maintenance pages. This display is always accessible. Figure 21--37
shows a typical MAINTENANCE display.
Figure 21--37
Typical MAINTENANCE Menu Display
1L PART NUMBERS -- Selecting this prompt shows the

PART NUMBERS display described in the following paragraphs.
3L FAULT LOG -- Selecting this prompt shows the FAULT LOG

display described in the following paragraphs.
5L PECT TABLE -- This field is password dependent. It is an

engineering tool.
6L SYS MENU -- Selecting this prompt shows the SYSTEM MENU

display described previously.
1R APM DATA -- This field is only displayed when the HGI table is
valid. Selecting this prompt shows the APM DATA display described
in the following paragraphs.
3R PRINT TEST -- This field is only displayed when a printer is

installed. Selecting this prompt sends a test message to the printer.
4R CHIME TEST -- Selecting this prompt sounds the aural alert.

When the mute aural alert input discrete is selected ON, the aural alert
is still sounded, and the scratchpad message
AURAL ALERTS MUTED is displayed.

21-50 REV 2 Oct 2006
5R COMM AUDIT -- Selecting this prompt shows the

COMM AUDIT display described in the following paragraphs.
6R PROGRAM APM -- This field is only displayed when the APM

hardware is valid and the programming of APM through the MCDU AMI
attribute is enabled. Selecting this prompt shows the
PROGRAM APM display. A password may be required to access this
display.

PART NUMBERS DISPLAY

The PART NUMBERS display gives information about the part
numbers and versions of the CMF system. This display is always
accessible. Figure 21--38 shows a typical PART NUMBERS display.
Figure 21--38
Typical PART NUMBERS Display
1L SW PART NO -- Displays the part number for the operational

software.
2L HGI PART NO -- Displays the part number for the installed HGI
table.
3L AMI PART NO -- Displays the part number for the installed AMI
table.
4L CMU H/W PART NO -- Displays the part number for the installed
CMU.

REV 2 Oct 2006 21-51
6L RETURN -- Pushing this key shows the MAINTENANCE MENU

display.

FAULT LOG DISPLAY

The FAULT LOG display gives access to the fault history of the CMF.
This display is always accessible. Figure 21--39 shows a typical
FAULT LOG display.
Figure 21--39
Typical FAULT LOG Display
1L CURRENT LEG -- Selecting this prompt shows the

CURRENT LEG display described in the following paragraphs.
2L -- 5L -- Previous flight legs that had faults are displayed in lines 2L

through 5L and, when necessary, 1L through 5L of additional pages
when necessary. The page prompts to the PREV LEG displays are
displayed with the most recent previous leg with a fault in field 2L, and
each subsequent leg with faults displayed in ascending order. Selecting
a prompt shows the PREV LEG X display described in the following
paragraphs.
6L RETURN -- Pushing this LSK shows the MAINTENANCE MENU

display.

21-52 REV 2 Oct 2006
CURRENT LEG DISPLAY

The CURRENT LEG display accesses the fault history of the CMF for
the current flight leg. This display is always accessible. Figure 21--40
shows a typical CURRENT LEG display.
Figure 21--40
Typical CURRENT LEG Display
When there are no faults in the current flight leg, NO FAULTS is

displayed in the middle of the page.
1L -- 5L -- The faults in the current leg are displayed in reverse

chronological order, beginning in line 1 of page 1 and continuing for as
many pages as required. The fault code is displayed in the header line,
followed by the number of times the fault has occurred in the current leg.
The first 23 characters of the fault description are displayed in the data
line. Selecting a prompt displays the FAULT DATA display for the
selected fault. This page is described in the following paragraphs.


REV 2 Oct 2006 21-53
PREV LEG DISPLAY

The PREV LEG display accesses the fault history of the CMF for a
particular flight leg. This display is only accessible when previous flight
legs with faults exist. Figure 21--41 shows a typical PREV LEG
display.
Figure 21--41
Typical PREV LEG Display
1L -- 5L -- The faults in the previous leg are displayed in reverse

chronological order, beginning in line 1 of page 1 and continuing for as
many pages as required to display faults. The fault code is displayed
in the header line followed by the number of times the fault has occurred
in the current leg. The first 23 characters of the fault description are
displayed in the data line. Selecting a prompt shows the FAULT DATA
display for the selected fault described in the following paragraphs.


21-54 REV 2 Oct 2006
FAULT DATA DISPLAY

The FAULT DATA display gives information about the selected fault
code. This display is always accessible when CMF faults exist.
Figure 21--42 shows a typical FAULT DATA display.
Figure 21--42
Typical FAULT DATA Display
1L -- This line displays the hexadecimal fault code for the fault.
1C -- This line displays the optional data associated with the fault. When
optional data is not associated with the fault, this field is blank.
1R STATUS -- This line shows the fault status: BAD or GOOD .

Some faults do not have a status. When the fault does not have a
status, this field is blank. Fault status is normally used to annunciate
intermittent faults. For instance, activity status is an example of a fault
with BAD or GOOD status. It is considered a fault when a monitored
line replaceable unit (LRU) does not give input after a measured period
of time. When activity is detected after an activity failure fault was
logged, another entry is made in the fault log using the same fault code
and fault description but the status is changed to GOOD .
2L -- This line displays the first line of the fault description.
3L -- This line displays the second line of the fault description. This line
is blank when the fault description is only one line.

REV 2 Oct 2006 21-55
4L FAULT TIME -- This line shows the time and date that the fault was
detected.
4R TSPOC -- This line shows the time since power on, in minutes,
since the fault occurred.
5L OOOI STATE -- This line shows the OOOI state where the fault
was detected.
5R COUNT -- This line shows the number of times the fault has
occurred in the flight leg being viewed.
APM DATA DISPLAY

The APM DATA display shows the information currently contained in
the APM. When the APM has a fault and the working copy of APM data
is not valid, the APM DATA display can also be used to enter
information to give minimal datalink operation. This display is only
accessible when the HGI table is valid. Figure 21--43 shows a typical
APM DATA display.
Figure 21--43
Typical APM DATA Display
1L -- Shows the tail number (also known as the aircraft registration

mark).
1R -- Shows the ICAO (International Civil Aviation Organization) aircraft

type.
6L RETURN -- Pushing this LSK shows the MAINTENANCE MENU

display.

21-56 REV 2 Oct 2006
COMMUNICATION (COMM) AUDIT DISPLAY

The COMM AUDIT display is used to control the communication
displays of the CMF, as shown in Figure 21--44.
Figure 21--44
Typical COMM AUDIT Display
Selecting the audit path enables the automatic printing of messages.

Associated data is handled by selected paths.
1L VHF AUDIT -- This prompt enables and disables the VHF

messages.
2L SAT AUDIT -- This prompt enables and disables the SATCOM

messages.
3L HF AUDIT -- This prompt enables and disables the HF messages.
2R UPLINKS -- This prompt selects the uplinks from the selected

subnetworks to be sent to the printer.
3R DOWNLINKS -- This prompt selects the downlinks from the

selected subnetworks to be sent to the printer.
6L RETURN -- Selecting this prompt shows the

MAINTENANCE MENU display.

REV 2 Oct 2006 21-57
Blank Page

21-58 REV 2 Oct 2006
22. Satellite Communications

(SATCOM)
INTRODUCTION
satellite communications (SATCOM).
GENERAL
The SATCOM system is an aeronautical mobile satellite
communications system, that supplies world--wide, two--way
communications between the aircraft and the ground. Figure 22--1
shows the SATCOM system in block diagram form. SATCOM supplies
circuit--mode communications, including:
D Voice
D Facsimile (FAX)
D Personal computer (PC) modem data
D Packet--mode data, such as Aircraft Communications Addressing

and Reporting System (ACARS).
The SATCOM system is designed to be used with the Inmarsat--3

satellite network. This system offers multichannel functionality by
integrating with the cockpit audio system to supply airline operational
control services and future air traffic control (ATC) services, and by
integrating with CMF to supply ACARS/AFIS datalink services.
The SATCOM system has a seven--channel capacity (six voice and one
data), with approximately 2000 total channels supplied for each
Inmarsat satellite. The system can operate all seven channels at the
same time. The system offers worldwide coverage, up to approximately
±80 degrees latitude.
The aircraft earth station (AES) consists of the following:

D Multichannel SATCOM (MCS) LRUs (SDU and HPA)
D The antenna subsystem.
D The avionics subsystems that supply cockpit voice and data
systems and cabin communications system.
A28-- 1146-- 172 Satellite Communications (SATCOM)

REV 2 Oct 2006 22-1
Standard interfaces between the MCS avionics and other aircraft

avionics enable the AES to accept data and voice messages from
various sources, encode that information on radio frequency (RF)
carrier frequencies, and transmit those carriers to a ground earth
station (GES). The AES also receives RF signals from a GES through
the satellite segment and outputs the data or voice message to the pilot,
copilot, or the passengers.
Details on each of the AES components are described in the following

paragraphs.
D MCS Avionics -- The MCS avionics are made up of the satellite data
unit (SDU) and the high power amplifier (HPA). The SDU supplies
the interface to all aircraft avionics and implements all functions
associated with the seven communication channels. The SDU
manages the RF link protocols on the satellite side and supplies the
system interface with communications management avionics. The
SDU interface to other aircraft avionics involves the exchange of
ARINC 429 and discrete data.
A cockpit audio system transfers cockpit voice to and from the SDU.
Messages requiring cockpit action or initiation are displayed on the
multifunction control display unit (MCDU). The communications
management function (CMF) routes packet data messages to and from
the SDU. Cabin communications use a cabin communications system
(CCS) to supply voice telephony communication. Enhancements
supply fax service and secure voice and PC modem interfaces.
D Antenna Subsystem -- The antenna subsystem completes the

communication link between the GES, the space segment, and the
AES. The antenna subsystem consists of the following:
— Intermediate gain antenna (IGA)
— Diplexer/low noise amplifier (D/LNA).
The IGA transmits L--band RF signals from the HPA to a satellite, and
receives L--band RF signals from a satellite for the SDU. There is a
beam steering function in the HPA that is used with the IGA. The
SATCOM uses the IGA to supply satellite spot beam coverage for
circuit--mode services and global beam coverage (as required) for
low--rate, packet--mode data services.
D Cabin Communications System (CCS) -- The CCS, in conjunction

with the MCS avionics and a worldwide network of ground stations,
supplies cabin services such as telephone, fax, and PC interfaces.
The CCS is partitioned into two sections:
— The cabin telecommunications unit (CTU)
— Cabin/passenger communications equipment (digitally
connected telephones).
Satellite Communications (SATCOM) A28-- 1146-- 172

22-2 REV 2 Oct 2006
The CTU performs onboard private automatic branch exchange

(PABX) telephony functions, letting the digitally connected
telephones make the best use of resources supplied by the MCS
avionics. The CTU supplies the interface between the phones and
the SDU.
D Cockpit Voice Sources -- The SDU supports headset interfaces for

cockpit use only. These interfaces include off--hook/on--hook
signaling and dialing through the combination of an MCDU and
audio control panel (ACP). When the SAT microphone button on the
ACP is pushed, a discrete signal is sent to the SDU, and an MCDU
preselected phone number is dialed.

REV 2 Oct 2006 22-3
Blank Page

22-4 REV 2 Oct 2006
Figure 22--1
SATCOM System Block Diagram

REV 2 Oct 2006 22-5/22-- 6
SATCOM SETUP, CONTROL, AND OPERATION

The operator uses various communication devices to select and control
the type of information to be communicated. These devices can include
phone handsets, fax machines, and PCs.
Audio Control Panel (ACP)

The operation of telephony devices (SATCOM) selection through the
audio panel is the same as radio (VHF and HF) selection except for the
following differences.
When a call is received at the SATCOM unit, a

signal is relayed to the audio panel. The
annunciators on the microphone button and the
audio selector button for the SATCOM begin to
flash. When installed, a chime or aural ringer is
heard. When the microphone or selector buttons
are selected, the annunciators stop flashing and
remain lit, and a signal is output to the SATCOM unit to answer the call.
The pilot then talks to the caller.
It is not necessary to enable push--to--talk (PTT), unless the hand

microphone is used. The pilot can talk and listen. When another
microphone button is selected while the call is in progress, the call is
placed on hold and the microphone annunciator flashes. The selector
annunciator goes off.
When the microphone button is selected again, both annunciators are

lit and the call is taken off hold.
When the microphone is deselected by pushing it again, the call is

terminated and both annunciators go off.
To initiate a call, the MCDU must be used to set up the call, and then
the microphone button is selected.
When the call is terminated by something other than pushing the

microphone button, the annunciator on the microphone selector button
and the audio select button go off. The display goes back to the last
active microphone.
More than one person can talk on a SATCOM channel. When possible,
a priority system is used the same way it is used with radios.

REV 2 Oct 2006 22-7

The SATCOM main menu, shown in Figure 22--2, is accessed by the
MCDU main menu. This page gives access to the other SATCOM
MCDU pages, where telephone numbers are selected or entered and
the call is initiated. The pilot can select from up to 100 preprogrammed
phone numbers stored in the owner requirements table (ORT), or
manually enter a phone number using the MCDU keypad. This page
shows the status of the SAT channel. When a channel is available, the
page displays a *MAKE CALL option, which permits the pilot to
initiate a call. There are also options for ANSWER CALL and
REJECT when there is an incoming call, and an END CALL option
to terminate a call.
Figure 22--2
SATCOM Main Menu Display

22-8 REV 2 Oct 2006
To make a call through the MCDU, follow the procedure in the steps that
follow:
1. When the number is stored in memory, push key 6R to access the
directory and select the number from the directory. The number is
displayed in the scratchpad. To dial a number, type the number into
the scratchpad using the alphanumeric keys.
2. Push the *MAKE CALL key 4L. The number transfers out of the
scratchpad and is displayed below the *MAKE CALL prompt.
3. The system automatically dials the number and connects the pilot
to the person being called.
4. To end the call, push key 2R END CALL .
Regardless of where the calls are initiated, the two LRU (the ACP and
the MCDU) remain synchronized. When a call is initiated from the ACP,
it is terminated from the MCDU, and when a call is initiated from the
MCDU, it is terminated from the ACP. Also, the MCDU and ACP reflect
the call states, regardless of where the call was initiated.

REV 2 Oct 2006 22-9
SATELLITE LOGON/LOGOFF
An AES logs on to a GES to enter the satellite communications system

and logs off to terminate its operation in the system. Logoff is initiated
automatically or by a pilot command issued as part of normal
operational procedures (that is, when automatically handing over from
the current satellite to a new one).
The SATCOM system is automatically turned on and begins attempting

to log on as soon as power is applied during aircraft power--up. The SDU
supports two types of logon, automatic and constrained modes. The
status of the SATCOM system is displayed on the MCDU SATCOM
submenu page, shown in Figure 22--3.
Figure 22--3
SATCOM Submenu Page
D Automatic Logon -- Automatic logon is initiated by the SDU at

startup when the logon is set to AUTOMATIC . The SDU enters or
changes to the automatic logon mode based on the pilot’s command
when the AES is currently logged off, logging on, or logged on in the
constrained mode. The pilot makes this selection on the MCDU.

22-10 REV 2 Oct 2006
When the AES is in the automatic mode, the logon GES/satellite/spot

beam that is chosen is based on the GES preference. A GES with a
preference level of zero is not considered for automatic logon. The SDU
permits the use of tied GES preferences. The SDU resolves tied
preferences by selecting the GESs in descending order of satellite
elevation. During GES selection, the set of GES with the highest
preference are initially processed to exclude those GES associated
with satellites not in view.
D Constrained Logon -- CONSTRAINED logon involves the user

manually selecting the GES to be used for logon. The pilot
command originates from the MCDU. The GES automatic
preferences have no effect in the constrained logon mode, and it is
possible to execute a constrained logon to a GES with a preference
level of zero.
When the pilot has manually selected the logon GES, also selecting the
satellite, the SDU is constrained to search for the specific GES--related
satellite channel used to identify the satellite frequency.
LOGON MODE SELECTION
When the automatic logon mode is selected while the AES is logging
on in the constrained mode, the system aborts the SDU current logon
attempt and reverts to the automatic logon mode. When the pilot
selects the automatic logon mode while the system is in the constrained
mode, the system logs off the constrained mode and logs on again in
the automatic mode, when there are GES in view with higher
preference levels than the current GES. Logging on in the automatic
mode when the system is logged off forces the system to log on in the
automatic mode. The SDU lets the user command logoff while the AES
is logging on or logged on in the constrained or automatic mode.
The pilot changes the selected GES when the AES is logging on or is
logged on in the constrained mode. The pilot enters the constrained
mode by selecting a specific GES while the SDU is logging on or is
logged on in the automatic mode. In both cases, the SDU aborts the
current logon attempt or logs off from the current GES before
attempting to logon to the new GES, depending upon the current status.
LOGOFF MODE SELECTION
Logoff is initiated in the AES by a user command from the MCDU. Logoff
is also initiated by the SDU as part of the handover sequence, except
for handovers implemented because of channel degradation.

REV 2 Oct 2006 22-11
HANDOVERS
The AES logs off before initiating a handover. The AES does not log off
when handover is initiated because of degradation or loss of the
channel. Handover is initiated by the flight crew, and it is carried out
automatically without intervention. A handover procedure occurs
automatically when an AES needs to change the logon GES, or to
access a different satellite.
When an AES receives a higher--level instruction, for example a

command from the flight crew, to change its logon to another GES
operating in the same satellite region, any previously established data
communication channels are maintained. They clear just before the
handover is carried out. In the case of a user--initiated
satellite--to--satellite handover, the AES makes sure that all
communication channels are clear before starting the handover
procedure. When any connections are in progress, the AES allows
3 minutes to complete, and then clears any remaining connections.
Automatic handover is initiated on detection of channel degradation.
A GES--to--GES handover is done by logging on to a new GES in the

same satellite region. Each GES maintains an up--to--date status table
of all AES that have logged on. Each GES also has an inter--GES
signaling function that lets the GES set up calls with any AES operating
in the same satellite region as that GES, and manages the AES during
handover.
CABIN EQUIPMENT
Handsets
Different types of handsets are used with the Honeywell MCS SATCOM
system. Most of the handsets work the same as a regular touchtone
telephone handset. Some handsets have unique features. Consult the
handset manufacturer operating instructions for specific details about
handset operation.
NOTE: Some features of the Honeywell SATCOM system that are

available with an analog handset interface are not available
with a digital handset interface (for example, aural messages,
* * functions).
WH--10 HANDSET
The WH--10 handset, shown in Figure 22--4, is a common SATCOM

handset that uses an analog interface. Most of the features are similar
to a regular pushbutton telephone. Some of the features are not used
for SATCOM communications.

22-12 REV 2 Oct 2006
NOTES: 1. The WH--10 handset has a placard that shows

numbered key functions. These functions are not for
SATCOM operation. When in operation, the
PHONE/HF switch must be in the PHONE position.
2. The telephone keypad is used to change the SATCOM
installation selected options.
Figure 22--4
WH--10 Handset (Typical)

REV 2 Oct 2006 22-13
MAGNASTAR MACH--1 HANDSET
The Magnastar Mach--1 handset, shown in Figure 22--5, is a typical

handset that uses a digital interface (see NOTE). The display area on
the handset displays different menus. The keypad is used to select
menu options and to dial telephone numbers.
NOTE: A Magnastar Mach--1 handset uses a digital or an analog

interface. Refer to the aircraft installation documentation for
system specifications.
Figure 22--5
Magnastar Mach--1 Handset (Typical)

22-14 REV 2 Oct 2006
Facsimile (FAX)
A variety of FAX machines are installed. A typical FAX machine is
Figure 22--6
Airborne FAX Machine (Typical)
NOTES: 1. Refer to the FAX machine operating instructions

supplied with the installation for a description of how to
operate the fax machine.
2. Some installations combine FAX, computer printer,
and scanner.
3. The FAX uses a voice channel for communications.

REV 2 Oct 2006 22-15
PC Modem
Personal computers use the SATCOM the same way they use ground
communications equipment. Using normal PC operating procedures,
PC-to-PC communication is established.
NOTES: 1. The modem uses a voice channel to communicate.

2. Refer to the aircraft installation documentation to
determine if the installed telephone jack is on a
dedicated or shared communication channel.
3. As with ground PC operation, the proper telephone
number and billing code numbers must be dialed
before the connection is made.
4. PC connections are available at 2400 bits per second
(bps) in V.22 data format.
5. The GES of some organizations do not support all PC
data operations.

22-16 REV 2 Oct 2006
BASIC PHONE OPERATION -- VOICE
Air-to-Ground Voice Communication

WH--10 ANALOG HANDSET
To establish an air-to-ground voice call with the WH--10 analog handset,

follow the procedure in Table 22--1.
Table 22--1
Air-to-Ground Voice Dialing Procedure
(WH--10 Handset)
Step Procedure
1 Verify that the SATCOM system is ready for operation.

2 Remove the handset and listen for a dial tone.
3 Dial the airborne international access number (00).
4 Dial the country code. (Refer to Table 22--3.)
5 Dial the city/area code.
6 Dial the phone number being called.
7 Push the # key.
Example
To call information in North Dakota, U.S.A., the phone number is
(701) 555--1212.
Dial 00 1 701 5551212 #
Before connecting the call, the aural message states, “Please wait,
connecting your call.”

REV 2 Oct 2006 22-17
MAGNASTAR MACH--1 HANDSET
To establish an air-to-ground voice call with the Magnastar Mach--1

handset follow the procedure in Table 22--2.
Table 22--2
Air-to-Ground Voice Dialing Procedure
(Magnastar Handset)
Step Procedure
1 Verify that the SATCOM system is ready for operation.

2 Remove the handset and verify that the SATCOM
selection is available from the services menu on the
handset display.
3 Push the + key to activate the handset.
4 Push 6 to select SATCOM as the link option.
5 Push 1 to select voice as the type of call.
6 Dial the airborne international access number (00).
9 Dial the phone number being called.
10 Push the # key.
Example
To call information in North Dakota, U.S.A., the phone number is
(701) 555--1212.
After selecting VOICE as the type of call (Step 5), dial 00 1 701
5551212 #
The handset display reads, “ACQUIRING SATCOM CHANNEL”,
and then “CONNECTED.”

22-18 REV 2 Oct 2006
Table 22--3 lists the country codes for air--to--ground communications.
Table 22--3
International Air-to-Ground Dialing Codes
Country Code Country Code
Afghanistan 93 Bolivia 591

Albania 355 Bosnia--Herzegovina 387
Algeria 213 Botswana 267
Andorra 33628 Brazil 55
Angola 244 Brunei Darussalam 673

Anguilla 1809 Bulgaria 359
Antigua & Barbuda 1809 Burkina Faso 226

Antilles (Netherlands) 599 Burundi 257
Argentina 54 Cambodia 855
Armenia 7 Cameroon 237
Aruba 297 Canada 1
Ascension Island 247 Canary Islands 34

Australia 61 Cape Verde Islands 238
Austria 43 Cayman Islands 1809
Azerbaijan 994 Central African Republic 236
Azores 351 Chad 235
Bahamas 1809 Chile 56
Bahrain 973 China 86

Bangladesh 880 Christmas Island 672
Barbados 1809 Cocos Island 672
Belarus 7 Colombia 57
Belgium 32 Comoros 269
Belize 501 Congo 242
Benin 229 Cook Islands 682

Bermuda 1809 Costa Rica 506

REV 2 Oct 2006 22-19
Table 22--3 (cont)

Bhutan 975 Cote d’Ivoire 225

Croatia 385 Ghana 233
Cuba 53 Gibraltar 350
Cyprus 357 Greece 30

Czech Republic 42 Greenland 299
Denmark 45 Grenada 1809
Diego Garcia (UK) 246 Guadeloupe 590
Djibouti 253 Guam 671

Dominica 1809 Guatemala 502
Dominican Republic 1809 Guinea 224
Ecuador 593 Guinea--Bissau 245
Egypt 20 Guyana 592
El Salvador 503 Haiti 509
Equatorial Guinea 240 Honduras 504

Estonia 372 Hong Kong 852
Ethiopia 251 Hungary 36

Falkland Islands 500 Ibiza 34
Faeroe Islands 298 Iceland 354
Fiji 679 India 91
Finland 358 Indonesia 62

France 33 Iran 98
French Guiana 594 Iraq 964
French Polynesia 689 Irish Republic 353

Gabon 241 Israel 972
Gambia 220 Italy 39

Georgia 7 Ivory Coast 225

22-20 REV 2 Oct 2006
Table 22--3 (cont)

Germany 49 Jamaica 1809

Japan 81 Martinique 596
Jordan 962 Mauritania 222
Kazakhstan 7 Mauritius 230

Kiribati 686 Mayotte 269
Korea (North) 850 Mexico 52
Korea (South) 82 Micronesia 691
Kuwait 965 Minorca 34

Laos 856 Moldova 373
Latvia 371 Monaco 377
Lebanon 961 Mongolia 976
Lesotho 266 Montserrat 1809491
Liberia 231 Morocco 212
Libya 218 Mozambique 258

Liechtenstein 4175 Myanmar 95
Lithuania 370 Namibia 264

Luxembourg 352 Nauru 674
Macao 853 Nepal 977
Macedonia 389 Netherlands 31
Madagascar 261 New Caledonia 687

Madeira 35191 New Zealand 64
Malawi 265 Nicaragua 505
Malaysia 60 Niger 227

Maldives 960 Nigeria 234
Mali 223 Niue 683

Malta 356 Norfolk Island 672

REV 2 Oct 2006 22-21
Table 22--3 (cont)

Marshall Islands 692 Northern Marianas 670

Norway 47 Samoa (Western) 685
Oman 968 San Marino 378
Pakistan 92 Sao Tome and Principe 239

Palau 6809 Saudi Arabia 966
Panama 507 Senegal 221
Papua New Guinea 675 Seychelles 248
Paraguay 595 Sierra Leone 232

Peru 51 Singapore 65
Philippines 63 Slovak Republic 42
Poland 48 Slovenia 386
Portugal 351 Solomon Islands 677
Puerto Rico 1809 Somalia 252
Qatar 974 South Africa 27

Reunion 262 Spain 34
Rodriguez 230 Sri Lanka 94

Romania 40 Sudan 249
Russian Federation 7 Suriname 597
Rwanda 250 Swaziland 268
St. Helena 290 Sweden 46

St. Kitts and Nevis 1809 Switzerland 41
St. Lucia 1809 Syria 963
St. Pierre and Miquelon 508 Tadzhikistan 7

St. Vincent and The 1809 Taiwan 886
Grenadines
Saipan 670 Tanzania 255

22-22 REV 2 Oct 2006
Table 22--3 (cont)

Samoa (U.S.A.) 684 Thailand 66

Togo 228 United States of America 1
Tokelau Islands 690 Uzbekistan 7
Tonga 676 Vanuatu 678

Trinidad & Tobago 1809 Vatican City 39
Tunisia 216 Venezuela 58
Turkey 90 Vietnam 84
Turkmenistan 7 Virgin Islands (U.K.) 180949

Turks and Caicos 1809 Virgin Islands (U.S.A.) 1809
Islands
Tuvalu 688 Yemen 96715

Uganda 256 Yugoslavia 38(1)
Ukraine 7 Zaire 243

United Arab Emirates 971 Zambia 260
United Kingdom 44 Zimbabwe 263

REV 2 Oct 2006 22-23
Ground-to-Air Voice Communication

To establish ground-to-air communication, the caller must have the
following information:
D Aircraft SATCOM Phone Number -- This 8-digit number is

assigned to the aircraft when the installation is made. An aircraft can
have more than one phone number, as defined by the installation
agreement.
D Aircraft Location and the INMARSAT Satellite Region Code for

the Location -- The crew or flight dispatcher estimates the satellite
region based on the present aircraft position. Once the position is
established, refer to the satellite coverage and ground earth station
locations map, shown in Figure 22--7, to determine the region and
its code. Refer to Table 22--4 for a cross--reference of the ground
service with the satellite and earth station locations.
Because the communication system is in an airplane, all region codes

are followed by a five.
D Satellite Ground Service in Use -- Satellite ground service is

determined by agreements the operator’s company has in place.
Refer to the SATCOM Operator’s Manual, Honeywell Pub. No.
A28--1146--103, for information about contacting the SATCOM
service providers.
D Match the Long Distance Phone Service for the Satellite

Service in Use (for FAX operation only) -- The phone service
required is determined by the agreements made with the satellite
ground service provider. In some countries (for example, the United
States) there are several long distance phone services and several
satellite ground services from which to choose. In other countries,
there is only one international phone service.

22-24 REV 2 Oct 2006
Figure 22--7
Satellite Coverage and Ground
Earth Station Locations
REV 2 Oct 2006 22-25/22-- 26
Table 22--4 shows cross-references for ground services with satellite

and earth station locations.
Table 22--4
Ground Service Cross--Reference
Ground Earth Station

Identifier Ground Service Locations (Station ID)
AOR--W Skyphone Goonhilly, England (001)

(Atlantic Ocean Comsat Southbury, U.S.A. (002)
Region -- West) One Link Aussaguel, France (005)
AOR--E Skyphone Goonhilly, England (101)
(Atlantic Ocean Eik, Norway (104)
Region -- East) Comsat Fucino, Italy (105)
One Link Aussaguel, France (103)
POR Skyphone Sentosa, Singapore (201)
(Pacific Ocean Comsat Santa Paula, U.S.A. (202)
Region) Yamaguchi, Japan (203)
One Link Perth, Australia (205)
IOR Skyphone Eik, Norway (301)
(Indian Ocean Comsat Nonthaburi, Thailand (302)
Region) Yamaguchi, Japan (306)
Fucino, Italy (312)
One Link Perth, Australia (305)

REV 2 Oct 2006 22-27
Table 22--5 lists countries with ground-to-air SATCOM communications

services.
Table 22--5
Ground-to-Air International Access Codes
Country International Access Code
Anguila 001
Antigua and Baruda 011
Argentina 00
Australia (Note 1) (Telstar) 0011
Australia (Optus) 10011
Bahamas 001
Bahrain 0
Barbados 011
Belgium 00
Bermuda 1
Brazil 00
Brunei 00
Canada (Note 1) 011
Cayman Islands 0
Congo (Note 1) 00
Croatia 99
Denmark 009
Dominica 011
Dominican Republic 011
Finland 990
France (Note 1) 19
French Polynesia (Note 1) 00

22-28 REV 2 Oct 2006
Table 22--5 (cont)

Germany 00
Greece 00
Grenada 011
Iceland 90
Indonesia 00
Ireland 00
Jamaica 011
Japan (KDD) 001
Japan (ITJ) 0041
Japan (IDC) 0061
Kuwait 00
Madagascar (Note 1) 16
Malaysia 00
Mexico 98
Monserrat 011
Netherlands 009
New Caledonia (Note 1) 00
Norway 00
Oman 00
Philippines 00
Puerto Rico 011
Qatar 0
Saudi Arabia 00

REV 2 Oct 2006 22-29
Table 22--5 (cont)

Senegal (Note 1) 012

Singapore 001
Sri Lanka 00
St. Kitts and Nevis 011
St.Lucia 0
St. Vincent/Grenadines 00
Sweden 009
Switzerland 00
Trinidad and Tobago 01
Turks and Caicos 0
United Arab Emirates 00
United Kingdom 00
United States of America 011
Virgin Islands 011
Wallis and Fortuna (Note 1) 19
NOTES: 1. These countries may have ground-to-air SATCOM service other than
SKYPHONE.
2. Some countries have SATCOM communication service that is provided
by more than one company.
3. Ground-to-air calling is not available for all countries.
4. In the countries listed here, ground-to-air calling may not be available to
all oceanic regions.
5. This table was issued by SKYPHONE.

22-30 REV 2 Oct 2006
After all the necessary information is available, the call is placed using
the dialing sequence listed in Table 22--6.
Table 22--6
Ground-to-Air Voice Dialing Procedure
Step Procedure
1 Dial the long distance phone service and conversion

access, if necessary (5 digits). (Note 1)
2 Dial the international access code.
3 Dial the satellite region code (3 digits).
4 Dial the aeronautical access code 5.
5 Dial the aircraft SATCOM phone number (8 digits).
NOTES: 1. Contact your long distance provider for information about accessing
INMARSAT aeronautical telephone service.
2. For operators with access to AT&T USA DIRECT, it may be faster to
use this service from some locations. Call USA DIRECT. Ask the
operator to dial the aircraft number with information as if dialing from
the U.S.A.
3. The card number is required for a credit card call, just as for a typical
international call.

REV 2 Oct 2006 22-31
BASIC PHONE OPERATION -- FAX
Air-to-Ground FAX Operation

The dialing sequence for FAX communication varies depending on the
type of MCS SATCOM system (Aero--H/H+/I) that is being used.
NOTE: For systems with a Magnastar interface, the procedure for

dialing a FAX number is the same, regardless of the type of
MCS SATCOM system (Aero--H/H+/I) that is being used. To
dial a FAX number with a Magnastar interface, follow the FAX
dialing procedure for Aero--H Systems in Table 22--7.
D Aero--H System -- The Aero--H SATCOM system uses global beam

coverage. To dial a FAX number with an Aero--H system, follow the
procedure in Table 22--7.
Table 22--7
Air-to-Ground FAX Dialing Procedure -- Aero--H Systems
Step Procedure
1 Dial 00.
4 Dial the local FAX number.
5 Push the # key.
6 Push START on the FAX machine once the call is
connected (if necessary).
NOTE: Most FAX machines are used to dial the ground number. Consult the
FAX machine user manual for dialing instructions.

22-32 REV 2 Oct 2006
D Aero--H+ System -- The Aero--H+ SATCOM system uses spot

beam coverage when it is available and as a default. When spot
beam coverage is not available, the Aero--H+ system uses global
beam coverage. To dial a FAX number with an Aero--H+ system,
follow the procedure in Table 22--8.
Table 22--8
Air-to-Ground FAX Dialing Procedure -- Aero--H+ Systems
(Spot Beam)
Step Procedure
1 Dial 01.
5 Push the # key.
With the Aero--H+ system, FAX service is available at 4800 (global

beam) and 2400 bps (spot beam). The Aero--H+ system is forced
to use global beam (4800 bps) even when logged onto spot beam.
To do this, follow the procedure in Table 22--9.
Table 22--9
(Global Beam)
Step Procedure
1 Dial 96.
5 Push the # key.

REV 2 Oct 2006 22-33
Table 22--9 (cont)

(Global Beam)
Step Procedure

NOTES: 1. Most FAX machines are used to dial the ground number. Consult
the FAX machine user manual for dialing instructions.
2. This feature is available only with the WH--10 (or equivalent
analog) handset. The Magnastar interface cannot force the Aero
H+ system to use global beam.
D Aero--I System -- The Aero--I SATCOM system uses spot beam

coverage. Outside of the spot beam coverage areas, Aero--I service
is not available. To dial a FAX number with an Aero--I system, follow
the procedure in Table 22--10.
Table 22--10
Air-to-Ground FAX Dialing Procedure -- Aero--I Systems
Step Procedure
1 Dial 01.
5 Push the # key.

22-34 REV 2 Oct 2006
NOTES: 1. These procedures are applicable for most aircraft

installations. It is important to understand the
operation and configuration of the FAX machine
installation before sending or receiving a FAX.
2. FAX data transmission rate is 4800 bps for Aero--H,
2400 or 4800 bps for Aero--H+ (default is 2400 bps),
and 2400 bps for Aero--I.
3. For FAX transmission using Magnastar UHF system,
refer to the Magnastar User’s Guide, Document
No. CA1030.

REV 2 Oct 2006 22-35
Ground-to-Air FAX Operation

The ground-to-air FAX dialing procedure is listed in Table 22--11.
Table 22--11
Ground-to-Air FAX Dialing Procedure
Step Procedure
1 Dial the long distance phone service and

conversion access, if necessary (5 digits).
2 Dial the international access code.
3 Dial the satellite region code (3 digits).
4 Dial the aeronautical access code 5.
5 Dial the aircraft SATCOM FAX number (8 digits).
NOTE: If a credit card call is being made, the card number is required as for a
typical international call.
NOTE: Some early SATCOM installations require manual operation

of the FAX machine. In this case, voice communication must
be established before the FAX is received or sent.
BASIC PHONE OPERATION -- AIR-TO-GROUND PC

DATA
The dialing sequence for PC data communication varies depending on
the type of MCS SATCOM system (Aero--H/H+/I) that is being used.
NOTE: For systems with a Magnastar interface, the procedure for

dialing a PC data number is the same, regardless of the type
of MCS SATCOM system (Aero--H/H+/I) that is being used.
To dial a PC data number with a Magnastar interface, follow
the dialing procedure for Aero--H systems in Table 22--12.

22-36 REV 2 Oct 2006
D Aero--H System -- From the PC application, dial the International

Satellite Provider (ISP) or local network according to the procedure
in Table 22--12.
Table 22--12
Air-to-Ground PC Data Dialing Procedure --
Aero--H Systems
Step Procedure
1 Dial 00.
4 Dial the ISP or local network number.
D Aero--H+ and Aero--I Systems -- For Aero H+ and Aero--I PC data

communication, from the PC application, dial the ISP or local
network number according to the procedure in Table 22--13.
Table 22--13
Air-to-Ground PC Data Dialing Procedure --
Aero--H+/I Systems (Spot Beam)
Step Procedure
1 Dial 02.
2 Dial the country code. (Refer to Table .)
4 Dial the ISP or local network number.

REV 2 Oct 2006 22-37
ADVANCED DIALING FEATURES -- AIR--TO-GROUND

Once the basic operation of the phone is understood, the operator can
use the built-in time-saving features, which include the following:
D Last number redial

D Storing numbers and dialing stored numbers
D Stored numbers review
D Manual ground earth station selection.
NOTE: The following instructions apply to the WH--10 handset.

When the phone handset installed is not a WH--10 handset,
refer to the aircraft installation documentation for information.
D Last Number Redial -- To redial the number last called, dial: * 0.
D Storing Numbers -- To store a number, the user must key the

memory storing function and select a number from 1 thru 9 storage
locations. The sequence is as follows:
* * 1 memory location (numbers 1 thru 9) 0 0 country code (1 to 3

digits) city/area code (2 to 3 digits) phone number #.
D Dialing Stored Numbers -- To dial a stored number, dial: * memory

location (numbers 1 thru 9).
D Stored Number Review -- To review stored numbers, dial: * * 2 #.

A voice message announces each stored number location (1 thru
9) and the number stored in that location.
To review one stored number, dial: * * 2 memory location (1 thru 9).

A voice message announces the number storage location selected (1
thru 9) and the number stored in that location.
D Manual Ground Earth Station Selection -- When the user has call
quality problems, and assuming the same satellite is used to
manually direct the call to another ground earth station, the operator
manually directs the call by dialing: * 4 Station Identification *
phone number #.
When the call is completed, the SATCOM system returns to normal

operation.

22-38 REV 2 Oct 2006
23. Maintenance System
INTRODUCTION
maintenance system.
GENERAL
Honeywell’s PRIMUS EPIC central maintenance system (CMS), is a
system that centralizes fault data collection. The system lets each
member system have its own set of maintenance functions. The
centralized maintenance function accesses each member system
using standard protocols, and combines all systems into a single
centrally--focused maintenance system.
Member systems are avionics and non--avionics subsystems that

comply with the CMS specification and have a connection to the central
maintenance computer (CMC).
The maintenance system is designed for maintenance personnel. It is

used when the aircraft is on the ground. It is not used to determine the
airworthiness of the aircraft. The crew alerting system (CAS) message
system is designed specifically for the crew’s needs.
In many cases, the same faults that are displayed as CAS messages
also generate maintenance messages. The CAS message system and
the maintenance message system are compared for any correlation
that exists between the two. This correlation data is then stored in the
maintenance system database for later use in diagnosing and repairing
a faulty component.
The central maintenance system does the following:
D Acts as the single--point access for maintenance of all member

systems.
D Displays which member systems are online and operational.
D Displays the activity status of each applicable member system.
D Views individual fault histories of a member system.
D Blends and views fault histories of two or more member systems.
A28-- 1146-- 172 Maintenance System

REV 2 Oct 2006 23-1
D Initiates member built--in--test (BIT) and reports the results back to

the CMS in real time.
D Periodically collects the continuous running BIT results from the

individual member systems.
D Performs fault diagnosis, initiates tests within the member systems,

and initiates and controls file transfers.
D Combines the fault data with time, date, CMS flight leg and phase,
and other data to be stored as fault records in the CMS fault history
database (FHDB).
CENTRAL MAINTENANCE SYSTEM (CMS)

FUNCTIONS
The functions performed by the CMS are separate and distinct from the
EICAS. The CMS gives maintenance personnel a centralized system
that permits troubleshooting and fault diagnosis of member systems
from a single location. The maintenance system is also referred to as
the CMC.
Central Maintenance Computer (CMC)

The CMC resides on the central maintenance computer module
(CMCM) located in one of the modular avionics unit (MAU) cabinets.
The copilot’s MFD is used as the CMC display, and the CCD is used to
control it. A remote PC (called the remote terminal [RT]) is also used
for display and control.
Role in Cockpit
The CMS is used as a tool to diagnose failures in the aircraft member
systems. The CMS permits the maintenance personnel single--point
access to member systems for maintenance. Maintenance personnel
can do the following:
D View the fault histories of member systems
D Transfer files on and off the aircraft
D Initiate test modes for member systems
D Display real--time fault and status data.
The CMS is inhibited in--flight.
Maintenance System A28-- 1146-- 172

23-2 REV 2 Oct 2006
Member Systems
The CMS identifies which member systems are functioning on the
aircraft by monitoring member system maintenance data parameters.
This function lets the user identify when any given member system is
offline or not operational.
CAS and Maintenance Messages

The CMS software collects fault reports and stores the related
maintenance message information. The CMS displays active
maintenance messages and stored maintenance messages according
to the correlated flight deck effect (FDE) or Air Transport Association
(ATA) chapter number.
The CMS displays the correlation between the flight deck effects and
the maintenance messages. This feature correlates the CAS message
recorded in the pilot’s flight log to the maintenance messages that the
mechanic uses to repair the aircraft. Maintenance personnel use this
information to quickly isolate faulted components on the aircraft.
Ground Tests
The CMS executes test commands only while the aircraft is on the
ground. Access to these functions is locked out when the aircraft is
airborne.
Hardware Components
The maintenance system is made up of the hardware components that
are described as follows.
D Central Maintenance Computer Module (CMCM) -- The CMCM

is a single line replaceable module (LRM) that mounts in the MAU.
D Cockpit Display Unit (DU) -- A cockpit DU is the copilot’s MFD. It

is the primary display for the CMS.
D Cursor Control Device (CCD) -- The copilot’s CCD is used to

control the CMC in the cockpit.
D Modular Avionics Unit (MAU) -- The CMC module resides in an

MAU cabinet.
D Data Management Unit (DMU) (Optional) -- The CMC module

connects to the DMU using the local area network (LAN).

REV 2 Oct 2006 23-3
D Remote Terminal (RT) (Optional) -- The RT accesses the CMS

outside the cockpit. The RT is hosted on a personal computer that
the maintenance personnel connect to the LAN. Remote ports are
located in:
— Mid--avionics E--bay
— External power panel.
D Cockpit Printer (Optional) -- The cockpit printer is used by the
CMC to print data and reports. Reports are routed from the CMC to
the cockpit printer.
D Communications Management Function (CMF) (Optional) --

The communications management unit (CMU) is used to downlink
(transfer) files to a ground--based system from the aircraft. The data
from the CMC is transferred to the CMU. The CMU then determines
which link is available to send the data to the ground location.

23-4 REV 2 Oct 2006
CMC OPERATION
Accessing the Maintenance System
To access the maintenance system main menu, the aircraft must be on

the ground. Select the copilot’s MFD using the CCD. Maintenance is not
available on the pilot’s side. Select the Systems title menu button using
the touch pad. Push ENTER to open the Systems pulldown menu.
Select Maintenance using the touch pad, as shown in Figure 23--1.
Push ENTER. The dropdown menu and previous data are removed and
replaced by the maintenance CMC MAIN MENU , as shown in
Figure 23--2.
Figure 23--1
MFD Maintenance Dropdown Menu

REV 2 Oct 2006 23-5
CMC MAIN MENU

On the ground, the CMC MAIN MENU, shown in Figure 23--2, is used
to select maintenance categories. The operator selects and views
maintenance messages, runs subsystem tests on member systems, or
views extended maintenance services.
Figure 23--2
CMC MAIN MENU

23-6 REV 2 Oct 2006
NOTE: TCAS and weather buttons are inhibited when the CMC page
is displayed.
To exit the maintenance system, use the CCD to select the Systems
menu, and then select a page other than Maintenance or select the X
icon to exit the menu.
Menu selections are as follows:

D MAINTENANCE MESSAGES -- displays the Maintenance
Message menu
D SYSTEM DIAGNOSTICS -- displays the test selection list
D EXTENDED MAINTENANCE -- displays the Extended
Maintenance menu
D DATA LOADER -- controls file transfers to aircraft member
systems.
CMC In--Air Main Menu

When Maintenance is selected while airborne, the CMC In--Air Main
Menu (Figure 23--3) is displayed showing that the CMC functions are
not available.

REV 2 Oct 2006 23-7
Figure 23--3
MFD CMC IN--AIR MAIN MENU

23-8 REV 2 Oct 2006
Display Pages and Controls

Faults are stored in the LRUs, but the CMC does store high--level fault
data during some modes of operation. The CMC is powered and is
functional in--flight, but LRU tests and full CMS functionality are only
available when the aircraft is on the ground. While in--flight, the CMC
monitors for faults that are transmitted in real time. Further resolution
of in--flight fault data requires that the aircraft be on the ground so that
full CMS functionality is used. Fault data from any member system LRU
or the CMC is downloaded to the DMU media for later evaluation.
Maintenance Display Pages

The CMC uses menus and data pages. The menu pages are used to
select the page or group of functions to be performed or to view the
data. Menu pages do not display buttons along the bottom of the
screen. Data pages are lists of maintenance data. The list items are
expanded by selecting the line item with the cursor and pushing ENTER
on the CCD. An expanded page is displayed showing more details
about the selected subject.
CMC Main Maintenance Menu

The main maintenance menu page displays four categories or items
with software action buttons located across the bottom of the screen.
The items or buttons are selected by placing the cursor ( green box )
around the item or button using the CCD cursor pad or the remote
terminal (RT) arrow keys. To go to the selected item or button, push the
ENTER button on the CCD or the equivalent left mouse button on the
RT.
NOTE: When the CMC is in use, the TCAS, WX, and CHECKLIST
buttons are inhibited.

REV 2 Oct 2006 23-9
Fault History
The fault history database (FHDB) collects maintenance messages
and CAS messages. The CMC logs CAS message and maintenance
message transitions and saves them to a FHDB with the following
current supporting data:
D Member system state (active or inactive)
D CMC flight leg
D CMS flight phase
D Time and date.
File and Data Loading

The data load function is supported by the data loading system (DLS).
The FMS database and member system software loads also use this
function. The CMC supports file transfers from the RT or the DMU to
aircraft member systems.
Maintenance Database
The fault reports are processed into maintenance messages.
Maintenance messages are correlated to CAS messages and saved to
the FHDB. The CMC processes the CAS messages from the monitor
warning function as active or inactive.
Menus and Displays

MENUS
Menu selections are made using the CCD touch pad, keyboard, or
moving RT mouse to move the green cursor box on the displayed
menu and pushing the ENTER button.
Edge buttons are located along the side or bottom of the CMC displays.
The function is identified by the name of the button. Button names and
functions change depending on which page is displayed. The Main
Menu button is present in almost all the maintenance pages and
remains in the same position.
Edge button names when displayed are as follows:
D MAIN MENU Button -- Any time this button is selected, the

beginning menu of the maintenance pages is displayed.

23-10 REV 2 Oct 2006
D PREV (Previous) and FWD (Forward) Buttons -- These buttons

are used to move forward and backward through display pages.
D MAINT MSG (Maintenance Messages) Button -- When selected,

this button displays the Maintenance Message page.
D FDE (Flight Deck Effect) Button -- Selecting this button displays

the FDE detail page.
D ABORT Button -- Selecting this button terminates a test while it is

in the initialization phase.
D TEST MENU Button -- When selected, this button displays the Test
menu.
D TEST COMPLT (Test Complete) -- TEST COMPLT is displayed

when viewing the last page of test results. It terminates the test
display when it is pushed and returns to the Select a Test menu.
D CONFIRM -- The user is requested to confirm the information

displayed. When confirmed, the process continues. The process is
aborted when it is not confirmed.
D FULL LOAD -- Load software into all the avionics systems (DLS
specific).
D TARGET LOAD -- Load software to the selected avionics

system/CMS.
D SELECT FILE -- Selects the file highlighted by the cursor in the

displayed page.
EXPANDING AND COLLAPSING LISTS
Minimal line items are displayed when a display is initially opened. To

expand a line to the next level of detail, select it with the inner green
cursor box and push ENTER. The line is expanded on the same page
or if required, a new page is displayed. An expanded line on the same
page is collapsed by selecting the line and pushing ENTER. Multiple
lines are expanded or contracted one at a time.
PAGE OVERFLOW INDICATOR
The page overflow indicator is a broad green bar on the right of the
larger green cursor box . This bar indicates more data is available than
is displayed in the boxed window. Moving the inner green cursor box
to the upper or lower limits of the page moves the page content. The
green bar indicates the direction and relative amount of data not in the
viewing area.

REV 2 Oct 2006 23-11
Blank Page

23-12 REV 2 Oct 2006
24. Fly--By--Wire Control System
INTRODUCTION
the fly--by--wire control system.
SYSTEM DESCRIPTION
Primary Flight Controls

The primary flight control surfaces are ailerons, elevators, rudder, and
multifunction spoilers. Primary surfaces are actuated using a
hydromechanical system for aileron control, and electrohydraulic
systems for each of two elevator surfaces and the single rudder
surface.
Three pairs of multifunction spoilers are controlled by one

electrohydraulic actuation system for each surface. Roll control
authority (the primary flight control function of the multifunction spoilers)
is split almost equally between ailerons and multifunction spoilers.
The aileron roll control is a dual hydromechanical control system.

Commands from the pilot’s and copilot’s control wheels are transferred
to the power control units (PCUs) mechanically by the control wheels,
cables, quadrants, push rods, and torque tubes. The control wheels
also have control of the multifunction spoilers for roll control by an
electrically signaled path. The flight control modules (FCM) contain the
analog control and monitoring circuitry that drive the multifunction
spoilers for roll control.
The primary flight control electronic system for each elevator and
rudder surface consists of the following two complementary parts:
D Primary--Actuator Control Electronics (P--ACEs) -- The P--ACEs

directly control the primary elevator and rudder actuators in an
active--standby configuration which directly replaces the cable
system of a conventional aircraft.
D FCM -- The FCMs are located in the modular avionics unit (MAU).
They supply all higher--order functionality to the P--ACEs, including
the interface to MAU resident systems/hardware/software
resources, as well as full access to available sensor data and fault
isolation/diagnostic computational elements.
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REV 2 Oct 2006 24-1
Secondary Flight Controls

The following surfaces constitute the secondary flight controls:
D Horizontal Stabilizer -- The horizontal stabilizer trim system is

electromechanical with dual electronic control of the dual actuator
through two channels in the Horizontal Stabilizer Actuator Control
Electronics (HS--ACE). The HS--ACE interfaces with the cockpit
trim switches for manual trim and two FCM for autopilot and
configuration trim. Configuration trim computations are performed
in the FCM, while autopilot trim is transmitted from the autopilot
module to the FCM through the ASCB.
D Three Pairs of Multifunction Spoilers When Used as Speed

Brakes or Ground Spoilers -- The three pairs of multifunction
spoilers are used as speed brakes. They are applied using a handle
located in the cockpit. They are also used as ground spoilers with
automatic deployment activated at touchdown.
D Two pairs of Dedicated Ground Spoilers -- There are two pairs

of ground spoilers located inboard of the multifunction spoilers. The
ground spoilers are automatically activated at touchdown.
D Leading Edge Slats/Trailing Edge Flaps -- The Embraer aircraft

use leading edge slats and trailing edge flaps for lift augmentation
during the takeoff, climb--out, approach and landing phases of flight.
The slats/flaps control system (SFCS) is a computer--controlled,
electric motor--driven actuation system. It moves the slats and flaps
to positions predetermined by command inputs from the flight crew
through the use of a selector lever.
Hydraulic Systems
The hydraulic system supplies hydraulic power for the electrohydraulic
actuation of all the primary flight control surfaces. The hydraulic system
power is generated and distributed by three independent, 3000--psi
hydraulic systems. The overview block diagram of the hydraulic
distribution system is shown in Figure 24--1.
Hydraulic systems 1 and 2 are each powered by one engine--driven

pump (EDPs 1A and 2A), that are backed up by AC motor--driven
pumps (ACMPs 1B and 2B) during high--flow demand flight phases.
The ACMPs are also used for system ground maintenance operation.
During normal operation, each hydraulic system ACMP is powered by
the electrical AC bus supplied by the generator installed on the opposite
engine. This makes sure that hydraulic systems 1 and 2 are functioning
in case of one engine failure.
Fly-- By-- Wire Control System A28-- 1146-- 172

24-2 REV 2 Oct 2006
Figure 24--1
Hydraulic System Diagram

REV 2 Oct 2006 24-3/24-- 4
Hydraulic system 3 is powered by one ACMP 3A, that is backed up by

another ACMP 3B. The AC essential bus, for which the power source
is the ram air turbine (RAT) during complete engine failure, powers
ACMP 3A. In normal operation, AC Bus 2 powers backup pump
ACMP 3B. EDP 1A, EDP 2A, and ACMP 3A are the primary sources
of hydraulic power for all flight phases. ACMP 1B, ACMP 2B, and
ACMP 3B are automatically powered on during takeoff and landing.
ACMP 1B, ACMP 2B, and ACMP 3B are also automatically powered
on due to loss of pressure from the primary pump or loss of an engine
(in the air). A power transfer unit (PTU) is automatically powered on
when there is loss of the left engine or EDP 1A (during takeoff and
landing) when System 1 has sufficient fluid quantity. System 2 supplies
input power to the PTU motor while the PTU pump supplies tertiary
power to System 1 and the airbrakes.
Modes of Operation
For operation of the flight control system, two modes of operation

(normal and direct) are defined for a P--ACE channel.
D Normal Mode -- In the normal mode, the FCM calculates

airspeed--based gain scheduling signals and sends them to the
active P--ACE channel.
D Direct Mode -- In the direct mode, control of the surfaces is

performed using fixed default airspeed gains and limits in the
P--ACE analog control to process commands received directly from
the cockpit control position sensors, without FCM auxiliary
command signals.
The flight control system lets the crew manually select the P--ACE or
spoiler--actuator control electronics (S--ACE) channels to transition
between normal and direct modes using a cockpit mounted direct mode
switch.
NOTE: The direct mode switch in the cockpit gives the pilot some
control of the modes and engage states for the rudder,
elevator, and spoiler ACEs.
The switch is used to command the two elevator and rudder surface
P--ACE channels and the S--ACE controlled spoiler surfaces. When
failures are too small to be detected by the monitors, but are detected
by the crew (low level oscillations), the switch is used to select
reversions to an operational channel.

REV 2 Oct 2006 24-5
Manual activation of the direct mode switch affects the state of the
P--ACEs, as well as the modes. Activation of the direct switch in any
axis commands the system to transfer control from the currently--active
P--ACE channel to the STBY channel on the rudder and elevator
surfaces. Since each elevator surface and the rudder surface is
controlled by two independent channels, when the crew manually
selects the direct mode, the selection switches a standby channel to be
the active control path. The status of the flight controls are displayed on
the status section of the aircraft systems display, shown in Figure 24--2.
Figure 24--2
Status Box With Normal Indications
The MODES include the following:
D NORMAL -- The surface is operating in the normal mode.
D DIRECT -- The surface is operating in the direct mode.
D FAIL -- This means the system has failed for a known reason and
a CAS message has been generated.
D -- -- -- This means a failure exists, but the source of the failed

condition is unknown and no CAS message has been generated.
The ACTUATORS status include the following status reports:
D ON -- The actuator is on and operating.
D STBY -- The actuator is in the standby channel and is available for

use.
D STBY DIR -- The actuator is in the direct mode and is operating in

the standby channel.
D ON -- The actuator is on, but a known failure has been detected

and a CAS message has been generated.
D -- -- -- The actuator is in an unknown failure condition, and it is not

on.

24-6 REV 2 Oct 2006
Figure 24--3 shows the DIRECT mode is active on the rudder surface.
Figure 24--3
Rudder With DIRECT Mode Active
Figure 24--4 shows the FAIL active on the rudder surface. This means
the rudder failed with a known cause, and there is an associated CAS
message.
Figure 24--4
Rudder With FAIL Failure Mode
Figure 24--5 shows the -- -- active on the rudder surface. This means
the rudder failed with an unknown cause, and there is no associated
CAS message.
Figure 24--5
Rudder System With a -- -- Unknown Failure Condition

REV 2 Oct 2006 24-7
In the longitudinal axis, automatic reversion to direct mode control

applies to the elevator surfaces, so that one surface does not operate
in direct mode, and one does not operate in normal mode.
Normal mode control permits several high--order FCM functions to

apply augmentation to the P--ACE control input commands. When one
elevator is selected to direct mode with the other in normal mode, the
aircraft flight characteristics could be negatively affected.
When one lane of a P--ACE channel reverts to direct mode, the

alternate lane is forced to direct mode, so the entire channel is in direct
mode.
To prevent unnecessary shutdown of a P--ACE channel on any surface

caused by a command miscompare from being in split modes, both
lanes of a channel must operate in the same mode, normal or direct.
This means that a P--ACE channel automatically transitions into direct
mode if the primary and secondary buses are invalid.
A P--ACE channel automatically transitions into the direct mode when

the host FCM lacks the data required to maintain normal mode
operation (airspeed--based gain programming, static, and total
pressure).
A P--ACE channel automatically transitions into the direct mode when

the normal mode inhibit flag is set.
In the air, after a reversion from normal to direct mode, the P--ACE stays
in the direct mode for 1 second before it attempts to transition back to
the normal mode.
In the air, after a reversion from the normal to the direct mode, when the
normal mode for a P--ACE channel is reinstated in 4 seconds, the
P--ACE latches in the direct mode.
In the air, a P--ACE channel that is latched in the direct mode transfers
to the normal mode when the crew commands it using the direct mode
switch, or after power is cycled and the P--ACE channel can operate in
normal mode.
During power--up on the ground, each P--ACE channel initially enters

direct mode, and then transitions to the normal mode when the system
can accept the normal mode and the direct mode switch is in the normal
position.
When the P--ACE reverts to the direct mode while the aircraft is on the
ground, there is no time limit on transitions to normal mode.

24-8 REV 2 Oct 2006
25. Other Systems
INTRODUCTION
The following are supplied by other vendors. Some supply or receive
information from the EPIC avionics system.
EMERGENCY LOCATION TRANSMITTER (ELT)

The emergency location transmitter (ELT) is used to locate the aircraft
after a crash has occurred. It is monitored by the GPS. The ELT system
contains an impact switch that, when armed, turns on the ELT
transmitter after crash impact. The ELT operates on its own battery
power until the battery is exhausted (three days or more). There is an
ON/OFF switch on the ELT transmitter unit located in the rear avionics
bay. The ELT cockpit control panel is located to the right of the landing
gear lever.
The ELT automatically transmits the following when there is a crash:

D The standard emergency swept tone on the 121.5/243 MHz
frequencies until the battery is dead
D The aircraft identification code or serial number of the ELT
transmitter on the 406 MHz frequency
D The country code and I.D. code on the 406 MHz frequency
D Position information from the aircraft GPS navigational system on
the 406 MHz frequency (optional).
The status of the ELT, active or not

active, is indicated on the cockpit
switch panel. When the ELT is active
(transmitting), a light continuously
flashes on the cockpit switch panel.
When a problem is detected, the light
gives a coded signal following the initial
1--second pulse.
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REV 2 Oct 2006 25-1
The coded signals and related problems are as follows:

D One flash indicates a G--switch failure.
D Three flashes indicate a 406.025 MHz transmitter problem.
D Seven flashes indicate a battery problem.
Under normal conditions, the cockpit panel switch is in the ARM position
and the ELT switch is in the OFF position. Upon impact (a change in
velocity of 4.5 feet per second (fps) or when subjected to 30 G forces
of cross--axis forces), the G--switch automatically activates the ELT.
The cockpit ELT panel light continuously flashes. To manually activate
the ELT, set the cockpit panel switch to ON or set the ELT unit switch
to ON.
When the ELT is accidentally activated by the ELT unit switch, cockpit
panel switch, or the G--switch, the ELT must be reset. There are two
ways to reset the ELT. They are as follows:
D Set the cockpit panel switch to ON for at least 1 second, and then
set the switch to ARM.
D Set ELT switch to ON, and then turn it to OFF.
NOTE: When the cockpit panel switch and the ELT unit switch are
ON, the ELT is active and cannot be reset.
INTEGRATED ELECTRONIC STANDBY (IES)

The IES is located in the
cockpit instrument panel left
of the EICAS display. The
IES displays artificial horizon,
altimeter, and airspeed
information on a single active
matrix, liquid crystal, flat
panel screen.
The IES uses the avionics

system air data to execute air
data related functions. It has
internal gyros and
accelerometers that execute
inertial data functions.
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25-2 REV 2 Oct 2006
The IES displays the following standby information:

D Attitude
D Slip/skid information
D Altitude (BARO corrected)
D Airspeed
D Mach number
D Vertical speed
D VMO/MMO.
The IES also displays external information:

D Localizer and glideslope (from aircraft [A/C] radio system ILS1)
D Heading (from A/C inertial system IRU1).
The unit has five buttons and a knob. Altitude units (feet or meters) are
set to the same as what the PFD is using.
IES controls are described in the following paragraph.
D CAGE -- When the CAGE button is pushed, the standby executes

a CAGE of the internal gyros to cancel the accumulated drift.
D ILS (Instrument Landing System) Button -- Pushing the ILS

button displays glideslope and localizer deviations from A/C radio
system (ILS1). Heading is displayed from an external source (IRS1).
D STD (Standard) Button -- Pushing the STD button sets the BARO
correction to standard.
D + and -- Buttons -- Pushing the + and -- buttons controls display

brightness. A light cell is also used to automatically adjust the screen
brightness for changing cockpit lighting conditions.
D BARO Knob -- The BARO knob is used to adjust the barometric

correction when STD is off.
The IES enters the ERROR state when a failure is detected (one or
several functions), and a corresponding flag is displayed. When there
is a loss of data, the IES enters the FAIL state and an
OUT OF ORDER page is displayed.

REV 2 Oct 2006 25-3
STANDBY CLOCK
The standby clock is

located to the right of the
EICAS display in the
cockpit instrument
panel. The clock has an
integrated quartz time
base. High--contrast
liquid crystal displays
(LCDs) are used to
display the four--digit
chronograph (CHR)
functions, the six--digit
universal time
coordinated (UTC), and
the four--digit elapsed
time (ET).
Clock controls are described in the following paragraph.
D GPS -- INT (Internally) -- SET Switch -- This three--position selector

switch selects the time source, GPS , INT , or SET for the UTC
and date displays.
D AUTO -- RST (Reset) Switch -- This two--position switch selects the

AUTO or RST functions of the elapsed time.
D DATE/SET Button/Knob -- This push--and--turn button is used to

change the date.
D CHR (Chronometer) Button -- This button starts or stops the

chronometer.
D RST Button -- This button clears the chronometer display.
Chronometer time is indicated in the top four digits under the label
CHR . When the RST button is pushed, it clears the display. The
counter restarts from zero if the chronometer is running. The CHR
button starts and stops the chronometer.
UTC from GPS or INT computed is displayed in the six digits in the
center of the clock display under the label UTC . A fixed colon
separates the hours from the minutes.

25-4 REV 2 Oct 2006
During initialization, when the three--position selector is set to GPS

and a signal is received, the clock displays the internal time or 00:00:00
(when the internal clock is not yet set). Then the clock synchronizes with
GPS time after it has completed its setting. When synchronizing with
the GPS, when no signal or invalid data is received, the clock runs on
the internal time base or displays -- --:-- --:-- -- when the internal time
is not set.
DAY, MONTH and YEAR are displayed in place of the UTC on the
six--digit LCD when the DATE button is pushed. Leap years are taken
into account.
Elapsed time ( ET ) is displayed in the bottom four digits over the label
ET when the aircraft is airborne. A fixed colon separates the hours
from the minutes.
STANDBY COMPASS
The lit magnetic compass
has a rotating compass
card, liquid damped with
silicone fluid, and enclosed
in a transparent, molded
bowl. The card is marked
with white legends on a
black background, and the
cardinal points are properly
marked N , S , E , and
W . Each 30--degree line,
except the cardinal points, is
identified by numerals
representing degrees.
Headings are read against a
vertical lubber line.
Magnetic compass is compensated for aircraft magnetic interference,

and a placard shows the deviations. The compass dimming is
controlled by the same control that adjusts the clock display brightness
and standby bezel lighting.

REV 2 Oct 2006 25-5
Blank Page

25-6 REV 2 Oct 2006
Acronyms and Abbreviations

Acronyms and abbreviations used in this Pilot’s Guide are defined as
follows:
TERMS DEFINITION
A alpha
amps
A/C aircraft
A/T autothrottle
AB above
ABM autobrake module
ABS absolute
ACARS Aircraft Communications Addressing and
Reporting System
ACDB aircraft database
ACMP AC motor pump
ACP audio control panel
ACT altitude compensated tilt
ADA air data application
ADC air data computer
ADF automatic direction finder
ADI attitude director indicator
ADL airborne data loader
ADLP airborne datalink processor
ADM air data module
ADMS aircraft diagnostic and maintenance system
ADS air data system
automatic dependent surveillance
ADSP air data smart probe
AES aircraft earth station
AFCS automatic flight control system
A28-- 1146-- 172 Acronyms and Abbreviations

REV 2 Oct 2006 Abbrev-- 1
AFIS airborne flight information system

automatic flight information system
AFM aircraft flight manual
airplane flight manual
AFMS aircraft flight manual supplement
airplane flight manual supplement
AFT after
AGL above ground level
AGM advanced graphics module
AHRS attitude and heading reference system
AIM align in motion
AIO actuator input output
ALT altitude
ALT SEL altitude (pre)select
altitude select
AM amplitude modulation
AMI airline modifiable information
AMLCD active matrix liquid crystal display
AMM air management module
ANSI American National Standards Institute
ANT antenna
AOA ACARS over AVLC
angle--of--attack
AOC Aeronautical Operational Communication
airline operational control
AOG aircraft on--ground
AOR--E Atlantic Ocean Region -- East
AOR--W Atlantic Ocean Region -- West
AP autopilot
AP DISC autopilot disconnect
API antenna position indicator
Acronyms and Abbreviations A28-- 1146-- 172

Abbrev-- 2 REV 2 Oct 2006
APM aircraft personality module

airline personality module
APP approach
APU auxiliary power unit
ARINC Aeronautical Radio Incorporated
Aeronautical Radio Inc.
ASCB--D avionics standard communication bus --
digital
ASEL altitude preselect
ASL above sea level
AT autothrottle
ATA Air Transport Association
ATC air traffic control
ATIS Automatic Terminal Information Service
ATM air traffic management
ATN Aeronautical Telecommunications Network
ATS air traffic service
ATTCS automatic takeoff thrust control system
AUTO automatic
AVLC aviation VHF link control
BARO barometric
BATT battery
BC back course bus coupler
BFO beat frequency oscillator
BIT built--in--test
BITE built--in test equipment
built--in--test error
BKUP backup
BL below
BOSC bottom of step climb

bps bits per second

BRT/DIM bright/dim
BTU British thermal unit
C/A commercial access

CAB cabin
CAN controller area network
CAS crew alerting system
CB circuit breaker
CCD cursor control device
CCS cabin communications system
ccw counterclockwise
CDI course deviation indicator
CFIT controlled flight into terrain
CHR chronograph
chronometer
CLB climb
CLR clear
CLX clearance
cm centimeters
CMC central maintenance computer
CMCM central maintenance computer module
CMF communications management function
CMS central maintenance system
code management system
CMU communications management unit
CNS communications navigation and surveillance
COM communications
COMM communication
COMP compensation

COMPLT complete
CON continuous
COTS commercial off--the--shelf
CPDLC controller pilot data link communication
CRC Customer Response Center
CRS course
CRZ cruise
CTU cabin telecommunications unit
CVR cockpit voice recorder
CW continuous wave
cw clockwise
D--ROT derotation
D/LNA diplexer/low noise amplifier
DBM database module
DC direct current display controller
DCL departure clearance
DEL delete
DEOS digital engine operating system
DEPT departure
DH decision height
DIR direct
DISC disconnect
DLK datalink
DLS data loading system
DME distance measuring equipment
DMT debug maintenance terminal
DMU data management unit
DN down

DSP data service provider

DU display unit
DVDR digital voice data recorder
digital voice/data recorder
ECL electronic checklist

ECS environmental control system
EDP engine driven pump
EDS electronic display system
EDSMWF electronic display system monitor warning
function
EED early event detection
EFIS electronic flight information display
EGPWC enhanced ground proximity warning
computers
EGPWS enhanced ground proximity warning system
EGT exhaust gas temperature
EICAS engine indication and crew alerting system
ELEC electronic
ELEV elevator
ELT emergency location transmitter
emergency locator/transmitter
EM emission
emission mode
EMER emergency
ENG engine
EPR engine pressure ratio
EPROM electrically programmable read--only
memories
EPU estimated position uncertainty
ESCAPE essential system configuration and
architecture for PRIMUS EPIC

ESS environmental stress screening

ET elapsed time
ETA estimated time of arrival
ETC elevator thrust compensation
ETTS electronic thrust trim system
EVM engine vibration module
F flap
FAA Federal Aviation Administration
FADEC full authority digital engine computer
FAF final approach fix
FANS future air navigation system
FAX facsimile
FBW fly--by--wire
FC fault code
FCM flight control module
FCS flight control system
FCV flow control valve
FD flight director
FDE flight deck effect
FDR flight data recorder
FF fuel flow
FGC flight guidance controller
FGCS flight guidance control system
FHDB fault history database
FIFO first--in first--out
FL flight level
FLCH flight level change
FLT ID flight identification

FMA flight mode annunciator

FMS flight management system
FOM figure of merit
FPA flight path angle
FPL flight planning
fpm feet per minute
FPR flight path reference
fps feet per second
FPV flight path vector
FREQ frequency
FSBY forced standby
ft feet
FWC fault warning computer
FWD forward
FWSOV firewall shut--off valve
GA go--around
GBE ground based equipment
GEN generator
GES ground earth station
GMAP ground mapping
GP guidance panel
GPS global positioning system
GS glideslope
HDG heading
HDG SEL heading select
HDOP horizontal dilution of precision
HDPH headphone
HF high frequency

HFOM horizontal figure of merit

HGI Honeywell generated information
HH hours
HHDLU hand held download unit
HIL horizontal integrity limit
HP high pressure
HPA high power amplifier
HPa, hPa hectopascals
HSI horizontal situation indicator
HUD head--up display
HYD hydraulic
Hz hertz
I/O input/output
IAS indicated airspeed
ICAO International Civil Aviation Organization
ID ident
identification
IES integrated electronic standby
IGA Intermediate gain antenna
IGN ignition
ILS instrument landing system
IN inches
inHg inches of mercury
INMARSAT International Maritime Satellite Organization
INOP inoperative
INPH interphone
INT internally
IOR Indian Ocean Region
IR inertial reference

IRS inertial reference system

IRU inertial reference unit
ISP International Satellite Provider
ITT interstage turbine temperature
ITU International Telecommunications Union
KG kilograms
kHz kilohertz
KPH kilograms per hour
L left
LAN local area network
LB(S), lbs pound(s)
LCD liquid crystal display
LD lower sideband data
LED light emitting diode
LFE landing field elevation
LG landing gear
LIM limited
LNAV long--range navigation
LOC localizer
LP low pressure
LRM line replaceable module
LRU line replaceable unit
LSA low speed awareness
LSK line select key
LSS lightning sensor system
LV lower sideband voice
LX lightning

MAG magnetic
MAGVAR magnetic variation
MAINT MSG maintenance message
MAN manual
MAP missed approach point
MAU modular avionics unit
MC master caution
MCDU multifunction control display unit
MCS multichannel SATCOM
MDA minimum descent altitude
MF multifunction
MFD multifunction display
MHz megahertz
MIC microphone
MKR marker beacon
MM minutes
MRC modular radio cabinet
MSG message
MSL mean sea level
MTC minimum terrain clearance
mW milliwatts
MWF monitor warning function
N north
numeric
N/A not applicable
NAI nacelle anti--ice
NAV navigation navigational
NIC network interface card
network interface controller

NIM network interface module

NM nautical mile(s)
Norm normal
OAT outside air temperature

ODS output data set
OFV outflow valve
OOOI out--off--on--in
OP operational
ORT owner requirements table
OVSP overspeed
P--ACE primary--actuator control electronic

PA passenger address
public address
PABX automatic branch exchange
PACIS passenger address and cabin interphone
system
PAST pilot--activated self--test
PC personal computer
PCU power control unit
PDC programmable data capture
PDD periodic device driver
PDL portable data loader
PEP peak envelope power
PERF performance
PFD primary flight display
PFPA potential flight path acceleration
PLI pitch limit indicator
PNS primary navigation source
POR Pacific Ocean Region

POST power--on self--test

PPH pound per hour
PRAIM predictive RAIM
PREV previous
Proc processor
PROG progress
PRSOV pressure shut--off valve
PS power supply
PSEM proximity sensor evaluation module
PSI pounds per square inch
PTT push--to--talk
PTU power transfer unit
QFE Queens Field Elevation

QTY quantity
R radius
right
RA radio altitude resolution advisory
RAIM receiver autonomous integrity monitoring
RALT radio altitude
RAM random access memory
RAT ram air turbine
RCB radio control bus
RCT, REACT rain echo attenuation compensation
technique
RETD retard
REV reversers
RF radio frequency
RFCF runway field clearance floor
RLOUT rollout

RMA return material authorization

RNP required navigation performance
ROL roll
RPM revolutions per minute
RST reset
RSV reserve
RT remote terminal
RTA receiver/transmitter/antenna
RTO rejected takeoff
S south
S--ACE spoiler--actuator control electronic
S/W software
SA selectively availability
SATCOM satellite communications
SDU satellite data unit
SECT sector
SEL select
SELCAL selective calling
SFCS slats/flaps control system
SLV slave
SMP Simplex
SOV shut off valve
SP space
SPD speed
SPDA secondary power distribution assembly
SPDBRK speedbrake
SPEX spares exchange
SPKR speaker

SPLT split
SPS stall protection system
SQH squelch high
SQL squelch low
SRN short range navigation
SS seconds
SSBD single sideband
SSM sign status matrix
STAB stabilizer
STAT status
STD standard
SWPS stall warning protection system
T/O take--off
TA traffic advisories
TAD terrain alerting and display
TAT total air temperature
TCAS traffic alert and collision avoidance system
TCF terrain clearance floor
TCQ thrust control quadrant
TCS touch control steering
TDS takeoff dataset
takeoff dataset selection
TEMP temperature
TGT target
THR thrust
TMS thrust management system
TO takeoff
TO/GA take off/go--around
TOC top of climb

TOD top of descent

TOGA takeoff/go--around
TRS thrust rating selection
thrust rating system
TRU transformer rectifier units
true
TSPO time since power--on
TST test
TTFF time--to--first--fix
TTS time--to--station
TURB turbulence
TWIP terminal weather information for pilots
TX transmit
UD upper sideband data

UHF ultrahigh frequency
UTC universal time coordinated
UV upper sideband voice
V volts
V DC volts direct current
V1 takeoff decision speed
V2 takeoff safety speed
VAC volts alternating current
VALT vertical altitude hold
VAR variable
VASEL VNAV altitude select
VDL VHF digital link
VDOP vertical dilution of precision
VDR VHF data radio
voice/data recorder

VFLC vertical flight level change

VFLCH VNAV flight level change
VFOM vertical figure of merit
VFR visual flight rules
VG vertical gyro
VGP vertical glidepath
VHF very high frequency
VIB vibration
VIDL VOR/ILS datalink
VIDL VHF omni directional radio and instrument
landing
VNAV vertical navigation
VOL volume
VOR/LOC very high frequency omni--directional radio
range/localizer
VPTH vertical navigation path
vertical path
VR takeoff rotation speed
VS vertical speed
VSI vertical speed indicator
VTA vertical track alert
W west
W/M windmill
windmilling
WAI wing anti--ice
WOW weight--on--wheels
WPT Ident waypoint identification
WX weather radar
WX/T weather with turbulence

XMIT INH transmissions inhibited

XPDR transponder
YD yaw damper

Index
A flight path angle speed error

tape, 5-27
Abnormal ECL operation, 6-58 pitch limit indicator, 5-29
Abnormal operation, 14-12, 20-10 ADI source annunciators, 5-33
aircraft personality module fly--to zone, 5-34
(APM), 14-13 TCAS annunciator, 5-35
IRS reversion, 14-14 TCAS avoidance zones, 5-34
Abnormal procedures, 19-50 ADI traffic alert and collision
Abnormal spoiler conditions, 7-27 avoidance system (TCAS)
AC emergency power ram air displays, 5-34
turbine (RAT), 7-64 Advanced dialing features --
AC essential bus, 24-5 air--to--ground, 22-38
AC motor--driven pumps (ACMP), Advisory (cyan) messages, 8-30
24-2 Advisory callouts, 19-48
Accelerometers, 20-7 Air data system (ADS), 2-47
Access and control, 6-2 Air traffic service (ATS) system
MFD menus, 6-3 displays, 21-12
menu button types, 6-4 introduction, 21-12
Access the maintenance system, Air--to--ground, advanced dialing
23-5 features, 22-38
Accessing the crew alert window, dialing stored numbers, 22-38
8-5 GES selection -- manual, 22-38
Acknowledging warning and redial last number, 22-38
caution messages, 8-10 review stored numbers, 22-38
Acquisition mode, 15-6 storing numbers, 22-38
ADF 1 page, 12-60 Air--to--ground fax operation, 22-32
ADF MEMORY page, 12-62 Aero--H system, 22-32
ADI display, 5-18 Aero--H+ system (global beam),
ADI display and annunciators, 5-18 22-33
ADI display, 5-18 Aero--H+ system (spot beam),
attitude shading, 5-18 22-33
ADI source annunciators, 5-33 Aero--I fax system, 22-34
ADI traffic alert and collision Air--to--ground PC data, 22-36
avoidance system (TCAS) Aero--H systems, 22-37
displays, 5-34 Aero--H+/I systems, 22-37
air data source annunciator, Air--to--ground voice
5-33 communication, 22-17
attitude source annunciators, international dialing codes,
5-33 22-19
EGPWS annunciators, 5-31 Magnastar handset dialing
marker beacons, 5-32 procedure, 22-18
terrain annunciators, 5-31 Magnastar Mach--1 handset,
windshear annunciators, 22-18
5-32 WH--10 analog handset, 22-17
windshear declutter, 5-32
A28-- 1146-- 172 Index

REV 2 Oct 2006 Index-- 1
Index (cont)
Air--to--ground voice manifold pressure gauge,
communication (cont) 7-72
WH--10 handset dialing outflow valve, 7-71
procedure, 22-17 recirculation pumps, 7-70
Aircraft diagnostic and flight control system (FCS), 7-18
maintenance system (ADMS), abnormal control surface
2-48 conditions, 7-23
Aircraft earth station (AES), 22-1 abnormal spoiler conditions,
antenna subsystem, 22-2 7-27
cabin communications system abnormal ventral speed
(CCS), 22-2 brake conditions, 7-28
cockpit voice sources, 22-3 aircraft display icon, 7-19
MCS avionics, 22-2 ground spoiler deployment
Aircraft personality module (APM), status, 7-25
14-13 spoiler deployment status,
Aircraft systems, 7-1 7-24
AC emergency power ram air spoiler surface position, 7-24
turbine (RAT), 7-64 spoiler surfaces, 7-24
air duct system, 7-74 status annunciators, 7-29
crossover valve, 7-76 ventral speed brake, 7-28
ground cart symbol, 7-77 hydraulic system, 7-32
battery, 7-67 hydraulic display reservoirs,
bleed anti--ice synoptic page, 7-33
7-82 hydraulic pressure displays,
APU bleed air system, 7-86 7-33
bleed air isolation valve, 7-87 hydraulic quantity displays,
engine bleed display, 7-85 7-34
icing display, 7-87 reservoir temperature, 7-34
left and right bleed hydraulic system synoptic page,
manifolds, 7-83 7-32
left and right wing anti--ice hydraulic pump system, 7-37
interconnects, 7-89 user icons, 7-40
left and right wing anti--ice valve icons, 7-35
valves, 7-88 valve interconnects, 7-37
temperature digital readout, line flow segments, 7-78
7-84 maintenance system synoptic
electrical displays, buses, 7-58 pages, 7-93
electrical system synoptic page, power users, 7-39
7-32 synoptic pages
with ground support, 7-55 color usage, 7-4
without ground support, 7-57 general characteristics, 7-3
environmental control system systems menu buttons, 7-1
(ECS) synoptic page, 7-68 systems title button menu, 7-2
cabin and cockpit systems/fuel, 7-41
temperatures, 7-69 AC boost pump, 7-46
Index A28-- 1146-- 172

Index-- 2 REV 2 Oct 2006
Index (cont)
Aircraft systems (cont) selected MACH airspeed digital
systems/fuel (cont) display, 5-39
APU shut--off valve, 7-50 takeoff Vspeed bugs, 5-46
DC boost pump, 7-48 Vmo/Mmo overspeed barber
engine shut--off valves, 7-50 pole, 5-42
fuel crossfeed valve, 7-49 Vspeed bugs, 5-44
fuel flow line diagrams, 7-52 Airspeed rolling digits display, 5-41
fuel injector pumps, 7-46 Airspeed trend vector, 5-41
fuel tank quantity displays, Alert message lists, 8-8
7-44 Alert messages types, 8-7
fuel temperature digital ALIGN alignment mode, 9-58
readout, 7-44 Align in motion (AIM) mode, 14-9
systems/status synoptic page, Align in motion attitude mode,
7-5 14-11
cabin doors and hatches, 7-6 Alignment, IR system initialization,
crew oxygen pressure, 7-13 14-8
flight information, 7-10 align in motion (AIM) mode, 14-9
transformer rectifier unit (TRU), Alignment mode, 14-8
7-66 Alphanumeric keys, 21-7
Airspeed (PFD) Altitude aiding mode, 15-8
displays and annunciators Altitude display and annunciator,
low speed awareness bar, 5-48
5-44 altitude displays, 5-48
VMO/MMO overspeed bar, altitude rolling digits display,
5-42 5-52
flap and gear speeds, extension altitude trend vector, 5-53
speed symbol, 5-47 BARO set window, 5-55
Airspeed displays, 5-37 barometric altitude analog
Airspeed displays and tape, 5-51
annunciators, 5-36 barometric altitude tape, 5-51
airspeed rolling digits display, metric altitude display, 5-52
5-41 metric selected altitude
airspeed trend vector, 5-41 readout, 5-50
FMS VNAV airspeed bug, 5-37 minimum altitude
indicated airspeed (IAS) analog annunciator, 5-59
tape, 5-40 radio altitude low altitude
landing Vspeed bugs, 5-47 awareness display, 5-57
low--speed awareness (LSA) radio altitude readout, 5-56
thermometer, 5-44 selected altitude digital
Mach airspeed digital display, readout and bug, 5-49
5-39 selected minimum BARO
preview mode, 5-45 altitude readout and bug,
selected indicated airspeed 5-60
(IAS) target digital readout and selected minimum radio
bug, 5-37 altitude readout, 5-58
A28-- 1146-- 172 Index

Index (cont)
Altitude display and annunciator ATC STAT MSG, 21-30
(cont) ATC STAT MSG display, 21-30
altitude displays (cont) ATIS REPORT display, 21-19
VNAV altitude waypoint ATIS REQUEST display, 21-18
constraint readout, 5-53 ATS LOG, 21-31
VNAV target altitude bug, ATS LOG display, 21-31
5-54 ATS MENU display, 21-14
lateral and vertical deviation, ATS system displays access,
5-69 21-13
ADI lateral deviation, 5-72 Attitude director indicator (ADI)
excessive lateral deviation, display and annunciators (PFD)
5-74 aircraft symbol, 5-23
excessive vertical deviation, attitude pitch scale, 5-19
5-71 excessive attitude declutter,
expanded lateral deviation, 5-20
5-73 flight director cue in takeoff
FMS lateral deviation display, mode, 5-25
5-72 flight director guidance cue,
HSI lateral deviation, 5-75 5-24
localizer lateral deviation flight path display, 5-23
display, 5-72 flight path vector, 5-25
vertical deviation scale, 5-69 horizon line, 5-23
radio altitude, 5-56 lip/Skid Indication, 5-22
vertical speed (vs) display, 5-63 low bank limit arc, 5-22
selected vertical speed roll scale, 5-22
readout and bug, 5-65 windshear visual messages,
vertical speed readout, 5-65 5-32
vertical speed scale, 5-64 flight path angle acceleration
VSI TCAS resolution pointer, 5-27
advisories, 5-66 flight path reference, 5-28
Altitude displays, 5-48 Attitude mode, 14-11
Altitude hold mode, 9-45 Audio control panel (ACP), 22-7
Altitude preselect mode, 9-39 Audio panel
Angle--of--attack (AOA) annunciators and displays,
computation, 11-2 13-10
Angle--of--attack sensors, 11-3 active channel and volume
APM DATA display, 21-56 display, 13-10
Approach 1, 5-13 audio selection button, 13-10
Approach 2, 5-13 microphone TX selection
Approach status indication, 5-11 buttons, 13-10
APU, auxiliary power unit, 12-59 telephony button, 13-10
APU speed, 8-74 control descriptions
ASCB, avionics standard audio selection button, 13-8
communications bus, 8-18 AUTO/MASK microphone
ASCB--D network, 2-5 switch, 13-9
Index A28-- 1146-- 172

Index (cont)
Audio panel (cont) DME and marker (MKR)
control descriptions (cont) beacon controls, 13-18
BKUP knob, 13-9 EMER interphone operation,
crew intercom, 13-7 13-16
HDPH button, 13-10 emergency operation, 13-17
INPH button, 13-10 ID filter (or switch) operation,
microphone selection TX 13-17
buttons, 13-8 NAV audio operation, 13-17
SPKR button, 13-9 RAMP interphone operation,
telephony button, 13-8 13-15
volume control knob, 13-9 SATCOM operation (option),
control functions, 13-7 13-14
Audio panel controls, 13-5 SELCAL operation, 13-18
Audio panel operation, 13-11 VHF and HF audio/MIC
aural warning function, 13-19 operation, 13-12
CAB interphone operation, general, 13-1
13-16 audio panel annunciators
DME and marker (MKR) beacon and displays, 13-10
controls, 13-18 audio panel controls, 13-5
Emergency (EMER) interphone backup mode, 13-4
operation, 13-16 configuration mode, 13-3
emergency operation, 13-17 control descriptions, 13-7
ID filter (or switch) operation, normal operational mode,
13-17 13-2
NAV audio operation, 13-17 other audio cockpit controls,
passenger address (PA) 13-6
operation, 13-12 introduction, 13-1
RAMP interphone operation, other audio cockpit controls,
13-15 13-6
SATCOM operation (option), jack panel, 13-7
13-14 PA switch, 13-6
SELCAL operation, 13-18 PTT (push--to--talk) switch,
VHF and HF audio/MIC 13-6
operation, 13-12 Aural alerts (TCAS)
Audio panel with callouts, 2-22 aural warning inhibit conditions,
Audio system 18-26
audio panel controls resolution advisory aural alerts,
audio panel annunciators 18-25
and displays, 13-10 traffic advisory aural alerts,
control descriptions, 13-7 18-24
audio panel operation, 13-11 Aural declutter, 19-46
aural warning function, 13-19 Aural message priority, 19-46
CAB interphone operation, Aural warning function, 13-19
13-16
A28-- 1146-- 172 Index

Index (cont)
Aural warning inhibit conditions, go--around thrust control mode
18-26 autothrottle integration with
Aural warnings, 11-9 FGCS, 10-14
master caution, 11-9 FGCS and A/T modes and
shaker vibration, 11-9 operation, 10-15
stall clacker, 11-9 single engine operation,
Auto check--off of sensed items, 10-13
6-51 speed control mode
Auto realign, 14-9 gust compensation, 10-12
IR system initialization, 14-9 low speed envelope
Autobrake (option), 8-71 protection, 10-11
Autoland 1, 5-15 N1 rating protection, 10-12
Autoland mode, 9-55 takeoff throttle hold mode, 10-10
conditions to arm/engage, 9-56 takeoff thrust control mode
minimum equipment required, flight level change thrust
9-57 control, 10-12
Autoland modes, 9-58 go--around thrust control,
Automatic dependent surveillance 10-13
process (ADSP) failures, 11-8 retard mode, 10-13
Automatic direction finder (ADF), speed control mode, 10-11
12-7 takeoff throttle hold mode,
Automatic flight control system 10-10
(AFCS), 2-17 Autothrottle system
autopilot and automatic pitch introduction, 10-1
trim overview, 2-18 thrust management system
flight director (FD) guidance (TMS), 10-1
overview, 2-17 autothrottle (AT) operational
Mach trim system overview, 2-18 description, 10-9
stall warning protection system autothrottle controls, 10-19
(SWPS), 2-19 autothrottle in--line monitors,
thrust management system 10-23
(TMS), 2-19 autothrottle modes, 10-10
yaw damper function overview, disengagement, 10-21
2-18 electronic thrust trim system
Autopilot and automatic pitch trim (ETTS), 10-23
overview, 2-18 limited condition annunciator,
Autothrottle (AT) operational 10-22
description, 10-9 takeoff dataset (TDS), 10-5
Autothrottle controls, 10-19 takeoff thrust control mode,
Autothrottle in--line monitors, 10-23 10-10
Autothrottle integration with FGCS, thrust rating selection (TRS),
10-14 10-4
Autothrottle modes, 10-10
Index A28-- 1146-- 172

Index (cont)
Auxiliary power unit (APU), 8-73 left and right wing anti--ice
APU speed, 8-74 valves, 7-88
exhaust gas temperature (EGT), temperature digital readout, 7-84
8-74 Body frame, 14-4
speed, 8-74 IR system initialization, 14-4
Brakes
abnormal pressure, 7-15
B abnormal temperature, 7-17
pressure and temperature, 7-15
BRT knob, 21-7
Back course (BC) mode, 9-14
BTMS, brake temperature
back course mode profile, 9-14
monitoring system, 8-19
back course tracking display,
Business bank angel alerts, 19-25
9-17
course armed mode display,
9-15
Back course mode, 5-92
Backup mode, 13-4 C
Basic operation, 12-20
frequency tuning, 12-23 Cabin (CAB) interphone operation,
Basic phone operation -- 13-16
air--to--ground PC data, 22-36 Cabin altitude, 8-77
Basic phone operation -- fax, 22-32 Cabin altitude rate, 8-77
air--to--ground fax operation, Cabin differential pressure, 8-78
22-32 Cabin environment, 8-76
ground--to--air operation, 22-36 cabin altitude, 8-77
Basic phone operation -- voice, cabin altitude rate, 8-77
22-17 landing field elevation, 8-79
air--to--ground voice normal cabin altitude rate
communication, 22-17 change display, 8-77
Magnastar Mach--1 handset, normal cabin differential
22-18 pressure display, 8-78
WH--10 analog handset, Cabin equipment (SATCOM),
22-17 22-12
ground--to--air communication, FAX machine, 22-15
22-24 handsets, 22-12
Battery, 7-67 Magnastar Mach I handset,
Bleed anti--ice synoptic page, 7-82 22-14
APU bleed air system, 7-86 WH--10 handset, 22-12
bleed air isolation valve, 7-87 PC modem, 22-16
engine bleed display, 7-85 CAS and maintenance messages,
icing display, 7-87 23-3
left and right bleed manifolds, CAS message inhibit, 8-11
7-83 CAS Messages, 11-9
left and right wing anti--ice CAS messages, 8-7
interconnects, 7-89 Caution (amber) messages, 8-15
A28-- 1146-- 172 Index

Index (cont)
Central maintenance computer communications
(CMC), 23-2 management function
data load function, 23-10 (CMF) (optional), 23-4
expanding and collapsing lists, cursor control device (CCD),
23-11 23-3
menus and displays data management unit
ABORT button, 23-11 (DMU) (optional), 23-3
CONFIRM, 23-11 modular avionics unit (MAU),
FDE button, 23-11 23-3
FULL LOAD, 23-11 remote terminal (RT)
FWD button, 23-11 (optional), 23-4
MAIN MENU button, 23-10 member systems, 23-3
MAINT MSG button, 23-11 role in cockpit, 23-2
PREV button, 23-11 CG, center of gravity, 9-48
SELECT FILE, 23-11 Checklist application, 6-43
TARGET LOAD, 23-11 Checklist color usage, 6-46
TEST COMPLT, 23-11 Checklist display, 6-47
TEST MENU button, 23-11 Checklist operation, 6-53
Central maintenance computer Checklist organization, 6-44
(CMC) operation Checklist priorities, 6-56
CMC main menu, 23-9 Checklist title button, 6-13
fault history, 23-10 Checklist window, 6-45
file and data loading, 23-10 Circuit breaker control
file transfer, 23-10 abnormal operation, 20-10
maintenance database, 23-10 power failure, 20-10
menus and displays, 23-10 CLR key, 21-7
page overflow indicator, 23-11 CMC in--air main menu, 23-7
Central maintenance computer CMC MAIN MENU, 23-6
(CMC) system, 2-48 CMC main menu, 23-9
Central maintenance system CMC operation, 23-5
(CMS) functions, 23-2 access the maintenance system,
CAS and maintenance 23-5
messages, 23-3 CMC in--air main menu, 23-7
central maintenance computer CMC MAIN MENU, 23-6
(CMC), 23-2 displays pages and controls,
ground tests, 23-3 23-9
hardware components, 23-3 maintenance display pages,
central maintenance 23-9
computer module (CMCM), Cockpit, 1-9
23-3 Cockpit controls, 3-12
cockpit display unit, 23-3 flight director, 3-12
cockpit printer (optional), AP DISC buttons, 3-12
23-4 BC mode, 3-12
Index A28-- 1146-- 172

Index (cont)
Cockpit controls (cont) MAINTENANCE menu display,
flight director (cont) 21-50
TCS button, 3-13 multifunction control display unit
Codes, dialing codes, international (MCDU), 21-4
air--to--ground, 22-19 NEW MESSAGES display,
COM 3 page (optional), 12-44 21-32
COM MEMORY 1/2 and 2/2 pages, Oceanic clearance display,
12-36 21-24
COM MEMORY 2/2 page, 12-37 OCEANIC CLX REQ display,
COM1 page, 12-33 21-23
COMM AUDIT display, 21-57 page formats and data labels,
Common display elements, 6-15 21-8
Communications equipment, 2-21 data line, 21-8
audio panel with callouts, 2-22 large font, 21-8
digital audio system, 2-23 line title, 21-8
electronic display system (EDS), page number, 21-8
2-25 page title, 21-8
modular radio cabinet, 2-22 scratchpad, 21-8
radio system architecture, 2-21 small font, 21-8
SATCOM (option), 2-24 page organization, 21-9
Communications management PART NUMBERS display, 21-51
function (CMF) PREV LEG display, 21-54
air traffic service (ATS) system PUSHBACK CLX display, 21-27
displays, 21-12 PUSHBACK CLX REQ display,
access diagram, 21-13 21-25
introduction, 21-12 system description, 21-1
APM DATA display, 21-56 system displays access, 21-34
ATC STAT MSG display, 21-30 system interfaces, 21-2
ATIS report display, 21-19 system manager displays, 21-33
ATIS REQUEST display, 21-18 SYSTEM MENU display, 21-35
ATS LOG display, 21-31 system operation, 21-3
ATS menu display, 21-14 PRINT button, 21-4
COMM AUDIT display, 21-57 SEND button, 21-3
control display unit (CDU) TAXI CLX display, 21-29
alphanumeric keys, 21-7 TAXI CLX REQUEST display,
CLR key, 21-7 21-28
CURRENT LEG display, 21-53 TEXT UPLINK display, 21-49
DATA REGIONS display, 21-48 TIME/DATE display, 21-36
DATALINK MGR display, 21-37 TWIP report display, 21-17
DCL REQUEST display, 21-20 TWIP REQUEST display, 21-15
departure clearance display, VHF FREQ SEL display, 21-46
21-22 Conditions to arm/engage, 9-56
FAULT DATA display, 21-55 Configuration mode, 13-3
FAULT LOG display, 21-52 Control descriptions, 13-7
introduction, 21-1
A28-- 1146-- 172 Index

Index (cont)
Control display unit (CDU), 21-5 WX button, 2-35
alphanumeric keys, 21-7 display controllers, PFD control
CLR key, 21-7 panel controls, 3-13
Control panel, 20-5 flight guidance controller (FGC),
Control yoke switches, 3-27 3-4
AP quick disconnect switch, flight director controls, 3-7,
3-27 3-13
manual pitch/trim switch, 3-27 full guidance panel, 3-5
steep approach switch, 3-28 reversion panel, 3-18
TCS switch, 3-27 flight guidance panel (GP)
Controllers, 2-31 autoflight controls, 2-32
control yoke switches, 3-27 AP button, 2-32
AP quick disconnect switch, SRC button, 2-32
3-27 YD button, 2-32
manual pitch/trim switch, flight guidance panel (GP)
3-27 autothrottle speed controls,
steep approach switch, 3-28 2-32
TCS switch, 3-27 AUTO/MAN switch, 2-32
cursor control device (CCD), PUSH CHG button, 2-32
2-42, 3-2 SPEED knob, 2-32
CCD display control, 3-3 flight guidance panel (GP) lateral
concentric rotary knobs, 3-3 controls, 2-31
display selection buttons, 3-3 APP button, 2-32
ENTER buttons, 3-4 BANK button, 2-32
touch pad, 3-3 HDG button, 2-32
digital voice data recorder HDG SEL knob, 2-32
(DVDR), 2-42 NAV button, 2-31
display controller (DC), 2-34 PUSH SYNC button, 2-32
BARO SET knob, 2-34 flight guidance panel (GP)
circle bearing source vertical mode controls, 2-33
selector knob, 2-35 ALT button, 2-33
CRS knob, 2-34 ALT SEL knob, 2-33
diamond bearing source FLCH button, 2-33
selector knob, 2-35 PUSH FT/M button, 2-33
FD button, 2-36 VNAV button, 2-33
FMS button, 2-35 VS button, 2-33
FPR button, 2-35 VS thumbwheel, 2-33
HSI button, 2-35 general, 3-1
IN/hPa switch, 2-35 guidance panel (GP) controls,
MINIMUMS knob, 2-34 2-31
PREV button, 2-35 introduction, 3--1
PUS DIR button, 2-34 multipurpose control display unit
PUSH STD button, 2-35 (MCDU), 2-36
RA/BARO knob, 2-34 front panel display, 2-36
V/L button, 2-35
Index A28-- 1146-- 172

Index (cont)
Controllers (cont) Customer response center, 1-12
multipurpose control display unit Customer support, 1-12
(MCDU) (cont) customer response center, 1-12
function key layout display, Honeywell Online Technical
2-39 Publications Web site, 1-12
page layout, 2-40
subsystem communications,
2-40 D
reversion panel
ADS reversion button, 3-21 D--ROT derotation mode, 9-61
AUTO, 3-18 Data load function, 23-10
auto reversion configuration, DATA REGIONS display, 21-48
3-19 DATALINK MGR display, 21-37
control yoke switches, 3-27 DCL REQUEST display, 21-20
dimming controls, 3-22 Departure clearance display, 21-22
displays switch, 3-18 DEPARTURE CLX display, 21-22
EICAS declutter panel, 3-24 Digital audio control bus, 2-23
IRS reversion button, 3-21 Digital audio system, 2-23
PFD, MFD, EICAS positions, digital audio control bus, 2-23
3-21 digital microphone control and
T/O CONFIG button, 3-23 interphone bus, 2-23
WC--880 Weather Radar Digital microphone control and
Controller, TILT knob, 17-18 interphone bus, 2-23
Crew alerting system (CAS), 8-4 Digital VHF data radio (VDR), 12-1
accessing the crew alert window, Digital voice data recorder (DVDR),
8-5 2-42
acknowledging warning and circuit breaker control, 20-9
caution messages, 8-10 abnormal operation, 20-10
alert message lists, 8-8 power failure, 20-10
alert messages types, 8-7 downloading DVDR data using
CAS message inhibit, 8-11 the hand held download unit
CAS messages, 8-7 (HHDLU), 20-10
caution (amber) messages, 8-15 DVDR operation, 20-2
status (white) messages, 8-41 accelerometers, 20-7
status line, 8-9 control panel, 20-5
warning (red) messages, 8-12 DVDR failure, 20-8
Crew oxygen pressure, 7-13 DVDR testing, 20-8
CURRENT LEG display, 21-53 impact switches, 20-7
Cursor control device (CCD), 2-42, load cells, 20-7
3-2 MCDU maintenance
CCD display control, 3-3 controls, 20-6
concentric rotary knobs, 3-3 microphones, 20-7
display selection buttons, 3-3 general, 20-1
ENTER buttons, 3-4 introduction, 20-1
touch pad, 3-3 operation, 20-2
A28-- 1146-- 172 Index

Index (cont)
Dimming controls, 3-22 radio altitude system failure and
captain’s PFD, MFD, and EICAS miscompare, 16-6
displays, 3-22 Displays, 2-26
first officer’s MFD and PFD, 3-22 multifunction display (MFD),
Disengagement, 10-21 2-27
Display controller, reversion panel, primary flight display (PFD), 2-26
3-18 Displays pages and controls
Display controller (DC), 2-34 (CMC), 23-9
controller functions, 2-34 Distance measuring equipment,
BARO SET knob, 2-34 5-94
circle bearing source Distance measuring equipment
selector knob, 2-35 (DME), 12-8
CRS knob, 2-34 Distance measuring equipment
diamond bearing source (DME) and marker (MKR) beacon
selector knob, 2-35 controls, 13-18
FD button, 2-36 Drift angle bug, 5-87
FMS button, 2-35 DVDR failure, 20-8
FPR button, 2-35 DVDR operation
HSI button, 2-35 accelerometers, 20-7
IN/hPa switch, 2-35 control panel, 20-5
MINIMUMS knob, 2-34 DVDR failure, 20-8
PREV button, 2-35 DVDR testing, 20-8
PUS DIR button, 2-34 impact switches, 20-7
PUSH STD button, 2-35 load cells, 20-7
RA/BARO knob, 2-34 MCDU maintenance controls,
V/L button, 2-35 20-6
WX button, 2-35 microphones, 20-7
Display controllers, 3-13 DVDR testing, 20-8
PFD control panel controls, 3-13
BARO SET controls, 3-13
BRG button, 3-14
FMS button, 3-16 E
FPR button, 3-16
HSI button, 3-14 Earth frame, 14-4
MINIMUMS knob, 3-17 EGPWS annunciators, 5-31
PREV button, 3-15 marker beacons, 5-32
V/L button, 3-16 terrain annunciators, 5-31
WX button, 3-15 windshear annunciators, 5-32
Display cursor, 12-15 windshear declutter, 5-32
Display prompts, 12-15 EGPWS database, 19-7
Displaying radio altimeter EGPWS on the MFD, 19-42
information, 16-2 EGPWS system outputs, 19-5
radio altitude (RALT) readout, EGPWS test, 19-55
16-2 EICAS declutter, 8-3
radio altitude self--test, 16-6 EICAS layout, 8-2
Index A28-- 1146-- 172

Index (cont)
Electrical system, 7-55 End of flight, 14-11
AC emergency power ram air Engine--driven pump (EDP), 24-2
turbine (RAT), 7-64 Engine failure annunciators, 8-52
battery, 7-67 Engine indication and crew alerting
electrical displays, buses, 7-58 system (EICAS), 2-29
synoptic page, 7-55 auxiliary power unit (APU), 8-73
transformer rectifier unit (TRU), APU speed, 8-74
7-66 exhaust gas temperature
Electronic checklist (ECL), 6-42 (EGT), 8-74
abnormal ECL operation, 6-58 cabin environment, 8-76
auto check--off of sensed items, cabin altitude, 8-77
6-51 cabin altitude rate, 8-77
checklist applications, 6-43 cabin differential pressure,
checklist color usage, 6-46 8-78
checklist display, 6-47 landing field elevation, 8-79
checklist operation, 6-53 normal cabin altitude rate
checklist organization, 6-44 change display, 8-77
checklist priorities, 6-56 crew alerting system (CAS), 8-4
checklist window, 6-45 accessing the crew alert
function buttons, 6-48 window, 8-5
line item timer function, 6-52 acknowledging warning and
link to synoptic page, 6-50 caution messages, 8-10
manual condition branching, alert message lists, 8-8
6-50 alert messages types, 8-7
non--normal checklist operation, CAS message inhibit, 8-11
6-55 CAS messages, 8-7
normal checklist operation, 6-54 caution (amber) messages,
Electronic display system (EDS), 8-15
2-25, 4-1 status (white) messages,
EDS operation, 4-6 8-41
electronic displays, 2-25 status line, 8-9
engine indication and crew warning (red) messages,
alerting system (EICAS), 2-29 8-12
general, 4-1 declutter mode, 8-3
introduction, 4-1 engine oil, 8-56
Electronic displays system (EDS), engine vibration, 8-58
14-5 oil pressure, 8-56
IR system initialization, 14-5 flap display
Electronic thrust trim system abnormal displays, 8-63
(ETTS), 10-23 flap indicator, 8-61
Emergency (EMER) interphone flap position indications, 8-62
operation, 13-16 normal displays, 8-62
Emergency location transmitter flaps, slats, spoiler, and
(ELT), 25-1 speedbrakes, 8-60
Emergency operation, 13-17 ground spoiler, 8-67
A28-- 1146-- 172 Index

Index (cont)
Engine indication and crew alerting Enhanced ground proximity
system (EICAS) (cont) warning system (EGPWS), 2-48
flaps, slats, spoiler, and general, 19-1
speedbrakes (cont) ground proximity
steep approach indicator, advisory callouts, 19-48
8-67 aural declutter, 19-46
fuel quantity, 8-54 aural message priority, 19-46
general, 8-1 business bank angle callout,
EICAS declutter, 8-3 19-25
EICAS layout, 8-2 EGPWS on the MFD, 19-42
reversion and screen enhanced functions, 19-30
brightness, 8-2 envelope modulation, 19-30
introduction, 8-1 excessive bank angle
advisory (cyan) messages, callout, 19-24
8-30 geometric altitude, 19-45
landing gear/autobrake (option), glideslope alerts, 19-48
8-68 mode 1 excessive descent
autobrake (option), 8-71 rate, 19-8
gear position, 8-69 mode 2 excessive closure to
primary engine instruments, 8-44 terrain, 19-9
slats display mode 2A alerts, 19-9
abnormal, 8-65 Mode 2B alerts, 19-11
normal display, 8-64 mode 3 altitude loss after
slat position indicators, 8-64 takeoff, 19-12
slats position, 8-64 mode 4 unsafe terrain
speedbrake display clearance, 19-14
abnormal indications, 8-66 mode 4A alerts, 19-15
normal indications, 8-66 mode 4B alert, 19-16
speedbrake indicator, 8-66 mode 4C alert, 19-18
trim position indicators, 8-80 mode 5 excessive deviation
pitch trim (horizontal below glideslope alert,
stabilizer), 8-81 19-20
roll trim (aileron), 8-81 mode 6 advisory callouts,
yaw trim (rudder), 8-83 19-22
Engine oil, 8-56 mode 7 windshear alerting,
engine vibration, 8-58 19-27
high pressure (HP) vibration, other EGPWS displays,
8-59 19-42
low pressure (LP) vibration, peaks display, 19-36
8-58 pilot responses to EGPWS
oil pressure, 8-56 alerts, 19-47
oil temperature, 8-57 runway field clearance floor,
Engine shut--off valves, 7-50 19-33
Engine vibration, 8-58 smart 500--foot callout, 19-24
Enhanced functions, 19-30
Index A28-- 1146-- 172

Index (cont)
Enhanced ground proximity ground cart symbol, 7-77
warning system (EGPWS) (cont) cabin and cockpit temperatures,
ground proximity (cont) 7-69
TCF/TAD INOP and INHIBIT, line flow segments, 7-78
19-44 manifold pressure gauge, 7-72
terrain alerting and display, outflow valve, 7-71
19-35 recirculation pumps, 7-70
terrain clearance floor, 19-31 synoptic page, 7-68
terrain look ahead alerting Equipment and functions, 1-2
(obstacles), 19-34 optional equipment, 1-7
transport bank angle alerts, standard equipment, 1-2
19-26 Essential system configuration and
windshear cautions, 19-48 architecture for PRIMUS EPIC
windshear warning, 19-28 (ESCAPE), 2-5
introduction, 19-1 Excessive bank angle callout,
system description, 19-3 19-24
EGPWS database, 19-7 Expanding and collapsing lists,
EGPWS system outputs, 23-11
19-5
ground proximity, 19-6
system limitations, 19-57 F
system constraints, 19-57
system operation, 19-49 FADEC
abnormal procedures, 19-50 full authority digital engine
mode 1 excessive descent control, 8-22
rates, 19-50 full--authority digital engine
mode 2 excessive closure computer, 8-45
terrain, 19-51 Failure annunciators
mode 4 unsafe terrain engine fail annunciator, 8-52
clearance, 19-51 engine instrument display area,
mode 5 descent below 8-52
glideslope, 19-51 OFF annunciator, 8-52
normal procedures, 19-49 thrust reverser annunciator,
terrain alerting and clearance 8-53
floor, 19-52 windmill (WML) annunciator,
system start--up and test, 19-53 8-53
EGPWS test, 19-55 FAULT DATA display, 21-55
ground testing, 19-55 Fault history, 23-10
start--up, 19-53 FAULT LOG display, 21-52
Enter a new reply code, 18-6 Fault mode, 15-7
Envelope modulation, 19-30 FAX machine, 22-15
Environmental control system FGCS and A/T modes and
(ECS), 7-68 operation, 10-15
air duct system, 7-74 File and data loading, 23-10
crossover valve, 7-76 File transfer, 23-10
A28-- 1146-- 172 Index

Index (cont)
Flap and gear speeds, extension Flight director controls, 3-7
speed symbol, 5-47 A/T button, 3-10
Flap display ALT button, 3-11
abnormal, 8-63 ALT SEL button, 3-11
flap indicator, 8-61 AP button, 3-9
flap position indications, 8-62 APP button, 3-8
normal displays, 8-62 BANK button, 3-8
Flaps, slats, spoiler, and BC mode, 3-12
speedbrakes, 8-60 CRS button, 3-7
ground spoiler, 8-67 FD button, 3-7
steep approach indicator, 8-67 FLCH button, 3-10
abnormal steep indication, FPA button, 3-12
8-67 FPA SEL knob, 3-12
normal steep indication, 8-67 HDG button, 3-8
Flare mode, 9-59 HDG SEL knob, 3-9
Flight control modules (FCM), 24-1 NAV button, 3-8
Flight control system, 24-5 other cockpit controls, 3-12
modes of operation AP DISC buttons, 3-12
P--ACE channel, 24-5 TCS button, 3-13
spoiler--actuator control SPEED knob, 3-10
electronic (S--ACE) SRC button, 3-10
channels, 24-5 VNAV button, 3-10
Flight control system (FCS), 7-18 VS button, 3-11
abnormal control surface VS wheel, 3-11
conditions, 7-23 YD button, 3-9
failed deployed, 7-23 Flight guidance controller (FGC),
surface position unavailable, 3-4
7-23 display controller, 3-13
abnormal spoiler conditions, flight director controls, 3-7
7-27 A/T button, 3-10
aircraft display icon, 7-19 ALT button, 3-11
aileron surfaces, 7-20 ALT SEL button, 3-11
elevator surfaces, 7-20 AP button, 3-9
rudder surfaces, 7-21 APP button, 3-8
spoiler surfaces, 7-24 BANK button, 3-8
deployment status, 7-24 CRS button, 3-7
ground spoiler deployment FLCH button, 3-10
status, 7-25 FPA button, 3-12
position, 7-24 FPA SEL knob, 3-12
status annunciators, 7-29 HDG button, 3-8
synoptics page, 7-18 HDG SEL knob, 3-9
ventral speed brake, 7-28 NAV button, 3-8
abnormal ventral speed SPEED knob, 3-10
brake conditions, 7-28 SRC button, 3-10
Flight director (FD), 2-17 VNAV button, 3-10
Index A28-- 1146-- 172

Index (cont)
Flight guidance controller (FGC) FLCH button, 2-33
(cont) FPA button, 2-33
flight director controls (cont) FPA knob, 2-33
VS button, 3-11 PUSH FT/M button, 2-33
VS wheel, 3-11 VNAV button, 2-33
YD button, 3-9 VS button, 2-33
full guidance panel, 3-5 VS thumbwheel, 2-33
Flight guidance panel (GP) Flight information, 7-10
autoflight controls, 2-32 electrical battery, 7-11
AP button, 2-32 invalid data, 7-10
SRC button, 2-32 number and time, 7-10
YD button, 2-32 Flight level change mode, 9-35
autothrottle speed controls, 2-32 Flight level change thrust control
AUTO/MAN switch, 2-32 mode, 10-12
PUSH CHG button, 2-32 Flight management system (FMS),
SPEED knob, 2-32 2-43, 14-5
display controller (DC) block diagram, 2-43
BARO SET knob, 2-34 software, 2-44
circle bearing source Flight mode annunciators (FMA),
selector knob, 2-35 5-3
CRS knob, 2-34 approach 1, 5-13
diamond bearing source approach 2, 5-13
selector knob, 2-35 approach status indication, 5-11
FD button, 2-36 armed and active autothrottle
FMS button, 2-35 (AT) modes, 5-3
FPR button, 2-35 autoland 1, 5-15
HSI button, 2-35 autopilot engage
IN/hPa switch, 2-35 (AUTOPILOT/TCS)
MINIMUMS knob, 2-34 annunciator, 5-6
PREV button, 2-35 AP mode field annunciators,
PUS DIR button, 2-34 5-7
PUSH STD button, 2-35 autopilot source/couple arrow,
RA/BARO knob, 2-34 5-7
V/L button, 2-35 autothrottle mode annunciator,
WX button, 2-35 5-5
lateral controls, 2-31 AT mode field annunciators,
APP button, 2-32 5-5
BANK button, 2-32 default modes, 5-10
HDG button, 2-32 lateral and vertical mode field
HDG SEL knob, 2-32 annunciators, 5-8
NAV button, 2-31 lateral and vertical modes, 5-7
PUSH SYNC button, 2-32 lateral and vertical flight director
vertical mode controls, 2-33 modes, 5-7
ALT button, 2-33 steep approach status
ALT SEL knob, 2-33 indication, 5-17
A28-- 1146-- 172 Index

Index (cont)
Flight mode annunciators (FMA) crossfeed valve, 7-49
(cont) DC boost pump, 7-48
vertical track alert annunciator, engine shut--off valves, 7-50
5-10 fuel flow line diagrams, 7-52
Flight path angle acceleration fuel system synoptic page, 7-41
pointer, 5-27 injector pumps, 7-46
Flight path angle speed error tape, tank quantity displays, 7-44
5-27 temperature digital readout, 7-44
Flight path reference (FPR), 5-28 Fuel quantity, 8-54
Fly--by--wire control system Full authority digital engine control
hydraulic system (FADEC), 8-45
AC essential bus, 24-5 Function buttons, 6-48
AC motor driven pump, 24-2 Function selections, 17-14
engine--driven pump (EDPs
1A & 2A), 24-2
power transfer unit (PTU), G
24-5
systems diagram, 24-3 Gear position, 8-69
introduction, 24-1 normal gear indications, 8-69
primary flight controls unsafe gear indications, 8-70
flight control modules (FCM), General
24-1 audio panel annunciators and
primary--actuator control displays, 13-10
electronics (P--ACEs), 24-1 audio panel controls, 13-5
secondary flight controls backup mode, 13-4
horizontal stabilizer, 24-2 configuration mode, 13-3
leading edge slats, 24-2 control descriptions, 13-7
multifunction spoilers (three EICAS declutter, 8-3
pairs), 24-2 EICAS layout, 8-2
trailing edge flaps, 24-2 normal operational mode, 13-2
two pairs of ground spoilers, other audio cockpit controls,
24-2 13-6
system description, 24-1 reversion and screen brightness,
hydraulic system, 24-2 8-2
modes of operation, 24-5 Geometric altitude, 19-45
primary flight control, 24-1 GES selection, manual, 22-38
secondary flight controls, Glideslope alerts, 19-48
24-2 Global positioning system (GPS),
FMS VNAV airspeed bug, 5-37 2-45
Frequency swapping operation, general, 15-1
12-18 introduction, 15-1
Frequency tuning, 12-23 operating modes, 15-4
Fuel acquisition mode, 15-6
AC boost pump, 7-46 aided mode, 15-7
APU shut--off valve, 7-50 altitude aiding mode, 15-8
Index A28-- 1146-- 172

Index (cont)
Global positioning system (GPS) mode 4C alert, 19-18
(cont) mode 5 excessive deviation
operating modes (cont) below glideslope alert, 19-20
fault mode, 15-7 mode 6 advisory callouts, 19-22
initialization mode, 15-5 mode 7 windshear alerting,
navigation (NAV) mode, 15-7 19-27
self--test mode, 15-5 other EGPWS displays, 19-42
operation, 15-4 peaks display, 19-36
operating modes, 15-4 pilot responses to EGPWS
receiver autonomous integrity alerts, 19-47
monitor (RAIM), 15-3 runway field clearance floor,
Go--around (GA) mode (wings 19-33
level), 9-47 smart 500--foot callout, 19-24
Go--around thrust control mode, TCF/TAD INOP and INHIBIT,
10-13 19-44
autothrottle integration with terrain alerting and display,
FGCS, 10-14 19-35
FGCS and A/T modes and terrain clearance floor, 19-31
operation, 10-15 terrain look ahead alerting
single engine operation, 10-13 (obstacles), 19-34
Ground proximity, 19-6 transport bank angle alerts,
advisory callouts, 19-48 19-26
aural declutter, 19-46 windshear cautions, 19-48
aural message priority, 19-46 windshear warning, 19-28
business bank angle callout, windshear warnings, 19-48
19-25 Ground spoiler, 8-67
EGPWS on the MFD, 19-42 Ground testing, 19-55
enhanced functions, 19-30 Ground tests, 23-3
envelope modulation, 19-30 Ground--to--air communication,
excessive bank angle callout, 22-24
19-24 Ground--to--air fax operation, 22-36
geometric altitude, 19-45 Ground--to--air voice
glideslope alerts, 19-48 communication
mode 1 excessive descent rate, cross reference, 22-27
19-8 dialing procedure, 22-31
mode 2 excessive closure to international access codes,
terrain, 19-9 22-28
mode 2A alerts, 19-9 satellite coverage and GES
Mode 2B alerts, 19-11 locations, 22-25
mode 3 altitude loss after Guidance panel (GP), 2-31
takeoff, 19-12
mode 4 unsafe terrain
clearance, 19-14 H
mode 4A alerts, 19-15
mode 4B alert, 19-16 Handovers, 22-12
A28-- 1146-- 172 Index

Index (cont)
Handsets, 22-12 full compass heading display,
Magnastar Mach I handset, 5-85
22-14 heading source, 5-89
WH--10 handset, 22-12 CDI scale and pointer, 5-92
Hardware components (CMS), COM frequency and identifier
23-3 display, 5-98
central maintenance computer course/desired track readout
module (CMCM), 23-3 and pointer, 5-90
cockpit display unit, 23-3 DME hold mode, 5-95
cockpit printer (optional), 23-4 DME source identifier, 5-94
communications management DME source station identifier,
function (CMF) (optional), 23-4 5-95
cursor control device (CCD), DME TTG readout, 5-95
23-3 elapsed timer, 5-96
data management unit (DMU) full compass display, 5-85
(optional), 23-3 groundspeed, 5-93
modular avionics unit (MAU), NAV source station identifier,
23-3 5-89
remote terminal (RT) (optional), PFD radio cursor box, 5-97
23-4 polar wind display, 5-95
Heading hold (ROLL) mode, 9-3 radio displays, 5-97
Heading select mode, 9-4 select heading bug and
Heading source, 5-89 digital readout, 5-86
HF COM 1/1, 12-47 TO/FROM indicator, 5-91
HF detail 2/2 page, 12-55 HSI arc mode, 5-99
HF emergency channel abnormal selected heading out of view
operation, 12-59 arrow, 5-100
HF emergency channel setup weather display, 5-99
page, 12-58 weather radar annunciators,
HF MEMORY 1/2 and 2/2, 12-56 5-100
Honeywell online technical weather radar display, 5-99
publications web site, 1-12 HSI map mode display, 5-100
Honeywell product support, 1-11 flight plan displays, 5-101
Horizontal situation indicator (HSI), lateral deviation, 5-103
5-82 NAV source
arc (partial compass) display, NAV frequency and identifier
heading arc displays, 5-99 display, 5-98
distance measuring equipment, primary NAV source
5-94 annunciator, 5-88
drift angle bug, 5-87 preview mode, 5-103
full compass display, back course pointer and deviation
course mode, 5-92 bar, 5-105
Full compass heading display, preview lateral deviation,
5-85 5-106
Index A28-- 1146-- 172

Index (cont)
Horizontal situation indicator (HSI) ILS LOC capture and GS armed,
(cont) 9-22
preview mode (cont) Impact switches, 20-7
vertical deviation scale, In--flight roll compensation
5-106 adjustment of the PRIMUS 660
preview NAV source, 5-104 weather radar system, 17-32
primary NAV source In--flight troubleshooting, 17-29
annunciators, 5-88 Indicated airspeed (IAS) analog
selected heading readout and tape, 5-40
bug, 5-86 Inertial reference unit (IRU)
Horizontal stabilizer, 24-2 abnormal operation, IRS source
HSI map mode display, 5-100 reversion, 14-14
HSI arc mode, 5-99 IR system initialization, 14-2
Hydraulic system, 7-32 end of flight, 14-11
hydraulic display reservoirs, Initialization mode, 15-5
7-33 Instrument landing system (ILS)
hydraulic pressure displays, approach mode, 9-18
7-33 dual couple approach mode
hydraulic pump system, 7-37 display, 9-29
hydraulic quantity displays, 7-34 glideslope tracking mode profile,
hydraulic valves, 7-35 9-25
power users, 7-39 ILS approach mode glideslope
reservoir temperature, 7-34 intercept profile, 9-21
synoptic page, 7-32 ILS approach mode localizer
user icons, 7-40 intercept profile, 9-18
valve icons, 7-35 ILS approach mode tracking,
valve interconnects, 7-37 9-25
Hydraulic systems, 24-2 ILS Cat II approach mode
AC essential bus, 24-5 procedure, 9-27
ram air turbine (RAT), 24-5 ILS GS capture, 9-22
engine driven pump (EDPs 1A & ILS LOC capture and GS armed,
2A), 24-2 9-22
power transfer unit (PTU), 24-5 localizer and glideslope armed
systems diagram, 24-3 modes, 9-20
localizer and glideslope track
mode display, 9-26
I Integrated electronic standby (IES),
25-2
ICE condition, 11-8 Interaction between operational
Ident (ID) filter (or switch) modes, 14-7
operation, 13-17 Interfaces, 14-5
ILS approach mode tracking, 9-25 International access codes, 22-28
ILS Cat II approach mode Introduction, 1-1
procedure, 9-27 advisory (cyan) messages, 8-30
ILS GS capture, 9-22 Aircraft Cockpit, 1-9
A28-- 1146-- 172 Index

Index (cont)
Introduction (cont) glideslope tracking mode
customer support, 1-12 profile, 9-25
customer response center, ILS approach mode
1-12 glideslope intercept profile,
Honeywell aerospace 9-21
technical publications, 1-12 ILS approach mode localizer
equipment and functions intercept profile, 9-18
covered, 1-2 localizer and glideslope
optional equipment, 1-7 armed modes, 9-20
standard equipment, 1-2 localizer and glideslope track
Honeywell product support, 1-11 mode display, 9-26
Pilot Guide Structure, 1-1 lateral navigation (LNAV) mode,
IRS reversion, 14-14 9-7
localizer (LOC) mode, 9-9
localizer armed mode, 9-10
L localizer capture mode, 9-11
localizer track mode display,
Landing field elevation, 8-79 9-13
Landing gear/autobrake (option), localizer tracking mode
8-68 profile, 9-12
autobrake (option), 8-71 roll hold mode, 9-6
gear position, 8-69 Lateral navigation (LNAV) mode,
normal gear indications, 8-69 9-7
Landing Vspeed bugs, 5-47 LCD display screen, 21-6
Lateral and vertical modes, 5-7 Lightning mode annunciators,
Lateral and vertical deviation, 5-69 17-40
azimuth/localizer deviation Lightning sensor symbols, 17-41
display, 5-72 Lightning sensor system (LSS)
localizer lateral deviation display, block diagram, 17-37
5-72 lightning mode annunciators,
vertical deviation scale, 5-69 17-40
Lateral modes, 9-3 lightning sensor symbols, 17-41
back course (BC) mode, 9-14 LSS controls, 17-36
back course mode profile, test modes, 17-36
9-14 rate and position averaging,
course armed mode display, 17-43
9-15 system description, 17-35
back course tracking display, weather and lightning displays,
9-17 17-44
heading hold (ROLL) mode, 9-3 Lightning sensor systems, 17-1
heading select mode, 9-4 Limited condition annunciator,
instrument landing system (ILS) 10-22
approach mode, 9-18 Line item timer function, 6-52
dual couple approach mode Link to synoptic page, 6-50
display, 9-29 Load cells, 20-7
Index A28-- 1146-- 172

Index (cont)
Local area network (LAN), 2-5 expanding and collapsing
Local level frame, 14-4 lists, 23-11
Localizer (LOC) mode, 9-9 file and data loading, 23-10
localizer armed mode, 9-10 file transfer, 23-10
localizer capture mode, 9-11 maintenance database,
localizer track mode display, 23-10
9-13 maintenance display pages,
localizer tracking mode profile, 23-9
9-12 menus and displays, 23-10
Logoff mode selection, 22-11 page overflow indicator,
Logon mode selection, 22-11 23-11
Low speed awareness indicator, central maintenance computer
11-6 (CMC) system, 2-48
Low--speed awareness (LSA) central maintenance system
thermometer, 5-44 (CMS) functions, 23-2
LSS controls, 17-36 CAS and maintenance
test modes, 17-36 messages, 23-3
central maintenance
computer (CMC), 23-2
M ground tests, 23-3
hardware components, 23-3
Mach airspeed digital display, 5-39 member systems, 23-3
Mach trim system overview, 2-18 role in cockpit, 23-2
Magnastar Mach I handset, 22-14 general, 23-1
Maintenance database, 23-10 introduction, 23-1
Maintenance display pages, 23-9 Maintenance system synoptic
MAINTENANCE menu display, pages, 7-93
21-50 Manual condition branching, 6-50
Maintenance system, 2-48 Map and Plan displays, 6-14
aircraft diagnostic and common display elements, 6-15
maintenance system (ADMS), Cartesian wind display, 5-95,
2-48 6-18
central maintenance computer common format symbols,
(CMC) 6-15
data load function, 23-10 distance readout, 6-17
fault history, 23-10 DME display, 6-19
central maintenance computer DME distance readout, 6-19
(CMC) operation, 23-5 DME hold annunciator, 6-20
access the maintenance DME source, 6-19
system, 23-5 DME station identifier, 6-19
CMC in--air main menu, 23-7 ETE readout, 6-18
CMC MAIN MENU, 23-6 flight information display,
CMC main menu, 23-9 6-18
displays pages and controls, FMS NAV source, 6-17
23-9 polar wind display, 6-18
A28-- 1146-- 172 Index

Index (cont)
Map and Plan displays (cont) TCAS display, 6-32
common display elements (cont) terrain display, 6-34
primary NAV source vertical profile display, 6-21
annunciator, 6-17 holding pattern, 6-28
SRN sources, 6-17 aircraft symbol, 6-25
static air temperature, 6-18 aircraft trajectory line, 6-23
time to go readout, 6-17 airport symbol, 6-27
total air temperature, 6-19 altitude display symbols,
true air speed, 6-19 6-24
waypoint identifier, 6-17 altitude indication, 6-22
display mode differences, 6-16 altitude profile point, 6-25
Map compass display, 6-29 flight path vectors, 6-29
aircraft symbol, 6-30 FMS source, 6-22
compass rose, 6-29 half-- and full--range
digital heading readout, 6-30 indicators, 6-23
drift angle bug, 6-31 NAVAID symbol, 6-27
half--range readout, 6-30 procedure turn, 6-28
heading select bug, 6-31 vertical scale tape, 6-22
heading select bug off--scale vertical track lines, 6-25
arrow, 6-31 waypoint displays, 6-24
heading source, 6-32 waypoint symbol, 6-28
lateral deviation display, 6-31 weather display, 6-33
Plan format display, 6-36 Map compass display, 6-29
selected reference point, aircraft symbol, 6-30
6-32 compass rose, 6-29
TCAS display, 6-32 digital heading readout, 6-30
terrain display, 6-34 drift angle bug, 6-31
weather display, 6-33 half--range readout, 6-30
MFD failure and warning heading select bug, 6-31
displays, 6-41 heading select bug off--scale
ADS invalid, 6-42 arrow, 6-31
course deviation invalid, 6-41 heading source, 6-32
course select invalid, 6-41 lateral deviation display, 6-31
distance display invalid, 6-41 selected reference point, 6-32
heading select invalid, 6-41 Map displays, terrain display
Plan format display, 6-36 terrain annunciator, 6-35
PROGRESS display, 6-20 terrain database images, 6-35
DIST label, 6-20 terrain display colors and
ETA display, 6-20 patterns, 6-36
ETA or ETE display, 6-20 Map menu, 6-5, 17-10
fuel display, 6-21 weather, 17-10
progress distance--to--go weather and ground mapping
display, 6-20 displays, 17-11
progress waypoint name, MAU backplane, 2-10
6-20 backplane bus, 2-10
Index A28-- 1146-- 172

Index (cont)
MAU backplane (cont) position initialization, 14-2
global information capability, align in motion (AIM) mode,
2-10 14-9
module backplane interface, align in motion attitude
2-10 mode, 14-11
network interface controller, 2-10 alignment mode, 14-8
seamless communication, 2-10 attitude mode, 14-11
system backplane network, 2-11 auto realign mode, 14-9
wire elimination, 2-10 body frame, 14-4
MAU hardware, 2-13 earth frame, 14-4
MAU configuration diagram, electronic displays system
2-15 (EDS), 14-5
MAU system architecture, 2-9 end of flight, 14-11
Maximum permissible exposure flight management system
level (MPEL), 17-34 (FMS), 14-5
MCDU display, 12-14 interaction between
MCDU maintenance controls, 20-6 operational modes, 14-7
MCDU operation, 12-11 interfaces, 14-5
MCDU subsystem local level frame, 14-4
communications, 2-40 modes of operation, 14-6
MCDU transponder (XPDR)/TCAS modular avionics unit (MAU),
radio control, 18-3 14-5
Member systems, 23-3 navigation mode, 14-10
Menu button types, 6-4 power--up mode, 14-7
Menu title buttons, 2-28 reversionary attitude mode,
Menus and displays, 23-10 14-11
MFD failure and warning displays, stationary alignment mode,
6-41 14-8
MFD menu controls, 18-8 Microphones, 20-7
MFD menus, 6-3 Minimum equipment required, 9-57
checklist title button, 6-13 Mode 1 excessive descent rate,
plan menu, 6-7 19-8
systems menu, 6-8 Mode 1 excessive descent rates,
TCAS menu, 6-10 19-50
weather menu, 6-11 Mode 2 excessive closure terrain,
Micro inertial reference system 19-51
(IRS), 2-47 Mode 2 excessive closure to
abnormal operation, 14-12 terrain, 19-9
aircraft personality module Mode 2A alerts, 19-9
(APM), 14-13 Mode 2B alerts, 19-11
source reversion, 14-14 Mode 3 altitude loss after takeoff,
general, 14-1 19-12
inertial reference unit (IRU), 14-2 Mode 4 unsafe terrain clearance,
introduction, 14-1 19-14
IR system initialization, 14-2 Mode 4A alerts, 19-15
A28-- 1146-- 172 Index

Index (cont)
Mode 4B alert, 19-16 flight level change mode,
Mode 4C alert, 19-18 9-35
Mode 5 descent below glideslope, go--around (GA) mode
19-51 (wings level), 9-47
Mode 5 excessive deviation below minimum equipment
glideslope alert, 19-20 required, 9-57
Mode 6 advisory callouts, 19-22 overspeed (OVSP) mode,
Mode 7 windshear alerting, 19-27 9-64
Mode annunciator boxes, 17-19 RETD retard mode, 9-60
Modes of operation, 9-1, 14-6, 24-5 RLOUT (rollout) mode, 9-61
introduction, 9-1 steep approach mode, 9-65
IR system initialization, 14-6 takeoff mode, 9-31
interaction between vertical glidepath (VGP)
operational modes, 14-7 mode, 9-53
lateral modes, 9-3 vertical navigation altitude
back course (BC) mode, hold (VALT) mode, 9-50
9-14 vertical navigation altitude
heading hold (ROLL) mode, select capture (VASEL)
9-3 mode, 9-55
heading select mode, 9-4 vertical navigation flight level
ILS approach mode tracking, change (VFLCH) mode,
9-25 9-49
ILS Cat II approach mode vertical navigation path
procedure, 9-27 (VPTH) mode, 9-51
ILS GS capture, 9-22 vertical speed hold mode,
ILS LOC capture and GS 9-33
armed, 9-22 vertical track alert (VTA),
instrument landing system 9-35
(ILS) approach mode, 9-18 windshear (WSHR) mode,
lateral navigation (LNAV) 9-62
mode, 9-7 Modular avionics unit (MAU), 14-5
localizer (LOC) mode, 9-9 Modular radio cabinet, 2-22
roll hold mode, 9-6 Multifunction control display unit
vertical modes, 9-33 (MCDU), 12-9, 21-4, 22-8
ALIGN alignment mode, 9-58 display cursor, 12-15
altitude hold mode, 9-45 display prompts, 12-15
altitude preselect mode, 9-39 frequency swapping operation,
autoland mode, 9-55 12-18
autoland modes, 9-58 line select buttons, 12-14
conditions to arm/engage, make a call through the MCDU,
9-56 22-9
D--ROT derotation mode, MCDU display, 12-14
9-61 page organization, 12-19
flare mode, 9-59
Index A28-- 1146-- 172

Index (cont)
Multifunction control display unit electronic checklist (ECL), 6-42
(MCDU) (cont) abnormal ECL operation,
panel controls, 12-11 6-58
ALPHA keys, 12-13 auto check--off of sensed
CLR, 12-13 items, 6-51
DEL, 12-13 checklist application, 6-43
function buttons, 12-12 checklist color usage, 6-46
keys, 12-12 checklist display, 6-47
numeric keys, 12-13 checklist operation, 6-53
SP, 12-13 checklist organization, 6-44
TUNE or TUNING knobs, checklist priorities, 6-56
12-12 checklist window, 6-45
radio controls and displays, 12-9 function buttons, 6-48
control layout, 12-9 line item timer function, 6-52
radio pages link to synoptic page, 6-50
ADF MEMORY 2/2, 12-63 manual condition branching,
NAV MEMORY 2/2, 12-43 6-50
PFD RADIO SETUP, 12-64 non--normal checklist
SATCOM main menu, 22-8 operation, 6-55
scratchpad area, 12-13 normal checklist operation,
Multifunction control display unit 6-54
(MCDU) radio controls and environmental control system
displays, 12-11 (ECS) synoptic page, 7-68
MCDU operation, 12-11 air duct system, 7-74
Multifunction display (MFD), 2-27, cabin and cockpit
7-1, 17-5 temperatures, 7-69
bleed anti--ice synoptic page, line flow segments, 7-78
7-82 manifold pressure gauge,
APU bleed air system, 7-86 7-72
bleed air isolation valve, 7-87 outflow valve, 7-71
engine bleed display, 7-85 recirculation pumps, 7-70
icing display, 7-87 fuel system synoptic page, 7-41
left and right bleed AC boost pump, 7-46
manifolds, 7-83 APU shut--off valve, 7-50
left and right wing anti--ice DC boost pump, 7-48
interconnects, 7-89 engine shut--off valves, 7-50
left and right wing anti--ice fuel crossfeed valve, 7-49
valves, 7-88 fuel flow line diagrams, 7-52
temperature digital readout, fuel injector pumps, 7-46
7-84 fuel tank quantity displays,
electrical system synoptic page, 7-44
7-32 fuel temperature digital
with ground support, 7-55 readout, 7-44
without ground support, 7-57
A28-- 1146-- 172 Index

Index (cont)
Multifunction display (MFD) (cont) knob prompt, 6-5
hydraulic system synoptic page, menu exit button, 6-4
7-32 momentary button, 6-5
hydraulic display reservoirs, radio button, 6-4
7-33 toggle button, 6-4
hydraulic pressure displays, MFD menus
7-33 checklist title button, 6-13
hydraulic pump system, 7-37 map menu, 6-5
hydraulic quantity displays, plan menu, 6-7
7-34 systems menu, 6-8
hydraulic valves, 7-35 TCAS menu, 6-10
power users, 7-39 weather menu, 6-11
reservoir temperature, 7-34 mode annunciator boxes, 17-19
user icons, 7-40 Plan format display
valve icons, 7-35 aircraft centered display,
valve interconnects, 7-37 6-38
lightning sensor system (LSS), crew interface, 6-40
17-35 lateral deviation readout,
block diagram, 17-37 6-40
lightning mode annunciators, Plan menu, 6-38
17-40 waypoint centered display,
lightning sensor symbols, 6-39
17-41 synoptic pages
LSS controls, 17-36 color usage, 7-4
system description, 17-35 general characteristics, 7-3
test modes, 17-36 systems menu buttons, 7-1
weather and lightning systems title button menu, 7-2
displays, 17-44 systems/status synoptic page,
maintenance system synoptic 7-5
pages, 7-93 cabin doors and hatches, 7-6
Map and Plan displays, 6-14 crew oxygen pressure, 7-13
common display elements, flight information, 7-10
6-15 TCAS menu
display mode differences, ABS (absolute target
6-16 altitude), 6-11
failure and warning displays, Norm/Expanded toggle
6-41 button, 6-11
Map compass display, 6-29 range knob button, 6-10
PROGRESS display, 6-20 weather and ground mapping
vertical profile display, 6-21 displays, 17-11
map menu, 6-5 weather on the Map mode
menu bars, menu title buttons, display, 17-6
2-28 Multifunction display -- Navigation
menu button types access and control, 6-2
check box button, 6-4 MFD menus, 6-3
Index A28-- 1146-- 172

Index (cont)
Multifunction display -- Navigation local area network (LAN), 2-5
(cont) MAU backplane, 2-10
general, 6-1 backplane bus, 2-10
introduction, 6-1 global information capability,
Multipurpose control display unit 2-10
(MCDU), 2-36 module backplane interface,
front panel display, 2-36 2-10
function key layout display, 2-39 network interface controller,
overview of the MCDU functional 2-10
interfaces, 2-41 seamless communication,
page layout, 2-40 2-10
system backplane network,
2-11
wire elimination, 2-10
N MAU hardware, 2-13
MAU configuration diagram,
2-15
NAV audio operation, 13-17
MAU system architecture, 2-9
NAV MEMORY 1/2 and 2/2 pages,
Network busses, diagram, 2-7
12-42
NEW MESSAGES, 21-32
NAV1 page, 12-39
NEW MESSAGES display, 21-32
Navigation functions and features,
Non--normal checklist operation,
2-43
6-55
air data system (ADS), 2-47
Normal checklist operation, 6-54
enhanced ground proximity
Normal gear indications, 8-69
warning system (EGPWS),
Normal operation, 11-1
2-48
Normal operational mode, 13-2
flight management system
Normal procedures, 19-49
(FMS), 2-43
block diagram, 2-43
software, 2-44
global positioning system (GPS),
2-45 O
micro inertial reference system
(IRS), 2-47 Oceanic clearance display, 21-24
radar altimeter system, 2-47 OCEANIC CLX display, 21-24
radio navigation, 2-45 OCEANIC CLX REQ display, 21-23
traffic alert and collision Oil pressure, 8-56
avoidance (TCAS), 2-48 Operating modes
weather radar system, 2-48 acquisition mode, 15-6
Navigation mode, 14-10, 15-7 aided mode, 15-7
Network buses altitude aiding mode, 15-8
ASCB--D network, 2-5 fault mode, 15-7
essential system configuration initialization mode, 15-5
and architecture for PRIMUS navigation (NAV) mode, 15-7
EPIC (ESCAPE), 2-5 self--test mode, 15-5
A28-- 1146-- 172 Index

Index (cont)
Operating procedures PDF comparison monitors, 5-78
advanced dialing features, 22-38 comparison monitor annunciator,
air--to--ground, 22-38 5-79
phone operation -- voice Peaks display, 19-36
Magnastar handset dialing PFD radio setup, 12-64
procedure, 22-18 PFD TCAS displays, 18-15
WH--10 handset dialing attitude director indicator (ADI),
procedure, 22-17 18-15
phone operation -- fax, 22-32 vertical speed scale, 18-23
phone operation -- PC data PFD test, 5-107
operation, air--to--ground, Phone operation -- fax,
22-36 air--to--ground operation
Optional equipment, 1-7 Aero--H systems dialing
Other EGPWS displays, 19-42 procedure, 22-32
Other systems Aero--H+ system (global beam),
emergency location transmitter 22-33
(ELT), 25-1 Aero--H+ system (spot beam),
integrated electronic standby 22-33
(IES), 25-2 Aero--I system, 22-34
introduction, 25-1 Phone operation -- PC data, 22-36
standby clock, 25-4 air--to--ground, 22-36
standby compass, 25-5 Aero--H systems, 22-37
Overspeed (OVSP) mode, 9-64 Aero--H+/I systems, 22-37
Phone operation -- voice
air--to--ground voice call,
P international dialing codes,
22-19
P--ACE, primary actuator control ground--to--air communication
electronics, 2-18, 8-21 cross reference, 22-27
Page formats and data labels, 21-8 dialing procedure, 22-31
data line, 21-8 international access codes,
large font, 21-8 22-28
line title, 21-8 ground--to--air voice
page number, 21-8 communication, satellite
page title, 21-8 coverage and GES locations,
scratchpad, 21-8 22-25
small font, 21-8 Pilot Guide Structure, 1-1
Page organization, 12-19, 21-9 Pilot responses to EGPWS alerts,
page access diagram, 21-11 19-47
Page overflow indicator, 23-11 Pitch limit indicator, 5-29
Panel controls, 12-11 Pitch limit indicator (PLI), 11-5
PART NUMBERS display, 21-51 Pitch trim (horizontal stabilizer),
Passenger address (PA) operation, 8-81
13-12 Plan format display
PC modem, 22-16 aircraft centered display, 6-38
Index A28-- 1146-- 172

Index (cont)
Plan format display (cont) Preview mode, 5-45
crew interface, 6-40 Primary engine instruments, 8-44
lateral deviation readout, 6-40 engine displays, 8-45
Plan menu, 6-38 active thrust rating bugs,
waypoint centered display, 6-39 8-47
Plan lateral deviation readout, 6-40 automatic takeoff thrust
Plan menu, 6-7 control system (ATTCS),
Plus/minus key, 21-7 8-47
Position initialization autothrottle thrust rating
align in motion (AIM) mode, 14-9 annunciators, 8-48
align in motion attitude mode, digital fuel flow, 8-51
14-11 engine fuel flow, 8-51
alignment mode, 14-8 fan speeds, 8-45
attitude mode, 14-11 flex takeoff and temperature,
auto realign mode, 14-9 8-49
body frame, 14-4 high pressure fan speed
earth frame, 14-4 (N2), 8-51
electronic displays system interturbine temperature
(EDS), 14-5 (ITT), 8-50
end of flight, 14-11 N1 engine red line, 8-46
flight management system N1 gauge invalid, 8-46
(FMS), 14-5 N1 reference arc, 8-46
interaction between operational N1 wing anti--ice (WAI)
modes, 14-7 minimum bug, 8-48
interfaces, 14-5 thrust rating type and values,
local level frame, 14-4 8-47
modes of operation, 14-6 engine failure annunciators, 8-52
modular avionics unit (MAU), full authority digital engine
14-5 control (FADEC) computer,
navigation mode, 14-10 8-45
power--up mode, 14-7 Primary flight controls, 24-1
reversionary attitude mode, flight control modules (FCM),
14-11 24-1
stationary alignment mode, 14-8 primary--actuator control
Power failure, 20-10 electronics (P--ACEs), 24-1
Power transfer unit (PTU), 24-5 Primary flight display (PFD), 2-26,
Power--up, 17-27 3-13, 5-1, 12-10, 16-2, 17-5
Power--up mode, 14-7 ADI display and annunciators,
Precautions, 17-27 5-18
Preliminary control settings, 17-27 ADI display, 5-18
power--up, 17-27 ADI source annunciators,
precautions, 17-27 5-33
radar mode -- weather, 17-28 ADI traffic alert and collision
standby, 17-28 avoidance system (TCAS)
PREV LEG display, 21-54 displays, 5-34
A28-- 1146-- 172 Index

Index (cont)
Primary flight display (PFD) (cont) landing Vspeed bugs, 5-47
ADI display and annunciators low--speed awareness (LSA)
(cont) thermometer, 5-44
air data source annunciator, Mach airspeed digital
5-33 display, 5-39
aircraft symbol, 5-23 preview mode, 5-45
attitude pitch scale, 5-19 selected indicated airspeed
attitude shading, 5-18 (IAS) target digital readout
attitude source annunciators, and bug, 5-37
5-33 selected MACH airspeed
EGPWS annunciators, 5-31 digital display, 5-39
excessive attitude declutter, takeoff Vspeed bugs, 5-46
5-20, 5-22 Vmo/Mmo overspeed barber
flight director cue in takeoff pole, 5-42
mode, 5-25 Vspeed bugs, 5-44
flight director guidance cue, altitude display and annunciator,
5-24 5-48
flight path angle, 5-25 altitude display, 5-48
flight path angle acceleration lateral and vertical deviation,
pointer, 5-27 5-69
flight path angle speed error radio altitude, 5-56
tape, 5-27 vertical speed (vs) display,
flight path display, 5-23 5-63
flight path reference, 5-28 flight mode annunciators (FMA),
horizon line, 5-23 5-3
low bank limit arc, 5-22 approach 1, 5-13
pitch limit indicator, 5-29 approach 2, 5-13
lip/Skid Indication, 5-22 approach status indication,
windshear visual messages, 5-11
5-32 armed and active autothrottle
ADI source annunciators (AT) modes, 5-3
fly--to zone, 5-34 autoland 1, 5-15
TCAS annunciator, 5-35 autopilot engage
TCAS avoidance zones, (AUTOPILOT/TCS)
5-34 annunciator, 5-6
airspeed displays and autopilot source/couple
annunciators, 5-36 arrow, 5-7
airspeed displays, 5-37 autothrottle mode
airspeed rolling digits display, annunciator, 5-5
5-41 default modes, 5-10
airspeed trend vector, 5-41 lateral and vertical flight
FMS VNAV airspeed bug, director modes, 5-7
5-37 lateral and vertical modes,
indicated airspeed (IAS) 5-7
analog tape, 5-40
Index A28-- 1146-- 172

Index (cont)
Primary flight display (PFD) (cont) Primary NAV source annunciators,
flight mode annunciators (FMA) 5-88
(cont) Primary--actuator control
steep approach status electronics (P--ACEs), 24-1
indication, 5-17 PRIMUS_ 880 Weather Radar
vertical track alert System, WC--880 Weather Radar
annunciator, 5-10 Controller operating controls, TILT
HSI display and annunciator, knob, 17-18
5-82 PRIMUS_ 880 weather radar
HSI map mode display, system, operating procedures,
5-100 radar mode -- ground mapping,
distance measuring 17-29
equipment, 5-94 PRINT button, 21-4
drift angle bug, 5-87 Procedures
full compass heading Air--to--ground fax dialing
display, 5-85 Aero--H system, 22-32
heading source, 5-89 Aero--H+ system (global
HSI arc mode, 5-99 beam), 22-33
preview mode, 5-103 Aero--H+ system (spot
primary NAV source beam), 22-33
annunciators, 5-88 Aero--I system, 22-34
selected heading readout Air--to--ground voice dialing
and bug, 5-86 Magnastar handset, 22-18
introduction, 5-1 WH--10 handset, 22-17
mode annunciator boxes, 17-19 ground--to--air fax dialing, 22-36
PDF comparison monitors, 5-78 ground--to--air voice dialing,
PFD control panel controls, 3-13 22-31
BARO SET controls, 3-13 PC data dialing air--to--ground
BRG button, 3-14 Aero--H systems, 22-37
FMS button, 3-16 Aero--H+/I systems, 22-37
FPR button, 3-16 WX self--test, 17-25
HSI button, 3-14 PROGRESS display, 6-20
MINIMUMS knob, 3-17 ETA display, 6-20
PREV button, 3-15 PTU, power transfer unit, 8-37
V/L button, 3-16 PUSHBACK CLX, 21-27
WX button, 3-15 PUSHBACK CLX display, 21-27
PFD radio tuning boxes, 12-10 PUSHBACK CLX REQ, 21-25
PFD test, 5-107 PUSHBACK CLX REQ display,
radio altitude displays on the 21-25
PFD, 16-2
radio setup, 12-64
PFD RADIO SETUP, 12-64 R
weather radar system displays,
17-5 Radar altimeter self--test, 16-6
A28-- 1146-- 172 Index

Index (cont)
Radar altimeter system, 2-47 ADF MEMORY page, 12-62
displaying radio altimeter COM 3 page (optional), 12-44
information, 16-2 COM MEMORY 1/2 and 2/2
radio altitude displays on the pages, 12-36
PFD, 16-2 COM MEMORY 2/2 page, 12-37
radio altitude (RALT) COM1 page, 12-33
readout, 16-2 HF COM 1/1, 12-47
radio altitude self--test, 16-6 HF detail 2/2 page, 12-55
radio altitude system failure HF emergency channel
and miscompare, 16-6 abnormal operation, 12-59
general, 16-1 HF emergency channel setup
introduction, 16-1 page, 12-58
Radar mode, ground mapping HF MEMORY 1/2 and 2/2, 12-56
mode, 17-29 NAV MEMORY 1/2 and 2/2
Radar mode -- ground mapping, pages, 12-42
17-29 NAV1, NAV MEMORY 2/2, 12-43
Radar mode -- weather, 17-28 NAV1 page, 12-39
RADIO 1/2, 12-25 PFD radio setup, 12-64
RADIO 1/2 Annunciators, 12-28 RADIO 1/2, 12-25
RADIO 1/2 page, 18-4 RADIO 1/2 Annunciators, 12-28
RADIO 2/2, 12-29 RADIO 2/2, 12-29
RADIO 2/2 annunciators, 12-31 RADIO 2/2 annunciators, 12-31
Radio altitude, 5-56 TCAS/XPDR, 12-46
Radio altitude system failure and TCAS/XPDR 1/2 detail page,
miscompare, 16-6 12-46
Radio control and display (MCDU) Radio system
control panel buttons basic operation, 12-20
NAV, 12-12 frequency tuning, 12-23
PERF, 12-12 block diagram, 12-3
MCDU tuning matrix introduction, 12-1
TCAS and ATC multifunction control display unit
(transponder) subsystems, (MCDU) radio controls and
18-3 displays, 12-9
VHF NAV radios, 12-39 display cursor, 12-15
numeric keypad display prompts, 12-15
period (decimal point), 12-13 frequency swapping
plus/minus key, 12-13 operation, 12-18
slash key, 12-13 line select buttons, 12-14
Radio interactions, 12-68 MCDU display, 12-14
scratchpad messages, 12-69 MCDU operation, 12-11
Radio navigation, 2-45 page organization, 12-19
Radio pages, 12-25 panel controls, 12-11
ADF 1, ADF MEMORY 2/2, PFD radio tuning boxes,
12-63 12-10
ADF 1 page, 12-60 scratchpad area, 12-13
Index A28-- 1146-- 172

Index (cont)
Radio system (cont) Radio tuning function (MCDU),
PFD radio setup, PFD RADIO 12-19
SETUP, 12-64 Rainfall rate color cross reference,
radio interactions, 12-68 17-7
scratchpad messages, 12-69 Ram air turbine (RAT), 24-5
radio pages, 12-25 RAMP interphone operation, 13-15
ADF 1 page, 12-60 Receiver autonomous integrity
ADF MEMORY page, 12-62 monitor (RAIM), 15-3
COM 3 page (optional), Redial last number, 22-38
12-44 Resolution advisory aural alerts,
COM MEMORY 1/2 and 2/2 18-25
pages, 12-36 Retard mode, 10-13
COM1 page, 12-33 RETD retard mode, 9-60
HF COM 1/1, 12-47 Reversion and screen brightness,
HF detail 2/2 page, 12-55 8-2
HF emergency channel Reversion panel, 3-18
abnormal operation, 12-59 ADS reversion button, 3-21
HF emergency channel AUTO, 3-18
setup page, 12-58 auto reversion configuration,
HF MEMORY 1/2 and 2/2, 3-19
12-56 dimming controls, 3-22
NAV MEMORY 1/2 and 2/2 captain’s PFD, MFD, and
pages, 12-42 EICAS displays, 3-22
NAV1 page, 12-39 first officer’s MFD and PFD,
PFD radio setup, 12-64 3-22
RADIO 1/2 Annunciators, displays switch, 3-18
12-28 EICAS declutter panel, 3-24
RADIO 2/2, 12-29 IRS reversion button, 3-21
RADIO 2/2 annunciators, PFD, MFD, EICAS positions,
12-31 3-21
TCAS/XPDR, 12-46 T/O CONFIG button, 3-23
system description, 12-1 Reversionary attitude mode, 14-11
system elements, 12-1 Role in cockpit, 23-2
automatic direction finder Roll hold mode, 9-6
(ADF), 12-7 Roll trim (aileron), 8-81
digital VHF data radio (VDR), RPM, revolutions per minute, 8-2
12-1 Rate and position averaging, 17-43
distance measuring Runway field clearance floor, 19-33
equipment (DME), 12-8
transponder (XPDR), 12-6
VHF omni directional radio S
and instrument landing
(VIDL), 12-5 SATCOM, satellite
Radio system architecture, 2-21 communications, 8-39
A28-- 1146-- 172 Index

Index (cont)
SATCOM (optional), 2-24 handsets
SATCOM operation (option), 13-14 Magnastar Mach I handset,
SATCOM setup, control, and 22-14
operation, 22-7 WH--10 handset, 22-12
audio control panel (ACP), 22-7 introduction, 22-1
logoff mode selection, 22-11 SATCOM setup, control, and
logon mode selection, 22-11 operation, 22-7
multifunction control display unit audio control panel (ACP),
(MCDU), 22-8 22-7
satellite log--on/log--off, 22-10 logoff mode selection, 22-11
Satellite communications logon mode selection, 22-11
(SATCOM) multifunction control display
advanced dialing features -- unit (MCDU), 22-8
air--to--ground, 22-38 satellite log--on/log--off,
aircraft earth station (AES), 22-1 22-10
antenna subsystem, 22-2 satellite log--on/log--off,
cabin communications handover, 22-12
system (CCS), 22-2 setup, control, and operation,
cockpit voice sources, 22-3 22-7
MCS avionics, 22-2 systems block diagram, 22-5
basic phone operation -- Satellite coverage and GES
air--to--ground PC data, 22-36 locations, 22-25
basic phone operation -- fax, Satellite log--on/log--off, 22-10
22-32 handover, 22-12
air--to--ground fax operation, Scratchpad, 18-6, 21-6
22-32 enter a new reply code, 18-6
ground--to--air operation, Scratchpad area, 12-13
22-36 Scratchpad messages, 12-69
basic phone operation -- voice, Secondary flight controls, 24-2
22-17 horizontal stabilizer, 24-2
air--to--ground voice leading edge slats, 24-2
communication, 22-17 multifunction spoilers (three
ground--to--air pairs), 24-2
communication, 22-24 when used as speed brakes,
Magnastar Mach--1 handset, 24-2
22-18 trailing edge flaps, 24-2
WH--10 analog handset, two pairs of ground spoilers,
22-17 24-2
cabin equipment, 22-12 Selected heading readout and bug,
FAX machine, 22-15 5-86
handsets, 22-12 Selected indicated airspeed (IAS)
PC modem, 22-16 target digital readout and bug,
general, 22-1 5-37
Index A28-- 1146-- 172

Index (cont)
Selected MACH airspeed digital stall protection indicators,
display, 5-39 11-5
Selective calling (SELCAL) stall protection system (SPS)
operation, 13-18 panel, 11-4
Self--test mode, 15-5 introduction, 11-1
SEND button, 21-3 stall warning test, 11-3
Single engine operation, 10-13 system equipment, 11-3
Slats display angle--of--attack sensors,
abnormal, 8-65 11-3
normal display, 8-64 stick shaker description, 11-3
slat position indicators, 8-64 system failures, 11-7
slats position, 8-64 aural warnings, 11-9
Smart 500--foot callout, 19-24 automatic dependent
SP key, 21-7 surveillance process
Speed control mode, 10-11 (ADSP) failures, 11-8
gust compensation, 10-12 CAS Messages, 11-9
low speed envelope protection, ICE condition, 11-8
10-11 SWPS failures, 11-7
N1 rating protection, 10-12 system functional description,
Speedbrake display 11-1
abnormal indications, 8-66 angle--of--attack (AOA)
normal indications, 8-66 computation, 11-2
speedbrake indicator, 8-66 normal operation, 11-1
Spoiler surfaces, 7-24 stick shaker function, 11-2
abnormal spoiler conditions, Stall warning protection system
7-27 (SWPS) controls and indicators,
deployment status, 7-24 11-4
ground spoiler deployment stall protection indicators, pitch
status, 7-25 limit indicator, 11-5
position, 7-24 Standard equipment, 1-2
Spoiler--actuator control electronic Standby, 17-28
(S--ACE) channels, 24-5 Standby clock, 25-4
SPS, stall protection system, 11-1 Standby compass, 25-5
Stall warning protection system Stationary alignment mode, 14-8
(SWPS), 2-19 Status (white) messages, 8-41
Stall protection indicators, 11-5 Status line, 8-9
pitch limit indicator, 11-5 STBY, standby, 17-13
Stall protection system (SPS) Steep approach indicator, 8-67
panel, 11-4 Steep approach mode, 9-65
Stall warning protection system Steep approach status indication,
(SWPS) 5-17
controls and indicators Stick shaker description, 11-3
low speed awareness angle--of--attack sensors, 11-3
indicator, 11-6 Stick shaker function, 11-2
A28-- 1146-- 172 Index

Index (cont)
Stored numbers, 22-38 recirculation pumps, 7-70
Swapping preset and active codes, flight control, 7-18
18-7 abnormal control surface
SWPS failures, 11-7 conditions, 7-23
Synoptic pages aircraft display icon, 7-19
bleed anti--ice synoptic page, spoiler surfaces, 7-24
7-82 status annunciators, 7-29
APU bleed air system, 7-86 ventral speed brake, 7-28
bleed air isolation valve, 7-87 flight information, 7-10
engine bleed display, 7-85 electrical battery, 7-11
icing display, 7-87 invalid data, 7-10
left and right bleed number and time, 7-10
manifolds, 7-83 fuel system, 7-41
left and right wing anti--ice AC boost pump, 7-46
interconnects, 7-89 APU shut--off valve, 7-50
left and right wing anti--ice DC boost pump, 7-48
valves, 7-88 fuel crossfeed valve, 7-49
temperature digital readout, fuel flow line diagrams, 7-52
7-84 fuel injector pumps, 7-46
brake display fuel tank quantity displays,
abnormal pressure, 7-15 7-44
abnormal temperature, 7-17 fuel temperature digital
pressure and temperature, readout, 7-44
7-15 general characteristics, 7-3
cabin doors and hatches, 7-6 hydraulic system, 7-32
color usage, 7-4 hydraulic display reservoirs,
crew oxygen pressure, 7-13 7-33
electrical system synoptic page, hydraulic pressure displays,
7-32 7-33
with ground support, 7-55 hydraulic pump system, 7-37
without ground support, 7-57 hydraulic quantity displays,
engine shut--off valves, 7-50 7-34
environmental control system hydraulic valves, 7-35
(ECS) synoptic page, 7-68 power users, 7-39
air duct system, 7-74 reservoir temperature, 7-34
cabin and cockpit user icons, 7-40
temperatures, 7-69 valve icons, 7-35, 7-36
cabin environmental control valve interconnects, 7-37
system synoptic page, maintenance system synoptic
7-68 pages, 7-93
line flow segments, 7-78 systems configuration synoptic
manifold pressure gauge, page, 7-102
7-72 Systems/Status, 7-5
outflow valve, 7-71 System block diagram, 2-3
Index A28-- 1146-- 172

Index (cont)
System description, 2-1, 12-1, flight guidance panel (GP)
17-35, 19-3 vertical mode controls,
automatic flight control system 2-33
(AFCS), 2-17 multipurpose control display
autopilot and automatic pitch unit (MCDU), 2-36
trim overview, 2-18 displays, 2-26
flight director (FD) guidance multifunction display (MFD),
overview, 2-17 2-27
Mach trim system overview, primary flight display (PFD),
2-18 2-26
stall warning protection EGPWS database, 19-7
system (SWPS), 2-19 EGPWS system outputs, 19-5
thrust management system electronic display system (EDS)
(TMS), 2-19 electronic displays, 2-25
yaw damper function engine indication and crew
overview, 2-18 alerting system (EICAS),
communications equipment, general, 2-1
2-21 ground proximity, 19-6
audio panel with callouts, hydraulic system, 24-2
2-22 introduction, 2-1
digital audio control bus, maintenance system, 2-48
2-23 aircraft diagnostic and
digital audio system, 2-23 maintenance system
digital microphone control (ADMS), 2-48
and interphone bus, 2-23 central maintenance
electronic display system computer (CMC) system,
(EDS), 2-25 2-48
modular radio cabinet, 2-22 modes of operation, 24-5
radio system architecture, direct mode, 24-5
2-21 flight control system, 24-5
SATCOM (option), 2-24 normal mode, 24-5
controllers, 2-31 multifunction display (MFD),
cursor control device (CCD), menu title buttons, 2-28
2-42 multipurpose control display unit
digital voice data recorder (MCDU)
(DVDR), 2-42 front panel display, 2-36
display controller (DC), 2-34 function key layout display,
flight guidance panel (GP) 2-39
autoflight controls, 2-32 overview of the MCDU
flight guidance panel (GP) functional interfaces, 2-41
autothrottle speed controls, page layout, 2-40
2-32 subsystem communications,
flight guidance panel (GP) 2-40
lateral controls, 2-31
A28-- 1146-- 172 Index

Index (cont)
System description (cont) VHF omni directional radio and
navigation functions and instrument landing (VIDL),
features, 2-43 12-5
air data system (ADS), 2-47 System equipment, stick shaker
enhanced ground proximity description, 11-3
warning system (EGPWS), System failures, 11-7
2-48 aural warnings, 11-9
flight management system master caution, 11-9
(FMS), 2-43 shaker vibration, 11-9
global positioning system stall clacker, 11-9
(GPS), 2-45 automatic dependent
micro inertial reference surveillance process (ADSP)
system (IRS), 2-47 failures, 11-8
radar altimeter system, 2-47 CAS Messages, 11-9
radio navigation, 2-45 ICE condition, 11-8
traffic alert and collision SWPS failures, 11-7
avoidance (TCAS), 2-48 System functional description
weather radar system, 2-48 angle--of--attack (AOA)
primary flight control, 24-1 computation, 11-2
secondary flight controls, 24-2 normal operation, 11-1
system network buses, 2-5 stick shaker function, 11-2
ASCB--D network, 2-5 System limitations (EGPWS),
essential system 19-57
configuration and System limitations, system
architecture for PRIMUS constraints, 19-57
EPIC (ESCAPE), 2-5 System limitations (EGPWS),
local area network (LAN), 2-5 system constraints, 19-57
MAU backplane, 2-10 System manager displays, 21-33
MAU hardware, 2-13 SYSTEM MENU display, 21-35
MAU system architecture, System network buses, 2-5
2-9 System network buses diagram,
system network busses, 2-7
diagram, 2-7 System operation (CMF), 21-3
System displays, 17-5 PRINT button, 21-4
System displays access, 21-34 SEND button, 21-3
System elements, 12-1 System operation (EGPWS), 19-49
automatic direction finder (ADF), abnormal procedures, 19-50
12-7 mode 1 excessive descent
digital VHF data radio (VDR), rates, 19-50
12-1 mode 2 excessive closure
distance measuring equipment terrain, 19-51
(DME), 12-8 mode 4 unsafe terrain
transponder (XPDR), 12-6 clearance, 19-51
Index A28-- 1146-- 172

Index (cont)
System operation (EGPWS) (cont) TCAS menu, 6-10
mode 5 descent below ABS (absolute target altitude),
glideslope, 19-51 6-11
normal procedures, 19-49 Norm/Expanded toggle button,
terrain alerting and clearance 6-11
floor, 19-52 range knob button, 6-10
System start--up, 19-53 TCAS menu controls, 18-11
System start--up and test TCAS operation, 18-2
EGPWS test, 19-55 MCDU transponder
ground testing, 19-55 (XPDR)/TCAS radio control,
System start--up and test 18-3
(EGPWS), 19-53 resolution advisories, 18-2
system start--up, 19-53 traffic advisories, 18-2
Systems -- electrical system, 7--55 TCAS target types, 18-13
Systems menu, 6-8 TCAS test, 18-27
Systems menu buttons, 7-1 TCAS/XPDR, 12-46
Systems title button menu, 7-2 TCAS/XPDR page 2/2, 18-7
TCAS/XPDR pages, 18-5
TCF/TAD INOP and INHIBIT, 19-44
Terrain alerting and clearance floor,
T 19-52
Terrain alerting and display, 19-35
Takeoff dataset (TDS), 10-5 Terrain clearance floor, 19-31
Takeoff mode, 9-31 Terrain display, Map displays
takeoff throttle hold mode, 10-10 terrain annunciator, 6-35
Takeoff thrust control mode, 10-10 terrain database images, 6-35
flight level change thrust control, terrain display colors and
10-12 patterns, 6-36
go--around thrust control, 10-13 Terrain look ahead alerting
retard mode, 10-13 (obstacles), 19-34
speed control mode, 10-11 Test mode with TEXT FAULTS
Takeoff Vspeed bugs, 5-46 enabled, 17-30
TAXI CLX, 21-29 in--flight roll compensation
TAXI CLX display, 21-29 adjustment of the PRIMUS
TAXI CLX REQUEST, 21-28 660 weather radar system,
TAXI CLX REQUEST display, 17-32
21-28 Test modes, 17-36
TCAS aural alerts, 18-24 TEXT UPLINK review display,
TCAS displays, 18-12 21-49
PFD displays, 18-15 Thrust management system (TMS),
attitude director indicator 2-19, 10-1
(ADI), 18-15 autothrottle (AT) operational
vertical speed scale, 18-23 description, 10-9
target types, 18-13 autothrottle controls, 10-19
A28-- 1146-- 172 Index

Index (cont)
Thrust management system (TMS) MCDU transponder
(cont) (XPDR)/TCAS radio
autothrottle in--line monitors, control, 18-3
10-23 resolution advisories, 18-2
autothrottle modes, 10-10 traffic advisories, 18-2
disengagement, 10-21 test, 18-27
electronic thrust trim system transponder radio control
(ETTS), 10-23 enter a new reply code, 18-6
limited condition annunciator, RADIO 1/2 page, 18-4
10-22 swapping preset and active
takeoff dataset (TDS), 10-5 codes, 18-7
takeoff thrust control mode, TCAS/XPDR page 2/2, 18-7
10-10 TCAS/XPDR pages, 18-5
thrust rating selection (TRS), Transformer rectifier unit (TRU),
10-4 7-66
Thrust rating selection (TRS), 10-4 Transponder (XPDR), 12-6
TIME/DATE display, 21-36 Transponder radio control
TLA, thrust lever angle, 8-42 enter a new reply code, 18-6
TMS, thrust management system, RADIO 1/2 page, 18-4
10-1 swapping preset and active
Traffic advisory aural alerts, 18-24 codes, 18-7
Traffic alert and collision avoidance TCAS/XPDR page 2/2, 18-7
(TCAS), 2-48 TCAS/XPDR pages, 18-5
Traffic alert and collision avoidance Transport bank angle alerts, 19-26
system (TCAS) Trim position indicators, 8-80
aural alerts pitch trim (horizontal stabilizer),
aural warning inhibit 8-81
conditions, 18-26 roll trim (aileron), 8-81
resolution advisory aural Troubleshooting, in--flight, 17-29
alerts, 18-25 roll compensation adjustment of
traffic advisory aural alerts, the PRIMUSR 660 Weather
18-24 Radar System, 17-32
displays, 18-12 TRS, thrust rating system, 8-48
PFD TCAS displays, 18-15 Tuning matrix (MCDU)
target types, 18-13 TCAS and ATC (transponder)
general, 18-1 subsystems, 18-3
introduction, 18-1 VHF NAV radios, 12-39
menu controls, 18-11 TWIP report display, 21-17
MFD menu controls, 18-8 TWIP REQUEST display, 21-15
TCAS aural alerts, 18-24 Two pairs of ground spoilers, 24-2
TCAS operation, 18-2
Index A28-- 1146-- 172

Index (cont)
U Vertical navigation flight level
change (VFLCH) mode, 9-49
Unsafe gear indications, 8-70 Vertical navigation path (VPTH)
mode, 9-51
Vertical profile display, 6-21
holding pattern, 6-28
V
aircraft symbol, 6-25
airport symbol, 6-27
Ventral speed brake, 7-28
altitude display symbols, 6-24
abnormal ventral speed brake
altitude profile point, 6-25, 6-28
conditions, 7-28
flight path vectors, 6-29
Vertical glidepath (VGP) mode,
NAVAID symbol, 6-27
9-53
procedure turn, 6-28
Vertical mode
waypoint displays, 6-24
altitude hold mode, 9-45
waypoint symbol, 6-28
altitude preselect mode, 9-39
Vertical speed (vs) display, 5-63
autoland mode, 9-55
selected vertical speed readout
flight level change mode, 9-35
and bug, 5-65
go--around (GA) mode (wings
TCAS resolution advisories,
level), 9-47
5-66
vertical glidepath (VGP) mode,
vertical speed readout, 5-65
9-53
vertical speed scale, 5-64
vertical navigation altitude hold
Vertical speed hold mode, 9-33
(VALT) mode, 9-50
Vertical speed scale, 18-23
vertical navigation altitude select
Vertical track alert (VTA), 9-35
capture (VASEL) mode, 9-55
VHF and HF AUDIO/MIC
vertical navigation flight level
operation, 13-12
change (VFLCH) mode, 9-49
VHF FREQ SEL display, 21-46
vertical navigation path (VPTH)
VHF omni directional radio and
mode, 9-51
instrument landing (VIDL), 12-5
vertical speed hold mode, 9-33
Vmo/Mmo overspeed barber pole,
vertical track alert (VTA), 9-35
5-42
Vertical modes, 9-31
Vspeed bugs, 5-44
ALIGN alignment mode, 9-58
autoland modes, 9-58
D--ROT derotation mode, 9-61
flare mode, 9-59 W
overspeed (OVSP) mode, 9-64
RETD retard mode, 9-60 Warning (red) messages, 8-12
steep approach mode, 9-65 Weather and lightning displays,
takeoff mode, 9-31 17-44
windshear (WSHR) mode, 9-62 Weather menu, 6-11, 17-11
Vertical navigation altitude hold Weather on Map menu, 17-10
(VALT) mode, 9-50 Weather radar controls
Vertical navigation altitude select function selections, 17-14
capture (VASEL) mode, 9-55 mode annunciator boxes, 17-19
A28-- 1146-- 172 Index

Index (cont)
Weather radar controls (cont) preliminary control settings,
weather menu, 17-11 17-27
weather on Map menu, 17-10 radar mode -- weather, 17-28
weather radar self--test, 17-24 standby STBY (or FSTBY),
Weather radar operating 17-28
procedures tilt management, 17-33
in--flight troubleshooting, 17-29 18--inch radiator, 17-33
preliminary control settings, Weather radar system and
17-27 lightning sensor system (LSS)
radar mode -- ground mapping, antenna position indicator (API),
17-29 17-8
test mode with TEXT FAULTS introduction, 17-1
enabled, 17-30 lightning sensor system (LSS),
Weather radar self--test, 17-24 17-40
Weather radar system, 2-48, 17-1 lightning sensor symbols,
control and display menus, 17-9 rate and position averaging,
mode annunciator boxes, 17-43
17-19 weather and lightning
weather and ground displays, 17-44
mapping displays, 17-11 lightning sensor system (LSS)
weather on Map menu, (option), 17-35
17-10 system description, 17-35
weather radar self--test, maximum permissible exposure
17-24 level (MPEL), 17-34
WX button, 17-9 system displays, 17-5
system displays system overview, 17-1
rainfall rate color cross tilt management, 17-33
reference, 17-7 weather radar controls, 17-9
weather on the MFD Map function selections, 17-14
mode display, 17-6 mode annunciator boxes,
weather on the PFD HSI, 17-19
17-5 weather menu, 17-11
maximum permissible exposure weather on Map menu,
level (MPEL), 17-34 17-10
operating procedures, 17-27 weather radar self--test,
in--flight roll compensation 17-24
adjustment of the weather radar operating
PRIMUSR 660 Weather procedures, 17-27
Radar System, 17-32 in--flight roll compensation
in--flight troubleshooting, adjustment of the PRIMUS
17-29 660 weather radar system,
power--up, 17-27 17-32
precautions, 17-27
Index A28-- 1146-- 172

Index (cont)
Weather radar system and WH--10 handset, 22-12
lightning sensor system (LSS) Windshear (WSHR) mode, 9-62
(cont) Windshear cautions, 19-48
weather radar operating Windshear warning, 19-28
procedures (cont) Windshear warnings, 19-48
in--flight troubleshooting,
17-29
power--up, 17-27
precautions, 17-27 X
preliminary control settings,
17-27 XBLD, cross--bleed, 7--87
radar mode -- ground XFEED, crossfeed, 8-36
mapping, 17-29
radar mode -- weather, 17-28
standby, 17-28
test mode with TEXT Y
FAULTS enabled, 17-30
Weather radar systems, PRIMUS_ Yaw damper function overview,
880, radar mode -- ground 2-18
mapping, 17-29 Yaw trim (rudder), 8-83
A28-- 1146-- 172 Index

Blank Page
Index A28-- 1146-- 172


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Honeywell International

21111 N. 19th Ave.

TO: HOLDERS OF THE PRIMUS EPIC INTEGRATED AVIONICS

REVISION NO. 2 DATED OCTOBER 2006

Because of the extensive changes and additions throughout the guide,

PRIMUS EPIC Integrated

Revised October 2006

Honeywell Materials License Agreement

non--exclusive license to use these Materials to maintain or repair the

8. Limitation of Liability -- Honeywell does not make any

Honeywell and PRIMUS EPIC are registered trademarks of

Revision Revision Insertion

1 Feb 2004 Feb 2004 H

2 Oct 2006 Oct 2006 H

A28-- 1146-- 172 Record or Revisions

Record or Revisions A28-- 1146-- 172

List of Effective Pages

Title TC--15 H Oct 2006

H indicates a changed or added page.

A28-- 1146-- 172 List of Effective Pages

Subheading and Page Date Subheading and Page Date

System Description (cont) 3--8 H Oct 2006

List of Effective Pages A28-- 1146-- 172

Subheading and Page Date Subheading and Page Date

Primary Flight Display (PFD) (cont) 5--62 H Oct 2006

A28-- 1146-- 172 List of Effective Pages

Subheading and Page Date Subheading and Page Date

Primary Flight Display (PFD) (cont) 6--42 H Oct 2006

List of Effective Pages A28-- 1146-- 172

Subheading and Page Date Subheading and Page Date

Multifunction Display -- Synoptics (cont) 7--72 H Oct 2006

7--65 H Oct 2006 8--2 H Oct 2006

7--66 H Oct 2006 8--3 H Oct 2006

7--67 H Oct 2006 8--4 H Oct 2006

7--68 H Oct 2006 8--5 H Oct 2006

7--69 H Oct 2006 8--6 H Oct 2006

7--70 H Oct 2006 8--7 H Oct 2006

7--71 H Oct 2006 8--8 H Oct 2006

A28-- 1146-- 172 List of Effective Pages

Subheading and Page Date Subheading and Page Date

Engine Indication and Crew Alerting 8--52 H Oct 2006

List of Effective Pages A28-- 1146-- 172

Subheading and Page Date Subheading and Page Date

Modes of Operation (cont) 9--55 H Oct 2006

A28-- 1146-- 172 List of Effective Pages

Subheading and Page Date Subheading and Page Date

Stall Warning Protection System (SWPS) 12--40 H Oct 2006

List of Effective Pages A28-- 1146-- 172

Subheading and Page Date Subheading and Page Date

Radio System (cont) 15--3 H Oct 2006

13--11 H Oct 2006 17--2 H Oct 2006

13--12 H Oct 2006 F 17--3/17--4 H Oct 2006

13--13 H Oct 2006 17--5 H Oct 2006

13--14 H Oct 2006 17--6 H Oct 2006

13--15 H Oct 2006 17--7 H Oct 2006

13--16 H Oct 2006 17--8 H Oct 2006

13--17 H Oct 2006 17--9 H Oct 2006

13--18 H Oct 2006 17--10 H Oct 2006

13--19 H Oct 2006 17--11 H Oct 2006