Learjet 70-75 Avionics Technical Training Guide

AVIONICS
TECHNICAL TRAINING GUIDE
December 2014
BOMBARDIER AIRCRAFT TRAINING

Montreal Training Centre DFW Training Center
8575 Côte-de-Liesse Road 2929 West Airfield Drive
Saint-Laurent, Quebec, Canada P.O. Box 619011
H4T 1G5 DFW Airport, TX 75261
Telephone (514) 344-6620 Telephone (469) 791-4200
Toll-Free North America Toll-Free North America
1 (877) 551-1550 1 (888) 679-4200
Fax (514) 344-6643 Fax (469) 791-4201
www.batraining.com
www.cic.bombardier.com
Bombardier Inc., by its groups, divisions or its corporate subsidiary Learjet Inc., provides this
information to its customers and to the government in confidence. This is proprietary confidential
information which we consider excluded from the application of the Access to Information Act
and may also be a trade secret of our company. Public release of this information would be
harmful to Bombardier Inc. or its corporate subsidiary Learjet Inc. Any intention to disclose such
information, or part thereof, must be indicated in advance and in writing to the Vice-President
Legal Services, Bombardier Aerospace.
It is understood that this documentation, comprising technical data and other information in any
media shall not be reproduced or disclosed in whole or in part without Bombardier's prior written
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Such documentation, technical data and other information shall not be modified, translated,
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Copyright © 2013-2014, Bombardier Inc. or its subsidiaries. All rights reserved.
Bombardier, Challenger, Global, and Learjet are trademarks of Bombardier Inc. and subsidiaries.
For Training Purposes Only

LAYOUT
AVIONICS TECHNICAL TRAINING GUIDE
CHAPTER TITLE CHAPTER TITLE
22-00-00 Auto Flight 34-00-00 Navigation

22-10-00 Autopilot System 34-10-00 Stall Warning System
22-20-00 & Mach & 34-11-00 Pitot-Static System
22-25-00 Configuration Trim System 34-14-00 Radio Altimeter System
22-50-00 Rudder Boost System 34-17-00 Air Data System
34-24-00 Electronic Standby Instrument
23-00-00 Communications System (ESIS)
23-10-00 VHF Communication System 34-27-00 Attitude Heading Reference
23-12-00 HF Communication System System (AHRS)
23-15-00 Iridium SATCOM System 34-31-00 Runway/Taxi Situational
23-20-00 SELCAL System Awareness
23-25-00 Controller-Pilot Datalink 34-42-00 Weather Radar System
Communication 34-43-00 Traffic Alert and Collision
23-30-00 Passenger Address System Avoidance System (TCAS II)
23-50-00 Audio Integrating System 34-45-00 Terrain Awareness Warning
23-60-00 Static Discharge System System (TAWS)
23-70-00 Cockpit Voice Recorder System 34-46-00 Traffic Awareness and Warning
34-51-00 VHF Navigation System
25-00-00 Equipment and Furnishings 34-53-00 Global Positioning System
25-10-00 Flight Compartment 34-55-00 Distance Measuring Equipment
25-20-00 Passenger Compartment (DME) System
25-30-00 Galley 34-56-00 ATC Transponder System
25-40-00 Lavatory 34-57-00 Automatic Direction Finder (ADF)
25-50-00 Cargo Compartment System
25-60-00 Emergency Equipment
25-61-00 Underwater Locator Beacon 45-00-00 Maintenance Information
25-62-00 Emergency Locator Systems
25-80-00 Insulation
46-20-00 Flight Deck Information Systems
31-00-00 Indicating and Recording
31-01-00 Digital Data Buses
31-11-00 Instrument and Control Panels
31-30-00 Flight Data Recorder
31-40-00 Secure Digital Cards
31-41-00 Central Computing System
31-51-00 Engine Indicating and
Crew Alerting Systems
31-53-00 Configuration Monitor System
31-60-00 Electronic Flight Instrument
System
Copyright © Bombardier Inc.

December 2014 Layout-1
LAYOUT
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Layout-2 December 2014
AUTO FLIGHT
TABLE OF CONTENTS
AUTO FLIGHT
(ATA 22-00-00)
OVERVIEW ....................................................................................................................... 1
AUTOPILOT SYSTEM
(ATA 22-10-00)
OVERVIEW ....................................................................................................................... 3
COMPONENTS ................................................................................................................ 3
ASSOCIATED COMPONENTS ........................................................................................ 3
COMPONENT DESCRIPTION AND OPERATION........................................................... 4
Autopilot Roll, Pitch, and Yaw Servos ......................................................................... 4
Servo Mounts .............................................................................................................. 8
Autopilot Mode Controller............................................................................................ 8
Control Wheel Trim Switches ...................................................................................... 9
Control Wheel Master Switch .................................................................................... 10
Touch Control Steering Switch.................................................................................. 10
Go-Around Switch ..................................................................................................... 10
Forward Interface Unit............................................................................................... 11
Integrated Avionics Units........................................................................................... 12
Display Units ............................................................................................................. 13
Touchscreen Controllers ........................................................................................... 13
Autopilot Trim Adapters............................................................................................. 14
Flight Director ............................................................................................................ 16
Autopilot .................................................................................................................... 18
Indications ................................................................................................................. 18
SYSTEM OPERATION ................................................................................................... 21
FAULT INDICATION ....................................................................................................... 34
MACH/CONFIGURATION TRIM SYSTEM

(ATA 22-20-00 and 22-25-00)
OVERVIEW ..................................................................................................................... 37
ASSOCIATED COMPONENTS ...................................................................................... 38
COMPONENT DESCRIPTION AND OPERATION......................................................... 38
Trim Adapters (2) ...................................................................................................... 39
Stabilizer Actuator Control Box ................................................................................. 41
Stabilizer Actuator ..................................................................................................... 42
Trim System Select Switch........................................................................................ 44

December 2014 22-00-i
AUTO FLIGHT
Control Wheel Trim Switch........................................................................................ 44

Control Wheel Master Switch.................................................................................... 45
Spoileron Computer .................................................................................................. 47
Air Data Computers................................................................................................... 48
Flap Position Indication Unit...................................................................................... 49
Configuration Trim System........................................................................................ 49
Mach Trim Function .................................................................................................. 49
SYSTEM MONITORS ..................................................................................................... 50
RUDDER BOOST SYSTEM

(ATA 22-50-00)
OVERVIEW..................................................................................................................... 55
COMPONENTS .............................................................................................................. 55
COMPONENT DESCRIPTION AND OPERATION ........................................................ 55
Integrated Avionics Units .......................................................................................... 55
Rudder Boost Switch/Indicator.................................................................................. 56
Yaw Servo................................................................................................................. 57
Rudder Pedal Force Sensor...................................................................................... 58
Yaw Force Interface Box........................................................................................... 60
OPERATION................................................................................................................... 61

22-00-ii December 2014
AUTO FLIGHT
AUTO FLIGHT
(ATA 22-00-00)
OVERVIEW closed-loop horizontal stabilizer position

control when the autopilot is not engaged.
Figures 1 When the system is operating, the control loop
The Learjet 70/75 auto flight system includes provides relative stabilizer position changes
the following functions: based on changes in the Mach number above
0.725 Mach. The configuration trim system
• Flight director provides automatic adjustments to the
• Autopilot/yaw damper/autopilot trim horizontal stabilizer based on inputs from the
flaps and spoilers.
• Mach configuration trim
The rudder boost function automatically
• Rudder boost
assists the crew when extreme rudder-pedal
The flight director (FD) function uses two force is required to maintain directional control
separate flight director systems installed in the of the airplane. It is not used to maintain
no. 1 and no. 2 integrated avionics units. The directional control of the aircraft under normal
flight directors control the lateral and vertical conditions. On the ground, it interfaces with
command bars on the primary flight display the nosewheel steering computer.
(PFD), dependent upon pilot mode selection
This chapter is divided into the following
on the autopilot mode controller.
sections:
The Learjet 70/75 autopilot/yaw damper
• Autopilot ATA 22-10-00 (Includes yaw
function comprises a dual-channel digital
damper and flight directors)
autopilot, which may be coupled to either of
two flight directors. The autopilot function is • Mach/Configuration Trim ATA 22-20-00 and
distributed between the no. 1 and no. 2 ATA 22-25-00
integrated avionics units, and the pitch and roll • Rudder Boost ATA 22-50-00
servos. The autopilot controls the aircraft,
based on the selected control mode and
guidance inputs, via servo control of the
elevator, ailerons, and rudder. The autopilot
trim function uses the horizontal stabilizer
control system to relieve a constant pressure
on the elevator servo. When the autopilot is
engaged, the autopilot trim mode has priority
over all other automatic pitch trim modes.
The Mach/configuration trim functionality is
contained in the no. 1 and no. 2 integrated
avionics units. The Mach trim system provides

December 2014 22-00-1
AUTO FLIGHT
$
AFCS MODE
CONTROLLER
íí
A55 A54
REMOTE REMOTE
CONTROLLER CONTROLLER
NO. 1 NO. 2
íí íí
M19 M20 M21

DISPLAY UNIT DISPLAY UNIT DISPLAY UNIT
NO. 1 NO. 2 NO. 3
íí A79 íí A80 íí
GTC NO. 1 GTC NO. 2
íí íí
A7 A8
AUDIO PROC. AUDIO PROC.
NO. 1 NO. 2
íí íí
NO. 1 SENSOR NO. 2 SENSOR
DATA TO DATA TO
GIA 2 GIA 1
A1 A9 A10 A2
ADC INTEGRATED INTEGRATED ADC
NO. 1 AVIONICS AVIONICS NO. 2
íí UNIT UNIT íí
NO. 1 NO. 2
íí íí
FROM % FROM
GIA 2 GIA 1
PITCH SERVO
íí
B7
A15 ROLL SERVO $
AHRS íí AHRS
NO. 1 NO. 2
íí B5 íí
YAW SERVO
íí
TO AHRS 2 TO AHRS 1
(GPS DATA) (GPS DATA)
A97
+í67$%
NO. 2 SENSOR NO. 1 SENSOR
DATA TO ADAPTER NO. 1
DATA TO
GIA 2 íí GIA 2
LJ75_2210_0026A
A29 A98 A29

MAGNETOMETER +í67$% MAGNETOMETER
íí ADAPTER NO. 2 íí
íí
Fig. 1: Learjet 75 Autopilot System Block Diagram

22-00-2 December 2014
AUTO FLIGHT
AVIONICS TECHNICAL TRAINING GUIDE AUTOPILOT SYSTEM
AUTOPILOT SYSTEM
(ATA 22-10-00)
OVERVIEW COMPONENTS
The Learjet 70/75 autopilot system includes The autopilot system contains the following
the yaw damper functions and is composed of components:
a dual-channel digital autopilot and two flight
• Autopilot pitch, roll, and yaw servos (3)
directors. The autopilot may be coupled to
either of the two flight directors. • Servo mounts (3)
The autopilot function is distributed between • Autopilot mode controller
the integrated avionics units and the pitch • Control wheel trim switches (CWTS) (2)
servo, and roll servo. The yaw damper
function is provided by the integrated avionics • Control wheel master switches (MSW) (2)
unit and the yaw servo. The autopilot and yaw • Touch control steering (TCS) switches (2)
damper control the flight of the aircraft, based
on the selected control mode and guidance • Go-around switch
inputs, via servo control of the elevators,
ailerons, and rudder. ASSOCIATED COMPONENTS
When engaged, the autopilot automatically • Forward interface unit
commands trim changes on the elevator, as
required. It also allows control surface • Integrated avionics units (2)
commands for the ailerons and elevators to be
entered via the control wheel trim switches • Display units (3)
(CWTS). Selection of manual trim on either • Touchscreen controllers (2)
CWTS disconnects the autopilot. The touch
control steering (TCS) feature allows the crew • Autopilot pitch trim adapters (2)
to manually maneuver the aircraft with the
autopilot engaged when the TCS switch is
pressed.
The flight director system controls the lateral
and vertical command bars on the primary
flight display (PFD), dependent upon pilot
mode selection on the autopilot mode
controller. The flight director computers
(resident in each integrated avionics unit)
receive and process pitch, roll, acceleration,
attitude, air, and navigational data for display.

December 2014 22-10-3
AUTO FLIGHT
COMPONENT DESCRIPTION
AND OPERATION
Autopilot Roll, Pitch, and

Yaw Servos
Figures 2, 3, and 4
Three servos are installed. The autopilot yaw
and pitch servos are located in the aft
fuselage, and the autopilot roll servo is
installed in the wing. The three servos are
used for the automatic control of pitch, roll,
and yaw. These units interface with both
integrated avionics units via RS-485.

22-10-4 December 2014
AUTO FLIGHT
18
A
20
19
12
10
13 15
14
17
16
6
LJ75_2210_0034
499
3
Detail A
Fig. 2: Autopilot Roll Servo

December 2014 22-10-5
AUTO FLIGHT
451
A
B
452 Detail A
3
4
499
10 1
6
14
LJ75_2210_0035
17
12
Detail B
Fig. 3: Autopilot Pitch Servo

22-10-6 December 2014
AUTO FLIGHT
12
14
17
22
21
A
20
9
6
10
3
LJ75_2210_0035
Detail A
Fig. 4: Autopilot Yaw Servo

December 2014 22-10-7
AUTO FLIGHT
Servo Mounts modes engage status is indicated via a green

annunciator on the top of each mode
Figures 2, 3, and 4 pushbutton switch.
Three servo mounts are attached to a mount That annunciator illuminates when the mode is
bracket of each autopilot servo and are active. The controller also has several rotary
responsible for transferring the output torque controls to enable the selection of IAS and
of the autopilot servo to the mechanical flight MACH targets, altitude, course, and heading.
control surface linkage. In addition, a SPD switch allows the crew to
select FMS or MAN. The SPD switch also has
Autopilot Mode Controller a pushbutton function to allow the crew to
Figure 5 select IAS or MACH. The GMC interfaces with
both display units and both integrated avionics
The GMC is the prime controller for the flight units. All pushbutton selections are signaled to
director and the autopilot/yaw damper. The the display units via a RS-232 output from the
GMC provides the means, via ON/OFF GMC. The display units communicate with the
pushbuttons, for flight director mode selection, integrated avionics units via HSDB.
couple status, and autopilot/yaw damper
engagement selection. All flight director
DN
FD HDG NAV AP FLC VS ALT FD
SPD
CRS1 HDG FMS MAN ALT CRS2
APPR XFR VNAV
LJ75_2210_0029
UP
BANK YD
PUSH DIR PUSH SYNC PUSH FINE PUSH DIR
386+,$6í0$&+
Fig. 5: Autopilot Mode Controller

22-10-8 December 2014
AUTO FLIGHT
Control Wheel Trim Switches Moving the barrel portion left or right cancels
any captured lateral modes and reverts to roll
Figure 6 hold (ROL). Moving the barrel portion up or
The control wheel trim switch (CWTS) down cancels any captured vertical mode and
consists of a barrel portion and a center reverts to the basic pitch (PIT) mode.
arming button. When the autopilot is engaged, To initiate manual primary pitch trim or roll trim
moving the barrel portion of the CWTS without commands, press and hold the center button
pushing the center arming button controls while moving the barrel portion. This
pitch and roll commands. Switch control is immediately disengages the autopilot. The
dependent upon which flight director is yaw damper and flight director modes are
coupled to the autopilot. Manual autopilot not affected by manual pitch or roll trim
commands are not allowed when localizer commands.
and/or glideslope is captured in the respective
axis.
LJ75_2210_0002
Fig. 6: Control Wheel Switches

December 2014 22-10-9
AUTO FLIGHT
Control Wheel Master Switch Go-Around Switch

Figure 6 Figure 7
The control wheel master (MSW) switch The go-around (GA) switch is located on the
immediately disconnects all autopilot and yaw left outboard side of the throttle levers.
damper servo drives. The selected flight
When the aircraft is in the air, selection of the
director modes are not affected.
GA button disconnects the autopilot (but not
the yaw damper) and cancels all other vertical
Touch Control Steering Switch and lateral modes except automatic altitude
Figure 6 preselect arm. The flight director provides a
wings-level command bar display in the lateral
Touch control steering (TCS) switch allows the axis and 9° pitchup vertical command.
pilot to manually fly the airplane without
disengaging the autopilot. To use the TCS When the aircraft is on the ground, selection of
function, the pilot presses the TCS button on the GA button operates as a takeoff mode.
the control wheel, maneuvers the aircraft to
The flight director provides a wings-level
the desired condition, and releases the TCS.
Operation of the TCS button has no effect on command ar display in the lateral axis and
flight director mode of operation. 9° pitchup vertical command.
R
E
T
S
P A APR APR
O R T/O T/O
I M
L
E MCT MCT
R
MCR MCR
GO-AROUND FLAPS
E
SWITCH X
T
GO–AROUND GEAR MUTE U
VFE P
ELEV DISC IDLE IDLE

PULL &
CUTOFF CUTOFF
ELEV 8
DISC EMER PARK
250
LJ75_2210_0003
BRAKE BRAKE
PULL PULL & 2
200 0
EMERGENCY/
PARKING BRAKE D
150 N
Fig. 7: Go-Around Switch

22-10-10 December 2014
AUTO FLIGHT
Forward Interface Unit addition to the autopilot, several other systems

use the FIU. Many relays related to the
Figure 8 autopilot, ELEV/AP DISC, and AIL/ AP DISC
The forward interface unit (FIU) is located in are installed in this unit.
the forward avionics bay on the pilot side. In
FORWARD
INTERFACE UNIT
(A67)
ELECTRICAL
CONNECTOR
(A67P1)
ELECTRICAL
CONNECTOR
(A67P2)
A
WASHER
SCREW
SUPPORT
ANGLE
LJ75_2210_0033
Detail A
Fig. 8: Forward Interface Unit

December 2014 22-10-11
AUTO FLIGHT
Integrated Avionics Units

Figure 9
Two integrated avionics units are forward of
the instrument panel. The units are the
primary LRU of the Bombardier Vision Flight
Deck*. The autopilot is active in both the no. 1
and no. 2 position and can couple to either
unit flight director. The autopilot has the ability
to control the aircraft using the elevator, and
roll and yaw servos, as well as the horizontal
stabilizer trim.
LJ75_2210_0032
Fig. 9: Integrated Avionics Unit

22-10-12 December 2014
AUTO FLIGHT
Display Units source softkey located on the touch controller.

The VOR and ILS modes (VOR, VAPP, LOC,
Figure 10 BC, GS) are selectable when the NAV source
The displays are configured as two PFDs and select switch is in NAV. The FMS modes
one MFD. (LNAV, VNAV) are selectable when the NAV
source select switch is in GPS and the FMS is
VOR, ILS, and FMS flight director mode programmed with valid NAV data.
engagement is dependent upon the NAV/GPS
LJ75_2210_00030
Fig. 10: Display Units
Touchscreen Controllers
Figure 11
Touch controllers are used for NAV tuning,
FMS functions and various FD settings.
LJ75_2210_0028
Fig. 11: Touchscreen Controller

December 2014 22-10-13
AUTO FLIGHT
Autopilot Trim Adapters roll, and/or yaw. These units interface the
horizontal stabilizer actuators with both
Figures 12 and 13 integrated avionics units via the RS-485.
Two GTAs are installed in the aft fuselage. The
GTAs are used for the automatic trim for pitch,
FS
614.21
A
6
FS
596.79
5
3
1 5
LJ75_2210_0037
Detail A
Fig. 12: Autopilot Trim Adapters (1 of 2)

22-10-14 December 2014
AUTO FLIGHT
13
12 11
12
10
FS
596.79
LJ75_2210_0038
FS
614.21
Detail B
Fig. 13: Autopilot Trim Adapters (2 of 2)

December 2014 22-10-15
AUTO FLIGHT
Flight Director
Figure 14
The flight director provides dual flight director
coupling capability to either the pilot or copilot
PFD, steering commands to the AFCS, and
the ability to couple to the flight management
system.
The flight director only requires pitch or roll for
synchronizing the attitude command and for
computing the command-bar outputs. When
the modes are selected, the attitude data is
always used for synchronization and
command-bar computations. The electronic
flight instrument system (EFIS) function uses
the flight director attitude command to position
the command bar on the attitude sphere for
steering commands to the flight crew.
The flight director uses heading data for
heading hold mode, independent of which
heading source is being shown on the EFIS.
The flight director can couple to short-range
navigation (SRN) units (e.g., VOR, ILS),
dependent upon which SRN is being shown
as a NAV source on the HSI. The flight director
uses the shown SRN data for the command-
bar control computations.
The preselected altitude, altitude hold target,
airspeed target, Mach target, vertical speed
target, and low-bank select are all computed
by the integrated avionics unit.
Each flight director uses air data from the air

data computer (ADC) source that is shown.
The flight director uses default values of true
airspeed and indicated airspeed, for lateral
mode gain programming, if its onside air data
is invalid.

22-10-16 December 2014
AUTO FLIGHT
Yaw
Autopilot Damper Mode
Active Status Status Active Reference
Lateral Modes Flight Director Armed Vertical Modes

Indicator Arrow
Selected
Altitude
Command
Bars
LJ75_2210_0027
Command Bars
Command
Bars
Aircraft
Aircraft Symbol
Symbol
Single Cue Command Bars Dual Cue Command Bars
Fig. 14: Flight Director

December 2014 22-10-17
AUTO FLIGHT
Autopilot Indications
The autopilot provides pitch attitude, roll
Engine Indication and Crew Alerting
attitude, and yaw control via servo control of
the elevator, ailerons, rudder, and elevator System
trim. The autopilot servo power gear ratios ELEV MISTRIM is annunciated as a caution
provide sufficient authority for optimum message (amber) on the engine indication and
autopilot performance, but also limit the crew alerting (EICAS) when the integrated
authority below a value where a saturated avionics computer detects elevator servo
servo amplifier output or an oscillatory servo loads that have not been relieved by the pitch
response could overstress the aircraft trim system. The ELEV MISTRIM message
structure. indicates control wheel forces may be high
The autopilot always tracks the pitch and roll when the autopilot is disengaged.
attitude commands from the flight director. The AIL MISTRIM amber caution message is
This includes operation in the flight director illuminated on the EICAS when the integrated
standby condition (pitch hold, heading hold, avionics computer detects aileron servo loads
roll hold). The autopilot processor is not aware that have not been relieved by the aileron trim
of the flight director modes and does not alter system. The AIL MISTRIM message indicates
gains or modes of operation as a function of control wheel forces may be high when the
flight director modes. autopilot is disengaged.
The yaw damper computes servo commands
based on sensor input data only. The yaw Electronic Flight Information System
damper provides yaw rate damping only and (EFIS)
does not control the flight path of the aircraft. Table 1
The yaw damper assists in turn coordination.
The servo position reference is synchronized Lateral modes for the AP/FD are shown on the
to zero at engagement and is constantly top left side of the PFD. Vertical modes are
updated to make sure that the steady state shown on the top right side of the PFD. Armed
rudder forces are zero. A fly-through feature of lateral modes are shown in white directly to
the yaw damper is active below 150 KIAS. the left of the captured modes. Armed vertical
This updates the yaw damper rudder pedal modes are shown in white directly to the right
input, allowing the yaw damper to remain of the captured modes. The modes are
engaged on approach with little force displayed in the same layout as the selections
impeding the pilot. on the mode controller.
The MAXSPEED overspeed caution
annunciation is shown on the left side of the
attitude sphere when the flight director detects
an overspeed condition. The annunciation is
shown as long as the flight director determines
the overspeed condition exists.

22-10-18 December 2014
AUTO FLIGHT
The following annunciations illuminate on the

PFD for the flight director/autopilot:
Table 1 - AFCS Status Box Messages

LOCATION ANNUNCIATION INDICATION
AP Autopilot active, normal
AP Flashing: autopilot disengaged (system)
AP Flashing (for 5 seconds): autopilot disengaged (crew)
Center YD Yaw damper active, normal
(Engagement
Mode YD Flashing (for 5 seconds): yaw damper disengaged
TCS Momentary: Touch control steering engaged
 Flight director indicator arrow—pilot-side flight director selected
 Flight director indicator arrow—pilot-side flight director selected
ROL Basic roll
HDG Heading
VAPP VOR approach
LOC Localizer
FMS Long range nav
VOR VOR nav
Left
BC Back course
(Lateral Mode)
Depressing the GA button on the throttle selects the flight director
TO
to take off (on the ground—flight director only)
Depressing the GA button on the throttle selects the flight director
to go-around (in-air—flight director only).
If an approach procedure is loaded, this button activates the
GA
missed approach when the selected navigation source is FMS,
or when the navigation source is VOR/LOC and a valid frequency
has been tuned.

December 2014 22-10-19
AUTO FLIGHT
Table 1 - AFCS Status Box Messages (Continued)

LOCATION ANNUNCIATION INDICATION
ASEL Altitude preselect
GS Glideslope
GP Glide path
ALT Altitude hold
VS Vertical speed
IAS Indicated airspeed
Right GA Go around (flight director only) *See lateral mode GA

(Vertical Mode) TO Takeoff (flight director only) *See lateral mode TO
MACH Mach
PATH VNAV tracking vertical descent
VALT Captures selected VNAV altitude reference
FLC Flight level change
FLCH Flight level change high
PIT Pitch hold
Table 2 - Autopilot Aural Alerting

AURAL ALERT DESCRIPTION
Activated when the autopilot is disengaged for any reason other
than a crew commanded disengagement, such as a monitor trip.
It consists of a continuous cavalry charge (3 cavalry tones
AP Abnormal
repeating with a brief pause in between) until canceled, and is
Disconnect Tone
accompanied by a red flashing AP indication on both PFDs until
canceled and an amber flashing YD on both PFDs for
approximately 5 seconds.
AP Normal Activated when the autopilot is disengaged by a crew command
Disconnect Tone using either CWMS, AP button on the autopilot mode controller,
or when the crew commands manual pitch or roll trim commands
with the autopilot engaged.
It consists of three cavalry charge tones played one time. It is
accompanied by amber AP and YD indications (on the PFD
formats) that flash for approximately 5 seconds before
extinguishing.
Trim-in-Motion Activated when the autopilot is engaged and the trim is in motion
Clacker for more than 2 to 3 seconds.

22-10-20 December 2014
AUTO FLIGHT
SYSTEM OPERATION
Figure 15
During normal operation, the following
autopilot mode controls performs many
functions.
DN
SPD
APPR XFR VNAV
UP
BANK YD
386+,$6í0$&+
Autopilot Mode Controller
DN
RANGE COM RANGE COM
CLR PFD D NAV BARO CLR PFD D NAV BARO
SPD
– + CRS1 HDG FMS MAN ALT CRS2 – +
APPR XFR VNAV
WARN WARN
CAUT UP CAUT
PUSH PAN PUSH ENT PUSH STD PUSH PAN PUSH ENT PUSH STD
ENT FPL PROC BANK YD ENT FPL PROC
386+,$6í0$&+
LJ75_2210_0001a
LANDING
COCKPIT LIGHTS GEAR PRESSURIZATION ENVIRONMENTAL CONTROL CVR COCKPIT LIGHTS
UP EMER CABIN PRESSURE CONTROL COCKPIT ERASE
OVRHD INSTR TEMPERATURE FAN AIR COND INSTR OVRHD
VLO 200 DEPRESS BAG HT
COOL
350 FPM O
CAB RATE ON F HEADPHONE
OFF BRT OFF BRT
M
ON
DELTA P
1.2 PSID
MIN MAX
F
HEAT OFF BRT OFF BRT
CAB ALT
4200 FT
COLD HOT
CABIN
OFF
CB PANEL FLOOD MANUAL MANUAL TEMPERATURE FAN PEDESTAL CB PANEL
RUD PEDAL L OXY MIC GEAR / HYD TEMP R OXY MIC RUD PEDAL
PRESS
FWD NOSE STEER AUX HYD FWD
LDG ALT MANUAL
ON ON ON ON
ON ON DO NOT
DN UP DN UP MIN MAX
OFF BRT OFF BRT LAND OFF BRT OFF BRT
AFT VLE 260 COLD HOT OFF AFT
DN PRESSURIZED
ANTI-SKID HYD XFLOW
OFF ON
Fig. 15: Autopilot Controls

December 2014 22-10-21
AUTO FLIGHT
CRS 1 rotary knob with integral AP switch/annunciator—Engages or

pushbutton—Knob (course symbol on the disengages the autopilot.
face) controls the course display on the PFD 1
When the switch is activated, the green bar on
and provides the course to the flight director/
the top of the switch illuminates, the yaw
autopilot for the VOR and LOC modes. The
damper engages, and the green light on the
roll flight director command is proportional to
right side of the YD switch illuminates.
the course error. The course error signal is
gain-programmed as a function of the When the switch is deactivated, the yaw
airspeed and distance from the station. damper will not disengage. The green bar on
Pushing the CRS knob synchronizes the right side of the AP switch extinguishes when
display to the aircraft “direct-to” course. the AP command is deselected or the monitor
trips the mode offline.
FD switch—Pushing the FD switch only does
not bring the pilot flight director command bars When the switch is activated, the autopilot is
into view. Any subsequent flight director mode coupled to the flight director selected by the
selection (pitch or roll axis) causes both the XFR switch. If the onside FD was not ON prior
horizontal and vertical command bars to be to AP selection, the autopilot will engage in
shown (the pitch or roll axis not selected basic attitude and wings-level mode if the
engages attitude hold). When the flight aircraft is within 6° of level. If the aircraft roll
director command bars are in view on both attitude is greater than 6°, the aircraft will
PFDs, the first FD switch pushed will remove maintain that attitude.
the command bars from that side only. PIT and ROL will be annunciated when the
Pushing the opposite side FD switch basic attitude is engaged. If the altitude is
disengages all flight director selected modes different than the selected altitude when the
(AP not engaged). autopilot is engaged, and the aircraft has a
The primary function of the FD switch is to vertical rate toward the preselect altitude, the
bias the FD command bars out-of-view on altitude preselect automatically arms and the
their respective displays. Exceptions to this aircraft will climb/descend toward it.
function are as follows: When the autopilot is engaged, the
• AP engaged—When the autopilot is coupled-side flight director always shows the
engaged, the coupled-side flight director command bars. The side that is not coupled to
command bars are shown; the the autopilot can deselect the command bars
uncoupled-side flight director may continue by pushing the corresponding FD switch.
to be toggled on/off with the FD switch The green AP YD annunciates on the PFD
• AP disengaged—If FD mode is selected when the autopilot is engaged.
and either of the FD command bars are
selected OFF, the command bars on the NOTE
side selected will be biased out of view; if The autopilot can only be engaged if
the other is selected OFF at this time (both both AHRS are valid.
FD command bars are selected OFF), then
all FD modes will be canceled and will not The following actions disengage the autopilot:
be shown; if no FD modes are selected, no • Control wheel master switch activation
command cue is shown

22-10-22 December 2014
AUTO FLIGHT
• Pilot-initiated trim commands with arming A left green triangle indicates the autopilot is
switch pushed coupled to the no. 1 (left) flight director. The
right green triangle indicates the autopilot is
• Secondary trim switch activation
coupled to the no. 2 right flight director.
• AHRS select switch with one AHRS
When the controller is initially powered, it
inoperative
defaults and illuminates the left green triangle.
• Yaw damper disengagement When the autopilot is engaged, the left or right
• Autopilot primary or secondary monitor trip green triangle indicates which side flight
director is coupled to the autopilot.
• Selecting pitch trim off
When the autopilot is engaged, the XFR
YD switch/annunciator—Engages or switch selection does not disconnect the
disengages the yaw damper. autopilot.
When the switch is activated, the green bar on HDG rotary knob with integral
the top of the switch illuminates. The yaw pushbutton—Knob (heading symbol above it)
damper automatically engages when the controls the heading bug and digit display on
autopilot is engaged and remains engaged both PFDs.
when the autopilot is disengaged using the AP
switch (or pilot AP disconnect using the The sync function is activated by pushing the
CWTS). HDG control knob, causing the pointer to align
with the current heading on both PFDs (the
When the switch is activated, the green bar pointer syncs to the side heading indicated by
extinguishes when the yaw damper is the XFER arrow).
deselected or the monitor trips the mode
offline. The flight director and autopilot turn to follow
the heading bug turn direction, up to a full
With the autopilot engaged, switch 360° (smart heading bug). When the smart
deactivation disengages the yaw damper and heading select mode is activated, the flight
autopilot. director steering command is either the
The following actions disengage the yaw shortest distance to the bug or in the direction
damper: of travel of the bug from the fore lubber line.
• Control wheel master switch activation HDG switch/annunciator—Couples heading

select mode to both no. 1 and no. 2 flight
• YD switch on the FGAC panel directors.
• Autopilot primary or secondary monitor trip When the switch is selected, the green bar on
XFR switch/annunciator—Transfers the top of the switch illuminates. The green bar
flight director to the coupled autopilot. extinguishes when the heading mode is
When autopilot is not engaged, the XFR offline.
switch annunciates which side flight director is
coupled to the autopilot. With the switch selected, previously selected
lateral modes are canceled, the roll flight

December 2014 22-10-23
AUTO FLIGHT
director command is proportional to the • VOR mode—Selected by pushing the CDI/

heading select error, and the heading select GPS softkey on the DU with the navigation
error signal is gain-programmed as a function receiver tuned to a VOR frequency
of airspeed.
• When outside the lateral bracket sensor
When the heading select mode is active, HDG trip point, the roll flight director
is illuminated on the EFIS. command is a heading select command
as described in the HDG section
The following actions disengage the heading
select mode: • Upon reaching the lateral bracket
sensor trip point, the system
• Deselect HDG mode;
automatically switches to the VOR mode
• LOC, BC, VOR, VAPP capture to capture and track the VOR beam; if
• Go-around selected the DME is valid, the VOR deviation is
gain-programmed as a function of
• Shown heading source invalid distance from the station; this
• Roll command from trim barrel switch in programming corrects for beam
use with autopilot convergence, thus optimizing the gain
through the useful VOR range
BANK switch/annunciator—While in
heading mode, selects a reduced maximum • The course error signal is gain-
bank angle of 14° to both no. 1 and no. 2 flight programmed as a function of airspeed;
director. crosswind update is included, which
maintains the aircraft on beam center in
The normal bank angle limit during heading the presence of crosswind
select is 27°. When the switch is selected, the
green bar on the top of the switch illuminates. • When the VOR is armed, a white VOR
The green bar extinguishes when the heading illuminates on the top line of the PFD
select low bank submode is deselected or the display with VOR shown in the NAV
monitor trips the mode offline. Source area; when the VOR is captured,
the display turns green
NAV switch/annunciator—Activation of the
NAV switch couples NAV commands (from • The following actions disengage the
VOR, LOC, or GPS) to both no. 1 and no. 2 VOR mode: deselect of NAV mode on
flight directors. GMC-7250., APPR or HDG mode
selected, go-around selected, change in
When the switch is selected, the green bar on shown NAV or HDG source, shown
the top of the switch illuminates. The green heading source invalid, VOR signal
bar extinguishes when the NAV mode is invalid over 5 seconds, roll command
deselected or the monitor trips the mode from trim barrel switch in use with
offline. autopilot
NAV coupling is dependent upon the
navigational source selected through the
respective DU.

22-10-24 December 2014
AUTO FLIGHT
• LOC mode—Selected by pushing the CDI • FMS mode—Couples the flight director/
softkey switch on the DU with the autopilot to a roll steering signal derived for
navigation receiver tuned to a localizer automatic waypoint sequencing of an
frequency; switching and annunciation of active flight plan, generated within the FMS
the localizer mode is the same as the VOR
• When coupled, the flight director/
mode
autopilot commands the airplane to
• The localizer deviation signal is gain- follow an FMS-generated steering signal
programmed as a function of radio
• The FMS mode is engaged by pushing
altitude; if the radio altimeter is invalid or
the FMS softkey on the DU,
not installed, gain programming is a
programming the FMS preflight data and
function of vertical velocity and the time
flight plan, and selecting NAV on the
elapsed since beam capture
FGAC
• Other valid logic is the same as the VOR
• When mode is selected, the lateral
mode
beam sensor is bypassed and the
• When armed, a white LOC illuminates system goes into FMS
on the top line of the PFD display with
• The following actions disengage the
ILS shown in the NAV Source area;
FMS mode:
when the localizer has been captured,
the display illuminates green • Deselect NAV mode on GMC-7250
• The following actions will disengage the • HDG mode selected
LOC mode: • Go-around selected
• Deselect of NAV mode on GMC-7250 • Change in shown NAV or HDG
• HDG mode selected source
• Go-around selected • Shown heading source invalid
• Change in shown NAV or HDG • FMS steering signal invalid
source • Roll command from trim barrel switch
• Shown heading source invalid in use with autopilot
• Localizer signal invalid over 5 APPR switch/annunciator—Couples the
seconds localizer and glideslope (when tuned to an ILS
frequency) or VOR approach (when tuned to a
• Roll command from trim barrel switch
VOR) to both no. 1 and no. 2 flight directors,
in use with autopilot
depending upon the NAV source selection.
The annunciation for the following selected
navigational sources are shown above and to
the left of the compass card. When this
function is selected, the green bar on the top

December 2014 22-10-25
AUTO FLIGHT
of the switch comes on. The green bar will go • ILS approach mode—
off when the command is deselected or the
• Pushing the APPR switch arms both the
monitor trips the mode off line.
localizer and glideslope modes when
• VOR approach mode— the NAV receiver is tuned to an ILS
frequency
• Selected by pushing the APP switch on
the mode selector with the navigation • LOC arm and GS arm annunciations are
receiver tuned to a VOR frequency shown on the PFD; localizer capture
logic is the same as described for the
• Mode operation is identical to the VOR
LOC mode
mode with the lateral command gains
optimized for operation within 10 miles • With the glideslope mode armed, the
of the VOR station flight director remains in any previously
selected vertical mode; when the
• When selected, the VAPP arm
vertical beam sensor trip point is
annunciation is illuminated on the PFD;
reached, the system automatically
the capture logic is the same as
switches to the glideslope mode, the GS
described for the VOR mode
arm annunciation extinguishes, and the
• When the VOR approach is armed, a GS capture annunciation illuminates
white VAPP illuminates on the top line of
• At capture, a command is generated to
the PFD with VOR shown in the NAV
asymptotically approach the glideslope
Source area; when the VOR has been
beam; capture can be made from above
captured, this display will turn green
or below the beam
• The following actions disengage the
• The glideslope deviation is
VAPP mode:
gain-programmed as a function of radio
• Deselect NAV mode on GMC-7250 altitude; if the radio altimeter is invalid,
• NAV or HDG mode selected gain programming is a function of
vertical velocity and the time elapsed
• Go-around selected since glideslope capture
• Change in NAV or HDG source • Glideslope capture is interlocked so that
• Shown heading source invalid the localizer must be captured prior to
glideslope capture; if the glideslope
• VOR signal invalid over 5 seconds receiver is not valid prior to capture
• Roll command from trim barrel switch point, the system will perform a localizer
in use with autopilot approach.
• After capture, if the glideslope receiver
becomes invalid, the pitch command bar
will bias out of view and the autopilot will
hold the pitch attitude existing at the
time of the invalid glideslope; the

22-10-26 December 2014
AUTO FLIGHT
approach mode will be a non-precision • Backcourse mode—

localizer approach
• This automatic mode operates similar to
• When the ILS is armed, a white LOC the localizer mode except that it inverts
and GS illuminate on the top line of the the deviation input polarity and allows
PFD with ILS shown in the NAV Source the system to approach the runway from
area; when the localizer and/or the opposite direction from the localizer
glideslope have been captured, the mode
engaged mode display turns green
• Automatically selected for localizer
• The following actions disengage the approaches when the selected course
LOC and/or GS mode: differs from the heading by more than
105°
• Deselect APPR mode on GMC-7250
• Input data is the same as the localizer
• NAV or HDG mode selected
mode with the exception of the middle
• ALT, VS, FLC, FLCH mode select marker
(affects GS capture only)
• When the localizer is armed, a white
• ASEL capture (affects GS capture LOC illuminates on the top line of the
only) PFD with ILS shown in the NAV Source
• Go-around selected area; when captured, and the course
error at the time of engagement is
• Change in shown NAV or HDG greater than 105°, a green BC
source illuminates on the PFD
• Shown heading source invalid • The following actions disengage the BC
• Localizer signal invalid over mode:
5 seconds (disconnect LOC and GS) • Deselect APPR mode on GMC-7250
• Glideslope signal invalid over • NAV or HDG mode selected
5 seconds (disconnect GS only)
• Go-around selected
• ADC invalid
• Change in shown NAV or HDG
source
• Shown heading source invalid
• Localizer signal invalid
over 5 seconds

December 2014 22-10-27
AUTO FLIGHT
• GPS approach mode— airspeed tape is referenced to the indicated

airspeed digital display on the bottom of the
• Automatically selected by the GPS
airspeed tape. The Mach reference value is
when the airplane sequences on to the
selectable to ±0.01 M.
approach leg
When engaged in the SPD mode, IAS control
• Selection of APPR on the flight guidance
is selected automatically if the altitude is less
autopilot controller has no effect on the
than 30,000 ft. The functions of the SPD rotary
flight director/autopilot when the NAV
knob pushbutton are IAS, MACH, OFF. If the
source selected on the display
altitude is greater than 30,000 ft, the Mach
controller is FMS
control is engaged. The function of the
• When the FMS sequences on approach, pushbutton is then MACH, IAS, OFF. The SPD
a cyan APPR illuminates next to GPS as mode does not automatically switch from
the NAV source MACH to IAS or vice versa when passing
• There is no change in the guidance through 30,000 ft. The rotary SPD knob is
modes as shown on the PFD used in this mode to change the desired IAS
or MACH command reference and bug.
SPD, rotary knob with integral
pushbutton—The SPD rotary knob controls NOTE
the vertical speed (VS) digital reference
shows, airspeed, and vertical speed reference The EFIS speed bug is operational in
bugs on both primary flight shows. The all FD modes except VS (frozen at the
airspeed bug and digital reference display are last selected position).
present at all times. The vertical speed bug SPD, switch, annunciator—Activation of the
and digital reference display are present only SPD function engages the speed hold mode
when VS is selected. With the VS mode to the number 1 and number 2 flight directors.
selected on the flight director/autopilot, the The SPD function is selected with the FLC
display readings and bugs correspond to the button. The speed knob outer ring selects
value that the computer is using to set the MAN or FMS mode. The manually selected
desired command reference. speed reference defaults to 80 kt and then the
When VS is selected, the airspeed reference pilot must change the bug. The SPD knob is
and bug freezes at the value indicated at the used to reset the desired speed reference
time of VS engagement. The SPD knob is display and bug. Speed selections beyond
then used to set the vertical speed reference VMO or MMO are not allowed; however, there
display and bug. are no limitations for slow speed selections.
The airspeed bug is always shown on the The EFIS annunciation for this mode is SPD.
airspeed tape. When a Mach reference is
selected, the bug corresponds to a selected
digital Mach value that is shown above the
airspeed tape. When a Mach value is
referenced, the digital Mach value above the

22-10-28 December 2014
AUTO FLIGHT
The following actions disengage the manual The following actions disengage the VS mode:
SPD mode:
• Deselect VS mode on flight guidance
• SPD mode on the GMC-7250 is deselected autopilot controller
• ALT, VS, FLC, or FLCH mode is selected • ALT, FLCH, mode selected
• GS or ASEL is captured • GS, ASEL capture
• Go-around is selected • GA selected
• ADC is invalid • ADC invalid
• The pitch command from the trim barrel • Pitch command from trim barrel switch in
switch is in use with the autopilot use with autopilot
• Selection of VNAV on the FGAC, the GPS • Selection of VNAV on flight guidance
selected as the NAV source, the FMS pitch autopilot controller, FMS selected as NAV
steering signal is invalid, and the preselect source, FMS pitch steering signal is valid,
altitude is below the altitude capture band and the preselect altitude is below the
of the aircraft aircraft altitude capture band
VS switch/annunciator—Switch activation FLC, switch, annunciator—Activation of the
engages the vertical speed hold mode to the FLC switch commands the number 1 and
no. 1 and no. 2 flight directors. number 2 flight directors to give information to
change the flight level of the aircraft. The FLC
When the VS function is selected, the green
function uses the speed mode control law
bar on the top side of the switch illuminates
used in conjunction with the altitude preselect.
and the vertical speed syncs to the existing
vertical speed. The green bar extinguishes When the FLC function is selected, the
when the command is deselected or the (green) bar on the right side of the switch
monitor trips the mode offline. The SPD rotary illuminates. Push the switch once for the
knob is used in this mode to reset the desired normal climb/descent profile. Selection of the
vertical speed digital reference display and high-speed climb/descent profile is with the
bug. GTC. Set the mode to off (the AP reverts to
pitch attitude hold) with the switch. The
The vertical speed digital reference display
(green) bar goes off when the command is
and bug are not displayed (declutter mode)
when the VS mode is not selected. The
offline. The climb/descent profile MACH/IAS
vertical speed mode resolution is 50 ft per
command references are a function of the
minute for rates <1000 ft per minute and
altitude preselect function and altitude.
100 ft per minute for rates greater than
1000 ft per minute. The maximum selectable The FLC mode does not let the aircraft fly
vertical speed is ±6000 ft per minute. away from the current altitude unless the
altitude preselect is selected to another
The EFIS annunciation for this mode is VS.
altitude.

December 2014 22-10-29
AUTO FLIGHT
In the FLC mode, the MACH/IAS reference The EFIS annunciation for this mode is VNAV
display and bug indicate the commanded with GPS in the NAV source shown.
speed references as provided by the FGAC.
The following actions disengage the VNAV
The EFIS annunciation for this mode is FLC mode:
for the normal climb/descend profile and
• Deselect VNV mode on GMC-7250
FLCH for the high-speed profile.
• ALT, FLCH, VS mode selected
The following actions disengage the FLC
mode: • GS, ASEL capture
• FLC mode on the GC-500 is deselected • GA selected
• ALT, SPD, or VS mode is selected • ADC invalid
• GS or ASEL is captured • FMS pitch steering signal invalid
• Go-around is selected • Pitch command from trim barrel switch in
use with autopilot
• ADC is invalid
• Deselect GPS as NAV source
• Pitch command from the trim barrel switch
is in use with the autopilot ALT rotary knob—This knob controls the
altitude preselect function for display on the
• Selection of VNAV on the FGAC, the
PFD.
selection of FMS as the NAV source, the
FMS pitch steering signal is invalid, and the The altitude preselect mode features
preselect altitude is less than the altitude automatic arming if the selected altitude is
capture band of the aircraft different than the existing aircraft altitude and
the aircraft is flown toward the selected
VNAV pushbutton switch/annunciator—
altitude. Selecting another vertical mode other
Switch activation couples the FMS pitch
than altitude hold (ALT) does not disconnect
steering commands to the no. 1 and no. 2
the altitude preselect arm mode.
flight directors if GPS is selected as the NAV
source and the FMS is programmed for a When the preselect mode is armed, a white
vertical navigation profile. ASEL annunciation illuminates on the EFIS.
When the system captures the selected
When the VNV function is selected, the green
altitude, a green ASEL illuminates on the
bar on the right side of the switch illuminates.
EFIS. If the aircraft deviates from the capture
The green bar extinguishes when the
profile, an amber ASEL illuminates on the
command is deselected or the monitor trips
EFIS.
the mode offline. When the VNV mode is
armed, a white VNV illuminates on the top line ALT switch/annunciator—Switch activation
of the PFD. When the vertical navigation engages the altitude hold mode of operation to
engagement criteria have been satisfied, the the no. 1 and no. 2 flight directors.
annunciation turns green. When the ALT function is selected, the green
bar on the top of the switch illuminates. The

22-10-30 December 2014
AUTO FLIGHT
green bar extinguishes when the command is • Selection of VNAV on the flight guidance
deselected or the monitor trips the mode autopilot controller, FMS selected as NAV
offline. source, FMS pitch steering signal is valid,
preselect altitude is below the altitude
Pushing the ALT switch engages the system in
capture band of the aircraft
the altitude hold mode (the altitude at the time
of the switch push will be the target altitude). If CRS 2 rotary knob with integral
the autopilot is engaged while in the altitude pushbutton—This knob (course symbol on
hold mode, the system couples to the altitude the face) controls the course display on the
error signal and automatically holds altitude no. 2 PFD and provides the course to the flight
through the pitch axis. If the pilot chooses to director/autopilot for the VOR and LOC
manually fly the ALT mode (autopilot off) in modes.
order to change the altitude target, the pilot
The roll flight director command is proportional
must disengage ALT, fly to the new desired
to the course error. The course error signal is
altitude, then reengage ALT.
gain-programmed as a function of airspeed.
The pilot may also manually change altitude Pushing in the CRS knob synchronizes the
by pushing the touch control steering (TCS) display to the direct-to course.
switch, flying to the new altitude, then
FD switch/annunciator (copilot side)—
releasing the TCS switch. Another method is
Pushing the FD switch only does not bring the
to use the CWTS. By using the CWTS, the
copilot flight director command bars into view.
ALT mode is canceled and the aircraft will fly
Any subsequent flight director mode selection
the basic attitude mode to the new altitude.
(pitch or roll axis) causes both the horizontal
Then the ALT mode may be re-engaged to
and vertical command bars to display (the
hold a new target altitude.
pitch or roll axis not selected engage into
The EFIS annunciation for this mode is ALT. attitude hold). When the flight director
command bars are in view on both PFDs, the
The following actions disengage the ALT
first FD switch pushed removes the command
mode:
bars from that side only. Pushing the opposite
• Deselect ALT mode on GMC-7250 side FD switch disengages all flight director
• FLCH, VS mode selected selected modes (AP not engaged).
• GS capture NOTE
• GA selected When the CAT II option is exercised,
• ADC invalid both flight director command bars must
be ON to enable the CAT II operation.
• Pitch command from trim barrel switch in
use with autopilot

December 2014 22-10-31
AUTO FLIGHT
The primary function of the FD switches are to PIT and ROL illuminate on the PFD when this
bias the FD command bars out-of-view on mode is engaged.
their respective displays. Exceptions to this
The following actions disengage the PIT
functionality are as follows:
attitude hold mode:
• AP engaged—The coupled side flight
• Selection of any vertical FD mode
director command bars are always
displayed; the uncoupled side flight director • GS, ASEL capture
may continue to be toggled on/off with the The following actions disengage the ROL
FD switch attitude hold mode:
• AP disengaged—If an FD mode is • Selection of any lateral FD mode
selected and either of the FD command
bars are selected OFF, the command bars • Roll command/attitude is <6°, heading hold
on the side selected are biased out-of-view; mode active
if the other is selected OFF at this time WINGS LEVEL, HEADING HOLD (not
(both FD command bars are selected annunciated on the flight guidance
OFF), then all FD modes are canceled and autopilot controller)—With the autopilot
no command bars are shown; if no FD engaged and no lateral path mode selected,
modes are selected, no command cue is the roll axis will command wings level and
shown heading hold if the aircraft is within 6° of level.
ATT (not annunciated on the flight The roll attitude may be changed by
guidance autopilot controller)—With the employing the CWTS roll command or using
autopilot engaged and no vertical mode the TCS switch on the coupled side (except in
selected, the pitch inner-loop maintains pitch ILS LOC approach). The CWTS allows the
attitude. The CWTS and the TCS switch on coupled-side pilot to adjust the bank angle
the coupled side allow the pilot to change the proportional to the length of time the switch is
pitch and roll attitude reference (except in ILS pushed, or 1° per click. The maximum bank
glideslope approach). If no outer-loop mode is angle for this mode is 30°. With the autopilot
engaged, the CWTS commands an attitude engaged, the CWTS command cancels any
change proportional to the length of time the existing lateral mode on the flight guidance
switch is pushed or 0.5° per click for pitch and autopilot controller, automatically reverting
1° per click for roll. control to the manual CWTS.
The TCS switch allows the pilot to manually fly ROL illuminates on the PFD when this mode is
to the desired new attitude with autopilot selected.
servos disengaged as long as the button is If go-around is selected, the FD will command
pushed. When the TCS switch is released, the wings level.
existing pitch and roll attitudes become the
new references (as long as the +20/-10° pitch
and ±35° roll limits are not exceeded) and the
servos re-engage in pitch and attitude hold.

22-10-32 December 2014
AUTO FLIGHT
The following actions disengage the heading TOUCH CONTROL STEERING

hold mode: (annunciated on the PFD where AP is
normally annunciated)—This function is
• Selection of any lateral FD mode
used to manually fly the aircraft while the
• Roll command from trim barrel switch in autopilot is engaged. To use the TCS function,
use with autopilot push the TCS button on the control wheel,
OVERSPEED (not annunciated on the flight maneuver the aircraft to the desired condition,
guidance autopilot controller)—All vertical and release the TCS button. When TCS
modes have an overspeed protection function button is released, the flight director remains
with the exception of: in the mode prior to TCS.
• Altitude capture (ASEL) The EFIS annunciation for this mode is TCS
instead of the AP annunciation.
• Altitude hold (ALT)
GO-AROUND (not annunciated on the flight
• Glideslope capture (GS) guidance autopilot controller)—This mode
• VNAV overspeed protection from FMS is selected by pushing the throttle-mounted
go-around button. This mode disconnects the
• Autopilot basic pitch (PIT) modes autopilot and cancels all other vertical and
The autopilot predicts an overspeed condition lateral modes except the automatic altitude
based on longitudinal acceleration to prevent preselect arm. The flight director provides a
an overspeed condition from occurring. wings-level command bar display in the lateral
Overspeed is annunciated by MAX SPD on axis and a fixed pitch-up vertical command.
the PFD (left side of the ADI). During The altitude preselect capture is operational,
overspeed protection, the flight director/ along with the lateral wings-level. When the
autopilot will control to a speed target to go-around mode is active, GA illuminates on
prevent any speed exceedance. Once the the PFD.
overspeed condition is corrected, the system
reverts to the mode selected prior to the NOTE
overspeed condition. The YD remains engaged during GA.
UNDERSPEED (not annunciated on the The following actions disengage the
flight guidance autopilot controller)—The go-around mode:
autopilot disconnects when the stick shaker
angle-of-attack is reached. Lateral flight • Autopilot engagement
director modes remain engaged. Vertical flight • ALT, VS, FLCH mode select
director modes default to pitch attitude.
• ASEL capture
• TCS select

December 2014 22-10-33
AUTO FLIGHT
FAULT INDICATION
Table 3: Autopilot System – CAS Messages
CAS MESSAGE LOGIC
Message is posted when any of the following conditions occurs:

• Loss of communication to the pitch, roll or yaw servo motors
AP INOP
• Loss of roll envelope and pitch envelope protection
• There has been a failure in the pitch, roll or yaw servo motors
Message is posted when any of the following conditions occurs:

YD INOP • Communication has been lost to the yaw servo motor.
• There has been a failure in the yaw servo motor
Message is posted whenever aileron servo loads (LWD):

• Have been more than 30-35 in/lbs for greater than 10 seconds.
AP HOLDING LWD
• Annunciation indicates that the control wheel forces may be high
when the autopilot is disengaged.
Message is posted whenever aileron servo loads (RWD):

• Have been more than 30-35 in/lbs for greater than 10 seconds.
AP HOLDING RWD
• Annunciation indicates that the control wheel forces may be high
Message is posted whenever the elevator servo loads:

• Have not been relieved by the pitch trim system. Message posts in
white (STATUS) if the loads (NDN) are not relieved in 15 seconds.
AP HOLDING NDN • Message posts in amber if the loads are still not relieved fifteen
seconds after the white message has been posted, or if the servo
torque exceeds 85 in-lbs for five seconds.
• Amber message indicates that control wheel forces may be high

white (STATUS) if the loads (NUP) are not relieved in 15 seconds.
AP HOLDING NUP • Message posts in amber if the loads are still not relieved fifteen

22-10-34 December 2014
AUTO FLIGHT
Table 3: Autopilot System – CAS Messages
CAS MESSAGE LOGIC

white (STATUS) if the loads (NUP) are not relieved in 15 seconds.
AP HOLDING NUP • Message posts in amber if the loads are still not relieved fifteen
Message is posted whenever the integrated avionics computer:

• Detects that elevator servo loads (NDN) have not been relieved by
the pitch trim system. Message will post in white if the loads are not
AP HOLDING NDN
relieved in 15 seconds.
• The white message indicated that the control wheel forces may be
high when the autopilot is disengaged.
Message is posted whenever the integrated avionics computer:

• Detects that elevator servo loads (NUP) have not been relieved by the
pitch trim system. Message will post in white if the loads are not
AP HOLDING NUP
relieved in 15 seconds.
• The white message indicated that the control wheel forces may be
high when the autopilot is disengaged.
Message is posted any time one of the Control Wheel Master Switches
on the Hand Wheels is depressed.
• These signals are accessible at 1P604(10) or 2P604(10) for the pilot
and the copilot.
WHEEL MSTR • The Control Wheel Master switches are in series and produce a
single discrete signal (AFCS_DIS in CFG). That signal is normally
28 VDC.
• If either Control Wheel Master switch is depressed this signal goes
“OPEN”.

December 2014 22-10-35
AUTO FLIGHT

22-10-36 December 2014
AUTO FLIGHT
AVIONICS TECHNICAL TRAINING GUIDE MACH/CONFIGURATION TRIM SYSTEM
MACH/CONFIGURATION TRIM SYSTEM

(ATA 22-20-00 and 22-25-00)
OVERVIEW Configuration trim is only functional when the

trim selector switch is in the PRI position and
Mach trim provides closed-loop automatic the autopilot is not engaged. The configuration
speed stability by controlling the aircraft trim functions aid the pilot by providing
attitude using the horizontal stabilizer. Relative automatic relief of control column loads via the
trim position is determined by a predetermined integrated avionics unit control of horizontal
stabilizer position versus Mach number curve, stabilizer position. The configuration trim
Mach number (indicated), flap position, and system control and monitoring functions are
spoiler level position. Mach trim automatically provided by software contained in the
functions at and above 0.78 Mach when the integrated avionics unit using inputs from
autopilot is disengaged or inoperative. The spoileron, computer and flap position
system includes a monitor to detect indication unit. Through these interfaces, the
malfunctions, disengage the Mach trim configuration trim provides automatic pitch
system, and alert the pilots through visual control for changes in aircraft configuration.
means. Trim commands from either control wheel trim
Configuration trim interfaces with other aircraft switch have priority over the configuration trim
configuration sensors, such as flap position, commands.
and spoiler select position, to compensate for
pitch movements created when the aircraft
configuration is changed. Configuration trim is
resynchronized after a manual trim input, or
when the aircraft configuration is changed.
The integrated avionics units use manual pitch
trim commands to synchronize the
Mach/configuration reference position. The
primary side of the stabilizer actuator
controller processes computer-generated
commands. Configuration trim moves the
stabilizer a preset amount in conjunction with
aircraft configuration, based on a function of
spoiler, and flap position inputs relative to
airspeed. Mach trim provides variable noseup
trim adjustments to counteract the Mach tuck
tendency at high altitudes and airspeeds as a
function of air data computer outputs.

December 2014 22-20 and 22-25-37
AUTO FLIGHT
ASSOCIATED COMPONENTS COMPONENT DESCRIPTION

The Mach/configuration trim functions reside AND OPERATION
in the integrated avionics units. The following Figures 27, 28, and 29
components are associated with the
Mach/ configuration trim system: Integrated Avionics Units
• Integrated avionics units (2)
Figure 16
• Trim adapters (2)
• Stabilizer actuator control box
• Stabilizer actuator
• Trim system select switch
• Spoileron computer
• Air data computers (2)
• Flap position indication unit
LJ75_2250_0008
GIA1 GIA2
Fig. 16: Integrated Avionics Units

The no. 1 and no. 2 integrated avionics units
generate manual, mach, configuration, and
auto trim commands, and sends them to the
H-stab adapters via two RS 485 buses. The
integrated avionics units also monitor both
poles of pilot and copilot control wheel master
switches (MSWs), and have the ability to stop
trim if any mismatch or error exists.

22-20 and 22-25-38 December 2014
AUTO FLIGHT
Trim Adapters (2) They perform command comparison

monitoring on both integrated avionics units
Figures 17 and 18 commands sent to drive the horizontal
Two trim adapters are installed in the aft stabilizer actuator. Both LRUs interface with
fuselage. The trim adapters receive trim the integrated avionics units via RS-485.
commands from the integrated avionics units.
FS
614.21
A
6
FS
596.79
5
3
1 5
LJ75_2250_0013
Detail A
Fig. 17: Trim Adapters (1 of 2)

December 2014 22-20 and 22-25-39
AUTO FLIGHT
13
12 11
12
10
FS
596.79
LJ75_2250_0014
FS
614.21
Detail B
Fig. 18: H-Stab Trim Adapters (2 of 2)

22-20 and 22-25-40 December 2014
AUTO FLIGHT
Stabilizer Actuator Control Box trim. This control box generates the motor
drive commands to their respective sections
Figure 19 inside the stabilizer actuator.
The stabilizer actuator control box is installed To ensure that at least one path of disconnect
in the tailcone section. This LRU controls and command is available if a fault is detected,
monitors the stabilizer. It has two independent each section also contains independent
sections, primary and secondary. Only the control wheel master disconnect functions for
primary section is used for Mach/configuration both the pilot and copilot.
A
FS
340.00
MOUNT
BRACKET
SCREW HORIZONTAL STABILIZER

ACTUATOR CONTROL BOX
(A65)
ELECTRICAL
CONNECTOR
(A65P4)
ELECTRICAL
CONNECTOR
(A65P3)
LJ75_2250_0012
ELECTRICAL ELECTRICAL
CONNECTOR CONNECTOR
(A65P2) (A65P1)
Detail A
Fig. 19: Stabilizer Actuator Control Box

December 2014 22-20 and 22-25-41
AUTO FLIGHT
Stabilizer Actuator Control Box— Stabilizer Actuator

Primary Section
Figure 20
This section of the stabilizer actuator control
The stabilizer actuator is installed in the
box receives the configuration and Mach trim
vertical stabilizer section of the aircraft. This
signals from the trim adapter. In this section of
LRU moves the horizontal stabilizer of the
the actuator control box, an amplifier converts
aircraft. It is partitioned into two independent
the signals from the trim adapter into a motor
sections, primary and secondary. Each
drive output. This motor drive operates only
section contains a motor with its tachometer,
when the TRIM ENABLE signal is valid and no
two position sensors, and the modulation/
control wheel master inputs are present.
demodulation circuitry for each of the position
The power and ground for the motor sensors. Mach/configuration trim capability is
command circuitry is supplied through relays provided via the primary section only.
that are controlled by the PRI/OFF/SEC switch
located on the pitch trim panel (pedestal). This
allows the trim to be positively disconnected
by manually setting the PRI/OFF/SEC switch
to OFF.
Sensor feedback from the actuator control box
primary section includes two position sensors
which are “feed through” signals from the
stabilizer actuator primary section and one
motor tachometer. The position sensors are
used for the display system control and
monitoring purposes. The tachometer is used
by the trim adapter for controlling and
monitoring the stabilizer commands. Discrete
feedback includes two valid discrete signals,
i.e., valid no. 1 and valid no. 2, which initiate
CAS messages and display sensor selection.
Valid no. 1 initiates an amber CAS message
PRI TRIM FAIL and selects which sensor is
used for the display system. Valid no. 2
initiates a white CAS message PRI TRIM
FAULT.

22-20 and 22-25-42 December 2014
AUTO FLIGHT
RIGGING PIN B
HOLE
A
HORIZONTAL STABILIZER
HORIZONTAL ACTUATOR MOUNTING
UPPER END STABILIZER BRACKET
ROD END CLEVIS ACTUATOR
Detail A
1 JAMNUT
LOCKING
DEVICE
HORIZONTAL
STABILIZER
ACTUATOR
LJ75_2250_0015
NOTE
View B-B
1 Safety wire
Fig. 20: Stabilizer Actuator

December 2014 22-20 and 22-25-43
AUTO FLIGHT
Stabilizer Actuator Primary Section Control Wheel Trim Switch

This section of the stabilizer actuator receives Figure 22
motor drive signals from the primary section of
the stabilizer actuator control box. The motors Used to input primary manual trim inputs, the
in the stabilizer actuator are brushless DC control wheel trim switch (CWTS) affects
motors, which enhance reliability. Mach/configuration functionality by providing
system synchronization. Whenever a CWTS
pitch command is input, the Mach/
Trim System Select Switch
configuration trim references from a different
Figure 21 null position.
Both the pilot and copilot control wheel have
FLIGHT CONTROL
PITCH TRIM RUDDER TRIM one of these switches for momentary control
SEC
PRI NOSE OFF NOSE of the pitch and roll input trim commands and
NDN LEFT RIGHT
O
F
the autopilot. Each switch is a four-position
F (LWD, RWD, NOSEDOWN, and NOSEUP)
NUP SEC barrel switch with a momentary-action
RUD
PIT TRIM
SPLRN
BOOST pushbutton switch in the top center of the
LJ75_2225_0002
BIAS NDN
PRESS
RESET
OFF
barrel. By rotating the barrel switch to one of
OFF
the four positions and depressing the arm
RESET
FLAP
NUP RESET
switch, it inputs pitch or roll trim command
signals.
Fig. 21: Trim System Select Switch
The trim system select switch is located on the
pitch trim panel (pedestal) and selects the trim
system for use. The PRI position enables the
primary trim switches in the control wheel,
while the SEC position enables the secondary
trim switches in the panel.
The selector switch must be positioned to PRI
for the Mach/configuration to operate.
Selecting OFF or SEC disables all integrated
avionics unit 1 trim functions to include the
automated Mach/configuration capability.
When this switch is set to the OFF position,
the power and ground circuits for the motor
command functions in the actuator control box
are disconnected.

22-20 and 22-25-44 December 2014
AUTO FLIGHT
Control Wheel Master Switch trim system. The signals from these switches
are provided to both integrated avionics units
Figure 22 and both sections of the actuator control box.
Mach/configuration trim functions can be Both sections of the actuator control box have
interrupted by use of either control wheel their own disconnect relay for each control
master switch (MSW). Both the pilot and wheel.
copilot control have one of these switches
which provide a positive means to disable the
LJ75_2210_0002
Fig. 22: Control Wheel Trim Switch

December 2014 22-20 and 22-25-45
AUTO FLIGHT
Forward Interface Unit disconnect signals for the stabilizer actuator,

integrated avionics units, and spoilerons. To
Figure 23 provide redundancy of function, this unit
The forward interface unit provides the maintains the separation of the pilot and
multiplexing function for the control wheel trim copilot MSW functions.
switches, and for the discrete MSW
FORWARD
INTERFACE
UNIT
(A67) ELECTRICAL
CONNECTOR
(A67P1)
ELECTRICAL
CONNECTOR
(A67P2)
A WASHER
SCREW
SUPPORT
ANGLE
LJ75_2250_0016
Detail A

22-20 and 22-25-46 December 2014
AUTO FLIGHT
Spoileron Computer
Figure 24
The spoileron computer provides the
integrated avionics units with the spoiler lever
position. The integrated avionics units use the
spoiler position to determine the amount of
stabilizer deflection necessary for the aircraft’s
existing condition. There are two separate and
independent inputs that feed the integrated
avionics units from the spoiler computer for
the purpose of monitoring the lever position. If
there is a mismatch between these two
signals, then the integrated avionics unit flags
this and disengages the Mach/configuration
trim, if active.
LJ75_2220_0017
Fig. 24: Spoileron Computer

December 2014 22-20 and 22-25-47
AUTO FLIGHT
Air Data Computers that speed. The integrated avionics units

constantly monitor each other. If there is a
Figure 25 disagreement between the air data
The air data computers provide the integrated computers, the integrated avionics units flag
avionics units with the air data to compute the this and disengage the Mach/configuration
Mach number so that it may determine the trim, if active.
amount of stabilizer deflection necessary for
LJ75_2250_0018
Detail A
Fig. 25: Air Data Computers

22-20 and 22-25-48 December 2014
AUTO FLIGHT
Flap Position Indication Unit Configuration Trim System

Figure 26 The configuration trim system provides
automatic pitch control for changes in the
The flap position indication unit provides the
aircraft configuration. The mode is a function
integrated avionics units and stabilizer
of the configuration monitor system contained
actuator control box with the flap position. The
in the integrated avionics units. It interfaces
integrated avionics units use the flap position
with the flap position indication unit, spoileron
to determine the amount of stabilizer
computer.
deflection necessary for the aircraft's existing
condition. There are two separate and When the position of either of these items is
independent inputs that feed each of the changed, the trim adapter energizes the
integrated avionics units from the flap primary trim actuator motor and moves the
computer for the purpose of monitoring the horizontal stabilizer a preset amount in
lever position. The integrated avionics unit 1 relation to airspeed to account for the change
receives a control position of the left and right in pitch attitude. Configuration trim moves the
flap position and the integrated avionics unit 2 stabilizer at a rate to match the pitch effect
receives a monitor position of the left and right caused by the movement of the control
flap position. surface. This mode is only functional when the
trim selector switch is in the PRI position and
Essentially, if there is a mismatch between any
the autopilot is not engaged. If a fault should
of these signals, then the integrated avionics
occur, the system is disabled.
unit flags this and disengages the
Mach/configuration trim, if active.
Mach Trim Function
Mach trim is a fully automatic system installed
AFT PRESSURE
BULKHEAD to increase longitudinal stability and
counteract nosedown tendency (Mach tuck) at
high Mach numbers. The Mach trim system
becomes operational at 0.725 MI and is
required above 0.76 MI. The integrated
avionics unit performs all computations for
Mach trim and signals the primary trim
FLAP POSITION
actuator to apply trim as necessary. The
INDICATION UNIT integrated avionics units use airspeed
information from the air data computers to
compute trim requirement.
The pitch trim selector, on the center pedestal,
LJ75_2220_0019
must be in the PRI position for Mach trim to be

functional and the autopilot must be
disengaged for the Mach trim to become
Fig. 26: Flap Position Indication Unit active. If the autopilot is engaged, the H-stab

December 2014 22-20 and 22-25-49
AUTO FLIGHT
trim adapter performs pitch trim functions SYSTEM MONITORS

using the secondary trim actuator if the
integrated avionics unit 1 Mach trim is in a The Mach/configuration trim system makes
passive mode. extensive use of continuous monitoring to
protect system integrity. Several monitoring
Mach trim automatically becomes active at schemes provide protection against a data or
0.725 Mach when the autopilot is disengaged equipment error, which could cause an
or inoperative. Noseup trim is applied as Mach uncontrollable reaction or error in the
increases and nosedown as Mach decreases. operation of the Mach/configuration trim
Mach trim is interrupted whenever manual trim system. On sensing incorrect or erroneous
is activated. The system resynchronizes about data, the appropriate monitor initiates a
the new horizontal stabilizer position when disconnect or warning as appropriate.
manual trim is released.
A list of the monitors follows:
If the pitch trim system is selected OFF or
SEC a white MACH TRIM FAIL message will • Integrated avionics unit monitors
be displayed on the CAS. If the integrated • Primary trim position comparison monitor
avionics unit detects a fault within the Mach
trim system, a MACH TRIM FAIL message is • Flap input comparison monitor
posted on the EICAS display. The message is • Spoiler lever comparison monitor
white if the airspeed is below 0.76 MI and
• Mach/configuration trim runaway monitor
changes to amber if the airspeed is at or
above 0.76 MI. When the MACH TRIM FAIL • Mach/configuration trim inoperative monitor
message is posted, the overspeed cue on the
airspeed indicator adjusts to indicate a Mach • Stabilizer actuator monitor
limit of 0.76 MI.

22-20 and 22-25-50 December 2014
AUTO FLIGHT
FAULT INDICATION determine satisfactory operation. Appropriate

caution and warning information is provided to
Table 4 the crew in the event of a Mach/configuration
The Mach/configuration trim system trim system malfunction.
continuously monitors itself and its inputs to
Table 4: Mach Trim System – CAS Messages
CAS MESSAGE LOGIC
An amber caution message is posted if:

• Indicated Mach airspeed from either ADC is greater than 0.76M, and
MACH TRIM FAIL • Pitch trim is OFF, or secondary pitch trim is ON, or the PRIMARY TRIM FAIL
discrete is Open/Fail, or PRI TRIM FAULT discrete=1P605(51) or 2P605(51)
is Open/Fail, or the Mach trim system is otherwise failed
• A two-second delay shall occur before posting and removal of this message
A white status message is posted if:

• Indicated Mach airspeed from either ADC is less than or equal to 0.76M, and
MACH TRIM FAIL • Pitch trim is OFF, or secondary pitch trim is ON, or the PRIMARY TRIM FAIL
discrete is Open=Fail, or PRI TRIM FAULT discrete=1P605(51) or 2P605(51)
is Open=Fail, or the Mach trim system is otherwise failed

December 2014 22-20 and 22-25-51
AUTO FLIGHT
P5 A9 A1
CENTER INTEGRATED AIR DATA
SWITCH AVIONICS COMPUTER
PANEL COMPUTER NO. 1
íí NO. 1 íí
íí
P9
PILOTS CB
PANEL
A57
íí
FLAP POSITION
INDICATION $
UNIT FORWARD
íí INTERFACE
UNIT
íí
$ A2
A19
INTEGRATED AIR DATA
SPOILERON
AVIONICS COMPUTER
COMPUTER
COMPUTER NO. 2
LJ75_2220_0009
íí
NO. 2 íí
íí
Fig. 27: Mach Trim System Block Diagram

22-20 and 22-25-52 December 2014
AUTO FLIGHT
A67 A9 A65
FWD INTERFACE INTEGRATED PRIMARY
UNIT AVIONICS ACTUATOR
íí COMPUTER ELECTRONICS
NO. 1 BOX
íí íí
PILOT PITCH TRIM NUP PILOT PITCH TRIM NUP
PILOT PITCH TRIM NDN PILOT PITCH TRIM NDN
PILOT PITCH TRIM ARM PILOT PITCH TRIM ARM
PILOT PITCH TRIM NDN PRIM MET NDN

PILOT PITCH TRIM NUP PRIM MET NUP
GND
POS MON PRIM TRIM SELECT

POS MON SEC TRIM SELECT
SPOILER LEVER
POSITION
POS OUTPUT SIGNAL
$
FLAP POSITION INTEGRATED
SENSOR AVIONICS
COMPUTER
POS OUTPUT SIGNAL NO. 2
íí
SEC TRIM SELECT

3
COPILOTS
PRIM TRIM SELECT
SWITCH
PANEL
COPILOT PITCH TRIM ARM íí
LJ75_2225_0001
COPILOT PITCH TRIM NUP
GND
COPILOT PITCH TRIM NDN
SEC PITCH TRIM NDN SEC PITCH TRIM NDN

SEC PITCH TRIM NUP SEC PITCH TRIM NUP
Fig. 28: Configuration Trim System Block Diagram (1 of 2)

December 2014 22-20 and 22-25-53
AUTO FLIGHT
A3 A65
ENGINE AND ACTUATOR
AIRFRAME ELECTRONICS
INTERFACE UNIT BOX
NO. 1 íí
íí
PRI PITCH TRIM POS PRI POS IND FDBK

VALID AMP OUT
9/'72'$8
SEC PITCH TRIM POS
A9 SEC PITCH TRIM POS
INTEGRATED SEC PITCH TRIM POS
$
AVIONICS
H STAB TRIM
UNIT NO. 1
ADAPTER
íí
íí
MOTOR TRIM CMD
PRI 1 VALID
MOTOR COMMON TRIM ENABLE
35,9$/,'
PRI POSN CONT INPUT PRI POSN CTN FDBK
SEC 1 VALID
PRI TRIM TACH INPUT PRI TRIM TACH OUT
6(&9$/,'
SERVO ENABLE SERVO ENABLE
$
ENGINE AND
AIRFRAME
INTERFACE UNIT
12 9/'72'$8
íí VALID AMP OUT
SEC PITCH TRIM POS SEC POS IND FDBK
$
INTEGRATED
A96
AVIONICS
H STAB TRIM
81,712
ADAPTER
íí
íí
LJ75_2225_0003
MOTOR TRIM CMD

6(&9$/,'
MOTOR COMMON TRIM ENABLE
SEC 1 VALID
SEC POSN CONT INPUT SEC POSN CTN FDBK
PRI 1 VALID
SEC TRIM TACH INPUT SEC TRIM TACH OUT
35,9$/,'
SERVO ENABLE SERVO ENABLE
Fig. 29: Configuration Trim System Block Diagram (2 of 2)

22-20 and 22-25-54 December 2014
AUTO FLIGHT
AVIONICS TECHNICAL TRAINING GUIDE RUDDER BOOST SYSTEM
RUDDER BOOST SYSTEM

(ATA 22-50-00)
OVERVIEW The no. 2 integrated avionics unit integrated

avionics unit has the rudder boost inputs as
The rudder boost system helps the crew when follows:
very high rudder pedal force is necessary to
keep directional control of the aircraft. • Touch control steering 2
• Rudder boost ARM 2
COMPONENTS • Go around 2
The rudder boost system contains the
following items:
• Integrated avionics unit
• Rudder boost switch/indicator
• Yaw servo
• Rudder pedal force sensors (2)
• Forward interface unit
• Yaw force interface box
LJ75_2250_0008
AND OPERATION GIA1 GIA2
Integrated Avionics Units Fig. 30: Integrated Avionics Units

Figure 30 The integrated avionics units calculate the
The no. 1 integrated avionics unit has the rudder boost and yaw damper outputs
rudder boost inputs as follows: necessary to operate these systems. The
monitor processor monitors these commands.
• Touch control steering 1 When a fault is sensed or there is disparity
• Rudder boost ARM 1 from one rudder force sensor to the other, the
monitor processor disconnects from the
• Go around 1 integrated avionics unit.

December 2014 22-50-55
AUTO FLIGHT
Rudder Boost Switch/Indicator

Figure 31
The rudder boost switch is located in the
pedestal on the FLIGHT CONTROL panel.
The rudder boost system is automatically
activated when all the following conditions
exist:
• Flaps are >3° or the aircraft is on the
ground
• System does not detect a fault
• System is not selected OFF
• Sum of pilot and/or copilot forces is >50 lb
The automatic rudder boost system may be
turned off by selecting OFF with the
RUD BOOST switch located on the FLIGHT
CONTROL panel of the pedestal.
FLIGHT CONTROL
PITCH TRIM RUDDER TRIM
SEC OFF NOSE
PRI NOSE
NDN LEFT RIGHT
O
F
F
LJ75_2250_0001
NUP SEC
RUD
PIT TRIM BOOST
BIAS NDN SPLRN
RESET
PRESS
RESET OFF OFF
FLAP
NUP RESET
RUDDER BOOST
SWITCH/INDICATOR
Fig. 31: Rudder Boost Switch/Indicator

22-50-56 December 2014
AUTO FLIGHT
Yaw Servo
Figure 32
The yaw servo can position the rudder under
the control of the yaw damper or rudder boost
systems. The yaw servo is a bidirectional
torque motor. It incorporates an electrical
clutch that engages only when the yaw
damper is engaged or when the rudder boost
is commanding rudder assistance. When the
clutch is engaged, the servo is connected via
a closed-loop cable to the aft rudder sector.
In the event of a malfunction, the yaw servo
clutch can be disengaged by pressing and
holding either control wheel master switch
(MSW). Depressing the MSW disconnects the
yaw damper.
LJ75_2250_0009
Rudder boost is disabled as long as the MSW
is held depressed. If the malfunction is
isolated to the rudder boost, the RUD BOOST
switch/indicator on the center pedestal can be
selected to OFF. Fig. 32: Autopilot Yaw Servo
The yaw servo receives electrical power
through the AFCS SERVOS circuit breaker
located in the FLIGHT group of circuit
breakers on the pilot circuit breaker panel.

December 2014 22-50-57
AUTO FLIGHT
Rudder Pedal Force Sensor

Figure 33
The rudder pedal force sensors are located at
FS161 under the pilot and copilot floorboards.
The force sensor is the cylindrical device
located at the end of the T-lever and is
connected to a pushrod, which attaches to the
forward sector. RUDDER
CONTROL
Dual redundant strain gauge-force sensors CABLES
measure rudder pedal force. Force sensor
outputs supply the data inputs to the
integrated avionics units and the monitor
processor for health and status display data.
LJ75_2250_0002
Force sensors are installed on the flight crew COPILOT
FORCE
rudder assemblies. SENSOR
RUDDER
Force sensors also apply an output to the yaw FORWARD
force-interface box. The yaw force-interface SECTOR PILOT PILOT RUDDER
box increases the signal level and applies it to FORCE PEDAL ASSEMBLY
the rudder boost and nosewheel steering SENSOR
systems (refer to 32-50-00).

Fig. 33: Rudder Boost Force Sensors

22-50-58 December 2014
AUTO FLIGHT
Forward Interface Unit

Figure 34
The forward interface unit is located in the
nose avionics area. The manual pitch trim,
Mach/configuration trim, autopilot systems,
nosewheel steering, and the damper also use
the forward interface unit.
The rudder boost function interfaces with the
integrated avionics unit for the rudder boost
arm switch when it receives a YFIB VALID
signal from the yaw force interface box.
LJ75_2220_0004

December 2014 22-50-59
AUTO FLIGHT
Yaw Force Interface Box provides signal conditioning of the rudder

pedal force sensor outputs for the rudder
Figure 35 boost function. It provides each channel of the
The yaw force interface box (YFIB) is located pilot/copilot force link sensors with 5-VDC
at FS150 on the forward pressure bulkhead excitation voltage.
forward of the instrument panel. The YFIB
3
1
4
A
3
499
BL
0.00
LJ75_2250_0010
Detail A
Fig. 35: Yaw Force Interface Box

22-50-60 December 2014
AUTO FLIGHT
OPERATION Dual redundant strain gauge-force sensors

measure the rudder pedal force. Force sensor
The rudder boost system applies torque to the outputs supply the data inputs to the IAUs and
yaw capstan when the flaps are set to more the monitor processor for health and status
than three degrees, the RUD BOOST switch display data. Force sensors are installed on
OFF annunciator is off, and the RUD BOOST the pilot and copilot rudder assemblies.
INOP annunciators on the EICAS display are
off. Force sensors also apply an output to the yaw
force interface box. The yaw force interface
The integrated avionics units (IAUs) collect box increases the signal level and applies it to
airspeed from the air data computers and the rudder boost and nosewheel steering
heading from the attitude heading reference systems. (Refer to 32-50-00.)
units to generate a torque command that is
sent to the yaw servo. The yaw servo applies
force to the rudder pedal, based on the
received command. The yaw servo also
monitors the command from each IAU to make
sure that they are in agreement within a
specific tolerance. The display units are used
to indicate the status of the rudder boost
system to the crew.
The IAUs calculate the rudder boost and yaw
damper outputs that are necessary to operate
these systems. The monitor processor
monitors these commands. When a fault is
sensed, or there is disparity from one rudder
force sensor to the other, the monitor
processor disconnects from the IAU. The IAUs
command the DC-servo motor to apply torque
to the rudder shaft automatically.
The rudder boost connects automatically
when flaps are more than three degrees, there
are no RUD BOOST INOP annunciators
shown on the EFIS and EICAS displays, and
the sum of the control force from the pilot and
copilot rudder pedals is more than 50 lb (22.7
kg). (Refer to 31-51-00 and 31-60-00.) To
disengage the rudder boost system, put the
RUD BOOST switch in the OFF position. The
RUD BOOST switch OFF annunciator comes
on (at the aft pedestal).

December 2014 22-50-61
AUTO FLIGHT
A67 A9 A65
FWD INTERFACE INTEGRATED PRIMARY
UNIT AVIONICS ACTUATOR
íí COMPUTER ELECTRONICS
NO. 1 BOX
íí íí
PILOT PITCH TRIM NUP PILOT PITCH TRIM NUP
PILOT PITCH TRIM NDN PILOT PITCH TRIM NDN
PILOT PITCH TRIM ARM PILOT PITCH TRIM ARM
PILOT PITCH TRIM NDN PRIM MET NDN

PILOT PITCH TRIM NUP PRIM MET NUP
GND
POS MON PRIM TRIM SELECT

POS MON SEC TRIM SELECT
SPOILER LEVER
POSITION
POS OUTPUT SIGNAL
$
FLAP POSITION INTEGRATED
SENSOR AVIONICS
COMPUTER
POS OUTPUT SIGNAL NO. 2
íí
SEC TRIM SELECT

3
COPILOTS
PRIM TRIM SELECT
SWITCH
PANEL
COPILOT PITCH TRIM ARM íí
LJ75_2225_0010
COPILOT PITCH TRIM NUP

GND
COPILOT PITCH TRIM NDN
SEC PITCH TRIM NDN SEC PITCH TRIM NDN

SEC PITCH TRIM NUP SEC PITCH TRIM NUP
Fig. 36: Rudder Boost System Block Diagram (1 of 2)

22-50-62 December 2014
AUTO FLIGHT
S92 3
TCS SWITCH COPILOT
íí SWITCH PANEL
íí
DIODE BOARD
GND GND
COPILOT CONTROL
COLUMN
6 P3
TCS SWITCH PILOT SWITCH
íí PANEL
íí
DIODE BOARD
GND GND
PILOT CONTROL
COLUMN
A9 $
INTEGRATED INTEGRATED
AVIONICS AVIONICS
81,712 UNIT NO. 2
íí íí
728&+&21752/67((5,1* TOUCH CONTROL STEERING 2

58''(5%2267$50 RUDDER BOOST ARM 2
*2$5281' GO AROUND 2
PEDAL FORCE B LO PEDAL FORCE B LO
PEDAL FORCE B HI PEDAL FORCE B HI
PEDAL FORCE A LO PEDAL FORCE A LO
PEDAL FORCE A HI PEDAL FORCE A HI
A72 P8 A25
THROTTLE FLIGHT CONTROL YAW FORCE
QUADRANT PANEL INTERFACE BOX
íí íí íí
LJ75_2225_0011
GO AROUND YFI VALID 28 VDC YFI VALID 28 VDC

GND RUD BOOST ARM 28 VDC $&+$11(/287í+,
ANALOG GND
%&+$11(/287í+,
ANALOG GND
Fig. 37: Rudder Boost System Block Diagram (2 of 2)

December 2014 22-50-63
AUTO FLIGHT
FAULT INDICATION
Table 5: Rudder Boost System—CAS Messages
CAS MESSAGE LOGIC
An amber caution message is posted when:

• Rudder boost arm is true, and
RUDDER BOOST INOP
• Failure/fault occurred in the rudder boost or yaw interface system
• Loss of altitude or airspeed information from either ADC
A white status message is posted when:

RUDDER BOOST INOP
• RUD BOOST switch is set to OFF

22-50-64 December 2014
COMMUNICATIONS
TABLE OF CONTENTS
COMMUNICATIONS
(ATA 23-00-00)
INTRODUCTION............................................................................................................... 1
VHF COMMUNICATION SYSTEM

(ATA 23-10-00)
OVERVIEW....................................................................................................................... 3
COMPONENTS ................................................................................................................ 3
VHF COM Antennas.................................................................................................... 4
Integrated Avionics Units............................................................................................. 5
Audio Processor Units................................................................................................. 7
Touch Controllers ........................................................................................................ 7
Remote Controllers ..................................................................................................... 8
Display Units ............................................................................................................... 8
Emergency Communication Switch............................................................................. 8
Clearance Delivery Switch .......................................................................................... 8
OPTIONAL SYSTEMS...................................................................................................... 8
VHF Datalink CPDLC Radio........................................................................................ 8
VHF Datalink and COM 3 Antenna ............................................................................. 9
CONTROLS AND INDICATIONS ..................................................................................... 9
SYSTEM OPERATION ..................................................................................................... 9
Optional COM 3......................................................................................................... 10
COM Controls............................................................................................................ 10
COM Frequencies GTC Setup .................................................................................. 11
EMER COM Mode..................................................................................................... 14
Audio Integrating System Interface ........................................................................... 14
Power ........................................................................................................................ 14
HF COMMUNICATION SYSTEM
(ATA 23-12-00)
OVERVIEW..................................................................................................................... 21
COMPONENTS .............................................................................................................. 21

COMMUNICATIONS

Power Amplifier ......................................................................................................... 21
Antenna Coupler ....................................................................................................... 21
HF Receiver/Exciter .................................................................................................. 21
Antenna and Coax Feed-Through Insulator.............................................................. 22
Antenna Fuse Block .................................................................................................. 22
Remote Circuit Breakers ........................................................................................... 22
Touch Controllers ...................................................................................................... 26
Serial Data Concentrator Units ................................................................................. 26
IRIDIUM SATCOM SYSTEM

(ATA 23-15-00)
OVERVIEW..................................................................................................................... 35
COMPONENTS .............................................................................................................. 35
COMPONENT DESCRIPTION ....................................................................................... 35
SATCOM Transceiver ............................................................................................... 35
SATCOM Antenna .................................................................................................... 36
Maintenance Data Recorder and Wireless Datalink Unit .......................................... 36
FAULT INDICATIONS .................................................................................................... 40
SELCAL SYSTEM
(ATA 23-20-00)
OVERVIEW..................................................................................................................... 41
COMPONENT DESCRIPTIONS..................................................................................... 41
Audio Processor Units............................................................................................... 41
GTC Touch Controllers ............................................................................................. 42
SYSTEM OPERATION CONTROLS AND INDICATIONS ............................................. 42
SELCAL Code Setup ................................................................................................ 42
SELCAL Signal Reception ........................................................................................ 42
SYSTEM INTERFACES ................................................................................................. 43
CONTROLLER-PILOT DATALINK COMMUNICATION

(ATA 23-25-00)
OVERVIEW..................................................................................................................... 45
COMPONENTS .............................................................................................................. 47

COMMUNICATIONS
COMPONENTS DESCRIPTION ..................................................................................... 47

VDL Datalink Radio Unit............................................................................................ 47
VHF Datalink and COM 3 Antenna ........................................................................... 48
ASSOCIATED COMPONENTS DESCRIPTION............................................................. 48
Display Units ............................................................................................................. 48
Serial Data Concentrator Units.................................................................................. 48
#1 Audio Processor Units.......................................................................................... 48
CPDLC SYSTEM CONTROLS AND DISPLAYS ............................................................ 49
Messages .................................................................................................................. 49
CPDLC Status and Logon ......................................................................................... 49
CPDLC Messages Tab.............................................................................................. 50
New Message Creation ............................................................................................. 50
Message Response Pages ....................................................................................... 50
Supported CPDLC Messages ................................................................................... 51
ATC Microphone Check ............................................................................................ 52
Cockpit Voice Recorder Interface.............................................................................. 52
PASSENGER ADDRESS SYSTEM

(ATA 23-30-00)
OVERVIEW..................................................................................................................... 55
Passenger Speakers ................................................................................................. 55
Touch Controller (GTC)............................................................................................. 56
NO SMKG/BELTS Switch ......................................................................................... 56
Cabin Management System ...................................................................................... 56
AUDIO INTEGRATING SYSTEM

(ATA 23-50-00)
OVERVIEW..................................................................................................................... 59
COMPONENTS .............................................................................................................. 59
Audio Processors ...................................................................................................... 59
Cockpit Speakers ...................................................................................................... 60

December 2014 23-00-iii
COMMUNICATIONS

Power ........................................................................................................................ 61
STATIC DISCHARGING SYSTEM

(ATA 23-60-00)
OVERVIEW..................................................................................................................... 65
COMPONENTS .............................................................................................................. 65
Static Dischargers ..................................................................................................... 65
COCKPIT VOICE RECORDER SYSTEM

(ATA 23-70-00)
OVERVIEW..................................................................................................................... 67
COMPONENTS .............................................................................................................. 67
Associated Components ........................................................................................... 67
Cockpit Voice Recorder ............................................................................................ 69
Control Panel ............................................................................................................ 69
Area Microphone....................................................................................................... 69
CVR Preamplifier ...................................................................................................... 70
Inertia Switch............................................................................................................. 70
Electrical Power Application...................................................................................... 71
Record, Test, and Status Monitor ............................................................................. 71
Push-To-Erase Function ........................................................................................... 71
Loss or Removal of Electrical Power ........................................................................ 71
Cessation of Recording............................................................................................. 71

23-00-iv December 2014
COMMUNICATIONS
COMMUNICATIONS
(ATA 23-00-00)
INTRODUCTION All three VHF radios have automatic or

manual squelch control. A white SQ is
Figure 1 displayed next to the COM frequency display
The integrated communications system on the when auto squelch is disabled in both display
Learjet 70/75 aircraft utilizes the G5000 areas. All three radios provide tuning to
system. channels spaced by 8.33 kHz or 25 kHz.
The communication system uses two identical The GTCs also provide control for each radio
VHF radios for voice communication (VHF1 volume, as well as system volume.
and VHF2) and an optional VHF radio with Auxiliary optional communication systems
different architecture for voice and data include a single or dual HF system for
communication (VHF3). long-range communications. A SELCAL
VHF1 and VHF2 radios are housed in the alerting system is selectable as an option.
respective integrated avionics units and are This chapter includes the following sections:
controlled by either the touch controllers
(GTC) or the remote controllers. Each GTC • Communications ATA 23-00-00
provides control to either radio and the • VHF Communication
optional third VHF radio during normal System ATA 23-10-00
operation.
• HF Communication System ATA 23-12-00
In the event of a GTC failure, control for all
radios will be provided by the remaining GTC • Iridium SATCOM System ATA 23-15-00
or either remote controller. The radio will revert • SELCAL System ATA 23-20-00
to the emergency 121.50 MHz frequency
when the EMER COM switch is pressed or • Controller—Pilot Datalink
automatically when all tuning control is lost. Communication ATA 23-25-00
The active frequency for each of these radios • Passenger Address System ATA 23-30-00
is always displayed in both PFD windows and • Audio Integrating System ATA 23-50-00
on the GTCs. Standby frequencies for each
• Static Discharging System ATA 23-60-00
radio are displayed on the GTCs.
• Cockpit Voice Recorder ATA 23-70-00

December 2014 23-00-1
COMMUNICATIONS
HSDB
GSD1 GDR GSD2

(Data RS-422 (Digital Radio) RS-422
(Data
Concentrator) Concentrator)
Analog
Audio
HSDB
GCU1 GCU2
232 232 232 232
HSDB (Display Controller) (Display Controller)
HSDB
Display Display
Reversion Reversion
PFD1 MFD PFD2

(Primary Flight (Multi Function (Primary Flight
GTC1 GTC2
Display) Display) Display)
HSDB (Touch HSDB HSDB (Touch HSDB
Controller) Controller)
HSDB HSDB
Digital
HSDB Bus HSDB
Digital GMA1 GMA2 Digital

Mic from GDR Mic
(Audio Panel) (Audio Panel) Digital
Digital Audio
Audio
GIA1 GIA2
(GIA) (GIA)
COM, HF 1 HF 2 COM,
(High Frequency (High Frequency
GPS, Radio)
GPS,
Radio)
VOR/LOC, VOR/LOC,
G/S, G/S,
Flight Flight
232
Director Director
232
CAN
CAN
LJ75_2300_0001A
COM COM
Fig. 1: Communications Block Diagram

23-00-2 December 2014
COMMUNICATIONS
AVIONICS TECHNICAL TRAINING GUIDE VHF COMMUNICATION SYSTEM
VHF COMMUNICATION SYSTEM

(ATA 23-10-00)
OVERVIEW which are part of the integrated avionics

units 1 and 2, respectively. An optional third
The dual VHF communications (VHF COM) VHF COM (COM 3) transceiver could also be
system provides airborne and ground VHF installed.
communications in a frequency range of
118.000 MHz to 137.000 MHz with a The VHF COM system includes the following
communication range of 200 nm. components:
• VHF COM antennas (2)
COMPONENTS
Figure 2
The dual VHF COM system consists of two
VHF COM (COM 1 and COM 2) transceivers,
VHF COM 2
ANTENNA
(E2)
LJ75_2310_0002A
VHF COM 1
ANTENNA
(E1)
Fig. 2: VHF COMM System Component Locator

December 2014 23-10-3
COMMUNICATIONS
ASSOCIATED COMPONENTS COMPONENT DESCRIPTION

• Integrated avionics units (2) AND OPERATION
• Audio processor units (2) VHF COM Antennas
• Touch controllers (2)
Figure 3
• Remote controllers (2)
The two COM antennas are vertically
• Display units (3) polarized and operate in a frequency range of
• Emergency communication switch 116 to 152 MHz in both transmit and receive
(EMER COM switch) modes.
• Clearance delivery switch (CLR DLY The COM 1 antenna is on the bottom of side
switch) of the fuselage at FS 302; the COM 2 antenna
is on the top side of the fuselage at FS 377.
The optional COM 3 system could also be
installed that includes the additional following
components:
• VHF datalink (VDL) controller-pilot datalink
communication (CPDLC) radio
• VHF datalink and COM 3 antenna
VHF
COMMUNICATIONS
ANTENNA
STRING
LJ75_2310_0005
Fig. 3: VHF COM Antenna

23-10-4 December 2014
COMMUNICATIONS
ASSOCIATED COMPONENT
DESCRIPTION AND OPERATION
Integrated Avionics Units

Figure 4
Each integrated avionics unit includes a single
COM transceiver which supplies voice
communication in the 118.000 MHz to
137.000 MHz frequency band. The integrated
avionics unit 1 includes the COM 1
transceiver. The integrated avionics unit 2
includes the COM 2 transceiver. The
transceivers consist of an amplitude
modulated (AM) transmitter and a single
conversion superheterodyne AM receiver.
The COM 1 and COM 2 radios are controlled
by either touch controller (GTC) 1 or 2, or
either pilot or copilot remote controller. The
radios operate with channel spacing modes of
8.33 kHz or 25 kHz with an offset carrier
capability in 25-kHz mode (receiver). The
8.33-kHz or 25-kHz channel spacing is
controlled by the pilot and copilot from the
GTC.
Each integrated avionics unit is paired with its
onside primary flight display (PFD) from the
high-speed data bus (HSDB) for configuration
control. If a system data path failure occurs,
the two integrated avionics units communicate
directly with each other from the CAN protocol
data bus.

December 2014 23-10-5
COMMUNICATIONS
RADIO BAR
(VHF COM
SHOWN)
TOUCH
CONTROLLER
(A79, LH; A80, RH)
COM1 MIC COM2 XPDR
(31-60-02) Audio &
Radios 133.00 125.57 ALT
STBY STBY
Intercom
123.55 MON 119.00 4550
REMOTE CONTROLLER
(A55, LH; A54, RH) VHF COM/NAV
(31-60-03) SELECT BUTTON
Back Home Full

-Range+ Pilot COM1 Volume COM1 Freq
Push:Pan Push:Squelch Push:1/2 HLD:XFR
CLEARANCE
EMERGENCY DELIVERY
COM SWITCH SWITCH
(DS162) (DS19)
LJ75_2310_0003B
FWD QUADRANT
SWITCH PANEL
(P6)
(31-11-04)
Fig. 4: VHF COMM System Components

23-10-6 December 2014
COMMUNICATIONS
Audio Processor Units Touch Controllers

Figure 4 Figure 4
The audio processor units are digital mixers The two touch controllers (GTC 1 and GTC 2
that send any combination of audio inputs to provide frequency tuning and display of all
each audio output. The two audio processor audio sources including COM 1, COM 2, and
units 1 and 2 integrate NAV/COM digital audio, optional COM 3. GTC 1 and GTC 2 also
intercom system, and marker beacon provide control of the onside headset, volume
functions. Each audio processor unit of the selected audio source, auto/manual
communicates with its onside touch controller squelch, and microphone selection.
(GTC) from the high-speed databus (HSDB).
The GTCs provide pilot interactivity within fully
As a backup control path, it also
integrated units. Aural feedback for a valid
communicates with its cross-side integrated
input broadcasts through headsets and
avionics unit from a RS-232 data bus.
speakers. Visual feedback for a valid input is
The crew MIC audio, radio audio, and marker provided on the GTCs. These aural and visual
audio signals are sent through mono audio feedbacks provide system control
inputs. The COM, NAV, and aural alert audio acknowledgement to the flight crew.
signals are sent through digital audio inputs.
The GTCs use an infrared grid to determine
Crew headset audio signals are provided finger position on the screen. The GTCs can
through analog stereo outputs. The COM MIC, also be controlled by an operator who wears
speakers, and cockpit voice recorder (CVR) gloves. Refer to the electronic flight instrument
audio signals are sent through mono audio system (EFIS) section (31-61-00) for more
outputs. The COM MIC audio signals are sent details on the GTCs operation.
through digital audio outputs. The ground crew
Audio control and display is normally
MICs are hot at all time; there is no
performed using the onside GTC. However, if
press-to-transmit (PTT) function necessary.
a GTC fails, radios control could be provided
Refer to the audio integrating system section by the remaining GTC or either the pilot or
(23-51-00) for more details on the audio copilot remote controller.
processor units’ operation.
GTC 1 and GTC 2 are installed below the
The audio processor units 1 and 2 are DU 2 on the tilt panel.
installed forward of DU 1 and DU 2. The audio
processor unit 1 is installed forward of DU 1.
The audio processor unit 2 is installed forward
of DU 2.

December 2014 23-10-7
COMMUNICATIONS
Remote Controllers Emergency Communication Switch

Figure 4 Figure 4
The two remote controllers mainly perform The emergency communication (EMER COM)
inset map planning and ranging, adjust the switch automatically tunes the COM 1
barometric setting, and control the primary transceiver to the international standard
flight display (PFD) and multifunction flight emergency frequency of 121.5 MHz. When
display (MFD) functions. the EMER COM switch is pushed, no other
frequency can be tuned.
The COM/NAV buttons on the flight crew
remote controllers display a window/page that The EMER COM switch is on the forward
allows control of the COM or VHF NAV quad switch panel on the center pedestal.
frequencies on the PFDs. The remote
controllers are also used as redundant control Clearance Delivery Switch
for other radios. Refer to the electronic flight
instrument system (EFIS) section (31-61-00) Figure 4
for more details on the remote controllers’ The clearance delivery (CLR DLY) switch
operation. (DS19) provides selective power on the
The pilot and copilot remote controllers are ground without powering all aircraft avionics
installed in the glareshield facia panel above units. When the CLR DLY switch is pushed, it
the DU 1 and DU 3, respectively. powers the GTC 1, integrated avionics unit
COM and NAV, audio processor units 1 and 2,
Display Units and P6 panel switches only. The CLR DLY
switch cannot be activated when power is
Figure 4 applied to DU 1.
The three DUs are identical and consist of a The CLR DLY switch is on the forward quad
14-in. (35.6 cm) diagonal display unit. When switch panel on the center pedestal.
set to PFD mode, the DUs display the COM
frequencies. The DUs will also display OPTIONAL SYSTEMS
functions when the remote controllers are in
use.
VHF Datalink CPDLC Radio
All of the three display units, DU 1, DU 2, and
DU 3, are installed side-by-side in the Figure 5
instrument panel. DU 1 is on the left side, The VHF datalink (VDL) CPDLC radio
DU 2 in the middle, and DU 3 on the right. includes the VHF COM 3 transceiver. The
transceiver operates in the 118.000- to
136.992-MHz frequency band. Control and
display for the COM 3 transceiver is provided
by the GTCs from the audio processor units.

23-10-8 December 2014
COMMUNICATIONS
When the TX function is selected, the selected CONTROLS AND INDICATIONS

radio for keying is displayed on the PFD.
Figure 6
In addition to the COM 3 transceiver, the VDL
CPDLC unit has datalink capabilities that The active frequencies for COM 1 or COM 2
include the CPDLC. Refer to the controller transceivers are shown on the upper right of
pilot datalink communications system section the PFDs, depending on which TX is selected.
(23-25-00) for more details on the CPDLC The COM transceivers can be tuned at either
system. 25-kHz frequency spacing (118.000 to
136.975 MHz) or 8.33-kHz spacing (118.000
The VDL CPDLC radio is in the aft fuselage to 136.990 MHz) for 760-channel or
section next to the HF antenna coupler unit. 3040-channel configuration. When 8.33-kHz
channel spacing is selected, all of the 25-kHz
VHF Datalink and COM 3 Antenna channel spacing frequencies are also
available in the complete 3040 channel list.
Figure 5
The 8.33-kHz and 25-kHz frequency spacing
The VHF datalink and COM 3 antenna are selection is done from GTC 1 and GTC 2.
vertically polarized and operate in a frequency
The COM frequencies and displays are
range of 116 to 150 MHz.
controlled from the GTC 1, GTC 2, and the
The VHF COM 3 antenna is on the bottom pilot and copilot remote controllers.
side of the fuselage at FS 587.
SYSTEM OPERATION
Figure 6
During normal operation, each GTC provides
VHF DATALINK control to its onside radios (including COM).
RADIO UNIT
If a GTC fails, all radios are controlled by the
remaining GTC or either the pilot or copilot
remote controller.
The active COM frequency shows full-time on
both PFDs and on the GTCs. The active COM
frequency shows in (green) when the related
VHF COM radio is selected onside and a valid
COMMUNICATIONS
ANTENNA tuning echo frequency is received. The active
COM frequency shows in (white) when the
related COM radio is selected cross-side. The
LJ75_2310_0007
active COM frequency shows in (amber) if

there is no valid tuning echo received for the
set frequency. An (amber) X shows over the
frequency box when the COM is unavailable.
Fig. 5: VHF Datalink CPDLC

December 2014 23-10-9
COMMUNICATIONS
During COM signal transmission, a (white) TX COM Controls

annunciator shows adjacent to the COM
frequency on the GTCs and PFDs. During The GTC 1, GTC 2, and the pilot and copilot
COM signal reception, a (white) RX backup controllers provide control for the
annunciator shows adjacent to the COM COM transceivers.
frequency on the GTCs and PFDs. A (white) The GTC allows the crew to perform the
SQ annunciator shows adjacent to the COM following:
frequency when the auto squelch is disabled.
Standby frequencies for each of the COM • Manual tuning of active and standby
radios are shown below their related active COM 1, COM 2, and COM 3 frequencies
COM frequency on the GTCs. • Transfer of set standby frequencies to
When the same COM frequency is selected active frequencies
on both control panels, the pilot has transmit • Toggle COM squelch on/off
priority on COM 1 and the copilot has transmit
• Adjust COM radio volume
priority on COM 2. When the COM system is
turned on, the system remembers the last • Select 25-kHz or 8.33-kHz COM frequency
frequencies set and the active COM spacing
transceiver state prior to shutdown.
• Enable/disable the automatic COM squelch
Optional COM 3 • Control MIC and MON buttons
Just as for the COM 1 and COM 2 The radio bar is always available on the
transceivers, the optional COM 3 transceiver GTC 1 and GTC 2. The radio bar includes the
also operates with 8.33-kHz or 25-kHz following information:
channel spacing. The TX annunciator shows • Active and standby frequencies
adjacent to the COM 3 frequency on the GTCs
during transmission. The RX annunciator • TX/RX indications
shows adjacent to the COM 3 frequency • SQ indication
during reception. The COM 3 radio has
• COM volume indication during audio level
automatic or manual squelch control and a
adjustment
white SQ annunciator that shows adjacent to
the COM 3 frequency when the automatic • Active or standby COM selection indication
squelch is disabled.
• Volume control on GTC from the related
knob
• Frequency selection from knob control or
from the GTC desktop
• MIC and MON button selections

23-10-10 December 2014
COMMUNICATIONS
COM Frequencies GTC Setup

Figure 6
The COM frequencies setup is performed from
the radio bar, the audio and radio pages, and
the Find COM Frequency pages.
COM Radio Bar

Pushing the COM 1 or COM 2 button swaps
the active and standby frequencies with
animation.
To change the frequency, the (cyan) cursor
must be moved to the relevant field. This
indicates that the relevant GTC knob controls
that field.
Pushing the Enter button accepts the entered
frequency. Pushing the XFER button accepts
the entered frequency and swaps the active
and standby frequencies.
Audio and Radios Page

The Pilot tab controls the pilot settings. The
Copilot tab controls the copilot settings. The
Cross-side tab is grayed out when both GTCs
are available.
The cyan cursor shows the source controlled
by the GTC knobs (where applicable). Turning
the center knob controls the volume of the
selected source. Pushing the center knob
controls the squelch on and off for the
selected COM. Pushing the right knob
switches between COM 1 and COM 2.
Rotating the outer knob edits the COM
frequency to the left of the decimal. Rotating
the inner knob edits the COM frequency to the
right of the decimal.

December 2014 23-10-11
COMMUNICATIONS
COM1 FREQUENCY
DISPLAY
COM1 136.97
TEMPORARY VOLUME
DISPLAY DURING
VOLUME CHANGES
Audio & COM1 MIC COM2 XPDR2

93%
Radios VOL 120.000 STBY
PFD-COM DISPLAY Intercom

STBY STBY
118.000 MON 132.850 1200
Home
MIC AND MON
BUTTONS
Map Charts Aircraft
COM1 FREQUENCY COM2 FREQUENCY Systems
DISPLAYS DISPLAYS
-20
COM1 MIC COM2 XPDR2 WX Radar Traffic TAWS

Audio &
Radios 136.970 120.000 STBY
Intercom STBY STBY

Waypoint
118.000 MON 132.850 1200 Nearest
Info
Utilities
Audio & Radios
Pilot Copilot
D
Flight Plan PERF PROC Direct To
Volume Control
COM1 MIC
100% 136.97
118.00 INIT MSG
- Range + Pilot COM1 Volume COM1 Freq
Push:Pan Pane Push:Squelch Push:1-2 Hold:
COM2 MIC
100% 136.97
118.00
VOLUME/SQUELCH FOR FREQUENCY FOR
NAV1
100% 117.95
108.00
SELECTED RADIO SELECTED RADIO
(CENTER KNOB) (RIGHT KNOB)
NAV2
100% 117.95
GTC-VOLUME AND SQUELCH CONTROLS
LJ75_2310_0006A
108.00
Back Home MSG Up Down

- Range + Pilot COM1 Volume COM1 Freq
Push:Pan Pane Push:Squelch Push:1-2 Hold: NOTE
Menu may not be representative of all installations,
GTC-AUDIO AND RADIOS PAGE various options may affect this display.
(VHF COM SHOWN)
Fig. 6: COMM Display Pages

23-10-12 December 2014
COMMUNICATIONS
Find COM Frequency Pages stations they listen (MON). These functions
are also used with other radios.
The Find COM Frequency pages can tune the
COM radio. The Find COM Frequency pages The MIC and MON functions are controlled
are accessed from the magnifying glass icon from the GTC radio bar or from the remote
on the GTC. Pushing the icon selects nearby, controllers. The green triangle annunciators
recently set, at destination, as-per-flight-plan, are used with both MIC and MON buttons to
or set-as-favorite stations from the respective identify which stations are selected for these
tab. two functions. If a GTC fails, the MIC and
MON buttons show the pilot and copilot mode
COM Controls from Remote Controllers status separated with a slash.
The pilot and copilot remote controllers For instance, during normal operation, if the
perform the following functions: MIC button on GTC 1 shows a green triangle
pointing left with a 1 in it, this indicates that the
• Tune the COM 1 and COM 2 active and
pilot is set to transmit on the COM 1 station.
standby frequencies
Pushing the MIC button again changes the
• Control the selected COM volume selection to COM 2 and vice versa. During
transmission, the MIC indicator of the
• Change the onside audio processor units
transmitting source blinks on and off.
MIC/MON selections
With the MON function, two COM stations may
Volume and Squelch be monitored in the headset at the same time.
In this situation, two triangles show: one
The GTC center knob controls the volume and
pointing to COM 1 and the other to COM 2.
squelch. The automatic squelch removes
unwanted static noise when no audio signal is Pushing the MON button while a COM station
received, while still providing good sensitivity is the selected MON toggles monitoring to the
to weak COM signals. other COM station.
When automatic squelch is disabled, COM Pushing the MIC button while the passenger
audio reception remains on and continuous address (PA) is selected, switches the MIC to
static noise is heard over the headsets and the last selected COM. Pushing the MON
speakers. A white SQ annunciator appears button while the PA is selected brings the
adjacent to the COM frequency on the GTCs Audio and Radios page into view.
and PFDs, indicating the automatic squelch
If an audio processor unit fails, the related MIC
function is off.
and MON buttons would be replaced with an
amber X.
MIC and MON Buttons (COM Operation)
The microphone MIC and audio monitoring
MON buttons control from which COM stations
the crew transmits (MIC) and to which COM

December 2014 23-10-13
COMMUNICATIONS
EMER COM Mode volume control, squelch, and intercom

selection. Oxygen/MIC switches are available
Pushing the EMER COM switch on the for both crewmembers to change from
forward quadrant switch panel manually headset MICs to oxygen mask MICs when
enables and disables the EMER COM mode. oxygen masks are necessary. Refer to the
However, the EMER COM mode will be audio integrating system section (23-51-00)
automatically set if communication is lost with for more details.
the integrated avionics main subsystem.
If the EMER COM mode has been triggered Power
automatically, COM 2 is automatically tuned to
Figure 7 and Table 1
the emergency frequency (121.5 MHz). The
related standby frequency shows EMER, Integrated avionics unit 1 is energized from
indicating to the crew that manual tuning of the GIA COMM 1 PRI circuit breaker (through
COM 1 is not possible. Tuning to an the cockpit miscellaneous P11 relay panel)
alternative frequency is also prevented. from the left essential bus on the pilot circuit
breaker (CB) panel. It is also energized from
However, during EMER COM operation, the
the GIA COMM 1 SEC circuit breaker from the
audio panel is configured to allow a COM 1
right main avionics bus on the copilot CB
signal to pass through unaffected. When a
panel. Integrated avionics unit 2 is energized
valid tuning echo is received from the COM 1
from the GIA COMM 2 circuit breaker from the
radio, the active frequency shows in green. If
right essential bus on the copilot CB panel.
the COM 1 radio tuning echo is invalid or
missing, the active frequency shows in amber, Touch controller 1 is energized from the GTC
indicating the system cannot confirm COM 1 is 1 circuit breaker from the emer battery bus on
in an EMER COM mode. the pilot CB panel. Touch controller 2 is
energized from the GTC 2 circuit breaker from
When the crew uses the EMER COM switch to
the right essential bus on the copilot CB panel.
cancel the EMER COM mode, the radio
restores the previously selected active and Pilot remote controller is energized from the
standby COM 1 frequencies and removes the L RMT CTRL circuit breaker from the left
EMER annunciation. essential bus on the pilot CB panel. Copilot
remote controller is energized from the
In the EMER COM mode, the microphones
R RMT CTRL circuit breaker from the right
and headsets are directly connected to their
essential bus on the copilot CB panel.
onside COM radio (failsafe mode).
Audio processor unit 1 is energized from the
Audio Integrating System Interface AUDIO 1 circuit breaker (through the cockpit
miscellaneous P11 relay panel) from the left
The audio integrating system allows the flight essential bus on the pilot CB panel. Audio
crew to control the audio for each headset and processor unit 2 is energized from the
microphone, as well as the cockpit speakers, AUDIO 2 circuit breaker (through the cockpit
intercom, and PA system. The controls include miscellaneous P11 relay panel) from the right
source selection, microphone selection, essential bus on the copilot CB panel.

23-10-14 December 2014
COMMUNICATIONS
Display unit DU 1 is energized from the DU 1

circuit breaker from the left essential avionics
bus on the pilot CB panel. Display unit DU 2 is
energized from the DU 2 circuit breaker from
the left essential avionics bus on the pilot CB
panel. Display unit DU 3 is energized from the
DU 3 circuit breaker from the right essential
avionics bus on the copilot CB panel.
The EMER COM switch is energized from the
CLEARANCE DEL CTRL and CLEARANCE
DEL PWR circuit breakers from the left hot
bus on the pilot CB panel.
The clearance delivery CLR DLY switch is
energized from the CLEARANCE DEL CTRL
and CLEARANCE DEL PWR circuit breakers
from the left hot bus on the pilot CB panel.
The optional VHF datalink (VDL) CPDLC radio
is energized from the COMM 3/CPDLC circuit
breaker from the right main avionics bus on
the copilot CB panel.

December 2014 23-10-15
COMMUNICATIONS
A7 A10 P10 COPILOT CB

AUDIO PROCESSOR INTEGRATED AVIONICS PANEL
NO. 1 UNIT NO. 2 24-60-01
31-41-01
CROSS SIDE COM MIC CROSS SIDE COM MIC PRI PWR
DIG AUDIO OUT DIG AUDIO IN
GIA 2 COM
CROSS SIDE VOICE ALERT VOICE ALERT DIG AUDIO OUT

DIG AUDIO IN
CROSS SIDE NAV DIG
AUDIO IN DU 3
CROSS SIDE COM DIG
AUDIO IN
GIA 2 MAIN
P11
A8 COCKPIT MISC RELAY
AUDIO PROCESSOR PANEL
NO. 2
ON-SIDE NAV DIG AUDIO IN VOR/LOC DIG AUDIO OUT

ON-SIDE COM DIG AUDIO IN COM DIG AUDIO OUT
ON-SIDE COM MIC DIG COM MIC DIG AUDIO IN
AUDIO IN
ON-SIDE VOICE ALERT DIG
AUDIO IN
ON-SIDE COM MIC AUDIO OUT COM MIC AUDIO IN HI
ON-SIDE COM MIC KEY COM MIC KEY
ON-SIDE COM AUDIO LO SIGNAL GND
P9
COM 500 OHM AUDIO OUT LO
COM 500 OHM AUDIO OUT HI
PILOT CB PANEL
ON-SIDE COM AUDIO IN HI
24-60-01
RECEIVER 2 AUDIO IN HI UNSQL COM AUDIO OUT HI
RECEIVER 2 AUDIO IN LO UNSQLCOM AUDIO OUT LO
CLEAR. DEL PWR
CLEAR. DEL PWR
P6
FWD QUAD SWITCH
PANEL
LJ75_2310_0004A
POWER GND PWR OUT CLRC DEL CTL

COM ANTENNA
PWR IN CLRC DEL CTL

VHF COMM System Block Diagram
Figure 2 (Sheet 1 of 2)
Fig. 7: VHF COMM System Block Diagram (1 of 2)

23-10-16 December 2014
COMMUNICATIONS
A7 A10 P9 PILOT CB
AUDIO PROCESSOR INTEGRATED AVIONICS PANEL
NO. 1 UNIT NO. 1 24-60-01
31-41-01
CROSS SIDE COM MIC CROSS SIDE COM MIC PRI PWR
DIG AUDIO OUT DIG AUDIO IN
GIA 1 COM PRI
CROSS SIDE VOICE DIG
AUDIO OUT
CROSS SIDE COM DIG

SEC PWR
AUDIO IN
CROSS SIDE NAV DIG P11
AUDIO IN COCKPIT MISC RELAY
PANEL
ALERT 3 AUDIO IN HI
ALERT 3, 4, 5 AUDIO IN LO
ALERT 5 AUDIO IN HI
A10
INTEGRATED AVIONICS
UNIT NO. 2
31-41-01
VOICE ALERT 500 OHM P10

AUDIO OUT HI COPILOT CB PANEL
VOICE ALERT 500 OHM VOICE ALERT 500 OHM 24-60-01
AUDIO OUT LO AUDIO OUT LO
VOICE ALERT 500 OHM
AUDIO OUT HI
A8
GIA 1 COM SEC
AUDIO PROCESSOR
NO. 2
ALERT 3 AUDIO IN HI
ALERT 3, 4, 5 AUDIO IN LO
ALERT 5 AUDIO IN HI
ON-SIDE NAV DIG AUDIO IN VOR/LOC DIG AUDIO OUT
ON-SIDE GIA COM DIG COM DIG AUDIO OUT

AUDIO IN
ON-SIDE GIA MIC DIG COM MIC DIG AUDIO IN
AUDIO OUT
ON-SIDE VOICE ALERT DIG VOICE ALERT DIG AUDIO OUT

AUDIO IN
RECEIVER 2 AUDIO IN HI UNSQL COM AUDIO OUT HI

RECEIVER 2 AUDIO IN LO UNSQLCOM AUDIO OUT LO
POWER GND
ON-SIDE COM MIC AUDIO COM MIC AUDIO IN HI

LJ75_2310_0008
AUDIO OUT HI
ON-SIDE COM MIC KEY OUT COM MIC KEY
ON-SIDE COM AUDIO LO SIGNAL GND
COM 500 OHM AUDIO OUT LO
ON-SIDE COM AUDIO IN HI COM 500 OHM AUDIO OUT HI
COM ANTENNA
Fig. 8: VHF COMM System Block Diagram (2 of 2)

December 2014 23-10-17
COMMUNICATIONS
FAULT INDICATION
Table 1: VHF Communication System – CAS Messages
CAS MESSAGE LOGIC
COM 1/2 STUCK MIC Either COM system message has been triggered
COM 3 STUCK MIC COM 3 system message has been triggered
CLR DLY ON CLR DLY switch is pressed in indicating CLR DLY switch has been selected ON

23-10-18 December 2014
COMMUNICATIONS
GPS/WAAS/XM ATC #1 (L),

#1 (L) and #2 (R) VHF #2 ATC #2 (R) HF ELT
TCAS IRIDIUM WIRELESS ADF

DIRECTIONAL SATCOM DATALINK
(WIFI)
VOR/LOC
GLIDESLOPE
LJ75_2312_0006
WEATHER
RADAR
DME #2 ATC #1 RADIO RADIO DME #1 VHF DATALINK

ALTIMETER ALTIMETER
MARKER TCAS ATC #2 VHF #1

BEACON DIRECTIONAL
Fig. 1: Learjet 70/75 Antenna Locator

December 2014 23-10-19
COMMUNICATIONS

23-10-20 December 2014
COMMUNICATIONS
AVIONICS TECHNICAL TRAINING GUIDE HF COMMUNICATION SYSTEM
HF COMMUNICATION SYSTEM
(ATA 23-12-00)
OVERVIEW COMPONENT DESCRIPTION

The optional (single or dual) HF AND OPERATION
communication system supplies long-range
air-to-ground and air-to-air voice Power Amplifier
communications. The HF communication
Figure 11
system frequency range is from 2.000.0 to
29.9999 MHz in 0.1 MHz increments. Located in the right aft avionics compartment
on the top equipment shelf. It is mounted near
The system can operate in a channel mode or
the antenna to maximize efficiency.
direct frequency mode. In the channel mode,
99 frequencies can be preset for selection. The power amplifier amplifies the signals from
Each channel can be set to operate as the HF 1050 receiver and then outputs the
half-duplex, simplex, or receive only. In the signal to the antenna coupler. The power
direct frequency mode, the individual digits are amplifier is capable of linear amplification of
changed to the applicable frequency. an OdBm (1mW) signal to a 53 dBm. (200W)
output level at 50 ohms input and output
COMPONENTS impedance.
The HF communication system consists of: Antenna Coupler

• Power amplifier The antenna couplers match the selected
• Antenna coupler transmit frequency in the transceiver to the
antenna to allow maximum power to the
• HF receiver-exciter antenna.The antenna couplers are
• Antenna and coax feed-thru insulator pressurized with nitrogen to 6 ±1 psi to
prevent the accumulation of condensation
• Antenna fuse block
which could cause arcing in the box during
• Remote circuit breakers operation.
ASSOCIATED COMPONENTS HF Receiver/Exciter

• Touch controllers (GTCs) Figure 11
• Serial Data Concentrator Unit 1 Located in the right aft avionics compartment
on the top equipment shelf. The receiver
• Serial Data Concentrator Unit 2 operates in the HF band from 2.0000 to
29.9999 MHz synthesized in 100 Hz steps.
The HF 1050 receiver is controlled by the GTC
through an ARINC 429 data bus.

December 2014 23-12-21
COMMUNICATIONS
Antenna and Coax Feed-Through Antenna Fuse Block

Insulator Figure 10
Figure 12 Located in the right aft avionics compartment
Wire-type antenna on the top of the aircraft is on the top equipment shelf.
connected from a bracket on the top of the
fuselage, through a tension unit at the top of Remote Circuit Breakers
the vertical stabilizer leading edge, to the
Figure 10
feed-through insulator on the upper-left side of
the tailcone. Located above the external baggage bay.
Power for HF system operation is provided by
the left main 28 VDC via the left aft PDP.
Power is controlled by the HF1 circuit breaker
on the pilot circuit breaker panel.

23-12-22 December 2014
COMMUNICATIONS
AFT RIGHT POWER

DISTRIBUTION
PANEL
(REF)
FS
630.80
A
SHELF
(REF)
REMOTE CONTROL
CIRCUIT BREAKER
(CB5036)
B
REMOTE CONTROL
CIRCUIT BREAKER
(CB5035)
FS
614.21
SCREW
Detail A
SCREW
SUPPORT
ASSEMBLY
LJ75_2312_0011
(REF)
REMOTE CONTROL
REMOTE CONTROL CIRCUIT BREAKER
CIRCUIT BREAKER (CB5038)
(CB5037)
Detail B
Fig. 10: HF Remote Circuit Breaker Location

December 2014 23-12-23
COMMUNICATIONS
D B
D
A
C
Detail A
ANTENNA
LEAD
ANTENNA
COUPLER ANTENNA
ANTENNA LEAD
COUPLER
ELECTRICAL
CONNECTOR
COAX
CONNECTOR
Detail B
COAX
CONNECTOR Detail C
ELECTRICAL
HF RECEIVER/ CONNECTOR
EXCITER
COAX
CONNECTOR
LJ75_2312_0008
ELECTRICAL
CONNECTOR
Detail D
Fig. 11: HF Components

23-12-24 December 2014
COMMUNICATIONS
A
NUT
2.100 (±0.100) in
[5.334 (±0.250) cm]
B SPACER SCREW
CABLE ANTENNA
SUPPORT
C
TENSION
UNIT
ANTENNA
Detail A
WIRE ANTENNA
WIRE
ANTENNA
ANTENNA WIRE
WIRE
COTTER ADAPTER
PIN
SHACKLE SLEEVE
PIN ELBOW
Detail B
GASKET
Detail C
LJ75_2312_0003
COAX FEED THRU INSULATOR

COAX CONNECTOR
Fig. 12: HF Antenna and Coax Feed

December 2014 23-12-25
COMMUNICATIONS
ASSOCIATED COMPONENTS Serial Data Concentrator Units

Figure 13 Figure 14
The serial data concentrator units 1 and 2
Touch Controllers include interfaces that operate the common
The controllers are located on the instrument HSDB protocol. Data on the HSDB network
touch panel and used to control the HF has a source and a destination. Data is
communications. dynamically routed through the systems from
source to destination via the serial data
concentrator units.
The two serial data concentrator units are
installed forward of DU 2.
LJ75_2312_0007
LJ75_2325_0006
Fig. 13: Touch Controllers
Fig. 14: Serial Data Concentrator Units

23-12-26 December 2014
COMMUNICATIONS
SYSTEM OPERATION • HF control page data/controls:
Figure 15 through 25 • Active and standby settings display:

frequencies, emission mode, tuning
The HF communication system is controlled mode, active transmission status (blank,
by the touch controllers as follows: TX, TUNING, or TUNE-FAIL)
• Center knob—Adjusts volume level • Current transmit power display
• Right outer knob—Edits frequency to the • Current squelch level display
left of the decimal
• Frequency transfer from standby to
• Right inner knob—Edits frequency to the active (by pressing the active frequency)
right of the decimal
• Dedicated page access for the following:
• Audio and Radios page data/controls.: standby frequency tuning, tuning mode,
• HF audio and mic selection on/off for the squelch level, emission mode, and
selected crewmember transmit power
• HF volume adjustment for the selected • HF tuning mode page data/controls:
crewmember • Selection from simple and duplex
• Currently tuned frequency display controls
• Selected emission modes display • HF squelch level page data/controls:
• Transmission status display (blank, TX, • Selection from SQ0, SQ1, SQ2, and
TUNING, tuning in progress, or SQ3 levels
TUNEFAIL) • HF emission mode page data/controls:
• Selected squelch levels display • Selection UV, LV, and AM modes
• HF transmit power page data/controls:
• Selection from low, medium, or high
transmit powers

December 2014 23-12-27
COMMUNICATIONS
A51 &% $

AFT LEFT PDP AFT REMOTE CB RECVR/EXCTR
íí íí íí
LEFT MAIN 28 VDC 28 VDC 28 VDC 28 VDC
GROUND GROUND
HF CONT INPUT NO. 1

HF TUNING
P9 &%
HF CONT INPUT NO. 2
PILOT CB AFT REMOTE CB
PANEL íí MIC
íí 28 VDC 28 VDC HF AUDIO OUT
HF 1 GROUND SELCAL AUDIO OUT
EXCITER AUDIO
OUTPUT
A98 $ $

SERIAL DATA TOUCH POWER AMPLIFIER
CONCENTRATOR CONTROLLER íí
NO. 1 íí
íí
HSDB HSDB
28 VDC
MAIN 2 ARINC 429 OUT GROUND
MAIN 2 ARINC 429 IN
TRANSMITTER AUDIO
INPUT
A99 $
TRANSMITTER
SERIAL DATA TOUCH OUTPUT
CONCENTRATOR CONTROLLER
NO. 2 íí TUNING SIGNAL
íí OUTPUT
HSDB HSDB
MAIN 1 ARINC 429 IN
$
ANTENNA
COUPLER
$ íí
AUDIO TUNING SIGNAL
PROCESSOR INPUT
NO. 1 28 VDC
íí GROUND
COUPLER AUDIO
HF 1 MIC INPUT
HF AUDIO IN
SELCAL AUDIO IN
LJ75_2312_0010A
(
HF ANTENNA (
íí COAX FEEDTHRU
ASSEMBLY
íí ANTENNA OUTPUT
Fig. 15: HF System Block Diagram

23-12-28 December 2014
COMMUNICATIONS
CNS Bar MIC Button (HF1 selected for transmission)
MIC Button (HF1

selected
for transmission) HF1 Active Frequency
MIC Button (HF2) HF2 Primary Frequency
Audio & Radios Screen

LJ75_2312_0012
Communication Source/Primary Frequency

on PFD (HF1 selected for transmission)
Fig. 16: Selecting an HF COM Radio for Transmission (Simplex Tuning Mode)

December 2014 23-12-29
COMMUNICATIONS
CNS Bar MIC Button (HF2 selected for transmission)
HF1 Primary Frequency

MIC Button (HF1)
MIC Button (HF2 HF2 Active Frequency

selected for transmission)
Audio & Radios Screen
LJ75_2312_0013
Communication Source/Primary Frequency

on PFD (HF2 selected for transmission)
Fig. 17: Selecting an HF COM Radio for Transmission (Duplex Tuning Mode)
Indication Description
TESTING HF COM testing is in progress.
TEST FAIL HF COM testing failed.
LJ75_2312_0014
TUNING HF COM tuning is in progress.

TUNE FAIL HF COM tuning failed.
TX HF COM transmission is in progress.
Fig. 18: HF COM Transmission Status

23-12-30 December 2014
COMMUNICATIONS
HF1 Frequency HF1

Button Standby
HF2 Frequency Frequency
Button Button
Audio & Radios Screen - HF1/HF2 Frequency Tuning HF1/HF2 Screen - HF1/HF2 Frequency Tuning
Find Frequency
Button Transfer
(XFER)
Enter Button
LJ75_2312_0015
Button
HF1/HF2 Standby Screen - Frequency Tuning Keypad HF1/HF2 Screen
Fig. 19: HF1/HF2 Frequency Tuning

December 2014 23-12-31
COMMUNICATIONS
Tuning
Mode
Button
LJ75_2312_0016
HF1/HF2 Screen HF1/HF2 Tuning Mode Screen
Fig. 20: HF1/HF2 Tuning Mode Screen
Emission
Mode
Button
LJ75_2312_0017
HF1/HF2 Screen HF1/HF2 Emission Mode Screen
Fig. 21: HF1/HF2 Emission Mode Screen

23-12-32 December 2014
COMMUNICATIONS
Find
Button
LJ75_2312_0018
HF1/HF2 Screen Find HF Channel Screen
Fig. 22: HF1/HF2 Channel Screen
Squelch Level
(SQL LVL)
Button
LJ75_2312_0019
HF1/HF2 Screen - Squelch Level Adjustment HF1/HF2 Squelch Level Screen
Fig. 23: HF1/HF2 Squelch Level Screen

December 2014 23-12-33
COMMUNICATIONS
Transmit
Power
(XMIT
LJ75_2312_0020
PWR)
Button
HF1/HF2 Screen HF1/HF2 Transmit Power Screen
Fig. 24: HF1/HF2 Transmit Power Screen
Selected HF
COM Volume
Middle Knob
- Turn to adjust
LJ75_2312_0021
COM volume
COM Volume Level

Fig. 25: COM Volume Level

23-12-34 December 2014
COMMUNICATIONS
AVIONICS TECHNICAL TRAINING GUIDE IRIDIUM SATCOM SYSTEM
IRIDIUM SATCOM SYSTEM

(ATA 23-15-00)

The optional Iridium SATCOM system uses
satellites positioned in space for voice and SATCOM Transceiver
data telecommunications. It consists of an Figure 26
Iridium transceiver and a SATCOM antenna.
The SATCOM transceiver is located in the left
side of the avionics nose compartment at
COMPONENTS FS 141 and provides the capability for
The Iridium SATCOM system includes the worldwide graphical weather via Iridium
following components: Router-Based Unrestricted Digital
Interworking Connectivity Solution (RUDICS)
• SATCOM transceiver Data Services.
• SATCOM antenna The GSR provides graphical and textual
weather that is displayed in the moving maps
ASSOCIATED COMPONENTS and supports cockpit integrated phone, cockpit
SMS texting capabilities, two cabin handsets,
The SATCOM system includes the following and in-air remote maintenance datalink via low
associated components: speed RS232 to the flight parameter recorder
• Maintenance data recorder and wireless unit.
datalink unit
• Touch controllers
• Display units
• Audio processor units

December 2014 23-15-35
COMMUNICATIONS
SATCOM Antenna Maintenance Data Recorder and

Figure 26 Wireless Datalink Unit
The SATCOM antenna is located on the top of Figure 27
the aircraft at FS 318. The maintenance data recorder and wireless
datalink unit is located in the aircraft nose.
The unit provides a flight parameter recorder
function and a high-speed data link between
the aircraft systems and ground computers
SATCOM ANTENNA using 802.11g (Wi-Fi) while the aircraft is on
the ground. (Refer to 45-45-00).
LJ75_2315_0001
GSR 56 SATCOM TRANSCEIVER
Fig. 26: SATCOM Transceiver and Antenna
WIRELESS
DATALINK
LJ75_2315_0003
Fig. 27: Maintenance Data Recorder and

Wireless Datalink Unit

23-15-36 December 2014
COMMUNICATIONS
SYSTEM OPERATION
Figures 28 and 29
Power for the Iridium SATCOM system is
supplied through a circuit breaker on the left
main bus on the pilot circuit breaker panel.
The operation of graphical weather is primarily
controlled through the touch controllers
(GTCs), but can be overlaid on the inset map
via soft keys on the PFD.
Telephone screen shows the status of the
Iridium satellite telephone connection and
provides telephone controls. An aural alert is
provided to indicate an incoming call is being
received.
The transceiver interfaces with the
maintenance data recorder and wireless
datalink unit via RS232.

December 2014 23-15-37
COMMUNICATIONS
LJ75_2315_0005
Fig. 28: Services Screen

23-15-38 December 2014
COMMUNICATIONS
P9
PILOT CB
PANEL
íí
FLT PHONE/
MAINT
28 VDC
A5225
IRIDIUM XCVR
íí
HEATER PWR
28 VDC PWR
SIGNAL GND
POWER GND
$
DATALINK
íí
IRIDIUM STATUS IRIDIUM STATUS IN

IRIDIUM AUDIO IN IRIDIUM AUDIO OUT
IRIDIUM AUDIO OUT IRIDIUM AUDIO IN
LJ75_2315_0004
56í,1 56í287
56í287 56í,1
$
ANTENNA SATELLITE
ANTENNA
íí
Fig. 29: Iridium SATCOM System Block Diagram

December 2014 23-15-39
COMMUNICATIONS
FAULT INDICATIONS
Table 2: Irdium Satcom System – CAS Messages
CAS MESSAGE LOGIC
IRIDIUM FAIL The GSR 56 has failed or is not registered.

23-15-40 December 2014
COMMUNICATIONS
AVIONICS TECHNICAL TRAINING GUIDE SELCAL SYSTEM
SELCAL SYSTEM
(ATA 23-20-00)
OVERVIEW SELCAL signal from HF 1 and VH 1 and the

The optional selective calling (SELCAL) audio processor unit 2 monitors the SELCAL
system advises the flight crew that someone signal from HF 2 and VHF 2. A failure of either
at a tuned ground station wants to audio processor unit causes a loss of the on-
communicate with them specifically. The side HF radio for both pilot and copilot.
SELCAL uses a four-letter code unique to
each aircraft and provides aural and visual
alerts when a SELCAL signal is received.
ASSOCIATED COMPONENTS
The SELCAL system consists of an integrated
decoder function as part of the audio
processor units 1 and 2.
The SELCAL system includes the following
associated components: AUDIO
PROCESSOR
• Audio processor units (2) UNIT
• GTC touch controllers (2)
COMPONENT DESCRIPTIONS
LJ75_2320_0001
Audio Processor Units

Figure 30
The audio processor units 1 and 2 provide an
interface between the integrated SELCAL
decoder and GTC 1 and 2. The units also
monitor the SELCAL line for an incoming
signal.
Fig. 30: Audio Processor Unit
The audio processor units 1 and 2 give an
interface between the integrated SELCAL
decoder and the GTC 1 and GTC 2. They also
monitor the SELCAL line for an incoming
signal. Audio processor unit 1 monitors the

December 2014 23-20-41
COMMUNICATIONS
GTC Touch Controllers SYSTEM OPERATION CONTROLS

Figure 31 AND INDICATIONS
The SELCAL function is enabled and disabled Control and display of the SELCAL function is
via the touch controllers (GTC 1 and 2). The through the GTCs via the Audio and Radios
GTCs also provide the SELCAL code page.
selection and display. They are also used to
reset the SELCAL tone when received. SELCAL Code Setup
GTC 1 and GTC 2 are installed below the The aircraft’s unique SELCAL code is set by
DU 2 on the tilt panel. the manufacturer before aircraft delivery. The
SELCAL four-letter code is entered on the
GTCs via the SELCAL Code keyboard that is
accessed through the Audio and Radios page.
The SELCAL button must be pushed to
officially set the code. A popup message also
shows to confirm the SELCAL code is
accepted.
SELCAL Signal Reception

The SELCAL call indication is placed in the
appropriate COM radio identification window
LJ75_2320_0003
on the GTCs (VHF 1 or 2, HF 1 or 2) which

received the call.
When a call is received, the GIA will play the
aural SELCAL alert as well as the “SELCAL,
Fig. 31: Touch Controller SELCAL” aural audio message.
Refer to the HF communication system
section (23-13-00) for more information on the
HF system operation.

23-20-42 December 2014
COMMUNICATIONS
SYSTEM INTERFACES
Figure 32
Audio processor unit 1 is energized via the
AUDIO 1 circuit breaker (through the cockpit
miscellaneous P11 relay panel) from the left
essential bus on the pilot CB panel. Audio
processor unit 2 is energized via the AUDIO 2
circuit breaker (through the cockpit
miscellaneous P11 relay panel) from the right
essential bus on the copilot CB panel.
Touch controller 1 is energized via the GTC 1
circuit breaker from the emergency bus on the
pilot CB panel.
Touch controller 2 is energized via the GTC 2
circuit breaker from the right essential bus on

December 2014 23-20-43
COMMUNICATIONS
A79 A80
TOUCH TOUCH
NO. 1 NO. 2
31-60-02 31-60-02
TUNING TUNING
A7 A8
AUDIO PROC AUDIO PROC
UNIT NO. 1 UNIT NO. 2
23-50-01 23-50-01
TUNING TUNING
D IG IT A L B U S D IG IT A L B U S
SELCAL AUDIO IN SELCAL AUDIO IN
SELCAL AUDIO IN SELCAL AUDIO IN
A5207 2A5207
HF RCVR/ HF RCVR/
EXCITER NO. 1 EXCITER NO. 2
23-12-01 23-12-01
SELCAL AUDIO OUT SELCAL AUDIO OUT
LJ75_2320_0004
A9 A10
INTEGRATED INTEGRATED
AVIONICS UNIT AVIONICS UNIT
NO. 1 NO. 2
31-41-01 31-41-01
SELCAL AUDIO OUT SELCAL AUDIO OUT
NOTE
1. SELCAL related connections shown only.
Fig. 32: SELCAL System Block Diagram

23-20-44 December 2014
COMMUNICATIONS
AVIONICS TECHNICAL TRAINING GUIDE CONTROLLER-PILOT DATALINK
COMMUNICATION
CONTROLLER-PILOT DATALINK COMMUNICATION

(ATA 23-25-00)
OVERVIEW
Figure 33
The optional controller-pilot datalink
communication (CPDLC) system provides
two-way datalink communication between the
flight crew and air traffic controllers. This
CPDLC system is Link 2000+ compliant and
uses text message over VHF datalink
communications. Link 2000+ is a requirement
in Europe for all aircraft that fly above FL 285.
Voice communication channels become
progressively congested and are
supplemented by air-ground datalink
communications. Because of the observed
and expected increases in air traffic levels
within Europe, parallel increases in air traffic
control capacity are required to improve
efficiency of communication between
controllers and pilots.
The CPDLC includes four main services:
• Datalink initiation capability
• ATC communications management
• ATC clearances
• ATC microphone check
The services are available above 24,500 ft
(7468 m). The communication via the CPDLC
corresponds to phraseology used during ATC
communication procedures and consists of a
set of clearance, information, or request
messages.

December 2014 23-25-45
COMMUNICATIONS
COMMUNICATION
VHF DATALINK
RADIO UNIT
VHF
COMMUNICATIONS
ANTENNA
LJ75_2325_0001
Fig. 33: CPDLC–Component Locator

23-25-46 December 2014
COMMUNICATIONS
COMMUNICATION
COMPONENTS
The CPDLC includes the following
component:
• VDL datalink radio unit (GDR 66)
• VHF datalink and COM 3 antenna
• Display units (3)
• Integrated avionics units (2)
• Serial data concentrator units (2)
• #1 Audio processor unit
COMPONENTS DESCRIPTION
LJ75_2325_0002
VDL Datalink Radio Unit
Figure 34
The VHF datalink radio is in the tailcone on the
left side of aircraft centerline, and is accessed
through the rear compartment door. The VHF
datalink radio operates in the 117.975 to
137.000 MHz frequency band. It operates in a
voice or datalink communication mode as
follows:
Fig. 34: VDL Datalink Radio Unit
• VHF datalink communication (VDL) mode
using D8PSK modulation with a 31.5 kbps
data rate and 25 kHz channel spacing. The
VHF datalink radio is used for the
modulation and demodulation of the air-
ground VHF datalink (VDL) mode 2 signal.
• Voice communication mode using DSB-AM
modulation with 8.33 and 25 kHz channel
spacing.

December 2014 23-25-47
COMMUNICATIONS
COMMUNICATION
VHF Datalink and COM 3 Antenna Integrated Avionics Units

Figure 33 The GIA provides Communications
Management Unit functions and interfaces to
The VHF datalink radio has a dedicated VHF
the GDR 66 (indirectly via the GSD 41 data
antenna. The VHF datalink and COM 3
concentrators), processes the VDL Mode 2
antenna is installed on bottom side of the
protocol layers and hosts the Aeronautical
fuselage at FS587.
Telecommunications Network (ATN) router.
ASSOCIATED COMPONENTS The GIA also provides GPS information which

is required to support the VDL Mode 2
DESCRIPTION protocol (position) as well as the CPDLC
application (UTC). Only the #1 GIA will
GTC Touch Controllers execute the Link 2000+ DLS functions.
The GTC 1 and GTC 2 touchscreens give
control and display through the CPDLC page Serial Data Concentrator Units
when operating in datalink communications Both serial data concentrator units interface to
mode and at the Audio & Radios page when the GDR 66 via serial RS-422 connection.
operating in COM3 voice mode. The CPDLC Primary communications are through data
and Audio & Radios pages are accessed concentrator 1, and data concentrator 2
through at the GTC home page. Initialization provides a redundant communications path
fields and log-on requests are accessed from the avionics to the GDR 66 radio in case
through the CPDLC page. of #1 concentrator fault.
Display Units #1 Audio Processor Units

When operating in COM3 mode, DU1 and The audio processor units are digital mixers
DU3 show the currently tuned active COM that allow sending any combination of audio
frequency. When operating in Datalink mode, inputs to each audio output. When operating in
DU1 and DU3 provide a ‘CPDLC’ COM3 voice mode, the GDR 66 sends COM3
annunciation to alert the crew of an incoming audio to the #1 audio processor unit. Crew
CPDLC message. headset microphone audio is processed and
DU2 is dedicated to providing the Link 2000+ sent to the GDR 66 through the #1 audio
DLC CMU functions and is host to the higher processor unit.
level ATN functions and the CM and CPDLC The audio processor unit 1 also hosts the
applications. Only while operating in MFD will SELCAL function and receives un-
DU2 execute the Link 2000+ functions. squelchedCOM3 audio from the GDR 66 on a
dedicated analog input.

23-25-48 December 2014
COMMUNICATIONS
COMMUNICATION
CPDLC SYSTEM CONTROLS • Multiple messages received—Only one

AND DISPLAYS annunciation shows but it persists until all
messages have been resolved or have
The CPDLC system controls and displays are timed out
done through the GTCs via the CPDLC page.
Also, upon reception of a CPDLC message, a CPDLC Status and Logon
white “MESSAGE - See GTC” shows on the Table 3
bottom right of the DUs. If the CPDLC page is
not active on the GTC and a CPDLC message Before the flight crew has the ability to request
is received, a pop-up notification shows on the a logon, an air-ground VDL mode 2
GTC to allow the flight crew one-touch access connection must already be established
to the message(s). (i.e., “CPDLC: Connected” shows on the
Status tab [Status page]). Also, if the VHF
Messages datalink radio is in voice mode, the flight crew
is prompted to change it to the datalink mode.
Once a CPDLC message is received, an
The Status page shows the CPDLC
“Incoming Message” aural alert is generated.
connection status and identifies the current/
This aural warning is repetitive but suppressed
next data authority facilities. Pushing the
during critical flight phases.
CONNECT softkey triggers the LOGON
The “Incoming Message” aural alert is SETUP window which gives the flight crew the
generated and prioritized by the integrated ability to enter the data needed by the ground
avionics unit and processed by the two audio facility to allow the aircraft to establish a logon
processor units. Refer to the engine indication and use the CPDLC.
and crew alerting system (EICAS) section
The values provided by the flight crew must
(31-52-00) for more details on the crew
match the values on the filed flight plan or the
alerting system operation.
logon will be rejected. If a logon fails, the “Link
The CPDLC messages show with the Status” display will reflect the failure.
following logic:
Table 3 - CPDLC Annunciations
• Annunciation appears when a message is
received STATUS ANNUNCIATION
UNSUCCESSFUL
• Message requires flight crew response—
LOGON OR
Annunciation persists until response is sent CPDLC: INHIBITED
SUCCESSFUL
• Message does not require the flight crew LOGOFF
response—Annunciation persists until crew ATC CONTACT CURRENT FACILITY
reviews the message DURING FLIGHT—AS NEXT FACILITY
INFO AVAILABLE
• Message expires due to lack of crew
response—Annunciation will clear

December 2014 23-25-49
COMMUNICATIONS
COMMUNICATION
CPDLC Messages Tab Message Response Pages

The CPDLC Messages tab shows when the When a message is accessed from the
CPDLC page is accessed after a CPDLC Messages tab of the CPDLC page, the page
connection has been established. All shows the full message text and one of the
messages show with relevant status icon following, depending on the situation:
(i.e., opened, unopened, reply, expired).
• Message response options—If the
If a message text is longer than can be shown message has not been previously
on the button for that message, an ellipsis (...) answered, controls can select/send the
indicates that the message continues beyond appropriate response; after selecting a
the text shown. If the message storage response, the GTC returns to the
capacity has been exceeded, the system will Messages tab of the CPDLC page
notify the crew and will begin purging the
• Message response—If the message has
oldest message from the system memory. The
been previously answered, the response
message list is cleared at the end of flight.
shows; response options are not provided
However, messages are not cleared if an in-air
(i.e., the user cannot respond to a message
restart occurs.
that has been previously answered)
Pushing a message or reply triggers the
• Expiration message—Flight crew is
response page. This allows the user to either
notified if a message is expired; response
respond or review the response sent.
options are not provided
NOTE
An expired message can be read but
cannot be replied to.
New Message Creation

Pushing the Create New Message button
triggers a list of available downlink messages.
Selecting a message triggers the relevant
keyboard to allow the user to populate the
required fields and create a message. Once
the applicable fields have been populated, the
message can be compiled or the user can
concatenate a reason code. Once the
concatenation has been added, the crew can
compile the message and send it.

23-25-50 December 2014
COMMUNICATIONS
COMMUNICATION
Supported CPDLC Messages phraseology used by ATC procedures which

consist of a set of clearance, information, or
Table 4 request messages.
There are five types of messages/responses
used in the CPDLC. They correspond to
Table 4 - CPDLC Message Examples
TYPE OF
MESSAGE OPTIONS RESPONSE
MESSAGE
WILCO: Screen shows crew selection, crew

can review, then send or discard.
ATC controller instructs flight crew
UNABLE: Reason can be concatenated
to squawk transponder WILCO
TYPE 1 STANDBY: Crew acknowledges message
identification. UNABLE
(FIGURE 4) but unable to address the message at
Expired message: crew cannot STANDBY
present time; resets the message timer,
respond.
giving crew additional time to reply before
message expires.
AFFIRM: Screen shows crew selection,

crew can review, then send or discard.
ATC controller sends a “free text”
STANDBY: Crew acknowledges message
TYPE 2 message. AFFIRM
but unable to address the message at
(FIGURE 5) Expired message: crew cannot STANDBY
respond.
message expires.
ROGER: Screen shows crew selection,

ATC controller sends a CPDLC crew can review, then send or discard.
message to tell crew there is no STANDBY: Crew acknowledges message
TYPE 3 ROGER
speed restriction. but unable to address the message at
(FIGURE 6) STANDBY
Expired message: crew cannot present time; resets the message timer,
respond. giving crew additional time to reply before
message expires.
CAN ACCEPT: Screen shows available

selections, crew can add variables to the
CPDLC message, crew can review, then
Crew must reply with allowable
CAN send or discard.
TYPE 4 response.
ACCEPT STANDBY: Crew acknowledges message
(FIGURE 7) Expired message: crew cannot
STANDBY but unable to address the message at
respond.
message expires.
Crew is advised to CHECK STUCK

TYPE 5
MICROPHONE ON 125.250 MHZ. N/A N/A
(FIGURE 8)
No response required or available.

December 2014 23-25-51
COMMUNICATIONS
COMMUNICATION
ATC Microphone Check the left essential bus on the pilot CB panel. It
is also energized via the GIA COMM 1 SEC
The CPDLC can ask all aircraft in the vicinity circuit breaker from the right main avionics bus
to check that they are not blocking a voice on the copilot CB panel. Integrated avionics
channel. (Refer to type 5 message). unit 2 is energized via the GIA COMM 2 circuit
breaker from the right essential bus on the
Cockpit Voice Recorder Interface copilot CB panel.
The CVR records CPDLC messages and Serial data concentrator unit 1 is energized via
voice data for 120 minutes. Datalink the L DATA/DATA 1 circuit breaker from the
information is provided via the serial data left essential bus on the pilot CB panel. Serial
concentrator unit 1 through an ARINC 429 data concentrator unit 2 is energized via the
data bus. Refer to the cockpit voice recorder R DATA/DATA 2 circuit breaker from the right
system section (23-70-00) for more details on essential bus on the copilot CB panel.
the CVR system operation.
Audio processor unit 1 is energized via the
AUDIO 1 circuit breaker (through the cockpit
SYSTEM OPERATION miscellaneous P11 relay panel) from the left
Figure 35 essential bus on the pilot CB panel. Audio
processor unit 2 is energized via the AUDIO 2
The VHF datalink (VDL) CPDLC radio is circuit breaker (through the cockpit
energized via the COMM 3/CPDLC circuit miscellaneous P11 relay panel) from the right
breaker from the right main avionics bus on essential bus on the copilot CB panel.
Touch controller GTC 1 is energized via the
GTC 1 circuit breaker from the left essential
bus on the pilot CB panel. Touch controller
GTC 2 is energized via the GTC 2 circuit
breaker from the right essential bus on the
copilot CB panel.
Display unit DU 1 is energized via the DU 1
circuit breaker from the emergency battery
bus on the pilot CB panel. Display unit DU 2 is
energized via the DU 2 circuit breaker from the
left essential avionics bus on the pilot CB
panel. Display unit DU 3 is energized via the
DU 3 circuit breaker from the right essential
avionics bus on the copilot CB panel.
Integrated avionics unit 1 is energized via the
GIA COMM 1 PRI circuit breaker (through the
cockpit miscellaneous P11 relay panel) from

23-25-52 December 2014
COMMUNICATIONS
COMMUNICATION
A98 $ A99

SERIAL DATA VHF DATALINK SERIAL DATA
CONCENTRATOR 56í RADIO UNIT 56í CONCENTRATOR
UNIT NO. 1 íí UNIT NO. 2
íí íí
HSDB
HSDB HSDB
HSDB
M19 M20 M21

DISPLAY UNIT DISPLAY UNIT DISPLAY UNIT
NO.1 NO. 2 NO. 3
íí A79 íí A80 íí
GTC NO. 1 GTC NO. 2
íí íí
HSDB HSDB HSDB HSDB
HSDB HSDB
LJ75_2325_0008
A7 A8
AUDIO AUDIO
PROCESSOR D.B. PROCESSOR
UNIT NO. 1 UNIT NO. 2
íí íí
Fig. 35: CPDLC–Component Locator Diagram

December 2014 23-25-53
COMMUNICATIONS
COMMUNICATION

23-25-54 December 2014
COMMUNICATIONS
AVIONICS TECHNICAL TRAINING GUIDE PASSENGER ADDRESS SYSTEM
PASSENGER ADDRESS SYSTEM

(ATA 23-30-00)
OVERVIEW
The passenger address system is used by the
flight crew to speak to the passengers. Voice
communication is provided by the audio
system through the passenger speakers.
Signal communication is provided by audible
chimes when the NO SMOKING/BELTS
switch is on.
• NO SMOKING/BELTS switch
• Audio processor units (2)
LJ75_2330_0007
• Touch controllers (GTCs) (2)
• Cabin management system
AND OPERATION Fig. 36: Invisible Speaker System
Passenger Speakers
Figure 36
The "invisible" speaker system is installed in
the cabin. It consists of modern technology
that uses transducers that are integrated into
the window panels. Each Transducer consists
of an Exciter, Hood, and Mount. The Exciter is
installed on the panel using the Mount. The
Hood covers the Exciter to prevent
interference between it and other materials
(i.e. insulation).

December 2014 23-30-55
COMMUNICATIONS
Touch Controller (GTC) Audio Processor Units

The touch controllers are used to control the Even though the analog audio signals from the
audio volume for the passenger address VHF datalink radio are connected to audio
system during aircraft on ground and in the air. processor unit 1 only, audio processor unit 2 is
considered a backup function. The audio
NO SMKG/BELTS Switch processor units are digital mixers that send
any combination of audio inputs to each audio
Figure 37 output. Each audio processor unit
The NO SMKG/BELTS switch is located on communicates with its onside GTC via the
the overhead switch panel. HSDB. As a backup control path, it also
communicates with its cross-side integrated
Setting the switch to BELTS or avionics unit via a RS-232 data bus.
NO SMKG/BELTS provides a chime and
annunciation to the cabin management Audio processor units 1 and 2 are installed
system via speakers in the cabin and the forward of display units DU 1 and DU 2. Audio
cabin headphones. processor unit 1 is installed forward of DU 1.
Audio processor unit 2 is installed forward of
DU 2.
LIGHTING
Cabin Management System
LJ75_2330_0004
LDG BCN / WING EMER LTS NO SMKG /
The Learjet 70/75 is equipped with the

L R RECOG STROBE NAV INSP ON BELTS
T B
B A E
A C R L
X
Lufthansa Technik nice HD cabin

N M T
I S
OFF
management system. The passenger address

system is integrated with the cabin
Fig. 37: NO SMKG/BELTS Switch management system.
Refer to the aircraft CMM for details on this
system.

23-30-56 December 2014
COMMUNICATIONS
SYSTEM OPERATION
A passenger address system is available for
delivering voice messages over the cabin
speaker. When the PA Button is selected on
the Touchscreen Controller, the MIC
Annunciator is replaced with a green PA, and
the active COM frequency changes to white,
indicating that there is no COM selected. The
active COM frequency on the PFD is replaced
by a white PA annunciation. A Push-to-Talk
(PTT) must be pressed to deliver PA
announcements. The PA Annunciator flashes
about once per second while the PTT is
depressed.

December 2014 23-30-57
COMMUNICATIONS

23-30-58 December 2014
COMMUNICATIONS
AVIONICS TECHNICAL TRAINING GUIDE AUDIO INTEGRATING SYSTEM
AUDIO INTEGRATING SYSTEM

(ATA 23-50-00)

The audio integrating system uses the AND OPERATION
communication functions within the integrated
avionics units, audio processors, and touch Audio Processors
controllers (GTCs). The system allows the
Figure 38
flight crew to manage headset audio,
microphones, cockpit speakers, the intercom, The audio processor unit processes audio
and the passenger address system. signals as well as interfaces to all audio signal
sources and destinations. Each unit integrates
The controls include source and microphone
NAV/COM digital audio, intercom system, and
selection, volume control, squelch, and
marker beacon functions. Each unit
intercom. The controls for audio and radios
communicates with its onside GTC via the
are co-located for a more intuitive user
HSDB and its cross-side integrated avionics
interface.
unit via the RS-232 as a backup control path.
COMPONENTS The audio processor 1 provides an interface to

the pilot headset, and the audio processor 2
The audio integrating system consists of: provides the interface to the copilot headset.
The two audio processors unit 36 share audio
• Audio processors (2)
signals as necessary on a direct connection
• Cockpit speakers (2) via a digital audio bus.
The audio processor unit 36 utilizes digital
ASSOCIATED COMPONENTS audio technology, which allows mixing of
• Integrated avionics units (2) audio from various sources. The audio
processor unit interfaces include COM radios,
• GTC touch controllers NAV radios, as well as prioritized and mixed
aural alerting.

December 2014 23-50-59
COMMUNICATIONS
Integrated Avionics Units SYSTEM OPERATION

Figure 38 Figure 39
Each integrated avionics unit contains VHF The pilot oxygen mask microphone is
COM/NAV/GS receivers. Each unit is paired controlled by the L OXY MIC switch on the left
with the onside PFD via a high-speed databus instrument panel. The copilot oxygen mask
(HSDB) connection. The units communicate microphone is controlled by the R OXY MIC
directly with each other via the CAN protocol switch on the right instrument panel.
only if a system data path failure occurs.
Pressing the emergency communication
(EMER) switch directly connects the onside
Cockpit Speakers microphone to the designated emergency
Figure 38 VHF communications transmitter and directly
connects the received audio signals from the
Two cockpit speakers are installed in the EMER VHF communication and navigation
overhead panels of the flight deck. receivers to the onside headphones.
GTC Touch Controllers All electronic circuitry is eliminated in the

EMER position. The EMER mode disables all
Figure 38 other audio panel modes with the exception of
Two GTCs provide control of the audio and the headphone level which is controlled by the
display status of the audio settings. headphone control. Cockpit voice recorder
output is available as long as electrical power
is applied to the audio panel.
COCKPIT COCKPIT
SPEAKER SPEAKER The GTC is the user interface for controlling
the audio and display status of the audio
settings. The left GTC controls the pilot audio
settings, and the right GTC controls the copilot
audio settings. If a GTC fails, both sides can
be controlled by the remaining GTC.
The active frequencies for COM1 and 2 are
displayed on the PFDs. An active COM
frequency displayed in green indicates that the
COM transceiver is selected on the onside
audio processor. During COM transmission, a
white TX appears by the active COM
LJ75_2325_0007A
frequency on the GTC and PFD. During COM

signal reception, a white RX appears by the
active COM frequency on the GTC and PFD.
When the same COM radio is selected on
both audio panels, the pilot has transmit
Fig. 38: Audio Processor Units priority on COM1 and the copilot has transmit
priority on COM2.

23-50-60 December 2014
COMMUNICATIONS
The audio integrating system is capable of Power

auto-tuning a COM frequency from the GTC
waypoint and nearest options. For example, The audio processor 2 is powered by the
the nearest airport feature provides an option AUDIO 2 circuit breaker on the right essential
to load the published frequencies as the active bus located on the copilot circuit breaker
or standby frequency. The COM radios can panel.
tune either 25-kHz spacing (118.000 to The audio processor 1 is powered by the
136.975 MHz) or 8.33-kHz spacing (118.000 AUDIO 1 circuit breaker on the left essential
to 136.990 MHz) for 760-channel or bus located on the pilot circuit breaker panel.
3040-channel configuration. When 8.33-kHz
channel spacing is selected, all of the 25-kHz The primary power for the audio function of
channel spacing frequencies are also the integrated avionics unit 1 is powered by
available in the complete 3040-channel list. the GIA 1 COM PRI circuit breaker on the left
essential bus on the pilots circuit breaker
Automatic squelch quiets unwanted static panel.
noise when no audio signal is received, while
still providing good sensitivity to weak COM The secondary power for the audio function of
signals. When automatic squelch is disabled, the integrated avionics unit 1 is powered by
COM audio reception is always on. the GIA 1 COM SEC circuit breaker on the
Continuous static noise is heard over the right main avionics bus on the copilot circuit
headsets and speaker, if selected. When breaker panel.
automatic squelch is disabled, a white SQ Power for the audio function of the integrated
appears next to the COM frequency on the avionics unit 2 is supplied by the GIA 2 COM
GTCs and PFDs.squelch is disabled, a white circuit breaker on the right essential bus on
SQ appears next to the COM frequency on the the copilot circuit breaker panel.
GTCs and PFDs.

December 2014 23-50-61
COMMUNICATIONS
FAULT INDICATIONS
Table 5: Audio Integrating System – CAS Messages
CAS MESSAGE LOGIC
AUDIO 1 FAULT At least one of the GMA 1 system messages have been triggered.
AUDIO 2 FAULT At least one of the GMA 2 system messages have been triggered.
AUDIO 1/2 FAULT At least one of the GMA 1/2 system messages have been triggered.
L SPEAKER OFF The left speaker has been selected OFF on the GTC.
R SPEAKER OFF The right speaker has been selected OFF on the GTC.
LR SPEAKER OFF The left/right speakers have been selected OFF on the GTC.

23-50-62 December 2014
COMMUNICATIONS
A7 A9
AUDIO PROC INTEGRATED
NO. 1 AVIONICS UNIT
íí NO. 1
íí
HSDB
56í 56í
MARKER BCN
28VDC
CVR OUT
A47 P10
COCKPIT VOICE PILOT CB COMM 1 ANT
RECORDER PANEL
íí íí
AUDIO IN
AUDIO IN
AUDIO 1
P9 HSDB
A8
AUDIO PROC COPILOT CB
NO. 2 PANEL
íí íí
AUDIO 2
A10
INTEGRATED
AVIONICS UNIT
NO. 2
CVR OUT íí
56í
DIGITAL BUS M19
28VDC DISPLAY UNIT
NO. 1
íí
A79
TOUCH
CONTROLLER
NO. 1 HSDB HSDB
íí
HSDB
56í
HSDB
M21
DISPLAY UNIT
A80 NO. 3
TOUCH
LJ75_2350_0003A
CONTROLLER COMM 2 ANT

NO. 2
íí
HSDB
HSDB HSDB HSDB HSDB
Fig. 39: Audio Integrating System Block Diagram

December 2014 23-50-63
COMMUNICATIONS

23-50-64 December 2014
COMMUNICATIONS
AVIONICS TECHNICAL TRAINING GUIDE STATIC DISCHARGING SYSTEM
STATIC DISCHARGING SYSTEM

(ATA 23-60-00)
OVERVIEW SYSTEM OPERATION

The static discharging system is a group of Figure 40
static dischargers on the airframe. The
Flight through precipitation, electric fields, and
dischargers are installed on various aircraft
engine-produced ionization builds up
trailing-edge extremities to allow gradual
electrostatic charges on the aircraft. When the
bleed off of static electricity from the airframe
aircraft is flying at speeds of 120 to 600 kt,
with a minimum amount of radio interference.
these charges can generate radio frequency
noise which disrupts reception on
COMPONENTS communication and navigation systems. As
the aircraft charge builds up, the charge leaks
• Static dischargers (19)
off the aircraft, generating radio frequency
noise. This interferes with aircraft radio
COMPONENT DESCRIPTION equipment (ADF, HF, VHF, VOR, etc.). Static
AND OPERATION dischargers prevent the aircraft from building
up the static potential to interfere with radio
Static Dischargers operations.
Each static discharger assembly has two The dischargers are installed as follows:
parts: the discharger and the mounting base. • Top of the vertical stabilizer (1)
The mounting base is part of the aircraft
• Each elevator (6)
structure. The discharger can be replaced
without removing the base. • Each delta fin (4)
The discharger is a resistive graphite-coated • Wing (3 on each winglet and 1 immediately
rod of aligned fibers, tapered toward the tip. inboard of each winglet) (8)
This design allows flexibility and graded
Visual inspection for burns or lightning
resistance, which has a noise-quieting quality.
damage and general condition is required
The discharger also has a heat-shrunk sheath
before takeoff and after landing.
for additional protection. The discharger tip is
a small brush of nichrome wires to give
high-current capability.

December 2014 23-60-65
COMMUNICATIONS
AVIONICS TECHNICAL TRAINING GUIDE STATIC DISCHARGING SYSTEM
A
DISCHARGER
RETAINER
STUD
BASE
ELEVATOR
(REF)
Detail A
DISCHARGER
RETAINER
LJ75_2360_0001
STUD
BASE Detail B
Fig. 40: Static Dischargers

23-60-66 December 2014
COMMUNICATIONS
AVIONICS TECHNICAL TRAINING GUIDE COCKPIT VOICE RECORDER SYSTEM
COCKPIT VOICE RECORDER SYSTEM

(ATA 23-70-00)
OVERVIEW
The cockpit voice recorder (CVR) system
provides continuous audio recording up to 120
minutes. All audio input signals, the cockpit
sounds from an area microphone, and
additional voice inputs from the microphone
are recorded.
When the optional third communications radio
is installed, the CVR will also record CPDLC
messages.
COMPONENTS
Figure 41
The cockpit voice recorder (CVR) system
consists of:
• Cockpit voice recorder
• CVR control panel
• Area microphone
• CVR preamplifier
• Inertial switch
Associated Components
• Underwater loactor beacon (ULB)
The underwater locator beacon (ULB) is
located on one end of the CVR. For more
information on the ULB, refer to 25-61-00.

December 2014 23-70-67
COMMUNICATIONS
COCKPIT VOICE
RECORDER
INERTIA SWITCH
RH SWITCH
PANEL
PARKING BRAKE
MICRO SWITCH
LJ75_2370_0008
COCKPIT VOICE RECORDER

PRE-AMPLIFIER
Fig. 41: Cockpit Voice Recorder Component Locator

23-70-68 December 2014
COMMUNICATIONS
COMPONENT DESCRIPTION Control Panel

AND OPERATION Figure 43
Cockpit Voice Recorder The control panel consists of a CVR ERASE

button and a monitor headphone jack. The
Figure 42 control panel is on the right switch panel.
The CVR is a crash-survivable recording
device that simultaneously records
narrow-band voice channels and flight crew CVR
audio control units. The CVR records one ERASE
wide-band area channel cockpit area
LJ75_2370_0002
microphone. HEADPHONE
The CVR is painted bright international orange

with reflective tape. The CVR is located in the
tailcone.
Fig. 43: CVR Control Panel
Area Microphone
Figure 44
The area microphone records wide-band area
audio from the cockpit and surrounding area
into crash-survivable memory. The area
microphone is on the glareshield.
AREA MIC
LJ75_2370_0004
Fig. 44: Area Microphone

LJ75_2370_0009
Fig. 42: CVR

December 2014 23-70-69
COMMUNICATIONS
CVR Preamplifier Inertia Switch

Figure 45 Figure 46
The CVR pre-amplifier amplifies the The inertia switch provides an automatic
microphone signals before they pass to the means to simultaneously stop the recorder
CVR. The CVR pre-amplifier is located in the and prevent erasure from functioning after a
glareshield facia panel. crash.
A FS 419
WASHER
SCREW
INERTIA
SWITCH
LJ75_2370_0005
Fig. 46: Inertia Switch
LJ75_2370_0010
CVR MIC
PRE-AMPLIFIER
(AR2)
Audio Processor Units
The GMA 36 audio processor unit provides
Fig. 45: Cockpit Voice Recorder Preamplifier audio output to the CVR. All the
communications received and transmitted by
the audio system are routed to the CVR. The
audio played on the headphones of the on-
side crew member is made available on a
dedicated pin. The audio from pilot side is
provided by GMA 1 and copilot side by GMA
2. The CVR receives these analog audio
channels and saves them as required. This
audio output from the GMA remains functional
in the Failsafe mode as well. The CVR will
thus receive crew audio even in case of GMA
failure.

23-70-70 December 2014
COMMUNICATIONS
SYSTEM OPERATION Push-To-Erase Function

Figure 47 The push-to-erase function is initiated by
pressing the erase button. The aircraft must
Electrical Power Application be on the ground with the parking brake set to
initiate the erase process. A switch, mounted
When electrical power is applied to the pilot on the emergency/parking brake handle
CB panel and the CVR circuit breaker is assembly, completes a circuit to erase the
depressed, the CVR system initiates a built-in CVR. When the erase process is completed, a
test (BIT) to determine the integrity of the 3-second 400-Hz tone is sent to the monitor
system. If a failure is detected, the failure headphones.
condition is stored in crash-protected memory,
the CVR front BITE indicator is continuously Loss or Removal of Electrical Power
activated, and a CVR fault signal is sent to
data concentrator unit no. 1 for subsequent When loss or removal of electrical power
display on the EICAS. occurs, the CVR enters the power-down
function. While recording continues during the
Record, Test, and Status Monitor power-down function, if electrical power is
interrupted for more than 200 milliseconds,
The record, test, and status function stores “housekeeping” tasks are performed to
cockpit audio, audio control unit provide a graceful power-down sequence.
communications, and timing to the crash
survivable memory. This function also stores The “housekeeping” tasks send pointers and
additional data such as configuration data, buffered data to crash-survivable memory. If
memory start/stop pointers, BIT data, elapsed electrical power is recovered after
time indicator (ETI), error logging data, and 200 milliseconds but before a hardware reset
repair history. A background test is also is issued, the record function is re-activated. If
performed to verify correct operation of the electrical power does not recover, recording
CVR. If a failure is detected, the CVR front will cease until power is applied again.
panel BITE indicator is continuously activated
and a CVR fault signal is sent to data Cessation of Recording
concentrator unit no. 1 for subsequent display
The G-activated inertia switch is installed in
on the EICAS. For more information on the
series with the CVR circuit breaker. If the
EICAS system, refer to 31-51-00.
aircraft is involved in a crash, the inertia switch
removes electrical power from the CVR
system and prevents information from being
erased.

December 2014 23-70-71
COMMUNICATIONS
FAULT INDICATIONS
Table 6: Cockpit Voice Recorder System – CAS Messages
CAS MESSAGE LOGIC
The cockpit voice recorder has failed it’s internal test or has lost
CVR FAIL
power.

23-70-72 December 2014
COMMUNICATIONS
P9 A47 MK1
PILOT CB COCKPIT AREA MIC
PANEL VOICE RECORDER
24-60-01 23-71-01 MIC BIAS
MIC HIGH
PWR OUT
CVR
AREA MIC
AR2
EXTERNAL
S17 PRE-AMPLIFIER
INERTIA AUDIO OUT
27-70-03
SWITCH ERASE A
23-70-05 ERASE C
MIC BIAS
28 VDC PWR IN MIC INPUT
PREAMP PWR
DATA LINK OUT OUTPUT
GMT IN
P4 GND
COPILOT
SWITCH PANEL
31-11-02
A98
DATA
CONCENTRATOR
CVR HEADPHONE
NO. 1
CVR ERASE 31-41-03
GND
CVR IN
GMT OUT
P21
VHF 2 AUDIO IN
SQUAT SWITCH A10
RELAY BOX VHF 1 AUDIO IN INTEGRATED
32-33-00 AVIONICS UNIT
HF 1 AUDIO IN NO. 2
SQUAT SWITCH COM 31-41-01
HF 2 AUDIO IN
SQUAT SWITCH N.O.
VHF 2 AUDIO OUT
PWR GND
A72
THROTTLE
QUADRANT A9
76-10-02 A8 INTEGRATED
AUDIO AVIONICS UNIT
LJ75_2370_0011
PROCESSOR NO. 1
PARKING BRAKE SW NO. 2 31-41-01
COMMON 23-50-01
PARKING BRAKE SW
N.O. VH1 AUDIO OUT
HF 2 AUDIO OUT
A10
AUDIO
PROCESSOR
NO. 1
23-50-01
HF 1 AUDIO OUT
Fig. 47: Cockpit Voice Recorder Block Diagram

December 2014 23-70-73
COMMUNICATIONS

23-70-74 December 2014
EQUIPMENT AND FURNISHINGS
TABLE OF CONTENTS

(ATA 25-00-00)
INTRODUCTION............................................................................................................... 1
FLIGHT COMPARTMENT
(ATA 25-10-00)
OVERVIEW ....................................................................................................................... 3
COMPONENTS ................................................................................................................ 3
Overhead Panels......................................................................................................... 3
Upper Sidewalls .......................................................................................................... 3
Lower Sidewalls .......................................................................................................... 3
Kick Panels.................................................................................................................. 4
Floor Covering............................................................................................................. 4
Rudder Pedal Shroud.................................................................................................. 4
Glareshield .................................................................................................................. 4
Center Post Cover....................................................................................................... 4
Eye Reference Locator................................................................................................ 4
Cockpit Speakers ........................................................................................................ 4
Cockpit Curtain............................................................................................................ 4
Control Wheel Cover Plate.......................................................................................... 4
Certificate Holder......................................................................................................... 7
Drink Holders............................................................................................................... 7
Crew Seats.................................................................................................................. 7
PASSENGER COMPARTMENT
(ATA 25-20-00)
OVERVIEW ....................................................................................................................... 9
COMPONENTS ................................................................................................................ 9
Passenger Cabin Headliner ........................................................................................ 9
Convenience Panels ................................................................................................... 9
Upper Sidewall Panels ................................................................................................ 9
Window Shade Assemblies....................................................................................... 10
Emergency Exit Door Closeout ................................................................................. 10
Executive Table......................................................................................................... 10
Armrest Caps ............................................................................................................ 10
Lower Sidewall Panels .............................................................................................. 10

Kick Panels ............................................................................................................... 10

Floor Covering........................................................................................................... 10
Passenger/Crew Door Closeout................................................................................ 10
Passenger/Crew Door Stairs Covering ..................................................................... 10
Passenger Seats....................................................................................................... 11
Passenger Restraint Belts......................................................................................... 11
GALLEY
(ATA 25-30-00)
OVERVIEW..................................................................................................................... 13
COMPONENTS .............................................................................................................. 13
Galley ........................................................................................................................ 13
Galley Headliner........................................................................................................ 13
LAVATORY
(ATA 25-40-00)
OVERVIEW..................................................................................................................... 15
COMPONENTS .............................................................................................................. 15
Aft Cabin Partition ..................................................................................................... 16
Contact Pad .............................................................................................................. 16
Lavatory Headliner .................................................................................................... 16
Convenience Panels ................................................................................................. 16
Lavatory Upper Sidewalls ......................................................................................... 16
Lavatory Lower Sidewalls ......................................................................................... 16
Lavatory Floor Covering............................................................................................ 16
Lavatory Toilet Shroud .............................................................................................. 16
Lavatory Vanity ......................................................................................................... 16
CARGO COMPARTMENT
(ATA 25-50-00)
OVERVIEW..................................................................................................................... 19
COMPONENTS .............................................................................................................. 19
Left Forward Cabinet................................................................................................. 19
Right Forward Closet ................................................................................................ 19
Lavatory Stowage Retention Net .............................................................................. 19

Lavatory Stowage Coat Rod ..................................................................................... 19

Baggage Compartment ............................................................................................. 20
Baggage Compartment Vent Valves ......................................................................... 20
Baggage Compartment Cargo Restraining Net......................................................... 20
EMERGENCY EQUIPMENT
(ATA 25-60-00)
OVERVIEW ..................................................................................................................... 23
COMPONENTS .............................................................................................................. 23
Life Vests................................................................................................................... 23
Smoke Goggles......................................................................................................... 23
Flashlight ................................................................................................................... 24
Information Cards...................................................................................................... 24
UNDERWATER LOCATOR BEACON

(ATA 25-61-00)
OVERVIEW ..................................................................................................................... 27
EMERGENCY LOCATOR
(ATA 25-62-00)
OVERVIEW ..................................................................................................................... 29
COMPONENTS .............................................................................................................. 30
COMPONENTS DESCRIPTION ..................................................................................... 30
Emergency Locator Transmitter (ELT) ...................................................................... 30
Emergency Locator Antenna..................................................................................... 31
ELT Switch ................................................................................................................ 31
Emergency Locator Buzzer ....................................................................................... 31
ELT Operating Modes ............................................................................................... 32
Programming............................................................................................................. 32
Registration ............................................................................................................... 32
Battery Replacement................................................................................................. 33
System Interface ....................................................................................................... 33
System Monitoring..................................................................................................... 34
System Test .............................................................................................................. 34

INSULATION
(ATA 25-80-00)
OVERVIEW..................................................................................................................... 35
COMPONENTS .............................................................................................................. 35
COMPONENT DESCRIPTION AND LOCATION ........................................................... 35
Bagged Thermal Insulation ....................................................................................... 35
Acoustic Insulation .................................................................................................... 35


(ATA 25-00-00)
INTRODUCTION
Equipment and furnishings consist of the
items mounted in the aircraft or contained in
the flight, passenger, and cargo
compartments, as well as items carried for
emergencies.
Materials used in the repair and/or
refurbishment of the aircraft interior or
baggage compartments must comply with
applicable Federal Aviation Regulations.
The following sections are included in this
chapter:
• Miscellaneous Equipment
Flight Compartment ATA 25-10-00
• Miscellaneous Equipment
Passenger Compartment ATA 25-20-00
• Galley Area ATA 25-30-00
• Lavatory Area ATA 25-40-00
• Cargo Compartment ATA 25-50-00
• Emergency Equipment ATA 25-60-00
• ELT ATA 25-62-00
• Thermal Insulation ATA 25-80-00

December 2014 25-00-1

25-00-2 December 2014
AVIONICS TECHNICAL TRAINING GUIDE FLIGHT COMPARTMENT
FLIGHT COMPARTMENT
(ATA 25-10-00)

The flight compartment is separated from the AND OPERATION
passenger compartment by a curtain, left
cabinet, and right closet. A service and Overhead Panels
stowage compartment is located outboard of
Figure 1
the pilot and copilot seats.
The overhead panels provide a finished ceiling
COMPONENTS in the cockpit. Overhead panels contain
cockpit speakers, overhead lighting, and
The following components are installed in the air gaspers.
flight compartment (quantities vary due to
interior completion options): Upper Sidewalls
• Overhead panels Figure 1
• Upper sidewalls The upper sidewalls cover the cockpit area
• Lower sidewalls between the lower and overhead panels below
and aft of the windshield. Openings are
• Kick panels provided for a circuit breaker panel, an air
• Floor covering outlet, an inspection panel for access to circuit
breaker panel electrical connection points,
• Rudder pedal shroud map light, microphone, phone jacks, air
• Glareshield temperature sensor vent (pilot side), and a
control unit. The cockpit control unit provides
• Center post cover
selections for the desired compartment
• Eye reference locator lighting.
• Cockpit speakers
Lower Sidewalls
• Cockpit curtain
Figure 1
• Control wheel cover plate
The lower sidewalls contain open storage
• Certificate holder areas and provide outlets for crew mask
• Drink holders oxygen.
• Crew seats

December 2014 25-10-3
Kick Panels to provide additional shading during unusual

circumstances.
Figure 1
Kick panels are provided in the flight Center Post Cover
compartment, with an aft and forward kick
Figure 1
panel on each side.
The center post cover hides the windshield
The aft kick panels reach from the forward
center support and the structures holding the
right closet and forward left cabinet to the
compass and eye reference locator.
forward edge of the lower sidewall, and from
the floorboards up to the lower sidewall
panels. Eye Reference Locator
The forward kick panels cover the areas Figure 1
forward of the lower sidewall panels and below The eye reference locator indicates the
the instrument panel to the forward pressure optimum head position for crewmember
bulkhead. The forward kick panels contain viewing of the instrument panel and through
variable-opening air outlets for the cockpit the windshield. The seat should be adjusted
area. so each crewmember sees two balls only
(forward and their side) on a horizontal plane.
Floor Covering
Figure 1 Cockpit Speakers
The cockpit floor covering provides a pleasing Figure 1
style and noise reduction for the lower area of The two cockpit speakers are mounted directly
the flight compartment. above the crew seats.
Rudder Pedal Shroud Cockpit Curtain

Figure 1 Figure 2
Pilots are protected from the mechanical The cockpit curtain, mounted on a track
workings of the rudder pedal quadrant by the immediately behind the crew seats, may be
rudder pedal shroud. slid in place to separate the cockpit and
passenger cabin areas.
Glareshield
Figure 1 Control Wheel Cover Plate
The glareshield is located above the Figure 1
instrument panel and provides shade to ease The control wheel closeout is provided by a
reading of flight instruments and CRTs. The two-piece control wheel cover plate.
glareshield has two aft glareshield extensions

25-10-4 December 2014
OVERHEAD PANEL
CENTER POST
COVER
EYE REFERENCE
SPEAKER LOCATOR CONTROL COLUMN
(REF) ESCUTCHEON
GLARE SHIELD
MAP LIGHT
(REF)
UPPER
SIDEWALL
RUDDER PEDAL AFT KICK PANEL LOWER

SHROUD SIDEWALL
FWD KICK PANEL LJ75_2500_001
COCKPIT FLOOR
COVERING
Fig. 1: Flight Compartment Equipment Locator

December 2014 25-10-5
COCKPIT
CREW SEAT CURTAIN
OVERHEAD PANEL LIFE VEST

(NOT SHOWN FOR CLARITY)
CERTIFICATE
HOLDER
UPPER SIDEWALL
LOWER SIDEWALL
LJ75_2520_002
AFT KICK PANEL

FLASHLIGHT
FLOOR COVERING
Fig. 2: Flight Compartment Equipment Locator

25-10-6 December 2014
Certificate Holder locks in the selected position when the control

handle is released.
Figure 2
The certificate holder is bonded to the forward Vertical Adjustment
side of the left forward cabinet. Pressing the control handle on the outboard
front of the seat bottom while under the
Drink Holders occupant’s weight causes the seat to move
downward. When the seat is in the lower
A crew drink holder is attached on each upper
position and without applied weight, pressing
sidewall panel forward of circuit breaker panel
the control handle causes the seat to raise by
and provides a stowable beverage holder.
means of gas cylinders. The seat locks in the
selected position when the control handle is
Crew Seats released.
Figure 3
Recline Adjustment
Crew seats have built-in provisions for
adjusting the headrest, seat back, lumbar The recline position of the seat back may be
support, seat bottom, armrest, and height. adjusted within a 5° to 25° range by pressing
Adjustments may be made by the pilot or the handle located on the outboard seat side.
copilot while sitting in the seat. An oxygen The seat locks in the selected position when
mask, incorporating the oxygen flow indicator the control handle is released. Pressing the
and microphone, is located on the upper handle releases the locking mechanism.
outboard corner of the seat back. Each crew
seat also incorporates a five-point restraint Headrest
system consisting of two shoulder harnesses, The headrest can be tilted forward to a
two lap belts, and one crotch belt with a 60° angle. A maximum vertical movement of
permanently attached rotary buckle. The lap 2.16 in. (55 mm) can be obtained by pressing
belts and crotch belt are mounted to the seat or lifting the headrest.
base. An inertia reel lock, located on the lower
inboard side of each seat back, maintains Inertia Reel Lock Control
proper tension on both shoulder belts.
The shoulder harness inertia reel lock control
is located on the inboard lower side of the seat
Crew Seat Operation
back.
Figure 3
Horizontal Forward/Aft Adjustment

The control handle is located under the
inboard front of the seat bottom. Press the
control handle and at the same time, slide the
seat forward or aft on the seat tracks. The seat

December 2014 25-10-7
HEADSET
SHOULDER
STRAPS OXYGEN
MASK
ARMREST
LAP
STRAPS
NEGATIVE-G
STRAP
SEAT
BASE
FORE / AFT
ADJUSTMENT
CONTROL
VERTICAL RECLINE
ADJUSTMENT ADJUSTMENT
CONTROL SEAT CONTROL
BOTTOM
ARMREST
ADJUSTING
WHEEL
LJ75_2500_003
SEAT LUMBER
BACK ADJUSTMENT
HANDWHEEL
SEAT BACK
FRAME SHOULDER STRAP RESTRAINT
LOCK / UNLOCK HANDLE
Fig. 3: Crew Seat

25-10-8 December 2014
AVIONICS TECHNICAL TRAINING GUIDE PASSENGER COMPARTMENT
PASSENGER COMPARTMENT
(ATA 25-20-00)

The passenger compartment is the area AND OPERATION
where passengers are seated, aft of the flight
compartment and forward of the lavatory. The Passenger Cabin Headliner
passenger compartment configuration varies
Figure 4
depending on the floorplan configuration.
The passenger cabin headliner is in
COMPONENTS conjunction with, but separate from, the
entryway and the lavatory headliners. It begins
The following components are installed in the at the entryway at fuselage station 256 and
passenger compartment (quantities vary due extends aft to the aft cabin partition at fuselage
to interior completion options): station 418. The cabin headliner is secured in
place by retaining channels. Passenger
• Passenger cabin headliner
oxygen masks are contained in stowage
• Convenience panels boxes located at the center of the headliner.
• Upper sidewall panels Masks automatically deploy if the cabin
pressure drops during flight.
• Window shade assemblies
• Emergency exit door closeout panel Convenience Panels
• Executive table Figure 4
• Armrest caps Convenience panels, located above cabin
seats, provide additional components for
• Lower sidewall panels
passenger comfort. Individual panels include
• Kick panels spot and cabin lighting, air gaspers, and cabin
speakers. Panels run the entire length of the
• Floor covering
passenger cabin and lavatory. Panels are
• Passenger/crew door closeout secured individually, facilitating installation and
• Passenger/crew door stairs covering removal of component assemblies.
• Passenger seats Upper Sidewall Panels

Figure 5
The upper sidewall panels, and corresponding
window shade assemblies, cover the upper

December 2014 25-20-9
passenger cabin walls from the headliner to Lower Sidewall Panels

the armrest.
Figure 5
Window Shade Assemblies The lower sidewall panels run below the
armrest cap assemblies from fuselage
Figure 5
station 256 aft to fuselage station 417.
Window shade assemblies correspond with
cabin sidewalls to form the upper interior cabin Kick Panels
walls.
Figure 5
Emergency Exit Door Closeout Kick panels finish the cabin sidewall closeout
from below the lower armrest panels to the
Figure 5
cabin air ducts running along both sides of the
The emergency exit door closeout panels are cabin floor. A total of six kick panels are
constructed to provide an armrest ledge and installed the entire length of the passenger
upper sidewall closeout. These exactly match cabin.
the rest of the cabin interior, while providing
easy removal and installation of the escape Floor Covering
hatch.
Figure 5
Executive Table The aisle floor covering runs from the cockpit
fuselage station 225 aft through the lavatory to
Figure 5
fuselage station 443. Coverage extends
The executive table is stowed within the outboard to surround the passenger seating
armrest assembly. It easily deploys to provide and upward to meet the lower armrests.
additional work or entertainment space for
passengers. Passenger/Crew Door Closeout
Armrest Caps The door panel covers and protects the upper
interior of the passenger/crew door. The door
Figure 5 handle, door lock, and lock indicators are
included in the panel.
The six individual armrest assemblies form the
lower internal passenger cabin wall. Armrest
caps contain control switch panels, drink Passenger/Crew Door Stairs
holders, storage boxes, and tables. The Covering
armrest configuration varies depending upon
The lower portion of the passenger/crew door
customer- selected cabin interiors.
contains the entry stairway. It is protected by a
rubberized mat and contains the opening
handle and access panels to inner door
mechanisms.

25-20-10 December 2014
Passenger Seats the base, in addition to a fully reclining seat

back. Life vest stowage is located in the seat
Figure 5 pedestal, beneath each seat. The passenger
The passenger seats are single-place, compartment seating configuration varies,
variable-position seats facing forward and aft depending on the selected floorplan.
with an adjustable headrest. Each seat is
equipped with a three-point restraint system Passenger Restraint Belts
consisting of two lap belts and a shoulder belt.
Figure 5
The shoulder belt is connected to an inertial
reel for ease of movement during flight. Each Lap and shoulder passenger restraint belts
seat in the passenger compartment is capable are provided at each seat for passenger
of moving inboard approximately 4.5 in. safety. The shoulder belt includes an inertia
(11.4 cm) to accommodate a 180° swivel at reel for ease of movement.
NO SMOKING AND FASTEN SIDEWALL

SEAT BELTS SIGN BRACKET
PASSENGER
OXYGEN MASKS
PASSENGER CABIN
HEADLINER
GALLEY
RH FWD
CLOSET
CONVENIENCE
PANELS
LJ75_2520_001
Fig. 4: Passenger Compartment Headliner Installation

December 2014 25-20-11
EMERGENCY EXIT
DOOR CLOSEOUT
UPPER LAVATORY
SIDEWALL WINDOW
PANEL SHADE
PASSENGER
SEAT
DRINKHOLDERS
ARMREST
CAP
LOWER
SIDEWALL
PANEL
KICK
GALLEY PANEL
RH FWD
CLOSET AFT
PARTITION
ADJUSTABLE
FLOOR HEADREST
COVERING
EXECUTIVE RECLINING
TABLE SHOULDER SEAT BACK
STRAP
PASSENGER / CREW DOOR

LH FWD
CLOSET
FLIGHT LAP BELT
COMPARTMENT RESTRAINTS
RECLINING
CONTROL
SWIVEL
CONTROL
LJ75_2500_002
LIFE VEST
STORAGE
OPTIONAL STORAGE
DRAWER
Fig. 5: Passenger Compartment Component Locator

25-20-12 December 2014
AVIONICS TECHNICAL TRAINING GUIDE GALLEY
GALLEY
(ATA 25-30-00)
OVERVIEW Galley Headliner

The galley is a cabinet in the aircraft for The galley headliner panel provides a finished
refreshment storage and preparation. The ceiling in the galley area and entryway from
galley is located in the right forward portion of approximately FS 260 forward to the cockpit
the passenger compartment. Arrangement of curtain track. It is secured in place by retaining
the galley varies depending upon customer channels, a cockpit curtain track, and
selection. passenger/crew door trim panel.
COMPONENTS SYSTEM OPERATION

The galley consists of the following Depressing the HOT LIQUIDS circuit breaker,
components: located on the copilot circuit breaker panel,
provides electrical power through the latching
• Galley
LIQUID WARM switch to the locking relay. The
• Galley headliner relay is activated and electrically locked
closed. Electrical power is provided back to
COMPONENT DESCRIPTION the second half of latching LIQUID WARM
switch. Depressing the latching LIQUID
AND OPERATION
WARM switch provides electrical power to the
liquid warmer and annunciators within the
Galley latching LIQUID WARM switch, while
Figure 6 disengaging the other latching LIQUID WARM
switch half that provides electrical power to
The galley cabinet provides illuminated the locking relay. If electrical power is removed
storage compartments for food and other and reapplied to the aircraft while the liquid
items. A trash container, heated water warmer is activated, the locking relay drops
dispenser, bottled water, and ice storage out and the warmer does not reactivate until
containers are also included. Drainage for the the latching LIQUID WARM switch is cycled.
galley is provided by a momentary switch
which actuates a drain solenoid for opening Power is supplied to the momentary DRAIN
and closing the drain line. A heated drain switch through the HOT LIQUIDS circuit
mast, for drip tray and ice drawers, completes breaker located on the copilot circuit breaker
the drain line outside the aircraft. panel. While the DRAIN switch is depressed,
the switch annunciator illuminates and the
drain solenoid opens.
The galley fluorescent lights and annunciator
illuminate when the latching galley LIGHT

December 2014 25-30-13
AVIONICS TECHNICAL TRAINING GUIDE GALLEY
switch and the GALLEY LTS circuit breaker, Power is delivered from the latching galley
located on the copilot circuit breaker panel, LIGHT switch to the fluorescent light inverter
are depressed. and out to the fluorescent lamps.
ENTRYWAY HEADLINER RH FORWARD

(NOT SHOWN FOR CLARITY) CLOSET
GALLEY
LJ75_2530_001
LH FORWARD
CABINET
Fig. 6: Galley Location

25-30-14 December 2014
AVIONICS TECHNICAL TRAINING GUIDE LAVATORY
LAVATORY
(ATA 25-40-00)
OVERVIEW COMPONENTS
Figure 7 The lavatory consists of the following
components:
The lavatory is located from FS 419 to FS 457.
The passenger and lavatory compartments • Aft cabin partition
are separated by a partition and sliding doors.
• Contact pad
The lavatory interior includes a vanity with
storage area and trash container. • Lavatory headliner
An externally serviceable toilet is surrounded • Convenience panels
by upholstered shrouds. A contact pad is • Lavatory upper sidewalls
installed on the aft side of the right partition. A
stowage area is provided with restraining net • Lavatory lower sidewalls
and coat rod. • Lavatory floor covering
• Lavatory toilet shroud
• Lavatory vanity
LAVATORY
LJ75_2540_001
LAVATORY STOWAGE
COMPARTMENT
Fig. 7: Lavatory Location

December 2014 25-40-15
COMPONENT DESCRIPTION Lavatory Lower Sidewalls

AND OPERATION Lavatory lower sidewall panels begin below
the armrest cap and extend to the cabin kick
Aft Cabin Partition panels and floor covering in the lavatory
stowage compartment. Lower sidewall panels
Figure 8
cover from the lavatory vanity to the left aft
The aft cabin partition, located at FS 418, cabin partition. There is a cabin air outlet in the
contains a solid sliding door which separates left lower sidewall.
the passenger cabin from the lavatory
compartment. Lavatory Floor Covering
Contact Pad The lavatory floor covering provides complete
coverage and trim for the raised floor, from the
Figure 8 center aisle upward to the sidewall. The center
A contact pad is installed in the lavatory on the aisle floor covering is a continuation of the
aft side of the right partition. passenger compartment floor covering
installation.
Lavatory Headliner
Lavatory Toilet Shroud
The lavatory headliner is separate from the
passenger compartment headliner. An oxygen Figure 8
mask drop-down box is centrally installed. The lavatory toilet shroud is the upholstered
There are no electrical connections installed in cabinet that surrounds and protects the toilet
the lavatory headliner. assembly and attaching parts. Cushion
assemblies pad the shroud lid, back, and
Convenience Panels aft side.
Convenience panels, located in conjunction
Lavatory Vanity
with the lavatory headliner, provide overhead
lavatory lighting and air, spotlights, and air Figure 8
gaspers.
The lavatory vanity is a modular upholstered
cabinet which contains a storage area and
Lavatory Upper Sidewalls waste container.
Lavatory upper sidewall panels cover the
upper compartment walls from convenience
panels to the armrest cap.

25-40-16 December 2014
LJ75_2540_002
Fig. 8: Lavatory Component Locator

December 2014 25-40-17

25-40-18 December 2014
AVIONICS TECHNICAL TRAINING GUIDE CARGO COMPARTMENT
CARGO COMPARTMENT
(ATA 25-50-00)

There are three areas provided for the AND OPERATION
carrying of cargo and baggage.
Left Forward Cabinet
The right forward closet, positioned between
the cockpit and galley, provides an area for Figure 9
hanging and general storage. The lavatory
The left forward cabinet is a fixed cabinet
stowage compartment offers a much larger
which provides storage for up to six Jeppeson
space for hanging items and baggage.
manuals. In addition, the cabinet contains the
The lavatory stowage area incorporates a coat entry light switch panel and assist handle for
rod for hanging items and a retention net to crew and passenger boarding.
prevent baggage from shifting during flight.
The main baggage compartment is located in Right Forward Closet
the tailcone. The main baggage compartment Figure 9
has a cargo restraining net located about
midway between the forward and aft panels. The right forward closet, located forward of the
There is also an additional volume box at the galley, is a fixed cabinet that provides
forward end of the main baggage illuminated storage. A coat rod, adjustable
compartment to accommodate most ski shelves, and storage drawer are provided.
paraphernalia being carried in the baggage
compartment. Lavatory Stowage Retention Net
Figure 9
COMPONENTS
The lavatory stowage retention net provides a
The cargo compartments consist of the removable closeout to the lavatory stowage
following components: compartment and prevents contents from
shifting into the lavatory during flight.
• Left forward cabinet
• Right forward closet Lavatory Stowage Coat Rod
• Lavatory stowage retention net Figure 9
• Lavatory stowage coat rod The left side of the lavatory compartment
• Baggage compartment provides an open stowage compartment and
coat rod. The area is secured by the
• Baggage component vent valves restraining net.
• Baggage compartment cargo
restraining net

December 2014 25-50-19
Baggage Compartment Baggage Compartment Vent Valves

Figures 9 and 11 Figure 10
The baggage compartment is located between The baggage compartment vent valves are in
FS 512 and FS 580. An additional volume box the upper right corner of the aft bulkhead at
extends forward of FS 512. The compartment FS 580. The vent valves allow external
is illuminated by two interior and exterior lights pressure and internal baggage compartment
and by an optional light on the underside of pressure to equalize during flight.
the pylon. The baggage compartment has
thermostatically controlled heaters to prevent Baggage Compartment
contents from freezing during flight. Cargo Restraining Net
Access to the compartment is gained through
Figure 11
an external door on the left side of the
tailcone. The baggage compartment cargo restraining
net is located about midway between FS 512
and FS 580. The baggage compartment cargo
restraining net helps control cargo in the
baggage compartment.
FS 457
FS 512 FS 580
RH FORWARD GALLEY
CLOSET CABINET
BAGGAGE
COMPARTMENT
LJ75_2550_001
LH FORWARD
CABINET
LAVATORY STOWAGE
RETENTION NET
LAVATORY STOWAGE
COMPARTMENT COAT ROD
Fig. 9: Cargo Compartment Locations

25-50-20 December 2014
BULKHEAD
FS 580
VALVE
SCREEN
RETAINER
RETAINER
SCREEN
LJ75_2550_002
BULKHEAD
FS 580
VALVE
Fig. 10: Baggage Compartment Vent Valves

December 2014 25-50-21
CARGO
RESTRAINING NET
BAGGAGE
COMPARTMENT
LJ75_2550_003
DOOR PANEL
Fig. 11: Baggage Compartment Cargo Restraining Net

25-50-22 December 2014
AVIONICS TECHNICAL TRAINING GUIDE EMERGENCY EQUIPMENT
EMERGENCY EQUIPMENT
(ATA 25-60-00)

Emergency equipment is located in the flight AND OPERATION
and passenger compartments.
Life Vests
COMPONENTS Figures 12, 13, and 14
The following emergency equipment Life vests stowed in each passenger seat
components are provided (quantities vary due base are intended for emergency flotation
to interior completion options): during aircraft evacuation in water. Pilot and
copilot life vests are stowed on the forward
• Life vests
sides of the left cabinet and the right forward
• Flashlight closet directly behind each crew seat.
• Smoke goggles
Smoke Goggles
• Information cards
Figure 12
Smoke goggles are available for pilot and
copilot use. The goggles are stowed in the
lower cockpit sidewalls.
SMOKE LIFE
GOGGLES VESTS
LJ75_2560_001
FLASHLIGHT
PROVISIONS
Fig. 12: Emergency Equipment Locations

December 2014 25-60-23
Flashlight Information Cards

Figure 14 The important information cards are placed at
various locations throughout the aircraft,
Flashlight provisions are also located on the
depending upon aircraft floorplan
forward side of the left cabinet and right
configuration. The cards contain information
forward closet, directly behind and outboard of
for passengers pertaining to emergency
the crew seats.
procedures (e.g., emergency exit, use of the
emergency oxygen system, life vests, etc.).
PASSENGER
SEAT
LJ75_2560_002
LIFE VEST
RED FABRIC
STRAP
COVER
Fig. 13: Passenger Life Vest Installation

25-60-24 December 2014
LH CABINET
FLASHLIGHT
FLASHLIGHT
RH CLOSET
STORAGE BOX
PULL
LIFE VEST
PULL
POLY BAG PULL TAB

STORAGE BOX
PULL TAB
LJ75_2560_003
LIFE VEST
POLY BAG
Fig. 14: Emergency Equipment Installation

December 2014 25-60-25

25-60-26 December 2014
AVIONICS TECHNICAL TRAINING GUIDE UNDERWATER LOCATOR BEACON
UNDERWATER LOCATOR BEACON

(ATA 25-61-00)

The underwater locator beacon is an Figure 15
underwater locating device which, when
When submerged, the underwater locator
activated, transmits a 10-millisecond acoustic
beacon water-activated switch closes to allow
pulse at 37.5 kHz once every second, and
a voltage potential into the printed circuit
operates for up to 90 days after activation. The
board. The circuit board generates all the
unit contains a switch, activated by either fresh
necessary logic functions to produce a pulse
or salt water, located at one end cap, a
with desired characteristics. The pulse is then
7.9-volt lithium battery pack, a printed circuit
transformed from a complementary metal
board, a urethane-encapsulated transducer
oxide semiconductor (CMOS) level square
assembly, and shock cushions. The beacon
wave, to a larger 37.5-kHz sinusoidal pulse by
operates at depths to 20,000 ft (6096 meters).
the transformer assembly. The output of the
transformer drives the urethane-encapsulated
transducer. The pulse then propagates
through the housing and is transmitted in the
form of a tuned 37.5-kHz acoustic signal.
LJ75_2560_004
Fig. 15: Underwater Locator Beacon

December 2014 25-61-27
AVIONICS TECHNICAL TRAINING GUIDE UNDERWATER LOCATOR BEACON

25-61-28 December 2014
AVIONICS TECHNICAL TRAINING GUIDE EMERGENCY LOCATOR
EMERGENCY LOCATOR
(ATA 25-62-00)
OVERVIEW satellites. A built-in inertia switch automatically

activates the transmitter after the unit is
Figure 16 subjected to an impact such as would be
The emergency locator (ELT) system provides experienced during a crash. It can also be
a modulated emergency radio beacon to aid in manually activated via a remote control switch
locating a distressed aircraft. It also transmits in the cockpit or by a switch located on the
a data burst every 50 seconds when active, front panel of the ELT unit.
communicating with COSPAS/SARSAT
ELT ASSEMBLY
ACCESS
PANEL
ELT ELT
ACCESS SWITCH
DOOR
BUZZER
MOUNTING
BRACKET
LJ75_2560_0014
ELT BUZZER
Fig. 16: Emergency Locator Transmitter

December 2014 25-62-29
COMPONENTS identification to satellite for 24 hr, and then

shuts down automatically. The ELT is mounted
The emergency locator system consists of the in the right side of the tailcone.
following components:
When the ELT is activated, the signals are
• Emergency locator transmitter (ELT) transmitted until the battery pack loses power
• ELT antenna (approximately 50 hr) or the system is reset.
The battery pack is internal to the ELT, and it
Associated Components supplies electrical power to the buzzer and
remote control.
• ELT switch
• ELT buzzer
Emergency Locator Transmitter

(ELT)
Figure 17
ACCESS
The main assembly is housed in a high- PANEL
impact, fire resistant, polycarbonate plastic (REF)
LJ75_2560_0012
case, which is enclosed in a protective ELT
mounting frame assembly made of similar ACCESS
material. DOOR
The ELT main assembly and its mounting

frame assembly are capable of withstanding Fig. 17: Emergency Locator Transmitter
extremely harsh environments and have been
subjected to the rigorous environmental
testing required by COSPAS-SARSAT for
certification.
The ELT is a radio that transmits a signal to
help search and rescue operations. The ELT
transmits on a frequency of 121.5 MHz (VHF)
and 243.0 MHz (UHF) and will continue to
operate until the batteries are exhausted,
which is typically at least 50 hr. It also
transmits a digital code on 406 MHz for aircraft

25-62-30 December 2014
Emergency Locator Antenna ELT Switch

Figure 18 Figure 19
The emergency locator antenna sends the The ELT switch is a two-position switch:
emergency signal when the system is ON and ARM. The ON position sends an
activated. It is a blade-type antenna emergency signal from the ELT. The ARM
connected directly to the ELT via a single position is the normal in-flight position.
coaxial cable assembly. The antenna is
The ELT switch is located on the forward
installed on top of the aircraft, left of aircraft
quadrant switch panel (P6) of the forward
centerline at approximately FS585. The
pedestal. This is a remote-control switch for
operating frequencies are 121.5, 243.0, and
the ELT system.
406.025 MHz.
EMER CAB ELT CLR GEAR
COM PWR ON
DLY FREEFALL
PUSH
DOWN
OFF OFF OFF
ARM
ELT R
E
ANTENNA S
T
APR APR
(E38) P A
O R T/O T/O
I M
L
E MCT MCT
R
MCR MCR FLAPS
E
X
T
VFE P
ELEV DISC IDLE IDLE

PULL &
CUTOFF CUTOFF
ELEV 8
LJ75_2560_0011
DISC EMER PARK
250
LJ75_2560_0013
BRAKE BRAKE
PULL PULL & 2
200 0
EMERGENCY/
PARKING BRAKE D
150 N
Fig. 19: ELT Switch

Fig. 18: Emergency Locator Antenna
Emergency Locator Buzzer
Figure 16
The buzzer is in the aft equipment
compartment. It is installed on a bracket
attached to the bottom of the ELT rack. The
buzzer operates when the ELT transmits.

December 2014 25-62-31
SYSTEM OPERATION approximately 1 second, and then moving it

back to the ARM position. If the switch is
The ELT mode of operation is selectable via already in the ON position, move it to the ARM
the cockpit-mounted remote switch, or by the position.
master switch located on the face of the ELT
unit. Programming
During normal operation, the Cockpit Remote
The ELT requires programming to input the
switch is in the “ARM” position. The Local
data to be transmitted to the COSPAS
switch on the ELT is in the “OFF” position. The
SARSAT satellite system.
Aircraft Navigation System is active.
The ELT programming enables search and
ELT Operating Modes rescue personnel to determine the following:
Remote ARM Mode—When the ELT unit • Serial identification number

master switch and the remote switch are in the • Aircraft 24-bit address (ICAO international
ARM position, the ELT operates in the normal serial number, same as Mode S address)
armed or automatic manner. Under this
condition, the ELT transmits if the inertia • Aircraft operator designator (including
switch located in the ELT is activated. The telephone contact numbers)
inertia switch typically requires a force of • Aircraft nationality and registration
approximately 2G to activate.
The C406-N ELT can only be programmed by
Remote ON Mode—Selecting the remote the vendor or a vendor-authorized facility.
switch to the ON position turns the ELT
transmitter on. This action also posts an ELT Registration
ON status CAS message on the EICAS
display and activates the ELT buzzer. Responsibility
Selecting the remote switch back to the ARM
position terminates the ELT transmissions. It is the responsibility of the aircraft owner to
This procedure also extinguishes the ELT ON register the ELT.
CAS message and turns off the ELT buzzer. • If an ELT is moved to a different aircraft
Manual ON Mode—Manual ON mode is (i.e., an aircraft other than the one it was
selected by switching the master switch on the originally installed on), and/or the aircraft is
face of the ELT unit to the ON position. The registered in a new country, the ELT must
ELT transmitter transmits, the ELT ON status be registered again
CAS message posts on EICAS, and the ELT • If the aircraft is registered in a new country,
buzzer activates. the ELT must be registered again
ELT Reset—If the ELT is activated • The product label must be marked with the
accidentally, it will need to be reset. Reset the new HEX ID code to indicate new
ELT from the cockpit by moving the remote programming, if applicable
switch to the ON position, waiting

25-62-32 December 2014
Required Information NOTE

The following information is required when NOAA may also be contacted by
registering an ELT: mail at:
SARSAT Beacon Registration
• Unique Hex ID code printed on the ELT
NSOF, E/SP3
product label
4231 Suitland Road
• Information in Subtask 25-62-13-990-002, Suitland, MD 20746-4304
on page 83 of the Cobham Avionics
Wulfsberg Electronics Abbreviated or by phone at 1-888-212-7283 or
Component Maintenance Manual C406-N 301-817-4565.
(453-5060), C406-N HM (453-5061)
• In other countries, the national civil
Information (i.e., address, telephone number, aviation authority in the applicable
etc.), filed as part of the registration process, country should be contacted to obtain
should be kept up to date. registration information
Where to Register Battery Replacement

• In the United States, the National Oceanic The battery pack must be replaced under any
and Atmospheric Administration (NOAA) is of the following conditions:
the registration agency
• After use in an emergency
• Specific registration web sites and
information may be found at: • After inadvertent activation of an unknown
duration
• Artex web site at www.artex.net, which
has links to online registration sites and • When the total of all known transmissions
also a link to registration forms and exceeds 1 hr
instructions for a number of countries • On or before the expiration date stamped
• ELT may also be registered in the United on the ELT battery label and battery pack
States by going directly to the NOAA • After 6yr of shelf or service life
ELT registration web site at
www.beaconregistration.noaa.gov System Interface
The ELT is connected to the remote switch,
ELT antenna, no. 1 data concentrator, and the
ELT buzzer. There is no connection to the
aircraft power buses. All power is provided by
the ELT internal battery.

December 2014 25-62-33
System Monitoring
The ELT is monitored by the EICAS and the
system CAS message.
FAULT INDICATION
Table 1: Emergency Locator

Transmitter – CAS Messages
CAS MESSAGE LOGIC
ELT ON ELT transmitting
System Test
Operational Test
The ELT is tested by moving the switch on the
remote control panel or the ELT to the ON
position. The ELT ON status CAS message is
posted after approximately 3 seconds, and the
ELT buzzer activates.
CAUTION
The ELT system test should only be
performed during the first 5 minutes
of the Universal Time Coordinated
(UTC) hour. Make sure that the test
is not done for more than 15 sec.

25-62-34 December 2014
AVIONICS TECHNICAL TRAINING GUIDE INSULATION
INSULATION
(ATA 25-80-00)

Thermal insulation controls the rate at which AND LOCATION
the pressurized area of the aircraft loses heat
to the external environment while in flight or on Bagged Thermal Insulation
the ground in colder climates. It also controls
Bagged thermal insulation is composed of
the rate at which the pressurized area of the
Fiberglass batting bagged with AN-18R
aircraft gains heat from the external
Orcofilm. Bagged thermal insulation is 10 ±5%
environment while on the ground in a hotter
larger in length and width than the
climate.
compartment in which it is installed.
Acoustic insulation reduces sound and
The bagged thermal insulation is located
vibration.
on the:
COMPONENTS • Aircraft outer skin’s inner side in the

pressurized area of the fuselage from left
The insulation consists of the following stringer 18 up the side, over the top, and
components (quantities vary due to interior down the side to right stringer 18
completion options):
• Aft side of the forward bulkhead
• Bagged thermal insulation
• Forward side of the aft bulkhead
• Acoustic insulation
Acoustic Insulation
Acoustic insulation provides some thermal
resistance to heat transfer, but is mainly used
to deaden sound and vibration transfer from
aft fuselage.
Acoustic insulation is a 0.25 in. (0.64 cm) foam
sheet composed of C-3201-25ALPSA.
The acoustic insulation is bonded on the
forward side of the aft bulkhead and located
aft of the bagged thermal insulation.

December 2014 25-80-35
AVIONICS TECHNICAL TRAINING GUIDE INSULATION

25-80-36 December 2014
INDICATING AND RECORDING
TABLE OF CONTENTS

(ATA 31-00-00)
INTRODUCTION............................................................................................................... 1
DIGITAL DATA BUSES

(ATA 31-01-00)
OVERVIEW....................................................................................................................... 3
Digital Data Buses....................................................................................................... 3
Associated Data Buses ............................................................................................... 3
HSDB .......................................................................................................................... 4
ARINC 429 .................................................................................................................. 4
RS-232 ........................................................................................................................ 4
RS-485/422 ................................................................................................................. 4
Controller Area Network .............................................................................................. 4
ARINC 717 .................................................................................................................. 4
Data Bus Operation..................................................................................................... 4
FAULT INDICATION ......................................................................................................... 5
INSTRUMENT AND CONTROL PANELS

(ATA 31-11-00)
OVERVIEW....................................................................................................................... 9
COMPONENTS ................................................................................................................ 9
COMPONENTS DESCRIPTION AND OPERATION ...................................................... 11
Primary Instrument Panel Assembly ......................................................................... 11
Center Pedestal......................................................................................................... 17
Circuit Breaker Panels............................................................................................... 22
FLIGHT DATA RECORDER

(ATA 31-30-00)
OVERVIEW..................................................................................................................... 23
COMPONENTS .............................................................................................................. 23
COMPONENT DESCRIPTIONS ..................................................................................... 23
Flight Data Recorder ................................................................................................. 23
Inertia Switch............................................................................................................. 25
Accelerometer ........................................................................................................... 26

SECURE DIGITAL CARDS

(ATA 31-40-00)
OVERVIEW..................................................................................................................... 29
COMPONENT................................................................................................................. 29
SD Cards................................................................................................................... 29
G5000 - GDU SD Cards............................................................................................ 29
DATABASES .................................................................................................................. 32
Basemap .................................................................................................................. 34
Terrain and Airport Terrain........................................................................................ 34
Obstacle .................................................................................................................... 34
SafeTaxi .................................................................................................................... 34
Jeppesen ChartView ................................................................................................. 34
Jeppesen Navigation Database ................................................................................ 34
Airport Directory Database........................................................................................ 35
Additional SD Card Files ........................................................................................... 35
Electronic Checklists ................................................................................................ 35
OEM Diagnostics ..................................................................................................... 35
Database Expiration Information............................................................................... 36
CENTRAL COMPUTING SYSTEM

(ATA 31-41-00)
OVERVIEW..................................................................................................................... 39
COMPONENTS .............................................................................................................. 39
Integrated Avionics Unit (GIA)................................................................................... 39
ENGINE INDICATING AND CREW ALERTING SYSTEM

(ATA 31-51-00)
OVERVIEW..................................................................................................................... 43
COMPONENTS .............................................................................................................. 43
Engine and Airframe Interface Units ......................................................................... 43
Serial Data Concentrator Units ................................................................................. 43
WARN/CAUT Switch/Annunciators........................................................................... 44


Display Units (DU1, DU2, and DU3) ......................................................................... 47
Engine Signal Conditioners ....................................................................................... 48
Audio Processors ...................................................................................................... 48
CONTROLS AND INDICATIONS ................................................................................... 49
EICAS Display........................................................................................................... 51
CREW ALERTING SYSTEM .......................................................................................... 55
Visual Alerts .............................................................................................................. 55
Aural Alerts................................................................................................................ 56
CAS Message Inhibit Modes ..................................................................................... 58
CONFIGURATION MONITOR SYSTEM

(ATA 31-53-00)
OVERVIEW..................................................................................................................... 63
ELECTRONIC FLIGHT INSTRUMENT SYSTEM

(ATA 31-60-00)
OVERVIEW..................................................................................................................... 67
COMPONENTS .............................................................................................................. 67
Display Units ............................................................................................................. 69
Remote Controllers ................................................................................................... 74
DU Reversion/Dimming Panel................................................................................... 76
P11 Panel.................................................................................................................. 76
SYSTEM INTERFACE .................................................................................................... 85
Interfaces................................................................................................................... 85
Power ........................................................................................................................ 87



(ATA 31-00-00)
INTRODUCTION
The Learjet 70/75 aircraft uses the Garmin
G5000 Integrated Avionics System to display
digital flight information.
This chapter is comprised of systems and
components which provide equipment
malfunction warnings, visual and/or aural
indications of unsafe conditions, and
indications that some systems are in
operation.
The chapter is subdivided in the following
eight sections:
• Digital data buses ATA 31-01-00
• Instrument and control panels
ATA 31-11-00
• Flight data recorder system ATA 31-30-00
• SD card ATA 31-40-00
• Central computing ATA 31-41-00
• Engine indicating and crew alerting system
ATA 31-51-00
• Configuration monitoring system
ATA 31-53-00
• Electronic flight instrument system (EFIS)
ATA 31-60-00

December 2014 31-00-1

31-00-2 December 2014
AVIONICS TECHNICAL TRAINING GUIDE DIGITAL DATA BUSES
DIGITAL DATA BUSES

(ATA 31-01-00)
OVERVIEW Digital Data Buses

The Bombardier Vision Flight Deck in the Figure 1
Learjet 70/75 primarily consists of the Garmin
The various LRUs in the system interface with
G5000 integrated avionics system.
each other, using five main communication
The system architecture for the G5000 system protocols:
utilizes HSDB protocol as the primary
• HSDB
communication protocol within the system.
The use of the HSDB protocol provides • ARINC 429
significant flexibility and expandability, high • RS-232
integrity and the capability for high
redundancy. • RS 485/422
The flexibility of the design allows additional • Controller area network (CAN) protocol
data paths and LRUs to be added and
selectively rearranged based on system Associated Data Buses
configuration and functional hazard
• ARINC 717
assessment classifications. The architecture
allows optional equipment to be populated
with minimal impact to the harness.

December 2014 31-01-3
SYSTEM OPERATION and other sensors such as the COM, G/S,

GPS, and VOR/LOC.
HSDB
RS-485/422
High-speed data bus (HSDB) is used in the
G5000 to provide upper level communication The G5000 system uses RS-485 as a
capabilities, with point-to-point, full duplex bidirectional communication channel and
channels capable of 10 megabits/sec data RS-422 as a unidirectional communication
rates. This protocol was designed to give the channel.
required integrity and functionality with
minimal additional overhead found in other Controller Area Network
more standard higher level Ethernet
The G5000 uses the controller area network
communication protocols, and provides
(CAN) protocol to allow integrated avionics
guaranteed delivery of asynchronous packets
unit 1 and integrated avionics unit 2 to
through an acknowledge protocol. HSDB
communicate between each other if the
requires a full duplex point-to-point network
primary HSDB connection into the system is
connection between HSDB ports.
not available.
By using full duplex, packet collisions are not
an issue on this network. HSDB networks use ARINC 717
twisted copper pairs for Transmit (TX) and
Receive (RX) to provide full duplex point-to- ARINC 717 is a protocol that is used
point connections on a 10Mbps Ethernet exclusively for the flight data recorder.
network. Continuous data streams are sent out and are
encoded into frames. Snapshots of the aircraft
ARINC 429 systems are created and recorded. See ATA
31-30-00 FDR for more information.
The G5000 system uses unidirectional
high-speed and low-speed ARINC 429 Data Bus Operation
communication with parity integrity check.
G5000 ARINC 429 data complies with the The G5000 system is a highly integrated
ARINC specification. system with primary functions distributed
throughout various line replaceable units
RS-232 (LRUs) within the system. Large amounts of
analog and digital data is received, collected,
The G5000 system uses unidirectional or and converted by those LRUs for final
bidirectional configurable baud rate destination onto the HSDB where it becomes
communication channels. RS-232 is integrated into the system for display, control,
predominately used in the G5000 for system and monitoring.
code uploads. Additionally, RS-232 is used
within the integrated avionics unit to provide
communication between the main subsystem

31-01-4 December 2014
FAULT INDICATION
CAS MESSAGE LOGIC & APPLICABLE BUSES
DATABUS FAIL A data bus has failed and the aircraft is on the ground.
A failure has occurred in one or more of the applicable buses:
HSDB Bus From GIA1 to DU1 RS232 Bus to GIA2 from ADC2
HSDB Bus From GTC1 to DU1 RS232 Bus to GIA2 from AHRS2
HSDB Bus From GSD1 to DU1 RS485 Bus to GIA2 from GEA1
HSDB Bus From GTC1 to DU2 RS485 Bus to GIA2 from GEA2
HSDB Bus From GTC2 to DU2 ARINC-429 Bus to GIA2 from AHRS1
HSDB Bus From GSD2 to DU2 ARINC-429 Bus to GIA2 from ADC1
HSDB Bus From GIA2 to DU3 ARINC-429 Bus to GIA2 from, ADC2
HSDB Bus From DU1 to DU3 RS232 Bus to DU1 from GCU1
HSDB Bus From DU3 to DU1 ARINC-429 Bus to DU1 from AHRS1
HSDB Bus From GSD2 to DU3 RS232 Bus to DU2 from GCU2
HSDB Bus From GSD1 to GSD2 RS232 Bus to DU2 from GCU1
RS232 Bus to GIA1 from ADC1 ARINC-429 Bus to DU2 from AHRS1
RS232 Bus to GIA1 from AHRS1 ARINC-429 Bus to DU2 from ADC1
RS485 Bus to GIA1 from GEA1 RS232 Bus to DU3 from GCU2
RS485 Bus to GIA1 from GEA2 ARINC-429 Bus to DU3 from AHRS2
ARINC-429 Bus to GIA1 from AHRS2 RS485 Bus to GSD1 from GEA3
ARINC-429 Bus to GIA1 from ADC2 RS485 Bus to GSD1 from GEA4

December 2014 31-01-5
CAS MESSAGE LOGIC & APPLICABLE BUSES (CONTINUED)
DATABUS FAIL A data bus has failed and the aircraft is in the air.
A failure has occurred in one or more of the applicable buses:
HSDB Bus From GIA1 to DU1 RS232 Bus to GIA2 from ADC2
HSDB Bus From GTC1 to DU1 RS232 Bus to GIA2 from AHRS2
HSDB Bus From GSD1 to DU1 RS485 Bus to GIA2 from GEA1
HSDB Bus From GTC1 to DU2 RS485 Bus to GIA2 from GEA2
HSDB Bus From GSD2 to DU2 ARINC-429 Bus to GIA2 from ADC1
HSDB Bus From GIA2 to DU3 ARINC-429 Bus to GIA2 from ADC2
HSDB Bus From DU1 to DU3 RS232 Bus to DU1 from GCU1
HSDB Bus From DU3 to DU1 ARINC-429 Bus to DU1 from AHRS1
HSDB Bus From GSD2 to DU3 RS232 Bus to DU2 from GCU2
HSDB Bus From GSD1 to GSD2 RS232 Bus to DU2 from GCU1
RS232 Bus to GIA1 from ADC1 ARINC-429 Bus to DU2 from AHRS1
RS232 Bus to GIA1 from AHRS1 ARINC-429 Bus to DU2 from ADC1
RS485 Bus to GIA1 from GEA1 RS232 Bus to DU3 from GCU2
RS485 Bus to GIA1 from GEA2 ARINC-429 Bus to DU3 from AHRS2
DATABUS FAULT Displayed when data path errors exist and the aircraft is on the ground
This message is triggered when one or more of the applicable buses fails:
RS232 Bus #1 from the Brake Control Unit RS422 RCV Bus from the Flap Computer
(maintenance data) to GIA1 (maintenance data) to GSD1
RS232 Bus #2 from the Brake Control Unit ARINC-429 from L DEEC to GSD1
(maintenance data) to GIA1 ARINC-429 from R DEEC to GSD1
ARINC-429 from ESIS to GIA1 RS485 from GTS to GSD2
RS232 from GMC to DU1 ARINC-429 from L DEEC to GSD2
RS232 from GMC to DU3 ARINC-429 from R DEEC to GSD2
RS422 RCV Bus #1 from the Nose Wheel HSDB from GTS to GSD1
Steering Computer (maintenance data) to
GSD1 RS 422 from Spoiler Computer to GSD 2
(maintenance bus)
RS422 RCV Bus #2 from the Nose Wheel
Steering Computer (maintenance data) to
GSD1

31-01-6 December 2014
December 2014
#3 GEA 71
485 485
(Engine & Airframe I/F)

From #1 GSC 46

485
#4 GEA 71 485
(Engine & Airframe I/F) From #2 GSC 46
HSDB
2 2
429 ALT-4000
#1 DME-4000 429 429 (Radar 429 #2 KHF-1050
Analog Altimeter) (High Frequency
429 Analog
Audio GDR 66
429 Radio) Audio
#1 ADF-4000 RS-422 (Digital Radio) RS-422
429 to Audio to Audio
Analog
Analog Processor Processor
Audio
Audio
#1 GSD 41 #2 GSD 41
FA2100 to #1 GTX 3000 429 #2 GTX 3000 to (Data
717 (Data RS-422 429 RS-422
(FDR) GIA #1 (Transponder) 429 (Transponder) GIA #2 Concentrator)
Concentrator) 429 429
to Audio #2 ADF-4000 Analog
429
Processor Audio
C406-N 429 GTS 8000
3 HSDB RS-422
(ELT) (TCAS II)
Analog
Audio #1 KHF-1050 429
(High Frequency GWX 70
3 HSDB
429 (Weather Radar)
Radio) 4 1 4 1
GSR 56
(Iridium) HSDB
HSDB
232 Audio
HSDB
GDL 69 GDL 59 Analog to/from Audio

(XM/Weather to GPS / XM (Datalink) Audio
Processor
Datalink) Antenna
HSDB
GMC 7250
232 232
(AFCS Mode Controller)
HSDB
#1 GCU 275 #2 GCU 275

232 232 232 232
(Remote Controller) (Remote Controller)
HSDB
Display Display Display

Reversion Reversion Reversion
4 1 3 4 1 4
#1 GDU 1400W #2 GDU 1400W #3 GDU 1400W

#1 GTC 570 #2 GTC 570
Display Unit (Touch
Display Unit (Touch
Display Unit
(TAWS) 2 HSDB 1 Controller) 2 HSDB 1 (TAWS) 2 HSDB 2 Controller) 1 HSDB 2 (TAWS)
3 3 3
3
429
429
429
HSDB 232 HSDB
HSDB 429
Digital
re-routed
Bus
w/ DU 1 off
HSDB MKR HSDB
BCN
Sensor
Fig. 1: System Overview

Sensor
429 Data to Data to 429
#2 #1
GIA 63W GIA 63W
#1 GMA 36 #2 GMA 36
#1 1 (Audio (Audio 1 #2
GDC 7400 429 429 GDC 7400 from
Processor, Processor,
(Air Data) (Air Data) #1
from 429 Marker Marker 429 GIA
GIA2 Beacon) Beacon) 63W
232 232
232 429 429 232
429 ADF 1 ADF 2 429

232
DME 1 DME 2
#1 GRS 7800 232 #2 GRS 7800
GDL 59
(Attitude & (Attitude &
HF 1 HF 2
Heading) 429 429
GDR
Heading)
232 232
COM & NAV COM & NAV
to #2 GRS AUDIO AUDIO
232 485 7800 #1 GIA 63W #2 GIA 63W 485 232
FA2100
(GPS data)
232 (CVR)
#1 GMU 44 (COM, (COM, #2 GMU 44
Sensor GPS,
(Magnetometer) 429 GPS, (Magnetometer)
Data to CAN
#1 429 VOR/LOC, CAN VOR/LOC,
GIA 63W G/S, 485 GSA 9000 (Pitch) 485 G/S,
(GPS data)
Flight G/S G/S Flight 232 to #1 GRS 7800
Director GSA 9000 (Roll) Director,
Stall Warn) Stall Warn) Sensor
COM GSA 9000 (Yaw) COM 429 Data to
429 #2 GIA
GPS/XM #1 GTA 82 (H-Stab) GPS
63W
#2 GTA 82 (H-Stab)
To
NAV 429
GDL 69 #2 DME-4000
429
coupler
Analog
Audio
Left AOA 429 GH-3900 MAG- Right AOA
System Main 429 3100 Main System
Only
(ESIS) Only
#1 GEA 71
485 485
(Engine & Airframe I/F) to Audio
#1 GSC 46 to GEA 3
Processor
485
#2 GEA 71
485
(Engine & Airframe I/F)
#2 GSC 46 to GEA 4
EMER BATT BUS

Garmin Equipment Garmin Equipment Non-Garmin Equipment Non-Garmin Equipment
LEGEND CLR DLY PWR
Standard Optional Standard Optional CONFIG MODULE
LJ75_3101_0002A
Rev. G
Confidential Proprietary Information – Garmin Ltd. or its subsidiaries

31-01-7
DIGITAL DATA BUSES

31-01-8 December 2014
AVIONICS TECHNICAL TRAINING GUIDE INSTRUMENT AND CONTROL PANELS
INSTRUMENT AND CONTROL PANELS

(ATA 31-11-00)
OVERVIEW
Instrument and control panels consist of
systems and components that visually indicate
flight conditions.
COMPONENTS
Figure 2
The instrument and control panels include the
following assemblies:
• Primary instrument panel assembly
• Center pedestal assembly
• Circuit breaker panel assemblies (2)

December 2014 31-11-9
PRIMARY INSTRUMENT L
LDG
T
A
X
R RECOG
LIGHTING
BCN /
STROBE
B
C
N
NAV
WING
INSP
EMER LTS
ON
A
R
M
NO SMKG /
BELTS
B
E
L
T
I S
PANEL ASSEMBLY OFF
DN
RANGE COM RANGE COM
SPD
APPR XFR VNAV
WARN WARN
CAUT UP CAUT
386+,$6í0$&+
GS 0KT DTK _ _ _° TRK 356° ETE _ _:_ _ BRG _ _ _° DIS _ _._ NM MSA 4200 FT ETA _ _:_ _ LCL
23.4 N1 23.4 SUMMARY NAVIGATION MAP
HDG UP NEBRASKA TFR N/A
87.5 87.5 ELECTRICAL
N
28.2 ESS VOLT 28.0 EMER VOLT 28.0
100 GEN AMPS 100 APU AMPS 0
417 ITT 417 35 BATT °C 38 EMER BATT °C 35
HDG ALT 20000FT COM1 125.37 HDG ALT 20000FT COM1 125.37
HYDRAULIC
MAIN PSI 3000 %í$&8036, 2000
109KT 200 00 55.9
70
N2
OIL PSI
55.9
70 L HYD SOV ---- R HYD SOV ----
KANSAS MISSOURI 109KT 200 00
20500 57 OIL °C 57 MAIN HYD QTY NORM AUX HYD QTY ---- 20500
280 6 150 FF PPH 150 280 6
4 4
TOTAL 3860 FUEL LBS ENVIRONMENTAL 360
5 5 2 1670 520 1670 CABIN 78 °F CABIN RATE +600 FT/MIN 330 5 5 2
AUTO 030
260 1 GEAR SPLRS 10 TEMP CTRL H DELTA P 1.2 PSID 250NM 260 1
CABIN COCKPIT CABIN ALT 1300 FT
OKLAHOMA
250 200 00 FLAPS 0 C MANUAL RATE ---- FT/MIN 300 250 200 00
OXY QTY 728 LTR LDG ALT 2600 FT ARKANS
240 1 SAT 99 °C CABIN 78 °F 240 1
5 5 2 TRIMS 5 5 2
NDN FLIGHT
4 PIT PIT TRIM 5.0 0 SPLRS 0 4
220 TRAFFIC 220 TRAFFIC
360°
360° 010°
6 5.0 AIL TRIM L1 0 FLAPS 0
360°
360° 010°
6
HDG CRS 19500 NUP RUD TRIM R1
HDG CRS 19500
M .547 N STD BARO AIL M .547 N STD BARO
HDG UP TA/RA
UNRESTRICTED 33 3 L 1 FUEL
HDG UP TA/RA
UNRESTRICTED 33 3
N LOUISIA N
12 NM DIS _ _._ NM ETE _ _:_ _ TOTAL LBS 3860 12 NM DIS _ _._ NM ETE _ _:_ _
30
30
6
6
+12 TEXAS +12
VOR1 RUD L 1670 F 520 R 1670 VOR1
+12
0 NM NAV1 CVE 116.20 +12
0 NM NAV1 CVE 116.20
30.4 NM R 1 30.4 NM
W
W
+50 495 +50
E
E
DME1 FUEL USED LBS DME1
+50 CAS Up CAS Dn

24
12
+50
24
12
15 15
21 S 21 S
TAS 336 KT TMR 0:00:00 TAS 336 KT TMR 0:00:00
GS 336 KT ISA +0°C LCL 17:52:13 GS 336 KT ISA +0°C LCL 17:52:13
Map Map Inset Map Traffic PFD OBS Active NAV Sensors Map Map Inset Map Traffic PFD OBS Active NAV Sensors
Range - Range + Settings Inset Settings VOR1 Range - Range + Settings Inset Settings VOR1
29.93IN
380 46000
$XGLR& COM1 MIC COM2 XPDR1 00 $XGLR& COM1 MIC COM2 XPDR1
93% 93%
5DGLRV VOL 136.97 IDENT
360 5DGLRV VOL 136.97 IDENT
5 5
STBY STBY STBY STBY STBY STBY
Intercom 20 Intercom
136.97 MON 136.97 1200 335 45500 136.97 MON 136.97 1200 LANDING
COCKPIT LIGHTS Home 80 Home GEAR PRESSURIZATION ENVIRONMENTAL CONTROL CVR COCKPIT LIGHTS
320 5 5 13869M UP EMER CABIN PRESSURE CONTROL COCKPIT ERASE
OVRHD INSTR TEMPERATURE INSTR OVRHD
Aircraft 300 Aircraft
350
Map Charts Systems Checklist 45000 Map Charts Systems Checklist
360 CAB RATE FPM
280 33 ON HEADPHONE
N 3
OFF BRT OFF BRT í
M
í ON DELTA P 1.2 PSID OFF BRT OFF BRT
:;5DGDU Traffic
Settings 7$:6í$ Services :;5DGDU Traffic
Settings 7$:6í$ Services
CAB ALT 4200 FT
COLD
CABIN
HOT
CB PANEL FLOOD MANUAL MANUAL TEMPERATURE PEDESTAL CB PANEL
PRESS
FWD Waypoint NOSE STEER AUX HYD Waypoint FWD
Nearest Utilities CPDLC Nearest Utilities CPDLC LDG ALT MANUAL
Info Info
ON ON ON ON
ON ON DO NOT
OFF BRT OFF BRT D D DN UP
LAND
DN UP
OFF BRT OFF BRT
AFT Flight Plan PERF PROC Direct To Flight Plan PERF PROC Direct To
VLE 260 COLD HOT AFT
DN PRESSURIZED
ANTI-SKID HYD XFLOW
MSG Full MSG Full

OFF ON
í5DQJH Pilot COM1 Volume COM1 Freq í5DQJH Pilot COM1 Volume COM1 Freq
Push:Pan MFD Push:Squelch 3XVKí+ROG Push:Pan MFD Push:Squelch 3XVKí+ROG

COM PWR ON
DLY FREEFALL
PUSH
DOWN
ON OFF ON
ARM
R
E
T
S
P A APR APR
O R T/O T/O
I M
L
E MCT MCT
R
MCR MCR FLAPS
E
X
T
GO–AROUND MUTE U
VFE P
IDLE IDLE
ELEV DISC
PULL &
CUTOFF CUTOFF
ELEV 8
DISC EMER PARK
250
BRAKE BRAKE
PULL PULL & 2
200 0
EMERGENCY/
PARKING BRAKE D
150 N
CENTER PEDESTAL GTC1

DIM
STBY
INSTR
OFF
NORM
DU REVERSION / DIM
PFD/
MFW OFF
NORM
PFD/
MFW OFF
NORM
PFD/
MFW DIM
BRT
SW/IND GTC2
DIM
ASSEMBLY OFF BRT
$17,í,&(
DIM BRT DIM
DU1
BRT
DIM
DIM
DU2
ELECTRICAL
BRT
DIM
DIM
DU3
BRT
DIM
PAX OXY/PRESS
OFF BRT
L AV EMER BATT R AV DEPLOY

PAX
L PROBES R PROBES MSTR L ESS ON R ESS MSTR OXY/AUTO
STBY
OFF OFF OFF INSTR OFF
AVIONICS INSTRUMENTS / INDICATIONS GEAR / HYDRAULICS FLIGHT ELECTRICAL OFF ON ELECTRICAL FLIGHT GEAR INSTRUMENTS / INDICATIONS AVIONICS
COMMUNICATIONS DISPLAY NOSE STEER L AV BUS L OFF R R AV BUS / HYD DISPLAY COMMUNICATIONS
GIA 1 L R
COM L RMT L ELEV L WHL STALL L WSHLD R WSHLD L MAIN 121í(66 121í(66 R MAIN AFCS STALL R WHL RUD R R RMT HOUR GIA 2 COM 3/
AUDIO 1 HF 1 ATC 1 PRI ADC 1 CTRL DU 1 DU 2 GTC 1 MOTOR CMPTR SQUAT DISC MSTR WARN L GEN MAIN ESS PACK ESS MAIN R GEN CTRLR WARN MSTR FORCE SQUAT GTC 2 DU 3 CTRL ADC 2 METER COM CPDLC ATC 2 HF 2 AUDIO 2
EMER PRESS
OFF OFF OFF OFF OFF OFF
3 OFF 3
2 ½ 5 1 1 5 5 2 15 2 1 3 5 5 15 35 35 35 35 15 5 5 5 2 1 2 5 1 1 1 5 15 ½ 2
WING/STAB L GEN %86í7,( R GEN HI FLOW
ON
MAN
CLEARANCE DEL L DATA AHRS TRIM L ESS BUS ON OFF OFF ON R ESS BUS TRIM AHRS R DATA GIA 1
XM WI-FI / CABIN DAU 1 / DAU 1 INBD SPLR PRI VOLTS/ L HOT R HOT VOLTS/ PIT TRIM SEC SPLR OUTBD DAU 2/ DAU 2 COM
RCVR IRIDIUM PA CTRL PWR DAU 3 SEC DAU 5 1 PRI 2 SEC GEAR BRAKES CTRL AIL PITCH BUS START BUS BUS START BUS BIAS PITCH RUD IND BRAKES 1 SEC 2 PRI DAU 4 SEC DAU 6 FDR SEC ELT
L NAC R NAC EXT PWR L BATT R BATT APU GEN L BLEED R BLEED
5 5 5 3 10 2 1 1 1 1 3 3 3 5 1 80 3 15 ON ON 15 3 80 5 1 5 3 3 1 1 2 1 1 1 5 1
ON ON OFF OFF OFF OFF
AVAIL AVAIL
NAVIGATION
APU
GIA 1 MAIN PEDESTAL MAIN AUX HYD PUMP EMER BATT FIRE BRAKE NAVIGATION
GIA 2 MAIN
RAD STBY CONN HYD L FLAP AFCS L PED R PED R FLAP FLAP ACCUM STORM
ADF 1 DME 1 PRI SEC CVR ALT INSTR PWR PRESS PWR CTRL POS SERVOS ADJUST HTR BUS
FLIGHT CONTROL APU GEN CMPTR DET EXT ADJUST POS CTRL PRESS WXR TCAS SCOPE PRI SEC DME 2 ADF 2
SEC OFF NOSE
PRI NOSE GEN AMPS MASTER BLEED
2 2 2 2 5 2 2 7½ 2 1 2 1 7½ 3 15 20 NDN LEFT RIGHT 15 15 7½ 7½ 3 1 3 1 5 3 3 2 2 2 2
100
O
F ON ON
F
CABIN LIGHTS ANTI-ICE ENVIRONMENTAL FUEL ENGINE ENGINE FUEL ENVIR ANTI-ICE LIGHTS CABIN
NUP SEC
COCKPIT L PROBES HT L IGN FIRE R IGN R PROBES HT COCKPIT
L CABIN L PAX CABIN CABIN CABIN L LEAK L L OIL L FUEL L RUD R R FUEL R OIL R R ICE CABIN PAX R PAX R CABIN
POWER CTRLS MGMT DATA PHONE MAP FLOOD L CB L INSTR AOA PITOT PRESS DETECT BLEED L QTY PRESS FLOW CH A CH B CMPTR PIT TRIM BOOST START/STOP CMPTR CH A CH B FLOW PRESS R QTY BLEED PRESS DETECT PITOT AOA R INSTR R CB PEDESTAL OVRHD OUTLETS INFO CTRLS POWER
BIAS NDN SPLRN
LJ75_3111_0001A
RESET
PRESS APU START
½ 7½ 3 10 7½ 1 1 1 1 15 20 1 3 5 1 3 1 7½ 7½ 7½ RESET OFF OFF
FAIL RUN
7½ 7½ 7½ 1 3 1 5 3 10 20 15 1 1 1 1 ½ 1 7½ ½
FLAP
NUP RESET
LIGHTS SWITCH IND L STBY L FIRE R FIRE R STBY PUMP TEMP CTRL R PROBES HT SW IND LIGHTS
LAV L ESS EMER L WING/ INSTR PUMP SYNC VIB
L ENGINE FUEL R ENGINE R WING/ STBY R ESS CHART WING HOT
FIRE FIRE FIRE L STBY XFLOW R STBY FIRE FIRE FIRE
SINK OVEN L SPOT LAV CABIN PWR PWR STAB HT FAN PACK PWR DET EXT FWSOV SW MON EXT 1 EXT 2 EXT 2 EXT 1 FWSOV EXT DET PWR CTRL MAN AUTO STAB HT SAT PITOT PWR HOLDER INSP ENTRY GALLEY R SPOT LIQ 1
10 ½ 2 2 5 2 1 5 3 5 15 1 5 3 1 3 ON ON 3 5 1 15 3 1 1 5 15 20 2 1 3 1 1 2 7½
OSED
CLOSED CLOSED
CLOSE
FUEL USED RESET
FIRE FIRE
PUSH
USH PUSH
L TAXI L HEAT L STBY L REVERSER ENG SIG COND ENG SIG COND R REVERSER XFLOW R HEAT R TAXI
DOOR BCN/ LDG PAX PUMP L ENG L ENG L ENG CMPTR R ENG CMPTR R ENG R ENG VALVE FOOT OXY LDG AUDIO/ CABIN HOT
SPKRS WARN STROBE CTRL NAC WSHLD OXY CTRL DEPLOY ANN STOW PRI SEC L IGN ON ON R IGN PRI SEC STOW ANN DEPLOY CTRL WARM SVC WSHLD NAC CTRL NAV LOGO VIDEO DISPLAY TOILET LIQ 2
EDS RECORD ENG SYNC APR
N1
M M
15 3 5 5 7½ 5 2 3 5 3 3 1 1 ON A N2 A ON
1 1 3 3 5 3 10 1 5 7½ 5 3 1 7½ 5 5 7½
N ARM N
OFF
OFF OFF
CIRCUIT BREAKER
PANEL ASSEMBLY
Fig. 2: LR75 Cockpit Panels – General Arrangement

31-11-10 December 2014
COMPONENTS DESCRIPTION AND

OPERATION
Primary Instrument Panel Assembly

Figure 3
The primary instrument panel assembly
consists of the following four sections:
• Overhead switch panel
• Glareshield panel assembly
• Instrument panel assembly
• Switch panel assemblies
OVERHEAD SWITCH PANEL

GLARESHIELD L
LDG
T
R RECOG
LIGHTING
BCN /
STROBE
B
NAV
WING
INSP
EMER LTS
ON
A
NO SMKG /
BELTS
B
E
INSTRUMENT
A C R L
PANEL ASSEMBLY PANEL ASSEMBLY

X N M T
I S
OFF
DN
RANGE COM RANGE COM
SPD
APPR XFR VNAV
WARN WARN
CAUT UP CAUT
386+,$6í0$&+
GS 0KT DTK _ _ _° TRK 356° ETE _ _:_ _ BRG _ _ _° DIS _ _._ NM MSA 4200 FT ETA _ _:_ _ LCL
23.4 N1 23.4 SUMMARY NAVIGATION MAP
HDG UP NEBRASKA TFR N/A
87.5 87.5 ELECTRICAL
N
28.2 ESS VOLT 28.0 EMER VOLT 28.0
100 GEN AMPS 100 APU AMPS 0
417 ITT 417 35 BATT °C 38 EMER BATT °C 35
HDG ALT 20000FT COM1 125.37 HDG ALT 20000FT COM1 125.37
HYDRAULIC
MAIN PSI 3000 %í$&8036, 2000
109KT 200 00 55.9
70
N2
OIL PSI
55.9
70 L HYD SOV ---- R HYD SOV ----
KANSAS MISSOURI 109KT 200 00
20500 57 OIL °C 57 MAIN HYD QTY NORM AUX HYD QTY ---- 20500
280 6 150 FF PPH 150 280 6
4 4
TOTAL 3860 FUEL LBS ENVIRONMENTAL 360
5 5 2 1670 520 1670 CABIN 78 °F CABIN RATE +600 FT/MIN 330 5 5 2
AUTO 030
260 1 GEAR SPLRS 10 TEMP CTRL H DELTA P 1.2 PSID 250NM 260 1
CABIN COCKPIT CABIN ALT 1300 FT
OKLAHOMA
250 200 00 FLAPS 0 C MANUAL RATE ---- FT/MIN 300 250 200 00
OXY QTY 728 LTR LDG ALT 2600 FT ARKANS
240 1 SAT 99 °C CABIN 78 °F 240 1
5 5 2 TRIMS 5 5 2
NDN FLIGHT
4 PIT PIT TRIM 5.0 0 SPLRS 0 4
220 TRAFFIC 220 TRAFFIC
360°
360° 010°
6 5.0 AIL TRIM L1 0 FLAPS 0
360°
360° 010°
6
HDG CRS 19500 NUP RUD TRIM R1
HDG CRS 19500
M .547 N STD BARO AIL M .547 N STD BARO
HDG UP TA/RA
UNRESTRICTED 33 3 L 1 FUEL
HDG UP TA/RA
UNRESTRICTED 33 3
N LOUISIA N
12 NM DIS _ _._ NM ETE _ _:_ _ TOTAL LBS 3860 12 NM DIS _ _._ NM ETE _ _:_ _
30
30
6
+12 TEXAS +12

VOR1 RUD L 1670 F 520 R 1670 VOR1
+12
0 NM NAV1 CVE 116.20 +12
0 NM NAV1 CVE 116.20
30.4 NM R 1 30.4 NM
W
+50 495 +50

E
DME1 FUEL USED LBS DME1
+50 CAS Up CAS Dn

24
12
+50
24
12
15 15
21 S 21 S
LJ75_3111_0002A
TAS 336 KT TMR 0:00:00 TAS 336 KT TMR 0:00:00

GS 336 KT ISA +0°C LCL 17:52:13 GS 336 KT ISA +0°C LCL 17:52:13
Map Map Inset Map Traffic PFD OBS Active NAV Sensors Map Map Inset Map Traffic PFD OBS Active NAV Sensors
Range - Range + Settings Inset Settings VOR1 Range - Range + Settings Inset Settings VOR1
29.93IN
380 46000
$XGLR& COM1 MIC COM2 XPDR1 00 $XGLR& COM1 MIC COM2 XPDR1
93% 93%
5DGLRV VOL 136.97 IDENT
360 5DGLRV VOL 136.97 IDENT
5 5
STBY STBY STBY STBY STBY STBY
Intercom 20 Intercom
136.97 MON 136.97 1200 335 45500 136.97 MON 136.97 1200 LANDING
COCKPIT LIGHTS Home 80 Home GEAR PRESSURIZATION ENVIRONMENTAL CONTROL CVR COCKPIT LIGHTS
320 5 5 13869M UP EMER CABIN PRESSURE CONTROL COCKPIT ERASE
Aircraft 300 Aircraft
350
Map Charts Systems Checklist 45000 Map Charts Systems Checklist
360 CAB RATE FPM
280 33 ON HEADPHONE
N 3
OFF BRT OFF BRT í
M
í ON DELTA P 1.2 PSID OFF BRT OFF BRT
:;5DGDU Traffic
Settings 7$:6í$ Services :;5DGDU Traffic
Settings 7$:6í$ Services
CAB ALT 4200 FT
COLD
CABIN
HOT
PRESS
FWD Waypoint NOSE STEER AUX HYD Waypoint FWD
Nearest Utilities CPDLC Nearest Utilities CPDLC LDG ALT MANUAL
Info Info
ON ON ON ON
ON ON DO NOT
OFF BRT OFF BRT D D DN UP
LAND
DN UP
OFF BRT OFF BRT
AFT Flight Plan PERF PROC Direct To Flight Plan PERF PROC Direct To
VLE 260 COLD HOT AFT
DN PRESSURIZED
ANTI-SKID HYD XFLOW
MSG Full MSG Full

OFF ON
í5DQJH Pilot COM1 Volume COM1 Freq í5DQJH Pilot COM1 Volume COM1 Freq
Push:Pan MFD Push:Squelch 3XVKí+ROG Push:Pan MFD Push:Squelch 3XVKí+ROG
SWITCH PANEL ASSEMBLIES
Fig. 3: Primary Instrument Panel Assembly

December 2014 31-11-11
Overhead Switch Assembly

Figure 4
The overhead switch panel consists of the
lighting panel.
LIGHTING OVERHEAD
LDG BCN / WING EMER LTS NO SMKG /
L
T
R RECOG STROBE
B
NAV INSP ON
A
BELTS
B
E
SWITCH
A C R L
X
I N M T
S
PANEL
OFF
LJ75_3111_0006
Fig. 4: Overhead Switch Assembly

31-11-12 December 2014
Glareshield Assembly • Autopilot mode controller

Figure 5 • Area microphone
The glareshield assembly consists of the
• WARN/CAUT switch/annunciators (2)
DN
RANGE COM RANGE COM
SPD
APPR XFR VNAV
WARN WARN
CAUT UP CAUT
386+,$6í0$&+
WARN/CAUT WARN/CAUT
WARN WARN
CAUT
SWITCH/ AREA SWITCH/ CAUT
ANNUNCIATORS MICROPHONE ANNUNCIATORS
RANGE COM RANGE COM

– + – +
ENT FPL PROC ENT FPL PROC
REMOTE CONTROLLER REMOTE CONTROLLER

LJ75_3111_0003A
DN
SPD
APPR XFR VNAV
UP
BANK YD
386+,$6í0$&+
AUTOPILOT MODE CONTROLLER
Fig. 5: Glareshield Assembly

December 2014 31-11-13
Instrument Panel Assembly

Figure 6
The instrument panel assembly is divided into
the following three sections:
• Pilot display unit (DU1)
• Center display unit (DU2)
• Copilot display unit (DU3)
The lower section consists of the following
components:
• Pilot touch controller (GTC1)
• Gear/hydraulic panel
• Electronic standby instrument system
(ESIS)
• Copilot touch controller (GTC2)

31-11-14 December 2014
PILOT COPILOT
AIR OUTLET AIR OUTLET
CENTER
PILOT DISPLAY UNIT (DU1) DISPLAY UNIT COPILOT DISPLAY UNIT (DU3)
(DU2)
ELECTRONIC STANDBY
INSTRUMENT SYSTEM
(ESIS)
PILOT M
COPILOT
TOUCH GEAR / HYD
NOSE STEER AUX HYD
TOUCH
CONTROLLER ON ON
CONTROLLER
LJ75_3111_0004A
ANTI-SKID HYD XFLOW
(GTC1) OFF ON
(GTC2)
GEAR/HYDRAULIC
PANEL
Fig. 6: Instrument Panel Assembly

December 2014 31-11-15
Switch Panel Assemblies • Landing gear control panel

Figure 7 • Cabin pressurization control panel
The switch panel assemblies consists of the • Environmental control panel
following components: • Copilot oxygen mic switch
• Pilot cockpit lighting • Cockpit voice recorder panel
• Pilot rudder pedal adjustment • Copilot rudder pedal adjustment
• Pilot oxygen mic switch • Copilot cockpit lighting
LJ75_3111_0005
LANDING GEAR COCKPIT VOICE

CONTROL PANEL RECORDER PANEL
LANDING
COCKPIT LIGHTS GEAR PRESSURIZATION ENVIRONMENTAL CONTROL CVR COCKPIT LIGHTS
UP EMER CABIN PRESSURE CONTROL COCKPIT ERASE
CAB RATE 350 FPM ON HEADPHONE

OFF BRT OFF BRT
ON
DELTA P
1.2 PSID OFF BRT OFF BRT
CAB ALT
4200 FT
COLD
CABIN
HOT
RUD PEDAL L OXY MIC TEMP R OXY MIC RUD PEDAL
PRESS
FWD FWD
LDG ALT MANUAL
ON ON ON ON
DN UP DO NOT DN UP
OFF BRT OFF BRT LAND OFF BRT OFF BRT
AFT VLE 260 COLD HOT AFT
DN PRESSURIZED
PILOT PILOT CABIN ENVIRONMENTAL COPILOT COPILOT

COCKPIT OXYGEN PRESSURIZATION CONTROL OXYGEN COCKPIT
LIGHTING MIC SWITCH CONTROL PANEL PANEL MIC LIGHTING
SWITCH
PILOT RUDDER COPILOT
PEDAL RUDDER PEDAL
ADJUSTMENT ADJUSTMENT
Fig. 7: Switch Panel Assembly

31-11-16 December 2014
Center Pedestal • Forward pedestal and quadrant section
Figure 8 • Aft pedestal section

The center pedestal consists of the following
sections:

COM PWR ON
DLY FREEFALL
PUSH
DOWN
ON OFF ON
ARM
R
E
T
S
P A APR APR
O R T/O T/O
I M
L
E MCT MCT FORWARD
R
MCR MCR FLAPS PEDESTAL
E
X AND
T
GO–AROUND GEAR MUTE
VFE
U
P
QUADRANT
SECTION
ELEV DISC IDLE IDLE
PULL &
CUTOFF CUTOFF
ELEV 8
DISC EMER PARK
250
BRAKE BRAKE
PULL PULL & 2
200 0
EMERGENCY/
PARKING BRAKE D
150 N
GTC1 STBY DU REVERSION / DIM SW/IND GTC2

DIM INSTR NORM NORM NORM
BRT
DIM
PFD/ PFD/ PFD/
OFF MFW OFF MFW OFF MFW
DIM
OFF AUTO DIM BRT DIM AUTO DIM AUTO DIM AUTO OFF AUTO
DU1 DIM DU2 DIM DU3 DIM
$17,í,&( ELECTRICAL PAX OXY/PRESS

PAX
L PROBES R PROBES MSTR L ESS ON R ESS MSTR OXY/AUTO
STBY
OFF OFF OFF INSTR OFF OFF ON
L OFF R
L WSHLD R WSHLD L MAIN 121í(66 121í(66 R MAIN
PACK
EMER PRESS
OFF
WING/STAB L GEN %86í7,( R GEN ON HI FLOW

MAN
ON OFF OFF OFF
ON ON ON OFF OFF ON OFF OFF

AVAIL AVAIL
AFT
FLIGHT CONTROL APU
PEDESTAL
SEC
PITCH TRIM
PRI NOSE
RUDDER TRIM
OFF NOSE
GEN AMPS MASTER BLEED SECTION
NDN LEFT RIGHT
100
O
F ON ON
F
NUP SEC
FIRE
RUD
PIT TRIM BOOST START/STOP
BIAS NDN SPLRN
RESET
PRESS APU START FIRE
RESET OFF OFF
FAIL RUN PUSH
FLAP
NUP RESET
L ENGINE FUEL R ENGINE

EXT 1 EXT 2 EXT 2 EXT 1
ON ON
LJ75_3111_0007A
CLOSED CLOSED
ARMED ARMED ARMED ARMED
FIRE FUEL USED RESET FIRE
PUSH PUSH
L START L ENG CMPTR R ENG CMPTR R START

L IGN ON ENG SYNC APR ON R IGN
EDS RECORD
N1
M M
ON A N2 A ON
ON N ARM N
ON
OFF
OFF OFF
Fig. 8: Center Pedestal

December 2014 31-11-17
Forward Pedestal and Quadrant Section

Figure 9
The forward pedestal and quadrant section
consists of the following components:
• Emergency parking brake handle
• Elevator Disconnect Handle
• Thrust levers
• Spoiler lever
• EMER COM switch
• Cabin power switch
• ELT switch
• Clearance delivery switch
• Gear freefall lever
• Thrust reverser levers
• Flap lever

31-11-18 December 2014
EMER CABIN CLEARANCE

COM POWER ELT DELIVERY
SWITCH SWITCH SWITCH SWITCH
EMER CAB ELT CLR GEAR GEAR

COM PWR ON
DLY FREEFALL FREEFALL
PUSH
ON OFF ON
DOWN LEVER
ARM
SPOILER THRUST
LEVER R
REVERSER
E LEVERS
T
S
P A APR APR
O R T/O T/O
I M
L
E MCT MCT
R
MCR MCR FLAPS
THRUST E
X
LEVERS T FLAP LEVER
VFE P
ELEV DISC
ELEVATOR PULL &
IDLE IDLE
DISCONNECT
CUTOFF CUTOFF
HANDLE ELEV 8
DISC EMER PARK
250
BRAKE BRAKE
PULL PULL & 2
200 0
LJ75_3111_0008
EMERGENCY/
PARKING BRAKE D
EMERGENCY/ 150 N
PARKING
BRAKE
HANDLE
Fig. 9: Forward Pedestal and Quadrant

December 2014 31-11-19
Aft Pedestal
Figure 10
The aft pedestal section consists of the
• Left engine control panel
• Flight control panel
• Anti-ice panel
• Electrical control panel
• Pilot touch controller dimmer
• Standby instrument (ESIS) dimmer
• Display unit (DU) reversion/dimmer panel
• Switch/indicator dimmer
• Copilot touch controller dimmer
• Passenger oxygen controls
• Bleed air controls
• APU control panel
• Fuel control panel
• Right engine control panel
• Engine automatic performance reserve
(APR) switch
• Engine sync switch
• Engine diagnostic system (EDS) record
switch

31-11-20 December 2014
PILOT STANDBY DISPLAY UNIT (DU) COPILOT

TOUCH INSTRUMENT REVERSION/ SWITCH/ TOUCH
CONTROLLER (ESIS) DIMMER INDICATOR CONTROLLER
DIMMER DIMMER PANEL DIMMER DIMMER

BRT
DIM
PFD/ PFD/ PFD/
OFF MFW OFF MFW OFF MFW DIM
OFF BRT DIM BRT DIM BRT DIM BRT DIM BRT OFF BRT
$17,í,&( ELECTRICAL PAX OXY/PRESS

PAX
L PROBES R PROBES MSTR L ESS ON R ESS MSTR OXY/AUTO PASSENGER
STBY
OFF OFF OFF INSTR OFF OFF
OXYGEN
ON
ELECTRICAL CONTROLS
L OFF R
CONTROL L WSHLD R WSHLD L MAIN 121í(66 121í(66 R MAIN
PACK
PANEL EMER PRESS
OFF
ANTI-ICE WING/STAB L GEN %86í7,( R GEN

BLEED
ON HI FLOW
PANEL MAN
AIR
ON OFF OFF ON CONTROLS
ON ON
ON ON OFF OFF OFF OFF
AVAIL AVAIL
FLIGHT CONTROL APU

SEC OFF NOSE
PRI NOSE GEN AMPS MASTER BLEED
NDN LEFT RIGHT
100
O
F ON ON
FLIGHT F APU
CONTROL NUP SEC
FIRE CONTROL
RUD
PANEL PIT TRIM
SPLRN
BOOST START/STOP PANEL
BIAS NDN
RESET
PRESS APU START FIRE
RESET OFF OFF
FAIL RUN PUSH FUEL
FLAP
NUP RESET CONTROL
PANEL
L ENGINE FUEL R ENGINE
EXT 1 EXT 2 EXT 2 EXT 1
ON ON
CLOSED CLOSED
ARMED ARMED FUEL USED RESET ARMED ARMED
LH ENGINE FIRE FIRE RH ENGINE
PUSH PUSH
CONTROL CONTROL
L START L ENG CMPTR R ENG CMPTR R START
PANEL L IGN ON ENG SYNC APR ON R IGN PANEL
EDS RECORD
N1
M M
ON A N2 A ON
ON N ARM N
ON
OFF
OFF OFF
LJ75_3111_0009B
ENGINE ENGINE ENGINE

DIAGNOSTIC SYNC AUTOMATIC
SYSTEM SWITCH PERFORMANCE
(EDS) RESERVE (APR)
RECORD SWITCH
SWITCH
Fig. 10: Aft Pedestal

December 2014 31-11-21
Circuit Breaker Panels

Figure 11
One circuit breaker panel is located on the
pilot outboard wall and one on the copilot
outboard wall. For more details, refer to ATA
24-60-00 Electrical Power.
AVIONICS INSTRUMENTS / INDICATIONS GEAR / HYDRAULICS FLIGHT ELECTRICAL ELECTRICAL FLIGHT GEAR INSTRUMENTS / INDICATIONS AVIONICS
COMMUNICATIONS DISPLAY NOSE STEER L AV BUS R AV BUS / HYD DISPLAY COMMUNICATIONS
GIA 1 L R
COM L RMT L ELEV L WHL STALL AFCS STALL R WHL RUD R R RMT HOUR GIA 2 COM 3 /
AUDIO 1 HF 1 ATC 1 PRI ADC 1 CTRL DU 1 DU 2 GTC 1 MOTOR CMPTR SQUAT DISC MSTR WARN L GEN MAIN ESS ESS MAIN R GEN CTRLR WARN MSTR FORCE SQUAT GTC 2 DU 3 CTRL ADC 2 METER COM CPDLC ATC 2 HF 2 AUDIO 2
2 ½ 3 5 1 1 5 5 2 15 2 1 3 5 5 15 35 35 35 35 15 5 5 5 2 1 2 5 1 1 1 5 15 3 ½ 2
CLEARANCE DEL L DATA AHRS TRIM L ESS BUS R ESS BUS TRIM AHRS R DATA GIA 1
XM WI-FI / CABIN DAU 1/ DAU 1 INBD SPLR PRI VOLTS/ L HOT R HOT VOLTS/ PIT TRIM SEC SPLR OUTBD DAU 2/ DAU 2 COM
RCVR IRIDIUM PA CTRL PWR DAU 3 SEC DAU 5 1 PRI 2 SEC GEAR BRAKES CTRL AIL PITCH BUS START BUS BUS START BUS BIAS PITCH RUD IND BRAKES 1 SEC 2 PRI DAU 4 SEC DAU 6 FDR SEC ELT
5 5 5 3 10 1 1 1 1 1 3 3 3 5 1 80 3 15 15 3 80 5 1 5 3 3 1 1 1 1 1 1 5 1
NAVIGATION
APU
GIA 1 MAIN PEDESTAL MAIN AUX HYD PUMP EMER BATT FIRE BRAKE NAVIGATION
RAD STBY CONN HYD L FLAP AFCS L PED R PED R FLAP FLAP ACCUM STORM GIA 2
ADF 1 DME 1 PRI SEC CVR ALT INSTR PWR PRESS PWR CTRL POS SERVOS ADJUST HTR BUS GEN CMPTR DET EXT ADJUST POS CTRL PRESS WXR TCAS SCOPE MAIN DME 2 ADF 2
LJ75_3111_0010a
2 2 2 2 5 2 2 7½ 2 1 2 1 7½ 3 15 20 15 15 7½ 7½ 3 1 3 1 5 3 3 2 2 2
CABIN LIGHTS ANTI-ICE ENVIRONMENTAL FUEL ENGINE ENGINE FUEL ENVIR ANTI-ICE LIGHTS CABIN
COCKPIT L PROBES HT L IGN R IGN R PROBES HT COCKPIT
L CABIN L PAX CABIN L LEAK L L OIL L FUEL L R R FUEL R OIL R R ICE CABIN PAX R PAX R CABIN
POWER CTRLS MGMT SATCOM MAP FLOOD L CB L INSTR AOA PITOT PRESS DETECT BLEED L QTY PRESS FLOW CH A CH B CMPTR CMPTR CH A CH B FLOW PRESS R QTY BLEED PRESS DETECT PITOT AOA R INSTR R CB PEDESTAL OVRHD OUTLETS INFO CTRLS POWER
½ 5 3 7½ 1 1 1 1 15 20 1 3 5 1 3 1 7½ 7½ 7½ 7½ 7½ 7½ 1 3 1 5 3 10 20 15 1 1 1 1 ½ 1 5 ½
LIGHTS SWITCH IND L STBY L FIRE R FIRE R STBY PUMP TEMP CTRL R PROBES HT SW IND LIGHTS
LAV L ESS EMER L WING / INSTR PUMP SYNC VIB R WING/ STBY R ESS CHART WING HOT
SINK OVEN L SPOT LAV CABIN PWR PWR STAB HT FAN PACK PWR DET EXT FWSOV SW MON FWSOV EXT DET PWR CTRL MAN AUTO STAB HT SAT PITOT PWR HOLDER INSP ENTRY GALLEY R SPOT LIQ 1
10 ½ 2 2 5 2 1 5 3 5 15 1 5 3 1 3 3 5 1 15 3 1 1 5 15 20 2 1 3 1 1 2 7½
L TAXI L HEAT L STBY L REVERSER ENG SIG COND ENG SIG COND R REVERSER XFLOW R HEAT R TAXI
DOOR BCN/ LDG PAX PUMP L ENG L ENG R ENG R ENG VALVE FOOT OXY LDG AUDIO / CABIN HOT
SPKRS WARN STROBE CTRL NAC WSHLD OXY CTRL DEPLOY ANN STOW PRI SEC PRI SEC STOW ANN DEPLOY CTRL WARM SVC WSHLD NAC CTRL NAV LOGO VIDEO DISPLAY TOILET LIQ 2
15 3 5 5 7½ 5 2 3 5 3 3 1 1 1 1 3 3 5 3 10 1 5 7½ 5 3 1 5 3 5 7½
Fig. 11: Circuit Breaker Panel

31-11-22 December 2014
AVIONICS TECHNICAL TRAINING GUIDE FLIGHT DATA RECORDER
FLIGHT DATA RECORDER

(ATA 31-30-00)
OVERVIEW The FDR consists of:
The flight data recorder (FDR) system records • Chassis and front panel
a number of aircraft flight parameters. It uses • Two printed wiring assemblies (aircraft
solid-state memory to monitor real-time flight interface and acquisition processor)
data and store it in non-volatile memory. The
recorded data can be removed from the • Crash survivable memory unit (CSMU)
recorder and used in incident or accident The CSMU contains the solid state flash
investigation. memory used as the recording medium. An
underwater locator device (ULD), also referred
COMPONENTS to as an underwater acoustic beacon, is
mounted horizontally on the front of the CSMU
The flight data recording system consists of and is also used as a carrying handle for the
the following components: recorder.
• FDR The ULD is a battery operated, underwater
• Inertia switch acoustic pulse generator. The ULD consists of
a water switch, a battery, an oscillator, and a
• FDR accelerometer piezoelectric ceramic transducer. When the
water switch is wet, the battery supplies power
COMPONENT DESCRIPTIONS to the oscillator, which causes the
electromagnetic transducer to send out a
Flight Data Recorder 36.5- to 38.5-kHz signal.
Figure 12 The signal transmits for a minimum of 30 days

at a range of 2000 to 4000 yards (1800 to
The FDR, located in the aft equipment 3600 m). The ULD is resistant to deep-sea
compartment, is contained in a standard, depths of 20,000 ft (6096 m). The lithium
international orange, stainless steel case with battery must be replaced every 6 years.
reflective striping and raised lettering. The
FDR has an operating range of -1000 to
+55,000 ft, and contains an internal
built-in-test (BIT) that avoids the need for
preflight testing.

December 2014 31-30-23
The ground support equipment (GSE)

connector is located on the front of the FDR.
This connector provides the interface from the
FDR to GSE for checkout of the FDR or to
transfer data to a readout or analysis device.
AIRCRAFT
INTERFACE
UNIT
CSMU
LJ75_3130_0002
FDR ULD
GSE
FLIGHT DATA
CONNECTOR
RECORDER
Fig. 12: Flight Data Recorder

31-30-24 December 2014
Inertia Switch
Figure 13
The inertia switch is located behind the toilet in
the lavatory. The switch interrupts power to
the FDR in the event of a crash.
INERTIA
SWITCH
LJ75_3130_0003
Fig. 13: Inertia Switch

December 2014 31-30-25
Accelerometer axes near the aircraft center of gravity,

simultaneously measuring vertical, lateral, and
Figure 14 longitudinal acceleration. The acceleration
The accelerometer is located at BL 0.00 at the data is supplied to the engine and airframe
top of the aft pressure bulkhead, and is a interface unit no. 3 engine and airframe
hermetically sealed instrument that contains interface unit to augment the flight data
three separate accelerometers. The parameters recorded on the FDR.
accelerometer measures the rates on three
ACCELEROMETER
LJ75_3130_0004
BRACKET
ASSY
AFT PRESSURE
BULKHEAD
(REF)
Fig. 14: Accelerometer

31-30-26 December 2014
SYSTEM OPERATION aircraft flight data received from the data

concentrator no 1 in memory.
Figure 15
The FDR continuously records selected input
Power is supplied to the FDR through a circuit data into a solid state memory. The data
breaker on the right essential bus. When recorder has sufficient storage capacity to
power is first applied, the FDR performs a self- record the last 25 hours of flight history. After
test and the EICAS message FDR FAIL is 25 hours of operation, the recorder will
displayed for about 5 seconds. A test pass automatically start recording over previously
causes the message to go off and remain off. recorded material.
After power is applied, the FDR stores the
P10 S5001 A5010

COPILOT CB INERTIA SWITCH FLIGHT DATA
PANEL íí RECORDER
íí íí
FDR
28 VDC
28 VDC
GROUND
MT5001 :25'&21),*
FDR
ACCELEROMETER
íí
28 VDC ARINC 717 OUT
GROUND ARINC 717 IN
LAT ACCEL
VERT ACCEL
LONG ACCEL
A13
A98
ENGINE/
DATA
AIRFRAME
CONCENTRATOR
UNIT NO. 3
UNIT NO. 1
íí
íí
LJ75_3130_0001
LONG ACCEL
ARINC 717 OUT
VERT ACCEL
ARINC 717 IN
LAT ACCEL
RS 485 OUT RS 485 IN
Fig. 15: FDR System Block Diagram

December 2014 31-30-27
Engine and airframe unit no. 3 receives FAULT INDICATION

lateral, longitudinal, and vertical acceleration
input from the FDR accelerometer. The engine
and airframe unit sends the accelerometer Table 1: Flight Data Recorder –
outputs to data concentrator no. 1. Data CAS Message
concentrator no. 1 processes, formats, and
transmits flight data to the FDR though an CAS MESSAGE LOGIC
ARINC 717 data bus.
Indicates a fault with the
FDR FAIL
Internal circuitry disables the recording flight data recorder
function after 8 to 10 minutes in the event
powered flight is no longer sustained. On the The white FDR FAIL advisory message
ground, the data can be removed from the indicates a fault with the flight data recorder.
FDR with a portable analysis unit (PAU) During powerup, the FDR fail indication should
through an electrical test connector on the go out within 5 seconds. During the initial
front of the recorder. The PAU copies real- powerup, a system BIT check performs
time data as well as recorded data. The same recorder system tests in 5 seconds. Then,
connector connects to equipment for ARINC 573 information from the flight data
automatic testing of the FDR. acquisition unit is checked, which can take up
to 120 seconds. The FDR FAIL discrete is a
signal that drives this CAS message directly.

31-30-28 December 2014
AVIONICS TECHNICAL TRAINING GUIDE SECURE DIGITAL CARDS
SECURE DIGITAL CARDS

(ATA 31-40-00)
OVERVIEW performed (e.g. for fixed-content data

logging the card would remain in the top
The avionics system uses secure digital (SD) slot of the MFD; for software or
cards to store information used during normal configuration upload the card would be
operation and to upload and download data to removed after the upload is complete)
the G5000 system.
• Bottom Slot
The database is used to provide the avionics
updates for information that changes more • Storage of all system databases
frequently than the software. Some databases excluding the navigation database
may have some limitations or restrictions. • The bottom SD card remains in each
display during normal operation
COMPONENT Not all SD cards are compatible with the
• SD Cards system. Use only SanDisk SD cards.
COMPONENT DESCRIPTION G5000 - GDU SD Cards

AND OPERATION Figure 16
Figure 17 • Aircraft System Software Loader card (1)

• Jeppesen Navigation Database (1)
SD Cards
• Supplemental Database Card (3)
Each display has secure digital (SD) card slots
• Terrain (-43 Terrain supports SVS)
in the top right portion of the display bezels.
SD cards are used for various functions, • Obstacles
including: • ChartView/FliteCharts (MFD) optional
• Top Slot • High Resolution Basemap
• Software and configuration uploads, • Checklist
navigation database uploads, flight plan
upload/download, fixed content data • SafeTaxi
logging, retrieval of data logged within
the GDU, checklist file (if installed)
• The SD card in the top slot can remain
during normal operation or can be
removed after use, depending on the
specific functions that are being

December 2014 31-40-29
Four different cards used in G5000 NOTE

installations: When either the Feature Enablement
• System software loader card card or Supplemental Database cards
are installed in a GDU, the System ID
• Feature enablement card is written on the card. Once the
• NAVDATA card System ID is written on the card that
card will only ever work on THAT
• Supplemental database card
specific aircraft.
Four Different Cards Used in G5000 Installations:

Aircraft System Software Loader card System
(Qty1) Software
Loader Card
Jeppesen Navigation Database

(Qty1) Feature
Enablement
Card
Supplemental Database Card

(Qty3) NAVDATA Card
1. Terrain (43
- Terrain supports SVS)
2. Obstacles
3. ChartView/FliteCharts (MFD)
optional
LJ75_3140_0005
4. High Resolution Basemap

5. Checklist Supplemental
6. SafeTaxi Database
Card
Fig. 16: G5000 - GDU SD Cards

31-40-30 December 2014
723
BOTTOM
',63/$<81,7í6'&$5'66/276/2&$7,21
'HWDLO$
:5,7(í3527(&77$%
LOCK
LJ75_3140_0001B
K
C
LO
6'&$5'
7<3,&$/
Fig. 17: Secure Digital Card Location

December 2014 31-40-31
SYSTEM OPERATION Separate data loading cards are used for

optional equipment such as upgraded weather
Each GDU has secure digital (SD) card slots radar, a third VHF COM, SurfaceWatch, etc.).
in the right portion of the display bezels.SD
The SD cards in the bottom DU slots are used
cards are used for various functions, including: to hold databases as installed equipment.
• Top slot—Software and configuration These cards are as follows:
uploads, navigation database uploads,
• Terrain and airport terrain
flight plan upload/download, fixed content
data logging, retrieval of data logged within • Obstacle
the GDU • SafeTaxi
• Bottom slot—Storage of all system • FliteCharts (Garmin)
databases, excluding navigation database
• ChartView (Jeppesen)
The SD cards in the top DU slots are used to
install software, configure the system, and • Airport directory
enable features. These cards should always • Worldwide basemap
remain with the aircraft. Also, additional blank
SD cards need to be available for certain • Navigation
situations such as navigation database • Supporting files such as lock features,
updates. airframe information, or cross-filling data
A single .exe file extracted to the SD card
contains all G5000 baseline line replaceable DATABASES
unit (LRU) software. The file displays load
software to all other LRUs and contains Figure 18
configuration files for each aircraft option that Databases within G5000 systems are used to
impact the avionics such as: provide the avionics updates for information
• Learjet 70 vs. Learjet 75 options that changes more frequently than the
software. G5000 systems use multiple
• Federal Aviation Authority (FAA) vs. databases. The databases are either stored in
European Aviation Safety Agency (EASA) internal memory of each GDU or accessed
requirements from the Secure Digital (SD) card inserted into
• Oxygen bottle sizes, etc. the GDU.
Following is a list of the databases used by
G5000 systems. Always refer to the AMM for
database update procedures.

31-40-32 December 2014
DISTRIBUTOR DATABASE UPDATE TIME LIMIT STORED APPROXIMATE DISTRIBUTION

RATE LOCATION DATA SIZE METHODS
Garmin Terrain As needed No time limit SD card 1 GB (1) Initial data via
Database (always SD Card
operative) (2) Updates via
internet
Garmin Obstacle 56 days No time limit SD card 4 MB (1) Initial data via
Database ( a lwa ys S D C a rd
internet
Garmin SafeTaxi 56 days No time limit SD card 8 MB (1) Initial data via
internet
Garmin Airport Directory 56 days No time limit SD card 10 MB (1) Initial data via
operative) or internet
(2) Updates via
internet
Garmin Basemap Periodic No time limit Internal 8 MB (originally (1) Programmed on

Database (very infrequent) ( a lwa ys (8 MB) programmed at inte rna l fla s h
operative) factory) in factory
SD Card (2) Updates via new
(12 MB) 12 MB SD Card
Jeppesen Navigation 28 days N o time limit Internal 11 MB (Worldwide) ( 1 ) I nitia l da ta

Database (always programmed on
operative) 6 MB (Americas) internal flash
(2) Updates via
7 MB (International) internet
(3) Card Exchange
Jeppesen ChartView 14 days Inoperative 70 SD card 450 MB (Worldwide) (1) CD

Database days after (2) Updates via
expiration 150 MB (Americas) internet
LJ75_3140_0004
NOTE
1 All database cards should be installed in the bottom SD card slot of each display unit (DU).
Fig. 18: Secure Digital Cards

December 2014 31-40-33
Basemap Jeppesen ChartView

The basemap provides ground based ChartView resembles the paper version of
references such as roads and bodies of water. Jeppesen terminal procedures charts. The
The data is stored on the SD card. The charts are displayed in full color with high-
basemap does not have a scheduled update resolution. The MFD depiction shows the
cycle and as such does not have an expiration aircraft position on the moving map in the plan
date. view of approach charts and on airport
diagrams. The ChartView database
Terrain and Airport Terrain subscription is available from Jeppesen.
Available data includes:
The terrain and airport terrain databases are
required to be present for functions such as • Arrivals (STAR)
Synthetic Vision System (SVS), TAWS, and • Departure Procedures (DP)
TERRAIN-SVS. The standard terrain
• Approaches
database provides ground elevation with a 30
arc-sec resolution. The airport terrain provides • Airport Diagrams
additional resolution near most airports with a • NOTAMs
resolution of 9 arc-sec. A higher resolution
• Charts are geo-referenced (Airplane
terrain database is utilized with SVS that spotter displayed over chart where
provides continuous 9 arc-sec resolution. appropriate)
Obstacle ChartView key points:

The obstacle database provides identification • Activation by OEM or Service Center
of known obstacles greater then 200 ft AGL. • Updated by the end user via the Jeppesen
This database is also used with TAWS and database update process
TERRAIN-SVS. Obstacle data is available for
• Activation requires the use of an enable
the United States and for Europe.
card to be inserted into PFD1 with all
displays powered. Once activated, the
SafeTaxi unlock card becomes linked to the
SafeTaxi diagrams provide detailed taxiway, particular aircraft
runway, and ramp information at more than
900 airports in the United States. Jeppesen Navigation Database
The Jeppesen Navigation Database contains
the aeronautical data used by the GIFD
system for the flight management and flight
planning functions. Included is detailed data

31-40-34 December 2014
for waypoints, procedures (arrivals, Airport Directory Database key points:

departures, approaches), and airways. This • This data is stored on the database SD
Jeppesen database is updated every 28 days. cards
Aviation Database key points: • The feature is not configurable and can not
be enabled/disabled by the flight crew
• Updated by the end user via the Jeppesen
database update process • The SD cards in the MFD are searched for
the Airport Directory database at power-up.
• Navigation database is downloaded to a The feature is disabled if the Airport
single card (per the Jeppesen database Directory database is not present.
update process) and then loaded to the
internal memory of each GDU Additional SD Card Files
Airport Directory Database While not actually databases, the following
files can be added to the same SD card that
The Airport Directory Database resembles the
stores the databases.
paper version of the AOPA Airport Directory.
The data is accessed through the airport
Electronic Checklists
waypoint pages and includes detailed
supplementary information for airports in the Installation and updates of this file are
United States. Available data includes controlled by the OEM.
information on:
• Traffic Pattern altitudes OEM Diagnostics
• Runways (dimensions, surface, and Installation and updates of this file are
lighting) controlled by the OEM.
• On airport Fixed Base Operators (fuel
types, aircraft maintenance services, rental
car, and other services available)
• FSS and Weather contacts
• Navaids serving the airport
• Nearby lodging and restaurants

December 2014 31-40-35
Database Expiration Information databases do not match, the most recent valid
database is copied to each card in the system.
Figure 20 and Figure 19
The following databases are checked and
Database status can be seen on DU2 after synchronized:
power up. The same information can also be
viewed on the GTCs at any time. • Basemap
The G5000 system has an Automatic • SafeTaxi
Database Synchronization Feature that will • Airport Terrain
automatically transfer databases from a single
SD card to the SD cards on PFD and MFD to • Obstacle
ensure that all databases are synchronized. • Airport Directory (AOPA)
After power up the system compares all
copies of each applicable database. If similar • Terrain
LJ75_3140_0003
Fig. 19: Database Status on GTC 1 or GTC 2

31-40-36 December 2014
LJ75_3140_0005
Fig. 20: Database Status on DU 2
FAULT INDICATION
Table 2: SD Cards – CAS Messages
CAS MESSAGE LOGIC AND ASSOCIATED BUSES
DU 1 CARD BOT PFD1 lower card has been removed when GDU was powered
DU 2 CARD BOT MFD lower card has been removed when GDU was powered
DU 3 CARD BOT PFD 2 lower card has been removed when GDU was powered
DU 1 CARD TOP PFD1 upper card has been removed when GDU was powered
DU 2 CARD TOP MFD upper card has been removed when GDU was powered
DU 3 CARD TOP PFD2 upper card has been removed when GDU was powered

December 2014 31-40-37
Table 2: SD Cards – CAS Messages
CAS MESSAGE LOGIC AND ASSOCIATED BUSES
AVIONICS CONFIG At least one of the software/configuration/manifest system messages has been triggered
At least one software/configuration/manifest system message has triggered:
DB MISMATCH (nav db) GEA2 MANIFEST

DB MISMATCH (stby nav db) GEA4 MANIFEST
MANIFEST GSD2 MANIFEST
AUDIO MANIFEST GMA1 CONFIG
GFC MANIFEST GMA1 MANIFEST
PFD1 DB ERR DIG GMA1 MANIFEST
PFD1 CONFIG GMA2 CONFIG
PFD1 SOFTWARE GMA2 MANIFEST
PFD1 MANIFEST DIG GMA2 MANIFEST
PFD2 DB ERR GCU1 CONFIG
MFD1 CONFIG GCU1 MANIFEST
MFD1 DB ERR GCU2 CONFIG
MFD1 SOFTWARE GCU2 MANIFEST
MFD1 MANIFEST GMC CONFIG
PFD2 DB ERR GMC MANIFEST
PFD2 SOFTWARE XPDR1 CONFIG
PFD2 MANIFEST GTX1 MANIFEST
GTC1 MANIFEST XPDR2 CONFIG
GTC1 CONFIG GTX2 MANIFEST
GTC1 DB ERR GTS CONFIG
GTC2 MANIFEST GTS MANIFEST
GTC2 CONFIG GDL69 CONFIG
GTC2 DB ERR GDL69 MANIFEST
GIA1 CONFIG GDC1 MANIFEST
GIA1 MANIFEST GDC2 MANIFEST
GIA2 CONFIG GRS1 MANIFEST
GIA2 MANIFEST GRS2 MANIFEST
GSD1 CONFIG GWX CONFIG
GEA1 CONFIG GWX MANIFEST
GEA3 CONFIG GDL59 CONFIG
GEA1 MANIFEST GDL59 MANIFEST
GEA3 MANIFEST AHRS MAG DB SIMULATOR
GSD1 MANIFEST GDR/COM 3 CONFIG
GSD2 CONFIG GDR/COM 3 MANIFEST
GEA2 CONFIG GDR/COM 3 AUX MANIFEST
GEA4 CONFIG

31-40-38 December 2014
AVIONICS TECHNICAL TRAINING GUIDE CENTRAL COMPUTING SYSTEM
CENTRAL COMPUTING SYSTEM

(ATA 31-41-00)
OVERVIEW COMPONENT DESCRIPTIONS

Processing for the G5000 Avionics System
takes place in the integrated avionics units Integrated Avionics Unit (GIA)
and display units. They use an Ethernet-based Two GIAs function as the main communication
high-speed data bus (HSDB), to supply the hub to the G5000 system linking all LRUs with
primary interface between individual LRUs of the PFD and MFD displays. Each unit contains
the G5000 avionics suite. Each connection a GPS/WAAS receiver, VHF Com/Nav
between those sub-systems is a point-to- receiver, flight director, aircraft I/O interfaces,
point, full-duplex connection that uses and system integration microprocessors.
standard Ethernet technology and Garmin
proprietary protocols. The GIAs communicate directly with the
display units using a HSDB Ethernet
Each GIA is paired with the onside PFD via a connection. Software and configuration
HSDB connection. The GIA units settings are sent from the displays through the
communicate directly with each other via the GIAs to LRUs in the system. Both GIAs are
CAN protocol only if a system data path failure located forward of the instrument panel.
occurs.
COMPONENTS
The central computing system consists of:
• Integrated avionics units (GIAs) (2)
• Display units (GDUs) (3)

December 2014 31-41-39
SYSTEM OPERATION The integrated avionics unit main subsystem

handles inputs to and outputs from the
Figures 21, 22, and 23 integrated avionics unit in addition to
Each integrated avionics unit performs main performing various computations within the
processing functions that are computed by integrated avionics unit.
components on two separate, printed circuit
Each Display unit contains a Central Processor Unit
boards (PCBs) known as Main 1 and Main 2,
and 3D graphics processor.
the latter of which contains the main power
supply for the integrated avionics units. On power up each unit performs a self test. During
normal operation each display unit is continuously
These main processing components within the monitoring its operation including symbol
integrated avionics units are called the “GIA generator, synthetic vision operation, and database
Main” subsystem and are referred to as integrity.
integrated avionics unit 1 (left GIA) and
integrated avionics unit 2 (right GIA) in the
G5000 avionics system.
LJ75_3141_0001A
Fig. 21: G5000 Central Computing System Block Diagram

31-41-40 December 2014
LJ75_3141_0002
Fig. 22: Integrated Avionics Unit Block Diagram

December 2014 31-41-41
LJ75_3141_0003
Fig. 23: GDU 1400W Subsystem Architecture
FAULT INDICATION
Table 3: Central Computing System – CAS Messages

CAS MESSAGE LOGIC
GIA 1 FAIL GIA 1 has failed
GIA 2 FAIL GIA 2 has failed
GPS DATE MSCMP The dates in the GIAs differ by more than 2 days
GIA 1 temperature is too low or needs service or GIA 1

GIA 1 FAULT
overtemperature
GIA 2 temperature is too low or needs service or GIA 2

GIA 2 FAULT
overtemperature

31-41-42 December 2014
AVIONICS TECHNICAL TRAINING GUIDE ENGINE INDICATING AND
CREW ALERTING SYSTEM
ENGINE INDICATING AND CREW ALERTING SYSTEM

(ATA 31-51-00)
OVERVIEW COMPONENT DESCRIPTIONS

The engine indicating and crew alerting
system (EICAS) is the primary display for the Engine and Airframe Interface Units
engine instrumentation and some individual Figure 25
system parameters in relation to flight phase.
The EICAS also includes the crew alerting The four engine and airframe interface units
system (CAS) which notifies the flight or measure analog, digital, and discrete sensor
maintenance crew aurally and visually of inputs and drive annunciator outputs for the
aircraft changes which require action or airframe and engine systems. The interface
attention. units supply inputs to the DUs via the two
integrated avionics units.
A warning alert needs immediate pilot action,
a caution alert needs subsequent intervention, The interface units are micro-processor based
and an advisory indication needs pilot or input/output line replaceable units (LRUs) that
maintenance action at some point in time. inform the two integrated avionics units which
high-speed data bus (HSDB) packet to
populate for display on the DUs.
COMPONENTS
The four interface units are installed behind
Figures 24 and 25 the DUs. Unit 1 is installed behind DU 1; unit 2
• Engine and airframe interface units (GEAs) is installed behind DU 3; units 3 and 4 are
(4) installed behind DU 2.
• Serial data concentrators (GSDs) (2) Serial Data Concentrator Units

• WARN/CAUT switch/annunciators (2)
Figure 25
Associated Components The serial data concentrator units 1 and 2
include Ethernet interfaces which operate the
• Audio processor units (GMAs) (2) common HSDB protocol. Data on the HSDB
• Integrated avionics units (GIAs) (2) network has a source and destination. For
example, the serial data concentrator unit is
• Display units (GDUs) (3) the source for the digital electronic engine
• Engine signal conditioners (GSCs) (2) control (DEEC), and the DU is the destination
for the engine parameters display. Data is
dynamically routed through the systems from
• DU Reversion/Dimming Panel source to destination via the serial data
concentrator units (DCUs).
• Remote controllers (GCUs) (2)

December 2014 31-51-43
The two serial DCUs are installed behind DU

2. Serial DCU 1 is installed adjacent to the
engine and airframe interface unit 3. The
serial DCU 2 is installed adjacent to the
engine and airframe interface unit 4.
WARN/CAUT Switch/Annunciators
Figure 26
The two WARN/CAUT switch/annunciators,
installed on the glareshield in front of each
crewmember, alert of any unsafe system
operating conditions. This alerts the crew to
take the appropriate corrective action and
keep additional hazards to a minimum.
Red WARN annunciators are activated by the
CAS warning messages and initially flash
when triggered. When the master warning is
acknowledged by pushing either WARN/CAUT
switch/annunciator, both WARN annunciators
silence and the related CAS message stops
flashing and remains illuminated.
Amber CAUT annunciators are activated by
the CAS caution messages and initially flash
when triggered. When the master caution is
switch/annunciator, both CAUT annunciators
silence and the related CAS message stops

31-51-44 December 2014
ENGINE SIGNAL
CONDITIONER
ENGINE SIGNAL
CONDITIONER
A
B
C
D E E D
C C LJ75_3151_0001
E E
F
Detail A
Fig. 24: Flight Deck Component Locator (1 of 3)

December 2014 31-51-45
SERIAL DATA
CONCENTRATOR
SERIAL DATA
UNIT 1
CONCENTRATOR
UNIT 2
ENGINE AND INTEGRATED

AIRFRAME AVIONICS
INTERFACE UNIT 1 UNIT
INTEGRATED ENGINE AND

AVIONICS AIRFRAME
UNIT INTERFACE UNIT 2
ENGINE AND ENGINE AND

AIRFRAME AIRFRAME
INTERFACE UNIT 3 INTERFACE UNIT 4
(DISPLAY UNITS REMOVED FOR CLARITY)

Detail B
DISPLAY UNIT 1
DISPLAY UNIT 2
DISPLAY UNIT 3
LJ75_3151_0002
Detail C

31-51-46 December 2014
Integrated Avionics Units • Higher priority alerts within a class are

presented before lower priority alerts
Figure 25
• Priority assignments are consistent with
Two integrated avionics units are micro- AC 20-151A. Messages are queued
processor based input/output LRUs which such that no Class 2 messages are
communicate with the DUs via the HSDB. presented until all Class 1 messages are
From an EICAS perspective, the GIAs perform removed from the queue
the following functions: • Aural messages may or may not be
• Input/output processing associated with CAS messages
• The GIAs communicate with GDC Air • They may or may not be mutable and
Data Computer units, DME Distance they may or may not, by design, repeat
Measuring Equipment, GMU • These features of the aural message
Magnetometer units, GSA units for yaw, repertoire are generally message
pitch and roll information, GTA units for severity dependent and are defined in
horizontal stabilizer information and technical requirements document TRD-
GEA units for engine and airframe data 176-009 (M176 CAS Requirements)
• This information is received in formats • Fire Alerting/Squib monitoring functions
compatible with multiple data bus types previously performed by the Crew Warning
(RS-232, RS-485 and ARINC-429). Panel:
Much of this information is then
• The GIA triggers the lights, inputs are
forwarded to GDU 1 and GDU 3 using
from the GEAs and processing for this
the HSDB data busses.
function is done in the CAS master
• Forwarding of data from other data
acquisition units Display Units (DU1, DU2, and DU3)
• Data collected from GEA1 and GEA2 on Figure 25
RS-485 busses is forwarded to display
units DU1 and DU3 on the HSDB data The display units contain the processing logic
busses for EICAS. One display unit is the CAS
Master. Under normal circumstances, GDU 1
• Aural alert processing is handled by the is the CAS master. However, if GDU 1 fails,
GIA units GDU 3 immediately and seamlessly
• The aural alerting system separates transitions to the role of CAS Master. If GDU 3
aural alerts into two categories: Class 1 fails, then GDU 2 assumes the role of CAS
aural alerts have higher priority than Master. The CAS Master display determines if
Class 2 aural alerts and take an advisory, caution, or warning condition
precedence over Class 2 aural alerts exists, based on the inputs received by the
G5000 from the airplane systems conditioned
• Aural alerts within those priority classes by the CAS logic contained in the display
are prioritized relative to each other

December 2014 31-51-47
software and configuration data. The CAS respective engine monopole-signal generators
Master display unit continually tells the to digital signals used by the four engine and
remaining displays its current CAS status. The airframe interface units.
remaining displays operate in sync with that
One engine signal conditioner is used for each
CAS status irrespective of their own CAS
engine. Engine signal conditioner 1 (used for
processing. Each non–Master display unit
left engine) supplies outputs to interface
consistently maintains its own constant CAS
units 1 and 3. Engine signal conditioner 2
logic in case it is required to assume the role
(used for right engine) supplies outputs to
of CAS Master.
interface units 2 and 4.
The three DUs are identical and consist of a
The two engine signal conditioners are
14-inch (35.6-cm) diagonal display unit. The
installed in the aft fuselage at FS 597 RH.
EICAS primary display location is on DU 2. It
Engine signal conditioner 1 is installed below
also shows in the same configuration on the
the right aft power distribution panel (ADP);
left side of the DU 1 and DU 3 in any reverted
engine signal conditioner 2 is installed in front
format. If a DU failure occurs, the EICAS
of the right main battery.
shows as a 60/40 reversionary display.
Other aircraft system parameters also show Audio Processors
on the DUs. The display controls consist of:
The audio processor unit processes audio
• Two touch controllers, GTC 1 and GTC 2 signals as well as interfaces to all audio signal
• DU reversion/dimming control panel sources and destinations. Each unit integrates
NAV/COM digital audio, intercom system, and
• Pilot and copilot remote controllers marker beacon functions. Each unit
Refer to the electronic flight instrument system communicates with its onside GTC via the
(EFIS) section (31-61-00) for more details on HSDB and its cross-side integrated avionics
the DUs control and operation. unit via the RS-232 as a backup control path.
The audio processor 1 provides an interface to
The three DUs are installed side by side in the the pilot headset, and the audio processor 2
instrument panel. The two touch controllers provides the interface to the copilot headset.
(GTC 1 and GTC 2) are installed below the DU The two audio processors unit 36 share audio
2 on the tilt panel. The DU reversion/dimming signals as necessary on a direct connection
panel is installed in the center pedestal. The via a digital audio bus. The audio processor
pilot and copilot remote controllers are unit 36 utilizes digital audio technology, which
installed on the glareshield facia panel above allows mixing of audio from various sources.
the DU 1 and DU 3, respectively. The audio processor unit interfaces include
COM radios, NAV radios, as well as prioritized
Engine Signal Conditioners and mixed aural alerting.
Figures 25
The two engine signal conditioners convert the
N1 and N2 sinusoidal outputs from their

31-51-48 December 2014
CONTROLS AND INDICATIONS

Figures 26 and 30
The display controls consist of two touch
controllers GTC 1 and GTC 2, a DU reversion/
dimming control panel, and the pilot and
copilot remote controllers. They access the
EICAS related system pages in normal and
reversionary modes.
Normal Mode—The normal EICAS display
shows as a strip on the left side of DU 2 as
shown.
Reversionary Mode—EICAS information is
available in a 60/40 presentation during
reversionary mode and contains the same
information as the normal display EICAS strip
as shown.
The CAS knob is used to scroll through
multiple pages of CAS messages. DU
dimming is accomplished via the DU
reversion/dimming control panel. The EICAS
display format can be set on DU 2 or DU 3 via
the DU reversion/dimming control panel.

December 2014 31-51-49
WARN/CAUT
SWITCH/ANNUNCIATOR
REMOTE CONTROLLER
Detail D Detail E
TOUCH
CONTROLLER
L GTC1, R GTC2
DU REVERSION/
DIMMING PANEL
Detail F
LJ75_3151_0003B

BRT
DIM
PFD/ PFD/ PFD/
Detail G

31-51-50 December 2014
SYSTEM OPERATION • Cabin temperature
Figures 27, 28, 29, and 30 • Trims (pitch, aileron, and rudder)
Data from airframe and engine sensors are • CAS messages

gathered by four engine and airframe I/O units If a display failure occurs, the EICAS window
(GEAs), two data concentrator units (GDCs), may be recovered by reverting one or both of
and two integrated avionics computers (GIAs). the operating DUs to the primary flight display/
Data from GEA 1 and GEA 2 is sent to GIA 1 multifunction window (PFD/MFW) mode. The
and GIA 2 via RS-485. Data from GEA 3 and primary location is on the center DU 2 display.
GEA 4 is sent to GSD 1 and GSD 2 via The EICAS strip is then changed to a 60/40
RS-485. Data is sent from the GIAs and GSDs presentation and shows the same information.
to the GDUs via Garmin high-speed databus Refer to Figure 27 for the reversion mode
(HSDB). Each engine’s N1 and N2 signals are configuration displays.
first converted to a constant-amplitude
variable-frequency digital signal by an onside The synoptic pages are available on any DU
GSC signal conditioner prior to being routed to via the MFW. The synoptic pages show the
the onside GEAs. current status of the aircraft systems, including
the summary, electrical, hydraulic,
EICAS Display environment control, flight controls and doors,
and fuel system pages. Refer to Figure 28 and
The engine instruments (E/I) page is the 29 for synoptic page displays. Refer to related
primary EICAS display format and shows at all system descriptions for the display details.
times. This page includes the parameters that
follow:
• N1
• N2
• ITT
• Oil pressure
• Oil temperature
• Fuel flow
• Fuel quantity
• Landing gear position (blank when gears
are up and flaps at 0°)
• Spoilers position
• Flaps position
• Static air temperature (SAT)

December 2014 31-51-51
DEP APR ON REV

T/O 23.4 N1 104.0 MCR
87.5 MAN
IG N SYNC IG N
NAC 417 ITT 417 NAC
S SYNC S
T T
A 55.9 N2 102.0 A
R 70 OIL PSI 70 R
T T
57 OIL °C 57
150 FF PPH 150
TOTAL 6760 FUEL LBS
100 3330 1670
GEAR SPLR 10
FLAPS 0
SAT 12 °C CABIN 25 °C
FUEL XFLO TRIMS
L R CAB PRESS FAIL NDN
L R FWSOV FAULT
L R STALL WARN FAIL PIT
DEFUEL OPEN 9.5
RUD BOOST INOP
SPOILERS FAIL NUP
SEC TRIM FAIL AIL
PRI TRIM FAIL
FLAPS FAULT L 1
FLAPS FAIL
ICE DET FAIL
NWS FAIL RUD
L R ECS FAIL
R ENGCMPTR FAULT R 3
0 7
CAS Up CAS Dn
1250$/02'(í675,3
DEP APR ON REV GEAR SPLR 10 FLAPS 0

T/O 23.4 N1 104.0 MCR FUEL XFLO
87.5 MAN L R CAB PRESS FAIL
L R FWSOV FAULT
L R STALL WARN FAIL
SYNC NDN DEFUEL OPEN
IG N IG N RUD BOOST INOP
PIT
NAC 417 ITT 417 NAC SPOILERS FAIL
9.5 SEC TRIM FAIL
PRI TRIM FAIL
SYNC
LJ75_3151_0005
NUP FLAPS FAULT

S S
T 55.9 N2 102.0 T AIL FLAPS FAIL
A 70 70 A ICE DET FAIL
OIL PSI L 1 NWS FAIL
R 57 OIL °C 57 R
T T L R ECS FAIL
150 FF PPH 150 R ENGCMPTR FAULT
RUD
TOTAL 6760 FUEL LBS
100 3330 1670 R 3 CAS 0 7
5(9(56,21$5<02'(
35(6(17$7,21
Fig. 27: Normal and Reversionary Modes

31-51-52 December 2014
ELECTRICAL HYDRAULIC
28.2 ESS VOLT 28.0
28.0 EMER BUS VOLT 28.0
100 GEN AMPS 100
100 APU AMPS 0
AUX MAIN
35 BATT °C 38 EMER BATT °C 38
HYDRAULIC NORMAL
NORMAL
MAIN PSI 3000 B-ACUM PSI 2000
L HYD SOV OPEN R HYD SOV CLSD
FWSOV
MAIN HYD QTY NORM AUX HYD QTY NORM
ENVIRONMENTAL
CABIN TEMP 78 °C CABIN RATE + 600 FT/MIN
P P P
TEMP CONT
H
DELTA P 1.2 PSID
CAB CKPT CABIN ALT 1300 FT
C
MANUAL RATE + 500 FT/MIN
OXY QTY 669 LTR LDG ALT 2600 FT
2950 PSI
FLIGHT
PIT TRIM 8.5 SPLRS 60 NORM BRAKES
AIL TRIM R3 FLAPS 40 BRAKE XFLOW
ACCUM
RUD TRIM L2
2000 PSI
FUEL
TOTAL LBS 4340 EMER BRAKES GEAR SPLRS
FLAPS REVERSERS
L 1670 F 1000 R 1670
FUEL USED LBS 495
SUMMARY SYNOPTIC PAGE HYDRAULIC SYSTEM SYNOPTIC PAGE
ELECTRICAL ENVIRONMENTAL
L BATT EMER BATT R BATT
30 °C 30 °C 30 °C TEMP CONTROL OXYGEN
OXYGEN
QUANTITY
QUANTITY
L ESS EMER R ESS
28.5 V 28.0 V 28.3 V CABIN TEMP 75 °F 1750 LTR
H
100 A 50 A 100 A
CABIN COCKPIT
L R
GEN EXT APU GEN C
APU
PWR GEN
EMER BATT STATUS 50 1 2 4

.5 6
40 5
STATE OF CHARGE H INPUT CURRENT 5.2 A UP 1000 FT
30 DOWN / MIN
READY FOR DISPATCH Y OUTPUT CURRENT 150.2 A X 1000 FT .5 6

20 10 1 2 4
FAULT MAINTENANCE REQUIRED 15
CABIN RATE 600 FT/MIN
5000
LJ75_3151_0012
LEFT BATT STATUS RIGHT

RIGHT
BATTBATT
STATUS
STATUS CABIN ALT FT
MANUAL RATE 500 FT/MIN
STATE OF CHARGE H STATE OF CHARGE H
READY FOR DISPATCH Y READY FOR DISPATCH Y -1 0 1 4 5
6 7 8
9
READY FOR START Y READY FOR START Y 10 2 3 10
2 11
9 3 1 12
INPUT CURRENT 5.2 A INPUT CURRENT 5.2 A
8 4 0 13
OUTPUT CURRENT 100.2 A OUTPUT CURRENT 100.2 A 7 6 5 -1 X 1000 FT 14
FAULT FAULT
MAINTENANCE REQUIRED MAINTENANCE REQUIRED DELTA P 1.2 PSID LANDING ALT 2600 FT
ELECTRICAL SYSTEM SYNOPTIC PAGE ENVIRONMENTAL CONTROL SYSTEM (ESC)

(NORMAL DISPLAY) SYNOPTIC PAGE
Fig. 28: Aircraft Synoptic Pages

December 2014 31-51-53
FLIGHT / DOORS FUEL

TOTAL FUEL 4300 LBS
P P
40 40
0 0 1650 LBS 1650 LBS
0
8
20
40
FWSOV FWSOV
PIT TRIM RUD TRIM AIL TRIM 1000 LBS

NDN NL NR
LWD RWD
5.0 0 R2 SOV
NUP
APU
FUEL USED 1000 LBS
MAX WT LBS
TAKEOFF 20,500
LANDING 19,200
ZERO FUEL 16,000
FUEL QTY LBS
LJ75_3151_0013
L WING 1678
R WING 1676
FUSELAGE 2708
TOTAL 6062
FLIGHT CONTROLS SYSTEM AND FUEL SYSTEM SYNOPTIC PAGE

DOORS SYNOPTIC PAGE
Fig. 29: Aircraft Synoptic Pages (Continued)

31-51-54 December 2014
CREW ALERTING SYSTEM The CAS warning message goes off when the
fault is corrected.
Crew alerting is done by visual and aural
indications. Aural alerts are generated by the Amber is used for caution displays that need
two integrated avionics units and processed subsequent pilot attention. When a caution
by the two audio processor units. The message occurs, amber message flashes until
command to process an aural alert is sent acknowledged by pushing either WARN/CAUT
from the DU used as the alert master switch/annunciator and then becomes steady.
controller to both integrated avionics units. The CAS caution message goes off when the
Engine parameters and trim positions show as fault is corrected.
inverse video during an alert. CAS message White is used for advisory or status
shows in normal video on a black background information that needs pilot or maintenance
when posted steady. action at some point in time. When they occur,
The aural alerts are usually processed only by the white CAS message flashes for 5 seconds
the integrated avionics unit 1 unless the unit and then stays on steady.
fails. If the integrated avionics unit no.2 cannot
detect that the no. 1 is available, then the no. 2 Visual Alerts
will process the aural alerts. When multiple
Visual indications are supplied by the CAS
aural alert conditions are present, the alerts
messages and the related master WARN and
are queued, then processed in order of
CAUT annunciators.
priority. Each audio processor unit can be
configured to receive alert audio directly from Master WARN annunciators—The red
both integrated avionics units (via analog WARN annunciators use a split legend switch/
connections). The audio processor units can annunciator with the master CAUT
be configured to process alerts independent of annunciators. The annunciators supplement
the pilot-selected state of each unit, so that the red warning messages shown on the CAS
aural alerts are always heard. The two audio window. The master WARN annunciators flash
processor units can each be configured to when a warning condition occurs. The crew
pass aural alerts to the on-side pilot or copilot acknowledges the warning by pushing either
headset in the event of an audio processor master WARN/CAUT switch/annunciator,
unit failure via a failsafe analog path. causing the two WARN annunciators to
silence while the message/annunciator stops
Aural alerts are computer-generated male or
female voices and are pilot-selectable (male
voice is the default). The master WARN/CAUT switch/annunciators
go to their normal state and the WARN
Red is used for warning displays that need
annunciators come on again if another
immediate pilot attention. When a warning
warning occurs. The initial warning
message occurs, red message flashes until
annunciator, which is set on with the master
WARN/CAUT switch/annunciators, stay on as
switch/annunciator and then becomes steady.
long as there is an abnormal condition. The
warning alert system automatically resets if

December 2014 31-51-55
the abnormal condition self-corrects or is Once the aural alert commands are received
corrected. by the integrated avionics unit, it performs the
following functions:
Master CAUT annunciators—The amber
CAUT annunciators use a split legend switch/ • Keeps a prioritized queue of aural alerts to
annunciator with the master WARN be processed
annunciators. The annunciators supplement
• Generates a digital aural alert (tone/voice
the amber caution messages shown on the
alert) from the audio database stored in the
CAS window. Two master CAUT annunciators
integrated avionics units
flash when a caution is sensed, and the
relevant amber message also flashes on the • Sends digital/analog audio signals to the
CAS window. Pushing either master audio processor units; aural warnings are
WARN/CAUT switch/annunciator resets the heard through the crew headphones and
caution message. The related CAS caution cockpit speakers
message stops flashing and the two CAUT • Sends a discrete output signal to indicate
annunciators silence while the message/ when selected alerts are active; this inhibits
annunciator remains illuminated steadily. third-party audio sources when high-priority
The CAUT switch/annunciators go to their generated alerts (from the integrated
normal state and come on again if another avionics units) are active
caution is sensed. The initial caution • Reads an input discrete to inhibit the
annunciator, which is set on with the master generated alerts from the integrated
WARN/CAUT switch/annunciators, stay on as avionics units if a higher priority third-party
long as there is an abnormal condition. The audio source is also active
caution alert system automatically resets if the
abnormal condition self-corrects or is NOTE
corrected.
Aural alerts are heard per highest
Aural Alerts priority criteria. Once started, each
alert is heard through completion. The
Aural alerts are generated and prioritized by highest priority message not yet heard
each integrated avionics unit and then starts next.
processed by the two audio processor units.
The main alert logic is processed in the DUs
and aural alert commands are sent to each
integrated avionics unit. External to the DUs,
some aural alerts may also sound, such as the
AP disconnect tone which is generated by the
integrated avionics unit.

31-51-56 December 2014
LJ75_3151_00014
Fig. 30: Engine Indication System (EIS) Block Diagram

December 2014 31-51-57
Fig. 31: CAS Block Diagram LJ75_3151_00015
CAS Message Inhibit Modes Takeoff Inhibit

The Takeoff Inhibit is set active when all of the
Engine Starting following conditions are met:
The following caution CAS messages are • L Throttle >82% Thrust (discrete active)
inhibited during engine starting
• R Throttle >82% Thrust (discrete active)
• LR ESS BUS VOLTS
• L WOW Generic is true (on ground)
• LR GEN AMPS HIGH (2 min) (discrete active)
• APU AMPS HIGH (2 min) • R WOW Generic is true (on ground)
• EMER BUS VOLTS (discrete active)
• EMER BATT LOW (2.5 min) • L displayed airspeed is > 40 knots (Onside
selected filtered air data source)
• GEAR
• R displayed airspeed is > 40 knots (Onside
selected filtered air data source)

31-51-58 December 2014
The Takeoff Inhibit is cleared when any one The Landing Inhibit is cleared when any one
(or more) of the following conditions occurs: (or more) of the following conditions occurs:
• 30 seconds after the L WOW Generic • 30 seconds after the L WOW Generic
becomes inactive (in air) becomes active (on ground)
• 30 seconds after the R WOW Generic • 30 seconds after the R WOW Generic
becomes inactive (in air) becomes active (on ground)
• (L Throttle is idle or R Throttle is idle) & (L • (L Throttle is idle or R Throttle is idle) & (L
WOW Generic is active or R WOW Generic WOW Generic is active or R WOW Generic
is active) & (L ADC IAS ≤ 40 knots or R is active) & (L ADC IAS ≤ 40 knots or R
ADC IAS ≤ 40 knots) ADC IAS ≤ 40 knots)
• Aircraft is >400 ft. AGL (RAD ALT) • Aircraft is >400 ft. AGL (RAD ALT)
• Takeoff Inhibit has been active for 60 • Left and right displayed airspeed goes
seconds invalid.
• Left and right displayed airspeed goes • Radio Altimeter data goes invalid
invalid.
• Radio Altimeter data goes invalid
Landing Inhibit
The Landing Inhibit is set active when all of
the following conditions are met:
• L Gear Not Up (discrete not active)
• R Gear Not Up (discrete not active)
• L Throttle Not >82% (L Throttle >82% not
active)
• R Throttle Not >82% (R Throttle >82% not
active)
• L WOW Generic Not Active (in air)
• R WOW Generic Not Active (in air)
• Aircraft is ≤ 400 ft. AGL (radio altimeter)

December 2014 31-51-59
LJ75_3151_0016
LJ75_3151_0017
CAS LANDING INHIBIT ACTIVE
Fig. 32: CAS Takeoff/Landing Inhibits

31-51-60 December 2014
FAULT INDICATION
Table 1: Central Computing System – CAS Messages
CAS MESSAGE LOGIC
DAU 1 FAIL GEA 1 has failed
DAU 5 FAIL GSD 1 has failed
DAU 6 FAIL GSD 2 has failed
GSD temperature is too low or needs service or GSD 1 is over

DAU 5 FAULT
temperature
GSD temperature is too low or needw service or GSD 2 is over

DAU 6 FAULT
temperature

December 2014 31-51-61

31-51-62 December 2014
AVIONICS TECHNICAL TRAINING GUIDE CONFIGURATION MONITOR SYSTEM
CONFIGURATION MONITOR SYSTEM

(ATA 31-53-00)
OVERVIEW The non-mutable “CONFIGURATION” voice

The configuration monitor system is a function message is supplied to both pilots’
contained in the integrated avionics unit (GIA) headphones and the cockpit speaker. This
(ATA 31-41-00). This system is integrated alert continues to sound until the unsafe
with the EICAS (ATA 31-51-00) to provide the condition is corrected, the takeoff is aborted or
flight crew with aural and visual warnings the aircraft becomes airborne. This is a priority
when an unsafe condition exists. one message that is not mutable. The
The integrated avionics unit (GIA) generates configuration alert triggers when either throttle
the master warning tone (triple chime) and the is >82%, the aircraft is on the ground, and one
non-mutable voice message “Configuration” of the following conditions is met:
that are transmitted over the audio system to • Park brake is set
both flight crewmember’s headphones and the
cockpit speakers. • Flaps are not at 8 or 20 degrees
• Primary pitch trim position is outside of the
Associated Components acceptable takeoff range
The configuration monitor system includes the • Pitch trim bias switch is not in neutral
following: position
• Integrated avionics units • The absolute difference between the
primary trim position and the secondary
SYSTEM OPERATION trim position exceeds 1.1
• Aileron trim is outside of the acceptable
Table 4
range· Rudder trim is outside of the
The Takeoff Configuration Monitor System is acceptable range
used in conjunction with the Crew Warning • Thrust reversers are unlocked or deployed
System to provide aural and visual alerts on
the ground when an unsafe takeoff • Spoilers are not fully retracted
configuration exists. • Secondary pitch trim position is outside of
the acceptable takeoff range

December 2014 31-53-63
The sensor inputs for the takeoff configuration monitors inputs and the respective G5000
monitor system input into the GIAs and GEAs. LRU that processes the input.
Table 4 lists each of the takeoff configuration
Table 4: Takeoff Configuration Messages
LRU INPUT
SPOILER POSITION
LEFT T/R POSITION
GIA 1
LEFT THRUST > 82%
LEFT WOW GENERIC
RIGHT T/R POSITION

GIA 2 RIGHT THRUST > 82%
RIGHT WOW GENERIC
AILERON TRIM POSITION

GEA 1 PRIMARY PITCH TRIM POSITION
LEFT FLAP POSITION
RUDDER TRIM POSITION

GEA 2
SECONDARY PITCH TRIM POSITION
PITCH TRIM POSITION

GEA 3
PARKING BRAKE POSITION
The logic for the takeoff configuration monitor

resides in each of the GDUs (Display Units).
However, GDU 1 normally performs the
takeoff configuration monitor function. In the
event of loss of GDU 1, then GDU 3 assumes
the takeoff configuration monitor function. In
the event of loss of GDU 3 also, then GDU 2
assumes the takeoff configuration monitor
function.
When the takeoff configuration warning
activates there are additional associated cues
displayed to inform the crew of which
parameter exceedance(s) activated the
warning. These are listed below in Table 5.

31-53-64 December 2014
Table 5: Takeoff Exceedance Messages
ANNUNCIATION/CAS MESSAGE LOGIC
Either ailerson, rudder or pitch trim is not in takeoff band. Associated

TAKEOFF TRIM
out of band trim digits are displayed in red.
EMER/PARK BRK Park brake is set.
SPOILERS EXT Spoilers are extended.
PIT TRIM MSCMP Miscompare between primary and secondary pitch trim values.
PIT TRIM BIAS Pitch trim bias is not in neutral position.
UNL/DEP Above n1 display indicating thrust reversers are not stowed.
FLAP Digital readout indicating flaps are not at 8 or 20 degrees.
Table 6: Configuration Messages
THROTTLES ADVANCED,
PREVIOUS MESSAGE
“CONFIGURATION” VOICE MESSAGE ACTIVATED
Either ailerson, rudder or pitch trim is not in takeoff band. Associated

TAKEOFF TRIM
out of band trim digits are displayed in red.
EMER/PARK BRK Park brake is set.
UNL/DEP Unlocked or deployed indications are displayed above N1 on EICAS.
LR REV UNSAFE LIGHTS Left or right unsafe lights illuminate on the crew warning panel.
FLAP PARAMETERS Boxed in red.
SPOILER PARAMETERS Boxed in red.
SPOILERS EXT Spoilers extend.
PITCH, AILERON OR RUDDER Boxed in red.

TRIM PARAMETERS
(NOT IN TAKEOFF BAND)
PITCH TRIM BIAS Pitch trim bias.

December 2014 31-53-65

31-53-66 December 2014
AVIONICS TECHNICAL TRAINING GUIDE ELECTRONIC FLIGHT
INSTRUMENT SYSTEM
ELECTRONIC FLIGHT INSTRUMENT SYSTEM

(ATA 31-60-00)
OVERVIEW
The electronic flight instrument system (EFIS)
displays flight information for the pilot and
copilot. The EFIS is integrated with the engine
indicating and crew alerting system (EICAS) to
provide the crew flight monitoring indications
and caution, warning, and advisory messages,
which alert the crew to potential out-of-
tolerance parameters.
The flight data is provided through the primary
flight displays (PFD 1 and PFD 2) and the
multifunction display (MFD).
COMPONENTS
Figure 33
The EFIS is comprised of the following sub-
systems:
• Display units (GDUs) (3)
• Remote controllers (GCUs) (2)
• DU/reversion/dimming control panel
• Integrated avionics uits (GIAs) (2)
• P11 panel

December 2014 31-60-67
INSTRUMENT SYSTEM
DISPLAY
UNIT
REMOTE REMOTE
PILOT CONTROLLER CONTROLLER
COPILOT
DISPLAY DISPLAY
UNIT UNIT
LJ75_3160_0004A
TOUCH TOUCH
DISPLAY UNIT
REVERSION
DIMMING
PANEL
Fig. 33: System Components

31-60-68 December 2014
INSTRUMENT SYSTEM
COMPONENT DESCRIPTION There are two secure digital (SD) card slots in
the top right portion of the display bezels of
Display Units the display units.
See Secure Digital Cards (ATA 31-40-00) for
Figure 34
more information.
The GDU 1400W features a 14-inch light
emitting diode (LED) backlit widescreen
display with a 1280 x 800 resolution.
The unit installed on the left/pilot side is
designated as GDU1. In normal operations, it
shows a Primary Flight Display (PFD), and
may also show a display pane and a PFD.
The center unit is designated as GDU2. In
normal operations it shows the Engine
Indication and Crew Alerting System (EICAS)
display, in addition to one or two display
panes.
The unit installed on the right/copilot side is
designated as GDU3. In normal operations, it
shows a PFD, and may also show a display
pane and a PFD.
The GDUs communicate with each other, the
Touchscreen Controllers, and with the on-side
GIA 63W Integrated Avionics Unit (IAU)
through a High-Speed Data Bus (HSDB)
Ethernet connection.
There are 12 softkeys along the bottom bezel
of the display units (DUs). Depending on the
display mode, a subset of the softkeys may be
used. The softkeys shown depend on the
softkey level. Each softkey either controls a
specific item or accesses a lower level of
softkeys. For softkeys that provide a specific
control, the status of the control is
annunciated on the softkey label, either via an
on/off indicator or via text (for items where the
control has multiple states).

December 2014 31-60-69
INSTRUMENT SYSTEM
SD CARDS
SLOTS
LJ75_3160_0005
PFD SOFTKEYS
Fig. 34: Display Units (GDUs)

31-60-70 December 2014
INSTRUMENT SYSTEM
Touch Controllers MSG, FULL screen view, and ENTER. All

pages except for the HOME page have a
Figure 35 BACK key that goes back one page and a
The touch controllers provide access to a wide HOME key that goes back to the HOME
variety of system capabilities including control desktop page from anywhere. Each page on
of GDU display panes, Flight Management the desktop has a page title located at the top
System (FMS) functions, communications, center of the desktop area.
navigation, and surveillance systems, system The bottom section of the display is reserved
status, and setup. for labeling the current function of the physical
The unit installed on the left/pilot side is knobs. The table below defines the general
designated as GTC1, and the one installed on default functions performed by each control on
the right/copilot side is designated as GTC2. the GTC. The “label” column shows the label
Each Touch Controller communicates with the presented above the control on the display.
on-side GDU in addition to GDU2 using an The GTCs provide display control, com/nav
HSDB connection. tuning/display, audio control/display, TOLD
Each touch controller (GTC) uses one 8- data entry, and flight planning. The touch
position joystick with rotary knob and push controllers provide pilot interactivity within fully
capabilities, one dual-concentric knob with integrated units. Aural feedback for a valid or
push capability, and one small single knob invalid input is provided through headsets and
with push capability, often referred to as the speakers. Visual feedback for a valid input is
“volume” knob. provided on the touch controller. The aural
and visual feedback mechanisms provide
The top section of the GTC touchscreen is system acknowledgement to the pilot.
known as the “radio bar.” The radio bar, a
dedicated area, is always accessible on the The GTC pages are classified into three types
GTC and provides immediate access to COM of pages. These types define the relationship
tuning, transponder identification and tuning, between the GTC and MFW.
and selected audio functions.
The center section of the display is known as
the “desktop.” The desktop has a set of
“home” icons that primarily provide MFD and
GTC page navigation. The buttons and icons
shown in this area change as different GTC
pages are selected. The buttons and icons
control adjustments to settings, data entry, and
page navigation.
The bottom row of the desktop is the “button
bar” that is continuously displayed on all
desktop pages. The button bar provides the
location for buttons such as BACK, HOME,

December 2014 31-60-71
INSTRUMENT SYSTEM
The first type of page has no effect on the

MFW. The pages that are this type are:
• Satellite link
• Nearest waypoint information
• Utilities
• Flight
• plan
• PERF
• Procedures
• D–> (direct to)
The second type will automatically change the
MFW. The MFW will remain displayed
independently of the GTC page until another
MFW is selected. The pages that are this type
are:
• Map
• Charts
• Aircraft systems
• Weather
• Traffic
• TAWS
• CPDLC
Selecting the third type of page will
automatically change the MFW. Once this
page is exited, the MFW will retain the last
map selected. The only page that is this type
is the Checklist page.

31-60-72 December 2014
INSTRUMENT SYSTEM
Audio & COM1 MIC COM2 XPDR

RADIO BAR 5DGLRV 135.82 136.97 ALT
STBY STBY STBY

,QWHUFRP
118.00 MON 118.00 1200
Home
SCREEN TITLE
$LUFUDIW
0DS ChDrts Systems Checklist
í
:;5DGDU 7UDIILF 7$:6íA Services

6HWWLQJV
SCREEN
:D\SRLQW
1HDUHVW ,QIR Utilities CPDLC
D
)OLJKW3ODQ PERF PROC Direct To
BUTTON BAR
INIT 0HVVDJH Full
í5DQJH Pilot COM1 Volume COM1 Freq
3XVK3DQ Push:Squelch Push:1/2 HLD:XFR
LABEL BAR LJ75_3160_0007A
JOYSTICK/KNOB VOLUME CONTROL DUAL CONCENTRIC

CONTROL WITH SINGLE KNOB WITH KNOBS (DCK) WITH
PUSH FUNCTION PUSH FUNCTION PUSH FUNCTION
Fig. 35: Touch Controller

December 2014 31-60-73
INSTRUMENT SYSTEM
Remote Controllers CLR button—Erases information or cancels

an entry.
Figure 36
PROC button—Allows the pilot to select
The remote controller (GCU) is a panel- approaches, departures, and arrivals for the
mounted user interface which enables the flight plan.
flight crew to control the on-side PFD. The unit
installed on the left/pilot side is designated as ENT button (or push function of the dual
GCU1, and the one installed on the right/ concentric knobs)—Approves an operation
copilot side is designated as GCU2. Each unit or complete data entry.
is connected to the on-side GDU1 and to the PFD inner knob—Enters edit mode if the
GDU2 using an RS-232 connection. highlighted field is editable and the page is not
Two remote controllers provide secondary currently in edit mode and changes the
control for the touch controllers. The GCUs highlighted part of the field that is highlighted if
provide inset map panning and ranging, adjust the field is in edit mode.
the barometric setting, and access often-used PFD outer knob—Changes which field is
and high-workload flight planning functions highlighted if the page highlight is showing and
such as the active flight plan on the lower right the field is not in edit mode and changes the
inset window on the PFDs. The GCUs also edit cursor location within the field that is
control the MFD unit when it is operating in highlighted if the field is in edit mode.
reversionary mode and presenting primary
flight information. COM/NAV button—Displays a window which
allows the cursor to be moved onto the COM
The functions of the GCUs are as follows: or NAV frequencies to edit them.
Range/pan joystick—Changes the PFD inset
map range, selects fields, and controls the
map cursor.
BARO knob—Controls the barometric
pressure setting to aid in altitude calibration.
When the BARO knob is pushed, the
barometric setting reverts to standard. The
BARO function is displayed below the altitude
tape.
Direct to button—Provides access to the
direct-to function, which allows the pilot to
enter a destination waypoint and establishes a
direct course to the selected destination.
FPL button—Allows the pilot to create, edit,
activate, and invert flight plans, as well as
access approaches, departures, and arrivals.

31-60-74 December 2014
INSTRUMENT SYSTEM
INNER KNOB SELECTS

CHARACTER FOR
HIGHLIGHTED
CURSOR LOCATION
ALLOWS ENTRY OF
A DESTINATION
WAYPOINT AND
ESTABLISHES A
PUSH KNOB DIRECT COURSE
PUSH TO ERASE TO TURN THE TO THE DESTINATION
INFORMATION, SELECTION SELECTS/DESELECTS
CANCEL ENTRY, CURSOR COM/NAV RADIO
OR REMOVE MENUS ON/OFF TUNING MODE
ON THE PFD
CONTROLLER
TURN JOYSTICK
TO CHANGE
INSET MAP
RANGE TURN KNOB FOR
ALTIMETER
BAROMETRIC
PRESSURE
SETTING
PUSH TO VALIDATE OR
CONFIRM A MENU
SELECTION OR
DATA ENTRY
LJ75_3160_0008
OUTER KNOB PUSH TO DISPLAY PUSH TO DISPLAY

MOVES CURSOR FLIGHT PLAN IFR DEPARTURE
LOCATION AND INFORMATION PROCEDURES (DP),
SCROLLS THROUGH ARRIVAL PROCEDURES
INFORMATION LIST (STAR), AND APPROACH
PROCEDURES (IAP)
FOR A FLIGHT PLAN
OR SELECTED AIRPORT
Fig. 36: GCU Remote Controller

December 2014 31-60-75
INSTRUMENT SYSTEM
DU Reversion/Dimming Panel The NORM position for DU 1 and DU 3 is a full

PFD format. DU 1 and DU 3 can be
Figure 37 commanded to a 60/40 format independently
The DU reversion/dimming panel is the using their respective PFD/MFW control
primary operational control of the display position. Each DU switch control position is
format. Each DU outer control knob selects independent for each DU. In normal operation,
the OFF, NORM, and PFD/MFW of each DU. the DU 2 control position does not affect DU2
The inner DU knobs control dimming and the display format. If selected to PFD/MFW, a
AUTO setting. The GTC 1 and GTC 2 knobs white DU 2 PFD/MFW CAS message shall be
have an OFF through AUTO dim selection. posted.
The STBY INSTR knob allows selections from Reverted operation is defined as having any
DIM to BRIGHT. The SW/IND knob has two one or multiple display failures or adverse
selections, DIM and BRT. functionality. There is no auto reversion for the
The display format of the dimming panel is DUs from the NORM position. For a loss or
defined into two configuration operations: improper functionality on the DU reversion /
dimming panel, turn the DU outer control knob
• Normal OFF.
• Reverted
DISPLAY UNIT
REVERSION/
DIMMING PANEL

BRT
DIM
PFD/ PFD/ PFD/
LJ75_3160_0009A
Fig. 37: DU Reversion/Dimming Panel
Integrated Avionics Units P11 Panel

For EFIS functions, the GIAs prioritize and The P11 panel contains relays associated with
generate the aural alerts which are then switching for the EFIS system. P11 is located
processed by the audio processor units. forward of DU2.

31-60-76 December 2014
INSTRUMENT SYSTEM
SYSTEM OPERATION The EFIS also includes the displays that

follow:
Figures 38, 39, 40, 41, 42, and 44
• Flight Plan Profile Overlay
In normal operation mode, the PFD displays
graphical flight instrumentation (for example, • The profile view is an additional map
attitude, heading, airspeed, altitude, vertical displayed below the standard navigation
speed, static air temperature (SAT), AFCS and map on DU 2. This map is designed to
navigation status data, selected show relative vertical positioning of
communication data, etc). The MFD displays a terrain and objects relative to the aircraft
full-color moving map with navigation in order to increase vertical situational
information, as well as flight plan, weather, awareness.
traffic, and terrain information. The left portion • Electronic Charts
of the MFD is dedicated to the EICAS. Refer
to the related display source systems for all • Each DU independently provides
specific PFD and MFD displays. electronic Jeppesen charts (terminal
procedures charts). The charts show in
The multifunction window is primarily full color with high resolution. The MFD
displayed on the center display. However, the depiction shows the aircraft position on
MFD can be selected on either PFD when in the moving map in the plan view of
PFD/MFW mode. The center display (DU 2) approach charts and on airport
could show two MFDs at one time or a single diagrams. The ChartView database
large display MFD. This includes, but is not subscription is available from Jeppesen
limited to, charts, maps, weather, terrain, and the available data includes the
traffic collision avoidance system (TCAS), arrivals (STAR), departure procedures
flight planning, documents, synoptics, and (DP), approaches, airport diagrams, and
diagnostics. notices to airmen (NOTAMs). Charts are
The EICAS window shows full-time in the geo-referenced (an airplane spotter is
cockpit. The primary location is on the center shown over the chart where
display unit (DU 2). If a display failure occurs, appropriate).
the EICAS window can be recovered by • Activation of the Jeppesen ChartViews
reverting one or two of the DUs in operation to require the use of an enable card to be
the PFD/MFW mode. The EICAS strip is then inserted into the SD card slot on PFD 1
changed to a 60/40 presentation. Refer to with all displays energized. Once
(31-51-00) for the EICAS description and activated, the unlock card becomes
operation section. linked to the particular aircraft. The
navigation database is downloaded to a
single card (per the Jeppesen database
update process) and then loaded to the
internal memory of each DU.

December 2014 31-60-77
INSTRUMENT SYSTEM
• Moving Maps MFD Displays - Full/Half Mode Operation

• The moving map feature gives moving • The touch controllers give easily-
navigation maps in relation to an aircraft accessible MFD control to the pilot and
depiction. copilot. This area of the MFD includes
everything to the right of the EICAS display
• Digital Clock and Timer
and includes maps, flight planning, and
• GPS-synchronized clocks, with count-up systems information.
and count-down capabilities, are
• Certain buttons on the GTCs are
integrated into each PFD. Timers can be
associated with activating specific displays
set by the crew. Aural alerts activate
on the MFD. When one of these buttons is
when the time has expired.
touched on either GTC, the MFD shows a
• Angle of Attack (AOA) Depiction corresponding display.
• An on-side AOA depiction, presented in • After system power-up, the MFD shows the
a similar manner to the previous AOA Navigation Map Display and the Traffic
dials, are integrated into each PFD. Map Display in a side-by-side format in Half
• SafeTaxi mode. In Half mode operation, the left half
of the MFD (excluding the EICAS display),
• A safe taxi overlay gives greater map is associated with the GTC 1 (or pilot side);
detail when airports are viewed at close the right portion is associated with GTC 2
range. It can show taxiways with (or copilot side). Either GTC may be used
identifying letters/numbers, airport hot to select and control a display on its
spots, and airport landmarks including respective MFD.
ramps, buildings, control towers, and
other prominent features. Airport hot • In Half mode, the GTC 1 and GTC 2 retain
spots are outlined to caution pilots of independent settings for their respective
areas on airport surfaces where display, half being controlled, which allows
positional awareness confusion or greater flexibility. For example, both the left
runway incursions happen most often. and right MFD halves can give a Navigation
Map display, but with different map
• Aircraft Owners and Pilots Association orientations or overlay data based on the
(AOPA) Directory Display flight crew preferences on each half. During
• The airport directory gives an interface normal operation, the system continues to
via the MFD to AOPA directory operate in Half mode until Full mode is
information (facility hours of operation, selected on either GTC. The Full mode is
pattern altitude, runways, lighting, fixed- selected via the Full button in the GTC
base operators (FBOs), and other Button Bar. When the Full button is
information). touched, the related GTC MFD half display
expands to a full display.

31-60-78 December 2014
INSTRUMENT SYSTEM
• The GTC that enabled the Full mode has

the ability to change the selected display
settings while operating in Full mode with
the use of the Map Settings button.
However, either GTC joystick may be used
to adjust the map range or activate the map
panning function, when available. The
Label Bar on the GTC indicates the
availability of these functions.
• The system also automatically enters the
Half mode if the GTC which did not select
Full mode is used to select another MFD
display or if either GTC selects an MFD
display which can only be presented in Half
mode (such as the aircraft systems
displays).
• On the Home screen, the buttons on the
top row (Map, Traffic, Datalink Weather,
and TAWS-A) are each associated with a
corresponding map display on the MFD.
When one of these buttons is touched, the
MFD shows the associated map display
and the GTC button border is highlighted in
light blue to indicate the map associated
with the button is selected for display.
When returning to the Home screen, the
map associated with the highlighted button
is displayed.

December 2014 31-60-79
INSTRUMENT SYSTEM
A
ADI EICAS MFW ADI
INSET MAP HSI INSET MAP HSI

(DU 1-NORM) (DU 2-NORM) (DU 3-NORM)
MFW ADI EICAS MFW ADI MFW

LJ75_3151_0006A
HSI HSI
(DU 1-PDF/MFW) (DU 2-NORM) (DU 3-PFD/MFW)
Fig. 38: Normal Display Configurations

31-60-80 December 2014
INSTRUMENT SYSTEM
EICAS MFW ADI
INSET MAP HSI

(DU 1-FAIL) (DU 2-NORM) (DU 3-NORM)
EICAS ADI ADI MFW
LJ75_3151_0007A
MFW HSI HSI
(DU 1-FAIL) (DU 2-PFD/MFW) (DU 3-PFD/MFW)
Fig. 39: Display Unit 1 Failure Configurations
ADI ADI
INSET MAP HSI INSET MAP HSI

(DU 1-NORM) (DU 2-FAIL) (DU 3-NORM)
EICAS ADI ADI EICAS
LJ75_3151_0008A
MFW HSI HSI MFW

(DU 1-PFD/MFW) (DU 2-FAIL) (DU 3-PFD/MFW)

December 2014 31-60-81
INSTRUMENT SYSTEM
ADI EICAS MFW
INSET MAP HSI

(DU 1-NORM) (DU 2-NORM) (DU 3-FAIL)
MFW ADI EICAS ADI
LJ75_3151_0009A
HSI MFW HSI

(DU 1-PFD/MFW) (DU 2-PFD/MFW) (DU 3-FAIL)
ADI
INSET MAP HSI

(DU 1-NORM) (DU 2-FAIL) (DU 3-FAIL)
EICAS ADI
LJ75_3151_0011A
MFW HSI
(DU 1-PFD/MFW) (DU 2-FAIL) (DU 3-FAIL)
Fig. 42: Multiple Display Units Failure Configurations

31-60-82 December 2014
INSTRUMENT SYSTEM
LJ75_3160_0011
Fig. 43: MFW Controls – DU and GTC Failures

December 2014 31-60-83
INSTRUMENT SYSTEM
NAVIGATION MAP DISPLAY

EICAS MFW EICAS (FULL MODE)
(MFD-NORMAL DISPLAY) (MFD-FULL MODE DISPLAY)
Audio & COM1 MIC COM2 XPDR

Radios 135.82 136.97 ALT
STBY STBY STBY

Intercom
118.00 MON 118.00 1200
Home
NAVIGATION Map Charts

Aircraft
Systems Checklist
MAP DISPLAY
(CURRENTLY -20
SELECTED) WX Radar Traffic TAWS-A Services
Settings
Waypoint
Nearest Info Utilities CPDLC
TOUCH TO
D SELECT
HALF-MODE
LJ75_3160_0010
Flight Plan PERF PROC Direct To

OPERATION
Half
-Range+ Pilot COM1 Volume COM1 Freq
Push:Pan Push:Squelch Push:1/2 HLD:XFR
GTC-HOME PAGE
(NAVIGATION MAP AND FULL MODE CONTROLS)
Fig. 44: MFD and GTC Home Page Locator

31-60-84 December 2014
INSTRUMENT SYSTEM
SYSTEM INTERFACE
Interfaces
Display unit no. 1 interfaces directly with the
onside data concentrator, integrated avionics
unit, air data computer, and attitude heading
and reference unit.
Display unit no. 3 interfaces directly with the
onside integrated avionics unit, data
concentrator, air data computer, and attitude
heading and reference unit.
Display unit no. 2 interfaces directly with air
data computer no. 1 and attitude heading and
reference unit no. 1.
The touch controllers interface directly with the
onside audio processor units.
Cross-side interface is available for the
components of the EFIS system via the
high-speed databus.
In normal operation, GIA 1 and DU 1
communicate via HSDB and DU 1
communicates with GTC 1 via HSDB. In this
scenario GIA 1 and GTC 1 are in
communication via HSDB.
In case of a DU 1 power failure, the HSDB
wiring between GIA 1 and DU 1 gets rerouted
to GTC 1. In this scenario no data is lost from
GIA 1. This happens automatically via a relay
located in the P11 panel.

December 2014 31-60-85
INSTRUMENT SYSTEM
LJ75_3160_0012
Fig. 45: EFIS Architecture Block Diagram

31-60-86 December 2014
INSTRUMENT SYSTEM
Power
DU 1 is powered through a circuit breaker on
the L ESS AV bus on the pilot circuit breaker
panel. DU 2 is powered through a circuit
breaker on the EMER BATT bus on the pilot
circuit breaker panel. DU 3 is powered through
a circuit breaker on the R ESS AV Bus on the
copilot circuit breaker panel.
GTC 1 is powered through a circuit breaker on
the EMER BATT bus on the pilot circuit
breaker panel. GTC 2 is powered through a
circuit breaker on the R ESS Bus on the
The pilot remote controller is powered through
the L RMT CTRL circuit breaker on the left
essential bus. The copilot remote controller is
powered through the R RMT CTRL circuit
breaker on the right essential bus.
GIA 1 MAIN PRI circuit breaker (through the
cockpit miscellaneous relay panel) (P11) from
the left essential bus and via the GIA 1 MAIN
SEC circuit breaker from the emergency
battery bus on the pilot circuit breaker panel.

December 2014 31-60-87
INSTRUMENT SYSTEM
LJ75_3160_0013
Fig. 46: EFIS Power and Control (P24)

31-60-88 December 2014
INSTRUMENT SYSTEM
FAULT INDICATION
Table 7: EFIS – CAS Messages
CAS MESSAGE LOGIC
The monitoring function detected that DU1 CGP is not

DU1 FAULT
functioning correctly.

DU2 FAULT

DU3 FAULT
L RMT CTRL FAIL The left GCU has failed.
R RMT CTRL FAIL The right GCU has failed.
LR RMT CTRL FAIL Both GCU's have failed.
The format is restricted (reversion switch is in the wrong

DU2 PDF/MFW
position).
Posted to the CAS strip when any of the associated system

GTC MESSAGE
messages are posted to the GTC display

December 2014 31-60-89
INSTRUMENT SYSTEM

31-60-90 December 2014
NAVIGATION
TABLE OF CONTENTS
NAVIGATION
(ATA 34-00-00)
INTRODUCTION............................................................................................................... 1
STALL WARNING SYSTEM

(ATA 34-10-00)
OVERVIEW ....................................................................................................................... 3
COMPONENTS ................................................................................................................ 3
Angle-of-Attack Sensors.............................................................................................. 3
Static Inverters ............................................................................................................ 5
Stick Shakers .............................................................................................................. 6
ASSOCIATED COMPONENT DESCRIPTION AND OPERATION .................................. 8
Integrated Avionics Units (GIAs) ................................................................................. 8
Flap Position Indication Unit........................................................................................ 9
CONTROLS AND INDICATIONS ..................................................................................... 9
System Test .............................................................................................................. 12
AOA INDICATOR AMBER X........................................................................................... 14
PITOT-STATIC SYSTEM
(ATA 34-11-00)
OVERVIEW ..................................................................................................................... 15
COMPONENTS .............................................................................................................. 15
Pitot-Static Probes..................................................................................................... 15
Drain Valves .............................................................................................................. 16
Primary Pitot-Static System....................................................................................... 17
Standby Pitot-Static System...................................................................................... 17
Pitot Heat................................................................................................................... 17

NAVIGATION
RADIO ALTIMETER SYSTEM

(ATA 34-14-00)
OVERVIEW..................................................................................................................... 19
COMPONENTS .............................................................................................................. 19
Radio Altimeter Transceiver...................................................................................... 20
Radio Altimeter Antennas ......................................................................................... 20
SYSTEM OPERATION
CONTROLS AND INDICATIONS ............................................................................................... 20
Fault Indication.......................................................................................................... 23
Minimum Descent Altitude/Decision Height Alerting ................................................. 24
SYSTEM INTERFACES ................................................................................................. 24
Power ........................................................................................................................ 24
AIR DATA SYSTEM

(ATA 34-17-00)
OVERVIEW..................................................................................................................... 25
COMPONENTS .............................................................................................................. 25
Air Data Computers................................................................................................... 25
TAT Probe................................................................................................................. 26
CONTROLS .................................................................................................................... 28
INDICATIONS................................................................................................................. 28
AIRCRAFT INTERFACES .............................................................................................. 29
COMPARATOR ANNUNCIATIONS ............................................................................... 32
ELECTRONIC STANDBY INSTRUMENT SYSTEM (ESIS)

(ATA 34-24-00)
OVERVIEW..................................................................................................................... 35
COMPONENTS .............................................................................................................. 35
ESIS Display ............................................................................................................. 35
Magnetometer ........................................................................................................... 35
ASSOCIATED COMPONENT DESCRIPTION ............................................................... 35
Configuration Module ................................................................................................ 35

NAVIGATION

Self-Test .................................................................................................................... 38
SystemID Splash Screen .......................................................................................... 38
Alignment .................................................................................................................. 38
Normal Operating Mode ............................................................................................ 38
Controls ..................................................................................................................... 39
Indications ................................................................................................................. 39
SYSTEM INTERFACES.................................................................................................. 39
Power ........................................................................................................................ 39
Signal Interface ......................................................................................................... 39
Fault Indication .......................................................................................................... 41
ATTITUDE HEADING REFERENCE SYSTEM (AHRS)

(ATA 34-27-00)
OVERVIEW ..................................................................................................................... 43
COMPONENTS .............................................................................................................. 43
Attitude Heading Reference Units ............................................................................. 43
Magnetometers ......................................................................................................... 45
Indications ................................................................................................................. 46
Modes of Operation................................................................................................... 46
Power ........................................................................................................................ 46
Primary ...................................................................................................................... 47
Secondary ................................................................................................................. 47
Third Backup ............................................................................................................. 47
Additional RS-232 Interfaces..................................................................................... 47
Magnetometer Interfaces .......................................................................................... 47
RUNWAY/TAXIWAY SITUATIONAL AWARENESS

(ATA 34-31-00)
OVERVIEW ..................................................................................................................... 51
SD Card..................................................................................................................... 51

NAVIGATION
WEATHER RADAR SYSTEM

(ATA 34-42-00)
OVERVIEW..................................................................................................................... 53
COMPONENTS .............................................................................................................. 53
Weather Radar RTA.................................................................................................. 53
Inputs ........................................................................................................................ 55
Weather Radar System............................................................................................. 55
Display ...................................................................................................................... 56
Modes ....................................................................................................................... 56
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS II)

(ATA 34-43-00)
OVERVIEW..................................................................................................................... 59
COMPONENTS .............................................................................................................. 59
TCAS II Processor .................................................................................................... 61
TCAS II Antennas ..................................................................................................... 61
Touch Controllers...................................................................................................... 61
Transponders ............................................................................................................ 61
Modes of Operation................................................................................................... 61
Indications ................................................................................................................. 62
POWER .......................................................................................................................... 64
System Status ........................................................................................................... 65
TCAS II Failure Annunciations .................................................................................. 66
TCAS II Traffic Status Annunciations........................................................................ 66
TERRAIN AWARENESS WARNING SYSTEM (TAWS)

(ATA 34-45-00)
OVERVIEW..................................................................................................................... 67
TAWS-A .................................................................................................................... 67

NAVIGATION
Visual and Aural Warning Modes .............................................................................. 68

Reactive Windshear Detection .................................................................................. 70
TAWS Controls.......................................................................................................... 71
Synthetic Vision Technology ..................................................................................... 71
SVT Display on the PFD ........................................................................................... 72
FAULT INDICATIONS..................................................................................................... 76
VHF NAVIGATION SYSTEM

(ATA 34-51-00)
OVERVIEW ..................................................................................................................... 77
COMPONENTS .............................................................................................................. 77
VHF Navigation Antennas ......................................................................................... 77
VHF Navigation Splitter ............................................................................................. 78
Glideslope Antennas ................................................................................................. 79
Marker Beacon Antenna............................................................................................ 80
Marker Beacon Splitter.............................................................................................. 81
Remote Controllers ................................................................................................... 82
Indications ................................................................................................................. 83
VOR and Localizer Navigation .................................................................................. 83
Power ........................................................................................................................ 86
FAULT INDICATIONS..................................................................................................... 87
GLOBAL POSITIONING SYSTEM

(ATA 34-53-00)
OVERVIEW ..................................................................................................................... 89
COMPONENTS .............................................................................................................. 89
Integrated Avionics Units (GPS Module)................................................................... 89
GPS Antennas........................................................................................................... 89
AHRS ........................................................................................................................ 91
EICAS........................................................................................................................ 91
Indications ................................................................................................................. 91

December 2014 34-00-v
NAVIGATION
Displays..................................................................................................................... 92
Control....................................................................................................................... 92
DISTANCE MEASURING EQUIPMENT (DME) SYSTEM

(ATA 34-55-00)
OVERVIEW..................................................................................................................... 95
COMPONENTS .............................................................................................................. 95
DME Transceivers..................................................................................................... 95
DME Antenna............................................................................................................ 96
ATC TRANSPONDER SYSTEM

(ATA 34-56-00)
OVERVIEW..................................................................................................................... 99
COMPONENTS .............................................................................................................. 99
COMPONENT DESCRIPTION ..................................................................................... 101
ATC Transponders.................................................................................................. 101
ATC L-Band Antennas (ATC1, ATC2) .................................................................... 102
ATC Ident Switches................................................................................................. 103
Touch Controllers (GTC1, GTC2) ........................................................................... 103
Integrated Avionics Units ........................................................................................ 104
CONTROLS AND INDICATIONS ................................................................................. 104
SYSTEM OPERATION ................................................................................................. 105
General ................................................................................................................... 105
Standby Mode ......................................................................................................... 105
ON Mode................................................................................................................. 105
Altitude Reporting Mode.......................................................................................... 105
Ground Mode .......................................................................................................... 105
Flight ID................................................................................................................... 105
Acquisition Squitter ................................................................................................. 105
Extended Squitter.................................................................................................... 106
TCAS Interface........................................................................................................ 106
Suppression Signal ................................................................................................. 106
Power ...................................................................................................................... 106
FAULT INDICATION ..................................................................................................... 108

34-00-vi December 2014
NAVIGATION
AUTOMATIC DIRECTION FINDER (ADF) SYSTEM

(ATA 34-57-00)
OVERVIEW ................................................................................................................... 109
COMPONENTS ............................................................................................................ 109
ASSOCIATED COMPONENTS .................................................................................... 109
COMPONENT DESCRIPTION ..................................................................................... 109
ADF Receivers ........................................................................................................ 109
ADF Antenna........................................................................................................... 110
SYSTEM DESCRIPTION .............................................................................................. 110
SYSTEM OPERATION ................................................................................................. 110
Control..................................................................................................................... 110
Power ...................................................................................................................... 110

December 2014 34-00-vii
NAVIGATION

34-00-viii December 2014
NAVIGATION
NAVIGATION
(ATA 34-00-00)
INTRODUCTION The Learjet 70/75 navigation system includes

the following subsystems:
The navigation chapter consists of flight
environment data, attitude and direction, • Stall Warning System 34-10-00
independent position determining, dependent (27-31-00 in AMM)
position determining, and flight management. • Pitot/Static System 34-11-00
The flight environment data system provides • Radio Altimeter System 34-14-00
air data information and independent standby
instruments for backup information if the • Air Data System 34-17-00
primary systems fail. • Electronic Standby Instrument
The attitude and direction system provides System 34-24-00
attitude information and heading reference • Attitude Heading Reference System
information to the aircraft. 34-26-00
The independent position determining system • Landing and Taxiing Aids 34-30-00
provides information to the flight crew relative
to aircraft position, and is mainly independent • Runway/Taxiway Situational Awareness
of ground installation. 34-31-00
The dependent position determining system • Weather Radar System 34-42-00

provides information to the flight crew relative • Traffic Alert and Collision Avoidance
to aircraft position and is mainly dependent on System 34-43-00
ground installations.
• Terrain Awareness and Warning System
The flight management system provides flight 34-45-00
crew with centralized control of the navigation
• VHF Navigation System 34-51-00
sensors and convenient computer-based flight
planning using an extensive navigation • Global Positioning System 34-53-00
database and provide lateral and vertical
• Distance Measuring Equipment 34-55-00
navigation.
• Transponder System 34-56-00
• Automatic Direction Finder 34-57-00

December 2014 34-00-1
NAVIGATION

34-00-2 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE STALL WARNING SYSTEM
STALL WARNING SYSTEM

(ATA 34-10-00)
NOTE
In the Learjet 70/75 Maintenance Manual, the Stall Warning System is ATA 27-31-00.

The dual stall warning system contains two AND OPERATION
completely independent systems, one each
for the left side or pilot position and one for the Angle-of-Attack Sensors
right side or copilot position. The stall warning
Figure 1
system gives the crew an indication of
impending aircraft stall. A left and right angle-of-attack transmitter is
installed on each side of the fuselage in the
The stall warning system supplies signals for
pressurized compartment. Power for the
use by the visual indication system of low
transmitters is provided by onside static
speed awareness, approach angle-of-attack,
inverters. An angle-of-attack vane is attached
and the master warning system. The system
to each angle-of-attack transmitter. The
receives airspeed, altitude, and flap position
angle-of-attack transmitter measures the
information from aircraft systems, and
direction of airflow with respect to the fuselage
develops normalized angle-of-attack data
reference.
reference for display on EFIS.
Ice protection is provided by an electric heater
COMPONENTS located near the outer surface of each stall
vane. Power to the heaters is provided by
The stall warning system is comprised of the AOA circuit breakers located on the pilot and
following components: copilot circuit breaker panels.
• Angle-of-attack (AOA) sensors (2) The replaceable stall vane is designed such
that it will break away upon impact with flying
• Static inverters (2)
object such as birds, while being retained by a
• Stick shakers (2) hinge at its rear surface to prevent ingestion
by the engines. If replacement of the vane is
ASSOCIATED COMPONENTS required, it can be accomplished without the
need to remove or recalibrate the angle of
• Integrated avionics units (GIAs) (2) attack transmitter.
• Flap position indication unit

December 2014 34-10-3
NAVIGATION
ELECTRICAL
CONNECTOR
(REF)
AIRCRAFT SKIN
(REF)
ANGLE-OF- ATTACK
TRANSMITTER
LJ75_3410_0011a
(REF)
ANGLE-OF-ATTACK VANE
Fig. 1: Angle-of-Attack Sensors

34-10-4 December 2014
NAVIGATION
Static Inverters of attack vanes. Power is provided by the stall

warning circuit breakers on the pilot and
Figure 2 copilot circuit breaker panels.
Two static inverters are installed in the aft
nose avionics compartment and generate
26VAC 400Hz synchro reference signals for
use in determining vane position of the angle
STATIC INVERTER
ELECTRICAL
CONNECTOR
Fig. 2: Static Inverters LJ75_3410_0015

December 2014 34-10-5
NAVIGATION
Stick Shakers
Figure 3
A stick shaker is installed on each control
column. Operation of the impact stick shaker
imparts a combination of shake and knock to
the control column, simulating aircraft buffet by
the shake. The tactile effect thus produced is
sufficient to give the pilot proper warning.
The shaker consists of a 28 VDC motor drive
eccentric mass, arranged so that the mass
rotates around the striker assembly, to which it
is flattened through a pivot assembly. In
operation, the annulus housing the eccentric
mass and the attached motor are driven by
their reaction to the eccentric mass, to strike
opposite sides of the cylinder alternately,
making two such strikes for each rotation of
the eccentric mass.

34-10-6 December 2014
NAVIGATION
A
Detail A
CONTROL
COLUMN
(REF)
STICK SHAKER
MOUNTING
BRACKET
LJ75_3410_0002
STICK SHAKER
SAFETY
WIRE
ELECTRICAL
CONNECTOR
Detail B
Fig. 3: Stick Shakers

December 2014 34-10-7
NAVIGATION
ASSOCIATED COMPONENT Each GIA receives onside aircraft sensor data

DESCRIPTION AND OPERATION to perform its own independent stall warning
calculation, which provides visual cues (low
speed awareness and AOA indicators) on the
Integrated Avionics Units (GIAs) primary flight displays, an aural tone, and
Figure 4 activation of the pilot and copilot stick shakers.
The GIAs are installed forward of the The no. 1 stall warning computing function
instrument panel (refer to Chapter 31). resides in the integrated avionics unit no. 1.
The no. 2 stall warning computing function
resides in the integrated avionics unit no. 2.
LJ75_3410_0014
Fig. 4: GIAs

34-10-8 December 2014
NAVIGATION
Flap Position Indication Unit CONTROLS AND INDICATIONS

The flap position unit, located on the aft Figure 5
pressure bulkhead, gathers flap position from
The AOA indication is shown below the
the wing mounted RVDTs and provides flap
airspeed indication on the PFDs. Three
position information to the stall warning
display modes are available and accessed via
system.
the softkeys inside the PFD Settings menu:
Internal switches in the unit give the integrated
• AOA ON—Displays the AOA indicator on
avionics units logic for three different flap
the PFD
positions:
• AOA OFF—Removes the AOA indicator
• 0 to 8°
from the PFD
• 8 to 20°
• AOA AUTO—Displays the AOA indicator
• 20 to 40° on the PFD display automatically when the
AOA meets or exceeds 0.5°
LJ75_3410_0016A
AOA On
Fig. 5: AOA Indications

December 2014 34-10-9
NAVIGATION
SYSTEM OPERATION As the angle-of-attack increases, the stick

shaker produces a pulsating force that is
Figure 6 and Figure 7 transmitted to the control columns. As the
As aircraft angle-of-attack (AOA) changes, the shakers actuate, the aural voice warning
AOA vanes move, causing the angle-of-attack “Stall” will be repeated through the cockpit
transmitter to send a signal to the integrated speakers and headphones.
avionics units. The computer receives inputs As the airplane approaches the angle of attack
from the angle-of-attack transmitter and the air corresponding to a stall for the specific flap
data computers (ADC). The ADCs provide configuration, the low-speed awareness cue
altitude shift information to the integrated displays on both PFDs. Each LSA bar will
avionics unit. The integrated avionics units scroll up the airspeed tape on each display
sums inputs of AOA and altitude shift along and the top of the LSA bar will reach the
with flap position from the flap position indicator airspeed at the point of stall warning
indication unit. activation. These LSA cues indicate to the
The switches provide the integrated avionics crew of approaching stall warning prior to the
unit with logic for three (3) different flap warning activation and assist the crew in
positions: maintaining adequate stall margin. If the
autopilot was engaged, it will automatically
• 0 to 8° disconnect when the stall warning is triggered.
• 8 to 20°
• 20 to 40°
LJ75_3410_0017
Fig. 6: Stall Warning Indications

34-10-10 December 2014
NAVIGATION
GSD 1 GSD 2
PFD 1 PFD 2
Stall Warning Visual MFD Stall Warning Visual
Annunciations Annunciations
ADC 2
ADC 1
AoA 1
AoA 2
GIA 1 Flaps GIA 1
Input Switches
GEA 1
GEA 2 LJ75_3410_0013A
GMA 1
Stick Shaker 1 GMA 2 Stick Shaker 1
Fig. 7: Stall Warning System and Protection System Block Diagram

December 2014 34-10-11
NAVIGATION
System Test 2. Touch Stall. Button displays an animated

In Progress indication while a test is
Figure 8 occurring.
The system test function is controlled by the
touch controllers. Weight on wheels must be Cancelling an individual system test
asserted in order for system test to initiate. in progress:
The squat switch input is used to indicate 1. On the System Tests screen, touch the
when the airplane is on the ground. This signal button of the test indicating In Progress.
and the pilot-activated, self-test signal defeats Activation of the stall warning system test
the control column shaker ground operation causes the following to occur on the pilot and
inhibits. A 3-second time delay is provided so then the copilot side:
shaker activation will not occur immediately
following the aircraft on-ground condition. • Activation of the Master CAUT tone and
switchlights
The shaker is active immediately after lift off,
but the shaker, low speed awareness cue, • Left AOA needle sweeps from 0 (non-stall)
aural output, and standby AOA indications are to 1 (stall), turning red at the tick mark
all biased by 2° for 3 seconds to prevent value, then returning to the previous value
nuisance shaker at lift-off. at the conclusion of the sweep
• Momentary activation of the left shaker
Testing stall: when AOA is in the stall region
1. From Home screen, touch • Activation of the “Stall” aural warning
Aircraft Systems > Systems Selection >
System Tests.
Test Status
Annunciation
Gear System
Lights System Test Button
Test Button
Flaps System Anti-Ice System

Test Button Test Button
LJ75_3410_0012a
Fire Detection Stall System

System Test Button Test Button
Fig. 8: Aircraft System Tests Screen

34-10-12 December 2014
NAVIGATION
FAULT INDICATION airspeed signal, and flap position signal

when airspeed exceeds 100 kt with flaps at
Fault detection within any of the following 0°, it is possible for the weight-on-wheels
monitors will cause the stall warning fail output condition to be true.
to be asserted:
The dual stall warning system monitors itself
• Vane heater for valid operation, along with reasonableness
• AOA synchro continuity for all input signals, including:
• AOA synchro reference • Computation
• Air data computer • Loss of power
• Shaker output • Valid (present/within range) angle of attack
transmitter signal
• Stall vane heater fail
• Transducer heating element valid, along
• Internal execution with reasonableness for all input signals
• Squat switch reasonable is when the squat
switch is continuously compared to the
Table 1: Stall Warning System – CAS Messages
EICAS MESSAGE LOGIC
Posted when any of the following conditions occur on GIA no. 1 and/or GIA no. 2
In all four instances below, the Invalid parameter message indicates that the
parameter of interest failed to meet at least one of the following criteria: 1) the
parameter must be within range, 2) the parameter data must be determined to
not be corrupt, 3) the parameter must not be missing.
L/R STALL WARN FAIL
• Invalid left AOA
• Invalid left flap position indication signal
• Invalid left barometric altitude
• Invalid left IAS

December 2014 34-10-13
NAVIGATION
AOA INDICATOR AMBER X

Figure 9
Overlaid on the left or right AOA indicator.
Amber X overlays the AOA indicator when the
signal from the AOA transmitter is an invalid
value.
LJ75_3410_0018
Fig. 9: AOA Indicator Amber X

34-10-14 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE PITOT-STATIC SYSTEM
PITOT-STATIC SYSTEM
(ATA 34-11-00)
OVERVIEW The pitot-static probes contain the

pressure-sensing ports and tubing that
The pitot-static system includes two supplies pitot and static pressures to the air
subsystems: the primary and standby data computers and standby instruments.
pitot-static systems. Each probe consists of a strut, projecting the
The pitot-static system provides pressure probe several inches away from the fuselage
information (pitot and static pressure) directly to isolate it from pressure disturbances close
to standby instruments and to the air data to the fuselage. The baseplate contains
computers to support the flight crew electrical and pressure fittings.
instruments.
COMPONENTS
The pitot-static system consists of the
following:
• Pitot-static probes (3)
LJ75_3411_0001
• Drain valves (2)
AND OPERATION
Fig. 10: Pitot-Static Probes Location
Figures 10, 11, and 12
Pitot-Static Probes
Two pitot-static probes are located on each
side of the nose section, forward of FS162
between stringers 12 and 13. The standby
pitot-static probe is located forward of FS162
between stringers 8 and 9, R/H.

December 2014 34-11-15
NAVIGATION
Pitot pressure is sensed at an opening in the Drain Valves

forward end of the probe and two independent
sets of static pressure holes. These holes are The drain valves for the standby pitot-static
located in the contoured midsection of the system are located forward of FS162 on the
probe. Electrical heating elements prevent ice right side. The forward drain valve is the pitot
accumulation. Each probe produces a pitot drain, and the aft is the static drain.
pressure output designated P, and two static The valves drain accumulated moisture and
pressure outputs designated S1 and S2. are opened by depressing the bottom center
of the drain and rotating counterclockwise with
STATIC
LINE
a screwdriver. The valves are spring-loaded to
the closed position and are sealed with an
internal O-ring.
PITOT
LINE
ELECTRICAL
CONNECTOR
LJ75_3411_0002
PITOT / STATIC
PROBE
FLANGE
Fig. 11: Pitot-Static Probe

O-RING
LJ75_3411_0003
POPPET
Fig. 12: Drain Valve

34-11-16 December 2014
NAVIGATION
SYSTEM OPERATION Pitot Heat

Figure 13
Primary Pitot-Static System
All pitot-static probes contain a heater element
Figure 14 for protection against icing. The left and right
Two pitot-static probes, one on each side of primary pitot-static probe heating elements are
the nose section, provide primary pitot and controlled by the L PROBES and R PROBES
static pressure for ADC 1 and ADC 2. pitot heat switches located on the anti-icing
panel of the center pedestal and monitored by
The pitot sources of the primary pitot/static the heater monitors.
system are independent. The left probe head
provides pitot pressure for the ADC 1, and the The standby pitot-static probe heating element
right probe head provides pitot pressure for is controlled by the R PROBES pitot heat
ADC 2. switch located on the anti-icing panel, in the
same manner as the primary probes and is
The pilot and copilot static ports are also monitored by the heater monitors (refer to
cross-coupled such that each ADC is Pitot- Static System Anti-ice ATA 30-30-00 for
connected to static ports on both sides of the details).
aircraft to minimize errors due to sideslip.
$17,í,&(
Standby Pitot-Static System
/352%(6 5352%(6
The standby pitot-static system consists of a
pitot-static probe above the right side probe of
the primary system, two drain valves, and an OFF OFF
interconnected plumbing network.
The standby pitot-static system uses pure pitot L WSHLD R WSHLD
pressure from the tip of the probe and static
pressure from the forward static port and aft OFF OFF
static port of the probe to drive the ESIS.
The standby system is independent from the WING/STAB
primary system and provides a no-pilot action
reference to the primary system. ON
/1$& 51$&
LJ75_3411_0006
ON ON
Fig. 13: Probe Heater Switches

December 2014 34-11-17
NAVIGATION
LEGEND STANDY
PITOT/STATIC
PITOT SYSTEM PROBE
PILOT STATIC SYSTEM
COPILOT STATIC SYSTEM
A94
STANDBY STATIC SYSTEM PITOT
ESIS
(34-24-01)
STATIC 1
STATIC 2
A2
PILOT SECONDARY COPILOT
PITOT/STATIC AIR DATA PITOT/STATIC
PROBE COMPUTER PROBE
(34-17-01)
A1
PRIMARY
AIR DATA
COMPUTER
(34-17-01)
PITOT PITOT
STATIC 1 STATIC 1
LJ75_3411_0008
STATIC 2 STATIC 2
Fig. 14: Pitot-Static System Schematic

34-11-18 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE RADIO ALTIMETER SYSTEM
RADIO ALTIMETER SYSTEM

(ATA 34-14-00)
OVERVIEW
The radio altimeter system is primarily used
during the approach phase of flight to supply a
precise indication of aircraft altitude above
ground terrain. Information generated by the
radio altimeter system is displayed on the
primary flight displays (PFDs).
The radio altimeter system consists of a
transceiver and dual antennas.
COMPONENTS
LJ75_3414_0002
Figure 15
The radio altimeter system includes the
following:
• Radio altimeter transceiver
Fig. 15: Radio Altimeter Transceiver
• Radio altimeter antennas (2) and Antennas

December 2014 34-14-19
NAVIGATION
COMPONENT DESCRIPTION The radio altitude data is displayed on the

AND OPERATION PFDs in the bottom center of the attitude
sphere surrounded by a white box.
Radio Altimeter Transceiver Displays:
The radio altimeter transceiver is installed in • RAD ALT height above ground:
the LH aft nose avionics compartment. The • Display range is -20 to +2500 ft when
radio altimeter transceiver transmits a radio altitude is less than 2500 ft
reference signal to the ground through an
antenna, receives the reflected signal through • Display shall be blank when radio
the second antenna. altitude is greater than 2550 ft
The radio altimeter transceiver compares the • Display resolution is 5 ft from -20 to
two signals from the antennas to determine 200 ft and 10 ft if altitude is greater than
the aircraft altitude (up to 2500 ft). This 200 ft
information is then transferred to the data • Ground line graphical indication on the
concentrator to be displayed on the PFDs. altitude tape
• RA FAIL if RAD ALT data becomes invalid
Radio Altimeter Antennas
• TCAS FAIL and TAWS FAIL if RAD ALT
The radio altimeter antennas are installed on data becomes invalid
the bottom of the aircraft. The forward antenna
transmits and the aft antenna receives signals. Low altitude awareness is supplied for display
on the altitude tape. When radio altitude is
less than 550 ft, the lower portion of the
SYSTEM OPERATION
altitude tape will start to change color to
CONTROLS AND INDICATIONS brown. A horizontal line will be drawn across
Figures 16 and 17 the altitude tape at the transition point. The
shaded portion of the tape will rise for radio
The radio altimeter system is controlled by the altitude between 0 and 550 ft. At 0 ft, the entire
touch controller (GTC). The decision altitude lower portion of the altitude tape will be brown.
(DA) value can be set on the GTC by
selecting: The radio altimeter interfaces with TAWS,
landing gear position and warning system and
• Utilities from the HOME screen TCASII systems for radio altimeter input.
• Minimums As a backup function, the remote controllers
• Radio altimeter can be used to control RA minimums settings.
The PROC button can be used to set up an
RA MIN is displayed in cyan with white approach procedure, and RA minimums can
lettering on the PFDs. be set accordingly.

34-14-20 December 2014
NAVIGATION
LJ75_3414_0006
Fig. 16: Display

December 2014 34-14-21
NAVIGATION
P9
PILOT CB
PANEL
24-60-01
RAD
ALT
A26
RADIO ALTIMETER
TRANSCEIVER
34-14-01
28 VDC
A98
DATA
CONCENTRATOR
31-41-03
ARINC 429 TX ARINC 429 TX IN
ARINC 429 TX ARINC 429 TX IN
E3
RADIO ALTIMETER
TRANSMIT TRANSMIT ANTENNA
34-14-02
E4
RADIO ALTIMETER
RECEIVE RECEIVE ANTENNA
34-14-02
LJ75_3414_0007
GROUND
Fig. 17: Radio Altimeter System Electrical Control Block Diagram

34-14-22 December 2014
NAVIGATION
Fault Indication
Figure 18
If the radar altimeter data becomes invalid, a
yellow RA FAIL message is displayed in place
of the current radar height on the PFDs.
LJ75_3414_0005A
Fig. 18: RAD ALT Images

December 2014 34-14-23
NAVIGATION
Minimum Descent Altitude/Decision Setting the Baro/Radio Alt Minimum

Height Alerting Descent Altitude/Decision Height and bug:
For altitude awareness, a minimum descent 1. From the Home screen, touch Utilities >
altitude (MDA) or decision height (DH), based Minimums > Minimums.
on barometric or radar altitude, can be set. 2. Touch Baro, Temp Comp, or Radio Alt
When active, the altitude setting is displayed (OFF is selected by default).
to the lower left of the altimeter and with a bug 3. Use the keypad to enter the desired
at the corresponding altitude along the altitude from zero to 16,000 ft, and
altimeter (once the altitude is within the visible touch Enter.
range of the tape). The following visual When the radar altimeter is selected as the
annunciations alert the pilot when the aircraft altitude source for the minimum descent
is approaching the MDA/DH: altitude/decision height alerting function, the
• When the aircraft altitude descends to radar altimeter numeric display changes to
within 2500 ft of the MDA/DH setting, the yellow upon descent to or below this altitude.
BARO MIN or RA MIN box appears with Refer to the Minimum Descent Altitude/
the altitude in light blue text; the bug Decision Height Alerting discussion in this
appears on the altitude tape in light blue section for more information about this
once in range function.
• When the aircraft passes through 100 ft of

the MDA/DH, the bug turns white
SYSTEM INTERFACES
• Once the aircraft reaches the MDA/DH, the Power
bug and text turn yellow and the
“Minimums Minimums” aural alert sounds The radio altimeter receives power from a
2 amp circuit breaker tied to the left essential
Alerting is inhibited while the aircraft is on the
28 VDC bus located on the pilot circuit breaker
ground and until the aircraft reaches 150 ft
panel.
above the setting for the alert. If the aircraft
proceeds to climb after having reached the
MDA/DH, once it reaches 50 ft above the
MDA/DH, alerting is disabled.
The MDA/DH may be set from either PFD and
is synchronized on both PFDs. The function is
reset (set to Off when the power is cycled or
another approach is activated.

34-14-24 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE AIR DATA SYSTEM
AIR DATA SYSTEM

(ATA 34-17-00)

The air data system provides aircraft airspeed,
air temperature and altitude data for the Air Data Computers
primary flight displays, attitude and heading Figure 19
reference system, stall warning system,
autopilot, transponders, spoileron computer, ADCs 1 and 2 are located forward of the
cabin pressurization, digital electronic engine instrument panel.
control (DEEC), landing gear warning system, The ADC provides air data for flight
and flight management system. instrumentation. The system measures aircraft
The air data system receives aircraft static and static and impact pressure information from
impact pressure information from pitot-static pressure transducers and raw air temperature
pressure probes and raw air temperature from from an outside temperature probe. Using the
an outside temperature probe. With the raw raw data from the appropriate sensors, the
data from the appropriate sensors, the air data unit computes pressure altitude, vertical
computer (ADC) processes data from the speed, airspeed values, air temperature
pitot-static system and total air temperature information and density altitude. Aircraft
(TAT) probe. specific configuration parameters are stored
internally.
COMPONENTS The system provides pitot-static and
temperature-derived air data to the GIA
Figure 19 integrated avionics unit, GRS attitude heading
The air data system consists of: and reference sensor, and the GDU primary
flight displays.
• Air data computers (ADCs) (2)
• Dual element temperature probe (TAT)
• Primary pitot static probes (2)

December 2014 34-17-25
NAVIGATION
The ADCs provide the following information in equations that correct for changes in the
ARINC 429 format: measured air pressure. These changes in
pressure are due to disturbances created by
• Air temperature (total air temperature,
the aircraft in flight. Additionally, the ADC
outside/static air temperature)
supports installation-specific external sensor
• Corrected static pressure data such as angle of attack.
• Density altitude
TAT Probe
• Impact pressure uncorrected
The total air temperature probe is mounted on
• Indicated airspeed the right side of the aircraft located at FS138.
• Mach number The TAT probe is a dual-element temperature
probe that transmits total air temperature to
• Pressure altitude
the ADCs. The ADCs calculate the static air
• Total pressure temperature from the temperature sensor
input as a function of altitude and airspeed.
• True airspeed
The TAT probe heater is controlled by the
• Vertical speed
R PROBES pitot heat switch located on the
In addition to providing the functions listed pilot anti-icing panel and monitored by the
above, the ADCs are reduced vertical heater monitors. The heating elements are off
separation minimums (RVSM) capable. The when the aircraft is on ground (refer to
ADCs software implements airframe-specific ATA 30-30-00 for details).
static source error correction (SSEC)

34-17-26 December 2014
NAVIGATION
TAT
PROBE
LJ75_3417_0003
Fig. 19: Air Data Computer

December 2014 34-17-27
NAVIGATION
SYSTEM OPERATION CONTROLS

Figure 20 Selection of the air data source is controlled
via display softkeys on the DUs in
The air data system provides aircraft airspeed,
reversionary and normal mode.
air temperature, and altitude data for the EFIS
displays, attitude and heading reference Barometric pressure correction can be
system, stall warning system, autopilot, enabled or reset to a reference value for each
transponders, spoileron computer, cabin ADC using the push button labelled STD on
pressurization, digital electronic engine the associated remote controller. With baro
controller (DEEC), landing gear warning correction reset, the reference pressure is set
system, and flight management system. to 29.92 InHg (1013.24 hPa). With correction
enable the range provided is 22.0 InHg to
The system accepts static air pressure, total
32.0 InHg (724 hPa to 1083 hPa).
air pressure, total air temperature, several
discrete signals, and barometric set inputs. With baro correction enabled, each ADC will
The system performs the necessary receive the selected baro correction through a
computations and outputs the following air rotary knob labeled BARO on the associated
data values: remote controller. Rotating this control
clockwise will increment the baro reference
• Barometric altitude
pressure, and rotating the control
• Pressure altitude counterclockwise will decrement the baro
• Indicated airspeed (IAS) reference pressure. The baro reference
pressure is displayed on each DU.
• Mach number
The baro correction reference value on each
• Vertical speed (VS) DU can be displayed in either InHg or hPa via
• Maximum operating speed (VMO) DU PFD Settings softkey
• Static and total air temperature (SAT and INDICATIONS

TAT)
Air data is displayed on the EFIS system as
• True airspeed (TAS)
follows: vertical speed is shown on the vertical
speed tape; temperature is shown on the OAT,
ISA, and SAT windows; airspeed and Mach
number are shown on the airspeed tape;
altitude is shown on the altitude tape;
barometric correction is shown on the BARO
Setting window; and airspeed is shown on the
TAS window.

34-17-28 December 2014
NAVIGATION
AIRCRAFT INTERFACES • Weight on Wheels—Used to determine

mode of ADC operation
Figure 20
• Static Source Error Correction Disable—
Primary ADC 1 is provided via ARINC 429 to Permanently enabled
DU1, DU2.
• Source/Destination Identifier—Defines the
Primary ADC 2 is provided via ARINC 429 to position (LH [primary] or RH [secondary]) of
DU3. the ADC
Secondary ADC is provided via ARINC 429 to • TAT Probe Heat—Used to indicate to each
respective onside integrated avionics units ADC when TAT probe anti-icing heat is
that are converted to HSDB. selected
Additional RS-232 interfaces provide code • Baro STD—Used by STD Switch on
loads and product status to the integrated associated DU to disable or enable baro
avionics units. correction function
The ADCs provide pneumatic connections for • InHg/hPa—Used by BARO knob to select
pitot and static pressure from the pitot-static InHg or hPa for display
probes.
Each ADC provides the following output
The ADCs obtain air temperature data from discretes:
the air temperature probe compensating for
wiring resistance, Mach recovery factor, and • Overspeed Warning—Actuates overspeed
probe self-heating errors. warnings when speed trip point is reached
The ADCs obtain static air pressure and pitot • Gear Warning—Provides output to landing
pressure from the pitot-static probes. gear control and indication system
Each ADC provides one RS-232 bus interface • Gear Door Caution—Provides output to
to the avionics test connectors for ground gear door caution if doors are open over
testing and analysis. The test connectors are 200 KTS
mounted in the center pedestal. • Emergency Lighting Enable—Prevents
Each ADC accepts the following input airborne operation of the emergency lights
discretes: from the emergency battery (Figure 20)
• VMO/MMO Alt (Mach Trim Fail)—Allows for
the selection of the normal or alternate
curves for generating VMO/MMO. If mach
trim fails, the alternate MMO curve is
selected
• Unit Identification—Specifies aircraft type
and configuration during all modes of
operation

December 2014 34-17-29
NAVIGATION
P9 A1
PILOT CB PANEL ADC 1
24-60-01 34-17-01
ADC 1 28 VDC
A15
GROUND AHRS NO. 1
34-26-01
ARINC 429 OUTPUT ARINC 429 INPUT
A9
INT AVIONICS
UNIT NO. 1
31-41-01
SIGNAL GROUND SIGNAL GROUND
ARINC 429 INPUT ARINC 429 OUTPUT
RS-232 OUTPUT RS-232 INPUT
RS-232 INPUT RS-232 OUTPUT
A10
INT AVIONICS
UNIT NO. 2
31-41-01
ARINC 429 INPUT ARINC 429 OUTPUT M19

DU NO. 1
31-60-01
ARINC 429 INPUT
A19
SPOILERON
COMPUTER M20
27-60-02 DU NO. 2
31-60-01
ARINC 429 INPUT
LH PITOT TUBE
34-11-02
IMPACT PRESSURE IMPACT PRESSURE

SENSOR
E6
TAT PROBE
34-17-02
TEMP PROBE TEMP PROBE
RH STATIC PORT
34-11-02
STATIC PRESSURE STATIC PRESSURE

SENSOR
LJ75_3417_0005
LH STATIC PORT
34-11-02

SENSOR
Fig. 20: Air Data System Block Diagram (1 of 2)

34-17-30 December 2014
NAVIGATION
P9 A2
COPILOT CB ADC 2
PANEL 34-17-01
24-60-01
ADC 2 28 VDC
A16
GROUND AHRS NO. 2
34-26-01
A9
INT AVIONICS
UNIT NO. 1
31-41-01
SIGNAL GROUND SIGNAL GROUND
ARINC 429 INPUT ARINC 429 OUTPUT
RS-232 OUTPUT RS-232 INPUT
RS-232 INPUT RS-232 OUTPUT
A10
INT AVIONICS
UNIT NO. 2
31-41-01
ARINC 429 INPUT ARINC 429 OUTPUT M21

DU NO. 3
31-60-01
A19 ARINC 429 OUTPUT ARINC 429 INPUT
SPOILERON
COMPUTER
27-60-02
ARINC 429 INPUT
RH PITOT TUBE
34-11-02

SENSOR
E6
TAT PROBE
34-17-02
TEMP PROBE TEMP PROBE
LH STATIC PORT
34-11-02
LJ75_3417_0006

SENSOR
RH STATIC PORT
34-11-02

SENSOR
Fig. 20: Air Data System Block Diagram (2 of 2)

December 2014 34-17-31
NAVIGATION
COMPARATOR ANNUNCIATIONS
Miscompare Annunciations (PFD) No Compare Annunciations (PFD)
Annunciation Description Condition

Altitude Miscompare Difference in altitude sensors is > 200 ft
Indicated AirspeedIf both airspeed sensors detect < 60 kt, this is inhibited
Miscompare If either airspeed sensor detects > 60 kt, and the difference in sensors is > 5 kt
Heading Miscompare Difference in heading sensors is > 6°
Pitch Miscompare Difference in pitch sensors is > 5°
Roll Miscompare Difference in roll sensors is > 6°
Altitude No Compare No data from one or both altitude sensors

Indicated Airspeed No data from one or both airspeed sensors
No Compare
LJ75_3417_0007
Heading No Compare No data from one or both heading sensors
Pitch No Compare No data from one or both pitch sensors
Roll No Compare No data from one or both roll sensors
Fig. 21: Comparator Annunciations

34-17-32 December 2014
NAVIGATION
FAULT INDICATION
Table 4: Air Data System – CAS Messages
CAS MESSAGE LOGIC
ADC 1 FAULT Occurs when ADC 1 altitude or airspeed error correction is unavailable.
ADC 2 FAULT Occurs when ADC 2 altitude or airspeed error correction is unavailable.
ADC 1-2 FAULT Occurs when ADC 1 and 2 altitude or airspeed error correction is unavailable.
ADC 1 PATH FAIL Occurs on the ground with a failure of the primary path between ADC 1 and DU 1.
ADC 2 PATH FAIL Occurs on the ground with a failure of the primary path between ADC 2 and DU 3.
ADC 1 PATH FAIL Occurs in air with a failure of the primary path between ADC 1 and DU 1
ADC 2 PATH FAIL Occurs in air with a failure of the primary path between ADC 2 and DU 3

December 2014 34-17-33
NAVIGATION

34-17-34 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE ELECTRONIC STANDBY
INSTRUMENT SYSTEM (ESIS)
ELECTRONIC STANDBY INSTRUMENT SYSTEM (ESIS)

(ATA 34-24-00)
OVERVIEW Magnetometer
The ESIS is an integrated solid state standby Figure 23
system displaying attitude, altitude, airspeed
The magnetometer is located on a tray in the
and heading. The attitude data is sourced
stinger. The magnetometer is a remotely
from internal sensors; heading data is sourced
mounted device that provides the ESIS
from the standby magnetometer, altitude,
display with flight attitude and heading data.
airspeed and vertical speed is sourced from
the standby pitot-static probe.
ASSOCIATED COMPONENT
The electronic standby instrument system Configuration Module
consists of:
The ESIS includes a detachable configuration
• ESIS display
module that will contain sufficient non-volatile
• Magnetometer memory to retain identification codes that
describe specific hardware and software
ASSOCIATED COMPONENTS configuration of each installation, such as
panel angle and navigation interface, static
• Configuration module source error correction constants, and display
format configuration. When the standby
COMPONENT DESCRIPTION indicator is removed from the aircraft, the
configuration device remains in the aircraft
attached to the aircraft cable that mates with
ESIS Display
the indicator, thereby eliminating the need to
Figure 22 reprogram a replaced standby indicator LRU.
The ESIS display is located in the center of
the instrument panel below display unit 2.
The ESIS display provides aircraft pitch, roll,
and slip skid data derived from an internally
mounted 3-axis inertial sensor pack.

December 2014 34-24-35
NAVIGATION
AIRSPEED, MACH ALTITUDE

DISPLAY AREA DISPLAY AREA
ATTITUDE, NAVIGATION
HEADING DISPLAY AREA
LJ75_3424_0004
LIGHT MENU ADJUSTMENT

SENSOR BUTTON KNOB
Fig. 22: Electronic Standby Instrument

34-24-36 December 2014
NAVIGATION
LJ75_3424_0003
Fig. 23: Magnetometer–ESIS

December 2014 34-24-37
NAVIGATION
SYSTEM OPERATION Alignment

Figure 24 The ESIS is equipped with internal rate and
level sensors. The unit transitions from the
When powered up, the ESIS cycles through
system identification splash screen and
the following sequence:
begins aligning if no system failures are
1. Self test detected. When aligning, an ATT ALIGNING
2. System identification splash screen message shows above the aircraft reference
3. Sensor alignment symbol and a status bar tracks alignment
4. Normal operating mode progress. If on the ground, the display also
shows a DO NOT TAXI message.
NOTE
During alignment, navigational data is
If the unit is powered on in-air, the unit removed from the display and a heading
transitions directly to sensor alignment, invalidity may show in place of heading data at
showing attitude data (blue sky over the bottom of the display until alignment is
brown ground). complete. The menu can still be accessed
while the unit is aligning.
Self-Test When the unit is on the ground and stationary,
Application of power begins the unit’s attitude aligns to ±1° of vertical pitch and roll.
diagnostic of sensors, memory, and circuitry. When the unit is receiving valid heading data,
The self-test lasts for approximately the unit aligns to the following:
7 seconds. During this time the display
remains blank. Once the self-test is complete, • If on the ground and stationary, the heading
the display transitions to the system aligns to 2°
identification splash screen. • If in the air, the heading tape and readout
align to 10° where the flight path heading
SystemID Splash Screen is maintained within ±10°
The system identification splash screen shows • If in the air, the attitude aligns to 4°
the following information: vertical pitch and roll when the flight path
heading is maintained within ±10°
• System name and L-3 logo
• Aircraft type Normal Operating Mode
• Software version Once aligning is complete, the ESIS
• Firmware version transitions to normal operating mode.
If an error is detected during the initial
power-on self-test, the system identification
splash screen shows an error message.

34-24-38 December 2014
NAVIGATION
Controls Indications
The ESIS display has one push button ‘M’ and The normal operating screen displays the
a combined rotary/push knob. following:
The ‘M’ button is used to provide the ability for • Attitude (pitch and roll)
the pilot and maintenance to interface with the
• Heading (tape and digital display)
menu functions.
• Altitude (tape and digital display)
The rotary/push knob incorporates a push
function for press movement and rotational • Barometric setting (digital display)
function for rotational movement. The primary • Slip/Skid indicator
use of the knob is to synchronize and adjust
the baro-corrected altitude. The secondary • Airspeed (tape, digital display, and
use is to scroll and select menu selections and awareness cues)
to adjust menu selections.
The lighting controls for the ESIS display SYSTEM INTERFACES
consists of:
Power
• Bezel lighting control is completed via pilots
switch panel L INSTR switch Power is supplied to the ESIS display from
• Backlight lighting control is completed via the EMER BATT BUS, 28 VDC through the
DU/reversion/dimming panel STBY INSTR STBY INSTR circuit breaker on the pilot
switch circuit breaker panel.
• Offset brightness is controlled via ‘M’ Signal Interface

(menu) button on the unit:
Interfaces to external navigation systems will
• Push Menu button be provided through ARINC 429 input
• Rotate bezel knob to scroll to “Set channels supporting VOR, ILS, DME and FMS
brightness offset” interfaces. Specific configuration is selected
through configuration data stored in the
• Push bezel knob to initiate a change
detachable configuration module.

December 2014 34-24-39
NAVIGATION
P9 P5 P16
PILOT CB ESIS FWD RIGHT
PANEL 34-24-01 RELAY PANEL
24-60-01 30-30-01
28 VDC
STBY INSTR 28 VDC WOW ON GND CONFIG
MODULE (EEPROM
GROUND ACCESS)
A9
INTEGRATED A114
AVIONICS STANDBY
UNIT NO. 1 MAGNETOMETER
34-41-05 34-24-02
ARINC 429 NAV OUT ARINC 429 INPUT 28 VDC 28 VDC
RS-422 HEADING
RS-422 INPUT OUTPUT
P24 P3
DU DIMMING/ LH SWITCH
REVERSION PANEL PANEL
31-12-02 31-11-01
BACKLIGHT DIMMING BACKLIGHT DIMMING

PWR OUTPUT PWR INPUT
BEZEL LIGHTING LIGHTING
STANDBY PITOT
TUBE
STANDBY STATIC
PORT LJ75_3424_0006
Fig. 24: ESIS Block Diagram

34-24-40 December 2014
NAVIGATION
Fault Indication
Failure invalidities show when source sensor
data loss is detected.
LJ75_3424_XXXX
Fig. 25: ESIS Failure Indications

December 2014 34-24-41
NAVIGATION

34-24-42 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE ATTITUDE HEADING
REFERENCE SYSTEM (AHRS)
ATTITUDE HEADING REFERENCE SYSTEM (AHRS)

(ATA 34-27-00)

The attitude heading reference system Figure 26
(AHRS) provides aircraft inertial angular rates
and linear accelerations and magnetic Attitude Heading Reference Units
heading data to the fuel indicating system and
weather radar system. The AHRUs are located on the left and right
sides of the aircraft aft of FS126, WL4.74 in
the nose avionics bay.
COMPONENTS
The AHRU provides aircraft attitude and
The AHRS consists of the following heading information via ARINC 429 to both
components: the onside display unit and the onside
• Attitude heading and reference units integrated avionics units.
(AHRUs) (2) The AHRU contains accelerometers and rate
• Magnetometers (2) sensors and interfaces with the onside
magnetometer and the air data computers.
GPS information is obtained from the
ASSOCIATED COMPONENTS integrated avionics units.
• GDUs (3)
• Configuration modules (2)

December 2014 34-27-43
NAVIGATION
LJ75_3427_0003
Fig. 26: Attitude Heading Reference System

34-27-44 December 2014
NAVIGATION
Magnetometers The magnetometers are mounted on the left

and right outboard wings. The magnetometer
Figure 27 receives power directly from the onside AHRU
The magnetometers measure local magnetic and communicates with the AHRU using an
fields. Data is sent to the AHRU to determine RS-485 digital interface.
aircraft magnetic heading.
LJ75_3427_0004
Fig. 27: Magnetometer–AHRS

December 2014 34-27-45
NAVIGATION
SYSTEM OPERATION Reversionary

Figure 28 and 29 No GPS—No position, velocity, or time
available from the GPS.
Indications
Reversionary No Magnetometer
The following data is displayed on DU 1 and
DU 3. This information is displayed on DU 2 in No heading information is available from the
reversionary mode: magnetometer or internally from the AHRU
• Attitude Reversionary No Magnetometer

• Heading No Air Data
• Altitude No heading information is available from the
magnetometer or internally from the AHRU.
• Airspeed No airspeed, outside air temperature,
• Vertical speed pressure altitude, and rate of climb from the
air data computers.
• Outside air temperature
Modes of Operation SYSTEM INTERFACES
Normal Power
In normal mode all three internal AHRU Primary power to the no. 1 ARHU is supplied
functions (pitch, roll, heading) are available. through a circuit breaker on the L ESSENTIAL
BUS on the pilot side circuit breaker panel.
Requirements for normal operation are as Secondary power to the no. 1 AHRU is
follows: supplied through a circuit breaker on the
• At least one GPS input from the integrated EMERGENCY BUS copilot circuit breaker
avionics units panel.
• Magnetic Heading from the magnetometers Primary power to the no. 2 ARHU is supplied
through a circuit breaker on the R ESSENTIAL
• Airspeed
BUS on the copilot side circuit breaker panel.
• Outside air temperature Secondary power to the no. 2 AHRU is
supplied through a circuit breaker on the
• Pressure altitude and rate of climb from the
L ESSENTIAL BUS on the pilot circuit breaker
air data computers
panel.
The AHRS is controlled through the DUs via
softkey selection.

34-27-46 December 2014
NAVIGATION
Primary
AHRS 1 is provided via A429 to DU1, DU2.
AHRS 2 is provided via A429 to DU3.
Secondary
AHRS is provided via A429 to respective
onside integrated avionics units that are
converted to HSDB.
Third Backup
AHRS is provided via A429 to respective
cross-side integrated avionics units that are
converted to HSDB.
Additional RS-232 Interfaces

Provide code loads and product status to the
integrated avionics units.
Magnetometer Interfaces
• RS-232 from AHRU to magnetometer
• RS-485 from magnetometer to AHRU
• Magnetometer power provided by onside
AHRU

December 2014 34-27-47
NAVIGATION
P9 A15 A109
PILOT CB AHRS NO. 1 CONFIGURATION
PANEL 34-26-01 MODULE
24-60-01
CLOCK CLOCK
AHRS 1 DATA DATA
PWR PRIMARY PRIMARY PWR
P10
COPILOT CB
PANEL A29
24-60-01 MAGNETOMETER
NO. 1
AHRS 1 34-26-02
PWR SECONDARY SECONDARY PWR
(EMER BATT BUS) 56í,1 56í287
56í287 56í,1
PWR GND
M19
PILOTS D.U. A9
31-60-01 INTEGRATED
AVIONICS
UNIT
ARINC 429 IN NO. 1
34-41-05
ARINC 429 IN ARINC 429 OUT
56í,1 56í287
56í287 56í,1
ARINC 429 OUT

M19
DU NO. 2
31-60-01
A10
INTEGRATED
ARINC 429 IN
AVIONICS
UNIT
NO. 2
LJ75_3427_0001
34-41-05
A61 ARINC 429 IN ARINC 429 OUT

FUEL GAUGING 56í,1 56í287
COMPUTER 56í287 56í,1
Fig. 28: AHRS Block Diagram (Sheet 1 of 2)

34-27-48 December 2014
NAVIGATION
P9 A16 A110
PILOT CB AHRS NO. 2 CONFIGURATION
PANEL 34-26-01 MODULE
24-60-01
CLOCK CLOCK
AHRS 2 DATA DATA
PWR PRIMARY PRIMARY PWR
P10
COPILOT CB
PANEL A30
24-60-01 MAGNETOMETER
NO. 2
AHRS 2 34-26-02
PWR SECONDARY SECONDARY PWR
(EMER BATT BUS) RS-232 IN RS-232 OUT
RS-485 OUT RS-485 IN
PWR GND
A9
INTEGRATED
AVIONICS
UNIT
NO. 1
31-41-01
M21
DU NO. 3 ARINC 429 IN ARINC 429 OUT
31-60-01 RS-232 IN RS-232 OUT
RS-232 OUT RS-232 IN
A10
INTEGRATED
AVIONICS
UNIT
NO. 2
LJ75_3427_0005
31-41-01

FUEL GAUGING RS-232 IN RS-232 OUT
COMPUTER RS-232 OUT RS-232 IN
Fig. 29: AHRS Block Diagram (Sheet 2 of 2)

December 2014 34-27-49
NAVIGATION
FAULT INDICATION
Table 5: Air Data System – CAS Messages
CAS MESSAGE LOGIC
AHRS 1 BASIC AHRS 1 has lost TAS input
AHRS 2 BASIC AHRS 2 has lost TAS input
AHRS 1-2 BASIC AHRS 1 and 2 have lost TAS input
AHRS 1 FAULT At least one of the AHRS 1 system messages has been triggered
AHRS 2 FAULT At least one of the AHRS 2 system messages has been triggered
AHRS 1-2 FAULT Both AHRS have had at least one system message triggered

34-27-50 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE RUNWAY/TAXIWAY
SITUATIONAL AWARENESS
RUNWAY/TAXIWAY SITUATIONAL AWARENESS

(ATA 34-31-00)
OVERVIEW Designated hot spots are recognized at

airports with many intersecting taxiways and
The runway/taxiway situational awareness runways, and/or complex ramp areas. Airport
system consists of a Safe Taxi serial data hot spots are outlined to caution pilots of areas
enablement card. Safe Taxi provides alerts, on an airport surface where positional
indications, and visual cues to help the flight awareness confusion or runway incursions
crew maintain situational awareness and happen most often. Hot spots are defined with
avoid potential runway incursions during a magenta circle or outline around the region
ground and air operation in the airport of possible confusion.
environment.
During ground operations the aircraft position
is displayed in reference to taxiways, runways,
COMPONENT DESCRIPTION and airport features. When panning over the
airport, features such as runway holding lines
SD Card and taxiways are shown at the cursor.
Processing for the runway/taxiway situational
awareness system occurs within each display SYSTEM INTERFACE
unit independently. Inputs for this function are
Figure 30
the Safe Taxi database that resides on the
bottom SD card of each display. Inputs for this function are the Safe Taxi
database that resides on the supplemental
SYSTEM OPERATION database cards on each display unit.
The basic Safe Taxi feature gives greater map

detail when viewing airports at close range.
The maximum map ranges for enhanced
detail are pilot-configurable. When viewing at
ranges close enough to show the airport
detail, the map automatically reveals taxiways
with identifying letters/numbers, airport hot
spots, and airport landmarks, including ramps,
buildings, control towers, and other prominent
features. Resolution is greater at lower map
ranges. When the MFD display is within the
Safe Taxi ranges, the airplane symbol on the
airport provides enhanced position
awareness.

December 2014 34-31-51
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE RUNWAY/TAXIWAY
SITUATIONAL AWARENESS
Taxiway
Identification
Airport
Features
Aircraft
Position
Airport Hot
Spot Outline
LJ75_3431_0001a
Fig. 30: SafeTaxi Depiction on the Navigation Map Display

34-31-52 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE WEATHER RADAR SYSTEM
WEATHER RADAR SYSTEM

(ATA 34-42-00)

The weather radar system is a single-unit
radar used for atmospheric moisture detection Weather Radar RTA
and ground mapping. When the system is in The RTA is a 12-inch plate and is installed
the weather detection mode, it will detect and inside the radome on the forward side of
locate various types of inclement weather frame 1.
conditions along the flight path of the aircraft
and provide a visual-color display of storm Software and configuration is loaded through
intensities. When the system is used for PFD 1 via a serial data card. The RTA is a
ground mapping, the display will enable the solid state weather radar with 50-watt transmit
crew to identify coastlines, hilly or power. The RTA has a azimuth sweep range
mountainous regions, cities, or large of ±60° and a elevation sweep of ±30°.
structures. The display range is 2.5 to 320NM. The
The maximum permissible exposure limit weather radar system has supported features
(MPEL) is 11 ft for this radar. as follows:
• Weather target alert to annunciate the
COMPONENTS presence of significant weather
Figure 31 • Automatic range limiting
The weather radar system consists of: • Vertical scan
• Receiver/transmitter/antenna (RTA) unit • Altitude compensating tilt

• Pilot selectable receiver gain
• Ground mapping capability

December 2014 34-42-53
NAVIGATION
LJ75_3442_0001
Fig. 31: Weather Radar System

34-42-54 December 2014
NAVIGATION
SYSTEM OPERATION to the next higher/lower level. Gain is adjusted

by the slider on the GTC. Calibrating gain
Inputs button restores the gain to that corresponding
to actual intensity.
• Heading, pitch, and roll data is used to
Weather Alert—Indicates the presence of
support stabilization
heavy precipitation between the ranges of 80
• GPS ground speed is used to support and 320 NM regardless of the currently
ground clutter suppression displayed range. Weather alert targets appear
• Barometric altitude is used to support as red bands along the outer range ring at the
altitude compensated tilt approximate azimuth of the detected returns.
If weather alert is detected within ± 10° of the
• All data used by the weather radar system aircraft heading, a system message
is provided via HSDB “WEATHER ALERT- possible severe weather
Power is supplied to the RTA by the WXR ahead” is posted. this function is enabled/
circuit breaker on the copilots circuit breaker disabled by GTC softkey.
panel. Turbulence Detection—This function is
Power to the radar is provided by the right optional and available in weather mode only.
main avionics bus. Utilizes doppler radar out to 40 NM to both see
the precipitation along the radar beam. Allows
Weather Radar System the radar to measure how fast rain or hail is
moving toward or away from the radar. Does
Control of the weather radar system is not detect clear air turbulence. Beyond 40 NM,
provided by the touch controllers (GTCs). other techniques such as pulse pair
processing and 2D filtering are used in
Automatic Stabilization—Antenna tilt can be
addition to doppler for effective ground clutter
automatically stabilized based on pitch and roll
suppression. This function is enabled/disabled
data provided via HSDB. This function is
via the GTC.
enabled/disabled via GTC and is annunciated
on the weather map. Ground Clutter Suppression—This function
is an option and is available with an enable SD
Vertical Tilt—Manual adjustment of vertical tilt
card. Ground clutter is removed from the
via GTC joystick (push to enter bearing/tilt
display using doppler out to a range of 40 NM.
control mode). Graphical icon on MFD clarifies
Beyond 40 NM, other techniques such as
bearing/tilt control when in bearing/tilt control
pulse pair processing and 2D filtering are used
mode. Steps of 0.25° up to ± 15°. Direction
in addition to doppler for effective ground
DN/UP shown. Tilt value is stored across
clutter suppression. This function is enabled/
power cycles.
disabled via the GTC.
Gain Control—Changes the precipitation
Altitude Compensated Tilt (ACT)—Allows
intensity to be displayed as a color not
the ground weather radar to automatically
representative of the true intensity. Used to
change the pitch of the antenna based on the
determine how close the displayed intensity is

December 2014 34-42-55
NAVIGATION
aircraft height. The closest ground return is The weather radar system allows for four
used as a reference when the pitch change different scans to occur at the same time
occurs and the sweeping vertical angle (PFD1, PFD2, MFD left pane, MFD right
remains unchanged. This function is enabled/ pane). Sync scan allows the crew to
disabled via the GTC. synchronize or separate control between
displays.
Scanning—Horizontal scanning is the default
mode at power up. When paired with sector
scan, allows the crew to select from 20,40, Modes
60,90, and full (120). Full is the default at Weather—Airborne weather detection
powerup. This function is selected via the
GTC and annunciated on the MFD. Vertical Ground map—Presentation of terrain or
scanning allows for crew selection of select an detection of water boundaries
azimuth (bearing) and scan a storm cell to Standby—Switches to this mode
other area vertically. Sector scan of 60 (±30) is automatically on landing
always used. Bearing can be selected in
one-degree increments left and right using the Test—Generates a test pattern
GTC joystick (push to enter bearing/tilt control Weather/turbulence—Provides both weather
mode). and turbulence detection features
Weather Attenuated Color Highlight
(WATCH)—Determines areas of possible SYSTEM INTERFACE
inaccuracies in displayed intensity due to
Figure 32
weakening (attenuation) of the radar energy
due to intense precipitation, or distance. The AHRS provides stabilization input to the
Displays grey shading in areas where the RTA. Control interface between the RTA and
intensity of returns is suspect. This function is cockpit controller is through a private line
enabled/disabled via the GTC. serial data bus.
Range—Function is controlled by turning the Video data is transmitted from the RTA to the
GTC joystick. Range markers show up on the display units and control data will be
radar map. Range supported up to 320 nm. transmitted from the flight management
Range values are stored across power cycles. computers through private line serial data
busses.
Display The serial control interface (SCI) connects the
In weather mode, the system displays RTA and the flight management computers.
precipitation in black, green, yellow, and red. The picture buses (WXPD) connect the RTA
In ground map mode, the system displays and the display units.
different reflections in black, light blue, yellow,
magenta, and blue. Weather overlay is
available on the main map. The overlay is
mutually exclusive with datalink radar and
terrain overlays.

34-42-56 December 2014
NAVIGATION
A80
P10
COPILOT CB TOUCH
PANEL CONTROLLER NO. 1
íí íí
HSDB
WXR
HSDB
A22 A79
WEATHER RADAR TOUCH
íí CONTROLLER NO. 2
íí
28 VDC HSDB
HSDB HSDB
A98 M20
DATA CONCENTRATOR DISPLAY UNIT NO. 2
UNIT NO. 2 íí
íí
HSDB
HSDB HSDB
HSDB HSDB
HSDB HSDB
A99 M21
DATA CONCENTRATOR DISPLAY UNIT NO. 3
UNIT NO. 1 íí
íí
HSDB
HSDB
HSDB
HSDB HSDB
A10
INTEGRATED AVIONICS
UNIT NO. 2
íí
HSDB
M19
DISPLAY UNIT NO. 1
íí
HSDB
HSDB
HSDB
LJ75_3442_0002A
A10
INTEGRATED AVIONICS
UNIT NO. 1
íí
HSDB
Fig. 32: Weather Radar System Block Diagram

December 2014 34-42-57
NAVIGATION
FAULT INDICATION
Table 6: Weather Radar System – CAS Messages
CAS MESSAGE DESCRIPTION
WX RADAR FAULT The GWX failed or needs service
GTC MESSAGE WX alert – possible severe weather ahead

34-42-58 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE TRAFFIC ALERT AND COLLISION
AVOIDANCE SYSTEM (TCAS II)
TRAFFIC ALERT AND COLLISION

(ATA 34-43-00)
OVERVIEW COMPONENTS
TCAS II is an airborne traffic alert, collision Figure 33
avoidance, and resolution advisory system.
The TCAS II system consists of the following:
The TCAS II system operates in conjunction
with the transponder to interrogate the • TCAS II processor
transponders of other aircraft and monitor their • TCAS II antennas (2)
replies.
TCAS II tracks and continuously evaluates the ASSOCIATED COMPONENTS
threat potential of the responding aircraft and
displays them on display unit no. 2. During Touch controllers (2)
threat situations, TCAS II provides traffic
advisories and resolution advisories to assist
the pilot in avoiding midair collisions.

December 2014 34-43-59
NAVIGATION
C
A
Detail A
Detail B
LJ75_3444_0001
Detail C
Fig. 33: Traffic Alert and Collision Avoidance System

34-43-60 December 2014
NAVIGATION
COMPONENT DESCRIPTION ASSOCIATED COMPONENT

DESCRIPTION
TCAS II Processor
Figure 33 Touch Controllers
The TCAS II processor is located in the nose TCAS II is controlled through the touchscreen
compartment at approximately FS126. The controllers using the Traffic and corresponding
processor interfaces with the TCAS antennas, Settings button. The Settings button controls
controls, displays and other aircraft systems. symbols and range.
The TCAS II processor transmits transponder
interrogation signals and monitors all replies. Transponders
The range, bearing and closure rate of the
The TCAS II system includes two diversity
responding aircraft are then computed.
Mode S transponders which provide
If a responding aircraft is equipped with an enhanced surveillance and two-way
altitude reporting transponder, its altitude and communications capability for ATC and TCAS
vertical speed are also determined. operations. It has antenna diversity from the
directional antennae enabling receipt of coded
TCAS II Antennas signals containing information such as aircraft
identity, altitude, and data messages from
Figure 33 ground stations or other aircraft, and
The TCAS II antennas are located along the transmitting coded replies. Only one
centerline of the fuselage. The antennas are transponder is operational at any one time;
installed on the top and bottom of the aircraft the other acts as a backup and is selectable at
to prevent intruder aircraft from being shielded any time by the crew.
by the airframe.
The TCAS II antennas are located on the top SYSTEM OPERATION
and the bottom of the aircraft. Each antenna is
a four element, vertically polarized, monopole Modes of Operation
array that can transmit in any direction as
The system operational modes are TA/RA,
selected, and receive from all directions
TA-only or Test Mode. The TA/RA mode is the
simultaneously.
normal operating mode, displaying information
of aircraft in the surrounding airspace and
generating traffic advisories or resolution
advisories as conditions demand.
In TA-only mode, resolution advisories are not
generated and traffic information only is
displayed.
Test Mode, when selected, will confirm correct
operation of the TA, RA, and aural advisories.

December 2014 34-43-61
NAVIGATION
Indications vertical speed indicators, on DU1 and DU3. A

green arc indicates the range of vertical speed
Figures 34, 35 and 36 to be maintained and a red arc indicates the
Responding aircraft are displayed on display range of vertical speed to be avoided.
unit no. 2 (DU2) as colored symbols
positioned to depict their relative bearing and TrDI¿F6\PERO 'HVFULSWLRQ
distance. If available, their altitudes are also
displayed along with arrows to denote climb or Non-Threat TrDI¿F
descent rates of greater than 500 ft per
minute. The vector line that extends beyond
the point of the traffic arrow is just further Proximity Advisory (PA)
indication of the intruder aircraft track.
When TCAS II calculates that a responding TrDI¿F Advisory (TA)
aircraft is on a conflicting path, it issues an
aural traffic advisory to alert the flight crew that
closing traffic is in the area. If the intruder TrDI¿F $GYLVRU\2II6FDOH
continues to close, TCAS II will issue a visual
and aural resolution advisory to maintain safe
5HVROXWLRQ Advisory (RA)
vertical separation. If the intruding aircraft is
LJ75_3443_0001
also equipped with TCAS II, both resolution
advisories will be coordinated using the Mode 5HVROXWLRQ $GYLVRU\2II6FDOH
S transponder data link.
Visual resolution advisories are displayed as Fig. 34: TCAS II Traffic Symbol Description
red or green arcs on the perimeter of the
1R)O\3LWFK&XH
)O\7R3LWFK
&XH
5$$QQXQFLDWLRQ
)O\7R9HUWLFDO
6SHHG5DQJH
1R)O\9HUWLFDO
T$$QQXQFLDWLRQ 6SHHG5DQJH
LJ75_3443_0002
Inset TUDI¿F0DS
'LVSOD\V:KHQ7$
RU5$LV'HWHFWHG
Fig. 35: Traffic Annunciation with Resolution Advisory (PFD)

34-43-62 December 2014
NAVIGATION
Climb Descend
Maintain, Don’t Climb Maintain, Don’t Descend
LJ75_3443_0003
Maintain, Don’t Climb and Don’t Descend Adjust Vertical Speed
Fig. 36: Example Resolution Advisory Displays

December 2014 34-43-63
NAVIGATION
POWER
Figure 37
Power is supplied to the TCAS II processor
through a 3 amp circuit breaker on the copilot
CB panel. The TCAS circuit breaker is
powered by the right main AV bus.
P10 $
COPILOT CB TCAS ll
PANEL íí
íí
TCAS 28 VDC
28 VDC
PWR GND
A33
TRANSPONDER
NO. 1
íí
ARINC 429 OUT ARINC 429 IN

DATA
CONCENTRATOR
NO. 1
íí
HSDB IN HSDB OUT

HSDB OUT HSDB IN
A99
DATA
CONCENTRATOR
NO. 2
íí
A34
HSDB IN HSDB OUT
TRANSPONDER
NO. 2
HSDB OUT HSDB IN
íí
ARINC 429 OUT ARINC 429 IN

E41
TCAS TOP
ANTENNA OUT
ANTENNA
íí
LJ75_3444_0002
E42
TCAS BOTTOM
ANTENNA OUT
ANTENNA
íí
Fig. 37: TCAS II Block Diagram

34-43-64 December 2014
NAVIGATION
FAULT INDICATION
System Status
Table 7
The traffic mode is annunciated in the
upper-left corner of the Traffic Map window.
Table 7: TCAS II Traffic Status Annunciations
TRAFFIC DISPLAY
PFD MODE MFD TRAFFIC MAP PAGE MODE
MODE STATUS ICON
ANNUNCIATION ANNUNCIATION
(OTHER MAPS)
TCAS II Self-Test TEST

None
Initiated (TEST) TEST MODE (top center of page)
Traffic Advisory and

Resolution Advisory None TA/RA
(TA/RA)
Traffic Advisory Only

TA ONLY
(TA ONLY)
or STANDBY
TCAS II Standby
STANDBY (center of page on ground)
(TFC STBY)
STANDBY (center of page in the air)
TCAS II Failed FAIL

December 2014 34-43-65
NAVIGATION
TCAS II Failure Annunciations

Table 8
Table 8: TCAS II Failure Annunciations
TRAFFIC MAP PAGE

LOGIC
ANNUNCIATION
NO DATA Data is not being received from the TCAS II unit
DATA FAILED Data is being received from the TCAS II unit, but the unit is self-reporting a failure
FAILED Incorrect data format received from the TCAS II unit
TCAS II Traffic Status Annunciations

Table 9
The annunciations to indicate the status of
traffic information appear in a banner at the
lower-left corner of maps on which traffic can
be displayed.
Table 9: TCAS II Traffic Status Annunciations
TRAFFIC STATUS
BANNER LOGIC
ANNUNCIATION
Resolution Advisory is outside the selected display range1

RA OFF SCALE
Annunciation is removed when traffic comes within the selected display range
Traffic Advisory is outside the selected display range1

TA OFF SCALE
Annunciation is removed when traffic comes within the selected display range
System cannot determine bearing of Resolution Advisory2

RA X.X ± XX <UP>
OR <DN> Annunciation indicates distance in nm, altitude separation in hundreds of feet, and
altitude trend <UP> for climbing <DN> for descending traffic
System cannot determine bearing of Traffic Advisory2

TA X.X ± XX <UP>
OR <DN> Annunciation indicates distance in nm, altitude separation in hundreds of feet, and
altitude trend <UP> for climbing <DN> for descending traffic
TRFC FAIL TCAS II unit failed (unit is self-reporting a failure or sending incorrectly formatted data)
NO TCAS DATA Data is not being received from the TCAS II unit
1. Shown as symbol on Traffic Map page

2. Shown in center of Traffic Map page

34-43-66 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE TERRAIN AWARENESS
WARNING SYSTEM (TAWS)
TERRAIN AWARENESS WARNING SYSTEM (TAWS)

(ATA 34-45-00)

The Terrain Awareness Warning System The TAWS system is active when DC power is
(TAWS) - Class A (TAWS-A) provides applied to the aircraft, the avionics master
increased situational awareness and aids in switches are on, and the TAWS FAIL and
reducing controlled flight in to terrain (CFIT). WINDSHR FAIL annunciators are not on.
TAWS-A provides visual and aural
The system requires inputs from the following
annunciations when terrain and obstacles are
systems:
within the given altitude threshold from the
aircraft. The displayed alerts and warnings are • Air data computer (ADC)
advisory in nature only. • Attitude heading reference system (AHRS)
Synthetic vision provides the pilot with a • VHF navigation
greater awareness of the aircraft position
relative to surrounding terrain, obstacles, and • Flap position
traffic. This is to be accomplished by placing a • Landing gear position
three dimensional depiction of terrain,
obstacles, and traffic in the primary field of • Radio altimeter
view such that their proximity is more easily • Stall warning vane position
understood during instrument scanning.
System output is through the audio system
and warning lights. Voice warnings are
ASSOCIATED COMPONENTS transmitted through the cockpit speakers and
• Display units (DUs) the headphones.
• GTC touch controllers NOTE

Voice warnings generated by TAWS
COMPONENT DESCRIPTION have priority over voice warnings
The TAWS calculations are performed by the generated by the traffic alert collision
display units (DUs). avoidance system (TCAS) and all
other aural alerts.
TAWS-A
TAWS-A uses information from the GPS
receiver to provide a horizontal position and
altitude, along with additional altitude input
from the radio altimeter. GPS altitude is

December 2014 34-45-67
NAVIGATION
derived from satellite measurements. GPS Visual and Aural Warning Modes
altitude is converted to a mean sea level
(MSL)-based altitude (GPS-MSL altitude) and The TAWS provides aural and visual warnings
is used impart to determine TAWS-A alerts. of possible terrain danger under the following
conditions:
GPS-MSL altitude does not require local
altimeter settings to determine MSL altitude. MODE 1
The terrain and obstacle databases used by Provides warnings for excessive descent rates
TAWS-A are referenced to MSL. Using the with respect to radio altitude. This mode has
GPS positions and GPS-MSL altitude, an inner and outer warning boundary.
TAWS-A displays a 2-D picture of the Penetration of the outer warning boundary
surrounding terrain and obstacles relative to illuminates the PULL UP annunciators and
the position and altitude of the aircraft. activates the “Sink Rate” aural message. The
The GPS position and GPS-MSL altitude are voice message will occur at least twice and
used to calculate and predict the aircraft flight will not repeat unless penetration increases.
path in relation to the surrounding terrain and Penetration to the inner boundary leaves the
obstacles. In this manner, TAWS-A can PULL UP annunciators on, but changes the
provide advanced alerts of predicted voice message to PULL UP. The descent rate
dangerous terrain conditions. required to cause the “Sink Rate” aural
The TAWS system automatically and warning to occur is automatically increased as
continuously monitors aircraft flight path with the aircraft is repositioned down from slightly
respect to terrain when the aircraft is below above the glideslope centerline. Correcting
2450 ft radio altitude (altitude above ground flight path will stop the warning.
level [AGL]). If projected flight path would
imminently result in terrain impact, the system MODE 2
issues appropriate visual and voice warnings. Provides warnings for excessive closure rates
Warnings are issued for excessive descent to terrain with respect to radio altitude, phase
rate, excessive terrain closure, descent after of flight, and airspeed.
takeoff, missed approach, proximity to terrain Two types of warnings are given:
with flaps and/or gear not in the landing
configuration, descent below glideslope, and • Mode 2A is armed when the flaps are not
excessive roll or bank angle. Additionally, the in the landing configuration and the aircraft
system includes the capabilities of terrain is not on an ILS approach within ±2 dots of
clearance floor, terrain awareness, and terrain the glideslope center. When the envelope
awareness display. is penetrated, the PULL UP annunciators
will illuminate and the “Terrain, Terrain”
aural warning followed by a continuous
“Pull Up” aural warning will be given. If the
terrain closure rate decreases and the gear
is up, a continuous “Terrain Terrain” aural

34-45-68 December 2014
NAVIGATION
warning will replace the “Pull Up” aural activates. The aural warning is repeated twice
warning. The PULL UP annunciators will unless altitude loss continues to accumulate.
remain on until one of the following
conditions are achieved: MODE 4
• 300 ft of pressure altitude is gained. Warning is given for insufficient terrain
clearance with respect to aircraft configuration
• A safe altitude above ground level is
and airspeed. These warnings are given even
maintained for a short time.
with low closure rates.
• The EPGWS FLAP OVRD switch is
Three types of warnings are given under this
activated.
mode:
• Mode 2B is selected with flaps in full
• Mode 4A (Too Low Gear Warning) is
landing configuration or when making an
activated during cruise and approach with
ILS approach with glideslope deviation
gear up. If the aircraft penetrates 500 ft
within ±2 dots. When the envelope is
radio altitude below 190 KIAS with the
penetrated, the PULL UP annunciators
landing gear up, the PULL UP annunciators
illuminate and the “Terrain Terrain” aural
illuminate and the “Too Low, Gear” aural
warning is given. With the flaps and gear
warning is given. Above 190 KIAS, the
down, the “Terrain Terrain” aural warning
“Too Low, Terrain” aural warning is given.
will be followed by a repetitive “Terrain”.
The warnings will be repeated only if the
The lower boundary of the envelope varies
aircraft penetrates further into the
with altitude rate. With the flaps or gear up,
envelope.
a “Pull Up” aural warning will be given
when the “Terrain Terrain” aural warning is • Mode 4B (Too Low Flap Warning) is active
complete. during cruise and approach with gear down
and flaps not in landing configuration (40°).
MODE 3 If the aircraft penetrates 245 ft radio altitude
below 160 KIAS with the flaps not in
Warning is given for significant altitude loss
landing configuration, the PULL UP
after a takeoff or go-around. This mode is
annunciators illuminate and the “Too Low,
active after takeoff once the aircraft reaches
Flap” aural warning is given. Above
30 ft radio altitude and provides warnings until
160 KIAS, the “Too Low, Terrain” aural
the aircraft exceeds 1500 ft radio altitude. This
warning is given. The warning will be
mode is also activated if a go-around is
repeated only if the aircraft penetrates
initiated from below 245 ft radio altitude with
further into the envelope.
gear and flaps in the landing configuration.
Raising the gear and/or flaps signals the
system that a go-around has been initiated. If
the altitude loss warning boundary is
penetrated, the PULL UP annunciators
illuminate and the “Don’t Sink” aural warning

December 2014 34-45-69
NAVIGATION
• Mode 4C (Too Low Terrain Warning) given. A “Glideslope” aural in the “louder” area
provides terrain warning after takeoff or will be repeated at an increased rate.
go-around. This mode is activated after
takeoff at 100 ft AGL and provides MODE 6
warnings until the aircraft exceeds 2450 ft
Provides alerts and callouts for descent below
radio altitude. This mode is also activated if
predefined altitudes, decision height (DH),
a go-around is initiated from below 245 ft
minimums, approaching decision height and
radio altitude with gear and flaps in the
approaching minimums. A “Smart” five
landing configuration. Raising the gear and/
hundred foot callout is also provided. This
or flaps signals the system that a
callout will only be issued when the system
go-around has been initiated. The mode is
detects that a non-precision approach is being
based on a minimum terrain clearance, or
performed or that the aircraft is outside ±2 dots
floor, that increases with radio altitude that
glideslope or localizer deviation.
has occurred during takeoff. If the aircraft
penetrates the floor, the PULL UP The Smart callout is disabled whenever ALL of
annunciators illuminate and the “Too Low, the following conditions occur:
Terrain” aural warning is given. The • Terrain awareness and geometric altitude
warning will be repeated only if the aircraft functions are active and of high integrity
penetrates further into the envelope.
• The aircraft is within 5 nm of the runway
MODE 5 • The aircraft is within 3500 ft of the runway
Provides alerts for excessive glideslope elevation
deviation when the aircraft descends below
the glideslope on a front course ILS approach. Reactive Windshear Detection
If the aircraft rate of descent exceeds 500 ft
The reactive windshear detection function
per minute, alerts are given below 1000 ft
provides caution and warning alerts when a
radio altitude when glideslope deviation
windshear condition is detected. One DU is
exceeds 1.3 dot fly-up. If the aircraft rate of
considered the “master” at a given time and
descent is from 500 to 0 ft per minute, the
identifies when to trigger an alert for all other
radio altitude at which alerts are given is
DUs.
reduced linearly from 1000 to 500 ft radio
altitude. The alert occurs at two audio levels. DUs that are not the master perform reactive
When the glideslope deviation reaches 1.3 dot windshear calculations, but do not trigger
fly-up, the BELOW G/S annunciators will alerts. These DUs are available to become the
illuminate and the soft “Glideslope” aural alert master in the event that the current master
will be given. The “Glideslope” aural alert in becomes inoperative due to input data failure
the “soft” area will be given once and repeated or internal failure.
only if the condition worsens. Below 300 ft
Windshear warnings and cautions are
radio altitude and deviation of 2.0 dots fly-up
provided between 10 and 1500 ft AGL during
or more, the louder “Glideslope” aural alert is
the initial takeoff and the final approach

34-45-70 December 2014
NAVIGATION
phases of flight when the level of windshear • Heading

exceeds predetermined threshold values.
• GPS velocity
The actual windshear value, which is
• Altitude above ground (radar altimeter or
measured, represents the vector sum of
GPS)
inertial and air mass accelerations along the
flight path and perpendicular to the flight path.
These shears result from vertical winds and
TAWS Controls
rapidly changing horizontal winds. Controls for TAWS are performed using the
Windshear warning alerts are given for GTCs.
decreasing head wind (or increasing tail wind) Alerts are activated or deactivated from the
and severe vertical down drafts. Home page, TAWS, Settings. Enabling or
Windshear warning alerts activate the red disabling data is from the Home page, Terrain,
WINDSHEAR annunciators and a siren is Terrain Settings.
sounded, followed by “Windshear, Windshear,
Windshear” aural warning. Synthetic Vision Technology
The aural warning will not repeat unless Synthetic vision technology (SVT) provides
another event occurs, but the WINDSHEAR the pilot with a greater awareness of the
warning annunciator remains on for as long as aircraft position relative to surrounding terrain,
the condition persists. obstacles, and traffic. This is accomplished by
placing a three-dimensional depiction of
Windshear caution alerts are given for
terrain, obstacles, and traffic in the primary
increasing head wind (or decreasing tail wind)
field of view such that their proximity is more
and severe updrafts typically associated with
easily understood during instrument scanning.
the leading edge of microburst windshears.
The pilots interface on the PFD with SVT
The windshear caution WINDSHEAR
include a:
annunciators and a siren is sounded, followed
by “Caution Windshear, Caution Windshear, • Perspective depiction of surrounding
Caution Windshear” aural warning. terrain
The WNDSHEAR caution annunciator • Perspective depiction of runways
remains on for as long as the condition • Zero pitch line
persists. The WINDSHEAR annunciation • Perspective depiction of large bodies of
caution (amber) and warning (red) alerts are water such as oceans, major rivers, and
displayed on the PFDs above the HSI. large lakes
The DU uses sensor data as follows: • Perspective depiction of obstacles
• True airspeed • Flight path marker
• Angle of attack
• Attitude (pitch and roll)

December 2014 34-45-71
NAVIGATION
SVT Display on the PFD SVT is considered invalid in any of the

circumstances as follows:
STANDARD • When terrain data is not available
Standard PFD features are presented in front • When terrain data coverage is not better
or drawn on top of SVT features. All SVT than or equal to 9 arc-seconds (this
elements except the FPM and horizon marks condition is annunciated on the PFD)
are depicted with a 3-D perspective view so
that the size on the screen is relative to the • When obstacle data is not available
distance from the airplane. • When the terrain alerting function
The frame of reference of SVT is aligned with (TAWS-A, TAWS-B, or TERRAIN-SVS, as
the aircraft body frame. Consequently, SVT is applicable) is not available or failed
egocentric and attitude-aligned. The frame of • When SVT fails or freezes
reference position is GPS-derived latitude and
longitude, and the frame of reference • When the input position, attitude, or
elevation is GPS-derived geoidal altitude. heading data is invalid
GPS-derived altitude is adjusted for the
navigation center offset from the aircraft DISPLAY
installation. The foundation of the SVT is a three-
When SVT is enabled, the following dimensional perspective depiction of
prioritization (lowest to highest) is used to nonstructural terrain features based on the
determine what is displayed in the event of a terrain database.
conflict: Elevations are with respect to MSL. Terrain
• SKY coloring is consistent with that of the
topographical display on the plan-view moving
• Synthetic vision (except the flight path map.
marker)
A persistent indication of ground and sky is
• Protective ground and sky bands displayed to facilitate unusual altitude
• Pitch ladder and zero pitch line recovery.
• Flight path marker Black gridlines denoting a one arc-minute

(approximately one nautical mile) grid are also
• Aircraft representative symbol and flight depicted on the terrain.
director command bars.
Terrain is displayed with texturing to provide a
• All other PFD functions sense of movement relative to the ground.
INVALID SVT Terrain conflict coloring is based upon forward

looking terrain avoidance (FLTA) alerts from
Invalid SVT is indicated by reverting to the TAWS-A or TERRAIN-SVT.
standard blue-over-brown display.

34-45-72 December 2014
NAVIGATION
Any terrain point within 600 meters of an FLTA ZERO-PITCH LINE

impact point (denoted as an X on the moving
A zero-pitch line is drawn completely across
map displays) is colored either red or yellow to
the display to represent the artificial horizon.
match the FLTA criticality.
The line will not always be aligned with the
Terrain shading used on the moving map terrain horizon; particular when the terrain is
displays (based on relative altitude to the sloped or mountainous. Terrain above the
aircraft) is not displayed on the SVT display. aircraft altitude will appear above the
zero-pitch line and terrain below the aircraft
OBSTACLES altitude will appear below the zero-pitch line.
Obstacles are all fixed and mobile objects, or
parts thereof, that are on an area intended for HEADING MARKS
the surface movement of aircraft or that Heading marks are depicted immediately
extend above a defined surface intended to above the zero-pitch line and are spaced in
protect the aircraft in flight. These nonterrain 30° increments. Horizon heading marks follow
objects and cultural features are depicted on the system setting for true vs. magnetic
the SVT display if their highest point is within heading mode. When activated, heading tick
1000 ft vertically of the aircraft. SVT obstacles marks and digits appearing on the zero pitch
symbology consists of three dimensional line are not visible when they are behind either
representations of the corresponding symbols the airspeed to altitude tapes.
used on the plan-view moving map. The top of
the obstacle depiction (minus any lighting RUNWAY DATA
indications) is placed at the highest altitude in
Runway data from the navigation database is
the database for that obstacle.
superimposed upon the terrain data to provide
• Obstacle symbols are grey in color unless a greater awareness of where the runway lies
they are the source of an FLTA alert with respect to the surrounding terrain. Each
• Obstacles that correspond to an FLTA alert runway surface includes runway designations
from TAWS-A, TAWS-B, TERRIAN-SVS (numbers) depicted at he end of each runway.
are colored red or yellow to match the FLTA Runway thresholds are also depicted. Hard
criticality. surface runways are displayed in grey coloring
and soft surface runways are displayed green
• Obstacle coloring does not match obstacle in color. Runway surfaces and labels are
coloring on the moving map visible if either runway endpoint is within 2 nm
• The coloring matches the color of the of the airplane. Runway centerlines are
impact point (displayed as an X on the displayed on hard surface runways as a
moving map or terrain displays) for an dashed white line.
FLTA with an obstacle
AIRPORT SIGNAGE
Airport signs are depicted as four white lines
that form a rectangular box, one white line that

December 2014 34-45-73
NAVIGATION
forms a signpost, and a translucent black TRAFFIC IN SVT

background inside the rectangular box. When
Traffic in SVT was designed to be displayed at
activated, airport signs appear on the display
a size that is considered visible when the
at approximately 15 nm from an airport and
traffic is 10 nm from the aircraft. Beyond
disappear at approximately 4.5 nm. Airport
10 nm, the traffic display may be scaled to a
signs depict the airport identifier if the airport is
size that is not visible.
within approximately 8.5 nm of the airplane.
Airport signs are not shown when they are
TRAFFIC SYMBOL COLORING
behind any primary flight instrument tapes or
the HSI. Traffic symbol coloring is the same as that of
the plan-view moving map, subject to the
WATER below differences. All standard traffic symbols
are displayed on the SVT view with the
Large bodies of water such as oceans, major
exception of off-scale traffic. In the SVT view,
rivers, and large lakes are depicted on the
there is no concept of off-scale traffic (there is
SVT display. Terrain conflict symbology is
no reference on the SVT display that
indicated by changing the color of the water to
corresponds to the selected scale on the traffic
correspond to the color of the terrain alert for
display), so even if an intruder is off the scale
an area around the alert.
on the traffic display (and displayed as such),
it will be displayed on the SVT display as in its
TRAFFIC
normal traffic advisory state. However, if the
Traffic is depicted in SVT in a three- intruder is further than 10 nm away, the
dimensional perspective view. Traffic intruder’s display on SVT may be scaled to a
symbology consists of three dimensional size that is not visible.
representations of the corresponding symbols
on the plan-view moving map. TCAS II ADVISORIES
TCAS II resolution advisories are displayed in
TRAFFIC SYMBOLS
SVT.
Traffic symbols are shown with increasing size
as the distance to the intruder aircraft is TRAFFIC ADVISORY
reduced, up to a maximum size of 10° of
Traffic Advisory (TA) with directional
vertical field of view when the traffic is 3000 ft.
information (normally a yellow arrow) is
away. For distances less than 3000 ft., the
displayed as a TA without directional
displayed size remains constant. Traffic is not
information (SVT simply displays a yellow
depicted if it is within 250 ft laterally of the
circle). This is because the symbol is designed
airplane’s current location, since it could
for a top down map and does not map well into
obscure other SVT data.
3D space.
TA without directional information (yellow
circle) is displayed the same as on the traffic
page. Non-threat traffic with directional

34-45-74 December 2014
NAVIGATION
information (normally a white arrow) is two-dimensional exocentric MFD view. The

displayed as Proximity Advisory (PA) traffic FOV indication can be turned on or off via the
(filled white diamond) in SVT. This is because map setup menu on the MFD. The FOV
the symbol is designed for a top down map indication provides strategic awareness of
and does not map well into 3D space. terrain, obstacles, or waypoints that are
beyond the field of view. The PFD lateral field
Non-threat traffic with no directional
of view is not selectable for depiction on the
information (filled white diamond) is displayed
MFD unless SVT is unlocked in configuration
the same in SVT as on the traffic page. All
(via SVT enable card).
other ADS-B symbols are displayed in SVT as
hollow white diamonds. The degraded traffic
CONTROL FOR SVT
symbol is not supported by SVT.
Control for the SVT are available on the PFD
FLIGHT PATH MARKER under the SYN VIS softkey menu, which is
accessible via the PFD softkey. The system
The flight path marker (FPM), also known as a
retains these SVT softkey settings across
velocity vector, is depicted on top of the other
power cycles. SVT alerting is performed by the
SVT display features and behind the
GTC home, Terrain, Terrain Settings. SVT
remainder of the standard PFD features.
softkeys on the PFDs are as follows:
The FPM position is projected from the
SYN TERR—Enables/disables the display of
GPS-derived position and altitude and is
SVT. A configuration option is available to
generally projected forward along the GPS
synch the status of the SYN TERR softkey on
velocity vector.
PFD1 and PFD2.
For short-term accuracy, the FPM solution is
HRZN HDG—Enables/disables the horizon
augmented by acceleration data from the
heading marks. Note that SYN TERR must be
AHRS, processed through a low-pass filter.
enabled to allow selection of this softkey.
The FPM is invalidated when the groundspeed
is less than 30 kt or when SVT is invalidated. APTSIGNS—Enables/disables airport signs.
Note that SYN TERR must be enabled to
PITCH LADDER SCALE allow selection of this softkey.
When SVT is enabled, the pitch ladder scale
changes from the normal scale, and labels are
marked at 5° increments instead of 10.
The pitch ladder reverts to the standard scale
when SVS is disabled.
MFD NAVIGATION MAP

The PFD lateral field of view (FOV) can be
depicted on the MFD navigation map so that
the SVS depictions can be correlated with the

December 2014 34-45-75
NAVIGATION
PFD Alert Annunciation

TAWS-A Pane Alert
Annunciation
Touchscreen
Controller Pop-Up
Alert Annunciation
Touch to show
TAWS-A Pane
LJ75_3445_0001
Fig. 38: TAWS-A Alert Annunciations
FAULT INDICATIONS
Table 10
Table 10: TAWS – EICAS Messages

EICAS MESSAGE LOGIC
SVS FAULT At least one SVS system message has been triggered.

34-45-76 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE VHF NAVIGATION SYSTEM
VHF NAVIGATION SYSTEM

(ATA 34-51-00)

The very high frequency (VHF) navigation
system provides pilots with: VHF Navigation Antennas
• VHF omnidirectional radio (VOR) Figure 39
navigation The VHF navigation antennas are located on
• Localizer (LOC) navigation instrument either side of the vertical stabilizer. The
landing system (ILS) antenna coupler is installed on BL0.0 of the
empennage.
• Glideslope (GS) navigation
• Marker beacon navigation
COMPONENTS
• VHF navigation antennas (2)
• VHF navigation coupler
• VHF navigation splitter
Associated Components ANTENNA VHF

LEAD
• Integrated avionics units (2) NAVIGATION VHF
COUPLER NAVIGATION
• Glideslope antennas ANTENNA

• Marker beacon antenna
• Marker beacon antenna splitter
• Touch controllers (2) LJ75_3452_0003

• Autopilot mode controller Fig. 39: VHF Antenna

December 2014 34-51-77
NAVIGATION
VHF Navigation Splitter ASSOCIATED COMPONENT

Figure 40 DESCRIPTION
The VHF navigation splitter is installed on the Integrated Avionics Units
right side of the aircraft between FS614 and
FS630 and between WL35 and WL45. Figure 41
The VOR/LOC navigation radios and
VOR/LOC and glideslope functions are
integrated in the integrated avionics units
located forward of the instrument panel.
FS 630
WL 30
FS 614 VHF
NAVIGATION
SPLITTER
LJ75_3452_0001
LJ75_3452_0004
ANTENNA
LEAD Fig. 41: Integrated Avionics Units
Fig. 40: VHF Navigation Splitter

34-51-78 December 2014
NAVIGATION
Glideslope Antennas Audio Processor Units

Figures 42 Figure 43
The glideslope antennas are installed on the The marker beacon function is installed in the
inside of the radar antenna radome. The audio processor units located forward of the
upper antenna is the primary glideslope instrument panel.
antenna and the lower antenna is the
secondary glideslope antenna. The antennas
are applied with pressure sensitive tape.
ANTENNA
LEAD
GLIDESLOPE
ANTENNA
LJ75_3452_0010
RADOME
Fig. 43: Audio Processor Units

LJ75_3430_0001
GLIDESLOPE ANTENNA
ANTENNA LEAD
Fig. 42: Glideslope Antennas

December 2014 34-51-79
NAVIGATION
Marker Beacon Antenna

Figures 44
The marker beacon antenna is installed on the
underside of the fuselage at FS163. The
antenna receives signals from the marker
beacon ground transmitters.
ANTENNA
LEAD
FS 163
MARKER
BEACON
ANTENNA
LJ75_3430_0002
BOLT
Fig. 44: Marker Beacon Antenna

34-51-80 December 2014
NAVIGATION
Marker Beacon Splitter

Figures 45
The marker beacon splitter is installed behind
DU1 on the LH side. The marker beacon
antenna splitter receives the RF signal from
the marker beacon antenna and distributes it
to the two VHF navigation receivers to allow
single antenna operation.
ELECTRICAL
CONNECTOR
ELECTRICAL
CONNECTOR
LJ75_3430_0004
ELECTRICAL
CONNECTOR MARKER BEACON
SPLITTER
Fig. 45: Marker Beacon Antenna Splitter

Touch Controllers
Figure 46
NAV frequencies are selected through the
touch controllers (GTC) with the Audio and
Radios selection.

December 2014 34-51-81
NAVIGATION
Selection and active frequencies are Remote Controllers

displayed on the PFDs as NAV1 and NAV2 in
the top left corner. Figure 47
Two bearing pointers are available on the PFD The remote controllers on the glareshield
settings and are displayed on the HSI. They perform inset map panning and ranging, and
are selectable between NAV, GPS, or ADF. adjust barometric settings.
The NAV1 function is displayed as a The COM/NAV button on the display
single line and NAV2 as a double line. controllers will display a window/page that
allows the cursor to be moved onto the COM
or NAV frequencies to edit them.
The COM/NAV page allows for editing the
selected COM or NAV source, transferring
standby to active frequency, selecting the
microphone, and controlling volume.
LJ75_3452_0006
Fig. 46: Touch Controllers
LJ75_3452_0007
Fig. 47: Remote Controllers

34-51-82 December 2014
NAVIGATION
Indications SYSTEM OPERATION

Glideslope indications appear to the left of the Figure 48, 49, 50, and 51
altimeter when an ILS frequency is tuned in
the active NAV field and the selected heading VOR and Localizer Navigation
and course are within 107°.
The VHF radios provide VOR and localizer
• A green diamond acts as the glideslope (LOC) navigation capabilities. A VOR/LOC
indicator ground station broadcasts a VHF radio
• If there is no glideslope, “NO GS” is composite signal that includes the station
displayed instead of the diamond identification and a navigation signal. The
navigation signal is used to determine the
Marker beacon annunciators are displayed as magnetic bearing from the station that the
an “O” for outer, “M” for middle, or “I” for inner aircraft is to or from.
marker above the glideslope tape
An ILS consists of two independent
The CDI can display course deviation from sub-systems, one providing lateral guidance
NAV (VOR/LOC) or from GPS. (localizer), the other vertical guidance
The color of the CDI indicates the source: (glideslope) to aircraft approaching a runway.
The marker beacon system used in
• Green for NAV conjunction with ILS approaches gives the
• NAV1 is single lined pilots both aural alerts and annunciations
when flying over the outer, middle, and inner
• NAV2 is double lined
marker beacons.
Outer Marker Middle Marker Inner Marker
LJ75_3451_0002
Altimeter
Fig. 48: Marker Beacon Annunciations

December 2014 34-51-83
NAVIGATION
NAV1 Active
Frequency
and ID
LJ75_3451_0001
The NAV Radio is selected by
pressing the Active NAV Softkey
Fig. 49: Selecting a NAV Radio for Navigation
Approach Glideslope
Mode Active Mode Active
LJ75_3451_0003
Active ILS
Frequency Tuned
NAV1 (localizer) is Selected Command Bars Indicate Descent Glideslope

Navigation Source on Localizer/Glideslope Path Indicator
Fig. 50: Glideslope Mode

34-51-84 December 2014
NAVIGATION
M19
DISPLAY
UNIT NO. 1 A79
íí TOUCH
CONTROLLER
HSDB NO. 1
íí
HSDB
HSDB HSDB HSDB
DISPLAY REVER
HSDB
0
DISPLAY
UNIT NO. 2
íí
P24 A7
DU REVERSION/ AUDIO PROCESSOR
DISPLAY REVER
DIMMING PANEL UNIT NO. 1
íí íí
HSDB
HSDB 56í
NAV 1 AUDIO
NAV 2 AUDIO
M21 HSDB
DISPLAY $
UNIT NO. 3 TOUCH
íí CONTROLLER
NO. 2
HSDB íí
HSDB HSDB HSDB
DISPLAY REVER
HSDB
HSDB
A9 E39
INTEGRATED $
GPS NO. 1
AVIONICS AUDIO PROCESSOR
ANTENNA
UNIT E11 UNIT NO. 2
íí
NO. 1 G/S NO. 1 íí
íí ANTENNA
56í
íí
NAV 1 AUDIO
NAV 2 AUDIO
HSDB
HSDB
NAV 1 AUDIO
56í
NAV ANTENNA
CAN
CAN
$
INTEGRATED (
A42 $ VOR NO. 1
AVIONICS VOR ANTENNA
VOR ANTENNA ANTENNA
UNIT PHASING E9
SPLITTER íí
NO. 2 COUPLER VOR NO. 2
íí
íí íí ANTENNA
íí
NAV ANTENNA
CAN
CAN
56í
NAV 2 AUDIO
LJ75_3452_0008A
HSDB (
GPS NO. 2
ANTENNA
E12 íí
G/S NO. 2
ANTENNA
íí
Fig. 51: VHF Block Diagram

December 2014 34-51-85
NAVIGATION
Power
Figure 52
Primary power for NAV 1 is supplied through a
circuit breaker on the left essential bus on the
pilot circuit breaker panel.
Secondary power is supplied through a circuit
breaker on the emergency battery bus on the
pilot circuit breaker panel.
NAV 2 power is supplied through a circuit
breaker on the right essential bus on the
LJ75_3452_0009
Fig. 52: NAV Power

34-51-86 December 2014
NAVIGATION
FAULT INDICATIONS
Table 2: VHF Navigation System Messages
SYSTEM
DESCRIPTION COMMENTS
MESSAGE
NAV1 needs service. Return unit for

NAV1 SERVICE A failure has been detected in the NAV1 and/or
repair.
NAV2 receiver. The receiver may still be
NAV2 needs service. Return unit for available. The system should be serviced.
NAV2 SERVICE
repair.
NAV1 RMT XFR NAV1 remote transfer key is stuck. The remote NAV1 and/or NAV2 transfer switch is
stuck in the enabled (or pressed) state. Press the
NAV2 RMT XFR NAV2 remote transfer key is stuck. transfer switch again to cycle its operation. If the
problem persists, the system should be serviced.
NAV1 software mismatch.

NAV1 MANIFEST
Communication halted. The NAV1 and/or NAV2 has incorrect software
NAV2 software mismatch. installed. The system should be serviced.
NAV2 MANIFEST
Communication halted.
G/S1 FAIL G/S1 is inoperative. A failure has been detected in glideslope receiver
1 and/or receiver 2. The system should be
G/S2 FAIL G/S2 is inoperative. serviced.
G/S1 needs service. Return unit for A failure has been detected in glideslope receiver
G/S1 SERVICE
repair. 1 and/or receiver 2. The receiver may still be
G/S2 needs service. Return unit for available. The system should be serviced when
G/S2 SERVICE possible.
repair.

December 2014 34-51-87
NAVIGATION

34-51-88 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE GLOBAL POSITIONING SYSTEM
GLOBAL POSITIONING SYSTEM

(ATA 34-53-00)

The global positioning system (GPS) provides
real-time and predictive receiver autonomous Integrated Avionics Units (GPS
integrity monitoring (RAIM) and fault detection Module)
and exclusion (FDE) information. The GPS
The GPS module is an internal part of the
selects the best positioned satellites for those
integrated avionics units. Each integrated
visible, and, using their signals, determines
avionics unit houses a 15-channel,
ranges to the used satellites.
WAAS-certified, GPS receiver capable of
These ranges are converted to a tracking up to 12 GPS satellites and three
three-dimensional position to determine GPS/satellite-based augmentation system
velocity. The position information is also (SBAS) satellites simultaneously.
converted to latitude, longitude, and altitude
The GPS receiver has the ability to determine
information.
its position within 12 minutes maximum from
the time power is applied to the unit.
COMPONENTS
The global positioning system (GPS) consists GPS Antennas
of: Figure 53
• GPS antennas The GPS antennas are located on top of the
aircraft at FS260.
• Integrated avionic units (2)

December 2014 34-53-89
NAVIGATION
SCREW
(4 PL)
GPS/WAAS/XM
ANTENNA
(E40)
SCREW
GPS/WAAS/XM (4 PL)
ANTENNA
FS (E39)
260.74
RBL 5.73
ANTENNA LEAD
(E40P)
LBL 6.29
LJ75_3453_0002
ANTENNA LEAD
ANTENNA LEAD
(P5274)
(E39P)
Detail A
Fig. 53: GPS/WAAS/XM Antenna – Removal/Installation

34-53-90 December 2014
NAVIGATION
SYSTEM OPERATION GPS is also used to synchronize the onscreen

cursor blinking with the master warning
Figure 54 outputs. In addition to coupling to GPS flight
plans and approaches, the flight director and
AHRS autopilot use GPS to augment various other
flight director modes. For example, “distance
The attitude and heading reference system to station” is GPS-derived.
(AHRS) uses GPS in its primary mode,
no-magnetometer, and no-magnetometer-
Indications
no-air data modes of operation. GPS 3D
velocity is used in algorithms to help the GPS quantities are displayed on the PFD or in
AHRS determine attitude and heading reversionary mode as follows:
solution, and when taxiing (on ground) and
when not turning to determine heading, • GPS ground track and ground speed are
whether magnetic field data is valid or not. used to determine the horizontal wind
vector, which is shown near the compass
GPS 3D position is used to verify that the card
magnetic field reported by the magnetometer
is consistent with the current location in the • Time displayed in the lower-right corner of
international geometric reference field. the PFD is updated using GPS
To determine the AHRS is operating within • A magenta diamond on the HSI indicates
latitude extremes in which magnetic field GPS track
measurements can be used reliably. • GPS is used to display course pointer and
course deviation when in GPS mode
EICAS • The bearing information (GPS, NAV1, or
EICAS “in air” and “on ground” statuses are NAV2 selected) shows distance information
determined by the weight-on-wheels input derived from GPS
discrete signals, with GPS ground speed and • GPS horizontal position is used to
TAS considered as backup options. GPS determine nearest airports
altitude may be used in determining landing
and takeoff inhibits. • The frame of reference for perspective
depiction of surrounding terrain, runways,
GPS pulse per second is used to synchronize large bodies of water, obstacles, and terrain
the flashing of the pilot master warning warnings is GPS-derived latitude,
indicator, with the copilot master warning longitude, and geoidal altitude
(integrated avionics unit no. 1 drives the pilot,
and integrated avionics unit no. 2 drives the
copilot.)

December 2014 34-53-91
NAVIGATION
Displays • Aircraft lateral/horizontal location on the

map is depicted based on GPS position
GPS quantities displayed on the MFD are as when the aircraft is within the view of the
follows: map
• Aircraft horizontal location on the moving • Trip statistics, odometer, trip average
map is depicted based on GPS position ground speed, maximum ground speed,
• GPS horizontal position used to properly are derived from GPS
geo-reference: • Date and time displayed is updated using
• Map GPS
• Traffic weather • GPS horizontal position is used to
determine nearest airports, intersections,
• Terrain NDBs, VORs, user waypoints, frequencies,
• TAWS data and airspaces
• GPS ground track and ground speed are • GPS horizontal position is used to display
used to determine the horizontal wind aircraft position on charts
vector
• The GIFD requires a valid 3D position
Control
solution in its TAWS algorithms The touch controllers are used to control the
GPS system.

34-53-92 December 2014
NAVIGATION
P9
PILOT CB
PANEL
íí
GIA NAV
28 VDC
A9
INTEGRATED
AVIONICS UNIT NO. 1
íí
28 VDC
GROUND
E39
GPS NO. 1
ANTENNA
ANTENNA
íí
A10
INTEGRATED
AVIONICS UNIT NO. 2
íí
28 VDC
LJ75_3453_0001
GROUND
(
GPS NO. 2
ANTENNA
ANTENNA
íí
Fig. 54: GPS Block Diagram

December 2014 34-53-93
NAVIGATION
FAULT INDICATION
Table 3: GPS System Messages
SYSTEM
DESCRIPTION COMMENTS
MESSAGE
GPS integrity lost. Crosscheck with GPS integrity is insufficient for the current phase
LOI
other NAVs. of flight.
Loss of GPS navigation. Insufficient Loss of GPS navigation due to insufficient

GPS NAV LOST
satellites. satellite coverage.
GPS NAV LOST Loss of GPS navigation. Position error. Loss of GPS navigation due to position error.
GPS NAV LOST Loss of GPS navigation. GPS fail. Loss of GPS navigation due to GPS failure.
Loss of GPS navigation. Abort

ABORT APR Abort approach due to loss of GPS navigation.
approach.
Vertical guidance generated by SBAS is

APR DWNGRADE APR downgraded.
unavailable. Use only LNAV minimums.
Displayed after passing the first waypoint of a true

True north approach. Change HDG
TRUE APR north approach when the NAV angle is set to
reference to true.
AUTO.
GPS satellite coverage is insufficient to perform

RAIM is not available from FAF to MAP
RAIM UNAVAIL Receiver Autonomous Integrity Monitoring
waypoints.
(RAIM) from the FAF to MAP waypoints.
GPS1 needs service. Return unit for A failure has been detected in the GPS1 and/or
GPS1 SERVICE
repair. GPS2 receiver 1 and/or receiver 2. The receiver
GPS2 needs service. Return unit for may still be available. The system should be
GPS2 SERVICE serviced.
repair.
GPS1 FAIL GPS1 is inoperative. A failure has been detected in the GPS receiver
No.1 and/or GPS receiver No.2. The system
GPS2 FAIL GPS2 is inoperative. should be serviced.

34-53-94 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE DISTANCE MEASURING
EQUIPMENT (DME) SYSTEM
DISTANCE MEASURING EQUIPMENT (DME) SYSTEM

(ATA 34-55-00)
OVERVIEW The DME transceiver is a fully solid-state

device. It finds, calculates, and shows the
The DME system shows the direct line distance between the aircraft and ground
distance between the aircraft and a ground station. The DME transceiver can monitor
station. The aircraft systems use DME data to three ground stations at the same time.
determine the aircraft position, find vertical
separation, find the approach to an airport, The DME transceiver operates in the
keep the aircraft out of protected airspace, frequency range of 960 to 1215 MHz. There
hold the aircraft in position, and calculate the are 252 DME frequency channels related to
ground speed. The baseline aircraft VHF navigation frequency channels. These
configuration includes a dual DME system. VHF frequency channels are in the VHF
navigation frequency range of 108.00 to
117.95 MHz.
COMPONENTS
• DME transceivers (2)
• DME antennas (2)
• Data concentrators (2)
LJ75_3455_0002
AND OPERATION
DME Transceivers Fig. 55: DME Unit

Figure 55
The primary DME unit is located in the left
avionics nose compartment. DME 2 is located
in the right avionics nose compartment.

December 2014 34-55-95
NAVIGATION
DME Antenna SYSTEM OPERATION

Figure 56 Figure 57
The DME antennas are located on the bottom Power to the DME system is through the DME
of the aircraft. circuit breaker on the left essential bus. The
DME simultaneously tracks four channels for
distance, groundspeed, and time-to-station. It
also tracks an additional two channels for the
IDENT function.
The DME dedicates two of the tracking
channels for the flight management system.
The crew may control and display IDENT,
distance, time to station, and groundspeed
from the other two channels. The two
ANTENNA
IDENT-only channels have decoded
LEAD IDENT-ready so that when the crew selects
the preset VOR channel. The instant search
capability of its DME will allow the function for
the four full-time channels.
The ranging capability of the DME is up to
300 miles, the groundspeed capability up to
1000 kt, and the time-to-station capability up
to 300 miles. These signals are sent from the
LJ75_3455_0001
DME
ANTENNA DME unit to the data concentrator and also the
audio control units. Information is then sent to
the DUs via HSDB.
Fig. 56: DME Antenna

34-55-96 December 2014
NAVIGATION
P9 A24
PILOT CB DME
PANEL NO. 1
24-60-01
DME PWR
DME 1
A98
DATA
CONCENTRATOR
NO. 1
31-42-02
429 OUT DME 2 429 RX

429 IN DME 2 429 TX
A8
AUDIO
PROCESSOR
NO. 2
23-51-01
DME AUDIO IN DME AUDIO CH1
A7
AUDIO
PROCESSOR PWR GND
LJ75_3414_0004
NO. 1
24-60-01
DME ANTENNA
DME AUDIO IN
Fig. 57: Distance Measuring Equipment Block Diagram (1 of 2)

December 2014 34-55-97
NAVIGATION
P10 A5226
COPILOT CB DME
PANEL NO. 2
24-60-01
DME PWR
DME 2
A10
INTEGRATED
AVIONICS
NO. 2
31-41-01
429 OUT DME 2 429 RX

429 IN DME 2 429 TX
A8
AUDIO
PROCESSOR
NO. 2
23-51-01
DME AUDIO IN DME AUDIO CH1
A7
AUDIO
PROCESSOR PWR GND
LJ75_3414_0005
NO. 1
24-60-01
DME ANTENNA
DME AUDIO IN
Fig. 57: Distance Measuring Equipment Block Diagram (2 of 2)
FAULT INDICATION
Figure 58
LJ75_3455_0003
Fig. 58: DME Inop

34-55-98 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE ATC TRANSPONDER SYSTEM
ATC TRANSPONDER SYSTEM

(ATA 34-56-00)
OVERVIEW COMPONENTS
The air traffic control (ATC) transponder Figure 59
system consists of a dual mode select type
The ATC transponder system includes the
(mode S) transponder system. The mode S
components that follow:
transponder system supplies the ATC radar-
beacon system (ATCRBS) ground stations or • ATC (mode S) transponders (2)
traffic alert and collision avoidance system • ATC L-band antennas (4)
(TCAS) equipped aircraft with aircraft
identification and altitude data in response to • ATC ident switches (2)
an interrogation signal. Only one transponder
can operate at a time. ASSOCIATED COMPONENTS
The ATCRBS is a surveillance system that • Touch controllers (2)
monitors the aircraft location and identification
data in an airspace. The information received • Integrated avionics units (2)
by the ground station is shown on the ground
controller air-traffic screen.
The interrogations sent by the ground station
or by a TCAS equipped aircraft are at a
frequency of 1030 MHz. The ATC transponder
sends replies at a frequency of 1090 MHz.
The interrogation and reply signals are pulse-
coded type.
The ATC transponders are used in conjunction
with the TCAS system to interrogate the
transponders of other aircraft and monitor their
replies. This permits the TCAS to track and
supply traffic advisories and resolution
advisories to the pilot and copilot to provide
aircraft separation-assurance (ASA) functions.

December 2014 34-56-99
NAVIGATION
ATC TRANSPONDER
ANTENNA 2
(E5027)
íí
ATC TRANSPONDER 2
(A34) ATC TRANSPONDER
íí A ANTENNA 1
(
B íí
ATC IDENT SWITCH

(S14, LH; S15, RH)
ATC TRANSPONDER 1
(A33)
íí
ATC TRANSPONDER
ANTENNA 2
(E18)
íí
ATC TRANSPONDER
ANTENNA 1
(E19)
íí
LJ75_3456_0002
Fig. 59: ATC Transponder System

34-56-100 December 2014
NAVIGATION
ATC Transponders
Figure 60
The ATC transponders are solid-state
components. Each transponder operates as a
normal ATCRBS transponder, but also has the
capability to send an aircraft specific
identification code (mode S). This gives the
transponder the capability to receive COAX CONNECTOR
dedicated interrogation signals from the

ground station or from a TCAS-equipped COAX
CONNECTOR
aircraft.
The ATC transponders operate in standby ATC
TRANSPONDER
mode, mode A, mode C, and mode S.
LJ75_3456_0003
• In standby mode, the transponder receives
interrogation signals, but cannot send
replies
ELECTRICAL
• In mode A, the reply signal includes the ELECTRICAL
CONNECTOR
aircraft ATC identification-code CONNECTOR
• In mode C, the reply signal also includes Fig. 60: ATC Transponder
the aircraft altitude
• In mode S, in addition to the ATC
identification code and the aircraft altitude,
the reply signal includes the international
civil aviation organization (ICAO) code
assigned to the aircraft (via configuration
strapping), or the flight identification code
The mode S transponder 1 is installed in the
nose compartment at FS140 LH. The mode S
transponder 2 is installed in the nose
compartment at FS140 RH.

December 2014 34-56-101
NAVIGATION
ATC L-Band Antennas (ATC1, ATC2)

Figure 61
The four ATC L-band antennas are
omnidirectional and identical. The antenna
diversity-type of installation is used. For each
ATC 1 and ATC 2 system, one antenna is
installed on the top of the fuselage and the
other on the bottom. Diversity antenna
installation prevents shadow or blockage of
ANTENNA
the radiation pattern with other aircraft or the LEAD
ground radar, and provides better
performance during aircraft maneuvers.
The upper ATC 1 antenna is installed on the
top of fuselage. The lower ATC 1 antenna is
installed on the bottom of fuselage at center
line. The upper ATC 2 antenna is installed on
the top of fuselage. The lower ATC 2 antenna
LJ75_3455_0001
DME
is installed on the bottom of fuselage at center ANTENNA
line.
Fig. 61: ATC Antenna

34-56-102 December 2014
NAVIGATION
ATC Ident Switches Touch Controllers (GTC1, GTC2)

Figure 62 Figure 63
When the pilot or copilot ATC ident switch is The GTC 1 and GTC 2 provide control and
pushed on the related control wheel, a distinct display of the ATC functions. Controls are
identity indication is sent to the ATC ground provided via the GTC Transponder page.
station. An IDENT indication also shows on Displays are provided on the GTC radio bar
the GTCs. This function is for the ground (radio page) and on the GTC Transponder
station to distinguish the identifying aircraft page.
from all others that appear on their air traffic
GTC 1 and GTC 2 are installed below the
screen.
DU 2 on the tilt panel.
The pilot ATC ident switch is installed on the
pilot control wheel. The copilot ATC ident
switch is installed on the copilot control wheel.
NOTE
In standby mode, the XPDR IDENT
button is inoperative.
Transponder
IDENT Active
LJ75_3452_0006
LJ75_3456_0004
Fig. 63: Touch Controller

Fig. 62: Transponder IDENT Indication

December 2014 34-56-103
NAVIGATION
Integrated Avionics Units CONTROLS AND INDICATIONS

Figure 64 Control and display of the ATC transponders
are done through the GTCs.
The two integrated avionics units are
microprocessor-based input/output LRUs that The GTCs show the displays that follow:
communicate with the ATC transponders via
• Selected ATC transponder XPDR 1 or
RS-422 databus. They also communicate with
XPDR 2
the DUs via HSDB for configuration control. A
CAN bus connection provides communication • ATC mode selected
between the two integrated avionics units to • ATC code selected
support data availability in the event of either
integrated avionics unit failure. • IDENT indication when activated
Integrated avionics unit 1 is installed forward • Reported altitude display
of DU1. Integrated avionics unit 2 is installed • Indication during ATC reply
forward of DU3.
The GTCs provide the following controls:
• Transponder code entry (including VFR)
• Active transponder 1 or 2 selection
• ATC mode (on, standby, altitude reporting,
ground) selection
• Transponder ident activation (could also be
done via the ATC ident switch on the pilot
and copilot control wheels)
• Flight ID code entry
• Test initiation
LJ75_3452_0001
Fig. 64: Integrated Avionics Units

34-56-104 December 2014
NAVIGATION
SYSTEM OPERATION Emergency codes 7500, 7600, and 7700 are

not to be used in normal operation. The
General acquisition squitter is also active.
The ATC transponders provide mode A, C, Altitude Reporting Mode

and mode S interrogation and reply
capabilities. The mode S is always active The altitude reporting mode is automatically
(acquisition squitter). The mode S capability selected when the aircraft becomes airborne.
permits the ground controller or a Altitude reporting mode may also be selected
TCAS-equipped aircraft in the vicinity to send manually via the GTC Transponder page.
interrogation signals to the aircraft of Altitude reporting mode generates mode A
immediate interest. The active on-board ATC and mode C replies. The acquisition squitter is
(mode S) transponder sends replies to the also active.
mode S ATCRBS and TCAS interrogations.
No operator action is necessary. Ground Mode
When the ATC transponder system is selected The ground mode is automatically selected
on, the system defaults to the transponder when the aircraft is on the ground. The ground
active prior to shutdown. The ATC mode can be overridden by selecting any
identification code and mode remain the same other mode. In ground mode, the transponder
even though a switch is done between does not allow mode A and mode C replies,
transponders 1 and 2. If a new code is set for but it does permit acquisition squitter and
the active transponder, switching the replies to discretely addressed mode S
transponders does not bring back the previous interrogations.
code.
Flight ID
Standby Mode
With the flight identification (flight ID) function,
The standby mode can be selected at any the mode S transponder reports the aircraft
time. In standby mode, the transponder does identification as either the aircraft registration
not reply to interrogations, but new codes can or a unique flight ID code. The flight ID can be
be entered. entered by the crew via the GTCs or
hard-coded by the installer.
ON Mode
Acquisition Squitter
The ON mode can be selected at any time.
The ON mode generates mode A replies but The acquisition squitter, or short squitter, is the
mode C altitude reporting is inhibited. Mode A transponder 24-bit identification address code
replies include the ATC identification code, (ICAO) set via configuration strapping at initial
which can be set from 0000 to 7777 (digits 0 to system installation. This identification code is
7 only). unique and permits an interrogation to be sent
to a specific aircraft.

December 2014 34-56-105
NAVIGATION
The acquisition squitter transmission is sent If one of the ATC transponders transmits, a
periodically, regardless of the presence of suppression signal is sent to the units that
interrogations. The purpose of the acquisition follow:
squitter is to continuously enable ground
• TCAS processor
stations and aircraft equipped with TCAS to
recognize the presence of mode S-equipped • Distance measuring equipment (DME)
aircraft for selective interrogation. transceiver 1
• DME transceiver 2 (optional)
Extended Squitter
• Remaining ATC transponder
The extended squitter is a function part of the
TCAS processor, which transmits the ADS-B Power
information. The ADS-B enhances safety by
making an aircraft visible, real-time, to ATC Figure 65
and to other appropriately equipped ADS-B ATC transponder 1 is energized via the ATC 1
aircraft with position, velocity, and heading circuit breaker from the left essential bus on
data transmitted every second. the pilot circuit breaker panel.
TCAS Interface ATC transponder 2 is energized via the ATC 2

circuit breaker from the right main avionics bus
The mode S transponders have the data link on the copilot circuit breaker panel.
capability that permits the TCAS-equipped
Touch controller GTC 1 is energized via the
aircraft to do air traffic control and aircraft
GTC 1 circuit breaker from the emergency
separation-assurance (ASA) functions. The
battery bus on the pilot circuit breaker panel.
TCAS includes an interrogator processor unit,
which provides, along with the mode S Touch controller GTC 2 is energized via the
transponders, air-to-air traffic data link. The GTC 2 circuit breaker from the right essential
TCAS uses interrogations from the active ATC bus on the copilot circuit breaker panel.
transponder to provide traffic advisories to the
flight crew independent of the air traffic control
GIA NAV PRI circuit breaker (through the
system. The TCAS interfaces with the two
cockpit miscellaneous relay panel (P11) from
mode S transponders via ARINC 429 data
the left essential bus and via the GIA NAV
buses. Refer to the TCAS section (34-44-00)
SEC circuit breaker from the emergency
for more information on the TCAS operation.
battery bus both on the pilot circuit breaker
panel.
Suppression Signal
Only one of the units that follow can transmit GIA 2 MAIN circuit breaker from the right
at a time. essential bus on the copilot circuit breaker
panel.

34-56-106 December 2014
NAVIGATION
3 A34 $

COPILOT CB TRANSPONDER INTEGRATED
PANEL NO. 2 AVIONICS UNIT
íí íí NO. 2
íí
PRI PWR
ATC 2
XPDR 2 422 IN A XPDR 2 422 OUT A

$
XPDR 2 422 IN B XPDR 2 422 OUT B
DME NO. 2
íí XPDR 2 422 OUT A XPDR 2 422 IN A
(OPTIONAL) XPDR 2 422 OUT B XPDR 2 422 IN B
EXTERNAL EXTERNAL
SUPPRESSION I/O SUPPRESSION I/O 6
ATC IDENT
SWITCH
$
TCAS ll EXTERNAL IDENT SEL
íí
EXTERNAL COPILOT CTRL COL

SUPPRESSION I/O GND
XPNDR2 429 IN A TCAS ll 429 OUT A
(
XPNDR2 429 IN B TCAS ll 429 OUT B MODE S NO. 2
XPDR ANTENNA
XPNDR2 429 OUT A TCAS ll 429 IN A
XPNDR2 429 OUT B TCAS ll 429 IN B (
AFT XPDR
BOTTOM ANTENNA
A33 A9
TRANSPONDER INTEGRATED
12 AVIONICS UNIT
EXTERNAL
SUPPRESSION I/O íí 12
íí
;31'5,1$ TCAS ll 429 OUT A

;31'5,1% TCAS ll 429 OUT B
;31'5287$ ;3'5,1$ ;3'5287$
TCAS ll 429 IN A
;3'5,1% ;3'5287%
;31'5287% TCAS ll 429 IN B
;3'5287$ ;3'5,1$
;3'5287% ;3'5,1%
EXTERNAL
A24 SUPPRESSION I/O
'0(12 6
íí ATC IDENT
SWITCH
EXTERNAL
SUPPRESSION I/O EXTERNAL IDENT SEL
P9 PILOT CTRL COL

PILOT CB GND
PANEL (
LJ75_3456_0001
íí FWD XPDR

BOTTOM ANTENNA
(
PRI PWR 02'(612
$7& XPDR ANTENNA
Fig. 65: ATC Transponder System Block Diagram

December 2014 34-56-107
NAVIGATION
FAULT INDICATION
Table 4: ATC Transponder System – CAS Messages
CAS MESSAGE LOGIC
ATC 1 FAULT At least one of the GTX1 system messages has been triggered
ATC 2 FAULT At least one of the GTX2 system messages has been triggered
ATC 1-2 FAULT At least one of the GTX1 and GTX2 system messages has been triggered

34-56-108 December 2014
NAVIGATION
AVIONICS TECHNICAL TRAINING GUIDE AUTOMATIC DIRECTION
FINDER (ADF) SYSTEM
AUTOMATIC DIRECTION FINDER (ADF) SYSTEM

(ATA 34-57-00)

The automatic direction finder (ADF) system is
a dual low-frequency radio system. The ADF ADF Receivers
system is used to indicate the bearing to a Figure 66
selected ground station.
The ADF receivers (right primary, left
secondary) are located in the aft nose avionics
COMPONENTS compartment. The primary unit is located on
The ADF system consists of: the right side and the secondary is located on
the left side.
• ADF receivers (optional) (2)
• ADF antenna
• Data concentrators (2)
ADF RECEIVER NO. 1
LJ75_3457_0001
Fig. 66: Automatic Direction Finder Units

December 2014 34-57-109
NAVIGATION
FINDER (ADF) SYSTEM
ADF Antenna through the speaker system or headphones

via the audio processors, and bearing data is
Figure 67 controlled and displayed on the GTCs via the
The ADF antenna is a dual-element antenna. data concentrators.
A second ADF antenna is no longer installed
when the aircraft is configured for the optional Control
dual ADF.
Control of the ADF system is provided by the
touch controllers. From the Audio & Radios
screen the following modes can be selected:
• ANT (Antenna)—ADF bearing pointer
parks on the HSI at 90°. Best mode for
listening to NDB audio.
• ADF (Automatic Direction Finder)—ADF
pointer points to the relative bearing of the
NDB station.
• ADF/BFO (ADF/Beat Frequency
Oscillator)—ADF pointer points to the
LJ75_3457_0002
relative bearing of the NDB station and an

audible tone confirms signal reception. This
mode allows identification of the interrupted
carrier beacon stations used in various
parts of the world.
Fig. 67: ADF Antenna
• ANT/BFO (Antenna/Beat Frequency
Oscillator)—ADF bearing pointer parks on
SYSTEM DESCRIPTION the HSI at 90° while an audible tone is
The ADF system is a navigational aid used to provided when a signal is received. This
give the crew continuous relative bearing mode also allows identification of the
indications to low-frequency homing stations, interrupted carrier beacon stations and
radio beacon, and broadcast stations. confirms signal reception.
SYSTEM OPERATION Power

Primary power to the ADF system is provided
Figure 68 and 69
by the ADF 1 circuit breaker on the pilot circuit
The ADF system antenna receives signals in breaker panel via the left MAIN avionics bus.
the frequency range of 100 kHz to 1799.5 kHz Secondary power to the ADF system is
and gives the signals to the ADF receiver. The provided by the ADF 2 circuit breaker panel
primary receiver processes the signals into via the right essential avionics bus.
sound and bearing data. Sound data is heard

34-57-110 December 2014
NAVIGATION
FINDER (ADF) SYSTEM
P9 $
PILOT CB $')
PANEL íí
íí
ADF PWR
$')
PWR GND
CHASSIS GND
A98
DATA
CONCENTRATOR
12
íí
A429 IN $')7;
A429 OUT $')5;
A7
AUDIO
352&(662512
íí
$')5&95$8',2,1 ADF AUDIO OUT
A8
AUDIO
PROCESSOR NO. 2
íí
QEC
ANT TOP/BTM STRAP

$')5&95$8',2,1
(
$17í%
íí
$17$')/223%í ANT ADF LOOP B

ANT SIN MOD ANT SIN MOD
ANT COS MOD ANT COS MOD
LJ75_3457_0003
ANT B+ ANT B+
ADF ANT ADF ANT
ANT GND ANT GND
Fig. 68: ADF System Block Diagram (1 of 2)

December 2014 34-57-111
NAVIGATION
FINDER (ADF) SYSTEM
P9 $
COPILOT CB $')
PANEL íí
íí
ADF PWR
ADF 2
PWR GND
CHASSIS GND
A99
DATA
CONCENTRATOR
NO. 2
íí
A429 IN ADF 2 429 TX

A429 OUT ADF 2 429 RX
A8
AUDIO
PROCESSOR NO. 2
íí
ADF 2 RCVR AUDIO IN ADF AUDIO OUT
QEC
ANT TOP/BTM STRAP

$')6(/(&7
(
$17í%
íí
$17$')/223%í ANT ADF LOOP B

ANT SIN MOD ANT SIN MOD
ANT COS MOD ANT COS MOD

LJ75_3457_0004
ANT B+ ANT B+
ADF ANT ADF ANT
ANT GND
Fig. 69: ADF System Block Diagram (2 of 2)

34-57-112 December 2014
MAINTENANCE
AVIONICS TECHNICAL TRAINING GUIDE INFORMATION SYSTEM
TABLE OF CONTENTS
MAINTENANCE INFORMATION SYSTEM

(ATA 45-45-00)
OVERVIEW ....................................................................................................................... 1
COMPONENTS ................................................................................................................ 1
COMPONENTS DESCRIPTION AND OPERATION ........................................................ 2
Maintenance Data Recorder/Wireless Datalink Unit ................................................... 2
Wireless Datalink Antenna .......................................................................................... 2
Maintenance Connector Panel .................................................................................... 3
Iridium SATCOM Transceiver ..................................................................................... 4
Iridium SATCOM Antenna........................................................................................... 4
SD Card....................................................................................................................... 5
Maintenance Connector Panel .................................................................................... 5
Wi-Fi ............................................................................................................................ 5
Iridium.......................................................................................................................... 5
Configuration Mode ..................................................................................................... 6
OEM Diagnostics......................................................................................................... 7
Screen Save Capability ............................................................................................... 7
System Interfaces...................................................................................................... 10
Signal Interface ......................................................................................................... 10

MAINTENANCE

MAINTENANCE
MAINTENANCE INFORMATION SYSTEM

(ATA 45-45-00)
OVERVIEW COMPONENTS
Data logging and diagnostics acquire aircraft • Maintenance data recorder and wireless
system information through the engine and datalink unit
airframe units, data concentrators, and
• Wireless datalink antenna
integrated avionics units using a high-speed
data bus (HSDB). Line replaceable units • Maintenance connector panel
transfer information directly to the MFD for
storage. ASSOCIATED COMPONENTS
The data logging and diagnostic capabilities • Display units (3)
are also referred to as central maintenance
computer (CMC) functionality. The CMC • Remote controllers (2)
functions can be broadly classified into the • Touch controllers (2)
following categories:
• Iridium SATCOM transceiver
• Event/fault detection and data logging
• Iridium SATCOM antenna
• Data storage
• Data export/download
• Data viewing (using OEM diagnostics and
Garmin CMC viewer)
The maintenance information system (MIS)
allows for the line replaceable units that follow:
• Data logging and diagnostics of fault and
CMC messages
• Continuous data logging, configurable
continuous data logging
• Exceedance capture
• Trend capture
• Service messages
• Lifecycle data

December 2014 45-45-1
MAINTENANCE
COMPONENTS DESCRIPTION AND unit provides 2GB of solid state memory for
OPERATION data logging of select HSDB packets, CAS
messages, and CMC messages.
Maintenance Data Recorder/
Wireless Datalink Antenna
Wireless Datalink Unit
Figure 1
Figure 1
The antenna is located on top of the fuselage.
Located forward of the instrument panel, the
maintenance data recorder/wireless datalink
B
A Detail A
LJ75_4500_0003
Detail B Detail C
Fig. 1: Maintenance Data Recorder and Wireless Datalink

45-45-2 December 2014
MAINTENANCE
Maintenance Connector Panel the pedestal. There are two connectors for
transmitting and receiving data. The J109
Figure 2 connector allows for transmitting and receiving
The maintenance connector panel is located live data via laptop. The J110 allows for
in the cockpit behind an access panel aft of transmitting and receiving logged data.
LJ75_4500_0002
Fig. 2: Maintenance Connector Panel

December 2014 45-45-3
MAINTENANCE
Iridium SATCOM Transceiver SYSTEM OPERATION

Figure 3 Figures 4
Located in the avionics nose on the left side at The G5000 system is a highly integrated
FS142.67, the SATCOM transceiver allows avionics suite with the capability of handling
inflight satellite data transfer via the iridium complex avionics and aircraft system
satellite link. functions. The system provides multiple
options to process data and download
Iridium SATCOM Antenna information from the avionics. This feature is
useful for system integration, maintenance,
Figure 3 diagnostics, return to service, and in-flight
The antenna is located on top of the fuselage. reporting of failure status.
\
This system collects data from multiple
sources. This includes internal avionics
IRIDIUM
SATCOM parameters; data acquired from aircraft
ANTENNA systems, and sensor values.
Multiple data types like discretes, data bus
label (A429, RS-485-232, A717, etc.) analogs
(RTD, DC volt, potentiometer, and
thermocouple) can be processed. The data is
packed into the Garmin high-speed data bus
(HSDB) protocol before it is processed by the
central maintenance computer.
LJ75_4500_0004
All of the CMC-related data/log/reports are

stored in 2 GB internal memory space in the
GDU (MFD) which is dedicated CMC memory.
The stored logs can be transferred to the GDU
external SD card. Wireless data transfer is
accomplished using the GDL 59 (Wi-Fi) and/or
the GSR 56 (Iridium).
IRIDIUM The maintenance information system provides
SATCOM
TRANSCEIVER four methods for data transfer:
• SD card
Fig. 3: Iridium SATCOM Transceiver and • Maintenance connector panel
Antenna
• Wi-Fi
• Iridium

45-45-4 December 2014
MAINTENANCE
SD Card Wi-Fi
Data/logs can be copied to an SD card in the The GDL 59 is used for transferring a selected
top slot of the MFD. Control is provided by the report via Wi-Fi. This is possible when the
GTC via the password protected maintenance aircraft is near a Wi-Fi hotspot on the ground.
mode. Refer to the AMM 45-45-04 for details. System logs can be configured to transmit
alerts on the ground via Wi-Fi. Each aircraft
Maintenance Connector Panel can be assigned an address list for email or
text message notifications. Control is provided
Live data can be viewed using a laptop. The by the GTC via the password-protected
laptop needs to have Windows XP or later and maintenance mode. Refer to the
requires diagnostic express (DX-75) software AMM 45-45-00 for details.
and an ethernet crossover cable or adapter.
Diagnostic express (DX) assists diagnostic Iridium
assessments by displaying data from the
The GSR 56 is used for data transfer via the
aircraft’s avionics. DX reads HSDB data from
Iridium satellite link. The GSR 56 allows for
the live data (J109). DX is capable of
in-flight or on-ground transfer of logs. System
recording a data session for diagnostic
logs can be configured to transmit alerts in
analysis. Refer to the AMM 45-45-06 for
flight via Iridium. Each aircraft can be assigned
details.
an address list for email or text message
A pedestal harness P/N 12845-575-005 is notifications. The transfer can be set up for
provided with the aircraft. This harness is used automatic transfer or only to be performed
for clearing brake/flap faults, downloading the manually. Refer to the AMM 45-45-05 for
DEECs, and configuring the ESIS. On the details.
maintenance connector panel, the pedestal
harness is attached to the connectors J159
and J158. A laptop will be connected to the
desired connector, depending on what
procedure is being done. For brake and flap
fault resets, special software called the fault
history reset tool is provided. Downloading the
DEECs is done using the ECTM/EEI with the
DEEC harness attached to the pedestal
harness. Configuration of the ESIS is done
using the pedestal harness and special
software on a laptop hooked up to the ESIS
connector. Refer to the AMM for details.

December 2014 45-45-5
MAINTENANCE
LJ75_4500_0008
Fig. 4: Maintenance Mode
Configuration Mode subsystems and LRUs. Configuration data is

loaded to the LRUs from an aircraft-specific
The G5000 system has three modes of Garmin software loader card. Different
operation: normal mode, reversionary mode security levels exist for configuration pages.
(see ATA 31-60-76 EFIS), and configuration Most pages contain flight critical information
mode. The system operates in normal mode and cannot be accessed using normal
after standard powerup. For system software methods. Refer to the G5000 Integrated
loads, configuration settings, troubleshooting, Avionics System Line Maintenance Manual,
and maintenance, there is a configuration Section 4 for instructions on how to access
mode provided. When in the configuration configuration mode and to view details of each
mode, configuration pages can help identify a page.
fault by observing the values and symbology
in the data fields for various G5000

45-45-6 December 2014
MAINTENANCE
OEM Diagnostics G5000 Integrated Avionics System Line

Maintenance Manual, Section 4 for details.
Original equipment manufacturer diagnostics
(OEMD) provides an overall status, displays Screen Save Capability
logged data, live data from the HSDB, and
export data to the SD card in the top slot of the The present displays on the GDUs and the
MFD. OEMD diagnostics resides on an SD GTCs can be saved to an SD card and
card and must be in the top slot of the MFD downloaded to a laptop for further viewing. To
before it is powered. OEMD consists of three save this data, a formatted Sandisk brand SD
screens: main, logged data, system data. The
card formatted (FAT-32) with a folder titled
main page gives an overall status for
“print” must be installed into the top slot of the
diagnostics only and is not used for return to
GDU that is used for saving the display. The
service. The logged data page allows view of
GDU must be powered down, the SD card
logs, viewing of alerts, saving to the SD card,
installed, and the GDU powered back up.
and clearing logs. The system data page
allows viewing of live system data, recording
Saving the displayed view from a GDU
at 1 Hz, and a custom system page that allows
viewing parameters from multiple systems. With the SD card installed into the top slot of
the desired GDU, press and hold softkeys 2
OEM diagnostics provides the capability to log
and 9 simultaneously for 4 seconds. Wait
data during flight. The data can be that
30 seconds before doing another view or
contained in prebuilt lists such as:
removing the SD card. The SD card can be
• GENERAL (all faults and data) removed and the “BMP” files can be
downloaded from the “print” folder of the SD
• GENERAL ALERT (general faults)
card on to a laptop for viewing using the
• PEAK (values are recorded if certain value installed picture viewer.
threshold is exceeded)
• CONTINUOUS (select parameters that are Saving the displayed view from a GTC
recorded continuously throughout the With the SD card installed into the top slot of
whole flight DU 2, press and hold the left side of the
• CAS (CAS related messages) middle knob “Copilot COM1 Volume Push:
Squelch” label tab on the GTC for 4 seconds.
Several parameters from the different airplane Wait 30 seconds before doing another view or
systems are monitored during the flight. removing the SD card. The SD card can be
Customized lists of this data can be created removed and the “BMP” files can be
and downloaded to an external storage downloaded from the “print” folder of the SD
devise. card onto a laptop for viewing using the
OEMD can be accessed via the password- installed picture viewer.
protected maintenance mode on the GTC or
by using the configuration mode. Refer to the

December 2014 45-45-7
MAINTENANCE
INDICATOR DEFINITION
The LRU is online and reports that the
item located next to the indicator box
is communicating.
The LRU is online, and reports thatorts that

the item located next to the indicator box
is not communicating.
The LRU is not reporting a status for
the item located next to the indicator
? box. This may be because the data is
not available, not applicable, or not expected.
The LRU is not reporting status for the
N item located next to the indicator box.
A This may be due to the fact that the data
is not available or is not expected.
“True” condition; i.e., necessary conditions
T have met in order to activate the item.
“False” condition: i.e., necessary conditions

F have not been met in order to activate the item.
“High” condition: i.e., the system expects a

H high voltage or a high resistance input to
LJ75_4500_0009
trigger the item (fan operation, etc.).
“Low” condition: i.e, the system expects a

L low voltage or a low resistance input to
trigger the item (fan operation, etc.).
Fig. 5: G5000 System Data Status Indicator Definitions

45-45-8 December 2014
MAINTENANCE
LJ75_4500_0010
Fig. 6: G5000 System Messages

December 2014 45-45-9
MAINTENANCE
System Interfaces
Power
The GDL 59 and the GSR 56 are both
powered from the same 5 amp circuit breaker
(WI-FI/IRIDIUM) from the left main bus.
The maintenance connector panel is powered
from a 7.5 amp circuit breaker (PEDESTAL
CONN PWR) from the left main bus.
Signal Interface
Figure 7
Maintenance data is reported to the MIS as
follows:
• Pressurization controller via ARINC 429
• Fuel quantity system via ARINC 429
• Brake control unit via discretes, RS-232
• Flap control unit via discretes and analog,
RS-232
• L DEEC via, analogs and ARINC 429,
RS-422
• R DEEC via, analogs and ARINC 429,
RS-422
• Spoileron computer via discretes and
ARINC 429, RS-422
• Engine vibration monitor via discretes,
ARINC 429
• Nosewheel steering computer via
discretes, RS-422

45-45-10 December 2014
MAINTENANCE
P9 A18
PILOT CB TEST CONN. DATALINK
PANEL A/C PWR 45-45-02
24-60-01 A/C GND
PEDESTAL
CONN PWR LIVE DATA
LAPTOP TX LIVE DATA IN
LAPTOP RX LIVE DATA OUT
FLT PHONE/
MAINT
LOGGED DATA
LAPTOP TX LOGGED DATA IN
LAPTOP RX LOGGED DATA OUT
P23
CENTER PEDESTAL
A/C PWR
E43
WIFI ANTENNA
A5225
IRIDIUM
SATCOM
RCVR
A5189
SATCOM ANT
AUDIO AUDIO
RS-232 RS-232
M20
DISPLAY UNIT
LJ75_4500_0001
NO. 2
31-60-01
HSDB IN HSDB OUT

HSDB OUT HSDB IN
Fig. 7: Maintenance Information System–Block Diagram

December 2014 45-45-11
MAINTENANCE

45-45-12 December 2014
FLIGHT DECK
TABLE OF CONTENTS
FLIGHT DECK INFORMATION SYSTEM

(ATA 46-20-00)
OVERVIEW ....................................................................................................................... 1
COMPONENTS ................................................................................................................ 2
XM Weather Receiver ................................................................................................. 2
GPS/WAAS/XM Antenna ............................................................................................ 4
XM–Satellite Weather.................................................................................................. 6
CONTROL AND INDICATION .......................................................................................... 8
OVERLAYS AND FUNCTIONS ...................................................................................... 11
NEXRAD ................................................................................................................... 11
Echo Tops ................................................................................................................. 14
Cloud Tops ................................................................................................................ 16
SiriusXM Lightning .................................................................................................... 17
Storm Cell Movement................................................................................................ 18
SIGMETS and AIRMETS .......................................................................................... 18
METARS ................................................................................................................... 20
Surface Analysis and City Forecast .......................................................................... 22
Freezing Levels ......................................................................................................... 23
Winds Aloft ................................................................................................................ 24
COUNTY WARNINGS .............................................................................................. 25
Cyclone Warnings ..................................................................................................... 26
Icing (CIP and SLD) .................................................................................................. 27
Turbulence ................................................................................................................ 28
PIREPs and AIREPs ................................................................................................. 29
INTERFACES ................................................................................................................. 30
Power ........................................................................................................................ 30
SIGNAL INTERFACE...................................................................................................... 30
INITIAL ACTIVATION/REACTIVATION .......................................................................... 30

FLIGHT DECK

FLIGHT DECK
FLIGHT DECK INFORMATION SYSTEM

(ATA 46-20-00)
OVERVIEW crewmembers view weather patterns in full

color graphics or text to determine the best
Figure 1 route around inclement weather.
The flight deck information system is a
subscription-based service that lets
NEXRAD Weather
Weather Product Age in
Product Symbol Minutes
MFD (SiriusXM Weather Pane)
Dashes Indicate
Weather Product
Expired
Touch Controller (SiriusXM Weather Settings Screen)
Enable/Disable a
Enable/Disable
Background
Weather
LJ75_4620_0004A
Weather
Product
Product
Overlay(s)
View Legends
for Enabled
Weather Products
Fig. 1: SiriusXM Weather Products

December 2014 46-20-1
FLIGHT DECK
COMPONENTS COMPONENT DESCRIPTION

The flight deck information system contains: AND OPERATION
• XM weather receiver XM Weather Receiver
• GPS/WAAS/XM antenna
Figure 2
Located forward of the instrument panel, the
XM weather receiver is an XM weather and
radio datalink unit (satellite radio receiver) that
provides (throughout North America) real-time
weather information to the MFD and PFD
Inset Map. The XM weather receiver
communicates via HSDB connection. A
subscription to the XM satellite service is
required to enable the XM capabilities.

46-20-2 December 2014
FLIGHT DECK
COAX CONNECTOR
(A5219P1)
RACK
(REF)
ELECTRICAL
CONNECTOR
(A5219P691)
XM WEATHER
RECEIVER
(A5219)
LJ75_4600_0002
Fig. 2: XM Weather Receiver

December 2014 46-20-3
FLIGHT DECK
GPS/WAAS/XM Antenna
Figure 3
The GPS/WAAS/XM antenna, located on top
of the aircraft at FS260 on the left side,
provides continuous reception capabilities at
any altitude throughout North America. This
antenna is also utilized for the no. 1 GPS
system.

46-20-4 December 2014
FLIGHT DECK
GPS/WAAS/XM
ANTENNA XM ANTENNA
ANTENNA LEAD
LJ75_4600_0005
ANTENNA LEAD
ANTENNA LEAD
Detail A
Fig. 3: GPS/WAAS/XM Antenna

December 2014 46-20-5
FLIGHT DECK
SYSTEM OPERATION
XM–Satellite Weather
Figure 4
XM satellite weather information is received by
the XM/GPS antenna and is collected and
processed by the XM satellite weather
receiver.
SiriusXM weather operates in the S-band
frequency range to provide continuous
downlink capabilities at any altitude
throughout the continental United States.
Based on the service schedule, the XM
weather receiver begins receiving weather
updates within 20 minutes of system startup.
The XM weather receiver shows the age of
reported weather products and the issue time
for forecasted weather products.

46-20-6 December 2014
FLIGHT DECK
NEXRAD Weather
Weather Product Age
Product Symbol in Minutes
GDU2 (SiriusXM Weather Pane in Full Mode)
Dashes Indicate
Weather Product
Expired
Touchscreen Controller (SiriusXM Weather Settings Screen)
Enable/Disable
a Background Enable/Disable
Weather Weather
Product Product
Overlay(s)
LJ75_4600_0020
View the Legends

for Enabled
Weather Products
Fig. 4: Viewing SiriusXM Weather Products on the SiriusXM Weather Pane

December 2014 46-20-7
FLIGHT DECK
CONTROL AND INDICATION
PFD Inset Navigation Map

The primary control of the Sirius XM function
SiriusXM Weather Pane

Navigation Map Panes
is provided by the GTCs. Each GTC can
control two multifunction windows (MFWs).
The primary access to the SiriusXM function
on the GTCs is done from the Home page. SiriusXM Weather Product
When the optional SiriusXM is installed, the
WX radar button is replaced with the weather
button. Pressing the weather button defaults
to SiriusXM weather MFW as defined by the NEXRAD + + +
crew profile function.
No Radar Coverage (Displayed + + +
The XM weather page allows for the selection with NEXRAD)
of various products, dependent upon the Cloud Tops +
subscriptions. There are three overlays or
Echo Tops +
base functions which are mutually exclusive,
as follows: SiriusXM Lightning + + +
Storm Cell Movement + +
• NEXRAD
SIGMETs/AIRMETs (SIG/AIR) +
• Echo tops
METARs + + +
• Cloud tops City Forecast (CITY) +
In addition to the three overlays, there are Surface Analysis (SFC) +
17 overlay functions dependent upon Freezing Levels (FRZ LVL) +
subscription. Figures 5 shows all 20 overlays
Winds Aloft (WIND) +
and respective capability of being overlaid on
the three sources of display. County Warnings (COUNTY) +
Cyclone Warnings (CYCLONE) +
Icing Potential (ICNG) +
PIREPs +
AIREPs + LJ75_4600_0021
Turbulence (TURB) +
TFRs + + +
TAFs +
Fig. 5: Weather Product Display Maps

46-20-8 December 2014
FLIGHT DECK
For each enabled SiriusXM weather product,

the system displays a weather product icon
and product age in the upper right corner of
the SiriusXM weather MFW. The product age
is the elapsed time (in minutes) since the
weather data provider compiled the weather
product. The product age display does not
indicate the age of the information contained
within the weather product, which can be
significantly older than the displayed weather
product age. The SiriusXM weather service
broadcasts weather products at specific
intervals (defined in the Broadcast Rate
column in Figures 6). If for any reason, a
product is not broadcast within the expiration
time intervals, the system removes the expired
data from the display and shows dashes
instead of the product age. This ensures the
displayed information is consistent with what
is currently being transmitted by the SiriusXM
weather service. If more than half of the
expiration time has elapsed, the color of the
product age changes to yellow. If data for a
weather product is not available, the system
displays “N/A” next to the weather product
symbol instead of the product age.

December 2014 46-20-9
FLIGHT DECK
Product Expiration Time Broadcast Rate

SiriusXM Weather Product
Symbol (Minutes) (Minutes)
Next-generation Radar 5 (U.S.)
30
(NEXRAD) 10 (Canada)
Cloud Tops 60 15
Echo Tops 30 7.5
SiriusXM Lightning 30 5
Storm Cell Movement 30 12

SIGMETs
60 12
AIRMETs 60 12
Meteorological Aerodrome
90 12
Report (METARs)
City Forecast 90 12
Surface Analysis 60 12
Freezing Levels 120 12
Winds Aloft 90 12
County Warnings 60 5
Cyclone (Hurricane) Warnings 60 12
Icing Potential (CIP and SLD) 90 22
Pilot Weather Report (PIREPs) 90 12
Air Report (AIREPs) 90 12
Turbulence 180 12
No Radar Coverage no product image 30 5
LJ75_4600_0022
Temporary Flight Restrictions

no product image 60 12
(TFRs)
Terminal Aerodrome Reports
no product image 60 12
(TAFs)
Fig. 6: SiriusXM Weather Product Symbols and Data Timing

46-20-10 December 2014
FLIGHT DECK
OVERLAYS AND FUNCTIONS Individual NEXRAD sites supply the network

with radar images, and the images from each
NEXRAD site may arrive at the network at different rates
and times. Periodically, the weather data
Figure 7 and 8 provider compiles the available individual site
images from the network to form a composite
WARNING image, and assigns a single time to indicate
DO NOT USE THE INDICATED DATA when it created the image. This image
LINK WEATHER PRODUCT AGE TO becomes the NEXRAD weather product.
DETERMINE THE AGE OF THE Individual images--gathered from each
WEATHER INFORMATION SHOWN NEXRAD site--differ in age, and are always
BY THE DATA LINK WEATHER older than the displayed NEXRAD weather
PRODUCT. DUE TO TIME DELAYS product age. The data provider then sends the
INHERENT IN GATHERING AND NEXRAD data to the SiriusXM Weather
PROCESSING WEATHER DATA service, whose satellites transmit this
FOR DATA LINK TRANSMISSION, information during the next designated
THE WEATHER INFORMATION broadcast time for the NEXRAD weather
SHOWN BY THE DATA LINK product.
WEATHER PRODUCT MAY BE Because of the time required to detect,
SIGNIFICANTLY OLDER THAN assemble, and distribute the NEXRAD
THE INDICATED WEATHER weather product, the displayed weather
PRODUCT AGE. information contained within the product may
be significantly older than the current radar
NOTE synopsis and may not depict the current
The NEXRAD weather product weather conditions. The NEXRAD weather
cannot be displayed at the same time product should never be used as a basis for
as terrain, echo tops, turbulence, or maneuvering in, near, or around areas of
icing data. hazardous weather regardless of the
information it contains.
The National Weather Service (NWS)
operates the WSR-88D, or NEXRAD The display shows composite data from all
(NEXt-generation RADar) system, an available NEXRAD radar sites in the selected
extensive network of 156 high-resolution coverage area (either United States or
Doppler radar systems. The NEXRAD network Canada.) This data is composed of the
provides centralized meteorological maximum reflectivity from the individual radar
information for the continental United States sweeps. The display of the information is
and selected overseas locations. The color-coded to indicate the strength of the
maximum range of a single NEXRAD site is radar returns. All weather product legends can
250 nm. be viewed on the touchscreen controller. For
the NEXRAD legend, touch the Legend button
when NEXRAD is enabled for display on the
SiriusXM Weather Settings screen.

December 2014 46-20-11
FLIGHT DECK
No Radar Coverage
LJ75_4600_0024
Fig. 7: NEXRAD Data on the SiriusXM Weather Pane
LJ75_4600_0025
No Radar Coverage
Fig. 8: NEXRAD Reflectivity Legend

46-20-12 December 2014
FLIGHT DECK
The display of no radar coverage is always NEXRAD Limitations

active when either the NEXRAD or Echo Tops
NEXRAD radar images may have certain
weather products are enabled for display. The
limitations:
following NEXRAD radar coverage and Echo
Tops areas are indicated in a gray shade of • NEXRAD base reflectivity does not provide
purple: sufficient information to determine cloud
layers or precipitation characteristics (wet
• Information is not currently available
hail vs. rain). For example, it is not possible
• Area outside of the selected coverage to distinguish between wet snow, wet hail,
source area and rain.
• Area information not being collected • NEXRAD base reflectivity is sampled at the
minimum antenna elevation angle. An
Reflectivity individual NEXRAD site cannot depict
Reflectivity is the amount of transmitted power high-altitude storms at close ranges. It has
returned to the radar receiver. Colors on the no information about storms directly over
NEXRAD display are directly correlative to the the site.
level of detected reflectivity. Reflectivity as it • When zoomed in to a range of 30 nm, each
relates to hazardous weather can be very square block on the display represents an
complex. area of 4 sq kilometers. The intensity level
The role of radar is essentially to detect reflected by each square represents the
moisture in the atmosphere. Simply put, highest level of NEXRAD data sampled
certain types of weather reflect radar better within the area.
than others. The intensity of a radar reflection The following may cause abnormalities in
is not necessarily an indication of the weather displayed NEXRAD radar images:
hazard level. For instance, wet hail returns a
strong radar reflection, while dry hail does not. • Ground clutter
Both wet and dry hail can be extremely • Strobes and spurious radar data
hazardous.
• Sun strobes (when the radar antenna
The different NEXRAD echo intensities are points directly at the sun)
measured in decibels (dB) relative to
reflectivity (Z). NEXRAD measures the radar • Interference from buildings or mountains,
reflectivity ratio, or the energy reflected back which may cause shadows
to the radar receiver (designated by the • Metallic dust (chaff) from military aircraft,
letter Z). The value of Z increases as the which can cause alterations in radar scans
returned signal strength increases.

December 2014 46-20-13
FLIGHT DECK
NEXRAD Limitations (Canada) indicates the highest altitude at which

precipitation is detected. Information is derived
• Radar coverage extends to 55ºN from NEXRAD data.
• Any precipitation displayed between 52ºN Touch the Legend button on the SiriusXM
and 55ºN is displayed as mixed regardless Weather Settings screen to display the Echo
of actual precipitation type Tops legend when Echo Tops is enabled.
Since Echo Tops and Cloud Tops use the
Echo Tops same color scaling to represent altitude, only
one of these products may be displayed at a
Figure 9 and 10
time. When Echo Tops is enabled, the system
disables NEXRAD and Cloud Tops
NOTE
information.
When the Echo Tops product is
The display of no radar coverage is always
enabled, NEXRAD and Cloud Tops
active when either NEXRAD or Echo Tops is
data are removed.
selected. Areas where NEXRAD radar
The Echo Tops weather product shows the coverage and Echo Tops information is not
location, elevation, and direction of the highest currently selected, not available, or is not
radar echo. The highest radar echo does not being collected, are indicated in gray shade of
indicate the top of a storm or clouds; rather it purple.

46-20-14 December 2014
FLIGHT DECK
No Radar Coverage
LJ75_4600_0026
Fig. 9: Echo Tops Weather Product
LJ75_4600_0027
No Radar Coverage
Fig. 10: Echo Tops Legend

December 2014 46-20-15
FLIGHT DECK
Cloud Tops The Cloud Tops weather product depicts cloud

top altitudes as determined from satellite
Figure 11 and 12 imagery. When the Cloud Tops background is
enabled, the system disables Echo Tops data.
NOTE
Touch the Legend Button on the SiriusXM
The Cloud Tops and Echo Tops Weather Settings Screen to display weather
weather products cannot be displayed legend(s) for enabled weather product(s).
at the same time. Scroll as necessary to view the information,
then touch Back or Home.
LJ75_4600_0028
Fig. 11: Cloud Tops Weather Product

LJ75_4600_0029
Fig. 12: Cloud Tops Legend

46-20-16 December 2014
FLIGHT DECK
SiriusXM Lightning
Figure 13
The Lightning weather product shows the
approximate location of cloud-to-ground
lightning strikes. A strike icon represents a
strike has occurred within a 2-km region. The
exact location of the lightning strike is not
displayed.
Lightning
Strikes
LJ75_4600_0030
Fig. 13: SiriusXM Lightning Weather Product

December 2014 46-20-17
FLIGHT DECK
Storm Cell Movement SIGMETS and AIRMETS

Figure 14 Figure 15 through 18
The Cell Movement map overlay shows the The National Weather Services issues
location and movement of storm cells as SIGMETs (SIGnificant METeorological
identified by the ground-based system. Yellow Information) and AIRMETs (AIRmen’s
squares represent cells, with short orange METeorological Information) for potentially
arrows indicating direction of cell movement. hazardous weather. The service issues a
Convective SIGMET for hazardous convective
weather. A localized SIGMET is a significant
weather condition occurring at a localized
geographical position.
Touch the Legend button on the SiriusXM
Weather Settings screen to display weather
legend(s) for enabled weather product(s).
Scroll as necessary to view the information,
Storm Cells
LJ75_4600_0031
Fig. 14: Storm Cell Movement Weather Product

46-20-18 December 2014
FLIGHT DECK
AIRMET
LJ75_4600_0032
Fig. 15: AIRMET and SIGMET Weather Products
IEW
LJ75_4600_0033
LJ75_4600_0034
Selected
AIRMET or
SIGMET Text
Fig. 16: Map Pointer Options Screen Fig. 17: AIRMET/SIGMET Info Screen
LJ75_4600_0035
Fig. 18: SIGMET/AIRMET Legend

December 2014 46-20-19
FLIGHT DECK
METARS precipitation, cloud cover, cloud heights,

visibility, and barometric pressure. They can
Figure 19 and 20 also contain information on precipitation
amounts, lightning, and other critical data.
NOTE METARs are shown as colored flags at
Atmospheric pressure as reported for airports that provide them.
METARs is given in hectopascals Textual METAR information is also available
(hPa), except for in the United States, on the Airport Information screens on the
where it is reported in inches of touchscreen controllers. When viewing the
mercury (in Hg). Temperatures are Airport Information screen for an airport, touch
reported in Celsius. the Weather tab and scroll as needed to view
the METAR text. METAR text is also available
NOTE on the Takeoff Data and Landing Data
METAR information is only displayed screens; refer to the Flight Management
within the installed navigation section for more information about viewing
database service area. METAR information on these screens.
METARs (METeorological Aerodrome The graphical METAR flag color shown on the
Reports) describe observed weather maps is determined by the information in the
conditions at airports and reporting stations. METAR text. The system displays a gray
METARs are generally updated hourly, but METAR flag when the METAR text does not
may be updated more frequently if conditions contain adequate information to determine the
warrant. METARs typically contain information METAR category.
about the temperature, dewpoint, wind,

46-20-20 December 2014
FLIGHT DECK
Airport with Original METAR Text

METAR flag
selected with
map pointer
LJ75_4600_0036
Fig. 19: Panning on the SiriusXM Weather Pane
LJ75_4600_0037
Fig. 20: METAR Legend

December 2014 46-20-21
FLIGHT DECK
Surface Analysis and City Forecast The Surface Analysis and City Forecast
weather products are available for current and
Figure 21 and 22 forecast weather conditions. Forecasts are
available for intervals of 12, 24, 36, and 48
NOTE hours.
Surface Analysis and City Forecast Touch the Legend button on the SiriusXM
data are displayed only within the Weather Settings screen to display weather
installed Aviation Database service legend(s) for enabled weather product(s).
area. Scroll as necessary to view the information,
LJ75_4600_0038
Fig. 21: Current Surface Analysis Weather Product

LJ75_4600_0039
Fig. 22: Surface Analysis and City Forecast Legend

46-20-22 December 2014
FLIGHT DECK
Freezing Levels out of date and has been removed from the
display.
Figure 23 and 24
Touch the Legend button on the SiriusXM
Freezing Level data shows the color-coded Weather Settings screen to display weather
contour lines for the altitude and location at legend(s) for enabled weather product(s).
which the first isotherm is found. When no Scroll as necessary to view the information,
data is displayed for a given altitude, the data then touch Back or Home.
for that altitude has not been received, or is
LJ75_4600_0040
Fig. 23: Freezing Level Weather Product

LJ75_4600_0041
Fig. 24: Freezing Level Legend

December 2014 46-20-23
FLIGHT DECK
Winds Aloft
Figure 25
The Winds Aloft weather product shows the
predicted windspeed and direction at the
surface and at selected altitudes. Altitude can
be displayed in 3000-ft increments from the
surface up to 42,000 ft MSL.
Winds Aloft Overlay at 12,000 ft

Data age
(US and
Canada)
Selected winds
aloft altitude
SiriusXM Weather Settings Screen
Selects winds aloft

altitude (12,000 ft
currently selected)
LJ75_4600_0042
Touch to enable/disable
winds aloft overlay
Fig. 25: Displaying Winds Aloft Data

46-20-24 December 2014
FLIGHT DECK
COUNTY WARNINGS
Figure 26
County data provides specific public
awareness and protection weather warnings
from the National Weather Service (NWS).
This can include information on severe
thunderstorms, tornadoes, and flood
conditions.
Flood warning
selected with
map pointer
LJ75_4600_0043
Fig. 26: County Warnings Weather Product

December 2014 46-20-25
FLIGHT DECK
Cyclone Warnings
Figure 27
The Cyclone weather product shows the
current location of cyclones (hurricanes),
tropical storms, and their projected tracks.
Cyclone
LJ75_4600_0049
Fig. 27: Cyclone (Hurricane) Weather Product

46-20-26 December 2014
FLIGHT DECK
Icing (CIP and SLD) moderate, severe, and extreme (not specific to
aircraft type). The CIP product is not a
Figure 28 forecast, but a presentation of the current
conditions at the time of the analysis.
NOTE
Supercooled large droplet (SLD) icing
Icing data cannot be displayed at the conditions are characterized by the presence
same time as NEXRAD data. of relatively large, supercooled water droplets
Current Icing Product (CIP) data shows a indicative of freezing drizzle and freezing rain
graphical view of the icing environment. Icing aloft. SLD threat areas are depicted as
severity is displayed in four categories: light, magenta dots over the CIP colors.
Current
Icing
Potential Selected Current
Icing Potential
SLD Threat Altitude
Area
LJ75_4600_0044
Fig. 28: Current Icing Potential Overlay at 21,000 Ft

December 2014 46-20-27
FLIGHT DECK
Turbulence The Turbulence weather product identifies the

potential for erratic movement of high-altitude
Figure 29 and 30 air mass associated winds. Turbulence is
classified as light, moderate, severe or
NOTE extreme, at altitudes between 21,000 and
The Turbulence weather product 45,000 ft. Turbulence data is intended to
cannot be displayed at the same time supplement AIRMETs and SIGMETs.
as NEXRAD weather product.
Selected
Turbulence
Altitude
Fig. 29: Turbulence Weather Product at 21,000 Ft LJ75_4600_0045

LJ75_4600_0046
Fig. 30: Turbulence Legend

46-20-28 December 2014
FLIGHT DECK
PIREPs and AIREPs conditions, such as low inflight visibility, icing

conditions, windshear, and turbulence.
Figure 31 and 32 PIREPs are issued as either routine (UA) or
Pilot weather reports (PIREPs) provide urgent (UUA).
weather observations collected from pilots. Another type of PIREP is an air report
When significant weather conditions are (AIREP). AIREPs are used almost exclusively
reported or forecast, Air Traffic Control (ATC) by commercial airlines.
facilities are required to solicit PIREPs. A
PIREP may contain adverse weather
AIREP
Urgent PIREP
selected with
map pointer
LJ75_4600_0047
PIREP
Fig. 31: AIREPs and PIREPs on the SiriusXM Weather Pane
AIREP
Location
Age of
PIREP
PIREP Text
LJ75_4600_0048
PIREP Info Screen

Touch to Display
Information for Selected
AIREP/PIREP
Fig. 32: Displaying PIREPs/AIREPs on the Touchscreen Controller

December 2014 46-20-29
FLIGHT DECK
INTERFACES FAULT INDICATION
Power
Table 1: XM Satellite System—
The XM satellite weather receiver is powered CAS Messages
through the L MAIN bus.
CAS MESSAGE DESCRIPTION
SIGNAL INTERFACE XM FAIL GDL 69 failed
The XM weather receiver interfaces with DAU
5 via HSDB. The XM weather receiver INITIAL ACTIVATION/
interfaces with the # 1 GPS/WAAS/XM REACTIVATION
weather antenna.
Figure 33
Before SiriusXM weather can be used, the
service must be activated by providing the
coded IDs unique to the installed XM weather
receiver to SiriusXM customer service. The
SiriusXM weather service has a coded data
radio ID. The data radio ID must be provided
to activate the weather service. The activation
is completed on the SiriusXM Info page
(Figures 33) accessed through Home, Utilities,
Setup, and then SiriusXM Info on the GTCs.
Data Radio ID
(for SiriusXM
Weather)
Weather Products
(Available products
for service class
Service Class of indicated in white,
SiriusXM Weather not available are
Subscription diminished)
LJ75_4620_0023
Start Service
Activation
Fig. 33: SiriusXM Info Screen

46-20-30 December 2014
FLIGHT DECK
SYSTEM INTERFACES
Figure 34
A5219 A98
XM WEATHER RECEIVER DATA CONCENTRATOR
íí UNIT NO. 1
íí
HSDB IN HSDB OUT
HSDB OUT HSDB IN
GND P9
PILOT CB
PANEL
íí
AIRCRAFT PWR
XM RCVR
LJ75_4600_0003
E39
DIRECT ANTENNA GPS/XM ANTENNA
NO. 1
Fig. 34: Flight Deck Information System Block Diagram

December 2014 46-20-31
FLIGHT DECK

46-20-32 December 2014

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AVIONICS

TECHNICAL TRAINING GUIDE

BOMBARDIER AIRCRAFT TRAINING

Copyright © 2013-2014, Bombardier Inc. or its subsidiaries. All rights reserved.

For Training Purposes Only

CHAPTER TITLE CHAPTER TITLE

22-00-00 Auto Flight 34-00-00 Navigation

Copyright © Bombardier Inc.

This page intentionally left blank

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MACH/CONFIGURATION TRIM SYSTEM

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Control Wheel Trim Switch........................................................................................ 44

RUDDER BOOST SYSTEM

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OVERVIEW closed-loop horizontal stabilizer position

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M19 M20 M21

A29 A98 A29

Fig. 1: Learjet 75 Autopilot System Block Diagram

Copyright © Bombardier Inc.

Copyright © Bombardier Inc.

Autopilot Roll, Pitch, and

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Fig. 2: Autopilot Roll Servo

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Fig. 3: Autopilot Pitch Servo

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Fig. 4: Autopilot Yaw Servo

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Servo Mounts modes engage status is indicated via a green

Fig. 5: Autopilot Mode Controller

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Fig. 6: Control Wheel Switches

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Control Wheel Master Switch Go-Around Switch

ELEV DISC IDLE IDLE

Fig. 7: Go-Around Switch

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Forward Interface Unit addition to the autopilot, several other systems

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Integrated Avionics Units

Fig. 9: Integrated Avionics Unit

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Display Units source softkey located on the touch controller.

Fig. 11: Touchscreen Controller

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Fig. 12: Autopilot Trim Adapters (1 of 2)

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Fig. 13: Autopilot Trim Adapters (2 of 2)

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Each flight director uses air data from the air

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Lateral Modes Flight Director Armed Vertical Modes

Fig. 14: Flight Director

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The following annunciations illuminate on the

Table 1 - AFCS Status Box Messages

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