Aviônica Volume 2

Linhas aéreas Inteligentes
Treinamento de Manutenção
Familiarização em Sistemas Aviônicos
Boeing 737-600/700/800/900
Volume 02
7
Linhas aéreas Inteligentes
Training Manual
NOTICE
THIS MANUAL HAS BEEN PREPARED FOR AIRPLANES SYSTEM

TRAINING. IT WILL NOT BE REVISED AND DOES NOT AMEND OR
SUPERSEDE INFORMATION CONTAINED IN APPLICABLE
GOVERNMENTAL REGULATIONS AND BOEINGS APPLICABLE SERVICE
BULLETINS, MAINTENANCE MANUALS, OVERHAUL MANUALS AND
WRITTEN INSTRUCTIONS.
737-600/700/800/900 Familiarization Manual
Linhas aéreas Inteligentes Maintenance Training
Static and Total Air Pressure System
TABLE OF CONTENTS
CHAPTER
SECTION
SUBJECT SUBJECT PAGE
INTRODUCTION .................................................................................................................................................................................................... 34-11-00.............. 02

GENERAL DESCRIPTION ..................................................................................................................................................................................... 34-11-00.............. 04
COMPONENT LOCATION – EXTERNAL.............................................................................................................................................................. 34-11-00.............. 06
PITOT PROBE........................................................................................................................................................................................................ 34-11-00.............. 08
STATIC POWER .................................................................................................................................................................................................... 34-11-00.............. 10
DRAIN FITTINGS ................................................................................................................................................................................................... 34-11-00.............. 12
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STATIC AND TOTAL AIR PRESSURE SYSTEM – INTRODUCTION
General
The purpose of the static and total air pressure system is to

measure pitot and static air pressure. These pressures are used
to calculate flight parameters such as airspeed and altitude.
Abbreviations and Acronyms
ADIRU – air data inertial reference unit

ADM – air data module
altn – alternate
ARINC – Aeronautical Radio Incorporated
aux – auxiliary
capt – captain
ft – feet
F/O – first officer
fwd – forward
L – left
R – right
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STATIC AND TOTAL AIR PRESSURE SYSTEM – GENERAL DESCRIPTION
General Primary Static and Total Air Pressure System
The static and total air pressure system gets air pressure inputs The two primary pitot probes connect to two pitot air data
from three pitot probes and six static ports on the airplane modules (ADMs) two pairs of the primary static ports connect to
fuselage. two static ADMs.
These are the two types of air pressure: The ADMs change the air pressures to electrical signals and
send them to the air data inertial reference units (ADIRUs) on
− Static air pressure is the ambient air pres e around the ARINC 429 data buses. The ADIRUs use the signals to calculate
airplane flight parameters such as airspeed and altitude.
− Pitot air pressure is the air pressure on the pitot probe
tube as a result of the forward motion of the airplane. Each pitot line and each static line has a drain fitting.
The static and total air pressure system h s the components: Alternate Static and Total Air Pressure System
− Three pitot probes The auxiliary pitot probe connects to the standby
− Six static ports altimeter/airspeed indicator. The alternate static ports connect to
− Five drain fittings. the standby altimeter/airspeed indicator and to the cabin
differential pressure indicator.
Flexible and hard pneumatic tubing are use to connect the pitot-
static components. The standby static line has a drain fitting in the line.
The system drains act as sumps to remove condensation in the

pitot-static lines.
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STATIC AND TOTAL AIR PRESSURE SYSTEM – COMPONENT LOCATION – EXTERNAL
Pitot Probe Location
The airplane has three pitot probes. The captain pitot probe is on
the left side of the airplane. The first officer and the auxiliary pitot
probes are on the right side of the airplane.
Static Port Location
The airplane has six static ports. There is a captain, first officer
and an alternate static port on each side of the airplane.
Alternate Static Ports Location
The airplane has two alternate static ports. There is one port on
each side of the airplane.
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STATIC AND TOTAL AIR PRESSURE SYSTEM – PITOT PROBE
General
The pitot probe measures pitot air pressure.
Physical Description
The pitot probe port points forward to measure pitot pressure. A

strut moves the probe several inches from the airplane skin to
decrease airflow turbulence effects. A base plate contains the
electrical and pressure connectors. A gasket is between the
probe base and the airplane structure to form a pressure seal.
An anti-icing heater is in the probe to prevent ice. The heater is

attached to the electrical connector in the base plate.
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STATIC AND TOTAL AIR PRESSURE SYSTEM – STATIC PORT
General
The static ports measure static (ambient) air pressure.
Physical Description
The static ports are flush-mounted on the fuselage skin. There is

a circle around the port with a caution note.
CAUTION: DO NOT PLUG OR DEFORM HOLES. INDICATED

AREAS MUST BE SMOOTH AND CLEAN.
The static ports do not have anti-icing heaters.
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STATIC AND TOTAL AIR PRESSURE SYSTEM – DRAIN FITTING
General
The system drains remove condensation that collects in the pitot-

static lines. The drain fittings have a reinforced transparent
section of tubing with an orange float. This forms a sight gage to
show the level of fluid that collects in the sump.
Operation
The lower part of the drain contains a valve covered by a

bayonet cap. To drain the pitot-static line, remove the cap and
insert the valve depressor on the cap into the valve. The liquid in
the sump drains by gravity when you push the valve.
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THIS PAGE INTENTIONALLY LEFT BLANK
Page 14
Jul 2003
Air Data Instruments
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-13-00.............. 02

COMPONENT LOCATION ..................................................................................................................................................................................... 34-13-00.............. 06
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AIR DATA INSTRUMENTS – INTRODUCTION
General
The air data instruments supply the crew with standby indications
of the airplane altitude and indicated airspeed (IAS).
alt – altitude
BARO – barometric
G/T – gear train
IAS – indicated airspeed
IN HG – inches of mercury
MB – millibars
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AIR DATA INSTRUMENTS – GENERAL DESCRIPTION
General
The standby altimeter/airspeed indicator is two flight instruments

in one component.
One instrument is a pneumatic altimeter. It gets static air

pressure from the alternate static ports and shows barometric
altitude.
The other instrument is a pneumatic airspeed indicator. This

indicator gets pitot air pressure from the alternate pitot probe and
static air pressure from the alternate static ports to show the
indicated air speed.
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AIR DATA INSTRUMENTS – COMPONENT LOCATION
General
The standby altimeter/airspeed indicator is in the flight

compartment.
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Air Data Inertial Reference System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-21-00.............. 02

COMPONENT LOCATION – FLIGHT COMPARTMENT....................................................................................................................................... 34-21-00.............. 10
COMPONENT LOCATION – IRS MASTER CAUTION UNIT ................................................................................................................................ 34-21-00.............. 12
COMPONENT LOCATION – EE COMPARTMENT............................................................................................................................................... 34-21-00.............. 14
COMPONENT LOCATION – PITOT AIR DATA MODULES.................................................................................................................................. 34-21-00.............. 16
COMPONENT LOCATION – STATIC AIR DATA MODULES ............................................................................................................................... 34-21-00.............. 18
COMPONENT LOCATION – AOA SENSORS AND TAT PROBE ........................................................................................................................ 34-21-00.............. 20
POWER .................................................................................................................................................................................................................. 34-21-00.............. 22
DC POWER OPERATION...................................................................................................................................................................................... 34-21-00.............. 24
NO COOLING AND ON DC WARNING ................................................................................................................................................................. 34-21-00.............. 26
INERTIAL SYSTEM DISPLAY UNIT ...................................................................................................................................................................... 34-21-00.............. 28
MODE SELECT UNIT............................................................................................................................................................................................. 34-21-00.............. 30
ADIRU FUNCTIONAL DESCRIPTION................................................................................................................................................................... 34-21-00.............. 32
BAROMETRIC CORRECTION INDICATION......................................................................................................................................................... 34-21-00.............. 36
ALTIMETER INDICATION...................................................................................................................................................................................... 34-21-00.............. 38
AIRSPEED INDICATION........................................................................................................................................................................................ 34-21-00.............. 40
TAT INDICATION ................................................................................................................................................................................................... 34-21-00.............. 42
TRUE AIRSPEED, POSITION DIFFERENCE, GROUND SPEED INDICATIONS................................................................................................ 34-21-00.............. 44
VERTICAL SPEED INDICATION ........................................................................................................................................................................... 34-21-00.............. 46
ATTITUDE INDICATION ........................................................................................................................................................................................ 34-21-00.............. 48
HEADING/TRACK INDICATIONS.......................................................................................................................................................................... 34-21-00.............. 50
ALIGNMENT PROCEDURE 1................................................................................................................................................................................ 34-21-00.............. 52
ALIGNMENT TIME ................................................................................................................................................................................................. 34-21-00.............. 58
IRS MOTION .......................................................................................................................................................................................................... 34-21-00.............. 60
POSITION DIFFERENCE DURING ALIGNMENT ................................................................................................................................................. 34-21-00.............. 62
ADIRS MAINTENANCE CODES............................................................................................................................................................................ 34-21-00.............. 64
TRAINING INFORMATION POINT – CDU ADIRS BITE PAGES – ADIRS BITE MAIN MENU............................................................................ 34-21-00.............. 66
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AIR DATA INERTIAL REFERENCE SYSTEM – INTRODUCTION
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Purpose AOA – angle of attack

ARINC – Aeronautical Radio, Inc.
The air data inertial reference system (ADIRS) has two primary A/T – autothrottle
functions: ATC – air traffic control
att – attitude
- Air data reference (ADR) bat – battery
- Inertial reference (IR). baro – barometric
brt – brightness
The ADR function calculates airspeed and barometric altitude. capt – captain
The IR function calculates this data: CAS – computed airspeed
CDS – common display system
- Attitude CDU – control display unit
- Present position clr – clear
- Groundspeed CPC – cabin pressure controller
- Heading. CPU – central processing unit
DC – direct current
Abbreviations and Acronyms DEU – display electronics unit
DU – display unit
AACU – anti skid auto brake control unit dspl – display
AC – alternating current EFIS – electronic flight instrument system
A/D – analog to digital elec – electronic
ADF – automatic direction finder elex – electrical
ADI – attitude direction indication ent – enter
ADIRS – air data inertial reference system FCC – flight control computer
ADIRU – air data inertial reference unit FDAU – flight data acquisition unit
ADM – air data module FMC – flight management computer
ADR – ai r data reference FMCS – flight management computer system
alt – altimeter F/O – first officer
alt – altitude
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FPV – flight path vector pos – position

FSEU – flap slat electronics unit PSEU – proximity switch electronics unit
FWD – forward GPS – global positioning system R – right
GPWC – ground proximity warning computer RDMI – radio distance magnetic indicator
GS – ground speed ref – reference
hdg – heading RMI – radio magnetic indicator
HPA – hecto-pascal R/T – receiver transmitter
IFSAU – integrated flight systems accessory unit SAT – static air temperature
in – inches sel – select
init – initialization SMYD – stall management yaw damper
instr – instrument spd – speed
IR – inertial reference stby – standby
IRS – inertial reference system STS – status
ISDU – inertial system display unit sw – switched
l – left sys – system
LCD – liquid crystal display TAS – true airspeed
LSK – line select key TAT – total air temperature
MAG – magnetic TCAS – traffic collision avoidance system
MASI – mach airspeed indicator TK – track
MCU – master caution unit trk – track
MMR – multi-mode receiver tru – true
MSU – mode select unit V – volts
nav – navigation VOR – VHF omnidirectional range
NCD – no computed data VSI – vertical speed indication
ND – navigation display WXR – weather radar
NVM – non-volatile memory xfr – transfer
PPOS – present position
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ADIRS – GENERAL DESCRIPTION
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General The AOA sensors measure and convert angle of attack to

electrical signals. The electrical signals go to the ADIRUs.
The air data inertial reference system (ADIRS) supplies these
type of data to the aircrew and to the airplane systems: The ISDU supplies initial position and heading data to the
ADIRUs. It also supplies this data to the flight crew:
- Altitude
- Airspeed - Present position
- Temperature - Heading
- Heading - Navigation
- Attitude - Performance
- Present position. - Status.
The ADIRS has these components: The MSU gives mode select; on data to the ADIRUs. It also
shows system operational and fault status to the flight crew.
- Air data modules (ADMs) (4)
- Total air temperature (TAT) probe The two ADIRUs calculate and send air data and inertial
- Angle of attack (AOA) sensors (2) reference information on ARINC 429 data buses. Each ADIRU
- Inertial system display unit (ISDU) has two parts. One part is the air data reference (ADR) part. The
- Mode select unit (MSU) other is the inertial reference (IR) part.
- Air data inertial reference unit (ADIRU) (2)
- IRS master caution unit. The ADIRUs use these inputs to calculate air data:
Functional Description - Pitot pressure

- Static pressure
The TAT probe measures the outside air temperature. It changes - Total air temperature
the temperature value to an electrical signal. The electrical signal - Angle of attack
goes to the ADIRUs. - Common display system (CDS) barometric correction
- IR data.
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Each ADIRU uses three accelerometers and three laser gyros to

calculate inertial reference (IR) data. Initial present position
information goes to the ADIRUs from the ISDU, or the flight
management computer system (FMCS).
The IRS master caution unit sends fail discretes to the flight
compartment master caution system.
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ADIRS – COMPONENT LOCATION – FLIGHT COMPARTMENT
General
These are the ADIRS components in the flight compartment:
- Inertial system display unit (ISDU)

- Mode select unit (MSU)
- IRS master caution annunciator.
These are the components in the flight compartment that have

an interface with the ADIRS:
- Left inboard and outboard display units

- Right inboard and outboard display units
- Upper center display unit
- IRS select switch
- Control display unit (CDU) 1 and 2
- Radio magnetic indicator (RMI)
- Left and right EFIS control panels.
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ADIRS – COMPONENT LOCATION – IRS MASTER CAUTION UNIT
General
THE IRS master caution unit is in the flight compartment on the

P61 panel.
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ADIRS – COMPONENT LOCATION – EE COMPARTMENT
General
These are the ADIRS components in the electronic equipment

(EE) compartment:
- Left air data inertial reference unit (ADIRU)

- Right ADIRU.
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ADIRS – COMPONENT LOCATION – PITOT AIR DATA MODULES
General
The pitot pressure air data modules (ADM) are in the forward
equipment compartment.
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ADIRS – COMPONENT LOCATION – STATIC AIR DATA MODULES
General
The static pressure ADMs are in the forward cargo compartment,

above the ceiling panels.
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ADIRS – COMPONENT LOCATION – AOA SENSORS AND TAT PROBE
General
The angle of attack (AOA) sensors are on both sides of the

fuselage. The total air temperature (TAT) probe is on the left
side.
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ADIRS – POWER
ADIRU going to the right ADIRU and to supply power to the crew call
horn when the ADIRUs operate with dc power on the ground.
The ADIRU operates with 115v ac or 28v dc. 115v ac is the
normal power source. Air Data Modules
Each ADIRU has a separate ac and dc power source. The left The left ADIRU supplies 13.5v dc to the left pitot ADM and to the
ADIRU gets power from these buses: left static ADM. The right ADIRU supplies 13.5v dc to the right
ADMs.
- 115v ac stby bus
- 28v dc sw hot battery bus. Inertial System Display Unit
The right ADIRU gets power from these buses: The inertial system display unit (ISDU) gets 28v dc from the left
and the right ADIRU.
- 115v ac xfr bus 2
- 28v dc sw hot battery bus. IRS Master Caution Unit
AC Reference Voltage The IRS master caution unit gets power from the 28v dc bat bus.
The 28v ac stby bus supplies a servo reference voltage to the left
ADIRU and to the left angle of attack (AOA) sensor. The 28v ac
xfr bus 2 supplies servo reference voltage to the right ADIRU and
to the right AOA sensor.
Integrated Flight Systems Accessory Unit
The integrated flight systems accessory unit (IFSAU) gets ac

power from the 115v ac xfr bus 2. DC power comes from the 28v
dc sw hot bat bus. The IFSAU uses these inputs to control power
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ADIRS – DC POWER OPERATION
General
The ADIRUs operates with AC or DC power. AC power is the

normal power source. If the AC power source is not available,
OC power from the airplane battery will supply power to the
ADIRUs.
Left ADIRU DC Operation
When AC power is not available, the left ADIRU will operate on

DC power from the 28v dc sw hot battery bus. The left ADIRU
will continue to operate on DC power until the battery power is
less than 18v dc.
Right ADIRU Operation
DC power to the right ADIRU goes through a time delay circuit in

the integrated flight systems accessory unit (IFSAU). When AC
power is not available, a 5-minute time delay keeps the DC
power relay energized, and the right ADIRU operates on DC
power. After 5 minutes continuous operation on DC power, the
time delay circuit deenergizes the relay and DC power to the
right ADIRU is removed. This feature allows the airplane battery
to drain at a slower rate.
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ADIRS – NO COOLING AND ON DC WARNING
General Equipment Cooling Failure
The integrated flight systems accessory unit (IFSAU) contains a Two equipment cooling sensors monitor the cooling air flow to
circuit which causes the ground crew call horn to tell the ADIRUs. A low flow relay in the sensor will close when the
maintenance personnel of unsafe AOIRU operation. This occurs cooling air flow fails. The closed relay lets 28v dc go to the
when the airplane is on the ground and the ADIRUs are on dc IFSAU. The 28v dc discrete goes through a 20 second delay to
power or when the equipment cooling system fails. the AND gate logic. After twenty seconds, the AND gate supplies
power to the crew call horn relay. The relay energizes when the
AOIRU OC Power Operation air/gnd relay is in the gnd position. The energized crew call horn
relay closes the relay switch, and 28v dc power causes the horn
The ADIRUs send 28v dc to the ANO logic circuit in the IFSAU. to operate.
When an AOIRU senses that it is on dc power, it sends an ON
OC discrete to the IFSAU. The discrete goes through a 20
second delay to the AND gate logic. After twenty seconds of dc
operation, the AND gate supplies power to the crew call horn
relay. The relay energizes when the air/gnd relay is in the gnd
position. The energized crew call relay closes the relay switch,
and 28v dc power causes the horn to operate.
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ADIRS- INERTIAL SYSTEM DISPLAY UNIT
Purpose
The DSPL SEL switch selects the data to show from the ADIRU.
The inertial system display unit (ISDU) has an interface with the The DSPL SEL switch has these positions:
ADIRUs. You can send digital data to the ADIRUs and show
digital information and maintenance information from the - TEST
ADIRUs. - TK/GS (track/ground speed)
- PPOS (present position)
Physical Properties - WIND (wind speed/wind direction)
- HDG/STS (heading/status).
These are the properties of the ISDU:
A BRT control is on the center of the DSPL SEL switch. Use the
- Height – 4.5 inches BRT control to adjust the brightness of the ISDU display and
- Width – 5.75 inches back lights.
- Depth – 5.25 inches
- Weight – 3.7 pounds
- Power – 11 watts steady state.
Features
Use the keyboard on the front panel to enter latitude, longitude,

and heading data.
The SYS DSPL switch selects left or right ADIRU data to show
on the IRS display.
The lRS display is a 13-character display that can show numbers

and the letters N, S, E, and W. The characters are incandescent
filaments. Each character is line replaceable.
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ADIRS – MODE SELECT UNIT
Purpose knob to put the selector in the OFF position. All other position
changes do not require the operator to pull the knob.
The mode select unit (MSU) sends IR mode selection
instructions to the ADIRUs. It also gives visual indications of The MSU has two sets of annunciators. One set is for the left
ADIRS operation and failures. ADIRU and one set i5 for the right ADIRU. Each set has these
annunciators:
Physical Properties
- ALIGN - A white annunciator that comes on steady during
CAUTION: SOME SWITCHES MUST BE PULLED AND THEN ADIRU alignment. The annunciator will flash when the
TURNED. IF YOU TRY TO TURN THESE ADIRU needs information.
SWITCHES BEFORE YOU PULL THEM, YOU CAN - ON DC - An amber annunciator that comes on steady
DAMAGE THE SWITCH. when the ADIRU is on the 28v dc power source.
- FAULT - An amber annunciator that comes on steady
The MSU has two mode selectors. One for the left ADIRU, and when the IR function of the ADIRU fails.
one for the right ADIRU. Each mode selector has four positions. - DC FAIL - An amber annunciator that comes on steady
These are the four positions: when the DC power source is less than 18v dc.
- OFF - Causes the ADIRU not to operate An amber GPS annunciator on MSU indicates a failure of an
- ALIGN - Causes the ADIRU to start the alignment process installed global positioning system.
- NAV - Causes the ADIRU to enter the navigation mode
after a successful alignment
- ATT - Causes the ADIRU to enter the attitude mode.
The mode selectors have a feature to decrease the risk that the
flight crew will accidentally put the ADIRU in a mode that will
disable its operation. When the selector is in the NAV position,
the operator must pull the knob to put it in the ATT mode. When
the selector is in the ALIGN position, the operator must pull the
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ADIRS – ADIRU FUNCTIONAL DESCRIPTION
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General altitude rate, and true airspeed to the IR processor. The IR uses
this ADR data as part of its inertial altitude, vertical speed and
The ADIRU has these three parts: wind calculations.
The IR processor calculates these IR data values:
- Power supply
- Inertial reference (IR) - Pitch
- Air data reference (ADR). - Roll
- Yaw
Power Supply - Latitude
- Longitude
The power supply receives 115v ac and 28v dc. The ADIRU - True heading
operates with either power source. The power supply gives - Magnetic heading
power to the ADR and the IR. Power also goes to the ISDU and - Inertial velocity vectors
to the ADMs. - Linear accelerations
- Angular rates
The power supply monitor sends BITE data to the IR section. - Track angle
The power supply monitors for these conditions: - Wind speed and direction
- Inertial altitude
- AC power failure - Vertical speed and acceleration
- DC power failure. - Ground speed
- Drift angle
Inertial Reference - Flight path angle and acceleration.
The ISDU or the FMC supplies bite commands and initial The IR data goes out on ARINC 429 data buses.
position data to the IR processor. The mode of operation comes
from the MSU. The gyros and accelerometers supply movement The IR processor sets the ALIGN discrete during the alignment
data to the IR processor. The ADR data bus gives altitude, mode.
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Air Data Reference - Mach

- True airspeed
Static and pitot air pressure come from the air data modules - Static air temperature
(ADMs). Barometric correction comes from the common display - Total air temperature
system (CDS). - Impact pressure
- Static pressure
The ISDU or the IR data bus supplies bite commands to the ADR - Total pressure.
processor. The IR data bus also gives pitch, roll, vertical speed,
and acceleration to the ADR processor. The ADR uses this IR The ADR data goes out on ARINC 429 data buses.
data to calculate thrust and ground effect compensation values.
The ADR then uses the calculated thrust and ground effect BITE
compensation values as part of its static source error correction
calculation. The IR processor monitors and reports BITE. Detected faults
from the ADR or power supply go to the IR processor for
Total air temperature (TAT) and angle of attack (AOA) data is processing and storage. The IR processor sends fault data and
converted from analog data to digital data by the A/D converter status data out on ARINC 429 data buses.
before the data is received by the ADR processor.
IR faults cause the IR processor to set the FAULT discrete.
The ADR processor calculates these values:
Power supply faults cause the IR processor to set the DC FAIL
- Altitude or the ON DC discretes.
- Baro-corrected altitude
- Altitude rate Alignment problems cause the IR processor to set the ALIGN
- Computed airspeed discrete to an intermittent flash.
- Maximum allowable airspeed
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ADIRS – BAROMETRIC CORRECTION INDICATION
General
Barometric correction adjusts the barometric altitude value that

shows on the altimeter indication. This adjusts for changes in
barometric pressure.
Barometric Correction Controls
The barometric correction controls are on the EFIS control

panels. The controls select and set barometric correction
reference, values, and displays. These are the barometric
controls:
- Barometric reference selector – selects inches of mercury

(IN) or hectopascals (HPA) as the barometric reference
- Barometric correction selector – sets the value of
barometric correction
- Barometric standard (STD) switch – push the switch to set
the barometric standard to 29.92 in hg, 1013 hPa.
Barometric Correction Display
Barometric correction shows on the altimeter indication. The

barometric correction shows in hg or hPa. The EFIS control
panel barometric reference selector determines the format that
shows.
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ADIRS – ALTIMETER INDICATION
General Rolling Digit Altitude Readout
The altimeter indication shows on the common display system Current barometric pressure altitude shows in a rolling digit
(CDS). ADIRS barometric corrected altitude shows on the format. The three least significant digits agree with the position of
altimeter indication. The altimeter indication has these barometric the altitude pointer. The rolling digit format has a range of -9,900
corrected altitude features: feet to 99,900 feet in 20 foot increments. For positive values of
altitude below 10,000 feet, a green crosshatch symbol shows in
- Altitude scale and pointer the most significant digit position. For negative values of altitude,
- Metric digital altitude readout a negative (-) symbol shows in the most significant digit position.
- Rolling digit altitude readout.
Failure Indication
Altitude Scale and Pointer
Failure of the altimeter indication occurs for these conditions:
The altitude scale is linear from 0 to 1000 feet. It has major scale
marks every 100 feet and minor scale marks every 20 feet. The - Left and right ADIRU barometric corrected altitude invalid
altitude pointer has a hub, a shaft, and an arrowhead. The - Capt and F/O EFIS control panel barometric correction
pointer indication is equal to the three least significant digits of invalid.
the rolling digital altitude readout. The pointer is not limited in
movement. Each revolution around the scale indicates 1000 feet. Failure of the barometric corrected altitude removes all data from
Negative altitude values cause the pointer to move counter the indication except barometric correction. A yellow ALT flag
clockwise. shows in the center of the indication.
Metric Digital Altitude Readout Failure of the EFIS control panel barometric correction removes
all data from the indication. A yellow ALT flag shows in the center
A metric altitude readout shows on the altimeter indication when of the indication. Also the message DISPLAYS CONTROL
you push the MTRS button on the EFIS control panel. The metric PANEL shows on the altimeter display. The message is yellow.
altitude readout changes in whole number increments. For
negative values of altitude, a negative (-) symbol appears next to
the most significant digit. For zero altitude, 0M shows.
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ADIRS – AIRSPEED INDICATION
General counter shows. The mach digital counter does not show when
the mach value is less than 0.38.
The mach airspeed indicator (MASI) shows on the common
display system (CDS). ADIRU computed airspeed (CAS) and Airspeed Digital Counter
mach show on the MASI. Left ADIRU CAS shows on the
captain’s MASI. Right ADIRU CAS shows on the first officer’s The airspeed digital counter shows CAS from 45 to 450 knots.
MASI. The MASI has these features which use ADIRU data: When the CAS is more than or equal to 60 knots, the counter
agrees with the value that the airspeed pointer shows. The
- Airspeed scale and pointer airspeed digital counter shows in a box.
- Mach digital counter
- Maximum speed indication The rolling digits roll down for increasing speed and up for
- Airspeed digital counter. decreasing speed. When the CAS has a fractional value, the
position of the readouts unit digits will show two or three digits in
Airspeed Scale and Pointer whole or part.
The airspeed scale has these three linear parts: Airspeed Flag
- 60 to 250 knots When the ADIRU CAS is invalid, the MASI display data does not
- 250 to 300 knots show. A yellow SPD flag shows.
- 300 to 450 knots.
Maximum Operating Speed lndication
The airspeed pointer turns around the scale. It points at the
current CAS value. The pointer stays at 60 knots when the CAS The maximum operating speed indication is a red and white
is less than 60 knots. The pointer stays at 450 knots when the curved line that shows the maximum operating speed. The value
CAS is more than 450 knots. is 340 knots when the barometric altitude is less than 25,968
feet. Above 25,968 feet, the maximum operating airspeed is .82
Mach Digital Counter mach. The indication moves around the outside of the airspeed
scale to maintain the airspeed equivalent of .82 mach.
The mach indication shows as a digital counter in a box. When
the mach value is equal or greater than 0.4, the mach digital
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ADIRS – TAT INDICATION
General
Total air temperature (TAT) from the ADIRUs shows on the top
of the engine display. The TAT value that shows is from the left
ADIRU. When the left ADIRU TAT is invalid, the right ADIRU
TAT value shows. TAT goes out of view when the data from both
ADIRUs is invalid.
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ADIRS – TRUE AIRSPEED, POSITION DIFFERENCE, GROUND SPEED INDICATIONS
True Airspeed miles. The direction arrow shows the direction from the FMC to
the ADIRU.
True airspeed (TAS) shows in the upper left corner of the
navigation display (ND). It shows all the time in all ND modes. When an ADIRU is off or failed, the display line for that ADIRU
goes out of view.
The captain's display shows TAS from the left ADIRU. The right
ADIRU gives TAS for the first officer's display. Groundspeed
The TAS display shows the letters TAS, and three numbers that Groundspeed shows on the upper right of the ND in all modes.
indicate true airspeed in knots. If the TAS value is less than 101 Groundspeed data usually comes from the FMC. ADIRU
knots, the numbers go out of view and are replaced with three groundspeed shows only when FMC groundspeed fails.
dashes.
True Airspeed Failure
When the true airspeed data from the ADIRU fails, the true
airspeed display goes out of view. True airspeed does not have a
failure flag.
FMC, ADIRU Position Difference
The common display system (CDS) calculates position difference

between FMC present position and present position from the
ADIRUs. The display shows on the lower right of the ND in the
MAP and CTR MAP modes. The first line of the display shows
difference between the selected FMC and the selected ADIRU.
The second line shows the difference between the selected FMC
and the non-selected ADIRU. The distance readout is in nautical
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ADIRS – VERTICAL SPEED INDICATION
Normal Display
The ADIRUs supply vertical speed data to the vertical speed

indication (VSI). The left ADIRU supplies data to the captain's
indication and the right ADIRU supplies data to the first officer's
indication. The vertical speed pointer rotates to point at the
vertical speed value on the dial. Positive vertical speed makes
the pointer rotate in a clockwise direction.
No Computed Data Display
No computed data (NCD) occurs when the ADIRU is not sending

vertical speed data to the VSI. The NCD condition causes the
vertical speed pointer to go out of view.
Failure Display
When the ADIRU fails or the ADIRU vertical speed function fails,
the VSI shows a failure display. Failure causes the VSI pointer to
go out of view and the VSI failure flag to come into view.
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ADIRS – ATTITUDE INDICATION
General ADIRU Failure
The ADIRUs supply pitch and roll data to the common display An ADIRU failure causes the attitude indication to go out of view.
system (CDS). The CDS uses pitch and roll data to move the The ATT flag shows.
attitude indicator.
The left ADIRU usually supplies pitch and roll data for the captain
attitude indicator. The right ADIRU usually supplies pitch and roll
data for the first officer attitude indicator.
Normal Display
Valid pitch and roll data from the ADIRU causes the CDS to
show these:
- Attitude ball
- Pitch scale
- Roll scale
- Roll indicator
- Horizon line.
No Computed Data
When the ADIRU supplies no computed data (NCD) to the CDS,

such as during ADIRU alignment, the CDS does not show the
attitude indication.
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ADIRS – HEADING/TRACK INDICATIONS
General ADIRU Heading Failure
The ADIRUs supply magnetic heading and track, and true An ADIRU heading failure causes these changes to the ND:
heading and track data to the common display system (CDS).
The CDS uses magnetic or true heading to show heading on the - Compass rose and numbers go out of view
navigation display (ND). - Heading readout goes out of view
- HDG flag shows in heading readout window
The CDS uses ADIRU track data on the ND only when track data - Track line goes out of view.
from the FMC is not available.
For track up modes, an ADIRU heading failure will cause the
Normal Display heading pointer to go out of view. Track is usually supplied by
the FMC. If both the FMC track and the ADIRU track are invalid,
In heading up modes, heading from the ADIRU shows in the these changes will occur on the ND:
heading readout window of the ND. The CDS makes the decision
to use true heading or magnetic heading. Airplane track shows - Compass rose and numbers go out of view
on the ND as a line that extends from the airplane symbol to the - Track readout goes out of view
compass rose. - TRK flag shows in track readout window.
In track up modes, heading from the ADIRU show on the ND as

a pointer that moves along the compass rose. Airplane track
shows in the heading readout window.
No Computed Data Display
A typical no computed data (NCD) condition is when the ADIRU

is in the alignment mode. On the ND, dashes show in the
heading readout window and the track line goes out of view.
Also, the numbers on the compass rose go out of view.
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ADIRS – ALIGNMENT PROCEDURE 1
General
The ADIRS alignment time will change between a minimum of 5

minutes at the equator to 17 minutes maximum at 78.25
degrees, north or south latitudes.
The alignment time will not be more than 10 minutes if the

present position latitude is between 60.0 degrees north or south.
The alignment time is fixed at 10 minutes between latitudes of
60.0 and 70.2 degrees north or south. The alignment time is
fixed at 17 minutes between latitudes of 70.2 and 78.25 degrees
north or south.
The ADIRU will not align at a latitude more than 78.25 north or
south.
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Alignment Mode
CAUTION: SOME SWITCHES MUST BE PULLED AND THEN

TURNED. IF YOU TRY TO TURN THESE
SWITCHES BEFORE YOU PULL THEM, YOU CAN
DAMAGE THE SWITCH.
Use the mode selector on the MSU to start the ADIRU alignment.
Move the selector from OFF to NAV. The left selector controls
the left ADIRU and the right selector controls the right ADIRU.
The ON DC light comes on for 5 seconds. During this time, the

ADIRU does a check of its dc power source. After 5 seconds, the
ON DC light goes off and the ALIGN light comes on. The ADIRU
is now in the alignment mode.
Training Information Point
If the ADIRU detects airplane movement during the alignment

mode, the alignment process will stop. After the motion stops, a
new alignment will start.
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Present Position Entry
You must enter present position data for the ADIRU during
alignment. The ADIRU calculates present position latitude but it
cannot calculate present position longitude. The ADIRU uses
your entry for latitude and longitude. The ADIRU compares your
latitude entry to its calculated value to make sure its calculation
of latitude is correct.
You can use the ISDU or the FMC CDU to enter present position
data. When both ADIRUs are in alignment mode, you only need
to enter the data one time. The data goes to .both ADIRUs. If you
make a wrong entry, you can enter the data again. The ADIRUs
use the last data entry that you make.
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ADIRS – ALIGNMENT TIME
General
You can see the time remaining to alignment on the ISDU. Set
the DSPL SEL switch to the HDG/STS position. The right IRS
DISPLAY shows the time in minutes until the ADIRU is aligned.
For 17 minute alignments, 15 shows in the right IRS DISPLAY
for the first three minutes. After three minutes, the display counts
down to zero.
The ADIRU goes to the navigation mode at the end of the

alignment time if the mode select switch is in the NAV position
and present position has been entered.
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ADIRS – IRS MOTION
General
When the ADIRUs are in the alignment mode and the ADIRUs
detect airplane movement, the alignment mode stops. A status
code 3 shows on the ISDU and IRS MOTION shows on the CDU
scratchpad. After 30 seconds, the ADIRUs do a check for
airplane motion. When the motion stops, the ADIRUs start new
alignments. When the new alignment starts, the status code 3
goes out of view. You push the CLR key on the CDU to remove
the IRS MOTION message from the CDU scratchpad.
NOTE: The display selector must be in the HDG/STS position to

see the status code 3.
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ADIRS – POSITION DIFFERENCE DURING ALIGNMENT
General
The ADIRU keeps a record of its last position. You must enter
position data during the alignment. When you enter position data
that is more than 1 degree different than the recorded latitude or
1 degree different than the recorded longitude, these things
occur:
- ALIGN light flashes

- Status code 4 shows on ISDU
- ENTER IRS POSITION shows on CDU.
Enter the same position data again to cause these to occur:
- Align light on (no flash)

- Status code 4 goes out of view
- ENTER IRS POSITION goes out of view
NOTE: The ADIRU does not calculate longitude. The ADIRU

will not detect an incorrect longit entry after alignment is
complete.
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ADIRS – ADIRS MAINTENANCE CODES
General
ADIRS maintenance codes show on the IRS DISPLAY of the

ISDU. Some codes give the condition of ADIRS components and
signals. Some codes give instructions.
Two or more codes cause the ISDU CLR key light to come on.
Push the CLR key to show the codes in sequence.
The ADIRS maintenance codes come from the ADIRUs. Put the
SYS DSPL selector in the L position to see codes from left
ADIRU. The right shows codes from the right ADIRU.
Maintenance codes 26 and 36 are not used.
CDU Display Pages
You can see the list of ADIRS maintenance codes on the CDU.
The list is a part of the ADIRS BITE.
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ADIRS – TRAINING INFORMATION POINT – CDU ADIRS BITE PAGES – ADIRS BITE MAIN MENU
General To show the current status, select LSK 1L.
The ADIRS has maintenance information that you can get To show the in-flight faults, select LSK 2L.
access to through the flight management computer control
display unit (CDU). To operate a ground test, select LSK 3L.
To see the maintenance information, select ADIRS on line select To show the identification and configuration information, select
key (LSK) 4L from the MAINT BITE INDEX. This shows the LSK 4L.
ADIRS BITE page.
The input monitoring line is not active.
On the ADIRS BITE page, select either ADIRS L on LSK 1L or
ADIRS R on LSK 2L. This shows the ADIRS BITE main menu for Select LSK 6l to return to the ADIRS BITE page.
the left ADIRU or the right ADIRU.
ADIRS BITE Main Menu
There are four maintenance procedures that you can select

through the ADIRS BITE main menu. These are the selections:
- Current status
- In-flight faults
- Ground test
- Ident/config.
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Overspeed Warning
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-16-00.............. 02

MACH AIRSPEED WARNING TEST SWITCH ...................................................................................................................................................... 34-16-00.............. 08
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OVERSPEED WARNING – INTRODUCTION
General
The 737 has an airspeed and a mach limit to protect the

airframe. The mach airspeed warning system gives an aural
warning that tells the flight crew when the airspeed is more than
the mach or airspeed limit.
The airplane maximum operating limit speed (VMO) is 340 kts

when the airplane is at or below an altitude of 25,968 ft. Above
this altitude, the airplane is limited by mach number. The
maximum operating mach (MMO) is 0.82.
ADIRU -air data inertial reference unit

ADM -air data module
CAPT -captain
FO -first officer
MMO -maximum operating mach
VMO -maximum operating limit speed
kts -knots
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OVERSPEED WARNING – GENERAL DESCRIPTION
VMO/MMO Overspeed Warning
The mach airspeed warning system gets the overspeed warning

signal from an ADIRU. The signal means that the airspeed is
more than the maximum operating limit speed (VMO) or the
maximum operating mach (MMO). This signal turns on the
clacker sound in the aural warning module.
The mach airspeed warning system has a mach airspeed

warning test switch. It is part of the flight recorder/mach airspeed
warning panel. Push one of the two mach airspeed warning test
switches to start the clacker sound in the aural warning module.
Test switch No.1 does a test of the overspeed warning circuit in
the left ADIRU. Test switch No.2 does a test of the overspeed
warning circuit in the right ADIRU.
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OVERSPEED WARNING – COMPONENT LOCATION
Flight Compartment
The flight recorder/mach airspeed warning panel is on the aft

overhead panel. The aural warning module is on the bottom of
the forward electronics panel.
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OVERSPEED WARNING – MACH AIRSPEED WARNING TEST SWITCH
General
There are two mach airspeed warning test switches. They are
momentary push switches. When you push the test switch, a
ground discrete goes to the air data inertial reference unit
(ADIRU).
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Global Positioning System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-58-00.............. 02

FLIGHT COMPARTMENT COMPONENT LOCATION.......................................................................................................................................... 34-58-00.............. 06
ANTENNA LOCATIONS......................................................................................................................................................................................... 34-58-00.............. 10
CDU DISPLAYS ..................................................................................................................................................................................................... 34-58-00.............. 12
TRAINING INFORMATION POINT – 1 .................................................................................................................................................................. 34-58-00.............. 14
TRAINING INFORMATION POINT – 2 .................................................................................................................................................................. 34-58-00.............. 16
MMR BITE .............................................................................................................................................................................................................. 34-58-00.............. 18
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GLOBAL POSITIONING SYSTEM – INTRODUCTION
Purpose MMR – multi mode receiver

nav – navigation
The global positioning system (GPS) uses navigation satellites to NCD – no computed data
supply airplane position to airplane systems and to the flight NVM – non volatile memory
crew. ovht – overheat
pos – position
Abbreviations and Acronyms PPS – precision positioning service
R – right
ADIRU – air data inertial reference unit RAIM – receiver autonomous integrity monitor
AMP – amplifier RBL – right buttock line
APU – auxiliary power unit Rcvr – receiver
ARINC – Aeronaut; cal Radio, Inc. RF – radio frequency
ATT – attitude SAT – satellite
A/D – analog to digital SCR – silicon controlled rectifier
BITE – built-;n test equipment SPS – standard positioning service
CDU – control display unit SS – single shot
CONV – convertor sta – station
dc – direct current UTC – universal time (coordinated)
DET – detection BIAS – clock bias
D/A – digital to analog V – volts
ELEC – electrical WL – water line
flt – flight
FMC – flight management computer
GP – genera l purpose
GPS – global positioning system
HEX – hexadecimal
IRS – inertial reference system
L – left
LBL – left buttock line
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GPS – GENERAL DESCRIPTION
General
The global positioning system (GPS) calculates this data:
- Latitude
- Longitude
- Altitude
- Accurate time
- Ground speed.
There are two GPS systems. Antenna 1 receives satellite signals

and sends them to multi mode receiver (MMR) 1. Antenna 2
connects to MMR 2. The MMRs calculate the airplane position
and accurate time. This data goes to the flight management
computer system (FMCS) and the IRS master caution unit. The
FMCS uses GPS or navigation radio position with inertial
reference data to calculate the airplane position.
The ADIRU sends position data to the MMRs.
The IRS master caution unit gets GPS data from both MMRs. It
causes the GPS fail light on the IRS mode select unit to come on
when the two units have a failure or if one unit fails and the
master caution annunciator are pushed.
The ground proximity warning computer gets GPS position and

velocity data from the MMRs.
The clock gets GPS time and date from the MMRs.
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GPS – FLIGHT COMPARTMENT COMPONENT LOCATION
General
These are the components in the flight compartment that have a

relation to the GPS:
- Control display units

- Master caution annunciator
- Master caution lights
- IRS master caution unit
- Annunciation and dimming module
- IRS mode select unit.
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GPS – COMPONENT LOCATION
General
GPS sensor units are in the multi mode receivers (MMR). The
MMRs are in the electronic equipment compartment.
MMR 1 is on the E1-2 shelf. MMR 2 is on the E1-4 shelf.
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GPS – ANTENNA LOCATIONS
General
The GPS antennas are on the top of the fuselage.
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GPS – CDU DISPLAYS
General Training Information Point
GPS data shows on the control display unit (CDU). The position For all CDU displays that show GPS data, the displays refer to
pages show this data. These are the three position pages: GPS 1 as GPS L and GPS 2 as GPS R.
- Position initialization (1/3) The POS SHIFT page does not show information in the data
- Position reference (2/3) fields when the airplane is on the ground.
- Position shift (3/3).
You use the next and previous key to see all three position
pages. These are the pages that show GPS data:
- Position reference (POS REF)

- Position shift (POS SHIFT).
POS REF Page
The POS REF page shows GPS L (1) and R (2) positions.
POS SHIFT Page
The POS SHIFT page shows the GPS position from the flight
management computer (FMC) position. The GPS position shows
in these two parts divided by a slash (/):
- Bearing of the GPS position. from the FMC position

- Distance of the GPS position from the FMC position in
nautical miles (NM).
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GPS – TRAINING INFORMATION POINT – 1
The GPS has continuous monitor BITE. These are the three
ways to detect GPS failures:
- When both GPS system 1 and GPS system 2 have

failures, the GPS fail light comes on.
- When you push a master caution annunciator and a GPS
system has a failure, the GPS fail light comes on.
The FMC SENSOR STATUS page shows MMR failures. The

FMC SENSOR DATA page shows the internal failure in the
MMR.
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GPS – TRAINING INFORMATION POINT – 2
General
These are the two pages that show GPS maintenance data:
- FMCS SENSOR STATUS page

- FMCS SENSOR DATA page.
FMCS SENSOR STATUS Page
The FMCS SENSOR STATUS page shows the status of the

GPS systems. It shows OK for systems that are valid and FAIL
for a GPS system that has failed.
To get access to the engineering data for the failures, type 100 in
to the scratch pad and select line select key 6 right (LSK 6R).
FMCS SENSOR DATA Page.
When GPS L (1) or GPS R (2) has a failure, the engineering data
will show. If both GPS systems are valid, no engineering data for
the GPS systems will show on this page.
This is the data that will show:
- System code
- Label code
- Fault state
- Failure time
- Monitor code.
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GPS - MMR BITE
Front Panel Self-Test
When you push the test switch, the MMR does a check of the
internal operation and its interface with the GPS antenna. The
test takes approximately 36 seconds. This is the test sequence
that shows on the status LEDs during the test:
- 0 to 2 seconds, the LRU STATUS and the CONTROL

FAIL LEDs are red
- 2 to 4 seconds, the LRU STATUS LED is green and the
CONTROL FAIL LED is red
- 4 to 6 seconds, all LEDs go off
- 6 to 36 seconds, test status shows.
NOTE: The ANT FAIL LED is not used at this time.
The LRU STATUS LED shows red when there is an internal

failure in the MMR. A green LED shows that the MMR is normal.
The CONTROL FAIL LED shows red when an interface to the

MMR has a failure.
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Automatic Direction Finder (ADF)
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-57-00.............. 02

ELECTRONIC EQUIPMENT COMPARTMENT AND ANTENNA COMPONENT LOCATIONS ........................................................................... 34-57-00.............. 08
CONTROL PANEL ................................................................................................................................................................................................. 34-57-00.............. 10
CONTROLS............................................................................................................................................................................................................ 34-57-00.............. 12
RADIO MAGNETIC INDICATOR DISPLAYS......................................................................................................................................................... 34-57-00.............. 14
EFIS RADIO DISTANCE MAGNETIC INDICATION .............................................................................................................................................. 34-57-00.............. 16
EFIS NAV DISPLAYS............................................................................................................................................................................................. 34-57-00.............. 18
FRONT PANEL BITE.............................................................................................................................................................................................. 34-57-00.............. 20
SELF-TEST ............................................................................................................................................................................................................ 34-57-00.............. 22
EFFECTIVITY
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AUTOMATIC DIRECTION FINDER SYSTEM – INTRODUCTION
Purpose nav – navigation

NCD – no computed data
The automatic direction finder (ADF) system is a navigation aid. QEC – quadrantal error correction
The ADF receiver uses amplitude modulated (AM) signals from RBL – right buttock line
ground stations to calculate the bearing to the ADF station from RDMI – radio distance magnetic indicator
the airplane longitudinal axis. The ADF system also receives RMI – radio magnetic indicator
standard AM radio broadcasts. sta – station
V – volts
Abbreviations and Acronyms VOR – VHF omnidirectional ranging
xmtr – transmitter
AC – alternating current
AM – amplitude modulated
ACP – audio control panel
ADF – automatic direction finder
AM – amplitude modulation
ant – antenna
app – approach
BFO – beat frequency oscillator
Capt – captain
DEU – display electronics unit
EFIS – electronic flight instrument system
F/O – first officer
gnd – ground
Hz – hertz
LCD – liquid crystal display
LRU – line replaceable unit
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ADF SYSTEM – GENERAL DESCRIPTION
Description
The ADF control panel supplies manual tune inputs to the ADF
receivers. The ADF antenna assemblies contain the loop
antennas and the sense antennas. There are two ADF antennas,
one for ADF receiver 1 and one for ADF receiver 2.
The ADF receiver calculates the bearing to the ADF ground

stations and sends it to the DEUs for display. The ADF bearing
also goes to the radio magnetic indicator (RMI). The ADF
receiver processes audio from the ground stations and sends it
to the remote electronics unit (REU).
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ADF SYSTEM – FLIGHT COMPARTMENT COMPONENT LOCATION
ADF System Components
The ADF control panel is on the P8 aft electronics panel.
lnterface Components
These flight compartment components have an interface with the

ADF system.
− Left and right EFIS control panels

− Left inboard and outboard display units
− Right inboard and outboard display units
− Capt and F/O audio control panels.
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ADF SYSTEM – ELECTRONIC EQUIPMENT COMPARTMENT AND ANTENNA COMPONENT LOCATIONS
Electronic Equipment Compartment
ADF receiver 1 and ADF receiver 2 are in the electronic

equipment compartment on the E3-1 shelf.
ADF Antenna
The ADF antennas are on the top of the fuselage. ADF antenna
1 is at fuselage station 694, and ADF antenna 2 is at fuselage
station 727.
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ADF SYSTEM – CONTROL PANEL
Purpose The mode selector selects the ADF or ANT modes. In the ADF
position, the receiver sends bearing data and station audio. In
The ADF control panel supplies tune frequencies and system the ANT mode, the receiver sends only station audio.
mode selection to the ADF receiver.
The test switches are on the top of the ADF mode selectors.
Description Momentarily push the push button to start a system self test.
There are two frequency display windows. The windows show

the frequency that you set with the frequency selectors. There
are indicators in the display windows that show if the system is in
the ADF mode or the antenna (ANT) mode.
The tone selector turns on the beat frequency oscillator (BFO) in

the ADF receiver. There are some ADF stations that turn their
transmitters on and off to transmit their Morse code station
identifier. To process this type of signal, the receiver must be in
the BFO mode. The selector has three positions, a position for
receiver 1, receiver 2, and off.
There are two frequency selectors. Each frequency selector sets

the frequency for the display window that is directly above it. The
selectors each have three controls. There is an outer, middle,
and inner control.
The inner control sets the tenths and ones numbers. The middle
control sets the tens number. The outer control sets the
hundreds number.
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ADF SYSTEM – CONTROLS
EFIS Control Panel
The VOR/ADF switches select the VOR system or the ADF

system as the source of bearing data for the RDMI bearing
pointers. To show ADF bearing, set the VOR/ADF switches to
the ADF position.
Audio Control Panel Controls
The audio control panels (ACP) let the crew listen to ADF station
audio or the Morse code station identifier. You use the ACP ADF
receiver switches to listen to ADF receiver audio.
The voice/range selector permits you to listen to only voice audio

in the voice (V) position. The range (R) position permits you to
listen to the station Morse code identifier. With the selector in the
both (B) position, you can listen to both the voice audio and the
Morse code station identifier.
Navigation aid stations transmit their Morse code identifier

signals on a typical 1020 Hz signal. There are some ADF
stations that transmit their. Morse code identifier on a 400 Hz
signal. The voice/range selector has no effect on these stations
the station Morse code identifier will always be present.
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ADF SYSTEM – RADIO MAGNETIC INDICATOR DISPLAYS
General
The radio magnetic indicator (RMI) shows bearing to a VOR or

ADF station relative to the airplane magnetic heading.
The RMI has two bearing pointers. The bearing pointers can
show ADF or VOR data. You use the selectors on the front of the
RMI to select between VOR or ADF as the source of data. The
RMI has two amber flags, one for each bearing pointer. The flags
come into view if the selected data source inputs fail.
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ADF SYSTEM – EFIS RADIO DISTANCE MAGNETIC INDICATOR
General Invalid Display
The radio distance magnetic indication (RDMI) shows on the When the ADF receiver data has a failure, the DEU removes the
captain and first officer EFIS displays. The captain RDMI shows bearing pointer and ADF source display and makes the amber
in the lower left corner of the captain primary EFIS display. The ADF flag show.
first officer RDMI shows in the lower right corner of the first
officer secondary EFIS display.
The RDMI bearing pointers show bearing to a VOR or an ADF

station. The RDMIs have two pointers. Bearing pointer 1 shows
data from the VOR/MB receiver 1 or the ADF receiver 1. Bearing
pointer 2 shows data from the VOR/MB receiver 2 or the ADF
receiver 2.
You use the VOR/ADF switches on the EFIS control panels to

select ADF bearing to show on the RDMI bearing pointers. When
you set the EFIS control panel. VOR/ADF switches in the ADF
position, the pointers and source annunciations show in cyan.
When you set the switches to the off position, the pointers go out
of view and the white OFF display replaces the source
annunciations.
NCD Display
When the ADF receiver data is NCD, the DEU removes the
bearing pointer. The ADF source display stays in view.
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ADF SYSTEM – EFIS NAV DISPLAYS
General
The ADF data shows on the captain and first officer NAV
displays in the VOR, APP, and MAP modes. The bearing
pointers show in cyan around the compass rose. To show ADF
bearing, set the EFIS control panel mode selector to the VOR,
APP, or MAP display modes. The DEUs removes the bearing
pointers when the receiver data goes to an NCD condition.
The bearing pointers show in the expanded and centered

displays. The bearing pointers show on the expanded displays if
the ADF bearing is in the compass rose display limit. This
graphic shows the displays in the centered NAV display mode.
Invalid Display
The amber ADF fail flags show in the upper corners of the NAV
displays when there is a failure of the ADF receivers. The ADF
flags show in the same location for the expanded NAV display.
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ADF SYSTEM – FRONT PANEL BlTE
Test
Push any test switch on the front of the ADF receiver to start a
test. The receiver does a check of the internal receiver operation
and of the interface with the control panel. The test results show
on the LCD on the front of the receiver.
When you push the test switch, the TEST IN PROGRESS page
shows and the receiver does a self test. It continues for 10
seconds. A 10-second scale shows at the bottom of the page.
You can monitor the test time by the line of Xs that show below
the scale.
The TEST COMPLETE NO FAILURES display shows for a test

pass condition. The TEST COMPLETE FAILURES display
shows for a test failure condition.
These are the selections that can show above the receiver front
panel switches during the test sequence:
− MAINT – shows pages that have program pin selections

and discrete interface condition
− RETURN – causes the display to go back to the start test
page
− WHY? – comes on when there are failures. You push this
selection to show the failures
− MORE – shows any time there are more pages of data to
follow.
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ADF SYSTEM – SELF-TEST
To see the ADF test sequence, select VOR or APP on the EFIS
control panel mode selector.
To start the test, push the test switch on the ADF control panel
mode selector knob.
During the first two seconds of the test, the receiver output goes
to a fail condition. The pointer goes out of view and the amber
ADF flag shows momentarily.
For the next two seconds, the receiver output goes to an NCD
condition. During this time, the amber ADF flag goes out of view
and the pointer stays out of view.
Next, the test display shows and the pointer go to a test position
of 135 degrees from the heading lubber line until the end of test.
NOTE: The graphic shows a test of ADF receiver 1. For a dual

system, the test is the same for ADF receiver 2.
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737–600/700/800/900 Familiarization Manual
VHF Omnidirectional Ranging (VOR) System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34–51–00............ 02

GENERAL DESCRIPTION ..................................................................................................................................................................................... 34–51–00............ 04
FLIGHT COMPARTMENT COMPONENT LOCATION.......................................................................................................................................... 34–51–00............ 06
ANTENNA AND ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATIONS ........................................................................... 34–51–00............ 08
NAVIGATION CONTROL PANEL .......................................................................................................................................................................... 34–51–00............ 10
CONTROLS............................................................................................................................................................................................................ 34–51–00............ 12
RADIO DISTANCE MAGNETIC INDICATOR DISPLAYS ..................................................................................................................................... 34–51–00............ 14
EFIS NORMAL DISPLAYS..................................................................................................................................................................................... 34–51–00............ 16
EFIS INVALID DISPLAYS ...................................................................................................................................................................................... 34–51–00............ 18
SELF–TEST............................................................................................................................................................................................................ 34–51–00............ 20
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VHF OMNIDIRECTIONAL RANGING (VOR) SYSTEM – INTRODUCTION
Purpose RF – radio frequency

RMI – radio magnetic indicator
The VHF omnidirectional ranging (VOR) system is a navigation VOR – VHF omnidipectional ranging.
aid that gives magnetic bearing data from a VOR ground station
to the airplane.
The VOR ground stations transmit signals that give magnetic

radial information from 000 degrees to 359 degrees. All VOR
stations reference the 000 degree to magnetic north.
ACP – audio control panel

DEU – display electronic unit
DFCS – digital flight control system
DME – distance measurement equipment
FCC – flight control computer
FDAU – flight data acquisition unit
FMC – flight management computer
HSI – horizontal situation indicator
ILS – instrument landing system
LCD – liquid crystal display
MCP – mode contro l pane l
NAV – navigation
PWR – power
RDMI – radio direction magnetic indicator
REU – remote electronic unit
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VOR SYSTEM – GENERAL DESCRIPTION
General The receivers send station audio and morse code station
identifier signals to the remote electronic unit (REU).
The VOR system has two VOR/marker beacon (VOR/MB)
receivers. The receivers have VOR and marker beacon The receiver sends VOR bearing data to the FCCs for the DFCS
functions. This section covers only the VOR operation of the VOR/LOC mode of operation. The bearing data also goes to the
VOR/MB receivers. FMCS as a radio navigation aid for present position calculations.
Description
The navigation (NAV) control panels give manual tune inputs to

the VOR/MB receivers. There are two NAV control panels, one
for the captain and one for the first officer.
RF signals from the VOR/LOC antenna go through power

dividers, then to the VOR/MB receivers. The VOR/MB receivers
use the RF signals to calculate station bearing and decode the
morse code station identifier signal and station audio.
The receivers send VOR bearing to the remote magnetic

indicator (RMI). You can select the RMI bearing pointers to show
VOR or ADF station bearing with the RMI bearing pointer
selectors.
The receivers send VOR bearing data to the display electronic

units (DEU) for display. The NAV select switch lets the crew
select VOR/MB receiver 1 or VOR/MB receiver 2 as the source
for the captain and first officer displays.
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VOR SYSTEM – FLIGHT COMPARTMENT – COMPONENT LOCATION
General
These are the components in the flight compartment that

interface with the VOR system:
− Captain's primary and secondary EFIS displays

− First officer's primary and secondary EFIS displays
− Captain's and first officer's NAV control panel
− Captain's and first officer's audio control panel
− VHF NAV transfer switch
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ANTENNA AND ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATIONS
General
The VOR/LOC antenna is at the top of the vertical stabilizer.
VOR/MB receiver 1 is on the E1–2 shelf and VOR/MB receiver 2

is on the E1–4 shelf.
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VOR SYSTEM – NAVIGATION CONTROL PANEL
General The NAV control panel continuous bite monitors control panel
operation. The NAV control panel shows FAIL in the active and
The navigation (NAV) control panel supplies frequency inputs standby frequency display windows when there is a failure.
and test commands to the DME, ILS, and VOR navigation radios.
An internal monitor in the NAV control panel monitors the 28v dc
Operation input. If the monitor does not see the 28v dc input, it will show
the message BLANK in both the active and standby frequency
The NAV control panel has an active frequency display window display windows.
and a standby frequency display window. The frequency that
shows in the active frequency display window is the frequency When you set a VOR frequency in the range of 108 Mhz to
that the navigation radios use for operation. The standby 117.95 Mhz, the NAV control panel sends the frequency to the
frequency display window shows the next frequency you want to VOR/MB receivers and DME interrogators. The control panel
use. sets the data word to the ILS receivers to NCD.
The transfer switch is a momentary action switch that transfers When you push the NAV control panel test switch, a test
the frequency in the standby frequency display window to the command goes out to the VOR/MB receiver, ILS receiver, and
active frequency display window. When you push the switch, the DME interrogator. If a VOR frequency shows in the active
frequency that is in the active frequency display window transfers frequency window, the test command goes to only the VOR/MB
to the standby frequency display window. receiver. If an ILS frequency shows in the active frequency
window, the control panel sends a test command to only the ILS
The frequency select control is a continuous rotary knob. There receiver. If there is a DME frequency that is paired with the VOR
is an inner knob and an outer knob. The outer knob sets the tens or ILS frequency, a test command also goes to the DME
and ones digits. The inner knob sets the tenths and one interrogators.
hundredths digits.
When you do a test of the master dim and test system, the NAV
At power up, the frequency displays show the last frequency control panel shows 188.88. The display shows for two seconds
entry before power down. on then one second off until the test is complete.
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VOR SYSTEM – CONTROLS
EFIS Controls Audio Control Panel Controls
To show VOR displays on the captain's and F/O's secondary The audio control panels (ACP) permit the crew to listen to VOR
EFIS display, set the mode selector on the EFIS control panel to station audio or the morse code station identifier.
the VOR position. VOR data shows when the mode selector is in
the VOR position and a valid VOR frequency is active on the You use the ACP volume control switches to select the VOR/MB
NAV control panels. system you want to listen to. The NAV 1 volume control selects
the VOR/MB receiver 1 audio and the NAV 2 volume control
The VOR/ADF switches make the NAV display bearing pointers selects VOR/MB receiver 2 audio.
show either VOR or ADF station bearing. In the OFF position, the
bearing pointers go out of view. The voice/range selector permits you to listen to only voice audio
in the voice (V) position. The range (R) position permits you to
The VOR/ADF switches make the RDMI bearing pointers show listen to the station morse code identifier. With the selector in the
either VOR or ADF station bearing. In the OFF position, the both (B) position, you can listen to both the voice audio and the
bearing pointers go out of view. morse code station identifier.
DFCS Controls
The digital flight control system (DFCS) mode control panel

(MCP) supplies course data to the display electronics unit (DEU)
for VOR displays. You use the DFCS MCP course select control
to enter a course for the VOR station.
The DEU uses the course input and VOR bearing data from the
VOR/MB receiver to calculate the airplane deviation from the
VOR course.
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VOR SYSTEM – RADIO DISTANCE MAGNETIC INDICATOR DISPLAYS
General Invalid Display
The radio distance magnetic indicators (RDMIs) show on the When the VOR receiver data fail5, the DEU removes the bearing
captain and first officer EFIS displays. The captain RDMI shows pointer and VOR source display and makes the amber VOR flag
in the lower left corner of the captain primary EFIS display. The show.
first officer RDMI shows in the lower right corner of the first
officer secondary EFIS display.
The RDMIs show bearing to a VOR or ADF station. The RDMIs

have two pointers. Bearing pointer 1 shows data from VOR/MB
receiver 1 or ADF receiver 1. Bearing pointer 2 shows data from
VOR/MB receiver 2 or ADF receiver 2.
You use the VOR/ADF bearing pointer selector switches on the

EFIS control panels to select VOR bearing to show on the RDMI
bearing pointers. When you set the switch to the: VOR position,
The bearing pointers and the VOR source display show in green.
When the switches are set to OFF, a white OFF display replaces
the green VOR.
NCD Display
When the VOR receiver data is NCD, the DEU removes the
bearing pointer. The VOR source display stays in view.
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VOR SYSTEM – EFIS NORMAL DISPLAYS
General The TO/FROM indicator shows at the bottom right corner of both
the centered and expanded VOR displays. The DEUs use VOR
VOR data shows on the captain and first officer displays. To bearing from the VOR/MB receivers and course inputs from the
show VOR displays, you must select the VOR mode on the EFIS DFCS MCP to calculate TO/FROM pointer and indicator
control panels and enter a valid VOR frequency on the NAV displays.
control panels.
The TO indication shows when you enter a course on the DFCS
Deviation Bar and Scale MCP that takes you to the VOR station. The FROM indication
shows when you enter a course that takes you away from the
The VOR deviation bar shows in magenta. The DEUs use VOR VOR station.
bearing from the VOR/MB receiver5 and course inputs from the
DFCS mode control panel to calculate VOR deviation. The DEUs remove the TO/FROM pointer and indicators for NCD
and invalid displays.
The scale is the standard four dot scale. One dot equals five
degrees of deviation. NAV Data Source
The DEUs remove the deviation bar for NCD deviation inputs The DEUs show the source of the data for the NAV displays in
from the VOR/MB receivers. the bottom left corner. The normal source for the captain NAV
display is the VOR/MB receiver 1 and the normal source for the
Selected Course Pointer
first officer is the VOR/MB receiver 2.
The course select control on the DFCS mode control panel sets
VOR Frequency
the position of the selected course pointer.
The VOR frequency display at the bottom right corner comes
TO/FROM Pointer and Indicator
from the NAV control panel. The frequency from the NAV control
The TO/FROM pointer is a small white triangle that shows as panel goes through the VOR/MB receivers, then to the DEUs for
part of the selected course pointer. The TO/FROM pointer shows display. The frequency shows in green.
on the centered VOR display only.
The DEUs change the VOR frequency to dashes for NCD inputs
from the VOR/MB receivers.
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VOR SYSTEM – EFIS INVALID DISPLAYS
Invalid Display
The DEUs remove these displays for invalid VOR/MB receiver

inputs:
− Deviation bar and scale

− TO/FROM pointer and indicator
− VOR frequency
− Bearing pointers.
The DEUs show the amber VOR flags on both the centered and
expanded VOR displays for VOR/MB receiver failures.
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VOR SYSTEM –SELF TEST
Test
You can do a test of the VOR/MB receivers from the flight

compartment with the NAV control panels. The captain's NAV
control panel does a test of VOR/MB receiver 1 and the first
officer's NAV control panel does a test of VOR/MB receiver 2.
You need to set these controls to do a test of the VOR/MB

receivers:
− Enter a valid VOR frequency into the active frequency

display window on the NAV control panel
− Set a selected course of 000 on the DFCS mode control
panel
− Set the mode selector on the EFIS control panel to the
VOR position
− Push the test switch on the NAV control panel.
This is the flight compartment display sequence that shows

during the VOR test:
− Invalid display (VOR flag)

− NCD display (deviation bar out of view)
− Test display (deviation bar centered).
During the test, the RMI bearing pointers and EFIS RDMI
bearing pointers go to the 180 degree position.
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Distance Measuring Equipment System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-55-00.............. 02

COMPONENT LOCATION – ELETRONIC EQUIPMENT COMPARTMENT AND ANTENNAS........................................................................... 34-55-00.............. 10
NAVIGATION CONTROL PANEL .......................................................................................................................................................................... 34-55-00.............. 12
OPERATION – CONTROLS................................................................................................................................................................................... 34-55-00.............. 16
DISPLAY................................................................................................................................................................................................................. 34-55-00.............. 18
SELF TEST............................................................................................................................................................................................................. 34-55-00.............. 20
TEST DISPLAY ...................................................................................................................................................................................................... 34-55-00.............. 22
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DISTANCE MEASURING EQUIPMENT – INTRODUCTION
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Purpose EFIS - electronic flight instrument system

F/O - first officer
The distance measuring equipment (DME) system supplies slant FCC - flight control computer
range (line of sight) distance measurement between the airplane FDAU - flight data acquisition unit
and the ground station. FMC - flight management computer
FMCS - flight management computer system
Abbreviations and Acronyms freq -frequency
fwd - forward
AC - alternating current grd - ground
ACP - audio control panel I/C - intercom
ADF - automatic direction finder ILS - instrument landing system
alt - alternate LCD - liquid crystal display
altn - alternate LED - light emitting diode
app - approach LRU - line replaceable unit
ARINC - Aeronautical Radio, Inc. maint - maintenance
ATC - air traffic control MHz - megahertz
ATE - automatic test equipment MKR - marker beacon
auto - automatic nav - navigation
B - both NCD - no computed data
BITE - built-in test equipment ND - navigation display
BL - buttock line NORM - normal
CAPT - captain R - range
CDU - control display unit rcvr - receiver
circ - circulator RDMI - radio distance magnetic indication
CPU - central (control) processing unit REU -remote electronics unit
DC - direct current RF - radio frequency
DEU - display electronics unit rly - relay
DME - distance measurement equipment R/T - receive/transmit
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spkr - speaker
sta - station
TCAS - traffic alert and collision avoidance system
TFR - transfer
TX - transmitter
V - voice
V - volts
VHF - very high frequency
xfr - transfer
xmtr - transmitter
xpndr - transponder
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DME SYSTEM -GENERAL DESCRIPTION
General The flight data acquisition unit receives DME data, formats it, and
sends it to the flight data recorder.
The DME system has two DME interrogators and two antennas.
The REU receives audio from the DME station and sends it to
Description the flight deck headsets and speakers.
The interrogators get manual tune inputs and flight management The DME system sends and receives a suppression pulse
computer system (FMCS) autotune inputs from the navigation between these units:
control panel. If the NAV control panel tune inputs fail, the
interrogators get autotune inputs directly from the FMC. − DME
− ATCs
The DME system sends data to the display electronics units to − TCAS.
show on the primary EFIS displays.
The DME interrogator receives the station audio identifiers and
The DME system sends data to these units: sends them to the remote electronics unit (REU).
− Flight control computers (FCC)

− Flight management computer system (FMCS)
− Flight data acquisition unit (FDAU)
− Remote Electronics Unit (REU).
The FCCs use DME data as an input to calculate the VOR

capture point in the autopilot VOR mode. The DME data is also
used in the VOR mode to find when over station is sensed (OSS)
for the VOR ground station.
The FMCS uses DME data to calculate FMC position updates.
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DME SYSTEM – COMPONENT LOCATION – FLIGHT COMPARTMENT
General
These are the components in the flight compartment that have

an interface with the DME system:
− Left inboard and outboard display units

− Right inboard and outboard display units
− Captain's and first officer's NAV control panel
− Captain's and first officer's audio control panel.
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DME SYSTEM – COMPONENT LOCATION – ELECTRONIC EQUIPMENT COMPARTMENT AND ANTENNAS
DME Component Locations
These components are in the electronics equipment

compartment:
− DME 1 interrogator
− DME 2 interrogator.
These components are on the exterior of the airplane:
− DME 1 antenna
− DME 2 antenna.
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DME SYSTEM – NAVIGATION CONTROL PANEL
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General The transfer switch is a momentary action switch. It transfers the

frequency in the standby frequency display window to the active
The navigation (NAV) control panels supply frequency inputs and frequency display window. When you push the switch, the
test commands to these navigation radios: frequency that is in the active frequency display window transfers
to the standby frequency display window.
− DME
− ILS The frequency select control is a continuous rotary knob. There
− VOR. is an inner knob and an outer knob. The outer knob sets the tens
and ones. The inner knob sets the tenth and one hundredth
When you put a paired VOR or ILS frequency into the navigation numbers.
control panel, it also goes to the DME interrogator. The DME
tunes a DME frequency in the range of 108MHz to 117.95MHZ. At power up, the frequency displays show the last frequency
entry before power down.
Set the frequency on the navigation control panel for these audio
outputs: The NAV control panel continuous BITE function monitors the
− VOR and DME station identification the standby frequency display windows when there is a failure.
− ILS and DME station identification.
The monitor in the NAV control panel monitors the 28v dc input.
Operation If the monitor does not get the 28v dc, the frequency display
windows are blank.
The NAV control panels have an active frequency display
window and a standby frequency display window. The frequency
that shows in the active frequency display window is the
frequency that the navigation radios use for operation. The
standby frequency display window shows the next frequency you
will use.
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When you push the test switch, the NAV control panel sends a
test command out on it's output bus. If a VOR frequency shows
in the active frequency window, the test command goes to the
VOR receiver. IF an ILS frequency shows in the active frequency
window, the control panel sends a test command to the ILS
receivers. If there is a DME frequency that is paired with the
VOR or ILS frequency, a test command also goes to the DME
interrogators.
When you do a test of the master dim and test system, the NAV
control panel shows 188.88. The display shows for two seconds
on then one second off until the test is complete.
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DME SYSTEM – OPERATION – CONTROLS
General
The audio control panels (ACP) permit the crew to hear the DME
station identification signals. The identification signals are 1350
Hz.
The EFIS control panel mode selector switch selects the NAV
display modes that show DME distance.
Audio Controls
Set these controls on the audio control panel to listen to DME

audio:
− Push ON the NAV receiver volume control (NAV 1 for

DME 1 and NAV 2 for DME 2)
− Select B (both) or R (range) on the voice range filter
switch
− Set the NAV receiver volume control.
The voice/range selector permits you to hear DME audio. You

will hear the DME audio when the voice/range selector is in the R
or B position.
EFIS Controls
The EFIS control panel mode selector switch must be in the VOR
or APP positions to show DME distance on the top Left of the
ND.
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DME SYSTEM – DISPLAY
Normal RDMI Display
The radio distance magnetic indication (RDMI) on the captain's

primary electronic flight instrument (EFIS) display shows DME
distance.
The first officers RDMI on the secondary EFIS shows the DME
distance.
The RDMI show DME 1 distance above the DME1 legend on the
left side and DME 2 distance on the right side above the DME2
legend.
The DME distance display shows in white letters and numbers.
Normal ND Display
The DME distance shows on the top left corner of these ND

displays:
− Expanded and centered VOR

− Expanded and centered ILS.
DME NCD and Fail Displays
White dashes replace the DME distance when the DME distance
data is no computed data (NCD). If the DME has a failure, the
DME amber flag replaces the DME distance.
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DME SYSTEM – SELF TEST
Self Test
Push any test switch on the front of the receiver to start a test of
the DME interrogator. The interrogator then does a test of its
internal operation and interfaces. The test results show on the
LCD.
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DME SYSTEM – TEST DISPLAY
General
During a ground test or a self test, the display units show these
indications:
− The DME fail condition for two seconds

− The DME NCD condition for the next two seconds
− The DME normal condition to end the test.
The DME normal condition is the distance that shows before the
test starts.
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Weather Radar System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-43-00.............. 02

COMPONENT LOCATION – FORWARD EQUIPMENT COMPARTMENT AND NOSE RADOME ..................................................................... 34-43-00.............. 10
CONTROL PANEL ................................................................................................................................................................................................. 34-43-00.............. 12
ANTENNA............................................................................................................................................................................................................... 34-43-00.............. 14
EFIS CONTROL PANEL – OPERATION ............................................................................................................................................................... 34-43-00.............. 16
NORMAL DISPLAYS.............................................................................................................................................................................................. 34-43-00.............. 18
PWS OPERATION ................................................................................................................................................................................................. 34-43-00.............. 20
PWS DISPLAYS ..................................................................................................................................................................................................... 34-43-00.............. 24
OPERATION – FAILURE DESPLAYS ................................................................................................................................................................... 34-43-00.............. 28
ND RANGE DISAGREEMENT ............................................................................................................................................................................... 34-43-00.............. 30
SELF-TEST START................................................................................................................................................................................................ 34-43-00.............. 32
SELF-TEST ............................................................................................................................................................................................................ 34-43-00.............. 34
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WEATHER RADAR SYSTEM – INTRODUCTION
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Purpose Abbreviations and Acronyms
The weather radar (WXR) system supplies these visual ac – alternating current
indications: ADF – automatic direction finder
ADIRS – air data inertial reference system
- Weather conditions ADIRU – air data inertial reference unit
- Windshear events alt – altitude
- Land contours. ant – antenna
app – approach
Description ARINC – Aeronautical Radio, Inc.
arpt – airport
WXR operates on the same principle as an echo. The WXR AZ – azimuth
system transmits radio frequency (RF) pulses in a 180 degree baro – barometric
area forward of the airplane. Objects reflect the pulses back to BITE – built-in test equipment
the receiver. The receiver processes the return signal to show Bl – buttock line
weather, terrain, and windshear events. CAL – calibrate
capt – captain
Display CDU – control display unit
con – control
The WXR returns show in four different colors on the navigation CP – control panel
displays (ND). Colors of the indications give the crew information CPU – central processing unit
about the intensity of the returns. dc – direct current
The predictive wind shear (PWS) cautions and warnings show in DH – decision height
amber and red on the ND and PFD displays. Also, there are dn – down
aural alerts for PWS cautions and warnings. EFIS – electronic flight instrument system
EGPWS – enhanced ground proximity warning system
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El – elevation PWS – predictive windshear

elex – electric R – right
F/O – first officer stab – stabilization
FMC – flight management computer stb – stabilization
FMCS – flight management computing system std – standard
FPV – flight path vector TAS – true air speed
fwd – forward TCAS – traffic alert and collision avoidance
gnd – ground trk – track
GS – ground speed TRU – true
hPa – hectopascals V – volts
in – inch VOR – very high frequency omnidirectional range
intlk – interlock wpt – waypoint
IRS – inertial reference system WX – weather
kg – kilograms WX/TURB – weather/turbulence
L – left WX+TURB – weather+turbulence
lb – pounds WXR – weather radar
mag – magnetic Z – zulu (universal coordinated time)
max – maximum
MDA – minimum descent altitude
MHz – megahertz
MINS – minimums
MTRS – meters
nav – navigation
ND – navigation display
NM – nautical miles
OK – good or pass
pos – position
PRF – pulse repetition frequency
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WXR SYSTEM – GENERAL DESCRIPTION
Control - PWS video to the WXR/TERR relays

- PWS warnings or cautions to the GPWS to prioritize any
These components supply weather radar (WXR) system control: callouts
- Audio inhibit to TCAS when there is a PWS warning
- Left and right EFIS control panels - Audio to the REU for PWS.
- Weather radar control panel.
Display
System Inputs
WXR data shows on the navigation displays (NDs). The weather
These components supply signals to the WXR transceiver for data from the WXR receiver/transmitter (R/T) goes to the
predictive windshear: weather radar/terrain (WXR/TERR) relays.
- Air data inertial reference system sends air data for the The ground proximity warning computer (GPWC) controls and
PWs function switches the relays. If TERR is selected on the EFIS control
- Radio altimeters send altitude to enable or disable PWS panel or there is a Terrain Awareness/Terrain Clearance Floor
during takeoff and approach Autothrottle switch packs warning from the GPWC, then the EGPWS terrain data shows on
enable PWS during takeoff the navigation display (ND). If TERR is not selected and there
- landing gear lever switch sends a landing gear down are no EGPWS warnings, WXR data shows on the ND.
discrete to enable PWS during approach
- An air/ground relay sends an air/ground discrete for flight Antenna
leg counting.
The WXR antenna sends the RF pulses and receives the RF
System Outputs returns. The R/T gets air data inertial reference unit (ADIRU)
pitch and roll data for antenna stabilization.
The weather radar transceiver sends these signals out for
predictive windshear:
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WXR SYSTEM – COMPONENT LOCATION – FLIGHT COMPARTMENT
Receiver/Transmitter (R/T)
The primary component of the WXR system is the weather radar

R/T. The WXR R/T does these functions:
- Transmits RF pulses
- Processes the RF returns
- Detects windshear events and sends warnings and
cautions to the flight crew
- Supplies the WXR display data.
WXR System Components
The weather radar control panel is on the P8 aft electronic panel

in the flight compartment.
WXR System lnterface Components
These are the flight compartment components that have an

interface with the WXR system:
- Left EFIS control panel (P7)

- Right EFIS control panel (P7)
- Left inboard display unit (P1)
- Right inboard display unit (P3)
- IRS select switch on the navigation/displays source select
panel (P5).
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WXR SYSTEM COMPONENT LOCATION – FORWARD EQUIPMENT COMPARTMENT AND NOSE RADOME
General
The WXR antenna is on the forward bulkhead behind the nose

radome.
These are the WXR system components in the forward

equipment compartment:
- WXR R/T
- WXR R/T mount.
CAUTION: WHEN REMOVING OR INSTALLING THE

WEATHER RADAR R/T, CARE SHOULD BE
TAKEN TO AVOID DAMAGE TO THE CAPTAIN
PITOT AIR DATA MODULE FLEXIBLE HOSE.
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WXR SYSTEM – CONTROL PANEL
General Mode Selector 2
The weather radar (WXR) control panel has these functions: The control panel has these mode switches:
- Mode selection - TEST – starts a self-test of the R/T and shows the test
- Tilt control results on the NDs
- Gain control. - WX – R/T shows the weather mode
- WX+T – R/T shows weather and turbulence data on the
Mode Selector 1 NDs. The turbulence range is up to a maximum of 40
nautical miles (NM). If a range more than 40 NM is set on
The mode selector has these positions: the EFIS control panel, the NDs show weather data only.
- MAP – R/T shows ground and terrain features on the NDs
- TEST – starts a self-test of the R/T and shows the test - IDNT – starts ground clutter suppression
results on the NDs - TFR - push the left transfer switch to transfer the right side
- WX – R/T shows the weather data on the NDs mode, tilt, and gain to the left side display.
- WX/TURB – R/T shows weather and turbulence data on
the NDs. The turbulence range is up to a maximum of 40 Tilt Control
nautical miles (NM). If a range more than 40 NM is set on
the EFIS control panel, the NDs show weather plus The tilt control adjusts the antenna tilt angle from +15 degrees to
turbulence data up to a range of 40 NM and weather data - 15 degrees.
only beyond 40 NM.
- MAP – R/T shows ground and terrain features on the Gain Control
NDs.
The gain controls adjust the gain for the WXR R/T signal returns.
The switches have 10 detented positions. Turn the switch full
clockwise for the CAL position. In the CAL position, the gain is
set to a calibrated level by the R/T.
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WXR SYSTEM – ANTENNA
Antenna Assembly There are elevation and azimuth synchros. These synchros send
the antenna positions to the WXR R/T. The WXR R/T gets
These are the parts of the antenna: antenna position data from the synchros. The WXR R/T also has
a command position. The monitor circuit in the R/T tells when
- Flat plate antenna there is a difference between the two values. Then it sets an
- Antenna pedestal. antenna failure.
Flat Plate Antenna There are elevation and scan disable switches on the antenna
pedestal. They remove power to the scan and elevation motors.
The flat plate antenna transmits and receives RF pulses.
Use these switches to prevent movement of the antenna during
The flat plate antenna is an array of radiation slots. The RF maintenance. The switches do not stop RF transmissions from
pulses radiate from each of the slots. The antenna makes a the WXR R/T.
beam 3.6 degrees high and 3.4 degrees wide. The antenna
A torque spring in the antenna pedestal balances the weight of
weighs 6.5 lb (3 kg). It is 23 inches wide.
the antenna. When you remove the antenna, the torque spring
Antenna Pedestal moves the elevation drive to the upper position.
The antenna pedestal contains these items: Training Information Point
- Scan motors Use the elevation and scan disable switches for safety to make
- Antenna position transmitters sure that the antenna does not move while you work on or
- Elevation and scan disable switches. around it.
The antenna pedestal receives 115v ac power from the WXR WARNING: DO NOT OPEN THE NOSE RADOME IF THE WIND
R/T for operation. IS MORE THAN 15 KNOTS. IF YOU OPEN THE
RADOME IN A WIND, THE RADOME CAN MOVE
There is a horizontal scan motor to move the antenna +/- 90 QUICKLY. THIS CAN CAUSE INJURY TO
degrees from the airplane centerline. There is also an elevation PERSONS OR DAMAGE TO EQUIPMENT.
scan motor to move the antenna +/- 40 degrees up or down. This
value includes manual tilt selection from the WXR control panel.
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WXR SYSTEM – EFIS CONTROL PANEL – OPERATION
EFIS Control Panel Mode Selector
These are the functions of the EFIS control panel (CP) for WXR Use the mode selector switch to select an ND mode. A WXR
control: display can show in these ND modes:
- Supplies the on and off control of the WXR R/T - Expanded APP (approach) mode
- Enables the navigation displays (ND) to show WXR data - Expanded VOR mode
- Expanded MAP mode
Supplies the selection of different ND modes – Supplies the - Centered MAP mode.
selection of different ranges for WXR data to show on the NDs.
WXR MaD Switch
These are the things that occur when you push the WXR map
switch:
- The WXR R/T starts to operate

- The WXR data shows on the on-side ND.
To stop the operation of the WXR R/T, the WXR map switches
on both EFIS control panels must be off.
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WXR SYSTEM – NORMAL DISPLAYS
Display Modes The WXR system calculates and shows turbulence only to 40
NM.
The navigation display (ND) shows WXR system data in these
modes: WXR System Messages
- Expanded approach This weather radar data shows on two lines on the top right of
- Expanded VOR the navigation display:
- Center MAP
- Expanded MAP. • Gain
• Mode
WXR System Display Data • Antenna tilt.
The ND shows these displays: Line 1 shows gain and mode. Gain shows this data:
- WXR data • VAR – R/T has gain set by gain switch

- WXR system messages • Blank – normal operation (gain switch in AUTO).
- WXR alert messages.
Mode shows this data:
WXR Displays
• WXR
The WXR data on the ND shows the weather or the terrain in • MAP
front of the airplane. Colors show the strength of the RF return • WX+T
signals from the weather or the terrain. These are the four colors • TEST.
for the WXR displays:
Line 2 shows the antenna tilt value set on the WXR panel.
- Green – light weather Antenna tilt shows 0.0 to +15 or – 15 degrees.
- Yellow – medium weather
- Red – heavy weather All WXR system messages show cyan.
- Magenta – turbulence.
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WXR SYSTEM – PWS OPERATION
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General Description - Airspeed more than 100 knots

- Less than 50 feet radio altitude.
If the PWS detects a windshear threat, it makes an alert. The
alert may be a warning or a caution. The alert the crew receives PWS Caution Area
depends upon these conditions:
PWS gives a caution if it detects a windshear threat in this area:
- Position of the windshear relative to airplane heading
- Distance to the windshear - Within 25 degrees on either side of the airplane projected
- Airplane flight phase – takeoff or approach. magnetic heading
- More than 0.5 nm but less than 3 nm ahead of the
PWS Warning Area airplane
- Not in the PWS warning area.
During takeoff, PWS gives a warning if it detects a windshear
threat in this area: PWS inhibits new windshear cautions during takeoff and
approach if both of these conditions exist:
- Less than 0.25 NM on either side of the airplane projected
magnetic heading - Airspeed more than 80 knots
- More than 0.5 NM but less than 3 nm ahead of the - Less than 400 feet radio altitude
airplane.
All PWS alerts are inhibited above 1200 feet radio altitude.
During approach, PWS gives a warning if it detects a windshear
threat in this area: PWS Warning – Flight Deck Effects
- Less than 0.25 NM on either side of the airplane projected A PWS warning has these visual and aural annunciations:
magnetic heading
- More than 0.5 NM but less than 1.5 nm ahead of the - Red WINDSHEAR message on the PFD
airplane. - Red WINDSHEAR message on the ND
- Aural annunciation – WINDSHEAR AHEAD,
PWS inhibits new windshear warnings during takeoff and ~ WINDSHEAR AHEAD (takeoff)
approach if both of these conditions exist: - Aural annunciation – GO AROUND, WINDSHEAR
AHEAD (approach).
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PWS Caution – Flight Deck Effects
A PWS caution has theses visual and aural annunciations:
- Amber WINDSHEAR message on the ND

- Windshear symbol on the ND
- Aural annunciation – MONITOR RADAR DISPLAY.
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WXR SYSTEM – PWS DISPLAYS
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General Description The WXR button on the EFIS CP does not turn off the PWS if the
throttle levers are above 53 degrees. PWS turns off automatically
Weather radar with predictive windshear (PWS) detects when the airplane climbs above 2300 feet radio altitude.
windshear ahead of the airplane. PWS uses this data to detect
windshear: System On/Off – Approach
- Doppler radar returns PWS turns on automatically when the airplane descends below
- Inertial data 2300 feet radio altitude. PWS turns off when one of these
- Air data. conditions occur:
If PWS detects a windshear condition, it alerts the flight crew with − Airspeed is less than 60 knots
visual and aural annunciations. − Airplane climbs above 2300 feet radio altitude.
System On/Off – Takeoff If PWS is on and WXR is not selected on the EFIS CP, all
antenna sweeps search for windshear. If WXR is selected, the
PWS turns on when the airplane is on the ground and has one of antenna uses one sweep to search for windshear and the other
these conditions: sweep to search for normal weather returns. PWS operation
does not affect the WXR mode or range selected by the flight
- Throttles move through 53 degrees crew.
- Flight crew pushes the WXR button on an EFIS control
panel.
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PWS Display NOTE: This inhibits do not remove a PWS caution or warning
that already exists.
If PWS detects windshear, it makes a windshear symbol on the
ND. The symbol is red and black bars. Yellow bars go from the
edges of the symbol to the compass rose. The yellow bars help
the crew to see the PWS symbol.
The ND mode selector must be in a correct mode for the

windshear data to show. These are the ND modes that show
windshear data:
- Expanded APP
- Expanded VOR
- Expanded MAP
- Centered MAP.
PWS cautions or warnings are inhibited above 1200 feet radio

altitude.
New PWS cautions are inhibited between 80 knots computed

airspeed on the ground and 400 feet radio altitude.
New PWS warnings are inhibited between 100 knots computed

airspeed and 50 feet radio altitude.
These inhibits apply to both takeoff and approach modes.
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WXR SYSTEM – OPERATION – FAILURE DISPLAYS
WXR System Alert Messages and Display A WXR failure causes these conditions:
Alert messages show on the ND when the R/T processes data - WXR FAIL message shows on ND
that is not satisfactory. The WXR display will continue to show - Mode, tilt, and gain messages go out of view
with an alert message. - WXR display goes out of view.
Only one alert message shows on the ND. When the R/T The fail message shows on these alert lines:
processes unsatisfactory data from more than one source only
the highest priority message shows. These are the alert - Line 1 shows WXR in amber
messages and priority from highest to lowest: - Line 2 shows FAIL in amber.
- WXR WEAK shows for an R/T gain calibration failure A failure of these components will cause a PWS failure:
- WXR ATT shows when the selected attitude input fails
- WXR STAB shows when stabilization is off. - Loss of any RA
- Scan and tilt antenna faults
The alert messages show on these alert lines: - Internal WXR faults.
- Line 1 shows WXR in amber A failure of the predictive windshear causes an amber PWS FAIL
- Line 2 shows WEAK, ATT, or STAB in amber. message on the ND.
WXR System Fail Messages and Display
A failure of these components causes a WXR failure:
- R/T
- WXR control panel
- WXR antenna.
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WXR SYSTEM – ND RANGE DISAGREEMENT
General MAP/WXR RANGE DISAGREE will show in these modes:
The DEUs compare the ND ranges from these components: - Expanded map
- Centered map.
- EFIS CP
- WXR R/T This happens during a range disagreement:
- Flight management computer (FMC).
- WXR display goes out of view
A difference between any of these ranges causes an amber - mode, tilt, and gain messages show
range disagreement message on alert line 3. - FMC range shows.
These WXR range disagreement messages are possible:
- WXR RANGE DISAGREE shows when there is a

difference between the EFIS CP range and the WXR R/T
range
- MAP/WXR RANGE DISAGREE shows when there is a
difference between the EFIS CP range, the WXR R/T
range, and the FMC range.
WXR RANGE DISAGREE will show in these modes:
- Expanded approach
- Expanded VOR
- Expanded map
- Centered map.
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WXR SYSTEM – SELF-TEST START
General Test Preparation
WARNING: DO NOT OPERATE THE WEATHER RADAR On the WXR control panel, select these functions:
WHILE FUEL IS ADDED OR REMOVED FROM - Set the mode selector to the TEST position.
THE AIRPLANE. DO NOT TRANSMIT RF ENERGY - Set the tilt control to 0 degrees.
WHILE FUEL IS ADDED OR REMOVED IN AN - Set the gain control to the Auto position.
AREA 300 FEET OR LESS IN FRONT OF THE
ANTENNA. THIS CAN CAUSE AN EXPLOSION. On the EFIS control panel, select these functions:
WARNING: MAKE SURE NO PERSONS ARE IN THE AREA 50 - Set the range selector to the 40 NM position.
FEET OR LESS FROM THE ANTENNA WHEN IT - Set the mode selector to the correct ND mode (expanded
TRANSMITS RF ENERGY. RF ENERGY CAN APP, expanded VOR, expanded MAP or centered MAP).
CAUSE INJURIES TO PERSONS.
Also, adjust the inner ND brightness control to the middle
CAUTION: MAKE SURE NO LARGE METALLIC OBJECTS position.
ARE CLOSER THAN 300 FEET FOR THE 180-
DEGREE AREA IN FRONT OF THE AIRPLANE Test Start
WHEN THE RADAR OPERATES. LARGE METAL
OBJECTS CAN INCLUDE HANGARS, TRUCKS, Push the WXR switch on the EFIS control panel to apply power
OR OTHER AIRPLANES. DAMAGE TO THE to the WXR R/T.
TRANSCEIVER COULD OCCUR IF OBJECTS ARE
IN THIS AREA. THIS DOES NOT APPLY WHEN
THE WEATHER RADAR OPERATES IN THE TEST
MODE.
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WXR SYSTEM – SELF-TEST
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During the test, these things happen:
During a test, the weather radar (WXR) system transmits a few
pulses to let the BITE monitor the operation. Do not do a test of - R/T transmits a few pulses to let the BITE monitor for
the WXR system in a hanger. Make sure the nose of the airplane correct operation
points away from buildings and other aircraft or large metal - R/T makes a test pattern and sends it to the DEU to show
objects. on the NDs
- R/T sends test messages and mode, gain, and tilt
Test Preparation information to the DEUs to show on the NDs
- WXR test pattern shows on ND.
On the WXR control panel, select these functions:
The PWS symbol does not show in the TEST pattern. If PWS
- Set the mode selector to the TEST position finds a windshear threat while in TEST mode, the test stops.
- Set the tilt control to O degrees PWS then shows the actual display data and alert annunciations.
- Set the gain control to the AUTO position.
The test pattern shows until you select another mode on the
On the EFIS control panel, select these functions: WXR panel or EFIS control panel.
- Set the range selector to 40 NM Test Pass
- Set the mode selector to the correct N~ mode (expanded
APP, expanded VOR, expanded MAP or centered MAP). For a valid WXR self-test, CDS shows these displays:
Also, adjust the inner ND brightness control to the middle - WXR test pattern
position. - Amber WINDSHEAR message on ND
- Aural message – MONITOR RADAR DISPLAY
Test Start - Red WINDSHEAR message on ND and ADI
- Aural message – GO AROUND, WINDSHEAR AHEAD,
Push the WXR switch on the EFIS control panel to apply power (pause) WINDSHEAR AHEAD, WINDSHEAR AHEAD
to the WXR R/T. - WXR on alert message line one
- TEST on alert message line two.
Test Operation
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Test Fail
For a test that fails, these are the indications on the ND:
- WXR test pattern does not show

- WXR shows on alert message on line one
- FAIL shows on alert message on line two
- Line three shows all of the failures.
These are the messages that can show on line three:
- R/T- receiver/transmitter fault

- ANT- antenna fault
- CONT- control panel fault
- ATT- attitude input fault
- WEAK- calibration fault.
There is no aural output from WXR if the test fails.
There are bite instructions to do a manual test of the weather

radar in the CDS DEU BITE menu. This test is WXR
INTERFACE TEST and shows three pages of instructions. This
test is for the CDS/WXR interface.
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Air Traffic Control (ATC) System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-53-00.............. 02

ATC/TCAS CONTROL PANEL .............................................................................................................................................................................. 34-53-00.............. 10
ANTENNA COAX SWITCH CONTROL ................................................................................................................................................................. 34-53-00.............. 14
SELF-TEST ............................................................................................................................................................................................................ 34-53-00.............. 16
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AIR TRAFFIC CONTROL SYSTEM – INTRODUCTION
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General ADIRU - air data inertial reference unit

AD - air data
The air traffic control (ATC) ground stations interrogate the ADR - air data reference
airborne ATC system. The ATC transponder replies to the alt - altitude
interrogations in the form of coded information that the ground amp - amplifier
station uses. ant - antenna
ATC - air traffic control
The ATC transponder also replies to mode S interrogations from ATCRBS - air traffic control radar beacon system
the traffic alert and collision avoidance systems (TCAS) of other BITE - built-in test equipment
airplanes or ground stations. blw - below
bot - bottom
When a ground station or a TCAS computer from another coax - coaxial
airplane interrogates the ATC system, the transponder transmits cntl - control
a pulse-coded reply signal. The reply signal identifies and shows CPU - central processing unit
the altitude of the airplane. DME - distance measuring equipment
ELEX - electrical
Maximum airspeed FL - flight level
TCAS coordinating signals gnd - ground
TCAS status ID - identification
Altitude I/O - input/output
Mode A identity code ident - identification
Twenty-four bit address. INS - instrument
INT - interrogator
Abbreviations and Acronyms LED - light emitting diode
MAX - maximum
abs - absolute MHz - megahertz
abv - above N - normal
ADIRS - air data inertial reference system NC - not connected
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norm - normal
pnl - panel
PSR - primary surveillance radar
RA - resolution advisory
REL - relative
RF - radio frequency
rptg - reporting
RX - receive
SDI - source destination identifier
sig - signal
SlS - side lobe suppression
SSR - secondary surveillance radar
SPI - special purpose identification
stby - standby
sw - switch
TA - traffic advisory
TAS - true air speed
tpr - transponder
TX - transmit
XFR - transfer
xmtr - transmitter
xpdr - transponder
xpndr - transponder
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ATC SYSTEM – GENERAL DESCRIPTION
General Description
These are the components of the ATC system:
- Top antenna
- Bottom antenna
- ATC coaxial switch (2)
- ATC/TCAS control panel
- ATC transponder (2).
The two antennas transmit signals from the ATC transponder

and send received signals to the ATC transponder. These
signals go through the ATC coax switches.
The ATC/TCAS control panel sends identification and control

data to the transponders. The ATC/TCAS control panel also
allows selection of either transponder 1 or transponder 2.
The air data inertial reference units (ADIRUs) supply barometric

altitude data to the ATC transponders.
The ATC transponders interface with the TCAS system.
The ATC transponders send and receive suppression pulses

through the suppression coax tees. This prevents ATC
transmissions from interfering with the DME and TCAS system
operations.
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ATC SYSTEM – COMPONENT LOCATION
Flight Compartment
The ATC/TCAS control panel is on the P8 aft electronics panel.
These are the ATC transponder system components in the

electronic equipment compartment:
- ATC transponder 1
- ATC transponder 2
- Program switch module (2)
- Top ATC coax switch
- 8ottom ATC coax switch.
ATC Antenna Location
The ATC antennas are on the forward fuselage ne8r the

centerline. The top ATC antenna is at STA 430.25. The bottom
ATC antenna is at STA 355.
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ATC SYSTEM – ATC/TCAS CONTROL PANEL
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The dual ATC/TCAS control panel controls the ATC transponder an antenna transfer discrete goes to the ATC coax switches.
and the TCAS computer. This puts transponder 1 in standby and makes the relays
connect the ATC antennas to transponder 2.
These are the ATC controls and displays on the ATC/TCAS
control panel: The selected ATC system shows on the LCD active system
display.
- Transponder select switch
- Active system display identification Code Display and Selection
- Transponder code selectors
- Four digit identification code The flight crew uses the code selectors to set the four digits of
- Transponder mode selector the identification code. The four digits show on the liquid crystal
- IDENT switch display (LCD). Codes are from 0000 to 7777, with 4096 different
- Altitude source switch selections.
- Fail light.
CAUTION: DO NOT SELECT CODES 7500, 7600 OR 7700.
See THE TCAS section for more information on TCAS controls. THESE CODES ARE USED ONLY FOR
(AMM PART I 34-45) EMERGENCIES.
Transponder Select Switch and Active System Display
The transponder select switch is a two-position switch used to

select ATC transponder 1 or ATC transponder 2 as the active
transponder. When the flight crew selects the 1 position, the
control panel sends a ground standby/on discrete to transponder
2 only. Transponder 2 is in standby. Transponder 1 is active.
When the flight crew selects the 2 position, the control panel
sends an open standby/on discrete to transponder 2 to make it
active. A ground standby/on discrete goes to transponder 1 and
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Transponder Mode Selector Altitude Source Switch
The transponder mode selector has several positions. These are Use the two-position switch to set the source of altitude data for
the functions that the ATC system uses: the ATC transponder. When you set the switch to the number 1
position, ADIRU 1 supplies the altitude data. When you set the
- TEST - This spring-loaded position starts an ATC switch to the number 2 position, ADIRU 2 supplies the altitude
transponder functional self-test. data.
- STBY (standby) - A ground discrete goes to both
transponders. This ground discrete prevents operation of ATC FAIL Light
the transponder, but does not prevent built-in-test-
equipment (BITE) functions. The ATC FAIL light comes on for these conditions:
- ALT OFF (altitude reporting off) - The active transponder
responds to ATC interrogations. The reply does not - Transponder failure
contain an altitude report. - Antenna failure
- ALT ON (altitude reporting on) - The active transponder - Control data failure.
responds to ATC interrogations. Mode C and Mode S - Altitude input failure.
altitude replies contain altitude information.
IDENT Switch
When the ATC controller requests the airplane identifier, the

flight crew pushes the momentary IDENT switch. The
transponder adds a special position identification (SPI) pulse to
the interrogation reply for the next 18 seconds.
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ATC SYSTEM – ANTENNA COAX SWITCH CONTROL
General
Use the ATC/TCAS control panel to select the active ATC

system. When you do this, the ATC/TCAS control panel sends a
discrete open or ground to the top and bottom ATC coax
switches. This connects the ATC transponder 1 or the ATC
transponder 2 to the top and bottom ATC antennas.
ATC 1 System Select or Standby
When the airplane power is on and when the ATC/TCAS control

panel has the ATC transponder 1 selected, the S1 switches
energize. This removes the ground to relays R1 and R2. They do
not energize. The top and bottom antennas connect to ATC
transponder 1.
ATC 2 System Select
With the ATC transponder 2 selected, switch S1 deenergizes to

supply a ground to energize relay R1 and R2. The top and
bottom antennas connect to the ATC transponder 2.
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ATC SYSTEM – SELF TEST
General - BOT - bottom antenna fails

- TCAS - interface with TCAS fails -MAINTENANCE -not
Push the TEST switch on the front of the transponder or select used
TEST on the ATC/TCAS control panel to start a self-test of the - RESERVED(2) - not used.
ATC system. During the test, the transponder BITE circuits do
these functions: Test From the Control Panel
- Normal operation test Set the transponder mode selector to the TEST position to start a
- Memory tests self-test of the ATC system. The ATC FAIL light comes on for
- Simulated interrogation test of the receiver circuits three seconds and then goes off if the test is successful. The
- Antenna impedance test ATC FAIL light stays on for any of these conditions:
- TCAS interface test
- Valid control and altitude inputs monitor. - Antenna failure
- Transponder failure
Test From the Front Panel - Control data failure
- Altitude input failure.
Push and hold the test switch. All front panel light emitting diode
(LED) status indicators come on for three seconds. Then all the
LEDs go off for two seconds. Continue to hold the test switch to
see the applicable LEDs come on to show the condition of the
ATC transponder system.
These are the LED status indicators and their related conditions:
- TPR green - no LRU failures

- TPR red - LRU failure
- ALT - altitude input from the ADIRU fails
- DATA IN - control panel input fails
- TOP - top antenna fails
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Traffic Collision and Avoidance System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-45-00.............. 02

ANTENNA LOCATION ........................................................................................................................................................................................... 34-45-00.............. 10
ATC/TCAS CONTROL PANEL .............................................................................................................................................................................. 34-45-00.............. 12
BASIC OPERATION............................................................................................................................................................................................... 34-45-00.............. 14
SURVEILLANCE AREA.......................................................................................................................................................................................... 34-45-00.............. 18
CONTROL AND DISPLAY ..................................................................................................................................................................................... 34-45-00.............. 20
NAVIGATION DISPLAY ......................................................................................................................................................................................... 34-45-00.............. 22
ATTITUDE INDICATOR DISPLAY ......................................................................................................................................................................... 34-45-00.............. 26
AURAL MESSAGES............................................................................................................................................................................................... 34-45-00.............. 28
SELF-TEST INDICATIONS ON DISPLAY ............................................................................................................................................................. 34-45-00.............. 32
SELF-TEST INDICATIONS ON TCAS COMPUTER FRONT PANEL ................................................................................................................... 34-45-00.............. 34
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TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM – INTRODUCTION
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General - Proximate traffic

- Intruders
The traffic alert and collision avoidance system (TCAS) helps the - Threats.
flight crew maintain safe air traffic separation from other ATC
transponder equipped airplanes. TCAS is an airborne system Each type of target has a different symbol on the display.
and operates independently of the ground-based ATC system.
If the separation at CPA is within certain limits, TCAS provides
TCAS sends interrogation signals to nearby airplanes. These advisory messages to the flight crew. TCAS provides two levels
airplanes which are equipped with an air traffic control radar of advisories to the flight crew, traffic advisory (TA) and
beacon system (ATCRBS) transponder or an air traffic control resolution advisory (RA). The type of advisory is determined by a
(ATC) mode S transponder respond to these interrogations. combination of altitude, the time to CPA, and the separation at
TCAS uses these response signals to calculate the range, CPA. The TA shows for relatively longer times to CPA and
relative bearing, and altitude of the responding airplane. If a relatively larger separation at CPA and is for intruder targets. The
responding airplane does not report altitude, TCAS cannot RA shows for relatively shorter times to CPA and relatively
calculate the altitude of that airplane. Airplanes tracked by TCAS smaller separation at CPA and is for threat targets.
are called targets.
The TA shows the range, bearing, and relative altitude (if relative
Using the information from the response signals and altitude of altitude is known) of the intruder target. The RA also gives visual
own airplane, TCAS calculates the relative movement between and aural commands to the flight crew to make sure there is safe
own airplane and the target. TCAS then calculates how close the vertical separation from the threat target.
target will be to own airplane at the closest point of approach
(CPA). TCAS also communicates with other airplanes that have TCAS
to coordinate the flight movement to prevent a collision.
Targets are classified as one of these four types depending on
the separation at CPA and the time it will ~ take until CPA Abbreviations and Acronyms
occurs:
abs - absolute
- Other traffic abv - above
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ADIRU - air data inertial reference unit I/O - input/output

AGL - above ground level L - left
AI - attitude indicator LED - light emitting diode
ant - antenna max - maximum
arpt - airport MHz - megahertz
ATC - air traffic control NCD - no computed data
ATCRBS - air traffic control radar beacon system NM - nautical miles
BITE - built-in-test equipment norm - normal
blw - below R - right
CDS - common display system RA - resolution advisory
CPA - closest point of approach rel - relative
CPU - central processing unit REU - remote electronic unit
CTR - center RF - radio frequency
DEU - display electronics unit R/T - receiver/transmitter
DME - distance measuring equipment stby - standby
EFIS - electronic flight instrument system sw - switch
exp - expanded TA - traffic advisory
FDAU - flight data acquisition unit TAS - true airspeed
FL - flight level TAU - time to closest point of approach
FPM - feet per minute TCAS - traffic alert and collision avoidance system
fwd - forward tfc - traffic
gnd - ground trk - track
GPWC - ground proximity warning computer VOR - very high frequency omnidirectional range
grd - ground VSI - vertical speed indicator
ident - identification wpt - waypoint
IF - intermediate frequency xfr - transfer
INT - interrogator xpndr - transponder
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TCAS – GENERAL DESCRIPTION
General TCAS interfaces with these other system components:
The TCAS transmits to and receives signals from other airplanes - ATC transponders (2)
to get altitude, range, and bearing data. The other airplanes - landing gear lever
report their own altitudes. The range of the other airplanes is - PSEU
calculated by measurement of the time between the transmission - Common display system (CDS) display electronic units
of an interrogation and the reception of a response from the (DEUs) (2)
other airplanes. Bearing is calculated by the use of directional - Remote electronics unit (REU)
antennas. TCAS uses these data and inputs from other onboard - Radio altimeters (2)
airplane systems to provide visual indications of the position of - Ground proximity warning computer (GPWC)
other airplanes and to provide visual and aural traffic avoidance - Weather radar
alerts. - Left air data inertial reference unit (ADIRU)
- Suppression coax tees
General Description - Flight data acquisition unit (FDAU).
These are the TCAS components:
- TCAS directional antennas (2)

- TCAS computer
- ATC/TCAS control panel.
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TCAS – COMPONENT LOCATION
The TCAS computer is in the electronic equipment compartment.
Flight Compartment

interface with TCAS:
- Left electronic flight instrument system (EFIS) control

panel
- Left outboard display unit
- Left inboard display unit
- Right EFIS control panel
- Right outboard display unit
- Right inboard display unit
- ATC/TCAS control panel.
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TCAS – ANTENNA LOCATION
General
The top TCAS directional antenna is at station 385 on top of the

fuselage. The bottom TCAS directional antenna is at station 305
on the bottom of the fuselage.
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TCAS – ATC/TCAS CONTROL PANEL
General
The ATC/TCAS control panel controls the TCAS computer.
Function Select Switch
You use the function select switch to select one of these TCAS
modes:
- TA mode. This is the TA only mode. The displays show all

targets except RAs.
- TA/RA mode. The displays show all targets. This is the
normal mode of operation for TCAS.
You can use the switch to do a test of the ATC and TCAS
systems. The switch is spring loaded in this position.
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TCAS – BASIC OPERATION
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General whisper-shout procedure changes the strength of the

interrogation pulse in many steps. This lets TCAS interrogate
TCAS transmits these two types of interrogation signals: intruders at different ranges. Intruders that reply are put on the
TCAS roll call list and TCAS monitors them.
Whisper-shout for ATCRBS transponders Mode S.
The airplanes that are near receive the lower power (whisper)
The TCAS finds and monitors all of the airplanes within range interrogations. The airplanes that are far away do not receive
that have ATCRBS or mode S transponders. The TCAS operates these low power signals so they do not respond.
with its mode S transponders to interrogate traffic airplanes and
calculate if they are a threat. The TCAS does not track airplanes The TCAS transmits a suppression pulse as the interrogation
that do not have a transponder. The TCAS tracks airplanes with power increases. The airplanes that are farther away receive the
transponders that do not reply with mode C information. These higher power (shout) interrogations. The airplanes that are near
airplanes send framing pulses in response to a mode C receive the interrogation and the suppression pulse so they do
interrogation. The TCAS uses the framing pulse replies to give not reply.
range and bearing to the target. TCAS cannot give RAs for
targets that do not report altitude. Mode S Interrogation
The TCAS can calculate maneuver commands to prevent Mode S transponders transmit a squitter signal once each
possible collisions with target airplanes. second. The signals contain a 24-bit airplane address. The
TCAS listens for mode S squitter signal transmissions from
If the traffic airplane also has TCAs the two airplanes can agree airplanes that have mode S transponders. When the TCAS
on maneuvers that give a safe distance between them. receives an address, it puts that airplane on a roll call list. The
TCAS then interrogates the mode S transponder of the traffic
Whisper-Shout Interrogation airplane with the discrete 24-bit airplane address on the roll call
list.
The TCAS uses an ATCRBS all-call whisper-shout interrogation
to look for airplanes that have an ATCRBS transponder. The
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TCAS Data Calculation Air-to-Air Coordination
When the TCAS interrogates a target, the reply signal from the If the target also has TCAS, the two TCAS computers
target usually contains the airplane altitude and any information communicate with each other using the mode S transponders.
requested by TCAS. Both TCAS computers calculate an escape path if it is
necessary. Both TCAS computers send the escape path to the
The TCAS computer uses the round-trip time of the reply signal mode S transponder in the other airplane. This sets up the air-to-
to calculate the range and range rate .of the target. It uses the air mode S data link between the airplanes.
direction of the reply to calculate bearing of the target. If the
TCAS computer receives altitude data, it calculates these
parameters of the traffic airplane:
- altitude
- altitude rate
- relative altitude.
The TCAS computer uses the target data to calculate if the target
is on a possible collision or near collision course with its flight
path. If it is, the TCAS computer calculates traffic coordination
maneuver data. This data and the position data go to the DEUs
to make the TCAS displays. If TCAS advises that a maneuver be
made it also sends an aural command to the flight crew.
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TCAS – SURVEILLANCE AREA
General Traffic advisory TAU and resolution advisory TAU define areas
around the TCAS airplane that, if penetrated by a target within
The TCAS tracks and evaluates up to 45 airplanes that are in the the required altitude restrictions, would produce the appropriate
surveillance area. Airplanes in the surveillance area are put into warning from the TCAS computer.
one of these four groups:
The TCAS computer uses six sensitivity levels (2-7). Level 7 is
- Resolution advisory (RA) group the most sensitive. At level 2, no resolution advisories may
- Traffic advisory (TA) group occur. Below 1000 feet, level 2 is used and above 20000 feet,
- Proximate traffic level 7 is used. Sensitivity levels are set by the TCAS computer
- Other traffic. based on own airplane altitude.
TCAS has a maximum surveillance area that is 8700 feet above The TA and RA times vary with sensitivity level. At sensitivity
and below your airplane. It has a range of 40 nm. level 3, RA TAU is 15 seconds while at sensitivity level 7, RA
TAU is 35 seconds.
RA and TA Groups
Proximate Traffic and Other Traffic.
The TCAS forms two protected areas around its own airplane.
The dimensions of these protected areas change with airspeed Proximate traffic is an airplane with a relative altitude separation
and altitude of the TCAS airplane and the closure rate of the less than 1200 feet, is in a 6 nm radius of your airplane, and is
target. not a TA or RA threat.
The protected area represents the time until the target will be at Other traffic is an airplane with a range more than 6 nm that is
the closest point of approach (CPA) to the TCAS airplane. This not a TA or RA threat. If the range is less than 6 nm, the relative
protected area is called the TAU area. altitude must be more than 1200 feet.
To calculate the TAU, the TCAS computer uses this data:
- Own airplane altitude

- Target closure rate
- Target range and altitude.
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TCAS – CONTROL AND DISPLAY
General ATC/TCAS Control Panel
The EFIS control panel and the ATC control panel control the The ATC/TCAS control panel sends control data through the
TCAS data that shows on the displays. ATC Mode S transponder to the TCAS computer. The TCAS
computer sends this data to the DEU for display.
EFIS Control Panel
The function selector puts the TCAS computer in the TA only or
To show the TCAS data on the display, put the mode selector on
TA/RA mode. In the TA only mode, the TCAS does not supply
the EFIS control panel in one of these modes:
RA traffic symbols or advisories. It also does not supply RA aural
- Expanded approach messages. The function selector can also put the TCAS
- Expanded VOR computer in the test mode.
- Expanded map
- Centered map. The ND shows the relative altitude of the target above or below
the symbol.
The range selector selects the range for the ND.
Push the TFC (traffic) switch on the range selector to .let the ND
show the TCAS data. When you do this, the TFC message and
the TCAS symbols of any targets show on the display.
If the function selector on the ATC control panel is not in the TA

or TA/RA position, the display does this:
- Shows an amber message, TCAS OFF (TCAS OFF

shows in all ND modes)
- Removes all TCAS target symbols.
To remove the TCAS messages and symbols from the display,

push the TFC switch again.
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TCAS - NAVIGATION DISPLAY
General
In addition to the range, the TCAS 3 nautical mile (nm) range
The TCAS computer puts traffic into these four groups: ring shows for ranges greater than 5 nm and less than 160 nm.
- Other traffic shows as a white open diamond, and the Also, when you push the TFC switch, range arcs show on the
altitude readout is white text ND.
- Proximate traffic shows as a solid white diamond, and the
altitude readout is white text Altitude Readout
- Traffic advisory (TA) shows as a solid amber circle, and
the altitude readout is amber text Relative altitude shows in the same color as the traffic symbol on
- Resolution advisory (RA) shows as a solid red square and the NDs.
the altitude readout is red text.
Altitude Separation
Each traffic symbol has an altitude readout. A vertical motion
arrow is also shown if the airplane vertical speed is greater than The TCAS computer calculates the altitude separation between
500 feet per minute (fpm). The traffic symbols show in these own airplane and the target. It uses the barometric altitudes of
navigation display modes: the airplanes to do this. The altitude separation shows on the ND
in hundreds of feet. If the traffic is above, the digits show above
- Center (CTR) MAP the traffic symbol with a plus (+) sign. If the traffic is below, the
- Expanded (EXP) MAP digits show below the traffic symbol with a minus (-) sign.
- Expanded (EXP) VOR
- Expanded (EXP) APP. If the altitude separation is less than 100 feet, 00 shows.
Range Data If the altitude separation cannot be calculated, the altitude

display does not show.
Push the TFC switch on the EFIS control panel to show TCAS
data. The range the EFIS control panel selects also shows on
the ND.
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Absolute Altitude
- TFC shows in cyan in the CTR MAP and EXP MAP, VOR
The target sends barometric altitude to the TCAS computer. This and APP modes. It shows the TCAS traffic display is
altitude shows in thousands and hundreds of feet. If the traffic is active. The TFC switch on the EFIS control panel must be
above, the digits show above the traffic symbol. If the traffic is set to ON.
below, the digits show below the traffic. - TA ONLY shows in cyan and in all modes. It shows that
TCAS is not calculating RAs. It shows if the TFC switch on
If the altitude cannot be calculated, the altitude display does not the EFIS control panel is set to ON or OFF.
show. - TCAS TEST shows in cyan and in all modes. It shows that
TCAS is in the test mode. It shows if the TFC switch on
Vertical Motion Arrow the EFIS control panel is set to ON or OFF.
- TCAS TEST FAIL shows on two lines when in test mode
A vertical motion arrow shows on the right side of the traffic and the TCAS has a failure. TCAS and FAIL show in
symbol. It is the same color as the traffic symbol. amber and TEST shows in cyan. It shows if the TFC
switch on the EFIS control panel is set to ON or OFF.
The arrow points down if the traffic airplane goes down at a rate - TCAS FAIL shows in amber and in all modes. It shows
more than or equal to 500 fpm. The arrow points up if the traffic that TCAS has failed. The TFC switch on the EFIS control
airplane is in a climb at a rate more than or equal to 500 fpm. panel must be set to ON.
The arrow does not show for rates less than 500 fpm. - TCAS OFF shows on two lines in amber and in all modes.
It shows that the ATC mode switch is not in TA or TA/RA.
TCAS Messages It shows if the TFC switch on the EFIS control panel is set
to ON or OFF.
The ND can show these messages for TCAS:
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OFFSCALE RA and TA No-Bearing Traffic
The OFFSCALE message shows on the ND when an RA or TA The no-bearing RA and TA messages show on the ND when
is outside the current ND display area. The TFC switch on the TCAS loses the bearing of the RA or TA traffic. The bottom
EFIS control panel must be set to ON to show the OFFSCALE directional antenna becomes an omnidirectional antenna when
message. If an RA is outside the ND range, the OFFSCALE the landing gear is down. When this happens, the bottom
message shows in red. If a TA is outside the ND range, the antenna cannot find the bearing of the intruder traffic. The
OFFSCALE message shows in amber. If both a TA and RA are bearing is NCD. Because of this, the no-bearing messages show
outside the ND range, the OFFSCALE message shows in red. on the ND.
This message shows in these navigation display modes:
If a TA becomes no-bearing traffic, an amber TA with the range,
- Center (CTR) MAP altitude, and vertical motion arrow shows on the ND. If an RA
- Expanded (EXP) MAP becomes no-bearing traffic, a red RA with the range, altitude,
- Expanded (EXP) VOR and vertical motion arrow shows on the ND. Only two no-bearing
- Expanded (EXP) APP. traffics may show.
TRAFFIC
The red TRAFFIC message shows any time there is an RA. The
amber TRAFFIC message shows any time there is a TA and no
RA. The TRAFFIC message shows in all ND formats with the
TFC switch on the EFIS control panel set to ON or OFF.
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TCAS - ATTITUDE INDICATOR DISPLAY
General
These are the two types of TCAS vertical resolution advisories

that can show on the attitude indicator (AI):
- TCAS RA - down advisory

- TCAS RA - up advisory.
These symbols only show for an RA when:
- The function selector on the ATC control panel is in the

TA/RA position
- The TCAS communicates with threat airplanes that give
their altitude.
Description
The red advisories show on the attitude display. They tell the
flight crew to avoid some pitch movements.
The flight crew uses the advisories to avoid a possible collision

with threat airplanes.
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TCAS – AURAL MESSAGES
General Preventive Action RA
Aural advisory messages occur during these conditions: This type of RA occurs when at the closest point of approach
(CPA) the present vertical speed results in a safe altitude
- Traffic advisories (TA) separation from the threat airplane. When this happens, the aural
- Resolution advisories (RA) advisory comes on.
- TCAS system tests.
These are the aural messages for the preventive action RA:
Traffic Advisory Aural
- MONITOR VERTICAL SPEED
When a traffic advisory occurs, the aural message TRAFFIC - MAINTAIN VERTICAL SPEED, MAINTAIN
TRAFFIC comes on. This message tells the flight crew to monitor - MAINTAIN VERTICAL SPEED, CROSSSING MAINTAIN.
the display for intruder traffic.
The preventive action RA messages tell the flight crew to do
Resolution Advisory these things:
These are the two types of aural messages that can come on - Maintain the flight path
during a resolution advisory (RA): - Do not fly into the area of RA pitch symbol on the ADI
- Maintain the vertical speed rate.
- Preventive action RA
- Corrective action RA.
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Corrective Action RA Increase Corrective Action RA
This type of RA occurs when the altitude separation at the CPA This type .of RA tells the flight crew to increase the corrective
is not safe. These RA aural advisories tell the flight crew to take maneuvers because of maneuver changes from the threat
corrective action to avoid a possible collision: airplane or because the flight crew did not react quickly enough
to the initial RA:
- CLIMB - CLIMB. The flight crew must climb at a rate to
avoid the preventive up advisory. - INCREASE CLIMB - INCREASE CLIMB. this follows the
- CLIMB CROSSING CLIMB - CLIMB CROSSING CLIMB. CLIMB advisory. The range of advised climb rates shifts to
The flight crew must climb at a rate to avoid the preventive tell the flight crew to increase the climb rate. .
up advisory. The flight path crosses through the flight path - INCREASE DESCENT - INCREASE DESCENT. This
of the threat. follows the DESCEND advisory. The range of advised
- ADJUST VERTICAL SPEED - ADJUST. The flight crew descent rates shifts to tell the flight crew to increase the
must reduce the rate of climb to avoid the preventive descent rate.
down advisory. - CLIMB, CLIMB NOW - CLIMB, CLIMB NOW. This follows
- DESCEND - DESCEND. The flight crew must descend at the DESCEND advisory. A climb is now necessary to give
a rate to avoid the preventive down advisories. safe vertical separation at CPA.
- DESCEND CROSSING DESCEND - DESCEND - DESCEND, DESCEND NOW - DESCEND, DESCEND
CROSSING DESCEND. The flight crew must descend at NOW. This follows the CLIMB advisory. A descent is now
a rate to avoid the preventive down advisory. The flight - necessary to give safe vertical separation at CPA.
path crosses through the flight path of the threat.
- ADJUST VERTICAL SPEED - ADJUST. The flight crew
must reduce the rate of descent to avoid the preventive up
advisory.
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Clear of Conflict
When the range of the threat airplane that causes an RA

increases, the aural message CLEAR OF CONFLICT comes on.
Self-Test Aural
At the completion of the self-test, the TCAS computer sends the

status aural to the flight compartment.
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TCAS – SELF-TEST INDICATIONS ON DISPLAYS
General - White other traffic symbol at the 11:00 position, +1000

feet relative altitude with no vertical motion arrow and 3.6
You can start a self-test from the ATC/TCAS control panel or nm from the airplane
from the TCAS computer front panel test switch. - White proximate traffic symbol at the 1:00 position, +200
feet relative altitude with a down vertical motion arrow and
During a test, TCAS test signals go to these: 3.6 nm from the airplane
- Red RA traffic symbol at the 3:00 position, -1000 feet
- NDs relative altitude with no vertical motion arrow and 2 nm
- ADIs from the airplane.
- Front panel of the TCAS computer.
If the test fails, the message TCAS TEST FAIL replaces the
At the end of the test, a TCAS test aural goes to the flight TCAS TEST message and no traffic shows. TCAS and FAIL
interphone speakers. shows in amber and TEST shows in cyan.
TCAS Self-Test Indications -ND TCAS Self-Test Indications – AI
If the test passes, the ND shows this data: If the test passes, the AI shows the red RA up and down
advisory cues.
- A cyan message, TCAS TEST
- A red message, TRAFFIC If the test fails, the AI does not show any RA advisories.
- Amber TA traffic symbol at the 9:00 position, -200 feet
relative altitude with an up vertical motion arrow and 2 nm
from the airplane
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TCAS – SELF-TEST INDICATIONS ON TCAS COMPUTER FRONT
Front Panel Self-Test - RA - radio altimeters 1 and 2 failed

- PT - pitch data from ADIRU failed
Push and hold the test switch on the front panel to start a self- - RL - roll data from ADIRU failed.
test. During the test, the LED segments on the front panel turn - HD - heading data from ADIRU failed
on in this sequence: - RD - AIs and VSIs failed
- pp - program pins changed from initial configuration
- All LED display segments come on for three seconds - SP - suppression bus failed
- All LED segments go off for three seconds - AG - air/ground input failed or the airplane shows it is on
- Applicable LED code shows the status of TCAS. the ground while the radio altimeters show above 1000
feet.
If the test passes, OK will show on the LEDs. If there is a failure,
the fault code shows. The fault codes show in order for multiple
failures. The display blanks for one second between faults.
These are the TCAS fault codes:
- OK - no failure
- TP -TCAS computer failed
- T1 - top antenna element 1 failed
- T3 - top antenna e element 3 failed
- B1 - bottom antenna element 1 failed
- X1 - ATC transponder 1 failed
- X2 - ATC transponder 2 failed
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Instrument Landing System (ILS)
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-31-00.............. 02

ANTENNA AND ELECTRONIC EQUIPMENT COMPARTMENT – COMPONENT LOCATION........................................................................... 34-31-00.............. 08
NAVIGATION CONTROL PANEL .......................................................................................................................................................................... 34-31-00.............. 10
CONTROLS............................................................................................................................................................................................................ 34-31-00.............. 12
STANDBY ATTITUDE INDICATOR DISPLAYS..................................................................................................................................................... 34-31-00.............. 14
ADI DISPLAYS ....................................................................................................................................................................................................... 34-31-00.............. 16
EXPANDED ILS DISPLAY ..................................................................................................................................................................................... 34-31-00.............. 20
CENTERED ILS DISPLAY ..................................................................................................................................................................................... 34-31-00.............. 22
FRONT PANEL BITE.............................................................................................................................................................................................. 34-31-00.............. 24
SELF-TEST ............................................................................................................................................................................................................ 34-31-00.............. 26
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INSTRUMENT LANDING SYSTEM (ILS) – INTRODUCTION
Purpose F/O – first officer

FCC – flight control computer
The multi mode receiver (MMR) contains the instrument landing FDAU – flight data acquisition unit
system and the global positioning system functions. This section FMC – flight management computer
only covers the instrument landing system function. freq – frequency
fwd – forward
The instrument landing system (ILS) provides lateral and vertical grd – ground
position data necessary to put the airplane on the runway for ILS – instrument landing system
approach. The system uses signals from a glideslope ground LCD – liquid crystal display
station and a localizer ground station. LED – light emitting diode
The glideslope ground station transmits signals to give the LRU – line replaceable unit
airplane a descent path to the touchdown point on the runway. maint – maintenance
The localizer ground station transmits signals to give the airplane MHz – megahertz
lateral guidance to the runway centerline. MMR – multi-mode receiver
MKR – marker beacon
Abbreviations and Acronyms NAV – navigation
AC – alternating current ND – navigation display
ACP – audio control panel norm – normal
alt – alternate rcvr – receiver
altn – alternate RDMI – radio distance magnetic indication
app – approach REU – remote electronics unit
ARINC – Aeronautical Radio, Inc. RF – radio frequency
BITE – built-in test equipment spkr – speaker
BL – buttock line sta – station
CAPT – captain tfr – transfer
DC – direct current V – volts
DEU – display electronics unit xfr – transfer
DME – distance measurement equipment xmtr – transmitter
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ILS – GENERAL DESCRIPTION
General The multi-mode receivers send ILS deviation data to these

LRUs:
The instrument landing system (ILS) has two multi-mode
receivers (MMRs) that contain the ILS function. The ILS function - DEUs
in the MMRs receive inputs from these antennas: - REU
- GPWC
- VOR/LOC antenna - FCC
- Localizer antenna - FDAU
- Glideslope antenna. - FMC
- Standby attitude indicator
Description
The receivers get manual tune inputs from the navigation (NAV)
control panels.
The VOR/LOC antenna and the localizer antenna send localizer

signals through the localizer antenna switches to the MMRs. The
localizer antenna switches select the VOR/LOC antenna or the
localizer antenna as the source of RF input to the MMR. The
glideslope antenna sends glideslope signals to the multi mode
receivers.
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ILS – FLIGHT COMPARTMENT COMPONENT LOCATION
General
These flight compartment components have an interface with the

ILS system:
- VHF NAV select switch

- Capt secondary and primary EFIS displays
- Left and right EFIS control panels
- F/O secondary and primary EFIS displays
- Capt and F/O NAV control panels.
- Capt and F/O audio control panels.
- Standby attitude indicator.
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ILS – ANTENNA AND ELECTRONIC EQUIPMENT COMPARTMENT – COMPONENT LOCATION
The multi-mode receivers (MMRs) are in the electronic

equipment compartment. MMR 1 is on the E1-2 shelf. MMR 2 is
on the E1-4 shelf. The loc antenna switches are on the side of
the E1 rack.
Nose Radome
The glideslope and localizer antennas are in the nose radome.

The glideslope antenna is above the weather radar antenna. The
localizer antenna is below the weather radar antenna.
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ILS – NAVIGATION CONTROL PANEL
General The NAV control panel continuous BITE function monitors the
The navigation (NAV) control panels supply frequency control the standby frequency indicators when there is a control panel
and test signals to the DME, the MMR, and the VOR navigation failure.
radios.
An internal monitor in the NAV control panel monitors the 28v dc
Operation input. If the monitor does not see the 28v dc, it shows the
message BLANK in the active and the standby frequency
The NAV control panels have an active frequency indicator and a indicators.
standby frequency indicator. The frequency that shows in the
active frequency indicator is the frequency the navigation radios When you push the NAV control panel test switch, a test
use for operation. The standby frequency indicator shows the command goes out on the data bus- If a VOR frequency is
next frequency you will use. active, the VOR receiver starts a self test- If an ILS frequency is
active, the MMR receiver starts a self test. If a DME frequency is
The frequency transfer switch is a momentary action switch. It paired with the VOR or ILS frequency, the DME interrogator
transfers the frequency in the standby frequency indicator to the starts a self-test at the same time.
active frequency indicator. When you push the switch, the
frequency in the active frequency indicator transfers to the When you do a test of the master dim and test system, the NAV
standby frequency indicator. control panel shows 188.88. The display shows for two seconds
on, then one second off until the test is complete.
The frequency selectors are continuous rotary selectors. There is
an inner selector and an outer selector. The outer selector sets
the tens and ones – numbers. The inner selector sets the tenth
and one-hundredth numbers. The frequency selectors only
change the numbers in the standby frequency indicator.
At power up, the frequency displays show the last frequency

entry before power down.
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ILS – CONTROLS
EFIS Controls The filter switch lets you listen to only voice audio in the voice (V)
position. The range (R) position lets you listen to the station
To show ILS data on the captain's and F/O's displays, set the morse code identifier. With selector in the both (B) position you
mode selector on the EFIS control panel to the APP position. can listen to both the voice audio and the morse code station
identifier.
DFCS Controls
The digital flight control system (DFCS) mode control panel

(MCP) supplies runway heading data to the display electronics
unit (DEU) for ILS displays. You use the DFCS MCP course
selector to set the course for approach.
The DEU uses the course input and ILS deviation to calculate
the airplane's deviation from the runway centerline. The DEUs
compare the course input to the airplane’s track to calculate if
this is a back course approach. If the course input and airplane
track are different by more than 90 degrees, the DEUs show
backcourse ILS displays.
Audio Control Panel Controls
The audio control panels (ACPs) lets the crew listen to ILS
station audio or the morse code station identifier.
You use the ACP receiver switches to select the ILS audio you
want to listen to. The NAV 1 receiver switch selects the MMR 1
audio and the NAV 2 receiver switch selects the MMR 2 audio.
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ILS – STANDBY ATTITUDE INDICATOR DISPLAYS
General
The standby attitude indicator gives the crew an alternate

attitude indication source. The indicator also provides ILS data.
You use the approach selector on the indicator to show ILS data.
The approach selector has these positions:
- Off – no ILS data on indicator

- APP – ILS localizer and glideslope data shows
- B/CRS – back course ILS localizer data shows.
Indications
When the selector is in the OFF position, the localizer and

glideslope deviation bars do not show. When the selector is in
the APP position, the localizer and glideslope deviation bars
show. When you select B/CRS, the localizer deviation bar
reverses polarity for the approach display and the glideslope
deviation bar goes out of view.
When the indicator receives invalid ILS data, the localizer or

glideslope deviation bars go out of view and the glideslope flag
or localizer flag shows.
When the ILS data 's no computed data (NCD) for localizer or
glideslope data, the related deviation bar goes out of view.
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ILS - ADI DISPLAYS
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ILS - ADI DISPLAYS
General The glideslope deviation pointer and scale show to the right of
the attitude display. The scale is a standard four-dot scale. One
To show ILS displays on the ADI you must tune a valid ILS dot equals 0.35 degrees of deviation. The pointer gives fly-to
frequency on the NAV control panel and select it to the active commands to intercept the glideslope beam. The glideslope
display window. scale shows in white and the glideslope pointer shows in
magenta. There is no expanded scale for glideslope deviation.
Normal Display
During backcourse conditions, the localizer deviation pointer
The localizer deviation pointer and scale show at the bottom of operates opposite to the normal localizer display movement and
the attitude display. The scale is a standard four-dot scale. One the glideslope deviation pointer goes out of view. The DEUs use
dot equals 1 degree of deviation. The deviation indication shows the course input from the DFCS MCP and compares it to the
deviation to the left or right of the runway centerline. The airplanes track to calculate a backcourse condition. If the course
localizer scale shows in white and the localizer pointer shows in input and airplane track are different by more than 90 degrees,
magenta. the DEUs show backcourse displays.
The localizer scale can show the standard display or the The ILS station frequency and course show above and to the
expanded scale. A two-dot expanded scale can replace the four- right of the ADI. If the ILS ground station transmits a morse
dot scale. For the expanded scale, each dot equals 0.5 degrees coded station identifier, the stations letter identifier replaces the
of deviation. The white expanded scale goes to amber and numeric frequency display when the receiver captures the signal.
flashes when the autopilot sends an ILS deviation warning. The
expanded scale shows for these conditions:
- LOC deviation is less than 5/8 dot

- LOC or APP mode is engaged
- ILS course and the airplane track are within 5 degrees of
each other
- An autopilot is in CMD.
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ILS - ADI DISPLAYS
Rising Runway
The rising runway shows when there is a LOC signal capture and
the radio altitude is below 2500 feet. The symbol goes out of
view above 2500 feet. The rising runway symbol is green with a
magenta stem.
The rising runway symbol represents the radio altitude above the
runway. It moves laterally with the localizer deviation pointer to
show localizer deviation. The symbol starts to move when the
radio altitude is 200 feet. It touches the airplane symbol when the
radio altitude is 0 or at touchdown.
NCD Display
When the ILS data goes to an NCD condition, the CDS shows
the localizer and glideslope scales and removes the pointers.
Fail Display
The amber LOC flag replaces the localizer deviation pointer and
scale when the localizer receiver function has a failure. The
amber G/S flag replaces the glideslope deviation pointer and
scale when the glideslope receiver function has a failure.
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ILS - EXPANDED ILS DISPLAY
General The NAV data source is white at the bottom left corner of the HSI
display. The display shows the source of the data for the ILS
To show ILS displays on the CDS, set the EFIS control panel displays.
mode selector to the APP position. You must also tune a valid
ILS frequency on the NAV control panel. The ILS frequency is green at the bottom right corner of the HSI
display. For NCD ILS frequency data, dashes replace the
Normal Display frequency display.
The glideslope deviation pointer and scale show at the right of The ILS frequency display shows the active ILS frequency and
the NAV display. The glideslope deviation pointer is magenta the selected course. If the ILS ground station transmits a morse
and the scale is white. coded station identifier, the letter identifier replaces the numeric
frequency when the receiver captures the ground station signal.
The glideslope scale is the standard four-dot scale where each
dot equals 0.35 degrees of deviation. The glideslope deviation NCD Display
pointer gives fly-to signals to intercept the glideslope beam.
When the ILS data goes to an NCD condition, the CDS shows
The course pointer points to the number that you set on the the localizer and glideslope scales and removes the pointers.
DFCS MCP. For ILS, you use the DFCS MCP course selector to
enter the ILS course (airport runway heading). Fail Display
The localizer deviation indicator and scale shows at the bottom For invalid ILS data, the CDS replaces the localizer deviation
of the NAV display. The localizer scale is white and the localizer scale and indicator with the amber LOC flag when the localizer
deviation indicator is magenta. receiver fails. The amber G/S flag replaces the glideslope
deviation scale and pointer when the glideslope receiver fails.
The deviation scale is the standard four-dot scale. One dot is
equal to 1 degree of deviation. The localizer deviation indicator
shows the deviation to the left or right of the runway centerline.
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ILS - CENTERED ILS DISPLAY
General The NAV data source is white at the bottom left corner of the
NAV display. The display shows the source of data for the ILS
To show the centered ILS NAV display, push the CTR switch on displays.
the EFIS control panel mode selector switch.
The ILS frequency is green at the bottom left corner of the NAV
Normal Displays display. For NCD ILS frequency data, dashes replace the
frequency display.
The glideslope deviation pointer and scale show to the right of
the HSI display. The glideslope pointer is magenta and the scale The ILS frequency display shows the active ILS frequency and
is white. the selected course. If the ILS ground station transmits a morse
coded station identifier, then the letter identifier replaces the
The glideslope scale is the standard four-dot scale. Each dot numeric frequency when the receiver captures the ground station
equals 0.35 degrees of deviation. The pointer gives fly-to signal.
commands to intercept the glideslope beam.
NCD Display
The course pointer points to the number that you set on the
DFCS MCP. For ILS, you use the DFCS MCP course selector to For an ILS NCD condition, the CDS displays the localizer and
enter the ILS course (airport runway heading). glideslope scales and removes the deviation bar and glideslope
pointer.
The localizer deviation indicator and scale show in the center of
the HSI compass card. The localizer deviation indicator is Fail Display
magenta and the scale is white.
For invalid ILS data, the CDS replaces the localizer scale and
The localizer scale is the standard four-dot scale. Each dot is deviation indicator with the amber LOC flag when the localizer
equal to 1 degree of deviation. The deviation indicator shows the receiver fails. The amber G/S flag replaces the glideslope scale
deviation to the left or the right of the runway centerline. and pointer when the glideslope receiver fails.
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ILS - FRONT PANEL BITE
Push one of the two test switches on the front of the receiver to
start a test of the MMR. The receiver does a check of the internal
receiver operation and of its interfaces. The test results show on
the LCD on the front of the receiver.
When you push the test switch, the test in progress page shows
and the receiver does a self-test that continues for approximately
five seconds. A five-second scale shows at the bottom of the
page. You can monitor the test time by the line of Xs that show
below the scale.

shows for a test fail condition.
- MAINT - this selection shows pages that contain program

pin selections and discrete interface condition
- RETURN - this selection causes the display to go back to
the start test page
- WHY? - this selection comes on when there are failures.
You push this selection to show the failures
- MORE - this selection shows when there are more pages
of data to follow.
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ILS – SELF-TEST
You use the NAV control panels to do an ILS test from the flight
compartment. The captain NAV control panel does a test of
MMR 1 and the first officer NAV control panel does a test of
MMR 2.
You need to set these controls to do an ILS test:
- Enter a valid ILS frequency into the active frequency

display window on the NAV control panel
- Set a course on the DFCS mode control panel that is
within 90 degrees of the airplane heading
- Push the test switch on the NAV control panel.
To see the ILS test on the NAV display, you must select the
approach (APP) mode on the EFIS control panel mode selector.
This is the display sequence that shows on the CDS during the
ILS test:
- For the first 3 seconds, one dot left of localizer deviation

and one dot up of glideslope deviation
- For the next 3 seconds, one dot right of localizer deviation
and one dot down of glideslope deviation
- Displays return to normal indications.
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Marker Beacon System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-32-00.............. 02

COMPONENT LOCATIONS................................................................................................................................................................................... 34-32-00.............. 06
DISPLAYS AND AUDIO OUTPUTS....................................................................................................................................................................... 34-32-00.............. 08
TEST – 1................................................................................................................................................................................................................. 34-32-00.............. 10
TEST – 2................................................................................................................................................................................................................. 34-32-00.............. 12
EFFECTIVITY
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MARKER BEACON SYSTEM – INTRODUCTION
General IM -inner marker

I/O –input/output
The marker beacon system supplies visual and aural indications LCD -liquid crystal display
when the airplane flies over airport runway marker beacon LED light emitting diode
transmitters. LRU -line replaceable unit
MAINT -maintenance
Abbreviations and Acronyms MB -marker beacon
MHz -mega hertz
A/P -autopilot MM -middle marker
AC -alternating current NAV -navigation
ACP -audio control panel NC -not connected
ALT -alternate ND -navigation display
AMP -amplifier- NORM -normal
B -both NVM -non-volatile memory
BITE -built-in test equipment OM -outer marker
CDS common display system .. R -range
DEU -display electronics unit REU -remote electronics unit
DME -distance measuring equipment RF -radio frequency
FDAU -flight data acquisition unit R/T -receive/transmit
DU -display unit RCVR -receiver
EFIS -electronic flight instrument system STA -station
FT -functional test TFR -transfer
GND -ground V -voice
Hz -hertz V -volt
lc intercom VHF -very high frequency
ILS -instrument landing system VOR -vhf omnidirectional ranging
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MARKER BEACON SYSTEM – GENERAL DESCRIPTION
General
The marker beacon system has an antenna and a VOR/marker

beacon (VOR/MB) receiver. The marker beacon function only
operates in the VOR/MB receiver 1 position.
Operation
The marker beacon antenna receives the marker beacon signals.

The signals go to the VOR/MB receiver 1. The VOR/MB receiver
1 supplies this data:
- Marker beacon audio to the remote electronics unit (REU)

- Marker beacon data to the common display system (CDS)
display electronics unit (DEU)
- Marker beacon data to the flight data acquisition unit
(FDAU).
The displays show marker beacon data.
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MARKER BEACON SYSTEM – COMPONENT LOCATIONS
General
The marker beacon antenna is on the bottom of the fuselage.
The VOR/MB receiver 1 is in the electronic equipment

.compartment E1-2.
The marker beacon data shows in these displays. units:
- Left outboard display unit

- Right outboard display unit.
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MARKER BEACON SYSTEM – DISPLAYS AND AUDIO OUTPUT
General The ACP supplies control signals to the remote electronics unit
(REU). The REU uses the control signals to select the audio that
When the airplane goes above a marker beacon transmitter, goes to the flight interphone speakers and headsets.
marker beacon data shows on the upper left of the captain
primary EFIS display and the upper right of the first officer Use the ACP to listen to marker beacon audio.
primary EFIS display.
Audio Operation
If you want to hear marker beacon audio, you select the marker
beacon audio on the audio control panel (ACP). You make these ACP selections to listen to marker beacon
audio:
Display Types
- Push the marker beacon receiver volume control to make
OM shows when the airplane goes above the outer marker. The the marker beacon audio come on
OM letters are cyan. - Turn the marker beacon receiver volume control to
change the volume level.
MM shows when the airplane goes above the middle marker.
The MM letters are yellow. Audio Outputs
IM shows when the airplane goes above the inner marker, These are the marker beacon audio outputs:
backcourse marker, or an airways marker. The letters IM are
white. - Outer marker (OM) is 400 Hz, continuous dashes ( – – – )
- Middle marker (MM) is 1300 Hz, alternate dots and
NCD/Fail Display dashes ( – . – . – . – . )
- Inner marker (IM) is 3000 Hz, continuous dots ( . . . . . . . )
If marker beacon data fails or is no computed data (NCD), the - Backcourse marker is 3000 Hz, continuous paired dots
display does not show. ( .. .. .. .. )
- Airways marker is 3000 Hz with the morse code identifier
Audio General for that station.
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MARKER BEACON SYSTEM – TEST – 1
General - MAINT - this selection shows pages that contain program

pin selections and discrete interface status
When you do a test of the marker beacon system, you test the - RETURN - this selection causes the display to go back to
VOR receiver 1 at the same time. the start test page
- WHY? - this selection comes on when there are failures.
Operation Push this selection to show the failures MORE- this
selection shows any time there are more pages of data to
Push one of the test switches on the front of the receiver to start follow.
a test of the VOR/MB receiver 1. The receiver then does a check
of the internal receiver operation and of the interfaces. The test
results show on the LCD.
When you push the test switch, the test in progress page shows
and the receiver goes through a self-test that lasts approximately
five seconds. A second-second scale shows at the bottom of the
page. You can monitor the test time by the line of Xs that show
below the scale.

shows for a test fall condition.
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MARKER BEACON SYSTEM – TEST – 2
General
You do a remote test of the navigation receivers with the

navigation control panel. The navigation control panel does a test
of these receivers:
- VOR/MB receiver
- ILS receiver.
When you do a test of the marker beacon system, you do a test

of the VOR/MB receiver 1 at the same time.
Operation
To do a test of the VOR/MB receiver 1, select a VOR frequency

and push the test switch on the front panel of the navigation
control panel. FT shows for common display system indications.
You must select marker beacon audio on at least one of the

ACPs to hear the audio tones. All the marker beacon audio tones
come on in the flight compartment when you do the test. The
audio tones come on continuously and
you hear the outer, middle, and inner at the same time.
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Radio Altimeter System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-33-00.............. 02

COMPONENT LOCATION – 1 ............................................................................................................................................................................... 34-33-00.............. 08
OPERATION – 1..................................................................................................................................................................................................... 34-33-00.............. 12
OPERATION – 2..................................................................................................................................................................................................... 34-33-00.............. 16
FRONT PANEL BITE.............................................................................................................................................................................................. 34-33-00.............. 18
FLIGHT COMPARTMENT BITE DISPLAY ............................................................................................................................................................ 34-33-00.............. 20
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RADIO ALTIMETER SYSTEM – INTRODUCTION
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General AID – aircraft installed delay

altm – altimeter
The radio altimeter (RA) system measures the vertical distance ant – antenna
from the airplane to the ground. The radio altitude shows in the approx – approximately
flight compartment on the display units (DU). The radio altitude is ARINC – Aeronautical Radio, Inc.
computed with the receiver transmitter unit by comparing the BITE – built-in test equipment
transmitted signal to the received signal. The R/T unit transmits a CAPT – captain
radio signal then receives the reflected RF signal back from the CDS – common display system
ground to determine the altitude of the aircraft. The R/T sends conn – connector
computed altitude data out on two ARINC 429 data buses to user CP – control panel
systems on the aircraft. CW – continuous wave
The flight crew and other airplane systems use the altitude data DH – decision height
during low altitude flight, approach, and landing. DME – di5tance measuring equipment
DU – display unit
The system has a range of – 20 to 2500 feet. EFIS – electronic flight instrument system
F – frequency
An adjustable radio minimums alert operates with the radio FCC – flight control computer
altitude system and is independently selectable from 0 to 999 FDAU – flight data acquisition unit
feet on the captains and first officers EFIS control panels. The FM – frequency modulation
radio minimums altitude selection is compared and processed in FIO – first officer
the display electronics units (DEUs) with the existing radio freq – frequency
altitude value output from the radio altitude R/T. When the fwd – forward
airplane descends to the selected radio minimums altitude a gnd – ground
flashing radio minimums alert is displayed on the applicable DU. GPWC – ground proximity warning computer
Abbreviations and Acronyms LCD – liquid crystal display
LED – light emitting diode
ADI – attitude direction indication
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LRU – line replaceable unit rst – reset

maint – maintenance R/T – receiver transmitter
MDA – minimum descent altitude S/W – software
mins – minimums sys – system
PFD – primary flight display T – time
P/N – part number TCAS – traffic alert and collision avoidance system
RA – radio altimeter vco – voltage controlled oscillator
RA – radio altitude WXR – weather radar
rec – receiver xmit – transmit
RF – radio frequency
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RA SYSTEM – GENERAL DESCRIPTION
General The receiver/transmitters get discrete inputs from the proximity

switch electronics unit (PSEU) used to count flight legs for fault
The radio altimeter system has two receiver/transmitters (R/Ts). recording.
Each R/T has a transmit and a receive antenna. The radio
altimeter R/T makes a frequency modulated continuous wave RF
signal that is sent to the ground and reflected back to the
airplane. The time that it takes for the signal to travel from the
transmit circuit of the R/T to the receive circuit of the R/T is
changed into absolute altitude. The number one system altitude
shows on the captain display and the number two system shows
on the first officer display.
The altitude data and signal validity is sent on two ARINC 429
data buses. ARINC 429 data bus 1 sends data to these
components:
- Flight control computers (FCC)

- Autothrottle computer.
ARINC 429 data bus 2 sends data to these.. components :
- Ground proximity warning computer (GPWC)

- Traffic alert and collision avoidance system (TCAS)
computer
- Flight data acquisition unit (FDAU)
- Weather Radar (WXR)
- Common display system (CDS) display electronic units
(DEU).
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RA SYSTEM – COMPONENT LOCATION – 1
General
The RA receiver/transmitters are on the E3 rack in the electronic

equipment (EE) compartment.
The RA antennas are on the bottom of the fuselage.
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RA SYSTEM COMPONENT LOCATION – 2
General

interface with the RA system:
- Left and right EFIS control panels

- Common display system (CDS) display units (DU).
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RA SYSTEM – OPERATION – 1
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EFIS Control Panel Display Unit
The EFIS control panel controls the radio minimums value and The display unit (DU) shows radio altitude and radio minimums
resets the radio minimums alert display to a normal display. The values. The flight crew uses this data during an approach and a
radio minimums shows on the captain and first officer display landing.
units. The left EFIS control panel controls the captain display
units. The right EFIS control panel controls the first officer display Radio altitude shows in white for airplane altitude between – 20
units. and 2500 feet. This is when the radio altitude values update:
The minimums controls have these three controls: - Two foot increments from – 20 to 100 feet
- Ten foot increments from 100 to 500 feet
- A two-position rotary switch (minimums reference - Twenty foot increments from 500 to 2500 feet.
selector)
- A spring-loaded rotary switch (minimums altitude selector) The radio altitude does not show above 2500 feet.
- A radio minimums reset (RST) switch.
The white radio altitude shows as a digital display on the DU for
You use the radio position on the minimums reference selector to altitudes between – 20 and 2500 feet. For altitudes between 0
set the radio minimums. and 1000 feet, a round dial shows around the digital display. The
dial has increments of 100 feet. As the radio altitude increases or
To set a radio minimums value, use the rotary switch to adjust decreases, the display adds or removes the perimeter of the dial.
the value between – 1 feet and +999 feet. A green radio minimums bug moves around the dial and shows
the value selected from the EFIS control panel radio mins
Push the radio minimums reset (RST) switch to set the radio altitude selector.
minimums alert display back to normal.
The green radio minimums display shows above the digital radio
altitude display when the airplane is on the ground or when radio
altitude is more than 1000 feet. If the radio minimums value is
selected to a value less than zero feet, the display is removed.
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Radio Minimums Alert Rising Runway
A radio minimums alert occurs when the radio altitude of the The rising runway shows in two colors, a magenta stem with a
aircraft is the same as the selected radio mins altitude value from green trapezoid box on the top. The rising runway shows at the
the EFIS control panel. The radio minimums alerts occur bottom of the ADI when these conditions occur:
separately between the captain and first officer displays.
- Radio altitude is less than 2500 feet
Also, the radio altitude dial changes from white to amber and - ILS localizer deviation shows on the ADI.
goes on and off for three seconds and the decision height bug
changes from green to amber and goes on and off for three The rising runway symbol moves toward the airplane symbol on
seconds. the ADI as the airplane altitude decreases from 200 feet to 0
feet. At 0 feet, the rising runway shows at the bottom of the
After three seconds, the display continues to show amber until it airpl8ne symbol. The rising runway symbol also moves left and
is set back to normal. right to stay aligned with the ILS localizer deviation pointer.
Each of these procedures sets the radio minimums alert back to

normal:
- Push the reset (RST) switch on the EFIS control panel

- The airplane climbs to 75 feet above the radio minimums
value
- The airplane lands.
When radio minimums is set to normal, the radio altitude and the
radio altitude dial go back to white, and the radio minimums bug
goes back to green.
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RA Data NCD
RA data NCD causes the RA display and rising runway symbol

to be removed. The NCD occurs when the return RA signals are
too weak or the radio altitude is more than 2500 feet. Also, the
rising runway will not show when the ILS is not captured.
RA Data Invalid
Invalid RA data causes a amber RA flag to show in the radio

altitude position. Invalid RA also causes the rising runway
symbol to be removed. The invalid data occurs when the RA
receiver/transmitter finds a failure in the RA system.
Radio Minimums Data Invalid
Invalid EFIS control panel data on the ground or above 1000 feet
causes the amber displays control panel flag to show and the
letters RADIO and the radio minimums value to go out of view.
Between 0 and 1000 feet, the amber controls display panel flag
shows and the radio minimums bug is removed.
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RA SYSTEM – FRONT PANEL BITE
Push one of the test switches on the front of the receiver to start
a test of the radio altimeter system. The BITE does a check of
internal transceiver operation and of its interfaces. The test
results show on the LCD on the front of the transceiver.
When you push the test switch, the TEST IN PROGRESS page
shows and the transceiver goes through a self- test. The test
continues for five seconds. A five- second scale shows at the
bottom of the page. You can monitor the test time by the line of
Xs that come into view below the scale.

shows for a test fail condition.
- MAINT – This selection shows pages that contain

program pin selections and discrete interface status
- RETURN – This selection causes the display to go back
to the start test page
- WHY? – This selection comes on when there are failures.
Push this selection to show the failures
- MORE – This selection shows any time there are more
pages of data to follow.
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RA SYSTEM – FLIGHT COMPARTMENT BITE DISPLAY
General
The front panel BITE test causes the RA receiver/transmitter to

send a test altitude to the flight compartment display units. The
test altitude is 40 feet. The test altitude shows during the full test.
The altitude display goes back to normal when the test is
complete.
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Ground Proximity Warning System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-46-00.............. 02

EFIS CONTROL PANEL ........................................................................................................................................................................................ 34-46-00.............. 12
GROUND PROXIMITY WARNING MODULE ........................................................................................................................................................ 34-46-00.............. 14
MODE DESCRIPTION SUMMARY........................................................................................................................................................................ 34-46-00.............. 16
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GROUND PROXIMITY WARNING SYSTEM – INTRODUCTION
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Purpose - Mode 6 - Aural callouts when the airplane descends

through selected radio altitudes
The ground proximity warning system (GPWS) alerts the flight - Mode 7 - Warning for windshear conditions.
crew of an unsafe condition when the airplane is near the terrain.
It also supplies a warning for windshear conditions. In addition to the GPWS modes 1 through 7, these two additional
functions are used:
The GPWS uses global positioning system (GPS) and disk
loadable software data bases to give the flight crew improved - Terrain clearance floor -early descent on approach
terrain awareness. This is done by the display of detailed terrain - Terrain awareness -display of terrain around the airplane.
information for the area around the aircraft. The GPWS also
warns the flight crew of an early descent. Abbreviations and Acronyms
Description ADI - attitude display indicator

ADIRU - air data inertial reference unit
The GPWS uses aural messages, lights, and displays to give alt - altitude
alerts in the flight compartment. AOA - angle of attack
approx - approximately
GPWS Modes BITE - built-in test equipment
capt - captain
These are the GPWS modes: DEU - display electronics unit
DFCS - digital flight control system
- Mode 1 - Large descent rates EFIS - electronic flight instrument system
- Mode 2 - Too much of a closure rate when approaching FDAU - flight data acquisition unit
terrain that is rising FMC - flight management computer
- Mode 3 - Too much altitude loss during climbout (at FIO - first officer
takeoff or in go around) when the airplane is not in the FPM - feet per minute
landing configuration FPS - feet per second
- Mode 4 - Not enough terrain clearance GND PROX - ground proximity
- Mode 5 - Too much deviation below the glideslope
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GPS - global positioning system xfr - transfer

GPWC - ground proximity warning computer
GPWM - ground proximity warning module
GPWS - ground proximity warning system
G/S - glideslope
ILS - instrument landing system
inop - inoperative
IVS - inertial vertical speed
LED - light emitting diode
LRU - line replaceable unit
MCP - mode control panel
mod - module
ND - navigation display
ovrd - override
p - press
pos - position
PSEU - proximity switch electronic unit
PWS - predictive windshear
RA - radio altitude
REU - remote electronics unit
sec - second
sw - switch
sys - system
TA - terrain awareness
TCF - terrain clearance floor
TERR - terrain
WXR - weather radar system
vert - vertical
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GPWS – GENERAL DESCRIPTION
General Description - Weather radar (WXR)

- Display electronics units (DEUs).
The GPWS gives the pilots aural and visual warnings of unsafe
conditions. The warnings continue until the pilots correct the GPWS visual warnings show on the common display system
condition. The system operates when the airplane is less than (CDS) display units, the below glideslope annunciators, and the
2450 feet above the ground. GPWM.
The enhanced GPWS function conta1ns a worldwide terrain data GPWS aural warnings go through the remote electronics unit to
base. The GPWC compares airplane position and track with this the pilots headsets and flight deck speakers.
data base to find if there is a warning condition. This is the terrain
awareness (TA) function. The GPWS sends inhibit signals to the TCAS and weather radar
systems when GPWS calculates cautions and warnings.
The enhanced GPWS also contains an airport data base. This
data base contains terrain information for all hard surface The GPWS shows terrain that is forward of the airplane. This
runways that are more than 3500 feet or longer. The GPWC information goes to the terrain/weather relays and then to the
compares airplane position and runway location to find if there is DEUs for display. Alerts to the flight crew of an early descent
a warning condition. This is the terrain clearance floor (TCF) during a landing go directly to the DEUs for display.
function.
Visual indications show on these:
The GPWS uses inputs from these units to calculate warning
conditions: - Captain and first officer primary EFIS displays
- Captain and first officer navigation displays
- Ground proximity warning module (GPWM) - Captain and first officer glideslope inhibit switches
- Radio altimeter (RA) - GPWM.
- Air data inertial reference system (ADIRS)
- Stall management yaw dampers (SMYDs) GPWS cautions and warnings go to the flight data acquisition
- Multi-mode receivers (MMRs) unit (FDAU).
- Flight management computer system (FMCS)
- DFCS MCP Aural messages go to the remote electronics unit (REU).
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GPWS – FLIGHT COMPARTMENT COMPONENT LOCATION
Flight Compartment Locations
These are the GPWS components in the flight compartment:
- Capt and F/O glideslope inhibit switch

- Ground proximity warning module.

interface with the GPWS:
- Capt and F/O display units

- Capt and F/O EFIS control panels
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GPWS -COMPONENT LOCATION – 2
General
The ground proximity warning computer (GPWC) and the GPWS

program switch module are on the electronic equipment
compartment on the E1-1 shelf.
The terrain weather relay 745 is in the J24 box. The J24 box is in
the nose wheel well on the right side and behind the forward
access panel.
The terrain weather relay 746 is in the J22 electrical junction box.
The J22 box is in the nose wheel well on the left side and behind
the forward access panel.
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GPWS – EFIS CONTROL PANEL
Description you change the ND selector to a correct mode. The terrain data
stays armed even if you push the TERR map switch again. Push
The EFIS control panel lets the flight crew choose the the WXR map switch to disarm the terrain data and arm the
information they want to show on the navigation displays. These weather data.
controls interface with the GPWS:
ND Range Selector.
- TERR Map switch
- ND mode selector The EFIS control panel has an eight-position range selector. The
- ND range selector . range selections are 5, 10, 20, 40, 80, 160, 320, and 640 NM.
The map mode shows the range at all times. Terrain data shows
TERR Map switch only in the 5NM through 320 NM selections. When the range
selector is in the 640NM range, terrain data will only show to
When you push the TERR map switch on the EFIS control panel, 320NM.
terrain data shows on the on-side ND. Push the TERR map
switch again to remove the terrain data.
ND Mode Selector
Use the ND mode selector to choose an ND mode. These are

the ND modes that show terrain data:
- Expanded APP (approach) mode

- Expanded VOR mode
- Expanded MAP mode
- Centered MAP mode.
When you push the TERR map switch the terrain data arms,
even if it is not in the correct mode. The terrain data shows when
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GPWS – GROUND PROXIMITY WARNING MODULE
General stops a test sequence and a long cancel stops a self-test level.
Push the test switch for less than two seconds for a short cancel
The ground proximity warning module (GPWM) is the interface and push the test switch for more than two seconds for a long
between the flight crew and the GPWS. The GPWM has an cancel.
amber GPWS INOP light. The panel also has these switches:
Inhibit Switches
- Test switch
- Flap inhibit switch The flap, gear, and terrain inhibit switches supply discrete signals
- Gear inhibit switch. to the GPWC.
- Terrain inhibit switch.
The flap inhibit switch simulates a flaps down condition to the
INOP light GPWC. The use of this switch prevents warnings when the flight
crew makes a flaps up approach. When selected, the mode 4
The amber INOP light on the GPWM comes on when there is a warning TOO LOW FLAP is inhibited.
failure of the GPWC or if there is a failure of a critical input to the
GPWC. The INOP light also comes on if the GPWC can not The gear inhibit switch simulates a gear down condition to the
calculate windshear conditions. During a GPWC self test, the GPWC. The use of this switch prevents warnings when the flight
INOP light comes on. crew makes a gear up approach. When selected, the mode 4
warning TOO LOW GEAR is inhibited.
Test Switch
The terrain inhibit switch sends a discrete ground to the GPWC.
The test switch is a momentary action switch that lets you do a The discrete ground inhibits the terrain clearance floor (TCF)
self-test of the GPWC from the flight compartment. function and the terrain awareness (TA) function. When the
switch is in the inhibit position, TCF and TA cautions and
Momentarily push the test switch to start a self-test. There are six warnings do not show on the navigation displays and are not
levels of self-tests that can be done from the GPWM. To make heard over the flight deck speakers. Also, when the terrain inhibit
navigation of self-test levels faster, the test switch can be used to switch is in the inhibit position, the amber TERR INHIBIT
cancel self-test sequences and self-test levels. A short cancel message shows on both navigation displays.
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GPWS – MODE DESCRIPTION SUMMARY
General
This summary shows this information:
- GPWS modes
- Mode conditions
- Aural messages for each mode
- Annunciators or displays that come on.
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Flight Management Computer System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-61-00.............. 02

ELECTRONIC EQUIPMENT COMPARTMENT LOCATIONS............................................................................................................................... 34-61-00.............. 12
FMC AND CDU POWER INTERFACE .................................................................................................................................................................. 34-61-00.............. 14
TRAINING INFORMATION POINT – FMC DATA LOADING ................................................................................................................................ 34-61-00.............. 16
TRAINING INFORMATION POINT – FMCS BITE PAGES – BITE ENTRY .......................................................................................................... 34-61-00.............. 18
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FLIGHT MANAGEMENT COMPUTER SYSTEM - INTRODUCTION
General
Performance
The flight crew uses the flight management computer system
(FMCS) to enter route and vertical performance flight plan data A performance data base in the FMC contains data to model the
for a flight. airplane and the engines. The flight crew puts this data in the
FMC:
With the flight plan and inputs from the airplane sensors, the
FMCS does these functions: - Airplane gross weight
- Cruise altitude
- Navigation - Cost index.
- Performance
- Guidance. The FMC uses the data to calculate these functions:
Navigation - Economy speeds

- Best flight altitude
A navigation data base is in the FMC memory. It includes the - Top of descent point.
navigation data for the area of operation. The pilot can use the
navigation data base to set the entire flight plan before a flight. The common display system (CDS) shows target speeds and
altitudes.
The FMC calculates the airplane position during the flight. To do
the calculation, it uses the inertial reference function and the Guidance
radio navigation aids, if available.
The FMC sends commands to the digital flight control system
The FMC can also use the global positioning system (GPS) to (DFCS) and the autothrottle (A/T). The DFCS and the A/T use
calculate the airplane position. these signals to control the airplane in the lateral (LNAV) and
vertical (VNAV) modes of flight.
The FMC compares the calculated position with the flight plan for
LNAV control. The FMC shows the calculated position and the
flight plan on the navigation display.
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Built-In Test equipment ASA - autoflight status annunciator

ASIC - application specific integrated circuit
You use the FMCS CDU to select and control BITE for these A/S - airspeed
systems: A/T - autothrottle
ATA - actual time of arrival
- FMCS BIT - built in test
- Digital flight control system (DFCS) BITE - built in test equipment
- Autothrottle (A/T) brg - bearing
- Air data inertial reference unit (ADIRU) C - celsius
- Common display system (CDS) calc - calculate
- Electronic engine controller (EEC) CAS - computed airspeed
- APU engine control unit (ECU) CAPT - captain
- Fuel quantity indication system (FQIS). CDS - common display system
CDU - control display unit
Abbreviations and Acronyms clb - climb
clr - clear
ASA - autoflight status annunciator CO - company
act - active CON - continuous
AC - alternating current cmd - command
ACARS - aircraft communications addressing and reporting chng - change
system comp - complete
ACMS - airplane conditioning monitoring system crs - course
ADIRU - air data inertial reference unit crz - cruise
ADIRS - air data inertial reference system ctr - center
ADL - airborne data loader DC - direct current
alt - altitude del - delete
appr - approach dep - departure
APU - auxiliary power unit des - descent
ARINC - aeronautical radio incorporated dest - destination
arr - arrival
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DEU - display electronic unit flt - flight

dev - deviation FMA - flight mode annunciation
DFDAU - digital flight data acquisition unit FMC - flight management computer
DFCS - digital flight control system FMCS - flight management computer system
DIR - direct FPA - flight path angle
dist - distance FQIS - fuel quantity indicating system
dspl - display FQPU - fuel quantity processor unit
DTG - distance-to-go fwd - forward
DME - distance measuring equipment G - ground
E - east G/A - go-around
E/O - engine out GMT - Greenwich mean time
econ - economy GPS - global positioning system
ECU - engine control unit GPWC - ground proximity warning computer
E/D - end of descent GRWT - gross weight
EEC - electronic engine control GS - ground speed
EEPROM - electrically erasable programmable read only HF - high frequency
memory hdg - heading
ELEX - electronics hrdw - hardware
eng - engine ident - identification
ENG - engaged IFSAU - integrated flight system accessory unit
ETA - estimated time of arrival ILS - instrument landing system
EXEC - execute inbd - inboard
F - fahrenheit info - information
FANS - future air navigation system INIT/REF - initialization/reference
FF - fuel flow INTC - intercept
FL - flight level ISA - international standard atmosphere
FDAU - flight data acquisition unit ISB - intersystem bus
F/O - first officer KTS - nautical miles per hour (knots)
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L - left PDB - performance data base

lat - latitude PDL - portable data loader
LED - light emitting diode perf - performance
lim - limit pln - plan
LNAV - lateral navigation pos - position
long - longitude PPOS - present position
LVL CHG - level change pred - predicted
MAINT - maintenance preflt - preflight
MASI - mach airspeed indicator proc - procedure
max - maximum prof - profile
MCDU - multi-purpose control display unit PROG - progress
MCP - mode control panel PSEU - proximity switch electronics unit
MEDB - model/engine data base PTH - path
MMR - multi mode receiver QFE - altimeter setting to show altitude above reference airfield
mod - modification QNH - altimeter setting to show altitude above mean sea level
msg - message QUAD - quadrant
M - meters qty - quantity
N - north R - right
nav - navigation rad - radio
NAV RAD - navigation radio RAM - random access memory
NDB - navigation database RDY - ready
NM - nautical miles REC - recorder
NV - non volatile ref - reference
OAT - outside air temperature RTA - required time of arrival
OFP - operational flight program rte - route
OFST - offset R/W - read/write
OFP - operational flight program rwy - runway
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S - south trans - transition

S/C - step climb trk - track
SAT - static air temperature UTC - universal time (coordinated)
sel - selector V1 - takeoff decision speed
SID - standard instrument departure V2 - climbout speed
SMYD - stall management yaw damper v - volt
SPD - speed V - volt
SRAM - scratch random access memory VNAV - vertical navigation
STAR - standard terminal arrival route VR - rotation speed
SW - software VREF - reference speed
TACAN - tactical air navigation V/S - vertical speed
TAS - true airspeed VTK - vertical track
TAT - total air temperature W - west
T/C - top of climb wpt - waypoint
T/D - top of descent wt - weight
tgt - target XFR - transfer
thr - thrust XTK - cross track
thr ref - thrust reference Z - zulu
TO/GA - takeoff/go-around ZFW - zero fuel weight
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FMCS – GENERAL DESCRIPTION
General
The flight management computer system (FMCS) reduces flight

crew workload with automatic control of the airplane navigation,
performance and guidance functions. It also gives access to the
BITE functions of other systems.
The FMCs receive data from other airplane systems to calculate

navigation and performance data. This data shows on the
common display system (CDS) for use by the flight crew.
The navigation and performance functions also go to the digital

flight control system (DFCS) and the autothrottle (A/T) to provide
automatic control of the airplane flight path in both the vertical
(VNAV) and lateral (LNAV) modes. This is the guidance function
of the FMC.
FMC display data goes directly to CDS and present position data
goes directly to the air data inertial reference units (ADIRU). The
ADIRUs use present position during the alignment.
All other data goes through two transfer relays to the user
systems.
The FMC input and output data format is ARINC 429 digital data
and analog discretes.
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FMCS – FLIGHT COMPARTMENT COMPONENT LOCATION
P9 Forward Electronics Panel
These are the FMCS components on the P9 forward electronics

panel:
- CDU 1
- CDU 2.
P5 FWD Overhead Panel
The FMC source select switch is on the P5 forward overhead

panel. The switch does not function for the single FMC
configuration.
P61 Panel
These are the FMCS components on the P61 panel:
- Data transfer unit receptacle

- Data loader control panel.
P18 Panel
The BITE printer receptacle is on the P18 panel. When a

portable printer is connected to this receptacle, you can print
CDU and FMC data.
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FMCS – ELECTRONIC EQUIPMENT COMPARTMENT LOCATIONS
FMCS – Component Location – Electronic Equipment Shelf
These are the FMCS components on the E5-2 shelf:
- FMC 1
- Portable CDU receptacle
- FMCS program switch modules
- FMCS transfer relay 1
- FMCS transfer relay 2.
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FMCS – FMC AND CDU POWER INTERFACE
General
The FMC and CDU primary power is 115v ac from the AC

standby bus and AC transfer bus 2.
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FMCS – TRAINING INFORMATION POINT – FMC DATA LOADING
General FMCS data is similar.
You use the portable data loader (PDL) to load data into the This is a summary of the steps to load data with a PDL:
FMCS and other airplane systems. The steps to load data into
the FMCS and the other systems are similar . - Airplane must be on the ground
- Apply electrical power to the airplane
The portable data loader is not a Boeing supplied item. This - Open the DATA LOADER circuit breaker
coverage is included for information only. See the data loader - Connect the PDl to the data transfer receptacle
instructions, which are supplied by the vendor. - Close the DATA LOADER circuit breaker
- Set the data loader 3-position switch to the L position to
To load data into the FMC, set the data load selector to the FMC load the FMC
position. This connects the data loader to FMC 1. - Set the data load selector to the FMC position
- Open the data loader access door
You can load these databases into the FMCS: - Put the necessary diskette into the PDL.
- Operational flight program (OFP) The CDUs automatically go to the FMCS DATALOAD page
- Navigation data base when the CDU receives valid data from the loader.
- Performance default data base
- Airplane model/engine performance data base The data load process is automatic. Except to change diskettes,
- ACARS data link data base no further operation is necessary after you do the above steps.
- Software options data base.
Return the data loader control panel to the NORM position after
The performance default data base is part of the OFP and the transfer is complete.
cannot be loaded separately.
Do not interrupt electrical power to the system during software
Preparation loading. If power is interrupted, you will need to do the software
load procedure again.
The information below shows the steps to load a navigation data
base. The procedure to load the other systems data or the other
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FMCS – TRAINING INFORMATION POINT – FMCS BITE PAGES – INTRODUCTION
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General for nine flights. Also, the FMC stores ground faults for both
MCDUs and the FMC.
The FMCS has BITE functions for maintenance and test of the
system. The BITE is in the FMC. You operate the BITE with the CDU TEST
MCDUs.
The MCDU test page shows the tests for the MCDU display and
The BITE functions continuously monitor the status of the FMC keyboard.
and MCDU. The functions also continuously monitor the status of
airplane sensor systems which interface with the FMCS. The SENSORS
monitors operate at all times. This includes power-up.
The sensor status pages show the current status of all the
These are the BITE functions: sensors that send data to the FMC.
- INFLT FAULTS DISCRETES

- CDU TEST
- SENSORS These pages show the current status of the analog discretes that
- DISCRETES send data to the FMC.
- FMCS – FIXED OUTPUTS
- MODEL/ENG FMCS- FIXED OUTPUT~
- SW OPTIONS
- PERF FACTR This function shows the values of the FMCS outputs to the
- IRS MONITOR common display system (CDS)and the autoflight status
- LCD CDU. annunciators (ASA).
INFLT FAULTS MODEL/ENG
The FMC records its in-flight faults and in-flight faults for the The model/engine configuration page shows the airplane and
MCDUs and the LRUs it interfaces with. It has storage capacity engine configuration. It also shows the engine combustor type
and the brake option selected.
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SW OPTIONS
The software option pages show the status of the options that
are in the software options database.
PERF FACTOR
The performance factors page permits the display and entry of

performance factors to optimize airplane performance for
individual operators or airplane characteristics.
IBS MONITOR
This page shows the ADIRU position error rate calculated by the
FMC.
LCD CDU
The LCD CDU page shows the MCDU BITE pages.
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Standby Attitude Reference System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-24-00.............. 02

STANDBY ATTITUDE INDICATOR ....................................................................................................................................................................... 34-24-00.............. 08
ILS SELF-TEST ...................................................................................................................................................................................................... 34-24-00.............. 10
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STANDBY ATTITUDE REFERENCE SYSTEM – INTRODUCTION
Purpose
The standby attitude reference system is a backup system. It

gives the pilots indications of airplane attitude in pitch and roll.
The standby attitude reference system also shows instrument
landing system (ILS) localizer and glide slope deviation.
General
The standby attitude reference system operates independently of

the air data inertial reference system.
AC – alternating current
APP – approach
B/CRS – back course
G/S – glide slope
LOC – localizer
V – volts
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STANDBY ATTITUDE REFERENCE SYSTEM -GENERAL DESCRIPTION
General
The standby attitude reference system is an alternate source of

airplane pitch and roll attitude information.
The standby attitude reference system can also show instrument

landing system (ILS) localizer and glide slope deviation. ILS data
is from multi mode receiver (MMR) 1.
The failure flags on the standby attitude indicator tell the flight
crew if there is an ILS or indicator failure.
Power
28v dc from the battery bus supplies power for the standby
attitude reference system.
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STANDBY ATTITUDE REFERENCE SYSTEM – COMPONENT LOCATION
General
The standby attitude indicator is on the P2 center instrument

panel.
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STANDBY ATTITUDE REFERENCE SYSTEM – STANDBY ATTITUDE INDICATOR
General
Indications
The standby attitude indicator has a gyro-stabilized ball that
shows horizon position to the pilots. A roll scale is on the top of The normal ILS indications are the glide slope and localizer
the indicator case. The roll indication shows with marks at 0, 10, deviation pointers in view and the LOC flag and G/S flag out of
20, 30, 45, and 60 degrees. view.
A pitch scale is on the face of the attitude ball. The pitch angle When the ILS data is no computed data (NCD), the related
shows with marks at each five degree increment. Numerals show deviation pointer goes out of view.
at each ten degree increment. The fixed airplane symbol is on
the case of the indicator and does not move. When the indicator receives incorrect ILS data, the related
deviation pointer goes out of view and you can see the failure
Control flag.
The standby attitude indicator gyro will align to vertical. in these When you select B/CRS, the localizer deviation pointer reverses
two ways: polarity for the approach display. The glide slope deviation
pointer is NCD and is not in view during B/CRS approaches.
ln the automatic mode, application of power causes the gyro to
align to vertical at a rate of three degrees per minute Training Information Point
In the manual mode, let the gyro spin for thirty seconds. After
thirty seconds, pull the cage knob. The cage knob aligns the gyro It is necessary to remove power from the standby attitude
to vertical and makes the attitude ball stable at zero degrees indicator nine minutes before you remove the indicator. This will
pitch and roll. give the gyro time to stop spinning.
The approach mode selector has these positions:
OFF – no ILS data on indicator

APP – ILS localizer and glides tope data shows
B/CRS – back course ILS localizer data shows.
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STANDBY ATTITUDE REFERENCE SYSTEM – ILS SELF-TEST
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General − LOC flag comes into view

− G/s flag comes into view
There are no special tests for the standby attitude reference − Deviation pointers go out of view.
system. You do a check of the approach display with an ILS
receiver 1 self-test. NCD Display
Start the ILS self-test from the test switch on the navigation NCD is the second display in the self-test sequence. It shows on
control panel. You can also start it from the test switch on the ILS the standby attitude indicator for two seconds. NCD causes
receiver 1. The approach mode selector must be in the APP these indications:
position.
− LOC flag goes out of view
There are four display sequences that occur on the standby − G/S flag goes out of view
attitude indicator during the ILS self-test: − Deviation pointers go out of view.
− Invalid data Data Correct -UD/Left Display~
− No computed data (NCD)
− Data correct -up/left Data correct -up/left is the third display in the self-test sequence.
− Data correct -down/right. It shows for three seconds on the standby attitude indicator. Data
correct -up/left causes these indications:
The length of the self test sequence is 14 seconds.
− LOC flag goes out of view
Invalid Data Display − G/S flag goes out of view
− Localizer pointer shows one dot of left deviation
Invalid data is the first display in the self-test sequence. It shows − Glide slope pointer shows one dot of up deviation.
on the standby attitude indicator for three seconds. Invalid data
causes these indications:
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Data Correct – Down/Right Display
Data correct -down/right is the forth display in the self-test

sequence. It shows for six seconds on the standby attitude
indicator. Data correct -down/right causes these indications:
− LOC flag goes out of view G/S flag goes out of view
− Localizer pointer shows the dot of right deviation
− Glide slope pointer shows one dot of down deviation.
The approach display goes back to normal indications at the end

of the self-test sequence.
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Standby Magnetic Compass
TABLE OF CONTENTS
CHAPTER
SECTION
STANDBY MAGNETIC COMPASS........................................................................................................................................................................ 34-23-00.............. 02
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STANDBY MAGNETIC COMPASS
Purpose Adjustment
The standby magnetic compass is a backup magnetic heading The standby magnetic compass has N-S (north-south) and E-W
reference. (east-west) compensation screws. These screws change the
position of the magnets.
Location
Use the compensation screws to correct for magnetic deviation.
The standby magnetic compass is below the P5 forward Use only non-magnetic tools to turn the compensation screws.
overhead panel.
There is a compass correction card near the compass. Use this
Power card to write small errors that the compensation screws cannot
remove.
The standby magnetic compass has a 5v ac light bulb. A lamp
access cover permits replacement of the bulb. Training Information Point
Characteristics Four screws hold the standby magnetic compass in place. Use
only non-magnetic tools and screws to remove and install the
The standby magnetic compass has a circular heading indicator standby magnetic compass.
card. The card floats in a case filled with liquid. The liquid does
not permit the card .to move quickly. You must do a compass swing after you replace the standby
magnetic compass.
There are two magnets in the standby magnetic compass. The
magnets are parallel to each other, and they are in the horizontal
plane. The magnets align the compass with the magnetic flux
lines of the earth.
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Radio Magnetic Indicator (RMI)
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 34-24-00.............. 02

RADIO MAGNETIC INDICATOR ........................................................................................................................................................................... 34-24-00.............. 08
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RADIO MAGNETIC INDICATOR -INTRODUCTION
General
The radio magnetic indicator is a standby instrument. Its purpose

is to show relative bearing to VOR and ADF stations. It also
shows airplane magnetic heading.
ac - alternating current
ADF - attitude direction finder
ADIRS - air data inertial reference system
ADIRU - air data inertial reference unit
ARINC - Aeronautical Radio, Inc.
cm - centimeter
HDG - heading
IRS - inertial reference system
kg - kilogram
L - left
MB - marker beacon
R - right
RMI - radio magnetic indicator
v - volts
VOR - VHF omnidirectional range
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RMI – GENERAL DESCRIPTION
Heading Input
The RMI receives digital heading data from the air data inertial
reference units (ADIRUs). The heading data sets the compass
card to the magnetic heading of the airplane.
IRS Transfer Switch Input
The RMI uses the heading data from the left ADIRU with the IRS
transfer switch in the normal or both on left position. Move the
switch to the both on right position to use heading data from the
right ADIRU.
VOR/ADF Bearing
The RMI receives digital bearing data from the VOR and ADF
receivers. The RMI uses the bearing data to set the position of
the bearing pointers.
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RMI – COMPONENT LOCATION
General
The RMI is in the flight compartment on the P2 center instrument

panel.
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RMI – RADIO MAGNETIC INDICATOR
Purpose Failure Flags
The radio magnetic indicator (RMI) is a standby instrument. It The RMI has these three failure flags:
shows heading and bearing information.
- Heading flag: shows when heading input fails
Physical Properties - Bearing pointer 1 warning flag: shows when ADF 1 or
VOR 1 bearing input fails or is NCD
These are the physical properties of the RMI: - Bearing pointer 2 warning flag: shows when ADF 2 or
VOR 2 bearing input fails or is NCD.
- Height - 3.26 in (8.28 cm)
- Width - 3.26 in (8.28 cm)
- Length - 10 in (25.4 cm)
- Weight - 4.83 lb (2.2 kg).
Controls and Indicators
The RMI has two controls. They are the ADF/VOR 1, and
ADF/VOR 2 bearing pointer selectors. Turn the selector to select
ADF or VOR bearing inputs to control the position of bearing
pointer 1 or 2.
The RMI has these indicators:
- Lubber line: a fixed heading reference

- Compass card: shows ADIRS heading with reference to
the lubber line
- Bearing pointers (2): shows ADF or VOR bearing relative
to the compass card.
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Digital Flight Control System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 22-11-00.............. 02

INSTRUMENT PANEL COMPONENT LOCATIONS............................................................................................................................................. 34-11-00.............. 14
ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATION......................................................................................................... 34-11-00.............. 16
MODE CONTROL PANEL – PHYSICAL DESCRIPTION...................................................................................................................................... 34-11-00.............. 18
OPERATION – OVERVIEW ................................................................................................................................................................................... 34-11-00.............. 20
TRAINING INFORMATION POINT – DFCS BITE PAGES – DFCS BITE TEST................................................................................................... 34-11-00.............. 22
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DIGITAL FLIGHT CONTROL SYSTEM – INTRODUCTION
General - Approach
- Go-around
The digital flight control system (DFCS) does these functions: - Flare.
- Autopilot When the engine thrust is high and the airspeed is low, the
- Flight director speed trim function keeps the speed set by the pilots with
- Altitude alert commands to the horizontal stabilizer. This function primarily
- Speed trim occurs during takeoff and only operates when the autopilots are
- Mach trim. not engaged. The flight directors may be on or off.
The DFCS has a mode control panel (MCP), two flight control Flight Director
computers (FCC), and actuator inputs to the flight control
system. Each FCC can do all of the five functions. The FCCs get inputs from several systems and send flight
director commands to the common display system (CDS) to
Autopilot provide guidance for the pilots. When the MCP flight director
switches are on, the flight director display shows on the common
The FCCs get inputs from several systems such as the air data display system (CDS). The flight crew can use the flight director
inertial reference system (ADIRS) and the flight management commands to control the attitude of the airplane. The flight
computer (FMC) and sends commands to the aileron and director commands do not show at flare.
elevator actuators. These actuators control the movement of the
ailerons and elevators, which control the flight path of the Altitude Alert
airplane. There are two autopilots, autopilot A from FCC A and
autopilot B from FCC B. When you engage an autopilot from the As the airplane gets near or flies away from the MCP selected
MCP, the autopilot controls the airplane attitude through these altitude, an alert occurs. This alert warns the pilots that they are
phases of flight: getting near or leaving the MCP selected altitude. This warning
occurs with or without the autopilots engaged or the flight
- Climb directors on.
- Cruise
- Descent
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Speed Trim AGS - air/ground system

AI - attitude indicator
When the engine thrust is high and the airspeed is low, the ail - aileron
speed trim function keeps the speed set by the pilots with alt - altitude
commands to the horizontal stabilizer. This function primarily ALT - alternate
occurs during takeoff and only operates when the autopilots are ANN - annunciator
not engaged. The flight directors may be on or off. annun - annunciator
ANT - antenna
Mach Trim AOC - approach-on-course
AIP - autopilot
As the speed of the airplane increases, the nose starts to drop. APP - approach
This is called mach tuck. When the airplane airspeed is more ARINC - Aeronautical Radio Incorporated
than mach 0.615, the mach trim function gives an up elevator to AIS - airspeed
keep the nose of the airplane level. This function operates with or ASA - autoflight status annunciator
without the autopilot engaged or the flight director on. A/T - autothrottle
BAT - battery
Abbreviations and Acronyms BITE - built-in test equipment
BOV - bias out of view
AAM - autopilot actuator monitor CAPT - captain
AC - alternating current CAA - Civil Aviation Authority
accel - acceleration CAS - computed airspeed
actr - actuator cat - category
ACQ - acquire cau - caution
ADIRS - air data inertial reference system CIB - circuit breaker
ADIRU - air data inertial reference unit CDS - common display system
ADR - air data reference CDU - control display unit
AFCS - automatic flight control system CH - channel
AFDS - autopilot flight director system
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chg - change flt - flight

CLB - climb FMA - flight mode annunciator
CMD - command FMC - flight management computer
CIO - change over FMCS - flight management computing system
cont - control F/O - first officer
CPU - central processing unit FPA - flight path angle
CRS - course FPM - feet per minute
CWS - control wheel steering FREQ - frequency
DC - direct current FWD - forward
deg - degree G/A - go-around
DEU - display electronics unit gnd - ground
DFCS - digital flight control system GPS - global positioning system
DISC - disconnect GPWC - ground proximity warning computer
DMA - direct memory access G/S - glideslope
DME - distance measuring equipment hdg - heading
dn - down hld - hold
EFIS - electronic flight instrument system hyd - hydraulic
elec - electric Hz - hertz
elev - elevator IAS - indicated airspeed
ELEX - electronic IFSAU - integrated flight system accessory unit
eng - engage ILS - instrument landing system
exc - excitation inh - inhibit
FAA - Federal Aviation Administration instr - instrument
FCC - flight control computer intlk - interlock
F/D - flight director I/O - input/output
FDAU - flight data acquisition unit IR - inertial reference
FGN - foreign IRS - inertial reference system
FIM - Fault Isolation Manual
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kts - knots OC - on course

l - left O/D - out of detent
lbs - pounds oss - over station sensor
LCD - liquid crystal display P - push
LCL - local PAM - performance assessment monitor
LED - light emitting diode PB - push-button
LNAV - lateral navigation PCU - power control unit
LOC - localizer pnl - panel
LRU - line replaceable unit pos - position
LSK - line select key press - pressure
LT - light prev - previous
LVDT - linear variable differential transformer prim - primary
lvl - level PSEU - proximity switch electronic unit
MA - master PSI - pounds per square inch
MASI - mach airspeed indicator PTH - path
MB - marker beacon R - right
MCP - mode control panel RA - radio altimeter
MCU - modular concept unit RAM - random access memory
MLS - microwave landing system rad - radio
Mmo - mach maximum operating REF - reference
MMR - multimode receiver REQ - request
mst - master REU - remote electronics unit
MSU - mode select unit RF - radio frequency
NAV - navigation rly - relay
NCD - no computed data RST - reset
NSS - neutral shift sensor rud - rudder
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sec - second VOR - VHF omnidirectional range

sel - select WARN - warning
sens - sensor WHL - wheel
SMYDC - stall management yaw damper computer X-CH - cross channel
snsr - sensor XCHAN - cross channel
SPD - speed xmtr - transmitter
SPM - surface position monitor xfer - transfer
spn - spin
stab - stabilizer
surf - surface
sw - switch
sync - synchronization
sys - system
TAS - true airspeed
THR - throttle
T/O - takeoff
TO/GA – takeoff/go-around
T/R - thrust reverser
TR - transformer rectifier
TRK - track
typ - typical
V - volts
V2 - scheduled target speed
vert - vertical
Vmo - maximum operating velocity
V/S - vertical speed
VNAV - vertical navigation
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DFCS – GENERAL DESCRIPTION
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Mode Control Panel The FCCs also use the data to calculate these commands and
alerts:
The mode control panel (MCP) is the primary interface between
the flight crew and the flight control computers (FCCs). The crew - Speed trim commands
uses the MCP to do these functions: - Mach trim commands
- Altitude alerts
- Engage the autopilots - Autopilot disengage warnings.
- Turn on the flight directors
- Select the mode of operation Autopilot Commands
- Select course and heading
- Select target speeds and altitude. The autopilot can be in the command (CMD) or the control wheel
steering (CWS) mode. In the CMD ,"ode, the FCC calculates the
Other crew inputs to the FCCs are from these components: commands which go to the autopilot actuators. The actuators
cause the inputs to the power control units (PCU) to move which
- Autopilot (A/P) disengage switches control the ailerons and elevator. In the CWS mode, force
- Takeoff/Go-around (TO/GA) switches transducers under the control columns sense control wheel and
- Control wheel steering (CWS) force transducers control column forces from the plots and send these signals to
- Autoflight status annunciators (ASAs). the FCC. The FCC sends the commands to the autopilot
actuators to control the ailerons and elevator. The FCC also
FCC A and B sends commands to the stabilizer trim electric actuator to trim the
stabilizer.
The FCCs use data from the MCP, sensors, and these systems
to calculate the autopilot and flight director commands: The autopilot mode shows on the common display system (CDS)
above the attitude indicator. To disengage the autopilot, the pilot
- Radio navigation systems
pushes the disengage switches on the control wheel. When the
- Air data inertial reference system (A[)IRS)
autopilot disengages, an aural warning is heard from the aural
- Flight management computer system (FMCS)
warning module and the red A/P light on the autoflight status
- Autothrottle (A/T) system
annunciator (ASA) flashes. The ASA warning and aural alert can
- Control surface position sensors
be reset if the pilot pushes the red A/P annunciator on the ASA
- Autopilot actuator position sensors.
or pushes the A/P disconnect switch.
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Flight Director Commands Mach Trim
When the flight directors are on, the FCC calculates the The FCCs send mach trim signals to a mach trim actuator to
guidance commands that show on the CDS. There is no control the elevator movements. As the mach trim actuator
movement of the control surfaces and no .alert if the flight output shaft moves, it turns the feel and centering unit which
directors are turned off. When you set the flight director mode on moves the input to the elevator PCUs. This moves the elevator.
the MCP, the mode and its status also show on the CDS display. The mach trim signal keeps the nose up at high air speeds. The
mach trim actuator also causes the elevator to be in a more nose
Altitude Alert down position during takeoff which allows the pilots to move the
stabilizer to a more nose up position. This allows a more nose up
The altitude alert function uses the altitude that is set on the attitude if there is an engine failure during takeoff and is called
MCP. The FCCs tells the flight crew when the airplane the FCC controlled neutral shift enable (FCNSE) region.
approaches or departs the set altitude. The autopilot or flight
directors do not have to be on for this alert to operate. There is Built-In-Test-Equipment (BITE)
an aural indication from the remote electronic unit (REU) and a
visual indication on the CDS displays. The DFCS has interfaces with the FMCS to show the BITE
condition on the control display units (CDU). The BITE function
Speed Trim helps find failures.
The FCCs send speed trim signals to the stabilizer trim primary
electric actuator to control the horizontal stabilizer movements.
This control increases the airplane stability at low air speeds. As
the airplane speed slows, the stabilizer is moved to a more nose
down position to increase the speed. As the speed increases, the
stabilizer is moved to a more nose up position to decrease the
speed. This function only operates if the autopilot is not engaged.
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DFCS – FLIGHT COMPARTMENT COMPONENT LOCATION
Flight Compartment
The mode control panel (MCP) is on the P7 glareshield. The

captain autopilot disengage switch is on the captain control
wheel. The first officer autopilot disengage switch is on the first
officer control wheel.
Flight Control Panel
The speed trim fail and mach trim fail annunciators have
interface with the digital flight control system (DFCS). They are
on the flight control panel.
Control Stand
The captain and first officer takeoff/go-around (TO/GA) switches

are on the thrust levers. The thrust levers are on the control
stand.
The autopilot (A/P) stab trim cutout switch has interface with the
DFCS. It is on the control stand.
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DFCS – INSTRUMENT PANEL COMPONENT LOCATIONS
Instrument Panel
The stab out of trim annunciator has interface with the DFCS.
The stab out of trim annunciator and the captain autoflight status
annunciator (ASA) are on the P1-3 panel. The first officer ASA is
on the P3-1 panel.
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DFCS – ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATION
E-1 Rack
The integrated flight system accessory unit (IFSAU) is on the E1-

1 shelf. The flight control computer (FCC) A is also on the E1-1
shelf. The FCC B is on the E1-4 shelf. The program switch
modules for FCC A and FCC B are also on the E1 rack.
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DFCS – MODE CONTROL PANEL – PHYSICAL DESCRIPTION
Purpose There are six liquid crystal displays (LCDs). They show these
selected parameter values:
The mode control panel (MCP) supplies the interface between
the flight crew and the digital flight control system (DFCS). The - Course 1 and 2
MCP does these functions: - IAS/MACH
- Heading
- Engages the autopilot - Altitude
- Turns on the flight directors - Vertical speed.
- Selects the operation mode
- Arms the autothrottle Three lamps give backlight to the five position LCD display. Two
- Controls parameter selection lamps give backlight to the three position LCD display. These
- Displays data. lamps and the LCDs are not LRUs.
Physical Description There are 52 incandescent lamps for the light plate. These lamps
are also not LRUs.
The MCP weighs approximately 15 lbs. The MCP installs in the
glareshield with four screws on the front of the panel. There are
two screws on the bottom of the MCP that also attach to the
glareshield. Three electrical receptacles on the rear of the MCP
connect to the airplane wiring.
Each mode selector switch on the MCP contans six light emitting
diodes (LED). The switches and the LEDs are not line
replaceable units (LRUs).
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DFCS – OPERATION – OVERVIEW
General The takeoff/go-around (TOIGA) switche5 on the thrust levers can

engage only the F/Ds in the takeoff mode.
The DFCS calculates autopilot (A/P) and flight director (F/D)
commands for these flight sequences: They can engage the A/Ps and F/Ds in the go-around mode.
- Climb The pilot can also engage an A/P in the CWS mode. The pilot
- Cruise can use roll and pitch CWS in these flight sequences:
- Descent
- Approach - Climb
- Go-around. - Cruise
- Descent
The DFCS calculates only F/D commands for the takeoff and - Approach
only A/P commands for flare. - Autoland
DFCS Modes The autoland function consists of these three flight sequences:
The pilots engage the A/P in CMD and turn on the F/Ds. The - Approach
pilots use these mode selector switches on the MCP to select the - Flare
roll and pitch modes for the flight sequences: - Go-around
- Lateral navigation (LNAV) The DFCS will only go into autoland if the crew selects the APP
- Vertical navigation (VNAV) mode selector switch and engages A/P A and A/P B in the CMD
- Level change (LVL CHG) mode.
- VHF omnirange (VOR)
- Localizer (LOC)
- Heading select (HDG SEL)
- Altitude hold (ALT HLD)
- Vertical speed (V/S)
- Approach (APP).
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TRAINING INFORMATION POINT – DFCS BITE PAGES – DFCS BITE TEST
General
If FCC A and FCC B can enter BITE, the CDU shows that the
DFCSs in the self test mode. The DFCS self test has an FCC A self
test and an FCC B self test. There is also a test of the cross channel
buses. After the self test the CDU shows one of these pages:
- DFCS BITE TEST MAIN MENU

- FCC-A/B SELFTEST PASS, CROSS CHANNEL TEST FAIL
- FCC-A/B SELFTEST FAIL, CROSS CHANNEL TEST PASS.
DFCS BITE MAIN MENU Page
This page lets you choose a fault isolation or verification test.
FCC-A/B SELFTEST PASS, CROSS CHANNEL TEST FAIL Page
This page shows that the FCCs passed their self tests, but the cross
channel test failed. You can go back to the MAINT BITE INDEX
page or continue to show the failed results. After you see the failed
results, you can go to the MAINT BITE INDEX or continue to the
MAIN MENU.
FCC-A/B SELFTEST FAIL, CROSS CHANNEL TEST PASS Page
This page shows that the FCCs failed their self tests, but the cross
channel test passed. You can go back to the MAINT BITE INDEX
page or continue to show the failed results.
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Yaw Damper System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 22-23-00.............. 02

OPERATION........................................................................................................................................................................................................... 22-23-00.............. 08
TRAINING INFORMATION POINT – SMYD BITE................................................................................................................................................. 34-23-00.............. 10
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YAW DAMPER SYSTEM – INTRODUCTION
Purpose CPC -cabin pressure controller

CPU -central processing unit
The yaw damper system keeps the airplane stable around the DC -direct current
airplane yaw (vertical) axis. During flight, the yaw damper DEU -display electronic unit
commands rudder movement in proportion to and opposite to the DFCS -digital flight control system
airplane yaw moment. This keeps unwanted yaw motion to a EHSV -electro-hydraulic servo valve
minimum and makes the flight smoother. The yaw damper is an FAA -Federal Aviation Administration
autoflight system. FMC -flight management computer
FMCS -flight management computer system
Unwanted airplane yaw motion is caused by either of the FMS -flight management system
following conditions: IR -inertial reference
I/O –input/output
- Dutch roll LRU -line replaceable unit
- Air turbulence. LVDT -linear variable differential transformer
MCP -mode control panel
Abbreviations and Acronyms N1 -engine low pressure rotor (fan) speed
N2 -engine high pressure rotor speed
AC -alternating current NN -a number from 01 to 99
ADR -air data reference PCU -power control unit
ADIRU -air data inertial reference unit PLI -pitch limit indicator
AOA -angle of attack SMYD -stall management yaw damper
ARINC -Aeronautical Radio Incorporated SWS -stall warning system
ATR -Austin Trumbull Radio V -volts
BITE -built in test equipment Vmin -minimun safe airspeed
CAA -Civil Aviation Authority Vmax -maximum safe design airspeed
CDS -common display system WTRIS -wheel to rudder interconnect system
CDU -control display unit (FMC) YDS -yaw damper system
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YDS – GENERAL DESCRIPTION
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General rudder movement due to rudder pedal inputs. The indicator is

connected only to SMYD 1.
The yaw damper system is an autoflight system which moves the
rudder to decrease airplane yaw motion caused by dutch roll or Main Rudder PCU
turbulence. The system operates for all phases of flight and is
normally engaged on the ground before takeoff. There are two rudder PCUs, a main and a standby, in the vertical
stabilizer. These PCUs are hydraulic actuators that move the
These are the components for primary yaw damping: rudder in response to pilot rudder pedal inputs. The main rudder
PCU is used only during normal operations. The standby rudder
- SMYD 1 PCU is used only during standby operations.
- Yaw damper engage switch
- Yaw damper disengage light The primary yaw damper uses the main rudder PCU to move the
- Yaw damper indicator rudder to reduce yaw. For yaw damping, these are the four
- Yaw damper components on the main rudder PCU. components on the main rudder PCU:
Yaw Damper Engage Switch and Disengage Light - Yaw damper solenoid valve
- Yaw damper electro-hydraulic servo valve (EHSV)
You engage the yaw damper system with a switch on the flight - Yaw damper LVDT
control panel. For primary yaw damping, system B hydraulic - Yaw damper actuator.
pressure is necessary and the FLT CTRL B switch must be ON.
The yaw damper disengage warning light is above the engage ADIRU
switch. For normal yaw damper operation, the light is OFF. The
light is ON to show the yaw damper is not engaged while power The air data inertial reference units (ADIRUs) send inertial and
is on the airplane. air data to the SMYDs. The data includes airspeed, attitude, yaw
and roll rates, and accelerations. SMYD 1 uses this data for
Yaw Damper Indicator detection of yaw motion to calculate a command to move the
rudder in the opposite direction to decrease unwanted yaw
The yaw damper indicator shows rudder movement due to motion of the airplane.
SMYD 1 primary yaw damping commands. It does not show
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FMC
The FMC provides airplane gross weight to the SMYDs for use in
yaw damping calculations.
Trailing Edge Flaps Up Limit Switch
The trailing edge flaps up limit switches send data to the SMYDs
to limit rudder travel for yaw damping when the flaps are up.
SMYD
The two SMYDs are the same. When a SMYD LRU is put in
position 1, it does the primary yaw damper function during
normal operations.
For primary yaw damping, both SMYDs must be operational

because SMYD 1 compares its yaw damping calculations with
SMYD 2 before it commands rudder movement.
For operation of the WTRIS and standby yaw damping systems,

see the wheel-to-rudder section. (AMM PART I 27-24)
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YDS – OPERATION
General If SMYD 1 does not detect any yaw damper faults, two seconds
later the yaw damper warning light will go off to show that there
You use the yaw damper ON/OFF switch on the flight control is normal yaw damper operation. This switch is held in the ON
panel to engage the yaw damper. position electronically with a solenoid powered from the SMYD.
Only SMYD 1 does primary yaw damping.
For the primary yaw damper system, there are these two
indicators in the flight compartment: Put the switch to the OFF position to disengage the YDS. SMYD
1 removes power from the solenoid valve on the main rudder
- Yaw damper warning light PCU and, after a two-second delay, the yaw damper warning
- Yaw damper indicator. light comes on. The warning light comes on any time the system
disengages.
The yaw damper warning light is on the flight control panel above
the yaw damper ON/OFF switch. The yaw damper indicator is on Yaw Damper Indicator
the instrument panel.
The yaw damper indicator shows the rudder movement due to
Engage Switch and Warning Light primary yaw damper commands from SMYD 1. For primary yaw
damping, rudder movement is limited to 2 degrees with flaps up
To engage the primary yaw damper system (YDS}, put the yaw and 3 degrees with flaps down. If you move the rudder with the
damper engage switch on the flight control panel to the ON rudder pedals, the indicator does not show rudder movement.
position. These are the conditions necessary to engage the
primary yaw damper system: To do a test of the indicator and the primary yaw damper system,
do the SMYD 1 servo test in the SMYD BITE - GROUND TEST.
- Hydraulic system B is ON
- Flight control B is ON.
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YDS – TRAINING INFORMATION POINT – SMYD BITE
General BITE Operation
The SMYD has these BITE functions: To start the BITE, push the ON/OFF key on the BITE module.
EXISTING FAULTS? shows as the first menu item. Push the
- Continuous monitor YES key to answer questions and to move down further in the
- BITE tests. selected menu item on the display. Push the NO or down arrow
key to see the next menu item. In some lists, TOP OF LIST or
Continuous Monitor END OF LIST shows for one second when you move to the top
or bottom of the list. Push the MENU key to exit a menu and
The continuous monitor function of BITE monitors the SMYD
move back up one level to the previous menu. One of these
LRU for proper operation. When the SMYD has an internal
conditions are necessary to start BITE:
failure a fault is recorded in fault history. Some faults will cause
the SMYD to have no outputs for the stall management and yaw - Flaps Up and VCAS < 60 knots
damper functions. - On-side engine N1<15% and off-side engine N2<50%.
BITE Tests These conditions make sure that if BITE is ON, it will turn off
prior to takeoff. Also, a time delay will turn off the BITE control
The BITE tests are used to do tests of components and sensors
panel if no push-buttons are pushed for five minutes or longer.
that interface with the SMYD. They have these functions:
Main Menu
- Quick system test
- SMYD LRU self test These are the BITE main menu selections:
- Tests of sensors that interface with the SMYD
- Tests to show that functions are within specification - EXISTING FAULTS
- Supports fault isolation. - FAULTS HISTORY
- GROUND TESTS
The BITE module on the front of the SMYD LRU has a keypad - OTHER FUNCTIONS.
with six push-buttons, and a two-line display with eight
characters per line. At the start of the BITE, EXISTING FAULTS? shows. Push the
YES key to select this menu or use the NO or down arrow key to
go to the next main menu selection.
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Autothrottle System
TABLE OF CONTENTS
CHAPTER
SECTION
INTRODUCTION .................................................................................................................................................................................................... 22-31-00.............. 02

ELECTRONIC EQUIPMENT COMPARTMENT LOCATION ................................................................................................................................. 22-31-00.............. 10
FORWARD COMPARTMENT COMPONENT LOCATION.................................................................................................................................... 22-31-00.............. 14
OPERATION – OVERVIEW ................................................................................................................................................................................... 22-31-00.............. 16
TRAINING INFORMATION POINT – A/T BITE PAGES – A/T BITE ACCESS ..................................................................................................... 34-31-00.............. 18
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AUTOTHROTTLE SYSTEM – INTRODUCTION
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General cmd - command

con - continuous
The autothrottle (A/T) computer uses data from airplane sensors CPU - central processing unit
to calculate engine thrust. The A/T system controls engine thrust CTM - cycle time monitor
in response to mode requests from the flight crew through the DC - direct current
DFCS MCP and flight deck switches, and from the FMC. The A/T deg - degrees
system operates from takeoff to touchdown. des - descent
DEU - display electronics unit
The A/T is part of the flight management system (FMS) which DIP - dual in-line package
includes DFCS, FMCS, and ADIRU. di sc - disconnect
disen - disengage
8bbreviations and Acronyms DFCS -digital flight control system
DFDAU - digital flight data acquisition unit
ADI - attitude direction indicator DU - display unit
AFCS - automatic flight control system EEC - electronic engine control
AGL - above ground level elex - electronics
A/P - autopilot (DFCS) FADEC - full authority digital engine control
A/T - autothrottle FCC - flight control computer
ASA - autoflight status annunciator FD - flight director (DFCS)
ADIRU - air data inertial reference unit FDAU - flight data acquisition unit (DFDAU)
ADIRS - air data inertial reference system FDR - flight data recorder
ASA - autoflight status annunciator F/D - flight director
ASM - autothrottle servo motor flt - flight
BARO - barometric altitude FMA - flight mode annunciation
capt - captain FMC - flight management computer
CDS - common display system FMCS - flight management computer system
CDU - control display unit (FMC) FMS - flight management system
clb - climb
clr - clear
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F/O - first officer TAT - total air temperature

fwd - forward THR HLD - throttle hold
G/ A - go-around TIL - thrust lever
gnd - ground TMA - thrust mode annunciation
GMT - Greenwich mean time TMD - thrust mode display (same as TMA)
GW - gross weight TOD - top of descent
IAS - indicated airspeed to - takeoff
KTS - knots (nautical miles per hour) L -left TO/GA – takeoff/go-around
LSK - line select key TRA - thrust lever resolver angle
MCP - mode control panel V - volts
MCU - modular concept unit VMO - maximum operating velocity
MMO - maximum operating mach VNAV - vertical navigation mode
N1 - low speed compressor RPM V/S - vertical speed
N2 - high speed compressor RPM
NCD - no computed data
POR - power on reset
PROM - programmable read-only memory
pth - path
R - right
R - repeat
RA - radio altimeter
RPM - revolution per minute
R/T - receiver/transmitter
SMYD - stall management yaw damper
spd - speed
SSM - sign status matrix
sw - switch
TACH - tachometer
TAS - true airspeed
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A/T SYSTEM – GENERAL DESCRIPTION
General A/T Interfaces
The autothrottle (A/T) computer receives inputs from airplane The A/T computer receives digital data from these components
systems, sensors, and flight deck switches to calculate and to calculate servo .motor rate commands to control engine thrust:
control engine thrust.
- Mode control panel (MCP)
Operator interface with the A/T system is through switches on - Flight control computers (FCCs)
the thrust levers and the DFCS MCP. A/T modes of operation - Electronic engine controller (EEC)
can be selected in these ways: - Flight management computer (FMC)
- Radio altimeter (RA)
Manual mode selection from the DFCS MCP - Stall management yaw damper (SMYD)
Automatic mode selection by DFCS when engaged - Air data inertial reference system (ADIRS)
Manual selection from thrust lever TO/GA switches. - Autothrottle servo motors (ASM).
The A/T system can be engaged in N1 mode or speed mode, The A/T computer receives analog discrete inputs from these
depending on the mode selected and the DFCS mode of components:
operation. A/T operational modes show on the flight mode
annunciation (FMA) on the common display system. - Mode control panel (MCP)
- Thrust lever TO/GA switches
A/T System Components - Thrust lever A/T disconnect switches
- Autoflight status annunciators (ASAs).
The A/T computer 1nterfaces with these components:
The A/T computer sends mode data and control signals to these
- A/T servomotors (ASMs) components:
- Thrust resolver (TR) packs
- Gearbox with friction brake and clutches - ASAs
- Mechanical linkages to connect T/Ls to ASMs - ASMs
- A/T Arm switch and mode select switches on MCP - FDAU
- Thrust lever takeoff/go-around (TO/GA) switches - FCCs
- Thrust lever A/T disconnect switches. - FMCS
- DEUs.
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DFCS Mode control Panel (MCP) Autoflight Status Annunciators (ASA)
The DFCS MCP has these switches for the A/T system: When the A/T disengages, it sends a signal to the ASAs to show
a red flashing visual alert. You push the flashing red ASA A/T
A/T ARM switch light or one of the A/T disconnect switches on the thrust levers to
N1 mode selector cancel the warning. This sends an analog signal to the A/T
Speed mode selector. computer to reset the warning. There are no aural alerts when
the A/T disengages.
The A/T ARM switch is used to turn on the A/T computer.
Autothrottle Servo Motors (ASM)
The A/T N1 and speed modes may be selected manually from
the MCP. When DFCS is engaged, the FCC selects the A/T The ASMs are below the aisle control stand and flight deck floor.
modes with a mode request through the MCP to the A/T The ASMs receive digital thrust rate commands from the A/T and
computer. In DFCS VNAV mode, the FCC uses FMC flight plan change the data to electrical pulses to drive the servo motors-
data to select the A/T modes. The motors drive the thrust resolver (TR) packs through a
gearbox and slip clutch to move the thrust levers (T/Ls) to a
The MCP sends discretes for the selected A/T mode, N1 or desired thrust resolver angle (TRA). TRA is sent digitally from the
speed, to the A/T computer. The MCP also sends the selected TR pack to the EECs to set thrust.
speed or FMC target speed to the A/T to use during the speed
mode. The ASMs send tachometer data and feedback signals to the
A/T computer.
TO/GA Switches
Display Electronics Units (DEU)
The thrust lever TO/GA switches send analog discretes to the
A/T computer. The TO/GA switches are used to select the The A/T computer sends mode data to the DEUs to show A/T
takeoff or go-around mode. On the ground, the TO/GA switches modes of operation on the FMA on the CDS.
select the takeoff mode. In the air, the TO/GA switches select the
go-around mode if this mode is armed. The FMC calculates engine N1 limits and N1 targets during each
1light phase and sends the data to the DEUs- The DEUs show
N1 limits on the engine display. The DEUs send N1 targets to the
EECs.
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SMYD FCC
The stall management yaw damper (SMYD) sends minimum The FCCs send mode request discretes to the A/T to select A/T
operating speed data to the A/T computer for minimum speed modes consistent with the active DFCS mode. The A/T sends
floor control. mode status to the FCC.
Radio Altimeter ADIRU
During approach, the radio altimeter (RA) sends radio altitude The ADIRUs send this data to the A/T computer:
data to the A/T computer. This data is used to arm the go-around
mode below 2000 feet, and during Flare RETARD mode, to - True airspeed
retard T/Ls to idle for landing. - Mach
- Barometric altitude
The FMC calculates thrust N1 limits and N1 targets for each - Atmospheric pressure
flight phase. The data goes to the DEUs. The DEUs show the N1 - Static outside air temperature
limits on the engine display. The DEUs send the N1 targets to - Inertial vertical speed
the EECs which calculate equivalent TRA targets to send to the - Acceleration.
A/T to set thrust. The FMC also sends N1 targets directly to the
A/T. During takeoff and max thrust go-around, the A/T Uses EEC The A/T uses ADIRU data when calculating T/L rate commands
TRA targets and FMC N1 targets to set thrust. to set engine thrust for precise thrust adjustments during
changing flight conditions.
During takeoff, climb, and max thrust go-around, the FMC N1
targets are the same as the N1 limits. During reduced thrust The DEUs send FMC N1 targets to the EECs. The EECs use the
climb and cruise operations, the FMC N1 targets are less than data to calculate equivalent TRA targets. The A/T uses the EEC
the N1 limits . TRA targets to set thrust during takeoff, climb, and max thrust
go-around. For takeoff and max thrust go-around, the A/T initially
The FMC calculates gross weight and sends it to the A/T to use uses EEC TRA targets to advance the T/Ls. As the T/Ls get to
in calculation of thrust and T/L rate commands. within 4 to 6 degrees of the FMC N1 limit, the AIT computer then
uses FMC N1 targets to make final T/L adjustments to the FMC
The FMC has an interface for AIT computer for BITE. N1 limit.
EFFECTIVITY
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A/T SYSTEM – ELECTRONIC EQUIPMENT COMPARTMENT LOCATION
Electronic Equipment (E/E) Compartment
The autothrottle computer is on the E1-1 shelf.
The autothrottle program switch module is on the left side of the

E1-1 shelf.
The A/T computer is an ARINC 600 3MCU size and weighs 9

lbs.
EFFECTIVITY
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A/T SYSTEM – FLIGHT COMPARTMENT COMPONENT LOCATION
Flight Compartment
These components in the flight compartment have interface with

the A/T system:
- DFCS mode control panel (MCP)

- Thrust lever TO/GA switches
- Thrust lever disconnect switches
- Autoflight status annunciators (ASAs)
- Outboard flight displays and center display unit.
The A/T Arm switch and light, and the two A/T mode selector
switches are on the MCP on the glareshield.
The A/T disconnect switches and T0/GA switches are on the

thrust levers.
EFFECTIVITY
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A/T SYSTEM – FORWARD EQUIPMENT COMPARTMENT LOCATION
Forward Equipment Compartment
The A/T servo motors (ASMs) are in the forward equipment

compartment under the P10 control stand.
The servo motors connect to the thrust levers (T/Ls) through the
gearbox, the thrust resolver (TRs) packs, and mechanical
linkages below the control stand.
EFFECTIVITY
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EFFECTIVITY
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A/T SYSTEM – OPERATION – OVERVIEW
General
The A/T operates on the ground for takeoff, and during flight.
The A/T system controls engine thrust for these flight sequences:
- Takeoff
- Climb
- Cruise
- Descent
- Approach
- Flare
- Go-around.
For each flight phase, the A/T N1 or speed modes may be

selected from the MCP. If the DFCS is engaged, it selects the
A/T mode. The N1 or speed mode select switch light comes on
to show the mode is active. When the light is on, a second push
removes the mode from active status.
You use the T0/GA switches to start the takeoff or go- around
modes.
EFFECTIVITY
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A/T SYSTEM – TRAINING INFORMATION POINT – A/T BITE PAGES – A/T BITE ACCESS
General
To start A/T BITE, these conditions are necessary:
- Both EECs inactive (both start levers in CUTOFF position

and both engine start switches OFF) or
- both engines off (N2 less than 50%)
- FMC is valid
- A/T BITE request from the CDU.
After you push A/T, LSK L3, on the maintenance BITE index
page, the CDU shows one of two pages. If the A/T system starts
BITE, the CDU shows the A/T BITE TEST menu and both A/T
warning lights come on. If the A/T system fails to start BITE, the
CDU shows the A/T BITE INOP page.
A/T BITE TEST Main Menu
This page lets you choose a fault isolation or verification test.
A/T BITE INOP
This page shows if the A/T system fails to start BITE. If this page
shows, do a check of the A/T computer or its interface for
problems. From this page, you can exit A/T BITE and go back to
the MAINT BITE INDEX page with LSK 6L.
EFFECTIVITY
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EFFECTIVITY
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EFFECTIVITY
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Aviônica Volume 2

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Linhas aéreas Inteligentes

THIS MANUAL HAS BEEN PREPARED FOR AIRPLANES SYSTEM

Static and Total Air Pressure System

INTRODUCTION .................................................................................................................................................................................................... 34-11-00.............. 02

STATIC AND TOTAL AIR PRESSURE SYSTEM – INTRODUCTION

The purpose of the static and total air pressure system is to

Abbreviations and Acronyms

ADIRU – air data inertial reference unit

STATIC AND TOTAL AIR PRESSURE SYSTEM – GENERAL DESCRIPTION

General Primary Static and Total Air Pressure System

The system drains act as sumps to remove condensation in the

STATIC AND TOTAL AIR PRESSURE SYSTEM – COMPONENT LOCATION – EXTERNAL

Pitot Probe Location

Static Port Location

Alternate Static Ports Location

STATIC AND TOTAL AIR PRESSURE SYSTEM – PITOT PROBE

The pitot probe measures pitot air pressure.

The pitot probe port points forward to measure pitot pressure. A

An anti-icing heater is in the probe to prevent ice. The heater is

STATIC AND TOTAL AIR PRESSURE SYSTEM – STATIC PORT

The static ports measure static (ambient) air pressure.

The static ports are flush-mounted on the fuselage skin. There is

CAUTION: DO NOT PLUG OR DEFORM HOLES. INDICATED

The static ports do not have anti-icing heaters.

STATIC AND TOTAL AIR PRESSURE SYSTEM – DRAIN FITTING

The system drains remove condensation that collects in the pitot-

The lower part of the drain contains a valve covered by a

THIS PAGE INTENTIONALLY LEFT BLANK

Air Data Instruments

INTRODUCTION .................................................................................................................................................................................................... 34-13-00.............. 02

AIR DATA INSTRUMENTS – INTRODUCTION

Abbreviations and Acronyms

AIR DATA INSTRUMENTS – GENERAL DESCRIPTION

The standby altimeter/airspeed indicator is two flight instruments

One instrument is a pneumatic altimeter. It gets static air

The other instrument is a pneumatic airspeed indicator. This

AIR DATA INSTRUMENTS – COMPONENT LOCATION

The standby altimeter/airspeed indicator is in the flight

THIS PAGE INTENTIONALLY LEFT BLANK

Air Data Inertial Reference System

INTRODUCTION .................................................................................................................................................................................................... 34-21-00.............. 02

AIR DATA INERTIAL REFERENCE SYSTEM – INTRODUCTION

THIS PAGE INTENTIONALLY LEFT BLANK

AIR DATA INERTIAL REFERENCE SYSTEM – INTRODUCTION

Purpose AOA – angle of attack

AIR DATA INERTIAL REFERENCE SYSTEM – INTRODUCTION

FPV – flight path vector pos – position

ADIRS – GENERAL DESCRIPTION

THIS PAGE INTENTIONALLY LEFT BLANK

ADIRS – GENERAL DESCRIPTION

General The AOA sensors measure and convert angle of attack to

Functional Description - Pitot pressure

ADIRS – GENERAL DESCRIPTION

Each ADIRU uses three accelerometers and three laser gyros to

ADIRS – COMPONENT LOCATION – FLIGHT COMPARTMENT

These are the ADIRS components in the flight compartment:

- Inertial system display unit (ISDU)

These are the components in the flight compartment that have

- Left inboard and outboard display units

ADIRS – COMPONENT LOCATION – IRS MASTER CAUTION UNIT